Trial Magazine Issue 81 June-July 2020

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E E R F IDED S E L B DOU R E P OST INS IDE

TRIAL GB

STRONG 40 YEAR CELEBRATION

QUICK SPIN

REFLECTION

COTA 301 RR 2010 SSDT 771753 004072

771753 004072

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SN 1 7 5 3 - 0 0 4 0 ISSUEI S81 • UK: £5.99

1753-0040

www.trialmaguk.com

JUNE-JULY 2020

ISSN

MOTORCYCLE • CYCLE • SIDECAR • CLASSIC • COMPETITION • FEATURES

QUICK SPIN CELEBRATION REFLECTION

MONOCOLOUR | ZONE 5 PINK

MONOCOLOUR | ZONE 5 LIME

MONOCOLOUR | ZONE 5 GREY

MONOCOLOUR | ZONE 5 MATT BLACK

AVAILABLE AT DEALERS

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TAKING FUN SERIOUSLY & N TAKING BACK THE GARDE DURING LOCKDOWN

HOME SCHOOL

CHALLENGE

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WEEKLY VIDEO

EOS…

TECHNICAL VID

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12.5R

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

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PHOTO CREDIT : TRIAL MAGAZINE

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

NEW MODELS

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CELEBRATION

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CATCH UP

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QUICK SPIN

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Editor John Hulme

REFLECTION

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

READY

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FOCUSSED

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DREAMING

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LADIES

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VINTAGE VINES

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YOUTH

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THE TEAM Co-Managing Directors John Hulme & Charles Benhamou Executive Director Philippe Benhamou

Vertigo and TRRS Wülfsport at 40

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Proof reading Jane Hulme and Davina Brooks

Montesa Cota 301RR Alexz Wigg 2010 SSDT

(NUJ No: 949620)

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.

Sam Haslam

Electric Motion

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Commercial Manager John Hulme england@trialmag.com

OSET

Yoomee AFR

Emma Bristow 1970 Cotswold Cups

Design and Production Dean Cook The Magazine Production Company www.magazineproduction.com

Jack Dance

GAME CHANGER

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Printing: Buxtons Press

BENCH MARK SSDT

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Beta Zero

Distribution: Warners Group Publications © 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.

Trial Magazine • June-July 2020

Dougie Lampkin

REGULAR SECTIONS

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

8 10 18 20 22 84 108 110

Cover: 2020: James Dabill (Beta) Photo Credit: Trials Media

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Talk trials • Toni Bou

STAY SAFE TONI BOU

Little did I or the world know, when I lifted my 27th FIM Trial World Championship title, how the events over the following months would unfold. I am thrilled to have won my 14th consecutive FIM X-Trial World Championship, but it’s not a time for celebration.

It’s a time to stay strong and to preserve the future and respect the decisions made by the governments around the world in this global pandemic.

Words: Toni Bou with John Hulme • Pictures: Trials Media

As we speak, we do not know the future of the 2020 FIM Trial World Championship with the cancellation of the opening rounds. We already know that I was crowned the 2020 FIM X-Trial World Champion after the cancellation of the remaining two rounds in Austria and Andorra, such was my points advantage having won all of the five rounds we contested. If we can move forward from Covid-19 when we’re released, maybe, going forward, the outdoor championship

8

can run as a shorter series in the latter part of the year. We will see.

I am staying very fit and well by training in the confines of my home, which I am sure many of you will have enjoyed watching on social media.

It is very much a case of needs must, but I have found many new ways to train and keep my fitness programme going. One thing I have learned from my time indoors is that I am not a DIY fan! All of a sudden, there appear to be a few jobs which

need doing around my home, which I usually miss because I am away so much. I keep looking at them, but they will have to wait until after the lockdown when I can ask one of my friends to do them; it’s certainly not for me. The outdoors and the fresh air is what I enjoy, which, of course, we can find in normal circumstances in Andorra. Before I close, I’d like to ask everyone to stay safe and strong. Let’s stay focused on a positive future.

Until next time – Toni’ Dynamite’ Bou

June-July 2020 • Trial Magazine

75 YEARS. STILL GOING STRONG. 13 27

MONTESA HONDA – UNDISPUTED CHAMPIONS OF WORLD TRIALS The history of Montesa dates back to 1944, when a young Barcelona industrialist, Pere Permanyer Puigjaner, began to produce his own gas generators for automobiles – thus opening a new branch of activities in the motorcycle industry.

Fast forward 75 years, and 27 consecutive indoor and outdoor World Trials titles later, Montesa are still flying high and remain firmly on the top step of the World Trials podium.

With an enviable reputation, Montesa Honda machines are renowned for their exclusive technological features, as well as for being models of superior quality and proven reliability. Call 0345 200 8000 or visit your local specialist dealer to find out more.

honda.co.uk

0345 200 8000

News • The world of trials

NO NEWS: COVID-19, STAY SAFE, STAY STRONG Yes, they’re the words we all need to hear: stay safe and strong. No one could have predicted the impact that the Coronavirus would have on the sport we all love, and life in general.

At the Trial Magazine offices, we have been strictly following the government guidelines. I’m working on my own, supported by my superb and super-efficient secretary, Lisa Carr, who has been based at her home some 45 minutes away. By following these guidelines, we have been able to keep both magazine titles, Trial Magazine and Classic Trial Magazine, on sale along with the DVD and book collection and merchandise through website orders, which we have gratefully received.

The number of new subscribers for both titles has been very welcome and, once again, much appreciated.

Producing this magazine you are reading has not been easy. Still, the support from the contributors

and photographers has given me a full 116-page magazine of which I am very proud of considering the circumstances.

The trade and dealer support has really touched the staff and me, and I am eternally grateful for this.

My chief design man, Dean Cook, at the Magazine Production Company, has, as usual made my work into something we can all enjoy. The wonderful people at Buxton Press, based not far from us in New Mills in Derbyshire, have given the publication the quality it deserves.

With many retail outlets closed for the moment, I strongly advise anyone to get in touch with us and subscribe via the website: www.trialmaguk. com or leave a message on the answerphone: 01663 744766, and we will call you back. Please be patient when calling as I only pick up the calls when in the office and, remember, I am on my own! If you have any questions, please feel

free to email me: england@trialmag.com.

The cancellation of the Scottish Six Days Trial was a massive blow to the sport, but the situation was rescued as best it could be with the help of my very good friends at Nevis Radio. For many years now both Trial Magazine and Michelin tyres have supported the radio station in the West End Car Park, Fort William, which is the base for the SSDT. This year, with no event, the ‘Trials Guru’ John Moffat orchestrated a live radio show for five of the six days; a virtual event, with John Weller and Simon Abberley making it all happen in-house in Fort William. I must say everyone did a first-class job.

They kept us entertained with the guest speakers including Gary MacDonald, Vince Macintosh, Berne Schreiber, James Dabill, Mick Andrews, Yrjo Vesterinen, Steve Saunders, Andy James from Michelin and Steve Colley.

As we went to print, we were still waiting for news on the return of sporting events, including motorcycle trials. Before I close, I would like to express my condolences to anyone who has lost loved ones during this pandemic. We are a motorcycling family; they will not be forgotten. To everyone: please stay safe and stay strong.

John Hulme.

STOP PRESS • STOP PRESS • STOP PRESS • STOP PRESS

TRRS GOLD SERIES 2020

As we went to press the exciting news came from TRRS in Spain that the new 2020 Gold Series models would be available in: 125cc, 250cc, 280cc and 300cc engine sizes.

The new TRRS Gold series brings the latest touch to a long line of evolution and marks the

beginning of a new concept focused on the search for maximum performance. Many years of work and exchanging opinions constantly with their riders, listening to them and interpreting their feelings to help improve each one of the components of the new models is how we arrive at the 2020 Gold

series. The lightest motorcycle in its category will also be available with the electric start making for the best option for expert and amateur riders alike.

For more information on all TRRS products available in the UK please go to the advert in this magazine on pages 16 and 17.

FOR THE LATEST PRODUCTS AND DEALS, HAVE YOU VISITED TRIALMAGUK.COM? 10

June-July 2020 • Trial Magazine

THE CHOICE OF CHAMPIONS

TONI BOU 14 x FIM X-Trial World Champion (Indoor) 13 x FIM Trial World Champion (Outdoor)

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

New models • Vertigo

LIMITED EDITION

DOUGIE LAMPKIN REPLICA Vertigo Motors is proud to present the new Limited Edition 2020 Vertigo-Dougie Lampkin Replica.

Available in 250cc, 280cc and 300cc this new DL Replica has been extensively revised, both internally and externally. Now in its third year, this model is the direct evolution of its already hugely successful predecessors.

Following feedback from Dougie’s vast wealth of knowledge and experience, which includes 12 FIM World Titles and four straight victories at the SSDT, this new model benefits from a full year of technical advancements and developments as well as other prestigious events such as the Scott Trial aboard a Vertigo machine. The DL Replica is a true replica in every sense, as all of Dougie’s personal preferences in frame and suspension geometry, power delivery and map settings have been incorporated into this latest model.

FACTORY SPECIFICATION

The new Tech Factory forks, in combination with the multi-adjustable three-way Reiger rear shock, provide exceptionally smooth and responsive feedback to the riders while allowing them to further finetune their suspension setup depending on their individual riding style.

The 2020 airbox is an entirely new design that helps to increase engine performance significantly. It is also much more rigid and slimmer than the previous model, giving the machine a leaner and more aggressive look. Also new for 2020 is the intercooler, which helps keep the engine at its optimum operating temperature. Dougie’s preference, in terms of the throttle body and 366g flywheel weight, ensures an incredibly smooth and controllable power delivery.

The titanium exhaust is another signature feature of this model. The frame has benefited from reinforcement to key areas and finished in a classy black.

To leave no one in any doubt who’s replica model this is, each Dougie Lampkin Replica will come with its limited-edition engraved metal plate. The Vertigo Factory will produce only 75 exclusive units, for worldwide distribution.

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LIMITED EDITION DOUGIE LAMPKIN REPLICA

ENGINE KEY FEATURES: New Airbox & Twin Air Filter: Complete redesign of the airbox helps to greatly increase engine performance; DL Throttle Body: Dougie’s personal choice gives an extremely smooth and precise throttle response; New Titanium Exhaust: Helps increase engine performance and response, saving 235g over standard weight; Flywheel Weight Kit 366g: Allows the power delivery of the machine to be even smoother and more controlled, helping to optimise drive and traction; Carbon Fibre Engine Case Guards: Added protection for the engine cases; Intercooler in Anodised Red Finish: Helps to keep the engine running at its optimum temperature; and New 2020 DL Replica Spec Mapping: Together, with other engine upgrades, provides an extra Bhp and 10% more torque.

CYCLE PARTS KEY FEATURES: New Location of Mapping Switch: Now incorporated into the airbox cover. It allows the rider to switch between maps with ease; Tech Factory-Spec Forks: Give maximum precision, and responsive feedback to the rider; Reiger Three-Way Rear Shock: Provides smooth & controlled suspension, as well as improved traction and stability. Vertigo Design Footpegs: In anodised black with non-slip steel pins; Red Anodised Clutch and Brake Adjusters: Allow instant finetuning of your controls; Throttle Cable Adjuster: Finetune your throttle at the handlebar; Lanyard-Type Kill Switch: Competition ‘ready-to-race’ feature; Ultra-Light, Billet Machined Triple Clamps: In anodised black finish; Renthal Handlebars, grips & bar pad; New Design Skidplate: In Anodised black; Vertigo Billet Machined Factory Hubs: In anodised black finish; Factory-Spec Machined Rear Wheel Rim: In anodised red finish; FIM-Spec Rear Disk Brake: Competition ‘ready-to-race’ feature; New Graphics and Chassis Colour Scheme: Gives a classy new look to this model; Weight 67.7kg.

To find out more about the Vertigo models please turn to page: 19.

June-July 2020 • Trial Magazine

TRRS • New models

ENGINE • ELECTRIC • CYCLE Yes, it’s very much a case of your choice with the Spanish TRRS brand which offers the option between the two-stroke engine, electric power or good-old pedal power in your constant quest for adventure on two-wheels, young or old.

TRRS ONE R AND ONE RR

Now TRRS are investing in the future with the extension of the multi-choice model range which now includes the ONE R and ONE RR two-stroke models with a fully integrated Electric Start system. Their constant obsession to evolve and improve the machine has led them to completely redesign the engine with a new crankcase, crankshaft, flywheel and cover to achieve this exceptional result of the very first production trials model with an electric start.

TRRS ON-E KIDS ELECTRIC 20”

They have achieved the best possible integration in the ON-E Kids Electric 20” bike to ensure that it is very compact, thanks to its optimal reduction of gears and its powerful 500W MITSUBA SM18 engine together with the Ion-Lithium battery of only 400g in weight.

TRRS E-BIKE

The brand has decided to continue investing in this type of product, using a new model that improves the performance and range, amongst other improvements, with the new Bosch Performance CX engine and a battery-powered 650W. Thanks to its low weight and technical characteristics, the new e-bike will allow you to start cycling and going out discovering new adventures in a fun way while improving your skills and expanding your capabilities.

The rear suspension with its self-designed FOLD (Focus Optimised Linkage Design) has been developed using a rear triangle system that offers several advantages over others.

The compact construction of the transmission and batteries has allowed them to create a modern, agile and aggressive geometry so that people can have so much fun on any terrain.

Trial Magazine • June-July 2020

All TRRS products are available in the UK from the official importer, whose details can be found in the advert on page 16.

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Observation • Schreiber’s Section

SCHREIBER

GOING FORWARD My heart goes out to everyone around the globe who has lost loved ones and been affected by the horrible Coronavirus, COVID-19. Going forward, I have had to hit the pause button my ‘Bucket List’ of competing in the Pre-65 Scottish. It’s a small price to pay, as I am sure you agree, in the bigger picture of this worldwide pandemic. Maybe I can return to Scotland for the Leven Valley Two Day Trial in September, we will see.

Words: Bernie Schreiber • Pictures: Trials Media

I

first visited Scotland in 1976 as a spectator at the SSDT to discover its uniqueness, but my first attempt at the event on the pegs was in 1977 when some experience was gained, and I finished as Best Newcomer. My second attempt was in 1980, which seemed much more difficult than 1977, but my ‘proven’ year was 1982, which was to become the first and only non-European ever to win.

The 2019 Leven Valley Two Day Trial was my first time in Kinlochleven since 1982, and my first experience riding in trials on a Pre-65 ‘British Made’ Triumph 350 Twin supplied by Martin Murphy. After that event, I was so inspired to ride the Pre-65 Scottish in 2020. I’m hoping to ride the famous Pipeline in 2020 at the trial in September. Scotland is a great 18

place to be, with friendly people in a trials country full of traditional values and history.

In the meantime, we seem to have stopped hearing about positivity ever since the coronavirus outbreak tightened its grip on our societies; perhaps because some may consider that being positive, at a time when people are in solitary confinement, is unreasonable. It is well known that in every crisis, there is a winner and a loser, and the same applies to people. There are those who see the good things in the middle of crises though, and in our sport of overcoming difficult obstacles, it is what trials riders are taught to do.

Stay healthy, safe and feet up in the next months – Bernie.

June-July 2020 • Trial Magazine

2020

250cc / 280cc / 300cc

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

Reiger 3 way adjustable shock

Tech Factory Spec Forks

DL Titanium Exhaust

Factory spec lightweight machined rear rim

Vertigo billet machined factory hubs

Flywheel weight kit 366g

DL spec throttle body

Vertigo intercooler

Vertigo billet alloy footpegs

Lanyard type kill switch

Carbon fibre engine case guards

New location of mapping switch

www.vertigomotors.com

Renthal fatbar, grips & Renthal bar pad Limited Edition engraved plate

Weight 67.7kg

www.shopvertigotrial.com

Shopping • What’s new

WHAT’S ON YOUR SHOPPING LIST? S3 PARTS MONTESA 4RT/4RIDE ELECTRIC START KITS

Web: www.trialendurodirect.com Web: www.s3parts.com

2019 SSDT DVD

Web: www.trialmaguk.com

2019 PRE-65 SCOTTISH DVD

Web: www.trialmaguk.com

HEBO ZONE 5

Various Colour Ways Web: www.apico.co.uk

S3 LANYARD KILL SWITCH

Fits all Models of Machines Web: www.trialendurodirect.com Web: www.s3parts.com

PUTOLINE AIR FILTER KIT

STYLMARTIN ‘REV’ TRIALS BOOTS

Colour: Black/Red, Sizes: 42 to 47 Web: www.trialendurodirect.com

Web: www.neodistribution.co.uk

OSET INFINITY CLOTHING RANGE Web: www.osetbikes.com

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OSET ELECTRIC MODEL RANGE Web: www.osetbikes.com

June-July 2020 • Trial Magazine

What’s new • Shopping

HEBO REPSOL HONDA RIDING KIT

HEBO VINTAGE RIDING KIT

WÜLFSPORT WELLINGTON BOOTS

MOTS STEP5 RIDING KIT

Web: www.apico.co.uk

Web: www.wulfsport.com

Web: www.apico.co.uk

Various Colour Ways Web: www.trialendurodirect.com

S3 O1 RIDING KIT OSET PARTS AND CLOTHING Web: www.osetbikes.com

Trial Magazine • June-July 2020

Various Colour Ways Web: www.trialendurodirect.com Web: www.s3parts.com

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Paddock • Caught on camera in 2010

SMILE

TEAM BLUE

ALL THIS

HAPPY DAYS

SCRATCH MY BACK

NEAR NAKED MAN

PROUD

EJECT

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FAMILY MAN

June-July 2020 • Trial Magazine

Caught on camera in 2010 • Paddock

PADDOCK

THIS WAY

JUMP

STAY

Trial Magazine • June-July 2020

SPECIAL BREW

…AND BLOW

MUM, IT’S COLD

WHO DOES YOUR HAIR?

23

C

M

Y

CM

MY

CY

CMY

K

Celebration • Wülfsport

WÜLFSPORT AT 40

STILL GOING STRONG

Founded in 1980, Wulfsport was created and developed in the Scottish Borders by Bill Brown. A successful and respected businessman in his own right, he addressed the needs of the off-road market with a range of practical and well-priced clothing and products to build a company which still prides itself on service and supplying the needs of the rider. A motocross racer, he has seen it all over the years including all the industry highs and the lows. He still delivers what the rider needs with a fast and efficient service.

The company also carries most of its product range in stock ready to supply to its stockists. Over the last 40 years, this product range has won world championships in motocross, sidecar-cross, grass track, long track and BMX, endorsing official recognition of the highquality and practical product range.

Article: Trials Media

B

uilding up the Wülfsport business from 1980 he needed to expand.

In 2004, the biggest change to the business happened with the relocation of the company’s headquarters to a 40,000 sqft unit on a four-acre site that doubled its storage capacity. After racing motorcycles for more than 50 years – and never having missed a season in all that time – brand owner, Bill Brown, still enjoys competing.

Over the years it has led to the development of Wülfsport and its products to provide value, style and practicality for riders of all ages and abilities. Now in its 50th year in the off-road motorcycle industry, during which

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time the business has changed from being the leading off-road motorcycle dealer in the UK, leading the long-travel suspension revolution in motocross in the mid-1970s to graduating into being a major off-road motorcycle importer and at the same time developing the off-road Wülfsport range.

In May 2011, Bill was voted motorcycle business personality of the year by British Dealer News, which was the first time an off-road motorcycle individual has won this prestigious award. The award recognised Bill’s contribution to the off-road motorcycle market.

The company prides itself on still being a

hands-on, family-run business. Being the only UK-based major off-road race-wear company, it can offer a personal touch to customers worldwide. A large part of the range continues to be produced on the Scottish borders, which have been part of the design and development from Wülfsport’s very first day.

The team at Wülfsport, in Lillyhall, Cumbria, welcomes new and existing customers to experience the value and quality of their range of products and long may it continue into the next 40 years.

Ellie Brown, Wülfsport: “I cannot express how proud I am of Bill for reaching 40 years with Wülfsport and that I am proud to have been a part of it. Bill is not only a father, but also an advisor and a sounding board for ideas and most importantly, a friend.

“I also realise how fortunate I am to have him present in the business while my responsibilities have increased over the years. As partners, we work well together as he allows me a lot of freedom with decisions and direction of the business, but if there’s something that he strongly opposes I’m wise enough to remember who the top dog is!

“I am under no illusion about being left with most of the less desirable jobs that come with directorship but, according to Bill, that’s why you have children. Luckily nothing fazes me. I feel Wülfsport has become a good mixture of tried and tested knowledge with the new and the yet to be discovered, which is proving so far to be a winning combination. Alongside is our core belief that customer satisfaction is our top priority and always will be. On behalf of the family, I want to thank everyone who has been a part of Wülfsport; long may it continue.”.

June-July 2020 • Trial Magazine

Wülfsport• Celebration

Trial Magazine • June-July 2020

27

Catch up • Sam Haslam

STILL IN ACTION

FOUR-STROKING

Mixing it with so many excellent young riders was undoubtedly an excellent way to become successful in the trials world. Sam Haslam was fortunate to come through the ACU process in the good company of Michael Brown, James Dabill, Ross Danby and Alexz Wigg to name but a few. Very quiet in his nature, they are all still very good friends who have matured through life and still compete on a regular basis – still ‘bashing bars’ shall we say. For the majority of his trials career, Sam has ridden Gas Gas machinery, with support from the UK importer John Shirt. With the changes at Gas Gas, after KTM acquired it, he decided it was time for a move. Having fancied riding a four-stroke for a few years, he has moved in 2020 to a Montesa Cota 301 RR sponsored by John Lee Motorcycles. We decided it was time to have a nice quiet catch up with Sam and his thoughts on ‘four-stroking’.

Words: Trials Media with Sam Haslam • Pictures: Trials Media Were you ready for a change of machinery?

If I am 100% honest, yes I was; I had been on the red Gas Gas machines for the best part of the last 20 years. They are superb machines. I cannot tell you enough just how good they are.

Over the years, I have tried other machines, and I briefly moved to Scorpa in 2007. The Scorpa importers, Nigel and June Birkett, were wonderful with me, but it was not for me; again, nothing wrong with the machine, just myself looking to further my career.

30

You had some strong successes on the Gas Gas machines I have so many fond memories from riding the Gas Gas. Like any young rider, I had world championship ambitions after a very successful ACU youth career. As we went into the year 2000, I moved onto a Gas Gas 125cc and eventually won the ACU C class Youth British Championship. On the superb 200cc, I won the B class in 2003 and finally won the A class Championship on a 250cc in 2005.

Did you compete abroad?

Yes, I aimed to compete in as many selected World Youth 125cc Cup trials as we could afford to do, and I achieved a few podium places — second being my best. It was difficult for me as I chose to swap from riding a 280cc in the UK and a 125cc abroad; they are two very different machines. I competed the World Junior Championship in 2007 and managed to finish fifth in the overall championship even after missing two of the rounds.

June-July 2020 • Trial Magazine

Sam Haslam • Catch up

“It [2006] was a very competitive year, fighting at every round for the win with Joe Baker and Dan Thorpe as the main opposition. It was ‘winner takes all’ at the final round, and I held my nerve to take the title.”

Travelling was good fun but very expensive and, on reflection, they were fantastic times.

The competitions were well organised, and the events were so competitive with so many riders all fighting for the podium; the marks lost would sometimes be very close.

How did the transition go with the move into the adults’ classes?

My first main objective was to win the Adult British Expert British Championship, which I achieved in my first year in 2006. It was a very competitive year, fighting at every round for the win with Joe Baker and Dan Thorpe as the main opposition. It was ‘winner takes all’ at the final round, and I held my nerve to take the title.

Was it trials all the way for the next few years?

It was very much a way of life in the Haslam household. On the 300cc Gas Gas, I moved up to my best-ever finishing position in 2011 of third behind James Dabill and Michael Brown in the ACU British Championship. It was around this time I chose to take a different direction in life and put trials as my ‘hobby’ if you like. My profession is a flooring fitter, and riding the Gas Gas was now limited to my spare time.

and Scott; I still loved competing, and most importantly, I was enjoying my riding.

And so to the Montesa I have always been very good friends with the Lee family, in particular, Jack and Chas at the John Lee Motorcycles’ shop. When they acquired the Montesa dealership in 2019, I had a ride on one of the four-stroke machines, and I was favourably impressed. I spoke with the Lee boys, and we agreed with a deal to compete in 2020 in the ACU Trial2 British Championship,

and of course, the Scottish and as many other events as I fancied; it was my type of deal, and it suited both parties.

And you have a clothing sponsor?

I remain the best of friends with John Shirt and, through his import side of the business, Trialendurodirect online retail, I will use Mots helmets, S3 clothing and Stylmartin boots.

Before I close, I would like to thank everyone who has helped me enjoy my life and times in the trials world. Long may it continue!

But you were still competitive?

Yes, very much so. I had a good relationship with John Shirt after many years of riding for him. He was very understanding when I spoke to him and told him that I was not able to ride my machine full time as I had to look at my future and start a career outside of trials that would bring me an income. I would compete in all the UK Nationals and British Championships, Scottish Six Days Trial

“When they acquired the Montesa dealership in 2019, I had a ride on one of the four-stroke machines, and I was favourably impressed.”

Trial Magazine • June-July 2020

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Quick spin • Montesa

MONTESA COTA

301 RR

REFINED In this issue, we caught up with Sam Haslam (see p30). After spending the majority of his career riding two-stroke Gas Gas, for the 2020 season, after much deliberation, he made the move to switch to the four-stroke Montesa for no other reason than he wanted a change, choosing the Cota 301 RR. A good friend of Steve Colley, who had also made the ‘stroke’ change a couple of years earlier, he followed the Manxman into the world of Honda power. As I am sure you appreciate, it was kind of strange seeing Sam on the Montesa: new machine, new riding kit, new sponsor; but one thing did not change, he was still up at the top end of the results. It was confirmed with an excellent trip to the podium at round one of the 2020 ACU Trial2 British Championship as he finished third. This ‘Quick Spin’ report came after the trial, with his impressions on how the new machine had performed.

Text: Trial Magazine with Sam Haslam • Pictures: Trials Media and Montesa 32

June-July 2020 • Trial Magazine

Montesa • Quick spin ease with the fourth and fifth for open-track and road-riding.

Starting is easy, and I think the addition of a longer kickstart lever a few models ago helped turn the four-stroke engine over and into life.

I do not like loading the engine and dropping the clutch; I find it better once again to let the engine build-up before progressively letting the clutch ‘bite’ before releasing the lever fully out.

All round it’s a pleasure to ride, and as with many people, I do like the four-stroke sensation.

Build quality comes across all the time both when riding and maintaining the machine. As you have no carburettor, it’s only the air filter which needs regular maintenance. Even after the Hookwood round and its many mud holes the air filter was in great condition! Yes, I know you have to change the engine oil periodically, but it ticks the box of ‘wash and go’ for me. Roll on the 2021 Scottish Six Days Trial where I cannot wait to test the excellent suspension combination at the front and rear on them Northern rocks as they perform so well in the Southern mud!

THE MONTESA COTA 301RR: WHAT’S NEW?

All round it’s a pleasure to ride, and as with many people, I do like the four-stroke sensation.

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he RR, or Race Replica Cota 301, is the model based around the 2019 FIM Trial2 World Championship machine of the winner from Spain Gabriel Marcelli. As we are all well aware ‘Gabby’ is one of the latest young riders making his mark on the world trials scene in the satellite RG trials team. If and when the 2020 FIM Trial World Championship season commences Sam will be mounted on a very similar machine.

It’s the long-awaited increase in the cylinder capacity to 298cc that is the most significant change, giving the machine an expected increase in the power output. Initially when the four-stroke machine was first introduced, it came as a 250cc and was developed around the ‘Big Red’s’ CRF 250cc motocross engine way back in 2003. The project brief for the exercise was to make the engine more compact and lighter in weight. The Japanese engineers in the Research and Development department used all their knowledge to make the singlecylinder four-valve OHC engine competitive in the world of trials. As is well documented, the

QUICK SPIN WITH SAM HASLAM

SAM: It was a very new experience for me to ride a four-stroke trials machine. I have been two-stroke through and through, all my trials career. I did have a brief ride in 2007 on the Scorpa four-stroke, but I think those thoughts are better left parked up!

Build quality comes across straight away, and it all feels rather ‘plush’, with any adjustments to the handlebar and lever positions very easy to carry out. All the tools have a nice snug fit to the nuts and bolts and the many Allen-capped screws. The standard of equipment left me with nothing to change, and the machine I have is very much a standard Cota 301RR. I was concerned that the engine appeared to tick over quite high, but that was just a case of adjustments to the superb electronic fuel injection system. The engine mapping was arrived at after many hours of testing and also benefited from a series of changes in the ECU department; I was happy.

The four-stroke technique that works the best for my riding style is not to have any rapid throttle openings, just keep the throttle openings smooth and linear and feel for the engine, which in turns offers excellent grip at the rear wheel. The new engine capacity does give you plenty of power on hand when needed, and I must say that the clutch action is very smooth and progressive.

As with any Japanese machine gear selection is very precise and positive; when it’s in gear that’s where it stays, with just a nice touch on the gear lever to change up or down. Gear selection is whatever you feel happy with for any hazard; the engine will ‘pull’ the first three gears with Trial Magazine • June-July 2020

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Quick spin • Montesa

IT’S NOT RED!

success soon came along with the 4RT in the hands of Great Britain’s Dougie Lampkin, Japan’s Takahisa Fujinami and of course Spain’s Toni Bou, a truly international effort.

With the main factor being reliability, production machines were introduced with 260cc. The engine capacity increased to 288cc on the 300RR model in 2015. For 2020, the Cota 301RR has 298cc. The changes to the engine braking effect and the performance were influenced by UK input and work well.

On this new engine, the diameter of the crankcase breather is now 2.25mm, whereas before it was 1.9mm. It takes away the intrusive engine braking effect with the fourstroke engine. Electronic fuel injection is retained for better engine and emissions control. The new aluminium silencer has more backpressure, which has been achieved by increasing the volume of the internal tube. All this, together with the other changes in the engine, has resulted in a notable increase in torque. It now benefits from up to 16% more power and torque in low and medium revolutions.

Yes, this is a fair point, but it does carry the legendary Cota model name in the grey aesthetics, so it’s not entirely lost its roots in the 2020 model. If you are not a fan of the new colour scheme, a red-and-black option will become available into the UK, although in limited numbers.

A new design has been applied to the rear mudguard, which is slightly higher than before letting the suspension work with no interference under all conditions. A new LED racing headlight moulding further enhances the ‘Race Ready’ theme. We really like the new aluminium fuel tank as it’s moved away from the old design and now has rounded edges for rider comfort while still giving a handy two-litre capacity.

The build quality remains second to none through the whole assembly process of the engine: injection moulding of the plastics, the fabrication of the aluminium frame, swinging arm and fuel tank and final assembly, all carried out by a dedicated team of experienced engineers and fitters.

The aluminium frame has seen some attention to detail and to protect the crankcase a new rubber has been placed between it and the sump shield to absorb the impacts found in the trials world, the aluminium swinging arm is also retained.

Front suspension comes from the sturdy and reliable Tech-branded 39 Ø front forks, offering 175mm of adjustable travel in preload and extension, while at the rear, the quality Showa shock absorber provides 170mm of travel and is also adjustable.

As with all the Montesa Cota model range, the 4RT 260, 4RIDE and the Montesa Cota 301RR are manufactured for worldwide distribution in the Montesa-Honda facility at Santa Perpetua de Mogoda, Barcelona, Spain.

COTA 301 RACE REPLICA RRP: £7,999

ENGINE: Single Cylinder, Four-Stroke, 4 valves, SOHC, Liquid cooled; Displacement: 299cc; Bore & Stroke: 81.5mm x 57.2mm; Fuel system: Electronic fuel injection PGM-FI; Air Filter: Wet urethane foam element; Fuel Tank Capacity: 2.0 litres ELECTRICS: Ignition System, Electronically controlled digital transistorized CLUTCH: Wet multiplate type with coil springs, Clutch Operation: Hydraulic, Transmission type, 5 Gears.

CHASSIS: Frame: Diamond Shape, Aluminium twin spar; Suspension: Front: 39mm Ø TECH Cartridge type telescopic fork with Pre-load and extension adjustments, 175mm stroke, Rear: Pro-Link - Showa damper with Pre-load and extension adjustments, 170mm stroke; Brakes: Front: 185 × 3.5mm hydraulic disc with 4-piston calliper and sintered metal pads, Rear: 150 × 2.5mm hydraulic disc with 4-piston calliper and sintered metal pads; Tyres: Michelin DIMENSIONS: Wheelbase: 1,320mm DRY WEIGHT: 73.0 kg CONTACT Web: www.hondauk.co.uk

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June-July 2020 • Trial Magazine

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Reflection • Alexz Wigg

Looking calm and collected in a Blackwater hazard.

2010 SCOTTISH SIX DAYS TRIAL

WIGG: WINNER! Trial Magazine was still in its early years when Alexz Wigg won the 2010 Edinburgh & District Motor Club Limited Scottish Six Days Trial. We used to publish the report in the magazine two months after the event. That was until my good friend and avid supporter of the magazine, the late Neil Crosswaite, pointed out the obvious; it needed reporting on ASAP after the event. As always, I listened to his solid advice. Since then, we have gone into overdrive aiming to publish, by the end of the May, the best possible coverage, with excellent images, to aid the SSDTs success further. With Eric ‘EK’ Kitchen supplying pictures for Trials and Motocross News, I would rely on my good friend John E Shirt and the new kid on the block, Andrew Stewart, in 2010. Andrew was a family friend and loved his motorcycle trials; he produced some superb work for us in our early days, as did John. With the SSDT cancelled due to the coronavirus, we take a reflective look at the 2010 event and speak with Alexz about his rather dramatic week where he ticked the box on what so many riders dream about of achieving: a Scottish Six Days Trial victory.

Words: John Hulme with Alexz Wigg • Pictures: Trial Magazine, John E Shirt and Andrew Stewart 36

June-July 2020 • Trial Magazine

Reflection • Alexz Wigg

Enjoying the parade through the streets of Fort William on Sunday; the smile says it all, it’s the Scottish Six Days Trial!

In 2010, at what stage was ‘Wiggy’?

I will rewind the clock a little to my early trials days. I had enjoyed my time in the learning process on a Yamaha TY 80 before moving to the Gas Gas in the youth championships. I had been fortunate enough to enjoy success with many ACU titles under my belt. I exited the youth process at the end of 2006 as the FIM World Youth 125cc Champion as it was then named, which was a very proud moment for me and my father, Julian. I was also voted the winner of the Pinhard prize. In 2007, I joined the adult world of motorcycle trials.

Was this an eye-opener?

With my family by my side, we had some fantastic times travelling in Europe and around the world as my career progressed. These are very fond memories. The Gas Gas was a fantastic machine, and I am eternally grateful to my many sponsors who made it all possible in those early days. It was a steep learning curve.

My first time at the Scottish Six Days Trial as a rider, I was in a group riding with John R

Tuesday was a long day; here I am feet-up at Creag Lundie.

Shirt and Wayne Braybrook. What a week, and what a way to learn about the event! They were both more than happy to pass on their years of experience. I was all ears; believe me. I was very grateful. As it happened, at the end of the six days, I was the highest placed Gas Gas rider and also the winner of the Best Newcomer Award, finishing sixth. In the FIM Junior World Championship, I finished second and, in the BTC, I finished fourth.

You then moved to a four-stroke for 2008.

Yes. Looking back, the Future TRW Team in Italy was a mistake. It all looked good on paper, but things did not work out as I expected, and in Scotland, I slumped to 11th. My results in the world and British championships remained the same, so the year was not a total disaster. For 2009, I stayed focused on my trials future and made a move to another Italian team, Top Trial Team on the Beta, with additional support from Beta UK. I was much happier to be back on a two-stroke and, with Harold ‘Harry’ Crawford by my side, I was much more confident.

With the five marks lost on Blackwater behind me I check the steep rocky gully out at Coire Mhoriar with Dougie Lampkin – I levelled it!

Not the start to the week I wanted – would I ever win the Scottish!

Putting on the style.

Trial Magazine • June-July 2020

“…the late Neil Crosswaite pointed out the obvious; it needed reporting on ASAP after the event.”

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Reflection • Alexz Wigg

Fersit, where I take a huge breath of fresh air having cleaned the group of hazards.

Fighting for the win and rescuing the ride by making the best of a single-mark penalty when I got off-line on the sections at Upper Mamore. This kept me in touch with the leaders, right under the nose of John Hulme, and his camera!

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Is this when you got a taste for a Scottish win?

Yes. 100%. I missed the win by a single mark, finishing behind Dougie Lampkin. It was a very wet week, even as Scotland goes, but I felt good and the Beta, as always, was excellent in this event; the handling and power are made for this trial.

After Wednesday, I was on 17 and Dougie on 10; I was wondering just what would happen, but I remained focused. I was enjoying myself.

On the final day, the scores remained the same, and I thought that second behind the legend that is Dougie Lampkin, was a good result. As it happened, I did finish second, but by only a single mark. In the closing stages of the event, Dougie’s tubeless tyre came off the wheel rim. He had to get his feet down and push the machine out, which meant a two-mark loss. I was riding behind him; it certainly made me try even harder.

On the last section of the Ben Nevis hazards, the pressure became even

With Caroline Lampkin, John’s wife; the lady you need to speak to over your daily riding card if you want to understand it!

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more intense. Dougie fived the final hazard as he slipped off a step! I remained focused but with a single-mark loss for the day and I missed the win by – you guessed it – one mark.

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Tell us about your 2010 win.

The year had started as a difficult one as there were not many good financial contracts about, so I stayed with the same Beta setup as 2009. I was quite happy with this. I arrived in Fort William knowing that, with some good fortune, maybe, just maybe, I could challenge for the win.

I had a very different opening day, parting with six marks as Michael Brown led on three marks lost. In dramatic fashion, I was unseated for a quick five in one of the Blackwater hazards; it certainly woke me up! On the other hand, after machine problems, Dougie Lampkin was down in 65th position on 38 marks lost!

Still feeling very fresh at Witches Burn at the close of Tuesday, I had parted with no marks all day, I was happy!

June-July 2020 • Trial Magazine

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Reflection • Alexz Wigg

Amongst the white rocky boulders at Meall Nam Each on Friday. After a good day, I spoilt it when I lost an extra mark on time for putting my machine into the Parc Fermé late; was I going to win?

Tuesday was a good day as I remained feet-up and showed that I meant business. ‘Browny’ did the same, putting us first and second by just three marks.

On Wednesday, approaching the close of the day, I had to use all my strength and experience to make the best of a single-mark penalty when I got off-line on the sections at Mamore, which kept me in touch with the leaders — right under the nose of John Hulme.

Remember, John?

Were you nervous at this point?

No, not really. When the news came to me that Michael had incurred a five-mark penalty, when the machine would not start in the morning, I started thinking ‘maybe, just maybe’. The scores were in his favour at five playing seven.

Riding confidently, Thursday allowed me the first chance to take the coveted yellow leader’s front number board. I remained consistent and shared the lead on nine marks lost with Ben Hemingway.

Friday was my early day riding at the front of the entry, but I managed to hold on to the lead as the three main contenders tied on 15 marks

Saturday morning and I had to take off the yellow leader’s front number board for the final day; it was time to perform.

“We would only use three rear tyres.

If we were problem-free, we would turn it at the end of each day to have the leading edge at the front. It worked a treat.” as we headed towards the final day; it was all to play for! I had spoiled a good day when I lost an extra mark on time for putting my machine into the Parc Fermé late. It really annoyed me at the time. I put it in my mind that the trial would not be over until the final hazard had been ridden.

Not parting with any further marks on the final day. As my rivals buckled, I took the win!

I was so proud and emotional, and so happy for my family who have always supported me.

Wow, I had won the Scottish!

The final word I had really enjoyed the event, and winning it was a schoolboy dream come true. The Beta had been good all week, and the fantastic support team, led by John Lampkin, had kept me focused. With my father, I decided to use

Our good family friend, Harold Crawford, was with me all the way to win the Scottish. It’s always good to catch up, have a beer and reminisce over our trials exploits over the years. Yes, we usually end up back at the 2010 SSDT win!

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Michelin tyres. We would only use three rear tyres. If we were problem-free, we would turn it at the end of each day to have the leading edge at the front. It worked a treat. I used three fronts as well. I was riding in a group which included my right-hand man, Harold Crawford, and Ben Morphett. As a very strong character, ‘Harry’ kept me on the ball all week, especially when I needed some moral support; he deserves a huge thank you. I think the hug I gave him at the end said it all.

The Scottish Six Days Trial is a roller-coaster ride of emotion, but I must admit that the win in 2010 was the highlight of my trials career.

As they say, it was a huge tick on the ‘bucket list’ of life that I had achieved. Even though it’s 2020, I would still like to thank everyone who contributed to my win. Thank You.

One very proud father, and quite rightly so.

June-July 2020 • Trial Magazine

Reflection • 2010 SSDT

2010 SCOTTISH SIX DAYS

WIGGY’S THE WINNER

With 220 finishers from the 275 starters it was an elated Alexz Wigg who stood on the stage to take the accolade as the winner of the 2010 Scottish Six Days Trial on the Saturday evening, but what happened to his rivals, and where did they finish? Here we take a look back at the best of the rest in this review of the event.

Words: Trial Magazine Pictures: Trial Magazine, John E Shirt, Andrew Stewart

Alexz Wigg (Beta). Section: Creag Lundie. Best Over 250cc Award.

Michael Brown (Sherco). Section: Leanachen.

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Ben Hemingway (Beta). Section: WDs.

June-July 2020 • Trial Magazine

2010 SSDT • Reflection

Ian Austermuhle (Beta). Section: Creag Lundie.

Gary Macdonald (Gas Gas). Section: Leanachen.

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fter the technical inspection and applying marking paint, 275 riders and their machines lined up in the Parc Fermé ready for the popular riders’ parade on a dry, bright day through the streets of its home town, Fort William.

The drama that unfolded over the next six days could not have been predicted as the finale was played out on the slopes in front of the enthusiastic crowd. Playing its part at the event was the good weather which was enjoyed by riders, officials and spectators. With Alexz Wigg taking the win we look back at what happened to other challengers over the six days.

When the Sherco would not start on Thursday morning, he took the mandatory five-mark penalty. The problem was later traced to water in the fuel; nothing to do with the machine, just one of those things many riders experience in the event.

Despite determination, he parted with no more marks on day four. However, on the steep rocks of the hazards at WD on day five, he dislodged a section marker, and a five-mark penalty went on the scorecard. Was it game over? With two marks lost on the final day, the win he wanted so much had, once again, denied him.

SECOND: MICHAEL BROWN (SHERCO-GBR)

Could we see a new four-stroke winner; a first for Beta after James Dabill in 2007 on the Montesa Cota 4RT? Ben had first ridden the event in the mid-90s. He came so close to victory with four top-three finishes over the years; a win would have been well deserved. Looking very much on course for his maiden victory, he kept a cool head going into the final day equal on 15 marks with Wigg and Brown. Looking every inch a winner, he had to part with two marks which would push him down to third place on the tie-break decider in the end.

It’s quite ironic that, at the time, he had been Minding for Michael

Runner-up for the previous two years, Michael moved to the Sherco team in 2010 with the new machine. Not a man of many words, he was quietly confident of the win. Many would agree, it was his time, but cruel luck would deny him.

Joint leader on the opening day, he carried the leader’s board into Tuesday where a clean ride would keep him well on target. A low two marks parted within the final section at Sleubhaich on Wednesday would still keep the dream alive.

James Dabill (Gas Gas). Section: Fersit.

Trial Magazine • June-July 2020

Ross Danby (Gas Gas). Section: Creag Lundie.

THIRD: BEN HEMINGWAY (BETA-GBR)

Dougie Lampkin (Beta). Section: Upper Mamore.

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Reflection • 2010 SSDT

Albert Cabestany (Sherco-ESP). Section: Leanachen.

Best Newcomer & Best Foreign Rider Awards.

Sam Connor (Beta). Parc Ferme. Weigh In.

Brown in the world championship; the general banter between the two was that you could not have the Minder beating the rider!

FOURTH: IAN AUSTERMUHLE (BETA-GBR)

This was a good strong performance from the very unassuming Beta rider. Keeping a very cool head, he went about the week just quietly challenging for the top three. On the opening day, he was an impressive third and kept moving up and down the leader board, and was getting better as the week progressed. Finishing fourth was just reward for some superb riding.

Jonathan Richardson (Sherco). Section: Fersit.

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FIFTH: GARY MACDONALD (GAS GAS-GBR)

A Scottish rider winning the Scottish Six Days Trial; how good would that sound? Based in Kinlochleven, Gary had one thing on his mind: winning the event. In the earlier part of the week, the elusive win looked a possibility, but as the week progressed, it became more distant. Never one to concede defeat, he finished the week as the best Gas Gas rider.

THE BEST OF THE REST

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Riding as the current British Trials Champion, and Gas Gas factory rider, James Dabill never looked like challenging for the win all week.

Dan Thorpe (Gas Gas). Section: Leanachen.

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James Lampkin (Beta). Section: Upper Mamore. Best Up To 201cc–250cc.

June-July 2020 • Trial Magazine

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Reflection • 2010 SSDT

Joe Baker (Scorpa). Section: Fersit.

John Shirt (Gas Gas). Section: Fersit.

For whatever reason, he did not perform at his best. When on ability, he should have finished higher up the order. When his chain derailed on the final day on the Ben Nevis sections, it summed up his week, which was not the happiest!

With the experience of riding in the event comes results and Ross Danby put in a superb effort this year looking very focused all week on the Gas Gas. Many riders would have packed up and gone home after the nightmare of a time Dougie Lampkin had on the opening day. After parting with a single mark at the Blackwater sections in the morning, he took a sudden and unexpected five on the step at Coire Mhorair high above Kinlochleven. As he approached the sizable step, the Beta machine misfired and ran backwards to give him a quick five in the process nearly throwing him over the handlebars; the watching spectators went

Sam Haslam (Gas Gas). Section: Leanachen. It’s all action, but he failed to challenge for the top positions.

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very silent! As professional as ever, Lampkin took a minute to regain his composure and walked straight into the next hazard to inspect it.

Unknown to him at the time, the HT coil on the machine was burning out. By the time he attempted the opening sections at the final group, Lagnaha, the machine was running badly. Taking two fives, he managed to get the machine going, but with the time penalties incurred, he would finish the day way down the leader board. He would only lose a further two marks for the rest of the week to finish in eighth place, which was a true testament to a professional trials rider.

It’s always good to see new foreign riders in the event and, in 2010, Spanish Sherco factory rider, Albert Cabestany competed. He found the days long and, at times, was taking some very different lines in the sections compared to the other competitors, giving the crowd some much-welcomed entertainment!

Darren Brice (Scorpa). Section: Fersit. The event always brings out some good solid rides.

John Crinson (Beta). Section: Leanachen.

Another good ride in the Highlands.

June-July 2020 • Trial Magazine

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2010 SSDT • Reflection

Richard Gaskell (Scorpa). Section: Blackwater.

Proving once again what an ideal machine the Yamaha engined Scorpa was at the six day trial.

For his efforts, he won the awards for the Best Newcomer and Best Foreign Rider.

Rounding off the top ten was the winner from

Jack Lee (Gas Gas). Section: Leanachen. Another rider with years of ‘Scottish’ experience. It is well worth remembering this when you prepare for this event: visit your local dealer.

2005, Sam Connor, on the Beta. Losing no marks on day three (Wednesday), he took the best daily award along with Dougie Lampkin.

Arran Drachenberg (Beta). Section: Fersit. Now one of the successful team at Inch Perfect Trials, Arran is happy to pass on all his experience in the event to riders old and new.

Becky Cook (Sherco). Section: Leanachen. Best Lady Rider Award. The ladies play an important part in this event in a male dominated sport. She and Emma Bristow had a good fight for the award as Becky proved the better in the end by just a handful of marks.

YOUTH AND EXPERIENCE

Carlos Casas (Montesa-ESP). Section: Fersit. Trial Magazine always shares a beer with Carlos at the event.

He has been so inspirational to so many of the Spanish riders who have travelled to the event; we thank you.

Trial Magazine • June-July 2020

As with any event the future lies in the younger riders, and one of these at this year’s event was Yorkshire egg farmer, Jonathan Richardson, on the Sherco finishing 11th. He looked very impressive at times, and he thought he had gone around parting with no marks on the Wednesday to record his first best daily award.

When the scores came out in the evening, he had an unexplained mark added to his score, spoiling his day.

In contrast, and using all his experience, Dan Thorpe made a slow start which just got better as the week went on. In the process, he took the Gas Gas to a best daily award on the Friday.

Once again it was experienced riders who rounded off the top 15. In 13th, James Lampkin on the 250cc Beta, Joe Baker on his Yamaha powered Scorpa machine in 14th and the Gas Gas UK importer John R Shirt in 15th.

In an ever-changing world of sport the event has welcomed more and more female riders, and the top lady this year was Becky Cook on

the Sherco in 90th; just eight marks in front of Emma Bristow on the Gas Gas. One of the latest talents in the emerging ladies class, and riding in her first SSDT, Joanne Coles was the youngest ever competitor to compete at the event on her 125cc Gas Gas.

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Reflection • 2010 SSDT

SCOTTISH SIX DAYS TRIAL 2010

Joanne Coles (Gas Gas). Section: Creag Lundie. Best Up To 200cc.

A revelation at the event, she joined in the fight for the best female as the top three was covered by just 13 marks.

RESULTS (TOP 50): 1: Alexz Wigg (Beta) 15; 2: Michael Brown (Sherco) 17; 3: Ben Hemingway (Beta) 17; 4: Ian Austermuhle (Beta) 21; 5: Gary MacDonald (Gas Gas) 25; 6: James Dabill (Gas Gas) 27; 7: Ross Danby (Gas Gas) 34; 8: Dougie Lampkin (Beta) 35; 9: Albert Cabestany (Sherco-ESP) 37; 10: Sam Connor (Beta) 42; 11: Jonathan Richardson (Sherco) 43; 12: Dan Thorpe (Gas Gas) 44; 13: James Lampkin (Beta) 47; 14: Joe Baker (Scorpa) 53; 15: John Shirt (Gas Gas) 55; 16: Sam Haslam (Gas Gas) 56; 17: Darren Brice (Scorpa) 56; 18: John Crinson (Beta) 58; 19: Dan Hemingway (Beta) 63; 20: Craig Robinson (Gas Gas) 67; 21: Ricky Wiggins (Gas Gas) 69; 22: Steve Dixon (Scorpa) 70; 23: Adam Norris (Beta) 75; 24: Ben Morphett (Beta) 76; 25: James Fry (Sherco) 78; 26: Thomas Hick (Beta) 91; 27: Jordi Picloa (Gas Gas-ESP) 95; 28: Richard Timperley (Sherco) 98; 29: John Sunter (Montesa) 99; 30: Chris Pearson (Sherco) 101; 31: Chris Dixon (Scorpa) 105; 32: Phil Disney (Beta) 107; 33: Richard Gaskell (Scorpa) 109; 34: Arran Drachenberg (Beta) 116; 35: Ross Crosby (Montesa) 121; 36: Harold Crawford (Beta) 131; 37: Mark Sunter (Beta) 133; 38: Mick Boam (Scorpa) 145; 39: Nathan Wrigglesworth (Scorpa) 150; 40: Roger Mount (Beta) 151; 41: Scott Cameron (Beta) 152; 42: Miquel Vergal (Gas Gas-ESP) 155; 43: Rob Pollard (Beta) 166; 44: Michele Bosi (Beta-ITA) 172; 45: Pere Marti (Sherco-AND) 173; 46: Chris Curtis (Beta) 174; 47: Dan Farrer (Gas Gas) 179; 48: Jack Lee (Gas Gas) 179; 49: Melcior Estorch (Sherco-ESP) 180; 50: Pere Borrellas (Gas Gas-ESP) 184.

MACHINES TOP 50: Beta: 20; Gas Gas: 13; Sherco: 8; Scorpa: 7; Montesa: 2

DAILY AWARDS Katy Sunter (Gas Gas). Section: Fersit. One of the pioneers of lady riders in this event, in more recent times encouraging so many to enter the Scottish and give it a go.

Emma Bristow (Gas Gas). Section: Creag Lundie. Very competitive, she would go on to become the FIM Ladies’ World Champion and a very strong performer in this event.

CANCELLATION OF THE 2020 SCOTTISH SIX DAYS TRIAL

As we close this article, the times are still difficult due to the Covid 19 coronavirus which has forced the cancellation of the 2020 Scottish Six Days Trial.

The local economy in and around Fort William has suffered badly, especially with the loss of this year’s Scottish. The whole off-road industry and the motorcycle trials world must stand together and support whatever decisions were made in the interests of everyone’s health.

The hard-working Edinburgh & District Motor Club Limited, and its associated officials and helpers, will now focus on the 2021 event to make it one to remember. I am sure Trial Magazine, along with everyone else, will look forward to the return to Scotland in May 2021.

IN FOCUS THE SSDT PHOTOGRAPHERS

For Trial Magazine covering this event is a mammoth task, I am sure you realise. None of it would happen without the support of some very good friends. In 2010, I had taken a very young Andrew Stewart under my wing to take the pictures while I tested the many trials machines. When I mentioned coming to the 2010 Scottish Six Days Trial to help me with pictures the reply was a huge ‘yes’ – with the smile to match!

John E Shirt with John R Shirt

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John Hulme

MONDAY: Michael Brown (Sherco) 3.

TUESDAY: Gary MacDonald (Gas Gas); Alexz Wigg (Beta); Michael Brown (Sherco); Dougie Lampkin (Beta) 0.

WEDNESDAY: Dougie Lampkin (Beta) 0.

THURSDAY: Sam Connor (Beta); Dougie Lampkin (Beta) 0.

FRIDAY: Dan Thorpe (Gas Gas) 1.

SATURDAY: Alexz Wigg (Beta); Dougie Lampkin (Beta) 0.

CLASS AWARDS BEST UP TO 200CC: Miss Joanne Coles (Gas Gas) BEST UP TO 201CC–250CC: James Lampkin (Beta) BEST OVER 250CC: Alexz Wigg (Beta) BEST NEWCOMER: Albert Cabestany (Sherco-ESP) SECOND-BEST NEWCOMER: Ben Morphett (Beta) BEST FOREIGN RIDER: Albert Cabestany (Sherco-ESP) BEST LADY RIDER: BECKY COOK (SHERCO) MANUFACTURERS’ TEAM AWARD: BETA A

As many of you readers will know, I have been very good friends with the Shirt family, the original Gas Gas UK importers. As it happened John E Shirt had accompanied his son John R Shirt to the event for many years. I had always known he had cameras, and he was more than happy to support us in any way he could. Both Andrew and John were very supportive of my early cameralearning days. Throw in the legend, that is Eric Kitchen, and the picture selection becomes enviable. I always manage to get a few days out on a machine, and so the support helps to provide a good selection of events to capture the true atmosphere of the six days in Scotland. I would like to also thank the Edinburgh & District Motor Club Limited for their support. Thank you. See you in 2021!

Andrew Stewart

Eric Kitchen

June-July 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

Ready • Electric Motion

SSDT: AMP-LE

STAYING POWER The ‘pause button’ for the Electric Motion’s debut at the Scottish Six Days Trial has been pressed.

In an ever-changing world, I had to take a second look at the entry list for the 2020 Scottish Six Days; two Electric Motion entries, really? Would the battery power have staying power for the long, testing days found in this event? The French motorcycle manufacturer had two riders accepted for the event: the first being Spain’s Marc Colomer, former FIM Trial World Champion from 1996 and the first-ever FIM Trial-E World Champion in 2017; and Matthew Alpe, an experienced British rider and Electric Motion UK distributor.

Words: Trial Magazine with Matthew Alpe • Pictures: Trials Media, Zoie Carter Ingham Photography and John E Shirt

W

ith electric vehicles of all types undergoing massive development, it was inevitable that the Scottish Six Days Trial would eventually be targeted.

It has always been an event for manufacturers to contribute positively to the development of their new models — a ‘benchmark’ if you like, for any machine.

In an evolving world, where green credentials are so important, welcoming electric machinery to the SSDT would have been a positive and momentous move. History would have been made in 2020 with the arrival of electric trials machines in the event for the first time.

The cancellation of the event has put this electric evolution on hold for 12 months. Still, the SSDT organisers had already addressed the different safety aspects, logistics and refuelling 52

arrangements to include batteries both for this year and going forward as the use of electricity to power motorcycles progresses into the future. We chat with Matthew Alpe to see how Electric Motion would work at the SSDT. Wow this would have been some challenge?

No, not really. Believe it or not, the Electric Motion machines have progressed very much over the last two years. The Epure models are the result of an intensive development programme carried out at the factory in France, which has responded well to our expectations.

We have worked closely with them to help manufacture an electric machine more than capable of the challenges found in the testing conditions to compete – and finish – all the six days of this event.

June-July 2020 • Trial Magazine

Electric Motion • Ready

What has changed so much from the earlier models?

I will just briefly explain the specifications of the new model we would have used in the SSDT so the readers can understand it more.

Model: We would have used the Epure ‘race’ model with high-end wheels, sprockets, chain and suspension including the very new M4 air front forks, CNC machined triple clamps and a R16V Olle rear shock. The motor uses a hydraulic diaphragm clutch, the same as you will find on the petrol-powered machines currently available from the other manufacturers. The frame is fabricated using the cutting-edge of technology, with its middle section micro-fused. It is fabricated with 15CDV6 steel, which is only 1mm Ǿ and weighs less than 5kg.

Transmission: This is manufactured in Italy. Selection is perfect, and the design is new. The package delivers much smoother power than before. The superior quality of the frame and the transmission allows it to use a new motor mounting, making it all run very smooth.

Clutch: The master cylinder is a hydraulic Braketec, and the diaphragm clutch is very close to that of some of the more conventional two- and four-stroke models available. It allows for a more controlled riding style just like any petrol-powered motorcycle. With this clutch you can make the machine ‘rev’ just before a big obstacle, for example, making it ideal for the SSDT with its flowing hazards.

Power: The power goes from a constant 6kW to a ‘peak power’ of 11kW. Torque at the rear wheel is 600Nm. Road Speed: Top speed is around 65km/h to 75km/h.

Battery: Held securely in position by three locating screws and is very easy to change. It weighs around 10kg, but the physical size has been reduced, and the power is so much better. I would imagine, at the SSDT, we would use either four or five batteries per day depending on the nature of the terrain and the length of the day. In a typical event the use of just one battery would be enough to finish the trial easily, often with around 45% left, so that indicates how much the 2020 Epure models have evolved compared to the 2019 5.7 models.

“We have worked closely with them to help manufacture an electric machine more than capable of the challenges found in the testing conditions to compete – and finish – all the six days of this event.”

It all sounds terrific!

Yes, we know! Without sounding ambitious, I believe we would have really ‘shocked’ (excuse the pun) so many people at the SSDT with the electric machines. I have tested with them in all conditions, and they are very good. It is the result of an exhaustive testing programme of development to arrive at where we are now; it’s not just happened.

How long have you been competing at the SSDT? My first year at the SSDT was in 2013 on a Beta Evo 250cc. It was a steep learning curve! I had been accepted in the centenary event in 2011 but, due to just getting started with Inch Perfect Trials Display, my commercial vehicle test had to take priority over the trial.

Trial Magazine • June-July 2020

At the SSDT they would use four or five batteries per day, depending on the nature of the terrain and the length of the day.

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Ready • Electric Motion

By the time 2013 came along, I was 20 years old and couldn’t wait to get going. I’d been doing a lot of shows up until then so my natural riding was a little out of shape, to say the least. With the help of my good friend and work colleague, Aran Drachenberg, my riding has improved year on year.

I’ve ridden every single SSDT since 2013. It’s an amazing event and one where experience really counts. The first time you do it, it’s a real culture shock, but, as each year that goes by, in your mind, the once huge rock slab seems to get smaller, and you become accustomed to the magnitude of the event. The Edinburgh and District Motor Club Limited truly do a fantastic job with the organisation, and I would like to thank them for their endeavours personally. I can’t wait to back for next year to carry out the 2020 mission to be the first manufacturer to take an electric trials machine around the Scottish Six Days Trial.

Tell us about Marc Colomer.

He needs no introduction as he not only won the FIM Trial World Championship in 1996, he was also crowned the first-ever FIM Trial-E World Champion in 2017. Marc is no newcomer to the SSDT either,

having competed for the first time in 2006 when he finished ninth overall and was a member of the winning Gas Gas manufacturer’s team. He returned the following year to take seventh place on the prototype fourstroke Scorpa.

He has since been involved in the development of several different trials marques including Scorpa, Gas Gas, Ossa and now Electric Motion. He has so much development knowledge of trials machines in all areas, and he is a very valuable asset to the French manufacturer.

Will you be at the 2021 SSDT with the electric machines?

It was sad news that the 2020 event had to be cancelled; we fully understand the decision. The event will still be there in 2021, but unfortunately, many people will not be; including those who have lost their lives to COVID-19. It’s been a very sad time, but sometimes in life, other things become more important than what we take for granted every day. We will be back once again in 2021 with the Electric Motion Epure to embrace the freedom and adventure of the greatest of all motorcycle trials, the Scottish Six Days.

Marc Colomer in the 2007 SSDT on his way to take seventh position on the prototype four-stroke Scorpa.

Mathew Alpe in the 2019 Scottish Six Days Trial on the Beta.

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June-July 2020 • Trial Magazine

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1980 Steve Saunders (Beta-GBR)

2000 Steve Colley (Gas Gas-GBR)

OLD MEETS NEW: FOUR-STROKE AND ELECTRIC BACK FLIP Photo credit: Trials Media and Electric Motion UK Rider: Christophe Bruand (Triumph / Electric Motion, FRA)

1970 Mick Andrews (Ossa-GBR)

1970-2010 SSDT WINNERS

Photo credit: Colin Bullock, Brian Holder, Eric Kitchen and Toon Van De Vliet

1980 Yrjo Vesterinen (Montesa-FIN)

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Focused • OSET

N

o drama, no noise, no smells and no need for larger spaces have allowed riders to use this time as an opportunity to embrace our sport. Riders all over the world have cottoned on to this, and the OSET phones have been lighting up for technical help for people pulling OSETs out of garages and garden sheds, while our dealers have been reporting great machine sales.

10,000 HOURS

OSET

NO DRAMA NO NOISE

As Malcolm Gladwell said: “It takes 10,000 hours to become a world-class expert at any given activity that you set your heart on”. The fact is that’s 20 hours a week for ten years. With seemingly endless hours to spare at home, more and more children and adults alike are using the time to improve their riding techniques. These riders come from a wide range of disciplines but are all using motorcycle trials to take them a step further forward. When we are young, we absorb information like a sponge; it’s a fact.

Elliot Smith, my younger brother, who is the youngest of the Smith family at ten years old, is an example of this hypothesis. Elliot lives life on the limit for the majority of the time, and has an obsession with a load of different sports and flits between them at a significant rate of knots.

Football, Tennis, Skateboarding, Mountain Biking, Cycle Trials and more. Without fail, he

As we are writing this, we are entering into our fourth week of lockdown with a further three looming in front of us; not an ideal situation — or is it? All of you reading this will have heard enough bad news day in and day out for months now. So why not some good strong positive news to lift the day and, most importantly, the morale? Riding is on the back-burner for the majority of the two- and three-wheeled trials community.

Unless you live on spacious open land where there are no neighbours to complain, then you are stuck ‘spanning’ your machine in the garage instead of riding. However, this isn’t the case for OSET or other electric-powered machine owners.

Words: Oliver Smith, OSET and Trials Media • Pictures: OSET Lovers with Trials Media

Team OSET: Team Smith, Elliot and Oliver.

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Team Australia Kid.

June-July 2020 • Trial Magazine

OSET • Focused

Team Germany.

Team David Kennington.

becomes proficient in each of them and can hold his own against more experienced people. His one consistent sport has always been trials, and this has always been his number one sport. But his learning process with trials of try, fail and try again is perfect for the life-model of any person when you look at it. Trials is all about overcoming challenges with every ride. Toni Bou challenges himself with every ride and fails regularly; it’s life, but this is what makes him such a great rider and a 27-time FIM World Champion.

FOCUSED PRACTICE

For Elliot, his ‘natural’ skill in every sports discipline he tries is not natural at all. It is from focussed practice. He can absorb, study, process and then execute information that is given to him. In reality, it’s a natural function of the human body to learn. For some, this process is straightforward to

follow and, for others, it may take a little longer to understand; remember not everyone learns as quickly as each other. It is normal life. Some are better at certain things than others, but once again, it’s a natural function of the human body. It’s after this process that many athletes choose a discipline they know they can excel in and start to practice more intensely. It’s the same with motorcycle trials for Elliot. His riding has blossomed over the last few weeks, which can all be connected back to the time he has spent learning in the back garden.

At OSET, we continuously receive videos of other people riding, and it is apparent to see the improvements in their riding abilities as time progresses. In comparison to the pollutant petrol counterparts, electric motorcycles are exhibiting benefits for a greener, cleaner world we are striving. As we continue in these unprecedented times, we encourage all trials riders to make the most of the time we have.

Team Martin-Arthur-Pavey.

Trial Magazine • June-July 2020

65

Focused • OSET OSETs as fast as we can produce them! As I am sure you are aware, we have an electric range to suit riders of all ages and abilities. With an electric motor, the power can be easily adjusted for the learner right through to the rider who wants to be more ambitious and attempt more challenging hazards.

THE FUTURE

Team Northover.

TRAINING VIDEOS

To help as much as we can, here at OSET we have released training videos featuring myself and Elliot which are guides to the core techniques that you need to understand to progress in the world of motorcycle trials.

These core techniques can also be transferred across to all forms of motorcycle riding, not just trials. They can teach you a fundamental understanding of motorcycle control and also the safety and awareness needed for riding a motorcycle. All of these core techniques can be carried out in the confines of the garden, with some even possible indoors if you have ample space.

Following on from watching these videos, riders will be on the route to understanding proper techniques such as body positioning and control. Watching videos on YouTube is a great way to grasp different ways of riding as well. Pat Smage, who is an OSET rider and an 11-time USA National Trials Champion, also has a comprehensive guide to many of these techniques. These can be found on the RYP, Ryan Young Products YouTube page.

YOUTH FOUNDATION

OSETs have been the foundation to the development of a group of the best youth riders the UK it has seen in the past few years. It can be endorsed by the fact that the parents find it so much easier for them to learn and practice on the machine. If you remember some of the words we opened this article with: no drama, no noise, no smells and no need for larger spaces to ride.

The ability to practice anytime has seen the likes of the Hemingway brothers, Harry Turner, Jack Dance, and so many more rise to the top of the Youth European and FIM World events in recent years. The talent that these riders have is showing through at a younger age than ever before, and we are sure that they will be at the very top of the world rankings within the next few years; mark my words, they have an unlimited amount of talent.

In the UK, contrary to predictions, OSET 66

is thriving. People have seen that they can improve their skills and most importantly keep the children entertained, and are buying the

Speaking to numerous dealers, we have found that sales of OSETs have been rising at an incredible rate during these difficult times. The same can be said of parts, as people are getting more use out of their machines than before, and it will be interesting to see where this all leads.

Electric motorcycles certainly make more sense when being forced to ride around the house! Of course, we’re all itching for the day we can travel across the country again and ride trials events. But maybe by that time a lot more younger riders will have gained enough experience in the back garden to go on to have fantastic lives in the sport we all love!

Elliot Smith in 2019 action on his way to the ACU C Class Medium Wheel Championship.

Focussed on the future.

June-July 2020 • Trial Magazine

Dreaming • Yoomee

YOOMEE AFRC

AUTOMATIC, FUEL-INJECTED REVERSE CYLINDER

Yes – totally and utterly dreaming. Welcome to the mad world of John Hulme and the one active brain cell that’s still working – just!

Words: John Hulme • Pictures: Erik Kitchen, Marc Alias, Ossa Archive, Yamaha and Yoomee Archive

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June-July 2020 • Trial Magazine

Dreaming • Yoomee

All these years later the ‘Cantilever’ Yamaha YZT 250cc from 1974 looks very futuristic.

The fuel injection on the Yamaha which used a May Pump.

It was a life-changing moment for motorcycle trials development when Mick Andrews won the 1974 Scottish Six Days Trial on the Yamaha. It was the first win for a Japanese-manufactured motorcycle and the first for a single shock absorber machine.

G

rowing up as a young kid around the world of Mick Andrews most certainly had its benefits. First and foremost, a quick word from my father Ron into the ear of Mick’s father, Tom, resulted in a ride on the prototype Yamaha models he was developing in the ’70s. First, we had the very early Yamaha with the ‘Autolube’ and ‘Torque Induction’ before the arrival of the single rear shock absorber ‘Cantilever’ model with an engine which sported a very early form of fuel injection, albeit by a vacuum pump system.

There was even talk of a semi-automatic gearbox in the form of a variable belt-driven gear system, very similar to the very early DAF cars; who remembers them?

All these ideas – apart from the DAF gearbox system – eventually made their way into production machinery, even as late as the ‘Noughties’. It brings me around to the acquisition of Gas Gas by the KTM group, which also own Husqvarna.

The big question is, will we see, in 2022 or maybe even later down the line, a completely new KTM-influenced Gas Gas trials model arrive that will once again change the face Trial Magazine • June-July 2020

With fewer working parts than a gear lever change manual gearbox, the automatic offered a weight saving.

In the mid-70s Husqvarna introduced the automatic gearbox Motocross and Enduro models to its off-road range.

of the trials motorcycle? With my brain in overdrive, I delved into my vast collection of motorcycle sales brochures to find the automatic gearbox Husqvarna models from the ’70s; who remembers, or even rode one of them; what happened to the futuristic ‘new’ Ossa trials project that came to life in late 2010?

If my mind serves me correctly, the Ossa project ended up under the Gas Gas roof in 2015 when production of the green machines finished. So where did all that technology disappear to?

WHY CHANGE A PROVEN PRODUCT?

We had a look back at the original KTM trials project back in the ’70s in issue 79 of Trial Magazine which resulted in a lot of calls from readers. They remembered the KTM trials machine and reminisced on how much they would have loved to have seen a production run and to purchase something different from the run-of-the-mill Spanish machines that were dominating the trials market. As a manufacturer, Gas Gas has a strong sporting heritage and, my guess is, that KTM will want to carry the ‘red’ brand into the future; but why

change a proven product which they know they can sell?

With the introduction of the compact lightweight engine, with diaphragm clutch in the new ‘Pro’ model, they set the benchmark around 2002; everyone wanted that engine. So, what would my dream ‘Yoomee’ trials machine of the future look like? Let’s take a brief look.

AUTOMATIC GEARBOX

I still remember my father questioning Mick about a variable, or form of automatic, gearbox he spoke about. Just imagine the scenario of a very long gear which would increase and decrease the ratio with the twist of the throttle.

Maybe modern technology, with electronic influence, could work; look at the gearbox setup in modern F1 cars? The Husqvarna automatic gearbox had fewer working parts than a manual one, and it proved very reliable. It automatically sensed the change in riding conditions and changed gear. Rider reports back then stated that it worked very well but at times was a little unpredictable. Wind the clock forward to more modern times, and maybe it would work while also offering a reduction in overall weight.

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Dreaming • Yoomee

In 2012 Ossa had a vision of two new exciting off-road models.

To train the Ossa technicians, a cut-away engine was used to educate them.

The removal of five bolts was all that was needed to change this superb piece of engineering: the cassette gearbox assembly on the Ossa.

FUEL INJECTION

It is, in my opinion, a must-have to improve all machines as we move into a ‘Green’ world that requires emissions to be controlled.

The mechanical calibration of a carburettor will never be as accurate as an electricallycontrolled one. It was first introduced on the four-stroke Cota 4RT engine, and I believe that the winning combination of man and machine, Toni Bou and the Repsol Honda, is in part due to the fine engine tuning of the four-stroke engine through the EFI system.

As the official UK importer for Ossa machines, Nigel Birkett understands the workings of fuel injection on a two-stroke better than most; he was a huge fan of it on the Ossa two-stroke. I tested the Ossa for the magazine, and the carburetion was as near to perfect as you can get. No ‘loading up’ just nice and clean, reliable carburetion at all throttle openings.

In my opinion, this is one of the strongest points of the new generation Vertigo machines.

They have mastered the art of making a twostroke engine work while putting the air inlet for the engine in the best and highest possible location. Put good, clean, quality air into a two-stroke, and it will perform at its very best and also keep the cylinder barrel in excellent condition to perform at its optimum.

REVERSE CYLINDER

I was very impressed with just how compact Ossa had made the whole engine package while including all that was needed for it to work.

Whether or not the reverse cylinder technology is necessary, it added a little ‘Moto GP’ feeling to the whole trials project.

The exhaust system was a strange setup and looked a little like an afterthought. Because the engine package was so good, and the overall balance so neutral, it allowed the rider to utilise the suspension package to his benefit.

With the whole machine and engine configuration changed on the Ossa, with the fuel in what was basically the front downtube; it was, if you like, a new-generation machine.

The early engines suffered from a gearbox fault. Once modified by Nigel Birkett working with the Ossa engineers, it was eradicated before the project folded in 2015. The ‘cassette’ 70

This Husqvarna brochure shot shows the simplicity of the automatic gearbox.

Ossa trials machines await completion on the production line.

gearbox was a work of art, so simple and easy to change. The irony was that 2015 was the 75th anniversary of Ossa as a motorcycle manufacturer.

SO, WHAT’S THE FUTURE?

Publishing this article during the COVID-19 pandemic, who knows what the future holds for the sport of motorcycle trials with regards to machine development. As opposed to the machines getting more complex with advanced technology, they could go back to possibly being simpler, less sophisticated machines.

As we have seen, TRRS has introduced the electric start mechanism to their trials models which, if we are honest, has been a request from the buying public for many years; it certainly transformed the Enduro market.

My other thoughts are obviously electric power. Could we see a compact hybrid twostroke electric machine? Just remember, with the acquisition of Gas Gas the KTM group have

Still a best seller: the latest Gas Gas TXT.

an immediate winner with the TXT-E model.

This machine has won three consecutive FIM World Trials Championships, and maybe it’s just the financial difficulties at Gas Gas, that has kept it away from the buying public. As my wife, Jane, shouts to tell me the tea is ready, I am woken from the dream and dropped back into the real world. Was the ‘Yoomee’ trials machine a dream? Let’s wait and see.

June-July 2020 • Trial Magazine

Ladies • Emma Bristow

EMMA BRISTOW

FOCUSED ON THE FUTURE

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June-July 2020 • Trial Magazine

Emma Bristow • Ladies

Here in Great Britain, we have been fortunate enough to enjoy the success of a certain Dougie Lampkin, who dominated the FIM Trial World Championship from 1997 to 2003 when he put the ‘Great’ back into Great Britain. Since his glory days on the world scene, we’ve had a drought in the UK with no one coming close to matching his winning years — or have we? Move your thoughts away from the maledominated sport to the ladies, and our own Emma Bristow.

Article and Pictures: Trials Media

The Winning Team: Emma Bristow and James Fry.

I

n a world so far away from Dougie’s sporting upbringing and his famous family success, Emma came from a family where motorcycles were only for fun. It was a passion for action of the two-wheeled variety from a very young age and a family-supported venture that would bring her to where she is today.

In 2012, Emma Bristow showed her potential to challenge for major honours against her rivals both at home and abroad. Sherco boss, Marc Teissier, noticed this commitment. He approached Emma at the end of the season.

He offered her a ‘Full Factory’ two-year deal to include all the major events to help her realise her ambitions on a motorcycle as a professional athlete. She did not disappoint.

Wind the clock forward, and you will find the six-time FIM Ladies’ Trial World Championship also became the first-ever winner of the FIM SuperEnduro Woman World Championship in 2014, taking world cup victory again in 2015; all with Sherco.

Despite the current problems around the COVID-19 Coronavirus affecting everyone, Emma remains focused on the future in her world of motorcycle sport.

Was the Sherco contract back in 2013 the stepping stone to success?

In 2012, I had a good season riding the Ossa and had quite a successful year, repeating my finish in 2011 of second in the World Championship.

Trial Magazine • June-July 2020

Feeling like I was getting very close to winning a world championship round, I felt that it was realistic to become world champion, and this made me work even harder. I had no intention of leaving the Ossa Factory at this point, and they had made me an offer I was happy with.

Both the Ossa factory and the UK importers, Nigel and June Birkett, were fantastic and it was a very difficult decision to leave.

It came about when, at the end of 2012, I went to test a Sherco in Spain.

James had organised a professional contract with Sherco, but I had never really liked his machine, and I wasn’t expecting to like the Sherco during the test.

We were in Spain with Ossa talking about the 2013 season, and we had also organised a contract I was happy with, but James insisted we still go to test the 73

Ladies • Emma Bristow

2007: ACU British Trials Championship action in the early days on the Gas Gas.

2010: Making the FIM World Championship breakthrough with the first visit to the podium at the French world round. The adventure had begun.

Sherco the following day. So against my will, we did. I first went to the factory to meet everyone and was then taken to Paxau’s to test a specially prepared machine. After five minutes on the Sherco, I was shocked; I was expecting it not to be to my liking, but I didn’t. It felt amazing, and I was so confused! I rode it well, and Paxau told me I would be world champion within two years if I rode this machine. I then broke down in tears on the top of a hill in Torello, Spain. I knew I had to tell Ossa, and Nigel and June at Ossa UK, that I was leaving. That night I made a phone call to Nigel and his wife June. First, I spoke to June. We were both very upset, but they understood my decision and have always been supportive even to this day.

That was one of the hardest phone calls of my life!

I signed a three-year contract to ride the Sherco as a fully supported factory rider with the chance to train and live with Albert Cabestany. He was their factory number one rider. Over the winter, with all the support I needed to improve, I lived as a professional rider. It was the opportunity I had been waiting for, and I took it with both hands Was the change of machinery a problem for you?

As I said previously, I was shocked at how good the machine was so the change to Sherco was easy. Straight away, I felt at home. I rode for four hours every day with Cabestany throughout December 2012 and into January and February. He helped me adapt to the machine’s dynamics, although we were both adapting to ride non-stop as the rules had changed. This was the biggest change to my riding and probably helped me not think about being on a new machine so much.

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2008: In a whole new world at the FIM world round in Luxembourg.

It was good being with Albert.

He would always offer me advice and would generally finish his sessions by making me a section and giving me some pointers. It was an easy transition really, and I was improving all the time, but I wasn’t keen on eating a two-hour lunch every day as I just wanted to ride! I arrived back in the UK a week before the first Ladies’ British round and felt like I’d been on the Sherco for years.

In 2013, my first year with Sherco, I managed to win the European Championship, I won my first Trial GP round and, after a nail-biting finish to the world championship at the final round, I just missed out to finish second in the world for the third year in a row! It was hard to take. Being so close, I knew I was going to make 2014 my year.

C

M

Y

CM

MY

CY

CMY

K

2011: I was approached by Ossa at the 2010 TDN. I tested the machine with Nigel Birkett at his Lake District base and my mind was made as to what I would be riding in 2011, the Ossa.

2011: The new Ossa was very good to ride and the factory in Spain was so enthusiastic, as were the UK importers Nigel and June Birkett. We had some great results.

June-July 2020 • Trial Magazine

Ladies • Emma Bristow

2012: On the Ossa in 2011 I finished second in the world championship and second in the European championship; I was learning all the time and repeated this in 2012.

Take us back to life before the Ossa and your entry into motorcycle trials.

When I was four years old, I had my dad, a brother, two uncles, three male cousins and one female cousin. Being older than me, they all – guess what — rode motorcycles. Everyone always looked like they were having so much fun, so it was only natural that I would also ask for one and join in. I saw it as a choice; join in and ride or sit and watch. I’m not much of a spectator, as you’ve probably worked out!

In my early years, I never had pressure; I was never made to ride sections or keep my feet up. Instead, I would simply whizz around the family farm and fields all day playing followthe-leader without a care in the world. This is what got me hooked on motorcycles, and it was official — I had the ‘bug’. At this point, I never saw motorcycle trials as a career but merely a social activity you share with your friends and family to make many happy memories together.

As I got older, I started to ride local club trials, and it was suggested that I was quite good and should go to the Girls’ British Trials

2013: It’s the top spot of the podium in Andorra but my focus was ultimately on winning the FIM Ladies’ Trial World Championship.

Championship. So in 2004, dad took me to my first national event, Round 1 of the Women’s and Girls’ ACU British Trials Championship.

We didn’t have any experience between us; I probably hadn’t changed my air filter for two months. We had no idea what to expect, but it was fun. It was my first ever Girls’ trial, and I won. We decided to compete in the rest of the championship, and I ended up winning the series to take my first ever ACU British Championship title later that year.

When was the move into the FIM Ladies’ World Championship made?

It’s a similar story internationally. In 2006 a good friend of mine, Donna Fox, suggested I should go with her to Italy and ride the European Championship. I really wanted to go so we shared a van, and I slept in a tent. I don’t think I had a great result, but it was a fantastic experience and one I wanted to enjoy more of, so we bought a motorhome. Dad and I went to the world championship with no idea of what was to come. I managed a ninth place in the Andorra round at the age of 16.

2013: Finishing second in the world for the third year in a row was a tough blow to take after such a close day of competition at the final round in France.

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2013: Discussing the line with James in France; his experience is invaluable.

Competing on the Gas Gas over the next few years, I contested the European and World rounds. It was such good fun travelling around Europe as I’d never been abroad before. What started out as fun really shaped my life into something amazing, so I have plenty to be thankful for.

In 2010, you took the Gas Gas onto the podium for the first time in France.

It was a really good experience, supported by my future husband, James Fry. The hazards that day suited me and it sent out a strong message that I was getting more confident. James has always believed in me and it was now my turn to show him I was listening!

With support from the Shirt family, who were the Gas Gas UK importers, I had a good year in 2010 learning all the time and finishing the year fourth in the world. John explained that he was not able to offer more support and that’s when I was approached by Ossa, at the 2010 TDN. I tested the machine with Nigel Birkett at his Lake District base and my mind was made up as to what I would be riding in 2011 — the Ossa.

2014: I won the FIM SuperEnduro Women’s Cup in 2014 and 2015. I found it invaluable for strength and mental training, which without doubt helped me with my trials riding career.

June-July 2020 • Trial Magazine

Ladies • Emma Bristow

2014: Carrying out day-to-day maintenance at the SSDT on the Sherco.

Why the move to Ossa?

I tested the new Ossa, it was very good to ride and the factory in Spain was so enthusiastic, as were the UK importers Nigel and June Birkett. I thanked the Shirt family, who were very supportive of my move and I still have a superb relationship with the Shirt family.

It was a totally new machine, and both James and I agreed it would be a good move.

All the team at the factory made me so welcome, and with Nigel and June looking after me in the UK, I was more than happy.

With such a new machine, there were some early problems but, with Nigel’s experience, he always had a solution.

With the fuel injection system, they were able to ‘map’ the machine to what I wanted; the suspension setup was superb, and the whole package suited me down to the ground.

And the results came…

You could say that. My rival at the time was Laia Sanz; she was the one to beat, and that was my focus. I’d looked up to her for many years as I came through the ranks, but now I started to believe I could beat her.

In 2011, on the Ossa, I finished second to her in the world championship and second in the European Championship, a feat I repeated in 2012. At home, I’d won the women’s class in the Scottish Six Days Trial (one of my favourite trials) and I was practising hard and learning all the time.

At the end of 2012, we heard the news that the Ossa factory was not in such a good situation, and that’s when Sherco showed an interest in me. It would prove to be the missing link in my ambitions.

2014: Making sure of the world championship in Andorra under the close inspection of my ‘wingman’ James Fry.

A Sherco future?

Yes, it’s fair to say that the move to Sherco changed my life.

I have already spoken about how it happened, as I never expected this move. It has been an incredible journey that made it possible for me to turn my childhood hobby into a real career. I felt very privileged to be given this opportunity, and I intended to make very good use of it. I wanted to make Sherco proud of me. Turning into a true professional athlete didn’t make it easier overnight. Yes, it was nice to have a regular salary, but I was investing much of it into training in Spain, buying rocks at home or travelling to practice and staying at hotels, often near my favourite places to practice in the UK which were the ‘Camp’ at Scarborough and Hawk’s Nest in Buxton, Derbyshire, at that time.

2014: FIM Ladies’ Trial World Champion with the winning ‘Team Bristow’.

2014: Winning felt so good!

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2015: It’s the SSDT with the Sherco ‘Boss’ Marc Tessier on the left.

June-July 2020 • Trial Magazine

Ladies • Emma Bristow

2015: Winning in Spain, life was good.

Now, I try not to travel quite so much because years of travelling has made it tiring. We have developed plenty of useful sections at home, which allows me to feel fresher for competition at the weekend.

Tell us about your 2013 season.

Finishing second in the world, for the third year in a row, was a tough blow to take, especially after such a close day of competition at the final round. The boss of Sherco, Marc Teissier, had followed me all day, willing me to win, which made the loss even harder. It was a tense day but looking back now it taught me a lot about how to handle pressure, and it showed I was going to be a serious threat in 2014.

Winning my first WTC round in Andorra worked wonders for my confidence in the early part of the championship. Knowing you can win at the highest level in any sport, is very satisfying but for me. The WTC was very much unfinished business; coming second place was not where I wanted to be, and I was sick of it! At

2016: Phew… Another Scott Trial finished.

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2016: Trying really hard at the Scott Trial.

the ‘Scottish’, I had a very enjoyable six days. To win the Best Lady Rider award and a coveted Special First Class award made me feel very proud of both myself and Sherco.

You also won the European Championship in 2013.

Yes. Initially, I was not going to contest this, but I wanted to compete as much as could.

Knowing I could make it a two-day affair and compete against the ‘lads’ the following day on harder sections, was enough to draw me in.

On reflection, I consider that championship win very important; I won every round, and it helped me understand how to make winning a habit by changing my mindset. Something had started to change.

For the last two seasons, I had been fighting for the British title taking it down to the wire and losing out at the final round, but, in 2013, my confidence and self-belief were building fast; I won every round with only one thing on my mind: winning. I got great satisfaction from

2016: Yes, a Scott Trial Silver Spoon winner!

2015: Enjoying the spoils of victory with James in Spain with another world title in the bag.

this, not only for myself, but also for Sherco, and the UK importers, Malcolm and Rhoda Rathmell, who were giving me important mentorship at this time too.

2016: 1966 Scott Trial winner Alan Lampkin hands over the silverware.

June-July 2020 • Trial Magazine

Emma Bristow • Ladies

2017: As always it’s 100% concentration on my way to the 2017 FIM Ladies’ World Championship in the Czech Republic.

2014 was your year.

Yes, 100%. I achieved my ultimate goal; the FIM Ladies’ World Trials Champion. I can’t believe that was now six years ago! What’s so strange is that, in the same year, I competed in a full series

2019: Having our annual outing together at the SSDT and, yes, it does become very competitive.

Trial Magazine • June-July 2020

2018: Under the watchful eye of my fellow competitors in qualifying in Japan for the two-day world championship event.

of SuperEnduro before the trials season even began. At the time, Sherco was making a big push with their enduro models, concentrating heavily on the development of their enduro machines. I think you will agree; today they have one of the best enduro ranges on the market, with amazing riders and results to date.

Winning the FIM SuperEnduro Women’s Cup in 2014 and 2015, I found it invaluable for strength training and mental training which, without doubt, helped me with my trials riding.

The enduro four-stroke 250cc model was a good 30kg heavier than my trials machine, and when I returned after the winter season of training, I felt fitter and stronger in the trials.

Another thing, racing had helped me with my nerves; I would be petrified at the start of the race with the stadium full of crowds. I had to learn to control this.

Competing in these two years of SuperEnduro was exciting and I cherish the memories of this.

I recommend it to anyone; it is such a buzz!

What I won’t ever forget is the help and support from the Rathmells at this time of my career.

On the morning of the final round of the 2014 FIM Trial World Championship round,

no result — other than winning — would see me lift the title. Malcolm and Rhoda made a surprise trip to support me. I’m sure they were nervous watching me all day, but we did it as a team. I will always remember the team photo at the end of the season, where I felt pure relief and happiness.

FIM Ladies’ World Champion: 2014 to 2019.

Yes, I am proud to say I am six-time FIM World Champion. It’s not easy to keep winning every year as I am the one to beat. I know this, and this comes with extra pressure to perform, but also I am proud to have put myself in this position.

As the season heightens, I become more critical about my performance and remind myself of the training in my locker over the winter, which no-one can take away. It’s always important to peak at the time of the world championship and, with it, comes stress but also internal motivation. There’s nothing better than the final practice session before leaving for the world championship and feeling ‘on fire’; this is always my aim. When I turn up, I am on top of my game, year after year.

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Ladies • Emma Bristow

2019: My highest position at the SSDT is 29th but I know I can do better. I just have to become more consistent over the six days.

I am so thankful to everyone that has helped me throughout my career; I have only ever felt pressure from myself — never from my team.

My family has always been so supportive, and they have seen the daily grind, including my mental highs and lows that come naturally with high-level competition and performing.

When I look back on the last ten years, my life could’ve taken so many different paths. Would I have changed any of it? No, not one bit!

Tell us something about your personal life.

I must admit competing at such a high level for such a long time, some of my personal life has been put on hold. I’ve missed so many nights out, family gatherings, weddings and get-togethers, which sometimes takes a toll. You could say I’ve missed out on things, but I have also achieved and had many experiences which cannot ever be taken away.

At the end of 2018, when the season was finished, I married my best friend, James Fry. This was such a nice time in my life as I could actually focus on something other than riding a motorcycle! It was such a happy day for us both. The room was filled with family and friends that we had made, from all over the world. The day after our wedding we had our first ever holiday together — no motorcycles, just us, for a honeymoon in Mexico which we will never forget!

2019: James points the way in Japan.

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2019: Enjoying the moment with James in Japan at the rider presentation.

2019: With the FIM TrialGP Ladies’ class at the opening round in Japan.

You also love the Scottish Six Days and Scott Trials.

Yes, I do, they are both excellent events and a true challenge in the world of motorcycle trials. My highest position at the SSDT is 29th in 2019 but I know I can do better. As with the Scott Trial, I like the pain and pushing myself through it. These events are special and very much a challenge of rider and the machine, which I thrive on.

My early days at Ossa turned me into a good mechanic. I prepare well and have every confidence that I can keep my machine, as well as myself, in good condition during the trial.

A Scott Silver Spoon winner in 2016!

My first Silver Spoon was, without a doubt, very high on the list on my greatest achievements as no woman had ever achieved this before. It’s the ultimate test of a rider’s resilience to keep pushing all day to be the best in the most demanding conditions of time and observation.

In 2019, I finished 17th overall, something I am very proud of and, with it, collected my second Silver Spoon. Malcolm Rathmell was more than happy to pass on his years of experience from the event.

I had come so close in the previous years so when the scores were read out in the reverse order, as is the tradition, I could have screamed

when my name was read out as a Scott Silver Spoon winner. In my eyes, it was a reflection on the support from so many people who believed in me and said I could do it, and I had finally delivered!

And so, for the moment, is 2020 on hold?

Yes. Although I was happy with my pre-season training in Spain this year, COVID-19 has put a hold on everything. It’s strange for me to have a break mid-season. However, keeping safe and being sensible is the priority so riding motorcycles can wait — but hopefully not too long!

Before I close, I would like to thank both the Sherco factory, and the Teissier family, for giving me the life-changing opportunity, and the MRS Sherco team here in the UK for welcoming me into their family. Malcolm and Rhoda Rathmell have encouraged me and not stopped believing in me, as have so many other people over the years. To my family and husband, James, I can never thank them enough and thank you to everyone else too, including all my sponsors and supporters over the years.

It’s always a sad day for me when sponsors change, but I never forget your support, and I owe all my success and want to share all the glory with all of you as we did all this together.

Thank You.

2020: With the season on pause I am ready and waiting for it to start, and remain focussed on the future.

June-July 2020 • Trial Magazine

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June-July 2020 • Trial Magazine

Cotswold Cups Trial 1970 • Vintage Vines

Winner: Mick Andrews (Ossa).

COTSWOLD CUPS TRIAL 1970

SNOW JOKE While sitting in my warm office in March with the snow falling, I had an idea for an article very appropriate for that time of the year, from 1970. Having seen the pictures and results from the Cotswold Cups Trial, I called my good friend Mick Andrews to see if he could remember the day; he did. Prior to the event, he spent time in Spain, developing the new Ossa; the difference was it was warmer and, most importantly, the sun was shining! It also answers another question as to why, in the present day, the top riders head out to Spain in the closed season: to get some much need practice under the warmer blue skies of Europe!

Words: John Hulme, Mick Andrews, Alan Vines and Motor Cycle • Pictures: Alan Vines

Mick Andrews (Ossa): Accompanied by his father Tom the Derbyshire man set off from his home at Elton near Matlock to endure a 150-mile round trip to the event. Mick had moved his focus away from his scrambles career to concentrate on trials, and with the Scottish Six Days Trial only eight weeks away he had moved back to the UK from Spain to take in as many events as possible.

Trial Magazine • June-July 2020

Starting at 10.00am at Brockworth House Club near Henley, on the A46 Shurdington to Cheltenham road, it would be a snow-covered early-morning start for many of the 68 riders entered. With icy roads being the order of the day, some of the entry would not even make the start; one of the notable absentees would be the British Trials Champion, Sammy Miller.

This event, promoted by the Wessex Centre, would take in 44 hazards on a 38-mile lap situated around Birdlip and the surrounding areas and was very popular with the trials fraternity.

The early action had seen a close fight for the victory opening up between Gordon Farley (Montesa) – who led the action, Malcolm Davis (Bultaco), Lawrence Telling (Montesa), Jack

Gordon Farley (Montesa): Gordon had one focus in 1970 and that was to stop the 11-year reign of Sammy Miller and his domination of the British Trials Championship.

The Montesa Cota 247 ridden by Farley was the latest model, featuring the smaller diameter moped-inspired wheel hubs to reduce the overall weight.

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Vintage Vines • Cotswold Cups Trial 1970

Charlie Harris (Montesa): One of the very early Montesa development riders, you can see that he is still using the earlier model Cota 247 with the larger diameter wheel hubs.

He has also removed his front mudguard to stop it blocking up with the heavy mud.

Lawrence Telling (Montesa): With both feet down ‘Sparky’, as he was known, fights to keep forward motion in the mud and ice.

Galloway (Bultaco) and, the eventual winner, Mick Andrews (Ossa). It was Andrews, the Ossa factory development rider, who made his move for victory in the closing stages, opening up an advantage which would prove invaluable as the event concluded with a single-mark victory over Farley, with Davis holding on to an eventual third position.

COTSWOLD CUPS TRIAL

SATURDAY 2ND MARCH 1970

Malcolm Davis (Bultaco): This superb all-round off-road rider competed in trials but is better known for his scrambling exploits. Brother Tony was forced to retire from the event with gearbox problems on his Montesa as Malcolm won the award for the best Wessex Centre rider.

Dennis Saunders (Bultaco): If you ever wondered where Steve Saunders acquired his superb mud riding skills from it was his father Dennis. Here it’s not throttle control that is required to keep moving though, but brute strength.

Jon Bliss (BSA): A builder of many special machines, Jon is seen here on what we think is his BSA B25 powered home-built model. He would take the award for the best Cheltenham Home Guard Club Member.

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RESULTS: 1: Mick Andrews (Ossa) 50; 2: Gordon Farley (Montesa) 51; 3: Malcolm Davis (Bultaco) 58; 4: Lawrence Telling (Montesa) 60; 5: Charlie Harris (Montesa) 66; 6: Scott Ellis (BSA) 67; 7: Jack Galloway (Bultaco) 67; 8: John Close (Bultaco) 68; 9: Dennis Saunders (Bultaco) 71.

BEST 200CC: Chris Leighfield (Sprite) 90.

BEST 250CC: Gordon Farley (Montesa) 51.

BEST WESTERN CENTRE RESIDENT: Malcolm Davis (Bultaco) 58.

BEST CHELTENHAM HOME GUARD CLUB MEMBER: Jon Bliss (BSA) 84.

BEST STROUD VALLEY MEMBER: Mark Kemp (Bultaco) 75.

BEST GLOUCESTER AND COTSWOLD CLUB MEMBER: Bill Andrews (Cotton) 143.

Chris Leighfield (Sprite): The ‘Micro’ machines were still very much a competitive package. Chris is seen here on the 125cc Sprite built by Frank Hipkin on his way to the Best Up To 200cc engine-capacity award.

June-July 2020 • Trial Magazine

Youth • Jack Dance

JACK THE LAD INTERVIEW

Winning the opening round of the 2020 ACU British Trial 125 Championship with the adults at Hookwoods.

Sometimes it’s the quiet ones who catch your eye in life; no noise or drama, just a case of keeping their head down and working hard. It’s a formula which in the past has produced some great off-road riders – a certain Graham Jarvis springs to mind, we think you will agree. It also brings a certain Jack Dance to mind. A calm head on strong shoulders at a very young age, over the last couple of years his name has been appearing at the top of the results sheets at many events as he comes through the various youth championship classes. Despite his reserved nature, he is always happy to share the joke; there’s much more to ‘Jack the Lad’, as you are about to find out.

Article: Trials Media with Jack Dance • Pictures: Trials Media and Heath Brindley 88

Team John Shirt Motorcycles Gas Gas 2020.

June-July 2020 • Trial Magazine

Jack Dance • Youth

John Shirt is more than happy to pass on his years of experience. At my first 2020 ACU British Championship round he came and spoke with me before I started and told me to just enjoy myself, it was all I needed to hear.

On the Beta in 2017.

Jack Dance 2019 ACU Youth A-Class British Champion — Well done!

Thank you, it seems like years ago now, but I was more than happy to take the title at the end of the year. I knew that winning the first round would be good psychologically; the other riders would know I meant business. Fair dues to Reece as he came fighting back to win round two, but I was very hungry!

You then won the next three rounds.

I felt very strong and remained focussed on the goal for the season. One of the major factors was that I was enjoying my riding. As Reece came fighting back at the last two rounds, I was maybe trying too hard, and he certainly made me work for the title.

Tell us about the European Championship.

The 2019 European Championship was exciting to be part of. The venues were all new to me.

The first round is always a bit of a ‘who’s who trial’ as you’re unsure of how everyone’s training has been going over the winter months, but it soon settles down, and I was confident in my riding. It’s always like a military organisation getting ready to go abroad; we all play a part in getting ready, and we are lucky living in the south, not far from the crossing, so that’s a bonus. I enjoy the setup of the Europeans, everyone’s welcoming, and it’s a great stepping stone for the World Championship stage.

So 2019 was a good year.

It was a great year in trials for both me and my brother Max, both winning our respective classes in the ACU British Championship! I also won the YMSA A Class Championship together with taking the win at the final European round in the Czech Republic, securing second place Trial Magazine • June-July 2020

Winning the 2019 ACU Youth A Class British Championship.

overall in the European Championship class; this was my best and proudest moment to date.

In 2020 you decided to remain on the Gas Gas. Why? In my opinion, it’s the best machine for the job. The 125cc Gas Gas comes from John Shirt Motorcycles. I had other options at the end of 2019, but in my mind, I was very happy with the Gas Gas and the support from John and his staff. Along with the Gas Gas comes the superb

product support from the many sponsors of the John Shirt Motorcycles team, for which I am very grateful.

John Shirt has been around a while What price can you put on his knowledge and experience? My decision to stay on the Gas Gas and, as part of his team, was certainly based around John’s knowledge and support. At a young age, it’s very difficult to know if what you are doing is correct. I know that when John 89

Youth • Jack Dance hoping that maybe some rounds of the 2020 championships both at home and abroad can run, perhaps later in the year, so I am still practising as much as I can. It’s certainly going to be a long summer if we have no trials to compete in but then again if we all come away from the coronavirus fit and well you have to be grateful.

Where will Jack Dance be in two years?

At this moment in time, my thoughts are still on a future in motorcycle trials. I fully understand that it’s only a few riders who make the grade to go on and have a career in trials, and I want to be one of them. If I can continue to progress and achieve the results, I believe I can then maybe I can attract the interest of the manufacturers and secure a paid contract to follow the vision of being a professional athlete in motorcycle trials.

TEAM JACK DANCE

Mixing it with the ‘Big Boys’ at the 2019 Southern Experts Trial.

explains something, he knows exactly what he is talking about, and it’s not just riding the machine but also in the preparation before the events. At my first 2020 ACU British Championship round with the adults at Hookwoods he came and spoke with me before I started and told me just to enjoy myself – it was all I needed to hear; the win was a bonus!

Gas Gas in good order and keep riding.

We make the most of each day as you never know what’s around the corner. We travel most weekends together for training or trials, and I always do my machine preparation before a trial. I run to keep fit when I get in from school, and train on the Gas Gas as much as I can during the week at home with my brother.

Is being part of a team important to you?

Yes. I am very fortunate that John has some very experienced riders on the team. As with John, they are more than happy to pass on their experience to me, which is so beneficial. It’s the same with the machine setup and preparation.

His mechanic Kev ‘Factory’ Hipwell has so much knowledge and understanding of the Gas Gas machines that if you want to change or adjust something he will tell you exactly what needs doing. Having this support gives me extra confidence, knowing that I have the best people around me. In return, this allows me to concentrate on my riding.

What are the plans for the future?

First, I have to say how sad I am about the whole COVID-19 situation. In 2020, we had planned to do the FIM Trial 125 World Championship, but this has been put on hold. I am still keeping very much focussed on the future. I am

Tell us a little about life in general.

My dad is a panel beater and car sprayer, and my mum works in a bank. I go to Steyning Grammar school, and I’m in year 10. My favourite lesson is engineering; I often make bits for my Gas Gas at school or on my lathe at home.

From a young age, my dad taught me how to work around a motorcycle and maintain and clean them, which I still do every week and enjoy. He, unfortunately, suffered a heart attack when I was only eight, then a few days later while at home recuperating he had a cardiac arrest. To cut a long story short, my mum saved my dad’s life by doing CPR on him till the paramedics arrived! It reshaped our lives to how we live today; I quickly learned how to keep my 90

FULL NAME: Jack Adrian Dance DATE OF BIRTH: 23/05/05 DAD: Adrian Dance MUM: Nicky Jane Dance BROTHER: Max Adrian Dance PETS: four chickens JACK DANCE FAVOURITES: DRINK: Cup of tea; FOOD: Steak and chips; COUNTRY: Spain and Italy equally; SCHOOL: Steyning Grammar School; FOOTBALL TEAM: Never liked football; ACTOR: David Jason; FILM: I prefer comedy sitcoms like Only Fools and Horses or Open All Hours; MUSIC/ ARTIST: Motown; CAR: A van but an Aston Martin DB9 would be nice; WORLD TRIALS RIDER: Adam Raga; BRITISH TRIALS RIDER: Michael Brown; SPORTING HERO: Steve Colley; SHOES: Five Tens; T-SHIRT: Mots.

JACK DANCE SPONSORS: John Shirt motorcycles; Trial Enduro Direct; Mots; S3; Michelin; Putoline; Renthal; Bognor MCC; Normandy MCC; YMSA trials; In Motion; Shear creations; Eden Utilities; Mum & Dad; Nan & Grandad. As a family, we are always grateful to our supporters and for ‘anonymous’ donations.

Turning on the style.

June-July 2020 • Trial Magazine

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Game changer • Beta Zero 1990

Steve Saunders (Screenart Beta): Winner 1990 Scottish Six Days Trial.

SCOTTISH SIX DAYS TRIAL 1990

SUPER-COOL STEVE I have been very fortunate to witness the different stages of the motorcycle trials machine’s development along with the ever-changing face of the sport I am so passionate about over the years. Inspired from an idea, I wrote this article with aspects and elements confirmed by Mike Rapley after a long conversation on the subject. It was while researching Steve Saunders’ 1990 Scottish Six Days Trial win on the aluminium-framed water-cooled Beta Zero model, a first for the event, that got me thinking. While predominately about Steve and his win in the ‘Scottish’, I consider it necessary also to record my thoughts on the significant developmental changes in the production trials motorcycle. In reality, the basics of the two-stroke trials motorcycle have not changed in 30 years.

Words: John Hulme • Pictures: Trial Magazine would like to express its gratitude to Eric Kitchen for his support with this feature.

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June-July 2020 • Trial Magazine

Beta Zero 1990 • Game changer

The gearbox provided six usable gear ratios, with drive provided through a new friction material on the plates to create a very light and effective action.

The frame is fabricated from aluminium, with a twin spar design as the main backbone. The rear sub-frame and twin front down spars are totally detachable and manufactured in cast aluminium.

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elow is my timeframe of changes I consider significant in the history of production trials models available to the buying public before we arrive at the 1990 Beta Techno. 1965: Sammy Miller wins the Scottish Six Days Trial on a Spanish two-stroke Bultaco after the domination by the machines from the once-powerful Great Britain. 1983: From Japan, the mono-shock, or single-shock, trials model from Yamaha would arrive and change the face of the sport forever. 1990: It’s the turn of the Italians, with the aluminium-framed water-cooled Beta Zero model.

WORLD ‘BETA’: JORDI TARRES

Yes, it was the motorcycle superstar from Spain Jordi Tarres who had taken the trials world by storm with his first FIM world title in 1987 on the air-cooled Beta. Missing out to Thierry Michaud (Fantic-FRA) in 1988, Tarres came bouncing back to take the title for Beta from 1989 to 1991 on water-cooled machinery.

It was the fellow Italian motorcycle manufacturer Aprilia who had produced the very first production water-cooled machine in 1989, but success had eluded them despite a substantial financial commitment.

They would have to wait until 1992 to reap their rewards with Finland’s Tommi Avila and his and Aprilia’s only FIM World Trials title.

The transition from the air-cooled to the prototype water-cooled Beta has been well documented in earlier issues of Trial Magazine, but here we focus on the new-for-1990 production model Beta Zero and its first major international success.

‘WOW’ FACTOR

When the wraps were taken off the new 1990 model Beta Zero at the endof-season Milan Show in Italy, it was undoubtedly a case of ‘Wow’ factor as it looked stunning. Whether it was the frame or the engine which attracted the most attention, we will never know; they were both talking points amongst the enthusiastic crowds of onlookers.

Frame and Suspension: The frame is fabricated totally from aluminium in a box-type structural steel with a twin-spar design as the main backbone, which includes a built-in fuel tank. The rear subframe and twin front down spars are detachable, manufactured in cast Trial Magazine • June-July 2020

Inverted front forks provided shock absorbing control in the right leg and spring pre-loading control in the left leg.

“…with its stand-out aluminium frameand inverted front forks, brought a touch of MotoGP to the trials world.” aluminium and fastened to the mainframe via two sturdy location points at the front and rear. The innovation goes even further with the aluminium swinging arm that is formed by the extruded process. The trend of fitting inverted or upside-down front forks continues with the latest Paiolis, while at the rear the frame incorporates a fully adjustable Corte Cosso shock absorber.

Engine: The water-cooled, single-cylinder two-stroke power provider has undergone a significant development program from its introduction at the 1989 SSDT where Tarres retired on the first day. Since that day in May, Jordi Tarres had dominated the world championship on the prototype Zero, winning ten consecutive rounds to arrive at the production Zero in 1990. Yes, the Italians are quick learners in the field of engineering. The engine cylinder provides seven transfer ports with a Gilnisil coating for optimum performance at all temperatures. It is water-cooled from the aluminium radiator mounted at the front of the engine. The vital water pump, forcing water around the cooling system, is located at the rear of the engine for its protection. The gearbox provided six usable gear ratios, with drive provided through a new friction material on the plates to provide a very light and effective action. The three-part exhaust system allowed the gases to escape under controlled conditions, exiting from an aluminium silencer. Once in production, a 240cc and 260cc model would be available.

Aesthetics: It was most certainly, shall we say, eye-catching, with its stand-out aluminium frame and inverted front forks brought a touch of MotoGP to the trials world. Using new manufacturing processes, the plastics were finished in a nice shade of red to complement the whole machine package. In truth, everyone wanted one, including a certain Steve Saunders, which leads us nicely to the 1990 Scottish Six Days Trial.

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Game changer • Beta Zero 1990

It’s off to work Steve Saunders style – check out the name on the Bosco gloves!

SAUNDERS SIGNS FOR BETA

Yes, that was the headline in the trials world in January 1990. The reigning British Trials Champion since 1983 was moving to a UKsupported team, Screenart Beta. It would be his first year without a factory-supported ride, having ridden for Bultaco, Armstrong/CCM, Honda and Fantic in a long and victorious career to date. Brian Smith was the man behind Screenart, and John Lampkin was the official Beta UK importer. Along with a team of other trade sponsors, Saunders would be taking on the world with the new Beta Zero. In truth, there was no room for Steve at Beta in Italy, who had presented their factory-supported team riders in late 1989 which included the following: Jordi Tarres (ESP); French riders Philippe Berlatier and Pascal Couturier; Peter Jahn (FIN) and the Italian riders Renato Chiaberto and David Marchi. As I had already affirmed, it was quite a shock to the trials world when Steve moved from Fantic to Beta.

In the UK John Lampkin already had some fast-emerging talented riders in Robert Crawford and Wayne Braybrook, and Steve would most certainly be kept on his toes in this competitive team.

It’s team-talk time as Steve Saunders fits a new front Michelin tyre.

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Robert Crawford (Screenart Beta) looked very strong at the start of the week.

STILL STRONG

It was like a breath of fresh air for Steve with the move to Beta after a challenging final year in the Fantic team; in truth, he was more than happy to move to pastures new.

He was still strong and hungry for success even though the new breed of younger riders in the UK were out to beat him — Crawford and Braybrook in particular. Saunders proved them all wrong by winning the first three rounds of the ACU British Championship, but in the FIM World Trials Championship he was not Great Britain’s number one rider any more. After four rounds, taking in Ireland, Great Britain, America and Canada, it was Robert Crawford who held the upper hand by just three points in his favour. Just for the record, Tarres was still unbeatable on the new Zero. The next major event in the trials calendar was the Scottish Six Days Trial; it was all about to get very serious.

SAUNDERS OR CRAWFORD

Both Robert Crawford and Steve Saunders arrived in Fort William quite happy with life.

They presented their Screenart Beta machines for the traditional Weigh-In day on the Sunday before being left securely in parc fermé.

Tyre pressure check time.

After a really bad Tuesday score Steve Saunders (Screenart Beta) never gave up the fight for victory.

They travelled together for the transatlantic trip to both the American and Canadian world rounds; the banter was jovial as ever. The problem though was they both wanted to win the 1990 Scottish Six Days Trial. Saunders was the favourite, having first won in 1988 followed by the win in 1989. Would he join the other triple winners: Hugh Viney (AJS) 1947–1949; Mick Andrews (Ossa) 1970–1972; Martin Lampkin (Bultaco) 1976–1978; and Thierry Michaud (Fantic-FRA) 1984–1986? Or, would we see Crawford win after his first attempt a year earlier finishing sixth?

MONDAY

SAUNDERS 7 MARKS LOST. CRAWFORD 11 MARKS LOST.

The opening day had seen a very confident Crawford looking on-target to open up a small but significant lead as the day closed until he arrived at the final group of hazards for the day named Rubha Ruadh. Riding on the flat in one of the three hazards, a small fleck of paint had found its way into the Beta from a refuelling can and blocked the jet in the carburettor, resulting in five marks added to the six he had already dropped. It was advantage Saunders.

Steve fitted a new Michelin tubeless rear tyre for every one of the six days.

June-July 2020 • Trial Magazine

Game changer • Beta Zero 1990

Team Screenart Beta 1990 Scottish Six Days Trial: John Lampkin, Stephen Hole, Wayne Braybrook, Robert Crawford, John Buttons, Brian Smith and Steve Saunders.

TUESDAY

CRAWFORD 4 MARKS LOST; TOTAL: 15.

SAUNDERS 19 MARKS LOST; TOTAL: 26.

Just when Crawford thought it was all lost on the opening day, it was the turn of Saunders to suffer. Saunders, at number 122, was riding in front of Crawford at 168. Steve had a nightmare of a day to part with 19 to Robert’s mere four marks lost. It looked like the previous year’s winner had blown his chances as early as the second day. Four new hazards at Creag Lundie were introduced for the first time in the event.

WEDNESDAY

CRAWFORD 13 MARKS LOST; TOTAL: 28.

SAUNDERS 17 MARKS LOST; TOTAL: 43

It was Steve Saunders’ turn to have his early day at the front of the riders in the event. He

was happy with his score of 17 marks lost for the day to move up to second position behind Crawford, who scored the best performance for the second consecutive day. Having a really good week on his new Beta Zero was Wayne Braybrook who, with some consistent riding, was in third position overall on 47 marks lost.

Could one of these two rein in the runaway leader Crawford?

THURSDAY

CRAWFORD 6 MARKS LOST; TOTAL: 34.

SAUNDERS 1 MARK LOST; TOTAL: 44.

In what was expected to be a tough day for Robert, riding at the front of the entry on his early day, and with Steve at the back, it turned out far better than he expected. His loss of six marks for the day still gave him a clear 10-mark

advantage over second-placed Saunders, who parted with just a single mark. With Braybrook now on 54 marks lost in third position, it looked like the battle was coming to a conclusion in Crawford’s favour with just two days remaining.

FRIDAY

CRAWFORD 7 MARKS LOST; TOTAL: 41.

SAUNDERS 2 MARKS LOST; TOTAL: 46.

Due to the running order with the numbers, Saunders was again riding in front of Crawford.

A pattern soon started to emerge. Saunders opened the day very confident as Crawford began to part with marks. Steve was rewarded with some excellent riding as he began to pull the advantage Crawford held over him back to his favour. It was also a good day for John Lampkin, who lost just five marks to record the second-best score for the day behind Saunders.

SATURDAY

SAUNDERS 1 MARK LOST; TOTAL: 47.

CRAWFORD 7 MARKS LOST; TOTAL: 48.

Looking like a winner all day, it was Saunders at his best once again to record the lowest score and, with it, take the victory. There had been some disputes over the final scores but history records that Steve Saunders won. The Italian 260cc Beta Zero became the first watercooled aluminium-framed machine to win this prestigious and iconic event. It wasn’t just coincidence how good the machine was as it filled the top five positions in the trial. History had been recorded..

SCOTTISH SIX DAYS TRIAL 1990

RESULTS: 1: Steve Saunders (Beta) 47; 2: Robert Crawford (Beta) 48; 3: Wayne Braybrook (Beta) 85; 4: Steven Hole (Beta) 86; 5: John Lampkin (Beta) 92; 6: Tony Scarlett (Gas Gas) 96; 7: Rob Sartin (JCM) 102; 8: Philip Alderson (Yamaha) 104; 9: Les Winthrop (Fantic) 110; 10: Stephan Merriman (Fantic-NZ) 111.

It is Saturday afternoon on day six of the SSDT; the trial has finished, but who has won?

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BLACKFORD CHALLENGE TEAM TROPHY: Screenart Beta BEST MACHINE 251CC–350CC: Steve Saunders (260cc Beta).

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Benchmark • SSDT

DOUGIE LAMPKIN UNBEATABLE

Records or ‘Benchmark’ targets are always there to be beaten; it’s the dream of many younger trials riders to aim for the ultimate goal, to set a record or aim for the benchmark to achieve a certain standard. In my opinion, winning the iconic and world-famous Scottish Six Days Trial is a prime example of a benchmark. It may be more achievable than an FIM Trial World Championship title – I dare you to ask any trials rider which he would prefer to win! Over the last few years we have seen Toni Bou win 27 FIM World Championships, some record I am sure we will all agree; is he the best motorcycle trials rider we have ever seen? In the FIM world it’s a strong yes, just check out the statistics; but move away from the arena of indoor and outdoor events, and we see a very different picture, as we are about to find out.

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SSDT • Benchmark

A

certain Dougie Lampkin has won seven FIM Trial World Championships and five FIM Indoor World Championships. Still, you can also add the ‘benchmark’ 12 Scottish Six Days Trial victories – and let’s not forget six Scott Trial victories. A very high standard of riding over such a long period of time for any rider, I think you will agree.

I feel very privileged to have witnessed the majority of these victories from both riders during my lifetime. I have been able to observe these exceptional two-wheeled athletes in action. No one will ever beat the FIM victories of Toni Bou, and no one will beat the Scottish Six Days victories of Dougie Lampkin. It’s a fact, they are unbeatable! As the Toni Bou victories have been very well documented we take a look back at the 12 Scottish Six Days Trial victories of that man – Dougie Lampkin.

1994: FATHER AND SON

With the world at his feet, and the support of his family and many sponsors, Dougie committed himself to a career in the motorcycle trials world. The ‘Scottish’ would revolve around three riders, with a mixture of the young pretender Dougie Lampkin taking on the experienced riders in Steve Colley and Robert Crawford. Joint leader on the first day with Saunders, Lampkin let his rivals know he meant business. As the weather turned to rain Lampkin retained his lead through both Tuesday and Wednesday.

Thursday was a challenging day as for the second time the rear shock absorber broke on the Beta. Effecting a quick change, he still held a slender single-mark lead. Friday was his disaster day, as he parted with ten marks as both Colley and Crawford came good with a single loss each. On Saturday, he closed the victory with the best daily score of one mark lost.

RESULTS: 1: Dougie Lampkin (Beta) 39; 2: Steve Colley (Beta) 47; 3: Robert Crawford (Yamaha) 48; 4: Steve Saunders (Gas Gas) 59; 5: John Shirt (Gas Gas) 60; 6: Graham Jarvis (Scorpa) 83; 7: Wayne Braybrook (Montesa) 96; 8: Jason Lawer (Gas Gas) 112; 9: Philip Alderson (Yamaha) 117; 10: John Lampkin (Beta) 119.

1995: PROVING THE POINT

1993: LIVING THE DREAM

After many years of watching the event from the comfort of being ferried around in a warm, dry vehicle, it was the time in 1993 to start living the dream for ‘Scooter’, which was the nickname given to Dougie in his early days. Based on the successful Zero model, the machine he would be riding was the Italian Beta ‘Gara’ or, in English, the ‘Sport’ model.

Riding number 180, he was two numbers in front of the vastly experienced Nigel Birkett, who was given the task of keeping an eye on the young Lampkin by his father and three-time winner of the event, Martin.

In a week where he experienced all the changeable conditions of snow, sunshine and rain found in the Scottish Highlands, he finished a very creditable sixth overall, just beating his sponsor and Uncle John by six marks. The winner would become one of his greatest rivals, Steve Colley.

RESULTS: 1: Steve Colley (Beta) 42; 2: Steve Saunders (Gas Gas) 48; 3: Wayne Braybrook (Gas Gas) 53; 4: John Shirt (Gas Gas) 57; 5: Robert Crawford (Aprilia) 61; 6: Dougie Lampkin (Beta) 77; 7: John Lampkin (Beta) 83; 8: Paul Rose (Yamaha) 87; 9: Graham Jarvis (Aprilia) 94; 10: Stephen Hole (Beta) 104.

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With the future of the event in question with only 180 riders entered, Dougie Lampkin went to Scotland to prove a point. The previous year he had been engaged in a battle with his fellow Beta team rider at the time, Steve Colley, which he won. Based on the Isle of Man, Steve had moved from Beta to Gas Gas and, for many years, had been Great Britain’s number one rider, but he knew Lampkin was challenging that status.

Day one of the six days was a repeat of the previous year as he and Steve Saunders led the way, losing no marks.

Lampkin went clean again on Tuesday before parting with his first marks on Wednesday morning at Chairlift as he retained the lead.

Riding with new-found confidence each day, he remained unchallenged to take victory number two. Despite having the top UK riders in attendance, the event was now in decline.

RESULTS: 1: Dougie Lampkin (Beta) 5; 2: Steve Colley (Gas Gas) 18; 3: Robert Crawford (Yamaha) 37; 4: Steve Saunders (Gas Gas) 38; 5: Adam Norris (Yamaha) 56; 6: Wayne Braybrook (Montesa) 58; 7: John Shirt (Gas Gas) 71; 8: Philip Alderson (Yamaha) 79; 9: Jason Lawer (Gas Gas) 95; 10: John Lampkin (Beta) 98.

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Benchmark • SSDT

1996: THREE-TIME WINNER

Who in the history of the Scottish Six Days Trial thought that we would see a father and son combination be three-time winners? Certainly not me in my lifetime! Martin Lampkin won three consecutive victories on the Bultaco from 1976–1978, and he was delighted for his son as the winner from 1994–1996.

The entries were up just slightly past the 200-rider mark for the event as Dougie decided to go for a faultless ride over the six days, and a clean first day was once again recorded.

Tuesday passed with no marks lost again, and he parted with just one on Wednesday.

Parting with no marks on Wednesday, Graham Jarvis became Lampkin’s new challenger. On Thursday, Lampkin was forced to part with his final two marks for the week to record the lowest winning score of three marks lost since Gordon Jackson (AJS) and his single-mark win in 1961.

RESULTS: 1: Dougie Lampkin (Beta) 3; 2: Graham Jarvis (Scorpa) 9; 3: Robert Crawford (Beta) 23; 4: Steve Colley (Gas Gas) 31; 5: Steve Saunders (Gas Gas) 41; 6: Wayne Braybrook (Montesa) 60; 7: John Lampkin (Beta) 66; 8: John Shirt (Gas Gas) 71; 9: Martin Richards (Beta) 86; 10: Ben Hemingway (Beta) 90.

1997–2007

To fully commit to his FIM World Championship career, Dougie took a sabbatical from the Scottish Six Days Trial. In turn, he was rewarded with seven FIM Trial World Championships and five FIM Indoor World Championships riding first Beta and then Montesa.

2008: A WINNING RETURN

With the return of Yorkshire’s Dougie Lampkin, the young guns had to be at their very best. The Highland holiday did not prove as relaxing for Lampkin as expected, as hot weather kept him on the boil in his quest for the win.

With a mass of trials fans in the Scottish Glens and an entry back to full capacity at 275, the weather played its part to provide a memorable week.

He arrived in Scotland looking very relaxed despite his wife having given birth to a second son only a few weeks before. His week went pretty much to plan, as he led or was joint leader on all of the six days.

His highest scoring day was Friday, his early day, as he dropped three marks. He relied on all his experience to manage a clean day on Saturday to record his win in this prestigious event and reflect on an enjoyable week.

RESULTS: 1: Dougie Lampkin (Beta) 5; 2: Michael Brown (Beta) 10; 3: James Dabill (Montesa) 23; 4: Jordi Pascuet (Beta-E) 23; 5: Wayne Braybrook (Gas Gas) 23; 6: Sam Haslam (Gas Gas) 27; 7: Liam Walker (Gas Gas) 33; 8: Graham Jarvis (Sherco) 35; 9: Gary Macdonald (Sherco) 36; 10: Dan Thorpe (Gas Gas) 40.

2009: SO CLOSE

Dougie knew he had the opportunity to equal the five wins recorded by Sammy Miller and Mick Andrews. The week’s weather had taken a turn for the worse with some of the wettest conditions recorded. It had not been an easy week, and he and his brother Harry had resorted to carrying the machines across the swollen rivers on the Wednesday.

On a drier Friday, he again lost no marks to hold the lead.

On Saturday, at the Lower Mamore sections, he had the tyre come off the rim and needed a ‘three’ to push out of the section.

Knowing he had a few marks in hand the final drama would be on the last section at Ben Nevis. It featured a steep nasty step and, as Lampkin hit the step, he slipped back off it and recorded a five-mark penalty; he still won, by just a single mark from Alexz Wigg.

RESULTS: 1: Dougie Lampkin (Beta) 17; 2: Alexz Wigg (Beta) 18; 3: Ian Austermuhle (Beta) 22; 4: James Dabill (Gas Gas) 28; 5: Sam Haslam (Gas Gas) 32; 6: Michael Brown (Sherco) 32; 7: James Lampkin (Beta) 43; 8: Dan Thorpe (Gas Gas) 46; 9: Gary Macdonald (Sherco) 46; 10: Ben Hemingway (Beta) 48.

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SSDT • Benchmark

2012: TIE BREAKER

Yes, it was win number six as he set the standard over the six days.

Starting off as he intended to go on, he was clean on the first two days, losing no marks, and then parted with a single mark on the Wednesday.

With Thursday turning into a tough day, due to the adverse weather, he remained in charge and on top. His early day would be Friday, and he would see his lead disappear to just one mark going into the final day. Lampkin has always been cool under pressure, though.

Despite the tension of the day, he would win the record-breaking event for the sixth time by virtue of having remained clean for the longest during the week, after he and second-placed James Dabill had recorded an equal number of cleans, ones, twos, threes and fives over the six days. Lampkin had raised the bar with this new record.

RESULTS: 1: Dougie Lampkin (Gas Gas) 15; 2: James Dabill (Beta) 15; 3: Michael Brown (Gas Gas) 21; 4: Dan Thorpe (Gas Gas) 31; 5: Alexz Wigg (Gas Gas) 32; 6: Ian Austermuhle (Beta) 38; 7: Jordi Pascuet (Jotagas-ESP) 38; 8: Sam Connor (Beta) 42; 9: Jack Challoner (Beta) 43; 10: Sam Haslam (Gas Gas) 50.

2013: BEYOND DOUBT

Taking his seventh win in this wet Scottish Six Days Trial riding the Spanish Gas Gas, the 37-year-old was under attack all week from the youngsters, but rode with determination to see off any potential challengers. He had not competed in events since the previous year’s Scott Trial and arrived in Scotland with a very relaxed attitude, but once the event was underway, the hammer came down.

With the best daily awards taken on three of the six days, he was joint best with Alexz Wigg on the Wednesday, and he went into a very determined mode, especially on the tough Friday route when the heavens opened.

Behind Lampkin came two-time winner of the event, James Dabill, who staged a fantastic comeback after wallowing in a lowly 18th position on day one when he had machine problems. The 15-mark winning margin showed what a tremendously strong ride Dougie had over the six days of competition.

RESULTS: 1: Dougie Lampkin (Gas Gas) 11; 2: James Dabill (Beta) 26; 3: Gary Macdonald (Sherco) 32; 4: Ross Danby (Jotagas) 33; 5: Sam Connor (Beta) 35; 6: Ian Austermuhle (Beta) 38; 7: Alexz Wigg (Gas Gas) 39; 8: Dan Thorpe (Gas Gas) 44; 9: Tom Sagar (Montesa) 44; 10: Jordi Pascuet (Jotagas-ESP) 46.

2014: DL 12

‘Could DL 12 keep winning?’, was the question. Having committed himself to a new exciting trials project with the brand Vertigo, he arrived in Scotland with a Gas Gas’ cloned’ machine titled the DL12; named in recognition of his 12 FIM world titles.

Riding number 130 he was never ‘headed’ throughout the six days of competition in the Highlands. He stayed at the head of the results sheet all week to make the yellow leader-board his own after he first shared it on the opening day with James Dabill and Sam Connor as all three riders parted with no marks.

It was Lampkin’s first competitive trials outing of 2014, but he had shown no signs of being rusty over the six days. The old-school ‘No-Stop’ riding with open hazards was proving a winning formula for the event as it was once again over-subscribed as riders wanted a part of the SSDT action.

RESULTS: 1: Dougie Lampkin (DL 12) 14; 2: James Dabill (Beta) 22; 3: Sam Connor (Beta) 31; 4: Guy Kendrew (Beta) 35; 5: Michael Brown (Gas Gas) 35; 6: Jordi Pascuet (Jotagas-ESP) 38; 7: Ross Danby (Jotagas) 43; 8: Dan Thorpe (Gas Gas) 44; 9: Sam Haslam (Gas Gas) 46; 10: Gary Macdonald (Sherco) 49.

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Benchmark • SSDT

2015: VERTIGO TO VICTORY

The elation at winning with a totally brand-new machine, shared between the owner of Vertigo Manel Jane from Spain and its rider Dougie Lampkin, was clear to see. Run by the Edinburgh and District Motor Club, the event has witnessed many landmark occasions in its history as a legendary motorcycle trials event. It is still the showcase for any manufacturer who wants to prove its product in the most extreme of conditions.

This year’s competition saw the weather of all four seasons over the six days of action to prove the point. Lampkin would be entering the

two-stroke Spanish Vertigo machine, which was an unknown entity.

After six days of competition, he came out as the winner taking the Vertigo to victory. It’s an achievement that no other manufacturer can stake a claim to as it’s the first time a new manufacturer has taken the winner’s trophy.

RESULTS: 1: Dougie Lampkin (Vertigo) 19; 2: Gary Macdonald (Gas Gas) 30; 3: Sam Haslam (Gas Gas) 30; 4: James Dabill (Vertigo) 42; 5: Richard Sadler (Beta) 43; 6: James Fry (Sherco) 49; 7: Jack Sheppard (Jotagas) 56; 8: Guy Kendrew (Beta) 57; 9: Ben Hemingway (Beta) 59; 10: Andy Chilton (Beta) 60.

2016: PROUD AND EMOTIONAL In the world of motorcycle trials, the Lampkin family name is the one most associated with the sport. In 1975, Martin Lampkin became the very first FIM World Trials Champion, and over the years 1976 to 1978, he dominated the Scottish Six Days Trial. He was following in the footsteps of his older brothers Arthur, who won in 1963, and Alan in 1966. Wind the clock forward to 1994 when the young rider who had matured into a world-beater, Dougie Lampkin, won his first ‘Scottish’.

Over the following years, supported by his family, he would take further SSDT wins. In the same year, his father, Martin, passed away; it was a massive loss to his family as well as to the sport. Dougie arrived at this year’s event chasing a record-breaking tenth victory at the Highland event. He did the Lampkin name proud as he took the win in a very emotional week of trials riding.

RESULTS: 1: Dougie Lampkin (Vertigo) 17; 2: Michael Brown (Gas Gas) 26; 3: James Dabill (Vertigo) 32; 4: Jack Sheppard (Beta) 39; 5: Sam Haslam (Gas Gas) 47; 6: Alexz Wigg (Gas Gas) 51; 7: Sam Connor (Beta) 51; 8: Gary Macdonald (Scorpa) 52; 9: Joe Baker (Sherco) 53; 10: Tom Sagar (Sherco) 60.

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SSDT • Benchmark

2017: ONE-DAB WINNER

Winners are a rare breed; such is the strength of their desire to finish in first position. Then we have the winners who want to break records which, as you would expect, comes with accumulating victories.

Dougie Lampkin went to the ‘Scottish’ as a very young boy knowing his famous uncles and cousins had competed, with the three brothers Arthur, Alan and Martin taking victories.

In 2017, his single-mark winning score equalled that of Gordon Jackson in 1961, but Lampkin parted with his on the final day.

I witnessed the single-mark loss on Lower Mamore; did he need it? In my opinion, no, as it was a very calm mark lost. As he exited the section, he had a thoughtful ‘moment’ and then moved to the next hazard, it was just another day at the office. I think you will agree that the title ‘Legend’ sits very comfortably on the shoulders of the Yorkshireman.

RESULTS: 1: Dougie Lampkin (Vertigo) 1; 2: Jack Price (Gas Gas) 9; 3: Michael Brown (Gas Gas) 15: 4: Jack Sheppard (Beta) 16; 5: Thomas Minta (Gas Gas) 19; 6: Jordi Pascuet (Gas Gas-ESP) 20; 7: Gary MacDonald (Scorpa) 22; 8: Sam Haslam (Gas Gas) 23; 9: Andy Chilton (Scorpa) 28; 10: Sam Connor (Beta) 31.

2018: SO CLOSE

Who could have predicted the drama that was to unfold on the slopes of Ben Nevis in the sunshine at the conclusion of the trial as Dougie Lampkin snatched the victory from the hands of James Dabill having led the event from day one.

These two top trials riders, both previous winners and mutual friends, fought every day to gain an advantage over one another, neither giving anything away in their quest for victory. They both remained clean after two days and, on Wednesday, Dabill opened up a small advantage. Dabill had his early day on Thursday, with Lampkin his on Friday, but the advantage remained in Dabill’s favour.

It was all to play for on Saturday morning until in a cruel twist of fate as he fived the final hazard. In a calm execution, Lampkin parted with one more mark to extend his total of victories at the event to a record twelve.

RESULTS: 1: Dougie Lampkin (Vertigo) 8; 2: James Dabill (Beta) 11; 3: Gary MacDonald (Scorpa) 18; 4: Jack Price (Gas Gas) 18; 5: Jack Sheppard (Sherco) 24; 6: Sam Connor (Beta) 25; 7: Andy Chilton (Scorpa) 29; 8: Richard Sadler (Beta) 31; 9: Guy Kendrew (Beta) 36; 10: Sam Haslam (Gas Gas) 36.

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TRIALS MOTORCYCLES Young Blair Walker taking charge of his 2020 Scorpa Twenty Factory 125

2020 MODELS IN STOCK NOW

NEW AND USED MACHINES AVAILABLE

Call now: 01333 311744 www.DuncanWoodTrialSport.com Email duncan.wood@btconnect.com 106 Duncan Wood Trials Sport HP 0220.indd

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Locator • Find your local dealer

DEALER LOCATOR 01 2T-Offroad

Tel: 01592 772867 Email: trials2t-offroad@Hotmail.com Area: Kirkcaldy, KY1 4DE

02 AB Motorcycles

Tel: 01685 382100 Email: barrie-ab@hotmail.com Web: www.abmotorcycles.co.uk Area: Merthyr Tydfil, CF48 2SR

03 Acklams Motorcycles

Tel: 07957 148588 / 07540 591410 Email: sales@acklamsbeta.co.uk Web: www.acklamsmotorcycles.com Area: Harrogate, HG3 2BG

04 Active Bikesport

Tel: 01761 241887 Email: activebikesport@gmail.com Area: Radstock, BA3 4PD

05 AG Bikes

Tel: 01748 886356 Email: gebrownson@f2s.com Area: Reeth, DL11 6NH

06 Andy Metcalfe Motorcycles

Tel: 01287 638030 Email: andymetcalfemotorcycles@gmail.com Web: www.andymetcalfemotorcycles.com Area: Guisborough, TS14 7DH

07 Birkett Motosport

Tel: 01229 716806 Email: nigel.birkett@talk21.com Web: www.birkettmotosportukltd.com Area: Broughton in Furness, LA20 6EZ

08 Bob MacGregor Trials Academy

Web: www.trialsacademy.co.uk Area: Annick, KA3 4EH

09 BVM Moto UK

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

10 Craigs Motorcycles

Tel: 01924 488117 Email: aaron@craigsmotorcycles.com Web: www.craigsmotorcycles.com Area: Dewsbury, WF13 1HX

11 East Neuk Trials Motorcycles

Tel: 01333 311744 Email: duncan.wood@btconnect.com Area: Fife, KY10 2RB

18 RAS Sport

Tel: 01484 711720 Email: andrew@rassport.com Web: www.rassport.com Area: Brighouse, HD6 1LH

19 RCM Trialsport

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

20 South West Trials

12 Feetup

Tel: 01395514287 Mail: southwesttrials@gmail.com Web: www.swtrials.co.uk Area: Sidmouth, EX10 9DN

13 Inch Perfect Trials

Tel: 01726 816181 Web: www.stblazeymx.co.uk Mail: sales@stblazeymx.co.uk Area: St Blazey, PL24 2RN

14 Inta Bikes

Tel: 01298 766 813 Email: sales@trialendurodirect.com Web: www.trialendurodirect.com Area: Buxton, SK17 9JL

15 John Lee & Sons Motorcycles

Tel: 01334 840414 Email: john@tytrials.com Web: www.tytrials.com Area: New Gilston, KY8 5TF

Tel: 01723 865577 Email: alan@feetup.wanadoo.co.uk Web: www.feetuptrialsport.co.uk Area: Scarborough, YO12 4QB Tel: 01200 448130 Email: sales@inchperfecttrials.co.uk Web: www.inchperfecttrials.co.uk Area: Whitewell, BB7 3AU Tel: 01622 688727 Email: intabikes@btconnect.com Web: www.intabikes.co.uk Area: Maidstone, ME15 6HE

Tel: 01933 312827 Mail: johnlee.mc@btconnect.com Web: www.johnleemotorcycles.co.uk Area: Higham Ferrers, NN10 8BP

16 Marsh MX

Tel: 01685 385201 Email: Anthony@marshmx.co.uk Web: www.marshmx.co.uk Area: Merthyr Tydfil, CF47 8PE

17 Mickey Oates Motorcycles

Tel: 0141 332 7374 Email: sales@mickeyoates.com Web: www.mickeyoates.com Area: Glasgow, G4 9XP

21 St Blazey MX

22 TrialEnduroDirect

23 Trail & Trials UK

24 Trials UK

Tel: 0113 281 8242 Email: sales@trialsuk.co.uk Web: www.trialsuk.co.uk Area: Horsforth, LS18 5NX

25 Winchester Off Road Honda

Tel: 01962 771122 Email: mike.carter@huskysport.co.uk Web: www.worhonda.co.uk Area: Winchester, SO24 0QA

FOR THE LATEST PRODUCTS AND DEALS, HAVE YOU 108

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