Classic Trial Magazine Issue 39 Winter 2021 by Trials Media

MOTORCYCLE • CYCLE • SIDECAR • CLASSIC • COMPETITION • FEATURES

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LEGEND

GILLES BURGAT OLD GOLD

Winter 2021

ISSUE 39 • UK: £6.99

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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

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Advertising Manager Lisa Reeves lisa@trialmag.com Editorial Staff Matthew Heppleston, Heath Brindley, Justyn Norek Snr, Justyn Norek Jnr, Nick Shield and John Moffat. Photographers Barry Robinson, Malcolm Carling, John Shirt Snr, Colin Bullock, Cyrille Barthe, Eric Kitchen, Alan Vines, Toon van de Vliet, Mauri/Fontsere Collection and the Giulio Mauri Copyright, The Nick Nicholls Collection at Mortons Archive, Don Morley, Motorcycle News and Brian Holder. Proof reading Jane Hulme and Davina Brooks Design and Production Dean Cook The Magazine Production Company www.magazineproduction.com Printing: Buxtons Press © 2021 CJ Publishing Ltd. All rights reserved. No part of this publication may be reproduced or transmitted in any form or by any means without the prior written consent of the Publishers. Great care is taken to ensure accuracy in the preparation of this publication, but neither CJ Publishing Ltd or the editor can be held responsible for its contents. The views expressed are those of the contributors and not necessarily those of the Publishers. Trial Magazine is published by: CJ Publishing Limited, registered in England Number: 5947718. Trial Magazine: ISSN: 1753-0040. 4

Front Cover: Gilles Burgat (SWM-FRA) - Picture Credit: Mauri/Fontsere Collection and the Giulio Mauri Copyright Summary Picture: 1971 British Experts: Jack Matthews and Gordon Ruffley (BSA) • Credit: Alan Vines

Winter 2021 • Classic Trial Magazine

Welcome • Classic Trial Magazine

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Classic Trial Magazine 10 Years

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OLD GOLD

FLASHBACK

1981 FIM World Championship Part 2 Gilles Burgat

Gilles Burgat SWM Leven Valley Robregordo

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Montesa Cota 248

1971 Scott BTC British Experts

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News • The world of Classic Trials

PRE-65 SCOTTISH 2022

The organisation of the Edinburgh & District Motor Club 2022 Pre-65’ Scottish Trial’ is now stepping up a gear, as the event looks like it will be able to go ahead on the 29th & 30th April after a two-year enforced break due to the Covid-19 pandemic. Anne Gordon – Secretary Pre-65 Scottish Trial: “We are very much looking forward to welcoming everyone back to our’ Home in the Highlands’ at the end of April 2022. In early September, the committee had their first meeting to pick up where we left off in 2020 and get cracking on getting the 2022 event up and running. We will, of course, keep abreast of any developments concerning any restrictions that may still be in place at the time of the event and make announcements accordingly. “We would like to thank all the riders who have been patiently waiting for their chance to ride in our event and for agreeing to the club holding their entry and payment over for the last two years. We very much appreciate the work that this has saved. These riders have already been contacted a few months ago when we confirmed their place is secure for 2022. The committee intends that all the entrants on the ‘Reserve List’ and who returned their acceptance form be carried forward to 2022, but we will confirm this with them by email. More information on how we move forward will be posted in due course on our website: www.pre65scottish.com.”

CLASSIC DIRT BIKE SHOW 12-13 FEBRUARY 2022

Despite the cancellation of the 2021 Classic Dirt Bike Show, which would have been in September, the organising team at Mortons will be bringing you the 2022 show over the weekend of the 12th and 13th February at the Telford International Centre. The guests of honour will be two superb off-road allround riders, Derrick Edmondson and Arthur Browning. The team at Mortons 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 deliver a show for all to enjoy in February. The Covid-19 pandemic has proved very challenging for show organisers, but we will undoubtedly witness a superb show for everyone. So see you all in February 2022, and be sure to come and see us at Classic Trial Magazine.

ALAN VINES 1943-2021

It’s with a heavy heart that we have to report the recent passing of one of our very good friends, Alan Vines, at the age of 78. John Hulme: “A huge fan and supporter of both Trial Magazine and Classic Trial Magazine, he loved working with me on my many projects with the supply of his outstanding pictures. I have spent many enjoyable hours on the phone where his vast knowledge of motorcycling was always a pleasure to listen to. As he wished, these pictures will still appear as part of the Alan Vines–Yoomee Archive in all our publications, including Motorcycle Retro Replay.” Tony Davis: “It’s quite fitting that John Hulme has used an Alan Vines picture of me. The Davis family were always more than happy to meet and talk with Alan on so many occasions, and, in no doubt, his legacy will live on forever through his superb photographs. A true gentleman who will be sadly missed.”

Winter 2021 • Classic Trial Magazine

WHEN THE GOING GETS TOUGH!

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Celebration • Classic Trial Magazine

A CLASSIC DECADE

THANK YOU I am very proud to say that we have now hit the ten-year anniversary of producing Classic Trial Magazine with our Winter 2021 edition number 39, an achievement to celebrate! I would like to thank everyone who has in any way contributed to the success of Classic Trial Magazine. Thank you, John Hulme.

Winter 2021 • Classic Trial Magazine

Classic Trial Magazine • Celebration

Classic Trial Magazine • Winter 2021

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Winter 2021 • Classic Trial Magazine

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Winter 2021 • Classic Trial Magazine

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Classic Trial Magazine • Winter 2021

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Trials Guru • John Moffat

TRIALS GURU

WELCOME BACK SCOTT

The Trials Guru, John Moffat

Back in January, I received a text from the Scott Trial Clerk of Course, Nathan Stones, requesting a callback. Without further delay, I gave him a ring. He explained that the Scott Trial would be run in October, and a new team, consisting of many former Scott Trial riders, certificate and spoon holders had been formed. Nathan asked if I would be willing to return as their start-field commentator and charity auctioneer. I gave it some immediate thought and said: “Right, you’re on!” Words: John Moffat • Pictures: Barry Watson and Trials Media

t was fantastic getting back to Swaledale after such a lengthy period of absence caused by the pandemic, and it was great to meet up with so many friends, old and new, before the official start at 09:00 hours on ‘Scott Saturday’. On the Friday, I also gave a hand to Scott Trial secretary, Ken Wallis, whose family farms the land that the start field is situated. Come lunchtime, his lovely wife, Chris, arrived with a supply of fish and chips for the gang, 18

Barry Robinson, John Moffat and Eric Kitchen

and we all tucked in – boy, they were good! The silence proved that these were exemplary fish suppers from this part of the world. Also present were the doyens of trials photography, Cumbria’s Eric Kitchen and Yorkshire’s Barry Robinson, who was just a few days shy of his 90th birthday. These two young lads must have taken millions of photos over the years, and they are still so enthusiastic about the sport as ever, encouraging others to become involved, which John Hulme will endorse. Once they

start getting camera-technical, though, I switch off; far too complicated for me! The trial itself was another enormous success, the going was dry and fast, and for once, you could see as far as Bedale and way across the moors. One could not have asked for a better day to run the Scott. At the auction on the Saturday evening at Richmond School, we managed to raise over £4,800 for the Scott Charities, a perfect end to a perfect weekend – ‘LONG LIVE THE SCOTT!’ Winter 2021 • Classic Trial Magazine

TRIAL LUBRICATION JUST REACHED A WHOLE NEW STANDARD

International • 1981 FIM WTC: Part Two

1981 FIM WTC: PART TWO

A NEW GENERATION:

GILLES BURGAT

Paddock: Winner, Gilles Burgat

Would you believe that in 2021, Gilles Burgat (SWM-FRA), at 19 years old, remains the youngest rider ever to win an FIM World Trials Championship? The French rider had had a stunning season, taking the world title with three individual round wins, winning the Scottish Six Days Trial – the first Frenchman to do so – topped by retaining his French national title for the second year running. He also became the first rider to win the world championship on an Italian machine, breaking the domination for so many years of Spanish machines. The welldeveloped Rotax engined SWM started a new generation of machines to keep the world title away from Spain until the great Jordi Tarres gave Gas Gas its first world title in 1993. As the world championship changed with the introduction of the new style of riding with the Pivot Turn and Bunny-Hop, now familiar phrases, new rules would soon be enforced over the coming years allowing the opportunity to stop in the sections and move sidewards without being penalised. In 1981, remaining loyal to the Spanish manufacturers, the 1980 world champion Ulf Karlson on the Montesa finished as the runner-up with two round wins. Finland’s ‘Cool’ iceman Yrjo Vesterinen, a three-time world champion from 1976–1978, won two rounds on the Bultaco. These two manufacturers were in tough financial times, and, in truth, the machines were heavy and outdated, as both SWM and then Fantic started to become a significant force to be reckoned with. Words: Yoomee • Pictures: Eric Kitchen, Mauri/Fontsere Collection and the Giulio Mauri Copyright, Toon Van De Vliet, Matt Liberatore, Yoomee Archive and Piero Kuciukian Thanks to the Guardian of Trials, Charly Demathieu, for the results

Winter 2021 • Classic Trial Magazine

1981 FIM WTC: Part Two • International

Paddock: Czech Republic New Machines

Paddock: Ulf Karlson (Second)

Paddock: Germany — Caught on camera, Michel d’Awans

As the expected world championship challenge from 1979 winner American Bernie Schreiber and the new Italjet disappeared in the depths of development, at the cutting edge of the sport, a familiar name from Belgium was coming in under the radar armed with a new four-stroke machine from Honda in Japan. Inheriting the machines from Great Britain’s Rob Shepherd, who had left Honda, Eddy Lejeune, the middle of three brothers, showed his potential with two early-season wins. Encouraged by his great father, Jean ‘Pepe’ and older brother, Jean Marie, the potential to become a very talented rider was obvious to all who watched him ride the four-stroke. Despite missing several rounds due to a knee injury, Manuel Soler had his best year yet, taking two wins on his way to fifth overall on the Montesa. Ossa had introduced the new 350 yellow ‘gripper’ model in 1980 as ‘The’ machine to save the ailing Spanish manufacturer, and Toni Gorgot gave it a moment of glory with the sole world round win in Italy.

EVOLUTION

Paddock: Yrjo Vesterinen (Third)

Classic Trial Magazine • Winter 2021

Along with the new style of machines and riding styles, the all-important rubber tyres were being developed and evolved at an alarming rate to suit the new riding technique. Both Dunlop, with the ‘Trials Champion’, and Pirelli with the ‘CR’ tyres had led the way, but in late 1979 Michelin started working on a development programme with a new trials tyre. Thus, the era of the new aptly named ‘Sticky’ tyres had begun in earnest. As Yrjo Vesterinen became the first foreign rider to win the Scottish Six Days Trial, also a first for Montesa, on Michelin rubber in 1980, Sweden’s Ulf

Paddock: USA Schreiber

Karlson and Montesa held the bragging rights in the FIM World Trials Championship for Pirelli tyres. Both Pirelli and Michelin became the place to be in the trials paddock. Their presence left riders deciding for ultimate grip at each event. As 1981 closed, in the winner’s circle with the Scottish Six Days and FIM World Trials Championship titles were Michelin with their new star assets French rider Gilles Burgat and the Italian SWM.

Paddock: USA SWM

International • 1981 FIM WTC: Part Two

ROUND SEVEN: AUSTRIA

SWEET SOLER Pictures: Mauri/Fontsere Collection and the Giulio Mauri Copyright Yoomee Archive and Piero Kuciukian

Yrjo Vesterinen (Bultaco-FIN)

CMY

Jaime Subira (Fantic-ESP)

Martin Lampkin (SWM-GBR)

After missing the last two rounds with his ongoing knee injury, Manuel Soler came back with a bang to win in Austria on the Montesa. Three laps of 16 sections witnessed a battle for victory between the older guard of four riders, who would keep the young guns at bay. The fight for victory could have gone either way, but it was Soler who came out on top, as the championship leader Eddy Lejeune failed to finish on the Honda. Spanish machines took the top three positions, but it is worth noting that Italian machines led the following positions. The development 240 Fantic, in the hands of Jaime Subira, was getting better at every event, missing the win by just two marks. With a non-scoring ride from Lejeune, Ulf Karlson moved to the head of the championship by just two points, followed by Burgat, who was now just six points off the championship lead. Under the Austrian sunshine, these three riders had managed to pull away from the rest of the riders in the championship, with Toni Gorgot on the yellow Ossa a distant fourth on 43 points. The championship would now leave Europe for the good old USA; would Schreiber stage a fightback on home soil?.

ROUND 7: SPITAL AM SEMMERING, AUSTRIA 31/05/1981. ENTRY: 68

Eddy Lejeune (Honda-BEL)

RESULTS: 1: Manuel Soler (Montesa-ESP) 40; 2: Ulf Karlson (Montesa-SWE) 42; 3: Yrjo Vesterinen (Bultaco-FIN) 42; 4: Jaime Subira (Fantic-ESP) 42; 5: Gilles Burgat (SWM-FRA) 52; 6: Bernie Schreiber (Italjet-USA) 55; 7: Toni Gorgot (Ossa-ESP) 55; 8: Malcolm Rathmell (Montesa-GBR) 60; 9: Christian Desnoyers (SWM-FRA) 63; 10: Charles Coutard (Montesa-FRA) 65; 11: Martin Lampkin (SWM-GBR) 68; 12: Danilo Galeazzi (SWM-ITA) 75; 13: Timo Rysey (Bultaco-FIN) 79; 14: Xavier Miquel (Fantic-ESP) 80; 15: Pedro Olle (MontesaESP) 82.

Winter 2021 • Classic Trial Magazine

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International • 1981 FIM WTC: Part Two

ROUND EIGHT: USA

BURGAT’S BACK

‘Gilles Burgat was back winning’ was the headline, but here we talk a look at the event from another angle. In 1981 full manufacturers’ factory-supplied machines were very much the talk of any world round paddock. Our good friend in the USA, Matt Liberatore, tells the event’s story, focusing on the 1981 Montesa Team and its machines. Words: Matt Liberatore • Pictures: Matt Liberatore - Mauri/Fontsere Collection and the Giulio Mauri Copyright

It was a warm welcome for the world championship riders in America.

On his way to becoming the youngest ever FIM World Trials Champion at 19, a record still held today: Gilles Burgat from France.

Winter 2021 • Classic Trial Magazine

1981 FIM WTC: Part Two • International

With Gilles Burgat holding the handlebars SWM were on target for the world title, the first for an Italian motorcycle manufacturer.

When attending a round of the FIM World Trials Championship, one of the primary priorities of any trials’ anorak has always been to head straight to the paddock to check out the machines of the top riders. After all, who doesn’t want to look over the tricked-out machines noting all the details while trying to spot anything possible that may not be standard!

PADDOCK

These days, the more production-based factory machines in the paddocks are special, beautiful models loaded with attention to detail. Yet, when thinking back over the years, to see the machines that come to mind as arguably the best looking of all, we might have to go to the factory Montesa machines in 1981. They were nothing like the one-off factory four-stroke Hondas of Eddy Lejeune, of course. Still, I remember very well when US Montesa importer Larry Wise of Cosmopolitan Motors opened up the back door of their truck at Watkins Glen, NY, for round eight of the WTC in June 1981. Unveiling the machines of World Champion Ulf Karlson, Manuel Soler, Malcolm Rathmell and Charles Coutard, the combination of the new-for-1981 colour scheme on the ‘White Wonder’ Montesa with the red frame, white tank and mudguards really set them apart from the previous season’s black frames and red fuel tanks that were drab by comparison. However, what also set the machines apart was how specialised they were. The Montesas were in stark contrast to other machines such as the factory SWMs of Gilles Burgat, Christian Desnoyers, Martin Lampkin, and Danilo Galeazzi that outwardly appeared much more standard.

Coutard’s Montesa used a production kick-start lever.

Classic Trial Magazine • Winter 2021

Charles Coutard made it a one-two for French riders in America.

Yrjo Vesterinen was the only true world championship contender still riding for Bultaco.

International • 1981 FIM WTC: Part Two

Spain’s Jaime Subira was a superb fourth on the new 240 Fantic.

‘Vesty’ was riding well, but inconsistent results would keep him away from another FIM world championship title.

FULL FACTORY

In typical fashion, these factory Cotas featured improvements that would become standard on the following season’s production models. Mainly the curved swingarm with altered shock mount locations and the newly designed, longer kickstart lever, with the only exception being Coutard’s, which had a production lever. The works models were also very personalised. For instance, except for Soler’s machine, they all had very special rear shock absorbers made by White Power (the name later changed to ‘WP’ to ensure no one thought the name had any racial implications). The long-time Bultaco rider was using not only Betor shocks but front forks as well. They all had Renthal handlebars, although Soler’s did not use a cross brace while Rathmell’s were painted red, along with the Marzocchi-type forward bar-mount triple clamps with the familiar single pinch bolts on the outside. Like Soler, Rathmell also used a steel tubular fork brace instead of the flat aluminium ones. Soler’s front mudguard was cut down on the sides to keep it clear from mud or debris build-up. Rathmell’s machine had the brake and gear change levers reversed for righthand-side use. Only his and Coutard’s machine had the footrests painted red, along with the frame, and both appeared to have noticeably different mount locations.

Ulf Karlson’s 1981 Montesa Cota 349.

Note on Ulf Karlson’s Montesa: the chain adjuster is as far forward as possible to shorten the wheelbase.

Winter 2021 • Classic Trial Magazine

1981 FIM WTC: Part Two • International

Belgium’s Eddy Lejeune on the four-stroke Honda.

MIGUEL CIRERA

Interestingly enough, according to Miguel Cirera – Montesa Trial Team Manager and exfactory rider, these machines were not as special compared to production as the previous year’s, which used a small batch of one-off frames. The backbone of those special frames had been lowered and had flat plates instead of the standard tubing at the footrest area, thus reducing the width between the footrests. Because of the lowered frames, the 1980 works machines also had modified seat-tank units, which were shortened by removing the seat base area from the tank unit. The seats were then formed differently with special bases that sat directly on top of the rear mudguard, providing a much lower seat height. They also had narrower triple clamps and a mixture of special and modified stock parts. These 1981 works models were based on the new production frame dimensions because the extra width between the footrests offered a more stable riding platform. Yrjo Vesterinen had used wider footrests on his factory Cota the previous year. Cirera also said none of the machines used primary chains as rumoured over the years; they had used standard primary gear drives. The engine Ulf Karlson used was specially prepared by Holland’s Montesa importer Wim Suilker, who was also his mechanic for several years. Without paint as the previous season, the cylinder featured an extra transfer port, making for a smoother, less abrupt power delivery which Karlson preferred, being one of best ever riders in slippery, muddy conditions because of his superior throttle control. By this point of the season Bernie Schreiber’s Italjet was very good.

Classic Trial Magazine • Winter 2021

Danilo Galeazzi (SWM-ITA) was very instrumental in the success of Burgat in 1981.

1981

The 1981 Montesa team began with a promising season with Ulf Karlson as the reigning World Champion and Soler’s great opening-round victory at his home event in Spain. However, although the team arrived at Watkins Glen fresh off first and second-place finishes, Soler and Karlson, at the previous round in Austria, overall, the performance from the strong but old-school Montesa team did not quite meet expectations. The riders were approaching the twilight of their careers, and the sport was entering the trick riding era of the younger riders. Although the Montesa team won the coveted FIM Manufacturers’ World Championship title in 1981, the season was known for the beginning of much tighter turns in sections requiring the riders to not only use the floating turn — introduced and perfected by the 1979 World Champion Bernie Schreiber — but also frequent use of the clutch along with front-wheel hop combinations which Gilles Burgat was able to use so effectively throughout the season.

International • 1981 FIM WTC: Part Two

The factory Cotas featured improvements that would become standard on the following season’s production models, including the curved swingarm with altered shock mount locations.

As with Karlson’s Montesa, Soler ran the rear wheel chain adjuster as far forward as possible; his machine also uses the new longer kick-start lever.

Rathmell’s Montesa had the brake and gear change levers reversed for right-hand-side use.

FIM Trial World Championship winners for Bultaco from 1975–1979, Yrjo Vesterinen (FIN); Martin Lampkin (GBR) and Bernie Schreiber (USA). The winning years of the Spanish manufacturer were over by 1981.

the first in Great Britain, but the second would be his last WTC career victory at his home event in Sweden. Rathmell took his final WTC career podium earlier in the year at his home round in Bainbridge, and his eighth placing in the previous Austrian round would be his last points of the season. Finishing twelfth in New York, he would not ride the final four rounds when the championship resumed in September following the summer break, and he finished the season eleventh.

MARTIN LAMPKIN CRASH

Curt Comer won the USA National Championship round on this Montesa which was held together with the World Championship event, as Schreiber was only entered in the World Championship Class.

WATKINS GLEN

The conditions at Watkins Glen on June 14, 1981, were difficult. The riders faced the typical hot, humid summer weather in the eastern USA, and the sections were not easy with some challenging, slippery waterfall sections. Coutard was on fantastic form, but first place went to his countryman Burgat by virtue of having three more cleans in the tie-break rule after they both finished with 47 marks lost. Coutard’s only other podium finish that year was third in France as he ended up in seventh place overall. Soler couldn’t repeat his performance in Austria, and he was placed tenth at Watkins Glen. It is interesting to note that although known more as a Bultaco rider, this second year with the Montesa was the best of his career. Manuel Soler achieved only one WTC victory with Bultaco, Finland, in 1979, yet he had three wins in 1981 on the Montesa, including the last in Germany to finish in fifth place in the championship. 1980 World Champion Ulf Karlson took fifth in New York and would end the season as runner up, losing his title to Burgat. He had two wins, four podiums,

The whole event was overshadowed by Great Britain’s Martin Lampkin suffering a huge crash on the third section. It was a steep climb up a narrow rocky outcrop before a right turn on a ledge. Martin caught his handlebars in his clothing as he turned and toppled off the ledge, falling 15 feet into a ravine with the SWM landing on top of him, knocking out some teeth, breaking some ribs and his sternum (breast-bone). Struggling to breathe, the medics supported him before he was moved to the hospital at Watkins Glen. His close friend Malcolm Rathmell stayed behind after the event before he was flown home. He would be away from the sport for some months but successfully returned to the world championship later in the year.

ROUND 8: WATKINS GLEN, USA 14/06/1981. ENTRY: 18

RESULTS: 1: Gilles Burgat (SWM-FRA) 47; 2: Charles Coutard (Montesa-FRA) 47; 3: Yrjo Vesterinen (Bultaco-FIN) 57; 4: Jamie Subira (Fantic-ESP) 58; 5: Ulf Karlson (Montesa-SWE) 62; 6: Eddy Lejeune (Honda-BEL) 62; 7: Danilo Galeazzi (SWM-ITA) 68; 8: Bernie Schreiber (Italjet-USA) 71; 9: Toni Gorgot (Ossa-ESP) 74; 10: Manuel Soler (Montesa-ESP) 78; 11: Christian Desnoyers (SWM-FRA) 88; 12: Malcolm Rathmell (Montesa-GBR) 97; 13: Curt Comer Jnr (Montesa-USA) 103; 14: Jean Marie Lejeune (Montesa-BEL) 123; 15: Jack Stites (SWM-USA) 158. Comer won the USA National Championship round, which was held together with the World Championship event, as Schreiber was only entered in the World Championship Class. Comer would go on to win the 1981 USA National Trials Championship.

Winter 2021 • Classic Trial Magazine

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International • 1981 FIM WTC: Part Two

ROUND EIGHT: USA

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

POSTER

BREATHLESS

GOING UP

ICEMAN

ON THE EDGE

LET’S PARTY

PADDOCK

Winter 2021 • Classic Trial Magazine

1981 FIM WTC: Part Two • International

SHOWER TIME

SLIPPERY

PHOTOGRAPHER KUCIUKIAN

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WELCOME

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International • 1981 FIM WTC: Part Two

Manuel Soler (Montesa-ESP)

Ulf Karlson (Montesa-SWE)

ROUND NINE: FINLAND

VESTY VICTORY

Pictures: Mauri/Fontsere Collection and the Giulio Mauri Copyright Yoomee Archive and Piero Kuciukian

Kiyoteru Hattori (Honda-JPN)

In round nine, Finland was a very significant event in the world of motorcycle trials. It was the last world round win for the former FIM champion Yrjo Vesterinen and Bultaco. It was made even better as it was in his home country. In a challenging event contested over two laps of 21 sections, Gilles Burgat was on his case all day, finishing just three marks behind. Carrying on with his winning form from the USA, Burgat was riding with newfound confidence, and it showed with his riding, looking solid all day. In such a hard event, riders such as ‘Vesty’ excelled. Strong determination also worked as three-mark penalties became just as important as recording clean feet-up rides for Manuel Soler and Charles Coutard, with the Montesa riders finishing third and fourth. One rider not looking so confident was Eddy Lejeune on the Honda as finishing seventh dropped him off the top of the Championship table, as Gilles Burgat moved four points clear. The lowscoring ride from Karlson was also costly, as he and Lejeune tied on 64 points each to lie second in the championship. Despite non-scoring points rides, both Nigel Birkett and John Lampkin moved into the top 15 of the trial, John beating his Uncle Martin for the first time in a world round as he finished 18th.

Toni Gorgot (Ossa-ESP)

ROUND 9: ESPOO, FINLAND 08/09/1981. ENTRY: 46

RESULTS: 1: Yrjo Vesterinen (Bultaco-FIN) 89; 2: Gilles Burgat (SWM-FRA) 92; 3: Manuel Soler (Montesa-ESP) 101; 4: Charles Coutard (MontesaFRA) 105; 5: Bernie Schreiber (Italjet-USA) 109; 6: Timo Rysey (Bultaco-FIN) 110; 7: Eddy Lejeune (Honda-BEL) 116; 8: Jaime Subira (Fantic-ESP) 117; 9: Ulf Karlson (Montesa-SWE) 121; 10: Panu Leppo (Bultaco-FIN) 122; 11: Toni Gorgot (Ossa-ESP) 127; 12: Pedro Olle (Montesa-ESP) 127; 13: John Lampkin (SWM-GBR) 139; 14: Nigel Birkett (FanticGBR) 147; 15: Alberto Juvanteny (Ossa-ESP) 147.

Winter 2021 • Classic Trial Magazine

1981 FIM WTC: Part Two • International

Gilles Burgat (SWM-FRA)

Eddy Lejeune (Honda-BEL)

ROUND TEN: SWEDEN

KING KARLSON Pictures: Mauri/Fontsere Collection and the Giulio Mauri Copyright Toon Van De Vliet

A huge winning margin on home soil was the story of the day’s action in Sweden. Ulf Karlson gave it his all to keep his championship hopes alive as Gilles Burgat followed him home. But, as with Vesterinen the week before, this would be the last world round win for the tough hard-riding Swedish rider. Two laps of 15 sections ridden in overcast but dry conditions on the rocky terrain certainly tested the riders. Bernie Schreiber put the Italjet back onto the podium with a fighting third-place finish as Pedro Olle (Montesa-ESP) showed the form he was well known for taking a career-best fourth place. Eddy Lejeune looked much more like his old self in a much better day’s riding, with some strong rides. As the day’s action closed, the title fight became clearer as Gilles Burgat headed Ulf Karlson by a single point. Eddy Lejeune was still in with a shout but needed a good run in the final rounds if he was to take his first title. As Yrjo Vesterinen took the final point in tenth position on the Bultaco to keep him well in the fight for the podium positions in the championship, Japan’s Kiyoteru Hattori made his way into the top 15 on the Honda. But, much to his delight, Martin Lampkin finished three points in front of John in 19th position.

John Lampkin (SWM-GBR)

ROUND 10: ALVANGEN, SWEDEN 13/09/1981: ENTRY: 55

Toni Gorgot (Ossa-ESP)

Classic Trial Magazine • Winter 2021

RESULTS: 1: Ulf Karlson (Montesa-SWE) 25; 2: Gilles Burgat (SWM-FRA) 43; 3: Bernie Schreiber (Italjet-USA) 44; 4: Pedro Olle (Montesa-ESP) 46; 5: Manuel Soler (Montesa-ESP) 50; 6: Eddy Lejeune (Honda-BEL) 50; 7: Toni Gorgot (Ossa-ESP) 52; 8: Jaime Subira (Fantic-ESP) 55; 9: Christian Desnoyers (SWM-FRA) 59; 10: Yrjo Vesterinen (Bultaco-FIN) 60; 11: Charles Coutard (MontesaFRA) 64; 12: Ettore Baldini (Italjet-ITA) 66; 13: Martin Karlsson (Montesa-SWE) 70; 14: Kiyoteru Hattori (Honda-JPN) 70; 15: Danilo Galeazzi (SWM-ITA) 78.

International • 1981 FIM WTC: Part Two

ROUND ELEVEN: CZECH REPUBLIC

BULLSEYE BURGAT Pictures: Mauri/Fontsere Collection and the Giulio Mauri Copyright

Michelin tyre fitting service

Jaime Subira (Fantic-ESP)

Charles Coutard (Montesa-FRA)

Using the new Michelin tyres to his full advantage on the SWM, the very slippery terrain in the Czech Republic suited Gilles Burgat better than the others as he took a decisive step towards the 1981 world title. As Ulf Karlson watched his championship hopes slipping away with a poor (by his high standards) seventh position, Bernie Schreiber started to show his true form with a superb runner-up finish on the vastly improved Italjet. Two laps of 20 sections put the fight for the win in Schreiber’s favour after the opening lap, but a super-confident Burgat used all of his skills to leave the event as the championship leader. Never one to give up a fight, Yrjo Vesterinen took a well-deserved third position finishing ahead of Charles Coutard on the Montesa. 1981 would not be the year of the four-stroke in the hands of Eddy Lejeune, as many had predicted, and a sixth-place finish was not where he wanted to be; he realised the championship was now out of his reach. But, as you would expect on such demanding sections, it brought out the best in Martin Lampkin, who muscled the SWM into eighth position and finished as the only British rider in the top ten points-scoring positions.

Yrjo Vesterinen (Bultaco-FIN)

ROUND 11: RICANY, CZECH REPUBLIC 20/09/1981. ENTRY: 30

RESULTS: 1: Gilles Burgat (SWM-FRA) 76; 2: Bernie Schreiber (Italjet-USA) 81; 3: Yrjo Vesterinen (Bultaco-FIN) 96; 4: Charles Coutard (MontesaFRA) 103; 5: Jaime Subira (Fantic-ESP) 104; 6: Eddy Lejeune (Honda-BEL) 105; 7: Ulf Karlson (MontesaSWE) 108; 8: Martin Lampkin (SWM-GBR) 122; 9: Christian Desnoyers (SWM-FRA) 138; 10: Bernard Cordonnier (Bultaco-BEL) 146; 11: Lars Nordgren (Ossa-SWE) 159; 12: Lars Brask (SWM-SWE) 175; 13: Peter Van Enckevort (Ossa-NED) 175; 14: Jurgen Zoller (Fantic-GER) 183; 15: Kiyoteru Hattori (Honda-JPN) 188.

Winter 2021 • Classic Trial Magazine

International • 1981 FIM WTC: Part Two

Manuel Soler (Montesa-ESP)

Gilles Burgat (SWM-FRA)

ROUND 12: GERMANY

VIVE LE FRANCE Pictures: Mauri/Fontsere Collection and the Giulio Mauri Copyright

It was a jubilant Gilles Burgat who was confirmed as the first-ever French FIM World Trials Champion and a first for an Italian manufacturer with SWM, as second place in Germany was enough to claim the title. Burgat had ridden a very strategic trial to secure the world championship, and he nearly took the win. Still, from totally under the radar, it was the ‘Little Monster’ – alias Manuel Soler – who took what would be his final world round win on the Montesa in a career-best season finish in fifth position. The fight for the runner-up spot was very interesting; just check out how close the points were! The world championship was changing rapidly; 1981 was good, but 1982 promised even more as it was announced that Gilles Burgat would move to Fantic and Bernie Schreiber to SWM as the season closed. After so many good years of fighting for the FIM title, the old school were on their way out of the world championship. These had been good years, but better was about to come.

ROUND 12: GEFREES, GERMANY 27/09/1981. ENTRY: 77

RESULTS: 1: Manuel Soler (Montesa-ESP) 56; 2: Gilles Burgat (SWM-FRA) 60; 3: Yrjo Vesterinen (Bultaco-FIN) 74; 4: Ulf Karlson (Montesa-SWE) 78; 5: Eddy Lejeune (Honda-BEL) 80; 6: Martin Lampkin (SWM-GBR) 90; 7: Timo Rysey (BultacoFIN) 94; 8: Christian Desnoyers (SWM-FRA) 96; 9: Jaime Subira (Fantic-ESP) 96; 10: Pedro Olle (Montesa-ESP) 100; 11: Toni Gorgot (Ossa-ESP) 100; 12: Charles Coutard (Montesa-FRA) 100; 13: Bernie Schreiber (Italjet-USA) 101; 14: Danilo Galeazzi (SWM-ITA) 106; 15: Ettore Baldini (Italjet-ITA) 112.

1981 FIM WORLD TRIALS CHAMPIONSHIP AFTER 12 ROUNDS

POSITIONS: 1: Gilles Burgat (SWM-FRA) 122; 2: Ulf Karlson (Montesa-SWE) 87; 3: Yrjo Vesterinen (Bultaco-FIN) 86; 4: Eddy Lejeune (Honda-BEL) 85; 5: Manuel Soler (Montesa-ESP) 76; 6: Bernie Schreiber (Italjet-USA) 66; 7: Charles Coutard (Montesa-FRA) 52; 8: Toni Gorgot (Ossa-ESP) 49; 9: Jaime Subira (Fantic-ESP) 35; 10: Martin Lampkin (SWM-GBR) 32; 11: Malcolm Rathmell (Montesa-GBR) 28; 12: Christian Desnoyers (SWMFRA) 18; 13: Danilo Galeazzi (SWM-ITA) 17; 14: John Reynolds (Beamish Suzuki-GBR) 12; 15: Timo Rysey (Bultaco-FIN) 10; 16: Pedro Olle (Montesa-ESP) 9; 17: Bernard Cordonnier (Bultaco-BEL) 4; 18: Chris Sutton (Montesa-GBR) 2; 19: Leppo Panu (BultacoFIN) 1; 20: Alberto Juvanteny (Ossa-ESP) 1. MACHINES: Montesa 6; Bultaco 4; SWM 4; Ossa 2; Beamish Suzuki 1; Fantic 1; Honda 1; Italjet 1.

Nigel Birkett (Fantic-GBR)

Ulf Karlson (Montesa-SWE)

NATIONALITIES: Spain 5; Great Britain 4; Finland 3; France 3; Belgium 2; Sweden 1; Italy 1; USA 1.

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Legend • Gilles Burgat

GILLES BURGAT

TAKING FRENCH TRIALS TO THE TOP Before we move on to the legend of trials that is Gilles Burgat, we must note that both Christian Rayer and Charles Coutard had already demonstrated that French riders could be part of the elite trials world in the ‘70s. The only thing missing from this exceptional progress during this decade was finding someone capable of becoming the country’s first World Trials Champion. In 1981, a young man aged 19 would soon change that to become the first French FIM World Trials Champion; he was Gilles Burgat. Accompanied by his father, Pierre, who was always at his side, guided his son on a path to success. Pierre was his manager, closest friend, trainer and financier all rolled into one. The influence of his parents was essential, and it contributed significantly to his success. The story starts on the 16th November 1961 in the town of Albertville in the Haute Savoy region of France, where a young Burgat grew up in a family where the love of sport was always a talking point. Article: Classic Trial Magazine and Thierry Aubert • Pictures: Colin Bullock, Norman Eyre, Toon Van De Vliet, Alan Vines, Gilles Burgat Collection Mauri/Fontsere Collection and the Giulio Mauri Copyright, Eric Kitchen, Jean-Claude Commeat and Solo Moto

Starting to win in 1978.

Young and very happy with life in 1979.

Winter 2021 • Classic Trial Magazine

Gilles Burgat • Legend

1980: His first full year in the FIM World Trials Championship.

Learning all the time: here in 1979 on the 125cc SWM.

t ten years old, Gilles had devoted himself to swimming. He became the Champion of Savoy. However, if you live in Haute Savoy, one thing happens: you learn to ski and walk at the same time. Gilles was no different, and by the time he was 15, he was a great skier, with gold medals in three different age groups. He also loved football and was the Champion of Savoy with his school team. With the pull of this sporting atmosphere, his studies did not interest him much. He ended his education at the end of secondary school because he thought he could do better elsewhere. No matter what new sport he tried, he achieved good results, but he knew natural talent was not enough. You also need to have a strong work ethic and an equally strong mental approach. Very early on, Gilles understood this, and whenever he got his well-deserved results, he remained very modest, no matter what he won. He learned to analyse, observe and therefore progress in an understated – almost British – approach to life.

1981 SSDT: Concentration was needed at all times.

MOPED MAN

When he was 11 years old, his sister, Yannick, had the opportunity to go to Israel whilst Gilles remained at home. To soften this blow, his father bought him a 50cc Peugeot moped, the same as you can see in any French town, and he loved it. A 50cc Yamaha mini-enduro machine quickly replaced it. Gilles followed his father on trail rides around the mountains. Full of competitive spirit, he entered a motorcycle gymkhana at Corbier, which he won, but he was too young to be classified in the results. Charles Coutard presented him with his winners’ trophy and noted this new talent in his mind. At 13 years old, he got a Montesa Cota123 to ride. He quickly moved on to the bigger engined Cota172, which he rode in his first trial, where he finished 40th. To progress, you must learn, and so he enrolled at the famous trials school at Deux Alpes run by Michel Gendre and Guy Totems in France. Both men were very impressed by his natural ability. This was confirmed in 1975 when he had his first victory at Courchevel riding a Montesa Cota 348. It certainly helped when one or two of the organisers turned a blind eye to him riding a larger engine machine than he was allowed, so he continued to enter and win competitions! In 1976 he was introduced to Alain Jeannin. He was well-known in motorcycle trials in the south of France. In 1977 he was asked to join ‘Team Jeannin’ alongside Fred Michaud. He started on the Montesa Cota 247 before moving to the bigger Cota 348. He continued to gain experience, even though he was sometimes excluded from the results sheet for being underage riding an oversized machine. In reality, no one noticed even though he won ten trials during the season, but people with influence were taking note. Classic Trial Magazine • Winter 2021

1981 SSDT: On the tools, looking after the SWM.

Legend • Gilles Burgat

1981 WTC: Very happy to win in the USA.

A RISING STAR

1981 SSDT: Neat and tidy makes a winner.

1981 WTC: The pivot turn in action.

The incredible thing about Gilles’ career in trials is the speed at which he achieved success. Within four years, he was at the pinnacle of the sport. He benefited from the attention of the best riders around him, who recognised his potential. Fellow countryman Charles Coutard contributed to his early career by bringing this precocious talent to the attention of the SWM factory in Italy. In 1978, as Coutard developed the SWM 320 with the arrival of the 125cc model, they needed a future star to promote the machine. He thought of Gilles immediately, who soon acquired one of the new red-and-white machines. The first path for any rider hoping for stardom is the national championship. Along with many other hopeful riders in 1978, the title was decided at a one-round event held at St Christophe in the Creuse region of France. Gilles won from Eric Gouin, and his career was well and truly started. For 1979 Gilles received two 125cc SWM machines prepared by the factory. His parents were able to travel with him to events, and this family support helped him so much. At the beginning of the season, he was beaten by his good friend, the late Mauritius Baret, but he still managed to win the title at Mazan before the final round. As it happened, he was unable to take part in the last round due to a motocross accident. Gilles, as Charles Coutard had done before him, did not devote himself solely to motorcycle trials. In the beginning, he also rode Enduros, but date clashes turned him to motocross. He easily qualified for the French Junior Championship and very quickly won several races. Two rounds before the end of the championship, he was in the lead, but two bad falls forced his destiny to the slower speed of the trials world. He does not give in easily, though, and took part in the Paris–Dakar race in January 1980 on a Yamaha XT500. He was always competitive on two wheels, he held second position before two engine failures, and multiple punctures relegated him to a final 12th place finish.

1981 WTC: Totally focussed on the job in hand – winning.

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Legend • Gilles Burgat

Testing the new Fantic 240 in secret in July 1981.

December 1981, celebrating signing the new Fantic contract for 1982.

A LEARNING YEAR

In 1980 Gilles entered into the elite class in French trials and was in direct competition with the best riders such as Charles Coutard, Christian Desnoyers, Fred Michaud and Adrien Prato. Some pundits could see him in the top half of the championship by the end of the season, but a few would put their money on him being champion in his first year with the big boys. The first round, held at Treves, saw him finish in a poor eighth place – he had just returned from the Paris Dakar and found it difficult to find his rhythm. However, he soon regained his trials form and won four rounds to become a hot favourite for the championship. Charles Coutard really pushed him, but Gilles took the title. People watching him were amazed; they thought that Gilles was going to give a good account of himself in the new class but never imagined he would win it. In the world championship, he took an excellent fifth place in France at St Christophe. He continued his apprenticeship and achieved good results even though he was not always happy with all of his performances but understood that it was all part of the learning process. In the final FIM World Championship positions, he finished 11th, the best French rider.

1982 World Championship action on the 240 Fantic.

With the world’s best indoor riders at Barcelona 1982.

All eyes are on Burgat at the 1983 UK world round at Bainbridge.

1983 SSDT: Enjoying the rocks of Scotland.

Winter 2021 • Classic Trial Magazine

Gilles Burgat • Legend

1984: On the 300 Fantic at the UK world round.

the coffin of his rivals by winning. The championship began at a very cold San Llorenc in Spain under a covering of snow and ice. Burgat was fifth as Manuel Soler became the first Spanish rider to win a Spanish world round on a Spanish machine, the Montesa Cota 349. At a super tough event at Aywaille in Belgium, it was a controversial home victory for Eddy Lejeune on the Honda, but Gilles was still in the hunt with a fifth-place finish. He then crossed the waters of the English Channel for the Irish and English rounds. It would also see the previous year’s world champion, Ulf Karlson, going up to the head of the championship points table with a second and first place as Gilles finished eighth in Ireland and fourth in England. Sharpened by the Scottish Six Days Trial win in May, the breakthrough came when he won two weeks later at his home round in France. Italy would see a victorious Toni Gorgot on the new yellow Ossa took the win with Gilles second. Austria was good to Soler, and Gilles finished in a strong fifth position. At Watkins Glenn in the USA, Gilles finally tasted victory again from Charles Coutard on the most cleans tie decider. The following two Scandinavian rounds in Finland and Sweden resulted in two second places. Then, the Czech round recorded a win, and finally, in Germany, lady luck smiled on the SWM rider as he finished second to claim the title with a 35 points advantage over Ulf Karlson. Finally, in France, the battle raged for the national title with Coutard. It was necessary to wait for the result of the final round in Toussuire for him to write his name in the history books as Champion of France for the second year in succession.

WINNER

As the 1981 season began, everyone was anxious to see the reaction of Charles Coutard on the loss of his national title; would he be re-motivated now he had moved to Montesa, or would Gilles Burgat retain his national title? Gilles was the one under pressure, but no one knew how he would deal with it. In the world rounds, he was expected to progress and maybe hit the top five. The 1981 season was unbelievable because Gilles achieved unimaginable heights, winning the world title and national title and taking victory at the Scottish Six Days Trial. Some said that the new Michelin tyres made it possible, but don’t forget that other riders also had the same tyres. Gilles’ victory came as a result of his confidence; once he knew he could win, there was no reason not to continue! The SWM was well developed, and he also had the technical knowledge to get the best from the Italian machine. The world championshipwinning year of 1981 can be broken down into three parts. The first third of the season found Gilles in second place, but he built on this until he was finally able to put the last nail in

Classic Trial Magazine • Winter 2021

1984: Helping to promote the new 300 Fantic in this brochure picture.

Legend • Gilles Burgat

1985 WTC: Gilles would receive four new TY 350cc Yamaha models for the season and a mechanic-minder.

SCOTTISH SIX DAYS TRIAL

In 1980 Gilles decided to compete in his first Scottish Six Days Trial, an event he had heard so much about. It was a strange new type of event for him, with long distances between sometimes easy sections and the long moor crossings, always against the clock. After a slow start, he just got better as the week progressed to finish 20th. Despite his commitment to the world championship season, he returned in 1981. The British riders had suffered their first defeat the previous year as Finland’s Yrjo Vesterinen became the first foreign winner. All the best riders were there except Eddy Lejeune (BEL), Bernie Schreiber (USA) and Ulf Karlson (SWE), who wanted to focus on the world championship.

1985 SSDT: Prepared and ready for six days of riding.

On the first day, Monday, Gilles was in the lead in front of Martin Lampkin (SWM) and Spain’s Jaime Subira on the Fantic. However, Scottish legend has it that the firstday leader will not win the event. On Tuesday, he slipped to sixth as Charles Coutard took the lead. Wednesday was another long day as Gilles finished fourth, and Lampkin took the lead. On Thursday, the weather was awful with rain and fog. Some sections were cancelled, but this did not bother Gilles as he remained in contention for the win. On Friday, day five, Gilles moved up to third and got closer to Lampkin, who preserved his lead. The final day would be a fight for the victory to be fought out between Martin, Yrjo Vesterinen and himself. Despite the tension, he became the youngest ever six-day winner and demonstrated his ability to resist pressure. He celebrated by jumping in the freezing cold loch in all his riding kit – he was happy! Four titles in four years, including the World Championship with SWM! However, in 1981 the financial situation was very difficult for SWM, and the Burgat family raised the question of Gilles’ future.

1985 SSDT: The mono-shock Yamaha was a superb machine for the event.

Winter 2021 • Classic Trial Magazine

Gilles Burgat • Legend

1985 SSDT: Fifth place was the reward on the Yamaha.

2011: Reunited with the 125cc SWM for a Classic Trial Magazine France test.

FANTIC TIME

The manufacturer’s commercial use of the world title and ‘Scottish’ win was a moneymaker, and other sponsors could also see advantages from his title. Gilles, however, was looking for a new challenge to retain his motivation. He signed for Fantic, which, despite having a superb record in enduros, had only mediocre trials success and a range of smaller capacity models 50, 125 and the 200 that it had produced to date. They still did not have a machine capable of conquering the world. Their development rider was the well-respected Spanish rider Jaime Subira. During the 1981 season, he had developed the new 240 model that had now entered production. Now it only lacked a rider to take it to the challenge of the FIM World Championship. Gilles was certainly that rider, and Fantic would benefit from having the reigning world champion on their new model, an opportunity that SWM had missed entirely. The move was announced in early 1982 as Gilles was under contract with SWM until the 31st December 1981 and was not entirely without risks. Gilles did not go into this agreement with his eyes shut, though. He had secretly tested the Fantic in the summer of 1981 and considered it a good move. The Fantic was a totally new machine and used a new design of engine. It was different from the SWM, which was using the ageing Rotax engine, but the potential was there. With Fantic, Gilles lost his personal sponsors and could only use the Fantic-branded clothing supplied by the Italian manufacturer. The three-year contract at Fantic went well. Classic Trial Magazine • Winter 2021

2006: The 1981 championship winning SWM can be found in the museum at Joel Corroy Motorcycle in France

1982 was undeniably the best year, even if he ultimately lost his world crown despite winning two rounds in France and Poland. He finished third behind Bernie Schreiber by only two points, but the untouchable Eddy Lejeune on the four-stroke Honda beat them both. As he won the French championship for the third consecutive year, the factory promoted him to their number one rider position as more riders arrived at Fantic. Then in 1983, Gilles started to sense the end of his riding career, despite his young age. Injuries started to come his way too often, including a big crash in Scotland when he

hit a sheep on the road, forcing him out of the six-day trial. Though mentally very strong, he started to lose his motivation at the events when he was injured and not physically fit. Beaten by Thierry Michaud on the SWM in France for the national title, he slipped down in the world championship to fourth place. In 1984 this situation was made worse as he was pressured by his employees Fantic to compete whilst injured. His heart was now not really with Fantic — instead of being the undisputed number one rider, other world championship contenders joined him. 45

Legend • Gilles Burgat

2012: Back and riding at the SSDT.

2011: On the front cover for Classic Trial Magazine France.

2019: The love affair with the SSDT continues.

TIME FOR CHANGE

1985 was another year of change; there was to be another challenge. Some contacts were tentatively made to move to Garelli without success as the Italian manufacturer’s new machine was delayed. After trying a monoshock Yamaha TY, Gilles contacted JeanClaude Olivier of Sonauto, the French Yamaha importer, but the problem was trials was not his priority. Some 15 days later, after the initial approach, the decision was reversed, and he had a ride for the season for them. Yamaha got an experienced rider with a great image for little investment. Gilles would receive four new TY 350cc models for the season as well as a mechanic-minder. The team structure was very family orientated which suited Burgat. The first season was a success as he took the runner-up position in the French championship and finished fourth in the world, the highest 46

2012: Enjoying the front cover of Classic Trial Magazine in Scotland.

finishing position for the Japanese machine in the FIM championship. However, in 1986, and now under the guidance of Yamaha Amsterdam, the results were dropping after two seasons on the Japanese machine as he finished 12th in the world. As a result, machine development on the mono-shock Yamaha was over, and with the budget slashed for 1987, he approached Aprilia in Italy. As his fellow French rider Philippe Berlatier left the Italian manufacturer, Burgat was enrolled to compete in the world championship to help develop the riding skills of its younger riders Diego Bosis and David Marchi. Back with his beloved Rotax engine, which had been further developed from his SWM days, he felt much happier. However, his heart was never really in the Aprilia project, and his results did not do justice to his talent. He moved away from world championship competitions.

A CLASSIC LIFE

Today, Gilles Burgat is still working in various business ventures after returning to trials and the Scottish Six Days Trial in 2012. Riding with his friends and enjoying the pleasure of the highlands with no pressure to win, he continues to share the passion every May at the SSDT. He can also be found competing in the very popular classic trials calendar on an SWM. Whenever you meet Gilles, the same good impression with his fellow competitors is still there — intelligent, passionate, always approachable and always willing to have a good time — a true trials gentleman. Classic Trial Magazine would like to thank Thierry Aubert for the original article generation and Gilles for his help in preparing the article and for the photographs from his personal collection. Winter 2021 • Classic Trial Magazine

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

1981 FIM WORLD TRIALS CHAMPION GILLES BURGAT (SWM-FRA) — SWEDEN

1981 FIM WORLD TRIALS CHAMPIONSHIP NIGEL BIRKETT (FANTIC-GBR) — AUSTRIA THE ULTIMATE 200 FANTIC

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

Machine • SWM

1981: SWM

GILLES BURGAT In the first issue of Classic Trial Magazine from Winter 2011, we spoke with our French colleagues about some interesting articles which we could publish. One was the test of the factory ‘Works’ SWM ridden to the 1981 FIM World Trials Championship by Gilles Burgat. Since the limited print run with the first issue, we received frequent requests from readers who missed it. Having access to more information and pictures, we have revisited the article and brought it more up to date. Joel Corroy is a well-known trials enthusiast who owns the off-road shop Trail 70 in Vesoul, France. He is also the creator of a superb museum of classic machines, and this is where we initially found the 1981 Gilles Burgat SWM now resting in all its original glory. Ten years ago, it was our Trial Magazine France test rider, Steph Milachon, who had the privilege to test the machine at Joel Corroy’s practice ground in Luxeil, France, as you will see below. First, we go back to 1977 to learn more about how the 1981 machine was developed into a winner. Words: Steph Milachon, Matt Heppleston, Philippe Mulhauser, Charles Coutard and John Hulme Pictures: Alain Milachon, SWM, Iain Lawrie and Raffaele Gallieni

Gilles Burgat was sponsored by the French drinks company Pernod – say no more!

Winter 2021 • Classic Trial Magazine

SWM • Machine

The Austrian air-cooled rotary disc valve Rotax engine.

This is the 1978 production SWM.

n 1981, when Gilles Burgat became the world champion on his SWM, he could thank his friend Charles Coutard, who was also a factory SWM rider between 1977 and 1980, for developing the machine since its earliest days with the red paint scheme. Coutard was also responsible for bringing Gilles Burgat to the SWM team and, thanks to his talents as a development rider which had entailed endless hours of hard work, Burgat stepped straight onto a machine that he knew he could win on. To learn more about the story, we contacted Charles Coutard to recount the development process that went into making the machine so competitive. Charles Coutard: “When the first red-painted model appeared in 1977, our first modification was to lower and enlarge the footrests. It was followed by lowering the engine in the frame and moving it forward — this allowed the swinging arm mounting points to be lowered as well. The rear suspension was originally too inclined, and the suspension units were too slow. After numerous tests of rear shock absorbers, we opted for Girlings, which were mounted in a more vertical position and were, in my opinion, the best compromise I could achieve. The clutch was always a source of

Italian Giovanni Tosco in 1978 on the early prototype SWM with the bottom frame tubes removed.

Classic Trial Magazine • Winter 2021

problems on these engines, and the best solution was to extend the actuating arm behind the cover and change the composition of the first disc rotor that often stuck and had almost no feeling. “On the engine side, it needed softening at low revs but also to prevent it from becoming loaded after a period of slow running; otherwise, it needed to be ‘cleared out’ before a long climb or big step. This was achieved by using four base gaskets in place of the standard two.” “The first rolling chassis had a nervous front end due to the fact the wheelbase was short, and the engine was too high and rearward mounted in the frame. The front became too light under power, and it was easy to wheelie. The best solution came from fitting a Betor front fork in place of the standard Marzocchi but retaining the Marzocchi yokes. The riding position was improved and corrected to a degree, as the principal fault of the machine was a low front end. Unfortunately for the production bikes, they didn’t listen to our advice on fitting Betor forks, so the steering was always strange “On our machines, we fitted the big enduro drum brake

Charles Coutard in the 1979 SSDT on the SWM.

Machine • SWM

The Rotax engine was the standard 280cc, but it was totally ‘blueprinted’ to ensure its perfect operation.

After numerous tests of rear shock absorbers Girlings were the best option.

The clutch was always a source of problems on the Rotax engines.

which also used the ‘Cush Drive’. It was very practical as the wheel could be removed without disturbing the transmission or brake. This idea was eventually dropped as it was too heavy and not really necessary. We then increased the steering head angle for improved stability. “The main twin-spar frame loop was modified by fitting a stressed aluminium sump guard. This reduced the weight and created more ground clearance. “After all these modifications with the red model, it was well finished but difficult to ride. When the yellow model was introduced, it was more stable, manoeuvrable, solid and, above all, very competitive. Customers finally had a very good machine, but the ultimate version took too long to incorporate all the details; as a result, they suffered commercially against the Fantic. Nevertheless, the later models with a blue frame and alloy swinging arm and, later still, the pre-Jumbo 320cc were excellent machines.”

WINNER

Steph Milachon: “My first surprise was that the winning SWM was exactly as it appeared in magazine photos from the ’80s — the plastics, decals and settings used by Gilles remain unchanged. “Looking over the rolling chassis, I noticed that the original footrests have been changed by 2cm, both down and rearwards, to improve stability. The front mudguard was reshaped and shortened to ensure that mud could escape easily. Standing on the machine, I found it surprisingly comfortable, and I was soon at ease. All the controls fell perfectly to hand thanks to the 5½”-rise Renthal handlebars that Gilles chose, whose form and bend were specially produced to correspond to his height. “The front forks are Betor, fitted into Marzocchi yokes. They felt very hard at the beginning of the test; it made the machine difficult to place accurately. However, after a quick change to a more fluid 10W viscosity oil, they functioned much better throughout the travel. The rear Girling suspension units fulfilled their role. They 56

Gilles chose the 5½”-rise Renthal handlebars, whose form and bend was specially produced for him to correspond to his height.

were set up very supple to start with to absorb the small deflections of typical stream-bed conditions, but they became much harder towards the end of the stroke. The rebound on big steps was excellent, providing a stable platform which made finding grip much easier. “The drum brakes were incredible, even in the superslippery conditions found in Luxeil during the winter. For drum brakes, they were pretty special, being both progressive and powerful. Despite its claimed 90kg weight, this machine was very responsive, with the front being particularly light.” Winter 2021 • Classic Trial Magazine

SWM • Machine

These front forks are Betor, fitted into Marzocchi yokes.

Standing on the machine I found it surprisingly comfortable, and I was soon at ease.

BLUEPRINT

Steph Milachon: “The engine is the standard 280cc, but it is totally ‘blueprinted’ to ensure its perfect operation. Starting is a one-kick affair, which is traditionally on the left side of a Rotax air-cooled engine. The only change is that the compression is increased to have a sharper response. I was really surprised that I was able to attack big steps in third gear with ease despite the slippery conditions at the test venue. On big climbs that were covered in mud, I could really search for grip. Closing the throttle mid-climb to restore traction was no problem as the engine picked back up without any hesitation. The power delivery is very linear and, combined with incredible torque, the motor drives like you would not believe, which is one of the characteristics for which a rotary disc valve Rotax engine is renowned. Due to the passing of time, the clutch needs some work. The rotor material had disintegrated, and a new clutch pack is probably needed. However, I did sense that it was incredibly precise for the time and was just a one-finger operation; it was very light. The original gearbox was fine, but first gear was a very low ratio. “One thing we were unable to try was the special Michelin tyres that were at least in part responsible for elevating Gilles to his title. However, Joel had fitted some new ones, as the time spent in the museum had hardened the originals to the point they were starting to crack. On the subject of tyres, Joel confirmed a rumour that certain top riders used soften tyres by turning them slowly in a bath of trichloroethylene — a banned substance formally used in dry cleaners. “In conclusion, this is a machine that is pretty close to a standard one, with some modifications. The machine was hand-built, with a great deal of time spent in matching parts throughout. At the time, the SWM factory managed to make a machine that was easy to ride with a fabulous engine and a rolling chassis that was close to perfection, with the minor exception of the light front end.”

Thank you to Joel Corroy for letting us ride this winning SWM.

Classic Trial Magazine • Winter 2021 57

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

Leven Valley • Sport

SOUVENIR PROGRAM ME £3

LEVEN VALLEY 2021 A N A LT E R N A T I V E S C O T T I S H

25-26th September 2021

Kinlochleven, Lochaber, Scottish Highlands, PH50 4SF

PHOTO: 2019 WINNER: STEVE ‘BUTCH’

LEVEN VALLEY 2021

Leven Valley Programme 2021.indd

ROBSON (250 MONTESA)

Kinlochlev en & District MCC www.kinlo chlevenmc c.co.uk

CLASSIC SHOWTIME 09/09/2021 16:38

As a trials riding community, everyone missed their annual road trips to Scotland in May for the classic Pre65 Scottish and the modern Six Days Trials, both were cancelled in 2020 and 2021 as the Covid-19 pandemic put a stop to them. Still, with a watching eye on the roadmap out of this dreaded situation, the Kinlochleven & District MCC gauged it correctly so that they could hold their Leven Valley Trial in late September after it too was cancelled in 2020. However, in 2021, following the strict government guidelines, they invited the 250 entered riders to Kinlochleven, Scotland, for two days of enjoyable trials riding. Rain, hail or sunshine, Scotland has a magnetic draw to its mountains and breathtaking scenery, especially if you are a motorcycle trials rider. Article: Trials Media

he organising Kinlochleven & District MCC judged the severity of the 60 sections, 30 to be ridden on each of the two days, ideally to give the riders an enjoyable, competitive level of riding. The 2021 Leven Valley Trial would also welcome to the Highlands their guest of honour and previous winner of the Scottish Six Days Trial (1992, 1993, 1997 and 2000) Isle of Man-based Steve Colley. Still very much a trials rider at heart, ‘Showtime Steve’ can still be found performing his shows at various events around the country on his Honda/Montesa four-stroke Cota 300RR. Keeping to the Japanese machine theme of his sponsors

Classic Trial Magazine • Winter 2021

Steve ‘Showtime’ Colley

Honda UK, he would compete at the Leven Valley Trial on a four-stroke twin-shock Honda TLR provided by Leven Homes owner Martin Murphy. Putting a more modern spin on the event, Steve would also help Scotsman Jamie Reid organise a trials school for the younger riders on the Friday evening. He would also show off his many talents on his own ‘Showtime’ theme on the Saturday night after day one of the Leven Valley Trial. The start area of the trial is on the site of a huge aluminium smelter, which was established in 1904 and powered by a hydroelectric scheme that required them to build a dam in the Blackwater

Valley above the village to provide the water to run it. At the time when the smelting plant was built, it was the largest in Europe. The smelting plant is long gone, but the huge pipes that used to carry the water down to the smelting plant can still be found at the side of one of the most iconic trials sections in the world, ‘Pipeline’, which was used on day one. The small town of Kinlochleven and its community has played a major part in motorcycle trials events in this area close to Fort William, with so many of the hazards used scattered around the surrounding hills and rivers.

Sport • Leven Valley

Neil Dawson (Fantic)

Dan Clarke (Ariel)

SMILE TIME

Steve Colley (Honda)

Gary Macdonald (Triumph)

Day one of the event would start at the Aluminium Works sections just off from the start area in the river, where the hazards would be ridden before the short move up the track to the iconic Pipeline. The organisers, observers, spectators and riders were met by an eerie silence from the huge pipes. They would usually be gurgling with noise carrying the water from the dam at the top down to the works below, but on this occasion, the pipes were closed, having some much-needed maintenance carried out. It was soon ‘Smile Time’ as riders embraced the opportunity to ride Pipeline and, for so many, the dream was fulfilled, much to their obvious pleasure. The early arrivals benefitted most as the queue at the bottom of this long, challenging rock-strewn climb added to the wait for each rider’s turn. At one point, the wait in the queue was close to 45 minutes, but everyone remained patient and followed the excellent hill-marshals’ instructions. Going by the sound of many riders who reached the section ends cards at the top of the hill, it was well worth it. As the damp weather continued, the attempts varied from the flat-out, full-throttle to slower, more methodical approaches. The majority rewarded to record clean, feet-up rides. It was then time for the ride on the track further up from Pipeline to the top of the open moors and the sections under the Blackwater Dam. The ride, and view overlooking the small town of Kinlochleven below, is one to be remembered. But while admiring the scenery, wet areas, with grass hiding in muddy traps, can catch out riders. As the entry began to come off the moor, many tired riders and machines appeared, but most had the smile of an enjoyable day’s riding. With a handful of riders happy to have parted with no marks, it was all to play for on day two.

Calum Murphy (BSA)

Winter 2021 • Classic Trial Magazine

Leven Valley • Sport

Colin Ward (Honda)

Scott Cameron (Fantic)

PAY BACK

As payback for the many hours spent chasing the Scottish Six Days Trial victories and enjoying the Scottish hospitality, it was ‘payback’ time for Steve Colley. He first rode the SSDT in 1989 on a Fantic, finishing in 33rd. In 1990 he finished 13th, also on a Fantic. He then had a fourth-place finish on the Beta in 1991. In 1992 he would take his first win as he outpointed John R Shirt on the Gas Gas. Over the following years, he would win again in 1993 on the Beta before giving Gas Gas their first win in 1997. One of the highlights of his extremely rewarding career was the win in the celebratory year 2000, again on the Gas Gas. Held in the gated old school playground in Kinlochleven, the four-stroke noise was soon echoing around the town as Colley drew the attention of the many admirers as he showed off his two-wheeled skills. It was one of the most wellreceived motorcycle events to have happened over the last few years, and the round of applause at the end from everyone who attended told its own story; they wanted more!

Andrew Brown (Fantic)

Classic Trial Magazine • Winter 2021

Roger Williams (Fantic)

Jimmy Noble (Triumph)

Sport • Leven Valley

James Black (Fantic)

Hanna Vesterinen (BSA)

Robbie Weir (Yamaha)

Ben Hodgson (Honda)

WIDE OPEN

As the second day started, the event was still wide open. Riders, including Neil Dawson (Fantic), Dan Clarke (Ariel), Steve Colley (Honda), local riders Gary MacDonald (Triumph) and Calum Murphy (BSA), Roger Williams (Fantic) and James Noble (Triumph), lost no marks on day one. It was all still to play for. It was so nice to see such a wide variety of machinery, from the lightweight two-stroke machines through to the more stable four-stroke ones, but, as demonstrated, both produced some superb results in the right hands. On day two, the ride up onto the Mamore Road opens up to a wide variety of river hazards and climbs found in abundance on either side of the valley surrounding the old road. This scenic area has been used for many years, and the Mamore Road still plays an important part in the Pre-65 and Scottish Six Days Trials. As the morning turned into afternoon, heavy showers came into the area bringing up the water levels in the many rivers. It was a case of ‘Hit and Hope’ for many riders as they rode in the fast-flowing water blind as to what was below the surface. On many occasions, marks were lost as wayward wheels needed the feet down to correct the direction of the motorcycle. It brings out the best in some riders’ abilities, but for others, it just adds marks to an evergrowing final score. With 60 sections ridden over the two days, it isn’t the severity of the many natural sections that take the marks but the challenging terrain between them. The majority of the retirements at the event came from either machine failure or rider fatigue. Word was soon passing around the finish area as the riders signed off in the Ice Factor Café, that everyone again agreed what a superb event it had been. A handful of riders were also claiming ‘clean’ rides, having passed through all the hazards losing no marks; who had won?

Stephen Murphy (Drayton)

Winter 2021 • Classic Trial Magazine

Leven Valley • Sport

David Coughlan (Triumph)

PRESENTATION

Those riders who remained to attend the eight o’clock awards presentation before travelling home would soon be enjoying the company of the guest of honour, Steve Colley. Many years ago, he was titled ‘Showtime’ by the late Neil Crosswaite, the Sheffield Indoor Trial organiser. As the event’s guest of honour, Steve Colley was welcomed with a strong round of applause, and he did not disappoint, posing with so many people for the ‘Selfie’ with the main man. Steve was quick to acknowledge the invitation to the event, which he endorsed as excellent and thanked the many members of the organising Kinlochleven & District MCC for their skills and the town’s hospitality shown to the trial. As the results were read out, of the five riders who had completed the two days with no marks lost, Steve Colley was one; the smile on his face said it all; he was happy. Making a return to the Highlands for the first time since he last rode a Gas

Daniel Ruscoe (Ossa)

Gas to fifth position and just eight marks off the win in 2005, it was Steve who welcomed Neil Dawson, the oldest of the five riders who had lost no marks, to the stage to take the title and trophy as the winner of the 2021 Leven Valley Trial. The event was officially closed by Martin Murphy of the Kinlochleven & District MCC. All the local landowners, including Jahama Highland Estates, were thanked, as were all the many other people who made this year’s event so special in such challenging times. He also thanked everyone for respecting the ongoing Covid-19 guidelines and the people of Kinlochleven for their warm hospitality in accommodating the event. It was so good to see the trials community pull together to make the event such a tremendous success in such challenging times. Let’s hope we can now return to Scotland in May 2022 for the classic Pre-65 Scottish and the modern Six Days Trials.

2021 LEVEN VALLEY TRIAL (TOP 20) RESULTS: Neil Dawson (Fantic) 0; Dan Clarke (Ariel) 0; Steve Colley (Honda) 0; Gary MacDonald (Triumph) 0; Calum Murphy (BSA) 0; Colin Ward (Honda) 1; Scott Cameron (Fantic) 2; Roger Williams (Fantic) 2; Andrew Brown (Fantic) 3; James Noble (Triumph) 3; Glen Scholey (Honda) 3; James Black (Fantic) 4; Robbie Weir (Yamaha) 4; Gareth Palmer (Bultaco) 5; David Coughlan (Triumph) 6; Mark Curry (BSA) 6; Gary Younghusband (Bultaco) 6; Ben Butterworth (Ariel) 7; Robin Luscombe (BSA) 7; Eddie Aitkin (Fantic) 7.

SPECIAL AWARDS

Gareth Palmer (Bultaco)

Classic Trial Magazine • Winter 2021

BEST BRITSHOCK UP TO 201CC: Calum Murphy (BSA) 0 BEST BRITSHOCK OVER 201CC: Dan Clarke (Ariel) 0 BEST SCOTTISH RIDER: Gary Macdonald (Triumph) 0 BEST LADY RIDER: Hanna Vesterinen (BSA) 72 BEST TWINSHOCK UP TO 201CC: Robbie Weir (Yamaha) 4 BEST TWINSHOCK OVER 201CC: Neil Dawson (Fantic) 0 BEST YOUTH: Ben Hodgson (Honda) 37 BEST HONDA RIDER: Steve Colley (Honda) 0 BEST DRAYTON RIDER: Stephen Murphy 12 BEST ACU RIDER: Steve Colley (Honda) 0 BEST FOREIGN RIDER: David Coughlan (Triumph) 6 BEST OSSA RIDER: Danile Ruscoe 98 BEST BULTACO RIDER: Gareth Palmer 5.

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

/trialsguruworld

Remembering • Robregordo 2021

ROBREGORDO 2021

THE SKY CRIED FOR MANUEL SOLER In the autumn of 2021, the Robregordo International Trial remembered the Spanish ‘Little Monster’, the trials legend Manuel Soler. He had achieved so much in his lengthy trials career, and this event had been organised in honour of its motorcycling hero. They also had the pleasure of having the eight-time Isle of Man TT legend and winner of three Grand Prix in both the 250cc Class (2) 500cc (1), Mick Grant in the entry. During the Covid-19 pandemic, everyone who attended followed the government’s guidelines to protect everyone. Article: J. Alberto Rodríguez B and ‘Fili’

Classic Trial Magazine • Winter 2021

Bertran Martinez (Aprilia-ESP)

Carlos Bosch (Bultaco-ESP)

Robregordo 2021 • Remembering

Carlos Varade (Bultaco-ESP)

n day one, Saturday, the entry enjoyed a day’s action played out under the late autumn sun that made so many of the hazards very easy to ride, with many low scores recorded. However, with the bone-dry hard ground, some areas were not suitable for the organisers to create the severity of the sections they intended to use. Still, the Moto Club Sotobike did an excellent job of re-routing some of the sections, and the riders left very satisfied with their work. It was also recognised with the Green Sport Flag as a sustainable and environmentally-friendly event, which meant competitors of this discipline practised their sport in the natural environment and took care of it without hesitation every time they went out into the mountains.

Diego Urreta (Bultaco-ESP)

Enrique Juanes (Montesa-ESP)

Robin Luscombe (BSA-GBR)

AND THE SKY CRIED FOR MANUEL SOLER Javier Antolin (Fantic-ESP)

In a strange moment that was almost unbelievable, the sky opened up with a huge downpour of rain, leaving many riders wondering if they were tears remembering Manuel Soler. It left riders fighting against the changing elements as the water turned the banks into muddy climbs. Many commented how good it would have been to see Soler in his glory days of winning riding these much more challenging sections with his superb throttle control. Even at the lunch break, the rain continued as the organisers kept riders happy with food and liquid lubrication. Robregordo 2021 was a great event, as it always has been, with well laid out sections and a good route. Unfortunately, for environmental reasons, the route was shorter than usual. Still, with unbeatable organisation and perfect teamwork, the Moto Club Sotobike put on an event that was again enjoyed by everyone who attended.

THE ROBREGORDO 2021 INTERNATIONAL TRIAL

Mick Grant (BSA-GBR)

PRE75: 1: Alberto Selma 1 + 20 = 21; 2: Rafael Asins 6 + 17 = 23; 3: Jose Cosculluela 7 + 28 = 35. YELLOW: 1: Enrique Juanes 3 + 10 = 13 ; 2: Enrique Romero 0 + 28 = 28 ; 3: Martin Gilbert 2 + 28 = 30.

GREEN 1: Robin Luscombe 15 + 35 = 50 ; 2: Roberto Mendibil 12 + 46 = 58 ; 3: Manel Campoy 14 + 44 = 58. BLUE: 1: Diego Urreta 16 + 34 = 50 ; 2: Alberto Moreno 36 + 70 = 106 ; 3: Antonio de Hoyos 62 + 78 = 140.

Winter 2021 • Classic Trial Magazine

Special • Don Smith

MONARCH OF THE GLEN

STAG MK1

Mike Watts with the STAG.

As an enthusiastic schoolboy, a young John Moffat (the author of this article) attended the Scottish Six Days Trial in 1970 for the first time. There was always a buzz of excitement at the opening weigh-in at Edinburgh’s Gorgie Market, with the flurry of activity from riders and mechanics making last-minute changes and adjustments to their machines. One such machine was unveiled to the trials community on 3rd May; it captivated many people that day. Words: John Moffat Trials Guru • Contribution: Mike Watts Photos: Brian Holder, Alan Vines and Yoomee Archive

he Monarch of the Glen is an oil-on-canvas painting of a red deer stag completed in 1851 by the English artist Sir Edwin Landseer. The stag in the painting is classed as a ‘Royal Stag’ due to having 12 points or ‘Tines’ to its antlers. For it to be a ‘Monarch Stag’, it would have had to sport 16 points, so, in reality, it is flawed. That did not stop copies from being sold and advertising budgets spent on the copyright to use the image on shortbread tins the world over. The stag we will describe is somewhat different from the famous piece of art revered since the 1800s, one that was never copied nor produced in numbers for sale. In fact, only one such example ever existed of the STAG MK1, and it still does. 68

Just as we remember him: Don Smith on the STAG, ‘fag’ in the mouth and trying his best in the 1970 SSDT riding up Grey Mare’s Ridge on day two.

Winter 2021 • Classic Trial Magazine

Don Smith • Special

GREEVES – GREAT BRITAIN

Donald Roland Smith, or ‘D.R.’ to his many friends, was a development rider who came to the notice of Thundersley-based Greeves motorcycles in 1960. He switched camps in late 1967 to join the Spanish Montesa trials effort to front the development of their new Cota trials mount. Don Smith had an uneasy relationship with Bert Greeves, and it is safe to say he did not agree with the Greeves strategy to remain faithful to the alloy beam frame design that made the Thundersley products unique. Nevertheless, Smith won the European Trials Championship with Greeves in 1964 and 1967. Smith also won ten consecutive international and British national trials, including the Hoad, Perce Simon, Cotswold Cup, John Douglas, Mitchell and Beggars Roost. Don had, however, tried his best to convince the directors at Greeves to create a new, up-to-date machine; he even offered to do it himself. To his delight, they eventually gave him the go-ahead, but then they pulled their permissions at the very last minute. Feeling rejected, it was the last straw for Smith, so he handed in his resignation. After leaving Greeves, he purchased a production 250cc Bultaco in September 1967 registered as SGH4F and rode it privately in ten events. He gained seven firsts, one second and a hard-fought third. Classic Trial Magazine • Winter 2021

A typical period trials shot from the 1965 SSDT of Don Smith on the Greeves

Special • Don Smith

With the new Montesa Cota 247, Don Smith on the right-hand-side at the 1968 SSDT.

DEFECTION BECKONS

Don Smith was to campaign the Montesa Cota 247 for three seasons, starting with his UK-registered Cota MK1 ‘UMV10F’ from 1968. Securing a third place at the Scottish Six Days and winning the European Trials Championship for them in 1969, he was concerned that he would eventually become frustrated if his ideas were ignored by the Esplugues, Barcelona factory. He had also recognised that the Japanese factories were taking a keen interest in motorcycle trials as a new sales market. Smith understood the politics of the sport and the manufacturers, and given that a new dawn in trials was emerging, he thought carefully about his future in the game. Smith’s decision to wriggle free of his Montesa factory contract was ensured by Don building his own machine, the STAG MK1, in late 1969. It would enable him to keep riding and develop his ideas on his own machine without any factory involvement; he was a free agent. But, unfortunately, his retail business Don Smith Motorcycles Ltd in Winchester Road, Highams Park, Chingford, North East London, which he had founded in 1960, was faltering. Understandably, his fortunes were at a low ebb.

On the production 250cc Bultaco in the John Douglas Trial in October 1967 registered as SGH 4F. He rode privately in ten events.

PERMANYER SA

The motorcycling press had a field day reporting on Smith’s solid results on the model 27 Bultaco Sherpa. When they commented that he was not linked to any factory, it probably spurred on Montesa’s management to invite him to join them to assist in designing and developing their new Cota model. Don decided to contact the then British Montesa importer, John Brise, at Montala Motors Ltd, based at Crayford in Kent. He was not just going to give the benefit of his 15 years of challenging work and experience for free; he wanted a proper contract. It was a case of no fee: no opinion, no advice! He had a test ride on the machine, and Brise asked for Don’s feedback, but before Smith had even finished his first sentence, Brise had his pen and paper ready for notetaking. Smith told him that he must be kidding. Until they had discussed a contract, he was not speaking another word. So a contract was drawn up and signed by both parties. The Montesa Cota was designed to challenge the wellestablished Bultaco Sherpa and was to be a more traditional frame design than the Greeves models (that Smith had campaigned for, for years). It had many modern innovative features such as the one-piece tank and seat unit in glassreinforced plastic, a single downtube tubular cradle frame, and novel features such as a chain lubricator built into the swinging arm. The Cota engine had a softer power delivery than its main rival, the Sherpa. 70

Having won the European Trials Championship for Montesa in 1969, what was going on in the head of ‘D.R.’? Seen here at the SSDT.

Unhappy at Montesa, this is one of the last pictures of him as a supported rider for the Spanish manufacturer at the Cotswold Cup Trial in March 1970.

Prior to number-plate fitting at the SSDT, Don with his good friend Jim Sandiford.

Winter 2021 • Classic Trial Magazine

Don Smith • Special

A quickly detachable light-alloy sump shield was fitted to protect the crankcases, Smith made use of the cavity between the engine and shield to store a spare drive chain.

THE STAG MK1 IS BORN

Built as a development machine to evaluate and promote Smith’s ideas on machine design, the STAG MK1 was registered AYN15H, taxed in January 1970 at the Greater London licencing office as a ‘STAG’, colour blue, and engine size of 247cc. The STAG’s widely spaced twin downtube cradle frame, necessary to accommodate the Montesa motor, which had an offset exhaust port, was plated in matt-finish nickel for a durable finish. It looked resplendent when Smith weighed the machine in for the 1970 Scottish Six Days Trial. It was its first public appearance, on 3rd May. The knowledgeable enthusiasts who surrounded Smith’s machine at Edinburgh’s Gorgie Market noted that the engine was a standard Montesa Cota 247cc unit with the large ‘M’ symbol machined off the outer clutch and ignition casings. The talk of Gorgie Market that day was: “It looks like Don Smith has fallen out with Montesa”.

Looking good on day one, Glen Ogle on the Monday. You can also see the Kennings Motor Group supplied ‘Tyre N Fire’ tyre inflator above the clutch case.

Classic Trial Magazine • Winter 2021

Day two on Ben Nevis late in the day.

FULL SPECIFICATION

But it was not a Montesa they were looking at, far from it. The ever extrovert Smith was keen to show off his handiwork. Front suspension was taken care of by a set of Robin Humphries manufactured REH forks, yokes and front hub, with a matching rear hub of conical design. The Ron Goodfellow-built Saracen of the period also used this setup, as did the motocross version of Pete Edmondson’s Dalesman, which used the same front-end arrangement but used a Puch rear hub assembly. Wheel rims were Dunlop chrome-plated steel components front and rear, fitted with Dunlop Trials Universal tyres, 4.00x18 rear and 2.75x21 front, the standard fitment of that time. It is believed that the fuel tank was a heavily modified and disguised steel Japanese component, possibly from a Honda. It was reshaped at the rear with fibreglass to allow it to match up with the pressed alloy side panels, thus creating a one-piece unit ‘look’ but retaining three separate components. It was complemented by a W.E. Wassell style single padded seat, and light alloy mudguards finished the machine off. The tank and side panels were finished in a dark blue with white infill panels and a gold lining using vinyl lining tape between the blue and the white. It had four tank badges with a gold stag’s head against a dark blue background fixed on each side of the fuel tank and both side panels. On closer inspection, the stag’s head is sporting ten ‘tines’, which is biologically incorrect, as they should have been 12 or 16 times, as mentioned earlier. 71

Special • Don Smith

In the John Douglas Trial in October 1970 on the STAG.

NAME AND LOGO

It would not have bothered DR, after all, it was a name and logo used to disassociate him from the Montesa brand. Drive chain adjustment was taken care of by simple snail cams on the end of the rear spindle, and the Girling four-point adjustable shock absorbers were attached to the swinging arm close to the rear wheel spindle. Smith had fitted a Sammy Miller aluminium chain oiler hidden behind the nearside panel, and a trailing slipper chain tensioner took care of chain tension. The rear brake was cable operated as the Montesa had a right-hand gear change with offside drive. The Montesa Cota 247 of the era had a full-width hub, which allowed for a rod-operated nearside brake. A quickly detachable light-alloy sump shield was fitted to protect the crankcases, and the crafty Smith made use of the cavity between the engine and shield to store a spare drive chain in a sealed polythene bag for the 1970 Scottish. This innovation ensured that the heavy spare chain was carried on the machine in a low position – a sensible idea. A spring-loaded prop stand was fixed onto the nearside of the lower frame, being a requirement of the SSDT regulations. Sadly, the side stand has been lost over the years, but the bracketry remains. The footrests were of the folding type and spring-loaded. Having ridden for West Ham and Hackney speedway teams, it was a feature Smith claimed was his innovation on the Montesa Cota. Folding footrests had already been in use in the sport before they became standard trials equipment! It is believed that Smith was the first to deploy a folding-type footrest in speedway racing for safety, and fitting a spring for trials use ensured that it returned to its original position after flicking up. The unbraced handlebars had the brake and clutch perches welded to the handlebars, reminiscent of what Sammy Miller had on his own Bultaco’s. This saved weight and ensured that the setup never altered in a fall. Docherty steel ball-ended control levers were fitted. The whole package was neat and functional.

This was the first Kawasaki trials machine that Don Smith built, the 450cc. He rode it in the 1972 Mitchell Trial, the only Japanese machine in an entry of 120. It was very shortly after the event shipped to Japan for the engineers to evaluate further.

As always with ‘D.R.’ he gave it 100%.

POWER SOURCE

The engine was standard 247cc Montesa Cota issue, retaining the exceptionally long inlet manifold and breathed through a type 626 Spanish AMAL carburettor. Having ridden for the factory, Smith would have had access to spare engines during his time with the company, so it made sense to use an already proven power unit for the STAG venture. The engine in the STAG MK1 was number stamped when the motorcycle was constructed. It could have been a spare un-numbered engine as factories tended to do that with crankcases that were supplied new to replace damaged components; certainly, the engine does not have the usual Montesa numbering protocol. The original registration book and the current DVLA documents confirm this.

THREE-YEAR CONTRACT

As mentioned, Don Smith used his STAG MK1 to signal the end of his three-year contract with Montesa. However, it is believed that he may have been financially supported with the STAG venture in the 1970 Scottish by Fort William businessman Hugh McDonald, who owned a gents outfitter shop, trading as ‘Alister McDonald’ at 64-66 High Street. It has been confirmed that Smith stayed at McDonald’s house, ‘Failte’, Achintore Road on many occasions and during the 1970 event in particular. He was also transported to the trials start in Hugh’s car that year. The SSDT started and finished in Edinburgh and was centred in Fort William during the bulk of the week. To go a stage further, it may be this Scottish Highland connection that could have spawned the naming of the STAG itself, although no one knows for sure, not even the McDonald family who still live in Fort William. However, the current owner, Mike Watts, dispelled that myth: “When I spoke The STAG idea with Don Smith shortly after buying the STAG, came from the badge of the he told me that the STAG idea came from the West Essex MCC, badge of the West Essex MCC of which he was of which he was a member. a member”. Winter 2021 • Classic Trial Magazine

Don Smith • Special

At the Malvern Classic Show in 2007 the STAG resurfaced.

Front suspension was taken care of by a set of Robin Humphries manufactured REH forks, yokes, and conical front hub.

Any reference to Montesa was removed including the logo off the clutch case.

THE 1970 SSDT

Having been entered by Montesa Motor Cycles on a 247 Cota, Don Smith was allocated riding number 101 for the 1970 Scottish Six Days. It was the trial secretary Jim McColm’s first event in charge. Smith was his usual flamboyant self at both the weigh-in and the start on the Monday morning, 4th May, at Gorgie Market. He was no stranger to the Scottish, having ridden in the annual event since 1960. The appearance of the 247 STAG MK1, instead of a Montesa, generated a lot of interest and excitement, but the proof of the pudding would be in the eating, the SSDT being the ultimate test of rider and machine. Classic Trial Magazine • Winter 2021

Having caused a veritable ‘stir’ at the event’s weigh-in on the Sunday, the tongues were wagging, and trials fans were keen to see how the STAG performed. Smith was an extrovert and very much a fun-loving rider; he rode to win but enjoyed winding other riders up. Mid-week he decided to have a bit of a dice on the road with a fellow competitor, and during this high-speed encounter, the STAG’s gearbox cried ‘enough’. The Montesa Cota was known for having gearbox issues, and the engine used in the STAG MK1 was no different; the gearbox was fragile. That ended Smith’s 1970 Scottish. Repairs were made post-event, and Smith campaigned the STAG in national trials for the remainder of the season.

A matching rear hub of conical design was used.

If you look closer you will be able to see the novel rear brake cable adjuster that passes through the bottom rear shock absorber mounting.

Special • Don Smith

Classic Trial Magazine spent a lovely morning taking pictures of the STAG.

THE STAG TODAY

Happily, the 1970 STAG MK1 has survived intact, with very few components being changed over the years. Middlewich gift shop owner and motorcycle enthusiast Mike Watts brings the story up to date. “I spotted a classified advert in Trials & Motocross News in 2004 which offered a 250 Montesa Cota Special for sale. I was intrigued, so I went to a village near Norwich to have a look at the machine. The seller rode speedway, and his race machine had suffered a major engine failure, and he was funding the repairs by selling the old Montesa that had been languishing in a corner. When I saw it, I knew exactly what it was, and I was keen to have it. The owner clearly did not know that he was selling a unique piece of British trials history, so I did the deal, paid the price and took the STAG home.

“Many of my friends have since told me to do a comprehensive restoration to put the machine back to as-new condition but, to be honest, I do not want to touch it. The STAG is now 51 years old, it is in one piece and, apart from a replacement ignition casing, it is pretty much as Don Smith rode it, so I plan to leave it exactly as it is. It may not have endured the 1970 Scottish Six Days, but it has survived the test of time. I also have the original registration documents, which is another component of the bike’s history”. Watts met Essex-born Smith, who was guest of honour that same year at the British Bike Bonanza, and he was reunited with his STAG. It turned out to be a once-only reunion, as Don died in the October having suffered a stroke at home and a fatal one in Addenbrookes Hospital, Cambridge. He died on 6th October 2004, aged 66 years. Watts added, “Don was delighted to see his old STAG, and we talked for well over an hour, during which time he pointed out all the features he had designed, including the tank and side panel badges which he made himself. Unfortunately, Don could not remember which tank he modified to fit the STAG nor why he used a steel tank and not an aluminium component. “I was delighted when Don signed the fuel tank as a memento of the reunion. He told me the most challenging components were the side panels, which took ages to fabricate. My only regret is that I wasn’t able to record our conversation that day as he was so forthcoming with information and happy to talk about his creation.”

WHAT WAS THE STAG?

Don Smith signed the fuel tank for Mike Watts.

The STAG MK1 was primarily a prototype machine for Smith, a testbed to evaluate innovative ideas in motorcycle trials design. It was also a statement that Smith was available for hire in the trials job market. The STAG was like a mobile CV, and it was also a stop-gap machine until something else came along. It happened when Don Smith signed with Kawasaki to develop their ‘KT’ machines in 1972, but that is another story. Whilst it did not win any significant events nor set the trials world alight, the STAG fulfilled its purpose and, fortunately for trials enthusiasts; it has survived in an unmolested form for over half a century. It is in good condition, considering it has been left unused in storage for many years, although the REH forks are now badly pitted and would require hard-chrome plating before they could be functional. In addition, the whole machine would need to be carefully recommissioned before being used in anger. Some would say it is a shame it is not ridden anymore, but for the current owner of the STAG, Mike Watts, it is an interesting part of British trials history that has been preserved, a machine of which he is proud to be the custodian. The STAG MK1 is a survivor; it is a part of trial history. Let us be thankful for that, at least. Winter 2021 • Classic Trial Magazine

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Vacation • Spain

2D TRIAL COSTA BRAVA

COSTA BRAVO

It was a massive blow to Joan Comas and the team, who had raised the bar so high with the Costa Brava Two Day Trial in previous years, when they had to cancel the 2020 event due to the dreaded Covid-19 pandemic. The modern era of this now exceedingly popular classic trial goes back to 2009 when a club celebration came up with the idea of bringing an old event back to life, and its success has grown year on year. After the success in 2019, the date is now firmly registered in the trials calendar. The following year was on target to be the biggest and best but would the enforced cancellation in 2020 keep everyone away? Adhering to government guidelines, the ongoing Covid-19 restrictions allowed an international entry of 380 riders to converge to the southern coastal area of Spain around Sant Feliu in 2021. So it was a case of ‘Costa Bravo’ for the start of the annual Costa Brava Two Day Classic Trial at the Hotel S’Agaró with all systems go. Article: Trials Media

Jack Butterworth (Fantic-GBR)

Mederick Delannoy (Fantic-FRA)

Winter 2021 • Classic Trial Magazine

Spain• Vacation

Jean Luc Nictou (Triumph-FRA)

As we now know, the history of the event dates back to 1972 when the first two-day event was organised by Sant Feliu’s ‘Moto Club Tres per Hora’. Its success would lead it to be a three-day event in 1975 as trials was going through such a vibrant period. The Costa Brava competition in this format lasted until the eighties before it disappeared, along with the organising club and its members. Some twenty years later, a small group of motorcycle trials enthusiasts decided to revive the event and form a new club. Using a website was the way forward to attract attention, and www.solotrialclassico.com was used as a source of inspiration. Four people decided to invest their time and effort to bring the event back to its former glory, but the enormous task of making this happen was not easy, but they succeeded in getting us what we have today.

Rafael Sanroma (Bultaco-ESP)

Classic Trial Magazine • Winter 2021

Pascal Coutourier (Motobecane-FRA)

WELCOME BACK

Along with so many other industries, this coastal region of Spain has missed the muchneeded tourist revenue due to Covid-19. Its local residents welcomed back the off-road world and embraced the end of season visitors as the tills began to ring in the many restaurants and hotels, much to the proprietor’s delight. The weather conditions were unprecedented for the time of year, with brilliant sunshine making the temperatures almost spring-like until late into the afternoon. As the trial came to life on the Friday afternoon, the signing on took place between 4.30pm and 9.00pm to accommodate the later arrivals and friends old and new once again embraced a love of motorcycling over a few drinks on the hotel terrace. Friday evening was made extra special as the new Montesa film was shown in the hotel with members from the proud Spanish manufacturer in attendance to help support the movie’s release, including Miquel Ciera and Japan’s Takahisa Fujinami. With all the machines safely under the eyes of the local security, a good night’s sleep was welcomed by a cool but fine early morning breeze on the Saturday.

Anilo Gelabert (Beta-ESP)

Vacation • Spain

Neil Dawson (Fantic-GBR)

Dan Clarke (Beta-GBR)

TWO-DAY

Both of the two days of action would start at 8.30am, with three riders from each class starting every minute. Each day included 20 sections on the expert route and 20 sections on the clubmen route to be ridden once. The sections are located in some beautiful areas with cactus plants bordering the mountainous tracks and trails, taking the riders to areas where they could witness some breath-taking views of the deep blue colours of the Mediterranean Sea in the distance. On both days, a hearty lunch is taken out in the woodlands, which form a part of the competition before the day closes at the final sections on the beach in the nearby market town of Sant Feliu de Guíxols. Under clear blue skies, the riders enjoyed the best of the late November weather on both days. On the beachfront on day one in Sant Feliu de Guíxols, a party atmosphere was very much in the air, where an arena-style section kept the locals entertained and at the Hotel S’Agaró on day two as the riders signed off.

COMPETITIVE

With nine classes on offer, there are three routes; the yellow the easiest, then the green and the blue the hardest. The competitive nature of the event very much embraces the many different nationalities where new friends are made during the two days of competition. This year, a guest was the young Beta factory rider in the FIM Trial2 World Championship Aniol Gelabert. Missing the beach section on day one incurred a costly 10-mark penalty, but once again, the man on form was the French rider Mederick Delannoy with his score of just five marks lost, making him a clear winner of the event overall. If you look at the other class results, you will see just how much each mark lost is so critical in the final results. Once again, a good-sized contingent of riders from the UK supported the event, many enjoying their first taste of a classic European event.

Benjamin Camos (Triumph-ESP)

Margaret Critchlow (Majesty-GBR)

Steve Monk (Fantic-GBR)

Winter 2021 • Classic Trial Magazine

Spain• Vacation

Julien Panabieres (Kawasaki-ESP)

EVENING ENTERTAINMENT

As the many riders enjoyed the social side of the event chatting about the first day’s action, the evening entertainment was rounded off by a raffle to win an incredibly unique machine — one of the very first Montesa/Honda trials machines produced, the MH Cota 349. In addition, there was a Mecatechno electric machine won by Ian Shennan. In a really nice gesture, he gave it to a local family for their son to enjoy, much to everyone’s delight. The raffle tickets were a mere five euros each. The event was a huge success and even more so for one lucky winner. As the party atmosphere continued into the night, the riders had another day of action to enjoy. Day two would mirror the route from day one; again, the sun came out to cover the event on a beautiful, all-most summer-like day.

Xavier Mayoral (Bultaco-ESP)

WELL DONE

An immensely proud Joan Comas spoke on behalf of the organising club and thanked everyone for making the event a huge success once again. The event was blessed by superb weather. As the event closed at the Hotel S’Agaró, riders were presented with their winning trophies as they enjoyed refreshments provided by the club. The organisers of this superb event are unbelievable, and it’s credit where it’s due to the many involved who make it run like clockwork. The use of the transponder scoring system allows the organisers to track the many riders as well as registering their marks lost; very futuristic for a twin-shock trial. John Holland (Majesty-GBR)

John Barnett (Greeves-GBR)

Classic Trial Magazine • Winter 2021

Graham Law (Honda-GBR)

Vacation • Spain

Jim Tennant (BSA-GBR)

2022

Based on the event’s great success, the organising team would love to see you all return in 2022. So keep an eye on the website: www.trialcostabrava.com and remember to tell all your friends about the trial. The website is easy to use and includes English text. With very few complaints about the event in 2021, you can guarantee that the entries for 2022 will be much sought after as the club acknowledge that they will have to start to limit the entry numbers.

THANK YOU

John Hulme, Classic Trial Magazine: “With the two-day weekend enjoyed by the riders and spectators alike, it again exceeded all expectations, and the weather was also very kind. The club abided by the government rules concerning Covid-19, and everyone I spoke to was very positive about the event. I would like to personally thank the Costa Brava team for the warm welcome once again, which always makes me realise why I am so passionate about my job.”

Experts Podium

2021 COSTA BRAVA TWO DAY CLASSICS: 1: Nando De Sagarra (Ossa) 6; 2: Marcel Streveler (Honda) 6; 3: Joan Verdura (SWM) 7; 4: Pascal Houdard (Yamaha) 8; 5: Pascal Pauly (Triumph) 8. EXPERTS: 1: Mederick Delannoy (Fantic) 5; 2: Victor Batalla (Montesa) 13; 3: Aniol Gelabert (Beta) 16; 4: Ivan Rovira (Fantic) 19; 5: Venanci Vidal (Fantic) 21. PLAISSANCE: 1: Georges Leveaux (Honda) 22; 2: Cristina Cuatrecasas (Fantic) 33; 3: Louis Delbosc (Honda) 41; 4: Eva Grau (Fantic) 48. PRE 65 GROCS: 1: Josep Maria Bargallo (Triumph) 5; 2: Sergi Balague (DOT) 9; 3: Patrick Pissis (BSA) 12; 4: Jim Tennant (BSA) 12; 5: Josep Puig (BSA) 12. PRE 65 BLAUS: 1: Pascal Couturier (Motobecane) 24; 2: Jean Luc Nictou (Ariel) 28; 3: Christophe Fabre (Triumph) 46. PRE 65 VERDS: 1: Michel Ranc (Triumph) 16; 2: Miquel Ramon (Triumph) 16; 3: Benoitt Verin (Frances Barnett) 23; 4: Joanpere Santure (Triumph) 28; 5: Benjamin Camus (Triumph) 32. PRE 75: 1: Miquel Moret (Bultaco) 3; 2: Pere Planas (Bultaco) 5; 3: Xavier Miravet (Yamaha) 8; 4: Rafael Sanroma (Bultaco) 13; 5: Josep Vidal (Bultaco) 15. PRE 80: 1: Jose Buixo (Bultaco) 14; 2: Charles Coutard (Bultaco) 19; 3: Roberto Mendibil (Bultaco) 21; 4: Jean Marie Vallet (Honda) 26; 5: Venanci Vidal (Bultaco) 29.

‘Team’ Claudio and Yoomee

TRIALERS: 1: Jack Butterworth (Fantic) 17; 2: Oliver Frank (Fantic) 19; 3: Manel Campoy (Beta) 20; 4: Carl Shaw (Honda) 24; 5: Javier Fco Aldecoa (Montesa) 27.

Winter 2021 • Classic Trial Magazine

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Old Gold • Montesa

OLD GOLD

MONTESA COTA 248 It’s always a bit nerve-wracking, if not frustrating, when a restoration project comes to an end. Like an artist forever fussing over final details of their picture before laying down their paintbrushes, you stand back and look at months of work and ask yourself constantly the question, ‘Is this really finished? Am I satisfied with it?’ For me, the answer has to be ‘no’ and ‘no’ because there are always places where you can make it better – or think you can. But I am getting ahead of myself; let’s roll it back. Words: Mervyn Smith and John Hulme Pictures: Mervyn Smith and Yoomee Archive

At least it was road registered.

Winter 2021 • Classic Trial Magazine

Montesa • Old Gold

We all agree: it looks factory fresh.

wenty years ago, my son James and I acquired a 1982 Montesa Cota 248 – Model 21M – from an acquaintance. It had lived under a tarpaulin lying against an outside wall, and consequently, well, the ‘before’ pictures do not lie; it was knackered. Our idea was to restore it together as a father-and-son project. It started well enough as James stripped the Montesa down, and I took the frame and swinging arm for shot blasting and powder coating. James had a beautiful all-new tank and seat unit made by a friend, and we thought we were on our way with it, but circumstances were to conspire against us.

OBSOLETE

In June 2001, I enthusiastically sent a faxed list to Sandiford’s, who, as most will know, were the official Montesa UK importers for many years, asking what parts they could help me with. Still, the response did not fill me with any enthusiasm. I still have a copy of the curt faxed reply, next to which almost every part the word ‘obsolete’ was written. It was a dampener, and I was to find I hadn’t the time to be locating what even then were difficult parts, and so, sadly, the restoration foundered shortly afterwards. At that time, I was working for Honda UK. I had some serious issues to resolve on an ill-fated police motorcycle. My now lack of enthusiasm for the project meant it was just shelved, literally; most of it in four large polythene boxes in James’s garage. Some years later, when things at Honda went pear-shaped for me, I found myself with more time on my hands, so I got stuck into restoring two Bultacos instead. One of these, a model 91, won the best trials machine award at the Stafford show in 2014. After that fraughtfilled restoration, I vowed I would not do another one! The Montesa became a bit of an embarrassment, something rarely talked about, like some hidden family secret, and, if I am honest, I felt a little guilty about it. Classic Trial Magazine • Winter 2021

It had lived under a tarpaulin lying against an outside wall; the ‘before’ pictures do not lie!

FORGOTTEN BOXES

In late 2019, with little inkling of what we were all about to face in a few short months, I thought perhaps it was the opportune time to take a renewed look at it. I asked James if I could come and make some space in his garage by taking away those long-forgotten boxes, frame and wheels. He graciously agreed. Of course, it inadvertently became, like hundreds of others all over the UK, a lockdown project with a vision to keep the Cota 248 as close to original as possible. I had forgotten how bad it was; what I inherited came as a shock. The engine, I knew, was beyond my capabilities. Yes, I can manage crankshaft oil seals, clutch, top-end work and such, but it was immovable, solid, and I didn’t have the tools or, frankly, the expertise to do it. For the moment, the engine was put to one side until I could find somebody competent to look at it. Very little on the bike was redeemable. The exhaust system had more holes in it than ‘Rab C Nesbitt’s’ vest, the original rear dampers were actually working, but the 83

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Winter 2021 • Classic Trial Magazine

Montesa • Old Gold

There is some work to be done here!

casings were crumbling like Cheshire cheese and beyond repair. The seat was ruined, the chain tubes likewise, the wheels needed rebuilding and the list grew and grew, but at least the fork stanchions were just about usable! It was a start, but where to start? In Motion Trials, that’s where.

IN MOTION TRIALS

I have had dealings with Dave Renham and the In Motion crew there for many years, and the service I have had from them has always been superb, especially from Peter Bowker. He was very patient with my inability to tell him, at times, exactly what model Montesa it was. I kept getting 238 Bultaco, and 248 Montesa mixed up in my head! But good though they are down at Egham, it soon became obvious I

The build begins.

Step by step.

would have to widen my net for some parts. I found a supplier in Spain for the rear shocks, red Betor ones, an original front pipe which was genuine Montesa, and the rear seat, which unfortunately proved to be for a later 248 model and cost a small fortune to send back. I was amassing a growing collection of replacement parts with nothing of substance to fit them to. It was time to get on with it. The frame and swinging arm were reunited with each other, and new bushes fitted, the sump shield fitted, and the skeleton lifted onto a higher bench for ease of working. New headrace bearings were next, along with the fork yokes. Scouring Halfords, I found a red spray paint I hoped would match the frame colour — well almost — and set about the fork legs, which, with many scuffs and scours, took some time

to get looking acceptable before spraying. The forks were then rebuilt with new seals and gaiters fitted, and the rear shocks, which by then had arrived from Spain, were also fitted. Handlebars, grips and levers made the project look as if it was really on the way, but the engine and wheels remained stumbling blocks.

DESPERATION

After some false starts, in desperation, I rang my good friend John Hulme, the editor of Classic Trial Magazine, for advice on who he thought might be the best to rebuild the engine. Without hesitation, he said Nigel Birkett. So I called Nigel and, yes, he could do it for me but, being very busy, told me not to expect the engine back in a hurry. I asked him if he also did wheel rebuilds; he didn’t but recommended

Cleaning parts is very time consuming.

James had a beautiful all-new tank and seat unit made by a friend.

Classic Trial Magazine • Winter 2021

My new friend Autosol metal polish.

Old Gold • Montesa

It is always worth paying attention to detail.

Before you start a rebuild, buy a camera to take pictures of everything during dismantle; the rebuild will be so much easier.

Sid’s Wheels, who, happily, proved to be nearby in Staffordshire. In between lockdowns, original parts were sent away for re-chroming and nickel plating. I took the engine up to Cumbria to ‘Birks’ and the wheels over to Sid in Stafford, who was also very busy, and apart from continuing to source smaller parts, cleaning and polishing, there was little more I could do now except wait. Eventually, Sid called, and the wheels were collected. A superb job, I might add. Tyres were fitted and put aside ready, but the engine still eluded me. I contacted Nigel from time to time but did not unduly pressurise him because, being an ex-works rider for Montesa, if anybody knew how to put this engine together properly, it would be him, and that was worth the wait. 2020 drifted into 2021, and the project started to become a frustration to me; there is only so much polishing a man can do! I contacted Nigel and suggested it would be helpful if I could pick up the engine on our way back from Scotland in May, and he agreed it would be ready by then, and so it proved. Nigel told me later it had ‘been a bugger to do’ and that he’d even had to make a jig to get the crankcases apart.

not quite so simple, and where the chain tubes and pivot bracket fitted together, they looked like some medieval instrument of torture! In my head, I often asked the question, ‘why, Montesa?’ Eventually, it was 99% done, and the time came to start it. On a very wet day in early October, I started the Montesa and completely filled the garage with blue smoke. When that engine rebuild oil was eventually burnt off, Nigel had done a superb job; for a while, it ran as sweet as the day as it left the factory until the spark mysteriously disappeared! That issue is now under investigation, with much headscratching. So, the Montesa remains a work in progress. The small ignition frustrations I have to complete on it are nothing after two decades

Nigel Birkett rebuilt the engine.

of neglect. I am reminded of what Mark Twain once said: “Twenty years from now, you will be more disappointed by the things that you didn’t do than the ones you did do”.

Finished. Standing proud — the Montesa Cota 248.

CAMERA

With the engine in the frame, the reassembly started in earnest and with the rear mudguard, carburettor, exhaust system, airbox and the wheels in place, it began to look almost completed. It was the little things that delayed progress now, like certain fasteners, but a friend took me to a little Factors business that had everything. Here though, I am going to offer some advice to anybody about to attempt a restoration. As you strip the project bike down, grab a camera and photograph everything! Because I had never competed on this model, nothing was intuitive as it would be on, say, a Bultaco, and the owner’s handbook wasn’t much help. Things like cable routing, for example, proved 86

Winter 2021 • Classic Trial Magazine

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Winter 2021 • Classic Trial Magazine

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Classic Trial Magazine • Winter 2021

Flashback 1971 • Scott Trial

Malcolm Rathmell (Bultaco)

1971 SCOTT TRIAL

WINNER: MALCOLM RATHMELL (BULTACO)

We were going to watch the Scott Trial. Despite my youthful age, I was well aware of this challenge for man and machine around the open moorland, and demanding terrain found high on the North-Yorkshire moors above Richmond and the small market town of Reeth. Not just were the bragging rights to win this punishing event at stake and the superb Scott Trial Trophy, but also the coveted ACU British Trials Championship crown. Two riders had pulled ahead in the points table: Gordon Farley (Montesa), who held a healthy advantage, and Malcolm Rathmell (Bultaco). Words: John Hulme Classic Trial Magazine • Pictures: Malcolm Carling

The Scott Trial was as popular as ever.

Winter 2021 • Classic Trial Magazine

Scott Trial • Flashback 1971

Rob Edwards (Montesa)

Bill Wilkinson (Ossa)

A fine but cool day greeted the entry of 186 riders, the highest entry since 1966 when Alan Lampkin had won on the four-stroke BSA, to the start field where the Darlington and District Motor Club were running their 22nd Scott Trial. Missing from the event for the first time since 1956 was seven-time winner Sammy Miller. A winner as far back as 1958, he had won on both four- and two-stroke machinery: Ariel in 1958, 1962 and 1963, followed by four consecutive wins on the Bultaco from 1967 to 1970. With only two manufacturer teams entered, Bultaco Shell UK and Montesa, along with nine club teams, the action was soon about to unfold as the first rider away at 09.30am, Lloyd Thomas (Bultaco), rode past the starter’s flag.

Gordon Farley (Montesa)

Classic Trial Magazine • Winter 2021

A 70-mile course taking in 76 sections had been plotted out to include five fuel stops to keep the machines refreshed around the Swaledale area, led by the Clerk of the Course Neil Metcalfe and his team of helpers. Names of sections that can still be found in use in the modern-day world of the 2021 Scott Trial included Cold Knuckles, Underbanks, Grand Canyon and Bridge End. The delicate balance of both the time and observation element of this unique event add to the attraction of completing the course in your allocated time allowance. Going fast brings its own problems as the punishment to both man and machine is continuous, or do you ride at a more comfortable pace and concentrate on your observation score in the sections? This is the primary ingredient to finding a Scott Trial winner.

Alan Lampkin (Bultaco)

Flashback 1971 • Scott Trial

Mick Wilkinson (Greeves)

TIME

Rob Shepherd (Montesa)

BALANCING ACT

Initially, under contract to Bultaco with an agreement to ride in scrambles, Malcolm Rathmell and the Spanish manufacturer soon realised that the delicate throttle hand could be put to better use in the slower-speed world of motorcycle trials. A win was essential if he was to have any chance of taking his first ACU British Trials Championship held by Gordon Farley. Based in the south of the country, Farley was leading the championship on the Montesa, and so the balancing act of time and observation would be crucial in the fight for the Scott Trial victory. Finishing with a broken wrist the previous year, 22-year-old Rathmell made no mistake this year. Riding at his absolute best, the heavily blistered hands told their own story of his determination to win. Starting as the last-but-one rider has some advantages as the sections have all the slime washed off them and are well-bedded in, but the moors would be more cut up. Nicknamed ‘Rat’, Rathmell lost vital time in the latter part of the event as, within shouting distance of the finishing field, he picked up a rear-wheel puncture to add to the smashed-up rear brake pedal suffered in an earlier crash. The first rider back to the finish was Gordon Farley. He had ridden at a fast but controlled pace and reported no problems as he laughed at the fact he thought he had put his feet down too many times. Riding his first Scott Trial on an Ossa, after many years of loyalty to the ailing British manufacturer Greeves, Bill Wilkinson reported he was more than happy with his day’s riding as he was in the first half-dozen riders back to the finish.

With the riders’ overall time taken into account, their starting number, and how long it takes to return after the fastest time has been recorded, they would lose a mark a minute which is then added to their observation score to find the winner. The first rider back to the start and finish area was Gordon Farley. But, it was Alan Lampkin — or ‘Sid’ as he is better known — the middle brother of the three Lampkins (Arthur being the eldest, and 20-year-old Martin the youngest), who had flown around the course at the expense of, in his own words, ‘An awful ride on observation’ on the Bultaco. His time to cover the 70-mile course had been 4 Hours, 41 Minutes & 35 Seconds, but hot on his tail were the eventual top-three finishers Rathmell, Wilkinson and Farley, who all lost one mark on time. In close company on two marks lost on time were Rob Edwards (Montesa) and Jim Sandiford (Bultaco), who incurred three time penalties.

Martin Lampkin (Bultaco)

John Hemingway (Montesa)

Winter 2021 • Classic Trial Magazine

Scott Trial • Flashback 1971

OBSERVATION

A new name would record the best observation score: Rob Shepherd (Montesa). The Yorkshire farmer was initially awarded just a finisher’s certificate when the results were read out at the evening’s award presentation. However, the hard-working and under-pressure results team had a recount on the Sunday morning, and ‘Shep’ was reinstated with a sixth-place, losing 76 marks on observation. Taking over an hour longer than the flying Alan Lampkin, he had incurred a heavy 32 time-penalty marks to add to his final score. He had been slowed down after a rear-wheel puncture and the loss of his rear brake. Rathmell had recorded the second-best observation score on 83 marks lost, followed by Wilkinson on 90.

Derek Adsett (Greeves)

WINNER

Jeff Smith (BSA)

It was a delighted Malcolm Rathmell who had won the event, but in the process, Gordon Farley had done enough to secure his and Montesa’s second ACU British Championship title with his third-place finish. In the manufacturers’ stakes, the new Bultaco Shell UK team manager, Sammy Miller, was more than happy to see a fifth consecutive Scott win as Rathmell endorsed the fastmoving manufacturer’s commitment to trials. In taking his first win, Rathmell had cleaned 34 sections and stopped in seven of them in his total observation score of 83 marks lost. His sevenmark winning advantage had been gained on observation as Wilkinson only cleaned 27 of the sections in the very close finish to find the winner.

TYRES AND TIRED RIDERS

The toughest test of man and machine — The Scott Trial

Classic Trial Magazine • Winter 2021

With ten riders missing from the original entry, 176 riders had started the day’s action, with only 76 finishing in the allocated time allowance. In 1971, punctures were very much a part of the challenge of the trial. Running low tyre pressures induces the innertubes to puncture, which necessitates the removal of the rear wheel to replace the damaged item. This was a significant factor in the many retirements as replacing the innertube could take anything from ten minutes. Rider fatigue was also a major factor in this ultimate test of man and machine. To every one of the 76 riders who finished the event, well done!

Arthur Lampkin (Bultaco)

1971 SCOTT TRIAL RESULTS: 1: Malcolm Rathmell (Bultaco) 83 on observation + 1 on time 84; 2: Bill Wilkinson (Ossa) 90 + 1, 91; 3: Gordon Farley (Montesa) 101 + 1, 102; 4: Rob Edwards (Montesa) 100 + 2, 102; 5: Alan Lampkin (Bultaco) 102 + 0, 102; 6: Rob Shepherd (Montesa) 76 + 32, 108; 7: Martin Lampkin (Bultaco) 106 + 11, 117; 8: Mick Wilkinson (Greeves) 101 + 16, 117; 9: Jim Sandiford (Bultaco) 115 + 3, 118; 10: Richard Sunter (Montesa) 92 + 27, 119; 11: John Hemingway (Montesa) 120 + 12, 132; 12: Derek Adsett (Greeves) 137 + 12, 149; 13: Peter Gaunt (Montesa) 127 + 27, 154; 14: Ian Haydon (Montesa) 122 + 34, 156; 15: B Dennis (Montesa) 127 + 31, 158; 16: John Pattison (Greeves) 149 + 11, 160; 17: Arthur Lampkin (Bultaco) 137 + 25, 162; 18: Dave Smith (Bultaco) 134 + 29, 163; 19: Clive Smith (Montesa) 151 + 15, 166; 20: A Gill (Bultaco) 147 + 21, 168; 21: John Horsfall (Bultaco) 147 + 22, 169; 22: Brian Hutchinson (Cotton) 136 + 33, 169; 23: B Johnson (Bultaco) 140 + 33, 173; 24: Jeff Smith (BSA) 147 + 26, 173; 25: R Jackson (Triumph) 147 + 28, 175. BEST ON OBSERVATION: Rob Shepherd (Montesa) 76 STANDARD TIME: Alan Lampkin (Bultaco) 4 Hours 41 Minutes 35 Seconds BEST NEWCOMER: Clive Smith (Montesa) 166 MANUFACTURERS TEAM: Bultaco – Malcolm Rathmell, Alan Lampkin, Martin Lampkin BEST CLUB TEAM: Bradford Number Two – Bill Wilkinson (Ossa), Mick Wilkinson (Greeves), Dixon Metcalfe (Greeves) MANUFACTURERS: Bultaco 9; Montesa 9; Greeves 3; BSA 1; Cotton 1; Ossa 1; Triumph 1.

Flashback 1971 • ACU British Trials Championship

Gordon Farley (Montesa)

ACU BRITISH TRIALS CHAMPIONSHIP

WINNER: GORDON FARLEY (MONTESA) The Scott Trial in October had decided the 1971 ACU British Trials Championship in Gordon Farley’s favour with one round remaining, which was the Hoad Trial in November. It’s interesting to note that 50 years ago, both the Scottish Six Days Trial and Scott Trial played an important part in the championship as both were points-scoring events. However, since the welldocumented move from Ariel to Bultaco by Sammy Miller in 1965, the once-great motorcycle participation from manufacturers in Great Britain at the ACU British Championship had declined. Miller had made the famous switch from a bulky four-stroke to a lightweight ground-breaking two-stroke with the Bultaco and continued winning right up until he retired at the conclusion of the 1970 British Championship won by his great rival Gordon Farley. Words: John Hulme and Alan Vines • Pictures: Alan Vines and Malcolm Carling

Martin Lampkin (Bultaco)

Malcolm Rathmell (Bultaco)

Winter 2021 • Classic Trial Magazine

ACU British Trials Championship • Flashback 1971

Dave Thorpe (Ossa)

Geoff Chandler (Bultaco)

At the close of the 1971 season, the years of the Greeves factory-supported team would be over as its three works riders Mick Wilkinson, Derek Adsett and Scott Ellis, returned their machines. As a last-gasp effort to move into the trials market now dominated by Spanish Bultaco, Montesa and Ossa, Greeves had produced the Puch engined ‘Pathfinder’ model, but it was no match to the superior rival manufacturers’ machines. Bultaco headed the way with the Sherpa model, but this market dominance was under serious attack from Montesa with its Cota model.

TEN ROUND CHAMPIONSHIP

Taking in the length and breadth of the country, the 1971 championship would be contested over ten rounds at the Vic Brittain, Colmore, Kickham, Cleveland, Scottish Six Days, Allan Jefferies, Dulais Valley, Red Rose, Scott and Hoad trials. Championship points would be awarded to the top ten finishers. It had been a strange championship, as Gordon Farley had to wait until the seventh round to take his first of only three wins. Malcolm Rathmell (Bultaco) had won the season-opening Vic Brittain, Geoff Chandler (Bultaco) the Colmore and Martin Lampkin (Bultaco) the Kickham. Mick Andrews had returned from promotional work in Australia with the much-improved Ossa to win the Cleveland and all-important Scottish Six Days in May, followed by the Allan Jefferies in the summer. Farley made his push for the championship with wins at the Dulais Valley, and Red Rose trials as Rathmell won the Scott. With Farley crowned the champions at the Scott, Sheffield’s Dave Thorpe won the final round the Hoad on the Ossa, his first championship win. With 29 points scorers and six different round winners, Gordon Farley had delivered to Montesa its second British title.

Derek Adsett (Greeves)

1971 ACU BRITISH CHAMPIONSHIP

Mick Andrews (Ossa)

Classic Trial Magazine • Winter 2021

RESULTS: 1: Gordon Farley (250 Montesa) 97; 2: Malcolm Rathmell (252 Bultaco) 87; 3: Martin Lampkin (250 Bultaco) 75; 4: Rob Edwards (250 Montesa) 64; 5: Alan Lampkin (250 Bultaco) 53; 6: Geoff Chandler (250 Bultaco) 41; 7: Dave Thorpe (250 Ossa) 38; 8: Mick Andrews (250 Ossa) 30; 9: Ian Haydon (250 Montesa) 30; 10: Tony Davis (250 Bultaco) 20; 11: Rob Shepherd (250 Montesa) 20; 12: Bill Wilkinson (250 Ossa) 18; 13: Lawrence Telling (250 Montesa) 18; 14: Jim Sandiford (250 Bultaco) 13; 15: Jon Bliss (125 Saracen) 8; 16: Paul Dunkley (250 Bultaco) 7; 17: Jack Galloway (250 Bultaco) 7; 18: Brian Hutchinson (175 Cotton) 6; 19: Ken Brooker (250 Bultaco) 4; 20: Mick Wilkinson (170 Greeves) 3; 21: Richard Sunter (250 Montesa) 3; 22: Dennis Jones (250 Montesa) 3; 23: Scott Ellis (170 Greeves) 2; 24: Mick Bowers (175 BSA) 2; 25: Michael Martin (250 Bultaco) 2; 26: Mark Kemp (250 Bultaco) 1; 27: Derek Adsett (170 Greeves) 1; 28: Clive Smith (250 Montesa) 1; 29: Charlie Harris (250 Montesa) 1. MACHINES: Bultaco 11; Montesa 9; Greeves 3; Ossa 3; BSA 1; Cotton 1; Saracen 1.

Flashback 1971 • British Experts

Rob Edwards (Montesa)

1971 BRITISH EXPERTS TRIAL

WINNER: ROB EDWARDS (MONTESA) A jubilant 25-year-old Rob Edwards (Montesa) finally achieved a lifetime ambition when he won the end-of-season British Experts Trial. He had finished third in 1968 on the 125cc Sprite, and, in 1969, he rose to second on the Montesa. Starting at 10.30am prompt from the Lakeside, Llandrindod Wells in Wales on a cold, sharp November morning, a strong entry of qualifiers included 21 solo riders and nine sidecars who would compete over a 40-mile, singlelap course. Dating back to 1929, when this ‘Blue Riband’ event was first organised, solo riders would be competing to win the magnificent SKF Gold Cup. Riders who had qualified for the event were contacted by the Birmingham Motorcycle Club and invited to enter as the wellknown lady trials rider Olga Kevelos held the main reins as the Clerk of the Course. Words: John Hulme and Alan Vines • Pictures: Alan Vines

Tony Davis (Bultaco)

A fine but cool day greeted the entry of 186 riders, the highest entry since 1966 when Alan Lampkin had won on the four-stroke BSA, to the start field where the Darlington and District Motor Club were running their 22nd Scott Trial. For many years this event had been plagued with time limits for the riders. They would hang around after they had started so that the many rivers and rocks found in the event would become easier with the passing riders through the sections. 1971 would be no different as the whole entry ground to halt at the first group of sections at Ashfield.

Jack Galloway (Bultaco)

Winter 2021 • Classic Trial Magazine

British Experts • Flashback 1971

Bill Wilkinson (Ossa)

GET GOING

A group of section ‘Scrubbers’, made up of halfa-dozen riders from the organising club, would not compete in the trial. Instead, they would attempt the 40 sections to bed them in before the competitors rode them. A previous winner in 1965, Scott Ellis (Bultaco) was the first rider to attempt the opening six sections at 11.05am, some 35 minutes after he had started, before some of the later

Rob Shepherd (Montesa)

numbers were threatened with five-mark penalties if they did not attempt the first section when called upon. Malcolm Rathmell (Bultaco) was the best, parting with two single marks before Rob Edwards rode the Montesa through them all, parting with no marks. As the riders passed through the eight sections at ‘Hillgate’, Edwards was still in the lead as Rathmell maintained his challenge to add the Experts trophy to his Scott Trial win.

LEVEL

As Edwards parted with two more marks at ‘Llwyncutta’, Rathmell’s single-mark loss made it level pegging. However, a change of terrain from the rocky rivers to the muddy banks and climbs would happen at Esgair-Rhiw, and this is where Edwards made the push for victory. He passed through the five sections losing just three marks as Rathmell parted with seven. The eventual third- and fourth-place finishers, Martin Lampkin (Bultaco) and Dave Thorpe (Ossa), also lost any chance of a victory here as they parted with more marks. Rathmell came fighting back, but Edwards would be crowned the British Expert; he was happy. In Sidecars, as Alan Morewood and Gerry Holmes returned to the sport after winning the Experts in 1970, they were beaten by Ray and Derek Round by three marks.

1971 BRITISH EXPERTS TRIAL

Scott Ellis (Bultaco)

Alan Morewood & Gerry Holmes (Triumph)

Classic Trial Magazine • Winter 2021

SOLO RESULTS: 1: Rob Edwards (250 Montesa) 17; 2: Malcolm Rathmell (250 Bultaco) 21; 3: Martin Lampkin (250 Bultaco) 27; 4: Dave Thorpe (250 Ossa) 29; 5: Tony Davis (250 Bultaco) 30; 6: Jack Galloway (250 Bultaco) 34; 7: Bill Wilkinson (250 Ossa) 36; 8: Lawrence Telling (250 Montesa) 39; 9: Brian Higgins (250 Bultaco) 40; 10: Alan Lampkin (250 Bultaco) 42; 11: Scott Ellis (250 Bultaco) 43; 12: Gordon Farley (250 Montesa) 47; 13: Rob Shepherd (250 Montesa) 48; 14: Ian Haydon (250 Montesa) 48; 15: Derek Adsett (175 Greeves) 51; 16: Mark Kemp (250 Bultaco) 52; 17: Billy McMaster (250 Bultaco) 58; 18: Benny Crawford (250 Bultaco) 60; 19: Derek Russell (250 Bultaco) 73; 20: John Harrison (250 Bultaco) 80. SIDECAR RESULTS: 1: Ray/Derek Round (441 BSA) 40; 2: Alan Morewood/Gerry Holmes (650 Triumph) 43; 3: Phil/John/Mountfield (500 Ariel) 49; 4: Bob Colein/Paul Taylor (500 BSA) 55; 5: Peter Shiner/Stan Tranter (500 Ariel) 55; 6: Ginger Budd/Peter Cane (500 BSA) 58; 7: Jack Mathews/ Gordon Ruffley (500 BSA) 61; 8: Colin Laver/John Bow (500 Lavariel) 64; 9: Roger Martin/Chris Warren (500 Ariel) 65.

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