Classic Trial Magazine Issue 40 Spring 2022 by Trials Media

MOTORCYCLE • SIDECAR • CLASSIC • COMPETITION • FEATURES

www.trialmaguk.com

MEETING

COLIN 1972 SSDT DOMMETT OLD GOLD RAPLEY’S REWIND MAJESTY 1964 SSDT Spring 2022

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Classic Trial Magazine • Welcome

CONTACT Online: Telephone: Email: Address:

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THE TEAM Co-Managing Directors John Hulme & Charles Benhamou Executive Director Philippe Benhamou Editor John Hulme

(NUJ No: 949620)

Advertising Manager Lisa Reeves lisa@trialmag.com Editorial Staff Matthew Heppleston, Heath Brindley, Justyn Norek Snr, Justyn Norek Jnr, Nick Shield and John Moffat. Photographers Barry Robinson, Malcolm Carling, John Shirt Snr, Colin Bullock, Cyrille Barthe, Eric Kitchen, Alan Vines, Toon van de Vliet, Mauri/Fontsere Collection and the Giulio Mauri Copyright, The Nick Nicholls Collection at Mortons Archive, Don Morley, Motorcycle News and Brian Holder. Proof reading Jane Hulme and Davina Brooks Design and Production Dean Cook The Magazine Production Company www.magazineproduction.com Printing: Buxtons Press © 2022 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: 1972 SSDT Winner, Mick Andrews (Ossa) • Credit: Eric Kitchen Summary Picture: 1964 SSDT – The Greeves of Don Smith • Credit: Mike Rapley

Spring 2022 • Classic Trial Magazine

Welcome • Classic Trial Magazine

WELCOME

FEATURES

TRADITIONAL

PRODUCT FOCUS

SPECIAL BREW

OLD GOLD

VINTAGE VINES

REFLECTION

RAPLEY’S REWIND

MEETING

INTERNATIONAL

REVIEW

1972 SSDT

REH Suspension

Beta – Dan Clark JES Majesty Alan Vines

John Hemingway 1964 SSDT

Colin Dommett Luxembourg 2021 Rockshocks 2021

REGULAR SECTIONS NEWS TRIALS GURU PADDOCK SHOPPING SUBSCRIBE POSTER SHOP

Classic Trial Magazine • Spring 2022

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News • The world of Classic Trials

CLASSIC DIRT BIKE SHOW 12-13 FEBRUARY 2022

BERNIE SCHREIBER – FIM LEGEND

Still, the one-and-only American rider to win an FIM Trial World Championship title, the 62-yearold Californian Bernie Schreiber, was honoured when the FIM family came together at the Salle des Etoiles of the Monte-Carlo Sporting complex in Monaco for an extra-special awards ceremony in December 2021. The evening celebrated the achievements over the last two seasons of the greatest motorcycle sporting stars on the planet. Schreiber received an FIM ‘Legends’ award alongside road-racing hero Franco Uncini, rallying heavyweight Cyril Despres and speedway superstar Greg Hancock. Schreiber, who now calls Switzerland home, has joined an exclusive club of FIM Legends from the sport of trials, including Yrjo Vesterinen, Dougie Lampkin and Sammy Miller. He won the TrialGP title in 1979, went on to finish as vice-champion on three occasions and won 12 more TrialGP rounds before retiring from top-flight competition in 1987.

This is the place to kickstart the off-road season, with a weekend at the Classic Dirt Bike Show, sponsored by Hagon Shocks at the Telford International Centre on February 12th & 13th, 2022. Easy motorway access in its central location of the country makes it an excellent venue for friends old and new who can reminisce and enjoy the superb ‘show’ atmosphere. Revel in off-road machinery as far as the eye can see whilst stocking up on all the tools, parts, clothing and accessories to prepare you for the season ahead. You can also purchase copies of your favourite publications, including Classic Dirt Bike, Trial Magazine and its sister publication Classic Trial Magazine from the many trade stands that will be in attendance. You will be able to dig out classic dirt bike machinery galore, see fascinating clubs and private off-road machines, bag a bargain at the autojumble and see off-road legends interviewed on stage over the weekend. The show will again draw in the biggest names on the scene, with special guests Derrick Edmondson and Arthur Browning on hand, where you can find out more about these off-road riders. The outdoor autojumble will be opening at 9.00am both days before the show doors open at 10.00am.

CLASSIC TRIAL MAGAZINE: HALL 2 STAND B64

We will be in attendance in Hall 2, on Stand B64. Please come and say hello; we will be more than happy to see you. We will have the latest copies of the magazine and the very popular ‘Binders’ to keep your collection safe along with other back copies etc. You will also be able to renew subscriptions or start new ones. John Hulme: “If you have any interesting photographs or motorcycle trials sales brochures, please bring them along; we would love to see them.” So, set your ‘sat nav’ to TF3 4JH and get yourself along to the 2022 Classic Dirt Bike Show, sponsored by Hagon Shocks; it’s the place to be! www.classicdirtbikeshow.co.uk

Spring 2022 • Classic Trial Magazine

THE CHOICE OF CHAMPIONS

TONI BOU 15 x FIM X-Trial World Champion (Indoor) 15 x FIM Trial World Champion (Outdoor)

To discover the MICHELIN Trial range visit: www.michelin.co.uk/motorbike

Trials Guru • John Moffat

TRIALS GURU

IT’S ALL PART OF THE PLAN

1976 SSDT Team Bultaco. I love the Spanish machines.

This spring edition of Classic Trial Magazine usually heralds the beginning of the sporting season and, in particular, the Telford Off Road Show at the International Centre. I sincerely hope that this particular event goes on as planned, having avoided the Covid pandemic by a few days back in 2020. I have always regarded it as a popular gathering for like-minded enthusiasts. Understandably the winter is far from over by February. Still, I hope that if you have been engaged in either rebuilding or indeed building your classic trials machine, you have got on with the job in hand using up those long dark winter hours. Most of my rebuilding tasks are usually ‘slow cookers’, which I lift and lay whenever the mood takes me or whenever I unearth that elusive component that I have been scouring the universe for. Words: John Moffat • Pictures: Eric Kitchen, Trials Media

n this column, I’ve previously mentioned that I was engaged with building a special one-off 363cc Bultaco Sherpa, a model that was never produced for the trials buying public but a motorcycle that has given me great satisfaction from the planning through to almost completion stage. The late Martin Lampkin was supplied with such a motor in various states of tune, and from what I believe, he liked the larger capacity mill.

NO ONE IS AN ISLAND

Much of this motorcycle has been constructed from my existing stock of parts, apart from special components such as the HFS Hybrid suspension, for example. But at heart, it is a Bultaco as all the major components are 8

original Bultaco, using the best parts available. For instance, the crankcases are 350 Alpina sourced from Ralph Weidling at Bultaco Parts US in Grants Pass, Oregon. This was necessary to accommodate the longer-stroke 64mm crankshaft combined with a brand new 340 Sherpa piston supplied by my good friends at InMotion Bultaco UK in Egham, Surrey. The rest of the machine features sympathetic improvements over standard components, for example, needle roller swinging arm bearings, taper roller head races and electronic ignition for reliability. Loch Ness Restorations professionally painted the frame and swingarm. The exhaust system was carefully cut open and decoked in-house, with the welding undertaken by artisan craftsman Richi Foss of

Foss Fabrication and Welding in Inverness. But, of course, no one is an island, so I use the best possible people when I need to outsource.

DELAY

In short, I am in the position now of getting the machine out in the open, fuelled up and started, to allow me to use it and fine-tune as necessary. The 370 Bultaco is road registered, taxed and insured, so I can use it whenever I want, on- or off-road. I waited almost three months for the correct model Dell’orto carburettor to arrive at the UK importers, Eurocarb. Unfortunately, its stock was seriously depleted, and due to supply issues, restocking took quite a while. I filled my work void by offloading the Bultaco and heaving my Seeley Honda up on the workshop hydraulic ramp and made good progress since that project stalled a few years ago. The Honda RS200T engine has been rebuilt and overhauled by Norrie Pattie of 3L Race Developments in Glenrothes in Fife. Norrie also built the 370 Sherpa motor for me, and a lovely job he made of both engines. I have also obtained a beautifully handmade alloy silencer assembly from the Italian Honda enthusiast Gabriele Milan. I’m planning a bespoke paint job on the tank shelter with Bike Paints of Cupar Muir in Fife, who also painted the 370 Bultaco tank for me. Spring 2022 • Classic Trial Magazine

John Moffat • Trials Guru

SEEK, AND YE SHALL FIND

Unfortunately, some components are harder to source, especially overseas items, due to the increased shipping costs compared to a few years ago. But that is part of the plan and the challenge. As time goes on, it becomes clear that you must have a plan to get the jobs done – and in the right order. I used to be hopeless at planning and tried to wing it, and I managed to achieve things by good luck, but it was haphazard. Now I take time to work things out before I undertake projects if only to free up enough time to get to motorcycle shows like Telford and attend events that I like to be part of, or spectate at, and even ride a motorcycle Classic Trial Magazine • Spring 2022

in! But planning has become a bit of a hit-andmiss affair since Covid hit our shores almost two years ago. Telford show is more than just a motorcycle show; it’s a tremendous meetingplace pre-season for sporting enthusiasts to meet up and chat about motorcycling. Human beings are sociable creatures, and motorcyclists enjoy a good natter whenever they meet. But meeting up has not been a priority of late, and I hope there is a window of opportunity open for us in February at Ironbridge. Don’t forget to set up a Plan B should elements out-with your control take effect! In my case, the Seeley Honda was my Plan B, happily now close to completion. It’s all part of the plan.

2019 Telford Show with Dylan Brown from Apico

Paddock • Caught on camera

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Spring 2022 • Classic Trial Magazine

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Classic Trial Magazine • Spring 2022

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Shopping • What’s new

WHAT’S ON YOUR SHOPPING LIST? BULTACO SHERPA ‘T’ BOOK The Full History Web: www.inmotiontrials.com

REH ‘VRS SYSTEM’ Front suspension upgrade. Web: www.rehforks.com

BULTACO PURSANG BOOK The Full History Web: www.inmotiontrials.com

TRIALENDURODIRECT MOTS HELMET Go ON2 various colour ways. Web: www.trialendurodirect.com

IN MOTION YAMAHA PARTS

TY 80 Model Chain Guard. Web: www.inmotiontrials.com

MOTOREX OILS

2T Cross Power Web: www.bickers-online.co.uk

APICO FORMA ‘BOULDER’ BOOT Black or brown. Web: www.apico.co.uk

REH FRONT SUSPENSION Upgrade components. Web: www.rehforks.com

Spring 2022 • Classic Trial Magazine

What’s new • Shopping

S3 HYBRID JACKET

Web: www.trialendurodirect.com Web: www.s3parts.com

S3 ANGEL RIDING SHIRT Various colour ways. Web: www.trialendurodirect.com Web: www.s3parts.com

HEBO TECH KIT

Shirt and Pants. Various colour ways. Web: www.apico.co.uk

Classic Trial Magazine • Spring 2022

TRIALENDURODIRECT MOTS KIT STEP6 various colour ways. Web: www.trialendurodirect.com

COMAS RACE SERIES JACKET Various colour ways. Web: www.comastrial.com Web: www.camiomoto.co.uk

S3 ICE NANO GLOVES Web: www.trialendurodirect.com Web: www.s3parts.com

COMAS RACE SERIES GILLETTE

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COMAS RACE SERIES KIT Shirt and Pants. Various colour ways. Web: www.comastrial.com Web: www.camiomoto.co.uk

Traditional • 1972 SSDT

SSDT 1972

MAGICAL MICK Putting the green four-leaf clover of the Ossa into the history books was 27-year-old ‘Magical’ Mick Andrews. He made it a record-breaking three consecutive wins (1970–1972) for only the second time in the history of the Scottish Six Days Trial joining Hugh Viney (AJS) (1947–1949). Off the back of Mick’s two previous victories and the new Mick Andrews Replica Ossa launch, the Spanish motorcycle manufacturer was on a roll. The hugely successful Spanish Armada started by Bultaco still led the way, but Ossa had overtaken Montesa in the winners of the muchtreasured Special First Class Awards. The once-mighty Great Britain had no machines to challenge the Spanish, and for the first time in so many years, Greeves did not have a manufacturer team or riders present. Would you believe that the great names BSA and Triumph had no machines in the top-class awards; times were changing. Words: Classic Trial Magazine and Mick Andrews • Pictures: Eric Kitchen and Duckhams

Mick Andrews: “It’s hard to believe that it is 50 years since Ossa last won the Scottish Six Days Trial. A river had burst its banks near the factory in Spain, which delayed production of the new MAR Replica, but by late 1971 they were coming off the assembly line at the rate of 200–300 each month, much to everyone’s relief, mine included. I had pushed the factory to listen with the new trials model, and when it arrived, it was a huge hit; I was very happy with it. “My new 250cc Ossa, to be ridden in the SSDT, arrived in earlier in the year, giving me plenty of time to get it sorted for the six days. I did the usual checks on the machine and fitted my favourite Renthal aluminium handlebars, 16

now in red, and a pair of the new Vacuum Formers black plastic mudguards and arrived in Scotland well prepared; a key factor if you are looking to win! “We had the new Ossa for the event, and I could see that Bultaco had the new 325cc model, in the hands of three of the Spanish riders and Martin Lampkin, who had already been using it in the UK. Times were starting to change in the trials world as the more top-level riders wanted more power, whilst Montesa was looking the other way. It had introduced the Montesa Cota 123 at the event, and this was very much a machine to get younger riders into trials as they also had their Cota 25. Having won the event in 1970 and 1971, also on

the Ossa, I would be looking to make it three consecutive wins in 1972. “The week started well, and I planned to keep within touch to the top spot all week. It worked as I had intended by the close of action on Wednesday. I knew that the time limit would be difficult on Thursday and decided to take some calculated risks to stay on time. I also had my only problem with the Ossa when a spring broke in the engine shock absorber; it was like riding with six feet of slack in the drive chain, but by keeping the engine pulling hard, I could learn to ride with it. I took the lead on Thursday, and the last two days worked out well. It is just what Ossa needed with the launch of the new model!” Spring 2022 • Classic Trial Magazine

1972 SSDT • Traditional

Mick Andrews (Ossa): A master in action on Laggan Locks.

On the ‘Star Hills’, marked with a huge orange star at the entrance, the riders would be observed 0, 1, 2, 3, and 5, this section is on Ben Nevis.

Classic Trial Magazine • Spring 2022

Mick endorsed the winning oil he used, Duckhams.

Traditional • 1972 SSDT

Mick Andrews (Ossa): Styling it on Laggan Locks.

SSDT 1972

THE PLACE TO BE As was usual for any motorcycle trials enthusiast, in 1972, the place to be the first week in May was Scotland for the Six Days Trial. In 1972, the annual ‘Weigh-In’ would be on Sunday 30th April when riders would have their machines scrutineered, and parts marked so they could not be changed during the six days of competition which started on Monday 1st May. In addition, to increase spectator interest, new daily awards and ‘Star Hills’ were introduced by the club. Daily awards would be given to riders with the best performance on each of the six days, with ‘Star Hills’ found on each of the day’s six routes marked with a huge orange star at the entrance where riders would be observed 0, 1, 2, 3 and 5. All other sections would still be observed by the 0, 1, 3 and 5 marks for a stop. The six-day route for the event would very much mirror the previous year’s, though, with no significant changes. Words: Classic Trial Magazine and Mick Andrews • Pictures: Eric Kitchen (colour), Alan Vines (black & white)

Spring 2022 • Classic Trial Magazine

1972 SSDT • Traditional

Alan Lampkin (Bultaco): This was a good solid result from ‘Sid’.

WEIGH-IN

Rob Edwards (Montesa): A winner of two Best Daily Performance awards on Wednesday and Saturday.

As the organising Edinburgh and District Motor Club took over the Gorgie Market in the Slateford area of the city, it was very evident that the Spanish manufacturers were out in force. In the event, Bultaco had four of its prototype 325cc machines, ridden by the youngest of the Lampkin brothers, Martin, and Spanish riders Fernando Munoz, Ignatio Bulto and Jaime Marques. It was a total reverse of engine sizes at Montesa. It introduced its new Cota 123cc, ridden by Great Britain’s Tim Brise (son of the UK importer, John) and Spanish riders Jorge Permanyer, Javier Blanc and Leopoldo Mila. As opposed to the ‘Beefy’ 325cc Bultaco, the Cota 123 looked quite fragile to be ridden over six challenging days in Scotland. As a film crew arrived from Honda to film the event, the talking point was when the Japanese big four — Honda, Kawasaki, Suzuki and Yamaha — would arrive on the trials scene.

Rob Shepherd (Montesa): ‘Shep’ put in the best daily performance ride on the Friday.

Classic Trial Magazine • Spring 2022

Malcolm Rathmell (Bultaco): Costly time penalties on the Thursday kept him away from challenging for the win.

Earlier in the year, Sammy Miller re-signed for Bultaco for three years, having turned down an offer from Yamaha to develop a new 360cc trials model. For the first time, the event had a Japanese rider, Toshiki Nishiyama. He competed on an Ossa. On the Japanese theme, Peter Gaunt was more than happy with his latest creation — a converted Suzuki TS 125 trail model into trials trim. Innovation had been applied by removing the oil tank and putting the vital lubricant into the frame tubes. Trials tyres were fitted and a 21” front wheel, new sprockets, seat and handlebars. Backed by Ray Dell Motorcycles, the machines would retail at £200. Six manufacturer teams were entered: two from Bultaco, Montesa and Ossa, together with 21 club teams. For the first time since the first ‘Six Days’ in 1909, there would be no manufacturer team from Great Britain; the last was in 1971 with Greeves and Saracen.

Geoff Chandler (Bultaco): A punctured chain-case on the Friday spoilt a good week.

Gordon Farley (Montesa): It was a poor week in Scotland by his high standards.

Traditional • 1972 SSDT

Jack Galloway (Montesa): Loch Eild Path with its fantastic back drop.

ALL ACTION

Under overcast skies, the action on day one was thick and fast on the 160-mile route from Edinburgh to Fort William, the base for the trial for most of the week. On the new 325cc Bultaco, Martin Lampkin had just crossed the Forth Road Bridge when the engine seized solid on the Spanish machine as the main bearings failed. The men on form riding the 250cc Bultacos were Malcolm Rathmell and fellow Yorkshireman Alan Lampkin, who had lost one mark each amongst the boulders in the river at Edramucky just after the lunch check. However, they would remain feet-up for the rest of the day — including the tough Rannoch Moor crossing — before the day closed in Fort William. The marks lost

were very close, with the top ten covered by single marks, including Mick Andrews, who had lost three for the day. Day two would have the action taken over the Mamore road to the hills around Kinlochleven for its 65-mile route. After the many miles spent on the road on day one, the second day was very much offroad on the many tracks and trails. Geoff Chandler would be the best, losing just three marks on the Bultaco as Malcolm Rathmell held on to the lead with a total of five, one better than Alan Lampkin. With Chandler on a total of seven next and Bill Wilkinson on nine, Mick Andrews was in seventh on 14. Wednesday would be another long day with no let-up where riders would cover 127 miles. The day

DRY R E D L OU

Mick Wilkinson (Ossa): Holding the line Coalasnacoen on Tuesday.

A L S O AVA

ILAB

THE

would include Laggan Locks followed by the cold, wet ride up to the snow line at the Corrieyairack Pass. At the fuelling stop near Spean Bridge, 1969 winner Bill Wilkinson encountered engine failure on the Ossa. It would force him out of the top five and out of the event. The rolling rocks at Laggan Locks were in an evil mood, and only Mick Andrews and Rodger Mount, on the Montesa, cleaned the entire hill. Keeping him in contention for the win, the trial leader, Malcolm Rathmell, parted with just a single mark, as did Rob Edwards and Sweden’s Thor Evertson (Ossa). After three days and with just a single mark again separating Malcolm Rathmell (Bultaco) with 11 marks lost and Geoff Chandler (Bultaco) with 12, the fight for the victory was still very tight.

Dave Thorpe (Ossa): Concentrating hard on Laggan Locks.

Paul Dunkley (Bultaco): Paul was part of the Bultaco ‘B’ Team.

Spring 2022 • Classic Trial Magazine

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Traditional • 1972 SSDT

Thor Evertson (Ossa-SWE): A very worthy winner of the Best Foreign Ride award.

TIME GENTLEMEN

Very close to the top spot on the first three days, Mick Andrews made his move for his third consecutive victory on a long, hard Thursday made worse with mechanical problems as well as an enforced tight schedule to keep the riders moving throughout the day. At the Bay Hill sections in the morning, the transmission shock absorber in the rear hub had broken, leaving a huge void between the turning of the throttle to the back wheel turning. With no chance of effecting repair, he soon learned to enter

Jim Sandiford (Bultaco): A very neat ride up Laggan Locks.

Richard Sunter (Ossa): Winner of the Best Newcomer award.

the sections with the engine pulling hard to keep the ‘slack’ in the transmission to a minimum. He was one of 68 riders who made the lunch check at Salen on time, like many other leading riders, including Malcolm Rathmell, who lost 20 marks on time along with Geoff Chandler on 17 and Rob Edwards on 11. Rathmell had also hit trouble with a flat rear tyre and then a broken security bolt which added to his problems. As the arguments over the time went into the night, the club stood their ground, stating that 68 had made it in on time, so the penalties would remain.

Derek Adsett (Ossa): He had ridden as a member of the Greeves team in 1971 before moving to Ossa.

As Friday morning broke, it was announced that Mick Andrews was leading the trial on 30 marks, three in front of Alan Lampkin, who last won in 1966 on the BSA. Andrews knew it was his opportunity to make a push for the victory and rode a wellcalculated day to open up his advantage over Alan Lampkin to 10 marks at the close of the day. Unfortunately, for the Southern Centre rider, Geoff Chandler, his day turned into a nightmare as he punched a hole in the primary side case on the Bultaco and struggled to continue, losing more marks in the process to push him down the leader board.

Peter Gaunt (Suzuki): Winner of the Best up to 150cc cup.

Spring 2022 • Classic Trial Magazine

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Traditional • 1972 SSDT

Rodger Mount (Montesa): Winner of the Best Scottish Rider award.

Walter Luft (Puch-AUT): On his special Austrian Puch he took the Best up to 200cc cup.

Fernando Munoz (Bultaco-ESP): On the new 325cc Bultaco.

Javier Blanc (Montesa-ESP): A very early colour picture of the new Cota 123 model.

Ignacio Bulto (Bultaco-ESP): Bultaco wanted to make a good impression with the new 325cc Sherpa ‘T’.

Spring 2022 • Classic Trial Magazine

1972 SSDT • Traditional

A CLASS ACT

One last check was needed on the Ossa for Mick Andrews as he left Fort William for the day’s final 150-mile ride back to Edinburgh. A class act at all times, Magical Mick made no mistakes to ride a well-calculated last day to finish nine marks in front of Alan Lampkin. Better known as ‘Sid’, the middle of the Lampkin brothers had been close to winning all week, but he was more than happy to shake hands with the winner Andrews. Once again, many motorcycle enthusiasts who made the annual trip to the ‘Scottish’ had not been disappointed with the week’s action. The new daily awards had been a hit for both the riders and spectators, who followed the results so closely. The Spanish manufacturers had dominated the event, and it was a thrilled Montesa who took the manufacturer’s award. As the doors closed on 1972, the event would face many new challenges in 1973 as the event continued to grow in popularity. The dreaded ballot would be introduced, and for the first time, the event would not carry ACU British Championship status.

1972 SCOTTISH SIX DAYS TRIAL SPECIAL FIRST CLASS AWARDS

RESULTS: 1: Mick Andrews (Ossa) 49; 2: Alan Lampkin (Bultaco) 58; 3: Rob Edwards (Montesa) 60; 4: Malcolm Rathmell (Bultaco) 69; 5: Rob Shepherd (Montesa) 71; 6: Geoff Chandler (Bultaco) 74; 7: Gordon Farley (Montesa) 78; 8: Mick Wilkinson (Ossa) 84; 9: Jack Galloway (Montesa) 89; 10: Dave Thorpe (Ossa) 90; 11: Paul Dunkley (Bultaco) 98; 12: John Hemingway (Montesa) 102; 13: Thor Evertson (Ossa-SWE) 104: 14: Brian Higgins (Bultaco) 106; 15: Richard Sunter (Ossa) 115; 16: Mick Bowers (Ossa) 117; 17: Derek Adsett (Ossa) 121; 18: Ian Haydon (Montesa) 123; 19: Jim Sandiford (Bultaco) 139; 20: Rodger Mount (Montesa) 139; 21: Peter Gaunt (Suzuki) 142; 22: Arthur Lampkin (Ossa) 143; 23: Billy McMaster (Bultaco) 151; 24: Steve Wilson (Ossa) 151; 25: Ted Breffitt (Ossa) 152; 26: Maurice Newsham (Ossa) 152; 27: Ken Fleming (Ossa) 157; 28: Brian Shuttleworth (Bultaco) 158; 29: Walter Luft (Puch-AUT) 164; 30: David Jerimiah (Bultaco) 166; 31: Fernando Munoz (Bultaco-ESP) 169; 32: Ignacio Bulto (Bultaco-ESP) 169; 33: Mick Barnes (Ossa) 169; 34: Oriol Puig (BultacoESP) 173; 35: John Hayton (Bultaco) 174; 36: Karl Rowbotham (Bultaco) 174; 37: Chris Watts (Bultaco) 175; 38: Dave Smith (Bultaco) 179; 39: Arthur Browning (Bultaco) 183; 40: Charlie Harris (Montesa) 185; 41: R Treserras (Bultaco-ESP) 189; 42: M Brown (Ossa) 194; 43: Nick Jefferies (Bultaco) 195; 44: John Luckett (Cotton) 197; 45: Paul England (Montesa) 200.

John Luckett (Cotton): One British machine in the Special First Class awards tells its own story. Jorge Permanyer (Montesa-ESP): Testing one of the family’s products in the greatest of all trials.

MACHINES: Bultaco 19; Ossa 14; Montesa 9; Cotton 1; Puch 1; Suzuki 1.

DAILY AWARDS

MONDAY: Malcolm Rathmell (Bultaco) and Alan Lampkin (Bultaco), 1 Mark Lost. TUESDAY: Geoff Chandler (Bultaco), 3 Marks Lost WEDNESDAY: Rob Edwards (Montesa), 1 Mark Lost. THURSDAY: Mick Andrews (Ossa), 11 Marks Lost. FRIDAY: Rob Shepherd (Montesa), 7 Marks Lost. SATURDAY: Rob Edwards (Montesa), 4 Marks Lost.

CLASS AWARDS

MANUFACTURERS’ TEAM: Montesa: Rob Edwards, Rob Shepherd, Gordon Farley BEST NEWCOMER: Richard Sunter (Ossa) SECOND BEST NEWCOMER: David Jerimiah (Bultaco) BEST FOREIGN RIDER: Thor Evertson (Ossa-SWE) BEST UP TO 150CC: Peter Gaunt (Suzuki) BEST UP TO 200CC: Walter Luft (Puch-AUT) BEST UP TO 250CC: Mick Andrews (Ossa) BEST UP TO 350CC: Fernando Munoz (Bultaco-ESP) BEST UP TO 500CC: R Haines (Triumph)

Leopold Mila (Montesa-ESP): The Technical Director at Montesa on the Cota 123.

ACU BRITISH CHAMPIONSHIP

POSITIONS: 1: Malcolm Rathmell (Bultaco) 43; 2: Alan Lampkin (Bultaco) 36; 3: Martin Lampkin (Bultaco) 30; 4: Gordon Farley (Montesa) 25; 5: Mick Andrews (Ossa) 21. From a programme entry of 241, 224 started, 186 finished with 38 retirements.

Classic Trial Magazine • Spring 2022

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Spring 2022 • Classic Trial Magazine

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VISITED OUR ONLINE SHOP AT TRIALMAGUK.COM? Classic Trial Magazine • Spring 2022

Product Focus • R.E.H. Forks

R.E.H. FORKS

A VERY BRITISH BRAND

Time flies when you’re trialling, but still, it’s hard to believe that it’s eight years since British brand R.E.H. Forks was brought back to life by engineer and trials rider Duncan Macdonald. From his workshop in North Yorkshire, Duncan has worked tirelessly to push the brand into the world trials spotlight through innovative thinking, top-class manufacturing and a strong team of test riders. Created by Robin Humphries in the 1960s, R.E.H. was a powerful presence with front forks and wheel hubs, including being specified as original equipment on Sprites, through the 1970s. But when Humphries ceased manufacturing, the brand quietly faded — that was until 2012 when John Bull, who was the owner of Rockshocks, suggested Duncan picked up the baton. It was time to find out more, so we spoke with the main man, Duncan Macdonald — a lifetime friend of Classic Trial Magazine’s editor, John Hulme. Words: Classic Trial Magazine with Duncan and Judy Macdonald Pictures: Trials Media, Judy Macdonald, Claudio, Neil Sturgeon

More than 525 pairs of ‘new’ R.E.H. Forks are on motorcycles worldwide.

Spring 2022 • Classic Trial Magazine

R.E.H. Forks • Product Focus

R.E.H. Forks was brought back to life by engineer and trials rider Duncan Macdonald.

ecognising the need for homologation for the Pre-65 Scottish two-day trial, Duncan was determined to maintain the exact silhouette created by Robin Humphries. He also knew it was vital to future-proof the internals so that any part of the fork could be quickly replaced in the event of wear and tear or damage. After two years of development, testing, and tweaking, the company was officially launched on 1st February 2014. The first forks were sold in July that year, fork REH-001 going to Alan Brown in Essex for his Armac Triumph Tiger Cub trials machine. Along with the new front forks, Duncan developed a raft of essential bolt-on parts to include yokes, spindles, clamps and more. The initial two lengths on offer became three and then five with the addition of half-inch top nut extenders. R.E.H. Forks quickly became the front suspension of choice for top riders in Britain and Europe. In 2022 and with more than 525 pairs of ‘new’ R.E.H. Forks on motorcycles worldwide, Duncan is about to launch a major and unique component: the VRS System. Before we get into the detail on the VRS System, how are you dealing with the supply chain problems affecting so many businesses in the trials world? Duncan: “Because R.E.H. Forks, Yokes and Options are made in Britain, we have not been affected by Brexit or the delays with international shipping caused by Covid. We also decided to carry high stock levels, so we are less affected by the material shortages that are causing problems for many others. For example, a hike in aluminium prices is currently our biggest headache. However, because we have invested heavily in stock, we can still supply as and when orders are placed, absorbing the long lead times from our CNC parts suppliers.” Classic Trial Magazine • Spring 2022

Mick Grant (BSA Bantam/R.E.H. Forks).

Because R.E.H. Forks, Yokes and Options are made in Britain, they have not been affected by Brexit or the delays with international shipping caused by Covid.

Product Focus • R.E.H. Forks

Robin Luscombe (BSA Bantam/R.E.H. Forks) – the VRS System is just what it says: a variable rate spring system that works in tandem with the main compression spring in each R.E.H. Fork leg.

Miles Jones (Triumph Armac Cub/R.E.H. Forks).

So, tell me about the VRS System: what is it, and what’s the point? “Our VRS System is a Variable Rate Spring System. I had the idea 18 months ago, and we’ve been testing it with a tight team of riders. We’ve done this under the radar, as we have a Patent Pending – the idea and principles of the VRS System could be very valuable to other manufacturers across the motorcycle spectrum, and we are determined to protect it. We have had problems with our designs being copied, and we absolutely will not let that happen with the VRS System. This conversation with you is the first public announcement of the invention, and we plan to physically launch it at the Classic Dirtbike Show at Telford in February.” What does it do, exactly? “The VRS System is just what it says: a variable rate spring system that works in tandem with the main compression spring in each R.E.H. Fork leg. It is highly adjustable by using spacers in combination with a push rod, allowing the rider to fine-tune the suspension depending on terrain, so the fork can work to its maximum potential while giving the rider a smooth, positive feel.”

The VRS (Variable Rate Spring) System: a great thing is that all levels of rider will benefit.

What’s in it? Is it just a simple spring? “It started like that, as a smaller spring counter-wound to prevent binding inside the mainspring. But between our test riders, initially Mick Grant, Robin Luscombe, Kiaran Hankin and myself, with later feedback from Gary Macdonald, Ian Peberdy and Andrew Scott, we realised that to make it work for everyone on different machines and with varying techniques of riding, it needed to be more complex. The final product utilises 12 components, including anodised spacers, a push rod with three length options depending on the fork leg (VRS-30, VRS-31, VRS-32), and the actual spring itself.” So how does it work? “A standard spring is linear, so if you are riding over equally sized and spaced rocks, the amount of compression will be the same. If you encounter larger rocks, these will compress the spring further, often too much. In theory, a dual-wound spring seems like a solution, but it is difficult to dual-wind a spring to have a smooth transition from a softer spring to a stiffer spring and to have the transition at the correct point of travel. The soft part of the spring often becomes coil-bound before the stiffer part of the spring starts to work, which can lead to this part becoming over-stressed. When you add three different spring strengths into the mix, as R.E.H. has, it becomes a bit hit and miss. So if we keep the mainspring as it is, to give the rider the feel he wants over the smaller rocks, the VRS System adds another compression spring that engages deeper into travel for the bigger rocks, drop-offs and long descents where the front brake is heavily used. With the two-spring system in play, neither spring is overstressed. Plus, the engagement of the secondary (VRS) spring can be adjusted so that it takes effect earlier or later, depending on rider preference.

VRS Parts Assembly: the VRS System is sold as single units, not pairs because some riders won’t need two.

Spring 2022 • Classic Trial Magazine

R.E.H. Forks • Product Focus

“It gives competitive riders that extra technical edge, where a single mark can win or lose a trial…”

Hard-hitting French triallist Jean Luc Nictou (Triumph Twin/R.E.H. Forks) at Spain’s Two-day Costa Brava trial.

“Further adjustments can be made by fitting the VRS System to one or both fork legs. So, in a nutshell, you continue to use the mainspring set-up that you are happy with but add the VRS to stiffen the fork deeper into the travel. Another significant benefit is that the fork sits higher in the travel, making the steering more consistent and the motorcycle more balanced.” What level of rider will benefit from the VRS System? “The great thing is that all levels of rider will benefit. Sharp drop-offs will become much less intimidating for Clubman riders, while Experts can tackle even more challenging sections without having to think about what the fork is doing. A few examples, which many people will know from the Pre-65 Scottish and Leven Valley Two-Day trials (at the Aluminium Works section one and two), we start by dropping into the stream. With the VRS System, you don’t need to wait for the machine to settle before getting back on the throttle, so you have more time in the section. In addition, the VRS System makes the descents from Pipeline and off the pass back to Loch Linnhe after Callart Falls much less physical, so you save energy for the sections. The interesting thing is how quickly this feels normal. “After riding with the VRS System for some time, I removed it from my own forks as an experiment. The difference was significant; the machine was less planted and demanded more rider input. Personally, I use just one on the minimum setting, while Mick Grant and Robin Luscombe both use two. That’s the beauty of the adjustment; it is a ‘system’, not just a spring. It gives competitive riders that extra technical edge, where a single mark can win or lose a trial, especially among the top guys pushing the limits on the Classic Trial Magazine • Spring 2022

Ian Peberdy (BSA Bantam/R.E.H. Forks) runner-up Expert Britshock 2021.

headline events. And for the rest of us, it improves the feel of the motorcycle, increases confidence and reduces physical effort. Everyone agrees that R.E.H. Forks make a big difference to riding comfort and machine performance, and the VRS System pushes it up another level.” 31

Product Focus • R.E.H. Forks

R.E.H. Products, proud to be manufactured in the UK.

Eric McMeekin (BSA Bantam/R.E.H. Forks).

Will it fit any fork? “It will only fit our R.E.H. Forks, not Robin Humphries’ original version or any other brand. This is because the configuration of the damper rod, fork top nut, spring size etc., is unique and with very specific tolerances. So only R.E.H. Forks with serial numbers can take the VRS System. To fit it is very simple; just remove the top nut from the fork leg and insert the system. What does it cost? “The VRS System is sold as single units, not in pairs because some riders won’t need two. One VRS System will cost £60+VAT (£72 incl.). We’re doing an instruction leaflet, plus a video which customers can watch via our website: www.rehforks.com because it’s often easier to follow pictures.”

Duncan Macdonald manufactured this superb trophy for the 2021 Leven Valley Two Day; supporting events is important to Duncan and Judy.

English engineering at its very best.

With the VRS System launched, what’s next in the pipeline? What can we expect from R.E.H. Forks into 2022 and beyond? “The whole ethos of what Judy and I do is to provide the best possible product, with the best customer service. We are genuinely proud of what we’ve achieved, and we have such a loyal customer base, many of whom we regularly see at trials, and we always listen to feedback. I’m always thinking about improvements, and I’m constantly fine-tuning, whether tweaks to a damping system or a subtle change in a spring rate. So much effort has gone into the VRS System that 2022 will be about consolidation, ensuring that we do the best job we can for our friends and customers in classic trials and motocross.” www.rehforks.com

Every machine represented on the winners’ podium at Ventoux Classic Trial 2021 was mounted with R.E.H. Forks. From left: runners-up Michel Ranc and Benoit Verin flanking class winners Ricardo, Hug Alemany, Mick Grant making a guest appearance as ‘team manager’ and Robin Luscombe with Eric Lejeune ‘photobombing’.

Spring 2022 • Classic Trial Magazine

Rider: Duncan Macdonald of R.E.H Forks. Machine: Armac Cub / R.E.H Forks with VRS System. Location: Reeth. Photographer: Neil Sturgeon

New from R.E.H Forks Ltd VARIABLE RATE SPRING SYSTEM

SYSTEM P A T E NT

P E N D I N G

VRS System Riders 2022 Miles Jones Armac Cub Robin Luscombe Bantam Dan Clark Ariel Dan Thorpe Armac Cub Ian Peberdy Triumph Twin / Bantam Gary Macdonald Armac Cub Ben Butterworth Ariel Kiaran Hankin Bantam Mick Grant Bantam Duncan Macdonald Ariel / Armac Cub Andrew Scott Bantam

www.rehforks.com

Special Brew • Beta

BETA TR 240

ONE PIECE AT A TIME

Ideas and inspirations to build your dream machine come from many areas. It can be a light bulb moment or from years of planning. In many cases, it’s a flashback to a youthful time of what you had when you were younger, and you wanted to reminisce, or you could not afford what you wanted; however, as life became kinder, funds were more readily available! The love for a particular motorcycle manufacturer can be infectious. I only have to speak with my good friends Yrjo Vesterinen and John Moffat concerning the Bultaco name; it is scary. When I attended a recent machine test with the official Beta UK importer, John Lampkin, and Dan Clark as the rider for our sister publication Trial Magazine, alongside the 2022 Beta EVO machines on test and, at my request, Dan also brought along his twin-shock Beta. I wanted to find out more about the Italian special he had built. I love music, and it was whilst riding back to my base in New Mills, Derbyshire, and I had some Johnny Cash music on (yes, I know…) that the title of this article came to me. The particular track I was listening to was ‘One Piece at a Time’ from his days working on the Cadillac assembly line in Detroit building the iconic American cars – listen to it when you get the chance; it is so good. In the case of this special build, Dan’s love of the Italian machines goes right back to his first Beta; a 1989 125cc TR34 stripey model purchased second-hand in 1990 at 11 years old. Words: John Hulme, Dan Clark, John Lampkin • Pictures: Trials Media and Mauri/Fontsere Collection, and the Giulio Mauri Copyright

Spring 2022 • Classic Trial Magazine

Beta • Special Brew

Old meets new: Beta 1982–2022.

y first trip to the excellent Costa Brava Two-Day Classic Trial held in Spain was in 2016. It opened my eyes to what the classic trials scene had to offer in Europe. The standard and variety of machines were incredible, unlike anything I had ever seen before. Soon I would realise that so many of the machines from my childhood days had survived and were in good condition and, more importantly, still being ridden! It was also, unbeknown to him, the place that would relight the fire in the belly of Dan Clark for his beloved Beta trials machines. Dan Clark: “I love motorcycle trials, be it classic or modern. It is a sport that has played a huge part in my life and one I continue to be a part of. I am very competitive by nature, and the 2016 Costa Brava Two-Day Classic Trial had opened my eyes up to just how much this side of the sport had developed. I was riding a very ‘trick’ four-stroke Triumph Tiger Cub but what caught my eyes was a very nicely updated twin-shock Beta TR 240. It set me thinking that maybe that was something I could replicate or even make better. I love to collect and own Betas, but I did not have a TR 240 in my collection. If I am honest, it was not really a machine I would have even considered if I had not had the love for the Italian machines. “After making a few enquiries, I found out a rider I knew, Ali Haigh had one for sale priced at a very reasonable £300 – very shortly the money was parted with, and it would be in my possession.”

BETA TR 240

After the initial move by Beta into motorcycle trials in 1979, Spain’s Pedro Olle joined as a development and test rider in late 1981. The twin-shock TR 240 model was born after a period of riding the TR 125. As with any manufacturer, Beta valued the exposure of putting their machines through the ultimate test of the Scottish Six Days Trial. In 1982, Pedro Olle finished in a very encouraging 21st position on the TR 240. The power plant of the 240 model was the superb air-cooled reed valve induction single-cylinder 196cc engine with a bore and stroke of 68mm x 54mm. Housed in a lightweight tubular steel frame, it’s interesting to note that the front and rear suspension came from the Spanish manufacturer Betor. With six gears and a claimed weight of Classic Trial Magazine • Spring 2022

For sale, priced at a very reasonable £300.

One owner, really!

85kg, Pedro Olle would score the Italian manufacturer’s first FIM World Trials championship points in Great Britain in 1983. Dan: “From the start of the build-in 2017, it has been modified constantly over the years right up until the present day. The only part I have retained is the frame, as the majority of the other parts have been modified or replaced. I already had a complete 1989 260cc Beta in bits, and, to my surprise, after some quick checks with the tape measure, the engine went straight into the frame using the same mounting points; would you believe it! I knew that this would significantly improve the performance from the 196cc it had started with and benefit the extra power from the full 260.7cc. This 1989 engine also had a heavier flywheel, and I would later be able to fit a flat-side Keihin carburettor. As I have already commented, the machine 35

Special Brew • Beta

Typical Italian: the Beta TR 240 was well engineered.

is an ongoing upgrade exercise when I find better parts that fit. An air-filter box and middle silencer from 1987 model Beta were used. I also had a hand-made exhaust system fabricated to make it all work. “Suspension-wise, it has 2021 model Beta EVO front forks, although I have retained a modified conical wheel hub and drum brake with a modified backplate to marry it to the forks. A 1994 Techno model aluminium swinging arm was fitted, and I had the locating mounts for the shock absorbers welded to it in what I considered the best location. Hand-built Rockshocks from Gary Fleckney work so well. “The beauty of these units is that they can be rebuilt and adjusted very easily to suit individual rider needs. A rear-wheel fitted with a tubeless rim works better as it’s easier to get tyres if you need to repair a puncture — this came from a Beta Zero. Beta Techno model footrests were fitted, and the location plates were lowered by 40mm. I have also fitted Beta EVO model fork yokes and Renthal’ Fat’ handlebars and grips to make for a comfortable riding position. “I wanted to keep the Beta I have built inkeeping with the original Beta TR 240 model, and that is why I have kept the aesthetics with

High above Sant Feliu at the 2021 Costa Brava Two Day.

Clean lines and bold aesthetics on the twin-shock Beta TR 240.

Dan enjoying the 2018 Costa Brava Two Day Trial.

the red-and-white theme. The red frame complements the white mudguards, and the finishing touch was the one-piece seat and fuel tank arrangement. This came from Angel Delay in Spain. I cut and modified it to suit the frame. I am very happy with the finished result, and I am sure you can see my passion for the Italian Beta trials machines in the flesh. I still have some other ideas that I want to try, and I will continue to evolve the machine. All I would say to anyone who sets out on a motorcycle build as I have is to take your time. Make sure you have plenty of it and also a steady supply of money!”

Dan and the Beta are a winning combination.

Spring 2022 • Classic Trial Magazine

www.comastrial.com Exclusively imported into the UK by Camio Moto Trade enquiries welcome by contacting 01246 792033 or sales@camiomoto.co.uk

FIND US ON

Special Brew • Beta

A full 260.7cc from the 1989 model provides the extra power.

After some quick checks, the 1989 engine went straight into the frame using the same mounting points.

HOW GOOD?

That was the question, but we wanted to hear both sides of the story — one from Dan Clark, whose creation it was, and John Lampkin. Johns’ knowledge of motorcycle trials is pretty good, and he also owns and rides a 240 and 300 model Fantic. For those who do not know, John was raised on twin-shock machines including Bultaco and SWM, was a full factory rider for CCM from Great Britain in 1982 and the Italian manufacturer Fantic from 1983 to 1984. Unfortunately, as financial problems hit the Fantic concern, John had no option but to leave at the end of 1984, rising to fifth position in the FIM World Trials Championship on the Fantic 300 model. So first, we asked the Beta TR 240 owner, Dan Clark, for his riding impressions. Dan: “On my admission, it is very good. I would imagine it is one of the most competitive machines in the twin-shock world. With a very smooth, powerful engine, the level of adhesion from the Michelin tyres is, in certain situations, beyond belief. Lowering the footrests was good not just for finding grip, but it also gave it a very comfortable riding position. If I am totally honest, the fitting of the 1994 Techno swinging-arm has made it a little too long; not much, but it is something I will be looking at in the near future. “Another part of the build I have enjoyed is meeting and learning so much about what will fit, what will need modifying. It’s incredible the people you meet in the process of building machines in the trials world and just how enthusiastic they all are! It is very much my ‘dream build’ as I love the Beta trials machines, and I am very happy with the finished product and how it performs.”

A hand-made exhaust system was fabricated to make it all work.

Hand-built Rockshocks from Gary Fleckney work so well.

Suspension-wise it has 2021 model Beta EVO front forks.

Spring 2022 • Classic Trial Magazine

Beta • Special Brew

John Hulme asked me to pivot turn out of the narrow river.

Steve Saunders always rode with very little rebound damping in his twin-shock riding days and he seemed to find grip quite well...

Working hard: the Beta is well balanced.

Classic Trial Magazine • Spring 2022

Special Brew • Beta

It does feel quite long when you first ride the machine.

John Lampkin: “The Italian Beta machines are my life since I became the official UK importer in 1987 and, as they say, the rest is history. As the Beta TR 125 and 240 models were developed when I competed in the FIM World Trials Championship, I was well aware of them. My late Uncle Martin knew Pedro Olle.

For such an old machine it looks very elegant.

Being a Spanish rider for Montesa, he was quite surprised that he would move to a relatively unknown Italian motorcycle manufacturer Beta in the early ‘80s to develop the new trials models. “I do agree with Dan that the whole project has been very in-keeping with the Beta name,

and the finished product does look very good and traditional. I found the gearing very low, but I know Dan rides everything in second gear. The rear suspension was quite fast, but, like Dan, I like that. Well-known mud specialist Steve Saunders always rode with very little rebound damping in his twin-shock riding days on the Bultaco and Armstrong, and he seemed to find grip quite well. “It does feel quite long when you first ride the machine, but the handling is excellent, and I agree the lowering of the footrest contributes to the nice feedback from the rear wheel when riding. The engine is so smooth, and the torque inspires confidence in your riding. “John Hulme had asked me to pivot turn out of the narrow river as he pointed the Nikon D850 at me. If I am honest, the Beta was in its element. It is right up there with the best in the very twin-shock world as a competitive package, but you must also remember that the owner Dan Clark has a very good natural talent. To give the Beta credit, I think I could ride this machine without much practice; it was set up so well and nice to ride. Of course, all machines want riding, but I must say this Beta is a pleasure to ride and a credit to its owner.” John Hulme: “Spending time with both Dan and John and talking trials is what makes my job so enjoyable. Just before Christmas, we had a super time testing both the 2022 Beta EVO model and this Beta TR 240 that Dan has built. It would be unfair to try and make a comparison between the two models, which cover around 40 years of machine development. What is interesting though, is just how good the quality of the Italian machines has been over the test of time. Dan reckons that there are about eight models of the Beta machine in his own TR 240 dating back to 1983. With the Pre-65 machines very much at the peak of what you can do with them regarding development, I wonder how long it will be before the classic twin-shock machines also hit that peak. How soon will we start to see the evolution of the aircooled mono-shock machines start to appear in a new ‘Retro’ Class for machines manufactured from 1980–1990? Just remember where you heard it first!”

Team — a grand day out!

Spring 2022 • Classic Trial Magazine

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Old Gold • Majesty

OLD GOLD

THE ULTIMATE MAJESTY Undoubtedly, John Edward Shirt has been one of a few innovative engineers who contributed so much to the design of the modern-day trials motorcycle on an adventure that started back in 1977 with his first Yamaha conversion kits. The story began in late 1976 when the Ossa he was riding was traded in at MacDonald Motorcycles in nearby Macclesfield, who supplied the new Yamaha TY 250. It came via Barrie Rodgers Motorcycles in Derby, who were a main dealer for Yamaha. On his debut on the new machine at a local Macclesfield Club trial in January 1977, he finished ninth. During the year, he started to modify the machine. He made parts available to the buying public, beginning with removing the oil tank, feed and pump setup for the two-stroke oil. In turn, he allowed the new slimline cover to be fitted, which he could also supply. He then started to supply a heavyweight chain conversion kit, which was soon followed by the repositioning of the rear suspension dampers. The next step would be a conversion to what would eventually become the Majesty Yamaha. Words: John Hulme with JES Pictures: Shirt Family Archive, TMX, Barry Robinson

John E Shirt in action on the Majesty at the 1982 Dave Rowland national trial.

Spring 2022 • Classic Trial Magazine

Majesty • Old Gold

“The majority of the Majesty was in in good condition and I had it powder coated locally. It was the same with the fuel tank, this was also painted locally. I took my time with the rebuild and in truth I am very happy with the final result.”

Before John stripped it down, he ran the engine, which was fine.

This Majesty was ridden in anger was at the 1995 Scott Trial by Mick Andrews.

n this ‘Old Gold’ article, we look at his renovation of what many would consider the ultimate Majesty — a one-off special that John built and developed himself. It was a strange set of circumstances that would bring about the build of this ultimate Majesty.

GOOD FRIENDS

During 1977 he would also help prepare a 250cc Yamaha for his good friend Mick Andrews to ride in the SSDT. After the event in June, Mick was informed that Yamaha, after fives years, had finished with the research and development of the trials machines. The TY range of machines was still available, with the 250cc priced at £700. In 1978 Andrews moved back to live in the UK permanently and, in April, returned to his first love, Ossa. During the summer months, and with the Yamaha modified parts beginning to sell well for John, news was announced in the press that Mick Andrews would start to build ‘Works Replica’ machines with a 320cc conversion on them. It was also stated that the work would be carried out in Buxton with John Shirt instrumental in the project. Andrews gave Shirt a modified 320cc cylinder barrel that had not worked as expected, but with his expertise and a few modifications, he fitted it to his own modified TY 250cc. The results were very encouraging. Classic Trial Magazine • Spring 2022

It was during the Covid-19 lockdown that John made the decision to make a very sympathetic renovation of the Majesty.

MAJESTY YAMAHA

Off the back of some serious hard work and long working hours, in a short period of time, the Majesty Yamaha project turned into a huge business success as John worked all the hours under the sun to keep up with demand and the development of the new trials machine. Mick Andrews won the 1980 FIM World Championship round in Devon on the Majesty in the early part of the year, but the celebrations were short-lived as one week later, the winning machine was stolen in Belgium at the world round. Did rival manufacturers want to find out about the Majesty and its winning pedigree? We will never know, and the machine disappeared forever. As John surrendered his own Majesty for Mick Andrews to ride, he was running out of machines. After the SSDT in May, John received three special engines from Japan, all OW10 – the code name for factory engines arriving in the UK via the European Yamaha headquarters in Amsterdam. 43

TWIN SHOCK RESTORATION

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www.agbikes.co.uk

Majesty • Old Gold

If you look closely, you will see the gear-change linkage, to make for easier gear changes.

At last; looking like a Majesty!

OW10

Hand-built, with a one-off design, the engines were short-stroke, single-cylinder two-stroke with six-speed gearboxes; they also used a contact breaker ignition system. John also inherited various other special parts, including leading-axle front forks and lightweight wheel hubs, amongst many other items sent from Amsterdam when Mick had finished with

Yamaha. The engine size was 270cc, and, along with the short-stroke crank, John was very excited about what he could develop with the latest developments from Japan. Around this time, John had moved to the Godden frames from the converted standard TY one for the Majesty conversion. After burning much midnight oil, he had his new Majesty up and running. Using his vast

experience, John had positioned the engine a little further forward in the frame than the standard Majesty to improve the overall handling. He knew the new engines would be powerful, and he was not wrong. Moving the engine forward moved the gear change lever position, and, as ingenious as ever, he manufactured his own linkage to make for easier gear changes.

One man’s pride and joy.

Classic Trial Magazine • Spring 2022

Old Gold • Majesty

DEVELOPMENT

John rode the machine in the Hillsborough centre trial, which would eventually become the Jack Wood. It was very good, but before long, he had the 320cc conversion fitted to the engine. The extra sixth-gear ratio made a good engine even better, but he was concerned about the power from the engine. At the Manx Two-Day Trial in September, John rode the first day with the 320cc barrel fitted, but after the trial, he converted it all to a 250cc — piston, cylinder barrel and head, carburettor, like you do! On day two of the trial, his many questions over its performance were answered as it performed so well. Over the following years, as the mono-shock Yamahas arrived in June 1983, it was parked up in the workshop at Stable Lane in Buxton, Derbyshire, where it lay until 1995. Would you believe that Mick Andrews rode the machine to a Scott Trial finish! Riding up to the final sections at Clapgate, the clutch was slipping so badly that Mick walked the machine up the hill before riding it to the finish, much to the delight of John Shirt.

THE ULTIMATE MAJESTY

John Edward Shirt: “It was during the pandemic lockdown that I decided to make a very sympathetic renovation of the Majesty. Before I stripped it down, I ran the engine; it was fine. After the problem Mick had encountered with the clutch at the 1995 Scott, I modified a Gas Gas clutch to eradicate the problem; it was a much-needed modification. The majority of the Majesty was in good condition. I had it powder coated locally. It was the same with the fuel tank; this was also painted locally. I took my time with the rebuild, and in truth, I am thrilled with the final result. “It had started as a yellow Majesty in 1980 before it was powder coated red in 1982. At a meeting with my good friends from Yamaha in 1982 in

The ultimate Majesty Yamahas.

John E Shirt took on the world and won the FIM World Trials Championship round in Great Britain in 1980 with Mick Andrews.

Amsterdam, I was informed that the Japanese were working on a new model for the following year, and it was suggested that I start to change the production Majesty colour to red and white. During the rebuild, it reminded me that I have never tried lengthening the swinging-arm by an inch or two. It also reminded me of a really nice time working with the Japanese; they were lovely people. One last note, before anyone asks, the Majesty is not for sale — it reminds me too much of the time I took on the trials world and won!”

The Majesty Yamaha is still a much sought-after machine.

Spring 2022 • Classic Trial Magazine

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Remembering • Vintage Vines

ALAN VINES REMEMBERING

1944-2021

The passing of Alan Vines on the 21st October 2021 came as a shock. He had not been well for some time, but when I called to speak with him, as I always would, I knew when his younger brother Derek answered the call that it was not good news, he had passed away the day before. The tears in my eyes told their own story. Alan had been a good friend and a supplier of superb high-quality pictures for the magazines. Our shared enthusiasm for off-road motorcycle sport, and trials riding in particular, led to endless hours on the phone enjoying our reflection of the past. Alan’s cousin Tony Slater contacted me and, as a fitting tribute to my friend Alan Vines, I felt it would be only fitting to put his Eulogy into the magazine. I thank Tony so much for this, so in his own words, enjoy the life of a great man and fellow motorcycle enthusiast. Words: John Hulme; Eulogy: Tony Slater • Pictures: Alan and Derek Vines

Spring 2022 • Classic Trial Magazine

Vintage Vines • Remembering

Motocross

Roger De Coster (Suzuki-BEL)

ow do you sum up a person’s life in 10 minutes or so? We are here to remember and give thanks for the life of Alan Vines, brother, nephew, cousin to a fair proportion of those gathered here. Alan was an ordinary man who lived an unexceptional life, but all of us have good memories of him.

THE BEGINNING

Alan was born on 9th January 1944 in Tetbury maternity hospital. He was premature and fairly poorly, but a healthy five pounds reported his maternal grandmother writing to her eldest boy, Jack. She said she delayed sending the news in case Alan did not make it. But he did, the first-born of his generation in his maternal family. As such, he was a much-loved baby; Aunty Amy was apparently especially besotted with him. He grew up and spent almost the whole of his life at Longtree cottages, other than a few years at the old police station in Avening, purchased by Uncle Jack so that Lucy could look after their Classic Trial Magazine • Spring 2022

Motocross Suzuki

ageing parents. Longtree is a set of barns and two tied cottages and belonged to Mr Laurie, the owner of Church Farm in Avening, for whom Alan’s father, George, worked most of his life. The cottage has a large garden which was the pride and joy of Alan’s parents, but its tending was mostly left to parents and brother Derek; Alan did not inherit the gardening bug. Like most country people, the Vines always had a dog, and Alan took his share of walking these four-legged members of his household and loved them dearly. Alan did well at junior school, passed the 11+, and moved on to Tetbury Grammar School, following the example of Uncle Jack. In more propitious times, he could almost certainly have gone on to further education, but he left at 16 years old to find employment. Home life was not always easy as his mother had a fiery temper, and by his teenage years, Alan could fight back. I well remember one Christmas at the police house when an altercation with Lucy led Alan to run away from home. He was missing for hours before he was eventually found.

ARTISTIC SKILLS

A great skill inherited from his father was as an artist, and he was able to draw pen and ink sketches of animals and portraits of people brilliantly. Marilyn still possesses three sketches of birds and a portrait of her beloved Cliff Richard, which Alan drew for her. He was therefore advised to seek work as a technical draughtsman and was appointed to such a post at the long-established firm of Redlers in Stroud, where he remained until early retirement was forced on him as the firm struggled to maintain profitability. Employment provided sufficient income for him to begin engaging his interests and hobbies. First amongst those was motorcycling, and he was immensely proud of his scarlet BSA machine featured on the front cover of the service paper. He went to motorcycle meetings all over the country, taking his camera with him to take action photographs of the riders. He was as good a photographer as he was an artist. He also collected and made scale models of motorcycles, one of which adorns the flowers 49

NEW LOOK

www.trialmaguk.com

• FEATURES MOTORCYCLE • CYCLE • SIDECAR • CLASSIC • COMPETITION

ISSUE 32 • UK: £6.99

RARE

1980 FIM WTC LOST GOLD

LOST GOLD

1970 SSDT

MAGICAL WASP SPECIALS S IN W K IC M CLASSIC COMPETITION JIM SANDIFORD 1970 SSDT GREEVES

1980 FIM WTC GBR

Alan Vines loved to see his pictures on the cover of Classic Trial Magazine. This was his favourite.

SPRING 2020

Remembering • Vintage Vines

Motocross Japanese

Gordon Farley (Triumph-GBR)

seen at the funeral. Many of the family will remember having rides on the motorcycle around fields at Longtree or the cricket field in Cherington, where there are photos to prove it. It was also not long before he acquired his first car, which was more practical for transporting his family and friends and an increasing necessity for anyone living away from the main centres of population. Most of the family who have provided memories remember Alan as an always cheerful, gentle, caring man who was

Barry Sheene (Yamaha-GBR)

Graham Noyce (Honda-GBR)

Steve Saunders (Bultaco-GBR)

particularly good with children. Since most of his generation of our family were boys, girls were especially valued, and Lynsay and later Lorraine were spoilt rotten on their visits.

HOLIDAYS

The car provided the means for excursions during the holidays, sometimes locally, but more often than not long-distance drives to mid-Wales, the Elan Valley, Cheddar and the Forest of Dean, as well as Bristol Zoo and the

seaside at Weston. A big picnic lunch, with a primus for tea-making and utilising a quiet lay-by or farm gateway, was almost always a memorable part of these excursions. Both Marilyn and Lynsay remember many of these trips, and there were others with Uncle Jack, Aunty Amy and Cousin David. Indeed, there was also a holiday on the Norfolk Broads with Lucy and David and another in a camper van in the mountains of Scotland. Alan was always an effective minder of small children, where his patience and humour would always pacify and entertain them. Lynsay remembers how her daughter, Tamlyn, adored him in her early years when they visited Longtree, and that Alan almost accidentally taught her first few words: ‘dopped it’ when she dropped a ball gently tossed to her, and ‘Oh dear’, repeated endlessly for the same reason. As she says, ‘Alan would have made a wonderful father’. Marilyn notes that the Vines family were/are avid watchers of ‘Strictly Come Dancing’ and that she always delighted in encouraging Alan to come onto the dance floor with her at family weddings and the like, which he did reluctantly, but then enjoyed it immensely. Alan enjoyed country music and skiffle, but his greatest joy was the American singer Diane Solomon. Whenever she was in the UK or Ireland, Alan would ensure that he was at those concerts and, as we heard from Lynsay, cultivated a genuine friendship with her. Spring 2022 • Classic Trial Magazine

Vintage Vines • Remembering

Singer Diane Solomon (USA)

Drag Racing

Steve Saunders (Honda-GBR)

Giacomo Agostini (MV Agusta-ITA)

CHRISTMAS PARTIES

Thierry Michaud (Fantic-FRA)

Classic Trial Magazine • Spring 2022

Most of us cousins remember Alan best from our amazing sequence of Christmas parties, circulating from Woods to Keylocks to Vines in a different order each year. Huge teas, a viewing of Uncle Jack’s family slides, later added to with mine and Alan’s, which enculturated us into our wider family histories, and then came the quizzes and the games! Pride of place was always given to ‘Balloon Bash’ to the despair of aunties who had to ensure valuable ornaments had been put away before play commenced. Later in life, Alan settled into more sedate activities, so playing golf on the Minchinhampton course was a favourite, and he enjoyed watching international golf competitions on the TV. He also played skittles with one of the Avening teams. As his mother became increasingly infirm and his father died, Alan took on the domestic duties at home,

shopping, cooking and caring for his mother. Sadly, after her demise, his own health began to decline, and he became a bit of a recluse, refusing help when it was offered. Still, he was grateful to Tony for assisting him with computing and teaching him how to scan his family and motorcycling slides to be put on the web for others to enjoy. So, there we have it, an ordinary man living an unexceptional life, but a life that impacted on all of us here today for the better. A cheerful, caring man even though, according to Derek, he could occasionally be ‘A real occord Bugger’!

TRIBUTE

John Hulme: “As a tribute to Alan, we have included some of his superb pictures from the huge archive of close-on 90,000 pictures now in our safe hands. As you will see from the small selection here, he was an expert photographer; his legacy will live on forever.” 53

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Reflection • John Hemingway

REFLECTION

MICRO MAN

It can be quite surprising what catches your eyes when you are younger! In the late ‘60s, I was intrigued at just how good the smaller engine-capacity trials machines were. A cottage industry of innovative motorcycle engineers had risen from the ashes of the rapidly declining motorcycle industry in Great Britain, and new brands were starting to appear. Having ditched the ageing twostroke engines such as Villiers, by utilising the available foreign engines, these machines came to be a force to be reckoned with in the trials world. One such machine was the Sprite, and the rider, who would become well known on the smaller-capacity machines, was John Hemingway. From the early Sachs engined 125cc Sprite model through to the introduction of the Montesa Cota 123 in the early ‘70s, John Hemingway’s name was always there, hence the nickname I gave him at the time, ‘Micro Man’. Words: John Hulme and John Hemingway • Pictures: Alan Vines, Yoomee Archive, Hemingway Family, Barry Robinson, Eric Kitchen, Brian Holder and Iain Lawrie.

1966: On the Greeves at the Northern Experts Trial on Robinsons Rocks.

Spring 2022 • Classic Trial Magazine

John Hemingway • Reflection

1968: Riding with a bent con-rod would make for a busy week on the Sprite in the first SSDT!

orkshire is more commonly known as the home of motorcycle trials, dating back to the early days of the Scott machines, and in the late ‘70s, there was no better place to be introduced to the world if you wanted to be a trials rider. Born on the 27th June 1948, John Hemingway was the son of Maurice and Marion. He also had two sisters, Elizabeth and Isobel. Off-road motorcycling would soon become a staple of life for them, as you are about to see, as Isobel would go on to marry the late, great Martin Lampkin.

1968: Riding number one at the British Experts Trial, John’s result in the Scott helped to put the Sprite name in the headlines and sales were good.

Classic Trial Magazine • Spring 2022

1968: After the success in the Scott Trial it was a return to normal pace at the Bemrose.

FARMERS

Maurice and Marion Hemingway were pig farmers based in North Yorkshire, where the family grew up in a happy and busy, hard-working environment. As you can imagine, vehicles need to be driven on any farm, and John would be introduced to working machinery at a very early age. Attending the local school, John, along with so many other young Yorkshire children, had a keen interest in Rugby, but soon it would be an introduction to two wheels that would become so much a way of life. As part of the everyday transport, on the farm was an old two-stroke James. Soon John would be using it on every occasion to enjoy riding it on the banks and climbs in the surrounding area.

1969: John started to turn heads on the Sprite in the national trials in early 1969 and looked forward to the challenge of riding the new 125cc in the ‘Scottish’.

Reflection • John Hemingway

1969 SSDT: A super-enjoyable week was rewarded with 11th overall and once again finishing as the top Sprite rider.

1970 SSDT: Nursing the Alta Suzuki up Laggan Locks.

John Hemingway: “It was quite common in the late ‘50s and early ‘60s to find old motorcycles on farms, and this was the introduction to motorcycle trials for so many people, including myself. “It would be around 1965 when a friend of my father’s, Ken Smith, called on the farm. He was a travelling wet-fish merchant and a family friend; he would later run a world round for the Wetherby Club, but that’s a story for another day. He had seen me riding the James and suggested that I find a way onto a proper trials machine, and soon we had a 250cc Greeves TES in our possession. So at 16 years old, I was taken to my first trial. As a family, we knew nothing about the sport, apart from the basic rules of not putting your feet down. Not knowing about low tyre pressures for motorcycle trials, I rode the first event with 18psi in the rear tyre, and I can still recall how excited I was about it all!”

Motor Club would be a hive of activity, with many social events. He would soon contact other fellow trials riders and his future wife, Janet, who he would meet at the annual Bonfire party. John: “I would soon come into contact with a similar-aged Malcolm Rathmell. We became friends and started travelling to events together in my father’s car with now two machines on the trailer; my Greeves and Malcolm’s Triumph Tiger Cub. One of the earliest national trials I competed in was the Colonial Trial, and from that moment on, I rode in as many nationals as I could afford, splitting the travelling costs with Malcolm. As I progressed, I started to get some decent results and then I moved on to the more upgraded Greeves TFS and then later to the Anglian model.” Everyone knew who Dennis Jones was in the trials world. Based in the Midlands, he rode a Sprite for Frank Hipkin, who was one of the new motorcycle manufacturers emerging into the off-road world. In 1968 Dennis mentioned John’s name, and soon he would be riding a 250cc Villiers engined Sprite as part of the factory-supported team. Frank Hipkin wanted a good Yorkshire based rider, and John filled the spot perfectly.

ROAD TRIALS

1968 SCOTTISH SIX DAYS TRIAL

As was the norm at the time, the majority of the events used road work, and as John joined the Wetherby and District Motor Club, it opened a huge new door of opportunities to compete. Passing both his motorcycle and car driving test was compulsory as a farmer’s son, and soon he would be borrowing his father’s Triumph Spitfire model to tow his Greeves to events on the trailer. Wetherby and District

1970: Full concentration at the Scott Trial.

You could argue that, in the late ‘60s and early ‘70s, the SSDT was the pinnacle of motorcycle trials. The whole year revolved around that one event and the results from it. John was full of enthusiasm for the event and headed off to the Highlands, ready for the six days of trials determined to show Frank Hipkin and the trials world that the factory support he had been given from Sprite was well justified. He would be riding the 250cc Villiers-engined model and was looking forward to the event. He travelled up there raring to go with his fellow Yorkshire riders in the Wetherby and

1970: You can clearly see in this picture from the Northern Experts just how fragile the Alta Suzuki frame appears.

Spring 2022 • Classic Trial Magazine

Reflection • John Hemingway

1971: Once again John turned heads on the new monocoque chassis Suzuki at the Victory Trial in late February.

District Motor Club team, Mick Wilkinson and Malcolm Rathmell. John: “The weigh-in day was a disaster as it just rained by the bucketful. I did my lastminute checks on the Sprite before I pushed it up onto the scrutineering ramp, where the paint marks would be applied to stop anyone from changing parts. We were all joking about the weather as the heavens just opened more and more; we knew we were in for a wet week. “I think it was on the Tuesday I dropped the Sprite in one of the many swollen rivers, and the engine was dead. After some brisk work with the spanners, I had the machine running again after the ingress of water to the engine. Unknown to me at the time though, the engine

1971: Finishing 16th in the SSDT on the ‘Bouncy’ monocoque chassis Suzuki.

had suffered from the water and slightly bent the con-rod in the engine in the process. “For the remainder of the week, I was replacing spark-plugs at an alarming rate, but I still managed to finish the event. Of course, it was not the result I wanted, finishing in 34th position, but at least I was the highest placed Sprite rider.”

MICRO SPRITE

With the engine so long in the tooth and outdated, Frank Hipkin had been looking for a replacement engine for the Villiers two-stroke and found one in Germany. The Sachs engine was a 125cc air-cooled two-stroke. It came with a strong reliability record and perfectly fitted

the needs of Frank Hipkins’ new creation. He announced new riders including Jim Sandiford, Roy Peplow and Norman Eyre to join Chris Leighfield and John on the new model. In early September 1968, John tested the new machine on the farm and was suitably impressed. He suggested some minor changes and just knew the machine had potential. The best, though, was yet to come. John: “The new 125cc Sprite was good, but the big challenge would be the Scott Trial in late October. Known as a lightweight machine, I thought the Sprite might be fragile when pushed to the limit, but it proved me wrong. Sammy Miller was never going to be beaten; he was on a mission on the Bultaco. “I was 20 years old and keeping physically fit with the hard work on the farm, and I was ready for the punishment of the event. I started well and settled into my own pace, but then I hit problems; it was not the machine that broke but the drive chain. I quickly fixed it and got on my way, and my time was just slightly slower than Sammy Miller. I finished the day second, which silenced the ‘Micro Machine’ pundits who said the machines had no future. The small-capacity Suzukis of Peter Gaunt and Dennis Jones finished fourth and sixth as they also took the Best Manufacturers’ Team award with Terry Wright as the third team member. “I started to turn heads on the Sprite in the national trials in early 1969 and looked forward to the challenge of riding the new 125cc in the ‘Scottish’. As it turned out, I had a super enjoyable week, getting just inside the top ten before slipping to finish 11th overall and once again finishing as the top Sprite rider. What I still consider one of my best rides on the machine though, was at the Scott Time and Observation Trial.”

1971: Good friend Gordon Farley came to the rescue in the way of the loan of one of his works-supplied Montesa machines in late October, seen here in the Scott Trial.

Spring 2022 • Classic Trial Magazine

John Hemingway • Reflection

1972: A sneak preview in early 1972 gave John a look at the soon-to-be-released Montesa Cota 123.

TURNING JAPANESE

With the ever-decreasing sales of British manufactured machines such as BSA, Triumph and Greeves, to name but a few, the Japanese motorcycle manufacturers had started to make inroads to what they considered an important market in the UK. Unfortunately, this also resulted in many key employees being made redundant. One of these was Maurice Knight, who had moved to Suzuki GB. He had seen the potential of the ‘Micro’ engine machines, and the Alta Suzuki project had come to life. Using the small-capacity Suzuki engine as a source of power, it was all systems go, and in June 1969, John Hemingway moved to the team. John: “I had enjoyed my time at Sprite but thanked Frank Hipkin and moved to the Suzuki. Once again, it was a good little machine but looked even more fragile than the Sprite. It proved me wrong, as with the Sprite, as I rode it to a fifth-place at the Scott except this time with a trouble-free ride. Suzuki once again took the Best Manufacturers Team award with myself and Martin and Alan Lampkin when we finished seventh and eighth. “With my good run of results, Maurice Knight agreed to continue to supply the machines and spares and also offered me a retainer for the 1970 season of £130 plus some travelling expenses and a bonus.

1972 SSDT: Holding the line on Laggan Locks on the Montesa Cota 247.

Classic Trial Magazine • Spring 2022

1972: Ready to hit the road to the SSDT, riding the Cota 247 as he waited for the new Cota 123.

“I had another good year in 1970, which nearly came off the rails at the SSDT. This event almost proved just one too much in the trials riders’ fight to produce the lightest trials machines. In truth, the steel-frame tubing was too thin and not strong enough for six days of riding in the ‘Scottish’. After the first few days, both Alan and Martin Lampkin had problems with the frames cracking, which came to a head, forcing Martin out on the final day. However, both myself and Alan managed to nurse the Suzuki through the final days as I finished a superb sixth with the best up to 150cc Cup and Alan 14th.”

WRONG DIRECTION

As we all know, in the ‘70s, the constant search for the lightest materials to produce the most lightweight trials machine was the ultimate goal. So in an association between McClaren Engineering and Suzuki GB, they produced a prototype aluminium framed Suzuki. The monocoque chassis was a single-piece structure with the aluminium body acting as a load-bearing member, leaving the underside of the Suzuki engine exposed. They spent some time working on the machine before letting John test it to give them his opinion. Would it be a step in the wrong direction?

1972: In the Peak Trial in the latter part of the year. He loved the new Montesa Cota 123.

Reflection • John Hemingway 1974: The new Montesa Cota 172 was very similar to the Cota 123 but came with 21” and 18” wheels to complement the bigger 153cc capacity engine.

1973: Checking the direction in the Scott Trial on the Montesa Cota 123.

John: “If I am honest, I was quite shocked when I saw the first machine. It was so revolutionary and years ahead of its time. They sent me the prototype to try on the farm, and I bent the frame jumping a ditch as the aluminium was too thin. I sent it back, and they arrived with another prototype with thicker gauge aluminium and Bultaco front forks to make it more stable. It was so light that it bounced over everything. “I finished 12th at the Victory Trial in the February, but I knew it was still not right. After I finished 16th in the SSDT, I struggled with it over the next few months, but I knew the time was right to move. I think they built around 80 of these machines, but the project was over by October. My saviour came from good friend Gordon Farley in the way of the loan of one of his works-supplied Montesa Cota 247 machines in late October.

1974-1976: John won the Best up to 200cc award at the SSDT on the Cota 172.

Spring 2022 • Classic Trial Magazine

John Hemingway • Reflection

1975: Heading towards the finish in the Scott Trial.

VIVA MONTESA

After Sammy Miller’s ACU British Championship winning years from 1959–1969 on the Ariel and then the Bultaco, it ended with Gordon Farley on the Montesa. It gave the rival Spanish manufacturer new ideas for its Cota range. In September 1971, Montesa held the first-ever European schoolboy trial, the Escuderia Impala trial, with invited riders on the small Cota 25 model. The Montesa importership to the UK was still under the control of Montala Motors and John Brice in 1972. John Hemingway went on a factory visit to Montesa in Spain with Gordon Farley; what John did not know was that Montesa had been working on a new machine earmarked for him to ride, the Cota 123. At the first Three Day Santigosa Trial in Spain, they presented the Cota 123. Pedro Pi won the event despite the handicap of the small-capacity machine, making it a big hit with the buying public. John: “Gordon Farley was very good to me and suggested I join him on a factory visit as he was driving down to Spain to take in a few trials. We arrived at the factory, and I was taken into the competition department to meet the development rider, Pedro Pi, and the Competition Manager, Alberto Mollofre. They both knew I was a small-capacity machine specialist and asked me to try the machine; I knew it would be good straight away. “I came home to ride the Montesa Cota 247 to 12th in the SSDT, but my thoughts were on the soon-to-be-launched Cota 123. The good news got even better when Jim Sandiford was announced as the new Montesa importer to the UK in 1973. Jim contacted me about riding the new Cota 123, and we agreed to a deal straight away; his support was always very generous. This was the start of a good relationship, and Jim was over the moon when I took the Best up to 150cc award and finished

1977: With brother-in-law Martin Lampkin, Bill Wilkinson and Malcolm Rathmell.

Classic Trial Magazine • Spring 2022

1978: With his two young sons, Dan and Ben at the SSDT.

11th at the 1973 SSDT. It was also rewarding that the factory in Spain acknowledged my efforts, and the new machine sold very well. I won many awards on both the Cota 123 and 172 Montesas. “In 1974, I went on a promotional tour to the USA with Rob Edwards, the Montesa ambassador, and rode in the wet world round, where most of the riders got excluded. The new Montesa, the Cota 172, was very similar to the Cota 123 but came with 21” and 18” wheels to complement the bigger 153cc capacity engine; it was a case of a good machine made even better. From 1974 to 1976, I won the Best up to 200cc award at the SSDT; these were really good times.”

1978 SSDT: On the Colin Appleyard Bultaco on Pipeline.

Reflection • John Hemingway

1979: John in full attack mode on the Bultaco.

FAMILY TIME

1982: In the Allan Jefferies Trial on the 125cc SWM.

In 1971, John had married Janet Hemswoth, and on the 22nd February 1975, their son, Dan, was born, followed by Ben in July 1977. As 1976 closed, he spoke with Jim Sandiford, who explained that the smaller-engined trials machines were not selling very well, and John explained he wanted to spend more time with his new family and not commit all his spare time to trials; they shook hands and remained the best of friends. John: “I am eternally grateful to all the people who have ever helped me in trials, Jim Sandiford in particular; he was a true gentleman. I wanted to spend more time with my young family, and when Ben arrived in July 1977, I knew I had made the correct decision. “I did not move totally away from trials. Between 1977–1980, Colin Appleyard — another true gentleman — supplied me with a new Bultaco every year along with

support, spares and some expenses. I rode in the SSDT each year to a Special First Class award. My brother-in-law Martin Lampkin had moved to SWM, and a new 125cc model came my way. “In December 1981, my family was made complete with the arrival of my daughter, Sarah. I rode the SWM to 47th in the 1981 SSDT, but my time was now being spent with a growing-up family. When Dan and Ben went to stay at their Uncle Martin’s Public House in the mid-80s and came home to say they had ridden in a trial, I knew for sure my riding days were over!”

TEAM HEMINGWAY

The two Hemingway boys, Dan and Ben, both had successful off-road careers in both trials and Extreme enduro. Ben can still be found competing and joining brother Dan to support his two boys, Harry and George. John Hulme: “I have grown up watching the three generations of the Hemingway family, and they have always been a pleasure to be around. Talking to John reminded me what a really nice family they are all, in their own way, contributed to the sport I love, motorcycle trials.”

1994: Two proud parents with their young sons, John Hemingway with Ben and Dan and Martin Lampkin with Harry and Dougie.

Quite rightly so, a proud John and Janet Hemingway.

Spring 2022 • Classic Trial Magazine

TRIAL LUBRICATION JUST REACHED A WHOLE NEW STANDARD

Rapley’s Rewind • 1964 SSDT

1964 SSDT

RAIN MASTER

100% at all times: the rain master Sammy Miller (Ariel) uses his body lean to the limit on Foyers. He also won the award for the best performance on a machine over 350cc.

MILLER Back in 1966, when I moved away from the family home in Slough to go and live in Devon, I took with me five boxes of colour transparencies, and deeply regret leaving a large pile of monochrome negatives that featured trials, grass tracks and scrambles meetings of the early to mid-60s. Inevitably, whilst the transparencies had been ‘saved’, the negatives were eventually lost when my widowed mother moved home and had a clearout — sad, but true. I knew that amongst those transparencies were a number of photographs from the 1964 Scottish Six Days Trial, and it’s the best of those that are now reproduced here. I guess that colour pictures from the 1964 event are few and far between, so they are a rare insight into the trial held 58 years ago. It’s only now that I have the kit, the software and the enthusiasm to work on them that I am able to transform them into reasonable shots. As it happened, I was also able to witness the ‘Rain Master’ Sammy Miller take the last win on the worldfamous Ariel GOV 132. Words: Mike Rapley and John Hulme • Pictures: Mike Rapley • Picture Captions: John Moffat

Mike Rapley

Spring 2022 • Classic Trial Magazine

1964 SSDT • Rapley’s Rewind

efore I reveal how the visit to the trial happened, I will say that all the pictures were taken with a Baldamatic, German-made rangefinder camera, mostly on Agfa colour transparency film. I began my working career in a Dixons camera shop and bought the Baldamatic second-hand, which was a trade-in. It suited me well, as I couldn’t afford a decent single-lens reflex camera back then, and the Baldamatic had a 1/500th-second shutter speed and an f2.8 lens, both ideal for motorcycle photography in those far-off days. Younger folk need to understand that colour film in the mid60s was expensive, so for me to take two cassettes of Agfacolor film to Scotland was a significant investment for a lad earning less than £5 per week!

1964 SSDT: Bert Rapley, John Lee and Mike Rapley look over the Butler trials machine.

ROAD TRIP

I rode my first trial in December 1963, so come the 1964 Scottish, I was very eager, along with my dad and his friend Mid Bucks MCC trials secretary Maurice Everett, to visit Scotland and see the trial. I had passed my driving test about seven weeks earlier and dad reckoned it would be good for me to help with the drive north — no motorways back then, of course. We failed to understand that none of the pretrial action would happen before the Sunday morning and set off from Slough for Edinburgh on Thursday, desperate not to miss anything and so, of course, when we reached the Geordie cattle Market, it was devoid of trials life. However, come Sunday morning, everything roared into action, and we had a great time looking at all the machinery and speaking with the riders and enthusiasts in Scotland for the same reason as we were.

He must have been serious: Don Smith (Greeves) on Foyers and, for once, not smoking a cigarette!

Classic Trial Magazine • Spring 2022

Mick Andrews’ factory AJS sporting the ivory tank finish for the 1964 SSDT, seen here at the Gorgie Market weigh-in. Andrews and AJS would win the award for the best performance on a machine from 251cc–350cc.

A superb off-road specialist in both trials and scrambling, Malcolm Davis (Greeves) on Loch Eild Path. Malcolm won the award for the best performance on a machine from 201cc–250cc.

Rapley’s Rewind • 1964 SSDT

Fighting to keep forward motion, Arthur Lampkin on the Cotton struggles up Grey Mare’s Ridge.

WET

History records suggested that it was arguably the wettest Scottish ever, with Sammy Miller winning the trial on his 500 Ariel, having suffered two near disasters when the swinging arm spindle broke, and being one of the few riders to cope with the swollen rivers that featured that year. I recall very little of the trial, but looking at my pictures, I do know that, amongst others, we visited the sections known as Tyndrum, Foyers, Loch Eild Path, Grey Mare’s Ridge and Camp. My dad and Maurice were good friends with Ralph Venables, back then the doyen of trials journalists. He not only knew everybody, but he also knew where to go for the best action and when to get there, so we spent much of the week following him as he sped around the Highland roads in his Daimler Dart.

Gordon Blakeway on the famous 187BLF AJS factory machine that had won the 1961 SSDT in the hands of Gordon Jackson.

On his way ‘feet-up’ on Foyers to the award for the best performance on a machine from 151cc–200cc is Ray Sayer (Triumph).

In total control: Gordon Blakeway on the ex-Jackson AJS on ‘Town Hall Brae’.

Spring 2022 • Classic Trial Magazine

Rapley’s Rewind • 1964 SSDT

On the Greeves in the rain: David Clegg on Tyndrum.

Dave Langston (BSA) on Tyndrum on the final day of the SSDT.

Pat Brittain (DOT) tackles Grey Mare’s Ridge, high above Kinlochleven, taking a safe single-mark loss.

A study of concentration on Auchterawe, near Fort Augustus, Peter Gaunt (Royal Enfield) keeps his eyes on the line ahead.

A gale is blowing as Gordon Adsett rides up Foyers on the Greeves.

Spring 2022 • Classic Trial Magazine

1964 SSDT • Rapley’s Rewind

Watched closely by Ed Stott, second left, John Lee (Butler) tackles Tyndrum on Day 6.

A rare colour picture of Chris Cullen on the Villiers engined Scorpion on Loch Eild Path.

TYNDRUM

What I do recall very well is that we visited the Tyndrum sections on a day when the rain was horizontal and the wind gale force and, as we tramped up the hill, dad’s umbrella blew inside out with Venables remarking, “looks like you are off to the office Bert”. The things one remembers! In fact, those Tyndrum sections, which wound up the steep hillside above the village, can still be seen from the main road today, and in the picture of Dave Langstone, you can see that in 1964 there was very little of the village; certainly no ‘Green Welly’ stop! The 1964 Scottish was the first of very many visits I have since made to the trial, and I hope that these pictures go some way to showing how the sections, machines and riders have changed in the intervening 58 years. John Hulme: “A phone call from Mike Rapley is always welcome at the Classic Trial Magazine HQ, and the conversation that follows is always a mine of information. The ‘find’ of the 1964 Scottish Six Days Trial colour pictures was most welcome, and with the modern technology on offer, the quality of the print pictures, I think you will agree, is pretty good considering the passing of time. As the event is before my time to remember anything, I was back on the phone to my good friend, the ‘Trials Guru’ John Moffat, for more information about the who, what, where and when regarding the pictures. As was expected, John came up with the goods concerning the picture information.

Dave Rowland was forced to retire with gearbox problems on the BSA. This superb picture shows just how steep the Foyers section was.

Classic Trial Magazine • Spring 2022

Tony Holt (Ariel) high up on Loch Eild Path.

Watched by the hill marshals is Bill Faulkner (BSA).

Rapley’s Rewind • 1964 SSDT

Scott Ellis (Triumph) on Foyers was forced to retire on Thursday with engine problems after leading on the Monday. It’s feet down time for Alan Morewood (Ariel) on Foyers, high above Loch Ness.

Seen here on Tyndrum, Mary Driver (Greeves) won the award for the Best Lady competitor.

1964 SCOTTISH SIX DAYS TRIAL

RESULTS: 1: Sammy Miller (497cc Ariel) 30; 2: Mick Andrews (347cc AJS) 38; 3: Don Smith (252cc Greeves) 39; 4: Gordon McLaughlan (401 AJS) 44; 5: Malcolm Davis (246cc Greeves) 47; 6: Ray Sayer (199cc Triumph) 50; 7: Arthur Lampkin (246cc Cotton) 56; 8: Alan Lampkin (246cc Cotton) 59; 9: Jim Sandiford (343cc BSA) 59; 10: Gordon Blakeway (347cc AJS) 60; 11: David Clegg (246cc Greeves) 62; 12: Roy Peplow (490cc Triumph) 75; 13: Dave Langston (249cc BSA) 76; 14: Terry Savage (199cc Triumph) 83; 14: R Brown (199cc Triumph) 83; 15: Blackie Holden (246cc Cotton) 85; 16: Peter Gaunt (248cc Royal Enfield) 90; 17: Pat Brittain (246cc DOT) 91; 18: Gordon Adsett (246cc Greeves) 94; 19: Doug Theobald (246cc DOT) 97; 20: Paul England (199cc Triumph) 100; 21: Bob Cooper (199cc Triumph) 102; 22: Mick Ransom (246cc Francis Barnett ) 103; 23: John Lee (246cc Butler) 104; 23: Jonny Giles (348cc Triumph) 108; 24: Anthony Holt (497cc Ariel) 109; 25: Sam Cooper (199cc Triumph) 112; 26: Alan Morewood (497cc Ariel) 112; 27: Derek Lord (199cc Triumph) 115; 28: Rob Edwards (347cc AJS) 124; 29: P Whelan (246cc Greeves) 126; 30: Alexander Cameron (246cc Greeves) 130; 31: Claude Peugeot (246cc Greeves-FRA) 132; 32: Eric Edwards (246cc Greeves) 133; 33: Ken Fleming (246cc Greeves) 133; 34: Chris Cullen (246cc Scorpion) 134; 35: Reg May (246cc Greeves) 145; 36: Robin Powderley (246cc DOT) 148; 37: Jackie Williamson (246cc Greeves) 150; 38: D Eastope (199cc Triumph) 154; 39: Norman Edgar (246cc DMW) 156. Special First Class awards were awarded to the best 20% of starters. 206 Starters • 72 Retirements

Sheffield & Hallamshire club rider Andy Barber (Ariel).

“I still find it very hard to understand all those years ago what master cameramen the photographers were. However, in the modern digital era, you can have a look at what you have been taking; you will see so many photographers, including myself, have a quick check and maybe make some camera adjustments. “In 1964, it was very much the reverse of what we do nowadays as so much more photographer information was needed to take the pictures, before finally seeing if they were any good when you developed them. But, as you can see, Mike Rapley knew what he was doing!”

Thank you to John Moffat and Mike Rapley for the picture captions and pictures; two 100% motorcycle enthusiasts.

Eric Kitchen and Mike Rapley, two master photographers, play with the digital cameras in 2012.

Spring 2022 • Classic Trial Magazine

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Meeting • Colin Dommett

COLIN DOMMETT

A CORNISH GENTLEMAN At Classic Trial Magazine, we had a note on our radar was to look into the two- and three-wheeled life of Colin Dommett. Being reminded, while talking to Andy Westlake, he had enjoyed a nice afternoon in the company of Colin and his wife, Greta, in December 2008. These are Andy’s words, with the story brought up to date by Classic Trial Magazine contributor Mike Rapley in 2021. Words: Andy Westlake and Mike Rapley with Colin Dommett Pictures: Alan Vines, Brian Holder, Colin Bullock, Yoomee Archive, Andy Westlake Collection, Michel Decorte, Dommett Family

1965: Riding Hollinsclough in the Clayton Trophy Trial on the Cotton.

Spring 2022 • Classic Trial Magazine

Colin Dommett • Meeting

1966: Cottons supplied Colin with the machine and spares but the whole place was run on a shoestring.

olin Dommett was a Motorcycle News reporter who was barely out of short trousers, a works Cotton trials rider by the age of 20, an expert scrambler, ISDT Gold medallist and British and European sidecar trials champion, he was them all; a very good all-round motorcyclist. More than 50 years after he rode in his first event, he can still show the younger brigade a trials trick or two, and it was great to meet up with him at his West Country home to relive some of those halcyon days.

1966: Enjoying some winter action.

Classic Trial Magazine • Spring 2022

1967: Colin soldiered on against the tide of Spanish two-strokes until the winter of 1966/1967. On the Cotton in the Greensmith national trial.

Today, Colin is a regular sight and sound around the Pre-65 scrambles and trials scene, but, as he recalled, if it hadn’t been for summer holidays spent on his cousin’s farm at Axminster, he might never have become a motorcyclist. Colin Dommett: “My father was a farmer and never had any interest in motorcycles, but as a child, I used to spend all six weeks of the summer holidays at my uncle’s farm near Axminster in Devon. My cousins, John and George Rutter, both had motorcycles, and one

summer evening, when I was about 11, John asked me if I wanted to go and watch Exeter speedway on the back of his BSA Star twin. Of course, I jumped at the chance and remembered vividly the thrill of watching the riders tearing around a sweeping left-hand bend; it was great. I decided there and then that I would get a motorcycle when I was old enough. “John had ridden a bit in trials and scrambles, so they started taking me to watch both scrambles and road racing at places like Blandford and Castle Combe, and I absolutely loved the sights, smells and excitement of it all. Of course, there was no schoolboy sport in those days, so I couldn’t compete myself, but when I was aged about 14, Cyril Quantrill started Motorcycle News, and somehow I managed to get the position of their sports reporter for Cornwall. We were then living near Truro so, to get to the events, I either cycled or stood out on the A30 until I hitched a ride from someone like Ally Clift who was driving past on his way to compete!” When Colin started riding himself, he would often be pictured in the Blue and Green motorcycle papers, but he recalled that his photo first appeared in print in the November of 1955. Colin: “Because it was Remembrance Sunday, there was no sport that weekend, so to fill space MCN ran a feature on all of its contributors, including me and photographer Gordon Francis, who was also just getting started. I would continue to author reports for MCN until 1964, but by then, I was an established trials rider myself, an adventure that had begun in the autumn of 1957. “On leaving school, I’d worked for a while on a farm and then got a job at WH Collins’ motorcycle shop in Truro. I was originally taken 75

Meeting • Colin Dommett

1970: The Cornishman lined up on a Cheney Triumph as official reserve for the British trophy team in Spain.

1968: Standing tall on the little 118cc Suzuki at the British Experts Trial.

1968: Opening the throttle a little more at the ISDT try-out at Lipshook, on the twin-cylinder 250cc Suzuki

on to be an apprentice mechanic, but as I had such knowledge of the British spares, they put me in the stores, and I never got out. “I rode in my first trial in the autumn of 1957 at Colwith Farm near Par in Cornwall on a Triumph Tiger Cub. It was a proper trials Cub with lights, so I rode it to the start and took the lights off, but it suffered from a horrible misfire during the trial. However, I managed to finish, and it was only when I rewired the lights to return home I discovered that the primary chain had nipped the alternator wire, causing the misfire.” Colin didn’t feature in the results on his debut, but he rode in the St Buryan enduro the following week. It was a tough time-andobservation trial in which the young Dommett gave a good account of himself, winning a firstclass award. Colin: “By winning the first-class award, I was immediately upgraded to expert status, so it meant that in my entire trials career, I never actually won a novice award. Sadly, the Tiger Cub was very unreliable, and in the first three months, the engine blew up, and the big end went twice; I just didn’t have enough money to repair it. One of Jack Collins’ mechanics, Monty Osborne, did a lot of work on it for me, and I think I probably kept him going in fags as payment, but after about six trials, I decided to call it a day and carried on reporting the events for MCN. In fact, competing in a few trials myself did me a lot of good as I learnt much from watching how both good and not so good riders tackled different sorts of sections.” After a break of several months, Colin was back in action on one of Ally Clift’s Villierspowered ACS machines, and it was on this Tandon-framed motorcycle that he won his first open-to-centre premier award in 1959. Colin: “It was the East Cornwall club’s Kings of Oxford Trophy Trial, and as a result of this Spring 2022 • Classic Trial Magazine

Colin Dommett • Meeting

1970: Before the trial started Scott Ellis and Johnny Giles gave him plenty of good advice, including ‘if you have a problem don’t do anything until you have looked at your watch’.

win, I was picked to represent Cornwall in the inter-centre team event in Wales. I can’t remember much about the trial itself, but I recall that a photograph of me in my Tyrolean-style hat appeared in the following week’s Motor Cycling, a copy of which was on the wall of Adrian Kessel’s workshop for the next 30 years.”

TRISPEN DA CUMA

In his sports reports for MCN, Colin was never afraid to criticise an event. As a result, before the age of 20, he found himself organising his first trial. Colin: “I learnt a lot from Ralph Venables, and in my reports, I was never frightened to say if I thought a trial was good or bad. In one, I dared to mention the overuse of orange tape to mark the section boundaries, and one of the club’s principals told me directly that if I could do better, then I should do so. I agreed, and a few weeks later, I laid out the sections for my first event! I guess it must have gone okay because less than a year later, John Bassett and I found

1974: Concentrating at the ‘Scottish’.

Classic Trial Magazine • Spring 2022

1972: Representing the Cornish Centre in the Inter Centre Team Trial.

ourselves organising the Trispen Da Cuna, which later, in the ‘60s, would become a national.”

SCRAMBLES

Not only was Colin one of the Cornish centre’s leading trials riders, he also tried his hand at scrambling on one of Ally Clift’s BSA Gold Stars. Colin: “In the late 50s, Jack Collins was sponsoring Ally Clift on a Cotton and a Gold star, so when Ally was injured, I got to ride his ‘Goldie’ a few times. I did okay, and later during 1962 & 1963, I represented Cornwall in the Inter Centre team event at Wakes Colne. I remember during the race, I was passed either side by Derek and Don Rickman, who went by as if I were stopped! “I had a few good scrambles meetings, including one at Haldon Hill where I won £12, the equivalent of three weeks’ wages, on a 250cc special. It was on a Sun Villiers machine with a Vale Onslow conversion fitted, making it go like the clappers! I continued scrambling up until I

got married in 1963, but afterwards, I suffered a nasty back injury in a crash, which meant that although I continued to ride, I was reluctant to race, so I called it a day at the end of the 1963 season.” By then, Colin was riding a works-supported Cotton in trials although, as I discovered, his first ride on one of the Gloucester two-strokes was a long one back to his Truro home. Colin: “David Paul had the Greeves agency in Cornwall, so Jack Collins took on the one for Cotton. It was decided that I would replace my ACS with the latest Cotton trials model, so I went to Gloucester on the train, collected the machine and rode it home. The factory was a small concern, with only about a dozen people working there. Still, everyone was extremely friendly, and Pat Onions told me they would make me a works-supported rider if I won an open-to-centre trial. I didn’t manage to do that but, three or four months later, I was invited to ride as part of the factory team in the Wye Valley national.”

1974: Riding the lower slopes of Ben Nevis in the SSDT on the Ossa.

Meeting • Colin Dommett

1976: Eric Chamberlain had an RL 250 Suzuki solo that he donated and Colin sorted out a chair.

COTTON

It was the start of six happy and successful years on the Gloucester two-strokes but although he notched up numerous wins in his home centre, riding in the nationals involved a lot of travelling, so in 1964 Colin was bound for Bristol. Colin: “In the pre-motorway days, the trip from Truro to compete in one of the many nationals involved a lot of travelling, and I was putting thousands of miles on my car and trailer. I saw a job advertised in the stores at Tim Pritchard’s Westbury Motorcycles in Bristol, which I applied for and started in early 1964. On the shop’s half-day, I travelled up to Cotton’s to collect Villiers engine spares, and on one of my visits, only three months after starting at Westbury’s, Pat Onions asked me to go there work in the stores. Not only was this great geographically for the nationals, but I also had Malcolm and Tony Davis as both my neighbours and weekend trials companions; they were two great riders, and I learnt a lot from riding with them.” With the Davis brothers and John Ashcroft, Colin travelled to events the length and breadth of the country – although sometimes he drove with too much vigour for the local police. Colin: “On our way to one trial, I was stopped by the police near Worcester. The officer solemnly told me my mudguards had fallen off the trailer, but he then grinned and said, ‘I guess it doesn’t apply to you because you’re flying, not driving’ and sent me on my way!” 78

1976: Eric Chamberlain was a natural in the chair and at the end of May they jumped in with both feet and entered the Lyn national trial.

Spring 2022 • Classic Trial Magazine

Colin Dommett • Meeting

1977: Brian Fowler was keen to get Colin and Eric on a Beamish Suzuki so they agreed to ride one of Mick Whitlock’s RL powered outfits for him.

1975: Winning the British Experts on the Kawasaki.

Although he was a works rider, there was little money at Cotton’s, and Colin recalled that his wife’s weekly wage was a welcome supplement to his earnings from The Vulcan Works in Gloucester. Colin: “Cottons supplied me with the machine and spares, but the whole place was run on a shoestring, so there was little in the way of money for expenses. At that time, I recall my wife was earning £7 a week, and going to trials seven weeks on the trot cost me exactly £49. Monty Denly, who smoked like a trooper, was in charge of the accounts, Pat Onions was the works director, and Fluff Brown was in charge of the competition shop and engine development. Unfortunately, because money was so tight, they couldn’t afford to send me to do the Scottish Six Days. However, I did get to compete in all of the important nationals and British championship rounds.” Colin was quick to point out that as a rider, he was never in the top bracket at a national. Still, in the early ‘60s, there were some memorable rides, including qualification for the British Experts, a highlight of his days on the works Cotton. Colin: “At that time, there were some fantastic trials riders about, and if I got into the top six at a national, I considered it to be a great achievement. Of course, when Bultacos came along, things got even tougher, and it was hard to get in the top ten.”

‘PLEASE SEND THE MACHINE BACK…’

Colin soldiered on against the tide of Spanish two-strokes until the winter of 1966/1967 when a one-off ride on a Bultaco brought a curt note from the Gloucester HQ. Colin: “I worked at Cotton’s for about two-and-a-half years before I decided to move back to Cornwall and my old job at WH Collins. By then, John Bassett had taken over as MCN’s Cornish correspondent, and he had just bought himself a new Bultaco, which he invited me to ride in a Camel Vale event. It was the first time I had ridden a ‘Bulto’, but it was miles better than my Cotton, and I ended up winning the trial on it. Of course, the results appeared in MCN, and the following day I received a note from Cotton’s, which simply read. ‘Please send the machine back as we have plenty of other riders wanting to ride it’.” He would ride the Collins-sponsored Spanish machines for the next three seasons, but after a change of jobs in 1970, he rode a Greeves Pathfinder and then another Bultaco for his new sponsors David Paull. During 1971, he notched up numerous trial wins in the Cornish centre on the 250cc Bultaco, but after several years of trying, he also won his one-and-only ISDT Gold in the Isle of Man. Classic Trial Magazine • Spring 2022

Colin and Eric would go on to win the British championships three years on the trot, 1976, 1977 and 1978 and also the European title in 1977.

Colin: “I think I’m correct in saying that if you were in the top ten of the British trials championship, you were invited to take part in the ISDT training sessions, which in 1965 were in the Isle of Man. I was entered on a Cotton Starmaker engine trials model, but the engine, which Villiers were preparing, didn’t turn up at the Cotton factory until 5pm on the Friday afternoon, so I had no chance to test it. In the practice event, it broke down, and I had to pull out. Afterwards, I discovered that the condenser lead had sheared, and I ran out of sparks. I didn’t get to ride in the ISDT proper until 1968 when I rode a Husqvarna for the Vase team in San Pellegrino in Italy, but it was a vicious event, and I was forced to pull out when the rear brake plate broke up.” The following year saw Colin on a Collins-prepared 500cc TriBsa, and he was going well until the fourth day when sadly, the ignition packed up, which brought another retirement. Hoping for better things, 1970 saw the Cornishman lined up on a Cheney Triumph as an official reserve for the British trophy team in Spain, but after a promising start, his Six Days ended in spectacular style. Colin: “Before the trial started, Scott Ellis and Johnny Giles gave me plenty of good advice, including ‘if you have a problem, don’t do anything until you have looked at your watch’. I remembered this when I had a puncture and, as I didn’t have time to put in a new tube, I set off again with one of my gloves stuffed inside the tyre still on time. Later, I was tearing along a gravel track absolutely flat out on the Cheney when I 79

Meeting • Colin Dommett

1978: At the top of a steep climb in the 1978 Welsh two-day trial on the PE Suzuki.

came to a marshals point where the police were guiding us off the road and through a dried-up stream bed. As I was exiting the stream bed, I gave the machine a handful of throttle and did a wheelie, but as I did so, the front wheel and the forks fell out, and I crashed. We later discovered that the screws that secured the fork stanchions had stripped; so yet another ISDT retirement. I was beginning to think I would never finish an ISDT, let alone win a medal. “In 1971, I was a member of the Bultaco Comerfords/Shell team of Karl Rowbotham and Dave Jeremiah in the Isle of Man. The bike ran absolutely faultlessly for the whole six days, and I came away with a gold medal.”

SIDECAR TRIALS

Although Colin was on the shortlist for selection in 1972, he was by now running his own business, and so, due to work commitments, he had to pull out. It brought the curtain down on his ISDT career, but little did he realise he was about to enter the most successful part of his competition life. Colin: “By the mid-70s, I was still riding regularly in the Cornish centre, and I managed to win the centre championships on an Ossa,

1979: Things did not always go to plan.

1979: Comerfords were keen to have Colin on a Bultaco, Harry Foster made the chair in which Ally Clift’s son Rob took over as the new passenger.

but I was past my best and not really enjoying things too much. One day, I was out making a delivery to a customer who asked me how I was and what I fancied doing next. My off-the-cuff reply was ‘sidecars’, and his response was, ‘okay, and I’ll be your passenger’!” His customer was Eric Chamberlain, and it didn’t take long before the duo made their three-wheeler debut, shortly followed by their first win. Colin: “Eric had an RL 250 Suzuki solo, which he donated, and I sorted out a chair before going off to Scotland to ride in the six days on my Ossa solo in 1974. The Sunday after my return from the Highlands, we decided to ride in the ‘Pendennis’ open-to-centre sidecar trial and, although we didn’t figure in the results, we had a pretty good ride. Eric was a natural in the chair. Then, at the end of May, we jumped in with both feet and entered the Lyn national trial. Although it was only our second event, we did really well and, against a line-up of experienced charioteers, we managed to finish in the top half of the results. The Lyn was held on the Sunday, and the organisers also held a closed-to-club event on the bank holiday Monday, which many of the crews stayed over to ride in. Amazingly we had a great

ride, and when we saw the results, we were over the moon as Eric and I were the winners — we felt we could take on the world!” The pair’s undoubted talent was soon spotted by Alec Wright at Kawasaki. It only took one test ride for them to decide to ditch their homemade Suzuki outfit for the latest KT 250 from Kawasaki. It was on this machine they started the winter 1975 season and on which, only five months after their debut ride at Pendennis, they would scoop one of trials’ biggest prizes, the British Experts. Colin: “After we got the Kawasaki, Eric and I decided we would do as many of the nationals as possible to try and qualify for the 1976 British Experts. In fact, we managed to get enough points 12 months sooner than we hoped for, so we went off to the 1975 event, which was held at Rhayader in central Wales. It was a dream ride for us, and it took a bit of time before it really sunk in that we’d gone from rank beginners to British Experts winners in five short months.” The win brought about a renewed enthusiasm for Colin. That same season they rode the little Japanese two-stroke to plenty of other premier wins, which included the Southern Experts at Asham Woods near Frome and the Cornish

1980: Colin and Rob won the in 1980 ACU British Sidecar championship on the 340cc Comerfords Bultaco.

Spring 2022 • Classic Trial Magazine

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Meeting • Colin Dommett

Colin: “We rode the Fantic in the British Experts trial but it was hard work, and as we came back over the Tamar bridge back into Cornwall I threw my riding boots over the side.”

centre championships ahead of the previously dominant Rod Dyer. Lightweight two-strokes were now leading the way in sidecar trials, and, not wishing to be left behind by their Japanese rivals, Beamish Suzuki soon came courting the Cornish pair. Colin: “We started the 1976 season on the Kawasaki, but Brian Fowler was keen to get us on a Beamish Suzuki, so we agreed to ride

2007: At the Pre-65 Scottish on the Cotton.

one of Mick Whitlock’s RL powered outfits for him. Understandably it virtually mirrored the handling and power characteristics of the Kawasaki, and we immediately felt at home on it. We competed in all of the British Championship rounds that year and, at the end of the season, Eric and I were crowned champions. Although Eric was no great solo trials rider, he was an outstanding passenger,

and I couldn’t have wished for anyone better in the chair. He was always very relaxed and had a profound sense of balance and seemed to have a natural feel for when the rear tyre was about to break traction.” That chance remark Colin had made while delivering stock certainly paid dividends because the pair would go on to win the British Championships three years on the trot: 1976, 1977 and 1978, as well as the European title in 1977. The Beamish Suzuki outfits took six out of the top ten in the British Championships in 1978, but due to family and work commitments, Eric decided to pack up, which meant that Colin lined up for the ‘79 season with a new passenger and a new machine. Colin: “Comerfords were keen to have me on a Bultaco, and Oriel Bulto even managed to secure some money from the Spanish government to help finance our title challenge. Harry Foster made the chair in which Ally Clift’s son, Rob, took over as my passenger. We had a decent season and eventually finished fourth in the championships. By then, I was seriously thinking about retiring, but Reg May, at Comerfords, persuaded me to stay on for another season and with Eric back in the chair for the notable events. We won the title again in 1980 on the 340cc Bultaco. Comerfords were great people to ride for, and all of our agreements were done on the strength of a handshake.” It was Colin’s last British title but not the end of sidecar trials as he and Eric rode a Fantic for a couple of seasons. It looked purposeful enough,

2010: Gasping for air on the four-stroke BSA at the Pre-65 Scottish.

Spring 2022 • Classic Trial Magazine

Colin Dommett • Meeting but it didn’t handle as well as the Suzuki, and after four disappointing championship events, he decided to call it a day. Colin: “We rode the Fantic in that year’s British Experts, but it was hard work, and as we came back over the Tamar bridge back into Cornwall, I threw my riding boots over the side and said, ‘that’s it; I’ve retired’.” It brought the curtain down on five memorable championship seasons, but trials was a hard drug to give up for Colin. During the mid-80s, he and Rob Clift continued to occasionally appear on a JASO (Just Another Suzuki Outfit) in Cornwall centre events. In fact, it’s safe to say that Colin Dommett has never truly retired from motorcycling.

STILL RIDING?

In 1990, he started scrambling again on a potent Triumph Metisse. He was finally pensioned off in 2000, but trials continue to this day, and there are always a couple of Pre-65 machines; presently, a C15 and a 250cc Cotton which, in his expert hands, see plenty of wintertime action. There’s no doubt that the man from Truro was one of the West Country’s most talented and popular riders of his generation, and it was a pleasure to relive some of those magical days with him. A good friend and fellow all-round off-road rider Mike Rapley caught up with Colin in late 2021 to find out if the retirement was going to plan. The first question posed to Colin was, “are you still riding?” and his instant reply was, “when you can’t do it, talk about it”, and that is precisely what Colin does these days. Not all the time, of course, but since his very last ride was in 2019, he has naturally fallen into the position of interviewing well-known riders and commentating at classic scrambles. Colin: “It’s another chapter in my life. My last two machines were a BSA C15 and a Cotton, and frankly, they started to boss me around rather than me boss them. It all went wrong on the top of Pipeline in the Pre-65 Scottish. The Cotton reared up, and the engine fired up in reverse, and I took the most horrendous fall.

2012: It was a move to a lighter two-stroke BSA Bantam for the Pre-65 Scottish.

I really bashed myself about and decided that the time had come to end my riding career. Inevitably I did ride again, but I simply ran out of puff. “Riders will know that riding a trials motorcycle requires a different level of energy when compared to other sports, and that energy has simply disappeared. However, I have no regrets. How could I, after more than 60 competitive years? I enjoyed the classic scene and was pleased to be asked by Alan Wright to do some interviews of riders at the Telford Show, which I did for a number of years and enjoyed it until the opportunity to interview Brad Lackey came along. It was then that I realised I knew very little about the American, and I understood that there comes a point when one doesn’t know enough about riders of a more modern era to carry out an informative interview. However, I still commentate at classic scrambles, and I feel that I still know enough to carry on doing this for a few years yet.”

2015: Speaking with Derek Rickman at the Classic Motocross Des Nations.

Classic Trial Magazine • Spring 2022

When asked if Colin had any involvement with the modern-day scene, he was enthusiastic about the ACU British Trials Championship, F1, Moto GP, British and World Superbikes. Colin: “I go to a few of the British rounds and, like so many long-time riders, I watch and understand what the guys are planning and how they ride the sections. I still go to the Scott Trial and plan to be at the next Scottish. I also think local trials are a fantastic sport; in reality, it’s dead cheap with lots of events and variation with a class for everybody. They are great for the sport. And I’m glued to the TV to watch the road racing!” Now 81 years young, Colin Dommett remains one of off-road sport’s great achievers, with his enthusiasm for all forms of motorcycling from the lowest to the highest level undiminished. A winner all his competitive life, that desire remains with his commitment to interviewing and commentating. And long may that continue for this Cornish Gentleman.

Today Colin is a regular sight and sound around the Pre-65 scrambles and trials scene.

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Look after the one you love by saving your Classic Trial Magazine collection year on year, the binder holds 12 issues. (Magazines not included). £9.99 inc. P&P

02 CLASSIC TRIAL MAGAZINE GYM BAG

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03 LOCHABER SCOTTISH SIX DAYS TRIAL 1909-2011

Yoomee produced this superb collection of over 200 images with over half in full colour. The book is A4 size and comes in the semi hardback landscape format. £19.99 inc. P&P

TO ORDER

Order securly at www.trialmaguk.com/shopfront/ or fill the form below and return to: Trial Magazine, 48 Albion Road, New Mills, High Peak, Derbyshire, SK22 3EX. Tel: 01663 744766 or email england@trialmag.com 01 Classic Trial Magazine Protective Binder 02 Classic Trial Magazine Drawstring Gym Bag 03 Lochaber Scottish Six Days Trial 1909–2011 04 DVD: 2019 Classic Review 05 Motorcycle Retro Replay Magazine 06 A Complete Guide to Motorcycle Trials 07 Motorcycle Competition Scotland 1975–2010 For Europe and Worldwide P&P, please place your order at: www.trialmaguk.com/shopfront/

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05 MOTORCYCLE RETRO REPLAY MAGAZINE

Take a step back in time to 1965–1985. A golden age of motorcycle sport. A4 Size. 132 Pages. £10.98 inc. P&P

06 A COMPLETE GUIDE TO MOTORCYCLE TRIALS

Produced by Yoomee for Steve Saunders it covers every aspect of the sport. The book is A4 size in full colour, 134 pages and comes in the semi hardback format. £19.99 inc. P&P

07 MOTORCYCLE COMPETITION SCOTLAND 1975–2010 100 pages covering all aspects of the motorcycle sport in Scotland. The book is A4 size and comes in the semi hardback landscape format from the Trials Guru, John Moffat. £19.99 inc. P&P

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Spring 2022 • Classic Trial Magazine

NEW!

TRIALS MODELS A SUPERB GIFT FOR

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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

International • Dudelange Two-Day Classic

LUXEMBOURG 2021

DUDELANGE TWO-DAY CLASSIC TRIAL A relatively new two-day classic trial took place in Dudelange, Luxembourg, during October 2021 after Covid-19 restrictions were eased. Given the country has been my home for the last 30 years, it seemed a good time to reveal its secrets. Luxembourg is a small country (999 square miles) located in the heart of Europe, with Belgium, France and Germany as neighbours. As befits its location, it is incredibly multicultural, with 50% of the population of 660,000 being foreigners such as myself. However, it does have a small and thriving trials scene and was host to many world championship rounds between the 1980s and 2000s in Warken, to the north of the country. Words: Matt Heppleston • Pictures: Aenders Brepsom Matt Heppleston (Yamaha)

For this trial, however, we find ourselves to the south of the capital city and not far from the French border in the town of Dudelange for the two-day classic trial hosted by the Motofreen Diddeleng club in the Cloos Quarry. The land is pretty unusual in that the quarry has been filled with a massive amount of metal slag, a waste product from the once vibrant iron and steel industry, which has faded away over the years to leave this industrial heritage which Mother Nature is slowly reclaiming. The sections were divided between the two types of terrain available on the site. The first few were on the loose rocks and climbs in the quarry bottom where there is always a massive amount of grip as the slag deposits are incredibly abrasive – no need for new tyres here – and the other sections were plotted on the loose soil to the eastern end of the quarry. Thankfully it remained dry and offered up the bankings in a benign state with plenty of grip to be had with a delicate throttle hand. It promised to be a low-scoring weekend. Both the Saturday and Sunday were treated as separate days so that the scores were not cumulative over the weekend. This also meant that you were free to change classes for Sunday if you found the Saturday route too hard or easy. A new innovation was that scores were recorded in the British style, on observer boards, to minimise interactions between riders and observers; normally, a punch card system is used. The Sunday trial was also a round of the Belgian Classic Championship (CBTA-BCOT, www.trialclassic.be).

Martin Gilbert (BSA)

Spring 2022 • Classic Trial Magazine

Dudelange Two-Day Classic • International

Ossy Byers (DOT)

Bernd Kaefer (Bultaco)

Leo Goergen (Honda)

Olivier Semes (Yamaha)

DAY ONE

Day one was a bit of a warmup to the main event, with only three laps of five sections to be faced. However, given the lack of machine time that most people have had, maybe it was a sensible option so as not to wear out our ageing muscles! Nevertheless, a healthy turnout of 65 riders took the start and, under some sunshine, had an easy enough day, with many zero scores being had and, overall, a low-scoring day. Then it was down to the serious club business of having a few beers and a sausage sandwich round the campfire.

DUDELANGE TWO-DAY CLASSIC TRIAL

DAY ONE: SATURDAY 16TH OCTOBER 65 RIDERS

Eric Xemard (Fantic)

Classic Trial Magazine • Spring 2022

PRE-65 EXPERT: 1: L Frannesjo, 10. PRE-65 GENTLEMEN: 1: M Gilbert, 0; 2: 6 O Byers, 1; 3: M Debucquoy, 1. PRE-65 RANDONNEUR: 1: C Thibaut, 0; 2: S Grinter, 0; 3: U Grützmacher, 1. PRE-78 EXPERT: 1: V Poirier, 12; 2: G Slama, 18; 3: M Baatz, 18. PRE-78 GENTLEMEN: 1: O Semes, 0; 2: S Goergen, 2; 3: JP Deremarque, 4. PRE-78 RANDONNEUR: 1: Q Renaud, 0; 2: B Kaefer, 5; 3: R Monnet, 8. TWIN-SHOCK EXPERT: 1: L Goergen, 1; 2: K Windels, 2; 3: C Daleiden, 2. TWIN-SHOCK GENTLEMEN: 1: Eric Xemard, 1; 2: L Ashby, 4; 3: F Hartmann, 4. TWIN-SHOCK RANDONNEUR: 1: JL Gosset, 0; N Mahy, 0; K Nimax, 0.

International • Dudelange Two-Day Classic

Benoit Dreeze (Honda)

DAY TWO

Day two was when things got a lot more serious, with three laps of 10 sections to be faced. Due to the Belgian Championship points at stake, the entry was swollen to a bumper of 86 riders. Obviously, with twice as many sections, there were going to be higher scores than Saturday, and this proved to be the case. However, the severity of the additional sections was very much the same as the others the day before. Knowing this was the case, it was always going to be a nervy day with little chance to claw back a ‘slack’ dab, so it was race-face on and maximum concentration for all the riders! With only four clean rides noted, I am delighted to say I was one of them —

Christian Lebrun (Fantic)

C. Van Langeveld (Yamaha)

after 44 years or so of trying, I believe this was my first ever clean day. As the trial progressed, I realised that it could happen, and by the end, I was as nervous as a kitten, and boy was I glad to see the ends card of section 10 on the last lap! I very nearly threw it all away one section before as I got way off line and basically, in true Martin Lampkin style, gripped the tank with my knees, opened the throttle and bounced my way across the rockery for a lucky save. Even so, I was in a tiebreak with Valentin Poirier, but won out on the oldest-rider rule as being the only way to separate us. It was easy to lose marks in section nine riding across the rock garden. The look on the face of Eric Xemard tells a story, as this dab means that he has just lost out on a tiebreak for joint first place on Sunday.

Jordan Froidment (Majesty)

Spring 2022 • Classic Trial Magazine

Dudelange Two-Day Classic • International

Luc Heusebourg (Ossa)

Paul Norman (Francis Barnett)

Michel Petitdemange (Fantic)

EXPERT ROUTE

The expert route was much more challenging, and it was a rejuvenated Michel Petitedemange who reversed his poor Saturday score to come out top expert on his Fantic 300, just a single mark ahead of Serge Scheen. By contrast, the Saturday winner, Leo Goergeon on his Honda, had a nightmare ride on Sunday and finished well off the pace. It just shows you what a fickle sport we compete in. So how would I describe the sections? The low scores indicated everything was on the easy side, which was true on the day, but really they were thanks to the dry spell we had before the trial. I know from experience that rain makes a huge difference on the bankings. Each section had a passage where it would have been very easy to shed a dab or two, but there was nothing dangerous on any of the routes. The organisation is first class and runs smoothly. The observers are, as always, firm but fair and very much enjoy the event.

PROMPT RESULTS

Amazingly, the results were available within an hour of the last rider to finish, and the prize presentation could be held before the riders drifted away. At the end of the trial, the doyen of Luxembourg trials, Fernand Baatz, presented the oldest riders and machines in each category with commemorative bottles of wine, which was a lovely gesture. For me, it was a surprise to see so many British riders at the trial, it being just one week after the much bigger Ventoux Classic Trial they had stayed on to ride in another country. They told me they had a good time, and it was well worth the delayed return home. Ossy Byers thought the sections were good, with no obvious ride-throughs, and he would definitely come back.

Classic Trial Magazine • Spring 2022

Sam Janssens (Triumph)

DUDELANGE TWO-DAY CLASSIC TRIAL DAY TWO: SUNDAY 17TH OCTOBER 86 RIDERS

PRE-65 EXPERT: 1: O Wirdel, 16; 2: M Gilber,t 22; 3: L Frannesjo ,45. PRE-65 GENTLEMEN: 1: S Janssens, 1; 2: P Norman, 2; 3: O Byers, 3. PRE-65 RANDONNEUR: 1: S Grinter, 0; 2: C Thibaut, 2; 3: A Couvelance, 6. PRE-78 EXPERT: 1: C Van Langeveld, 12; 2: J Froidmont, 33; 3: M Baatz, 59 PRE-78 GENTLEMEN: 1: M Heppleston, 0; 2: V Poirier, 0; 3: E Jaubin, 1. PRE-78 RANDONNEUR: 1: B. Kaefer, 2; 2: F Pirotte, 6; 3: J-P Froidmont, 7. TWIN-SHOCK EXPERT: 1: M Petitdemange, 4; 2: S Scheen, 5; 3: K. Windels, 7. TWIN-SHOCK GENTLEMEN: 1: C Lebrun, 1; 2: E Xemard, 2; 3: B Dreeze, 3. TWIN-SHOCK RANDONNEUR: 1: G Leveaux, 0; 2: JL Gosset, 1; 3: JP Bauche, 3.

2022

Hopefully, the trial will become more popular with foreign riders over the coming years. The next edition is planned for October 15th & 16th, 2022. So, make a date in your diary and come down and ride in another country amongst welcoming hosts. It is possible to camp on a large flat grassy area in the quarry or stay in one of the many nearby hotels. See you next year! www.motofrenn.com/classic-trial

Dave Cooper Trial Mag 0817.pdf

14/08/2017

2T Offroad Trialmag 0320.pdf

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Spring 2022 • Classic Trial Magazine

Find your local dealer • Locator

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Classic Trial Magazine • Spring 2022

Sport Review • Rockshocks Championship 2021

FULL HOUSE ROCKSHOCKS CHAMPIONSHIP

With machines varying from the weird and wonderful through to the ex-works and exotic specials found at these events, the 2021 Rockshocks British Championship has once again been a huge success in a season affected by Covid-19. A full ten-round championship, giving good coverage of the country, kept the riders entertained on a wide variety of terrain with sections to suit the machines and the level of rider ability. With six classes now available, three on the more challenging Expert route and three on the easier Clubmen route, the organisers have now found a format that appears to suit everyone. 2021 was a challenging year but, credit where it’s due, the ten clubs which ran the championship events all did themselves proud with a total of 277 riders scoring points over the ten rounds. This 2021 review was held back so that we could include the later events, so here we have a look back at the classes during the whole season. Words: Trials Media • Pictures: Trials Media, Colin Bullock, Millie Duval Gary Fleckney (Honda)

Davy Morewood (Yamaha)

Spring 2022 • Classic Trial Magazine

Rockshocks Championship 2021 • Sport Review

Peter Ruscoe (Honda)

Thomas Mills (Yamaha)

Gary Fleckney – Rockshocks: “I want to thank absolutely everyone who has been involved in the 2021 Championship. I, as well as the clubs, organisers, observers, riders, caterers, spectators, photographers and, of course, partners and supporters, have thoroughly enjoyed this year. I am so glad to have been able to get involved in such a successful format; I only wish I could have spoken to more of you. Again, congratulations to the new champions, all well-deserved; let’s keep the good times going!” Reader note: 2021 Rockshocks British Championship points total is calculated after dropping the rider’s three lowest scores, including zero scores.

EXERT: AIR-COOLED MONO

Matthew Jones (Fantic)

As the eventual top two finishers, Davy Morewood (Yamaha) and Peter Ruscoe (Honda), contested eight of the ten rounds. The championship decider went to the final round, and it was a jubilant Morewood who came out on top in the battle of the Japanese machines. Thomas Mills contested the whole ten rounds, and his consistency gave him the final position on the podium. Davy Morewood also recorded the most round wins, followed by Ruscoe on two wins and eventual fourth-place finisher Chris Garlick on two round wins, though he did not contest the whole year in this class. CHAMPIONSHIP POSITIONS: 1: Davy Morewood 124; 2: Peter Ruscoe, 117; 3: Thomas Mills, 82; 4: Chris Garlick, 68; 5: Luke Hora, 68; 6: David Carter, 65; 7: Andrew Paxton, 48; 8: Rob Faulkner, 43; 9: Reece Morewood, 39; 10: John Bannister, 32. WINS: Davy Morewood, 3; Peter Ruscoe, 2; Chris Garlick, 2; David Carter 1; Joel Edwards, 1; James Williams, 1. 23 Points Scorers in Total

William Tolson (Fantic)

Keith Burgess (Yamaha)

Ian Peberdy (BSA)

Classic Trial Magazine • Spring 2022

Sport Review • Rockshocks Championship 2021

Miles Jones (Triumph)

Chris Garlick (Gas Gas)

Barry Roads (Yamaha)

Robin Luscombe (BSA)

Scott Cameron (Fantic)

EXPERT: TWIN-SHOCK

Steve Burgess (Yamaha)

It was an Italian Fantic fight between the might of the 300 model in the hands of Matthew Jones and the 240 model ridden by Scott Cameron. Both riders chose to contest the full ten-round championship, which also went to the wire favouring Jones. He also had the upper hand in the round wins with five to Cameron’s three in a very close fight. William Tolson contested just the required seven rounds and came home a clear third in the championship. CHAMPIONSHIP POSITIONS: 1: Matthew Jones, 134; 2: Scott Cameron, 128; 3: William Tolson, 97; 4: Paul Jackson, 58; 5: Darren Wasley, 56; 6: Barry Roads, 52; 7: Thomas Jackson, 38; 8: Richard Allen, 36; 9: Andrew Tales, 35; 10: Mick Thompson, 33. WINS: Matthew Jones, 5; Scott Cameron, 3; William Tolson, 1; Darren Wasley, 1. 62 Points Scorers in Total

Carl Batty (Villers)

EXPERT: BRITISH BIKES

Would it be a two- or a four-stroke winner in this ‘British Bike’ class? At the head of the pack were two very capable riders, but, at the close of the season, Miles Jones had the winning machine with the four-stroke Triumph Tiger Cub, winning all the seven rounds he contested. On the two-stroke, BSA Bantam Ian Peberdy also contested just seven of the ten rounds to finish second, but he had no answer to the winning rides of his rival Jones. Robin Luscombe was another two-stroke man on his BSA Bantam but chose to contest only four rounds, finishing third overall in the championship. Carl Batty was the other round winner. CHAMPIONSHIP POSITIONS: 1: Miles Jones, 140; 2: Ian Peberdy, 121; 3: Robin Luscombe, 59; 4: Paul Dennis, 54; 5: Carl Batty, 52; 6: Tim Blackmore, 28; 7: Chris Chell, 28; 8: Philip Wicket, 25; 9: Chris Garlick, 24; 10: David Sherlock, 21. WINS: Miles Jones, 7; Ian Peberdy, 2; Carl Batty, 1. 25 Points Scorers in Total

Spring 2022 • Classic Trial Magazine

Sport Review • Rockshocks Championship 2021

Darren Walker (Majesty) Ali Haigh (James)

James Brooker (Yamaha)

CLUBMEN: AIR-COOLED MONO

Undoubtedly, this father-and-son battle was much talked about in the Burgess household as Keith’s son Stephen showed him who is the boss in the trials world. Both Yamaha mounted, as Stephen won three of the ten rounds father Keith never got a look in but still managed to do enough to take the runner-up position in the championship in front of James Brooker. With Paul Cook taking two round wins to a single one from Ian Cheetham, he had the upper hand to claim fourth overall in the points table after the ten rounds. CHAMPIONSHIP POSITIONS: 1: Stephen Burgess, 122; 2: Keith Burgess, 101; 3: James Brooker, 98; 4: Paul Coo,k 88; 5: Ian Cheetham, 82; 6: Rob Foulkes, 59; 7: Jon Probitts, 56; 8: Gray Fleckney, 52; 9: Mike Jones, 50; 10: Russell Walker, 44. WINS: Stephen Burgess, 3; Jon Probitts, 2; Paul Cook, 2; James Brooker, 1; Ian Cheetham, 1; Derek Wilson, 1; Tony Fry, 1. 45 Points Scorers in Total

CLUBMEN: TWIN-SHOCK

Made up of quite a few winners of individual rounds, Andrew Williams and Martin Gilbert won two each. What is interesting, though, is that they both also had two very poor points-scoring rides. The eventual fifth-place finisher Ian Wakeford chose to contest only three rounds and won them all; maybe he will turn this around in 2022. With a huge 67 championship points scorers, this proved to be one of the most popular classes in 2021. CHAMPIONSHIP POSITIONS: 1: Andrew Williams, 100; 2: Martin Gilbert, 89; 3: Darren Walker, 80; 4: Chris Tolson, 76; 5: Ian Wakeford, 60; 6: Marcus Faulkner, 59; 7: Mark Butler, 53; 8: Michael Platts, 44; 9: Andrew Walters, 41; 10: James Williams, 40. WINS: Ian Wakeford, 3; Andrew Williams, 2; Martin Gilbert, 2; Mark Butler, 1; James Lamin, 1; Ian Haigh, 1; Tim Carter, 1; Neil Varney, 1. 67 Points Scorers in Total Martin Gilbert (Fantic)

Ian Myers (Triumph)

Spring 2022 • Classic Trial Magazine

Rockshocks Championship 2021 • Sport Review

Mick Grant (BSA)

Chris Myers (Triumph)

Officials – thank you

Observers – thank you

CLUBMEN: BRITISH BIKES

Although Ali Haigh had two four-stroke-mounted Myers names — Ian and Chris — breathing down his neck, he kept the two-stroke flag flying and remained consistent enough to take the title, taking two wins along the way. Ian Myers had three wins compared to the single one of Chris to give him the upper hand in the championship. CHAMPIONSHIP POSITIONS: 1: Ali Haigh, 126; 2: Ian Myers, 113; 3: Chris Myers, 108; 4: Mick Grant, 88; 5: Nigel Greenwood, 74; 6: Dave Wardell, 55; 7: Darren Phypers, 41; 8: Michael Batty, 41; 9: Paul Howells, 41; 10: Tim Woolridge, 40. WINS: Ali Haigh, 3; Ian Myers, 3; Tim Woolridge, 2; Chris Myers, 1; Mick Grant, 1; Nigel Greenwood, 1; Paul Howells, 1; Darren Phypers, 1; Colin Bailey, 1; Anthony Rew, 1. 55 Points Scorers in Total

ROCKSHOCKS BRITISH CHAMPIONSHIP

Happy Riders – thank you

Classic Trial Magazine • Spring 2022

As this successful championship evolves, remember it also relies on your and rider support to help it all run smoothly. For those entering events, please be clear on the machine you are riding and class. Incorrect information led to additional work for the organisers, which impacted the population of the championship tables. For all your 2022 dates and event information, please head over to the official website for the championship: www.rockshocksclassictrialschampionship.com.

FEBRUARY 12-13, 2022 TELFORD INTERNATIONAL CENTRE, TF3 4JH Autojumble opens at 9am, Show halls open at 10am

• HUNDREDS OF TRADE STANDS AND OUTDOOR AUTOJUMBLE • A STUNNING COLLECTION OF OFF-ROAD MACHINES • FANTASTIC CLUB DISPLAYS

r u o n o h f o s t Gues DERRICK EDMONDSON -

GET YOUR TICKETS IN ADVANCE & SAVE! ADVANCE TICKET: £14.00 ON THE GATE: £16 AGE 15 AND UNDER GO FREE!

BRITISH VETERAN ENDURO CHAMPION

DISCOUNTED ADVANCE TICKETS CLOSE 08:30AM ON MONDAY, FEBRUARY 7, 2022

SCRAMBLER ARTHUR BROWNING

VISIT: WWW.CLASSICBIKESHOWS.COM FACEBOOK.COM/CLASSICBIKESHOWS

@CLASSICBIKESHOW

@CLASSICBIKESHOWS

CUSTOMER SERVICES 01507 529529 TRADE ENQUIRIES 01507 529430

Get there whatever the weather!

The everyday Van Tyre. Optimal traction and safety in all weather conditions. For all your demands!

www.michelin.co.uk

WAYNE BRAYBROOK - HALTON GILL