Trial Magazine Issue 86 April-May 2021

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April-May 2021

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MOTORCYCLE • CYCLE • SIDECAR • CLASSIC • COMPETITION • FEATURES

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OSET CUPS

ARE ON THEIR WAY BACK

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Trial Magazine • Welcome

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

WELCOME FEATURES

Editor John Hulme

(NUJ No: 949620)

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

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ALL CHANGE

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CROSSOVER

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TOP 5

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REPLICA

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DEALER VISIT

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MAGIC MOMENTS

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FIM Trial World Championship Jack Price

Billy Green

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

AMBITION

Tom Sagar

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John Lampkin 2007 ‘Raga’ Gas Gas John Lee Motorcycles Colin Bullock

CLASSIC MANUEL SOLER 96

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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Tyres Michelin: Agilis CrossClimate

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

REGULAR SECTIONS

Printing: Buxtons Press Distribution: Warners Group Publications © 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.

Trial Magazine • April-May 2021

TALK TRIALS: TONI BOU NEWS

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Cover: Jorge Casales (GASGAS-ESP) Photo Credit: Trials Media

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Talk trials • Toni Bou

WINNER

I treasure every one of my FIM Trial World Championship titles; I have worked very hard for all of them. In these challenging times, it was some light relief to officially collect the 2020 FIM X-Trial trophy and medal recently. We had the Covid-19 pandemic cut the season short with just five events having been held; winning them all was the way to take the title, leaving nothing to chance.

Words: Toni Bou with John Hulme • Pictures: FIM X-Trial Montesa

In a socially-distanced ceremony, held at the end of February, the Federation Internationale de Motocyclisme finally awarded the medals to the top three finishers in the 2020 X-Trial World Championship. I am proud to say that it was an all-Spanish podium with Adam Raga second and Jeroni Fajardo third.

Collecting the champion’s trophy and medal is always special, but the circumstances on this occasion were rather strange. I was the winner of all five points-scoring trials in the championship, which had opened in 2019 at La Reunion Island and Vendee before continuing in 2020 at Budapest, Barcelona and Bilbao before the season was stopped. I received the gold medal from the Vice President of the Federation Internationale de Motocyclisme, Ignacio Verneda.

I am still training hard despite the delayed start of both the FIM X-Trial and TrialGP world championships, which has been quite enjoyable in a funny way. With such a long period before the season starts, we have been pushing the boundaries of both man and machine – you will have seen on social media that it does not always go to plan!

In my downtime, I have found the time to enjoy the new Montesa book, which celebrates 75 years of the famous motorcycle manufacturer. I have been a part of that success, which makes me feel very proud. I have enjoyed the book, and for any motorcycle enthusiast, it is well worth a read.

Until next time, stay safe and well – Toni ‘Dynamite’ Bou.

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Enjoy the new Montesa 75 book

April-May 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

2021 VERTIGO-VERTICAL-R3 The new 2021 Vertigo-Vertical-R3 model has been extensively revised, both internally and externally, and is the direct evolution of its hugely successful predecessor, the R2 — the best-selling model in the history of Vertigo Motors.

This new model benefits from a full year of technical advancements and developments following feedback from the world championship factory team. It ensures the new 2021 R3 model is more refined and advanced than ever before. It is available in the entire Vertigo engine range of 125, 200, 250, 280 and 300cc versions.

Each of these engine sizes has been subject to meticulous testing and technical development by the Vertigo engineers.

Revised for 2021, the airbox helps to significantly increase engine performance thanks to an

increased volume and new apertures on the top. It provides better performance throughout the rev range, especially in the lower RPM. New mapping has also been developed to work in conjunction with the new airbox to help maximise overall engine performance. The Racing throttle body and 366g flywheel weight ensure an extremely responsive yet smooth and controllable power delivery. Up at the front, new billet-machined triple clamps finished in anodised black are lighter and provide a new steering angle

for improved manoeuvrability and stability.

The footrest supports have also been revised for 2021, having been lowered by 5mm and inclined forward 5° to offer better rider stability.

The latest-spec Tech racing front forks and two-way Reiger multiadjustable rear shock provide extremely smooth and responsive feedback to the rider whilst also allowing further fine-tuning of the suspension setup depending on the rider’s individual riding style.

There is a new clutch configuration for 2021 with a new spring, pre-load, and dimension of the clutch pack to eliminate clutch drag and offer a smoother gear selection. The carbon-fibre engine case-guards on this model protect vulnerable parts of the engine whilst adding to the Factory look.

MICHELIN VAN TYRE

SAVE £1,000 AT GASGAS

2021 is about to get way more interesting as GASGAS dealers in the UK are offering a massive £1,000 off any 2020 or 2021 trials machine*.

Super-fun and incredibly easy to ride, the GASGAS TXT RACING models are perfect for playful hobby riders – no matter what their experience. The GP range turns things up a notch; they’re ideal for those a little more serious about their riding and their desire to compete to a higher level. Both ranges are ready, willing and able for riders to ‘Get On The Gas’ and take 2021 head-on! The following models are included: TXT RACING 125, now £5,299; TXT RACING 250, now £5,499; TXT RACING 280, now £5,599; TXT RACING 300, now £5,699; TXT GP 125, now £5,799; TXT GP 250, now £5,999; TXT GP 280, now £6,099; and TXT GP 300, now £6,199.

Claiming a discounted GASGAS trial model couldn’t be easier! Simply contact one of the 18 authorised GASGAS dealers in the UK, and they will be able to arrange Covid-19 secure pick-up or contact-free delivery of any MY21 or MY20 TXT RACING or GP trial bike. *Limited time offer. Only at participating authorised GASGAS dealers. Save £1,000 on the purchase price of all new 2020TrialMag or 2021 GASGAS TXT RACING or TXT GP models.

Only Feetup Trials 0920.pdf 1 14/09/2020 21:56 while stocks last.

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Michelin has now carried that winning formula from the world of motorcycle trials across to what many would consider the ultimate all-season van and light-truck tyre with the Agilis CrossClimate.

Off-road events usually start in difficult-to-access paddocks or fields, and the primary mode of transport for the rider and machine is a van or light truck.

The nature of this type of vehicle makes it difficult to operate in muddy or challenging conditions, which very often play a part in the off-road world.

Whilst enjoying watching the world’s best off-road riders perform on two wheels, the Michelin tyre technicians wanted to convert the mindset of the rider from their favourite choice of motorcycle rubber to that of the vehicle they are using to attend events — in other words, a van and light-truck tyre that would perform. Trial Magazine has been1120.pdf putting the1new12/11/2020 rubber through its paces and RAS Sport TrialMag 22:10 can confirm that it delivers on all levels.

2021 MODELS AVAILABLE

Email: alanatfeetup@gmail.com

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April-May 2021 • Trial Magazine

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

AVAILABLE NOW FROM YOUR NEAREST VERTIGO DEALER Key Features New airbox-increased performance

New billet machined triple clamps

New R3 specific mapping

New clutch configuration

New footrest brackets 5mm lower

Billet machined wheel hubs

Factory machined rear rim

366g flywheel weight kit

Carbon fiber engine case guards

Racing throttle body

Intercooler anodised red

Renthal handle bar & renthal grips

Reiger rear shock

Tech racing alluminium forks

Weight 68kgs

New white plastics & R3 graphics.

www.vertigomotors.com

www.shopvertigotrial.com

News • The world of trials

ACU TRIAL GB 2021

GASGAS SUPPORT DANCE

The ACU Trials & Enduro Committee are delighted to announce that the opening round will remain at the Hookwood Trials Centre. Breaking from the traditional Saturday date, the event will now take place on Sunday 23rd May 2021. It is hoped that the Government road map will stay on track, which would mean that following step three, due to take place on the 17th May, Hookwood members will be able to allow a limited number of loyal spectators to the event.

Whilst rounds two and three have now also been confirmed as the Devon double-header at the end of June, it is hoped that subject to Covid restrictions, all rounds can be finalised very soon. There may still be a need for restrictions, but if the British public follow the rules going forward and the vaccination rollout continues, we should have close to a normal season.

SCORPA 2021

For the 2021 season, Scorpa has created a team of young riders that include Great Britain’s Billy Green, Harry Turner and Alice Minta. The Scorpa factory, along with Scorpa UK, wants to support and help them acquire their first taste of victory under the orange colours.

This season they are focusing their efforts on two categories; the FIM Trial World Championship Trial2 and Trial 125. Billy Green (left) will compete in the Trial2 class and Harry Turner the Trial125 class. Alice Minta (pictured right) will compete in the Women’s TrialGP class.

There will be no TrialGP rider from Scorpa, but both Arnau Farre and Sergio Ribau will join Billy Green in Trial2 as part of the factory team searching for John Lee Classic world championship success.TrialMag 0820.pdf 1 09/08/2020 23:05

Jack Dance has fulfilled a dream by signing to GASGAS as a support rider to compete in the FIM Trial125 World Championship in 2021. The precociously talented 15-year-old from West Sussex, in England, has been delivering title after title in the junior ranks at home, winning the British 125 title last year at a canter having won every round, and so a move to international competition was always likely for 2021.

Last year Dance broke through to the international scene with strong rides in the disrupted 2020 FIM Trial125 World Championship. These performances culminated in a win at the final round of the season in Italy that gained him an impressive fourth position in his debut appearance in the championship.

The improvement through the international season, coupled with his obvious talent and his ability to deliver a win, was enough to attract the attention of GASGAS to sign him as a support rider for 2021.

Dance will also compete in the UK’s ACU series, supported by long-term sponsor and GASGAS dealer John Shirt Motorcycles.

S3 – SAFE HANDS

Keep your hands safe with the new range of S3 gloves, as used by Takahisa Fujinami and his young son. The glove range covers all sizes and models of different designs to suit all weather conditions to keep the hands warm and safe. Dedicated youth clothing has also been added to the ever-expanding clothing range.

£

TRRS RIDING KIT For all you TRRS owners out there, why not look the part with this new quality riding kit available from the official UK importer Steve Saunders?

The new Toby Martyn replica TRRS UK clothing range is now available to purchase from the superb website: www.sxsuk.co.uk

IF YOU HAVE READ THIS THEN SO HAVE YOUR CUSTOMERS

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To advertise contact John on 01663 749163 or email: england@trialmag.com

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April-May 2021 • Trial Magazine Trial Mag House Ad EPH 0720.indd 1

15/07/2020 14:56

www.gasgas.com

Photos: Future7Media, Mitterbauer H.

£1000 REASONS TO GIVE IT A TRIAL GET ON THE GAS and save £1,000* on any of our 2020 or 2021 GASGAS trial bikes.

Super-fun and incredibly easy to ride, our TXT RACING models are perfect for playful hobby riders while the GP-range turns things up a notch, ideal for those a little more serious about their riding. #GetOnTheGas @gasgas.official

* Limited time offer. Only at participating authorized GASGAS dealers in the UK. Save £1,000 on the purchase price of all new 2021 or 2020 GASGAS TXT RACING or TXT GP model. Only while stocks last. Please contact your local dealer for more information. Please make no attempt to imitate the illustrated riding scenes, always wear protective clothing and observe the applicable provisions of the road traffic regulations! The illustrated vehicles may vary in selected details from the production models and some illustrations feature optional equipment available at additional cost.

Paddock • Caught on camera – Missing you @trialmag

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April-May 2021 • Trial Magazine

Missing you @trialmag — Caught on camera • Paddock

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Trial Magazine • April-May 2021

TRRS FAMILY

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Shopping • What’s new

WHAT’S ON YOUR SHOPPING LIST?

PUTOLINE ‘PUT OFF’ BIKE WASH Available in 1 and 5 Litre’s.

Web: www.neodistribution.co.uk

APICO HEBO SENTINEL JACKET Red and Black.

Web: www.apico.co.uk

S3 BACK PROTECTOR

CE Level 1 Approved Web: www.trialendurodirect.com Web: www.s3parts.com

GASGAS TXT REIGER 3-Way Hydraulic Rear Shock.

Web: www.gasgas.com

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APICO HEBO SENTINEL PANTS Red and Black.

Web: www.apico.co.uk

MICHELIN VAN AGILIS CROSSCLIMATE TYRE All Vans.

Web: www.michelin.co.uk

April-May 2021 • Trial Magazine

What’s new • Shopping

GASGGAS SOFT SHELL JACKET Team Replica.

Web: www.gasgas.com

S3 HYBRID JACKET

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

ELECTRIC MOTION SHIRT AND PANT

Web: www.inchperfecttrials.co.uk

S3 TRRS ‘LONG’ FRONT PIPE

Titanium Quality Web: www.trialendurodirect.com Web: www.s3parts.com

WULFSPORT IMPACT HELMET Various Colour Ways Web: www.wulfsport.com

TRRS BALANCE BIKE

Model: Magnesium Web: www.trsmotorcyclesuk.com

Trial Magazine • April-May 2021

APICO TITANIUM TRIALS FOOTREST’S All-Models.

Web: www.apico.co.uk

OSET WORKSHOP MAT Web: www.osetbikes.com

GASGAS TXT AIRBOX

Carbon Fibre.

Web: www.gasgas.com

OSET MULTI-SCARF Designed for the younger rider.

Web: www.osetbikes.com

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Ambition • TrialGP

AMBITIONS

BRIDGING THE GAP TO THE TOP

Toni Bou (Repsol Honda-ESP).

As we went to print, the Covid-19 situation was still very much a talking point, especially concerning the start of the world championships. Both the 2021 FIM X-Trial and TrialGP World Championship seasons will now start later in the year.

The FIM Trial World Championship and, in particular, the TrialGP class, our premier class in trials, is struggling to attract a decent entry. Still, it is very difficult to bridge the gap to make it through the process from Trial125 and Trial2 to arrive at the TrialGP standard. We ask, what is the answer? With both James Dabill and Jack Price now retired from the world championship, the first round is pencilled in for 15th May in Japan. Great Britain will now only have one rider, Dan Peace, in TrialGP; so, how do you bridge the gap?

Article: Trials Media Pictures: Trials Media and Eric Kitchen 22

Great Britain’s Dougie Lampkin (Montesa) had set the bar so high with 12 FIM world titles to his name.

April-May 2021 • Trial Magazine

Trial GP • Ambition

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Why not get the kids at the TWC early?

ell-documented in this magazine is the career path of Yorkshire’s James Dabill. One of the most gifted riders of the more present generation, he had a tough act to follow as Great Britain’s Dougie Lampkin had set the bar so high with 12 FIM world titles to his name. Lampkin had based himself in Spain to be where the action was, and Dabill had spent his early career living in Italy.

To base yourself in Europe is where you need to be, but throw in the cost of accommodation, the ever-present and much-needed minder/van driver/mechanic — whichever way you want to dress it up, this second man is needed — it starts to become very expensive to follow the dream.

TRIAL125

It will always be a challenging introduction to the FIM Trial World Championship, but is it the correct one? Why not introduce an electric class, where the process starts before the Trial125? Since the introduction of the OSET electric trials machines, the youth experience has opened the door to so many young riders who then successfully made a move across the void to the fuel-aspirated two- and four-strokes.

Throttle control and balance are the main attributes to learn at a young age in motorcycle trials’ slow-speed world. It has been proven that the young rider can swop from electric to petrol; they are young, and in the learning process of life, so anything can be achieved with enough desire.

Electric Motion is the only manufacturer to produce a full range of adult electric models.

Trial Magazine • April-May 2021

At the moment the TrialE class only attracts older riders, whereas the young riders are the future.

The electric experience could be introduced at the world rounds as a demonstration of trials and so get the young riders onto the ‘circuit’ that is the world championship.

This model of selling trials could be used to the youngsters’ advantage by giving demonstrations in the town centres to attract the public; why not? At the moment, the TrialE class only attracts older riders, whereas the young riders are the future. Trial125 is very much still a ‘Dad and Lad’ experience where relationships are ultimately put to the test. The ‘family bank’ comes into play hoping that a manufacturer or a sponsor, usually a family friend, can help fund it further. The riders are so exciting to watch, full of young determination on the 125cc capacity machines. Once again, to succeed, you need to find a back door open to the manufacturers to support a true challenge for the title. As they say, ‘You need to be under the awning’ at the factory transporter to gain that extra level of support needed to succeed.

Lorenzo Gondola (Scorpa-ITA) was the first FIM Trial125 World Champion in 2017; he moved into Trial2 and still has his sights on moving higher up the ladder.

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Ambition • TrialGP

Welsh rider Iwan Roberts, having won the first FIM Trial2 World Championship in 2017, made a move into TrialGP the following year which was a step too far; he only contested part of the championship for just one year.

TRIAL2

Without a doubt, Trial2 is the most competitive class in world trials — full stop! Jack Price won at this level. Yes, it had a different title but is still the same class. Showing his desire to succeed, Jack started in the class in 2014 on the Gas Gas. He was still finding his feet in 2015, eventually finishing the year with a win and seventh overall in the championship.

Names above him, and ones who also made it into TrialGP, included Miquel Gelabert (Sherco-ESP) and Benoit Bincaz (Scorpa-FRA). In 2016 ‘JP’ raised his game, and with some superb sponsorship and support, he took the title for Gas Gas; it was well deserved. In 2017, the series became the ‘Official’ FIM Trial2 World Championship.

Controversially, it left the door open for riders to move down from the top class to the middle tier of the world championship if they wanted to. Is this when the ‘Big divide’ came between TrialGP and Trial2?

As the 2016 T2 Cup World Champion, Jack Price made the bold move up into TrialGP in 2017. He was ready, having served his appropriate apprentice.

Welsh rider Iwan Roberts was the winner in 2017 to take the first official FIM Trial2 World Championship and move to TrialGP, but, in 2018, the series was about to change again. Previously a top ten challenger in the premier class,

After moving down to Trial2 from TrialGP in 2018, Italy’s Matteo Grattarola (Beta) won the title on two occasions, 2018 and 2020, he will move back up to TrialGP in 2021.

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Spain’s Pau Martinez (Vertigo), as the 2020 FIM Trial125 World Champion, will move up a class to Trial2 in 2021.

Italy’s Matteo Grattarola moved down to Trial2; he was the first to do this, as allowed by the FIM. He had not competed in the FIM Trial World Championship in 2017, having stayed at home to compete in the national championship. He won the FIM Trial2 World Championship, beating Toby Martyn (Montesa-GBR) in 2018, finished second in 2019 to Gabriel Marcelli (Montesa-ESP), who would then move to TrialGP, before beating Alexandre Ferrer (TRRS-FRA) and Martyn, who finished third in 2020. Significantly, Ferrer was the second premier rider to move down to Trial2. As Grattarola moves back up into TrialGP for 2021, will we see Toby Martyn raise the game to the podium’s top step? 2021 will be the hardest-fought battle yet in this class, with at least another half a dozen riders also capable of taking the crown.

TRIALGP

Why have just two riders, Toni Bou (Repsol Honda-ESP) and Adam Raga (TRRS-ESP), dominating this class since Raga won the first of two world titles in 2005 on the Gas Gas, you may ask? The answer is simple as they have been the best two riders for over a decade, constantly pushing each other all the way, showing mutual respect in one another’s riding, two totally dedicated athletes.

The riding level is incredibly high, which has resulted in some very challenging hazards. We have seen this make the TrialGP class into separate groups in the top

Toby Martyn (TRRS-GBR) missed the 2018 FIM Trial2 World title in the most difficult of circumstances, will 2021 be his year?

April-May 2021 • Trial Magazine

Trial GP • Ambition

Team Adam Raga (TRRS-ESP), the rider who has pushed Toni Bou all the way; one of a few riders more than capable of beating him, as he has proved.

In the new GASGAS team in 2020, Spain’s Jorge Casales has matured into a potential world round winner.

Taking his only world round win to date in Japan 2018, Jaime Busto (Gas Gas-ESP).

positions. In recent times there has been a fight for the podium, usually been between Bou, Raga, Jaime Busto (Vertigo-GBR), Jeroni Fajardo (Sherco-ESP) and Takahisa Fujinami (Repsol Honda-JPN). Then we have a fight for sixth to ninth, and then it becomes the best of the rest.

In 2020, two new names raised their game to make the podium: Jorge Casales (GASGAS-ESP) and Gabriel Marcelli (Montesa-ESP), as Fujinami dropped off the pace and Fajardo was not consistent enough, and neither was James Dabill, still at a high level of riding but just off the pace.

Then we had Miquel Gelabert (GASGAS-ESP) pushing with Benoit Bincaz (Beta-FRA) and Jack Price (Vertigo-GBR), and Dan Peace (Sherco-GBR) the last of the points scorers. To note, neither Bincaz and Price have competed this season due to injury, so what will change in 2021 as both Dabill and Price retire from the TrialGP class?

Jorge Casales, who won the Junior Cup (now Trial2) in 2013, and Jaime Busto, who in 2014 won the World Cup (now Trial2), both have the experience to challenge Bou and

The talent is there though Jaime Busto (Vertigo-ESP) needs to start winning. With Dougie Lampkin as the team manager he will have no better chance in 2021.

Trial Magazine • April-May 2021

Raga, that is once they find the consistency; surely, will it happen in 2021? Casales went into TrialGP in 2014 to finish seventh on the Beta as Busto arrived in TrialGP in 2015 on the Repsol Honda. Both these Spanish riders have had career ups and downs, but Busto never won on the Repsol Honda! Through these years, we would see, from 15 points scorers in 2015, is now down to just 12 in 2020.

Many outstanding riders have come and gone in the three classes, as the expense and support needed to compete at the very top eludes them.

The crowds have also gone. With 28 FIM Trial World Championship titles, is it a case of ‘Bou will win’? Has he become the victim of his own success? Who knows how long it will last.

WHERE NOW?

TrialGP is missing ‘new blood’ as the only ‘new’ rider to challenge the front runners is Gabriel Marcelli, but will he make the grade?

2021 should see Busto, Casales and Marcelli begin to fight for the podium. Maybe both Miquel Gelabert and Benoit Bincaz could be in there too?

With a top tier of riders reduced to a class of just ten, is it time for the FIM to go back to awarding points to them and not the top 15? Maybe introduce this in all the classes to make points scoring more exclusive, which in turn should make for more action and, possibly, the return of the crowds. Don’t blame Covid-19 for the loss of the crowds; they had gone long before it had arrived.

For world trials to have a future, we have to look at the beginning of the process, not the end. The international governing body, the FIM, and the national governing bodies need to invest in the future of the sport now to secure the future. It is not a quick fix, but you have to start somewhere, so why not with an emphasis on the next generation of electric machines and, of course, the younger riders?

In the RG Trials Team Gabriel Marcelli (Montesa-ESP) won the FIM Trial2 World Championship in 2019. He has made the successful move into TrialGP.

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Finding grip doesn’t have to be difficult...

The ultimate bike for UK conditions.

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117 YEARS OLD

Observation • Schreiber’s Section

2008: From left: Andreu Codina, Bernie Schreiber, Miquel Cirera and Manuel Soler

SCHREIBER

MANUEL SOLER 1957-2021 Most athletes are remembered for their trophies and greatness within their sport. Manuel Soler will forever be remembered as the story writer of our sport at a precious moment in time. The unforgotten story of Manuel Soler, the sport of trials and Spanish Bultaco will remain that moment of history.

Words: Bernie Schreiber • Pictures: Miguel Mendez

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Champion, mentor, and a heart full of passion for the worldwide trials community, Manuel had a personality bigger than life and loved talking about the sport and future trials machines.

We became close friends back in the summer of 1975 when visiting me in Los Angeles for a month of training. Upon his return to Spain, he told Mr Bulto that a 16-year-old kid in California had talent. Less than two years later, in February 1977, an opportunity for me to ride in Europe was granted, thanks to Manuel. His family hosted me at their home in Barcelona for three full months that year.

Manuel was like a big brother and looked after most of the issues you encounter when moving abroad at 18, which was about everything you 28

can imagine. We practised, travelled, competed, and laughed together, but we both suffered homesickness (and early mornings) as well. We were teenagers and lived our days and nights like teenagers without rules and no fear. We had our ups and downs, but travelling between events, we had a lot of fun and never got bored for a minute.

Those who remember us know our stories and will never forget those good times. While he may be gone, we still have memories of those wonderful moments in life.

Manuel was one of the most talented, world-class riders of his time, and we found ourselves together on the podium more than once.

His style was unique and elegant, and we all learned from his true sportsmanship. After a World Championship trial, we would discuss the event and sections within the Bultaco team. Yrjo Vesterinen, Charles Coutard and I would review section scores and often discover that Manuel was the only rider to clean a particular section.

A real gentleman of the sport who was loved by the riders, spectators and media, and will be deeply missed by all of us trials enthusiasts. He will always be in those unforgettable memories, close to our hearts.

Rest in Peace, friend and Champion.

🏆

April-May 2021 • Trial Magazine

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All Change • Jack Price

GOING RACING JACK PRICE

We first noticed this young rider, so full of enthusiasm for life, riding a trials motorcycle at an ACU Youth British Championship round way back in 2008.

Supported all the way by his father, Richard, and his mother, Dawn, as well as his older brother, Connor, Jack Price and his family have seen it all; from the ACU youth scene right through to the dizzy heights of the FIM Trial World Championship in the TrialGP class.

Success has come along from the early years with five ACU Youth British Championship wins and two Trial GB adult titles in more recent times. By Jack’s own admission, the move into the TrialGP class, where he rode from 2017 through to the Covid-19-condensed 2020 year, was tough. He was rewarded with factory-supported rides from Gas Gas and Vertigo.

He also had a healthy bank of sponsors, supporting his quest to succeed in the sport’s premier league.

He gave it 100%, but with an injury-hit 2020 season, he announced at the year’s end he was moving away from trials. In his own words, he was going racing.

Read on.

Words: Yoomee with JP34 Pictures: Trials Media, Nige’ Trials UK’ Pearson 30

April-May 2021 • Trial Magazine

Jack Price • All Change

2012: Picking the line at the Richmond ACU Youth class round.

2008: Feet-up on the Beta; learning the ropes at Victory Quarry, Dove Holes.

2009: It was a move to Gas Gas and the start of the relationship with John R Shirt.

Going racing? Tell us more.

Straight in there, John — haha! Yes, ‘going racing’ sounds weird but also exciting. I’m at the point in my life where trials isn’t giving me that same kick I used to get, and I’m heading to do some racing to look for that adrenaline I’ve always had in trials.

Seeing my very good friend, Billy Bolt, have so much success, and many other top trials riders such as Graham Jarvis, Jonny Walker, etc., in fact, all the top riders in Extreme Enduro, it does make you wonder what could be.

Have you carried any of your sponsors across to Enduro?

Yes, I have, which is absolutely amazing — Sound Advice, Michelin, Rock Oil and Renthal are the main ones that have stuck with me for this new adventure, so I have to thank them a lot for believing in me.

My sponsors in trials were always incredible, and I always had a lot of people believing in me, which made things a lot better. I can’t thank my Trial Magazine • April-May 2021

parents enough for everything they’ve done for me; it really is incredible. I have the full backing from ‘Nige and OJ’ at Sound Advice which is a major help. They’re my main team, as you would say, and are there through the good and bad times, which makes for a very good team.

I was fortunate enough to ride for two factory teams in my career: Gas Gas for most of my career, with huge help from the importer at the time, John R ‘Shirty’ Shirt, and a quick stint at Vertigo with wicked help from Vertigo UK. Rewinding the clock; why trials?

Wow, where to start! I got into trials because we were good friends with the neighbours, who bought their middle son a trials machine. My older brother, Connor, was of a similar age, so he was lucky enough to then have a trials machine to ride. Of course, as soon as I was old enough, I fancied a go too and got a Yamaha PW50 at the tender age of four.

My first memory on the PW50 was blasting round a field in the next village from ours with

my dad chasing me to get me off it; the PW won — it was faster than my dad!

We did a bit of cycle trials on our mountain bikes and got into trials that way. My first memory was at Bracken Rocks at a club trial. I can’t remember how it ended, but we definitely had fun.

You won your first ACU youth title in 2006 I did one round in Richmond in 2005 on my Gas Gas 50 Boy and came second in the D class to Lee Sealey. So in 2006, we decided we would do the full series and just see what happened. I won the championship, and then it was a jump from a Gas Gas 50 Boy to a Beta 80 ‘Big wheel’; my legs didn’t even touch the floor!

In 2007, I broke my arm, and with the transition, it was tough. I rode one national in 2007, I think again in Richmond; I nearly maxed out and finished last. But I went back to the drawing board and practised. I was fourth in 2008 in the championship and then won it in 2009.

2013: A trip to the podium in the 125cc class at the FIM World round at Carlisle with third position behind Bradley Cock and Iwan Roberts.

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Jack Price • All Change

2014: Martin Crosswaite gives the encouragement on the island of Corsica at the world round.

We first noticed you in 2008 in the youth trials.

God, even at 23, that makes me feel old. Yeah, in 2008, I had the ACU D Class Youth British Championship under my belt, and trials was becoming a bigger and bigger part of my life. We just enjoyed the journey and didn’t try to push anything. We had our van, and we used to go off and just have awesome weekends away with other families. We were riding our motorcycles, having BBQs and playing football, not to mention swimming in rivers, indeed anything that was outside! The whole scene 13 years on is very different, which makes me sad that the kids of today won’t have that experience, but I can only thank my parents, who did everything for us to be able to do that.

Who were your early rivals?

Early rivals? Pretty much throughout my youth, it was Billy Bolt, Dan Peace and Iwan Roberts. They were always round me so much.

How big was the step to the B class?

You were told by everyone it was the biggest step by far, but after the D to C class transition, it was a walk in the park! I tried a few different brands and chose the Gas Gas 125 model as it felt to me to be the easiest and nicest to ride. I got stuck straight into the YMSA series as they start nice and early and are always at a similar level to the British scene. Thank you very much to Barry and Sally Burton for putting on amazing events for all my career. From there, it was about just trying my best and seeing where we ended up. In my first year, I was eighth overall, I think.

2014: My main focus was the BTC. I finished 11th overall, which to be honest I was disappointed with and I knew for 2015 I had a lot of work on.

You moved up into the Youth A class a year early, in 2012.

After my eighth place in 2010, we were looking to improve. I was riding at Richard Timperley’s house every Wednesday night all through the winter. My dad picked me up from school with some sandwiches, and we drove to Dronfield and rode in the floodlit wood until nine at night — snow, ice, wind, rain — anything. I was getting out three times a week in 2010 and 2011, and it came good. I won the B class the year after. In my’ middle year,’ I asked the ACU to move up to the A class a year early to help with my progression. It was granted.

Did you have any other sporting ambitions?

Ambitions, no. Hobbies, yes. I played a lot of cricket through my school days, and not to blow my own trumpet, but I was quite good; I enjoyed playing a team sport with my mates. Other than that, I played a bit of everything but wasn’t too bothered about anything else.

Trial Magazine • April-May 2021

2014: ‘Bar Bashing’ at the Scott for the first time; check out the other riding numbers!

I loved the ‘Race’.

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All Change • Jack Price

2015: Loving the solitude of man and machine against the elements at the SSDT for the first time in 2015 on the 125cc. I was 24th and my good friend Billy Bolt 23rd, he won the Best Newcomer award by two marks!

Having won the 2013 A Class BTC, it was time to move into the adults.

After I won the B class in 2011, I moved up. 2012 was a year I could just enjoy as I was in my last year of B class. I shouldn’t even have been in the As, so I just tried to learn as much as possible and see what happened.

We went to Devon, which was a tough event. When I came in after the third lap, everyone was looking at me. I hadn’t looked at the scores and thought maybe I had miraculously got on the podium, but I had won!

I couldn’t believe it. I practised a lot after this win. I won the first three rounds of the year and was second in the fourth. The dream start! I won the championship. As I was too young in 2013, I had to stay in the youths and won the A class again.

In 2013, I lost the European championship on a tiebreak with Franz

Kadlec. I got given a five for crossing my own line, and to this day, I still cannot forgive that observer as there was no way I had done that.

2014 was the year I made the massive step into the adults. I was let loose on a 300cc Gas Gas; my first day on a big ‘Gasser’. My mum took me to Scarborough. Billy Bolt was there, and it was the first day for both of us on a more powerful machine. We just did the biggest jumps we could find.

A move into the T2 in 2014 must have been an eye-opener!

It was huge. The level was just so high. I only competed in a few events in the worlds in 2014; my main focus was the BTC. I finished 11th overall, which, to be honest, I was disappointed with. I knew for 2015; I had a lot of work on.

2015: I got my first FIM World Championship round win in America. It was so hot that the Gas Gas was ‘boiling’. I remember Dougie Lampkin giving me some words of wisdom and I had an awesome ride.

2015: Day one in the USA: party time.

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April-May 2021 • Trial Magazine

Jack Price • All Change

2016: Winning and celebrating the FIM T2 World Championship in Great Britain.

I owe it all to these two, my proud parents Richard and Dawn – Thank you.

In 2015 it all became a little more serious.

It did. In 2014, I sat down with my mum and dad and had an extensive chat with them. At the time, I was still in Sixth Form, but I wasn’t committed to school, and I wasn’t committed to riding. I had to choose whether to ride full time or go to school and ‘Uni’. With their backing, I went riding full time, so for 2015, it was full steam ahead.

I got my first FIM World Championship round win in America; it felt amazing. It was so hot that the Gas Gas was ‘boiling’ and spewing water out at nearly every section as I got it too hot in between them.

I remember Dougie Lampkin giving me some words of wisdom, and I had an awesome ride. That was day one, and I was leading day two until I fell to pieces on the last lap and dropped from first to fourth.

I had my second win in Sweden at the same venue I lost the European championship — so bittersweet there.

I ended the year seventh in the championship, but I wanted more. I said to my dad I was going to have some time off after the Scott as I was worn out. He said to me, ‘You won’t get any better sat at home, so you can either ride or come to work with me’. He is a builder, so I had no time off, and I was straight back out riding; it was good therapy.

2017: The qualifying system was new for 2017 and, to be honest, for the next four years I didn’t get on with it at all, it just wasn’t for me.

You also rode in your first SSDT. I was riding a 300cc in 2014, so to jump back on a 125cc for the SSDT in 2015 was like a blast from the past. It was fun! I love the SSDT. 2016 was the year of JP. It was certainly a year I’ll remember! Starting the world championship with a seventh and a third was okay, but not the way I wanted the season to go in Spain. It was the first time I was inside the factory truck and certainly was a shaky start. From then on, I got my head down and headed to Japan and really started my championship how I wanted it to go with seven wins, two seconds and one third in the next ten rounds.

Winning the championship in the UK at my home round was just a memory I’ll be very happy to hold on to! Absolutely unbelievable. The next week I headed to Mexico with my minder ‘OJ’ for a celebratory holiday. The perfect way to celebrate the perfect year for me. Second overall in the BTC behind James Dabill was also something I was pleased with, so for me, 2016 was the perfect year.

2017: TrialGP in Japan, ‘Minder’ Brad Bullock had some catching to do all year!

2017: Winning the ACU British Trials Championship on the JST sponsored Gas Gas.

It was up with the big boys in 2017 In at the deep end, I would say! After a long winter in Spain with a fulltime minder, as I was on factory contracts. I was fortunate enough to have one, but it was a setback to find out my minder at the time – world champ-winning minder ‘OJ’ – had to go for an operation. He wouldn’t be able to mind for the upcoming season. That aside, it was still me riding my Gas Gas, and I was fortunate enough to have Brad Bullock, Michael Brown and Ben Hemingway minding during the year; all amazing guys in their own rights, and I was in good hands.

The qualifying system to decide the start times was new for 2017. To be honest, for the next four years, I didn’t get on with it at all; it just wasn’t Trial Magazine • April-May 2021

35

All Change • Jack Price

2018: My good friend and sponsor Nigel Sharp helping out in Japan

for me. I respect it was exciting, and trials definitely needed something like qualifying, but not for me. With respect, your starting time is very important in trials, and qualifying was there to shake this up, which it successfully did, but I just couldn’t get on with it. So it was a year of just learning and throwing myself at the huge sections that are found at TrialGP level! By no means was I out of my depth. I had some strong finishes, including a ninth in Japan.

Along with the world championship, I also had to focus on the BTC and the SSDT. Winning the ACU British Trials Championship was a massive tick on my trials bucket list and something I was very happy with. To push Dougie in Scotland to the last day to eventually finish second. I never thought I would drop single fingers through a whole week at the SSDT and finish second, but that’s Dougie for you!

2018 was a year you made it into the ‘Top 10’.

Definitely. At the start of the year, it was the goal to make it into the Top 10 of the world championship; it was a goal I just managed to achieve with a tenth overall. I was certainly feeling really comfortable in the factory team now, and the results were getting better.

2018: With the main man on the left, John R Shirt at the SSDT.

2019 was a tough year.

It wasn’t the year I wanted. The results just didn’t really improve. I was hoping to make improvements on my Top-10 finish overall, but I only maintained that. I wasn’t happy at all. I had a great team, a great machine, and, to be honest, I was just looking at myself, looking and talking to my team to see how we could train differently and change things to make the results better. We all certainly agreed on a few things but improving in qualifying was the main problem area. I just couldn’t take advantage of the system to benefit myself. That said, I dominated the BTC, and when I beat ‘Dibs’ when he came back to ride a round, it really endorsed that I was the ACU British Champion for 2019.

Scott Trial heartbreak.

Where do I start? This one really hurt; even talking about it now! The Scott Trial is my favourite event of the year, by far.

It’s something I train very hard for and always try to be the best prepared I can be.

In 2019, I felt great all day and pushed a lot. I wasn’t completely happy with my day, but I was satisfied. I sat at the finish and worked out that I only had about 20 marks lost on observation and not many at all on time. So I knew that would be very close to the win.

I always worry about missing sections as the Scott messes with your counting, and when we’re pushing as much as we are, it’s definitely very easily done. I then had the phone call to notify me I’d missed a section; the observers had seen me ride past. It was hard being told by a lot of other riders it was one of the easiest sections of the day, and even having a five-mark penalty on this section would’ve handed me the win! But to finish first, first, you have to finish. The result definitely doesn’t sit well with me, but hopefully, it won’t happen again!

Shirty and Kev’ Factory’ Hipwell had put such a lot of time into my machine and my preparation; it was just disappointing for everyone involved.

2019: I will return to ride the Scottish Six Days Trial as soon as time permits.

36

You looked disheartened in 2020.

It wasn’t a year I felt myself. I signed for Vertigo. Dougie Lampkin and I are great friends and one I can always count on. I spoke to him, and we came to an agreement for 2020 that meant I could stay doing everything I wanted to and keep the dream alive. But then I had a crash on my April-May 2021 • Trial Magazine

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All Change • Jack Price mountain bike and had a grade three clavicle separation in my shoulder. It meant three months off the Vertigo, trying to get back to strength. Not the perfect start with them, but in my mind, it could only get better. It knocked the wind out of my sails, and I’ve always liked to be very prepared for my seasons, and this meant that I couldn’t be for 2020.

Due to Covid-19 and with massive uncertainty, it was a last-minute decision to make the trip over to the world championship opening round. Feeling very underprepared, I was a little worried about heading to France, but I had some okay results to start with, which was a confidence booster. We headed straight to Spain to try to improve.

Unfortunately, I had a massive – I’m talking really big here – crash on day one, which was rewarded with a torn hamstring. I feel like this could have been because I wasn’t fully prepared, but it ruined the rest of my season.

I decided not to head to Italy’s final rounds, which was a very difficult decision; one not taken lightly but one that had to be made.

Is this when you started to think to change?

To be honest, yes. I’ve always really wanted a go at Extreme Enduro but have always been doing well in trials, and it felt wrong to move from a sport I was enjoying, something I’d always done from an early age and I was successful in. But in 2020, I didn’t have that same buzz I usually do around trials; it had lost the spark. It was when I got thinking about Enduro. I decided it was now or never and made the move.

2019: ACU British Trials Champion for the second time on the John Shirt Gas Gas

So trials riding is on pause?

It’s definitely taken a back seat for now. There are a few things I haven’t achieved in trials that still keep me up at night, and I’ll certainly be back for the two main events if you can guess them? But for now, thank you very much for reading my interview with Trial Magazine, and I hope you enjoyed it.

Keep riding, and I’m sure I’ll see you all around. If you see me tired out on an enduro bike, give me a hand. Cheers! JP.

2019: Scott Trial – To finish first, first you have to finish. ‘Shirty’ and Kev ‘Factory’ Hipwell had put such a lot of time into my machine and my preparation, it was just disappointing for everyone involved. I was excluded for missing a section.

2020: Not the season I wanted! The Vertigo was very good, but injury and Covid-19 wrecked the season.

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2021: Let’s hope we can go racing, sooner than later.

April-May 2021 • Trial Magazine

Focus • Billy Green

AN ORANGE OUTLOOK BILLY GREEN

We can all agree that the Covid-19 pandemic has been very challenging in all areas of life. In a shortened, disrupted and condensed 2020 FIM Trial World Championship season, it affected the teams and riders in many ways. The season started in September and was over by the second week in October. If you were on form for those few weeks, you were fine; if not it proved very difficult. The pressure to perform to your very best was intense as the proceedings changed, with no qualifying, and the events became two points-scoring days. After a successful youth career and a move into the FIM Trial World Championship in the 125 class in 2017, Billy Green won the Trial125 title in 2018 on the Beta. This result was rewarded with a move into the Trial2 class as part of the satellite RG Trials Team on the four-stroke Montesa Cota 4RT on a two-year contract. As the team closed at the end of 2020, Billy had moved back to two-stroke power and the Scorpa factory team on a one-year deal for 2021. Our focus in this magazine is on the ‘Orange Outlook’ as Billy Green looks for a more positive 2021.

Words: Trials Media with Billy Green • Pictures: Trials Media, Barry Robinson, Scorpa and Millie Duval 40

2018: FIM Trial125 Trial World Champion — Thank you to mum and dad.

April-May 2021 • Trial Magazine

Billy Green • Focus

2010: ACU Youth D Class Small Wheel British Trials Champion on the Gas Gas.

2020: One last ride on the RG Trials/Honda UK Montesa.

2012: Roll the clock forward and the smiles are getting bigger.

The future’s bright, the future’s orange If I hear that one more time! Yes, I am very excited about the opportunity I have been given by Scorpa, which, as we all know, is an orange machine. I had other options for 2021, but nothing was as secure as what Scorpa could offer me. I will ride in the Trial2 class on factory-supported machines and, in the UK, Nigel and June Birkett will support me as the official importers of Scorpa.

I spoke with Nigel quite a lot before I decided to move to the two-stroke; he was very supportive, his reputation is second to none — as is his word. He was very honest and open with me, explaining what I need to do to achieve the results I am looking at — not just in the world championship but also at home here in the UK. Trial Magazine • April-May 2021

2012: ACU Youth C Class Medium Wheel British Trials Champion on the RCM Beta.

Covid-19 will control the 2021 events, but I was looking forward to my first ride in the Scottish Six Days Trial, and I would have also contested the S3 road-based national series, as well as the ACU British Championship. He also made it quite clear that I would also be obliged to ride in centre events when time permitted to spread the Scorpa name in my neck of the woods.

Nigel’s very honest Yes, to the point that it does make you take a little step back and listen — when he is talking, I am listening! I knew that the transition from the four-stroke Montesa would not be a quick one,

but it has been far easier with the support from Nigel, if I am honest. The two engines, fourstroke and two-stroke, and their characteristics are totally different. Both engines are very powerful, as you would expect, and both have an excellent clutch action, which is very important in the way you ride. You cannot really compare the two machines as they are so different in handling and performance, but both are very good in their own ways.

The Montesa rides very solid, and, for me, the suspension was the best part of the machines.

On the Scorpa, it rides more what I would call flowing – smooth and agile.

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Billy Green • Focus

2013/2014: ACU Youth C Class Standard Wheel British Trials Champion.

What’s the story so far I come from a two-wheeled background as my father, Colin, was also a trials rider. I had a very enjoyable youth career travelling around the UK with my mother Louise and my father, which was rewarded with eight ACU youth titles: 2010 D Class Small Wheel on the Gas Gas; 2011 D Class Medium Wheel; 2012 C Class Medium Wheel; 2013/2014 C Class Standard Wheel; 2015/2016 B Class; and finally the A Class in 2017 — all on Betas. In the early days, Robin Martin, from RCM Trialsport, started to support me on the Beta in 2011.

Other local companies also supported my schoolboy efforts, for which I am very grateful.

Learning all the way In 2017, with help from the UK importer John Lampkin, I moved into the Trial125 class on the 125 Beta before he arranged factory support as the year progressed. It was all about learning, and it was the year that qualifying was introduced. Qualifying was a disaster in Spain, but I rescued the weekend with the second step on the podium on race day. Mentally I had proved to myself that I was competitive in the championship amongst the other riders. Even though I won on day one in Japan, the eventual world champion Lorenzo Gandola (ScorpaITA) had the measure of me and deserved the title in all fairness.

2015: Growing all the time on the 125cc Beta.

Trial Magazine • April-May 2021

2015: Listening to father, Colin.

FIM Trial125 Champion 2018 John Lampkin arranged factory support at the world rounds in 2018 on the 125 — I was on a mission. I was still very nervous in qualifying, but as always, I did my best and just got on with my riding position in the trial, good or bad. Maybe it was ‘jet lag’, I am not sure, but a fifth-place finish on day one in Japan was a wakeup call if I was to win the championship, and on day two, I made no mistakes. Despite not winning at the final round in Italy, I had four wins from six starts to take the world championship. With both John Lampkin and my mum and dad in Italy with me, I was very happy. We had a big family hug; we had done it!

2015/2016: ACU Youth B Class British Trials Champion.

43

Focus • Billy Green

2017: Under the spotlight at the FIM Trial125 round in Spain.

2017: Proving the point on the podium at the FIM Trial125 World Championship round in Spain.

Team RG Rudi Geiser: what a man; generous, funny and passionate like you would never believe, and very supportive. I can never thank him enough for the support and the opportunity he gave me.

Rudi approached my parents and me at the end of 2018 with the offer of a place in his team alongside Gabrielle Marcelli and Francesc Moret. The team had successfully used the Montesa Cota 4RT, and I spoke with Toby Martyn about the team. He said I should embrace the opportunity to ride in Rudi’s team with both hands. I contacted Graham Foster-Vigors at Honda UK Off-Road, who arranged for support for me in the UK on the Cota 4RT, another really good guy who did all he could to help.

would go back and watch the Trial2 class. You can name half a dozen riders who could win and 20 who would fight for the points. It made me think that a points-scoring ride was achievable in my first year and that a top-ten finish would be a bonus.

Trial2 is competitive Correct, the fight all the way down to the last point in 15th position is as intense as it gets. At the world championship on the 125 machines, we finished before everyone else, and I

An eye-opener I knew the opposition would be challenging in Trial2 and the hazards more difficult, and yes, it was an eye-opener, if I am totally honest. All Rudi asked of me was to do my best; he knew how tough it would be.

2017: ACU Youth A Class British Trials Champion with support from the UK Beta importer John Lampkin.

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How good was the Montesa?

I tested it with some of Rudi’s other team riders at the end of 2018, I spoke with my father, Colin, and he agreed that, with some intense training, I could ride the fourstroke.

In my own mind, fellow British rider and friend Toby Martyn had made a successful move, so why should I not be able to do it? If I am honest, I liked the four-stroke straight away; it was just a case of changing my riding technique in certain areas.

At the opening round of the 2019 world championship in Italy, it was a nice touch and reassuring for me when Miquel Ciera and Oscar Giro came over from the Repsol Honda team and asked me if everything was okay; I really appreciated that.

2018: On the back wheel, looking confident in Andorra.

April-May 2021 • Trial Magazine

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Billy Green • Focus

2018: Regular trips to the podium were rewarded with the FIM Trial125 Trial World Champion on the factory Beta.

The first time out in Italy was the realisation of the other riders’ competitive nature; the standard is so high. I was 12th and scoring points. It was where I wanted to be.

On day one, in Japan, I was 14th. On day two, I broke into the top ten with an eighth. I was very happy, to say the least, as we were riding at the home of Honda.

In the Netherlands, I was not prepared for the heat and scored no points before bouncing back with another eighth in Belgium, 11th in Portugal and 14th in France.

At the final round in Spain, I broke the machine in a big crash and finished out of the points to end the year in 13th position in the championship.

In the ACU British Championship, I was fifth, which I was quite happy with based on who was in front of me. The year rounded off with a 14th place in the Scott Trial on my first attempt. All in all, it had been a good year despite juggling my school exams with a trials career; most importantly, I had learned so much.

A condensed year Say no more, Covid-19. As the pandemic hit, the sporting year started to fall apart – don’t get me wrong, I fully understand why – people were dying! We did the first round of the BTC where I was sixth, and then it was full-stop; the calendar was cancelled.

In September, we started up again in France, followed by Spain, Andorra and then Italy — that would be the 2020 calendar. Qualifying had been thrown out of the window, and now it was two points-scoring days, with last year’s finishing position deciding your start number in France. I had two top-15 finishes in France before finishing 14th in Spain with no points on day two. I had to make Andorra count if I was to rescue the year.

Self-belief Yes, you need buckets of it. In Andorra, my minder Richard Knott had told me to relax and enjoy the day; I listened, and it nearly worked.

Day one: I led after the first lap. But, would you believe, dropped to joint second before finishing eighth after a poor last lap; I could do it. It was just me who needed that self-belief.

Day two: On the first lap, I tied with the series leader Matteo Grattarola in the lead. I dropped to fourth before finishing fifth — I had made the top five! The drive home was quite a happy one.

Back home in the UK, I decided to miss the two BTC rounds on my doorstep. It was a decision I would change if I had the time again. I have no idea why, but I under-performed in Italy at the final two rounds as Rudi announced he was closing the doors on the team for 2021,

2019: A move to four-stroke power and the Montesa with support from the RG Trials Team and Honda UK.

2019: Adapting to the harder sections in the FIM Trial2 class in Japan.

2019: Ticking the ‘Bucket List’ in the Scott Trial: on the way to 14th position and the Best Newcomer award.

Trial Magazine • April-May 2021 47

Focus • Billy Green 2020: When the FIM World Trials Championship started it was a very condensed season.

2020: Italy would conclude the world championship season and see the closing of the doors on the RG Trials Team.

meaning I had no ride. I understood the reasons behind his decision and thanked him for the fantastic opportunities he had given me. Rudi, the Green family salute you. Thank you.

Please, can I have a ride?

Covid-19 had made life tough for everyone, including the motorcycle manufacturers. I made some enquires about 2021 and, to be fair, I spoke with four manufacturers, who all could offer me some kind of a deal.

I started to speak with Scorpa and Nigel Birkett, who was very supportive, considering I had no results to support me asking for a factory deal. The more I talked to Nigel and the factory in Spain, the more attractive the opportunity to ride in the Scorpa team became.

I am now a team rider for Scorpa and have made a move from four to two-stroke. It’s a superb machine for me to work with, and hopefully, I can repay the people who have put their faith in me to deliver some strong results and, most importantly, sell them some machines.

2021: going for gold Let’s just hope we can all move forward from the Covid-19 situation. Yes, it’s going to be difficult, but the world will carry on, albeit maybe a little bit differently. Going for gold?

Maybe not gold, but my main objective is to make the breakthrough as a regular top-ten points scorer in the world championship. One eye will be on the podium, but we all know just how difficult that will be to achieve. I have to improve in the ACU British Championship; no excuses this year, I need good results.

Before I close, I would like to thank everyone who has supported me so far in my trials career.

Let’s hope we can have something to celebrate in 2021.

2021: Jumping into the future on the Scorpa.

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2021: The smile says it all.

April-May 2021 • Trial Magazine

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Crossover • Tom Sagar

TOM SAGAR

CHANGING GEAR Good memories of motorcycling families hold well with me, and the name Sagar is one of them. I bashed rocks at trials with two brothers, Colin and Paul Sagar, under the guidance of their father Alan on my many trips into Wales in the 70s and 80s. I lost touch with Colin for many years but Paul emerged a few years later with a larger-than-life son, Tom. Always with an infectious smile and polite voice, we became good friends as his life followed his father Paul’s into off-road riding. A very competitive trials rider, with the success that followed he was one of the early pioneers of my generation who I watched move from the slow-speed world of trials to the fullthrottle racing action of the enduro world. The success continued as a professional rider in a factory team in the world championship before a move to the domestic home scene brought him into contact with Paul ‘Fast Eddy’ Edmondson. On our recent ‘Dealer Visit’ feature on the Fast Eddy empire I got talking with Tom and his path to the job he now holds with Paul Edmondson; as he said it’s basically just a change of gear…

Words: John Hulme with Tom Sagar • Pictures: Peter J Beardmore, Trials Media

2008: Full factory.

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So what is the new change of gear?

My primary job role at ‘Fast Eddy’ is running the race series. There’s something about building enduro or extreme tracks that ticks the box for me. The team and I are always trying to build and run the best tracks we can, and it’s actually quite good training.

At the moment, the shop is a kind of a fill-in job. However, now that I have spent so much time there, it will be fairly easy to fall in and out of this particular role once racing resumes. The events take up a lot of time and effort to make them the success story they are, as do the training schools. I feel very privileged to be part of the success story and be so involved with the off-road motorcycle world.

2001: In Spain on the Beta for the European Championship round.

April-May 2021 • Trial Magazine

Tom Sagar • Crossover

2002: On the podium in Italy, from left: Tony Bou (Beta-ESP); Isaac Pons (Gas Gas-ESP); Tom Sagar (Beta-GBR); James Dabill (Scorpa-GBR).

I remember your early trials days. Do you?

One seen, never forgotten. Trust me, John! Joking apart, I know how long you have known our family, and in particular my Gran and Grandad. They have been very much a part of my whole career, going right back to the early days. Since the age of seven, I have been riding motorcycles. By the age of nine, I had competed in my first season of ACU Youth Class British Trials, when I won the 1995 D class championship.

It was a case of trials and more trials.

Correct, nothing else mattered; all I wanted to do was ride in trials and eventually beat my father, Paul. I never looked back after that first title and went through the youth classes winning all the relevant ACU age and class championships.

In 2001, I finished third overall in the European Junior Trials Championship. These were fantastic times against many riders who would become world-class trials riders.

Sharing the podium with a certain Toni Bou and Great Britain’s James Dabill in 2003 were also special moments.

You started to mix trials and enduro in 2004.

After competing in the adult trials championships, where I won the ACU Expert class from 2003 to 2005, I felt that my career wasn’t going in the direction I wanted. Being an enduro fan and my father being an ex-British Enduro Champion, I was tempted to take the gamble and race

2002: Loving life on the Beta, competing in Europe.

Trial Magazine • April-May 2021

2008: Mixing trials with enduro at the Scottish Six Days Trial.

enduros. The gamble paid off, winning my first Expert championship in the first year in 2004. My mind was made up; I wanted to race motorcycles — not ride them, race them.

With some strong, encouraging results, you went ‘Full Factory.’

Three years later, I became a KTM factory rider. I’d had a strong season in 2006, winning the E2 European Junior Championship and good results in the British. I finished third overall in 2007 — a very strong year in my first KTM season riding in the FIM Junior World Championship. It gave me the chance to ride for the factory team. I competed on a 250F rather than the 450, which I had such success riding the year before. It was a great experience riding for a factory team, but with the season I had, it just wasn’t meant to be.

2008: With my right-hand man, father Paul.

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Crossover • Tom Sagar

2008: I was tempted to take the gamble and race enduro. The gamble paid off, winning my first Expert Championship in the first year in 2004.

Three years later I became a KTM factory rider.

Without these two none of it would have been possible: Grandad Alan and Gran Ann – I will always be eternally grateful.

And the success came.

The period with KTM would see some of my most significant achievements, winning Junior World Enduro races, the British Championship and finishing second at the Erzberg Rodeo Extreme. More success would follow, including four overall British titles and a European title; racing was my life.

Tell us about life after the factory ride.

It’s never nice going backwards and the year after was a struggle. If I am honest, I could get good results, but trying hard to show I could still mix it with the best riders in the world sometimes didn’t work; it was tough.

The 2010 season was the first time I rode for Paul Edmondson aboard a Suzuki 450. It was the start of me finding and getting my mojo back, and it wouldn’t be the first time Paul would help with this.

How do you rate the current crop of young riders in the enduro world?

I have not much to say really; the results speak for themselves. You only have to see them to find out who’s winning. I have ridden against them all and had some great battles — and some great times with them too. The UK has great riders in enduro, but we need to make sure there is a young generation coming up behind to carry on with this success and keep the sport in the limelight.

You never forgot your trials roots, though.

I will never forget my grassroots. I have always kept in touch with the sport. I still love riding a trials motorcycle and having a ‘play’ when time permits.

2010: It was the first time I rode for Paul Edmondson aboard a Suzuki 450.

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2008: On the pace at my ‘home’ Enduro GP in Wales.

I have competed and finished the Scottish Six Days Trial a total of 15 times, with a personal best of ninth. After Covid-19, I will continue to compete in Scotland every May. I have ridden the event so many times with my dad, Paul — it’s so good to spend quality time ‘father and son’ riding. You can never put a price on these times.

Having ridden with Toni Bou, was he always on a winning path?

You just knew he was something special. I remember at a European round in 2003, there was a crowd of riders in the training ground with people stood in a wood. I thought, ‘that’s strange as no one’s riding’, but as I got closer, I saw that Toni Bou was hopping on the back wheel and riding up quite a large step. I suppose this was the actual turning point in my riding career. Even back then, he was very dedicated and all eyes and ears, watching the other riders, learning all the time. I am happy that it all worked out for him; he is such a decent guy – 28 FIM Trial World titles, wow!

Will the Fast Eddy shop take more of an interest in trials?

Yes, one hundred per cent! It’s an area of the off-road world that all the staff are very keen to become involved with, and I am doing trials training schools with the enduro events. As my grandad, Alan, always told me, ‘if you can master the art of a slow-speed motorcycle, you can always go faster’.

Trials are very ‘grass roots’, and by getting a customer onto a trials motorcycle, maybe they will progress to enduro and motocross. The majority of off-road riders I know do the full circle of trials, enduro, motocross and then back to trials. It’s passed down through generations of motorcycling families such as my own.

2010: Lining up with the ‘Master’ Paul Edmondson.

April-May 2021 • Trial Magazine

Tom Sagar • Crossover

2021: My future is committed to ‘Fast Eddy’ racing, an off-road adventure in itself.

TOM SAGAR – WINNER 2015: Four-stroke power at the ‘Scottish’ on the Montesa.

Tom Sagar in 2021 Twenty-five years after starting my first competitive season, I have achieved some great results and Championships. Even now, I am still ready to win races and keep enjoying the thing I love — my motorcycle.

Covid-19 has been and still is very challenging, but I can’t thank Paul enough for the opportunity that he has given me to work with him. It is one I will embrace and strive to enjoy; as they say, if in doubt, flat out!

The Off-Road World – thank you.

I cannot close this article without giving a huge shout-out to everyone who has ever supported me in my 25-year career. It’s had its ups and downs, as do most things, but most of all, the support, be it in trials or enduro, has always been second to none. I have had many sponsors, too many to mention, but I would like to thank you all, past and present, for keeping me riding and racing. Thank you.

1995: D class British Trials champion 1997: C Class British Trials Champion 2000: B Class British Trials Champion 2001: A Class British Trials champion 2001: 3rd European Junior Trials Championship 2002: A class British Trials Championship 2003: British National Trials Champion 2004: British National Trials Champion 2004: British Expert Enduro Champion /E2 British Champion 2005: British National Trials Champion 2006: European E2 Junior Champion 2007: 3rd World Enduro Junior Championship 2007: British Enduro Champion /E2 British Champion 2007: 2nd Erzberg Rodeo 2008: British Enduro Champion /E1 British Champion 2009: GBXC Champion 2009: 3rd British Enduro Championship 2010: 2nd British Enduro Championship/E2 British Champion 2010: GBXC Champion 2011: 2nd British Enduro Championship/E2 British Champion 2011: British Sprint Enduro Champion 2011: GBXC Champion 2012: GBXC Champion 2012: 2nd British Enduro Championship/E2 British Champion 2013: British Enduro Champion/E2 British Champion 2013: E2 European Enduro Champion 2014: British Enduro Champion/E2 British Champion 2014: E2 European Enduro Champion 2015: Overall European Enduro Champion 2015: 4th British Enduro Championship 2016: 8th British Enduro Championship 2017: 15th British Enduro Championship 2018: 3rd British Enduro Championship 2019: 9th British Enduro Championship 2020: 2nd British Enduro Championship

OTHER ACHIEVEMENTS International Six-Day Enduro 8 Gold medals plus 1 Club Team Gold medal with Personal Best result in 2007, 4th E1 / 14th Overall. 15-time Scottish Six-Day Trial competitor with best result of 9th in 2016 and never outside top 25.

2016: In the rocks on the Sherco.

Trial Magazine • April-May 2021

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Top Five• John Lampkin

MY MACHINES JOHN LAMPKIN

Over the last five decades in motorcycle trials, we have had combinations of man and machine that have proved very successful with periods in the sport where one man and one particular machine totally suited them and their riding style. Some combinations spring to mind. In the ’70s, Rob Shepherd and the long-stroke, four-stroke Honda followed by Steve Saunders in the ’80s, again on the four-stroke RTL Honda. In the ’90s Dougie Lampkin, on the first yellow Beta Techno, and then Takahisa Fujinami, the last two-stroke FIM World Trials Champion, in 2004 on the Honda/Montesa Cota 315. We don’t even need to ask Toni Bou his favourite machine; he has ridden one to 28 FIM World titles — the Montesa Cota 4RT! The Beta UK importer from Yorkshire, John Lampkin, had a long and successful trials career. In a recent conversation, I asked him what his top five favourite trials machines were. Here we find out more and, most importantly, why.

Words: Yoomee with John Lampkin • Pictures: Eric Kitchen, Barry Robinson, Yoomee Archive, Toon Van De Vliet, Alan Vines, Mauri/Fontsere Collection and the Giulio Mauri Copyright 62

April-May 2021 • Trial Magazine

John Lampkin • Top Five

1986 SSDT with Eddy Lejuene

J

ohn Lampkin needs no introduction, but for those of you who do not know, he is the oldest son of the off-road legend from the ’60s Arthur Lampkin and his wife, Josephine. They introduced John to the world in 1963, followed by two other sons, Stephen and David, but he would be the one who would follow his famous father’s footsteps into the two-wheeled world of motorcycle trials. In the mid-70s, he would move into the sport when the schoolboy trials scene started to come to life before progressing on to the world stage in 1981 and then as a factory-supported rider in 1982. An unfortunate accident in 1986 ended his world championship aspirations, instead becoming the importer of the Italian brand, Beta, the following year. In the summer of 1987, he also made a triumphant return to competitive riding on the UK trials scene. In the early ’90s, he retired from competitive riding to focus on the importers for the off-road Beta motorcycle range.

MY TOP FIVE

When I first spoke to John about his top five machines, he pointed out that he had actually only really ridden five different brands in his career: Bultaco, SWM, Armstrong/CCM, Fantic and Beta; he laughed and asked me just how much homework I had done on this article… so we have based this top five around those five manufacturers. Apart from his introduction to the two-wheeled world on a converted road-going Suzuki, it has always been the aforementioned manufacturers. His first ‘real’ trials machine was a Bultaco Tiron 100cc model from Mr Bulto himself, as he had watched him riding his pushbike at the SSDT and thought it was time for him to start riding a motorcycle in 1973.

In the schoolboy trials, he started riding the 125cc Bultaco Lobito with

1996 Team Lampkin

the yellow fuel tank. Then he progressed through the youth trials on a 250cc Bultaco, which he carried on riding into the adult world of road trials in 1980.

WORLD TRIALS

John then moved to an SWM. His uncle, Martin Lampkin, was the importer. He took his first national win at the John Douglas Trial, followed by the first ACU British Trials Championship win at the Alan Trial in 1981.

He rode the 1981 FIM World Trials Championship on the SWM before moving to the Hiro-engined Armstrong/CCM for the 1982 season, where he scored the first of many points in Spain, finishing seventh.

In 1983, he joined Fantic to ride the 240, taking his only world round win in the USA, and then the 300 model in 1984. He went back to Armstrong in 1985 to compete on a prototype mono-shock Rotaxengined machine. In 1986 he went back to Fantic to ride the new 301 mono-shock model before a car crash mid-season. Due to the nature of his injuries, it cut short his career as a professional trials rider.

BETA IMPORTER

With his world championship aspirations over, he became the Italian Beta importer in April 1987, which would prove to be a very successful career move. The machines became the ones to have with the success of Jordi Tarres in the early days. In 2021, the brand is still as strong as ever.

John has ridden most of the models over the years but now concentrates his efforts in trials, riding in the classic scene on some very nice restored Fantic twin-shocks. Over the following pages, we look at the five manufacturers he has ridden for.

2014 Electric Beta

Trial Magazine • April-May 2021

2014 SSDT

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John Lampkin • Top Five

BULTACO TIRON

To say I was excited is a massive understatement! I still have the letter that Mr Bulto sent me before receiving the Bultaco Tiron at the 1973 SSDT. Uncles Martin and Sid brought it home from the factory in Spain in the Bultaco van. It was quite hard to ride as it had a 250cc bottom end, which made it quite heavy. It was hard to get ‘knobbly’ tyres for it too, so it taught you how to find grip! I still have the Bultaco, and it’s a cherished part of my trials career.

Pictures: Yoomee Archive, Alan Vines and Bultaco

As I moved into the schoolboy trials, I rode a Bultaco model called a Lobito. It was a lovelylooking yellow 125cc machine and ran very well. I actually started trials on the Tiron, but I did not ride it so much. The more I rode the Lobito, the greater my interest in riding in trials became; I wanted to be just like the Bultaco works riders.

When my father Arthur built me a workshop at home for my Christmas present, I was over the moon with delight. I started to learn to prepare my machines, which I have always liked doing. I competed in quite a few nationals in the Trial Magazine • April-May 2021

B class with mixed results before moving up to the A class on the 250cc Bultaco, which was a great machine.

In the youth A class, there were many good riders around at the time. I rode a national down south where I first came across Steve Saunders, who was so good in the mud and got my first lesson in riding in those conditions.

My first road-based national was the Lomax Trial in April 1978, and I then rode the SSDT on ‘L’ plates on a 250cc Bultaco sponsored by Colin Appleyard from nearby Keighley. I had a riding number near the eventual winner Yrjo

Vesterinen – he was number 88, and I was 94; the Lampkin hierarchy told me I would have no excuses! I loved watching ‘Vesty’ and enjoyed my first SSDT, finishing in 84th position with a first-class award. My favourite Bultaco has to be the Tiron, but more for sentimental reasons.

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Top Five• John Lampkin

SWM TL 320 In September 1980, at the Bemrose Trophy Trial in Derbyshire, I moved to the SWM sponsored by Jock Wilson and my uncle Martin, who was the UK distributor. ‘Mart’ had moved from Bultaco to SWM at the SSDT in May, and I figured it was a good move to follow him. It was a very different machine from the Bultaco because it produced so much more power from the Rotax engine. My thoughts were that if it was good enough for Mart, it was good enough for me!

Pictures: Yoomee Archive, Toon Van De Vliet and Alan Vines

I was learning all the time in the adult world of trials, and my first good result on the SWM was winning the 1981 John Douglas national trial. At the end of the trial, I remember Mart shaking my hand. We had early numbers, and he did not think anybody would beat me; he was right. I started travelling to the WTC with him and Nigel Birkett, who were very good to me. I was earning £25 a week, and, through them subsidising me, I was able to travel to the world rounds. Also good to me was Malcolm

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Rathmell, who I practised a lot with, which helped improve my riding.

Mart would get me some factory parts for the SWM, which were a significant advantage at the time. My SWM was a 280cc production machine, but for the world rounds, it was looked after by the factory who would wave their magic on it – say no more!

My best ride was at the Alan Trial — an ACU British Championship round — which I won. FIM World Championship points were

only awarded down to 10th position. I was nicknamed ‘Hit and Hope’ as some of the WTC sections were above my ability, so I just hit them hard and waited to see what would happen! Not the best plan, but it was all I had at that time.

You can probably guess what the end result was.

I was still very much learning my trade and the SWM was pretty much bulletproof, apart from my crash damage. I always gave 100%, and I had three 13th places but could not break into that treasured top ten.

April-May 2021 • Trial Magazine

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Top Five• John Lampkin

ARMSTRONG CCM CMT 310

I moved to Armstrong CCM in 1982, where I was offered a full contract with a wage and a bonus scheme. It meant I could leave work and concentrate on my career. I was delighted that Alan Clews had the confidence to sign me. A British rider on a British machine challenging the world — I was up for it. They also said if I scored FIM World Championship points at the start of the year in Europe, they would pay for me to go to the rounds in America and Canada.

Pictures: Eric Kitchen and Toon Van De Vliet I could now practice every day. The goal was to score points in every round and become more consistent with my results.

The CCM had an Italian Hiro engine, which was very good, and we improved it even more.

I scored my first FIM points at the first world round in the rain in Spain with a seventh position; it did wonders for my confidence. I had proved I could do it.

The year went well with my best ride in Germany with fourth place, but I was still too inconsistent and ended up ninth in the championship.

The CCM had proved its abilities at the highest level, with the only real disaster during the season in the USA. Alan Clews had honoured his agreement to send me to two faraway rounds in Canada and America. I was on my own; it was only my second time on an aeroplane!

I finished ninth in Canada. In the USA, I mistimed a step and smashed the bottom out of my crankcases. With no oil in the engine, I decided that because I had come a long way, I would ride until the machine stopped. I rode all day in very hot weather, cooling my engine down in any stream I could find. Sixth position was a great result and showed how good that Hiro engine was.

In the ACU British Championship, I was very disappointed not to win a round. It highlighted my inconsistency, and I still had work to do. I had trained hard, and the machine was good; it was down to me to try and remain focussed mentally and try harder physically.

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April-May 2021 • Trial Magazine

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Top Five• John Lampkin

1984 Team Fantic

FANTIC 240

CCM was very good to me, making it hard to move to Fantic, but it had a significant presence at the World Championship and really good machinery. The UK Fantic importer, Roy Carey, approached me to ride for Fantic in 1983 on a two-year contract with a full factory deal; I had no hesitation in signing. I wish I could have given Roy an SSDT win or an ACU British Championship title. Roy and Helen Carey were always one hundred per cent behind me.

I rode three Fantic models, but it was the 240 that I preferred as an all-round machine.

Pictures: Eric Kitchen, Toon Van De Vliet and TMX/DBR

1983, 240: Fantic was the manufacturer making waves in the trials world, first with the successful 200 model. A new 240 model had been introduced in 1982 and, when I arrived, it was very well developed. The world championship support from both Fantic and Michelin was first class. I was in the team alongside Gilles Burgat (FRA), Pascal Couturier (FRA) and Jaime Subira (ESP). As it turned out, I was the last rider to win a world round on the 240.

Fantic worked on all areas of the machine for their riders. I had many specially-made hand-built engine and suspension parts to suit my riding style. Fantic was so professional; for example, they shipped out my Fantic that I had ridden earlier in the year for the world round in America.

Michelin was the same. It attended all the events offering a full tyre changing service and choice of compounds for the riders.

My best ride was the win that year in Dallas, USA. It was great for 70

1983 Spain

me, and I felt on top of the world. I had travelled with Steve Saunders.

I remember him coming back to mind for me after looking at the scoreboard. Steve was very pleased for me, which was very sporting of him as, more times than not, it was the other way round!

I won four rounds in the British championship as Saunders won six, winning the championship by a handful of points. I was the best English rider at the SSDT in fourth position.

April-May 2021 • Trial Magazine

John Lampkin • Top Five

1983 Great Britain

1984 Fantic 300

1984, 300: Jaime Subira had led the way with the development of the new 300 model. Thierry and Fred Michaud (FRA), Bernard Cordonnier (BEL) and Renato Chiaberto (ITA) joined the team to compete on the new machine. It was physically a bigger motorcycle with plenty of power on hand. Once again, the support was first class, and we worked alongside the factory mechanics to fine-tune our machines with different cylinders and suspension changes. In particular, it was a very good machine on the big steps in the world championship events.

FIM World Championship points were now awarded to the top 15, and for the first time, I scored in every round. I was, once again, leading in the USA before I drowned the engine and was pushed down to third to make the podium.

I had my best year in the WTC, finishing fifth in the world on the 300. With Steve Saunders riding the RTL Honda at that time and Tony Scarlett on the new monoshock TY Yamaha, we had some good times, and we all got on well, despite trying our hardest to beat each other week-in, week-out.

1985 SSDT

Trial Magazine • April-May 2021

1986, 301: When Fantic hit financial problems in 1985, I rode an Armstrong before moving back to Fantic on a deal through the UK importer, Roy Carey. My results the previous year did not warrant a factory ride, and instead, I had the option of semi-factory machines and some special parts from the Fantic factory.

I had some good results on the 301 that year, including a sixth place in Ireland and a fourth in Italy, but I was not consistent enough. The engine was very strong, which, like the 300 model, was good in the tough world championship sections, but sometimes I found it hard to ride in the slippery conditions in the UK. The year had been a good one, though.

I had finished third at the SSDT and had just won the BTC Jack Wood trial until my accident ended the year.

Jack Wood BTC

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Top Five• John Lampkin

BETA TR34

With my injuries taking quite a while to heal, my return to riding in trials was delayed. I had a contract to continue riding for Fantic in 1987, and despite not being able to ride, I travelled with Steve Saunders to the opening round of the world championship in Spain. At the event, I spoke with Henry Keppell, who was my old team manager at Fantic. He had moved to Beta to support their sales drive in the trials world and were looking for a new UK importer. Would I be interested?

Pictures: Eric Kitchen and Yoomee Archive

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M

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CM

MY

Jim Sandiford, who was Beta’s current importer, had decided to concentrate on the Montesa brand he had imported for many years, so in late April, I received 20 TR34 models: ten 240cc and ten 260cc — just in time for the SSDT. I was nowhere near riding myself, so I spent the week in the paddock looking after my riders, who were my brother David, Steven

1988 SSDT

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Hole, Jake Miller, and Mark Jackson on UKsupported machinery. They all went on to finish. Jordi Tarrés won the FIM Trials World Championship and made the Beta TR34 an instant hit.

I had the pin removed from my thigh in June. I was recovering well enough to ride in a trial again on 5th August 1987, which I won on the TR34. The win and the machine really

helped with my recovery, and I was mad-keen to ride in a national trial again! I worked very hard to achieve that goal and was rewarded with the win at the White Rose Trial. I have strong memories of all the Beta models, but this Beta TR34 remains at the top of my list for the motivation to get me back on a trials motorcycle and into the sport, I am so passionate about.

1989 Red Rose BTC

April-May 2021 • Trial Magazine

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CMY

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Adam Raga • Replica

The 2007 Adam Raga Replica Gas Gas 300cc.

GAS GAS 300 2007

It was a red machine dominating in the FIM World Trials Championship in the mid-noughties but not from Japan’s big red contingent; no, it was the Spanish born-and-bred Gas Gas. Adam Raga had grown up on a red diet of Gas Gas, which was rewarded with his first of four consecutive FIM indoor world titles between 2003 and 2006 and two FIM outdoor titles in 2005 and 2006. The manufacturing capacity of new production models was at its limit at the factory in Girona, but the buying public wanted a replica of the winning machine. Gas Gas was more than happy to present the 2007 Adam Raga Replica Gas Gas 300cc as an addition to its hugely successful ‘Pro’ model range in 2007.

Words: Yoomee • Pictures: Cyrille Barthe, Gas Gas and Trials Media

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otorcycle trials was going through a very strong period of machine sales, and the sport was very exciting in all areas, including the European and world championships. In the UK, this publication — Trial Magazine — had just been successfully launched.

Following in the footsteps of Adam Raga, many riders fancied their chances of emulating the Spanish superstar.

The option to purchase the Raga replica meant that it sold out almost immediately when it was released for sale to the general public.

Trial Magazine • April-May 2021

WINNING REPLICA

It made commercial sense for the Gerona factory to capitalise on their success with the launch in May 2007 of the Raga replica, presented as an all-singing, all-dancing copy of his winning machine.

Based on the successful Pro model range with its compact water-cooled two-stroke engine, the Raga Replica made good use of the ‘Gasser’s’ super-effective 300cc of 75

Replica • Adam Raga Gold front fork yokes and Raga Replica Marzocchi front forks and the headlight is ‘Full Factory’ below.

2005: Adam Raga’s first outdoor title; you can see his ‘nimble’ riding style here.

2006: Looking more confident: Adam Raga won again in 2006.

horsepower on tap at the turn of the throttle.

It ticked all the boxes that make for a winning replica at the very highest level of the sport with its power delivery, huge amounts of torque and very responsive handling.

In the eyes of its manufacturer Gas Gas, it was a model that represented the peak of twostroke performance from a trials engine and, as proved, in the right hands was a winner. The machine’s super-small feel made it very riderfriendly, and with its light, positive feel, there was a very neutral response from the machine.

It sparkled with glitter from the glowing mixture of gold, silver and black; it looked a winner from the word go, and it had the power to perform.

PRODUCTION VERSUS REPLICA: WHAT’S NEW

Gold Magnesium Crankcases Gold Magnesium Clutch Cover Gold Magnesium Swinging-Arm Gold 42T Rear Sprocket Gold Front Fork Yokes Raga Replica Marzocchi Front Forks Floating Front Disc Rotor Raga Design Handlebars Raga Throttle ‘Bearing’ Assembly Aluminium CNC Machined AL7075 Footrests Rear Brake Master Cylinder Protection Keihin Carburettor S3 Titanium Front Pipe Raga’ Reed Block’ and Inlet Manifold Raga Replica Aesthetics Gold Identification Numbered Plate Gold Exclusive Numbered Key Ring Raga Black Headlamp

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Replica • Adam Raga

Adam in action – FIM World Trials Championship Spain 2007. Pictured left: Based at Buxton in Derbyshire, the Shirt family were the Gas Gas UK importers back in 2007.

HOW GOOD

The only thing missing was the rider – Adam Raga. Yes, everyone wanted to be Adam Raga, including my good self.

I had a brief ride on one at the Gas Gas UK importers in 2007, based at Buxton in Derbyshire. I made some notes at the time for the magazine, which is here for you all to read: “It needed a good hefty prod of the aluminium kick-start lever to fire it into life. Straight away, you could hear that the exhaust differs from the production Pro model with its titanium front exhaust pipe, which produces a crisp exhaust note that differs radically from other models. Breathing through a 28mm Keihin carburettor, it produced absolutely superb, crisp carburetion, and the clutch action was in a different world, the one of Adam Raga; very sharp and precise.

“Its lightweight makes it very nimble, particularly on the front wheel, which could be placed anywhere with the bare minimum of effort. Delicate throttle control is needed, and every slight movement of the body is transmitted instantaneously with a reaction from the machine. It is very easy to hold your line as there is nothing sticking in the way, making it a really well-balanced model.

“Maximum rider input is rewarded when riding on the bigger hazards, but with 300cc of pure power, it can easily overwhelm the less cautious rider. It’s not a violent burst of power, but you need to be in control and understand that you are riding a machine at the very peak of its development”.

2007 300CC GAS GAS RAGA REPLICA £3,800 INC VAT SPECIFICATIONS

ENGINE: Two-Stroke, Water Cooled, Single Cylinder, 294.1cc; Bore and Stroke: 79mm x 60mm; Crankcase: Reed-Valve Direct Induction; Clutch: Hydraulic Diaphragm; Carburettor: Keihin 28mm; Gearbox: Six Forward; Ignition: Kokusan CDI. CHASSIS: Lightweight Steel Tubular; Front suspension: 40mm Marzocchi; Rear suspension: Sachs with Linkage; Front brake: 185mm Floating Disc; Rear brake: 150mm Disc; Seat height: 665mm; Ground clearance: 330mm; Wheelbase: 1,325mm; Dry weight: 66.5kg.

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Adam Raga’s 2007 ‘Race’ machine.

ADAM RAGA’S ‘RACE’ MACHINE

As the current FIM World Trials Champion, Adam Raga was looking for a third World crown on the Gas Gas. His Race machine looked pretty much standard to the observing eyes, but on closer inspection, it featured many minor changes to the current production Replica machines available to the public.

Featuring an engine capacity of 291.4cc, the team’s main objective was to keep the machine as light as possible to suit Raga’s aggressive but very nimble and precise riding style. The fuel tank had the bottom cut away to reduce its capacity, and a Beta-style tubeless rear-wheel rim was laced to the hub. The front wheel featured no security bolt as the rim was drilled, and six self-tapping screws were used to keep the tyre on the rim and in position.

The engine was positioned slightly different in the frame, once again to suit Raga and his style. Additionally, as you would expect, many carbon and titanium parts such as the exhaust front pipe from the new and fast emerging after-market manufacturer S3 were also used to keep the overall weight down. The whole package appeared to suit him fine despite the threat from the four-stroke challenge of the other manufacturers.

Adam Raga was a winner, and no one could have predicted that a certain Toni Bou on the four-stroke Repsol Honda would dominate the world championship events from 2007 until the present day in 2021. The rider still right behind him is Adam Raga, now mounted on the TRRS. A true testament to Adam’s dedication to always aim for the very top.

April-May 2021 • Trial Magazine

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Dealer Visit • John Lee & Sons

ALWAYS A DEAL JOHN LEE & SONS

Long-established companies always give potential customers confidence in doing business with them based on their history of service. It was a proud moment for a young John Lee when he opened the doors of the present premises to start his own motorcycle business in 1964. A regular trials rider, John won the South Midland Centre Trials Championship series more than any other rider in the centre’s history — a total of ten times from 1957 through to 1975. Having built the business up through hard graft, he and his wife, Lesley, were more than happy for the business to progress through to their two sons, Jack and Chas, when they retired in 2015.

Despite the difficult Covid-19 trading conditions, the two Lee sons have a vision of going forward with further plans to introduce new ideas to the business in 2021, as we are about to find out. Their father’s motto back in the day was ‘Ride on Sunday, and sell on Monday’. You’ll find Chas at the end of the phone; he will tell you there’s ‘always a deal’. Jack keeps his eyes on a bustling workshop supporting the customers’ confidence with excellent after-sales service. Many of them the sons of the father’s that John Lee originally served all those years ago!

Words: Trials Media • Pictures: Trials Media

New off-road machines are always in stock.

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April-May 2021 • Trial Magazine

John Lee & Sons • Dealer Visit

Second-hand stock is prepared to a very high standard.

Steve Swanson, keeping another customer happy on the phone.

P

icking up the telephone for Chas Lee is like second nature – even while producing this article. When making a call to the shop to ask some questions, you feel obliged to buy something; he really has what’s known as the ‘Gift of the Gab’. As he will tell you, “Lively, friendly banter is what the customer needs. They want to purchase something from you, so it’s always best to engage with them”. Chas is, shall we say, the front of house; he is the one who takes charge of the sales of new motorcycles from the off-road world, which is where they now specialise in their business.

Chas Lee: “Always a deal to be had”.

Jack Lee is the man for all workshop and upgrade work.

Under their parents’ guidance, Jack and Chas now have good heads for business as they go forward through the difficult Covid-19 and Brexit periods. They were both brought up on a mixture of two- and four-stroke fumes from a very young age as their parents encouraged them to enjoy their motorcycling.

As an apprentice at the shop, Jack worked his way through the workshops to become a fully qualified Honda mechanic. He has covered

all areas of the off-road scene, including a period with James Dabill in the early part of his adult career in 2007. He was his minder and mechanic for four years before working alongside Adam Raga, then to Enduro before turning his focus to the business’s future.

Chas joined the business straight from school and concentrated on trials. In 2011, he joined his proud father John as a winner of the South Midland Centre Trials Championship.

FAMILY BUSINESS

The business’s grass-roots go back to 1964 when John opened his doors for the first time. He had his first son, Jonathan, from a previous marriage before he married his second wife, Lesley, with their boys Jack, Bryn and Charley (aka Chas) soon arriving into the world.

With a successful trials career tucked under his belt, John changed his focus into building the business up until he and Lesley retired.

Jack and Chas had worked their way into the family business as Bryn went down the route of education at Manchester University studying Architecture — he now has his own business, the Architecture Workshop.

Trial Magazine • April-May 2021

A clean, open workshop is where the machines are ‘fettled’.

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Dealer Visit • John Lee & Sons usually busy. Motorway access is also good for out-of-area motorcycle shoppers.

As they continue to expand with the off-road side of motorcycling, they also carry a considerable stock of aftermarket parts and clothing from all the leading suppliers and brands.

SALES, SERVICE AND SUPPORT

Adam Raga comes over once a year for the sell-out trials schools in the summer.

IT IS ALL OFF-ROAD

With the business growing more towards off-road, they decided to concentrate their efforts in this area, subsequently moving away from the road-going side of motorcycling.

Established now for close-on 60 years, John Lee Motorcycles are currently authorised agents for Beta, GASGAS, Montesa, Scorpa, Sherco TRRS, Vertigo and OSET. The business can be found in the ancient borough of Higham Ferrers, in the corner of the market square. It is an ideal place to visit with your family (post-Covid-19, of course) with many local shops, farmers’ markets, cafes, and public houses, which are

The business is really about two areas. The first area concentrates on sales, parts, clothing and accessories. Chas, who looks after this part of the business, has Steve Swanson and Dave Watson supporting him. Steve looks after the parts and clothing areas. Dave’s role covers a wide range of tasks, including sorting parts to delivering machines.

The other component of the business is the dedicated offroad workshop areas, where you will find Jack. The workshop is arranged in three parts: firstly, the PDI of new machines; repairs and servicing; and the fitting of performance and upgrade parts. Jack is a fully-trained technician, graduating from the Honda Institute and attends importer workshops keeping him up to speed with what they can offer to support the machines and the products they sell. His experience has been gained from working in the business since he was 16; he is well known and respected in the off-road world.

Supporting Jack is David King, who has been working at the Lee Empire for 45 years. He knows what he is talking about — you won’t find his extensive knowledge and experience growing on trees.

Investing in their future, you’ll find young mechanic Ben Owen. Looking after all the administration and keeping the wheels turning smoothly is Vicky Abbott.

ALL UNDER ONE ROOF

Ben Owen is the apprentice under the guidance of Jack Lee.

Team Lee at the 2010 SSDT; Chas, Jonathan and Jack.

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John Lee Motorcycles operates all under one roof as a dedicated off-road team. After almost 60 years, the two Lee brothers are continuing to give the end-consumer what they need. Investment in such areas as the new GASGAS brand is evident. They can upgrade readily available parts into any new machine in their range.

They sponsor many riders, including good friend Sam Haslam in the BTC on the Montesa.

Just as their parents did before them, they pride themselves on giving all their customers – old and new – the best possible deal in the nicest possible way while serving them with their family-based knowledge gained over the many years of involvement with off-road motorcycling.

The next generation: Jack with his oldest son, George.

April-May 2021 • Trial Magazine

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Dealer Visit • John Lee & Sons

1965 SSDT on the Villiers-engined Butler.

JOHN LEE & SONS

WHAT’S THE STORY? Officially retired from John Lee Motorcycles, we spoke with the man himself, John, to find out how it all started.

So, what’s the story behind John Lee Motorcycles?

Words: Trials Media • Pictures: Lee Family Archive, Trials Media and Brian Holder

John accepts the Coleman Cup for his first South Midland Centre title from Mrs Coleman and Les Wadsworth.

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A

fter a very happy childhood, John moved up to the big boys’ school, the John Hamden Secondary Modern School in New Barnet. Employed life would start at Halfords Cycle Company in 1954, based at Wood Green, London. With just over 12 months’ experience of working life, he went to work at George Grose Motorcycles at Finchley, North London.

With motorcycles now a part of his daily life, his uncle Charley purchased him a James 197 Commando trials model. The early talent soon came shining through as he started winning many local trials.

Because of John’s continuing success, in 1957, Ernie Smith, the Francis Barnett Competition Manager, offered him a works-supported machine. It was time to get serious about trials riding. In 1958, he entered his first SSDT on a new Francis Barnett featuring the 250cc AMC Engine. No sooner had he got the treasured works ride than the wheels literally came off his trials career in 1958 when he had a serious accident, breaking his right leg whilst competing in a trial. It was nearly game over. For the next two years, John would be in and out of hospital with complications; subsequently, he lost the works ride.

April-May 2021 • Trial Magazine

John Lee & Sons • Dealer Visit

1966 SSDT on the ‘Higham Firefly’.

1967 SSDT: Remaining loyal to Greeves.

heart and soul into it. He then made the bold decision to go his own way. He purchased the present shop premises in Higham Ferrers with a business partner, taking out a hire-purchase loan as he could not get a mortgage as the building was listed. In an ever-changing world, times were very hard, and the new business venture could not support two wages. During 1965, he changed to a sole trader, selling scooters, motorcycles, Reliant cars, Bubble cars, scrambles and trials machines, anything with wheels he could try and make a living.

JOHN LEE MOTORCYCLES

John Lee in his early trials-riding days.

In 1961, Bill Slocombe Motorcycles of Neasden offered him an office/workshop-based job to help him recover from the injury. As as he progressed, he was transferred to sales in the used motorcycle department. Learning the ropes of the way a business operated, John put

1968 SSDT: High above the ‘Green Welly’ Cafe on the Bultaco; everyone wanted one, so John sold them.

Trial Magazine • April-May 2021

Not one to stand still, he used his experience from his early days in the trade to produce the ‘Higham Firefly.’ He used his ideas to create a really trick trials machine that still survives today in the local area.

An agency was needed to keep the business viable, and he went for Honda with the new commuter with the C70, C90 and C100 models selling well. Later, he would take on Suzuki and Yamaha to enjoy a remarkable period during the late ’60s and ’70s. It was generally a fantastic time in the motorcycle trade.

He had some memorable times mixing work with pleasure and often competed in his

favourite event, the Scottish Six Days Trial, on various machinery.

As times and trends changed, he decided to have fewer brands focussing on Honda, Greeves, Bultaco and Montesa.

During this period, he was a very successful off-road rider and a regular award winner at national and centre trials, winning the South Midland Centre Trials Championship series on many occasions from 1957 through to 1975. He was still very active as a trials rider. Still, with a young family to support, he accepted he could not ride trials as competitively as he wanted and so made the difficult decision to pack up riding and concentrate on work.

Always a ‘grafter’, John threw himself into the business and buckled down to some hard work during a long period where he introduced the fast-emerging new brands including Fantic, Gas Gas and Sherco into the shop over the years.

Leaving school, Jack and Chas started working full-time at the Higham Ferrers shop. Over the years, becoming more involved, they found their feet in separate areas of the business. As the boys entered the world of the motorcycle trade, John and his wife, Lesley, passed their wealth of knowledge before they retired. As they say, the rest is history.

1969 SSDT: John was very pleased when his two boys, Jack and Chas, took on the Montesa dealership again in the ‘new’ shop in 2019; 50 years of selling Montesa, some heritage!

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April-May 2021 • Trial Magazine

John Lee & Sons • Dealer Visit

JACK LEE

MINDING MEMORIES

2007 TRW time

Apprentice, trials rider, mechanic, minder, Enduro rider — you name it in offroad — Jack Lee has got the majority of the t-shirts. Well known by the riders and the factories, in 2007, Jack spent four years working as James Dabill’s minder. After a period of minding for other riders, Adam Raga, riding for Gas Gas, contacted Jack. They spent a really enjoyable 12 months together before committing his future to John Lee Motorcycles in 2015. We asked Jack for some of his ‘Minding Memories’.

Words: Trials Media with Jack Lee • Pictures: Trials Media

TEAM TRW

TRW had a massive workshop, a massive truck, and the rest was down to us. They wanted to make sure that they got the most out of everything for the team and James.

They were very professional. Everything down to the last detail had to be spot-on with the Montesa.

The whole time that we spent in Italy was mega. We had an apartment where we stayed – and where we had some laughs! The first year’s highlight was when ‘Dibs’ won the Italian Championship up in the mountains at a ski resort. The team was celebrating in a bar when the head man asked Dibs to wheelie through the door and put his front wheel directly onto the bar. It was great – it went flying! No worries from the head barman, though – he was wrecked and laughing his head off.

Trial Magazine • April-May 2021

2008 World Championship action

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Contact Paul Sadler on 01423 565125 www.acklamsbeta.co.uk email: sales@acklamsbeta.co.uk Levens Hall Pk Lund Lane, Killinghall, Harrogate, North Yorkshire HG3 2BG

John Lee & Sons • Dealer Visit

2009 Team

2009 ACU British champions

BRITISH CHAMPIONS 2009

We had been out to Spain training with Adam Raga. He helped Dibs understand the characteristics of the Gas Gas after he had been on a four-stroke for two years. We started very well, winning the first two rounds before we had some, shall we say, misfortune. After the fourth round, it could have been the end of the season as we had a massive crash. We had to get the spanners out for a good 40 minutes to sort the ‘Gasser’; third at the end of the day was a good result.

Dibs went over the bars at the fourth round and bent the rear sprocket — Alexz Wigg won.

As Michael Brown won a round, he showed us that he was up for a fight. In truth, James was always the better rider. It was a happy day for everyone, including ‘Shirty’ when he won in 2009; the team deserved it.

Shirty was always mega and keen as mustard.

When you see an importer running around British Championship rounds and then flying out to all the World rounds to make sure he can make everything that little bit better for his rider, you know he is keen to win.

2009 World Championship GBR 2015 with Adam Raga

ADAM RAGA

Working with Adam was more of a privilege than a job. We got on straight away. The language barrier was no problem as Adam’s English is very good. He had very high standards, and so did I; maybe that’s why it worked so well; his work ethic is unreal.

When I was with Adam, the Gas Gas factory was going through a challenging financial period, but he never let it affect him; it was always 100%. When I see Adam as the only rider who still really pushes Toni Bou, I understand why; he is so dedicated to winning!

We became very good friends, which remains to the present day. We run the trials training day through the shop once a year with Adam during the summer when he comes to the UK. The riders love him, he is a bit of a lad who enjoys life, and his time in the world of trials would make a good book. Maybe one day, it will go to print.

Trial Magazine • April-May 2021

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Trials • Magic Moments

COLIN BULLOCK

REMEMBERING THAT MOMENT The ability to laugh at one’s self takes the tension out of many difficult moments. When Colin Bullock contacted me with his ‘Magic Moments’ from trials, it certainly made me laugh. We all have to laugh at ourselves sometimes, trust me! One of Colin’s comments reminded me of one of my ‘Moments’ which, in hindsight, I had to laugh at. I had new camera gear I wanted to use all packed in my camera bag. I was travelling down to Devon for a British Championship trial and met my good friend John R Shirt at his house. He loaded my bags into his van, perfect. So we arrive at the trial on the Saturday in time for practice, and my camera bag is missing. After telling John I was not happy, the minder for Michael Brown, Shaughan Galway, turned to me and laughed; he said it was like a porn star turning up at a photoshoot with no cock! I then phoned my wife, who asked me why I had not taken my camera bag out of my office! Brilliant.

Check the mirror to see your face, and I bet you’re laughing when you read about what Colin Bullock got involved with at trials; checkout these ‘Magic Moments’.

Words: John Hulme and Colin Bullock • Pictures: Colin Bullock and Yoomee

PRE-65 SCOTTISH: Taking some photos at Colesnacoen section 2 in the Pre-65 Scottish a few years back, a competitor was through the begins card.

An enormous roar sounded, and the observer ducked, and I followed suit. The rider reached the ends card still clean as the low-flying RAF Jet disappeared from view, only to be asked to ride the sub again as he had not been observed.

Trial Magazine • April-May 2021

TAKAHISA FUJINAMI: At an early Hawkstone FIM World Trials Championship round, the riders had a section inspection on the afternoon before the trial. Takahisa Fujinami was stood with a few other riders on a large rock, looking down as Dougie Lampkin turned up. His Acapella version of Rule Britannia was not expected, but it was memorable – even if not for the right reasons. I have yet to find anyone who can verify this, but I could not have made it up, surely!

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Magic Moments • Trials

SAMMY MILLER: Talking to Sammy Miller while we were both spectating at the Pre-65 Scottish, he turned to me and said, “where we do go from here”. I thought, ‘if Sammy doesn’t know, I am sure I don’t!’

MONTESA 4RT: Back in Scotland, I decided we needed some pictures from the right bank instead of the left, so I decided to walk across the narrowish burn just as a Montesa 4RT rider came through the begins card. With my foot well and truly stuck halfway and the observers shouting at me to get a move on, I could only hold my cameras over my head and try and make myself as narrow as possible. Fortunately, the Montesa rider knew his trade. As I sheepishly made my way back down the track, he somehow missed me and registered a clean.

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SSDT – BULLOCK’S BROADCASTING CORPORATION: I had arrived early at Leanachen for the SSDT getting a nice spot on Section 2. There were few spectators, and I had a great view from the begins card, under the bridge to the ends cards. Thirty minutes later, a bloke with a bigger camera than me came and stood right in front even though there was still plenty of places all over the section. I politely asked him if he would move as I had been standing there for a long time. He said “no, TV mate”, I replied that I was from the BBC. He looked me up and down with some derision, and yes, his camera was bigger than mine. He finally moved six feet. I ‘forgot’ to tell the cameraman that I was from Bullock’s Broadcasting Corporation, not the Beeb!

JUNIOR KICKSTART: At a Junior Kickstart, a young Graham Jarvis was about to ride a section that involved doing a pivot turn off a 45% plank. Riders could go off either way. Wanting to get the head-on pivot shot, I asked ‘Grimbo’ whether he was going right or left. “I’m going up the middle,” said Graham. I might have known what I meant, but with hindsight, I got the answer to the question asked!

April-May 2021 • Trial Magazine

Magic Moments • Trials

START RAMP SSDT: One year, I was at the signing-off ramp at the SSDT with John Dickinson for some pics when along came Eddie Aitkin on a Honda Step-through with Roger Williams riding pillion. It used to be a tradition for riders to do a wheelie or suchlike, but the intrepid duo headed full-bore for the trailer ramp and tried to jump to the other side. Failure was not an option as me and ‘Dicko’ stood well back, as they had tried it many times! It remains the best stunt I have seen on the finish ramp, but there again, it was the closest witnessed as there was no escape.

MICK ANDREWS: I was doing a film with Mick Andrews about ‘How to ride Trials’ when someone thought an overhead shot would be useful. Drones had not yet been invented for public use, so I was chucked in a tractor bucket and raised in the air to do the filming.

KICKSTART: At a Kickstart filming at Lord Hesketh’s ground, I was in a bit of a hurry to get done and off. As they do, the film crew took ages between each shoot when the message came over the tannoy: “Sorry, there will be a further delay before the next rider as there is a snake in the section”.

This is Northampton, not Nebraska! I was surprised, but it did exist and, as always, I was late back!

BETA ALP: Sadly no longer with us, a good friend was riding his Beta Alp in a Centre event. I saw him approaching a fair way off at a decent speed, but I had no time to move to the spot I wanted to photograph from. Staying where I was, probably 25 yards away, and on full camera ‘zoom’, he went through the most challenging part of the section, almost head-on the handlebars. At that point, he inexplicably turned right and headed straight for me before pinning both of us under the motorcycle – much to the amusement of all around!

94

CAMERA BAG: I am sure I’m not the only one who has done this, John Hulme. It was a Sunday at the Sam Cooper Trial.

Bag packed the night before and off, direct to a section I knew well. I arrived in plenty of time upon the embankment.

I went to get the camera out of the bag, but I had packed the video, not the camera! The 90-minute round trip home was not an option, but a club member had his compact camera with him, which he kindly lent me so that I could get some pictures for TMX. Not too bad either, once I got the hang of the shutter delay!

April-May 2021 • Trial Magazine

Classic • 1979

MANUEL SOLER (BULTACO–ESP)

1979: SETTING THE RECORD

Manuel Soler (Bultaco-ESP)

It was a huge shock to the world of motorcycle trials in late January when Spain’s Manuel Soler passed away at the age of 63. He was a four-time national champion of Spain who inspired an entire nation of trials riders right through to the present day. As a member of the famous Bulto family, who manufactured the famous Spanish motorcycles and gave us the Sherpa’ T’ trials models, Soler started riding at an early age. On a custom-built, scaled-down Bultaco, he earned the affectionate nickname ‘El Monstruito’, which translates as ‘The Little Monster’, such were his efforts to succeed. In 1979, Bultaco was still the name in the trials world. From its introduction in 1975, it had dominated the FIM World Trials Championship with Great Britain’s Martin Lampkin and, from 1976–1978, with Finland’s Yrjo Vesterinen.

Throw in Martin Lampkin’s three Scottish Six Days Trial victories from 1976–1978, and I am sure you get the picture; they were the ones to beat.

Words: Yoomee and Toon van de Vliet Pictures: Toon van de Vliet andYoomee Archive 96

Ulf Karlson (Montesa-SWE)

April-May 2021 • Trial Magazine

Classic • 1979

Yrjo Vesterinen (Bultaco-FIN)

Malcolm Rathmell (Montesa-GBR)

FIM WORLD TRIALS CHAMPIONSHIP

Antonio Gorgot (Bultaco-ESP)

1979 was a championship of two halves. The first six rounds of the 12-round championship were all contested by the end of March. In June, the long-haul flight across the Atlantic Ocean to Canada and America opened up the second half of the season.

It then moved back to Europe for the remaining four rounds — one in Italy followed by the move to Sweden and Finland’s rugged terrain, before the Czech Republic season finale.

As the series moved to Finland for round 11, there were two sets of riders fighting for positions in the top five. The fight for the championship was the first set: a Bultaco battle between the three-time world champion Yrjo Vesterinen and American Bernie Schreiber. It was Schreiber, with his new trick riding skills, who held the advantage. He won three rounds to the one of ‘Vesty’; the Finnish rider desperately need a home victory if he was to take the championship fight to the final round.

The fight for the final step on the podium was still up for the taking and comprised the second set between Ulf Karlson (Montesa-SWE), Martin Lampkin and fellow British rider Malcolm Rathmell (Montesa).

Schreiber had won in Sweden one week before and was now holding the upper hand with a ten-point cushion as the riders headed to Finland, the home of the ‘Iceman’ Vesterinen.

Timo Ryysy (SWM-FIN)

Bernie Schreiber (Bultaco-USA)

Trial Magazine • April-May 2021

97

Classic • 1979

Anttoni Vesterinen (Bultaco-FIN)

ROUND 11: ESPOO FINLAND 26TH AUGUST 1979

The result was all about one man — Manuel Soler. He became the first Spanish rider to record an FIM World Championship round win – and to make it an even better day, it was on a Spanish Bultaco. He had not contested the whole series and had missed the trip to Canada and the USA before deciding to contest the remaining rounds in Europe.

With two laps of 20 sections on some rugged and rock exposed terrain, who would have bet against Yrjo Vesterinen being beaten on home soil? But that’s exactly what happened. It was a fine day for riding, but not such a high-scoring event as you would expect.

Carrying on his good form from Sweden, where he was second to Schreiber, Ulf Karlson came home second once again — just three marks behind Soler. Vesterinen would take the last step on the podium in third to close the gap on Schreiber to just three points with one round remaining. For the American, the day was a disaster, as he finished seventh.

The battling Brits, Malcolm Rathmell and Martin Lampkin had now been passed in the championship by Karlson as he moved to third position overall. Taking his best-ever world championship result and in front of a home crowd, the best-finishing SWM rider was Timo Ryysy on the SWM. RESULTS: 1: Manuel Soler (Bultaco-ESP) 40; 2: Ulf Karlson (Montesa-SWE) 43; 3: Yrjo Vesterinen (Bultaco-FIN) 53; 4: Malcolm Rathmell (Montesa-GBR) 55; 5: Timo Ryysy (SWM-FIN) 64; 6: Antonio Gorgot (Bultaco-ESP) 67; 7: Bernie Schreiber (Bultaco-USA) 69; 8: Anttoni Vesterinen (Bultaco-FIN) 72; 9: Rob Shepherd (Honda-GBR) 76; 10: Jaime Subira (Montesa-ESP) 80.

Jaime Subira (Montesa-ESP)

HIGH FIVE

Winning the final round in the Czech Republic on 13 marks lost gave Schreiber a handsome winning advantage over second-placed Karlson, as his nearest rival in the championship, Vesterinen, finished fourth.

As the 1979 season closed, it was high fives all round for Bernie Schreiber as he became the youngest FIM World Trials Champion. Glorious in defeat, on learning of Schreiber’s winning ride, the three-time FIM champion ‘Vesty’ was one of the first riders to congratulate the American. Little did we know at the time, but this would be the very last time that Bultaco would win a world trials championship. Severe financial problems started to put the nails in the coffin of this once-mighty force in 1980 as the factory closed and the workers went on strike.

Bultaco would never recover before the company closed permanently for this motorcycle manufacturer in 1983.

1979 FIM TRIAL WORLD CHAMPIONSHIP

RESULTS: 1: Bernie Schreiber (Bultaco-USA) 115; 3: Yrjo Vesterinen (Bultaco-FIN) 105; 3: Ulf Karlson (Montesa-SWE) 93; 4: Martin Lampkin (Bultaco-GBR) 87; 4: Malcolm Rathmell (Montesa-GBR) 77; 6: Rob Shepherd (Honda-GBR) 59; 7: Charles Coutard (SWM-FRA) 45; 8: Manuel Soler (Bultaco-ESP) 30; 9: Marland Whaley (Montesa-USA) 24; 10: Jean Marie Lejuene (Montesa-BEL) 24; 11: Jaime Subira (Montesa-ESP) 22; 12: Nigel Birkett (Montesa-GBR) 22; 13: Antonio Gorgot (Bultaco-ESP) 21; 14: John Reynolds (Suzuki-GBR) 12; 15: Eddy Lejuene (Honda-BEL) 12; 16: Mick Andrews (Ossa-GBR) 11; 17: Timo Ryysy (SWM-FIN) 7; 18: Jean Luc Colson (Montesa-BEL) 6; 19: Joe Wallman (Bultaco-AUT) 5; 20: Danilo Galeazzi (SWM-ITA) 4; 21: Anttoni Vesterinen (Bultaco-FIN) 3; 22: Jo Jose (Bultaco-ESP) 3; 23: Claude Goset (Montesa-BEL) 3; 24: Ettore Baldini (Bultaco-ITA) 1; 25: Felix Krahnstover (Montesa-GER) 1.

Trial Magazine would like to acknowledge the help of the riders who contributed with this article generation, Toon Van De Vliet, for going that extra mile to locate the pictures and the guardian of motorcycle trials Charley Demathieu for the statistics.

CHAMPIONSHIP: 1: Schreiber 100; 2: Vesterinen 97; 3: Karlson 81; 4: Rathmell 79; 5: Lampkin 77; 6: Shepherd 59; 7: Coutard 44; 8: Manuel Soler (Bultaco-ESP) 28; 9: Whaley 24; 10: JM Lejuene 24.

Martin Lampkin (Bultaco-GBR)

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Rob Shepherd (Honda-GBR)

April-May 2021 • Trial Magazine

Classic • 1981

Toni Gorgot (350 Ossa-ESP)

The Montesa winning poster

MANUEL SOLER (MONTESA–ESP)

1981: SETTING THE RECORD

Eddy Lejeune (360 Honda-BEL)

With Bultaco in such a difficult financial situation, Manuel Soler had moved to their rival manufacturer Montesa. Originally it was rumoured he would move to Italjet with the 1979 FIM World Trials Champion Bernie Schreiber (USA), but this never materialised. An ‘invasion’ of Italian manufacturers, including Fantic and SWM, had begun to make a mark in the world championship as Italjet had proved to be winners in 1980. Schreiber had taken the top step of the podium on four occasions after his mid-season move from Bultaco. Montesa had come fighting back with the new Cota 349 with Finland’s Yrjo Vesterinen winning the 1980 Scottish Six Days Trial, the first for a foreign rider to do so, and Sweden’s Ulf Karlson won the 1980 FIM World Trials Championship. Montesa put a strong four-man team into play in 1981 which included Charles Coutard (FRA), Ulf Karlson (SWE), Malcolm Rathmell (GBR) and Manuel Soler (ESP). At the close of play in Spain, Manuel Soler, ‘El Monstruito’ (which translates to ‘The Little Monster’) who would be the hero. He recorded the first FIM world round win for a Spanish rider on a Spanish machine, and in Spain, as you are about to find out.

Words: Yoomee and Toon van de Vliet Pictures: Toon Van De Vliet, Mauri/Fontsere Collection and the Giulio Mauri Copyright and Montesa 100

April-May 2021 • Trial Magazine

1981 • Classic

Bernie Schreiber (350 Italjet-USA)

It was a dusting of snow that greeted Spain in February for the opening round of the 1981 FIM World Trials Championship. The event was held at Mura, which is a municipality in the province of Barcelona and autonomous community of Catalonia, Spain. The icy conditions created problems for the organising club officials, not to mention the assembled teams and riders. A new younger breed of riders with new skills were coming through the ranks to challenge the ‘Old Guard’ using a new interpretation of the rules. The adoption of the ‘Stop Allowed’ rule was coming into force, leaving many riders confused with the rules; times were changing in the world championship.

brakes and clutch. On tight turns, the rider’s bodystrength was applied in the ‘pivot turn’, allowing for a narrower arc to be taken on tight corners. Bernie Schreiber had perfected this new technique, along with Belgium’s Eddy Lejeune on the 360cc fourstroke Honda and another new name from France, Gilles Burgat, on the yellow SWM. After the success of the 200 Fantic model, Spain’s Jamie Subira had started to develop a new, more powerful, 240 model that was also designed around the new exciting riding technique. The entry of 78 riders included eight manufacturers split between Bultaco, Beamish Suzuki, Fantic, Honda, Italjet, Montesa, Ossa and SWM.

STICKY STUFF

SALT AND SUN

Tyre technology and development was coming to the fore, as Michelin had invested heavily in its new rubber technology, wanting to become the number one choice for the rider. A wide choice of various compounds was available to the factory teams and riders; these were exciting times in the trials world.

Along with the tyres, the riders had a new style of riding, which included ‘bunny hops’ where they picked up the machine in a novel use of the body,

Gilles Burgat (280 SWM-FRA)

Trial Magazine • April-May 2021

As the 78 riders lined up to start a course of three laps of 15 sections, the organisers were concerned that the hazards would be covered in ice until the continental sunshine would warm up the area.

With a wide variety of small streams, rocks and steep climbs in the area, salt was dispensed on the hazards by the club officials to melt the snow.

As it happened, the sun would shine through eventually, turning the event into quite a muddy competition.

Ulf Karlsson (349 Montesa-SWE)

As the crowds turned out en masse, they wanted to see which new manufacturers would challenge the once-dominant and mighty Spanish.

On the Italjet were Bernie Schreiber and Eddy Lejeune on the ‘clockwork-sounding’ four-stroke Honda; these two riders were the main focus of attention.

Every rider on a Spanish machine got a huge cheer and were warmly applauded by the spectators at every move as they loved this new style of exciting ‘trick’ riding.

The old and well-adhered-to rule of awarding a five-mark penalty if the front wheel ceased forward movement went straight out of the window. Had this been implemented, the top ten finishing positions would have looked totally different. Quite a large contingent of riders from Great Britain had a huge shock at the new style of observing, which played right into the foreign riders’ hands.

Charles Coutard (349 Montesa-FRA)

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Classic • 1981

Yrjo Vesterinen (350 Bultaco-FIN)

QUICK TO ADAPT

The two Spanish riders in the top ten, Manuel Soler and Toni Gorgot, along with many of the other home-nation riders, were quick to adapt to this new ruling, as the results were to prove.

As the riding conditions warmed up, the snow and ice melted, and the event turned into a nail-biting thriller between Manuel Soler and Eddy Lejeune. It was also a fight for the tyre wars’ honour, with Soler using the Michelins and Lejeune using Dunlop rubber.

As the trial concluded, both Soler and Lejeune had parted with 92 marks lost.

Soler took the win on the tie-break decider; he was elated!

Schreiber had fought hard for the win, but a poor opening lap cost him dearly, and he would take the final step on the podium for Italjet.

Looking good with a strong showing was Toni Gorgot on the yellow Ossa, a model that all of the company’s hopes of survival rested. With points only awarded to the top ten, John Reynolds was the highest placed rider from Great Britain in tenth for a well-deserved final point.

John Reynolds (325 Beamish Suzuki-GBR)

FIM WTC ROUND 1: MURA, SPAIN 22ND FEBRUARY 1981

RESULTS: 1: Manuel Soler (349 Montesa-ESP) 92; 2: Eddy Lejeune (360 Honda-BEL) 92; 3: Bernie Schreiber (350 Italjet-USA) 103; 4: Toni Gorgot (350 Ossa-ESP) 106; 5: Gilles Burgat (280 SWM-FRA) 113; 6: Charles Coutard (349 Montesa-FRA) 113; 7: Ulf Karlsson (349 Montesa-SWE) 115; 8: Yrjo Vesterinen (350 Bultaco-FIN) 116; 9: Christian Desnoyers (280 SWM-FRA) 117; 10: John Reynolds (325 Beamish Suzuki-GBR) 126.

TOP TEN GB RIDERS: 20: Malcolm Rathmell (349 Montesa-GBR)142; 21: Martin Lampkin (280 SWM-GBR)143; 28: Chris Sutton (349 Montesa-GBR) 150; 29: Nigel Birkett (200 Fantic-GBR) 150; 45: Chris Myers (325 BultacoGBR) 167; 47: Colin Boniface (350 Bultaco-GBR) 168; 51: John Lampkin (280 SWM-GBR) 170; 53: Dave Clinkard (280 SWM-GBR) 171; 62: Mike Skinner (350 Ossa-GBR)181; 63: Steve Moore (350 Bultaco-GBR) 181; 70: Paul Leather (200 Montesa-GBR) 199; 71: Shane Edwards (200 Fantic-GBR) 200; 73: Steve Monk (320 Majesty-GBR) 220; 74: Stuart Thompson (350 Bultaco-GBR) 236.

Trial Magazine would like to acknowledge the help of the riders who contributed to create this article and to Toon Van De Vliet and Valenti Fontsere for going that extra mile to locate the pictures and the guardian of motorcycle trials, Charley Demathieu, for the statistics.

Jaime Subira (Fantic-ESP)

102

Michelin: the winners’ choice

April-May 2021 • Trial Magazine

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Locator • Find your local dealer

DEALER LOCATOR 01 2T-Offroad

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Van Time • Tyres

MICHELIN

AGILIS CROSSCLIMATE M

any off-road events start in fields or challenging paddocks, and In the majority of the trials riders’ minds — combined with the fine the main mode of transport for the rider and machine is a van art of throttle control — they know that when they have Michelin or light truck. Found in all shapes and sizes, the nature of this trials tyre fitted, they are in safe hands. A rider always focusses on type of vehicle makes it difficult to operate in muddy conditions that what their first choice of any product is and, in the two-wheeled often play a part in the off-road world.

Whilst enjoying watching the world’s best off-road riders perform on world of motorcycle trials, both Toni Bou (Repsol Honda-ESP) two wheels, Michelin tyre technicians wanted to convert the mindset of and Emma Bristow (Sherco-GBR) have the best rubber available the rider from their favourite choice of motorcycle rubber to that of the from Michelin. Their records speak for themselves — two riders vehicle they are using to attend events — in other words a van and light dominant at the very top of their game in the FIM TrialGP World truck tyre that would perform.

Championships. Never ones to rest on their winning laurels AWARD-WINNING AGILIS CROSSCLIMATE — Michelin has now carried that winning formula across to the Michelin has extended its award-winning CrossClimate range into the van and light truck owner in what many would consider the light truck and van market with the Agilis CrossClimate. It is a summer ultimate all-season tyre with the Agilis CrossClimate. tyre with a complete winter capability. It heralds a new generation of Article: Trials Media and Michelin 110

high-performance tyres for vans and light trucks with no mobility

April-May 2021 • Trial Magazine

Tyres • Van Time

compromises in winter conditions or mud and grass, tyres boasting high mileage and safety in all weathers, robustness and damage resistance.

The new tyre is designed and conceived from end-user feedback gathered over the last ten years. It now delivers its two crucial demands: a single tyre that provides year-round mobility in all weather conditions, with a robust and damage resistant sidewall. It does this with a rugged tread pattern made with innovative new rubber compounds and specific new features for sidewall and shoulder protection. The specification and blueprint given to the Michelin tyre designers for the Agilis CrossClimate resulted in feedback from end-users in France, Germany, Turkey and the UK. Following thousands of qualitative interviews by GMV, an external research institution, the two main factors demanded by users were: ‘A single long-life tyre, bringing excellent grip, traction and reliability in all seasons, through all weather conditions and on all road surfaces.

Robustness and damage resistance, particularly for urban and off-road environments with frequent impacts with kerbs and other objects.

Toni Bou (Repsol Honda-ESP)

Trial Magazine • April-May 2021

111

Van Time • Tyres

Emma Bristow (Sherco-GBR)

ALL-SEASON

The 3PMSF-marked Agilis CrossClimate tyre is certified for use in snow conditions but still behaves, brakes, and lasts like a summer tyre on dry roads. This is due to the latest rubber technology with compounds that deliver rubber and tread flexibility, even at freezing temperatures; a multilayer tread area minimises heat transfer through the tyre.

Inspired by the award-winning CrossClimate+ car tyre, the tread pattern is V-shaped and is an innovative combination of high-tech tread blocks. These contain bi-directional self-locking sipes. These are small grooves cut into the rubber blocks on the tyre tread to provide cutting edges that bite into snow and ice for optimum grip on difficult winter surfaces. The combination of new tread rubber and the V-shaped tread pattern to deliver grip in all conditions also increases tyre life that is 35 per cent more than the average of premium competitors tested.

The increased damage resistance demanded by users is achieved through the addition of 1.5mm-deep trapezoidal blocks around the shoulder and upper sidewall. These, and the rubber they use, are features taken from Michelin’s military all-terrain truck tyre range and give added protection without compromising case flexibility.

The Agilis CrossClimate has been developed and rigorously tested in challenging winter conditions by the Michelin winter tyre testing team in two European locations, 4,000 kilometres apart. These are Ivalo, high up in the Arctic Circle in Finland, and Barcelonnette, at 2,715 metres altitude in the Alps; one of the highest roads in Europe. Tested and developed in these challenging conditions, you can be sure that if the new Agilis CrossClimate can survive these tests, then a trip into a field 112

or muddy paddock at an off-road event becomes far less challenging than ever before.

John Hulme: “Familiar at many trials events, you leave the comfort of the tarmac to drive in challenging conditions of a muddy field or rough track to reach the start of the event in a van. Attending events to take pictures and generate a report are my primary duties on the day, or I may be on a photoshoot with a machine test or rider in mind. My Mercedes Vito van brings comfort for the motorway and room inside for all my required equipment. It has the ability to remove the seats to put a machine inside if we are testing – which is usually off-road.

A rear-wheel-drive van is not the best off-road vehicle, and with the original tyres from a leading manufacturer, its off-road capabilities were particularly in question. As my tyres needed replacing, I made a call to our friends at Michelin tyres and explained my predicament. Four of the Agilis CrossClimate tyres were fitted, and the transformation has been incredible.

“Living in Derbyshire, we have some challenging weather conditions; you name it, we have had it. I feel much more comfortable now when driving in the rain and snow, and the braking performance of the vehicle gives more reassurance to the driver.

“At a recent photoshoot for a machine test, I had to park in a field. With the old tyres, I would have been wondering how much trouble I would have getting on and off the field but, with the confident feedback from the Michelins, the task was performed with ease.

“On the motorway, I would have expected some road noise from the rugged tread pattern when cruising around the speed limit, but this was not evident at all.

“In conclusion, I was delighted with the all-round performance of the tyres. If you do see me stuck off-road, it will certainly not be due to lack of adhesion from the Agilis CrossClimate tyres!”

Trial Magazine would like to thank Mertrux at Derby for the support with the Mercedes Vito van, Michelin and Inch Perfect Trials for their assistance to create this article.

April-May 2021 • Trial Magazine

Get there whatever the weather!

The everyday Van Tyre.

Optimal traction and safety in all weather conditions. For all your demands!

www.michelin.co.uk

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

The Best Don’t Mess!

www.putoline.co.uk

#take it to the line

SAM CONNOR —

ACU TRIAL GB BRITISH CHAMPIONSHIP DUDWOOD FARM image_credit: trials media