Classic Trial Magazine Issue 45 Summer 2023

MOTORCYCLE • SIDECAR • CLASSIC • COMPETITION • FEATURES

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45

PRE-65 SCOTTISH

DAN THORPE WINS MACHINE

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Summer 2023

ISSUE 45 • UK: £6.99

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1983

Classic Trial Magazine • Welcome

CONTACT Online: www.trialmaguk.com Telephone: 01663 749163 Email: england@trialmag.com Address: 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@trialmaguk.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: 2023 Pre-65 Scottish Winner Dan Thorpe (Triumph) • Credit: Eric ‘EK’ Kitchen Summary Picture: 1983 SSDT Sammy Miller (Ariel) and Eddy Lejeune (Honda) • Credit: Eric ‘EK’ Kitchen

Summer 2023 • Classic Trial Magazine

Welcome • Classic Trial Magazine

FEATURES

SHOWTIME

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INTERNATIONAL

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BRAND

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TRADITIONAL

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VISIT

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MACHINE

64

SIDECAR

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NOSTALGIA

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2023 Telford Classic Show 1983 Scottish Six Days Trial Fantic 1984 – 1997 Pre-65 Scottish AG Bikes

Mono-Shock Yamaha Jack Matthews Talmag Trial

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News • The world of Classic Trials

2023 COSTA BRAVA BARRY ROBINSON TWO-DAY TRIAL

It might be a while before the 2023 Costa Brava Two-Day Trial in Spain on the 18th and 19th November, but the wheels are already in motion to make the event a huge success once again. The organising team asks that you keep your eyes on the multi-lingual website: www.trialcostabrava.com or visit their Facebook page: Trial Costa Brava for more information.

Since the previous issue of Classic Trial Magazine, we lost one of our greatest inspirations in motorcycle trials, Barry Edmond Robinson, aged 91, of Ilkley, West Yorkshire, on Sunday, 26th February 2023, after a short illness.

John Hulme, Trial Magazine Editor: “What a man Barry was; a true inspiration in life and a very good friend of mine. I had known Barry for years, and when I started on my publishing adventure in 2004, he was the one who held my hand and was so enthusiastic about what I was about to do. Our daily chats on the telephone and at so many events he attended will always be remembered, along with the many good times we had together”.

After speaking with Barry’s two daughters, we can confirm his legacy will continue to live on through his pictures in our future publications.

2023 LEVEN VALLEY COLIN DOMMETT TWO-DAY TRIAL

Once again, the 2023 Leven Valley Two-Day Trial organisers are looking for observers and marshals to support this successful event. If you can travel to some of the far-out sections with your motorcycle, even better!

As with all clubs, the logistics of making an event successful needs support, so if you can help, please get in touch with the club via the website: www.kinlochlevenmcc.co.uk gçÜå=iÉÉ=`ä~ëëáÅ=qêá~äj~Ö=MUOMKéÇÑ===N===MVLMULOMOM===OPWMR

BY JACK LEE

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A great rider, character and gentleman to all he met, one of Cornwall’s finest motorcyclists, Colin Dommett, passed away on 9th February 2023. His motorcycle career was his life, first in trials and then scrambling. He soon put all his efforts into trials and became a supported Cotton rider competing in the ACU British Trials Championship and national trials, winning the Cornwall Centre Championship ten times. He loved off-road riding and won a gold medal on a private Bultaco in the 1971 ISDT on the Isle of Man. Colin’s next challenge was sidecar trials with Eric Chamberlain as passenger, winning the 1976, 1977, 1978 and 1980 ACU British Championships. He was still very much actively involved in the sport, and he will be sadly missed by all.

IF YOU HAVE READ THIS THEN SO HAVE YOUR CUSTOMERS

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To advertise contact John on 01663 749163 or email: england@trialmag.com

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Trials Guru • John Moffat

GOLDEN BOY TRIALS GURU

It is hard to believe that Nigel Birkett has taken part in 50 Scottish Six Days Trials, but he has; a real golden boy from a golden era. I was lucky enough to have watched Nigel compete in his first SSDT in 1971 while riding his 118cc Crooks Suzuki. I was still at school and managed to catch the first- and last day’s action in the company of my late Father and friend John Hodge. Nigel being 17, was a couple of years older than us but of the same era, and we knew then that this Cumbrian would go on to bigger and better things.

Article: John Moffat • Pictures: Birkett Family Collection

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T

he 1971 SSDT was a steep learning curve for Nigel, but it was to stand him in good stead for the trials to come. His Crooks Suzuki never missed a beat until he decided to give the machine a washdown as he reckoned he had plenty of time in hand.

Unfortunately, he ‘drowned’ the motorcycle in the process, and it took up his time allowance trying to dry it all out and get back to Edinburgh on the last day! However, it is safe to say that Nigel took a liking to the Scottish and rode not only Suzuki but Ossa, Kawasaki, Montesa, Yamaha, Fantic, Gas Gas, JCM and Scorpa over a 53-year period. No other factory trials rider has ridden in so many SSDTs, which makes Nigel Birkett unique.

What people don’t realise is that Nigel was one of a small band of enthusiasts that kept

entering the SSDT during the lean years and encouraged other riders to enter the event when the event was in a bad state.

Having spoken with Nigel more times than I care to remember during the six days, I know his enthusiasm and love for the trial are the same as it was in 1971. It has been an annual pilgrimage for him and one that has been a source of enjoyment and pride to have finished — and been on the podium — so many times.

He has suffered adversity over the years, and his skill as a mechanic and development rider allowed him to finish. Of course, there is much more to Nigel Birkett’s story than the SSDT, but his accomplishments in Scotland in May deserve a separate and special celebration. I don’t see his ‘50’ record being beaten in the future, do you?

Summer 2023 • Classic Trial Magazine

Paddock • Caught on camera

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Summer 2023 • Classic Trial Magazine

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Classic Trial Magazine • Summer 2023

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1983

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Classic Trial Magazine • Summer 2023

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13

Showtime • Telford

TELFORD

INTERNATIONAL EXHIBITION

The eyes of the classic world were firmly focused on the 2023 Classic Dirt Bike Show, sponsored by Hagon Shocks, in February at the Telford International Centre, which once again had a massive draw of motorcycle enthusiasts from around the world. With the successful return of this show after the pandemic in 2022, attendance figures in 2023 were very strong over the two days of the show. Friends, old and new, rare machines on display from previous eras, and so many beautifully restored, this show again had all the ingredients to be a ‘classic’ show of the highest standard. As we have seen so often, this superb, well-organised event is very much the one that kickstarts the classic off-road season. After the stand setup day on Friday, Morton’s and the team from Classic Bike Shows opened the doors on Saturday and Sunday for the general public to enjoy this feast of classic off-road. There are too many riders and machines to discuss in this article here, but we have found some of our show highlights for you to enjoy.

Article: John Hulme

Classic Trial Magazine Editor John Hulme: “This is an excellent opportunity for us to meet up with so many of our valued customers. I really appreciate the fact that they take the time to come and introduce themselves to me and the staff and to talk about their off-road exploits. To everyone who supports what we do, a huge thank you”.

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Summer 2023 • Classic Trial Magazine

Telford • Showtime

Probably the highlight of the show for trials enthusiasts was the opportunity to see the Cantilever Yamaha in the flesh. This machine is owned by the Works Trials Bikes Owners Group from France.

Seen here with Oliver Barjon from the Works Trials Bikes Owners Group in France is the machine from the very start of the Yamaha trials project. This is the machine ridden by Frenchman Christian Rayer.

Now becoming very well known as ‘The’ Fantic specialist in the UK, Andrew Brown from AG Bikes had one of his beautiful Italian machines on display. He also had a very wide selection of after-market parts on show for the Fantic trials models.

Classic Trial Magazine • Summer 2023

A superb display of BSA trials ‘works’ and prototype machines, including some that never made the production line, this was a fantastic collection from a time when Great Britain ruled the trials world.

This very tidy-looking Yamaha Majesty was built by Stephen Murphy for Jonny Hagan, a Valentino Rossi race fan. One of many ‘special’ builds on display at the show.

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Showtime • Telford

Every corner of the show has something special for the off-road motorcycle enthusiast. We spotted this very early Clewstroka before the name changed to CCM, the rest is history.

Trials enthusiast Mike King from Derbyshire had his 305 Fantic on display.

He owned this machine from new before selling it and then re-purchasing it, a story we hear on so many occasions of riders re-living their younger days!

Talk about a motorcycle trials enthusiast – and a Honda one at that. Alan Taylor has replicated this Honda 305 model from 1977 after he acquired an ex-works long-stroke engine; the machine is still unfinished but is a credit to him. Have you any ex-Honda trials parts or history? Please contact the Classic Trial Magazine office.

Who remembers the 405 Sprite trials model? Very few were built but this one turned up at the show.

It is this type of project that will maybe turn up again at the 2024 show fully restored; we will see.

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Once upon a time it was the machine everyone wanted; this fully restored Greeves was a pleasure to see.

Summer 2023 • Classic Trial Magazine

Adventure • Road Trip

1983 ROAD TRIP

SSDT RAIDER

My good friend John R Shirt once told me that you only notice people when they stop, which was very much the case with a certain Italian gentleman, Giulio Mauri, who sadly passed away in 2012. I do wish so much that he could have enjoyed being a part of Classic Trial Magazine by providing so many stories from his fondest memories of our two-wheeled sport; he would have loved it. Google Maps tells me that it is 22 hours and 55 minutes and a total distance of 1,279 miles from Monza to Fort William, Scotland. It sounds like a good journey in the comfort of a modern vehicle; Giulio did it on a 125cc Fantic Raider model supported by the manufacturers’ vehicles from Fantic and SWM, who were also travelling to the Scottish Six Days Trial in Fort in William.

Words: John Hulme and Valenti Fontsere • Pictures: Mauri/Fontsere Collection and the Giulio Mauri Copyright

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alenti Fontsere and Giulio Mauri were very good friends, always showing a passion for motorcycles and trials in particular. Giulio may have passed, but his pictures live on in the magazine, supported by Valenti. Below are the words from Valenti on yet another mad adventure on two wheels for his good friend Giulio.

LONG TEST RIDE

As a working journalist, the Italian Giulio Mauri covered the 1983 Scottish Six Days Trial for the Italian magazine MOTOCROSS. As in previous years, he was offered a motorcycle to be tested under the Long Test Ride chapter of the magazine. You might remember that

Summer 2023 • Classic Trial Magazine

Road Trip • Adventure

in previous editions, Giulio and his lovely wife Renata had gone up to Fort William with SWM motorcycles; in 1981, it had been the time for the SWM GTS 315 Racing, and in 1982 it was the little SWM RZ 124. On that occasion, Ruggero Upiglio, the Director of the magazine MOTOCROSS, offered Giulio the newly born Fantic Raider 125. This was a new small-capacity trail model from the Italian manufacturer that had recently been presented to the press. Many readers will not know, but the moped and small-engined motorcycle was a huge part of the Fantic business model. What better way to test the Fantic than to go up to Scotland, follow the Six Days and then come back to Milano – easy!

Classic Trial Magazine • Summer 2023

STRICTLY PRODUCTION

Fantic prepared a genuine production Fantic 125 Raider model. That year Giulio planned the trip, along with some support from the vans of the Italian riders who were going up to Fort William.

He left Monza on 28th April at four o’clock in the afternoon and returned home on 10th May at just after midnight. Giulio arrived in Fort William at 19:15 on 30th April and started the way back home just after the finish on the final day of the Scottish Six Days on the Saturday at 16:30.

After leaving Monza for Scotland, he went through the Gotthard tunnel in Switzerland up to Basel and then to Aachen in Germany before going to the Belgian port of Zeebrugge, where he took the ferry to Hull in the UK.

SOME DISTANCE!

The mileage for the entire trip totalled 2,735 miles, and the Fantic Raider used 49 gallons of petrol. No major issues occurred during the whole trip, only the replacement of two light bulbs and the typical maintenance needed for using the machine over such a high mileage.

In the Highlands, being a fully backed works rider for the week, he received support from the Fantic team. The first 330 miles were done at a more relaxed rhythm, but after the break-in period was finalised, the Fantic Raider’s speed was pushed up to around 70mph for the whole trip. Not bad for the small-capacity Fantic, and a big round of applause for Giulio once again.

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International • 1983 SSDT

1983 SSDT

GORGOT TAKES GOLD

Montesa tasted the champagne once again at the Scottish Six Days Trial in May 1980, as Finland’s trials superstar Yrjo Vesterinen became the first foreign rider to take the victory. The first Montesa win had come in 1979 with Great Britain’s Malcolm Rathmell, followed by ‘Vesty’, and then, in an international takeover of the event, Frenchman Gilles Burgat (SWM) had won in 1981 and America’s Bernie Schreiber (SWM) in 1982. In some manufacturers’ eyes, this legendary event was still the one to win even more prestigious than the FIM World Trials Championship. Honda was desperate to win, and with Eddy Lejeune, they had every possibility as the previous year’s winner Bernie Schreiber was missing from the starting order, preferring to focus on the world championship.

In addition, new young riders were still coming to the event, including Great Britain’s John Lampkin (Fantic) and Steve Saunders (Armstrong), along with the foreign riders Thierry Michaud (SWMFRA) and Philippe Berlatier (Italjet-FRA). The trials industry was going through a highly transitional period, with the domination from the Spanish motorcycle manufacturers now under threat from Italy and Japan. Both Bultaco and Ossa would soon be history, with Montesa being the only survivor of the once-mighty-three from Spain. Italy had become big players, with Fantic and SWM leading the way, but soon the trials world would be introduced to the ground-breaking mono-shock machines and the impact they would have on the sport, changing the face of it forever.

Words: Classic Trial Magazine • Pictures: Colin Bullock, Iain Lawrie, Eric Kitchen, Mauri/ Fontsere Collection and the Giulio Mauri Copyright, Toon Van De Vliet, Yoomee Archive

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Summer 2023 • Classic Trial Magazine

1983 SSDT • International

It’s ‘Viva Montesa’ for the UK importer Jim Sandiford as they took the overall win and the manufacturers’ team prize with Lluis Gallach, Toni Gorgot and Martin Lampkin.

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or the first time in so many years, 1983 saw a downturn in entries. The organising Edinburgh and District Motorcycle Club received just 270. By the time the event came around, it was down to 250 riders who had entered and were guaranteed a ride. Many riders who wanted so much to compete in the event had become tired of not getting through the dreaded ballot system and had not bothered to enter. The world’s economy was not at its best, and by the time the event started on Monday, the entry list was down to 239 starters.

PARC FERMÉ — WEIGH IN

Parc Fermé was once again located in the West End car park, Fort William, which would be the home of the trials for the six days of action.

Weigh-in day on the Sunday is when the machines are scrutineered and put in a secure compound.

It was quite busy, and the traders reported a good day as the riders purchased all their needs for the six days of riding in front of them as the spectators met up with friends old and new; this is a real social side of the event enjoyed by so many.

Italian Fantic machines dominated

Classic Trial Magazine • Summer 2023

the entry, with just under 90 red machines in the starting line-up supported by a fleet of five vehicles headed by the super-enthusiastic UK importer Roy Carey and his team.

1983 was also the first year that riders had to supply their machines with holes pre-drilled in the cylinder head and barrel to stop them from being replaced. During scrutineering, the officials would put a seal in place to prevent this from happening.

Michelin made a huge push in motorcycle trials to get their brand to the top of the sport after watching Pirelli dominate it for many years and had a service vehicle in attendance with a team of tyre fitters to help support the riders.

There was a lot of interest in the new French manufacturer’s JCM monoshock machines, and the Britishbased Armstrong/CCM had their latest model on display. Titled the CMT 320, it was still powered by the super smooth Italian Hiro two-stroke engine with the main changes in the frame and its design. The frame was fabricated from specially drawn steel tubing to increase rigidity and allow a slimmer swinging arm to be fitted to the machine. Modified footrest positions and a slight change to the

Thierry Michaud (SWM-FRA): This was a very strong result, his hunger for success at the event was there for all to see.

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International • 1983 SSDT

Eddy Lejeune (Honda-BEL): Eddy applies some final touches to his 360cc RTL; Honda wanted a winner.

Eddy Lejeune (Honda-BEL): Despite the best performance on day one, the much sought-after win once again slipped away as he finished third.

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Yrjo Vesterinen (BultacoFIN): This was his last appearance in the event, soon he would retire from competing in the trials world.

John Lampkin (Fantic-GBR): A slow start to the week left John with too much work to do to challenge for the win.

steering head angle were all added to the new frame package. A new redesigned fuel tank and seat unit finished in red and white complemented the new white frame.

The radio station provided by BBC Scotland and supported by the company’s BBC World Service was always welcome at the event. The man on the mike was the vastly experienced Max King, who would be feeding the station with daily reports over the six days.

SUPER SAUNDERS

On the opening day of action, it was a case of super Steve Saunders as he put the new Armstrong straight into a good solid second place behind factory Honda rider Eddy Lejeune. FIM World Trials Champion Lejeune held the lead on 16 marks lost despite suffering from three punctures as he tried to adjust to the super adhesion afforded by the new Michelin rubber. Also showing

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good early form was Thierry Michaud (SWM-FRA), followed by his teammate Danilo Galeazzi (ITA).

The top ten riders were in very close attendance and only separated by a handful of marks. With over 80 miles covered, the action concluded at the steep and unforgiving climb up Caillaich, where any remaining energy reserves would be used up — the ride back down was also pretty interesting.

It had been a long and hard opening day, although the weather had been kind as the riders had covered 93 miles before returning their machines to Fort William.

Riding number 51, John Lampkin (Fantic-GBR) started again right at the head of the entry on the second day. As was usual on day two, the riders faced the long ride to the first group at Laggan Locks and its loose, rolling rocks. The weather was once again very kind as John Lampkin made his faultless ride through the four sections on the hill.

Further down the road at Achlain, Steve Saunders

was in trouble with a total of 11, including two stops.

Lejeune had recovered from a dubious two-mark loss, which many of the knowledgeable spectators had thought was a five as he stopped with his feet down, but the man quickly getting on with his own trial and recording the best score of the day was Toni Gorgot (Montesa-ESP). Parting with just three marks, he moved in front of Lejeune, who had parted with a huge 17 to drop him down to fifth overall. Saunders was another rider not having a good day as he parted with 20 to drop down to seventh overall.

Four more riders joined Gorgot on single figures, including Thierry Michaud (SWM-FRA), Philippe Berlatier (Italjet-FRA), French rider Charles Coutard on the mono-shock JCM and Danilo Galeazzi (SWM-ITA). Martin Lampkin (Montesa-GBR) was the best of the home riders, losing just ten marks for the day, followed by a super ride from Glen Scholey on the SWM, who lost just 13.

Summer 2023 • Classic Trial Magazine

International • 1983 SSDT

Philippe Berlatier (Italjet-FRA): The number one rider for the Italian team finished a very creditable seventh and with it gained the Best Newcomer award.

Steve Saunders (Armstrong-GBR): Taking the best daily award on Saturday was just reward for a good week’s riding.

CONFIDENT GORGOT

Finding good form at the correct time in the six days is vitally important in the fight for the win, and that is exactly what Spain’s Toni Gorgot did on his Montesa. Maybe the fine, warm weather suited the Spaniard, but his score of 19 was quite high on a difficult day, which covered 71 miles.

Callart Falls was the first hill of the day, but it did not create any problems for the leading riders before they headed over to Grey Mare’s Ridge.

Gorgot was in superb form, and, despite the tight time allowance of five-and-a-half hours, he stayed calm all day, including riding through the tough final group at Kentallen.

Gilles Burgat (Fantic-FRA) was second best on the day with 20 marks lost, with Philippe Berlatier (Italjet-FRA) on 30 along with Yrjo Vesterinen (Bultaco-FIN) followed by Saunders on 31 and John Lampkin and Lejeune on 32.

As Martin Lampkin visited the local hospital with

Armstrong launched their new 320 model at the event. This is the new machine and their supported riders: Steve Saunders, Dave Clinkard, Nick Jeffries, Mark Jackson and Howard Jackman. Only Saunders, Jeffries and Jackson rode the new model.

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a badly bruised foot Italy’s SWM-mounted Danilo Galeazzi was forced out of the event with a severe throat infection. At the halfway point, Gorgot held a 12-mark advantage over his nearest challenger Thierry Michaud, who was two marks adrift, followed by the 1981 winner Burgat, Berlatier, Lejeune and Great Britain’s Steve Saunders.

Day four was the long road-based Moidart Peninsula ride, and for Burgat, it spelt disaster,

John Reynolds (Bultaco-GBR): With only two Bultacos in the top ten the glory days were coming to a close.

Summer 2023 • Classic Trial Magazine

1983 SSDT • International

Bernard Cordonnier (SWM-BEL): Another debutant at the event, he took the award for the Second-Best Newcomer.

putting him out of the trial. He hit a sheep on the road at Acharacle on the way to Salen suffering from concussion after a blow to the head and was taken by ambulance to hospital. Later reports said he was shaken but otherwise okay.

The rider on form for this fourth day was Eddy Lejeune. He came into the finish on just seven marks lost to record the best daily score and move him up into third position overall. Having dropped a single mark before the lunch stop, he had one five

Martin Lampkin (Montesa): As part of the winning manufacturer’s team, Martin put in a good solid performance.

Classic Trial Magazine • Summer 2023

Nigel Birkett had tested the new soon-to-berevealed mono-shock Yamaha in Japan; by 1984 twin-shock machines would be out of fashion.

for a stop at Meall Nam Each and another single mark in the same group.

As the rain came in during the afternoon, Gorgot, losing just ten marks, and Thierry Michaud on 12, remained in the fight for the win, but the Spanish rider was opening up a small gap step by step at the top of the results.

In the battle for the best English rider, Steve Saunders, in fourth, led the way, followed by John Lampkin in seventh, separated by 19 marks.

Nigel Birkett (Majesty Yamaha): Keeping the Yamaha flag flying on the John E Shirt inspired Majesty.

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International • 1983 SSDT

Gabino Renales (Merlin-ESP): With the Bultaco story almost over, the latest trials machine from Spain was this Merlin.

STAYING CALM

On day five, it was the turn of Toni Gorgot to ride at the front of the entry on his early day, as Michaud rode at the back, hoping to reduce the deficit between them. It would be quite a long day, covering 96 miles, with action opening at the side of the road and the waterfalls at Muirshearlich and Witches Burn.

Overcast weather did not deter the many

Lluis Gallach (Montesa-ESP): The third member of the winning manufacturer’s Montesa team, he rode the new Cota 242 model.

spectators who had turned out to watch, and they were not disappointed as the sections for both groups were very slippery. Gorgot was very calm and calculated in his riding, parting with single marks when needed, as opposed to Michaud, who was riding very confidently, knowing that each passage of the riders would increase the grip in the sections. Callart Falls would be the final hill of the day, and it remained challenging, with

Charles Coutard (JCM-FRA): Single rear shock absorber trials machines were staring to appear and this is one of the very early JCM models from France

26

Michaud the best on two marks lost through the four sections.

The men on form during the day though were the French rider Philippe Berlatier on the Italjet and Spain’s Gabino Renales on the new Merlin machine. Berlatier parted with just 16 marks, but Renales beat him by a single mark to finish on 15 on what was a very long, tough day with some difficult moor crossings.

At every opportunity the JCM attracted the attention of both the spectators and the riders.

Summer 2023 • Classic Trial Magazine

1983 SSDT • International

Peter Cartwright (Italjet-GBR): Mechanical problems with the Italjet did not help Cartwright’s week in Scotland.

Pedro Olle (Beta-ESP): Beta were starting to be taken more seriously in the trials world as Olle finished in 20th position on the 240 model.

As the day closed and the final scores were calculated, the trial would conclude with a fight for the win between Gorgot, who still held a sixmark advantage over Michaud, with Lejeune a further 15 marks off the Spanish Montesa rider’s lead. Seventy-two miles and 30 sections would determine the winner, and, as we have seen so many times in the past, it would all come down to the final ten sections found on Ben Nevis.

Thierry Michaud would be riding just in front of Toni Gorgot all day, and the French rider appeared the most nervous. Low scores would be the order of the day, but for Michaud, his bid for his first win would go out of the window in the latter part of the day, even before he arrived at Ben Nevis. After some cautious feet-up riding, he parted with a five-mark loss at Bradileig and a further nine on Ben Nevis. Toni Gorgot was also in trouble, having to deal with the front and rear punctures before he arrived in the damp, wet conditions at the ‘Ben’.

As the UK Montesa importer Jim Sandiford met him, Gorgot quietly whispered that he was still clean, having parted with no marks. He kept Sandiford on his toes, though, as he parted with two fives for stopping and a further three marks to take the win; he was home and dry.

The best daily performance came from Steve Saunders, who parted with just 12 marks to lift him to sixth overall; the best British rider was John Lampkin, who finished fourth.

Sandifords. The sight of French rider Charles Coutard on the single rear shock absorber JCM was a sign of the future. Before the event, Yamaha in Japan had leaked news to the press of the new model mono-shock Yamaha that would soon be arriving on the trials scene.

This win from Toni Gorgot and Montesa would be the last twin-shock victory for a Spanish machine.

As a motorcycle manufacturer, Spain would have to wait 14 years until 1997, when Steve Colley would win for Gas Gas and 19 years before Amos Bilbao would win again for Montesa.

The Scottish Six Days Trial had again delivered a superb event, but the downturn in entries would be an ongoing concern for the organising Edinburgh and District Motor Club.

‘VIVA’ MONTESA

The Spanish motorcycle brand Montesa was going through difficult financial times along with many of the other trials manufacturers. This win was a huge tonic to Montesa and the official UK importer

Classic Trial Magazine • Summer 2023

Kiyoteru Hattori (Honda-JPN): Changing tyres in the 15-minute time allowance in the morning was normal for many riders. It looks like a new front mudguard was also ready to be fitted.

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International • 1983 SSDT (12) 137; 7: Philippe Berlatier (Italjet-FRA) (30) 138; 8: John Reynolds (Bultaco-GBR) (22) 145; 9: Bernard Cordonnier (SWM-BEL) (15) 147; 10: Martin Lampkin (Montesa-GBR) (13) 148.

SPECIAL FIRST CLASS AWARDS

Gilles Burgat (Fantic-FRA): Hoping to repeat his 1981 victory, on day four he hit a sheep on the way to Salen, suffering concussion, and was forced out of the event after holding a strong third position.

1983 SCOTTISH SIX DAYS TRIAL DAY ONE, MONDAY BEST PERFORMANCE: Eddy Lejeune (HondaBEL) 16.

RESULTS: 1: Eddy Lejeune (Honda-BEL) 16; 2: Steve Saunders (Armstrong-GBR) 19; 3: Thierry Michaud (SWM-FRA) 21; 4: Danilo Galeazzi (SWMITA) 22; 5: Toni Gorgot (Montesa-ESP) 23; 6: Nigel Birkett (Majesty-GBR) 26; 7: Philippe Berlatier (Italjet-FRA) 26; 8: Gilles Burgat (Fantic-FRA) 27; 9: John Lampkin (Fantic-GBR) 27; 10: Yrjo Vesterinen (Bultaco-FIN) 27.

DAY TWO, TUESDAY BEST PERFORMANCE: Toni Gorgot (MontesaESP) 3 RESULTS: 1: Toni Gorgot (Montesa-ESP) (3) 26; 2: Thierry Michaud (SWM-FRA) (6) 27; 3: Danilo Galeazzi (SWM-ITA) (9) 31; 4: Philippe Berlatier (Italjet-FRA) (6) 32; 5: Eddy Lejeune (Honda-BEL) (17) 33; 6: Gilles Burgat (Fantic-FRA) (12) 39; 7: Steve Saunders (Armstrong-GBR) (20) 39; 8: Nigel Birkett (Majesty-GBR) (16) 40; 9: Martin Lampkin (Montesa-GBR) (10) 30; 10: Charles Coutard (JCMFRA) (7) 40.

DAY THREE, WEDNESDAY BEST PERFORMANCE: Toni Gorgot (MontesaESP) 19 RESULTS: 1: Toni Gorgot (Montesa-ESP) (19) 45; 2: Thierry Michaud (SWM-FRA) (30) 57; 3: Gilles Burgat (Fantic-FRA) (20) 59; 4: Philippe Berlatier (Italjet-FRA) (29) 61; 5: Eddy Lejeune (Honda-BEL) (32) 65; 6: Steve Saunders (Armstrong-GBR) (31) 70; 7: Yrjo Vesterinen (Bultaco-FIN) (30) 71; 8: Martin Lampkin (Montesa-GBR) (36) 76; 9:

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John Lampkin (Fantic-GBR) (32) 80; 10: Bernard Cordonnier (SWM-BEL) (46) 86.

DAY FOUR, THURSDAY BEST PERFORMANCE: Eddy Lejeune (HondaBEL) 7 RESULTS: 1: Toni Gorgot (Montesa-ESP) (10) 55; 2: Thierry Michaud (SWM-FRA) (12) 69; 3: Eddy Lejeune (Honda-BEL) (7) 72; 4: Steve Saunders (Armstrong-GBR) (12) 82; 5: Philippe Berlatier (Italjet-FRA) (31) 92; 6: Yrjo Vesterinen (BultacoFIN) (25) 96; 7: John Lampkin (Fantic-GBR) (21) 101; 8: Bernard Cordonnier (SWM-BEL) (21) 103; 9: John Reynolds (Bultaco-GBR) (15) 103; 10: Fred Michaud (SWM-FRA) (14) 103.

DAY FIVE, FRIDAY BEST PERFORMANCE: Gabino Renales (MerlinESP) 15 RESULTS: 1: Toni Gorgot (Montesa-ESP) (26) 81; 2: Thierry Michaud (SWM-FRA) (18) 87; 3: Eddy Lejeune (Honda-BEL) (24) 96; 4: Philippe Berlatier (Italjet-FRA) (16) 108; 5: Yrjo Vesterinen (BultacoFIN) (20) 116; 6: John Lampkin (Fantic-GBR) (21) 122; 7: John Reynolds (Bultaco-GBR) (20) 123; 8: Steve Saunders (Armstrong-GBR) (43) 125; 9: Martin Lampkin (Montesa-GBR) (28) 135; 10: Bernard Cordonnier (SWM-BEL) (29) 132.

DAY SIX, SATURDAY BEST PERFORMANCE: Steve Saunders (Armstrong-GBR) 12 RESULTS: 1: Toni Gorgot (Montesa-ESP) (13) 94; 2: Thierry Michaud (SWM-FRA) (14) 101; 3: Eddy Lejeune (Honda-BEL) (15) 111; 4: John Lampkin (Fantic-GBR) (14) 130; 5: Yrjo Vesterinen (BultacoFIN) (19) 135; 6: Steve Saunders (Armstrong-GBR)

RESULTS: 1: Toni Gorgot (Montesa-ESP) 94; 2: Thierry Michaud (SWM-FRA) 101; 3: Eddy Lejeune (Honda-BEL) 111; 4: John Lampkin (Fantic-GBR) 130; 5: Yrjo Vesterinen (Bultaco-FIN) 135; 6: Steve Saunders (Armstrong-GBR) 137; 7: Philippe Berlatier (Italjet-FRA) 138; 8: John Reynolds (Bultaco-GBR) 145; 9: Bernard Cordonnier (SWMBEL) 147; 10: Martin Lampkin (Montesa-GBR) 148; 11: Fred Michaud (SWM-FRA) 158; 12: Nigel Birkett (Majesty-GBR) 163; 13: Gabino Renales (Merlin-ESP) 165; 14: Lluis Gallach (Montesa-ESP) 174; 15: Charles Coutard (JCM-FRA) 177; 16: Peter Cartwright (Italjet-GBR) 178; 17: Howard Jackman (Armstrong-GBR) 203; 18: Dave Thorpe (BultacoGBR) 204; 19: Gerald Richardson (Italjet-GBR) 209; 20: Pedro Olle (Beta-ESP) 212; 21: Kiyoteru Hattori (Honda-JPN) 212; 22: Adrian Prato (Fantic-FRA) 215; 23: Frans Haaf (Fantic-GER) 223; 24: Tony Calvert (Fantic-GBR) 223; 25: Chris Myers (Bultaco-GBR) 232; 26: Steve Robson (Fantic-GBR) 237; 27: Chris Griffin (Fantic-GBR) 239; 28: Chris Clarke (Fantic-GBR) 241; 29: Jaime Subira (Fantic-ESP) 242; 30: Nick Jeffries (Armstrong-GBR) 243; 31: Graham Tales (ItaljetGBR) 252; 32: Mark Jackson (Armstrong-GBR) 258; 33: Pascal Couturier (Fantic-FRA) 261; 34: Mark Holland (Fantic-GBR) 262; 35: Glen Scholey (SWM-GBR) 262; 36: Gabriel Font (Beta-ESP) 264; 37: Felix Kranhstover (Montesa-GER) 266; 38: Peter Van Enckevort (Fantic-HOL) 266; 39: Harold Crawford (Montesa-GBR) 267; 40: Lars Nordgren (SWM-SWE) 275; 41: Philip Alderson (Bultaco-GBR) 275; 42: Chris Sutton (Fantic-GBR) 279; 43: Helmut Stanik (Montesa-GER) 283; 44: Udio Lewandowsky (Montesa-GER) 294; 45: Andy Wright (Fantic-GBR) 298; 46: Gino Sembenini (SWM-ITA) 304; 47: Stan Bakgaard (Montesa-CAN) 312; 48: Steve Monk (Fantic-GBR) 313.

MACHINES: Fantic 13; Montesa 8; SWM 6; Bultaco 6; Armstrong 4; Italjet 4; Beta 2; Honda 2; JCM 1; Majesty 1; Merlin 1.

COUNTRIES: GBR: 25; ESP: 6; FRA: 6; GER: 4; BEL: 2; CAN: 1; FIN: 1; HOL: 1; ITA: 1; JPN 1; SWE: 1; USA: 1.

SPECIAL AWARDS BEST NEWCOMER: Philippe Berlatier (ItaljetFRA) SECOND BEST NEWCOMER: Bernard Cordonnier (SWM-BEL) BEST PERFORMANCE UP TO 150CC: Andy Gardner (Fantic-GBR) BEST PERFORMANCE UP TO 151CC–200CC: Kiyoteru Hattori (Honda-JPN) BEST PERFORMANCE UP TO 201CC–250CC: John Lampkin (Fantic-GBR) BEST PERFORMANCE UP TO 251CC–350CC: Toni Gorgot (Montesa-ESP) MANUFACTURERS TEAM: Montesa with Toni Gorgot (ESP), Martin Lampkin (GBR), Lluis Gallach (ESP)

Summer 2023 • Classic Trial Magazine

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THE LEVEN VALLEY TWO-DAY TRIAL

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KINLOCHLEVEN & DISTRICT MCC

23rd/24th SEPTEMBER – KINLOCHLEVEN ARGYLL KINLOCHLEVEN & DISTRICT MOTORCYCLE CLUB

2022 WINNER SAM CLARKE (BULTACO)

IT’S ALL SYSTEMS GO FOR 2023 The Kinlochleven & District MCC are proud to announce that it is all systems go for the 2023 Leven Valley Two-Day Trial, which will take place over the weekend of the 23rd and 24th of September with a full entry once again in a celebration of Classic Trials.

Please keep your eyes on the club’s website for any updates or information on the 2023 event, which will continue to be released in the run-up to the trial. Events on this scale require support from so many people, If you would like to become part of the trial either as an observer, marshal or event sponsor of the Leven Valley Two-Day Trial, please once again visit the club website for contact details

www.kinlochlevenmcc.co.uk

Brand • Fantic

RED HOT MONOSHOCK FANTIC

In the mid-80s, everyone wanted one of the new mono-shock Yamaha trials machines, as all twin-shock machines became redundant overnight; it was time for a change. Twin shocks were heavy and physically big compared to the lightweight and ease of riding of the new Japanese challenger. Its introduction caught everyone in the manufacturing of trial motorcycles off-guard. No exposed rear shock absorbers were affected by performance and accident damage. The single-shock system kept the rear shock absorber out of harm’s way, and you only had to cope with the setup of one component, it was the way forward, and everyone knew it. Just as soon as the Italian challenge to the trials market had started, gone were the once-mighty SWM winners, hit by financial problems; would Fantic follow the same path into oblivion? Fantic had enjoyed massive success with its red model range but had gone down the wrong development path with the new 300. It was a machine very much developed with the world championship riders in mind. It produced strong power, and, in all fairness, the twinshock rear suspension worked very well for the expert rider. The stealth development of the two-stroke Yamaha in Japan had gone unnoticed and was at first deemed very fragile; who had got it right??

Words: Trials Media • Pictures: Colin Bullock, Jim Capper, Fantic Mauri/Fontsere Collection and the Giulio Mauri Copyright, Alan Vines, Toon Van de Vliet, Yoomee Archive

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1984: Thierry Michaud winning the 1984 Scottish Six Days Trial on the 300 Twin-Shock model.

Summer 2023 • Classic Trial Magazine

Fantic • Brand

1984: The Fantic 300 was a superb model, but no one wanted a Twin-Shock.

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n late October 1984, news came to light that Fantic had outstanding debts of around the £10 million mark. Classed as the most modern motorcycle manufacturing production facility in Europe at the time, the company employed over 400 people who had been temporarily suspended whilst under an Italian Government investigation. The outcome of this investigation could allow the Fantic factory to claim 90% of the company’s wages under a special rescue fund from the government if it met the criteria to have a rescue plan in place.

A significant part of the Fantic sales included a lucrative moped and small motorcycle market in Europe. Originally, Fantic machines had been powered by the Italian Minarelli engines, including the trials range. However, along with the investment in the new factory, they had pursued a dream to build their own engine in-house. Unfortunately, this exercise proved more costly than had been expected and was the one factor that looked to have put the manufacturer into financial difficulties.

In the 1984 FIM World Trials Championship, Fantic had a huge presence headed

by Thierry Michaud (FRA), John Lampkin (GBR), Gilles Burgat (FRA), Bernard Cordonnier (BEL), Renato Chiaberto (ITA) and Diego Bosis (ITA) with support provided by a huge transporter and accompanying staff. Five riders from one manufacturer contesting the world championship meant one thing: a huge bill; 1985 would be a very different year.

1984: In Italy a small team at Fantic applied its workshop knowhow to produce their first single rear shock system.

WHICH DIRECTION

Fantic was one of many manufacturers in trouble in 1984 as the sales trend moved to the Yamaha with its ease of riding and new technologies, but with the Japanese challenger came some early design problems. The mono-shock’s rear linkage system’s connection to the engine ripped out the back of the crankcases, and rear wheel hubs broke, giving some hope that twin shocks did have a future. However, Yamaha was on to the problem immediately and came up with some upgraded parts, including stronger crankcases, and faith was soon restored in the mono-shock model.

1985: With a hacksaw and welder the 300 model 1985: Thierry Michaud took the world by engine was shoe-horned into the new frame. storm with the new 300 Fantic mono-shock.

Classic Trial Magazine • Summer 2023

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Brand • Fantic

1985: After winning in Spain, Thierry Michaud was second in Belgium before winning in Great Britain. He would win the 1985 FIM World Trials Championship.

1985 SSDT: The much-modified prototype 300 mono-shock in May.

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1985 SSDT: Thierry Michaud followed up his 1984 win, he was in superb form.

At first, the Italian manufacturer Fantic was unsure about moving to the single rear shock absorber system from the tried-and-tested twin-shock setup. Could the first view of the prototype four-stroke Honda Pro-Link single rear shock RTL in late 1984 have changed their mind? They had proved they could win at all levels, and Michaud had won the 1984 SSDT on the Fantic 300 model, an event ideally suited to this machine for its superb handling attributes.

You must also not forget that Michaud had won four world rounds and come within two points of taking the FIM World Championship title from Belgium’s Eddy Lejeune, who had held the title since 1982 on the four-stroke Honda.

For a period, the factory doors closed in Italy in the early part of 1985 with the French rider Thierry Michaud inside with a small team of loyal engineers. Gone was the strong factorysupported team as it retained its tried-andtested winner Michaud at Fantic, along with support from Renato Chiaberto.

Summer 2023 • Classic Trial Magazine

Fantic • Brand

WORKSHOP WONDERS

It was time to get practical with the hacksaw and welder in Italy as the small team at Fantic applied its workshop know-how and spent many hours producing their first single rear shock absorber system. Its initial appearance looked very rough at the edges, but remember that this was a motorcycle manufacturer in dire financial times with no excess money.

The frame was very much a hybrid that had been designed around the introduction of the new mono-shock system, and the finished product might not have appeared to be the best but, much to everyone’s delight, including Thierry Michaud’s, it worked.

The hacksaw and welder would be out once again as the single-cylinder two-stroke winning 300 model engine was shoe-horned into the steel tubular frame. As the air-cooled 249.9cc two-stroke engine was well-developed and known to be reliable, it had some minor engine upgrades applied to increase its performance in all areas.

Heavily modified 240 and 300 model parts, including the fuel tank and exhaust system, were fitted, and an aluminium engine protector would act as a part of the frame. Drum brakes were used at the front and rear, with the front forks from Marzocchi. The rear suspension system would work similarly to the Yamaha and was attached to the swinging arm by a linkage arrangement separate from the engine but attached in a robust position at the bottom of the rear of the frame.

It was a brand-new model, and Fantic knew that to introduce this prototype to the trial market, it would face strong competition, as Beta and Yamaha had more experience with the mono-shock systems and machines already in production. In addition, Honda had introduced the new RTL in limited numbers, and the three-time FIM World Trials Champion Eddy Lejeune had a new 360cc in his hands for 1985.

Fantic were up against strong competition, but they had faith in the new machine and held their breath to find out if they had a winner and a machine to make the statement that they were back in the trials world.

1986: The pre-production Fantic 301.

1986: Standing proud: the new Fantic 301 was a huge hit.

WINNERS

Walking around the paddock at the opening round of the 1985 FIM World Trials Championship, one machine stood out for the wrong reasons. The Fantic looked so agricultural and unfinished and a million miles from making production. Nevertheless, as the French rider Thierry Michaud took the podium’s top step, the Fantic team knew they had a new-generation machine capable of winning.

The Fantic team was now much smaller, but they had the knowledge to give the machine a winning edge. In front of a packed audience at the Scottish Six Days Trial, Michaud took the victory. The winning confidence had returned, and, most importantly, they now had a machine the buying public wanted: a challenger to the Yamaha.

Classic Trial Magazine • Summer 2023

1986: Fantic were the brochure kings.

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Brand • Fantic

1987: With Steve Saunders arriving at Fantic it was a boom time for sales in the UK.

To keep some monies coming into the struggling motorcycle manufacturer, a limited number of white twin-shock Michaud Replica 300 Fantic models, featuring some minor changes, were built and distributed amongst its worldwide dealers, which sold straight away as the confidence in the brand started to return.

By the end of the year, Fantic would be the 1985 FIM World Trials Champions with Michaud. Soon they would have a prototype production model of the machine that would eventually provide the financial rescue the company needed to survive — the red and white single shock 301 model. Based on the success that the brand had generated by winning the world championship, the production of the new model was starting to take shape at a rapid rate.

BACK TO PRODUCTION 1986: The new Fantic range would include 50cc and 80cc models.

1986: In the latter part of the year the Fantic 301 Progress 2 arrived.

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When pictures broke of the proposed Fantic 301 model, it appeared so far away from Michaud’s original prototype.

All the aesthetics had been tidied, and it looked stunning.

The one significant change that caught the eye was the introduction of the front disc brake, an innovation appearing in the trials market.

The problem now was getting confidence back into the supply chain of parts from the components suppliers. Some had been badly affected by the collapse of Fantic, and the major problem was the supply of exhaust systems, but this was soon addressed with payment made upfront to restore confidence in the suppliers.

The official UK importer, Roy Carey, received four production machines for supported riders in late July to compete in the televised ‘Kickstart’ trial, followed by a first batch of 40 301 models in September. It was rumoured at the time that Carey took a second batch of 250 machines, and they sold almost immediately through his strong dealer network. Soon the new-generation machines, including new 125 and 201 models, were available and flooding into Summer 2023 • Classic Trial Magazine

Fantic • Brand

1987: The Fantic 303 would be available also as a 125 model.

1989: Orange aesthetics led the way in 1989, this is the 305 model.

countries around the world; Fantic were back up and running with production in full flow.

Based on a strong advertising and marketing campaign over the following years, the trial range would expand to include 80, 125, 200 and 241 models to join the 301; Fantic were on to a winner, and they knew it.

Whereas other manufacturers, including Yamaha, only had 250 and 350 models, Fantic had a full range to suit riders of all ages and abilities.

It is a common fact that to sell machines, you need publicity for the public to focus on, and now back with a strong team of riders in both national and international events, that is what Fantic delivered. Anyone with a Fantic in the Scottish Six Days Trial will always remember the hard work put in by Roy and Helen Carey and their helpers; everyone was treated like a factory-supported rider.

Soon the 301 range evolved into the 301 Progress 2 models with some minor changes and upgrades. Still, behind the scenes and supported by the competition’s success, the Italian manufacturer had been working on a new model.

1988: It was a move to the colour yellow for the Fantic Series 2 models.

1990: The 307 Fantic had inverted front forks, the new fashion in trials.

1991: A new direction with the liquid-cooled K-Roo.

BACK ON TOP

Fantic were back on top after Thierry Michaud had given the new model the perfect winning platform with his success in 1985, and it just got better.

After the 1984 success in the SSDT on the twin-shock 300 model, he continued his winning ways with two more consecutive wins and retook the world title in 1986. Fantic was working on a new model for 1987, which would eventually become the Professional range.

The Italian machines were in high demand around the world, and in particular in the UK. Roy Carey was as passionate about motorcycle trials as he was about importing the Fantic trials machines; he wanted a winner on the home front, and he went for the best, Steve Saunders. He knew sporting success would drive machine sales, and Saunders fitted the bill perfectly.

As the new model range arrived in 1987, it was once again a massive Classic Trial Magazine • Summer 2023

1992: Different colours appeared again.

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Brand • Fantic

1994: The arrival of Finland’s 1992 FIM World Trials Champion Tommi Ahvala was a huge breath of fresh air at Fantic.

1993: New styling on the K-Roo gave it a smaller appearance.

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hit with the buying public. It was endorsed as a winner in the hands of Saunders as he continued his domination of the ACU British Trials Championship. Roy Carey was absolutely delighted, and the Fantic sales were unprecedented.

A new frame geometry and suspension setup raised the game of this new model to suit a generation of riders learning and riding a new modern style of stop-riding. The rear suspension configuration had been changed.

The single rear shock absorber was placed more vertically for better performance and located lower in the frame to aid stability. Front and rear tubeless tyres were fitted, and disc brakes were found on both wheels.

1988 was a time for change at Fantic as Thierry Michaud won back his FIM World Trials Championship title, and Steve Saunders won his first Scottish Six Days Trial on the new yellow ‘Professional’ 303 series 2 model.

Sales remained strong off the back of the competition’s success, and the buying public liked the new aesthetics and slimline design.

Summer 2023 • Classic Trial Magazine

Fantic • Brand

1994: This K-Roo Racing model was a stop-gap machine to a new model.

WATER COOLING

The arrival of the Italian motorcycle manufacturer Beta and the success of its star rider from Spain, Jordi Tarres, had an impact on the sales of Fantics, and they started to slow.

Another Italian motorcycle manufacturer, Aprilia, was now well established in the trials world and had shown where the development of motorcycle trials would be going with the introduction of the first production water-cooled machine in 1989.

A move was made away from the yellow Fantic of 1988 to the new model, looking very bright in its dayglow orange with the 305 model. The appearance was much neater than the previous year, and it had sleeker aesthetics, with white supporting the 1996: Tommi Ahvala gave his all at Fantic but the writing was on the wall.

1995: The all new Fantic Section model.

orange. Engine upgrades had increased the performance, and a new exhaust system had been fitted. The basis of this machine remained the same in 1990 as inverted front forks were added.

Fantics were still popular, with their large range of engine capacities, but sales had slowed, and the rumour mill started again about financial problems at Fantic in Italy.

The 305, 307 and 309 model ranges were introduced in 1989, 1990, and 1991 and were good machines, but the buying public now had many other options, with over half a dozen manufacturers producing trial machinery.

The latest trend in the trials world was inverted front forks, and, along with water-cooling, it was determined as the way forward. It makes sense to put a cooling radiator at the front of the engine in the airflow to keep the fluid cool, with a fan drawing cold air into it. It was a tried-and-tested method, but Fantic had other ideas for its new K-ROO. This new Fantic model used a type of refrigerator setup where the radiator was mounted between two top frame tubes under the fuel tank. In theory, the water would pass through a cooling element to keep the temperature down and, in turn, keep the temperature more consistent and increase performance. It worked very well in theory, but this new water-cooled model had the centre of gravity moved quite high due to the weight of the water in the machine. Its overall appearance was quite bulky, and reliability issues were reported, which did not give the buying public confidence in the manufacturer.

In the hands of such quality riders as Italy’s Diego Bosis, it looked good and performed well, and he won on it at world championship level. The problem was the name Fantic was now out of fashion. The K-ROO would appear in different colour combinations over the next few years, but the brand was in a downward spiral.

LAST CHANCE SALON

As both Beta and Gas Gas led the way in machine sales, 1994 looked on paper as though Fantic were going in the right direction as new investors were found, convinced that a new model would bring back the success of the past.

The design team in Italy came up with a totally new frame Classic Trial Magazine • Summer 2023

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Brand • Fantic

1996: The red-and-blue 250 Section.

and engine with the model named the ‘Section’. The two-stroke water-cooled 249.4cc engine was unique because it had an adjustable power valve operated via a lever, controlling the power output by opening and closing a cylinder port. In addition, a more conventional frame had a cooling radiator at the front of the engine, which appeared more compact than the old K-ROO. Fantic then announced the arrival of the 1992 FIM World Trials Champion, Tommi Ahvala, from Aprilia. He had slipped to third in the championship in 1993 and needed new motivation, and signed a threeyear contract with Fantic.

The new ‘Section’ model’s appearance was very untidy, and against the opposition, it never stood a chance as reliability problems plagued this model from day one. Ahvala worked hard with the Fantic team, and, in fairness, his second-place finish in the 1994 world championship was a credit to his ability more than the machine. Despite this competition success, once confidence is lost in a product, it is always tough to recover from the situation, and this was the area the Fantic was in.

Between 1995 and 1997, various aesthetic changes were made, but no one wanted a Fantic anymore.

When Finland’s Tommi Ahvala scored a single point on day two in Luxemburg on 12th April 1997, little did everyone know that he would quit the Fantic team. One week later, he would move to a privately funded Montesa and finish fourth in Belgium.

In 1998 we would see one last brochure released from Fantic on the ‘New’ Costa 250 model. In typical Fantic fashion, it is very glossy and professional, just as a marketing brochure should be presented.

However, we know that only one Fantic Costa model was mocked up for promotional pictures — it was never put into production, and this survives to the present day at a secret location in Spain.

FANTIC IN TRIALS 1997: Not much changed on the 97 model.

1998: This brochure on the Costa model made production, but the machine never did.

2014: The Fantic Costa model was never put into production and survives to the present day at a secret location in Spain.

This Italian motorcycle manufacturer can be very proud of its contribution to the world of trials. Its sporting success would drive the sales of trial machines to a broad audience of riders worldwide. Here we take a look at its more notable sporting achievements.

FIM WORLD TRIALS CHAMPIONSHIP

BRITISH TRIALS CHAMPIONSHIP

1985/1986/1988 WORLD CHAMPION: Thierry Michaud (FRA) WORLD ROUND WINS: Thierry Michaud (FRA), 22; Diego Bosis (ITA), 5; Steve Saunders (GBR), 4; Gilles Burgat (FRA), 2; Tommi Ahvala (FIN), 2; John Lampkin (GBR), 1 1980 FIRST POINTS: Great Britain, 16th February, Jaime Subira (200 Fantic-ESP). A ninth place finish for two points.

1981 FIRST WIN: France, 23rd May 1982, Gilles Burgat (240 FanticFRA).

1994 LAST WIN: Belgium, 9th April 1995, Tommi Ahvala (250 Fantic Section-FIN) 1997 LAST POINTS: Luxemburg, 12th April 1997, Tommi Ahvala (250 Fantic Section-FIN). A fifteenth-place finish for one point.

1987/1988/1989 BRITISH CHAMPION: Steve Saunders (GBR)

SCOTTISH SIX DAYS

BRITISH TRIALS CHAMPIONSHIP WINS

STEVE SAUNDERS: 19 – 303/303 Serie 2/307 Models JOHN LAMPKIN: 7 – 240/300 Model NIGEL BIRKETT: 1 – 200 Model

ITALIAN CHAMPIONSHIP 1984/1985: Renato Chiaberto 1988: Donato Miglio 1991/1992: Diego Bosis

FRENCH CHAMPIONSHIP 1982: Gilles Burgat 1985/1986/1987/1988/1989: Thierry Michaud 1992: Bruno Camozzi

USA CHAMPIONSHIP 1987: Bernie Schreiber

1984/1985/1986: Thierry Michaud (FRA) 1988/1989: Steve Saunders (GBR)

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Summer 2023 • Classic Trial Magazine

Traditional • Pre-65 Scottish

THORPE TOPS THE TIE PRE-65 SCOTTISH

The 2023 Pre-65 Scottish was an effective re-run of some previous trials with eight past winners competing: Paul Heys, Davy Morewood, James Harland, Rob Bowyer, Jimmy Noble, Dan Clarke, Gary Macdonald and Dan Thorpe. Add in potential winners Ben Butterworth, Darren Wasley, Stephen Murphy, Mark Harris and Robin Luscombe, and you have a wealth of talent for the asking. But come to the end of the trial, two riders prevailed; three-time winner Gary Macdonald on a 270cc Triumph Tiger Cub and single Pre-65 past winner Dan Thorpe on a 250cc Triumph Tiger Cub, both of whom rode the entire two days of 30 sections each without loss. report: Mike Rapley Pictures: Trials Media

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Dan Thorpe (Triumph)

Summer 2023 • Classic Trial Magazine

Pre-65 Scottish • Traditional

Gary Macdonald (Triumph)

Dan Clark (Ariel)

It requires considerable determination, an even greater level of skill and frequently more than an ounce of good fortune to win any trial. Still, these requirements always seem to need a massive increase when it comes to trying to win the Scottish Pre-65 Two-Day Trial in Kinlochleven, Scotland. For the past 39 years, it has preceded the main Scottish Six Days Trial, apart from the first event held during the main trial week. With machines getting ever more exotic and the riders’ abilities greater, claiming a win is now even more difficult as each year passes.

CLEAN

Winners have gone clean in the past, including in 1987, 1988, 1990, 1993, 1994, 1996, 2002, 2012 and 2018, and various methods have been in the regulations of the time and applied to sort out ties when they have occurred. This year was no different, with the ties being sorted in favour of the older rider after any other considerations had been taken into account.

That gave Dan Thorpe his second Scottish Pre-65 victory, leaving him four wins behind his father, Dave, who witnessed his son’s success. Thorpe was delighted with his victory but acknowledged that it had been hard work and a mentally draining affair. He said, “I knew that the final section at Cnoc-aLinnhe on Saturday would probably be the decider, but I also knew that Pollock Hill had been a nightmare for me last time”.

Thorpe did indeed clean both the sections and the other 58, but so did Macdonald, who congratulated Thorpe at the end.

“I would have liked to have won for the fourth time, and I know how difficult it is to be the winner. I have matched Dan section for section, and I’m happy for him to win”, said the local rider, who has only recently returned to the sport after taking on prominent mountain bike events.

While Thorpe and Macdonald were the stars of the trial, come the evening presentation, they certainly didn’t have it all their own way, having to fend off serious challenges from equally talented riders before the results were confirmed!

Best Over 350cc Ben Butterworth (Ariel)

FOUR CLEAN

Along with Thorpe and Macdonald, two other riders went clean through the opening day of 30 sections. Irish ace Stephen Murphy and South Yorkshire star Darren Wasley also had zero marks to their names when the provisional results of the day’s action were published.

Another four riders had only lost single dabs. Dan Clarke, Chris

Classic Trial Magazine • Summer 2023

Russel Rooksby (Ariel)

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Traditional • Pre-65 Scottish

Best Scottish Rider Calum Murphy (BSA)

Greenwood, James Harland and Russ Rooksby, and then, of course, there were loads of riders on single-figure scores — it was only when the results reached 43rd place that the scores ran into double figures, so there was great strength in depth.

Whilst the 37th running of the trial may have appeared to be easy for the vast majority of the 200-strong entry, it is anything but as, not only do the rocky sections have to be tackled, some straightforward, some difficult, the notorious crossing of the Blackwater peat bogs have to be faced on the opening day; the long, tortuous narrow paths tiring and testing on the plethora of big twins and big singles that were so prominent in this year’s event.

The top two men may well have been on smallercapacity machines, but a large number of 350 and 500 Triumph twins in the entry and an even more significant number of big singles, including Matchless, Ariel, Norton, Velocette and Royal Enfield — all with very capable riders, who on their

Best Up To 200cc Chris Greenwood (BSA)

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Best Foreign Rider Mark Harris (Ariel-IRL)

day can threaten a surprise win.

Previous winner Dan Clarke (Ariel) only lost a single mark for third place, Irish rider Mark Harris was the best foreign rider on his Ariel, Ben Butterworth was fourth overall on his Ariel, and a large percentage of the Special First and First Class awards went to riders on these types of machine.

bigger, stronger rider. Whatever the choice, both have benefits and disadvantages, and history records an almost even split with 17 wins for bigcapacity machines and 25 for smaller models, which includes 350 BSAs, there being more winners than events due to tied results in the early years of the trial.

YOUR CHOICE

DAY ONE FRIDAY

Much discussion takes place in the days, weeks and months leading up to the event as to what is the best machine to ride. Some say small machines are best, such as Triumph Cubs, Villiers engined constructions, BSA Bantams etc., whilst others argue the benefits of big singles and twins. To the spectator and, indeed, the riders, both have advantages and disadvantages. Smaller machines may move around more and perhaps bounce off obstructions, whilst big-capacity ones are more ‘planted’. Equally, smaller ones are easier to ride, bigger ones more of a handful and benefit from a

A simple section at Ciaran Burn opened the Friday’s action and was barely troublesome. Then came four subs at Loch Eilde Burn, with the third the tricky one, and whilst there were many dozens of cleans up the white granite rock slab — there were many ones, twos, threes and even a few fives so early in the day.

A long ride out into the hills taking in Lower Mamore and a further 11 sections in five different groups, brought riders back to the famous Pipeline, without which any trial in Kinlochleven wouldn’t be the same!

Darren Wasley (Triumph)

Summer 2023 • Classic Trial Magazine

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Traditional • Pre-65 Scottish

Best 251–350cc Jim Hough (Triumph)

Best 201–250cc Sean Radcliff (BSA)

For early riders, the steep hillside of just one long section, which began halfway up the hill some 30 yards before the notorious red rock step, being slippery and loose but bone dry, was challenging.

Southern Ireland youngster Scott Callaghan on a delightful rigid BSA Bantam was simply amazing very early on with a remarkable clean that generated an appreciative round of applause from the packed hillside and, though many later cleans followed, Callaghan’s was as sweet as they come.

A little later, Dan Clarke pioneered a new line at the left of the step as he enjoyed a clean ride, immediately followed by brothers Jack and Ben Butterworth. From that point, it was the defined way for those to record a clean.

The Pipeline section has been notorious for hold-ups, with dozens of riders often waiting at the bottom for the previous riders to reach the ends cards or drag themselves out of the section after a failure. In 2022, after two years of no trials due to the pandemic, the organising Edinburgh Club decided on a new approach of all riders going the same way for a single lap instead of the figure-ofeight version used for many previous events. To prevent a Pipeline hold-up, the single section started from the right halfway up the hill, and though there was an inevitable delay for some riders, it was never as bad as it had been previously.

Rob Bowyer (Triumph)

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Back down at the bottom of Pipeline, built to transfer water from the reservoir to the now defunct aluminium works, gave the riders a chance to refuel machines and bodies before tackling eight further sections to the southern side of Loch Leven that included Cnoc a Linnhe, which always has a tough sub as the last one. Even Camas Na Muic had a sting in the tail to finish off the six-hour ride.

Sixteen riders failed to finish the day for various reasons. Notably, ACU Trials Committee Vice Chairman Anthony Rew from Devon had a damaged rear wheel. Westmorland clubman Phil Parkinson, with an inoperative clutch, was just three sections from the finish.

DAY TWO SATURDAY

Just as Friday had been dry and mild, so too was Saturday, which made it ideal weather conditions for the riders.

With a 09.00am start again, there was no chance for a lie-in for the early starters. Numbers 101-200 were followed by the 1-100 group, which, in theory, made it even for all competitors as the sections changed through the day.

The morning’s second group at Lower Mamore, on the north side of the road above Friday’s offering, was in a benevolent mood once the early riders had

James Noble (Ariel)

Summer 2023 • Classic Trial Magazine

Pre-65 Scottish • Traditional

Chris Garlick (BSA)

Stephen Murphy (James)

cleaned off the slime. Then it was up to the Mamore Road for six groups of sections before the riders who started on Saturday were faced with the tortuous descent off the top of Callart, back down to the roadside above Loch Leven for a further five groups.

The four leaders on clean sheets faced 30 subs along with everybody else, and although to the top riders, every section should have been relatively easy, two of the four began to lose marks.

Perhaps surprisingly, both Darren Wasley and Stephen Murphy gave away dabs on the third sub of Mam Na Gualainn, a section that saw dozens of cleans from riders of lesser abilities.

Of the two riders who eventually went clean over the two days, it was Dan Thorpe who took the top award due to being slightly older than Gary Macdonald, who had said that he knew it would be the top section at Cnoc a Linnhe that concerned him, which he of course mastered just as he had on Friday although the two sections were different.

Dan Clarke, the winner in 2016, had lost a single mark on Friday but went clean on Saturday to secure third place.

Ben Butterworth, always a challenger in any trial in which he bounces his Ariel through, was always in contention, but two dabs, good enough in just about any other trial for a win, was only good enough for fourth in Scotland.

Two riders always in the reckoning in this event are Russ Rooksby, a previous best performer in the Classic Manx Two Day and Irish rider Mark Harris. They both finished with a loss of three, which, though brilliant rides after 60 sections, must be a bit dispiriting when it appears nothing less than a clean sheet and being over 40 seems to be the requirement to be successful!

There were fewer retirements this year, maybe because of the benevolent weather, with 178 of the 200 starters finishing intact.

Unfortunately not for Phil Parkinson, who, after sorting his clutch problems from Friday, took a tumble into a roadside ditch on Saturday morning, resulting in a broken wrist and collarbone and some lacerations, with no apparent reason as to how it happened.

Classic Trial Magazine • Summer 2023

Best Woman Competitor Donna Fox (BSA)

Best Rider Over-60 Robin Luscombe (BSA)

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Traditional • Pre-65 Scottish

Best Rigid Up to 250cc Scott Callaghan (BSA)

Best Newcomer Gordon Clark (Ariel)

A CLASSIC TRIAL

First held midweek in 1984 to take spectator pressure off the Achlain sections in the main trial, the Pre-65 Scottish is now a classic trial in its own right. Kinlochleven welcomes the trial; getting a ride is still never guaranteed, and the support for the event is as great as ever. The officials list takes up a full page in the programme, so all credit to them for ensuring this amazing trial continues.

Inevitably, some riders shine and attract attention, whilst others merit less comment. A shining star on arguably the least competitive machine was Southern Ireland’s Scott Callaghan, who won the Best Rigid up to 250cc on his BSA in addition to his excellent clean on Pipeline already mentioned; he battled the little machine around this tough trial, losing only 14 marks.

Another real star was the incomparable Donna Fox. The best of two ladies in the trial, Donna, a regular minder to the FIM TrialGP World Ladies Champion Emma Bristow, was a fantastic 20th on the loss of only nine marks. Her compatriot Janice Proctor, whose Eric Kitchen photo of her featured on the front cover of this year’s programme, found the trial quite simply a tough challenge, saying that her partner, Andy Hipwell, had entered her but decided not to ride himself, preferring to observe instead. Janice battled through but declined to say if she would tackle another Pre-65 Two Day in the future.

Three-time FIM World Trials Champion Yrjo Vesterinen (FIN) continued to show well and was one of six riders on 14 marks lost, whilst his regular trialling pal Robin Luscombe won the Best Over 60 trophy with their great friend, seven-time TT winner Mick Grant proving to be the oldest finisher yet again.

After raising the rider entry from 180 to 200 after the pandemic, the trial’s popularity shows no sign of wavering, with the event again being massively over-subscribed.

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Best Original Machine Sam Clarke (Triumph)

Best Matchless AJS Philip Wiffen (Matchless)

Summer 2023 • Classic Trial Magazine

Pre-65 Scottish • Traditional

Tristan Robinson (Butler)

Andrew King (Greeves)

PRE-65

In an effort to maintain some integrity of the event, riders do have to send clear photographs of their machines with their entry. Then, as is bound to happen, there is the continued discussion as to what is a true ‘Pre-65’ motorcycle. The fact is that nothing currently being ridden is genuinely Pre65. A few motorcycles have had only minor modifications. Still, they are in the minority as they are uncompetitive, but others are brand new, recently built, superb pieces of modern engineering. If the long-term intention is to try and insist on as near-as-is-possible ‘genuine’ Pre-65 criteria, then the trial cannot survive; there would not be sufficient entries, which means that, like it or not, the club have to accept modern replicas that echo to a great degree genuine machines of the Pre-65 era.

Classic road racing has faced the same problem — hence the manufacture of brand-new Manx Nortons, 350cc AJS and Matchless G50 motorcycles being accepted that benefit from new materials, metals, oils etc. It’s no different in trials, so as long as this is acceptable to those organising such events, the future is great whether the die-hards like it or not.

There can be no doubt that although the antiquated results service needs an upgrade if only to make it more readily available to everybody, this year’s trial was well attended, well supported and superbly organised, which bodes well for the future — and that can only be good news.

2023 PRE-65 SCOTTISH

SPECIAL FIRST CLASS AWARDS: 1: Dan Thorpe (Triumph) 0; 2: Gary Macdonald (Triumph) 0; 3: Dan Clark (Ariel) 1; 4: Ben Butterworth (Ariel) 2; 5: Russel Rooksby (Ariel) 3; 6: Mark Harris (Ariel) 3; 7: Calum Murphy (BSA) 4; 8: Chris Greenwood (BSA) 4; 9: Darren Wasley (Triumph) 5; 10: Sean Radcliff (BSA) 5; 11: Jim Hough (Triumph) 5; 12: Rob Bowyer (Triumph) 6; 13: James Noble (Ariel) 6; 14: Chris Garlick (BSA) 7; 15: Stephen Murphy (James) 7; 16: Robin Luscombe (BSA) 8; 17: Peter Ashmore (James) 8; 18: James Harland (Triumph) 9; 19: Mark Sunter (Ariel) 9; 20: Donna Fox (BSA) 9; 21: Gordon Clarke (Ariel) 10; 22: Martyn Stanistreet (Banvil) 11; 23: Neil Dawson (BSA) 11.

FIRST CLASS AWARDS: 24: Chris Barnett (Greeves) 11; 25: Alan Crayk (Cotton) 13; 26: Stephen Douglas (Triumph) 13; 27: Jacob Royce (BSA) 13; 28: Nick Shield (Ariel) 14; 29: Scott Callaghan (BSA) 14; 30: Sam Clarke (Triumph) 14; 31: Yrjo Vesterinen (BSA-FIN) 14; 32: Davy Morewood (Triumph) 14; 33: Allan Adamson (Trifield) 14; 34: Lewis Byron (Francis Barnett) 15; 35: Mike Watson (Triumph) 16; 36: Paul Dennis (Triumph) 16; 37: Jack Butterworth (Triumph) 17; 38: Liam Robinson (Greeves) 17; 39: Murray Whittaker (Triumph) 18; 40: George Emmott (Triumph) 18; 41: Grant Smith (BSA) 19; 42: Jonathan Hughes (Ariel) 20; 43: Robbie Allen (Greeves) 22.

Classic Trial Magazine • Summer 2023

Oldest Finisher Mick Grant (BSA)

AWARDS BEST PERFORMANCE: Dan Thorpe (Triumph) 0 2ND BEST PERFORMANCE: Gary Macdonald (Triumph) 0 3RD BEST PERFORMANCE: Dan Clark (Ariel) 1 BEST PERFORMANCE: 1st Day: Darren Wasley (Triumph) 0 BEST PERFORMANCE: 2nd Day: Dan Clark (Ariel) 0 BEST FOREIGN RIDER: Mark Harris (Ariel-IRL) 3 BEST NEWCOMER: Gordon Clark (Ariel) 10 BEST SCOTTISH RIDER: Calum Murphy (BSA) 4 BEST RIDER OVER 60 YEARS OLD: Robin Luscombe (BSA) 8 BEST RIDER ON A RIGID UP TO 250CC: Scott Callaghan (BSA) 14 BEST WOMAN COMPETITOR: Donna Fox (BSA) 9 BEST OVER 350CC: Ben Butterworth (Ariel) 2 BEST 251–350CC: Jim Hough (Triumph) 5 BEST 201–250CC: Sean Radcliff (BSA) 5 BEST UP TO 200CC: Chris Greenwood (BSA) 4 BEST ORIGINAL MACHINE: Sam Clarke (Triumph) 14 BEST MATCHLESS/AJS: Philip Wiffen (Matchless) 26 THE OLDEST FINISHER: Mick Grant (BSA) 64

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1983 SCOTTISH SIX DAYS TRIAL WINNER

TONI GORGOT (MONTESA-ESP) Picture Credit: Eric ‘EK’ Kitchen

1980 SSDT WINNER

YRJO VESTERINEN (MONTESA-FIN) Picture Credit: Iain Lawrie

2023 PRE-65 ‘SCOTTISH’ – STILL RIDING

YRJO VESTERINEN (BSA-FIN) Picture Credit: Trials Media

1983 SCOTTISH SIX DAYS TRIAL

EDDY LEJEUNE (HONDA-BEL) Picture Credit: Eric ‘EK’ Kitchen

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FANTIC HEAVEN AG BIKES

As the twin-shock trials scene continues to gather a huge following, many riders have started to move out of the ageing Pre-65 scene. The development of these machines has been virtually exhausted, and people have started to look for new engineering challenges, and machine builds in other areas of the sport. The big three Spanish brands of Bultaco, Montesa and Ossa remain very popular along with the four-stroke Hondas and two-stroke Yamahas in the twin-shock world, but many Europeanmanufactured machines now join them. One area where we have seen a growth in the build of modified models is with the Italian Fantic brand. The riders have found a new area to develop their ideas with the more modern twin-shocks from the late ’70s and early ’80s, using a mixture of the twin-shock and the air-cooled mono-shock parts. The wide variety of the machines in the model range from Fantic during its twin-shock years of the early ’80s is the base point for many of these modified machines. NorthYorkshire-based Andrew Brown, in Low Row near Reeth, has started to import some after-market parts to feed the need for this growing market, and so we decided it was time to find out more about his own Fantic machines and his growing Fantic twin-shock business.

Words: John Hulme, Andrew and Charlotte Brown Pictures: Yoomee

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Andrew Brown’s ‘Hybrid’ Fantic.

Summer 2023 • Classic Trial Magazine

AG Bikes • Visit

It is a busy Fantic workshop.

A

fter a wet drive to Low Row, North Yorkshire, in early April, I met with Andrew and his super-enthusiastic daughter, Charlotte, who works in the shop.

Over a good cup of Yorkshire tea, it was time to talk Fantic and discover more about what he had been up to.

Andrew back in the day on a Bultaco.

Classic Trial Magazine • Summer 2023

TWIN-SHOCKS

Growing up during the twin-shock years, Andrew was a Bultaco man through and through despite the fact that his favourite rider, Malcolm Rathmell, was on a Montesa. He loved the sport and had owned many machines and, in more recent times, became very much

associated with the Shercos.

He has also become much more involved with the twin-shock scene, enjoying and riding in the many popular events in a busy calendar, including the Costa Brava Two-Day in Spain.

As we are all well aware, the social side of the twin-shock scene is also a much-loved aspect

Was it back in 2014 when he was thinking Fantic?

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Visit • AG Bikes

Modifications to the footrest area make for a better riding position.

This engine has been totally rebuilt, with a balanced crank shaft to make the power delivery even smoother.

Another well-modified Fantic 300.

of the classic trials and is enjoyed by everyone, young and old.

After riding and competing on one of his many Bultacos, Andrew decided to start looking at the options of other machines, which started the move to the Italian Fantics. Back in the day, a couple of 240 Fantics were ridden

by Andrew, along with a brief encounter with a 300 model before twin-shocks were made redundant overnight by the arrival of the single-shock trials models. Initially, he decided to go down the Bultaco route and having done as much as possible to make one more competitive, a second-hand Fantic 240 came into his dealership. A brief ride on it confirmed that this would be his next project build.

Having watched the Fantics in action and spoken to other people who owned the Italian machines, he became aware of the many modifications that could be made to make them more competitive in the modern era in classic trials. Soon the workshop would become a sea of red, and the Fantic brand would become a more significant part of Andrew Brown’s life.

Grib parts around the rear wheel assembly.

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FANTIC HEAVEN

That is how I would describe the workshop — Fantic Heaven. But first, Andrew showed me the various models he has acquired over the past few years.

It starts from the early 200 right through to the last section models; he also introduced me to his favourite build and the one he has been riding. This is a 305-model engine from a mono-shock model installed in the 300-model twin-shock frame. We will first look at the steel tubular frame, which has been modified to give a much more open riding position. As with many older machines, the footrest position is too high, and the location point on the frame puts the rider too far forward in a hunched position when standing. On this Fantic, the footrests are moved further back and slightly lowered to give a much more comfortable stance, giving the rider more freedom when riding. In addition, you can move the handlebars further forward or back, and you can get them at different heights. With the footrest modifications, Andrew assures me the

This forward-facing brake actuating arm makes for stronger stopping power.

A Keihn PWK carburettor is fitted and jetted to suit the modified porting.

riding position is very rider friendly.

Whilst the frame was modified, he also removed the rear frame loop and all the surplus brackets, which tidied everything up. The steering head angle was changed, but this was done through the front fork yokes and not by repositioning the headstock itself. A standard swing arm is retained, but moves are underway to accommodate an aluminium after-market one. He is currently playing with different rear shock absorbers before deciding which he likes the best.

Modern wheel rims, tubeless at the rear and tubed at the front, are used laced to billet machine hubs with the correct hole count to suit.

Modern wheel rims are used, laced to billet machine hubs with the correct hole count to suit.

Summer 2023 • Classic Trial Magazine

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Summer 2023 • Classic Trial Magazine

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AIR-COOLED MONO

In this build, the 305 air-cooled engine is used, but the original engine is also very good if you want to go down that route. Andrew likes a nice torquey engine with good pulling power and is very happy with how this performs.

The latest electronic ignition is used to look after the electrics and has proved very reliable.

An after-market Keihn PWK carburettor is fitted and jetted to suit the modified porting and is attached to the reed-valve induction block by a short rubber connector.

This engine has been fully rebuilt with new bearings, seals, a con-rod and a balanced crankshaft to make the power delivery even smoother.

The choice of front pipe and silencer is a titanium one at the moment, but Andrew is also looking at other options to smooth out further and increase the power; the final rear silencer is re-packable aluminium.

Delay Parts in Spain supply the aluminium kick-start, gear change levers, and aluminium front and rear wheel spindles.

Looking further afield around the Fantic, you will find a selection of superb, quality components supplied by Grib Parts, also located in Spain. These include the front and rear brake back plates, rear wheel chain adjusters, rear brake pedal and the sturdy but lightweight front fork mudguard brace, all manufactured to a very high standard.

The superb lightweight carbon fibre fuel tank and aluminium side panels give the machine a true’ works’ look, making the whole appearance aesthetically pleasing and professional.

At the 2018 Leven Valley Two-Day on the 240 model.

Note the aluminium swing-arm on this 200 model rebuild.

Classic Trial Magazine • Summer 2023

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Visit • AG Bikes

The frame modifications have gone a long way to make it easier to ride.

HOW GOOD

I had a brief ride on Andrew’s Fantic and was very impressed with how smooth and powerful this machine is. With the improved riding position, it also felt physically much smaller than the standard 300 model. So here I will hand you over to Andrew to tell you more about the machine’s overall handling and performance.

Andrew: “If I am totally honest, I was never a real Fantic fan back in the day; I was always a Bultaco man. This build is very much born out of my new passion for Fantics and the fact that you can now, through the many after-market parts suppliers, have the ability to build a Fantic to suit both your riding needs and your pocket.

“Parts availability is something that many people overlook when purchasing a project twin-shock trials machine. They think they have a bargain, but once they start to source genuine and after-market parts, they realise they are not readily available.

“This build has absorbed quite a lot of time and expense, but I love my trials and thought, ‘Why not?’ Along with the build’s progress, I have also acquired so much knowledge of the Italian machines, as I now have around 20 in my collection.

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“I am unsure what the biggest asset of this hybrid machine build is, as the engine performance and handling far exceed what I expected. The engine from the 305 model is so forgiving, allowing the rider to really use its superb torque. It is very much a second-

gear machine, and it excels when the engine is pulling hard, giving every ounce of smooth torque out of the two-stroke air-cooled engine.

Another strong attribute is the clutch, which is needed more and more in the modern world of twin-shock trials.”

Andrew’s Fantic collection is growing!

Summer 2023 • Classic Trial Magazine

AG Bikes • Visit

EASY TO RIDE

“The frame modifications have gone a long way to making it easier to ride. Twin-shocks are usually quite demanding to ride, but I wanted something easier and less physical. Anyone will tell you that the original 300 model Fantic was very physical to ride and usually had control of the rider; hence I did not keep mine long back in the day!

“Access to so many quality after-market parts also makes the machine more reliable. It rides very well, and, as I demonstrated to John in one of my many practice sections, it does not boss you, such as in the river where we took the pictures. The smooth power and excellent handling allow you to pick your line and slow right down if you get into a difficult situation.

“Using a modern carburettor allows for easy adjustments, and, once again, riders can tune a machine to suit their individual riding styles.

The addition of the Grib brake components makes the stopping power so much better in an area that definitely needed improvement.

I must say that the access to the many quality parts now available off the shelf for these older machines makes the maintenance side so much easier. Modern machines will always be easier to ride, but the pure pleasure from building this twin-shock to my own requirements has been very fulfilling.”

With the footrest moved further back and slightly lowered a much more comfortable stance is achieved.

WHO IS ANDREW BROWN (OR AG TO HIS FRIENDS)?

Keeping up the family tradition: Andrew is a builder by trade, just as his father and the generations of Browns in Swaledale were before him. He joined the family firm as an apprentice upon leaving school. He attended college before qualifying and becoming more involved with the family business, helping to make it the success it is today.

Watching from an early age, he soon had a passion for motorcycle trials. At age 10, his first machine was a broken BSA, which he soon had up and running, so the passion for working and riding on motorcycles began. Soon he would be out with his father, Edward, in the Swaledale area, where he first watched the Scott Trial. Once he was 17 years old, he could ride in the Scott Trial himself and did so for many years before taking on a marshalling role. The Scottish Six Days Trial soon came on the radar, and he has ridden most years since his early 20s. If he has not been riding, he has usually been up watching, one year joining the late Norman Pickles and team for a couple of days of observing.

Andrew started going to Richmond Motor Club meetings with some of the older local lads and has long been involved with the club, including a spell as Sports Secretary in the mid to late 80s. His wife, Ros, also became involved with the Scott, helping out in the results room and taking on the role of Treasurer for many years.

Andrew was one of the founders of the Reeth Two-Day Trial, now three days, which was Classic Trial Magazine • Summer 2023

Smooth power gives you more confidence.

Andrew and his super-enthusiastic daughter Charlotte, who works in the shop.

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Part of Andrew Brown’s classic collection.

dreamt up over a few drinks in the Alexandra Hotel in Fort William at one SSDT with a few other RMC members.

He is still involved with the Scott Trial and enjoys competing in trials, and he makes his pilgrimage in May each year with the family to watch the SSDT.

AG BIKES

An underlying desire for many years to run a specialist motorcycle trials shop came to life over ten years, and, using his existing premises, AG Bikes was born.

AG Bikes, like GE Brown and Son, the building side of the business, is a family affair based at The Old Mill just outside of Low Row, which is home to Andrew and his family.

Andrew can be found running the workshop and parts areas of the business, supported by his eldest daughter Charlotte, with her sister Amelia looking after the customers with a good cup of tea or coffee; general office duties lie with Andrew’s wife, Ros. Despite a love for Bultacos, which he used to ride in the many twin-shock trials, the focus has now firmly moved to the Italian Fantics. He still holds the franchise for Sherco in the modern trials world, and the trials shop is there to service riders of all ages, abilities and machines with a huge inventory of parts and riding kit.

The shop is very well stocked for the many parts needed for your Fantic project or rebuild and is supported by a well-executed delivery service. As Andrew continues on this new Fantic adventure, remember that he is a mine of information on the Italian machines and is always ready to help.

The website, found in the advert in this magazine, can open the door to a wide selection of parts — or why not pay them a visit? I can strongly recommend the Yorkshire tea.

62

AG Bikes import the range of Grib parts from Spain.

A well-stocked shop caters for all the classic or modern rider’s needs.

Summer 2023 • Classic Trial Magazine

Machine • Yamaha 1983

MOVING TO MONOSHOCK YAMAHA TY 250

With so many trials memories from a lifetime of enjoying this two-wheeled motorcycle sport, the TY name from the Yamaha models has constantly come into my life. In the latest edition of our sister publication, Trial Magazine, issue 97, I wrote a feature celebrating the arrival of the production Yamaha TY250Z in 1993 — 30 years ago. As you know, I thoroughly enjoy researching and writing about machines, and this one was no different, stimulating memories of the TY Yamaha trials models. It also reminded me of the good friends who I associate with the Japanese trials machines. Firstly in 1973, with Mick Andrews and the twin-shock TY range; secondly, in 1983, with John E Shirt and the monoshock TY range; thirdly, with Peter Stewart and the TYZ model in 1993. Another name I have always associated with Yamaha trials models, and who remains a good friend, is Haruo Kimura from Japan; he rode the pre-production TY250Z in the 1992 Scottish Six Days Trial. On my many trips to Japan for the FIM Trial World Championship rounds, we always have a catch-up about Yamaha in trials. It is still hard to believe that 40 years ago this year, we celebrated the arrival of the ground-breaking and sport-changing Yamaha mono-shock 250 model. Ten years ago, I generated an article on this same model and now time to bring the Classic Trial Magazine readers up to speed on the arrival of this machine that would set a standard for all other motorcycle trials manufacturers.

Words: John Hulme • Pictures: Shirt Family Collection, Norman Eyre, The Nick Nicholls Collection at Mortons Archive, Don Morley, Toon Van De Vliet, Yoomee Archive, Yamaha Japan

The ‘Majesty Man’ John E Shirt.

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Summer 2023 • Classic Trial Magazine

Yamaha 1983 • Machine

Mick Andrews on the prototype Cantilever Yamaha in early 1977. It was rumoured that the engine size was 400cc.

John E Shirt’s first vision of the proposed Yamaha Mono-Shock.

I

n the last edition of Classic Trial Magazine, you will see a feature on the single-shock Cantilever Yamaha, from its early days of development, its introduction in early 1974 (until the project was parked in the middle of 1975), and the development rider Mick Andrews moving back to the conventional twin-shock rear suspension setup. A new square-section tubing single-shock machine would reappear briefly in 1977, again ridden

by Andrews; it was fitted with various prototype engines of different capacities before disappearing later that same year.

Take note of the huge cylinder head and barrel on the prototype Cantilever Yamaha in early 1977.

Finer details were disclosed to John, including this front wheel hub picture.

1983 Japan: Such was the respect shown to Nigel Birkett that when he was talking everyone listened.

MAJESTY CONNECTION

John E Shirt first became involved with Yamaha trials machines when he purchased his original red-and-white fuel tank model TY 250cc in late 1976. Trading his ageing Ossa to make the purchase, he used his engineering and fabrication skills to make what was a good machine better, which led to the Majesty.

In 1978, Mick Andrews and John Shirt started work on the Majesty project in earnest, building production models using the TY twin-shock machines as the base point, including the 250cc Classic Trial Magazine • Summer 2023

65

Machine • Yamaha 1983

1983 Japan: This was the favoured machine that Nigel tested.

1983 Japan: Nigel Birkett could not believe how light and agile the machine was.

1983 Japan: Testing was intense with four different machines featuring different geometry and engine sizes. One of the machines also had a five-speed gearbox.

engine, which would see the cylinder capacity increased to 320cc with many modifications made to the production frame. As a result, Majesty’s machines soon became available with a model range that included modified Yamaha TY engines with engine sizes ranging from 125cc, 200cc, 250cc and 320cc slotted into converted Majesty frames, which then went into production.

Yamaha in Japan had been watching his progress closely and eventually sanctioned the Majesty project and hired John in late 1979 on a two-year contract, which was then extended by one more year. From then on, he would start to feedback his technical information findings while he competed in events with the Majesty.

The high point of the Majesty years was when Mick Andrews won the FIM World Trials Championship round in Great Britain held near Devon in 1980; Yamaha was over the moon, literally. Such was their interest in the win from Andrews, the trials world and John Shirt’s enthusiasm that they revisited their original cantilever project from back in the mid-70s, and a man, by the name of Bob Trigg, was employed to carry out a feasibility study on the possibility of a new single rear shock trials machine.

Encouraged by Robert Jackson at Mitsui, the Yamaha UK importers, John Shirt would feed back information to the Japanese, and his ideas would be built into the mono-shock model. He worked with them on the overall dimensions of the new machine and its geometry, which he had confirmed would work based on his experiences with the Majesty.

It was the same with the engine; John always suggested new solutions to problems, and they always listened, had a meeting and then made a team decision.

TIME FOR CHANGE

1983 Japan: The rear suspension was in a league of its own.

66

John had continued playing around with different engine capacities in his successful Majesty range of machines, ranging from 100cc to 350cc. He became aware of some change in direction when Yamaha in Japan suggested he alter the colour scheme from the instantly recognisable yellow of the Majesty to the red-and-white of Yamaha, a red frame and white fuel tank with the Yamaha branded ‘Speed Block’ in red. John had learnt in the very early days of his association with Yamaha, particularly the Japanese, that it was always best to suggest an idea rather than tell them something was not right, as they found this disrespectful.

However, they showed him much respect for his way of Summer 2023 • Classic Trial Magazine

Yamaha 1983 • Machine

Moving away from a twin rear shock absorber to a single one looked so strange!

1983 Japan: Team Yamaha test team.

talking to them, always listening to his suggestions.

Soon the mono-shock idea would turn into reality, and the feasibility study that Bob Trigg carried out helped the mono-shock Yamaha project come to life. The Yamaha mono-shock story started in April 1982 when news appeared in the press that the Japanese motorcycle manufacturer would launch a new production trials machine rumoured to have a 330cc engine during the summer. A letter to John would soon follow from Yamaha confirming that a new machine was imminent but with no further details. Now they would require a good quality rider with a wide range of development experience to get the required feedback on the proposed new machine. Nigel Birkett would be terminating his riding contract with the Italian brand, Fantic at the end of 1982 and John called him to explain that if he wanted a machine to ride he could loan him a Majesty. In January 1983, Nigel Birkett agreed to ride the Majesty for ‘Shirty’, but there was more to this agreement than met the eye. Birkett’s first appearance on the Yamahapowered Majesty would be at the Lakes Two-Day Trial on a machine he borrowed from successful Schoolboy rider Kevin Bleasdale, a Majesty 250cc’ S’ model.

Using just a single rear shock absorber allowed for a much smaller and compact design.

NO COMMENT

Talking to the press in late January 1983, Minoru Tanaka, who was in charge of the Amsterdam-based Yamaha European Competition Department, explained that Yamaha was always testing in Japan but that it was difficult to say if a new production trials machine would appear. Without giving anything away, he said that no decision had been taken on this subject, but it was possible that a prototype machine did exist.

John Shirt also remained tight-lipped at the time, once again suggesting it was time a new machine was brought out, and would not comment on the possibility of a new single-shock Yamaha trials model.

Sworn to technical secrecy and hidden away from prying eyes, Nigel Birkett was flown out to Japan in February for seven days, on a consultancy basis, to evaluate the new prototype machine. Four different versions of the prototype trials machine were available to test. They all featured six-speed gearboxes and single-cylinder air-cooled engines, but each had a different engine setup. All the machines featured a single-shock rear suspension idea that worked via a linkage system, which was very well hidden out of harm’s way. He would not disclose the engine size but commented that it felt bigger than a 250cc. He also added that even though the overall machine felt very light in weight, it did not feature expensive exotic materials, and the frame and swinging arm were fabricated in steel tubing. At the time, he hinted that they said the new machine could possibly be ready for the Scottish Six Days Trial in May. Birkett had hoped to secure a contract to ride the machine in 1983, but nothing was forthcoming and, despite offers from other UK importers, he decided to stay on the Yamaha Majesty as he was very happy with the support from the John Shirt team.

SOME MACHINE

On Birkett’s return from the testing, European Yamaha boss Tanaka released a colour picture of the new machine in late March, and it was incredible, to say the least. At the time, there was no volume production trials machine with such an advanced specification as the new TY 250. French trials manufacturer JCM was playing with the Classic Trial Magazine • Summer 2023

Yamaha had also focussed on the engine by providing an easy-to-ride machine with smooth, usable power.

single rear shock idea, but none of the other trials motorcycle manufacturers displayed the mono-shock rear suspension system.

On the Yamaha, this featured a single de-carbon type shock absorber positioned at the rear of the engine with six positions of spring pre-load adjustment which gave 160mm of travel; the front suspension gave 180mm of travel from conventional forks. The engine featured reed-valve induction and heavyweight flywheels from the motocross YZ 490 machine, along with a new electronic ignition system designed to operate effectively at engine speeds as low as 200rpm. The bore and stroke was 68mm x 68mm with a claimed 16bhp at 5,000rpm.

All trials machines featured conventional spokes in the wheels, straight ones laced to the hub and wheel, but not the new TY. This featured the new ‘Z’ shaped rim-to-rim spokes fitted to reduce the need for frequent adjustment and 67

Machine • Yamaha 1983

Steve ‘Sam’ Brownlee puts the new mono-shock to the test.

eliminate any chance of hub distortion by over-tightening. The front hub also featured an inboard actuating lever with the cable passing into the hub through the back plate. It weighed in at an amazing 81kg!

Three prototype machines were promised to John Shirt for him to test and give his feedback to Yamaha before they were put into production.

Birkett would ride the ‘Scottish’ on the Majesty 250cc’ S’, but John also agreed on terms with new Schoolboy A Class rider Tony Scarlett, who was showing superb talent and would ride the Majesty until the new machines were made available.

CAN YOU COME TO AMSTERDAM?

Using their superb marketing skills, Yamaha played down the arrival of the imminent mono-shock model to the point that when John Shirt got the phone call from Minoru Tanaka in early July to come over to Yamaha Amsterdam, the European headquarters, he was quite surprised.

Three new production prototypes, along with a small number of spare parts, were ready for him to go and collect. So after some quick travel arrangements, he travelled in his Volkswagen Transporter to the Kent ferry port of Sheerness with Nigel Birkett and Trials and Motocross News

editor Bill Lawless; Bill would be privileged to take the exclusive first pictures for the weekly publication.

First impressions always mean so much, and under the eyes of Tanaka, both Birkett and Shirty started the Yamahas up, and they were not disappointed after they both had a ‘quick spin’ on the machines. They not only looked the business with all the technical innovation, but they also rode as good as they looked.

John had a meeting with Dutch Customs officials and Yamaha personnel to make sure that the machines and parts that had come in from Japan had all the necessary paperwork to return with them to England.

After loading the three Yamahas into the van ready for the trip back, they had to take Nigel Birkett to Amsterdam airport as he was taking a flight to the French four-day trial to ride the Majesty.

Catching the night ferry gave John and Bill a little time for some muchneeded sleep before they arrived back at Sheerness. They proceeded into the Customs area, taking the green route as they had nothing to declare. Their documentation was all in order, confirming that the three machines and parts were not imports but machines on loan for research and development.

Steve ‘Sam’ Brownlee had started work at 16-years-old as John Shirt’s apprentice, his Yamaha knowledge was second to none. Sadly he passed away suddenly in 2020.

One man’s workshop: John E Shirt was a very hands-on practical and knowledgeable engineer.

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Summer 2023 • Classic Trial Magazine

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Machine • Yamaha 1983 In late 1983 the production Yamaha TY 250 L Mono-Shock arrived.

To John’s surprise, the Customs officials insisted on a thorough search of the van and all its contents, which eventually turned into a five-hour ordeal. After much checking and talking, the Customs officials decided that the Dutch documentation was not valid and import duty would have to be paid on the three machines. The reason they had been stopped was because they had driven through the green route and were accused of avoiding paying the duty. To avoid prosecution and having the van and the three machines impounded, John had no choice but to make a voluntary payment of £900, and they wanted cash, so it was off to a local bank.

Back home at his base at Buxton, Derbyshire, John made further enquiries only to be told that he had actually made the payment twice, a mistake on the Customs official’s part, and the extra payment was non-refundable!

John E Shirt’s base at Stable Lane, Buxton, in Derbyshire was readied for the arrival of the new production machines.

The showroom at Stable Lane in November 1983.

70

PROTOTYPE PROBLEMS

All three machines were assembled and checked, as John knew that Yamaha was already preparing for an initial production run of 200 machines expected in late September.

Not far from the Shirt workshop at Stable Lane in Buxton is the hazard known as ‘Cheeks Hill’ on the side of the Buxton-to-Leek road.

This high-altitude, exposed location is where the initial test in the UK would take place.

John soon identified that the machines would load up very quickly and not ‘rev out’ with clean carburetion. He had a Yamaha engineer with him from Japan to assist with the shakedown process, and he could not understand the problem. The engineer was staying at the Buckingham Hotel in Buxton and spent hours on the phone to Yamaha back in Japan, trying to find a solution to the problem. As Yamaha agreed to fly some new parts out, John identified the problem immediately; the cylinder port configuration was wrong, and he changed it in his workshop but kept the ‘secret’ to himself.

With the new Yamaha parts fitted and the ‘Shirty’ modifications known only to himself, the Japanese engineer was convinced the new parts he had flown in had solved the problem.

Testing continued at various Derbyshire Mono-Shock mayhem, John’s workshop where he built so many of the Majesty machines before the arrival of the single rear shock Yamaha.

Majesty production continued until John had exhausted all his stock of the twin-shock machines.

Summer 2023 • Classic Trial Magazine

Yamaha 1983 • Machine venues with Nigel Birkett and Steve ‘Sam’ Brownlee, who worked for John and had been very much involved with the Majesty project. A few more design problems were found; remember, these were only prototype machines, and they had the occasional stress failure in the swinging arms due to the thin steel material used. As always, Yamaha was quick to react and supplied stronger ones.

COMPETITION TIME

Yamaha agreed that Nigel Birkett would give the machine its world debut at the UK Hillsborough National trial near Sheffield on 7th August 1983. However, John wanted to be sure that the machine was competition ready, and it was Sam Brownlee who rode the new Yamaha for the first time in a competition in a local Derwent Motorcycle Club event at Mick Andrews’ Holloway venue, which he duly won, giving the machine its first unofficial victory.

At the Hillsborough National, it certainly attracted much interest, with many spectators watching the event just to see the new machine in action, and it did not disappoint. The event went to plan, with Nigel Birkett looking like he could give the machine its first major win. But, holding a small advantage over the ACU British Champion Steve Saunders, he stopped in the final section of the day when the machine’s rear tyre spun on the slippery rocks, denying him the win.

WINNER AT A PRICE

With a hefty price tag of £1,849, including VAT and a delivery charge, it was the most expensive trials machine ever, but they soon sold out. The new Yamaha was an allround rider’s choice; it was not particularly bad at anything but good at everything — as simple as that.

Two hundred new models arrived in September as a very young Tony Scarlett gave the machine its first major win at the Manx Two-Day Trial, with Birkett a close second.

Birkett’s first win would be at the Travers National as the mono-shock continued to impress. With the machine now out in competition every weekend, some further problems were found, which Yamaha in Japan quickly addressed. The rear of the crankcase would break away, and the rear hubs started to break up as the new ‘Z’ spokes worked loose, but Yamaha supplied new stronger parts free of charge keeping the customers very happy.

1984 was an unbelievable success for the machine model named the ‘L’. It turned good Club riders into Centre standard riders and Centre riders into potential National winners.

Over the coming years, the machine would set the benchmark for trials machine development and make the twin-shock machines obsolete overnight.

John not only modified the mono-shock Yamahas, he also put his ideas to the test competing in local trials.

WORLD SUCCESS

Sales of the machine would far exceed expectations despite the high retail price, but, as John Shirt would point out, the fact that so much development time had been spent in addition to the tooling costs for the production of the machine, it could justify the price.

The air-cooled, two-stroke engine was pretty much bulletproof, providing excellent reliability and low running costs for the owner.

In 1985 three models would be made available, the TY250R and TY350R (Racing) and the TY250S (Street).

The machines were pretty much the same, but the ‘R’ model featured a small-capacity plastic fuel tank, a lower seat and the rear shock, which featured the remote reservoir that made the fantastic suspension even better.

The ‘S’ model had a large-capacity steel fuel tank, a larger Classic Trial Magazine • Summer 2023

February 1984 and John is still sporting his Crowtreeproduced Majesty riding kit. His aftermarket parts and clothing inventory was huge and did good business.

71

Machine • Yamaha 1983

In 1985 the R for Racing model arrived.

Seen here in 1986, Nigel Birkett won the Scott Trial in 1984 on the new 250cc Mono-Shock; he was a supported rider in the John Shirt Trials Team.

In 1984, Tanaka moved back to Japan, and at the end of the year, Shirt’s Yamaha contract ended. John had fulfilled his ambitions with Yamaha and retained close links with Yamaha in Amsterdam and Mitsui in the UK. Using the Yamaha mono-shock, he funded and ran his own John Shirt Trials Team, which consisted of Nigel Birkett, Tony Scarlett, Philip Alderson, Harold Crawford, Gerald Richardson and a very young John Richard Shirt. His reward from running the John Shirt Motorcycle Team was increased sales of the many aftermarket parts and new machines he was once again modifying and selling. As Mitsui became more involved in the trials world, John Shirt decided to look for pastures new. As the saying goes, as one door closes, another one opens, and he imported the first Gas Gas trials machine into the UK in June 1988.

Later in 1985 the fully homologated S for Street model arrived.

1983 YAMAHA TY 250

seat, and was fully homologated for road use and came with direction indicators, rearview mirrors and a host of other fittings to suit the urban user who also wanted to ride trials.

John E Shirt certainly enjoyed working with the Japanese team and received fantastic support from Minoru Tanaka, who was in charge of the Amsterdam-based Yamaha European Competition Department. However, his close links with Yamaha in Amsterdam certainly caused a few ripples at Mitsui, as the official UK importers and John came so close in late 1983 to becoming the sole distributor for Yamaha trials machines in the UK.

ENGINE: Single Cylinder – Air Cooled, Bore and Stroke: 68.0mm x 68.0mm; Displacement: 246cc; Lubrication: Pre-Mix; Ignition: Capacitor Discharge; Gearbox: Six-Speed; Clutch: Wet Multi-Disc Type.

CHASSIS: Frame and Swinging Arm: Lightweight tubular steel; Suspension: Front: Telescopic Forks; Rear: Rising Rate Mono-Cross; Brakes: Front and Rear Drum Type; Wheels: Front: 2.75 x 21”; Rear: 4.00 x 18”.

DIMENSIONS: Overall Length: 2,025mm; Overall Width: 805mm; Overall Height: 1,085mm; Wheelbase: 1,320mm; Ground Clearance: 325mm; Dry Weight: 84kg; Fuel Tank Capacity: 3.5 Litres.

SPECIFICATIONS

John Hulme: “This is my first Yamaha Mono-Shock, a John Shirt modified 250cc ‘S’ model. I purchased this new in April 1986 after returning from working in Bermuda, happy days!”

In 1985 Tony Scarlett finished sixth overall in the FIM World Trials Championship on the 350cc Yamaha Mono-Shock.

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Summer 2023 • Classic Trial Magazine

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Sidecar • Memories

SIDECAR

JUMPING JACK MATTHEWS On my usual diet of off-road motorcycles in my very junior days, I had noted the name Jack Matthews as a person my father often spoke to. Our local motorcycle club was the Manchester 17 MCC, and we would attend the usual club meetings held on a Tuesday at the Robin Hood public house on the outskirts of Stockport on High Lane. Jack was a regular attendee and friends with a very active club member Gordon Ruffley. In the late ’60s, on his move from a successful time scrambling to the three-wheeled world of sidecar trials, Jack asked Gordon to join him in the sidecar of his 500cc BSA Goldstar outfit. I often witnessed Gordon getting the wicked end of Jack’s comments because the sidecar passenger was always at fault when a five was incurred for a stop. Despite this, they remained good friends, even going on to open a motorcycle business together, as you will find out later. An idea inspired this article as I was looking through some Malcolm Carling pictures of Jack and his passenger Ray Armstrong, taken when they won the 1973 ACU British Sidecar Trials Championship on the CCM. In a championship where four-strokes had ruled from the very start, this was the last win for one before the lighter-weight two-stroke outfits would take over. As it is 50 years since this last four-stroke win and 30 years since Jack passed away on the morning of 8th February 1993, aged 56, I thought it would be a good moment time to have a closer look at ‘Jumping’ Jack Matthews.

Words: John Hulme Trials and Motocross News • Pictures: Malcolm Carling, Alan Vines, Yoomee Archive

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Summer 2023 • Classic Trial Magazine

Memories • Sidecar

1969: Total concentration from both Jack and Gordon Ruffley at the Sam Seston.

I

nitially, I had intended to highlight Jack’s sidecar-winning championship; however, my conversation with some experienced motorcycle enthusiasts led me to discover more about Jack, which expanded the scope of this feature.

NATIONAL SERVICE

Jack’s first motorcycle was a 197cc two-stroke Villiers-engined James, purchased for him with some support from his parents Vera and Harold and ridden in his first event, a Manchester 17 MCC trial at Buxton in Derbyshire.

Riding progress was quick, and I found when checking some old records it appears the name Jack Matthews was quickly associated with winning some very prominent scrambles meetings in what would become his home centres of the Cheshire and the North West.

He started riding in the early ’50s, and this success was achieved in a mixture of trials and scrambles on a four-stroke BSA Goldstar and on the two-stroke DOTs, something that the late Eric Adcock had confirmed before his passing.

For a brief period, Jack had worked with Eric at the DOT factory near Manchester, who supported him in various competitions. On his favourite four-stroke BSA, he had won four Cheshire Centre Hillclimb Championships; such was his broad spectrum of off-road riding in his early days.

On Jack’s death, regular TMX columnist, Ralph Venables, recalled his first sighting of him. During the compulsory National Service in the late ’50s, Army Dispatch riders had the official paperwork from their commanding officers to allow them to compete in longdistance trials. As the secretary of the Sunbeam Classic Trial Magazine • Summer 2023

Gordon Ruffley pants for breath at the 1970 British Experts Trial.

Motorcycle Club, Venables was involved in three key events for the army riders to compete in: the Sunbeam 200, the Hampshire 100 and the South-Downs Semi-Sporting Trial.

Jack was slim and trim then, and riding a War Department 350cc four-stroke Matchless, he beat all the local civilian riders; such were his abilities on an off-road motorcycle.

In 1957 he made his first venture to Europe, and over the following years, he would become a well-known name, taking some good hardearned cash from victories at lucrative events in Europe, such as the Poitiers International in France. However, despite the winning, he never stepped up to a full factory-backed manufacturer’s scrambles team, one of his biggest regrets in his off-road career.

In the early ’60s, Jack formed his own road haulage company, allowing him to compete

as and wherever he liked. During these early pioneering years and trips across the channel into Belgium and France, Jack had come across a certain Alan Clews, who would go on to form CCM motorcycles.

THREE WHEELS

Travelling to the European scrambles events had been good fun, but in the mid-sixties, Jack purchased his first three-wheeled motorcycle, a 500cc BSA Goldstar outfit. He rode it in local events with various passengers to find his feet and was soon mixing a few solo trials with sidecar ones. Riding and competing in the UK also allowed him to focus more time on his growing haulage business. The sidecar challenge was something new, and he loved it, not just competing but also the social side of the events.

When a new sidecar outfit was needed Jack turned to his old scrambles mate Alan Clews.

75

Sidecar • Memories

An early outing with the new CCM and Ray Armstrong at the 1972 Northern Experts.

It’s all action at the 1973 Colmore Cup.

A more competitive machine was soon needed, and he purchased a WOF50 from the Liverpool-based brothers Phil and John Mountfield. It was another 500cc BSA Goldstar with some sporting heritage; this was the machine the late Sam Seston had scored success on and was, for Jack, the ultimate sidecar outfit at the time.

In 1969, he convinced his fellow Manchester 17 MCC member, Gordon Ruffley, to join him in a full year of sidecar trials. It proved eventful, to say the least, with Gordon always to blame for any failures and forever the brunt of the tirade of abuse that Jack would give him. They would always be found in a local public house after the event sharing a pint — all that had been said forgotten. As progress was made, a new machine was about to turn around the fortunes of Jack’s sidecar career.

CCM On the way to second at the 1973 British Experts.

Winning close to home at the 1973 Northern Experts on the CCM.

76

As Gordon Ruffley needed more time to focus on his growing office equipment business, Jack found a new passenger to commit to the 1973 sidecar nationals and ACU championship in Ray Armstrong from Urmston.

As opposed to the growing bulk of Jack, Ray was relatively small and nimble, an ideal sidecar passenger. They, too, also enjoyed a pint!

A new sidecar outfit was needed, and Jack turned to his old scrambles mate Alan Clews. Alan had in his possession his personal BSA B50MX four-stroke moto-cross machine, his Clewstroka test machine, which, at 610cc, had more than enough power to pull two men; it would soon carry the name of CCM. It had been parked up as Clews concentrated on the rapidly expanding production of a new breed of four-stroke powered moto-cross models. The handshake was done, and Jack purchased the machine at a good price in late 1972.

The local sidecar genius, Steve Kenworthy, made the chair, which was attached to the CCM. After a few test outings in the Northern and British Experts trials, Jack was more than happy with Ray as his new passenger, but the power output from the CCM was way too much. So Alan Clews, assisted by Martin Hemingway in the company’s machine shop, made a special low-compression engine, reduced to 500cc for the attack on the 1973 ACU British Sidecar Trials Championship.

Summer 2023 • Classic Trial Magazine

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Memories • Sidecar

In full control at the Perce Simon where they won the 1974 ACU British Sidecar Trials Championship.

BRITISH CHAMPIONS

With a new machine and the confidence of a good year, the season started very slow, but all the time, they were racking up points in the chase for the championship title.

The breakthrough for the new pairing came at the sidecar-only event at round seven, the Sam Seston, in late October, when they took their first win and the maximum points that went with it.

Knowing that the final championship rounds were close together, they made a good effort and were rewarded with maximum points in round

1974: On the new 250 Ossa at the DK Mansell Trial.

eight, the Welsh Trophy.

Round nine was the Perce Simon. Despite finishing second to Bob Colein and Gordon Matthews on the 500cc Rickman in a relatively easy event, they clinched the 1973 ACU British Sidecar Trials Championship, a first for both Jack Matthews, Roy Armstrong and CCM. As it happened, the final round was cancelled due to the fuel crisis that had hit the UK. Nevertheless, they had won the championship convincingly, finishing with 107 points, with second-placed Steve Kenworthy and Frank

Griffiths (500 KGC) on 79. The focus now was to win the British Experts Trial.

After a day-long battle in the Elan Valley and the Welsh countryside, they were beaten by Arthur Lampkin and Colin Pinder on their 325cc Bultaco, the first win for a two-stroke machine at this prestigious event, with the scores at 59 and 64 marks lost for Matthews.

The final event for the Matthews/CCM pairing was at the December Northern Experts Trial, which they won to round off a great season.

Checking out the line with Ray at the 1974 British Experts.

Classic Trial Magazine • Summer 2023

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Sidecar • Memories

Looking the business at the 1974 British Experts.

OSSA

Arthur Lampkin, seen here, and Jack Matthews had some tremendous fights for the wins during 1973 and 1974.

Born in Manchester on 6th June 1936, Jack had grown up around Greater Manchester, Cheshire and Lancashire, where he had come into contact with another good scrambles rider Cliff Holden. Now resident down south in Bournemouth, Holden, with his son Roger, were official Ossa UK importers, and they had closely watched the progress of Matthews in the sidecar class.

In an ever-changing world of motorcycle trials, the Spanish motorcycle manufacturers were joined by the Japanese. Holden decided to gain the upper hand and sign Matthews to join him on a two-year contract to ride the Ossa in the ACU British Trials Championship in 1974 and 1975.

Lightweight two-stroke machines were

the way forward, and the 1974 British Trials Championship would turn into a battle between two hard-charging ex-scrambles riders, Jack Matthews and Arthur Lampkin and the twostrokes. The first round, the DK Mansell, was cancelled due to snow. It was the Lomax in North Wales where Lampkin took a close victory from Mathews before a shock came about at the rerun DK Mansell in May. In a first for a Japanese motorcycle manufacturer, Ginger Budd, with Arthur Jefford in the chair, won the event on the ex-Gordon Farley prototype RL 250.

Round four was the Allan Jefferies trial in deepest Yorkshire, where Arthur Lampkin took a clear win from Jack Matthews as another Spanish motorcycle name came into the results for the first time with Steve Kenworthy and Frank Griffiths on the 360cc Montesa. At the

All dressed up at the 1974 Northern Bike Show at Belle Vue.

Cliff and Roger Holden were more than happy with their 1974 winning team of Jack Matthews and Ray Armstrong.

80

halfway mark in the championship, Lampkin led the way with 49 points, followed by Matthews with 42 and Kenworthy with 34.

WINNERS

As Jack and Ray won the non-championship Manx Two-Day on the Isle of Man, the championship fired back into life at the Bemrose Trial in September. It was Arthur Lampkin took a narrow fourmark victory over Matthews to head the championship, but the gap was now down to four points.

Round six was the John Douglas Trial, and Jack Matthews won by a single mark from Steve Kenworthy, with Bob Colein and Gordon Matthews (490 Rickman) third and Colin Hare and Richard Issacs (325 Bultaco) fourth, with

Summer 2023 • Classic Trial Magazine

Memories • Sidecar

Always a strong sidecar competitor, George Greenland was the main opposition in the 1975 British Championship.

Arthur Lampkin, pushed down to fifth. The fight for the championship was now closer than ever as Steve Kenworthy was now in touch with the top two.

At the Greensmith, the pendulum swung again, but this time in Lampkin’s favour, as he had an easy victory in front of Bob Colein with Walter Bullock and Bernie Checklin (360 Yamaha) third, followed by Jack Matthews in fourth.

Round eight would be the sidecar-only Sam Seston Trial. This time the man on form was Mathews, who had a real star ride, finishing on 28 marks lost with George Greenland/Dave Lane (500 WASP) second on 46. Lampkin slipped off the pace to come home sixth, giving ‘Jumping Jack’ the advantage with one round remaining. In the wooded areas and steep climbs so familiar with the Perce Simon Trial, Jack Matthews and Ray Armstrong took the win to become the first two-stroke winner of the ACU British Sidecar Trials Championship on the Ossa. Steve Kenworthy and Frank Griffiths finished second in the trial as Arthur Lampkin and Colin Pinder came home fifth.

The final points in the championship were 1: Jack Matthews/Ray Armstrong (250 Ossa) 111; 2: Arthur Lampkin/Colin Pinder (325 Bultaco) 96; 3: Steve Kenworthy/Frank Griffiths (360 Montesa) 93; 4: Bob Colein/Gordon Matthews (490 Rickman) 80; 5: Ginger Budd/Arthur Jefford (250 Suzuki) 67.

Yamaha power at the 1977 DK Mansell Trial.

Classic Trial Magazine • Summer 2023

Making it three consecutive wins in 1975 at the ACU British Trials Championship on the Ossa.

Business interests took over in 1976 but Jack still rode the Ossa in as many events as possible.

A new Beamish Suzuki was delivered to the 1977 Peak Trial.

81

Sidecar • Memories

1979 British Experts action; Jack was the Italian Brema clothing importer.

had recently opened Town and Country Motorcycles in Ashton-UnderLyne, Greater Manchester, with Gordon Ruffley. After a successful couple of years, he would have his own dealership under the name of Sports Equipe at Northwich. He was still competing in sidecar trials on various machines and loving the social side to the full; that was Jack.

JACK MATTHEWS

Ray Armstrong holds on tight at the 1977 Northern Experts!

With the end of the season in sight, Jack also achieved a lifelong ambition when he won the British Experts with a two-mark victory over George Greenland and Dave Lane (500 WASP) with Ray and Derek Round (500 BSA) third; the two-strokes had arrived good and proper. The 1973 season closed with Jack second behind Walter Bullock and Bernie Checklin (360 Yamaha) and Arthur Lampkin third at the Northern Experts.

John Hulme: “I was very fortunate that when Jack opened Town and Country Motorcycles with Gordon Ruffley, they sponsored me on a 250cc Ossa via the UK importers Cliff and Roger Holden. I was only 15 years old, and it felt like I had won the lottery. The sponsorship extended to SWM when the new trials model came in 1978.

“In 1980, I was riding a Majesty Yamaha for John Shirt and approached Jack at Sports Equipe for some extra support with clothing. Jack was the importer for the Italian Brema clothing brand, and I was soon looking good in the new riding kit, all free of charge.

“Over the following years, I would occasionally see Jack. I know he moved to Enduros and was part of the team that orchestrated the original Weston Beach race along with George Greenland, Eddie Chandler and Dave Smith.

He remained actively involved in sidecar trials and the fast-emerging Pre-65 scene, and his death in a quarry accident came as quite a shock.

Jack Matthews was a true motorcycle character, and whichever way you looked at him, he was always good fun to be around”.

IT JUST GOT BETTER

If 1974 had been a good season, then in 1975, it just got better. Jack Matthews now had a target on his back, and the opposition was better prepared on an array of two-stroke machines. Trusting tried-and-tested four-stroke power with their 500 WASP, George Greenland and Dave Lane, once again in the chair, were the main opposition.

Over the season, Jack opened up a ten-mark points advantage, despite George winning a few rounds. The last round would be the Peak Trial near Sheffield. Although finishing second behind Colin Hare and Richard Issacs (325 Bultaco), it was title number three for Jack Matthews and Ray Armstrong as they finished the season some 24 points in front of George Greenland. Despite a low finish in the British Experts Trial, the year had been a good one, and Jack had won the first European sidecar title at a single-round event in France. Jack loved his newfound fame but made the tough decision not to contest a full season of sidecar trials in 1976. He 82

Jack chats with Bill and Kath Sherras at the 1979 Dave Rowland Trial.

Summer 2023 • Classic Trial Magazine

Nostalgia • Talmag Trophy Trial

TALMAG TROPHY TRIAL

FOUR-STROKE ONLY ‘Four-Stroke Only’ is a rare regulation for a motorcycle trial, but The Talmag Trophy Trial is a unique classic event that only allows Classic Four-Stroke European machines. Despite this restriction, Talmag entries are usually full with more than 200 ‘Big Bangers’ over 300cc solos and sidecars. As a journalist and photographer, this trial is the first date on my annual off-road calendar, and this year I went one step further by riding the event as a rookie clubman, with a surprising result. I admit to being a Talmag addict, documenting the history for future generations. From my research, past events and present day, year after year, it never disappoints. Of course, there are organisational challenges, but a diverse group of classic riders, a ‘sweetshop’ of classic machinery and dramatic competition added to a full day’s trials banter make the Talmag a superb opener to the classic trials season.

Article: Andy Withers

84

Andy Withers (WASP) — Talmag Virgin

Summer 2023 • Classic Trial Magazine

Talmag Trophy Trial • Nostalgia

Clive Dopson Norton 500T Replica

T

he Talmag (Territorial Army (London) Motorcycling Club) has run the Talmag Trophy Trial for almost 70 years but in 1975, with small-capacity two-stroke machines taking over the sport, it was decided to create a unique ‘four-stroke only’ event to preserve a traditional trial for the ‘big trial motorcycles’ in the south of England.

I am documenting the 45-year’ Four-Stroke Only’ trial’s history. Snippets of the history are found in the annual programmes, which comment that people thought the ‘four-stroke only’ rule would never work. Still, there were 140 entries in the first year, and it has been a great success rising to over 300 entries in the 1980s, with coaches of spectators coming from all over the country causing gridlock on local roads. 220 to 240 entries is now a sensible limit.

The first five years’ events were held at Weavers Down near Liphook before moving to Hungry Hill in 1980, a superb piece of land near Aldershot.

Permission to run the trial is an annual complication, with negotiation needed with the MoD (Ministry of Defence) and Natural England.

The late John Allaway, who joined the Talmag club in 1950, was involved in almost 40 events, negotiating for using the land annually as one of his many roles in the event. His son Ian has taken up the negotiating role, and the extended Allaway family are a driving force in keeping the Talmag going.

Since 1975 only three trials have been lost, in 2004 and 2008, because of the army using the land and in 2021, due to the pandemic.

Classic Trial Magazine • Summer 2023

George Greenland on Hungry Hill

MEN AND MACHINES

Some riders become addicted to the Talmag, riding year after year; others tick it off their bucket list and move on. Some machines are only ridden once a year at this event, and seeing these rare machines is often a motivator for the hundreds of spectators who make the annual pilgrimage to Hungry Hill.

In the early years of the ‘four-stroke only’ trial, small-capacity Japanese four-stroke machines entered. However, this was changed in 1979 to maintain the priority for the bigger-engined European machines.

The next threat to the club’s aim was increasing the Under 300cc class machines. Tiger Cubs, C15’s and Crusaders pushed the entry to 35 in

Geoff Parker (Royal Enfield)

85

Nostalgia • Talmag Trophy Trial

Ian Peberdy (Triumph) Second on the Blue route

1988, so a limit of 20 machines picked by ballet was introduced to protect the theme.

Many famous riders have taken on the challenge.

Sammy Miller had won over a thousand trials before he took a class win at the Talmag, which he managed on his first attempt. He rode in 17 Talmags on his ‘replica’ 500cc Ariel, winning his class eight times. Talking to Sammy, he considered Julian Wigg and Geoff Chandler to be his greatest rivals.

Geoff rode in the rigid class on his 1949 500cc Triumph, and despite the lack of rear suspension, his scrambling skills made him difficult to beat on special test times. Grass Tracker Julian also rode a 500cc Ariel and took three ‘overall’ wins from Sammy on special test times.

Riding in the ‘Over 300cc with no rear

Holger Schonknecht (Red Indian)

suspension’ class, Clive Dopson has more class wins than anyone else; he also says Geoff Chandler was one of his greatest rivals as they traded class wins in the 1980s and early 1990s. With Clive’s encouragement, Mick Andrews is also on the ‘Talmag Roll of Honour’, winning the rigid class in 1995 and 1996 riding Clive’s original 500T Norton.

Clive has 13 class wins with 19 top-three finishes from 27 starts, and he still rides his replica 500T Norton in the Open class blue route.

Clive’s 500T Norton was the first machine I was looking out for when I first went to the Talmag in 2015. Still, one of his other machines, the 1950 350cc Douglas Competition recently piloted by Darrel Glover, attracts much attention from the spectators. Known as the ‘worst trials

motorcycle in the world’, the configuration of the motor and the low ground clearance means it needs a certain style of riding. Darrel gains applause from the knowledgeable crowds for his enforced acrobatics!

There are 200-plus unique machines on show, but missing this year were riders and machines from Europe, in particular the regular Belgian contingent and Holger Schonknecht from Germany.

Long-time Talmag riders, the Belgians said the complications of the post-Brexit customs system was the reason for not coming, whilst Holger had forgotten to renew his passport, which starved the spectators of seeing his Red Indian in action, a machine rarely used in trials.

Alan Clarke and Aidan Bowker find too much grip on Hungry Hill

86

Summer 2023 • Classic Trial Magazine

Talmag Trophy Trial • Nostalgia

Jonathan Henderson on the ex Hugh Viney AJS

TRADITIONS AND ORGANISATIONS

The Talmag is full of traditions, but changes can be made to preserve the event’s aims, to meet the riders’ needs or if the ‘powers that be’ demand it. One change imposed this year was using the ACU online system, which caused ‘fun and games’ although, thankfully, Marc Green before the trial and Pat Gaines on the day, the club secretary for the whole 46 years, were able to support riders.

Traditionally riders entered by post and received details and a printed programme before the event. The programme was still available, but the machine’s ‘year of manufacture’ was missing as the online entry couldn’t cope with this.

Karen Clarke and George Greenland were first away at the start. Some, including Sammy Miller, say that the ‘two riders away every minute’ is too slow, with the last riders starting two hours after the first. It also meant that some observers had to wait a couple of hours before the first riders came through.

The reality is everyone gets the chance to tackle the ‘easier’ couple of sections first, and spectators get the opportunity to see all the riders come through the sections roughly in order. There are queues on one or two sections towards the end of the trial, but this is a chance to catch up with riding pals or those around you; it’s become an accepted feature of the Talmag.

The sections are modified each year, but the traditional Hungry Hill and Yellow Hill are amongst those kept year after year. A change three years ago was the introduction of the third, more challenging, blue route, going against the programme notes of 1994, which said, ‘Riders who consider this event to be too easy can try their luck elsewhere’. The Open class blue route has become popular with the more accomplished Pre-65 riders, or some see it as a class for the more highly modified machines. Ralph Venables feared these as ruining the event and labelled them ‘fiddle bikes’, but perhaps this class

Classic Trial Magazine • Summer 2023

Josh Creed on Hungry Hill — RESPECT — 1951 Ariel VB 600

allows these highly engineered machines to show what they can do. Many would see the winner on the most challenging route, the blue route, as the winner of the trial, but Talmag MCC insists there are eight winners from each class.

2023 – THE TRIAL

Getting the level of challenge right for the range of riders and machines for the Talmag is always

a case for debate. However, the verdict for 2023 was the course markers had got it ‘spot on’, with the proof being that, despite the good weather, the sections did steal some marks off most riders.

Only three riders were clean, and the special test tiebreaker times were only used twice, including in the Over 300cc sprung class to separate the three clean riders.

Roger Higgs took his seventh class win riding his

John and Paul Denham Talmag Rookies

87

Nostalgia • Talmag Trophy Trial

Kev Nolan and Harvey Allaway point of no return on section 12

dad’s original 1958 500cc Ariel HT5, posting the fastest special-test time ahead of David Hickman and Barry Stephens, both riding BSA B40s.

Fellow riders and the spectators gave George Greenland a round of applause to mark him still riding the event at the age of 90. With the gearbox on George’s C15 being ‘upside down’ compared with his usual Bantam, section one was pretty exciting as George selected second instead of first gear. He climbed the bank surprisingly quickly, but a couple of dabs still got him through.

Starting at number four on his regular Tiger Cub mount, John Hawthorne didn’t have the same problems with a good clean; he topped the Under 300cc class by dropping a single dab.

Nicky Clarke — Best Lady Rider

88

Paul Balmain: 1929 Ariel Colt — the oldest machine

Summer 2023 • Classic Trial Magazine

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Summer 2023 • Classic Trial Magazine

Talmag Trophy Trial • Nostalgia

Phil Wiffen (Matchless) Third on the Blue route

Steve Allen took his ex-Gerry Holdstock Matchless to victory in the Over 300cc Rigids for the second year running, cleaning the first lap and riding a very quick special test, including a ‘lay down’ in the finishing box; he did finally drop two marks but still finished 16 ahead of Ian Hayward.

Local rider Tom McCabe topped the Open class blue route on his AJS 16c, but there was some controversy as 24 of the 27-strong field were penalised for crossing their own tracks; the riders didn’t realise this, and some were penalised on both laps, losing ten, including Ian Peberdy on his immaculate Triumph 3TA and Phil Wiffen on his Matchless G3c. Without the penalties, both could have won the class.

Wiffen matched his 2022 third place and had the quickest special test of the day on 29.65. The Girder Fork Class has some interesting machinery. Adrian Mountain was the clear winner of the class on his Triumph 3HW built in the early 1940s, losing just a single mark. Ian Watkins was second, riding George Smith’s 1937 Royal Enfield Bullet; he finished just two ahead of the oldest machine in the trial, Paul Balmain’s 1929 Ariel Colt.

In the Over 65s, special test times were used.

Michael Baldock and Paul Farley tied on two, with Baldock having the faster special test time. The sidecars once more produced a very tight finish, Paul Fishlock /Pete Pesterfield and Kev Nolan/ Harvey Allaway being particularly well-matched. At the end of the first lap, Fishlock/Pesterfield were on six, having ‘fived’ the penultimate section 14 with Fishlock pinned against a tree, and Nolan/Allaway had ‘fived’ section 12, tipping the outfit at the top of

Classic Trial Magazine • Summer 2023

Sidecar Winners: Paul Fishlock and Pete Pesterfield

a climb, and ‘three’d’ 14 to be two behind on eight.

On the second lap, the top two were clean until section 12, when Fishlock/ Pesterfield lost it at the top of the climb for a five, and Nolan/Allaway got through for one to take a lead of two. Section 14 was crucial for the result. Nolan/Allaway got through

for a good two, but Fishlock/ Pesterfield produced a superb ride to clean and took the class by one.

Pesterfield won his first sidecar class riding in 1977; he’s now developed the agility to win in the chair. The Talmag sidecar action and drama never disappoints.

Roger Higgs Class 3 Winner

91

Nostalgia • Talmag Trophy Trial

THE ROOKIES

Special Test Graham Howes on his BSA BB32A

As a rookie clubman, I entered the Thames MCC’s Mark Kemp Classic Trial run in December to get some practice riding at Hungry Hill, as it included the Talmag sections Yellow Hill and Hungry Hill. I was surprised at how steep Hungry Hill was. I photographed from halfway up and from the top but sat on a motorcycle at the bottom; it’s much steeper than I thought – also, you have to go off at speed, taking a blind right corner. George Greenland advised me to ride it in second but selected third by mistake, which pushed me wide on the turn and over a tree root making the end of the section particularly exciting – lesson learnt! Nevertheless, it was a really good trial and added some confidence before tackling the Talmag.

I entered the clubman class at the Talmag, billed as a non-award class, ‘to discourage the would-be pot hunters’, which had been introduced in 1991 at the request of riders who are getting long in the tooth, short of leg and wind to give them the opportunity to still ride but take the easier route of riding the ‘girder fork and sidecar course’. In truth, rookie riders can enter any class to match their ability, but being long in the tooth and short in the wind, I took it on.

I was riding my regular Pre-65 Wasp B40 machine, which was an advantage over some of my fellow rookies — Geoff Parker riding a borrowed a Royal Enfield and John Denham on his brother’s Matchless G3 and son Paul on his dad’s BSA B40. All really on unfamiliar machines, the added pressure of performing in front of a crowd adds another dimension to the challenge.

I arrived in the dark to be first to scrutineering so I could take some photographs before my calculated 10.30 start, an hour after the first. In truth, the first section was harder than usual, and my start was more like 11.00.

I visited Sammy Miller to talk to him about the Talmag the week before the trial, so I asked his advice. He gave me three pointers: first, to watch others and judge the conditions on the day; second, if the conditions start to deteriorate, don’t wait around; get to those sections as quickly as you can. Third, I asked him about the special test; he said riders forget to use the gearbox at the end; if you’re going quick, don’t just rely on the brakes. Much of the advice worked well. I spent more time observing others, especially in section one, where I photographed before my start time, even changing my preferred line when I sat in the queue.

CLEAN

Tom McCabe on Hungry Hill

92

I managed to get to section 14 clean and stood watching riders on my route. They dropped down a bank, took a tight right, and many stalled, fell off or footed back up the bank. I planned the line, and amazingly, the machine found grip where others had not and got through for a clean.

The special test was an exciting short, sandy circuit against the clock; I went off up through the gearbox but didn’t need Sammy’s advice at the end because I wasn’t going quick enough; the brakes did the job.

Queuing on the second lap happened; maintaining your concentration can be hard with the banter. I didn’t, and on section eight, I hesitated because, for a split second, I wasn’t sure where an end gate was — a dab and the end of what I thought was a ‘dream ride’. I stopped and took some photos to overcome the disappointment.

With light fading, I decided to finish off the sections. Racing round, I returned to section 14 to a queue; riders were still struggling.

After a long wait, the Wasp once more found a grip to get back up the bank and out of the section for another clean. It was a great trial, and I had a good ride, but the ‘what might have been’ was eating away inside. I was convinced that one would be too many.

A couple of days later, the results popped up just after I had moaned to George Greenland that I had blown it, but I had finished on one, two ahead of regular top-three finisher Neil Radford who took second, ahead of Mick Clarkson, who failed to get a special test time. Unknowingly, I had written myself into the Talmag history book!

Summer 2023 • Classic Trial Magazine

Talmag Trophy Trial • Nostalgia

Andy Withers (WASP) — Hungry Hill

Super fan Robin Roundsell has not missed a Talmag since 1986

2023 TALMAG TRIAL TOP THREE

CLASS 1 UNDER 300CC: John Hawthorne (Triumph Cub) 1; Neil Osman (BSA C15) 3; James Cammack (Triumph Cub) 3.

CLASS 2 OVER 300CC RIGID: Steve Allen (Matchless G3LC) 2; Ian Hayward (AJS 16C)18; Steve Scott (Triumph TRW) 21.

CLASS 3 OVER 300CC SPRUNG: Roger Higgs (Ariel HT5) 0 (ST 30.41); David Hickman (BSA B40) 0 (ST 36.81); Barry Stephens (BSA B40) 0.

CLASS 4 OPEN CLASS: Tom McCabe (AJS 16C) 4; Ian Peberdy (Triumph 3TA) 11; Phil Wiffen (Matchless G3C) 12; James Hough (Triumph 3TA) 16; Charlie Tindle (BSA B40) 20; Gary Baker (Triumph Cub) 24.

CLASS 5 GIRDER FORKS: Adrian Mountain (Triumph 3HW) 1; Ian Watkins (Royal Enfield G2) 29; Paul Balmain (Ariel Colt) 31.

CLASS 6 CLUBMAN: Andy Withers (BSA B40 Wasp) 1; Neil Radford (Triumph Cub) 3 (ST 39.15); Mick Clarkson (Triumph Cub) 3 (No Time).

CLASS 7 OVER 65S: Michael Baldock (BSA C15) 2 (ST 35.78); Paul Farley (AJS 16M) 2 (ST 38.00); Jim Gray (Ariel HT) (ST 38.15).

CLASS 8 SIDECARS: Paul Fishlock/Pete Pesterfield (Ariel HT5) 11; Kev Nolan/Harvey Allaway (Triumph 5TA)12; Ryan Eamer/Claire Tooth (BSA B44) 17.

THE LAST SUNDAY IN JANUARY

If the Talmag isn’t on your Bucket List, then it should be — either as a rider or, indeed, as a spectator. Mark it in for the last Sunday in January 2024.

Everyone has a reason for coming along.

Whilst stopping to walk a section, I met 83-year-old Robin Roundsell. He was sitting on a log, Belstaff jacket full of badges, including the Talmag’ bar badge’ stretching down his jacket, flat cap on and coffee in hand. Naturally, you chat, and he said, ‘I’ve come every year since 1986 to sit in the woods and ‘listen to the music’ – the music of Ariels, BSAs, Matchless, it’s the highlight of the year’.

Another Talmag friend for life to catch up with in 2024!

What to do next year: photograph, ride the over-65s, or return to report it? It’s a dilemma!

Classic Trial Magazine • Summer 2023

Andy Withers (WASP)

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

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

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

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

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

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

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Get there whatever the weather!

The everyday Van Tyre.

Optimal traction and safety in all weather conditions. For all your demands!

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

THE CHOICE OF

Picture Credit: Trials Media.

CHAMPIONS

RIDERS need the best tyres TO KEEP THEM WINNING! Dougie Lampkin (Vertigo-GBR) The 2023 Scottish Six Days Trial 14TH WIN - THE MOST SUCCESSFUL RIDER IN THE EVENT’S HISTORY, WHICH DATES BACK TO 1909.

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