Classic Trial Magazine Issue 42 Autumn 2022 by Trials Media

MOTORCYCLE • SIDECAR • CLASSIC • COMPETITION • FEATURES

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42 MAGIC MOMENT

STEVE SAUNDERS

MEETING

GEORGE MECATECNO GREENLAND Autumn 2022

ISSUE 42 • UK: £6.99

EX-WORKS

MEETING

EX-WORKS

1982

Classic Trial Magazine • Welcome

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Advertising Manager Lisa Reeves lisa@trialmag.com Editorial Staff Matthew Heppleston, Heath Brindley, Justyn Norek Snr, Justyn Norek Jnr, Nick Shield and John Moffat. Photographers Barry Robinson, Malcolm Carling, John Shirt Snr, Colin Bullock, Cyrille Barthe, Eric Kitchen, Alan Vines, Toon van de Vliet, Mauri/Fontsere Collection and the Giulio Mauri Copyright, The Nick Nicholls Collection at Mortons Archive, Don Morley, Motorcycle News and Brian Holder. Proof reading Jane Hulme and Davina Brooks Design and Production Dean Cook The Magazine Production Company www.magazineproduction.com Printing: Buxtons Press © 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: 1985 ACU British Trials Champion Steve Saunders (Honda). Credit: Alan Vines Yoomee Archive Summary Picture: 1986 Jack Wood Trial. Credit: Eric Kitchen

Autumn 2022 • Classic Trial Magazine

Welcome • Classic Trial Magazine

WELCOME

FEATURES

MAGIC MOMENT

MEETING

EX-WORKS

INTERNATIONAL

Steve Saunders – Honda George Greenland at 90 Mecatecno

1982 FIM World Championship – Part 1

Classic Trial Magazine • Autumn 2022

CELEBRATION

WHAT’S NEW

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Highland Two Day 1972 Ossa

1972 European Championship

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News • The world of Classic Trials

LEVEN VALLEY TWO-DAY TRIAL

VILLIERS SERVICES One of Classic Trial Magazine’s regular advertisers, Villiers Services, run by the super enthusiastic Steve Golling, is the man to contact for all your enquires about the popular two-stroke spares. In addition, Villiers has a vast inventory of other motorcycle trials-related consumables in stock to keep your machine in fine tune, supported by an excellent mail order service. As a regular competitor, Steve is also a mine of information on Villiers engines and can answer the majority of questions on parts and availability. All the contact details can be found in the magazine in the Villiers Services advert on page 37.

COSTA BRAVA TWO-DAY TRIAL When you read this, the 2022 Kinlochleven & District Motor Cycle Club’s Leven Valley Two-Day Trial will be upon us. With a full house of entries and a reserve list, if you cannot compete, please let the club know as soon as possible. Also, an event of this size always needs observers, so if you can offer your services, please get in touch with the club. If you are spectating, please remember that you are guests on the ground and treat it accordingly, and take home all your litter etc. Can we also remind everyone that illegal riding is still happening in this sensitive environment; it must stop to preserve the future of motorcycle trials in this area. For all event information: www.kinlochlevenmcc.co.uk.

SORRA CLOTHING

The last time we spoke to the organising team at this year’s 2022 Costa Brava Two-Day Trial, they were still juggling the substantial demand for entries. Joan Comas: “Once again, I cannot thank everyone enough for their interest in the two-day trial. We are working to find solutions to the oversubscribed entry. We will do all we can to accommodate as many riders as possible. Please keep in touch with all the trial news on our website or visit our Facebook page: Trial Costa Brava”. The website is multi-lingual and updated regularly. www.trialcostabrava.com

CMY

THE MAGAZINE MAN

Many people enquired where the custom Ossa clothing Mick Andrews wore at the recent Highland Two-Day Trial came from. We are happy to tell you that it was from Sorra UK, a new company established by Ian Smart to import the Spanish clothing into the UK. Well-known in the off-road industry, Ian, a keen trials rider in modern and classic events, took a change of direction of employment earlier this year. Many years ago, Sorra supported the Gas Gas team in the late ’80s as well as Belgium’s Eddy Lejeune after his Montesa Honda years. Sorra, as an offroad brand, relaunched a few years ago. This picture is of Ian in action in the Rockshocks Trials Championship in some of the early Sorra clothing designs.

A long-time supporter of both Trial Magazine and Classic Trial Magazine, Brian Ashley, passed away suddenly on 5th June. With a business established more than 30 years ago, Brian could be found at motorcycle shows all over Europe to become known as ‘The Magazine Man’; you name the title, he stocked it. After the difficult period of his untimely passing, his son Gavin will keep the business name and continue to trade. For more information, go to the well-stocked website: www.themagazineman.co.uk.

Autumn 2022 • Classic Trial Magazine

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Trials Guru • John Moffat

TRIALS GURU

NOT JUST TRIALS My father was my main influence when I was young; he once told me that being involved with motorcycling was not just about riding trials, and it was only in later life I realised that he was correct. Words: John Moffat • Pictures: Dode Fraser

ver 50-plus years, I have tended to specialise my motorcycling interest in the sport of trials, but more recently, I have become involved in other motorcycling pursuits such as motocross, for instance. Invited by Fraser Dykes and Kenny Harper, I was doing some corporate promotion for the Galloway club at the recent Drumlanrig OffRoad Motorsport Festival in June. For three days, I found myself in the company of Brad Lackey, Heikki Mikkola and Roger De Coster. I had a wonderful time listening to them reminiscing about their world championships and racing days over some nice dinners. In early July, it was time to put a brand new 693cc KTM Enduro R on the road, just in time for my father’s memorial road run around the Loch Ness area, which attracted 60 riders. It was a fantastic day with like-minded individuals on the B- and C-class roads. Sixtyodd miles covered, with tea and coffee at the start and lunch at a country tea room halfway round. The KTM is a great motorcycle, like an overgrown trials model on steroids. To say that I am happy with it is an understatement; I have a big grin on my face every time I wheel it out for a spin! For sure, trials is still my main sport, but my father was right; it’s good to have other motorcycling interests. In 1976 he treated 8

himself to a new Honda 750/4 F1, and I borrowed it a few times. He rode it up to the SSDT a couple of times and surprised many people he knew in the sport. One friend said to

him: “I didn’t think you were into those things, Arnott?” He replied: “I’m a motorcyclist; that’s what we do”. You could say I’m still following my father, 46 years later.

Autumn 2022 • Classic Trial Magazine

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

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Classic Trial Magazine • Autumn 2022

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Magic Moment • Honda RTL

HONDA RTL

SAUNDERS’ SINGLE SHOCKER Anyone who knows me [John Hulme] will tell you I can sometimes get very excited about motorcycle trials, never more so than when I witness any ‘Magic Moment’. Off the back of his hugely successful youth career on the Bultaco, Steve Saunders had moved into the adult world in 1982 on the Spanish machine. In truth, at that time, we all knew that Bultaco was struggling to survive, and he put pen to paper later that year to take the vacant seat at CCM/Armstrong when John Lampkin moved to Fantic. 1983 would see Saunders score his first FIM World Trials Championship points and take his first adult ACU British Trials Championship title. He was hot property in 1984 as he moved up to sixth in the world championship and secured his second British title. In the latter part of 1984, I heard he had blagged a ride on the new prototype, single-shock RTL Honda, but I thought nothing more of it. As we know, the rest is history; but how did it all come about? Off the back of the Trevor Kemp, Seeley Honda story in the last Classic Trial Magazine, I pushed Trevor to see if he knew more. As you are about to read, he was more than happy to tell us. It was one story I was about to enjoy documenting thoroughly. As they say, it was a ‘Magic Moment’ in my world of motorcycle trials. Words: John Hulme, Trevor Kemp, Steve Saunders, Toon Van De Vliet, Honda • Pictures: Jim Capper, Tony Davis, Honda, Erik Kitchen, Don Morley, Peter Rainsford, Alan Vines, Mauri/ Fontsere Collection and the Giulio Mauri Copyright, Trevor Kemp Collection and Toon Van De Vliet

Autumn 2022 • Classic Trial Magazine

Honda RTL • Magic Moment

Derrick Edmondson asked Trevor if he could ride the Honda TLR 200 in the 1984 Scottish Six Days Trial.

s with the Seeley Honda article, the majority of the written content in this article comes from Trevor Kemp, with notes he kept at the time. Further input is from what Steve Saunders and I remember from it all — well, it was almost 40 years ago! Some notes have also been included from my old friend Toon Van De Vliet and Honda literature, which I keep in my brochure collection. Trevor takes up the story.

ALL CHANGE AT HONDA UK

There were some high-level senior management changes at Honda UK in the early 80s with the retirement of the long-time Sales and Marketing Director Eric Sulley. Gerald Davidson took over at the helm, and my job changed from being a field manager to the Off-Road Coordinator. With new motocross, trials and enduro production models coming along, I was tasked to set up an off-road dealer network, using some of our existing Honda dealers and appointing new specialist off-road ones. I also retained my position on the off-road committee, helping them to decide what specification of machinery we would have in our model range. At this time, you may remember that Honda was the FIM World Trials Champions, having first won the title in 1982 with Belgium’s superstar Eddy Lejeune on the RTL 360T four-stroke twin-shock machine. A single-cylinder four-stroke trials machine was still high on the list of ‘musthaves’ for so many motorcycle trials enthusiasts. In the summer months of 1983, Honda UK received a pre-production TLR 200, which I first rode in an Essex and Suffolk Border Club evening trial. I was very impressed with the performance of the 195cc OHC four-stroke engine; with a choice of six gears and a weight of 90kg, I was convinced it would be a popular choice for the important clubman market. There was a lot of interest from dealers, and after an internal meeting, we agreed it would be priced at £1,195. However, we were also told it would probably be late 1983 Classic Trial Magazine • Autumn 2022

Trevor Kemp testing the pre-production TLR 200 that Honda UK received in 1983.

or early 1984 before it would arrive in the UK; even so, every one of them was already pre-sold to the dealer network. Some aspects of the new TLR 200 model were better than the Seeley Honda, and some were not. Overall, it was the same problem with insufficient power for the serious rider, but it was still a good trials motorcycle for the clubman, and it was a Honda. Later in the year, I received a big-bore kit which I think took it to around 220cc (kindly remember this is close-on 40 years ago!) consisting of a cylinder, piston, crankshaft and revised gear cluster. Also in the kit was an alloy swinging arm. This kit improved the engine no end, and with more power and a longer stroke, it made it a better machine to ride the harder sections. We looked at bringing a number of the kits in, but it was expensive, and when added to the production cost of the TLR 200 at the time, it was not feasible. 17

Magic Moment • Honda RTL

Derrick on the TLR 200 gave Honda the publicity they needed and he came home in 59th position, a fair result.

MONTESA HONDA

Belgium’s superstar Eddy Lejeune on the RTL 360T four-stroke in 1984. He won the FIM World Trials Championship from 1982 to 1984, the last twin-shock machine to win the coveted title.

My competition riding came to a sudden stop when I tore the ligaments in my knee and had to have major surgery, so riding was out of the question for 12 months; the crutches were my new handlebars! Derrick Edmondson asked me if he could ride the Honda TLR 200 in the Scottish Six Days Trial, to which I agreed. As well as competing very successfully in enduros, Derrick was also a very good trials rider. At the time, he was riding for us on a modified Honda CR 250 MX, competing in the ACU British Enduro Championship, amongst other events. On the Honda TLR 200, Derrick gave us the publicity we needed when he came home in 59th position, just missing out on a treasured Special First-Class award; we were very happy. We were then informed that Honda would have a financial investment in Montesa. It was mainly to have smaller road motorcycles and mopeds manufactured in Spain. The following trials models to arrive at Honda UK were the Montesa Hondas. Two models: the MH 200 and the MH 349, which, in reality, were the Montesa Cota 200 and 349. These were Montesa models with a badge and graphic change, literally the same motorcycle you could buy at a Montesa dealer. However, it did offer the Honda off-road dealer network more of a range of trials models to sell. I also later learned that a production Honda TLR 250 trials was in the pipeline. After a few months of setting up the off-road dealer network, there was another management change at Honda UK. I was made the Off-Road Team Manager, taking charge of all off-road racing activities for Honda Britain, which included Moto Cross, Enduros and Trials. Moto Cross was the priority, so, with most weekends taken up at race meetings, my trials riding took a bit of a back seat. Autumn 2022 • Classic Trial Magazine

Honda RTL • Magic Moment A new four-stroke trials machine from Honda, the TLR 200.

Very compact and efficient: the cutaway drawing of the TLR 200 four-stroke OHC engine. A pre-production Honda TLR 250 arrived at Honda UK during 1984.

HONDA TLR 250

With my knee fully recovered, a pre-production Honda TLR 250 arrived at Honda UK in 1984. I managed to find some time and rode it in a few local trials. It was pretty good and, as it was a four-stroke, once again, it attracted some serious interest with the increased power the new 250cc engine gave. The power delivery was also nice and smooth, and I had several riders wanting to try it. Despite the new, trend-setting mono-shock Yamaha hogging the limelight, it was hoped that riders still wanted a four-stroke, even if it was a twin-shock model. At Honda UK, the news was released late in the year about the new TLR 250 model. The engine would be 249cc with a bore and Classic Trial Magazine • Autumn 2022

stroke of 70mm x 64.5mm, using a four-valve overhead camshaft engine; the valve sizes were quite large with 30mm inlet and 25mm exhaust. Six gears would still be used, and engine upgrades from the 200 model included a new oil pump, clutch housing and springs, and a revised gear selector mechanism. In addition, new 110mm Ø wheel hubs front and rear were used, and air-assisted front forks similar to the 200cc model were included. However, by the time the production models arrived in the UK, the competition had moved to single-shock, or mono-shock, rear suspension, as we have already noted, whereas the TLR 250 remained a twin-shock. Despite this, sales were steady as there were trials

competitors out there who wanted a fourstroke and who had a TLR200 and wanted to upgrade to a 250 model. As a Honda employee, I had always kept my eyes and ears open, and I had seen the news that in August 1984, at the remaining two FIM world rounds, a new mono-shock four-stroke Honda RTL had been shown for the first time. The Japanese had sent over their rider Mazaya Yamamoto with mechanic Kazutoshi Nakano. As it happened, Mazaya Yamamoto finished sixth in Finland and 14th in the final round in Sweden on this machine. Also, unknown at the time, Great Britain’s Steve Saunders had taken a quick ride on the machine; he was very impressed. 19

Magic Moment • Honda RTL

Steve Saunders on the TLR 250. He won the first time out at the Sapperton Trial in Lypiatt Park on 1st January 1985.

Check out that grin! Steve with the Honda RTL 250 on 3rd February 1985 at the opening round of the ACU British Trials Championship, the Colmore Cup.

HRC

A smile that says a thousand words; Steve Saunders was very happy with the new Honda.

I met with my Japanese bosses, who informed me that a four-stroke trials works prototype was being developed at HRC in Japan. They showed me some pictures, and the ‘wow’ factor jumped right at me; this Honda was radical, with a single horizontal shock Pro-Link rear suspension system fitted. HRC said there would not be a production version of this machine; however, it was planning to produce several units for sale and would Honda UK be interested? Of course, we said yes immediately; I personally was very excited. Honda was then embarrassed when a Honda RTL was sent to Europe for appraisal, and the continental press got hold of the wrong end of the stick and thought it was a production prototype. I remember fending off calls from the UK motorcycle press, and in the end, Honda UK had to release a press statement confirming that it was a works prototype. In October 1984, we flew the HRC Honda RTL into the UK and unveiled it at the Dirt Bike Show at Olympia. It was only there for the first weekend and was then flown back. That exercise cost Honda around £5,000, but it was worth every penny as it certainly grabbed headlines! Honda UK then had to place an order, which, if I remember, was around the 50-unit mark, but we were only allocated 10. The price tag would be what was, at the time, a mind-blowing £3,500, but they sold straight away as deposits were put on all 10. At that time, it was the most expensive trials machine compared to around the £1,800 mark with the mono-shock Yamaha. Calling me into a meeting, I was informed that HRC wanted Honda Britain to run a top British trials rider on the new RTL. They would help with machines and parts, but we would have to fund the rest. The objective was to win the upcoming 1985 ACU British Trials Championship and compete in the FIM World Trials Championship, aiming to end up with a top-five finish. I was tasked with finding that rider and a budget to run it. The rider I wanted was Steve Saunders. Autumn 2022 • Classic Trial Magazine

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Magic Moment • Honda RTL

Looking very confident, Saunders was a revelation at the Colmore; everyone watching knew it was a special day, a four-stroke winning once again.

STEVE SAUNDERS

At that time, I did not know Steve that well and what his situation with Armstrong/CCM was; they had given him the step up the ladder in the trials world, so I assumed it was obvious that they would want to keep him. I knew well the Armstrong/CCM boss, Alan Clews, from my days working at John Banks Motorcycles and, having spoken to a few trusted people in the trials world, I phoned Mark Kemp at BVM, who I also knew well from my riding days. Mark and the Saunders family were very good friends. I sounded him out regarding Steve and his Armstrong/CCM relationship; I couldn’t tell him everything but asked if he could get Steve to give me a call and keep it confidential. It was not long before Steve called, and we discussed at length the possibilities of him joining Honda Britain riding the new RTL. Providing the budget to finance the year was a problem, which soon got resolved when Silkolene, our Honda Britain off-road team lubricant sponsor, stepped up and increased their budget to us and HRC in Japan agreed to provide some more help. Steve had spoken to Alan Clews as he had given him the initial break to move into the world championship and financially supported it. Alan knew this was a once-in-a-lifetime 22

opportunity for Saunders, and they shook hands and agreed they had both had a good two years, and Steve would move to Honda in 1985 as a very happy young man. I don’t know how we did it, but we managed to keep it under wraps until the Bristol Dirt Bike Show, where it was announced. It made the headlines in

the UK motorcycle press with huge publicity associated with it. I let Steve have my Honda TLR 250 to get used to riding a four-stroke until his RTL arrived. He took to the new engine characteristics like a duck to water and won first time out at a local centre trial.

At the Colmore Cup everyone wanted to see the new four-stroke HRC machine.

Autumn 2022 • Classic Trial Magazine

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Magic Moment • Honda RTL

Other riders also received the new Honda RTL in 1985 including Belgium’s Jean Marie Lejeune.

JUST IN TIME

I had learned many years earlier that if Honda stated they would do something, it would happen. They told us that the new RTL Honda would arrive in time for the opening round of the 1985 ACU British Trials Championship, the Colmore Trial, and it did – on the Thursday afternoon! Steve and I were delighted, it was just something else, and the smile on Saunders’ face said it all. When we took the new Honda out of the van at the start, believe me, it

1985 FIM World Trials Championship: HRC in Japan had built Eddy Lejeune a prototype Honda Pro-Link 360.

was such a moment, and my faith in the publicity this new Honda UK and Steve Saunders venture had generated was exactly what we were looking for. Steve knew this was a moment that would be remembered for many years and went out and blew the opposition away. Honda was back with a winning four-stroke trials machine. The applause from the crowds who had come to see Saunders in action were so appreciative. So many of the old-school trials riders were absolutely delighted, reminiscing about when Sammy Miller guided Rob Shepherd to the 1977 ACU British Trials

1985 FIM World Trials Championship: Steve Saunders on the RTL at his ‘Home’ round in Wales.

Autumn 2022 • Classic Trial Magazine

Magic Moment • Honda RTL

Try as he might, Steve had to concede victory in the SSDT to finish second to Thierry Michaud.

Championship title on the Honda. From then on, Steve and the RTL became a formidable force. Soon after, Steve and I went to Belgium for a Honda trials test, along with Eddy Lejeune, who tested his new prototype 360 RTL Pro Link. Steve was impressive at the test on the 250 RTL, and I could see the Japanese personnel taking an interest in him, whereas the Lejeune 360 looked big and a handful to ride. Eddy had the HRC technicians working all day changing many components and settings, whereas the machine Steve was on looked and sounded superb. The proof in the pudding came at the opening round of the 1985 FIM World Trials Championship. Honda arrived with a spare machine for Saunders along with other Honda RTL 250 models, which were in the hands of Holland’s Peter Van Enckevort, Finland’s Peter Jahn and the other two Lejeune brothers, Jean Marie and the youngest, Eric, with machines supplied through the respective countries’ importers. HRC

in Japan had sent some small machine upgrades for the riders, including stronger aluminium front fork yokes and a magnesium engine cover containing lighting coils that were fitted at the event. Steve stunned the established stars, finishing second, with the defending champion Eddy Lejeune third. Reflected in Saunders’ riding, he was very confident; I thought we could have a new world trials champion from Great Britain!

HAPPY HONDA

Not just Honda UK but also HRC in Japan had been watching the progress of Steve Saunders on the Honda; both parties were, shall we say, very happy. With four rounds of the world championship contested, Thierry Michaud (Fantic-FRA) led the way on 77 points, followed by Eddy Lejeune on 69 and Steve on 62. The next big event was the Scottish Six Days Trial. Everyone who went wanted

1985: Mid-season Steve received a new upgraded RTL. His father, Dennis, enjoys showing the machine to family friends Les and Irene Davis.

All eyes are on Steve as he cleans the sections at Fersit on day five of the SSDT.

Autumn 2022 • Classic Trial Magazine

Honda RTL • Magic Moment

In September 1985, the prototype Honda Pro-Link 360 that Lejeune rode. It would be retired at the year end.

Total control at the Jack Wood Trial on his way to the 1985 ACU British Trials Championship.

Switzerland 1985: Steve Saunders, on the far right, at the official presentation of the 1986 Honda 250 RTLS.

a four-stroke winner; it had been 1966 since Alan Lampkin had won on the BSA. Unfortunately, it was not to be, as Steve finished second to Michaud, but the crowds had loved the sound of the return of a competitive four-stroke to the highlands. Saunders had brought another dimension to the ACU British Trials Championship in the UK as the crowds returned to see the winning Saunders/Honda combination demolish the opposition. Interest from HRC in Japan continued, and Steve and the two Lejeune brothers received new exhaust systems for the American world round. Mid-season, I think around June/July, a new machine arrived for Steve with several upgrades to the engine and suspension. The engine had new outer cases, and the crankcases had been modified to give around 30mm more ground clearance. However, the smaller crankcases induced a problem as the oil capacity was down to only 600ml, which caused the engine to overheat slightly, especially in hot conditions. A new, improved rear shock absorber with a revised linkage was fitted. The Showa front forks were a work of art, with machined sliders, lightweight stanchions and

revised damping, which put them in another league from the opposition. The engineers rectified the engine overheating at HRC, who supplied an oil cooler to be fitted when needed. Steve attended the launch of the new 250 RTLS in Switzerland in early September, ahead of the world round there. This first good season got even better with a first FIM World Championship round win at the last round in Germany. In my report to Honda on our first year with Steve Saunders, I was very happy to write about the first world round win for him, third in the world championship, second in the SSDT and the first Honda ACU British Trials Championship since Rob Shepherd in 1977. Honda UK was over the moon, and personally, I was delighted as it had justified me doing everything in my power to get Steve signed.

ROTHMANS HONDA

1985: Steve on the far left with Trevor Kemp, awaiting the results at an indoor trial in Japan.

Classic Trial Magazine • Autumn 2022

After several communications with HRC, Steve and I were invited to Japan in late 1985 along with Eddy Lejeune. Steve and Eddy were to ride in an arena trial along with other top manufacturers’ riders. We also had to attend the opening of the new Honda head office and visit HRC, where Steve was to sign his new HRC contract for 1986. The visit to HRC was an eye opener, seeing all the road racing motorcycles being built along with machines for Steve and Eddy. He had given up on the prototype 360 — it was an experience you don’t forget! It was also impressive how clinical it was; you could have eaten your dinner off the floor. At the indoor trial, Steve and Eddy, riding RTL 250s, got through to the final, beating Gilles Burgat (Yamaha-FRA) and Thierry Michaud (Fantic-FRA) to make it an all-Honda final. Steve and Eddy were level-pegging right up to the last section, where Steve had to admit defeat to the three-time world champion. Steve would be a full HRC contracted rider in 1986, and part of my discussion with HRC was that a minder mechanic was desperately needed for Steve. 27

Magic Moment • Honda RTL

1986: Full factory: Steve Saunders looking the business with both man and machine in the Rothmans Honda colours.

1986 FIM World Trials Championship: A third place in Belgium.

I was doing a lot of work on Steve’s Hondas, and although I enjoyed doing it, with my other racing commitments, I struggled to give it the time it deserved. HRC agreed, and I had to find someone to do the job! An opportunity came my way in the form of Derrick Edmondson. Derrick was still riding for Honda Britain, and after three very successful years on modified CR 250 motocross machines, his contract was up for renewal. However, I was under pressure from sales and marketing for him to ride one of the Honda four-stroke enduro models, which I knew he would struggle to carry on winning on. I had a meeting with Derrick and told him the situation. I knew he would not compete on one of the new four-stroke models, so I explained to him that I had an opportunity where I needed a mechanic/minder for Steve Saunders working in conjunction with HRC. I told him he would be the perfect person for the job as he was a very good mechanic, working on his own machines to a very high standard; he was also a good trials rider and, of course, a very quick off-road rider. Derrick saw the bigger picture of this offer and excepted the position. Derrick worked out of the Honda Britain workshops, and the relationship between him and Steve worked well.

WORLD CHAMPION FOR ONE HOUR

1986 FIM World Trials Championship: Victory in Yorkshire made Steve Saunders the first ever English rider to win a round in Great Britain on a four-stroke.

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Autumn 2022 • Classic Trial Magazine

Honda RTL • Magic Moment

1986 RTL 270: A single front downtube separated it from the production RTL. Also note the longer front pipe.

and financial support in 1986 to the HRC motorcycle teams instead. In the small world of motorcycle trials, Steve Saunders had moved up a gear as a serious world championship challenger. His new handbuilt machine arrived from Japan in time for him to repeat his debut win at the Colmore in 1985. It was so far removed from a production machine it was unreal! This new machine was

1986 RTL 270: An oil cooler was fitted to try and stop the engine overheating.

Classic Trial Magazine • Autumn 2022

It was a very wet week at the Scottish Six Days Trial!

very special, with a new frame and many parts manufactured in magnesium, including the engine casings, carburettor and front forks. The fork stanchions were made from titanium, along with the wheel spindles and all the various fasteners to keep the weight to a minimum. More power was needed, and the engine size was now closer to 270cc. Honda supplied Derrick with a van that included a workshop area where he could carry out any work required on the trips away from the UK. Derrick looked at the machines as his own, and his work ethic towards Steve was always 100%. The 1986 FIM World Trials Championship became an epic adventure for Steve and Derrick. It started with a third-place finish in Belgium, a win in England and another third in Ireland. Spain was next — a disaster as Steve finished ninth. However, he won another three rounds on his way to finishing second in the world behind Thierry Michaud. The championship ended in controversy as Michaud, who had been excluded in a previous world round, was reinstated after a protest, making him the 1986 world champion. It came to light as the results for the final world round were finalised; Steve had been world champion for one hour! 1986 had been another good year, and Honda was happy. Steve was second in the SSDT and won another ACU British Championship title.

1986: Derrick Edmondson was a mechanic/minder for Steve Saunders, working in conjunction with HRC.

Magic Moment • Honda RTL

A Honda victory was not to be at the SSDT; Thierry Michaud won on 51, Saunders 55.

A winning last outing on the Rothmans Honda at the 1986 British Experts Trial at Hawkstone Park, a day remembered by so many.

ALL CHANGE

Rothmans was pulling out of trials and putting all of their money into F1; that was the news as 1986 closed. However, they only had the finances to support one rider in 1987, and as Lejeune still had one year left on his two-year contract, he got the deal, so Steve left Honda and joined Fantic. It was indicative of the times as Honda worldwide was cutting back on their racing activities along with Honda Britain racing teams. There is no doubt in my mind that Steve would have won a world title if he had been able to stay with HRC. Derrick went and worked for Eddy Lejeune in 1987 based out of Belgium, and at the end of 1987, HRC pulled out of Trials. It appeared that the RTL four-stroke engine could not be developed any further without significant investment into the project. With the fourstroke engine finished, Honda turned to develop a two-stroke trials model, the TLM. I had left Honda by then and was working for Silkolene. I did ride the TLM 200 and the TLM 250 through a dealer — they were not bad, and I did have some success, especially on the 250. The last trials model they produced in Japan was the TLM 260. Production then went to Montesa Honda in Spain, where they produced a world-beating trials motorcycle, as we all now know. They then went full circle and produced another world-beating four-stroke! As I reflect on these times, I can say they were some of the most enjoyable and fulfilling in my life and ones I really enjoyed. 30

At the end of 1987 HRC pulled out of trials. Trevor had left Honda by then and was working for Silkolene Oils. He did ride the twostroke TLM 200 and similar TLM 250, with some success.

Autumn 2022 • Classic Trial Magazine

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Meeting • George Greenland

90 GEORGE GREENLAND

NOT OUT!

It’s not often that a motorcyclist’s competitive riding career spans 74 years, but that is the case with George Greenland, who, at 90 years of age in July, is still competing regularly in Pre-65 trials each weekend and plans to continue to ride as long as he is able. I bought a Wasp Trials motorcycle that George built several years back, which, he says, ‘seems to have a lifetime warranty’. As a result of this purchase, I’m lucky enough to spend time with George finding out about the tricks of trials machine maintenance and listening to stories of his motorcycling life. George started riding trials at 16 years of age and has ridden trials throughout his life, apart from during the late 1970s, and early 1980s when he was dominating the ACU British Sidecar Enduro championship with five championship wins in six years. He has also ridden solo trials, sidecar trials and beach races and dabbled in scrambles and grass-track. At 90 years of age, he recalls many great motorcycling exploits with infectious enthusiasm, but he is still highly competitive, building bikes, taking class wins and winning trophies. Words: Andy Withers • Pictures: Gordon Francis, Cecil Bailey, Ray Biddle, Alan Vines, BR Nicholls, Andy Withers, Yoomee Archive, George Greenland’s Family

Autumn 2022 • Classic Trial Magazine

George Greenland • Meeting

eorge: “It all started in 1948. I hated school, they didn’t teach me anything I wanted to know, so I left and got an apprenticeship at Avon Motors when I was 14. On a Monday evening, on the way home from work, I saw a bloke cleaning his muddy motorcycle; this happened week after week. One day I asked him how he got it so muddy; he said he rode in trials, and there was a local event coming up that I could come and watch if I wanted. I rode my pushbike out and immediately thought, ‘I’d like to have a go at that’! My first motorcycle was a rigid 250cc Royal Enfield with girder forks. A year later, in 1949, I won my first trials trophy with the Novice Award at Salisbury Motorcycle and Light Car Club, who I still ride with annually, in the Arbuthnot Trial.” There weren’t too many awards in the first two years, but in 1950 George bought a Norton 500T. He started riding nationals and winning many awards, including First Class awards in the XHG Priory Trial, the Dick Farquharson and the Perce Simon, and Premier Awards at the Ringwood Committee Cup and the Ernie Britton. During this period, he also met Maureen, now his wife of 66 years; she also rode motorcycles, and they have shared the family motorcycle journey ever since. George has many of the machines he has ridden, either keeping them or buying them back when they became available, but the Norton 500T registration number KYR 60 is still on the wanted list. Classic Trial Magazine • Autumn 2022

Pushing hard in the mud in the late 1940s.

“Maureen and I rode the Norton 500T together. In those days, trials was a winterseason sport; you rode your machine to the trial, rode the trial and then rode it home again. Maureen used to come with me, and some of the trials were pillion, so we rode sections together. Otherwise, she would observe; we’d turn up, take off the lights, the pillion footrests and anything else we didn’t need, and put them

back on to return home. We would travel miles and miles; it was our only mode of transport, so we had dynamo lights and put an inner tube on the dynamo wheel to make the lights work better! So many top motorcyclists rode trials. I got to know Geoff Duke because he rode trials in the winter, and then in the summer, we would ride all over the place to watch him in road racing.”

In 1950 George bought a Norton 500T.

Meeting • George Greenland

Scrambling on the Norton 500T. It was a good all-round competition machine.

SCRAMBLES AND GRASS-TRACK

Scrambles and grass-track were options for George during the winter months; he tried both, but he didn’t enjoy the short riding time and sitting around for much of the day! George: “For scrambles, I used the Norton 500T. I only rode the wet ones — old muddy tracks were the best; I enjoyed them. At one of the scrambles, there was a ditch, and the riders were going through it, and I thought I could jump that ditch, which was near the officials’ table. On the first lap, I jumped over the ditch, then on the second lap, I got crossed up, slid right along the ditch, and ended up flat on the floor in front of the table. Syd Lawton, a famous TT Rider, sat at the table, and he said, ‘let me know when you’re going to ride again, and I’ll come along and watch; I enjoyed the entertainment.’ “Mike and Dave Lane, who were sidecar grasstrackers, were friends from an early age. They encouraged me to have a go at solo grass-track on their 250cc Rudge, so I rode for a season. You used to get a novice heat, and then you might get through to a novice final, so you’d spend the whole day sitting there for a few minutes riding. I just wanted to be on the motorcycle!” 34

Carrying the registration number KYR 60 on the Norton 500T in an early 50s Victory Trial.

Autumn 2022 • Classic Trial Magazine

George Greenland • Meeting

Army life during National Service included the 1953 long-distance Land’s End Trial.

NATIONAL SERVICE

In 1953, National Service provided more opportunities for riding in competition, riding a Matchless G3L as a despatch rider, but there were also a lot of trials riding, particularly long distance. George: “I rode long-distance trials like the Land’s End, Sunbeam 200, and Hampshire 100 and was the best army rider. For the Land’s End trial, I rode from my base at Folkestone to the start at Virginia Water, and I took part in the trial riding to Land’s End, then I rode all the way back to see Maureen in Salisbury — all non-stop. “I also did the selection tests for the International Six Days Trial, ending up as the reserve for the Army Team for the 1954 ISDT in Wales. The team included Eddie Crooks and Eddie Dow, with me as a reserve. When I came out of the army having ridden a Matchless, Hugh Viney offered me a ‘works’ Matchless, but I’d seen the BSA Gold Star model and really fancied one. I told BSA what I had competed in and the success I had achieved, and they said they could help. So I went up, but all the Army Scottish Six Days Trial machines were wrecked; they were also all rigid. I George on the BSA Gold Star before the frame was changed from rigid to springer.

Enjoying the 1953 Welsh Two-Day Trial.

wanted a springer. I asked if they had anything better, and they said they had an unused reserve motorcycle. I asked if I could have it for the same price, and they said fine. It was a rigid, and I said I wanted a springer; they said they would give me a springer frame as well! I think I paid £50. I bought it and put the springer frame on it, but I couldn’t ride it really well, not like the Norton or the Matchless. I did all sorts to it, including using model M20 flywheels, but I just couldn’t get it right; it just didn’t work. I then bought the Smallshaw Triumph and immediately started to ride well again, then I built the Triumph Twin and then rode the works DOT because they offered it to me.” Classic Trial Magazine • Autumn 2022 35

Meeting • George Greenland

Feet-up on the Smallshaw Triumph.

THE SMALLSHAW TRIUMPH

George was working for Des Smallshaw after his National Service, who was in the middle of building a ‘Smallshaw Special’ in a modified James frame in which he was going to put a Villiers engine. Unfortunately, Des had an accident and lost the sight in one eye, so he offered George the project to finish, one of his first motorcycle building projects. George: “Des asked me if I would like to buy it off him and finish the project. I said yes, but I didn’t want a two-stroke. He was quite friendly with Henry Vale from Triumph Motorcycles, and I knew him; he let me have a Triumph Tiger Cub engine. I put that engine in and then got recalled to the army for the emergency Suez campaign. When I returned, I went up to Oxford to British Leyland, where I worked as part of a team solving design faults in the cars. I finished the Tiger Cub, and we took a photograph in the living room at Oxford in 1958. A few years ago, many years after I sold the machine, Gordon Francis, the photographer, phoned up from an autojumble and said, ‘your Smallshaw Triumph is here; it’s got no engine and no wheels’. So I asked Gordon to buy it for me, and I rebuilt it. Unfortunately, the engine was not the original, but the James wheels are the same type we had originally. The funny thing is the aluminium covers were still with the machine; I made them in 1958. The oil tank was still there, as well as all the bits and pieces. The aluminium covers went over the carburettor and just stopped the mud from getting in. I rode the Smallshaw Triumph with great success, including winning the Southern Centre Championship in 1962, but I decided I needed something with a bit more power.”

THE TRIUMPH TWIN

In 1964/65, Bill Faulkner, the Oxford Motorcycle dealer, had a Triumph that had been involved in a crash and had a bent crank, which George purchased. George: “I decided to build my own frame, but I didn’t have any proper tubing; I built it up with what I’d got just to see what it was like. It had a lovely white fuel tank. We decided to move back to Salisbury to open our own business, and I went out to see Robin Rhind Tutt at Wasp and asked him if he could build me a frame like this one. The original frame was getting longer and longer. Rob built a Wasp frame. I then said to him that 36

Photographed in the living room at Oxford in 1958: the finished Smallshaw Triumph.

it was too low, and he built me another one. I had about four Triumphs, but the frame on the one I’ve got is the second one. It’s funny, the later ones weren’t as good. I consider the Triumph Twin as probably the best trials motorcycle. I finished the Scott Trial on it in 1971 and remembered that’s when the ‘helmet rule’ came in. Both myself and Dick Ramplee had to buy the only helmets we could find, scooter ones from Duffields Motorcycles in Salisbury. “I also rode the Triumph in the Scottish Six Days Trial in 1973, one of two rides in the SSDT — ones I remember very well. I got a First-Class Award on the Triumph at the SSDT in 1973. I would have won the 500cc Class Cup, but Don Smith and Kawasaki wanted to win all the prizes, so they over-bored a machine to put it in the 500cc class for Richie Sunter. Don apologised to me at the end as he said he wouldn’t have entered if he realised I was going to ride a proper big 500cc machine!” Autumn 2022 • Classic Trial Magazine

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Meeting • George Greenland

George posing with the Smallshaw Triumph.

SIDECAR TRIALS

At the age of 40, in late 1972, George decided to change direction thanks to double British Motocross Sidecar Champion Mike Guilford, who was working at Wasp. George: “Mike was building a trials sidecar outfit for himself and asked me to prepare the Triumph Twin engine. When it was finished, Dave Lane and I went to have a play with Mike, and we made some sections up. Mike thought it was too narrow compared with scrambling, so he said we could ride it if we wanted. The first trial was the 1973 Jack White, it was horribly dry, and I kept picking the front up everywhere; we were last. The following weekend was wet; it rained and rained, and it was slippery everywhere. I was getting grip where the others weren’t, it was only our

This is the original Triumph Twin, with homemade frame.

second trial, and we won it! We were green novices, and the top local riders didn’t like it. “We rode all the National trials then, but we needed something lighter, so Robin said he would build a four-stroke CCM outfit. We were second in the 1975 British Experts to Jack Mathews and missed out on the British Sidecar Championship in the same year when I twisted my knee and missed a couple of rounds. We only lost the British Experts because we were cheated, and Dave Lane never forgave Jack Mathews. We watched the last section; Jack had a five, and we headed to the finish thinking, ‘we have won that’. Jack went back to the observer and berated him until he gave him a three, and then we were second. I couldn’t believe it, we’d been with Jack all day”.

Trying hard at the 1972 European round in Great Britain on the Triumph.

Autumn 2022 • Classic Trial Magazine

George Greenland • Meeting

In the 1973 Scott Trial with a later version of the Wasp Triumph Twin.

SIDECAR TRIALS – THE COSSACK

Manufacturers offered George works machinery because they knew there would be benefits from his modifications to improve the rideability of the motorcycles. In 1976 George was offered an all-aluminium 350cc works Cossack that had never been used in trials, which was put into a Wasp frame to contest the ACU British Sidecar Championship. It had a four-speed gearbox, and

George improved the gearing to widen the ratios; it weighed about 300lb. George: “When I went up to the Swindon importer to collect the Cossack, I was told I could take a crate with a new machine in, and then some months later, I was going abroad and needed some spares, so I went back. He just said take another crate with a new machine in as spares. I was treated well with financial

support through paying ferry fees etc. I didn’t use the ‘spares’ and offered to take it back, but the importer said no. I sold it as a complete machine, but I wish I still had it.” What George still has is the Cossack outfit along with the original Triumph Twin, the CCM and several other sidecar outfits. Mark Coombes at Wasp has refurbished the Cossack frame, and the machine has been rebuilt.

1974 DK Mansell action on the Triumph with Dave Lane.

Classic Trial Magazine • Autumn 2022

Meeting • George Greenland

Looking very tidy: the Cossack trials sidecar.

SIDECAR TRIALS – JAPANESE MACHINES

Two Japanese manufactured machines followed the Cossack: firstly the Kawasaki from Don Smith and then the 325cc Suzuki from Graham Beamish. The best result on these machines was fourth place in the British Experts on the Suzuki with Neil Clarke. The Suzuki 325cc outfit was sold to a local motorcycle dealer, and George pops in to check on it occasionally, just in case he can buy it back for his collection. To complete the Japanese set, George and Dave Lane started to build a Honda outfit with sidecar steering. George: “The Kawasaki wasn’t as strong a sidecar machine, but the 325cc Suzuki from Graham Beamish was a lot better. Graham Beamish kept saying to me, ‘you will have to tell me what you’ve done to it’; nobody liked riding the 325cc; everyone wanted the 250cc. First of all, I put a

Perce Simon action on the Cossack from 1976.

flywheel on the right and then on the left, bolting an extra flywheel onto the existing one. I gave him patterns of what I’d done as it made it go so much better, and Graham made and sold them. “All the riders liked the 250cc and rode that, including Colin Dommett, but he needed to try to sell the 325s. They also sleeved most of the 325s to make them 250cc to sell them. The flywheel weights were needed, otherwise, it just spun everywhere to a standstill and couldn’t get any grip. The Honda had hydraulics to do the steering. My mate Dave Lane would come over in the evenings, and we’d work on it together, but he died, and I didn’t finish it; all the interest went. I rode it round the garden, and it was brilliant. I had little hydraulic bits off car operating seals which operated each side to turn the wheel. I sold it when Dave died, another one missing from the collection.”

Japanese power on the Kawasaki at the 1978 Knut Trial, with Phil Whitlock in the chair.

Autumn 2022 • Classic Trial Magazine

George Greenland • Meeting

Pushing hard on the Beamish Suzuki at the 1980 British Experts Trial

SIDECAR TRIALS – BSA GOLDSTAR

There is still one sidecar outfit George has been competing on regularly with daughter Karen in the chair, the BSA Goldstar outfit. George: “I bought it from Phil Sparkes at the Bonanza Trial, and a strange thing happened when I rode it the first

time at the Arbuthnot Trial. Dave Burge, the owner of Lambs Lair, said the Goldstar used to be his machine. He bought it when it was new but broke its kickstart and couldn’t get a replacement. So he put another gearbox in; that’s why it didn’t have a trials gearbox. I said that’s a shame. He said do you want to buy a gearbox? He still had it. It was in his shed with no kickstart. So I bought it and put the original gearbox back in!”

Five ACU British Sidecar Enduro Championships were won in 1977, ‘79, ‘80, ‘81 and ‘82.

Classic Trial Magazine • Autumn 2022

Meeting • George Greenland

George looking confident in his last Pre-65 Scottish in 2011.

SIDECAR ENDUROS

George considers his most significant motorcycling achievements to be the five ACU British Sidecar Enduro Championships won in 1977, ‘79, ‘80, ‘81 and ‘82. In particular, he won every event he entered, and the following year when he won every event but one when the clutch came apart on the Wasp. However, the first Enduro sidecar was in 1972 at the Welsh Two Day on the original Triumph Twin Trials Sidecar outfit. George: “Everyone said the trials sidecar wasn’t suitable, but I geared it up to be able to ride it. We were told we should go and watch it first, but I had already ridden it on a solo. We would have won it, but Dave’s wife, Vera, and Maureen were the only crew; Maureen would ride to the checks. We got there, and they said we were on time, but we clocked in a minute early and lost marks, so we finished second. “The next year, we decided to do it again, but we needed something bigger, so Robin said we could have a Wasp. He was busy, but I went over to Wasp and built it. We would have won it the second time, but we had a puncture in the sidecar, and the air bottle was empty. We should have ridden on the flat

At the 2006 Pre-65 Scottish: Neil, George and Karen.

and could have got to the end no problem, but we lost time and were second again. “Another time, we were riding along, and a rock broke the frame tube, making the oil run out of the frame tube, and the engine seized. The bash-plate on the motocross outfits went between the tubes and not over the top and around the engine. We did win the Welsh three times and were second three or four times, but we stopped riding when a local rider used to average 80mph in the three miles through the forest where you had to go through the nadgery special tests. Some places were in second gear, but he used to cheat and go down the tracks. Two or three crews complained, but the response was, ‘he is a Welshman; he wouldn’t cheat’. It took all the fun out of it. The Welsh enduros were really good ones, and so was the Natterjack, which we won four or five times. “In 1982, we had the Wasp with the Wasp engine. My ex-passenger Dick Ramplee was riding really well on my old Norton Wasp. I remember at one special test, we had a chain come off, which had never happened before. We put it back on, and at the end, we were nine seconds down on Dick and Sean Gray. They said they were nine seconds up. Neil Clarke, who was in the chair, said we’ve got to go quick in this special test, so we went like idiots; jumped all the ditches, short-cuts across the corners. Dick said at the end, ‘what sort of special test did you have?’ I said it was a bit hairy but quick. He said we didn’t make any mistakes, and we were quick. We beat them by 10 seconds to be one second up. I could not believe that we’d made up the ten seconds!” Autumn 2022 • Classic Trial Magazine

Meeting • George Greenland

On the DOT at the 2018 Perce Simon Trial.

BEACH RACING – LE TOUQUET AND WESTON

Sidecar Enduros led to Beach racing at Le Touquet, which really suited the 1000cc Wasp outfit, which was clocked at 114mph down the main straight. George had three wins in 1982, ‘83 and ‘84, but one year this relied on an appeal to the organisers. Having completed five laps, they thought they had won easily, but the organisers presented a German crew with the award even though they had only completed two laps. George thought the lap scorers had missed them because they were so far ahead. After an appeal, the award arrived two weeks later, unfortunately in several pieces! George: “Travelling back from Le Touquet with Jack Matthews and Eddie Chandler, I thought Le Touquet was so much fun. I said we ought to do this in the UK. Where could we do it was the question? Southport was the first suggestion, but I said it had to be in the South of England. Weston Super Mare was then put forward as the perfect venue. The original request to run the race was turned down, but after a second appeal to the council, they agreed to trial it for a year. The rider entry, the track and organisation of the race went well. However, on the day of the event, there was chaos. The motorcycle enthusiasts were so excited by the ‘Le Touquet’ style event they came in their thousands, even the M5 was clogged up, and Weston was eaten and drunk dry! We ran Weston for 18 years before passing the reins over to the current organisers. The event brought the town several million pounds each year, and it continues today.”

Before the ‘off’ at the 2019 Arbuthnot Trial with Kerry and Maureen.

PRE-65

In the last thirty-plus years, George returned to solo trials, particularly riding Pre-65s either in the UK or Europe. The machines of choice have been three different Ariel HTs and then an ultralight DOT in a 1962 frame with a Villiers engine. Four years ago, he designed and built a Bantam Wasp, which is now his regular ride while the Mark II and III versions of the Bantam are in development. The Bantam is superbly setup; it ticks over like a metronome but has a silky power delivery with the aid of a big flywheel to give a burst of acceleration when needed; Mark II and Mark III will no doubt be even better. All of George’s engineering experience has gone into building and setting up this machine, and whoever rides it comments that it is so easy to ride. George: “Mick Grant tried the Bantam at a trial in Europe. I could hear the sound of the machine for half an hour as Mick put it through its paces, and he came back with a massive grin saying how easy it was to ride compared with his own BSA Bantam!”

With Karen in the chair at the 2019 Arbuthnot Trial.

Autumn 2022 • Classic Trial Magazine

George Greenland • Meeting

Keeping the feet dry at the 2019 Arbuthnot Trial.

SOLO TRIALS – EUROPE

European Pre-65 trials are very much high on the annual fixture list, often travelling with Maureen, Karen and Neil. When they had separate motorhomes, George and Maureen would make longer trips, travelling from one trial on one weekend and moving on to the next one, which may have been in a different country. George: “For two years, I was looking after the Wasp engines for Robin, driving the service van supporting Terry Good in the World Sidecarcross Championship. I did all the world rounds for two years. I got to know a lot of people abroad and made some good friends. We meet up now at Pre-65 trials; events abroad are much more sociable; they have a different culture, big marquees and food laid on. Some clubs have their own little clubhouse. We still go to Aywaille, Mons and Ventoux in Belgium, Germany and France. The events are amazing. At Ventoux, they have over 300 entries. The organisation is great, and they have no queues.”

SOLO TRIALS – PRE65 SCOTTISH

George rode the Pre-65 Scottish up to 2011, riding firstly on the Ariel, then a BSA C15 and more recently, the DOT. Daughter Karen and son-inlaw Neil rode with George, and Neil stills rides the event. In his last ride in 2011 on the DOT, George took the oldest finisher award riding at 79 years of age. In 2012, the Triumph Wasp Twin made a return to Scotland in the hands of Arthur Browning, who borrowed it for the Pre-65, but unfortunately, he didn’t complete the trial.

THE TALMAG AND THE ARBUTHNOT

There are several UK events on the fixture list which require specific machinery, like the four-stroke-only Talmag Trophy Trial. George won the sidecar class on the Triumph Twin in 1979, his only class win, and Classic Trial Magazine • Autumn 2022

Still a class winner on the Bantam Wasp in 2021 at Bryces Farm.

was runner-up twice, but he has come close several times in solo classes, finishing clean but missing out on special test times in both 2017 and 2020 riding the BSA C15 Wasp. Jokingly it was suggested George needed to work on his speed in the special tests, although he puts his lack of pace down to the gearing. In 2021, he lost out on a clean, jamming the front wheel between two small tree trunks for a five. The Arbuthnot Trial, over 80 miles of mainly off-road riding, is the one sidecar outing of the year on the BSA Goldstar outfit. It is a tough event; a broken sidecar wheel and the gearbox stuck in third have caused two retirements in the last five years, but there have been two wins and a second, including a win in 2021 as the only crew brave enough to take on the sidecar challenge. George’s riding fixture list on the BSA Bantam Wasp has included a long list of local trials, particularly with Waltham Chase MCTC, who he praises for their efforts in opening up trials after Covid. Lockdown was really rough for George, there is only a certain amount of practice you can do riding around the garden, and Waltham Chase came to the rescue. The list of class wins in local trials would take pages to document. Still, as an indication, since the return after lockdown in 2020, George has taken seven class wins in Open to Centre trials. He finished second in the 2021 Southern Centre Pre-65 D championship without completing all the rounds. Riding local trials often includes three generations of the family with daughter Karen, sons-in-law Neil and Phil (both ex-sidecar passengers) and grandsons Dean and Rory all riding. Great grandsons Fraser and Josh are yet to make their debuts but do come out and practice. The fixtures go further afield as well, with visits to Bath Classic, South Coast Scramble Club and Somerton Classic to some of his favourite venues of Emborough Ponds, Lamb’s Lair and Binegar Quarry. 45

Meeting • George Greenland

RIDING AT 90

Still feet-up on Hungry Hill in the 2022 Talmag Trial.

When asked what the secrets of riding at 90 are, the question is almost dismissed as there are too many things to do to think about it very much! George: “No secrets. I just really enjoy riding! This is the key, doing what you enjoy and mixing with like-minded motorcycle people. I’ve always eaten normal food and cooked a meal for myself and Maureen every day, and I’ve kept pretty fit. I’m the same weight now and can fit in the same 1980s riding gear.” I’ve kept going, riding Pre-65 events on the Bantam Wasp on courses set out for modern machines. I ride the easy route or the novice route on more Pre-65 sympathetic clubs. The skills are still there but preserving the knees and not bouncing off the motorcycle too much is important so you can ride the following day or week! “The Bantam, which is light and has light controls, helps with the arthritis, but I can ride other machines. Walking the sections is the hardest thing; some I don’t walk; I just watch others, or Karen tells me the route. I’ve seen others lose their balance and not be able to ride; luckily, I’ve kept mine. If that goes, then it’s dangerous to ride. Some riders who ride at a high level find it difficult to take on less challenging routes, and they are worried that everyone will want to beat them. This might be true, but I have a lot of fun watching them try, especially in the mud!”

Enjoying life at the Rickman open day in June 2022, with Jeff Smith on the left and Colin Dommett

ARE THERE AMBITIONS AT 90?

George: [He laughs]. “One ambition would be to ride with Sammy Miller again; he’s a bit younger than me and hasn’t ridden trials for a while, but he’d enjoy coming out with me for a ride, I must ask him. “I remember one memorable ride we had many years ago. Sammy mentioned he was going over to ride at Soucy in France and asked if I wanted to join him. He had an A40 pick-up. I took the Triumph over to him, and we swapped machines. We had a ride on each other’s motorcycles and didn’t always agree on how they were set up, with front forks too steep and footrests too low. “We went on a ferry, but the weather was so bad they couldn’t serve any food! It was Force 8; if it had got to Force 9, we couldn’t have gone. We went across. Sammy said he would pay if I could eat breakfast after that trip. I just went to sleep; he paid for breakfast. “The local school did all the administration for the trial. Sammy won the trial on his Honda, and I was second on the Triumph Twin. They presented him with a live pig and me with a live duck! A little girl came over and started to stroke the pig, so Sammy asked, ‘would you like the pig?’. So he gave it to the little girl, and I gave the duck away too.”

Life is still full of motorcycling adventures with four generations of the Greenland family in 2022!

Autumn 2022 • Classic Trial Magazine

TRIAL LUBRICATION JUST REACHED A WHOLE NEW STANDARD

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

1985 ACU BRITISH TRIALS CHAMPION STEVE SAUNDERS (HONDA) Picture Credit: Eric ‘EK’ Kitchen

1986 FIM WORLD TRIALS CHAMPIONSHIP STEVE SAUNDERS (ROTHMANS HONDA) Picture Credit: Toon Van De Vliet

Trail

TRIALS

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Ex-Works • Mecatecno

FIRST LOVE MECATECNO

Justyn Norek Jnr still has his first trials machine that his father bought him, a 50cc Mecatecno ‘Alevin’.

A phone call from our good family friend Carlo Ramella opened with an invitation to his summer chalet in the Alps to have a weekend together and to ride one of his numerous classic trials machines in this beautiful, exposed area. I have already ridden some of his fabulous machines, which, before knowing Carlo, I would never dreamt about having the chance to ever put my hands on. The first one was the legendary Sammy Miller Ariel GON 786; the sister machine GOV 132 lives in his superb museum in Great Britain. Having won the trust of Carlo for not crashing his Ariel, which is worth a fortune or any of his other machines in his vast collection that I have ridden, we initiated a long friendship and a unique chance to try and enjoy riding many other rare ex-works trials motorcycles. As usual, the question on the phone was which machine to test next. Carlo proposed many motorcycle names before he mentioned a Mecatecno; I was all ears. You may wonder why my choice was easy this time. The reason is very simple, the first trials machine my father bought me was a 50cc Mecatecno’ Alevin’. I still have this machine in my garage, and despite having had many offers to sell it, I keep it for sentimental reasons. You never forget your first love, do you? Words: Justyn Norek Jnr, Carlo Ramella and John Hulme • Pictures: Justyn Norek Snr, Yoomee Archive, Alan Vines, Solo Moto Mauri/Fontsere Collection and the Giulio Mauri Copyright and Toon van de Vliet

1985: Ronald Garcia (ESP) in the Spanish world round on a very similar model to the one we have here.

Autumn 2022 • Classic Trial Magazine

Mecatecno • Ex-Works

Small holes had been drilled by one of the previous owners to shave some weight off the machine. Heavily influenced by the Austrian Rotax rotary disc valve, Mecatecno designed their own version in-house; literally a brand-new engine.

It has a forward-motion kickstart lever to start it, just like the Fantic 300

stablished in 1979 by three ex-Derbi motorcycle employees, Jordi Rabassa, Joan Ruig and designer Ramon Mira, the Mecatecno Company first started making children’s motorcycles which grew over the years into an extensive range with a young target age group. In 1981 they produced a prototype twinshock trials machine using a modified Minarelli engine. This was followed by a larger capacity engine series of machines such as the MR we have on test, followed by the Dragonfly and finally the Skywalker models. Carlo Ramella takes up the story of how he acquired the Mecatecno MR 326 trials model. “In 2012, I had exchanged some letters with a gentleman, Mr Figol, who was a Spanish collector of motorcycles. He advertised that he was selling a Honda RTL 250, something I was very interested in and had been looking for over a long period of time with an intention to buy this great machine. During intense negotiations for the purchase of the Honda, Mr Figol had mentioned that he also had in his collection a rare ex-works Mecatecno MR 326 that had been used by the factory riders, including Ronald Garcia and Albert Juvanteny. Hearing this news, my adrenaline level rose, which increased further as he told me more about the machine. I was thinking he really has a Mecatecno MR 326 – a very rare and an early model still with drum brakes yet equipped with mono-shock suspension at the rear! The problem was he did not want to sell the Mecatecno, only the Honda RTL. After a long but friendly conversation showing how we were both very keen about trials machines, I managed to convince him to sell me both the Mecatecno and the Honda RTL. We both ‘shook hands’ over the telephone, and the deal was done; now I just had to organise picking up both machines, which were in Andorra!” Classic Trial Magazine • Autumn 2022

With no front downtubes the engine was very exposed.

Ex-Works • Mecatecno

Riding over the rocks the Mecatecno was very happy in this natural environment.

ROAD TRIP

“I decided to make the road trip during the Easter Holidays as I planned to take in a visit to Barcelona with my girlfriend and then to Andorra to pick up both of the machines without saying anything to her in advance, leaving this as an Easter surprise. “One evening in Barcelona at a restaurant I told her about the change in the holiday’s plans, surprisingly she accepted this modification, knowing my passion for motorcycles! So the next day, we arrived at the destination and met with Mr Figol, who took us to his garage. It was like an Aladdin’s Cave of rare motorcycle treasures, a real feast of classic Spanish motorcycles, both road and off-road. Everywhere I looked, a McLaren Suzuki caught my eye, early Bultaco, Montesa and

A machine very much with its own identity.

What impressed Justyn the most was its engine power; so tractable and producing good strong torque on low engine revs.

Ossa machines and numerous Hondas; I had to remember to keep my money in my pocket! We spoke about the machines for quite a while before I paid the agreed amount of money, and I happily loaded both the Honda and the Mecatecno into my Renault Espace and started on the trip back home. I was excited to get back home and only stopped one more night while on the road, and I was lucky to find a hotel with a locked garage, so we slept well knowing the treasured machines were well hidden and protected.”

THE REAL DEAL

“After arriving home, I excitedly called my good friend Pippo Bartorilla, inviting him to see the two machines I had purchased. A little time was spent confirming that the Honda was

the correct model I wanted before we moved quickly to the Mecatecno. We examined it in every detail, and to be honest, we were both so excited, I gave it a strong kick forward. Whilst this appears a little strange at first, I was used to it as I have a Fantic 300, which used the same forward motion to start it. I was like a child in the sweet shop; it sounded quite well with the engine starting quite easily. It was so original, just like the one I remember Juvanteny and the other team riders using in competition, with one small exception, which we both noted. There were some small holes drilled to shave some weight off the machine, which had been carried out by one of the previous owners. What amazed me though was that in the passing of close-on 40 years, it was still so original. I went to my bed that night a very happy man.”

A strong cast aluminium front fork brace was fitted.

Autumn 2022 • Classic Trial Magazine

Mecatecno • Ex-Works

1985: Gabino Renales (ESP) in the Spanish FIM World Round.

SOME MACHINE

Justyn Norek Jnr: “We arrived promptly at 9am to be met by Carlo and Pippo (Bartorilla), who had already prepared the green machine for my test ride. It stood very proud in the early morning sunshine; in my opinion, it looked so beautiful and functional. My excitement overtook me as I immediately jumped on the Mecatecno, still with my jeans and trainers on. With the machine still silent, I reminisced about the wonderful world of the Spanish machine. “The engine mass hits you straight away; it was heavily influenced by the Austrian Rotax rotary disc valve from which the team designed their own version in-house, literally a brand-new engine. It was a very brave move by such a small company to decide to construct their own engine rather than buying in a ready-built solution, but this was the path they took. It has a short-stroke, large capacity engine, which offered easy revving and good torque at the turn of the throttle. The cylinder barrel, head and crankcases were cast in aluminium, with lighter magnesium used for the outer cases. The cylinder had a steel liner to allow for re-boring, and used a Gandini piston. The forward kickstart was similar to the Fantic design, with the ignition from Motoplat. The frame is still one of the most distinctive features of the whole machine, with the engine being slung from the cylinder head, and it uses only the rear mounts of the crankcases for its location. The aluminium sump protector is attached to the underside of the engine and at the frame supporting the swinging arm. Its exhaust system takes an unusual route up and around the cylinder, where it is tightly tucked in with the position of the exhaust, which effectively shrouds the engine finning.”

1985: Ronald Garcia (ESP) – As you can see, the engine was quite bulky.

powerful engine down below, but happily, this is an illusion as the power delivery is smooth and very manageable. “The first hazard I found was a steep downhill entry into a stream bed, so you immediately get an impression of just how good the brakes are working. I must say I was pleasantly surprised as I am used to the more powerful disc brakes found on my four-stroke Montesa Cota 4RT. Straight away, I felt at home on the Mecatecno, and I was soon riding very

LET’S RIDE

“We planned to ride soon then have lunch together and then, in the late afternoon, to have a photographic session, searching for nice never-photographed spots around the picturesque Puy ski resort village in the Alps. I put my riding gear on while my father prepared our Nikon D4, ready for shooting the pictures. I didn’t even need to check the tyre pressures as my minder/mechanic Pippo assured me he had checked and lowered them to my preferred pressures! “As is the norm from a large-capacity single-cylinder engine of this era, starting from cold requires a fair bit of effort on the forward-motion kickstart lever. It gives you a full swing without risk of contact with the footrest compared to other motorcycles. “Sitting at tickover, it gives an awesome deep throbbing sound, hinting of a megaClassic Trial Magazine • Autumn 2022

With a modern concept, the rear suspension and the movement were very good at giving rider feedback.

Ex-Works • Mecatecno naturally, over the stones and rocks continuously washed by the mountain stream. Pippo and Carlo, who had watched me from the wooden bridge, were waving to me, so I turned the machine and rode up a steep uphill climb opening the throttle. It scrambled up easily, showing me its power and grip. And to be frank, in the past, I sometimes had difficulty with reaching the top with feet on footrests, even on a modern machine.”

NEAR PERFECT

1985: Riding in Great Britain in the FIM World Championship is Salvador Garcia (ESP)

“The handling was near perfect for me, and I enjoyed my ride immensely, pushing the limits of the Mecatecno all the time. I attempted some bigger hazards, riding up the river, selecting bigger rocks and steps. Despite its physical size, it was very easy to make a quick change of direction. What impressed me the most was its engine power, so tractable and producing good strong torque on low engine revs, yet it was ready to wake up quickly when I needed to lift the front wheel over obstacles or attack the steps. “With a modern concept, the rear suspension and the movement were very good at giving rider feedback, complemented by the excellent front suspension. This very good handling, together with the rotary disc valve engine, gave me a very confident feel. It does sometimes feel a little heavy, but then again, I am more used to riding a modern machine. “How would I conclude this test? I think the best way is to use the Mecatecno marketing slogan: ‘Traction, superb traction, is MECATECNO’s great attraction’ enough said!” Thank You, John Hulme: “It’s always a pleasure to make contact and receive words and pictures from Justyn Norek and his family and, of course, Carlo Ramella and Pippo Bartorilla. I last saw Justyn Norek Jnr in person at the 2019 Leven Valley Two-Day Trial; I hope it’s not too long until we can share a nice glass of red wine again!”

1985 MECATECNO MR 326 SPECIFICATIONS

It looks quite tall and is physically a large machine.

Snaking down the right-hand-side of the engine is the huge exhaust system.

ENGINE: Air-Cooled Single Cylinder Rotary Disc Valve; Capacity: 325.9cc — Bore and stroke: 70mm x 77mm; Carburettor: Bing 84 and Dell’Orto PHBH 28 Ø BS; Gearbox: Six Speed; Ignition: Motoplat Electronic. CHASSIS: Steel Tubing with Suspended Engine – Aluminium Sump Guard; Rear Subframe and Swinging Arm in Aluminium; Front Forks: Betor; Rear Suspension: Progressive System with Single Shock Absorber; Brakes: Front and Rear Drum Type. DIMENSIONS: Weight 96kg; Wheelbase 1,320mm; Overall Length: 2,000mm; Ground Clearance 340mm; Fuel Capacity 4.5 ltr.

Justyn Norek Jnr at the 2019 Leven Valley Two-Day Trial in Scotland on his Triumph Twin.

Autumn 2022 • Classic Trial Magazine

Mecatecno • Ex-Works On one of the early 200 Fantics before he was spotted by Montesa.

CLAIM TO FAME

LLUIS GALLACH Spain’s Lluis Gallach has worked in all areas of trials, from a young world championship contender, world round winner and development rider to minding for Laia Sanz and Albert Cabestany. In the present day of 2022, you will find him with the Scorpa & Sherco teams. Lluis was born in 1963 in Santa Cecilia of Voltrega, Spain, a small town close to Vic and the capital of the region of Osona, an area in which motorsport and trials are so prominent. Lluis would be no exception, and he presented them with two Spanish national championship titles, three second places and two third place positions, as well as a career in the world championship events. It has been and continues to be a provider of trials talent. This area of Catalonia can boast of having many riders at the top of the FIM Trial World Championship. Words: Classic Trial Magazine and Ramon Salles • Pictures: Yoomee Archive, Alan Vines Mauri/Fontsere Collection and the Giulio Mauri Copyright, Toon van de Vliet, the Gallach Family

Classic Trial Magazine • Autumn 2022 59

Ex-Works • Mecatecno

1983 would see full factory support gained from Montesa.

he Gallach family lived in the perfect area for motorcycle trials and, by a coincidence of life, Lluis attended the 1979 Barcelona Indoor Trial. He won a Puch Minicross in the raffle organised to find the magazine ‘Alone Motorcycle’s rider of the year. He purchased his raffle tickets, and his number was the one that won; who would have ever thought he would compete in the event years later? The small 150cc powered machine, along with an old motorcycle of his brother’s, were part-exchanged very quickly for one of the new blue Bultaco Sherpas. With that machine, he began to take the more serious steps of competition. On his way to his ‘Claim to Fame’, he would ride one of the early 200 Fantics before Montesa talent scouts spotted him. Through another local motorcycle shop, Vic Motorcycles Portus, he received support with the loan of a new Montesa Cota 350cc. Still supported by Portus, Lluis and his new team-mate, another Spanish trials hero Toni Gorgot, also received some support from the factory. In 1982 he achieved third in the national championship and came second the following year, behind Gorgot. In this same year, he participated for the first time in the Indoor at Barcelona, finishing in a superb third place behind world champions Eddy Lejeune (BEL) and Bernie Schreiber (USA).

So many famous Spanish names: Andreu Codina, Ignacio Verneda FIM, Jordi Tarres, Joan Frexia, Gabino Renales and Lluis Gallach.

Autumn 2022 • Classic Trial Magazine

Mecatecno • Ex-Works

FULL FACTORY

1983 would see full factory support gained from Montesa, but with the well-documented problems in the Spanish motorcycle industry, things did not go too well. In 1984 he joined the new Merlin concern. His good friend Joseph Paxau had begun to work with the owner of Merlin, Ignacio Bulto, and they produced a machine Gallach still has fond memories of. Two consecutive Spanish championships, winning five events in each season, were just rewarded for his efforts. In the world championship, he finished seventh in both 1984 and 1985, his best result a fourth in his home round despite having to organise his life around attending the compulsory national service in the Army. In 1986 he returned to Montesa enthused by the new Cota 335, although this did not give him the results he expected, and he lost his national title despite winning a round. It was hoped that signing for Mecatecno in 1987 would give him new motivation and drive after the poor season with Montesa. On the new and revolutionary ‘Dragonfly’ model, Lluis blew away his rivals to take a very memorable win in his home world championship round held in San Llorenc of Morunys, his best ever world round position. In a very tough competition, the majority of his rivals were excluded on time, but he kept his eye on the clock to take the win.

Classic Trial Magazine • Autumn 2022

1987: Luis Gallach in the FIM World round in Belgium.

Ex-Works • Mecatecno

1987: On his way to winning in Spain.

1987: Watching the clock took Lluis to the FIM world round win in Spain.

NEW IDEAS

Some older riders will recall the Montesa Cota 349, with a strange fuel tank with very reduced dimensions, an aluminium tank that was used for certain countries, including the UK, which had a fibreglass cover. Lluis noticed one of these fuel tanks and decided to make his own smallcapacity one to reduce the dynamics of the machine. In his years spent at Merlin with Joseph Paxau, they both agreed that lowering the centre of gravity for the fuel was the way to go with development. By achieving this, you would also increase the steering lock on the machine. Trials machines for one-day events need very little fuel, and so they followed this idea. Paxau, somewhat sceptical, said that he needed to see it in the sections to believe it could work. Lluis prepared a small bottle containing fuel, and the next morning he mounted it, placing it low on the machine and removing the original fuel tank, and completed the trial. Now convinced, Paxau prepared a hand-crafted fuel tank in aluminium which was tested and before long, a fibreglass one was made and fitted to the machine, which would later make production. The same thing happened with the Mecatecno’s development as Lluis asked again for a narrower fuel tank and continued the same strategy he had used with Paxau until he managed to convince the owners. It was not as easy to replicate on this machine, but eventually, they could see the vision of how it could work. This is the history of the strange design of the tank of the Dragonfly model. Over the following years, fuel tank design would change the look of the modern trials machine, all thanks to Gallach and his new ideas, a lovely man who always enjoyed the sport of motorcycle trials. 62

1987: In the snow and rain of the FIM world round in 1987 in Great Britain.

Autumn 2022 • Classic Trial Magazine

TWIN SHOCK RESTORATION

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International • 1982 FIM WTC

1982

FIM WORLD TRIALS CHAMPIONSHIP A strong, consistent season in 1981 would witness 19-year-old Frenchman Gilles Burgat becoming the youngest rider ever to win the FIM World Trials Championship, a record which still stands. As 1982 opened, however, it would be a change of power in the world championship for both riders and manufacturers. With the lure of more Italian Lira than SWM would offer, Gilles Burgat moved to the new 240 Fantic model as the Italian manufacturer raised its financial involvement in the world series. American Bernie Schreiber ditched the struggling Italjet project and moved to the vacant seat at SWM with a tried-and-tested machine. As the well-documented financial problems hit the mighty three manufacturers Bultaco, Montesa and Ossa in Spain, their world championship-winning riders, including Yrjo Vesterinen (Bultaco-FIN) 1977–1978 and Ulf Karlson (Montesa-SWE) 1980, were coming to the end of their careers. The old guard of English riders, including the first FIM World Trials Champion, in 1975, Martin Lampkin (Bultaco) and Malcolm Rathmell (Montesa), were in the same boat. This new generation would see other younger names joining Burgat and Schreiber, including 18-year-old Thierry Michaud (SWM-FRA) and another Lampkin, Arthur’s son John, on the new two-stroke Hiro engined CCM trials machine. As the trick riding, which included the ‘Pivot Turn’ and BunnyHop’, became more familiar, a new sound was beginning to have an impact at the very top of the sport; a young spectacle-wearing Belgian rider by the name of Eddy Lejeune on the four-stroke Honda. He had already tasted victory in 1980, with three wins, before winning again in 1981 in Belgium and Ireland. As we take a look at the first six rounds of the 12-round 1982 FIM World Trials Championship, Eddy Lejeune would lead the way, winning four rounds, followed by Schreiber and Burgat on one win each. Were we about to see a Japanese manufacturer with a four-stroke trials machine win its first-ever FIM World Trials Championship? We would have to wait and see. Words: Classic Trial Magazine • Pictures: Mauri/Fontsere Collection and the Giulio Mauri Copyright

Autumn 2022 • Classic Trial Magazine

1982 FIM WTC • International

Spain

Great Britain

Belgium

An early start to the season would begin with rain in Spain on 21st February. In the damp conditions, four-stroke power claimed the win; Eddy Lejeune was the man on form. In Belgium, again, damp conditions continued but, riding on his doorstep, Lejeune again dominated with a huge winning margin. In Great Britain, at the third consecutive world round on the bounce, Michelin tyres were out in force with a choice of four compounds available to the selected supported riders; it was just like Formula one! American Bernie Schreiber needed a win, and he duly delivered on a cold, dry day before the series break until mid-May. With Schreiber winning the Scottish Six Days Trial, beating Lejeune, who finished third, he arrived in Italy as the one to beat. But, under warm skies, Lejeune was having none of it; in a very tough trial, he again out-pointed his American rival. Would you believe that a French rider on French rubber won the French round? The defending champion Gilles Burgat gave the 240 Fantic model its first world round win on new super-sticky Michelin tyres. The top three all used the same compound tyre but using his home advantage Burgat was the winner. In Germany, a week later, Lejeune put on a masterclass of riding in a show of strength to take an easy victory. The season’s opening half would conclude on 6th June in Austria with the Belgian Honda rider 11 points in front of Schreiber and well clear of third-placed Burgat. Of the old guard, only Ulf Karlson remained in the top five with 17 points, some 67 behind the leader Lejeune; times were changing.

France

Classic Trial Magazine • Autumn 2022

Italy

Germany

International • 1982 FIM WTC

SPAIN

John Reynolds (Montesa-GBR)

Ulf Karlson (Montesa-SWE)

Talk about rain in Spain! At the opening round of the 1982 FIM World Trials Championship, the heavens opened to change the lie of the usually bonedry ground into a slippery, wet event. So it was no surprise that the fight for supremacy would be between the final top three Eddy Lejeune (Honda-BEL), Bernie Schreiber (SWM-USA) and Gilles Burgat (Fantic-FRA). Words: CTM • Pictures: Erik Kitchen Mauri/Fontsere Collection and the Giulio Mauri Copyright

Yrjo Vesterinen (Bultaco-FIN)

As we have seen before in Spain, the time element would prove troublesome as out of the 121 starters; only 55 would finish on time. As the first lap opened, it was Lejeune on 34 and Burgat on 35 who would be battling for the lead, followed by Schreiber on 39 and the surprise of the day, John Lampkin on the new CCM in fourth on 42. On the second lap, Lejeune scored the best lap of 31 marks to take the win as John Lampkin scored his and CCM’s first FIM points in seventh; his Uncle Martin would take the last point in tenth. With time playing a huge part in the results, for only the third time in his career, Yrjo Vesterinen did not make the finish, filling his Bultaco with water one section from home as Burgat just made the cut, struggling with a seizing engine on the new Fantic.

ROUND ONE: OLOT, SPAIN 21ST FEBRUARY 2 LAPS OF 21 SECTIONS

Kiyoteru Hattori (Honda-JPN)

RESULTS: 1: Eddy Lejeune (Honda-BEL) 65; 2: Bernie Schreiber (SWM-USA) 79; 3: Gilles Burgat (Fantic-FRA) 86; 4: Jaime Subira (Fantic-ESP) 88; 5: Manuel Soler (MontesaESP) 88; 6: Ulf Karlson (Montesa-SWE) 89; 7: John Lampkin (CCM-GBR) 96; 8: Toni Gorgot (Montesa-ESP) 51; 9: Scott Head (Italjet-USA) 97; 10: Martin Lampkin (SWM-GBR) 99 – Other British 13: Peter Cartwright (Italjet) 108.

Autumn 2022 • Classic Trial Magazine

International • 1982 FIM WTC

BELGIUM

Eddy Lejeune (Honda-BEL)

Bernie Schreiber (SWM-USA)

This Bilstain venue is tough even on a dry day, but with a light drizzle of rain, it became a much more challenging event, as is to be expected. Riding on his own doorstep, Eddy Lejeune carried his winning form to his home round. A seven-hour time limit kept everyone on the move; the biggest problem though was the hordes of people wanting to watch their home hero Lejeune! Talk about a walk in the park; this was a very tough event. For Eddy Lejeune though, he could do no wrong, making this his third consecutive victory at the well-known Bilstain venue found just outside Verviers. A lap of 11 kilometres, ridden over three laps of 18 sections, would be made difficult once again with a tight time limit and so many spectators around the course slowing the riders’ progress. Words: CTM • Pictures: Mauri/Fontsere Collection and the Giulio Mauri Copyright

Gilles Burgat (Fantic -FRA)

Charles Coutard (Bultaco-FRA)

Autumn 2022 • Classic Trial Magazine

1982 FIM WTC • International

Ulf Karlson (Montesa-SWE)

The highlight for many trials enthusiasts would be the four-foot step on section 17. The problem was that there was no middle ground; you either got up it or you crashed back down, with no official ‘minders’ for the riders. Throw in the tight time limit, and it would bring many top riders crashing back down! Many riders who have ridden at this venue will know how slippery it becomes when wet. Both Eddy Lejeune and Bernie Schreiber rode the step in a very confident mood, and the results were the same, with clean rides recorded. Martin Lampkin used all his strength with a huge single ‘dab’ to put him on the top. John Reynolds had a massive crash, finishing his day’s riding with a burst fuel tank on the Montesa. Before the mud carried on to the rocks in the runup to the step, the section was very rideable, but on the second and third laps, it was carnage with many riders and machines crashing. Maybe it was the power of the four-stroke Hondas of Lejeune and his fellow Japanese team rider Kiyoteru Hattori, but they both went up the step with ease. None of the 18 sections was easy, the mixture of rocks and rooted climbs taking many marks for everyone. The two Bultaco team riders, Charles Coutard and Yrjo Vesterinen, scored their first points of the year, finishing fourth and eighth, and it was also the first points in 1982 for Italian Danilo Galeazzi on the SWM. Martin Lampkin was the only UK points scorer

Classic Trial Magazine • Autumn 2022

Manuel Soler (Montesa-ESP

as John struggled home in 22nd position on 189 marks lost; yes, it was that hard. After his exclusion for not making the time limit in Spain, it was a much better ride for the new French rider, Thierry Michaud, who finished 12th on 157 marks lost. In addition, many riders questioned the dubious observing in Belgium, which was considered inconsistent. Still, one thing was for sure, Lejeune, Schreiber and Burgat were starting to turn the championship into a three-way battle..

ROUND TWO: BILSTAIN, BELGIUM 28TH FEBRUARY 3 LAPS OF 18 SECTIONS

RESULTS: 1: Eddy Lejeune (Honda-BEL) 79; 2: Bernie Schreiber (SWM-USA) 106; 3: Gilles Burgat (Fantic -FRA) 109; 4: Charles Coutard (BultacoFRA) 113; 5: Ulf Karlson (Montesa-SWE) 128; 6: Martin Lampkin (SWM-GBR) 131; 7: Danilo Galeazzi (SWM-ITA) 138; 8: Yrjo Vesterinen (Bultaco-FIN) 140; 9: Jean Marie Lejeune (Montesa-BEL) 143; 10: Fred Michaud (Bultaco-FRA) 145.

CHAMPIONSHIP AFTER TWO ROUNDS POSITIONS: 1: Eddy Lejeune 30; 2: Schreiber 24; 3: Burgat 20; 4: Karlson 11; 5: Subira 8; 6: Coutard 8; 7: Martin Lampkin 6; 8: Soler 6; 9: John Lampkin 4; 10: Galeazzi 4; 11: Gorgot 3; 12: Vesterinen 3; 13: Head 2; 14: Jean Marie Lejeune 2; 15: Fred Michaud.

Martin Lampkin (SWM-GBR)

International • 1982 FIM WTC Bernie Schreiber (SWM-USA)

GREAT BRITAIN

Charles Coutard (Bultaco-FRA)

On a crisp Spring morning in early March, Bernie Schreiber arrived at Raydale, Bainbridge in North Yorkshire, knowing he had to stop the onward march of the winner of the first two rounds, Eddy Lejeune, on the four-stroke Honda if he was to stand any chance of a second FIM world title. Wetherby and District Motor Club Limited had used the wide-open land at this superb venue to the maximum with a wide variety of sections to test the very best. Would you believe 56 riders from as far afield as America, Belgium, Canada, France, Germany, Holland, Italy, Japan, Spain, and Finland would join 34 UK riders for the third round? There was concern in the press over the sales of new motorcycles and a declining marketplace for many manufacturers, including production models from Aprilia, Armstrong, Beta, Bultaco, Fantic, Gori, Italjet, Majesty Yamaha, Montesa, Ossa, SWM, Whitehawk and Yamaha. The big question was, just how many would remain? One thing was certain riders still wanted to ride in trials at all levels of the sport, including the FIM World Trials Championship. Words: CTM Mike Rapley Pictures: Eric Kitchen Mauri/Fontsere Collection and the Giulio Mauri Copyright

Martin Lampkin (SWM-GBR)

Autumn 2022 • Classic Trial Magazine

1982 FIM WTC • International

Malcolm Rathmell (Montesa-GBR)

FEET-UP FIVE

John Lampkin (CCM-GBR)

The fight for supremacy was at its highest after the first of the two laps. Schreiber and Lejeune parted with 23 marks, with Schreiber being marked for a ‘Feet-Up’ five. Toni Gorgot followed on the short-stroke Montesa on 25 and Gilles Burgat on 26, with Yrjo Vesterinen behind also in close contact on 28. Malcolm Rathmell was the best of the Brits on 36, with Martin and John Lampkin on 41. A huge crowd of over 3,000 people turned out as the sun shone through to brighten up the day, and the action just got better on lap two. As the trial reached its conclusion on the second lap, just a single mark separated Schreiber and Lejeune — they were that evenly matched before a derailed chain had the Belgian rider stood motionless on the Honda to record a fivemark penalty. As it happened, Schreiber won on 47, with Lejeune on 51. Martin Lampkin dramatically improved on his second lap to finish in eighth, with Rathmell ninth and John Lampkin taking the last championship point in tenth. Other notable home rides came from Peter Cartwright, who just missed the championship points by three marks and Gerald Richardson on the Ossa, who finished 19th. The talk of the trial were the new Michelin tyres, and the factory-supported riders, including Lejeune, who had moved from Dunlop, had a choice of

Chris Sutton (Ossa-GBR)

Classic Trial Magazine • Autumn 2022

three compounds. It gave them an advantage in the varying terrain and the performance of Pedro Olle from Spain on the new white Italian Beta, who came home 13th. The championship would now take a break before returning to Italy in May.

ROUND THREE, BAINBRIDGE, GREAT BRITAIN 7TH MARCH • 2 LAPS OF 29 SECTIONS

RESULTS: 1: Bernie Schreiber (SWM-USA) 47; 2: Eddy Lejeune (Honda-BEL) 51; 3: Toni Gorgot (Montesa-ESP) 52; 4: Gilles Burgat (Fantic -FRA) 56; 5: Charles Coutard (Bultaco-FRA) 63; 6: Yrjo Vesterinen (Bultaco-FIN) 64; 7: Danilo Galeazzi (SWM-ITA) 67; 8: Martin Lampkin (SWM-GBR) 74; 9: Malcolm Rathmell (Montesa-GBR) 76; 10: John Lampkin (CCM-GBR) 79 – Other British 11: Peter Cartwright (Italjet) 82; 16: Chris Sutton (Ossa) 95; 17: John Reynolds (Montesa) 95; 19: Gerald Richardson (Ossa) 97.

CHAMPIONSHIP AFTER THREE ROUNDS POSITONS: 1: Eddy Lejeune 42; 2: Schreiber 39; 3: Burgat 28; 4: Coutard 14; 5: Gorgot 13; 6: Karlson 11; 7: Martin Lampkin 9; 8: Vesterinen 8, 9: Galeazzi 8; 10: Subira 8; 11: Soler 6; 12: John Lampkin 5; 13: Head 2; 14: Jean Marie Lejeune 2; 15 Rathmell 2; 16: Fred Michaud 1.

Jaime Subira (Fantic-ESP)

Steve Butch Robson (Fantic-GBR)

1982 FIM WTC • International

ITALY

Bernie Schreiber (SWM-USA)

Gilles Burgat (Fantic-FRA)

With the Scottish Six Days victory under his belt, all eyes would be on Bernie Schreiber to continue to take the fight to Lejeune in Italy after his win at round three in Great Britain. It was vital for the growing Italian trials manufacturers to have the bragging rights in Italy regarding who had invested the best between the two top players, Fantic and SWM. After the rain and snow in Scotland at the SSDT, it was a welcome change to the warm Italian sun for round four of the championship. The two-lap course around the village of Locca would test the riders with its bone-dry rocks and climbs on a demanding course. It needed to be tough, such was the high standard of riding from the top three, and showing the resurgence of motorcycle trials in Italy, an estimated crowd of over 5,000 people watched the action unfold under the summer sun. The valley for the competition was sealed off, with the monies from the paying spectators going to the local community. Words: CTM • Pictures: Eric Kitchen Mauri/Fontsere Collection and the Giulio Mauri Copyright

Danilo Galeazzi (SWM-ITA)

Classic Trial Magazine • Autumn 2022

Thierry Michaud (SWM-FRA)

International • 1982 FIM WTC

Toni Gorgot (Montesa-ESP)

John Reynolds (Montesa-GBR)

The area included some of the many overflow gullies from the local rivers, which were full of huge boulders; the sections would wind up the steep banks. Section one would give riders an idea of what would come during the day, with a long, steep, rocky and very traditional section lined by the many thousands of spectators. It stopped everyone bar a handful, including a superb performance from Lejeune using the four-stroke machine to its very best with his smooth flowing riding, parting with just two marks. The only two riders to exit the ends cards without stopping were Gilles Burgat on the 240 Fantic, now featuring many changes to the engine and the frame, and French rider Thierry Michaud on the SWM. He would score his first-ever FIM World Championship points in Italy with a strong fifth-place finish. As is usual for the top riders, they had used up over 70% of their time allowance on the first lap, not leaving much time to complete the second and finish in the allocated seven hours and twenty-five minutes. Bernie Schreiber took the first-lap lead from Eddy Lejeune, with the scores at 58 and 65 marks lost. On the second lap at the last-but-one section, Schreiber was stopped by an eager spectator in the section. On the rerun, he still took the five though. Lejeune could sense victory and was pulling his rival in at many of the sections to take the win.

John Lampkin (CCM-GBR)

To give readers some idea of the severity of the event, eighth-place finisher, Great Britain’s John Lampkin, had just six clean rides all day and 28 five-mark penalties in his total of 178 marks lost.

ROUND FOUR: BEZZECA, ITALY

16TH MAY • 2 LAPS OF 25 SECTIONS

RESULTS: 1: Eddy Lejeune (Honda-BEL) 107; 2: Bernie Schreiber (SWM-USA) 114; 3: Gilles Burgat (Fantic -FRA) 123; 4: Danilo Galeazzi (SWM-ITA) 137; 5: Thierry Michaud (SWM-FRA) 140; 6: Toni Gorgot (Montesa-ESP) 140; 7 Renato Chiaberto (Ossa-ITA) 167; 8: Yrjo Vesterinen (Bultaco-FIN) 168; 9: Ulf Karlson (Montesa-SWE) 170; 10: Martin Lampkin (SWM-GBR) 171 – Other British 11: John Reynolds (Montesa) 172; 15: John Lampkin (CCM) 178.

CHAMPIONSHIP AFTER FOUR ROUNDS

POSITONS: 1: Eddy Lejeune 57; 2: Schreiber 51; 3: Burgat 38; 4: Gorgot 18; 5: Galeazzi 16; 6: Charles Coutard 14; 7: Karlson 13, 8: Vesterinen 11; 9: Martin Lampkin 10; 10: Jaime Subira 8; 11: Manuel Soler 6; 12: Thierry Michaud 6; 13: John Lampkin 5; 14: Chiaberto 4; 15: Scott Head 2; 16: Jean Marie Lejeune 2; 17; Malcolm Rathmell 2; 18: Fred Michaud 1.

Gabino Renales (Ossa-ESP)

Autumn 2022 • Classic Trial Magazine

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1982 FIM WTC • International Gilles Burgat (Fantic-FRA)

For the first time this year Gilles Burgat (Fantic), riding on home soil, pushed Eddy Lejeune and Bernie Schreiber into second and third to give the 240 Fantic its first world round win. As the top 20 finishers were all on Michelin rubber, it was Burgat who had the softest compound of tyre fitted as light rain turned the event into a very slippery one, which gave him the winning edge. Words: CTM • Pictures: Mauri/Fontsere Collection and the Giulio Mauri Copyright As Burgat took the win in the damp conditions, Thierry Michaud used the home advantage to take his best finish of the year, unfortunately losing out on the podium to Bernie Schreiber as they tied on 119 marks lost. Once again, this was a high-scoring event, and the English rider on top form was John Reynolds, who came home seventh, followed by John Lampkin in tenth. With Martin Lampkin still riding the prototype 350 SWM, he finished 16th, with Mick Andrews making an appearance finishing 29th on 173 marks lost.

ROUND FIVE: ST LEONARD, FRANCE 23RD MAY 3 LAPS OF 15 SECTIONS

RESULTS: 1: Gilles Burgat (Fantic -FRA) 93; 2: Eddy Lejeune (Honda-BEL) 99; 3: Bernie Schreiber (SWM-USA) 119; 4: Thierry Michaud (SWM-FRA) 119; 5: Toni Gorgot (Montesa-ESP) 121; 6: Jaime Subira (Fantic-ESP) 128; 7 John Reynolds (Montesa-GBR) 130; 8: Fred Michaud (Bultaco-FRA) 131; 9: Charles Coutard (Bultaco-FRA) 138; 10: John Lampkin (CCM-GBR) 143 – Other British 16: Martin Lampkin (SWM) 149.

CHAMPIONSHIP AFTER FIVE ROUNDS

FRANCE

Yrjo Vesterinen (Bultaco-FIN)

Classic Trial Magazine • Autumn 2022

Martin Lampkin (SWM-GBR)

POSITIONS: 1: Eddy Lejeune 69; 2: Schreiber 61; 3: Burgat 53; 4: Gorgot 24; 5: Galeazzi 16; 6: Charles Coutard 16; 7: Thierry Michaud 14; 8: Karlson 13, 9: Jamie Subira 13; 10: Yrjo Vesterinen 11; 11: Martin Lampkin 10; 12: Manuel Soler 6; 13: John Lampkin 6; 14: Renato Chiaberto 4; 15: Fred Michaud 4; 16: John Reynolds 4; 17: Scott Head 2; 18: Jean Marie Lejeune 2; 19: Malcolm Rathmell 2.

Mick Andrews (Majesty-GBR)

International • 1982 FIM WTC

GERMANY Putting on a super display of both man and machine on some very natural terrain, Eddy Lejeune was in stunning form to give everyone else a lesson in trials riding; the winning 24-mark winning advantage told its own story. It was a good day for Great Britain as John Lampkin finished fourth and Peter Cartwright scored his first ever FIM World Trials Championship points with a superb eighth place as the old guard of Martin Lampkin took the last point on the 350 SWM. Words: CTM • Pictures: Mauri/Fontsere Collection and the Giulio Mauri Copyright

John Lampkin (CCM-GBR)

Eddy Lejeune trounced the opposition as the series took another break with six rounds completed. Bernie Schreiber remained his nearest challenger as Burgat’s fifth place dropped him off the pace of the leading two. These three riders were well in front of the rest of the championship points-scorers. Unless Schreiber or Burgat could turn their form around, it was looking more likely that we would have the first four-stroke winner and a first for a Japanese manufacturer in the FIM World Trials Champions, with a further six rounds remaining.

ROUND SIX: SULZ AM WILBERG, GERMANY 30TH MAY 3 LAPS OF 17 SECTIONS

RESULTS: 1: Eddy Lejeune (Honda-BEL) 19; 2: Bernie Schreiber (SWM-USA) 43; 3: Toni Gorgot (Montesa-ESP) 47; 4: John Lampkin (CCM-GBR) 58; 5: Gilles Burgat (Fantic-FRA) 62; 6: Juan Freixas (Merlin-ESP) 66; 7: Ulf Karlson (MontesaSWE) 70; 8: Peter Cartwright (Italjet-GBR) 72; 9: Martin Lampkin (SWM-GBR) 81; 10: Thierry Michaud (SWM-FRA) 82.

CHAMPIONSHIP AFTER SIX ROUNDS

Juan Freixas (Merlin-ESP)

Thierry Michaud (SWM-FRA)

POSITIONS: 1: Eddy Lejeune 84; 2: Schreiber 73; 3: Burgat 59; 4: Gorgot 34; 5: Ulf Karlson 17; 6: Galeazzi 16; 7: Charles Coutard 16; 8: Thierry Michaud 15; 9: John Lampkin 14; 10: Jamie Subira 13; 11: Martin Lampkin 12: 12: Yrjo Vesterinen 11; 13: Manuel Soler 6; 14: Juan Freixas 5; 15: Renato Chiaberto 4; 16: Fred Michaud 4; 17: John Reynolds 4; 18: Peter Cartwright 3; 19: Scott Head 2; 20: Jean Marie Lejeune 2; 21: Malcolm Rathmell 2.

Autumn 2022 • Classic Trial Magazine

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Sport • Highland Classic

HIGHLAND CLASSIC

A GOLDEN CELEBRATION It seems like an eternity since Mick Andrews won the 1972 Scottish Six Days Trial on the Ossa, the last win for the iconic Spanish motorcycle manufacturer — 50 years ago, to be exact. This win was a highly prestigious one, with the fight between Bultaco, Montesa and Ossa commanding the bragging rights, which, of course, would be followed by machine sales. It was very much a case at the time of win on Sunday, sell on Monday. With all this in mind, the Inverness and District Motor Cycle Club Limited decided that their extremely popular Highland Classic Two-Day Trial in Scotland would, for 2022, be titled the ‘Ossa Edition’. So it was time for them to make the telephone call to the winner of the 1972 ‘Scottish’ Mick Andrews to invite him to be their guest of honour. Still, as super-enthusiastic as he was when he won in 1972, he gladly accepted their offer. Words: John Moffat and Classic Trial Magazine • Photographs: Iain Lawrie and Fin Yeaman

Autumn 2022 • Classic Trial Magazine

Highland Classic • Sport

The Ossa Edition

GUEST OF HONOUR AND A THEME

Mick Andrews and John Moffat

Why a guest of honour, you may ask? The Inverness and District Motor Cycle Club’s Company and General Secretary, John Moffat, went to Spain in 2012 and was invited as the guest of his Spanish friend, Javier Cruz. Javier would lend John a Bultaco for the Spanish ‘Robregordo’ event near Madrid. Friends for many years, both were super motorcycle trials enthusiasts. Speaking with fellow British rider and motorcycle journalist Tim Britton, they had both enjoyed the event and its success and agreed that the winning formula included the invitation of a guest of honour; in this case, it was Sammy Miller. The following year, in 2013, Finland’s three-time FIM World Trials Champion Yrjo Vesterinen would be the guest of honour at the Highland Classic, which brought with him a host of other star Bultaco riders, creating the ‘Bultaco Classic Trials Team’ for the 2013 Highland Classic. The event now also had a theme. Since then, they have had, in 2014, Dave Thorpe and the Thorpe Edition; 2015, Bill Wilkinson and the tenth edition of the two-day event; 2016, Mick Andrews and the Yamscot edition; 2017, Rob Shepherd and Nick Jefferies as the Honda edition; 2018, Dougie Bald and the Montesa edition; 2019, Bernie Schreiber and the SWM edition. As we know, the pandemic stopped the 2020 edition returning in 2021 with the ‘Fantic Edition’, with guest Steve Saunders. The organising club has always encouraged riders to enter their machines associated with the theme, and 2022 was no different, with a delightful selection of Ossa machinery on display. Team Ossa

Classic Trial Magazine • Autumn 2022

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Autumn 2022 • Classic Trial Magazine

Highland Classic • Sport

Best Pre-72 Twin-Shock B Route Winner: Pete Carson (Ossa)

THE FRIENDLIEST CLASSIC TRIAL IN SCOTLAND

This phrase ‘The Friendliest Classic Trial in Scotland’ was ignited in 2015. The club strived to retain the friendly ‘feel’ of the event with a warm welcome to everyone involved. The club even arranges for a local piper to play for 15 minutes before the trial starts. On the opening day and during the two days of action this year, Mick Andrews did his best to warmly welcome everyone he met, taking time to speak with them and share his many trials memories during a phenomenally successful riding career. There is no individual winner of the event, as riders are separated into classes; it helps retain the friendly atmosphere and sets the event apart from other similar classic trials. John Moffat: “We hit on a sustainable idea with the event themes, and, so far, we have covered all the main Spanish marques and a couple of the Japanese. The 2023 event will celebrate the Suzuki brand. The guest of honour feature adds a little bit of a speciality — a feature we are keen to continue. It was Bernie Schreiber who said to me about the main trial partner, that of Alvie & Dalraddy Estates. We look after and work with them, and they support our club. The Inverness club relies on a small group of committee members to organise the trial and relies heavily on the landowners. We actually run three events per year on the estate.” Best Pre-77 Twin-Shock B Route Winner: Ian Tracey (Ossa)

Classic Trial Magazine • Autumn 2022

Best Cantilever Ossa: Chris Gascoigne Best Female: Nathanya Houlihan (Bultaco)

Sport • Highland Classic

Martin Beech (Ossa)

Oldest Finisher: Keith Gardner (BSA)

2022 OSSA EDITION

The entries opened for the 2022 Ossa Edition at midnight on 1st February, and the 200 places were filled in eight minutes via an online entry system. As a result, 192 competitors lined up for the start on the Saturday, and the weather was dry for the whole weekend, a Godsend for observers, of which there were 30 on hand. The club also ran a prize draw for the observers, with a £100 first prize on each of the two days. The course was just over five miles in length, and riders tackled 18 sections, covered twice, with a diverse set of sections on the second day. Four-stroke Pre-65 A route class winner Jim Hough summed up the Highland Classic perfectly: “The Highland Classic is a well-thought-of event in the UK, and it has maintained its friendly status and relaxed atmosphere. I know it is a competition, but the riders seem to congregate at the end of each day in a very laid-back mood to take in the banter.” John Moffat: “Next year, we will open the entries at 8pm on 1st February to make it a little easier for people to enter, but we can’t guarantee that we won’t be oversubscribed again! We are also delighted that Nigel Birkett has accepted the invitation to be the club’s guest. The good news for riders taking part in 2023 is that Dalraddy Estate is expanding their holiday park, so extra accommodation will be available just over a mile from the start.”

CMY

Mick Andrews (Ossa)

HIGLAND CLASSIC 2022 CLASS WINNERS: A ROUTE

CLASS 1 FOUR-STROKE P-65: Jim Hough (Triumph) 12. CLASS 2 TWO-STROKE P-65: Chris Collins (BSA) 22. CLASS 4 PRE-77 TWIN-SHOCK: Pete Ashmore (Yamaha) 5. CLASS 5 POST- 77 TWIN-SHOCK: Neil Dawson (SWM) 0. CLASS 7 UNDER-35 P-65: Joel Gowan (BSA) 0. CLASS 8 – UNDER-35 TWIN-SHOCK: Calum Murphy (Fantic) 4.

CLASS WINNERS: B ROUTE

CLASS 1 FOUR-STROKE P-65: Jim Tennant (BSA) 4. CLASS 2 TWO-STROKE P-65: Alick Murray (BSA) 9. CLASS 3 PRE-72 TWIN-SHOCK: Peter Carson (Ossa) 23. CLASS 4 PRE-77 TWIN-SHOCK: Ian Tracey (Ossa) 28. CLASS 5 POST-77 TWIN-SHOCK: Graham Law (Honda) 5. CLASS 7 UNDER-35 P-65: Jack Varty (Triumph) 39. CLASS 8 UNDER-35 TWIN-SHOCK: Colin Ward Jnr (Honda) 4.

SPECIAL AWARDS

Gary Daykin (Ossa)

OLDEST FINISHER DEREK EDGAR TROPHY: Keith Gardner (BSA) 68. BEST OSSA: Peter Carson 23. BEST OSSA CANTILEVER: Chris Gascoigne 3. BEST FEMALE: Nathanya Houlihan (Bultaco) 126. REH AWARD: Joel Gowan (BSA) 0. ROCKSHOCKS A AWARD: Neil Dawson (SWM) 0. ROCKSHOCKS B AWARD: Jim Tennant (BSA) 4.

Autumn 2022 • Classic Trial Magazine

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What’s new • 1972

250cc

OSSA

MAR

As Mick Andrews continued with the ongoing development of the new Ossa replica model, the MAR, it was announced in February 1971 in the UK that there would be a new importer taking over from Derbyshire-based Eric Housley. Alan Kimber and Peter Fletcher would form Ossa UK, with rider support going to Dave Thorpe and Bill Wilkinson; Andrews’ contract was direct with Ossa in Spain. Thorpe was desperate for a new machine and was riding a twoyear-old Pennine model, whilst, at one point, Wilkinson had resorted to riding Peter Fletcher’s Bultaco with Ossa stickers on it before a Pennine model was located for him to ride! In the hands of ‘Magical’ Mick Andrews, the Ossa prototype was proving to be a winner in both the Scottish Six Days Trial and the European Championship. However, with the new MAR ready for production in October 1971, heavy rain storms had caused a river near the factory in Barcelona to breach its banks and flood the factory, causing £400,000 worth of damage; production was stopped. Words: John Hulme • Pictures: Malcolm Carling, Yoomee Archive

Arthur Lampkin

Autumn 2022 • Classic Trial Magazine

1972 • What’s new

Bill Wilkinson

Peter Fletcher

fter a considerable push by everyone at Ossa, the new 250 Ossa MAR models rolled off the production line in time for the end-of-year motorcycle show in London, priced at £325. It looked very good and was endorsed by Mick Andrews; the dealer orders came thick and fast. Northern off-road specialist Jim Sandiford ordered 25 straight away; he would sponsor rising North-West trials rider Clive Smith on one, while Southern-based dealer, Bob Gollner, followed suit ordering 20. 1972 promised to be an exciting year, and Ossa UK had expanded its new team to include Mick Bowers and Arthur Lampkin to ride alongside Dave Thorpe and Bill Wilkinson.

WINNER

As Mick Andrews continued to win, so did other Ossa riders. Armed with his new Ossa at a Winsford trial and fitted as standard with his own Renthal handlebars as part of a deal with the factory in Spain, Henry Rosenthal won on his first outing. Derek Adsett soon moved to an Ossa, followed by Mick Wilkinson; the winning came almost immediately. Resplendent with a silver frame and a white-and-green fuel tank and side panels, Ossa had made serious inroads to the domination of Bultaco and Montesa in the trials market. At the Scottish Six Days Trial, out of an entry of 250 machines, 37 were the new Ossa MAR. They had a star rider in Mick Andrews and a star machine with the MAR, but behind the scenes, it was not all plain sailing. Andrews had many ideas about which way machine development should go, but Ossa would not listen to him; they had their winning machine, which was selling well, so why change it?

ALL CHANGE

In the latter part of 1972, Mick Andrews called into the Yankee headquarters while on a promotional tour of the USA with the new Ossa. Yankee had an association with Ossa and built its own 500cc desert–enduro type off-road machine. Unfortunately, whilst out testing, he crashed it and badly damaged his shoulder. Around this time, news broke in the motorcycling press that Rod Gould had approached him from Yamaha to join them. So in 1973, Mick Andrews moved to the company to develop the new TY model range, and, as they say, the rest is history; the glory years of Ossa would never be the same again. Classic Trial Magazine • Autumn 2022

PICTURES – OTLEY NEW YEAR TRIAL JANUARY 1972

John Hulme: “It was a surprise find when scanning a box of negatives from Malcolm Carling that these rare pictures came to light for the first time of the new 250cc Ossa MAR in action. I called him. He remembered the day at the New Year Trial, a cold and damp affair, but as usual, he had enjoyed the banter with his friends Peter Fletcher, Arthur Lampkin and Bill Wilkinson.” 87

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Andy Metcalfe Classic Trial Mag 0221.pdf

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Autumn 2022 • Classic Trial Magazine

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Classic Trial Magazine • Autumn 2022

Vintage Vines • 1972

EURO WINNER

MICK ANDREWS

(OSSA-GBR)

No, we are not talking of a lottery winner, but Mick Andrews (OssaGBR), who, by the time the year ended, had retained the European Trials Championship, having first won it in 1971; he was a very happy man. At a time when English riders and Spanish motorcycle manufacturers still dominated the trials world, this title was the one to win. Ossa had a new machine, the MAR (Mick Andrews Replica), and they knew the victory would secure sales of the new model. The first production batch of the very first MAR Ossa replica machines had arrived from Spain at the London Show just before the European season commenced in Belgium. Mick Andrews had his own machine, but the first production models would go to the official UK importer Peter Fletcher and his riders Mick Bowers, Arthur Lampkin, Dave Thorpe and Bill Wilkinson. The Spanish machines dominated the trials market, and it was big business in the early ’70s. Very shortly, the Japanese would start to take a serious interest in the appeal of trials as a family sport. Words: Classic Trial Magazine, Mick Andrews • Pictures: Alan Vines, Yoomee Archive

Martin Lampkin (Bultaco-GBR): On the new 325cc Bultaco; one week earlier he had given the new machine its first ever ACU British Championship win at the Cotswolds Cup Trial.

Autumn 2022 • Classic Trial Magazine

1972 • Vintage Vines

Dave Thorpe (Ossa-GBR): Along with the new machine came the success; one week later Dave would win the ACH British Championship round, the Traders Cup Trial.

As Sammy Miller re-signed for Bultaco for a further three years, having — allegedly — turned down an offer from Yamaha to develop a new two-stroke 360cc, all eyes were on the big four of Honda, Kawasaki, Suzuki and Yamaha as the interest became more intense in the trials world.

BIG BULTACOS

Trials machine development had started to move towards larger-capacity engines, and at the opening round of the 1972 Championship in Belgium, three prototype 325cc Bultacos had appeared in the hands of the Spanish riders Fernando Munoz, Ignatio Bulto and Jaime Marques. Mick Andrews had won on the Ossa, and his results drew attention. Before long other riders, including Derek Adsett, who had been at Greeves for nine years, and then Mick Wilkinson would also make a move. Andrews won again in Ireland at the Hurst Cup as Malcolm Rathmell followed him home again, as he had done in the first round. As Rathmell won the opening round of the ACU British Trials Championship, the St David’s Trial in Wales on the 250cc, Sammy Miller took the first win for the 325cc Bultaco at the Don Mountstevens Trial on his debut with the new prototype machine. Malcolm Rathmell carried his good form to the third round of the European Championship in France at Sancerre to beat Andrews by a clear 20 marks. However, one week later, Mick Andrews took the win at Matadepera in front of a huge contingent of fans from the Ossa factory. Whilst in Spain, Martin Lampkin, along with his brother Alan and Malcolm Rathmell, had picked up new prototype 325cc models. Martin rode his to second place with Rathmell fifth and elder brother Alan seventh. Montesa had their hopes of glory with Gordon Farley, but he badly cut his hand in Spain, forcing his retirement, which left the door open for fellow British rider Rob Edwards to be the highest-placed Montesa rider in fourth place.

Classic Trial Magazine • Autumn 2022

Rob Shepherd (Montesa-GBR): Looking good early on, ‘Shep’ would lead the event at the halfway stage.

Gordon Farley (Montesa-GBR): A sprained ankle and a badly cut hand had affected Farley’s form.

Vintage Vines • 1972

Tony Davis (Bultaco-GBR): Fighting for a three-mark loss and keeping forward motion – check out the concentration!

GREAT BRITAIN’S EURO ROUND

One week before, Martin Lampkin had given the new 325cc Bultaco its first ACU British Trials Championship win at the second round of the series, the Cotswolds Cup. He loved the strong power which suited his aggressive riding style. Run by the Bristol Motorcycle & Light Car Club on 18th March, Great Britain’s European round would start and finish at the Cadbury Country Club at Congresbury, near Bristol in Somerset. Sixty sections of a wide variety of terrain would be ridden over a single lap. The organising club was also responsible for the John Douglas National Trial. Many of the trial’s groups of sections, such as White Rock, Lambs Lair, and the steep and intimidating river climb at Eau De Nil, would be included in the European round. An entry of 72 riders was mainly

Derek Adsett (Ossa-GBR): After nine years riding for Greeves, a move was made to the Ossa UK importers.

made up of home riders, with a small entry of just 15 foreign riders from Austria, Belgium, Spain and West Germany. Originally 11 rounds had been proposed, but this was reduced to ten when Poland was cancelled. Of the ten rounds, only the riders’ top six results would count in the championship, as Mick Andrews led the way with a good lead on 57 points, followed by Malcolm Rathmell with 45, Martin Lampkin on 33, Gordon Farley with 30 and Rob Edwards on 24.

EAU DE NIL

On a warm, overcast late-March day, the riding conditions were ideal on the hills around Bristol for the event, but the scores were still pretty high as the first half of the competition proved quite challenging. Many riders had never seen or ridden

the three un-cleaned sections at Eau De Nil — a very steep near-vertical climb up the river that needed full commitment to clean them all. An encouraging early attempt on the three sections had seen the Spanish rider Jaimie Marques take his 250cc Bultaco to the top for a fourmark loss. An aggressive all-action attack on the 325cc Bultaco from Martin Lampkin was rewarded with the best loss of the day, just three marks, after he remained feet-up through the hardest part of the hazard, on the steepest part before the feet came down in the last section of this group. After 30 sections, the young Yorkshire farmer Rob Shepherd (Montesa) led the way by just two marks from Mick Andrews, who had lost 26 marks, followed by the two Lampkin brothers Martin on 30 and Alan on 31.

Malcolm Rathmell (Bultaco-GBR): Was this the event where riding the new 325cc Bultaco was a mistake? 11th position meant no championship points.

Alan Lampkin (Bultaco-GBR): Looking very confident on the 250cc Bultaco, he was rewarded with a top ten finish.

Autumn 2022 • Classic Trial Magazine

1972 • Vintage Vines

Geoff Chandler (Bultaco-GBR): Standing tall on the Bultaco; a very good and underestimated trials rider.

MICK’S ‘MAGIC’ AGAIN

As Malcolm Rathmell struggled with the 325cc Bultaco, it was Andrews who turned on the magic, much to the delight of the many assembled spectators. Step by step, he pulled away from the opposition as he recorded the best performance through the remaining 30 sections. The fight for the win was gone, and it was now all about who would finish second. Loving the challenge of the predominately steep climbs and muddy banks, the youngest of the three Lampkin brothers used the power of the bigger engined Bultaco to finish second, some 17 marks behind the victorious Andrews but only two marks in front of Dave Thorpe on the Ossa. The early leader Rob Shepherd was just a further two marks behind as Gordon Farley rounded off the top five as the championship points showed a total success for the English riders. On a tough day on the new 325cc Bultaco, the biggest loser on the day was Malcolm Rathmell, who finished 11th and out of a points-scoring position.

Malcolm Davis (BultacoGBR): Not just a good scrambles rider but also a very competent trials rider.

Classic Trial Magazine • Autumn 2022

Ian Haydon (Montesa-GBR): This long dab is needed to keep forward motion.

EUROPEAN CHAMPIONSHIP ROUND FIVE: GREAT BRITAIN

RESULTS 1: Mick Andrews (Ossa-GBR) 55; 2: Martin Lampkin (Bultaco-GBR) 72; 3: Dave Thorpe (Ossa-GBR) 74; 4: Rob Shepherd (Montesa-GBR) 78; 5: Gordon Farley (MontesaGBR) 80; 6: Tony Davis (Bultaco-GBR) 81; 7: Derek Adsett (Ossa-GBR) 83; 8: Alan Lampkin (Bultaco-GBR) 83; 9: Laurence Telling (Montesa-GBR) 84; 10: Rob Edwards (Montesa-GBR) 85. The Top Ten Scored European Championship Points. 11: Malcolm Rathmell (Bultaco-GBR) 88; 12: Walter Luft (Puch-AUT) 95; 13: Geoff Chandler (Bultaco-GBR) 97; 14: Ian Haydon (Montesa-GBR) 97; 15: Arthur Browning (Bultaco-GBR) 98; 16: Brian Hutchinson (BultacoGBR) 101; 17: Malcolm Davis (Bultaco-GBR) 101; 18: Chris Watts (Bultaco-GBR) 105; 19: Ignacio Bulto (Bultaco-ESP) 105; 20: Mick Bowers (Ossa-GBR) 107. MANUFACTURERS’ TEAM: Bultaco, Martin Lampkin, Alan Lampkin, Malcolm Rathmell. BEST FOREIGN RIDER: Walter Luft (Puch) 95 BEST SPANISH RIDER: Ignacio Bulto (Bultaco) 105 BEST BELGIAN RIDER: Jean Marie Lejeune (Montesa) 123

Ignacio Bulto (Bultaco-ESP): His highestplaced finish was third in Spain at round four, seen here on the 325cc Bultaco.

Vintage Vines • 1972

1972 WINNERS

Jon Bliss (Saracen-GBR): On full stretch riding the highest placed ‘British’ machine, the Saracen.

Fernando Munoz (Bultaco-ESP): ‘Randy’ as he was nicknamed rode for Bultaco in both scrambling and trials.

As the 1972 European Championship closed, Mick Andrews on the Ossa would retain his title. As we already commented, the championship consisted of ten rounds in Belgium, Ireland, France, Spain, Great Britain, Germany, Italy, Finland, Sweden and Switzerland. Only the riders’ best six scores would count towards the final championship positions, and such was Andrews’ winning ratio that he won the title with one round remaining. The top three in each round were: BELGIUM: 1: Mick Andrews (Ossa-GBR) 107; 2: Malcolm Rathmell (Bultaco-GBR) 116; 3: Gordon Farley (Montesa-GBR) 119. IRELAND: 1: Mick Andrews (Ossa-GBR) 83; 2: Malcolm Rathmell (Bultaco-GBR) 91; 3: Gordon Farley (Montesa-GBR) 99. FRANCE: 1: Malcolm Rathmell (Bultaco-GBR) 36; 2: Mick Andrews (Ossa-GBR) 56; 3: Gordon Farley (Montesa-GBR) 60. SPAIN: 1: Mick Andrews (Ossa-GBR) 80; 2: Martin Lampkin (Bultaco-GBR) 106; 3: Ignacio Bulto (Bultaco-ESP) 108. GREAT BRITAIN: 1: Mick Andrews (Ossa-GBR) 55; 2: Martin Lampkin (Bultaco-GBR) 72; 3: Dave Thorpe (Ossa-GBR) 74. GERMANY: 1: Mick Andrews (Ossa-GBR) 42; 2: Malcolm Rathmell (Bultaco-GBR) 44; 3: Martin Lampkin (Bultaco-GBR) 46. ITALY: 1: Martin Lampkin (Bultaco-GBR) 14; 2: Gottfried Linder (Montesa-SUI) 15; 3: Malcolm Rathmell (Bultaco-GBR) 18. FINLAND: 1: Martin Lampkin (Bultaco-GBR) 20; 2: Malcolm Rathmell (Bultaco-GBR) 22; 3: Mick Andrews (Ossa-GBR) 38. SWEDEN: 1: Yrjo Vesterinen (Bultaco-FIN) 21; 2: Hans Bengtsson (Ossa-SWE) 24; 3: Malcolm Rathmell (Bultaco-GBR) 27. SWITZERLAND: 1: Charles Coutard (BultacoFRA) 39; 2: Roger George (Montesa-BEL) 48; 3: Bernard Buchet (Bultaco-BEL) 49.

1972 EUROPEAN CHAMPIONSHIP POINTS BEST SIX OF TEN ROUNDS

RESULTS: 1: Mick Andrews (OssaGBR) 87; 2: Malcolm Rathmell (Bultaco-GBR) 73; 3: Martin Lampkin (Bultaco-GBR) 72; 4: Gordon Farley (Montesa-GBR) 44; 5: Rob Edwards (MontesaGBR) 29; 6: Yrjo Vesterinen (Bultaco-FIN) 25; 7: Dave Thorpe (Ossa-GBR) 25; 8: Gottfried Linder (Montesa-SUI) 21; 9: Thore Evertsson (Ossa-SWE) 18; 10: Rob Shepherd (Montesa-GBR) 18; 11: Roger George (Montesa-BEL) 17; 12: Ignacio Bulto (Bultaco-ESP) 16; 13: Charles Coutard (Bultaco-FRA) 15; 14: Ulf Karlson (Montesa-SWE) 15; 15: Benny Sellman (MontesaSWE) 15. MACHINES: Montesa 7; Bultaco 5; Ossa 3.

John Luckett (Cotton-GBR): Staying loyal to the very end at Cotton, John would eventually move to Ossa machinery.

Autumn 2022 • Classic Trial Magazine

NEW!

TRIALS MODELS A SUPERB GIFT FOR

ANY TRIAL ENTHUSIATS From Spanish model manufacturer, TrialReplic, in association with Yoomee, present its range of 1:6 scale size replica trials motorcycles exclusively for sale in the UK. TrialReplic is a family business that was created out of a passion for our wonderful sport of motorcycle trials. The company is dedicated to the manufacture of 1:6 scale replicas of motorcycle trials models, using both metal and plastic materials in their production.

Honda RTL RED

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

Ossa Mick Andrews Replica

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

The current model range includes Honda, Montesa and Ossa. More models are lined up for the future. Sold as display models for the collector, they make the perfect gift for the motorcycle trials enthusiast. Get yourself along to the website: www.yoomee.co.uk and start collecting these exciting models or call: 01663 749163 for more information. Each model is priced at £69.99 including FREE P&P.

Honda TLR

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

Montesa Cota 247

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

Honda RTL WHITE

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

Cota 247 Ulf Karlson Replica

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

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

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Get there whatever the weather!

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

www.michelin.co.uk/auto/tyres/michelin-agilis-crossclimate

CONGRATULATIONS Toni BOU The winner of his 200th FIM Grand Prix in Andorra on Day Two 2022 127 FIM TrialGP wins and 73 FIM X-Trial wins.

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

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THE CHOICE OF CHAMPIONS

Classic Trial Magazine Issue 42 Autumn 2022

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