Trial Magazine Issue 80 April-May 2020 • NEW LOOK!

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TRRS WORLD PARTY ON-E VERTIGO LADIES ALICIA ROBINSON 771753 004072

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APRIL-MAY 2020

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MOTORCYCLE • CYCLE • SIDECAR • CLASSIC • COMPETITION • FEATURES

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ELECTRIC

TECH 2.0 MICRO | BLACK

TECH 2.O MICRO | BLACK/ WHITE

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Trial Magazine• Welcome

CONTACT Online: www.trialmaguk.com Telephone: 01663 749163 Email: england@trialmag.com Address: 48 Albion Road, New Mills, High Peak, Derbyshire, SK22 3EX United Kingdom

WELCOME FEATURES

WHAT’S THE STORY

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RENTHAL

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MY HERO’S

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QUICK SPIN

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QUICK SPIN

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INDUSTRY INSIDER

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WORLD PARTY

64

LADIES

70

ELECTRIC

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SPORT

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SPORT

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SPORT

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SPORT

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SPORT

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TRAINING

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John Shirt

1969 - 2019

Takahisa Fujinami

Executive Director Philippe Benhamou

Beta

Editor John Hulme

TRRS ONE RR 300

(NUJ No: 949620)

Graham Foster-Vigors

Editorial Staff Cyrille Barthe, Jean Caillou, Phil Disney, Nick Shield, Matthew Heppleston, Heath Brindley and John Moffat.

Vertigo

Alicia Robinson

Photographers Colin Bullock, Eric Kitchen, Cyrille Barthe, Josh Turner, Yoomee, Trials Media, Barry Robinson, Don Morley, Mauri/Fontserè Collection and the Giulio Mauri Copyright, Andy Gregory, Toon Van De Vliet, Brian Holder and Leah Robinson.

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TRRS ON-E

British Championship: Trial GB British Championship: Trial 2

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Trial Magazine • April-May 2020

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FIM X-Trial

THE TEAM Co-Managing Directors John Hulme & Charles Benhamou

© 2020 CJ Publishing Ltd. All rights reserved. No part of this publication may be reproduced or transmitted in any form or by any means without the prior written consent of the Publishers.

Great care is taken to ensure accuracy in the preparation of this publication, but neither CJ Publishing Ltd or the editor can be held responsible for its contents.

The views expressed are those of the contributors and not necessarily those of the Publishers.

Trial Magazine is published by: CJ Publishing Limited, registered in England Number: 5947718.

Trial Magazine: ISSN: 1753-0040.

INTERNATIONAL

Toni Bou

RE-VISITED

2009 Scorpa SY R

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REGULAR SECTIONS

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TALK TRIALS: TONI BOU NEWS OBSERVATION BERNIE SCHREIBER SHOPPING PADDOCK SUPERSTORE DEALER LOCATOR SUBSCRIPTION FORM

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Cover: Toni Bou (Repsol Honda-ESP) Photo Credit: Trials Media

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Talk trials • Toni Bou

TONI BOU

THE PRICE OF

SUCCESS Yes, the price of success; believe me, at times it’s quite a high one, not the money but the price of all the pain you put your body through to achieve the ultimate goals. From a very young age, I have lived on a motorcycle, and right up until I turned professional all I ever wanted to do was ride a motorcycle – a trials model. After an unprecedented 26 FIM Trial World Championships, it’s time to start to treat the body to some ‘TLC’!

Words: Toni Bou with John Hulme • Pictures: FIM and Goodshoot

To achieve the highs of any sport, you have to push the body to the limit and beyond — both physically and mentally. In my case, I am quite fortunate as one of my favourite things is training with the cycle, out in the elements riding in the mountains with my friends; training at its best. Yes, I do spend time in the gym, but if I am honest, I always prefer the outdoors. Mentally, I have a very strong team around who knows what I want to achieve. Without this team, it would be impossible, and I am eternally grateful to them all; they know who they are.

The decision to not contest the Spanish National Trials Championship was not taken lightly. I gave it so much thought and also spoke with my team, and the correct decision was endorsed when I crashed just a few days before the FIM

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X-Trial round in Barcelona, hurting my lower back.

My goals this season are to win both the FIM X-Trial and TrialGP World Championships. You could argue that, at times, I train and push the limits of my abilities too high, but to achieve success, you have to find these limits.

For the readers who witnessed my titanic battle with Adam Raga in both Barcelona and Bilbao, you will understand; he pushed me all the way. If I dropped my guard, he would be in for the win every time.

News Update! With the cancellation of the FIM X-Trial round in Austria and having won all the rounds to date I am now the 2020 World Champion with one round remaining in Andorra.

Until next time – Toni ‘Dynamite’ Bou.

April-May 2020 • Trial Magazine

THE CHOICE OF CHAMPIONS.

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News • The world of trials

KICKSTART TO THE OFF-ROAD SEASON Thousands of dirt-bike enthusiasts flocked into the Telford International Centre in midFebruary to mark the start of the off-road season at the Classic Dirt Bike Show sponsored by Hagon Shocks. The 1979 American FIM World Trials Champion Bernie Schreiber and British 500cc Motocross Champion Bryan ‘Badger’ Goss graced the stage over the weekend as they were interviewed by supreme commentator Jack Burnicle. These iconic off-road legends attracted crowds on both days as they delved into tales of their off-road adventures.

Private restorations, club displays and off-road machines polished to

perfection were admired by visitors throughout the weekend. Attendees also kitted themselves out ready for the off-road season, purchasing new riding gear, accessories and even complete machines. The Best in Show award winner this year was a stunning 1955 Husqvarna Sports 175 exhibited

by Mick Beech. Other award winners included a rare 1987 ATK MX 560 which won Best Motocross, a pristine 1971 Maico RS 125, and the superb selection of Marland Whaley Honda trials models.

Exhibition Manager Nick Mowbray said: “What a cracking show! We’ve received some fantastic feedback from visitors and traders over the last few days, with the event being

enjoyed by many in the off-road scene. The star guests were fantastic and the show had a great atmosphere all weekend; bring on 2021!”

Keep an eye out for the dates for next year’s show. The next event in

the Classic Bike Show’s calendar is the 40th Carole Nash International Classic Motor Cycle Show held at Staffordshire Showground on April 25 & 26. For more information, please visit www.classicbikeshows.com

2020 PRE-65 SCOTTISH AND SSDT TRIALS CANCELLED

Coronavirus (Covid-19): As we went to print we were informed that this years’ Pre-65 Scottish and Scottish Six Days Trials would be cancelled due to the Coronavirus (Covid-19) outbreak.

This is the press release from Sandy Mack MBE, Chairman of the SACU: “The Board of Directors have made the very hard decision to cancel all SACU permitted events till 31st May 2020. We will assess the situation after this date. This has not been an easy decision for the board, but considering the situation with the spread of the virus we believe this is the best way to proceed in the interest of our members and their families to ensure their wellbeing. We will make every effort to ensure scope for any Scottish Championship events to find other dates in the calendar. I hope

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you all can understand this decision and that it is our responsibility to ensure the safety of all involved in Motorcycle Sport”.

The Edinburgh and District MC also confirm that the SSDT and the Pre-65 Scottish trials, due to be run in May have been cancelled. Following advice from the Scottish Government, the Scottish Autocycle Union have cancelled all motorcycle sporting events up to 31st May. Competitors who have entered the events will be contacted shortly to advise on refunds and the next steps. Remember to keep your eyes on the official Pre-65 Scottish website: www.pre65scottish.com and Scottish Six Days Trial website: www.ssdt.org for all the latest information. We look forward to both events coming back bigger and stronger in 2021.

April-May 2020 • Trial Magazine

THE CHOICE OF CHAMPIONS

TONI BOU 13 x FIM X-Trial World Champion (Indoor) 13 x FIM Trial World Champion (Outdoor)

To discover the MICHELIN Trial range visit: moto.michelin.co.uk

News • The world of trials

2020 VERTIGO-VERTICAL-MODEL R2

Vertigo Motors is proud to present the new, Limited Edition, 2020 Vertigo-Vertical-Model R2. This new Model R has been extensively revised, both internally and externally. It is the direct evolution of its already hugely successful predecessor.

This new model benefits from a full year of technical advancements and developments following feedback from their World Championship Factory Team. This ensures the new 2020 R model is even more refined and advanced than ever before.

This new racing model is available in the entire Vertigo two-stroke engine range: 125, 200, 250, 280 and 300cc versions. Each of these versions has been subject to meticulous testing and technical development by their engineers.

Vertigo is delighted to announce that thanks to an agreement the Racing Department has reached with Tech Suspensions, the first units of the R2 will be fitted with Tech Factory Spec forks. These are the same forks that the Vertigo brand’s top factory riders are using in the FIM X-Trial and FIM Trial GP World Championships.

With an already extensive list of highperformance components, the addition of these Factory Spec Tech Forks further consolidates the Vertigo R2’s position as the number one and only genuine R model on the market. It’s claimed that, if you’re a person who demands the ultimate in quality, advanced technology and performance

2020 HIGHLAND TWO-DAY

With the cancellation of the SSDT, if you still want to see some motorcycle trials action in Scotland, why not visit the Highland Two Day Trial? Well known as the friendliest classic trial in Scotland, this two-day event which runs on Saturday 13th and Sunday 14th continues to attract a full house of riders and spectators to the Alvie estate.

This year is the Fantic edition, and the guest of honour will be the development rider for the red machine’s Jaime Subira from Spain. A collection of Fantic machinery will be on display in the start area.

Run by the Inverness & District Motor Cycle Club Ltd, you can find out more information on the club’s excellent website: www.idmcc.co.uk

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then this is the machine for you! Changes on this model include: Racing Throttle Body: This gives a much faster and even more precise throttle response, throughout the rev range; New Factory Exhaust: Helps increase engine performance and response; New Airbox and Twin Air Filter: This complete redesign of the airbox helps to greatly increase engine performance. It is also much more rigid and slimmer than in previous models, giving the machine a leaner and more aggressive look; Intercooler In Anodised Red Finish: Helps to keep the engine running at its optimum temperature; New Location of the Mapping Switch: Now incorporated into the airbox cover. This allows the rider to switch between maps with ease; Tech Factory Spec Forks: Give maximum precision and

2020 ACU S3 BRITISH TRIALS CHAMPIONSHIP

responsive feedback to the rider; Reiger TwoWay Rear Shock: Provides smooth and controlled suspension travel, as well as improved traction and stability in all conditions; Vertigo Design Footpegs: In anodised red with non-slip steel pins; and Factory Spec Machined Rear Wheel Rim: In anodised black finish.

For more information on all Vertigo products please visit the advert in this magazine.

Proving as popular as ever, this traditional championship continues to attract full entries at each round as they offer such a wide variety of terrain for the riders to compete over. All rounds to date have been roadbased and have visited many different areas of Dan Thorpe (JSM Gas Gas) the country. These are the championship positions after three of the proposed nine rounds. As you can see, the four championship classes are as close as ever. Picture: Colin Bullock S3 EXPERT: 1: Dan Thorpe (JSM Gas Gas) 57; 2: Luke Walker (Sherco) 45; 3: Sam Yeomans (Vertigo) 40; 4: Chris Alford (BMS Scorpa) 34; 5: Thomas Moss (Gas Gas) 26.

S3 CLUBMAN: 1: Miles Jones (Montesa) 49; 2: Sam Atherton (Gas Gas) 48; 3: Simon Hiscock (Beta) 29; 4: Jess Bown (BMS Scorpa) 28; 5: Katy Sunter – Thorpe (JSM Gas Gas) 20.

S3 OVER 40: 1: Phil Houghton (Vertigo) 39; 2: Kevin Nolan (Scorpa) 37; 3: Darren Wasley (Gas Gas) 32; 4: Steve Swanson (John Lee Mcs Beta) 30; 5: Tony Buckley (Beta) 29.

S3 125: 1: Alicia Robinson (Beta) 20; 2: Jack Buckley (Beta) 17.

In the non-championship class we have seen three separate winners from the opening rounds. Wallace Cup: Ross Danby (TRRS UK); Milnthorpe Cup: Andy Chilton (BMS Scorpa); Colmore Cup: Tom Minta (BMS Scorpa).

2020 X-TRIAL FIM WORLD CHAMPIONSHIP Wiener Neustadt’s Arena Nova in Austria was unable to host the sixth round of the FIM X-Trial World Championship, planned for the 21st March. The Austrian government announced measures to curtail all events with more than 100 spectators in order to reduce the risk of the spread of Coronavirus, prompting the cancellation of the X-Trial.

The decision by the French government has also been made to ban public gatherings of more than 1,000 spectators as a result of the Coronavirus crisis, which forces a change of date for the FIM X-Trial of Nations that was due to take place in Lievin’s Arena Stadium on 3rd April.

Spain, France, Great Britain, Italy and Norway will be the 2020 FIM X-Trial of Nations’ participants.

The final of the 2020 FIM X-Trial World Championship will take place in Andorra la Vella, Andorra on the 25th April 2020.

April-May 2020 • Trial Magazine

125cc / 200cc / 250cc / 280cc / 300cc

AVAILABLE NOW FROM YOUR NEAREST VERTIGO DEALER Key Features New airbox & Twin Air filter

Weight 68kg

New design skidplate

Flywheel weight Kit 366g

Racing throttle body

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Vertigo billet alloy footpegs

Intercooler in anodised red

Tech Factory Edition forks

New factory spec exhaust

Vertigo billet machined Factory hubs

Lanyard type kill switch

Reiger 2 way rear shock

Carbon fibre engine case guards

Renthal Fatbar & Vertigo bar pad

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Observation • Schreiber’s Section

SCHRIEBER

MACHINES OF YOUTH There is a big difference between a casual trials rider and the enthusiastic specialist who knows every manufacturer’s model and part ever built. Some know where they were used, who sold them, built them, and others can even tell the untold unique stories. Knowing every part, detail, competitor and brand of bike is more than a passion. It’s a lifetime of passion, experience and knowledge.

Words: Bernie Schreiber • Pictures: Trials Media

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elcome to the 2020 Telford Classic Dirt Bike Show. This year was my first appearance at Telford. Being the guest of honour takes up a bit more of your time, but the experience is like no other trade show.

The entire off-road classic industry celebrates at Telford with passion, products and stories never heard before. Hundreds of trade stands, stunning machines, club displays hosting events, and the media! Not to mention the live stage events, tributes, awards and an evening dinner with champions.

The riders seen over one weekend had enough titles and trophies to fill up a complete hall of the exhibition — decades of off-road history and products, from Pre-65 to 2020 models, under one roof.

Telford is a history lesson, where you can look back on the machines and people who influenced generations to ride off-road motorcycling. You can find buyers, sellers and collectors roaming the halls, but like in a museum 14

you will find people who know the true stories and priceless value of the moment. I also met up with the old UK SWM importer Jim Jones to finally receive my ‘Kickstart’ winning trophy from the 80s!

TIME FLIES OVER US BUT LEAVES ITS SHADOW BEHIND

There was an exclusive and unique motorcycle present at the show. My 1979 World Championship Bultaco winning machine owned by the three-time FIM World Trials Champion Yrjo Vesterinen. Factory works machines remain in your heart forever. They leave behind stories, photos and most importantly, a chapter of results in time. Most important is the people you meet at Telford; their respect for the industry, the sport, the champions, the events and the products. You may feel like an old bottle of wine, but one thing is for sure, your value goes up every year, and the celebrations continue. I’ll be back! More in the next Schreiber’s 2020 Observation.

April-May 2020 • Trial Magazine

CONFIDENCE • 6 7 3 FAT B A R ® • T O N I B O U • 2 6 W O R L D T I T L E S •

www.renthal.com

PHOTO CREDIT : TRIAL MAGAZINE

Shopping • What’s new

WHAT’S ON YOUR SHOPPING LIST? DVD 2019 SSDT REVIEW

Web: www.trialmaguk.com Tel: 01663 744766

100% BRISKER GLOVES Web: www.trialendurodirect.com Tel: 01298 766 813

Web: www.apico.co.uk Tel: 01282 473190

BOYESEN PRO SERIES TRIALS REED

MOTS ZONA2 BOOTS

Web: www.trialendurodirect.com Tel: 01298 766 813

Web: www.apico.co.uk Tel: 01282 473190

RAINER BOOTS

Web: www.birkettmotosport.com Tel: 01229 716806

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Web: www.trialmaguk.com Tel: 01663 744766

HEBO NANO PRO II LIME GLOVE

HEBO ZONE 4 CARBON HELMET Web: www.apico.co.uk Tel: 01282 473190

DVD 2019 PRE-65 SCOTTISH REVIEW

FORMA BOULDER BOOTS Web: www.apico.co.uk Tel: 01282 473190

WULFSPORT HL TRIALS BOOTS Web: www.wulfsport.com Tel: 01900 873456

April-May 2020 • Trial Magazine

What’s new • Shopping

PUTOLINE ACTION AIR FILTERS

Available for most models. Pre-oiled and Non-oiled Finishes.

Web: www.neodistribution.co.uk

LEATT 2.5 X-FLOW GLOVE’S

Various colour ways Web: www.apico.co.uk Tel: 01282 473190

MOTS XLIGHT JACKET Web: www.trialendurodirect.com Tel: 01298 766 813

MOTS STONE4 JACKET TRRS 20’ CYCLE TRIALS BIKE

Web: www.trialendurodirect.com Tel: 01298 766 813

Web: www.trsmotorcyclesuk.com Tel: 01242 675015

TRRS S3 TEAM UK CLOTHING

Web: www.trsmotorcyclesuk.com Tel: 01242 675015

Trial Magazine • April-May 2020

TRRS 26’ CYCLE TRIALS BIKE Web: www.trsmotorcyclesuk.com Tel: 01242 675015

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Paddock • Caught on camera

SMILE

Full stop

Full focus

Strong

Off

Let’s twist again

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Time

The heat is on

Respect

April-May 2020 • Trial Magazine

Caught on camera • Paddock

Hold on

High five

Knee deep

Martyn does MX

Through the keyhole

TRRS family

Trial Magazine • April-May 2020

European visitor

Here

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International • FIM X-Trial 2020

FIM X-TRIAL 2020

BULLSEYE

BOU With a full house of five wins from five starts, Toni Bou (Repsol Honda-ESP) has kept hitting the ‘Bullseye’ to take his 14th consecutive FIM X-Trial World Championship in 2020. In truth, the only rider to pose any threat to Bou’s supremacy has been Adam Raga (TRRS-ESP). Despite showing a very high level of riding, Raga has not on any occasion been able to deny Bou his full house of 100 points. With the cancellation of the round in Austria the Bou machine just keeps on winning with one round remaining in Andorra.

Words: Trials Media and FIM • Pictures: Trials Media 26

Toni Bou (Repsol Honda-ESP)

April-May 2020 • Trial Magazine

FIM X-Trial 2020 • International

Adam Raga (TRRS-ESP)

It was in late 2019 that the 2020 championship started, on the French overseas territory of La Reunion island, in the Indian Ocean east of Madagascar, for its only trip out of Europe. Round two was held in late December in Rennes, France, before the Christmas break, and the action returned in the historical city of Budapest in Hungary in January 2020. Both of the Spanish rounds took place, visiting Barcelona and then Bilbao, before another short break for the concluding round in late spring in Andorra after the cancellation of Austria. A quintet of permanent riders consisting of the defending champion Toni Bou (Repsol Honda-ESP), Adam Raga (TRRS-ESP), Jaime Busto (Vertigo-ESP), Benoit Bincaz (Beta-FRA) and Gabriel Marcelli (Montesa-ESP) were joined by three nominated riders at each individual rounds. Busto would miss his ‘home’ round in Bilbao with a knee injury.

Jeroni Fajardo (Sherco-ESP)

good result from Gabriel Marcelli (Montesa-ESP) on the only other four-stroke machine in the competition as he finished in eighth position after finishing on the podium only two weeks before in Budapest, Hungary. It did not materialise, and nor did the expected challenges from the other riders.

Defending FIM X-Trial World Champion, Toni Bou, had a challenging qualifying process on his way to the victory in Barcelona as his constant rival Adam Raga out-pointed him in the heats. Bou was looking quite awkward on the Repsol Honda with a very stiff back after a training accident on the Wednesday before Sunday night’s action. The challengers came and went.

As with many previous occasions, the process left Bou and Raga to do battle for the victory after Jorge Casales took the final step on the podium after beating French rider Beniot Bincaz over a timed section after they both parted with five marks each. Raga appeared very strong and confident in the opening stages of the competition.

However, in the final, Bou used all his experience to open up an advantage; he never looked back as Raga pushed him all the way, just like we have seen in the past.

FIM X-TRIAL 2020

BARCELONA, SPAIN FINAL: 1: Toni Bou (Repsol HondaESP) 4; 2: Adam Raga (TRRS-ESP) 11.

RUNNER-UP FINAL: 3: Jorge Casales (Gas Gas-ESP) 5; 4: Benoit Bincaz (Beta-FRA) 5.

ROUND 2, HEAT 1: 1: Toni Bou (Repsol Honda-ESP) 12; 2: Benoit Bincaz (Beta-FRA) 17; 3: Jeroni Fajardo (Sherco-ESP) 19.

ROUND 2, HEAT 2: 1: Adam Raga (TRRS-ESP) 9; 2: Jorge Casales (Gas Gas-ESP) 15; 3: Jamie Busto (VertigoESP) 16.

ROUND FOUR: BARCELONA, SPAIN

Now in its 43rd year, the Barcelona Indoor Trials event was first to run in 1978 making it the oldest event of its type in the busy trials calendar. The magnificent Palau Sant Jordi in Montjuic, which stands very proud above the city, hosted round four once again. In the heats, it was soon quite apparent that the men on form were Jorge Casales (Gas Gas-ESP), who won his heat, and Beniot Bincaz (Beta-FRA) as Adam Raga (TRRS-ESP) out-pointed Toni Bou (Repsol Honda-ESP).

The crowd were expecting a

Trial Magazine • April-May 2020

Benoit Bincaz (Beta-FRA)

STANDINGS AFTER HEAT 1

Jorge Casales (Gas Gas-ESP)

ROUND 1, HEAT 1: 1: Jorge Casales (Gas Gas-ESP) 15; 2: Jeroni Fajardo (Sherco-ESP) 16; 3: Miquel Gelabert (Vertigo-ESP) 19.

ROUND 2, HEAT 2: 1: Benoit Bincaz (Beta-FRA) 13; 2: Jamie Busto (Vertigo-ESP) 15; 3: Gabriel Marcelli (Montesa-ESP) 23.

ROUND 3, HEAT 3: 1: Adam Raga (TRRS-ESP) 6; 2: Toni Bou (Repsol Honda-ESP) 9.

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International • FIM X-Trial 2020

Jaime Busto (Vertigo-ESP)

Gabriel Marcelli (Montesa-ESP)

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Miquel Gelabert (Vertigo-ESP)

ROUND FIVE: BILBAO, SPAIN

Toby Matyn (TRRS-GBR)

It is the second visit for the FIM X-Trial World Championship to the Bizkaia Arena which attracted 5,000 trials fans who enjoyed the evening’s action. The four permanent riders; Toni Bou (Repsol Honda-ESP), Adam Raga (TRRS-ESP), Benoit Bincaz (Beta-FRA) and Gabriel Marcelli (Montesa-ESP), would be joined by Miquel Gelabert (Vertigo-ESP) (replacing the injured Jaime Busto (Vertigo-ESP)), Jeroni Fajardo (Sherco-ESP), Jorge Casales (Gas Gas-ESP) and Toby Martyn (TRRS-GBR). The ‘Wild Card’ rider, Toby Martyn, was out first with Miquel Gelabert, but they failed to capitalise on their opportunity as they were both eliminated in heat one.

Jeroni Fajardo looked a strong contender in the heats and, crucially, got the upper hand over Jorge Casales with some inspired riding to secure qualification to the next FIM X-Trial round six in Wiener Neustadt, Austria. After his poor result in Barcelona, Gabriel Marcelli appeared more comfortable in Bilbao and pushed Fajardo throughout heat two, but missed out as the slower of the two riders to progress any further.

Showing confidence in his ability after his early-season injuries, Benoit Bincaz followed up his fourth place in Barcelona with his first podium visit of the 2020 season. Maybe it’s a strange coincidence, but at the same venue in 2019, he recorded his last podium. In the fight for the final step on the podium, the Frenchman finished with a quicker time and also out-pointed Jeroni Fajardo by a single mark in the Consolation Final.

Adam Raga put in his best performances in the opening two rounds, and in doing so, got the better of Bou by four marks in the preliminary phase and then again during the heats. The pendulum swung back to Bou in the final when Raga parted with his first marks and dropped four marks behind Bou despite riding in front of him. Be under no false illusion; just because Bou took the victory, he had to be at his very best once again as he claimed his fifth win of the season despite a massive crash in the penultimate hazard.

For the third round in succession, Raga pushed Bou all the way as he took the fight for the X-Trial victory to the decisive final section but, as we have seen before, Bou always has the edge at the end.

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FIM X-TRIAL 2020 BILBAO, SPAIN

FINAL: 1: Toni Bou (Repsol Honda-ESP) 9; 2: Adam Raga (TRRS-ESP) 13.

RUNNER-UP FINAL: 3: Benoit Bincaz (BetaFRA) 2; 4: Jeroni Fajardo (Sherco-ESP) 3.

ROUND 2, HEAT 1: 1: Toni Bou (Repsol HondaESP) 12; 2: Benoit Bincaz (Beta-FRA) 22; 3: Jorge Casales (Gas Gas-ESP) 25.

ROUND 2, HEAT 2: 1: Adam Raga (TRRS-ESP) 9; 2: Jeroni Fajardo (Sherco-ESP) 17; 3: Gabriel Marcelli (Montesa-ESP) 17.

STANDINGS AFTER HEAT 1

ROUND 1, HEAT 1: 1: Jeroni Fajardo (ShercoESP) 12; 2: Jorge Casales (Gas Gas-ESP) 13: 3: Toby Martyn (TRRS-GBR) 25.

ROUND 2, HEAT 2: 1: Benoit Bincaz (Beta-FRA) 9; 2: Gabriel Marcelli (Montesa-ESP) 10; 3: Miquel Gelabert (Vertigo-ESP) 15.

ROUND 3, HEAT 3: 1: Adam Raga (TRRS-ESP) 4; 2: Toni Bou (Repsol Honda-ESP) 8.

POSITIONS AFTER ROUND 5 OF 7

RESULTS: 1: Toni Bou (Repsol Honda-ESP) 100; 2: Adam Raga (TRRS-ESP) 75; 3: Jeroni Fajardo (Sherco-ESP) 34; 4: Benoit Bincaz (Beta-FRA) 28; 5: Jorge Casales (Gas Gas-ESP) 28; 6: Jamie Busto (Vertigo-ESP) 28; 7: Gabriel Marcelli (Montesa-ESP) 25; 8: Miquel Gelabert (VertigoESP) 24; 9: Toby Martyn (Beta/TRRS-GBR) 2; 10: Kieran Touly (Scorpa-FRA) 1.

April-May 2020 • Trial Magazine

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GAS GAS UK • What’s the story

GAS GAS UK

IT’S BUSINESS AS USUAL

The press and social media have been speculating about the future of GasGas UK after it was announced that KTM had taken control of the Spanish manufacturer. We thought it was about time we caught up with the main man, John Shirt, as you will have noticed it’s been business as usual at their Buxton headquarters: race on Sunday, sell on Monday!

Words: Trials Media with ‘Shirty’ • Pictures: Trials Media

So, is it business as usual?

Yes, for John Shirt and our company, there are significant changes ahead. Of course, I am very proud of what we have achieved as the Gas Gas UK importer over the past 31 years. It’s been a roller-coaster ride, and I will write a book one day! For me, a 31-year chapter is now over, and a new one is starting, as John Shirt Motorcycles Limited. I am very positive about this change.

So what’s changing?

With the KTM’ Group’, now owners of Gas Gas, we are no longer the official Gas Gas UK importer. KTM distributes their motorcycles Trial Magazine • April-May 2020

direct to their dealer networks, and so an importer isn’t required. I say ‘Group’ because people need to understand that the KTM ‘Group’ now have KTM, Husqvarna, WP and now Gas Gas. The best way to explain to people is the comparison to the VAG car group that owns Volkswagen, Seat and Audi etc. Their system clearly works, and I am confident they will succeed with Gas Gas in the same way. Of course, they have done great things with KTM, but I am more impressed with what they have done with Husqvarna because only five years ago ‘Husky’ was dead and now it’s a huge brand!

Gas Gas will stay Gas Gas and remain red. We

“Gas Gas will stay Gas Gas and remain red…we will continue 100% with Gas Gas, but as a dealer” I love working with the team riders.

31

What’s the story • GAS GAS UK

John Shirt Motorcycles Trials Team is a mixture of youth and experience.

are now John Shirt Motorcycles Ltd, and we will continue 100% with Gas Gas, but as a dealer. Okay, we have vast experience with the brand and as an importer, but working as a dealer will still be new to us. Some things will be better and some worse. At least now we can supply all Gas Gas trials, enduro and motocross models at retail to the final customer. I am both very excited and fearful of the big changes ahead.

You are known worldwide as a Gas Gas specialist in both trials and enduro In general, yes, we know both sports – trials and enduro – in the UK very well. We have a lot of knowledge on the Gas Gas because the 2020 model available now is 100% Gas Gas, made in Girona. We have the best technical knowledge, and all our customers will get the best-prepared machines. With enduro, we will have no Gas Gas models until the end of the summer, the 2021 models. Of course, they will be red, but I expect them to be similar to KTM and Husqvarna. These will be all new for us, and once again, I am very excited. Gas Gas will now have a big range of enduro and motocross models.

Will you still run sponsored teams?

Yes, I will manage both the JSM Trials and Enduro Teams. The old saying ‘Win on Sunday, Sell on Monday’ is still a good motto, one which I thoroughly believe in. I am a racing man, so I will still spend most Sundays at Trials and Enduro events. We will have fewer riders because we are now a dealer. I have spent a lot of time and money helping many riders, but now it’s not my job to market Gas Gas nationwide, and I will concentrate on what’s best for John Shirt Motorcycle Limited. My riders will get the best of everything; that goes for Gas Gas machinery, MOTS and S3 parts and clothing, Michelin tyres, Putoline Oils and Renthal bars, grips, chains and sprockets. I am very grateful for all the sponsors we have, and I like to think they have a good return of exposure from what we achieve.

Is the Gas Gas trial model the best?

In my eyes; yes. Gas Gas made quite a lot of subtle changes in 2019, and the machine is perfect. The 2020 bike is exactly the same as 2019. It’s a proven, reliable winner. I must say that nowadays there is not a bad trials machine on the market, it all depends on what brand suits you, and what 32

Through Trialendurodirect we sponsor many riders with the clothing and parts we import, including Sam Haslam on the Montesa.

brand you are proud to be part of and buy into. After-sales service is as important as buying the motorcycle, and we intend to service our Gas Gas customers in the best possible way.

Do you still import clothing and hard parts?

Yes, of course, we are the UK importers for Mots, S3, Stylmartin – trials – and also TECH forks. This side of our business is very important to us, and we sell these products through our shopping website www. trialendurodirect.com and through the best trials dealers.

Do you still compete?

Yes, I am really enjoying my riding at the moment. I’m not fussed if it’s trials or enduro, or even enjoying my ebike in Macclesfield forest. For me ‘the ride’ is what I have always been in love with, and this will not change.

It’s been quite difficult going from being quite successful in my riding to being very average nowadays. I am still very competitive and want a good result, but it really doesn’t matter anymore.

Sunday is also a very important day regarding the business because I get to see customers. It’s not a day off for me people as people might think.

Yes, I ride for fun, but I am always there with business in mind.

I love the old-school Trials and the traditional Timecard Enduro events.

For me, the Scottish Six Days Trial is the main one, and this will be year number 32. I just can’t wait to get in those Scottish mountains with my Gas Gas and friends!t April-May 2020 • Trial Magazine

Reflection • Renthal

GOLDEN YEARS 1969 -2019

Yes, Renthal handlebars have just had their ‘Golden’ celebration, producing a winning product for 50 years. In this reflection, we go back to the very humble beginnings of a company which, along the way, would produce so many winners in the world of motorcycle sport. It all started when Henry Rosenthal and his business partner, Andrew Renshaw, begun on this aluminium adventure of producing handlebars back in 1969. After introducing this new product in local trials to develop and prove the product, the ‘Jackpot’ came when Mick Andrews won the 1971 Scottish Six Days Trial using Renthal handlebars. It’s not been an easy adventure, and Henry is the surviving partner after Andrew passed away in late November 2013 after a brave fight against cancer. When the company was sold in 2006 as they both retired it went across the water to the USA, returning into the safe hands of a more modern Renthal company in 2018, when Henry returned to the fold. Andrew would have been very proud.

Words: Trials Media • Pictures: Eric Kitchen, Malcolm Carling, Alan Vines, Thorpe Family Collection, Toon Van De Vliet, Trials Media, Mauri/Fontsere Collection and the Giulio Mauri Copyright, Ossa and Renthal 34

April-May 2020 • Trial Magazine

Renthal • Reflection

1969 – Dave Thorpe (GBR): “Dave was the first top rider to use Renthal handlebars.

I met Dave by falling off in front of him at a muddy local Winsford trial! The ensuing conversation proved a useful opportunity to persuade Dave to try the bar. Dave was riding the first early trials Ossa, which had a fixed brake and clutch controls.

This meant that the position of the levers could compromise the position of the handlebars. As fitting Renthals solved this problem it was enough for him to give them a try. However, what Dave really came to like was the flex the bars gave which helped with the very unforgiving early Ossa forks.”

I

t’s fitting that these two young entrepreneurs would have their first introduction to one another through motorcycles. Having converted his road-going Matchless into an off-road racer, Henry had crashed (anyone he knows him in the present day will know this is a normal procedure!).

With the Matchless broken, Henry needed some new front forks and, through one of his friends, the introduction to Andrew was made as he happened to have the required replacement forks.

Having made the necessary purchase, Andrew then mentioned to Henry that they would not fit.

However, using his early engineering skills, Andrew soon had the required adaptors machined and ready to use. The beginning of a lifelong friendship had begun, which led to the starting of Renthal a few years later, an enduring relationship which would last until Andrew’s untimely death.

2019 – Toni Bou (ESP): “Toni with Renthal is our most winning rider ever. We have been associated with the factory Montesa team for many years. Our association with the team has meant the replica factory models come fitted as standard with Renthal. As you would expect from a Honda-owned company, their technical expertise and product requirements are very exacting. However, we welcome this as it is very good discipline for us, and one can’t argue with 26 FIM world championships via Toni!”

p Peter Fletcher (GBR): “Peter, seen here on the right, was a famous Royal Enfield rider in the late ’50s and early ’60s, and became the UK Ossa importer when the Mick Andrews-developed ‘MAR’ first became available. In the early ’70s you could avoid purchase tax by selling motorcycles in kit form; when you bought a motorcycle — the engine, frame, wheels, front forks, handlebars etc were all supplied separately, and the purchaser had to build the machine completely themselves. In the UK, Peter and Mick decided that as Mick was using Renthal the MAR models should come with Renthal handlebars as original equipment. Ossa was Renthal’s first factory customer. This picture shows the very first Ossa MAR Replicas imported into the UK.”

Trial Magazine • April-May 2020

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Reflection • Renthal

Mick Andrews (GBR): “Mick Andrews got to know about the handlebars through Dave Thorpe as a fellow Ossa rider and with his association with John E Shirt, someone who had been a great believer in Renthal from its inception. Mick used them, really liked them and suggested that as the bars were aluminium why didn’t we anodise them in ‘pretty’ colours? We did a handlebar in red for him and they have been available in a variety of colours ever since! Mick was a great promoter, travelling to many countries promoting first Ossa and then Yamaha. After his trips he would give us a list of addresses of people who were interested in importing Renthal.”

“This alloy, which was used in the Spitfire aeroplane airframes and was 7/8 Ø gauge, had immense strength because it had to withstand considerable G-Forces generated by the steep angles that Spitfires could bank to!”

ALUMINIUM – REALLY!

The idea for aluminium alloy handlebars was born from the constant bending of steel ones. When Henry complained to his uncle, who owned a large aluminium stock-holding business in London, about how many times he had bent the handlebars on his motorcycle, he suggested an aluminium material designated H14 WP. This alloy, which was used in the Spitfire aeroplane airframes and was 7/8 Ø gauge, had immense strength because it had to withstand the considerable G forces generated by the steep angles that Spitfires could bank to! Henry was not so sure about this but agreed to go along with it, and he was sent with some tube to a TV aerial maker in South London to bend the first pair of aluminium handlebars. The aerial makers broke their first bender trying to bend the handlebars, and took another half day on another bender trying to make them!

Albert Casanovas (ESP): “He was the boss of KM-2, a leading trials shop in Barcelona. He approached us to import Renthal, but at that time Albert couldn’t speak English and I couldn’t speak a word of Spanish. So my sister-in-law, who lives in Spain and is bilingual, did all our translation, which led to some hilarious misunderstandings because although her Spanish was perfect, her motorcycling knowledge was nonexistent! Albert became our importer for Spain and eventually moved on to be part of the Gas Gas management, so we are all still in contact.”

Martin Lampkin (GBR): “Martin thought all riders from west of the Pennines were soft, and as I was from Cheshire, with me it was doubly so. When I rode in Nationals he would say ‘Ay-up, soft bugger’s here again’! In spite of this I managed to persuade Martin to try the handlebars. However, whatever he tried was just too low for him, so we ended up supplying him with a giant of handlebar at 6.5 inches rise. Even he worked out that they were too tall, and eventually opted for a lower handlebar which gave us both our first World title in 1975.”

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Reflection • Renthal

Malcolm Rathmell (GBR): “Malcolm was ‘Mr Precise’ and started to use the handlebar at the same time as Martin, as he and Martin were good friends. However, Malcolm was very specific in what he wanted – a handlebar with massive droop. I tried them because I thought what was good for Malcolm must be good. I found them awful, but he loved them, and they must have suited him as he achieved Montesa’s first SSDT victory in 1979.”

Ulf Karlson (SWE): “Ulf, like Vesty, was introduced to Renthal by Renthal enthusiast Jim Sandiford. Ulf was very pleasant, but a man of few words. He visited our factory and we were asking about what he thought about the bars. He said ‘I use them. They work. What more do you need to know?’ He was the first Montesa FIM World Trials Champion in 1980.”

LET’S PRODUCE HANDLEBARS!

Andrew and Henry had become good friends and had a shared interest in motorcycles as Henry started to compete in trials. On Remembrance Sunday 1969, at the tender age of 20, with no trials to attend and nothing to do, they sat front of the fire discussing the past when the subject of the alloy handlebars that had been made so many years before came up. After an ‘engineering’ discussion, the idea of aluminium alloy trials handlebars was born. A small hobby company would be started, with Andrew being the engineer and Henry in charge of commercial and marketing. They thought of a name: ‘Rosenshaw’ – which was too unwieldy – but ‘Renthal’ from Andrew Renshaw and Henry Rosenthal sounded much better.

Yrjo Vesterinen (GBR): “Yrjo was not a fan of Renthal as he didn’t like the flex.

However, when he moved to Montesa, with prodding from Jim Sandiford he agreed to try them, but we had to make the bars more rigid. So a brace was developed. This was the start of the Renthal braced trials bars. He tried them, with some scepticism, but nevertheless used them to become the first foreign winner of the Scottish in 1980.”

Eddy Lejeune (BEL): “Eddy used Renthal because fellow Honda development rider American Marland Whaley used them. Renthal’s big motocross market was the USA and Marland was a good friend of our then USA distributor. So from very early days Marland was a big fan and tester of Renthal. Marland extolled the virtues of Renthal to Eddy, who converted to Renthal and went on to win three world championships 1982–1984.”

BUILDING THE DEMAND

It’s alright having a product, but the next step was a rather tricky one: they had to market it and then sell it. Credibility was gained through Mick Andrews, Malcolm Rathmell and Martin Lampkin who were approached to use the handlebars, and who all agreed to try them. They liked them, so they were then advertised as super-strong handlebars ‘as used by’, and soon they were selling in limited quantities. Renthal needed customers, and they went to the local dealers to stock them: Jim Sandiford at Bury and Johnny Burns of MotoXMotors of Oldham, convincing them about these fantastic handlebars and could they pay 50 per cent in advance! Both agreed that they were either on to something fantastic or were going to lose money, but they both took the risk. As they say: the rest is history.

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Takahisa Fujinami (JPN): “Takahisa is a Dougie Lampkin convert. Dougie said Renthal was perfect for Takahisa because when ‘Takahisa crashes, he crashes big style!’ Takahisa won the 2004 FIM Trials World Championship and is a big influence in Japan, and has been instrumental in Renthal’s trials popularity in Japan.”

April-May 2020 • Trial Magazine

Renthal • Reflection Dougie Lampkin (GBR): “Dougie has used Renthal continuously from the age of 12 and now his sons are doing the same. Dougie had been instrumental in Renthal’s trials success from when he first entered adult trials to the present day. He also helped us develop what is now our standard trials handlebar, the Renthal Fatbar.”

WINNERS – RENTHAL REMEMBERS

To prove any product you needed to be at the cutting edge of the sport and that’s the direction Renthal went in. Here in the picture captions, Henry Rosenthal talks about the early days and the success of Renthal and some of the people who played an essential part in Renthal’s Trials success over the past 50 years.

50 YEARS AND BEYOND

Emma Bristow (GBR): “Emma is our first female top rider in trials. We are really pleased that so many more women are now competing in trials, and we very much hope it starts to mirror the mountain bike scene where female riders are becoming an ever-increasing percentage of participants.”

So what does the future hold for Renthal in motorcycle trials?

Henry Rosenthal: “Well, for certain, our commitment to trials is undiminished, with our continuing support of both international and domestic trials teams.

Renthal handlebars can be found on the winning machines of Toni Bou, Dougie Lampkin, Emma Bristow and many of the rising stars. In 2019 we won our first TrialE FIM world title with Albert Cabestany (ESP) on the Gas Gas E model. Every year new materials become available, and new methods of manufacture are developed.

All these changes are being led by a younger workforce looking to honour the principles set up by Andrew and me while modernising and improving the Renthal range.”

As Henry, the last remaining survivor of early Renthal inevitably slips into the twilight of life then it is for the next generation of employees to carry Renthal forward; long may the success continue.

RENTHAL: THE SUCCESS STORY

SCOTTISH SIX DAYS TRIAL: 29 WINS 1971 & 1972: Mick Andrews (Ossa-GBR) 1973: Malcolm Rathmell (Bultaco-GBR) 1974 & 1975: Mick Andrews (Yamaha-GBR) 1976 & 1977: Martin Lampkin (Bultaco-GBR) 1979: Malcolm Rathmell (Montesa-GBR) 1980: Yrjo Vesterinen (Montesa-FIN) 1981: Giles Burgat (SWM-FRA) 1992 & 1993: Steve Colley (Beta-GBR) 1994–1996: Dougie Lampkin (Beta-GBR) 1997: Steve Colley (Gas Gas-GBR) 2007: James Dabill (Montesa-GBR) 2008 & 2009: Dougie Lampkin: (Beta-GBR) 2010: Alex Wigg (Beta-GBR) 2011: James Dabill (Beta-GBR) 2012–2018: Dougie Lampkin (Vertigo-GBR) 2019: James Dabill (Beta-GBR) FIM TRIALGP WORLD CHAMPIONSHIP: 26 WINS 1975: Martin Lampkin (Bultaco-GBR) 1980: Ulf Karlson (Montesa-SWE) 1981: Giles Burgat (SWM-FRA) 1982–1984: Eddy Lejeune (Honda-BEL) 1998–2003: Dougie Lampkin (Beta/Montesa-GBR) 2004: Takahisa Fujinami (Honda-JPN) 2007–2019: Toni Bou (Repsol Honda-ESP) FIM X-TRIAL WORLD CHAMPIONSHIP: 18 WINS 1997 – 2001: Dougie Lampkin (Beta/Montesa-GBR) 2007 to 2019: Toni Bou (Repsol Honda-ESP) FIM TRIALGP LADIES WORLD CHAMPIONSHIP: 2 WINS 2018 & 2019: Emma Bristow (Sherco-GBR) Albert Cabestany (ESP): “As the trials world evolves do does Renthal as a company. Renthal handlebars were fitted to the 2019 FIM TrialE World Championship winning Gas Gas.”

Trial Magazine • April-May 2020

FIM TRIALE WORLD CHAMPIONSHIP: 1 WIN 2019: Albert Cabestany (Gas Gas-ESP)

39

My Heroes • TAKAHISA FUJINAMI

THE GLORY YEARS

FUJIGAS AT FORTY

2019 TWC TrialGP RD 1 ITA Takahisa Fujinami-JPN

For many top athletes at the age of 39, the glory years are well past their sell-by date – unless, that is, your name is Takahisa Fujinami. Third position overall in the 2019 TrialGP world championship behind his untouchable teammate on the Repsol Honda Toni Bou and another veteran Spanish rider Adam Raga, the Japanese rider continues his incredible career while waiting for the youngsters to push him from the podium. He has touched the ‘Holy Grail’ by becoming the FIM World Champion in 2004 in front of his teammate at the time, a certain Dougie Lampkin from Great Britain. Exceptional longevity at the highest level, as we have witnessed the coming and going of so many high-level riders, and yet he is still there.

Words: Rodo and John Hulme • Pictures: Trials Media

C

2019 TWC TrialGP RD 6 FRA Takahisa Fujinami-JPN

40

onsider that the most Catalan of Japanese riders (‘Fuji’ resides in Barcelona) had been crowned with a national title before his freelance adventure into the FIM World Championship in 1996. Or, to put it in perspective, it was a year before the birth of one of his direct competitors in 2020 Jaime Busto, who was born in 1997.

After that virgin year ‘Fuji’ won his first GP in Germany ahead of riders like his fellow Japanese rival Kenichi Kuroyama, David Cobos (ESP), Bruno Camozzi (FRA), Steve Colley (GBR) and the legend Jordi Tarres (ESP). To have beaten riders in the same career such as Tarres, Lampkin, Raga, Marc Colomer (ESP), Bou and Busto is a feat in its own right and a legend in the history of trials. And even today he doesn’t ride a GP just to make the numbers, as his five podiums in eight rounds in 2019 proved.

Slowed by a shoulder injury in 2018, even this did not prevent him from tasting the podium during the season, but his sixth-placed finish left him with a bitter taste in his mouth. He could not stop there, no way; he just had to keep fighting and riding anyway.

April-May 2020 • Trial Magazine

My Heroes • TAKAHISA FUJINAMI

When you are in one of the most professional teams in motorcycling and still visiting the podium, the adventure has to continue! The secret of Japanese longevity?

There is none; it is the passion for trials and the work ethic that attracts respect, let alone being for so many years at the highest level.

Fuji: “I love trials, I’m always passionate, also happy on the Honda and in training” he declared five years ago. Until when? It’s hard to say, but what we do know is that our man has more than one string to his bow. Also passionate about Enduro, he has admitted several times to be interested in Extreme Enduro. He trains regularly in the discipline and even in motocross, with a speed that all the observers who have had the chance to see it evolve say makes it more than convincing. When you know that one of the pillars of Extreme Enduro is none other than Great Britain’s Graham Jarvis, four years older, we tell ourselves that anything is possible!

1996-2019 FIM TRIALGP WORLD CHAMPIONSHIP POSITIONS

RESULTS: 1996: 7th; 1997: 5th; 1998: 5th; 1999: 2nd; 2000: 2nd; 2001: 2nd; 2002: 2nd; 2003: 2nd; 2004: 1st; 2005: 2nd; 2006: 2nd; 2007: 3rd; 2008: 3rd; 2009: 3rd; 2010: 3rd; 2011: 3rd; 2012: 5th; 2013: 5th; 2014: 5th; 2015: 5th; 2016: 3rd; 2017: 5th; 2018: 6th; 2019: 3rd.

2019 TWC TrialGP RD 7 ESP Takahisa Fujinami-JPN 2019 TWC TrialGP RD 7 ESP Podium

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April-May 2020 • Trial Magazine

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Quick Spin • 2020 Beta Evo MY 300cc

BETA EVO MY 300

STILL ON TOP

Tried, tested, used and abused; the Italian Beta trials motorcycles are still on top around the world when it comes to a best-seller. With a range of machines to suit riders of all ages and abilities, they command excellent value for money and, more importantly, they still carry excellent residual prices when it comes to changing the machine. There is no considerable changes with the 2020 production models – as the saying goes if it’s not broken then why fix it. Still a very popular choice with the owners who ultimately ride or compete on them, constant fine-tuning is what we have arrived at with this current model, one which remains such a favourite with the buying public. Supported by an excellent importer service with backup, warranty and a huge supply of spare parts second to none, why would you not want to buy a Beta?

Article: Trial Magazine with Sam Connor • Pictures: Trials Media and Beta 44

April-May 2020 • Trial Magazine

2020 Beta Evo MY 300cc • Quick Spin

It’s not a brutal power but very usable, tractable power.

T

he Beta range has been around in its present state for quite a while now. The factory continually refines and improves the models, and here in this ‘Quick Spin’ we focus on the changes that have been included in the 2020 300cc model. Before we unleash our test rider, Sam Connor, into the testing conditions at round one of the 2020 ACU Trial 2 British Championship round at Hookwood, we cast our eye over what’s new and improved in this model.

THE 2020 BETA EVO MY 300CC: WHAT’S NEW?

‘Superior technology’ is how Beta would describe this new model.

The Italian engineers have listened to their top riders in both Great Britain’s James Dabill and Frenchman Benoit Bincaz, who have used their experience to pass it on ultimately to the end consumer – yes, you, the buying public. Their expertise has created a machine which offers excellent smooth, tractable power to suit all the weather conditions we encounter in the trials world. Both amateurs and professional riders can benefit from their knowledge with the 300cc model, which provides an impeccable combination of performance and ease-of-use; once again for riders of all abilities.

CHASSIS

Much attention has been paid to the chassis design. The all-important look of the Evo MY 2020, which has been revised, to make it an even more attractive model. New Front Headlamp Cowling: Completely redesigned for that decisive look that endorses the racing spirit. New Tank Cover: Fully redesigned, further highlighting the hydro-formed aluminium chassis that is a particular feature of the Evo models. New Mapping Selector Switch: With a revolutionary new design this has now been moved from the front headlamp cowling to the new tank cover, making it more visible and, most importantly, more accessible. It now also has an LED indicator light, making it much simpler to identify which mapping

Trial Magazine • April-May 2020

Tried and tested, used and abused the engine is excellent.

is selected by the rider. New Rear Fender: A completely redesigned shape with particular attention paid to the new LED tail light. New Front Fork Setting: Using the experience Beta gained with the 2019 Factory model, the internal hydraulics have been made even more progressive. They have also introduced the ability to fit a compression adjuster kit – already fitted to the Factory model range. New Anodized Parts: The gear change lever, foot brake lever, and engine cylinder head all have the ‘cool’ black appearance. New Graphics and Colours: A fresh new appearance comes from the aesthetics to enhance the competition-ready appearance.

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Quick Spin • 2020 Beta Evo 300cc

This studio shot gives the Beta a clean functional presence.

ENGINE

On the 300cc single-cylinder watercooled two-stroke, Beta has revised and optimised the engine-timing-advancecurves in order to improve engine responsiveness and make the machine easier to ride at all levels of engine performance. The engine retains all the significant updates it received in 2019, including the cylinder with new exhaust port geometry, and the new CDI unit offers new timing curves.

QUICK SPIN WITH SAM CONNOR

“Beta trials machines are very, very good – it’s a fact. You only have to see how many enter the Scottish Six Days Trial year on year. I have been very fortunate to be supported by Beta-UK since 2006, and this quick spin is my honest opinion of the Standing proud, slim and trim, the Italian machines.

2020 Beta EVO MY 300cc model.

“Every-day maintenance is easy, and it’s pretty much a case of ‘wash and go’ after the majority of events, including the SSDT. The carburettor and air filter is a common-sense job after any power wash, to keep the machine clean and in good running order.

Any Beta is easy on consumables, it’s only crash damage where the extra expense is incurred.

“The machine is different from the other manufacturers in that the kick-start is on the left, but once you get used to this, the engine fires into life very easily. As the Beta models have evolved over the years, they have become more refined, and it’s also good to note that the feedback to John Lampkin from the UK riders is passed on to the factory. Having James Dabill on board also helps, as he is more than happy to report his findings with the machines at the very cutting edge of the sport in the FIM Trial World Championship. Apart from the fitting of some of the sponsored parts we get supplied, my Beta is very ‘stock’ and personalised to suit myself. As I still ride in the ACU British Championship, albeit in the new Trial2 class, I get to ride the Beta over an extensive selection of hazards, and I am happy to report that it’s strong in all areas.”

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TRACTABLE POWER

“The choice of six gears in the gearbox leaves a good choice of ratios for all conditions. As the engine enjoys a good 296.5cc of power, it can be used so much to your advantage. It’s not a brutal power but very usable, tractable power.

I like nothing more than using a high gear in a full-throttle blast through deep mud or up a really steep climb where you can rev the engine and then shut right off by closing the throttle and letting the engine pull to its heart’s content, it really is a good feeling!

“In the rivers and on the rocks in Scotland, the Beta benefits from the years of experience gained by developing the machine in this event, and the suspension certainly gives you a confident feel and lets you use it to your advantage. If you point it where you want to go, it will provide you with the extra inspiration to stay ‘Feet-Up’ for the clean ride. It’s not a tiring machine to ride but a rewarding one. Yes, I am biased, as I receive excellent support and love riding the Beta, but if you are not sure, then throw your leg over one and have a ride for yourself. I am sure you will come back with that ‘Beta’ smile on your face, feeling like a world champion!”.

2020 BETA EVO MY 300cc RRP: £5,995

MOTOR: Single-cylinder, two-stroke, liquid-cooled 296.5cc; Bore and Stroke: 79mm x 60.5mm; Carburettor: Keihin PWK Ø 28mm; Ignition: Hidria Electronic; Clutch: Hydraulic Wet Multi-Disc with Cush Drive Rubber; Gear Box: Six-Speed.

CYCLE PARTS: Frame: Single Wave Beam in Aluminium; Front Suspension: Beta Hydraulic Fork 38mm Ø, travel 165mm; Rear Suspension: Sachs Hydraulic 62mm Stroke Mono-Shock, travel at Rear Wheel 180mm; Brakes, disc Ø 185/160 mm – 4 (Front) and 2 (Rear) piston callipers.

DIMENSIONS: Seat height: 660mm; Wheelbase: 1,305mm; Ground Clearance: 310mm; Weight: 71.5kg; Fuel capacity: 2.9 Litres.

To find out more about all the Beta trials models head to page 20 in this magazine, where you will find all the contact details of the official UK importer.

April-May 2020 • Trial Magazine

2 0 2 0

T H E

F UTURE

I S

H ERE

Don’t just take our word for it, try it for yourself!

Book a free test ride at Inch Perfect Trials on 01200 448130 or info@inchperfecttrials.co.uk

Quick Spin • TRRS

TRRS

ONE RR 300

Without a doubt, the TRRS brand has taken the bull by the horns and is making a massive impact on the world trials scene as the yellow machines establish themselves in this very competitive arena. In the UK, the official importer, Steve Saunders and his team, have done a commendable job of establishing the manufacturer with a constant supply of the machines and spares readily available to meet the demand of the customer. With support from the Spanish brand, he has taken on the talent that is Toby Martyn as his frontline rider in 2020. This closely-guarded secret almost caught us out at Trial Magazine and added an extra ‘buzz’ with the news in late 2019. This TRRS ONE RR 300cc model is Toby’s first production bike which we are using for this Quick Spin review. It’s a standard production machine, with very few changes before he received the race-prepared machines for competition. Our man on the scene for this Quick Spin review is Matt Dixon, Toby’s new Minder for his attack on the 2020 FIM Trial2 World Championship and the ACU TrialGB British Championship.

Words: John Hulme with Matt Dixon • Pictures: Trials Media and TRRS 48

April-May 2020 • Trial Magazine

TRRS • Quick Spin

“The ONE RR model certainly looks the business.”

Nice smooth power inspires confidence.

H

ow fortunate were we to be stood in the midday sunshine in early February in Spain at the TRRS’ Family Day’!

All the factory staff and supported riders for the Spanish brand were in attendance at the facility located just outside Barcelona, where they were able to meet and greet the many customers and families who had become addicted to the yellow machines. Besides, you could have a ride on one of the many machines available.

EDITION MODEL

The model is now well established, with a range of displacements including 125cc, 250cc, 280cc and 300cc. All very much share the same components making them attractive to riders of all ages and abilities. This new ONE RR edition model carries on where the TRRS ONE R model left off with a range of changes and the addition of superior-quality components for the rider who wants that extra competitive edge.

With riders of the calibre of Adam Raga — that constant chase for perfection — is what the factory follows as it evolves and develops further refinement to its motorcycles. In turn, fed back to the customer who benefits from this development process at the cutting edge of the sport. This 2020 TRRS ONE RR is an addition to the range as the ONE R will continue to be available, giving the customer a choice of machines to suit their budgets.

WHAT’S NEW ON THE 2020 TRRS ONE RR MODEL?

The new aesthetics separate it from its signature Trial Magazine • April-May 2020

yellow. It carries many red components, such as the new silicone radiator hoses; it makes it stand out from the crowd. It actually gives it a distinctive edge. Other red anodised parts that also catch the eye are the triple clamps and front mudguard support. Looking towards the aluminium frame are protectors fitted around the footrest mounting area which will reduce abrasion with riding boots.

Improvements can be seen in the front part of the frame’s construction. The engine protection around the flywheel area has a new design, and the footrest support comes with a 10mm tubular pin, proving that the factory listens to the rider feedback. In the crucial engine department, a new DC regulator along with electrical wiring improves reliability in this area, and the programmable CDI offers a choice of engine mappings.

Further improvements have been made in the gear selection area, with a gear selector shaft in aluminium for a precise change every time. The air filter box has been revised and reinforced with a new air input. A new BRAKTECH rear brake master cylinder now incorporates the hydraulic oil tank. New handlebar and footrests add a superior feel and grip for the rider comfort. Further improvements have been applied to the suspension settings, and a new chain tensioner allows for better alignment for the drive chain.

On the showroom floor, under the lights, the finishing touch of the latest gold TECH branded front forks certainly makes it stand out from the crowd. The ONE RR model certainly looks the business.

QUICK SPIN WITH MATT DIXON: 2020 TRRS ONE RR 300CC

“In late 2019, I started to talk with Toby Martyn, who had approached me to become his fulltime Minder in 2020. I had done some minding work in the past for other riders and found it very rewarding. I am a fully qualified Ford mechanic, which provides good job security in the future so I decided that it was now or never if I was to make the relationship with Toby and move into the trials world full time.

“In 2019, I had ridden a complete trials season including the ACU British Championship on my four-stroke Beta which, I might add, is a superb machine. I started to train with Toby for the Sheffield Indoor, and with the fantastic crowd support and Toby’s excellent ride, I knew I had 100% made the correct decision to be his Minder in 2020.

“From the start of January we had based ourselves in Spain in preparation for the season, and this was my first contact with riding the TRRS. Toby is generally pretty easy on the machines, and so it’s usually crash damage that creates work for me on the machine as he pushes the boundaries of his riding. I must say general maintenance is pretty easy, and if any major work were required, it would be carried out by the factory mechanics when we are in Spain. Any components that become worn or damaged are replaced. As part of my TRRS education, I have spent some time watching and working in the factory as the machines are assembled to give me a better understanding of how they work; trust me, it’s much more exciting than a Ford Transit van!”

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Quick Spin • TRRS It’s got that get-on-and-ride look.

Well-balanced, with Matt in control.

“If I am honest, I felt like world-championship material for this Quick Spin” SMOOTH AND POWERFUL

“Making the transition from the four-stroke Beta to the two-stroke TRRS was very easy. They both share aluminium frames, while the engine would be a significant difference to my riding. I immediately felt very much at home; such is the relationship between the handlebars and the footrests. Rider comfort has been at the forefront of the development process.

“I made no adjustments to what is now Toby’s training machine and, as with any professional rider, they pretty much know how to give the machine a good setup. Preload was used at its best to manoeuvre up the rocky steps at the venue, and both the compression and rebound on the Tech front forks and the Reiger rear shock absorber worked very ‘plush’ and fine. Rider confidence is increased with every move. The clutch is first class, and my only criticism is the fact that it puts the power down very well. The engine is super smooth but very powerful, which is a requirement for what is expected of the machine at the cutting edge of the sport.

“The more I rode the machine, the more confident I became with the very neutral feeling from its excellent weight distribution. If I am honest, I felt like worldchampionship material for this Quick Spin [Matt laughs], but you are soon brought back down to your level once the likes of Toby put on a demonstration!

“If you are keen about a move to a TRRS, I would try the 250cc. I am sure it will have enough power on tap for the majority of the riders. I enjoyed my time on the TRRS, and I am sure the icing on the cake will be the introduction of the electric starter model later this year.”

50

With Adam Raga holding the handlebars, the TRRS brand is certainly in the limelight.

A winner even when stood still!

TRRS ONE RR 300cc 2020 SPECIFICATIONS

MOTOR: Single Cylinder Two-Stroke Liquid Cooled, 300cc; Bore and Stroke: 79mm x 60mm; Carburettor: Keihin PWK 28 Ø 28mm; Clutch: 3 Rotor Hydraulic Diaphragm System; Gear Box: Five Speed; Ignition: Hidria CDI, Twin Spark System.

CYCLE PARTS: Frame: Double Cradle Forged Aluminium; Swinging Arm: Aluminium; Front Suspension: Tech Aluminium Ø 39mm, Travel 175mm; Rear Suspension: Reiger, Travel 168mm, Two-Way Adjustable; Brakes: Disc Ø 185/150mm, BRAKTECH: 4 (Front), 2 (Rear) Piston Callipers.

DIMENSIONS: Seat height: 640mm; Length: 2,015mm; Weight: 65kg.

CONTACT For more information on these new TRRS products, please go to the TRRS advert on page 16 for the official UK importer’s contact details.

April-May 2020 • Trial Magazine

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Industry Insider • Montesa Honda UK

MONTESA HONDA UK’S

GRAHAM FOSTER-VIGORS In a fast-moving world, I had to check my email account to find out when my first communication came about with Graham Foster-Vigors. It was in late 2016 when I received a welcome one from him as he introduced himself as the new Off-Road Sales Manager for Honda HME-UK Motorcycles for 2017.

He was immediately showing an interest in the world of motorcycle trials, and it was clear that he would need some support in an industry in which Trial Magazine has such a clear understanding. After Graham visited the publisher’s offices in April 2017, it was clear that he would be a quick learner about what makes the trials world ‘tick’, and he wanted to be involved in my world.

Words: John Hulme with ‘Fozzie’ • Pictures: Trials Media and LAD Photography

The handover of the Montesa Cota 4Ride models at the 2017 SSDT.

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With John Hulme from Trial Magazine, I still have very fond memories of the Tuesday we had out on the course at the 2017 SSDT.

April-May 2020 • Trial Magazine

Montesa Honda UK • Industry Insider

“…I have travelled to the Scottish Six Days Trial every May, and the support to the club from Honda UK has matured into a very strong working relationship.”

The Montesa service and support at the SSDT is second to none.

T

he weather in Buxton, Derbyshire, in early 2020 was very cold and overcast when I met up with Graham for a spot of lunch in a local hotel but, as always, the handshake was warm as we found out about his introduction to his new role at Honda UK in 2017.

So how did you arrive as the Off-Road Sales Manager for Honda HMEUK Motorcycles in 2017?

I joined Honda in 2002 working with power equipment, as, at this point, was my field of expertise. I joined the Motorcycle department in 2007 working on the ‘On Road’ side of the business until 2016. Off-road and trials always interested me and working for Honda I had been able to get more involved in these areas. Honda had always said to its off-road network that when business reached a certain level, they would introduce an Off-Road Sales Manager, and that was my chance to take on this role.

How did the introduction to Honda HME-UK Motorcycles happen?

HME (Honda Motor Europe) is in direct control of all branches, so this enables communication to happen across the branch; hence my close relationship with Montesa and Honda ES (Espana).

Does your job title just cover motorcycle trials?

In my role, I cover all things off-road; Children’s, Enduro and Motocross machines. Plus I am responsible for the Buildbase Honda Racing Team and all of our experience centres: Dave Thorpe Honda Off-Road Centre, Honda Adventure Centre, Ron Haslam Race School (RHRS) and Inch Perfect Trials. I have a very close working relationship with Dave Thorpe, who taught me everything I know about off-road riding. He runs three of these operations for us. It is a pleasure to be involved with such activities, and the centre runs smoothly under his guidance. The Inch Perfect Trials Experience was an idea developed with Matthew Alpe, which has evolved over the last three years to what it is now. Latterly, I have also been the contact for Ron and Ann Haslam at the RHRS. How did you find your first visit to the Scottish Six Days Trial?

As you know, it all happened very quickly, and this was when I needed the support from your good self. Honda UK had already struck up a good Trial Magazine • April-May 2020

Graham’s inspiration for off-road riding comes from Dave Thorpe.

In 2017 he enterd his first Weston Beach Race and did not finish. He returned to finish the job in 2018.

working relationship with the organising Edinburgh & District Motor Club and, in particular, the Clerk of the Course, Jeff Horne. We had the new Montesa Cota 4Ride model, and we arranged to supply the club with machines to be used by the club’s enthusiastic officials during the six days.

We have continued to support the event, and have more involvement and support from Montesa/Honda UK each year.

Were you welcomed with open arms?

Yes, the club and its members gave me a very warm welcome and immediately made me feel at home. We wanted to promote the new Cota 4Ride, and this was the ideal launch platform to expose the world to the excellent all-round attributes of the machine. Jeff Horne had agreed for myself and John Hulme, from Trial Magazine, to go out onto one of the daily routes, which still stands as a constant reminder to just how much fun you can have on a motorcycle! I was still very much a beginner to riding a motorcycle trials machine, but with some support from John, I still have very fond memories of the Tuesday we had out in the 2017 SSDT. 53

Industry Insider • Montesa Honda UK

In Autograss in the F600 class for motorcycle-engined cars, Graham runs a Honda CBR600RR engine in a space-frame vehicle.

As the Off-Road Sales Manager for Honda HME-UK Motorcycles Graham also has the Montesa side of the business to look after.

“I was able to make a presentation to the factory about UK conditions.

Then the current Cota range was developed with the UK conditions in mind” What were your initial thoughts on this iconic event?

It was an event with a long-standing history, run by such an enthusiastic bunch of people who were all passionate about one thing, motorcycle trials. It was an eye-opener and a fantastic introduction to motorcycle trials for me in my new job title. Since that initial introduction, I have travelled to Scottish Six Days Trial every May, and the support to the club from Honda UK has matured into a very strong working relationship.

This shop window for the product we sell is second to none and, along with the event support provided, strengthens our ‘Montesa Family’.

Since 2017 you have had new models arrive?

As we move into 2020, the evolution of the legendary four-stroke Cota 4RT continues, with new models arriving. Having Toni Bou as the undisputed FIM Trial World Champion does help; everywhere you look he is the rider everyone talks about. With support from Japan’s ‘King of Cool’ Takahisa Fujinami, they are very much a ‘dream team’, and the results speak for themselves; we have new riders on the way from the Montesa talent school.

We now have a strong sales network here in the UK, and they offer dealer support to riders who compete at all levels of the sport.

With good friend Roger Harvey at the 2020 Hawkstone International Motocross.

54

He actually won the 2019 British Autograss Championship in his class, an event held over five weekends in the year across the whole country.

With such involvement in the off-road world of motorcycles, what’s your interest away from the sport?

I have two grown-up sons who both work in the world of football. The boys are my world, and it has been just a pleasure to help bring them up and to watch them turn into amazing young men. All my life, I have competed in many sports such as football, karting, enduro, off-shore power racing and latterly Autograss (car). I currently race a car in the F600 class, which is a motorcycle-engined class, and I run a Honda CBR600RR in a space-frame class. In 2019 I won the British Autograss Championship in the class, an event held over five weekends in the year across the whole country. It was my first British Championship, and it felt like a fantastic achievement!

And motorcycle trials?

2017 saw me dip my toe in the sport of motorcycle trials, with my first ever day spent with Richard Thorpe, and more training undertaken with Inch Perfect Trials. I strongly feel that I missed out on trials when I was a youngster, and the sport has made me a better motorcycle rider than I ever was. I do try and compete in the odd trial; I am still at a novice level, but I enjoy the trials scene; it keeps me in touch with the market place.

It actually helps in all the facets regarding Montesa. For example, I was able to make a presentation to the factory about UK conditions. Then the current Cota range was developed with the UK conditions in mind, with such elements as engine braking and power delivery being adapted to suit the UK market. I am very proud of this achievement, and it shows the strength of the relationship with the factory. I am able to speak with the factory regularly to enhance and improve all aspects of the business, and they appreciate the support from their lead market.

April-May 2020 • Trial Magazine

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World party • Vertigo

TEAM VERTIGO

EXPERIENCE DAY 2020 You only have to look around the trials paddocks of the world to realise that it’s very much a changing one when you come to the manufacturers and their positions in the competitive trials market. The Spanish still hold the reins very tightly, and when it comes to innovation and change the Vertigo brand is the one that has the world talking. With its spaceage-looking tubular steel frame and fuel-injected, single-cylinder, water-cooled and lightweight engine, it is looking towards a very green future with its signature colour. As the only production two-stroke engine to include and endorse the emissions control that the fuel injection can bring, it embraces the challenges of the ever-changing world. Its inception came as a prototype motorcycle that started with a small production run of six machines in 2015 to see if it would be heading in the right direction. When the motorcycle legend that is the 12-times FIM Trial World Champion Dougie Lampkin won the iconic Scottish Six Days Trial in May 2015 riding the Vertigo, it was affirmed that the machine would become a world leader. Wind the clock forward to the spring of 2020 and, with a track record of achievements already written in the history books and a new team to continue challenging for the top step of the podium in the trials world, it is a time to celebrate with the Vertigo experience.

Words: Trials Media with James Duxbury Pictures: Vertigo Motors Europe 64

From left: Patrice Pastou, Axel Jane and the French Vertigo importer Julien Pana listen to the trials legend Dougie Lampkin.

The brand Vertigo has come a long way since its inception in 2015.

April-May 2020 • Trial Magazine

Vertigo • World party

Fully committed to Vertigo in 2020 is the ACU British Trials Champion Jack Price, who was introduced to the team.

“With Dougie Lampkin on hand and very happy to pass on his years of knowledge to each rider, everyone welcomed this opportunity to ride the latest Vertigo models during the day.”

T

he choice for the location for the 2020 Vertigo Experience Day would be both a unique and a memorable one for all who attended. The event took place at the Noassar Trial Area and Hotel Puig Francó, which is located in the Camprodon Valley close to the small medieval town that shares the same name.

Located near the French border, in the Pyrenees, this truly unique location offers stunning views of the surrounding area. With just over 100 people in attendance, the Vertigo Experience Day was a truly memorable event.

To have asked for more perfect weather for the occasion would have been impossible as the whole event was bathed in warm Mediterranean sunshine.

The day kicked off at 9.30am with a superb breakfast for all who attended. At lunchtime, the hotel’s staff excelled by offering an authentic gastronomic experience. It included the typical Catalan ‘calçots’ and a fantastic BBQ roast beef that satisfied even the most demanding of palates. It was all served in the gardens of the hotel, surrounded by the area’s natural beauty.

INTERNATIONAL VERTIGO IMPORTERS & DEALERS

Among the invited delegation of international importers and dealers from around the globe including the United States, Canada, Germany, Trial Magazine • April-May 2020

Regular demonstrations by the factory supported team riders during the day were very well received by the appreciative crowd.

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Vertigo • World party

From left: Thomas Pedersen-Vertigo Importer Denmark. Regitze Toft of Denmark along with Theresa Bauml from Germany sample the Vertigo Balance Test.

From left, the Canadian importers Dave Fair, James Duxbury and the Russian importer Anton Frolov prepare to enjoy the excellent food.

The lunch was served up in the gardens of the hotel surrounded by the natural beauty of the area.

At lunch time the hotel’s staff excelled by offering a true gastronomic experience, which included the typical Catalan ‘cal çots’ and an amazing BBQ roast beef that satisfied even the most demanding of palates.

Austria, France, Russia, Japan, Great Britain, Ireland, Denmark, Holland and Italy. All were able to enjoy the fantastic natural trials terrain either on the fleet of Vertigo machines or as spectators at sections specially designed for the occasion.

The factory-supported riders were also able to showcase their skills in front of this appreciative audience. Importers, dealers and their guests then had an opportunity to swing their leg over one of the 2020 Vertigo machines, of which the full range of models was available to test.

With Dougie Lampkin on hand and very happy to pass on his years of knowledge to each rider, everyone welcomed this opportunity to ride the latest Vertigo models during the day.

Many of the importers, and their guests, also stayed at the hotel and rented machines the following morning to further discover and enjoy this trials rider’s paradise.

Trial Magazine • April-May 2020

Vertigo Export Manager James Duxbury was on hand to answer any questions and enjoy the company of the many importers, from around the globe.

VERTIGO FACTORY OPEN DAYS

Before the events of Saturday, the majority of the international importers and dealers of Vertigo had already spent the previous two days visiting the modern factory. They received guided tours of both the production line and racing department by the company’s Export Manager and Event Coordinator, James Duxbury. Vertigo Engineer, David, and After-Sales Manager, Gerard, gave technical talks on the current models.

CEO, Manel Jane, was also on hand, together with Dougie and James, to unveil the new R2 model in a special presentation exclusively for the Vertigo importers and guests. It was a sneak preview of the machine a few weeks before its world launch later in the month.

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World party • Vertigo

Team Vertigo 2020.

Ladies’ day. From left: Leire Rodriguez, Vertigo Spain; Regitze Toft, Vertigo Denmark; Theresa Bauml, Vertigo Germany; and Berta Abellan, Vertigo Factory.

BARCELONA FIM X-TRIAL

As if the previous 2–3 days weren’t enough, the icing on the cake came in the form of the Barcelona FIM X-Trial on Sunday evening in the Palau Sant Jordi Stadium. Classed as the number one indoor trials event of the year, it attracted an audience of close-on 10,000 people. The entire Vertigo’ family’ was seated in an area reserved for them by the factory.

Importers, guests and fans of the brand were able to follow the live action of Vertigo Factory riders, Jaime Busto and Miquel Gelabert, who were battling it out on the night with the best riders in the world. It was a special event for Vertigo as, for the first time, the brand had its own sponsored section, which turned out to be one of the most technical and challenging sections of the competition.

In terms of results, Miquel Gelabert showed his moments of brilliance to finish in seventh position in the highly competitive field of riders. Jaime Busto was very close to the fight for the top three positions as he was just one point away from qualifying for the runners-up final and finally ranked fifth on the night.

C

M

Y

CM

MY

CY

CMY

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When the motorcycle legend that is the 12-times FIM Trial World Champion Dougie Lampkin won the iconic Scottish Six Days Trial in May 2015 riding the Vertigo it was affirmed that the machine would become a world leader.

A ROUNDUP OF A TRULY MEMORABLE WEEKEND

Overall, the action-packed four days of the 2020 Vertigo Experience weekend was judged to have been a huge success by all who attended. It offered the perfect blend of informative and productive days at the factory, followed by trials action, gastronomy and pure enjoyment. Vertigo would like to thank everyone who joined any of the four days of the event and would like to express its intention to repeat this winning and enjoyable experience in 2021.

Japan’s Yohito Takeda made the long trip to enjoy the celebration of the Vertigo brand.

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The brand would like to thank everyone who joined any of the four days of the event and would like to express its intention to repeat this winning and enjoyable experience in 2021.

April-May 2020 • Trial Magazine

Ladies • Alicia Robinson

2019 Portugal: The qualifying section was a natural river that ran through the centre of town.

ALICIA ROBINSON

PURSUING THE DREAM Achievements in any sport are measured by success, and with Emma Bristow paving the way to FIM Ladies’ World Titles in TrialGP, it has opened the door for the younger talent in Great Britain to follow in her footsteps.

The FIM also helped to open the door when they introduced the Trial2 class for the ladies in 2017. Coming from a motorcycle trials riding family, Alicia Robinson excelled when she won her first world round, on a very memorable day in Spain 2019, as it was the first for a rider from Great Britain. In 2020 she will be going for gold once again on the world stage, with her eyes focused on the FIM Ladies’ Trial2 World Championship.

Words: Alicia Robinson with Trials Media • Pictures: Leah Robinson and Trials Media 70

April-May 2020 • Trial Magazine

Alicia Robinson • Ladies

2012: Under the guidance of father Stuart, riding the Acklams Beta.

2010: On the Gas Gas at the Ladies’ BTC at Cheadle.

Why motorcycle trials?

My father Stuart has always ridden in motorcycle trials, and it seemed like a natural progression for me to follow in his footsteps.

From a little bit of family fun, riding an automatic ‘twist and go’ at a very young age, I progressed through the ACU youth championships to where I am today. Ladies in motorcycle trials is very much a part of the twowheeled sport in the modern world, and I very much want to be a part of it.

Tell us about your early trials riding days I can remember my first ever trial being a Surrey schoolboys’ event at Trumps Mill, riding my X-ispa 50cc ‘twist and go’ with my sister, Leah, riding her Yamaha TY80. My trials memories started with annual trips up to Fort William to watch my dad compete in the Scottish Six Days Trial — even in the pouring rain my brother Nate, Leah and I still loved watching! Growing up I’ve spent many years in the world championship paddock, with my dad minding for various world riders including Sam Connor, Mika Vesterinen, Alexz Wigg, Ross Danby, Bradley Cox, Jack Price, Billy Bolt and Dan Peace. Finding my love for the sport, he gave up minding for the men to help me concentrate on myself.

Did you compete in the European Championships first?

I competed in my first ever European Championship in 2013 at 12 years of age, riding in the International Women’s Class in Belgium at the famous Bilstein venue. Finishing in fourth position and missing out on the podium by a small margin of time, it seemed appropriate to return the following year to better my result, where I managed to get myself onto the Trial Magazine • April-May 2020

“I see the Trial2 as a natural stepping stone to the TrialGP class” 2019 France: Extremely frustrated with the result due to too many silly mistakes.

European podium. I have some great memories from the many adventures me and my family have been on. We all travelled together in our motorhome, visiting many countries and making great friendships with people all around the world.

The European Championships always have a great atmosphere within the paddock, especially in the evenings when all the different nationalities come together to have a kick about — where Nate takes it quite seriously, and Leah is usually the one to get hit in the face by the football!

When did you decide to compete in the FIM Trial2 World Championship?

I competed in my first FIM Ladies’ Trial World Championship in 2016 in my home country at Tong, where there was only one class. At the age of 15 riding against the world’s best female trials, riders seemed daunting, but it was a huge learning curve.

In 2017, we witnessed the evolution of two female classes: FIM TrialGP Ladies’ and FIM Ladies’ Trial2 to encourage more women in motorcycling. I competed in the FIM Trial2 Class, finishing ninth in my first year. I see the Trial2 as a natural stepping stone to the TrialGP class, which I hope to compete in later down the line. Riding this class has enabled my family and me to travel across the world and visit great venues in Japan, America and Europe to compete in the sport I love.

How did the 2019 season start?

The 2019 season started very well, with the usual winter training in Spain getting me prepared for what was ahead. Making my way out to Portugal, experiencing the worst ferry journey ever, we arrived at the paddock where my dad and I prepared the machine in sweltering temperatures. During practice, I felt very good, ready for qualifying, and riders made their way to the town centre.

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Ladies • Alicia Robinson

2019 Spain: Making my dad’s birthday special by winning my first FIM Trial2 Ladies’ World Championship round.

2019 Spain: The observer’s hand tells the story.

The qualifying section was a natural river that ran through the centre of town; with qualifying not going quite to plan this meant I had an early start on Sunday.

Finishing sixth on Sunday, only 11 marks off the podium, I knew what I had to do for France as the competition was extremely close. At round two, in France, I had to concentrate and relax to better my previous result — but the harder I tried the more things seemed not to go my way, and I finished the competition in ninth.

Extremely frustrated with this result due to too many silly mistakes, I knew that my riding was good enough to get myself onto the podium, but it was up to me to concentrate and keep my feet on the pegs to prove this. Heading back home, I trained hard on the Beta and in the gym, with Ben, my personal trainer, who stepped in to help me reach my goals.

The win in Spain, how good was that?

I, along with Leah and dad, had the long drive out to La Nucia, near Benidorm, where we settled in well; I liked the look of the sections.

With qualifying being my downfall on all of my performances, the section was tight and technical, and I was disappointed with my eighth position. I set off on race day with a positive mindset, to ride and enjoy the trial.

Starting on some steep loose banks, having some confident rides, I moved out onto the technical rockface sections with temperatures reaching the high 30s. I felt positive. I managed to pull off some great rides and gain myself a four-point lead over my good friend Alice Minta.

Starting lap two, unaware I was leading on only seven marks lost, dad kept me focused and flowing in the sections. We worked hard all day to stay away from any five-mark penalties, but a small mistake in the last section saw dad shouting for me to take a dab to avoid a five, allowing me to take the win.

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Was it a good day for the family?

The day was amazing. Certainly one I will never forget. Leah had to keep mum and Nate updated, as unfortunately, they could not be there due to work and school commitments.

Taking my first World Championship round win is something special in itself, but happening the day before my dad’s birthday made it extra special! I was, and still am, extremely happy about the win; not only for myself but also for my dad, who is with me every step of the way in achieving our dream.

It’s very much a family effort as everyone in our house has contributed to my success.

Having my sister at the event with official FIM media accreditation was the icing on the cake, and we also ended up with some excellent pictures from this memorable day.

What’s the aim for 2020?

My aim for 2020 is to get a podium finish at each world round and keep working towards a podium finish for the championship. My heart set on the championship title. Yet I have

2019 Spain: Having my sister at the event with official FIM media accreditation was the icing on the cake.

to be realistic in the fact that it will be a very competitive world championship. I have been out training in Spain in the early part of the year, which has helped. I feel as though I have the ability to challenge for the FIM Trial2 Ladies’ World Championship but I will take each round as it happens. I am also riding in the Ladies’ British and European Championships, and aiming for podium finishes is the goal.

Who, apart from mum and dad, are the main 2020 sponsors?

I want to take this opportunity to thank Top Trial Team in Italy, who have supported me right from the beginning of my world and European trials experience. It is an honour to be a part of such a fantastic trials team. I have to also thank my local sponsors: Absolute Casing, Acklams Beta, Auto Cycle Union, Beta UK, Bicester Tyre and Exhaust, Derek Does All, The Fleur De Lys, GLL Sports Foundation, MPA Liquid Screed, Sportspecific, Standlake Vehicle Services, Stylmartin Boots, SY Services and Utopia Discos. Without the kindness and generosity from all these people and my amazing family, the dream would not be possible. I thank you all. I would also like to thank the whole family for getting involved and making dreams become a reality.

Proud.

April-May 2020 • Trial Magazine

Electric • TRRS ON-E

TRRS ON-E

GOING FOR

GOLD

An invitation to the TRRS’ Lovers’ day in Spain could be interpreted as you like; in this case, it was an invitation to the lovers of this fast-moving Spanish motorcycle manufacturer to a gathering just outside Barcelona. The location would be the trials facility named Moto Club Cent Peus. This easy-to-find area is an excellent place where riders of all abilities can be introduced to motorcycle trials as it houses a workshop, eating area and a secure location to keep your machine and riding kit. We were excited to be invited, and we also had an opportunity to see what the new models had to offer.

It would be the first opportunity to see in the ‘flesh’ the new electric machine from the yellow brand. The added incentive was the fact that the following day would be the Barcelona FIM X-Trial round!

Words: Trial Magazine • Pictures: Trial Magazine and TRRS 74

April-May 2020 • Trial Magazine

TRRS ON-E • Electric

Spanish motorcycle manufacturer TRRS organised this gathering, just outside Barcelona, of friends and lovers of the yellow brand.

The location would be the trials facility named Moto Club Cent Peus.

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s we are all aware, the environmental issues facing a global economy are going to be very challenging as we enter the next decade of motorcycle production. In 2020 the majority of the motorcycle trials manufacturing industry is still producing two- and four-stroke models in the adult world. In the youth sector of the sport, we have machines available from both OSET and Beta. We hope they will pave the way for adult models further along the line, allowing for a natural progression from the young starter rider who will continue with motorcycle trials as his chosen sport as he moves into the adult world.

Steve Saunders, on the right, with some of the British ‘posse’ that made the trip to Spain.

“Aimed at the youth rider, machine balance is the main priority, and with the electric motor housed in the lowest and centred part of the frame, you obtain a better centre of gravity. ” E POWER

The aluminium monocoque frame has an innovative integration of all the electrical components and carries the 48V, 17.5A lithiumion battery and 48V 1.350W electric motor.

This electrical integration of the frame and its

power components allows weight distribution to be optimized and in return, keeps the machine width to a minimum while offering all the components a secure location and protection. Aimed at the youth rider, machine balance is the main priority, and with the

A BLANK PIECE OF PAPER

Forward-thinking, and with an eye on the future, TRRS has opened its research and development program with a blank piece of paper to start work on a new electric trials model aimed at the youth market. We had spoken with the official TRSS importer into the UK, Steve Saunders, at the back-end of 2019 when we received the press release on this new model, to be named the ‘ON-E’. The ‘E’ is the giveaway that it’s an electric model, and now under the early spring sunshine, it was time to find out more about the machine.

Keeping a connection to its bigger two-stroke brothers was very much an important factor in the production of the electric machine; the trademark aluminium frame and swinging arm give it a direct link, as do the yellow and white aesthetics.

Ever since TRRS came onto the trials scene with production models in 2016, the emphasis has been on quality, and this is carried across to the ‘E’ model range that includes the 20” version, which we look at here for riders aged between 6 and 10 years of age, and a 16” size for the younger rider.

Trial Magazine • April-May 2020

Seven-year-old Spanish rider Grau Franch caught the eye of the camera, such was his controlled riding.

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TRRS ON-E • Electric

Looking very professional: the TRRS ON-E RR.

electric motor housed in the lowest and centred part of the frame, you obtain a better centre of gravity.

The all-important 100A power control unit is located inside the self-supporting rear subframe to once again achieve a ‘slim’, easy-to-ride machine. It is where the TRRS moves into a new generation, with its Bluetooth connectivity. The bike is programmable from the Android app, with different modes of power delivery available to adapt the motorcycle to each rider depending on their level of riding.

Four riding modes are programmed as standard. Mode 1: Docile and safe for the youngest rider with less experience; Mode 2: This is optimal for the introduction for trials; Mode 3: Greater performance, and the most effective; Mode 4: A more aggressive and powerful performance to face the largest obstacles.

It certainly has the looks of its older two-stroke family.

MAINTENANCE-FREE

Aimed at an easy-to-ride and maintenance-free world, the standard of the components needed to be of a superior quality to achieve this. An essential factor for the younger rider is to have suspension to suit their more youthful bodies.

At the rear of the ON-E is a progressive linkage system that offers 115mm of travel that is connected to a Dnm hydraulic shock absorber, adjustable in extension and spring preloaded with a 250lb spring fitted. Looking after the front is a pair of pneumatic aluminium RST 26 ‘tapered’ forks offering 100mm of travel which provides adjustment in extension and the opportunity for locking.

The stopping power comes from the Shimano MT400 system and 160mm brake discs at the front and rear. A 20’ wheel at the front and a 19’ at the rear carry TRRS machined hubs and Rebel trials tyres. Other TRRS components

Slim and trim.

You must agree that the aesthetics certainly complement and ‘mirror’ the rest of the TRRS trials range.

On further investigation, though the official UK importer of TRRS Steve Saunders we found out that Grau Franch was the under-nine-year-old Spanish Youth Champion.

Trial Magazine • April-May 2020

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Electric • TRRS ON-E

“What was interesting, for certain hazards, riders were happy on full power.”

From left, Steve Saunders, Grau Franch and his proud father.

include the footrest, handlebars and grips, and a Leonelli lanyard and kill switch is fitted.

Both models come with a 4A battery charger which provides fast charging to the 48V, 17.5A lithium-ion battery.

FIRST IMPRESSIONS

If it looks good, it usually is, and the TRRS ON-E certainly fits the bill. While we were at the day in Barcelona, a handful of youth riders were performing on the new machine. At first,

It was suggested that Great Britain’s Toby Martyn would have too much of an advantage if he rode the new TRRS ON-E RR in the trial world championship!

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we were quite amazed at just how confident the riders looked on the machine. On further investigation, and in a conversation spoken in broken Spanish by the riders, it soon became clear that the machine was easy to ride, and we agreed this is why the riders looked so confident. Everything works as it should, and the easy adjusting of the power mode gave them a good choice of power.

What was interesting, for certain hazards, riders were very happy on full power. It certainly was not arm-wrenching or too sharp.

In particular, one seven-year-old rider caught our eye, such was his controlled riding. On further investigation through the UK importer of TRRS, Steve Saunders, we found out that he was Grau Franch the under-nine-year-old Spanish Youth Champion! With all the latest youth TRRS riding kit on, he certainly looked the part, and so did his riding. We found him some quite steep rocky steps to ride up, which he did with ease. So professional in his riding at such a young age, he was preloading the front and rear suspension before launching over some pretty impressive pieces of rock. He could even put the TRRS on the front wheel, just as his father explained, like Grau’s hero, Adam Raga. This kid is pretty good!

For more information turn to the TRRS advert on page 10 in this magazine for the official UK importer’s contact details.

Smile! Jordi Tarres with Toby Martyn.

April-May 2020 • Trial Magazine

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Sport • ACU British Chanpionships James Dabill (Beta)

SOLO ACTION

TIME AND MOTION Fifty years ago the ACU British Trials Championship was about to see some significant changes. A change to the ruling meant that only events including observed hazards would be included, which ruled out the Welsh Three Day Trial and other similar events. Points would be awarded to the top ten finishers on a 15, 12, 10, 8, 6, 5, 4, 3, 2, 1 basis, and ten rounds would count towards the championship. It was quite fitting that round one of the 2020 British Championship would be held near Guildford at the superb Hookwood venue. At the end of 1970, we would have a new British Champion from this area, Gordon Farley; the first championship title for Montesa as he finally dethroned Sammy Miller (Bultaco). He had dominated the series since 1959, a record of 11 consecutive wins that still stands today. Sammy Miller returns to the series as a sponsor this year. 2020 sees the reintroduction of the ‘stop allowed’ rule and a time limit of 60 seconds per hazard, but would we see new winners over the four classes?

Article: Trials Media • Pictures: Trials Media and Heath Brindley 80

NEW RULES

The first round of the 2020 championship would not run under the ACU TSR ruling but, following a meeting with the Trials and Enduro Committee, under the new marking system called ACU Trial GB which will include a one-minute time allowance for each section to be traversed.

Other changes introduced for 2020 will include the following: Competitors may stop, go sideways or reverse without penalty, but going backwards whilst footing will incur a five-mark penalty.

An additional championship point will be awarded to the best performance on observation on each lap of the trial to all four classes, but the points scoring would remain the same.

There will be the option for a third route for the ACU Trial 2 Class, with separate coloured markers. The ACU Trial 125 Class will be open to any rider over the age of 14, but riders between the ages of 14 to 16 will require permission from the ACU to compete.

Series Manager, Brian Higgins: “My aim will be to continue with the work the whole team did in 2019. This will be to ensure the level of difficulty of the sections is appropriate for each of the four classes. Although the marking system has changed, the section design should remain very similar to 2019 as the riders, especially in the top two tiers, have stretched the rules to way beyond the limit. We hope that the new system will provide a level playing field for all.”

April-May 2020 • Trial Magazine

ACU British Championships • Sport

TRIAL GB: DABILL’S DELIGHT

With the bold move by the enthusiastic team headed by the experienced Brian Higgins, the opening round of the 2020 championship attracted much interest from the public with a good crowd turnout at the excellent Hookwood Trials Centre at West Horsley near Guildford.

Machine changes have seen the defending champion Jack Price make the move to the Vertigo, and last year’s runner-up Toby Martyn to TRRS. Having already won eight ACU British Trials Championship titles since his first in 2009, Great Britain’s undisputed number one trials rider James Dabill (Beta) would return for a full season in 2020, having opted out last year, with his eye on title number nine.

OVER AND OUT

Toby Martyn (TRRS)

It was a huge wakeup call on the opening hazard of the day for James Dabill as he misjudged the amount of traction on the slippery log take-off area and the Beta pitched him straight over the handlebars! The younger of the two Peace brothers had made a very confident start, with the only clean on this very intimidating hazard which required a huge jump up over a tree stump. It was in fact Jack Peace (Sherco) who held the early advantage as Dabill used all his strength and experience to move up the leader board to head the field at the close of the first lap.

The weather conditions were cold and the ground sodden, making the hazards very demanding. In close company to Dabill were Toby Martyn (TRRS) on 26 and the elder of the Peace brothers Dan on 29. Evenly matched on 33 marks lost each were Jack Peace and Jack Price, who was riding at the head of the field on the Vertigo.

THE GOING GETS TOUGH

Dan Peace (Sherco)

Trial Magazine • April-May 2020

As the hazards deteriorated Dabill moved his riding to another level on the second lap, where he executed the tough steep rocky section three to record the first clean, followed by the second on his final lap; it was ‘Dibsta’ at his very best using the newly introduced time limit to the full, and the crowd rewarded his efforts with a strong round of applause. His lap score of 11 marks lost most certainly read out a statement to his rivals, he was in a class of his own. Trying to stay in touch with Dabill was the new TRRS signing Toby Martyn, whose second-lap score came down as he did not incur any five-mark penalties in his score of 23. Dan Peace had a massive crash on the opening hazard of the second lap, which would ultimately cost him the runner-up position, but he came back very strong on the last lap matching Dabill’s 23-mark effort. At the final score both Jack Peace and Jack Price had parted with the same number of marks, which was decided in the younger Peace brother’s favour for fourth position.

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Jack Price (Vertigo)

Jack Peace (Sherco)

WORK TO DO

James Dabill stood very proud on the podium, with his points haul of 22 including two extra points for the best lap score on the first and second laps. The eldest of all the championship contenders, he looked very much in control all day apart from the opening hazard, and the question now is ‘who can challenge him?’.

Toby Martyn knows he needs to close the gap to Dabill and will no doubt focus on this, as will the Peace brothers. It’s only one round down so do not underestimate the below-par performance of Jack Price; just remember that he won the 2019 championship convincingly. Billy Green had a tough day, suffering with ‘arm pump’ but showed the flashes of brilliance on the Montesa that will no doubt mature as the season progresses.

Podium

ACU BRITISH CHAMPIONSHIP 2020 TRIAL GB, ROUND ONE: HOOKWOOD

RESULTS: 1: James Dabill (Beta) 59; 2: Toby Martyn (TRRS) 81; 3: Dan Peace (Sherco) 85; 4: Jack Peace (Sherco) 95; 5: Jack Price (Vertigo) 95; 6: Billy Green (RG Montesa/Honda UK) 127.

CHAMPIONSHIP POSITIONS (1 OF 8) RESULTS: 1: James Dabill (Beta) 20 + 2, 22; 2: Toby Martyn (TRRS) 17; 3: Dan Peace (Sherco) 15 + 1, 16; 4: Jack Peace (Sherco) 11; 5: Jack Price (Vertigo) 10; 6: Billy Green (RG Montesa/Honda UK) 9.

Billy Green (RG Montesa Honda UK)

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MACHINES RESULTS: Sherco: 2; Beta: 1; TRRS: 1; Montesa: 1; Vertigo: 1

April-May 2020 • Trial Magazine

ACU British Championships • Sport

TRIAL 2

SUPER SAM

This class was always going to be a hard one to predict, with so many closely matched riders. As it turned out on the day, ‘Super’ Sam Connor (Beta-UK) opened up a small advantage to edge out the win from the chasing pack fighting for the final podium positions. Fifteen riders in the entry ensured that everyone scored championship points.

Article: Trials Media Pictures: Trials Media and Heath Brindley

Sam Connor (Beta-UK)

HOT ‘CHILLI’

Having dropped down a class from Trial GB to Trial 2, it was Andy Chilton (BMS Scorpa) who opened up the advantage with the best single-lap score of the event on the opening lap. Using all his experience, he pressed on in the changing conditions to record a score of 16 marks lost, which included a stop in the difficult section five.

It was a good opening advantage and was followed by Sam Haslam who was making his four-stroke trials debut in the BTC on the Montesa parting with just 23 marks, with the eventual winner Sam Connor (Beta-UK) next on 24. On the second lap, it was last year’s champion Ross Danby who threw down the gauntlet with a score of 20 to put him right back in contention as Chilton parted with 25.

Sam Haslam (John Lee Mcs Montesa)

Trial Magazine • April-May 2020

Andy Chilton (BMS Scorpa)

Ross Danby (TRRS UK)

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Tom Minta (BMS Scorpa)

Richard Sadler (JSM Gas Gas)

TIME

The final lap left the leading contenders a little pushed for time, as the hazards continued to deteriorate as the mud carried onto the rocks, and the ruts got deeper. It was time for Connor to make his push for the victory, and his score of 19 secured the 20 championship points for the win, plus the addition of an extra point for his best lap score.

Ross Danby (TRRS) secured second position with a solid ride, and once again an extra championship point for the best second lap score of 20, by a single mark after a very close day’s action with Haslam who looked very at home on the Montesa. With the time running out, Chilton began to rush, and in the process lost more marks and incurred three extra-time penalties to deny him the victory he so much wanted.

Podium

ACU BRITISH CHAMPIONSHIP 2020 TRIAL 2, ROUND ONE: HOOKWOOD

RESULTS: 1: Sam Connor (Beta-UK) 68; 2: Ross Danby (TRRS UK) 75; 3: Sam Haslam (John Lee M/cs Montesa) 76; 4: Andy Chilton (BMS Scorpa) 77; 5: Tom Minta (BMS Scorpa) 78; 6: Richard Sadler (JSM Gas Gas) 82; 7: Hugo Jervis (TRRS UK) 95; 8: Dec Bullock (JSM Gas Gas) 99; 9: James Fry (Sherco) 100; 10: Duncan MacColl (Beta-UK) 118; 11: Chris Stay (TRRS UK) 119; 12: Luke Walker (Sherco) 112; 13: Josh Hanlon (Beta) 123; 14: Ben Dignan (Vertigo) 151; 15: Oliver Smith (Beta) 154.

CHAMPIONSHIP POSITIONS (1 OF 8) RESULTS: 1: Sam Connor (Beta-UK) 20 + 1, 21; 2: Ross Danby (TRRS UK) 17 + 1,18; 3: Sam Haslam (John Lee M/cs Montesa) 15; 4: Andy Chilton (BMS Scorpa) 13 + 1, 14; 5: Tom Minta (BMS Scorpa) 11; 6: Richard Sadler (JSM Gas Gas) 10; 7: Hugo Jervis (TRRS UK) 9; 8: Dec Bullock (JSM Gas Gas) 8; 9: James Fry (Sherco) 7; 10: Duncan MacColl (Beta-UK) 6; 11: Chris Stay (TRRS UK) 5; 12: Luke Walker (Sherco) 4; 13: Josh Hanlon (Beta) 3; 14: Ben Dignan (Vertigo) 2; 15: Oliver Smith (Beta) 1.

MACHINES Hugo Jervis (TRRS UK)

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RESULTS: Beta: 4; TRRS: 3; Gas Gas: 2; Scorpa: 2; Sherco: 2; Montesa: 1; Vertigo: 1.

April-May 2020 • Trial Magazine

ACU British Championships • Sport

Sam Yeomans (Vertigo)

EXPERT

VERTIGO TO VICTORY

One of the most improved riders in the 2019 championship, Sam Yeomans held his calm in a close contest to take the Vertigo to victory at the opening of the 2020 series. With the top four separated by single marks, it was a very close contest all day. Forty riders competed in this Expert class, which is proving to be a suitable ‘feeder’ to move them up into the higher classes.

Article: Trials Media • Pictures: Trials Media and Heath Brindley

Ben Morphett (Montesa)

HOME ADVANTAGE

Riding on his home ‘patch,’ it was Ben Morphett on his ageing two-stroke Montesa who took the advantage after the opening lap, but it was very close, proving that every mark would count towards the final scores. Sections three and nine proved the most difficult, with two- and three-mark penalties the order of the day.

The riders soon settled down to the new rules, and the hazards rode very well, with Morphett leading on six with Yeomans and Thorpe separated by a single mark, as Lloyd Price (Gas Gas) remained close to the fight for the victory on ten marks lost.

On the second lap, it was Morphett who was still holding the advantage as Thorpe dropped off the pace with two consecutive stops on sections nine and ten, but Yeomans kept the pressure on despite a five-mark penalty in section seven putting him three marks behind Morphett. Connor Atkinson (SW Trials TRRS) pulled himself up the order after a very poor opening lap, parting with 11 marks on the second.

Lloyd Price (Gas Gas)

Dan Thorpe (JSM Gas Gas)

Trial Magazine • April-May 2020

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Sport • ACU British Championships

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Connor Atkinson (SW Trials TRRS)

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The final lap of this testing terrain that deteriorated with every rider would see time play an important factor in the result, as the riders knew that this element would be pushed all the way. Eventual winner Sam Yeomans had a below-par performance parting with 17 marks lost, but it was still enough to give him the single-mark victory from Lloyd Price. Price’s lap scores had been the most consistent during the day to keep him in the fight for the victory, but the extra two marks for exceeding the time allowance denied him the win.

Now a veteran of the British Championship, Dan Thorpe knew his second lap score of 19 marks lost would be difficult to come back from as he took the last step on the podium. Early leader Morphett blew his hopes of victory with a score of 22 as Connor Atkinson rounded off the top five just two more marks behind.

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Podium

ACU BRITISH CHAMPIONSHIP 2020 EXPERT ROUND ONE: HOOKWOOD

RESULTS: 1: Sam Yeomans (Vertigo) 36; 2: Lloyd Price (Gas Gas) 37; 3: Dan Thorpe (JSM Gas Gas) 38; 4: Ben Morphett (Montesa) 38; 5: Connor Atkinson (SW Trials TRRS) 40; 6: Thomas Affleck (Sherco) 49; 7: Dan Hemingway (BetaUK) 58; 8: Johnny Starmer (Beta) 59; 9: Iwan Jones (TRRS) 60; 10: Gwynedd Jones (Beta) 64; 11: Samuel Beecroft-Penny (TRRS) 66; 12: Charlie Smith (Inch Perfect Trials Beta) 70; 13: Joseph Collins (Montesa) 70; 14: Emma Bristow (Sherco) 71; 15: Radford Chugg (Vertigo) 71.

CHAMPIONSHIP POSITIONS (1 OF 8) RESULTS: 11: Sam Yeomans (Vertigo) 20; 2: Lloyd Price (Gas Gas) 17; 3: Dan Thorpe (JSM Gas Gas) 15; 4: Ben Morphett (Montesa) 13 + 2; 15; 5: Connor Atkinson (SW Trials TRRS) 11 + 1,12; 6: Thomas Affleck (Sherco) 10; 7: Dan Hemingway (Beta-UK) 9; 8: Johnny Starmer (Beta) 8; 9: Iwan Jones (TRRS) 7; 10: Gwynedd Jones (Beta) 6; 11: Samuel Beecroft-Penny (TRRS) 5; 12: Charlie Smith (Inch Perfect Trials Beta) 4; 13: Joseph Collins (Montesa) 3; 14: Emma Bristow (Sherco) 2; 15: Radford Chugg (Vertigo) 1.

Dan Hemingway (Beta-UK)

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MACHINES RESULTS: Beta: 4; TRRS: 3; Gas Gas: 2; Montesa: 2; Sherco: 2; Vertigo: 2.

April-May 2020 • Trial Magazine

Sport • British Championships

Jack Dance (JSM Gas Gas)

Harry Hemingway (Beta-UK)

TRIAL 125

DANCE AWAY An excellent opening lap is a sure way of focussing on the victory, and that’s precisely what Jack Dance did at the opening round. Reece Gazzard was just off the pace, but he kept in front of Harry Hemingway and Harry Turner at the close of the lap. On the second lap, Dance equalled his opening lap score of 11 marks lost and pulled open an advantage that he would maintain to take the victory at the close of lap three.

Hemingway kept pushing and gaining experience, as did Turner, as Gazzard dropped off the pace to come home fourth. It was a difficult day for the smaller 125cc capacity machines, but it was inspiring to watch these young riders giving it they’re all in very tough conditions.

Article: Trials Media • Pictures: Trials Media and Heath Brindley

Harry Turner (JSM Gas Gas)

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ACU BRITISH CHAMPIONSHIP 2020 TRIAL 125, ROUND ONE: HOOKWOOD

RESULTS: 1: Jack Dance (JSM Gas Gas) 45; 2: Harry Hemingway (Beta-UK) 65; 3: Harry Turner (JSM Gas Gas) 71; 4: Reece Gazzard (BMS Scorpa) 76; 5: Alice Minta (BMS Scorpa) 139.

CHAMPIONSHIP POSITIONS (1 OF 8)

RESULTS: 1: Jack Dance (JSM Gas Gas) 20 + 3; 23; 2: Harry Hemingway (Beta-UK) 17; 3: Harry Turner (JSM Gas Gas) 15; 4: Reece Gazzard (BMS Scorpa) 13; 5: Alice Minta (BMS Scorpa) 11.

MACHINES

RESULTS: Gas Gas: 2; Scorpa: 2; Beta: 1.

Reece Gazzard (BMS Scorpa)

April-May 2020 • Trial Magazine

Sport • ACU British Sidecar Championship

SIDECAR

TRRS ON TOP

The first round of the 2020 ACU British Sidecar Championship sponsored by Wessex Plant Hire was held at Dunsfold in Surrey in early March. More than 30 entries took on the challenge of the annual Ray Thomas Sidecar Trial, greeted by bright sunshine and 36 very slippery sections well-crafted by Richard Thomas and his Normandy MCC team. Changes in crews and classes created tremendous interest for this first round.

Article: Andy Withers • Images: AW Sports Photos Jon Tuck & Matt Sparkes (TRRS)

In the Experts class, it was the 2019 champions Jon Tuck and Matt Sparkes who put in a dominant performance on their TRRS outfit, using all their experience with measured aggression to attack the multiple slippery climbs successfully. They lost 12 on lap one and seven on two to finish on 19.

With the Goldings moving to the Clubman class, Nigel and Gracie Mae Scott in their second Expert season were 60 marks back, with Elliott and Richard Tickner third on their expert debut.

After a break of ten years from modern sidecars, Kevin Nolan returned with Karl Jarvis in the chair; nervous before the start, he went over the handlebars on the first section!

Nigel & Gracie May Scott (Beta)

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Kev Nolan & Karl Jarvis (Scorpa)

April-May 2020 • Trial Magazine

ACU British Sidecar Championship • Sport

Luke Golding & Beth Thomas (TRRS)

Robbie Head and Aaron Jacobs led at the halfway stage from Paul Fishlock and ‘new’ passenger veteran Pete Pesterfield. However, Nolan and Jarvis rode a superb second lap losing just six to take a clear win from Fishlock and Pesterfield, while Head and Jacobs blew a gasket on their Sherco and limped to the finish for third.

Former Expert champions, Josh and Luke

Steve & Izzy Saunders (TRRS)

Golding, rode separately with new passengers in the Clubman class. Josh, riding with 14-year-old Sam Tuck, lost just one on each lap to win. However, because of Sam’s age, they do not qualify for points, so it was his brother Luke with Beth Thomas who led at the halfway stage who took the points.

Graham Thomas and David Tuck were in the mix on two after lap one but lost three fives late on, so

Steve and Izzy Saunders, who had an excellent ride with two consistent laps, pipped Thomas and Tuck to make it a TRRS 1 2 3.

Two crews made it to the finish in the Newcomers class, with Torbjorn Eyre and Kiri Owen; battered, bruised and soaking wet, they pipped Elliot and Scott Owen for the class win, both having their scores on the second lap.

BRITISH SIDECAR CHAMPIONSHIP

EXPERTS: 1: Jon Tuck/Matt Sparkes (TRRS) 19; 2: Nigel/ Gracie May Scott (Beta) 79; 3: Elliott/Richard Tickner (Sherco) 101.

INTERMEDIATE: 1: Kev Nolan/Karl Jarvis (Scorpa) 28; 2: Paul Fishlock/Pete Pesterfield (Beta) 52; 3: Robbie Head/ Aaron Jacobs (Sherco) 53; 4: Jake Pope/Harriet Shore (Sherco) 56; 5: Paul/Sean Cuckow (Beta) 56; 6: Neil Hannam/ Debbie Smith (Honda) 88.

CLUBMAN: 1: Josh Golding/Sam Tuck (TRRS) 2; 2: Luke Golding/Beth Thomas (TRRS) 7; 3: Steve/Izzy Saunders (TRRS) 16; 4: Graham Thomas/Dave Tuck (Gas Gas) 24; 5: Richard/Miles Gilham (TRRS) 46; 6: Adam/Harvey Allaway (Scorpa) 47; 7: Mike Treagus/Steve Gould (Gas Gas) 49; 8: Mark Kemp/Fiona Clark-Wilson (Beta) 61; 9: Neil/Mike Franks (TRRS) 64; 10: Chris/Anna Newsham (Gas Gas) 124.

NEWCOMER: 1: Torbjorn Eyre/Kiri Owen (Gas Gas) 107; 2: Elliot/Scott Ryan (Sherco) 118.

Trial Magazine • April-May 2020

Torbjorn Eyre & Kiri Owen (Gas Gas)

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Training • Toni Bou

MY COACH:

TONI BOU If it is Piera in Catalonia where Toni has the relationship with his family, it is in Andorra that he spends the majority of his busy schedule, in this idyllic mountain setting with his group of friends.

These are not ‘Stars’ but just a bunch of ‘real’ people who he loves to spend time with. I felt very privileged to be invited to spend a day in their company, in the days just after he had won the 2019 FIM Trial World Championship with one round remaining. Toni was very relaxed, and during the day, I had the privilege of having him as my personal coach Article: Rodo

T

he man who watched the man who watched the bear; his name is Kikou, one of my playmates from the Moroccan Atlas who now resides in Andorra. He is well known in the trials world of Andorra and for years worked with motorcycles, but his trials skills are zero, he is a ‘raw’ beginner to the sport. Over the years his path has crossed with Toni Bou as he has risen to the very top of his chosen sports discipline motorcycle trials, and along the way, he has adopted Kikou.

PARKING LOT PICTURES

The official Gas Gas rally-raid rider, Cristian Espana, has just found out that he no longer has this status due to the problems with the Spanish manufacturer, and arrives with his friend, Rui. Toni arrives at 10.50am as we all greet one another, as you would in Andorra. Everyone wants to congratulate Toni on yet another world title. We all laugh as he runs out of fingers trying to explain its FIM world title number 26.

MEETING: In the car park in Andorra.

SECRET: Look, the new Montesa Cota 301RR.

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April-May 2020 • Trial Magazine

Toni Bou • Training

“Soon Toni is shouting and encouraging me; soon I can pull the perfect pivot turn.”

HISTORIC: Riding through the alleyways.

CLIMB: Up into the mountains.

Trial Magazine • April-May 2020 97

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Toni Bou • Training

FRIENDS: Mika arrives.

As promised, Toni has with him a riding suit for Rui and he is very happy. Toni and his friend Kim start to talk about a race which awaits the world champion in a few days. It’s not the final world round of the 2019 series but a cycle race, which takes in six stages of the Vuelta series and is 150km long. Kim looks at me and explains that Toni is a cycle machine; when you check out the physique of ‘Mister Dynamite’ it’s easy to see. After another half-an-hour of talking, Toni unloads one of his three factory-supplied machines from his unmarked blue van. He then gathers us all together to show us the ‘secret’ pictures of the as-then unreleased new-for-2020 Montesa 301RR model. We start to talk about the new aesthetics it carries.

We all put on our riding kit and then start to head out of the city centre of La Vella through the historic alleyways, and we begin to climb up into the mountains just like you were going out for a day near your own home.

TRAINING: Let’s go!

THE WORLD UPSIDE-DOWN

We arrive on the mountainside and start to play on the very natural terrain and talk about some hazards. Soon Kim is rushing around and attacking rocks and steps before Toni pulls him to one side. He then demonstrates the correct way to pass through the hazard successfully, before parking his Repsol Honda and putting himself in position to help, advise and sometimes catch as we start to move in front of him.

Another friend, Mika alias Court-Jus, arrives; he is training to be an electrician and joins us just after midday. Soon we are talking trials Trial Magazine • April-May 2020

REVERSE: Toni is the minder.

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Training • Toni Bou

“…Toni goes through the motions, demonstrating some of his incredible talent on some formidible hazards.” and the hazards we will be riding. I have been taking pictures for this article and having some good ‘banter’ with the others in the group. Now it’s my turn to take riding tips from the main man, Toni Bou. Soon Toni is shouting and encouraging me; soon I can pull the perfect pivot turn. The world has gone upside-down — Toni is the minder! Soon I feel like a world champion, much to my teacher’s amusement. I quickly start to feel very much a part of this group; it’s not just about the riding but enjoying quality time with friends. Yes, Toni is very much a normal human being.

Kim, Rui and Cristian are having a ‘blast’ of a time while Toni is laughing just enjoying a great time with friends, as we all do in life. There is no script; as you will see on the training videos of Toni on social media, it’s not Toni.com, there is no secret formula to this fun. He is just a very normal guy who has become the very best motorcycle trials rider in the world.

Around 2pm Toni goes through the motions, demonstrating some of his incredible talent on some formidable hazards. He rides two hazards for around 20 minutes until he can ‘clean’ them feet-up! Until he achieves this, he will not stop.

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A LIVELY TABLE

At around 3pm, we retire back down the mountain to have lunch in a local restaurant, joined by Toni’s girlfriend. If I am honest, I wanted some pictures of Toni at his practice area at the high altitude Naturalandia high above Andorra, but better was to come. Sitting talking to Toni, he opens the door on his exciting life. He is so normal it’s untrue, just like you and me, happy to share his sporting happiness with his friends who are more than happy to be involved and enjoy these moments. The greatest world champion of motorcycle trials is, after all, the simplest of men. Surely this is one of the keys to his success since 2007.

April-May 2020 • Trial Magazine

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2009 Revisited • Scorpa SY 250R

SY 250 R 2009 SCORPA

Think ‘Scorpa’ and, in the UK, one name springs to mind: Nigel Birkett. He and his wife, June, have built an excellent working relationship with the dealer network they supply with the range of models and spare parts for the customers who compete on the French-built machines. They first became the official UK importers in 2005 when the machines were using the tried and tested water-cooled Yamaha TYZ engines. With John E Shirt, Nigel was instrumental in its predecessor, the ground-breaking air-cooled Yamaha monoshock, back in 1983. In 2010, the Scorpa would move to a new European engine supplier, and the corporate colour would turn to orange. As they say, the rest is history.

Words: Steve Dixon, John Hulme and Nigel Birkett Pictures: John Hulme 102

The 2009 model Scorpa we tested, standing proud at the Birkett headquarters.

April-May 2020 • Trial Magazine

Scorpa SY 250R • 2009 Revisited

At the front of the engine you can see the exposed water pump drive cover, one of the engine’s Achilles heels as it was easily exposed to crash damage.

The flywheel side of the engine is very ‘slim’.

I

n late 2009, Nigel took delivery of the last batch of the two-stroke Yamaha engine machines. These new 2009 models were once again an evolution of the previous year’s models, with no real significant changes.

Here we take a look at the brief history of the machine and revisit the test carried out

by Steve Dixon, reflecting on the machine that became a massive hit with riders of all abilities. It’s interesting to note that Nigel Birkett still has a brand new 2009 Scorpa SY 250 R in the very box it came in from France all those years ago!

BULLETPROOF

At the turn of the millennium, word got out that Scorpa would have a new stylish trials model to present to the waiting world. They had previously used the Austrian Rotax aircooled engines to power the machines, but these were now very outdated. They presented a revolutionary looking new machine, with the water-cooled Yamaha TYZ 250cc engine at its heart. It featured a very low, sleek-looking design with the ‘bulletproof’ Japanese engine housed in a tubular semi-perimeter steel frame.

The Yamaha engine had a second-to-none reputation for reliability and quality parts; its down side was that it was over-engineered, Trial Magazine • April-May 2020

As opposed to the ’08 model, the ’09 model had improved suspension which helps to lift the machine up and over rocks, steps etc.

“Nigel Birkett still has a brand new 2009 Scorpa SY 250 R in the very box it came in from France all those years ago!” which was reflected in its physical size.

The Anglo-French-Japanese machine would be assembled at the Scorpa factory in Montpellier, France, using a mixture of European components and parts, for the finished product to be presented to the buying public. The interest in the new machine was incredible. In Japan, they would be sold as Yamaha trials machines and, once again, the manufacturer would become a player in the world trials market.

First introduced in 1993, the worldwide Yamaha dealer network had spare engine parts already in stock, which was a plus-point for any potential buyers of the machine in its new guise.

In the 2002 FIM World Trials Championship, Japan’s Fumitaka Nozaki won the Junior World Trials Championship. The Scorpa machines would be imported into the UK by Neil and Martin Crosswaite and, in 2003, they took a new young rider under their wing — a certain James Dabill!

TRIED AND TESTED

The machine was an immediate hit with the buying public, who loved the Japanese engine for its smooth power delivery with the legendary reliability of the engine despite its age. It was first introduced in 1993, and it soon became a popular machine. Over the years it evolved with the addition of upgraded parts to keep pace with the other machines. The cycle components were common to the ones the other manufacturers used on their Europeanproduced machines, again making spares readily available.

In 2005, Scorpa moved to a brand-new production facility at Ales in France with successful French businessman, Philippe Ariston, at the helm. This new governmentfunded facility would become a motorsports centre, available for a multitude of disciplines.

Nigel Birkett would also become the latest UK importer for the French machines in early 2005. With the input from Nigel, the 103

2009 Revisited • Scorpa SY 250R

Using ‘linkless’ rear suspension gives a more progressive feedback to the rider, especially on rocks.

For ’09 they changed the ignition settings a little to increase the ageing Yamaha engine’s performance.

machines continued with their popularity. In France, the ex-FIM World Trials Champion, Marc Colomer, was employed to help with the new four-stroke trials project, once again using a Yamaha engine. It left the two-stroke

SY with no further development. Compared to the opposition, with the machines proving expensive and the two-stroke engine coming to the end of its service, the French company’s future looked quite bleak even though Germany’s Iris Kramer gave them the 2007 FIM Ladies World Trials Championship on the trusty 250cc SY two-stroke in 2007.

2008 would see special ‘anniversary’ machines released to celebrate 15 years of the brand, but by now the writing was on the wall.

With the downturn in the economy and the decrease in the exchange rates, the Yamaha engines became too expensive to import from Japan to France. It was a sad day when the French company announced it had gone into receivership in late July 2009. Scorpa was not finished just yet. In 2010, the Sherco boss, Marc

The ’09 model had the latest aluminium slider Ø 40mm Marzocchi front forks fitted.

Tessier, purchased the Scorpa brand, leaving the door open for another story in the future.

QUICK SPIN – REVISITED

In 2009, we travelled to the Lake District to have a quick spin with the 2009 Scorpa SY 250cc R in the hands of Steve Dixon; an excellent national rider who had ridden the Scorpa with support from the UK importers. As we still see so many of the machines in the trials world, we bring you that report to remind any potential purchasers of the machine in 2020 just how good they are. It’s quite interesting to note that any owners we speak to in the present day still reflect the words from this quick spin.

Steve Dixon: “On riding the machine, the first thing you notice is the superior braking power over the older models, at both the front

A P R O C S % 0 10

Words: Gary Pears • Pictures: John Hulme

Mention the old-generation Yamaha-engined Scorpa, and one name always springs to mind: Gary Pears — a regular competitor in the Northern centre and many national trials. His purchased his present second-hand Scorpa SY 250 R in 2010 for £3,000. It has been in every Scottish Six Days Trial since hence all the paint markings around the headstock. As an avid fan of the Yamaha engines from 1999, he rode one of the hand-built ‘Birkett’ machines until 2006. At the beginning of 2008, he then purchased a used ex-Steve Dixon demonstrator (then a new 2007 model) until 2010 when he bought a 2009 model.

Gary: “They are superb machines, both in rideability and reliability. My present machine still serves me well. Over the years, I have kept on top of its reliability with regular maintenance; replacing important engine parts such as the main bearings whenever needed. Its main assets are its usable power delivery and ability to ‘track’ very well in the hazards. It very much ‘holds the line’ with little rider input and, in truth, it’s very pleasurable to compete on and is still competitive in the capable Take a close look at the SSDT markings on the headstock of the Scorpa. hands of Gary!”

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Still riding at the 2019 SSDT.

April-May 2020 • Trial Magazine

Scorpa SY 250R • 2009 Revisited

With new ‘wavy’ discs fitted for ‘09 you can now stop on a sixpence with one-finger pulling power at the front.

and the rear. I have been quite critical of this for quite a while but with new ‘wavy’ discs fitted you can now stop on a sixpence with one-finger pulling power at the front, and the back giving a nice progressive feel through the aluminium footbrake.

“Moving on to the suspension, this is where I feel the most significant overall improvement has been made. I like the ‘linkless’ rear suspension as I feel it gives more progressive feedback to the rider, especially on rocks.

Having ridden the ’08 machines and now the ’09, the improvement in the action helps to lift the machine up and over rocks, steps etc. whereas before much more rider effort was required. The action appears to be quicker but more progressive. Along with the modifications to the front fork, internals is a definite

Scorpa SY 250 R 2009 RRP: £4,699

improvement to the machine.”

Easy to Ride: “One significant asset the machine retains is its ‘easy-to-ride’ factor.

Though many riders see the Japanese engine as quite a large unit, it holds its line in a section really well. As for the overall performance from the engine, it feels oh so smooth! The basic Yamaha engine may now be quite old in the tooth, but they have changed the ignition settings a little, and I notice from

the specification sheet that some work has been carried out on the reed valve settings.

For me, when the engine is worked hard and especially when you ‘burn out’ to find grip, the response from the engine is much better, and maybe it does rev a little higher than last year’s model. The aesthetics and titanium wheel rims certainly make the machine look sleeker than before, and in my mind, a good machine has got even better”.

SCORPA SY 250 R 2009 RRP: £4,699

2009 MODEL SPECIFICATION CHANGES INCLUDING EURO 3 HOMOLOGATION New brake disks BRAKING ‘Wave’ with more powerful and progressive braking; new lighter skid plate with a more aggressive design; swing-arm mounted on auto-lubricated bearing system for simplified maintenance; adoption of reed valve limitations for better performance in high rpm; new stickers kit, with racier aesthetics and more dynamic colours; new swing-arm protections in reinforced adhesive polycarbonate; new hydraulic front fork settings; light aluminium alloy rims with anodized titanium colour.

MOTOR: Two-Stroke Single-Cylinder Water-Cooled; 249cc (74mm x 58mm); Carburettor TK Ø 26mm; 6-speed gearbox.

CHASSIS: Frame Semi-Perimeter Steel 25CD4S; Front Fork Marzocchi Ø 40mm; Rear-Shock Sachs; Disc Brakes: front 182mm Ø, rear 150mm Ø; Brake Callipers: front, four piston and rear, two piston.

DIMENSIONS: Seat height: 610mm; Wheelbase: 1,325mm; Weight: 70kg; Fuel Capacity: 3.5 litre.

SPARE PARTS If you are considering the purchase of any of the Scorpa trials models from 2000 to the present day, remember that Nigel Birkett has a huge parts inventory for the machines and ‘buckets-full’ of advice on anything Scorpa.

CONTACT One big asset the machine retains is its ‘easy-to-ride’ factor as it ‘tracks’ and holds the line with little rider effort.

Trial Magazine • April-May 2020

SCORPA UK Tel: 01229 716806 Web: www.birkettmotosport.com

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