Trial Magazine Issue 87 June-July 2021

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June-July 2021

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MOTORCYCLE • CYCLE • SIDECAR • CLASSIC • COMPETITION • FEATURES

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Trial Magazine • Welcome

CONTACT Online: www.trialmaguk.com Telephone: 01663 749163 Email: england@trialmag.com Address: 48 Albion Road, New Mills, High Peak, Derbyshire, SK22 3EX United Kingdom THE TEAM Co-Managing Directors John Hulme & Charles Benhamou Executive Director Philippe Benhamou

WELCOME FEATURES TOP 5

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IMPORTER

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ELECTRIC

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SPORT

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WHAT’S THE STORY

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MISSING YOU

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DEALER VISIT

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REPLICA

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Steve Saunders Vertigo UK

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OSET

ACU British Championship Matthew Alpe

(NUJ No: 949620)

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

Proof reading Jane Hulme and Davina Brooks

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Jaime Busto

Editor John Hulme

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.

WATCHING

2011 SSDT

BVM MOTO 2011 Beta

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Commercial Manager John Hulme england@trialmag.com Design and Production Dean Cook The Magazine Production Company www.magazineproduction.com

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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 • June-July 2021

TALK TRIALS: TONI BOU

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Cover: Steve Saunders Photo Credit: Trials Media

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Talk trials • Toni Bou

DISTRACTION

AFRICA TWIN AIRLINES Exactly, distraction; that is what is needed sometimes to take me away from my whirlwind life of motorcycle trials. You will have seen me playing on various Montesa and Honda models on social media recently, including my Repsol Honda world championship machine — my regular trials mount, the Montesa Cota 4RT Four-ride and, more recently, the Honda Africa Twin!

Yes, you read that correctly, and boy, did I have some fun as the Africa Twin spent more time with the two wheels in the air than on the ground!

Words: Toni Bou with John Hulme • Pictures: Honda/Montesa Trial

Riding the four-stroke Repsol Honda trials model is always a pleasure. It always puts a smile on my face the moment I press the kickstart lever, and I hear the music from the exhaust.

When I moved to the team in 2007, it opened a huge door for me to enjoy my life to the full, and the machines provided reminded me of being a young boy with a treasure chest; I was so excited.

When word came to me recently about the opportunity to ride the Honda CRF1100L Africa Twin model, it was like Christmas day all over again as it is such a thing of beauty to any off-road rider. When you press the electric start button, the noise is just something else as it sounds so super-smooth, like the purr of a cat; it’s only when you open the throttle that you realise the full potential of its parallel twin-cylinder engine. If you could have seen the smile on my face under the helmet, you would have known that I was very happy throwing the machine around whilst pulling off some of my trials tricks.

It may look much larger than my trials model, but the Africa Twin has been built without compromise and using the experience of decades, which gives it such a smaller feeling. If you want some fun on two wheels, I strongly suggest you try this new Honda model.

Until next time – Toni ‘Dynamite’ Bou. John Hulme, Trial Magazine editor: “This article was produced before Toni injured his leg and we wish him well for a speedy recovery”.

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June-July 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

TONI BOU LEG BREAK

Toni Bou undergoes a fibula operation! Yes, you read it correctly; the Repsol Honda Team Trial rider underwent surgery in early May at Barcelona’s Mi Tres Torres Clinic after suffering a fall.

The 28-time FIM Trial World Champion fell when training on the Repsol Honda and needed an urgent operation to guarantee a short recovery.

The operation consisted of osteosynthesis with a fibula plate in the left leg, performed

by Dr Josep Torrent and Dr Maurise Saur from iMove Traumatology under the supervision of team doctor Joaquim Terricabras.

After the one-hour surgery, he stated that the operation has been a success and that Toni Bou was now in the post-operative phase. The estimated convalescence period should be around ten days. Toni Bou aims to be back on the Repsol Honda within three weeks to recommence preparations for the world championship season-opener. The 2021 FIM Trial World Championship campaign gets underway on June 12th and 13th in Tolmezzo, Italy, and Toni Bou is expected to be able to participate in this opening round at full fitness.

TRRS TITANIUM EXHAUST

Steve Saunders, the official UK importer for TRRS, has added this handcrafted Titanium exhaust front pipe for riders who want to upgrade all models of the successful Spanish machine; it’s a work of art. It’s the same length as a standard front pipe, but with the increased welds, it should make the power delivery smoother. It comes with an anodised finish to give you that full factory effect. Also in stock on his website: www.trsmotorcyclesuk.com is a front number board for the TRS E Start model, made from ABS-Carbon sheet.

COMAS TRIAL IN THE UK JOHN SHIRT MOTORCYCLES Well-known trials rider and owner of the Camio Moto trials shop, Richard Timperley, has added a separate arm to the business importing Comas trials products.

A move to new larger premises in Chesterfield, Derbyshire, has allowed Richard to expand his business and have the room to open up other areas of opportunity in the trials world.

The official factory-supported Scorpa trials team, including the UK riders Billy Green and Harry Turner, will be wearing the clothing in 2021.

Richard would welcome any trade enquiries from dealers who want to stock the Comas Trial trials products. can be 1117.pdf contacted on 792033.22:21 To view and Trail He Trialmag 1 01246 13/11/2017 all the Comas range of products, go to the website: www.comastrial.com

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Based at Buxton in Derbyshire, John Shirt Motorcycles has now added the TRRS and OSET brands to GASGAS, all under one roof in their spacious showroom. John Shirt: “Alongside GASGAS, RIEJU Hard Off-road and OSET, we are proud to announce that we are now an Official TRRS Dealership. As a Motorcycle Dealer, we now have two trials brands, two enduro brands and an electric bike brand, which will now offer more choice to our customers. It will undoubtedly surprise a few people after we have been linked solely to GASGAS for many years as the UK importer but rest assured that we are still very much 100% committed to GASGAS. “Adding TRRS will hopefully broaden our trials customer base and attract more customers to John Shirt Motorcycles. I firmly believe that we now have two of the best trials motorcycles on the market available at our Buxton HQ. I have watched TRRS grow quickly over the past few years, and what they have achieved is RCM impressive.

I have the utmost for the official TrialMag 0116.pdf 1 respect 15/01/2016 19:17 UK importer Steve Saunders who is doing a great job with the brand”.

The South West’s only Dedicated Trials Dealer for:

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June-July 2021 • Trial Magazine

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www.gasgas.com

Photos: Sebas Romeo, Mitterbauer H.

GET ON THE

GAS!

Level up with the 2022 GASGAS Trial range! As always, each model comes complete with best-in-class technology and components, and for 2022 we’ve made them all Euro 5 compliant. With our global dealer network expanding at a rapid rate, it’s never been easier to get your hands on a TXT GP or TXT RACING trial bike. #GetOnTheGas

@gasgas.official

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.

News • The world of trials

2021 VERTIGO-DOUGIE LAMPKIN REPLICA Vertigo Motors is proud to present the new, limited edition 2021 Vertigo-Dougie Lampkin Replica. Available in 250, 280 and 300cc, this new DL Replica has been revised extensively, both internally and externally. It is the direct evolution of its already hugely successful predecessor.

This new model benefits from a full year of technical advancements and developments following feedback from Dougie, using his vast wealth of knowledge and experience gained whilst winning his 12 FIM world titles and SSDT and Scott Trial victories.

Dougie has spent endless hours working very closely with the team of engineers at the factory, intensively testing and refining the machine. It has enabled them to build the most responsive, agile, smooth and refined DL Replica to date. The Vertigo is a true replica in every sense as all of Dougie’s personal preferences in suspension geometry, power delivery, and map settings have been incorporated into this latest model. As well as all of these personal settings, the new model is loaded with a wealth of high-end racing components.

Vertigo’s signature multi-tubular frame is finished

in a classy gloss white for this year’s edition. The new textured, two-tone green, white and black graphics give a fresh, unique look to the machine while keeping true to Vertigo Motors traditional colour scheme. You will also find Dougie’s personal logo in many areas of the motorcycle, with his signature prominently displayed on the new airbox cover.

To finish off and leave no one in doubt as to

LAMPKIN’S MASTER CLASS AT INCH PERFECT

RADIO SSDT 2021

Dougie’s Master Class is back, bigger and better than before. Newly appointed resident pro-instructor and Red Bull athlete Dougie Lampkin is bringing his world-famous Master Class Trials School back to life at the Inch Perfect Trial Park with a limited number of dates throughout the remainder of 2021. If you have ridden a trials machine before and want to train with the best, this is the session for you!

The day will start with signing on, kitting up and getting your machines ready before a briefing. Riders will be split into two groups according to their ability to ensure that everyone gets the best possible experience and the most out of the day.

Training will be provided by Dougie Lampkin and another lead instructor (TBA) along with two of Inch Perfect Trial’s instructors. After a lunch break, it’s back out into the fields for an afternoon of training before a demonstration from Dougie himself. The day will finish with a presentation, a well-earned drink and a goodie bag to remember the day you trained with theCooper world’sTrial best. Mag 0817.pdf 1 14/08/2017 22:51 Dave

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whose replica model this is, each Dougie Lampkin Replica will come with its own ‘Limited Edition’ engraved metal plate.

The Vertigo factory will produce only 120 exclusive units for worldwide distribution. Therefore this model is an authentic Limited Edition, which only a few lucky people will have the privilege of owning.

DOUGIE LAMPKIN REPLICA 2021 KEY FEATURES: Tech Racing front forks and Reiger three-way rear shock; new airbox design and Twin Air filter; new billet-machined triple clamps; new clutch configuration; new Dougie Lampkin specific mapping; Titanium exhaust with DL Logo; 366g flywheel weight kit; Carbon-Fibre engine case guards; intercooler in anodised red; Renthal Fatbar, grips and bar-pad; magnetic lanyard kill switch; anodised red alloy clutch and brake lever adjusters, and master cylinder tops; Vertigo billet footrests with Vertigo logo; FIM specification rear disk rotor; factory-specification machined rear wheel rim; Billet aluminium footbrake lever tip; Limited Edition 1/120 engraved metal plate and DL Replica design model mat.

With the SSDT again cancelled due to the pandemic, Nevis Radio ran a five-day virtual trial supported by Michelin and Trial Magazine. Usually based in the start area, this year, a team from Fort William hosted the show consisting of Simon Amberley, John Weller and John Moffat, supported by John Hulme in his office in Derbyshire. From Monday 3rd May through to the Friday, they were live on air between 9-11am, speaking with a wide range of guests, including past winners, trade representatives, and the Edinburgh & District MC Mark Whitham Chairman. Reaching 118 countries and with approximately 350,000 listeners, the was a0920.pdf huge success.

ABbroadcast MC's TrialMag 1 14/09/2020 20:57

2021 MODELS IN STOCK

June-July 2021 • Trial Magazine

250cc / 280cc / 300cc

AVAILABLE NOW FROM YOUR NEAREST VERTIGO DEALER Key Features Tech Racing forks and Reiger 3 way shock New Dougie Lampkin specific mapping

Intercooler in anodised red

Factory spec, machined rear wheel rim

New airbox design and Twin Air filter

Titanium exhaust with D.L Logo

Renthal Fatbar, Renthal grips and barpad

Billet alloy footbrake tip

New billet machined triple clamps

366g flywheel weight kit

Mag lanyard kill switch

Limited Edition 1/120 engraved metal plate

New clutch configuration

Carbonfibre engine case guards

Vertigo billet footrests with Vertigo logo

D.L Replica design bike mat

www.vertigomotors.com

www.shopvertigotrial.com

Paddock • Caught on camera – Jaime Busto: The story so far

SMILE

2014 BOY

2014 HERE WE GO

2014 WHO’S ASKING?

2015 POSE

2016 BRUTAL

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2015 KISS

2015 SMILER

2016 CLEAN

June-July 2021 • Trial Magazine

Jaime Busto: The story so far — Caught on camera • Paddock

2017 PEEP ‘O’

2018 CHAMPAGNE

2017 WATCHING

2018 THINKING

2019 SINKING

2020 NEXT TIME

Trial Magazine • June-July 2021

2019 STEADY

2020 PODIUM

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Shopping • What’s new

WHAT’S ON YOUR SHOPPING LIST? S3 CARBON FORK PROTECTORS

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

TRRS NUMBER BOARD E Start Model – Abs Carbon Look Web: www.trsmotorcyclesuk.com

MOTS ZONE 02 RIDING BOOTS Various Colour Ways Web: www.trialendurodirect.com

APICO HEBO TRACKER CARGO PANTS

Web: www.apico.co.uk

APICO HEBO ZONE 5 H-TYPE HELMET Various Colour Ways Web: www.apico.co.uk

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APICO HEBO SENTINEL JACKET Red and Black.

Web: www.apico.co.uk

APICO HEBO TEAM MONTESA Web: www.apico.co.uk

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

COMAS CT 01 HELMET Various Colour Ways Web: www.comastrial.com

June-July 2021 • Trial Magazine

What’s new • Shopping

APICO HEBO TECH SHIRT AND PANT Red and Black.

Web: www.apico.co.uk

APICO HEBO TECH SHIRT AND PANT Red and Black.

Web: www.apico.co.uk

TRRS FRONT PIPE

Anodised Titanium Quality Web: www.trsmotorcyclesuk.com

PUTOLINE ACTION FLUID BIO AIR FILTER OIL Web: www.neodistribution.co.uk

COMAS TRIAL SHIRT AND PANT

S3 TRIAL LEVER

Various Colour Ways Web: www.comastrial.com

S3-01 for BRAKTEC / AJP Web: www.trialendurodirect.com Web: www.s3parts.com

S3 CHILDREN’S AND YOUTH CLOTHING Various Colour Ways Web: www.trialendurodirect.com • Web: www.s3parts.com

Trial Magazine • June-July 2021

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Watching • Jaime Busto

READY& WAITING JAIME BUSTO

My fascination with the world of motorcycle trials has dominated my life, in particular since starting this publication in late 2006. Since 2007, it’s been quite a privilege to experience the success of the greatest FIM World Championship trials rider of all time, Toni Bou, as he won world titles — 28 to be exact; 14 indoor and 14 outdoor. What’s interesting is that we are both still here, at the top of the game. In 2020, the cloud of the Covid-19 pandemic disrupted every walk of life, but despite the restrictions, the FIM produced another Trial World Championship series, albeit a condensed one. The winner at the very top in TrialGP remained the same, though — Toni Bou and the four-stroke Repsol Honda. Since he arrived in the premier league of trials in 2015, the name Jaime Busto has been a significant talking point in the world of trials. Will he ever topple Toni Bou? Well, you can rest assured that when the flag does eventually drop at the start of the 2021 FIM Trial World Championship, the Spanish pairing of Jaime Busto and the Vertigo will be ready and waiting.

Article: John Hulme • Pictures: Trial Magazine Roger @r.roviramedia 22

2014 France: A new name came to light – Jaime Busto (Beta-ESP).

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orn on 12th April 1997 in the northern Spanish town of Gorliz, Jaime Busto was rewarded with world championship success at a very early age in the FIM World Cup series (as it was known in 2014). Riding the Beta, he grew up with the support of his family. It was also noted by many as the one to watch.

In truth, Jaime caught my eye at the final round of the 2014 world championship in Spain with his flamboyant victory leap onto the stage as he celebrated his success. Well, when I say he caught my eye, he nearly went through the stage floor as he landed! I made a mental note to myself to stand well back in the future.

June-July 2021 • Trial Magazine

Jaime Busto • Watching

2014 Spain: “I made a mental note to myself to stand well back in the future!”

The next challenge for Miquel Cirera arrived in 2015 as the Repsol Honda team expanded to three riders. Jaime Busto would join Takahisa Fujinami and Toni Bou. A three-year term had been agreed for Busto to achieve the ultimate goal — to challenge Toni Bou.

LEARNING THE ROPES

TEAM REPSOL HONDA

Headed by the much-respected Miquel Cirera, the Repsol Honda Team took a very young Toni Bou under its wing in 2007. A man with a plan, Miquel always has an eye for future talent; his experience had seen him look after young Takahisa Fujinami in 1996 to establish himself in Europe. Spain is a long way from Japan, in both culture and language, but he had faith in the young rider’s future.

In 2000, Dougie Lampkin arrived, and his professional approach paid dividends to the team with the treasured world title back in Miquel’s camp. He watched a young Toni Bou win his first world round on the two-stroke Beta in 2006 before he made the successful transition from the two-stroke machine to the four-stroke Cota 4RT in 2007. Then, as they say, the rest is history!

2015 Japan: On the 25th of April, the TrialGP adventure started at section one in Motegi.

Trial Magazine • June-July 2021

2015: “When Toni Bou is talking, you listen!”

Having just turned 18 years old, Jaime made his debut in the FIM Trial World Championship in Japan on 25th June 2015 on the four-stroke Repsol Honda. Under the eyes of Honda personnel on their home ground, he had two sixth-place finishes; they were happy with their new young rider.

Practising, learning and watching whilst trying to aspire to both Bou and Fujinami comes with its own pressure. Other strong opposition in the world series also included Adam Raga, Jeroni Fajardo and Albert Cabestany. He finished the year in sixth position, which, in truth, was where he deserved to be. To get inside the top five of the ‘Old Guard’ would be a huge task on its own in his first year, but he was in the right team at the right time.

Busto had an eye on the podium. In Portugal, towards the close of the season, he had two fourth-place finishes missing the podium by a single mark on day two. He proved his worth by beating Fujinami on a few occasions. Progress made, he confirmed that he had mastered the four-stroke technique.

2015 Portugal: Day two – missing the podium by a single mark.

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Watching • Jaime Busto

2016 Spain: Team Jaime Busto Repsol Honda.

2016 Italy: 100% at all times.

SO CLOSE

In his first year in the team, he had fitted in well after a cautious, reserved approach, but as the year progressed, the true Busto started to show in his second year.

In 2016, he was more flamboyant in his riding and pushing his abilities to the limit; the battle scars on both man and machine told their own story. Despite having the whole team behind him, he could not find the consistency to challenge the top-five positions regularly.

On so many occasions, he had one hand on a podium finish only to see it fall apart by the time the day’s action was over; it was the cliché of ‘so close, but so far away’ throughout the year. It was a case of firing everything at the opposition, but he was still only making a small dent in its armour.

As Bou ran away with another world title taking 12 wins from the 15 on offer, Fujinami won a round in France and moved back up the points table in third at the season’s close, and the top five remained the same with Busto still stuck in sixth and still no podium. More than anything, he was becoming frustrated, and it showed; he was desperate for that first podium; a win would be a huge bonus and was much needed.

LAST CHANCE

2017 Andorra: On the limit.

2017 Andorra: Proud dad.

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It was a case of a last-chance saloon in 2017, the final year of the three-year contract.

The pressure on the young shoulders was beginning to show despite the ongoing support from the Repsol Honda Team.

A slow start to the season in Spain and Japan improved in Andorra with that elusive first podium on day one. Under a new regime, the world championship had seen qualifying introduced, which brought out the racer in Jaime. He used his young pace to secure better starting positions. He realised he had considerable benefits to ride amongst the top riders on the day at the back of the entry.

2017 Andorra: On the podium at last.

June-July 2021 • Trial Magazine

Jaime Busto • Watching

2018 France: Winning on the Gas Gas in Paris at the FIM X-Trial round.

After the first podium breakthrough, he only missed it once again in Great Britain. Over the remainder of the season, he raised his game and moved into the top three in the final world championship standings, though it was too late to rescue an extended stay in the team.

Toni Bou had once again had a dominating year, winning eight of the ten rounds, with Adam Raga taking the other two victories.

Jaime was now up to third in the world, but with no contract for 2018, it was not looking good.

TWO-STROKE

Well-known Spanish motorcycle manufacturer Gas Gas had gone through some difficult times but was now back with a bang and a contract for Busto in 2018. He would join fellow Spanish rider Jeroni Fajardo for both the indoor and outdoor season. It was a new start, and he would also be back on a two-stroke.

As a fixed rider for the first time, he embraced the opportunity to compete in the X-Trial indoor championship. On his way to third overall, he took his first win in Paris, the podium’s top step at last.

As the outdoor season opened, Toni Bou took the win in Spain, but hot on his tail was a rejuvenated Busto. He looked happy to be back on a two-stroke and more relaxed in his riding.

2018 Japan: TrialGP – Team Gas Gas – Winners.

Trial Magazine • June-July 2021

2018 Japan: Pushing for the victory on day two.

The long-haul trip to Japan was to be very rewarding for Gas Gas. Fajardo won on day one and Busto on day two; he was elated. Finally, a winner both indoors and outdoors. Was the tide finally turning? Toni was still winning, and Jaime became engaged in a fight for second in the championship. Unfortunately, a poor result in Great Britain would see him close the season, still in third position. The gap was closing, though. He finished just three points behind Adam Raga.

DIFFICULT TIMES

Just as it looked as though his career was firmly back on track, there were rumoured financial problems at Gas Gas as 2019 opened its doors for the FIM X-Trial World Championship. The sparkle had gone from Busto’s eyes, and it was reflected in his riding; he looked angry at the whole world. Despite a couple of trips to the podium, he slipped to fourth overall and had his last ride on the Gas Gas in Andorra in late April.

The problem then was he had no machines for the opening round of the FIM Trial World Championship in Italy and, more importantly, the double-header in Japan was only a few weeks away! Jaime had received sponsorship throughout his career from Ramon Salles at Non-Stop Bikes in Spain, and with some help from him, Vertigo came to the rescue with a machine and a small spares budget to keep him in the world championship. It was the best news he could have asked for, and the smile on the face came back – a happy rider is a good rider.

As we all know, the green Vertigo is the only two-stroke fuel-injected machine in the sport, and Busto soon started to work with the Spanish manufacturer to fine-tune the machine to his liking. He was back on track, and he loved how the Vertigo worked. The year’s highlight was second position in France and to round the year off in fourth overall; it was a good result considering the late change of manufacturer.

2018 Japan: On the top spot of the podium.

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Watching • Jaime Busto

2019 Japan: Team green.

2019 France: Total commitment.

2019 France: The podium was just-reward to ‘Team Vertigo’ for all the hard work.

A VERTIGO FUTURE

In 2020, he came very much under the wing of the hugely respected Dougie Lampkin. A twelve-time FIM World Trials Champion, he was now the Competition Team Manager at Vertigo. With Covid-19 rife, 2020 was a challenging year for everyone, and the delayed season started in September in France.

The machine that is Toni Bou continued winning, but in the early part of the condensed season, Jaime had a run of three third positions and was looking so much stronger and more confident. However, the season then fell apart with a run of below-average performances.

He still moved back up to fourth overall in the world despite his inconsistency with his riding.

Busto is now 24 years of age. Dougie Lampkin can bring so much to the quest for that elusive world championship title, but he does not suffer fools easily. With his own very high standards, Lampkin will require 100% at all times, both on and off the machine. If the young Vertigo rider can meet these standards, there is no reason why he cannot achieve the dream. Vertigo has invested in Busto, and he has been rewarded with ‘Replica’ models endorsed by his name.

PICK A WINNER

As we slowly follow the road map out of the Covid-19 pandemic, the FIM has delayed the start of the proposed 2021 Trial World Championship. Everyone involved in the world championships are now in the starting blocks, waiting for the opening in Italy in June.

You would think that asking the question to pick a winner would be an easy one, Toni Bou. Never write off either Toni or Adam Raga, two

gladiators of trials who never lose the constant obsession with victory!

If you start to look behind them, along with Busto, you have Jorge Casales, another rider with enough experience. Like his young counterpart on the Vertigo, he could also take a win. Do they have the consistency to fight for the title though? Despite his young age, Gabriel Marcelli could be the thorn in the side on the four-stroke Montesa. Also, expect Miquel Gelabert to throw in some good results.

In Jaime Busto, Vertigo has a young rider full of zest for life and ambition. Along with many other people, I believe he has the potential to be a future world champion. The 2021 FIM Trial World Championship could soon become a very hot one!

2020 France: Eyeing up the opposition.

2020 France: Showing good early-season form.

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2021: Man and machine: Jaime Busto, Vertigo.

June-July 2021 • Trial Magazine

WHEN THE GOING GETS TOUGH!

THE TYRE OF choice for the toughest AND wettest terrain!

Grip and strength Adapted to suit all terrain, it’s been the choice of both pros and amateurs for many years.

Light and flexible A light, flexible tyre for ease of handling and secure grip.

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

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

The ultimate bike for UK conditions.

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117 YEARS OLD

Top Five • Steve Saunders

MY MACHINES STEVE SAUNDERS

In this issue, we speak to the official UK importer of all TRRS products, Steve Saunders, to find out about his top five machines. He needs no introduction.

Acknowledged worldwide as the master of throttle control in wet, muddy conditions, a skill he inherited from his father, Dennis, he became the best at searching for that elusive wheel grip. Success came at an early age in the ACU B Class Youth British Championship in 1977 on a Yamaha TY 175. The winning continued in 1978 on the early 125 Fantic, then with Bultaco winning the A Class from 1979 to 1981. After a learning year on the adult scene in 1982, he started a run of ten consecutive ACU British Championship titles, competing on the ‘British’ Armstrong in 1983/84, Honda RTL 1985/86, Fantic 1987/88/89, Beta Zero 1990/91 and Aprilia Climber 1992. He came second in 1986 on the Rothmans RTL Honda and won four consecutive Scottish Six Days Trials 1988–1991.

Words: Yoomee with Steve Saunders • Pictures: Eric Kitchen Mauri/Fontsere Collection and the Giulio Mauri Copyright, Don Morley, Alan Vines, Toon Van De Vliet and Yoomee Archive 30

Pulling the wheelie on the modified Suzuki!

June-July 2021 • Trial Magazine

Steve Saunders • Top Five

1982: Confident on the Bultaco.

A

young Steve Saunders caught the trials bug at a very young age as he accompanied his father and mother attending the various Western Centre events his father was competing. At the age of three, a Mobylette moped adapted by his father, Dennis, for his young son started the twowheel adventure. A modified Suzuki then replaced the moped before his first real trials machine — a 100cc Bultaco Tiron — was presented to him. He lived on the machine in the steep wooded area behind his parents’ house! With no bottom-end power from the little ‘Bulto’, it was a case of holding the throttle flat to the stop and riding on the clutch and brakes whilst moving the body around to find the best body position for it to find wheel grip!

MOVING ON UP

After much saving up by the family, a Yamaha TY 175cc was purchased. He then received support from the Fantic UK importer Roy Carey on one of the very early 125cc machines.

A Comerfords-supported 250cc Bultaco came next while in the Youth A Class, before the 325cc model helped him into the adult world.

Saunders had earlier witnessed the arrival from America of the 1979 FIM World Trials Champion, Bernie Schreiber at Comerfords and trained with him. It planted the seed for a future career in trials. Steve was seen at the time as the natural rider to join the Comerfords team and a successor to their number-one rider, Finland’s Yrjo Vesterinen, as he joined the adult ranks.

He was very happy with the Bultaco but, with production problems at the factory, he knew the time was ripe for a change of machinery.

PROFESSIONAL RIDER

Looking to new pastures, Armstrong boss Alan Clews took the signature of Saunders on a two-year deal as a professional trials rider in 1983. Riding the Hiro-engined machines, he rewarded Clews with two ACU British Championship titles and moved up to sixth in the 1984 FIM World Trials Championship.

He excelled in the tough environment of the challenging world championship hazards and moved to the four-stroke Honda in 1985, on Trial Magazine • June-July 2021

1984: In Spain on the 340cc Armstrong. Picture right: my very own book of motorcycle trials, with the Honda on the front cover.

which he was sensational.

In 1986, he led the world championship at the final round, right up until he exited the final hazard as confusion over the results at the event denied him the world title for Honda and Great Britain. The pursuit for glory continued in the WTC with Fantic before the curtain was drawn in the early ’90s. Along the way, the British championship success had continued and added four SSDT titles before moving away from a professional riding career. He remained actively involved in the sport, winning the 2011 Pre-65 ‘Scottish’ before becoming the official TRRS importer into the UK in 2016.

Steve Saunders: “Here we look at the machines that I consider to be my top five in my riding career. I would like to thank everyone who supported me during my riding years as, without you, none of it would have ever happened. As you turn the pages of the magazine, the article follows my progress, starting in 1981 with the 250cc Bultaco.”

1987: First time out on the Fantic, with my mum and dad.

MY TOP 5

1: 1986 Rothmans Honda RTL 270cc; 2: 1986 Rothmans Honda RTL 250cc; 3: 1983 Armstrong 340cc; 4: 1981 Bultaco Sherpa 250cc; 5: 1988 Fantic 303.

SUCCESS

ACU YOUTH BRITISH CHAMPION: B Class: 1977: Yamaha; 1978: Fantic. A Class: 1979–1981 Bultaco.

ACU BRITISH CHAMPION: 1983: Armstrong; 1984: Armstrong; 1985: Honda; 1986: Honda; 1987: Fantic; 1988: Fantic; 1989: Fantic: 1990: Beta; 1991: Beta; 1992: Aprilia.

FIM WORLD TRIALS CHAMPIONSHIP: 1983: Armstrong 25th; 1984: Armstrong 6th; 1985: Honda 3rd; 1986: Honda 2nd; 1987: Fantic 4th; 1988: Fantic 4th; 1989: Fantic 5th; 1990: Beta 11th; 1991: Beta 18th; 1992: Aprilia 21st.

FIM WORLD ROUND WINS: Nine individual round wins.

SCOTTISH SIX DAYS TRIAL: 1982: Bultaco 20th; 1983: Armstrong 6th; 1984: Armstrong 3rd; 1985: Honda 2nd; 1986: Honda 2nd; 1987: Fantic 2nd; 1988: Fantic 1st; 1989: Fantic 1st; 1990: Beta 1st; 1991: Beta 1st.

PRE-65 SCOTTISH: 2011 Winner.

2011: Winning the Pre-65 Scottish on the Triumph Twin.

Team Saunders.

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Top Five • Steve Saunders

1979 ACU Youth A Class Championship round: On the 250cc in deepest Yorkshire.

BULTACO 250cc

A move to a Comerfords-supported 250cc Bultaco in 1979 was a dream come true. It was very much a case of ‘listen and learn’ for both my father and me from the beginning.

Having successfully ridden Bultacos, my father, Dennis, was already friends with Reg May. I knew about his reputation for tuning the Spanish machines. In fact, it was a ‘Reg May Comerfords Bultaco’ that had taken Bernie Schreiber to the 1979 FIM World Trials Championship title. Very soon, my own 250cc Bultaco would have the Reg May magic worked on it.

Pictures: Eric Kitchen Alan Vines

In the ACU Youth A Class British Championships, I knew I was on the best machine with the Bultaco. Based at Gloucester, we travelled to Yorkshire to gain experience on the abundance of rocks. I soon learned that it was not just power I needed to conquer them but also a very smooth engine. It was Reg who would breathe his magic on it in the Comerfords workshop. Small changes made a big difference in the engine. Simple things, such as making a lighter throttle return spring, helped.

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In late 1981, I entered the adult world at the Knut Trial; I missed the win by a single mark.

1982 started well with a win at the Southern Trial followed a week later with a secondplace to Yrjo Vesterinen in the Colmore opening British Championship round — this time missing the win after a stop in an easy hazard. Next up was the British world round at Bainbridge. On the Saturday morning before we left, I went to the shop on my Yamaha LC 125cc, which I had used to pass my motorcycle test, but crashed and broke my collarbone.

1982 Sappeton Trial: I did not like the 340cc power, it was too ‘Old School’.

I returned to riding for the SSDT, where I finished 20th.

During my three years on the Comerfords Bultacos, I preferred the 250cc engine to the 340cc, and then the 325cc to the 340cc, as they ran so much livelier. The way the 340cc performed was very ‘old school’ and more of a ‘plodder’ than the free-revving motor that was needed for the new style of riding in the world championship. My most memorable adult win on the Bultaco was at the British Experts, which opened the door for the Armstrong connection.

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Steve Saunders • Top Five

1983: First time out on the Armstrong, at the Vic Brittain Trial.

HIRO-ENGINED ARMSTRONG

Armstrong’s development engineer, Mike Eatough, was at the 1982 British Experts on the day I won. He mentioned to Alan Clews how impressed he was with my winning ride. After a few phone calls, I tested the Hiro-engined machine and immediately felt at home with the super-smooth power. Alan offered me a two-year contract, which took the financial pressure off my parents, who had supported my career up to that day. The agreement allowed me to do an entire season in the World Championship.

The Armstrong was a massive improvement over the Bultaco primarily because of the weight saving.

Pictures: Colin Bullock, Eric Kitchen, Mauri/Fontsere Collection and the Giulio Mauri Copyright, Alan Vines Alan Clews and Mike Eatough were very enthusiastic about my move to riding for them and immediately came up with a few engine and frame changes on the Armstrong. We worked together to make the machine even better suited to my riding style. I was now earning a wage from them and wanted to reward their commitment and hard work.

I loved the two-stroke Hiro power delivery from the six-speed engine, which produced amazing traction in the trickiest of conditions. The weight loss over the Bultaco encouraged me to improve my technique for the new style of riding that was moving into the sport influenced by the foreign riders. I won the opening round of the 1983 ACU British Championship, the Trispen-Du-Cuna, and Alan and everyone at the Bolton-based factory was delighted.

Armstrong used the Italian Hiro engine developed by Sammy Miller. Still, Alan was always very patriotic and, in his eyes, it was good to see once again a motorcycle built in Great Britain leading the championship.

In a memorable first year, I finished sixth in the SSDT and scored my first championship point in France on a very tough day when I punctured the rear tyre and bent the gear selector shaft. Now I felt I had arrived on the world scene; I finished 25th overall, but my single point was a huge stepping stone in the right direction. I gelled with the machines that Alan Clews and the factory provided, and through his enthusiasm, the development work on both the engine and frame continued.

Trial Magazine • June-July 2021

1983: My first year of competing in the the FIM World Trials Championship, on the Armstrong in Spain. I was 20th on my debut.

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Top Five • Steve Saunders

1984: With the prototype CMT 320 in Spain which had the 340cc engine.

1983: Pushing the Armstrong out of the mud in Ireland at the World round. This machine was stolen later that day, off the back of my car!

MORE POWER

In 1984, a new production model, the CMT 320 with the white frame, was introduced at the SSDT. It incorporated all the new ideas we had developed in 1983. What the buying public never knew at the time was that I had a larger capacity engine in my own ‘Works’ machine. I had spoken with Alan Clews about needing more power for the world championship hazards as the steps and rocks were getting bigger. As always, together, we discussed changes, and he came up with a 340cc engine. It was so powerful and really suited my needs. Such was the power on hand, it would never have been any good as a production model.

He also introduced lower second- and fourthgear ratios to again help with my riding. It was a superb machine and helped me further improve my riding and, in turn, my results. We also played with the rear shock mounting positions to help get the extra power down to the ground.

1984: At the opening world round in Spain, I was straight into the points with a strong 7th position.

With the supply of the Italian Hiro engines and spares now running low, Alan looked at the Rotax 350cc engine as a replacement to the Armstrong Hiro one. This engine had last been used in the Italian SWM before the factory closed, but it had a reputation for being very powerful.

Despite testing the new engine in the National Lynn Traders Trial, which I won, I wouldn’t say I liked the way it performed; its power delivery was too inconsistent compared to the Hiro motor. The killer though was the weight of the Rotax engine as it was 3.5 kilos heavier than the Hiro!

At the end of the year, I explained my position to Alan about the proposed move to Honda. He told me to take it. We had achieved so much together at Armstrong, and we parted with a warm handshake.

Alan passed away in recent years, but I will always be eternally grateful for the opportunities that he gave me at such a young age.

A GOOD YEAR

I felt very confident and rode in everything I could. On reflection, it was a very good season. I improved through the year to add a second British title, and I moved up to sixth in the world championship. It included my first podium in Ireland at the Hurst Cup with a third place. I also challenged for the win at the SSDT, eventually finishing third.

1984: Team Armstrong – the white-framed models were introduced at the SSDT: Steve Saunders, Dave Clinkard, Nick Jefferies, Mark Jackson and Howard Jackman.

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1984: I improved through the year to add a second British title, and improved to 6th in the world championship.

June-July 2021 • Trial Magazine

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Steve Saunders • Top Five

1985: HONDA

Winning for the first time for Honda on the TLR 250cc.

I was contesting the remaining two world rounds in 1984. I managed to ride on the new mono-shock four-stroke Honda RTL that the Japanese manufacturer had sent over with the mechanic Kazutoshi Nakano and their rider Mazaya Yamamoto. Honda wanted to gauge the public reaction to the machine before putting it into a limited production run. I was immediately hooked when a machine had ‘Steve Saunders’ written all over it. Straight away, I wanted that Honda; it was a winner! It was years ahead of anything else on the trials scene, including the new mono-shock Yamaha that Tony Scarlett was riding, which I had also tested.

Pictures: Colin Bullock, Eric Kitchen and Alan Vines

The next problem was how to get one of the new Hondas and how to raise funds for the 1985 season. Trevor Kemp was working for Honda GB at the time, and he had the answers I was looking for. I was on a good wage from Armstrong, and financially the Honda deal was not as good, but both my father and I knew the future was riding the four-stroke.

Trevor pulled every trick in the book to ensure an RTL ride for me, and eventually, he made it happen. The deal would be through Honda GB with extra financial support coming from the oil company Silkolene, one of my previous sponsors.

With no RTL model available in the early part of the 1985 season, I rode the newly introduced twin-shock Honda TLR until the arrival of the production single-shock machine. I soon learned to use the attributes of the four-stroke engine to my advantage to win. The new RTL arrived in secret just a few days before the February Colmore national trial; talk about excited! Some quick testing confirmed my thoughts; it was fantastic, and I loved it. In front of a massive crowd who had turned out to watch me debut the new Honda RTL, I took it to its maiden UK win — much to my relief.

EVERYONE’S HAPPY

Attending a Honda dealer meeting, it was a super-enthusiastic team who delivered the news that the faith they had in signing me had been rewarded with a total sell-out of the twin-shock TLR models — 150 in total — based on my success on the four-stroke.

Everyone was happy. The success story continued as I took to the four-stroke like a duck to water.

Trial Magazine • June-July 2021

My new RTL arrived just a few days before the February Colmore national trial – talk about excited!

39

Top Five • Steve Saunders

Trevor Kemp pulled every trick in the book to secure an RTL ride for me.

My results improved, including a second at the Scottish Six Days Trial.

Whilst Belgium’s Eddy Lejeune struggled with a new 360 RTL, I was in my element on the new 250, and Honda started to take notice soon after I finished second at the opening world round in Spain. It was not just the engine that was good; the Showa suspension was something else!

featured a new detail change to the inlet cam, which aided slow-speed running. It was one of the areas of engine performance I had complained about. The Japanese engineers were all eyes and ears when they were speaking with you!

FACTORY SUPPORT

A HRC FUTURE

As my results improved, including a second at the Scottish Six Days Trial, the Honda team, supporting Eddy Lejeune, started to help me. They would ask to take my machine and make some changes and upgrade parts; they always asked if I was happy. I am sure the huge smile usually answered the questions. Eddy was a quiet person, but I got on fine with him.

I received a second RTL in June. It included updated parts such as new front fork yokes, forks and engine side cases cast from magnesium, featuring lighting coils for the WTC regulations. The crankcases were physically smaller, allowing an extra inch of ground clearance. It also

Every picture tells a story; this one certainly does with the RTL 250cc at the Colmore.

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With another British championship won, I also took my first world round win in Germany to finish third in the world at the year-end. When I was aged 15, I had said, probably like all schoolboys, that I was going to be World Trials Champion by the age of 21, and I knew I could be with Honda. At the end of 1985, I was flown to Japan by HRC and offered what must be every motorcyclist’s dream, a works Honda contract. It was not mega-money, but it was the deal I most wanted in the world. I was in Japan at 20 years of age with full factory support and a works contract; it was a case of ‘game on’ for the World Championship.

France TWC: It was not just the engine that was good, as the Showa suspension was something else.

June-July 2021 • Trial Magazine

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Top Five • Steve Saunders

Belgium – Team Rothmans Honda.

1986: HONDA

In late 1985, I was in Japan with Eddy Lejeune at Honda with my new factory contract signed for the following season when we were asked to give a trials demonstration in front of the HRC workforce. They applauded and appreciated every move we made; everyone involved was 100% behind the team. It was so professional it was untrue. Eddy and I were taken through the HRC Competition Department. I knew it would be good but what I saw made me realise the privileged position I was in. To see my machine being hand-built alongside Wayne Gardner’s 500 Moto GP machine and the motocross machine of Dave Thorpe was one of the highlights of my life; I still smile when I think about it today.

Pictures: Eric Kitchen, Mauri/Fontsere Collection and the Giulio Mauri Copyright, Don Morley, Alan Vines and Toon Van De Vliet

Direct advertising of cigarettes was banned in 1986, so tobacco giant, Rothmans, sponsored the HRC motorcycle teams instead. My new machine featured many changes from the production one, including the frame and many parts in magnesium, the engine casings, carburettor, and front forks.

The fork stanchions were made from titanium, along with the wheel spindles and all the various fasteners. The engine size would also be increased to 270cc. We both tested various prototypes whilst in Japan. We would always explain what we wanted but never tried to tell the engineers what to do. They would then go away and come back to show what they had changed and why they had changed it, usually explaining the changes on printed-off performance graphs. Each and every one of the new parts was a work of art; they were very proud people.

I was asked about some personal preferences such as handlebars and footrest positions and how I liked the engine to perform. Separate engineers would spend all day working with me in one chosen area on the machine. We once tried eight different footrest positions until I was happy; I then had to explain to them why!

42

Belgium: On my way to third position.

We had different sets of headstock steering bearings that could be offset to adjust the head angle. It was never a case of number one and two team riders; we were always treated as equals.

June-July 2021 • Trial Magazine

Steve Saunders • Top Five

Treating the home fans to a win in Yorkshire, Great Britain; I was so happy.

Sinking the Honda in the mud in Ireland and finishing third.

towards me was always 100%. Eddy Lejeune also had his mechanic, and we all shared a very happy working relationship. Both team machines ran like clockwork. The only problem I can remember with the machines is that they were very temperamental to changes in altitude as they could ‘cough’; the loss of power at high altitude was also a problem.

WINNER

Fifth in France was a poor result if I wanted to be the world champion!

In one of the hottest-ever World Championship seasons, I started with one vision and proved my commitment with a win in England and a second in Ireland. I won another three rounds, but what really wrecked the job was finishing ninth in Spain; for some reason, I just was not with it that day. We all know who won the world title in 1986, and history records it was not me. Another BTC title was added, and I was once again second in the SSDT. Honda was very happy with me, but Rothmans were pulling out of trials and putting all of their money into F1. They only had the finances to support one rider, and as Lejeune still had one year left on his two-year contract, he got the deal.

MECHANIC MINDER

My world was changing at a rapid pace. I needed a mechanic-come-minder, so the services of experienced Derrick Edmondson was added to the team. His understanding of the Honda four-stroke engines was second to none. My new RTL arrived in time for me to repeat my debut win at the Colmore in 1985. Everything necessary and more had been carried out on the machine; it was a work of art. A true ‘Works’ supplied machine. Honda provided a van that included a workshop area where Derrick could carry out any work required on the trips away from the UK.

ROTHMANS HONDA TEAM

We were presented to the trials world as the Rothmans Honda Team, comprising Eddy and myself. I would have two machines, which we would rotate. I would ride one and then send it back to Derrick’s workshop while I rode the other. No matter what, the machines always appeared to be brand new. Derrick looked after the machines as his own. His work ethic Trial Magazine • June-July 2021

Finishing ninth in Spain. I was so disappointed; I just did not ride well all day.

The final outing on the Rothmans Honda the British Experts Trial. I was on fire that day.

43

Top Five • Steve Saunders

Fully focused on that famous day in the mud at Butser Limeworks.

1988: FANTIC 303

It was not easy at Fantic. After working with the Japanese, I struggled to explain what I needed from the team as no one spoke English. If you did not like something at Honda, you explained, and they would analyse it; but, at Fantic, they did not like it if you disagreed with them. After my first year with Fantic in 1987, I had ridden the 301 model before moving to the new-generation red 303. The 301 was good, but the 1988 303 was something else!

Pictures: Colin Bullock and Eric Kitchen

I found a new friend in the Fantic mechanic and development man, Dario Seregani. This was some machine!

44

Thierry Michaud was a personal friend of everyone at Fantic. He had lost the world championship to Jordi Tarres in 1987. It appeared that everything was geared around him winning the title back in 1988, so, at times, I felt like the second rider in the team.

I had continued winning in Great Britain in 1987 and was still focused on winning the elusive world title in 1988. At the factory in Italy, I found a new friend in the Fantic mechanic and development man Dario Seregani. He had worked wonders at SWM before moving to the ill-fated Garelli trials project and then Fantic in late 1987. I now had a friend who understood what I wanted, and things changed dramatically.

In 1988, he provided me with the engine and performance I wanted from the Fantic.

He repositioned the air-filter arrangement in conjunction with a new exhaust and silencer, and it worked. A hand-made rear suspension linkage was added, and an adjustment to the steering head angle was made. I won the tough English world round on that famous day in the mud at Butser Limeworks and followed this up with my first SSDT win.

June-July 2021 • Trial Magazine

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FIND US ON

Importer • Vertigo Motors UK

A proud Dougie Lampkin MBE; he has achieved so much in such a short period of time with Vertigo and the importership of the Spanish machines.

A WINNING COMBINATION

After a long and hugely rewarding trials-riding career that was rewarded with 12 FIM World Trials Championships, 12 Scottish Six Days Trial victories and numerous other accolades across the trials spectrum, Great Britain’s proud Yorkshireman Dougie Lampkin MBE moved to new pastures in 2014. A fresh chapter in his two-wheeled adventure would be announced — he would be joining forces with a new motorcycle manufacturer, Vertigo in Spain. Behind the venture would be good friend Manel Jane and, between the two of them, they had a vision of a new breed of trials motorcycle. This new machine would be embracing the latest cutting-edge technologies available, both in the mechanical and electronic areas. An extensive period of testing of a new prototype came to life in early 2015. Against the odds, and for the first time in the manufacturing of trials motorcycles, a winning combination came together as Lampkin took the new Vertigo to victory at the 2015 Scottish Six Days Trial. Now a well-established brand despite its short life, we decided to head into deepest Yorkshire and to the UK headquarters of Vertigo to find out more about this ongoing success story.

Article: Trials Media • Pictures: Trials Media, Vertigo and Matthew Rudd 46

June-July 2021 • Trial Magazine

Vertigo Motors UK • Importer

Dougie Lampkin with Manel Jane at the 2015 SSDT, two very proud men.

W

Vertigo was first shown to the public in 2014 at the end-of-year EICMA show in Italy.

hen the news broke that Dougie Lampkin would be joining this new, ambitious Vertigo trials project in 2014 backed

by Manel Jane in Spain, the world of motorcycle trials knew it would be something special. In a two-wheeled career that has been rewarded with gold at all levels of competition, as well as an ability to win on both two- and four-stroke machinery, he was the ideal candidate for the job. With the knowledge gained over this winning career, he knew he could bring his wealth of experience to the high-level engineers Vertigo would employ to build this exciting new machine.

HISTORY MAKER

As the new machine was first shown to the public in 2014 at the end-ofyear EICMA show in Italy, it soon became evident that Vertigo was in business to win. The vision from prototype to production would now begin in earnest. Green would become the signature colour, and with strong, bold aesthetics, it most certainly stood out from the rest with its now trademark ‘trellis’ frame.

Fabricated from lightweight multi-tubular section and using hightech electronic fuel injection — a first for a two-stroke engine in the trials world — it was cutting-edge technology that would take the new manufacturer forward at a rapid pace into the record books.

Production machines would have to wait as prototypes were put

Winning the 2015 ACU British Trials Championship with James Dabill.

Trial Magazine • June-July 2021

through their paces in Spain and Yorkshire in Great Britain before the ultimate testing ground at the Scottish Six Days Trial in May 2015.

It was an emotional Manel Jane who shook the hand of his rider, Dougie Lampkin, as he exited the top hazards on Ben Nevis; they had a winner in the most demanding motorcycle trial in the world, the ‘Scottish’.

2015 had opened with the news that Great Britain’s number one rider James Dabill would join the team, and he continued to develop the machines on the world stage. Supported by Lampkin as the Team Manager, they finished the first year in a commendable sixth position in the FIM World Trials Championship. Development continued in preparation for the first production run, as the icing on the cake came when James Dabill won the ACU British Trials Championship.

VERTIGO MOTORS UK

In 2015 Dougie Lampkin formed his new company, Vertigo Motors UK. He would be the sole and exclusive distributor of Vertigo, spare parts, accessories, official clothing and all associated products for England, Scotland, Wales and Northern Ireland.

With suitable premises near Skipton in deepest Yorkshire, he started work fitting out the new building with all that was needed to be the importer, including office, workshop and storage facilities in readiness for when the new production machines and spare parts would arrive.

Whilst Dougie would be the frontman, he needed a good all-round

Vertigo had a winner at the 2015 SSDT with Dougie Lampkin.

47

Vertigo Motors UK • Importer

Dougie’s eldest son, Alfie, has helped with the development of the 125cc model as the range expands.

man to oversee all day-to-day operations in the new venture.

Nick Owen from Clitheroe joined the new company in 2015 and worked with Lampkin as the machines progressed from the prototype stage to production. A time-served ATV mechanic at KIK Motorcycles, he then arrived after spending many years working for Hope Technology as a World Cup Race Technician to work for Vertigo Motors UK. Nick benefitted from the fact that he was involved from the word go with Vertigo and has grown with his knowledge of the machines to the present day.

In 2016, the first production models arrived and went out to the customer. Step forward, and 2021 now sees a strong dealer network enforcing the growth of Vertigo in the UK.

ON THE ROAD

Proving the Vertigo’s reliability, James Dabill won the 2016 Scott Trial.

Would you believe that Dougie Lampkin’s Vertigo survived this heart-stopping moment at the 2018 Scott Trial – he even kept his hands dry!

Trial Magazine • June-July 2021

As the new models arrived, Nick went out on the road to support the expanding dealer network with various test days, where the buying public could ride the machines and ask anything they wanted about the new models. Nick was happy to answer many questions, including the new fuel injection system. As the years have passed and new models and engine sizes have arrived and expanded the two-stroke range, his knowledge of the workings of the EFI and the mechanics of the Vertigo are second to none, and he can usually quickly identify any queries concerning them.

As with any new machine, it encountered few problems heading towards 2021. Now resolved, the Spanish manufacturer prides itself on a very high level of build quality using the highest specification parts available.

Part of the design criteria from Manel Jane when the machine was on the drawing board in 2014 was a high air intake. Dougie Lampkin won the 2018 Scott Trial.

49

Importer • Vertigo Motors UK

If needed, a variety of spare parts are always in stock.

Nick Owen is a mine of knowledge on anything Vertigo.

THE FUTURE

Attention to detail and listening to rider feedback in all areas has become a trademark of the brand. The green machines have now become a part of the staple diet of production trials machines established as proven winners.

In a short time, customer confidence has grown in the competitive world of selling motorcycles, and Vertigo has made its mark to become established and respected in the trials community. They continue into 2021 as one of the leading trials motorcycle manufacturers, with a range of models to suit riders of all ages and abilities.

Judging by the small amount of stock of new machines when we visited, they must be doing something well.

As with all manufacturing during Covid, Vertigo has been no different.

The production of new machines has been affected as we wait for the world to recover from the pandemic.

In the FIM Trial World Championship, Spain’s young rider Pau Martinez gave them their first taste of victory in the sport’s premier league with the Trial125 title in 2020. Another Spanish rider, Jaime Busto, who is Vertigo’s leading force in TrialGP, visited the podium on many occasions on his way to the bronze medal.

Making inroads to the future sales of machines, Vertigo Motors UK also supports young Scotsman Ben Dignan, Sam Yeomans (the 2020 ACU Expert British Champion), and for 2021 Richard Sadler in the ACU T 2 British Championship. Also contending at the British Championships will be Alfie Lampkin in Trial 125 and Tyler Rendall in Trial Expert. To round off the supported team, Alexz Wigg, Elliot Laws, Tom Culliford and Owen Gauthorpe will be on the green machines.

RIDER SUPPORT

VERTIGO SUCCESS

Without a doubt, Dougie Lampkin has helped to make Vertigo motorcycles a success story, proving with the win at the ‘Scottish’ that he and the Vertigo were still a competitive partnership. He was further rewarded for the next three years with consecutive victories, making him the most successful rider in the event’s history, with a total of 12 wins dating back to the first one in 1994.

As James Dabill won the 2016 Scott Trial for Vertigo, Dougie won it again in 2017 and 2018, proving the machine’s reliability in the most extreme events.

A clean, well-equipped workshop reflects on the Vertigo image.

2015-2020

SCOTTISH SIX DAYS TRIAL WINNER: Dougie Lampkin: 2015–2018.

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

ACU BRITISH CHAMPION: James Dabill: 2015 and 2016.

ACU EXPERT BRITISH CHAMPION: Sam Yeomans: 2020.

FIM TRIALGP WORLD CHAMPIONSHIP: James Dabill: 2015 8th; 2016 7th; Jeroni Fajardo: 2016 5th; 2017 4th; Jorge Casales: 2018 8th; 2019 7th; Jaime Busto: 5th; Jaime Busto: 3rd.

FIM TRIAL125 WORLD CHAMPION: Pau Martinez: 2020.

Man and machine: Nick tunes into the EFI on the Vertigo.

Exciting times at Vertigo UK.

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June-July 2021 • Trial Magazine

The Best Don’t Mess!

www.putoline.co.uk

Electric • Wanted

YOUTH RIDERS WANTED

It’s repeated over and over in almost every sport – that a healthy sport needs to encourage the younger participants. Without feeding the system from the youngest up, how can there be a bright future? Too many kids are happy sitting in front of their computers and X-Boxes. Even kids’ football teams are having trouble getting enough players. The local tennis clubs have vastly diminished youth memberships. What hope is there for Trials?

WANTED: YOUTH RIDERS! Article: Ian Smith • Pictures: OSET Trials Media

W

hat can our industry do to attract riders, both from motorcycle families and non-motorcycle families? There’s a strong argument that Trials as an activity is perfectly placed to grow. Why, may you ask?

1: Trials makes great riders for ANY motorcycle activity. There is a growing awareness that the best enduro riders come from the trials background. There are many examples from the past and the present, and the awareness is growing.

2: Trials models can be great ‘do it all’ recreational motorcycles. Just add a seat.

3: Electric power will fit better with trials than any other motorcycle activity. A trials model can be used in the back garden, with no noise. Equally, in the youth divisions, at least, the machines can 52

Future champions come in all shapes and sizes, male and female.

win national championships and have done since 2013 in both the small-wheeled and medium-wheeled divisions.

4: The Electric Mountain Bike industry is growing exponentially.

Famous riders such as Rob Warner, Steve Peat, Brendon Fairclough, and Blake Sampson regularly ride their E-MTBs in trials sections for fun and actually buy and use fuel-aspirated trials machines. It is a huge audience; Rob and Steve are both handy trials riders in their own right.

June-July 2021 • Trial Magazine

Wanted • Electric

Always 100% professional, Team OSET. Their level of commitment attracts people to trials, investing in the future of a sport we all love.

5: Electric trials machines specifications are often much higher than e-MTBs. The OSET 24.0R has a battery with twice the capacity of an e-MTB and about eight times the power yet costs less than any good e-MTBs… often thousands less!

6: Electric trials events can be run in many more places; think town centres and small arenas, and you will get the picture.

7: Electric trials machines are much easier to run and maintain for non-motorcycle families and much easier to transport.

WHY NOT?

So, what sort of infrastructure will be needed to grow motorcycle trials and get it back to another golden era? We know a new era won’t ever look like the glory days of the 1960s and 1970s, but it can become a much more accessible and visible sport than it is today.

We all want a healthy sport, where the top 50 riders can make a great living and become the stars they should be rather than scraping a living and being tempted away by enduro. The model needed to grow the sport from the base up is already in place; it just needs feeding and watering and for governing bodies and clubs around the country to embrace its future.

Many are already playing a big part. It’s pretty apparent as the sport needs to encourage its youth, and those youths need to see a future in the sport they can dream about. We don’t want them dreaming of becoming Cristiano Ronaldo or Andy Murray; we want them dreaming

Great Britain’s Dougie Lampkin MBE is a superb ambassador for motorcycle trials.

of being the next Toby Martyn or Gabriel Marcelli! Seeing Toni Bou or Dougie Lampkin in action or in person should make kids feel like they are in the presence of true legends, as they are! OSET want to do their bit, we have a long history already, but really want to re-focus and put more resource into this drive. The first OSET Cup event was in 2011 in Yorkshire; the next was in Kent. The events then developed around the country and grew to the point where events were hitting 60-plus riders. Special

OSET Cup events at world championship events were capped at 60 but could have easily gone over 100.

OSET’s Ian Smith: “I feel that it’s time for OSET to put a bit more back into the sport and continue the expansion of the youth scene. OSET events encourage riders from non-motorcycling backgrounds. Trials should not be a closed shop only populated by trials families. We all love this sport, so we want to do whatever we can to grow it”.

OSET have taken their trials display to the public at MotoGP level in the UK.

Trial Magazine • June-July 2021

53

Electric • Wanted

The FIM TrialGP Women’s World Champion Emma Bristow has worked so hard to attract fellow lady riders into the male-dominated sport.

Toni Bou (ESP) performs in front of the ‘street’ crowd in Andorra. The public loved the atmosphere of the location.

In 2012 Red Bull staged a demonstration trial in Manchester city centre. Taking the sport to the public is the key element for future exposure of motorcycle trials.

Manchester City Centre 2012, a trials training day where the public could watch; they loved it.

54

OSET have now appointed Simon Armstrong as ‘Events and Promotions Manager’. Simon has been OSET’s UK Salesman for many years. He has also run the ‘OSET Cup North’ and is central in organising the OSET presence at TrialGP, MotoGP, F1 and the Motorcycle Live show. Simon’s focus will now be 100% on events and shows.

Simon Armstrong: “I have been around the trials scene for about 50 years now and have witnessed the highs and lows of the sport. I see trials as a key element in healthy motorcycle sport in general. We all know that trials skills translate into any form of motorcycling, and trials has the best base set of skills. A good trials rider can ride anything. As well as that, trials is the perfect sport for electric power. An event with electric machines can run at a lot more venues, and the riders can practice a lot more than on petrol ones. It makes for great riders and takes trials away from the restrictions of petrol machines. Add to this the fact that OSETs are very parent-friendly machines and it makes an excellent recipe for growing the sport from the ground up. The main thing that potential riders need to come into the sport is simple: somewhere to ride. The back garden is fine, but they need more for a rider to really engage with the sport. Local clubs and events, practice areas, ‘have a go’ facilities and training facilities.

“Trials actually has all of these elements already for young riders. There are ten OSET Cup clubs around the country now, with each wishing to run six to eight events a year. Many other trials clubs are ‘OSET friendly’.

There are five training and have-a-go facilities with many more offering practice grounds with pay-and-play. There are events all the way up to the National level for OSET riders. The ‘scene’ is already there. But we feel that it is still a bit of a ‘secret society’ and it’s difficult for new riders to find the information they need. There are also many holes in the country with nowhere to go.

Our first step is to organise all the data. Mick Wren at the ACU has been brilliant and very open to us putting together the data. We want to show all of the venues and events on our website. We want a potential rider to be able to find places to try machines and to ride them once they have one”.

Simon has been busy contacting clubs around the country to find the ones who will welcome the young riders. He will be in charge of compiling all the data, getting events listed on the site, and of course, on social media.

Ian Smith: “Simon is perfect for this role. We hope that anyone reading this article will write to Simon with their information; any clubs open to the youngsters, any riders wanting venues to go to, and practice grounds that would like to be listed. If this can be a coordinated effort between Simon, the ACU, clubs and venues — we can keep reinvigorating this sport from the grassroots and the youngest riders. OSET are committed to this effort, and we really hope that we can be a part of the big picture and a part of getting trials back to another ‘golden era’.

OSET has many future plans that will aid the cause, but stage one is to find out what is available to young riders wishing to try trials and compile it into useful information.

Please contact Simon at simon.armstrong@osetbikes.com if you are a club, practice area, training facility or a Have-a-Go venue not listed in OSET’s advert this month.

Wanted – OSET Cup riders and future world champions. Watch this space!

June-July 2021 • Trial Magazine

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Team Oset • Simon Armstrong

DAD&LAD TEAM OSET

When you first ride a motorcycle at eight years old, it answers a question as to why someone is so passionate about a sport they love. It’s usually a case of ‘dad and lad’, and that’s how Simon Armstrong came into motorcycle trials at such a young age. There was no OSET’ back in the day’. The first machine he got to throw a leg over was a Corgi Paratroopers military fold-up model ridden at ‘Scrambles’ that his dad helped organise at Otley Chevin in the north of the country, with riders like Arthur Lampkin in attendance.

It’s perfectly true, and followed the trend so many years ago, that his first trial in 1970 was on a Puch Maxi Moped with the pedals cut off at Swaine Woods near Leeds. The first full-size motorcycle was a 90cc Gaunt Jawa, later converted to a Gaunt Suzuki with an engine purchased from John Hemmingway, the grandad to the youth trials riders Harry and George, the ones that won so much on OSETs. I am sure you are getting the connection now!

Words: Trials Media and Simon Armstrong • Pictures: Trials Media and OSET

Giving a helping hand to the next generation.

62

A

fter a first win at 12 years old at Post Hill near Leeds in the early ’70s, Simon continued to compete in trials, progressing to the adult scene and reaching the level of Yorkshire Centre Intermediate in his mid-20s. A few years were taken out to purchase a house and get married, as you do, and a single year in road racing proved the point that it did hurt when you hit the tarmac!

Simon returned to trials at 32 and got back to intermediate standard once again in the Yorkshire Centre but could not quite reach expert status. Once again, it was a period away from the sport before returning after a 20-year gap.

Simon joined OSET in 2013 as Sales Manager for the UK and during that time has, as Ian mentioned, been the organiser for OSET CUP NORTH and numerous other high-profile events for OSET. The foreign challenge of riding in Europe took him across the water and to the French Four-Day. He loved the atmosphere of the events and took in the Santigosa Trial twice in 2015 and 2016.

Showing Oliver Smith the line.

June-July 2021 • Trial Magazine

Simon Armstrong • Team Oset

Working in the FIM Trial World Championship with Oliver.

As part of Team OSET, minding duties were called upon for Oliver in 2017 in Andorra, Spain, Belgium, France and the UK. Ian Smith needed someone with experience to look after his young son Oliver. As it turned out, it worked very well and allowed Simon to work on the FIM World Trials Championship scene. Simon is now a very much valued member of the Smith family, who, of course, are the ones behind the OSET name.

Simon Armstrong: “Pretty much my entire working life has been involved with motorcycles, starting with Pudsey Motorcycles, a Yamaha Dealer near Leeds, who sponsored me as a young rider on a TY 250 Twin-Shock. I bring my experience from over 40 years of work within the motorcycle industry both at home

2017 Andorra: Minding is about the trust between two people.

Trial Magazine • June-July 2021

and abroad, retail and wholesale. I have loved seeing the new riders come through and get a real kick out of seeing them improve and go on to bigger and better things. Some of the pictures I have of some young riders when they could hardly walk, let alone ride, are priceless.

“My new role is a very exciting one. I want to remove the mystery in motorcycle trials of where to go and how to do it. Many new riders have parents who are totally new to the sport, and they are completely green as far as trials is concerned. We have a great platform to drive more members to the ACU initially with trials as a base, but there is nothing to stop them from going on to Enduro, Motocross or Circuit Racing. The possibilities are not limited”.

We asked Simon for his top motorcycling moment. We only wanted one answer!

Working for Robert Dunlop at the TT and spending time with Joey; minding for Oliver Smith at the WTC 125cc rounds in 2016 & 2017; competing in the Scott Trial three times; competing in the Santigosa threeday trial twice with Oliver; competing in the French four-day trial; hosting the OSET Cup at Tong in 2016; hosting OSET at MotoGP from 2013–2019; road racing RD250s in 1979; working in Monaco for Nitro helmets; and getting my ACU coach’s licence with Dan Thorpe.

Simon loves motorcycles. Next time you see him, make sure you go and have a chat.

Working with the Bumpy Team at the NEC Show.

63

Sport • Wülfsport ACU Trial GB

Toby Martyn (TRRS UK)

BRITISH CHAMPIONSHIPS

TRIAL GB 2021 IS GO It was a very welcome return under the guidance of Brian Higgins to the Wülfsport ACU British Trials Championship on the 23rd June after a condensed four-round series in 2020 due to the Covid-19 pandemic. With a ten-round proposed championship in 2021, the opening round at the superb Hookwood trials venue near Guildford attracted a strong entry of close on 90 riders across the four classes to be contested: Trial GB, Trial 2, Trial 125, and Expert. Heavy rain showers in the early part of the week made way for a cold, and at times wet, day as the riders took on 12 hazards, ridden over three laps which became very challenging and variable as the event progressed on the muddy banks, rocks and man-made elements which made up the terrain. The competition in each of the four classes to find a winner was quite close: Trial GB, Toby Martyn (TRRS UK); Trial 2, Alexz Wigg (John Lee MCs Vertigo); Trial Expert, Chris Alford (BVM Scorpa); and Trial 125, Harry Hemingway (Beta-UK).

Article: Trials Media • Pictures: Trials Media and AW Trialsport 64

Trial GB Podium

June-July 2021 • Trial Magazine

Wülfsport ACU Trial GB • Sport

Brian Higgins, ACU

The success of the new ACU Trial GB marking system in the 2020 championship was implemented again for 2021. These rules include a one-minute time allowance for each section to be traversed. Other changes allow competitors to stop, go sideways or reverse without penalty. However, going backwards whilst footing incurs a five-mark penalty. An additional championship point is awarded to the best performance on observation on each lap of the trial to all four classes. Three separate routes are laid out to cater for the different classes. The riders wore electronic wrist bands to record their scores, which were then sent back to the results team.

Jack Peace (Sherco)

MARTYN'S MAGIC

With the challenging conditions found in a very wet turbulent May, Toby Martyn (TRRS UK) took the win. With a reduced entry of just five riders in this Trial GB premier class, the organising team at Hookwood Trials Club once again delivered a very challenging course to test four of Great Britain’s World Championship riders to the limit. The defending ACU Trial GB British Champion Iwan Roberts will not be contesting the world championship this year.

It was not an easy victory for Martyn as both Peace brothers pushed him all the way. On the opening lap, the elder of the two brothers, Dan, gained the lead by just six marks as Martyn came under attack from a confident-looking Billy Green, who was making his Scorpa debut in the championship. As Martyn stopped in section two, he looked to be literally trying too hard and fived the following three sections. It was a similar case for Jack Peace, who rounded the lap off with a run of five stops. On the second lap, both the early leader Dan Peace and Toby Martyn dropped the same number of 23 marks each.

Trial Magazine • June-July 2021

Dan Peace (Sherco)

65

Sport • Wülfsport ACU Trial GB

Billy Green (BMS Scorpa)

CONFIDENT MARTYN

On the final lap, Martyn literally had the bit between his teeth. Despite the deteriorating section conditions, he set the best lap of the trial, losing just 16 marks in the process to take a convincing win. The younger of the two brothers, Jack, would win the family battle, with the scores at 91 and 93 marks lost.

Brother Dan has been struggling with a severe bout of Tennis Elbow, but he made no excuses for his last lap score. Billy Green is the youngest of the riders in this class and rode well, but the damage was done in the fight for the podium on the first lap.

No longer a full-time professional rider, Iwan Roberts fought hard all day, but his lack of practice was reflected in his final score.

Since the late 1980s and for the first time in this premier class, there was neither a Beta nor a GASGAS in the results.

Iwan Roberts (TRRS UK)

ACU BRITISH TRIALS CHAMPIONSHIP TRIAL GB CLASS, ROUND 1

RESULTS: 1: Toby Martyn (TRRS UK) 78; 2: Jack Peace (Sherco) 91; 3: Dan Peace (Sherco) 93; 4: Billy Green (BMS Scorpa) 108; 5: Iwan Roberts (TRRS UK) 136.

ACU BRITISH TRIALS CHAMPIONSHIP CHAMPIONSHIP POSITIONS TRIAL GB CLASS

RESULTS: 1: Toby Martyn (TRRS UK) 21*; 2: Jack Peace (Sherco) 17; 3: Dan Peace (Sherco) 15; 4: Billy Green (BMS Scorpa) 13; 5: Iwan Roberts (TRRS UK) 11. *Toby Martyn gains one extra point for the best lap of the trial.

TRIAL 2 CLASS RESULTS: 1: Alexz Wigg 20; 2: Ross Danby 18*; 3: 15; 4: Andy Chilton 13; 5: Sam Haslam 11; 6: Dec Bullock 10; 7: Jack Dance 9; 8: Richard Sadler 8; 9: Oliver Smith 7; 10: Chris Stay 6; 11: Sam Yeomans 5; 12: Tom Minta 4; 13: James Fry 3; 14: Duncan MacColl 2; 15: Charlie Smith 1. *Ross Danby gains one extra point for the best lap of the trial.

Trial 2 winner: Alexz Wigg (John Lee MCs Vertigo)

Trial Expert winner: Chris Alford (BVM Scorpa)

TRIAL EXPERT CLASS RESULTS: 1: Chris Alford 21*; 2: Thomas Affleck 17; 3: Joel Edwards 15; 4: Joseph Collins 13; 5: Dan Hemingway 11; 6: Tyler Rendall 10; 7: Lloyd Price 9; 8: Oliva Kendra 8; 9: Tom Culliford 7; 10: Brad Bullock 6; 11: Thomas Swindlehurst 5; 12: Emma Bristow 4; 13: Tom Middleton 3; 14: George Gosden 2; 15: Ben Sprigg 1. *Chris Alford gains one extra point for the best lap of the trial.

TRIAL 125 CLASS RESULTS: 1: Harry Hemingway 21*; 2: Harry Turner 17; 3: George Hemingway 15; 4: Harry Bowyer 13; 5: Jamie Galloway 11; 6: Alfie Lampkin 10; 7: Owen Chestnut 9; 8: Joe Snelling 8; 9: Jay Piper 7; 10: Charlie Cripps 6.

Trial 125 winner: Harry Hemingway (Beta-UK)

66

*Harry Hemingway gains one extra point for the best lap of the trial.

June-July 2021 • Trial Magazine

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Wülfsport ACU Trial GB • Sport

Alexz Wigg (John Lee MCs Vertigo)

TRIAL 2 IS GO

WIGGY WALTZES IT

Making a return to a full season in the British championship, it was a very happy Alexz Wigg who came away the winner. Hot on his tail, though, were the 2020 Trial 2 British Champion Ross Danby and local rider Sam Connor who both finished just five marks behind the jubilant ‘Wiggy’.

Article: Trials Media

Sam Connor (Beta-UK)

Trial Magazine • June-July 2021

Ross Danby (TRRS UK)

It was always going to be a tough shout out to find a winner, such is the high standard of riding in this premier 2 class. Full of riders — some old, some new — many rivalries have been carried along throughout some of the riders careers, and none know better than the top two riders on the day, Alexz Wigg and Ross Danby, whose rivalry dates back over 15 years.

EARLY LEADER

On the opening lap, a rejuvenated Alexz Wigg stole the lead from the chasing pack on the Vertigo with a score of 20 marks lost headed by one of the hottest UK youth riders, Jack Dance, on 23.

Making the change from his world challenging 125cc GASGAS, Jack was on the 250cc model, having his first ride in the Trial 2 class. Andy Chilton followed him on 26 and Dec Bullock on 27. Interestingly, both the eventual second and third-place finishers, Ross Danby and Sam Connor were on 29 apiece. ‘Wiggy’ further increased his advantage on the second lap, but the chasing pack was closing in.

Andy Chilton (BMS Scorpa)

69

Sport • Wülfsport ACU Trial GB

Sam Haslam (John Lee MCs Montesa)

Dec Bullock (Beta-UK)

Jack Dance (John Shirt MCs GASGAS)

Richard Sadler (Camio Moto Vertigo-UK)

TOO LATE

On the third and final lap of the 12 hazards, both Danby and Connor worked hard to post their lowest lap scores as they tried to catch Wigg. Ross was in fantastic form as the hazards deteriorated to finish the lap with a superb score of just 17 marks lost, with Sam next on 17, but they both would finish on a final score of 70. It’s quite interesting to note it was the first lap advantage that would prove so crucial in the final results.

With Alexz Wigg winning, followed by Ross Danby and Sam Connor, the biggest loser was Jack Dance. Showing good form early on, seven marks lost for time penalties would push him down to seventh position.

70

ACU BRITISH TRIALS CHAMPIONSHIP TRIAL 2 CLASS, ROUND 1

RESULTS: 1: Alexz Wigg (John Lee MCs Vertigo) 65; 2: Ross Danby (TRRS UK) 70; 3: Sam Connor (Beta-UK) 70; 4: Andy Chilton (BMS Scorpa) 77; 5: Sam Haslam (John Lee MCs Montesa) 80; 6: Dec Bullock (Beta-UK) 80; 7: Jack Dance (John Shirt MCs GASGAS) 82; 8: Richard Sadler (Camio Moto Vertigo UK) 87; 9: Oliver Smith (SW Trials TRRS UK) 89; 10: Chris Stay (BVM TRRS UK) 101; 11: Sam Yeomans (Vertigo UK) 104; 12: Tom Minta (BMS Scorpa) 106; 13: James Fry (Sherco) 110; 14: Duncan MacColl (Beta-UK) 125; 15: Charlie Smith (Inch Perfect Beta) 132.

June-July 2021 • Trial Magazine

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Wülfsport ACU Trial GB • Sport

Chris Alford (BVM Scorpa)

Tom Affleck (Sherco)

TRIAL EXPERT IS GO

ALFORD'S ON TOP

Attracting a wide range of riders from around the country and with the biggest class entry, Scorpa mounted Chris Alford, who took his first adult ACU British Championship win at Hookswood.

The early leaders had been the eventual third-place finisher Joel Edwards and fifth place Ben Hemingway. On the second lap, the eventual second-place finisher Tom Affleck moved up the leader board with a superb lap of seven marks lost to put him in the frame for the win. The third and final lap would be decisive, and it was Alford who came back from a poor second lap to secure the welcome victory with a lap of seven marks lost.

Article: Trials Media

ACU BRITISH TRIALS CHAMPIONSHIP EXPERT CLASS, ROUND 1

RESULTS: 1: Chris Alford (BVM Scorpa) 28; 2: Thomas Affleck (Sherco) 30; 3: Joel Edwards (Non-stop Scorpa) 31; 4: Joseph Collins (John Lee MCs Beta) 32; 5: Dan Hemingway (Beta-UK) 34; 6: Tyler Rendall (BVM Vertigo UK) 35; 7: Lloyd Price (John Shirt MCs GASGAS) 39; 8: Oliva Kendra (Acklam’s Beta) 40; 9: Tom Culliford (BVM Vertigo) 42; 10: Brad Bullock (Beta-UK) 43; 11: Thomas Swindlehurst (Sherco) 45; 12: Emma Bristow (Sherco) 45; 13: Tom Middleton (Inch Perfect Vertigo) 47; 14: George Gosden (Beta-UK) 48; 15: Ben Sprigg (Beta-UK) 49.

Trial Magazine • June-July 2021

Joel Edwards (Non Stop Trials Scorpa)

73

Sport • Wülfsport ACU Trial GB

Harry Hemingway (Beta-UK)

George Hemingway (Beta-UK)

TRIAL 125 IS GO

HAPPY HARRY

Wow, this is some class in 2021! Great Britain has some of the hottest young riders, and it was so good to see two of them, Harry Hemingway and Harry Turner, have a terrific fight for supremacy at round one. Once again, it was a good strong first lap where Harry Hemingway gained an early advantage. Turner came fighting back on the second lap, but the consistency from ‘Hemmo’ gave him the well-deserved victory. Growing all the time in both stature and ability, it was the youngest of the Hemingway boys George who came home third. If you look down to the sixth-place finisher, you will see a familiar surname, Lampkin. Making his British Championship debut, Alfie is the eldest son of the 12-time FIM World Trials Champion, Dougie.

Article: Trials Media

Harrry Turner (BMS Scorpa)

74

ACU BRITISH TRIALS CHAMPIONSHIP

TRIAL 125 CLASS, ROUND 1 RESULTS: 1: Harry Hemingway (Beta-UK) 21; 2: Harry Turner (BMS Scorpa) 28; 3: George Hemingway (Beta-UK) 35; 4: Harry Bowyer (John Shirt MCs GASGAS) 41; 5: Jamie Galloway (TRRS UK) 47; 6: Alfie Lampkin (Vertigo UK) 60; 7: Owen Chestnut (BMS Scorpa) 70; 8: Joe Snelling (Beta-UK) 76; 9: Jay Piper (Acklam’s Beta) 80; 10: Charlie Cripps (Beta-UK) 101.

Alfie Lampkin (Vertigo UK)

June-July 2021 • Trial Magazine

What’s the story • Matthew Alpe

INCH PERFECT

WHAT’S THE STORY?

Having a vision in life and becoming a reality can be achieved with hard work and dedication. Entrepreneurial skills can often be found at a very young age, maybe mirrored from supportive parents who had become successful. Following them into a family business can have its benefits, as generations of younger siblings have proved in the past in all walks of life. Matthew Alpe showed an eye for business at a very young age, even when he was in his school uniform. These early-learning years started to mould his future business career, which would move to the two-wheeled industry. From a non-motorcycling background, he had a futuristic vision of selling his chosen sport — motorcycle trials — to the general public. And you are about to find out how he wanted it – Inch Perfect.

Words: Trial Magazine with Matthew Alpe • Pictures: Trials Media MA

I

n this feature, we have a walk through the life of Matthew Alpe, supported by his partner Amy Holden, who is just as passionate about trials as Matthew, sharing a joint vision of the future in motorcycle trials.

We find out ‘What’s the story’ from the early days right up to the present from the head of his empire Inch Perfect Trials, based in the beautiful Ribble Valley, just 20 minutes out of Clitheroe.

Was it always motorcycles?

I have always been an outdoor person, and as my dad had a garage business, I have had an interest in anything mechanical from a very young age.

My family was not from a trials background, and so it was basically down to me to get the wheels in motion. It was a four-wheel start, with a quad bike, before meeting a family friend who had a trials motorcycle. After a quick spin, it was love at first sight. The vision was now set for the future; I wanted a trials machine! There was no easy way to a trials motorcycle, and my father emphasised that if I wanted one, I would have to save up to buy it myself.

How did you purchase your first motorcycle?

I used to make dog kennels after school to sell and took into school chewy bars – all sold at a premium price. I carried out washing and serving at a local hotel before I had enough 76

To build any business, it is step by step.

money for my first purchase. The machine I wanted, a Yamaha TY 175, was out of my reach. So, as Christmas 2004 approached, I moved into the supply of turkeys to have enough money; finally, I could purchase my machine — one I had grafted to buy! To say I got value for money out of the Yamaha was an understatement; I rode it 24/7.

Tell us about your first trial.

After progressing to a Beta Rev 3 250, the day of the first trial arrived. Encouraged by a family

friend Jonny Smith, who I purchased the Beta from, I was now a trials rider riding in a trial at Lancs County. This trial would bring me into contact with a certain Mike Rapley. From that day on, I became Mike’s new ‘friend’ as I hassled him to death on the phone! The trials’ bug’ was now part of my obsession for motorcycle trials, and it took over my life. School life came second fiddle to trials; it was now a six o’clock start to enhance my trials skills before first light came, and I was out practising, well before the school bell called. I wanted to be Dougie Lampkin!

June-July 2021 • Trial Magazine

Matthew Alpe • What’s the story

2012: In the early days the then Montesa distributors in the UK, Pidcock Honda Motorcycles supplied two Montesa 4RT models.

2012: Matthew always knew which direction he wanted to go with the business.

2013: The Inch Perfect Trials Display Team soon had a good reputation for putting on a show.

How did you progress with trials?

It was a massive eye-opener after riding conducted trials at Lancs County to my first actual training session at Dudwood Farm with David Bacon. I still look back at the size of the rocks and wonder how I ever got up them. Now practising way beyond my limits, my hardearned cash would go to pay for the constant need for spare parts. A brand new 2006 125cc Sherco at the price of £2,900 came from Colin Appleyard Motorcycles after trading in the now well-worn Beta.

Did you want to be a trials superstar?

Armed with the new Sherco, I competed in YMSA Trials and the Youth B class BTC. It was a steep learning curve, but I was very determined and progressing all the time. The move onto Youth A was a huge step, but one I embraced; I always gave it my best shot. In 2009 it was the start of a long association with riding a Beta. I achieved moderate success but soon realised this would not be my future career.

What it had done, though, was plant the seeds for my life in the future. I was already thinking about a career in motorcycle trials and one where I could fulfil my passion for the sport.

Did you enjoy your school days?

Education is always important. I would always say to anyone, put as much effort as you can while at school. I was in my early teenage years when my thoughts about the future started to come to me, and without a good education, the business would not be where it is today. I studied hard at school as my parents always pointed out that to be at the top in any profession and successful, you have to put in the hard work first, starting with a good education from a young age.

I attended Bowland High School and achieved much academic success, including being the Deputy Head Boy. I left school very proud and looking forward to the future. Even at this early Trial Magazine • June-July 2021

I first rode the SSDT in 2013; it was a fantastic experience and I wanted more.

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June-July 2021 • Trial Magazine

Matthew Alpe • What’s the story

2013: We started from some very small buildings in the corner of a barn. We still use part of this space in the present-day surroundings.

2014: I had the vison for experience days to showcase motorcycle trials to a wider audience.

stage in my life, I knew exactly what I wanted to achieve, which was to own my own business based around my passion — motorcycle trials.

Did you go straight from school into employment?

On leaving school, my heart was set on entering the motorcycle profession. I served a mechanic’s apprenticeship at KIK ATVs — a local Honda quad bike dealership owned by Keith Knowles. It was a hands-on approach to all aspects of the job, which broadened my business mind and mechanical knowledge as the shop also dealt with off-road riding.

Soon I was well into the workings of two- and four-stroke engines, gaining experience all the time. The owner recognised my enthusiasm for the job and encouraged me to go on to the Honda institute to further my knowledge as a motorcycle mechanic but, most importantly, gain some qualifications. It was working in a whole new environment, with many hours spent not just in the workshop but also in the classroom.

This experience of Honda motorcycles came into its own when we at Inch Perfect took on the Honda/Montesa dealership in 2017.

You then purchased a trials display truck.

I had always had a vision of taking motorcycle trials to the general public and, in 2010, I purchased a second-hand truck that had been built for what we had in mind. We did a few shows, and then the bookings started to materialise. The Inch Perfect Trials Display Team soon came to life. In the early days, I was supported by Ben Butterworth.

During 2010, we also attracted support from the then Montesa distributors in the UK, Pidcock Honda Motorcycles, who supplied us each with a Montesa 4RT Repsol Replica. Soon we had performed at more than 150 shows, including British Super Bikes, Otley Show, Wilton House Classic and Supercar Show, Southport Flower Show and International Dirtbike Show, to name just a few.

2016: My world, motorcycle trials.

We are based in the beautiful Ribble Valley, just 20 minutes out of Clitheroe.

2016: I have always been hands-on, helping the customers where necessary.

Trial Magazine • June-July 2021

2016: Making progress with my vision of the business.

79

What’s the story • Matthew Alpe

2016: Motorcycle trials is for everyone; the Electric Motion is the ideal introduction to the sport.

So, when did the Inch Perfect Trials idea come to life?

It was 2004. I was on holiday with my family when I thought about my future. On a P&O notepad, I drew a picture of a row of trials motorcycles in a shop, and I listed what it would provide. It was motorcycle hire, training days, workshop and machine sales. I even thought of a name for the shop, which was Alpe Back. After one year as a sole trader, it was a proud day for me when, on 14th November 2011, Inch Perfect Trials was incorporated as a limited company.

2016: Explaining the workings of the Electric Motion trials model on a Trial Magazine test day.

Along with the display team, you then opened the shop.

I had the vision of experience days to showcase motorcycle trials to a broader audience. The thoughts of a pay-and-play day with rider instruction were part of the long-term idea of looking towards the shop’s future. We started from some very small buildings in the corner of a barn; we still use part of this space in the present-day surroundings, where Charlotte Fearnhead would start taking the orders for the instruction days. I began to bring in the workshop work and started to build the shop area to attract customers. I am sure you remember your first Trial Magazine visit in the cold of November 2014. We were very primitive when we started, and we placed our first advert with you in January 2015.

And it has grown since then!

What you see today is the fruits of the labour of many long and challenging days. Inch Perfect is the complete package for riders of all ages and abilities to enjoy. You can call or go online, find a package to suit both the rider and their pockets, and turn up on your allocated day. My fleet of machines are all the latest models, so if you fancy a change of machinery and want to try the latest model, you can book with us and enjoy at your own pace and time.

2016: Riding in the E Class at the FIM World Championship round in Great Britain on the Electric Motion.

80

You pride yourself on service.

Correct. All our second-hand machines come through the workshop. The standard is very high, and I always make a June-July 2021 • Trial Magazine

Matthew Alpe • What’s the story

2018: It’s full concentration at the SSDT on the Beta.

point of checking the stock myself. ‘Would I want to buy this machine myself?’ is my first thought; that is how much I value the product we are selling. When potential customers come into the shop, I always want them to have a feelgood factor when they leave; if they have that, I know they will always return.

We stock what we consider to be the best, both in the riding kit and after-market hard parts. I used to find it frustrating when I wanted a new machine and be able to pick it up from a dealer with my choice of after-market parts fitted and ready to ride. In our fully equipped workshop, one of our mechanics can arrange that for the customer.

You are very passionate about Electric Motion.

It is another arm of the company, which came to life in 2020. They are the only motorcycle manufacturer to offer a range of full-size electric trials models. Linear and easily adjustable power delivery from the Electric Motion makes it such a good machine for riders

2019 SSDT: My biggest problem is the commitment needed to train and be prepared, as we are always so busy at work.

Trial Magazine • June-July 2021

2018: Proving the Electric Motion in the wet.

of all abilities to learn about off-road riding.

As a package for a new rider to the sport, the main areas of enjoyment come from the ridefree environment as they produce no exhaust noise or emissions, and the maintenance is almost zero. In my opinion, this is where the trials market can grow and, as a motorcycle manufacturer, Electric Motion is the market leader with its adult model range.

Favourite Trial?

It has to be the Scottish Six Days Trial — man and machine against the elements. It is the dream for so many youngsters to compete in; I was one of them.

I first rode it in 2013, it was a fantastic experience, and I wanted more. My biggest problem is the commitment needed to train and be prepared; we are always so busy at work.

In 2020, and for the first time in the history of the SSDT, I entered an electric motorcycle along with the Competition Team Manager at Electric Motion, Marc Colomer from Spain.

In 2020 and for the very first time in the history of the SSDT trial I had entered on an electric motorcycle in the event. As we all know, it was cancelled.

The electric machines were prepared and ready.

We had worked out how to manage the battery life and were more than happy to take on the challenge. We will be back in 2022 with a threeman manufacturers’ team.

What is the ultimate vision?

We have just heavily invested in a new riderfriendly trials park, which you can see on your way into Inch Perfect Trials. This area is for riders to learn about the sport in a very controlled environment. Our instructors can guide the riders as they progress and hopefully improve to be able to have the confidence to attempt the more challenging hazards.

We have also introduced what we term the forest trail, a gravel track that allows all levels of rider to access all the sections across the full 100 acres of land we have available. It is around two miles in length and, on the entire lap, you will encounter all the natural types of terrain, including rivers, banks, tree roots and muddy banks you will ever find in a trials competition.

A winning team, Matthew with his partner, Amy Holden.

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no road is too long if you have good company

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Missing You • SSDT

SCOTTISH SIX DAYS TRIAL

100 YEARS: 2011

As we are still living under the Covid-19 pandemic cloud, the organising Edinburgh & District Motor Club Limited had no option but to follow on from 2020 and cancel the 2021 Scottish Six Days Trial once again. Some people will say the decision, made on 26th January, was a little hasty, but it proved to be the correct one as we are only now seeing the true extent of the long roadmap out of this awful period in human history. For those who are not aware, the planning for each year’s event starts the week after one finishes; such is the logistical operation for an event of this size — it’s not just about six days in May for many!

Words: Trials Media • Pictures: Colin Bullock Eric Kitchen Trials Media 84

June-July 2021 • Trial Magazine

SSDT • Missing You

2011 SSDT Winners: Team James Dabill.

2

011 marked the 100-year celebrations of the famous Scottish Six Days Trial, still, in many eyes, the most prestigious trials event in the world. The attraction from around the globe to compete in this celebration event was huge. The entry once again way oversubscribed. After the ballot to allocate riding numbers, the club had many previous winners included in the entry, including Dougie Lampkin (1994, 1995, 1996, 2008, 2009); Graham Jarvis (1998, 1999, 2004, 2006); Amos Bilbao (2002); Sam Connor (2005); James Dabill (2007) and the 2010 winner Alexz Wigg.

To take the win in 2011 would be one moment in time, and they all wanted the winning title of ‘Centurion’ to celebrate 100 years of the most famous trial in the world. The whole world of motorcycling (not just trials) came to Fort William in 2011 to celebrate this iconic occasion. We reflect on the 2011 event won by James Dabill (Beta), and, yes, we are missing you and look forward to meeting up again with friends old and new in 2022.

For once, the inclement weather that can be found at the event did everyone a favour and stayed away. Sunday’s weigh-in day was blessed with Mediterranean sunshine, and it was a

The attraction from around the globe to join in this 100-year celebration event was huge.

Trial Magazine • June-July 2021

Sunshine covered the Sunday weigh-in at the West End car park, Fort William.

happy carnival atmosphere for motorcycle trials at the West End car park. Friends old and new had their regular ‘Meet’ and spoke about and enjoyed 100 years of this famous event.

DABILL’S DOUBLE HIT

It was a very happy James Dabill who arrived in Scotland as the man on form and focussed on the history books. He delivered on the goods and hit the history books on two accounts. He won the event and became the first winner on a four-stroke machine since Alan Lampkin’s win on the BSA in 1966. Even though his late riding number, 248, meant he would be in the early group on the final day, he rode a well-calculated six days. He was in touching distance of the lead all week and on day five made his intentions clear as his close rival Dougie Lampkin crashed out of the event with an injured ankle. He was the best performer on Friday with his nearest rival Alexz Wigg; they both dropped two marks each but stretched the marks advantage to four, leaving it all to play for on the final day.

EARLY FINISHER

He rode a cool, calculated final day, despite the intense heat as the sunshine hit the area once

again. Riding at the very front of the entry, he enjoyed the sun and parted with six marks for the day to finish early – had he done enough to win? As Alexz Wigg (Sherco) dropped down to finish fourth, his good friend and rival Michael Brown (Gas Gas) moved into the runner-up position with the best performance for the day.

In third position was the previous winner, Graham Jarvis (Montesa), who benefited from Wigg’s surprise stop on the final hazard at Town Hall Brae as his chain derailed. The win from Dabill moved him to the status as the number one trials rider in the UK as he also added another string to his bow. He became only the second rider in the event’s history — along with the great Sammy Miller — to win the event on both two- and four-stroke machines.

SSDT 2011 TOP TEN

RESULTS: 1: James Dabill (Beta) 13; 2: Michael Brown (JST Gas Gas) 16; 3: Graham Jarvis (Pidcock Honda-Montesa) 19; 4: Alexz Wigg (Sherco) 19; 5: Gary MacDonald (JST Gas Gas) 32; 6: Sam Connor (Beta-UK) 33; 7: Ian Austermuhle (Beta-UK) 37; 8: Ben Hemingway (Beta-UK) 39; 9: Alfredo Gomez (Montesa-ESP) 45; 10: James Lampkin (Beta) 45.

14 past winners dating back to 1956.

85

Missing You • SSDT

C

M

Y

CM

MY

CY

SCOTTISH SIX DAYS TRIAL

CMY

100 YEARS: 2011 As James Dabill took the victory, the fight behind him for the top positions had been close throughout the six days. With the weather being kind, it was appreciated by the larger-than-expected crowds for the 100-year celebration. In a low-scoring event, every mark counted, and the scores were close, with the tie-break decider also sorting out the final podium position. So, what happened to the opposition? The most significant loss from the top positions was the retirement of Dougie Lampkin (Gas Gas), who damaged his ankle as the event entered its conclusion. With five wins already to his name, he failed to start the final day.

Words: Trials Media • Pictures: John E Shirt, Andrew Stewart and Trials Media

2nd — Michael Brown (JST Gas Gas UK): The 2010 runner-up, the ‘Mighty Atom’, was once again pushed off the podium’s top spot despite a gallant attempt for glory. Going clean and losing no marks on the first day is a superb achievement, and it gave him the extra feel-good factor.

Two single-mark penalties on Tuesday put him in front, but a very loose five on section two at the sections named Annatt overlooking Fort William was not good – and he knew it. He was up for the fight for victory with only a two-mark loss for Thursday before his early day, Friday. A total of five marks lost pushed him out of the top three, leaving so much work to do on the final day if he wanted to win. He rode his heart out at the back of the entry losing only a single mark, the best for the day, but it was not enough, and it was a disappointed Brown who sportingly shook hands with Dabill, acknowledging his rival’s win.

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Even Nevis Radio exposed some flesh!

3rd — Graham Jarvis (Pidcock Honda-Montesa): The importership of the Honda–Montesa range of trials machines had moved to Chris Pidcock. He arrived at the SSDT on a new centenary celebration machine for the four-time winner Jarvis to ride.

Jarvis had moved to Italy, riding for an Enduro team; a man of very few words, he was never far away from the hunt for the victory. Losing just a single mark on day one, he fired a warning shot to his rivals, but the wheels came off his challenge with a single five late on day two.

With a strong ride at the halfway point, Thursday (Day four) got even better when the single mark he parted with put him in second place, but two three-mark penalties on the penultimate day left him with too much work to do on Saturday. It was not to be a win, but his five-mark penalty on Saturday was all he lost, giving him the last place on the podium on the tie decider. Graham was happy, and so was Chris Pidcock.

June-July 2021 • Trial Magazine

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SSDT • Missing You

Michael Brown (JST Gas Gas) pushed for the win all week; he had a good ride, let down by a five-mark penalty on day two.

Spain’s Alfredo Gomez was a welcome first-time rider in Scotland on the four-stroke Montesa, rewarded with the Best Newcomer and Foreign Rider awards

4th — Alexz Wigg (Sherco): A hugely popular winner in 2010, ‘Wiggy’ gave the SSDT one hundred per cent. It was a tough start to the week on Monday when he took a five on the step at Coire Mhorair, a repeat of 2010, and then added two more marks to finish the day down in 12th position. It had been a sure-fire wake-up call, and he came to life on Tuesday with just a single-mark loss which confirmed he wanted another win.

He was ‘feet up’ all day Wednesday and moved into a very strong fourth place. Three single-mark penalties on Thursday kept him in touch of the leaders, and on Friday, he delivered in true style, matching Dabill’s two for the day; he knew that with Dabill having his early day on Saturday, the win was still out there for the taking.

It was drama at the close of the day, though, when a rock dislodged the drive chain of the machine on ‘Town Hall Brae’, the last section of the event, and he lost out to the tie-break decider for third position to Graham Jarvis.

Chris Pidock upheld Montesa honour with Graham Jarvis, who came home third.

Scorpa UK importer Nigel Birkett keeps his eyes on his supported rider Joe Baker.

Trial Magazine • June-July 2021

5th — Gary MacDonald (JST Gas Gas): This very proud Scotsman once again missed a much sought-after win as he gave it his all to come in fifth place and the second-best Gas Gas rider. Earlier in the year, he had damaged his hand in an accident at work. As a result, he had not had as much time on the machine as he usually would, which is necessary if you are to push for the win. The highlight of his week was the joint Best Performance on the Wednesday.

Father and son Paul and Tom Sagar are refuelled by the marvellous Army team, with support from Putoline oils.

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Missing You • SSDT

Amos Bilbao, on the left, with Nigel Birkett share the joke.

Sunshine in Scotland: the six days were blessed with Mediterranean weather for most of the week

A SUPER WEEK

In the backdrop is Fort William as Trial Magazine test rider Phil Disney styles it out in the sun at Annatt.

THE BEST OF THE REST

It was to be a fight amongst the Beta riders for the remaining top positions, headed by Sam Connor. A winner in 2005, he now treats the event as a sporting holiday, one he very much enjoys, and once again, he proved that talent never goes away.

As you would expect, the ‘Scottish’ usually brings out the best riding over the six days. Both Ian Austermuhle and Ben Hemingway raised their game at the event, with Ian beating Ben by just two marks. The best daily performance efforts on the Thursday gave him the edge when he parted with no marks.

Of the young riders now coming through the ranks in the world championship events, Spain’s Alfredo Gomez was a welcome first-time rider in Scotland on the four-stroke Montesa, rewarded with the Best Newcomer and Foreign Rider awards. It would be another ‘Scottish’ addict, James Lampkin, who, despite having only had a few outings on the machine before the event, rounded off the top ten.

All three Lejeune brothers from Belgium came over for the event; this is the youngest brother, Eric.

90

In a change of colour scheme and engine supplier, the French-built Scorpa machines were now orange, and with a change from the Japanese Yamaha engine to one supplied

by Europe. With a reputation as a good machine for the event, Devon-based Joe Baker was the best of a handful of riders on the new machine.

With no marks lost on the Wednesday, Dan Thorpe joined three other riders for the best Daily Performance award, but this was still not enough to out-point his fellow Gas Gas team rider, Sam Haslam.

A British Expert Trials Champion many years ago but now fully converted to enduro, Tom Sagar showed he still has the talent on the Montesa as he finished in front of Jack Challoner. Rounding off the top 15 was another young rider full of potential, Ben Morphett.

OSSA

Ossa last attended this event in the mid-80s, and we all remember the glory years with Mick Andrews in the ’70s. They returned in 2011 with a revolutionary new machine to put it to the ultimate test — the ‘Scottish’.

Guy Kendrew was the best of the riders on the new machine, as Emma Bristow took the Best Ladies’ award after some gutsy riding during the week. All the three lady riders, including Becky Cook and Katy Sunter, did themselves proud by finishing the event.

The Edinburgh and District Motor Club put on a fantastic event to celebrate 100 years of the Scottish Six Days Trial. Blessed with Mediterranean weather for most of the week, it still stands proud as the most prestigious event in the world trials calendar — and long may it continue.

Always a trials enthusiast, Rob Warner (Montesa) parked up his mountain bike to enjoy the 100-year celebrations of the SSDT.

June-July 2021 • Trial Magazine

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SSDT • Missing You

SCOTTISH SIX DAYS TRIAL

100 YEARS: 2011 Consider 2020 and 2021 as an interruption to the greatest test of rider and machine.

We look forward to seeing you all again in 2022; the sunshine is on order.

SCOTTISH SIX DAYS TRIAL 2011

RESULTS: 1: James Dabill (Beta) 13; 2: Michael Brown (JST Gas Gas) 16; 3: Graham Jarvis (Pidcock Honda-Montesa) 19; 4: Alexz Wigg (Sherco) 19; 5: Gary MacDonald (JST Gas Gas) 32; 6: Sam Connor (Beta-UK) 33; 7: Ian Austermuhle (Beta-UK) 37; 8: Ben Hemingway (Beta-UK) 39; 9: Alfredo Gomez (Montesa-ESP) 45; 10: James Lampkin (Beta) 45; 11: Joe Baker (BMS Scorpa) 45; 12: Sam Haslam (JST Gas Gas) 46; 13: Tom Sagar (Montesa) 46; 14: Jack Challoner (Beta-UK) 47; 15: Ben Morphett (Sherco) 51; 16: Dan Thorpe (JST Gas Gas) 52; 17: John Crinson (Beta UK) 52; 18: Amos Bilbao (MontesaESP) 53; 19: Ross Danby (JST Gas Gas) 62; 20: Jonathan Richardson (Sherco) 63; 21: Guy Kendrew (Ossa Moto UK) 64; 22: Michael Burton (Beta) 68; 23: Richard Sadler (Sherco) 70; 24: Dan Clarke (Appleyards Beta) 72; 25: Adam Norris (Beta) 73; 26: Ricky Wiggins (RCM Gas Gas) 76; 27: Darren Brice (BMS Scorpa) 78; 28: Craig Robinson (JST Gas Gas) 86; 29: Jack Sheppard (BetaUK) 86; 30: Jordi Picola (Gas Gas-ESP) 90; 31: Arran Drachenberg (Appleyard Beta) 93; 32: Chris Pearson (Sherco) 94; 33: John R Shirt (JST Gas Gas) 96; 34: Tomas Hick (Beta) 105; 35: Dan Hemingway (Beta-UK) 106; 36: James Fry (Sherco) 107; 37: Gabriel Reyes (Ossa-ESP) 107; 38: Stephen Dixon (BMS Scorpa) 112; 39: Josh Brain (Gas Gas) 113; 40: Andy Chilton (Sherco) 114; 41: Juan Knight (Ossa) 114; 42; Richard Timperley (Sherco) 137; 43: Ivan Peydro (Gas Gas-ESP) 137; 44: Harry Lampkin (Gas Gas) 137; 45: Jan Cardinaels (Gas Gas-BEL) 138; 46: Harold Crawford (Sherco) 140; 47: Philip Alderson (Gas Gas) 140; 48: Pere Borrellas (Gas Gas-ESP) 141; 49: Chris Dixon (BMS Scorpa) 143; 50: Ross Crosby (Pidcock Montesa) 143.

A picture etched in the mind of every rider who has ridden in the Scottish Six Days Trial.

SPECIAL AWARDS BEST NEWCOMER: Alfredo Gomez (Montesa-ESP) SECOND BEST NEWCOMER: Guy Kendrew (Ossa Moto UK) BEST OVER/40: Amos Bilbao (Montesa-ESP) BEST LADY: Emma Bristow (Ossa Moto UK) BEST PERFORMANCE UP TO 200CC: Jack Shepperd (Beta-UK) BEST PERFORMANCE 201–250CC: Graham Jarvis (Pidcock Montesa/Honda) BEST PERFORMANCE OVER 250CC: James Dabill (Beta) BEST MANUFACTURERS TEAM: Sherco A BEST PERFORMANCE MONDAY: Michael Brown (JST Gas Gas) and Dougie Lampkin (Gas Gas) 0 Marks Lost BEST PERFORMANCE TUESDAY: Alexz Wigg (Sherco) 1 Mark Lost BEST PERFORMANCE WEDNESDAY: Alexz Wigg (Sherco); Gary MacDonald (JST Gas Gas); Dan Thorpe (JST Gas Gas) and Jonathan Richardson (Sherco) 0 Marks Lost BEST PERFORMANCE THURSDAY: Ian Austermuhle (Beta-UK) 0 Marks Lost BEST PERFORMANCE FRIDAY: Alexz Wigg (Sherco) and James Dabill (Beta) 2 Marks Lost BEST PERFORMANCE SATURDAY: Michael Brown (Gas Gas) 1 Mark Lost

MACHINES: Gas Gas: 15; Beta: 14; Sherco: 9; Montesa: 5; Scorpa: 4; Ossa: 3

Missing you: This would be the last time we would have the pleasure of watching the great Italian rider Diego Bosis in Scotland. Sadly, he passed away on the 15 Feb 2012. Gone but never forgotten.

Trial Magazine • June-July 2021

Emma Bristow stands proud with ‘Team Ossa’ as the winner of the Best Lady Rider award.

93

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June-July 2021 • Trial Magazine

Missing You • SSDT

Pre-1964 Sammy Miller was the man who had so much success in Scotland on the famous Ariel GOV 132.

SCOTTISH SIX DAYS TRIAL

100 YEARS: 1909-2011

The early history of the two-wheeled motorcycle very much mirrors the Scottish Six Days Trial. In the early 1900s, motorcycles were very primitive, and the original SSDT was mainly a test of reliability for those riders and machines, something very similar to the present event. Ever since those early days, it has attracted manufacturer involvement from the major brands across the globe. The sales benefit of winning such a prestigious event is a major selling point for them, even to the present day. The event originated as a five-day reliability trial in July 1909 run by the Edinburgh MC, and in 1910 the event was extended to six days.

Words: Trials Guru and Yoomee • Pictures: Brian Holder, Erik Kitchen, James Stewart, Trials Media and Toon Van De Vliet

I

n 1911 the Edinburgh MC merged with a series of other motorcycling clubs to form the current Edinburgh & District MC, and this new club has organised the Scottish Six Days ever since.

In the early years, it started and finished in Edinburgh, though rather than being a series of daily routes, returning to the starting point each day, the trial took in the whole of Scotland.

It was a six-day adventure from Edinburgh to John O’Groats and back, with designated stopping points for overnight stays throughout the week. In 1914, the rules changed, introducing penalties for time and machine faults. In the 1920s, light cars were permitted to take part in the event for a short period.

BOOM TIME

In 1938, Fort William was chosen as a new central point for the trial, although the start and finish of the week would still be in Edinburgh.

It did not take effect immediately as the trial was halted during the Second World War but, in 1947, the event resumed and grew from 96

strength to strength. It was a boom time for the manufacturers in Great Britain as the ‘new’ sport of motorcycle trials attracted so many riders to the off-road world.

By the 1970s, the popularity of the ‘Scottish’ had exceeded all expectations, and entries had to be limited by ballot, as it became impossible for all entrants to complete the daily route within daylight hours.

The following change came in 1977 when the link with Edinburgh was finally broken, and the event started and finished in Fort William rather than having the traditional runs to Edinburgh at the open and close of the week’s riding.

In the 1980s, the event’s international flavour began with the first overseas rider, Yrjo Vesterinen (Montesa-FIN), winning the event, which would continue for nine consecutive years.

The early 1990s tested the prestige of the event when the focus shifted to world trials. Entries diminished, and many predicted the end of the event until a certain Mr Peter Stewart changed

It was most certainly a case of ‘Put a Tiger in your Tank’ as Sammy Miller took the first foreign machine win in 1965 on the Bultaco. The catchy phrase came from the late, great, Murray Walker.

June-July 2021 • Trial Magazine

SSDT • Missing You

In 1974 Mick Andrews gave a Japanese manufacturer its first win on a Yamaha.

the event for the better and guaranteed a future event for all to enjoy. The constant question asked by so many is when did the trial revert to the ‘Non-Stop’ rules? To put the record straight, we have reprinted an article from a good old friend of Trial Magazine, Peter Stewart. Here he takes up the story of the change that would save the event. We open the article reprint with the original header and words from 2011.

Yrjo Vesterinen (Montesa-FIN) was the first foreign winner in 1980.

A RETURN TO A NON-STOP SCOTTISH SIX DAYS TRIAL

The Hamilton Yamaha Team was owned and run by trials enthusiast Peter Stewart. A massive SSDT fan, he witnessed the decline in entries at the event as the new style of ‘Trick’ riding entered the sport. In his opinion, this was killing traditional events like the ‘Scottish’, and so he approached the committee to try and orchestrate the return to ‘Non-Stop’ and, as they say, the rest is history.

Words: Peter Stewart

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Peter Stewart was the saviour of the event in 1999.

Trial Magazine • June-July 2021

first got involved with ‘Scottish’ sponsorship in 1987 with Dave Thorpe and Adrian Clarke.

Merle Morewood organised the fuelling at that time for the Hillsborough, Sheffield and Hallamshire clubs. It led us to sponsor a team made up of lads from these clubs. We won the appropriate cup for quite a few years. During this time, they became more and more involved with Yamaha; this was in the last year of their sponsorship for Tony Scarlett. In our first full year with the team, we had Gerald Richardson, Phil Alderson and Harold Crawford as our main riders. At this time, Roger Harvey was the team manager, with me just a contributor. The Scottish really became a ‘must-do’ at this time.

Legendary weigh-in days on the Sunday were spent in the Ben Nevis Hotel where froth was blown off more than a few pints, a chance to socialise with mates from all over the country.

More professional teams were becoming the norm, so, with Yamaha and the assistance of Merle and Alan Morewood, we moved up a gear in the Parc Ferme. Using our Yamaha contacts, we persuaded Dunlop to join in, and Roger persuaded the Army to do the fuelling — and hasn’t it developed into a terrific backdrop to the trial?

Soon Roger left to go to Honda, and I was asked to take over as team manager, which was a great honour. We always had a lot of fun as a team, ‘Apres Trial’ being quite popular. I remember Jordi Tarres turning up with an airbrushed sign-written truck: a ‘whir’ of hydraulics, and out of the back came the prototype water-cooled Beta. He did a 180º flick turn on the road outside, rode up to the practice rocks and gave a spectacular display of machine control, demoralising everyone!

The first day, Monday, dawned: bleak, overcast – and down came the rain. At Fersit, I watched Harold Crawford have a stunning ride, looking more like a powerboat than a motorcycle. Tarres, meanwhile, had broken down; his machine seized up due to a blocked radiator. Fast forward to The Mercury Hotel and 03.00 in the morning, and Harold is dragged away by his wife Audrey and his sister after celebrating his ‘best on the day’ award.

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Missing You • SSDT

Dougie Lampkin (Beta) won the event for the first time in 1994.

Introducing a return to the ‘Non-Stop’ rule in 1999 did not stop Graham Jarvis winning for Bultaco.

CRISIS POINT

Not long after this, entries were reaching crisis point as they continued to decline; could the trial survive? With bad weather year after year and very late finishes during the week, and rising costs all playing their part in this unfortunate situation, what could be done to turn things around?

Jim McColm, who was the secretary, was also coming to the end of his tenure; the future looked bleak indeed. Problems increased, with delays at the sections. Irish star Rob Crawford spent eight minutes in a Chairlift section, as he was entitled to do with the riders allowed to stop without penalty; this became a two-hour delay at the first group of the day after a cold, wet 30-mile ride. On top of this, the rules were too strict. We had changed an engine one year, a solution which was not available to a Clubman. If they had a serious problem, they were out. The tubeless rear tyres were becoming impossible to change out on the course, so outside assistance was becoming essential. The sections, because of the rules, were becoming harder. The Clubmen, the backbone of the trial, were struggling; this made for even more delay. Some evenings it was eight o’clock when the last riders finished, not out of time but due to delay. I thought I had a solution.

Armed with a satchel of Yamaha money and a couple of bikes, I departed to Edinburgh. The gifts came with one big string attached, NO STOP rules! A lot of trips to Edinburgh and many phone calls ensued.

Manx rider Steve Colley (Gas Gas) won the 2000 event as we entered the noughties.

98

One man who has given so much to the event is ‘Ace’ photographer Eric Kitchen, seen here receiving the number one photographer’s jacket from Jeff Horne in 2018

There were worries about top riders ceasing to come; would that affect factory commitment? Leaving Clubmen without backup; would it work?

It was agreed, with trepidation.

Willy, Rab and the rest of the team rose to the challenge for the 1999 event and, as usual, worked like Trojans. We waited with bated breath.

Had it worked? You bet it did!

Watching the likes of Shirty Jnr and Steve Colley attack the sections at Kentallen, giving a bravura performance of hopping, flicking, and NO STOP was electrifying to watch, and both the riders and the crowds loved it. So, there we were, ‘The Holiday in the Highlands’ had returned with a vengeance. To paraphrase a competitor: VIVA LA SCOTTISH.

2019: Bill Wilkinson on the left was the last winner on a machine from Great Britain, with the Greeves in 1969. On the right is the most successful rider in the history of the event Dougie Lampkin, here with his Vertigo.

June-July 2021 • Trial Magazine

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SALES • SET UP • SERVICE 05/05/2021 12:41 99

Dealer Visit • BVM Moto UK

BVM MOTO UK

FAST FORWARD: 2021 Press fast forward to 2021. BVM Moto motorcycles in Stroud, Gloucester sadly went out of business early in 2014, but it was never game over. A long-established company does not lose its customer base overnight, nor the goodwill from the staff that made a business that was once so successful.

A change of premises and a new beginning beckoned for long-standing employees Rick Ferrier and John ‘Laurence’ Luff, who were later joined by Craig Talbot. They have stayed within shouting distance of Stroud and have worked very hard and established an all-new company, although they carried the old BVM name over, a name so familiar to trials riders worldwide. Despite the pandemic, they have made a move to expand the business further. On paper, 2021 looks to be a good year as the world wakes up from Covid-19, and the ‘handcuffs’ are off the valued customers to come back into an extended and refurbished showroom. If they get the same positive impression that we did on our visit, you can be sure the music will not be coming from the stereo but from the cash tills, as it’s all systems go at BVM Moto Limited.

Article: Trials Media 100

June-July 2021 • Trial Magazine

BVM Moto UK • Dealer Visit

Fast forward to 2021.

W

ith a strong, branded name, BVM Moto Limited moves into 2021 with a pure passion for motorcycle trials, nothing else.

Unlike many other motorcycle outlets, the shop is pure trials, just like its three owners who all have their own claim to fame.

Rick Ferrier: Logistics and running of the business.

Winning the Western Centre Championship in 1990 was a treasured moment for Rick. A supported rider for many years, he was a very good national and centre rider on a wide variety of machines. With 33 years of experience at the old BVM, he is more than qualified for his position in the business, having learned the ropes at different levels during that period.

Rick: “It’s no easy task, but the job is made more satisfying by the fact that the majority of my work is based around the trials environment.

The day-to-day office work can become a little mundane, but I also help to support both Laurence and Craig during busy periods. We have been very fortunate that we have achieved so much behind closed doors during Covid-19. Keeping the business functioning has been challenging at times but let’s just hope we can now find a way back to some normality in the trials world.”

John’ Laurence’ Luff: New and used machine sales Having a few Scottish Six Days Trials finishes under his belt over the years – his last one was in 2010 – he has been a regular trials rider from a very young age. Laurence went into the motorcycle world at BVM as ‘the Saturday boy’ while still at school and continued with them for 15 years until the new company was formed.

Laurence: “Motorcycle trials have been my life since I left school, and I still have the same passion for the sport now as I did all those years ago. I have seen the highs and lows of the trials market, but I now feel the time is right for trials to attract more riders once again as we come out of the Covid-19 situation.

Trial Magazine • June-July 2021

As a time-served joiner, Craig almost knew how he wanted the ‘new’ shop to look and was able to use his woodworking skills to achieve this.

Customers in the shop is always a good sign!

101

Dealer Visit • BVM Moto UK

The youth corner.

“We all support one another in our various roles in the shop, which works out well as we all have so much experience in the trials world.

Riders have become aware of how much easier and more affordable this slow-speed sport is, and we see a change of trend back to trials, which has to be good for business.”

Craig Talbot: Spares, accessories and clothing It’s always been a life of motorcycle trials for Craig, and he has seen and been involved with just about everything. Having ridden in most of the major events, including the Scottish Six Days Trial and the Scott, he has also ‘minded’ for many riders right up to FIM World Championship level.

Craig: “Part numbers play a major part in my life. As a time-served joiner, I almost knew how I wanted the ‘new’ extended shop to look and used my woodworking skills to achieve it. All three of us had the input, and it was down to me to deliver. We all wanted a showroom area where you are not restricted on space and one where you can easily look at the clothing and accessories.

“The internet is a wonderful tool, but trials riders, in particular, want to see and feel what they are purchasing. We carry quite a large spares inventory; I know what it’s like when you cannot get the parts you need to go out riding. If we do not have something in stock, we can usually locate it and get it to the customer very quickly.”

Rick Ferrier (left): Logistics and running of the business.

IN-STOCK

Maintaining standards of service that the customers have previously enjoyed, be it from the website or in-store, is what BVM is about. You can always find a good selection of used machines in stock, prepared and ready to ride. Repeat customers speak volumes for the level of service provided, and new faces are always welcome.

Spares, consumables, clothing and equipment are in easy reach, and by speaking with the experienced staff, you can make sure that you make the right purchase for you from the wide selection of all the major brands.

This shop is also very keen to be involved in the growing twin-shock, Retro and the Pre-65 scenes, with many parts available off the shelf to suit the older machines along with the parts to keep the classic machines in good running order.

Refurbished premises, and the lifting of the Covid-19 restrictions, has given everyone at the shop a new motivation, and they are totally trials focused, relishing the opportunity to move the business forward with customer service the number one priority. They are taking shape rapidly and are open for business, so why not either take a visit or view the website for all your trials needs 24/7.

WEBSITE: WWW.BVM-MOTO.CO.UK

As we live more and more in the 24/7 society, for the majority of customers ordering over the internet is an effortless way to shop. Many trials riders work during the day, and it’s now also commonplace for people to work Saturdays, so the internet allows them to shop when it suits them. Many orders are placed out of working hours and in the evening, which BVM can pick up first thing in the morning and usually have out the same day for delivery. This shopping method is fine, although many customers also value a shop that is more than just about sales.

The website selection is huge and needs to work well for the buying customer, and on our online check, it was excellent with an easy-tonavigate site; we did also actually buy something after our visit.

Craig Talbot: Spares, accessories and clothing.

IN-STORE

We moved into the new premises in 2014 before expanding in 2020. With easy motorway access from the M5 motorway, it’s around a 20-minute drive to BVM at Woodchester, just off the main A46 Stroud to Nailsworth road.

Trials riders like to come into any shop with technical enquiries, and that’s what the three experienced riders in Rick, Lawrence and Craig can offer; not everyone wants to talk over the telephone or go on the internet.

From clutch baskets to wheel bearings to engine spares, they are happy to supply and advise everyone. Even if it’s just to talk about tyre pressures, they are here to help; the shop can also offer workshop facilities.

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John ‘Laurence’ Luff: New and used machine sales.

June-July 2021 • Trial Magazine

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

08 Bob MacGregor Trials Academy

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

09 BVM Moto UK

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

10 Camio Moto

Tel: 01246 792033 Email: sales@camiomoto.co.uk Web: www.camiomoto.co.uk Area: Dronfield, S18 7SD

11 Craigs Motorcycles

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

12 East Neuk Trials Motorcycles

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VISITED OUR ONLINE SHOP AT TRIALMAGUK.COM? Trial Magazine • June-July 2021

109

Replica • Beta

2011

BETA FACTORY 300

2011: Beta’s number one rider James Dabill.

Trials manufacturers were looking to expand further with machine sales, and they knew that a rider loved that factory machine feeling. In 2011 the Italian motorcycle manufacturer Beta released a limited edition ‘Factory’ 300cc replica. The title of the machine gave potential customers a taste of what to expect, and when the first pictures of the new model arrived, it was as good as you get. As they say, if it looks good, it will be; and this new Beta oozed out that factory impression of a machine that had been ‘Breathed on’, shall we say, to give any potential owner that sensation that they were part of the Italian team.

Words: Yoomee • Pictures: Trials Media 110

June-July 2021 • Trial Magazine

Beta • Replica

A new clutch would produce a smoother delivery of power to the rear wheel.

M

ost of the time, motorcycle manufacturers focus on certain models during the year. The production of the new Beta ‘Factory’ model trials machine was no different. It had to wait its turn to enter the Research and Development Department to receive its full factory treatment in the early part of 2011 at the Italian headquarters.

ADVANCED RIDER

The focus of the development work to be carried out on the machine was to allow the more advanced rider to feel the difference between the standard machine and something a little more special. The engine came under scrutiny first; the heart of any motorcycle is where the transformation should start, and the displacement of the engine would be stretched from 290cc to 296.5cc. It was achieved by an increase in the size of the bore from 78mm to 79mm. Combined with a new domed piston and cylinder head, the idea was to provide more torque along with a smoother power band, allowing you to use the engine more to the rider’s benefit. The result of the increased displacement meant more performance for the experienced riders and more usable power to suit a greater range of rider abilities.

The low-speed sport of riding a trials machine is all about throttle control. Still, it’s down to the individual rider how fast they open or twist the throttle to use the engine’s

power characteristics to their advantage, and the new Beta was no different.

The next area to receive attention was in the clutch department. An increased surface-contact area for the discs/ rotors would reduce vibration when the clutch was engaged to allow for a smoother delivery of power to the rear wheel.

A move to red silicone cooling pipes was not just to improve the aesthetics. As with any mechanical machine, a reduction in friction lowers the running temperature, in turn, stabilises its performance. This two-stroke engine would benefit from better heat dissipation, thanks to the superb technical characteristics of silicone. The engine internals would be housed in the magnesium crankcases, which tells its own story of the commitment from Beta to the ‘Factory’ model; a weight-saving of 1.5kg is pretty impressive!

A new titanium exhaust system offered increased performance at high revs, and it knocked another 500 grams off the overall weight. It would weigh in at around 3kg lighter than the standard production model.

FULL FACTORY

A full-on factory look would spring to mind on the first impressions; what you could not see inside the engine was reflected on the external with this new model. Work-of-art CNC-machined triple clamps finished in the distinctive anodised red would set the pace; not only do they look good, but they mean you could choose between six different positions of the handlebar in order to adapt the machine to your riding style.

Many other smaller components came in for the anodizing touch.

Red anodized wheels were fitted with the superb Michelin X-Light tyres.

Trial Magazine • June-July 2021

111

Replica • Beta “The machine had only been used for around one hour, but already the suspension was excellent, both front and rear. I had a different spring fitted on my own machine on the rear shocker after importer John Lampkin suggested I try it. By my own admission, I am physically quite a big lad and the spring certainly resolved any issues, but on this factory model, the shock setup was very good.

“All the goodies certainly give you value for money, as I reckon it’s got well over £1,000 worth of extras fitted. If performance is rated on looks, it would be Formula One.” Phil Disney: “I want to order two right now; one to look at, and one to ride! I am a Beta fan and have been for a good few years now, and I currently own a 2011 290 Evo model. For myself, the new ‘Factory’ model is something that I have been waiting for. I usually spend money on my new machine, adding whatever accessories I consider it needs to compete at the level I ride. This machine really ticks all the boxes, though; the exhaust note is wicked.

“I used to fit an Ohlins shock for that extra-fine adjustment on the rear suspension, it was the same with the fork yokes, but now it’s fitted from new. I certainly like the power delivery as it will pull really nicely from the bottom; the extra torque from the more powerful motor is very obvious in this area.

“What’s nice is that when you do want to up the game on the bigger sections, the response through the new clutch is incredible. I have the flywheel weight removed on my standard 290cc machine, but what’s interesting is this new model has no weight fitted and yet is easier to ride due to the new engine characteristics; as for the looks, it’s ten out of ten”..

2011 BETA EVO 300 FACTORY Nick Shield: “If performance is rated on looks it would be Formula One”.

The latest ‘wavy’ disc brakes at the front and rear would provide superb stopping power.

Many other smaller components came in for the anodising touch, including the chain tensioner arm, water and clutch pump covers, master cylinder caps, brake and clutch lever regulators with the Beta logo etched on the ends adding that extra ‘works’ look.

Carbon fibre could also be located onboard in key areas such as the headlight, frame guards and front disc cover, in addition to the carbonlook clutch cover.

These parts were designed to match the Evo model’s style by giving it the looks and being lightweight and protecting the machine’s sensitive areas. A new graphics kit to highlight the ‘Factory’ upgrades finished off the modern aesthetic.

To exercise weight-saving, the anodised wheels were fitted with the superb Michelin X-Light tyres. Not only did they offer the ultimate grip level, but they also gave a further weight saving of another 500 grams.

In 2011 James Dabill was the Beta factory number one rider and, looking at his own machine, it genuinely mirrored the new ‘Factory’ model. Beta had carried out a pretty impressive job on their first replica machine.

£5,495 INC VAT

MOTOR: Single cylinder two-stroke water-cooled, 296.5cc; Bore and Stroke: 79mm x 60.5mm; Gear Box: 6 forward gears.

CYCLE PARTS: Frame: Single Wave Aluminium Beam type; Front Suspension: Paoli aluminium Ø 38mm; Rear Suspension: Sachs ShockAbsorber; Brakes: Disc front and rear Ø 185/160mm, AJP 4 and 2 piston callipers.

DIMENSIONS: Seat height: 660mm; Wheelbase: 1,305mm; Ground Clearance: 310mm; Weight: 66.5kg; Fuel capacity: 2.6 Litre.

IMPRESSIONS

We go back into our archive to 2011 to find out what our two experienced test riders at Trial Magazine at the time, Nick Shield and Phil Disney, thought of the new Beta. We might add that they are both Beta owners and fans of the Italian machines.

Nick Shield: “I currently own and ride a 2010 model 290cc Evo, and I will soon be in the market for a new machine. I love my current model, but on setting eyes on the new 300, I asked myself the question, ‘why would I buy one?’. It is answered quite easily when you ride it. Beta has moved the goalposts once again for me. As the 300 motor is so flexible, I expected it to be an arm-wrenching animal, but this is not the case. I would call the power very tractable, whilst my only concern is the gearing. It feels too high-geared for me when I want to use second gear. Personally, I would put another tooth on the gearbox sprocket and use first gear most of the time.

112

Phil Disney: “I want to order two right now, one to look at and one to ride!”

June-July 2021 • Trial Magazine

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