Classic Trial Magazine Issue 44 Spring 2023

MOTORCYCLE • SIDECAR • CLASSIC • COMPETITION • FEATURES

www.trialmaguk.com

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WINNER

YRJO VESTERINEN

VACATION

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Spring 2023

ISSUE 44 • UK: £6.99

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Classic Trial Magazine • Welcome

CONTACT Online: Telephone: Email: Address:

www.trialmaguk.com 01663 749163 england@trialmag.com 48 Albion Road, New Mills, High Peak, Derbyshire, SK22 3EX United Kingdom

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

© 2023 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 ACU British Trials Champion Yrjo Vesterinen (Bultaco-FIN) • Credit: Eric ‘EK’ Kitchen Summary Picture: 1974 Kickham Trial Mick Andrews (Yamaha) • Credit: Alan Vines

Spring 2023 • Classic Trial Magazine

Welcome • Classic Trial Magazine

FEATURES WINNER

16

BRAND

30

VACATION

40

PROJECT

54

INTERNATIONAL

70

VINTAGE VINES

86

THANK YOU

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1982 ACU British Trials Championship Fantic Twin-Shock 2022 Costa Brava Two Day Yamaha 1972-1975 1983 FIM World Championship 1973 Sidecar and Solo TMX – Mike Rapley

REGULAR SECTIONS NEWS TRIALS GURU PADDOCK SHOPPING SUBSCRIBE POSTER DEALER LOCATOR

Classic Trial Magazine • Spring 2023

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News • The world of Classic Trials

2023 CLASSIC DIRT BIKE SHOW challenge. You can also pick up some pre-loved parts in the autojumble and get your hands on an off-road bargain.

Gates to the Classic Dirt Bike Show, sponsored by Hagon Shocks, opens 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, and those under 16s go free.

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

CLASSIC TRIAL MAGAZINE AT THE CLASSIC DIRT BIKE SHOW: HALL 2, STAND B64

The UK’s biggest classic off-road show, The Classic Dirt Bike Show, sponsored by Hagon Shocks, is back at Telford International Centre, Shropshire, TF3 4JH, over the weekend of 11-12 February.

The annual off-road show is known for attracting the biggest names in the scene, and this year is no exception, as the three-time FIM World Motocross Champion and ’80s and ’90s racing icon, Dave Thorpe, has been confirmed as the star guest.

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

SAMMY MILLER MUSEUM

For those who have yet been to the fantastic Sammy Miller Motorcycle Museum or even fancy going again, this is one of the best motorcycle museums you can visit.

Situated in the heart of the New Forest, the Sammy Miller Motorcycle Museum is home to around 500 rare and exotic motorcycles from all over the world, including factory racers and exotic prototypes. Unlike most other museums, this is more than a static collection to be dusted and polished at regular intervals.

Rather, almost every single motorcycle on display represents a full-scale renovation by Sammy, Jim and the workshop team.

The Museum has undergone several extensions over the years to increase its capacity. The most recent of these was the Upper Gallery, opened in 2021 by the Duke of Richmond, which boasts panoramic views of the Museum complex and beyond, to the Isle of Wight.

With a cosy Tea Room on site, why not treat yourself and the family to lunch?

Sammy Miller Motorcycle Museum, Bashley Cross Roads, New Milton, Hampshire, BH25 5SZ. Opening times and a motorcycle events calendar can be found at www.sammymiller.co.uk.

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Come and see us at the Telford International Centre over the weekend of 11-12 February, where we will have some free goodies and merchandise to give away with every order we take. We will have current issues and back issues of both Trial Magazine and Classic Trial Magazine and, of course, the hugely popular binders. You can also take out new subscriptions or resubscribe if you wish. We will be in our usual stand location in Hall 2, stand B64. Look out for the Classic Trial Magazine flags and come and have a chat.

HAPPY BIRTHDAY, ERIK ‘EK’ KITCHEN

On 6th January 2023, one of our best friends at Trial and Classic Trial Magazine, Eric ‘EK’ Kitchen, hit the ripe old age of 90.

A lifelong motorcycle enthusiast, Eric has taken possibly the best motorcycle trials pictures ever seen and has been a regular contributor to the magazine since its inception in 2006.

John Hulme: “It is a pleasure to call Eric a good friend. Since my early days of taking pictures back with the Nikon D70 right up into the present day, moving to mirrorless format with the new Nikon Z range, he has been a mind of information at all times, always encouraging me to take the best pictures; I think you will agree he has done a pretty good job of educating me! Mike Rapley supplied the picture here of ‘EK’ with the cake he was presented with by lifelong friend Dougie Lampkin at the recent DL12 Indoor trial.”

Spring 2023 • 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

Trials Guru • John Moffat

TRIALS GURU

BEING HONEST

I suppose I am known for speaking my mind; however, my golden rule is never, ever criticise or belittle another man’s or woman’s motorcycle. A motorcycle is very much an individual possession and kept in a state of tune or condition by the owner for their quiet enjoyment.

Having said all that, I can’t help but comment about the virtual disappearance of true Pre65 trials machines over the years. When I started riding Pre-65 events back in 1993, the movement was well established. I rode a period 1959 Matchless 350, on which the only modern components were a set of Renthal braced handlebars and modern folding footrests; that was it. Most of the entry was similarly equipped, but trick components and disguised parts were already creeping in by then.

Article: John Moffat

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N

owadays, the Pre-65 machines I see in action are effectively brand-new motorcycles, their components factory fresh; even the Amal carburettors are new castings. Some organisers insist on being able to enter certain events by submitting supporting photographs of motorcycles that were constructed a few months previously. To me, a total waste of time; what does that really prove? It got me thinking, why bother? Why not just jump ahead, scrap Pre-65 and call it Britshock, and be done with it?

BRITSHOCK

So, having sold my 1963 BSA B40 a few years back, I realised that, languishing on the engine shelf, lay a complete B40WD engine and brand new, unused alloy wheels with Whitton Triumph-style alloy hubs laced to lovely, polished rims. What would become of these components?

Sell them on? No, I decided to build another B40, not a Pre-65 eligible one but a Britshock!

Spring 2023 • Classic Trial Magazine

John Moffat • Trials Guru

In 2017 I met up with the late Jim Pickering at Telford and told him of my plans. Jim did me a good deal on one of his frame kits, built to accommodate the B40 mill.

Sometime later, I called Duncan Macdonald of REH Forks Ltd and arranged for a set of his nice front forks with ancillaries to be sent up to Scotland. Then I got stuck! I became too busy to get the amassed components built into a machine, which would be fairly ‘trick’ but not Pre-65 ‘trick’. This motorcycle would only be described as a ‘Britshock’, even down to carrying a 1974 registration, not 1964! A Britshock machine, my way; I wanted one.

In May 2022, I spoke with my good friend Paul Ray from Bagshot and explained my plight.

Paul had recently retired from his automotive business and had recently set up ‘The Workshop’, building and preparing motorcycles for friends and customers. We had a long discussion, and Paul agreed he would pick up the parts after the 2022 Highland Classic and set to work.

FINAL SPECIFICATION

We then had many telephone calls to discuss the final specification and additional components, which included a Pete Kirby vanetype clutch unit and some other bespoke bits and pieces. Even the tank finish was carefully discussed, designed, and painted to match my exact requests. No expense was spared, but the resultant machine, a BSA 343cc JMR, was not only stunning but honest! It is not, and never will be, described as a Pre-65 bike; it is my Britshock model, no bull!

Paul phoned me at the beginning of December and announced that the BSA was now finished, running sweetly and tested, and would I like it before Christmas? Rather than place the new BSA in the hands of a courier, we agreed that I would pay Paul to bring it up to me, which he did in atrocious conditions, so he stayed the night. We had a meal and, of course, a great chat about motorcycles.

So, I now have a ‘new’ BSA 343 JMR, a totally honest Britshock machine, and it is not for sale.

And as for Paul Ray, he’s about to build another!

Classic Trial Magazine • Spring 2023

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Paddock • Caught on camera

SMILE

EDDY

BEACH LIFE

HI

JIM LAD

TEAM HONDA

HONDA HISTORY

MM

WHAT YEAR?

FOR THE LATEST PRODUCTS AND DEALS, HAVE YOU VISITED

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Spring 2023 • Classic Trial Magazine

Caught on camera • Paddock

TEAM ROBERTSON

THANK YOU

SEA SIDE

S3 BOSS

TRIAL-GO

WATCHING

Classic Trial Magazine • Spring 2023

MONOCOQUE

WHEELIE

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Shopping • What’s new

WHAT’S ON YOUR SHOPPING LIST?

TRIALENDURODIRECT MOTS STONE5 Jacket Web: www.trialendurodirect.com Tel: 01298 766813

TRIALENDURODIRECT MOTS

Footrest Kits Web: www.apicob2b.co.uk Tel: 01282 473190

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COMAS

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APICO HARDPARTS

SORRA

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APICO HARDPARTS

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Spring 2023 • Classic Trial Magazine

What’s new • Shopping

CLASSIC TRIAL MAGAZINE Binders Web: www.trialmaguk.com Tel: 01663 744766

TIMBERLAND SHEDS

All Shapes and Sizes Supplied Web: www.timberlandsheds.co.uk

INMOTION TRIALS

Dell’Orto Carburettor Web: www.inmotiontrials.com Tel: 01784 440033

Classic Trial Magazine • Spring 2023

COMAS

MOTOREX LUBRICANTS

2T Motor Oil Web: www.bickers-online.co.uk

TRIUMPH BOOK

Pictorial History Web: www.mortonsbooks.co.uk

TRIALENDURODIRECT S3

Ice Nano Gloves Web: www.trialendurodirect.com Tel: 01298 766813

Waterproof Jacket Web: www.comastrial.com Tel: 01246 792033

YOOMEE BOOKS

Web: www.yoomee.co.uk Tel: 01663 749163

APICO FORMA

Boulder Boot’s Web: www.apicob2b.co.uk Tel: 01282 473190

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Winner • British Trials Championship 1982

BRITISH TRIALS CHAMPIONSHIP 1982

VICTORY FOR VESTY When the news broke that Finland’s three-time FIM World Trials Champion from 1976–1978, Yrjo Vesterinen, had applied – and been accepted for – an ACU competition license and announced plans to compete in the 1982 ACU British Trials Championship, it rocked some areas of the establishment. His contract was with Comerfords, the official UK importers for Bultaco, and he would compete the entire tenround season. He was already spending more and more time in the UK with his girlfriend, Diane Hadfield, whose father, Gordon, was the Chief Medical Officer for the ACU; he had first met her at the Kick Start Trial in June 1981. Comerfords had always been very supportive of ‘Vesty’. As Bultaco was going through a very tough time in Spain, he wanted to repay them for their investment in supporting his efforts on his return to Bultaco in 1981. He officially took residence in West Byfleet, Surrey, where Diane lived with her parents, and then applied for the ACU licence. After some public controversy played out in the press, he was granted the licence. At the close of 1982, he won the ACU Championship, taking the title with one round remaining. It was a case of ‘V for Victory’ for Finland’s Yrjo Vesterinen and Bultaco.

Words: John Hulme and Mike Rapley • Pictures: Trial Magazine, Alan Vines, Yoomee Archive, Toon Van De Vliet

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Spring 2023 • Classic Trial Magazine

British Trials Championship 1982 • Winner At the opening round of the 1982 ACU British Championship, the Colmore Cup. It was a close victory over Steve Saunders.

In 2012, Yrjo invited Trial Magazine to take pictures of his newly restored 1982 ACU British Championship-winning Bultaco. As Bultaco finally folded in 1983, leaving him without a job, Yrjo and his lovely wife Diane married in June before introducing a third party to their relationship, Apico!

In 1981 his best result came in his native Finland, where he won the FIM World Round. History books tell us that this was his last victory at the highest level; it was also the last one for Bultaco.

In hindsight, whilst the 1981 season was not entirely what he and Bultaco had been hoping for, it was nevertheless a reasonable season. He had finished third in the FIM World Championship, second at the Scottish Six Days Trial and had won the Scandinavian Championship.

It was time for a change, though. During the off-season, he had made genuine progress improving the Bultaco; it now also carried a UK registration, and Reg May helped prepare it for the UK championships.

Colin Boniface, whom he met through Comerfords, where he worked, became instrumental in making plans for the season ahead; he knew all the trials as he had previously ridden.

‘Vesty’ knew that getting the right start number for each trial was extremely important. Colin gave him the advice, and Diane ensured that the entries were posted precisely at the right time, as it was now time for the competition to begin.

With the 1982 ACU British Trials Championship now under his belt, he would close the door on a hugely successful career. He won the following: FIM World Trials Championship for three consecutive years, 1976, 1977 and 1978, taking 17 individual round wins and 54 podiums; the Scottish Six Days Trial in 1980; and a Finnish Champion from 1970 through to 1980. The picture is of his restored winning machines, taken in 2012.

Working alongside the legendary Comerfords’ mechanic Reg May, the Bultaco had been modified and was at its very best.

This is one of the most serious faces of 1982 that we have seen of ‘Vesty’; he was on a mission to win!

Classic Trial Magazine • Spring 2023

At round two, the Cotswolds’ Cup, he showed he meant business when he beat the previous ACU British Trials Champions Martin Lampkin (1973, 1978 and 1980) and Malcolm Rathmell (1972, 1974, 1975, 1976, 1979 and 1981) in a very close finish.

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Winner • British Trials Championship 1982

MODEL: 199B SIX-SPEED

VESTY’S BULTACO After a year on the Montesa that resulted in the 1980 Scottish Six Days Trial victory, the first for a foreign rider, Yrjo moved back to Bultaco in 1981. It would be full of challenges, trying to make the machine a true winner again, as during 1980, when the factory was closed, no development work could be carried out. He knew as far back as 1979 that there was a problem with the rear suspension of the machine, which needed urgent attention.

However, in his opinion, the strongest point of Bultaco was always the engines. He had received his first six-speed gearbox engine for testing in the autumn of 1979, the machine was still in his possession and testing started immediately using that Bultaco for new rear suspension set-ups. Fortunately for Yrjo and Bultaco, Oriol Bulto had also returned to the company; without his guidance and wealth of experience, he would have been in real trouble.?

Words: John Hulme with Yrjo Vesterinen Pictures: Trial Magazine, Toon Van De Vliet

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Spring 2023 • Classic Trial Magazine

British Trials Championship 1982 • Winner In 1981 Vesty was the only official Bultaco rider, and the responsibilities rested mainly on his shoulders; he was on his own and had no one else’s opinions to rely on whilst developing new ideas. Initial positive feedback does not always mean that you are going in the right direction, as most improvements are a compromise. This was very much the case with his suspension testing.

Bultaco was in a hurry to introduce a new model as soon as possible, so there was also this pressure to contend with.

When the 199B Bultaco was launched, the area of most concern was the rear suspension, which was essentially unchanged. However, the machine had a new engine with a six-speed box that had proven to be very reliable, and the capacity went up to 340cc.

Yrjo: “I had been quite happy with the 326cc engine all along; however, Bultaco thought that the bigger engine was an improvement. The 340cc produced a silky-smooth power curve; despite the bigger piston size, it ran very quietly. Sometimes though, I did miss the fierier power curve of the 326cc. There were a number of changes relating to the frame and the cosmetics that were implemented on the new model. It carried new front fork internals, and the swinging arm was new, as was the air-filter box. It has been suggested that the new colour scheme of blue and white was done to pay homage to my native Finland and may have been the reason; however, this was never confirmed.

“I already knew by this time in my career that trying to win the FIM World Championship was no longer a realistic goal. Whilst I was asked to do my best on the world scene, my main challenge now was to win the ACU British Championship. I genuinely relished the challenge of riding some of the world’s most famous trials and sections. I had learnt to like wet and muddy conditions, and the ‘Big Bulto’ was well suited for this typical British type of going. I knew that the task ahead was difficult, but at the same time, I was very realistic.”

In action on the 1979 Bultaco that would be used for testing the new rear suspension in 1981.

Improvements were also found inside the front forks with new internals.

The rear suspension was the main focus for improving the Bultaco.

The 340cc engine produced a silky-smooth power curve.

WINNER

“The opening round was the Colmore, which was on Steve Saunders’ home ground; I had done some earlier practising with him and knew he would be good in wet, muddy conditions.

“Interestingly enough, it was years later that I found out that Steve was on a 250cc model Bultaco, which in my eyes was inconceivable to ride those sections that well on, and yes, he did push me all the way for my Colmore win!

“Winning the British Championship is one of the highlights of my career, and I am still very proud of that achievement.

“During the year, we tested as much as time would allow, and in October, the breakthrough came with understanding the forces controlling the rear suspension. That paved the way for radical and new ideas to take Bultaco to the next level. Reg May and I worked hard on a new prototype that we hoped would be the basis of the next Bultaco; sadly, that was never going to happen as Bultaco finally folded in 1983. However, on reflection, I enjoyed the challenge in 1982 with fond memories and no regrets.”

Classic Trial Magazine • Spring 2023

In his superb collection of memorabilia from his trials career, Vesty also has his riding kit from 1982.

1982 was Vesty’s last season in the FIM World Trials Championship; he finished tenth.

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Winner • British Trials Championship 1982 Yrjo Vesterinen (Comerfords Bultaco)

ACU BTC 1982

FIVE WINS FROM TEN STARTS

1982 would be a full ten-round championship, with the events held around the country and all points-scoring rounds counting in the fight to find the winner. With the old guard of the previous ACU British Championship winners Martin Lampkin (SWM) and Malcolm Rathmell (Montesa) still riding at a very high level, along with John Lampkin (Armstrong/CCM), the son of Arthur, it was looking to be a very tough season ahead. But, as we are about to see, it was a season that would throw up some surprising results in the riders’ quest to be crowned the ACU British Champion.

Words: John Hulme and Mike Rapley • Pictures: Eric Kitchen, Alan Vines, Yoomee Archive

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Spring 2023 • Classic Trial Magazine

British Trials Championship 1982 • Winner

John Reynolds (Sandiford Montesa)

ROUND 2: COTSWOLDS CUP, 21ST MARCH

Martin Lampkin (SWM)

Steve Saunders riding the 250cc Comerfords Bultaco, was fresh from the ACU Youth trials.

The opening round was on his home ground.

What happened next most certainly shocked the opposition. He rode an absolute blinder of a trial, with the strong, appreciative crowd giving rapturous rounds of applause for his superb clean rides. At the close of the opening lap, he and Yrjo Vesterinen tied on 17 marks lost. Next up were Martin Lampkin and Nigel Birkett on 24. This was going to be embarrassing if the cream of the UK’s top riders were going to get beaten at round one by such a young rider! As it happened, ‘Vesty’ just managed to save any embarrassment as he eventually beat Saunders by two marks. Apart from a good strong performance from Martin Lampkin, Vesty and Saunders were head and shoulders above the rest.

With Steve Saunders a non-starter, having sustained a broken collarbone in a road accident on his 125cc Yamaha, round two would be a real gloves-off fight between the eventual winner Yrjo Vesterinen, Martin Lampkin and Malcolm Rathmell, the latter two with a point to prove to the Finnish challenger for the UK title.

With a superb entry of 115 riders in this single-lap road-based event, Vesterinen had moved into an early lead straight away in the opening sections of the trial on 14 marks lost, but hot on his tail was Rathmell on 16. The wheels nearly came off Vesty’s challenge for the win with a big crash of one of the many rocky steps just after the halfway point, but he soon regained his composure to pull off a super ride on the following section.

As the trial came to its close, it was Martin Lampkin who had started to make inroads for the victory, but he simply ran out of sections to ride to reduce the marks difference, and Vesterinen took win number two.

BTC ROUND 1

BTC ROUND 2

RESULTS: 1: Yrjo Vesterinen (Bultaco) 42; 2: Steve Saunders (Bultaco) 44; 3: Martin Lampkin (SWM) 51; 4: John Reynolds (Montesa) 59; 5: Malcolm Rathmell (Montesa) 65; 6: Chris Griffin (Fantic) 68; 7: Nigel Birkett (Fantic) 70; 8: Peter Cartwright (Italjet) 71; 9: Dave Thorpe (Bultaco) 81; 10: Chris Sutton (Ossa) 83.

RESULTS: 1: Yrjo Vesterinen (Bultaco) 37; 2: Martin Lampkin (SWM) 39; 3: Malcolm Rathmell (Montesa) 41; 4: John Reynolds (Montesa) 49; 5: Chris Sutton (Ossa) 54; 6: Peter Cartwright (Italjet) 56; 7: John Lampkin (Armstrong/CCM) 64; 8: Nigel Birkett (Fantic) 65; 9: Mike Skinner (Ossa) 70, 10: Chris Griffin (Fantic) 71.

CHAMPIONSHIP POINTS

CHAMPIONSHIP POINTS

POSITIONS: 1: Vesterinen 15; 2: Saunders 12; 3: Martin Lampkin 10; 4: Reynolds 8; 5: Rathmell 6; 6: Griffin 5; 7: Birkett 4; 8: Cartwright 3; 9: Thorpe 2, 10: Sutton 1.

POSITIONS: 1: Vesterinen 30; 2: Martin Lampkin 22; 3: Rathmell 16; 4: Reynolds 16; 5: Saunders 12; 6: Cartwright 8; 7: Birkett 7; 8: Sutton 7; 9: Griffin 6; 10: John Lampkin 4; 11: Thorpe 2, 12: Skinner 2.

ROUND 1: COLMORE CUP, 7TH FEBRUARY

Malcolm Rathmell (Montesa)

Classic Trial Magazine • Spring 2023

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Winner • British Trials Championship 1982

ROUND 3: KICKHAM, 22ND MARCH

On the second day of action in this Championship doubleheader, the fight for the win would be as intense as the day before, with Yrjo Vesterinen this time locked in a close battle with John Reynolds.

All day, there was nothing between the two of them as Reynolds held the upper hand with just three sections remaining. Focussed on the clean ride and the win, he had his Montesa come out of gear and with the loss of forward motion, a fivemark penalty was recorded, much to his dismay.

It was five years since any rider had recorded three consecutive ACU British Championship round wins. A very happy Vesty left the trial with a huge 17mark championship advantage over second-placed John Reynolds with three rounds contested.

BTC ROUND 3 RESULTS: 1: Yrjo Vesterinen (Bultaco) 70; 2: John Reynolds (Montesa) 72; 3: John Lampkin (Armstrong/CCM) 80; 4: Malcolm Rathmell (Montesa) 81; 5: Nigel Birkett (Fantic) 86; 6: Martin Lampkin (SWM) 92; 7: Peter Cartwright (Italjet) 94; 8: Chris Griffin (Fantic) 95; 9: Geoff Parken (Ossa) 95; 10: Chris Myers (Italjet) 97.

CHAMPIONSHIP POINTS POSITIONS: 1: Vesterinen 45; 2: Reynolds 28; 3: Martin Lampkin 27; 4: Rathmell 24; 5: John Lampkin 14; 6: Birkett 13; 7: Cartwright 12; 8: Saunders 12; 9: Griffin 9; 10: Sutton 7; 11: Thorpe 2, 12: Skinner 2; 13: Parken 2; 14: Myers 1.

ROUND 4: CLEVELAND, 28TH APRIL

John Lampkin (Armstrong-CCM)

After the predominantly mud and climbs of the opening three rounds, it was a move to the north of the country for round four and the rocky terrain for a change.

In a trial full of rock steps and rivers, it looked like Nigel Birkett was going to give the 240 Fantic its first major UK result, but he missed out on the win by a mere two marks to that man once again, Yrjo Vesterinen. With encouragement from Diane, Colin, Bultaco, Comerfords and even many British spectators, he had now won the opening four rounds to increase his huge points advantage in the Championship, as the opposition had no answer to his sheer consistency. In truth, Vesty felt very confident as the Championship unfolded and approached the halfway stage.

BTC ROUND 4 RESULTS: 1: Yrjo Vesterinen (Bultaco) 18; 2: Nigel Birkett (Fantic) 20; 3: Martin Lampkin (SWM) 25; 4: John Reynolds (Montesa) 30; 5: Malcolm Rathmell (Montesa) 31; 6: Chris Griffin (Fantic) 33; 7: Chris Griffin (Fantic) 36; 8: Mike Skinner (Ossa) 37, 9: Chris Clarke (Fantic) 41; 10: Howard Jackman (Montesa) 42.

CHAMPIONSHIP POINTS

Peter Cartwright (Italjet)

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Chris Sutton (Holden Ossa)

POSITIONS: 1: Vesterinen 60; 2: Martin Lampkin 37; 3: Reynolds 36; 4: Rathmell 30; 5: Birkett 25; 6: John Lampkin 14; 7: Griffin 14; 8: Cartwright 12; 9: Saunders 12; 10: Sutton 11; 11: Skinner 5; 12: Thorpe 2, 13: Parken 2; 14: Clarke 2; 15: Myers 1; 16: Jackman 1.

Spring 2023 • Classic Trial Magazine

British Trials Championship 1982 • Winner

Nigel Birkett (Fantic)

ROUND 5: DAVE ROWLAND, 4TH JULY

This would be a very traditional single-lap trial taking in 40 sections on the single lap located around the Peak District. It was also a very lowscoring event, leaving no room for error.

The day would produce a five-way fight for the win between the Montesa team riders Malcolm Rathmell and John Reynolds, John and Martin Lampkin and Vesterinen. Every mark counted, and everyone knew, after the first half of the trial, that the marks would be close and the pressure was on.

With the top three all separated by single marks, Vesty came home fifth to record his worst result. He still handsomely led the Championship, but the established riders were now focussing on reeling in the runaway Finnish rider who stood proud at the top of the points table with five rounds remaining.

Steve Saunders (Comerfords Bultaco)

ROUND 6: ALLAN JEFFERIES, 11TH JULY

Beating the Yorkshire riders in their own back garden was always going to be a massive ask in this event that was once again very traditional. Now recovered from his broken collarbone, Steve Saunders would also return to the ACU Championship action on the slippery limestone, a significant feature of the event. But, as it turned out, the man on a mission was Martin Lampkin, who never looked like he would be beaten all day. For Vesterinen, it was a damage-limitation game, and he was delighted with his second-place finish as he maintained his clear championship advantage. Showing his second place was no fluke at the opening round; Steve Saunders finished a solid sixth after a day-long fight with John Lampkin, who out-pointed him by two marks.

BTC ROUND 6 RESULTS: 1: Martin Lampkin (SWM) 29; 2: Yrjo Vesterinen (Bultaco) 37; 3: Chris Sutton (Ossa) 42; 4: Malcolm Rathmell (Montesa) 42; 5: John Lampkin (Armstrong/CCM) 44; 6: Steve Saunders (Bultaco) 46; 7: John Reynolds (Montesa) 47; 8: Chris Clarke (Fantic) 60; 9: Glen Scholey (Bultaco) 68; 10: Tony Calvert (Gori) 68.

CHAMPIONSHIP POINTS POSITIONS: 1: Vesterinen 78; 2: Martin Lampkin 60; 3: Rathmell 53; 4: Reynolds 52; 5: John Lampkin 30; 6: Birkett 28; 7: Sutton 26; 8: Saunders 17; 9: Griffin 16; 10: Cartwright 14; 11: Skinner 5; 12: Scholey 5; 13: Clarke 5; 14: Thorpe 2, 15: Parken 2; 16: Myers 1; 17: Jackman 1; 18: Calvert 1.

BTC ROUND 5 RESULTS: 1: Malcolm Rathmell (Montesa) 16; 2: John Reynolds (Montesa) 17; 3: John Lampkin (Armstrong/CCM) 18; 4: Martin Lampkin (SWM) 20; 5: Yrjo Vesterinen (Bultaco) 21; 6: Chris Sutton (Ossa) 31; 7: Glen Scholey (Bultaco) 36; 8: Nigel Birkett (Fantic) 37; 9: Peter Cartwright (Italjet) 41; 10: Chris Griffin (Fantic) 44.

CHAMPIONSHIP POINTS POSITIONS: 1: Vesterinen 66; 2: Reynolds 48; 3: Martin Lampkin 45; 4: Rathmell 45; 5: Birkett 28; 6: John Lampkin 24; 7: Sutton 16; 8: Griffin 16; 9: Cartwright 14; 10: Saunders 12; 11: Skinner 5; 12: Scholey 5; 13: Thorpe 2, 14: Parken 2; 15: Clarke 2; 16: Myers 1; 17: Jackman 1.

Classic Trial Magazine • Spring 2023

Chris Griffin (Fantic)

23

Winner • British Trials Championship 1982

Mike Skinner (Holden Ossa)

ROUND 7: HILLSBOROUGH, 1ST AUGUST

The Championship was now hitting the pressure point as everyone witnessed a wellexecuted and very cool win on the most-cleans decider for Yrjo Vesterinen over John Reynolds, with Malcolm Rathmell a close third. This trial is always a hard, long day out, taking in an abundance of rivers and rocky climbs. Vesty had survived a tremendous crash down a steep waterfall on his way to the win as he was joined in the top ten by fellow Comerfords Bultaco riders Glen Scholey and Colin Boniface.

BTC ROUND 7 RESULTS: 1: Yrjo Vesterinen (Bultaco) 32; 2: John Reynolds (Montesa) 32; 3: Malcolm Rathmell (Montesa) 34; 4: John Lampkin (Armstrong/CCM) 42; 5: Martin Lampkin (SWM) 50; 6: Glen Scholey (Bultaco) 53; 7: Colin Boniface (Bultaco) 55; 8: Chris Sutton (Ossa) 56; 9: Mark Holland (Fantic) 58; 10: Peter Cartwright (Italjet) 61.

CHAMPIONSHIP POINTS POSITIONS: 1: Vesterinen 93; 2: Martin Lampkin 66; 3: Reynolds 64; 4: Rathmell 63; 5: John Lampkin 38; 6: Sutton 29; 7: Birkett 28; 8: Saunders 17; 9: Griffin 16; 10: Cartwright 15; 11: Scholey 11; 12: Skinner 5; 13: Clarke 5; 14: Boniface 4; 15: Thorpe 2, 16: Parken 2; 17: Holland 2; 18: Myers 1; 19: Jackman 1; 20: Calvert 1.

Chris Clarke (Fantic)

ROUND 8: TRAVERS, 26TH SEPTEMBER

Once again, showing he had lost none of his supreme riding skills, Martin Lampkin steered the SWM to victory in front of Yrjo Vesterinen. In second though was Vesty, who remained as consistent as ever as John Lampkin took his first top-three finish of the year on the Armstrong CCM. The rider off form at this event was John Reynolds, who lost ground on Malcolm Rathmell in the fight for third place in the Championship. However, with Martin Lampkin winning, he kept a firm hold on his second position in the Championship.

BTC ROUND 8 RESULTS: 1: Martin Lampkin (SWM) 19; 2: Yrjo Vesterinen (Bultaco) 24; 3: John Lampkin (Armstrong/CCM) 26; 4: Peter Cartwright (Italjet) 32; 5: Malcolm Rathmell (Montesa) 37; 6: Chris Sutton (Ossa) 37; 7: John Reynolds (Montesa) 38; 8: Nigel Birkett (Fantic) 41; 9: Graham Tales (Italjet) 47; 10: Chris Griffin (Fantic) 41.

CHAMPIONSHIP POINTS

Tony Calvert (Gori)

24

POSITIONS: 1: Vesterinen 105; 2: Martin Lampkin 81; 3: Reynolds 71; 4: Rathmell 67; 5: John Lampkin 48; 6: Sutton 33; 7: Birkett 31; 8: Cartwright 23; 9: Griffin 17; 10: Saunders 17; 11: Scholey 11; 12: Skinner 5; 13: Clarke 5; 14: Boniface 4; 15: Thorpe 2, 16: Parken 2; 17: Holland 2; 18: Tales 2; 19: Myers 1; 20: Jackman 1; 21: Calvert 1.

Spring 2023 • Classic Trial Magazine

Winner • British Trials Championship 1982

Chris Myers (Italjet)

C

M

Y

CM

MY

CY

CMY

Graham Tales (Appleyard Italjet)

ROUND 9: PRESIDENTS, 3RD OCTOBER

As Martin Lampkin again took another win, followed by an on-form Peter Cartwright on the Italjet with Chris Sutton on the Ossa third, it was a delighted Yrjo Vesterinen who was crowned the 1982 ACU British Trials Champion with one round remaining.

It is quite ironic that for once, things did not go Vesterinen’s way as he lost a single mark on time to take his total marks to 40, the same as Cartwright and Sutton, but he was pushed down the order on the tie-break decider. With Martin Lampkin guaranteed second in the Championship, the loser was Rathmell, who finished ninth as Reynolds remained on course for third in the Championship with one round remaining.

BTC ROUND 9 RESULTS: 1: Martin Lampkin (SWM) 37; 2: Peter Cartwright (Italjet) 40; 3: Chris Sutton (Ossa) 40; 4: Yrjo Vesterinen (Bultaco) 40; 5: John Reynolds (Montesa) 43; 6: Nigel Birkett (Fantic) 50; 7: John Lampkin (Armstrong/CCM) 51; 8: Glen Scholey (Bultaco) 51; 9: Malcolm Rathmell (Montesa) 53; 10: Dave Clinkard (Armstrong/CCM) 59.

CHAMPIONSHIP POINTS POSITIONS: 1: Vesterinen 113; 2: Martin Lampkin 96; 3: Reynolds 77; 4: Rathmell 69; 5: John Lampkin 52; 6: Sutton 43; 7: Birkett 36; 8: Cartwright 35; 9: Griffin 17; 10: Saunders 17; 11: Scholey 14; 12: Skinner 5; 13: Clarke 5; 14: Boniface 4; 15: Thorpe 2, 16: Parken 2; 17: Holland 2; 18: Tales 2; 19: Myers 1; 20: Jackman 1; 21: Calvert 1; 22: Clinkard 1.

26

K

Howard Jackman (Sandifrod Montesa)

ROUND 10: WELSH TROPHY, 16TH OCTOBER

A very jubilant Peter Cartwright scored his and Italjet’s first ACU British Championship win in Wales as the new ACU British Champion Yrjo Vesterinen scored his worst result of the season, finishing eighth. Finishing second, Malcolm Rathmell thought he had done enough to secure third in the Championship, but it was not to be, as it was John Reynolds who secured the final step on the podium by a single point.

It had been a long hard season for Vesterinen, but in truth, he had dominated the Championship doing the hard work in the early rounds; he was a very happy man though, and he still counts winning the title as one of his proudest moments in a long, distinguished trials career. As they say, he came, he saw, and he conquered; well done, that man.

BTC ROUND 10 RESULTS: 1: Peter Cartwright (Italjet) 25; 2: Malcolm Rathmell (Montesa) 28; 3: John Lampkin (Armstrong/CCM) 31; 4: Martin Lampkin (SWM) 33; 5: Chris Sutton (Ossa) 34; 6: John Reynolds (Montesa) 36; 7: Tony Calvert (Gori) 39; 8: Yrjo Vesterinen (Bultaco) 43; 9: Glen Scholey (Bultaco) 48; 10: Nigel Birkett (Fantic) 51.

1982 ACU BRITISH TRIALS CHAMPIONSHIP

FINAL POSITIONS: 1: Yrjo Vesterinen (Bultaco) 116; 2: Martin Lampkin 104; 3: Reynolds 82; 4: Rathmell 81; 5: John Lampkin 62; 6: Cartwright 50; 7: Sutton 49; 8: Birkett 37; 9: Griffin 17; 10: Saunders 17; 11: Scholey 16; 12: Skinner 5; 13: Clarke 5; 14: Boniface 4; 15: Calvert 4; 16: Thorpe 2, 17: Parken 2; 18: Holland 2; 19: Tales 2; 20: Myers 1; 21: Jackman 1; 22: Clinkard 1.

WINS: Yrjo Vesterinen (Bultaco) 5; Martin Lampkin (SWM) 3; Malcolm Rathmell (Montesa) 1; Peter Cartwright (Italjet) 1.

MACHINES – POINTS SCORERS: Bultaco 5; Fantic 4; Italjet 3; Montesa 3; Ossa 3; Armstrong/CCM 2; Gori 1; SWM 1.

Spring 2023 • Classic Trial Magazine

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29

Brand • Fantic

FANTIC

RED DEVILS In a sport first dominated by motorcycle trials machines manufactured in Great Britain up until the mid-to-late ’60s, before the Spanish Armada of Bultaco, Montesa and Ossa arrived, it looked like they would stand at the top of the sales chart forever. The Spanish were joined by the Japanese in the ’70s, who enjoyed quite good sales, and then the tide would return to Europe with the Italians in the early ’80s. It is a fact that in 1982 the Italian motorcycle manufacturer Fantic sold more trials models than any of its rivals. They survived the ground-breaking years of the trend-setting mono-shock Yamaha and a substantial financial crisis in 1985 before joining the ‘single-shock’ trials market success later in the 80s. Just over ten years later, the dream was over as the factory doors were closed on the production of trials motorcycles in 1997. In the first of this two-part article, we look at the twin-shock years of the red devils, Fantic trials machines. When they first arrived, people were sceptical of the small-engined, full-size models, but in a very short space of time, they became the new trials models to have. The recent passing of the gentleman, Roy Carey, was a very sad day; with his company South Essex Leisure, he changed the face of motorcycle trials in the early ’80s in Great Britain when he started to import the small-engined Fantic trials machines.

Words: Trials Media • Pictures: Fantic Yoomee Archive Iain Lawrie

30

Fantic was all about family.

Spring 2023 • Classic Trial Magazine

Fantic • Brand

Founded in 1968, Fantic started out with 220 employees.

PASTA AND PIZZA

It’s a trip to the ‘Pasta and Pizza’ land of Italy in 1968 to start the Fantic Motor story of manufacturing and exporting a small range of motorcycles. These would include mini-bikes and go-karts; the moped market though was huge during these times, and Fantic wanted to be a part of it.

Founded in 1968 with 220 employees, they went head-on into production and, by the end of 1969, had produced 50,000 mopeds in a ten-model range and 10,000 lightweight motorcycles in a four-model range.

Whilst producing the models, they generated a large parts inventory to keep the machines serviced in what was at that time one of the most modern motorcycle production facilities in the world. Their reputation for service in a huge marketplace soon became second to none.

Two-wheeled motorcycles were still very much in demand, and to extend their market potential Fantic was introduced to the United Kingdom in 1972 through Barron Eurotrade Limited. The legislation was changing in the UK, and manufacturers took advantage of the law that barred 16-year-old motorcyclists from riding machines up to 250cc. A tidal wave of European and Japanese motorcycle manufacturers exploited a loophole that allowed them to export their under-50cc engine machines fitted with pedals to be classed as a moped to meet the legislation. Suddenly, we had 16-year-olds attending high school on a range of two- and four-stroke machines; it was moped mayhem!

Fantic were typically Italian, and a ‘chopper’ model was introduced alongside a sporty and lightweight alternative model. The Italian machines used a tried-and-tested Italian Minarelli 49cc engine which came with a bulletproof reputation and was soon making inroads into this attractive new market. With it, the sales took off at an alarming rate.

Classic Trial Magazine • Spring 2023

In 1968 Fantic was one of the most modern motorcycle production facilities in the world.

This aerial picture of the factory in April 1979 shows just how much Fantic had grown.

In 1978 Steve Saunders won the ACU Youth B Class Championship on the 125cc Fantic.

31

Brand • Fantic

Don Smith’s Fantic at the Scottish Six Days Trial in 1978.

A MOVE TO TRIALS

Japanese motorcycle manufacturer, Yamaha, led the way with its easy-to-ride TY models in the ’70s, which included the 80cc and 175cc models. They had adequate power and were easy to ride, which was the mainstay in the progression of the young trials rider to find his way into the family-orientated sport. The Yamaha range also included a 250cc model, and so sons and daughters could have a trials model just like their fathers.

The ACU introduced the successful Youth Class championships in the mid-70s, attracting families and riders to the sport. With the launch of a brochure showing a rider going up the side of a wall and the introduction to the Fantic name of the wellknown trials character Don Smith, Fantic started to make inroads into the sport. The first machine to be imported was the Trial 125cc.

Roy Carey had seen the market potential with a young Steve Saunders on the popular Yamaha 175cc, but soon he had him on the 125cc Fantic, and he won the ACU Youth B class championship in 1978. As we were to find out, Saunders was a naturally gifted rider on any trials machine, and he used the soft power delivery from the 125cc two-stroke engine and ease of riding, which benefited his two-wheeled skills, to start winning everything in front of him. The bike’s only downside was that it appeared quite agricultural and physically a little bigger than the class-dominating Yamaha.

First presented in a white colour scheme in Italy, a new 50cc model soon arrived in the UK in what would become the traditional red of Fantic; the theme was a Ferrari motorcycle of the trials world.

One of the Fantic trials ‘Moped’ models. If you look closely you will see the pedals in the footrest area.

GAME CHANGER

Not one to sit on the fence, Fantic looked to Spain for a special person to help them find their feet in the trials world. They employed the services of Jaime Subira, who had moved from Montesa. He was a well-respected development rider in his own right; Fantic knew what they wanted, and Subira was the answer to their dreams.

Using their tried-and-tested marketing strategy, a new model, the 200, was launched with a sales brochure to match. It featured a rider on the new Fantic riding up a raging river on a mountainside location in Italy. If you thought the brochure was spectacular, the new model was even better.

Now sporting a racing Italian aesthetic appearance, it had the performance to match its growing future. Despite the small engine capacity of 156cc, its performance from the single-cylinder, air-cooled two-stroke was incredible.

In its first year in 1980, a single FIM World Trials Championship point was scored.

Furthermore, it was very rider friendly; consider, even in 2020, how many riders are ‘over-biked’ with too much power. Fantic had proved that it was not the actual engine size that mattered but how the power was used. The new 200 started to sell really well, supported by 125cc, 75cc and 50cc models.

32

This is the white model Fantic Trials 50.

When the red model Fantic 50 arrived it opened up the door of opportunity to the trials market.

Spring 2023 • 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

Brand • Fantic Updated aesthetics in red adorn the 1979 125 Fantic.

Working alongside and listening to Roy Carey, they also applied their skills in the marketing areas. Carey introduced rider support at the centre and national level through a rapidly growing dealer network, which in turn raised the profile of trials in all areas. The theme from Carey’s thoughts was very much ‘once a Fantic owner, always a Fantic rider’. The ‘family feel’ was one embraced by the trials world; riders wanted to feel part of a team, and on a Fantic, they were.

What a super front cover for the 1979 brochure!

In 1980 they raised the sales brochures to another level.

RED DEVILS

Fantic’s models had gained the nickname the ‘Red Devils’ as they started to make inroads to results at all levels of riding; in fact, the red machines were everywhere. The 200cc model arrived in trials at the right time and rapidly became a benchmark to the other manufacturers of what the riders wanted in a machine. The build quality was far superior to the Spanish manufacturers, and word soon spread that they were very much also maintenance-free; in a word, bulletproof.

In a trials world full of power-house machines with 300cc-plus engines, Nigel Birkett had rocked the trials world with some incredible rides on the new Montesa Cota 200 with an actual engine size of 173.7cc in 1980; he even won ACU British Championship rounds on it. With success came the sales, as the official UK importer Jim Sandiford found a new trials market, and the Cota 200 became a huge hit. Nigel Birkett had moved to the Italian manufacturer in 1981 and had secured some notable success on the 200 despite its smaller engine capacity on the demanding hazards of the UK trials scene.

Even some 40 years on, the new 200 model Fantic still has the wow factor, it looked race ready.

240 FANTIC

The next step was to produce a model with a larger specialised motorcycle trials engine.

Working alongside Motor Minarelli in Italy, a new 212cc engine was produced with the model name 240. Listening to the needs of the rider, it featured a forward actuating kick-start lever action which allowed the machine to be started with the rider in a seated position. It had much more power available, and with it came the 1981 FIM World Champion, Gilles Burgat from France, to ride it in 1982 alongside their development rider Jaime Subira. It was a good 34

Spring 2023 • Classic Trial Magazine

Fantic • Brand

In the new 200 model, build quality could be found everywhere both in components and the showroom finish.

machine, but it was physically bigger than the 200 model, and the power delivery was very strong; it had been designed with the world championship rider in mind.

In the FIM World Trials Championship, Burgat struggled and took his first win on the 240 in France at round five, on his way to dropping down to third in the world, although he won again in the final round in Poland.

With strong machine sales, Fantic started using the extra money to sign the top riders as they now wanted competition success.

Becoming a part of the Fantic family was becoming a way of life in motorcycle trials. They had a full Fantic range of riding kit available, section markers and even observer boards to offer to the sport; it was a branding exercise that very much mirrored the assault by Yamaha on the trials market in the early ’70s.

Fantic wanted you to be part of the family and had the merchandise to go with it.

A 75cc Fantic trials model was added to the range, following the looks of the new 200cc in 1980.

Section-marking kits carrying the Fantic name became very popular.

Classic Trial Magazine • Spring 2023

35

Brand • Fantic

Fantic used strong marketing to promote all its motorcycle range.

36

Spring 2023 • Classic Trial Magazine

Fantic • Brand

In 1981 the moped and small motorcycle was still part of the Fantic range.

TROUBLE AHEAD

No one could have predicted the impact of the ground-breaking mono-shock Yamaha when it was first introduced in late May 1983. Fantic was still investing in the tried-and-tested twinshock rear suspension setup.

Great Britain’s John Lampkin had moved to Fantic in 1983; he was the last world round winner on the 240 model as he took the top step of the podium in the USA. Little did they know when they introduced the new 300 model that it would be a case of wrong place, wrong time.

The new 300, actual engine size of 249cc, was considered a ‘handful’ for the average rider.

Compared to the ground-breaking new single rear shock Yamaha, it was physically big, with the power to match. It was a very good and capable machine, but it had to be in the right hands.

In a very short period of time, the red 300 Fantic was out of fashion. Smaller models were still very popular, but the factory in Italy had financially invested heavily in its world championship efforts and the development of the new 300. The 1984 Fantic factory-supported team consisted of Gilles Burgat (FRA), Thierry Michaud (FRA), John Lampkin (GBR) and

Once again Fantic believed they had raised their game with the arrival of the new 240 model.

Classic Trial Magazine • Spring 2023

These three excellent trials models from Fantic were now dominating the sales charts in the early 80s.

Bernard Cordonnier (BEL). Even though the Italian manufacturer’s new young French rider Thierry Michaud had won the 1984 Scottish Six Days Trial and finished second in the FIM World Trials Championship, taking four individual round wins along the way, the investment in the success had come at a price.

Many new Fantic trials engines were tested in their trail models for durability and reliability in thousands of miles of road testing.

37

Brand • Fantic French rider Gilles Burgat adorns the front cover of the new Fantic 300 model brochure.

TROUBLED WATERS

Undoubtedly, the Fantic 300 model was a serious piece of trials riding kit; it was well built, good quality, and you could argue the aesthetics looked very cool in the smart-looking red colour scheme. A good rider could get the very best out of it, and it could hold its own amongst the opposition.

Initially, it sold pretty well, but its big problem was it had two rear shock absorbers. However,

it was not just Fantic who were in trouble as its rival manufacturer SWM closed its factory doors and would soon cease production.

Yamaha using its new mono-shock design and an easy-to-use two-stroke engine with a smooth power delivery was a rider’s dream.

It was so easy to ride and made a good rider even better overnight; all of a sudden, trials manufacturers hit the panic button as the Yamaha became ‘the’ machine to have. Fantic

had no money left and a range of trials models that had fallen out of fashion with the vital buying public.

In late 1984 the official factory-supported trials team was disbanded, and the factory was scaled down. As we opened the door on 1985, Fantic was in severe financial difficulty; it retained one rider and a handful of loyal staff, but could it survive? We will find out in part two.

Fantic believed the new 300 model would take them At the end of 1984 the world of twin-shock trials would drop to the treasured FIM Trials World Championship title. into immediate decline; the new ‘Must Have’ was mono-shock.

38

Spring 2023 • Classic Trial Magazine

Vacation • Costa Brava

COSTA BRAVA TWO-DAY TRIAL

FUN IN THE SUN

As you are about to read, one of my annual working vacations is a trip to the Costa Brava Two-Day Trial, representing Classic Trial Magazine.

It may all look like fun in the sun, but behind the scenes, there is quite a lot of work to take on board for my five-day trip. I have been attending the event every year since 2016, only interrupted by the pandemic in 2021. Joan and Nils Comas are supported by a very keen, enthusiastic team who put the event on, and my work with them for the following year will start immediately after the one I have just attended. The team in Spain totally understands the promotional side of gaining both entries and sponsorship to make the event happen; this is something I will work with them on over the next 12-month period after the trial. Since I started working with them, the entries have increased year after year to the point that they now have to use the dreaded ballot system; such is the ongoing success of this event!

Article: Classic Trial Magazine

40

Spring 2023 • Classic Trial Magazine

Costa Brava • Vacation

The Winning Team

I

John Hulme, Dan Clark and Nils Comas

t is a fact that I am very passionate about my job and, fortunately, I thoroughly enjoy it, albeit on the other side of the section marking. I am often asked why I do not compete in these fantastic events, but riding, taking pictures and reporting at 62 years old is just a little too much to ask. I enjoyed a rewarding riding career that started in 1974 with my first ever trials competition before finishing my competitive days in 2006 when I began our sister publication Trial Magazine.

In this article, I will briefly outline what my five days in Spain involve on my trip to the Costa Brava Two Day.

THURSDAY

This is a ‘check and check again morning’ for my camera and computer equipment, some to go in the case for the checked-in bag and some vitals taken as hand luggage in case the checked-in bag goes missing, as it did a few years ago on a trip to Japan.

Trial time

Classic Trial Magazine • Spring 2023

41

Vacation • Costa Brava

Scott Cameron (Fantic-GBR)

I try to take an early-afternoon flight from Manchester to arrive in Barcelona before it goes dark. Finding routes from the UK is relatively easy, even though the flights are less frequent before the pandemic. I usually get a pre-booked seat as this comes with priority boarding and extra cabin baggage, a tip passed on to me a few years ago on a business flight with my friend Robin Luscombe for very little additional cost.

It is then a case of picking up the hire car for the 90-minute journey to the trial. I used to use Avis, but now I have found Sixt a much cheaper alternative but still with a good level of service.

To avoid the heavy cost of hire car insurance, I have a yearly policy with Insurance4carhire; John Jean Luc Nictou (Triumph-FRA)

42

Gilles Burgat (SWM-FRA)

Google it, and the one-off payment of around £60 is very good value. I have made a couple of claims with no problem with payments, but it is entirely your choice. With the use of the modern Google Maps, it is just a case of looking out for the many speed cameras now found in Spain and following the signs; it is pretty straightforward once out of Barcelona. I always stay at the trial headquarters, but good alternative accommodation can be found quite close by. With the popularity of this trial, it is well worth booking accommodation well in advance. I know the entry is now balloted, but if you book on reputable websites, you can cancel with a full refund.

FRIDAY

I try to manage a lie-in, but the sound of running motorcycles is music to my ears, and it is time to get up. Activity starts in the paddock on the grounds of the S’Agaro Hotel at S’Agaro, the trial headquarters. Before you travel, make sure you check signing-on times, although the club is very accommodating and informal.

The main concern is to be sure which class you want to ride in, as this cannot be changed once entered.

Once again, ask someone who has previously ridden to find the level of the various routes.

Keep your eyes on the club’s website or Facebook page; just Google Trial Costa

Callum Murphy (BSA-GBR)

Spring 2023 • Classic Trial Magazine

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Vacation • Costa Brava

Miquel Cirera (Honda-ESP)

Brava. I have often been asked about travel arrangements if I was riding my own machine from the UK. I would always travel with my machine or send it with someone I know very well. It is worth speaking with someone who has made the trip before concerning paperwork for the machine, etc.

Many years ago, when I travelled down to Gas Gas when it was based at Girona, it would take around 28 hours from my home base in Derbyshire. Security is arranged on-site, but I suggest taking a good-quality chain and lock and fasten the machines together or to something solid. When Nigel Birkett took his treasured 325cc Suzuki, he chained it to a tree with a chain and lock that would have looked

Michel Kaufman (Majesty-CHE)

44

Francesc Garcia (Bultaco-ESP)

after the Titanic!

Evening entertainment is easy, with some good local restaurants and bars available.

SATURDAY

This is an early 7.00am breakfast, preparing for the 8.30am start. You will be expected to be at the start and ready for your turn to go up the ramp to be registered with the APP on your front number plate from TrialGo provided by the organisers.

It may be Spain, but it is November, and it can still be chilly in the morning. The organisers provide a really good, easy-to-read map in English for people who want to visit the early sections, which are usually around 10 and 20

minutes away.

You can always take a leisurely stroll over the headland from S’Agaro to San Feliu de Guíxols. It takes about 30 minutes but is easy and enjoyable walking, overlooking the blue seas of the Mediterranean. The trial finishes in San Feliu de Guíxols on the beach, with the last section of the day held on the promenade, where you can enjoy a free beer and something to eat, courtesy of the organisers.

If you walk another 10 minutes, you can get to the spectacular sections on the headland at the Hotel Eden Rock overlooking the sea.

After a quick beer back at the hotel, I then put as many pictures from the day’s action as I can on my website for everyone to enjoy

Jose Marcos (Fantic-ESP)

Spring 2023 • Classic Trial Magazine

Costa Brava • Vacation

Andrew Brown (Fantic-GBR)

SUNDAY

Breakfast is just a little later today before I take some more paddock pictures and head out to the sections. On day one, I cover the harder sections, trying to get as many of the competitors as possible, before I turn my focus to the easier routes. Some sections are ridden by all the riders, and some are split into different areas, but it all works very well.

I love being at the sections where the riders always make a note that the photographers are there. I work alongside some of my many fellow photographers who I have become good friends with over the years.

It’s then time to let the hair down a little at the Hotel S’Agaro, where you are greeted by free food and drink before the awards are celebrated. I love this social aspect of the event, where you can meet and speak with many good people. For myself, I was particularly pleased to share a beer with my old pal Eddy Lejeune.

We first met at the 1980 Scottish Six Days Trial when we rode around together.

It was also a pleasure to spend some time with Miquel Cirera, the old Repsol Honda Team Manager. I have huge respect for this man; when I started the magazine adventure in 2006, he made me very welcome under the awning of the Repsol Honda Team — a lovely man.

The S3 boss-man, Michel Kaufman, rode in the event, and it was good to catch up with him — another long, loyal supporter of the magazines.

Another good friend and fellow journalist, Mario Candellone, had ridden and, along with his partner Agnes, we shared a beer; two real motorcycle trials enthusiasts.

With so many UK riders, we all had a good catch-up and enjoyed the talk of the two days of trials action. Then, after an early start in the morning, it was time for some food, and the lights went out in my room at 10.00pm — tired out, I might add.

Classic Trial Magazine • Spring 2023

Xavier Sardanes (Merlin-ESP) Steve Bamford (Bultaco-GBR)

Dave Renham (Fantic-GBR)

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Vacation • Costa Brava

MONDAY

With a return flight from Manchester booked to leave Barcelona at 12.05, it is an early 6.00am alarm clock to make the return journey. I leave around 6.30am for my flight as it can be very busy around Barcelona, and I always like to be organised and early.

With everything checked in at the airport, it was time to take some breakfast and reflect on another superb Costa Brava Two-Day Trial.

Seeing Dan Clark take the win was a superb result for the ‘Brits Abroad’, but one person nearly spoiled the celebrations — a certain John Hulme — yes, my good self, had walked into a section with the sun in my eyes and knocked him off line. Well, that was my excuse!

The observer gave me a good telling off and fortunately awarded Dan a re-run; I would never have lived that down if it had denied him the win; sorry, Dan. It was good to see some new names in the awards, and Callum Murphy’s second place in his class was well deserved. Costa Brava had once again delivered.

If you fancy riding, keep an eye out for the 2023 dates of 18th and 19th November.

Jordi Roviera (Bultaco-ESP) Willie Robertson (Bultaco-GBR)

Joan Comas • Thank You • Martin Murphy

Gary Fleckney (DOT-GBR)

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Spring 2023 • Classic Trial Magazine

Costa Brava • Vacation

Carlos Fernandez (Triumph-ESP)

Mario Candellone (Fantic-ITA)

PRE-65 GREEN ROUTE: 18 RIDERS, 1 RETIREMENT

PRE-65 YELLOW ROUTE: 28 RIDERS, 4 RETIREMENTS

RESULTS: 1: Dan Clark (Beta-GBR) 3; 2: Ivan Rovira (Fantic) 10; 3: Alex Volart (Fantic) 23; 4: Clement Alvares (Fantic) 24; 5: Antoni Ramonet (Fantic) 32; 6: Oscar Salvador (Fantic) 32; 7: Scott Cameron (Fantic-GBR) 36; 8: Richard Berthou (Fantic) 47; 9: Steve Monk (Fantic-GBR) 47; 10: Frederic Alvares (Fantic) 52; 11: Gilles Burgat (SWM) 56; 12: Cyril Despres (Fantic) 59.

RESULTS: 1: Michel Rank (BSA) 5; 2: Asier Zurbano (Triumph) 17; 3: Joan Santure (Triumph) 19; 4: Ludo Chagnes (Triumph) 26; 5: Ramon Membrives (Montesa) 29; 6: Ferran Vilarnau (Triumph) 35; 7: Carlos Jimenez (BSA) 36; 8: Tyler Murphy (Triumph-GBR) 36; 9: Javier Conde (BSA) 40; 10: Alberto Zarate (Triumph) 42; 11: Jean Pierre Pregardien (Ariel) 43; 12: Mark Watmore (TriumphGBR) 44.

RESULTS: 1: Carlos Fernandez (Triumph) 3; 2: Patrick Pissis (Honda) 6; 3: Maria Bargallo (Triumph) 6; 4: Josep Puig (BSA) 8; 5: Jacek Swider (Zundap) 9; 6: Victor Martin (Triumph) 11; 7: Uwe Ernst (DOT) 11; 8: Jim Tennant (BSA-GBR) 11; 9: Michel Danoy (Triumph) 12; 10: Marco Kosch (Motoconfort) 13; 11: Chema Cosculluela (James) 13; 12: Patrick Garcia (Triumph) 17.

PRE-65 BLUE ROUTE: 4 RIDERS, 0 RETIREMENTS

PRE-80 GREEN ROUTE: 37 RIDERS, 3 RETIREMENTS

RESULTS: 1: Jean Luc Nictou (Triumph) 23; 2: Callum Murphy (BSA-GBR) 35; 3: Christophe Fabre (Triumph) 65; 4: Chris Garlick (BSA-GBR) 91.

RESULTS: 1: Miquel Cirera (Honda) 8; 2: Francesc Garcia (Bultaco) 11; 3: Jean Marie Vallet (Honda) 13; 4: Roberto Mendibil (Bultaco) 14; 5: Javier Aldecoa (Bultaco) 15; 6: Manel Campoy (Ossa) 17; 7: Gabriel Dasi (Bultaco) 17; 8: Jordi Rovira (Bultaco) 21; 9: Jaume Negre (Bultaco) 21; 10: Jorge Busquets (Bultaco) 23; 11: Michel Petitdemange (Ossa) 25; 12: Francesc Llort (Bultaco) 25.

2022 COSTA BRAVA TWO DAY OPEN BLUE ROUTE: 22 RIDERS 2 RETIREMENTS

PRE-80 BLUE ROUTE: 7 RIDERS, 0 RETIREMENTS RESULTS: 1: Pablo Suarez (Fantic) 13; 2: Victor Battala (Bultaco) 27; 3: Jordi Bordas (Beta) 56; 4: Andreas Leitner (Montesa) 82.

OPEN GREEN ROUTE: 95 RIDERS, 16 RETIREMENTS RESULTS: 1: Jose Marcos (Fantic) 4; 2: Oliver Franck (Fantic) 8; 3: Xavier Sardanes (Merlin) 19; 4: Francisco Guzman (Bultaco) 10; 5: Bertran Martinez (Bultaco) 12; 6: Glen Scholey (HondaGBR) 14; 7: Luis Arocas (Bultaco) 15; 8: Eddie Aitkin (Fantic-GBR) 16; 9: Xavier Ribot (Fantic) 16; 10: Paul Jackson (Honda-GBR) 16; 11: Jordi Llinas (Fantic) 17; 12: Rafael Trucios (Honda) 18.

Classic Trial Magazine • Spring 2023

OPEN YELLOW ROUTE: 93 RIDERS, 5 RETIREMENTS RESULTS: 1: Joaquim Casadevall (Fantic) 1; 2: Michael Platts (Honda) 2; 3: Steve Bamford (Bultaco-GBR) 2; 4: Miquel Vallcorba (Montesa) 4; 5: Fernando Cabre (Fantic) 5; 6: Eric Xemard (Fantic) 6; 7: Servando Pujalte (Honda) 8; 8: Nacho Cumellas (Fantic) 9; 9: Xavi Casty (Fantic) 10; 10: Marc Fringand (Fantic) 11; 11: Jacques (Honda) 11; 12: Gabriele Milan (Honda) 12.

PRE-80 YELLOW ROUTE: 91 RIDERS, 11 RETIREMENTS

YELLOW PLAISSANCE ROUTE – 10 SECTIONS EACH DAY: 16 RIDERS, 4 RETIREMENTS

RESULTS: 1: Jordi Benguerel (Bultaco) 2; 2: Laurent Lestrade (Bultaco) 4; 3: Xavier Anols (Bultaco) 5; 4: David Vanels (Bultaco) 5; 5: Pere Planas (Ossa) 5; 6: Jordi Tabau (Bultaco) 5; 7: Victor Morales (Bultaco) 7; 8: Harry McKay (Fantic-GBR) 8; 9: Carles Sola (Bultaco) 8; 10: Cesar Vallbe (Bultaco) 8; 11: Martin Gilbert (Fantic-GBR) 9; 12: Pascal Houdard (Yamaha) 9.

RESULTS: 1: Georges Leveaux (Honda) 29; 2: Miguel Fernandez (Ducati) 39; 3: Pep Planas (Bultaco) 39; 4: Thierry Dricot (Honda) 41; 5: Camille Basacomas (Fantic) 50; 6: Eva Grau (Fantic) 50; 7: Nic Mahy (Honda) 52; 8: Monika Blum Reitter (CZ) 54; 9: Phillipe Mercier (Fantic) 55; 10: David Ortega (Fantic) 61; 11: Leo Goergen (Fantic) 65; 12: Melanie Hackel (Honda) 72.

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1983 FIM WORLD TRIALS CHAMPIONSHIP WINNER – SPAIN

BERNIE SCHREIBER (SWM-USA) Picture Credit: Eric ‘EK’ Kitchen

1983 FIM WORLD TRIALS CHAMPIONSHIP GREAT BRITAIN

JOHN LAMPKIN (FANTIC-GBR) Picture Credit: Eric ‘EK’ Kitchen

1974 SCOTTISH SIX DAYS TRIAL WINNER

MICK ANDREWS (YAMAHA-GBR) Picture Credit: Eric ‘EK’ Kitchen

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Project • Yamaha

YAMAHA

AN EYE ON THE FUTURE Growing up as a young boy in Whaley Bridge, Derbyshire, and having a motorcycle trials-mad father would – unbeknown to me at the time – mould my future life from a very young age. As my mother Joyce would always tell you, there were three people in her marriage when she married my father Ron and his passion for motorcycles, the two-wheelers being the third party. Mick Andrews had been a family friend since his father Tom introduced him to my father Ron in the late ’50s. I had watched Mick go through the Ossa years before Tom Andrews told us a secret in late 1972: Mick would be moving to Yamaha. After our usual dose of trials on a Sunday, the talk around our dinner table in the evenings would be so exciting, as we knew something no one else did! When Mick let me ride on his new 250cc Yamaha in 1973, Tom mentioned that Mick had many new ideas that he wanted to bring to the trials world. That eye on the future would come to life later in the same year when we were allowed to see the new single-rear shock Cantilever Yamaha for the first time — talk about excited.

Words: John Hulme, Mick Andrews, Yamaha • Pictures: Alan Vines, Erik ‘EK’ Kitchen, Motorcycle News, Bauer Media, John Hulme, Mick Andrews, Yamaha Motor Company Limited, Mark Weston, Jill Andrews, David Wood, Barry Robinson

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Spring 2023 • Classic Trial Magazine

Yamaha • Project

1973: Japanese Yamaha mechanic Jurou ‘Cookie’ Kukiyama works on the Yamaha at the Kickham Trial.

1973: With no Yamaha ready the Ossa was ridden in the Hurst Cup Trial, round one of the FIM European Championship in February.

I

n 1972, for the first time in a very long while, the huge success of the Spanish Armada in motorcycle trials of Bultaco, Montesa and Ossa was about to come under threat. These three Spanish manufacturers had enjoyed a spike in motorcycle trials sales and a general interest in the sport, which moved to a higher level when Sammy Miller first moved to Bultaco in 1965. Montesa would follow in 1966 with Pedro Pi, who would soon be joined

by Don Smith, whilst Mick Andrews would lead the way at Ossa.

The innovative brains of the trials world would still rely on Great Britain for its new ideas and this is where the Japanese believed they could find their way for the future in motorcycle trials development.

As Don Smith parted ways with Montesa in 1970, it emerged that, two years earlier, he had written a letter to Kawasaki in Japan about the sales potential for them in the trials market.

In January 1972, it was rumoured that Yamaha had approached both Sammy Miller and Gordon Farley to join them, but it was, in fact, Don Smith who became the first rider to sign for a Japanese motorcycle manufacturer when he put pen to paper with Kawasaki in May 1972 to develop a new trials model.

In September, Don Smith rode a prototype 450cc twostroke Kawasaki in round six of the ACU British Trials Championship, the Mitchell Trial, where his was the only Japanese machine in an entry of 112 riders.

Classic Trial Magazine • Spring 2023

1973: In Spain, the doorstep of Ossa, the crowd were very hostile to their former hero now riding a Yamaha in the European Championship round.

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Project • Yamaha

1973: In the spotlight of David Wood’s camera at the SSDT.

“WOULD MICK ANDREWS COME TO THE PHONE?”

These were the words that came over the tannoys at Los Angeles Airport while Mick and his wife Jill were eating in the restaurant in December 1972 as they waited to return home

from the USA. Mick was recovering from a broken shoulder he sustained in the USA whilst out desert riding. It was a request from Rod Gould to speak with the English rider.

Rod was a former FIM Road Racing World Champion and Yamaha factory rider; rather

1973: Mick with the new 250cc Yamaha in Edinburgh for the start of the Scottish.

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than just retire from racing, he would use his experience of his two-wheeled life to become involved with the Japanese company. He was beginning his new job as head of Yamaha’s European public relations and advertising department. Part of his employment would include assisting with selecting and managing the factory competition teams. Part of the reason for his trip to the states was to observe the motocross scene; he was also aware of the Japanese manufacturer’s interest in motorcycle trials.

Mick picked up the phone in the airport reception area to speak with Rod about a move to Yamaha to develop a new range of trials motorcycles. Towards the end of the 1972 season, Mick found himself at a crossroads in his life. He had put forward many ideas to Ossa for an improved trials machine, but it soon became evident that this was not going to happen. Ossa had invested in the Mick Andrews Replica and wanted to see a return on their money. You also have to factor in the fact that under the strict Franco regime in the government in Spain, it was causing problems with the workforce, and the supply of the new MAR trials model had been disrupted for various reasons.

Mick had won the Scottish Six Days Trial three times: 1970, 1971 and 1972, and also the European Championship in 1971 and 1972. However, riding for Ossa, he had also contested various rounds of the Motocross World Championships and had not been able to compete in a full season of the ACU British Trials Championship; hence he’d had no chance to challenge for the title.

1973: Dropping as low as sixth position at one point in the SSDT before leading the event mid-week, he eventually finished second.

Spring 2023 • Classic Trial Magazine

Project • Yamaha On his first trip to Japan, for three weeks, he also gave trials demonstrations, riding an Ossa he had sent from the UK as no Yamaha was ready to demonstrate the sport.

By February, the first consignment of Yamaha trials machines and spares arrived in the UK; the customs documentation at Manchester Airport showed the value at around £4,500.

The crates he had collected included a 250cc machine with a spare engine, a 360cc engine, wheels, front forks, rear shock absorbers and many other cycle parts, which weighed in at over 500kg.

A NEW YAMAHA

1973: Finishing second at the SSDT was classed as a success for Yamaha with the new machine.

WORLD PRESS

In January 1973, a story broke in the world motorcycling press that the talks between Mick Andrews and Yamaha had progressed much more than people had expected; they wanted their man. Within a couple of weeks of the rumours, his signing was officially announced, and after he had received offers from every Japanese manufacturer, Ossa had also told him they would not stand in his way should he decide to switch manufacturers.

As the season opened, Mick Andrews became 1973: Seen here at the Bemrose Trial, Yamaha were heading the right direction and being rewarded for the many hours Mick Andrews and Jurou ‘Cookie’ Kukiyama had put into developing the machine

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Yamaha’s first official factory trials rider — the most exciting news to arrive on the trials scene in many a while.

Before the end of January, he made what would be the start of many trips to Japan as they embarked on producing their first trials machines. They started work on two engine sizes, 250cc and a 360cc. Yamaha had already invested in computer technology for motorcycle development, and the new machine would be a hybrid of ideas, both electronically and from Mick himself.

With the crates of parts now in the safe hands of Mick Andrews in his Derbyshire-based workshop in the small village of Elton, he had another surprise package from Japan. As promised by Yamaha, they had sent the 33-yearold mechanic Jurou ‘Cookie’ Kukiyama to assist Mick in all areas of machine development for six months.

After a couple of hectic days, they had the new 250cc assembled. All engines would be identified with the OW marking and ready for action as they moved just down the lane from Mick’s home to his practice area at the quarry at Burrycliffe.

For the new man to the UK, Cookie’s jaw dropped in silence as Andrews gave him a glimpse of his next project to turn the new Yamaha into a world beater. It had an entirely new 250cc two-stroke, single-cylinder, aircooled engine, with reed-valve induction into the back of the cylinder barrel and a five-speed gearbox with ratios ideally suited to the needs of the trials world. The cylinder barrel was aluminium with a steel liner, and a conventional, manual-choke Mikuni carburettor was used. Resonance rubbers fitted between the cooling fins of the barrel and cylinder head were used to keep the piston noise at a minimum. An auto lubrication system was utilised, with the pump fitted at the front right-hand side of the engine, with the supply coming from a narrow plastic tank found at the back of the easily detachable side panel.

1973: The Bemrose Trial was classed as a local event for Mick Andrews

Spring 2023 • Classic Trial Magazine

Yamaha • Project This was hinged and opened outwards to make filling it easier. Fully transistorised flywheel magneto ignition was used and protected by an aluminium magneto cover. A bulbous red-and-white modified motocross fuel tank fabricated from thin-sheet aluminium was fitted, with a fuel capacity of five litres. The steel tubular frame was a twin-spar design, and it very much mirrored the Ossa in the fact that it used a carbon fibre crankcase shield protector as a stressed frame member. The steel swinging arm carried a trailing chain tensioner and also a lubricating oil system for the drive chain, with the oil carried in the swingarm. Other cycle parts, including the front and rear wheel hubs, came from the motocross machine, as would the control levers.

TESTING – PHASE ONE

Over a three-week period, the new 250cc would be put through its paces on the rocks at the Burrycliffe Quarry and the Hawk’s Nest venue near Buxton. Everything went to plan; day after day, different parts and settings were tried, with Cookie taking notes. He was staying at a nearby Bakewell, in a hotel just down the road from Elton. Mick and Cookie agreed that the 250cc engine size would be ideal but made a note to test the 360cc at a later date.

With a generous 11½” of ground clearance, the passage over obstacles was made easy, and they both favoured the wheelbase at 51 inches. This was a little shorter than the other machines, but it helped to make the machine more manoeuvrable in difficult situations.

With testing going well, the 360cc engine was tried, and they spoke with the Japanese about ideas for improving its performance, as they knew that the other manufacturers were looking at the more powerful options in the trials world. After the testing, the complete 250cc machine was shipped back to Japan with the promise of the new 360cc engine not that far away. With nothing to compete on, he used his old Ossa in round one of the European Championship in Ireland while he awaited delivery of the updated 250cc.

In Japan, they worked to the notes that both Mick and Cookie had written, but feeding the information into the Yamaha computer, it came out with some strange results. During some lengthy telephone conversations between Mick and Yamaha in Japan, he had to explain that they needed to trust his knowledge and not always the computers, a fact endorsed by his Japanese mechanic and friend Cookie.

1973: One of Mick’s last outings on the twin-shock was at the British Experts Trial.

1973: As the work continued during the year the engineers had been listening to Mick and he went to Japan to speak with them, and to test what would soon become the most talked about twostroke trials motorcycle for many years.

1973: This new Yamaha did not have two rear shock absorbers but a cantilever frame, with a single rear shock absorber hung over the top of the engine.

360CC OR 250CC

When the updated 250cc arrived, Mick tested it and decided that it was ready for immediate use as he was happy with the changes, so he went to Spain for round three of the European Championship. The trial would be held close to the Ossa factory. However, when he arrived at the trial with his Yamaha, it was soon apparent that not everyone was happy with his move to a Japanese motorcycle manufacturer.

Classic Trial Magazine • Spring 2023

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Project • Yamaha

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1974: In the early-season Vic Brittain Trial.

During a tough day in Spain, the crowd was very hostile to their former hero; rocks were thrown in his path in the sections, and the crowd booed and gesticulated heavily when he lost marks. Many riders would have retired and gone home, but he knew the importance to Yamaha and persevered, despite finishing outside the points-scoring places in 14th position. He returned home determined to show the new machine’s true potential, and for the first ACU British Championship round, the Kickham Trial two weeks later, he would use the 360cc engine.

1973: The Cantilever Yamaha 250cc, code named the YZT 250.

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Further testing was carried out, and with the increase in power, he was confident of a good result. Once again, it was a tough day, but the enthusiastic crowds had turned out to see the new Yamaha in action. As anyone will know, you have to test machinery at the very cutting edge of the sport, and the reward was 10 points for a fighting third-place finish, just six marks from the win. The 360cc was good, but both he and his mechanic, Cookie, decided to focus their attention on the 250cc, which they reverted to for further testing. Whereas the

360cc delivered strong pulling power, the 250cc had sufficient power, while the delivery was very smooth and much more usable.

One week later, they would be proved right when Mick Andrews gave Yamaha their first win at the very top of the sport in the fourth round of the European Championship on a memorable day at a challenging event in France.

He totally blew the opposition out of the water, winning on 47 marks lost, finishing in front of Thore Evertson from Sweden on an Ossa on 62 marks lost.

1974: How prototype and revolutionary does this machine look?

Spring 2023 • Classic Trial Magazine

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Photo: Eric Kitchen

The Friendlie Cla ic Trial in Sco and Guest of Honour: Nigel Birkett

SAT 10th & SUN 11th JUNE 2023 Alvie Estate, Kincraig, Kingussie PH21 1ND TRIAL PARTNERS:

Promoted by: Inverness & District Motor Cycle Club Ltd - www.idmcc.net

Project • Yamaha

1974: Winning in France once again, at the FIM European round.

A NEW 250CC

1974: Factory supported riders washed their own machines; Mick gets to work with a brush in a river.

With the decision to stick with the 250cc already made, Yamaha in Japan started working on a new 250cc to be ready for the Scottish Six Days Trial in May. Looking very ‘Full Factory’ in his Dutch-registered red Ford Transit van, Mick wheeled out his new 250cc to an excited crowd at the ‘Scottish’ on the Gorgie Cattle Market in Edinburgh for the start of the event.

The Yamaha personnel in Japan had been very busy and the 250cc two-stroke powered machine featured a brand-

1974: Feet-up at the Victory Trial on the machine to be used in the SSDT.

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Spring 2023 • Classic Trial Magazine

Yamaha • Project

1974: Ready for the off at the SSDT.

new tubular steel chrome-plated frame and an aluminium swinging arm, with revised steering geometry and the engine position changed to help with the weight distribution. The auto-lubrication system fitted to the first prototype had been removed to reduce the engine width and simplify refuelling at the six days. A larger capacity aluminium fuel tank was fitted, as were the latest gold-coloured anodised Renthal aluminium handlebars, along with polished aluminium mudguards at the front and rear, as opposed to the plastic ones fitted previously.

The week turned into a fight for supremacy between Malcolm Rathmell on the Bultaco and the Andrews/Yamaha combination. All three seasons of weather hit the event with snow, rain and sunshine, making for some challenging riding. Unfortunately, Monday was not the best of days for Mick as his fuel tank sprang a small leak, and he suffered with carburetion problems, such as the low temperature on the opening day on the ride from Edinburgh to Fort William. He dropped as low as sixth position at one point before leading the event mid-week and eventually

1974: Nigel Birkett watches Mick on Loch Eild Path at the SSDT.

Classic Trial Magazine • Spring 2023

1974: Looking like one unit as man and machine head towards the SSDT win.

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Project • Yamaha finished second. For Yamaha, this was a huge success; you have to remember it was only a couple of months earlier that they had started with the machine’s development in the UK. After the six days of trials action in the Highlands, the Yamaha was stripped and all the parts examined, with feedback again going to Japan.

More success would come soon after finishing sixth at a low-scoring European round in Poland, winning again in Italy. Yamaha was heading in the right direction and being rewarded for the many hours Mick Andrews and Jurou’ Cookie’ Kukiyama had spent developing the machine.

As the work continued during the year, engineers had listened to Mick, and he went to Japan to speak with them and to test what would soon become the most talked-about two-stroke trials motorcycle for many years. Behind closed doors, and with everyone involved in the project sworn to secrecy, a brand-new prototype Yamaha trials model was coming to life.

A CANTILEVER COMES TO LIFE

1974: History was made when Mick Andrews gave Yamaha the first win for a Japanese motorcycle manufacturer at the SSDT.

1974: Rounding off the year third in the FIM European Trials Championship.

After finishing fourth in the Scott Trial, Mick revealed the news that a totally new prototype 250cc Yamaha had arrived for him to test, with orders for it not to be used in competition. The main change was the fact it did not have two rear shock absorbers, but a cantilever frame with a single rear shock absorber hung over the top of the engine. This revolutionary rear suspension system using the single shock absorber had surfaced on the Yamaha motocross machines, and the concept had been successfully transferred over to the road racing machines, so why not trials? Mick now had a new mechanic from Japan, Shibata ‘Harry’ Hirotaka, to assist him once again with development.

The new Yamaha was tested but not ridden in competition, and as soon as the 1973 season was over, the machine was shipped back to Japan as Mick headed to the Japanese headquarters. It was a trials motorcycle like never seen before, and, as Mick would soon find out, it performed as well as it looked.

Using lightweight tubular steel, the secret of the frame’s strength was the use of triangulation in the main three areas. This stops any twisting of the frame whilst also lowering the main rear fulcrum point at the swinging arm, with its lowest point forward of the rear wheel. The first triangulation is at the headstock, where the shock absorber is attached.

The second is at another apex of the triangulated subframe, and the third apex is the bottom mounting for the shock absorber. Longer than a conventional frame using two rear shock absorbers, any loads or impacts to the rear wheel are transmitted to the headstock. Its strength does not allow for any twisting of the rear wheel axle when power is applied, making it an ideal application for the trials motorcycle. It also allows a longer stroke to be used on the single shock absorber, giving more rearwheel travel.

For more machine stability, necessary in the slow-speed world of trials, the extra travel provides easier movement over any hazards it encounters as it adapts better to weight transfer situations that occur, which would typically place too much weight on the front end when the rear wheel is at its limit.

OUT IN THE OPEN

1974: Shooting the rapids in the water at the British Experts trial.

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The 1974 European World Championship opened with a round in America in January, where Mick would ride one of the new Yamaha TY 250 production machines to help to promote them. The only changes would be fitting his favourite Renthal handlebars and his own cylinder barrel. Unfortunately, as it turned out, the event was a disaster for the organisers, and this was the only time he would ride the TY 250cc production model in competition.

In late January, in a secret operation, the new cantilever Yamaha arrived with him at his Derbyshire base to be ridden in round two of the European Championship in Northern Ireland, the Hurst Cup. When Mick took the Yamaha out of his van in Ireland and the general public witnessed the new machine for the first time, it drew a very mixed reaction. Some thought it looked odd with no rear shock absorbers and laughed about the use of the cantilever system in the trials world. Along Spring 2023 • Classic Trial Magazine

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Project • Yamaha with the new frame and swinging arm, the engine also had some attention. New side cases and the disposal of the auto-lubrication system had slimmed the width of the engine down, and the clutch cover was now one piece. A beautiful hand-crafted aluminium fuel tank finished off the cool new looks of the Yamaha. Other new components had been added to reduce the overall weight to around the 86kg mark.

FUEL INJECTION

1974: Mick’s last appearance of the year at the Knut Trial on the Cantilever Yamaha.

1975: It was back to a twin-shock setup for the Cotswolds Cup in March.

The new machine was out in the open but one thing baffling the watching press was the carburettor; Andrews told them they would have to wait for more details.

In the trial, the new machine excelled, and Mick finished second to Rob Edwards (Montesa) with the scores at 54 and 61 marks lost.

At the following Belgian European round, he revealed all about the new form of carburettor.

Yamaha Motor Company Limited had obtained the patent rights for the low-pressure fuel injection system, which was invented

by Michael G May, a graduate of the Zurich Institute of Technology. Its first application had seen it available as an option to be fitted to Yamaha Snowmobiles. A black rubber cover hid the workings of the new system, which is a diaphragm pump operated by crankcase pressure on each power stroke of the engine.

To start the engine, Mick pressed the rubber moulding with his fingers to activate the pump before engine compression activated the device to push fuel directly into the cylinder barrel for combustion. The benefit of this system is that variations in crankcase pressure control the amount of fuel pumped through the carburettor, which allows for a much more consistent flow and virtually eliminates much of the surge and engine fluctuations sometimes encountered when the throttle is snapped open quickly. It must have worked, as he went out and won the Belgian European round. Back at Yamaha, they were absolutely delighted with the results of the new trials machine they had built with Mick Andrews.

Over the next few months, he was seventh in Spain, third in Great Britain, winning again in France before receiving the second Cantilever Yamaha to be built; a third Cantilever was also built for the French rider Christian Rayer.

Unfortunately, in all their wisdom, the FIM had got the diary days wrong, and the Italian round was the day before the traditional ‘Weigh In’ for the Scottish Six Days Trial. Nevertheless, the win in Italy was a real morale booster for everyone involved in the Yamaha trials project.

Immediately after the event, Yamaha chartered a private jet to get Mick and Gill into Scotland for the start of the 1974 SSDT!

WINNER 1974 SCOTTISH SIX DAYS TRIAL 1975: Yamaha considered that they had gone as far as they could with the development of the single rear shock absorber cantilever machine and decided to revert to the twin-shock setup for further evaluation.

66

Mick’s arrival at the ‘Scottish’ certainly added some extra excitement to the event, and he looked very confident. One small hiccup was that Yamaha had built two large-capacity Spring 2023 • Classic Trial Magazine

Yamaha • Project

1975: Mick Andrews had one thing on his mind as he headed to Scotland: emulating Sammy Miller’s five wins at the Scottish.

1975: Team talk between Mick and Gill at the FIM World round in Great Britain.

fuel tanks, which would not fit. However, it was not such a problem, as the new fuel injection system made the twostroke engine very economical.

As it happened, the week turned out to be a superb one for the Andrews/Yamaha combination. On Monday, day one, he was the joint leader with six riders on one mark lost each.

On day two, he moved into second, and by day three, he was leading; he never looked back to give Yamaha the accolade of becoming the first Japanese motorcycle manufacturer to win the prestigious event. His cantilever machine had run faultlessly during the week, and he had used just two sets of tyres, replaced the drive chain twice and replaced a broken front mudguard stay. He had never changed the spark plug or the air filter, which spoke volumes for the new fuel injection system.

As the year progressed, the Yamaha engine and suspension were further ‘tweaked’ as the first batch of 150 production TY 250 models arrived into the UK; they immediately sold out.

Mick would miss out on the 1974 FIM European title, finishing third, but he had won the one to win for the manufacturers, the Scottish Six Days Trial. As the year closed, he and Jill would fly to Australia and New Zealand for a four-week promotional tour for Yamaha.

Classic Trial Magazine • Spring 2023 67

Project • Yamaha

1975: He was a five-times winner of the SSDT and Yamaha thought they had won the lottery.

1975: On his way home to the finish in the Scott Trial.

BACK TO TWIN-SHOCK

Once again, in 1975, the focus would be the Scottish Six Days Trial, followed by the new FIM World Trials Championship and the ACU British Championship.

Behind the scenes, Yamaha considered that they had gone as far as they could with the development of the single rear shock absorber cantilever machine and decided to revert to the twin-shock setup for further evaluation. Mick had been the only rider to use the cantilever layout, so it was hard to evaluate, hence the move back to the twin-shock setup.

His first outing on this revised 250cc Yamaha was at the Cotswolds Cup trial in March. Three weeks later, he would win the ACU British Championship trial, the Wye Valley Traders and the day after, the Cleveland National trial. The win at round five of the FIM World Championship was most welcome; he was happy as the Scottish Six Days Trial was just around the corner. Never one to succumb to pressure, Mick Andrews had one thing on his mind as he headed to Scotland: emulating Sammy Miller’s five wins at the Scottish.

On the opening day, he encountered problems with the fuel-injected carburettor, which was put down to contamination in the fuel as he finished in third position. On day two, he remained third before taking the lead on day three. In a repeat of 1974, he held the lead until the close of the six days — he was a five-time winner, and Yamaha thought they had won the lottery; they were so excited!

The year would conclude with another world round win in the final round, in Czechoslovakia, on his way to fourth in the series. The threeyear project to take Yamaha into the trials world was a huge success. The winter period of 1975 would see Yamaha start work on some brand-new prototype engines for 1976, but, as the saying goes, that’s a story for another day.

68

1975: A Yamaha publicity picture.

Spring 2023 • Classic Trial Magazine

International • 1983 FIM WTC

1983 WTC

SPAIN

With the loss of Bultaco as a motorcycle manufacturer, the 1983 FIM World Trials Championship would start without them, after a long contribution that had been rewarded with five wins: 1975 Martin Lampkin (GBR); 1976–1977 Yrjo Vesterinen (FIN); and finally, 1979 Bernie Schreiber (USA). The new powerhouse on the world scene were the Italians with Beta, Fantic and SWM, with the Spanish flag flown

by Merlin and Montesa. Of the Japanese motorcycle manufacturers, only Honda had a presence, with Belgium’s new superstar Eddy Lejeune; Japanese rider Kiyoteru Hattori supported him. As Martin Lampkin and Malcolm Rathmell bowed out of full-time rides in the world championship, Great Britain had two new exciting riders: John Lampkin (Fantic) and Steve Saunders (Armstrong). John Lampkin, the son of Arthur, had been rewarded for his hard work and results with a factory-supported contract to ride the new 240 model. In an interesting turn of events, Saunders had taken his vacant seat at Armstrong, and this would be his first entire season at a world championship level. The 1983 FIM World Trials Championship would be contested over 12 rounds, starting in Spain on 20th February before concluding in Germany on 2nd October. We start this article with a look at the first four rounds, which opened in the snow of Spain.

Words: Classic Trial Magazine Pictures: Erik ‘EK’ Kitchen, Mauri/Fontsere Collection and the Giulio Mauri Copyright

70

Bernie Schreiber (SWM-USA)

Spring 2023 • Classic Trial Magazine

1983 FIM WTC • International

John Lampkin (Fantic-GBR

Would you believe snow greeted the riders in Spain for the first round of the 1983 season at the opener, but this did not take any of the heat out of what was going to be a hotly contested opening round. Many riders had already been out in Europe in preparation for the start of the world rounds, and for some, it had not been an easy time, including Great Britain’s Steve Saunders.

He was travelling with John Lampkin and Peter Cartwright and, just one week before, whilst competing in a trial, he had crashed heavily without injury – but the same could not be said for the machine’s front end as it was totalled! They were staying with Fantic development rider Jaime Subira in Spain. Without his help, Steve would not have been ready for the trial, the Armstrong sporting a heavily influenced Fantic front end.

Pedro Olle (Beta-ESP)

Classic Trial Magazine • Spring 2023

Gabino Renales (Merlin-ESP)

RAZOR SHARP SCHREIBER

With no Spanish winner in Spain on a Spanish machine for the second year running, a jubilant Bernie Schreiber started his year, giving SWM the first win for its new mighty Italian two-stroke ‘Jumbo’ machine. A sure sign of a man on form, the 25-year-old American didn’t concede a single five-mark penalty for a stop all day in his winning score of 56 marks lost. He looked razor sharp from the start, and his two lap scores of 27 and 29 told their own story of the confident ride.

It was not an easy victory as Toni Gorgot came very close to emulating Manuel Soler’s winning ride for Montesa in 1981. However, Gorgot was on form, as was the 1981 FIM World Champion Gilles Burgat on the Fantic, both finishing on 58

Andreu Codina (Montesa-ESP)

71

International • 1983 FIM WTC

Steve Saunders (Armstrong-GBR)

marks lost, with the French rider losing out on the tie decider. Gorgot, riding with a heavily strapped throttle hand, took the fight with Schreiber to the final section, but a total stop removed any chance of that win happening.

In fourth place was the defending champion, Eddy Lejeune, riding a brandnew version of the Honda 360cc four-stroke twin-shock RTL. He very much rode his own trial and was never a million marks off winning, which was reflected in his total of 62 marks lost; his second-lap score of 23 was easily the best of the trial.

Great Britain’s new rising star John Lampkin had a steady — if not spectacular — day on the 240 Fantic, but a heavy loss of 45 marks on his second lap kept him away from the top five.

Steve Saunders had started well on his FIM World Championship debut, but with a tight time limit, he had rushed the second lap to finish in 20th position.

Marcelino Corchs (Derbi-ESP)

As the doors closed on this opening round, the talk was Derbi’s takeover of Bultaco. Ever since the Spanish manufacturer had taken the first FIM World title with Martin Lampkin in 1975, the results did not have any of the Bultaco machines in the top 20. It was a sad day for the once-dominant company.

ROUND 1: OLOT, SPAIN, 20TH FEBRUARY RIDERS: 67; TWO LAPS, 20 SECTIONS

RESULTS: 1: Bernie Schreiber (SWM-USA) 56; 2: Toni Gorgot (Montesa-ESP) 58; 3: Gilles Burgat (Fantic-FRA) 58; 4: Eddy Lejeune (Honda-BEL) 62; 5: Philippe Berlatier (Italjet-FRA) 69; 6: Bernard Cordonnier (SWM-BEL) 74; 7: Manuel Soler (Merlin-ESP) 81; 8: John Lampkin (Fantic-GBR) 83; 9: Gabino Renales (Merlin-ESP) 85; 10: Pascal Couturier (Fantic-FRA) 85; 11: Thierry Michaud (SWM-FRA) 86; 12: Fred Michaud (SWM-FRA) 91; 13: Pedro Olle (Beta-ESP) 98; 14: Andreu Codina (Montesa-ESP) 98; 15: Ettore Baldini (Montesa-ITA) 100.

FIM WORLD CHAMPIONSHIP POINTS AWARDED TO THE TOP TEN POSITIONS: 1: Schreiber 15; 2: Gorgot 12; 3: Burgat 10; 4: Lejeune 8; 5: Berlatier 6; 6: Cordonnier 5; 7: Soler 4; 8: Lampkin 3; 9: Renales 2; 10: Couturier 1.

Pierre Cauquil (Fournales-FRA)

72

Charles Coutard (JCM-FRA)

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International • 1983 FIM WTC

1983 WTC

BELGIUM

There was no let-up in the weather as the world championship moved to Belgium in the cold and wet to the famous trials park at Bilstein. Belgium is world-renowned for its beer and sausages and is within easy reach across the channel from Great Britain. A fair few trials supporters had travelled across to cheer on the English riders, who included John Lampkin, Steve Saunders, Peter Cartwright, Glen Scholey, Shane Edwards and Roy Palmer, although it was only Lampkin who made the points. Very much the ‘Home’ of the Honda Trials Team in Europe, they had Japanese rider Kiyoteru Hattori competing on the prototype 250cc four-stroke, which was rumoured to be a pre-production model. They were also keeping their eyes on the home rider, Eddy Lejeune, who was still finetuning his new 360 RTL in his quest for his second World Trials Championship title. Despite the ongoing financial problems at Montesa, their team riders, including Toni Gorgot (ESP), had new frames, going against the trend of replacing the lower frame rails with an aluminium sump protector.

Words: Classic Trial Magazine Pictures: Mauri/Fontsere Collection and the Giulio Mauri Copyright

74

Eddy Lejeune (Honda-BEL)

Spring 2023 • Classic Trial Magazine

1983 FIM WTC • International

Gilles Burgat (Fantic-FRA)

CLOSE AT THE START

It was very much a jacket day as the riders arrived at the trial. With the damp conditions, they knew they were in for a hard day’s trialling on the predominantly rocky terrain to be found around this area just a short drive away from Verviers.

As the riders assembled to watch their fellow competitors through the sections, Eddy Lejeune did his usual waiting game. He watched each rider closely as they passed through the opening

Bernie Schreiber (SWM-USA)

sections before attempting them himself, usually posting the lowest score and parting with few marks. However, as with any rider at his home event, the crowd hung around all day to watch their Belgian world trials champion make his attempt.

After the opening lap, though, he had a shock as he did not hold such a commanding lead, on 34 marks lost, closely followed by Toni Gorgot (Montesa-ESP) on 37 and Bernie Schreiber (SWM-USA) on 38.

Everyone else was on 40-plus marks lost, but in the mix was Great Britain’s John Lampkin (Fantic) on 45 in sixth position, looking very comfortable on the challenging hazards.

As we have noted, the 18-section, three-lap course in Belgium offers predominantly rocky sections with some steep banks and climbs.

Unfortunately, the mud from the banks covered the rocks, making them extremely difficult to ride and, during the day, caused multiple huge crashes.

for the two remaining podium positions was very close. It turned into a three-way fight between Gilles Burgat (Fantic-FRA), Gorgot and Schreiber. In fact, it was Burgat on the Fantic who opened up a slight advantage on the second lap, the difference being only a single five-mark penalty as he held the other two at bay. However, on the final lap, Gorgot put in the lowest score to take second by just four marks in front of Burgat, with the opening-round winner, Schreiber, just missed out on the podium.

RAISING THE GAME

Lluis Gallach (Montesa-ESP)

Classic Trial Magazine • Spring 2023

On the second lap, it was time for Lejeune to raise his game, and despite the hazards becoming more difficult as the frozen ground began to thaw out, he soon had the four-stroke Honda singing to his tune with a fantastic single-lap score of just 25 marks lost. Of course, in all fairness to the Belgian rider, he had local support on his side, but the truth is he was riding at another level to everyone else, which was reflected in his final-lap score of just 27 marks lost.

With Lejeune proving untouchable, the fight

Ulf Karlson (Montesa-SWE)

75

International • 1983 FIM WTC

Charles Coutard (JCM-FRA)

THE STEP

We cannot write a report without including the considerable four-foot step, section 17 in 1983, which was so well associated with the world round in Belgium for many years. I, John Hulme, would crash back down it just 12 months later in 1984! I can tell you that until it was no longer used, in the late ‘80s or early ‘90s, as tyre and machine technology improved, it was ‘the’ section to clean; I can pretty much confirm that 99% of world round riders crashed back down it at some point or other. It was a magnet for the crowd and, in all fairness, one of the best sections I have ever seen, as the guts and determination to clean it pretty much outweighed the skill factor.

Watching the late, great Martin Lampkin hit this in full attack mode during his world championship years was a sight to be seen – the machine was either going through the step or up it!

Joan Freixas (Merlin-ESP

76

Mauel Soler (Merlin-ESP)

ROUND 2: BILSTEIN, BELGIUM, 27TH FEBRUARY RIDERS: 55; THREE LAPS, 18 SECTIONS

Results: 1: Eddy Lejeune (Honda-BEL) 86; 2: Toni Gorgot (Montesa-ESP) 116; 3: Gilles Burgat (Fantic-FRA) 120; 4: Bernie Schreiber (SWM-USA) 125; 5: Thierry Michaud (SWM-FRA) 133; 6: John Lampkin (Fantic-GBR) 137; 7: Bernard Cordonnier (SWM-BEL) 138; 8: Philippe Berlatier (Italjet-FRA) 147; 9: Lluis Gallach (Montesa-ESP) 153; 10: Gabino Renales (Merlin-ESP) 155; 11: Jean Luc Colson (Fantic-BEL) 158; 12: Adrian Prato (France-FRA) 158; 13: Jaime Subira (Fantic-FRA) 162; 14: Ulf Karlson (Montesa-SWE) 162; 15: Charles Coutard (JCM) 163.

FIM WORLD CHAMPIONSHIP POINTS POSITIONS: 1: Gorgot 24; 2: Lejeune 23; 3: Schreiber 23; 4: Burgat 20; 5: Cordonnier 9; 6: Berlatier 9; 7: Lampkin 8; 8: Thierry Michaud 6; 9: Soler 4; 10: Renales 3; 11: Gallach 2; 12: Couturier 1.

Steve Saunders (Armstrong-GBR)

Spring 2023 • Classic Trial Magazine

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International • 1983 FIM WTC

1983 WTC

GREAT BRITAIN

Great Britain would be in Yorkshire at Raydale Farm near Bainbridge for the third consecutive time. Cold but dry conditions would be ideal for trials, reflected in a strong turnout of hardy spectators. With two rounds down, it was Toni Gorgot (Montesa-ESP) who led the championship race just in front of current world champion Eddy Lejeune (Honda-BEL) and the first-round winner Bernie Schreiber (SWM-USA), with Gilles Burgat (Fantic-FRA) just behind. However, trials development was changing, and the UK public would have the first sighting of the new French pairing of Charles Coutard and the mono-shock JCM. Headed by the Clerk of the Course, Ken Smith, the Wetherby Club had used the whole expanse of the land and its wide variety of terrain to provide a superb event, and with a seven-and-a-half hour time limit, the riders would need to be at their very best. Big tough Swedish rider Ulf Karlson (Montesa) had won in 1981 and Bernie Schreiber in 1982, but who would win in 1983?

Words: Classic Trial Magazine • Pictures: Eric ‘EK’ Kitchen, Toon Van De Vliet, Mauri/Fontsere Collection and the Giulio Mauri Copyright

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Eddy Lejeune (Honda-BEL)

Spring 2023 • Classic Trial Magazine

1983 FIM WTC • International

Gilles Burgat (Fantic-FRA)

THE WAITING GAME

As was commonplace, the riders arrived at the first section and then wasted much of the time allowance watching their fellow competitors.

One of the early casualties with a quick five-mark penalty for the stop was Great Britain’s new young rider Steve Saunders, who found too much grip and looped the Armstrong.

The first section was classed as not too tricky, as it was the opener, but it still stopped much of the entry before the passage of riders made it easier.

John Lampkin (Fantic-GBR)

Classic Trial Magazine • Spring 2023

Bernie Schreiber (SWM-USA)

The sections were quite a change from what was usually expected in that they were quite long and also included double sections.

Moving further up the valley and onto the surrounding ground, the sections were taking marks off everyone, and one of the hardest at the furthest point on the course was the aptly named ‘Bloody Hell’. The man in charge of the two hazards was veteran Mick Wilkinson, and he did not record a clean passage of the two sections all day. The best attempt came from the flamboyant French

rider Philippe Berlatier on the Italjet. He rode the two sections very much on his back wheel, using his body strength to move the machine around to part with just a single mark in each.

As the riders returned to the start area, the scores were quickly added up and, in the lead, on a huge score of 46 marks lost, was Frenchman Burgat on the Fantic, followed by Eddy Lejeune on 53, John Lampkin (Fantic-GBR) on 55 and Thierry Michaud (SWM-FRA) on 58; no one else was under 60 marks lost.

Pedro Olle (Beta-ESP)

79

International • 1983 FIM WTC

Martin Lampkin (Montesa-GBR)

TIME

Many top-class riders had used up five hours of the seven-and-a-half allowance and completed the second lap at a much quicker rate of knots.

Despite setting the pace on the opening lap, Gilles Burgat had let Eddy Lejeune reel him in on the second. At the close of the day, the four-stroke Honda-mounted Belgian rider was the only rider on under 50 marks lost to take his first victory in

Bernard Cordonnier (SWM-BEL)

Great Britain.

Arriving as the world championship leader, Toni Gorgot (Montesa-ESP) had lost a hefty 75 marks but had upped his level of riding on the second lap with a score of 55 to move into fifth position overall as Burgat dropped 57 to finish second.

Bernie Schreiber and Thierry Michaud finished on 128, with the American taking third on the tie-break decider. John Lampkin had a very steady day, with

a fantastic first lap spoilt by a poorer second one, where he parted with 76 marks to finish sixth, which was a fair result.

In seventh was Charles Coutard, giving the French manufacturer JCM its first FIM World Trials Championship points. Eighth was another Frenchman, Berlatier, with another surprise in ninth as Pedro Olle on the new 240 Beta scored points in the world championship for the first time for the Italian manufacturer.

Tenth position, and the last point, went down to two of the oldest riders, Yrjo Vesterinen (BultacoFIN) and Martin Lampkin (Montesa-GBR). However, with the Montesa stuck in first gear approaching the close of the second lap and riding in his last ever world round, Martin Lampkin lost out on the point to Vesterinen; two former FIM World Champions still as competitive as ever.

ROUND 3: BAINBRIDGE, GREAT BRITAIN, 5TH MARCH

RIDERS: 70; TWO LAPS, 25 SECTIONS RESULTS: 1: Eddy Lejeune (Honda-BEL) 98; 2: Gilles Burgat (Fantic-FRA) 103; 3: Bernie Schreiber (SWM-USA) 126; 4: Thierry Michaud (SWM-FRA) 128; 5: Toni Gorgot (Montesa-ESP) 130; 6: John Lampkin (Fantic-GBR) 131; 7: Charles Coutard (JCM-FRA) 133; 8: Philippe Berlatier (ItaljetFRA) 135; 9: Pedro Olle (Beta-ESP) 140; 10: Yrjo Vesterinen (Bultaco-FIN) 142; 11: Martin Lampkin (Montesa-GBR) 142; 12: Bernard Cordonnier (SWM-BEL) 143; 13: John Reynolds (Bultaco-GBR) 143; 14: Ulf Karlson (Montesa-SWE) 146; 15: Manuel Soler (Merlin-ESP) 155.

FIM WORLD CHAMPIONSHIP POINTS

Nigel Birkett (Majesty-GBR)

80

Peter Cartwright (Italjet-GBR)

POSITIONS: 1: Lejeune 38; 2: Schreiber 33; 3: Burgat 32; 4: Gorgot 30; 5: Thierry Michaud 14; 6: Lampkin 13; 7: Berlatier 12; 8: Cordonnier 9; 9: Soler 4; 10: Coutard 4; 11: Renales 3; 12: Gallach 2; 13: Olle 2; 14: Couturier 1; 15: Vesterinen 1.

Spring 2023 • Classic Trial Magazine

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Shop online at www.bvm-moto.co.uk 81

International • 1983 FIM WTC

1983 WTC

IRELAND

More commonly known as the Hurst Cup Trial, round four of the 1983 FIM World Trials Championship took the riders across the Irish Sea just one week after the English round before they enjoyed a three-week break before flying to America for round five. For once, the weather conditions were quite dry, but the traditional venue at Clandeboye Estate in Newtownards, near Belfast, was still very damp. The conditions would provide poor results for some top contenders, including the Fantic factory-supported riders Gilles Burgat, Jaime Subira and John Lampkin, who all finished out of the points. The terrain changed over the three laps of 15 sections; the riders would have to contend with deep muddy bogs along with the usual selection found at this venue which includes so many steep, slippery rocks and climbs. Eddy Lejeune arrived in Ireland very confident; he had won the previous year in 1982 and knew that the riding conditions suited the attributes of the four-stroke Honda. The Japanese machine was now at its best, and with three world rounds contested and two won, he had just one thing on his mind in Ireland: winning.

Words: Classic Trial Magazine Pictures: Toon Van De Vliet, Mauri/Fontsere Collection and the Giulio Mauri Copyright

82

Eddy Lejeune (Honda-BEL)

Spring 2023 • Classic Trial Magazine

1983 FIM WTC • International

Bernie Schreiber (SWM-USA)

EDDY UNSETTLED

Bernard Cordonnier (SWM-BEL)

With a 1983 world season dominated by high-scoring and challenging sections at the opening three rounds, round four would prove quite the opposite. The front-runner, Steve Saunders, on the Armstrong, who had an early riding number, should have benefited from the grip found on the top surface, which was soon removed by the passing of tyres to leave a grip-less surface. Still, he did not, possibly worried about the time element of the event.

As for the Belgian world champion Lejeune, he looked very unsettled and struggled through some early sections with his feet down to record an opening lap score of 14 marks lost to find himself in third position.

In total contrast, the men on form were Bernie Schreiber on the new ‘Jumbo’

Philippe Berlatier (Italjet-FRA)

Classic Trial Magazine • Spring 2023

SWM, leading on six marks lost, with the tall Belgian rider Bernard Cordonnier riding the more standard 280 SWM model on nine.

Next up was Toni Gorgot (Montesa-ESP) on 16 in fourth, trying to gain extra championship points after his disastrous fifth position the week before in the UK. In fifth position riding the pre-production TLR 250cc Honda, the real surprise was Japan’s Kiyoteru Hattori, who looked so at home on the Irish terrain. The Michaud brothers, both SWM mounted, Fred and Thierry, were on 18 and then Yrjo Vesterinen (Bultaco-FIN) and Philippe Berlatier (Italjet-FRA) on 19; no one else had a sub-20-mark score.

Other riders, including the Fantic team riders on the 240 models, Gilles Burgat on 21 marks lost and John Lampkin on 25, were struggling.

Toni Gorgot (Montesa-ESP)

83

International • 1982 FIM WTC

Gilles Burgat (Fantic-FRA)

SAUNDERS ON FORM

John Reynolds (Bultaco-GBR)

On the second lap and still pushing at the front was Steve Saunders, who showed his best form to equal Eddy Lejeune on 11 marks lost and pull himself right back up the order as everyone else’s scores rose slightly.

Kiyoteru Hattori (Honda-JPN)

The 15 sections had now bedded in well, but as had become more commonplace at the world rounds, everyone was rushing to make it home and not incur any time penalties.

At the close of the second lap, Bernard Cordonnier held the lead on 22, followed by Lejeune on 25 and Schreiber on 26, two riders desperate to win. However, such is the high level of riding at the head of the championship riders that, as we have seen before, Cordonnier could not hold his nerve and dropped to third after parting with a whopping 26 marks lost on his last lap. On the other hand, Lejeune stayed calm and beat Schreiber by three marks to take his third win in succession.

For Honda, it was a superb day for the Japanese manufacturer and the four-stroke machines, as the last point went to a delighted Kiyoteru Hattori after a very steady day’s competition.

Steve Saunders had ridden well after his stunning second lap and reflected on what might have been as he finished 14th on 66 marks lost, just seven marks off that vital first world championship point. The day ended on a sour note for Saunders, though; he had his Armstrong stolen off the back of his car later that night.

With four rounds gone, Eddy Lejeune led Schreiber by eight points as they both pulled away from third-placed Toni Gorgot on 36 points and Burgat on 32; the Belgian rider was looking good!.

ROUND 4: NEWTOWNARDS, IRELAND, 13TH MARCH. RIDERS: 49; THREE LAPS, 15 SECTIONS

RESULTS: 1: Eddy Lejeune (Honda-BEL) 37; 2: Bernie Schreiber (SWM-USA) 40; 3: Bernard Cordonnier (SWM-BEL) 48; 4: Thierry Michaud (SWM-FRA) 48; 5: Toni Gorgot (Montesa-ESP) 49; 6: Adrian Prato (France-FRA) 53; 7: Fred Michaud (SWM-FRA) 56; 8: Yrjo Vesterinen (Bultaco-FIN) 58; 9: Philippe Berlatier (ItaljetFRA) 59; 10: Kiyoteru Hattori (Honda-JPN) 59; 11: Pedro Olle (Beta-ESP) 62; 12: John Reynolds (Bultaco-GBR) 62; 13: Charles Coutard (JCM-FRA) 65; 14: Steve Saunders (Armstrong-GBR) 66; 15: Gilles Burgat (Fantic-FRA) 67.

FIM WORLD CHAMPIONSHIP POINTS AFTER FOUR ROUNDS

Peter Cartwright (Italjet-GBR)

84

POSTIONS: 1: Lejeune 53; 2: Schreiber 45; 3: Gorgot 36; 4: Burgat 32; 5: Thierry Michaud 22; 6: Cordonnier 19; 7: Berlatier 14; 8: Lampkin 13; 9: Prato 5; 10: Vesterinen 4; 11: Soler 4; 12: Coutard 4; 13: Fred Michaud 4; 14: Renales 3; 15: Gallach 2; 16: Olle 2; 17: Couturier 1; 18: Hattori 1.

Spring 2023 • Classic Trial Magazine

TRIAL LUBRICATION JUST REACHED A WHOLE NEW STANDARD

Vintage Vines • 1973 Sidecar

1973

COLMORE CUP: SIDECAR We open this article on the Colmore Cup Trial with a six-page focus, starting with the sidecar scene and the solos beginning on page 88. The 50th running of this excellent trial was celebrated in 1973, and it continues to this day, despite the loss of the sidecar class. Unfortunately, along with many events that would have opened the year’s sporting season, it had been postponed from its usual first week in February due to the Swine Fever epidemic. But, on 1st April, the 31 sidecars assembled at the start at Moretonin-March in Gloucestershire for round one of the ACU British Sidecar Championship. On a very dry, clear day, the trial produced a good fight for the wins in both classes, which took in six groups of sections and 40 hazards on the single-lap road-based course.

Words: Classic Trial Magazine Pictures: Alan Vines, Yoomee Archive

Steve Kenworthy – Frank Griffiths (500 Triumph)

86

Mike and Moira Wellman (500 Lavariel)

Dennis Brown – P Rance (360 REH)

Spring 2023 • Classic Trial Magazine

1973 Sidecar • Vintage Vines

Jack Matthews – Ray Armstrong (510 CCM)

O

n paper, the fight for the maximum points haul in the opening event for the right to be called the ACU British Sidecar Champions at the end of the year looked as though it would be among Steve Kenworthy, Jack Matthews and Arthur Lampkin. However, the 1972 champions Ray and Derek Round would not be contesting the series, and their BSA outfit they rode was up for sale. So, we would be looking for a new winner.

The previous year’s runner-up Jack Matthews was a recent sidecar convert over the previous few seasons. He had purchased Alan Clews’ 600cc motocross machine to improve his results. He had attached a lightweight sidecar to the machine and softened the four-stroke engine for trials use by reducing the engine capacity to 510cc.

First, having used his friend from the Manchester 17 Motorcycle Club, Gordon

D and P Feeling (500 BSA)

Classic Trial Magazine • Spring 2023

Arthur Lampkin – Colin Pinder (500 BSA)

Ruffley, as a sidecar passenger, he now had Ray Armstrong keeping the third wheel down.

In the first year, he had some notable results while also enjoying the social part of the sidecar scene. When looking through the programme for this event, along with some thoughts whilst researching this article from the memories of the riders and passengers who have ridden in this class, it was still apparent that large capacity four-stroke engines provide the best power for the job. A mixture of Ariel and BSA machines, many of pre-65 origin, were ridden by strong-minded individuals with passengers brave enough to be the ones not holding the handlebars!

This period of domination from the likes of Ariel and BSA machinery would soon be coming to a close, but back in ‘the day’, the sight of these powerful machines controlled by just as powerful men was always a superb sight to witness.

WELLMAN WINNERS

As it happened, the fight for the top five positions was split into three groups: the first for the win between the eventual winner Mike Wellman and Steve Kenworthy, a small gap for third between Dennis Brown and Jack Matthews with the oldest of the three Lampkin brothers, Arthur, in close contact.

Warner’s Wood was a good opening group of sections but did not cause any problems for most of the 31 sidecars before the action got more intense in Weston Wood with its tight wooded twists and climbs. Both Wellman and Kenworthy matched each other mark for mark, with many attempts resulting in either a stop or a clean ride due to the dry nature of the hazards.

At the next group, named ‘Saintbury’, the terrain changed to open and rock-filled gullies.

The second section was a particular stopper with an awkward approach deep in the rockfilled gully before trying to pass over a deep hole

Walter Bullock – P Beswick (500 BSA)

87

Vintage Vines • 1973 Sidecar

Peter Shiner – Ray Tranter (500 BSA)

Bob Colein - George Matthews (498 Rickman)

in the ground on the sidecar side and then attempt the first of two rock steps. With such dry conditions, the abundance of loose rocks would not let the riders apply too much power, and many crashes occurred before a super-strong effort came from Jack Matthews and Ray Armstrong, who got out of the section ends cards on the CCM for a single mark loss.

Despite this sterling effort, the gap in the marks was still too far away to fight for the win, which ultimately went to Mike and Moira Wellman. However, Steve Kenworthy and passenger Frank Griffiths put up a good fight to finish second. In third position was Dennis Brown, on the only two-stroke powered machine in the entry, who pushed Matthews down to fourth. This opening round had raised a few eyebrows, and no doubt the title chase would be an interesting year for the three-wheelers.

1973 COLMORE CUP SIDECAR

RESULTS: 1: Mike and Moira Wellman (500 Lavariel) 52; 2: Steve Kenworthy – Frank Griffiths (500 Triumph) 57; 3: Dennis Brown – P Rance (360 REH) 63; 4: Jack Matthews – Ray Armstrong (510 CCM) 65; 5: Arthur Lampkin – Colin Pinder (500 BSA) 78.

R Goodrum - P Davies (500 Matchless Metisse)

A Brace - P Hart (441 BK Speacial)

88

ACU BRITISH CHAMPIONSHIP

POINTS: 1: Mike Wellman 15; 2: Steve Kenworthy 12; 3: Dennis Brown 10; 4: Jack Matthews 8; 5: Arthur Lampkin 6; 6: D Peeling (500 BSA) 5; 7: Walter Bullock – P Beswick (500 BSA) 4; 8: Peter Shiner – Ray Tranter (500 BSA) 3; 9: Bob Colein – George Matthews (498 Rickman) 2; 10: E Townsend – P Mander (500 BSA) 1.

Things did not always go to plan

Spring 2023 • Classic Trial Magazine

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Classic Trial Magazine • Spring 2023

89

Vintage Vines • 1973 Solo

1973

COLMORE CUP: SOLO

We focus on the solo scene in this second part of the 1973 Colmore Cup Trial feature. Already reported, along with many events that would have opened the year’s sporting season, it had been postponed until 1st April when the 97 solos assembled at the start at Moreton-in-March in Gloucestershire for this longstanding, well-established National trial. Unfortunately, the change of dates meant it would clash with round four of the FIM European Trials Championship, which would mean many of the country’s leading riders would be missing, including Mick Andrews (Yamaha), Geoff Chandler (Montesa), Rob Edwards (Montesa), Jack Galloway (Kawasaki), Martin Lampkin (Bultaco), Malcolm Rathmell (Montesa), Rob Shepherd (Montesa), Richard Sunter (Montesa) and Dave Thorpe (Ossa).

Words: Classic Trial Magazine • Pictures: Alan Vines, Yoomee Archive

Paul Dunkley (250 Bultaco)

C

ompeting on the solo national scene in the early ’70s meant you would either have a Bultaco or a Montesa or, to be a little different, an Ossa. Riding for any other manufacturer, including the once great British manufacturers, was now old hat, and sooner or later, you would move to a Spanish machine; they were really that good.

Out of this entry of 97 riders, only ten would be riding home-grown machines. Japanese machinery had arrived, but they were still not at the production stage in early 1973. 250cc size engines in the Bultaco, Montesa and Ossa were 90

still very popular, but the option of the 325cc engined Bultaco was favoured by many for its extra power.

Unlike today in the modern world, every national trial had ten potential winners, and the opportunity to even get into the awards usually included a fight between 15 and 20 riders, such was the high standard of riding; it was very competitive, to say the least.

Officially the UK importer for all Montesa off-road motorcycles from 1st January, Jim Sandiford was pushing for his new dealers to support riders on the Spanish machines, as were

Comerfords, the official UK Bultaco importers.

As you will see, riders receiving dealer support via the importers included Mark Kemp, Clive Smith and Mick Bowers on Montesas and Karl Rowbotham and Steve Wilson on Bultaco, to name but a few.

Jim had also spoken with the factory about the new left-side gear-change Montesa 247 Cota models that were now available to suit the UK market’s needs. In addition, new Bultaco models with blue aluminium fuel tanks also arrived in the UK to service the legal requirements of the UK market.

Spring 2023 • Classic Trial Magazine

1973 Solo • Vintage Vines

Brian Higgins (325 Sammy Miller Bultaco)

Alan Lampkin (Bultaco)

A SINGLE MARK SEPARATES DUNKLEY

As with the sidecars, the solos also struggled with the dry riding conditions, which had put wheel grip at a premium, with the loose soil and rocks causing many problems.

As with so many trials, the fight for supremacy was apparent early on, with Mark Kemp and Clive Smith in the mix for the best Montesa rider of the day. Unfortunately, one rider who was expected to fight for the win, Alan Lampkin, suffered from a run of three five-mark penalties on the blue fuel tank Bultaco at the opening group of sections at Warner’s Wood.

It was good to see Colchester-based Allen Collier in the mix on his 325cc Bultaco sponsored by Jack Hubbard Motorcycles. The third group at ‘Saintbury’ brought the fight for the win to life as the organisers had used the dry conditions to put in some near-vertical climbs, with many attempts ending in failure. Unfortunately for Tony Davis, it was a painful end to his day’s sport as he crashed heavily on the Bultaco, dislocating his shoulder.

Alan Lampkin had put his earlier disasters behind him and was fighting back up the leaderboard with some inspired riding.

The next major hurdle was the rocky climbs at Fish, where the experienced Paul Dunkley would use all his skills to hold off a late charge Clive Smith (250 JAS Montesa)

Classic Trial Magazine • Spring 2023

Mick Bowers (250 Bonkeys Montesa)

Mark Kemp (250 Gordon Farley Montesa) Allen Collier (325 Hubbard Bultaco)

91

Vintage Vines • 1973 Solo

Arthur Browning (Bultaco)

Dennis Jones (250 Montesa)

from Brian Higgins. Riding the Sammy Miller Hi-Boy framed 325 Bultaco, Higgins had pushed Dunkley all the way, but he missed the win by a single mark, with the final scores Dunkley 26 and Higgins 27.

As we have already mentioned, the dry riding conditions made every mark lost vital. It was made evident in the final results, where the top ten finishing positions were separated by the closest of margins, third to seventh, all by single marks, as Alan Wright was the first Ossa home on the Cooper Brothers sponsored machine in tenth. Also noted in the awards was Arthur Browning, who had returned to trials on a Bultaco after breaking his leg at the 1972 International Six Days Trial..

1973 COLMORE CUP SOLO

RESULTS: 1: Paul Dunkley (250 Bultaco) 26; 2: Brian Higgins (325 Sammy Miller Bultaco) 27; 3: Alan Lampkin (Bultaco) 31; 4: Mark Kemp (250 Gordon Farley Montesa) 32; 5: Clive Smith (250 JAS Montesa) 32; 6: Allen Collier (325 Hubbard Bultaco) 32; 7: Chris Milner (250 Bultaco) 33; 8: John Kendall (250 Bultaco) 36; 9: Mick Bowers (250 Bonkeys Montesa) 39; 10: Alan Wright (250 Cooper Ossa) 41; 11: Dennis Jones (250 Montesa) 43; 12: Chris Watts (325 Bultaco) 43; 13: Karl Rowbotham (325 KAR Bultaco) 45; 14: Scott Ellis (250 Bultaco) 46; 15: Ray Smith (250 JAS Bultaco) 49; 16: Derek Adsett (250 Ossa) 49; 17: Arthur Browning (250 Bultaco) 52.

Alan Wright (250 Cooper Ossa)

Steve Wilson (Bultaco)

92

John Bliss (Montesa)

Spring 2023 • Classic Trial Magazine

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93 25/01/2023 15:26

Thank You • TMX

MIKE RAPLEY

THE JOURNALIST Occasionally I’m asked how I started writing and how motorcycle sport journalism has become such a large part of my life.

My English teacher was a pipe-smoking head of department at Slough Technical School, where I experienced my secondary education. He used to line the class up outside the library door and occasionally whack one unfortunate pupil on the head with his pipe – not for any rhyme or reason, simply because, in those far-off days, he could! I know his name, but in fairness, it should not be revealed here. Whatever his behavioural faults, he obviously managed to instil in me the ability to write, something I continue to enjoy now, some 60-odd years since those days as an innocent, wellbehaved pupil.

Words: Mike Rapley • Pictures: Brian Holder TMX, Andy Gregory, Trials Media, Alan Vines, Eric ‘EK’ Kitchen

94

At the 1964 SSDT with, Father Bert Rapley and John Lee.

Spring 2023 • Classic Trial Magazine

TMX • Thank You

1968 Southern Experts on the Bultaco.

I

do know that the first ever letter I had published was to Motor Cycle News, which I wrote from Germany, where I was staying with a German family on an exchange visit. It referred to one of the Sharp brothers, Triss or Bryan, for not being selected for the ISDT team that year – 1961, I think it was.

CENTRE GAZETTE

For several years that was the total of my journalistic ventures until I moved away from my home town of Slough to live in Exeter, having been promoted to manager of a Dixons camera shop. I had my 250 Royal Enfield Crusader trials machine with me and took part in all the South Western Centre events.

I joined the Otter Vale Club almost as soon as I had moved to the south-west and was tasked with the job of writing the club notes for the South Western Centre Gazette by the club Chairman Jim Courtney, a great man, who said: “If you come on this committee, you have to do a job” and club notes reporter was the one I was given.

From that point, I soon moved on to covering local events for Motor Cycle News following the retirement of their local correspondent, Fred Browning, and also for Motor Cycling up until the point it folded.

Working for MCN, I undertook that responsibility with relish, writing and photographing events as requested by the editorial team for about nine years until 1977, when my life underwent a significant change.

By that time, I had left the camera trade and Classic Trial Magazine • Spring 2023

Going upstream carefully in 1977 on the Suzuki.

was working in a garage in Okehampton and noticed in the local newsagent a Pre-production issue of Trials and Motocross News. That initial venture into press was pretty basic, but back then, it was a revelation for off-road sport received minimal coverage in MCN; certainly, local events were little more than 50 words plus results.

BILL LAWLESS

Sensing an opportunity, I contacted the Editor, Bill Lawless, and offered my services, which

he gratefully accepted and even offered to pay me a weekly retainer — riches indeed! Bill commissioned me to write a feature article for the first regular issue, together with a report from the weekend’s event. From that point onwards, I had words in every edition of TMX until I finally severed my connections with the publication some 22 years later.

For the first nine months of TMX, I was no more than a freelance contributor. I had become part of an ever-expanding group of motorcycle enthusiasts who willingly spent

Bill Lawless, in the red hat, speaks with Martin Lampkin at the 1978 SSDT.

95

Thank You • TMX

Competing the 1979 Cotswolds Cup trial on the Bultaco.

their Sunday evenings phoning clubs for their event results, then settling down to write sometimes quite extensive reports of the local trial, scramble or enduro, which then had to be phoned into the TMX office the following morning for the copy takers to take down.

However, there came the day when I answered a phone call where I worked that would change my life. Bill Lawless was on the phone and asked me to give up my job and move to Morecambe to join TMX as a full-time staff man. It was an offer I never expected, and it created a very difficult decision to make. My wife and I had been married for about six years by that time.

TMX testing the 125cc SWM in 1981.

96

Testing the Rob Shepherd factory 360RTL Honda.

We were content with our lot, we had our own house, and both had jobs; if not well paid, certainly adequate for the time, so what were we to do?

UP NORTH

We drove to Morecambe to have a look at the town and the TMX office over the weekend.

If I were to take the job, Bill offered to accommodate me until I could buy a house, but even then, I was very uncertain.

Freelance writing is very different to working in a newspaper office. Still, after some consideration and with whole-hearted

encouragement from my wife, I took the job and moved north to live with Bill Lawless and his wife Hazel for the next few months, leaving my wife to put our house in Crediton up for sale and arrange the move. Within a few days, I had found a property to buy and put in an offer, which was accepted, and so began all the legal arrangements necessary.

Our house in Devon sold immediately, and in early May 1978, we moved lock, stock, barrel and cat from Devon to Lancashire. My wife never viewed the house we bought prior to the day we moved, though she had seen the photographs. To this day, I can’t believe that

Competing in the 1983 British Experts with good friend and fellow TMX staff member Mannix Devlin.

Spring 2023 • Classic Trial Magazine

TMX • Thank You

Car-jacked at the 1984 FIM World Trials Championship in Olot Spain with the ‘Brits’.

I bought a house without her ever seeing it. I wouldn’t do it now! And so began my 22 years with Trials and Motocross News. Becoming a full-time journalist and photographer was a very steep learning curve. Okay, I knew the sport pretty well, having been involved and interested in all aspects of trials and motocross since I was ten years old, but writing about it day in, day out, transcribing the words of other people is very different from writing a 150word report of a local trial in which one has just taken part.

OFF-ROAD JOURNALIST

I accept now that I was very fortunate to have been offered the appointment, for it brought advantages I would never have experienced otherwise. It’s no secret that I found Bill Lawless a difficult man to work for, but I thank him enormously for what he taught me, and whatever respect that I may enjoy as an off-road journalist is entirely down to his encouragement and support of me as a

Sat at the top of Caillaich, observing at the SSDT.

Classic Trial Magazine • Spring 2023

With Brian Cottrell and Norman Eyre at the 1990 SSDT.

competitor in trials, sidecar trials and enduros. I travelled to much of Europe reporting on World Trials, World Enduros and the ISDE, and visited various factories as well as being well supported in the UK riding sidecar trials and enduros. I have much to be thankful for.

Of course, I wasn’t alone in enjoying the full-time support of the TMX family – Bill, proprietor of Morecambe Press, Bob Clough and other staff members. All those who worked for, rode for and enjoyed the support of the paper have good reason to look back and be appreciative of what they experienced. But all good things do come to an end, and in 1999, having voluntarily reduced my working days at the newspaper from full-time to part-time, I left their employment to concentrate on my own business.

MOTORCYCLE ENTHUSIAST

However, I’ve continued writing for various publications and websites since then. I have enjoyed a new lease of life since the creation

of Trial Magazine and Classic Trial Magazine with John Hulme, where my ability to put words to paper has been readily accepted. Certainly, my latest responsibility as webmaster for www. northerncentreacu.co.uk is very much like returning to work for TMX, where I spend Monday mornings writing a report of a local trial and uploading the results and pictures to the site for the local riders and clubs who now make use of the site as their replacement for the now discontinued TMX. The loss of TMX as a publication was not inevitable, but it has happened, and I can’t see a situation where it could be replaced.

Quite simply, in this day and age, finding and supporting a network of reporters and photographers to replicate what it was is never going to happen. Nevertheless, times have moved on, and we should be happy with what we have enjoyed since 1977, 45 years of the best off-road journalism, and I am proud to have been just one of many creative and talented journos.

With two very good friends John Hulme and Eric Kitchen.

97

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