Trial Magazine Issue 85 February-March 2021 by Trials Media

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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

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Editor John Hulme

‘Dibsta’ – James Dabill

(NUJ No: 949620)

Editorial Staff Cyrille Barthe, 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.

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TALK TRIALS: TONI BOU

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Trial Magazine • February-March 2021

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Proof reading Jane Hulme and Davina Brooks

© 2021 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.

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Cover: Pau Martinez (Vertigo-ESP) 2020 FIM Trial125 World Champion) Photo Credit: Trials Media

Talk trials • Toni Bou

LOOKING FORWARD TO 2021 After such a tough time for the sport in 2020, I am really looking forward to 2021. COVID-19 has affected everyone worldwide, some more than others, and we still have to respect that it’s not over yet but learn to live with it. Following COVID restrictions and government guidelines, I continue with the same goal in the sport I love, and that is to keep winning as I enter my 15th season with the Repsol Honda Team. Words: Toni Bou with John Hulme • Pictures: Trials Media and Montesa/Honda

It’s like a big reflection in a mirror when I look at the past 15 years as we aim to repeat a world championship-winning season in 2021. We’re human, but sometimes I have to pinch myself on the reality that I have 116 TrialGP victories, 158 podiums and 14 FIM Trial World Championship outdoor titles. In addition to my 66 X-Trial victories and 14 indoor titles, and yes, sometimes the odd ‘pinch’ on the skin is needed! Whilst I am talking facts and figures, I have been very fortunate to share the same team member at Repsol Honda since I arrived in the team in 2007, the original ‘King of Cool’ Japan’s Takahisa Fujinami. 2021 marks ’Fujigas’ competing in the premier league of the sport for 26 years since his debut in 1996. He also shares an impressive record of results, with 22 seasons in the top five and claiming the world championship title in 2004 on the twostroke Cota 315R, as well as taking 33 victories and 167 podium finishes. Believe me, if there is ever a book published across these times, it will be full of adventure as we both enjoy life to the full. As a team, we have enjoyed 14 consecutive years with double titles. I mention the word ‘team’ as there are so many people who I am very grateful to who have made this happen. We are living a dream, and we must try to continue along this path even through these difficult times. Until next time — Toni ‘Dynamite’ Bou.

2007 Team Miquel Cirera

2007 Team Toni Bou Repsol Honda

2007 Team Repsol Honda

February-March 2021 • Trial Magazine

75 YEARS. STILL GOING STRONG.

MONTESA HONDA – UNDISPUTED CHAMPIONS OF WORLD TRIALS The history of Montesa dates back to 1944, when a young Barcelona industrialist, Pere Permanyer Puigjaner, began to produce his own gas generators for automobiles – thus opening a new branch of activities in the motorcycle industry. Fast forward 75 years, and 28 consecutive indoor and outdoor World Trials titles later, Montesa are still flying high and remain firmly on the top step of the World Trials podium. With an enviable reputation, Montesa Honda machines are renowned for their exclusive technological features, as well as for being models of superior quality and proven reliability. Call 0345 200 8000 or visit your local specialist dealer to find out more.

honda.co.uk

0345 200 8000

News • The world of trials

PINHARD TROPHY 2020 WINNER The Sunbeam MCC is delighted to announce that 19-year-old female trials rider, Alicia Robinson, has been judged as the winner of The Pinhard Trophy for 2020. Alicia faced stiff competition with voting extremely close. The Pinhard Trophy is one of the UK’s most prestigious awards, with a giant three-gallon cup presented to winners since 1950 to the best under21-year-old sporting motorcyclist competing under ACU or SACU jurisdiction. In a challenging and truncated COVID-19 season, Alicia competed in France, Spain and Andorra. She claimed the runner-up position in the FIM Trial2 Women’s World Championship.

SSDT AND PRE-65 SCOTTISH 2021 – CANCELLED

Judges were also particularly impressed by her efforts during COVID-19 to help out in the community. She has a part-time job at her local

Tesco store and, throughout lockdown, she kept working, keeping the shelves stocked and providing essential items to those in need. Usually, the presentation would be at the ACU Awards Dinner in January, but this year it will be at an event venue in the early spring. Last year’s winner was the trials rider, Toby Martyn. The Sunbeam MCC awards the trophy in memory of Frederick William Pinhard, who died in 1948 whilst serving as Secretary of the Club. This year, the judges were editors of leading motorcycle periodicals, General Secretary of the ACU, President of Sunbeam MCC and two officials appointed by Sunbeam MCC.

BILLY GREEN TO SCORPA

It was an excited Billy Green who contacted Trial Magazine to confirm he had agreed terms with Scorpa to compete in the FIM Trial2 World Championship and Scorpa UK to compete in the ACU Trial GB British Trials Championship as well as other major events throughout 2021. After winning the FIM Trial125 World Championship in 2018 on the Beta, he moved into the competitive Trial2 class with the RG Trials Team on the Montesa Cota 4RT in 2019 and 2020. Despite some encouraging results, he has not yet made the podium, but he was leading in Andorra on both days in 2020 until the closing stages. Billy Green said, “I am really excited to be moving to the two-stroke 300 Scorpa. Hopefully, once the season gets underway, I will be able to make a move into the top positions in both the World and British championships. “I would personally like to thank Rudi Geiser and the RG Trials Team and Graham Foster-Vigors at Honda/ Montesa UK for the opportunities in 2019 and 2020 as I move into the next chapter of my trials career with Scorpa in 2021”.

Both the Scottish Six Days and Pre-65 Scottish Trials have been cancelled for 2021. It is a huge blow to the trials world, as both these two prestigious international events have a strong following of riders and spectators from around the globe who have for so many years made the trip to Scotland for the first week in May to attend the events. With both events cancelled last year, the COVID-19 pandemic left the Edinburgh & District Motor Club Limited with no option. The logistics involved in the organising and running of both these events is a mammoth task to undertake. The planning starts many months before the events each year, hence the early announcement. It is also a huge blow to local It was a very cold, wet day in late December for the running economies around Fort William and the surrounding of the Witley MCC Reg Bowker Trial incorporating the 79th areas who welcome the events and the revenue Southern Experts Trial. A change of venue to the superb Hookwood Trials Centre, run by Jim and Elaine Connor, that it brings. As we went to print, we were waiting for further turned out to be the saving grace as the organising team were news, but you can always go to the club’s website: well able to comply with the latest COVID-19 government www.ssdt.org for more information. guidelines to keep everyone safe in the confines of the wood. As Trial Magazine, our first visit to the SSDT and The event was run by the Witley & DMCC in conjunction with Pre-65 Scottish was back in 2007 and from 2011 their annual Reg Bowker Trial. After three laps of 12 sections, Toby Martyn (TRRS UK) signed with Classic Trial Magazine. We have been able to give both events extensive coverage, and we will off his year22:51 as the winner. Riding an easier route Philip Wiffen Trial and Trail Trialmag Dave Cooper Trial Mag 0817.pdf 1 14/08/2017 continue to do so. Long may the events continue. (Sherco) was awarded the Reg Bowker Trophy.

2020 SOUTHERN EXPERTS

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1117.pdf

13/11/2017

22:21

February-March 2021 • Trial Magazine

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News • The world of trials

RIDER/MACHINE CHANGES FOR 2021

DABILL AND PRICE RETIRE

As we went to press, the following rider/machine changes for the 2021 FIM Trial World Championship season has been confirmed. The 2020 FIM Trial2 World Champion, Matteo Grattarola (ITA), will remain with Beta but move up to the TrialGP class in 2021. BETA Aniol Gelabert – Trial2: TRRS to Beta. Lorenzo Gondola – Trial2: Vertigo to Beta. Sondre Haga – Trial2: TRRS to Beta. GASGAS Luca Petrella – Trial2: Beta to GASGAS. Gianluca Tournour – Trial2: TRRS to GASGAS.

Matteo Grattarola (ITA)

SCORPA Arnau Farre – Trial2: TRRS to Scorpa. Billy Green – Trial2: RG Montesa to Scorpa

TRIAL MAGAZINE NECK WARMERS

As 2020 closed, two of Great Britain’s top riders in the premier class of the FIM TrialGP World Championship announced their retirement from trials to move to the world of enduro. Well documented in this edition of Trial Magazine, James Dabill enjoyed a long and successful trials career taking in world James Dabill championship podiums, British Championship, Scottish Six Days and Scott Trial wins on both two- and four-stroke machinery. In a much shorter adult career, Jack Price also enjoyed world championship success with the FIM T2 World Championship in 2016 and two ACU British Championship titles in 2017 and 2019. Evident on social media channels, both are riding enduro with Dabill on Beta and Price on a GASGAS. Once the off-road season starts, it will Jack Price be quite interesting to watch these two superb talents make the transition from the slow- speed world of trials to the fast-action, open-throttle world of enduro racing.

BILL LAWLESS: 1936-2020

We would like to apologise to any new subscribers waiting for a Trial Magazine neck warmer as part of the subscription offer. Due subscription demand and a shortage of material with the suppliers, we simply ran out of stock in mid-December. All the envelopes are ready to go to the new subscribers so as soon as the next batch arrives, we will send out the neck warmers.

YOUR TRIAL MAGAZINE

Due to the ongoing COVID-19 restrictions, you may find it hard to locate Trial Magazine in your usual retail outlet. We are still supplying copies, but with the restrictions on the high street, access is beyond our control. To guarantee your copy, it may be easier to take out a subscription so your top Trials magazine can be delivered directly to your door. Just head to our easy-to-follow website: www. trialmaguk.com. Email enquiries to england@trialmag.com, or call us on 01663 744766 (office hours). If you receive an answerphone, do leave a message with your contact details, and we’ll return the call as soon as we’re able. We would like to thank everyone for your 1ongoing support. Thank RCM TrialMag 0116.pdf 15/01/2016 19:17 you.

The South West’s only Dedicated Trials Dealer for:

Trial Magazine has received the sad news that Bill Lawless passed away on Christmas Day 2020. A larger-than-life character (seen here second from the right at the 1978 SSDT), Bill was born in Hyde, Manchester, and lived a full life of motorcycling. Bill was the guy who gave us the superb ‘weekly’ off-road paper Trials and Motocross News in May 1977. John Hulme, Trial Magazine: “When I started to work on Trial Magazine in the summer of 2006, one of the first phone calls was to Bill Lawless who I knew from TMX. He was full of enthusiasm for my new venture and gave me some wise words of encouragement (which I would not dare publish in the modern world we live but that was Bill; very honest forthright. RIP”. ABin) MC's TrialMag 0920.pdf 1 and 14/09/2020 20:57

2021 MODELS IN STOCK

Selection of second hand bikes ready to ride CMY Large selection of spares Next day delivery K

February-March 2021 • Trial Magazine

THE CHOICE OF CHAMPIONS

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

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

Paddock • Caught on camera

SMILE

2015 TEAM

2019 TEAM

2017 ON FIRE

2018 BROTHER

2003 READY

2015 OW-DO

2014 TEST TEAM

2016 50 YEARS APART

February-March 2021 • Trial Magazine

Caught on camera • Paddock

2017 SCOTT TEAM

2003 TRAINING

2013 TEAM

2013 FETTLING

Trial Magazine • February-March 2021

2006 NO

2009 MEN

2007 BOYS

2010 NAKED

Shopping • What’s new

WHAT’S ON YOUR SHOPPING LIST? SCORPA LONG RIDE

Seat and fuel tank. 4.2 Litre range. Fits all models Web: www.birkettmotosport.com

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APICO RACELINE ALUMINUM FOOTRESTS Adjustable 60mm wide. Colour ways: Black and silver Web: www.apico.co.uk

S3 CARBON FORK PROTECTORS

Various colour ways Web: www.trialendurodirect.com Web: www.s3parts.com

S3 PIT CAP MOTORSPORTS RACING Web: www.trialendurodirect.com Web: www.s3parts.com

MOTS ZONE2 BOOTS

Various colour ways Web: www.trialendurodirect.com

S3 01 KIDS CLOTHING

Various colour ways Web: www.trialendurodirect.com • www.s3parts.com

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

OSET INFINITY RIDING KIT Web: www.osetbikes.com

February-March 2021 • Trial Magazine

What’s new • Shopping

YOOMEE REPLICA MODELS Various models Web: www.yoomee.co.uk

APICO HEBO HELMET

Zone 4 balance helmet. Various colour ways. Web: www.apico.co.uk

SPADA ROCK HELMET Various colour ways Web: www.feridax.com

MOTS GO2 HELMET

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TRRS UK 2021 HELMET Web: www.trsmotorcyclesuk.com

AIROH CRASH HELMET TRR S Convert. Various colour ways Web: www.feridax.com

TRIALENDURODIRECT TIMBERLAND SHEDS

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Trial Magazine • February-March 2021

PUTOLINE ACTION AIR FILTERS

Available for most models. Pre-oiled and non-oiled finishes Web: www.neodistribution.co.uk

S3 Clamps. TECH Front Forks. 39mm Ø Beta model fitment. Web: www.trialendurodirect.com Web: www.s3parts.com

Observation • Schreiber’s Section

Michael Brown the latest ‘Electric’ convert

Bernie Schreiber

SCHREIBER

SHIFTING YOUR MINDSET

In the last issue of Trial Magazine, the Schreiber section touched on future technology and electric trials machines. If you are a motorcycle manufacturer, it might be time to shift your mindset; whereas the first thought is to build great motorcycles, it should now be focused on building riders. When you concentrate on building riders, you think about offering products differently and how you can connect with people who are pulled in from so many different directions. Electric technology will play an important role in that personalised rider experience.

For lots of would-be buyers, who might think a motorcycle adventure would be cool, the turnoffs from the past — noise, a hot exhaust pipe and pollution — evaporate with this new breed. Electrifying motorcycles for off-road use makes a lot of sense. You eliminate the complexity of using a clutch for newcomers, making electric motorcycles simpler to ride with twist-throttle control, no gears and lightweight; the learning curve is easy and fast for all ages. In the near future, I hope to see more original equipment manufacturers (OEM) engine suppliers that will allow new off-road startup brands to enter the market easily. It will allow a brand to develop a product that fits the riders’ needs, just as the electric mountain bike industry has successfully done in just a few years. The sport of motorcycle trials needs more products developed for the average clubman rider, with more comfort, sizes and choices of usage. It’s important that the future trials manufacturers produce a product for the rider, not for a marketing department. But, at the end of the day, it is simply becoming hard for petrol motorcycles to compete with an electric future. Imagine where we’ll be in a few years. There’s a reason that everyone, from Harley Davidson and Triumph to the Big Four Japanese motorcycle manufacturers, is working on electric motorcycles. Electric motorcycles are the future. Keep safe and well — Bernie.

Article: Bernie Schreiber with John Hulme • Pictures: Denise Culetto and Trials Media

any companies are thrilled to see the sales of electric propulsion rising for both mountain bikes and off-road motorcycles in 2020. The real boom is in startups within the e-moto space, pushing bikes with big tyres and longtravel full suspensions. You can see developments from the world of mountain bikes to motorcycles with EV tech already available, thanks to billions of dollars invested into research by the car industry. The main improvement is lighter weight — batteries are heavy, but electric motors are much lighter than petrol ones. Plus, there’s the elimination of carrying fuel high in the chassis, which is precisely where you don’t want weight in a two-wheeled vehicle. These bikes also don’t pollute, and they’re near-silent. 22

Electric is the future

February-March 2021 • Trial Magazine

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Authorised Dealerships:

Photos: Future7Media, Mitterbauer H.

GET ON THE GAS!

AMS Motorcycles, Tewkesbury, Gloucestershire

ET James & Sons, Rhayader, Powys

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CCM Racing, Tallaght, Dublin

Eurotek, Ripon, North Yorkshire

John Shirt Motorcycles, Buxton, Derbyshire

Gear 4 Motorcycles, Market Deeping, Peterborough

Lings, Harleston, Norfolk

CPS Motorcycles, Hinckley, Leicestershire

Holeshot Motocross, Sailsbury, Wiltshire

Marsh MX, Merthyr Tydfil, Wales

Craigs Motorcycles, Dewsbury, West Yorkshire

HTM Motorcycles, Ballymena, N.Ireland

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Manager • Gas Gas

Albert Cabestany 2019–2020 FIM TrialE World Champion.

MANAGER

ALBERT CABESTANY

Extending your working life after a long and successful career path comes to a close can be especially difficult. In our chosen sport of motorcycle trials, there are not too many options to follow – that is, unless you feel you have more to give to the sport. After closing the door on his TrialGP ambitions, Spain’s Albert Cabestany had moved to the Gas Gas electric trials machine in 2019 to take the first of two FIM TrialE World Championship titles. Under new ownership and rebranded as GASGAS, he repeated this feat in 2020 during a challenging COVID-19 year. With so much downtime, he started to talk to GASGAS about becoming the new trials team manager. He carried so much respect amongst the other riders that he and GASGAS began to talk about the option for the 2021 season. In a suitable outcome for both parties, news was released that he would indeed take on a new role for the new company. Now based in Austria, under the wing of the successful KTM AG group encompassing the KTM and Husqvarna brands, it was time to speak to the new GASGAS trials team manager. Words: John Hulme with Albert Cabestany • Pictures: Trials Media and GASGAS

GASGAS in the 2020 FIM Trial World Championship: even in the first year they made an impact.

Congratulations on your new job! Thank you very much, John. The truth is that it’s a fantastic opportunity for me and, for sure, the desired job for any professional rider after a successful career. After two years of transition, when I worked on the GASGAS TrialE model, I started to work side-by-side with the Research and Development team. The TrialE class was not so demanding from my side, apart from practising. Working together was easy and, having the same vision to look at the future of our sport, I came to the attention of the director Fabian Simmer and the people from KTM. They thought I was the right person to lead the GASGAS factory team as well as being actively involved with the development of future machines. February-March 2021 • Trial Magazine

Gas Gas • Manager

Team – GASGAS 2020 FIM TrialE World Champions.

Jorge Casales achieved his first podiums of the year, and the second one in his whole career, in Andorra.

Are you involved with the electric side of GASGAS? Of course, I love the electric motorcycles, and I am looking forward to what the future will bring to us and our sport. 2019 was just a start to the E models, and I had only a onemonth contract with GASGAS. In contrast, at the end of 2019, KTM arrived to the party. I had the chance to sign with them for a whole year to follow the electric project closely. As the Research and Development advisor for the brand, I will certainly continue to be involved in its evolution. I am really excited and motivated to work in the evolution of electric motorcycles.

happy to renew my contract, but I wanted to do it properly. I really felt I had everything I needed to work in conditions that would give me what I thought I could achieve. In the end, it did not happen, so instead of continuing for one more year for the sake of just riding, I thought it was the right time to stop. I always wanted to remember my career and finish with a good performance, which I did by finishing my last TrialGP event on the podium; something that not many riders can say.

Looking back, why did you decide to leave TrialGP? I was in a happy place riding in motorcycle trials in 2018, visiting the podium twice in the TrialGP class and, on other occasions, coming very close to it — all achieved with the worst budget I had had for the last 15 years. I had no minder, and just one day a week, I had the chance to use Joan Pons, who also came to the events with me. I was lucky that my father was retired and could help me, but basically, I was practising 95% of the time at Tarragona, where I have some training areas. Nothing amazing and not really good enough, when you are preparing to attack the podium spots at the World Championship. That was a one-year deal with Beta, and I was happy to ride for them. Both sides were

What was your career highlight in TrialGP? Wow, it’s difficult to say. I have had so many nice memories. After a challenging year with an injury just before the world championship in 2000, I won my first victory in TrialGP. 2002 was a fantastic year, becoming the Indoor FIM Trial World Champion and beating the unbeatable Dougie Lampkin in 12 rounds. It was a tremendous year, winning everything except the FIM World Trials Championship where I finished third. Perhaps it was when I moved to Sherco and led the World Trials Championship, or when I finished second

Helping Jorge Casales in Andorra.

Trial Magazine • February-March 2021

Thinking of the 2020 FIM TrialE World Championship in Italy.

Getting the 2020 title fight back on track in Italy on day one.

Manager • Gas Gas

Jorge kept the momentum in Italy, where he finished 2nd and 3rd once again.

beating Adam Raga in the Indoor after so many years with Toni Bou just in front of me. We even had some good results with the four-stroke Sherco! I have really enjoyed my career, and the memories would make a great book. How will the FIM Trial World Championship survive COVID-19? We should all thank the FIM and all the organisers for the incredible effort they put into 2020 to make it possible; it really has been the strangest time in my whole career. At the moment the most prominent problem looks to be with the FIM X-Trial World Championship — we need paying crowds to make it financially possible. With the vaccine being rolled out is a great thing to see. So, we will cross the fingers and hope that this could be the solution to part of our sport’s problems as well as for many people around the world. Can Jorge Casales raise his riding level to challenge Bou and Raga? If you look at the end of the 2020 season, I think he really can do it. I joined him for the fifth and sixth rounds of the FIM TrialGP held in Andorra; he achieved his first podiums of the year and the second one in his whole career. He kept the momentum in Italy, where he finished second and third once again. So, if you look at the numbers, and with

Jorge Casales: “With a strong structure, we will try to build the best team around him and more professional than ever before.”

winter in front to train, I think he can be a contender for the runner-up spot on the podium and put the pressure on Toni Bou. It’s clear he’s not the only one with the opportunity. All the contenders are so strong, but it will be easy to finish outside the podium spot even when you are having a good day. With a strong structure, we will try to build the best team around him and be more professional than ever before. We will also help Miquel Gelabert, who twice this year has been really close to the podium. I think we have two riders who are capable of giving the team strong results in 2021. Will we see a new two-stroke trials model from GASGAS in 2021? If I tell you this, I should kill you. [Albert looking at me, then laughed!] For 2021 we will continue using the GASGAS TXT GP which is, for sure, an amazing machine and one very capable of fighting for the best places in every event. Everybody who tests it loves it. I tested it in 2019 when I joined the team for the TrialE project. I could do things that I could never do before with my factory machines — and I was using a very standard model of the GASGAS. It performed so well and so strong in all areas, including the engine and suspension; it was very, very good. That made me wonder what I could have achieved in my career in TrialGP if I had been on the GASGAS!

Albert enjoys that ‘winning’ moment in Italy.

Jorge Casales (GASGAS-ESP).

Winner.

February-March 2021 • Trial Magazine

Gas Gas • Manager

14: Jorge Casales: I think we have a rider who is very capable of giving the team strong results in 2021.

Why has Toni Bou been so successful? What could I say about Toni Bou that you haven’t already said? For me, there are three main reasons, but not the only ones that make Toni be Toni. He really loves trials, over any other thing in the world. He rides every day if he can, there’s nothing else. Also, he loves to win! He hungers for victory and probably more so now after 28 FIM Trial World Championship titles. And the third one, the fact that he is physically and mentally so strong. Then we could talk about many other things that complement him as a rider like he is technically superb, and you have the complete package as a professional athlete. Where will GASGAS be in two years? I don’t know. We will see. Seeing it from the inside and with the way they work, the plans they have for trials, I think they could be leading the sport. GASGAS will certainly push hard to achieve this goal. If you agree, we could meet in two years, and we revisit the conversation then — [A huge grin from Albert makes me realise that they really mean business].

with the sport of Extreme Enduro being so popular, top riders come from Trials. That means something. The evolution of electric motorcycles could also determine the future of our sport.

What are your thoughts on the future for trials? Well, this is an open question. We could talk about the motorcycles, the sport, or how the amateur riders will approach the sport. I think we should make changes at the world championship. It should be easier to observe and more interesting. We need a world championship where Toni wins and you see 70 riders in the classifications instead of 12. I have an idea of how to achieve this. Maybe I will try it one day if I can develop a competition at home to test. Also, the way we present the machines to the customer – I think we can improve this and make the sport grow. For example,

If you had not been a trials rider, what career would you have chosen? Let me think. If it was in the sports world as an athlete and I could not be a motorcycle trials rider, I would have liked to be a tennis player. I love this sport because it’s so complete. It’s very individual, which is essential for me, technical, physically and mentally demanding. I follow tennis, and I am very passionate about it. Away from sport and doing the nine-to-five job, I would love to be working in something creative — engineering or electronics, making apps or programming. I really like to evolve and create things, solving problems, etc. I do feel very fortunate. At the moment, it looks like I could spend my life doing what I really love — motorcycle trials — first as a professional rider and now with an amazing project with probably the best factory in the world!

Trial Magazine • February-March 2021

GASGAS can be a contender for the runner-up positions on the podium and to put the pressure on Toni Bou.

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Vertigo • Quick Spin

2021 FIM TRIAL 125

WORLD CHAMPIONS

When a brand new engine has been three years in the making, you would expect the result to be extremely good. The single-cylinder, water-cooled Vertigo 125cc is as unique as its older brothers; it’s the only production two-stroke trials machine that uses the Electronic Fuel Injection (EFI) system. Article: Trial Magazine

he electronically-controlled calibration of fuel delivered into the engine affords a wide range of settings to fine-tune the performance. A carburettor is a mechanical measurement of fuel that has been around forever. The major factor with the EFI system is that it needs very little maintenance — a significant plus-factor for any potential purchaser. It sums up the whole new Vertigo range of models, with their forward-thinking attitude. Spain’s Pau Martinez arrived on the world trials scene at the opening round of the 2019 championship in Italy on the Vertigo. He looked young and enthusiastic, looking and listening to any advice on offer. Two fourth places were then rewarded with a strong ride on day two in Japan with his first trip to the podium in third place. He finished the year off in sixth position, but the seed had been planted for 2020 — he wanted the title! Attacking the championship from the start with four straight wins he was on a mission. With two runner-up positions in Andorra, the title was finally in his hands after the win on day one in Italy. He was thrilled. What’s also interesting, another new winner arrived on the 125cc Vertigo with Scotland’s Ben Dignan. He took the win on day two in Andorra to finish the championship in third overall. Have we a new world champion in the making? Trial Magazine • February-March 2021

#1: Pau Martinez (Vertigo-ESP)

Ben Dignan (Vertigo-GBR)

Quick Spin • Vertigo

VERTIGO

2021 WORKS 21 As the COVID-19 restrictions on travel were lifting in October 2020, Trial Magazine managed to visit the last FIM Trial World Championship round in Italy. Watching young talent mature into world champions is always good to see, and was particularly the case with Spain’s Pau Martinez. He gave the green Spanish motorcycle manufacturer Vertigo its first world title, much to the delight of the team manager, Great Britain’s Dougie Lampkin. Watching at the hazards in Italy, I spotted one of my old travelling partners who is now retired from world trials, Michael Brown. Still active in the ACU British Championship trials on the new Electric Motion, he was on ‘minding’ duties for the young Harry Turner. The FIM Trial 125 class was, as always, very competitive, and while we were talking, he mentioned that he would not mind having a ride on one of the current 125cc machines as they looked and sounded so good. It was time to make the Vertigo 125cc test happen as we found ourselves in deepest Yorkshire with the 2021 ‘Works 21’ model with our test rider Michael Brown. Words: Trial Magazine with Michael Brown • Pictures: Trial Magazine 32

February-March 2021 • Trial Magazine

Vertigo • Quick Spin

inished in the traditional Vertigo green, this 125cc 2021 ‘Works 21’ model is an evolution of what is still a very new machine in the trials world. As a manufacturer, Vertigo only appeared on the trials scene in 2015. It is easily identified by its trellis-type frame constructed with smaller lengths of tubing welded together to bring a compact and lightweight fabrication. Even the engine is used as a stressed member with an aluminium sump protector. Vertigo’s other distinguishing and exclusive feature is the two-stroke water-cooled fuel-injected engine. Vertigo is the only two-stroke trials manufacturer to use this electrically controlled measurement of fuel into the cylinder barrel, allowing for easy and accurate adjustments in performance to suit individual rider needs. Vertigo’s range comes with a variety of engines sizes, including 125cc, 200cc, 250cc, 280cc and 300cc, making it a machine to suit all riders. Many of the engine components have been updated, providing an improved response and power delivery. A new cylinder head is one of these components which, for 2021, has a redesigned combustion chamber to provide greater control in this vital area of performance. The throttle body has also been improved to provide the rider with even more progressive and precise throttle response. The dry and wet maps have also been updated, offering much better traction and power delivery in all conditions. The map switch is now located on the airbox cover, allowing the rider to change between maps quickly and easily while on the go. A new induction tube provides a better seal between the airbox and the throttle body for improved reliability. It comes equipped with the fully adjustable Tech aluminium black front forks and the Reiger shock at the rear which is adjustable in compression, extension and spring preload. With quality suspension components linked to the multitubular frame combined with the smooth, tractable and powerful engine, together helps optimise performance in all areas of riding. In the showroom, it will stand out. The machine’s aesthetics are complemented by black and white to provide a stunning combination. It provides an overall aggressive and modern look, with many detailed and high-quality green anodised components, such as the new billet wheel hubs, to provide an added touch of class to this attractive-looking new model. Our test machine had been used by Dougie’s son Alfie and was well run-in, ready for it to be put into the capable hands of Michael Brown.

A FUEL INJECTION FUTURE

Michael: “Whether you like it or not, fuel injection has to be the future in a world so aware of keeping emissions controlled. Agreeing with the majority, the 125cc Vertigo model does look very ‘Works’. The combination of its low, contoured look has got winner written all over it. It’s quite suitable that it took Pau Martinez to the FIM Trial 125 World Championship as it does look fit for a king. As you would expect from the official UK importer Dougie Lampkin, the machine was set up and ready to ride. “Even in the cold, it started very easily, and after some small adjustments to help keep me comfortable on board, we were ready for action. As you would expect, throttle response is crisp and clean. It’s good to be able to adjust the performance when on the move. The changes are noticeable, but the setting I was using was just a general one to suit the majority of riders. Trial Magazine • February-March 2021

Finished in the traditional Vertigo green: the 125cc 2021 ‘Works 21’ model.

“I loved the suspension combination; the feedback to the rider just tells you it’s quality in all areas!” “Being a 125cc, you rely on some ‘grunt’ from the engine and it is delivered very smooth and strong. To get the best from the engine, I liked to get the power off the bottom and then rely on the strong torque from the engine using the throttle, as opposed to ‘blipping’ it, for maximum performance. I am a good-old throttle control man and like to use the power to my advantage. I prefer to make a controlled approach before ‘nipping’ the clutch and releasing it smooth and sharper with a controlled burst of power before feeling for the grip level. “The torque of the engine was incredible. It

High-quality green anodised components such as the new billet wheel hubs provide an added touch of class.

allowed the use of third gear on a slippery, steep climb we found. On the Vertigo, you notice a sucking induction sensation when you rev the engine hard at the bottom end of its performance band as the air filter intake is up around the headstock.” 33

Quick Spin • Vertigo

The torque from the engine was incredible and very strong.

An exclusive feature is the two-stroke water-cooled fuel injected engine.

LAMPKIN’S INPUT

As you can imagine from a rider who has won just about everything in the trial’s world, Dougie Lampkin has spent hours riding and refining the Spanish machine, and it comes with very good stable and positive handling. Dougie: “There are no surprises as it holds the line very well with controlled aggressive riding but is just as happy being jumped around to find the line in a hazard. I loved the suspension combination; the feedback to the rider just tells you it’s quality in all areas. “You have a lot of freedom on the machine as the riding position is very open and you do not feel cramped, allowing you to position yourself very easily where you want to be. This feeds back confidence to the rider because when you do arrive in a difficult situation, and rider input is the only way out, you can maximise your effort into the machine’s performance to rescue the ride. On any 125cc machine, rider input is massively important. It’s true what they say, the more you put in, the more you get out! “Gear selection is crisp and precise with four trials-based ratios and two for the open moorland and tracks connecting the hazards. The diaphragm clutch is superb with no ‘drag’ at any time, and it functions in a very smooth and positive way. “I really enjoyed this ‘Quick Spin’ on the Vertigo. I kept asking myself what is there not to like? I am almost sorry to report ‘nothing’. Yes, if I am totally honest, nothing; the high point being the strong torque of this 125cc engine.” Dougie has been around a while and won everything there is to win, which has been reflected in the Vertigo. We’d give the Vertigo a ‘V’ for victory.” 34

It’s a very compact lightweight trials motorcycle.

2021 VERTIGO ‘WORKS 21’ MODEL 125cc 125cc RRP: £7,195 • • • • • • • • • • • • • • •

Capacities: 125cc, 200cc ,250cc and 300cc. Redesigned cylinder head to improve combustion. Throttle body with a more progressive response. New specific maps for the 2021 Vertical (dry and wet conditions). Exhaust pipe in stainless steel. New induction tube to provide a better seal between the airbox and throttle body. CrMo multi-tubular frame in Vertigo’s classic green. Adjustable Tech Alu Black front fork. Reiger shock adjustable in extension, compression and spring preload. New wheels configuration with anodised green hubs and black rims. 2021 Works new graphics. Vertigo handlebar. FIM homologated magnetic kill-switch system. Anodised green and black details. Weight 68kg.

February-March 2021 • Trial Magazine

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Quick Spin • TRRS

It took me a while to build up that confidence to hit things hard!

TRRS

ONE RR 2021 With the new COVID-19 restrictions continuing through December 2020 and the Brexit negotiations being finalised, it put us in quite a predicament to see if we could put a TRRS ONE RR 2021 model through its ‘Quick Spin’ paces. Even though demand is high, a quick call to the official TRRS importer, Steve Saunders, he pulled out all the stops to deliver a 300cc model. Steve also contacted one of his supported riders, 25-year-old Connor Atkinson who entered the Southern Experts Trial to be held at the Hookwood Trials Centre. That is where we met up with him and the new 300cc model on a very cold, wet morning. A self-employed electrician, Connor became the new South West Centre Trials Champion after his good friend, Joe Baker, had held the title for the past 20 years. Connor has ridden a Beta, Gas Gas and Sherco before his move to the TRRS. We feel he is more than qualified to give us his ‘Quick Spin’ opinion. Words: Trials Media and Connor Atkinson • Pictures: Trials Media and TRRS 36

February-March 2021 • Trial Magazine

TRRS • Quick Spin

Due to the severe nature of the hazards at the Hookwood venue I adjusted the pressures to seven-and-a-half PSI in the front and four in the rear.

Once you have the power on it ‘tracks’ really well. The TRRS ONE RR 2021 is a very attractive package.

ow in its fifth year of production, the Spanish-made machines are proving particularly popular within the trials riding world. It stands out well, with some bold yellow and gold aesthetics and a pedigree based on the experience of the seven-time FIM World Trials Champion Jordi Tarres. Throw in the knowledge of the well-respected UK importer, Steve Saunders, and it is no wonder that they have ‘Winner’ written all over them!

WHAT’S NEW

The new TRRS ONE RR 2021 range is available in 125cc, 250cc, 280cc and 300cc; the 300cc version will be under the spotlight for this feature. It is a constant evolution. The new model range carries many of the forwardthinking ideas that have been found on the machines that preceded this latest 2021 range. The aluminium frame is now in its second year of the eye-catching red finish, and the aesthetics have been updated, as have the wheel rims in a subtle anodised red. A significant change is the complete redesign of the two-stroke single-cylinder water-cooled engine to accommodate the new aluminium injection-cast crankcases. This new process substantially improves the surface finishes. It also helps to achieve better behaviour at low-speed engine revolutions and increasing pre-compression. In turn, it improves overall performance. A temperature sensor has also been added to control the many temperature variations found in motorcycle trials. The new CDI unit controls the optimal starting point of the cooling fan. Easier maintenance for the owner has also come under the spotlight. A sight glass for oil level and filling can be found on the new clutch cover. An updated ignition cover also complements the new crankcases. Apart from the 125cc, the 2021 model range features the luxury option of an electric start to enjoy riding the TRRS further. Trial Magazine • February-March 2021

The suspension package is very high-end in the trials world. It consists of the latest Tech aluminium anodised slider forks at the front, whilst at the rear, the Reiger Shock complements the machine’s handling. Connor picked up 2021 300cc TRRS One RR a few days earlier to carry out the usual checks you would follow on any new machine. Apart from setting up a few personal changes, it was, as we say ‘race-ready’ when he arrived at the start of the event.

RAISING THE LEVEL

Connor: “I have ridden most of the brands in my trials career. Apart from four-strokes, I decided around 12 months ago to make a move to compete on the TRRS. There is nothing wrong with any of the other brands; I just fancied a change. I like plenty of power at hand. I had a ride on the 300cc TRRS — its strong but smooth power delivery immediately impressed me. I would say to any potential purchaser of any new trials machine, test ride one first. In my case, I knew straight away the TRRS was for me. I felt that it would raise my riding level, which it has done. It certainly gave

me that feel-good factor on my test ride. “It comes with a high standard of equipment. I don’t really change anything; I even leave the suspension settings alone as the standard setup as it seems ideal for me and my body weight. “I have now had four 300cc models, and have been very happy with every one. With each new machine, the build quality continues to improve. Any suggestions are fed back to the factory from Steve. “A minor adjustment I make after a few weeks of initial use is to take out the ‘sag’ by adjusting the suspension. I take tyre pressures seriously. The TRRS comes with the latest Michelin rubber and, due to the severe nature of the hazards at the Hookwood venue, I adjusted the pressures to seven-and-a-half PSI in the front and four to the rear. At this time of the year, it is always a very muddy venue. You are riding full throttle and do tend to hit some of the exposed tree roots, logs and rocks pretty hard!”

STRONG POWER

“If you asked me what the main attribute of the TRRS is, it would have to be the very strong power. Around our neck of the woods, and here 37

Quick Spin • TRRS

I leave the suspension settings alone as the standard setup seems ideal for me and my body weight.

at the South West Centre, we come across many high-gear mud holes and gripless climbs. I used to watch Joe Baker in awe as he hit these so hard and on full throttle to achieve the ‘Clean’ ride. It took me a while to build up that confidence he possesses from his years of experience. I always noted that he was in a high gear and, for my style of riding, third gear on this 300cc model is the ultimate one. This power delivery is, to me, the main change with the 2021 model. I am told, along with other engine changes, it comes from the new aluminium injection-cast crankcases. It has very strong, high-revving power, but when you roll off the throttle for the grip, its smooth and progressive response helps you feel for the grip level. “As with the modern machines, the controls, be they at your feet or hands, are all very easily accessible and work well. The feel from the handling is very neutral and stable. Once you have the power on, it ‘tracks’ really well. Maybe it is just how I feel, but I love riding a new machine and, at the Southern Experts, it was the same sensation. As it rained all day, the conditions naturally got harder to ride. With predominantly muddy banks the climbs became very difficult. “Watching Toby Martyn on the TRRS was very inspiring. As any top rider on form, he is a pleasure to watch. He can use the excellent attributes of the TRRS to the very limit with his dynamic style, and he ended up a clear winner. Considering the quality and ages of the riders in front of me, I was quite happy finishing in sixth. More importantly, I had thoroughly enjoyed my first ride on my new 2021 TRRS.” 38

Slim and trim, that is the 2021 TRRS.

ELECTRIC START OPTION

Yes, you read it correctly, an electric-start button on a trials motorcycle. With exception to the 125cc, this option is available throughout the 2021 model range. Introduced in 2020, new parts were manufactured to achieve this dream of the electric start, which included crankcases, crankshaft, flywheel, and cover. It has been tried and tested and works like a dream. A precision bearing system with a freewheel one-way bearing bathed in oil was applied, to provide an immediate and powerful response at the touch of the handlebar-mounted button. The position of the button to the electric starter is so good, it makes for a smooth transaction to bring the two-stroke engine to life — it makes starting a trials machine a dream!

A major change is the complete redesign of the two-stroke single-cylinder water-cooled engine in order to accommodate the new aluminium injection-cast crankcases.

An electric start option is available on the 2021 model range apart from the 125cc

February-March 2021 • Trial Magazine

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Quick Spin • Electric Motion

EPURE ESCAPE ELECTRIC MOTION

In an ever-changing world, electric-powered vehicles’ evolution is a strong topic in the media, especially as the government supports moves to electric vehicles from diesel and petrol engines in the automotive sector as soon as 2030. Produced in France, Electric Motion is still the only motorcycle trials manufacturer to produce an adult model range. Its vision of the future of the trials and off-road motorcycle market is gathering pace at a very rapid rate. When testing dedicated trials models early in 2020, we were not surprised how the good they were. Our test rider, Michael Brown, was so impressed that he chose to compete on one in the ACU British Trials Championship! Taking things a little bit further, we enquired about the three Electric Motion Escape ‘Crossover’ models: the LITE, ESCAPE and the ‘R’. The three models are similar in the adult range, with one using more high-end parts than the other, which is reflected in the price. Our test venue allowed us the opportunity for Michael to test the Electric Motion Escape on some tracks before returning and riding it on some trials hazards in the new Inch Perfect Trials Park. Words: Trial Magazine with Michael Brown • Pictures: Trial Magazine 40

My experience with the Electric Motion off-road models continues to expand. I was more than happy to be invited to have a good ride around on the 2021 Escape.

February-March 2021 • Trial Magazine

Electric Motion • Quick Spin

I will be totally honest, the electric machines need a different technique to a fuel-powered machine but once you understand how they work they are a pleasure to ride.

he three-model Electric Motion Escape line-up encompasses the LITE, ESCAPE and ‘R’ models which are very similar. The main difference is that the LITE has a smaller battery – same size as the Epure 1.9KwH – for smaller excursions or a training machine. Fitted with a PRB (Progressive Regenerative Brake), it uses an electric and progressive brake to charge the battery while in use. On top of that, the system delivers comfortable security on the challenging slopes while avoiding overheating the brakes or electric clutch. Depending on rider preference, changes can be made quickly and easily via a small accessible connector. The ESCAPE has the same electric clutch/ regenerating brake but with the larger battery (2.7KwH) with a range of 61km. The RACE model does not offer this option and comes with just the mechanical clutch. For this ‘Quick Spin’ we will focus on the ESCAPE. The new cockpit gives you all the information you need at a quick glance. It’s easy-to-read (and follow) map control with remaining battery life is displayed in % for even more riding comfort. The tried-andtested three engine-mapping systems used across the models are controlled through a set of LED lights: red for the most power, blue in the middle and green providing the least power output. An easily accessible handlebarmounted switch allows you to change these settings whilst on the move. Trial Magazine • February-March 2021

It’s got ‘Crossover’ written all over it.

POWER

For the all-important, all-round power, the engine flywheel is coupled with a set of different balancing weights. It allows several inertia settings to deliver a good range of available power. The power needed for some of the more extreme forms of riding out on the track and trail comes from the engine flywheel. On this Escape model, it provides a better feeling with the engine’s inertia. It aims to improve the machine’s overall control and sensitivity to throttle openings at very low engine revolutions, enabling the rider to gain more power and reaction time at mid- and

high-power when needed; ideal for trail riding. The all-important battery range is improved further on the Escape with a larger capacity. It can run for between four to five hours ( approximately 38 miles) on one charge, although it depends on the rider’s throttle actions and engine power settings. If you fancy a much-needed recharge with a lunch break during your ride, you can also recharge the battery accessed by an easy-touse connection on the side of the machine. From empty, a full charge will take just over three hours or 60% in as little as 40 minutes. That gives you enough time to take in the soup, sandwich, coffee and the all-important cake. 41

Quick Spin • Electric Motion a good ride around on the 2021 Escape. “I class this model more as a ‘crossover’ model than a trial or trail-type machine. It’s so easy to ride and use. It’s really comfortable, which is always a bonus. For me, the ‘whizz’ noise, as opposed to the two-stroke exhaust notes, has to be a massive bonus. It allows you to ride with no noise interruption to anyone else. It’s often met with surprise and friendly responses with walkers, horse riders and mountain-bike riders. They actually stop and ask you what is it you are riding! When I explain that it is the latest allelectric off-road motorcycle, the usual reaction is a smile complemented with ‘What a brilliant idea!’ answer. It has to be a good sign to offer, which helps to secure the future of off-road riding. As you have very little noise from the machine you have to be a little more alert, as obviously the noise element is so low. “Both models brake very well even when riding at a higher speed, but once again you have to be alert, and I always ride with one foot over the rear brake lever and one hand on the front brake; it’s always better to be safe than sorry.”

CROSSOVER TIME After a good ride around I arrived at the Inch Perfect Trials Park.

COMFORT

Yes, the long seat unit is as comfortable as it looks, and is narrow enough for some trials action when needed. The adjustable suspension allows you to choose your own ride, making it easier to compromise comfort and use to suit each individual. The front TECH branded forks is a significant difference between the ESCAPE and RACE models. Though both offer excellent action, the LITE and ESCAPE have the steel sliders fitted; the RACE is anodised aluminium. These look more appealing, and both work very well. Both models share the same well-proven and reliable R 16 V adjustable rear shock absorber. The whole Electric Motion EPURE range uses

a lightweight tubular frame. It is constructed using the best available 1mm thick 15CDV6 steel and weighs less than 5kg. Giving more than enough protection to the battery and the associated electrics, a sturdy aluminium sump shield is fitted. Finishing off the flowing lines is another piece of sturdy-looking kit in the aluminium swinging-arm. As a package, the quality of components is very good in all areas, and the associated aesthetics complement the whole machine.

LET’S RIDE

Michael: “My experience with the Electric Motion off-road models continues to expand, and I was more than happy to be invited to have

“After a good ride around, I arrived at the Inch Perfect Trials Park, making my grand entrance under the road in the river through a new tunnel! It really was a ‘crossover’ moment as you go from open tracks to a multitude of manmade and natural trials hazards. “Soon I heard the echo of John Hulme from Trial Magazine to ‘try this, try that’ — I am sure he will one day kill me in a huge crash! In truth, I always have a smile on my face when we are testing, The electric machines always bring out a good time to be had by all. “I extensively tested the Electric Motion trials models earlier in the year, and this Escape model was just as at home on some of the less challenging hazards. I will be totally honest, and yes, the electric machines need a different technique to a fuel-powered machine, but once you understand how they work, they are a pleasure to ride. I would suggest to anyone who has never ridden one, go and book a test ride and maybe you will be as impressed with the performance as I was.”

ELECTRIC MOTION ESCAPE LITE: £6,899

For anyone who has never ridden one, go and book a test ride, and maybe you will be as impressed with the performance as I was! The long seat unit is as comfortable as it looks, and is narrow enough for some trials action when needed.

The ESCAPE has the larger battery (2.7KwH) with a range of 61km.

February-March 2021 • Trial Magazine

Trials Media

LITE | SPORT | RACE

From £7499

LITE | SPORT | RACE

From £6899

Book a free test ride on 01200 613185 or sales@electric-motion.co.uk

Catch Up • TRRS UK

Team TRRS UK: Parts Manager, Paul Ambridge; Sarah Saunders; Boss Man, Steve Saunders; and Admininstration, Lorraine Mason

STEVE SAUNDERS

ALL HANDS ON DECK

It is all hands on deck on the TRRS UK ship with your captain, Steve Saunders, very much at the helm – sorry, handlebars! In a short but very successful space of time, and with some hard work to match, the TRRS trials machines are now a fixed part of the trials scene. Not just here in the UK but very much on a global scale. We managed to interrupt a very busy Steve Saunders to catch up on the rapid explosion of TRRS in the UK.

Words: John Hulme with Steve Saunders • Pictures: Trials Media, Heath Brindley, R2W, Karen Crabtree and TRRS

rom its production base in Spain, success has come along way with lead man, Adam Raga on the international scene and our very own Iwan Roberts, Toby Martyn and Ross Danby on home shores who have undoubtedly helped promote the brand. With Toby winning at both world and international level, Iwan Roberts and Ross Danby collected the ACU Trial GB and Trial 2 British Championship titles. 2020 has undoubtedly been a year to give some cause for celebration during challenging COVID-19 times. Steve and his team are now wanting to expand the business premises to cope with the increase in demand and support the many machines currently out there. The spares inventory will be increased, and the clothing and accessories range expanded. You must be pleased with the way the TRRS is growing in the UK? I am very happy with the growth of TRRS as a brand, not just here in the UK but also on a global scale. It is helped by the fact that the machines arrive from the factory built to a high standard of quality. We always try to address any issues. With the early production machines, we had a few minor ‘niggles’. We reported them back to the team in Spain, who then worked closely with the parts manufacturers and production-line workers to address the issues. It’s hard to believe that five years have passed since we imported the first yellow machines. 44

2015: The beginning of the dream.

February-March 2021 • Trial Magazine

TRRS • Catch Up

Toni Bou will openly tell you that it’s the constant pressure from Adam Raga that has kept him at his very best for so long.

The summer of 2015 seems like a lifetime away. Wow, where does time fly? Obviously very quickly when you are so busy! I was approached earlier in that year about the new project and, until the news broke, it was all very hush-hush. With the multi-time FIM World Trials Champion, Jordi Tarres, involved, as well as Marc Aranyo, they were very exciting times. Jordi needs no introduction. He is very well known for his winning years at Beta and Gas Gas. Marc Aranyo started his working life as a business student at Manchester University before choosing a career in the motorcycle industry. He initially worked with Gas Gas before moving to the aftermarket parts and clothing manufacturer, Hebo. His sales management duties at these two companies allowed him the opportunity to deal with the various importers and international business associated with it around the world. Marc is also a motorcycle trials enthusiast at heart and shares the same passion for the sport just as everyone else at TRRS. The finances for the plan behind the new project came from the Barcelona businessman Ricardo Novel, a well-known figure in the automotive industry. Then came the news that Adam Raga was on board. Adam was the final piece of the jigsaw. He and Jordi have been good friends from his Gas Gas days. Marc had also worked with him at Gas Gas and Hebo. When they launched the TRSS machine, it was a key factor in its promotion to have a very high-level rider onboard. It’s quite a compliment when Toni Bou, the most successful motorcycle trials rider in the sport, openly says that it’s the constant pressure from Adam that has kept him at his very best for so long. It was a natural progression for Adam to move back under the same team as Jordi. Then, at the beginning of September 2015, the contract with TRRS was signed. Trial Magazine • February-March 2021

2016 January Sheffield Indoor: When Adam won at Sheffield the roof nearly went to the moon, the cheer was that loud! Steve Saunders wanted to scream with emotion, he had a proven winner with the new TRRS.

He looked good on the machine from day one. Adam immediately looked at home on the new 300cc single-cylinder two-stroke machine. After a quick test session, he told Jordi he could win on it; it was a relief. Adam and Jordi both agreed that it needed some further development before production started — it was just what you would expect with a new machine. Do remember there is a strong bond between Jordi and Adam. They have lived together and trained together; they have a high degree of mutual respect for one another. For Jordi, it was his dream team to have Adam back under his wing. In the eyes of Tarres, Adam is family. 45

TRRS • Catch Up

As the official UK importer for all TRRS products, Steve has many roles to carry out in the company.

Steve took Phil Disney, representing Trial Magazine, to test the machine in Spain in 2016. Phil had very little to complain about on the new pre-production machine; here he speaks with Jordi Tarres and Steve Saunders.

The TRRS UK Parts Manager Paul Ambridge busy at work looking after the many customers.

Steve keeps his hands-on approach with the TRRS machines in the busy workshop.

You then invited Trial Magazine to sample the early machines in Spain. It was essential to get media exposure with the new machine, and Trial Magazine was my first port of call. I took Phil Disney to test the machine and Heath Brindley to take the pictures. Based in Yorkshire, Phil has been around the trials scene almost as long as myself. He spent quite some time with Adam Raga and, such was his confidence in the new TRRS, he was soon encouraging Phil to attempt more difficult hazards. I was very happy when Phil had very little to complain about on the new machine. Remember that this was the pre-production machine. His compliments meant so much at the time, and now I wanted some to sell! Dateline January 2016: Sheffield Indoor I had almost forgotten that night. It was the long-standing international Sheffield Indoor Trial. This event always attracted the top riders, and it would be Adam’s international debut on the machine. Adam was confident that he could win on the machine, whilst I was thinking ‘let’s wait and see’. As true as his word, he topped the qualifying process. That meant riding last in the final and being able to watch every move of Toni Bou. When Adam won at Sheffield, the roof nearly went to the moon; the cheer was that loud! I wanted to scream with emotion; we had a proven winner with the new TRRS.

The main change at the TRRS UK headquarters has been the fitting of a mezzanine floor to accommodate the growth of the company.

thrown in. Our first adult ACU title came in the Sidecar Class in 2017 when Jon Tuck and Matt Sparkes won. Since then we have won with Ross Danby in the Trial2 ACU British Championship, and it was a very proud moment when Iwan Roberts joined him and won the 2020 ACU Trial GB British Championship. Toby Martyn’s win at the last round of the shortened four-round championship was the icing on the cake for an excellent year for TRRS in the difficult COVID-19 conditions. Ross Danby has played a huge part in the success of TRRS in the UK with his excellent presentation of both man and machine, his results have been pretty impressive too!

Since that night, it has proved itself as a winner at all levels. When the first UK machines arrived, my long-standing supported rider, Ross Danby, took to it straight away. He could not believe how good it was for their first production run. We had a few minor problems which we soon sorted out, and the initial reports back from the dealers were very encouraging as they just kept ordering them. Adam continued with his brilliant form, always challenging Bou with the odd win Trial Magazine • February-March 2021

Catch Up • TRRS UK

The first adult ACU title for TRRS UK came in the Sidecar Class in 2017 when Jon Tuck and Matt Sparkes won.

Steve was delighted when he helped Chris Stay to the 2019 ACU Expert Class British Trials Championship.

Toby Martyn was a very welcome addition to the TRRS family in 2020, seen here with the new youth class electric machine.

How has the Covid-19 situation affected you? As we know, it has affected the whole world. The impact on our sport has seen the mass cancellation of events. Fortunately, however, it has still allowed the manufacturing in Spain of the TRRS despite some disruption. Here in the UK, we have seen very few events run, but I must applaud the ACU for putting on the shortened four-round championship. The website has kept us very busy. We have also had a supply of machines arrive ready for the dealer network. Following the government guidelines, we have been able to operate at around 60% of our usual working week. You have been busy at the HQ? Correct. With the COVID-19 virus slowing down many areas of our business, it has given us time to step back and look at how we can improve what we do. The main change has been the fitting of a mezzanine floor at the headquarters of TRRS UK. It will allow us to expand our spares inventory for both parts and merchandise with an additional 144 square metres, which we desperately needed. As you will have seen, we have also been able to make the website more fluid, with the endconsumer and ease of use in mind. How do you see 2021? We will have to learn to live with the COVID-19. I am sure we will have easier access to the vaccine then it will be all hands on deck. I am expecting events to be back up and running, which will be good for everyone. At the moment, I will take all the machines that the factory can supply and introduce both the electric start two-stroke machines and the electric youth models looking for further opportunities and see what doors open. I would like to thank everyone who has purchased a TRRS and for supporting us along the way. The dealer network continues to expand, and I am sure the younger riders will love the new models. It is an area where we can invest in the future of the sport by introducing new riders. The icing on the cake in 2021 would be to see both Adam Raga and Toby Martyn as FIM Trial World Champions!

Steve in February 2020 at the TRRS ‘Family’ day in Spain with some of his many friends and customers.

Adam Raga still very much plays a part in the TRRS success story.

Iwan Roberts joined Ross Danby as winners of the ACU Trial GB and Trial 2 British Championship titles in 2020.

February-March 2021 • Trial Magazine

Electric • Maintenance

MAINTENANCE

SERVICING YOUR OSET

For any motorcycle, it takes tender love and care from the owner to keep it performing to the highest level. Not only this, but it also helps the rider to understand each and every nut and bolt and its function within the machine. The late great Joey Dunlop, the greatest TT rider of all time, would be the only one to touch his racing machines as he then knew he had no worries when he headed down Brae Hill on full throttle. As history records, this was man and machine at its very best, and he needed a clear mind to focus on the task ahead. This is no different to an OSET, or any other trials motorcycle in general. The more you know about your machine, the more you can appreciate what it is going through – and then how to fix it when it goes wrong. It is of utmost importance in long-distance trials such as the SSDT and one day Scott Trial, where it’s man and machine against the elements when there is no one else to help. In this feature, you will find a brief overview of the most essential maintenance aspects of an OSET to help keep your machine spick and span and able to perform at its very best. Article: Oliver Smith and Trials Media 50

clean machine and workshop and some basic mechanical knowledge are essential to carry out the tasks below. If you are not sure on any aspect of the techniques below, please take your OSET or any other machine to your nearest dealership, where qualified people will carry out the work. If it’s yourself who carries out the work we recommend that at all times the appropriate safety protection is worn and that measures to ensure your safety are taken and adhered to. February-March 2021 • Trial Magazine

Maintenance • Electric

04 KNOW YOUR TOOLS

First and foremost, it is essential to start out with high-quality tools. 01 The more you get to know where each and every tool is and what part of the machine it is used for, the less time it takes to get back out riding!

CHAIN AND SPROCKETS

Like with any motorcycle, the chain stretches with use and needs adjusting to stop it becoming too slack. If it is too slack, it will delay the power output to the motor – albeit a few milliseconds – as the chain must pick up slack before it can transfer power. With it too slack, it will also produce a noise that any motorcycle enthusiast will cringe at. There are similar consequences to the chain being too tight, which adds to the risk of snapping the chain, but also affects the suspension stroke and could damage the motor/engine internals. This adjustment process is the same on all OSET models. All you need is 19mm and 13mm spanners. 02 Loosen the 19mm nut on both sides of the swinging arm. 03 Get your 13mm on the adjusters at the end of the arm. Trial Magazine • February-March 2021

07 04 To tighten the chain, turn clockwise, and to loosen go anti-clockwise. Remember to do this evenly on both sides to ensure that the wheel runs in a straight line. You can always measure the exposed thread, but it’s also worth checking with the eye. 05 To check the tension, use your index finger and thumb to grab the chain on the lower run in the middle, and it should be able to move by between 1cm and 2.5cm; do not rotate the rear wheel whilst making this check. 06 More movement than this and it is too loose; less than 1cm and it is too tight. 07 No chain can run without a sprocket! One of the simpler jobs on the bike is checking the rear sprocket which can come loose over time with heavy use. Use a 4mm Allen key. Evenly tighten the bolts; this is very important, so take your time and go around, tightening opposites on a rotational basis. 51

Electric • Maintenance

SPOKES

Staying with the rear wheel, we move on to the spokes. These are especially important to check when the machine is new as everything is bedding in. If spokes get too loose, the wheel can twist out of alignment, and it will need straightening professionally. The rear wheel is usually the worst culprit; however, it is still worth checking the front periodically. 08 To tighten the spokes, all you need is either a 4mm spanner or a bicycle-spoke adjustment key seen here. 09 Start at the valve and work your way all the way around on both sides. If you find multiple spokes that need tightening, do not fully tighten them as this will also pull the wheel out of alignment. Go around the wheel and evenly tighten every spoke until you are satisfied they are all good to go. When this is done, as a final precaution, sit behind the rear wheel and spin it with your hand to see if the wheel is straight.

BRAKES

Now we move on from what takes you forward to what you need to be brought back down to earth and stop! It is of the utmost importance to have your brakes working at the optimum level. Control, modulation and a sense of safety come along with a pair of solid brakes. It does not apply only to OSETs as every motorcycle needs to have them looked at periodically. Typically, the culprit of brake fade or general lack of braking power is due to worn pads. Time and time again you see riders arrive at events with nothing but metal left to grind away on the disc! IT will lead to more problems like piston pressure build-up, and more. 10 First, take your 5mm Allen key to the back of the left fork leg. There you will see the bolts that hold the calliper to the fork. With the short end of the tool in the bolt head, use the long arm as leverage for the bolt as they are often tight. Gently loosen these until they have released the calliper and it’s moved away from the fork bottom. 11 To change the brake pads, all it takes is a 2.5mm Allen key. Using the short end of the tool, rotate anti-clockwise until the bolt comes out. Put this to one side for safekeeping. Once this is out, using your index finger push the pads out of the top of the calliper.

10 52

12 12 This will release a spring-loaded clip that holds the pads apart. Swap the pads out for new ones and follow the same process backwards to reinstall the pads and the calliper. When the pads are out, inspect the calliper for any mud or dirt sat in the small crevices. If needs be, using a compressor, blow out any standing dirt – but as always with using compressed air, wear safety goggles. 13 Carry out the same process on the rear brake. Where it might be easier, use an Allen ‘T’ bar for removal and replacement of the calliper.

13 February-March 2021 • Trial Magazine

Maintenance • Electric

14 BATTERY

Now for the battery; without it, the OSET is only sat there looking pretty! Even though this may be self-explanatory, it is important to make sure the connection is spot on. 14 To access the battery and all the electronics, take off the side panels by undoing the Velcro along the downtube and top tube of the frame. Do this on both sides of the machine. From here you will see the battery nestled inside the frame. 15 The battery itself is held on by a longer piece of Velcro. Undo this to release the battery. The easiest way to disconnect the battery is to pull it out of the tray slightly, so you can fully grasp the textured metal at the bottom of the battery connection. 16 Loosen this anti-clockwise to disconnect and then pull slightly to pull off the black terminal. Be cautious when extracting the battery as it is heavy and can easily catch you off guard. Check the connections are in good order and replace the battery by reversing the steps for removal.

17 GENERAL MAINTENANCE

Always keep your OSET washed and well fettled; you will benefit from this in more ways than one. Not only does washing the machine make you feel better, but it also allows you to see any damage you have sustained whilst riding that you may not have noticed! Like with any motorcycle, you must take extreme caution when washing as water ingress, especially with the power of a jet-washer. It can cause some issues for many different machines. We also like to remove the battery before washing, just as an added precaution. As with all motorcycles, avoid directly spraying the wheel bearings and fork seals. On an OSET also avoid directing water at the motor shaft. As with almost all parts, low-pressure washing is better than high pressure. 17 One precaution to take on an OSET is to put a plastic zip-lock bag over the throttle. Secure this with electrical tape to get a decent seal.

ENJOY YOUR OSET

Finally, be sure to give your bike some TLC after the wash. We like to blast the water off with an air hose, and then liberally spray WD40 on most of the machine. Cover the brake discs and callipers as, obviously, oil and brakes do not mix! Wipe the WD40 off with a rag. Use chain lube on the chain, and spray some on the foot-rest pivots and rear shock pivot points. Once the battery is charged, you’ll have a clean, shiny bike that’s working at its best. 18 Always give your machine a test ride to make sure everything functions as it should. A happy machine makes for a happy rider – Enjoy your OSET!

16 Trial Magazine • February-March 2021

18 53

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Magic Moments • James Dabill

DIBSTA

SOME ADVENTURE

Crowned as the FIM Junior Cup World Champion in 2005, riding with the Top Trial Team from Italy on the Beta, it’s almost impossible to believe that it’s been so long since Great Britain’s James Dabill arrived in world trials. Here, we take a look back at some ‘Magic Moments’ from his remarkable career. Trial Magazine UK started in 2007 and has very much been a part of this adventure. I have been very privileged to have spent many happy times travelling around the globe with James in his constant quest for victory; trust me, that’s a book! Words: James Dabill with John Hulme Pictures: Trials Media, Nigel Pearson, Mario Candellone, Agnese Andrione and www.phototrial.it 64

February-March 2021 • Trial Magazine

James Dabill • Magic Moment

ith the 2005 title tucked successfully under his belt, he moved up to ride with the ‘Big Boys’ at the end of the season in the FIM Trial World Championship rounds in Germany and Belgium. He scored points in both rounds to finish 17th overall. In 2006, he would move full time – and totally committed – into the FIM Trial World Championship, still with the Top Trial Team. He scored in every round to move up to ninth in the world, and it was game on. Having just issued a press release to announce his retirement as a professional trials rider, he had never once dropped out of the top ten in the world since that day in 2006. He leaves the professional level of trials with his head held high. The CV tells its own story as, after a very successful schoolboy career, he has won eight British titles, 53 British Championship rounds, three Scottish Six Days Trials and three Scott Trials.

2003

2002

2002: SCORPA EUROPEAN TRIPS

James: Yes, that’s little old me on the far right, standing in awe at the other riders in Italy. On the top step of the podium is Isaac Pons and on the left and right are two riders who would go on to achieve success in their own right. Toni Bou (left), was riding a Beta; you knew straight away he was something special. Like me, his parents supported him and made it very much about the family enjoying the sport. On the right is the same — Tom Sagar who went on to have a successful Enduro career. Like so many young riders, Tom found his feet in the off-road world on a trials machine. I was 16 years old all I wanted to do was ride a trials motorcycle! The late great Neil Crosswaite had started to import Scorpa motorcycles from France, and I was very grateful to receive support from him and his family as I moved into the adult world.

2003: SCORPA EUROPEAN CHAMPIONSHIP

It’s 100% concentration as I line up the Yamaha engined Scorpa in France. With support from Scorpa UK, I was able to contest the five-round European Championship. It was a new and exciting experience and a really enjoyable time with the trips to Europe with the family. I finished the year in 19th, scoring four points in the final round in Italy. The championship winner was a certain Toni Bou (Beta-ESP). Toni and I would soon become friends and rivals for many years. Both born in 1986 — me in April and Toni in October — was certainly a vintage year for the trial’s world; maybe we should do a 1986 wine! 2003 was my first attempt at the Scottish Six Days Trial — talk about an eyeopener, but I finished with both the rider and machine in one piece in 30th position. The love affair with the event had begun. Trial Magazine • February-March 2021

2004

2004: TOP TRIAL TEAM, BETA EUROPEAN CHAMPIONSHIP

It was great fun riding for the Crosswaites. Both Neil and Martin were absolutely superb supporting me in every way they could. When I was offered the opportunity to move to the Top Trial Team based in Italy, we sat down and talked. They both pushed me towards the deal, much to my relief; yes, they fully supported the move. They shook my hand and wished me the best of luck, saying it was an opportunity that they could not match and one I should not miss. I moved to live in Italy. The Bosi family and Beta were both very welcoming. They really took me in as one of the family. It helped to make my life on the way up so much easier. Without them, it probably would not have been possible to compete in Europe. The Bosi family will always have a special place in my heart as we went on and achieved so many great things together. 65

Magic Moments • James Dabill

2006

I enjoyed the Scottish Six Days Trial in May but spoilt a good week on the final day. I miscalculated the time element and was heavily punished with marks lost on time. As I dropped down the order to finish sixth, it was a lesson learnt. With my first full season at the top level of the sport completed, the Top Trial Team also had me as the Italian Trials Champion. We were all very happy. 2005

2005: TOP TRIAL TEAM. BETA EUROPEAN CHAMPIONSHIP

With superb Top Trial Team Beta, I was on a mission. I wanted to win the Junior World Championship so much, it hurt! Ricardo prepared the machine, Daniela did the cooking, and Michele was my minder. I was an adopted Italian and loved it. Fellow Brit, Michael Brown, was also in the team, but I did have to remind him who was number one [James laughs]. In truth, we got on incredibly well, and the relationship with ‘Pune’ remains to the present day. After a second place in Portugal, I dominated the championship taking the title on home soil at Hawkstone Park. I was so proud, not just for myself, but also for mum, dad and brother Joe. They supported me all the way — and still do. With three rounds remaining in the Junior World Championship, we, as a team, decided to move up to the FIM World Championship for Germany and Belgium. It was a huge step in the level of riding and a true test of strength of character. I put every last muscle and emotion into these three rounds, and I was rewarded with a tenth place in Belgium and three points-scoring rides from three starts with the ‘Big Boys’, to finish 17th overall. I was also contesting the Italian Trials Championship — I still have a smile on my face with the nickname they gave me: ‘Giacomo Dabillio’. I loved life in Italy.

2006: TOP TRIAL TEAM, BETA WORLD CHAMPIONSHIP

Moving into the premier league of the trials world was – and still is – a mighty step in terms of levels of commitment, both in riding and the finances needed to support it. At this time, I was in the best place in my career and remained with the Top Trial Team – why change? The aim of the season was to finish in the points at every round. Just remember, at the close of the season, 29 riders had scored points. Believe me, it was tough. At some rounds, it was hard to just get through some hazards for a three-mark loss. Sometimes you did not even get through the hazards. One after another, it was so difficult to stay motivated. It was down to each individual to stop moaning, ‘man-up’, and remain focussed. Nobody gives you the right to take any points; holding the handlebars, it’s down to you — the rider. Michele Bosi, my minder, always encouraged me to attempt the more difficult hazards which, at times, resulted in some fair crashes but it was a case of ‘dust yourself off and get on with it’ — and we did. 66

2007: FUTURE TRIAL TEAM, MONTESA SCOTTISH SIX DAYS TRIAL

It was a whole year of change for me, as I moved to a fourstroke machine with the Montesa Cota 4RT supported by the Italian-based Future Trial Team. The team were huge and professional coming complete with a transporter and tractor unit to take it everywhere and full-time staff to 2007 support it. I was, in my eyes, ‘Full Factory’. I had upgraded parts fitted to the Montesa. The transition from two-strokes to the four-stroke was easier than I had expected. I had a new minder, with Jack Lee from John Lee Motorcycles fame joining me. Jack was a big strong lad and full of enthusiasm. We also got on as good friends away from the day-time job. The dream of winning the Scottish Six Days Trial was a childhood one. My sporting heroes, the father-and-son winners, Martin and Dougie Lampkin, had their names on the famous North British Rubber Company Trophy and I wanted my name on it too. The week worked well. Riding close to Jack, we had some great fun. The Montesa was a dream on the open tracks and roads. I took the win — still one of the proudest moments in my life. I didn’t realise straight away at the time, but I had become the first fourstroke winner since my good friend Alan Lampkin had won on the BSA in 1966. We still have a laugh about me taking the glory from him. February-March 2021 • Trial Magazine

r o f r e l Dea

James Dabill • Magic Moment

2008

2008: FUTURE TRIAL TEAM, MONTESA SCOTT TRIAL

This picture sits firmly in my mind and reminds me of the support I have always had from my mother and father. It was taken at the end of the famous Scott Trial. It was to be my last ride on the Future Trial Team Montesa. I eventually finished second behind Graham Jarvis by just two marks. Overall, 2008 was a disappointing year. Since the previous year, I had moved up to eighth in the world, but remained in the same position. I was unhappy with my world of trials. I was desperate to start challenging for the top five in the world. I believed I was ready, young, fit and full of enthusiasm so ‘why not?’ was always my question. Things had not worked out for both parties at the Future Trials team, and I wanted out. On reflection, I would say now it was one of the lowest points of my career if I am honest. Unbeknown to the rest of the trials world, I had been talking with Gas Gas and the UK importers headed by John R Shirt. With the world championship season over I had secretly tested one of the Spanish machines. Both Jack Lee and I agreed the way forward was a move back to a two-stroke. ‘Shirty’ needed a British Champion after the glory years of Steve Colley were long over, and I believed with his support, and the enthusiasm from Gas Gas, that I could deliver.

2009: GAS GAS ACU BRITISH CHAMPIONSHIP

After a year that had promised so much, 2008 left me with nothing, but soon I won my first of eight ACU British Championship titles. This picture tells its own story; Jack and I worked well, with ‘Shirty’ providing that third-man team support in the World Trials Championship. I had what I considered was possibly the best two-stroke machine at the time, ‘fettled’ by the factory mechanics and ‘Factory Kev’ in the UK. It was a very happy year. My world championship career was definitely back on track. I moved up to seventh position and dipped my toes into the top five positions on day one in Great Britain. I was much more confident in my

Trial Magazine • February-March 2021

2009

riding, and the whole team atmosphere suited me down to the ground. No one challenged my results — even on a bad day! We all knew everyone was trying their best. In what was otherwise a good year, my biggest disappointment was placing fourth at the Scottish and, once again, second at the Scott behind that man Graham Jarvis.

2010: GAS GAS SCOTT TRIAL

For those that received support from John R Shirt when he was the official Gas Gas UK importer, you will all know that he expects 100% at all times. In return, you will get the same back — and more. Once again, we were ACU British Trials Champions as I had won all eight rounds. I had moved closer to my goal of the top five in the WTC by finishing sixth overall. The only downside to the year was a disappointing sixth at the SSDT. I knew Shirty was 2010 disappointed too. However, at the Scott Trial, as the results were read out, I was the winner. Shirty’s huge smile said it all. It was the first-ever event win for the Spanish manufacturer Gas Gas; we all had a few beers that night!

Magic Moments • James Dabill

2011

2011: BETA FACTORY NUMBER ONE RIDER

As with the many sponsors I have ridden for, I have huge respect for what they have done for me, not just as a rider, but also for the support in my career. It’s never all about the money, though this does help. When the official Beta UK importer, John Lampkin, contacted me about the number-one rider position in the Italian manufacturer’s team, I knew I wanted my name on it. The call to ‘Shirty’ was a difficult one but, once again, he was very encouraging, pointing out that these positions did not always come along. We parted on very good terms with a hand-shake and a sincere wish of all the best for the future. What was nice was that he made a point of saying that if I ever wanted to ride a Gas Gas again to call him. 2011 was a fantastic year. I won the 100th running of the Scottish Six Days Trial and carried on my winning ways in the BTC.

2012: BETA ACU BRITISH CHAMPION

It had taken me a while to settle in as the number-one rider at Beta. It did take some getting used to. Your machine becomes more ‘tailored’ to suit your riding and changes you ask for are made. The Beta I had was literally hand-built around me and my riding style, in both the engine performance and suspension. The Italian way of life and working is in line with mine. Maybe it’s influenced by the early years at Top Trial Team, but the relaxed environment suits me. As you can guess from this picture, life was pretty good in my world of trials. I also got married to Emma on the 17th August. Happy days!

2012

2013

2013: BETA SCOTTISH SIX DAYS TRIAL

This picture sums up just how happy I was in life in 2013. It’s raining heavily, so yes, we know that it’s Scotland. The most important people in my life are with me. My mum, Cherry, is on the left. She is a really strong person when the going gets tough and, as many will agree, she has made a really good job of bringing me up [he laughs]. Emma is the ‘rock’ at home. She is always at the end of the phone; someone to share both the good and difficult times in my career. We always tell one another, we are a good team. Then there’s my father, Mal. A very proud man, he is the one I look up to and speak with if I have any difficult decisions to make. He is a father I am immensely proud of, and I know that the feeling is mutual.

2014: BETA SCOTT TRIAL

A well-used picture, but what a joy it brings to my family and me. I have just added the win at the 100th running of the Scott Trial to the 100th win at the Scottish Six Days Trial, both on the Beta. Sharing the moment with my family is the latest edition, baby Archie. Just imagine that, as a young boy, one day you dreamed that you would win the history-making 100th wins at both of these two legendary events. It makes all the sacrifices I have made worth it, but Archie was the winner on this occasion!

2014

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Magic Moments • James Dabill strong character. One week after his passing, I put the new Vertigo on the podium for the very first time on day two in Spain with a third-place finish; talk about emotional! On home soil, and in front of a local Leeds crowd, I made the podium again on day one, but this time I was second. Here I enjoy the moment of emotion with my Spanish minder ‘Suca’.

2016: VERTIGO PODIUM GREAT BRITAIN (2)

2015

2015: VERTIGO FIM TRIAL WORLD CHAMPIONSHIP, JAPAN

So, when one of your childhood heroes calls you to see if you are interested in joining him with a brand-new manufacturer in the trials world, the answer would always be ‘Yes!’. Dougie Lampkin had started to talk with me in late 2014 about the new Vertigo project. I was riding the tried and tested Beta but when he explained about the new machine and the people involved with it I was very excited. I knew at this time in my career that it would be the correct decision. This picture is from Japan, where he showed the trials world Vertigo meant business. With its new trellis frame and fuel-injected engine, it was the business. It was very good from the word go as Dougie had just won the SSDT on it – sometimes you have to let the boss win [more laughter]. I gave Vertigo the ACU British Championship title. Everyone was very happy, me included, as our second child, Noah, arrived in November.

2016: VERTIGO FIM TRIAL WORLD CHAMPIONSHIP GREAT BRITAIN (1)

Talk about proud. Me and my two boys, on the podium, in second place, between the best two trials riders in the world. With Noah and Archie safely in my arms, I was literally on top of the world — one of the highlights of my career to date. I had finished on the podium earlier in the year in Germany with third on day two but in front of a home crowd, including my friends 2016 and family — wow. I finished the year seventh overall, but once again the year got better as I won the Scott Trial, a win dedicated to Martin Lampkin — RIP.

2017: GAS GAS FIM TRIAL WORLD CHAMPIONSHIP, JAPAN

Once again a decision was made to move machines as the number-one spot became available at Gas Gas in Spain. It was a full factory contract with no real ties to the UK — and a chance to ride in the Spanish Championship. It was also a new team, #team22 when I took on my minder, Jiri Svoboda. It turned into a fantastic friendship that will last forever. I am forever grateful for his commitment, hard work and determination to achieve the goals we set. We win, and we lose together. In the qualifying in Japan, it had rained, and I had set the fastest time, a surprise to everyone apart from myself. For once, with a decent starting position, I was ready to fight for the win. After an enjoyable day, I was once again on the podium in second, seen here post-podium with Albert Casanovas the Gas Gas Team Manager and Jiri.

2016 was a year full of emotion in many different areas of my life, and this picture captures it all. I had two wonderful children with Emma, but my world was hit really hard in the April with the news of the death of a lifelong friend, Martin Lampkin, after a brave fight against cancer. He had always been there, especially in the early days of my international travel, always encouraging and strong when times were a little tough. Even now the passing of ‘El Martinio’ is sometimes hard to believe as he was such a

2016

2017

February-March 2021 • Trial Magazine

Magic Moments • James Dabill

2020

2018

2018: BETA ACU BRITISH CHAMPION

With uncertainty over the future of Gas Gas, the offer to move back to Beta on a twoyear contract made good sense. I would still take in a full year of the FIM Trial World Championship as well as the ACU British Trials Championship. I scored my 50th BTC win at round three but little did I know it at the time, but 2018 would be my last British title.

2019: BETA SCOTTISH SIX DAYS TRIAL

After losing the SSDT in the last group of hazards on Ben Nevis in 2018, I made no mistake in 2019. It’s what you call a trials riding holiday, and one I always enjoy with the family in attendance. 2019 was a year of motorcycle trials I really enjoyed, finished off by winning the Scott Trial win in October — it’s what’s called a ‘Double Top’.

2019

2020

2020: BETA MY LAST WORLD ROUND IN ITALY, LAST BTC WIN, LAST BTC PODIUM, LAST BTC.

Ironically, my last FIM Trial World Championship round would be in Italy. In my heart, I just knew 100%, and what with the COVID-19 situation, that it was a good time to close the book. From such a young age, I have been able to live my dream of becoming a professional trials rider and that was all thanks to my amazing parents for sacrificing everything to help me on this crazy journey. When I look back on almost two decades of riding in the World Championship, it fills me with pride to have achieved what I have, and to have met and worked with some of the most amazing people in our sport. There are too many names to mention, but I am sure you all know who you are. I want you to know that I will be forever grateful and in your debt. I am sure I will see everyone in the paddock again soon but, for now, it’s a fond farewell. Thank you to everyone, and I wish you all the best.

2020

February-March 2021 • Trial Magazine

Meeting • Gabriel Marcelli

NEXT GENERATION

GABRIEL MARCELLI It’s often quite strange how you come to know people in the world of motorcycle trials. When the 2016 FIM Trial World Championship series came to the UK, I had arranged to meet up with the Spanish Federation (RFME) team manager Albert Sole, with whom I had become good friends. We had arranged to view the world round venue at Tong near Leeds together, as he had come over earlier in the week with his team riders to get some practice time in at Back Cown quarry near Rochdale before the world round. While we were talking in the team transporter, I noticed a rider with a protective face mask on. I asked who it was and what had happened, Albert replied: “That’s one of the young riders we are coaching, he’s called Gabriel Marcelli; he had a bad crash and damaged his face, but he will be fine”. As I started to watch the young Marcelli, if I am 100% honest, I thought he was ‘just another’ rider who would go through the learning process and not progress much further in the sport. As we enter 2021, I could not have got the prediction more wrong as he has now become ‘The One’ of the next generation who have come along to challenge the superiority of the undisputed ‘King’ of trials Toni Bou, his childhood hero! Words: Trials Media with Gabriel ‘Gabri’ Marcelli Pictures: Trials Media, Shan Moore and Alberto ‘Fili’ Rodriguez 76

Living the dream: on the podium in Spain on the second day of the 2020 FIM Trial2 World Championship.

February-March 2021 • Trial Magazine

Gabriel Marcelli • Meeting

2016: FIM Trial2 World Championship round one, day one, in Spain, and the first visit to the podium.

2016: FIM Trial2 World Championship ESP. Round one, riding with the protective face mask on after the crash in 2015.

First, the crash; what happened? The accident happened in 2015 when I was out training. I lost my grip on the handlebars, and my hands came off; it all happened so quick I could not protect my face, and I hit a rather solid rock head-on. The crash helmet was in place but I literally ‘face planted’ the rock, which did all the damage. Physically I was fine, but the front facial area took a big impact. As I was pretty young and physically fit when the accident happened, I made quite a speedy recovery. Has it been five years since the accident? It’s been a long road to recovery, and as you had obviously noticed in the beginning, I had to wear face protection to protect the damaged area and help with the healing process. Since the accident, I have been having regular surgery to repair the damage, step by step. Five years later, I am still having surgery, but I know there is light at the end of the tunnel as the fantastic surgeons finish their work to make me look good again!

2017: FIM Trial2 World Championship AND. Another driving force behind my career was the ever helpful RFME team manager Albert Sole.

Trial Magazine • February-March 2021

Let’s rewind the clock. I was born on 04/02/2000 in Galicia, Spain. When I was a child my father had two jobs, he was a bread delivery man in the mornings and in the afternoons he was working as a builder, but five years ago he decided to focus on baking the bread. During this period in his life, he was earning some decent money, so we could keep working and moving forward in trials. My parents got divorced when I was ten years old, and my mother started working as a massage therapist in Galicia. When I was 17, we moved to Catalonia. My mother left her job and started working for a few different companies. I wasn’t earning any money, so she was the only one with income when we lived together. It wasn’t easy for us both, but luckily things are much better now as she is again living in Galicia, with my grandparents, and she’s way more relaxed. I have a sister, Claudia, who is two years older than me. She was studying at university before working as an optometrist in a hospital.

2016: FIM Trial2 World Championship ITA. The first year in Trial2 was difficult as we were trying to compete on a very small budget.

2017: FIM Trial2 World Championship AND. One man kept me focussed on the future, Jordi Prat from the Spanish Federation, the RFME.

2017: FIM Trial2 World Championship AND. In truth the whole RFME team is one big family, which certainly helped with morale if someone was having a bad ride or struggling to find their form.

Meeting • Gabriel Marcelli

2017: FIM Trial2 World Championship GBR. Mixing it with the trials ‘family’ watching the qualifying.

2017: FIM Trial2 World Championship USA. I loved the sun in the ‘States, and I was rewarded with two wins.

2017: FIM2 Trial World Championship USA. Living life to the full; on the podium and enjoying my riding.

How was school life? I’ve always been a good student and enjoyed education, even when I struggled to fit it all in. I always tried to do my best because I find learning is something I really enjoy; that helped me a lot when I was studying. Sport was my favourite subject, but I also loved history and psychology. I think history and languages are the most useful things you can learn from school because knowing what happened in the past can help you to decide what is better for you in the future. No matter what your city, country or culture, it’s always important to remember your heritage. Language is something you use every day. It’s nice to be able to connect with people from around the world to broaden your outlook on life. Psychology is something I always wanted to do. I would love to understand how the brain works; I find the subject matter very interesting. I tried to study and train on the trials machine until I was 17, and then I finished Bachillerato. This is the post-16 stage of education in Spain, comparable to the A Levels/Higher in the UK, and it follows the ESO (compulsory stage of secondary education). I then had to decide if I

2018: FIM Trial2 World Championship ESP. On the limit in qualifying.

2018: FIM Trial2 World Championship GBR. Inconsistency kept me away from the title fight with not one win all season.

2017: FIM Trial2 World Championship ITA. Finishing the season second in the championship behind Iwan Roberts (Beta-GBR)

wanted to go to the university or focus on a career in trials — it was a hard decision to make. It was hard for me to drop out of school and start working only in the trials world, but I have never regretted it. I am 100% sure that I made the correct decision! Your introduction to motorcycle trials? Speed and the desire to race was my first introduction to riding a motorcycle. Until I was nine, I mainly just playing and racing around on motocross and enduro machines. In 2009, my father gave me a 2004 80cc Beta trials machine — my first trials motorcycle. His friends had always told him that to understand how to ride a motorcycle, you must always start with trials. So, in reality, I got the need for speed out of my system first. As my father was not from a motorcycling background, it was hard at first. We had many places to ride in Galicia, but I was always on my own. I started to watch the top riders on videos and DVD such as Toni Bou and Albert Cabestany for inspiration. I wanted to be like them! Both my father and I enjoyed trials riding as a sport and, before the end of 2010, he gave me a 125cc Gas Gas for me to ride.

2018: FIM Trial2 World Championship ITA. Even at the prize giving in Italy I had one thing on my mind, which was winning in 2019.

February-March 2021 • Trial Magazine

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Meeting • Gabriel Marcelli

2019: FIM Trial2 World Championship BEL. I needed to be more consistent if I were to challenge for the Trial2 title

2019: FIM Trial2 World Championship JPN. Two podium places were the reward for the long-haul trip.

How soon did you join the RFME Team? In 2016, I moved with the support of the RFME (Spanish federation) into the FIM Trial2 World Championship on the four-stroke Montesa. It was my first time on a four-stroke, but, at such a young age, I soon adapted my riding. I knew though that this was the correct career path, to move to the team, as all I wanted to do was be like Toni Bou. Riding in a team was so much better, and I gained much more confidence because I had someone to speak to about any problems.

2019: FIM X-Trial2 World Championship Bilbao ESP. Under the spotlight of the indoor world championship in the RG Trials Team colour

Now you were a real trials rider? I loved riding the Gas Gas. It was the ideal machine for me to learn the ‘trade’ on in motorcycle trials. It was light, easy to ride and, at the time, very powerful. My riding began to improve. I started to have some good results, and soon the Spanish Federation asked me if I would like to join the team. My mother and father agreed it would be a good move for me if I wanted to progress into a trials-riding career.

2019: FIM Trial2 World Championship PRT. Having my team-mate Francesc Moret about was always good to relax the nerves.

How difficult were the early years in the sport? The first round of the 2016 world championship was at Cal Rosal in Spain. I was bursting with enthusiasm — maybe too much! It was quite an easy competition. I remained very focussed to arrive on the podium in third position. On day two, I rode way too tense and finished way down in 18th place; from hero to zero overnight — yes, it was to be a tough learning curve. The first year in Trial2 was difficult as we were trying to compete on a minimal budget. It meant I could not complete a full season in the world championship. The long-haul trip to Japan was out of the question, which was the correct decision at the time. I also missed Germany. I came back into the championship in Andorra with no points-scoring rides; I was struggling. With support from the team, I gave it my all in France to get back into points-scoring rides. Finding consistency was the key, and I finished the year 14th overall.

2019: FIM Trial2 World Championship PRT. I loved the atmosphere of the qualifying the middle of the town. It’s what the world championship is about, some atmosphere.

2019: FIM Trial2 World Championship PRT. With no Grattarola on the podium the championship was now a major part of my thoughts.

February-March 2021 • Trial Magazine

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Meeting • Gabriel Marcelli

2019: FIM Trial2 World Championship FRA. I may have looked happy but the nerves were starting to come into my mind, I had to stay calm. The single-mark finish in front of Grattarola was psychologically very important.

When did you start to believe you had a two-wheeled future? In 2017, I moved from Galicia to Catalonia. My mother moved with me. My father stayed because he couldn’t leave his job. Most of my time would be spent training with the RFME team, but it was reassuring my mother was there supporting me. In truth, the whole RFME team is one big family. It certainly helped with morale if someone was having a bad ride or struggling to find their form. It was the first year of the qualifying and, for me, the chance to race. A win at the 2017 opening round must have helped your confidence. It was all change at the world rounds as we now had qualifying to determine our start positions the day after for the competition. As it happened, qualifying was not a problem as it helped me to concentrate more. The win at the opening round in Spain was good to get under the belt, but I was still too inconsistent with my results to challenge for the title. I won four rounds during the year with the eventual winner, Iwan Roberts, only one; his consistent points scoring gave him the world title as I finished second — so close, but so far!

2019: FIM Trial2 World Championship ESP. One part of the adventure is over as I became the FIM Trial2 World Champion.

2019: FIM Trial2 World Championship ESP. There was only ever going to be one winner in Spain, I was on fire!

2018 was about two people? Yes, a huge fight for supremacy in Trial2 developed between the eventual winner, Matteo Grattarola from Italy, and Great Britain’s Toby Martyn. We were all riding the four-stroke Cota4RT, and it was action stations at every round. Matteo looked like he would walk away with the championship in the early rounds, but Toby came fighting back to take the fight to the final round in Italy. I was consistent but always just a few marks off the winning pace. What 2018 did though was to prepare me for 2019 — no one was going to stop me from winning the FIM Trial2 World Championship. You then moved to the RG Trials Team in 2019? The RG Trials Team had just missed the 2018 world title by the closest of margins with Great Britain’s Toby Martyn. I had watched Toby all year and how he dealt with the pressure of fighting for the title. I also noted the support he got from Rudi Geiser. Toby was such a young rider. Win or lose, Rudi was always there to support his rider; this was one of the deciding factors in my move to the team. The team had a really good working relationship with Montesa. They supplied the machines and offered technical help if there was ever a problem. The whole team was very ‘corporate’ and in the same riding kit. Rudi invited his sponsors along, and his enthusiasm was almost dangerous at times. For 2019, I would be in the team with Francesc Moret and another English rider, the young Billy Green.

2019: FIM Trial2 World Championship ESP. Winners at last; I was so happy for the RG Trial Team owner Rudi Geiser.

February-March 2021 • Trial Magazine

Gabriel Marcelli • Meeting

2020: FIM X-Trial World Championship ESP. As winner of the 2019 FIM Trial2 World Championship I was now a fixed rider in the FIM X-Trial World Championship.

2020: FIM X-Trial World Championship HUN. In the spotlight for making my first podium in Budapest.

Was your winning year in Trial2 tough? To win any championship, whether it is at world level or club level, requires commitment. I approached the series 100% focussed on what we needed to do. I knew that Italy’s Matteo Grattarola on the Beta would be hard to beat, such was his vast experience in the sport — many people forget that he had been a top-ten finisher in TrialGP before the move to Trial2. There is a big difference between wanting to win and winning; I was completely committed. I thoroughly enjoyed the winning year. I had put so much into this that it was a huge relief and a feeling of ‘job done’ when I eventually was declared the winner. I was also very happy for Rudi and the RG Trials Team. Did Montesa supply any special parts for your machine? My machines were standard production Montesa Cota 301 RR models. Naturally, the team added some aftermarket parts from the team’s sponsors such as S3 Parts, which made a good machine even better. We also spent time testing, which was something new to me. It was mostly about finding settings that suited me, and if we had a problem in certain areas of the machine performance or handling, we could look at this in detail. Once again, the standard suspension is excellent, but it needs fine-tuning to improve the rider’s performance and confidence. Any rider knows it’s the small changes that lead to the bigger picture — being comfortable on a machine is always a high priority to any rider. The closer you get to the top in any sport, the smaller the changes become.

2020: FIM TrialGP World Championship ESP. I was very nervous and maybe trying too hard.

Trial Magazine • February-March 2021

2020: FIM X-Trial World Championship HUN. On the podium with the best two riders in the world.

Whose idea was it to move into TrialGP? Win or lose in 2019, I agreed with Rudi that the time would be right to move to TrialGP; this was always the dream. It was a joint decision which we both hoped to benefit. For Rudi, it gave him the opportunity to explain to his sponsors that we were moving into the Formula One of motorcycle trials and be able to be in the position to ask for more support. The team had the Trial2 world title and, with it, we had newfound confidence as a team. Winning the world title meant as much to Rudi as it did to me, with the icing on the cake the Manufacturers’ World Championship title for Montesa. The twoman team of Toni Bou in TrialGP and me in Trial2 made us both ‘extra special’ world champions. Of all the moments in my career to date, the best one was when Toni Bou shook my hand to congratulate me — yes, my hero, Toni Bou!

2020: FIM TrialGP World Championship ESP. Riding more relaxed, I moved my riding to another level.

Meeting • Gabriel Marcelli

2020: FIM TrialGP World Championship ITA. My first year in TrialGP had been a tough one in a shortened series due to the Covid-19. I was still happy with my sixth-place finish in the championship. To everyone who has helped me so far in my career, I say a huge thank you. 2020: FIM TrialGP World Championship AND. On the very limit of my riding.

2020: FIM TrialGP World Championship ESP. I was delighted to make the podium in my first year at the very top of the sport.

2020: FIM TrialGP World Championship ESP. Toni Bou has been very supportive in helping me raise my game – thank you.

Did you enjoy your first year in TrialGP? Obviously, the COVID-19 situation made it a very different championship for everyone. It meant that the world championship would be shorter — just four rounds with eight pointsscoring days. It would also start much later in the year with the first round in France in September. Everyone was very well prepared, having had all summer to practise. If I am honest, I tried too hard in France on both days, and yes, I was disappointed with myself — how could I try so hard and return disappointing results? I arrived in Spain with a totally different mindset. I rode much calmer and remained more focussed, finishing in fourth on day one in the knowledge I could improve. On day two, I felt very confident, which was reflected in my riding. Toni and Adam had their own fight at the front, but I finished just six marks behind Adam for third. The step onto the podium was a fantastic moment and just reward for Rudi and all the hard work that he has put into the team, we were very happy that night. Mentally knowing that you have made the podium in TrialGP is such a confidence booster.

good form and confidence forward. It rained heavily on day one making for difficult riding, but fourth overall, it showed that Spain was not a ‘fluke’. On day two, again I tried too hard, and finishing eighth told its own story. In Italy, it was quite an emotional weekend. Rudi announced he was retiring from the world trials paddock and that the team would be no more. I fully understand his decision, and, as always, I have the utmost respect for Rudi and always will have. The results were quite consistent in Italy with me making a mental note to myself ‘You can do better’. I finished my first year in TrialGP sixth overall and, if I am honest, it’s where I deserved to be.

Confidence It was a mighty ‘High’ to get the results I had in Spain. We moved to Andorra with a very good feeling in the team hoping to carry my 84

How was the introduction to the FIM X-Trial championship? I had always wanted to compete on the manmade hazards found at the indoor FIM X-Trial World Championship. I had my first ride as an invited rider at Bilbao and Granada in Spain in 2019. It was a totally new sensation and very intense, to say the least. The action happens very quickly; you have to be able to give your best in a short period of time — a quick blast of 100% riding. Believe me that riding in front of an indoor audience in the close spaces of a stadium, with the heat from the lights, certainly gets the adrenalin flowing! In 2019, I finished eighth overall, which I was quite happy with as I had not contested the full

series. It’s incredible how the top riders remain so calm and collected but when you look at the experience that both Toni Bou and Adam Raga have you can start to understand how they have been at the top of the sport, both indoor and outdoor, for so long. They have the mental ability to break down each of the hazards into smaller pieces and approach them all so in control and looking for every advantage. You made it to the podium in 2020 Yes, in Budapest, Hungary; I was third. It was unbelievable. I was invited to be a ‘fixed’ rider for the 2020 championship, which was very good for my confidence. It meant the organisers had faith in my ability to compete with the very best indoor riders. I had already ridden at Reunion Island and Rennes in France before the close of 2019, so I was better prepared for the remaining rounds of the 2020 series. In Budapest, I arrived feeling quietly confident and took each part of the night’s proceedings one step at a time. As the night went on, I just got better and better. Then, just a few weeks later, I had a reality check on just how much more work I had to do as I slipped down the order in Barcelona and the final round in Bilbao. With the championship cut short because of COVID-19, I had learnt so much. Where will 2021 take you? My mother returned to Galicia a year ago, and now I am living on my own with the James family who moved to Spain from Great Britain. Let’s see what 2021 brings! February-March 2021 • Trial Magazine

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FIM X-Trial • International

2021

FINGERS CROSSED

With so many of the early-season events still in doubt due to the COVID-19 restrictions, it’s a case of crossing fingers for a start to the indoor 2021 FIM X-Trial World Championship. Article: Trial Magazine

Before we go any further, you will have noticed that there has been no coverage in the magazine of the world-famous start to the international motorcycle trials calendar for the last quarter of a century: the Sheffield Indoor. It was once the opening event to the indoor FIM World Championship. In more recent times, it has been an invitation-only international competition attracting top riders in the world. It had always been a massive hit with the riders and fans, but over the past few years, we tragically lost Martin Lampkin and Neil Crosswaite; two men who made it such a success. As a tribute to Martin and Neil, could it be that on Saturday 28th December 2019, we witnessed the event for the final time? With a proposed seven-round 2021 FIM X-Trial World Championship concluding with the team event in France in October, it’s a brave move by the promoters, 2Play to start the series as early as the 6th March in Braga, Portugal. They have no control over the outcome

Trial Magazine • February-March 2021

2021 SEASON ROUND ONE: 6th March, Braga, Portugal. ROUND TWO: 20th March, Wiener Neustadt, Austria. ROUND THREE: 9th April, Nice, France ROUND FOUR: 11th April, Barcelona, Spain ROUND FIVE: 1st May, Vendee, France ROUND SIX: 2nd October, Marseille, France ROUND SEVEN: 9th October, La Vella, Andorra FIM X-TRIAL OF NATIONS: 15th October, Chalon-surSaune, France.

International • FIM X-Trial

Adam Raga (TRRS-ESP)

of the COVID-19, but we would all hope by early March the mass vaccination programme will have started to work. As we went to press, there was no news as to who the fixed riders in 2021 will be. Trial Magazine has been following the FIM X-Trial World Championship with close interest for the last few years. In the dates shown are some events that are very easy to travel to, which make for a good few days away. Below are some of what we would consider the easiest events to travel to by flights, hire car or taxi and hotel.

Jeroni Fajardo (Sherco-ESP)

ROUND SIX: 2ND OCTOBER, MARSEILLE, FRANCE This includes a flight to Marseille airport, France on the Saturday for the Sunday event. It’s then either a taxi or a hire car for the 40-minute ride. A taxi is easier but can be around €130 return. There are a few local hotels near the stadium. We stay at one which is around a ten-minute walk. Shopping is also quite good in the area. It’s quite a large stadium near the football ground with good Metro access. The viewing is a little further back from the action but still good. Front rows offer the best of the action.

2021 SEASON

ROUND TWO: 20TH MARCH, WIENER NEUSTADT, AUSTRIA. This includes a flight to Austria and Vienna airport on the Friday for the Saturday event. It’s then the hire car for a quick one-hour drive on predominantly motorways which are easy to follow and well signposted. There are a few local hotels, with one right next door to the stadium. It’s compact stadium has a limited capacity with excellent viewing, which is very close to the action. As with all the events, we would always advise booking tickets before you travel. It’s a lot less hassle.

ROUND FOUR: 11TH APRIL, BARCELONA, SPAIN We never need an excuse to go to Barcelona, and the indoor trial is the longest-standing event in the calendar. It includes a flight to Spain’s Barcelona airport on the Saturday for the Sunday event. We would advise a taxi to Barcelona then use public transport to get to and from the event. Being Barcelona maybe include a small shopping break. The choice of hotels is yours. There are none near Palau Sant Jordi stadium on the mountain of Montjuic, which is a good ten minutes from the city. We usually stay in a city hotel and use taxis. It’s quite a big stadium but has quite a good all-around view. However, you are a little set back from the action unless you are on the front rows. Of all the FIM X-Trial World Championship events, we would always recommend you put this one on the “Bucket List” to attend.

Benoit Bincaz (Beta-FRA)

February-March 2021 • Trial Magazine

International • FIM X-Trial

Jorge Casales (GASGAS-ESP)

ROUND SEVEN: 9TH OCTOBER, LA VELLA, ANDORRA This includes a flight to Spain’s Barcelona airport on the Friday for the Saturday event. You can also fly to Toulouse in France. In either case, travel time is around three hours. We prefer flying to Barcelona. Andorra is a fantastic place, and the shopping in La Vella is tax-free and very good. We usually take a late Thursday flight, as they are cheaper, and stay at a Barcelona airport hotel. We pick a hire car up on Friday morning and take the superb drive to Andorra. Literally across the road from the stadium is the Holiday Inn at La Vella but there are plenty of other good hotels conveniently located for the indoor trial. It’s a small stadium with a limited capacity and, as with all the events, we would always advise booking tickets before you travel, it’s a lot less hassle. Being a compact stadium, you have the opportunity to get up close and watch Toni Bou in action at his ‘home’ event.

Jaime Busto (Vertigo-ESP)

FIM X-TRIAL WEBSITE: WWW.X-TRIAL.COM

The official FIM X-Trial World Championship website is excellent, with language options including English. You can find out all the stadium locations and book and pay for your tickets in advance on the site. Local information is also available from the very easy-to-navigate website. Let’s hope we see you at one of the events in 2021.

2020 SEASON

Yes, once again, it was a Toni Bou show on the four-stroke Repsol Honda. He dominated the season with a full-house of five wins from five starts to take his 14th consecutive FIM X-Trial World Championship in 2020 with a maximum points haul of 100. Believe it or not, it was in late 2019 that the 2020 championship started with the first round on the French overseas territory of La Reunion island, in the Indian Ocean east of Madagascar, for its only trip out of Europe in more recent times. Round two was held in late December in Rennes, France, before the Christmas break. The action returned in the historical city of Budapest in Hungary in January 2020. Both of the Spanish rounds took place, visiting Barcelona and then Bilbao before COVID-19 restrictions brought the series to its conclusion when the last two rounds in Austria and Andorra were cancelled.

2020 FIM X-TRIAL WORLD CHAMPIONSHIP

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

Gabriel Marcelli (Montesa-ESP)

February-March 2021 • Trial Magazine

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Dealer Visit • Fast Eddy

FAST EDDY

IT’S ALL OFF-ROAD Think of the middle of Great Britain, and you think ‘the Midlands’; it’s not rocket science! With a strong motorcycle connection, this ‘middle’ area of the country has always been a part of the motorcycle world, dating back to the once-great days of large-volume manufacturing of motorcycles and, of course, the great riders it has produced. Mention the name Edmondson, and to a vast spectrum of the off-road world, the connection is almost immediate. From father Pete, eldest son Derrick, to the youngest, Lee, they are all connected to the famous family name with success in their own right. One name is missing – the middle one, Paul; yes, the original ‘Fast Eddy’. He’s the one with 20 ISDE gold medals hanging around his neck, and the original importer of the ‘Hare’ concept of racing from the USA. You name the t-shirt and cap and, yes, he has it. Article: Trial Magazine with Fast Eddy Team • Pictures: Trial Magazine, Fast Eddy and Malcolm Wells

o so many in the off-road world who have been around the sport for the last forty-odd years, the name Paul Edmondson is very familiar. Starting out as a young lad, his name came to the fore on the Montesita cycle trials bikes in the early ‘80s when the sport came to the UK with the importer Jim Sandiford, who supported the events. As with anything with two wheels, Paul showed his early skills in front of many onlookers to the sport before the transition to a two-wheeled machine with an engine. The adventure had begun.

FAST EDDY, FAST ACTION

Paul had a successful motorcycle schoolboy career; he did not hide his need for faster action. At the age of 16, he took part in the 1986 94

Paul Edmondson and Tom Sagar need no introduction.

February-March 2021 • Trial Magazine

Fast Eddy • Dealer Visit

At the 1982 Dirt Bike Show on the cycle trials bike.

Scottish Six Days Trial on a Honda TLM 50 and finished in a credible 146th position. During his schoolboy days, young Eddy loved riding motorcycles. Every minute of every day was spent twisting the throttle of anything he could get his hands on. Riding in trials educated him well on the need of throttle control and general off-road motorcycle skills. He was rewarded with some good adult rides in national trials and enjoyed the slow-speed action, but it was fast action that the young Eddy wanted. He witnessed his elder brother, Derrick, pave his way to gold medals at the ISDE in the enduro world. Starting with some outings on converted Honda motocross machines endorsed the need for speed, and he soon made his name known on the enduro scene, mixing it with some motocross. In the late ‘80s and early ‘90s, ‘Hare’ enduro and extreme events, enjoyed by so many today, were still some way off in the UK. After finding his feet, he was soon enjoying some early success, and with it, the attention of much-needed sponsors; which was a relief. He took the 125cc European championship title with KTM in 1989 then repeated his success when the world championship was introduced the following year; he was flying. He won his second world title with Husqvarna in 1993 then switched to the relatively new Spanish Gas Gas machines, winning the 125cc world championship in 1994 and the 250cc in 1996 on the red two-stroke machines. It was then a change of direction and a trip across the pond to the USA to race in the GNC series. With his racing success in the United States, he returned to the UK, and the ‘Fast Eddy’ race series arrived. Paul returned to the World Enduro Championship to finish runnerup in the 250cc four-stroke class in 2002 and the E2 class in 2004.

Paul on the Honda TLM 50 in a youth trial.

fourth-place finishes being rewarded in a oneoff appearance at the two-day WEC for the GP of Wales in 2008. As a long-time member of the British team in the International Six Days Enduro (ISDE), he was the fastest racer in the 125cc class in 1989, 1990, 1991 and 1994. He also holds the ISDE record for Gold Medals. Scaling back his racing activities, the ‘Fast Eddy’ concept of events took Paul to the new title of ‘Race Organiser’. Using all his racing experience, he started organising events based on the successful ‘Hare and Hound’ theme, which continues today. With such a wide experience of off-road riding, another door opened for Paul. He was asked to become a stunt double for a number of famous names in some well-known films. We are talking James Bond — so next time you see a motorcycle ridden like an expert, it is likely to be Paul Edmondson!

FAST EDDY RACING

Very proud of his UK heritage, it was time for Paul to spend more time building up a future and, as I am sure you can imagine, it would still revolve around motorcycles. When oldest brother Derrick wanted a change of direction in life, Paul took over one-half of the business premises to open Fast Eddy Racing in 2017. Paul knew what was needed to support an off-road motorcycle business, understanding what any racer was looking for when they walked through a showroom door. Warm surroundings are evident the minute you walk into Paul’s showroom. Its sporting heritage would encourage potential customers to feel comfortable and safe in the knowledge that staff know what they are talking about. The shop motto is ‘If you need it, we have it’ and, with a huge inventory of all the leading brands, including parts, clothing and all the associated accessories from the off-road world,

FAST EDDY BACK HOME

With the world championship success tucked firmly under the belt and retirement announced, it was a return to the UK championships. Seven titles were won with two Trial Magazine • February-March 2021

Everyone an Enduro world championship winner.

Dealer Visit • Fast Eddy

A well-stocked showroom.

they can 99% guarantee to keep you racing. Paul and his two sons, Harry and Jack, are usually on hand if his other commitments allow them the time. Parts manager, Dave Harris, can answer a multitude of questions, supported by Paul’s wife, Amanda. The ‘Fast Eddy’ race entries and event organisation are also run from these headquarters in the very capable hands of Christine Parkes, who also manages the company accounts. Her husband, Dennis also works for the company as the delivery driver and general hand when needed. The clean, modern workshop facilities are second-to-none. It is headed by the chief mechanic, Carl Laucht, supported by Tom Sagar. The name Tom Sagar is a very familiar one — he has a strong and successful off-road history in both trials and enduro. He, like Paul, came through from a trials background and, having once learned the slow-speed sport, moved to all the action of the enduro world, with much success.

FAST EDDY THE FUTURE

Since Fast Eddy started trading from these premises in 2017, Paul has learned hard and fast about which direction he wants to take the company and its brand image. Despite tough trading times with the 2020/21 COVID-19 pandemic, the business has continued to thrive.

Both Tom and Paul hope to get back into trials at some point.

It’s your choice.

February-March 2021 • Trial Magazine

NEW!

TRIALS MODELS A SUPERB GIFT FOR

ANY TRIAL ENTHUSIATS From Spanish model manufacturer, TrialReplic, in association with Yoomee, present its range of 1:6 scale size replica trials motorcycles exclusively for sale in the UK. TrialReplic is a family business that was created out of a passion for our wonderful sport of motorcycle trials. The company is dedicated to the manufacture of 1:6 scale replicas of motorcycle trials models, using both metal and plastic materials in their production.

Honda RTL RED

We all remember the winning years of this machine in the hands of the FIM World Trials Champion Eddy Lejeune from Belgium and ACU British Trials Champion Rob Shepherd.

Ossa Mick Andrews Replica

This Mick Andrews Replica model is a fitting tribute to the man who developed the Spanish Ossa, ‘Magical’ Mick Andrews.

The current model range includes Honda, Montesa and Ossa. More models are lined up for the future. Sold as display models for the collector, they make the perfect gift for the motorcycle trials enthusiast. Get yourself along to the website: www.yoomee.co.uk and start collecting these exciting models or call: 01663 749163 for more information. Each model is priced at £69.99 including FREE P&P.

Honda TLR

Very much a part of the classic trial’s scene in the modern world, this machine, the Honda TLR is the starting point for many of today’s highly modified four-stroke machines.

Montesa Cota 247

With a long sporting history of over 75 years the Cota 247 is the trials model that put the name of Montesa on the road to its worldwide trial’s success.

Honda RTL WHITE

In the USA, the four-stroke RTL ‘Team’ machines carried this white and red colour scheme as ridden by the late Marland Whaley.

Cota 247 Ulf Karlson Replica

A fitting tribute to the man that this Montesa replica model is named after, Sweden’s Ulf Karlson who gave Montesa early European success.

ORDER YOURS TODAY! www.yoomee.co.uk/product-category/trialreplic or call: 01663 749163 TO ORDER OVER THE PHONE Yoomee Ltd, 48 Albion Road, New Mills, Derbyshire, SK22 3EX

Dealer Visit • Fast Eddy The leading brand focus is very much with Fantic and Sherco. With Paul’s two sons, Harry on the Fantic and Jack on the Sherco, he has every confidence that these two brands are the future of the business. With both boys racing, the shop gets to know so much more about the two brands and are very happy to pass on this knowledge. Sherco has an excellent range of both trials and enduro machines, whereas Fantic is back on the off-road scene with a vengeance. Many will remember Fantic for its world-championship winning trials machines in the past, but, at the moment, the future is in enduro with the new Yamaha-engined models. The shop also carries a range of second-hand machines to suit the pocket of any potential customer.

FAST EDDY EVENTS

Maybe it’s time to click on the website or pick up the phone to find out what ‘Fast Eddy’ can offer.

With a well-proven track record of organising indoor and outdoor events, both the Fast Eddy race events and championships still attract a huge following. The spectrum of riders is very wide; from the first-time rider right through to the top-end championship runners. Paul’s excellent team includes his mother and father, Kath and Peter, and sister, Julie (yes, there is one more Edmondson). Although Julie doesn’t follow the sport to the extent her brothers do, she is still a very keen member of the family who is always out to support the family at whatever they take part in or do. It includes helping at the annual ‘Original Fast Eddy’ at Hawkstone Park, one of the country’s biggest enduro events. It has been part of the WESS series for the last three years even though it has been in existence for over 20 years. Christine Parkes and her husband, Dennis, look after the logistics, leaving Paul and Tom Sager to look after the course and the overall running of each event on the day.

FAST EDDY EUROPE

With such a comprehensive knowledge of off-road riding, the Fast Eddy team now takes groups of riders to Spain to enjoy some training in the sun. Based at the Puidgemont Enduro School in northern Spain, riders get five to six days of training/riding with Paul, Tom, Jack and Harry along with the two Puidgemont brothers. Many years ago, after spending time in Spain, Paul became long-term friends with the Puidgemont brothers who are multiple enduro champions in their own right.

Chief mechanic Carl Laucht, on the left, is supported by Tom Sagar.

FAST EDDY 2021

As we move into 2021, sitting alongside the challenges that the COVID-19 has created, the shop remains at everyone’s disposal through the excellent website. Maybe it’s time to click on the website or pick up the phone to find out what ‘Fast Eddy’ can offer you! CONTACT Tel : 01543 450150 www.fasteddymotorcycles.com www.fasteddyracing.com

Yes, trials are the talking point at Fast Eddy Racing!

February-March 2021 • Trial Magazine

Fast Eddy • Dealer Visit

Trial Magazine • February-March 2021

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SALES • SET UP • SERVICE 14:49 February-March 202114/01/2021 • Trial Magazine

1971 • Classic

Derek Adsett (175 Greeves): After a recount of the scores, Derek was demoted to second position by a single mark. Gordon Farley (250 Montesa): Now the ACU British Trials Champion, he looked very confident.

Alan ‘Sid’ Lampkin (250 Bultaco).

VICTORY TRIAL

SLICK SID

One of the very early-season national trials in 1971 was the Victory which I would go and watch with my father, Ron. I always enjoyed this trip in another one of the Ferodo ‘Free’ runners for the weekend — this was a perk of the job for my father. He worked in the Research and Development department at Ferodo Brake Linings at Chapel-en-le-Frith. You had to put a certain amount of miles on the car, but the fuel was free! We usually attended Saturday events to watch, and he rode in competitions on the Sunday. Words: John Hulme and Alan Vines • Pictures: Alan Vines

On the three-hour journey to the event, it rained virtually all the way which seemed to be a common theme for the Welsh-based events we attended. My father’s early trials machines were the two-stroke Villiers-powered Greeves, and the reason for this trip was to see the new and modified Puchengined Pathfinder in action. The early models had a reputation for very little low-down power, making the power very much like an electric switch — it was either on or off! The Shell Oils sponsored Greeves Pathfinder machines of Derek Adsett, Scott Ellis and Mick Wilkinson all had an exhaust system fitted that had been developed by Reg May at the Comerfords motorcycle dealership where he worked as a mechanic. It was a one-piece system that included the front pipe and silencers and was claimed to be lighter than the standard one, but was it any good? When my father, Ron, was talking to Mick Wilkinson he claimed it had sorted out the lack of power at the ‘bottom end’ and in fact gave it more power on smaller throttle openings. It was all new to me, but I generally understood what they were on about. Mick also explained it was lighter in weight than the standard setup. Being a very wet day, it was a photographer’s nightmare. When checking the negatives for pictures, we could not find anything of the winner Alan Lampkin (250 Bultaco). This opening picture is from earlier in the year at the Colmore Cup Trial.

Trial Magazine • February-March 2021

EARLY ACTION

The Victory Trial was run by the Birmingham Motorcycle Club. Starting at 10.30am on the 27th February again attracted a good entry of 123 solo riders with ten sidecar entries. Unfortunately, for our sidecar fans, we have no photos or results (apologies). The solo route would take in 50 sections on its 30-mile course based around the start at the cattle market in Knighton. We went to the first group of sections to watch called Dolyfelin, where there were ten sections. Amongst the riders was Andy Roberton, who we knew from the motocross Grand Prix we had attended. He looked to be just as good at the slow-speed action as the high with some good riding on his Bultaco.

Jack Galloway (125 Saracen): Very much at home on the smaller-capacity machine, Jack would put in some very strong early-season performances.

Brian Hutchinson (125 Sprite): Though they always looked quite agricultural, the Sprite performed very well in the right hands.

101

Classic • 1971 John Hemingway (125 Suzuki): This new 120cc trials machine was revolutionary in that the frame was made from light aluminium sheet, pop riveted together, and carried a cast magnesium steering head fitted with roller bearings.

Rob Shepherd (250 Bultaco): With a Bultaco supported by Crooks Motorcycles this Yorkshire farmer was starting to make a name for himself.

Bill Wilkinson (250 Ossa): The older of the two brothers, Bill had no kind words for the new Greeves Pathfinder model and had moved to Ossa in 1970.

There were many of the ‘Micro’ machines in the entry, as riders tried to hang on to some English heritage in the trials world in the face of the Spanish invasion of Bultaco, Montesa and Ossa. As well as the Shell Greeves team on the 175 Pathfinder models, Saracen also had three riders with Jack Galloway, Jon Bliss and Steve Wilson on the German Sachs engined 125cc machines. They all looked very smart with the red fuel tank and what looked like chrome-plated frames, and Galloway had won the St David’s national trial a few weeks earlier. Brian Hutchinson and Chris Leighfield were on very agricultural-looking 125cc Sprite machines, and Terry Wright was on the new-model 125cc Dalesman. On the 170cc Minarelli Cotton-powered machine, which also looked very smart with its blue one-piece seat and fuel tank unit, was John Luckett. Another very unusual-looking and sounding machine was the new 125cc Suzuki ridden by John Hemingway.

WET THROUGH

We watched all the riders through the first group of sections, and it was good to see just how much the Spanish machines were improving as they performed so well. In truth, they always had the advantage over the lightweight ‘Micro’ machines. The Bultaco team sponsored by Shell Oils included the two Lampkin brothers, Alan and Martin, and Jim Sandiford. With not many four-stroke machines in the entry, Peter Gaunt was riding his latest creation: a four-stroke Ducati-engined special. The new ACU British Trials Champion Gordon Farley also looked very confident on the Montesa, which looked and sounded well. When the results came out, it was Derek Adsett who was declared the winner on 40 marks lost in front of Alan ‘Sid’ Lampkin, Farley and Jack Galloway, who were all on 44 marks lost. However, after a recount, ‘Slick Sid’ Lampkin had a five-mark penalty removed and was declared the winner, on 39. I was soaked to the skin, and so we decided to head home early back to Whaley Bridge.

Peter Gaunt (350 Gaunt Ducati): Yes, a potent four-stroke Ducati trials machine was ‘Top Gear’s’ latest creation.

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Single Lap: Yes, a full single lap was super b value for money.

VICTORY TRIAL, 1971

RESULTS: 1: Alan Lampkin (250 Bultaco) 39; 2: Derek Adsett (175 Greeves) 40; 3: Gordon Farley (250 Montesa) 44; 4: Jack Galloway (125 Saracen) 44; 5: Bernard Gore (250 Bultaco) 51; 6: Scott Ellis (175 Greeves) 52; 7: Brian Hutchinson (125 Sprite) 54; 8: Bill Wilkinson (250 Ossa) 54; 9: Brian Higgins (250 Bultaco) 56; 10: Karl Rowbotham (250 Bultaco) 56; 11: Jon Bliss (125 Saracen) 57; 12: John Hemingway (125 Suzuki) 58; 13: Richard Sunter (250 Montesa) 58; 14: Rob Shepherd (250 Bultaco) 59; 15: Geoff Chandler (250 Bultaco) 59; 16: Jim Sandiford (250 Bultaco) 60; 17: Mark Kemp (250 Bultaco) 62; 18: Martin Lampkin (250 Bultaco) 63; 19: Ken Brooker (175 Greeves) 63; 20: Malcolm Davis (250 Bultaco) 64; 21: Ian Haydon (250 Montesa) 64; 22: Mick Wilkinson (175 Greeves) 65; 23: Ross Winwood (175 Walwin BSA) 65; 24: Steve Wilson (125 Saracen) 66; 25: Peter Gaunt (350 Gaunt Ducati) 66; 26: John Luckett (170 Cotton) 66; 27: Chris Leighfield (125 Sprite) 69; 28: Brian Shuttleworth (250 Bultaco) 69; 29: Terry Wright (125 Dalesman) 71; 30: Tony Davis (250 Bultaco) 71. MACHINES: Bultaco: 12; Greeves: 4; Montesa: 3; Saracen: 3; Sprite: 2; BSA: 1; Cotton: 1; Dalesman: 1; Ducati: 1; Ossa: 1; Suzuki: 1.

Norman Eyre (250 Ossa): Buxton based Norman won the 1961 Victory Trial on a Triumph.

February-March 2021 • Trial Magazine

Classic • 1971

Scott Ellis (175 Greeves).

COTSWOLDS CUP

ICEMAN ELLIS

Once again, another traditional one-day national trial held on a Saturday. As was usually the case for motorcycle trials, the start would be at a public house, hotel or social club. For the Western Centre Cotswold Cup, it would start at the Brockworth House Club, near Henley on the main A46 Shurdington to Cheltenham road. Words: John Hulme Alan Vines Scott Ellis • Pictures: Alan Vines

Snow and cold had featured over much of the country, making it a difficult road trip for many to get to the event’s start location for 10.30am. A 30-mile, single-lap route around the Cotswold countryside would take in 46 hazards for the 69 solo and nine sidecar entries (apologies to the sidecar fans; we have no photos or results). At the time, many top UK riders opted to ride at the prestigious European Championship round in Spain where, in a strange coincidence, it too was hit by the snow and cold. On many occasions, I spoke with a good friend and fellow photographer, Eric Kitchen, about the memories of taking pictures at events. He told me that I would also build a photographic memory of all my photos I would take in my own mind, which brings me round to retired gentleman, Alan Vines; another good friend and a mine of knowledge and started to go through the negatives from the world of past motorcycle events. It was late 2020 when we started to explore his pictures from 1971 when he came across the Cotswold Cup. Talking on the phone, he explained the day in detail and could remember, yes he could still remember that very day, as a very cold one with snow on the ground, with the area shrouded by cloud all those years ago. Looking at the many super pictures he has, and talking about the programme and results, is how we arrive at this article for the event.

104

Geoff Chandler (250 Bultaco): Riding the new ‘Slimline’ Kit Campeon Bultaco model, the tall Southern-based rider had to settle for second on the day, after leading in the early stages.

Tony Davis (250 Bultaco): With younger brother Malcolm now back on Bultaco in scrambles and trials out in Spain, Tony came home with a strong ride in fourth position.

WIDE OPEN

Old quarry working, steep climbs and wooded areas were all a consistent feature of the Cotswold Cup Trial, but, on this occasion, the ground had a dusting of snow and the cold had frozen everything solid. Snow would also fall during the day to add to the cold conditions, with ice on the roads and tracks to also watch out for. The day would be just as challenging for the observers and officials as the riders, but the event did attract a small but hardy bunch of people to watch and enjoy the action. With the cream of the UK riders missing, the event would be wide open as to who could win. With wheel grip at a premium you would have expected the larger 250cc machines to be favoured, and this turned out to be the case early on as Southern visitor, Geoff Chandler, set the pace on the Bultaco. He looked to be on course for the victory as he took an early lead until a ‘Brit shock’ knocked him off the top spot.

Derek Adsett (175 Greeves): With no gloves in the cold conditions and under the noses of the hardy spectators, Adsett focuses on staying ‘feet-up’.

February-March 2021 • Trial Magazine

1971 • Classic

Karl Rowbotham (250 Bultaco): A regular rider on the national scene usually in the company of his wife, both competing on Bultacos.

Chris Leighfield (125 Sprite): Picking your path on the polished and icy rocks was no mean feat!

EXPERIENCE

As it turned out, it would be the experienced Scott Ellis on the 175 Greeves Pathfinder who would be the victor at the end of the day, his last national one-day trials victory in his long career. Chandler had lost his form mid-trial and became involved in a four-way battle for the win with Ellis, Mick Bowers (175 BSA) and Tony Davis (250 Bultaco). Bowers was flying the BSA flag on the Bantam model and would have loved to take the victory, but he eventually lost out to Ellis, who was two marks clear, and, on the tie-break decider, to Chandler to finish third.

John Luckett (170 Cotton): A three-man team from Cotton motorcycles including Luckett, Dennis Saunders and Eddie Cordle were entered on the Minarelli engined machines.

Jack Galloway (125 Saracen): Always a good strong rider who gave his very best, and one who was a very good rider on the Saracen. Jack also worked in the factory, producing the machines.

With Malcolm competing in the European round in Spain, the older of the two Davis brothers, Tony upheld family honour by finishing fourth. With Scott Ellis taking his first national trials victory for three years he gave Greeves some hope in the ‘Pathfinder’ model with three in the top six. In truth, when you look at the machine statistics, you will see the hold that Bultaco had on the UK market which was pushing nails in the coffin of the failing home industry at a very rapid pace.

Roy Peplow (250 Bultaco): ‘Pep’, along with many riders, had moved across from the traditional British trials machines to the new Spanish ones including Bultaco.

COTSWOLD CUP, 1971

Dennis Saunders (170 Cotton): Many readers may wonder where Steve Saunders learned his trials technique. You only had to watch an old master for an answer, his father Dennis.

Trial Magazine • February-March 2021

RESULTS: 1: Scott Ellis (175 Greeves) 24; 2: Geoff Chandler (250 Bultaco) 26; 3: Mick Bowers (175 BSA) 26; 4: Tony Davis (250 Bultaco) 30; 5: Derek Adsett (175 Greeves) 34; 6: Ken Brooker (175 Greeves) 38; 7: Brian Higgins (250 Bultaco) 39; 8: Karl Rowbotham (250 Bultaco) 40; 9: John Luckett (170 Cotton) 41; 10: Jack Galloway (125 Saracen) 44; 11: Mark Kemp (250 Bultaco) 46; 12: John Kendall (250 Bultaco) 48; 13: Brian Shuttleworth (250 Bultaco) 48; 14: Chris Leighfield (125 Sprite) 52; 15: Ross Winwood (175 Walwin BSA) 52; 16: Dave Pinkerton (250 Bultaco) 53; 17: Allan Collier (250 Bultaco) 56; 18: Bill Andrews (250 Bultaco) 56; 19: Dennis Saunders (170 Cotton) 57; 20: Roy Peplow (250 Bultaco) 58; 21: Pat Valentine (250 Bultaco) 59; 22: John Close (250 Montesa) 60; 23: Eddie Cordle (170 Cotton) 61; 24: Paul Barrett (250 Bultaco) 63. MACHINES: Bultaco: 13; Cotton: 3; Greeves: 3; BSA: 2; Montesa: 1; Saracen: 1; Sprite: 1.

105

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Locator • Find your local dealer

DEALER LOCATOR 01 2T-Offroad

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02 AB Motorcycles

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06 Birkett Motosport

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07 Bob MacGregor Trials Academy

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08 BVM Moto UK

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10 Craigs Motorcycles

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11 East Neuk Trials Motorcycles

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12 Fast Eddy Racing

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13 Feetup

Tel: 01723 865577 Email: alanatfeetup@gmail.com Web: www.feetuptrialsport.co.uk Area: Scarborough, YO12 4QB

14 Inch Perfect Trials

Tel: 01200 448130 Email: sales@inchperfecttrials.co.uk Web: www.inchperfecttrials.co.uk Area: Whitewell, BB7 3AU

15 Inta Bikes

Tel: 01622 688727 Email: intabikes@btconnect.com Web: www.intabikes.co.uk Area: Maidstone, ME15 6HE

16 John Lee & Sons Motorcycles

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

17 Leadmines Motorcycles

Tel: 07719 925144 Email: trialsni125@gmail.com Web: www.leadminesmotorcycles.co.uk Area: Northern Ireland, BT23 8RJ

18 Marsh MX

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

19 Michael Brown Racing

Tel: 01723 371597 Email: mbracing@yahoo.com Web: www.michaelbrownracing.com Area: Scarborough, YO11 1SR

20 Mickey Oates Motorcycles

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

21 RAS Sport

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

22 RCM Trialsport

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

23 South West Trials

Tel: 01395 514287 Mail: southwesttrials@gmail.com Web: www.swtrials.co.uk Area: Sidmouth, EX10 9DN

24 St Blazey MX

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

25 TrialEnduroDirect

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

26 Trail & Trials UK

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

27 Trials UK

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

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New Soul EV at incredible value? Try Triangle

£1,434

+ VAT INITIAL RENTAL

£239

+ VAT MONTHLY RENTAL

Based on 6+35, 8,000 miles per annum Very special offers across the Kia range when you quote ‘Trial Magazine’. Contact Mark Ellis for further details.

Triangle of Chesterfield

6 Duke Street, Whittington Moor • S41 9AD • 01246 454545 • triangle-kia.co.uk

Fuel consumption in mpg (I/100km) for the model shown: Combined 0 (0) CO2 emissions 0g/km. MPG figures are official EU test figures for comparative purposes and may not reflect real driving results. Fuel consumption is tested using WLTP and CO2 emissions are NEDC equivalent. Only compare fuel consumption, CO2 and electric range figures with other cars tested to the same technical procedures. For more information about WLTP please refer to kia.com/uk. Models shown: Soul EV First Edition Long Range EV Automatic at £37,545 including Neptune Blue paint with Black Roof at £0. Specification varies across the range and is subject to change without notice. Prices shown exclude VAT. Excess mileage charge at 9.64p per mile based on example above. Offer available for vehicles ordered by 31st March 2021 from Triangle Kia. Offers may be varied or withdrawn at any time. Further charges may be payable when the vehicle is returned, subject to the contract fair wear and tear guidelines and mileage. Finance subject to status. 18’s and over. Subject to availability. Terms and conditions apply. Accurate at time of publication (January 2021). 7 year / 100,000 mile manufacturer’s warranty. For full terms and exclusions visit kia.com/uk.

Triangle of Chesterfield Ltd trading as Triangle Kia are a credit broker (not a lender) for the purposes of this financial promotion and can introduce you to a limited number of carefully selected finance providers and may receive a commission from them for the introduction.

#take it to the line

JAMES DABILL -

ACU TRIAL GB BRITISH CHAMPIONSHIP DUDWOOD FARM