Classic Trial Magazine Issue 1 Winter 2011 by Trials Media

TEST: We ride the ‘Works’ Machine of

GILLES BURGAT CELEBRATION

100 Years Scottish Six Days Trial REPLICA

Ossa MAR Prototype WORKSHOP

UK £5.99. ISSUE ONE: 2011

Yamaha Mono-Shock

ine ial Magaz r T ic s s la E: 2011 C ISSUE ON

g.co a m l a i r t . www

COMMENT

WELCOME TO:

HELLO FROM CLASSIC TRIAL MAGAZINE

of Classic Trial Welcome to the very first issue Magazine here in the UK. rs of Trial As, I am sure, the regular followe rts in rpa Magazine are aware, my counte ine three gaz Ma France launched Classic Trial ted wan e hav years ago and it’s something I ile, so wh a for to put together for this country here we are with issue one. 5-1985; it My main interest in trials is 196 by trials as ted ina dom was a period in my life to the Scott T SSD the I rode in all events, from . Having nds rou ld Wor and also a few selected Bantam BSA a h wit started my riding career y, Moto jest Ma M, SW a, followed by Bultaco, Oss before aha Yam ck Gori, Armstrong, Mono-Sho will you k thin I , finishing off with a Gas Gas erent diff of iety var agree I have ridden a wide machines. e was a fullMy favourite machine of all tim n Shirt Snr blown 350cc Majesty which Joh pull third gear put together for me — it would tion with no up the famous Hawks Nest sec clutch; incredible. icle on ‘Snr’ In this issue you will find an art at that. I one Shirt and a very interesting n; from Joh for have the utmost admiration hire, he bys Der , his small workshop in Buxton chines ma ls tria helped to change the world of was aha Yam for ever when the mono-shock aha Yam released after the success of the powered Majesty. time and I have really enjoyed putting the t issue firs this ing effort put into produc who has ne ryo eve nk and would like to tha ds or wor er eith h wit it contributed to it, be pictures. Enjoy, John Hulme

Classic Trial Magazine 2011

Cover Photo: Gilles Burgat (SWM-FRA) Picture Credit: SWM Collection ÂŠ 2011 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.

contents REGULARS

Editorial................................... 3 News ....................................... 6 Paddock . ............................... 10 Shopping ............................... 12 Poster ................................... 49 Subscription Form ................. 70 Shop ...................................... 94

FEATURES

Celebration ........................... 14 100 Years of the Scottish Six Days Trial

History .................................. 20 The Pre-65 Scottish

Engineer................................ 26 John Shirt Snr - Majesty Yamaha

Living the Dream.................... 34 Andy Hipwell â&#x20AC;&#x201C; Pre-65 SSDT

Test........................................ 39 Eddy Lejeune - 1979 200cc Honda

Brothers................................. 42 The Lampkins

Brand..................................... 54 Bultaco

Championship Machine........... 60 We ride the SWM of Gilles Burgat

Replica................................... 66 Mick Andrews Prototype Ossa

Television............................... 72 Kickstart

Legend................................... 76 Jim Sandiford

Workshop............................... 80 Matts Mono-Shock Yamaha

Dealer Visit............................ 88 The Twinshock Shop

Sidecar................................... 92 JCM

Remember When................... 96 Bill Wilkinson 1969 SSDT CLASSIC TRIAL MAGAZINE IS PUBLISHED BY CJ PUBLISHING LIMITED

Co-Managing Directors John Hulme & Charles Benhamou

48 Albion Road, New Mills, High Peak, Derbyshire, SK22 3EX. UK Tel/Fax: 01663 749163 Email: england@trialmag.com CJ Publishing Limited is a Company Registered in England Number: 5947718

Executive Director: Philippe Benhamou

ISSN: 1753-0040

Photographers: John Shirt Snr, Andrew Stewart, Colin Bullock, Jack Knoops, Mike Rapley, Cyrille Barthe, Eric Kitchen, Deryk Wylde, Alan Vines. Proof reading: Davina Brooks and Steve Crane

Editor & Commercial Manager John Hulme, england@trialmag.com

Design and Production: Dean Cook, The Magazine Production Company

Editorial Staff: Deryk Wylde, Cyrille Barthe, Jean Caillou, Mike Rapley, Matthew Heppleston, Barry Robinson.

Printing and Distribution: Warners (Midlands) Plc Webmaster: Frank Chastel Mail Order: www.shoptrialmag.com

NEWS

Telford International Show 2012

op trials rider and Britain’s best ever performer in the ISDT, Johnny Giles, is the guest of honour at next year’s Telford Classic and Twinshock Off-Road Show, which is running a week earlier than usual on 4th and 5th February 2012 at the plush International Centre right next to the M54 motorway. The two-day extravaganza is very much motorcycling’s equivalent to the Goodwood event, featuring a vast range of standard and renovated trials, scrambles, speedway and roadracing machinery from the early days up to the late nineties. It attracts not only the riders of these machines and the enthusiasts of the era, but once again all the main trials accessory manufacturers and suppliers have trade stands at the show so it’s the perfect place to examine and purchase the parts you need. Show organiser Alan Wright is once again organising a Saturday evening dinner at the Holiday Inn next door. “It’s easy to find a star name to be the dinner’s guest of honour but so difficult to find someone who can talk for half an hour and keep the

200-strong audience enthralled! I have two guests; before dinner it is Mike Jackson, a highly accomplished Greeves trials rider and the company’s salesperson, who has also held various positions in the off-road motorcycle industry for many years.” After dinner, John Giles, 12 times ISDT gold medallist, is the speaker with an unending supply of comical tales of yesteryear that are very much in the Jeff Smith mould. Dinner booking forms are available from Cheryl: cillingworth201@ btinternet.com or write to C. Illingworth at 20 Lanesfield park, Greenhill, Evesham, WR11 4NU. Don’t delay as all tickets were quickly sold out last year. The Holiday Inn or the International Hotel are the places to stay. Prices are £65 and £52 respectively for a room (two people).Contact: 01952 527310 for both hotels. Free entry to the show is given to those who supply show-display bikes. Contact Alan Wright on 01789 751422 who, for 2012, is particularly interested in Sprites and air-cooled Betas. Do you know someone who has one of these?

Lochaber Rich Mixture SSDT Book

Scotland’s Rich Mixture

Magazine Classic Trial/ Enduro France

Memories of Scottish Motorcycle Sport 1945 – 1975 was produced by none other than trials character John Moffat. The book is hardback and contains approximately 180 pages full of black-and-white shots from this part of the world and is written by “Big John” in a way that keeps you very interested. It’s available from The Magazine Man, Brian Astley, by visiting his website: www.themagazineman.co.uk

es they may be in French text but, believe me, they are certainly worth looking at for the quality pictures in them, for all you fans out there of the classic scene. In the UK please use the phone and email contact details, and for worldwide please order on the website below. Tel: 01663 749163 Mail: england@trialmag.com Web: www.trialmag.com

Lochaber Rich Mixture ‘Memories of The Scottish Six Days Trial’ by Ed Stott was a book published by Deryk Wylde in May 2000. Now out of print, Yoomee Ltd has a few copies of the book left, priced at £29.99 plus P/P (UK £4.99 – World £8.99). The book is hardback and contains approximately 180 pages full of blackand-white shots from this famous trial. Contact – Tel: 01663 749163 – Mail: postmaster@yoomee.co.uk

Classic Trial Magazine 2011

6 Dave Cooper TrialMag 0911

MICHELIN TYRES STI LL WINNING 30 YEAR Gilles Burgat Winn S ON! er 1981 SSDT â&#x20AC;&#x201C; Jam es Da bill Winner 2011 SS

B.V.M Motorcycles Russells Motorcycles Racespec Ltd Dave Clarke Racing Accessories Ltd Edmondson Racing Triple D Motorsport Ltd Steve Plain Motorcycles Gas Gas Motos UK LG Racing Moto Brox Sports Ltd GH Motorcycles

Stroud Belfast Tewkesbury Preston Cannock Kendall Llandridnod Wells Buxton Hereford Derby Colchester

01453 762743 02890 817000 01684 299559 01772 612118 01543 450150 01539 732666 01597 825817 01298 766814 01981 240555 01332 331131 01206 791155

Michelin Trial Competition range. The choice of Trials World Champions. www.michelin.co.uk

Photo credit : John Hulme - Trial magazine

Michelin Trial tyre stockists

NEWS

Sammy Miller Honda

Armstrong Trials Website

If you are as passionate as John Halfpenny on the CCM/ Armstrong two-stroke trials machines then visit his new website www.armstrong-trials.co.uk It is run by John and is a mine of information on the Hiro powered machines. The fantastic Sammy Miller Museum has just totally restored the original – yes, frame number one – Honda trials machine that Miller developed into a winner. You can view this machine and have a superb day out at the Sammy Miller Museum Trust, Bashley Cross Road, Bashley Manor, New Milton, Hampshire, BH25 5SZ. Tel: 01425 620777. Web: www.sammymiller.co.uk Email: museum@sammiller.co.uk

Trail & Trials UK relocation

Deryk Wylde joins Trial Magazine Editor of Trial Magazine John Hulme is pleased to announce that ‘Off-Road’ Review publisher Deryk Wylde is joining the team. Having ridden and restored AJS and Matchless trials models including ex-works machines, and ridden and restored several Ariel HT5’s, including GOV 132 (which Sam knows about). The most modern bike he ever had was a Greeves Pathfinder, which persuaded him to get ride and buy Peter Gaunt’s Ducati special (which he improved with an electronic ignition).He organised the very first British-only trial, won by Arthur Lampkin on his ex-works Gold Star, and later created the series definition ‘pre-65’ for Wylde’s Classic Bikes column in TMX, he also created the British Bike championship, bringing old trials back on the road using famous old sections — later to become the Sammy Miller series.

The very popular Yamaha TY specialist Trail and Trials UK, run by John Cane, has now relocated and also has a new staff member, Ian Brown. The new contact details are: 253 Manchester Road, Kearsley, Bolton, Lancashire, BL4 8QX. Telephone: 01204 791392 Mail: trials@tytrials.co.uk

Everyday, the latest trials news with daily updates. Find the pictures, find the videos, the wallpapers, the items for sale, a forum…and so much more!

www.trialmag.com 8

Trial House Ad QPH 0710.indd 1

22/10/2012 17:11

Classic Trial Magazine 2011

LOCHABER CELEBRATING THE SCOTTISH SIX DAYS TRIAL

VOLUME 1: A PICTORIAL HISTORY, 1909-2011 COMPILED BY: DERYK WYLDE & JOHN HULME

100 YEARS OF LOCHABER SSDT.indd 1

LOCHABER

17/10/2011 10:07

CELEBRATING THE SCOTTISH SIX DAYS TRIAL A PICTORIAL HISTORY, 1909-2011

Yoomee are pleased to announce the release of LOCHABER: Celebrating The Scottish Six Days Trial – A Pictorial History, 1909-2011 compiled by Deryk Wylde and John Hulme. The fantastic book covers the 100 years of the famous Scottish Six Days Trial from 19092011. Along the way many people have been fortunate enough to witness this great off road motorcycling spectacle. Inside you will find what we consider to be some of the best images from the events history meticulously chosen by Deryk Wylde and John Hulme. You can PRE-ORDER the book before it is even released. It will be on sale in late November 2011 just in time for that Christmas stocking filler and be delivered direct to your home. To be sure not to miss this superb book. Order your copy today for just £24.99 plus P&P: UK, £4.99; Rest of the World, £8.99. To receive LOCHABER: Celebrating The Scottish Six Days Trial – A Pictorial History by Deryk Wylde and SSDT • BIKES • CAMERA • ACTION • FROM 1909-2011 John Hulme,, simply fill in the form below, attach your payment and return it to the address indicated or call: 01663 749163 all major Credit Cards accepted. “This fantastic book covers the 100 years of the famous Scottish Six Days Trial from 1909-2011. Along the way many people have been fortunate enough to witness this great off road motorcyclin g spectacle. Inside you will find what we consider to be some of the best images from the events history.” Enjoy, Deryk Wylde and John Hulme

100 YEARS OF LOCHABER SSDT.indd

SSDT Winners

Bill Wilkinson (1969); Dougie Lampkin (1994-1996, 2008-2009); Graham Jarvis (1998-1999, 2004, 2006); Martin Lampkin (1976-1978); Alan Lampkin (1966); Steve Saunders (1988-1991); Yrjo Vesterinen (1980); Sammy Miller (1962, 1964-1965, 1967-1968); Amos Bilbao (2002); Gordon Jackson (1960–1961); Alexz Wigg (2010); Malcolm Rathmell (1973, 1979); Sam Connor (2005); and James Dabill (2007, 2011) A YOOMEE PRODUCT Yoomee Ltd, 48 Albion Road, New Mills, High Peak, Derbyshire, SK22 3EX. UK Telephone: 01663 749163. Email: postmaster@yoome e.co.uk.

17/10/2011 10:07

FILL OUT THE FOLLOWING AND RETURN WITH PAYMENT TO: Yoomee Ltd, 48 Albion Road, New Mills, High Peak, Derbyshire, SK22 3EX. UK. Telephone: 01663 749163. Email: postmaster@yoomee.co.uk

Payment Please tick payment amount: [ ] £29.98 UK or [ ] £33.98 RoW Cheque / Postal Order payable to: ‘Yoomee Ltd’ or pay by Credit / Debit Card. [ ] Visa [ ] Mastercard

Postage details

___-___-___-___ |___-___-___-___ | ___-___-___-___ | ___-___-___-___

___________________________________________

Start date: ___-___ End date: ___-___

Postcode:____________ Tel:________________________

Security code: ___-___-___ Signature:_______________________

Email:__________________________________________

(Last three digits on reverse of card)

[ ] Tick here if you wish to receive promotions of Trial Magazine and its partners.

Name:_____________________________________ Address:____________________________________

PADDOCK

Headline

150 YEARS OF EXPERIENCE BETWEEN THEM - RIDE ON

Eribea venduntibus ellamus rerum eos dus del mo cor alignatis sed earupta quodita ssitatur aute ne delit quodit aut recullorem que con re preste plaborepelis eos aped modit optae verum volectur am, tem nonsequ idelibus sitatis sinvenihit id endelignis simus dolore quias excescid experro earum dolessi acearuptia sendunto iur rerum labor as repudae stotas solut re vollenis eveliquam, quam quunt moloren derunt laceped es cus doluptas maximincto earum explatem volor aliquis cora esseratque etur, officabore eiciis repe volorep udandenis nonsedipsae pelibustem harum que etur maximpe rfernatur restium et labo. Ebitatem atur sam lam con platem int faces dis et, escimusam santur, tet eos et vene ipiditatist est est, nonemquunt estiae est, officit excescium nulparcitis autaquis as etur, cus quaerru ptibus asim venis rerspid exped ma nostem accaborrum veliqui aces quisquas mo quatem faccate samendam, conse eos. CLAUDE COUTARD & VESTY Words: Stuart Taylor FRIENDS FOREVER Pictures: Justyn Norek

he Spanish brand Montesa, and Jim Sandiford go hand in hand. The Sandiford family have imported the machines since the late sixties. When Jim Sandiford passed away in 1993 it was his son and daughter Martin and Caroline who were left to continue with the business. They have successfully negotiated their way to enviable success with sales of machines, and competition success including SSDT and Scott Trial wins. In a male dominated sport it was Caroline who looked after the logistics. She has attended every SSDT since a very early age. With the change of direction in the Montesa/ Honda trials importership she A GET OFF will not have the famous Montesa hospitality in the Parc Ferme, leading her to have her first holiday in May! “I really don’t know what I’m going to do with myself that first week in May… It’s going to be very strange. My brother is sad but relieved... he really hated the headache that went with it all, but I still love that place and the event, it still is Dad for me… What will I do? .. I will probably still drive to Fort William for a few days’ holiday and for the first time in over 17 years watch some sections. That will certainly be a novelty, after having been confined to the Parc Ferme day in day out running our service for such a long time. I can’t NOT do the drive up through Glencoe, wave at the tree growing out of the rock (long story… but as kids Dad used to wake us up to look at the same! – Ask Hemmo’s and any Lampkin, they used to get woken up to look at it as well!) But yes, to watch some sections would be nice. FINALLY WE ARE FRIENDS Although I am sure I will feel like 10

a spare part. No working out of delay times (Wow)... I can do them in my head I’ve been doing those for so long, but I’m sure someone will chuck their delay card at me with the words “Caz – how long have I got?” Don’t get me wrong, the 14 hours (sometimes) on that car park is extremely hard work; the loading of all the spares, the setting out of the same, the preparation and logistics of the “hire” bikes, looking after riders… it’s always classed in our family as THE WORST WEEK of the year… but it still holds that special place in our hearts. Our hospitality was branded “second to none” – other “contracted” riders used to try and sneak in for some of our scram… we generally let them. This sport is so family orientated it is (and will be) very difficult for someone from outside to integrate and ours is certainly a VERY hard act to follow. A Four-Stroke Winner To win with James in 2007 was unbelievable… Stood at the bottom of the hill with all my and James’s family before he rode up onto the finish ramp, and to see his (and team riders Jack Lee and Andy Huddleston’s) body language as they rode down the back street.. We knew he’d done it... I cried... Personally for me that year I needed that, he knew

that and didn’t disappoint. It was what Trials is about – always has utterly fantastic and a real team been and always will be... Trials = effort. Exactly what this sport is all Family and lifelong Friendships about. As for Amos in 2002, well … simple. what can I say... Amos and this family have a friendship going back YEARS (Back to Cyclo Trials Days) and his win was very very special and was celebrated as only WE START HERE Amos can!! Now I’m not going to get into the politics, the global meltdown and the impact that had on Montesa. The phone is ringing daily at the moment with the “Why aren’t you doing the Montesa service in Scotland?” and it’s a question we cannot politically answer. The switch to four-stroke (and being the leaders) should have paved the way for Montesa, but across the board it increased the base costs of the bikes and therefore the retail. The economy took a downturn and the buying public could no longer justify such a high end cost (despite the brand’s unrivalled reliability). Two-strokes made a resurgence… sales of four-strokes diminished. With over 40 years of experience and Montesa contacts all over the world we are a stick of Montesa rock... cut us in half and that’s what is says... Coupled with unsurpassable knowledge and experience of the brand it’s been a sad demise… But looking forward, we as a family still have a commitment to the sport. That’s

“it laceped es cus doluptas maximincto earum explatem volor aliquis cora esseratque etur, officabore eiciis repe volorep”

DOUGIE DREAMS

TY125- £30...BARGAIN

Classic Trial Magazine 2011

Championship PADDOCK FEATURE

Headline Eribea venduntibus ellamus rerum eos dus del mo cor alignatis sed earupta quodita ssitatur aute ne delit quodit aut recullorem que con re preste plaborepelis eos aped modit optae verum volectur am, tem nonsequ idelibus sitatis sinvenihit id endelignis simus dolore quias excescid experro earum dolessi acearuptia sendunto iur rerum labor as repudae stotas solut re vollenis eveliquam, quam quunt moloren derunt laceped es cus doluptas maximincto earum explatem volor aliquis cora esseratque etur, officabore eiciis repe volorep udandenis nonsedipsae pelibustem harum que etur maximpe rfernatur restium et labo. Ebitatem atur sam lam con platem int faces dis et, escimusam santur, tet eos et vene ipiditatist est est, nonemquunt estiae est, officit excescium nulparcitis autaquis asAHEAD etur, cus quaerru ptibus asim venis rerspid exped ma nostem accaborrum veliqui aces quisquas mo quatem faccate FULL STEAM samendam, conse eos. Words: Stuart Taylor Pictures: Justyn Norek

“I really don’t know what I’m going to do with myself that first week in May… It’s going to be A Four-Stroke Winner very strange. My brother is sad but relieved... he really hated the To win with James in 2007 was headache that went with it all, but unbelievable… Stood at the I still love that place and the event, bottom of the hill with all my and it still is Dad for me… What will James’s family before he rode I do? .. I will probably still drive up onto the finish ramp, and to toOFFERS Fort William for a few days’ see his (and team riders Jack Lee holiday and for the first time in and Andy Huddleston’s) body over 17 years watch some sections. language as they rode down the That will certainly be a novelty, back street.. We knew he’d done after having been confined to it... I cried... Personally for me the Parc Ferme day in day out that year I needed that, he knew running our service for such a long time. I can’t NOT do the drive up through Glencoe, wave at the tree growing out of the rock (long story… but as kids Dad used to wake us up to look at the same! – Ask Hemmo’s and any Lampkin, they used to get woken up to look at it as well!) But yes, to watch some sections would be nice. DOES AS IT SAYS ON THE FUEL TANK Although I am sure I will feel like

that and didn’t disappoint. It was utterly fantastic and a real team effort. Exactly what this sport is all about. As for Amos in 2002, well what can I say... Amos and this family have a friendship going back YEARS (Back to Cyclo Trials Days) and his win was very very special and was celebrated as only Amos can!!

Now I’m not going to get into the politics, the global meltdown and the impact that had on Montesa. The phone is ringing daily at the moment with the “Why aren’t SPRINTER you doing the Montesa service in Scotland?” and it’s a question we cannot politically answer. The switch to four-stroke (and being the leaders) should have paved the way for Montesa, but across the board it increased the base costs of the bikes and therefore the retail. OLD MEETS NEW The economy took a downturn and the buying public could no longer justify such a high end cost (despite the brand’s unrivalled reliability). Two-strokes made a resurgence… sales of four-strokes diminished. With over 40 years of experience and Montesa contacts all over the world we are a stick of Montesa rock... cut us in half and that’s what is says... Coupled with unsurpassable knowledge and experience of the brand it’s been a sad demise… But looking forward, we as a family still have a commitment to the sport. That’s

“it laceped es cus doluptas maximincto earum explatem volor aliquis cora esseratque etur, officabore eiciis repe ONE CRAZY volorep” FRENCHMAN - RESPECT!

Classic Trial Magazine 2011

GET A GRIP what Trials is about – always has been and always will be... Trials = Family and lifelong Friendships … simple.

WE ARE FINISHED

SHOP Trials

SHOP 6

Classic Trial Magazine 2011

Trials SHOP 1 Helmet Zone 3 ABS Hebo

With a pull down clear visor which is retractable and can be removed, Spanish company Hebo bring us a “First” with this new style of helmet. With an ABS resin construction and Micro buckle fastening you can not only look cool but keep cool as it also features channelled air intake’s, it’s also EC2205 approved for added safety. Size: XS - XL – RRP: £99.99 for Square pattern design and £89.99 for Plain helmet in black or white.

Contact: 01282 473190 Mail: sales@apico.co.uk Web: www.apico.co.uk 2 Yamaha TY Silencer Trail and Trials Well known supplier of Yamaha TY parts John Cane can now supply these aluminium rear silencers to suit the Yamaha twin-shock TY 250cc. Once again supplied to a very high standard it will also improve the performance of your machine.

Contact: 01204 799407 Mail: trials@tytrials.co.uk Web: www.tytrials.co.uk 3 Fuel Tank Sammy Miller Are you building or preparing a special or pre-65 trials machine? This new universal fuel tank is styled around the Ossa/Suzuki RL alloy tanks. It is slim and stylish and comes complete with tap and cap. The tank is available ready for painting in the aqua blast finish (shown) or can be supplied polished.

Contact: 01425 616446 Mail: products@sammymiller.co.uk Web: www.products.sammymiller.co.uk 4 & 5 Riding Shirt and Pant 2012 Clice The new 2012 Clice clothing is due to arrive in the UK by the middle of October and will be available from your local dealer’s with immediate effect. The Spanish- made trials clothing has proved to be very successful over the last few years and its quality, design and price make it a very popular choice for the discerning trials rider. Colours: White/Black - Black/Red - Black/ Blue - Grey/Black. Sizes: XS-XXXL RRP: Shirt: £43.00 – Pant: £104.00

Tel - 01423 772885 Fax - 01423 772205 Mail: info@mrsltd.co.uk Web: www.mrsltd.co.uk 6 Boot Novogar

The best ‘Value for money’ Trials boot on the market is what the manufacturers claim! Superb price and excellent quality boot. Novogar use a VIBRAM sole which is the leading manufacturer of ‘walking boot’ soles and they have developed a superb Trials sole which is both very hard wearing and grips to rocks incredibly well. RRP: £159.99 Inc vat. Colours: Black with black plastic - White with red plastic (Team boot) Nabuck with red plastic - Nabuck with blue plastic

Contact: 01298 766813 - Mail: sales@gasgasuk.com 7 Twin-Shock Falcon For the twin-shock enthusiast Falcon present there superb range of shock absorbers. Available for all applications they are available in steel or lightweight aluminium, are fully rebuild able and a set up service is also on offer. Falcon has been in this type of business for many years and can provide each pair built to your own specifications. Give them a call for all your requirements and prices.

Contact: 01929 554545 (After 1pm please) Mail: falconshockabsorbers.co.uk Web: www. falconshockabsorbers.co.uk Web: www.trialendurodirect.com 8 Pre-65 SSDT 2011 DVD CJB

Yes the 2011 Pre-65 SSDT review DVD is now available from CJB. With three hours of coverage on the two DVD set relive the superb classic event.

Contact: 01564 703215 – Web: www.cjbphotographic.co.uk 9 Classic Shock Absorber “Magical” The Magicals product line is now in stock and the new 2011 range of Magicals shocks with adjustable damping will be available before the end of 2010.

A new website will be online soon at www.themagicals.co.uk but some Magicals products are listed at www.yamahamajesty.com. 10 ‘6D’ 6 Days Asymmetrical Trial Grips S3 S3 have developed the new “6D” 6 days asymmetrical trial grips which will feel comfortable due to their ‘dual compound’, they are available in 4 different colours. RRP: £10.99 Inc vat

Contact: 01298 766813 Mail: sales@trialendurodirect.com Web: www.trialendurodirect.com 11 Bike Holder Yoomee From aftermarket supplier Yoomee is this MK 11 version of the removable bike holder. It is suitable for all machines from Trials to Enduro. The unique holder slides into the base plate to make your machine safe for transport, but can be easily removed to leave your van flat for everyday use. Colour: Alloy RRP: £99.99 (Free UK Shipping)

Contact: 01663 749163 Mail: postmaster@yoomee.co.uk 12 Low Pressure Gauge Venhill The VT37 Gauge has a pressure range of 0-15Psi (0 to 4 Bar), so is ideal for trials use. The 2inch dial gauge indicates in both Psi and Bar, both in small increments for an accurate reading. RRP: £19.08

Contact: 01306 885111 – Web: www.venhill.co.uk/Motorcycle_Tools 13 Training DVD SM Products New for 2010 and produced exclusively for SM products is this new Classic and Twinshock trials riding DVD. The aim of this DVD is to help riders of all ages and abilities and to improve their off-road skills. Filmed in conjunction with trials legend Mick Andrews the shared knowledge is an asset to all riders. RRP: £17.50

Contact: 01425 616446 Mail: sales@sammymillerproducts.co.uk Web: www.sammymillerproducts.co.uk Classic Trial Magazine 2011

CELEBRATION Scottish Six Days Trial

Centenary

A lunch check in the 1928.

In the early 1900s the world and the wheel were still, in modern terms, quite primitive to what we know today. The motor cycle was introduced to the world as a new form of transport. Easy to use and not expensive, in fact affordable and as the new way to travel, it also opened the door to the vast public audience as a new form of pleasure. The early history of the Scottish Six Days Trial runs alongside the history of the motorcycle, and the original SSDT was mainly a test of reliability for the men and machines, something very similar to the present event. To win the event is still the ultimate accolade for many riders and manufacturers, and it’s still viewed by the trials-buying public as the ultimate test for man and machine in 2011; yes it really has proudly stood the test of time. Words: John Hulme Pictures: Big John – Colin Bullock – Eric Kitchen – The Crane Collection – Deryk Wylde – Off Road Archive

Hugh Viney (AJS) on Devils Staircase in 1950.

Jeff Smith (BSA) Tackles Town Hall Brae in 1953.

ver since those early days the event has attracted the attention of the motorcycle industry around the world with such famous names as Ariel, Triumph, Matchless and Douglas, to name a few, using it as the window for the public to view their products and put them to the ultimate test of man and machine, a true test of the reliability for both. The sales benefit of winning such a prestigious event, even in the modern world, is a major selling point for them, especially in the competitive world we now live in. The event originated as a five-day reliability trial run by the Edinburgh MC in July 1909, attracting much public and media interest even though it only had 26 entrants. It soon earned the accolade of being ‘the most severe motorcycling trial ever held’ and subsequently in 1910 it moved to the sixday format used today. Due to the enormous logistical task of running such an event, in 1911 the Edinburgh MC merged with a series of other motorcycling clubs to form the current Edinburgh & District MC, and this new club has organised the ‘Scottish’ ever since. Edinburgh seemed the natural location to start and finish the event from and, rather than being a series of daily routes returning to the starting point each day, the trial took in the whole of Scotland. It was a six-day journey from Edinburgh to John O’Groats and back with designated stopping points for overnight stays throughout the week. In 1914 the rules changed, introducing time penalties and deductions for machine faults. After the ‘Great War’ 1914 – 1918, and at short notice, the club decided to run the event again in July 1919 with 72 riders entered, even though the manufacturers felt they could not support the event so soon after the war. In the 1920s light cars were permitted to take part in the event for a short period – it appears the motor car industry wanted a part of the action! Through the twenties and thirties the event’s appeal gathered and it was recognised in the trade as the ‘one to win’. The present results format, as we know it today, was introduced in 1932 and changed to recognise individual riders, with Bob McGregor on his Rudge becoming the first of many worthy winners. Classic Trial Magazine 2011

Scottish Six Days Trial CELEBRATION Sammy Miller Winner 1964

Gordon Jackson (AJS) Winner 1956, 58, 60 & 61 Mick Andrews (James) 1965 3rd Place

u 1967 Programme cover showing 1966 Winner Alan Lampkin (BSA) Sammy Miller “Weighs In” the Bultaco 1970 2nd Place

p Mick Andrews (Ossa) Winner 1970 – 1972

Classic Trial Magazine 2011

CELEBRATION Scottish Six Days Trial

Martin Lampkin (Bultaco) Winner 1976 – 1978 Winner p The Winning Tools – Sammy Miller 1968

q Mick Andrews (Yamaha) Winner 1974 – 1975

New Generation

In 1938 Fort William was chosen as a new central point for the trial although the start and finish of the week would still be in Edinburgh. This didn’t take effect immediately as the trial was halted during the Second World War, just as Allen Jefferies gave Triumph their first win in 1939. As with all things in the world the war accelerated machine development and in 1947 the event resumed. It was based in Fort William due to the post-war fuel shortages and continued to grow from strength to strength, attracting new manufacturers and riders. In 1950 it moved back to Edinburgh as the world recovery from the dismal war days began to bring us such great names as Hugh Viney on the AJS. A new breed of rider, he became the first consecutive winner on three occasions (1947 – 1949) before taking his final win in 1953. The powerful motorcycle industry in England wanted so much to win the event, and they traded punches with the four-stroke machines: 1950 Artie Ratcliffe (Matchless) – 1951 John Draper (BSA) – 1952 Johnny Brittain and future world motocross champion (Royal Enfield) took his only win in 1955 on the BSA. Roy Peplow entered the history books of this famous event with a win on the 199cc Triumph Tiger Cub in 1959, a first for a small-engined machine. In 1956 a new name appeared on the winner’s trophy, Gordon Jackson (AJS). In 1961 he won by losing a single mark, a feat which has not been matched to the present day, taking his final total to four famous victories (1956 – 1958 – 1960 – 1961) and another new record had been set! In 1962 the Irish talent of a young road racer turned trials star Sammy Miller attacked the event on the famous Ariel GOV 132, having made his debut in 1954 on his home-built SHS special. He would take the first of his five wins, two on the Ariel before leading the Spanish armada in trials on the Bultaco (1965 – 1967 – 1968). Arthur Lampkin (BSA) and his younger brother Alan ‘Sid’ (BSA) took wins in 1963 and 1966. The win by the younger Lampkin in 1966 would be the last on a four-stroke machine, a record which would stand for forty years. With the entry now having a massive rise in riders on Spanish machines from Bultaco, Montesa and Ossa, the once mighty British motorcycle industry fell into decline with one final twist in the tail. Greeves motorcycles had once been a major player in the event but with the supply of the engines from Villiers now coming to an end Bill Wilkinson gave the brand its one and only win in 1969, taking a memorable win in front of the fancied Mick Andrews (Ossa) and that man Miller on the Bultaco. ‘Magical’ Mick Andrews was now a serious contender for a ‘Scottish’ win and he duly obliged with three in a row on the Ossa (1970 – 1972). By 16

Classic Trial Magazine 2011

Scottish Six Days Trial CELEBRATION Yrjo Vesterinen (Montesa-FIN) Winner 1980

t Malcolm Rathmell (Montesa) Winner 1973 â&#x20AC;&#x201C; 1979

Classic Trial Magazine 2011

the 1970s the popularity of the SSDT had exceeded all expectations and entries had to be limited by ballot for the first time in 1973, as it became impossible for all entrants to complete the daily route within daylight hours. European Trials Champion Malcolm Rathmell would take the first of his wins on the Bultaco in 1973 before Andrews once again added his name to the record books with the first and only wins for a Japanese manufacturer in 1974 and 1975, his last of five wins. In 1977 the link with Edinburgh was finally broken, and the event started and finished in Fort William rather than having the traditional runs to Edinburgh at the open and close of the week. Martin Lampkin, the youngest of the three famous brothers took the first of a three-consecutive winning streak from 1976 until 1978 before he lost the win in dramatic style on the slopes of Ben Nevis on the final day to good friend and rival Malcolm Rathmell on the Montesa. For Rathmell it was a deserved win, after taking a five mark penalty on the Monday morning when his machine would not start in the allocated one minute time allowance. 17

CELEBRATION Scottish Six Days Trial Giles Burgat (SWM-ITA) Winner 1981

Thierry Michaud (Fantic-FRA) Winner 1984 – 1986

Bernie Schreiber (SWM-USA) Winner 1982

Foreign Invasion

With the first foreign machine win from Miller and Bultaco in 1965 it would be the cool Finnish rider Yrjo Vesterinen who would claim the first win by a foreign rider in 1980 on the Montesa, a trend that would follow for the following eight years starting with the first win from an Italian manufacturer with SWM mounted French rider Giles Burgat. Tall American rider Bernie Schreiber, once again on SWM, would give the USA its only ever win before Spanish Montesa rider Toni Gorgot took a surprise win in 1983. Thierry Michaud from France on the Fantic would join an elusive club of three-time consecutive winners on the Fantic from 1984 – 1986 with the trial attracting large numbers of riders and supporters. Super Spaniard Jordi Tarres with his radical riding style would take the first win for Italian manufacturer Beta before Steve Saunders put the ‘Great’ back in Britain with four consecutive wins on Fantic and Beta from 1988 – 1991. Mr ‘Showtime’ Steve Colley would take the first of four wins (1992 18

Steve Saunders (Fantic – Beta) Winner 1988 - 1992

and 1993 on Beta – 1997 Gas Gas) before taking a win in 2000 also on Gas Gas. Once again the event witnessed a new generation of riders moving through the sport with the biggest name ever in trials, Britain’s Dougie Lampkin on the Beta, taking the wins from 1994 – 1996 before Colley won again and Graham Jarvis started a winning trend in 1998 (Scorpa) – 1999 (Bultaco) – 2004 (Sherco) – 2006 (Sherco). The early 1990s tested the SSDT when the focus shifted to world trials; entries diminished and many predicted the end of the event, but that didn’t last for long and by the time the nineties arrived the event was more popular than ever before, with the introduction of the no-stop rule. The dreaded foot and mouth epidemic would see the trial cancelled in 2001 but the riders returned in force in 2002, with one of the most popular wins of modern times when Spaniard Amos Bilbao took the win for Montesa. 2003 saw the relatively new Spanish manufacturer Sherco take wins with Joan Pons 2003 – Jarvis 2004 – Sam Connor 2005, and Jarvis once again

in 2006. The last time the event was won with a four-stroke powered machine was in 1966 but young British talent James Dabill would change the history books with a win on the 300cc TRW Montesa, forty years later! Dougie Lampkin returned from winning 12 world championship titles and 99 world round wins to take wins in 2008 and 2009 on the Beta, as Alexz Wigg continued the Beta trend with a win in 2010 before a dramatic last day in 2011 would witness previous winner in 2007, James Dabill, raise the roof with another win; yes it is still the event they all want to win! The event is still unique in the modern world and heads into the future with much to offer for both the riders and spectators. The world’s leading riders now believe they cannot change their riding style from the requirements of the World series but as they say “The wheels are round and always will be”. I wonder how long it will be before we witness the return of these riders to what is without a doubt ‘The Greatest Trial in the World’. n Classic Trial Magazine 2011

LIFEâ&#x20AC;&#x2122;S FULL OF UPS AND DOWNS WEAR THE RIGHT CLOTHES www.feridaxoffroad.com

R C S B U S MOTORCYCLE – CYCLE – SIDE -CAR & CLASSIC Section

UK ONLY

Overseas, please email subscriptions@warnersgroup.co.uk or call +44 1778 392481

NE OPTION O SAVE £3s.u9e9 s)

IEW:

INTERV AN – BATM -PIERRE

GOY JEAN

1 year (6 is

CLASSIC TEST:

E PROTOTYP YAMAHA

LEGEND:

LLUIS GALLACH

£1d9of.£9235 .94

CLOTHING:

KIT REVIEW WITH: FIVE MINUTES

MTB King – Steve Peat

Young ders Preten ON TRIAL

instea

ISSUE! GET ONE FREE

Sherco ta, Scorpa & MOTORC s,–Be Ga sYC LE CYCLE – SIDE 125cc Ga -CAR & CLAS SIC CLE: KOXX CY PLUS TES Section K CARTHY : JAC Bi-Monthly / April 2011 – Issue 26 - March

5-MINU R INS IDE : DO UB LE PO STE

9 771753 004034

UK £3.99. MARCH/APRIL 2011

O OPTION T.W 4 SAVE £13 u9 es)

La di es /C yc le

.com

www.trialmag

Trials Magazine Issue 26.indd 1

1 year (6 iss G T-SHIRT A M L IA R T S U PL

15/03/2011 20:02

FREESTYLE:

TUNNEL TIME

JACK CHALLONER

£26.99 L A E D A G MEPTION THREE FREDEabill Delivers

ON TEST:

FACTORY REPLICA

300cc BETA

40.93 instead of £ SUE!

IS GET ONE FREE

CLASSIC:

PRE-65

FIVE MINUTES WITH:

MR TV k Burnicle

Jac

CIAL Limited MA OffSSI er VE 116 PAGE SSDT SPE

O TIME T-Shir t D E T I M I L A R FO SSDT/ Travel

MOTORCYCLE – CYCLE – SIDE -CAR & CLASSIC

2011

.88 SAVE £2S4 SUES AND

9 771753 004034

– Bi-Monthly Issue 27 – May / June 2011

PLUS CYCLE: ONZA

MOROCCO TRAVEL: Section

UK £3.99. MAY/JUNE

ER INSID E: on Two Year DOUBLE POST 28 Subscriptio ns! Trials Magazine

Issue 27.indd 1

www.trialmag.com 17/05/2011 15:35

EI GET TWO FREL MAG T-SHIRT A FREE TRIA

9 9 . 9 3 £ y l On

MEETING:

JOTAGAS

sues) 2 years (12 is

WITH: FIVE MINUTES

MICHAEL BROWN

COMPARISON

CLASSIC: WE RIDE THE

PRE-65 SSDT WINNER

ny Vs Cabesta s Raga Replica – Bi-Monthly / August 2011 Issue 28 – July

9 771753 004034

www.trialmag.com

UK £3.99. JULY/AUGUST 2011

ES CYCLE: TARTY BIK

EL : TH E TR AVET LI ST CK U B ST ER INS IDE PO LE UB DO

.com

www.trialmag

Trials Magazine Issue 28.indd 1 19/07/2011 09:35

RIBE Limited

Offer

FREE T-Shir t on T o Yea Subscw riptionsr !

SUBSCRIPTION FORM

■ Subscribe to Trial Magazine. 1 Year plus 1 free magazine for £19.95 ■ Subscribe to Trial Magazine. 1 Year, plus 1 free magazine and T-Shirt for £26.99 ■ LIMITED TIME OFFER: Subscribe to Trial Magazine. 2 Years plus 2 FREE magazines and T-SHIRT for just £39.99 T-Shirt Size:

■ Small ■ Medium ■ Large ■ Extra Large

If no size given then any available size will be sent. Please fill the form below and return to: Trial Magazine, Subscription Department, West Street, Bourne, Lincolnshire PE10 9PH Tel: 01778 392481 • Fax: 01778 421706 Email: subscriptions@warnersgroup.co.uk Full Name: Address:

Postcode: Phone number: Email: (UK ONLY: Overseas enquiries please email: subscriptions@warnersgroup.co.uk).

METHOD OF PAYMENT You can pay by cheque, card or direct debit. I’m paying by Cheque I’m paying by Card

made payable to Trial Magazine Visa, Eurocard, Mastercard

Card N°: Expiry date:

Security code:

Signature:............................................................................. Date:..................................

Direct Debit Ordering Details I would like to pay by Direct Debit:

£19.95

£26.99

£39.99

Instructions to your Bank or Building Society to pay by Direct Debit. Name(s) of Account Holder (s):...................................................................................... Bank/Building Society account number: Branch sort code:

Name of your Bank or Building Society To the Manager: Bank / Building Society

Ref number (OFFICE USE ONLY) Banks and Building Societies may not accept Direct Debit instructions for some type of account

Originator’s Identiﬁcation Number Instruction to your Bank or Building Society Please pay Warners Group Publications Plc. Direct Debits from the account detailed in these instructions subject to the safeguards assured by the Direct Debit Guarantee. I understand that this instruction may remain with Warners Group Publications Plc and, if so, details will be passed electronically to my Bank/ Building Society.

Signature:............................................................................. Date:..................................

HISTORY PRE-65 SSDT

The one to win The Pre-65 Scottish was first held in 1984 when it evolved from an idea by Bob Adamson, the Edinburgh and District club then hosted the event in Kinlochleven on the Wednesday of the main Six Days Trial. The reason for the mid-week day was to ease the parking problems at the old Achlain group of sections and give the spectators a diversion from the main event. The trial was run over one day on private ground taking in some of the popular section groups such as Pipeline. It has now grown into the success it is today in the two-day format and become the Pre-65 trial of the year, to be known as ‘The One to Win’. Words: John Hulme. Pictures: Colin Bullock – Jonny – David Dench – Jean Caillou – John Shirt Snr

Classic Trial Magazine 2011

PRE-65 SSDT HISTORY

Sammy Miller (Ariel) made a winning return to the Highlands in 1984 to win the first Pre-65 SSDT

Peter McCanna (Tri-Greeves) 2010

Classic Trial Magazine 2011

he 1984 event had the spectators turning out in mass as Sammy Miller returned on a replica of the world famous Ariel GOV 132 to take the first of his three wins in the event; at Pipeline it was like winding the clock back as the crowds converged to watch ‘That man Miller’. In 1985 we saw the first of many joint winners as Miller tied on three marks with Derbyshire based builder Brian Cottrell. Cottrell was dubbed the ‘unknown’ after this event as he was a relative newcomer to the sport. Miller returned for his final ride in the event in 1986, taking the win with a superb one mark effort after a hard day’s work. The trial was now so popular with the Pre-65 brigade on a large variety of two- and four-stroke machines, with riders from many continents. Ex-works Ossa and Bultaco rider Dave Thorpe took his first win in 1987 with a brilliant clean ride. To prove this was no fluke he took three more wins in a row through to 1997, when it moved to the two-day format. On the famous Pipeline sections in 1988 Tim Bell on his 500cc Royal Enfield would become the first ever rider to clean the sections on a Pre-65 machine. Winner Thorpe also cleaned them but he was later in the entry list. On a nice Triumph prepared by his father, Fantic specialist Bill, David Pye was the new youngster wanting to win this now prestigious trial. He won in 1991 before a genuine Scottish legend returned in 1992. What can you say about the great Scottish Six Days Trial legend Mick Andrews? His entry in the trial had the crowds back in their hundreds, and he did not disappoint. In a hotly contested 23

HISTORY PRE-65 SSDT The â&#x20AC;&#x2DC;Unknownâ&#x20AC;&#x2122; Brian Cottrell (BSA) took a popular win in 1985

Dave Thorpe (Triumph) is a six-time winner of the event between 1987 and 1997

t Arthur and Alan u Lampkin in the 1985 mounted on their old works BSA machines

Mick Andrews attacks Pipeline on the Douglas in 2006

Seen here on a James Alan Wright holds the tilte of the smallest capacity machine win on his 175cc BSA Bantam in 1995

Classic Trial Magazine 2011

PRE-65 SSDT HISTORY

Mick Andrews took his first of five wins in 1992, seen here with Don Smith and his wife Jill

Frenchman Jean Caillou is a popular visitor to the event

event he tied on marks with Midlander Alan Wright to take his first of five wins mounted on his James. He was now the man to beat but to prove he still had the magic he had a clean ride in 1993, sharing the win with ‘Thorpey’ as he also had a faultless ride. 1994 saw Mick take his third win in a row on the big Ariel which was on loan from Julian Wigg; his brilliance on all types of machinery has long been admired by many. Once again though he had to share the trophy with Sheffield based Roy Wilson. The smallest capacity-engined machine to win the event came from the ex-works 175cc BSA Bantam of Mick Bowers in 1995 when Alan Wright took his second win in the event, this time an outright victory – the first for a few years. The ever popular Triumph Tiger Cub

Classic Trial Magazine 2011

won once again in 1996 with design engineer Matt Chambers on board. For 1997 the two-day event format was introduced, as it is now used, and once again proved a huge success. The evergreen Dave Thorpe took his winning tally to six as the club struggled with the popularity of the event, which would eventually leave the club no option but to ballot the entries. 1998 once again saw a two-stroke winner with the jovial Roger Williams on board his James. The foreign invasion had been threatening to take a win for a while, and big Swede Stig Karlsson duly delivered as he took wins in 1999 and 2000. 1999 saw the road work introduced to ease the problem of land erosion around Kinlochleven, which added to the spirit of the event. With no trial held in 2001 due to the Foot

and Mouth epidemic the eager riders had to wait until 2002 although many spectators still travelled to Scotland for their annual Highland holiday. ‘Monarch of the Glen’ Mick Andrews returned with his James to take a convincing win with a superb clean sheet on both days, no mean achievement from ‘Magical’ Mick. Scott Dommett took the 2003 win on his father’s ex-works Cotton, while in 2004 Neil Gaunt interrupted the two-strokes with a win on the big 500cc Royal Enfield. 2005 saw the most difficult event to date. On the Friday the heavens opened up and turned the slow-running rivers into raging torrents. Mick Andrews used all his ‘Scottish’ experience to take the win after posting best score on both days finishing on fifteen marks lost, quite a high score in an event 25

HISTORY PRE-65 SSDT Mike Rapley (James) 2007

Rob Petiet (Norton) from the Netherlands 2007

David Moffat (Triumph) 2011

Tony Calvert (Triumph) Winner 2007-2008

Paul Hayes (Triumph) Winner 2009–2010

which would see many retirements. Neil Gaunt had been dominant on the domestic front on his home-built Ariel and, in baking hot weather, took the 2006 win. After his retirement due to machine failure the previous year, Tony Calvert took his first win in 2007 and followed this up in 2008 with another popular win. Following on with the Triumph Tiger Cub trend Lancastrian Paul Heyes had back-to-back wins in 2009 and 2010. Following in the footsteps of previous Scottish Six Day Trial winners Sammy Miller and Mick Andrews, Steve Saunders attempted the trial in 2010 on a Triumph Twin finishing in an encouraging fifth place; he returned with more experience on a Pre-65 machine and rode the Trifield (Triumph engine in a Royal Enfield frame) to the 2011 win. n “If you fancy your chances at winning this event then make sure you can carry the riding number 57”. This number has seen wins from: Dave Thorpe (1993), Mick Andrews (1994) and Paul Heyes (2009)

Steve Saunders (Trifield) Winner 2011

WINNERS: 1984-2011 WINNERS: 1984, Sammy Miller (Ariel); 1985, Brian Cottrell (B.S.A & Sammy Miller (Ariel); 1986: Sammy Miller (Ariel); 1987–1990, Dave Thorpe (Triumph); 1991, David Pye (Triumph); 1992, Mick Andrews (James) & Alan Wright (BSA); 1993, Mick Andrews (James) & Dave Thorpe (Triumph); 1994, Mick Andrews (Ariel) & Roy Wilson (Triumph); 1995, Alan Wright (BSA); 1996, Matt Chambers (Triumph); 1997, Dave Thorpe (Triumph); 1998, Roger Williams (James); 1999-2000, Stig Karlsson (Triumph/Ariel); 2002, Mick Andrews (James); 2003, Scott Dommett (Cotton); 2004, Neil Gaunt (Royal Enfield); 2005, Mick Andrews (James); 2006, Neil Gaunt (Ariel); 2007 – 2008, Tony Calvert (Triumph); 2009-2010, Paul Heyes (Triumph); 2011, Steve Saunders (Trifield).

Classic Trial Magazine 2011

TY Classic TrialMag 1011 08 October 2011 12:51:19

Classic Trial Magazine 2011

ENGINEER John Shirt Snr

Genius Buxton is situated in the Peak District in the North of England surrounded by many of trials’ most famous sections, which have been used since the start of observed events in the early twenties, such as Hawks Nest, Manor Steps and Hollinsclough, to name but a few. It is also associated with the home of the man who changed the design of the modern trials machine for ever with the introduction the legendary monoshock Yamaha trials machine in the early eighties, John Shirt Snr. The start of this adventure, though, takes us back to humble beginnings in a small garage before one man and his dream would deliver a world championship round-winning machine by the name of Majesty (Mick Andrews John Edward Shirt Trials Yamaha). Words: John Hulme with John Shirt Snr Pictures: John Hulme – Eric Kitchen – Barry Robinson – Janice Eyre – The Shirt Collection – Bill Lawless – John Dickinson

Classic Trial Magazine 2011

John Shirt Snr ENGINEER

ncouraged by his parents John Shirt Snr served his apprenticeship at the local branch of Kennings, a familiar chain of garages based in the Peak District area. While serving the apprenticeship he used his innovative brain to modify cars to make them go that little bit quicker; this early experience would prove invaluable in later life. He would then move to the local mushroom farm. Based underground he was involved in looking after the large forklift truck fleet as well as the Classic Trial Magazine 2011

other vehicles used by the company. Around this time he was riding in both trials and motocross on the early DOT machines with his good friend Norman Eyre. Having met his future wife Margaret through a move of employment, the arrival of a young family, daughter Joanne and John Jnr, meant he would need a better wage. When the deposit was put on his house in Burbage on the outskirts of Buxton, a house he still lives in to the present day, a move to Buxton Limestone Ltd and into quarry life at Grinlow, near

Buxton doing similar work would give further security for another few years. His father was a builder and had some property on Stable Lane, Buxton, and John moved into it to start the self employed adventure. He would open the premises as a motor vehicle repair business and, with his contacts, work would be always on hand to be done; no job too small, no job too big. A local speedway tuner lived nearby, Guy Allot, and John decided to try his hand at the ‘Left Corner’ sport. After many crashes and a few minor

injuries riding in the second half of the league events at Bell-Vue, Sheffield and Stoke to name a few, he decided he was useless – his own words! During this time though he would make many friends, and he noticed that the popular Jawa machines had an exposed chain drive on the engine. He duly made a prototype guard and it was tested by none other than the great Peter Collins, who would go on to take a world championship title. Other world champions to use the product would be speedway legends such 29

ENGINEER John Shirt Snr

John on the left with Norman Eyre in the sixties at a scrambles meeting.

Mick Andrews on the single-shock cantilever machine in 1974 SSDT 1979

as Ivan Mauger and Ole Olsen. The covers are still used to the current day, supplied through the Shirt Empire. The early seventies would see the burning of much midnight oil at Stable Lane as he provided for the young family, and during this period he also started to polish handlebars for the newly formed Renthal Company based nearby at Bollington. John’s wife Margaret would collect boxes of the handlebars, John would polish them and she would return them, all for six pence per product!

A Return to Trials

He decided that he needed a break during these hectic times in the seventies and purchased a second-hand Ossa MAR 250cc to start riding in his first love, trials, in 1975. John had come into contact with Mick Andrews and his father Tom during his early days and they had always kept in 30

became very popular, available in 80cc, 175cc and 250cc engine sizes in the UK. The buying public expected a ‘works replica’ similar to Andrews’s single-shock machine, but when he appeared back on the twinshock machine, winning the 1975 Wye Valley national in the March, many potential customers were put off buying the existing model, which had only seen minor cosmetic changes since its introduction. At the end of the year Yamaha in Japan announced they were pulling out of trials and Andrews would eventually sign a contract with Yamaha Amsterdam in Holland. Development continued with Andrews based in Holland but, when he won the 1976 Bemrose trial on the 360cc, he convinced Shirt to swop the aging Ossa for a production TY 250cc. The machine would come from Barrie Rodgers Motorcycles in Derby via Macdonald Motorcycles in nearby Macclesfield where the Ossa was traded in. His debut on the new machine was at a local Macclesfield Club trial in January 1977 where he finished ninth; the Yamaha adventure had begun. During the year ‘Shirty’ started to modify the machine and make the parts available to the buying public starting with the removal of the oil tank, feed and pump set up for the two-stroke oil, which in turn allowed the new slimline cover to be fitted, which he could also supply. He then started to supply a heavyweight chain conversion kit which was soon followed by the repositioning of the rear suspension dampers. He would also help with the preparation of a 250cc for Andrews to ride in the SSDT. In June, Andrews was informed that Yamaha had finished with the research and development of the trials machines after a five year period. The TY range of machines was still available with the 250cc priced at £700.00. In 1978 Andrews moved back to the UK to live permanently and in the April returned to his first love, Ossa.

Works Replicas

touch, and he followed his move to Yamaha in 1973 with much interest. Yamaha had wanted to try so many new ideas on the trials machine and Andrews was to help them develop the new TY range of machines. After the success of the new machine Andrews won the 1974 SSDT on the new singleshock cantilever machine which

also featured fuel injection; he also gave them their first World round win in Belgium the same year, eventually finishing third in the series. During this period Shirt and Andrews would come into contact more often and Mick would call at the Buxton premises to show John the machine modifications that had been carried out. The TY machines

During the summer months and with the Yamaha modified parts beginning to sell well news came out in the press that Mick Andrews would start to build ‘Works Replica’ machines with a 320cc conversion on them; it was also stated that the work would be carried out in Buxton with John Shirt instrumental in the project. Andrews gave Shirt a modified 320cc cylinder barrel that had not worked as they expected, but with his expertise and a few modifications he fitted it to his own modified TY 250cc and results were Classic Trial Magazine 2011

John Shirt Snr ENGINEER

Johnâ&#x20AC;&#x2122;s first attempt at the Scottish Six Days Trial in 1979 on the Majesty 1980 SSDT Mick Andrews on his way to 4th position

SSDT 1979

Mick Andrews takes the Majesty to its World round win in 1980

Classic Trial Magazine 2011

ENGINEER John Shirt Snr

The proud Yamaha Majesty’s line-up at the finish of the 1980 SSDT

John Hulme on the modified-framed Majesty 320cc June 1980

Watched by his late wife Margaret and Rob Shepherd, John in ‘hands on mode’ with the machine preparation SSDT 1981 John at the 1980 Clayton Trial with John Hulme and Sam Brownlee

Yamaha had a large presence at the 1980 SSDT

very encouraging. The basic Yamaha TY 250cc was very well engineered but to pull it in line with the current range of machines available it would need some drastic modifications. He soon set about making many significant changes to the frame and engine. The ground clearance was a major issue and so he cut and modified the original frame to gain the extra clearance needed, using the original mounting plates but relocating them on the frame higher up. The steering head angle was ‘tweaked’ and the rear shocks angled to improve performance, and to finish off the new look Andrews donated one of the hand-built alloy fuel tanks from his ‘works’ Yamaha days. With all the unnecessary steel work and lights removed it looked very competitive. Early testing confirmed its potential in the hands of Shirt and some local riders. Always on the lookout for new ideas his friend Norman Eyre had a Yamaha TY 175cc; Shirt converted this to 197cc by fitting a new liner and re-boring it. Once again the results were very encouraging, giving the modified machine a new lease of life. Come September, enquiries for the 320cc conversion were coming thick and fast; any owner of an aging TY 250cc could fit the 320cc kit and, priced at £112.05, it made a good alternative to swopping your machine. With the full frame and engine kits now available, ‘Shirty’ rode his ‘production’ machine in the local National Bemrose trial. The first production JES/MA 320cc machines went to John Pallam in Cornwall, and Norman Cosgrove and Richard Moxon in Sussex. 32

On Show

Early 1979 would see a huge breakthrough for John as he was allowed to display the new Majesty on the official Yamaha importer’s stand, Mitsui, at the annual Racing and Sporting show in London. With both himself and Mick Andrews on the stand the interest in the machine was incredible; priced at £985.00 orders were taken. The new machine was the talk of the trials world and ‘Shirty’ was invited with the machine to a massive trials test in France at the invitation of the well respected magazine Moto Verte. All the current crop of machines were at the test. The winner, which came out on the test with the highest overall points tally, was the Majesty! This prompted sales from Europe for the machine and together with the interest in the 200cc conversion the workshop at Stable Lane was a very busy place to be in. With all this activity you would have thought that a holiday would be needed for the workaholic Shirt, and he duly told his wife that the year’s annual ‘works’ shut down would be spent at the Scottish Six Days Trial where he would make his debut on the Majesty! John built a brand new machine incorporating all the new Majesty parts and modifications and he was, quite rightly, so very proud when he weighed in his new machine in Fort William. One week later he had finished with a first-class award for his efforts with no machine problems reported. On his return he started on the build of eight new machines with enquiries from France, Belgium, Germany Classic Trial Magazine 2011

John Shirt Snr ENGINEER and even Japan despite a small price increase to £1,168.00. The conversions were now in much demand and this created another problem as to what to do with all the parts he was replacing, which included brand new fuel tanks, rear shock absorbers and chain guards to name but a few. He placed an advert in the motorcycle press with original TY fuel tanks priced at £25.00 and rear shocks at £27.00 per pair, which sold like hot cakes, bringing in much needed revenue to pay for the supply of new complete machines. A very promising letter arrived in October from Yamaha as they suggested that the Majesty Yamaha should become part of the model range, prompting Shirt to begin to realise the full potential of the Majesty trials machine range. With Shirt so hands-on producing the converted machines he was able to immediately address any machine problems or manufacturing issues, always listening to customer needs which he considered vital to the future of the machines success. One of these was that the fuel tank capacity needed to be increased and so a new tank arrived, fabricated from thicker material but, most importantly, it had capacity for an extra two litres of fuel. At the same time he had started to have a new design of rear chain guard manufactured as opposed to converting the original ones that fouled on the angled rear shockers. It was show time once again in December and Yamaha Competition Manager Robert Jackson confirmed that John could display both a 200cc and 320cc Majesty on the stand. He also hinted that Yamaha/Mitsui would have a top trials rider in action on the Majesty in 1980! Further to this Mr Tanaka, the project design engineer from Yamaha Amsterdam, hinted of the possibility of a new machine at a later stage. With the well documented problems in the Spanish motorcycle industry now in full flow Mick Andrews was dropped by Ossa and would now devote all his time to the Majesty project. To help sales in his local centre Shirty put a deal together to support local rider John Hulme on a 320cc with a machine at trade price and discounted spares; in return he would compete at Centre and National level. In February Mick Andrews signed a contract to ride in selected World rounds, the Scottish Six Days, the Scott and British championship – Shirty was elated.

The younger Shepherd Norman finished 10th at the 1981 SSDT

Rob Shepherd on the Goddenframed 320cc in early 1981

A World Round Winner

This was on the eve of the British World round in Devon. The day of the event witnessed Andrews at his magical best and he won, taking the scalps of all the works riders! Andrews’s machine featured the footrests positioned ½” further back and an aluminium Fresco silencer, which Shirt offered as a replacement Majesty part for the production machines. With all this excitement there was talk of moving the whole Majesty operation to either Southern Ireland or even Japan to reduce production costs, with Shirty struggling to keep the price competitive with the opposition, due to having to buy complete machines from Yamaha despite the fact he was not an official dealer. He had upped his production of machines and, from ordering a new machine, he could now deliver in six weeks – the completed machine now featuring a coated frame finish after complaints about the painted ones. As is life it all came down to earth with a bump when, on the eve of the Belgium World round Andrews had his machine stolen. It was rumoured at the time that a rival manufacturer had the machine stolen to order, but neither sight nor sound of the machine was ever seen again. He once again entered and finished the event but was immensely proud to have Mick Andrews finish in fourth place with his other supported riders: Ireland’s Derek Burton, John Hulme and Graham Watkins all taking Special First-Class awards. After the event he would also take Welsh Champion Ady Morrison under his Majesty wing. Andrews would win the Bemrose National in September whilst in the British Championship Youth A class, riding the 200cc, Majesty’s Mark Holland finished third with Sam Brownlee in fifth. With the laborious task of converting the frames Shirty looked at having a new frame manufactured from an outside source and contacted his old friend from Speedway, Don Godden, to fabricate a sample of what he wanted. It arrived in mid-September and he immediately built his 320cc Majesty components into the new frame; it weighed 200lbs with fuel and oil. Then Yamaha, who were very impressed with the finished product, suggested they could be produced weekly in batches of twenty-five with the saving in labour of converting the frame. There was also movement behind the scenes as Robert Jackson got the okay for the finances to run a major assault on the British Trials Championship in 1981. After three hard years of financing the whole Majesty project himself it looked like Shirty would be rewarded as Yamaha approached Yorkshire trials ace Rob Shepherd to join them. He had been left high and dry when Honda pulled out of trials at the end of 1980. At a secret test session at Hawks Nest with both the Shepherd brothers Rob and Norman, Shirty explained that he would have the finances from Yamaha to run a three-man team in the British Championship. The elder of the two brothers, Rob, liked the Majesty and they verbally agreed on a twelve-month contract. Classic Trial Magazine 2011

Steve Monk takes a moment at the 1982 SSDT

John testing in the evening after work – Summer 1981

ENGINEER John Shirt Snr Welsh Champion Ady Morrison on the Goddenframed 200cc 1981

On the development front John Hulme rode the new 200cc model fitted with the Godden frame, which featured repositioned footrests and a longer swinging arm, at a local event (Ady Morrison would take a special first-class award on this in the SSDT). The ‘Scottish’ in May would see massive commitment from Yamaha where they expected Rob Shepherd to be a potential winner. He was in the A team with Brother Norman and Ireland’s Derek Burton. On the opening day Rob had problems with the machine on the road, as he considered it not fast enough when hit with the tight time allowance despite his machine having a higher top gear fitted, and he retired on the Tuesday morning much to Shirt’s disappointment. John himself was under much pressure due to team commitments, but soldiered on to finish a creditable 125th and also to express his disappointment at Shepherd’s retirement. The stress of all this activity made Shirt ill and he was ordered to rest by the doctor. Mitsui announced that plans to flood the UK market with the new Majesty had been shelved and that only Shirty will be allowed to supply the machines. The idea from Yamaha had been to have the machines assembled at BSA’s factory at Garrett’s Green in Birmingham; they were so impressed with the successful operation in Buxton, however, that this was how it would remain; they also hinted that there would be a brand new machine from Japan in 1983!

A Mono-Shock!

With the Majesty now red and white, Nigel Birkett at the 1983 SSDT

Team Majesty

Involved as ever, John refuels Birkett’s Majesty at the 1983 SSDT

Two teams would ride Majesty; the Shepherd brothers with Mick Andrews would be in one and, at Shirt’s own expense, he would run a team to include Ady Morrison, John Hulme and Sam Brownlee. 1980 finished on a high as Ady Morrison won the Welsh Trials Championship, and in Ireland Derek Burton also delivered. With 1,200 Yamaha TY engines ear-marked for 1981 it was going to be a busy year. In January seventeen-year-old Steve Monk joined the Majesty set-up to ride in the World rounds; for Shirty this would give him excellent exposure for the machine to a wider audience of customers, and he gave additional support to Nicky England in the Southern Centre on a 200cc Majesty. At the opening British Championship round, the Colmore Cup, Rob Shepherd blew a victory when he stood on the throttle cable in a tight section, which pushed him down to second. Norman Shepherd’s machine featured the latest nickelplated frame supplied by Godden; the new colour scheme was also unveiled on the machine – red and white to replace the yellow (it wasn’t known at the time, but it would be the colour scheme for the new model). In February John signed a two-year deal with Yamaha Amsterdam to continue with the project and the Shepherds signed a deal to take them to the end of 1981. The new red-and-white production machines were priced at £1,250.00 for the 250cc and £1,350.00 for the 320cc. In late March the trials riders attended the Yamaha launch as promising results came in the British Championship and National trials. 34

While ‘resting’, Shirty developed a new 100cc Majesty for his son John Shirt Jnr as he started his trials riding career, progressing from the TY 80. In September Mick Andrews was on a roll, taking the Majesty to a win in the Bemrose National and a sensational win at the British Championship Red Rose Trial, while Rob Shepherd took fourth in the Scott. In November Rob Shepherd announced he would quit the sport after the final British Championship round. After 1981 promised so much it was return to normal in 1982 as they continued to produce the Majesty. There were rumours of big production orders from France but nothing materialised, although he did get an order for two machines from a dealer in Tokyo, Japan. In July Mick Andrews ‘officially’ left Yamaha and the workforce at Stable Lane Buxton consisted of John, Margaret, Sam Brownlee and a young Kevin Hipwell. With the trials market a little quiet during the summer months John decided to produce an economy machine based on the TY 175cc with all the standard components fitted to the Majesty frame, priced at £996.00. This proved very popular because you had the option at a later date to have the 200cc conversion fitted. 1983 started with an offer of a further one-year development contract, but it would be the end of Shirt’s Yamaha trials connection. As usual John himself was quite optimistic that he would have to start looking for new ideas away from the Yamaha conversions, until he received a phone call which would change his life for ever. Yamaha had a new top-secret machine in Japan they had developed, using all the information he had given them from the Majesty, but they needed a rider to assess the machine for them. Nigel Birkett was out of contract from Fantic and so John organised for him to ride schoolboy rider Kevin Bleasdale’s machine in the Lakes Two Day Trial in January. He loved the machine and finished a creditable sixth, and Shirty offered him a twelve-month contract. Yamaha hinted in the press of a new machine but Shirt still denied all knowledge; at this point they contacted him to arrange for Birkett to go to Japan to test the new machine. The new machine was the single-shock, monoshock Yamaha. He tested four machines in Japan but was sworn to secrecy on his return. He rode the Majesty to a Special First-Class award at the SSDT and in June took fifth at the British Championship Alan Trial. Philip Alderson scored his first British Championship points and it was the first time ever that Yamaha had two points-scoring riders in the series. In July the face of trials changed for ever as John Shirt returned with Nigel Birkett and Trials and Motocross News editor Bill Lawless from Amsterdam with the first monoshock Yamaha trials machines. Tony Scarlett won the Youth A class championship on the Majesty, its last major success, as in November Yamaha dropped one of the biggest bombshells in the history of the sport when it announced they were not renewing Shirt’s development contract (something he already knew); as they say ‘the rest is history’. n John Shirt Snr is one of life’s most inspiring characters and his influence on machine development in the modern world of Trials as we know it today is still very much a talking point.

John Shirt Jnr on his 100cc Majesty – Summer 1981

Rob Shepherd before his retirement at the 1981 SSDT

Classic Trial Magazine 2011

Telephone: 01793 574 936 Mobile: 07771 995 929 email: craig@yamaha-majesty.com

New top yoke for Yamaha Majesty, TY250 & TY175 to

replace standard tiller handlebar mounting arrangement. Places handlebars further forward with 6mm offset within the mountings. The mountings will accept either 7/8 handlebars or fat bars and are available with standard, 10mm, 20mm and 30mm risers.

New for Yamaha, Fantic, Bultaco & Montesa

The MagicalsTM fork caps with adjustable spring preload.

New for Yamaha, progressive fork springs & alloy damper rods with settings as used by Yamahaâ&#x20AC;&#x2122;s factory riders.

LIVING THE DREAM Andy Hipwell - PRE-65 SSDT

Highland Holiday Having ridden in modern trials from a very early age, Gas Gas UK Spares Manager Andy Hipwell decided he fancied a change, took the plunge and purchased a non-runner 1960 BSA C15 from his dad’s trial-riding friend Peter Cooper for the sum of £1,000.00. The attraction? The 2008 ‘Pre-65 Scottish’; welcome to his Highland holiday. Words: Andy Hipwell Pictures: John Hulme - Snr

Classic Trial Magazine 2011

Andy Hipwell - PRE-65 SSDT LIVING THE DREAM

p Here we go Pre-65 SSDT 2008 t Living the dream – Cleaning ‘Pipeline’ in 2010

Classic Trial Magazine 2011

aving made the decision that the Scottish Six Days Trial was not for me I decided to look at the Pre-65 event. With the two-day event based in Kinlochleven it would also give me the opportunity to tackle such famous SSDT sections as the steep rocky hazard named ‘Pipeline’, a trials section long admired by many including myself. “How good would it be to clean Pipeline on a Pre-65” – yes, a dream for many riders including me. The Pre-65 idea came to life when I mentioned to my father, Les, that I was looking for a machine suitable for this type of event; he mentioned this to his local trail-riding team consisting of himself, Trial Magazine Editor John Hulme’s father Ron, Phil Granby and Peter Cooper. Peter mentioned he had a non-runner tucked away in his garage, a BSA C15 of 1960 origin. I duly arranged to view the machine and decided it was all there – two wheels, frame, front forks and an engine – and all that was needed was some tender loving care. After a little ‘haggling’ on the price the machine was mine for £1,000. “What have a let myself in for?” was the question running through my mind as I loaded it into the van along with the usual ‘Box of Bits’ that come with these older machines – it always amazes me what people will save, and they always tell you how important the ‘Box of Bits’ is! When I got the machine back to the garage one of the first calls was to my good friend and Pre-65 hero Dave Thorpe, who gave me the heads-up as to what I could and definitely couldn’t do to my new acquisition in preparation for the big event. 37

LIVING THE DREAM Andy Hipwell - PRE-65 SSDT

My first attempt at “Pipeline”

Preparation

So with the help of ace engineer Alan Whitton my first purchase was the favoured PVL ignition to get the beast up and running. Once I had the bike running I purchased a new set of shockers (Ohlin’s) because the ones that were on it seemed to just be something rigged to separate the wheel from the mudguard! When I say we had the bike running this is basically all it was, so the next logical stage was to try and tune it for the event of its life. Unfortunately, after my dad explained that I needed to ‘grind the valves in’ the engine was taken out only to find that a few of the old-fashioned English threads had previously been stripped – brilliant! Obviously none of my workshop – metric – rethreading equipment was any good, so a trip over to another good friend, bike engineer Dave Ashton, was necessary. With the machine back in one piece, it was time for finetuning rides up and down our fields trying to sort the carburetion out. A full two days and a new Amal carburettor later we had 38

it running something like okay. Trying it out on some little rocky sections on the edge of the field gave me the first taste of what it was potentially capable of. Bring it on! It was then time to enter the famous Scottish Pre-65 event and so I sent the entry form off, hoping it wouldn’t go into the dreaded ballot and I would get a treasured ride in this famous trial. When the “Your entry for the event has been accepted” letter arrived I was genuinely quite excited. The next hurdle for me and machine to overcome was to actually test this budding partnership in fullon competition in the Cuthorpe Trial held around the Chesterfield area. All the local favourites were entered so all I expected to be able to do was try and make it to the finish in one piece. So realising I had only dropped a couple of marks up to the final group I was in good spirits! Unfortunately, as I have come to realise riding with my new-found competitors, these type of events are never over until you have ridden the final section. With one section to go my treasured little machine

gave an unexpected cough and stopped dead – typical! These few extra marks saw me drop down to about 10th position; still a good result for me but it made me realise just how good the guys are who ride these old monsters week in week out. All in all I was bitten by the Pre-65 bug, but I realised I needed to get a lot more used to the characteristics of these fragile machines.

Here we go

And so on to the main 2008 event. Working for Gas Gas UK I have been driving up to the highlands for the last six years with my brother Kev as backup for the guys riding the SSDT on our machines. This year was different, however, as I was borrowing Kev’s newly finished camper van; I turned off the main road and headed down the side of the Loch to Kinlochleven. No turning back now, this was actually happening! On entering the hub of the village I was flagged down by another good friend, local builder Martin Murphy, who promptly told me to park the camper outside his

house and come and have a brew; great Scottish friendliness straight from the off. The big morning arrived and, along with all the other 175 lucky competitors, I had the bike checked over under the scrutineering tent and then nervously rode up the starting ramp. With butterflies whizzing around my stomach I was off on the most anticipated ride on the old machine. Being an even number, the awesome pipeline section was going to be encountered early on. Upon arriving at the foot of what seemed to be the longest section in history, the next job was to suss out the exact line of assent. Here we go then – concentrate, Andy! The first of the two subs flew by and with riders scattering left and right I took the little bike to within a couple of feet of the end cards before what I can only describe as a pair of suicidal rocks jumped out and grabbed at my wheels. So a couple of dabs later I was out of the top of the most famous section in the world – fantastic! The rest of the weekend’s event went by in somewhat of a blur, I have to say. I had some good rides but also had some disasters. The rolling rocks of Mamore Road are enough to test the best of the best. The big slabs of Blackwater Dam and the breathtaking scenery all around you as you ride is just simply magnificent, and to try and get the old heavyweight machines over the moor and back down to the village is just a nightmare in itself, even for the most accomplished of riders. Come the awards evening, all my new friends and a lot of my old ones were all there eagerly awaiting the final outcome. I told my brother I would really like two things to come from my first attempt at this trial: firstly to finish in one piece, which I managed, and secondly to try and finish in the top fifty. When my name was called out in fortieth position I nearly jumped for joy! Well that was it; one down, hopefully many more to go.

Disappointment

The disappointment of not getting through the ballot in 2009 can only be eclipsed by the jubilation of getting the go-ahead in 2010. My experience of the 2010 Scottish Pre-65 Trial went from strength to strength as my friend Martin offered me a room in his house in the centre of the village for the weekend, which in fact was the perfect base for the trial. As I set off down the start ramp I tagged on to a friend of mine, Chris Hague, aboard his immaculate Classic Trial Magazine 2011

Andy Hipwell - PRE-65 SSDT LIVING THE DREAM

Vellocette and we ended up riding around together all weekend, showing each other our preferred lines in the sections, some good, some not so good. We seemed to help each other along until we came to the dreaded pipeline section. Well, that year it all came together perfectly and I scored my first of two double cleans. Ecstatic would be an understatement! With me and Chris finishing the weekend only about two marks apart, we both enjoyed going up and collecting our first-class awards come the presentation evening. The following year, 2011, having being lucky enough to again get through the dreaded ballot, started a little strange. On going for a test ride on the bike up at our normal practice ground, Hawks Nest, I found the bike was not quite performing as it should. A quick trip round to ex-BSA works rider Mick ‘Bonky’ Bowers’ garage had it running like a dream once more. Just a reminder how fickle these bikes can be at the best of times. The trip up to Kinlochleven was also different this year as I actually had some back up in the form of the new Classic Trials Bike test rider and partner Janice Proctor. Again stopping with Martin and his lovely wife Sheri – we seem to make more and more friends each and every visit to the highlands. At this year’s event I ended up riding alongside none other than the eventual winner Steve Saunders. Obviously he stole all my best lines in the sections (only kidding Steve!). Steve’s winning ride of only two marks lost didn’t really emphasise exactly how hard this year’s trial was. Although the weather this year was quite good this made for little or no water in the streams which, strangely, made them appear even more slippy than other years. Another firstclass award finish was achieved, with only just a few marks separating the top 30 riders. What an unbelievable Pre-65 experience I feel I have had, all starting with a desire to try something a little bit different. I have met some of the most helpful and kind people in the trialling world, without whose help I couldn’t have done what I’ve done. A big thank you to everyone, you know who you are. Long may the adventure continue. n Classic Trial Magazine 2011

Living the dream – Cleaning ‘Pipeline’ in 2010

TEST Honda Eddy Lejeune 1979

‘Works’ 200cc

B The younger brother of Eddy Lejeune has re-purchased the first factory Honda used during the 1979 season. When Eric invited me to test the bike at the legendary Bilstein trials park in Belgium there was no hesitation on my part. In extreme conditions of snow, ice and mud, normal for this area of the world in December, I had the chance to test the prototype which came directly from the legendary Honda competition shop ‘RSC’. Words: Steph Milachon – Matthew Heppleston Pictures: Eric Lejeune – Steph

efore riding the ‘works’ machine my first surprise was to see the quality of the ensemble and the miniscule weight of 84kg which, for the time, was significantly lighter than its competitors, which were nearer 95kg on the scales. On the fuel tank I noticed the transparent band on the left side to enable the fuel level to be seen immediately; practical and well executed but also typical of the attention to detail shown. Elegant in its white paint, the finish is excellent and a good example of the skills of the Honda technicians. Climbing aboard, my first impression was that I was perched high upon the footrests which were also inclined forwards — I appeared to be standing right over the handlebars. I quickly understood why it is necessary to stand forward, as the centre of gravity is so far back it makes the bike feel like a bicycle! This means the front is very light – maybe too light as it often wanders. On big climbs you need to position yourself carefully unless you want to loop out backwards. Eddy had a special technique when faced with this type of section: he attached, with the aid of a large elastic band, 600 grams of lead to the fork bottom, and according to him the result was incredible! The high-rise handlebars gives a good stance, (Eddy uses bars just under four inches) and the controls fall readily to hand. The frame has been reinforced in a few places as originally it was too fragile in the welded areas, and a longer swinging arm combined with longer rear suspension units also improve stability. These are the original Showa suspension units, and worked brilliantly in our test conditions despite the passing of time. They absorbed both small and large obstacles without any issues, and thanks also to their initial suppleness finding grip is easy! The Showa 31mm diameter front forks are also the originals; progressive if not a little soft to start with, they increase in rate nicely to tame the biggest impacts throughout the damping stroke. Classic Trial Magazine 2011

Honda Eddy Lejeune 1979 TEST

Period Dunlops

Eric has fitted Dunlop tyres like they used at the time although, I must say, I would have preferred newer ones in these conditions. The sump guard is plastic and handmade, it envelopes and protects the bottom end of the engine. The original 125cc engine was over bored to 200cc by the factory Racing Services Centre (RSC) in Japan. It is a real four-stroke, it grips well, the revs die without stalling and it pulls cleanly off a whiff of throttle without coughing; it then revs to the moon! It’s a real beast!! In the first two gears of the five speed gearbox you can go anywhere! The engine isn’t a big ‘un but it is very game. Unfortunately the exhaust pipe passes just below the Keihin carburettor and has a tendency to heat the float bowl, which can cause some issues, making the machine temperamental; it feels as though the spark plug has blown! Eddy had a solution to solve this which was to fit a heat proof barrier between the carburettor and the exhaust to reduce the temperature. Gear selection is precise and well executed. The clutch is soft and progressive for the time, even if there is no comparison with those we find today; it is also light in action and doesn’t overheat. The drum brakes were excellent, whether in the stream or mud! One small issue was the rear brake pedal that I found too small and difficult to find. If you will allow me to give you a tip, Eddy like Gilles Burgat bathed his tyres in Carbon tetrachloride, (a banned substance) for 48 hours; apparently the result was incredible in snow or ice! To conclude, this is a machine that benefitted from the attention and knowledge of the competition shop at Honda. The result is a testament to their talents! Now over 40 years old it is still competitive, easy to ride and light, fitted with an exceptional engine with incredible inertia. The only fault is the light front end that makes steering imprecise, but overall it’s a jewel! n Thanks! A big thank you to Eric Lejeune for the use of his bike, and also for the warm welcome and fantastic meal prepared by his lovely wife. Thanks also to Leon, Fred and Dany Crosset for opening the Bilstein trials ground. Classic Trial Magazine 2011

BROTHERS The Lampkins

The three brothers Arthur, Alan and Martin have all won the Scott Trial and were among the many Scott Trial enthusiasts who attended the annual gathering at the Royal Spa Hotel in Ripon in 2009. Picture: Yoomee Archive

A Yorkshire Clan Silsden, the base of the Lampkin family, sits close by Ilkley Moor and is very much a part of the Bradford conurbation. The first of the Lampkins to take up motorcycle sport was Arthur who, in 1954 or so, acquired a three-speed James Captain trials model and joined the Bradford Motor Club. The James tiddler didn’t last long; it was soon replaced by a Royal Enfield Bullet, very much the in-vogue model in the West Riding at the time – and Arthur needed to be on the right sort of machinery because his winning ways were obvious. Words: Deryk Wylde and John Hulme

t was only natural that his younger brother Alan would try his hand on two wheels, by which time Arthur was trialling in the winter months and scrambling in the summer. His forceful style of riding suited the local circuits, such as Post Hill between Leeds and Bradford with its freak hill climb with a gradient at the top of 1 in 1/4, nigh-vertical, but no match to Arthur with a Gold Star scrambler! He soon attracted factory support from BSA, closely followed by Alan, a similar dab-hand in both trials and scrambles. In arguably the greatest trial of them all, the Scott Trial, the

Arthur Lampkin presents his works BSA 250 to the Machine Examiners in 1961, to have the ‘non-exchangeable’ parts indelibly marked with a paint spot into which is scratched the riding number. Many regret the loss of atmosphere that surrounded the pre-trial preparation when the start and finish were based in Edinburgh –but how the ultra-special modern trials machines would fare on a road trip of a hundred and fifty miles is anybody’s guess.

Alan Lampkin in 1968… In the 1968 Ilkley Grand National, a time and observation trial so beloved by the Yorkshire folk, Alan was caught with a steadying foot on his works BSA by Barry Robinson. The section is over the back of Blubberhouses Moor before the riders tackle the climb to the top of Beamsley Beacon, around 1,250 feet above sea level, a task that had to be achieved twice during the non-stop event.

Picture: Offroad Archive

Classic Trial Magazine 2011

The Lampkins BROTHERS Martin’s early riding years coincided with the advent of the Spanish trials machines and he had many successful rides with the Bultaco including his dominant ride in the Scott Trial in 1977. Picture: Offroad Archive

In the late 1960s the trials world gasped when a works team from Zundapp riding a 98cc trials models appeared – and won several international trials. The ‘tiddlers’ had arrived, and opened up opportunities for other models as time went by! Just one such was the Suzuki 118cc which, in the hands of Martin Lampkin, proved to be a very capable little bike. Picture: Offroad Archive

The Lampkin way: concentrating hard on keeping the weight just where it is needed to maintain traction, whatever the surface. Arthur on his ‘everyday’ BSA Gold Star. Picture: Offroad Archive

Arthur was a successful sidecar trials exponent, seen here with Colin Pinder, one of ‘Pip’ Roydhouse’s passengers, keeping the third wheel of the Bultaco outfit under control. Picture: Offroad Archive

Classic Trial Magazine 2011

BROTHERS The Lampkins

When Jeff Smith made a nostalgic trip back to England from his home in Canada in 2000 he spent some of his time staying with his old team-mate Arthur Lampkin in Silsden, Yorkshire. Highlight of his trip was a chance to ride in the Pre-‘65 Scottish. Sportingly, Arthur loaned his ‘best’ 500 Gold Star, the one on which he won the ‘Scottish’ to Jeff whilst he rode his ‘cooking’ model – the one he rides regularly around the Yorkshire dales. The heavy old Gold Stars were no match for the current crop of lightweight specials so the pals were content just to revisit the old sections and compete happily against each other – much as they did in so many trials and scrambles during their active BSA days! They also enjoyed exchanging sporting banter with the spectators wherever they went!

Arthur and Tom Ellis…Arthur received a lot of back-up in his early years from Tom Ellis, a worthy rider in his own right and, in his later years, the local BSA distributor from his shop in Ripon. Here they are seen getting ready for a day out in the sun with a sidecar spin around the Ilkley Reunion trial.

Picture: Offroad Archive

Picture: Barry Robinson

Celebrating his Scott Trial win in 1981 Martin proudly sits with his two sons Harry and Dougie. Picture: Barry Robinson

Classic Trial Magazine 2011

The Lampkins BROTHERS

Lampkins hold an enviable record. A race against the clock over unbelievably rough moorland terrain with a series of top-quality observed sections thrown in for good measure has two winners each year. There is a prize for the Best on Observation and another for the Fastest man. Arthur started the ball rolling by taking the Best on Observation in 1960 whilst his fellow BSA teamster, Jeff Smith, was Fastest. In 1963 Arthur was Fastest and Sammy Miller took the Observation Award. Arthur excelled himself in 1965 taking both of the awards. In 1966 Alan was Best on Observation and Arthur Fastest. Alan took the speed award in 1970 and ’71. In1977and ’78 a new family member joined the tradition – youngest brother Martin took both the awards each year! (The lad done well …) He followed that with the Best on Observation in 1981 and ’82.

Alan Lampkin with his ex-works BSA 250 enjoying a day out in the Pre-’65 Scottish. Picture: Offroad Archive

Classic Trial Magazine 2011

BROTHERS The Lampkins The Ilkley club run the Reunion trial, which brings together old local riders on any bike, as well as old bikes with any local rider for a leisurely outing, taking in many of the local trials venues. For the fiftieth running of the event Arthur brought out his old works BSA 250 for a day in the sun. Chatting to Arthur he told me that he had once picked up his old mate the Swedish scrambler Bill Nilsson, after a short stay in a Harrogate hospital after an accident, and apologized to Bill that his car had a mysterious fault – it turned into every pub on the way home!! Far from being worried Bill was so impressed he asked Arthur if his car could be ‘fixed’ before his return to Sweden. Picture: Offroad Archive

Classic Trial Magazine 2011

The Lampkins BROTHERS

When Martin’s son Dougie won his first of seven world out door titles in 1997 they became the only father (Martin won the first ever FIM World crown in 1975) and son to achieve this.

Martin has been a regular on the World Championship scene supporting his son Dougie along the way to twelve World titles. He is seen here with the current World Trials Champion Toni Bou at the 2010 UK World round held at Fort William in Scotland. Martin was a joint partner in the organising of the event.

Picture: Barry Robinson

Picture: Yoomee Archive

Alan ‘Sid’ won the 1966 Scottish Six Days Trial on the ‘Works’ BSA; in 2007 James Dabill won with the four-stroke Montesa, a forty-one year gap, and here they chat at the 2010 event. Alan is still a regular visitor at the event, supporting his son James who finished third in 2004. Picture: Yoomee Archive

Team Lampkin: Martin, Harry and mum Isobel wait for Dougie above Washfold at the 2007 Scott Trial, which he won. Picture: Yoomee Archive

Classic Trial Magazine 2011

They have a similar record in the Scottish Six Days Trial, which Arthur won in 1963, Alan in 1966 and Martin in 1976, ’77 and ’78. Interestingly they have all ridden the factory 250 C15T BSA trials; Arthur and Alan also tried the 350 version and very quickly rejected it in favour of the 250 on which they had a great deal of success. Both felt that the long-stroke power of the 250 gave more grip. They all also tried their hands in sidecars, possibly encouraged by long-time family friend – and fellow Silsden local – Peter ‘Pip’ Roydhouse, a keen sidecar man in his own right. It wasn’t unknown to find Arthur with a BSA Gold Star trials outfit and ‘Pip’ miles off the beaten track in the Yorkshire dales with a sparkling white table cloth spread over the heather, and a healthy picnic lunch prepared for them by Josie Lampkin topped with a glass of good wine – now that’s real living in the fast lane! n 47

TRIANGLE KIA:THE KEY TO DEPOSIT FREE FINANCE 7 Year Warranty

Intelligent 4x4

Road Tax from £115

Up to 58.9 mpg

2T Euro N-CAP safety ratings

Up to 2000Kg Towing capacity

No Customer Deposit

Part Exchange Welcome

£1000

Kia Sportage. Great value from just £17,295. Winter stock now here, Buy now while stocks last!

PCP Finance Deposit Contribution From Triangle Kia

Quality comes with a 7 year warranty

Triangle Kia

Duke Street, Chesterfield, S41 9AD. Tel. 01246 454545 www.triangle-kia.co.uk Fuel consumption fi gures in mpg (l/100km) for the Kia Sportage range are: Urban 26.6 - 47.1 Extra Urban 41.5 – 58.9 Combined 34.4 – 54.3 CO2 emissions are 195 -135 g/km. 7 year / 100,000 mile manufacturer’s warranty. See your local dealer or visit www.kia.co.uk for full warranty terms and exclusions. Price correct at time of going to press and specification is subject to change without notice. Metallic/mica paint is available at an additional charge. OTR price includes VAT, number plates, delivery, 12 months’ Government Vehicle Excise Duty (VED) and Vehicle First Registration Fee. Retail customers only. Subject to availability on vehicles registered between 01 July and 30 September 2011.

Classic Trial Magazine 2011

Bultaco 1965 - 1984

Andrew Weddle (Panther) Pre-65 SSDT 2011 Picture: John Hulme

Weâ&#x20AC;&#x2122;re Number One for Twinshock Trials parts

t: 01784 440033 e: info@inmotiontrials.com

www.inmotiontrials.com

BRAND Bultaco

Thumbs up The Bultaco trials story takes us back to the early days of trials in Spain and Europe. They began in the early sixties when the FIM decided to sell, or export, the new sport of reliability trials to other countries. The first Bultaco off-road machines were produced in 1960 after they had developed the Sherpa N model machines. These were entered in the SSDT and modified from the Tralla 101 model that appeared in the early sixties in the UK, ridden by the likes of Don Shory. When Sammy Miller rode in the 1963 ISDT held in Czechoslovakia he had a secret meeting with the head of Bultaco, Don Paco Bulto, and they agreed on the development of a new trials machine to replace Miller’s legendary Ariel GOV 132. Snr Bulto agreed it would be a good idea and invited Miller over to Barcelona with the Ariel, for him to give his ideas on the future of the proposed trials machine. Also at this time the Frenchman Claude Coutard would organise a trial in Grenoble on behalf of the FIM. Six Spanish riders would compete in the event mounted on the Bultaco N model, and they would come away convinced that the Spanish machines had a future in the sport. Words: John Hulme Pictures: Alan Vines – Malcolm Carling – The Crane Collection – Off Road Archive

t was over a weekend period in September/October of 1964 that British Trials Champion and SSDT winner Sammy Miller and the staff at Bultaco produced the first prototype ‘SHERPA T’ in a record twelve days. Most of the work was carried out on the private San Antonio estate in Spain, where on one section Miller tried really hard to clean it on the Ariel but to no avail, whereas on the Sherpa he cleaned it with ease. The new Bultaco was based on the Sherpa N frame with a 196cc four-speed engine housed in its tubular steel chassis. This machine had been developed by technician Albert Nomen. After much more work the new model Sherpa T begun to take shape. Such was the speed of the development that Irishman Miller knew this was 54

Classic Trial Magazine 2011

Bultaco BRAND

Sammy Miller in a tough 1966 Colmore. The radial cylinder head design can be clearly seen.

Sammy Miller ran his own trials team to help promote the Bultaco. Buxton’s Norman Eyre was in the team and is seen here in the 1967 Colmore Cup.

Model 10 – Production Total: 1,275

Looking better with every outing, Sammy Miller at the 1967 Kickham Trial on the 250cc Bultaco.

Developed by Jack Anelay and his team in Lancashire this is the rider Tommy Ollerton with his Bultaco 200cc in the 1962 SSDT.

Classic Trial Magazine 2011

his destiny and in November 1964 he signed on the dotted line for the Spanish manufacturer. The machine he would ride would feature all Miller’s ideas and the capacity would be increased to 244cc. His last ride on the legendary Ariel would be at the British Experts Trial on the Saturday which he duly won; on the Sunday he would take the Bultaco Sherpa T to its first win at the Kings Norton Club Trial and, as they say, the rest is history. Further development work would be carried out by Miller, Bultaco and the UK Bultaco importers the Rickman brothers. This work would take place over a twelve month period in both Great Britain and Spain. With the interest in Miller and Bultaco many Spanish road enthusiasts would soon want to venture off-road, proving that their investment in Miller was money well spent. These riders would soon discover what the mountains and forests of their homeland had to offer for their new sport. When Sammy miller won the SSDT in 1965 for Bultaco, having won the previous year on the Ariel 500cc, it was the first ever win in this prestigious event by a foreign machine. He won the trial on his experimental four-speed gearbox machine. In his first two years on the new machine Miller won 58 times from a total of 80 events entered! When he had initially signed for Bultaco he had a clause in his contract that if he did not win 50 per cent of the trials he contested he could be released from his contract; the results spoke for themselves. 55

BRAND Bultaco 1967 would see the introduction of the new five-speed machine model 27 – Production Total: 700

Model 49 – Production Total: 4,706

Riding with a broken wrist, Malcolm Rathmell is seen here winning the 1970 British Experts Trial on the prototype ‘Kit Campeon’ Bultaco.

Miller Magic

With Miller winning so many events on this machine, development was taking place at a rapid pace. In August 1967 the new five-speed machine arrived in the UK and was rushed into the dealers’ show rooms, as Miller was winning everything on the all-new machine. It showed very little signs of the old four-speed radial head machine and incorporated all Miller’s new ideas that he had tried and tested in competition from when he first started out with Bultaco. With the new five-speed gearbox came three low gears for trials, with fourth and fifth designed for the moors and road riding as, at the time, many trials still featured much road and moor work to link the sections.

With a new frame featuring smaller tubing on the under-engine frame rails, the machine would slide easily over the rocks. Another major frame improvement was the recessing of the swinging arm spindle, as previously the spindle had protruded and caused painful ankle injuries. The seat height was lowered but more ground clearance had been obtained by spreading the under-engine tubes, and with the addition of spring loaded folding footrests, new lighter wheel rims, a beautiful one-piece fibreglass tank and seat unit the machine became the one to have. This, then, was the basis of the future slimline machine. Helping along the ailing British bike industry, Miller also insisted on quality items such as Girling rear shock absorbers and Amal carburettors being fitted for the UK market bikes, as they were far superior to the Spanish Betor rear shockers and IRZ carburettor components on the Europeanmarket machines. The present machines were being imported from Spain by the famous Rickman brothers, Don and Derek, but they were becoming more and more involved with their own range of trials and off-road machines, and after lengthy discussions they suggested to Bultaco in Spain that they find a new importer. With the Rickman brothers happy to give the importership up they sold their entire concession to Don Howlet, the director of Comerfords Motorcycles in London. This was the beginning of an enduring relationship which lasted right until the end of Bultaco and gave them much success, including SSDT and World Championship wins. With the machines selling well during the late sixties (Bultaco sold approx 4,700 Sherpa T machines in this period), development continued with minor changes being made to the machines, such as slimmer engine casings and a new five port barrel, but the main complaint was the bulk of the petrol tank and the seat height. Classic Trial Magazine 2011

Bultaco BRAND Model 80 – Production Total: 2,932

t The ‘Kit Campeon’ Brochure. Martin Lampkin adorns the cover of the model 80 brochure. u Model 159 – Production Total: 500

Slimline

With many machines in stock already built and ready to sell Bultaco took the decision to modify the existing stock and introduce the new slimline machine, ‘The Kit Campeon Professional’. With the new Bultaco signing Malcolm Rathmell winning the 1970 British experts (riding with a broken wrist!) on a prototype of this machine it was a superb launch pad. Bultaco saw Rathmell as the natural successor to Miller, but he was eventually to move to the rival Montesa. For the UK market, and to avoid the newly introduced Value Added Tax, the machines came into the country in kit form. With minor frame modifications being carried out at the factory, which included welding two new fixing points to the frame, the benefits were enormous and included better handling, a 1.3kg weight saving, a new exhaust silencer and, to finish it all off, a beautiful one-piece red and silver slimline seat and tank unit finally bringing the knees closer together. This machine proved a big hit to the general public due to its stunning new looks and being priced in 1972 at a very attractive £319.00. Older five-speed machines could also easily be updated by fitting the new kit, giving the ageing machines a new lease of life. The machine achieved many wins in the hands of the new breed of young riders, including the Lampkin brothers Alan and Martin. All over the world the Bultaco name was taking over, winning championships in the USA with Lane Leavit, France with Charles Coutard, and we must not forget the young Finnish rider Yrjo Vesterinen, who initially started his career on a Montesa. In the UK it was, as we have already mentioned, the Lampkin brothers and Malcolm Rathmell who would take many major honours including the SSDT, Scott Trial and European Championship titles. In the host country, Spain, it would be Bultaco domination again with the likes of Ignacio Bulto, Fernando Munoz and Manuel Soler who would dominate. The early seventies would see the option of a larger-capacity engine introduced alongside the 250cc; the new engine size would be 325cc as the Spaniards had the Japanese trials attack to compete with. The Japanese believed larger engine capacities were essential for a trials machine to perform at its peak. Miller would leave the company to go and work on the new Honda trials project in Japan, but once again this Bultaco model was a huge hit with the buying public and over six hundred models were sold on its introduction. Classic Trial Magazine 2011

Chispa and Tiron

A scaled down ‘Sherpa T’ was produced between 1972 and 1973 named the Tiron, model no. 73 with a production total of 629. Bultaco also marketed this tidy machine called the ‘Chispa’ powered by a 49cc Ducati engine between 1974 and 1979; its model no. was 111 and they produced 2,746 machines. Both these machines proved very popular as the young riders wanted to emulate stars such as Lampkin and Vesterinen. 57

BRAND Bultaco Tall American Bernie Schreiber gave Bultaco their last World crown in 1979.

p Manuel Soler was the first Spanish rider to win a World Round on a Spanish machine. q Model 199 – Production Total: 5,960

p Finland’s Yrjo Vesterinen featured on this poster to celebrate his world championship wins: World Champion 1976 – 1978..

Blue is the new Red

Not many changes had taken place to the model in the interim years but in 1975 the model range had a total revamp. They celebrated this in style as Martin Lampkin became the first ever World Trials Champion. The new machine featured a separate seat and fuel tank (aluminium in the UK to meet the road traffic regulations but plastic in Europe) along with a new frame and many engine changes aimed at quality and reliability. The 250 model had its engine size reduced to 238cc to suit certain tax laws, such as in France and in the many export countries the machines now headed to. Once again, as soon as the machines hit the showroom floor they sold straight away. At this point we must also remember not to forget the trials range of Sherpa T models they introduced in 74cc, 125cc and 175cc engine sizes to complement the range during the mid seventies. With the mighty Finnish rider Yrjo Vesterinen now going through

Model 199B – Production Total: 1778

p Charles Coutard was French Trials Champion for Bultaco: 1971 – 1977.

Classic Trial Magazine 2011

Bultaco BRAND

Making it a Bultaco one–two, Martin Lampkin was runner-up in the World Series in 1978.

Model 199A – Production Total: 6,915

the motions of winning three world titles in May 1977 another new model was launched. This time it would take the Sherpa T into a new generation of machines that featured plastic mudguards, and a black engine was a change from the polished aluminium. The biggest change in the machine’s distinguished history would come in October 1978 when the customary red was replaced with blue. The machine would also have the bottom frame rails removed as on the earlier Miller highboy frames, these being replaced with an aluminium sump guard. With the black engine and blue colour scheme the machine definitely looked different. History was also made with this machine when works rider Manuel Soler took the first world championship win for a Spanish rider on a Spanish machine. In 1979 Bultaco would take its last major trophy when tall American Bernie Schreiber took the world crown. By the time we Classic Trial Magazine 2011

entered the eighties Bultaco was under severe financial pressure, with Snr Bulto now removed from the board of directors. The early eighties would see a new 340cc six-speed model developed but in truth the writing was on the wall for the once mighty company. Having left Bultaco for Spanish rival Montesa, Vesterinen would return to ride the new machine with much success in 1982, including a British championship, but the factory gates would eventually close in 1983. In 1998 the rights to the Bultaco name were purchased by Marc Tessier. Graham Jarvis would win the 1998 SSDT mounted on the ‘new’ Bultaco machine. Tessier would eventually launch his own range of off-road motorcycles from his company Sherco Moto. In 2000 the bikes became ‘Sherco by Bultaco’ and in 2001 the Bultaco name was dropped altogether. Now the Bultaco brand name has survived and is as strong as ever, selling a range of casual clothing! n

Vesterinen took a British Trials Championship title in 1982, the last for Bultaco, but is seen here in World round action.

BULTACO SUCCESS 1965 – 1982

European Championship: Sammy Miller (IRE) 1968 & 1970; Martin Lampkin (GBR) 1973; Malcolm Rathmell (GBR) 1974. World Championship: Martin Lampkin (GBR) 1975; Yrjo Vesterinen (FIN) 1976 – 1978; Bernie Schreiber (USA) 1979. Scottish Six Days Trial: Sammy Miller 1965 – 1968; Malcolm Rathmell 1973; Martin Lampkin 1976 - 1978. Scott Trial: Sammy Miller 1968 & 1970; Martin Lampkin 1978. National Championships: Great Britain: Sammy Miller 1965 – 1969; Malcolm Rathmell 1972 & 1974; Martin Lampkin 1973 & 1978; Yrjo Vesterinen (FIN) 1982. Spain: Ignacio Bulto 1969 – 1972; Fernando Munoz 1973; Manuel Soler 1974 – 1977; Antonio Gorgot 1978 - 1979. France: Charles Coutard 1971 -1977. Italy: Ettore Baldini 1977 & 1979. Finland: Luhtasuo 1965 – 1969; Yrjo Vesterinen 1972 – 1979; Timo Ryysy 1981 -1982. USA: Lane Leavitt 1972 – 1974; Bernie Schreiber 1978. 59

TEST Winning Machine – 320 SWM

‘Factory’ Gilles Burgat To test a legendary bike is always a special moment for someone as passionate about trials as I am, so when Joel Corroy, the owner of Trail 70 in Vesoul and the creator of a superb museum of old off-road bikes called me to suggest a test of the factory SWM 320 ridden to the 1981 world title by Gilles Burgat, I accepted without a moment’s hesitation, and then I was off to his practice ground in Luxeil France. What an honour! Words: Steph Milachon – Matt Heppleston Pictures: Philippe Mulhauser - Alain Milachon

Classic Trial Magazine 2011

Winning Machine â&#x20AC;&#x201C; 320 SWM TEST

y first surprise was that the bike was exactly as it appeared in magazine photos from the 80s: the plastics, the decals and also the settings used by Gilles remain unchanged. Looking over the rolling chassis I noticed that the original footrests have been moved by 2cm, both down and rearwards to improve stability. The front mudguard was reshaped and shortened to ensure that mud could escape. Standing on the bike I found it surprisingly comfortable, and I was soon at ease. Controls fell perfectly to hand thanks to the 5 1/2â&#x20AC;?-rise Renthal handlebars that Gilles chose, whose

The superb Rotax motor.

Girling rear shock absorbers took control at the rear.

Classic Trial Magazine 2011

TEST Winning Machine â&#x20AC;&#x201C; 320 SWM

form was specially produced for him to correspond to his height. The forks are Betor fitted into Marzocchi yokes; at the beginning of the test they felt very hard and it made the bike difficult to place accurately. After a quick change to a more fluid 10W viscosity oil, they functioned much better throughout the travel. The rear Girling suspension units fulfilled their role; they were set up very supple to start with to absorb the small deflections of typical stream bed conditions, they became much harder towards the end of the stroke and the rebound on big steps was excellent, providing a stable platform which made finding grip much easier. The brakes were frankly amazing, even in the super-slippery conditions found in Luxeil during winter! For drum brakes they were pretty special, being both progressive and powerful. Despite its 90kg, this bike is very responsive; with the front being particularly light it almost feels flighty.

Blueprint

The engine is the standard 280cc block but it is totally blueprinted to ensure perfect operation; starting is a one kick affair, which is traditionally on the left side of a Rotax. The only change is that the compression is increased to have a sharper response from the power plant. I was really surprised that I was able to attack big steps in third gear with ease despite the precarious adherence; on big climbs that were covered in mud I could really search for grip. Cutting the throttle mid-climb to restore traction was no problem as the engine picked back up without hesitation. The power delivery is linear, and combined with incredible torque the motor drives like crazy, which is one of the characteristics for which a rotary disc valve Rotax is renowned. They sound is also pretty distinctive. The clutch, however, does need some work; the disc material has submitted to the passage of time and a new clutch pack is probably in order. I did however sense that it was incredibly precise for the time and was a one-finger operation. The original gearbox was fine, first is very short. One thing 62

Classic Trial Magazine 2011

Winning Machine â&#x20AC;&#x201C; 320 SWM TEST

Classic Trial Magazine 2011

TEST Winning Machine â&#x20AC;&#x201C; 320 SWM

Flat-plate footrest mounts kept the machine as slim as possible.

Giles Burgat was sponsored by drinks company Pernod and made some very interesting adverts with them.

we were unable to try was the special Michelin tyres that were at least in part responsible for elevating Gilles to his title. Joel had fitted some new ones as the time spent in the museum had hardened the originals to the point they were starting to crack. One small aside on the subject of tyres: Joel confirmed the rumour that certain top riders used to turn the tyres slowly in a tri-chlorate (a banned substance formally used in dry cleaners) bath to soften them. In conclusion, this is a machine which is pretty close to standard, with some judicious modifications. The bike was hand built with a great deal of time spent in matching parts throughout. For its time, the SWM factory managed to make a bike that was easy to ride with a fabulous engine and a rolling chassis that was close to perfection, with the minor exception of the light front end. Thank you, I can never thank my good friend Joel Corroy enough for having brought the jewel in the crown from his museum and allowed me to test the bike used by my idol when I started riding in the 1980s, to Philippe Mulhauser for his technical knowledge and fine tuning, and Alain for the superb photos. n

DEVELOPMENT In 1981, when Gilles Burgat became world champion on his SWM, he could thank his friend Charles Coutard, who was also a factory SWM rider between 1977 and 1980, for developing the bike since its earliest days with the red paint scheme. Thanks to his talents as a development rider, which required endless hard work, he arrived at a point we know â&#x20AC;&#x201C; and he was also responsible for bringing Gilles to SWM. To learn more about the story we contacted the man of the moment, a certain Charles Coutard, to recount the development process that went into making the machine competitive. Words: Steph Milachon, Charles Coutard and Matt Heppleston

The early SWM prototype

Charles Coutard â&#x20AC;&#x201C; SSDT 1979

Classic Trial Magazine 2011

Winning Machine – 320 SWM TEST

The Cush drive rear hub was soon replaced to save weight Italian Danilio Galeazzi was national champion on SWM from 1980 – 1983

The size of the Rotax motor can be seen here

Classic Trial Magazine 2011

The first red-painted model appeared in 1977; our first modification was to lower and enlarge the footrests. This was followed by lowering the engine in the frame and moving it forward, this allowed the swinging arm mounting points to be lowered as well. The rear suspension was originally too inclined and the suspension units were too slow. After numerous tests we opted for Girlings which were mounted in a more vertical position and were, in my opinion, the best compromise I could achieve. The clutches were always a source of problems on these engines; the best solution was to extend the actuating arm behind the cover and change the composition of the first discs, that often stuck and had almost no progression. On the engine side, it needed softening at low revs and also stopping it from becoming loaded after a period of slow running (otherwise it needed to be ‘cleared out’ before a long climb or big step!) This can be achieved by using four base gaskets in preference to the standard two. The first rolling chassis had a nervous front end due to the fact the wheelbase was short, the engine was too high and rearward mounted. The front became too light and it was easy to wheelie. The best solution came from the fitting of a Betor fork in place of the standard Marzocchi but retaining the Marzo yokes! The riding position was improved and corrected, to a degree, the principle fault of the bike which was a low front end. Unfortunately, for the production bikes they didn’t listen to our advice on fitting Betor forks so the steering was always strange. On our bikes we fitted the big enduro drum brake that was very practical, as the wheel could be removed without disturbing the transmission or brake. This was dropped as it was too heavy and not really necessary. We increased the steering head angle for improved stability. The main twin spar frame loop was modified by fitting a stressed sump guard, which reduced weight and gained ground clearance. After all these modifications the red model, which was well finished but difficult to ride, became the yellow model which was more stable, manouverable, solid and, above all, very competitive. Our customers finally had a very good bike but the ultimate version took too long to incorporate all the details and as a result suffered commercially against the Fantic. The latest models with a blue frame and alloy swinging arm, and later still the pre-Jumbo 320cc were excellent bikes. Having always ridden prototypes, Charles was not able to keep an example, except for the very first red 125cc that he bought for his wife and is still used today. (This was also the bike used by Gilles as a youth). Charles has restored a 320cc black-framed bike, and it is on this bike that he competes in the Expert class of the French AFATA championship. 65

TEST Winning Machine â&#x20AC;&#x201C; 320 SWM

Classic Trial Magazine 2011

Falcon TrialMag 0211 22 February 2011 21:16:56

Classic Trial Magazine 2011 BVM TrialMag 0910

REPLICA Mick Andrews OSSA

I Prototype Having always admired from afar the legendary trials star Mick Andrews, Frenchman Gilles Rabergeau has constructed an exact replica of the prototype Ossa ridden to the 1971 European Championship; he now recounts the history of its recreation.. Words: Ph. Pilat Pictures: Deluihaussi and Gillou.

t has been over 40 years since the legendary ‘Mick Andrews replica’, or MAR, became the dream machine for many a rider that is today turning grey. Ten years later the development wheel turned and the Fantic 240 became a massive commercial success, taking the construction of trials bikes in a new direction from that developed by Mick. Trial Mag gave the microphone to Gillou, the boss of l’Atelier Passion Trial Classic, who explained his passion for trials. “I was around 15-years-old on one fine sunny Sunday and as always was looking for entertainment, so when I saw poster advertising a trial I thought I would take a look as it was at Clamart not too far away from home. I didn’t even notice that it was the French round of the European Championship. I rode my moped to the event and was just parking up against a tree when I overheard some spectators saying ‘Look it’s Mick Andrews, he’s incredible; and he’s on a new bike, that he’s already won on in Germany and Belgium!’ I watched and heard the factory Ossa! As Gordon Farley didn’t seem on the pace that day it looked as though Mick was hot favourite for the title…” Classic Trial Magazine 2011

Mick Andrews OSSA REPLICA

p A factory Ossa: 40 years later, superb u Mick Andrews wins the 1971 SSDT on the Ossa.

Enduro in the woods around Clamart

My first memories that I have of the future European Champion were of the big, strong, happygo-lucky, smiling man that we all recognise today. He left the section with yet another zero on his scorecard! Aboard his red and white steed that reared up like a wild horse, he disappeared on the back wheel right to the end of a long path. I rode after him for the whole day, often arriving at the section just after he had Classic Trial Magazine 2011

left: this carried on right until the end of the day, so you can see the effect that he had on me – and I also felt like I had ridden in an Enduro! So there he was, Mick Andrews, an Englishman riding in France; I didn’t know him but he soon became my idol… Some time later, and by the most bizarre coincidences, I became a member of the Sidecar Club de France, whose president was the much admired late Marcel Seurat, the famous Ossa importer for France – another reason to follow Mick’s results. It was, however, much later when Mick and Jill Andrews were in France staying with my friend Jean-Marc Henrion, the boss today of French Trial Classic, that I finally had the chance to meet my idol and the man responsible in no small way for my trials passion. This was a memorable event for me and germinated the idea of constructing the machine that you have here today. 69

REPLICA Mick Andrews OSSA

p My god it’s my 1971 machine, incredible!

Once Ossa, forever Ossa!

p A 1973 250 AE – From that we’ll keep just the rear wheel t A Ossa frame: the front of the frame is refabricated like the factory machine, the double downtubes are reinforced by the horizontal tube (red): the aluminium sump guard also helps strengthen the chassis much better than the production one from a MAR

This long explanation is necessary for you to understand the immense passion that I invested in the construction of this replica, without cutting any corners, of the 1971 factory prototype. As was common at the time, there were many different prototype Ossas; most of which were broken down for parts over the years. I believe there are only two other equivalent bikes from this period, one in Spain and the other in the USA. After collecting all the documentation I could possibly find on this subject, the now old man Rabergeau, who doesn’t speak a word of English, worked through his accomplice Jean-Marc to ask dozens of technical questions to Mick. Over more than a year, starting with four (yes that’s right!) Ossa MARs which had been bought for parts, Gilles started to patiently modify, weld, file, renovate or recreate all the parts necessary for the construction. You had to know, for example, that the ‘71 prototype was developed from the enduro model, extensively modified to the requirements and ideas to become the perfect trials bike for its rider. As Gillou isn’t one to do things by halves and create an approximate replica, he started with a model 250 AE from 1973, from which he used only the rear wheel; the base was the frame of a MAR ‘lightly’ modified, he changed almost all the mounting points, the central spine, the frame braces, the steering head and the strengthening webs on the swinging arm, as well as the rear suspension mounting points, to make them all identical to the prototype! Just look at the list to see how extensive the work was. Always looking to recreate the perfect replica of a factory bike, Gilles used the larger scrambler front hub to re-spoke and fit a reinforced Akront, as was originally fitted with the stronger mud-catcher ‘H’ section style of rim just like on the rear, and not the later anti-mud version fitted to the production bike. He fitted Dunlop tyres just like at the time; the handlebars are fitted with the same levers and covers, which were found in Spain. The sump guard was originally in plastic, which was in no small way responsible for the chain jumping the sprockets as the frame flexed as it became more used; of course a later aluminium one, which was more robust, was fitted.

Two months for the fuel tank!

t Engine rebuilt as new

The most striking feature of the bike is the one-piece seat/tank unit in fibreglass which was recreated using photos of the bike at the time, bearing in mind the production MAR had a separate tank and seat. Two months of work went into creating the crowning glory. The white-andred colour scheme we see was chosen in favour of the blue/white or black/white, which had also been used on different days of the week according to Mick. The airbox has been refabricated using original documents. One small difference is the IRZ carburettor, which has a single-stage needle whereas the factory had the use of a two-stage needle which is impossible to find today, and which offered a more lively response than the standard smooth version. The ultimate test, however, came when Mick held a trials school near Paris: Gilles, who was already proud of his efforts, took the bike out of his van and Mick examined the result in detail, even getting down on his hands and knees to check the smallest details; he was certainly impressed with the quality of fabrication! A few minutes later and wearing his legendary ‘Bell’ flat cap, Mick was attacking the rocks of Larchent on the factory replica: you should have seen the smile and the emotion of Gilles, who was literally flying with the angels as he saw his idol riding the result of his passionate hard work! Classic Trial Magazine 2011

Mick Andrews OSSA REPLICA q APT is good for you: The reconstruction of the 1971 picture including Jill, Mick’s wife

p Mick with the original machine in 1971 at San Lorenc Del Munt

A really good bike

Another dream come true was that the legendary rider was just as taken with the fact that, as a result of the hard work in creating the replica, even after 40 years he found the same riding position and reactions as those of his own bike. Certainly the engine, which although rebuilt as new was a standard version and didn’t have the response or smoothness given by the IRZ carburettor of the factory version, but the rolling chassis (steering, brakes and suspension) were very close to the specification of the factory bike. Mick’s smile said it all as he rode around on this replica and was the best of all compliments that Gilles could have hoped for!

Scratches – no way!

Just after his test, while the rider and creator were talking away (more with the hands than anything, even if Mick speaks French much better than does Gilles English!), I gently stole away on the bike to give it a gentle work out: I couldn’t imagine for an instant returning the machine if I had a bit of a mishap and dropped it; I was sure I would have been given a hard time both by Mick and Gilles so prudence was the name of the game… It started impeccably, thanks to the long kickstart fitted, and is very stable, but it also seemed both longer and heavier than a Bultaco of the same generation. The riding position is pretty much rearwards and was set up this way by Mick; by comparison the production MAR feels much more compact. The brakes are powerful (enduro, remember?) and controllable; they are better than the suspension, which whilst working OK was far from perfect thanks to the rear shock absorbers which needed some fine tuning. The engine has good torque, even if the power delivery is not so rapid once under way. The tank seat unit is much more rounded than, for example, that of the first generation Montesa Cota 247 (the one with the big wheel hubs), the tank/seat does not get in the way at all of your legs, or penalise the turning circle on tight turns. After some very gentle manoeuvres (!) I was happy to return a totally intact bike to its owner, who was still in deep discussion with his idol. To sum it up, this is a bike which has been built with skill and passion, like all those coming from Gilles workshop, and is a rare beast indeed: I take my hat off to the creator, I am sure the build gave you much pleasure and you have a magnificent showcase for your talents, that’s right isn’t it Mick? n Classic Trial Magazine 2011

p Happy and proud, the creator Gilles

Modifications to make the Ossa replica

Reinforce the frame on the rear suspension mounting points – Modify the swinging arm to improve chain tension (snail cams from a Ossa MAR) – Fabricate a chain guide – Rebuild engine with new piston, bearings and seals – Modify the swinging arm mounting point – Improve brake-pedal action – Lower the rear of the top frame tube to place the rear engine mounting-point horizontal – Reposition lower rear engine mounting point – Lengthen top frame tube – New strengthening plates welded around front engine mounting points – Modified airbox with new mounting brackets – Tank seat unit in fibreglass – Stronger front wheel spokes and stronger MX rim – Other small details to replicate the look in period photos.

ARENA Kick Start

p Bernie Schreiber (Italjet-USA)

Bunny Hop The origins of the Arena Trial concept are a little vague, but the first ones started to appear in the early seventies. The one run by the Leamington Victory Club in the Midlands, at an agricultural show at Stoneleigh Park back in 1974, was a good example. It seems highly unlikely now that in 1979, over 30 years ago, BBC1 would show a trials riding competition at peak viewing time. That is exactly what they did, however, with ‘Kickstart’ which ran for 13 seasons – and at a time when many people where sitting down to watch the box: 6.30 in the evening. Add in the most hideous theme tune ever (Be My Boogie Woogie Baby by Mr Walkie Talkie) and millions were hooked. So popular was the series that it is still a discussion item on internet sites today, with ‘Bring back Kickstart’ an ongoing forum item and multi video clips posted on YouTube. Radio presenter Chris Evans was apparently a massive fan. Words: Colin Bullock Pictures: Colin Bullock – The Crane Collection

he original format was an obstacle course with see-saws, Volkswagen Beetles, bunny hops and limbo poles etc. all to be ridden around or over on a motorcycle. They even came up with a singledecker bus on one occasion that had to be ridden over and through. Riders were marked on the time it took to complete the course plus an additional 20-second time penalty for footing a section. Looking at the severity of the sections these days it does not look too demanding, but add that time element in and with the cameras rolling it was more than tricky enough. The first programme was filmed just beside the race track at Donington Park and it would later move to Easton Neston, the home of Lord Hesketh. Radio 1 DJ Dave Lee Travis was the original commentator in 1979–81 but he was replaced by Peter Purves of Blue Peter fame, and in all honesty 72

he was the right man for the job, adding just the right tone for the series. The 1979 event had all of the big names of the day with Martin Lampkin, Malcolm Rathmell, Mick Andrews and a young up-and-coming American called Bernie Schreiber. Bernie was the ideal TV guy, being a tall fresh faced ‘Yank’ who was going to stir up the normal order of things. He was successful too, taking the first series win aboard his Bultaco. He would go on to further successes in 1982 and ‘83 when SWM mounted; Kickstart was to be a truly international affair through the years. John Reynolds was victor in the second year, 1980, aboard the Beamish Suzuki. ‘JR’ was always a good value-for-money guy and another young kid on the block, impressing all with his wheelies to the finish line. In those days a 50-yard wheelie was par for the course and made for good TV. Classic Trial Magazine 2011

Kick Start ARENA

Peter Purvis of Blue Peter fame was the commentator

Bernie Schreiber (SWM-USA)

Trick Riding

The trick rider came into prominence in 1981, with the entry of a young Frenchman called Jean Pierre Goy who was mounted on a Fantic. Jean was apparently none too good at trials riding, and he wanted to change the style of the riders, but he was the first man most people had seen who could do all of the tricks that are now common place. He had everyone mesmerised, especially during the lunch breaks / camera reloading periods (frequent at BBC filming sessions) when he would be performing such feats as standing the bike vertical, stoppies, hopping etc. No one had seen it before and somehow he managed to win the event. 1982 saw Peter Purves come in with “Magical” Mick Andrews alongside him in the commentary box, the series had a new big-time sponsor by the name of Lombard and was produced by a certain Reginald Perrin – now where have I heard that name since? In 1984 it was time for another British win and this time it was John Lampkin who would take victory from Steve Saunders with Schreiber third, having tried too hard on his second run and dropped more penalties than would have been expected. It was held at Easton Neston, giving a very different mix of course with more natural going between the observed hazards. Alongside the senior events Junior Kickstart was running, and no less than 36 young hopefuls set out for glory. Who was the winner in the younger Youth class? Well, none other than Mister – or should I say Master – Showtime, Steve Colley on the Fantic. David Lloyd, also mounted on the Italian Fantic, was the senior Youth winner. A few years later Graham Jarvis would go on to take victories in the Junior Kickstart competition, winning back to back from 1989–91. In 1985 Eddy Lejeune finally got the win he was seeking on the four-stroke Honda, but the following year it was arch rival and team-mate Steve Saunders who kept his composure as the Belgian world champion lost out big-time on the reverse circuit. Lejeune had led by some five seconds after the first lap but Steve was very sound on the reverse lap and, when Eddy went down in the muddy pool log crossing, the Cotswold man would add another title to his CV. Both riders were out on the Rothmans Hondas, which sounded superb as they made time up around the Northamptonshire circuit. Classic Trial Magazine 2011

Jean Pierre Goy (Fantic-FRA)

ARENA Kick Start Alan Wright (Suzuki-GBR)

Classic Trial Magazine 2011

Kick Start ARENA Mike Greenhough (Majesty-GBR)

Eddy Lejeune (Honda-BE)

Pro Am

A new competition began in 1988 with a Pro (Professional) Am (Amateur) theme featuring Saunders, Italian Diego Bosis and John Lampkin amongst the seniors. Saunders was paired with Wayne Holdsworth, Belgian Olivier Clamagirand paired with 11-year-old Dougie Lampkin, and Graham Jarvis was with Ulf Lundquist. Conditions were horrible with rain and mud making it difficult, certainly for the youngsters. It was, however, Diego Bosis and Andrew Needham who would get the overall win. Whilst the competition was indeed taken very seriously there were some moments of humour. TMX correspondent, Mike Greenhough on the Majesty, took the award for the biggest crash as he went straight off the top of the pyramid. He also took some stick from his fellow riders and correspondents! Jack Stites, the American co-commentator, had everyone fooled with him constantly referring to the riders pulling ‘tall gears’. It took us a week or two to realise that it was American speak for using 3rd gear! Once, filming at Easton Neston was held up for half an hour while someone removed a snake from the undergrowth, and there was of course the first aid incident. Ten-year-old Mark Schofield fell from a section and went into a ditch. Two men from St John’s went to his rescue but they then ended up in the ditch with the unfortunate rider. This was much to Peter Purves’s amusement as he tried hard not to collapse with laughter on screen. Also why did every prize-giving feature the marketing director of the sponsoring company? OK I know the answer to that, but they all seemed to have gone to the same school of ‘frightfully good show everyone’, and they all looked as if they had had their ties surgically removed! So there we have it: primetime TV for Trials. I don’t expect it could ever come back but it was something that the person in the street could identify with and it provided years of peak-time family viewing. There is only one snag with writing this; that dammed theme tune is in my head again! Ringtone download anyone? It’s still available!

Classic Trial Magazine 2011

Mick Andrews (Majesty-GBR)

LEGEND Jim Sandiford

Gentleman Jim James Albert Sandiford took on the importership of the famous Montesa brand and built it up into a business associated worldwide with the Spanish motorcycle name. After a very successful solo career of his own whilst running the business he came into contact with and supported many Yorkshire riders who would reward Montesa with the ultimate accolades, including world championship round wins, SSDT, Scott and British Trials Championships. He passed away in 1993 but here we look at the life of a trials legend not only as a rider but also an importer. Words: Caroline Sandiford Pictures: Malcolm Carling – Eric Kitchen – Alan Vines – Deryk Wylde – Brian Catt

Classic Trial Magazine 2011

Jim Sandiford LEGEND

1965 ISDT (BSA) Isle of Man Kickham Trial 1967

1964 SSDT (BSA) Special First-Class Award

here to start? I guess at the beginning well before my time, but the knowledge is there. He was born and brought up originally in Breightmet (Bolton) where his parents had a fuel station and then, at a young age, a short move down the road was made (over the border) into Bury. Radcliffe, to be precise, and the house that was to be his home until he got married. So many happy memories of that house, many as kids with an array of motorcycles; some Dad’s, some Grandad’s. A place we spent many a weekend when Dad was away riding, switching between both the Grandparents (paternal and maternal) to fill the time. So to now refer to him as Jim and to come back to the ‘Dad’ part later, let’s go as I planned, to the beginning. Leaving school at the age of 16 Jim got an apprenticeship working as a mechanic in Bolton. His ethic and experience from that (working for someone else) was one which he appreciated, however as he progressed with his riding career more time away from work was needed. ‘Father Jim’ was at the same time looking to retire from the filling station at Breightmet and so the decision to start James Sandiford Motorcycles Ltd was made. The filling station was sold and premises in Radcliffe were bought, and in 1956 Classic Trial Magazine 2011

On the Greeves at the 1965 Bemrose Trial

the company started life. This did initially mean ‘Father Jim’ was left holding the fort on some occasions, and one such time was the 1957 SSDT.

Scottish Tales

Jim’s first Scottish was a journey before he even got to Edinburgh. Being sent on his own with pal Derek Brooks, they were dropped at Bolton train station by his mum (our wonderful Grandma); two machines, two ‘kids’ and two suitcases. Having to change trains at Carlisle they had to ride the machines from one platform to another with the suitcases balanced on the tank to get the next train to Edinburgh; and so the association with the Scottish Six Days Trial began – these such stories were told on many occasions to us as kids. Those days apparently were when ‘Men were Men’! Derek is pretty sure Jim rode a DOT that year and by all accounts a great week was had. The first time he travelled with Derek Lord also proved to be an event and a half (in 1961) when both on BSAs; suffice to say Jim finished, Derek didn’t, Derek’s bike missing some parts which “as you’ve already retired you don’t need” and from where the phrase ‘Donor Bike’ originated. Another such story was a Scott Trial one, and this will raise a smile with anyone who over the years has heard the same. It was always

Always proud to represent his country – here seen at speed in the 1970 ISDT in Spain on the Cheney Triumph. (Picture: Brian Catt)

relayed with a totally straight face at any event where there was a great deal of water/rainfall and was along the lines of “you’ve never seen rain the same as we had one year at the Scott Trial – the water in the rivers was so deep we had to float the bikes across on a five-barred gate to be able to get to the next group of sections” – again another ‘Men were Men’ story, one which amused him greatly. Can anyone imagine a BSA or the like being light enough to float??? In between events, ISDTs and trials, the company grew and a move to premises in Bury in the early 60s ensued. The famous address of Walmersley Road, Bury became known by one and all and as a kid I can remember a selection of letters and postcards, posted from just about anywhere possible with a fragment of the name and address to test how ‘known’ the company and the address were. One addressed ‘Sandiford’s Bury’ (just those two words) was even delivered from as far away as the south coast. This gave him great entertainment. Jim rode in the trophy team for Great Britain on many occasions, I’m not exactly sure of just how many, however I do know that he achieved 10 Gold medals, and that he was the only rider to achieve a gold medal in every machine capacity class. Versatile was definitely one of his fortes. 77

LEGEND Jim Sandiford

With fellow ISDT competitor Malcolm Rathmell at the 1970 British Experts Trial

Scott Trial 1970

European Championship Round – Sheffield 1970

Jim Sandiford – Montesa importer

Testing the Montesa – 1970 British Experts Trial

Family Business

As a teenager I worked the telephone switchboard on a Saturday and sometimes after school, desperate to be a part of the game, but you’ve guessed it – I was always told I had to work somewhere else first to learn respect – it hadn’t, as he stressed, done him any harm! We had a wonderful childhood, but were always very conscious that weekends meant Dad was either away abroad or riding locally and, if local and back on a Sunday night, he had to be left until after a bath (where he added up his score) before we descended on him. This was part and parcel for us as life as kids, and for Mum as the wife of a ‘professional’ rider. It didn’t 78

mean family life wasn’t important, it mean that one finished before the other started. In the early 70s his emphasis switched from riding so much himself (now with four small children) to the importership of Montesa and therefore the business aspect. We all have (and always will) Montesa ingrained in our core. It was everywhere: on the cars, the vans and on all our clothing. We were always fully corporated up – presentation was nine parts of the law. His involvement during those early years with predominately Malcolm Rathmell, but also John Hemingway, the Smith brothers, Chris Sutton, the Clarke brothers, Howard Jackman and Martin Lampkin was a time

Inter-Centre Team Trial 1974, riding for the North Western Centre

which produced some great friendships but also some great achievements. He absolutely loved it and many a beaming picture of him with one or a selection of the above has been enjoyed over the years. Many a story and a JAS laugh I can still hear to this day. The early 80s saw a move to what had been the warehouse at the rear of Walmersley Road and a completely refurbished building which was then opened and named The Motorcycle Superstore. One of the first self-service motorcycle accessory retail outlets of its kind showed Jim once again paving the way. The rabbit warren of buildings on the old Walmersley Road site was sold and the business pushed

on, however unfortunately Dad’s health started to fail. As stubborn as he was “I’m fine stop mythering” did nothing to calm our fears as a family that he actually wasn’t. “I’m not going to the quack’s” he would say – “stop going on” It all came to a head at the Hoghton Tower World round in 1991. With a big company involvement on the day and with Robert Crawford as our supported rider, ‘Sandiford Montesa’ had also sponsored a section. It was down in the quarry and, as always, as soon as the last rider had gone through the section the mission to bring the banners down before they were lifted began (as was often the case in those days). He just couldn’t get his breath and I had to shout at him to Classic Trial Magazine 2011

Jim Sandiford LEGEND

Always on the look-out for new talent Jim was so happy when his ‘New Boy’ Clive Smith won the 1973 British Experts on a Sandiford Montesa

Belle-Vue Show 1974

Honda – Montesa importer

March 1983, and Martin Lampkin and Malcolm Rathmell return to the fold

Malcolm Rathmell returned to Montesa in 1979 and won the SSDT

sit down for a minute. He then had to admit he wasn’t OK and a trip to the ‘quack’ followed that week. A few weeks later and an inoperable (because he had been ignoring it and it had become too large) lung tumour was diagnosed. Months of chemo and radiotherapy, which made him dreadfully ill, ensued, however by the following March a thumbs up and all seemed well. We have some lovely pictures of the SSDT in 1992 – on the bottom car park which is now the supermarket – despite the rain, with the whole family, rider Robert Crawford (then on a Cota 311) and Jake Miller. Dad was on top form and loving life again. Robert and Jake were working from the barn at the house Classic Trial Magazine 2011

and he was hands on – on a daily basis. Unfortunately the cancer returned in the September with force and we lost him in January 1993, aged just 53. What would he think today? It was an unbelievablely sad and emotional decision to close the original company in February 2010, but one as a businessman he probably would have made 12 months earlier. We sought advice from many of his old friends and business associates as well as our own professional associations and all agreed the same. The recession hit the motorcycle trade with venom and it was only our promise to Dad just before he died that we would

continue that kept us trading as long as we did. What would he think of the sport? Again without hesitation I can say NO STOP. He was a massive advocate of traditional trials. He didn’t agree nor understand all the ‘hopping and bopping’. Would he be proud that both Martin and I are still involved in the sport and the industry? ABSOLUTELY without doubt; it wasn’t just a business for him or for us; it was his and is our passion and our life. It has in turn established for us, as it did for him, friendships all over the world. Moving forward, like a stick of rock and with an

association hard to shake – under the original importership company name of Jim Sandiford (Imports) Ltd, I run a Montesa mail order spare parts business and distribute the brand ‘Monavie’ which is now (through efforts within off-road) becoming increasingly well known (Healthy Energy and Fruit Juice). Martin runs Sandiford OffRoad and stocks a wide range of trials, enduro and motocross machines and accessories. We both have children of our own and, happily, the name continues. Mum helps both of us and also enjoys still really being involved. Above all and to summarise – We are very proud to be the family of the great ‘Gentleman Jim’. n 79

WORKSHOP Mono-Shock Yamaha

Matt’s Yam

Since it exploded onto the world trials scene in 1983 this revolutionary machine has been ridden by countless clubmen the world over. Overnight it changed the whole development process, being the first trials bike to use multi-link rear suspension, and was responsible for relegating the existing twinshocks to the status of museum exhibits, such was the leap forward in technology. The rest of the world played catch-up but the original has stood the test of time. Words and Pictures: Matthew Heppleston

ven when it was introduced riders were shocked at the price of over £1,500.00, which was about 30 per cent higher than others of the time. To riders used to using four bolts to change the rear suspension units the sheer number of parts in the linkage system gave some dyed-in-thewool traditionalists heart trouble at the thought of the maintenance. It was here Yamaha played a master stroke as the needle roller bearings and bushes were equipped with an excellent sealing system combined with inbuilt grease nipples, so that a quick few squirts after every event would keep it in tip top condition. To my mind this simple feature is 80

something that is severely lacking in today’s machines! For such a popular machine which sold like the proverbial hot cakes it never had much success at world championship level (It won only one World round with Frenchman Thierry Girard in 1988 at the French GP) but many won national and centre events. If there was one machine that could be described as the ultimate clubman machine then it was this one; whilst giving away some technological advances in its later years its bullet-proof reliability and physical robustness as well as a continuing supply of spare parts make it a practical proposition for today’s wobbler or nostalgic rider

who is not looking to challenge at the upper end of the results. There was even one being ridden in the Centenary Scottish, such was the rider’s faith. Given that the bike was developed in the early 80s, its design has stood the test of time. However, today’s riding position and power delivery are markedly different from yesteryear. Cosmetically the plastic tank fades to a dirty cream and the seat lugs that push into the frame break off, the suspension is very soft and slow to act. The riding position is the biggest surprise, you feel as though you are perched on the bike with your backside in the air rather than the more upright position of modern bikes. It came in two main

model guises, the steel-tanked ‘S’ model and the more sporting ‘R’ model. A quick way to tell them apart is that the stand is on the left on the ‘S’ and the right on the ‘R’. Today it is still a machine which is capable of giving enjoyment to many. Whilst being good the original was never perfect and over its long lifespan it was subject to many different modifications by the likes of John Shirt Snr and Nigel Birkett (who gave me ideas and comments), Mick Andrews and Bertrand Quartier in France, to name but a few. This article aims to draw together as many ideas as possible to create a super Yam, whilst staying within the bounds of Classic Trial Magazine 2011

Mono-Shock Yamaha WORKSHOP

what a competent home mechanic can achieve and also within a reasonable budget. Please bear in mind that many will have been modified or upgraded over the last 30 years, so pay attention. Of course, any modifications are carried out at your own risk and peril!

BUDGET

My starting point was a ÂŁ300 nonrunner, as it had no carburettor or reed block. I think it now stands me at about ÂŁ1,000.00. I did a lot of work myself and sold off unwanted parts to offset the cost. I love it!!! Because the bike had been stood as a non-runner for a while I asked Yamaha guru Eddy Moermans of Snezzy Trialsports in Belgium to give it the once over. I am glad to say that it actually did not need any parts but new bearings and seals were fitted as a precaution while it was apart. I hope you like what we have done and it gives you some inspiration to fettle your old nail lying forlornly in the corner of the shed and get it out doing what it was built for, especially in the air-cooled monoshock class. I have graded the following modifications on a 1-5 spanner rating. One spanner = dead easy; Five spanners = major engineering capability or knowledge. Classic Trial Magazine 2011

ENGINE

1. Clutch arm, cable

Thread clutch cable end near the cylinder to give a more positive feel. Use a high quality cable for smooth action. Some have extended the pivot arm by 10 to 20mm for a lighter pull. This also makes the clutch less precise though, with more lever action required. If you have a good cable I feel it is a retrograde step as the original clutch was pretty slow to act already.

Case saver

Fit an aluminium case saver round the gearbox sprocket to prevent damage in case of chain derailment.

Ignition flywheel

The engine response can be made more modern by removal of some flywheel weight. The first stage is to turn down the outer band so the flywheel is 210g lighter. More radically the whole weight can be removed, which is my preference and easier to do. Stronger cast magneto covers increase crash resistance.

Breather

To prevent a build up of water vapour in the ignition casing add a breather. 81

WORKSHOP Mono-Shock Yamaha

3 2. Cylinder

This is a minefield; there are so many modified bikes out there that it is difficult to give advice. Look at the pictures of the pistons on the same axis and see how different the crown heights are. These differences are absorbed by changing the thickness of the base flange, which also has an effect on port transfer heights. If you have a standard early bike, try a Pinky model piston (the one with the crown cutaways) which has the same effect as raising the transfer ports. For improved revability raise the exhaust port by max 1mm and align the exhaust port with the exhaust inlet. This means removing alloy on the left side of the port when looking into the cylinder, otherwise gas flow is impeded. Check the inlet port to ensure it is the same width as the admission holes in the inlet side skirt of the piston, 1986 models need 2.5mm from each side removing, for example. Finally, align the 82

crankcase with the barrel transfers and cut the base gasket to suit. This is important, to create a smooth gas transfer into the cylinder. The test bike is fitted with a special aluminium liner, chrome plated bore and a 270cc barrel produced by John Shirt, so you can see there is some real exotica out there. Unless you are certain of what you have and what you are doing this is one job best left to an expert.

2a. Piston

Use a Pinky for a small power boost and smooth running; they can be identified by the cut-outs on the crown. Other options include: IT250, which has larger inlet windows and YZ250, which has a half moon shaped inlet for maximum flow. The more radical you go the more aggressive the power delivery. The ideal position for the piston window is with an upper limit of 41mm from the top edge of the piston

Capacity

250cc, 260cc or 270cc are commonly available in the UK â&#x20AC;&#x201C; the Americans of course got a 350cc monster, the UK factory boys all used the smaller capacities so there is choice. I would not aim for the big bore option immediately but use over boring of the cylinder to gradually increase capacity. Nigel Birkett feels the 260cc is the optimum size.

Squish band

The standard Yam squish area is very wide, check by using the solder or Plasticine method. Reduce this gap to ~1.3mm. This will require ~0.5mm removed from the cylinder head joint face. Alternatively fit a 0.5mm head gasket in place of the standard 1.0mm, if you can find one.

Classic Trial Magazine 2011

Mono-Shock Yamaha WORKSHOP

6a 3. Shortened inlet

Some bikes have a shortened inlet. Birkett suggested the difference is marginal so not a priority modification as this requires accurate machining and alloy welding capability.

4. Inlet reeds

On a standard reed block open the tongues of the reed stop to 9mm. A 1989 Honda CR125 reed cage and stuffer is a direct fit, greatly increasing intake velocity which improves throttle response. I have gone for a V Force reed cage designed to fit a YZ125, this however necessitated filling the mounting holes with epoxy glue and re-drilling to suit the TY holes. A DT250MX reed cage fitted with Boyessen Dual reeds also fits.

Classic Trial Magazine 2011

4a. Carburettor

The original carburettor is probably well worn by now. If it is okay check it has a 140/145 main jet (110 originally) an S 15 needle jet (change the needle at the same time) and the float height set between 22â&#x20AC;&#x201C;23 mm. If not invest in a new Mikuni, ideally jetted for a 250cc Beta, as this has the slide and pilot jet adjusters on the correct side or go for my favourite, a Keihin PWK 28mm jetted as follows: Slide 3.5, JJH needle 4th groove from top, 38 slow and 115 main jets.

5. Exhaust replacement, Exhaust cleaning

After 30 years the original system will be well dented and clogged up. The solution is cutting, cleaning, repacking and welding the middle box as carbon build-up

over time strangles the engine and kills performance. A dirty, difficult job so why not save trouble and install a shiny new stainless system from www.promonty.co.uk; this system has been dyno tested to improve power and helps get rid of the Yamaha knock, a real bargain upgrade.

6-6a. Rear silencer

The original was designed with homologation requirements in mind and does not flow properly. Many different types of replacement exist; WES (both in smooth and fast version) and Sammy Miller ones are still available new. Just look at the photos to see the vast range of options over the years, all aftermarket ones are an improvement on standard. I have fitted a Nigel Birkett one to my bike as I like the shape.

WORKSHOP Mono-Shock Yamaha

10a

11 7. Airbox

I have been lucky enough to find a high-volume box which is a massive 50 per cent larger than the 1.5 litre original. It is a direct replacement and really helps the bike breathe correctly at high rpm.

8. Air filter

Fit a high-flow filter and Pinky model airbox lid. The original filter and airbox lid are too restrictive, although most will have been replaced by now. Use silicon sealant or gaffer tape to seal the airbox to the frame rails to avoid water ingress. Air should be drawn from under the fuel tank.

9. Sump guard

A second bolt must be added to the front mounting point to prevent twisting under impact. The original design is bulky; it can be trimmed to improve access to the ignition cover without sacrificing much protection. I have a small triangle welded on to fill the gap to the lower frame tube below the gearbox sprocket. Finally, fit the bolts with loctite.

10-10a. Gear lever and kickstart

The standard alloy gear lever on later bikes is better than the steel original. The alloy kickstart only weighs around 40g less; I am sticking with the steel version as they are stronger.

Gearing

Original was 12 x 42, which was often replaced with a 10 x 35 or 11 x 38; I am using 12 x 44 as our sections are tighter, and the bike is more powerful and revs better.

CHASSIS

11. Tank Cover

In order to cover the ravages of time, the crowning glory is the fibreglass tank cover produced by Paul Cowley at www. Shedworks.net. This also has the advantage of retaining the standard plastic TY tank, which is leak proof. He produced this specially in Yamaha competition yellow for me. I got the custom speed block decals from Snezzy Trialsport and love it with a more understated finish. I think it looks the beeâ&#x20AC;&#x2122;s knees and sets the bike off a treat! Classic Trial Magazine 2011

Mono-Shock Yamaha WORKSHOP

15 12. Footrests

To retain the original mounting points, cut and re-weld the footrests so they sit 20mm lower. I wanted a much more radical and modern position so welded a substantial plate and modern footrest mounts before fitting some very trick footrests from www.trialscontrol.co.uk. You are now settled down in the bike rather than perched on it. For me the change in riding position is the greatest single improvement in trials bike design in the last 25 years.

13. Forks

I fitted Ă&#x2DC; 41mm TYZ forks, which have a much nicer action and are more rigid. Upgrading to any modern forks will be an improvement, combined with a disc brake. On standard forks use 300cc of 10W fork oil, or 15W oil for hotter conditions. Dismantle and Classic Trial Magazine 2011

clean any debris from the bottom of the slider. Add up to 25mm additional pre-load for heavier riders. Standard pre-Pinky model forks can also be upgraded to a disc brake using a Shirty or Talon kit.

14. Yokes

The original tiller yokes can be improved by fitting a TYZ-model front end. Modifying the standard yokes to give more a modern feel to the riding position is much more complicated. Handlebar mounts should be on a centre line with the steering stem. This modification combined with the footrest positioning is the most valuable improvement. The lock stops need extending with TYZ yokes, and cutting back with standard. Itâ&#x20AC;&#x2122;s down to personal preference but I used a 5.0â&#x20AC;? rise handlebar with standard yokes.

15a 15-15a Front brake

On a Pinky model any later fourpiston calliper can be fitted. I went for broke and fitted a billet Braking calliper and Nissin master cylinder from a MX bike as they were in stock. On a drum brake bike a YZ front brake plate in either single or twin leading shoe can be fitted if the spindle boss is reduced ~4mm on the outer face. Use water-grooved brake pads from Newfren or EBC.

Rear suspension, Y link

One little-known modification to improve the standard suspension action is to insert a 4mm spacer to increase the distance between the relay arm and swing arm mounting by cutting and welding a plate in the Y shaped linkage. 85

WORKSHOP Mono-Shock Yamaha

Chain tensioner

The original offering was way too short. You can retro fit a later steel or alloy version or extend the original by a good 100mm so that it is protected by the rear tyre and works better being mid way between the two sprockets.

16. Rear shock absorber

Alternative options to try include Whitepower, Ohlin’s, TYZ, Boge, Falcon; the remote reservoir ‘R’ model is also an improvement. The standard spring is soft but in the past I had a custom-wound one made with a 30 per cent higher spring rate.

17. GasGas swing arm

This is a modification used by ‘Birks’ back in the 90s, where a swinging arm from a Gas Gas is fitted. The bearings have been replaced by a custom phospher bronze 86

bush running directly on the Yamaha inner sleeve. The shock mount is a steel fabrication bolted to the swinging arm as welding is not possible on the later castings. The rear brake pedal is a modified Fantic as fitted to the 3-series bike, there is just enough clearance. I think this is the best visual modification of all.

18. Rear wheel

My all-time favourite Talon Universal billet hub with a tubeless solid rim gives ultimate strength and optimum leakage resistance – who could ask for more! A Michelin X Light puts the power to the ground. A standard Gas Gas AJP calliper is used with the master cylinder bolted to a new welded bracket. Talon also made a drum and disc conversion to fit the standard bike.

And The Rest

Remove the stand; they were rubbish to start with. Use a colder NGK B7 ES or equivalent spark plug with NGK waterproof plug cap. Remove the rear mudguard support. Turn the Yamaha twist-grip cable under the lever for crash protection. An extra spring on the rear brake pedal improves feel. Thanks to the following that have provided information or spare parts – Nigel Birkett: www. birkettmotosportukltd.co.uk – Snezzy Trialsport Belgium – John Cane: www.tytrials.co.uk – Shedworks: www.shedworks.net – Steve Goode Motorcycles: www.stevegoodemotorcycles.co.uk – JC Motorcycles: 01639 882241 – JK Hirst: www. jkhurst.com, and of course good old eBay . Well I am sure this journey through the ‘Monoshock’ can inspire some of you out there to get your machines fettled, for me it was a fantastic project and one that was very much enjoyed! n Classic Trial Magazine 2011

All week long I have to be good...

But at the weekend I can be shocking! sales@thetwinshockshop.co.uk | 01395 514287

DEALER VISIT Twin Shock Shop John McDonald

Mac’s Magic Shop

There is a very well known advert on TV that carries the tag line ‘does what it says on the tin’; this could just about sum up The Twinshock Shop c it’s a shop that sells twinshocks! But of course that isn’t the full story; a trip to Sidmouth was needed to view this magical shop. It was Matt McDonald who started, with his mum Julia, the business of buying, restoring and selling twinshock trials machines. His Dad John joined them after taking over the car bodyshop, that part of the same building that the Twinshock Shop now runs from. It is not a traditional trials shop, the type you may be used to if you go to a multi-franchise modern dealership, but more of an Aladdin’s cave of bikes and bits from the twinshock era. They don’t carry a full range of clothing, trick carbon and Ti parts, team replica graphics or spares for modern machines. What they do is buy, sell and restore twinshock bikes, and you will also spot a few air-cooled monoshock machines around from time to time. Pictures: Heath Brindley. Words: R2W Trials

s soon as I walked into the workshop my eyes were drawn to the many Honda machines they have in stock, all in various states of build. From a well used but lovely ex-works machine that came over from Japan, several standard TLRs, a few tricked-up TLRs, a clean Seeley, more than one RS and an RTL – there were also a few machines with RTL engines slotted into different model frames. The work carried out on these machines by John and Matt has produced some of the nicest you could wish for, almost too nice to ride! I had a quick ride around the yard on the ex-works machine and it felt just spot on – just leave the clutch alone! This is in fact John’s pride and joy, and he has resisted doing any restoration on it as he reckons it will ‘lose its character’. He recalled a recent trial where he was waiting to get into a section when a youngster sat on his little Beta near him looked at his machine and said “you must be a really crap rider, look at all the dents!” But I have to agree with John; in a world of perfectly restored machines it is somehow refreshing to see one with all the battle scars of a hard life. Of course, the Honda is a fairly modern machine compared to the other stock items. A quick glimpse into the store room and you could take your pick from BSAs, a Sprite, Montesas, Ossas (including a yellow gripper that really just needs a bit of a paint refresh) and many different Fantic models. You only need to take a peek at their web site: www.thetwinshockshop.co.uk to see some of the machines they have in stock, and new projects are arriving all the time. 88

Classic Trial Magazine 2011

Twin Shock Championship Shop DEALER FEATURE VISIT

Pick a Machine

Matt and John will either sell you these machines as they stand, knowing that many riders believe a rebuild is part of the fun of ownership, or they can carry out a full restoration and perhaps even suggest some improvements over the standard specs. As mentioned above they also carry out car bodywork, so are fully skilled and equipped to fabricate new parts and then prepare and spray them to the required finish. Amongst the machines in the store room I spotted a couple of the old MAR Ossas, but they looked a little different. One of the machines had a nickelplated frame and had also been fitted with a reed valve motor plus Gripper polished engine casings; the other had a weird looking, much slimmed-down fuel tank. From the information that they have it seems this may have been an ex-Tony Calvert team bike. You certainly wouldnâ&#x20AC;&#x2122;t know if you had seen it before! Another bike that wasnâ&#x20AC;&#x2122;t as standard as it had first appeared was a very nice condition Montesa 330. It looked standard & ready to ride but John reported that the engine from the later 335 monoshock had been fitted. This has the advantage of electronic ignition, doing away with the old fickle points etc. Over in the corner of the workshop was one machine that definitely could not be avoided, a yellow Gollner KT Kawasaki. It was a major improvement at the time over the standard production model which never really set the world alight in the sales or performance figures. KTs have gained something of a cult following lately with some beautiful examples popping up at events, but the Bob Gollner developed model is not only very rare, it reportedly rides betterâ&#x20AC;Ś but is also very bright! As you would expect Fantics also feature heavily around the premises; some complete, some in mid build and others just a collection of multi-coloured parts! One that caught my eye was a nice 300 that, at first glance, looked almost as it would have in the mid 80s. On closer inspection I realised that the front forks and triple clamps were from a Gas Gas and the front drum brake off a Yamaha TY 250. The Japanese drum brakes were a vast improvement on the European parts fitted as standard to almost all the Italian and Spanish bikes of the time. Classic Trial Magazine 2011

Matt McDonald

John loves his Hondas!

DEALER VISIT Twin Shock Shop

A Sachs-powered Sprite 125cc

The Good Old Days

After chatting to Matt and John for several hours, reminiscing about the good old days and talking about the various models and specs etc. it struck me that here we have much more than just two guys who want to sell you a product. The reason for the existence of their business is because of their love of the machines and the sport of trials in general. Ask them a question and you will get a straight answer; they have a vast knowledge about the machines, or have access to people who will know what you are looking for. If an item is no longer available there is a good chance that they can fabricate it for you, an example of their work being the RS Honda silencers that you can see fitted to several of the machines in the photos. If you so wanted you could walk into their shop with not a great deal of cash and leave with a ‘doer upper’ in a box, or you could take out a mortgage and have them build up a totally original, mint condition show bike. One thing they won’t do is have you travel half the country to come and see what was said to be a mint bike only to find it looks like it has fallen from 20 floors high! Honesty is the name of the game. Both Matt and John still get out and ride in local events, John on the Honda or maybe even his top-secret project bike. (I got to have a ride around on it but have been sworn to secrecy… all I can say is that it is British!) Matt has a nice gold-and-black Gas Gas Raga replica sat in the shop but he reckons he gets out on one of the twinshocks more these days. And as he says, the twinshock events are always very friendly and a good laugh. John also enjoys a bit of road riding, but as you would expect it isn’t on a modern missile. He has a lovely Triumph TR6, USA spec with a 750cc engine conversion that sits under a cover ready for the few sunny days we get in British summers now. On the day of my visit he was nursing a swollen and painful neck, thanks to a bee finding its way into his crash helmet the day before and taking exception when it couldn’t get back out again and stinging him … John was trying to hide from my camera all day! n

Pre-65 machines are also available

Matt and John can be found via their web site: www.thetwinshockshop.co.uk or give them a call on: 01395 514287. They are situated on the outskirts of the lovely Devon seaside village of Sidmouth, so it may be an idea to organise a family holiday there soon. How you explain the need to take a bike trailer on holiday with you I’ll leave up to you!

Is this an ex-Tony Calvert ‘Works’ Ossa?

John with his treasured road machine – A USA spec 750cc Triumph TR6

A trick Montesa Cota 335cc

Classic Trial Magazine 2011

Steve Goode Classic TrialMag 1011

SPANISH TRIALS MACHINES 1965 – 2010

06 October 2011 20:50:17

A PICTORIAL HISTORY BY JOHN HULME

NEW from Yoomee is their latest book “Spanish Trials Machines – A Pictorial History”. This superb book covers the launch of the Spanish Trials Armada on the ailing British motorcycle industry in the early sixties and brings us right up to speed in the modern day era of 2010, once again with the Spanish dominating the trials scene. Find out the history of: • Alfer • Bultaco • Clipic • Gas Gas • JJ Cobas • Mecatechno • Merlin • Montesa • Ossa • Sherco • Xispa • XPA. Read the history of the machines in the informative text, who knows where the name Gas Gas came from? The book covers the development of the machines but also includes many never seen before pictures of the riders who developed and rode the machines including: Sammy Miller • Mick Andrews • Don Smith • Malcolm Rathmell • The Lampkin’s, Alan, Martin, John and multi world champion Dougie • Jordi Tarres • Steve Colley • Toni Bou • Graham Jarvis to name a few. This superb soft back book is a mind of information containing over 200 hundred pictures and a must for trials fans of any age, if you either a Mick Andrews or Dougie Lampkin fan the book is a must for you, 126 pages full of facts and information!

Available direct priced at £24.99 Plus P&P: UK £4.99, Worldwide £7.99 To order a copy call now: 01663 749163 e-mail: postmaster@yoomee.co.uk All major credit cards accepted.

YooMee SPANISH 65-10 HPH 1011.indd 1

Classic Trial Magazine 2011

02/09/2011 15:32

SIDECAR 323 JCM

Grandmother from Hell We thought we would test an outfit that has done much better than most to resist the passage of time and we found one in, of all places, France, with our sister publication. This venerable old French lady is a JCM 323TR attached to a Coutard chair making it truly ‘Made in France’! TM offers you the chance to meet this 100 per cent stainless steel replica of the bike that won the 1985 French Championship. Words: Ph. Pilat – Matt Pictures: E. Leroy & Ph. Pilat

f the air is good it preserves things! The proof is once again provided by this outfit that lives in its natural homeland in the east of France. Until last September it was sleeping quietly in a barn – from time to time it was awoken for a gentle leg-stretch around the local tracks. Then it was moved to the more lively surroundings of a Paris suburb which put an end, once and for all, to its quiet life. To ease the outfit into its new role it was treated to a full-on energetic lifting by the capable hands of the clinic operated by Trial Montreuil. A few weeks later, following a full rebuild and some aesthetic work, our mule was transformed and ready to give a lesson to the impertinent youngsters. On the mechanical side we find one of the models developed in Vesoul by Joel Corroy during the 1980s. The engine was manufactured by the Italian Tau company and is a 310cc, five speed air cooled unit; the rolling chassis is fitted on the front with a Marzocchi

fork of 35mm, which also found its way on to the Fantic at around the same time. On the rear we find the Monopro system; the shock absorber is fixed directly to the swinging arm and made in steel, just like the frame. Brakes are the original twin drum, with a conical hub at the rear. One feature of this outfit is that the chair can be removed quickly, allowing the bike to be ridden as a solo should the urge arise. This possibility is very much helped by the set up of the rear suspension; certainly it is a little soft on cambers when used as an outfit, it is however very good for a solo providing you weigh around 80kg like its owner. This softness of the rear suspension is typical of the outfits of the 80s, when sections were more often on cambers or slippery climbs which required excellent traction. The much rarer steps of the time were often preceded by a good run-up, which minimised the lack of reactivity in the suspension department. Today, thanks to the Classic Trial Magazine 2011

323 JCM SIDECAR

The renovation was to a very high standard

improvements in suspension performance, it is possible to tune the shocker so that the extension is much stronger, which drives the outfit up steps with much less run-up. On modern engines grip is still available as a result of their smoothness and torque due, in no small part, to the universal introduction of reed valves.

Coutard Chair

The chair itself is a Coutard with fibreglass coachwork. The footwell is steel covered with a non-slip coating. The whole ensemble looks very pretty! Suspension comes from a classic Girling with adjustable spring pre-compression: weighing in at around 30kg including the cast wheel, combined with the 85kg for the bike, we have something a fair bit heavier than we are used to today. On the positive side there are some thoughtful touches such as the chain tension adjusters on the inside of the swing arm and the air filter, which can be accessed in about five seconds without the need for any tools; it goes without saying that the JCM was developed by real trials riders who knew the problems. It comes into its own especially on downhills where the feel of the front brake means you are never at risk of stopping forward motion, with the drum brake from the Leleu Company (ABS is 25years in the future). Thankfully, on the rear the brake arm has been significantly lengthened and does a much better job at hauling up the outfit. Cambers are not much of a problem, despite the narrowness of the outfit. On the other hand this feature allows two-wheeled riding to be done easily, which is normally a problem on older outfits. The front end is quite light and works well on steps, itâ&#x20AC;&#x2122;s even possible to hop the front wheel with a bit of strength. This lightness, combined with solo geometry, on the other hand penalises tight turns in slippery conditions or sand as the front wheel pushes outside the intended trajectory. When climbing, the JCM offers a good compromise between manoeuvrability and stability, and it is much more pleasant than certain Bultacos which have more inertia. The engine needs awakening with the clutch when running at the lowest rpm, but after this it is much livelier and revs with more than a few associated vibrations. It is, perhaps, a little more vigorous than a 348/349 Montesa, to give an idea to those in the know. The clutch needs a strong hand but an efficient and precise gearbox (finding neutral was easy!) completes the flattering portrait of an outfit that still has good compression and runs powerfully. CONCLUSION: With its more homely and comfortable rounded shape than the modern outfits, its level of performance surprised all of us who tried it for the first time. We were also impressed with how fresh the mechanics felt and how it reacted to sections. I thought it was comparable to bikes constructed almost 10 years later, which is normally a massive gulf in evolution.... And finally the cherry on the cake, the ability to ride both in sidecar and classic trials! n

Classic Trial Magazine 2011

The Italian 310cc Tau engine

The whole outfit is very slim

SHOP Trial Magazine Superstore

1 2

4 5

Trials Superstore 6 7

Classic Trial Magazine 2011

Trial Magazine Superstore SHOP

Headline

1 Around Trial - £22.99 Enjoy the most amazing journey with this superb trial, fun adventure – The DVD of the year.

2 Pre-65 SSDT 2008 - £12.99 Relive all the action from this enjoyable two day event in the Scottish Highlands, a must for the Pre-65 fans.

3 Pre-65 SSDT 2011 – £22.99 Eribea venduntibus ellamus rerum eos dus del mo cor alignatis sed earupta quodita ssitatur aute ne delit quodit aut recullorem Relive all the action from this enjoyable two day event in the Scottish Highlands, a must for the que con re preste plaborepelis eos aped modit optae verum volectur Pre-65 fans. am, tem nonsequ idelibus sitatis sinvenihit id endelignis simus dolore quias excescid experro earum dolessi acearuptia sendunto rerumCoutard labor as repudae stotas solut re vollenis eveliquam, 4 Portraitiur – Claude - £29.99 Yes this book is in French text but looks at the French trials legend Claude Coutard. quam quunt moloren derunt laceped es cus doluptas maximincto earum explatem volor aliquis cora esseratque etur, officabore 5 Techniques & Training - £22.99 eiciis repe volorep udandenis nonsedipsae pelibustem harum que etur maximpe rfernatur restium et labo. Ebitatem atur sam lam Once again a superb learning DVD on all you need to know about trials set in the French mountains. con platem int faces dis et, escimusam santur, tet eos et vene ipiditatist est est, nonemquunt estiae est, officit excescium nulparcitis 6 Teema Shirt Trial Magazine - £16.99 autaquis as etur, cus quaerru ptibus asim venis rerspid exped nostem accaborrum veliqui aces quisquas mo quatem faccate Back in stock due to popular demand is this new Trial Magazine Tee Shirt. It carries the Trial samendam, conse eos. Magazine log front and rear and is in Charcoal Grey.

Sizes Adult: S, M, L & XL (please choose when ordering)

Words: Stuart Taylor Pictures: Justyn Norek

“I really don’t know what I’m going to do with myself that first week in May… It’s going to be very strange. My brother is sad but relieved... he really hated the headache that went with it all, but I still love that place and the event, it still is Dad for me… What will I do? .. I will probably still drive to Fort William for a few days’ holiday and for the first time in over 17 years watch some sections. That will certainly be a novelty, after having been confined to the Parc Ferme day in day out running our service for such a long time. I can’t NOT do the drive up through Glencoe, wave at the tree growing out of the rock (long story… but as kids Dad used to wake us up to look at the same! – Ask Hemmo’s and any Lampkin, they used to get woken up to look at it as well!) But yes, to watch some sections would be nice. Although I am sure I will feel like Classic Trial Magazine 2011

7 Beanie Trial Magazine - £9.99 New to the Trial Magazine collection is this cool looking Beanie hat. One size fits all, come on join the team.

8 Riding Shirt Trial Magazine Classic - £29.99 New Magazine is thisdisappoint. excellent quality riding shirt. Manufactured to the– highest a spare part. No working out offrom Trial that and didn’t It was what Trials is about always has standard rider comfort in mind, from the crowd. (Gold & Red) delay times (Wow)... I can do them withutterly fantastic and stand a realout team been Classic and always will be... Trials = in my head I’ve been doing5those effort. Exactly whatLegend this sport is all Family and lifelong Friendships Riding Shirt Trial Magazine - £29.99 New from Trial Magazine is this excellent quality riding shirt. Manufactured to the highest for so long, but I’m sure someone about. As for Amos in 2002, well … simple. rider can comfort in mind, stand from the crowd. Legend (Red & White) will chuck their delay card standard at me withwhat I say... Amos andout this with the words “Caz – how10 long family have a friendship going Riding Shirt Trial Magazine Modern - £29.99 have I got?” Don’t get me wrong, back YEARS (Back to Cyclo Trials New from Trial Magazine is this excellent quality riding shirt. Manufactured to the highest the 14 hours (sometimes) on that withDays) and hisinwin was very standard rider comfort mind, stand outvery from the crowd. Modern (Green & White) car park is extremely hard work; special and celebrated as only ® 11 Trial Magazine Buffwas - £19.99 the loading of all the spares,With summerAmos sportscan!! and warmer weather comes the need for protection, this is exactly what the setting out of the same, you thecan expect from this limited edition Trial Magazine Buff® preparation and logistics of the Now I’m not going to get into the “hire” bikes, looking after riders… politics, the global meltdown and it’s always classed in our family as the impact that had on Montesa. THE WORST WEEK of the year… The phone is ringing daily at the but it still holds that special place moment with the fill “Why Please the aren’t form below and return to: in our hearts. Our hospitality was you the Montesa service 48 Albion Road, New Mills, Trialdoing Magazine, CJ Publishing, branded “second to none” – other in Scotland?” it’s a question High Peak,and Derbyshire, SK22 3EX, Tel: 01663 749163 “contracted” riders used to try and we cannot politically answer. The Enter quantity in boxes tick will assume one required) sneak in for some of our scram… switch to four-stroke (and(abeing If ordering sizes, please tick sizes (if no box ticked, we will send any size) we generally let them. This sport the leaders) should have paved the is so family orientated it is (and way for Montesa, but across the n 1. Around Trial n 2. Basic DVD n 3. SSDT DVD 2011 DVD will be) very difficult for someone board it increased theTrials base Techniques costs of n 4. PRE-65 SSDT 2011 DVD n 5. Get 2 Cycle Trials at its Best DVD from outside to integrate and ours the bikes and therefore the retail. is certainly a VERY hard act to economy took a downturn n The 6. Trial Magazine T-Shirt S ( ), M ( ), L ( ), XL ( ), n 7. Trials Beanie. follow. and£3.99 the buying public could no or more. Worldwide £6.99 per item. P&P: Add for 1 item, £4.99 for two longer justify such a high end cost Full Name: A Four-Stroke Winner (despite the brand’s unrivalled reliability). Two-strokes made a To win with James in 2007 was resurgence… sales of four-strokes unbelievable… Stood at the Address: diminished. With over 40 years of bottom of the hill with all my and experience and Montesa contacts James’s family before he rode all over the world we are a stick up onto the finish ramp, and to of Montesa rock... cut us in half Country: see his (and team riders Jack Postcode: Lee and that’s what is says... Coupled and Andy Huddleston’s) body with unsurpassable knowledge Phone number: language as they rode down the and experience of the brand it’s back street.. We knew he’d done been a sad demise… But looking Email: forward, we as a family still have it... I cried... Personally for me that year I needed that, he knew a commitment to the sport. That’s

ORDER FORM

METHOD OF PAYMENT

You can pay by cheque, card or direct debit...................TOTAL: £ I’m paying by Cheque n made payable to Trial Magazine paying by Card n Visa, Eurocard, Mastercard “it laceped es cusI’mdoluptas maximincto Card N°: n n n n n n n n n n n n n n n n earum explatemExpiry volordate: aliquis n n cora n n Security code: n n n n esseratque etur, officabore eiciis repe Signature:......................................................................... Date:............................. volorep” 95

REMEMBER WHEN… SSDT 1969

Wilky’s Winner

Winner 1969 SSDT Bill Wilkinson (Greeves)

Roll the clock back to 1969; Sammy Miller was most certainly the man to beat in trials on the Bultaco, and at the Scottish Six Days Trial he was on course for a third consecutive win. The once mighty motorcycling industry in Great Britain was on its knees, with the trend amongst trials riders to change to the Spanish armada now attacking the UK scene. The Greeves Anglian was at its height of development and Yorkshire garage proprietor Bill Wilkinson was one of a handful of ‘Works’ riders staying loyal to the brand. As you will find out, he nearly didn’t attend the 1969 SSDT as the machine, he felt, was not up to the job. Words: John Hulme with Bill Wilkinson Pictures: Jonny – Jack Knoops – Big John

Classic Trial Magazine 2011

SSDT 1969 REMEMBER WHEN…

tqpu Wilkinson with his winning Greeves celebrating 100 Years of the Famous event in 2011.

ou may think the SSDT is a major event to win now, but before the introduction of the World Series in 1975 it was the most prestigious trial in the world to the manufacturers. The build up to the 1969 trial had been focussed on the top three from 1968: Sammy Miller, runner-up Gordon Farley on the Greeves and third-placed Mick Andrews riding the new Ossa. Many fancied Don Smith, the Montesa development rider, in a new team with both Farley and Lawrence Telling. Bill Wilkinson has always enjoyed his week’s trials riding in the Scottish since he first entered in 1959 winning the best first-time award. Encouraged and supported by his father, who had competed in 16 SSDT trials, he was introduced to the staff at Greeves before the 1959 event and he would enjoy factory support from that day on. The run up to the winning ride in 1969 had not been a happy one for ‘Wilk’. His machine would break down in every event – nine weeks running – before the trip to Scotland, with the factory pulling its hair out trying to resolve the problem. All the major components were changed but still nothing was found; Bill takes up the story “The machine was stripped and checked but still nothing could be found. They continued to replace parts, the competition department led by Bill Brooker was very good to the works riders, with nothing too much trouble. The machine was basically a standard production machine with my own secret modifications carried out, such as the fitting of Ceriani motocross fork yokes to aid the handling, a major improvement I kept to myself for quite a while. The chrome frame gave it the special look; I had asked Bill Brooker if I could have the frame chromed but he said the budget was not available, but to my surprise it was carried out before the Scottish – maybe a good omen considering the machine’s problems”. Classic Trial Magazine 2011

q With Greeves competition manager Bill Brooker on his 86th birthday.

Happy Chap

Wilkinson headed for the Edinburgh cattle market for the ‘weigh in’ with his Greeves rebuilt into the chrome frame; he was happy. The first day’s run would cover 159 miles, with the riders arriving at the headquarters for the week in Fort William. It was close at the top, with young Chris Milner one of three riders only one mark behind leader Don Smith. He again kept the Montesa in the lead on day two as Mick Andrews threw down the gauntlet, moving into second place. After Wednesday the first one-hundred riders would be moved into the second half of the entries, so number 101 would be the first man away on Thursday. Sammy Miller carried his Wednesday lead into Thursday as Smith cracked, dropping him off the leader board as Peter Gaunt put his home-brewed Gaunt 128cc powered Suzuki into a challenging position. Friday would see Smith move back to where he wanted to be for the final push on Saturday, but boy was it getting close. In the mind-games of trials Wilkinson, riding number 54, had given the huge crowd at ‘Pipeline’ a lesson in trials skill with a superb feet-up ride which was well received with a good round of applause. Miller, riding number 56, had seen this but saw his hopes of a win go when the Bultaco front wheel wandered off line, resulting in a three mark penalty; all Wilkinson had to do now was coax the Greeves back to Edinburgh. Bill Wilkinson: “The week had gone well with no machine problems at all; I fitted a new rear tyre on Tuesday and Thursday evening and a Renold’s chain on Wednesday evening. The victory for me was good as I managed to put Miller under pressure on both Thursday and Friday, and when I cleaned Pipeline in front of him on Saturday morning I began to think about winning. On the ride back to Edinburgh I had visions of the Greeves packing up after all the problems before the event but no way, I was one happy SSDT

winner! Greeves were over the moon with the win, Director Derry Preston Cobb gave me the winning machine to keep and a bonus of £50.00! Further bonuses came from Shell, Lodge, Dunlop and Renold’s, happy days”. After the event he sold the machine to further fund his trials career but, happily, he was able to buy it back 18 years after he had last seen it and a full restoration was carried out by Jim Swallow. Wilkinson has never let it out of his sights since! n

RESULTS: SSDT 1969

Day 1: Don Smith (Montesa) 5; 2: Peter Gaunt (Suzuki) 6; 3: Chris Milner (Ossa) 6; 4: Bill Wilkinson 6. Day 2: 1: Smith 8; 2: Mick Andrews (Ossa) 10; 3: Wilkinson 10; 4: Geoff Chandler (Wasp) 13. Day 3: 1: Sammy Miller (Bultaco) 16; 2: Wilkinson 16; 3: Andrews 17; 4: Smith 18. Day 4: 1: Miller 17; 2: Wilkinson 17; 3: Andrews 19; 4: Gaunt 20. Day 5: 1: Miller 28; 2: Wilkinson 30; 3: Smith 31; 4: Andrews 32. Day 6: (Winner) 1: Bill Wilkinson (Greeves) 30; 2: Mick Andrews (Ossa) 34; 3: Sammy Miller (Bultaco) 35; 4: Don Smith (Montesa) 42.

Number One for Motorcycle Sport in the UK 25,000 MEMBERS 600 CLUBS 20 REGIONS 1000’S OF EVENTS THROUGHOUT THE UK

FOR YOUR PASSPORT TO THRILLS CONTACT THE TRIALS AND ENDURO DEPARTMENT

T: 01788 566 403 E: mary@acu.org.uk T: 01788 566 409 E: alison@acu.org.uk W: www.acu.org.uk ARENA CROSS • ARENA TRIALS • ATV • BEACH CROSS • BEACH TRAINING • BIKE TRAILS • BYMX CYCLE TRIALS • DRAG • ENDURO • GRASS TRACK • HARE & HOUNDS • HILL CLIMB • MOTOCROSS POCKET BIKES • QUAD • ROAD RACING • SPEEDWAY • SPRINT • SUPERCROSS • SUPERMOTO • TRIALS

www.smproducts.co.uk Tel: 01425 616446 Fax: 01425 619696 Email: sales@sammymillerproducts.co.uk

NEW Product! Universal Pre 65 Air Box Comes complete with two different sized output flanges, suitable for Tiger Cubs, BSA C15, B40 and many more... Can be used with paper or foam filter element, top quality and well finished. £42.00 (INC VAT)

NEW Product! Universal

Pre 65 Alloy Oil Tank Our New Universal Oil Tank is made to fit most Pre 65 Trials Bikes including Ariel, Triumph Tiger Cub, BSA C15 & B40. This oil tank has been made to the highest standard with quality materials. £138.00 (INC VAT) NEW Product! Universal Pre 65 Alloy Silencer Comes with reducer gasket suitable for Ariel, Triumph, BSA and more.... Very light weight and well finished. £78.00 (INC VAT)

SM Products Mick Andrews “How to ride Classic & Twinshock Trials” Mick shares his knowledge. Makes riding easier & more enjoyable. £17.52 (INC VAT)

Betor Shocks

Betor Shocks are made to our specification From £97.20 (INC VAT)

All Products (except shocks) MADE IN GREAT BRITTAN

Yamaha TY250 Mono Seat/ Tank unit cover Finished in high quality white gel coat. Comes complete with billet cap and graphics. (foam seat extra) £114.00 (INC VAT)

CONTACT US NOW FOR YOUR FREE CATALOGUE Please Note: all prices are correct at time of printing, but are subject to change.