Classic Trial Magazine Issue 37 Summer 2021

MOTORCYCLE • CYCLE • SIDECAR • CLASSIC • COMPETITION • FEATURES

www.trialmaguk.com

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INTERNATIONAL

SSDT 1981 MY WORLD

Summer 2021

ISSUE 37 • UK: £6.99

CLIVE DOPSON

MEETING

FANTIC SUPER SHOP – PART TWO COMERFORDS

MY WORLD SUPER SHOP MEETING

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Trial Magazine • Welcome

CONTACT Online: www.trialmaguk.com Telephone: 01663 749163 Email: england@trialmag.com Address: 48 Albion Road, New Mills, High Peak, Derbyshire, SK22 3EX United Kingdom THE TEAM Co-Managing Directors John Hulme & Charles Benhamou Executive Director Philippe Benhamou Editor John Hulme

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Advertising Manager Lisa Reeves lisa@trialmag.com Editorial Staff Matthew Heppleston, Heath Brindley, Justyn Norek Snr, Justyn Norek Jnr, Nick Shield and John Moffat.

Photographers Barry Robinson, Malcolm Carling, John Shirt Snr, Colin Bullock, Cyrille Barthe, Eric Kitchen, Alan Vines, Toon van de Vliet, Mauri/Fontsere Collection and the Giulio Mauri Copyright, The Nick Nicholls Collection at Mortons Archive, Don Morley, Motorcycle News and Brian Holder.

Proof reading Jane Hulme and Davina Brooks Design and Production Dean Cook The Magazine Production Company www.magazineproduction.com Printing: Buxtons Press © 2021 CJ Publishing Ltd. All rights reserved. No part of this publication may be reproduced or transmitted in any form or by any means without the prior written consent of the Publishers.

Great care is taken to ensure accuracy in the preparation of this publication, but neither CJ Publishing Ltd or the editor can be held responsible for its contents.

The views expressed are those of the contributors and not necessarily those of the Publishers.

Trial Magazine is published by: CJ Publishing Limited, registered in England Number: 5947718.

Trial Magazine: ISSN: 1753-0040.

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Front Cover: Gilles Burgat (SWM-FRA). Picture Credit: Toon Van De Vliet Summary picture: 1981 SSDT, Giovani Tosco (SWM-ITA). Credit: Toon Van De Vliet

Summer 2021 • Classic Trial Magazine

Trial Magazine• Welcome

WELCOME

FEATURES

INTERNATIONAL 1981 SSDT

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SPORT 2021 36 Rockshocks Championship

PROJECT

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SUPER SHOP

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REMEMBERING

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BEST OF BRITISH

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MY WORLD

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Honda TLR 200

Comerfords Part 2 Manuel Soler Scorpion

Clive Dopson

FLASHBACK 1971 88 Colmore Cup Kickham Trial

MEETING

Fantic - Austria

REGULAR SECTIONS NEWS TRIALS GURU PADDOCK SHOPPING SUBSCRIBE POSTER SHOP PARTS LOCATOR

Classic Trial Magazine • Summer 2021

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News • The world of Classic Trials

COMAS TRIAL IN THE UK

Richard Timperley, well-known trials rider and owner of the Camio Moto trials shop, has added a separate arm to the business as the importers of all Comas trials products.

A move to new larger premises in Chesterfield, Derbyshire, has allowed Richard to expand his business and have the room to open up other areas of opportunity in the trials world, including classic clothing.

Richard would welcome any trade enquiries from dealers who want to stock the Comas trials products. He can be contacted on 01246 792033.

To view the Comas range of products, go to the website: www.comastrial.com

TRIAL MAGAZINE

We know you all love Classic Trial Magazine, but you may not know that our sister publication Trial Magazine. It also carries some really excellent retro and classic trials reads. Compared to Classic Trial Magazine, which is available only on subscription, Trial Magazine can be found in most major WH Smith branches and other retail shops in the UK and certain outlets around the world as well as also being available on subscription at: www.trialmaguk.com

MAGAZINE SUBSCRIPTIONS As we focus on the roadmap out of Covid-19, we can only apologise for the delay in the delivery of the magazine to our valued overseas customers. However, we are told this situation will improve, so we kindly ask everyone to be patient if you are not receiving Classic Trial Magazine as soon as you used to. In the meantime, check out the new ‘Snood’ design for all first-time subscribers!

TRIALENDURODIRECT If you are looking for some clothing bargains, look no further than www.trialendurodirect. com who are making way for the latest designs from Mots and S3. If you are not sure about sizes and fitting, you can go along to their headquarters at Buxton in Derbyshire to try on the riding kit that meets your requirements and make sure you are happy with your purchase. www.trialendurodirect.com

INMOTION

With a reputation second to none as a reliable, quality supplier of a wide variety of parts for those twin-shock and retro rebuilds, InMotion has now added a wide selection of new front fork stanchions to complement the rear OZO shock absorbers they supply.

Produced to a high standard of engineering, the stanchions are now available and in stock to fit the following machines: Bultaco Sherpa, Fantic and SWM Marzocchi, Honda TLR 200 and 250 RTL 250, Yamaha TY80, 175, 250 and 250 monoshock models.

They are priced between £99 and £135 per pair, depending on the fitment application.

Also introduced to its spare parts inventory is the new ‘Zorro’ aluminium, un-braced 5.5” rise trials handlebars to fit all models, priced at £30.

TAKE NOTE

As we welcome the return of trials competitions and the unfolding road map out of the dreaded Covid-19, we ask everyone attending events to take note of the organiser’s instructions. These are for everyone’s benefit to enjoy our sport following the government guidelines put in place to protect us all from the deadly virus. Remember our sport is run by a huge number of volunteers who need to be respected at all times.

Organisers and in particular the secretary of the meetings also ask riders to ensure they are entering in the correct machine class, if in doubt ask before entering and not after.

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Summer 2021 • Classic Trial Magazine

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Trials Guru • John Moffat

TRIALS GURU

NO SCOTTISH, NO PROBLEM It goes without saying that many trials fans missed their annual ‘Sporting Holiday in the Scottish Highlands’ this May when the SSDT was cancelled for the second year in succession due to the Covid-19 pandemic. Not to be outdone by a virus, negotiations with the local community radio station in Fort William, Nevis Radio, began back in January to host a week-long breakfast programme sponsored

by Michelin and Trial Magazine dedicated to the trial that annually brings £2 million to the local economy. It was important to send out the right message to local people that the Scottish Six Days would return in 2022, but what was needed to achieve this?

Words: John Moffat • Picture: Yoomee 2019 SSDT

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imple: talk about past events, starting with 1961 (which is 60 years ago!), then 1981, 1991, and so on, but the shows had to be of interest to a broader audience, as many listeners live and work in Lochaber. To this end, every morning, we highlighted the local riders who rode in the featured years. The plan was to invite selected former riders and winners for 1961 that was, of course, Gordon Jackson, now 89 years of age and living near Bordeaux, in France. Fortunately, I had Gordon’s mobile number to hand, so I called, and he was delighted to be asked. I was honoured to interview him live on the radio once again, having done so in 2011 at the Centenary SSDT for Nevis Radio.

What an absolute gentleman GL Jackson is. He was most helpful and courteous, very much a ‘Kentish Man’ and competitor of the old school. The listeners absolutely loved him too.

More personalities and guests were contacted, and the list grew, with local ace Gary Macdonald — the only Scot to come close to winning the SSDT in the last 86 years — followed by Gilles Burgat, who joined us from the French Alps, Bernie Schreiber from Switzerland, Dougie Lampkin MBE, MTB ace Steve Peat, Steve Saunders and Alexz Wigg. All these men are either past winners or competitors in the most important and unique event in the world of trials. The dialogue was varied and carefully planned to bring out the facts and stories of the Scottish.

It was rounded off perfectly by the most famous trials rider of all time, Sammy Miller MBE, who took time away from his workshop on the 10

Friday to speak to the people of Fort William. There were other guests from the ‘trade’ who joined us to share their knowledge, but without doubt, the people that the listeners wanted to hear were the SSDT competitors and winners. They all brought a variety and wealth of knowledge, and it was an honour and a privilege to be able to interview them all live on Nevis Radio.

Even although the SSDT was not happening on the ground, it was still on trials riders’ lips and, most importantly of all, it spelt it out that the ‘Scottish’ would be back!

Summer 2021 • Classic Trial Magazine

Dedicated to the Sport www. trialsguru.net Photos, articles, news recording the history of trials.

/trialsguruworld

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Summer 2021 • Classic Trial Magazine

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Classic Trial Magazine • Summer 2021

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Shopping • What’s new

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COMAS CT 01 HELMET Various Colour Ways Web: www.comastrial.com

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Summer 2021 • Classic Trial Magazine

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COMAS TRIAL SHIRT AND PANT Various Colour Ways Web: www.comastrial.com

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Classic Trial Magazine • Summer 2021

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International SSDT • 1981

SCOTLAND IN MAY

SCOTTISH SIX DAYS TRIAL

Who would win the 1981 Scottish Six Days

Belgium’s Eddy Lejeune on the four-stroke Honda was leading the FIM World Trials Championship but was a ‘No-Show’ at the SSDT.

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Trial?

Parc Fermé performers included an eventual SSDT winner many years later, Dougie Lampkin in the blue, with his younger brother Harry.

Summer 2021 • Classic Trial Magazine

1981 • International SSDT

Martin Lampkin gets the low-down from an interested spectator as older brother Alan works on his SWM.

MEN AND MACHINES

Margaret holds the umbrella as husband John E Shirt’ fettles’ the Majesty Yamaha for his rider Rob Shepherd, who watches on.

For any motorcycle trials enthusiast globally, the first week in May, Scotland is the place to be. In 1981, it was still a significant draw for manufacturers, riders and spectators as they all arrived in Fort William — the home of the Scottish Six Days Trial. Despite the addition of the 15% Value Added Tax which pushed the entry fee up to £57.50, a full house of 280 riders embraced the opportunity to challenge this legendary event. It was by no means the club’s fault the Treasury stated all clubs with a turnover of more than £13,500 must pay the dreaded tax, and the Edinburgh and District Motor Club fell into that category.

Words: Yoomee, Toon Van De Vliet, Mike Rapley • Pictures: Steve Bird, Norman Eyre, Eric Kitchen, Toon Van De Vliet, Mauri/Fontsere Collection and the Giulio Mauri Copyright, and Yoomee Archive Times were rapidly changing in the trials world. On the continent, the contagious rule of ‘stop for a five-mark penalty’ was being challenged with a new generation of riders. Many would pull the clutch in to manoeuvre rider and machine into position, but in doing so, were still not awarded the dreaded ‘Five’. To suit this new style of pivot turn and ‘Bunny Hops’, to allow better positioning in the hazards, the machines were also under scrutiny and development for the needs of this new breed of rider.

OLD GUARD

Since way back in 1970, when Mick Andrews won on the Ossa (and again in 1974 and 1975 on the Yamaha), the ‘Old Guard’ of riders who previously won the event, including Malcolm Rathmell (1973 on Bultaco and 1979 on Montesa), Martin Lampkin (Bultaco 1976–1978), and Finland’s Yrjo Vesterinen (Montesa) who had taken the first foreign rider win in 1980, still ruled the sport.

Manufacturers still valued the win at the SSDT to prove their products’ reliability; new ones had arrived from Europe and Italy in particular. Spain was still leading the way, but the Italians and the Japanese were challenging them. The government regimes in Spain had left the manufacturing sector of motorcycle production in ruins. New riders making the headlines in the sport included the 1979 FIM World Trials Champion Bernie Schreiber (Italjet-USA) and Eddy Lejeune (Honda-BEL).

Japan’s Kiyoteru Hattori changes the front fork oil on his 360cc four-stroke Honda.

Classic Trial Magazine • Summer 2021

Of the potential winners, ‘Vesty’ had moved back to his beloved Bultaco, and Rob Shepherd had moved from Honda four-stroke power to the two-stroke Majesty Yamaha. Despite Schreiber not riding, Italjet would still have machines in the entry for the first time, and Spain’s Jaime Subira would ride the developmental 221cc, 240 model Fantic.

In the manufacturers’ team race, Fantic had three teams, with two each from Italjet, Majesty Yamaha, Ossa and SWM, whilst Bultaco and Montesa had one each.

Many riders had overlooked a change in the rules regarding the riding numbers. They could be made from plastic in previous years, but now the organisers insisted on them being metal. Any form of steel was now like gold dust in Fort William as the riders finally presented their machines for scrutineering and secure parking in the ‘Parc Ferme’ paddock.

WORLD CHAMPIONSHIP

Winning the FIM World Championship title was now an even bigger priority for the manufacturers, taking some of the prestige away from the SSDT. Both Schreiber and Lejeune were missing from the SSDT, deciding to focus their attention on the WTC. It was still a strong entry, though, and picking a winner would be difficult. A strong presence of manufacturer teams came from Italy with Fantic, Italjet and SWM, with riders to match.

As the opening four rounds of the world championship closed, the leader was Eddy Lejeune in front of the 1980 champion Ulf Karlson (Montesa-SWE).

After five rounds, the ACU British Championship was the same story, as the WTC as Malcolm Rathmell (Montesa) also held a similar 12-point lead over John Reynolds (Beamish Suzuki). Who could predict a winner in Scotland? As we are about to find out, a young SWM rider from France would come in under the radar.

Would you ever believe that Bob Collier would even think of getting around the Highlands for six days on his home-built special? The power came from a twin-cylinder Triumph Tigress engine.

A winner from 1970–1972 (Ossa), 1974 and 1975 (Yamaha), Mick Andrews would start his 20th SSDT. It would only last for the opening group of hazards at Ben Nevis before he retired with back problems.

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International SSDT • 1981

‘VIVE LA FRANCE’

BURGAT WINS Learning the ropes in 1980, Gilles Burgat was a new rider-focused on a future in motorcycle trials. He was a late entry to the SSDT, finishing 20th. He embarked on a full year in the FIM World Championship, finishing 11th, scoring points in four of the 12 rounds – nothing special on both counts, I think you will agree. As the year closed, he made his intentions clear as he was crowned the French National Champion. In 1981, he was well prepared for what was about to happen. He had a very well-developed machine with the Italian SWM and the new Michelin tyres. He was in a good strong international SWM team, alongside Great Britain’s Martin Lampkin and Italian Danilio Galeazzi. As the season opened, he still did not look like a serious challenger, though, for the two great titles: Scottish Six Days Trial winner and FIM World Trials Champion.

Words: Yoomee, Toon Van De Vliet, Mike Rapley • Pictures: Steve Bird, Norman Eyre, Eric Kitchen, Toon Van De Vliet, Mauri/Fontsere Collection and the Giulio Mauri Copyright and Yoomee Archive After the opening four world rounds in 1981, he was in fifth position; his best ride was a fourth-place finish in Great Britain. Never one to miss a trick, Martin Lampkin had noted the French rider’s dedication. One night, at a distant world round in 1980, ‘Mart’ was in the dark sorting out his riding kit for the following day’s action when he noted Burgat returning from a training run; he made a mental note to keep his eye on him in future events.

MY SIX DAYS – GILLES BURGAT

In 1981, Mike Rapley was a staff member at Trials and Motocross News covering the ‘Scottish’ and, despite the passing of the years, he recalls speaking with Gilles Burgat the following week after winning the event. After the awards presentation, he said: “Trials riding is my life, but I never dreamt that one day I would win this iconic event. I arrived at the SSDT with the same machine I had used in the WTC. The SWM mechanics gave it a good once over and replaced any worn parts.

“My good friend and fellow SWM rider, Danilio Galeazzi, had a riding number close to me, so I knew the week would be quite good fun. I planned to see how the week went and maybe look at finishing in the top five.

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Gilles Burgat (SWM-ITA) 1981 Scottish Six Days Trial Winner.

Summer 2021 • Classic Trial Magazine

1981 • International SSDT

Danilio Galeazzi rode with Burgat all week.

“On Monday, my dream of the victory was nearly over, as I was running late on time and incurred some time penalties. Enjoying the surrounding scenery, I had hit a rock and buckled the front wheel on the SWM. But on Tuesday morning, the results were available, and I was leading”.

A GOOD WEEK

“I worked on the front wheel to straighten it, but I did not do a very good job. I only found this out when I got onto the tarmac road and realised just how much it wobbled on the road! At night I changed the tyres and looked forward to Wednesday. Another good day kept me in second position.

“On Thursday, I moved into the lead again and again changed the tyres. My SWM required very

Checking the SWM on Friday night.

little attention apart from the usual checks. I was thinking that maybe, just maybe, I could win, but I was also aware that due to the rotation of the riding number, I was moving closer to the front of the entry.”

WINNER

“On Friday night, I held an eight-mark advantage over Martin Lampkin and Yrjo Vesterinen. I fitted new tyres for the final day — I would need any advantage I could get!

“Saturday would be the day of reckoning, and I was the tenth man away from the start. I stayed calm and did not rush the day, dropping just nine marks; the victory was mine. I had a long time to wait to see if I had won, and when we found out I had, I jumped into Loch Linnhe! God, it was cold!

“It had been a fantastic week, finished off by a

Winning the manufacturers’ team award, the Blackford Challenge Trophy for SWM: Gilles Burgat with the trophy, Danilio Galeazzi and Martin Lampkin. Mike Rapley on the far right looks on.

Classic Trial Magazine • Summer 2021

warm handshake from both ‘Big Mart’ and ‘Vesty’ as they congratulated me; I was more than happy to be in the history books.”

SSDT WINNER AND WORLD CHAMPION

As history has recorded, Gilles Burgat became the first winner of the event on an Italian machine, the SWM, and the first French winner. As the year progressed, he carried the winning confidence into the FIM World Trials Championship to take the title at the end of the year, the first for an Italian machine; Italy and France were now the winning combination.

It is interesting to note that Gilles Burgat can still be found competing in the Scottish Six Days Trial in 2019 and is still a big fan of motorcycle trials.

2019, and Gilles Burgat (Beta) still enjoys what is now his ‘Highland holiday’ at the SSDT.

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International SSDT • 1981 Gilles Burgat (SWM-FRA)

MILES: 72. SECTIONS: 32

DAY ONE: MONDAY On day one of this six-day competition taking the lead is not always a good omen but that is what Gilles Burgat achieved. It had been a close opening day with many riders having a ‘Superstar’ moment under a clear blue sky. A previous winner from 1976 to 1978, Martin Lampkin was annoyed with himself for a stop on the slippery rocks of the Blackwater hazards just after lunch in Kinlochleven, but further problems later in the day would affect so many of the 280 starters. The long steep climb just off the Mamore Road named Caillich was made up of six hazards, and such was the severity of the group of sections many riders faced delay. In the race to complete the riding of the hill, many riders incurred time penalties, including Burgat.

Enjoying the full atmosphere of the event, one of the observers went home and took the observer’s book with them, forcing a delay in the results until Tuesday morning!

Missing out of the top ten were another two previous winners: Malcolm Rathmell (MontesaGBR), who was down in 17th position on 33 marks lost, and Yrjo Vesterinen (Bultaco-FIN) on 34. Times were changing at the SSDT — six of the top ten riders were foreigners. With the top

Jaime Subira (Fantic-ESP)

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Yrjo Vesterinen (Bultaco-FIN)

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ten positions covered by just 11 marks, day one had left the riders closely bunched as day two dawned.

BEST DAILY PERFORMANCE: Gilles Burgat (SWM-FRA) 15 Marks Lost RESULTS: 1: Gilles Burgat (SWM-FRA) 15; 2: Martin Lampkin (SWM-GBR) 17; 3: Jaime Subira (Fantic-ESP) 17; 4: Josep Jo (Montesa-ESP) 18; 5: Charles Coutard (Montesa-FRA)19; 6: Danilio Galeazzi (SWM-ITA) 22; 7: Alberto Juvanteny (OssaESP) 24; 8: John Reynolds (Beamish Suzuki-GBR) 25; 9: Peter Cartwright (Italjet-GBR) 25; 10: Norman Shepherd (Majesty Yamaha-GBR) 26.

Martin Lampkin (SWM-GBR)

Summer 2021 • Classic Trial Magazine

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Nigel Birkett (Fantic-GBR)

MILES: 96. SECTIONS: 32

DAY TWO: TUESDAY

It was time to get wrapped up on the close-on 100-mile ride for day two as ‘Vesty’ came back up the leaderboard like a rocket-propelled jet, parting with just a single mark. After a dismal first day, the 1980 winner hit the feet-up button, parting with his single mark at Allt a Chaoruinn before taking lunch at Invergarry.

Day one leader Burgat had his first wake-up call of the week with a stop at Achlain in the morning, and he parted with nine marks for the day to hold second position. On form was Steve ‘Butch’ Robson (Fantic-GBR), who, along with Rathmell, parted with just five marks for the day as they moved up to 10th and 11th positions on the leaderboard. As the scores were announced, another French rider led the event as Charles Coutard finished the day two marks in front of Burgat. Another English rider showing good form was Italjet’s, Chris Myers. Later in the week, he would be the lowest-scoring English rider on two occasions.

Missing from the results was Rob Shepherd. He was a challenger for the win over the previous decade. In 1981 he switched from the four-stroke Honda to the Majesty Yamaha. In 22nd position on Monday, he had mechanical problems on the Tuesday which halted his progress as he retired from the event.

Toni Gorgot (Ossa-ESP)

BEST DAILY PERFORMANCE: Yrjo Vesterinen (Bultaco-FIN) 1 Mark Lost

Danilio Galeazzi (SWM-ITA)

Classic Trial Magazine • Summer 2021

RESULTS: 1: Charles Coutard (Montesa-FRA) 22; 2: Gilles Burgat (SWM-FRA) 24; 3: Martin Lampkin (SWM-GBR) 26; 4: Jaime Subira (Fantic-ESP) 30; 5: John Reynolds (Beamish Suzuki-GBR) 32; 6: Yrjo Vesterinen (Bultaco-FIN) 35; 7: Danilio Galeazzi (SWM-ITA) 38; 8: Nigel Birkett (Fantic-GBR) 38; 9: Norman Shepherd (Majesty Yamaha-GBR) 38; 10: Malcolm Rathmell (Montesa-GBR) 38.

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International SSDT • 1981

Norman Shepherd (Majesty Yamaha-GBR)

John Reynolds (Beamish Suzuki-GBR)

MILES: 99. SECTIONS: 32

DAY THREE: WEDNESDAY As heavy rain came down in the morning, Martin Lampkin set off along the Mamore road to the first group of the day at Callart Falls. The eight sections up the hillside were very slippery, and he lost eight marks, the same as the trailblazer for the day John Reynolds.

Due to the daily rotation of the riding numbers, ‘JR’ was riding most of the hazards first to try and stay within the day’s time limit. After lunch at the Inveroran Hotel, the sun started to break through as the riders started a tough second half of the day, which took in Ba House, Chairlift and Kentallen. The star at Ba House was Spanish rider Manuel Soler (Montesa), who was the only clean rider through the four hazards. The biggest cheer of the day was saved for Lampkin at Chairlift. He levelled both hazards; the best of the day.

On the final five hazards at Kentallen, Jaime Subira (Fantic-ESP) was the best, going through feet-up, followed by Lampkin, who lost two marks to put him at

Peter Cartwright (Italjet-GBR)

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the head of the field with three days remaining.

Yrjo Vesterinen was once again the man on a mission, taking the daily best score with 18 marks lost, moving him into a solid fight for the win with both Burgat and Lampkin; it was game on to find a winner.

BEST DAILY PERFORMANCE: Yrjo Vesterinen (Bultaco-FIN) 18 Marks Lost

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RESULTS: 1: Martin Lampkin (SWM-GBR) 45; 2: Gilles Burgat (SWM-FRA) 51; 3: Yrjo Vesterinen (Bultaco-FIN) 53; 4: Charles Coutard (Montesa-FRA) 61; 5: Jaime Subira (Fantic-ESP) 67; 6: Manuel Soler (Montesa-ESP) 70; 7: John Reynolds (Beamish Suzuki-GBR) 72; 8: Nigel Birkett (Fantic-GBR) 73; 9: Norman Shepherd (Majesty Yamaha-GBR) 74; 10: Danilio Galeazzi (SWMITA) 75.

Chris Myers (Italjet-GBR)

Summer 2021 • Classic Trial Magazine

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1981 • International SSDT

Manuel Soler (Montesa-ESP)

Josep Jo (Montesa-ESP)

MILES: 106. SECTIONS: 32

DAY FOUR: THURSDAY Once again, it was a wet start as the riders set out on the longest day of the event with the predominantly road route around the stunning scenery of the Moidart Peninsula. Early starter Lampkin was struggling with the slippery hazards as early as Camp Hill, where he lost four compared to the solitary marks of his nearest rivals Burgat and Vesterinen. Burgat was next to suffer as he stopped in an easy hazard at Ravine.

Lampkin still held the lead as he took his lunch at Salen; it was starting to get very competitive.

The top three all rode well through the early second part of the day’s hazards before arriving amongst the huge intimidating white rocky boulders at Meall Nam Each. Lampkin lost five marks as ‘Vesty’ parted with just one, leaving Burgat trailing the leaders by just a single mark.

Just down the road at Kilmalieu, three hazards took marks from all the top three with Burgat the best, putting him in the lead of the trial once again as the riders came home to Fort William via the Corran Ferry crossing of Loch Linnhe.

Riding right at the back of the entry Spain’s Toni Gorgot on the yellow ‘Gripper’ model Ossa was having a super day, pulling him right up the leaderboard riding in his very first SSDT. BEST DAILY PERFORMANCE: Gilles Burgat (SWM-FRA) 11 Marks Lost

Chris Clarke (Montesa-GBR)

Classic Trial Magazine • Summer 2021

Steve Robson (Fantic-GBR)

RESULTS: 1: Gilles Burgat (SWM-FRA) 62; 2: Martin Lampkin (SWM-GBR) 65; 3: Yrjo Vesterinen (Bultaco-FIN) 73; 4: Charles Coutard (MontesaFRA) 81; 5: John Reynolds (Beamish Suzuki-GBR) 93; 6: Jaime Subira (Fantic-ESP) 93; 7: Toni Gorgot (Ossa-ESP) 94; 8: Nigel Birkett (Fantic-GBR) 94; 9: Norman Shepherd (Majesty Yamaha-GBR) 95; 10: Manuel Soler (Montesa-ESP) 96.

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International SSDT • 1981

Chris Sutton (Montesa-GBR)

Tony Calvert (Ossa-GBR)

MILES: 68. SECTIONS: 32

DAY FIVE: FRIDAY

As the weather settled down, the day turned into a lowscoring one for the leading riders, who enjoyed the occasional sunshine. Gilles Burgat moved closer to the front of the entry starting order, and he increased his lead over Martin Lampkin from three to six marks. Parting with 11 marks for the day, including a stop at Altnafeadh, was not what Lampkin wanted as he chased his fourth win. On the other hand, Vesterinen remained very much in the fight for his second win taking the best daily performance award along with Italian rider Danilio Galeazzi, both on three marks lost.

Altnafeadh, found in the heart of the stunning Glencoe mountain range, had seen three clean efforts over its four hazards from Jaime Subira on the prototype Fantic, fellow team rider Nigel Birkett on the 200 model and veteran Dave Thorpe on the Bultaco.

For the second time in the week, Cumbrian rider Chris Myers was the lowest scoring British rider with a single-figure score of six marks lost, followed by Birkett on eight for the day.

Subira headed the fight for the top five, but with only single marks separating him, Galeazzi and Birkett, the final day would still leave it all to play for. As Burgat moved to the front of the entry for the final day, could he win?

BEST DAILY PERFORMANCE: Yrjo Vesterinen (Bultaco-FIN) and Danilio Galeazzi (SWM-ITA) 3 Marks Lost

Kiyoteru Hattori (Honda-JPN)

28

John Lampkin (SWM-GBR)

RESULTS: 1: Gilles Burgat (SWM-FRA) 68; 2: Martin Lampkin (SWM-GBR) 76; 3: Yrjo Vesterinen (Bultaco-FIN) 76; 4: Charles Coutard (Montesa-FRA) 93; 5: Jaime Subira (Fantic-ESP) 100; 6: Danilio Galeazzi (SWM-ITA) 101; 7: Nigel Birkett (Fantic-GBR) 102; 8: John Reynolds (Beamish Suzuki-GBR) 108; 9: Toni Gorgot (Ossa-ESP) 101; 10: Manuel Soler (Montesa-ESP) 115.

Summer 2021 • Classic Trial Magazine

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International SSDT • 1981

Gilles Burgats winning SWM

Finish

MILES: 63. SECTIONS: 29

DAY SIX: SATURDAY A very mature head on the young shoulders of Gilles Burgat secured a French rider’s first Scottish victory and a first for an Italian manufacturer with SWM. Riding at the front of the entry on the final day never fazed him. It was a very popular victory — the second for a foreign rider.

The 1980 winner ‘Vesty’ tried all he knew, but along with Martin Lampkin, they were both very dignified in victory, congratulating Burgat with a ‘well-done’ handshake. The once-dominant force of English riders was over, with just four riders in the top ten. Lampkin was third, Nigel Birkett sixth, Saturday’s best performer Rathmell eighth and Norman Shepherd on the Majesty Yamaha tenth.

For the first time in the event’s long history, an Italian motorcycle, SWM, took the much sought-after Best Manufacturers’ Team award in a truly international team consisting of Gilles Burgat (FRA), Martin Lampkin (SWM-GBR) and Danilio Galeazzi (ITA). The reign of the Spanish manufacturers was over as the Italians made their mark.

The small 156cc Fantics proved their worth, and the reliability of the Rotax engined SWM was second to none as the new Italjet proved troublesome with gear selection problems. Once again, the greatest motorcycle trial in the world found a winner with Gilles Burgat; he was a very happy young man.

BEST DAILY PERFORMANCE: 8: Malcolm Rathmell (MontesaGBR) 5 Marks Lost

1981 SCOTTISH SIX DAY TRIAL

FINAL RESULTS: 1: Gilles Burgat (SWM-FRA) 77; 2: Yrjo Vesterinen (Bultaco-FIN) 85; 3: Martin Lampkin (SWM-GBR) 95; 4: Jaime Subira (Fantic-ESP) 107; 5: Charles Coutard (Montesa-FRA) 113; 6: Nigel Birkett (Fantic-GBR) 118; 7: Toni Gorgot (Ossa-ESP) 120; 8: Malcolm Rathmell (Montesa-GBR) 122; 9: Danilio Galeazzi (SWM-ITA) 129; 10: Norman Shepherd (Majesty Yamaha-GBR) 131; 11: John Reynolds (Beamish Suzuki-GBR) 133; 12: Peter Cartwright (Italjet-GBR) 135; 13: Chris Myers (Italjet-GBR) 137; 14: Manuel Soler (Montesa-ESP) 137; 15: Josep Jo (Montesa-ESP) 147; 16: Steve Robson (Fantic-GBR) 154; 17: Mike Skinner (Ossa-GBR) 164; 18: Pedro Olle (Montesa-ESP) 166; 19: Chris Clarke (Montesa-GBR) 169; 20: Chris Sutton (Montesa-GBR) 169; 21: Tony Calvert (Ossa-GBR) 173; 22: Kiyoteru Hattori (Honda-JPN) 174; 23: Chris Griffin (Fantic-GBR) 179; 24: John Lampkin (SWM-GBR) 184; 25: Giovanni Tosco (SWM-ITA) 185; 26: Dave Thorpe (Bultaco-GBR) 198; 27: Glenn Scholey (Ossa-GBR) 201; 28: Rob Edwards (Bultaco-GBR) 204; 29: Alberto Juvanteny (Ossa-ESP) 208; 30: Eddie Smith (Montesa-GBR) 224; 31: Brett Haley (BultacoGBR) 228; 32: Howard Jackman (Montesa-GBR) 229; 33: Steve Smith (Montesa-GBR) 232; 34: Dave Clinkard (SWM-GBR) 242; 35: Colin Boniface (Bultaco-GBR) 244; 36: Nick Jefferies (Montesa-GBR) 252; 37: Ady Morrison (Majesty Yamaha-GBR) 254; 38: Felix Krahnstover (Montesa-GER) 254; 39: Clive Smith (Montesa-GBR) 260; 40: Helmut Stanik (Montesa-GER) 260; 41: Peter Oakley (Fantic-GBR) 261; 42; Adrian Prato (Montesa-FRA) 261; 43; Bernard Bassett (SWM-GBR) 264; 44: Mike Myers (Bultaco-GBR) 265; 45: Andy Wright (MontesaGBR) 269; 46: Steve Moore (Bultaco-GBR) 274; 47: John Hemingway (SWM-GBR) 277; 48: Mark Holland (Fantic-GBR) 278; 49: Walter Luft (Puch-AUT) 278; 50: Mike Leddy (Moto-Gori) 280; 51: Chris Milner (Bultaco-GBR) 281; 52: Bill Sparkes (Italjet-USA) 284; 53: Derek Burton (Majesty Yamaha-GBR) 289.

MACHINES: 11 MANUFACTURES MONTESA: 16; Bultaco: 8; SWM: 8; Fantic: 6; Ossa: 5; Italjet: 3; Majesty Yamaha: 3; Honda: 1; Beamish Suzuki: 1; Moto Gori: 1; Puch: 1.

NATIONALITIES: 9 COUNTRIES GBR: 36; ESP: 6; FRA: 3; ITA: 2; GER: 2; AUT: 1; FIN: 1; JPN: 1; USA: 1.

SPECIAL AWARDS

Lisa Jones (SWM GBR)

30

BEST NEWCOMER: Toni Gorgot (Ossa-ESP) SECOND BEST NEWCOMER: Mark Holland (Fantic-GBR) BEST FOREIGN RIDER: Gilles Burgat (SWM-FRA) BEST AGENTS RIDER: Steve Robson (Fantic-GBR) BEST LADY RIDER: Lisa Jones (SWM-GBR) BEST PERFORMANCE UP TO 150CC: Peter Oakley (Fantic-GBR) BEST PERFORMANCE UP TO 151CC–200CC: Nigel Birkett (Fantic-GBR) BEST PERFORMANCE UP TO 210CC–250CC: Jaime Subira (Fantic-ESP) BEST PERFORMANCE UP TO 251CC–350CC: Gilles Burgat (SWM-FRA) BEST MANUFACTURERS’ TEAM: SWM Gilles Burgat (FRA), Martin Lampkin (GBR) and Danilio Galeazzi (ITA)

Summer 2021 • Classic Trial Magazine

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International SSDT • 1981

Giulio Mauri (1946–2012) – thank you.

The SWM 315 GTS scrambler picked up at the LEVATI concessionaire for SWM in Monza, Italy.

GIULIO MAURI

AN ITALIAN ADVENTURE

I feel privileged to have worked with some of the best motorcycle trial photographers globally while publishing these magazines. Looking for pictures from past events can usually be sorted with a call to one of them; all their names are listed in the front of the magazine. It was a huge shock when my old friend, Giulio Mauri, suddenly passed away while competing in a classic trial in June 2012. As President of the FMI (Italian Motorcycle Federation) Trial Commission and a CTR Bureau Member, he remained an active campaigner within the sport of trials to the very end. He was a mine of information. It was not just the friendship I lost when he passed but also his knowledge of a sport I am so passionate.

With time, I often wondered where his archive of pictures had disappeared. It was an email followed by a meeting with a lovely chap, Valenti Fontsere, that answered my question. He had been good friends with Giulio, and his family agreed he should become the custodian of the photographic archive. Now we too share regular communication on our fantastic sport.

Words: Yoomee • Pictures: Mauri/Fontsere Collection and the Giulio Mauri Copyright We talked about the 1981 Scottish Six Days Trial when Valenti reminded me of a trip that Giulio and his lovely wife Renata had made to the event on an SWM trail–street model SWM 315 GTS scrambler. I asked, “Are you sure they came all the way from Italy to Scotland on this two-stroke air-cooled machine?” The response was, “yes, and I have some pictures!”

MOTOCROSS MAGAZINE

As a fellow Italian, Giulio was great friends with SWM and its Trials Team Manager Pietro Kuciukian. At the rapidly expanding SWM factory in the early ‘80s, they were looking at producing new models to expand their product range and came up with the idea of a ‘Street Scrambler’. They produced a handful of the futuristic but cool-looking retro SWM 315 GTS scrambler models.

To ‘prove’ the machine, the idea came about that Giulio and his wife Renata would travel from Milan to Fort William, a journey of 2,106.3km, two-up on a heavily modified trials machine! The result of the trip turned into two articles; one on the SSDT and the other an extended test ride, both for the title MOTOCROSS Magazine.

AN ADVENTURE

Check out the luggage carried on the SWM.

32

I would have loved to hear how he sold this idea to Renata, but then again, Giulio was a fun-loving, crazy Italian guy. The SWM 315 GTS scrambler was supplied by SWM and picked up at the LEVATI concessionaire for SWM in Monza, Italy. On the trip through Europe, it attracted so much attention, maybe because it was ahead of its time. Speaking to Mike Rapley about the pictures, he remembered it was quite a ‘moment’ when they arrived in Fort William; it just like it was a normal day. Giulio and his wife spent the week took many of the pictures throughout this international feature.

Summer 2021 • Classic Trial Magazine

1981 • International SSDT

Welcome to Fort William.

I HAVE ONE

After the ‘Scottish’ Giulio and Renata braved the elements and rode back to Milan. I asked Valenti if he knew of any surviving SWM 315 GTS scrambler models, and to my surprise, he said: “I have one, a superb example”. I am always very appreciative to the magazine’s contributors, both editorials and pictures, but on this occasion, I raise my glass to both Giulio Mauri and Valenti Fontsere; thank you.

Giulio and Renata on the Mamore Road.

Classic Trial Magazine • Summer 2021

Pipeline and the SWM stands proud.

Giulio Mauri and Valenti Fontsere, thank you.

33

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Summer 2021 • Classic Trial Magazine

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35

Sport • Rockshocks Championship

ROCKSHOCKS CHAMPIONSHIP

UP AND RUNNING

Alan Brown (Triumph)

With the roadmap from this terrible pandemic now open and following the path to recovery, it allowed the engines in motorcycle sport to restart in late May for us all to enjoy in the Peak District National Park. It was the running of the first round of the 2021 National Rockshocks Classic Trials Championship at Offerton Hall, Hathersage near Sheffield, at the Merle Morewood Peak Trial. Once again, the sound of two wheels moving could be heard, much to the delight of everyone who attended. Under the experience from the organisers Sheffield & Hallamshire MCC, a packed entry of more than 200 riders were attracted to this delightful venue.

Article: Classic Trials Media In 2014 this new championship moved from the idea stage, originated by Gerry Minshall, Alan Wright and Peter Salt, and became a reality. The series was launched with support from In Motion, Stav Chorley, The Twinshock Shop and Hofmann Precision Balancing Ltd. The series concept would be a simple philosophy, providing events for riders who enjoy riding classic motorcycles in the traditional type of events. If you enjoy that and the atmosphere of being surrounded by the machines of yesteryear, then this is the series for you! This series is aimed at the more traditional way of riding trials, which is no-stop.

In 2015, the series sponsorship was secured from KIA, a partnership that continued until 2020. The support enabled cash prizes for the observers’ draw at each event and the provision of quality awards for class winners. Observers are an integral part of this series’s success, and the organisers and sponsors are very keen to recognise this and reward the valued contribution they make. As a show of thanks, they hold a sponsored observers’ draw with prizes of £100, £50 and £25 at each round. Observers who are not drawn for the cash prizes each receive a gift from the sponsor.

Moving into 2021 would see KIA depart from their role as a sponsor, and the series gained a new title sponsorship in the name of Rockshocks, courtesy of Gary and Caroline Fleckney.

36

WHAT’S YOUR CLASS?

CLASS 1: Open to all air-cooled mono-shock machines that were in production before 2000. It also includes any aircooled mono-shock machine that has been converted to a twin-shock, as such machines cannot run against genuine twin-shocks. Expert and Clubman route option.

CLASS 2: Open to older twin-shock machines manufactured up to the mid-1970s. Expert and Clubman route option.

CLASS 3: Open to later twin-shock machines manufactured from the mid-1970s to 1986, which benefitted from improved suspension and chassis geometry and improved engine technology. Expert and Clubman route option.

CLASS 4: Open to Pre-75 British motorcycles to ride the Clubman route.

FLAGS AND THE COURSE

Flags: These mark the routes in the hazards: For the Expert Class, Blue Left – Red Right and then Yellow ones, in pairs, are deviations for the Clubman Class route.

Course: Riders would set off and be asked to start their day’s sport at various sections to accommodate the huge entry and to try and avoid queuing. Two laps of 21 sections were to be ridden in consecutive order from the section they started. A total of 27 sections were set out and would be clearly marked at the ‘begins’ cards as some were for Expert only and some for Clubman only to keep the entry moving.

Summer 2021 • Classic Trial Magazine

Rockshocks Championship • Sport

Hannah Vesterinen (BSA)

Paul Cook (Montesa)

2021 NATIONAL ROCKSHOCKS CLASSIC TRIALS CHAMPIONSHIP IS GO!

What more can you say? Super venue, super day and super event, blessed even with a scorching summer’s day! The two single laps, including 27 sections, some ridden only by the Expert and Clubman, meaning that the riders all rode 21 sections in total, worked very well for such a huge entry, with very little queuing at the sections.

This excellent venue offers a wide range of challenging and traditional hazards, including long winding narrow streams and muddy gullies. Maybe a touch on the more difficult side, but such is the competitive nature of the National Rockshocks Classic Trials Championship that it needs to have the severity to separate the winners. As it turned out, the event deserves a huge thank you to the organising Sheffield & Hallamshire MCC for getting the series underway with such an excellent event; well done!

Stuart Blythe (Bultaco)

Classic Trial Magazine • Summer 2021

Mick Grant (BSA)

Graham Tales (Fantic)

37

Sport • Rockshocks Championship

Darren Walker (Majesty)

CLASS 3 Stephen Burgess (Yamaha)

CLUBMAN ROUTE CLASS 1

It was two-stroke versus four-stroke in the fight for the win, going in favour of the two-stroke-mounted Stephen Burgess on the mono-shock Yamaha. The deciding factor was the stop for Russell Walker, just one section from home on his second lap. It was once again a good sight to see the series title sponsor Gary Fleckney from Rockshocks coming home in seventh position, winning out on the tie-decider.

RESULTS 1: Stephen Burgess (Yamaha) 18; 2: Russell Walker (Honda) 19; 3: Ian Cheetham (Yamaha) 23; 4: Michael Clarke (Montesa) 23; 5: Paul Cook (Montesa) 26; 6: Keith Burgess (Yamaha) 27; 7: Gary Fleckney (Honda) 35; 8: Thomas Austin (Yamaha) 35; 9: James Brooker (Yamaha) 35; 10: John Byers (Honda) 36; 11: Martin Peirson (Aprilia) 44; 12: Mike Jones (Fantic) 46; 13: Neil Hebdon (Yamaha) 46; 14: Paul Young (Gas Gas) 46; 15: Steve Ransom (Yamaha) 48.

CLASS 2

Entering into the spirit of the Rockshocks championship, Carl Braddock turned out on his very nice Majesty featuring a four-stroke engine to take the class win. Along with John Dyson, they finished well ahead of the rest of the field.

RESULTS 1: Carl Braddock (Majesty Four-Stroke) 28; 3: John Dyson (Bultaco) 31; 4: Stefan Walters (Fantic) 52; 5: Gary Hawkins (Montesa) 53; 6: Ben Ashton (Yamaha) 56; 7: Joshua Atkinson (Bultaco) 79.

Carl Braddock (Majesty Four-Stroke)

38

With a class entry of over 60 riders, would you believe that the final result would go to a tie-break decider in favour of Mark Butler? Both he and Steve Hitchcock finished on 13 marks lost as neither parted with a five-mark penalty through the 21 sections. All the way down the results, every mark counted in the fight for the top 15 and the championship points.

RESULTS 1: Mark Butler (Fantic) 13; 2: Steve Hitchcock (Honda) 13; 3: Martin Gilbert (Fantic) 18; 4: Andrew Williams (Honda) 21; 5: Andrew Walters (Honda) 22; 6: Chris Tolson (Fantic) 25; 7: Andrew Cope (Fantic) 25; 8: William Wood (Fantic) 25; 9: Simon Slater (Fantic) 26; 10: John Long (Honda) 27; 11: Michael Platts (Fantic) 29; 12: Stephen Wilde (Honda) 29; 13: Nick Hammerton (Honda)29; 14: Darren Walker (Majesty) 31; 15: Nigel Greenwood (Honda) 32.

CLASS 4: PRE-75

A good ride spoilt by a single five-mark penalty at the close of the second lap gave Alistair Haigh the win. Would you believe that you could find an ex-Italjet works rider and world trials championship points scorer and a TT winner in the top five? Well, that is what happened in this class! Chris Myers was four-stroke mounted and not on an Italjet, on his way to second as the many-times road racing TT winner Mick Grant finished just two marks behind Dave Wardle.

RESULTS 1: Alistair Haigh (James) 20; 2: Chris Myers (Triumph) 22; 3: Dave Wardle (BSA) 24; 4: Michael Grant (BSA) 26; 5: Ian Ainsworth (Fantic) 30; 6: Ian Myers (Triumph) 33; 7: Simon Bown (BSA) 36; 8: Michael Batty (Villiers) 39; 9: Alan Brown (Triumph) 41; 10: Joseph Wills (BSA) 43; 11: Nigel Crapper (BSA) 46; 12: Kevin Witting (BSA) 47; 13: Brian Bayes (BSA) 49; 14: Nick Atha (DOT) 52; 15: Paul Stephen (DOT) 52.

Alistair Haigh (James)

Summer 2021 • Classic Trial Magazine

Rockshocks Championship • Sport

EXPERT ROUTE CLASS 1

Look for this class, of the air-cooled mono-shock machines produced before 2000, to grow in the future. On this occasion, it was a Japanese manufacturer one-two as Stuart Morewood (Yamaha) edged out Peter Ruscoe (Honda) in the fight for the win. Keeping the European flag flying, John Bannister came home third on the Beta we tested in an earlier edition of Classic Trial Magazine.

RESULTS 1: Stuart Morewood (Yamaha) 31; 2: Peter Ruscoe (Honda) 38; 3: John Bannister (Beta) 40; 4: David Carter 44; 5: Andrew Paxton (Beta) 48; 6: Nicholas Paxton (Yamaha) 49; 7: Andrew Longden (Yamaha) 55; 8: Benjamin Earnshaw (Yamaha) 58; 9: Reece Morewood (Yamaha) 60; 10: Thomas Mills (Yamaha) 74; 11: Liam Atkinson (Beta) 80; 12: Luke Hora (Fantic) 85; 13: Daniel Cole (Fantic) 92; 14: Nigel Allen (Yamaha) 108.

Thomas Jackson (Fantic)

CLASS 4: PRE-75 BRITISH

A very well-prepared Triumph Tiger Cub in the right hands still proves to be the most successful of the Pre-65 and Pre-75 machines, as young Miles Jones showed. His loss of 24 marks was the best of the trial and the hard route. In a small, condensed class of just 12 starters, it was left to Liam Robinson to uphold two-stroke honour as he came second on his Greeves, winning yet another tie-break decider with Carl Batty.

RESULTS 1: Miles Jones (Triumph) 24; 2: Liam Robinson (Greeves) 46; 3: Carl Batty (Villiers) 46; 4: Ian Peberdy (BSA) 48; 5: Paul Dennis (Triumph) 48; 6: Robin Luscombe (BSA) 52; 7: Joel Gowan (BSA) 54; 8: Martin Stanistreet (James) 55; 9: Paul Bennett (Francis Barnett) 66; 10: James Hough (Ariel) 68; 11: Ian Smart (Triumph) 77.

Dave Knaggs (Bultaco)

CLASS 2

With only two riders entered in this class, Dave Knaggs (Bultaco) took the win, but please see, at the end of this report, changes that will be implemented very soon.

RESULTS 1: Dave Knaggs (Bultaco) 80; 2: Dave Wood (Ossa) 100.

CLASS 3

It appears that the Italian-manufactured Fantic machines are the ones to have in this class as they filled the top six positions. On the red machines, Darren Wasley and Scott Cameron fought hard for the win all day. On the first lap, they both stopped in the very tough section 9, and Wasley had just another stop in section 19, leaving him in the lead on 12 compared to Cameron’s 16.

On the second lap, it was all to play for, and despite an excellent lap of nine marks lost, Cameron had to play second fiddle to Wasley on the tie-break decider. It was another well-supported class with an entry of over 50.

RESULTS 1: Darren Wasley (Fantic) 25; 2: Scott Cameron (Fantic) 25; 3: Andrew Tales (Fantic) 29; 4: Thomas Jackson (Fantic) 33; 5: Mathew Jones (Fantic) 33; 6: William Tolson (Fantic) 35; 7: Sam Clarke (Bultaco) 35; 8: Graham Tales (Fantic) 39; 9: Stuart Blythe (Bultaco) 39; 10: Chris Garlick (Fantic) 40; 11: Chris Greenwood (Honda) 42; 12: Peter Ashmore (Yamaha) 45; 13: Simon Hartley (Bultaco) 50; 14: Paul Jackson (Honda) 52; 15: Paul Gravestock (Fantic) 52.

Classic Trial Magazine • Summer 2021

Miles Jones (Triumph)

39

Sport • Rockshocks Championship

Liam Robinson (Greeves)

2021 CHAMPIONSHIP UPDATE

Roy Palmer (Kawasaki)

Neil Proctor (Honda)

40

Now that the series is finally underway and with a new class structure in place for twin-shocks, the organisers were keen to gauge the take-up by riders competing on older twin-shocks in the new class two. With round one completed and the final entry lists available for rounds two and three, it evident that there is little interest in anyone riding the older machines.

Out of 200-plus entries for round one, only ten had entered class two, and of those ten, only half were in the correct class. The entry lists for rounds two and three show the same trend with class two entries in single figures, and probably not all correct. It can only be assumed that this trend will continue throughout the season, with the vast majority of riders wanting to compete on the latest twin-shock machines. As it isn’t feasible to run a championship class for so few riders, the two twin-shock classes will now be merged, and there will just be a single class for all twin-shock machines. Obviously, this doesn’t prevent anyone from riding an older machine that will still be perfectly capable of tackling the sections and competing with later machines on the clubman route.

As the entry lists have already been finalised for rounds two and three, class two riders will be moved into class three, and the entry lists amended accordingly. However, as round one has already taken place with a class two entry, the results will still show class two.

Class two scores will be compared against class three riders for championship standings and incorporated into the single twin-shock championship standings if appropriate. There will be just the three championship classes from round four, with a revised structure of class one – air-cooled mono-shock, class two – twinshock, and class three – British motorcycle.

Andrew Brown (Fantic)

Summer 2021 • Classic Trial Magazine

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Project • Honda TLR 200

HONDA TLR 200

RACEDEVELOPED

This project story started in 2004.

Motorcycle trials enthusiast, Manuel (Manolo) Torralbo, decided after a few years organising a very nice trial around his family village in the mountains close to Madrid, Spain, to run the first edition of a classic trial in Robregordo together with Sotobike Motoclub. Ulf Karlson and ‘Magical’ Mick Andrews competed in this event’s first edition. Mick is the man behind the Robregordo motto ‘Best Moments’.

He has returned on many occasions over the years, in some editions as the Guest of Honour. The success was so good that one year later, a two-day trial was organised.

The event was upgraded to International category, and two riders were invited as Guests of Honour — three-time FIM World Trials Champion Eddy Lejeune and Charles Coutard from France. Manolo was excited to meet his boyhood hero Lejeune and had the fuel tank of his newly purchased Honda TLR 200 autographed by Eddy himself. The Honda was soon painted in the Rothmans colours, one of Eddy Lejeune’s old sponsors and, over the years, it was modified to meet the needs of Manolo. Always, of course, with Eddy’s signature on it.

Article: Juan Bartol Rivas • Pictures: Manolo Torralbo

42

Standing proud: the finished product.

Summer 2021 • Classic Trial Magazine

Honda TLR 200 • Project

The fuel tank of the Honda TLR 200, autographed by Eddy Lejeune himself.

A

s time went by, last year, the retirement age arrived for Manolo.

To coincide with this celebration, he wanted to give himself a personal gift: a completely new refurbishment for the treasured TLR. His dream had always been to own a TLR 250, but these are not readily available, and over the years, the TLR 200 has become ‘his’ machine, so he was reluctant to sell it. He decided to ask his good friend Jose Franqueira from ARS Trial Parts to modify the TLR 200, making it as close as possible to a TLR 250.

TLR 200 INTO A TLR 250

Both the Honda TLR 200 and TLR 250 are not so different where the technical characteristics are concerned, but you can immediately tell the difference when you ride them. It is something that happens quite often with trials

New footrest brackets were fitted to take wider and more robust footrests.

motorcycles. In fact, there is usually a choice between the engine capacities of 125, 250 and 350 in many models as they all have something different to the potential riders.

Franqueira has been the owner of a Honda TLR 250 since 1992. Having ridden and modified several TLR 200 and 250 models over the last 20 years, he had a discussion with Manolo about several aspects of the work to keep some characteristics of the 200. They wanted to bring in some attributes of the 250 and modify the Honda into a machine to suit the modern twin-shock world. Most of the components of the motorcycle have been checked and improved with this view in mind.

SUSPENSION DETAIL

The Honda was entirely stripped down in order to work on the different areas. The frame was sand-blasted before modifying the footrest

No modification was carried out to the steering head angle.

Classic Trial Magazine • Summer 2021

A special front brake torque arm was adapted to take a Honda brake plate.

area to allow their repositioning, considerably lower and a bit further back – a must to achieve a better riding position. New footrest brackets were fitted to take wider and more robust footrests. Many little unnecessary brackets were removed, saving a few precious grams in weight, and improving the aesthetics as well.

The front fork yokes were modified to accept a 35mm Ø fork, replacing the 32mm Ø standard one. As it was not possible to find an original 35mm Ø Showa front fork, a Marzocchi fork was sourced. The fork’s internals were altered, as Franqueira usually does, with hydraulic changes and springs suited to the needs of the sections currently found in classic trials.

The new front forks required the design of a special front brake torque arm adapted to take a Honda brake plate, and a new front mudguard stay in aluminium was fitted. WES products made both.

The heart of the engine modifications was going to be a cylinder head with bigger valves and ports.

43

Honda TLR 200 • Project

WES Exhausts supplied a special two-piece silencer system.

A Keihin 26mm Ø carburettor with an oval air inlet made by WES was fitted.

Both brakes have benefitted from the time spent matching the shoes with the braking surface area.

Using a modified Gas Gas side-stand kept everything nice and tidy.

WES supplied a new aluminium sump plate that is completely flat at the bottom.

A quality pair of shock absorbers were sourced for the rear. Once the suspension components were in place, a closer look at the frame and wheels was made to check that the riding position was good. The frame was taken to be powder coated in white, whilst the swingarm was chrome plated. No modification was carried out to the steering head angle as both Torralbo and Franqueira are pleased with the standard frame of the TLR 200 in this area.

ENGINE DETAIL

Here, Franqueira sought the support of his good friend Marino Galilea from Marino Racing, a well-known Honda TLR Spanish specialist.

The objective was clear; the engine had to come as close as possible to the performance of the TLR 250 but, at the same time, retain the sweetness of the TLR 200 at low revs.

The heart of the modification was going to be a cylinder head with bigger valves and ports. Consequently, alterations in many ancillary engine parts were required to match the new cylinder head — a must to obtain a more significant volume of fuel flow.

WES exhausts supplied a special two-piece silencer system but also produced a new inlet tube and air filter box, all in aluminium as you would expect from the silencer specialist.

A Keihin 26mm Ø carburettor with an oval air inlet and a new, quicker camshaft were also fitted. A meticulous check was carried out in the engine, paying attention to many details – as usual with Marino Racing engines.

New Talon sprockets supplied by In-Motion were fitted instead of the original Montesa Cota ones. It’s not unusual to find this on the four-stroke Honda engine, and it is a kind of quick fix as the Cota sprocket does not fit as tight on the shaft as it should on the TLR, creating problems at a later date.

Final assembly of the engine and suspension onto the frame was done as carefully as possible, and a new simplified wiring harness was built up bespoke for the TLR. Classic Trial Magazine • Summer 2021

45

Project • Honda TLR 200

The engine is both sweet and powerful when needed.

EXTRAS

Protecting the engine area, WES supplied a new aluminium sump plate that is completely flat at the bottom instead of the standard curved one that creates problems when lifting the machine onto a stand or when ‘sumping’ on the rocks in a hazard.

Attention was paid to the wheels and brakes as well. A wider wheel rim was fitted to the front as the standard rim is too narrow for the trials tyres, and both wheel rims were anodised in brighter gold than standard, as required by the owner.

New brake shoes with a trials compound were turned on the lathe to replicate the drum diameters as closely as possible, and special longer brake operating arms were fitted.

Quality Venhill branded cables were installed to the throttle, front brake, and clutch controls with Teflon liners and special cable nipples from Iranzo Designs, with miniature bearings at the lever’s pivoting point.

The original side stand is very exposed and is quite heavy on both the TLR 200 and 250, and was replaced by an alloy one modified from a Gas Gas part so that when it is not in use, it remains ‘hidden’ under the swingarm.

The fuel tank and seat were sent off for fresh paintwork, always in the Rothmans colours. It goes without saying, always with the signature of the great Eddy Lejeune in place. In-Motion supplied the rear mudguard and Goneli the front counterpart.

Jose Franqueira from ARS Trial Parts with his new creation.

Attention to detail has resulted in this very competitive-looking Honda TRL 200.

After choosing the two possible intermediate positions for the choke and slightly opening the throttle, the engine bursts into life effortlessly; a few seconds later, we are ready to ride.

“The riding position on the machine feels very natural, just as if you had ridden it for ages. The controls are very gentle and a part of this comfortable feeling. The Honda inspires confidence, and up and downhill actions are carried out with ease. Manolo says that the new riding position on the machine helps a lot, and we agree.

“With both wheels on the ground, it does not tend to push out the front wheel as experienced before, opposite to what happens with the TLR 250. Both the front and rear suspension work very well together, no matter what the conditions are.

“The engine is both sweet and powerful with quite an extended rev range, and the clutch is

smooth and progressive, as required in today’s classic trials riding. The exhaust note is very well balanced between both performance and sound level. Both brakes have benefitted from the time spent matching the shoes with the braking surface area, and they perform very well.”

CONCLUSION

The TLR 200+ is a very competitive machine and has kept the sweet behaviour of the TLR 200 plus the ‘hot’ performance of the TLR 250 when required.

The lower riding position and the work done on the suspension and brakes have converted the TLR 200 into a machine to enjoy the limit of the twin-shock trials sections. The constant smile on Manolo Torralbo’s face tells its own story; the big boy has his big toy to ride and enjoy!

THE HONDA TLR 200+

After a few months at the ARS workshop, we had the opportunity to ride the TLR 200+ the same day Torralbo was reunited with his Honda.

Here are his observations: “When you approach the TLR in its Rothmans livery, it is clear that you are in contact with a special machine. The signature of Eddy Lejeune says it all.

“If you are familiar with this model, the new position of the footrests stands out immediately.

46

Manuel (Manolo) Torralbo with his retirement present; a big boy has his big toy to ride and enjoy!

Summer 2021 • Classic Trial Magazine

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1981 SCOTTISH SIX DAYS TRIAL RUNNER-UP YRJO VESTERINEN (BULTACO-FIN) Picture Credit: Toon Van De Vliet

Picture Credit: Toon Van De Vliet

1981 SCOTTISH SIX DAYS TRIAL WINNER GILLES BURGAT (SWM-FRA)

2014 PRE-65 SCOTTISH CLIVE DOPSON (NORTON-GBR) Picture Credit: Yoomee Archive

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Super Shop • Comerfords

LOOK FOR COMERFORDS PART TWO

In Part One, we discovered that Comerfords’ Bultaco relationship began in 1969 and was followed three years later by another European brand, the Austrian KTM. ‘Look for Comerfords’ part two is the continuing story of the UK’s largest competition motorcycle dealers, Comerfords of Thames Ditton, where we find out what really happened to the business.

Words: John Moffat (Trials Guru) with the cooperation and contribution from Bernie Schreiber, Alan Lampkin, Steve Saunders, Clive Dopson, Dave Renham, Derek Cranfield, Dave Thorpe (Trials), Dave Thorpe (Motocross), Colin Boniface, Carly Miller, Vic Allan MBE, Roger Davy, Liz Argent, Steve Wilson, Gary Wright, Yrjo Vesterinen, Paul Slark and John May. • Pictures: Eric Kitchen, Mauri/ Fontsere Collection and the Giulio Mauri Copyright, Don Morley, Dave (Trials) Thorpe Family, Toon Van De Vliet, Alan Vines and Yoomee Archive.

THE AUSTRIAN CONNECTION

KTM stood for Kronreif und Trunkenpolz-Mattighoven from 1953 onwards and were badged as ‘Penton’ in the USA up to 1977. The reason for this was that their importer from 1968 was John Penton, who established a well-known Ohio off-road competition family dynasty.

The company made good use of the ISDT to promote their enduro machines powered by the German-made Sachs motors. The Comerford liaison was achieved initially with mopeds. Still, when the Mattighoven manufacturer commenced full-scale production of their motocross and enduro range fitted with their own engines, these came to the UK via Comerford International.

The 1971 Milan Show set the scene, with John Comerford and Don Howlett searching for a quality moped range, and the well-built KTM range ticked all the boxes. KTM’s goahead Export Manager and Erik Trunkenpolz’s right-hand man, Kalman Cseh, was keen to break into the UK market, and Comerfords would be the perfect fit. The range included the purposeful enduro-styled 50cc ‘Comet-Cross’ model aimed at the learner market.

Few firms could match Comerfords for their expertise, experienced staff and know-how.

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It’s your Classic Trial Magazine editor John Hulme checking out the 1975 KTM motocross model.

Summer 2021 • Classic Trial Magazine

Comerfords • Super Shop

KTM had invested heavily in the motocross scene. Seen here are the works machines in 1975.

Bultaco was still a huge part of Comerfords. Reg May helps Spanish rider Javier Cucurella at the 1977 Scottish Six Days Trial.

As the years progressed, the KTM venture became central to its business model. Vic Allan rewarded Comerfords with the first-ever British Four-Stroke Motocross championship riding a KTM. The Thames Ditton KTM connection ensured that many British riders would compete in the ISDT and other European enduros on the quick and reliable Austrian machines, including John Knight, John May and Mick’ Bonkey’ Bowers, having switched from Bultaco.

GOING LARGE

Comerfords at Thames Ditton was far removed from their original Pease Pottage beginnings. By 1975 they were a large Honda ‘Five-Star’ dealership with clinically clean workshops and a team of ten mechanics supported by administration staff. These were all managed by Keith Thorpe, the father of three-time FIM 500cc World Motocross Champion Dave, who raced for Kawasaki and Honda/HRC. The workshops were handling a staggering 15,000 road machines each year.

While at Comerfords, Thorpe senior built a special 80cc Suzuki machine for Dave to race in youth motocross, becoming British Junior Champion in 1969 at the age of seven. Dave was an equally talented football player and could have become a professional with Queens Park Rangers, but eventually chose motocross as his career.

Dave Thorpe: “I have very fond memories of Comerfords as a child. My dad, Keith, used to take me there on some Saturdays. I loved being in the workshop, watching the guys happily working away on the motorcycles and being around Reg and John May, Vic Allan, and the team at Thames Ditton”.

Comerfords were a visionary company; they even ran their own inhouse Schoolboy motorcycle show to promote youth trials and motocross to capture the growing market share for youth machines across the offroad ranges of the major manufacturers.

With the importation of Alpinestars motorcycle boots from Italy, Yoko racewear from Finland, Regina Chain (founded in Italy in 1919), and the distribution of Renthal handlebars made in Macclesfield with ‘LIFE’ crash helmets and, later, the Nolan Italian helmet distributors, Comerfords were now a sizeable multi-franchise dealership, being part retail and part wholesalers to the motorcycle trade.

The company sponsored reg May’s son, John, first in trials, then motocross and latterly enduros, and was even a part-time employee at Comerfords: “I was a Saturday motorcycle cleaner and preparer working for Bert Thorn when I was still at school. I earned a bit of money”.

May became one of Britain’s top-class Enduro riders who represented his country at the ISDT and ISDE many times, riding for the GB Trophy Team. He raced Bultaco Pursangs and KTM under the Comerfords banner. John was employed by a trials rider, Clive Dopson’s father at Premier Garage Ltd in Farncombe, Surrey, and as very much a self-taught mechanic, he helped Clive Dopson when he was car rallying.

Classic Trial Magazine • Summer 2021

Malcolm Rathmell was one of many riders who benefited from the products Comerfords imported including Alpinestars boots, seen here at the 1978 SSDT with Mick Andrews on the right.

KTM enduro machines were very popular in 1980, imported by Comerfords.

Unbeknown to the public, Bultaco in Spain were in financial difficulties in 1980.

The machines were still in demand though, this is the 1980 250cc model.

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Super Shop • Comerfords

Dave Thorpe the trials rider on the left, with Dave Thorpe the motocross rider on the right. Both enjoyed their time at Comerfords in different ways.

YOUTH MARKET

Trials enthusiast Paul Slark from nearby Shepperton recounts his youth: “As a young lad, I used to get on the bus with my friends every Saturday and go to Comerfords in Thames Ditton. We spent many hours just looking at the rows of new and second-hand motorcycles for sale.

“Over the years, my parents purchased machines for my brother and me from the company. It was a place all my friends went to; that was Comerfords as I remember it. Great days”.

The company became involved and supported

Always a popular visitor to the Comerfords empire was Alan ‘Sid’ Lampkin, concentrating hard at the 1976 SSDT.

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Colin Boniface: “Comerfords was actually more than just a place to work. It was such an involved company in the sport of motorcycling, I do not think there was another firm quite like it.”

local sporting events encouraging the fledgling youth side of motocross and trials. In the Surrey Schoolboys Club, riders like Colin Boniface and Clive Dopson were the lads to beat, with Boniface securing employment at Thames Ditton after leaving school. His parents, Bill and Kath Boniface were leading lights in the Witley MCC, and Colin went to work with ace spanner-man Reg May in the competition workshop.

Colin Boniface: “I know it was a workplace, a means to earn money, and I suppose I didn’t think of it at the time, but Comerfords was more than just a place to work. It was such an

involved company in the sport of motorcycling; I do not think there was another firm quite like it. I recently saw an old photo on social media that captured actor Steve McQueen striding through the showroom, dressed in a tee-shirt and jeans. I can say I have not only walked the same steps but ridden plenty of motorcycles up the same piece of floor as McQueen!

“I was fortunate enough to be allowed to ride all the latest models, and some special ones too, at local and national trials and became quite successful, both during and after youth trials.

As far as trials was concerned, Comerfords in the ’70s was definitely the place to be”.

1980 Southern Experts: Martin Strang enjoyed excellent support from Comerfords on a Bultaco.

Summer 2021 • Classic Trial Magazine

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Super Shop • Comerfords

RIDER SUPPORT

Yorkshire’s Glen Scholey came through the youth classes before moving into the adults on the Comerfords Bultaco.

Another rider to move up a gear on the adult scene with Comerfords support was Peter Cartwright.

Comerfords did not restrict its support to the South Eastern Centre riders; it stretched way beyond the usual local boundaries. Somerset trials rider and Wessex ACU and South West Centre ACU Trials Champion Martin Strang recalls the excellent support he received from Comerfords on a Bultaco.

“Don Howlett set up the contract, and I was supplied with a new Bultaco and spare parts. The machines were all prepared by the legendary Reg May. The company let me have a machine long after the Bultaco company had shut down, eventually asking for the machine’s return in December 1985. My career high was winning the Southern Experts in 1977, but I did also win the Wessex and South West Centre championships a few times. These results would not bring a rider of today any help, but back then, the market for trials machines was massive, and many others also benefited from this”.

Speedway and trials star Steve Wilson from Hall Green, South Birmingham, also benefitted from Comerfords’ support.

Steve Wilson: “My trials contracts ran from the February of 1973 until the end of 1979. I had free machines and all necessary spares plus the Bultaco UK rider bonus scheme funded by Shell Oils, with the lubricants arranged through Keith Callow of Shell. I also had Bultaco Pursangs on loan through Bert Thorne from 1976 to 1979.

“All the technical information relating to the engines came from Reg May. All my spares were booked out over the telephone with Jock Wilson. Don Howlett was responsible for the original sponsorship offer.

“My team managers were Charlie Harris, Alan Ketley and Pete Hudson. I nearly always bought the outgoing machines off them rather than return them to get the latest model. I received a 250cc KTM engine off them for Elstar around 1974 for Chris Baybutt to use in British Grass Track championships, which he won. Colin Saunders and I built the machine for him.

“Comerfords were always helpful; all great guys, never a cross word or fallout in the seven years I rode for them. They were very accepting and understanding of the machine modifications, considering they were selling standard models”.

THREE-WHEELERS

Colin Dommett in action at the 1979 Southern Experts: “Comerfords were great people to ride for and all of our agreements were done on the strength of a handshake”.

58

With the increase in spare parts stock holding due to the Bultaco importation side of the business, long-serving staff members, such as Brian Green, were kept busy supplying franchise and non-franchise Bultaco agencies throughout the country.

Brian, now retired and living in Portugal, specialised in the non-Bultaco parts, with Jock Wilson keeping the Bultaco dealers happy with fast postal service. Brian was a regular passenger to local trials sidecar driver Terry Mussett, who was Comerfords supported with two Bultaco-based outfits before sponsorship Summer 2021 • Classic Trial Magazine

Comerfords • Super Shop

Yrjo Vesterinen in the 1974 SSDT on Reg May’s personal Comerfords Bultaco.

1984: World Championship action from John Reynolds on the Reg May prepared Comerfords Bultaco.

“Promote them on a Sunday, sell them on Monday.” in 1976 with a Motorite Bultaco 325 outfit with passenger Richard Chorazek in the chair.

Colin Dommett: “Comerfords were keen to have me on a Bultaco, and Oriel Bulto even managed to secure some money from the Spanish government to help finance our title challenge. Harry Foster made the chair – in which Ally Clift’s son, Rob, took over as my passenger. We had a decent season, eventually finishing fourth in the championships.

By then, I was seriously thinking about retiring. However, Reg May at Comerfords persuaded me to stay on for another season, and with Eric back in the chair for the important events, we won the title again in 1980 on the 340cc Bultaco.

“Comerfords were great people to ride for, and all of our agreements were done on the strength of a handshake”.

Brian Green also rode in enduros, and his brother, Derek, was employed as a mechanic in Comerfords’ workshops. He was a sidecar driver too, who left to work for John Wright at Motorite in Surbiton.

Bultaco sales representatives included Alan Ketley and Peter Hudson, both regular competitors. Both these employees travelled all over the UK calling on franchise Bultaco dealers, ensuring that they received product and technical support direct from the official importer.

These sales calls were more than mere flag flying exercises, with both Ketley and Hudson regularly getting their hands dirty when helping to solve a machine problem at the dealers’ premises.

Three-time FIM World Trials Champion on Bultaco, Yrjo Vesterinen: “Comerfords of Thames Ditton were already a prosperous business before they became the Bultaco importers for the UK. They had already developed into one of the largest motorcycle dealerships in the world.

Whilst there were many thriving motorcycle shops in the country, what made Comerfords unique was their interest in the sporting side of selling motorcycles. That is why many of the staff competed, especially trials.

Classic Trial Magazine • Summer 2021

FIM World Trials Champion 1976–1978, Yrjo Vesterinen with his three championship winning Bultacos. The ‘Vesty’ success helped so much with the Bultaco sales drive at Comerfords.

Vesty works on the Bultaco in the Comerfords ‘pit’ area at the 1982 SSDT.

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Super Shop • Comerfords 2010: Man, and machine; ‘Vesty’ with the restored 1982 ACU British Championship winning Comerfords Bultaco.

Winning the 1982 ACU British Trials Championship on the Reg May prepared Comerfords Bultaco, Finland’s Yrjo Vesterinen.

“Bert Thorn and Don Howlett were directors of the company as well as being very keen trials riders. ‘Promote them on Sunday and sell them on Monday’, was their motto, and it worked well as a business model; Comerfords became an institution.

“They sponsored a significant number of riders in the UK and gave them a chance to test their wings. Pretty much nearly all the UK top riders, especially in the 1970s, had an involvement with Comerfords at some point during their careers.

“My lucky break was towards the end of 1980 when Don Howlett contacted me and asked if I would be interested in returning to Bultaco after a season on the Montesa. What I did not know at the time was that the factory had already been negotiating behind the scenes with Comerfords about returning to top-level competition. The problem the factory had was that they had no money. Comerfords, on the

1983 would be the last full season for Vesty in the FIM World Trials Championship.

60

other hand, had cash in hand but no machines to sell. Comerfords gave a substantial order of Bultacos to the factory. Bultaco, in return, agreed to provide some free machines to Comerfords to sell and turn into cash to fund my return to my beloved marque.

“John Comerford took a risk in signing me for the 1981 season against a straightforward twelve-monthly payment. As there was a genuine chance that Bultaco might not make it through the season, Mr Comerford said that he would honour the deal whatever happened.

That was more than good enough for me, and I was extremely happy to return to ride for Bultaco. I found Mr Comerford to be a true gentleman and a completely trustworthy person who was passionate about loyalty. His loyalty lay with Bultaco, and he felt that it was time to pay back some of the monies that Comerfords had earned during the golden years of the brand. It is unbelievable, but that is

how he was. I wish I could have given more to Bultaco in terms of results.

“It was an uphill battle, though, as Bultaco had already fallen somewhat behind with the opposition. It was also a busy season, with a lot of testing and development work to be carried out as well as competing in the World Championship. The season finished with me third in the world, second in the SSDT and with victory in the Scandinavian Championship.

The highlight of the year was winning the World round in my native Finland. History tells us now that that was the last victory ever for Bultaco as well as me.

“Comerfords gave me another chance to stay with them for the 1982 season. The agreement was that I needed to get an ACU licence and compete in the British Championship that year.

I was incredibly happy about this new challenge and was keen to prove to my English girlfriend, Diane, that there was still some life in me!

Bultaco won the first FIM World Trials Championship in 1975 with Martin Lampkin and this very machine. It is still owned by the Comerford family.

Summer 2021 • Classic Trial Magazine

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Super Shop • Comerfords

Steve Saunders: “I have ridden a wide range of trials machines for the major factories in my career, my Comerfords-backed Bultaco days were absolutely fantastic”.

Another ACU Youth A Class British Championship rider on a Comerfords Bultaco was Tony Scarlett in 1981.

“The 1982 season ended with Great Britain being ruled by a Finn. Not everyone was happy about that, but I had achieved something that had become a bit of a talking point through the season.

“In hindsight, I must admit that I was an incredibly lucky man to have had my two years’ sponsorship from Comerfords. I happened to be at the right place at the right time. Those two seasons were not the best in my career, but they hold some great memories”.

John Comerford: “Few people outside of the company knew that John Patrick Comerford, the only son of founder Teddy, born in November 1932, became an Oxford University graduate and qualified barrister who initially had no intentions of becoming involved with the family business. As a trade outsider, John Comerford was to rely heavily on his fellow directors, Bert Thorn and Don Howlett, who knew the fiercely competitive motorcycle trade inside and out. Mr Comerford was known universally and affectionately as ‘JPC’ by the Comerfords staff.”

NEXT GENERATION

Following in Yrjo Vesterinen’s tyre tracks was a youngster whom ‘Vesty’ had watched very carefully from 1980. He was to become a tentime British Trials Champion, world round winner and pick up four Scottish Six Days Trial wins, now UK importer of TRS Motorcycles, Steve Saunders from Gloucester.

Steve Saunders: “I have ridden a wide range of trials machines for the major factories in my career, but I have to say that my Comerfordsbacked Bultaco days were absolutely fantastic. I have very fond memories of them.

“I won the ACU British Youth A class championships in 1980 and again in 1981 for Bultaco UK and had the opportunity to work beside some real heroes, including Bernie Schreiber, who I learnt a lot from during practise sessions. Schreiber was based in Surrey 62

1977 SSDT: The Comerfords Bultaco van was always a scene of activity.

at that time when he rode in Europe under Comerfords.

“I also learnt a lot about the mechanics of the trials machine as the great Reg May, the Bultaco tuning wizard, was preparing my machines at Comerfords. At this time, of course, I was competing on the 250 Bultaco Sherpa, as youths could ride 250cc machines unlike now where they are limited to 125cc”.

YOU’RE AMERICAN?

In 1977, the trials world was to be turned upside down with the arrival of the new kid on the block, an American called Bernie Schreiber.

He had a style and methodology of his own.

Schreiber was a thinker and a planner. It was assumed that being an American, he would be brash and outspoken, but instead, Bernie let his results do the talking.

The Bultaco company had a plethora of factory- and importer-supported riders, which included the young American, and he was about to take the trials world by storm.

However, Bernie Schreiber was not a full factory rider from day one. History records that Schreiber’s father, Richard, had an approach from Honda to entice Bernie to ride for them.

He turned the offer down flat as the mighty Summer 2021 • Classic Trial Magazine

Comerfords • Super Shop

How else would you train for a world championship event? Bernie Schreiber outside Comerfords in 1979.

Japanese corporation had no trials track record, whereas Bultaco already had World Championships under their belt.

Bernie Schreiber: “As you know, I rode a Bultaco from a young kid to world champion for the simple reason that the product, riders and team support were proven winners year after year.

“From 1975 to 1978, I rode under a Bultaco USA contract, and for all of 1979 until June 1980, I had a Comerfords Bultaco UK contract. I did have support from the many Bultacoworldwided the world, but the UK was the place to be. Bultaco USA always wanted me to ride in the US championship, but by the end of 1978, at 19 years of age, I had won the American Trials Championship, the USA World round and was number three in the world. I wanted another shot at the world championship in 1979, but Bultaco USA did not really want to support that adventure any longer.

“At that stage, Bultaco Spain was forced to find support from another distributor; they already had financial problems, and Comerfords stepped up to the plate. Between the English language and the need to learn mud riding, I took up the offer. My main contact and support at Comerfords was Pete Hudson, Comerfords Import Manager”.

It can now be revealed that Bernie Schreiber was the only Bultaco World Trials Champion to have won the title without a 100% factory contract.

WHAT HAPPENED?

So, what happened to Comerfords at Thames Ditton? The firm closed its doors, but it did not disappear completely.

Dave Renham: “I started at Comerfords in 1977 in the KTM motocross workshops. My dad, Eddie, knew Keith Thorpe, and he gave me the job, but it wasn’t straightforward. My mum insisted I go to college after leaving school, but I had a day off on a Wednesday, so I worked at Comerfords one day a week for no pay to keep the job open for when I left college.

“I worked latterly with Reg May in the Bultaco comp shop, and I stayed until 1981 when I left to join Derek Cranfield at Len Savage.”

Dave Renham subsequently set up the aptly named ‘Renham Motorcycles’ around the time that enthusiasts started looking for parts to rebuild their Bultaco Sherpas and Pursangs. That provided a business opportunity that Dave grasped with both hands.

“I approached John Comerford to see if I could obtain the rights to trade under the name ‘Bultaco UK’. It was agreed, and I also inherited the Comerford Bultaco dispatch ledgers, which have been invaluable over the years for people restoring and registering their machines. I started buying new-old-stock parts from the old Bultaco dealers across the country and overseas.

Classic Trial Magazine • Summer 2021

Having won the 1979 FIM World Trials Championship title in 1979, American Bernie Schreiber would move to Italjet mid-season in 1980 as financial problems hit Bultaco.

“When I worked at Comerfords, it was simply a job; it is only years later, on a wave of nostalgia, that people have looked back at the company with such fond memories. My most fond memory was getting the cakes in when Vic Allan won at a motocross meeting!”

Inmotion Bultaco is now the largest supplier in the world of genuine Bultaco parts, with many items manufactured by the original suppliers to the Bultaco factory. This business has grown over the years to cover many other marques.

Inmotion can trace its creation straight back to Comerfords and their Bultaco UK subsidiary.

Carly Miller is a director of the company that bought out the part known as ‘Comerford International’, explains what happened to the company: “In 1972 my dad, Stuart Miller, joined Comerfords as a Junior Salesman and was looked after by super-salesman Bert Thorn. My mum, Linda, also 63

Super Shop • Comerfords

Bernie Schreiber’s 1979 FIM World Trials Championship Comerfordssupported Bultaco is still displayed at Classic shows, seen here in 2005.

joined the same year, and this is where they met and married two years later. A Comerfords romance, you might say.

“In 1989, John Comerford made his decision to retire, and my dad and Don Howlett

prepared a management buy-out plan and successfully purchased the business from the Comerford family. The buy-out terms meant that the Comerford name could no longer be used, so ‘Comerford International’ changed to

Even in 2021 the supreme machine preparation found in the Comerfords workshop from the 70s by Reg May lives on with this immaculately restored Triumph.

Memories of Comerfords; we found this badge at the 2016 Costa Brava Two-Day Classic Trial in Spain in 2016.

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CI Sport. A nod to the past, the ‘CI’ in CI Sport representing Comerford International.

“Dad and Don decided to focus on the selling of parts, clothing, and accessories rather than taking on the motorcycle sales section of the business.

“In 1998, Don Howlett decided it was time to retire, so my dad, who was also an active motocross rider, bought him out of the company. CI Sport Limited was formed in the October of 1998 and now operates from Leatherhead in Surrey. Sadly, in 2018, my dad passed away suddenly, but before he died, he asked me to come in and help mum run the business. I joined the company in July 2018, just one day before he died.

“Both Renthal and Alpinestars are brands that we still represent to this day that were also retailed and wholesaled by Comerford International in the 1970s. We are enormously proud of our history and can’t wait to celebrate our centenary in 2025”.

LOOK FOR COMERFORDS!

Comerfords at Thames Ditton may not be there anymore physically; the site is now occupied

by Dagenham Motors, Ford dealers at Brook House, and Thames Ditton Honda car franchise operates on another part of the site, which once was the Oxford House headquarters of Comerfords.

Part of its heart still beats within CI Sport at Leatherhead, still in the motorcycle trade, still trading with the same passion that Teddy Comerford possessed almost one hundred years ago. Believe it or not, the actual company still exists, still called Comerfords Limited, and still controlled by family members as directors and the company secretary. It is listed with Companies House as 00317526 with Patrick Comerford, son of the late John Comerford registered as a director.

Finally, many thanks to all the former Comerfords employees, contracted riders and trade contacts who were more than happy to contribute to this article. Without their help, it would have been impossible to achieve – John Moffat.

Two people who were part of the Comerfords success story reunited in 2020 at the Telford Classic Show: Dave Renham on the left with Bernie Schreiber.

Summer 2021 • Classic Trial Magazine

Remembering • Manuel Soler

Below: Dedicated to Max, the son of the article’s author Valenti, from Manuel Soler.

EL MONSTRUITO At just 17 years old, Manuel Soler became the youngest Spanish Trial Champion. He won four consecutive national titles from 1974 to 1977, and for the enormous talent shown, he was nicknamed “El Monstruito” – little monster. This nickname accompanied him throughout his career, which ended after 25 years of competition. On January 20th, his sporting heart that had taken him to the top of the trials world betrayed him forever, and Manuel Soler passed away.

Words: Valentí Fontserè • Photo: Giulio Mauri Archive, ‘Solo Moto’ Magazine, Manuel Soler Archive, Xavier Bisbe, Miguel Mendez, Toon Van De Vliet

DATE-LINE: SPAIN 1976 TRES DIES DEL CINGLES: SECTION 12, LA ROCA

It is the second day of the Spanish event, which sees the reigning FIM World Champion, Yrjo Vesterinen, and the home rider, Manuel Soler, fighting section by section. They face a typical section of the Cingles with a stream full of stones and a final climb with roots and lots of mud; in reality, more than mud, it looks like foaming soap, which is the typical red mud found in this area. With the passage of each rider, the section becomes more and more difficult, especially in its final part. At the beginning of the day, some riders managed to climb it, but only the best riders can do it during the last half-hour, although only with the help of several feet down.

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Manuel on the special tailor-made Bultaco built by his father, Juan Soler Bulto; a ‘Works’ rider from day one.

Summer 2021 • Classic Trial Magazine

Manuel Soler • Remembering

November 1966: Paco Bulto on the machine, on the right is Juan Soler Bulto, Manuel’s father, with a very young Ignacio Bulto on his left beside Oriel Puig Bulto. • Top right: The Spanish magazine Motociclismo celebrates his first national title with the front cover in 1974. • Right: A front cover from Solo Moto, once again dedicated to Manuel Soler when he became the first winner from Spain of an FIM World Championship round, when he won in Finland 1979.

Halfway up, near the tape that defines the section boundaries, Vesterinen, his friend and teammate in Team Bultaco’ A’, Charles Coutard, and the President of the Moto Club Cingles, Ildefons Vilanova, are discussing the growing difficulty of the final part of the section. Both riders say it is becoming impossible, and they were waiting to watch their fellow teammate Soler, after which it will then be their turn.

The silence from the crowd announces that Soler is starting the section a little lower: he rides up the stream without any problem and seems to negotiate it with the help of a compass, such is his precise style. He arrives at the more difficult top part; two twists of the throttle, a third short blast in second gear, some body-lean, and that’s it. Soler manages to clean the section, and the roar of the public is deafening, to say the least.

Vesterinen is amazed; Coutard does not know how he did it, while Vilanova says, “You see, I was right: the section can be done”.

Vesterinen, with his cool calm, replies to Vilanova: “Manuel has done it, which is true. But the point is not that he cleaned it, but how he did it. So effortless that it seems to be an insult to the others!”

If a three-time FIM World Champion like Vesterinen says so, it must have been just like that. Ildefons Vilanova told me this story a few years ago when I was preparing an article dedicated to the story of ‘Tres Dies dels Cingles’ published in Classic Trial Magazine.

Still too young to hold a competition licence, Manuel rode out-of-class with an ‘X’ on the front number board.

Classic Trial Magazine • Summer 2021

1974: A Don Paco Bulto training day with ‘Team Bultaco’ and his riders. First on the left is Manuel Soler. With the cap and goggles close by is Pedro Taule, the one who gave Manuel the nickname ‘el Monstruito – Little Monster’.

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Manuel Soler • Remembering

1979: Team Bultaco ‘A’ at the ‘Tres Dies Del Cingles’: From left: Toni Gorgot (ESP) Manuel Soler (ESP) Martin Lampkin (GBR).

BRAVE HEART

Manuel’s sporting heart that had delivered so much success had warned him a few years earlier. At only 63 years of age, the brave heart betrayed him forever, snatching him from the affection of his loved ones and his supporters while resting in his country house in Sant Quirze Safaja, just five minutes from the start of the ‘Tres Dies del Cingles’ in Mas Badó, Spain.

His father, Juan Soler Bultó, was the favourite nephew of Don Paco Bultó, the founder of the Catalan motorcycle company, Bultaco. Juan Soler was also a double Catalunya Trial Champion in the years of 1964–1965 when the Spanish Championship did not exist.

As a co-founding partner of Bultaco, he also played the role of Sporting Director for a long period, and consequently, his son Manuel started in trials at a very young age. His father built up a special motorcycle tailor-made for him and, riding this machine, the young Manuel soon proved to be a prodigy.

In many trials, he rode out of competition because he was still too young, and people immediately realised that they had a great talent in front of him. So much so that Pedro Taulé, a well-known Bultaco dealer in Barcelona and an important member of the Bultaco’ Clan’, gave him the nickname ‘el Monstruito’ precisely because of the monster talent he had.

Manuel Soler will remain ‘el Monstruito’ for life.

1981: To help with the development of the Montesa Cota 349 he competed in the Scottish Six Days Trial.

Classic Trial Magazine • Summer 2021

1980: It was a tough year with the Bultaco problems, and a move to Montesa followed. This picture is from the Italian world round.

JUNIOR WINNER

He obtained his Junior competition license in 1973, and from that moment on, he began to win many trials. In 1974 he won the eight rounds of the Spanish Championship. At the age of 17, he became the youngest Spanish Trials Champion, succeeding his cousin Ignacio’ Yato’ Bultó, who had dominated the national competition from 1969 to 1972. In 1973, Fernando Muñoz won it.

Manuel was untouchable. He won four Spanish championships in a row until another great rider, Toni Gorgot, appeared on the scene. Manuel lost some motivation in Spain but focused on the World Championship.

Although he no longer won the national title, he continued to be the most competitive Spanish driver internationally. He is best remembered for being the first Spanish rider to have won a world championship round in Finland in 1979; he came close to it on other occasions but finally succeeded in beating Yrjo Vesterinen in his own back garden.

1980 should have been his year in the world championship, but the season started badly, both for him and for the whole of the Bultaco Team.

The financial situation of the Catalan motorcycle manufacturer was very bad, and workers began to strike. In the middle of the season, only Bernie Schreiber and Manuel Soler remained at Bultaco.

1981: Manuel had the ‘White Wonder’ Montesa Cota 349 running like a Swiss clock, and recorded his final FIM world round win in Germany.

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Remembering • Manuel Soler

1982: In the paddock at the Spanish word round in Olot, with his cousin Ignacio Bulto with the umbrella.

ALL CHANGE

After an excellent performance in the world championship in France with Schreiber first and Soler second, they too were forced to change manufacturers. At first, they both moved to the Italian Italjet brand, but in the end, only Schreiber remained, while Soler moved to Montesa.

Despite these problems, Manuel managed to finish the world championship in an honourable sixth position. He soon got used to the new Montesa and began to show his skills as a test rider too. In particular, he developed the white Cota 349 model known as the ‘White Wonder’ on which he rode in the 1981 world championship; this was Manuel Soler’s greatest season.

He won as many events as the young French World Champion Gilles Burgat, and he finished the world championship in fifth position. He had some poor results due to Montesa’s internal problems, which we will explain in a future article. Still, nevertheless, he won three rounds in Spain, Austria, and Germany, contributing to the success of the Spanish manufacturer in the constructors’ championship.

In 1982, Manuel set out to continue his climb to the top of the world championship and, with his friend and rival Toni Gorgot, they launched the Spanish and Montesa offensive to conquer the world. A knee injury from a few years before returned to hinder his progress, and Manuel was forced to undergo surgery after having three good rides with excellent results. He skipped the rest of the season and moved to Merlin, the brand created by his cousin Ignacio Bultó who promoted it in the trials world.

Soler became the top rider in the Merlin team along with Gabino Renales and Joan Freixas, but the results were not what he hoped for.

Manuel was already an older rider at just 25, and because the world of trials was changing, he decided to hang his boots up. Still, he continued to remain in the environment playing an important role in some events.

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1982: In Great Britain for the world round he was forced to stop after the event with an old knee injury; the winning years were over.

MAGIC MOMENTS

I will never forget a lunch with Manuel at ‘Tramonti 1980’, a famous Italian restaurant in Barcelona and a meeting place for many riders some years ago. That day we talked about a lot of things. He was a very kind man with a big heart, and at the same time, he knew he was a trials icon. I remember he said to me: “You know, one day I should write a book ... because otherwise all these things that I know and that I have lived, risk being lost”.

I replied: “If you want, you can tell the stories, and I will do the rest”.

“We should do this”, was the reply.

His final years the FIM World Trials Championship were on the Merlin designed by Ignacio Bulto.

Unfortunately, this will not be the case.

We continued to meet and share some magic times. I managed to get him to the Ventoux Trial Classic in 2011, and from that moment, he returned to spend some time in the classic trials world.

After Christmas, I should have met him in his home in Sant Quirze, where he had recently moved. It is only ten minutes from our weekend home, but I arrived out of time. Destiny took him away from us on January 20th in silence, the same as when he faced the difficult climb of the ‘Tres Dies del Cingles’ in 1976, section 12 — silencing everyone.

Back on the classic scene with his good friends: From left: Andreu Codina, Bernie Schreiber, Miquel Cirera and Manuel Soler.

Summer 2021 • Classic Trial Magazine

Best of British • Scorpion

SCORPION MY MACHINE

Motorcycle trials is full of passionate people, and I was more than happy to take a phone call from David Lomas. He had sent me some old pictures of himself, and in them was one of a kit-form Scorpion trials model from 1964. In my world, a Scorpion was a type of insect and quite a rare one; I had never seen neither the motorcycle nor the creepy crawly! As we spoke, the story of his adventures with his Scorpion trials model became clearer; what an interesting man and machine. As the conversation opened up, it turned out I had seen the same machine we were talking about at the 2016 Pre-65 Scottish. The fact that he had recorded his life and times with the Scorpion on both paper and in pictures helped to create this feature. As always, it is a pleasure to bring you yet another ‘Best of British’ story to the pages of Classic Trial Magazine.

Words: Yoomee David Lomas Don Morley • Pictures: David Lomas Trials Media Alan Vines

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Summer 2021 • Classic Trial Magazine

Scorpion • Best of British

The picture that started the story, from a Cheltenham Motor Club awards presentation in January 1963: From left rear row: Les Davis, David Lomas, Dave Morgan, Doug Heeks, , Ron Lomas, Reg Griffiths, John Dean and Jon Bliss. Kneeling from left: Mick Smith, Tony Davis and Cliff Stayte.

Cheltenham Motor Club awards presentation in January 1963: Everyone’s a winner, David Lomas included.

B

efore I started to write this article, I had a delve into my good friend Don Morley’s superb book titled Classic British Two-Stroke Trials Bikes, published in 1987, to find out a little more about the machine’s history.

SCORPION

In real terms, the whole Scorpion story was very short-lived; it only lasted from 1961–1966. Again, it was the association with racing cars that gave us the radical-looking machine design from the hands of its inventor Paul Wright. He turned to his fellow trials-riding friends,’ sidecar road racers Bob Robinson and Ted Young, who ran a sheet metal and car body repair business, for innovative ideas. To complement the radical looks of the new machine, Chris Butler of Butler Laminates would supply the fibreglass mouldings for the mudguards, fuel tank and seat.

Gone was the antiquated way of producing a steel frame as it was replaced by a fabricated sheet steel frame, using two outriggers to accommodate the rear shock absorbers and an engine cradle.

The idea was to market it as a complete machine with the two-stroke Villiers engine using the basic 197cc 9E on Marcelle of Parkinson 247cc conversions. The other option was selling it in kit form with a detachable engine cradle chassis kit to accept virtually any engine, two or four-stroke, to include the popular BSA C15T or B40 engines. A short leading-link front fork was built in-house, and at the rear dual spring rate, Armstrong shock absorbers were used.

In 1964 this is how a new Scorpion trials model arrived!

MY MACHINE

David Lomas: “It was a breath of fresh air when I spoke to John Hulme from Classic Trial Magazine; such was his enthusiasm for this article.

“I had always saved scrapbooks on my many machines, and the Scorpion was one of them. My daughter prepared a ‘This Is Your Life’ type book for my 80th birthday, which John has used as a reference point.

ENGINE WORK

Further support for the project came from Cromwell Motors Limited, of Colchester in Essex. They had designed and manufactured the Marcelle square aluminium cylinder head and barrel conversions which enlarged the cylinder capacity of the 197cc Villiers 9E engine to a full 247cc. They agreed to work with Paul Wright and to develop the engine conversion further for the application to scrambling and road-racing machines.

Complete machines would benefit from quality touches such as Philidas self-locking nuts. The whole machine weighed in at a very attractive 200lb and was marketed in kit form with the Villiers 197cc 9E engine at £160 or £110 without it.

For three years, the model range sold quite well, but, as with many other machines that relied on the engine supplier Villiers, the Scorpion dream was over when the mighty AMC company crashed.

Classic Trial Magazine • Summer 2021

Built up and ready to go, the new Scorpion trials machine.

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NEW!

TRIALS MODELS A SUPERB GIFT FOR

ANY TRIAL ENTHUSIATS From Spanish model manufacturer, TrialReplic, in association with Yoomee, present its range of 1:6 scale size replica trials motorcycles exclusively for sale in the UK. TrialReplic is a family business that was created out of a passion for our wonderful sport of motorcycle trials.

The company is dedicated to the manufacture of 1:6 scale replicas of motorcycle trials models, using both metal and plastic materials in their production.

Honda RTL RED

We all remember the winning years of this machine in the hands of the FIM World Trials Champion Eddy Lejeune from Belgium and ACU British Trials Champion Rob Shepherd.

Ossa Mick Andrews Replica

This Mick Andrews Replica model is a fitting tribute to the man who developed the Spanish Ossa, ‘Magical’ Mick Andrews.

The current model range includes Honda, Montesa and Ossa. More models are lined up for the future. Sold as display models for the collector, they make the perfect gift for the motorcycle trials enthusiast.

Get yourself along to the website: www.yoomee.co.uk and start collecting these exciting models or call: 01663 749163 for more information. Each model is priced at £69.99 including FREE P&P.

Honda TLR

Very much a part of the classic trial’s scene in the modern world, this machine, the Honda TLR is the starting point for many of today’s highly modified four-stroke machines.

Montesa Cota 247

With a long sporting history of over 75 years the Cota 247 is the trials model that put the name of Montesa on the road to its worldwide trial’s success.

Honda RTL WHITE

In the USA, the four-stroke RTL ‘Team’ machines carried this white and red colour scheme as ridden by the late Marland Whaley.

Cota 247 Ulf Karlson Replica

A fitting tribute to the man that this Montesa replica model is named after, Sweden’s Ulf Karlson who gave Montesa early European success.

ORDER YOURS TODAY! www.yoomee.co.uk/product-category/trialreplic or call: 01663 749163 TO ORDER OVER THE PHONE Yoomee Ltd, 48 Albion Road, New Mills, Derbyshire, SK22 3EX

Scorpion • Best of British

“The machine does look a little disjointed to me, but the basics of the frame and general design is apparent and, at the time in 1964, they were very different to the run-of-the-mill machines on the trials market. I am probably biased, but I think it looks a lot better in the flesh than in the pictures.

These machines were black, both the frame and all the fibreglass components.

“My association with the Scorpion started in 1964. Over the years, I had seen many new machines from the once-mighty arm of motorcycle production in Great Britain. In truth, there was nothing new or different on the market. In my opinion, the heavy four-strokes had their day many years before. As it happened, I was proved correct; in 1965, Sammy Miller moved to the two-stroke Spanish Bultaco from his world-famous four-stroke Ariel GOV 132.

but it did not like hitting rocks, as it preferred to bounce and not absorb them as I would have liked it too. The gear ratios also seemed quite high, which again was good on mud but not on other types of going, and I subsequently played around with different ratios and sprockets over the years the more I rode it.”

FIRST TRIAL

“I purchased my Scorpion trials model on February 20th 1964, which came in kit form to avoid purchase tax. Assembly was pretty straightforward for anyone with some mechanical skills and an understanding of motorcycles. I actually enjoyed putting the Scorpion together as it gave you more of an understanding of the machine.

“I competed for the first time, literally a few days after the build, and hadn’t really had time to try it before I went in at the deep end. The trial was mainly mud sections, and I didn’t realise it at the time, but this type of section was the Scorpion’s strength. I found it very good on mud, but once it got to rocks, steps, or tight turns, the original version was not so good. It had a really low centre of gravity,

March 8th 1964: the first trial.

Classic Trial Magazine • Summer 2021

In action it had a really low centre of gravity, but it did not like hitting rocks as it preferred to bounce.

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Best of British • Scorpion

The Scorpion’s trademark sheetmetal frame is cleary visible.

ROOM FOR IMPROVEMENT

“I thought there was considerable room for improvement and subsequently made different versions with features like putting the fuel in the frame, reducing the weight and modifying the frame, so it did not catch on steps, rocks etc.

“I purchased another frame, built a second Scorpion, tried out further improvements, and won a few trials on my modified model. I subsequently sold the original one and never saw or heard anything about it.

“The better version, which I had modified, I sold to Tony Faulkener. His son, Ben, rode it in the Pre-65 Scottish on two occasions and is planning to do so again. I have recently been in touch with Ben, and he has made further improvements and is planning more as, like me, he believes it is quite a competitive Pre-65 class machine.”

Gear ratios also seemed quite high, which again was good on mud but not on other types of going.

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Looking much leaner and more competitive is the second Scorpion David purchased.

THE END OF A DREAM

The last press cutting in David’s scrapbook is from a 1965 press release about a significant investor putting a lot of money into the Scorpion business to build a Grand Prix racing machine to challenge the top teams. It also states that they would be focusing on road racing; the sad fact that the trials and scrambles models were being discontinued. I have never heard or seen much else about this project on the road-racing machine.

The Scorpion story is a very short life for what could have and should have been a far more successful brand.

The second Scorpion featured further improvements and David won a few trials on it.

Tony Faulkner’s son, Ben, has ridden David’s second Scorpion in the Pre-65 Scottish on two occasions. This is pictured in 2016.

Summer 2021 • Classic Trial Magazine

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Classic Trial Magazine • Summer 2021

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My World • Clive Dopson

A RIGID RIDE MY WORLD: CLIVE DOPSON

When classic trials enthusiasts think of the Norton 500T, Clive Dopson’s name immediately comes to mind. He has campaigned the marque since the mid1970s, gaining great success over 45 years. In truth, there are three classic trials machines that Clive has a particular association with the original Norton 500T (registration number: LPP 468), a replica 500T the ‘Notron’, and probably one of the worst trial’s motorcycles in the world, the Douglas 350cc, competition (registration number: CSV 377). He has many classic trials successes, not least seven Pre-65 Scottish Best Rigid awards and 13 Talmag class wins; these have made the Dopson/500T partnership one of the most successful in classic trials.

Words: Andy Withers • Pictures: Clive Dopson Collection; Andy Withers; Trials Media and Colin Bullock

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Clive’s world collides: British Touring Car passes and Pre-65 riding numbers.

Summer 2021 • Classic Trial Magazine

Clive Dopson • My World

Team F1 – As an automotive engineer Clive has reached the top in his industry as Managing Director of Lotus, here sat on the right-hand side of the F1 car.

Clive aged seven, on his first motorcycle built by his father Keith.

TRIALS AND ENGINEERING

Clive’s journey to trials success began very early – his first motorcycle was built by his late father Keith when he was six years old. Keith rode trials in the late 1950s and was involved in automotive engineering with his own garage business all his working life, so it is unsurprising that Clive took on his father’s passion for both motorcycle trials and engineering. However, in his teens, riding opportunities for youth riders was limited. Keith became one of the founders of Surrey Schoolboys Trials Club (SSTC) in 1972 along with Rag Sutton and Bill Boniface. SSTC was one of four clubs that helped to found the youth division of the ACU in 1974.

As teenagers, Clive, along with Chris Sutton and Colin Boniface, rode all over the south of England. They also spectated at the Scottish Six Days Trial, which began Clive’s long association with Scotland.

In 1976 he manipulated his university timetable to get a week off to compete in the SSDT for the first time, riding a Bultaco. He went on to ride the SSDT nine times and the Pre-65 Scottish 31 times so far. Clive sees the SSDT as the ultimate trials challenge for a rider; he said: ‘Unless you’ve done Scotland, you can’t call yourself a proper trials rider. It really sorts you out as a rider; every year is an adventure”.

Over the years, adventures have been many but, by applying his engineering skills, he has never failed to finish.

Keith Dopson became one of the founders of Surrey Schoolboys Trials Club (SSTC) in 1972 along with Rag Sutton and Bill Boniface.

As an automotive engineer, Clive has reached the top in his industry as Managing Director of Lotus, offering consultancy to McLaren and being heavily involved in developing and policing the ever-changing rules for the British Touring Car Championship. However, his real passion is the ‘hands on’ engineering of his classic trials machines, particularly the Norton 500T, the ‘Notron’ and the Douglas.

Early Surrey Schoolboys Trials Club members: Chris Sutton (Bultaco) Clive Dopson (Montesa) Stephen Dunkley (Ossa).

Classic Trial Magazine • Summer 2021

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My World • Clive Dopson

In the late 70s, at the Talmag Trial on the Norton.

As a teenager Clive, along with Chris Sutton and Colin Boniface, rode all over the south of England.

NORTON 500T

The choice of a 500T came from Keith wanting to ride one in the 1950s but, at the time, he couldn’t afford one. Prices dropped in the 1970s, so he took the opportunity to own a 500T. In fact, he collected enough parts to own three 500Ts; however, one of the machines had a sprung frame built by the McCandless brothers, so this was replaced when Keith was offered a new rigid frame at a presentation dinner. He used the new frame and the best parts to put together LPP 468, a second complete machine was sold to the late David Dixon, and the third was kept as parts to keep LPP 468 going. The Norton was completely rebuilt as original, except for the front fork inners.

Family friend Reg May from the Bultaco importers, Comerfords, rebuilt the forks with Bultaco inners, probably one of the earliest internal fork changes. Keith rode the machine occasionally on the road and in the Arbuthnot, but the Norton was destined to be ridden by Clive. Living in Guildford a few miles from Hungry Hill meant that riding the ‘fourstroke only’ Talmag Trophy Trial was a natural step. All three machines have been ridden in the Talmag, but all of Clive’s class wins have come on the 500T.

Making the tight turn on Loch Eild Path on the Douglas in the 1985 Pre-65 Scottish on the way to 91st position.

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1981 Talmag Trial: Flying in the special test, hanging on to the rapid Norton around the course, and with no crash helmet, he recorded the fastest time and overall victory.

TALMAG TIMES

Recalling rides in the Talmag, Clive says his rivalry with Geoff Chandler on his 1949 500cc Triumph Trophy was one of the highlights. In the 1980s and early 1990s, in front of massive crowds, the rigid class swopped between Clive and Geoff, but sadly Geoff’s untimely death in 1996 ended this rivalry early. Clive finds his one overall victory particularly memorable. At the time, the lowest-scoring rider from all classes was declared the overall winner, but in 1981, like many years, riders ended on equal scores, so it came down to the special test. Clive recalled he took an unorthodox start to the test, bump-starting the 500T downhill in second, and hanging on to the Norton flying around the course with no crash helmet, he recorded the fastest time. Overall victory on a rigid was rare, but an achievement both Clive and Geoff shared. From about 25 starts on the original Norton, Clive has taken 13 class wins and an additional six top-three finishes.

In 1986 there was one unusual Talmag entry; Keith and John Allaway set up the 500T with a sidecar. Clive: “It had a 19-inch rear wheel, so when Steve Moore and I did the Arbuthnot in September 1985 and the Talmag in January 1986, it steered okay. By the time Darrel Glover and I rode the Arbuthnot in 1991, I had changed it to an 18-inch rear wheel, mainly to make it more competitive in Scotland, but this meant it would not turn left very well, which we did not realise until we started the trial”.

Summer 2021 • Classic Trial Magazine

Clive Dopson • My World

‘Magical’ Mick Andrews at the start of the 2006 Pre-65 Scottish on the Douglas.

PRE-65 SSDT

The Pre-65 Scottish is where the real adventures have taken place; the first ride on the Norton was in 1986 after a year on the Douglas. Clive rode eight times in the one-day trial and 16 times in the two-day and, bizarrely, in 2013, it was a half-day trial due to bad weather. 1997 was the last year he rode both the SSDT and the two-day Pre-65: “It was punishing, and the only time I thought about giving up”.

Since then, the focus has been firmly on the Pre-65; he has seven Best Rigid awards. Mick Andrews put up the ‘Best Rigid’ award after a conversation with Clive after the 2002 event. Mick said in passing: “I bet you won the best rigid again?” Clive said, “no, there isn’t one,” so Mick

‘Probably one of the worst trial’s motorcycles in the world’: the Douglas 350cc.

Classic Trial Magazine • Summer 2021

offered his award from 2003. Clive won the award six times between 2003 and 2010, but it’s the challenge of the event and the adventures that seem more important.

Twice he sheered the rear wheel hub, first on Pipeline, which meant it was downhill to the finish with no more sections to ride, and second on the Mamore Road, which resulted in having to rebuild the hub before carrying on.

Welding a footrest bracket and repairing numerous punctures have certainly tested the skills, but nothing has stopped the Norton from finishing. One big highlight was cleaning Pipeline in 2008 on the original, which hasn’t been achieved on the replica machine.

It was a hard two days for Mick Andrews at the 2006 Pre-65 Scottish, but he battled the Douglas around to finish 137th.

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Summer 2021 • Classic Trial Magazine

Clive Dopson • My World

2010 Pre-65 Scottish: Yes… the top of Pipeline on the mighty machine, time for a pint!

2007 Pre-65 Scottish: Feet-up and in total control of the 500T.

REPLICA NOTRON

In 2006, Clive decided to build a replica 500T, partly to protect the original machine and partly to make a motorcycle that was lighter and easier to ride. After the 2007 Talmag, the original Norton was stripped down and the frame taken to make a jig to fabricate a frame for the replica. The original was then rebuilt in time for Scotland. Talking about Scotland, Clive: “As we all age, it is becoming more difficult to get around the course on a heavy rigid machine; it is probably only those who have ridden the Six Days or the Pre-65 who know how difficult it can be to complete the course”. Hence another reason for the replica, which was called the ‘Notron’ to distinguish it from the original. The frame was fabricated with CDS2 tubing, which was slightly lighter than the original, using exactly the same geometry. The original geometry was used because, as Clive rightly pointed out, “If it steered in 1949, it will keep steering now, unless somebody changes something”. He was concerned his rigid replica would not meet Pre65 Scottish regulations, so he proposed to the organisers a modification to the regulations for the Rigid class to allow replica frames using the original geometry, he said: “It makes sense; it’s amazing to think the original metal and welds are now over 70 years old, it is unlikely they will last forever with the punishment they take, so changing the rules will help for the future”.

rings used whenever possible as they have a longer life.

The engine is fed by an Amal Premier carburettor instead of the 276 Amal carb used on the original. Clive prefers to use a magneto, “I am a big fan of magnetos because very little can go wrong”.

Both machines run Norton clutches which work well, if not abused, with standard ‘Dolls Head’ gearboxes. Keith altered the gearing with a ‘road’ first gear and wide ratio second, which keeps the bottom two gears close together; a small engine sprocket is used to get the gearing where he wants it to be. With the current gearing, Clive enthuses that most machines can’t keep up with the Norton on the road, which is really good in Scotland.

The low-level exhaust on the original was left to protect the engine, and the scars show that it did a good job. Still, a high-level, shorter exhaust has been fabricated for the replica, which gives a better engine characteristic and lets the engine rev out more cleanly.

One key point was moving the footrests back behind the primary chaincase to improve the riding position. The steering angle wasn’t changed, but taper roller bearings were used in the headstock. The front fork internals were changed from Bultaco to Marzocchi.

Aluminium fuel and oil tanks reduce the weight a little, but Clive decided against oil in the frame as this was too radical. The Notron was finished in 2014 and has been used in the Pre-65 trial since 2015, where the adventures continued.

500 T

Many of the main 500T parts were left from Keith’s original collection, such as the engine, gearbox, clutch, wheels, brakes, yokes and front forks, but some modifications were made for better rideability. The engine specification is the same as the original with a Norton ES2 bottom end, a ‘Wellworthy Alfin’ Barrel and Australian JP Pistons, with original new-old-stock piston Classic Trial Magazine • Summer 2021

When the 500T gets stuck it digs holes, big holes…

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My World • Clive Dopson

In 2013 the replica Notron build was under way.

Looking good: the finished Notron.

TROUBLE-FREE

Clive commented on its performance: “It has generally been trouble-free, but in its first year in 2015, a rock punched the crankcase drain plug into the case, and the engine oil was flowing out. Being determined to carry on, I rode across to the Blackwater Dam and nearly back to Pipeline before I got some more oil. I made a repair ono the Friday evening and carried on to finish the trial with seemingly no permanent damage to the engine!”. Clive took his seventh ‘Best Rigid’ award on the ‘Notron’ in 2017.

“Overall, 2017 had no real dramas apart from, towards the end of Friday — I was tired and running late, having got stuck a few times, and then we found a new section of cross-country replacing some road work, so I had to rush to get in on time.

“On Saturday, I tried to ride as steady as possible as the others in the class had had a few problems, so I probably gave away a few extra dabs but may have saved some crashes”.

The ‘Notron’ has yet to take a class win at the Talmag, two second places in 2018 and 2019 being the best so far.

In 2018, getting too much grip in section 12 resulted in a five and parking the Notron vertical against a tree. It demonstrated the fine margin between first and second.

In 2020, with the introduction of a new third ‘challenging route’, Clive

2014 Pre-65 Scottish: Looking stylish on Pipeline.

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It’s definitely a big machine, the Notron, but it looks very elegant.

was the only rigid taking on the new route expecting to lose 50-or-so marks, but surprisingly he lost just six — but the top ten did finish clean.

Clive commented: “The challenge is something that probably needs to continue, to attract top riders down to the south. The Pre-65 Scottish is now the event to win, and Talmag is a good day out. There are a few exceptions, but mostly there are no longer any riders who rode the machines in their day, so the challenging route is a good addition”.

2014 Pre-65 Scottish: What goes up, must come down.

Summer 2021 • Classic Trial Magazine

Clive Dopson • My World

2016 Talmag: Team talk over the Douglas.

From left: Matt Neale, Sammy Miller and Clive.

PROBABLY THE WORST?

The Douglas Competition is a very interesting machine, one of only 40 made. Clive doesn’t know where the ‘Probably one of the worst trials machines in the world’ phrase came from. However, one look at the Douglas, with its low centre of gravity, bulky flat-twin motor, lack of lock and ground clearance, and you can see where the phrase came from!

Even so, it’s a ‘magnet’; everyone wants to ride it, photograph it and see it in action.

As a youngster, Clive knew several Douglas Owners Club members, and when he rode their machines, it was clear that he had the potential to get the best results out of a Douglas machine. For the price of restoring a ‘Mini Camper Van’ for a chap from the Midlands, Keith acquired the

A study in concentration on the Notron from Clive at the 2017 Talmag.

Classic Trial Magazine • Summer 2021

2016 Pre-65 Scottish: No matter how you look at it, the Norton engine is a huge lump of the once-mighty manufacturing industry of motorcycles in Great Britain.

350cc Douglas Competition machine (registration number: CSV 377) to restore for Clive to ride. He first rode it in the 1985 Talmag and his first Pre-65 Scottish ride in the same year. Three rides in the Talmag, often complete with signature woolly hat, achieved a best result of fourth in class in 1994.

Since then, good friend Matthew Neale has become a bit of a Douglas expert, ‘muscling’ the machine around 17 times, finishing a best secondin-class in 2009. That year, in pouring rain, the chain came off at the top of one of the hills, and the Douglas went end over end, bending the frame and damaging the gearbox. Despite the damage, with Clive’s help, Matthew got it to the end — Clive finishing first on the Norton and Matthew second, being the only two finishers in the class.

Talmag 2018: When it goes wrong, you are in trouble…

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My World • Clive Dopson

Matt Neal laying on the style on the Douglas at the 2018 Talmag.

2019: Still going strong in the safe hands of Clive is the Notron.

REBUILT

The Douglas has been rebuilt a couple of times, and modifications made to improve competitiveness and reliability. The configuration of the engine presents challenges — lowering the gearing could only be done by using a smaller final drive sprocket because of the cam-type, springloaded ‘cush drive’ and the need to maintain the original chain line. With the very low ground clearance, the frame had a habit of getting hooked up on things, so removing the lower frame-tube-mounted side-stand bracket and moving the rear brake pivot from below the rear frame-tube to above made some improvement, the latter requiring modification to the rear brake pedal.

The handlebar mountings have broken twice, so handlebar risers machined from solid aluminium have been used to take modern handlebar clamps. Clive has re-engineered the throttle cable system to reduce friction and prevent the carburettors from becoming unbalanced, which is crucial for trials.

MAGICAL

The most famous rider to ride the Douglas in anger was ‘Magical’ Mick Andrews, who rode it in the 2006 Pre-65 Scottish, Clive takes up the story: “In 2005 when Mick won it on a James, he announced at the presentation (after a lot of red wine) that he would ride the Douglas the next year. However, at that point, he hadn’t ridden the Douglas apart from a spin around the car park at the Talmag years before! In February, Brian Neale and I took the Douglas up for him to have a ride; he came back with a very strained face. Thankfully, we managed to arrange with the Pre-65 Scottish team to put mine, Matthew Neale, Darrel Glover and Mick’s numbers quite close together to give some support with ‘probably one of the worst trials machines in the world’ around one of the hardest classic

2020: Darrel Glover, another rider to sample the Douglas in the Talmag.

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Pre-65 trials in the world. In the end, being one of the best riders in the world at the time and with a huge team effort, he got the Douglas around.

Mick missed one or two sections and rode a section or two ahead. To his credit, he finished the trial, second in class to Clive, but he didn’t win his own trophy that year!

FORTY-FIVE AND COUNTING

Forty-five years on, riding the ‘same’ machine is quite a feat; longer than the competitive partnership of Sammy Miller and GOV 132, although Sammy rode many more trials. When asked why the partnership has lasted, Clive said of the 500T: “I think it’s interesting to ride, I like it, and it’s never let me down”.

He also thinks the machine being unusual gained him an occasional advantage; “From a practical sense, if I entered on the 500T, I didn’t have to worry about not getting through the ballot (Pre-65 Scottish). I’ve always benefitted from the way the ballot is run. In years gone by, actively encouraging traditional original machines, I think Dave Thorpe and I are probably equal on the number of rides we have had”.

In the last few years, a new machine has partnered Clive in the Scottish — a modified Francis Barnett, possibly writing a new chapter; “Sections at the ‘Scottish’ are getting longer — where there were four sections in some places, there are now two long sections. The machinery is also changing, with riders opting for the lighter modified BSA Bantams and Triumph Tiger Cubs instead of the heavier large-capacity machines, which will take away some of the interest of having a wide range of machinery competing”.

Thankfully the Talmag and the Arbuthnot both cater for the bigger capacity four-stroke machines, so the Dopson/500T partnership is likely to continue and build on their success in the years to come.

Some collection: three machines and the Talmag tankards.

Summer 2021 • Classic Trial Magazine

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Classic • 1971

1971 COLMORE WINNER

GEOFF CHANDLER (250 BULTACO)

Now more focussed on a trials career in the off-road world than scrambling, Yorkshire’s Malcolm Rathmell had won the opening round of the 1971 ACU British Trials Championship at round one on the new ‘Kit Campeon’ slimline Bultaco.

Believe it or not, Rathmell and the 1970 ACU British Trial Champion Gordon Farley (250 Montesa) both dropped 23 marks and had to be separated on the best time in the special test, which Rathmell won. Round two, the Colmore Cup, would be another battle for supremacy between these riders. Run by the Sutton Coldfield & North Birmingham Automobile Club, it would take an entry of 73 solo riders around its single-lap course to take in 40 hazards and the special test. Starting just outside Moreton-in-Marsh in the northern Cotswolds, the single-lap course would take the riders into the area in the Evenlode Valley to find a winner of the 48th running of this competition for the Colmore Cup. Words: John Hulme and Alan Vines • Pictures: Alan Vines

Malcolm Rathmell (252 Bultaco): With two rounds completed he held the advantage at the top of the points table.

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Gordon Farley (250 Montesa): It was damage limitation for Farley, who finished third.

Summer 2021 • Classic Trial Magazine

1971 • Classic Dave Thorpe (250 Ossa): The Ossa shows the battle scars of almost two years of competition.

Jack Galloway (125 Saracen): Working on the production line led by the company’s owner Robin Goodfellow at the Saracen factory had its advantages for Jack, he could also work wonders on the 125cc Sachs engined machine.

Having dominated the British Championship from 1959–1969, Sammy Miller had retired from major competitions. He was now the Bultaco team manager for the importers Comerfords looking after Geoff Chandler, Malcolm Rathmell and Paul Dunkley. Whilst Chandler and Rathmell had the new model 80 ‘Kit Campeon’, Dunkley’s machine was the old model 49 Sherpa. It was using Miller’s latest ‘Hi-Boy’ frame with the bottom frame rails removed.

A second team, the Bultaco Shell team, used Comerfords-supplied machines sponsored

by Jim Sandiford Motorcycles and included the man himself on the model 80 and the two Lampkin brothers, Alan and Martin, on the older model 49 Sherpa. Montesa still had its supported riders, including Gordon Farley, Rob Edwards and Lawrence Telling on the Cota 247 model 21 M-2 with its trademark bulbous red fuel tank. Another rider also desperately waiting for a new machine was Dave Thorpe on his two-year-old Ossa ‘Pennine’ model.

POOR START

Despite some encouraging results in his home Southern Centre over the Christmas period, 1971 had not seen a good start to the year for Geoff Chandler. He finished eighth at the British Trials Championship opening round and knew that a good finish at the Colmore would help get his season started.

Postal problems had affected the running order for this year’s trial, which meant that the club ran to its usual time schedule. Still, penalties for late starting and finishing were removed so that it would not interfere with the overall results. Any tie-break deciders in the results would revert to the special test time on the single hazard.

On many occasions, when someone is having an exceptionally good ride in an event, it becomes overshadowed by the fight for any potential winners, and that is exactly what happened at the Colmore. Gordon Farley was riding at number 11 and his rival Malcolm Rathmell was right at the back as number 88. Some riders argue that an early number can be an advantage at this event, and some say not as the sections tend to ‘bed-in’ and good lines can emerge with the passing of riders. As it turned out, the eventual winner, Chandler, was in an ideal position with his number 41, around halfway in the entry.

MICRO POWER

Not everyone in the UK had moved to the vastly expanding Spanish Armada of Bultaco, Montesa and Ossa. On the many climbs and muddy banks in the selection of hazards, you would have expected the smaller-capacity machines to struggle, but this was not the case. Many of the hazards featured difficult turns and the passing of tree branches, and small machines were in their element — particularly Jack Galloway. The pairing of himself and the 125cc Saracen performed miracles, as did Mick Bowers on the 175cc BSA, both riders finishing in the championship points.

As the riders passed the halfway stage, it was a three-way fight for the win with Geoff Chandler, Malcolm Rathmell and the middle of the three Lampkin brothers, Alan, all on equal marks with Farley just off their pace.

As the event progressed through the dry but cold day, Chandler started to push for the overall victory. Passing through the rocks and climbs at Dovedale with the best ride, parting with just ten marks — he was a man on a mission. He got even better on the mud and exposed roots in Weston Wood which were very similar to his ‘home’ terrain, as he parted with no marks to take the win with a ten-mark advantage over Rathmell.

Ian Haydon (250 Montesa): A move to Montesa had worked wonders for Haydon and he proved his worth with his to win the threeway tie for eighth position.

Mick Bowers (175 BSA): How an earth did the once mighty BSA let this superb trials model pass through its hands?

‘Bonkey’ Bowers proved how good it was time after time.

Classic Trial Magazine • Summer 2021

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Classic • 1971

Derek Adsett (175 Greeves): Another once great name in the world of motorcycle trials, Greeves was entering its final years of producing trials models with the ‘Pathfinder’ model.

Rob Shepherd (250 Bultaco): With support from Norman Crooks Motorcycles ‘Shep’ was starting to challenge the established stars.

CHAMPIONSHIP POINTS

Paul Dunkley (250 Bultaco): This is the old-model 49 Bultaco Sherpa fitted with the Sammy Miller ‘Hi-Boy’ frame. Miller had first applied this improvement to the Bultaco in 1969 but the factory had not followed suit due to the poor-quality steel tubing used on the production machines.

Farley did enough to claim third, with Alan Lampkin a close fourth just two marks in arrears. However, the special-test times had to be used to separate both Dave Thorpe and Rob Edwards, with Thorpe’s time just 1.4 seconds faster than Edwards.

Working wonders on the micro-engined Saracen, Jack Galloway had attracted the attention of the small crowd, and his seventh-place finish was just reward for his efforts.

The fight for the final championship points down to tenth position included Ian Haydon, Mick Bowers and another fastrising star from Yorkshire, Rob Shepherd. After two rounds, it was beginning to look like Gordon Farley would have a fight on his hands if he were to retain the much sought-after British Championship title as Rathmell held a five-point lead at the head of the points table.

COLMORE CUP TRIAL

SUNDAY 7TH FEBRUARY 1971 RESULTS: 1: Geoff Chandler (250 Bultaco) 26; 2: Malcolm Rathmell (252 Bultaco) 36; 3: Gordon Farley (250 Montesa) 44; 4: Alan Lampkin (250 Bultaco) 46; 5: Dave Thorpe (250 Ossa) 49; 6: Rob Edwards (250 Montesa) 49; 7: Jack Galloway (125 Saracen) 50.

FIRST CLASS AWARDS: 8: Ian Haydon (250 Montesa) 58; 9: Mick Bowers (175 BSA) 58; 10: Rob Shepherd (250 Bultaco) 58; 11: Paul Dunkley (250 Bultaco) 59; 12: Derek Adsett (175 Greeves) 60; 13: Brian Hutchinson (175 Cotton) 61; 14: Lawrence Telling (250 Montesa) 63; 15: Tony Davis (250 Bultaco) 63.

SECOND CLASS AWARDS: 16: Allen Collier (250 Bultaco) 64; 17: Mick Wilkinson (175 Greeves) 64; 18: Mark Kemp (250 Bultaco) 64; 19: Mick Andrews (250 Ossa) 68; 20: Jim Sandiford (250 Bultaco) 68; 21: Don Smith (250 Montesa) 68; 22: John Kendall (250 Bultaco) 70; 23: John Close (250 Montesa) 71; 24: Chris Leighfield (125 Sprite) 71.

Brian Hutchinson (175 Cotton): Well-known for his exploits on smaller-capacity trials machines, his hard work was rewarded the day after the Colmore when he signed to ride the 170cc Minarelli engined model for the company as a supported rider.

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MACHINES: Bultaco: 10; Montesa: 6; Greeves: 4; BSA: 1; Cotton: 1; Saracen: 1; Sprite: 1.

Chris Leighfield (125 Sprite): Sprite owner Frank Hipkin had supported many riders on his machines, including Chris. They proved very popular as an alternative to the Spanish Armada.

BRITISH CHAMPIONSHIP POSITIONS: 1: Malcolm Rathmell (252 Bultaco) 27; 2: Gordon Farley (250 Montesa) 22; 3: Geoff Chandler (250 Bultaco) 18; 4: Alan Lampkin (250 Bultaco) 16; 5: Martin Lampkin (250 Bultaco) 10.

Summer 2021 • Classic Trial Magazine

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Classic • 1971

Tony Davis (250 Bultaco): Immaculate as ever, man and machine as they should be presented.

1971 KICKHAM WINNER

MARTIN LAMPKIN (250 BULTACO) As the youngest of the three Lampkin brothers, Martin had served his offroad apprenticeship well and became a top trials rider in his own right at the age of 20. A move to Bultaco in late 1970 at the Scott Trial would last right through until 1980, providing a decade of success for himself and the Spanish manufacturer. The hard work was rewarded with the top titles for the man and machine combination in the motorcycle trials world: European Champion 1973; FIM World Champion 1975; ACU British Trials Champion 1973 & 1978; Scottish Six Days Trial 1976–1978; Scott Trial 1977 & 1978; and numerous other titles and wins. This huge success story with Bultaco all started at round three of the 1971 ACU British Trials Championship, the Kickham Trial. Along with his older brother Alan, he was still riding the older model Bultaco 49 Sherpa sponsored by Jim Sandiford as other riders had the new model 80 ‘Kit Campeon’.

Words: John Hulme and Alan Vines • Pictures: Alan Vines

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This Wessex Centre event attracted a strong entry of 75 riders, who assembled on Saturday 13th March to compete over 40 sections and the special test over a 33-mile single-lap course based around the old coal-mining town of Radstock in Somerset. A new ‘Micro’ trials model had arrived from Dalesman, and Suzuki UK had introduced the aluminium monocoque model with John Hemingway riding it. Very much focussed on a scrambling career Malcolm Davis, who was also an excellent trials rider in his own right, had moved from AJS to Bultaco and was in the entry along with his older brother Tony. Even though Gordon Farley on the Montesa was the defending champion, Bultaco still headed the sales charts with its introduction of the new model 80 ‘Kit Campeon’. With its red and silver aesthetics, slender looks and slimline appearance, it was classed as ‘the machine to have’ as the demand for UKproduced trials machines fell further into decline.

SPRINGTIME

As the first few days of spring opened out, the riders headed from the start to enjoy a little sunshine in-between the intermittent cloud for the day’s action. A wide variety of streams, rocks and wooded climbs welcomed the riders with Dave Thorpe (Ossa),

Geoff Chandler (250 Bultaco): Looking very confident on the muddy banks and climbs, he would hold third place in the championship.

Summer 2021 • Classic Trial Magazine

1971 • Classic

Jon Bliss (125 Saracen): This was a fantastic effort from Jon to keep the British flag flying in the face of the Spanish machines.

the earliest of the fancied winners, riding number nine, followed by the previous round winner Geoff Chandler (Bultaco) at number 12.

Located close to the start, the early hazards at Radford in the steep gully did not trouble the championship contenders, who all had relatively early riding numbers. However, the marks started to be lost as the riders moved to Woodside; the whole entry struggled as the hazards got even more difficult at Midway with its tight runs and climbs.

Gordon Farley was already in trouble as the Montesa started to have gear selection problems that would worsen as the day progressed. Close to him with the next riding number was Tony Davis, who was having a very steady start to the day, which just got better. With the new Bultaco, he was looking very confident.

After the first two rounds, Championship leader, Malcolm Rathmell, was also having a good start to his day on the Bultaco. Riding behind Farley, he could watch his rival attempt the hazards before making his move.

Alan Lampkin (250 Bultaco): No doubt it was always very competitive, as the two brothers were in close company all day.

Classic Trial Magazine • Summer 2021

Gordon Farley (250 Montesa): Gear selection problems with the Montesa cost the defending champion dearly.

FARLEY IN TROUBLE

It was a fight for survival for Farley. He hit more gearbox trouble with the Montesa jumping out of gear at a critical time when he was on course for the first feet-up ride up the rock-filled muddy gulley at Foxcote.

In a split second, he stamped on the machine’s gear lever, but it was too late — the feet went down to try and rescue the situation.

As the trial progressed, it was Rathmell’s turn to hit trouble as he went through a difficult patch of riding, parting with more marks than he would have wanted, which pushed him down the final results. Whilst all this was going on, Martin Lampkin was doing his own thing with his brother Alan as they rode around together.

In a low-scoring event, every mark counted, and Martin knew that he was slowly edging in front of his brother.

As Martin Lampkin took his first BTC win, the fight for second position involved two riders, Tony Davis and Geoff Chandler. In the end, after the special test, it was a very happy Davis who took the 12 points home.

Coming home in fourth and just three marks behind for the win, Jon Bliss had worked wonders on the 125cc Saracen as Jack Galloway had done in the previous championship round. Farley rescued the day to finish fifth with a sick Montesa

Dave Thorpe (250 Ossa): An early riding number for the only Ossa rider in the awards. Ossa were still struggling with the supply of new machines.

Lawrence Telling (250 Montesa): ‘Sparky’ was always a good bet to get in the awards.

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Classic • 1971

Malcolm Davis (250 Bultaco): Swopping scrambling for trials riding for the day, a strong leg is needed for the single dab.

1971 KICKHAM TRIAL Rob Edwards (250 Montesa): If in doubt get both feet down, as Rob struggles up one of the many muddy climbs.

RATHMELL LEADS

With Paul Dunkley, Alan Lampkin and Dave Thorpe finishing in front of Rathmell, he still held the overall championship lead by just one point from Farley.

Once again, Mick Bowers had used all his riding skills to the limit on the 175 BSA Bantam to try and get into the championship points, only to miss the last one by just three marks. Malcolm Davis showed his trials skills were still excellent with a good 16th place.

As Martin Lampkin celebrated with a full house of 15 championship points, he moved up into fourth position overall.

Would he become a contender for the title? It was all very close at the top after just three rounds..

Brian Hutchinson (175 Cotton): Looking very at home on the small-engined machine.

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SATURDAY 13TH MARCH RESULTS: 1: Martin Lampkin (250 Bultaco) 23; 2: Tony Davis (250 Bultaco) 25; 3: Geoff Chandler (250 Bultaco) 25; 4: Jon Bliss (125 Saracen) 26; 5: Gordon Farley (250 Montesa) 27; 6: Paul Dunkley (250 Bultaco) 28.

FIRST CLASS AWARDS: 7: Alan Lampkin (250 Bultaco) 28; 8: Dave Thorpe (250 Ossa) 30; 9: Malcolm Rathmell (252 Bultaco) 31; 10: Mark Kemp (250 Bultaco) 34; 11: Mick Bowers (175 BSA) 37; 12: Don Smith (250 Montesa) 42; 13: Ken Brooker (175 Greeves) 42.

SECOND CLASS AWARDS: 14: Lawrence Telling (250 Montesa) 45; 15: Rob Edwards (250 Montesa) 48; 16: Malcolm Davis (250 Bultaco) 48; 17: Brian Hutchinson (175 Cotton) 50; 18: Karl Rowbotham (250 Bultaco) 51; 19: Derek Adsett (175 Greeves) 53.

MACHINES: Results: Bultaco: 9; Montesa: 4; Greeves: 2; BSA: 1; Cotton: 1; Ossa 1; Saracen: 1.

BRITISH CHAMPIONSHIP POSITIONS: 1: Malcolm Rathmell (252 Bultaco) 29; 2: Gordon Farley (250 Montesa) 28; 3: Geoff Chandler (250 Bultaco) 28; 4: Martin Lampkin (250 Bultaco) 25; 5: Alan Lampkin (250 Bultaco) 20; 6: Tony Davis (250 Bultaco) 12; 7: Dave Thorpe (250 Ossa) 10; 8: Jon Bliss (125 Saracen) 8; 9: Ian Haydon (250 Montesa) 7; 10: Brian Hutchinson (175 Cotton) 6.

Karl Rowbotham (250 Bultaco): Along with his wife Anne he was a regular on the national scene.

They were also the proprietors of a trials shop.

Summer 2021 • Classic Trial Magazine

Find your local dealer • Locator

PARTS LOCATOR

TRAIL AND TRIALS UK Tel: 01334 840414 Email: john@tytrials.com Web: www.tytrials.com Location: New Gilston, KY8 5TF

2T-OFFROAD Tel: 01592 772867 Email: trials2t-offroad@hotmail.com Web: www.2t-offroad.com Location: Kirkcaldy, KY1 4DE

ANDY METCALFE MOTORCYCLES Tel: 01287 638030 Email: andymetcalfemotorcycles@gmail.com Web: www.andymetcalfemotorcycles.com Location: Guisborough, TS14 7DH

AG BIKES Tel: 01748 886356 Email: gebrownson@f2s.com Location: DL11 6NH

BIRKETT MOTOSPORT Tel: 01229 716806 Email: nigel.birkett@talk21.com Web: www.birkettmotosportukltd.co.uk Location: Broughton in Furness, LA20 6EZ

RAS Tel: 01487 711720 Email: andrew@rassport.com Location: Brighouse, HD6 1LH

JOHN SHIRT MOTORCYCLES Tel: 01298 766813 Email: mail@johnshirtmotorcycles.com Web: www.johnshirtmotorcycles.com Location: Buxton, SK17 9JL

JOHN LEE MOTORCYCLES Tel: 01933 312827 Email: johnlee.mc@btconnect.com Web: www.lee-motorcycles.co.uk Location: Higham Ferrers, NN10 8BP

BVM MOTO Tel: 01453 297 177 Email: sales@bvm-moto.co.uk Web: www.bvm-moto.co.uk Location: Stroud, GL5 5EX

TWINSHOCK SHOP Tel: 01395 514287 Email: sales@thetwinshockshop.co.uk Web: www.thetwinshockshop.co.uk Location: Sidmouth, EX10 9DN

RCM TRIALSPORT Tel: 01209 820896 Email: rcm-trialsport@hotmail.com Location: Redruth, TR16 5PN

Classic Trial Magazine • Summer 2021

95

Meeting • Fantic

FANTIC 68er MOVEMENT MEETING

In 1968, the year Fantic Motor came to life in Italy, the company founders, Dr Mario Agrati and Henry Keppel Hesselink had their eyes on the young generation. The word ‘Movement’ was in the headlines — as titled here too — and even though the Italian motorbike brand had nothing to do with the civil rights movements that were active worldwide, they had an idea. Their idea was to offer fun products for the European and North American markets, and it certainly hit the target of the next generation. With the Fantic machines, they could ride away from social constraints and thus express their civil protests; they still wanted to enjoy themselves and needed an outlet for this fun. It explains, at least, in part how the new Italian company from Barzago quickly found followers worldwide — especially in Europe and North America. The Fantic Motor brand quickly achieved cult status, a reputation that Fantic enjoys to this day and its loyal fan base.

Article: TRIALSPORT/Hans Greiner

Bernhard Weichenberger set up a small, private Fantic museum in Ebenau near Salzburg, Austria.

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Summer 2021 • Classic Trial Magazine

Fantic • Meeting

The majority of members live in Salzburg and the surrounding area.

A

nother part of the Fantic success story is the ingenious brand name that the two company founders came up with.

To this day, the term ‘Fantic’ sounds not only modern and appealing but also international.

Contrary to what is often assumed, it originates neither from the original ‘frantic’

Everyone loves a Fantic!

nor ‘fanatic’. Rather, the very popular soft drink ‘Fanta’, whose brand name was in turn taken from the term ‘fantastic’, gave the decisive impetus for Fantic. It sounds good in Roman as well as Germanic languages and is probably the most ingenious shortening of ‘fantastic’.

In the autumn of 2019 Fantic Caballero enduro and trials models came together.

ITALIAN EXPRESSION

It has to be said neither Mario Agrati nor Henry Keppel Hesselink used a blank canvas in this field of ideas at the end of the ’60s. They were able to draw on a network of specialists even back then because they founded Fantic Motor out of the parent company Garelli. Agrati came from the Agrati Garelli industrialist family and was the youngest business administration student in Italy at the time to graduate with a doctorate. Born in Milan in August 1944, Agrati was thus able to gain his first experience at Garelli, where he also met Henry Keppel Hesselink, who was nine years his senior. The Dutchman was born in Nice in July 1935. He was the head of Garelli’s export department tasked with opening up new markets abroad, so the Fantic idea fitted in very well with Garelli’s expansion plans at the time. So that is the first part of the Fantic Motor brand success story.

And this success story continues and lives on.

First in the new Fantic Motor brand, revived in 2004, and with the brand’s loyal fans, who are still so many. I was able to experience this for myself at a Fantic meeting in Ebenau/Austria on the 5th September 2020.

Coffee and ice cream was found on the ride.

Classic Trial Magazine • Summer 2021

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Meeting • Fantic

Another stop for a break surrounded by ‘Frantic Fantics’.

The Sigmundstor: more popularly known as the Neutor, the 131-metre-long tunnel from the 18th century connects the old town with the district of Riedenburg.

WHATSAPP GROUP

The Austrian Fantic Motor WhatsApp group had invited me to the second Fantic meeting in Ebenau near Salzburg/ Austria thanks to Fantic specialist and collector Herbert Viertl, who offered me a 300 model Fantic for the ride.

I had the opportunity to ride alongside Christian Decker, who founded the WhatsApp group a few years ago by contacting people looking for Fantic motorcycles, Fantic parts or other Fantic products on the internet or in advertisements and promoting his idea of a Fantic WhatsApp group. That’s how a few like-minded people came together, and the desire soon arose to organise a very real meeting in addition to the virtual connection.

The first two meetings of the Fantic group were still almost unofficial, but when it became known that Bernhard Weichenberger had set up a small, private Fantic museum in Ebenau near Salzburg and that the majority of members live in Salzburg and the surrounding area, it was quickly decided that the first official meeting should take place there.

It was back to the starting point of the tour in Ebenau, accompanied by the wonderful sound of the small-volume, air cooled two-strokes.

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Back at the starting point in Ebenau.

FIRST MEETING

That was the case in the autumn of 2019 when six Fantic Caballero enduro models and six Fantic trials models came together. This year, at the second meeting, there were fewer participants, three enduro and four trials, probably due to the Covid-19 pandemic as it couldn’t have been due to the weather, which was excellent.

Before all the participants arrived for lunch, they visited the Fantic Museum in Ebenau, which Bernhard Weichenberger opened for them. Apart from all the shop talk around and about Fantic, the highlight was the joint ride after lunch in the afternoon.

From Ebenau, Christian Bertignol, a tour guide with local knowledge, led the manageable ‘68er Movement’ group on their Fantics along small side-roads to Hellbrunn Palace. There they stopped for coffee and ice cream, after which they confidently continued on to the city centre of Salzburg, where they even passed through the Sigmundstor. Popularly known as the Neutor, the 131-metre-long tunnel from the 18th century connects the old town with the district of Riedenburg, through which our journey led amongst other places. After another stop for a break, we returned to the starting point of the tour in Ebenau, accompanied by the wonderful sound of the smallvolume, air-cooled two-strokes, where the afternoon ended comfortably in the beer garden. The second Fantic meeting in Ebenau ended at the farewell with the general endorsement for a third meeting, probably in September 2021.

The afternoon ended comfortably in the beer garden.

The Fantic man, Bernhard Weichenberger.

Summer 2021 • Classic Trial Magazine

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