Classic Trial Magazine Issue 41 Summer 2022 by Trials Media

MOTORCYCLE • SIDECAR • CLASSIC • COMPETITION • FEATURES

www.trialmaguk.com

LEGEND

ORIOL PUIG BULTÓ PRE-65 TRADITIONAL

COMPARISON

Summer 2022

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BETA V FANTIC SCOTTISH COMPARISON

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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. Classic Trial Magazine is published by: CJ Publishing Limited, registered in England Number: 5947718. Classic Trial Magazine: ISSN: 2049-307X 4

Front Cover: Oriol Puig Bulto – Credit: Mike Rapley Summary Picture: 1982 SSDT: Steve Monk, John Hulme and Joe Buckworth. Trials Media

Summer 2022 • Classic Trial Magazine

Welcome • Classic Trial Magazine

WELCOME

FEATURES

INTERNATIONAL

DEVELOPMENT

COMPARISON

SIDECAR

LEGEND

ONE MOMENT

TRADITIONAL

VINTAGE VINES

Pre-65 Scottish Seeley Honda

1988 Beta V Fantic

Winner – Phil Granby Oriol Puig Bulto Mark Kemp

1982 Scottish Six Days Trial 1972 Inter Centre Team Trial

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

Classic Trial Magazine • Summer 2022

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News • The world of Classic Trials

SAMMY MILLER MUSEUM

Sammy’s remarkable Off-Road collection can now be seen in its splendour in the newly created OffRoad Hall, housed in the museum’s new 10,000-foot extension, which the Duke Of Richmond officially opened on 22nd July 2021. This breathtaking display brings together probably the world’s greatest collection of Off-Road machines and includes world record breakers, leading designs and models that have changed the motorcycling world forever. Sammy’s mighty Ariel GOV132, on which he won a staggering 380 premier awards and no less than six ACU British Championships, can be seen alongside Gordon Jackson’s famous 187BLF ex-factory AJS and winner of the 1961 Scottish Six Day Trial. Longtrack World Champion Simon Wigg’s Jawa stands amongst other greats such as the world champion Rickman Scrambler, Don and Derek Rickman’s own machines, plus Greeves Off-Road models, Cotton, Royal Enfields, DMW, Cheetah, James, CCM, New Imperial and George Sartin’s 250cc 1973 Talon Mickmar. As if that wasn’t enough, Sammy’s new Of-Road Hall also has the most incredible collection of ISDT bikes anywhere in the world. It is remarkable to see so many together, all restored and in full running order. For more information, visit: www.sammymiller.co.uk.

RETURN OF THE PRE-65 SCOTTISH

The long-anticipated return of the Pre-65 Scottish Trial was a resounding success following a two-year gap. Quite a few changes in how the event is usually run made it challenging to organise. As a result, many riders were sceptical about queues when it was announced that the route for 2022 would be more traditional, with all riders going the same way. Fears were proven to be unfounded as Clerk of the Course Scott Gordon and his team set out a course that ran like clockwork — and not a queue in sight. Following a fraught time in the lead up to the event, with changes and quite a lot of last-minute withdrawals, the committee were dealt another blow when they were contacted to say that a very disappointed Sammy Miller would be unable to attend as our Guest of Honour due to illness. Thankfully Alex Fender was on hand and willingly took on the role at very short notice. A big thank you from the club must go to all the Committee members who voluntarily give up a lot of their spare time and put such an effort into the organisation for the pleasure of all who attended and participated. Entries for 2023 will open at the start of October 2022.

Summer 2022 • Classic Trial Magazine

THE CHOICE OF CHAMPIONS

DOUGIE LAMPKIN 13 x Scottish Six Day Trial winner

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

Trials Guru • John Moffat

Enjoying the SSDT with Nevis Radio

TRIALS GURU

PRE-65 OR NOT PRE-65 Having booked a fortnight’s holiday in Fort William in late April, I decided to spectate at the Pre-65 Scottish trial this year. I was last at the event as a competitor in 2016 on my ‘trick’ C15 BSA. I still have the machine, but I have lost interest in the Pre-65 class and prefer to ride a Bultaco in twin-shock events. I have been fortunate to have competed in the Pre-65 Scottish a total of 23 times; 16 I was 350 Matchless mounted, six times on a BSA B40 and once on the BSA C15. It was an event I enjoyed watching or competing in since 1984, especially in the early days with my father, so it would be interesting to see what had changed in the last five years — if anything! I must admit, I was very much looking forward to going to the Pre-65 at Kinlochleven as I had followed, by car, the now well-established Moidart Road Run on the Thursday and had a good natter with many friends at the start and the Strontian lunch stop. Words: John Moffat • Pictures: Trials Media

was enjoying my visit to the Pre-65; I spoke to some of our club members and people I had not seen since Covid and watched with interest the riders tackling Loch Eild Burn and Pipeline, but, sadly, something was definitely lacking. For starters, the machines taking part are very much different from the first Pre-65 Scottish; many are ‘new builds’ and only a passing resemblance to what was used in trials before 1965, mainly the tank stickers! I prefer to watch the bigger bangers than a procession of brand new 185cc BSA Bantams, if I am completely honest. But that is progress for you. However, I had never had a hang-up about younger riders taking part, as I was 36-years-old when I first took part in 1994. The atmosphere at the start seemed flat, a shadow of its former self too, with many of the old trials ‘stars’ absent. Kinlochleven used to be filled with the names of yesteryear; not so much now. There just 8

was no perceptible ‘buzz’. No Lampkins, no Brittains, Jackson, Miller, Fletcher, Gaunt, no parade of machines and riders through the village — this is a retrograde step for me.

The following day I was greeted by my grandson, two-year-old Hunter Moffat, who appeared with his Dad, David, to watch the performances at Camus-na-Muic. He, too, had taken part in the trial aged 18 on a very original Triumph Tiger Cub, which he now owns, and we had a wonderful time. Unfortunately, I cannot supply any firm spectator figures. Still, attendance appeared much lower than I remembered, and the event has lost some sparkle, which is a shame as it was regarded as the pinnacle of the Pre-65 trials world. Having said that, I am sure all the competitors enjoyed the event, as they always do, regardless of the surrounding infrastructure and opinions. I have always said trials is not a true spectator sport; it is a competitor’s sport.

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Summer 2022 • Classic Trial Magazine

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Summer 2022 • Classic Trial Magazine

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Classic Trial Magazine • Summer 2022

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Shopping • What’s new

WHAT’S ON YOUR SHOPPING LIST?

Classic Trial Magazine would like to show appreciation and thank COMAS, Apico (Hebo and Forma), Trialendurodirect (MOTS and S3) for riding kit support at the 2022 Pre-65 Scottish. Thank you!

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Summer 2022 • Classic Trial Magazine

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Classic Trial Magazine • Summer 2022

International • Pre-65 Scottish

MAGIC MACDONALD PRE-65 SCOTTISH

Classic Trials Magazine editor John Hulme is an organised individual, and he booked me to cover the Pre-65 Scottish Trial some months before the event. I reminded him that this was my 44th visit to the Scottish Six Days and that I have also been to every one of the Pre-65 trials held at the same time! Of those 44 visits, I have written reports and taken pictures at 43 of them, including my first in 1964; the photos appeared in this magazine earlier this year. I also took the opportunity to nag him that as well as writing for my former employer, Trials and Motocross News, I have also written about the festival for the Hondaway magazine of the early ’80s, Cycle News in the USA and for the magazine in France, Moto Journal and, I guess, other titles that have escaped my memory. So what is the point of these two opening paragraphs of blather, you may rightly ask – which my Editor insists I use? Well, frankly, not much; suffice to say that over the years, I’ve had the opportunity to report on close finishes at the Pre-65 Scottish, but few as close as this year’s event turned out to be. Words: Mike Rapley and John Hulme • Pictures: Trials Media, Sandy Plenty, Eric Kitchen, Judy MacDonald and REH Forks

Summer 2022 • Classic Trial Magazine

Pre-65 Scottish • International

Best Newcomer: Joel Gowan (BSA)

Ben Butterworth (Ariel)

o doubt readers will have read or heard, by the time they get round to reading this, that Kinlochleven based resident, Gary Macdonald, won the trial with the loss of a single mark from Joel Gowan, who also lost just a single mark. Still, perhaps dear reader, you are unaware that the tie decider went down to the furthest clean, with Gowan losing his single mark just one section earlier than Macdonald. That is a close finish in anybody’s book after all the other decision-deciding rules were taken into account, and arguably as close as any previous Pre-65 Scottish Trials have been in the past, despite many of them being tied results.

200-STRONG ENTRY

The reason is that the trial reverted to being a single loop for the 200-strong entry, the figure-of-eight format used for many a long time being discarded in favour of the riders all setting off at one-minute intervals and riding the same section order for all. This was the organising Edinburgh and District Club decision, undertaken for two reasons: One, to ensure the observers didn’t have to endure a long wait between the first half of the field finishing before the second half arrived, which at times has been up to two hours; secondly, to ensure that if there is a tie, the furthest clean could be the decider, which in this case proved to be a prophetic decision.

Russell Rooksby (Ariel)

Classic Trial Magazine • Summer 2022

Best Over 350cc & Best Performance Day Two: James Noble (Ariel)

Best Up To 200cc: Chris Greenwood (BSA)

International • Pre-65 Scottish

Best Rider Over 60 Years Old: Robin Luscombe (Triumph)

Best Performance First Day: Dan Clark (Ariel)

For Macdonald, it was the third win of his trialling career, having taken victory in 2017 and 2018 before Dan Thorpe nabbed victory the last time the trial ran in 2019. Still, for Joel Gowan, not only was it his first ride in the trial, but it was also the first time he had been to Scotland to enjoy the Scottish trialling experience! And also, despite his best efforts in what by any other standard would be a decent ride, this year didn’t quite go Dan Thorpe’s way. Dan was one of the undoubted favourites to win again, especially as he had written an excellent foreword to the programme praising his father Dave’s previous efforts. Perhaps, surprisingly for Macdonald, it was the premier trophy and best firstday performance, but not the best Scottish rider that he won. The best Scotsman was awarded to a rider other than the outright trial winner, in this case, Calum Murphy on seven.

John Charlton (Triumph)

Best 201 To 250cc: Darren Wasley (Triumph)

Gowan, the 25-year-old partner in his family’s Bootle, Cumbria-based construction business, was able to claim the Best Newcomer trophy in addition to the runner-up trophy. It was on Thursday afternoon that all the signing on took place, and only two days before that, Gowan had been able to claim a ride as the entry list for various reasons had not been filled, so the stars were certainly in his favour — at least until that tie decider came into the equation.

FRIDAY MORNING

On Friday at 9am sharp, the first rider, Gordon Halley, set off like a comet down the start ramp to the first sections of the trial. For Andrew Bingley, however, the trial ended at the fourth section when he became the day’s first retirement due to a badly swollen arm resulting from, of all things, an insect bite!

Fortunately, the weather was good for the first day of action because wet days in Scotland are not that good. However, it was also quite warm and humid, and some would have preferred colder conditions! A single section at Ciaran Burn opened the action for the 197 starters, of whom 30 failed to finish both days for varying reasons, before Loch Eild Burn’s four sections, of which the last was the tricky one with a steep slab that took many a dab as riders managed their balance. From Lower Mamore, which came next and was easy, it was the testing ride across the moors and past the Blackwater Dam taking in five groups before the field came back down off the hills to ride the famous Pipeline. Normally the site of a massive hold up, this time was just one section that started from the right, halfway up the hill. Initially, it was in a gentle mood, with many cleans recorded as the

Dan Thorpe (Triumph)

Summer 2022 • Classic Trial Magazine

Pre-65 Scottish • International

Best Scottish Rider: Calum Murphy (BSA)

early riders tackled the slabs and loose shale, but later in the day, about halfway through the entry, a shower of rain hit the hillside, which completely transformed an easy ride into one where cleans were jealously claimed.

CNOC A LINNHE

As is often the case, the fourth sub of Cnoc a Linnhe became the main mark-taker of the day. Typically a rock-strewn gully, this year it was a vicious twisting collection of rocks — a real challenge. Less than a dozen cleans were recorded with Robin Luscombe, destined to finish

Best Original Machine: Sam Clarke (Triumph)

Classic Trial Magazine • Summer 2022

Mark Sunter (Ariel)

the trial in seventh place with four marks lost the first clean. Gary Macdonald and Chris Clarke followed, whilst Donna Fox lost only two of her final-trial total of 10 as she claimed the Best Lady Rider award for the second time. Gowan was an outstanding clean, with former winner Rob Bowyer emulating Gowan’s ride just two attempts later. Robbie Allan, on a Greeves of a very standard appearance, rode well for a dab, but it was a disaster section for Spanish ace youngster Joan Rovira who nose-dived his Bantam into a solid rock. The shock of the impact shed the chain, which became jammed between the back of the

drive shaft sprocket and the engine case. He spent ages on the bankside trying to unjam it but, in the end, was forced to remove the outer cover, the ignition unit and the inside cover, and only then, with the help of others, were they able to hammer the chain free with two suitably sized rocks! Nevertheless, he continued to finish a fine 29th on 15 marks lost. At the end of the opening day’s 30 sections, Macdonald, Gowan and Dan Clark were still clean with Luscombe, Bowyer and Ben Butterworth on single dabs and a load of capable riders snapping at their heels on low single figures.

Lewis Bell (Royal Enfield)

International • Pre-65 Scottish

Carl Batty (Villiers)

MID-MORNING RAIN

Rain was forecast for Saturday, day two, but not until mid-morning, which was a dead-accurate forecast by BBC Weather, meaning that on the open hillsides above the Mamore Road, conditions were unlikely to be particularly pleasant. With three riders still clean, there was a lot to play for as, although there’s no financial return for a win, the prestige is enormous, as past winners can testify. It was on the second sub of Lower Mamore that Gowan lost the trial, taking a dab on the innocuous step at the very end of the section just above the main road. However, Macdonald had his dab on Upper Mamore, and it was that short distance between the two hazards deciding the destiny of The Challenge Trophy that will grace the Macdonald residence. One of those riders still hoping for a win was Ben Butterworth. Riding in the first group on Saturday morning, he had a rude awakening when he

Mark Reynolds (Triumph)

crashed out the ends card with a flying dab at the Aluminium Works. It could have been a five, one or a clean; it was that ragged, but whilst the observer midsection was uncertain, his colleague at the end made the decision which was a zero. Panic over! As riders arrived back at Kinlochleven, most of them very wet, the overall opinion was that the sections along the Mamore Road and alongside the north side of the loch were very sensible, and it was down to the final section at Cnoc a Linnhe again to be the sting in the tail. It was a different hazard from Friday and initially equally tricky, taking a five from many riders, including Dan Clark, which put him out of contention, although not for Yrjo Vesterinen. He fought his Bantam in a manner only a three-time World Champion can manage, to stay feet-up after suffering an unwelcome five earlier in the morning when his chain became derailed. Jack Butterworth made what was undoubtedly the

fastest attempt at the section, riding his Triumph twin at a rate of knots that only the rapid reactions of the young can manage. But, as brother Ben also went clean, it was far neater than Jack’s exciting attempt.

BIG BIKES

Big bikes are still the machines to watch for impressive rides, and with good riders on board, they again provided a significant spectacle in the trial. Nick Shield’s Triumph, sporting twisting titanium exhaust pipes, provided some interesting antics with the Northern ace at the helm as he and Michael Irving enjoyed the first two days of the eight-day epic challenge for charity. Irving never quite got to grips with the Ariel in the manner he wanted, but the duo’s reasons for being in Scotland far outweigh the likely results. In fact, even though riding smaller machines might well be easier, big bikes do seem to be the answer to success if the rider can manage them, with Jimmy

Best Foreign Rider: Mark Harris (Ariel)

A L S O AVA

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Best Woman Competitor: Donna Fox (BSA)

Peter Ashmore (James)

Summer 2022 • Classic Trial Magazine

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International • Pre-65 Scottish

Stephen Murphy (James)

Noble, Russ Rooksby, Mark Sunter and John Charlton all managing to get them into the topflight of the results. There can be no doubt that, after missing two years for obvious reasons, which means three years with no action, it was great to be back in Kinlochleven. The club’s changes to the format, though criticised by some, had proved to be good decisions. Macdonald was the worthy winner, and although Gowan was second, he can be more than satisfied with his result as he aims to go one better next time. With another group of riders all eager for the challenge that cannot happen until next year when edition 36 of the Pre-65 Scottish takes place.

Best 251 To 350cc: Michael McNiven (Royal Enfield)

Paul Dennis (Triumph)

WELL DONE

Philip Harris (BSA)

Missed from the calendar since 2019, when the event was last run, it was a welcome return after the pandemic for what many riders class as the premier Pre-65 trial in the world — the one to win. It gave the organisers time to reflect on what has been a successful event since its inception in 1984. Many were sceptical over the single lap each day for all competitors. Still, it worked very well for both observers and riders, as demonstrated at Pipeline, where less queuing was experienced. To make the competition as fair as possible, the top 100 riding numbers from day one moved to

the back, with number 101 the first man away on day two. Friends, old and new, were quick to catch up on the past two years. The local community benefitted financially from the influx of visitors into Kinlochleven and its surrounding areas. One man missing was the Guest of Honour, Sammy Miller, the first winner in 1984. He was unfortunately not feeling well enough to travel. However, the hearty band of volunteers from the Edinburgh & District Motor Club who organised the Pre-65 Scottish had done an outstanding job, and with the kind weather for most of the two days, the event was once again hailed a success; well done to one and all.

Best Matchless AJS Rider: Philip Wiffen (Matchless)

Summer 2022 • Classic Trial Magazine

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International • Pre-65 Scottish

Nick Shield (Triumph)

The Oldest Finisher: Mick Grant (BSA)

2022 PRE-65 SCOTTISH

SPECIAL FIRST CLASS AWARDS RESULTS: 1: Gary Macdonald (Triumph) 1; 2: Joel Gowan (BSA) 1; 3: Ben Butterworth (Ariel) 1; 4: James Noble (Ariel) 3; 5: Russell Rooksby (Ariel) 3; 6: Chris Greenwood (BSA) 4; 7: Robin Luscombe (BSA) 4; 8: Dan Clark (Ariel) 5; 9: Darren Wasley (Triumph) 5; 10: Mark Sunter (Ariel) 6; 11: John Charlton (Triumph) 6; 12: Calum Murphy (BSA) 7; 13: Dan Thorpe (Triumph) 8; 14: Sam Clarke (Triumph) 8; 15: Lewis Bell (Royal Enfield) 8; 16: Carl Batty (Villiers) 8; 17: Mark Reynolds (Triumph) 9; 18: Mark Harris (Ariel) 10; 19: Donna Fox (BSA) 10; 20: Peter Ashmore (James) 11; 21: Stephen Murphy (James) 12; 22: Paul Dennis (Triumph) 12; 23: Philip Harris (BSA) 12.

FIRST CLASS AWARDS

RESULTS: 24: Michael McNiven (Royal Enfield) 12; 25: Philip Wiffen (Matchless) 12; 26: Vince MacIntosh (Triumph) 12; 27: Paul Bennett (Francis Barnett) 13; 28: Neil Dawson (BSA) 14; 29: Joan Rovira (BSA-ESP) 15; 30: Martyn Gilbert (Triumph) 15; 31: Mark Smith (Ariel) 15; 32: Robbie Weir (Cotton) 16; 33: Rob Bowyer (Triumph) 16; 34: Nick Shield (Triumph) 16; 35: Yrjo Vesterinen (BSA-FIN) 17; 36: Jack Butterworth (Triumph) 17; 37: Darren Palmer (DOT) 17; 38: Alan Crayk (Cotton) 18; 39: James Harland (Triumph) 19; 40: Grant Smith (BSA) 19; 41: David Coughlan (Triumph) 20; 42: Sean Radcliffe (BSA) 20; 43: Jim Hough (Triumph) 21; 44: George Emmott (Triumph) 21.

CMY

Best Rider On A Rigid Over 250cc: Liston Bell (Ariel)

TOP 44 MACHINES

RESULTS: Triumph: 16; BSA: 11; Ariel: 7; James: 2; Royal Enfield: 2; Cotton: 2; DOT: 1; Francis Barnett: 1; Matchless: 1; Villiers: 1.

AWARDS

BEST PERFORMANCE 1ST DAY: Dan Clark (Ariel) 0 BEST PERFORMANCE 2ND DAY: James Noble (Ariel) 0 BEST FOREIGN RIDER: Mark Harris (Ariel) 10 BEST NEWCOMER: Joel Gowan (BSA) 1 BEST SCOTTISH RIDER: Calum Murphy (BSA) 7 BEST RIDER OVER 60 YEARS OLD: Robin Luscombe (Triumph) 4 BEST RIDER ON A RIGID UP TO 250CC: Martyn Stanistreet (James) 73 BEST RIDER ON A RIGID OVER 250CC: Liston Bell (Ariel) 63 BEST WOMAN COMPETITOR: Donna Fox (BSA) 10 BEST OVER 350CC: James Noble (Ariel) 3 BEST 251 TO 350CC: Michael McNiven (Royal Enfield) 12 BEST 201 TO 250CC: Darren Wasley (Triumph) 5 BEST UP TO 200CC: Chris Greenwood (BSA) 4 BEST ORIGINAL MACHINE: Sam Clarke (Triumph) 8 BEST MATCHLESS/AJS: Philip Wiffen 12 THE OLDEST FINISHER: Mick Grant (BSA) 31

Best Rider On A Rigid Up to 250cc: Martyn Stanistreet (James)

Summer 2022 • Classic Trial Magazine

INCORPORATING

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PRE ‘65

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Development • Seeley Honda

FOUR-STROKE FASCINATION SEELEY HONDA

Classic Trial Magazine has opened the door to so many interesting articles. This one is no different from how it came about, but, as always, it includes that vital ingredient: motorcycle enthusiasts. When Mike Rapley called to inform me, he had found some old negatives at home, which included the original press photographs for the Seeley Honda. So I thought about getting this piece of the Honda trials story into the magazine, but how could I make this four-stroke fascination come to life, considering certain information would be missing? Then, a few months later, a phone call from an old friend Trevor Kemp was a breath of fresh air, allowing me to bring this feature to life. Further information on the Anglo-Japanese machine was researched, and before long, we had a fascinating story coming to fruition. With the words and support from Trevor, I could start to date relative pictures. As well as my regular photographic contributors, I started to scan the many Alan Vines pictures I had. Lo and behold, some superb, unseen pictures were found from the early days. Then, good old Eric ‘‘EK’’ Kitchen came up with some colour shots from 1980 to support the ones from the other contributors. Words: John Hulme with Trevor Kemp • Pictures: Steve Bird, Barry Robinson, Erik Kitchen, Alan Vines, Mauri/Fontsere Collection and the Giulio Mauri Copyright, Trevor Kemp Collection, Jimmy Young

At the 2006 Scottish Motorcycle Show Colin Seeley, seen here at the front sat on the machine, was interviewed by a Seeley Honda trials fan, John Moffat.

Summer 2022 • Classic Trial Magazine

Seeley Honda • Development

Wanted – If Honda had produced this four-stroke HRC trials model, ridden by Rob Shepherd in 1979, it would have sold out immediately.

1980: Kiyo Hattori’s arrival from Japan put the Seeley Honda in the spotlight; he was very entertaining, to say the least…

1980: Trevor Kemp was heavily involved with the Seeley Honda trials project.

s we are all aware, photographs tell a thousand words, and it was the ones supplied by Steve Bird, taken by his late father, reminded me of when I rode in the 1980 SSDT in the company of Eddy Lejeune on the 250 Seeley Honda. I was on the John E Shirt supplied 320 Majesty Yamaha. We had a brilliant time. Recalling one of my funniest moments is when Eddy asked me the lines in some of the sections — Eddy, asking me, John Hulme, which line to take? We had a super week, and Eddy just beat me. During the week, his staple diet was Belgian waffles topped with a wide range of Belgian chocolates, and he was more than happy to share them! Most of the words in this feature came from Trevor Kemp, but I’ve also added some of my memorable notes surrounding the Seeley Honda. Here, Trevor takes up the story. Classic Trial Magazine • Summer 2022

HONDA UK

My involvement in Honda trials machines began a few months after joining Honda UK as an area field manager. Later in my working life with the company, I was also involved in the off-road planning committee as a representative for Honda UK with the manufacturer in Japan. Unfortunately, after leaving the John Banks Honda Centre to start work at Honda UK, I lost my sponsored Bultaco ride that came through the dealership. Jim Sandiford, the official Montesa UK importer, had wanted me to ride a Montesa through the John Banks Honda Centre, but it never worked out due to the dealership’s commitment to Comerfords. With my new work position in place, he kindly loaned me a new Montesa Cota 348 that had just been launched when I moved to Honda UK. As well as the Montesa importers, at that time, Jim was also a multi-franchise dealer for many brands, including Honda. After winning several trials in the Eastern and South Midland Centres, Sandiford’s placed a ‘‘Montesa success’’ advert in which I was featured. This advert came to the notice of our Sales and Marketing Director’s desk; he got 27

Development • Seeley Honda At the start of the project an engine supplied by RSC Honda was installed in a Sammy Miller HiBoy frame. This is Trevor Kemp in action on it.

Various exhaust systems were experimented with, as you can see here, as Allen Collier makes a pivot turn in the 1978 Vic Brittain Trial.

me in the office and wanted to know why I was not riding a Honda! When I explained that Honda did not manufacture a competitive trials motorcycle, he suggested I spoke with the Racing Department to see if they could sort me a trials machine. With Rob Shepherd having the only trials support on a factory-supplied machine, this would never happen. I continued to ride the Montesa, trying to keep under my boss’s radar by achieving some good results. Then, Ryuichiro Yoshimi (Yoshi), our technical coordinator between Honda UK and Japan, approached me and said he wanted to start a project to build a production Honda trials motorcycle and wanted me to be involved.

A JOINT VENTURE

His idea was to build the motorcycle here in the UK with engines supplied from Japan that would be built and modified by Honda RSC (Racing Service Centre). The frames would be developed and manufactured here as chassis technology and cost, particularly for a trials motorcycle, meant this would be the better route, and any unforeseen problems could be dealt with quicker than relying totally on feedback from Japan. The design concept was that the motorcycle was to look, in essence, like the Honda RTL 360. Although the engine would look different, the fuel tank, seat unit and frame could be manufactured to mirror the 28

1977: When Eastern Centre Champion Allen Collier lost his Jack Hubbardsponsored Bultaco ride he took over the other development Honda.

bigger-engined RTL, almost like its smaller brother. The engine would be based on the well-proven fourstroke, similar to the one fitted to the Honda XL185 trail model. The engine capacity would increase to 197.74cc by a larger bore and a slightly different camshaft. The transmission and gear ratios were also changed from the original XL185 trail ratios with profiles for trials use. A heavier flywheel and new ignition were also fitted. Honda RSC had some previous experience with modifying singlecylinder four-stroke engines for trials from the mid-70s when they produced a heavily modified 200cc version of the TL125 engine that was supplied internationally to Honda importers. When I worked at John Banks Honda Centre, Honda Japan sent us two of these modified engines; one of which was installed in a modified Sammy Miller TL 125 Hi-Boy frame. I rode it in a few events. When Eastern Centre Champion, Allen Collier, lost his Jack Hubbardsponsored Bultaco ride, we let him ride the other one we had built. We both had some success on these machines but the lack of power and the fragile bottom half of the engine from the Honda TL125, particularly in the more significant trials events, caused reliability problems. RSC used the bigger 185cc engine for the new project, which gave us more confidence and reliability.

Looking full factory: Trevor Kemp in the 1977 Victory Trial.

Summer 2022 • Classic Trial Magazine

Seeley Honda • Development

1978 Kickham Trial: Allen Collier misses the power of the two-strokes as he struggles for grip on the small-capacity four-stroke Honda.

COLIN SEELEY

With the project getting the go-ahead in 1978, we then had to decide who would manufacture the chassis. As it was designed by Honda employee Mike Gilder, we looked at using some of the established trials chassis manufacturers in the UK. They had the experience of incorporating designs married to trials chassis dimensions, steering head angles, wheelbase and seat height etc. However, the powersto-be at Honda UK wanted us to talk to Colin Seeley. He had, at that time, a relationship with Honda producing racing replicas out of production Honda sport models. Colin also had excellent experience in chassis manufacturing, albeit in road racing, and came with a good reliable reputation. After several constructive meetings with Colin about the trials project, Honda UK decided that this was the route for them to follow; 1979 would be a busy year! Using a square downtube and top frame in Reynolds 531 steel section tubing gave the look of the RTL 360; the engine was used as a stressed member along with an aluminium sump shield. This allowed the use of a smalldiameter steel tube for the rear subframe to keep the weight down — also, a box section for the footrest hangers was used instead of a thick heavy plate. With a beautiful-looking Honda with a red aluminium fuel tank and neatly fitted seat cover, the chassis not only looked the business, but it looked right too. As there were no competitive production off-road front forks available from Honda, it was decided to use the Italian Marzocchi fork and yokes, which were freely available — Classic Trial Magazine • Summer 2022

A Seeley ‘Star’ is born – August 1979. This engine was based on the wellproven four-stroke one that was fitted to Honda XL185 trail model.

A plastic engine protector would be fitted but was soon removed by many owners to keep the engine running cooler!

good quality components that worked well. Several Italianmanufactured wheels and hubs were looked at, but it was decided to stay with complete Honda wheels; we are all well aware that these were of very high quality compared to the European equivalents. Engine capacity would be This wheel arrangement was increased to 197.74cc by a further endorsed when Honda UK larger bore, and a slightly different camshaft would decided to break up a number of also be fitted for trials use. CR125 motocross machines that they had over-ordered and were out of date with new models coming from Japan; they also used the footrests from these models. Several other Honda components were used, including air filter components and control levers. The chain running block on the top of the swinging arm was actually a modified Honda cam chain tensioner rubber. The Girling Gas shocks at the rear were also used, and Norman Blackmore, who I knew well, got to work on developing a new unit. These shock absorbers were now being used on the RTL 360, so it made good sense to follow that route. Along with the engine, we also received a Honda RSC exhaust system. When the machine went into production, and due to cost and ease of shipping, we just brought in the outer stamping from RSC, and Seeley manufactured the centre box and welded it on the backing plate to the RSC outer stamping. 29

Development • Seeley Honda

Transmission and gear ratios were also changed from the original XL185 trail ones and a heavier flywheel and new ignition were also fitted.

PROTOTYPE

I had made several trips down to Colin’s factory in Kent while the prototype was being put together. I had to curb my excitement as I could not wait to try the new Seeley Honda TL 200E, as it would be named. The complete production prototype would be ready in August 1979. At the back of Colin’s factory, there was a piece of wasteland with a few banks to try the machine on. Straight away, the balance felt right, and with slight adjustments to the front forks and rear shocks, I was impressed with how well it steered and handled. We had to work on carburetion and gearing to get it correct for the slow-speed world of motorcycle trials, but we knew we were heading in the right direction. Although it did take me a bit of time to get used to a four-stroke engine braking, one problem we did find was that the motor would not rev out freely. We found out that the seat and tank unit pushed the air intake rubber flange inwards, thus restricting the airflow to the carburettor. We went back into the workshop, and a modification on the air-filter box cured the problem immediately. I have to say it did look pretty, just like the vision we had of the finished machine when we started. It was now a case of riding the new Honda and finding if all our hard work was worth it; I was very happy, to say the least! Riding the Seeley Honda in the first few trials, it created a lot of interest. Spectators followed me from section to section, with everyone looking to see how it performed. At that time, the affectionate four-stroke sound from a trials motorcycle exhaust was virtually non-existent apart from the bright red Honda of Rob Shepherd as everyone was on two-strokes. We also carried out a test up at Rob Shepherd’s farm in Yorkshire, meeting a young Eddie Lejeune after travelling from Belgium to try the new Honda. He was impressive on the little 200 and even more so when he tried Rob’s 360. I even got to ride the 360 and could not believe how good it was. I thought at the time that it was sad that Honda could not make this into a production trials machine, they could have sold so many, and the name Honda would have been ruling the trials world, but it was not to be. For a first attempt, the production prototype looked very functional.

Along with engine from Japan they also received a Honda RSC exhaust system.

I had some good results on the little 200 and won a few Eastern and South Midland centre trials. I also did a fair number of National trials, including the West of England and the John Douglas. It was a very good bike for the centre and clubman rider as, being a four-stroke, it gripped well in the mud and on slippery sections. However, being only a 200cc, it struggled on some sections where you needed power.

SEELEY HONDA TL 200E

The production of the Seeley Honda began on the initial order of 100 machines. At the start, the sales were healthy and encouraging, and the first 40 models sold almost immediately in late 1979 after so much interest at the end-of-season motorcycle show. In early 1980, a second batch of 40 machines again sold well despite the high recommended retail price of £1,280, including VAT and a hefty £40 delivery charge; all orders were processed though Honda UK and their dealer network. Another order was made for a further 150 machines in April, but the sales were slow, and Seeley was also under financial pressure, having just built a new factory. By September, the production target of 300 machines was made, but interest from Honda UK in the project was dwindling away. So, on 1st October 1980, it was announced that the Seeley organisation would take over the complete production. With 120 unsold machines in stock at his factory, Colin took over distribution from Honda UK and supplied the machines direct to try and keep the production costs down. The machine was renamed the Seeley TL 200, but sadly sales failed to pick up. To keep the price more competitive, Colin would produce the complete exhaust system in-house instead of bringing the expensive items in from the RSC department in Japan. He could also remove the £40 delivery charge and trimmed to reduce the price to attract potential buyers, but it just did not happen. Sales were desperately slow with only a handful of the machines sold, and the door was closed on the production in 1981 though Colin would supply spare parts, of which he had a good stock, for the foreseeable future. A design concept was that the motorcycle was to look in essence like the Honda RTL 360.

Summer 2022 • Classic Trial Magazine

Seeley Honda • Development Trever Kemp putting the prototype through its paces at the 1979 Towerlands Trial.

SEELEY TRIALS TIME

A young Honda Japanese rider was coming over to the UK to ride and test the Seeley Honda; his name was Kiyo Hattori. I arranged to get him a machine, and he came and stayed at my house. We went out testing a lot around where I lived, and he was very impressed with the machine. I arranged for us to compete in a South Midland Centre trial, the Bill Holt at Market Harborough, to see how the Honda compared to the other manufacturers’ machines, which would also be a good benchmark. One of the RSC Japanese staff also came to watch the trial; he was on a visit to Honda UK for meetings with the various race departments. All I remember was he spoke no English; communicating was difficult! Kiyo won the trial, and I was second. They were both very happy. After that, we both competed in one more local event. By this time, Kiyo had started to ride in selected ACU British Championship rounds with a superb sixth in the April Victory Trial and National trials. The good news got even better when Honda agreed in Japan that they would fund him to ride the Seeley model in the FIM World Trials Championship. He would be part of a three-man Honda team including Rob Shepherd and Belgium’s Eddy Lejeune, who would ride one of the 360cc models inherited from Shepherd. Two RSC 250 four-stroke engines were then sent to Honda UK from Japan and then on to Colin Seeley’s to be installed into the 200 model frames. The 250 featured an OHC two-valve engine with external oil pipes and was a stroked-and-bored version of the 200. It was interesting to note that very little needed modifying on the frames to accommodate the larger-capacity engines, although many other chassis components required modifying. These two machines were for Kiyo Hattori and Eddy Lejeune to ride in the Scottish Six Days Trial. In February, Kiyo’s first world round was in Spain on the new 250 Seeley Honda to give it a shakedown, but he ran over the time limit. In Belgium, just one week later, he finished 20th, followed by an even better 18th place in Great Britain. Kiyo’s first world round was in Spain, 1980, on the new 250 Seeley Honda to give it a shakedown before the SSDT but he ran over the time limit.

Classic Trial Magazine • Summer 2022

Kiyo Hattori arrived from Japan in early 1980 to compete in a South Midland Centre trial, the Bill Holt at Market Harborough, which he won on the new 200cc Seeley Honda. 1980: Trevor Kemp, seen here in the East Anglian national trial, continued to fine-tune the Seeley Honda.

No wonder Kiyo Hattori looks happy; he is on his way to his and the Seeley Honda’s first ACU British Championship points at the Victory Trial in April 1980. He was the first Japanese rider to score BTC points.

Development • Seeley Honda

Two machines were built for Kiyo Hattori and Eddy Lejeune to ride in the Scottish Six Days Trial. Eddy only received his 250 Seeley Honda at the start of the event on the Sunday in the paddock at the West End Car park!

1980 SSDT: All eyes are on the new kid on the block, Eddy Lejeune.

SEELEY HONDA SUCCESS

1980 SSDT: Total control from Eddy Lejeune in the rocky stream at Achlain on day two, Tuesday.

1980 SSDT: Eddy Lejeune finished 12th and with it the Best Newcomer award.

Eddy only received his 250 Seeley Honda for the first time at the start of the event on the Sunday, in the paddock at the West End car park. He literally rode it up the road to check it was okay before taking it to the start ramp for day one on the Monday, but he was impressed. At the Scottish, both these machines ran like clockwork all week, and Eddy Lejeune finished 12th, with it the Best Newcomer award, with Kiyo Hattori a very creditable 16th. Straight after the SSDT, it was back to world championship action, starting in Italy when Kiyo was back on the 200 Seeley as Eddy moved back to his 360 Honda. Kiyo had been a quick learner on the world and UK trials scene as he became the first Japanese trials rider to score points in both the championships. He finished 15th in the UK and 26th in the world overall but saved his best ride of the year, in our opinion, for the super-tough national Scott Time and Observation Trial in October. A hard day for any rider, he pushed himself and the little 200 Seely Honda machine to the limit, and his reward was the much sought-after Herbert Scott Cup for the best performance by a newcomer! It was a super effort for a rider who had only arrived from Japan in February and one who could speak or understand very little English. He took the last Scott Silver Spoon, coming home in 26th position on 310 marks lost, 97 on time and 213 on observation.

1980 SSDT: Kiyo Hattori finished a very creditable 16th.

Summer 2022 • Classic Trial Magazine

Seeley Honda • Development

1980 SSDT: At the Scottish both machines ran like clockwork all week.

As the year closed, it was announced that Kiyo Hattori would now ride the two ex-works 360 Honda machines the following year, which Rob Shepherd had ridden to ninth overall in the 1980 FIM World Trials Championship. After so many successful years at Honda, the Yorkshire rider had announced his retirement from international trials. Trevor Kemp: “A few years ago, I saw Colin at a Honda 750 anniversary event at David Silver’s Honda Museum, where he was a judge. We had a coffee and a chat regarding earlier times together developing the Seeley Honda trials model. Colin admitted that it had been a big loss financially, but we both agreed that we were very proud of the project and what it achieved.” Aged 84, Colin Seeley sadly passed away on 7th January 2020, but his legacy will live on in the trials world with the Seeley Honda that has now become a classic Honda — one to collect, and a rare one at that.

1980 Kiyo Hattori was back on action on the 200cc Seeley Honda competing in many UK National Trials, seen here in the Dave Rowland.

1980 HONDA SEELEY TL 200E SPECIFICATIONS

ENGINE: Single Cylinder Air Cooled Four-Stroke; Type: Chain Driven OHC Two Valve; Bore and Stroke: 66mm x 57.8mm; Capacity: 197.74; Transmission: Six Forward Gears; Clutch: Multi-Plate in Oil; Ignition: Capacitor Discharge, Carburettor: Keihin PC 20. CHASSIS: Reynolds 531 Square and Tubular Steel; Swinging-Arm: Reynolds 531 Tubular Steel; Protection: Aluminium; Front Suspension: Marzocchi – 170mm Travel; Rear Suspension: Girling Gas Twin Spring – 140mm Travel. DIMENSIONS: Seat Height: 775mm; Wheelbase: 1,286mm; Ground Clearance: 319mm; Fuel Tank Capacity: 4.0 Litres; Dry Weight: 82.6Kg.

1980 Austria: Back on the more powerful 250 Seeley Honda he finished 26th overall scoring two hard-fought points in the final round.

In the 1980 national Scott Time and Observation Trial in the October Kiyo Hattori pushed himself and the little 200 Seely Honda machine to the limit, and his reward was the much sought-after Herbert Scott Cup for the best performance by a newcomer!

Classic Trial Magazine • Summer 2022

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Comparison • Beta vs Fantic

BETA VS FANTIC

ITALIAN S

During the long 1988 FIM World Trials Championship season, it would be challenging to find a winner, event after event, and predict who would arrive after the final event as the victor. It was not just a competition about the riders but also about the machines they were riding and developing to be at the cutting edge of the sport and pick up the ultimate accolade of world champion. The machines were prepared by Italian technicians in Italy; the first built-in Barzago, Brianza and the second in Rignano sull’Arno, close to Firenze. The two machines chosen to fight for the title were the Fantic 303 series 2 versus the Beta TR34. The technician and rider for Fantic would be Dario Seregni and Donato Miglio, and for Beta, it would be Fabio Viscardi and Jordi Tarres. As a mark of respect, we also remember the technician-and-rider combination who were developing the Aprilia TX 312. Ettore Baldini was the technician, and Diego Bosis was the rider, who both passed away well before their time. Words: Originally written by Christian Valeri, it is supported by Dario Seregni, Donato Miglio, Steve Saunders, Jordi Tarres, Fabio Viscardi and John Hulme • Pictures: Mauri/Fontsere Collection and the Giulio Mauri Copyright, Infotrial.it, Toon Van Da Vliet, Eric Kitchen and Photo Trial

Summer 2022 • Classic Trial Magazine

Beta vs Fantic • Comparison

TALLIONS

he Fantic 303 and Beta TR34 were the second-generation models after their launch in 1987. Moving into 1988, they were the evolution of two proven motorcycles. Machines coming from Italian manufacturers were leading the way in development, and rider skills from both Michaud and Tarres pushed the boundaries of the sport into a new era. The 1988 FIM World Trials Championship would turn into a titanic battle between the French rider Thierry Michaud (Fantic) and Spain’s new trials superstar Jordi Tarres (Beta), which would go all the way to the final of the twelve rounds, held in Poland. Classic Trial Magazine • Summer 2022

Thierry Michaud was loyal to Fantic after its troubled years in the mid-80s and had given them world titles in 1985 and 1986 on the new generation single-shock model. On the other hand, Jordi Tarres was the new superstar, with one focus for him and the Beta: the world championship. In 1987, he was on fire with his dynamic riding — he and the Beta won seven of the 12 rounds as Diego Bosis on the Aprilia pushed Michaud onto the podium’s final step. Fantic were on a mission in 1988 as Donato Miglio joined both Michaud and Great Britain’s Steve Saunders in the factory team. 37

Comparison • Beta vs Fantic

Fantic 303 series 2.

FANTIC

A machine titled the Series 2, the Fantic 303 varied quite a lot from the standard model. It had been the subject of modifications to the chassis, the suspension and its linkage arrangement. The Fantic front forks featured a new suspension arrangement with a spring on one side and a hydraulic operation on the other to optimise the rider setup, making for much finer adjustments. At the rear, the single shock absorber had an external cylinder to control the settings connected via a hose for easy access on the frame, located on the right-hand side front down tube. In addition, it was now easier to change the footrest position with bolt-on hangers located into elongated slots, allowing

Beta TR34.

1988 was a winning year for Fantic and for the 303 model.

them to be moved both back and downwards. Believe it or not, the engine was also very adjustable by a series of three different weights for the flywheel, which would change the engine response. Nevertheless, 1987 had finished with the red 303 winning the last world round in Michaud’s hands, backed up by Saunders, who finished the world championship in fourth position. In 1988 a new development engineer, Dario Seregni, arrived from Garelli with their rider Donato Miglio; the Italian manufacturer had closed its doors on the trials project. He had started with the now-defunct SWM team before he moved to Garelli and knew what was needed in a trials machine to make it perform at its very best.

Dario Seregni came to Fantic in the autumn of 1987.

In 1987 the Beta TR34 started winning immediately.

Summer 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

Comparison • Beta vs Fantic

1988 – France: Thierry Michaud, with his brother Fred on minding duties.

Dario Seregni: “I came to Fantic in the autumn of 1987 and, along with the other people in the competition department, worked to develop 303 with ideas intended for the next model, the 305. We introduced the engine to reed valve induction and fabricated an entirely new exhaust system. We opened up the final torpedo-type silencer fitted, fabricated it in aluminium and repositioned it. We revised and reduced the middlebox, which allowed us to lower the running temperatures and reclaim the space to almost double the volume of the air filter box. “On the front suspension, we used the new ‘Reverse Control’ technology, which would also be used on the 1989 305 production models, but we wanted to fine-tune it first. To soften the rear shock absorber, a progressive linkage was fitted. In addition, we used an aluminium

1988 – Belgium: The food of champions, Belgian Waffles.

swingarm instead of the steel one on the production model. “We allowed the three riders to play with the steering head angle, engine position and swinging arm lengths to suit their individual riding styles. Donato and I worked hard to develop the Fantic, and, living just two hours from each other, we could try different parts before we passed them on to Michaud and Saunders to try. Thierry was a little jealous and doubted that the machines were the same, thinking we held some developments back, but I can confirm everyone enjoyed the same treatment.” Donato Miglio: “1988 was the winning year for Fantic and the 303. I had ridden the Garelli in 1987 and had watched the new Fantic being developed, so I knew it would be good! “The 303 had a good engine, but the chassis

needed some work before the beginning of the world championship to get a perfect combination with a further improved engine. “I came from Garelli and a big engine — 321.53cc, to be exact. I always prefer to drive using torque more than power. For that reason, I used a Dell’orto carburettor with a minimised flywheel mass in order to have more reactivity and less inertia. A different solution from the one of Michaud, who preferred more inertia and a less aggressive response using a Mikuni carburettor. I loved riding the yellow Fantic and moved up into third place in the 1988 FIM World Trials Championship from my previous year’s tenth.” Steve Saunders: “I arrived at Fantic off the back of my HRC Honda ride in 1987; I first used the older model before moving to the new red 303 series. It was good, but the new yellow 1988

1988 – Belgium: Thierry Michaud prepares to fire the Fantic up the famous big step at Bilstein.

Now at Beta in the modern era, Donato Miglio had watched the new Fantic being developed in 1987 so he knew it would be Good!

Summer 2022 • Classic Trial Magazine

Beta vs Fantic • Comparison

1988 – Belgium: Donato knew that the 303 had a good engine but the chassis needed some work.

1988 – Belgium: Donato also used a Dell’Orto carburettor with a minimised flywheel mass in order to have more reactivity and less inertia.

model 303 series 2 was even better. “When Dario Seregni arrived, we hit it off straight away and got on very well. He helped me with the machine setup, and Miglio, Michaud and I had our steering head angles altered to suit our riding styles, which, in truth, we were all quite different. I liked a strong, high-performing engine that would rev for the sky, and Dario knew how to give me the performance I wanted. Many of the older readers amongst you will have witnessed this when I blitzed everyone on a memorable day in Butser Lime Works on my way to winning the 1988 British world round; that Fantic was some rocket ship!”

BETA

Making its debut in 1987, the Beta TR34 started winning immediately, but was it the man or machine — or maybe a combination of both — that gave Jordi Tarres his first FIM World Championship crown? Upgrades in 1988 included modifications to the clutch and the aluminium rear subframe instead of the steel one, but the main improvements came from the exhaust system. Fabio Viscardi had joined Pedro Olle, and they both worked hard to give Tarres a good machine to defend his title on —

Steve Saunders in the Colmore Cup in 1987 after his move to Fantic from the RTL Honda.

Classic Trial Magazine • Summer 2022

1987 – Belgium: Earlier in the trial Steve had wrecked his new Fantic Series 1 after coming back down the big step at Bilstein as the machine lost traction on the ice.

1988 – Belgium: Steve Saunders on the limits of his incredible natural ability; the frame featured many changes.

Comparison • Beta vs Fantic 1987 – Belgium: Jordi Tarres shows he means business on the Beta. Check out all the cameras on him!

For Fabio Viscardi, seen here in 2021, the TR34 was a product that was the fulfilment of a project that had begun with the Beta 240 model.

the TR34 was a very important model for Beta as it established itself on the world trials stage. Fabio Viscardi: “The TR34 was a product that was the fulfilment of a project that had begun with the Beta 240 model, the first trial motorcycle from this passionate Italian company. They were beautiful years; we worked in a pleasant environment in Rignano. During the competitions, there was an exchange of views between the technicians from each manufacturer. “In 1987, Jordi won his first of many FIM World Championship titles, which gave him so much popularity, both for himself and trials in Spain. Thanks to him and his exposure, the sport of motorcycle trials became much more popular, and the sponsorship commitments increased. Television and promotional schedules with sponsors gave value to that

In 1987 Spain’s Jordi Tarres gave Beta their first ever FIM World Trials Championship title, winning seven of the 12 rounds.

success, but it also took up a lot of his valuable training and testing time. Maybe the 1988 season began a little bit subdued because Jordi complained that the motorcycle wasn’t as good as the 1987-winning Beta after some differences were made to the exhaust system; it changed its engine and performance characteristics. It hadn’t had many major changes; a heavier flywheel mass was fitted and a new 26mm Mikuni carburettor, suspension settings dedicated to his riding style and a modified clutch in order to cope with the stress of a world championship rider. Floating disc brakes were fitted using a new material for better friction and produced by Brembo instead of Grimeca’s standard callipers. We also added many titanium fasteners to help to reduce the weight.” Jordi Tarres: “I haven’t any good memories from 1987 [as he bursts out laughing]. I

remember the good feelings of winning in 1987 when we had a motorcycle that was doing well. “In 1988, Beta modified the exhaust system, changing it with one with an integrated silencer to make it more beautiful to look at. Unfortunately, until the middle of the championship, we couldn’t obtain the same results as the year before. Despite several tests, we didn’t understand the reason why the performance of the Beta didn’t add up. One day we cut open a silencer, and we noticed that the exhaust, when fitted, pressed the internal aluminium tube inside, obstructing the clear passage of the escaping gas. After finding out the cause, we worked with Pedro Olle and Fabio Viscardi on building a system that was a match between the one of 1987 and the one of 1988. Once again, I found the consistent performance, and at

1988: Jordi Tarres relaxes during training.

Summer 2022 • Classic Trial Magazine

Beta vs Fantic • Comparison

On the Fantic 303 the footrests are at a higher level compared to a modern machine.

This Fantic 303 model hasn’t much flywheel and this gives a quicker reaction with less vibration.

the end of the championship, we were on the same points as Michaud before the last event in Poland, which he won, and with it, he won the championship back. From that moment on, I learned that the details and the performance of the motorcycles are important, and I treasured these thoughts in the following years of my career. I paid more attention to the development of the Beta, and from 1988 to 1992, my last year on Beta, I used the same solution on the exhaust system adopted from the TR34 of 1987.” Christian Valeri: “More stories came to life concerning that period with Jordi Tarres and Fabio Viscardi, stories described during a dinner in Spain. Seated close to Tarres, Viscardi told him that all he had wanted to do in 1987 was win, which gave him the right energy to achieve success and gain the title for Beta in the last race over Michaud. “Fabio also revealed that in 1988 Jordi had become aware of the Beta Zero project and in 1989 pushed for riding the new water-cooled machine from the beginning of the season. He began the championship with the Beta TR34, and, after two events, he finished fourth in Great Britain and sixth in Northern Ireland. After that, he took the Beta Zero to its maiden win in front of a home Italian crowd. From that success in Ciocco and, in the next nine races, he didn’t leave the top step of the podium and won the title back, one he would hold until 1991.” Classic Trial Magazine • Summer 2022

The Beta is so much more agile in all areas of the chassis performance.

Weight difference is 5kg with the lighter the Beta at 85kg despite the huge exhaust system.

Perfect balance and weight distribution on the Beta make the rider feel as one with the machine.

Comparison • Beta vs Fantic

In 1988 Beta modified the exhaust system, changing it with one with an integrated silencer to make it more beautiful to look at.

Fantic’s front forks featured a new suspension arrangement with a spring on one side and a hydraulic operation on the other.

On the Fantic the bolt-on hangers located into elongated slots allowed the footrests to be moved both back and downwards.

COMPARISON – CHRISTIAN VALERI

“In this comparison, both the Fantic 303 series and Beta TR34 are standard production motorcycles. On the Fantic 303, the footrests are higher than a modern machine and the Beta TR34. Both machines are equipped with Dell’Orto carburettors. The weight difference is 5kg, with the lighter being the Beta at 85kg, an advantage found when riding as the Beta shines for agility though Fantic has a more powerful engine. “The 303 hasn’t much flywheel, and this gives a quicker reaction with less vibration, but, on the other hand, the Beta presents a pleasant linear torque. As Viscardi said, the perfect result for the engine was born as a 125cc and increased to a 260cc had been reached many years later in the Techno model. “The Fantic has a longer standard gear,

and using first, it is possible to face several obstacles. In contrast, the Beta prefers the higher second gear. The clutch of the 303 drags a little bit when stressed and under hard use and is quite heavy in its action, whereas the TR34 functioned very well at all times. Talking about suspension, they both absorb everything you throw at them, but the forks of the Fantic offer more travel than the Beta ones. The Fantic holds the line well in a section, but the Beta is so much more agile in all areas of the chassis performance. “Both have disc brakes at the front and the rear, but in 1989 they chose a floating front disk that reduced the lever effort and improved the performance. The braking performance of the Fantic is good on the rear wheel, while on the front, the standard version is a hydraulic pump found at the back of the headstock with a

It was on 4th September 1988 that child Christian Valeri fell in love with trials. His first motorcycle was a Beta TR34 50cc.

This Fantic has a longer standard gear and it is possible to face several obstacles using first.

mixed wire/hydraulic system; the performance is extremely limited. The Beta uses a hydraulic system with a Brembo master cylinder on the handlebar and, by far, superior. “That is a small history of both machines, with a little test where we talk about the streamlined Beta TR34 and the massive Fantic 303 Series 2, about men that worked with them and challenged for memorable successes.” A certain Christian Valeri also lived the stories above. Following in his father’s passion for motorcycles, he fell in love with trials as a child when he witnessed for his first time, as a spectator, the challenge between Miglio and Bosis, where Miglio won the 1988 Italian Championship on 4th September 1988. His first motorcycle was a Beta TR34 50cc, and for several years his father had been riding a Fantic 303 Series 2.

For several years Christian Valeri’s father had been riding a Fantic 303 Series 2.

Summer 2022 • Classic Trial Magazine

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Winner • Sidecar 1968

SIDECAR 1968

GRANBY’S CLAIM TO FAME

When you have known someone pretty much all your life, you tend to miss things from the early days that you did not know about as a young boy. It’s only when you talk to them in later life you realise you don’t know as much about them as you thought! It was the case of Phil Granby, whom my father, Ron, had known for many years. I had always associated Phil with sidecar trials when he was the passenger for the late Alan Morewood, who passed away in 2020, but as an eight-year-old, they were just more of my father’s motorcycling friends. I was attending a motorcycling celebration ten years ago when I saw Phil Granby wearing a nice jacket with a pinned shiny badge. I jokingly asked him what it was, and he said quite modestly it was an award from when he was a British Trials Champion. Really? In 1968, the sidecar pairing of Alan Morewood and Phil Granby had won the ACU British Sidecar Trials Championship, amongst some pretty good riders. It was time to learn more about Phil Granby’s claim to fame. A chat at the Pre-65 Scottish where Phil was observing revealed more. Words: John Hulme with Phil Granby • Pictures: Alan Vines, Yoomee Archive and Trials Media

Summer 2022 • Classic Trial Magazine

Sidecar 1968 • WInner

John Douglas Trial

ACU BRITISH SIDECAR TRIALS CHAMPIONS

1968 was a disruptive year in Great Britain as the Foot and Mouth disease had created many problems, including a late start to the ACU British Sidecar Trials Championship. Believe it or not, it was a difficult day travelling through the snow to the first round on 6th May, the Knut Trial. Starting the year with a win was a huge confidence booster; it was the start of a winning combination for Alan Morewood and Phil Granby. They took the title in style on 20th October with six wins from six starts at the Welsh Trophy. With two rounds remaining, they were 32 points in front of Roy Bradley and Christine Bull (500 Ariel). In round seven, the Kickham Trial, they were beaten in a close battle by Roy Bradley but came back to win the final round, the second running of the Knut Trial in December, in front of 21 other sidecar riders. Phil Granby: “They were fantastic times and ones I still treasure, but life was certainly very different in 1968 to what it is now. We used to travel to events in Alan’s Volvo, complete with the Ariel on the trailer behind. The deal we agreed on for all the trials we competed in was to split the fuel; we both paid for our own food and accommodation. “I was working as a JCB digger driver earning £12 a week, but it was money well spent for the amount of fun we had. It was strange being a passenger; Alan was a very good solo rider in his own right, but as the saying goes: ‘A passenger can make a good driver better, but he cannot make a bad driver good.’ We worked well together and never really argued; we just got on Classic Trial Magazine • Summer 2022

with the enjoyment. “I had met my first wife, Lorraine Keeling, at the end of the 1968 season. Having won so much, I decided to call it a day. I was saving for a deposit for a house and getting married; that was where my priority lay. “Alan and I remained good friends right up until he passed away. I still enjoy my

motorcycling as much as ever, and I can be found most weekends at a trial somewhere in the country. “I still attend the Pre-65 Scottish and the Six Days Trial with my second wife Liz as well as many other national trials, but I do not compete anymore; we both just enjoy the friendship the sport brings.”

British Experts Trial

Winner • Sidecar 1968

WELSH TROPHY 20TH OCTOBER

RESULTS: 1: Alan Morewood/Phil Granby (500 Ariel) 40; 2: Jim Stevenson (500 Spariel) 50; 3: Barry Kefford (350 BSA) 128.

KICKHAM

30TH NOVEMBER RESULTS: 1: Roy Bradley/Christine Bull (500 Ariel) 43; 2: Alan Morewood/Phil Granby (500 Ariel) 46; 3: Colin Hare/Roger Issacs (500 Ariel) 53; 4: Des Kendall (500 Kenman) 57.

KNUT TRIAL

1ST DECEMBER RESULTS: 1: Alan Morewood/Phil Granby (500 Ariel) 33; 2: Colin Hare/Roger Issacs (500 Ariel) 33; 3: Chris Spittle (500 BSA) 40.

DOMINATION

Bemrose Trophy Trial

KNUT

ALLAN JEFFERIES

RESULTS: 1: Alan Morewood/Phil Granby (500 Ariel) 48; 2: Ray Round (441 BSA) 58.

RESULTS: 1: Alan Morewood/Phil Granby (500 Ariel) 34; 2: Walter Bullock (500 BSA) 42; 3: Bernie Checklin (500 BSA) 51.

6TH MAY

VICTORY

26TH MAY RESULTS: 1: Alan Morewood/Phil Granby (500 Ariel) 30; 2: Des Kendall (500 Kenman) 39; 3: Ray Round (441 BSA) 38.

7TH JULY

LOMAX

BRITISH EXPERT 16TH NOVEMBER

RESULTS: 1: Alan Morewood/Phil Granby (500 Ariel) 46; 2: Brian Robinson (250 Bultaco) 68.

RESULTS: 1: Alan Morewood/Phil Granby (500 Ariel) 42; Ray Langston/Doug Cooper (500 Ariel) 48; 3: Bernie Checklin (500 BSA) 58; 4: Roy Bradley (500 Ariel) 61; 5: Ray and Derek Round (441 BSA) 69.

JOHN DOUGLAS

NORTHERN EXPERTS

RESULTS: 1: Alan Morewood/Phil Granby (500 Ariel) 16; 2: Ray and Derek Round (441 BSA) 46; 3: Phil Mountfield (500 BSA) 49.

RESULTS: 1: Alan Morewood/Phil Granby (500 Ariel) 13; 2: Jim Stevenson (500 Spariel) 18; 3: Jack Mathews (500 BSA) 23.

22ND SEPTEMBER

12TH OCTOBER

Observing at the 2022 Pre-65 Scottish

It was not just in the ACU British Sidecar Trials Championship where Alan Morewood and Phil Granby dominated. They rounded off 1968 having won every Saturday sidecar nationals, including the Bemrose Trophy by a huge 25mark winning margin in front of Ray Langston and Doug Cooper (500 Ariel) in late November. They had won the much sought-after British Experts crown earlier in the month despite a crash with a spectator’s car on the roads between the sections. The icing on the cake was at the season-closing Manchester 17 MCC Northern Experts Trial, where they again won.

8TH DECEMBER

2007: Wedding Time

Summer 2022 • Classic Trial Magazine

Picture Credit: Eric ‘EK’ Kitchen

BEST LADY RIDER DONNA ‘FOXY LADY’ FOX (BSA-GBR)

2022 PRE-65 SCOTTISH

WINNER GARY MACDONALD (TRIUMPH-GBR) Picture Credit: Eric ‘EK’ Kitchen

Legend • Oriol Puig Bultó

THE BULTACO GENTLEMAN ORIOL PUIG BULTÓ

During the ‘70s and ‘80s, Barcelona was the nerve centre of motorcycling in Spain and the sport of trials worldwide. Bultaco, Montesa and Ossa had their factories in the metropolitan area, and the city was abuzz with the comings and goings of riders, technicians, importers and journalists. This is how my friend Michel d’Awans, the renowned Belgian journalist, defined it in such important magazines as Moto Journal and Moto Revue in Europe. Michel explained that whenever he needed an article, he asked the editorial office for permission to travel to Barcelona for a few days. His base was the Hotel Colón in the heart of Las Ramblas, wherefrom he would arrange visits to the factories, photograph some prototypes and conduct an interview or two, always returning to Paris with a lot of material to publish and some ‘scoop’ to be printed at an international level. On one of these trips at the beginning of 1981, Michel decided to test the two official motorcycles, rivals par excellence: the Bultaco Sherpa 340 prototype, in the hands of Finland’s Yrjo Vesterinen, and the white Montesa Cota 349 of Manuel Soler. During 1981 both riders had exchanged factories, and ‘Vesty’s’ return to Bultaco was quite an event in the trials world. For the occasion, Michel convinced the two Team Managers, Bultaco’s Oriol Puig Bultó and Montesa’s Oriol Guixà, to meet Manuel and Vesty in Sant Feliu de Codines, the homeland of the Tres Dies dels Cingles. When I was looking through my Moto Journal collection, searching for some data, what opened my hands was an interesting article published in February 1981 in Moto Journal magazine. At that moment, I had the idea of trying to interview the two Team Managers 40 years later with the excuse of the article and review their professional career, which should reveal an infinity of curiosities. First, Oriol Puig Bulto. Words: Valentí Fontsere, John Hulme • Pictures: Oriol Puig Bulto Collection Bultaco, Eric Kitchen, Mike Rapley, Malcolm Carling

Summer 2022 • Classic Trial Magazine

Oriol Puig Bultó • Legend

Oriol defended the brand right from the early Bultaco days. Here pictured in the famous endurance race, the Montjuic 24 Hours.

Sharing some time with the big boss and Oriol’s uncle Don Paco Bultó after the Trial de Presidentes in 1974. Don Paco was a big influence in Oriol’s career.

After road racing it’s time for scrambling. Oriol riding at Shrubland Park, Ipswich, in July 1961 with the first motocross prototype.

ORIOL PUIG BULTO, A BULTACO GENTLEMAN

Barcelona has changed a lot; it is no longer the city it was in the early ’80s, but it still has that attraction it once had when it comes to the world of trials. All the Spanish brands are still around, and many of the protagonists of the time still live there; however, some have unfortunately left us. Having Oriol Puig Bultó ten minutes from my home is a luxury. Two afternoons with him, a good coffee, and the invaluable collaboration of his charming wife Marta to search through the archives made it a pleasure. Oriol is the living memory of Bultaco, and conversing with him is like entering the Bultaco of the great days. When we say that Oriol Puig Bultó can explain the entire history of Bultaco to us, we say it since he was there from its foundation to its closure. There is no one better than him to tell us everything trial lovers want to know about Bultaco! So much has been written about Bultaco, but, as you are about to read, there are always things to explain and discover.

INDUSTRIAL ENGINEERING

Oriol was studying industrial engineering in 1958 when his uncle, Don Paco Bultó, and a group of stalwarts left Montesa to create Bultaco. Oriol did not participate in the founding meeting on May 17th 1958, because he was busy with exams, but his father gave him a package of shares in the new company. The majority of shareholders also included members of the Bultó family: Pepe Bultó, a wellknown businessman and brother of Don Paco; the Marqués brothers, Luís, father of the well-known Bultaco, and Italjet technician Manuel; Juan Soler Bultó, father of Manuel Soler; Juan Chalamanch (future General Director); and José Narbón, future mayor of Sant Adrián del Besos, who provided the factory facilities. Classic Trial Magazine • Summer 2022

November 1962: Oriol rode in the famous Saint Cucufa trial, near Paris. It was the first Bultaco trials expedition abroad.

Legend • Oriol Puig Bultó

The aces rode well but also crashed!

INSIDE BULTACO

When you talk about Bultaco, you always talk about Paco Bultó. On this occasion, we will start with these questions: What was Don Paco like? What was unique about him? To me, Don Paco — my uncle and godfather — was a very special person. A person with a lot of charisma and with very clear basic ideas. Starting from his famous phrase, ‘Sales follow the checkered flag’ led to some technical questions answered in competition. Interestingly, years later, I met the two-stroke engine wizard Walter Kaaden at the FIM Technical Commission. His ideas fully coincided with those of Paco Bultó despite each having carried out their work independently; one more example of his intuition and technical worth. On the human side, I would say that he was mainly a great person, always rewarding fair play above any result, a good friend of his friends, and a true leader; his personality influenced many people.

Another shot of the Jaffrey Trial. Bambi is working in the Sherpa prototype whilst a young Ignacio Bultó is looking at the camera.

October 1964: Oriol was part of the Spanish expedition to participate in the Jaffrey Trial close to Grenoble in order to learn about trials. On the right is the famous Bultaco mechanic Francisco Varela, better know as Bambi.

What positions did you hold during your career at Bultaco? I started collaborating with Bultaco during my student days, working in the Technical Office. One of my first jobs was drawing connecting rods of all sizes and types. After obtaining my engineering degree, I started working as a Development Engineer, testing all sorts of solutions in competitions to decide whether to bring them to production. Later, I was responsible for the After-Sales Technical Service, managing the entire issue of warranties for export customers. My best period was as the Competition Director, with Estanis Soler as my right arm. It was a magnificent time when Bultaco was at the top of all disciplines. My dedication to trials was very important, and perhaps, for this reason, I am more closely associated with this discipline. In the final period after the reopening in 1981, and without my uncle Don Paco and Juan Soler Bultó, Chalamanch commissioned me to run the Commercial Department, but, at that time, we suffered more than we enjoyed. Summer 2022 • Classic Trial Magazine

Oriol Puig Bultó • Legend

Oriol riding the Jaffrey Trial under the attentive view of Don Paco on the left with the cap and Juan Soler Bultó, Manuel’s father, on the right with the cap and moustache. u The original report summarizing Oriol’s participation in the 1964 SSDT. From then on, the trials world would change forever…

We know that you were one of the culprits that got Bultaco started with Trials! In those years, I convinced my uncle to start with Motocross, and so we developed the Tralla 101 model with Pepe Sánchez, my teammate. After competing in some international races during 1962, mainly in France, we managed to save some money and decided to enter the Garmisch-Partenkirchen ISDT with the Sherpa S model. We both finished the race and won gold medals. Given the success, Don Paco agreed that he had to pay us our expenses — and I took the opportunity to convince him that they had to start production of off-road motorcycles. After returning from Garmisch in November, we decided with Juan Soler Bultó to try to compete in the Saint Cucufa trial held near Paris, which we had heard about through the magazines. We prepared our Sherpa S with slight tweaks to the development, including handlebar and foot-rest position. We met the Claudes, Coutard and Peugeot, who gave us a lot of advice and were pleasantly impressed by the engine when testing our machines. During 1963, the motorcycles evolved, and, in 1964, Don Paco sent us to the Scottish Six Days Trial with the Sherpa 200. I travelled from Barcelona with two motorcycles, mine and a second for Tom Ollerton, a rider for the British importer at that time, John Anelay. Luckily, on the opening day, I arrived late at Fort William because of electrical issues and had to retire, but thanks to the problem, I met Sammy Miller! After the Bultaco was repaired, I continued for the remaining five days, and, on the penultimate day, I met with Sammy, who was interested in our Spanish machine. He asked me if he could test it, and he was amazed at its dimensions, lightness, and extraordinary engine. Back home, I told my uncle everything. He contacted Miller directly; the rest is history.

Then came the famous 12 days of development of the Sherpa T Yes, but perhaps what many people do not know is that this work was already underway with Miller before he signed the Bultaco contract. After the tests and having the Sherpa T almost ready for competition, Sammy signed for Bultaco and took the bike to the UK. After winning his first trial with it, Sammy called Bultaco, a perfectionist among perfectionists, saying that the machine was going very well but lacked grip on muddy terrain. So Don Paco flew me to the UK with my luggage full of experimental parts, including cylinder heads, carburettors, pinions, crowns, manifolds, etc. When I arrived, Sammy had prepared an exhaustive comparative test with the other English two-stroke trials models of the time, including the Greeves and the DOT. There we developed what would eventually become a legendary motorcycle, the Bultaco Sherpa T.

January 1965: Oriol tackling section five of the famous San Antonio Trial… As always, Don Paco is supervising his riders.

Sammy Miller’s win on the Bultaco at the 1965 Scottish Six Days Trial was inspirational for the Spanish manufacturer; it also changed the face of motorcycle trials forever.

Classic Trial Magazine • Summer 2022

Legend • Oriol Puig Bultó

On one of the very first production Bultaco Sherpa T models, ridden in the 1965 Scottish Six Days Trial by Reg May.

In October 1964, there was also a Spanish expedition to Laffrey, near Grenoble. Correct. Unlike our participation in the Saint Cucufa Trial in France, which was a Bultaco initiative, so to speak, the expedition to Laffrey was organised by the RFME — Spanish Federation — and, I suppose, in collaboration with the FIM. At the Spanish level, the then President, Mr Luís Soriano, invited the different brands, so we all attended together. There, we learned something else — above all, a seed was planted at a managerial level as it looked further into what the organisation of a trial entailed. A few weeks later, what would become the first official motorcycle trial in Spain, the Tibidabo Trial, took place on the upper slopes of Barcelona. Usually, people talk about Bultaco. However, our interest was who was behind the brand’s success; the Bultaco Who’s Who! The work at Bultaco was a team effort. My uncle was always at the head of everything, but the truth is that the orders flowed naturally. Alberto Nomen was in charge of the Experimental Department, a great engineer who relied on Paco López at the Test Bench. When I was still racing, Juan Soler Bultó was the Director of Competition, a position that he transferred to me after I retired. At the mechanical level, the figure of

October 1967: Oriol doing some body-leaning in the famous Trial de Sant Llorenç that would turn into the Spanish World Championship round.

January 1966: Don Paco and his entourage during a break in a ride in Sant Antonio with Motor Cycle News reporter Bernal Osborne. It is easy to recognize Oriol, Ignacio Bultó, Juan Soler Bultó, and in the far right, Manuel Giró the owner of a well-known spirits company in the picture.

Francisco Valera, better known as ‘Bambi’, a person of total trust in my uncle, always stood out. Design was led by Lluís Carreras. Perhaps this is a good time to explain the birth of the Bultaco Kit Campeon. I had been talking to Juan Soler for a long time that we should make a narrower trials model to have greater freedom of movement. After much thought, we took the matter to Don Paco, who, after listening and looking at some photos in detail that we supplied, agreed to my request and gave one of his orders asking Carreras to design a prototype. The Bultaco Kit Campeon was born! When talking about trials and Bultaco, the British importer Comerfords and the name of Reg May, the technician who prepared the machines of the main riders, always appears. Was any development of the trial models carried out at Comerfords? Comerfords was one of the main importers of the time, and Reg May was a great technician with fantastic knowledge. No development was carried out officially, but the factory received opinions from various riders. In recent times after the reopening of Bultaco in 1981, Oriol was no longer at Bultaco. Instead, Comerfords had a more relevant role by having a direct contract with Finland’s Yrjo Vesterinen. Reg May gave free rein to his ideas, reflected in the last Vesterinen prototypes.

December 1967: Oriol rides the so-called Saint Cucufa section in the Christmas Trial.

Summer 2022 • Classic Trial Magazine

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THE LEVEN VALLEY TWO-DAY TRIAL 24th/25th SEPTEMBER – KINLOCHLEVEN ARGYLL KINLOCHLEVEN & DISTRICT MOTORCYCLE CLUB

2021 WINNER NEIL DAWSON with Martin Murphy and Steve Colley

IT’S ALL SYSTEMS GO FOR 2022 It’s good news from the enthusiastic Kinlochleven & District MCC who are delighted to announce that the 2022 Leven Valley Two-Day Trial on the on 24th and 25th September will have both Charles Coutard (FRA) and Yrjo Vesterinen (FIN) as the guests of honour. Please keep watching the club website for any updates and information on the 2022 event which will be continuing to be released during the following months. Events such as this require support from many people and organisations. For more information on the 2022 trial, or if you wish to become an observer or sponsor of the Leven Valley Two-Day Trial, please visit the website.

Photo credit: Toon Van De Vliet

2022 GUESTS OF HONOUR Charles Coutard (FRA) and Yrjo Vesterinen (FIN)

www.kinlochlevenmcc.co.uk

Oriol Puig Bultó • Legend

December 1969: Dropping into the mud on section 12 of the Christmas Trial near Barcelona as Oriol keeps a tight grip on the handlebars.

November 1970: Oriol going up the stream in the Viladrau Trial. Viladrau was the holiday village for the Permanyer family, the Montesa owners.

After seeing the Sherpa T being born and following its evolution, is there any development that you consider relevant, ground-breaking? The first Sherpa was indeed a ground-breaking motorcycle. The rest of the evolution of the Sherpa T was very gradual, a continuous evolution. In the trials world, it was believed that no sudden changes was the ideal path to pursue. As the person in charge of the Competition Department, it is assumed that you were involved in negotiating the contracts with the different riders. What memories do you have of this? The signing of Sammy Miller was carried out directly by my uncle, but the rest of the contracts I had to negotiate, especially with the trials riders. In the second season of the road-racing world championship, Juan Soler Bultó and Cesar Rojo also participated a lot. Each rider had his way of doing things. I remember that Vesterinen was very detailed, discussing each of the clauses and possible scenarios over and over again. The

November 1970: Competing in the European Championship round in Great Britain.

Classic Trial Magazine • Summer 2022

fantastic thing was that once the contract was signed, he gave his all to Bultaco; he was very responsible and loyal. The complete opposite was Martin Lampkin. You gave him the contract; he asked where it should be signed and always shook hands, no problem. In 1982 you went to Derbi, and curiously the prototype of the Derbi trial machines came out. What part did you have in it? Having just arrived at Derbi, my task was to design a new international network of distributors. I participated in the trial Derbi project, contributing my knowledge and giving some advice. The project was conducted in an independent department led by Marc Garreta. I kept in touch with Vesterinen, and it was rumoured that he would sign for Derbi, but Andreu Rabasa, Derbi’s boss, didn’t want to start big either but rather take advantage of my presence to test the trials market. Finally, the pilot was Marcelino Corchs, but it did not go beyond the prototype stage.

Testing the water at the European Championship round in Great Britain.

Legend • Oriol Puig Bultó

1974: The Bultaco Team ready for a training session. Left to right: Jaime Bordoy, Alfonso Soler, Miguel Blanc, Pedro Taulé, Oriol Puig Bultó, Cesar Rojo, Don Paco, Ramón Treserras, Estanis Soler, Ignacio Bultó, Manuel Soler, Javier Cucurella .

1974: Bultaco riders discussing the results after a training session in Sant Quirze safaja.

ORIOL IN BRIEF

May 1972: Oriol trying hard in the SSDT.

May 1976: Oriol and Martin Lampkin celebrating the SSDT win.

The best model: The 325 Bultaco Kit Campeon, known as the 126 model partly because I am a little responsible for its appearance! A model that you liked less: It is difficult since, as we have said before, Sherpa models follow a very gradual evolution. I remember some prototypes that were tested that never made it. A prototype with an exhaust made with a flexible tube as its front pipe comes to mind. I competed on it in the San Antonio Trial, but I spent all day worrying about its operation. The best moment: There were many but undoubtedly, one I remember the most is when, with Martin Lampkin, we won the first FIM World Trials Championship in 1975. Special Moments: One from Vesterinen. Usually, when I went to the events, I looked for a difficult area to be able to advise my riders after the previous ones had passed through. Vesterinen trusted my judgement 100% in the route that I told him. This was acknowledged by Vesty one year during the FIM Gala, whilst the English riders did not pay the slightest attention to me! A moment to forget: Surely the moment of Bultaco’s first closure. Coincidentally, I had just picked up the FIM trial and road racing world titles at the end of 1979. When I called my uncle, Don Paco, he told me that the factory was closed with the management inside and that it was better not to go to the factory; sadly, it was the beginning of the end. The best trials riders: The natural talents of Martin Lampkin and Bernie Schreiber, with Yrjo Vesterinen being the most thoughtful.

December 1977: Oriol on the left and Claude Peugeot on the right, riding a Sherpa, join Charles Coutard and Catherine for their wedding in Lyon, France.

Summer 2022 • Classic Trial Magazine

Oriol Puig Bultó • Legend

1979: The last Bultaco Sherpa brochure, the end of an era, totally monitored by Oriol.

Excluding Bultaco, a motorcycle you liked: One of the first Montesa Cota 247 models, then the second or third model, which had better styling than the first. Aesthetically it was very successful. Your favourite events: It would be easy to say the Scottish Six Days Trial, but for me, we have to talk about three events: the SSDT, the Sant Llorenç Trial (the Spanish World Cup event), and the Cingles Three-Day Trial. You could really enjoy yourself in any of them. The best technician: Alberto Nomen, an exceptional technician; a real expert when it came to materials. However, being a bit of an introvert and without a desire for prominence, he has not been given the credit he deserves. A rider you would have liked to have on the team: In Motocross, the answer is immediate, Belgium’s Joel Robert. In trials, it’s more difficult since I had the best riders. Other riders I liked were Gordon Farley and, since competing on a Bultaco, Mick Andrews, but he is identified as an Ossa rider. I liked Mick because of his riding, always fighting to be the very best; a brave and tough competitor.

The idea for this article came from this Moto Journal 1981 magazine.

Classic Trial Magazine • Summer 2022

Legend • Oriol Puig Bultó

Enjoying a very special time at the 2014 Bultaco reunion at the Highland Classic Two-Day Trial in Scotland. John Moffat: “It was a super occasion to meet so many of the once mighty Bultaco team and, in particular, Oriol Puig Bultó.”

ORIOL’S RIDERS

Yrjo Vesterinen: A persistent rider, very professional and 100% loyal to the brand. Bernie Schreiber: Outgoing, jovial, sincere and endowed with immense natural ability. Martin Lampkin: [Oriol laughs]. With the Lampkins, we had drunk so much beer that maybe my opinion is a bit biased [more laughter]. A selfconfident person with very clear ideas and very much a self-made man always focused on giving his best and winning. Sammy Miller: A great rider with a huge personality — and he believed it. A complete motorcyclist, capable of shining in all specialities. Manuel Soler: A rider with an innate ability to write results spoilt by his injuries. Toni Gorgot: Although I worked very little with him since those were the last years of Bultaco, I remember him as another rider with exceptional natural talent. Calm, always in a good mood, he had a great personality. Fernando Muñoz: He was a lovely character; he reached very high levels in both Motocross and trials; he was a person with many ups and downs but an exceptional talent. Charles Coutard: He made the most of the exceptional teacher he had in his father, starting his career at a very young age and reaching a very high level. A thoughtful person, perhaps too much sometimes, he lacked more self-confidence: a good person, a good friend and an excellent ambassador for trials. Malcolm Rathmell: A very skilled rider with great style. A fun rider with great humour. Despite problems during his later Bultaco days, the subsequent relationship has always been exceptional. Ettore Baldini: I did not spend much time with him, but he was very stylish, both on the motorcycle and in life. Ignacio Bultó: The frustrated road racing and motocross rider [more laughter]. His father made him compete in trials to win championships, but what he liked was going fast. He was an optimistic, creative person with special sensitivity to ride anything; he was very grateful. Dave Thorpe: Another great rider. He signed the contract and then just got on with winning on the Bultaco — a very fierce competitor. 64

John Hulme: “I would like to personally thank my good friend Valentí Fontsere for meeting with Oriol Puig Bulto to give the Classic Trial Magazine readers an insight into the life and times of Bultaco. Thank you.”

Summer 2022 • Classic Trial Magazine

TRIAL LUBRICATION JUST REACHED A WHOLE NEW STANDARD

One Moment • Mark Kemp

John Miles, Bob Miles, Steve Saunders, Rick Ferrier, Keith Turner, Mark Kemp and Dave Watson.

BVM MOTO STEVE SAUNDERS

You are the ACU Youth A-Class British Trials Champion, you leave school at 16-yearsold, and are looking for a job; the answer to the CV is in this opening text. All Steve Saunders wanted to do from a very young age was ride a trials motorcycle. However, his parents, Dennis and Pauline, encouraged the next move would be employment while he progressed from the youth classes. The in-thing in the late ’70s and early ’80s for youngsters looking for a job and future employment was the Youth Training Scheme (YTS) scheme. YTS was the name in the United Kingdom of an on-the-job training course for school leavers aged 16 and 17 and was managed by the Manpower Services Commission. Accredited organisations were required to provide at least 13 weeks per year of training away from the job and include life skills and social skills. A standardised form of certification was issued at the end of the training period. This would be the ideal opportunity for Steve Saunders to find employment while pursuing his exciting trials prospects. The opportunity opened the door into the world of Mark Kemp and the BVM Motorcycle shop. Words: John Miles, Steve Saunders, Yoomee Pictures: Alan Vines

1970: The one to beat; Mark won the Southern Experts Trial when he was only 20-years-old.

Summer 2022 • Classic Trial Magazine

Mark Kemp • One Moment

1974: Looking studious on the Montesa.

s we all know, in the case of Steve Saunders, he moved under the arm of Mark Kemp, the BVM owner. The rest, as they say, was history as he became a true motorcycle legend in the trials world; today, he is the official TTRS motorcycle importer into the UK. Finishing his trials shop career after many successful years, Mark moved away from the trials world, spending valuable time with his family by taking semi-retirement. Sadly, on Saturday 13th February 2022, Mark Julian Fitch Kemp (Baron von Mylius) passed at his home after a fight against cancer. This is the eulogy that his long-time friend John Miles read out at the funeral.

1981: a very young Steve Saunders got all the good jobs at BVM!

parents used to bring him to visit us so he could use our practice ground, and with Tony and Malcolm Davis only a mile-or-so away, he had plenty of scope to learn the skills he showed in later life.

FIRST TRIAL

Mark’s first trial was the Stroud Valley MC Minchinhampton Cup Novice Trial at Lypiatt Park in April 1967, two months before his 16th birthday; naughty boy — you had to be 16 before entering in those days. But, unfortunately, he was beaten by another local youngster destined for great things, albeit in a different genre of off-road motorcycling, one Andrew Roberton.

Leaving Harrow, Mark went to Oxford University, where he studied engineering, but as soon as he passed his driving test, he was close enough to home to get back for trials at the weekends. He soon became a force to be reckoned with around the area, always featuring near the top of the finishing order. Like any aspiring youngster, Mark wanted to test himself against the stars, so he started entering national and international trials. His most noticeable success was when he won the Cingles Three-Day Trial in Spain, but he also won a number of British national trials and was a regular points scorer in the ACU British Trials Championship; he won the Southern Experts Trial when he was only 20. In the late ’70s and

MARK JULIAN FITCH KEMP

Along with my brother Bob, Dennis Saunders and Tony Davis, I had probably known Mark longer than anybody else. We first met when he was about 14-years-old, and we used to go for trials practice with Dennis. Mark’s father was the Steward of Seven Springs House, a Gloucestershire Education Authority external learning facility, where Dennis worked. Mark’s parents had previously run a hotel in Hampshire. When Mark’s father, Ralph, passed away quite young, Mark’s mother, the wonderful ‘Flower’, took over the running of the centre. At this time, Mark was away at school at Harrow, so he was not always there when we were playing at trials on the grounds. However, when he was home, he was fascinated by the sport and convinced his parents to get him a motorcycle. Too young to compete in those days, he travelled to trials with Dennis, Bob and myself, his push bike wedged on the trailer. His Classic Trial Magazine • Summer 2022

1982: It’s new-van time with Steve, Mark and Geoff Gibbons.

One Moment • Mark Kemp early ’80s he was rarely beaten in the Western Centre. During his career, Mark received sponsorship from a number of manufacturers, starting with Montesa. Still, he also had short spells on Bultaco, Kawasaki, Armstrong and Fantic, with whom we had a close relationship, having sold their mopeds and also being given the first Fantic trials model to evaluate and introduce to the trials world.

UNIVERSITY

1982: Yrjo Vesterinen under the watchful eyes of Mark and Dennis Saunders.

1982: Mark Kemp, Steve Saunders and Yrjo Vesterinen outside the BVM trials shop.

When he left University at Oxford, he returned to Seven Springs, where he started a mail order business for trials spares. During this period, he often used to turn up at Bob’s or my place of work, and we would have lunch together. One such lunchtime, he asked me if I could get the next afternoon off as he was going to look at some premises in Stroud to start a motorcycle business, and he would like me to undertake the day-to-day running. When I heard the salary offered was £55 a week, it was a nobrainer; and so ‘BVM moto’ was born! I was unsure about the name, but he said let’s not be just another motorcycle shop but something that people will remember. BVM came from his title ‘Baron von Mylius’, and moto is the continental word for motorcycle, and it was all to be in lower-case letters. We started with Montesa trials machines and Fantic mopeds. Still, within a few months, we took on the agencies for some well-known makes, all the trials manufacturers and various road machines, including Moto-Guzzi, Ducati and Harley-Davidson, culminating in BMW, where we made it into the top-ten UK dealers on a number of occasions. By the mid-90s, we had outgrown the Slad Road shop and moved to bigger premises in London Road. All I have to say about BVM is that it was a great place to work, summed up by one of our BMW reps who said he knew it was a good place to work because the staff were always smiling! Thanks for the ride, Mark – John Miles

2011: At the hugely popular BVM test days.

Summer 2022 • Classic Trial Magazine

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Traditional • 1982 SSDT

BERNIE BREAKS THE MOULD 1982 SSDT

Interest in both the FIM World Trials Championship and the Scottish Six Days Trial was very high in 1982 and, on the tips of so many trials enthusiasts’ tongues, they were still the ‘Ones To Win’. It wasn’t just for the riders but also for the manufacturers who valued the publicity of claiming the wins so much for the bragging rights; they knew winning sold their machines. In the 1982 FIM World Championship, Belgium’s Eddy Lejeune on the four-stroke Honda RTL was on top, with two wins in Spain and Belgium and a second-place finish in Great Britain. Hot on his heels was the American Bernie Schreiber, who had made a move to SWM from Italjet. He opened his world championship account with two runner-up positions in the opening two rounds and a win in Great Britain in the March. They would be up against the old guard of Great Britain with Martin Lampkin (SWM) and Malcolm Rathmell (Montesa), both previous winners of the event and still very capable of winning. The 1981 Scottish Six Days winner, Gilles Burgat from France, had moved from SWM to the new, ever-growing Fantic team on the new 240 model, and you could not write out of the winning equation the first foreign winner in 1980, Finland’s Yrjo Vesterinen, on his Bultaco. As an outsider, could John Lampkin bring home the win on the new Anglo Italian CCM two-stroke machine? He had scored his first FIM World Championship points in Spain at a very wet opening world round back in February. The days of the Spanish reign from the manufacturers were over as the Italians made massive inroads into the trials market. With over 100 foreign riders entered in the event, would the winning mould from Europe be broken? We were about to find out. Words: John Hulme and Mike Rapley • Pictures: Eric Kitchen, Toon van de Vliet, Mauri/Fontsere Collection and the Giulio Mauri Copyright, Yoomee, Norman Eyre.

Summer 2022 • Classic Trial Magazine

1982 SSDT • Traditional

Toni Gorgot (Montesa-ESP)

Gilles Burgat (Fantic-FRA)

Eddy Lejeune (Honda-BEL)

Martin Lampkin (SWM-GBR

John Hulme (Gori-GBR)

John Hulme: “Never in my wildest dreams would I have believed that way back in 1982 I would be pulling together an article today on my last twin-shock ride in the Scottish Six Days Trial on my green Gori. What is strange is that for one of our other regular contributors, Mike Rapley, it would also be his last twin-shock ride in the Scottish Six Days Trial on a Bultaco. We would both return to the event to ride it. Mike in 1995 for his final time, and 2003 until 2006 for me when the dream of publishing Trial Magazine curtailed my riding career at very short notice. With Mike Rapley’s notes, when he was working for Trials and Motocross News, here are our memories from the SSDT of 1982.” Classic Trial Magazine • Summer 2022

WEST END CAR PARK

The paddock at the Scottish Six Days Trial is better known as the Parc Ferme, which can be found in the West End Car Park in Fort William, on the shores of Loch Linnhe. At 31 miles long and about 1.2 miles wide, the loch stretches past Fort William, fed from the north by Loch Eil, continuing as far as the Firth of Lorne to the south, and from the east by Loch Creran, opening up into the Firth of Lorne at its south-western point, the location is fitting for the start of the ‘Scottish’. Unfortunately, the traditional ‘Weigh-In Day’ was a frigid and wet affair as the heavens opened on the West End Car Park for the majority of the Sunday. The wretched weather put a real dampener on the day, keeping riders and spectators to a minimum. 71

Traditional • 1982 SSDT

The numbers of the machines entered below are as accurate as possible. With rider changes etc., we collated as best as we could achieve. In addition, we have excluded more obscure brands with small entry numbers, including some riders who didn’t name their machines in the official entry list.

BULTACO MACHINES ENTERED: 35

Comerfords still had a strong team in the car park to look after its supported riders headed by the knowledge of Reg May. The 1980 winner, albeit on a Montesa, Yrjo Vesterinen was leading the 1982 British Trials Championship. Having dominated the opening rounds, the ACU

On the Montesa Cota 349 of Toni Gorgot he had an experimental aluminium swinging arm and extensions fitted to the top of the front forks.

sanctioned his ride to allow him to compete. It was quite raw with some UK riders, but, as the ultimate professional, ‘Vesty’ let his riding do the talking. Bultaco was not the force that had once to be reckoned with anymore, but ‘Vesty’ would be supported by French rider Charles Coutard and a very young Steve Saunders.

Fantic were out in force.

Summer 2022 • Classic Trial Magazine

1982 SSDT • Traditional

CCM MACHINES ENTERED: 10

Yrjo Vesterinen was still experimenting with different rear shock absorbers and their positions on his 340 Bultaco.

Still finding their feet with the new range of two-stroke trials models, its number one rider, John Lampkin, would be trying all-out to make an impression on the leaderboard with the Hiro engined two-stroke models. Since going into production in mid-1980, the machine’s sales were beginning to grow, based on the success of the ‘Johnboy’ Lampkin both at home and abroad.

FANTIC MACHINES ENTERED: 60

Since arriving into the trials world in the late ‘70s with the red machines, they were becoming very popular among the growing sales to riders of all abilities with smaller capacity engines. At the SSDT, the rider support by the official UK importer, Roy Carey, had been noticed; many chose the Italian option based on his superb rider support and facilities. With the 1981 winner Gilles Burgat in the team, Fantic had a strong presence in the paddock as they looked towards their first win.

GORI MACHINES ENTERED: 8

Under the company CMI (Competition Motorcycles Italy), Jim and Dot Jones were also the Gori importers in the UK. They shared the service facilities with SWM as they both used the tried-and-tested Rotax engine and were basically a clone of the earlier SWM machines.

French rider Charles Coutard had made the move back to Bultaco.

HONDA MACHINES ENTERED: 1

As the leading manufacturers provided cover for their riders’ preparations, the lone factory Honda of Belgian Eddy Lejeune received the last-minute preparations at the side of his family’s van under a canopy!

ITALJET MACHINES ENTERED: 9

In April, Colin Appleyard Motorcycles announced it would be taking over the importers to the UK of the Italian Italjet machines. The main man would be Peter Cartwright, supported by the American rider Scott Head and Chris Myers.

MAJESTY YAMAHA MACHINES ENTERED: 9

John E Shirt had achieved fantastic results with his Majesty Yamaha converted machines, but the arrival of the Italians had started to affect sales. We all know now what was to come in the next few years from the efforts of ‘Shirty’ to keep Yamaha in Japan interested in the trials game. As well as providing a support service for the riders, he would also be filming the event to send to Yamaha in Japan.

MONTESA MACHINES ENTERED: 44 Of the once-mighty three motorcycle manufacturers from Spain, Montesa remained the strongest. Under the guidance of Jim Sandiford, they were still at full steam ahead. Jim’s experience in Scotland as both a rider and an importer was second to none, backed by his excellent support team, and the riders knew it. Classic Trial Magazine • Summer 2022

This is the Austrian rider Walter Luft’s special Bultaco.

He had Malcolm Rathmell on the Cota 350, who had become the first winner of the event for Montesa in 1979. He was fully focused on one thing: winning the SSDT again. The arrival of Toni Gorgot from Spain with a new modified Montesa Cota 350 was encouraging as the factory continued to develop new ideas.

OSSA MACHINES ENTERED: 17

Headed by Cliff Holden and his son Roger, the glory days of the winning years were long gone, but their experience and support were still welcomed by the riders loyal to the Spanish brand. However, despite the new ‘Gripper’ models, Ossa would soon be a distant manufacturer as the doors were beginning to close in.

SWM MACHINES ENTERED: 37

As the yellow machines from Italy grew in popularity, the manufacturer had a net importer in the UK with Jim and Dot Jones. Along with Fantic, they shot up the sales charts with its Rotax engined model range. Of all the manufacturers with Martin Lampkin and Bernie Schreiber as their riders, they had probably the best chance of winning. They also had a strong support package in the paddock with various vans and mechanics from their home in Italy. They also had the new prototype 350 Rotax engine ‘Jumbo’ on display, which Martin Lampkin had helped develop. 73

Traditional • 1982 SSDT John E Shirt, on the right, was supporting his riders – this is Sam Brownlee – whilst also filming the event for Yamaha. Son John R Shirt looks on.

Martin Lampkin rode his SWM fitted with the latest Rockshocks. He was the best British rider.

DAY ONE – BEST PERFORMANCE: EDDY LEJEUNE (HONDA-BEL) 11

Not surprisingly, the talk after day one was very much about the wretched wet weather and the super form shown by Eddy Lejeune. The first group of sections at Glen Nevis was cancelled as the rain hit. Riders swiftly moved on to the lower slopes of Ben Nevis to get the six days underway. With river levels rising, so were riders’ losing marks; they were held in the village hall at Kinlochleven due to snow on the higher ground. With the course being re-routed, the riders learned that the final group of sections at Callart Falls would be taken out and the entire entry going back over the Mamore Road to Ben Nevis for the final sections of the day. Struggling with his glasses constantly steaming up, it was in the latter part of the day where Lejeune came good as Martin Lampkin used all his experience to return home with a score of 24 marks lost. Bernie Schreiber remained in touch with the top spot despite a stop in the final section of the day on the rocks at Ben Nevis, which dropped him to third position. As Eddy Lejeune led the way, the rest of the top ten were covered by just ten marks.

1982 SSDT, DAY ONE

After a high-scoring opening day Malcolm Rathmell (Montesa-GBR) pulled himself back into contention with the best performance on day two.

RESULTS: 1: Eddy Lejeune (Honda-BEL) 11; 2: Martin Lampkin (SWM-GBR) 24; 3: Bernie Schreiber (SWM-USA) 26; 4: Frans Haff (Fantic-GER) 27; 5: Nigel Birkett (Fantic) 28; 6: Toni Gorgot (Montesa) 29; 7: Yrjo Vesterinen (Bultaco-FIN) 31; 8: Charles Coutard (Montesa-FRA) 31; 9: Scott Head (Italjet) 33; 10: Malcolm Rathmell (Montesa-GBR) 35.

Summer 2022 • Classic Trial Magazine

1982 SSDT • Traditional

It was not the best of weeks for Yrjo Vesterinen (Bultaco-FIN).

DAY TWO – BEST PERFORMANCE: MALCOLM RATHMELL (MONTESA-GBR) 9. John Lampkin (CCM-GBR) saved his best riding for later in the week.

You can never keep a good man down, and it was the previous winner, Malcolm Rathmell, recording the lowest score of the day in front of Yrjo Vesterinen, who was just one mark behind. As the rain continued, the riders went out on a loop to include the famous Laggan Locks, over as far as Achlain before returning to ride the sections at Muirshearlich with the final one in the middle of Fort William at Town Hall Brae. The cold and the driving rain made riding very unpleasant, but Eddy Lejeune managed to hold on to his lead, although it was now reduced to just eight marks in front of Bernie Schreiber. Ignoring the harsh weather conditions, Yrjo Vesterinen had moved into third place overall, as Nigel Birkett on the little 200 Fantic remained the best British rider in fourth position. Great Britain’s hot new rider, Steve Saunders (Bultaco), was competing in his first SSDT, but it nearly ended early, having had a crash with a fellow competitor, Brett Haley, in the two-way traffic system in Clunes Forest. He needed a small number of stitches in his hand to allow him to continue. The top two riders in the world were now raising the game in the search for the winner.

1982 SSDT, DAY TWO

Two top riders enjoying a week’s riding in Scotland: eventual winner Bernie Schreiber (SWM-USA) on the left with Danilio Galeazzi (SWM-ITA).

Classic Trial Magazine • Summer 2022

RESULTS: 1: Eddy Lejeune (Honda-BEL) 32; 2: Bernie Schreiber (SWM-USA) 40; 3: Yrjo Vesterinen (Bultaco-FIN) 41; 4: Nigel Birkett (Fantic) 42; 5: Toni Gorgot (Montesa) 43; 6: Martin Lampkin (SWM-GBR) 43; 7: Malcolm Rathmell (Montesa-GBR) 44; 8: Thierry Michaud (SWM-FRA) 50; 9: Danilio Galeazzi (SWMITA) 51; 10: John Lampkin (CCM-GBR) 52.

Traditional • 1982 SSDT

On the orange 250 Ossa: Mike Skinner was the top performer for the Spanish manufacturer.

Nigel Birkett on the 200 Fantic was the top British performer in the early part of the week.

DAY THREE – BEST PERFORMANCE: BERNIE SCHREIBER (SWM-USA) 17.

As the weather receded with less rain, the riders headed out over the Mamore Road and almost up to the snow line to ride the three sections at Sleubhaich. Unfortunately, the cold would once again be the order of the day as Martin Lampkin headed the entry on his early day on the SWM. The sole Honda four-stroke rider in the trial, Eddy Lejeune, still held the lead despite arriving at the lunch check at Inveroran Hotel two minutes late, but Schreiber was closing in. The tall American was in the close company of the Italian rider Danilio Galeazzi, also SWM mounted. They were pushing one another in the sections, which encouraged Schreiber. Trying desperately to stay in contention for the win, Spanish rider Toni Gorgot on the Montesa maintained the pressure on the top two with a daily score of 20 marks lost, which put him just six marks behind Schreiber. Also having a good day was the first-time rider from France, Thierry Michaud (SWM), whose low score of 21 for the day moved him up the order. John Lampkin on the CCM also had a better day, losing just 24, with the previous year’s winner Gilles Burgat parting with 25. However, for the 1981 winner, the week had been a disaster as he remained outside of the top ten riders.

1982 SSDT, DAY THREE RESULTS: 1: Eddy Lejeune (Honda-BEL) 51; 2: Bernie Schreiber (SWM-USA) 57; 3: Toni Gorgot (Montesa) 63; 4: Nigel Birkett (Fantic) 67; 5: Yrjo Vesterinen (Bultaco-FIN) 70; 6: Thierry Michaud (SWM-FRA) 71; 7: Malcolm Rathmell (Montesa-GBR) 73; 8: John Lampkin (CCM-GBR) 76; 9: Charles Coutard (Bultaco-FRA) 80; 10: Danilio Galeazzi (SWM-ITA) 80.

It looks cold and wet as Scott Head (Italjet-USA) rides Town Hall Brae.

Summer 2022 • Classic Trial Magazine

1982 SSDT • Traditional

Spanish rider Gabino Renales (Ossa) riding in his first SSDT.

Look at the deep river and snow as Pedro Olle (Beta-ESP) rides the Italian machine for the first time in the Scottish.

DAY FOUR – BEST PERFORMANCE: GILLES BURGAT (FANTIC-FRA) 7.

With a break in the horrendous weather earlier in the week, the sun shone through for the tarmac day, which takes riders around the stunning Moidart Peninsula. Schreiber and the sunshine always work well together, but Frenchman Gilles Burgat raised the game with a superb daily score of just seven marks lost to put him firmly into the top ten for the first time of the week. Schreiber lost just ten marks. For Eddy Lejeune, the day was a disaster as he lost double the marks of his American rival, and, for the first of the six days, he lost the overall lead of the trial. Riding well under the radar and putting a good solid ride together was Toni Gorgot. He had lost just 13 marks for the day and was now breathing down the neck of Lejeune as Schreiber held the advantage. Frenchman Michaud also excelled in the sun to part with just 15, as Nigel Birkett rounded off the top five, just one mark behind him. It was all still to play for, but the top three edged slightly away from the rest of the riders with a ten-mark advantage.

1982 SSDT, DAY FOUR

Looking confident and in control, Steve Saunders (Bultaco-GBR) feet-up at Achlain.

Classic Trial Magazine • Summer 2022

RESULTS: 1: Bernie Schreiber (SWM-USA) 67; 2: Eddy Lejeune (Honda-BEL) 73; 3: Toni Gorgot (Montesa) 76; 4: Thierry Michaud (SWM-FRA) 86; 5: Nigel Birkett (Fantic) 87; 6: Yrjo Vesterinen (Bultaco-FIN) 88; 7: Gilles Burgat (FanticFRA) 88; 8: John Lampkin (CCM-GBR) 92; 9: Malcolm Rathmell (MontesaGBR) 96; 10: Charles Coutard (Bultaco-FRA) 102.

Traditional • 1982 SSDT

Beta and Pedro Olle were in the early days of developing the trials models, but interest in the Italian machine was high.

Chris Clarke (Fantic-GBR) holds the line; the red machines were everywhere.

DAY FIVE – BEST PERFORMANCE: MARTIN LAMPKIN (SWM-GBR) 11.

As the sunshine again greeted riders on the West End Car Park, the organisers announced that time penalties would be reinstated from Monday and Tuesday. The biggest loser was Toni Gorgot, as he had 12 marks added to his score, pushing him further away from the battle for the win between Eddy Lejeune and Bernie Schreiber. Despite the sunshine, a cold day greeted the first riders at Callart Falls, with ice found in the river sections. Nevertheless, consistent riding from Lejeune, especially in the early part of the day, had allowed him to take the advantage back off Schreiber and with it the lead of the trial after five days. A three-time winner from 1976–1978 on Bultaco, Martin Lampkin was on fire all day, losing just 11 marks to make the best performance for the day, showing he had lost none of his skills in Scotland. With Toni Gorgot, Thierry Michaud, John Lampkin, and Gilles Burgat all very close on marks, the fight for the final step on the podium would go all the way to the wire. The daily scores of 12 marks lost for Lejeune against the 23 from Schreiber told its own story; would we have a four-stroke winner for the first time since Alan Lampkin on the BSA in 1966?

1982 SSDT, DAY FIVE

Fantic development rider Jaime Subira (ESP) rode the event with the new prototype larger capacity 249.4cc engine in his Italian machine.

RESULTS: 1: Eddy Lejeune (Honda-BEL) 85; 2: Bernie Schreiber (SWM-USA) 90; 3: Toni Gorgot (Montesa) 105; 4: Thierry Michaud (SWM-FRA) 105; 5: John Lampkin (CCM-GBR) 107; 6: Gilles Burgat (Fantic-FRA) 109; 7: Martin Lampkin (SWM-GBR) 113; 8: Yrjo Vesterinen (Bultaco-FIN) 117; 9: Danilio Galeazzi (SWM-ITA) 118; 10: Nigel Birkett (Fantic) 122.

Summer 2022 • Classic Trial Magazine

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Traditional • 1982 SSDT

1982 would be Mike Rapley’s last twin-shock ride in the SSDT on Bultaco as a member of the Trials and Motocross New staff.

Xavier Miquel (Fantic-ESP) was the first rider to enter an FIM World Trials Championship round on a Fantic.

1982 SSDT, DAY SIX

DAY SIX – BEST PERFORMANCE: BERNIE SCHREIBER (SWM-USA) 15.

Knowing that it would be Eddy Lejeune’s turn to ride at the front of the entry, it would be a substantial physiological advantage for the American Bernie, riding at the rear, searching for his first Scottish Six Days Trial victory. But, unfortunately, for Lejeune, the day was a complete disaster, as he slipped to finish third after the six days of riding behind an elated Toni Gorgot. Although the day was blessed again with good weather, the sun did not shine on the factory Honda rider. He lost a colossal 38 marks, including three for late finishing, which pushed him down into third place. Gorgot had a very steady day but for the UK Montesa importer Jim Sandiford this second place was just reward for a hard-working week from the Spanish rider. As Martin Lampkin came home fourth as the highest-placed English rider, the week was also a disaster for the previous year’s winner Gilles Burgat on the Fantic, who finished fifth. As Malcolm Rathmell finished sixth and John Lampkin seventh, the foreign riders again stole the glory at this year’s ‘Scottish’. Bernie Schreiber took full advantage to enjoy a superb final day’s ride with the best day’s performance in the close company of his good friend and fellow SWM rider Danilio Galeazzi to secure a treasured first win in the greatest of all trials. Bernie Schreiber had broken the mould; the Scottish Six Days Trial had an American winner.

RESULTS: 1: Bernie Schreiber (SWM-USA) 105; 2: Toni Gorgot (Montesa-ESP) 123; 3: Eddy Lejeune (Honda-BEL) 126; 4: Martin Lampkin (SWM-GBR) 131; 5: Gilles Burgat (Fantic-FRA) 135; 6: Malcolm Rathmell (Montesa-GBR) 138; 7: John Lampkin (CCM-GBR) 139; 8: Danilio Galeazzi (SWM-ITA) 142; 9: Yrjo Vesterinen (Bultaco-FIN) 144; 10: Thierry Michaud (SWM-FRA) 147; 11: Nigel Birkett (Fantic-GBR) 169; 12: Charles Coutard (Bultaco-FRA) 174; 13: Adrian Prato (Fantic-FRA) 178; 14: Mike Skinner (Ossa-GBR) 205; 15: Peter Cartwright (Italjet-GBR) 210; 16: Chris Sutton (Ossa-GBR) 211; 17: Frans Haff (Fantic-GER) 213; 18: Scott Head (Italjet-USA) 214; 19: Gabino Renales (Ossa-ESP) 223; 20: Steve Saunders (Bultaco-GBR) 232; 21: Pedro Olle (Beta-ESP) 233; 22: Steve Robson (Fantic-GBR) 236; 23: Jaime Subira (Fantic-ESP) 240; 24: Chris Griffin (Fantic-GBR) 243; 25: Chris Clarke (Fantic-GBR) 247; 26: Tony Calvert (GoriGBR) 252; 27: Xavier Miquel (Fantic-ESP) 255; 28: Dave Thorpe (Bultaco-GBR) 258; 29: Harold Crawford (Montesa-GBR) 266; 30: Benny Geebelen (FanticSWE) 269; 31: Curt Comer (Montesa-USA) 271; 32: Glen Scholey (BultacoGBR) 272; 33: Mark Holland (Fantic-GBR) 283; 34: Steve Monk (Majesty Yamaha-GBR) 286; 35: Chris Milner (Fantic-GBR) 287; 36: Alan Lampkin (SWM-GBR) 290; 37: Steve Moore (SWM-GBR) 290; 38: Ian Weatherhill (GoriGBR) 296; 39: Alberto Juventany (Ossa-ESP) 297; 40: Nick Jefferies (CCMGBR) 300; 41: Walter Luft (Bultaco-AUS) 302; 42: Joe Buckworth (SWM-GBR) 303; 43: Christian Jacquot (SWM-FRA) 305; 44: Felix Krahnstover (MontesaGER) 313; 45: Oscar Moroni (Fantic-ITA) 314; 46: Chris Myers (Italjet-GBR) 315; 47; Ady Morrison (Fantic-GBR) 318; 48: Helmut Stanik (Montesa-GER) 319; 49: Geoff Chandler (Ossa-GBR) 321; 50: Peter Van Enckevortt (Ossa-HOL) 323.

TOP 50 MACHINES

FANTIC: 15; SWM: 9; Bultaco: 6; Montesa: 6; Ossa: 5; Italjet: 3; CCM: 2; Gori: 2; Honda: 1; Majesty Yamaha: 1.

CLASS AWARDS BEST PERFORMANCE UP TO 150CC: Derrick Edmondson (Majesty) BEST PERFORMANCE 151–200CC: Nigel Birkett (Fantic-GBR) BEST PERFORMANCE 210–250CC: Gilles Burgat (Fantic-GBR) BEST PERFORMANCE 251–350CC: Bernie Schreiber (SWM-USA)

SPECIAL AWARDS It was a disappointing week for Ossa factory supported rider Alberto Juventany (ESP)

MANUFACTURER’S TEAM: SWM BEST AGENT’S RIDER: Steve Robson (Fantic-GBR) BEST NEWCOMER: Thierry Michaud (SWM-FRA) SECOND BEST NEWCOMER: Scott Head (Italjet-USA)

Summer 2022 • Classic Trial Magazine

Traditional • 1982 SSDT

1982 SSDT

ROAD & TRIALS

My contacts from the office of Classic Trial Magazine allow me to deliver so many pictures at events from around the globe that would otherwise never see the light of day or even go into print. So many photographers have embraced the opportunity to continue seeing their work in print in my magazines, and for that, I am eternally grateful. What’s sad is that many have passed away and never seen their work to continue to dress these pages in high-quality gloss print. We touched before with the sudden passing of my old Italian friend Giulio Mauri in June 2012 while competing in a classic trial. As President of the FMI (Italian Motorcycle Federation), Trial Commission and a CTR Bureau Member, he travelled the world enjoying his favourite motorcycle sport, trials riding. Valenti Fontsere is the custodian of his archive of pictures, which are seen here with his family’s blessing. Along with my other pool of photographers, a phone call or an email always delivers the goods. On so many occasions, Valenti can provide a story on Giulio remembered from his many travels and his work with Italian motorcycle manufacturers; this one brought a smile to my face as I am sure it will with you, the readers. Words: Yoomee • Pictures: Mauri/Fontsere Collection and the Giulio Mauri Copyright

Daughter Pamela looks on at her crazy parents

Summer 2022 • Classic Trial Magazine

1982 SSDT • Traditional

More snow as waiting in Scotland

It was quite chilly on the trip.

Once again, this latest exploit of Giulio and his wife Renata would include the Scottish Six Days Trial one year on from when he rode to the event on the SWM trail/ street model SWM 315 GTS scrambler. By 1982 the Italian SWM model range was expanding at a tremendous rate of knots, and the manufacturer contacted their good friends to see if they wanted to ride the new two-stroke 124RZ road model again to the SSDT.

Giulio wants a go on the SWM trials machine

ROAD

The process in 1982 would follow the same format as in 1981 with a long-term test on the SWM 124RZ for the MOTOCROSS Magazine and for the manufacturer to find out more about their new model. This time, along with support from SWM and Brema clothing, Alpinestars would provide a support vehicle that would carry their daughter Pamela to take pictures en route from Italy to Scotland.

TRIALS

French rider Thierry Michaud wants a go on the SWM

Classic Trial Magazine • Summer 2022

They would run into snow on the ride from Italy, but little did they know that more was waiting in Scotland. So despite the rain and snow, Giulio and Renata would head out on the SWM to visit various sections during the six days as they embraced their love of motorcycle trials. So again, we are indebted to Valenti Fontsere for bringing this trip back to life some 40 years later. Thank you.

The SWM RZ rests at Pipeline

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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 NEW: Classic Trial Magazine Beanie 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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Summer 2022 • Classic Trial Magazine

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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.

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Vintage Vines • 1972

ACU INTER-CENTRE

TEAM TRIAL

The one to win – with pride at stake and riding for your centre, I competed on many occasions representing the Cheshire Centre. I felt it an absolute honour to be part of the team. The trip to this event in 1972, held at New House Farm, Burrington near Ludlow in Shropshire and organised by the Midland Centre, was the chance to see all the top riders from the various centres around the United Kingdom in action. Interestingly, at 11 years old with my father Ron as a spectator, I was unaware at the time that John Moffat (a man who would become such a good friend) also attended with his father, Thomas Arnott Moffat, who was the Scottish ACU team manager. As they say, it is a small world, even back then. The teams’ choice was compiled of either the top five riders in the relevant centre championships or, in other cases, the best riders from the ACU British Trials Championship. Having first started in 1932 when the northerners were the winners, the team event hit an all-time high in 1972 with a record 21 centres entering, including, for the first time, invited riders from the Scottish ACU, hence John Moffatt and his father attending with a team from the AMCA who were also first-timers. Of the 22 centres under the authority of the ACU, the only one that had not sent a team was South Wales. Of the five riders from each centre, only the top four scores would be used to find the winning team. Words: Yoomee and John Moffat • Pictures: Malcolm Carling, Alan Vines, Yoomee Archive A fine Spring day welcomed the 105 riders on Sunday the 16th April to the venue found on the edge of the Mortimer Forest, where the organising centre had plotted out a well spreadout course consisting of 35 observed sections on a five-mile lap to be ridden twice. Fortunately for the Clerk of the Course, Mike Winwood and his team, the hills and rivers were relatively dry, and with the sun coming out on the day, the gentle breeze kept everyone dry. The Midland Centre

had made a bold move by putting the event on private ground for the first time instead of a roadbased competition. The terrain was ideal for trials, as I would find out when I competed in an early ACU Schoolboy British Championship round a few years later in 1977. The landowner, Stan Thomas, was very generous with his land. It contained a wide variety of ideal trials terrain, including exposed hills and valleys with rivers and muddy banks to test the riders. In a nice

touch, found on many occasions in the trials world, Stan Thomas’ family provided refreshments at the start, all homemade, of course.

THE ONES TO WATCH

I still have the programme from the event, and it includes a tick against the riders we were to look out for as the ones to watch. Many spectators had turned out to see the great Sammy Miller in action as he retired from the British Championship

Summer 2022 • Classic Trial Magazine

1972 • Vintage Vines Martin Lampkin (Bultaco) Yorkshire: The strong power of the 326.2cc Bultaco suited the youngest of the three Lampkin brothers. He had given the machine its first UK win at the second round of the ACU British Trials Championship, the Cotswolds Cup in March.

Malcolm Rathmell (Bultaco) Yorkshire: Back on the 250 Bultaco. Rathmell had tried the 325 model but after a poor performance in the European Championship he reverted to the lower-capacity Spanish machine for this event.

events. His name was still in the news, though it was rumoured that he had turned down an offer from Yamaha to develop a 360cc model as the motorcycle trials manufacturers looked towards producing the larger engine-capacity machines. Miller had re-signed for Bultaco for a three-year term and arrived at the event with a prototype 325 engine housed in his Hi-Boy frame. Martin Lampkin would also be using the 325 engine; the actual capacity was 326.2cc in his Bultaco. His elder brother Alan and fellow Bultaco team rider Malcolm Rathmell stayed with the 250cc engine. These three riders would travel to the event in the recently acquired new Comerfords Bultaco Ford Transit van; as they would say now, it was ‘Full Factory’ all the way. The new Ossa MAR replicas had arrived earlier in the year and proved a very popular choice with a good spread of the Spanish machines in the entry. The man behind the machine’s development, Mick Andrews (hence the MAR model name), was riding his new Spanish-registered machine — the one he would compete on in the Scottish Six Days Trial a few weeks later. The once-mighty trials machines from Great Britain were in steep decline in the trials world, and only a handful would be entered. However, John Luckett was riding the recently introduced 170cc Minarelli engine Cotton Cavalier model and with it came the good news that the British motorcycle manufacturer had won an order to supply £15,000 worth of the new trials machines to the growing USA market. Also attracted to this new overseas business was Tim Wassel, who showed his new Sachs engined machine at the start area. Still, the Spanish Armada of Bultaco, Montesa and Ossa dominated the entry.

Alan Lampkin (Bultaco) Yorkshire: Sid, as he is better known, along with Rathmell remained with the less-powerful 250 Bultaco. Rathmell and the two Lampkin brothers were part of the Bultaco UK Shell sponsored team.

Classic Trial Magazine • Summer 2022

Rob Shepherd (Montesa) Yorkshire: A win at the Kickham National Trial in late March had secured the young Yorkshire farmer his place in the team. He had scored his first National Trial win at the Peak Trial in November 1971.

Bill Wilkinson (Ossa) Yorkshire: Still sporting a Greeves riding top, the elder of the two brothers from Kettlewell did not have the best of days.

Vintage Vines • 1972 Sammy Miller (Bultaco) Southern: This close-up shot shows the distinctive cylinder head and barrel on the new 325 Bultaco that Miller had ridden to a winning debut at the Don Mountstevens Trial in late February.

Sammy Miller (Bultaco) Southern: Showing his usual will to win, you can clearly see the Hi-Boy frame on the Bultaco with the bottom frame rails replaced by an aluminium sump guard.

Sammy Miller (Southern) and Tony Sharpe (Northern) share their thoughts on the proposed line at a section.

STRENGTH IN DEPTH

Under the watchful eyes of the ex-BSA works rider Tom Ellis, the Team Manager, the Yorkshire riders were defending the title and were undoubtedly the ones to beat. The strength and depth of the team were shown in the final results as, despite none of its five riders recording the best performance, they had three riders in the top ten. Malcolm Rathmell (Bultaco) led Yorkshire home with the third-best performance, followed by Martin Lampkin (Bultaco) and newcomer to the team Rob Shepherd (Montesa), with Alan Lampkin (Bultaco) the final points scorer. Bill Wilkinson (Ossa) did not have the best of days, and his final result did not count. Sammy Miller had a point to prove. He was still a very top-class rider but limited his national outings after many years of winning. However, he still loved the challenge of motorcycle trials and would use this event as a benchmark where his abilities could still take him. He was in the early stages of the development of the new 325 Bultaco, and this was an opportunity to see how it performed against the other manufacturers. As it happened, such was the severity of some of the more challenging hazards that he had the opportunity to show his superior throttle control. As a watching spectator, it was still a pleasure to witness such a great rider in action. As his second-best individual performance as a member of the Southern Team told its own story, he was still a master of his chosen motorcycle sport! Paul Dunkley (Bultaco) Southern: Standing tall on the 250 Bultaco, this top ten finish in the event was well deserved, and supported Sammy Miller as the team finished second.

Geoff Chandler (Bultaco) Southern: This fantastic rider, who would only get better – just look at the superb riding style as he goes for a clean on this muddy hazard.

Summer 2022 • Classic Trial Magazine

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Vintage Vines • 1972

Mick Andrews (Ossa) East Midland: As always, the true professional trials rider Mick looks very confident and quite rightly so; he had won four of the opening five rounds of the European Championship on the new Ossa. This the Spanish registered machine he would win the Scottish Six Days Trial on a few weeks later.

BACK UP

Providing backup to Sammy Miller in the Southern Team was his shop manager Paul Dunkley (Bultaco), who claimed fourth place overall, beating Martin Lampkin by a single mark, which was an excellent result considering the high standard of riders. Unfortunately, Geoff Chandler (Bultaco) did not have the best of days, finishing on 66, but his final score and the one of Chris Legg (Montesa) on 70 marks lost was enough to bring home the runners-up trophy. Having taken the event’s lead on the first lap by losing just 13 marks was Mick Andrews (Ossa), followed by Sammy Miller on 20 and Martin Lampkin on 21. Miller was the best rider on the second lap, losing just 11 marks, but Andrews remained calm to part with 17 and led the East Midlands Team home in third position. Chris Milner (Montesa) East Midland: A man of many machines, he is seen here on the Montesa but he would soon purchase a brand new Bultaco to further his trials career.

The second-best performer in the East Midlands Team was Bruce Melville (Bultaco) on 66 marks lost and then Chris Milner (Montesa) on 68, and Ted Breffitt (Ossa) on 71. The fight for the final podium position had been quite a close one as Gordon Farley (Montesa) led the South Eastern Team to fourth overall and Rob Edwards (Montesa) the East Yorkshire Team to round off the top five. The event had proved a huge success, and the Midland Centre had proved that private ground for the team event worked well. The severity of the sections was perfect, and none were altered for the second lap; such was the experience of the Clerk of the Course. The Midland Centre Team, managed by Ross Winwood, came home in sixth position, headed by the sometime Speedway rider Steve Wilson (Ossa). Ted Breffitt (Ossa) East Midlands: Very much an Ossa rider, Ted had recently taken delivery of one of the new Ossa MAR models that came into the UK in early 1972.

Summer 2022 • Classic Trial Magazine

1972 • Vintage Vines Gordon Farley (Montesa) South Eastern: His earlyseason form had been affected by a badly sprained ankle and then a cut hand from a crash in practice, but just one week earlier he had bounced back by winning the Lomax National Trial in North Wales; as they say, you can never keep a good man down.

Rob Edwards (Montesa) East Yorkshire: After a poor first lap he used his experience to rescue the day with a much better ride to put in a top-ten performance to lead the team home. Brian Hutchinson (Bultaco) East Yorkshire: Better known for his rides on ‘Micro’ machines he rode the event on a 250 Bultaco after moving from the Sprite Team.

Steve Wilson (Ossa) Midland: A man of many talents, earlier in the week on the run-up to the Inter Centre Team Trial he had crashed heavily at a Bradford Speedway meeting but he bounced back with the best performance for his Midland Centre Team on the Mick Bowers sponsored Ossa. Ian Haydon (Montesa) South Western: It is most definitely a five as the Montesa slides away right under the nose of the observer.

Classic Trial Magazine • Summer 2022

John Luckett (Cotton) South Western: Staying loyal to one of the last British trials motorcycle manufacturers, John is on the latest offering from Cotton, the Cavalier model.

Vintage Vines • 1972

Tony Davis (Bultaco) Western: With brother Malcolm missing on motocross duty, Tony, as immaculate as ever, turned in a very creditable top ten finish.

John Moffat – Trials Guru: “I cannot believe it is 50 years since I attended the ACU Inter-Centre Team Trial at Burrington, Ludlow, in the April of 1972. I was 14 years old and mad-keen on motorcycle trials. However, youth trials had not been adopted in Scotland at that time, so I was either a spectator or an observer at events until I reached 16 years old, when I could apply for a competition licence to compete. “1972 was the first year the Scottish ACU was permitted to field a team as a national club of the ACU. I remember well travelling south with my parents from our home in Bathgate, West Lothian, to watch my boyhood heroes of the sport, many of whom I became good friends with in later life. Of course, the best of trials Lawrence Telling (Montesa) Wessex: ‘Sparky’ as he was better known guides the Montesa to another clean ride on one of the more difficult hazards.

riders represented their ACU centre, which included Sammy Miller, Malcolm Rathmell, the Lampkins Alan and Martin, Mick Andrews and Rob Edwards; it was a veritable who’s who of British and European trials riders of the period. In fact, we walked around part of the course in company with Rob’s father, Bob Edwards, a very pleasant and interesting gentleman. “The Scottish team consisted of Jimmy Morton, the well-known Bultaco dealer from Sorn in Ayrshire, Stan Young (Edinburgh), Dougie Watson (Airdrie) and the Scots-born Bill Emmerson, who at that time promoted ‘Macrae Kippers’ from Stonehaven as his family had connections with the firm. He was dishing out stickers and packs of kipper fillets around the car park that weekend. “I had never seen a team event before, but watching the best trials riders in the world compete for their centre was something completely different from what I had previously experienced.” Dennis Saunders (Bultaco) Western: Taking a needed ‘dab’ Dennis is the father of Steve Saunders.

Summer 2022 • Classic Trial Magazine

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Vintage Vines • 1972

Clive Smith (Ossa) North West: One of four trials riding brothers, Clive was another rising talent spotted by Jim Sandiford who was his sponsor through his motorcycle shop for many years.

Eric Adcock (Bultaco) North West: Loyal to DOT motorcycles for all his career, with no machine available from the Manchester based manufacturer he rode a Bultaco on loan from Jim Sandiford.

It was not all doom and gloom for the British motorcycle manufacturers. Tim Wassel had planned to produce 100 BSA Bantam Wassel trials models. As the engine supplies dried up Ross Winwood, seen here joined him to start work on a Sachs engine model. This is the end product on show at the Inter Centre Team Trial.

Jim Sandiford (Bultaco) North West: Another rider who was always immaculately turned out, wearing his Shell Oils overalls, Jim was a part of the Bultaco UK team supported by Comerfords.

INTER-CENTRE TEAM TRIAL 1972

RESULTS: 1: Yorkshire 193, Malcolm Rathmell (Bultaco), Martin Lampkin (Bultaco), Rob Shepherd (Montesa), Alan Lampkin (Bultaco), Bill Wilkinson (Ossa); 2: Southern 205, Sammy Miller (Bultaco), Paul Dunkley (Bultaco), Geoff Chandler (Bultaco), Chris Legg (Montesa), Bill Gunner (Bultaco); 3: East Midland 228, Mick Andrews (Ossa), Bruce Melville (Bultaco), Chris Milner (Montesa), Ted Breffitt (Ossa), Howard Doncaster (Montesa); 4: South Eastern 234, Gordon Farley (Montesa), Alan Ketley (Bultaco), Derek Adsett (Ossa), Ken Brooker (Bultaco), Richard Whitebread (Bultaco); 5: East Yorkshire 245, Rob Edwards (Montesa), Jack Galloway (Montesa), John Pattison (Bultaco), Brian Hutchinson (Bultaco), Malcolm Dennis (Montesa); 6: Midland 270, Steve Wilson (Ossa), Karl Rowbotham (Bultaco), Arthur Browning (Bultaco), Scott Ellis (Bultaco), Mick Bowers (Ossa); 7: South Western 311, Ian Haydon (Montesa,) Brian Higgins (Bultaco), Colin Dommett (Bultaco,) Mick Sexton (Ossa), John Luckett (Cotton); 8: Wessex 353, Lawrence Telling (Montesa), Peter Valentine (Bultaco), Neil Collin (Bultaco), Chris Watts (Bultaco), Brian Shuttleworth (Bultaco); 9: Western 382, Tony Davis (Bultaco), Jon Bliss (Saracen), Bill Andrews (Bultaco), Dennis Saunders (Bultaco), Mark Kemp (Ossa); 10: North West 397, Jim Sandiford (Bultaco), Phil Clarkson (Bultaco), Brian Lancaster (Bultaco), Clive Smith (Ossa), Erik Adcock (Bultaco). Working to control the noise level from the trials machines the ACU had a noise meter operator in action, something we would see much more of as the year progressed.

INDIVIDUAL RESULTS: 1: Mick Andrews (Ossa) 27; 2: Sammy Miller (Bultaco) 31; 3: Malcolm Rathmell (Bultaco) 36; 4: Paul Dunkley (Bultaco) 38; 5: Martin Lampkin (Bultaco) 39; 6: Gordon Farley (Montesa) 40; 7: Steve Wilson (Ossa) 40; 8: Rob Edwards (Montesa) 46; 9: Rob Shepherd (Montesa) 56; 10: Tony Davis (Bultaco) 57.

Summer 2022 • Classic Trial Magazine

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

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

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

TRIALS UK Tel: 01132 81 82 42 Email: sales@trialsuk.co.uk Web: www.trialsuk.co.uk Location: LS18 5NX

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

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

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

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

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

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

Classic Trial Magazine • Summer 2022

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

/trialsguruworld

Get there whatever the weather!

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

Classic Trial Magazine Issue 41 Summer 2022

Articles inside

VINTAGE VINES

DEVELOPMENT

COMPARISON