Classic Trial Magazine Issue 43 Winter 2022

MOTORCYCLE • SIDECAR • CLASSIC • COMPETITION • FEATURES

www.trialmaguk.com

43

TRADITIONAL

SCOTT TRIAL MACHINE

WINNER

Winter 2022

ISSUE 43 • UK: £6.99

SWM 350 1982 BRITISH JUMBO EXPERTS MACHINE

WORKSHOP

WINNER

Classic Trial Magazine • Welcome

CONTACT Online: Telephone: Email: Address:

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WELCOME

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

(NUJ No: 949620)

Advertising Manager Lisa Reeves Email: lisa@trialmag.com Subscription Manager Cath Rogers Email: cath@trialmag.com Tel: 01663 744766 Editorial Staff Matthew Heppleston, Heath Brindley, Justyn Norek Snr, Justyn Norek Jnr, Nick Shield, John Moffat.

Photographers Barry Robinson, Malcolm Carling, John E Shirt, 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, 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: 1982 Scott Trial Winner Martin Lampkin (SWM) • Credit: Eric ‘EK’ Kitchen Summary Picture: 1981 Scott Trial Winner Martin Lampkin (SWM) • Credit: Eric ‘EK’ Kitchen

Winter 2022 • Classic Trial Magazine

Welcome • Classic Trial Magazine

FEATURES PREVIEW

10

TRADITIONAL

18

MACHINE

28

WINNER

42

INTERNATIONAL

53

SIDECAR

61

WORKSHOP

66

SPORT

76

VINTAGE VINES

92

Classic Dirt Bike Show 1982 Scott Trial SWM Jumbo

1982 British Experts 1982 FIM World Championship – Part two 1982 Inter Centre Team Trial Gori Rebuild

Leven Two Day — Rockshocks Championship 1972 Trials Review

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

Classic Trial Magazine • Winter 2022

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News • The world of Classic Trials

APICO AND MOTOVERDE CLEANING PRODUCTS

Apico Factory Racing is proud to announce it will distribute the full offroad range of Motoverde cleaning and care products to the UK dealer network.

The company’s original salt-free motorcycle wash has a unique selling point, as it can be used to clean your riding kit as well.

Motoverde has a full range of complementary products that cater to different areas of your machine, available in various sizes, ranging from 125ml chain lube through to the workshop 25L concentrated motorcycle wash, snow foam and after-shine products.

With a well-supported rider social programme, the range of Motoverde products should complement Apico’s existing stable of brands very well.

In addition, there is the opportunity for dealers to top up their regular Apico parts orders with single quantities of Motoverde products, something that other off-road distributors do not currently offer.

2023 ROCKSHOCKS CHAMPIONSHIP

After another successful year in 2022, the series that was the brainchild of three riders, Gerry Minshall, Alan Wright and Peter Salt, way back in 2014, looks forward to another good year in 2023.

In 2015, series sponsorship was secured from KIA, a partnership that continued until 2020 and whose support enabled the cash prizes from the observers to draw at each event and the provision of quality awards for class winners.

In 2021, KIA departed from their role as sponsor, and the series gained new sponsorship from Rockshocks courtesy of Gary and Caroline Fleckney.

The series concept is a simple philosophy: to provide events for riders that enjoy riding classic motorcycles in traditional type events rather than the modern stop-and-hop style and runs under the no-stop ruling.

Keep your eyes on the superb website: www. rockshocksclassictrialschampionship.com, which supports the series for news on the 2023 championship. Take note when entering to make sure you are in the relevant class.

8

ROBREGORDO 2022 The two international days of trials at Robregordo 2022 coincided with the last round of the Spanish Cup of Classic trials.

As a result, they have been able to see amazing riders in this Spanish championship, including Jaime Subira, Miquel Cirera and Mariano Gomez, the father of Alfredo and Sandra.

The tears for Manuel Soler in 2021 became the sun of hope in 2022.

We must never forget Manuel because his life goes on in the classic Miquel Cirera (Montesa-ESP) trials.

In the six categories of this championship, they all had to fight for their wins, with many going right along to the last section on day two.

Everyone would like to thank club members who make this event happen every year for their hard work and commitment.

The 2022 Robregordo had more than 110 riders, and the winners were: Manuel Soler Cup: Enrique Romero (Honda); Yellow Classic: Paco Antolin (Fantic); Pre-75: Jose Maria Marinez (Montesa); Green Classic: Bertrand Martínez Penalver (Honda); Pre-80: Roberto Mendibil (Bultaco); Trialer’s: Mariano Gómez (Merlin); Experts: Diego Urreta (Fantic/Montesa);.

Picture Credit: Alberto Rodriguez, Soy Motor, Fili Images

CLASSIC DIRT BIKE SHOW 2023

Once again, we will be a part of the Classic Dirt Bike Show, sponsored by Hagon Shocks, at the Telford International Centre over the weekend of the 11th and 12th of February, 2023.

We can be found in our regular show position in Hall 2, stand number B64; look out for the flags.

On the stand, you will find the latest copies of Classic Trial and Trial Magazine, along with a selection of back issues.

If you are looking for a particular back copy of both magazines, please contact us at the office first so we can check our stock.

We will also have protective binders to secure your magazine collections.

If you wish to pre-order yours, please do so.

We will also be selling an excellent selection of trials books; some are rare, but this will be on a first-come, first-served basis, so be there early.

You can also take out a new subscription or re-subscribe on the stand.

We look forward to meeting you.

Winter 2022 • Classic Trial Magazine

on stage with commentator John McCrink

Spectacular collection of classic off-road machines Hundreds of trade and outdoor autojumble stands Cracking club displays

SAVE £2 IN ADVANCE! Discounted advance ticket: £14 Under 16s go FREE *Discounted tickets close 8:30am Monday, February 6, 2023.

www.classicdirtbikeshow.co.uk Customer services: 01507 529529 Trade enquiries: 01507 529430 classicbikeshows.com

@ classicbikeshows

@ classicbikeshow

Preview • Showtime

SHOW PREVIEW

2023 CLASSIC DIRT BIKE SHOW

The UK’s biggest classic off-road show, The Classic Dirt Bike Show, sponsored by Hagon Shocks, will be back at Telford International Centre, Shropshire, TF3 4JH, over the weekend of February 11th and 12th, 2023. The annual off-road show is known for attracting the biggest names in the scene, and next year is no exception — three-time world champion and ’80s and ’90s racing icon Dave Thorpe has been confirmed as the star guest. As Britain’s most successful motocross racer with three FIM 500cc World Championships, a Veteran’s World title and multiple ACU British Championships to his name, Thorpe is the last British rider to have won the premier division of world motocross.

Words: Mortons Media • Pictures: Mortons Media, Gary Chapman

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Winter 2022 • Classic Trial Magazine

Showtime • Preview

T

horpe began his successful career in the UK Kawasaki team before moving to the HRC Honda racing team in 1983. The switch saw his first Grand Prix win come in 1984, and he gained his first FIM world title the following year, which he retained in 1986.

His third world title came in 1989 following an ongoing, thrilling battle against Belgian motocross legend Eric Geboers. Thorpe’s career highs and lows will be revealed to visitors as commentator John McCrink quizzes the motocross star when they take to the stage at Telford.

Between being entertained by Thorpe’s motocross memories, you can admire hundreds of beautifully prepared off-road machines from clubs and private owners. It’s not often you can find some of the UK’s finest machines under one roof, and please make sure you stick around for the awards on Sunday and find out whose machine has won Best in Show. If you have a stunning off-road motorcycle you’d like to display, or your club has a selection of machines to show off to fellow enthusiasts, head to the Classic Dirt Bike Show website for more information on how to apply; you

Classic Trial Magazine • Winter 2022

could go home with an award!

You can also get stocked up for the season ahead as hundreds of traders will offer a broad spectrum of goodies ranging from spares, parts and accessories to riding gear and even project machines if you’re up for a challenge. You can also pick up some pre-loved parts in the autojumble, starting at 9.00am on both days, and get your hands on an off-road bargain.

Event manager Nick Mowbray said, “The 2023 show is shaping up to be the best yet. We are thrilled to have Dave Thorpe as our guest for the show and have no doubt visitors will thoroughly enjoy hearing tales from his successful motocross career. It is the event of the year for classic offroad enthusiasts, and we look forward to welcoming you.”

Gates to the 2023 Classic Dirt Bike Show sponsored by Hagon Shocks open at 10.00am on both days, but you can go for a rumble in the autojumble from 9.00am before the show halls open. Save £2.00 when you buy your ticket in advance for just £14.00. Under 16s go free.

For more information about the show and to get your tickets, head to the website: www.classicdirtbikeshow.co.uk

11

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LEY

TWO-

D AY

TRIAL

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Trials Guru • John Moffat

2022

KINLOCHLEVEN & DISTRICT MCC

From left: John Moffat, Yrjo Vesterinen, Winner Sam Clarke, Charles Coutard

TRIALS GURU

HAPPY VALLEY Finding myself decidedly un-bike fit prior to this year’s Leven Valley Two-Day Trial at Kinlochleven, I reluctantly withdrew my entry. However, I assured the event secretary David Dougan that I would attend the trial to spectate both days and perform my invited duties as the ‘emcee’ at the post-trial awards presentation. So on the Saturday morning, I left home at dawn on my new KTM 690 Enduro and rode to Kinlochleven, which eventually put 180 miles on the clock, thus helping it nearer the first service interval. I parked it up in the paddock, my intention being to walk up to ‘Pipeline’ to see the field through.

Words: John Moffat

J

oint Guests of Honour this year were Yrjo Vesterinen and Charles Coutard, whom I spotted in the start area and, as usual, had a lengthy chat with them both. Needless to say, they were both in top form. ‘Charly’ had opted to ride Vesty’s 125cc Bultaco Sherpa, and Vesty rode his incredibly special 280 Sherpa. I left them both to wind each other up mercilessly and get prepared for the day’s ride.

I proceeded up the Dam Road to ‘Pipeline’, which was plotted quite far up the hill to avoid lengthy queues, and it worked well.

After chatting to friends at this iconic section, I noticed Vesty parking up to walk the line.

When the time was right, he shot up the section like a much younger rider, but the Bultaco faltered, and he was desperately slipping the clutch to maintain forward motion when, to my surprise, the motor died completely! Yrjo held up his hands in absolute horror. It was the first time he had ever failed Pipeline! Later I discovered the cause was aluminium debris in the carburettor filtration system, thus cutting 12

Yrjo Vesterinen (FIN)

off the fuel supply.

It was then Charly’s turn on the 125 Bultaco; he attacked it with panache and cleaned the section in fine style. More to the point, two of my boyhood Bultaco heroes had, in their

Charles Coutard (FRA)

twilight, tackled a very tricky section. One was let down by a mechanical issue, the other overcoming small-capacity machine limitations to conquer the Pipeline. It just doesn’t get any better than that!

Winter 2022 • Classic Trial Magazine

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

/trialsguruworld

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Classic Trial Magazine • Winter 2022

BRIGHT EYES

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WOLF-MAN

15

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Classic Trial Magazine • Winter 2022

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17

Traditional • Scott Trial

1982 SCOTT TRIAL

MART ON A MISSION In October 1982, Martin Lampkin was approaching the end of his hugely rewarding career, having won virtually everything put in front of him. Anyone who knew Martin knew it would be no light-hearted effort. It would be full-on attack mode from a man well-respected by everyone for his sheer drive to win. One of life’s true off-road characters, it would have been a brave man to bet against him winning; he would be going for gold, as they say; Mart was on a mission.

Words: Trials Media • Pictures: Erik Kitchen

18

A confident Malcolm Rathmell (Montesa) clears the step at Washfold.

Winter 2022 • Classic Trial Magazine

Scott Trial • Traditional

100% concentration from John Reynolds on the Montesa.

A

cold, fresh autumn morning with the sun trying to shine through greeted 134 riders to the start field for the 1982 Scott Trial at Marske, high above the market town of Richmond. As always, this ultimate test of man and machine had a buzz around the start area; it was motorcycle trials at its best. No messing — a combination of speed and a good observation score would be rewarded with the much sought-after Alfred Scott Memorial Trophy.

One of the ‘Famous Four’ Richardson brothers, Les, finished behind brother Gerald in 11th position.

Classic Trial Magazine • Winter 2022

Returning to ride a section he had missed near Whaw Bridge cost Nigel Birkett valuable time.

PAST WINNERS

The entry included no less than four past winners: Malcolm Rathmell led the way, having won in 1971, 1973, 1975, 1976, 1979 and 1980, followed by Martin Lampkin in 1977, 1978 and 1981; Rob Shepherd had won in 1972, and Rob Edwards in 1974. Much to their delight, they had won the one trial everyone wanted to put a claim to.

Rathmell and Lampkin had endured many years of fighting for the win. Both enjoyed the

fruits of their rewards with years at the very top of their chosen profession but were approaching the end of their careers.

1982 would be a pinnacle year as, at the close of it, Lampkin and Rathmell would retire from their commitment to the FIM World Trials Championship, which Lampkin had won in 1975 — the first year the series was granted FIM World Championship status. But, in truth, in 1982, the sport was in crisis.

The mighty years of domination by the big

The 1972 winner Rob Shepherd takes a steadying foot on the Bultaco.

19

Scott Trial • Traditional

Riding the new 350 Italjet, Peter Cartwright had 50 marks added to his score for missing a section.

three of Bultaco, Montesa and Ossa were over, and the once-high volume sales of trials motorcycles were in decline. However, one thing that did not change was the importance of the Scott Trial — the one to win. Run by the Darlington and District Motor Club, at precisely 9.30am, the starter’s flag would drop as rider number one, Andy Watson, on his Armstrong/CCM, raced off from the start field and headed out to battle with close-on 80 miles of the North Yorkshire moors.

SETTING THE PACE

It is a tricky equation for the riders with their mindset on winning. Should they go for a slightly slower ride and concentrate on observation or make haste with a faster time? Setting the pace would be vital to find the winner.

Looking in total control, Richard Sunter takes the Bultaco up the step at Washfold.

John Reynolds (Montesa) was the earliest of the fancied winners, riding with number 33, followed by Nigel Birkett at number 70 riding the new 240 Fantic. He had set the standard time in 1981. The latest Yorkshire hotshot, John Lampkin (Armstrong/CCM), was next at number 92. Since 1975, Malcolm Rathmell and Martin Lampkin had shared the winning, and they would be starting just seven minutes apart, Rathmell at number 116 and Lampkin at number 137. Three riders depart per minute, 20 seconds apart.

Sammy Miller had won the Scott Trial a record seven times, and Rathmell had six wins to his name and wanted to equal Miller. The result was as expected — a tremendous battle between the 1981 winner Martin Lampkin and Malcolm Rathmell.

With no rear mudguard on the Bultaco, Glen Scholey is covered in mud as he makes his way to the finish.

Classic Trial Magazine • Winter 2022

MAN AND MACHINE

John Reynolds looked to be on form, leading the entry for most of the day. He was concentrating on a good observation score, which showed as he took a brief stop before entering the sections, riding at the front of the field.

Nigel Birkett had been motoring, but missing a section early on and having to return to ride it had cost him dearly.

Any chance that John Lampkin had of challenging for the win had been destroyed when he broke his rear brake pedal, slowing him right down as he endured many crashes during the day. As it turned out, the fight for the win would be between the eventual topthree finishers Martin Lampkin, Rathmell and Reynolds, who all finished within nine marks of one another.

Back on the Bultaco instead of the usual Italjet, Chris Myers collected a Scott Silver Spoon finishing 18th.

21

Traditional • Scott Trial

Matthew Chambers was more than happy with his top-20 finish as he takes a ‘dab’ here at Surrender on the Montesa.

Riding the Spanish Montesa machines supplied

by Jim Sandiford, both Rathmell and Reynolds had relatively trouble-free rides; three marks would separate them at the end of the trial.

Reynolds’ score of 107 marks lost comprised 13 on time and 94 on observation, but Rathmell had been flying, setting the standard time of 4 Hours 36 Minutes 55 Seconds and 104 marks on observation.

MASTERFUL MARTIN LAMPKIN

For the eventual winner, Martin Lampkin, it

Maybe the ride of the day, Rob Edwards rode his 1972 Montesa Cota 247 to another Scott Silver Spoon.

had been far from a trouble-free day. He knew Rathmell would be quick; his six wins tell its own story of a true Scott Trial legend. His ever-present friend and rival during their long, distinguished careers, Martin Lampkin, was also riding at a quick pace, but the charge came to an abrupt end when he dropped the Italian SWM in the water at section 69, so close to home — just five more sections to pass through. The machine took in some water which stopped the engine dead and needed some hasty spanner work to bring it back to life, which he did. He motored on,

knowing that his victory chances may have just slipped through his hands.

As many readers will know, the results are read out in reverse order until the winner is reached. At the evening awards presentation at the King’s Head, the beer was flowing as the results were read out. You could have heard a pin drop when it got to the final three. When Martin Lampkin was announced as the victor, the roof almost took off into the autumn air; he was a worthy winner. It would also be his last major motorcycle trials victory.

1982 SCOTT TRIAL

Steve ‘Butch’ Robson guides his 200 Fantic into the water at By Pass.

22

SCOTT SPOON WINNERS: 1: Martin Lampkin (SWM) 98; 2: Malcolm Rathmell (Montesa) 104; 3: John Reynolds (Montesa) 107; 4: John Lampkin (Armstrong/CCM) 145; 5: Nigel Birkett (Fantic) 157; 6: Gerald Richardson (Ossa) 167; 7: Tony Calvert (Gori) 170; 8: Howard Jackman (Montesa) 172; 9: Chris Sutton (Ossa) 184; 10: Rob Shepherd (Bultaco) 201; 11: Les Richardson (Italjet ) 202; 12: Peter Cartwright (Italjet) 203; 13: Richard Sunter (Bultaco) 208; 14: John Hemingway (SWM) 212; 15: Nick Jefferies (Armstrong/CCM) 219; 16: Philip Alderson (Bultaco) 231; 17: Glen Scholey (Bultaco) 234; 18: Chris Myers (Bultaco) 235; 19: Joe Buckworth (SWM) 240; 20: Matthew Chambers (Montesa) 245; 21: Adrian Clarke (Fantic) 261; 22: Roy Palmer (Fantic) 266; 23: Leslie Winthrop (Fantic) 279; 24: Rob Edwards (Montesa) 280; 25: Geoff McDonnell (Bultaco) 293.

MACHINES: Bultaco: 6; Montesa 5; Fantic: 4; SWM 3; Armstrong: 2; Italjet: 2; Ossa: 2; Gori: 1.

MANUFACTURER’S TEAM: Montesa: Malcolm Rathmell, John Reynolds, Howard Jackman STANDARD TIME: Malcolm Rathmell (Montesa) 4h 36m 55s BEST ON OBSERVATION: Martin Lampkin (SWM) 91 BEST NEWCOMER: Philip Alderson (Bultaco) 231 BEST UNDER 21: John Lampkin (Armstrong/CCM) 145 LAST OFFICIAL FINISHER: Steven Moorhouse (Fantic) 433 134 RIDERS: 50 Finishers in the allocated time.

Winter 2022 • Classic Trial Magazine

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Traditional • Scott Trial

WINNER

MARTIN LAMPKIN A name that stands very proud at the Scott Trial is ‘Lampkin’. Consisting of three brothers, Arthur, Alan and Martin, they have won this ultimate test of man and machine a record seven times: Arthur in 1960 and 1965, in 1966, and the youngest brother, Martin, in 1977, 1978, 1981 and 1982. Throw in the six wins from Martin’s son, Dougie, and you get the picture. The words ‘Legends’ and ‘Lampkins’ sit very comfortably together.

Words: John Hulme, Trial Magazine • Pictures: Barry Robinson

OFF TO THE SCOTT

In 1977, at the age of 17, it was an early shout from my mother, Joyce, to wake me for the 5.30am start to drive to the Scott Trial with my father, Ron. We would always have a little wager on who would win; mine was on Martin Lampkin, but my father was with Rob Shepherd; maybe it was a four-stroke fantasy as he was on the Honda.

The day was overcast and damp.

Nevertheless, we managed to see three groups of sections, including Surrender. When Martin Lampkin arrived, it made the hairs stand on my neck; he was on a mission — I am sure even the rocks were scared. Splattered with mud and riding with no gloves, he was an incredible sight to watch and respected by many; I knew my money was safe. In 1978 it was a case of repeat as he duly won again.

PAST IT

1977

24

Having moved to SWM in 1980, he missed the win but won again in 1981, the first for an Italian machine. It was noted in the trials Winter 2022 • Classic Trial Magazine

Scott Trial • Traditional

1978

1981

press towards the end of the year some manufacturers were looking for new riders; to give a little away, a green Italian manufacturer in particular. It had mentioned that, in their opinion, Martin Lampkin was past his best. I bet that fired him up! He arrived at the 1982 Scott on a mission to take what would become his final win. It was a proud moment at the evening’s celebration when he lifted the Alfred Scott Memorial Trophy with his two young sons, Dougie and Harry, watching on with his wife, Isobel.

The following Friday’s Trials and Motocross News carried the headline, ‘Past it? Who’s bloody well past it’. The editor, Bill Lawless, certainly got it right.

As I remarked before, the words’ Legends’ and ‘Lampkins’ sit very comfortably together. Watching Martin in Scott mode is a memory that will last forever.

SCOTT TRIAL 1977

WINNER: Martin Lampkin (Bultaco) 81 BEST ON OBSERVATION: Martin Lampkin (Bultaco) 81 BEST ON TIME: Martin Lampkin (Bultaco): 3h 46m 30s STARTERS: 195 Finishers: 60

1978

WINNER: Martin Lampkin (Bultaco) 79 BEST ON OBSERVATION: Martin Lampkin (Bultaco) 79 BEST ON TIME: Martin Lampkin (Bultaco): 4h 25m 10s STARTERS: 183 Finishers: 76

1981

WINNER: Martin Lampkin (SWM) 113 BEST ON OBSERVATION: Martin Lampkin (SWM) 91 BEST ON TIME: Nigel Birkett (Fantic): 4h 48m 24s STARTERS: 178 Finishers: 62

1982

1982

Classic Trial Magazine • Winter 2022

WINNER: Martin Lampkin (SWM) 98 BEST ON OBSERVATION: Martin Lampkin (SWM) 91 BEST ON TIME: Malcolm Rathmell (Montesa): 4h 36m 55s STARTERS: 140 Finishers: 50.

25

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27

Machine • SWM

SWM

A JUMBO DISASTER

The creator of so many pictures in Classic Trial Magazine, the late Giulio Mauri testing the ‘Jumbo’ in Italy.

In 1982 the motorcycle trials world was going through a rapid shift in manufacturing. Winning power dominated by the once-mighty big three from Spain, consisting of Bultaco, Montesa, and Ossa, slipped into decline under a heavy burden of financial pressure. A new, younger generation of riders was taking over from the old school of FIM World Champions who included Martin Lampkin (1975 Bultaco), Yrjo Vesterinen (1976–1978 Bultaco) and Ulf Karlson (1980 Montesa); the only survivor would be Bernie Schreiber (1979 Bultaco). In a short space of time over the following few years, both Bultaco and Ossa would be gone. In contrast, Montesa went through a lean time but ultimately survived and went on to greater success – dare we mention Toni Bou in Classic Trial Magazine?

New machines had appeared on the trials scene, and the Italian manufacturers led by Fantic and SWM had made considerable inroads into the sales charts with their winning riders, including Gilles Burgat, the 1981 FIM World Trials Champion on the SWM. We even had a new machine from the UK with the Sammy Miller-inspired Hiro-engined CCM. As the 1982 season closed, Belgium’s new FIM World Trials Champion Eddy Lejeune led the way on the four-stroke 360 Honda; it would be the first of three consecutive world titles as he fought off both Burgat and Schreiber. With the Italian manufacturers chasing the power of the 360 Honda by investing and developing new engines of a higher capacity for their works riders, at Fantic with the 300 and SWM with the new Jumbo 350, they took their eyes off what the vital buying public could actually ride. As they threw their Italian Lira at rider contracts and machine development in the quest to catch Lejeune, they found out too late that they were ultimately going down a path that would prove to be their downfall. By the end of 1984, Fantic would be in a huge financial hole, one it would ultimately come out of and go on to further success; however, for SWM and the Jumbo, it was a disaster as the Italian manufacturer closed its factory doors in the mid-80s.

Words: John Hulme, Danilo Galeazzi, Bernie Schreiber, Mike Rapley Pictures: Eric Kitchen, Alan Vines, Toon van de Vliet, Mauri/Fontsere Collection and the Giulio Mauri Copyright, SWM, Raffiel Gallieni

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Winter 2022 • Classic Trial Magazine

SWM • Machine

This is the first picture of the machine in Italy, prepared for either Bernie Schreiber or Martin Lampkin to ride in the 1982 SSDT.

A

s it happened, it would be the Japanese manufacturer Yamaha who would come straight out from under the radar with one of the most closely guarded secrets ever in the trials world, the monoshock Yamaha TY 250, in the summer of 1983. This new model forever changed the face of motorcycle trials and made the twinshock machines a thing of the past overnight.

Easy to ride, the Yamaha turned a good club rider into a good centre rider with its easyto-use power and incredible rear suspension.

Also gone were the days of worry about crash damage with the two vulnerable rear shock absorbers. This revolutionary, groundbreaking trials machine would put the final nails in the coffin of many well-established brands, including SWM. Fantic had proved

its worth with the superb 200 model, which sold so well, but as with SWM, the request from the top riders of the time for more power took them in the wrong direction.

As the motorcycle trials world went into meltdown over this new rear-shock trials motorcycle revolution, some were too slow to react to the impact on sales, as we are about to find out.

Laid bare, the new 350 Rotax engine can be clearly seen.

Classic Trial Magazine • Winter 2022

29

Machine • SWM

Both Bernie Schreiber and Martin Lampkin declined to ride the prototype in the 1982 SSDT.

DYNAMIC RIDING

With a more modern style of riding that used the dynamics of the body and the machine as one, trials manufacturers started to emerge with new model designs. The trials motorcycle needed to be more compact and lighter, with stronger power to pull the man and machine up the bigger steps and rocks that had arrived in the world trials championship. Shorter run-ups to huge steps demanded a sharper engine response with torque to smooth the power delivery. European manufacturers had noted how effective this worked on the four-stroke Honda machines, ridden first by Rob Shepherd and then Eddy Lejeune on the 360 RTL. The stumbling block was the development and expense of producing a competitive four-stroke engine.

In 1980 SWM started to look at updating the ageing air-cooled, two-stroke Rotax engine that powered their trials models; the 280cc rotary valve induction engine was good but needed more power. Rotax engines had a bulletproof reputation for reliability in all areas of off-road. Still, the rotary valve induction system had a reputation for sudden strong surges, which is not ideal for the average trials rider. The clutch system was also not the best and was quite harsh and heavy in its action, just what the new modern dynamic rider did not want.

When Gilles Burgat won the 1981 FIM World Trials Championship, they knew it was a proven winner and could start to work on a replacement engine off the back of this success. SWM’s machine sales were strong in the off-road world, and the Italian manufacturer knew the time was right to look at another engine option from Rotax. It wanted to build its own new engine but knew the cost would be prohibitive.

Yes, it is your Classic Trial Magazine editor, John Hulme, on the prototype ‘Jumbo’ at the 1982 SSDT.

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SWM played with various engine capacities, testing both a 320cc and a 380cc before deciding on the 348.5cc, hence the 350 model.

Despite the bulk of the 350 engine the whole machine was still quite slim.

Winter 2022 • Classic Trial Magazine

SWM • Machine

BEHIND CLOSED DOORS

Austrian-based Rotax already had a replacement on the shelf in the 350cc engine that had powered many motor-cross and enduro machines for SWM. On paper, it looked like an ideal base point to start work on for a replacement trials engine. It was still a single-cylinder air-cooled two-stroke but differed from the conventional Rotax rotary valve induction engine found on the 280cc in that the carburetion was a case reed induction type. The strong, powerful torque required in the new engine would come from using the bifurcated inlet for the 28mm Ø DellOrto carburettor. In addition to the normal admission of the fuel mixture over the top of the piston, it used a reed-valve source directly into the crankcase, which would work only on small throttle openings and low engine revolutions.

It was interesting to research this dual form of bifurcated inlet, for this article is also used in aviation. The TwoDimensional Bifurcated (2DB) inlet is a mixed-compression inlet designed to efficiently and reliably convert the supersonic airflow of a High-Speed Civil Transport (HSCT) into high-pressure, subsonic flow for a jet engine. I did wonder if this is where the SWM ‘Jumbo’ model name came from; a reference to the Jumbo Jet, maybe?

Using the tried and tested 28mm Ø DellOrto carburettor would make for easy adjustments, and a new three-piece steel exhaust system would aid the new engine’s power output. This new 350 engine also replicated the 280 engine in that it also had six forward gears; four for trials use and two for the moors and open roads.

A Bosch contact breaker points system would produce a strong spark at low engine revolutions, ideal for the trials world. In addition, a new soft-touch system using two fulcrum points would produce a new lighter clutch action.

It would use two cables, one from the handlebars to a lever under the fuel tank and another short cable to the clutch actuating system found inside the clutch casing, with a similar arrangement to the 280 engine.

Another SWM on show for the first time at the 1982 SSDT was this tidy schoolboy model.

A strong ride f rom Martin Lampkin gave the SWM ‘Jumbo’ its first FIM World Championship point, finishing 10th in Italy.

Martin Lampkin had his first competitive ride on the Jumbo at the 1982 Italian world round, losing 173 marks.

Classic Trial Magazine • Winter 2022

In the points again in Germany with a 9th position. At this point, Martin was playing with different exhaust front pipe lengths to smooth the power out.

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Machine • SWM

It was a huge moment for both Bernie Schreiber and SWM when he won first time out on the ‘Jumbo’ at the opening round of the 1983 FIM World Trials Championship in Spain.

At the close of 1982 Bernie Schreiber was still riding the 280 rotary valve SWM, seen here at the indoor trial in Torino, Italy.

SLIMLINE FRAME

Using a single beam, open-cradle tubular frame with a strong aluminium sump guard would allow easy passage over the rocks. Applying a flat steel plate to the rear sub-frame footrest mounting points made the frame very narrow for ease of rider movement over the bike. Removing the rear mudguard loop would allow a higher rear mudguard location giving greater rear wheel clearance for the suspension movement. It also added a more modern appearance to the new machine.

The steering head angle would be adjusted to suit the more modern way of riding. Many hours were spent on the machine before it broke the surface at the 1982 Scottish Six Days Trial.

John Hulme: “I was riding a Gori for the UK importer Jim Jones in the 1982 SSDT, but I knew the SWM personnel from when Cliff and Roger Holden were the importers. In 1978 and 1979, I also got to know very well the SWM factory rider, Danilio Galeazzi. With Giovanni Tosco, we all got on well over a few beers.

As Bernie Schreiber returned the prototype SWM Jumbo from a quick demonstration, I asked if I could have a quick ride on it. Before Danilio could ask, I was away in the West End Car Park, the home of the SSDT, for the six days. It vibrated quite badly, and the power was, shall we say, more than ample. I noted that the clutch worked much better than the 280 model, but in reality, the power delivery was brutal, to say the least. In a matter of minutes, Bernie Schreiber was asked by chief mechanic Dario Seregani where the new Jumbo was, at which point I gave it back. Bernie and Danilio thought this was really funny, but at least I had my moment!”

In Scotland, the new SWM model demonstrated to the eyes of the trials world where the Italian manufacturer was going with machine development. They knew work had started on what would become the Fantic 300 and wanted to be ahead in the race. Little did they know a certain Lin Jarvis — yes, the one who now manages Yamaha’s Moto GP team. He was sent over from Yamaha Amsterdam to see what was happening in the trials world. Unbeknown to everyone, work had already started on the mono-shock Yamaha.

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1983: A drop to fourth in Belgium was a disappointment for Schreiber.

1983: Schreiber had come early to Great Britain to acclimatise to the cold March weather conditions.

Winter 2022 • Classic Trial Magazine

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

FIND US ON

Machine • SWM

1983: Both Schreiber and the SWM were back on the podium in Great Britain with a third place finish.

LION TAMER

In my opinion, the new 350 Jumbo would need a lion tamer, and fortunately, the factory team had a certain Martin Lampkin on their books.

Very well respected by one and all, Martin was approaching the end of a stunning trials career where he had won everything placed in front of him. He was a very honest man, sometimes brutal with the truth but ultimately honest when opinions were needed; he called a spade a spade if you get what we mean.

He had tested the new model in its infancy and quite liked it; I remember him commenting on it at the Scottish; “It’s got potential but needs some fine-tuning”, were his words.

1983: Tall Belgian rider Bernard Cordonnier, seen here in Great Britain, was using many of the ‘Jumbo’ parts on his 280 rotary valve SWM; he finished third in Ireland, his best ever FIM World round finish.

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1983: Backing up Schreiber on the ‘Jumbo’ SWM was the French rider Thierry Michaud, he was fourth in Great Britain.

Martin had his first competitive ride on the Jumbo at the 1982 Italian world round, would you believe, losing 173 marks!

The machine suited his full-on aggressive riding style; I sometimes thought that with Martin holding the handlebars, when he released the clutch, the SWM would either go through a step or up it!

As the year progressed, Bernie Schreiber and French rider Thierry Michaud became more involved with its development. One thing is for sure, everyone agreed it had got the pulling power of a very large beast.

Bernie Schreiber: “I had initially had an approach from SWM in 1979 by Pietro Kuciukian, but I was happy on the tried and

tested Bultaco. The SWM was still a relatively new machine, and I could see no reason to move. As the Bultaco situation became more difficult, Martin Lampkin moved to SWM in April 1980, and I chose the wrong path to Italjet. What happened at Italjet is well documented, and during this time, I wrote to Kuciukian as I knew that Gilles Burgat was moving to Fantic in 1982. I accepted an offer from SWM and moved straight into Burgat’s old ride. I decided to move to Milan when I was with Italjet, and now I was just a short drive from the SWM factory; it was perfect.

“The 280cc was a proven winner, and so far away from the Italjet, it was a steep learning curve of practice and more practice to get

1983: In the mud at the world round in Ireland, the Hurst Cup. Schreiber missed the win by three marks, beaten by Eddy Lejeune on the four-stroke Honda.

Winter 2022 • Classic Trial Magazine

SWM • Machine

100% concentration; check out the face from the 1983 SSDT runner-up Thierry Michaud.

the best from it. However, I felt very comfortable at SWM, and along with Danilio Galeazzi, we had some fantastic results, including the memorable 1982 SSDT win; I felt that my career was very much back on track, and I wanted a second world title.

“Martin Lampkin had started to help with the development of the new 350 Jumbo in 1982, and before long, both myself and Thierry Michaud would become involved with it.

“In 1983, I won the opening world round at Olot in Spain, the first major victory for the 350. The main difference was the engine; SWM had moved from the rotary valve engine to a form of dual induction. It had played with various engine capacity sizes, testing both a 320cc and a 380cc before deciding on the 348.5cc, hence the 350 model. The power was quite aggressive, and you needed some strong arms to get the best from it; I remember that Martin liked this strong power output. In the technical sections, it was quite a physical machine to move around, but all round, a good machine.”

Take a close look at the flex on the rear Michelin tyre at the 1983 Italian world round as Bernie Schreiber unloads the full power of the 350 Jumbo at the step.

Thierry Michaud’s second place at the 1983 ‘Scottish’ was good news for SWM as the new machines had arrived just in time for the event. Scotland’s Jimmy Reid had received the first production SWM Jumbo 350 into the UK at the start in Fort William.

Classic Trial Magazine • Winter 2022

As you can see, brute force and a big engine don’t always deliver the result as Schreiber comes back down the step!

35

Machine • SWM

Italian trials champion Danilio Galeazzi had used the SWM ‘Jumbo’ in 1983 but fitted with the 280 rotary valve engine.

At the close of 1983, Bernie Schreiber finished second in the FIM World Trials Championship but SWM were in huge financial trouble.

SINGLE SHOCK

Everyone must have breathed a heavy sigh of relief when Schreiber won the opening round of the 1983 FIM World Trials Championship in Spain on the new production Jumbo SWM after so much financial investment. Just remember, at the time, no one knew about the new monoshock Yamaha. However, behind the scenes, SWM was in a huge financial hole which, as with Yamaha, was a very closely guarded secret.

In 1983 Scotland’s Jimmy Reid received the first production SWM Jumbo 350 at the Scottish Six Days Trial, frame number 0001. Thierry Michaud on the Jumbo 350 kept the SWM flag flying at the SSDT with a fine second place as he then went on to win his first FIM World Trials Championship round in France at the start of June, at only 19 years old.

On paper, the future of SWM looked good and secure, but Fantic had lured Michaud away in late 1983 as he finished third in the championship behind Schreiber and Lejeune.

Rumours circulated that Schreiber was moving to Yamaha. Then, in late November, SWM announced in the press that it had shut down. It asked the Italian government for help in a late bid to continue production and for a survival plan for the company. In a bid to survive, the whole competition department was sold, and it ceased to compete as a manufacturer in competitions.

SWM limped on through 1984 to help with the limited production of the two trials models, the 240cc and 280cc. The Rotax engine, carburettor, air-box and exhaust from the previous year’s models were fitted into the updated SWM Jumbo rolling chassis, including the 38mm Ø blue Betor front forks. Very few SWM Jumbo models were produced, and a few more came into the UK through various sources, but, in truth, the financial hole was increasing. The last models were built in 1985.

In a very short space of time in the trials world, the name SWM had gone from hero to zero; it was a sad day for all concerned when the doors were closed at the factory.

C

M

Y

CM

MY

CY

CMY

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On show in Milan at the end-of-season show, the Danilio Galeazzi 1983 Italian Trials Championship winning machine; note the ‘Jumbo’ parts.

Above: This is the SWM 350 Jumbo brochure celebrating the Italian manufacturer’s arrival in trials from 1978–1983. Above top: 1983 was a huge success for SWM, this is a promotional brochure.

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Winter 2022 • Classic Trial Magazine

Machine • SWM

Pietro Kuciukian was a dentist from Milan and a huge driving force behind the success at SWM from 1978– 1983. He was also a motorcycle trials enthusiast; he owned and coordinated the KK Trials Team.

TROUBLED TIMES

With no manufacturer’s support Bernie Schreiber started the season, seen here in Spain, as part of the KK Trials Team on the SWM ‘Jumbo’. Danilio Galeazzi also joined the team on his hybrid 280 Jumbo SWM.

Well documented over the years, the arrival of the single rear-shock suspension system affected the trials market to such an extent that you could argue it accelerated the decline of manufacturers such as SWM. SWM and Fantic had invested heavily in new models; SWM with the Jumbo and Fantic with the 300. Both were very good machines but were classed as more of a professional rider’s model; they were physically quite big, and with the strong power delivery needed for the challenging world-championship sections, they were also twin-shock.

The style of riding had changed; there were no run-ups to the big steps anymore, now you had tight turns, and strong instant power was required, which both the SWM and Fantic delivered on. On the other hand, the Yamaha mono-shock was light and agile and suited riders of all abilities; good centre riders became even better national riders as Yamaha made its mark in the mid-80s, though it must be noted not in the FIM World Championship series.

The race for manufacturers to produce single-shock rear suspension systems was unreal. However, Fantic would survive through

The KK Team’s first success was at the round three of the 1984 FIM World Trials Championship in Great Britain with Schreiber.

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1985 with a new prototype mono-shock model and the success that came with it as Thierry Michaud made his mark on the trials world with his first FIM World title in 1985; it was no fluke as he also won the Scottish Six Days Trial for the second time. Thierry Michaud was now a force to be reckoned with, as was the new production mono-shock Fantic, and he won both events again in 1986. On reflection, it is still hard to believe just how short-lived the SWM success story was; one thing is for sure though, it certainly left its mark on the sport of motorcycle trials!

You can clearly see the KK logo in the headlight on Schreiber’s SWM on his way to winning the 1984 English world round.

Winter 2022 • Classic Trial Magazine

SWM • Machine

You can see on the KK Trials Team machine that the SWM fuel tank badge has been replaced with the team’s lubricant sponsor Total. Bernie bales off the machine in the Italian world round.

Danilio Galeazzi seen here on the KK Team SWM in the 1984 English world round.

In 1983 the Yamaha mono-shock trials machine changed the face of motorcycle trials forever.

SWM 350 JUMBO (1983)

RRP: £1,485 PLUS £109 CAR TAX ENGINE: Rotax Single Cylinder Air Cooled; Cylinder: Aluminium with Steel Liner; Displacement: 348.5cc; Bore: 82mm; Stroke: 66mm; Compression Ratio: 9:1; Torque: 2.8 KGM @ 3,700rpm; BHP: 20.5 @ 6,000rpm; Induction: Totally New Case Reed System; Carburettor: DellOrto PHPB 28mm Ø; Transmission: Six Forward Gears; Clutch: Multiplate in Oil Bath incorporating a New ‘Soft’ Touch System using Two Fulcrum Points; Ignition: Bosch 12V with Contact Breaker Points; Spark Plug: Champion N12Y; Final Drive: 525 Heavy Duty Chain; Final Gearing: 13 Tooth Drive – 38 Tooth Rear Wheel.

CHASSIS: Open Cradle, Single Beam – Columbus Chrome Moly Tubular; Engine Protection: High Tensile Aluminium Plate; Swinging Arm: Aluminium; Front Suspension: Betor Hydraulic 35mm Ø SWM Design; Rear Suspension: Girling Gas with Dual Rate Spring and Adjustable Pre-Load; Brakes: Grimeca Twin Shoe Front and Rear 125mm Ø; Wheels: Front Akront Aluminium 21” WM1; Rear: Akront Aluminium 18” WM2; Tyres: Front Michelin Trial Competition 2.75 x 21; Rear: Michelin Trial Competition 4.00 x 18; Fuel Tank: Acerbis; Plastics: Acerbis.

Bernie Schreiber was reunited with a SWM 350 Jumbo machine at the 2013 Ventoux Classic Trial in France.

Classic Trial Magazine • Winter 2022

DIMENSIONS: Weight: 98kg; Length: 1,990mm; Wheelbase: 1,310mm; Ground Clearance: 320mm; Seat Height: 815mm; Fuel Tank Capacity: 5 Litres.

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Machine • SVM

SVM 1985-1987

TOO LITTLE, TOO LATE There is one final chapter of the SWM story — SVM. It was a manufacturer producing a small nine-model range of trials, enduro, road and small commuter motorcycles.

S

VM was formed by a small consortium of employees from the old SWM Company. Amongst all this activity after the demise of the SWM factory in 1984, Mauro Sironi had started work on his SVM trials project, which utilised many of the Jumbo’s parts, including the frame, plastics and many other components.

It introduced a mono-shock suspension and a front disc brake based around a single-cylinder, air-cooled, two-stroke Moto Villa engine. But, unfortunately, as a small production, it was again a case of too little too late. The development work on the suspension system was carried out by an Italian engineer, Marco Mantovani, who, in conjunction with Sironi, produced some experimental mono-shock SWM prototypes in the past.

In 1986 a water-cooled SVM appeared, but soon after, the doors would close for the final time on the yellow trials machines.

SURVIVOR

These pictures are from one of the surviving SVM trials machines owned

by Martin Matthews at Moto SWM in the UK.

This very nice-looking aluminium swinging arm complemented the machine’s modern aesthetics.

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An Italian Moto Villa engine powered the SVM.

Air-cooled, the engine was very slim, and you can see the SWM influence on the silencer.

Disc brakes started to appear in the trials world in 1985.

Winter 2022 • Classic Trial Magazine

Winner • 1982

1982 BRITISH EXPERTS

STEVE SAUNDERS It can be quite interesting what stimulates the good-old brain mass; this time, the superb Trevor Kemp article in the last Classic Trial Magazine on Steve Saunders and the Honda years had me rooting into my trials archives. It reminded me that it was 40 years ago that Steve had recorded his first notable adult trials win at the 1982 British Experts Trial on Saturday, 13th November. Off the back of winning the ACU Youth A Class British Trials Championship from 1979 through to 1981 on the Comerfords-supported Bultaco, it was time for Saunders to start mixing it with the big boys. In 1979 he attended a training day with the FIM World Trials Champion Bernie Schreiber from the USA while in the UK. Bernie had a new style of riding, which Steve studied and then practised; he knew he had to be ready for the adult world, and he was soon perfecting pivot turns and bunny hops. He transitioned from the youth classes to the adults at the end-of-season 1981 Knut Trial, which he had lost by a single mark. 1982 started well with his first National win at the Southern Trial in February. A week later, he finished second in the opening ACU British Championship round, the Colmore, beaten by a certain Yrjo Vesterinen by just a few marks.

Words: Trials Media • Pictures: Alan Vines, Yoomee Archive and Erik ‘EK’ Kitchen

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Winter 2022 • Classic Trial Magazine

1982 • Winner

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Steve Saunders won the ACU Youth A Class British Trials Championship from 1979 through to 1981 on the Comerfords-supported Bultaco.

ooking forward to his FIM World Trials Championship debut in Great Britain in 1982, Saunders had a small crash on his road machine just before the event, breaking his collarbone, so it was aborted. It was a slow recovery, and he made his first appearance after the accident at the Scottish Six Days Trial, finishing 20th. The majority of 1982 was spent working at BVM Motorcycles in Stroud and gaining as much experience as he could, practising and competing at every opportunity whilst also learning all about life.

HAWKSTONE PARK

So many off-road motorcycle enthusiasts can relate to the world-famous Hawkstone Park, first used for off-road competitions in 1938 when the venue ran a hill climb. After the Second

World War, Scrambling competitions were held there, and over the following years, the sport evolved into motocross. It gained a reputation as a tough, demanding track to race on. Loose sand, gritstone rocks, and so many steep climbs into the wooded hills that hang above in the surrounding area from the start field down below would test a rider’s stamina to the limit.

Hawkstone Park is located near Market Drayton, north Shropshire. The circuit is arguably one of the world’s most famous motocross, having staged many Grand Prix and international events from the 1950s until now.

The British Experts had first been held in 1929 at Bewdley when a certain Albert Perrigo won; he was a British engineer who was a successful motorcycle trials rider before becoming Competition Manager for BSA motorcycles. His ideas influenced the design

At the opening ACU British Championship round, the Colmore, Saunders was beaten by a certain Yrjo Vesterinen by just a few marks.

of many of their best-selling motorcycles when Great Britain once ruled the off-road scene.

The event’s only interruption since 1929 had been for WW2, and it was classed very much as a ‘Blue Riband’ event in the motorcycle trials calendar — the one to win.

After Bewdley, it moved to Stroud for many years before being passed about to other centres that ran the event, before finally finding a home in mid-Wales at Llandrindod Wells up until 1972. The event went through some difficult years with time problems and the severity of the sections and was again passed about before it was moved to Hawkstone Park in 1981.

With its central location in the country and its motocross facilities, it attracted a good crowd in the first year as Peter Cartwright won on the Italjet, the first major UK win for the green Italian manufactured machines.

In the background Martin Lampkin watches the John Reynolds, on the Jim Sandiford-supported passage of Saunders through the tough section four. Montesa, took the runner-up position.

Classic Trial Magazine • Winter 2022

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Winner • 1982

Great Britain’s top rider in the 1982 FIM World Trials Championship was John Lampkin on the British-built Armstrong.

AUTUMN ACTION

For the first time, as far as our records show, the event in 1982 would not have the current ACU British Trials Champion competing.

Finland’s Bultaco-mounted FIM World Trials Champion for three consecutive years, 1977, 1978 and 1979, Yrjo Vesterinen was granted an ACU licence to compete in the British Trials Championship, which he went and won, causing some embarrassment for the governing body of motorcycle trials in the UK. With

Malcolm Rathmell announced his retirement from international trials at the end of 1982.

He would move to a Jim Sandiford-supported Montesa ride in selected UK events.

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Along with John Reynolds, Martin Lampkin (SWM) recorded the best lap score of 24 on the final lap.

Vesterinen missing from the event, the number one Bultaco rider would be Steve Saunders on the Comerfords-supported machine. The Saturday morning of the event was quite autumnal, with a fresh cool breeze starting to kill off the leaves from the trees as 29 riders assembled at the Shropshire venue.

In the capable hands of the Birmingham Motor Club, the 47th running of the British Experts Trial would include three laps of 20 sections located at various points around the

Nigel Birkett would leave Fantic at the year end and move to the John R Shirt Majesty Yamaha in 1983.

Chris Clarke was the highest-placed Fantic rider on the new 240 model.

Hawkstone Park motocross track. The Clerk of the Course, Graham Harrison and his fellow helpers had plotted some very tough sections, with the terrain compromising of many steep climbs and huge rocky outcrops found at this venue.

With a start time of ten o’clock for the first man away, section 20 would close at three o’clock to finish the action before the results would be finalised and the winner announced shortly after.

The previous year’s winner Peter Cartwright (Italjet) finished a lowly eighth in 1982.

Winter 2022 • Classic Trial Magazine

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Visit our online store: www.villiersservices.co.uk for many of our Villiers parts and a wide range of trials related consumables.

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1982 • Winner

Glen Scholey in total control of the 340 Comerfords Bultaco.

CHALLENGING SECTIONS

The action would open close to the start area with section one. Riders would first encounter the fact they would be in for a challenging day, as only three clean rides were recorded by Malcolm Cross (250 Ossa), Glen Scholey (340 Bultaco) and Chris Griffin on one of the new 240 Fantics.

Steve Saunders parted with a steadying single-mark loss before moving

Colin Boniface steadies the Bultaco over a tree stump watched by Joe Buckworth and his father with your CTM editor, John Hulme, far right.

Classic Trial Magazine • Winter 2022

Chris Sutton on the 250 Ossa orange ‘Gripper’ model.

swiftly to the next section. It was a very nervous start for Peter Cartwright on the Italjet as he, along with Martin Lampkin (280 SWM) and John Reynolds (350 Montesa), stopped to record an early five-mark penalty.

Section two was a little easier as the sections started to climb up the hillside on the edge of the notorious steep hill found on the motocross track. Section four would start to test the riders’ abilities to the limit; in fact, it was not mastered all day over the three laps. As Saunders stopped for his first five-mark loss of the day, it would be John Reynolds who would come the closest to a feet-up ride with a single-mark loss on each of the three laps.

As the severity of the sections became more difficult, it was evident to the enthusiastic crowd that Saunders was mixing it with the country’s best riders. Occasional chats with his father, Dennis, kept Steve focused and even on the most challenging sections, he was using all he knew to find a path through them.

In the latter part of the long lap, which used part of the motocross track, the riders faced a section in the world-famous sand pit, well known to the many motocross riders who had raced at Hawkstone.

At the close of the lap, it was Saunders in the lead on 38 marks lost, followed by John Reynolds and Glen Scholey on 41 and John Lampkin (310 Armstrong) on 42. Peter Cartwright was on 44 with only two other riders under the 50 mark, Chris Clarke (240 Fantic) on 47 and Malcolm Rathmell (350 Montesa) on 49.

It’s all action from Chris Griffin on the 240 Fantic.

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Winner • 1982

Irish visitor Harold Crawford (350 Montesa)

CONSISTENT

While his father Dennis kept an eye on Steve and the Bultaco, he used his experience from his first passage through the sections to further increase his lead on the second lap with a superb score of 27 marks lost, to open up an advantage with a total score of 65. The closest score to this would be Sheffield-based Chris Clarke on 31, who, with his loss of 47 on lap two, moved into second on a total of 78,

Colin Appleyard Motorcycles were the official Italjet UK importers, this is Graham Tales on the 250 model.

closely followed by John Reynolds and John Lampkin on 79 each. Five marks adrift of these were Peter Cartwright and Malcolm Rathmell on 83.

As the crowd started to follow every move Saunders made, maybe he began to feel the pressure of what was about to become a major upset as he started to lose marks. It was the time for John Reynolds to push for the win; he had previously won the British Experts title in 1979

North-Western Centre Trials Champion Howard Jackman (350 Montesa).

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Steve Moore steadies his SWM.

on the Beamish Suzuki and was looking for a new contract for the 1983 season.

A stunning last lap of just 24 marks lost, matched by Martin Lampkin, was the best of the trial and hauled him up into the eventual runner-up position. As Saunders came in with a final lap score of 36 marks lost, he had done enough to secure his first significant adult trials victory; a superb moment enjoyed by any father and son.

Scottish rider Leslie Winthrop (240 Fantic).

Winter 2022 • Classic Trial Magazine

1982 • Winner

It’s all attack for Joe Buckworth on the SWM.

Chris Koch on the Comerfords Bultaco.

ALL CHANGE

As the last main event in the UK trials calendar, we would witness some major changes on the trials scene over the remainder of the year before moving into 1983.

John Lampkin had proved his point in the FIM World Trials Championship on the British-built Armstrong and was offered the chance to move to the mighty Fantic trials team in 1983; he embraced this golden opportunity with both hands.

As Bultaco began to slip off the top of the trials world, it was announced that Derbi, another Spanish motorcycle manufacturer, would be taking over the old Bultaco factory and would be producing a new trials model.

Steve Saunders moved from Bultaco to the vacant seat at Armstrong that John Lampkin had left as both Martin Lampkin and Malcolm Rathmell announced their retirement from international trials; they would move to Jim Sandiford-supported Montesa rides in selected UK events.

As John R Shirt offered Nigel Birkett a ride on his Majesty Yamaha in early 1983, the biggest shock for the trials world was about to happen, and both Shirt and Birkett were sworn to secrecy about it. The mono-shock Yamaha would arrive in late May, changing the trials world forever.

1982 BRITISH EXPERTS

RESULTS: 1: Steve Saunders (340 Bultaco) 101; 2: John Reynolds (350 Montesa) 103; 3: John Lampkin (310 Armstrong) 113; 4: Martin Lampkin (280 SWM) 114; 5: Chris Clarke (240 Fantic) 116; 6: Malcolm Rathmell (350 Montesa) 118; 7: Nigel Birkett (240 Fantic) 124; 8: Peter Cartwright (320 Italjet) 124; 9: Glen Scholey (340 Bultaco) 125; 10: Chris Sutton (250 Ossa) 139; 11: Colin Boniface (340 Bultaco) 139; 12: Chris Griffin (240 Fantic) 153; 13: Harold Crawford (350 Montesa) 154; 14: Graham Tales (320 Italjet) 159; 15: Steve Moore (280 SWM) 161; 16: Howard Jackman (350 Montesa) 168; 17: Les Winthrop (240 Fantic) 171; 18: Steve Robson (200 Fantic) 179; 19: Joe Buckworth (280 SWM) 179; 20: Chris Koch (340 Bultaco) 191; 21: Gavin Johnson (240 Fantic) 197; 22: Malcolm Cross (250 Ossa) 202; 23: Robert Davison (350 Montesa) 224; 24; John Moodie (200 Montesa) 244; 25: Paul Gorvett (200 Fantic) 253.

MACHINES: Fantic 7; Montesa 6; Bultaco 4; SWM 3; Italjet 2; Ossa 2; Armstrong 1.

Classic Trial Magazine • Winter 2022

Welsh rider Malcolm Cross (250 Ossa).

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Picture Credit: Eric ‘EK’ Kitchen

Seen here in 1981, in a season where he won four world rounds, in 1982 he totally dominated the series with eight wins from 12 starts. In the process he also set a record for the most points accumulated in any one season at 162 points.

EDDY LEJEUNE (HONDA-BEL)

1982 FIM WORLD TRIALS CHAMPION

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1982 FIM WTC • International

PART II: 1982

FIM WORLD TRIALS CHAMPIONSHIP With the 1982 season starting in February in Spain and finishing in Poland in late September, the riders competing in the FIM World Trials Championship had a long and varied season. The riders would compete in 12 rounds, with Spain as the opener, followed by Belgium, Great Britain, Italy, France, Germany, Austria, Canada, the United States of America, Finland and Sweden before concluding in Poland. With ten rounds in Europe and the trip across the water for the long-haul flights to Canada and the USA, it was very much a true world championship.

Words: Classic Trial Magazine • Pictures: Mauri/Fontsere Collection and the Giulio Mauri Copyright On paper, everyone expected the year to be a fight between the defending champion Gilles Burgat (Fantic-FRA) and Bernie Schreiber (SWM-USA). Still, over the 12 rounds, the sheer consistency of Eddy Lejeune (Honda-BEL) gave him the title.

Winning eight of the 12 rounds, he had dominated the season and, in doing so, had achieved what no one would have ever expected; he won it on a four-stroke in a two-stroke-dominated motorcycle trials world, which was also a first for a Japanese motorcycle manufacturer, Honda.

The remaining four world-round wins in 1982 went to Schreiber and Burgat, who won two apiece.

As 1982 closed, it opened the door to a new era of riders who were now pushing out the old guard of the former FIM World Trials Champions.

Paddock: Sweden

1982 FIM WORLD TRIALS CHAMPIONSHIP

Paddock: Poland

POSITIONS: 1: Eddy Lejeune (Honda-BEL) 182; 2: Bernie Schreiber (SWMUSA) 129; 3: Gilles Burgat (Fantic-FRA) 126; 4: Toni Gorgot (Montesa-ESP) 77; 5: Thierry Michaud (SWM-FRA) 49; 6: Danilio Galeazzi (SWM-ITA) 47; 7: Ulf Karlson (Montesa-SWE) 44; 8: Charles Coutard (Bultaco-FRA) 24; 9: John Lampkin (Armstrong CCM-GBR) 23; 10: Yrjo Vesterinen (Bultaco-FIN) 23; 11: Jaime Subira (Fantic-ESP) 21; 12: Martin Lampkin (SWM-GBR) 12; 13: Scott Head (Italjet-USA) 8; 14: Fred Michaud (Bultaco-FRA) 7; 15: Juan Freixas

Classic Trial Magazine • Winter 2022

(Merlin-ESP) 7; 16: Manuel Soler (Montesa-ESP) 6; 17: Renato Chiaberto (OssaITA) 4; 18: John Reynolds (Montesa-GBR) 4; 19: Gianni Tabarelli (Fantic-ITA) 4; 20: Bernard Cordonnier (SWM-BEL) 3; 21: Peter Cartwright (Italjet-GBR) 3; 22: Timo Ryysy (Fantic-FIN) 3; 23: Jean Marie Lejeune (Montesa-BEL) 2; 24: Malcolm Rathmell (Montesa-GBR) 2; 25: Gabino Renales (Merlin-ESP) 2.

MACHINES: Montesa 6; SWM 5; Fantic 4; Bultaco 3; Italjet 2; Merlin 2; Armstrong CCM 1; Honda 1; Ossa 1.

NATIONALITIES: ESP 5; GBR 5; FRA 4; BEL 3; USA 2; ITA 3; FIN 2; SWE 1.

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International • 1982 FIM WTC

Eddy Lejeune (Honda-BEL)

AUSTRIA

Eddy Lejeune (Honda-BEL) had won the week before in West Germany and was looking to carry that form into Austria. A win was just as important as extending his championship lead before the series moved across the water to Canada and America. A three-horse race was emerging for the championship between Lejeune, Bernie Schreiber (SWM-USA) and Gilles Burgat (Fantic-FRA), who had won one round each, Schreiber in Great Britain and Burgat in France. They both needed strong performances to stand any chance of hauling in Lejeune.

Bernie Schreiber (SWM-USA)

Words: Classic Trial Magazine • Pictures: Mauri/Fontsere Collection and the Giulio Mauri Copyright The level of the hazards in the dry conditions meant that this would be considered a relatively straightforward world round with the sections not so demanding; the biggest problem for the riders would be the heat. Eddy Lejeune started very strong with an opening lap score of 15 marks lost, which he bettered on the second lap by a single mark with his last-lap score the highest at 16. Gilles Burgat and Bernie Schreiber tried to take the fight to Lejeune, but the Belgian rider always had the upper hand on the narrow one-line sections.

Having come so close in Great Britain and Germany in the previous weeks, Toni Gorgot (Montesa-ESP) was another rider showing good form. But, unfortunately, it was only a late stop and the five-mark penalty that denied him his first visit to the podium in 1982.

Great Britain’s John Lampkin on the Hiro-engined Armstrong CCM was another rider who had enjoyed a good result the week before and was looking to improve on his fourth-place finish in West Germany.

Still learning at this high level of riding, John spoilt his day with a huge loss of 39 on the opening lap but came fighting back on the second with a very low score of 19 marks lost, which pulled him back into a points-scoring position in eighth. Unfortunately, John had the company of his Uncle Martin in the event, who came home a lowly 21st, followed by Italjet mounted Peter Cartwright, who finished in 24th. To highlight how competitive the fight for the world championship points was, it had a huge entry of 73 riders.

It was time to take a break from the European rounds and board the big bird for the flight to Canada and America. John Lampkin would be Great Britain’s sole rider in these two rounds and headed across the water as Alan Clews, the owner of Armstrong CCM, kept his word to send John to them. However, for the young Yorkshire rider, it would be uncharted waters.

His strength of character would be tested to the very limit.

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Thierry Michaud (SWM-FRA)

Winter 2022 • Classic Trial Magazine

1982 FIM WTC • International

Danilo Galeazzi (SWM-ITA)

John Lampkin (Armstrong CCM-GBR)

Yrjo Vesterinen (Bultaco-FIN)

Martin Lampkin (SWM-GBR)

ROUND SEVEN: AUSTRIA, HEINRICH

6TH JUNE • 73 RIDERS • THREE LAPS OF 17 SECTIONS RESULTS 1: Eddy Lejeune (Honda-BEL) 45; 2: Gilles Burgat (Fantic-FRA) 53; 3: Bernie Schreiber (SWM-USA) 54; 4: Toni Gorgot (Montesa-ESP) 56; 5: Thierry Michaud (SWM-FRA) 74; 6: Danilo Galeazzi (SWM-ITA) 82; 7: Ulf Karlson (Montesa-SWE) 83; 8: John Lampkin (Armstrong CCM-GBR) 88; 9: Juan Freixas (Merlin-ESP) 90; 10: Scott Head (Italjet-USA) 93.

CHAMPIONSHIP AFTER SEVEN ROUNDS Pedro Olle (Beta-ESP)

Classic Trial Magazine • Winter 2022

POSITIONS: 1: Eddy Lejeune 99; 2: Schreiber 83; 3: Burgat 71; 4: Gorgot 42; 5: Karlson 21; 6: Galeazzi 21; 7: Thierry Michaud 21; 8: John Lampkin 17; 9: Charles Coutard 16; 10: Jamie Subira 13.

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International • 1982 FIM WTC

USA: Thierry Michaud (SWM-FRA)

CANADA

ROUND EIGHT: MAC LEAN CREEK, CANADA 20TH JUNE • 27 RIDERS 1 LAP OF 10 SECTIONS AND 3 LAPS OF 11 SECTIONS

Eddy Lejeune (Honda-BEL) at the 1982 SSDT

ROUNDS 8-12

As the world championship moved to Canada, Eddy Lejeune (Honda-BEL) was in the driving seat. He would go on to take the 1982 FIM World Trials Championship by a good points advantage. He was very much the man of the moment; we have included in this review of the 1982 series a picture of Eddy at the 1982 Scottish Six Days Trial. He and Honda were desperate to win the event, but he finished in third position behind the winner, Bernie Schreiber (SWM-USA) and second-placed Toni Gorgot (Montesa-ESP). He was disappointed but vowed to return to Scotland in 1983, but for the Belgian rider, 1982 had been all about his first FIM World title: eight wins from 12 starts tells its own story!

Words: Classic Trial Magazine • Pictures: Mauri/Fontsere Collection and the Giulio Mauri Copyright, Norman Eyre

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In a world championship trial that was easy by any standards, Bernie Schreiber (SWM-USA) was a runaway winner on just six marks lost. The win in Canada by Schreiber equalled the 16 world-round wins of Finland’s Yrjo Vesterinen. Once again, John Lampkin (Armstrong CCM-GBR) gave a glimpse of his talents by leading on the single lap, having parted with just a single mark.

For the young Yorkshireman, the son of Arthur Lampkin, it was only his second time in an aeroplane, and he was on his own; the single point for tenth position was well earned. Unfortunately, we do not have enough room here in this article but believe me, John could write a book on his first time in Canada and America; ask him next time you see him!

RESULTS: 1: Bernie Schreiber (SWM-USA) 6; 2: Thierry Michaud (SWM-FRA) 13; 3: Eddy Lejeune (Honda-BEL) 13; 4: Charles Coutard Bultaco-FRA) 14; 5: Gilles Burgat (Fantic-FRA) 17; 6: Toni Gorgot (Montesa-ESP) 18; 7: Yrjo Vesterinen (Bultaco-FIN) 21; 8: Ulf Karlson (Montesa-SWE) 24; 9: Jamie Subira 31; 10: John Lampkin (Armstrong CCM-GBR) 37.

CHAMPIONSHIP AFTER EIGHT ROUNDS POSITIONS: 1: Eddy Lejeune 109; 2: Schreiber 98; 3: Burgat 77; 4: Gorgot 47; 5: Thierry Michaud 33; 6: Karlson 24; 7: Coutard 24; 8: Danilio Galeazzi 21; 9: John Lampkin 18; 10: Subira 15.

Winter 2022 • Classic Trial Magazine

1982 FIM WTC • International

USA: Charles Coutard Bultaco-FRA)

USA

ROUND NINE: DONNER SKI RANCH, USA

27TH JUNE • 25 RIDERS • 3 LAPS OF 18 SECTIONS Held at the Donner Ski Ranch in Reno, Nevada, the event took place close to 6,000 feet above sea level, playing havoc with the machines’ carburetion, robbing the engines of vital power.

Eddy Lejeune (Honda-BEL) took the lead on the first lap, and Gilles Burgat (Fantic-FRA) took it on the second. Lejeune, however, was having none of it and came back stronger on the second lap to take his sixth win of the season.

USA: Scott Head (Italjet-USA)

Wanting to impress the American crowd, John Lampkin (Armstrong CCM-GBR) had miss-timed a step and smashed the bottom out of his crankcases early in the trial. However, with no oil in the engine, he decided that he had come a long way and would ride until the machine stopped. In very hot weather, he was cooling the engine down in any stream he could find. A sixth-place finish was a great result and showed strength of character and just how good the Italian Hiro engine was.

RESULTS: 1: Eddy Lejeune (Honda-BEL) 113; 2: Gilles Burgat (Fantic-FRA) 129; 3: Bernie Schreiber (SWM-USA) 135; 4: Toni Gorgot (Montesa-ESP) 144; 5: Danilo Galeazzi (SWM-ITA) 156; 6: John Lampkin (Armstrong CCM-GBR) 160; 7: Thierry Michaud (SWM-FRA) 160; 8: Yrjo Vesterinen (Bultaco-FIN) 171; 9: Scott Head (Italjet-USA) 172; 10: Jaime Subira (Fantic-ESP) 182.

CHAMPIONSHIP AFTER NINE ROUNDS

USA: Bernie Schreiber (SWM-USA)

Classic Trial Magazine • Winter 2022

POSITIONS: 1: Eddy Lejeune 124; 2: Schreiber 108; 3: Burgat 89; 4: Gorgot 55; 5: Thierry Michaud 37; 6: Galeazzi 27; 7: Ulf Karlson 24; 8: Charles Coutard 24; 9: John Lampkin 23; 10: Yrjo Vesterinen 18.

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International • 1982 FIM WTC

Sweden: John Lampkin (Armstrong CCM-GBR)

Sweden: Yrjo Vesterinen (Bultaco-FIN)

Sweden: Juan Freixas (Merlin-ESP) Sweden: Gabino Renales (Merlin-ESP)

FINLAND ROUND TEN: EKENAS, FINLAND

SWEDEN

ROUND 11: SWEDEN

12TH SEPTEMBER • 51 RIDERS 1 LAP OF 33 SECTIONS AND 1 LAP OF FIRST 10 SECTIONS

5TH SEPTEMBER • 45 RIDERS • 2 LAPS OF 22 SECTIONS

This was the win that gave Eddy Lejeune (Honda-BEL) the much soughtafter FIM World Trials Championship title as he opened up a 30-point advantage over Bernie Schreiber (SWM-USA) as the American slumped to tenth, scoring just a single point. Schreiber was in trouble from the start as he struggled with the pain from a badly dislocated shoulder he had incurred in an indoor demonstration event in France. Not helping matters was the fact that it was a very tough event, with slippery rocks and large rocks steps. As for Lejeune and the four-stroke Honda, he was in his element; but the surprise came from Toni Gorgot (Montesa-ESP). He really started to show his form to take a single-mark lead after the first lap, with Lejeune next, followed by Ulf Karlson (Montesa-SWE) and Gilles Burgat (Fantic-FRA).

As usual in the trials world, despite the sections deteriorating on the second lap, the scores remained pretty much the same. It was a super-jubilant Eddy Lejeune who was informed at the finish that he was the new world champion!

Riding with the confidence that comes when you are a winner, Eddy Lejeune (Honda-BEL) took his 42nd win from the 48th trial he has competed in during his last 12 months of riding.

In an event with a fair degree of organisational problems, many of the observers were very much doing the job for the first time, and it created problems. Most did not understand how to observe and what the difference was between a three and a five. Soon the frustration of the riders became obvious as they contested the marks they had been awarded. Would you believe that touching the motorcycle’s sump on a rock was rewarded with a single-mark penalty?

As the scores came in at the end of the event, Gilles Burgat (Fantic-FRA) had finished second behind Lejeune, having out-pointed Ulf Karlson (Montesa-SWE) on the most cleans tie decider. With Bernie Schreiber (SWM-USA) finishing fourth, it would leave the fight for the runner-up position until the final round one week later in Sweden.

RESULTS 1: Eddy Lejeune (Honda-BEL) 97; 2: Toni Gorgot (Montesa-ESP) 104; 3: Gilles Burgat (Fantic-FRA) 104; 4: Danilo Galeazzi (SWM-ITA) 116; 5: Ulf Karlson (Montesa-SWE) 121; 6: Yrjo Vesterinen (Bultaco-FIN) 121; 7: Gianni Tabarelli (Fantic-ITA) 131; 8: Timo Ryysy (Fantic-FIN) 131; 9: Thierry Michaud (SWM-FRA) 134; 10: Bernie Schreiber (SWM-USA) 137.

RESULTS: 1: Eddy Lejeune (Honda-BEL) 61; 2: Gilles Burgat (Fantic-FRA) 69; 3: Ulf Karlson (Montesa-SWE) 69; 4: Bernie Schreiber (SWM-USA) 77; 5: Danilo Galeazzi (SWM-ITA) 80; 6: Thierry Michaud (SWM-FRA) 81; 7: Jaime Subira (Fantic-ESP) 83; 8: Fred Michaud (Bultaco-FRA) 85; 9: Gabino Renales (MerlinESP) 90; 10: Bernard Cordonnier(SWM-Bel) 96.

CHAMPIONSHIP AFTER TEN ROUNDS

CHAMPIONSHIP AFTER 11 ROUNDS

POSITIONS: 1: Eddy Lejeune 139; 2: Schreiber 109; 3: Burgat 99; 4: Gorgot 67; 5: Thierry Michaud 39; 6: Galeazzi 35; 7: Karlson 30; 8: Charles Coutard 24; 9: John Lampkin 23; 10: Vesterinen 23.

POSITIONS: 1: Eddy Lejeune 154; 2: Schreiber 117; 3: Burgat 111; 4: Gorgot 67; 5: Thierry Michaud 44; 6: Galeazzi 41; 7: Karlson 40; 8: Charles Coutard 24; 9: John Lampkin 23; 10: Vesterinen 23.

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Winter 2022 • Classic Trial Magazine

1982 FIM WTC • International

Poland: Jaime Subira (Fantic-ESP)

Poland: Manuel Soler (Montesa-ESP)

POLAND

ROUND 12: SKLARSKA, POLAND 19TH SEPTEMBER • 38 RIDERS 3 LAPS OF 15 SECTIONS

All eyes, at this event under cloudless blue skies, would be on the fight for second in the championship between Bernie Schreiber (SWM-USA) and Gilles Burgat (Fantic-FRA). It was a high-scoring event held over a 15-kilometre course with sections located in and around the winter ski resort.

Once again, Toni Gorgot (Montesa-ESP) showed his form with a first-lap lead on 29 marks lost, followed by Burgat and Schreiber.

On the second lap, both Burgat and Schreiber were evenly matched, but the French rider always – just – had the edge. On the final lap, Gilles Burgat made his push for the victory as he

Poland: Kiyoteru Hattori (Honda-JPN)

finished first in front of Schreiber by a 12-mark advantage, but it had not been enough. Bernie Schreiber finished just three points in front of Burgat to take the runner-up position in the final world championship positions.

The recently crowned FIM World Champion Eddy Lejeune (Honda-BEL) had his worst finish of the season but left no one in doubt about his talent as he had the best single-lap score of 20 marks lost. Great Britain’s John Lampkin had fought hard for his points all year and finished the year ninth overall and the highest-placed Brit amongst some pretty distinguished names as the season concluded.

RESULTS: 1: Gilles Burgat (Fantic-FRA) 82; 2: Bernie Schreiber (SWM-USA) 94; 3: Toni Gorgot (Montesa-ESP) 96; 4: Eddy Lejeune (Honda-BEL) 101; 5: Danilo Galeazzi (SWM-ITA) 102; 6: Thierry Michaud (SWM-FRA) 108; 7: Ulf Karlson (Montesa-SWE) 120; 8: Scott Head (Italjet-USA) 120; 9: Bernard Cordonnier(SWM-Bel) 121; 10: Jaime Subira (Fantic-ESP) 123.

1982 FIM WORLD TRIALS CHAMPIONSHIP POSITIONS: 1: Eddy Lejeune (Honda-BEL) 182; 2: Bernie Schreiber (SWM-USA) 129; 3: Gilles Burgat (Fantic-FRA) 126; 4: Toni Gorgot (Montesa-ESP) 77; 5: Thierry Michaud (SWMFRA) 49; 6: Danilio Galeazzi (SWM-ITA) 47; 7: Ulf Karlson (Montesa-SWE) 44; 8: Charles Coutard (Bultaco-FRA) 24; 9: John Lampkin (Armstrong CCM-GBR) 23; 10: Yrjo Vesterinen (Bultaco-FIN) 23.

Poland: Bernard Cordonnier (SWM-BEL)

Classic Trial Magazine • Winter 2022

Poland: Pedro Olle (Beta-ESP)

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TWO GREAT MAGAZINES BOTH AVAILABLE FROM

www.trialmaguk.com

1982 • Sidecar John Gaskell-Harry Wood (Suzuki)

1982 INTER-CENTRE TEAM TRIAL

MIDLANDS MASTERS It is possibly hard to believe, as we witness the decline in sidecar trials in the modern world, that there was an Inter Centre Sidecar Team Trial in 1982. It was held on Sunday, 4th April, the day after Saturday’s ACU British Championship round, the Mitchell trial, won by John Gaskell and Harry Wood (Suzuki). The competition involved 12 centre teams; each should have consisted of four sidecar pairings. Assembling at Lansdown and Langridge Village Hall, near Bath, at 10.00 am, the event, run by the Bath and West of England Motor Club, would use parts of the national Knut Trial course taking in two laps of 20 sections. The weather was ideal, providing some early spring sunshine, as 47 riders and passengers headed off from the start to begin the sidecar action.

Words: Classic Trial Magazine, Mike Rapley and Barry Watson • Pictures: Alan Vines and Yoomee Archive

Bruce Melville-Chris Lambe (Gori)

Classic Trial Magazine • Winter 2022

The previous day’s Mitchell Trial had been quite difficult in the fight for the ACU British Championship points. It affected the Inter Centre Team Trial as one of the leading riders for the East Midlands team, Geoff Gadsby, broke the frame on his four-stroke CCM, ruling him out of the event. The pre-trial favourites had been both the East Midland and the North West teams, but with Gadsby unable to repair his broken frame, he was a non-starter.

As the teams’ best three scores counted in the fight for the win, his team would have to rely on good rides from Bruce Melville/Chris Lambe (Gori), Bill and Kath Sherras (Fantic) and Walter Bulloch/ Brian Pearce (Suzuki). For the North Western team, the loss of Malcolm Ellis/Frank Griffiths in the event on the 360cc Montesa with electrical problems was another blow to a potentially winning team.

Fortunately for the Yorkshire team, the pairing of Barry Watson and Ronnie Suttill riding the new Italjet had been allowed to start.

At the Mitchell the previous day, they were excluded from the results as the tax disc for the machine had not arrived. Presenting the tax disc on the Sunday allowed them to be included in the results as part of the fifth-place finishing team.

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Sidecar • 1982

Graham Campbell-Mark Flowers (Suzuki)

Joe and Paul Howells (Suzuki)

John Turner-Reg Miller (Fantic)

Gerald and Paul Avery (Suzuki)

OPENING LAP

Using their vast experience organising sidecar trials, the club had laid out a good, challenging, but not dangerous event. The emphasis was on a tricky course, and every section had an awkward part to it, which tested the riders’ skills as opposed to stopping them, which was very sensible, although the severity of the terrain proved quite challenging.

What the sidecar teams liked was that even if you had a five for a stop, you still had the opportunity to pull back marks with better riding.

The first lap was quite tricky, with the sections providing a lack of rear wheel traction, and many marks would soon be lost. Even the first apparently innocuous section would witness only two cleans, with the first coming from the South West team riders Graeme Mackie and Martin Hole, who rode the section first on their Fantic ahead of the rest of the entry. However, despite this early effort, their score would not count as it was the highest in the team.

The other clean ride was from East Midland team members Bruce Melville and Chris Lambe on the green Gori. It is interesting to note that John Gaskell and Harry Wood came to a halt on the Suzuki on their way to the eventual best individual ride. Other notable riders who stopped were the Trials and Motocross News staff members Mike Rapley and Mannix Devlin, along with Barry Watson and Ronnie Suttill. As the first lap ended, it was already evident that the strong Midland Centre team, headed by Gaskell on a super score of just 20 marks lost, would be in the lead just ahead of the North Western and Southern teams.

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Roy Wilkins Ken Williams (Ossa)

Winter 2022 • Classic Trial Magazine

1982 • Sidecar

Mike Rapley-Mannix Devlin (Suzuki)

Barry Watson-Ronnie Suttill (Italjet)

Bruce Rushton-Terry Lovett (Montesa)

Bill and Kath Sherras (Fantic)

TEAM WORK

Colin Dommett-Eric Chamberlain (Fantic)

Classic Trial Magazine • Winter 2022

As they say, teamwork makes the dream work, and a superb ride from Terry Millichap and Mick Bradley (Suzuki) on the opening lap had them notso-many marks behind Gaskell.

The second lap would prove disastrous for the North West team, as Phil Scott and Geoff Wolfenden (Montesa), along with Mike Rapley and Mannix Devlin, lost many marks in the opening sections. However, Roy Wilkinson with Ken Williams and Graham Campbell with Mark Flowers on the Suzukis, riding for the Southern centre, had muchimproved rides as all four crews went well for the remainder of the laps.

With the loss on the second lap of Malcolm Ellis with dead electrics on the Montesa, it was enough to give the Southern team the runner-up position, albeit by just two marks over the North Western team.

For the Midland team, it had been a very dominant display of their skills, backed up by a stunning ride from Terry Millichap and Mick Bradley, who had the best ride of their sidecar career. John and Paul Howells (Suzuki) had their usual good rides, which gave the Midlanders a very good team.

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Sidecar • 1982

Doug Etheridge-Dave Denyer (Suzuki)

Harry Foster-Ian Blackmore (Gori)

1982 INTER-CENTRE SIDECAR TEAM

Phil and Ned Sparkes (Bultaco)

Walter Bulloch-Brian Pearce (Suzuki)

64

1 – MIDLAND 110: John Gaskell-Harry Wood (Suzuki) 26; Joe and Paul Howells (Suzuki) 41; Terry Millichap/Mick Bradley (Suzuki) 43.

2 – SOUTHERN 130: Graham Campbell/Mark Flowers (Suzuki) 35; Roy Wilkinson/Ken Williams (Suzuki) 45; Mick Ramplee/Sean Gray (Suzuki) 50.

3 – NORTH WEST 132: Phil Scott/Geoff Wolfenden (Montesa) 41; Bruce Rushton/Terry Lovett (Montesa) 45; Mike Rapley/ Mannix Devlin (Suzuki) 46.

4 – EAST MIDLAND 166: Bruce Melville/Chris Lambe (Gori) 33; Bill and Kath Sherras (Fantic) 59; Walter Bulloch/Brian Pearce (Suzuki) 74.

5 – YORKSHIRE 183: Mike and Cynthia Ryde (Bultaco) 60; Barry Watson/Ronnie Suttill (Italjet) 61; Jim Reilly/John Sunderland (Kawasaki) 62.

6 – SOUTH WEST 187: Tim Hawkins/Tim Sparkes (Bultaco) 46; Harry Foster/Ian Blackmore (Gori) 64; Charlie Shopland/Neil Simpson (Bultaco) 77.

7 – CORNWALL 187: Colin Dommett/Eric Chamberlain (Fantic) 51; Dave Andrew/Alan Jory (Suzuki) 64; Phill Warr/Dick Angove (Suzuki) 72.

8 – WESSEX 195: Gerald and Paul Avery (Suzuki) 44; Pete Taylor/Vic Soper (Suzuki) 71; Phil and Ned Sparkes (Bultaco) 80.

9 – SOUTH EAST 204: Doug Etheridge/Dave Denyer (Suzuki) 65; Alan and Madge Clarke (Suzuki) 65; Paul and Keith Fishlock (SWM) 75.

10 – EASTERN 233: John Turner/Reg Miller (Fantic) 39; Perry Miller/Keith Rayner (Fantic) 83; Reg Goodrum/Barry Baker (Bultaco) 111.

11 – EAST SOUTH WALES 336: Tim Morris/Mick Jenkins (Suzuki) 82; Dev and Martin Hoskins (Suzuki) 95; N Williams/ A Webb (Kawasaki) 159.

12 – EAST YORK’S 489: Paul Coverdale/Peter Coverdale (Bultaco) 140; R Flatt/J Knight (Bultaco) 163; Colin and G Cass (Bultaco) 186.

TOP TEN SIDECARS: 1: John Gaskell-Harry Wood (Suzuki) 26; 2: Bruce Melville/Chris Lambe (Gori) 33; 3: Graham Campbell/ Mark Flowers (Suzuki) 35; 4: John Turner/Reg Miller (Fantic) 39; 5: Joe and Paul Howells (Suzuki) 41; 6: Phil Scott/Geoff Wolfenden (Montesa) 41; 7: Terry Millichap/Mick Bradley (Suzuki) 43; 8: Gerald and Paul Avery (Suzuki) 44; 9: Roy Wilkins/Ken Williams (Ossa) 45; 10: Bruce Rushton/Terry Lovett (Montesa) 45.

PREVIOUS WINNERS: 1977: Yorkshire; 1978: Southern; 1979: Midland; 1980: Southern; 1981; East Midland.

Winter 2022 • Classic Trial Magazine

Workshop • Gori

GREEN IS GO GORI

A Gori trials model was not high on my list of desired motorcycles, but when looking for a project to keep myself busy on the dark winter nights, my good friend Tony Swithenbank said he had something lurking at the back of his shed, and it was green. He had taken the aforementioned motorcycle as payment for a job he did for a north Yorkshire farmer who had used it to round up his sheep until it stopped running. It was then thrown in the barn in the mid-80s, where it stayed until Tony rescued it from certain death. The intriguing part was that the farmer had said he bought it from Tony Calvert. Tony had ridden for the then Gori UK importer, Jim Jones, in 1982, taking in a full season of ACU British Championship rounds, including the Scottish Six Days and Scott Trials. It was now a non-runner, and despite it all looking complete, it was in a very poor, neglected state. My initial thoughts were to see if I could get the engine to start so I would then know what we were dealing with. Armed with a soldering iron and a new coil, it was put back together. The points were cleaned, and some fresh petrol was put in the fuel tank. I fitted a new spark plug and started with a few steady pushes on the kick-start lever to turn the engine over, and with one extra-strong push, it fired into life. With it, it started to produce a large amount of smoke, which soon cleared. We had a running motorcycle!

Words: Nick Shield • Pictures: Shield Media, Eric Kitchen

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Winter 2022 • Classic Trial Magazine

Gori • Workshop

Before: The sight of the sorry Gori made me realise it would not be a quick fix! 22: 1979 and the new Gori trials model would be named the MT 325.

I

have carried out many motorcycle rebuilds on various machines, and in truth, I like a challenge, but the sight of the sorry Gori made me realise it would not be a quick fix. I would suggest to anyone taking on a similar type of project that you should make as many notes as possible before you start.

It’s also worth taking some pictures to note cable routes etc., as once you begin to pull your project motorcycle apart, it’s surprising how quickly you forget so much. Also, be completely honest with yourself about how much of the work you can do yourself and make a rough note of what you will need to replace. A cheap purchase can soon turn into a very expensive rebuild.

A RUNNER

As I have already touched on, one of my first jobs when purchasing a rebuild project is to try and get the machine into life. Once the machine is running, you can find out so much more about what you are dealing with. Does it have any serious engine noises, does the clutch work and, very importantly, can you select all the gears; these are all good indicators. With a quick twist on the throttle, it was not the most responsive motorcycle I had heard, but when I took the carburettor to pieces, I could see why; it was full of what looked like pond water! The clutch was heavy, but that was expected of the Rotax engine anyway. Fortunately, all six gears were there.

Classic Trial Magazine • Winter 2022

After: As a project I have ended up with a nice-looking Gori.

Mechanically, it sounded well. I may have detected a little piston rattle, but then again, so many machines of that era were not the sweetest sounding.

With no knocking or rumbling of bearings, I made up my mind that I would not strip and rebuild the engine. Air-cooled Rotax engines

have always had a strong reputation for reliability. I am well informed that they were built with very strict engine tolerances, hence the reliability. There must have been plenty of oil about in the engine as it was put in the barn back in the days when we mixed at the ratio of 25:1 or 32:1 if you were brave.

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Workshop • Gori

It’s worth taking some pictures as once you start to pull your project motorcycle apart it’s surprising how quickly you forget so much.

FRAME MODIFICATIONS

Stood up on the Gori, I noted just how high the footrest positions were. I would call them high altitude as I felt so high on the machine! These location points were moved slightly back and lower, carried out by my good friend Andrew Bingley. With his mechanical and fabrication knowledge, this was not a huge task to carry out. Some flat plate was cut and shaped to suit, and then two new footrest hangar brackets were welded to the frame in the correct position.

A new pair of footrest brackets were welded on, and modern, wider footrests were then

It’s no wonder it did not want to start!

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fitted. On trying the new riding position, I was delighted with the end result. This work was carried out before it was all stripped down, with notes and pictures taken as I carried out this process. A rough list was also put together of the parts needed.

At this point, it’s also worth being honest with yourself about the cost of a rebuild before it starts breaking the bank. I made a rough parts order before sending it off to the various suppliers who could supply the relevant parts, who included: Martin Mathews, Moto SWM; Dave Renham, Inmotion Trials; Gary Fleckney,

Rock Shocks; and Rex’s Speed Shop for the vital electronic ignition. Next, I dropped the frame and swinging arm off at my local sandblasting and powder coating specialist, Shermaynes.

They did an excellent job, and I was quite inspired and now more enthusiastic about the rebuild, they also carried out the same process on some of the smaller components. As I am sure you know, you can spend hours cleaning parts and then respraying them. I advise finding someone who can carry out this work. When the rebuild is finished, you will appreciate it even more!

Footrest location points were moved slightly back and lower, carried out by my good friend Andrew Bingley.

Winter 2022 • Classic Trial Magazine

Gori • Workshop

I decided not to strip it but I did remove the cylinder head just for a quick nosey.

You can see here the rotary valve inlet found inside the clutch case.

With the cylinder head back in place I stripped off all the paint and, without splitting the engine cases, every seal, O-ring and gasket was replaced.

With all the new parts fitted the engine was reunited with the frame and the aluminium sump guard fitted back in place.

ENGINE

My next port of call was the engine. As I have already stated, I decided not to split it, but I did remove the cylinder head just for a quick nosey. To my surprise, it all looked very well inside for a machine that was 40 years old.

With the cylinder head back in place, I stripped off all the paint and, without splitting the engine cases, every seal, O-ring and gasket was replaced. I then resprayed all the relevant parts before fitting a new gearbox sprocket, engine guard and electronic ignition. When I was happy with everything and, with all the new parts fitted, the engine was reunited with the frame, and the aluminium sump guard fitted back into place. Finally, components, including the gear change and kickstart levers, were sent away for replating before being refitted with new rubbers.

WHEELS

With the job coming along nicely, I then moved my attention to the wheels and hubs. They were stripped down, and the Grimeca wheel hubs, along with the carburettor, were sent to Andrew Bingley, who ultrasoniccleaned them, meaning more beer vouchers would have to be found! They came back looking brand new, which meant that the price of the next beer round in the public house would be even more expensive.

The Dell’Orto carburettor was refitted before I turned my attention to the wheels now I had the hubs back. I am quite happy rebuilding my own wheels, but if you are unsure, I would strongly recommend using a specialist wheel builder for safety reasons.

I built new old-stock wheel rims onto the hubs, as the original ones were way past renovation. For those who are unaware, the rear wheel uses a Cush-drive assembly. It allows the removal of the rear wheel whilst leaving the back plate and sprocket in place. Six large rubber bushes have inserts in the wheel hub, which locate on spigots on the back plate assembly. The rubber bushes were supposed to smooth out the power delivery. When purchasing either the Gori or earlier SWM trials models, Classic Trial Magazine • Winter 2022

I built new old-stock wheel rims onto the hubs as the original ones were way past renovating.

For those of you who are not aware, the rear wheel uses a Cush-drive assembly.

Six large rubber bushes have inserts in the wheel hub which locate on spigots on the back plate assembly.

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Workshop • Gori

With the new parts fitted each fork leg was filled with the correct amount of new oil.

this area is very important to check, as, with any movement of the rubber bushes, the rear wheel hub can split, which turns into a very expensive rebuild. New Cush-drive rubbers were made from a rubber sheet block as replacements were unavailable. New tyres, inner tubes and security bolts were also fitted.

SUSPENSION

It was time to turn to the Marzocchi front forks, which were totally stripped down and given a very close inspection. Everything was cleaned, new seals, springs and sliders were fitted, and each fork leg was filled with the correct amount of new oil. New steering-head

bearings were fitted, and at this point, the Tony Calvert connection came into play. The Gori was supplied with Marzocchi front forks and steering yokes, but the trick in the day was to replace the steering yokes with Spanish Betor ones to improve the steering. Touching on the modifications to this machine, Calvert, along with many other private Gori riders, had chopped the bottom frame tubes off to be replaced with the aluminium sump guard to replace the bottom frame rails. Some Gori dealers made their own frame conversions to their remaining Gori trials stock, much the same as Calvert’s.

You have many choices of rear shock

Along with many other private Gori riders, they had chopped the bottom frame tubes off to be replaced with the aluminium sump guard.

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Spanish Betor steering yokes were fitted to improve the steering.

absorbers in the modern world, and my choice for the Gori is Rockshocks. The superenthusiastic owner, Gary Fleckney, can build you very much what your requirements are, and the quality is second to none. He also carries all the spares, so once you have made the initial purchase, you can have them rebuilt as and when needed.

With the brake hubs cleaned and new brake shoes fitted in the front and rear, and the wheels now back in the machine, I turned my attention to the exhaust system. Again, this was in excellent condition, so a good clean was all that was needed before I applied my aerosol-can spraying skills to the complete system.

Rockshocks was my choice of rear shock absorbers.

Winter 2022 • Classic Trial Magazine

Workshop • Gori

The fuel tank was more filler than metal so a courtesy clean and aerosol-can paint job was done by my good self.

GORI GREEN

I like to have total control on a trials motorcycle and did not hesitate in fitting new Renthal 7/8th handlebars, bar pad, grips and the relevant control levers and new cables. As with any rebuild, the finishing touch is the fuel tank and aesthetics, the Gori is green, and that was the way it would stop. The fuel tank was more filler than metal, so a courtesy clean and aerosol-can 72

paint job was done by my good self. I have since sourced a good used fuel tank with no dings or dents; I will treat this to a professional painting job before fitting.

The finishing touches were made easier after a phone call to Martin Matthews at Moto SWM. The giveaway is in the name, but he also carries many parts for the Gori trials models, including the Rotax engine parts. In addition, he had a

batch of new Gori mudguards and side panels manufactured, which really complement the black frame. And so, with a good mixture of petrol and Castrol A747, I started the Gori up.

Again, a lot of smoke while going up and down the drive, but there was close to 40 years of rubbish to burn out of the exhaust system. With a little tweaking on the air screw, it didn’t run that bad. I was happy.

Winter 2022 • Classic Trial Magazine

Gori • Workshop

ON TRIAL

The acid test would be to ride the Gori in a trial. As I initially said, this machine was not on my ‘Bucket List’ of one to own. I entered a local club trial run by the Lakes Grass Track Association, and off we went, wondering, ‘would the engine fly to bits spectacularly or be okay?’. It was the only part of the rebuild that had not been pulled apart.

After a good ride around at the start, the smoke screen began to clear, and the engine settled down. It never missed a beat all day.

I spent most of the first lap getting used to the Rotax power, which, at times, feels very harsh at the bottom of the power output. I am not a fan of the clutch, which is still not quite a single-finger action despite the fitting of a new cable.

However, with six gears, the choice was very good, with more than enough power on hand.

It was well worth modifying the footrest position as I felt very comfortable on the machine with its more modern riding position.

The suspension worked well, and in truth, I was very pleased with how it turned out. I finished second, which I was more than happy with.

As a project, I ended up with a nice-looking Gori.

However, it now needs a new owner to take the time to set it up properly. It doesn’t need much, maybe fiddle with the carburettor and a new set of the thicker, grippier brake shoes would do the job, and it would be good to go at any level of riding.

EX-TONY CALVERT

As I said at the beginning, it was reputed to be an Ex-Tony Calvert, Gori-supported machine, but I have no paperwork to support this. However, it has been road registered, as you can see where the number plate has been on the old mudguard, and the engine and frame numbers match, so the DVLA may be able to throw some light on that. Also, as I have already noted, it has the Betor fork yokes on it, which were a modification at the time, and the bottom frame tubes were cut off, and an integral sump plate fitted. Tony Calvert confirmed he did this to his Gori, but the best evidence is that the sump guard is stamped with the name of the engineer Tony took his machine to for any modifications; it could be a bit of history or a copy, who knows.

Tony Calvert as a Gori-supported rider, seen here in the 1982 Mitchell Trial.

Classic Trial Magazine • Winter 2022

I entered a local club trial run by the Lakes Grass Track Association to test the Gori.

New Gori mudguards and side panels really complement the black frame.

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Workshop • Gori 1979 and the new Gori trials model would be named the MT 325.

GORI

A BRIEF HISTORY

Gori was originally formed as a company in Florence in 1927 by a very proud Italian, Giancarlo Gori, who built his own machines featuring other manufacturers’ engines with the Gori badge standing proud on the fuel tank. The brand would appear with some success in road racing before a more serious move into motorcycle production started in 1968. Originally founded by his father, it was a second-generation Giancarlo Gori who manufactured machines from 1968 to 1983 at his official manufacturing company Officina Meccanica Gori, Piazza di San Salvi, Firenze, Italy. The prelude to manufacturing his own motorcycles in the mid-60s led Giancarlo Gori to be associated with another Italian motorcycle enthusiast, and their modified machines were marketed as Gori-Bimm. He was also involved with various other scooter companies, including Vespa and their various racing activities, including speed record attempts, with some success.

Words: John Hulme • Pictures: Gori

B

y the time the new Gori trials machine was presented to the public at the Milan show in the December of 1979, the donor brand SWM already had a lot of experience with the air-cooled two-stroke Rotax engines. They had already introduced them to the off-road world, and it continued to achieve much success. Gori wanted to carry this into the world of trials. So it presented its red-and-white trials model at the Milan show in late 1977, which proved very popular.

GORI TRIALS

As SWM introduced a new yellow-model range in 1980, Giancarlo Gori and Signor Sironi used the previous year’s trials models, the red-andwhite ones, to introduce the new green Gori trials model.

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The Gori name was an asset to their company portfolio and kept the name alive. During this period, it decided to increase machine sales by rebranding its older SWM range of machines, selling them as the new green Gori model.

Doing so could open up another market to increase machine sales, aimed at another type of customer who wanted something different.

In reality, it was the SWM machine, but the tubular steel frame now had a black finish and swinging arm, complemented by a green steel fuel tank and matching plastics in the same colour. Again, it was a case of copy and paste as in every area of the machine, you could find the SWM signature, but this new Gori model would be named the MT 325.

On the Milan Show model and in the early promotional pictures, the SWM name had been

removed from the engine’s side cases, but it soon reappeared on the production models.

The heart of the new Gori trials model was the 250cc Rotax engine that SWM had decided to develop for trials use. It was similar to the enduro engine, which used a 72mm bore, so they over-bored it to 76mm, which pushed the engine size up to 276.6cc. The first trials machine arrived in early 1980, and the well-known Cheshire Centre-based national rider David Hooke gave the machine its UK competition debut at the 1980 St David’s National Trial in Wales. During the 1981 season, 125cc, 200cc and 250cc machines were added to the trials model range.

At the end of 1983, the Italian SWM Company finally closed its doors and with it would also be the end of the Gori dream.

Winter 2022 • Classic Trial Magazine

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Sport • Leven Valley Two-Day Trial

LEVEN VALLEY TWO-DAY TRIAL

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SAM’S SUPER SCOTLAND 2022

KINLOCHLEVEN & DISTRICT MCC

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Scotland in September; what a beautiful thought for any motorcycle trials enthusiast! This was my road trip destination as I headed north for the 2022 Leven Valley Two-Day Trial, organised by the Kinlochleven & District Motor Cycle Club over the weekend of the 24th and 25th of the month. The words on the programme cover: ‘An Alternative Scottish’, referring to the Scottish Six Days Trial as this area of outstanding beauty around Kinlochleven has hosted motorcycle trials since the early 1900s. Attracting a full house of 250 riders to compete over the two days, it was a super ride from Sheffield-based Sam Clarke (Bultaco), who completed the two days and 55 sections with his feet firmly on the footrests to record a clean, no-mark-loss victory.

Article: John Hulme

Winter 2022 • Classic Trial Magazine

Leven Valley Two-Day Trial • Sport

Second Best Performance: Andy Hipwell (Honda)

Third Best Performance: David Coughlan (Triumph)

The organising Kinlochleven & District MCC is not a new club — originally founded in the 1930s as the Kinlochleven & District Light Car & Motor Cycle Club. It enjoyed a few successful years before World War II’s outbreak, bringing it to a premature close. The club was revived in the years following the war, and various events were regularly held in the village, but the club was finally wound down in the 1980s.

Reformed in 2017, the club is now affiliated with the Scottish ACU and, thanks to the suitability of Kinlochleven and nearby Glencoe as two great venues, it has witnessed a growing demand for more events in the area, which the enthusiastic club has duly delivered. Attracting motorcycle trials riders to this area to compete has never been a problem; the sections themselves may not look too demanding, but it is the challenge of the surrounding terrain linking them together that tests both the riders and the machines. So in 2018, the idea of a new event, titled the Leven Valley Two-Day Trial, came to life, supported by a hearty group of local motorcycle enthusiasts. They could provide their knowledge of the surrounding area to bring the event to life, and, as they say, the rest is history.

GUESTS OF HONOUR

The 2022 event had two guests of honour. The first was the three-time FIM World Trials Champion for Bultaco from 1976–1978, Yrjo Vesterinen, who was also celebrating his win in the 1982 ACU British Trials Championship – 40 years ago, would you believe? He reminded me that he had also won the 1980 Scottish Six Days Trial, albeit on a Montesa.

He would be joined by his good friend, Charles Coutard from France, who was riding one of the many Bultacos that Vesterinen has in his collection. Coutard had a superb trials career, riding for Bultaco, SWM and Montesa before a return to Bultaco. He was the French national champion from 1971 through to 1977 on Bultaco before winning it one final year on an SWM in 1979; he also has four FIM world round wins to his name. Despite celebrating his 70th birthday in November, he is still a more than competent rider, as many will have witnessed in Scotland.

Run as an entirely off-road competition, and such is its reputation, the event is gaining in popularity. The entry included many Spanish riders, including the father-and-son team of Joan and Nils Comas. They are part of the successful team that organises the Costa Brava Two-Day Trial in November in Spain.

Restricted to air-cooled twin-shock machinery, the event assembled a wide selection of machines at the start. They ranged from the original to the highly modified Pre-65 machines from before the invasion of the Spanish manufacturers before the Italian and Japanese two- and four-stroke machinery joined the sport.

Classic Trial Magazine • Winter 2022

Best Twin-Shock up to 201cc: Lewis Byron (Honda)

Diego Urreta (Fantic-ESP)

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Leven Valley Two-Day Trial • Sport

Chris Garlick (BSA)

DAY ONE: 30 SECTIONS

We all know that the weather in this mountainous area can be very unpredictable. Still, as it happened, despite the arrival of Autumn, day one was blessed by perfect riding conditions as the sun came out, albeit interrupted by the occasional light shower.

After the start in Kinlochleven, riders would take in some sections local to the start before heading out to the hills to take in some spectacular views and sections. These would include iconic Scottish Six Days Trial sections such as Letir bo Fionn, Switch Back and Black Water before arriving at the steep rocky climb at Pipeline.

The ride up to sections eight and nine at Leac na Fare is quite gentle before the challenging moor-

Liam Robinson (Greeves)

Classic Trial Magazine • Winter 2022

Philip Wiffen (Fantic)

crossing over towards the Black Water dam before dropping down to Pipeline and finishing at the Aluminium Works back in Kinlochleven.

The day had been quite a difficult one on the moor crossings, and the sections had taken many marks, including the rocky climb that is Pipeline. Located at the side of the vast pipes which take water down into Kinlochleven, it is far steeper than it looks and a clean is a tick in the book for anyone who achieves a feetup climb. It was just one section that would be used in 2022, starting just below the halfway point of the hill.

Having to withdraw his entry due to a knee injury, it was the very experienced Glen Scholey as an observer, enjoying giving something back to the sport in his role with the pencil. Having previously cleaned the section on many occasions, he had

to use all his experience to control the hill and mark it accordingly. Of course, every rider wants to pick the perfect line, but such is the keenness that sometimes they can get in the way of the other riders, and this was the case with John Maxfield.

A very competent rider in his own right, he was ‘baulked’ on two occasions, and, quite rightly, the observer awarded him re-runs before, much to everyone’s delight. Finally, John executed the perfect clean on his third attempt on his BSA Bantam to huge applause.

Low scores were the order of the day with no less than four riders with no marks lost recorded: Sam Clarke (Bultaco), David Coughlan (Triumph), Chris Garlick (BSA) and Spanish rider Diego Urreta (Fantic).

Mike Irving (BSA)

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Sport • Leven Valley Two-Day Trial

Andrew Payne (Fantic)

Best Brit-Shock up to 201cc: Calum Murphy (BSA)

DAY TWO: 25 SECTIONS

As can happen in the Highlands, the weather came in on day two, and with it, the riders began to lose marks. With early sections at the Kennels and Mamore Lodge, the riders then headed out onto the Mamore Road and to the furthest part of the course on the second day, Callart Falls — a regular section used to the present day in the Scottish Six Days Trial.

The ride to and from Callart on the sodden moors proved quite challenging, as I was to find out as I rode to them to take pictures on my Montesa 4Ride! Once again, the moors tired the riders as the rain came down. However, the sections were all very rideable, even for the early numbers on the predominantly rocky going up the many rivers this stunning area has in abundance. One man on his Bultaco, Sam Clarke, stayed calm and collected knowing that one slip or one mark could deny him the win. However, it was not going to happen and, as it turned out, he was the only rider with no marks lost at the close of the day.

The fight for second position included no fewer than six riders on one mark; the rider’s age would govern the tie-breaker. The oldest of the bunch was Andy Hipwell (Honda), followed by David Coughlan, Lewis Byron (Honda), Diego Urreta, Chris Garlick (BSA) and Philip Wiffen (Fantic). It was just as close behind these top six with another 29 riders, all with single-figure scores.

As the vehicles moved out of Kinlochleven after the trial and the evening awards celebration took place, one thing was for sure; everyone had enjoyed a super weekend of trials riding. Roll on 2023.

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James Noble (Ariel)

Winter 2022 • Classic Trial Magazine

TRIAL LUBRICATION JUST REACHED A WHOLE NEW STANDARD

Sport • Leven Valley Two-Day Trial

Scott Cameron (Fantic)

Best Youth Rider: Harry Bowyer (Triumph)

Top Three: Leven Valley Two-Day with Yrjo Vesterinen (left) and Charles Coutard (right)

2022 LEVEN TWO-DAY TRIAL

Best Ossa: Manel Campoy ESP

BEST PERFORMANCE: Sam Clarke (Bultaco) 0 SECOND BEST PERFORMANCE: Andy Hipwell (Honda) 1 THIRD BEST PERFORMANCE: David Coughlan (Triumph) 1 BEST BRIT-SHOCK UP TO 201CC: Calum Murphy (BSA) 2 BEST BRIT-SHOCK OVER 201CC: David Coughlan (Triumph) 1 BEST TWIN-SHOCK UP TO 201CC: Lewis Byron (Honda) 1 BEST TWIN-SHOCK OVER 201CC: Sam Clarke (Bultaco) 0 BEST LADY RIDER: Maria Feliu (Fantic-ESP) 108 BEST HONDA: Andy Hipwell (Honda) 1 BEST DRAYTON: David Coughlan (Triumph) 1 BEST OSSA: Manel Campoy ESP 22 BEST BULTACO: Sam Clarke (Bultaco) 0 BEST SCOTTISH ACU RIDER WHO HAS NOT WON ANY OTHER AWARD: Neil Dawson (Fantic) BEST YOUTH RIDER: Harry Bowyer (Triumph) 4 BEST ACU RIDER: Sam Clarke (Bultaco) 0 BEST FOREIGN RIDER: David Coughlan (Triumph) 1

LEVEN VALLEY TWO-DAY TRIAL WINNERS 2018–2022

Best Ladies Rider: Maria Feliu (Fantic-ESP)

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2018: John Charlton (Triumph) 0 2019: Steve Robson (Montesa) 0 2020: No Event – Covid-19 2021: Neil Dawson (Fantic) 0 2022: Sam Clarke (Bultaco) 0

Winter 2022 • Classic Trial Magazine

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Sport • Rockshocks Championship

ROCKSHOCKS CHAMPIONSHIP

SUPER SHOCK SERIES James Postlethwaite (Yamaha)

As a stand-alone British Trials Championship, the Rockshocks series continues to deliver quality events at various venues. Since its inception in 2014, the championship has travelled the length and breadth of the country, and the 2022 series was no different. The ten-round championship took in the following venues: Breakheart, Dursley; Parkwood, Bradford; Kirton Off Road Centre, Gainsborough; Vale of Towy, Carmarthenshire; Whitegate Farm, Holmfirth; The Baa, Consett; Wye Valley, Herefordshire; Central Wales Auto Club, Powys; Sedbergh DMC before concluding in the north of the country at Fell Green, Cumbria. Despite a troubled year of high fuel costs, the riders kept entering, keeping the championship very competitive. Each event continues to provide an Expert and Clubmen class with a choice of three classes on each route.

Words: Trials Media Mike Rapley Rockshocks Championship Pictures: Trials Media

Martin Gilbert (BSA)

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From left: John Hulme, Eric Kitchen and Mike Rapley

Winter 2022 • Classic Trial Magazine

Rockshocks Championship • Sport and single shock has found a class where the competition is equal, at least with machinery, if not riding ability.

A CHALLENGING LOCATION

Will Tolson (Fantic)

BOOTLE TRIAL

Riders from all parts of the country descended on Fell Green, Bootle in Cumbria on the last Sunday of October for the tenth and final round of the 2022 Rockshocks Classic Trials Championship.

In a howling gale with rain drifting horizontally across the exposed Bootle Fell, 74 riders started the two-lap 20-section course, predominately based on the high fells which, on a clear day, overlook the Isle of Man across the Irish Sea. Fantics are the popular choice in the Twin-Shock

Chris Garlick (BSA)

Classic Trial Magazine • Winter 2022

category, with TLR Hondas also well represented.

In the British Bike Class, various themes on BSA Bantams are the favourite, with a few Triumph Cubs and the occasional BSA four-stroke making an appearance. Those riding the Air-cooled Monoshock class generally favour Yamaha TY 250s with the occasional early Beta and Gas Gas seen in action.

The series has developed considerably over the past decades and has now reached a situation where just about any motorcycle pre-water-cooling

The finishing scores for most of the class winners and top riders in previous rounds have tended to be in the single-figure area, but that was never going to be the case when the series landed at the final Bootle club round of the series. The Fell Green venue, which has been used for trials for well over 45 years, by its very nature, is a challenging location. Add in torrential weather, as was the case on Halloween Eve this year, and the carefully planned sections by local Pre-65 rider Joel Gowan (he of the joint top spot in the Scottish Pre-65 Trial) changed considerably.

Finishing, wet, bedraggled and looking much the worse for wear, of the 46 riders who completed the two laps of 20 sections, the top men over the two routes were from either end of the UK. Local Expert James Postlethwaite (Yamaha) topped the TwinShock Expert route, and Devonian Martin Gilbert (BSA) claimed the Clubman course overall win in the British Bike category. Gilbert, riding his Bantam in the British Bike class, was able to claim the lowest score of the day with 14 marks lost on the Clubmen route, whilst Expert course rider Postlethwaite, on his dad’s TY 175 Yamaha, needed the loss of 23 marks before he arrived at the finish.

The closest to toppling Gilbert from the win was Jake Gowan, brother of Joel, who had set out the trial. Jake rode his brother’s four-stroke BSA to great effect, and only an unexpected five prevented him from matching the Devon rider’s excellent score of just 14 marks.

In second place behind Gilbert on the Clubman course, it was James Williams (Honda) who won the Twin-Shock class from Chris Tolson (Fantic), whilst Mark Jenkinson (Yamaha), on 31 marks, headed the Clubman course Air-cooled Mono-shock category.

Paul Dennis (Triumph)

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EDITION 01 | YEAR 2018

NEW

THE GOLDEN AGE 1965-1985

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A PICTORIAL HISTORY OF MOTORCYCLE SPORTS • THE GOLDEN AGE 1965-1985

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A PICTORIAL HISTORY OF MOTORCYC LE SPORTS

EDITION 01 | YEAR 2018

NEW

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ISSUE 01: 2018 • UK: £8.99

ENDURO

Motorcycle Retro Replay Issue 1.indd

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MOTOCROSS

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ROAD

RACING

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TRIALS

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03 LOCHABER SCOTTISH SIX DAYS TRIAL 1909-2011

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

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

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05 MOTORCYCLE RETRO REPLAY MAGAZINE

Take a step back in time to 1965–1985. A golden age of motorcycle sport. A4 Size.

132 Pages. £10.98 inc. P&P

06 A COMPLETE GUIDE TO MOTORCYCLE TRIALS

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

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

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Winter 2022 • Classic Trial Magazine

Rockshocks Championship • Sport

Steve Bisby (Yamaha)

WET WET WET

Richard Allen (Montesa)

Nobody was able to challenge Postlethwaite on the Expert route, with overall series winner William Tolson the nearest, losing 30, also on a Twin-shock. Then came Chris Garlick (BSA) on 33, who was the best British Bike Expert course rider by three marks from Masham butcher Paul Dennis (Triumph).

Richard Allen (Montesa), a long-time supporter of this series in its various incarnations, headed the Air-cooled Mono-shocks from Steve Bisby (Yamaha), the only two finishers in the wet conditions. However, whilst Fell Green is arguably one of the most challenging Rockshock rounds, the trial proved to be an even more significant challenge due to the horrendous weather on the day, with torrential rain falling for much of the event. Many of the sections were in streams which rose considerably as the day progressed, becoming white-water cascades at higher terrain levels. The weather proved to be the main handicap during the day, with over two dozen riders calling it a day due to machine failures and the inclement weather as the 10-round series came to its conclusion.

EXPERT RESULTS

AIR-COOLED MONO: 1: Richard Allen (Montesa) 35; 2: Steve Bisby (Yamaha) 81.

TWIN-SHOCK: 1: James Postlethwaite (Yamaha) 23; 2: Will Tolson (Fantic) 30; 3: Neil Sharp (Honda) 36; 4: Andrew Payne (Fantic) 36; 5: Stuart Gaskell (Fantic) 36.

BRITISH BIKES: 1: Chris Garlick (BSA) 33; 2: Paul Dennis (Triumph) 36.

CLUBMEN RESULTS

Mark Jenkinson (Yamaha)

Classic Trial Magazine • Winter 2022

AIR-COOLED MONO: 1: Mark Jenkinson (Yamaha) 31; 2: Steve Williams (Honda) 34; 3: Keith Burgess (Yamaha) 40; 4: Peter Blowers (Montesa) 50; 5: Mike Jones (Gas Gas) 59.

TWIN-SHOCK: 1: James Williams (Honda) 17; 2: Chris Tolson (Fantic) 30; 3: Martin Jackson 30; 4: Dave Wardell (Fantic) 31; 5: Michael Platts (Honda) 33.

BRITISH BIKES: 1: Martin Gilbert (BSA) 14; 2: Jake Gowan (BSA) 19; 3: Darren Walker (BSA) 25; 4: Ian Myers (Triumph) 31; 5: Mick Grant (BSA) 41.

87

Sport • Rockshocks Championship

2022 ROCKSHOCKS CHAMPIONSHIP

To keep travelling costs to a minimum at the season’s end, the final championship points total is the sum of the best seven scores. The three lowest scores are dropped, which includes non-scoring rounds. Spread over the year, from late February until late October, the enthusiastic series coordinators Gerry and Fredina Minshall try to ensure the rounds are planned so that the travelling distance is not too excessive. This year they kept them all within 180 miles or so of the centre of the country, ensuring that each round has attracted enough riders for it to be viable to the organising club.

Early rounds attracted well over 120 riders, and every round has managed to offer more than 70 riders for some great action, with a total of 251 riders scoring championship points over the 2022 season.

EXPERT AIR-COOLED MONO 24 POINTS SCORERS 1: Chris Garlick (Gas Gas) 131; 2: Kevin Ellis (Yamaha) 82; 3: Peter Morris (Yamaha) 74; 4: Peter Ruscoe (Gas Gas) 66; 5: Roman Kyrnyckyj (Honda) 63; 6: Steve Bisby (Yamaha) 47; 7: Tony Gush (Beta) 46; 8: Richard Allen (Gori/Montesa) 40; 9: Andrew Paxton (Fantic) 32; 10: Ben Millichap (Honda) 21.

Jake Gowan (BSA)

TWIN-SHOCK 45 POINTS SCORERS: 1: Miles Jones (Honda) 127; 2: Will Tolson (Fantic) 121; 3: Philip Baxter (SWM) 95; 4: James Noble (Fantic) 88; 5: Richard Webster (Fantic) 84; 6: Scott Cameron (Fantic) 40; 7: Paul Jackson (Honda) 35; 8: Thomas Jackson (Fantic) 33; 9: Chris Greenwood (Honda) 21; 10: Simon Hartley 21.

BRITISH BIKES 15 POINTS SCORERS: 1: Liam Robinson (Greeves) 121; 2: Paul Dennis (Triumph) 64; 3: Carl Batty (James) 54; 4: Chris Chell (BSA) 43; 5: Ian Pedeby (BSA) 37; 6: Chris Garlick (BSA) 37; 7: Robin Luscombe (Triumph) 33; 8: Matt Chambers (Triumph) 32; 9: Martin Stanistreet (Villiers) 31; 9: George Emmott (Triumph) 21; 10: Rob Bowyer (Triumph) 21.

CLUBMEN AIR-COOLED MONO 43 POINTS SCORERS: 1: Ian Cheetham (Yamaha) 112; 2: Mike Jones (Gas Gas) 102; 3: Keith Burgess (Yamaha) 102; 4: Peter Blowers (Mecatecno) 85; 5: Russ Walker (Honda) 81; 6: Robin Foulkes (Honda) 66; 7: Jon Probitts (Fantic) 63; 8: John Long (Honda) 48; 9: Martyn Wilmore (Yamaha) 40; 10: Peter Atkinson (Gas Gas) 38.

James Williams (Honda)

TWIN-SHOCK 67 POINTS SCORERS: 1: Michael Platts (Honda) 127; 2: Chris Tolson (Fantic) 107; 3: Rob Faulkner (Yamaha) 86; 4: Dave Wood (Bultaco) 75; 5: Andrew Walters (Honda) 60; 6: James Williams (Honda) 54; 7: Stephen Walters (Fantic) 52; 8: Andrew Dawson 41; 9: Mark Barrow (Honda) 40; 10: Nigel Eagleton 35.

BRITISH BIKES 57 POINTS SCORERS: 1: Martin Gilbert (BSA) 129; 2: Chris Myers (Triumph) 116; 3: Tony Martin (Triumph) 103; 4: Darren Walker (BSA) 100; 5: Ian Myers (Triumph) 78; 6: Mick Grant (BSA) 53; 7: Nigel Greenwood (BSA) 52; 8: Bryan Bayes (BSA) 44; 9: Neil Hebdon (Triumph) 35; 10: Simon Chell (Triumph) 30.

88

Steve Williams (Honda)

Winter 2022 • Classic Trial Magazine

Rockshocks Championship • Sport

Peter Blowers (Montesa)

Chris Tolson (Fantic)

2023

If you fancy having a ride in one of the rounds in 2023, the organisers ask you to ensure that you enter the correct class; the rules can be found below, but please keep your eyes open for any changes that could have been applied.

CLASS ONE: This class is open to all air-cooled mono-shock machines that were in production before 2000. It also includes any air-cooled mono-shock converted to a twin-shock; as such, motorcycles cannot run against genuine twin-shocks. Eligibility: the motorcycles should maintain the original silhouette as of the date of manufacture.

Acceptable modifications are the option to run tubeless tyres, make minor modifications to the frame, and a choice of carburettors. Unacceptable modifications are disc brake conversions unless already fitted. Fork stanchions must not exceed 36 mm Ø. *Late model Fantic Coach and Clubman were produced with 40mm Ø forks; therefore, these are acceptable on these machines. Unfortunately, they cannot be retrofitted to earlier models*.

CLASS TWO: This class is open to twin-shock machines manufactured up to 1986. Acceptable modifications are the option to run tubeless rims, to make minor modifications to the frame, a choice of carburettors, and cycle parts can be changed as long as they are from the same period. In addition, the steering head angle can be moved, and the swinging arm length altered. The position of the footrest can also be moved.

Unacceptable modifications are modified monoshock trials machines converted to twin-shocks.

Air-cooled mono-shock engines. Disc brake

Classic Trial Magazine • Winter 2022

Mike Jones (Gas Gas)

conversions. Fork stanchions must not exceed 36 mm Ø. *Note SWM jumbos fitted with the original 38mm forks are acceptable*.

CLASS THREE: This class is open to Pre-75 British motorcycles. Replica frames or modified originals are allowed, as are billet yokes and hubs and forks with modern internals. This is the format followed by most classic clubs countrywide, and there seems little point in changing that for this series. Acceptable modifications are tubeless rims, and there is no restriction on carburettors.

Unacceptable modifications are disc brakes, and front forks exceeding 35mm Ø.

The series restarts in 2023 and the provisional dates and venues are below.

March 12th, Congleton & DMC April 7th, Huddersfield MCC May 20th, Sedbergh MC May 21st, Westmorland MC June 17th, Devonport MCC June 18th, West of England MCC July 1st, TBC July 2nd, Yeadon Guiseley & DMC August 6th, Cumberland County MCC September 17th, Oswestry MC October 29th, Central Wales Auto Club

Please keep your eyes on the o•cial website o f r updates or changes.

www.rockshocksclassictrialschampionship.com

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Winter 2022 • Classic Trial Magazine

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Classic Trial Magazine • Winter 2022

91

Vintage Vines • 1972 Review

Mick Andrews (Ossa)

1972

LITTLE & LARGE As the production of trials motorcycles in a once-proud off-road world dominated by Great Britain declined further during 1972, the strong production of Spanish motorcycle manufacturers faced a power struggle in quite a different way. You could argue that the majority of riders preferred a good 250 engine size, but the manufacturers wanted to offer more options to open up the market.

In the case of Montesa, it wanted to attract more riders with a wider range of engine sizes, including a 125 model. Bultaco was in pursuit of the ultimate trials motorcycle though, with the arrival of the 325 Sherpa T. In the latter part of the year, the Japanese would arrive with Don Smith and the Kawasaki as Mick Andrews opened talks with Yamaha. Times were changing.

Words: Classic Trial Magazine • Pictures: Eric Kitchen, Alan Vines, Malcolm Carling, Yoomee Archive

92

Malcolm Rathmell (Bultaco)

Winter 2022 • Classic Trial Magazine

1972 Review • Vintage Vines

Martin Lampkin (Bultaco)

H

Rob Shepherd (Montesa)

ere we take a quick spin at what made the trials headlines during an entire 1972 season of action from January through to December.

JANUARY

Derry Preston Cobb, the Greeves founder, was awarded the MBE. A small batch of the long-awaited Mick Andrews Replica Ossa machines arrived at the London Show.

Northern-based trials dealer Jim Sandiford liked the looks of the new Ossa so much that he ordered a batch of 15 and announced he would sponsor young North-Western centre Clive Smith on one. In the South, Bob Gollner Motorcycles matched the order.

Midlands-based motorcycle manufacturer Wassel started to build 100 BSA Bantam trials frame kits priced at £175 for a complete machine as Ross Winwood joined them to start work on a Sachs-engined model for the future.

Despite a rumoured offer from Yamaha to develop a new 360cc two-stroke trials machine, Sammy Miller signed again for Bultaco.

Having previously ridden a Montesa for the UK importer John Brise, Yorkshire rider Peter Gaunt moved to a Suzuki TS 125 he had converted into a trials model. Backed by Ray Dell Motorcycles and Suzuki UK, they planned to market the machine at £200 as the Bultaco importers Comerfords held the price of the Bultaco 250cc Sherpa ‘T’ at £319 in kit form.

Three new prototype 325 Bultacos appeared in the entry at the opening round of the 1972 European Championship in Belgium, ridden by the Spanish riders Fernando Munoz, Ignatio Bulto and Jaime Marques.

WINNERS VIC BRITTAIN: Malcolm Rathmell (Bultaco) BELGIUM EUROPEAN CHAMPIONSHIP RD 1: Mick Andrews (Ossa-GBR)

Classic Trial Magazine • Winter 2022

Dave Thorpe (Ossa)

93

Vintage Vines • 1972 Review

Alan Lampkin (Bultaco)

Jack Galloway (Montesa)

FEBRUARY

After nine successful years riding for Greeves, Derek Adsett moved to an Ossa with support from the UK importer Peter Fletcher, closely followed by the younger of the two Wilkinson brothers from Yorkshire, Mick.

Both Cotton and Sprite announced new trials models, Cotton with the 170 Cavalier and Sprite with the 405 Rustler. Dalesman would join these two English motorcycle manufacturers with a new trials machine in its off-road model range.

Bultaco invited its worldwide distributors to the San Antonio Trial in Spain won by Martin Lampkin, as a 14-year-old Manuel Soler finished third. Sammy Miller wins the first time out on the new 325cc Bultaco at the Don Mountstevens trial.

WINNERS IRELAND EUROPEAN CHAMPIONSHIP RD 2: Mick Andrews (Ossa-GBR) FRENCH EUROPEAN CHAMPIONSHIP RD 3: Malcolm Rathmell (BultacoGBR) COLMORE: Mick Andrews (Ossa) ACU BRITISH CHAMPIONSHIP RD 1 ST DAVID’S: Malcolm Rathmell (Bultaco)

MARCH

Brian Higgins won his first national trial on the Sammy Miller-supported Bultaco, and Martin Lampkin took the first win in a UK national for the new 325cc at the Cotswolds Cup. Malcolm Rathmell moved back to the 250 Bultaco after a poor performance at the European round in Great Britain on the new 325 prototype.

WINNERS SPAIN EUROPEAN CHAMPIONSHIP RD 4: Mick Andrews (Ossa-GBR) GREAT BRITAIN EUROPEAN CHAMPIONSHIP RD 5: Mick Andrews (Ossa-GBR) ACU BRITISH CHAMPIONSHIP RD 2 COTSWOLDS CUP: Martin Lampkin (Bultaco) ACU BRITISH CHAMPIONSHIP RD 3 TRADERS CUP: Dave Thorpe (Ossa) VICTORY: Brian Higgins (Bultaco) KICKHAM: Rob Shepherd (Montesa) CLEVELAND: Dave Thorpe (Ossa) ILKLEY GRAND NATIONAL TIME AND OBSERVATION: Peter Gaunt (Suzuki)

94

Rob Edwards (Montesa)

APRIL

Montesa launched the new Cota 123 and then announced that the machine would be ridden in the SSDT before it went on sale in the UK in late May. 16-year-old John Metcalfe secured sponsorship from Colin Appleyard Motorcycles on a 250cc Bultaco after some promising results.

In the rapidly expanding American off-road market, Cotton motorcycles gained an order to the USA for £15,000 worth of new 170 Cavalier trials models.

Attracting new sponsors to the sport, Montesa team rider Gordon Farley gained support from Macrae Kippers of Hull.

WINNERS LOMAX CUP: Gordon Farley (Montesa) INTER CENTRE TEAM TRIAL: Yorkshire

MAY

Talks started to circulate of a new all-British trials machine from Mickmar. Montesa launched their new Cota 25 junior trials model at the Scottish Six Days Trial. With ACU support, the 0,1,2,3,5 marking system started coming into use.

WINNERS ACU BRITISH CHAMPIONSHIP RD 4 SCOTTISH SIX DAYS TRIAL: Mick Andrews (Ossa-GBR) WEST GERMANY EUROPEAN CHAMPIONSHIP RD 5: Mick Andrews (Ossa-GBR) LYN TRADERS: Geoff Chandler (Bultaco).

Winter 2022 • Classic Trial Magazine

1972 Review • Vintage Vines

Gordon Farley (Montesa)

JUNE

At Montesa UK, the new Cota 123 model arrived in the UK as Gordon Farley won a local club trial on one. Supported by the Montesa factory, Rob Edwards flew off to the USA to promote the Spanish motorcycle manufacturer on a promotional tour.

Brian Higgins (Bultaco)

SEPTEMBER

ACU BRITISH CHAMPIONSHIP RD 5 ALAN TROPHY: Martin Lampkin (Bultaco)

The new British motorcycle manufacturer Mickmar had its new 250 ready for testing. A very busy Don Smith built Kawasaki its first 450 trials model. Very much a prototype, he competed on it for the first time at the Mitchell ACU British Championship round in Wales. It was the only Japanese motorcycle in the entry.

Shortly after, the machine was taken back into his workshop before being washed and then shipped off to Kawasaki in Japan.

JULY

WINNERS

WINNERS

As the new production 325 Bultacos arrived from Spain, priced at £389 in kit form, Jim Sandiford was one of the first riders to receive one. He had the new trials star from Spain, 17-year-old Javier Cucurella, staying with him to practise in the UK.

WINNERS ALLAN JEFFERIES: Martin Lampkin (Bultaco)

AUGUST

Tony Davis was to ride a Bultaco 325 in all trials with factory support from Spain, as Malcolm Rathmell and Martin Lampkin bought a coal business! Very impressed with the Cotton trials model in the USA, the British manufacturer won another order for £35,000 worth of new 175cc trials machines and the new trail model.

Finland’s Yrjo Vesterinen won his first European Championship round in Sweden.

WINNERS FINLAND EUROPEAN CHAMPIONSHIP RD 6: Martin Lampkin (Bultaco-GBR) SWEDEN EUROPEAN CHAMPIONSHIP RD 7: Yrjo Vesterinen (Bultaco-FIN) CLAYTON: Sammy Miller (Bultaco)

Classic Trial Magazine • Winter 2022

Brian Hutchinson (Montesa)

ACU BRITISH CHAMPIONSHIP RD 6 MITCHELL: Jack Galloway (Montesa) MANX TWO DAY: Sammy Miller (Bultaco) BEMROSE: Rob Edwards (Montesa)

OCTOBER

John Hemingway made his first appearance on the new Montesa Cota 123 at the Hillsborough Trophy Trial. After the Suzuki project ground to a halt, Peter Gaunt signed a three-year contract with Dalesman to ride their new 125 model with his first outing at the Hillsborough Trial.

After emigrating to Australia, Chris Leighfield won the national trials championship.

At the end of the month, the day after the Scott Trial, Brian Hutchinson (Montesa) gave the Cota 123 its first national trial win at the Travers.

WINNERS ACU BRITISH CHAMPIONSHIP RD 7 WEST OF ENGLAND: Dave Thorpe (Ossa) ACU BRITISH CHAMPIONSHIP RD 8 SCOTT: Rob Shepherd (Montesa) JOHN DOUGLAS: Alan Lampkin (Bultaco) DICK FARQUHARSON: Geoff Chandler (Bultaco) TRAVERS: Brian Hutchinson (Montesa)

Geoff Chandler (Rickman)

95

Vintage Vines • 1972 Review

Peter Gaunt (Dalesman)

Don Smith (Kawasaki)

Jack Matthews (CCM)

NOVEMBER

The big talking point of November was the shortage of trials tyres as the main supplier Dunlop had production problems.

WINNERS ACU BRITISH CHAMPIONSHIP RD 9 GREENSMITH: Alan Lampkin (Bultaco) BRITISH EXPERTS: Malcolm Rathmell (Bultaco) WELSH TROPHY: Geoff Chandler (Ossa) HOAD: Dave Thorpe (Ossa) PERCE SIMON: Malcolm Rathmell (Bultaco) PEAK TRIAL: Rob Shepherd (Montesa)

DECEMBER

News came from across the water in the USA that Mick Andrews had broken his shoulder in an enduro crash whilst testing the 500cc Yankee Ossa. News was also emerging that Andrews would leave Ossa.

Ignacio Bulto won the Spanish national trials championship, giving Bultaco bragging rights over Montesa and Ossa.

Malcolm Rathmell was crowned as the ACU British Trials Champion for the first time.

With the Northern Experts Trial postponed because of the Pig Disease, Greeves announced that they would be dropping the Pathfinder trials model from its model range.

WINNERS ACU BRITISH CHAMPIONSHIP RD 10 KNUT: Rob Shepherd (Montesa) IRISH EXPERTS: Peter Gaunt (Dalesman SOUTHERN EXPERTS: Gordon Farley (Montesa)

96

Ray Round (BSA)

1972 FIM EUROPEAN TRIALS CHAMPIONSHIP

POSITIONS: 1: Mick Andrews (Ossa-GBR) 90; 2: Martin Lampkin (Bultaco-GBR) 74; 3: Malcolm Rathmell (Bultaco-GBR) 73; 4: Gordon Farley (Montesa-GBR) 44; 5: Yrjo Vesterinen (Bultaco-FIN) 37.

1972 ACU BRITISH TRIALS CHAMPIONSHIP

POSITIONS: 1: Malcolm Rathmell (Bultaco) 91; 2: Martin Lampkin (Bultaco) 76; 3: Alan Lampkin (Bultaco) 75; 4: Dave Thorpe (Ossa) 56; 5: Gordon Farley (Montesa) 50.

1972 ACU BRITISH SIDECAR TRIALS CHAMPIONSHIP

POSITIONS: 1: Ray Round (BSA) 93; 2: Jack Mathews (BSA/CCM) 74; 3: Walter Bulloch (BSA) 39; 4: Dave Brown (REH) 33; 5: Colin Laver (Lavariel) 30.

1972 SCOTTISH SIX DAYS TRIAL

POSITIONS: 1: Mick Andrews (Ossa-GBR) 49; 3: Alan Lampkin (Bultaco-GBR) 58; 3: Rob Edwards (Montesa-GBR) 60; 4: Malcolm Rathmell (Bultaco-GBR) 69; 5: Rob Shepherd (Montesa-GBR) 71.

1972 SCOTT TRIAL

POSITIONS: 1: Rob Shepherd (Montesa) – Best on Time and Observation 47; 2: Jack Galloway (Montesa) 50; 3: Dave Thorpe (Ossa) 66; 4: Rob Edwards (Montesa) 72; 5: Alan Lampkin 70.

Winter 2022 • Classic Trial Magazine

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