Motorcycle Retro Replay, Issue 1, 2018

EDITION 01 | YEAR 2018

NEW

A PICTORIAL HISTORY OF MOTORCYCLE SPORTS

THE GOLDEN AGE 1965-1985

ISSUE 01: 2018 • UK: £8.99

ENDURO

•

MOTOCROSS

•

ROAD

RACING

•

TRIALS

INTRODUCTION

4 | EDITION 01 | YEAR 2018

INTRODUCTION

JOHN HULME

M

y passion for anything motorcycle does not just apply to trials. As a small boy I would be privileged to be attending a wide variety of motorcycle sports on most weekends, although trials was the mainstay as it was the only two-wheeled sport my late father Ron could afford to compete in. His regular nine-to-five employment was as an automotive instrument fitter in the Research and Development department at Ferodo, based just up the road from Whaley Bridge at Chapel-en-le Frith. As one of the ‘perks’ of the job he was allowed to have what was termed a ‘free runner’ at weekends. This was a car that needed some much valued road miles putting on it to help with the brake development. Whatever Ferodo were working on was made available, and the free bit came from the fact that the all-important fuel was free of charge. The only catch was you had to put more than 150 miles on the car between Friday at 16.30 and Monday at 08.00. A range of vehicles ranging from a semi-automatic DAF — don’t ask — to a luxurious Ford Cortina — such was the wide variety of vehicles that Ferodo were involved in — were all made available.

Included in the weekend trips were regular ones to Wales for trials and scrambles, or motocross as it was becoming known, and Oulton Park and Darley Moor, to name but a few, for road racing. The trade shows were attended, as were many car and motorcycle museums. Speedway and Grass Track could take us anywhere but the most memorable times had to be the ones where we went to watch Grand Prix Motocross at Dodington Park, Farleigh Castle, Hatherton Hall and Hawkstone Park.

Over the years, and especially in more recent times, because of the publishing company I own, I have collected photographs from many sources who have been more than happy to see their old pictures in print. It’s quite sad that so many of the road racers in this publication were killed during the sixties, when track safety and rider protection was nowhere near as good as it is today. I can still recall how upset my father was when his friend John Hartle died; the pictures sometimes hold tragic memories. The photographic collection also opened the door to some fantastic and happy memories though, which you will find in this new publication Motorcycle Retro Replay.

To everyone who has contributed in any way, shape or form I am eternally grateful to you all. To the people who have gone just that extra mile to supply information and talk to me with the allimportant facts around the riders and machines, I thank you.

I hope you enjoy what you see and read as we now start another adventure into the world of motorcycling from 1965–1985, a truly golden age of motorcycle sport.

The magazine is dedicated to my late father Ron, my mother Joyce and my wife Jane. Thank you.

EDITION 01 | YEAR 2018 | 5

EDITION 01 | YEAR 2018

A PICTORIAL HISTORY OF MOTORCYCLE SPORTS

THE GOLDEN AGE 1965-1985

Picture: 1983 ISDT Credit: Toon Van De Vliet Motorcycle Retro Replay is published by CJ Publishing Ltd, 48 Albion Road, New Mills, High Peak, Derbyshire, SK22 3EX. England Telephone: 01663 744766 Email: england@retroreplay.net Mail order selling: www.motorcycleretroreplay.com Webmaster: Heath Brindley ISSN No: ISSN 2515 – 4834

6 | EDITION 01 | YEAR 2018

Editor: John Hulme Editorial Staff: John Hulme, Jane Hulme and Lisa Carr Proof reading: Jane Hulme and Davina Brooks Advertising Manager: Lisa Reeves, email: england@retroreplay.net Publication design production: Dean Cook, The Magazine Production Company Printed by: Buxton Press

CONTENTS

ENDURO

ISDT 1983 ������������������������������������������� 44 FIM European 1982 ������������������������ 114

MOTOCROSS

Vic Allan ����������������������������������������������10 Malcolm Davis ��������������������������������� 28 Roger De Coster ������������������������������ 30 Paul Friedrich ���������������������������������� 32 Hawkstone Park 1975 ��������������������� 34 Arthur Lampkin �������������������������������60 Sidecar Motocross ������������������������� 64 Graham Noyce ����������������������������������76 Ollie Petterson �������������������������������� 78 Dave Thorpe ������������������������������������ 112 Bryan Wade �������������������������������������122

ROAD RACING

Giacomo Agostini ����������������������������� 8 Race of the Year 1969 ��������������������12 Crash Helmets �������������������������������� 26 Mike Hailwood �������������������������������� 36 John Hartle �������������������������������������� 40 Phil Haslam ������������������������������������� 42 Billy Ivy ��������������������������������������������� 50 Tony Jefferies ��������������������������������� 52 Dick Mann ���������������������������������������� 68 Anglo Races 1971 ���������������������������� 70 Phil Read ������������������������������������������90 Kenny Roberts �������������������������������� 92 Jarno Saarinen ������������������������������� 98 Barry Sheene ��������������������������������� 110 Peter Williams �������������������������������126

TRIALS

Mick Andrews �����������������������������������18 Nigel Birkett ������������������������������������� 20 Gilles Burgat ������������������������������������ 23 CCM ���������������������������������������������������� 24 Ulf Karlson ���������������������������������������� 56 The Lampkin Brothers ������������������� 58 Alan and Martin Lampkin �������������� 62 Eddy Lejuene ����������������������������������� 66 Dave Rowland Trial 1981 ���������������� 94 Dave Rowland ���������������������������������� 96 Scott Trial 1965-1985 ���������������������102 Shop Wakelin Ward �����������������������104 SSDT 1965-1985 ������������������������������ 106 Yrjo Vesterinen �������������������������������120 Bill Wilkinson ����������������������������������124

THROUGH THE LENS

Paddock ��������������������������������������������80 Photographers �������������������������������� 82

Photographers: Barry Robinson, Malcolm Carling, John Shirt Snr, Eric Kitchen, Alan Vines, Toon van de Vliet, Mauri/Fontsere Collection and the Giulio Mauri Copyright, The Nick Nicholls Collection at Mortons Archive, Don Morley, Brian Holder, Peter J Beardmore, Justyn Norek Snr, John Hulme, Colin Bullock and Graham Milne.

Additional Research: Mortons Archive, Yoomee Archive, Motor Cycle News, Motor Cycle, Barry Robinson, Eric Kitchen, Alan Vines, Toon van de Vliet, Don Morley, Brian Holder, Peter J Beardmore, Justyn Norek Snr, Nick and Tony Jefferies, Mick Andrews, Tony Davis, Sammy Miller, Alan Lampkin, Ian Berry, John Moffat, Mick Bowers, Ron Hulme, Colin Bullock and Brian Catt

COPYRIGHT: The reproduction, even partially, of any material published in this magazine is prohibited by law. Documents submitted for publication are not returned. The Editor reserves the right to modify documents accepted for publication. We apologise for any mistakes with the information supplied in this publication. If we have used anyone’s copyright works by mistake could you please contact: england@retroreplay.net

EDITION 01 | YEAR 2018 | 7

MOTORCYCLE ROAD RACING SPORT

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WRITERS | JOHN HULME • HEATH BRINDLEY PHOTOS | MOTORCYCLE COLLECTION • JOHN HULME

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15 worldwide titles: 7 in the Ipicat.

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FACTSHEET

8 | EDITION 01 | YEAR 2018

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SUBHEAD

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MOTORCYCLE ROAD RACING SPORT

FACTSHEET

15 worldwide titles: 7 in the 350cc and 8 in 500cc class.

Headline

123 Grand Prix wins: 54 in 350cc, 68 in 500cc and 1 in the 750cc class 18 Italian championships

YOU CAN ADD HERE A SUBTITLE LOREM

10 Isle of Man TT Victories

Pearl Jam “Some part of text you want to stand out�

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Xerit dolor si ad quat voluptam ut ium etus, tes et et faccus repedi di talian motorcycling as volupta legendsi Giacomo nulpa si veleces Agostiniendelit was born lamendae on 16th cuptas untisqu iaecea June 1942, the eldest secernatis of three accusam brothers acera from autBrescia atum quundi in Italy.blaut In a pedigniandel et career that wasfugiasperum, born from aconsedi young passion doluptibus for racing in cupiciam motorcycles que nonsero ruptatu rerror re in the late fifties aut the et victories fuga. Ettell utecae their officim own story. incturi In 1965 cus he alignis joined suntisi ncipid maiori audi the mighty Italianrendignimus MV Agusta team. quiantAilit winner eiundit of magnam the 500ccanda World nectemolorro elibus.

Championship in 1966, he started an undisputed supremacy from 1965 for a decade through to 1975 when he finished off his career, having moved to Yamaha in 1974. He became the first and only ever Italian winner at the famous Daytona 200 race in the USA and turned it into a double victory celebration as he took the top spot of the podium in front of his home fans at Imola.

I

EDITION 01 | YEAR 2018 | 9

MOTORCYCLE SPORT MOTOCROSS

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WRITERS | JOHN HULME • HEATH BRINDLEY PHOTOS | MOTORCYCLE COLLECTION • JOHN HULME

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SUBHEAD

O

10 | EDITION 01 | YEAR 2018

Made in the UK

ROAD RACING

Race of the year: 1969 12 | EDITION 01 | YEAR 2018

ROAD RACING

To increase rider comfort and afford more steering lock the fuel tanks had these hand-formed recesses in them. The performance and noise from the three cylinder four-stroke engines stood out from everything else.

This is how the 1969 racing tyres looked, which had defined cut treads. The rear view of the MV Agusta, I think you will agree, looks awesome and was witnessed by many riders! Is that a worn out clutch basket in the bin?

PHOTOS | PETER J BEARDMORE

A FACTSHEET Length: 30 Laps

Fastest Lap: Agostini 93.1mph.

Results: 1: Giacomo Agostini (500 MV Agusta); 2: Ken Redfern (750cc Norton); 3: Dave Croxford (750cc Kuhn Norton); 4: Malcolm Uphill (700cc Rickman Metisse); 5: Mike Hailwood (500cc Seeley); 6: Paul Smart (750cc Francis Norton).

s the summer months changed to autumn and the everchanging colours came out on the horizon, as the nights started to close in and the temperature change became more noticeable, the road racing season started to close its doors. The fans had one huge treat still to look forward to though and that was the ‘Race of the Year’ competition.

Held at the end of September, huge crowds, estimated in the region of close on 60,000, created a five-mile traffic jam on the surrounding roads which fed the adrenalin fuelled race goers onto the 1.35-mile Mallory Park circuit in Lincolnshire.

You may ask what the attraction was… Mike Hailwood had indicated a move to single-seater car racing and this could be his last two-wheeled appearance. Wanting to play apart in this monumental occasion would be international stars Giacomo Agostini, Phil Read, Rod Gould and a host of other ‘Short Circuit’ specialists from the home shores. With three wins to his name, and £1,145 in his pocket, it was a very happy ‘Ago’ who flew back to Italy.

EDITION 01 | YEAR 2018 | 13

ROAD RACING

p Circuit racing at its best. Gordon Pantall on the 500 Seeley (53) in close company with Nigel Palmer and the Metisse (69). t Would this be Mike Hailwood’s last race? The 500cc Seeley was not on the pace of Agostini and his MV A gusta. Not letting the 500cc engine size of his Seeley handicap him, Hailwood started the day’s action with a super confident win in the opening 1,000 class heat, just in front of a very fast 750cc Norton in the h ands of Ken Redfern. t Ron Chandler amongst the Seeley race machines. The superb handling attributes of the Colin Seeley framed machinery is legendary.

FACTSHEET ENGINES UP-TO-1000cc Length: 20 Laps Fastest Lap: Agostini 92.5mph.

Final Results: 1: Giacomo Agostini (500 MV Agusta); 2: Percy Tait (700cc Rickman Metisse); 3: Mike Hailwood (500cc Seeley); 4: Malcolm Uphill (700cc Rickman Metisse); 5: Ron Chandler (500cc Seeley).

14 | EDITION 01 | YEAR 2018

ROAD RACING

p Mick Andrews with the Seeley framed 750cc Gus Kuhn, Norton powered machines. t Looking very happy with life is Malcolm Uphill. He would win a superb 4th position in the Up-To-1,000cc Final on the 700cc Rickman Metisse. q The neat style of Percy Tait (700cc Rickman Metisse). His extra power let him outpace the 500cc machine of Hailwood for second position in the Up-To-1,000cc Final

FACTSHEET ENGINES UP-TO-350cc Length: 15 Laps Fastest Lap: Agostini 92.5mph Final Results: 1: Giacomo Agostini (500 1: Giacomo Agostini (MV Agusta); 2: Rod Gould (Yamaha); 3: Phil Read (Yamaha); 4: Tony Rutter (Yamaha); 5: Chris Carr (Yamaha).

EDITION 01 | YEAR 2018 | 15

ROAD RACING

FACTSHEET ENGINES UP-TO-250cc Length: 10 Laps Fastest Lap: Read 90.67mph.

Final Results: 1: Giacomo Agost1: Paul Smart (Yamaha); 2: Barry Kemp (Yamaha); 3: Dave Browning (Yamaha); 4: Phil Read (Yamaha); 5: Alan Manship (Yamaha).

FACTSHEET ENGINES UP-TO-125cc Length: 10 Laps Fastest Lap: Simmonds 84.37mph. p As was the case in the 350cc heats, it was the Yamahas of Rod Gould and Phil Read that dominated the two 250cc heats. Here Gould returns from scrutineering earlier in the day. u In the 250cc final, dominated by Yamahas, Phil Read’s would not fire up on the starting grid, leaving him to start dead last. On a mission to get to the leaders his job was made a little easier as he passed the stricken Yamaha of Rod Gould’s which had suffered a big-end failure. At the finish line a victorious Paul Smart won as Read finished fourth. q The 125cc start witnessed a very near miss for eventual winner Stuart Graham as he was nearly knocked off. Fighting to regain his balance on the works Suzuki twin he set off in earnest in pursuit of the leaders. Dave Simmons had signed off this world championship season with the title for Kawasaki and was looking good for the win, but on lap five Graham caught his rival and passed him to secure the victory making it a Japanese one-two.

16 | EDITION 01 | YEAR 2018

Final Results: 1: Giacomo Agost1: Paul S1: Stuart Graham (Suzuki); 2: Dave Simmonds (Kawasaki); 3: Chas Mortimer (Villa); 4: Fred Launchbury (Bultaco); 5: Barry Rae (Maico).

A H I STO RY OF S U C C ES S

MIC K A NDRE W S

D AVE TH O R PE

2 x European Trials Champion (1971 / 1972) 5 x SSDT Winner (1970 / 1971 / 1972 / 1974 / 1975)

3 x 500cc World Motocross Champion (1985 / 1986 / 1989)

www.renthal.com PHOTO CREDIT : ERIC KITCHEN

PHOTO CREDIT : GRAHAM MILNE

TRIALS

Mick Andrews PHOTOS | PETER J BEARDMORE • BRIAN CATT THE NICK NICHOLLS COLLECTION AT MORTON’S ARCHIVE

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he cold hard truth, that the once dominant years of the Great ‘British’ motorcycle industry was in a slow death, had many young off-road riders moving to foreign shores for their motorcycles. Sammy Miller set the trend when he moved from Ariel to Bultaco in 1965 and Mick Andrews was no different. He had tasted success on a selection of British four- and two-stroke motorcycles but the lure of some new challenges and a regular pay packet took him to Spain and the Ossa brand. He would be employed to develop a new range of off-road models.

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TRIALS

t 1967 ISDT Zakopane, Poland: His role to develop off-road machinery for Ossa was based around the single cylinder two-stroke, four speed gearbox engine. Proving reliability in such events as the ISDT was essential to the Spanish brand. u 1967 Swanley, Great Britain: Ossa wanted to add a motocross machine to its range, and having already tasted success on the four-stoke British single cylinder four-stroke machines Andrews made the change to the Spanish two-strokes with ease.

t 1967 Spain: It would be in trials where Mick would make his name with Ossa, taking wins at the Scottish Six Days Trial from 1970–1972 and the European Championship in 1971 & 1972.

u 1968: With a move to Spain to develop the Ossa machines now looking more permanent, Mick married his childhood sweetheart Gillian Bunting in the March. It was then a case of loading his life into a van and heading off to Spain and, as they say, the rest is history.

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TRIALS

1971 SSDT: In the upstairs store room at Crooks Suzuki a B120 model had seen many parts removed from it, which became the donor machine for the first trials project. Employee Frank Whiteway was well known in road racing circles and soon noticed Birkett’s enthusiasm for learning the mechanics of a motorcycle. He was a fantastic help to Nigel, who remembers the times in those early days with much fondness. The frame was modified for its use in trials and a pair of Metal Profile front forks was attached. A fuel tank from another Suzuki, the AS 50, was also used. Frank then used his knowledge as he helped the young Birkett build up a trials version of the Suzuki Trail Cat motor using a piston from a Super Six road machine to improve its performance. In 1971 at the age of seventeen Nigel took the Crooks Suzuki special to the Scottish Six Days Trial, which began a love affair with the SSDT that’s still there to the present day.

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TRIALS

Nigel Birkett PHOTOS | BRIAN HOLDER • P CHRISTIE

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t’s quite strange in life how things pan out. As an apprentice motorcycle mechanic at the Crooks Suzuki dealership in the North of England Nigel Birkett had built his own machine for the 1971 SSDT.

1976 SSDT: As the years passed Nigel became a full-fledged works Suzuki rider for a threeyear period starting in 1975. Seen here at the 1976 event, he missed out on the runner-up position in 1977 when he was awarded points for a leaking fuel tank which pushed him down to third, his highest ever position in the event.

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TRIALS

p He remembers the first race well as there were only four riders but the others were all mounted on superior machinery and it was a spirited win, shall we say, as he battled his way to the front with his elbows and feet coming to good use. t His father loved his son’s passion for motorcycle sport and purchased him a 125cc Puch Dalesman motocross model and he finished second in the British Schoolboy Championship. He still remembers the motocross years with his late father as some of the best years of his life as they both just loved it. He entered the senior ranks and made a very good rider. He still believes he had the ability to make it as a scrambler, but when he took up trials riding to keep fit in the winter months he showed an outstanding natural ability.

PHOTOS | BIRKETT FAMILY COLLECTION

B

y the time Nigel was thirteen he was competent enough to win his first schoolboy motocross event, riding a home-converted 80cc Suzuki. He still owns the winner’s plaque to this very day.

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TRIALS

Gilles Burgatt FACTSHEET 1981 SCOTTISH SIX DAYS TRIAL Results: 1: Gilles Burgat (SWM-FRA) 77; 2: Yrjo Vesterinen (Bultaco-FIN) 85; 3: Martin Lampkin (SWM-GBR) 95; 4: Jaime Subira (Fantic-ESP) 107; 5: Charles Coutard (Montesa-FRA) 113; 6: Nigel Birkett (Fantic-GBR) 118; 7: Toni Gorgot (Ossa-ESP) 120; 8: Malcolm Rathmell (Montesa-GBR) 122; 9: Danilio Galeazzi (SWM-ITA) 129; 10: Norman Shepherd (Majesty-GBR) 131.

PHOTO | TOON VAN DE VLIET

A

fter a poor 18th place finish on his debut at the event, French rider Gilles Burgat arrived in 1981 ready to challenge for the win. Whilst his two main world championship rivals, Bernie Schreiber from America and Belgium’s Eddy Lejeune, missed the event Burgat looked forward to his six days of riding in this international event based in Fort William in Scotland. Later in the year he would become the first ever French World Trials Champion and SWM would become the first Italian motorcycle brand to repeat this feat. Shortly after this picture was taken he did exactly as he’d said he would if he won and jumped into Loch Linnhe behind him!

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TRIALS

CCM

PHOTO | TOON VAN DE VLIET

I

t’s usually by strange coincidences coming together that new ideas are born and the CCM trials story is no different. Alan Clews had ridden for years in scrambles, as they were called ‘back in the day’, racing his own breed of machines usually powered by British BSA four-stroke engines. He was always looking for new business opportunities and it was during the quiet winter months that he needed some way of giving his experienced workforce some work to do. The CCM brand was well established in the motocross world so why not include trials?

When Sammy Miller had split from Honda after Rob Shepherd’s winning year in 1977 he had approached Clews with regard to producing a new four-stroke trials engine. A development rider for the trials project was needed and as Nick Jefferies was out of contract having previously ridden for Honda, Clews knew that with all his four-stroke trials experience he would be the ideal man for the job. With all the lessons learnt from a steep learning curve in competition, Clews decided to start a production run totaling 105 machines. They were priced at £1,280.00, went on sale in September 1978 and were sold out by Christmas, such was the demand for an allBritish-built four-stroke trials machine.

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TRIALS

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ROAD RACING

Crash Helmets: 1971

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ROAD RACING

PHOTO | PETER J BEARDMORE

1

971 Anglo American Match Races: Going from left to right: John Cooper, Dick Mann, Jim Rice and Ray Pickrell. It’s surprising, when you look at the headwear of the road racers in this era, that there were not more fatalities. The old cork-lined helmet of John Cooper with the goggles and side leather covering offered no face protection at all. Dick Mann favoured the ‘Open Face’ one, but at least it offered good side protection and was more than likely made from a fibreglass mould. The clear visor is Perspex. The more sensible one here would have to be Jim Rice in the full-face model from the Bell helmets brand. On the end Ray Pickrell follows the John Cooper style but has a leather chin-type protector. In our eyes these guys were the last of the ‘true gladiators’ of road racing.

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MOTOCROSS

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MOTOCROSS

Malcolm Davis PHOTO | THE NICK NICHOLLS COLLECTION AT MORTON’S ARCHIVE

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sk anyone, be they rider, spectator or off-road motorcycle fan, who was one of their favourite riders of the sixties and seventies and the name Malcolm Davis is spoken on many occasions. Along with his brother Tony the name was synonymous with trials and motocross. Before his untimely death Malcolm had won three British Motocross Championships on AJS and Bultaco machinery and had been a leading rider on the international Grand Prix scene. This picture is from the 1965 Grand Prix of Great Britain at Glastonbury on the Greeves. His brother Tony was a talented works rider in his own right, riding for his country and winning many off-road events. Their father Les was a major figure in the running of motorcycle sport in the Western Centre and beyond. It was a very sad time in motorcycling when Malcolm was killed while waiting to turn into a group of sections in a country lane at the Presidents Trial in Devon 1980 when he was struck by a car.

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MOTOCROSS

Roger DeCoster

DeCoster had started his long career mounted on CZ machinery but became frustrated with the lack of development of the two-stroke machines.

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MOTOCROSS

PHOTOS | JUSTYN NOREK

W

hat does ‘Beer and Belgium’ go well together with, you may ask; let me tell you the answer – Motocross. Many famous motocross names have come from the European country, and the name Roger DeCoster sits proudly amongst them. Born in 1944, he made a massive impact in the sport especially when he moved to Suzuki and its new team in the early seventies. Winning his first Grand Prix in 1968 on CZ he then moved to Suzuki in 1971. He held the title of the 500cc World Motocross Champion from 1971–1973 before Finland’s Heikki Mikkola won in 1974. Like any true champion he returned, still with Suzuki, to take the crown again in 1975 and 1976, amassing 38 Grand Prix wins in his career.

He was simply ‘The Man’ of motocross.

As soon as he tested the new RN 370 Suzuki motocross machine he knew where his destiny lay. The super-fast, lightweight machine would give him the key to the door to many world championship victories. Using a host of exotic expensive materials, the machine was claimed to weigh around 82 kilograms.

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MOTOCROSS

Paul Freidrich PHOTO | JUSTYN NOREK

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ailing from the ‘Eastern Block’ of a divided Europe it was Paul Friedrich who was the first two-stroke rider to end the mighty four-stroke domination of the 500cc class in the world championship with a trio of titles from 1966–1968. Jeff Smith on the four-stroke BSA had held the East German rider at bay in 1964 and 1965, taking the 500cc title, but the combination of the East German Paul Friedrich and the rapid CZ were eventually too much to overcome. This picture also has a little more to offer as he is wearing the hybrid Carrera prototype goggles designed from the model 98 by the picture’s author Justyn Norek. Carrera was a ski goggle manufacturer from Austria and Norek modified and hand-produced 10 prototype pairs of the model 98 with better nose protection. However, the Austrian company decided the motocross market was too small and decided not to proceed with the idea!

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MOTOCROSS

PHOTOS | YOOMEE ARCHIVE

T

he lazy, hazy, red-hot days of the English summer were never more evident than at the practice day for the 1975 Motocross Grand Prix of Great Britain at Hawkstone Park. The Japanese influence was now more evident than ever as Honda, Kawasaki and Yamaha began to want a part of the success that Suzuki were now enjoying. For the European manufacturers the winning years were starting to draw to a close.

Having been deposed of his world crown in 1974 Roger DeCoster (Suzuki-BEL) was now back into his dominant mood. He would take 12 moto wins from the 23 on offer as he marched towards the 1975 world title. Relaxing before free practice starts he sits in the cool shade of the Suzuki tent.

Hawkstone Park: 1975

Husqvarna were delighted with ‘flying Finn’ Heikki Mikkola’s world title in 1974 but he was now fighting to stay on the pace of his arch rival from Belgium Roger DeCoster. In truth the Japanese were throwing money at the project. Hidden behind the oval race number is the angled rear shock position as more travel from the suspension was required with the machines just getting faster and faster!

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At the end of 1975 Heikki Mikkola would lose his 500cc crown.

He would move down to the 250cc class, staying with Husqvarna to take the quarter-litre title in 1976 by one point from Gennady Moiseev (KTM-USSR).

MOTOCROSS

Keen to get in on the world championship action, Honda sent their experienced Dutch rider Pierre Karsmaker over to the British Grand Prix. At the time he was contesting American races and Honda wanted to gauge the performance of their machine in the Grand Prix action.

The Honda looks stunning in its ‘fire engine red’ colour scheme but it was out-paced on the European circuits. By the end of the seventies Honda would become world champions with Great Britain’s Graham Noyce in 1979.

Yamaha were in the action, leading the way in the suspension wars with the ‘Mono-Shock’ rear suspension set with machines ridden by Sweden’s Ake Jonsson and the tall Belgian Jaak Van Velthoven

This was the 500cc class offering from Kawasaki, ridden by Sweden’s Christer Hammargren.

As this picture shows, they would have to undertake so much work to be competitive.

European manufacturers including Bultaco were trying all they knew to keep in the game. This is the Bultaco of Sweden’s Bengt Aberg with a strange-looking rear suspension setup. Aberg won two 500cc world titles, in 1969 and 1970, for Husqvarna.

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ROAD RACING

Mike Hailwood PHOTO | DON MORLEY

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nown to his many fans as ‘Mike the Bike’, he is still classed by many as one of the best motorcycle riders of all time. In a time when rider safety was still in its infancy Hailwood thrilled his many fans with his daring riding and immaculate style. He signed a contract to ride for MV Agusta in 1962, and it’s the Italian machine that we focus on in this superb picture. Pushing hard in the Senior TT on the Isle of Man he crashed at ‘Sarah’s Cottage’. Quickly back on his feet he managed to fire the three-cylinder machine into life and rejoin the race, despite the fact that he had a broken screen and the exhausts were flattened. He came into the pits, wiped the blood from his face and straightened the handlebars. The crowd watched on and a huge cheer went up as the roar from the ‘MV’ echoed out and Hailwood went on to take the victory…

Mike Hailwood retired from motorcycle racing with a list of victories that legends are made of, before his death in a road traffic accident in 1981.

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ROAD RACING

FACTSHEET

15 worldwide titles: 7 in the 9 World Championships 76 Grand Prix victories 112 Grand Prix podiums 14 Isle of Man TT wins

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ROAD RACING

PHOTOS | PETER BEARDMORE

T

hese two paddock pictures based around the 1968 Race of the Year tell their own stories about Mike Hailwood.

With the money ready in his hand it looks very much like Mike is about to pay for some pictures the photographer has provided — or is he providing a business card — we will never know!

Despite the fact that intense rivalry that was displayed on the race track between the riders, rival manufacturers’ mechanics, including both Honda and MV Agusta, enjoyed good friendships. As they wait to have their respective machines scrutineered at Mallory Park these two mechanics on Mike Hailwood’s Honda and Giacomo Agostini’s MV Agusta enjoy a chat. As well as producing as much power as possible the bikes also needed to stop, and here we can see the huge size of the four leading-shoe front brakes on both machines.

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FACTSHEET

MIKE HAILWOOD: RACE OF THE YEAR VICTORIES 1960: Norton; 1964: MV Agusta; 1965: MV Agusta; 1967: Honda; 1968: Honda

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moto.michelin.co.uk

ROAD RACING

John Hartle

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ROAD RACING

u 1968: Riding the three-cylinder 500cc MV Agusta Giacomo Agostini won Senior TT, the first for an Italian rider, but John Hartle on the old four-cylinder ‘MV’ crashed out on the first lap.

PHOTOS | PETER J BEARDMORE

S

tarting from his very own roots in Chapel-en-le Frith in Derbyshire, John Hartle first raced on a BSA ‘Goldstar’ in 1952 whilst he was working for Eric Bowers Motorcycles. Snapped up by the works Norton team, he rode for them for two seasons before they ceased racing activity in the grand prix at the end of 1956.

Bowers supported him again until John Surtees recommended him to MV Agusta in 1958, when he was runner-up in both the 350cc and 500cc world championships. In 1960 he won his first TT race. He retired in 1964 after recovering from a fractured skull in a racing incident before making a return to racing in 1967. He tragically died one year later.

t 1967: John Hartle made a victorious return to racing on a 650cc Triumph Bonneville, winning the inaugural Production Race category for road-based machines. He was very proud of his connection with his hometown of Chapel-en-leFrith in the Peak District and his racing helmet would always carry the emblem with the Latin motto ‘Cava et Spera’ which translates to ‘Caution and Hope’. Now very much a man in demand because of his race success, Hartle was approached by many team managers at the end of season ‘Race of the Year’ at Mallory Park in September. u Enjoying his return to racing, he was just 34-years-old when, on the 31st August, in the 500cc race at Oliver’s Mount in Scarborough, he swerved to miss another rider and collided with the steel bridge supports and was killed.

He left his widow Shelagh and young daughter Lesley. He is seen here at the TT earlier in the year with his wife.

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ROAD RACING

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Phil Haslam PHOTO | PETER J BEARDMORE

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n my lifetime the name Haslam has always been around, with Ron and in more recent times Leon. In the early seventies it was another Haslam, Phil, who was starting to make his name in racing. Riding a variety of machines supplied from the Mal Carter workshops under the Pharaoh racing team name he was soon a name to watch. From the pure roadracing circuits to the closed ones he started to make inroads, beating the more established stars.

At the 1973 Race of the Year at Mallory Park he finished fifth overall and won the ‘Man of the Meeting’ award.

Sometimes described as ‘on the limit’ with his riding, he gave it all in his quest for victory, and in truth rattled the established stars.

Sadly, in June 1974, his life was taken far too early in a very strange racing incident. Competing at Oliver’s Mount near Scarborough he was riding a Yamaha TZ250cc that was not running at its best. As is the accepted way to show your rivals you have a problem he lifted his arm, but was clipped by a following rider on the narrow circuit. This pushed him into the path of another rider and Phil received a very serious neck injury and died, having struck the bridge steel work at the side of the track.

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ENDURO

International Six Days Trial 1983

p The Royal Welsh Showground would be the home for the entry of 384 riders and machines from 17 countries around the globe. Each night the machines are returned to the ‘Parc Ferme’ which is a secure area for them before the riders return to collect them for each of the six days of action. Concrete paving flags are laid out with the rider’s number on, which provide a solid place for the machines to stand overnight. t The programme cover featured Great Britain’s top enduro rider at the time, Geraint Jones on the Maico. A farmer based just over 20 miles from the start, the four-time British Enduro Champion would lead the British Trophy Team. Having ridden the machines for seven years he would remain loyal to the West German Maico brand for the event despite the fact the company had gone into receivership earlier in the year 44 | EDITION 01 | YEAR 2018

ENDURO

p All the machines have to pass scrutineering before they can start the event. Machine number 150 is the 250cc KTM which belongs to the Italian rider Alessandro Gritti. On the left, number 82 is private entrant Alex Shennan on his 125cc Moto Gori. A wide variety of machines can always be found at any ISDT. q Despite intense rivalry, when the six-day event gets under way the motorcycling camaraderie can be seen here as the best enduro riders in the world enjoy some conversation in a variety of languages before the event starts.

PHOTOS | TOON VAN DE VLIET

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y trip to the 2008 Enduro World Championship round in Wales was an eye opener like never before, as it flashed my mind back to the early seventies and motocross Grands Prix in the open fields of Dodington Park and Farleigh Castle. When I made enquiries about the event and saw how good it was, I was reminded by some of the old guard in Wales of the 1983 ISDT event.

My good friend Toon Van De Vliet had been covering the event for some foreign teams and offered me the use of his pictures from the six days.

Often referred to as the Olympics of Motorcycling, it’s one of the oldest motorcycle events still running in the world from when it first originated in 1903 as a test for standard road motorcycles. Prior to 1983 the last time the event had been held on mainland Great Britain was in Wales in 1961 at Llandrindod Wells. Over the next few years it had visited the Isle of Man on three occasions in 1965, 1970 and 1975 before returning to Wales and the Royal Welsh Showground at Builth Wells.

p Team Australia, proudly showing their matching team jackets, wait their turn to have their machines put through the scrutineering tent.

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ENDURO

p Whilst the machines are being scrutineered by the officials seen here the following parts are marked with paint so that they cannot be swopped: frame, front forks, swinging arm, suspension units, wheel rims, wheel hubs, carburettor, fuel tank, oil tank and crankcase. Parts which are sealed so they cannot be worked upon or swopped include: crankcases, cylinder head and barrel, and the front number plate. A competitor is allowed to change parts which are not sealed as long as they are carried on the machine. t Off the back of a very successful motocross career which started as a privateer on Maico machinery the Dutch dentist Gerrit Wolsink moved to the ISDT. He had ridden factory supported Suzuki machines to podium positions in the world motocross championship series in 1975 – third, 1976 – second, 1977 – third before once again finishing runner-up in 1979. As his career door closed in motocross he rode a Yamaha XT500 to a class win at the ISDT in 1981.

In this picture he is seen having his 600cc Honda checked over in Wales. He rode as a member of the International Trophy Team from Holland, who finished eighth overall.

p As part of the opening ceremony the Band of the Royal Regiment of Wales gave a marching and musical display which was well received by the appreciative crowd. t Motorenwerke Zschopau GmbH, or as it was more commonly known MZ, from Germany, had a long sporting heritage with the ISDT. Here we see Frank Schubert with the motorcycle manufacturer’s latest machine in Wales. If you look closer at the machine you can see the fully enclosed rear chain, which was a trademark of the ISDT machines from MZ. He rode as part of the East German International Trophy Team, who finished seventh overall out of the 16 teams that finished the event.

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ENDURO

p The Radnor Association of Boy Scouts carried the name boards of the competing nations at the opening ceremony. Here we can see one young boy proudly carrying the team board for the USA.

p Riding on home ground, Czechoslovakia had won the International Trophy Team in 1982. They arrived in Wales with the winning trophy to proudly carry and show to the crowd.

q The event would take in more than 900 miles in the six days, using the many large open spaces found around its base in Wales.

Ex-Metropolitan Police members would volunteer to be travelling marshals, with machines provided by Graham Beamish and Suzuki GB. This forest track is so typical of many found in Wales.

q The locals embraced the fact that such a prestigious event was in town, as we can see here as one of the dignitaries flags away the riders on day one.

u It’s service time, and a long way from home for the Mexican rider Jorge O. De Alba Alanis and his 250cc Husqvarna.

As is the case in modern times many manufacturers, including Husqvarna, offered rental machines to riders from far-away destinations to save on the cost of having machines transported around the world. The package would include machine rental and the support from the manufacturer with parts and technical advice.

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ENDURO

t The fitting of new tyres is an essential part of keeping the motorcycle at its very best. Many spectators held stop watches to see just how quick the top riders were, a task that they would carry out at the end of each day.

p Time at the ISDT is an essential part of the event to determine the winners. The riders pass through time checks and they have to arrive exactly on time. If they arrive too early or too late they lose marks.

p The service area is a constant source of activity as the riders work on their machines at the end of each day. The many spectators attending the event would finish their day off watching the riders work on their respective machines under the watchful eye of the many officials. Here we see team USA having a moment!

RESULTS

WORLD TROPHY 1: Sweden; 2: Czechoslovakia; 3: France; 4: Poland; 5: Great Britain; 6: USA; 7: East Germany; 8: Holland; 9: West Germany; 10: Italy; 11: Australia; 12: Finland; 13: Canada; 14: Mexico; 15: Austria; 16: Switzerland.

SILVER VASE 1: Sweden; 2: Canada; 3: Finland; 4: Czechoslovakia; 5: Great Britain; 6: Holland; 7: East Germany; 8: USA; 9: France; 10: Australia; 11: Italy; 12: Spain; 13: West Germany; 14: Austria; 15: Ireland.

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q Carrying out essential maintainace is Sweden’s Sven-Erik Jonsson on his Husqvarna. Sweden would take the prestigious International Trophy Team award as overall winners of the event.

ROAD RACING

Billy Ivy

1967: Despite the fact that they were rivals in the Yamaha team Billy, on the left, enjoys a joke with Phil Read. In 1968 the rivalry would escalate as Yamaha wanted two world champions. After Read won the 125cc title he denied Ivy the 250cc title.

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ROAD RACING

p Leaning on the car in this picture from 1967 at the Race of the Year a cigarette is enjoyed by Billy Ivy. Smoking was very much a social thing in the swinging sixties!

p It’s a very happy, trendy-looking Billy Ivy at the 1968 TT on the Isle of Man. As a Yamaha factory supported rider he was the first rider to lap the mountain course at over 100mph.

PHOTOS | PETER J BEARDMORE

M

otorcycle racing was going through one of those periods when true characters were produced; one of them was Billy Ivy. Rising through the different classes on a variety of machinery he arrived at the ‘Big Time’ in 1965 when Yamaha in Japan needed him to stand in for an injured rider at their home Grand Prix. He rose to the occasion, finishing as the highest placed Yamaha rider in both the 125cc and 250cc races. With the chance to join the factory team in 1966 he took his first win in the 125cc class in Spain and missed the world title by just six points.

In 1967 he was crowned the 125cc world champion on a Yamaha. At the Isle of Man TT in 1968 he would become the first rider to break the 100mph lap record. In a year where he was fighting his team-mate Phil Read all season for the race victories he was runner-up in both the 125cc and 250cc classes. At the end of the year he announced his retirement from motorcycle racing and moved to Formula Two cars. Despite some success he was lured back to motorcycles with the Jawa factory in 1969.

During practice at the Sachsenring for the East German Grand Prix the machine suffered a mechanical failure and threw him off, and as he hit a fence post his crash helmet came away and he died from the injuries he sustained. Once again, a tremendous talent had been taken away.

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ROAD RACING

Tony Jefferies

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ROAD RACING

PHOTOS | PETER J BEARDMORE

C p The 1972 Formula 750cc TT was a Triumph one-two, with Tony’s teammate Ray Pickrell taking the win.

Pickrell’s time was 1.48.36.0 at a speed of 104.23mph, with Tony second at 1.49.28.8 at 103.46mph. t With the wind in his face from his open-face crash helmet it’s 100% commitment from Tony at the 1970 Race of the Year at Mallory Park on the Metisse powered by the 750cc Norton Commando engine, which was donated

by Colin Appleyard.

oming from a sporting family Nick Jefferies was always going to compete on motorcycles, and he chose road racing. On his 16th birthday on the 24th April 1964 he started riding, following in his father Allan’s footsteps with a career in motorcycles. His apprenticeship took him to the Triumph works in Meriden in the West Midlands and before long he was racing the legendary British machines.

After starting in trials, at 19-years-old he moved to road racing when an insurance policy matured in 1969 and he had enough money!

His career had its ups and downs, but along the way he secured TT wins first in 1971 with the Junior on the Yamsel and the Formula 750cc, and then the 750cc Production win in 1973 on the Triumphs. His career was cut short when he broke his back and was paralysed at the 1973 Race of the Year at Mallory Park. After the tragedy of losing his son David in practice at the 2003 TT Tony continues to be involved in his successful BMW motorcycle business in Yorkshire.

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ROAD RACING

Looking very comfortable on the 750cc Triumph at the 1972 Anglo American Match races at Brands Hatch.

At the September 1972 Mallory Park Race of the Year Tony was involved in a big crash watched by his pregnant wife Pauline. The shock sent her into labour! Here, he is seen earlier in the race in close contact with the Kawasaki of Yvon Duhamel.

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ROAD RACING

In this full-frontal shot you can see how Tony had to squeeze his body frame behind the fairing of the 750cc Triumph. The event is the 1972 Post TT at Mallory Park.

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TRIALS

Ulf Karlson PHOTO | TOON VAN DE VLIET

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n 2018 the world of motorcycle trials lost one of its FIM World Champions, Ulf Karlson. The Swedish rider arrived on the European trials scene at the time when the Spanish Montesa brand was starting to make its mark in the feet-up sport. Aged just 19 he scored his first European Championship points in 1971 before taking his first win in 1974. To mark the occasion of the first win Montesa would produce a limited edition Cota 247 Ulf Karlson Replica. Unique In the fact that he remained loyal to Montesa for his entire riding career, he rewarded them with 11 world round wins and their first world title in 1980, before retiring from the sport in 1983.

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TRIALS

This picture from 1982 typifies the riding style of Ulf as he battles with the power of the 350 Montesa. He was very strong and aggressive with his riding, which contrasted with being a really nice gentle giant away from the sport. It’s quite a shame that he passed away in the 2018 as Montesa celebrated 50 years of the Montesa Cota, a model which he was proudly associated with.

FACTSHEET

1980 FIM World Trials Championship results: 1: Ulf Karlson (Montesa-SWE) 121; 2: Bernie Schreiber (Bultaco/ItaljetUSA) 111; 3: Yrjo Vesterinen (Bultaco-FIN) 94; 4: Eddy Lejuene (Honda-BEL) 86; 5: Martin Lampkin (Bultaco/SWM-GBR) 61; 6: Manuel Soler (Bultaco/MontesaESP) 47; 7: Toni Gorgot (Ossa-ESP) 41; 8: Malcolm Rathmell (Montesa-GBR) 40.5; 9: Rob Shepherd (Honda-GBR) 39; 10: Jaime Subira (Fantic-ESP) 28.5; 11: Gilles Burgat (SWM-FRA) 18; 12: Mick Andrews (Yamaha Majesty-GBR) 15; 13: Christian Desnoyers (SWM-FRA) 14; 14: Charles Coutard (SWM-FRA) 13; 15: Joe Wallman (Bultaco-AUT) 9.

EDITION 01 | YEAR 2018 | 57

TRIALS

The Lampkin Brothers

1967 Scottish Six Days Trial: From left: Arthur, Martin and Alan

58 | EDITION 01 | YEAR 2018

TRIALS

PHOTO | BRIAN HOLDER

T

he name Lampkin is one of the best known in the world of motorcycle trials. Three Yorkshire brothers Arthur, Alan and Martin would, over three decades, win virtually everything that was put in front of them. The elder of the brothers, Arthur, would set the ball rolling in both trials and motocross followed by the middle brother Alan, or Sid as he is better known, once again mixing the off-road disciplines. ISDT gold medals would also be won.

At a time when BSA was one of the great motorcycle names these two were factory supported, and rewarded the manufacturer with many wins for the four-stroke machines.

Martin would arrive to be part of the Spanish Armada after starting his career on BSA, which took over the once proud manufacturers of motorcycles in Great Britain giving Bultaco the accolade of winning the first ever FIM World Trials Championship in 1975.

This photograph captures the three Lampkins at the start of the 1967 Scottish Six Days Trial, all mounted on BSA machines. This was Martin’s first ever ride in the event, and he won the Best Newcomer Award.

EDITION 01 | YEAR 2018 | 59

MOTOCROSS

Arthur Lampkin PHOTO | BRIAN HOLDER

O

ne of the toughest, most determined riders you would ever come across, Arthur Lampkin was a superb all round off-road rider. Mixing trials with motocross in the early 60s he, along with his great friends Jeff Smith and Dave Bickers, had fierce but fair battles on the tracks around Europe as well as in the UK. For the majority of the time Arthur was on BSA machinery and he finished runner-up to Bickers in the 1961 European Motocross Championship which was upgraded to world status in 1962, when he finished third. He would also be proudly part of the winning team for Great Britain in the 1961, 1962 and 1965 Trophee-Des-Nations. On the trials front he won the Scottish Six Days Trial in 1963 and the Scott Trial in 1960 and 1965 as well as numerous national trials. This action shot from 1967 typifies his full-on riding style on the BSA with the throttle held firmly wide open.

60 | EDITION 01 | YEAR 2018

MOTOCROSS

EDITION 01 | YEAR 2018 | 61

TRIALS

Martin & Alan Lampkin 62 | EDITION 01 | YEAR 2018

TRIALS

PHOTO | BRIAN HOLDER

T

he middle of the three Lampkin brothers, Alan, will be remembered in motocross for his exploits in the televised scrambles which ran through the winter in the late 60s, but it was trials where he excelled. In 1966, riding the same BSA machine, he won the Scott and the Scottish Six Day Trials.

Younger brother Martin arrived on the trials scene in 1967, once again riding a BSA. His career was very much trials based as he won the 1973 European Championship, 1975 FIM World Championship, Scottish Six Days Trial 1976–1978, Scott Trial 1977/1978 and 1981/1982 and was British Champion in 1973, 1978 and 1980 riding Bultaco and SWM machinery.

Fun loving at the best of times, they had occasional outings on the Bultaco sidecar outfit which is what they are seen on here, Martin (pictured left) as the driver and Alan as the passenger at the 1976 Northern Experts. Sadly Martin passed away in 2016.

EDITION 01 | YEAR 2018 | 63

MOTOCROSS

64 | EDITION 01 | YEAR 2018

MOTOCROSS

Emil Bollhalder & Karl Busser PHOTO | TOON VAN DE VLIET

S

ometimes you will see things in life which are not for the light-hearted; welcome to the world of sidecar motocross. It’s a full-on rough, tough world where the passenger’s role is just as important as the driver’s, and the fitness levels needed to succeed are some of the very highest in motorcycle sport. On the continent it’s much more prominent, and it was whilst looking at some old photos from my good friend Toon Van De Vliet that he pointed out the one in question I had noticed, of Emil Bollhalder from Switzerland. I had never heard the name but the more I listened to Toon the more I wanted to use the picture.

It was back in 1974 that Emil entered this exhilarating sport, but he would have to wait until 1981 before he could challenge for the ultimate goal: the world championship.

After moving up to fourth in 1981 he was ready to challenge the world with his fellow Swede Karl Busser as his passenger.

After an intense training period during the winter months they were ready. Using a very potent four-stroke Yamaha engine housed in an EML sidecar frame, the pairing dominated the FIM World Championship in 1982 with a massive winning margin. With confidence at an all-time high they repeated the feat in 1983.

Interest in their homeland was also very high in sidecar motocross and they dominated the Swiss National Championship in 1982 and 1983 before retiring from the sport after their final race in 1983.

EDITION 01 | YEAR 2018 | 65

TRIALS

Eddy Lejuene PHOTO | ERIC KITCHEN

T

wo-stroke machines had dominated the sport since Sammy Miller moved from the four-stroke Ariel to Bultaco in 1965. In a changing trials world four-stroke machines were considered heavy and gutless with no power, compared to the easy-toride, lightweight two-stroke machines. That was until a small spectacle-wearing Belgian rider named Eddy Lejeune appeared on the trials scene in 1978. After many good results on his father’s converted Honda machines the Belgian importers gave him a TL200R trials model.

In 1979 he began to compete in the FIM World Trials Championship. He finished in the top ten at rounds held before April but was not old enough to score points.

Despite this he still ended the year in fifteenth position.

After the successful 1979 season Honda gave Eddy an ex-Rob Shepherd RTL 360, and he would finish fourth in the 1980 WTC. In 1981 he would receive a new Honda RTL 360 machine from Japan, and he again finished the WTC season in fourth place. He would then dominate the World Trials Championship for Honda from 1982–1984, where he is seen here. This would be the last twin-shock world championship win.

66 | EDITION 01 | YEAR 2018

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ROAD RACING

68 | EDITION 01 | YEAR 2018

ROAD RACING

Dick Mann PHOTO | PETER J BEARDMORE

I

n many cases, when you think of America and motorcycles the name Steve McQueen springs to mind. Flat-track racing and road racing are two different motorcycle sports and both were very high profile in America, and Dick Mann excelled at both. In America he became just as well-known as McQueen.

Speaking with Bob Fornwalt, better known as ‘Yankee Bob’ from America, the name Dick Mann came into the conversation and he reminded me that he had been involved with the Ossa Yankee flat-track racing machine in America.

Several other motorcycle manufacturers including BSA had used Mann as a consultant on various projects. He was well known for his design and fabrication skills of both motorcycle frames and hard parts.

The Ossa-based Yankee project used two of the Spanish single-cylinder 250 engines married together to form the 500 Yankee twin. Ossa trials and motocross rider Mick Andrews was also involved in the project. A small production run of around 150 machines was made in the early 70s. His riding skills in the USA were rewarded with two AMA Grand National Championship titles.

In Great Britain, Dick Mann came to be noticed when he competed in the AngloAmerican Match races on a BSA where he is pictured here in 1971. It was quite a fitting tribute for the all-round motorcycle rider when he was inducted into the American Motorsports Hall of Fame in 1993 and the Motorcycle Hall of Fame in 1998. He can still be found around many motorcycle events in the States wearing his straw hat.

EDITION 01 | YEAR 2018 | 69

ROAD RACING

Anglo-American Match Races 1971 p The first ever Anglo-American series was restricted to factory contracted riders on BSA and Triumph machines. Both brands were still very prominent in road racing around the world despite the problems the motorcycle industry in the UK was facing.

Number eight, John Cooper, leads the way from Don Castro (5), Dick Mann (4), Don Emde (6) and Dave Aldana (3). t ‘Moon Eyes’ John Cooper on the BSA Rocket 3 was still using an open-face ‘cork’ crash helmet and goggles for head protection!

1971 Teams

GREAT BRITAIN John Cooper (BSA), Tony Jefferies (Triumph), Ray Pickrell (BSA), Paul Smart (Triumph) and Percy Tait (Triumph) UNITED STATES OF AMERICA Dave Aldana (BSA), Don Castro (Triumph), Don Emde (BSA), Dick Mann (BSA) and Jim Rice (BSA) RESULTS: 1: Great Britain 183; 2: USA 137

70 | EDITION 01 | YEAR 2018

ROAD RACING

PHOTOS | PETER J BEARDMORE

1

971 — The Easter Bank holidays in April would come alive for the first time to the booming sound of the four-stroke BSA and Triumph machines in the Anglo-American Match Races. Launched by the BSA–Triumph group, two teams of riders from Great Britain and the United States of America would race over three rounds at Brands Hatch on Good Friday, Mallory Park on Sunday, and finishing at Oulton Park in Cheshire on Easter Monday.

The winning team would be the one with the highest number of points.

The two main teams of five riders were limited to factory contracted riders from both BSA and Triumph. This limited the strength of the American team, but without a doubt the new series format was a big hit with the fans.

This was very much a show of power from the once mighty ailing British motorcycle manufacturers and the upper hand was without a doubt with the British from the very start. They would compete on the superior and lighter new triple-cylinder machines whereas their America rivals were on the 1970 model machines which were heavier and not as dynamic.

p Dick Mann on the left and Dave Aldana on the right, of the American team. The crash helmet Aldana was wearing was the latest offering from Bell helmets. u American Jim Rice signs another autograph. The Yanks were very popular with the ladies! q The full-on aggressive riding style from Dave Aldana was reminiscent of flat track racing as he ran onto the grass on a few occasions! You can see the ‘Gaffer’ tape holding the fairing together after numerous crashes.

EDITION 01 | YEAR 2018 | 71

ROAD RACING

Anglo-American Match Races 1972

p The double Daytona race winner in America, Cal Rayborn, rode one of the previous year’s vee twin Harley Davidsons to the absolute limit in the search for success. The crowd loved the noise from the American machine as Cal took three race wins over the three meetings. However, at the last round in Cheshire at Oulton Park the machine’s iron barrelled cylinders cried enough and he had to nurse the machine home. t Rider number eight, Ray Pickrell, sits patiently on the Triumph before the race starts as Dick Mann on the BSA (1) listens to the start instructions. Pickrell was Great Britain’s top scorer winning three races, and on 69 points the same as Cal Rayborn.

1972 Teams

GREAT BRITAIN John Cooper (BSA), Tony Jefferies (Triumph), Ray Pickrell (Triumph), Phil Read (Norton), Tony Rutter (Norton), and Peter Williams (Norton) UNITED STATES OF AMERICA Art Baumann (Suzuki), Don Emde (Norton), Ron Grant (Suzuki), Jody Nicholas (Suzuki), Dick Mann (BSA), and Cal Rayborn (Harley Davidson) RESULTS: 1: Great Britain 255; 2: USA 212

72 | EDITION 01 | YEAR 2018

ROAD RACING

Four machines had arrived with three race ones and one to be too be used for spare parts.

At Mallory Park on the Sunday America’s Ron Grant was much more at home on the Japanese Suzuki. Such was the cold weather after America that he wore a woolly jumper over his leathers in the last race of the day!

PHOTOS | PETER J BEARDMORE

1

972 — After the huge success of the race format in 1971 the restriction to riders on BSA and Triumph machinery was lifted.

This attracted Three Suzukis from America, Cal Rayborn’s Harley Davidson and three Nortons with Phil Read, Peter Williams and Don Emde riding. The races would be held at the same three locations: Brands Hatch on Good Friday, Mallory Park on Sunday and Oulton Park on Easter Monday.

Once again the crowd support was reckoned to be more than 60,000 for the three days as the race fans enjoyed the action.

What is interesting is how soon America’s Cal Rayborn settled down to the three race circuits he had never seen before. He was the top scorer for his team with 69 points, the same as Great Britain’s Ray Pickrell.

On the Sunday at Mallory Park America scored its first ever team win in the second race, by 40 points to 38 from the UK riders. The truth is the Americans still arrived very much unprepared although the winning points margin was getting smaller.

The global interest in the race series was getting much bigger and for 1973 even bigger and better plans were already being put in place as the Americans boarded the Jumbo jet for their return journey home.

Looking a little more modern John Cooper (7) had moved to a newer crash helmet and disposed of his goggles. Just over his shoulder is number eight Tony Rutter, who had been drafted into the Norton team for the three events.

Looking very stylish is Phil Read on the John Player supported Norton.

He finished the race series as Great Britain’s third-highest points scorer. As with many riders in Europe he had moved to a full-face crash helmet.

EDITION 01 | YEAR 2018 | 73

ROAD RACING

p Very much a development rider as well as a racer, Peter Williams had a good consistent three days’ riding on the works supported John Player Norton. t The 1972 Daytona race winner in America, number two Don Emde, had the support of the aftermarket parts supplier Gus Kuhn who provided their race Norton for him to compete on. Number nine is Tony Jefferies on the Triumph. q Jody Nicholas was the other American on a Suzuki.

In this action shot you can see just how big the engine was, based on the size of the fairing which hid the two-stroke motor. The Japanese machines still carried the massive twin front disc brakes, which were needed to slow the machines down from the high speeds found at Daytona raceway in America. q Looking very ‘American’ is Art Baumann on the three-cylinder, watercooled Suzuki in his Bell supplied crash helmet. The Bell helmets were very much the ones to have after the Yanks returned home.

74 | EDITION 01 | YEAR 2018

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MOTOCROSS

Graham Noyce PHOTOS | ALAN VINES

J

uly 1976, and it’s the trip down south to Dodington Park and the 500cc motocross grand prix. 15-years-old and camping was living the dream for a certain John Hulme. Blonde ‘Bombshell’ Graham Noyce was the name on everyone’s lips. Starting out as an apprentice for the Rickman Brothers, who supplied a range of machines for the young Noyce using their own frames, but with engines from Sachs, Montesa and Husqvarna his flamboyant attacking style to racing had caught the eye of Maico in West Germany.

In his first full season as a factory supported rider the 19-year-old had made the more established riders take note with his crash-and-burn style that needed fine tuning if he was to mature into a real world championship challenger. The win was in the waiting, and in race one on the open, fast track he did the business; he had arrived, much to the delight of the huge crowd who watched the action on a hot summer’s day hanging over the chestnut fencing as they cheered their hero home! In race two it was a DNF but as the season closed he had finished fourth in the world championship table and won the 500cc British crown.

76 | EDITION 01 | YEAR 2018

MOTOCROSS

EDITION 01 | YEAR 2018 | 77

MOTOCROSS

Ollie Petterson PHOTO | JUSTYN NOREK

J

ust imagine that you are approaching the peak of your career, you are on a tried and tested machine, and you have one focus: to win the world motocross championship! For Sweden’s Olle Pettersson his world was all about to change! With a Husqvarna contract in the post, the opportunity to become a Swedish world champion on a Swedish machine would be the dream, or would it? A telex from Suzuki in Japan would change his world for ever. Would he be interested in developing a new Suzuki motocross machine for them, was the question! He would not win a world title but the new Suzuki RH 250cc model would, from 1970–1972 in the hands of Belgium’s Joel Robert.

78 | EDITION 01 | YEAR 2018

PADDOCK

WHAT GOES UP…

FILL HER UP

…MUST COME DOWN

JUST CHILLING

IT’S MINE

BREW TIME 80 | EDITION 01 | YEAR 2018

CHAMPAGNE TIME

SOME HAT

GO AWAY

PADDOCK

RACE READY

TEAM FANTIC

PUT IT OUT

SMOKING TWO-STROKE

WAITING

NO SMOKING

TEAM TOON

WE’RE HAPPY EDITION 01 | YEAR 2018 | 81

THE PHOTOGRAPHERS

The Photographers H

ere we take a brief look at some of the photographers who have made this publication happen: Peter Beardmore, Malcolm Carling, John Hulme, Brian Holder, Eric Kitchen, Don Morley, Justyn Norek Snr, Barry Robinson and Toon Van De Vliet.

PETER J BEARDMORE (1944-2017): Peter became interested in motorcycling with a 175cc BSA Bantam in 1962 and bought a 250cc Ariel Golden Arrow a couple of years later. His interest in the sport started in 1962 with visits to Oulton Park and to the Isle of Man TT where he was a marshal in 1968, as he would be for the next twelve years. His marshalling career had begun at Darley Moor in 1965 and he started to marshal at Mallory Park in 1967 until he eventually took over as Chief Marshal in the 1980s.

His trials riding career started in 1973 on a 125cc Sprite, before he took over as Trials Secretary of Cheadle Auto Club in 1974 and then as the Club Secretary a couple of years later, a post which he held until 2017 when he was made a Life President.

For more than 25 years he rode in all of the local East Midlands trials, and in 1991 he was elected on to the ACU National Trials and Enduro committee and remained on it for the next 13 years.

Representing the ACU and the British riders as a Steward and member of the international jury at many World and European championship trials was very rewarding work, as was being appointed National Steward at numerous national championship events.

He also took on the role of Chairman of the ACU Training Committee and ran the Youth and Ladies National trials squads for more than 10 years.

2004 was a very special year, as he was invited to a garden party at Buckingham Palace where he was introduced to Prince Phillip who is a Patron of the ACU. In June 2014 he was awarded the British Empire Medal in the Queen’s Birthday honours list for services to motorcycle sport and to the local community. An invitation to join the Board of Directors of the ACU followed in the same year, where he remained until he finally retired in 2016. After a very fulfilling life he passed away in 2017 after a brave fight against cancer.

82 | EDITION 01 | YEAR 2018

THE PHOTOGRAPHERS

u MALCOLM CARLING: A Yorkshireman by birth in 1932, on completion of his national service in 1953 Malcolm moved from Ripon to Manchester. His introduction to motorcycle events came about in the late fifties through his father, mainly covering motocross and trials. As the fifties closed he launched a new groundbreaking off-road magazine with fellow photographer Harry Stansfield titled Event. Full of superb pictures, the venture failed when they could not find a reliable outlet for it. In 1961 Malcolm would move to Motor Cycle News covering Northern based events. During this period he was soon known as ‘The’ man in motorcycle photography. He would later include the world championship road racing scene before he retired. q JOHN HULME (RIGHT): As the person behind the generation of this magazine I thought it would be appropriate to give the readers a little look into my professional background. I am a welder by trade before moving into the automotive sector at Ferodo Brakes. In March 2004 I established Yoomee Products Limited supplying motorcycle trials parts and literature. Off the back of producing some twin-shock trials books I came into contact with my business partner Charles Benhamou in France, and we launched Trial Magazine in the UK in 2007 through CJ Publishing Limited. Classic Trial Magazine was added in 2011. From 1967, with my parents Ron and Joyce, I attended a wide range of motorcycle events before I competed in my first trial in 1974. I rode in trials at every level of the sport before semi-retiring from the sport with the launch of Trial Magazine.

EDITION 01 | YEAR 2018 | 83

THE PHOTOGRAPHERS

BRIAN HOLDER: It’s quite strange how some of the top motorcycle riders can influence other people’s decisions, as was the case with Brian Holder. Factory supported BSA rider Arthur Lampkin was directly responsible for Brian switching from being a not-very-good trials rider who took a few pictures to a retired trials rider who took his photography very seriously. He rode in the 1961 SSDT as part of a Motorcycle Mechanics Team riding 250cc works James machines. The editor, Bob Webb, somehow managed to wangle three machines out of James and, along with Policeman Alec Smith, they all finished. The next year he rode a Greeves and managed to finish, and entered again on the same Greeves in 1963 and also managed to finish. Arthur’s role in his ‘retirement’ as a rider was when he was riding along the Mamore Road one morning at the SSDT, standing on the footrests at what he thought was quite a respectable speed, when Arthur came blasting past sitting in the saddle as if it were an ordinary tarmac road! He decided there and then that this was to be his last ‘Scottish’. He returned in 1964 to the Scottish Six Days Trial as a photographer and, along with his friend Ron Osborn, photographed every rider with the expectation that riders would want pictures of themselves in action. It was not a great financial success as not all riders wanted pictures of themselves, but it whetted his appetite to take pictures in following years, firstly for Motorcyclist Illustrated and then for Motor Cycle News. He also covered road racing and scrambles, plus anything else motorcycle related, in following years.

ERIC KITCHEN: The sport of motorcycle trials is not just about the riders and machines, it’s also about the people who support the sport in whatever way they want to enjoy their day out. Eric Kitchen had competed in trials, grass track and scrambling in the early fifties but had always returned to trials. As a hobby he had started to take pictures of motorcycling, starting with the Isle of Man TT in the sixties and was soon noticed by the ‘Press’.

In the early 70s he would start to attend trials events on a more regular basis, producing some excellent ‘shots’ for the motorcycling papers. Trials and Motocross News was launched in 1977 and a visit to see the new paper in production at the headquarters at nearby Morecambe would see him and his wife Ellen spend the next 30-odd years travelling around the globe taking pictures of trials for the world to see and enjoy. He can still be found at most major trials happily snapping away with his Nikons.

84 | EDITION 01 | YEAR 2018

THE PHOTOGRAPHERS

DON MORLEY: There can be few photographers that can match the talents of motorsport’s most revered professional ‘snapper’ who has covered not only motorcycle events but also a whole array of sporting and international incidents world-wide. The professional photographer from Reigate, Surrey, is a self-confessed motorcycle enthusiast. His professional sports photography career began back in 1953 prior to being employed to take photographs for the newly established Motor Cycle News in 1957. This was the era of the glass plate photographic format. They were supplied with six double dark slides, which meant only twelve images could be taken by staff photographers. These had to be returned for developing to the newspaper. It was a rule that of the number allocated, one plate was to be kept in reserve just in case the photographer came across an incident on travelling back from the race meeting or event being covered. The penalty for noncompliance was dismissal. Nowadays, digital camera systems allow the photographer to take a series of shots and simply delete the ones not required in an instant. Not so in the early days of Don Morley’s career; he developed all his own work and coped with glass negatives and then 35-millimetre roll film with manual aperture settings.

Morley’s work remains highly sought-after, having covered so many big events in a career that spanned almost 60 years. Joining forces in October 1975 with Tony Duffy, they founded ‘All Sport Photographic Agency’ which was the ‘go to’ company for sports images and advertising images from the early 1970s until the middle 1990s. All Sport was formed out of the demise of Sports World magazine, Don being their chief photographer. Sports World had folded and, rather than take redundancy, the astute Morley bought their photo archive which dated back to the 1930s.

All Sport is now Getty Images and has retained some All Sport staff. Pick up a back-copy of any major sports magazine or periodical and no doubt the accreditation ‘All Sport/Don Morley’ will be seen in small letters at the foot, or up the side in some cases, of stunning images.

EDITION 01 | YEAR 2018 | 85

THE PHOTOGRAPHERS

p NICK NICHOLLS (1930-2015): Brian R ‘Nick’ Nicholls was born on June 26, 1930.

After being evacuated from London during the war he left his grammar school as soon as he could, taking a job in a bank. Aged 21 Nick bought his first motorcycle and that purchase, allied with his other passion photography, put him on the path that was to shape his future career. Nick’s first Isle of Man visit was in 1956 — and it was also his first event as a fully ‘accredited’ photographer working for Canadian Motor Cycle Association News. It was the beginning of a long career supplying images to the Press and soon Nick was supplying images to a variety of publications including the fledgling Motor Cycle News.

During the 1960s Nick was covering 20,000 miles a year at weekends — he still had the day job at the bank — covering events the length and breadth of the country, not just road racing, but trials, scrambles, sprinting and grass track.

Nick carried on working in the ‘modern’ arena well into the 1970s and beyond but his heart belonged to the halcyon days of the 1960s, in road racing and off-road sport. After lessening his involvement in the modern scene Nick was a regular and popular presence on the classic movement, particularly the pre-65 trials and motocross world.

Nick died on February 4, 2015, in a nursing home in south London. He had been unwell for some time.

86 | EDITION 01 | YEAR 2018

p JUSTYN NOREK SNR (RIGHT): Born in Cracovia, Poland in 1947, his contact with motorcycle sport and photography came from following the Tatra trial in Zakopane as a teenager. Through the trial he became good friends with Swedish rider Kuno Karlsson, which led to his first visit to the country in 1966, when he fell in love with Sweden and its people. He made new friends including Ingvald Johanson, the editor of the Swedish monthly motorcycle magazine MC-NYTT. As Justyn was a student studying engineering and car design at Cracow Polytechnic he returned home to Poland after three months in Sweden. His motocross photographs had been noticed by Husqvarna and found their way into their catalogues. Soon other publications followed, such as Motorcycle and Motorcycle Illustrated in Great Britain, Motociclismo published in Italy and Spain and in Moto Cross Magazine in Sweden.

Husqvarna’s motocross team manager Bror Jauren offered him the job of the official motocross photographer if he would move to Sweden, but it was not so easy to move from Poland at that time as you needed permission to visit Western countries. In 1974 he finally made the move to the town of Huskvarana in Sweden to work for Husqvarna. Times had changed though and with the problem with the Suez petrol crisis Husqvarna would not employ him. He applied for a Work and Stay permit in Sweden, but despite getting support from his friend Ingvald Johanson he was refused the permit and so was made to return to Poland. The Polish authorities were not happy with his travel and removed his passport and stopped him from taking motocross pictures!

Disillusioned he concentrated on his study of paintings and industrial design but suddenly, in 1981, he left Poland and moved to Italy as a tourist. In the haste of the move he left behind all his old photographs and records, which would be gone forever. He started to work as in the automotive industry as a car stylist and slowly worked his way up to become a design director at a company called Idea Institute in 1992.

Following more success he, along with two friends, formed a new design company, Trilix, in 2006. He retired from work in 2014 and returned to his old love of taking motorcycle pictures.

THE PHOTOGRAPHERS

t TOON VAN DE VLIET: A larger-than-life character Toon, who is from Holland, has been around in the world of motorcycling for many years. Working as a journalist for many European magazines he has also competed in offroad sport in many countries. A wellknown and respected journalist, his articles and pictures can still be found as he is a regular contributor to some Dutch publications as well as Classic Trial Magazine and Trial Magazine, having been friends with the editor John Hulme since they first rode together in the 1978 Scottish Six Days Trial. q BARRY ROBINSON: Not only has Barry taken photographs for more than 50 years he has also encouraged clubs to organize events and bring sponsorship to the sport of trials. His knowledge of the sport is second to none, in particular the Scott Trial. An avid supporter of younger riders, he can still be found taking pictures at northern trials events. A lifelong motorcycle enthusiast, he was very instrumental in supporting the Yoomee trials books with his excellent pictures when they first started back in 2004.

EDITION 01 | YEAR 2018 | 87

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ROAD RACING

90 | EDITION 01 | YEAR 2018

ROAD RACING

Phil Read PHOTO | PETER J BEARDMORE

A

fter disobeying team orders from Yamaha in 1968 when they wanted both Phil Read and Billy Ivy to win the 125cc and 250cc road racing championships, Read was not offered a ride in 1969 with the Japanese manufacturer. He had won both the 1968 titles when after winning the 125cc class he then, against orders, pursued Ivy until he won the 250cc title in front of him as well.

In 1969 he got involved in an ambitious project to build an all-British 500cc world championship challenger, but the work was slow and laborious and the lifestyle did not suit him. He left the project and ended up doing very little riding, resulting in him sitting out most of the 1969 and 1970 seasons.

Spotted here at Mallory Park in 1969 he looks very much in the holiday mood, with the sunglasses in place and female company.

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ROAD RACING

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Kenny Roberts PHOTO | DON MORLEY

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his stunning picture has a fantastic story around it in which Don Morley got arrested after taking it! Wanting as always to get the best picture, Morley knew where he wanted to be but it was restricted due to a wire fencing. After spotting a hole he made his way into position, and caught Kenny at around 200mph on the banking on his way to winning the 1970 Daytona race in America; job done, or so he thought! In a matter of minutes armed police and security guards turned up and arrested him for entering a restricted area. No doubt it was a case of some quick talking and some ducking and diving, which Morley executed with perfection. We consider this possibly the best photograph in Motorcycle Retro Replay.

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TRIALS

The Dave Rowland Trophy Trial 1980

PHOTO | UNKNOWN

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erhaps the best known of the trials riders from the Manchester 17 Motor Cycle Club is Dave Rowlands, after his exploits on factory support BSA machinery. He had pushed for the road-based trial they had run in the past to get it National Trial status, and it came to fruition in 1979 much to his and the club’s delight. In 1978 they had a rehearsal with the Hepworth Trophy Trial, the ACU centre stewards report gave them 10 out of 10 and it was awarded national status for the first time in 1979. Now it had grown in stature they wanted a better start area and it was Norman Eyre who came up with the answer. He was a manager at the Duron Brake factory in Buxton and he gained the club’s permission to use the factory and its canteen facilities as the start area for the first time in 1980. The event attracted 75 riders in the solo class and taking his first national win at the event was Chris Clarke.

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TRIALS

RESULTS

DAVE ROWLAND TROPHY TRIAL 1980

1: Chris Clarke (350 Sandiford Montesa) 39; 2: Norman Shepherd (310 Holden Ossa) 41; 3: Rob Shepherd (360 Honda) 41; 4: Chris Sutton (350 Sandiford Montesa) 43; 5: Nigel Birkett (350 Sandiford Montesa) 49; 6: Allen Collier (280 Jerrard SWM) 62; 7: John Hulme (350 JES Majesty) 63; 8: Kiyoteru Hattori (200 Honda) 65; 9: Steve Moore (325 Comerford Bultaco) 65; 10: Alan Lampkin (325 Comerfords Bultaco) 75.

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TRIALS

Dave Rowland

RESULTS PHOTO | BRIAN HOLDER

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avid and Goliath; yes, that’s the story of Dave Rowland and his adventures at the 1967 SSDT competing on the 175 BSA Bantam named the ‘Thing’! As a factory supported rider he visited the BSA Competition Department at Birmingham for his ‘Scottish’ machine and he was given the development machine of Brian Martin. It was a Bushman model BSA which, shall we say, needed some ‘fettling’. He loaded the ‘Thing’ along with some parts into his car and returned home and on to Cartwright’s Motorcycles in Stockport. Their mechanic Bob Lydiatt assisted him with turning it into a machine ready for six days of action in Scotland. He arrived at the event with the ‘Thing’ and, more determined than ever, took the smile off his rivals’ faces with an incredible ride into 2nd position.

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SCOTTISH SIX DAY TRIAL 1967

1: Sammy Miller (252 Bultaco) 18; 2: Dave Rowlands (175 BSA) 34; 3: Dennis Jones (250 Greeves) 40; 4: Bill Wilkinson (250 Greeves) 41; 5: Gordon Farley (200 Triumph) 42.

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ROAD RACING

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Jarno Saarinen PHOTO | PETER J BEARDMORE

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hen you are an accomplished motorcycle mechanic-comeengineer, racing the motorcycle becomes second nature and this was the case of Finland’s Jarno Saarinen. He had learnt his motorcycling skills from his early teenage years where he worked at the Tunturi-Puch factory located in Turku Southern Finland where he grew up. The Austrian Puch motorcycles were built here under a licensing agreement. His motorcycle racing career was started as an ice racer and, in the summer, as a grass track racer. Success would soon come his way and lead him to Grand Prix racing in 1968.

As a rider mechanic he soon progressed to become the 1969 Finnish Champion in the 125cc and 250cc classes. He wanted to move to the Grand Prix scene, and with finances secured from a bank manager who believed it was for his education he arrived ready to race in 1970. He had his own, unique, tidy style and 1971 was rewarded with his first Grand Prix win in the 350cc class in Czechoslovakia. A factory contract was secured with Yamaha in 1972 and he rewarded them with the 250cc championship crown. His talent knew no boundaries and Yamaha knew this.

This picture is from Italy and the Imola 200 in 1973 where he won the invitation race on the Yamaha 350.

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Jarno Saarinen 1945-1973 PHOTO | PETER J BEARDMORE

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veryone has a hero, and in 1973 mine was Finland’s Jarno Saarinen. I was 12-yearsold and the only thing that mattered in my life was motorcycles and music! The Saarinen name was everywhere and Yamaha knew he was their ‘star’ rider and the future of their road racing team.

By the time we arrived at the 20th May he had already won the Daytona 200 race in America, the first European rider to do so, and the Imola 200 on the 350cc machine.

He was also leading the 250cc and 500cc world championships; he was the man of the moment. Over the weekend of the 19th and 20th May it was the Italian Grand Prix at Monza.

As the top 30 music chart countdown finished on Sunday evening I was out playing at ‘Trials’ on my push bike, the national news came over my radio at seven o’clock in the evening. I carried the radio in a pocket in my coat as I was riding. At the end of the news it was announced that, as the result of an accident at the Italian Grand Prix, both Jarno Saarinen and Renzo Pasolini had been killed in a multi-machine crash in the 250cc race. I was gutted. Two top riders gone in one day. Madness!

In 2009 the name Jarno Saarinen was inducted into the FIM Motogp hall of fame.

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TRIALS

Scott Trial – 1965

PHOTO | BRIAN HOLDER

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RESULTS

SCOTT TRIAL 1965

1: Arthur Lampkin (BSA) 61; 2: Sammy Miller (Bultaco) 82; 3: Ray Sayer (Triumph) 93; 4: Jim Sandiford (BSA) 98; 5: Bill Wilkinson (Greeves) 115.

FASTEST TIME: Arthur Lampkin (BSA) 04.18.55 BEST ON OBSERVATION: Arthur Lampkin (BSA) 61 STARTERS: 173 – Finishers: 34

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rganised by the Darlington and District Motor Club, this National time and observation trial was as prestigious to win then as it is today. The mighty and proud manufacturing giants from Great Britain still led the way in the production of off-road machinery with the choice of the new breed of two-stroke Greeves pitched against the four-stroke power from BSA with an engine capacity of 249cc, or the 199cc Triumph the desired choice. Sammy Miller had made the brave move to the two-stroke Spanish Bultaco from his legendary four-stroke 500cc Ariel GOV 132 in 1965 as he was convinced this was the way forward. He had a vision of the future development of the trials motorcycle and he wanted to prove a point in the toughest of all one-day trials competitions: that the single cylinder two-stroke was far more favourable than what he considered were the long out-ofdate heavier four-strokes that the British manufacturers still believed had a future. His next target for victory was the Scott. His only obstacle on the day turned out to be a man on a mission – Arthur Lampkin and his BSA.

TRIALS

Scott Trial – 1985

PHOTO | ERIC KITCHEN

T RESULTS

SCOTT TRIAL 1985

1: Gerald Richardson (Yamaha) 58; 2: Philip Alderson (Yamaha) 60; 3: Tony Scarlett (Yamaha) 82; 4: Harold Crawford (Yamaha) 100; 5: Chris Clarke (Yamaha) 124.

FASTEST TIME: Gerald Richardson (Yamaha) 4.15.20 BEST ON OBSERVATION: Gerald Richardson (Yamaha) 58 STARTERS: 104 – Finishers: 63

he organisation had now moved to Richmond Motor Club Limited, but this prestigious National time and observation trial was going through a difficult period with low entries. The event still lived up to its reputation though as the toughest test of man and machine.

Long gone were the days of heavy four-stroke machinery as Nigel Birkett had given Yamaha the first win for a Japanese machine one year before. The new generation Yamaha was to change the word of trials forever. Its mono-shock system with a single rear shock absorber unit would become a game changer and rapidly speed up the development programmes of all the other manufacturers. As you can see from the results, they dominated the 1985 event. What is interesting is the marks lost and the time it took on the Yamaha compared to thirty years earlier with Arthur Lampkin on the BSA. I know which machine I would have preferred, don’t you!

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Wakelin Ward PHOTO | STEVE GOODE

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he Hulme family have been good friends with Steve Goode, who used to have his own successful motorcycle business, for many years. It was Steve in fact who was very instrumental in helping with Motorcycle Retro Replay editor John’s motorcycle trials brochure collection.

Established in 1982, Steve used his knowledge, enthusiasm and experience gained from working in the trade from the age of fourteen.

Starting off as a part-time worker from school at Hyland Crowe Motorcycles Ltd in Birmingham in 1968, Steve was quick to learn the mail order side of the business and serving customers. He will even today tell you that product knowledge is still a key factor in sales.

His highlight of the week was when the Greeves lorry delivered spares from the factory to be sorted and put in stock. Steve followed the Manager Bunny Ward to work, again part-time initially, at Wakelin Ward a partnership of Bunny and Roger Wakelin, taking up a full-time position until Steve Goode Motorcycles was established in 1982.

This shop picture is from Wakelin Ward, we are guessing in late 1978 as in the shop window is a very rare 350cc CCM four-stroke trials machine.

In the row outside the shop you will see a variety of brand new models including, from left to right: Trials models from Beamish Suzuki; Bultaco; Ossa and on the right Motocross models from CCM and Maico.

What is interesting in the seventies is just how many new machines dealers would carry in their stock as well as a good supply of spare parts.

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TRIALS

PHOTO | BRIAN HOLDER

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he crumbling motorcycle manufacturers in Great Britain would not listen to trials supremo Sammy Miller when he gave them an outline of the plans needed to move forward with motorcycle trials development. Why listen, he was winning all the events on his famous four-stroke 500 Ariel GOV 132! In 1964 he had made contact with Spanish motorcycle manufacturer Bultaco who were developing a new range of off-road motorcycles. Based around a 200cc two-stroke single cylinder machine they already had, Miller made several trips to Spain to improve the machine and develop it into a world beater and yes, they listened!

After winning the 1964 Scottish Six Days Trial on the Ariel he returned with the new Bultaco, now a 250cc machine, and won the 1965 event.

Motorcycle trials and its machinery would never be the same again as he led the Spanish Armada to blow the ailing British manufacturers out of the water.

Scottish Six Days Trial 1965

RESULTS

SCOTTISH SIX DAYS TRIAL 1965 1: Sammy Miller (250 Bultaco) 29; 2: Arthur Lampkin (250 BSA) 33; 3: Mick Andrews (250 James) 39.

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TRIALS

Scottish Six Days Trial 1975 PHOTO | ERIC KITCHEN

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f you look at the 1965 results you will see in third position the name of a certain Mick Andrews on a 250 James. Having previously ridden in the event on a four-stroke AJS he had successfully made the transition to two-stroke machines with the James. In 1966 he spent a year on a Bultaco supported by Rickman Motorcycles before making the brave move to Ossa, another Spanish manufacturer. Over the following years as he developed the machines for Ossa he would be building up to three consecutive victories in the Scottish Six Days from 1970–1972. In 1973 he moved to Japanese manufacturer Yamaha.

Riding what was very much a prototype machine he finished second, but Yamaha were behind his development programme 100% as the new TY models came into production. In early 1974 Yamaha shocked the trials world with an even more futuristic prototype model the ‘Cantilever’ featuring a single shock absorber and fuel injection. Andrews gave them the first win by a Japanese manufacturer in this prestigious event. In 1975 he would once again win for Yamaha but on a more conventional twin-shock machine.

RESULTS

SCOTTISH SIX DAYS TRIAL 1975 1: Mick Andrews (250 Yamaha) 38; 2: Dave Thorpe (325 Bultaco) 49; 3: Malcolm Rathmell (310 Montesa) 52.

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Scottish Six Days Trial 1985 PHOTO | JIM CAPPER

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ith the dominant years of the Spanish at the Scottish Six Days Trial now more or less over it was the turn of the Fantic brand to taste victory in the highlands. In 1983 Fantic had made a huge mistake – as did many other manufacturers – in following the development of twin-shock trials machines with a new 300 model just as Yamaha introduced the world changing, lightweight mono-shock model and its revolutionary machine with a single rear shock absorber.

From that day on, twin-shock machine sales were in rapid decline. The new trials talent from France Thierry Michaud won the 1984 SSDT on the 300 model, but the Italian manufacturer was in severe financial difficulty with an obsolete model no one wanted. At the end of 1984 the factory supported team was disbanded.

French rider Michaud stayed loyal to Fantic and they developed a new 300 single-rearshock model from the old twin-shock one to challenge the Yamaha in 1985. Against all the odds he won the ‘Scottish’ after a fight for victory with Steve Saunders on the four-stroke Honda, and Fantic were back in the game. On what would become the new Fantic 301 single-shock model Michaud was the toast of Italy and France as in 1986 he won his third consecutive SSDT victory.

RESULTS

SCOTTISH SIX DAYS TRIAL 1985 1: Thierry Michaud (250 Fantic-FRA) 43; 2: Steve Saunders (250 Honda) 56; 3: Philip Berlatier (280 Aprilia-FRA) 82.

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Barry Sheene PHOTO | PETER J BEARDMORE

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challenge to the ‘Old Guard’ is sometimes needed to regenerate interest in a sport.

When Barry Sheene arrived on the scene he was a new generation of the ‘Playboys’ of road racing. The first motorcycle racer to have a cartoon painted on the front and back of his crash helmet, he liked a smoke on the start line — which resulted in the drilling of a 3/8th size hole in the front of his helmet!

His father carried a huge reputation for machine preparation and in his young son he found an outlet to show it on the race track.

This photograph is from 1971 at Mallory Park, the Donald Duck cartoon character on his helmet can be seen as can the ‘Two Finger’ sticker on the fairing; young Sheene was a rebel.

The path for the young Sheene was interrupted by the huge crash at Daytona Raceway in America at the start of the 1975 season when he was thrown off his Suzuki at a rumoured 175mph! With a catalogue of injuries that would have stopped many people he showed true determination to recover and take the ultimate prize in motorcycle road racing, the 500 world title, consecutively in 1976 and 1977.

His battles with the American Kenny Roberts attracted a new audience to the sport, all of who loved the name Barry Sheene.

His off-track life made news in the mainstream media of the national newspapers.

This pushed the attraction to motorcycles and the sport to a new era, the public loved this sporting character. His charm and charisma moved him into television adverts and he became a household name like never seen before in motorcycling.

He raced motorcycles from 1964 until 1984, when he retired and moved to Australia and the sunshine which would make the pain from his racing injuries easier to live with.

He passed away in 2003 after a brave fight against cancer.

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MOTOCROSS

Dave Thorpe PHOTO | GRAHAM MILNE

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magine a successful schoolboy football career with offers from Premier League sides and you choose a motorcycle career! The Thorpes were a motorcycling family and father Keith would leave son Dave to make his own decision. Fortunately he chose motocross, and he would bring a sense of pride to the loyal Great British fans.

In 1983 he signed a contract to ride for Honda in the premier league of motocross, the 500cc World Championship. This photograph was chosen as the editor of this magazine was at the event at Hawkstone Park in Shropshire. It was the summer of 1984 and the fact that the man ‘Thorpe’ was riding attracted a massive gathering of passionate motocross fans.

This tough demanding track has seen its fair share of action over many years but what was about to unfold left the crowd raising the roof, such was the applaud for their new hero. The mainstay of the 500cc class was there to watch Dave Thorpe finally arrive as a true challenger for the crown held by Belgium’s Andre Malherbe, also Honda mounted.

Encouraged by his father Keith, who was also his mechanic, the young Thorpe won both of the two races and under a blazing sun arrived as a true challenger for the ultimate prize, and the crowd went wild. Andre Malherbe won the prize in 1984 but in 1985 Thorpe finally put his name on the trophy. In a fantastic season he also showed the Americans who was the ‘Boss’ with his individual performance at the Motocross Des Nations. He would retain his title in 1986 but injury would keep him off the top spot until he returned for one final time in 1989.

Dave can still be found working for Honda in 2018 at his successful off-road schools.

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MOTOCROSS

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ENDURO

Derrick Edmondson (Yamaha-GBR) was one of Great Britain’s top enduro riders in the eighties. Starting out in trials he would take seven British titles during his career and gold medals at the ISDE. With the machine looking rather battered here he battled on in the 250cc class to 15th and outside the points which were awarded to the top ten finishers in each class.

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ENDURO

Two Day FIM European Championship Italy 1982

PHOTO | TOON VAN DE VLIET

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ome may argue that the world of enduro is possibly the toughest motorcycling discipline out there. Thinking on your feet all the time, the equation of time, riding skill, map orientation and mechanical knowledge are all a key factor to success. The FIM European Enduro Championship was the place to be if you wanted to make your way into the enduro world in the eighties and in this small feature we take a brief look at round three of the series held in Clusone, a small Italian town in the area of Bergamo, Lombardy, Italy.

With the hot weather to contend with, two days of riding would take the riders into the rocky mountains in the surrounding area which included all types of terrain from fast flowing tracks to small trials type hazards. In all it was a very tough test of man and machine if they were to finish both days intact and to feature in the results.

Held in June many riders knew that the ISDE team managers from the various countries would be looking at the results as they selected their riders for the team event to be held in Czechoslovakia in September.

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ENDURO

Two Day FIM European Championship Italy 1982

PHOTOS | TOON VAN DE VLIET

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plit into six classes, the two-day event attracted over 100 riders from various European countries. The results are settled in the special tests where the times can remain very close to decide the individual class winners, as we will see. As the event was in Italy it was good to see some of the smaller manufacturers mixing it with the larger ones.

Two-strokes were dominant, with the four-strokes restricted to their own over-500cc class. Enduro models still play a very important part in motorcycle development, and one thing’s for sure the European rounds are a very tough testing ground for any manufacturer.

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Guglielmo Andreini (Maico-ITA): West German manufacturer Maico were going through some uncertain times, but the truth is the machine was still ideal for the enduro world. A single cylinder air-cooled machine, it was a very popular choice for many riders.

ENDURO

Keeping your feet dry is well worth it if you have a long day ahead of you, and 500cc class winner Guglielmo Andreini (MaicoITA) wanted to be at his very best for the special test stages.

As the European Championship and International Six Day Enduro carried an over500cc four-stroke class it was essential for the teams to have a competitive rider in the class. Augusto Taiocchi (KTM-ITA) seems to have the four-stroke KTM under control on the rocks of Italy despite its size; you can see from this picture just how physically tall the machine is.

On his way to eighth overall in the over-500cc four-stroke class is Dutch rider and Honda development man Simon Schram. Looking at the future of the trail and enduro markets, Japanese manufacturer Honda wanted to be part of the increasing market. This 500cc Honda is put to the extremes of enduro in the safe hands of the company’s development rider.

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ENDURO

It’s always good to see the smaller manufacturers challenging the ‘Big Boys’. This is an early mono-shock Zundapp ridden by the 175cc class winner Klaus Kreutz from Germany.

Gilles Lalay from France would go on to become a legend in the world of Enduro and Rally Raid, the long type of enduro.

In a long and rewarding motorcycle career it was during the eighties, where he is seen here on the 175cc SWM, that he won ten national titles and became a nine-time ISDE winner.

His Rally Raid experience was also rewarded with the win in the motorcycle class of the 1989 Paris Dakar rally. He lost his life in a crash at the 1992 Paris Dakar, in an incident with an organiser’s vehicle.

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Many riders consider the over-250cc class to be the most competitive. Italian two-day 250cc class winner Andrea Marinoni (KTM-ITA) keeps his feet dry.

ENDURO

u Italian motorcycle manufacturer Fantic had established itself well in the trials market and wanted a piece of the enduro one as well. Factory supported rider Giuseppe Signorelli came home sixth in the 125cc class. q Outriders work in a very similar way to reconnaissance vehicles in the world rally championship.

They stay ahead of their supported rider and make a note of any hazards or problems he may encounter.

This is a Fantic outrider on a trail converted trials model with, as you can see, the comfier seat.

RESULTS

350CC AND 8 500CC CLASS 1: Guglielmo Andreini (Maico-ITA) 582.20; 2: J Scheffler (MZ-DDR) 591.96; 3: C Chovancik (Jawa-CSSR) 594.26; 4: A Villa (KTM-ITA) 598.72; 5: G Croci (Kramer-ITA) 605.91.

500CC FOUR-STROKE 1: Augusto Taiocchi (KTM-ITA) 610.49; 2: E Hau (Yamaha-D) 628.23; 3: A Petrogalli (KTM-ITA) 631.83; 4: T Gustavsson (Husqvarna-SWE) 693.23; 5: M Balzarini (Puch-ITA) 1,325.63.

250CC CLASS 1: Andrea Marinoni (KTM-ITA) 582.50; 2: G Brissoni (Husqvarna-ITA) 586.87; 3: A Gritti (SWM-ITA) 599.22; 4: H Strum (MZ-DDR) 605.87; 5: R Spitznagel (KTM-D) 619.28.

175CC CLASS 1: Klaus Kreutz (Zundapp-D) 596.20; 2: Berndt Lammel (Simson-DDR) 634.30; 3: Gilles Lalay (SWM-FRA) 685.09; 4: M Valsecchi (Puch-ITA) 688.16; 5: Vladimir Janous (Jawa-CSSR) 720.94.

125CC CLASS 1: A Signorelli (Kramer-ITA) 607.71; 2: Edy Orioli (Puch-ITA) 613.55; 3: L Medardo (SWM-ITA) 620.70; 4: H Strossenrether (KTM-D) 636.08; 5: G Grasso (Gilera-ITA) 644.64.

80CC CLASS 1: Pietro Gagni (Zundapp-ITA) 621.38; 2: Gianni Tomasi (AIM-ITA) 643.15; 3: P Muraglia (Accossato-ITA) 643.52; 4: Mario Milani (Puch-ITA) 644.83; 5: Gino Perego (AIM-ITA) 648.48.

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TRIALS

Yrjo Vesterinen PHOTO | TOON VAN DE VLIET

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raditionally known as an English sport, motorcycle trials started to make a name for itself outside the UK with the Henry Groutars Trophy in 1964 in Belgium. The first winner would be Don Smith, followed by German rider Gustav Franke before Smith won again in 1967.

This would be the forerunner of the European Trials Championship which was introduced in 1968. Sammy Miller won and it was then dominated

by English riders: Don Smith in 1969; Sammy Miller 1970; Mick Andrews 1971–1972; Martin Lampkin 1973 and Malcolm Rathmell in 1974.

In 1975 the FIM awarded the series full world championship status, with Martin Lampkin the first winner. Great Britain ruled the world as you can see, but in the background many foreign riders had gained enough experience to challenge this. One such rider was Finland’s Yrjo Vesterinen.

He had pushed Lampkin all the way in 1975 but in 1976 he won the tussle between the mighty Bultaco team riders to take his first of three consecutive world titles in 1976–1978.

His victories opened the door to a floodgate of foreign world trials champions as Great Britain lost its grip on the world trials scene until Dougie Lampkin arrived victorious in 1997.

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MOTOCROSS

Bryan Wade PHOTO | JUSTYN NOREK

I

n the late 60s and the 70s the name ‘Wild Wade’ would make the headlines on many occasions in the world of motocross.

Greeves, Husqvarna and Suzuki would all be rewarded with British championship titles.

Born in Yorkshire, he made his name known in the 60s as the new face of the Greeves team and promptly won the 250cc title in 1969.

Relocation to Nailsworth resulted in a venture into restaurant ownership and the ‘Wade In’ was opened. His new-found status as a British champion made him one of the better-known names in the televised series of motocross on Saturday afternoons.

In 1970 he moved to Husqvarna, on which he is seen here in this photograph. After a difficult 1970 with injury he returned to form in 1971, winning the 250cc title once again. 1972 was just as successful for the relationship with Husqvarna when he won the 500cc title. In 1974 he made the change of manufacturer to the Japanese, and Suzuki. In 1973 the new 125cc championship was introduced which Wade had won. Suzuki was looking for a similar result in 1974 as they pushed the promotion of the new yellow machines and Wade once again delivered.

He remains the only rider in the history of the British Motocross Championship to win titles in all three capacity classes: 125cc 1973/1974, 250cc 1969/1971 and the 500cc in 1972.

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MOTOCROSS

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TRIALS

Bill Wilkinson

PHOTO | BRIAN HOLDER

O RESULTS

SCOTTISH SIX DAYS TRIAL 1969 1: Bill Wilkinson (250 Greeves) 30; 2: Mick Andrews (250 Ossa) 34; 3: Sammy Miller (250 Bultaco) 35; 4: Don Smith (250 Montesa) 42; 5: Martin Lampkin (128 Gaunt Suzuki) 44.

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nce the pride of the two-stroke trials manufacturers with a range of machines that the buying public clearly wanted, Greeves would not listen or take note of the invasion of the Spanish trials machines into Great Britain, their heads were buried firmly in the sand! With the supply of the Villiers engines which powered the Greeves models finished, in one last defiant stand Yorkshire’s Bill Wilkinson made his name at the 1969 Scottish Six Days Trial. Bultaco had Sammy Miller, Ossa Mick Andrews and Montesa Don Smith. They all had superior machinery to Wilkinson but he was about to push their noses well out of joint.

In a very close six days of riding the eventual top three fought very hard all week for the winning position. On Saturday Wilkinson knew what he had to do to win and he executed his sixth day with a nice steady ride as Andrews pushed Miller into third on the final day by a single mark. For Smith his glory days were over, but quietly in fifth position was Martin Lampkin on a small-capacity Japanese machine. The 128 Suzuki converted by Peter Gaunt would not be the first-choice machine for anyone, but the youngest of the three Yorkshire brothers proved them all wrong with a very spirited performance.

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• Driving too fast

• Adverse weather conditions

• Poor driving

• Collisions with emergency services

• Insufficient stopping distance

• Collision by another driver

• Driving poorly without full

• Ignoring traffic signals or road signs

control of the bike

Fill in our online enquiry form at: www.thorneycroftsolicitors.co.uk/trialMag

ROAD RACING

126 | EDITION 01 | YEAR 2018

ROAD RACING

Peter Williams PHOTO | PETER J BEARDMORE

I

t’s a strange fact but very true, as in the case of road racer Peter Williams, that many good riders are also accomplished engineers and development riders. Led by the fact that his father Jack was in charge of the old Associated Motor Cycles competition department Peter studied mechanical engineering. This would lead to an added interest into aluminium race wheels, using a form of struts of cast aluminium as opposed to spokes. This would also take him into the world of disc rotors, more commonly known as disc brakes.

In his racing career he rode a wide variety of machines.

After working with his long-term sponsor Tom Arter, where he achieved success on an ageing Matchless G50 fourstroke, he moved to Norton in 1969. Working very much as a development race engineer at Norton it was on the machine sponsored by John Player where he scored his most notable success with a sole Isle of Man TT win in 1973 in the Formula 750 class. While riding for Norton, to open the door for more race events he also took a factory supported MZ to a win at the 1971 Ulster Grand Prix in the 350cc class.

In August 1974 whilst racing the Norton at Oulton Park he crashed, and suffered injuries that would finish his competition career. He would still be within the motorcycle industry as an innovative engineer, however.

This picture shows the concentration from Williams on the John Player Norton at Mallory Park in early 1974.

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ADVERTORIAL

Have you had an accident?

I

Just over three years ago I was at stationary, in my van, at a set of pedestrian crossing lights when my world was suddenly invaded by a large explosion of noise. I was thrown violently forward and the seatbelt did its job as I had been hit from behind by a car. At first I did not realise I had been injured until a few hours after the accident; did I know what to do, who to contact? No! I then received a barrage of phone calls from the insurance industry, it was a minefield.

Fortunately, it all had a very positive outcome. In this article generated with Trial Magazine we have used Thorneycroft Solicitors to give you a better insight into the industry with regard to recovery, which should always be your first priority, through to legal representation to pursue a compensation claim.

WORDS: TRIAL MAGAZINE AND THORNEYCROFT SOLICITORS • PICTURES: GETTY IMAGES, TRIALS MEDIA AND SNR

f you’ve been involved in a car or motorcycle accident it can be extremely traumatic but, while focusing on your recovery is your first priority, ensuring the best legal representation to pursue a compensation claim is also important.

If you’re looking for legal representation in the wake of your motorcycle accident or need advice about whether you have legitimate grounds to make a claim, the Serious Injury team at Thorneycroft Solicitors are on your side.

Who are Thorneycroft Solicitors?

Initially formed in 1991, Thorneycroft Solicitors have grown to be one of the leading law firms in the UK. Over the years the firm has developed an outstanding reputation for providing their clients with the highest level of client care, and they always ensure that every legal need is met.

As one of the biggest teams of solicitors in the North West, Thorneycroft Solicitors practice in various areas of law; however, their Catastrophic Injury team has developed a particular specialism in representing clients who have been seriously injured in motorcycle accidents, and they have recovered settlements from £1,000 to £10,000,000 in compensation for their clients following accidents on the road.

The team

The Thorneycroft Solicitors team.

128 | EDITION 01 | YEAR 2018

The Serious Injury team takes a unique approach, placing equal importance on both securing the medical rehabilitation their clients need to make the best possible recovery as well as helping them secure the maximum amount of compensation possible.

Thorneycroft’s Catastrophic Injury team is led by Mark Belfield, a Director at the firm who has more than 25 years’ experience of dealing with catastrophic injury claims. He has a highly successful reputation

ADVERTORIAL

Many people of all ages enjoy motorcycling.

in this field, which ensures he has access to the best resources to maximise claims for damages and ensure the optimum recovery for all of Thorneycroft’s serious injury clients. The team is made up of experienced and passionate individuals who are qualified solicitors and legal executives. Some members of the team have been with the firm for many years while newer members have brought with them the knowledge and expertise they gained in their roles working for some of the country’s biggest law firms. Mark prides himself on ensuring both he and his team always go the extra mile for their clients, which often requires staff members to travel nationwide to meet with their clients ensuring they are getting the rehabilitative treatment they need and if necessary meeting with their caseworkers.

Thanks to the extensive experience that the Serious Injury Team has accrued over many combined years of legal practice the firm has recognised that it is not only the person involved in a motorcycle accident that is affected but their families and loved ones too. They ensure that your family and loved ones are also given the information and support that they need.

From day onem, you will have a dedicated legal professional who will act on your behalf and will be immediately accessible by phone, to give your family the information and support that you need so that you will feel confident in the claims process. Their all-encompassing approach means that every aspect of your claim is carefully considered, from liability to rehabilitation.

Even in the safe, slow-speed sport of trials accidents will happen.

Thorneycroft’s Catastrophic Injury team is led by Mark Belfield.

If you are racing – you will crash!

Enduro racing gives off-road riders some ‘hairy’ moments!

EDITION 01 | YEAR 2018 | 129

ADVERTORIAL

Who will pay the wages when someone gets hurt?

Liability for motorcycle accidents

When it comes to establishing who is to blame for the motorcycle accident, Thorneycroft’s specialist team will discuss liability in detail with you, helping you to obtain police reports, independent witness statements, and even instruct accident reconstruction experts to determine who was at fault for the accident.

The Serious Injury team is renowned for their tenacious approach to establishing liability. Often where other firms have rejected claims Thorneycroft Solicitors have pursued them to a successful outcome even when clients may have believed that they were at fault for the accident.

Injuries

Having represented clients who have sustained a variety of motorcycle accident related injuries, Thorneycroft’s Serious Injury team understands that motorcyclists are vulnerable motorists and unfortunately can sustain significant injuries should an accident occur. They are specialists in all serious injuries, including but not limited to the following: Head Injuries including complex, life-changing brain

The early days of an accident can sometimes be the hardest.

130 | EDITION 01 | YEAR 2018

The Thorneycroft Serious Injury Team knows that when you suffer a serious injury it can often be a traumatic and lonely experience. That is why the team always aims to maximise your recovery by assisting in your rehabilitation process from the outset.

injuries; Spinal cord injuries including paraplegia and quadriplegia; Amputation; Serious Orthopaedic injuries including complicated fractures; De-gloving injuries; Internal Injuries; Psychological Injuries; Chronic Pain; and Scarring.

In order to assess the level of the damages that you should receive you would be examined by a specialist in the field of your injuries. Following an examination, they will provide a detailed report on your injuries and the future implications and effect of the same on your life in the future.

Fatal accidents

Should the worst happen and you are fatally injured in an accident, your dependent family can claim against the at-fault party for financial losses and dependency. For example, they can claim for the costs of the funeral, damaged equipment and, dependant on qualification, financial awards for bereavement and dependency.

In cases involving fatal accidents, Thorneycroft has developed an excellent reputation for handling sensitive matters with unrivalled compassion, understanding and professionalism.

Rehabilitation

Having worked alongside riders and motorcycle clubs and organisations for many years the Thorneycroft Serious Injury Team knows that when you suffer a serious injury, it can often be a traumatic and lonely experience, even with the support of your family. That is why the team always aims to maximise your recovery by assisting in your rehabilitation process from the outset.

Where appropriate, they’ll employ a case manager who will assess your treatment requirements and liaise with your treating physicians, as well as arrange private treatment which can significantly speed up your recovery. When you return home, they will assess your home environment and consider whether you require aids and equipment to assist in your daily life. Examples of the type of assistance we can offer are as follows: In-house brain trauma rehabilitation at a specialised private brain injury unit; Spinal injury intensive rehabilitation support; Prosthetic specialists following amputation; Specialised physiotherapy; Counselling; Occupational Therapy; Adapted vehicles; Aids and Equipment; and Workplace assessments.

Following examination they will provide a detailed report on your injuries and the future implications and effects on your life.

ADVERTORIAL

The purpose of your claim is to put you back in the position you were before the accident.

At Thorneycroft’s, the solicitors understand that for many riders riding a motorcycle is not just a form of transport but a passion and a way of life. That is why, wherever possible, they will work closely with specialist adaptation experts who can potentially make riding after an accident a reality.

Financial losses

The purpose of your claim is to put you back in the position you were before the accident; this includes ensuring you recover your loss of earnings, travel expenses, money for damaged equipment, medical expenses and also more personalised losses such as gym membership fees. Thorneycroft’s can even help you claim for the cost of the care and assistance provided to you by friends and family members.

Future losses

Even when the claim is concluded you still have the rest of your life to live, and for this reason Thorneycroft’s Serious Injury Team will ensure that the evidence they obtain will take in to account any future implications of your injuries, to ensure you have the best possible quality of life after your accident.

The Thorneycroft Solicitors’ commitment to you

Whoever you are, and wherever you live, you can be assured that a legal advisor will visit you in person to discuss your case. The more serious cases can take several years to settle, and Thorneycroft Solicitors pride themselves and are honoured that, by the conclusion of the case they are often considered as friends by their clients. They are committed to each of their clients and provide a friendly, approachable and down to earth service while being one of the most experienced teams of motorcycle accident specialists in the country.

At Thorneycroft’s, the solicitors understand that for many riders riding a motorcycle is not just a form of transport but a passion and a way of life. That is why, wherever possible, they will work closely with specialist adaptation experts who can potentially make riding after an accident a reality. They will do their utmost to ensure that you are put back into the position you were in financially, practically and emotionally had the accident not occurred.

Everyone needs support.

Should you wish to discuss an accident you can contact a member of the Thorneycroft Solicitors’ Serious Injury Team by calling: 0800 1979 345 or visit www.thorneycroftsolicitors.co.uk

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