Trial Magazine Issue 82 August-September 2020

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August-September 2020

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MOTORCYCLE • CYCLE • SIDECAR • CLASSIC • COMPETITION • FEATURES

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Trial Magazine • Welcome

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

WELCOME FEATURES MACHINE

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THE TEAM Co-Managing Directors John Hulme & Charles Benhamou

LADIES

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Executive Director Philippe Benhamou

FOCUS

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ELECTRIC STARTER

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INTERNATIONAL

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FLASHBACK

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CATCH UP

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Editor John Hulme

(NUJ No: 949620)

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

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.

Proof reading Jane Hulme and Davina Brooks Commercial Manager John Hulme england@trialmag.com Design and Production Dean Cook The Magazine Production Company www.magazineproduction.com

Hugo Jervis

2000 Hawkstone Park

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Michael Brown

2000 European Championship

ETIQUETTE Observing

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Trial Magazine • August-September 2020

TRRS ONERR 250E Catch Up

Printing: Buxtons Press © 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.

Vertigo R2 and DL Replica

TALK TRIALS: TONI BOU

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NEWS

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OBSERVATION BERNIE SCHREIBER

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Cover: Nigel Birkett (Scorpa) Photo Credit: Trials Media

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Talk trials • Toni Bou

PROUD TONI BOU

The Montesa Cota 301 RR has been nominated in 2020 for the Industrial Design Gold Delta in Spain. Yes, that is correct what you have just read; it makes the Bou family so proud to be associated with the iconic Spanish motorcycle manufacturer Montesa – my father in particular. I sometimes have to pinch myself when I look back to the very beginning of my success with the four-stroke Cota 4RT in 2007 as it seems like a lifetime ago!

Words: Toni Bou with John Hulme • Pictures: Montesa

In a year when Montesa celebrates 75 years of motorcycle manufacturing and production, the nomination from the ADI-FAD (Industrial Design Association for the Promotion of Arts and Design) is a tremendous honour, to say the least. With this nomination, the new Montesa Cota 301 RR model will be a part of the 'Delta 2020 Selection' as it aspires to win the Golden, Silver or Bronze Delta award. In this way, Montesa continues to demonstrate its capacity for innovation and design in all its products. It has already earned it two Delta awards for two of its most popular and iconic models; the Golden Delta award for the Montesa Impala, and Silver Delta award for the Cota 247.

Historically the Delta selection committee has sought to recognise the work of industrial designers and manufacturing companies, and it's a true benchmark for the sector and an incredible platform for brand promotion and public recognition.

Yes, I have won the 27 FIM Trial World Championship titles, but it is the team behind the machine who also contributes to this success. As I have said all along, I only have to ride the machine; it's the team behind it which makes us into a winning combination. The award ceremony will be held on November 24th during Barcelona's Design Week.

As you read this column, you will know that we have had the news that the FIM Trial World Championship has four proposed dates. We have all trained hard while waiting for this day, and the season to start, but we must all remember that it's our own duty to stay safe and well.

Until next time – Toni' Dynamite' Bou.

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August-September 2020 • Trial Magazine

THE CHOICE OF CHAMPIONS.

13 27

20YM COTA 301RR REPRESENTATIVE FINANCE EXAMPLE* Manufacturer’s Recommended Retail Price (Cash Price) £7,999.00 Deposit

£2,162.20

Amount of Credit

£5,836.80

36 Monthly Payments

£109.00

Final Payment inc Option to Purchase Fee

£2,809.65

Total Amount Payable

£8,895.85

Representative APR

6.9%

Fixed Interest Rate p.a.

6.60%

6.9% APR

REPRESENTATIVE

ON 20YM MONTESA COTA 301RR MODELS

INTRODUCING THE NEW COTA 301RR - THE MOST RACING-ORIENTED TRIAL BIKE. Dominate the competition with the new 2020 Montesa Cota 301RR — a racing-oriented Trials machine built to take you to the top step.

An enlarged 298 cc engine with a new ECU and redesigned crankcase help make the machine feel lighter and more controllable.

The higher rear fender, new slimmer and more angular fuel tank and new LED headlight all add to the more aggressive and sharper lines, giving the Cota 301RR a sportier look and a modern touch. The new Montesa Cota 301RR: How high will you take it?

Visit your local dealer to find out more.

honda.co.uk

0345 200 8000

Lease Purchase Terms & Conditions: *New Montesa Honda RT301RR 20YM (all variants) orders from 1st May 2020 to 31st August 2020 and registered by 31st August 2020. Subject to model and colour availability. Representative Example based on 3 years 6.9% HP; £10 option to purchase fee applies. The final payment must be paid at the end of the term. Offers applicable at participating dealers and are at the promoter’s absolute discretion (excluding Channel Islands). Indemnities may be required in certain circumstances. Finance is only available to persons aged 18 or over, subject to status. All figures are correct at time of publication but may be subject to change. Honda Franchise Dealers are credit brokers, not lenders. Credit provided by Honda Finance Europe Plc. Cain Road, Bracknell, Berkshire RG12 1HL. Honda Financial Services is a trading name of Honda Finance Europe Plc. a company registered at Companies House No 03289418. Honda Finance Europe plc is authorised and regulated by the Financial Conduct Authority, Financial Services Register number 312558.

News • The world of trials

GASGAS 2020 TXT RACING ARRIVES IN THE DEALERS

The arrival of the 2020 TXT Racing range into dealers, including in the UK, marks a new era and a new approach for the GASGAS brand within the KTM family. It’s been a test to bring every element together during the pandemic but, while work was underway to recommence production in Girona, the brand was being incorporated into many other aspects of KTM to ensure GASGAS establishes its own character and thrives under its new ownership.

The most pressing issue in the UK was to build a new GASGAS sales network. Each dealer showcasing new enduro and motocross ranges alongside trials models to expose all elements of the GASGAS to customers. The network is coming on-stream now as an amalgamation of existing GASGAS dealers – and the distributor – and KTM Group dealers.

KTM is very pleased with the progress that has been made with some great dealers on board, and they are now looking to fill some specific territories

to ensure that we have broad geographic coverage across the country.

The GASGAS approach is to distil the company’s rich heritage and Spanish passion and blend this with the expertise of the KTM Group to create a fun and approachable range of products. ‘GET ON THE GAS’ neatly sums up the essence and energy of GASGAS – it inspires riding, invites daring, tackles challenges and engenders a community of riders

75 YEARS OF MONTESA’S HISTORY

Palau Robert is holding an exhibition that tells the story of Montesa’s 75 years of history, being the oldest motorcycle brand in Spain and also in the world! The exhibition ‘Montesa the forging of a Legend’ can be visited at the Palau Robert in Paseo de Gracia in Barcelona until 6th September 2020.

Nowadays Montesa manufactures five models of trial motorcycle, carrying on the reputation, since the presentation of the first motorcycle manufactured that would set in motion a business adventure known for its sporting successes in the motorcycle world, for the emblematic designs of its motorcycle models.

The exhibition takes us on a chronological tour of the brand founded by Pere Permanyer, showcasing 43 different models of motorcycles on loan from various collectors and the Permanyer Collection in the Museum of Science and Technology of Terrassa. It features legendary models from the motorcycle industry such as the Impala, Brio, Cota, Cappra, and other more surprising models such as the Mini Mini, and the first model to come off the production plant the A-45.

ELECTRIC MOTION LIMITED EDITION EPURE COMP

This new limitededition model from the French-based electric motorcycle manufacturer Electric Motion once again brings another dynamic addition to its already expanding batterypowered motorcycle range. Based on the Epure Race – diaphragm clutch – it comes with high-performance equipment and a new powertrain and includes: Reiger rear shock absorber; TECH branded Racing Aluminium Factory forks; new clamps with changes to the geometry and design; anodized parts; new transmission; more power, torque and engine inertia; mew battery software; and optimized controller. It is all finished off with a new graphic design to complement the many changes on this model.

INTERNATIONAL DIRT BIKE SHOW 2020

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

who want to be in the thick of the action.

KTM has seen this spirit already with its Factory Racing teams competing across a range of disciplines, and this will be followed by a wave of fervent GASGAS riders ready to extract every ounce of enjoyment from their riding.

Information on the machines, our new dealer network and Factory Racing activities are available at www.GASGAS.com

August-September 2020 • Trial Magazine

Due to the current situation with the coronavirus pandemic, Morton’s Events have decided to postpone the International Dirt Bike Show due to be held at Stafford Showground on the 31st October & 1st November 2020.

Safety, wellbeing and enjoyment are essential parts of any show and, under the current government guidelines, it doesn’t believe that this can be successfully achieved. It will be back in 2021; the dates will be confirmed in due course. Ticket enquires: email customerservices@mortons.co.uk. or call 01507 529 529. Trade enquires, email: exhibitions@mortons.co.uk.

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

News • The world of trials

2020 GASGAS TXT GP SHERCO Following the recent launch of the 2020 GASGAS TXT RACING line-up, GASGAS are pleased to confirm the availability of the TXT GP range.

The factory edition flagship trials machines feature an extensive list of upgraded and premium components to ensure optimum performance and will have a limited production run of 550 units globally.

Using the experience and know-how earned from 15 successful FIM Trial World Championship campaigns, each GASGAS TXT GP model is designed and built to deliver uncompromised performance when used on the most challenging terrain. Providing riders with everything they need to perform at the very highest level, all TXT GP models feature parts used on the official GASGAS Factory Racing machine of Spain’s Jorge Casales.

Available in four engine capacities of 125cc, 250cc, 280cc and 300cc, the TXT GP models deliver the proven stability, accurate steering, minimal weight and smooth, controllable power attributed to all GASGAS machines. Fitted with premium suspension components, a carbon fibre airbox, factory racing graphics and many other technical highlights, GASGAS TXT GP models allow riders to excel no matter how difficult the competition. All parts featured on TXT GP machines are available for purchase from official GASGAS motorcycle dealers for use on all TXT RACING models. www.GASGAS.com

FAJARDO REPLICA

A new limited-edition machine has been added to the Sherco trials range.

Based around the machine that Spain’s Jeroni Fajardo rides, it has the following upgrades: titanium exhaust front pipe; aluminium TECH 39mm Ø front forks giving 165mm travel with two settings; Reiger rear shock absorber with three settings; Renthal handlebars; Red anodized billetmachined hubs laced to openwork and lightened front and rear wheel rims.

To complement the addition of these parts to an already proven machine, the ‘Fajardo Replica’ special aesthetics certainly give it that showroom appeal.

Sherco Fajardo Replica A new limited-edition machine has been added to the Sherco trials range.

Based around the machine that Spain’s Jeroni Fajardo rides, it has the following upgrades: titanium exhaust front pipe; aluminium TECH 39mm Ø front forks giving 165mm travel with two settings; Reiger rear shock absorber with three settings; Renthal handlebars; Red anodized billet-machined hubs laced to openwork and lightened front and rear wheel rims. To complement the addition of these parts to an already proven machine, the ‘Fajardo Replica’ special aesthetics certainly give it that showroom appeal. www.sherco.com

TRRS ONE R 2021 Available in 125cc, 250cc, 280cc and 300cc engine sizes the second edition of the ONE R is here and is distinguished among the other TRRS models with its anodized aluminium frame. This model is also available with the electric starter option. With an innovative design and a more exclusive and attractive look, it maintains the lines of the GOLD model and is powered by the engine of the RR. The new ONE R model remains in 2021 with the TECH aluminium front forks, Reiger one-way rear shock and Keihin carburettor plus other top components such as the BRAKTEC monoblock four-piston front brake calliper, Galfer discs, Neken handlebars and different mechanical improvements implemented during the current year.

Technical enhancements include a new air filter box that incorporates a new air inlet with more flow obtaining better performance throughout its range. A new upper baffle guarantees better protection to the foam of the filter as well as better protection against dirt. It is reinforced in the most exposed areas to breakage, which substantially improves its robustness. A new DC regulator allows the motorcycle to always work at a constant temperature increasing

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the performance of the motor in extreme situations. The clutch assembly has improved in internal finishes with closer tolerances to ensure optimum performance. A new SPAL fan ventilator with higher airflow can be found on the RR and GOLD models. The new frame finishing and 2021 graphics complement the model. www.trsmotorcyclesuk.com

August-September 2020 • Trial Magazine

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

2020 AVAILABLE NOW FROM YOUR NEAREST VERTIGO DEALER Key Features New airbox & Twin Air filter

Weight 68kg

New design skidplate

Flywheel weight Kit 366g

Racing throttle body

New location of mapping switch

Factory spec machined rear wheel rim

Vertigo billet alloy footpegs

Intercooler in anodised red

Tech Factory Edition forks

New factory spec exhaust

Vertigo billet machined Factory hubs

Lanyard type kill switch

Reiger 2 way rear shock

Carbon fibre engine case guards

Renthal Fatbar & Vertigo bar pad

www.vertigomotors.com

www.shopvertigotrial.com

Observation • Schreiber’s Section

SCHREIBER

WORLD OF CHANGE

Looking back on 1980, it was a year of both chance and change in the sport of motorcycle trials. It was a chance for new riders with new styles and new manufacturers, but change comes with a price for some when the timing is not perfect. Five years of Bultaco FIM World Championship dominance including my world title in 1979 had ended, younger riders were on the rise with a showcase of new skills with lighter and better-handling motorcycles.

Words: Bernie Schreiber with John Hulme Pictures: Mauri/Fontsere Collection and the Giulio Mauri Copyright, and Francesco Rappini

B

eing a world champion rider does not prepare you for navigating turbulent times and coping with limited factory support. Top riders were moving to other manufacturers, promises were being made without contractual commitments, and the season was in full swing. Hope was still alive, but Bultaco had not paid world championship bonuses from 1979, and the only continued support was with Comerfords, with no Bultaco recovery in sight.

The first part of the 1980 season started off better than the previous year for me. I won the SoloMoto indoor, the world championship round in Spain and returned to the SSDT leading the event halfway through the week; but it was time for change and decisions had to made for the future.

Ironically, my first FIM world round victory was in Sommieres, France on Bultaco in 1978, and the last ride on Bultaco would also be in France. It was a very tough choice to abandon my childhood brand Bultaco but that time had come.

The final world round on the Bultaco was in Saint Christophe, France on the 1st June 1980. The organisers had laid out a demanding three14

lap trial of 60 sections with rocky climbs to test the riders. The results speak for themselves, and it was an emotional day: 1: Bernie Schreiber (Bultaco-USA) 148; 2: Manuel Soler (Bultaco-ESP) 162; 3: Yrjo Vesterinen (Montesa-FIN) 171. After the event, I announced my Spanish Bultaco departure to ride the new prototype Italian Italjet. The factory doors were still closed at Bultaco, and its future looked very uncertain, so there was no option but to move.

Initially, Soler was to join me at Italjet, but in the end, he decided to make his move to Montesa. The once-mighty hold that the Spanish manufacturers of Bultaco, Montesa and Ossa had enjoyed was now moving to Italy as Fantic, SWM, Beta and now Italjet started to break this domination.

Looking back, 1980 was a year of change, but a chance to move the sport and industry forward with additional manufacturers and younger riders from more countries. I broke a few new records in 1980 but did not achieve my goal to repeat a World Championship title.

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

August-September 2020 • Trial Magazine

Shopping • What’s new

WHAT’S ON YOUR SHOPPING LIST?

AIROH CRASH HELMET TRR S Convert. Various Colour Ways.

Web: www.feridax.com

CLASSIC TRIAL MAGAZINE, ISSUE 33 Web: www.trialmaguk.com

HEBO CAMO TRIALS KIT Including CE protection Web: www.apico.co.uk

TRIAL MAGAZINE GYM BAG Web: www.trialmaguk.com

S3 BERNIE LINE SHIRT & PANTS

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

STYLMARTIN ‘REV’ TRIALS BOOTS Colour: Black/Red. Sizes: 42 to 47.

Web: www.trialendurodirect.com

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TIMBERLAND SHEDS

All styles, shapes and sizes Supplied Tel: 01484 723757. Web: www.timberlandsheds.co.uk

August-September 2020 • Trial Magazine

What’s new • Shopping

APICO BETA REAR BRAKE PEDAL Beta Model Fitment. Rev 80 (03-08) & EVO 80 (09-20) Web: www.apico.co.uk

APICO RACELINE ALUMINUM FOOTRESTS Adjustable 60mm Wide. Colour Ways: Black & Silver.

Rev 80 (03-08) & EVO 80 (09-20) Web: www.apico.co.uk

S3 PARTS CARBON FORK PROTECTORS Fitment: Showa & Tech Forks. Various Colour Ways.

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

APICO SLOW ACTION THROTTLE

Fitment: All Trials Models. Modern & Classic.

Web: www.apico.co.uk

S3 PARTS VINTAGE PATRIORT CAP

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

OSET X SIGNAL JACKET Web: www.osetbikes.com

Trial Magazine • August-September 2020

MOTS STEP5 RIDING KIT Various Colour Ways Web: www.trialendurodirect.com

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Paddock • Caught on camera

SMILE

OLD SCHOOL 2000

GET A GRIP LAD

KR

EXCITED

LET’S PARTY

LOVING LIFE 2016

SUMP’S GOOD

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THE BOSS

August-September 2020 • Trial Magazine

Caught on camera • Paddock

RACE DIRECTOR

FLAT OUT

TEAM

WHEN I WAS YOUNG 2000

TWISTER

THE CLASS OF 2014

SLIPPERY

WHO IS LAUGHING?

Trial Magazine • August-September 2020

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M

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CM

MY

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CMY

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D L O B G I B A

Machine • OSET 24.0

P E T S

OSET

The OSET 24.0R, as a pure prototype, was first shown at the 2014 Dirt Bike Show. OSET’ went big’ that year with a huge 12m-wide and 4m-high trade stand that took a full day and a team of eight people to put up and dismantle. In terms of the evolution of the brand, it was a big, bold step.

Words: Ian Smith and Team OSET talking with Trials Media • Pictures: Trials Media, OSET Family, Barry Robinson and Pixel Point 26

August-September 2020 • Trial Magazine

OSET 24.0 • Machine 2003: Ian Smith starts thinking of the future.

W

hen investing in the sizeable exhibition space at the Dirt Bike Show, OSET also committed to a big ‘have a go’ area in one of the outbuildings as well as a 12m x 8m demonstration area sited directly in front of the stand. OSET was in full-force with a team of riders on display. They included: 14-year-old Oliver Smith on the 24.0 and 20.0; Chris Northover, performing forward flips and tricks on his 20.0; nine-year-old Harry Turner, now the National B Class Champion at 14; five-yearold Elliot Smith, now the National C Class’ medium wheel’ Champion on his 24.0R; and Sophie Bailey, now a top Ladies’ Youth B class rider as well as a fair few more. Parents were in tow as part of the OSET family. The table at the hotel at dinner time was probably 40 people. A real team effort, and very much appreciated! Oset’s, Ian Smith tells us more.

The development of the 24.0 was not really on the cards on the build-up to the show.

While it was on our minds, the OSET ‘R&D’ department’s focus was on the MX-10, which we also launched at the show. It was a slightly

Looking every bit a ‘Pro’ rider, Oliver Smith on the 20’ OSET in 2010.

Trial Magazine • August-September 2020

Roll the clock forward to 2008 and OSET production was, shall we say, ‘Flat Out’.

less than full-size prototype electric trials model we were working on at the time. The design directions we were trying at the time were not working as well as we wanted. On the lead-up to the show, it was clear we would have to pretty much start again on that ‘full-size’ project at a later date.

OSET TECH GURU

I had been thinking about the idea of a 24.0 for some time, but I knew there were not enough resources to build one, so I was keeping my mouth shut. With the full-size project suffering hiccups, there was, maybe, a glimmer of hope.

I still remember a small meeting between myself, our OSET fabricator, Tony Lane, the head of R&D, Jason Ross, and our OSET Tech guru, Andy Hogg. It was six weeks before the Dirt Bike Show. To the surprise of everyone, Tony said: “What about building a 24.0 for the

Oliver Smith on the prototype 20’ OSET in early 2008.

Oliver loving life as an ‘Electric’ rider on the OSET in 2013.

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Machine • OSET 24.0

2013: Talk about one man and his dog! This is the brains behind the OSET success, Ian Smith. Trial Magazine’s John Hulme first came into contact with the Smith family in 2007 and the relationship is still as strong as ever.

Team OSET at the 2014 International Dirt Bike Show.

Dirt Bike Show”. Jason’s face was a picture, but I was all for it! I had already done sketches of a new frame style, a trellis, giving a narrow profile and a lot of strength and stiffness.

A difficult thing to build. But Tony was the master and up for it! We literally finished it a day or two before the event.

It had been worked up around keeping weight to a minimum and so had strong mountainbike wheels, a drive system out of the OSET 20.0R, Hope brakes, an alloy sump plate and bodywork pinched off the OSET 20.0R. I feared that every time we go bigger with a model, we wouldn’t achieve our primary goal of being better than petrol counterparts. We had just struggled with a full size. So, could the 24.0 work?

“He took the OSET out there and was back-wheel-hopping across a series of sleepers looking like a younger, and much slimmer, Toni Bou! So the OSET had potential.”

FIRST TIME

The first time the prototype OSET was ridden in anger was at the show. Oliver, being 14 years old at the time, had been riding a Sherco 125cc.

He was too big for the OSET 20.0, but we had nothing for him. Oliver was not enjoying his riding to the same degree he always had in his electric days. The Sherco was okay, but Oliver couldn’t move it around like he wanted to. He

needed to grow and bulk up a bit to be able to throw a heavy motorcycle around. So, with his first time out on the 24.0 prototype. He was a happy boy! He enjoyed riding the 24.0 and being able to do his tricks again.

I remember him taking it to an area where Electric Motion and Mecatecno were doing some have-a-go rides.

He took the OSET out there and was back-

OSET family at the 2014 International Dirt Bike Show.

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August-September 2020 • Trial Magazine

OSET 24.0 • Machine

2014 International Dirt Bike Show.

OSET had a range of machines for the youth riders of all ages and abilities.

The future 24’ lies in waiting at the 2014 International Dirt Bike Show.

wheel-hopping across a series of sleepers looking like a younger, and much slimmer, Toni Bou! So the OSET had potential.

At the Dirt Bike Show, there was a lot of interest and, of course, the assumption that the production version must be just around the corner. As with the MX-10 model, it then took two-and-a-bit more years to get the job done and get to production. In retrospect, that’s pretty impressive.

OUCH!

Along the way the model developed into the production OSET we have now. Changes over time included a new, bigger, custom motor, custom controller, motorcycle rims and tyres both front and rear, frame development and most significant of all, development of the OSET 20ah lithium battery pack.

With safety always coming first, the OSET approach was to bite the bullet and develop to high industry standards. I think the battery tests and UN-38.3 testing alone were about $30,000 plus the destruction of eight batteries for the tests – ouch! But we wanted to do things the right way and not skirt any of the requirements and recommendations.

A 14-year-old Oliver Smith shows the world the capabilities of the OSET 24’ for the first time at the 2014 International Dirt Bike Show.

As pre-production and production models became available, we had a good group of riders to go on them. Myles Hutchinson and Dominic Horne led the way, progressing from high rankings in the small wheel classes on their OSET 20.0s to the medium wheel class on their 24.0s. Their earlier rides were on the smaller motor from the OSET 20.0, which was not quite ‘man enough’, but they both excelled and got some great results on the way.

Rolling along to the present day, the 24.0 has been in production for almost four years and has just had its biggest month of sales ever, something we are very proud of. The Covid-19 lockdown has put a lot of frustrated dirt riders in our direction. Through these months we could have sold twice as many as we did and they were already record months for OSET. Hopefully, we can get more soon.

PLAY MODEL

This unusual period has cemented the role of the OSET 24.0 as a play model. Adults can have loads of fun and learn some excellent skills at the same time.

The 24.0 is now a National Championship winning machine in the hands of Elliot Smith.

Elliot rode against the 80cc petrol machines in the 2019 National C Medium Wheel Class.

Reaching the age of ten, Elliot won six of the eight rounds finishing with a win at Bracken Rocks. He stated it was the ‘highlight of his life’ when he received heartfelt congratulations from his friend and 12-time FIM Trial World Champion, Dougie Lampkin. Does it get any better?

Of course, the 2020 season has gone a bit pear-shaped, but Oliver and Elliot have been using the time to good effect practising maybe ten hours a week in the back garden and at the little practice area at the side of OSET HQ. They know they are very fortunate.

WHAT’S NEXT?

So what’s in the pipeline for OSET? That’s a difficult question to answer. OSET have further extended and created a more productive R&D operation than ever before with all the design work run from OSET HQ in the UK. We have had a dedicated office at ‘OSET Taiwan’ for the last 18 months. We hope to have that old nemesis, which is the full-size model, will be tested and run soon. The project was rebooted at the tail-end of 2017 when we signed up for

January 2015: It was six weeks before the 2014 International Dirt Bike Show. Tony Lane, to the surprise of everyone, said: “What about building a 24.0 for the Dirt Bike Show”. The project was slowly coming to life.

Trial Magazine • August-September 2020 29

Machine • OSET 24.0 March 2015: The battery tests and UN-38.3 testing alone for the 24’ were about $30,000, plus the destruction of eight batteries for the tests!

As pre-production and production models became available they had a good group of riders to go on them.

Myles Hutchinson and Dominic Horne led the way.

a three-year project with the University of Brighton, focussing 100% on building a fully competition-capable full-size electric trials motorcycle.

Working with the University, and having the project ‘associate’ Dan Hicks full time at OSET, has been a game-changer to our approach to design. All projects are now approached from a scientific perspective; no more old-school ‘build and try’ then ‘build again, try again’. The science has to be right first.

We have in-house dynamometers, fatigue test rigs, drop testers and more. Scientific testing allows, for example, five years of riding to be replicated in two weeks on the ‘Rattler’ test rig. It means we know and understand the power outputs and behaviour of 80cc, 125cc, 250cc and 300cc trials motorcycles – both two-stroke and four-stroke, plus other electric brands. Horsepower, torque curves, maximum deliverable power in moves like the ‘Splat’ – we have the data.

With the full-size project, the OSET Taiwan office, the mature 15-strong OSET HQ operation and our plans for the future, we are feeling good about the coming years. We have been affected by Covid-19 in a very significant way around the world but are fortunate to be able to see the light at the end of the tunnel and, yes, we are excited about the future!

ELLIOT SMITH

While talking to Trial Magazine editor, John Hulme, he said to me that the best rider to test a machine is someone who rides it competitively as they understand the nuances of it. As I have ridden OSETs my entire life, I have not ridden one competitively in eight years. However, within those eight years, my younger brother has started riding. He progressed the way, so many before him had, through the OSET 12.5, 30

March 2015: With safety always first, the OSET approach was to bite the bullet and develop to high industry standards.

With all its details on display: the 24’ in July 2015.

16.0, 20.0 Lite, 20.0 and then on to the 24.0.

In those short 11 years of being on this planet – eight of them riding – he has amassed two national championships and a plethora of wins on his way, more than his brother, he likes to add! All of this with an OSET underneath him.

After his years on the 20.0, for Elliot, the 24.0 OSET was the natural progression. Everything is familiar to him from before with the three power adjustment dials and high-level SRAM TL brakes; he immediately feels at home.

The changes then begin to become apparent with the size of the machine. The 24.0 OSET is equivalent to the size of a medium wheel model. The steel trellis frame gives the rider confidence as, unlike other steel frames, it is very stiff and stable. Even though the frame is steel, it maintains its light weight due to the thin tubing.

Couple this with the 19” front wheel and 17” rear, it makes the machine a real competition killer.

The handling on the 24.0 OSET is utmost, and this is reflected in the suspension. RST Killah front forks with compression and rebound adjustment coupled with a DNM coil rear shock complements the ride.

The most significant advantage of the OSET over its petrol counterparts is the sheer level of control you have over the power delivery while riding. The three dials: speed, power and response let you pick exactly how you want your machine to respond to suit your riding style.

Simply put, no other motorcycle can adapt to you quite like the OSET 24.0 can.

Elliot has enjoyed his time on the 24.0 over the past two years. At every opportunity he is given, he is out training. During this lockdown period, we have been extraordinarily lucky to have a small plot of land just outside of work. During this time Elliot has spent well over 100 hours on the OSET and so able to give a comprehensive overview.

The 24.0 is now a National Championship winning machine in the hands of Elliot Smith.

ELLIOT SMITH (AGE 11)

How long have you been riding the 24.0 OSET? I have been riding the OSET 24.0 for around oneand-a-half years.

What is your favourite aspect of it?

Well, I love the fact it is electric. I can ride it in a lot more places than on a petrol model. Skatepark, BMX track and local woods; all without annoying people. Also, I love how light and easy to move it is. It is the perfect machine for me.

How about the power delivery and the adjustability it gives?

For me, I have all the dials turned up for maximum performance. Even though this does turn it into an animal, it is still very controllable.

This makes it easy to find grip off the bottom yet when I need it I can fire up anything I point it at.

What are the advantages over petrol power in your opinion?

The OSET is lighter, which allows me to practice proper techniques that I can use later on in my career. That, coupled with the fact that I can practice a lot more, all adds to the advantages.

Are there any changes that you make to the bike from standard?

I run softer springs in my OSET. I am not very heavy at the minute, so need all the help I can from the suspension. I have changed the body contact points as well. Domino or Renthal Grips and Jitsie Grip foot-pegs go on the machine straight away. Aside from those, I have lots of prototype parts which go for testing and then off again for analysis. Essentially though my OSET is standard and just the way I like it.

August-September 2020 • Trial Magazine

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Quick Spin • Scorpa Factory

SCORPA

OBVIOUS CHOICE

C

ontinuing its production and availability as we went to print, We had intended to run an article on the 2020 Scorpa 300cc Scorpa’s 2020 ‘Factory’ is an evolution from its successful trials Factory model at this year’s Scottish Six Days Trial but thwarted range. It’s a three-machine range that makes up the ‘Factory’ by the Coronavirus. The tuning talents of the official Scorpa UK models with the choice of 125cc, 250cc and 300cc engine sizes. importer, Nigel Birkett, are second to none and he is quite a nice guy too, very approachable and proud of the products he imports QUICK SPIN along with his wife, June. Based in the north of the country at Nigel: “I am biased, of course, because I import the Scorpa machines into the UK. All the modern machines are very good, so why would you Broughton in Furness in the Lake District, we asked Nigel why the Scorpa is such an obvious choice for many riders at the SSDT buy a Scorpa? First and foremost, it’s a proven machine and comes with no nasty surprises. It starts well hot or cold with clean gear selection year after year. As you read on, you will find out why the orange and a very good strong clutch, giving optimum drive to the rear wheel machines remain so popular at all levels of riding. in all situations. It ‘tracks’ very well and is great at holding the line in any Article: Trials Media with Nigel Birkett. At the time of generating the content of this feature, coronavirus social distancing guidelines were adhered to with Trials Media capturing images with Nigel Birkett as the rider.

32

hazard; my friends who ride them in the south, with its steep climbs and muddy conditions, tell me it’s in its element.

I like just how easy they are to ride and, in events such as the ‘Scottish,’ I August-September 2020 • Trial Magazine

Scorpa

Factory • Quick Spin

SMOOTH RIDE

“Yes, the new clutch arrangement gets the power to the rear wheel in a strong, controllable manner, but then it’s the job of the suspension to make it perform. The modern rider requires good strong suspension and the package on the Scorpa Factory, of the aluminium TECH at the front and the adjustable Reiger at the rear, perform and work very well together.

“Many riders purchase a new machine and never adjust the suspension at the front or rear, or change the oil! It’s just a tip that many riders overlook, but it’s always worth checking on any new machine that the oil grade and amount in the front forks is correct for the rider’s style.

“At the rear don’t just expect the shock absorber to be suited to you and if you’re not sure, do ask; remember that with a Scorpa we are at the end of the phone.”

JAPANESE TO EUROPEAN

It’s very easy to ride.

do not feel mauled at the end of a long day.

“What would I change? I do like a six-speed gearbox, and fuel injection is maybe for the future. Still, as a closing note, I do like the amount of easy adjustment that anyone can make with a simple screwdriver to a mechanical carburettor in any condition at the side of a section.”

“The clean lines of the Scorpa trials models make them easy to compete on, and with no obvious parts, apart from the footrests protruding, they pass through and over the rocks with minimal rider effort. It’s only really crash damage that creates any problems.”

“When the move was made from Japanese Yamaha engine to the European one to power the Scorpa trials machines just over a decade ago, the production trend very much mirrored both of the machines in the fact that the models were built around a good solid engine.

“Many of the manufacturers use similar suspension front and rear along with wheels and other components that make up the trials motorcycle. We have 99% of the spare parts on the shelf and in stock for all the models. I am more than happy to pass on my years of experience to the Scorpa customer. Purchasing a Scorpa from one of our many dealers is where the experience begins. For further information on machine setup, I am only at the end of the telephone to provide any support.”

EASY MAINTENANCE

“Easy maintenance goes a long way to pleasing customers, and that is one of the strong points of the Scorpa range of trials machines.

On many of the modern machines, a simple operation like changing the spark plug becomes a strip-down affair, as does checking and topping up the coolant levels, changing the air filter and servicing the carburettor.

“At events like the SSDT, where you have allocated time in the morning before you start, you want to be able to just run the tools over the machine with quick, simple checks. With a small range of tools, all the above mentioned can be carried out easily as can the replacement of damaged, worn or broken parts.”

VERY RELIABLE

“In the modern-day world we live in, many of the younger competitors are not very experienced in the maintenance side of anything mechanical.

With events that run over a few days, it is a major factor if you want to finish. In reality, the singlecylinder, two- or four-stroke water-cooled engine is very reliable as long as it is fed with a clean supply of air, oil and water.

Trial Magazine • August-September 2020

It ‘tracks’ very well and is good at holding the line in any hazard.

33

Quick Spin • Scorpa Factory

The clean lines of the Scorpa trials models make them easy to compete on.

Easy maintenance goes a long way to pleasing customers and that is one of the strong points of the Scorpa range of trials machines.

revs; Spark Suppressor: New from NGK for better combustion and a stronger spark.

SCORPA SC FACTORY 300CC SPECIFICATIONS

It ‘Smooth styling is evident on the aluminium swinging arm.’ very well and is good at holding the line in any hazard.

WHAT’S NEW: SCORPA SC FACTORY 125CC

CHASSIS: Rear Shock Absorber: Reiger Adjustable; Front Forks: TECH aluminium 39mm Ǿ; Rear Sprocket: 42 tooth size to improve traction; 2020 Factory Aesthetic Kit. ENGINE: Clutch: Redesigned with new springs and lever for better ‘Rider’ feel and increased reliability; Cylinder Head Dome is interchangeable for compression adjustments; CDI Unit: New Power Curve; Piston: Vertex ‘Racing’ giving stronger and better performance at low revs; Spark Suppressor: New from NGK for better combustion and a stronger spark.

WHAT’S NEW: SCORPA SC FACTORY 250CC & 300CC

CHASSIS: Rear Shock Absorber: Reiger Adjustable; Front Forks: TECH aluminium 39mm Ǿ; Rear Exhaust: Removable Support; 2020 Factory Aesthetic Kit. ENGINE: Clutch: Redesigned with new springs and lever for better ‘Rider’ feel and increased reliability; Cylinder Head: Continuous evolution of the compression ratio and dome shape for better engine performance; Cylinder Head Dome is interchangeable for compression adjustments.

CDI Unit: New Power Curve; Piston: Vertex ‘Racing’ giving stronger and better performance at low

ENGINE: Single Cylinder Two-Stroke Water Cooled; Cylinder Capacity: 294.00cc; Bore and Stroke: 79mm x 60mm; Cylinder: Nikasil Coated; Carburettor: Keihin Ǿ 28mm; Starting: Geared System with Folding Lever.

EXHAUST: Stainless Steel with Aluminium Silencer.

TRANSMISSION: Five Forward Gears with Sequential Security System to prevent False Neutrals; Primary: Gear Drive; Secondary: Chain CLUTCH: Hydraulic Diaphragm System; Ignition: Electronic Hidria Digital.

CHASSIS: Tubular Section Frame fabricated from Chrome-Molybdenum; Swinging-Arm: Aluminium; Fuel Tank Capacity: 2.6 Litre; Brakes: Hydraulically Operated with Floating Rotor: Front: 185mm; Rear: 145mm.

SUSPENSION: Front: Tech 39mm Ǿ Aluminium Adjustable; Rear: Reiger Progressive Link System with Single Adjustable Shock Absorber offering 175mm travel WHEELS: Front: Morad 21” Anodized Aluminium Rim; Rear: Morad 18” Anodized Aluminium Rim. DIMENSIONS: Weight: 68.5Kg; Wheelbase: 1,322mm; Ground Clearance: 310mm; Seat Height: 646mm.

For information, visit Scorpa’s ad on page 20.

Riders require good strong suspension, and the package on the Scorpa Factory of the aluminium TECH at the front and the adjustable Reiger at the rear perform and work very well together.

34

August-September 2020 • Trial Magazine

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Ladies • Theresa Bauml

THE WILL THERESA BAUML

TO

WIN

Injury is not uncommon for riders of off-road motorcycles as they push the limits of their abilities to improve their skills. Trials riding is no different, and usually, the riders make full recoveries from various broken bones and injuries sustained despite some of them requiring long and difficult recovery periods. One of the worst we have seen in recent times was the badly broken leg of Michael Brown in Japan, and fortunately, he made a full recovery. I had seen the young German lady rider Theresa Bauml as she progressed through her trials career in her efforts to achieve the ultimate goal of winning the FIM World Championship. When the news came that she was diagnosed with a brain tumour requiring immediate surgery in early 2019, the whole trials world took a breath hoping and praying for a successful outcome. As you read on, you will learn that the outcome was successful and, what’s more, inspired this young lady’s will to win even more.

Words: Yoomee with Theresa Bauml • Pictures: Trials Media, Theresa Bauml and Roger Rovira 36

August-September 2020 • Trial Magazine

Theresa Bauml • Ladies

Diagnosed with a brain tumour in early 2019, the whole trials world took a breath, and hoped and prayed for a successful outcome.

The tumour was removed in a four-hour long operation.

With a new TTRS Germany contract, 2019 looked to be a good year?

For the 2019 season, everything seemed to be going well and in the right direction with the team, machine, minder and race calendar. I was looking forward to an enjoyable year. I had spent many hours riding and practising and trained especially hard in the gym. During the off season, I felt well and couldn’t wait for the first competition in 2019. I had planned the German Championship, European and World Championship as well as the Scottish Six Days Trial. It was a full timetable but with many great events to look forward to.

How did you find out about the brain tumour?

It all began very slowly. We had attended the TRRS Lover Day in February 2019 and had a great training week in Spain. I was a bit worried about the fact that I felt weak and didn’t know why, but it was not a big problem.

2014: The first podium finish with Ossa which was a superb machine to ride, with fuel injection and great technology.

Trial Magazine • August-September 2020

Just over six months after the brain operation, and the smile says it all. Representing Germany at the 2019 Trial Des Nations in Ibiza.

“Before the first two European Championship rounds on the 20th and 27th of April, the headaches worsened; I kept fighting as I really wanted to start at the European rounds."

I gritted my teeth and all in all we had a good time. Returning home, I didn’t feel any better, and I had a little headache. During the whole of February and March, I felt the same, but I was not overly concerned and kept going practising, and competed in some early events at home. I began to have headaches, some worse than others. Before the first two European Championship rounds on the 20th and 27th of April, the headaches worsened; I kept fighting as I really wanted to start at the European rounds.

The health didn’t improve though, and I

struggled to finish the first event. One week later, in Monza, I was surprised that I had problems with dizziness and double vision during the event. After these experiences, it was a clear signal that I had to make another visit to see the doctor. An MRI scan revealed the diagnosis of a brain tumour. One week before the Scottish Six Days Trial, I decided to cancel the trip even though everything had been prepared and I was ready to go.

Speaking with the neurosurgeon, he explained to me the next steps and recommended an operation as soon as possible. It was really

2016: Putting on the style in Italy on the Top Trial Team Beta.

37

Theresa Bauml • Ladies

2016. Looking very happy on the podium, with the eyes on the top step.

2017: Looking every inch a winner in Italy.

“It was my wish to start there even though I was far away from being 100% fit. I had some fun and enjoyed the event, which was the only important thing for me at that point! difficult for me to understand the whole situation. Fortunately, I took the best decision, as my health is the most important thing in life and I am happy that I went for the operation on 16th May. Considering that the headaches were getting worse and worse, I was sure that the procedure would be the only way I could reasonably hope to return to normal life.

You had the tumour removed?

After a four-hour operation, yes, the tumour was removed. Knowing that there was a high chance of recovering completely gave me a huge feeling of relief. The tumour was a meningioma which is a ‘good’ tumour to have – if you ever get one! After the operation,

2017: On the top step of the podium in Italy.

Trial Magazine • August-September 2020

I felt quite good. I had no pain, and the head felt free of pain, but my perception of my environment was completely different to normal, which I had to get used to. After a brain tumour, it is difficult to say how long the recovery will take. In the end, the main recovery took three months.

When did you return to riding a motorcycle again?

I was back riding at the end of June. But honestly, this was a bad feeling, with the different perception of my environment. It took a lot of patience and a lot of coordination training to get used to the new view of life.

My first competition was the European

Championship on 10th August. It was my wish to start there even though I was far away from being 100% fit. I had some fun and enjoyed the event, which was the only important thing for me at that point!

How emotional was it to represent Germany in the end-of-season TDN? It was an honour to represent Germany again, especially after this challenging start to the season. I felt better and better from training to training and did not doubt that this meant I would be ready to support the German Women’s Trial des Nations team. In the end, everything was fine, and I could prove once again to myself that my decision was justified.

2018: This was a ‘test’ year riding a four-stroke. It was a good machine, but for my riding style I prefer a two-stroke.

39

Ladies • Theresa Bauml Tell us about yourself I am 22-years-old, and I am studying Sports Medical Engineering, which is a perfect combination of sport, technology and engineering research. I am living in my parents’ house in the west of Germany in a beautiful village, Winningen, between Frankfurt and Cologne.

Why motorcycle trials?

My father and family gave me a passion for Trials. When I was six-years-old, I saw my father and uncles riding motorcycles. I was sure that I wanted to try it.

In 2005, I took part in my first competitions and tried to gain as much experience as possible. My first motorcycle was a 50cc Beta automatic model and then a Sherco 50cc automatic. Soon I was in the German Youth academy, where the best young riders got supported by better and experienced riders, such as Iris Oelschlegel (Kramer).

She has always been a great role model for me. I competed a lot against the boys, and my goal was to start at a Women’s World Championship event like Iris did. My first event was in 2010 at the age of 12 (its minimum age requirement).

Tell us about your world championship career.

I entered my first World Championship event in 2010. In 2011, I got my first top-15 Championship points, and 2014 was my first podium finish in the Spanish world round.

I had my best result so far in 2017, with a victory in Italy and third place overall. I had my first podium finish with Ossa, which was a superb machine to ride. It had fuel injection, which I really loved for the great technology.

Unfortunately, I could not continue with Ossa because the factory was involved in problems that couldn’t be resolved.

In 2016 you moved to the Beta with Top Trial Team Moving to Beta was an excellent opportunity to be more professional in many ways. I enjoyed such a good time with the Top Trial Team. 2018 was a ‘test’ year, riding a four-stroke. It was a good machine although for my riding style I prefer a two-stroke, but everyone is different and has to find out what suits them the best.

So, 2020 is a new start with Vertigo?

Vertigo Team Germany gave me the opportunity for a new start, and they clearly understood my exceptional circumstances of 2019. I am so thankful to have found a team that is 100% behind me and supports me so much. With the Vertigo, I also have a machine which fits my needs perfectly. I already loved the Ossa with its fuel injection, and I am happy to be back on a great machine with a high level of great technology. After COVID-19, I am sure that I will be back stronger than ever. At this point, I must say a massive thank you to all the people who have helped me and supported me wherever possible.

40

2020: Team Vertigo – Green is Go!

Happy training with the Vertigo in Germany.

2020: Team Vertigo ladies at the press launch earlier in the year, at the Hotel Puig Franco at the home of Noassar Park Centre Experience. It has 18 exclusive rooms dedicated to the greatest riders of the sport we love: trials. You can find more details at: www.puigfranco.es/noassar-park/

WHO IS THERESA BAUML

DATE OF BIRTH: 27/10/1997 STATUS: Single HOME: Winningen, Germany JOB TITLE: Studying Sports Medical Engineering TRANSPORT: Mercedes V-Class FAVOURITES MUSIC: Ed Sheeran FILM: Comedy FOOD: All! DRINK: Water!

SPORT: Trials and Mountain biking.

ROAD RACER: Ana Carrasco ENDURO RIDER: Danny MacAskill TRIALS RIDER: Iris Oelschlegel (Krämer) ALL TIME HERO: Laia Sanz.

August-September 2020 • Trial Magazine

Focus • Vertigo

VERTIGO: AT THE

CUTTING EDGE W

e first came across Manel many years ago at his Favourite event, the Scottish Six Days Trial. A hugely successful businessman in his own right, and with many SSDT events under his belt, he had the vision of a machine to compete at the highest level and the dream of Vertigo motorcycle, winning the event.

He wanted the Vertigo to be at the cutting edge of the development of a trials motorcycle so started to put together a team who could bring his ideas to life. This they did, and then all that was needed was the rider.

In January 2014, Great Britain’s 12-time FIM Trial World Champion, Dougie Lampkin, announced he would be moving to Vertigo to help develop a new trials motorcycle. After an intensive and challenging period, new models were presented at the EICMA show in Italy later that same year.

The icing on the cake came at Scottish Six Days Trial in 2015 when, after six days of riding, Dougie was a clear winner. Manel Jane was a thrilled and proud man as it was a fairytalewinning debut proving that Vertigo meant business in the world of motorcycle trials.

Following on from that famous first win at the 2015 SSDT, James Dabill continued with the winning trend as he won the ACU British Trials Championship. During this period the machines were developed and readied for production.

COMBAT READY

The first machine model that Dougie Lampkin helped to develop was the Combat.

It was radical, to say the least; its trellis-frame appearance, with its multi-tubular fabricated section providing flexibility to give the rider 42

feedback, while the aluminium sub-sections at the front and rear provided the required rigidity.

Alongside the Combat, also announced at the EICMA show were the Camo and Ice Hell. They too carried this new trademark appearance.

The three models all used a new tried-andtested, very compact 300cc two-stroke, singlecylinder, water-cooled, electronic fuel-injected engine. It set new engineering standards and boasted a series of technical innovations and developments to create an incredibly strong and balanced trials motorcycle.

Using the new EFI system represented the latest technical advances in this area,

managing and controlling the performance of the engine in all situations. Excellent control over emissions was an important factor as the world tried to focus on a greener planet.

It offered the rider the opportunity to choose from four different maps in each of the six gears, allowing an unequalled level of user refinement to suit riders of all abilities.

Thanks to the chassis design and the use of EFI a high air intake, allowed a regular supply of clean air, which contributed to exceptional performance at all throttle openings. A specially designed radiator would work seamlessly in conjunction with the electronic August-September 2020 • Trial Magazine

Vertigo • Focus

A new manufacturer in motorcycle trials is always welcome. Spaniard, Manel Jane, followed his desire of producing a worldclass trials motorcycle range, and the Vertigo brand was born in 2014. An enthusiastic and passionate trials rider, he has come a long way with the brand; from design to prototypes to winning and finally to production and success in short space of time.

Article: Trial Magazine talking with Dougie Lampkin and Jack Price • At the time of producing this feature, social distancing guidelines were maintained with Dougie and Jack presenting their own machines.

water pump and fan that responds directly to water temperature rather than engine speed or rider activity.

NEUTRAL BALANCE

A central and low-mounted fuel tank, aimed at reducing the suspension action as the fuel load changed during riding, created a neutral balance as the air filter replaced the regular position of the fuel tank.

Over the following years, new models and 125cc and 250cc engine sizes were introduced but still using similar components that had been thoroughly tested in the toughest of conditions.

Trial Magazine • August-September 2020

The six-speed gearbox included four trialsrelated ratios with the top two gears designed specifically for the road or open tracks and trails. The large-diameter clutch diaphragm delivered a smooth and progressive action while giving the rider good control and instant reaction when the need arose.

The simple, clean lines with the high-level finish of all the components shout innovation and perfection. The overall effect was to create a trials motorcycle at the next level, which was the original goal. The sleek, narrow lines of the specially designed plastic bodywork and a flushfitting fuel cap finished off what could only be

truly described as the next generation of the trials motorcycle. Let’s come straight up to date with the Spanish manufacturer’s two new 2020 models: the Vertigo R2 and DLR.

VERTIGO SUCCESS 2015-2019

SCOTTISH SIX DAYS TRIAL: Dougie Lampkin, 2015-2018.

SCOTT TRIAL: James Dabill, 2016; Dougie Lampkin, 2017 and 2018.

ACU BRITISH CHAMPIONSHIP: James Dabill, 2015 and 2016.

FIM TRIALGP WORLD CHAMPIONSHIP: James Dabill, 2015 (8th), 2016 (7th); Jeroni Fajardo, 2016 (5th), 2017 (4th); Jorge Casales: 2018 (8th), 2019 (7th); Jaime Busto 2019 (5th).

43

Focus • Vertigo

R2 VERTIGO 2020

This new 2020 Vertigo-Vertical-Model R2 has been extensively revised, both internally and externally, over the previous models, further extending the evolution of its already hugely successful predecessor.

Words: Trial Magazine with Jack Price

W

ith team riders now successfully competing at every level of the FIM Trial World Championship technical advances and developments can be tried, tested and refined before they find their way to the end-consumer in the production machines.

Following this development programme ensures that the new machines are more refined and advanced than before. Included in the 2020 Vertigo model range of this R2 Racing model are engine sizes in 125, 200, 250, 280 and 300cc versions. This proud Spanish motorcycle manufacturer claims that if you are a rider who demands the ultimate in quality, advanced technology and performance, then this is the machine for you. It was time to speak to the current ACU British Trials Champion Jack Price.

Jack Price: “I can make no excuses when competing on the Vertigo as it is at the cutting edge in both performance and handling. Fitted with the racing-throttle body and with the choice of engine mapping, I can finetune its performance at the flick of a switch to suit the multitude of hazards found in the world of trials. Easy accessibility to the mapping switch located up around the high intake air filter inlet in front of the head-stock is easy and at hand.

With the knowledge of the power delivery available, I can quickly choose what to use if the 44

hazards change during the competition or if I want less or more power. It’s not just the racingthrottle body that helps with engine response time but also the addition of the stainless steel R2 Racing front pipe.

“Further increasing engine performance is the new complete redesign of the air-box, with its higher volume and, as you will hear, with

the engine pulling hard the sucking noise of air being pulled into the engine is much quieter.

Power delivery is very smooth, and that is an area of my riding that has improved with the Vertigo. It’s not just a case of ‘dumping’ the throttle but having the knowledge that when you do apply maximum power, the machine will drive and go forward.

August-September 2020 • Trial Magazine

Vertigo • Focus

“The clutch action is second to none as everything works so precisely, and with the combination of the quality of manufacture and components, it certainly increases your confidence on the toughest of hazards. Understanding how to roll the throttle off and feel for the drive comes down to one important element; that is, confidence in your machine.

“It’s only in more recent years as I have progressed into the TrialGP class that I have begun to understand the importance of the correct suspension settings. On the Vertigo R2, with the excellent TECH branded Factory specification front forks, half of the work is already done for you. These have been subject to meticulous testing and technical development by their engineers, and it shows in the consistent performance as they feel strong and positive at all times. Coupled with the Reiger two-way rear shock, I can confidently say that I have the best suspension package available. What’s very good about the Vertigo is you never get any nasty surprises with its performance as you just know it is so consistent at all times.

“I am sure you appreciate that I cannot wait for the trials world to fire into life once again as I now feel that I have the complete package to further my riding career.”.

For more information on Vertigo motorcycles, see their ad on page 13.

Trial Magazine • August-September 2020

300CC VERTIGO R2 2020 SPECIFICATIONS

ENGINE: Two-Stroke, Single Cylinder, Water-Cooled; Capacity: 300cc; Bore and Stroke: 79mm x 60mm, Crankcase: Aluminium; Gearbox: Six Forward Gears, Four Dedicated Trials Gears; Clutch: Multi-Disc in Oil with Adjustable Spring Pre-Load; Transmission: Gearbox 10 Tooth – Chain Drive – Rear Wheel 42 Tooth; Exhaust Manifold: R2 Design Stainless Steel; Exhaust Silencer: Aluminium with Symmetric and Centred Silencer; Performance Parts: Racing Geometry Throttle Body; 366gm Flywheel Weight; Red Anodized Aluminium Intercooler; Radiator: Vertigo Special Design formed to Frame Design; Fuel Injection: EFI – Electronic Fuel Injection; Engine Sensors: Integrated Injection Driver; Protocol CAN 2.0 B; Atmospheric Pressure and Air Temperature Sensor; TPS: Throttle Position Sensor; Water Pump: ECU Controlled Electronic Water Pump.

CHASSIS: Frame: 25CrMo4 Steel; Sub Frame: Aluminium 6082; SwingingArm; Black Aluminium Cast; Airbox: High Volume Capacity; Fuel Tank: Low and Centered CG; Suspension – Front: TECH Factory 170mm Stroke; Rear: Vertigo Design with Reiger 2 Way with HL Compression, Rebound and Spring Pre-Load Adjustment; 170mm Stroke; Wheels – Front: Morad Red 1.60 x 21” with Vertigo Design Black Hub; Rear: Morad Red 2.15 x 18” with Vertigo Design Black Hub; Tyres: Dunlop D803GP; Brakes – Front: Hydraulic Braktec System Four Piston 185mm Ǿ Disc; Rear: Hydraulic Braktec System Two Piston 150mm Ǿ FIM Disc; Handlebar: Renthal Fatbar.

DIMENSIONS: Total Length: 2,010mm; Wheelbase: 1,310mm; Seat Height: 680mm; Fuel Tank Capacity: 2.3Litres; Weight: 68Kg.

45

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Vertigo • Focus

VERTIGO 2020

DOUGIE LAMPKIN

REPLICA This new Limited Edition 2020 Vertigo-Dougie Lampkin Replica has been limited to a production run of only 75 machines, making it a highly exclusive and much sought-after model.

Words: Trial Magazine with Dougie Lampkin

N

ow in its third successful year, it is the direct evolution of its already hugely successful previous editions and has been extensively revised, both internally and externally, in the constant pursuit of perfection. It benefits from a full year of technical advances and developments after working closely with feedback from Dougie Lampkin’s vast wealth of knowledge and experience.

This input has delivered four straight victories at the SSDT 2015–2018 as well as other prestigious events such as the double wins at the 2017 and 2018 Scott Trial. Available in 250cc, 280cc and 300cc engine sizes this new DL Replica model gives you an insight into the continued success of Vertigo as a motorcycle manufacturer.

Dougie Lampkin: “Cut me in half, and yes, it will say Vertigo, as I have become such a part of the Spanish family who produces the machines. When the opportunity arose, at such an important time in my career, to start on the Vertigo project from the drawing board through to manufacturing, I embraced it with both hands. To see them now in production and winning on them is something rather special. This new evolution of the DL Replica

Trial Magazine • August-September 2020

is a true replica model in every sense, as all of my personal preferences in both the frame and suspension geometry are included. The power delivery and map settings have been incorporated into this latest model after extensive testing for the ideal settings to suit my two favourite events, the Scottish Six Days and Scott Trials. I want a machine I enjoy riding, not

one that fights me!

“A consistent engine performance was a key factor to work with and the addition of the intercooler, which helps keep the engine at its optimum operating temperature, has worked very well. The throttle body is my own personal ‘DL’ model choice. It gives an incredibly smooth and precise throttle response and, along with 47

Focus • Vertigo

the addition of the 366g flywheel weight, ensures an exceptionally smooth and controllable power output. I can feel for the power delivery and grip factor so well with this setup. Along with the completely redesigned air filter-box and titanium exhaust, it all helps to greatly increase a smooth, powerful engine performance. Gear choice is essential in the SSDT hazards, and the engine is happy to perform in any of the trials-dedicated four gears. In the other two higher ones it’s quite happy on both the open moorland and road riding.

“New TECH factory-specification front suspension, in conjunction with the multi-adjustable three-way Reiger rear shock, has provided an extremely smooth and responsive feedback to the rider while also allowing them to further finetune their suspension setup depending on the rider’s individual riding style.

“An easily accessible mapping switch also allows the rider to perfect their riding by changing the engine performance. The changes between the R2 and DL Replica give you two very different machines in both the power delivery and suspension, and both have had input from myself and the Vertigo TrialGP riders. Along with the other latest Vertigo machines, the DL Replica is very much modelled around events that require very low maintenance and high reliability.

“At Vertigo we are constantly sourcing products to find the ones which will deliver this. We want the consumer to enjoy the Vertigo experience; that, as always, is the ultimate goal.”.

For more information on Vertigo motorcycles, see their ad on page 13.

48

300CC VERTIGO DOUGIE LAMPKIN LIMITED EDITION 2020 SPECIFICATIONS

ENGINE: Two-Stroke, Single Cylinder, Water Cooled; Capacity: 300cc; Bore and Stroke: 79mm x 60mm, Crankcase: Cast Aluminium; Gearbox: Six Forward Gears, Four Dedicated Trials Gears; Clutch: Multi-Disc in Oil with Adjustable Spring Pre-Load; Transmission: Gearbox 10 Tooth – Chain Drive – Rear Wheel 42 Tooth; Exhaust Manifold: Vertigo Titanium R Edition; Exhaust Silencer: Aluminium with Symmetric and Centred Silencer; Performance Parts: Standard Geometry Throttle Body; 366gm Flywheel Weight; Red Anodized Aluminium Intercooler; Radiator: Vertigo Special Design formed to Frame Design; Fuel Injection: EFI – Electronic Fuel Injection; Engine Sensors: Integrated Injection Driver; Protocol CAN 2.0 B; Atmospheric Pressure and Air Temperature Sensor; TPS: Throttle Position Sensor; Water Pump: ECU Controlled Electronic Water Pump.

CHASSIS: Frame: 25CrMo4 Steel; Sub Frame: Aluminium 6082; SwingingArm; Black Aluminium Cast; Airbox: High-Volume Capacity; Fuel Tank: Low and Centered CG; Suspension – Front: TECH Factory 170mm Stroke; Rear: Vertigo Design with Reiger 3 Way with HL Compression, Rebound and Spring Pre-Load Adjustment; 170mm Stroke; Wheels – Front: Morad Red 1.60 x 21” with Vertigo Design Black Hub; Rear: Morad Red 2.15 x 18” with Vertigo Design Black Hub; Tyres: Dunlop D803GP; Brakes – Front: Hydraulic Braktec System Four Piston 185mm Ǿ Disc; Rear: Hydraulic Braktec System Two Piston 150mm Ǿ FIM Disc; Handlebar: Renthal Fatbar.

DIMENSIONS: Total Length: 2,010mm; Wheelbase: 1,310mm; Seat Height: 680mm; Fuel Tank Capacity: 2.3Litres; Weight: 67.7Kg.

August-September 2020 • Trial Magazine

Electric Starter • TRRS

TRRS ONERR 250E

PUSH THE BUTTON Talk about taking a good machine and making it even better; ladies and gentlemen, let us introduce you to the 'Push the Button' electric starting TRRS ONERR 250E model.

Article: Trials Media talking with Steve Saunders • Pictures: Heath Brindley @R2WTrials and TRRS. At the time of generating the content of this feature, coronavirus social distancing guidelines were adhered to with Trials Media capturing images with Steve Saunders as the rider.

Y

es, you just read that correctly: stall the engine; pull in the clutch lever, push the button and the engine fires back into life! Yes, it's that simple. Oh, and if you are as good a rider as the official TRRS UK importer, Steve Saunders, you can also stay 'Feet-Up'! Trust me, Saunders can still ride a bit, and when we allowed him to show off the new elements found in the new TRRS ONERR E model, he was in his element.

50

Showing his faith in a product he imports, Steve has taken the new yellow machines well to the front of the showroom sales with this new and innovative motorcycle manufacturer from Spain.

Giving the consumer a choice of engine sizes is a key element of any model range with the new TRRS ONERR E available in 250, 280 and 300cc. The model we are looking at here is the 250cc, which you can argue is the one most

suited to the majority of trials riders of all ages and abilities.

Steve Saunders: "As you can see, I have a smile on my face riding this new 250cc. You have to ask yourself why it has taken so long to give the trials rider the ultimate luxury of the electric start. The TRRS team in Spain listened to its many riders who have regularly asked over the years for an electric starting trials motorcycle. Anyone who follows off-road sport August-September 2020 • Trial Magazine

TRRS• Electric Starter

With the addition of the components required to include the electric start you would have expected a change to the handling, but this has remained consistent with a very neutral balance achieved.

One touch is all it takes.

will understand how much it revolutionised the Enduro market many years ago. You may want to know why it has taken so long to come to the trials world and the reason is that all-important weight factor.

"Any motorcycle trials manufacturer would be telling lies if they did not acknowledge the fact that they want the lightest trials machine available, hence the FIM weight limit which we believe is set at 65kg for any machines under 125cc, and 66kg for any machines over 125cc."

MODERN TECHNOLOGY

"With the use of modern technology and lighter materials, the obsession at TRRS to evolve and improve the trials motorcycle took them on an adventure to redesign certain parts of the engine. New parts would have to be manufactured to achieve this dream which included crankcases, crankshaft, flywheel and cover. To bring all these components together so that they work smoothly and with precision, a bearing system with a freewheel one-way bearing bathed in oil was applied, for an immediate and powerful response at the touch of the button. There is no delay from the handlebar-mounted button to the electric starter as it makes the smooth transaction to transform human energy into electrical energy and brings the two-stroke engine to life. I must say that you do have to change your thought pattern when you first ride the machine if you end up in a dead-engine situation."

ENGINE START-UP

"Your immediate thought is to look for the kick-start lever as your brain fights to tell you to pull the clutch in and press the button. It is quite a relieving sensation at first when you hear the engine start-up! The optimal reduction of gears and its powerful 500W MITSUBA SM18 Trial Magazine • August-September 2020

New parts were manufactured to achieve this dream of the electric start which included crankcases, crankshaft, flywheel and cover.

engine together with the Ion-Lithium battery, with a weight of only 400 grams, has made it very compact even with the integration of the electrical starter parts. When this idea first came to life, I was in constant communication with the design team, as I wanted the whole unit to be as light in weight and as compact as possible. I did understand that to make it work, certain elements of the electrical components would control its physical size, but on the whole, I am very happy with how it has all worked out.

OVERALL WEIGHT

"If I am honest, with the addition of the components required to include the electric start, I expected a change to the handling,

but this has remained consistent with a very neutral balance achieved. Do remember, the interest in keeping the overall weight down was an essential factor, and at 67kg, I think you will agree the design team have carried out an excellent job. The use of an excellent suspension package using the adjustable Tech Aluminium 39mm Ă˜ at the front and the two-way adjustable Reiger shock at the rear helps to give the rider a confident feeling from the machine as they work very well together. The machine package as a whole remains very compact, as one of the main focus points at all stages of design at TRRS is to keep the strong, aesthetic, racing lines of the machines, and I think you will agree that this has been achieved.

51

Electric Starter • TRRS

As with all the other TRRS models you will find them very easy and satisfying to ride, at all levels of riding.

As always, the natural talent of Steve Saunders is a pleasure to watch.

CONSTANT EVOLUTION

"Riding any motorcycle should be a pleasure, and this constant search for perfection continues with the TRRS research and development team in Spain. Listening and taking on board rider feedback to the various worldwide importers is rewarded with a constant evolution of an already excellent product. Any early teething problems in the early days of my 'importership' have now all-but gone as the quality control at the factory during production is second to none. It is reflected in the excellent residual value when you want to change your machine and no doubt the addition of the electric starter models to the range will further enhance this. While we are talking about the TRRS product range, remember that the electric start was introduced on the XTrack models in July 2019, so we already had a good working knowledge of it.

NEW COMPONENTS

"This 250cc model with the electric start, we have used today, incorporates all the new components and updates introduced across the model range during the year, which have been covered in earlier editions of Trial Magazine.

"As with all the other TRRS models, you will find them very easy and satisfying to ride, at all levels of riding. The 125cc does not have the new electric start feature as yet, but I have been told on good authority,ty that it will be added to the model range at a later date.

"Here in the UK, we now carry a comprehensive stock of spare parts, should you need them, along with the electric bikes to cover just about everyone who enjoys their twowheeled fun."

For more information on all TRRS motorcycle products visit their advert on page 16.

TRRS ONERR 250E SPECIFICATIONS

ENGINE: Motor: Single Cylinder Two-Stroke Liquid Cooled, 247.7cc; Bore and Stroke: 72.5mm x 60mm; Carburettor: Keihin PWK Ø 28mm; Reed Valve Induction; Clutch: Hydraulic Three-Disc Diaphragm System; Gear Box: Five Speed; Ignition: Hidria CDI Twin Spark System; Starting System: Electric Start and Manual Kick-Starter Pedal; Engine Protection: 7075 Aluminium.

FRAME: Double Forged Cradle Type Aluminium; Swinging Arm: Aluminium; Front Suspension: Adjustable Tech Aluminium Ø 39mm – Travel 175mm; SUSPENSION: Rear: Reiger, Travel 168mm, Two-Way Adjustable; Wheel Rims: Morad Aluminium; Tyres: Michelin Front and Rear; Brakes: Disc Ø 185 Front/Rear 150mm – BRAKTECH: Four (Front) and Two (Rear) Piston Callipers.

DIMENSIONS: Seat height: 800mm; Length: 2,015mm; Width: 830mm; Height: 1,125mm Weight: 67kg.

Slim, neat and with flowing lines – The TRRS ONERR 250E.

52

August-September 2020 • Trial Magazine

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SSDT 2015

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Photo credit: Montesa-ESP

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International • FIM World Championship

2019 TrialGP FIM World Champion Toni Bou (Repsol Honda-ESP)

WORLD CHAMPIONSHIPS

WHICH DIRECTION? No one could have predicted the Covid-19 outbreak and the consequences it would have on everyday life.

The impact on all forms of leisure activity has been very dramatic; even, in some cases, life changing.

Article: Trials Media

In our sport of motorcycle trials, we have seen the mass cancellation of all events, including the FIM World Championship and ACU British Championship rounds. Even the Scottish Six Days Trial has only been cancelled three times before in its entire history, dating back to 1911. This was for the first and second world wars, and in more recent times in 2001 when the Foot and Mouth disease forced its cancellation along with the ACU British Trials Championship. The FIM Trial World Championship has run every year since 1975 and has been a hugely successful series. In more recent times we have seen the spiralling costs of competing and the loss of spectator and media interest causing some concerns for its future.

As we start to see an exit strategy emerge from the Covid-19 situation and a proposed shortened four-round championship, where does this leave the future of the FIM Trial World Championship? Or, more to the point, in which direction will it go; will qualifying return in 2021?As we went to print the FIM had released the following dates for the 2020 trial world championship.

62

TRIALGP FRANCE: ISOLA 2000 Dates: 4th to 6th September Classes: TrialGP, TrialGP Women, Trial2, Trial2 Women, Trial125 and Trial-E TRIALGP SPAIN: POBLADURA DE LAS REGUERAS Dates: 11th to 13th September Classes: TrialGP, Trial2, TrialGP Women, Trial2 Women and Trial 125 TRIALGP ANDORRA: SANT JULIA Dates: 18th to 20th September Classes: TrialGP, TrialGP Women, Trial2, Trial2 Women and Trial125 TRIALGP ITALY: TOLMEZZO Dates: 9th to 11th October Classes: TrialGP, Trial2, Trial125 and Trial-E

The FIM does acknowledge that the calendar will be conditional on the evolution of the coronavirus pandemic and any possible government and authority decisions not to run any of the competitions.

As a preventative measure for officials, rider and spectator safety the qualification process that has usually run the day before the competition has been cancelled for this season. Each event will have two points-scoring days of competition. Riding numbers for the top ten riders from each class will be reserved according to ranking of the previous season in 2019. TrialGP: 1–10 / TrialGP Women: 101–110 / Trial2: 201–210 / Trial125: 301–310 / Trial2 Women: 401–410 / Trial-E: 501–510. With some riders moving up a class the allocation of riding numbers will be adjusted accordingly.

August-September 2020 • Trial Magazine

FIM World Championship • International

2019 FIM TRIAL WORLD CHAMPIONSHIP POSITIONS TRIALGP

RESULTS: 1: Toni Bou (Repsol Honda-ESP) 160; 2: Adam Raga (TRRS-ESP) 134; 3: Takahisa Fujinami (Repsol Honda-JPN) 112; 4: Jamie Busto (Vertigo-ESP) 96; 5: Jorge Casales (Vertigo-ESP) 81; 6: James Dabill (Beta-GBR) 80; 7: Benoit Bincaz (Beta-FRA) 69; 8: Miquel Gelabert (Sherco-ESP) 66; 9: Franz Kadlec (TRRS-DEU) 64; 10: Jack Price (Gas Gas-GBR) 49.

TRIALGP LADIES RESULTS: 1: Emma Bristow (ShercoGBR) 100; 2: Berta Abellan (Vertigo-ESP) 81; 3: Sandra Gomez (TRRS-ESP) 75; 4: Neus Mercia (Gas Gas-ESP) 57; 5: Ingveig Hakonsen (TRRS-NOR) 56; 6: Maria Giro (Montesa-ESP) 51; 7: Alex Brancati (Beta-ITA) 48; 8: Sarah Bauer (TRRSDEU) 45; 9: Madeleine Hoover (Gas Gas-USA) 34; 10: Jule Steinart (TRRSDEU) 29.

2019 TrialGP FIM Ladies World Champion Emma Bristow (Sherco-GBR)

TRIAL2 RESULTS: 1: Gabriel Marcelli (Montesa-ESP) 135; 2: Matteo Grattarola (Honda-ITA) 127; 3: Alexandre Ferrer (Sherco-FRA) 106; 4: Toby Martyn (Beta-GBR) 106; 5: Francesc Moret (Montesa-ESP) 89; 6: Aniol Gelabert (Scorpa-ESP) 82; 7: Jack Peace (Sherco-GBR) 79; 8: Luca Petrella (Beta-ITA) 77; 9: Hakon Pedersen (Gas Gas-NOR) 41; 10: Lorenzo Gondola (Vertigo-ITA) 39.

TRIAL2 LADIES

2019 Trial2 FIM World Champion Gabriel Marcelli (Montesa-ESP)

2019 Trial2 FIM Ladies World Champion Vivian Wachs (TRRS-DEU)

RESULTS: 1: Vivian Wachs (TRRSDEU) 51; 2: Alice Minta (Scorpa-GBR) 51; 3: Caroline Moreon (Sherco-FRA) 41; 4: Lenna Volpe (Sherco-FRA) 38; 5: Alicia Robinson (Beta-GBR) 37; 6: Erika Melchior (Scorpa-NOR) 32; 7: Sophia Ter Jung (TRRS-DEU) 30; 8: Martina Gallieni (TRRS-ITA) 23; 9: Seline Melling (Beta-NOR) 15; 10: Eva Munoz (Sherco-ESP) 15.

TRIAL125 RESULTS: 1: Kieran Touly (ScorpaFRA) 111; 2: Alberto Rabino (Beta-ITA) 85; 3: Marco Mempoer (Beta-AUT) 82; 4: Alex Canales (Gas Gas-ESP) 81; 5: Arthur Rovery (Sherco-FRA) 80; 6: Pau Martinez (Vertigo-ESP) 70; 7: Pol Medinya (TRRS-ESP) 61; 8: Dylan Ball (Beta-NZL) 36; 9: Jake Eley (Beta-GBR) 25; 10: Ben Dignan (Gas Gas-ESP).

TRIAL-E RESULTS: 1: Albert Cabestany (Gas Gas-ESP) 40; 2: Kenichi Kuroyama (Yamaha-JPN) 34; 3: Gianluca Tournour (Gas Gas-ITA) 30; 4: Joan Cordon (Mecatecno-ESP) 26; 5: Dany Crosset (Gas Gas-BEL) 22.

2019 Trial2 FIM World Champion Kieran Touly (Scorpa-FRA)

Trial Magazine • August-September 2020

2019 TrialE FIM World Champion Albert Cabestany (Gas Gas-ESP)

Please keep your eyes on the various trials-related websites for the latest news on this ever-changing situation.

63

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Privateer • Hugo Jervis

HUGO JERVIS

LIVING THE

DREAM Travelling to so many world championship trials has one of the best rewards anyone can have — the making of new friends. I have been very fortunate to make so many over the last 40-odd years of travel. It’s so encouraging for the sport when new faces are recognised and to see them ‘Living the Dream’. Some riders just want to keep raising their level of ability. One of those new faces in 2017 was Hugo Jervis from Wales.

Words: John Hulme with Hugo Jervis • Pictures: Trials Media and Zoe Child 66

August-September 2020 • Trial Magazine

Hugo Jervis • Privateer

Looking good on the little Champ 50 automatic scrambler in 2001.

Father Adrian keeps his eye on the situation in 2012 at the Richmond Club ACU Youth Championship round.

“I love riding and competing on a trials motorcycle; the atmosphere, friendship and camaraderie from the people associated with the sport is beyond belief.”

Hugo’s Yamaha TY 80, which came from Juan Knight on the Isle of Man.

S

upported on his travels by his father Adrian and girlfriend Zoe, he had come to my attention with his determination on the very competitive FIM World Championship stage. He knew he was never going to be world champion, but wanted to find a true level of his own ability and enjoy mixing it with the very best. There is no better place to do that than at the very cutting edge of the sport of motorcycle trials, as we are about to find out.

So, you want to be a FIM Trial World Champion?

At a very young age, this was a dream I used to have, however, as I matured, the dream did too. It may sound crazy, but it became just about being as good as I could be. I love riding and competing on a trials motorcycle; the atmosphere, friendship and camaraderie from the people associated with the sport is beyond belief. Only a few riders go on to make it into the elite group in the FIM World Championship; I wanted to get to know the riders who pursue to live the dream and what makes them so good.

The plan is to join this elite group. Travelling as a huge family, I wanted to find my true level of ability and improve on it – oh, and also to have some fun!

Trial Magazine • August-September 2020

Were you born with motorcycle trials in your blood?

Correct and to the point; Welsh trials blood with a strong will to succeed. I come from near Llanidloes in Mid Wales, which is perfect for trials with plenty of areas to ride and practice.

My father, Adrian, even created an arena-style practice area at home which proves just how

keen he is! He and my uncle had competed in trials and enduros, and so, as with many parents, it was a natural progression for me to ride a motorcycle at a very young age. In my case, it was a little Champ 50 automatic scrambler in 2001 before getting my first trials machine which was – yes, you guessed it – a Yamaha TY 80 in 2003.

It came from Juan Knight in the Isle of Man.

Hugo was pushing for the podium in ACU BTC Experts class at many of the rounds in 2017 and then he finally got one at the last round of the year in Scotland.

67

Privateer • Hugo Jervis

Seen here in 2017, the ‘Scottish’ was put on hold to help fund the world rounds in 2018 and 2019.

Based where you lived, you had to travel to compete I first started to compete when I moved to an 80cc Gas Gas in 2007, but this was only in local club events. I then moved to a 125cc Gas Gas in late 2009 as I made my way up to the ACU Youth Championships. Travel increased as I headed into my teenage years. Many of the championship rounds were scattered around the UK. We soon became friends with so many of the other families. As well as my family, other significant sources of encouragement came from local legend Steve Plain and the Roberts family. Even from a young age, ‘Plainer’ has always been great to me. He has helped me massively with mechanical and technical know-how as well as gathering support from companies. I want to thank him for that.

Did you enjoy your youth career?

I have always loved riding trials. From an early age, this came from riding with my mates and family, which always made it good fun. It soon progressed from local centre rounds to the Welsh championship rounds and then to British championship rounds where I started in my last year of B class. I realised then that I wanted to ride at a higher level. Seeing the calibre of rider at these youth rounds made me want to get better and up my game. I guess this what started my journey.

Another great thing about these rounds is making friends with the country’s top riders. As mates, you can train and compete against which helped me improve further.

One of the days that stays in Hugo’s mind was at Tong, the FIM British world round in 2017, with so many British supporters there that day and lots of mates from home watching and shouting encouragement.

Where and when was your first FIM World round?

The idea of going to the world rounds came from Iwan Roberts Snr. He encouraged me to ride my first in the Great Britain FIM World round in the FIM 125 class at Carlisle in 2013. It was another point I realised how much I loved riding at this level and in front of the crowds. Off the back of this event, my dad took me out to a European round in Italy in 2014. It is where all the European adventures began.

2018: On the street-qualifying section in Andorra where the atmosphere is there for everyone to enjoy.

Home from home: the van.

Travelling through the Alps is so enjoyable!

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August-September 2020 • Trial Magazine

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Privateer • Hugo Jervis

2018 Andorra: It was Father’s Day in the UK, but once again Adrian was there supporting Hugo all the way.

European Adventures – tell us a little more about the early days?

The first European round I competed in was right up in the mountains in Alagna Valsesia – a town in northern Italy. Other European rounds were in places like Germany, France, Switzerland and the Czech Republic. I ended up in an ambulance there one weekend after doing my AC joint in practice. Dad wasn’t too happy having to drive there and back, not even having competed! I was in too much pain and too disappointed to think about it. Aside from that, the Europeans are a great way into the trials scene as they’re very relaxed and mainly about fun.

You have unlimited practice two days before the trial, which means lots of time to ride with new people from all over Europe. Most people stay at the trial in vans, so there is always some fun in the evenings too.

I’ve met some great people and had some real

2018: Team Jervis – Ready for action.

fun at the ‘Euro’ rounds. Oh, and the driving isn’t too bad once you’ve taken the plunge! We usually leave on a Wednesday evening from home and would arrive in say Italy for example on the Thursday night or Friday morning, depending on how much we stopped. One thing I would like to say about the Euros is a thank you to the ACU Under23 development squad – Mick Wren at the time – for all their help and support with costs in doing these rounds, it really helped me to get started.

You now had more experience of trials in general?

The experience and confidence I gained from going to these European rounds and riding at this sort of level was so good for my riding, and it did start to show. In 2015 and 2016, I was more or less at the top-15 level in the British champs expert class. In 2017, after the extra challenge of the European rounds, I had moved

up a level. I established myself in this class. In a lot of the 2017 rounds, I was now pushing for the podium. Then, at the last round of the year in Scotland, I got one. In the same year, I decided to start doing a few world rounds in the Trial2 class. This was really for a new challenge as the world championships are just that bit harder and more competitive than the Europeans. I thought it was a transition to make after starting to get in the top 15 at the European rounds. I can tell you as a fact that it’s much harder to do at the world rounds!

In 2018 you moved from Beta to TRRS It was not to say the Beta wasn’t a good machine, because it was. I also owe a huge thank you to John Lampkin at Beta-UK. His support during my years on the Italian machines extends to all his guidance that helped me to be confident at the BTC scene and bring out my potential. It was more a case

2018 Belgium: Giving it 100% concentration in qualifying.

2018 Great Britain: No pressure!

Riding on home soil always makes everyone try that little bit harder.

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August-September 2020 • Trial Magazine

Privateer • Hugo Jervis

Every mark counts. The father-and-son team working together in the heat of the action.

Post race de-brief for team Jervis.

of having a change to bring about some more improvement. The TRRS is a great machine too; I felt very at home on it as soon as I first tested one.

The overall package is of such a high standard; one you can compete on to a high level.

Steve Saunders has also been great to me since I joined TRRS in 2018, giving great support to me in the UK. The TRRS factory team are great at world rounds too as they are always there to help in any way they can. It has been a great experience working with people like Jordi Tarres and Adam Raga at the world rounds. Adam even let me borrow some knee pads at one round when the rules around them first came into play! So a big thank you to the whole TRRS team.

At the 2018 WTC, apart from Japan, you did a full European season Yes, 2018 was an excellent year for me as it was the first time doing the full European series of the WTC. I travelled to so many amazing countries over the year, and you just make so many memories travelling around competing like this; that’s why I love it so much really. Competing in these events feels special; riding in front of the crowds and with such high-class riders is great.

Then in between rounds, on consecutive weekends, for example, you’re just travelling around Europe with your mates. This year was a pretty expensive one for us as, I would say, each round probably costs around £1,000. When you look back, it’s so worth it, and I know my dad agrees.

Did you repeat the season the following year?

2019 was pretty much the same schedule as 2018 just without doing one round in Portugal as I rode in the Manx Two Day Trial with a big group of mates – that’s another cracking event! After doing so many of the rounds in 2018, it would have been hard to not do it again in 2019 as it was just such a great experience.

I think you need a couple of seasons to get into it as it is very different from British events. Like the qualifying for example; it’s such a hard thing to get right, and it’s a big battle to get comfortable with the one chance, go fast but not too fast – but still with a quick approach.

I think 2019 was better for me. Because I was more comfortable with the whole event, and being supported by some great people, I was able to focus more on my riding. I am very fortunate to have my dad and my girlfriend Zoe, or dad’s girlfriend, Jacqui, at every round; they all help me to be able to prepare in the right way to ride. Also, my mum, Sue, and stepdad, Martin, usually come over to watch at one of the world rounds, so it’s nice when they’re supporting too.

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2019 Holland: Going for gold in the qualifying.

2019 Belgium: Finding the limit and beyond in qualifying.

August-September 2020 • Trial Magazine

Privateer • Hugo Jervis

2019 Holland: Under the red hot sun on one of the many man-made hazards.

Was the 2020 FIM Trial World Championship season on the agenda?

The WTC was definitely on the calendar again this year. I was going to maybe do one less round just because of how the calendar fell and having to balance a full-time job alongside the trials career. Life gets pretty busy at times!

Hopefully, once it’s safe to do so, we can salvage something of the season, and I’ll see you at some WTCs later in the year — fingers crossed.

How expensive is it to compete at this level of riding?

Well, as I mentioned earlier, I would say on average it’s roughly £1,000 per round, maybe a bit more depending on how far it is or how long we’re away for. We live in the van which we (mainly my dad) converted into a ‘race van’ as it keeps the costs lower. I like it this way though, as I like being part of the paddock in amongst the atmosphere. Dad has put an awful lot into my trials career over the years, and I can’t thank him enough for everything it’s allowed me to do and experience. I would also like to thank everyone who’s supported me through the years so far in any way as ‘every little helps’ as they say; it really has helped me ‘live the dream’ so far.

What does your future hold in trials?

I competed in the SSDT in 2014 on the 125cc Gas Gas and again in 2017 on the 250cc Beta.

I love the ‘Scottish’, but it was put on hold to help fund the world rounds. I will pick up on my enjoyment in this event hopefully in 2021.

I have ridden the Scott every year since 2015, and I am still on the hunt for that elusive Scott silver spoon but getting closer every year. I just need a relatively trouble-free year, and I’ll be there!

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2019 Lake District: Concentrating on the rocks in the river in the ACU British Trials Championship.

It was a change of plan for 2020 in the ACU BTC as Hugo moved to the Trial2 class.

In the adult BTC, I competed in the Expert class from 2014 to 2017, finishing sixth overall in 2017. I then moved up to the Championship class for 2018 and 2019. I really enjoyed the challenge of it. I felt it helped raise my game a lot. However, due to that class becoming less popular, and the new Trial2 class becoming so competitive, I thought this would be a nice change for 2020. I am hoping to be able to feature at the high end in this class over the coming years. Hopefully, the European adventures will be able to continue for a few years yet as well.

Tell us about your best ride at FIM World Championship level?

One of my best rides for me would be at Tong, the British world round in 2017. I think it was the fact that there were so many British supporters there that day and a lot of mates from home watching and shouting, which made it extra cool! I seem to remember feeling good that day too, so let’s go with that. I think there are good points from most rounds really, but the more I do, the more I want to do better. I know I’ve got it in me, so it’s easy to be critical.

And to close, what was your favourite memory from the FIM World Championship?

To be honest, I don’t think I could pick just one. Just the memories of the events and the travelling as a whole are what I love about it. The amazing places that I am lucky enough to ride in, the laughs we have with mates and travelling the world with friends and family; it’s all pretty special. Before we close, I’d just like to reiterate my utmost thanks to everyone; sponsors, friends and family who have supported me and continue to support me in my trials career.

Thank you.

Living the Dream: Asleep after a hard day’s graft in the world championship. Having dipped his toes inside the top 20 in the FIM Trial2 World Championship the fight for that elusive world championship point and the top 15 will continue in 2020.

WHO IS HUGO JERVIS

DATE OF BIRTH: 25/11/1996 STATUS: In a relationship with Zoe Child.

HOME: Llanidloes in Mid Wales EMPLOYER: Busch UK JOB TITLE: Mechanical Engineer TRANSPORT: Golf R/VW Caddy

FAVOURITES MUSIC: Up for most things from ’80s tunes to Dance FILM: Stepbrothers SERIES: Last Kingdom CAR: Audi RS6 FOOD: BBQ or a Nandos DRINK: Coffee SPORT: Aside from trials – Mountain biking COUNTRY: Hard one – just the Alps in general MOTOCROSS RIDER: Travis Pastrana ENDURO RIDER: Billy Bolt TRIALS RIDER: Dougie Lampkin / Iwan Jones ALL TIME HERO: Dad, Adrian

August-September 2020 • Trial Magazine

Flashback • 2000

Dougie Lampkin (Montesa-GBR)

WTC: GREAT BRITAIN

HAWKSTONE PARK

We all love attending a ‘Home’ world championship event, and never more than when one of your favourite riders is doing the winning.

Yorkshire’s Dougie Lampkin was dominating the world, having won his first FIM World Trials Championship in 1997 on the Italian Beta.

In 2000 he had moved under the arm of the mighty Montesa trials team and looked unbeatable; a rider at the very top of his chosen profession. Great Britain had a lot to be proud of in the world of trials; Steve Colley and Graham Jarvis were also in contention at every round having their eye on that top spot of the podium.

Words: Trials Media • Pictures: Peter J Beardmore and Colin Bullock 76

August-September 2020 • Trial Magazine

2000 • Flashback

Marc Colomer (Montesa-ESP)

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awkstone Park needs no introduction as a world-class off-road motorcycle venue that hosted world-class scrambling (or motocross events as they would come to be known) before the world championship trials arrived in 1995, and enduro events in more recent times.

Located close to Market Drayton, north Shropshire, its heavily wooded hillside is littered with rocks and climbs has a very loose sandstone base making for challenging riding conditions across all disciplines of off-road motorcycling.

With good spectator access, the FIM World Championship rounds first introduced Hawkstone Park to the series in 1995 as a one-day event when Spain’s Jordi Tarres (Gas Gas) gave everyone a riding lesson on his way to his last world title. A young Dougie Lampkin won in 1996 at the two-day event but, with no UK world round in 1997, the patriotic crowds would have to wait until 1998 to welcome him back to his winning days. He won again in 1999 still on the Beta.

Steve Colley (Gas Gas-GBR)

FIM – ACU

Working closely with the FIM in promoting the world championship trial at Hawkstone Park, the governing body of motorcycle sport in Great Britain, the ACU, had attracted sponsorship for the event from Automint.

The two-day event did not disappoint the vast crowds running into the thousands who turned out to see the best riders in the world. The facilities at Hawkstone Park were already in place due to its hosting of Grand Prix Motocross events, and the mid-country location made it an ideal magnet for the trials-riding enthusiast to attend.

Kenichi Kuroyama (Beta-JPN)

Trial Magazine • August-September 2020

Albert Cabestany (Beta-ESP)

Takahisa Fujinami (Honda-JPN)

Adam Raga (Gas Gas-ESP)

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Flashback • 2000

THE SERIES SO FAR

Jordi Pascuet (Gas Gas-ESP)

With help from the local trials clubs, 15 hazards were set out, with a man-made one located in front of the VIP area to keep the invited guests entertained under cover of a large marquee. These 15 hazards would be ridden over two laps, giving the crowds excellent value for money.

Another large marquee would act as the start and finish area with a podium for the prize-giving ceremony on both days. Running over the weekend of the 15th and 16th April this would be the last world championship event before the small break for the Scottish Six Days Trial in May. The world championship would start again on May the 20th in the Czech Republic.

Having won his first FIM World Championship in 1997, Dougie Lampkin had continued his domination and was the defending world champion. In a well-published move, he had left Beta and moved to the Montesa trials team for 2000, run under the expert guidance of the respected former Spanish rider Miquel Cirera.

He was in charge of a very strong team that had returned to world championship glory in 1996 with Marc Colomer, who was still on the Montesa alongside Lampkin. As the twostroke, Montesa Cota 315 used the Japanese HRC supplied engine he also had the exciting Japanese rider Takahisa Fujinami in the team.

Lampkin was the runaway series leader with 117 points in the bag even at this early stage in the championship, winning five of the six opening rounds with a 23-point lead over Colomer. In third position was Fujinami on 81 followed by the winner on day one in Belgium Marc Frexia (Gas Gas-ESP), with Graham Jarvis on the new Sherco in fifth position on 50 points.

What is interesting is that in two of the opening rounds, Lampkin had won on the tie decider, such was the high level of riding.

LAMPKIN DELIVERS

Both days were run in ideal trials-riding conditions, with fine but cloudy weather and fantastic crowd support. Lampkin had one thing on his mind, and that was winning. He duly delivered on both days much to the crowd’s delight.

On the Saturday he had been pushed all the way by Marc Colomer, eventually taking the victory by a single mark.

On the final step of the podium was Steve Colley, who showed the kind of form everyone knew he was capable of, with Jarvis fourth and Fujinami rounding off the top five.

As we have seen in the past with Lampkin, on the second day of competition, he simply moved the goalposts beyond reach. Second was Fujinami as David Cobos put the new Sherco on a world podium for the first time in the UK. Fellow Sherco rider, Graham Jarvis, was forced to retire when in the closing stages on day one on his way to fifth position he had crashed and damaged his knee, creating an injury that would force him out of trials until 2001. As the doors closed on two days of action, Dougie Lampkin had further increased his championship lead as he looked towards securing yet another world title and his first for Montesa.

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HOW GOOD

Amos Bilbao (Montesa-ESP)

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Anyone who attended any of the FIM World Championship rounds at this famous venue will agree just how good they were. They created the perfect atmosphere with a good selection of hazards so different from what you would usually find at a world round, making it unique.

As the world changes and we learn to cope with the effects of Coronavirus how good would it be to see a world round back at this iconic venue in 2021! Over to you, the ACU and the FIM.

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Marcel Justribo (Montesa-ESP)

August-September 2020 • Trial Magazine

Flashback • 2000

Michael Phillipson (Beta-GBR)

Ian Austermuhle (Beta-GBR)

2000 FIM WORLD CHAMPIONSHIP

ROUND 7: DAY ONE, HAWKSTONE PARK, GREAT BRITAIN RESULTS: 1: Dougie Lampkin (Montesa-GBR) 21; 2: Marc Colomer (Montesa-ESP) 22; 3: Steve Colley (Gas Gas-GBR) 27; 4: Graham Jarvis (Sherco-GBR) 29; 5: Takahisa Fujinami (Montesa-JPN) 33; 6: Albert Cabestany (Beta-ESP) 42; 7: Marx Frexia (Gas Gas-ESP) 45; 8: Bruno Camozzi (Gas Gas-FRA) 49; 9: Kenichi Kuroyama (Beta-JPN) 52; 10: Joachim Hindren (Gas Gas-FIN) 52; 11: Adam Raga (Gas Gas-ESP) 52; 12: David Cobos (Sherco-ESP) 53; 13: Manuel Jose Alcarez (Montesa-ESP) 53; 14: Amos Bilbao (Montesa-ESP) 58; 15: Jordi Pascuet (Gas Gas-ESP) 59; 16: Sam Connor (Montesa-GBR) 61; 20: Jonny Starmer (MontesaGBR) 92; 21: Ben Hemingway (Beta-GBR) 92; 22: Michael Phillipson (Beta-GBR) 100; 23: Martin Crosswaite (Gas Gas-GBR) 101; 24: Joe Baker (Sherco-GBR) 106; 26: Ian Austermuhle (Beta-GBR) 111; 28: Henry Moorhouse (Montesa-GBR) 111; 29: Shaun Morris (Sherco-GBR) 113; 31: Dan Thorpe (Gas Gas-GBR) 124.

ROUND 8: DAY TWO, HAWKSTONE PARK, GREAT BRITAIN

Jonny Starmer (Montesa-GBR)

RESULTS: 1: Dougie Lampkin (Montesa-GBR) 7; 2: Takahisa Fujinami (Montesa-JPN) 20; 3: David Cobos (Sherco-ESP) 21; 4: Kenichi Kuroyama (Beta-JPN) 21; 5: Marx Frexia (Gas GasESP) 22; 6: Steve Colley (Gas Gas-GBR) 23; 7: Albert Cabestany (Beta-ESP) 24; 8: Marcel Justribo (Montesa-ESP) 28; 9: Adam Raga (Gas Gas-ESP) 29; 10: Marc Colomer (MontesaESP) 37; 11: Amos Bilbao (Montesa-ESP) 41; 12: Manuel Jose Alcarez (Montesa-ESP) 46; 13: Jordi Pascuet (Gas Gas-ESP) 50; 14: Joachim Hindren (Gas Gas-FIN) 53; 15: Sam Connor (Montesa-GBR) 60; 19: Martin Crosswaite (Gas Gas-GBR) 82; 20: Shaun Morris (ShercoGBR) 86; 21: Michael Phillipson (Beta-GBR) 87; 22: Jonny Starmer (Montesa-GBR) 87; 23: Ben Hemingway (Beta-GBR) 90; 25: Ian Austermuhle (Beta-GBR) 100; 26: Joe Baker (Sherco-GBR) 101; 27: Dan Thorpe (Gas Gas-GBR) 103; 29: Henry Moorhouse (MontesaGBR) 105; Retired: Graham Jarvis (Sherco-GBR).

A large crowd await the presentation

Patrick Rawlins of Automint presents the Trophy to Dougie Lampkin

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August-September 2020 • Trial Magazine

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Catch Up • Michael Brown

Michaels father Steve has been with him all the way in his successful trials career.

A CIRCUS ACT

VIVA LAS VEGAS

‘Where did Michael Brown disappear from the trials scene?’ is a constant question I am asked. Until the latter end of 2019, he had spent close-on the last 20 years of his life living, breathing and riding motorcycle trials. Taking a year out to marry his wife Sammyjo on the 16th June 2018, both their lives then made a sudden change of location from Scarborough in the UK to embrace an adventure into the USA; it was time for ‘Viva Las Vegas’!

Words: John Hulme with Michael Brown • Pictures: Trials Media, Sammyjo, Cirque du Soleil and Ibiza Star Films

Cheers from ‘Vegas’.

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August-September 2020 • Trial Magazine

Michael Brown • Catch Up

‘RUN’ show would be set in the theatre in the Luxor Hotel and Casino on the Vegas Strip.

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On the 16th June 2018, it was time for ‘Viva Las Vegas’!

ichael Brown was a very successful ACU Youth British Championship career yielded wins in all four classes from the youngest D Class right through to the A Class. Riding Beta machinery, he moved into the adults. Success continued with the 2007 European and FIM Junior World Championship with the Top Trial Team in Italy.

He progressed into what we now call the TrialGP World Championship riding Sherco and then Gas Gas as he moved into the top ten riders in the world.

His adult successes, including the 2012 Scott Trial victory and British Championship title in 2013, have always been well documented in Trial Magazine. I have enjoyed many happy times travelling around the world with Michael.

He taught me the ropes on world-wide travel arrangements.

A new ‘Home was found to rent 15 minutes away from the Vegas strip that they and Jack Challoner and some of the other FMX riders could live in.

I was with him in Japan in 2015 when his world championship career virtually came to a painful end when he broke his knee cap four places. He recovered from this injury to finish second in both the SSDT and Scott Trials in 2016. In his heart, he knew it was time to move on from a full-time trials career.

Michael, where did the approach come from over the move to the USA? I received a phone call from my good friend Jack Challoner in September 2017 to ask if I would be interested in going to Montreal in Canada to do a ‘showcase’ with him for a show that could potentially be set in a casino in Las Vegas.

Of course, I jumped at the chance, and I went with Jack and our partners for three weeks of rehearsals, followed by the showcase at the end of the trip. It was a great success and the start of our journey with Cirque du Soleil.

At this point, what was your plan for the future?

After the trip to Canada, I wasn’t sure what would happen regarding the show as these things always take a lot of time to organise, so I went home and carried on with normal life. I had stopped riding trials professionally by this time, and I only rode for fun in selected events.

John Shirt asked me if I would be the team manager of a youth team he was putting together. It was great to do something a little bit different, and I enjoyed going to the events to support the youth riders.

In June 2018, I got married to Sammyjo in Ibiza, and it was, hands down, the best day of my life. Not many people knew then, but I had been in contact with Cirque du Soleil when I was in Ibiza about relocating to Las Vegas to be in a new stunt show called RUN. After we returned home, I was offered a contract with them, so we had a big decision to make.

Showtime.

Trial Magazine • August-September 2020

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Catch Up • Michael Brown

A very successful ACU Youth British Championship career yielded wins in all four classes from the youngest D Class right through to the A Class.

Joining a circus – really?

Sounds really crazy, doesn’t it? My contract was to ride an electric trials machine in the ‘RUN’ show that would be set in the theatre in the Luxor Hotel and Casino on the Vegas Strip along with Jack Challoner. We would do two shows per night, five nights a week for 48 weeks of the year. Both mine and Jack’s initial contract was until the end of 2020.

What were your initial thoughts on a move to the USA? When Sammyjo and I first talked about a move to the USA we didn’t really know much about Las Vegas. I have been to a few World Trial events in the USA but never to Vegas.

We decided to take a trip over for a week to see what it was all about. It was clear straight away that it would suit us both down to the ground,

Riding ‘Surrender’ on the way to the 2012 Scott Trial victory.

“In June 2018, I got married to Sammyjo in Ibiza, and it was, hands down, the best day of my life.

Not many people knew then, but I had been in contact with Cirque du Soleil when I was in Ibiza about relocating to Las Vegas to be in a new stunt show called RUN.” and the decision was made. Sammyjo only had one rule about the move, and that was that we would take our three dogs with us or she wasn’t going!

When did you move to America?

Jack and I went to Cirque du Soleil’s headquarters in Canada mid-May 2019 for five

weeks of training before moving to Vegas at the start of July. Sammyjo and the dogs joined me in Vegas then. We found a house to rent 15 minutes away from the Vegas strip that Sammyjo and I, Jack and some of the other FMX riders could live in. We made some great friends during the show that I’m sure we will stay in contact with. They were fantastic times.

Vegas life.

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August-September 2020 • Trial Magazine

Catch Up • Michael Brown

The ACU British Championship title was added in 2013.

Did you have to train for the show?

Yes, we did a lot of training. We started training in Canada and carried on when we arrived in Vegas. Our rehearsal days were 12-hour days in the beginning as well as physical fitness classes.

How long did each show last?

Each show was 75 minutes long and separated into different scenes. We were integrated into most of the scenes as well as having our own scene near the end of the show. It involved both Trials and FMX. You used Electric Motion trials motorcycles?

Yes, we used the 2019 Electric Motion trials machines. It was a significant change for both Jack and me initially as we had never ridden electric motorcycles. There were definitely some funny moments in rehearsals and quite a few crashes! The Electric Motion was good but very different from what we were used to. Just before we left the show, we received the New EPURE Electric Motion model, which was much improved. I am sure the electric machines will only improve and a lot more people will be riding them in events in the near future as they are so good.

Alexz Wigg joined you just before Christmas 2019?

We were asked to find another rider for the show in case of injury or illness. We instantly put Alexz Wigg’s name forward, and within a few weeks, he joined us, which was great as I have grown up riding with him and we have become good friends. His girlfriend Charlie came out for a few weeks at Christmas, which was great and made the festive period such good fun for us all.

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When did you realise that the show was in trouble?

After a couple of months of shows starting we knew that ticket sales weren’t going as planned.

We were in the process of starting a revamp of the show in the new year; however, this never got started as the agreement between Cirque du Soleil and MGM resorts was terminated at the start of March. It was a massive shock to everyone involved, and it was a case of ‘back to reality’ pretty quickly! Our last show was on 8th March. Little did we know it then but things were to get worse very quickly with the coronavirus. The US was stopping international travel so Sammyjo, Jack and

Alexz all returned to the UK as fast as possible.

With pet travel also banned, I stayed in the USA until I was able to fly back with the dogs on 5th April.

Tell us about the best times while living in Las Vegas.

We had some fantastic times in Las Vegas, and we don’t regret our decision to go over and live there. I am sure we would have stayed a lot longer if we’d had the chance. The weather, of course, was a lot warmer than the UK. We had some great times with friends and family that visited us and came to see the show.

We visited Los Angeles and many other places when we had free time. We met some great people in the show, and they quickly became life-long friends. It’s a shame it ended as soon as it did, but that’s the nature of the business. I am sure we will return to Vegas as tourists soon.

What did you miss the most about the UK? A good-old bacon sandwich! It was difficult not seeing friends and family for such long periods of time. We adapted quite quickly to the different lifestyle and the weather; Sammyjo especially enjoyed the sun, as did the dogs.

Memories from Las Vegas will last forever.

What does the future hold for Michael Brown now back in the UK? When I learnt about the show closing, I didn’t have a clue about what I was going to do. On return to the UK, I decided to start a new business dealing in Trials and Enduro machines and parts in Scarborough. As this goes to print, we are just getting started, so watch this space.

August-September 2020 • Trial Magazine

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August-September 2020 • Trial Magazine

Apprenticeship • European Championship

REACHING FOR THE TOP

STEPPING STONE

Sam Connor with parents Jim and Elaine

Here in Great Britain, I witness first-hand the sheer hard work that families and riders put into their efforts to get their foot on the ladder to achieving the dream of a factory-supported ride in the FIM Trial World Championship. Living and breathing Trial Magazine puts me among so many of these families. I have witnessed first-hand the challenging financial pressures, frustration and tears. Then there are the arguments when it all looks so difficult to achieve that first treasured FIM World Championship point. Of course, when it all calms down, some riders don’t make the grade, although some do come very close to it. For many, this is where the dream stops.

They have to reflect on what might have been as they move into the real world of employment. It’s a long time since I attended a European Championship round. Still, for many riders, this is the stepping stone that opens the door to the FIM World Championship and the chance to perform to the very people from the various factories that could, further down the line, become their employer.

Words: Yoomee • Pictures: Peter J Beardmore

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n 2017 I was very fortunate to be able to spend some quality time with an old friend, Peter Beardmore, before he lost his brave battle against cancer. We reminisced about his days attending the European Championship rounds representing the ACU and UK riders. He very much echoed my thoughts on how he had witnessed first-hand the families and riders living in motorhomes and vans, trekking around Europe.

Parents were juggling financial constraints to take time off work so their youngsters could fit in competitions while trying to secure a future away from the sport by preparing them for important exams as they travelled the many road miles in Europe to attend events.

This article had been kept on hold after Peter’s untimely death as I wanted to wait until 2020 to have a brief look back at the 2000 European Trials Championship with some of his excellent 90

pictures. After conversations with some of the riders and the ‘Guardian’ of trials Charly Demathieu, we had full access to the results and the opportunity to generate this article.

REPLICATED

It’s also worth noting that this pattern is replicated not just in Great Britain but also around the world and in Europe which, of course, is home to the majority of the motorcycle trials manufacturers.

Since the late ’90s, I have been good friends with Adam Raga spending many a time talking to him and his father, Josep. I have seen the same pattern emerge for the foreign riders.

A couple of years ago, I spoke to Josep about Adam’s path to the very top of the sport. It was interesting to note that, at the time Adam moved under away from under his wing to Gas Gas as a fully supported rider, the family funds

were almost exhausted! I wonder just how many of the other top riders’ parents have been in the same situation. Many of those who attend both the European and World Championship competitions were once riders themselves, and it’s always good to catch up with them as many are the same age as me.

Writing this article during the pandemic, I did wonder if the governing bodies of the world of motorcycle trials would seek the opportunity to give the European Championship series more credibility. If it could attract financial sponsorship, could we see the return of the manufacturers’ support to what so many still consider to be the ‘grassroots’ of the FIM Trial World Championship?

With more support and exposure, this ‘feeder’ championship could be the kick-start to getting more riders attending who are looking to a secure future in the sport.

August-September 2020 • Trial Magazine

European Championship • Apprenticeship

2000 EUROPEAN CHAMPIONSHIP

SAM'S THE MAN

Ben Hemingway (Beta-GBR) Dan Clarke (Scorpa-GBR)

Sam Connor (Montesa-GBR)

Ian Austermuhle (Beta-GBR)

ROUND 1 ITALY: ACQUASANTA TERME 16TH JULY ENTRY: 57 RIDERS

With both Adam Raga and Sam Connor also contesting the FIM World Championship rounds, the European Championship looked on paper to turn into a battle between these two young riders.

Separated by a single mark at the end of a hot day of action, it was the English rider Connor who took the victory, despite a panic in the closing stages on the last lap with a rear wheel puncture.

Seasoned Italian rider, Dario Re Delle Gandine, took the final step on the podium.

In what would turn out to be his best season since Ben Hemingway started in the European Championship, he came home in 12th position, just two places behind Martin Crosswaite on the new model Scorpa as they both scored points.

RESULTS: 1: Sam Connor (Montesa-GBR) 23; 2: Adam Raga (Gas Gas-ESP) 24; 3: Dario Re Delle Gandine (Montesa-ITA) 30; 4: Stefano Dellio (Montesa-ITA) 33; 5: Gregory Eyries (Sherco-FRA) 40; 10: Martin Crosswaite (Scorpa-GBR) 50; 12: Ben Hemingway (Beta-GBR) 60; 17: Dan Clarke (Scorpa-GBR) 65; 28: Ian Austermuhle (Beta-GBR) 91; Retired: Michael Phillipson (Beta-GBR).

Trial Magazine • August-September 2020

Ian Austermuhle (Beta-GBR)

Michael Phillipson (Beta-GBR)

Sam Connor with the winning trophy

Adam Raga, Sam Connor and Dario Re Delle Gandine

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Apprenticeship • European Championship

Michael Brown (Beta-GBR)

BRIT SHOCK 2000 UEM EUROPEAN YOUTH CUP

T

he French European round would also incorporate the UEM European Youth Cup for both 125cc and 250cc machines, to be held the day before on the 22nd July. This would be a single event to determine who won the titles, and restricted to riders under 16 years of age who would compete over three laps of 10 hazards in the two classes.

125CC: ENTRY: 11 RIDERS

This trial would be about two riders: Andrea Fistolera and Great Britain’s Michael Brown.

Very evenly matched, it was only a small mistake in the closing stages that cost the ‘Mighty Atom’ Brown the victory. Small in stature but huge on talent, he gave his all to take the second step on the podium.

RESULTS: 1: Andrea Fistolera (Beta-ITA) 79; 2: Michael Brown (Beta-GBR) 80; 3: Niclas Liebl (Sherco-GER) 92; 4: Vivien Chalopin (Gas GasFRA) 93; 5: Julien Adamski (Gas Gas-FRA) 97; 6: Sergio Mayol (Gas Gas-ESP) 100; 7: Julien Payen (Gas Gas-FRA) 106; 8: Robin Gilman (Sherco-BEL) 107; 9: Sylvain Vialle (Gas Gas-FRA) 118; 10: Javier Cordero (Gas Gas-ESP) 132.

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Michael Brown (Beta-GBR)

Podium 125: Michael Brown, Andrea Fisterola and Niclas Hebl

August-September 2020 • Trial Magazine

European Championship • Apprenticeship

2000 EUROPEAN CHAMPIONSHIP

ADAM ATTACKS

Tom Sagar (Beta-GBR)

Sam Connor (Montesa-GBR)

Mika Vesterinen (Beta-GBR)

Chris Curtis (Montesa-GBR)

250CC ENTRY: 30 RIDERS

A proud Mika Vesterinen stood on the top spot of the podium alongside fellow Brit Tom Norton, as Mika edged to the front by a small margin at the close of the action. It was a good day for the British as both Tom Sagar and Chris ‘Trigger’ Curtis finished in the top ten. Spanish lady rider Laia Sanz rounded off the top ten.

Tom Norton (Beta-GBR)

RESULTS: 1: Mika Vesterinen (Beta-GBR) 24; 2: Tom Norton (Beta-GBR) 28; 3: Aitor Anton (Beta-ESP) 28; 4: Victor Beltran (Sherco-ESP) 35; 5: Tom Sagar (Beta-GBR) 47; 6: Saku Suvanto (Beta-FIN) 54; 7: Chris Curtis (Montesa-GBR) 59; 8: Matteo Rochon (Gas Gas-ITA) 64; 9: Fabien Labre (Montesa-FRA) 74; 10: Laia Sanz (Montesa-ESP) 75.

Podium 250: Tom Norton, Mika Vesterinen and Aitor Anton

Trial Magazine • August-September 2020

Mika Vesterinen and Tom Norton

Ben Hemingway (Beta-GBR)

ROUND 2 FRANCE: MASSAIS 23RD JULY, ENTRY: 64 RIDERS

One week later the championship would move to France, where Adam Raga threw down the gauntlet to his challengers for the title with a clear victory over a chasing pack of riders headed by Dario Re Delle Gandine. Sam Connor kept his championship hopes alive with a third place. An 11-strong English contingent enjoyed the French sun but, apart from Connor and Ben Hemingway, finished well away from the points-scoring positions.

RESULTS: 1: Adam Raga (Gas Gas-ESP) 27; 2: Dario Re Delle Gandine (Montesa-ITA) 42; 3: Sam Connor (Montesa-GBR) 45; 4: Josep Manzano (Sherco-ESP) 46; 5: Maria Saez Josep (MontesaESP) 49; 11: Ian Austermuhle (Beta-GBR) 67; 13: Ben Hemingway (Beta-GBR) 68; 23: Martin Crosswaite (Scorpa-GBR) 80; 34: Dan Thorpe (Gas Gas-GBR) 101; 37: Dan Clarke (Scorpa-GBR) 112; 46: Henry Moorhouse (Sherco-GBR) 125; 47: Jason Bayliss (Montesa-GBR) 127; 49: James Lampkin (MontesaGBR) 130; 59: Arran Drachenberg (Beta-GBR) 158; 61: Liam Walker (Gas Gas-GBR) 169.

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Apprenticeship • European Championship

Josep Manzano (Sherco-ESP)

Ben Hemingway (Beta-GBR)

2000 EUROPEAN CHAMPIONSHIP

CONNOR IN CONTROL

Sam Connor (Montesa-GBR)

Michael Phillipson (Beta-GBR)

Podium: Sam Connor, Josep Manzano and Anders Nilsson

ROUND 3 SWEDEN: BJORKVIK 13TH AUGUST, ENTRY: 39 RIDERS

With a new winner in Josep Manzano and Adam Raga finishing in a disastrous 11th position Great Britain’s Sam Connor was pushed back to the top of the points table with a strong second position. Connor was now at the head of the championship table on 52 points to Dario Re Delle Gandine on 45 and Raga on 42. Ben Hemingway carried on scoring points as he was joined by Michael Phillipson in 14th, and just missing out on points in 17th was Ian Austermuhle.

Ian Austermuhle (Beta-GBR)

94

RESULTS: 1: Josep Manzano (Sherco-ESP) 11; 2: Sam Connor (MontesaGBR) 13; 3: Anders Nilsson (Gas Gas-SWE) 17; 4: Dario Re Delle Gandine (Montesa-ITA) 19; 5: Andreas Lettenbichler (Sherco-GER) 21; 12: Ben Hemingway (Beta-GBR) 27; 14: Michael Phillipson (Beta-GBR) 29; 17: Ian Austermuhle (Beta-GBR) 36.

August-September 2020 • Trial Magazine

Apprenticeship • European Championship

Ben Hemingway (Beta-GBR)

Ben Hemingway

Sam Connor (Montesa-GBR)

2000 EUROPEAN CHAMPIONSHIP

IT'S ALL TO PLAY FOR ROUND 4 NORWAY: PORSGRUNN 20TH AUGUST, ENTRY: 39 RIDERS

You can never keep a good man down, and Adam Raga came bouncing back just one week later from Sweden with a stunning display of his young talents. No one had an answer to his riding as Ben Hemingway took to the podium in second position. As Ian Austermuhle finished seventh Sam Connor slipped to eighth, leaving the championship wide open with the points at – 1: Raga 62; 2: Connor 60; 3: Re Delle Gandine 58; 4: Manzano 57. The last round would be winner-takes-all!

RESULTS: 1: Adam Raga (Gas Gas-ESP) 3; 2: Ben Hemingway (Beta-GBR) 21; 3: Josep Manzano (Sherco-ESP) 22; 4: Dario Re Delle Gandine (Montesa-ITA) 24; 5: Sergio Leon (Montesa-ESP) 28; 7: Ian Austermuhle (Beta-GBR) 33; 8: Sam Connor (MontesaGBR) 34; 20: Michael Phillipson (Beta-GBR) 60.

Ian Austermuhle (Beta-GBR)

Podium: Ben Hemingway, Adam Raga and Josep Manzano

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Paddock Life

August-September 2020 • Trial Magazine

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Apprenticeship • European Championship

2000 EUROPEAN CHAMPIONSHIP

A RAGA RAMPAGE

Adam Raga (centre) learning the ropes with Steve Colley (left) and Marc Colomer (right)

A

s a 16-year-old, Adam Raga had competed in his first FIM World Championship round in France in 1998, scoring his first points on day two with a 15th place. Over the next few years he would mix the European Championship rounds with the World Championship as the motorcycle trials manufacturers valued both titles. In the year 2000 the Raga ‘rampage’ began in earnest as he won the European Championship and moved into the top ten positions in the world with a strong ninth place at the close of the season.

ROUND 5: SPAIN, VALDEMANCO. 17TH SEPTEMBER, ENTRY: 44 RIDERS

With the FIM World Championship over the week before and with Adam finishing ninth he rounded off the year with yet another superb riding display to take the UEM European Championship. The biggest loser down in fifth positon was Sam Connor, who also dropped down to fourth in the final championship positions.

Michael Phillipson gained valuable championship points in eighth followed by Ben Hemingway in tenth as the younger of the two Hemingway brothers took his highest placed finish in the championship of sixth overall.

RESULTS: 1: Adam Raga (Gas Gas-ESP) 2; 2: Josep Manzano (Sherco-ESP) 9; 3: Dario Re Delle Gandine (Montesa-ITA) 12; 4: Stefano Dellio (Montesa-ITA) 16; 5: Sam Connor (Montesa-GBR) 21; 8: Michael Phillipson (Beta-GBR) 28; 10: Ben Hemingway (Beta-GBR) 31; 13: Ian Austermuhle (Beta-GBR) 38; 24: Dan Thorpe (Gas Gas-GBR) 63; 37: Sean Robinson (Sherco-GBR) 118.

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Sam Connor (Montesa-GBR)

2000: UEM EUROPEAN CHAMPIONSHIP FIVE ROUNDS RESULTS: 1: Adam Raga (Gas Gas-ESP) 82; 2: Josep Manzano (Sherco-ESP) 74; 3: Dario Re Delle Gandine (Montesa-ITA) 73; 4: Sam Connor (Montesa-GBR) 71; 5: Stefano Dellio (MontesaITA) 49; 6: Ben Hemingway (Beta-GBR) 34; 7: Gregory Eyries (Sherco-FRA) 34; 8: Anders Nilsson (Gas Gas-SWE) 30; 9: Sergio Leon (Montesa-ESP) 28; 10: Maria Saez Josep (Montesa-ESP) 26; 11: Andreas Lettenbichler (Sherco-GER) 22; 12: Fabio Lenzi (Gas Gas-ITA) 20; 13: Ian Austermuhle (Beta-GBR) 17; 14: Alex Van Den Broek (Montesa-NED) 17; 15: Jordi Garcia (Beta-ITA) 10; 16: Michael Phillipson (Beta-GBR) 10; 17: Jussi Haapanen (Beta-FIN) 10; 18: Michael Vukcevic (Sherco-BEL) 9; 19: Jonas Riedel (Beta-SWE) 6; 20: Martin Crosswaite (Scorpa-GBR) 6; 21: Martin Krousterek (Beta-CZE) 6; 22: Jan Cardinaels (MontesaBEL) 6; 23: Pavel Balas (Gas Gas-CZE) 5; 24: Israel Escalera (Gas Gas-ESP) 5; 25: Carsten Stranghoner (Sherco-GER) 3; 26: Jiri Svoboda (Montesa-CZE) 2.

26 CHAMPIONSHIP POINTS SCORERS MACHINES: Montesa 8; Beta 7; Gas Gas 5; Sherco 5; Scorpa 1.

NATIONALITIES: ESP: 5; GBR: 5; ITA: 4; CZE: 3; BEL: 2; GER: 2; SWE: 2; FIN: 1; FRA: 1; NED: 1.

August-September 2020 • Trial Magazine

a new era awaits

fuelling motorcycle passion

29 • 08 • 20

Trials Etiquette • Observing

GUIDE TO MOTORCYCLE TRIALS OBSERVING

THE OBSERVERS DECISION IS FINAL On behalf of everyone at Manchester 17 MCC Ltd, welcome to motorcycle trials, which is the friendliest and most social motorsport there is. Thank you to everyone who helped to produce this guide to motorcycle trials observing.

Words: Manchester 17 MCC Ltd, Trials Media, with thanks to Ken Roberts and Rick Stewart Pictures: Andy Gregory, Yoomee Archive, Brian Holder and Andy Withers

T

he Manchester 17 Motorcycle Club began in 1935 when two groups of motorcycle enthusiasts in suburban Manchester got together and decided to form a club. The club’s name comes from the number of riders at that first meeting. Since then they have been involved in most forms of mainstream motorcycle activity, from road runs and training to televised scrambles, from speedway to touring, rallies and road-racing.

John Hartle, from Chapel-en-le-frith, was a club member riding trials as well as racing at an international level. He was the second guy to lap the TT Course at over 100mph.

The club now runs more than a dozen trials every year, ranging from the ever-popular ‘Dead-Easy Trials’ to the national Dave Rowland Trophy and Northern Experts Trials, as well as the ever-popular Fisher Trophy Trial and the Hipwell/Hartle Trial.

Trials is a great sport to be enjoyed by everyone, from all aspects of life.

The club gets riders from the ages of six to riders into their 80s and from 100

John Hartle was a club member riding trials as well as racing at international level. He was the second guy to lap the TT Course at over 100mph.

August-September 2020 • Trial Magazine

Observing • Trials Etiquette

On the left is Mick Bowers, who sponsored John Hartle and Dave Rowlands at the 1970 SSDT. The Manchester 17 club’s main trials event is named after him.

total beginners up to National level with many variations in between, including Youth classes and other age groups, Clubman, Twin-shocks, and Sidecars. They have local riders and those who travel long distances for the Manchester 17MCC trials, but they cannot do anything without those who run the trial and another set of vital helpers — the Observers. Maybe they’re riders or ex-riders themselves, putting something back into the sport. Or perhaps they’ve come with a family member or friend

Check the marking/scoring system. The Manchester 17 MCC always uses ‘Stop Allowed’ but some clubs or trials prefer NoStop. Always check the rules before the start and be clear on this.

and find themselves with a clipboard in their hands! Some will know exactly what they’re doing, but others perhaps will need all the help they can get.

The purpose of this guide is just to give a gentle nudge in the right direction and help you get started the right way.

The idea of it all is to have fun and make new friends, and trials is great for both of those.

Remember this article is only a guide, so come on, let’s dive in and get you started.

GETTING READY

Take food and drink: hot, cold or whatever you want. As the Scouts say: ‘Be prepared’.

Take a spare pencil or two and a rubber and something to sharpen them with; often these are provided on the Observer Board. Take weatherproof kit appropriate for the season: jacket, over-trousers, boots and thick socks and hat, and gloves that you can write in. Observe just once in lousy weather and the wrong gear, and you’ll understand!

Carry the extra kit to your section rather than wearing it on the walk in. There’s nothing worse than being all hot and sticky and then freezing

Take weatherproof kit appropriate for the season such as jacket, overtrousers, boots and thick socks and hat, and gloves that you can write in.

Observe just once in bad weather and the wrong gear and you'll understand.

Trial Magazine • August-September 2020

in sweaty clothes. Put it on before the riders get there, as you might not get a chance later and it’s a lot easier to keep warm than get warm once you’re cold.

In the summer, take sun cream and something to keep the bugs away — and use it; also something to stop the itching if the bugs do get through. Take food and drink: hot, cold or whatever you want. The club may even provide something. Take it with you as your section could be half a mile away and it’s no use in the car!

CHECK THE MARKING/SCORING SYSTEM

The Manchester 17 MCC always use ‘Stop Allowed’ but some clubs or trials prefer No-Stop. Always check the rules before the riders appear, and be clear on this. Check what route markers are being used for each class.

Manchester 17 MCC uses Red (right) and Blue (left) for the hardest route and usually White (right) Yellow (left), but it can be pairs of gates of the same colour.

Walk through the section and check that all the markers are in place. Which route goes where, and does it make sense? It is best to check before the riders appear.

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August-September 2020 • Trial Magazine

Observing • Trials Etiquette

Stop observing and reposition any marker you believe has been moved or knocked out of place to where it was originally.

As the riders walk the section maybe speak to them.

It’s a sure way to make friends in the trials world.

GET TO YOUR SECTION EARLY

Walk through the section and check that all the markers are in place. Which route goes where, and does it make sense. Work out where you’re best positioning yourself so you can see it all.

Can you see the ‘Begins’ and ‘Ends’ cards and any likely trouble-spots? Flat ground is best but make sure you’ve not chosen the likely landing spot for those who will try it flat out in third gear and fail big-time, wiping you out in the process.

BEFORE THE RIDERS ARRIVE

Please do not change the section or move the markers unless you absolutely have to, for example for safety reasons, or if they’ve clearly been pulled out. That’s the job of the ‘Clerk of the Course’ and their team, and they see the whole route and not just one section. Your section may look too easy or hard to you, but it could be that way for a reason.

When riders first arrive at your section, they will often try to ‘adjust’ it slightly. It’s okay to allow some limited kicking in the ground and polishing of the slippery surface before anyone has attempted the section, but once the section has been ridden, then it simply can’t happen.

Try to stop riders moving rocks, filling holes and ruts.

Moving markers is plain cheating and must be dealt with firmly. Stop observing and reposition any marker you believe has been moved back to where it was originally. A marker moved just a few inches can make an impossible section easy and that’s not fair to those who have already ridden it.

Work out where you're best positioning yourself so you can see it all. Can you see the ‘Begins’ and ‘Ends’ cards and any likely trouble-spots? Flat ground is best but make sure you've not chosen the likely landing spot for anyone who may crash!

THE MARKING SYSTEM: 0, 1, 2, 3 & 5 Scoring begins when the front axle passes the ‘Start’ gates and ends when it passes the ‘End’ gates. 1 mark is for putting a foot down once, more commonly known as ‘dabbing’. 2 marks are for putting a foot down twice. If the foot slides you decide but pivoting on one foot is okay, just a 1. 3 marks are for footing three or Trial Magazine • August-September 2020

And if they get through the Section without losing any marks that’s a ‘Clean’ so put a 0 down.

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Trials Etiquette • Observing

3 marks are for footing three or more times.

1 mark is for putting a foot down, ‘Dabbing’ once. Remember the ‘Dab’ may be on the blind side!

more times. A 5 is given for leaving the route, missing a flag, moving backwards or falling off.

If the rider puts both feet on the same side of the motorcycle, or dismounts and remounts, that’s a 5. They’re not allowed to cross their own tracks either. In a ‘Stop-Allowed’ trial they can stop, feet up. If they stop, have a foot down and

2 marks are for putting a foot or feet down twice.

104

take a hand off the handlebars that’s 5. If they put a foot down while stopped, that’s 1 for once, 2 for twice etc., as if they were moving. And if they get through the section without losing any marks, that’s a ‘Clean’ so put a 0 down. The motorcycle must remain within the intended limits of the section, or it’s a 5.

The only parts of the machine that can touch the terrain without penalty are tyres, footrests, engine casings and the skid plate. Strictly speaking, anything else: handlebars, elbows, boots, knees, helmet, face etc. and it’s marks lost. But was it intentional or accidental, and did they benefit from it, the observer will decide.

Be strict but fair and always give the rider the benefit of any doubt.

Where possible, make sure you can see the rider’s number before they enter the section.

Write the score down immediately they finish,

A 5-mark penalty is given for leaving the route, missing a flag, moving backwards or falling off. If the rider puts both feet on the same side of the motorcycle or dismounts and remounts that's a 5.

August-September 2020 • Trial Magazine

Observing • Trials Etiquette

If you think they're taking too long watching other riders before trying it themselves, you can call them through. Start with the lowest numbers.

Remember you're doing them a favour by Observing, not the other way around.

before anything or anyone else distracts you.

Try not to let anyone argue with you against the mark you gave. Just mark what you observed and did you actually/definitely see it?

Misbehaviour can be recorded with a 10 if needs be. Above all, be consistent with everyone. Don’t let them rush you. Wave them in when you are ready or hold your hand up to say STOP! Don’t be afraid to call ‘Mind your backs/Clear the Section’ especially if someone is blocking your view.

WHAT IF…

If you think riders are taking too long watching other riders before trying it themselves, you can call them through. Start with the lowest numbers. Remember you’re doing them a favour by Observing not the other way around.

If a rider is uncertain about their ability to ride the section, they can ask for a five. Encourage them to try but not if they feel unsafe. It’s their neck, so it’s their call.

If a rider dislodges or moves something in the section and that makes the section unsafe you are okay to move it as you think best.

Photographers are there to also enjoy the day.

Experienced ones such as Erik Kitchen will confirm that the observer is happy with their positioning.

Trial Magazine • August-September 2020

Sidecars – Only the driver is allowed to foot and if the passenger touches the ground then it’s 5. Try to stand on the motorcycle side of the section.

If a section marker gets moved, do your best to put it back where it was, if possible.

If they ride on or over marking tape or break it or a flag, it’s a 5, as is missing/riding outside a marker altogether.

If something happens that blocks a rider while in the section and it’s not their fault it’s called a baulk; they’re entitled to another attempt as long as they ask — don’t offer it. Any marks dropped up to the point where the baulk happened in the section still apply. Those marks are added to any further marks on the second attempt after that point.

If the engine stalls it’s not a 5 if the rider can get the motorcycle out of the section without footing. It’s the same if they can re-start the engine without footing or letting go of the handlebar with either hand.

If the engine stops and they simply roll out of the section feet up past the ‘Ends’ cards, it’s okay to give whatever their score was to that point.

GRADED HILL CLIMBS

Numbered cards will be alongside the section starting with 5 then 3, 2, 1 and finally 0, which

is the ‘End’ marker. Give 5 for not getting to the 3 marker, 3 for passing the 3 but not getting to the 2 marker, 2 for passing the 2 but not getting to the 1 and 1 for passing the 1 but not the 0.

Of course, a 0 for passing the 0. The rider can foot as much as they wish and only the last score marker passed by the front wheel spindle counts.

SIDECARS

Only the driver is allowed to foot, and if the passenger touches the ground, then it’s 5. Try to stand on the motorcycle side of the section.

They can’t dab on the sidecar side, and two people and a motorcycle sidecar tend to block the crafty blindside dab!

REMEMBER THAT YOU’RE THE BOSS, JUDGE AND JURY

Rule 1: The Observer’s decision is final and unchallengeable. Rule 2: In the event of a dispute, refer to Rule 1.

Trial Magazine would like to thank both Ken Roberts and Rick Stewart from the Manchester 17 MCC Limited for providing this article.

Remember that you’re the Boss, Judge and Jury. Rule 1: The Observer’s decision is final and unchallengeable. Rule 2: In the event of a dispute, refer to Rule 1. If you do have any disputes remember to leave it until after the trial and speak with the Clerk of the Course.

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Trial Magazine • August-September 2020

107

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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 Sandiford Offroad

12 Feetup

Tel: 01282 455697 Email: martin@sandifordracing.co.uk Web: www.sandifordracing.co.uk Area: Burnley, BB11 5SS

13 Inch Perfect Trials

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

14 Inta Bikes

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

15 John Lee & Sons Motorcycles

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

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

21 South West Trials

22 St Blazey MX

23 TrialEnduroDirect

24 Trail & Trials UK

16 Marsh MX

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

17 Mickey Oates Motorcycles

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

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

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

25 Trials UK

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