Classic Trial Magazine Issue 38 Autumn 2021 by Trials Media

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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

(NUJ No: 949620)

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. 4

Front Cover: Matt Heppleston (Honda TL300-GBR) - Picture Credit: Almyra Knevel Persson Summary picture: 1981 Team SWM: Matteo Romegialli, Nicolas & Christian Desnoyers, Martin Lampkin, Piero Kuciukian, Gilles Burgat, Danilio Galeazzi, Dario Seregani, Giovanni Tosco, John Lampkin. Credit: Mauri/Fontsere Collection and the Giulio Mauri Copyright

Autumn 2021 • Classic Trial Magazine

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News • The world of Classic Trials

2022 CLASSIC DIRT BIKE SHOW

Despite the cancellation of the 2021 Classic Dirt Bike Show, which would have been in September, the organising team at Morton’s will be bringing you the 2022 show over the weekend of the 12th and 13th February at the Telford International Centre. The team at Morton’s pride themselves on delivering a welcome to suit the needs of the classic dirt-bike world and will be pulling out all the stops to bring a show for all to enjoy in February. The pandemic has proved very challenging for show organisers, and any cancellation is never taken lightly, but first and foremost, Mortons want to ensure the safety of its valued customers. So see you all in February 2022, be sure to come and see us at Classic Trial Magazine.

LEVEN VALLEY TWO-DAY TRIAL 2021

GUEST OF HONOUR – STEVE COLLEY Yes, you read it correctly. Steve Colley will return to trials competitions riding a Honda at the 2021 Leven Valley Two Day Trial to be held around the Kinlochleven area in Scotland over the weekend of the 25th & 26th September. Very much a trials rider at heart, Steve can still be found performing his shows on his Honda/Montesa four-stroke 300 RR at various events around the country. A previous winner of the SSDT in 1992, 1993, 1997 and 2000, Steve will compete at the 2021 Leven Two-Day Trial on a fourstroke twin-shock Honda. As we all missed our annual trip to Scotland in May for the Pre-65 and SSDT, why not get yourselves to Kinlochleven in September? As you would expect from the original ‘Mr Showtime’, Steve has promised to put on a little show of his riding skills over the weekend on the Cota 300RR. As we said, Scotland is the place to be in September!

SORRY: CLASSIC TRIAL MAGAZINE, ISSUE 37

Well, it had to happen one day. In we unfortunately duplicated the introductory paragraph from page 88 in our ‘Classic’ reports to page 92 in CTM 37. We can only apologise to all our readers for this error. Here is the copy that should have been published. 1971 Kickham Winner Martin Lampkin (250 Bultaco): As the youngest of the three Lampkin brothers, Martin had served his off-road 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 Alan, his older brother, he was still riding the older model Bultaco 49 Sherpa sponsored by Jim Sandiford as other riders had the new model 80 ‘Kit Campeon’.

Autumn 2021 • Classic Trial Magazine

WHEN THE GOING GETS TOUGH!

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Trials Guru • John Moffat

TRIALS GURU

BACK TO NORMAL — WELL ALMOST For those who don’t know, I live in the north of Scotland where we have rocks — lots of them. The local club I am a member of is the promoter of the annual Highland Classic Two-Day Trial, held on the Alvie shooting estate a few miles south of Aviemore. We are grateful to the estate owner, The Laird Jamie Williamson and his staff, who allows us to play on our motorcycles on his ground that stretches for many miles into the foothills of the Monadhliath Mountain range; it’s a paradise for riders to enjoy. Words: John Moffat • Pictures: Fin Yeaman and Ossa

Trials Guru — John Moffat (Bultaco)

Autumn 2021 • Classic Trial Magazine

John Moffat • Trials Guru

Steve Saunders (Fantic)

he Covid-19 pandemic was responsible for the postponement of the 15th Highland Classic, in which we paid homage to the Fantic Motor brand. We had hoped to have former Fantic factory rider Jaime Subira present, but due to travel restrictions, this was not possible. Steve Saunders, who needs no introduction, had contacted the club, and he was delighted to accept an invitation to join the exclusive band of Signature Riders as the official Guest of Honour for the 2021 event. He thoroughly enjoyed his weekend riding the brand he rode for back in the 1980s. The majority of the 2020 entries were carried over along with a comprehensive reserve list that was exhausted by the time the trial was run. The trial is a popular event and has grown in stature over the years to become one of the ‘must do’ events in the UK Classic trials calendar. As for Covid restrictions, the club was fortunate that they had been sufficiently relaxed to allow the event to take place, but the club remained cautious. That involved renting a mobile toilet block and, coupled with a new Classic Trial Magazine • Autumn 2021

2022 Will carry an Ossa theme with Mick Andrews

catering supplier, ensured sufficient facilities were on hand. As a result, it was very well received by both the riders and crew. Copious containers of hand sanitiser and wipes were the order of the day. In fact, the event went without a hitch; lots of smiling, happy people were present, the weather was kind, and there were no grumbles. Two hundred riders took part, watched over by 33 officials. All happy, the trial was voted a great success and signalled the return of twoday events in the UK. Following safety guidelines, the introduction of observer’s sheets to replace punch cards ensured that we had very little in the way of queuing during the weekend. The scores were under the control of the event secretary Mieke De Vos, a former Scottish Six Days Trial Secretary, so safe hands were deployed. However, it took longer to produce the results than in previous years as every section had to be manually entered onto a laptop computer to produce the results — a time-consuming task, but ably administered by Mieke and club committee member Geoff Davison.

So, in summary, the club ran a successful, safe, and enjoyable meeting; mission accomplished. Here’s to the Highland Classic 2022 Ossa Edition on 11th & 12th June.

HIGHLAND TWO-DAY TRIAL 2021 A ROUTE

Best Fantic: Chris Koch 0 Pre-77 Twin-Shock: Rob Poulton (Fantic) 34 Pre-77 Twin-Shock: Chris Koch (Fantic) 0 Two-Stroke: Ian Peberdy (BSA) 4 Under 35/Twin-Shock: David Bell (Bultaco) 0 Best Female: Ashleigh Davison (Fantic) 32 Under 35/Pre-65: Joel Gowan (BSA) 2 Four-Stroke Unit: Gary Macdonald (Triumph) 0

B ROUTE

Best Twin-Shock: Ossy Byers (Fantic) 1 Pre-72 Twin-Shock: Ross Edgar (Bultaco) 64 Two-Stroke: Nigel Greenwood (Honda) 5 Oldest Finisher: Neil Walker (BSA) 85 Under 35/Twin-Shock: Ashley Hallows (Majesty) 4 Under 35/Pre-65: Matthew Giblin (BSA) 5 Four-Stroke Pre-Unit: Steve Gossop (Ariel) 44 Four-Stroke Unit: Owen Hardesty (Triumph) 1

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Special • Honda TL300

BUILDING THE BEAST HONDA TL300

Honda is the most prestigious of the ‘Big Four’ Japanese motorcycle manufacturers, so when they start a project, they generally hire the best talent available to make this a reality. This was very much the case in the 1970s when they engaged Sammy Miller to develop a new trials machine. The model was designated the TL250, and the engine was used as the basis of a super-special interpretation, the TL300 on test here. Sammy Miller was engaged by Honda in April 1974 to develop a new trials machine; they already had the TL125 in the pipeline, but the new one was expected to be of a larger capacity. On June 2nd, he debuted the prototype. Based on the XL250 engine, with a five-speed, four-valve, all-aluminium engine, it was upgraded in September when the engine was fitted in a Miller ‘Highboy’ frame. The prototypes were very competitive in the UK and USA when ridden by the likes of Nick Jefferies and Marland Whaley. Words: Matt Heppleston • Pictures: Almyra Knevel Persson, Workshop Jean-Pierre Pregardien

n August 1975, the production Honda TL250 was displayed for the first time, but the delivery date was uncertain. When the production machines were finally released in 1976, they had been watered down from the highly competitive factory trials ones into a more dual-purpose trail machine aimed at the American market; it looked tall and bulky with a massive triangular steel silencer dominating the right side. The first production models did not hit the UK until 1977, which, by then, was too late as the Miller-developed 325 Bultaco ruled the roost.

WINNER

The pinnacle of success came in 1977 for Rob Shepherd, who joined the team at the beginning of the year riding the factory long-stroke 305cc version with an FIM world round win in Finland and the ACU British 18

What a beauty!

Autumn 2021 • Classic Trial Magazine

Honda TL300 • Special

It certainly looks very workman-like.

Championship. ‘Shep’s’ first major success was winning the early season Vic Brittain national trial, the first four-stroke for 12 years to do so, and he followed this up with a win in the British Championship Cotswold Cup trial, immediately followed by a win at the Colmore trial. He continued this success in the world rounds, being in the top half-dozen places for most of the season and finally, in September, stood on the top step of the podium in Finland. He finished the season fifth in the world, despite missing the US and Canadian rounds. The major shock came at the end of the season when Honda announced they were pulling out of trials! Although the decision was reversed eight weeks later, it was without the guidance of Sammy, who was contracted to Japan, as the new team was to be run under the Honda UK flag and would allow Rob to defend his title. So, there you have a complicated potted history of the birth of the Honda TL250. To summarise, you could say that the production model was a flop, but the super-special factory machines were a great success.

BUILDING THE BEAST

I was thinking about the skillset you would need to take a perfectly functional trials motorcycle and create something that is closer to a factory machine. These would include conceptual visualisation, motivation, determination, Classic Trial Magazine • Autumn 2021

The first part of the process is to create a heavy-duty jig, to which all the construction is clamped.

problem-solving, mechanical knowledge, engineering skills, aesthetic appreciation and — of course — time! It is not often that they all exist in unison. However, when they do, the results can be pretty spectacular. Jean-Pierre Pregardien certainly possesses them all! The most significant change of the test machine is that a whole new rolling chassis was created from scratch. This is not just a facsimile of another motorcycle but a true oneoff using knowledge acquired over a lifetime.

Fabricated using 25CD4S a French specification aerospace grade CrMo tubing, it has the advantages of being easily formed and easily welded.

His inspiration was photos of the long-stroke 305 factory models; the result is of his own design. If you have seen photos of the standard Honda TL250 frame, the top tube is a big, heavy, pressed steel construction to support the headstock from which a full cradle tubular frame is suspended, more suited to a production line than a highly competitive lightweight trials model! It was no wonder that Sammy Miller used his own ‘Highboy’ design to improve the overall weight of the original. 19

Special • Honda TL300

The frame was formed around the engine.

Every part of the build was studied carefully.

ROLLING CHASSIS

The first part of the process is to create a heavy-duty jig to which all the construction is clamped. This one is not designed for a production process, so it can be minimal in design. The frame is constructed using 25CD4S, a French specification aerospace-grade CrMo tubing, which has the advantage of being easily formed and easily welded. It is used to increase structural strength without increasing weight, there is no need for pre- or post-heat treatments, and it has good corrosion resistance. The tubes

a one-piece fibreglass cover with an integral seat unit could be made. It was painted in the colours and a style used in the mid-70s. Air is drawn into the engine through a custom air filter box running a modern style filter. One major task was to fit the exhaust system, a standard front pipe, including the very important middle chamber, which had a highly modified rear silencer from the RTL250 model connected. For those who think it is sacrilege to use an RTL250 silencer, this one was heavily dented and so had to be opened and returned to its current pristine condition. The fabrication of the box section that goes around the rear suspension unit is very neat. It could easily have come from the Honda factory. Fitting the ancillary components was a more straightforward affair. The standard forks, yokes and wheels were replaced by the more modern Honda RTL250 components, which are known to work well. The rear wheel rim was upgraded to a tubeless type, and the diameter of the rear axle increased to 17mm from the standard 15mm to increase the rear wheel’s rigidity. The rear suspension is courtesy of Betor, with adjustment of both compression and rebound possible. These Betor shock absorbers have been modified by Magical, and a new fully custombuilt pair is on order from them. The front forks have had their travel extended by 1cm, Magical fork caps are fitted to allow the spring compression to be modified, and the yokes are also modified to reduce weight. A lightweight alloy rear brake pedal was fabricated to connect the pilot to the rear anchor.

Carefully constructed tube by tube, bracket by bracket until the final product is realised.

ENGINE BUILD

Perfection in all areas.

are TIG welded for excellent strength. The frame was formed around the engine, and the first decision was what steering head angle was to be used. On this machine, it is set at 24.5 degrees. This can be compared to the 26.5° of the TL250. The rest of the frame was then carefully constructed tube by tube, bracket by bracket until the final product was realised. Next came the creation of a new slimline fuel tank and seat unit from scratch; again, the photos show the painstaking process to create. Once completed, a mould was taken so that

Moving on to the engine and taking the Shepherd machine as inspiration, the TL300 has taken a different direction in increasing capacity by using the standard stroke with a larger bore piston, giving a very much ‘oversquare’ engine. Let me explain the difference. In 1977, the much preferred longstroke engine had a bore x stroke of 74mm x 71mm, giving a 305cc engine that delivered 22.5bhp at 8,000 rpm. The TL300 on test has a bore of 80.5mm with a stroke of 57.8mm, giving a capacity of 294.9cc. Close in dimensions, but a world apart in conception.

Creating a new slimline fuel tank and seat unit from scratch; again the photos show the painstaking process to create.

Almost there; all tubes are TIG welded for excellent strength.

Autumn 2021 • Classic Trial Magazine

Special • Honda TL300

Once completed a mould is taken so that a fibreglass once-piece cover with integral seat unit can be made.

Starting to take shape.

Air is drawn into the engine through a custom air filter box running a modern-style filter.

The piston was originally designed for use in an Opel Group 4 rally car, manufactured by Kolben Schmidt, reference code 40 027 700. Then the cylinder head must be modified to suit the much larger piston as it also has a much lower crown height than the standard piston. Knowing that four-strokes tend to run hot, and living in the south of France, a small oil cooler was fitted. Again, this is not just a bolt-on solution. A very neat and tidy installation was developed to interrupt the oil supply around the engine so that it could be diverted through the cooler. The clutch actuation mechanism was also modified in a very ingenious way to get a smoother, lighter action. On the standard engine, the clutch cable runs from the front down tube over the ignition cover and is connected to a very short arm which is pulled forward in the conventional manner. On this machine, the action has been reversed so that a 23mm longer arm can be fitted, and in a first – for me, at least – the inner cable is fixed so that it cannot move, and the actuating arm pushes the outer cable, which releases the clutch plates. I hope the photos make this clearer. This is the sheer ingenuity that takes this engineering to a different level. The clutch itself is standard and is fitted with CR motocross plates, although there is one less than standard. 22

A highly modified rear silencer from the RTL250 model adds to the ‘Works’ look.

Originally designed for use in an Opel Group 4 rally car, the piston is manufactured by Kolben Schmidt.

Modifications were carried out around the engine.

Autumn 2021 • Classic Trial Magazine

TRIAL LUBRICATION JUST REACHED A WHOLE NEW STANDARD

Ask your local trial shop for Motorex

Special • Honda TL300

That factory-supported rider feeling!

WEIGHT SAVING

So, what was the weight saving? In standard form, the TL250 weighs in at a hefty 107kg. The super-svelte, modern version is a mere 84kg dry weight. This is a whopping 22% improvement, which is nothing short of sensational without resorting to exotic and therefore expensive materials such as titanium fasteners or magnesium crankcases and engine covers. I have seen the weight of the 305 long-stroke reported as 90kg dry, so to reduce the all-up weight by another 6kg is impressive, to say the least. In total, from sitting the engine on the jig to having a functioning motorcycle took many time-consuming hours. Jean-Pierre estimates around 1000 hours were needed to get to the current state. I know these few paragraphs do not do justice to the amount of ingenuity involved to create this machine; I hope the photos of the build stage go some way to giving an insight into how much effort was involved.

LET LOOSE

When we met, and before I was let loose on the Honda TL300, I took the time to study Jean-Pierre as he took in some of our practice sections. The bike was clearly at home on the nadgery turns and crested the bigger lumps of rock with ease. Clearly, the rider was talented, but the machine worked very well and sounded superb; I was looking forward to the experience. It was now my chance to see what the Honda was capable of. While Almyra was taking the static photos, I was chatting about the setup. I was told to expect a very softly sprung 24

At the turn of the throttle the engine is very powerful.

Autumn 2021 • Classic Trial Magazine

Honda TL300 • Special motorcycle that had a fair turn of pace. Not too much to go on there! The test conditions were cold, with the mercury dipping below zero, and a nice chill wind was blowing. It is very rare I wear a coat to ride but, on this day, I needed one. The ground was dry and nice and grippy, so we were off to a good start. The first few meters on the machine immediately confirmed how softly setup the suspension was. I am physically similar in size to Jean-Pierre, but I had never ridden a motorcycle that was so softly sprung, it felt as if I had used over half the available travel just standing on the pegs. This sensation came back time and time again as it is so far away from how I set up my own machines. The suspension does work superbly; it is very equally matched between front and rear. The action is also very smooth. It never gave the impression of bottoming out even after jumping down off a step, but as the photos show, I used every millimetre of available travel. The weight of the machine is carried very low. The engine is a physically big lump that protrudes on either side of the tank cover when you look down. All the effort to build a lightweight chassis has had a positive effect on the centre of gravity. You can flick the bars from side to side, and there is no real top-heavy sensation of the Honda flopping to one side or the other, which can happen with a tall fourstroke engine. In addition, there are a couple of inches of engine lying below the natural line drawn between the wheel spindles.

VERY MODERN

The steering angle is very modern, very precise, which, when combined with the low footrests, immediately gives you confidence when turning both uphill and facing downhill. Changing line is much easier than I expected as, thanks to the low-down weight, the front tyre was nicely loaded and did not have the tendency to push out even on full lock. No doubt the low-mounted engine contributes to this. Full-lock turns can be done with ease as the steering is so precise. The clutch is very light, smooth and progressive and can be used to control the power as you wind open the throttle. As the test was on my habitual practice ground, I am used to many of the rocks I rode over. On a few occasions to start with, I touched down with the sump guard in situations I would not normally expect to do so. Talking with Jean-Pierre, he told me you must be dynamic and very loose on the Honda. He observed that I was standing too tall and not working my knees hard enough. Also, he mentioned the Honda worked better if you were hanging with your weight over the rear. He told me he had seen a few riders with similar issues and just needed more time on the machine to adapt their riding style. The idea was to ‘float’ the machine on the very soft suspension and use your knees as extra springs. Watching him ride and how dynamic he is on the Honda made more sense of the setup. Classic Trial Magazine • Autumn 2021

No doubt the low-mounted engine contributes to its stability. Talking with Jean-Pierre, he told me you must be dynamic and very loose on the Honda.

Special • Honda TL300

POWERFUL

The engine itself is very powerful, and it spins up rapidly. However, the inertia of the flywheel also means that you can crawl along with only a whiff of throttle. I only managed to get the dreaded four-stroke cough on one occasion, which for a confirmed two-stroker is pretty good going, to say the least. The kick-start lever needs a healthy push to restart the engine, and fortunately, it starts first time every time. I did find that I did 90% of the test in second gear. For me, first gear was very low, and when closing the throttle hard, I found that the extra engine braking from the four-stroke and soft fork springs caused the front end to dive dramatically, pushing me more forward over the front wheel than I should be. This reaction was much less pronounced in second gear, an d my slow brain was better able to anticipate the effect. I did not try third in a section, but I imagine it would be very useful burning up a muddy slot or on a big old hill climb. The power delivery is so immediate and strong that there was never any doubt in my mind that the TL300 was going to go up whatever was put in its way; it inspires confidence, which is 90% of the battle. With the power being so strong, I thought that the rear tyre was spinning slightly but looking at the photos, it looks like the very soft carcass of the IRC was deforming under load and causing a little instability. As a 100% Michelin devotee, it would be interesting to see if a change to a rear Michelin solved this minor sensation. The last thing to mention is the exhaust note. I never realised how characteristic the RTL250 exhaust sound is. There was no mistaking it; the TL300 did sound exactly like the RTL.

At a quick glance it does look very much like the Rob Shepherd machine.

CONCLUSION

So, there you have it — one of the most special of special machines that I have had the privilege of riding. It is a thing of beauty and craftsmanship of the highest order. As the old adage says, if it looks right then, it probably is right. In a world of bland uniformity, it always amazes me how our little sport manages to turn up some amazingly innovative and beautiful creations — long may this continue! One final thought, the 305-factory machine had a stellar reputation in its day and should be a plonker in comparison to the modern version, which is a rev-hungry beast. I have never ridden a long-stroke 305, but it would be interesting to see how much the power delivery varies as a result of the different ways in which extra capacity was achieved. I wonder what Sammy Miller or Rob Shepherd would make of this modern incarnation?

Four-strokes tend to run hot and so a small oil cooler was fitted.

HONDA TL300 TL250 IN BRACKETS SPECIFICATIONS

One of the neatest twin-shock builds we have ever tested!

Engine Type: Air-cooled, single-cylinder fourstroke, four valves, chain-driven overhead camshaft. Displacement: 295cc (248cc) Bore x Stroke: 80.5mm x 57.8mm (74mm x 57.8mm) Compression Ratio: 9.0, (9.1:1) Carburettor: 24mm Keihin, ex Rothman RTL250 (24mm Keihin) Oil Capacity: 1.1 litre Fuel Capacity: 3.0 (3.8 litre) Transmission: 5 speed. Chassis: 25 CD 4 S tubing 1.5 mm (Pressed steel) Wheelbase: 51.6”, 1310mm (52.2”, 1325mm) Seat Height: 28.3”, 720mm (30”, 762mm) Ground Clearance: 11.6”, 295mm (10.2”, 259mm) Front Fork Rake Angle: 24.5° (26.5°) Trail: N/A (3.4”, 86.3mm) Weight: 84kg dry (107kg)

Autumn 2021 • Classic Trial Magazine

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RODGER CHARLES MOUNT

FORT WILLIAM’S

FINEST For a few years now, I have been pestering a resident of Fort William to tell me about his trials riding days. Initially, this fell on deaf ears. All the excuses were dragged out, such as ‘I have a terrible memory,’ and ‘nobody will remember me riding now’. I was undeterred. However, this man had been the Best Scottish Rider in the Scottish Six Days Trial in 1971, 1972 and 1974; I had to get his story. Finally, during a vacation at the luxury accommodation at his Fort William establishment, I wore him down over a perfect breakfast one morning. The proviso was that if he gave an interview, I had to be finished by eight o’clock at night as he is an early riser. In North West Scotland, Lochaber has produced many fine trials riders over the years and several Scottish Trials Champions. This is possibly due to the Scottish Six Days Trial being run on their doorstep, where the terrain ensures a steady supply of ground to hone trials riding skills. One such man is Rodger Charles Mount. Born in Inverness in March 1951 and raised in Fort William, he was the oldest son of Charles and Elizabeth Mount.

The Commandos monument can be found just after Spean Bridge in Scotland.

Words: John Moffat (Trials Guru) • Pictures: Alistair MacMillan Studio, Fort William; John MacDonald; Brian Holder; The Mount Family, Fort William; Alan Vines; Eric Kitchen; and Yoomee Archive

Autumn 2021 • Classic Trial Magazine

R.C. Mount • Meeting

1969: Purchased for Rodger by his father, who had taken a keen interest in his oldest son’s sport, was this Montesa.

odger’s mother and Farquhar’ Fachie’ MacGillivray were siblings, making Rodger Mount and Alastair MacGillivray, who was the Scottish Trials Champion in 1974 and 1979, first cousins. Rodger was the oldest of three brothers, followed by Kenneth and the late Colin Mount.

ROYAL MARINES

Rodger’s father, Charlie Mount, and business partner to be Mike Beacham arrived in Fort William as Royal Marines in 1939 at the outbreak of the Second World War. Charlie was brought up in Birchington, near Margate, Kent and was a time-served bricklayer, as was Mike Beacham. Originally deployed on the Orkney Islands, when the commanding officer realised both men had a trade, they were directed to the engineering deployment and began laying the foundations for the Army Nissan huts and buildings at Achnacarry Castle — the home of the famous Commandos from 1942. They were based at their training ground in Lochaber. Most of the big houses in Lochaber were commandeered by the British Army for Commando training, including the ‘secret’ base at Inverailort Castle, close to ‘Piper’s Burn’ and the home of Mrs Cameron-Head, a supporter and landowner of the Scottish Six Days in later years. Charlie Mount struck up a friendship with Mrs CameronHead, doing building and renovation work on her property after the war years in exchange for shooting rights on her property. When the war had finished, both Beacham and Mount had met their intended spouses in Fort William, so they returned to make their home and livelihoods in the Lochaber town. They formed their builder’s partnership, which lasted for several years until Charlie Mount decided to go on his own and formed Modern Builders Limited who had its base in Fort William’s North Road.

1969: Aged 18 on a new 247cc MK1 Montesa in the SSDT for the first time. An association with the Montesa brand started in 1969, when the first machine was supplied by Donald Buchan of Perth and registered LES711G.

SCHOOLING

Young Rodger was to be educated at Fort William Primary and Lochaber High schools. Mount: “I couldn’t really be bothered with school. I wanted to leave as soon as I could, so at 15, I packed in school and began a bricklayer’s apprenticeship with my father’s firm, Beacham and Mount in Fort William.” Rodger worked hard at his apprenticeship, and by the time he was ‘time-served’, he could lay up to 1000 bricks or 300 blocks per day and made a good living out of it. Classic Trial Magazine • Autumn 2021

1970: Rodger entered the SSDT on a MK2 Montesa Cota and was allocated number 118; he came home a very credible 37th place.

Meeting • R.C. Mount 1971: Rodger was to win the Allan Hay Memorial Trophy for the Best Scottish rider in 12th position. That made RC Mount the highest ever Scottish-born finisher since 1935 when Bob MacGregor won the second of his SSDTs.

1970: The iconic ‘Pipeline’.

FIRST TASTE OF OFF-ROAD

When he was 14 and still at school, Rodger, and his good friend Alister ‘Queerie’ Weir, were allowed to take turns riding around on Ali McDonald’s BSA C15T at the back of McDonald’s shop in Alma Road. McDonald, along with his brother, Hugh, was an accomplished trials rider and had ridden the Scottish Six Days many times with their friend Ron Thompson. Rodger was quite taken with the little BSA and reckoned he could get good at this trials lark, so at the age of 16, he bought a 250cc Greeves from local rider K.K. ‘Kimmy’ Cameron in 1967. He can’t remember exactly which Edinburgh-organised trial that he first entered, but he did pick up the ‘Best Novice’ award at his first attempt. At the next event, he took the ‘Best Non-Expert’ award and soon rose to the ranks of a ‘Scottish Expert’. He learned his craft on the Greeves but soon needed something a bit more up to date. Rodger was becoming a more forceful rider; being a bricklayer kept him physically fit, and he was as strong as an ox. He was stockily built and was a rider who took charge of his machine. He favoured the state-of-the-art ‘knees bent outwards’ style of riding similar to Malcolm Rathmell. Mount was known to throw himself around on top of his machine to maintain both balance and forward motion and refused to take a dab unless absolutely necessary!

sections near the village, then ride home again at dinner time. I would then go out for another hour on some sections near the house after dinner.” Rodger found the handling and power characteristics of the Montesa Cota much to his liking and far superior to his second-hand Greeves. His first SSDT was uneventful but disappointing, as he failed to finish. At this time, he was riding in all the Scottish national events along with Lochaber stalwarts Allie ‘Beag’ Cameron, Archie MacDonald, James McManus and his cousin Alastair MacGillivray, known locally as ‘Ali MacGill’. The following year in 1970, Rodger entered the SSDT on a MK2 Montesa Cota and was allocated number 118. He came home a very creditable 37th place, beaten only by fellow clubman Archie MacDonald who had his best-ever placement in 32nd place. Best Scot that year was Allie Cameron, also on a Montesa, with Mount fifth-best Scotsman. It made Rodger even more determined to better his score and final position.

PRACTICE MAKES PERFECT

Rodger had joined the local Lochaber and District MCC, and his eye was firmly set on riding the big local trial, which of course, is the Scottish Six Days. He entered the 1969 event, aged 18, on a new 247cc MK1 Montesa Cota and was issued with riding number 112. The Montesa was bought for Rodger by his father, who had taken a keen interest in his eldest son’s sport. The machine was supplied by Donald Buchan of Perth and registered LES711G. Mount: “I had a new machine every year without fail; that way, you had less effort to keep it running spot-on, and I had a good wage packet from working for my father. I practised a lot back then; in fact, I was never off the motorcycle. They were well used. “Starting in 1968, for three years, we had 60 council houses to renovate for Highland Council in Kinlochleven. I would ride the trials machine from Fort William over the hills and Mamore Road to Kinloch, timing myself for the journey. Then at lunchtime, I would go practising on some 30

1971: This was to be Rodger’s year on yet another Montesa Cota, but the model with the much smaller and lighter alloy moped wheel hubs.

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R.C. Mount • Meeting

1971: This 1970 Brian Holder picture made the front cover of the 1971 Scottish Six Days Trial Programme.

FRONT COVER

In 1971 Rodger’s photo appeared on the front cover of the SSDT official programme, but not feet up. He was captured in a position where the front wheel had connected with a large boulder and was set to go over the handlebars on the famous ‘Grey Mare’s Ridge’. However, 1971 was to be Rodger’s year, on yet another Montesa Cota, but the model with the much smaller and lighter alloy hubs. He was to win the Allan Hay Memorial Trophy for the Best Scottish Rider, in 12th position, and that made RC Mount the highest ever Scottish-born finisher since 1935 when Bob MacGregor won the second of his SSDTs. This record he held until Les Winthrop finished in ninth position some 19 years later. The headquarters for the ‘Scottish’ at that time was the Highland Hotel in Alma Road, Fort William. The daily results were posted up manually each evening, and Rodger was astonished to find he was lying in 12th position. A local man, who frequented the hotel bar, ‘acquired’ the leaderboard sheet that night, and it is one of Rodger’s prized possessions from 1971 to this day.

1972: In total control on Laggan Locks.

Classic Trial Magazine • Autumn 2021

1972: He finished in 20th place in 1972 as a member of a Montesa team.

Rodger also claimed the Scottish ACU Trials Trophy, wrestling the crown from his rival, Kenny Fleming. It was Rodger’s first title, just five years after taking up the sport. He went on to dominate the series, being Scottish Trials Champion in three successive years from 1971 to 1973. He relinquished his crown to his ever-improving cousin and travelling companion, Ali MacGillivray. Mount: “I literally handed the 1974 Scottish Championship title to my cousin Ali MacGill. I had met my wife, Dora, in 1973 and spent some time with her when she was a teacher at Gracemount Primary School down in Edinburgh. I couldn’t be bothered competing in the final two championship rounds, and that gave the title to Ali!”

BITTER-SWEET

1973 was to be a bitter-sweet season for Rodger. He had bought a new Montesa for the SSDT, but he failed to secure an entry in the dreaded ‘ballot’. It greatly frustrated the reigning Scottish Champion as he had a good chance for not only the Best ‘Scot’ award but perhaps an even higher finishing position, having finished in 20th place in 1972 as a member of a Montesa team; but still no ride! Rodger approached the Yorkshire-based Dalesman concern through Competitions Manager Bill Brooker, who agreed to let Mount ride in the official works Dalesman team.

1972: Check out the hat and the hair!

Meeting • R.C. Mount

1972: The watching crowd witnesses every move.

Mount: “I thought Jim Sandiford might have entered me in the official Montesa team as I had remained loyal to the brand, but his teams were by then full. Jim was a gentleman and couldn’t put someone out when he had already agreed a place. Bill Brooker came to my rescue and gave me a 125 Sachs-powered Dalesman that had been ridden by Peter Gaunt. It was quite a good machine really, but we couldn’t get it to respond correctly when we got it home to Fort William. I contacted my friend Ron Thompson who was a good engineer and mechanic. He played about with the carburetion until he got it running crisper.” Rodger weighed the little Dalesman into the Gorgie Market sheep pens in Edinburgh on the Sunday and noticed that the rear wheel had only one security bolt. He spoke to Bill Brooker, who said it would be fine as it was only a 125 and wouldn’t be a problem. He started the week with some good rides and was in front of his two team members.

1972: It’s time to get the feet down on ‘Pipeline’.

On the Friday, however, the security bolt sheared, and it is not an item that riders usually carry or an item that support crews carry in vans either! Rodger had three punctures as the wheel kept pulling the valve into the rim, and he became two hours over the allotted time and was excluded. Mount: “When Bill Brooker heard what had happened, he was not only horrified but very apologetic; it had never happened before!”

MONTESA

With the bitterness behind him, Rodger switched back to his Montesa after the Scottish and bought another new Montesa Cota towards the end of the 1973 season, which was to become sweeter. The final round of the Scottish Championship was to end in a nail-biting finish at the Edinburgh St George Club’s Colonial Trial at the ‘Hungry Snout’ near Gifford in East Lothian, a four-hour drive from Fort William. Two riders had gathered enough points to win and were level-pegging going into the final round. They were Mount and rival Ernie Page, who had by then established himself as a British Trophy International Six Days Team rider. Page was the Ossa distributor for Scotland, and Mount was on the Montesa. The Scottish ACU Championship was an 11-round series in those days, and Rodger was keen to take his third Scottish title. Mount: “It was a tension-filled day, I can tell you! Ernie wanted to be Scottish Champion as he had won a Scottish Scrambles Championship 1973: He had bought a new Montesa for the SSDT, but he failed to secure an entry in the dreaded ‘ballot’. Rodger approached the Yorkshire-based Dalesman concern.

1973: SSDT — Through the Competitions Manager, Bill Brooker, agreed to let Mount ride in the official works Dalesman team.

Autumn 2021 • Classic Trial Magazine

R.C. Mount • Meeting

1973: SSDT – Rodger had three punctures as the wheel kept pulling the valve into the rim, and he went two hours over the allotted time and was excluded.

a few years before, and this would have made him the only Scotsman to win both Scrambles and Trials titles, but I was riding well and wasn’t going to give in.” The final scores were tallied with RC Mount proclaimed the trial winner on 33 marks lost, and the title went to the Fort William man once again. Ernie was runner-up on 46 marks. Rodger finished the championship on 77 points, runner-up was Ernie page on 76, Alastair MacGillivray was third on 61 and Allan Poynton fourth on 53. MacGillivray was title winner the following year, and Poynton became Scottish Champion in 1976. Rodger married his sweetheart Dora Black in 1976 after a short engagement, and they had three children: daughter, Laurie, was born in the April of 1977; Roger, who became Scottish Youth Trials Champion and latterly Scottish Premier Trials Champion in 2004, was born in January 1982; and Steven, also an exceptionally

Classic Trial Magazine • Autumn 2021

1974: Still enjoying the SSDT.

good trials rider, was born in April 1983. Son Roger served an electrical apprenticeship with Archie MacDonald, another trials connection. So why did Rodger Mount stop riding trials at the ripe old age of 25? Mount: “The family came along, and that took up a lot of time. I was still working for my father’s firm, and, in 1978, he had bought the Cruachan Hotel in Achintore Road, which is the main A82 trunk road. “I had won the Scottish Championship three times, so I reckoned I had proved myself. It was a busy hotel, and I built the main extension, which doubled its size. I was also the breakfast chef, so I’ve been cooking full Scottish breakfasts for nearly 40 years! My Dad said I missed my vocation; I should have been a chef. “I ran the Cruachan with my brothers for two years then I wanted out, so they bought my share in the hotel, and I bought Myrtlebank

1974: It’s a full-colour picture from Alan Vines at the SSDT.

to run it with Dora as a guest house. Then, a few years later, we bought the property next door, which had been hotel owner Ian Milton’s house, and doubled the accommodation of the business. After that, I was just too busy to ride trials. “I had another go when I treated myself to a new 349 Montesa in 1979, but I had lost my edge, and I don’t like coming anywhere other than first! I did the Scottish on it that year, but the gearbox broke, and I was out due to mechanical failure.”

BUSINESS LIFE

Rodger and Dora have built up a successful guest house business which is regarded as one of the best in Lochaber, all done through sheer hard work and maintaining high standards. Mount: “Quite a few of the people I rode in the Scottish with stay here at Six Days’ time; they have stayed here for years, and so have

Meeting • R.C. Mount

ALISTAIR MACMILLAN & WEST HIGHLAND NEWS AGENCY

1974: 100% As always on Ben Nevis at the SSDT.

their children, who now compete. We are usually fully booked for SSDT week, and I start the breakfasts at 6.00am so that the early riders have a good breakfast in them for the daily run — that is important! “My oldest son, Roger, is a keen fisherman and, like myself, he also took a liking to the trials, so I bought him a machine; he was a natural at it. He became Scottish Youth Champion and then won the Scottish Trials Championship in 2004. He should have ridden for longer as he was particularly good, but then work, and children came along.

1979: The final Montesa was a Cota 349. He retired from the SSDT with a broken gearbox.

“Steven was also an exceptionally good rider, he also had a natural talent for trials, and he too should have ridden longer. They both fancy riding the SSDT together next year — if they get through the ballot, of course.” On asking Rodger if he had ever been paid for riding or winning trials, he smiled and replied: “Only once, Hugh McDonald told me that if I beat Kenny Fleming in the Scottish Championship to win it, he would give me £100. It was at the time when new Montesas were around £400 to buy new. Well, guess what, I did beat Kenny and Hughie paid me the £100 in cash.” The time had flown by, and it was now close to nine o’clock in the evening. True to form, Rodger took a yawn and said: “Right, it’s past my bedtime; see you in the morning!”

Alistair MacMillan, affectionately known in Lochaber as ‘Scoop’, was a journalist and photographer. He reported extensively on Lochaber & District Motor Club and the Scottish Six Days Trial from the early ’60s.

Whenever the 1970s SSDT photos are looked at when pulling together an article, photos emerge with the copyright of Alistair MacMillan or West Highland News Agency stamped on the back. Alistair, affectionately known in Lochaber as ‘Scoop’, was a journalist and photographer. He initially reported for the Highland News, covering news and pictures in the Lochaber area to the extent that the local newspaper: The Lochaber News was born. He also covered articles for the Press & Journal, playing a significant role in increasing circulation locally from six copies to around three thousand, as well as national papers and radio stations. The Express called him ‘Our man on the mountains’ due to the number of mountain rescue reports he covered! Alistair reported extensively on the Lochaber & District Motor Club and the Scottish Six Days Trial from the early 1960s for both the Lochaber News and the Press & Journal. He also took footage of the events for Grampian TV, BBC and STV news, as well as performing radio interviews for BBC Radio Scotland. A lot of skill and bulky equipment was required to do this back in the day! A trials magazine used his darkroom to process their photographs and would take their prints, still wet, to the nearby telephone exchange for a wire-man to transmit them to make it for that week’s edition. Again, a far cry from everything being done from one device at the touch of a button and being instantly accessible. However, it was his forward-thinking that meant he was the first to photograph all competitors of the Scottish Six Day Trials at a specific section, which gave riders the opportunity to purchase a copy at his office at 101 High Street, Fort William and later at the Milton Hotel, the Trial Headquarters.

Once again, Classic Trial Magazine would like to thank John Moffat for such a really nice interview with a fellow Scot.

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Machine • Italjet

GREEN THEN GONE ITALJET: 1980-1985

The Italjet trials project came onto the scene with a huge blaze of publicity when they signed the current FIM World Trials Champion from America, Bernie Schreiber, mid-season in 1980. He would be the last world trials champion for Bultaco as the motorcycle manufacturer slipped into decline with financial problems, which left Schreiber to follow Great Britain’s Martin Lampkin to an Italian motorcycle manufacturer; in Lampkin’s case, it was SWM. Leopoldo Tartarini was the chief executive at Italjet and also a Bultaco agent in Italy. A skilled entrepreneur in many areas, including the financial world, he had the funds to fulfil the project and would soon have the technical skills to build the new Italjet as he engaged the services of the Bultaco engineer Manuel Marques. It was a very ambitious project, and in the press of 1981, the headlines around the world would make a very bold statement “Just eight months from prototype to production”. Yes, that was the total lead-time for producing the new trials model, the Italjet 350T. Unfortunately, it was a case of ‘Green then Gone’ as by 1985, they had ceased production of trials models, and the ambitious project which promised so much was over. Words: Classic Trial Magazine • Pictures: Colin Bullock, Solo Moto, Pupi Alifredi, Iain Lawrie, Eric Kitchen, Nigel Pearson (Trials UK), Mauri/Fontsere Collection and the Giulio Mauri Copyright and Toon Van De Vliet

Leopoldo Tartarini was the chief executive at Italjet. He engaged the services of the Bultaco engineer Manuel Marques to build the new machine.

Autumn 2021 • Classic Trial Magazine

Italjet • Machine

A skilled entrepreneur in many areas including the financial world, Leopoldo Tartarini had the finances to support the trials project.

Is it a Bultaco?

WHAT’S IN A NAME: ITALJET?

It is always a pleasure to write about motorcycles. One thing that can usually be found at the beginning of any manufacturer’s life is a sporting connection, and in the case of Italjet, it was no different. Egisto Tartarini was an Italian who had enjoyed success as a road racer in the ’50s, and he had made many contacts in the motorcycle world, racing his own modified machines. Many world-famous riders liked his work, and he was constantly asked to modify their machines to handle better and to achieve more power in the engine department. On one occasion, he circumnavigated the world riding a Ducati. He was a motorcycle enthusiast at heart and a very popular man. Eventually, he gave up racing motorcycles and, with his new-found experiences, started to produce motorcycle frames in limited numbers. In 1957, he founded the Italemmezeta company and, using his own built frames, he installed the MZ two-stroke engines and further developed them. By 1959 the production of complete motorcycles began, and, in 1961, his son Leopoldo Tartarini founded Italjet with its headquarters in San Lassaro di Saveno near Bologna. They would go on to build a large number of different models from fairly basic mopeds, very sporty 50cc and 60cc machines, mini bikes (who had one of them?), 125cc singles and twins, 350cc two-stroke twins, and 500, 650 and 750cc four-stroke twins using various engines including Franco Morini, Minarelli and Yamaha.

SCHREIBER QUITS BULTACO

It was no secret in 1980 that the Spanish motorcycle manufacturer Bultaco was in financial difficulties. Unpaid wages to the factory-supported riders and the all-important workers led to strike action, which stopped the production of the model range. It was a huge decision for both Martin Lampkin and Bernie Schreiber to leave what they termed their Spanish’ Family’. So dire was the situation, Classic Trial Magazine • Autumn 2021

Many of the components on the first machine were from the Bultaco.

they had no choice despite the fact it was midseason. A relation to the Bultaco family, Manuel Soler was the first rider to sign a contract with Italjet in May 1980. Italjet knew that a Bultaco clone — basically a green Bultaco — would be the way forward, and so work began. Rumours began to surface that Schreiber would be the next rider to sign, and it was made public in June as he finished off his Bultaco-winning career with a final world championship win in France. A proposed three-man Italjet team would consist of Schreiber, Soler and the Italian Trials Champion, Ettore Baldini. With all three riders in attendance, a five-day testing period of the new green machine would follow. Various engine positions were tried in what was basically a replica of the Bultaco frame. Schreiber took the lead on the dimensions after asking the engine to be slightly forward to make the front end more stable. The engine would be a 325cc with the bottom half built around an Italian design, with Bultaco internals.

Look at the size of the rear sprocket on the prototype.

Machine • Italjet

A truly determined Bernie Schreiber (USA) was totally committed to the Italjet project.

TEST BED

Bernie Schreiber (USA) gave team Italjet their first world round win on the 13th July 1980 in Italy. In truth the Italjet won because it was ridden by a superb talent – Bernie Schreiber (USA).

The Italjet project was always bold and ambitious, and the trials world was shocked, to say the least, when they presented the new trials model, the 350T, at the Swiss world round on the 23rd June. By this time, Manuel Soler had decided to leave the team as he moved to Montesa. Schreiber was very upbeat about what had been achieved in such a short period of time as both he and Ettore Baldini competed on what was very much a green Bultaco. Painted green, the frame appeared to be a modified Bultaco unit with different engine mounting points, but the swinging arm looked like it had just had a coat of paint! It featured the tried and tested Spanish Betor suspension front and rear with, once again, Bultaco inspired wheels, hubs and brakes. The new fuel tank and seat unit gave it quite an individual look with a recessed petrol filler cap and smooth side panels. As always with the Italian manufacturers, the aesthetics were well received – if you liked green. You might notice that a Bultaco inspired cylinder head and barrel was claimed to be 326cc, very similar to the Bultaco cylinder size of 325.03. It sported new disguised crankcases supplied by Italian engineers. A majority of the Spanish manufacture’s internals retained as the Italjet outer cases hid what was basically a Bultaco bottom half. The sprocket sizes of the rear at 55 teeth and the gearbox at ten teeth told its own story of the engineers who had got the gearbox ratios totally wrong by their admission. A right-hand-side kickstart lever was used, and the clutch actuating mechanism operated the same as a Bultaco one with a pushrod through the engine. As with so many other components, including the complete exhaust system, mirrored the Bultaco. Competing at the cutting edge of the sport with a prototype machine forced both riders down the order while much was learnt from the first outing. Once selected, the gearbox kept jumping out of gear, leaving the rider hastily pressing on the gear pedal. One week later, and with an improved machine, Schreiber finished 11th and just two marks out of the points as Baldini finished 30th — it was very encouraging for the Italjet engineers.

In 1980 Michelin were heavily committed to trials and worked with Italjet.

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Machine • Italjet

A tyre testing session with the Italian Trials Champion Ettore Baldini.

Bernie Schreiber (USA) used a car and trailer for his transport.

PRODUCTION DELAYS

1981: Team Green, Schreiber and the Italjet were a winning combination.

AN ITALJET WINNER

With the world title aspirations out of the window for the year due to the non-points scoring rides at the last two rounds, it was a very jubilant Bernie Schreiber who gave team Italjet their first world round win on the 13th July 1980, and to add to the celebrations it was in front of an Italian crowd. Riding a much-modified machine with a smile on his face, it was the Schreiber of old as he went to the top spot of the podium with Martin Lampkin (SWM-GBR) in second and Ulf Karlson (Montesa-SWE) third. The victory had been a huge relief as just one week before, at the arena-style ‘Kickstart’ trial in Great Britain, Schreiber had extensively damaged the prototype Italjet. He looped out from a great height on a pile of logs and could not save the green machine from the huge crash; the result was a bent frame, front forks and a damaged fuel tank. Now with over a month to the next world championship round, the Italjet media machine went into overdrive as they set up importership outlets for the proposed new model range around the world. In the UK, a new importership, Italjet UK, was set up and headed by Martin Hardiman. Along with his factory contract from Italjet, Bernie Schreiber received a fully livered-up white and green Fiat, registered in the UK, to help to promote the Italian machines. The next three world rounds in Finland, Sweden, and the Czech Republic is what fairy tales are made from, as Schreiber won all three to rescue the season by finishing the year second in the FIM World Trials Championship and just 10 points behind the winner Ulf Karlson on the Montesa. In Bologna, Italy, the Italjet company had just finished a huge extension to the factory costing over £250,000 to help accommodate the production of the new trials models. As pre-production models were displayed at the end-of-season Dirt Bike Show, Italjet announced the signing of the 20-year-old English rider Peter Cartwright, a rising new talent, to ride the new 350T in the world and British Championships. 42

With new machines promised for late January 1981, further delays hit the production of the latest models. The production line was in place in the new, clean, modern factory as moulds and jigs for assembly were all made from scratch. Tubular steel was purchased before being put through a process to change its shape to oval. It would introduce more strength to the key areas, such as the frame top tube and swinging arm, but it took time. Once fabricated, the frame would have a nylon coating applied for durability instead of the conventional paint finish. The sump guard was imported from Germany and would be pressed out from Avional, a lightweight aluminium used in the aircraft industry, to form its shape and protect the underside of the engine and act as a stressed frame member. As 1,500 crankshaft assembles arrived, so did Mahle pistons, cylinders and various other engine components. One of the other reasons for the delay in production was that in the decline of the Spanish manufacturer, Leopoldo Tartarini had hoped to set up a supply chain from the Bultaco suppliers, but this was proving difficult. So he had to source new companies which could support the Italjet project in Italy. The initial plan was to build 1,500 350T two-stroke models, but it was obviously proving difficult to make it happen despite strong financial support from Tartarini. With the production machines within touching distance of the finish, the next obstacle was the supply of the exhaust systems as sourcing a new supplier in Italy — again, it was time-consuming.

Great Britain’s Peter Cartwright works on the Italjet at the 1981 SSDT.

Autumn 2021 • Classic Trial Magazine

Italjet • Machine 1982: Development of the Italjet continued in the world championship, this the American Scott Head.

1982: Peter Cartwright was another rider to score FIM World Trials Championship points on the Italjet.

At the end of 1981, Schreiber would leave Italjet for the rival manufacturers SWM.

AT LAST

In the new Italjet team, Peter Cartwright was joined by Chris Myers. However, the latter had to ride his own private Bultaco in the world championship as the machine intended for him was used as a spare parts provider. Nevertheless, he did eventually receive the Italjet ready to ride in Ireland at the Hurst Cup. As Schreiber opted to miss the Scottish Six Days Trial, five new machines turned up in April and went to the team-supported riders who were entered in the SSDT. From the five riders, the highest-placed finishers were Peter Cartwright and Chris Myers in 12th and 13th position, but as two of the other riders finished with gearbox failures, it did little to inspire the confidence of the buying public. At last, in late May, the productions machines arrived around the world, with the various importers in Europe receiving a batch of 100 machines each. A further allocation of 100 machines would be shipped across the water to America. The first machines to arrive were the Bernie Schreiber inspired 350T, which were reported to ride very much like the Bultaco Sherpa – which was no surprise. Italjet had always believed this was the way to go with machine development as Bultaco had won so much before. The fact was that with the brand also in decline, they believed that many once-loyal Bultaco fans would purchase the new Italjet, believing that it was just a green Bultaco with an Italian manufacturer. With the primary gearing and gearbox problems now long gone, the engine featured a very clever arrangement whereby the gear-shift lever could be swapped around in a matter of minutes from the left-hand-side as some more traditional riders still liked to be able to put the gear shift lever onto the right-hand-side as it used to be, and it was a simple change to make. Classic Trial Magazine • Autumn 2021

WINNER

The Italjet featured a very low seat height of 30 inches and gave 12 inches of ground clearance at the same time. The machine’s overall weight of 204lbs, and a very competitive price of £1,404.79 including VAT, it was also very attractive to potential purchasers. In the capable hands of the likes of Peter Cartwright, the machine was a proven winner as, during the year, he won five nationals and the end-of-season British Experts trial. However, despite the success, they did not prove as popular as expected and had reliability issues that affected their reputation. Another blow to the buying public came when Italjet UK ceased trading as a company at the end of 1981 as Bernie Schreiber moved to SWM. The enthusiastic Yorkshire motorcycle dealers Colin Appleyard Motorcycles came to the rescue, who became the new Italjet importers in 1982. Machine sales were slow as the likes of Fantic and SWM dominated the headlines with new models, and sporting success came Schreiber’s way at the Scottish Six Days Trial. Development of the Italjet continued in the world championship as both the American Scott Head and Peter Cartwright scored world championship points. A new 250cc model, the 250T, was added to the stable, which mirrored its bigger brother 350T in appearance but sported the smaller cylinder capacity size of 237cc with its bore and stroke measurements of 71mm x 60mm. It was aimed at the clubman rider who did not require the horsepower to attempt the more demanding hazards. Alongside the smaller 50T, 100T and 125T models, Italjet now had a machine range to suit riders of all ages and abilities. Details began to emerge of an evolution of the present model, and late in 1982, Peter Cartwright took delivery of the new model. 43

Machine • Italjet

With new machines promised for late January 1981 further delays hit the production of the new models.

New machines are finished on the production line in Bologna, Italy. A huge extension to the factory was built to help accommodate the production of the new trials models.

NEW MODEL

In the flesh the Italjet looked very competitive.

A new 250cc model, the 250T was added to the Italian stable.

Cartwright debuted the new 350 ‘Piuma’ model in the tough Yorkshire time and observation trial, the Scott. A colour scheme featuring white as the more prominent colour and only the frame and forks carrying the Italjet signature green made the machine a better-looking model. A lighter frame with a stronger rear engine mounting had been achieved with a change of steel for the frame and swinging arm fabrication, reducing the overall weight. The new 350 model would be followed by a 250, and both would feature a chrome-bore cylinder barrel, with porting changes to improve the power delivery giving a smoother performance. The edges of the aluminium cylinder barrel had also been polished to improve the overall aesthetics. Italjet engineers had addressed the troublesome kickstart mechanism after listening to customer feedback with a redesigned, stronger setup. In addition, the engine was finished in a more traditional mattblack colour. At the front, the latest Marzocchi forks were fitted and held in place by Betor-supplied top and bottom yokes to improve the overall handling, whilst at the rear, the latest rebuildable oil-filled Betor shock absorbers completed the suspension package. A new aluminium lever for better gear selection endorsed that the Italjet engineers had made this new model into a much better one. With the well-respected Colin Appleyard Motorcycles now the importer, sales were very encouraging as they ordered 100 each of the 250 and 350 models. Autumn 2021 • Classic Trial Magazine

Italjet • Machine

Finishing fourth in the 1984 FIM World Trials Championship was Phillipe Berlatier (FRA).

A FOUR-STROKE FUTURE

French rider Phillipe Berlatier in the 1983 SSDT.

THE LAST TWO-STROKES

1983 was a good year, as the results from the new young French rider Philippe Berlatier made the buying public realise the machine was still very competitive in the wake of the new mono-shock machines that were arriving on the trials scene. Later ‘Piuma’ models would arrive from Italy with a move to newermodel Marzocchi front forks, top and bottom yokes and the rear shock absorbers; the front forks would also be polished aluminium. Peter Cartwright continued with wins on the UK national scene, but as the interest in the twin-shock trials machines around the world dropped, it badly affected many manufacturers, including Italjet, and he would move to Montesa in 1984. In the final years of the Italjet two-stroke trials models, it’s a little ironic that Philippe Berlatier would move up to fourth overall in the FIM World Trials Championship in 1984, riding what was basically a standard production model but fitted with air-filled rear shock absorbers. As the year closed, so did the Italian manufacturer’s input to the world series. Eventually, Berlatier realised he had no future with Italjet and moved to the rival Italian motorcycle manufacturer Aprilia for 1985. As the mono-shock sensation moved the goalposts away from competitive twin-shocks, production of the two-stroke model eventually ceased. Classic Trial Magazine • Autumn 2021

Honda was the only factory using a big four-stroke, ridden by the upand-coming Belgian rider Eddy Lejeune. Eddy won the 1982 FIM World Championship, the first of three consecutive titles for Honda. In September 1982, Italjet unveiled their newly developed prototype 350cc four-stroke at the Cologne show. Named the Scott, this new model was once again the dream of Leopoldo Tartarini, the owner of Italjet. He conceived a machine that was both sentimental and original, with his thoughts on the past years of motorcycle trials of Barbour jackets, booming four-strokes from the likes of Ariel, Royal Enfield, AJS and BSA all going through his mind. He even chose a name that was the same as the most challenging one-day event in the world, the legendary Scott Trial held in North Yorkshire.

Italjet unveiled their newly developed prototype 350cc four-stroke in 1983.

Machine • Italjet

Stripped bare you can see the physical size of the 350 four-stroke Italjet. It had promised so much but by 1985 the trials project was over.

We believe these are these are the final two-stroke colours in 1985.

ITALJET SCOTT

The engine itself was a strange mixture of old and new; in many ways, it looked like a British machine such as a BSA B40. As you would expect, there were many parts in common with the two-stroke engine. The gearbox, clutch, starting mechanism and left-hand crankcase were all identical, with the rest of the engine modified for the fourstroke. A well-over square four-valve pushrod design with a bore and stroke of 80mm x 64mm gave a capacity of 322cc. The cylinder head and barrel were high-quality die castings, and the rockers were supported on steel mountings bolted to the cylinder head using the main through bolts, providing a very solid way of fastening everything together. The more modern four valves were applied, 26mm inlet and 23mm exhaust were actuated by pushrods instead of the more modern and direct OHC. The state-ofthe-art cylinder had a Cermetal-NC 20 treatment from the same firm that worked on the Ferrari F1 cars. The compression ratio was a lowly 6.8:1. To cope with the extra weight, the magneto cover had an outrigger bearing that supported the extended end of the crank. The ignition system was a Motoplat electronic unit with a much heavier flywheel. It weighed a massive 5kg compared to the standard two-stroke’s 3.5 kg. The right-hand-side two-stroke crankcase was modified to accept a camshaft and oil pump, with external oil lines for feed and return passing through a conventional oil filter which also acted as a rudimentary oil cooler. The gearbox was six-speed, with the ratios replicated from the two-stroke models, and the engine’s total weight was 36.5 kg. 46

RED FERRARI

Thankfully, the green phase had passed, and it was finished in a more traditional red and white; maybe Leopoldo Tartarini was thinking along the lines of a two-wheeled red Ferrari. The frame was all-new for this model with a standard single top tube, using a substantial sump guard as a stressed member. Front forks were either Foral or Marzocchi, and the factory fitted magnesium drum brakes of their own manufacture. It was a machine whose basics had a lot of potential. Still, the factory didn’t have the courage of its convictions to produce a focused competition model, which is evident in its physical size. Given that the Italjet Scott was never sold as a pure competition machine, you had to accept the limitations of the standard version, and it was more suited to trail riding. A total production run was reputed to be less than 200, making them quite rare in the modern-day. Whatever the reason, development resources were not made available. As a result, by late 1985, the Italjet name disappeared from the trials world as they refocused their business on lightweight commuter models in a range of scooters. Autumn 2021 • Classic Trial Magazine

VILLIERS SERVICES Every single part for every post-war Villiers motorcycle engine in stock. Hundreds of rare Greeves roadster, trials, scrambles and road race parts remanufactured. We also have the whole Terry Silvester ex-Greeves factory spares stock. Our in-house services now include: • VILLIERS CRANK BUILDING While-you-wait/same-day service REBORES FOR ANY ENGINE Any size While-you-wait/same-day service • FLYWHEEL REMAGNETISING For 2/4 or 6 pole flywheel, even non-Villiers While-you-wait/same-day service • FULL ENGINE REBUILDS Including trials ands crambles preparation / tuning

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www.villiersservices.co.uk

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TWIN SHOCK RESTORATION

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www.agbikes.co.uk

Picture Credit: Mauri/Fontsere Collection and the Giulio Mauri Copyright

1980 FIM WORLD TRIALS CHAMPIONSHIP BERNIE SCHREIBER (ITALJET-USA)

Picture Credit: Toon Van De Vliet

1981 FIM WORLD TRIALS CHAMPIONSHIP EDDY LEJUENE (HONDA-BEL)

FIM TRIAL WORLD CHAMPIONSHIP 2021

International • 1981 FIM WTC: Part One

1981 FIM WTC: PART ONE

OUT WITH THE OLD, IN WITH THE NEW

Paddock Spain

The old guard of world trials had just about held on in 1980 as Ulf Karlson and Montesa took the title for the very first time. The once worldfamous and mighty force of the Bultaco team that had dominated the FIM World Trials Championship from 1975–1979 was long gone. Ulf Karlson was approaching the latter end of a superb career, and, in truth, it was only the 1979 FIM World Trials Champion Schreiber who would remain a true world-title contender over the following years. The American had been thrown in at the deep end, though with a mid-season move to a new motorcycle manufacturer to trials, Italjet, in 1980. The development exercise of a new machine in full view of the public was brutal and extremely challenging if it were to prove a winner. Nevertheless, Schreiber dug very deep into his reserves as a world-class rider to take wins at the final four rounds – some achievement, we might add. In addition, 1981 witnessed a change in the names of the riders and machines that would make a huge impact on the sport over the next few years, in particular a bespectacled young Belgium rider by the name of Eddy Lejeune. Totally under the radar was a 19-year-old French rider Gilles Burgat; remember the name as, during a hugely successful 1981, he would make his mark on the world of trials by the end of the year. Words: Yoomee • Pictures: Eric Kitchen, Mauri/Fontsere Collection and the Giulio Mauri Copyright, Toon Van De Vliet and Yoomee Archive

Paddock Great Britain

Paddock France

Autumn 2021 • Classic Trial Magazine

1981 FIM WTC: Part One • International

Crazy Belgium

ith the championship points still only awarded to the top ten positions, it was a totally unpredictable year, the like of which not seen before in the FIM World Trials Championship. The domination of the once-mighty manufacturing big three of Bultaco, Montesa and Ossa from Spain were now struggling with a difficult financial period. They were heavily challenged in Italy and Japan by Honda. SWM had started the trend, followed by Fantic, Italjet and Garelli, who all wanted a prized part of the growing off-road market. In 1977, Sammy Miller guided Honda to world championship glory with the first world round win for a four-stroke in Finland with Rob Shepherd. In 1980 the well-developed four-stroke machines had landed in the safe hands of the young Lejeune. Honda was in search of further success with the ultimate goal of becoming the first Japanese motorcycle manufacturer to win the coveted FIM World Trials Championship. You could argue that the 1981 FIM World Trials Championship was wide open, such was the evolution of the new riders and manufacturers. Dynamic new riding styles such as the ‘Pivot Turn’ and ‘Bunny Hop’ were new phrases on the lips of many riders. Italian machines had been developed with this new riding technique in mind and were considered more agile and easier to manoeuvre.

Prototype Belgium

NEW RULES

It was also the time of the adoption of the ‘Stop Allowed’ rule coming into force which left riders confused with the interpretation of when a stop had occurred. Many observers and officials were as confused as the riders, apart from those making the most of the marking when it went in their favour! It was now commonplace for the rider to stop at the face of a steep, challenging hazard, then put a foot down whilst stationary, move the machine around to be rewarded with a single-mark penalty. Along with the new riding style and rule change, tyre technology and development came to the fore. Michelin had invested heavily in its new rubber technology, wanting to become the number one choice for the rider. It was very much a Formula One time in trials as a wide choice of various compounds was available to the factory teams and riders. As we’re about to see, 1981 would be one of the most exciting times to be involved in world trials.

Paddock Italy

Snow Spain

Classic Trial Magazine • Autumn 2021

Tyres Pirelli

International • 1981 FIM WTC: Part One

ROUND ONE: SPAIN

SOLER TIME Christian Desnoyers (SWM-FRA)

There was no sun to be found north of Barcelona. Throw in the new stopallowed rule, and you could tell the riders who were not comfortable with either. Sensing the moment with the change in the stop-allowed rule Manuel Soler used this to his advantage, as did Eddy Lejeune on the four-stroke Honda. A quick engine oil change before the event started improved the machines’ smooth performance. As Soler and Lejeune had their own battle, Bernie Schreiber had wanted to carry the momentum of winning the last four world rounds in 1980 on the Italjet and tried all he could to challenge for the win, passing Toni Gorgot to take the final step on the podium on the second lap. With the scores level at 92 marks, it was a jubilant Manuel Soler who would be recorded as the first FIM world round winner for a Spanish rider on a Spanish machine — and in Spain, to make a good day even better!

ROUND 1: MURA, SPAIN 22/02/1981. ENTRY: 80 Manuel Soler (Monesa-ESP)

Talk about panic! The riders woke up to snow, and the organisers went out to put salt in the sections to help remove the ice. The riders were hastily first adjusting the carburetion and, in some cases changing the oil grade in the front forks. One rider not fazed by it all and who would eventually win was Manuel Soler.

Toni Gorgot (Ossa-ESP)

RESULTS: 1: Manuel Soler (Montesa-ESP) 92; 2: Eddy Lejeune (Honda-BEL) 92; 3: Bernie Schreiber (Italjet-USA) 103; 4: Toni Gorgot (Ossa-ESP) 106; 5: Gilles Burgat (SWM-FRA) 113; 6: Charles Coutard (Montesa-FRA) 113; 7: Ulf Karlson (Montesa-SWE) 115; 8: Yrjo Vesterinen (Bultaco-FIN) 116; 9: Christian Desnoyers (SWM-FRA) 117; 10: John Reynolds (Beamish Suzuki-GBR) 126; 11: Joaquim Abad (Ossa-ESP) 129; 12: Timo Rysey (Bultaco-FIN) 131; 13: Pedro Olle (Montesa-ESP) 134; 14: Danilo Galeazzi (SWM-ITA) 134; 15: Alberto Juvanteny (Ossa-ESP) 135.

Danilo Galeazzi (SWM-ITA)

Autumn 2021 • Classic Trial Magazine

1981 FIM WTC: Part One • International

Belgium Podium

ROUND TWO: BELGIUM

LEJEUNE’S TURN Once again, the winner would be decided by the tie-break decider. A high-scoring event left many riders disillusioned with both the trial and the new scoring system after three laps of 15 sections. Eddy Lejeune (Honda-BEL) won on the most-cleans decider in a tie break with Danilo Galeazzi (SWM-ITA) after recording only two clean feet-up rides during the event. It would have been a very different outcome had the international jury accepted the accusations and protests from fellow competitors that Lejeune actually used two different four-stroke machines! With opening scores of Lejeune 51 and Galeazzi

Alberto Juvanteny (Ossa-ESP)

52, the fight for victory was on. Proving the win in Spain was no fluke, Manuel Soler (Montesa-ESP) posted the best single-lap score of the trial with a superb score of 41 recorded on the second lap. For Bernie Schreiber on the Italjet, the opening lap was a fight for survival as he bent his gear change pedal, smashed a footrest off after three hazards and then ruptured the fuel tank in one of many crashes. With Lejeune declared the winner after the jury decided after looking at the evidence that he had used only one machine, Danilo Galeazzi finished second, and a valiant ride from Vesterinen put him on the final step of the podium.

Bernard Cordonnier (Bultaco-BEL)

ROUND 2: AYWAILLE, BELGIUM 01/03/1981. ENTRY: 80

Yrjo Vesterinen (Bultaco-FIN)

Classic Trial Magazine • Autumn 2021

RESULTS: 1: Eddy Lejeune (Honda-BEL) 149; 2: Danilo Galeazzi (SWM-ITA) 149; 3: Yrjo Vesterinen (Bultaco-FIN) 156; 4: Manuel Soler (Montesa-ESP) 160; 5: Gilles Burgat (SWM-FRA) 161; 6: Malcolm Rathmell (Montesa-GBR) 162; 7: Ulf Karlson (MontesaSWE) 163; 8: Bernard Cordonnier (Bultaco-BEL) 165; 9: Bernie Schreiber (Italjet-USA) 167; 10: Alberto Juvanteny (Ossa-ESP) 167; 11: Martin Lampkin (SWM-GBR) 170; 12: John Reynolds (Beamish SuzukiGBR) 172; 13: Timo Rysey (Bultaco-FIN) 172; 14: Joe Wallman (Bultaco-AUS) 175; 15: Chris Myers (ItaljetGBR) 175.

International • 1981 FIM WTC: Part One

Eddy Lejeune (Honda-BEL)

ROUND THREE: IRELAND

HONDA POWER

Organised by the Knock MCC and held over the three laps of the Clandeboye Estates just outside Belfast, it lived up to its expectations of a good event. As the opening-lap scores came in, it was Ulf Karlson (MontesaSWE) who led on 19 marks lost with Malcolm Rathmell (Montesa-GBR) second on 21, John Reynolds (Beamish Suzuki-GBR) third on 25 with Eddy Lejeune (Honda-BEL) on 26. On the second lap, Lejeune proved that the Honda suited the conditions, losing 19 marks as Karlson fell apart on 34. After a difficult opening lap, Finland’s Yrjo Vesterinen (Bultaco-FIN) moved up the order with the second-best lap

Ulf Karlson (Montesa-SWE)

John Reynolds (Beamish Suzuki-GBR)

performance of 25 marks lost. On the final tour of the 15 hazards, Lejeune secured the victory with a clear advantage over Karlson. Third place would go to Reynolds as he out-pointed Rathmell, and Martin Lampkin (SWM-GBR) scored his first points of the season, joined by Chris Sutton (Montesa-GBR), who scored his first-ever FIM championship points. In his worst performance since he joined the world championship series in 1977, Bernie Schreiber (Italjet-USA) finished 25th using a mixture of Pirelli and Michelin tyres. It’s quite interesting to note the tyre statistics in 1981 showing the manufacturers’ share of the entry at the Irish world round: Pirelli 78%, Michelin 15% and Dunlop 7%.

ROUND 3: NEWTOWNARDS, IRELAND 07/03/1981. ENTRY: 68

RESULTS: 1: Eddy Lejeune (Honda-BEL) 61; 2: Ulf Karlson (Montesa-SWE) 74; 3: John Reynolds (Beamish Suzuki-GBR) 77; 4: Malcolm Rathmell (MontesaGBR) 77; 5: Martin Lampkin (SWM-GBR) 88; 6: Yrjo Vesterinen (Bultaco-FIN) 91; 7: Toni Gorgot (Ossa-ESP) 99; 8: Gilles Burgat (SWM-FRA) 104; 9: Chris Sutton (Montesa-GBR) 104; 10: Timo Rysey (Bultaco-FIN) 105; 11: Jaime Subira (Fantic-ESP) 108; 12: Manuel Soler (Montesa-ESP) 111; 13: John Lampkin (SWM-GBR) 112; 14: Charles Coutard (Montesa-FRA) 116; 15: Danilo Galeazzi (SWM-ITA) 117.

Chris Myers (Italjet-GBR)

Autumn 2021 • Classic Trial Magazine

1981 FIM WTC: Part One • International

Ulf Karlson (Montesa-SWE)

Manuel Soler (Montesa-ESP)

ROUND FOUR: GREAT BRITAIN

KING KARLSON The defending champion Ulf Karlson (Montesa-SWE) threw himself straight back into the mix for the fight for the 1981 title, knowing he would need to do something special to win in Yorkshire. He beat Martin Lampkin (SWM) and Malcolm Rathmell (Montesa), who had ridden their hearts out in front of a home crowd. Organised by the Wetherby Club, a crowd of over 3,000 spectators watched the world stars in action on a fine day. From the start area at Raydale, Bainbridge, a long 28-section lap on the surrounding hills would be ridden twice. Rathmell led the way after the first lap with a two-mark lead over Karlson, with Martin Lampkin breathing down his neck just one mark behind. Gilles Burgat (SWM-FRA) looked confident after a week spent in Yorkshire testing the new Michelin tyres as Eddy Lejeune (Honda-BEL) joined them in close company in fifth. Manuel Soler (Montesa-ESP) almost halved his first-lap score of 57 to 29 to hoist himself into the top five. However, Burgat remained consistent to secure a solid fourth place. The deciding factor was section number 21, where Karlson went through feet-up to record a clean as both Lampkin and Rathmell parted with marks. John Reynolds (Beamish Suzuki-GBR) scored the final point, making three English riders in the top ten.

John Reynolds (Beamish Suzuki-GBR)

Classic Trial Magazine • Autumn 2021

ROUND 4: BAINBRIDGE, GREAT BRITAIN 15/03/1981. ENTRY: 80

RESULTS: 1: Ulf Karlson (Montesa-SWE) 70; 2: Martin Lampkin (SWM-GBR) 73; 3: Malcolm Rathmell (Montesa-GBR) 74; 4: Gilles Burgat (SWM-FRA) 81; 5: Manuel Soler (Montesa-ESP) 86; 6: Eddy Lejeune (Honda-BEL) 87; 7: Yrjo Vesterinen (BultacoFIN) 92; 8: Christian Desnoyers (Montesa-FRA) 94; 9: Charles Coutard (Montesa-FRA) 96; 10: John Reynolds (Beamish SuzukiGBR) 109; 11: Chris Sutton (Montesa-GBR) 113; 12: Kiyoteru Hattori (Honda-JPN) 113; 13: Chris Myers (Italjet-GBR) 117; 14: Toni Gorgot (Ossa-ESP) 117; 15: Bernie Schreiber (Italjet-USA) 118.

Chris Myers (Italjet-GBR)

International • 1981 FIM WTC: Part One

Gilles Burgat (SWM-FRA)

ROUND FIVE: FRANCE

Charles Coutard (Montesa-FRA)

VIVE LE BURGAT Whilst both Eddy Lejeune and Bernie Schreiber missed the Scottish Six Days Trial to concentrate on their world championship season, Burgat went out and won the Scottish and carried that confidence to trounce the opposition in France. At the high-altitude ski resort of La Rousse in Eastern France, in the Jura mountains near the Swiss border, Gilles Burgat entered the history books as the first French rider to win a French FIM World Trials Championship round. As a member of the three-man SWM mounted French Pernod team along with the two Desnoyers brothers, Christian and Nicolas, no doubt they celebrated well into the night!

Eddy Lejeune (Honda-BEL)

YOUNG TALENT

At 19 years old, the same age as his rival Eddy Lejeune, Gilles Burgat was unbeatable in France. Yes, you can argue that you always carry a home advantage, but that’s the same for every rider on home soil. Psychologically, he made his mark as a true world championship contender to his rivals. As with some of the earlier rounds, bad weather, including snow on the Friday and heavy rain hitting the mountainous area, the organisers sensibly re-routed the riders around some of the deeper rivers. As Burgat easily increased the winning margin on each of the three laps of the 15 sections, the crowd’s attention turned to who would finish second. Toni Gorgot was showing good form on the Ossa, but with Charles Coutard also showing the same would it be a French one-two?

John Lampkin (SWM-GBR)

Autumn 2021 • Classic Trial Magazine

1981 FIM WTC: Part One • International

Ulf Karlson (Montesa-SWE)

GORGOT ON FORM

Just like the eventual winner, Burgat, Spain’s Toni Gorgot was starting to show the form many knew he was capable of and rode a strong trial to a comfortable second position. Missing the SSDT had given Bernie Schreiber time to get his WTC campaign back on track, and using Pirelli tyres, he looked like a new rider on the Italjet. The confidence was back, and he just missed beating Coutard for the final step on the podium with a disputed five-mark penalty awarded on the last section of the trial. Martin Lampkin was looking very comfortable on the SWM, finishing fifth as Eddy Lejeune survived a huge crash on the Honda after grabbing too much front brake on the demanding rocks and going over the handlebars to finish sixth. Jaime Subira was happy with his highest-place finish in seventh on the prototype 240 Fantic as he won a tie-break with Yrjo Vesterinen.

ROUND 5: LES ROUSSES, FRANCE 17/05/1981. ENTRY: 80

Jaime Subira (Fantic-ESP)

Classic Trial Magazine • Autumn 2021

Kiyoteru Hattori (Honda-JPN)

RESULTS: 1: Gilles Burgat (SWM-FRA) 49; 2: Toni Gorgot (Ossa-ESP) 66; 3: Charles Coutard (Montesa-FRA) 73; 4: Bernie Schreiber (Italjet-USA) 74; 5: Martin Lampkin (SWM-GBR) 89; 6: Eddy Lejeune (Honda-BEL) 91; 7: Jaime Subira (FanticESP) 93; 8: Yrjo Vesterinen (Bultaco-FIN) 93; 9: Ulf Karlson (Montesa-SWE) 102; 10: Danilo Galeazzi (SWM-ITA) 102; 11: Manuel Soler (Montesa-ESP) 108; 12: Malcolm Rathmell (Montesa-GBR) 112; 13: Joe Wallman (Italjet-AUS) 113; 14: Christian Desnoyers (SWM-FRA) 118; 15: Nicolas Desnoyers (SWM-FRA) 118.

1981 FIM WTC: Part One • International

Toni Gorgot (Ossa-ESP)

Eddy Lejeune (Honda-BEL)

ROUND SIX: ITALY

GO GORGOT Imagine just how much the riders on Italian machines wanted to win in Italy. It was a close call as Spain’s Toni Gorgot, on the Spanish Ossa, took the win to deny them the glory. He recorded his first world round victory on a tie-break decider with SWM mounted Gilles Burgat. Found at the entrance to the Locana Valley, Cuorgne was at the north of Turin. It provided two laps of 24 sections based around the small town. Everyone knew that the Schreiber/Italjet combination would be on form as he just lost out to the fight between Gorgot and Burgat.

For the first time in an FIM World Trials Championship round, Great Britain’s Martin Lampkin did not start after he went down with a severe virus before the trial had even begun.

SPANISH CHALLENGER

Introduced in 1980, the Spanish manufacturer, Ossa, saw its yellow-coloured 350 ‘Gripper’ model as the machine to take the company back to the glory days of Mick Andrews in the European Championship in the early ’70s. With its radical design, Toni Gorgot now had the machine at a point

where he could challenge for the top positions in the world championship. He was on top form in Italy and took the lead on the first lap, closely followed by Burgat and American Schreiber. Schreiber was riding more like we had seen in the past, knowing that his world championship aspirations for the year were now over, barring a disaster, after his two non-scoring rides in Ireland and Great Britain. Burgat, on the other hand, was slowly turning into the one to watch in the world championship race and had the well-developed SWM aiding his world championship challenge.

Gilles Burgat (SWM-FRA)

Classic Trial Magazine • Autumn 2021

International • 1981 FIM WTC: Part One

Jaime Subira (Fantic-ESP)

Bernie Schreiber (Italjet-USA)

ONE HAND

With one hand on the win, Gorgot remained calm and in control to record his first win. Burgat had ridden at his very best to try and give SWM the ‘home’ victory, but it was not to be. Schreiber tried all he knew to fight for the win, missing out by just four marks. It was damage limitation for Eddy Lejeune as he defended his championship lead, taking fourth position on the tie break from Charles Coutard on the Montesa. As in France, the most significant championship loser in Italy was Ulf Karlson; he slipped to third after his eighth-place finish. Making up for his Uncle Martin’s non-start in Italy was John Lampkin on the SWM. Still out of the points, he scored another 13th place, just nine marks behind Great Britain’s only points-scorer Malcolm Rathmell and a single mark behind Manuel Soler.

ROUND 6: CUORGNE, ITALY 24/05/1981. ENTRY: 60

RESULTS: 1: Toni Gorgot (Ossa-ESP) 67; 2: Gilles Burgat (SWM-FRA) 67; 3: Bernie Schreiber (Italjet-USA) 71; 4: Eddy Lejeune (Honda-BEL) 76; 5: Charles Coutard (Montesa-FRA) 76; 6: Yrjo Vesterinen (Bultaco-FIN) 82; 7: Christian Desnoyers (SWM-FRA) 85; 8: Ulf Karlson (Montesa-SWE) 93; 9: Malcolm Rathmell (Montesa-GBR) 95; 10: Jaime Subira (Fantic-ESP) 100; 11: Danilo Galeazzi (SWM-ITA) 102; 12: Manuel Soler (Montesa-ESP) 103; 13: John Lampkin (SWM-GBR) 104; 14: Adamoli Fulvio (Fantic-ITA) 108; 15: Timo Rysey (Bultaco-FIN) 109.

Yrjo Vesterinen (Bultaco-FIN)

1981 FIM WORLD TRIALS CHAMPIONSHIP AFTER SIX ROUNDS OF 12

POSITIONS: 1: Eddy Lejeune (Honda-BEL) 60; 2: Gilles Burgat (SWM-FRA) 50; 3: Ulf Karlson (Montesa-SWE) 40; 4: Toni Gorgot (Ossa-ESP) 39; 5: Yrjo Vesterinen (Bultaco-FIN) 30; 6: Bernie Schreiber (Italjet-USA) 30; 7: Manuel Soler (Montesa-ESP) 29; 8: Malcolm Rathmell (Montesa-GBR) 25; 9: Martin Lampkin (SWM-GBR) 24; 10: Charles Coutard (Montesa-FRA) 23; 11: Danilo Galeazzi (SWM-ITA) 13; 12: John Reynolds (Beamish Suzuki-GBR) 12; 13: Christian Desnoyers (SWM-FRA) 9; 14: Jaime Subira (Fantic-ESP) 5; 15: Bernard Cordonnier (Bultaco-BEL) 3; 16: Chris Sutton (Montesa-GBR) 2; 17: Alberto Juvanteny (Ossa-ESP) 1; 18: Timo Rysey (Bultaco-FIN) 1. FIM World Trials Championship points were only awarded to the top ten at each event.

Thierry Michaud (SWM-FRA)

Autumn 2021 • Classic Trial Magazine

Trail

TRIALS

Telephone 4 1 4 0 4 8 4 3 3 01

parts Yamaha T Y parts Honda trials T250 parts Kawasaki K cessories c a ls ia r t ic Class rail shocks T & X M , o r u ls, End Classic Tria and kits s t e k c o r p s Chains, & TT parts Yamaha XT parts Yamaha DT anuals Workshop m

m o c . s l a i r t y t . www

Full Factory • Honda RTL 360

I can usually guarantee that when my office phone rings, and it is Mike Rapley on the other end, a trials story will emerge pretty quickly. I could sense from the opening sentence: “John, guess what I have found?” and the excitement in the tone that it was something special. He had found an old envelope with some 35mm negatives inside. On further inspection, he told me, he saw that they were the original black-and-white negatives from the test ride he had taken as a Trials and Motocross News staff member with Tommy Sandham. The machine was the red Honda RTL 360cc that Rob Shepherd had ridden before it was returned to Honda UK when they pulled out of trials in late 1980. It got even better when he also found in the same envelope studio pictures of the Seeley Honda 200cc, but that’s another story! What was even more interesting was the good old ‘Rappers’ could even remember the moment like it was yesterday. He immediately told me it was possibly the best twin-shock trials motorcycle he had ever ridden. What he did not know is that I had also been privileged to ride the very same machine after the 1980 Bemrose National Trial, so I could confirm his findings. Article: John Hulme and Mike Rapley • Pictures: TMX, Mike Rapley, Tommy Sandham, Alan Vines, Mauri/ Fontsere Collection and the Giulio Mauri Copyright

Rob Shepherd’s last appearance in the FIM World Trials Championship on the Honda was in the Czech Republic, he finished seventh in the event and ninth in the world.

Autumn 2021 • Classic Trial Magazine

Honda RTL 360 • Full Factory

Once a prestige event to win, ‘Shep’s’ last UK appearance on the Honda was at the 1980 British Experts; he retired with a damaged knee.

efore I go any further, it would only be right to mention that some of these very pictures also surfaced in the superb book titled Four-Stroke Finale, the Honda Trials Story by Tommy Sandham and John Dickinson from 1989, two former staff members who worked full time in the heydays of Trials and Motocross News alongside Mike Rapley. Some of the reference points in this article have come from the book, which Mike used to reminisce and remind him of the day he had so much enjoyed.

Yes, you see it correctly – Mike Rapley grinning in the rain and hail; the machine was the feel-good factor.

change old habits! That’s what led me to phone John Hulme with the news, and John being the enthusiast that he is, was – metaphorically – jumping up and down on the other end of the line when I gave him the news!”

SO HOW DID IT ALL HAPPEN?

“In 1981, I had been with TMX for three years so the trials world knew that I was the rider/writer for the trials side of the paper. I think it was Trevor Kemp who rang me one morning to suggest that we took the opportunity to test ride

this special Honda as he said it was going back to the Honda headquarters at Chiswick where it was destined for the crusher. “Trevor was the Silkolene Oils representative at the time but always seemed to have a tenuous connection with Honda, and he had previously organised a test for the paper on early XR Honda enduro models. So the date and venue were arranged. “Come the appointed morning, it was lashing

THE PHONE CALL

Mike Rapley: “I knew that the file of negatives was around somewhere, but like so many items that seem unimportant at the time they are created, it’s only when 40 years have passed that they suddenly become irreplaceable! I actually found them back in 2013 when I was writing my autobiography, during convalescence following heart surgery. Back then, Classic Trial Magazine was in its infancy, so I never really gave the negatives much thought and shoved them back where they had lain for many years until they resurfaced whilst I was searching for something else. I never did like filing things properly, and it’s a bit late now to Classic Trial Magazine • Autumn 2021

Showa 35mm Ø front forks were classed as possibly the very best.

An engine size of 359cc gave out plenty of power.

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

Honda RTL 360 • Full Factory

If it looks good it usually is; a full factory fourstroke engine was the heart of the Honda.

it down, torrential February rain beating across the Lancashire Pennines above Lancaster where TMX had the long-term loan of a rough couple of fields known locally as ‘The Rough Lot’. It was actually a decent venue to test trials machines of that era as there were streams, rocky hillsides and a half-decent hill, all made more difficult by the conditions. “Scotsman Tommy Sandham worked for the paper at the time, and he had dabbled in trials a bit, so he and I made our way to the location where the Honda awaited our presence. I don’t remember who brought the Honda for us; all I know is that he had collected the machine from Rob Shepherd and was on his way back

‘Rappers’ takes control in the deep water.

Classic Trial Magazine • Autumn 2021

Sometimes it’s the man and not just the machine that makes the winning combination, was the Honda too good for riders like Mike Rapley?

to Chiswick. It really was the very last time there was an opportunity to ride it. I don’t know whether it was actually crushed, but at the time, the urgency was all-important. I was in awe of the machine as nothing at the time resembled it in any way; it was truly a factory special and, being a bit rough around the edges, as it were, it looked it”.

SOME MACHINE

“The format then, indeed it’s the same format now, was to photograph the machine from every angle before anybody gets to ride it and make it dirty – or, indeed, break it – and that’s happened before! I hope that John has the

specifications to hand, as I can’t recall much about the details except to say that, at the time, it seemed a most fantastic four-stroke trials motorcycle. “You have to bear in mind that when writing about machines from the distant past, everything that has happened since is immaterial, and all memories after 1981 must be forgotten. However, I do know that I was able to enjoy a prolonged ride on the Honda. “There were some quite challenging rocky streams at the ‘Rough Lot’ and also, in the wood next door, a significant winding section over rocks and mud that I had always found difficult. The day’s weather made that section even

Mike Rapley in total control.

Full Factory • Honda RTL 360 worse, but as I recall, the Honda was more than up to it and found grip where other machines I had previously ridden over the same section were just not as good.”

AT ITS BEST

Trials and Motocross News staff member, Tommy Sandham, with the Honda RTL 360cc

“It was as a hill climber that I found the machine to be at its best. The ‘Rough Lot’ was also used to test motocross machines and the black Lancashire peaty mud was often devoid of grip, especially in the conditions experienced that day, but the ‘Shep’ Factory Honda was brilliant in such conditions. To be honest, when riding factory weapons, an average rider can easily become overawed as the machines are frequently so much better than the rider, and that certainly applied in this case. “Tommy and I had a great time thrashing the Honda through the sections we could ride, and we wrote as we found, for the paper and his publication, all those years ago. My memories now, 40 years later, are definitely a bit tenuous, but I do know that of all the motorcycles I tested during my 21 years with TMX, it’s a test that stands out and one that I recall with much appreciation. To see the pictures in print again and recall those happy days gives me great pleasure. I trust that through Classic Trial Magazine, readers will enjoy the images, and perhaps these words, as much as I have enjoyed writing them and remembering the great days of Honda specials.”

HONDA RTL360 SPECIFICATIONS

ENGINE: Short-Stroke, Four-Stroke, Air Cooled, Single Cylinder using Overhead Camshaft with Two Valves; Bore and Stroke: 82mm x 68mm; Cubic Capacity: 359cc; Gearbox: 5 Gears. FRAME: Tubular Light Weight Steel, Single Front Down Tube; Diamond Type; Suspension: Front: Showa Telescopic 35mm Ø; Rear: Twin-Shock Absorbers; Wheels: Aluminium Front 2.75 x 21; Rear: 4.00 x 18; Brakes: Drum Type Front and Rear. DIMENSIONS: Length: 1,990mm; Width: 840mm; Height: 1,100mm; Wheelbase: 1,300mm; Fuel Tank Capacity: 4 Litres; Weight: 88kg.

Yes, it also snowed during the test!

Why did it never make production?

Try and find a copy of the superb Honda Trials Bible, Four-Stroke Finale by Tommy Sandham and John Dickenson.

Autumn 2021 • Classic Trial Magazine

Retro Rebuild • Orange Ossa

BARN FIND OSSA TR80 250

When somebody says to a fellow motorcyclist, ‘my mate’s dad has got one of those trials machines in his barn; it’s covered in dust and been there for years’, the mind starts to race, and you imagine all sorts of things! This is what happened to Mike Jarrett when he was selling a pair of boots, and a young lad happened to see his trials machine. The conversation went along the lines of ‘what bike is it?’ The reply was ’a trials machine; I think it’s a Fantic. Get your mate to give me a ring’. Many have been there; well, it wasn’t a Fantic, but this was the start of Mike’s journey to rebuild a very unusual trials machine which he found had an interesting pedigree. Words: Andy Withers and Mike Jarrett Pictures: Andy Withers Colin Bullock Ossa

01 Autumn 2021 • Classic Trial Magazine

Orange Ossa • Retro Rebuild

02 01: AN OSSA NOT A FANTIC

The story didn’t really begin for over a year after the original conversation as the owner was a farmer and didn’t have time to deal with old motorcycles, hence the reason this one was in the barn. When Mike finally got to see the ‘Fantic’, it was actually an Ossa. It seemingly had been ‘beat up’ around the farm until it had stopped. It was literally still in the barn, with a thick layer of dust all over. He decided to buy the Ossa even though it was in a bad state. It had been abused and given a hard time; even the brake and clutch levers were on the wrong sides of the handlebars.

02: OSSA GRIPPERS

A slightly closer inspection revealed the original orange colour of the frame. With some research, this model was found to be one of the distinctive ‘Orange Horrors’ the orange Ossa TR 80 250cc Gripper ‘Naranja’ produced for two years from 1981 to 1983. It was given the name ‘Orange Horror’ to distinguish it from the ‘Yellow Gripper’, which was the bright yellow Ossa TR 80 350cc Gripper produced from a year earlier 1980 through to 1983. Looking at this particular

03 Classic Trial Magazine • Autumn 2021

machine, Mike agreed it was a horror, but he decided to take on the rebuild anyway!

03: CYLINDER HEAD

One of the most significant faults found when the cylinder barrel was removed was a crack across the cylinder head. Like many Ossa updates, the company utilised parts from other models rather than producing all-new castings. With the TR 80 models, Ossa adapted the radial-finned head from the 360cc scrambler. This one had cracked from the side of the combustion chamber and had been repaired by being welded. Holes were then drilled at the ends of the crack and pins inserted for strengthening. The repair was very effective, but now it had cracked on the other side, so Mike had to cut off two of the fins. He ground them down and got the crack re-welded, but this time without pins being inserted. Mike found the heads pretty impossible to obtain, so retaining the repaired original was the best option.

04: THE ENGINE

A full nut-and-bolt strip-down revealed that everything on the engine was either broken

or worn out; this is always a risk of taking on any barn find. The crankcases on this model were also adapted from the 360cc scrambler, but a new crankshaft assembly was used, this effectively reversed the bore and stroke measurements with the ‘Naranja’ changing from the longer 72mm x 60mm stroke to a 60mm x 70mm short stroke, giving a capacity of 230.9cc. Another foible of Ossa was the 250cc was 230cc, and the 350cc had a capacity of 302cc! Mike: “The piston rings were worn down to almost nothing, and a significant engine rebuild was needed, and so new big ends and main bearings were installed. It had a rebore and a new piston. The old piston had an unusual modification with a window cut into the sleeve of the piston, so these were replicated on the new one. “All the gearbox bearings were replaced, but the clutch plates were serviceable, and new, softer springs were used to try to soften the clutch further. Steve Sell, who is an Ossa fanatic, riding, owning and working on all things Ossa, provided and modified the new piston and rebuilt the gearbox.”

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Retro Rebuild • Orange Ossa

05 05: CLUTCH

Steve also fabricated a clutch arm based on a modification he does for his Mick Andrews Replica (MAR) Ossa. It gave a better angle for the cable run, including taking it through the casing.

06: EXHAUST

The exhaust was damaged on one side near the head and needed to be cut and welded after de-coking a mess collar inside.

07: CARBURETION AND IGNITION

The engine is fed from the original Amal Mk II carburettor, which was ultrasonically cleaned and re-jetted. It’s currently running with a three-cutaway throttle slide after originally running on a one, but this is going to be replaced with a two as Mike gets the machine running perfectly. The original standard Motoplat ignition system was checked over and found to be working well, as was the coil, so this was salvaged from the original machine.

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06 8: THE FRAME

The frame was shot-blasted, and it was found that the rear part of the frame had been modified with the rear loop cut, lowered and braised. It created an increased gap between the mudguard and the seat but has been retained. The rear shock lugs had to be straightened before painting. The orange-pink paint was hard to match, but the frame was powder coated using ‘Raul 2008’ paint which Rainbow Paints of Ferndown in Dorset analysed. However, the repainting didn’t go smoothly as the Raul 2008 paint turned out to be different in powder coating and cellulose forms, so the first finish on the tank and side panels did not match the frame. Bernie’s Custom Studio of Sturminster Newton persevered though and completed a good job.

08 Autumn 2021 • Classic Trial Magazine

Orange Ossa • Retro Rebuild

09: THE WHEELS, HUBS AND BRAKES

The rear wheel is an original TR80 wheel, both hub and rim, but the spokes couldn’t be removed, so they had to be ground off and the wheel rebuilt with new spokes. Whilst the front hub is original, the rim is a Mick Andrews Replica (MAR), but the spokes were able to be re-used. The hubs were re-powder coated, and Steve Sell made new lighter spindles for the front and rear. A local Dorset company, Pigsty Engineering, polished the rims, and they were sound. Ferndown Finishings in New Milton re-anodised them in the original gold. The brakes are original, but new Newfren brake shoes were sourced from InMotion.

10: FORKS AND SHOCKS

There was a mystery with the front forks, which were Telesco as expected on an early orange gripper as opposed to the Betor used on later models and the yellow grippers. What was unexpected at the bottom of the front forks was a piece of tubing braised inside the downtube, which had an uncertain purpose. Steve Sell took out the braised piece and rebuilt the forks to standard using his gripper fork internals as a pattern for fabricating new components. The stanchions were pitted and needed to be replaced or rechromed, so they were sent to AC Philpotts in Luton, who straightened and hard-chromed them to a good standard. The rear shocks are Rockshocks with the expected orange springs.

11: OTHER PARTS

The chain and sump guard were missing, so these were sourced from Martin Rickman’s OssaYard in Leicestershire. InMotion provided a new seat, airbox exhaust and mudguards – yes, they do stock orange ones!

10 Classic Trial Magazine • Autumn 2021

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Retro Rebuild • Orange Ossa

14 12 12: INTERESTING PEDIGREE

Roger Holden, the son of the long-time Ossa importer Cliff Holden, was contacted to discover the machine’s early history using the engine number for identification. To Mike’s surprise, Roger found in his records that this machine was the one given to Yorkshireman Mike Skinner in 1981. Skinner was a top British championship rider who signed for the Ossa Importers UK in 1981, initially to ride the yellow Gripper, which he rode to 17th in the 1981 Scottish Six Days Trial. With the introduction of the Orange Gripper in Autumn 1981, he rode this particular machine at the 1981 British Experts Trial at Hawkstone Park, finishing sixth. However, his association with this machine didn’t last long as he then signed for Moto Gori at the Dirt Bike Show, which was another short relationship as he returned to Ossa on another Orange Gripper to finish 14th in the 1982 SSDT. Tracing Mike Skinner to learn more about the bike’s history drew a blank as he allegedly went into acting in the 1980s, finishing his trials career. One interesting loose end from the story is the ending to Skinner’s Moto Gori career as he modified his machine without the permission of Moto Gori Importer Jim Jones, who was not best pleased with the returned machine!

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13: ROGER PAINTER

However, the modifications on the Ossa were not down to Mike Skinner as Roger Holden confirmed that the Gripper was sold to Roger Painter in the West Country as a standard machine. An Ossa dealer at the time, Roger Painter sponsored a young rider, Ben Dawes, from Somerset who used it at expert level in the West Country.

14: REBIRTH OF A WORKS OSSA RIDE

The Orange Gripper started life as a works machine in the hands of Mike Skinner but over the first eight to nine years of its life became a non-runner, stored away and gathering dust. After Mike Jarrett’s rescue mission and subsequent rebuild, the machine was back in the hands of another works supported Ossa rider, Geoff Guy, a contemporary of Mike Skinner. Geoff was an Ossa works rider in the early ’70s and regularly still campaigns a 1973 Ossa at club level. He took the first competitive ride on the rebuilt orange Gripper, giving it a knowledgeable shakedown on an Ossa model he had never ridden before. Geoff Guy: “I was surprised how well the machine handled as it’s so much lighter than my current Ossa’. He gave the Gripper the thumbs up. It was also a winning return to competition at the XHG Tigers Club Trial.

15: MIKE JARRETT

With the Ossa now rebuilt, it remains in the safe hands of its restorer and owner.

15 Autumn 2021 • Classic Trial Magazine

Transatlantic • 1978 USA

ROARING BRANCH WAGNER’S AMERICA

This world-round event was the fourth edition of the Wagner Cup, named after Wiltz Wagner, the North American Trials Council founder. It was held at Roaring Branch Motorsport Park in Roaring Branch, Pennsylvania, just 30 miles north of Williamsport, known worldwide as the home of the Little League World Series of Baseball. This 400-acre park had hosted the 1974 and ’76 rounds of the NATC series. All were put on by the Pennsylvania Trials Riders led by Jerry Young, who was The American Motorcyclist Association National Trials Champion in 1972. Young became known throughout the years as someone who would always introduce something special when it came to promoting the sport. This time though, Young hit a home run by partnering with the local chapter of the National Multiple Sclerosis Society’s Athletes vs MS program. This partnership resulted in media coverage leading up to the event that brought attention to hundreds of non-motorsport enthusiasts, who otherwise would not have known about it, in exchange for proceeds from the event. The unprecedented turn out of spectators created a traffic jam of over a mile long, which closed down Route 14 in both directions to the site and required local police to direct the traffic. Approximately 2,500 to 3,000 were in attendance, most lining both sides of Cascade Run, the highlight of the trial, a mountain waterfall featuring ten sections with an elevation change of 1,000 feet. Words: Matt Liberatore • Pictures: Michael Liberatore, Andy Gregory, Alain Sauquet and Toon Van De Vliet

Autumn 2021 • Classic Trial Magazine

1978 USA • Transatlantic

Encouraging him all the way, Schreiber’s win in America had the usual ‘whoop’ sounds coming from the home crowd.

2019: With the ultimate accolade, the certificate from 1979 FIM World Trials Champion Bernie Schreiber, the American, can still be found at many trials events.

JUST LIKE THE CAT JUMPS

These were the words from one of our local club riders during a conversation we were having about attending the upcoming seventh round of the 1978 FIM World Trials Championship Series held in Pennsylvania, USA. He was describing the way top riders would launch their machines up these seemingly impossible waterfall sections after witnessing this firsthand at a US National Championship round, held at the same location two years before. You see, this was my second season riding, and at that time, I had not yet attended a world championship round or a national event. This was back in the day when there was no YouTube, mobile phones or social media. There were photos in publications showing the amazing feats of the top world riders, but of course, they just did not do justice to witnessing it in person. The stars must have aligned to that very warm day in Northern Pennsylvania to create one of the most memorable American rounds in history. It was a time like no other for the sport in the USA. It was when top riders from America, who would traditionally struggle overseas, would mix it up with the top riders from Europe at home. However, with the recent performances in Europe by Bernie Schreiber, there was renewed hope for an American to win the Wagner Cup. This really began when Marland Whaley, as an 18-year-old on the factory four-stroke Honda, placed second to Classic Trial Magazine • Autumn 2021

1978 Belgium: Four wins in 1978 secured the FIM World Trials Championship for Yrjo Vesterinen by two points from Martin Lampkin.

the then-World Champion Martin Lampkin at Gold Bar, Washington, in 1976. Then, at the following year’s Wagner Cup held in Port Huron, Michigan, it featured five Americans in the top ten. This included podiums by Marland Whaley in second again, followed by Mike

Griffiths in third. These results actually did not include Bernie Schreiber, who was fifth in the world standings at the time. He finished out of the points in Washington in 12th after a crash resulted in a painful hand injury, which included losing a complete fingernail. 79

Transatlantic • 1978 USA

‘Vesty’ knew a second place in the USA was a satisfactory result.

ELECTRIC ATMOSPHERE

Gaining experience all the time, Ulf Karlsson (Montesa-SWE) would soon become a serious championship contender.

Ulf Karlsson was on the factory Montesa Cota 349. The machine would remain in the USA as after the trial it was handed over to Marland Whaley.

In fourth place; Martin Lampkin (Bultaco-GBR) missed the podium by a single mark.

There was an electric atmosphere on the day of the trial, mainly because Schreiber came into Roaring Branch on a roll with back-toback victories in France and Spain, followed by a second in Germany. That first win in Sommieres, France, was historic on two fronts. Not only was Schreiber the first American to ever win a round of the series, but he also became the youngest rider to do so at 19 years of age. There was an excitement to see the hottest rider, an American, now as the favourite to win, something that never before seemed possible. A slow start at the first three rounds, ninth in Ireland, eighth in Great Britain and out of the points in Belgium meant Schreiber was not leading the championship but in third position behind points leader Martin Lampkin and current World Champion Yrjo Vesterinen. All three Bultaco riders were tied in wins with two each. At that time, the world championship round was held together with the NATC Championship Series, the fourth round in 1978, and included a total of 119 riders. There were 19 sections and two laps. The world and national classes rode all 19 sections, with the national support classes rode all but the four toughest sections. The time limit was five hours plus one hour penalty-grace period. Since there was no Canadian round in 1978, four of the current top ten riders in the points were missing, those being Rob Shepard (HondaGBR), Jean Marie LeJeune (Montesa-BEL), Jean Luc Colson (Montesa-BEL), and Jaime Subira (Montesa-ESP). Autumn 2021 • Classic Trial Magazine

1978 USA • Transatlantic

Despite winning the final world championship round in the Czech Republic, Martin Lampkin only missed the world title by two points.

It has always been tough for the factories and sponsors to justify the expense of sending their riders overseas for just a single round. However, Bultaco sent their young up-and-coming rider, Toni Gorgot (ESP).

NEW MACHINES

Four of the top riders entered were on new machinery. Mick Andrews had returned to Ossa after his five years with Yamaha. Charles Coutard, the winner of the previous year’s USA and Canadian rounds on Bultaco, was

It’s all aggression from Marland Whaley (Montesa-USA).

Classic Trial Magazine • Autumn 2021

now on the new SWM. Long-time Montesa rider Malcolm Rathmell looked different in the yellow-and-black Brema riding gear on the Beamish Suzuki. Both Coutard and Rathmell struggled to find their form on the new machines and were currently out of the top ten. On the American side, current National Champion, Marland Whaley, made his first return to Montesa since 1974 after leaving Honda. Also departing Honda was one of those top-ten riders from the previous year, California’s Mark Eggar, who did make the

In 1978 Marland Whaley made the change from the fourstroke Honda back to the two-stroke Montesa Cota 348.

cross-country trip. The other top-ten American from the previous year, Mike Griffiths, was also absent. One Californian who did enter the world championship was Debbie Evans; perhaps this is the most forgotten milestone of the day. Evans became the first woman ever to ride in the top class of the FIM World Trials Championship, a feat that has yet to be duplicated, taking on the tough sections on her Yamaha TY 175. Evans had ridden the previous year in Michigan in the National class.

Blue jeans, black wellies and a stock Cota 348; what more did you need! Curt Comer Jnr (Montesa-USA) had a strong ride to sixth in the USA.

Transatlantic • 1978 USA

This was a first sighting of the yellow 325cc Beamish Suzuki in the USA.

Finishing seventh overall, the four world championship points would be the last for Malcolm Rathmell on the 325cc Beamish Suzuki.

DATELINE: 11TH JUNE 1978

The trial began around the bottom of Cascade Run. Section one gave no indication of the evil awaiting the riders as the feature was a basic double step before the ends cards. A small step with a machine’s length in-between, followed by a five-foot step before the exit. Most cleaned the initial section with relative ease. Number four’s challenge was a ledge just after the begins cards. The section was very wide, and there were two different lines over the ledge. Although there were ten sections in Cascade Run, some, but not all, were ridden consecutively. In order to avoid potential long queues, the course took the riders away to other sections on the loop, which were normal for that time period – deep mud, large log crossings, steep off-cambers, and two hill climbs, named ‘Nail Factory Mountain’ and ‘Loose Rock Camber’. As the sections progressed through ‘Cascade Run’, which became steeper and more severe, the top riders also separated themselves. Vesterinen came through with the smoothest, most effortless riding style, followed by Schreiber. Lane Leavitt was one of the riders with the best form in the waterfalls. His Bultaco featured a very interesting rear swingarm with very different bottom shock locations that were claimed to provide better action and grip to the rear wheel. After witnessing his rides, it would be hard to dispute that claim. Around this time, the popular banner ‘VIVA Montesa Spanish Motorcycles of Superb Quality’ was hung between the trees at Cascade Run, which drew a lot of applause and a smattering of jeers from those of other makes. The Montesa importer, Cosmopolitan Motors, was located in Hatboro, just outside of Philadelphia; hence Pennsylvania was Montesa country. The steepest climb in these waterfall sections featured a breathtaking step of about eight feet. ‘Just like a cat jumps’ – I now know the meaning, as the top riders approached using perfect throttle control and weight transfer while launching their machines up and over, through the roaring water. Marland Whaley looked good, having changed from the four-stroke Honda back to the two-stroke Montesa Cota 348 at the start of the season. After this trial, he would receive the factory Cota 349 Ulf Karlsson rode. Whaley affectionately referred to this as ‘the long model’ because of its one-inch longer swinging arm. He would be on the works 349 machine at the following weekend’s US nationals in Rhode Island and New Hampshire. It was fairly common then for the top US riders to inherit the factory machines off certain manufacturers after the Wagner Cup. 82

Always a crowd favourite in the USA, Mick Andrews looks as professional as ever.

ON A MISSION

Schreiber seemed to be on a mission to avenge his disappointing result the previous year in Michigan, as he dropped just 11 marks on the opening lap. Of these, five were from a maximum after failing the hill climb named ‘Loose Rock Camber’. Schreiber had the lowest score on that opening circuit, followed by Vesterinen, Karlsson, and Lampkin. Word began spreading quickly that Schreiber was in the lead as the riders made their way up Cascade Run on the second lap. At this time, the crowd really started to get into it, sensing an American winner for the first time, as all the riders were still rewarded for their attempts and especially the clean rides. Schreiber’s rides received the most applause, followed by Evans, whose riding was nothing short of remarkable. Also rewarded with applause was the local favourite Tom McKinney

Cascade Run, the highlight of the trial: a mountain waterfall featuring ten sections with an elevation change of 1,000 feet.

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Transatlantic • 1978 USA

Nicknamed the ‘Cat’ in the USA, Mick Andrews attacks the rocks on the Ossa.

III, the current National Number Seven and Pennsylvania Number One, with his effortless riding style. After another clean and followed by applause, Schreiber sat on his Bultaco, leaning forward, resting with his arms on the crossbar, waiting to enter the next section. He casually looked to the right and left. Not showing any emotion nor breathing hard, it dawned on me this was just easy for him. Also, judging by the scores, the event appeared a little on the easy side, and Schreiber seemed to not even be breaking a sweat despite the heat. However easy it may have appeared for the top riders, others did not find it so easy. They struggled with the severity, requiring help from the volunteers to get through and out of the tougher sections in the waterfalls. Towards the top of Cascade Run, in the distance were the sounds of motors on full song as riders took on the steep climb of Nail Factory Mountain. I made it to the bottom of the climb to see some amazing attempts. There were several different lines available as the markers were so far apart. It was stunning to see how they would attack the climb, shifting weight to compensate for either lack of grip or too much when the front wheel came up while never shutting off the throttle. Mick Andrews and Alabama’s Curt Comer Jnr had two of the only clean rides on the day.

Starting to make an impression on the world scene, Toni Gorgot (Bultaco-ESP) would finish the year seventh in the championship.

Charles Coutard (SWM-FRA) was struggling to find his form on the new Italian machine and scored the final world championship point.

SCHREIBER’S SUCCESS

When the riders began making their way back in on the final lap, it was becoming clear to all that Schreiber was going to win. There was a certain euphoria that began to spread around the paddock, as this was really a unique moment in time. It should be pointed out that this was not just because Schreiber was an American, it was because he was a phenomenon — someone who was doing what had not been done before. On this day, Schreiber entered the history books once again, becoming the first American to win the Wagner Cup with a convincing victory, losing just 13 marks on the second lap, despite recording another maximum on Loose Rock Camber, to win by 11 marks over Vesterinen. Third was Karlsson, followed by points leader Lampkin. Whaley was fourth as Curt Comer Jnr had one of the most impressive rides to fifth. Lane Leavitt was seventh but his points were later taken away and not counted, reportedly because of not having an up-to-date FIM license on the day of the trial. Malcolm Rathmell inherited the position, followed by Andrews, Gorgot and Coutard, rounding out the top ten. Crowd favourite Debbie Evans took her place in the history books finishing 18th. The event was a tremendous success, as everything went off smoothly and was praised

by all the competitors. The organisation was second to none, and even before some had left that day, there was talk about the next time the next world round would be held. But, unfortunately, there would be no next time. No trials were held at Roaring Branch Motorsport Park for two years until a local D-6 trial took place in June of 1980. Sadly, it would end up being the last one, as the property was sold not long after that.

WORLD CHAMPIONSHIP

RESULTS: 1: Bernie Schreiber (Bultaco-USA) 24.2; 2: Yrjo Vesterinen (Bultaco FIN) 35; 3: Ulf Karlsson (Montesa-SWE) 38.6; 4: Martin Lampkin (BultacoGBR) 39; 5: Marland Whaley (Montesa-USA) 50; 6: Curt Comer Jnr (Montesa-USA) 50.6; 7: Malcolm Rathmell (Suzuki-GBR) 59; 8: Mick Andrews (Ossa-GBR) 60.6; 9: Antonio Gorgot (Bultaco-ESP) 65.7; 10: Charles Coutard (SWM-FRA) 71; 11: Tom McKinney III (Montesa-USA) 76.7; 12: Don Sweet (Montesa-USA) 78.7; 13: Martin Belair (MontesaUSA) 81.5; 14: Morgan Kavanaugh (Montesa-USA) 86.9.

NATIONAL CHAMPIONSHIP

RESULTS: 1: Schreiber; 2: Whaley; 3: Comer; 4: Lane Leavitt (Bultaco-CA) 54; 5: Terry Cheney (Bultaco-MI) 74; 6: Bob Hopkins (Bultaco-MI) 75; 7: McKinney III; 8: Sweet; 9: Belair; 10: Jack Stites (Montesa-FLA) 82.6.

In May 1978 American lady rider Debbie Evans hit the headlines at the Scottish Six Days Trial as she finished 109th in the event on the 175cc Yamaha.

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Transatlantic • 1978 USA Around the world the Yamaha 175cc was hugely popular as a very good all-round machine.

Lane Leavitt (Bultaco-USA) was seventh, but his points were later taken away and not counted, reportedly because of not having an up-to-date FIM license on the day of the trial.

Giving it her all, Debbie Evans launches the 175cc Yamaha at the rocks.

MEMORIES

Recently I asked Bernie Schreiber and Martin Belair what they remembered about Roaring Branch. The two Southern California riders and long-time competitors travelled together in Schreiber’s Chevy El Camino. Bernie Schreiber: “1978 was a special year since I became the first American to win in France, Spain, USA and Italy. Of course, all of them were special wins to be remembered, but it’s always nice to win on your home soil for the fans and supporters. It was strange to win the US world round before I had ever won a US National Championship title. The venue was fantastic, with spectacular waterfalls and technical sections. The Roaring Branch organisers, The Pennsylvania Trials Riders, were the most experienced club at that time to set up European-style trials, which gave me an advantage after a year overseas. “I remember Jerry Young, Wiltz Wagner and the NATC board being more shocked than me about the win! Bultaco, as all my sponsors, were very pleased to witness an American victory by an American rider.” Martin Belair: “It was at a point in my career where I was thinking about stopping. I had been riding a long time. The factories were starting to cut back because of the economic problems of the time. Then Bernie asked me if I wanted to go with him to ride the world round and the nationals in the east, and yeah, I said yes! That motivated me; it was going to be a good time. “What I remember about Roaring Branch was the heat. I wore a one-piece riding suit, and they were hot back then. During the first lap, I tied the top off at the waist. Cascade Run, I remember that as you had to stay in the water. There was grip where there was flowing water, but moss and algae everywhere else. I remember the hill climbs; I always loved hill climb sections.” Jerry Young, the event coordinator: “We held about five or six club trials a year and nationals there in 1974 and 1976. We worked on the sections for the world round, each time clearing out more and more areas. I had so much help from the members of the club. We wanted to donate the proceeds to charity. My cousin was the one who suggested the Multiple Sclerosis Society. We ended up donating $4,000 to them. “We knew there would be a good crowd turning out but did not really know how many. They had to close Route 14 in both directions, and the State Police sent up a helicopter to try to figure out what was happening! “One day, when we were clearing brush and getting everything ready, I saw Jim Ellis doing something up in the top of the waterfall sections. Then I saw he had a wire brush. He actually spent all this time scrubbing all of the lines in the water. He did all the sections. His idea was he wanted everyone to have an equal chance at it. He did not want the first riders out to be at a disadvantage as the section scrubbers, so he worked his butt off scrubbing every section. Autumn 2021 • Classic Trial Magazine

1978 USA • Transatlantic

Debbie Evans became the first and only woman ever to ride in the top class of the FIM World Trials Championship, a feat that has yet to be replicated, taking on the tough sections on her Yamaha TY 175.

“You know, I did not really see any sections on the day of the trial; I was just so busy with everything. What I will always remember was this letter I got about a week later. It was from Wiltz Wagner who rode the Senior Class. He said, ‘Jerry, your event was the best trial I have ever ridden’. To have had Wiltz say that to me was really something special. “We didn’t know it at the time, but owners, Rick and Dot Von Gerbig, who owned the restaurant where the reception was held, were having financial problems. They let us use the property just about whenever we wanted. They also had motocross events there, trying anything to make as much as they could. When it was known they had to sell the property, about 25 local families came together to purchase the land and be joint owners. Some of them had dirt bikes and ATVs that they rode there for a place for them to enjoy. That was the end of the motorsport park. It’s now called Mill Hill Manor.”

MONUMENT

Ever since the event took place, Young had always wished to see a monument so it would always be remembered. He wanted something placed at the site as a tribute to Schreiber and all riders who took part in the trial or had a hand in

Just missing the points that were only awarded to the top ten was Tom McKinney III (Montesa-USA).

making it happen. After the owners granted permission, he created, using his own money, a four-foot-tall, 1/4” thick steel three-sided monument. He wanted it to be higher (about eight feet) but was told by the landowner who gave permission that it would be too tall. Using a torch, he carved out words and two different design emblems of the Pennsylvania Trials Riders on two sides — one side pays tribute to the 1974, ’76, and ’78 US National Championship rounds; the other to the FIM World Championship. The detail is incredible. The third side features laminated photos of the trial, the complete results of all classes, and a dedication tribute written by Jim Ellis. One interesting result listed is that of the third-place finisher in the Sportsmen Class, Joseph Raga. For a time, he lived in Rhode Island and was a member of The Rhode Island Trials Club. Joseph would be more well-known some 20 years later as the father of someone called Adam! The monument was placed at the site in 2018 with the help of two PTR club members, Craig Parker, who had the tools and equipment to assemble the three sides, and Frank Watson, who had the truck necessary to transport and

Blue riding overalls were the order of the day for Don Sweet (Montesa-USA).

Classic Trial Magazine • Autumn 2021

place the monument at the site. Young continues to improve and make modifications to the monument, which is 20 feet off the road, so it is easily seen and accessible (GPS location Latitude: 41.5751 Longitude: -76.9082).

THE FUTURE

Jerry Young: “I have a lot of ideas. I want at some point to have a dedication at the site, with those of us who are still left who were involved. I want to try to have Bernie Schreiber come if that would be possible. I also want to get in touch with the department of tourism to see if there is a flyer/brochure/pamphlet that I could make to have at these places, such as local rest stops. It would be three-sided, just as the monument is. “When you think about what is there to do in Williamsport? Well, we have a lot of things. For example, there is The Little League World Series, and you see these fliers about that. Well, we put on a World Championship, so I think it would be a really good point of interest to see the monument. I want people to know what took place there so that it won’t be forgotten.” Thanks to the efforts of Jerry Young, the most significant Wagner Cup in history will always be remembered.

Jerry Young, the event coordinator, held about five or six club trials a year and nationals at Roaring Branch Motorsport Park in Roaring Branch, Pennsylvania, USA in 1974 and 1976.

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Autumn 2021 • Classic Trial Magazine

THE LEVEN VALLEY TWO DAY TRIAL 2021 25th/26th SEPTEMBER – KINLOCHLEVEN ARGYLL KINLOCHLEVEN & DISTRICT MOTORCYCLE CLUB

Steve Robson (Montesa) Winner - 2019 Leven Valley Two Day Trial

IT’S ALL SYSTEMS GO FOR 2021 It’s good news from the enthusiastic Kinlochleven & District MCC who have made the positive decision to run the 2021 Leven Valley Two Day Trial on the on 25th and 26th September. Please keep watching the club website for any updates and information on the 2021 event which will be continuing to be released during the following months. Events such as this require support from many people and organisations. For more information on the 2021 trial or if you wish to become an observer or sponsor of the Leven Valley 2 Day Trial please go to the website.

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Classic Trial Magazine • Autumn 2021

Sport • Classic Meeting

CIRCUIT DE SPA-FRANCORCHAMPS

BELGIUM BIKERS As the lockdown restrictions began to ease, it was time for a new form of reality to push through. Trials competitions had restarted, and it was time to visit the magnificent Spa-Francorchamps race circuit in the Ardennes region of Belgium to participate in the Bikers Classic Trial. Unfortunately, in Belgium, the situation has been particularly serious, and it wasn’t until the final authorisations were received at the very last minute that the Bikers Classic weekend was allowed to go ahead, although this would be without the general public attending. It was particularly sad as 2021 is also the 100th anniversary of the legendary circuit. The event is organised by DG Sport, who engaged Fred Mohring of the legendary Lejeune family to create a testing event. The course itself was two laps of 14 sections laid out around the infield and outer track, with all the familiar challenges we had been so missing; rocks, roots, mud, ruts, climbs and descents awaited our pleasure. Words: Matt Heppleston • Pictures: Maxine Lejeune Matt Heppleston (Yamaha)

Eddy Lejeune (Montesa-Honda)

Autumn 2021 • Classic Trial Magazine

Classic Meeting • Spa

Florent Mohring (Honda)

DAY ONE

Saturday’s weather was a mixture of sunshine and clouds, but, happily, rain was not in the forecast. The sections were challenging but safe. The early dismal weather ensured the land was in absolutely prime condition for a trial where a gentle throttle hand and the ability to find grip would be at a premium. The inter-section routes are quite long and, with a small entry of around 80 riders, ensured that queues at sections were almost non-existent. A couple of laps may not seem very much, but the sections deteriorated quite rapidly as tree roots became exposed and mud was dragged onto the rocks. This meant a thorough second inspection was required, and, in many cases, a different line was a better option. All in all, it took around 5½ hours to complete the day. Some of the sections were located next to the circuit itself, where you could watch a large and varied collection of classic race motorcycles howl around the circuit in the background. These ranged from big Japanese racers from the early 2000s back through time to the screaming two-stroke TZ Yamahas, to the ’70s Rob North Trident – my absolute favourite sound – to even early racers such as the 7R and Manx Nortons. Something special indeed! By the end of the day, a few of my less-used muscles in my legs were ready for a rest as they saw plenty of dabbing action, and it was time for a well-earned beer before heading home for the night.

Classic Trial Magazine • Autumn 2021

Fred Crosset (Seeley Honda)

DAY TWO

For Sunday, the weather forecast was less promising, with heavy rain threatening in the afternoon. So it was time to get a move on as the sections definitely did not need more rain. Fred informed us that there were four completely new sections, and half a dozen others had been modified to take the expected weather into account. He also announced that there would be a one-hour break for lunch, and there was a special event foreseen for all who returned to the start, but more of that later. The modified sections were actually easier versions of Saturday’s, and it was obvious from the scores that a few had struggled, so it was a pleasant surprise. The new sections were replacements for the sections where exposed roots had become a problem. They had already been marked out prior to the event, so, as you can see, an experienced clerk of the course really understands how sections evolve. The new sections were a varied bunch with swoops up and down bankings, and for sections 13 and 14, a good old-fashioned double-sub straight up a slippery mud slot with a couple of steps for good measure. It was here on the first lap that I watched someone on a Montesa-Honda 200 glide up the slot using very few revs, climbing so slowly up a step that I swear with a couple of rpm less, he would have stalled it. Total mastery from a rider, who was none other than three times FIM World Champion Eddy Lejeune, who was not competing but using a borrowed machine to give a mobile masterclass to us all. As I finished my first lap at around 11.45am, it was time to refuel both rider and machine and exchange punch cards.

Christian Thibaut (Norton)

Sport • Classic Meeting

Michael Andersen (SWM)

BIKERS CLASSIC TRIAL 2021

CIRCUIT DE SPA-FRANCORCHAMPS, BELGIUM

Eric Lejeune (Honda)

RACE TRACK TIME

Back at the start, the surprise was revealed. As part of the overall organisation of the event, DG Sports offered the opportunity for riders to do one lap of the entire F1 circuit during the lunch break. As a once-in-a-lifetime experience, I was certainly up for it. We crossed to the paddock and were led through the garages onto the pit lane, which ends just after the La Source hairpin. I have to say the road racers looked a little concerned that the muddy trials machines were going to shed all around the track! The first experience was dropping down to Eau Rouge and up through Raidillon before the endless climb of the Kemmel straight. It was a nerve-racking experience of opening a lean-tuned trials machine up such a climb as I most certainly did not want a seizure! Happily, our speed was kept in check by a pace car. Riding the circuit allows you to feel the steepness of the climbs and how it feels to go through the two left-handers of Double Gauche all the way down to Blanchimont. All too soon, I guess ten to fifteen minutes or so, and we were back at the La Source hairpin, where due to my increased confidence, I braked later than the F1 boys! Okay, I could have got round flat out, I am sure. We were back in the pits, and one of my most surreal experiences on a trials motorcycle was over — at least until the next time, I hope.

LAST LAP

While out on the circuit, you could see more ominous clouds banking up in the distance, and the morning’s gentle breeze had stiffened considerably. Everything was going well, and my scores were finally improving until about four sections from home when the heavens opened in one of those biblical downpour moments, and the temperature fell. No time to hang about, it was a relief to get to the final subs when instantaneously the rain stopped, and the sun started to peek through again! Water was not quite cascading down the gulley, but it reminded me of sections from my youth riding a Yamaha TY175, as I was that day, in South Yorkshire. There was only one thing left to do, and that was sign off with a double clean – not stylish, I grant you, but mission accomplished. The overall expert winner, riding a Seeley Honda, was multi-time Belgium and USA champion Fred Crossett who only dropped 20 marks on the hard course, which was a fine achievement. Another stand-out ride was from my riding partner Michael Andersen, who was riding a Moto SWM supplied 280 model for the first time, and he won the Twin-shocks National class. So, if restrictions allow, make sure you come to the event next year as everyone was missing the British contingent!

PRE-65 NATIONAUX CLASS: 1: SERVAIS Jean-Pol (Villiers 1952) 66; 2: VAN BETSBRUGGE Vincent (BSA 1962) 84; 3: GOURMET Laurent (Motobecane 1957) 86. PRE-65 RANDONNEURS: 1: FIEMS Wim (BSA 1963) 41; 2: COUVELANCE Albert (BSA 1962) 42; 3: DELIGIA Angelo (Motobecane 1957) 63. PRE-78 EXPERTS: 1: FROIDMONT Jordan (Yamaha 1976) 102; 2: SLAMA Gregory (Yamaha 1976) 148. PRE-78 NATIONAUX: 1: HOUDARD Pascal (Yamaha 1979) 29; 2: WEBER Christian (Ossa 1976) 39; 3: POIRIER Regis (Yamaha 1976) 45. PRE-78 RANDONNEURS: 1: VAN VOOREN Paul (Yamaha 1973) 14; 2: PIRLOT Jean-Michel (Montesa 1975) 37; 3: PETITDEMANGE Bruno (Yamaha 1976) 79. BI-AMORTOS EXPERTS: 1: CROSSET Fred (Honda 1985) 20; 2: GERLIER Denis (Honda 1986) 47; 3: HURARD Joel (Honda 1984) 53. BI-AMORTOS NATIONAUX: 1: ANDERSEN Michael (SWM 1983) 40; 2: XEMARD Eric (Fantic 1984) 41; 3: MAURAND Philippe (Fantic 1982) 67. BI-AMORTOS RANDONNEURS: 1: WUYTS Louis (Yamaha 1980) 8; 2: VANDERSCHUREN Charles (Fantic 1982) 17; 3: LEVEAUX Georges (Honda 1982) 33.

Autumn 2021 • Classic Trial Magazine

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ROCKSHOCKS CHAMPIONSHIP

UP AND RUNNING

By the time you read this article, we will have had rounds six and seven of the proposed ten-round 2021 National Rockshocks Classic Trials Championship. Print deadlines have to be met, and so the cut off for the inclusion of the championship meant we could only report up to the halfway point, round five. As the recovery from the pandemic continues, and the road map opens out to allow riders to compete across the country, the championship classes have now been changed to include just six routes. From round four, there were just the three championship classes with a revised structure: Class one, air-cooled mono-shock; Class two, twin-shock; and Class three, British motorcycles. Working better than many had anticipated, the ACU online entry system gives the organisers more information on what level of entry they will be expecting. Words: Classic Trials Media • Pictures: Jaxx Lawson and Miles Duval

Richard Pulman (Montesa)

Robin Foulkes (Yamaha)

Autumn 2021 • Classic Trial Magazine

Rockshocks Championship • Sport

Gary Watson (Bultaco)

One request the organisers have is that riders make sure they have entered the correct class. Unfortunately, it’s difficult to change class and machines, causing problems for both the event organisers and championship collators. However, below are the revised rules for the 2021 championship. Before entering future events, it’s worth checking you are in the correct class for the machine you are riding.

WHAT’S YOUR CLASS?

Class 1: This class will be open to all air-cooled mono-shock machines that were in production before the year 2000. This also includes any air-cooled mono-shock machine that has been converted to a twin-shock, as such machines cannot run against genuine twin-shocks. Eligibility: The motorcycles should maintain the original silhouette as of the date of manufacture. Acceptable Modifications: The option to run tubeless tyres, to make minor modifications to the frame, and a choice of carburettors. Unacceptable Modifications: Disc brake conversions unless already fitted. Fork stanchions must not exceed 36mm Ø.

Neil Dawson (Fantic)

Classic Trial Magazine • Autumn 2021

Dave Wardell (BSA)

Class 2: This class is open to later twin-shock machines manufactured up to 1986. Acceptable Modifications: The option to run tubeless rims, to make minor modifications to the frame, a choice of carburettors, cycle parts can be changed as long as they are from the same period. Steering head angle can be moved and the swinging arm length altered. The position of the footrest can also be moved. Unacceptable Modifications: Modified mono-shock trials machines converted to twin-shocks. Air-cooled mono-shock engines. Disc brake conversions. Fork stanchions must not exceed 36mm Ø. Note: SWM Jumbo models fitted with the original 38mm Ø forks are acceptable. Class 3: This class is open to Pre-75 British machines. Replica frames or modified originals are allowed, as are billet yokes, wheel hubs, and front forks with modern internals. This is the format followed by most classic clubs countrywide, and there seems little point in changing that for this series Acceptable Modifications: Tubeless wheel rims, there is no restriction on carburettors. Unacceptable Modifications: Disc brakes and front forks exceeding 35mm Ø.

Grant Adamson (Honda)

Sport • Rockshocks Championship

Stephen Burgess (Yamaha)

CONTENDERS

Darren Walker (Majesty)

We have included the top ten championship positions in each of the six classes, three Clubman and three Expert routes. Not all the rounds count, but already we have some leading contenders for the six championship classes. On the Clubman routes, Martin Gilbert is running away with the series with a clear championship lead. Still, it’s way too early to start thinking about winners on the other two routes, even though some are standing at the top of the championship tables with the most points. On the Expert routes, it’s all still wide open with no one showing a clear advantage. The second half of the championship has events that are generally based in the north of the country, apart from round eight, which is in Steve Saunders country at Breakheart Quarry before the conclusion with round ten at Fell Green Bootle in the Lake District. DAVID CARTER: It’s with sadness we report the sudden death of one of Wales’s most enthusiastic motorcycle trials riders, David Carter of Brawdy, Pembrokeshire, who passed away in August while out practising, aged just 44. David travelled thousands of miles to trials, being from the far west of Wales, and for many years he contested the Welsh Trials Championship, winning several class championships and in later years riding the Kia/Rockshock Twin-Shock Championship which he won in 2015. He leaves a wife Helen and son Charlie. Our deepest sympathy goes to them and the rest of his family and friends.

William Tolson (Fantic)

2021 ROCKSHOCKS CHAMPIONSHIP POSITIONS AFTER FIVE OF THE PROPOSED TEN ROUNDS

CLASS 1, CLUBMAN ROUTE: 1: Stephen Burgess (Yamaha) 80; 2: James Brooker (Yamaha) 64; 3: Keith Burgess (Yamaha) 59; 4: Paul Cook (Montesa) 57; 5: Ian Cheetham (Yamaha) 49; 6: Gary Fleckney 42; 7: Robin Foulkes 32; 8: Michael Clarke 28; 9: Mike Jones 27; 10: Russell Walker 26. CLASS 2, CLUBMAN ROUTE: 1: Martin Gilbert (Fantic) 83; 2: Andrew Williams (Honda) 46; 3: Chris Tolson (Fantic) 44; 4: Mark Butler (Fantic) 39; 5: Darren Walker (Majesty) 37; 6: James Lamin 35; 7: Marcus Faulkner 27; 8: Michael Platts 26; 9: Tim Carter 24; 10: Andrew Walters 21. CLASS 3, PRE-75, CLUBMAN ROUTE: 1: Alistair Haigh (James) 89; 2: Chris Myers (Triumph) 71; 3: Michael Grant (BSA) 67; 4: Ian Myers (Triumph) 50; 5: Tim Woolridge 40; 6: Dave Wardle 36; 7: Darren Phypers 35; 8: Michael Batty 28; 9: Simon Critchley 22; 10: Simon Bown (BSA) 21. CLASS 1, EXPERT ROUTE: 1: Stuart Morewood (Yamaha) 90; 2: Peter Ruscoe (Honda) 75; 3: David Carter (Gas Gas) 65; 4: Thomas Mills (Yamaha) 53; 5: Reece Morewood (Yamaha) 39; 6: Martin Carter 26; 7: Daniel Cole 25; 8: Luke Hora 24; 9: Andrew Paxton 22; 10: Steve Bisby 22. CLASS 2, EXPERT ROUTE: 1: Scott Cameron (Fantic) 86; 2: Mathew Jones (Fantic) 83; 3: William Tolson (Fantic) 47; 4: Paul Jackson (Honda) 36; 5: Darren Wasley (Fantic) 33; 6: Scott Dommet 26; 7: Mark Cameron 25; 8: Andrew Tales 24; 9: Thomas Jackson 23; 10: Mick Thompson 22. CLASS 3, PRE-75 BRITISH, EXPERT ROUTE: 1: Ian Peberdy (BSA) 80; 2: Miles Jones (Triumph) 60; 3: Carl Batty (Villiers) 52; 4: Paul Dennis (Triumph) 49; 5: Tim Blackmore (BSA) 28; 6: Robin Luscombe 27; 7: Phil Wickett 25; 8: Chris Garlick 24; 9: Dave Sherlock 21; 10: Liam Robinson 17.

Autumn 2021 • Classic Trial Magazine

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