Trial Magazine Issue 88 August-September 2021 by Trials Media

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FUJI BEST OVER 40 TRIAL GP

WHAT HAPPENED

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August-September 2021

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MOTORCYCLE • CYCLE • SIDECAR • CLASSIC • COMPETITION • FEATURES

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

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Editor John Hulme

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

INTERNATIONAL

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TECHNICAL

WHAT HAPPENED

SPORT

FIM Trial World Championship Electric Motion TRRS 250cc

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

FEATURES

Alice Minta

Fuel Injection

Ossa Part One

ACU British Championship

Photographers Colin Bullock, Eric Kitchen, Cyrille Barthe, Josh Turner, Yoomee, Trials Media, Barry Robinson, Don Morley, Mauri/Fontserè Collection and the Giulio Mauri Copyright, Andy Gregory, Toon Van De Vliet, Brian Holder and Leah Robinson.

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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 • August-September 2021

TALK TRIALS: TONI BOU

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Cover: Takahisa Fujinami (Repsol Honda-JPN) Italy 2021 Photo Credit: Christian Valeri

Talk trials • Toni Bou

TONI BOU

IF IN DOUBT, FLAT OUT

That is exactly how it has been since the last issue of Trial Magazine — flat out! With the help of the dedicated team of medical support, the broken left leg has healed so well; I am so thankful to them all. However, if I am totally honest, I was very concerned about the opening world round, not just with the leg but also my physical condition as I had not been able to train so well. Words: Toni Bou with John Hulme • Pictures: Honda/Montesa Trial Trials Media

The weather in Italy at the opening round of the 2021 FIM Trial World Championship was unbelievably hot. I used up so much energy on my first lap, I could not believe I was leading. However, I knew Adam Raga would come good, and I was so happy to take a very tired win, albeit by a single mark. It was a very early night to bed before the action on Sunday. I was tired but put this behind me and concentrated on doing my very best on day two. My lap score of 15 marks lost put me second behind Jeroni Fajardo, but I was comfortable with it. I decided to play the safety card on the second lap with consistent riding, but, bang out of nowhere, my Repsol Honda teammate ‘Fujigas’ parted with a mere four marks to take the win at 41 years of age. It’s called respect; I was happy for once to be second. In France, and with a much better level of fitness, I felt good all day despite the rain. On my second lap, it was just a single five-mark penalty on my scorecard, and it felt good. I could not believe it when Adam came in on the same score, but I ran out an easy clear winner to take my 120th FIM World Championship career win. We now have a break in the calendar until late August, and so I will be giving my body some much needed TLC! Until next time, stay safe and well – Toni ‘Dynamite’ Bou.

August-September 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.

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News • The world of trials

ORANGE ALERT: SCORPA 2022

STYLMARTIN BOOTS IN THE UK

For the 2022 Model Year, Scorpa returns to orange as the primary colour of the model range. The graphic design of the 125, 250 and 300 SC is more aggressive and gives the range of machines an appearance that is more in line with its intended purpose — which is to win competitions!

SCORPA SC FACTORY 2022 SPECIFIC CYCLE PARTS

2022 Aesthetics; Black wheels with white hubs and Michelin tyres; Tech Aluminium front fork; Reiger 2v rear shock absorber; Orange Oxia cylinder head; S3 black 'Hard Rock' footrests; Black Neken handlebar pad; Braktec-branded master cylinder; Galfer-branded brake disc.

EVOLUTIONS ON THE NEW MY2022 SC FACTORY MODELS

The gearbox has been modified to give a higher second-gear ratio, allowing riders to attack significant obstacles with all the torque they need but still have the speed required to clear. In addition, Scorpa test riders chose to lower the engine compression to gain progressiveness and flexibility for easier control. For the MY2022 model, the R&D team, working alongside their supported riders, has developed new settings for the Reiger 2V rear shock absorber to improve the motorcycle's response when traversing more considerable obstacles.

SCOTT TRIAL IS GO!

Some of the best trials news in 2021 arrived as we went to print. Subject to the relevant planning permission having been granted, the 2021 Scott Trial is all systems go. But, of course, we also have to consider the Covid-19 situation, which will hopefully be easier to control by mid-October. The legendary event is iconic in the trials calendar, with a sporting heritage second to none. Successfully run by the Richmond Motor Club Yorkshire Limited, this year's event will take place on Saturday 16th October. The event was last run in 2019 when James Dabill (Beta) took the win as one of his closest rivals, Jack Price (Gas Gas), was excluded for missing a section. Both these riders have now retired from mainstream trials, having moved to the Extreme Enduro world. How good would it be to see these two riders join the event in 2021? With an expected entry limit of 200 riders, no doubt there will be many riders hungry to return to do battle with the challenging Yorkshire moors in this demanding time and observation event, still classed gçÜå=iÉÉ=`ä~ëëáÅ=qêá~äj~Ö=MUOMKéÇÑ===N===MVLMULOMOM===OPWMR as the toughest test of man and machine in the world.

BY JACK LEE

Through the Trialendurodirect outlet, the popular Stylmartin range of trials boots are available in the UK. Worn by the Women's FIM TrialGP World Champion Emma Bristow, the Scorpa Factory Team and a host of other top UK riders, the Italian manufactured boot is proving very popular. With a wide range of colours and sizes, they have a boot to suit everyone. Dealer enquiries are most welcome, direct to Trial Enduro Direct.

SHERCO 2022

A black frame and the new 2022 graphics give a more aggressive look to the latest model range. In addition, the entire 2022 range is equipped with the highest quality suspension from Tech at the front and Reiger at the rear. The R&D team at Sherco has developed new settings for the Reiger 2V rear shock absorber to improve the motorcycle's response when traversing larger obstacles. The front and rear Galfer brake discs coupled with Braktec master cylinders also give the motorcycle safe and powerful brakes. Other quality components include Michelin tyres and S3' Hard Rock' footrests along with an interchangeable Oxia cylinder head dome.

IF YOU HAVE READ THIS THEN SO HAVE YOUR CUSTOMERS

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August-September 2021 • Trial Magazine Trial Mag House Ad EPH 0720.indd 1

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News • The world of trials

TRRS XTRACK ONE / TRRS ONE 2022

Not a motorcycle manufacturer to stand still, TRRS has released pictures of their new 2021 XTrack ONE 2022 models with options on both electric start and conventional kickstart lever options. XTrack ONE 2021: In a very short time, this model has revolutionized the trial-excursion segment. It has become the ideal option for those users searching to enjoy a long excursion through the mountains with a light motorcycle, an excellent turning radius and a seat at a comfortable height that makes it much easier when riding. Designed to consider all kinds of terrain, it becomes an unforgettable adventure each time it is ridden. Attention to detail has been focused on areas such as the compartment under the seat, making it accessible without tools and with the capacity to house all kinds of accessories. The fuel capacity is 45% higher than a conventional trial motorcycle and the possibility to transform it to a trial version model is easy and quick. In terms of cycle parts, the XTrack ONE 2021 (new) uses the same platform as the ONE.

JOB VACANCY: JOHN SHIRT MOTORCYCLES

A vacancy has arisen within its Official GASGAS/TRRS/RIEJU/OSET dealership in Buxton, Derbyshire for an experienced off-road workshop mechanic. The job will entail the PDI of all new motorcycles ready for sale, plus repairs and warranty work. The successful applicant will be required to work five days per week, plus Saturday mornings on a rota basis. Experience in working on off-road machines is required. Also needed is an interest and passion in Trials, Enduro and MX, and even better if you ride yourself! To apply, please email your CV to: mail@johnshirtmotorcycles.com. Feetup Trials TrialMag 0920.pdf 1 14/09/2020 21:56

CMY

TRRS ONE 2022

The new model has been updated and acquires the configuration of the most evolved engine of the brand. The performance of the 'Engine Revolution' engine enjoys the most advanced technology and specifications. It has it all: agility, character, performance and reliability, the new TRRS ONE misses nothing and has evolved to an extraordinary level in terms of style and detail. Conceived for fun and designed to enjoy trials, the model range accommodates riders of all ages and abilities with an easy, comfortable and practical riding experience. Kick-start: 300, 280, 250 and 125cc. Electric Start: 300, 280 and 250cc.

HAVE YOU SEEN CLASSIC TRIAL MAGAZINE? Classic Trial Magazine is available on subscription only direct from us. You can also buy single copies from the extensive inventory of back issues. To order single copies or, to never miss an issue, take out a1subscription by visiting RAS Sport TrialMag 0721.pdf 14/07/2021 20:50 www.trialmaguk.com/subscriptions/

2022 MODELS AVAILABLE

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August-September 2021 • Trial Magazine

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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

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Please make no attempt to imitate the illustrated riding scenes, always wear protective clothing and observe the applicable provisions of the road traffic regulations! The illustrated vehicles may vary in selected details from the production models and some illustrations feature optional equipment available at additional cost.

Paddock • Caught on camera

SMILE

BEST OVER 40

SUMPS GOOD

MINDER

NOT GOOD, DAD

ONE

STOP ALLOWED

STRETCHING

REFLECTION

August-September 2021 • Trial Magazine

Caught on camera • Paddock

TEA TIME

THE BEST

MINTA

THIS WAY

TOP HATS

Trial Magazine • August-September 2021

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Shopping • What’s new

WHAT’S ON YOUR SHOPPING LIST?

APICO GASGAS FRONT DISC COVER All Models 2004-2021. Black or Red, Red and Black Web: www.apico.co.uk

APICO TRRS REAR AXLE BLOCK All Models 2016-2021. Red and Gold Web: www.apico.co.uk

TRIALENDURODIRECT RENTHAL Trials ‘Fatbar’ Low Web: www.trialendurodirect.com

TRIALENDURODIRECT RENTHAL

S3 TRIAL LEVER

TRIALENDURODIRECT RENTHAL

TIMBERLAND SHEDS

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Rear Chain Wheels Web: www.trialendurodirect.com

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

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

August-September 2021 • Trial Magazine

What’s new • Shopping

S3 CAP

Various Designs and Colours Web: www.trialendurodirect.com Web: www.s3parts.com

MOTS ‘JUMP’ HELMET

Black or Red Web: www.trialendurodirect.com

S3 TEE SHIRT

Various Designs and Colours Web: www.trialendurodirect.com Web: www.s3parts.com

APICO HEBO RACE PRO III Shirt and Pants. Various Colour Ways. Web: www.apico.co.uk

Trial Magazine • August-September 2021

APICO HEBO MICRO BOOTS Various Colour Ways Web: www.apico.co.uk

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

MOTOREX CROSSPOWER 2T

Fully Synthetic High-Performance Oil. Two-Stroke Off-Road motorcycles Web: www.bickers-online.co.uk

MOTOREX TRIAL GEAR OIL

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International Sport • FIM Trial World Championship

FIM TRIAL WORLD CHAMPIONSHIP

UNDER CONTROL

When news arrived that the 2021 FIM Trial World Championship was all systems go and under control, it was just what everyone wanted to hear. With the opening two rounds of the 2021 championship in Japan and the Czech Republic cancelled due to the ongoing pandemic, the series would start with the delayed first round as a two-day competition at the Italian TrialGP at Tolmezzo in Italy in brilliant June sunshine. The revised calendar would see round two run as a single day in France in July, in wet conditions as the rain arrived at the Circuit de Charade race track. As the road out of the pandemic continues to open with fewer travel restrictions, the next rounds are proposed to follow, with Andorra — a two-day event — and France again at Cahors in August as a single day. Spain should follow with a two-day event in September, before the conclusion with another two-day event proposed in Great Britain in October. TrialGP and Trial2 will be included in all the rounds. Trial125 will compete in Italy, Andorra, Cahors in France and Great Britain with TrialGP and Trial2 Women in Italy, Charade in France, Spain. TrialE competes in Charade in France, Andorra, and Cahors, France. Run as a separate team event, the Trials Des Nations will be held in Portugal on the 17th–19th September. Although, as in 2020, there was no qualification process held in Italy, riders will use their championship standings from last year to determine their start positions. Article: Trials Media • Pictures: Trials Media Christian Valeri

Great Britian's young Harry Turner (Scorpa-GBR) on the top spot.

Team Great Britain: Toby Martyn, Jack Peace and Billy Green.

August-September 2021 • Trial Magazine

FIM Trial World Championship • International Sport

Kaytlyn Adshead (TRRS-GBR) on the Italian podium for the first time in third.

FIM TrialE class Gael Chatagno (EM-FRA).

As there was no qualification process in 2020, the 2021 season’s new regulations would see riders take in 12 sections on each of the two laps to conform with the new regulations, including a new time-limit instruction. It includes a limit of four and a half hours in total, which would allow two hours and 30 minutes for the first lap, then a 15-minute break with a further one hour 45 minutes to complete the second lap.

ITALY, ROUND 1, 12TH-13TH JUNE 2021

Making everyone aware that the pandemic was still evident, Jorge Casales (GASGAS-ESP) didn’t pass Covid-19 tests on day one. He joined the French riders Benoit Bincaz (Beta) and Teo Colairo (Beta) on the sidelines, who were both ruled out of the series opener through injury. Before competing, the FIM, in association with the International Red Cross, worked with the local organisers to provide Covid-19 testing for everyone. Blessed with brilliant sunshine, the two-day event highlights were on day two with a win by Takahisa Fujinami (Respol Honda-JPN); he was the oldest rider in the class. Great Britain’s Harry Turner (Scorpa) took his first FIM World round win. In addition, Kaytlyn Adshead (TRRS-GBR) also made the podium for the first time in the FIM Women’s Trial2 class for the first time in her young career.

Trial Magazine • August-September 2021

TRRS lead the Manufacturers Championship.

FRANCE, ROUND 2, 4TH JULY 2021

With Covid-19 testing continuing, and very few spectators attending the event as the rain came down, but as the sun shone through towards the end of the competition, Toni Bou gave a real high-class performance. Completing a British 1-2-3, Billy Green (Scorpa) joined the podium for the first time as the fight between Jack Peace (Sherco), and Toby Martyn (TRRS) continued, with the championship lead moving to Peace. TRRS continued at the top of the manufacturers’ table, opening up the advantage over Sherco. In the poorly supported FIM TrialE class, Gael Chatagno was the French-winning combination of man and machine with Electric Motion.

2021 FIM MANUFACTURERS TRIAL WORLD CHAMPIONSHIP AFTER TWO ROUNDS

POSITIONS: 1: TRRS: 101; 2: Sherco: 90; 3: Beta: 86; 4: Montesa: 84; 5: GASGAS: 58; 6: Vertigo: 46; 7: Scorpa: 30. The 2021 championship now takes a summer break before continuing in Andorra on the 21st/22nd August.

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

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International Sport • FIM Trial World Championship

TRIAL GP

SUPER BOU Starting the 2021 season in recovery from his broken leg, ‘Super Bou’, Spain’s 14 times FIM TrialGP champion Toni Bou on the fourstroke Respol Honda, continues to dominate the championship with two wins from three starts. It’s interesting to note that the top five in the championship are all seasoned competitors as we still wait for the challenge to arrive from the younger riders; the question is, when? Article: Trials Media • Pictures: Trials Media Christian Valeri 26

'Fujigas' wins in Italy on Day Two.

August-September 2021 • Trial Magazine

FIM Trial World Championship • International Sport

Adam Raga (TRRS-ESP).

ITALY

Wide-open sections proved very interesting, as they were so dry under the sun, but they also became challenging as they polished up to remove that vital tyre adhesion. On day one, we again witnessed a titanic battle between Bou and his constant challenger Adam Raga (TRRS-ESP), whose second-lap score pulled him within one mark of the victory. Moving back up to TrialGP class from Trial2, the home favourite, Matteo Grattarola (Beta), proved his worth with a fine third-place finish. On day two, history was recorded as the ‘Veteran’ of the TrialGP championships, Takahisa Fujinami (Repsol Honda-JPN), took a sensational win at 41 years of age to become the oldest world round winner; to say he was happy is an understatement! He now holds the record for the oldest and the youngest ever winner in the premier league of trials; no one had an answer to his superb riding on the day.

ITALY, ROUND 1

TOLMEZZO, 12TH–13TH JUNE DAY ONE RESULTS: 1: Toni Bou (Repsol Honda-ESP) 24; 2: Raga 25; 3: Grattarola 40; 4: Busto 44; 5: Fajardo 55; 6: Marcelli 60; 7: Fujinami 62; 8: Gelabert 65; 9: Peace 87. DAY TWO RESULTS: 1: Takahisa Fujinami (Repsol Honda-JPN) 22; 2: Bou 30; 3: Raga 36; 4: Fajardo 38; 5: Grattarola 43; 6: Gelabert 44; 7: Busto 45; 8: Marcelli 46; 9: Peace 87.

Matteo Grattarola (Beta-ITA).

FRANCE

A wide variety of manufactured sections from rocks on the slippery banks around the race circuit proved very difficult in the rain of the opening lap. However, the sections became much better as the sun shone through, which started to show in the power scores. As we have seen in the past, the high score on the opening lap always proves difficult to come back from, but in the case of Adam Raga, it was incredible. As Toni Bou once again led the way after the first lap on 19 marks lost, Raga was way off the pace and down the results with a huge loss of 40. On the second lap, he parted with just three single-mark losses and a two to close the lap on five marks lost. Bou was just untouchable with a single loss of five for his stop in section six, but he was a clear winner. Matteo Grattarola (Beta-ITA) finished second, winning the tie decider from Raga to keep him in the top three in the championship by a single point in front of ‘Fujigas’.

FRANCE, ROUND 2 CHARADE, 4TH JULY

RESULTS: 1: Toni Bou (Repsol Honda-ESP) 24; 2: Grattarola 46; 3: Raga 46; 4: Fujinami 50; 5: Gelabert 52; 6: Casales 54; 7: Fajardo 57; 8: Busto 58; 9: Marcelli 72; 10: Peace 78; 11: Colairo 105.

2021 FIM TRIALGP WORLD CHAMPIONSHIP

POSITIONS: 1: Toni Bou (Repsol Honda-ESP) 57; 2: Adam Raga (TRRS-ESP) 47; 3: Matteo Grattarola (Beta-ITA) 43; 4: Takahisa Fujinami (Repsol Honda-JPN) 42; 5: Jeroni Fajardo (ShercoESP) 33; 6: Jamie Busto (Vertigo-ESP) 30; 7: Miquel Gelabert (GASGAS-ESP) 29; 8: Gabriel Marcelli (Montesa-ESP) 25; 9: Dan Peace (Sherco-GBR) 20; 10: Jorge Casales (GASGAS-ESP) 10; 11: Teo Colairo (Beta-FRA) 5.

The top three in the championship.

Trial Magazine • August-September 2021

MACHINES TOP 12: Montesa 3; Beta 2; GASGAS 2; Sherco 2; TRRS 1; Vertigo 1.

International Sport • FIM Trial World Championship

TRIALGP WOMEN

BUZZING BRISTOW

Leading the 2021 season with two wins from three starts, replicating the men’s TrialGP class, the defending Emma Bristow (ShercoGBR) holds the advantage in the championship. In Trial2, Sofia Rabino (Beta-ITA) came fighting back after conceding victory in the opening round. She sits at the top of the points table, but only by a single point from Sara Trentini (Vertigo-ITA). It’s good to see both classes have good entries witnessing female riders play an important part in the future of motorcycle trials. Article: Trials Media • Pictures: Trials Media Christian Valeri

Womens TrialGP Top Three.

Laia Sanz (GASGAS-ESP).

August-September 2021 • Trial Magazine

FIM Trial World Championship • International Sport

Berta Abellan (Vertigo-ESP).

ITALY, ROUND 1

Not showing the form that has seen Emma Bristow dominate TrialGP over the last few years, she conceded a narrow defeat on day one from Laia Sanz (GASGAS-ESP), who returns to this elite class in 2021. Head and shoulders above the rest, these two fought all day, separated just by the odd mark, but it was Sanz who was the stronger on the second lap to take the win. Great Britain’s newcomer to the class Alice Minta (Scorpa), went straight into the points with a strong fifth place. In Trial2, Sofia Rabino (Beta-ITA) and Sara Trentini (Vertigo-ITA) rode a close battle over the two laps, with Trentini the better of the two on the second lap to

Sandra Gomez (TRRS-ESP).

secure the victory, with Alicia Robinson (Beta-GBR) third. As the sunshine continued on day two, Emma Bristow came out fighting with a clear ten-mark winning margin to show Laia Sanz that she intends to keep her championship aspirations on track. After lying in third after the opening lap, Bristow raised her game to another level with a stunning lap score of six marks lost, which no one had an answer to, and claimed the victory. Sofia Rabino (Beta-ITA) in Trial2 blew the opposition totally out of the water with a stunning clear-cut victory to show that she wants to fight for the world championship. Great Britain’s Kaytlyn Adshead (TRRS) started to show her true form to take her first podium visit in third place.

ITALY, ROUND 1

TOLMEZZO, 12TH–13TH JUNE WOMEN’S TRIALGP, DAY ONE RESULTS: 1: Laia Sanz (GASGAS-ESP) 26; 2: Bristow 28; 3: Abellan 40; 4: Gomez 46; 5: Minta 55; 6: Monnier 60; 7: Hakonsen 64; 8: Gallieni 74; 9: Moreon 75; 10: Brancati 76; 11: Wachs 78; 12: Steinert 81; 13: Bauml 98. WOMEN’S TRIAL2, DAY ONE RESULTS: 1: Sara Trentini (Vertigo-ITA) 24; 2: Rabino 24; 3: Robinson 36; 4: Ter Jung 48; 5: Adshead 53; 6: Bacchetta 56; 7: Meling 58; 8: Payne (TRRS-GBR) 60; 9: Pi 60; 10: Bailey 85; 11: Afonso 95. WOMEN’S TRIALGP, DAY TWO RESULTS: 1: Emma Bristow (Sherco-GBR) 21; 2: Sanz 31; 3: Abellan 32; 4: Gomez 51; 5: Hakonsen 51; 6: Monnier 57; 7: Wachs 60; 8: Minta 61; 9: Gallieni 62; 10: Moreon 71; 11: Steinert 73; 12: Hoover 81; 13: Bauml 85.

Alice Minta (Scorpa-GBR).

Trial Magazine • August-September 2021

WOMEN’S TRIAL2, DAY TWO RESULTS: 1: Sofia Rabino (Beta-ITA) 14; 2: Trentini 27; 3: Adshead 28; 4: Robinson 30; 5: Ter Jung 33; 6: Meling 45; 7: Bacchetta 46; 8: Pi 50; 9: Payne 61; 10: Bailey 63; 11: Afonso 77.

International Sport • FIM Trial World Championship

Sofia Rabino (Beta-ITA).

Sara Trentini (Vertigo-ITA) takes the first podium.

FRANCE, ROUND 2

Showing her skill in the rain, Emma Bristow was in her element as she headed the field on the opening lap, with Berta Abellan (Vertigo-ESP) showing her progress in this class, pushing her to finish just a single mark behind. In the drying sections on the second lap, Laia Sanz came fighting back to record the best lap score as Bristow conceded a stop in the final section of the day. However, the battling Brit had done enough to take her second victory of the season as Abellan dropped down to third. Making her championship intentions clear, Sofia Rabino (BetaITA) followed up her win in Italy on day two with another full house of points in France. Pushing hard on her second lap Kaytlyn Adshead (TRRS-GBR) improved her score and missed the runner-up position by a single mark

CHARADE, 4TH JULY

WOMEN’S TRIALGP 1: Emma Bristow (ShercoGBR) 25; 2: Sanz 31; 3: Abellan 36; 4: Gomez 62; 5: Hakonsen 64; 6: Minta 70; 7: Monnier 77; 8: Wachs 80; 9: Gallieni 86; 10: Steinert 92; 11: Hoover 96; 12: Moreon 99. WOMEN’S TRIAL2 1: Sofia Rabino (Beta-ITA) 36; 2: Trentini 43; 3: Adshead 44; 4: Robinson 49; 5: Ter Jung 58; 6: Soyer 65; 7: Meling 69; 8: Bacchetta 70; 9: Payne 76; 10: Pi 77; 11: Toft Jensen 77; 12: Afonso 89.

2021 FIM TRIALGP WOMEN WORLD CHAMPIONSHIP

Kaytlyn Adshead (TRRS-GBR).

to the more experienced Sara Trentini (Vertigo-ITA). Again, it was nice to see strong entries in both classes. As we go into the summer break, both of these women’s classes stand with the same points advantage for Emma Bristow and Sofia Rabino.

POSITIONS: 1: Emma Bristow (Sherco-GBR) 57; 2: Laia Sanz (GASGAS-ESP) 54; 3: Berta Abellan (Vertigo-ESP) 45; 4: Sandra Gomez (TRRS-ESP) 39; 5: Ingveig Hakonsen (TRRS-NOR) 31; 6: Alice Minta (Scorpa-GBR) 29; 7: Naomi Monnier (Beta-FRA) 29; 8: Vivian Wachs (TRRS-DEU) 22; 9: Martina Gallieni (TRRS-ITA) 22; 10: Caroline Moreon (Sherco-FRA) 17; 11: Jule Steinert (TRRSDEU) 15; 12: Madeleine Hoover (GASGAS-USA) 9; 13: Alex Brancati (GASGAS-ITA) 6; 14: Theresa Bauml (Vertigo-DEU) 6. TRIALGP MACHINES TOP 14: TRRS 5; GASGAS 3; Sherco 2; Vertigo 2; Beta 1; Scorpa 1.

2021 FIM TRIAL2 WOMEN WORLD CHAMPIONSHIP

POSITIONS: 1: Sofia Rabino (Beta-ITA) 57; 2: Sara Trentini (Vertigo-ITA) 54; 3: Kaytlyn Adshead (TRRS-GBR) 41; 4: Alicia Robinson (Beta-GBR) 41; 5: Sophia Ter Jung (TRRS-DEU) 35; 6: Seline Meling (Beta-NOR) 28; 7: Alessia Bacchetta (GASGAS-ITA) 27; 8: Victoria Payne (TRRS-GBR) 22; 9: Laia Pi (Sherco-ESP) 21; 10: Mariana Afonso (GASGAS-PRT) 14; 11: Sophie Bailey (TRRS-GBR) 22; 12: Alycia Soyer (TRRS-FRA) 10; 13: Regitze Toft Jensen (Vertigo-DNK) 5.

Alicia Robinson (Beta-GBR).

TRIAL2 MACHINES TOP 13: TRRS 5; Beta 3; GASGAS 2; Sherco 1; Vertigo 2.

August-September 2021 • Trial Magazine

WHEN THE GOING GETS TOUGH!

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International Sport • FIM Trial World Championship

TRIAL2

JUMPING JACK

It’s a case of ‘Rule Britannia’ as the British riders led the way headed by a jumping Jack Peace (ShercoGBR). He and fellow Brit Toby Martyn (TRRS-GBR) are so closely matched that every single mark lost is so important. Peace holds the upper hand with two wins to Martyn’s one; this championship is going to be so close! Throw in a handful of winners who on their day could take the top spot on the podium – any one of maybe seven riders could have a good day’s riding and secure a victory. With the arrival of Billy Green on the podium in France, will we see a new class winner in Trial2 in the not-too-distant future? Article: Trials Media • Pictures: Trials Media Christian Valeri 32

Toby Martyn (TRRS-GBR).

August-September 2021 • Trial Magazine

FIM Trial World Championship • International Sport

Sondre Haga (Beta-NOR).

Aniol Gelabert (Beta-ESP).

ITALY, ROUND 1

Never mind the hot sun; it was a case of blazing saddles as the heat generated by both Jack Peace and Toby Martyn in the fight for the victory raised the temperatures of everyone involved! Martyn led the way after the opening lap on nine marks lost to Peace’s 12; the only other rider anywhere near was Alexandre Ferrer (TRRS-FRA) on 13. With the loose rocks in the sections now bedded in, some superb riding was witnessed as Lorenzo Gondola (Beta-ITA) came fighting back up the order with a stunning lap of four marks lost to secure third position. However, a stop in the fourth section made it difficult for Martyn to come back as Peace took the victory by a single mark with some consistent riding. If day one was a close fight, day two would be even closer. With the predominately white, bright rocks in the sections polishing up under the sun, two consistent low scores of 10 secured a victory for Toby Martyn with a total of 20. Jack Peace raised the game enough to part with just eight with some strong riding after his opening lap of twelve, which secured the second-place finish, and these two were in a battle for the victory as Aniol Gelabert (Beta-ESP) finished 12 marks behind them. We knew that this Trial2 class would be competitive in 2021, but no one could have predicted how close the marks would be in the top 15 in the chase for the vital championship points.

Gianluca Tournour (GASGAS-ITA).

ITALY, ROUND 1

TOLMEZZO, 12TH–13TH JUNE DAY ONE RESULTS: 1: Jack Peace (Sherco-GBR) 20; 2: Martyn 21; 3: Gondola 25; 4: Haga 28; 5: Ferrer 30; 6: Tournour 30; 7: Petrella 31; 8: Green 42; 9: Gelabert 43; 10: Farre 46; 11: Suarez 46; 12: Alex Canales (Sherco-ESP) 47; 13: Defrese 48; 14: Andrea Riva (TRRS-ITA) 49; 15: Rabino 50.

Lorenzo Gondola (Beta-ITA).

Trial Magazine • August-September 2021

DAY TWO RESULTS: 1: Toby Martyn (TRRS-GBR) 20; 2: Peace 20; 3: Gelabert 32; 4: Haga 36; 5: Suarez 36; 6: Tournour 38; 7: Gondola 42; 8: Defrese 46; 9: Farre 47; 10: Ferrer 49; 11: Rabino 52; 12: Riva 56; 13: Trueba 57; 14: Joshka Kraft (TRRS-DEU) 60; 15: Canales 60; 18: Green 67.

International Sport • FIM Trial World Championship

Alexandre Ferrer (TRRS-FRA).

FRANCE, ROUND 2

Show the British riders some rain, and you can guarantee they will have a good day’s riding! In France, they delivered, with three riders on the podium who all stood proud to the sound of the national anthem. Armed with a new 2022 model ‘Factory’ Scorpa, Billy Green blew the opposition away with an opening lap score of 18 marks lost! Second was Aniol Gelabert (Beta-ESP) on 20, followed by Jack Peace on 21 and Toby Martyn with some work to do on 26 down in seventh position. However, you can never keep a good man down, and Martyn dug deep into his reserves and came home with a superb lap of 10 marks lost. It would have resulted in a victory on any other day, but this was thwarted by a battling Peace who came in on 14 marks lost to be declared the winner, once again by a single mark. Four stops, incurring 20 marks in the process, did not stop the wheels coming off Billy Green’s ride as he secured his first ever Trial2 podium by a single mark to take third position. Behind him, it was a close as ever as Gelabert, and Sondre Haga (Beta-NOR) both finished on 44 marks lost to round off the top five. As we close the door for the summer break, both Peace and Martyn have pulled away from the other riders in the fight for the 2021 world title in the Trial2 class.

Pablo Suarez (Montesa-ESP).

FRANCE, ROUND 2 CHARADE, 4TH JULY

RESULTS: 1: Jack Peace (Sherco-GBR) 35; 2: Martyn 36; 3: Green 43; 4: Gelabert 44; 5: Haga 44; 6: Gondola 48; 7: Tournour 49; 8: Suarez 51; 9: Ferrer 58; 10: Ribau 58; 11: Defrese 60; 12: Trueba 63; 13: Farre 65; 14: Marco Mempor (TRRS-AUT) 71; 15: Alex Canales (Sherco-ESP) 72.

2021 FIM TRIAL2 WORLD CHAMPIONSHIP POSITIONS: 1: Jack Peace (Sherco-GBR) 57; 2: Toby Martyn (TRRS-GBR) 54; 3: Sondre Haga (Beta-NOR) 37; 4: Aniol Gelabert (Beta-ESP) 35; 5: Lorenzo Gondola (Beta-ITA) 34; 6: Gianluca Tournour (GASGAS-ITA) 29; 7: Pablo Suarez (MontesaESP) 24; 8: Alexandre Ferrer (TRRS-FRA) 24; 9: Billy Green (Scorpa-GBR) 23; 10: Hugo Defrese (Vertigo-FRA) 16; 11: Arnau Farre (Scorpa-ESP) 16; 12: Luca Petrella (GASGAS-ITA) 9; 13: Gerard Trueba (Beta-ITA) 7; 14: Sergio Ribau (Scorpa-ESP) 6; 15: Alberto Rabino (Beta-ITA) 6. MACHINES TOP 15: Beta 5; Scorpa 3; GASGAS 2; TRRS 2; Montesa 1; Sherco 1; Vertigo 1.

Billy Green (Scorpa-GBR).

Hugo Defrese (Vertigo-FRA).

August-September 2021 • Trial Magazine

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FIM Trial World Championship • International Sport

TRIAL125

RULE BRITANNIA

What a proud moment for team Great Britain. The ACU riders rode on the crest of a ‘Rule Britannia’ wave to dominate this opening round in Italy. As riders introduced to motorcycle trials through the superb OSET electric machines were Jack Dance (GASGAS-GBR), who took the win on day one with Harry Turner (Scorpa-GBR) winning on day two. The level of riding is once again very high, and it was a battle of nerves to find winners, as both Harry Hemingway (Beta-GBR) and Ben Dignan (VertigoGBR) joined the top two in taking good championship points at the season opener. Article: Trials Media • Pictures: Trials Media Christian Valeri

Jack Dance (GASGAS-GBR).

ITALY, ROUND 1

With close to 30 riders entered in this 125cc class, it was not just the hazards that were difficult to deal with but also the constant heat for the young riders. Moreover, with steep hazards over the rocks in the sections, it proved quite a tough two days for the smaller-capacity machines as we witnessed some superb riding.

DAY ONE

Who would be the ones to perform in 2021? Well, we were soon to find out, and it was Jack Dance (GASGAS-GBR) who would take control of the opening lap despite two fives, including a stop in the final section and another single mark lost, to lead on 11. David Fabian was showing good form, losing 12, as he kept Harry Hemingway at bay, who had gone through a difficult patch on sections five, six and seven, which added 13 marks to his total of 16 to finish the opening lap in third. However, as Dance continued to control the second lap on his way to the win,

Trial Magazine • August-September 2021

Harry Turner (Scorpa-GBR).

he was coming under attack from Hemingway, whose total for the lap of eight secured the second step on the podium. As Fabian did enough to secure the final step on the podium, Harry Turner came totally under the radar to put in the best lap of the day with a total of seven compared to his opening lap of 24! With the experienced Michael Brown guiding him through the sections, he just got better with each section he rode, to be the only rider to not part with a costly five-mark penalty.

International Sport • FIM Trial World Championship

Harry Hemingway (Beta-GBR).

David Fabian (Beta-CZE).

DAY TWO

It was without a doubt a proud ‘Union Jack’ day as Harry Turner (Scorpa-GBR) was in fantastic form. He took the win in front of the eventual championship leader Jack Dance after a stunning second lap once again. The opening lap witnessed yet another ‘Battle of Britain’, only interrupted by Spain’s Adria Mercade, who took the lead on the first lap. Behind him and queuing up to win were Dance at 12, Turner 13, a much more confident Ben Dignan on 14 with Hemingway on 15; it was that close. Raising his game and rising to the occasion, it was to be Harry Turner’s day. Once again, he eclipsed everyone with a second-lap score of eight marks lost to put him into the elite group of riders who can claim to be world round winners – well done that man!

ITALY, ROUND 1

TOLMEZZO, 12TH-13TH JUNE DAY ONE RESULTS: 1: Jack Dance (GASGAS-GBR) 22; 2: Harry Hemingway (Beta-GBR) 24; 3: David Fabian (Beta-CZE) 25; 4: Harry Turner (Scorpa-GBR) 31; 5: Jonas Schiele (Beta-DEU) 35; 6: Ben Dignan (Vertigo-ESP) 36; 7: Rodney Bereiter (Beta-DEU) 37; 8: Adria Mercade (Sherco-ESP) 45; 9: Pau Dinares (TRRS-ESP) 49; 10: Jonathan Heidel (TRRS-DEU) 51; 11: Gaudi Vall (Sherco-AND) 54; 12: Milosz Zynzowski (GASGAS-Poland) 54; 13: Giacomo Brunisso (Beta-ITA) 55; 14: Audry Agnolin (Beta-FRA) 57; 15: Enzo Rossi (Scorpa-FRA) 63. DAY TWO RESULTS: 1: Harry Turner (Scorpa-GBR) 21; 2: Dance 25; 3: Mercade 29; 4: Dignan 29; 5: Hemingway 31; 6: Bereiter 32; 7: Fabian 38; 8: Vall 39; 9: Rossi 44; 10: Schiele 44; 11: Heidel 44; 12: Dinares 48; 13: Brunisso 50; 14: Fabio Schollar (Beta-AUT) 53; 15: Nick Weber (Beta-DEU) 54.

2021 TRIAL125 WORLD CHAMPIONSHIP POSITIONS POSITIONS: 1: Jack Dance (GASG-GBR) 37; 2: Turner 33; 3: Hemingway 28; 4: Fabian 24; 5: Mercade 23; 6: Dignan 23; 7: Bereiter 19; 8: Schiele 17; 9: Vall 13; 10: Dinares 11; 11: Heidel 11; 12: Rossi 8; 13: Brunisso 6; 14: Zynzowski 4; 15: Agnolin 2.

MACHINES TOP 15: Beta 6; GASGAS 2; Scorpa 2; Sherco 2; TRRS 2; Vertigo 1.

Ben Dignan (Vertigo-GBR).

August-September 2021 • Trial Magazine

TRIAL LUBRICATION JUST REACHED A WHOLE NEW STANDARD

Ask your local trial shop for Motorex

H C E T O K T IS HERE The Escape “R” is the ultimate weapon for touring and extreme freeriding.

The 2022 Epure Race is the proof that an electric motorbike is as good as a combustion one today. The 2022 models go even further, now with TKO (Tick Over) as standard, the latest performance innovation from EM.

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

FIM Trial World Championship • International Sport

TRIALE

GAEL’S DAY

In an ever-changing automotive world, we are making the transition from a fuel-aspirated form of power to the new generation of electricity as the progression of development to a cleaner environment. In our world of motorcycle trials, it appears that the French manufacturer Electric Motion is the only company to seize the initiative to promote their machines in the FIM Trial World Championship. Not if, but when more motorcycle manufacturers follow their lead, we will have a more competitive championship. Take nothing away from Gael Chatagno and his performance in France on the Electric Motion; as I said in last year’s world championship, this combination is a proven winner. Article: Trials Media Trial Magazine • August-September 2021

Julien Perret (Electric Motion-FRA).

International Sport • FIM Trial World Championship

It's all action with Tom Middleton and Sam Robinson.

FRANCE, ROUND 1

With all due respect to the other riders, no one was ever going to challenge Gael Chatagno, and he put on a good display of the electric machine and its capabilities in the wet on the rocks and steep climbs. For one rider, Sam Robinson, he would have the biggest learning curve of his trials riding days. Given the opportunity by the UK Electric Motion importer, Matthew Alpe, he competed in his first-ever world round in France. Very new to the experience, and with the help of his Minder, Tom Middleton, he had a good attempt at each of the hazards on both laps. He may have only got through one section all day, but it was never due to a lack of commitment or determination. Asked at the end of the day if he had enjoyed the experience, he said very much, and the smile on his face said it all!

CMY

THE

DRY R E D L OU

Sam Robinson.

FRANCE, ROUND 1

A L S O AVA

ILAB

CHARADE, 4TH JULY

Team Electric Motion UK.

RESULTS: 1: Gael Chatagno (Electric Motion-FRA) 25; 2: Julien Perret (Electric Motion-FRA) 42; 3: Martin Riobo (Electric MotionESP) 70; 5: Marek Wunsch (T-Project-CZE) 79; 5: Sam Robinson (Electric Motion-FRA) 118.

2021 FIM TRIALE WORLD CHAMPIONSHIP POSITIONS: 1: Gael Chatagno (Electric Motion-FRA) 20; 2: Julien Perret (Electric Motion-FRA) 17; 3: Martin Riobo (Electric Motion-ESP) 15; 5: Marek Wunsch (T-Project-CZE) 13; 5: Sam Robinson (Electric Motion-FRA) 12.

August-September 2021 • Trial Magazine

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Presentation • Electric Motion

REACHING OUT ELECTRIC MOTION: 2022

A trials road-trip is the part of the job that for Trial Magazine adds that extra excitement to the daily work. Throw in a trip to Europe to take in a world championship trial and the extra incentive of an invitation to the presentation of new models, and it starts to hit the rev limiter in terms of value for money. Round two of the 2021 FIM Trial World Championship would be at the Circuit ClermontFerrand motorsport racetrack facility, which can be found in Saint-Genes-Champanelle near Clermont-Ferrand in Auvergne in central France. An email from the very enthusiastic Jean Pena at Electric Motion, who is their commercial director and business manager, invited Trial Magazine The Millau Viaduct to the launch of the 2022 model range, which would be held at the Moto-Club Sommierois, Route d'Ales, 30250 Villevieille, France on the Monday. A quick check on locations for both the trial and the presentation would see me on a flight to Montpellier early on the Friday morning. The drive to the world round was on the superb A75, which takes you over the stunning Millau Viaduct, a multi-span cable-stayed bridge completed in 2004 across the valley gorge of the Tarn near Millau in Southern France. I would take in the world round on Sunday before an early start back down to Montpellier and to the presentation on the Monday. Words: Trial Magazine and Electric Motion • Pictures: Trial Magazine, Electric Motion and Millau Viaduct

Enjoying the occasion; the 2022 EM four machine model range.

is very disappointing about the other motorcycle trials manufacturers that, apart from Electric Motion, no one else supports the FIM TrialE Cup World Championship in 2021. Maybe it’s down to the governing body, the FIM, to make this class more attractive as a way of riders being able to find their way into the world championship — and, would you believe, there is no class for the women! The trials world really does need to wake up. The first event of the proposed three-round series would be in France. As history has recorded, it was a win for a French rider with Gael Chatagno on a French machine at round one in the rain. This event would be followed by a two-day event in Andorra, with another single round in France at Cahors in late August. 44

August-September 2021 • Trial Magazine

Electric Motion • Presentation

‘Vive La France’ French rider Gael Chatagno on a French machine wins round one of the 2021 FIM TrialE World Championship.

SUN AND FUN

After the rain at the weekend of the world round we woke up for the five o’clock drive down to the presentation at ten o’clock. The good news was that it was fun in the sun for the enjoyable drive as the weather made it all so much easier! After travelling through the lovely little town of Sommierois we arrived at

Brits abroad: sharing a coffee with the official UK EM importer Matthew Alpe.

Trial Magazine • August-September 2021

the presentation to be met by the main man, the boss of Electric Motion Philippe Arresten and his enthusiastic staff members. A lovely warm welcoming man, he thanked us for coming and showing our support to the French motorcycle manufacturer. After signing on and receiving the ‘goody bag’, a light breakfast was very welcome. A large gathering of invited guests included the press, product suppliers and worldwide importers and friends of EM. The official UK importer of all Electric Motion products, Matthew Alpe, was in attendance with his supported rider Sam Robinson. After the usual pleasantries and introductions to the people attending, we were handed over to Jean Pena who gave a very interesting presentation and insight on the new 2022 four-machine range of electric models. His enthusiasm for the brand is evident, and during his talk

We were welcomed by the nice people from EM.

he explained about the past, present and future of this forward-thinking motorcycle manufacturer. We also noted that the brand would now be called EM, with the company known as Electric Motion.

Outside the clubhouse of the Moto-Club Sommierois in France.

Presentation • Electric Motion

Inside the clubhouse you will find so many mementoes of a passionate motorcycle club. It played a huge part in promoting the off-road scene in France for many years. Pictured above: Manuel Soler from the 1976 world round.

IN THE FLESH — 2022

Under a very warm Mediterranean sun it was time to move to the shaded area where the new models were visible in the flesh. The 2022 range has moved from six to four models. On closer inspection it was soon evident on both machines that the overall quality and manufacturing processes of the new models had moved to a higher standard.

IN THE FLESH — SHARING

EPURE and the ESCAPE: Separating these two models in the range is quite easy as they share the TECH steel slider front forks. The front forks still offer 175mm of travel and they have a R16V rear shock absorber offering 170mm of travel as the suspension package. These new 2022 models are also separated from the EPURE RACE and the ESCAPE ‘R’ as they feature a major innovation with the introduction of traction control, enabling you to keep control of the machine in all conditions.

IN THE FLESH — SHARING

EPURE RACE and the ESCAPE ‘R’: Both the higher specification 2022 models go even further in design with the introduction of the new TKO (Tick Over) as standard, which is the latest innovation from Electric Motion. As an optional extra you can also have the PRB (Progressive Motor Brake) system fitted. It’s an ingenious system which offers the performance of a progressive motor brake whilst also regenerating the battery; very intelligent, we might add. The compact, ergonomic operating lever fits the handlebar in a very practical way. These two models also share the hydraulically operated diaphragm clutch.

IN THE FLESH — ESCAPE

Here you have the more adventure and trail-based models which are the ESCAPE and ESCAPE ‘R’. The ESCAPE models are aimed at being used for tour riding and extreme ‘free’ riding, and are claimed to be the ultimate touring machine of the Electric Motion family. With its ultrahigh-end equipment, lines and design, the ESCAPE ‘R’ is geared towards off-road riding for everyone to enjoy adventure to the limits.

A man very passionate about his products: the boss of Electric Motion, Philippe Arresten.

IN THE FLESH — EPURE

You have the EPURE and EPURE RACE — the latter has a higher quality specification. The EPURE is very similar to its RACE brother apart from the higher level of equipment. With Matthew on hand, he was able to point out the more obvious improvements on the EPURE RACE such as the R16V ‘Factory’ three-way adjustable rear shock absorber and the aluminium TECH ‘Racing’ 175mm travel front forks. Married to the TECH front forks, the aluminium, blue anodised fork clamps and a new LED front headlight design complemented the quality impression of the machines. 46

Jean Pena, EM Commercial Director and Business Manager, tells the world about the brand he is so passionate about.

August-September 2021 • Trial Magazine

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FIND US ON

Electric Motion • Presentation

A FULL PROGRAMME

The day was rounded off by a display from the 1996 FIM World Trials Champion and Competition Manger Marc Colomer from Spain and the EM number-one rider Gael Chatagno. Demonstration machines were also made available to anyone who wanted to try the 2022 offerings, before the day closed with an enjoyable evening and a huge thank you from Trial Magazine to Philippe Arresten and Jean Pena. As we boarded the flight home to Manchester it was time to reflect on a super few days away before falling into the aeroplane seat for a much-needed sleep; until next time…

AND FINALLY — JEAN PENA: COMMERCIAL DIRECTOR AND BUSINESS MANAGER

“The 2021 EM DAY was a real success, thank you to everyone for coming! We are very happy and grateful that most of our partners came to the 2021 edition as we know the difficulties to travel during this difficult time. Every year at the same period — end of June/beginning of July — we will organize an event called the EM DAY where we will present our new technologies and innovations to all our partners. The EM DAY is also the day of the official presentation of the new EM models for the year and all the people invited can try the new versions during this user-friendly event. It’s also the perfect moment to see all our suppliers, EM dealers, EM Spots, EM ambassadors, EM riders, press... to discuss, make meetings, organise workshops and share experiences all together as one big family. This year, we took the decision to reduce the EM range with the 2022 models to better answer the needs of our valued EM customers. Indeed, with four models we think that any user, male or female, young or old, friends, trials rider, professional or pleasure rider can find the perfect EM model for their own use.”

Sam Robinson and Matthew Alpe with the new 2022 EPURE RACE model.

SO, WE NOW PROPOSE FOUR MODELS, TWO VERSIONS IN EACH FAMILY.

“The Epure family is dedicated to trials and has two models, the Epure and the Epure Race. Then we have the Escape family, which is focused on touring and adventure and is perfect to ride in the backyard, in the forest or mountains, and also includes two versions, the Escape and the Escape ‘R’. The new 2022 models include many improvements and two new major features: the Traction Control, available on the Epure and Escape version, and the TKO, available on the Epure Race and Escape ‘R’ version. EM has presented the new Traction Control. By definition, off-road activities will offer you extreme conditions in which it is sometimes difficult to keep control and traction of your machine. Fortunately, the Traction Control offers you the best possible

Standing Proud: the image of EM.

Team: Philippe Arresten with his number one rider Gael Chatagno.

Trial Magazine • August-September 2021

A nice welcoming buffet lunch was very well received and appreciated.

Presentation • Electric Motion

EM 2022 models are not a dream, they are already in production.

traction to keep control in all circumstances. Then, the TKO — Tick Over — is the most important innovation for the year 2022. This innovation offers the ideal feeling for beginners and experienced riders alike. With a constant rpm, the machine gains precision in acceleration and traction. It’s a true help to controlling power at low revs. Whatever your level of riding, you can switch the TKO on or off as you wish by using the switch.”

EM ESCAPE 2022.

VISIT INCH PERFECT IN THE UK

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EM RACE 2022.

August-September 2021 • Trial Magazine

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Quick Spin • TRRS

QUICK SPIN

TRRS ONERR 250cc It is quite rare in the world of motorcycle trials to see new manufacturers emerge, but in the last few years, we have seen two names from Spain take us by surprise in TRRS and Vertigo. As we follow the roadmap out of the pandemic, motorcycle trials have emerged as strong as ever as a sports discipline to enjoy, and so has the sales of new machines. TRRS and the Vertigo, emerging pretty much around the same time in 2014/2015, are proving popular with the buying public. They are very much of a new generation of innovation with models that separate them from the other brands. Both offer two-stroke models but differ in two main areas. Vertigo offers Electronic Fuel Injection and TRRS a conventional kick-start mechanism or the option of a touch-ofa-button electric start. We have had a quick spin on both of these aforementioned models in earlier copies of the magazine, and so it was now back to the very popular TRRS ONERR 250cc model for a quick spin. The 2021 model still uses the tried and tested carburettor with our test machine using the traditional aluminium kick-start lever. A test rider from the very early days of the magazine, Nick Shield has ridden most of the makes and models that have been available to the buying public over the years. For those of you who supported us back in 2009, Nick was the guy who tested six different machines over the six days of the Scottish Six Days Trial, which included Scorpa, Beta, Gas Gas, Xispa, Sherco and Montesa — he has never forgiven me for this. Words: John Hulme and Nick Shield • Pictures: Trials Media 52

As with the majority of the modern machines the suspension and handling are very good, it is almost like cheating!

August-September 2021 • Trial Magazine

TRRS • Quick Spin

Overall balance is incredibly good.

RRS is very much a go-ahead motorcycle manufacturer and, with the seven times FIM World Trials Champion Jordi Tarres as the front man, we all knew that it would just get better as a product with his input. Throw another Spanish name – Adam Raga – into the equation from its beginning as a motorcycle manufacturer, and the hard work has been rewarded with success from the word ‘go’. TRRS broke the surface with its new machine in late 2015 before moving into full-time production in 2016. The official UK importer, Steve Saunders, would be another stand-out name in the trials world. He used his very good friend and supported rider Ross Danby to help him develop the machine in the UK conditions, an important factor in making inroads to machine sales. With Toby Martyn now on board with the manufacturer, it has quickly become a mainstay machine in the trials world with a good reputation for build quality and reliability.

WHAT’S NEW ON THE 2021 250cc?

November 2015 seems like a lifetime ago for TRRS, when Phil Disney tested the prototype for Trial Magazine, here on the left with Jordi Tarres and Steve Saunders.

Trial Magazine • August-September 2021

The new 2021 TRRS ONERR range is available in engines sizes of 125cc, 250cc, 280cc and 300cc, offering a machine for riders of all ages and abilities. As with all TRRS models, the 250cc, which we’re focussing on here, has the aluminium frame and, for a second year, an eye-catching red finish with updated aesthetics. The complete redesign of the two-stroke, singlecylinder, water-cooled engine is the significant change. It has been carried out to accommodate the new aluminium injection-cast crankcases and substantially improve the surface finishes.

Quick Spin • TRRS

Listening to customer feedback, the engine now has a clutch cover with oil sight glass and oil fill cap.

The engine is a small, compact unit.

ENGINE • • • • • • • • •

Aluminium injection crankcases. Pre-compression is increased in the crankcases, providing more power at low revs. Relocation of the engine breather. Carburettor breather with guided hose. New outside crankcases treatment with an improved surface finish. Clutch cover with oil sight glass and oil fill cap. Cylinder head cover with temperature sensor. Updated ignition cover. Electrical temperature sensor to increases the precision and reliability of the cooling system. CDI for temperature sensor reader.

FRAME AND COMPONENTS • •

Reinforced suspension link and rocker link. Lightened engine support, which improves assembly and reduces vibrations. • Improved fixing and robustness of the exhaust exit pipe. • Forged front exhaust bracket. • Front brake disc protector to comply with the FIM standard and make it more resistant to impacts. • Air-filter box deflector. • Improved air-filter box drainage. • Dimensional improvements to improve assembly and tensions. • Improved fixing on the chain guide. • Curved silicone water tube to avoid interference with the fan. • Red anodized wheel rims. • Handlebars.

Quality products are evident in all areas.

Rear sprocket protection comes as standard.

QUICK SPIN WITH NICK SHIELD

As the constant reminder of his 2009 SSDT trials riding holiday (“Never, ever, ask me to do that again!”), has been etched in my mind from Nick ever since it was now time to wind the clock forward to treat him to the ‘Quick Spin’ on the marvellous 2021 TRRS 250cc. Nick Shield: “I have not been a regular ‘Modern’ machine rider for a couple of years and then return to this level of riding left me with many machine choices. The Italian Beta has been my primary choice for many years, and I cannot fault them: strong, reliable and with an excellent after-sales service from the importers. My usual engine choice has been a 300cc, but I decided to look at my other 2021 machine options. I tried most of the new models available, and I kept going back to the TRRS, and you are about to find out why. “The ease of riding is second to none; it is like a breath of fresh air such as the lightweight, compact design. It feels so physically light. And to my disbelief, I went for this 250cc model. “If it looks good, it must be good! I have been competing in the Northern Centre since the ’70s, and the majority of the time, I went for

It throws confidence at you.

August-September 2021 • Trial Magazine

TRRS • Quick Spin

In its natural environment the TRRS stands very proud.

the larger-engined machines, such was the nature of the terrain I was riding. This 250cc excels on performance like you would not believe; when you read about the new engine improvements of achieving better behaviour at low-speed engine revolutions and increasing pre-compression, which in turn improves the overall performance, it does exactly that. You can rev it hard in any of the first three gears and shut off like you would not believe, such as the smooth and progressive response; it ‘carburates’ second to none. “With a multitude of rocks and rivers to ride at our test venue, the Inch Perfect Trials Centre, I was able to find out so much more about my new acquisition. First gear for the ‘nadgery’ bits is perfect, but I am very much a second gear man, if I am honest. As you get older, which I am, you need thinking time, and the combination of the clutch and throttle gave me

Man and machine, one very happy customer.

Trial Magazine • August-September 2021

2009: Riding a new machine on each of the Scottish Six Days will not happen again for Nick Shield!

plenty of time to think. In second gear, I was very comfortable in all situations. If you get offline, it’s easy to re-group and find your line again; it ‘tracks’ really well. In certain situations, it makes you lazy, such as the combination of handling and power. “As with the majority of the modern machines, the suspension and handling are very good; it is almost like cheating! I have not had the TRRS long, but the standard suspension, TECH branded aluminium anodized slider forks at the front, and the Reiger Shock at the rear give excellent rider feedback. It feels very low to ride and has given me a new lease of life, such as the pleasure of riding it. I have spoken to other TRRS owners, and one thing we all agreed on is that it is, without doubt, a quality piece of riding kit. I could not agree more”. Note to John Hulme from Nick Shield: “Riding a new machine on each of the Scottish Six Days

will not happen, but I may be tempted back on the TRRS to ride all the six days in 2022. Watch this space!” For more information on all TRRS motorcycle products, turn to their advert on page 16 for details.

TRRS ONE RR 250

STARTING OPTIONS: Kick-Start available on: 300cc, 280cc, 250cc and 125cc; Electric Start: 300cc, 280cc and 250cc MOTOR: Single Cylinder Two-Stroke Liquid Cooled – 247.7cc – Bore and Stroke: 72.5mm x 60mm; Carburettor: Keihin PWK Ø 28mm – Reed Valve Induction; Clutch: Hydraulic Three-Disc Diaphragm System; Gear Box: Five Speed; Ignition: Hidria CDI Twin Spark System; Starting System: Manual Kick-Starter Pedal; Engine Protection: 7075 Aluminium. CYCLE PARTS: Frame: Double Forged Cradle Type Aluminium; Swinging Arm: Aluminium; Front Suspension: Adjustable Tech Aluminium Ø 39mm – Travel 175mm; Rear Suspension: Reiger – Travel 168mm – Two-Way Adjustable; Wheel Rims: Morad Aluminium; Tyres: Michelin Front and Rear; Brakes – disc Ø 185 Front/Rear 150mm – BRAKTECH: Four (Front) and Two (Rear) Piston Callipers. DIMENSIONS: Seat height: 800mm; Length: 2,015mm; Width: 830mm; Height: 1,125mm; Weight: 66kg.

It’s not Laggan Locks in the SSDT, it’s Inch Perfect Trials.

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Ladies • Alice Minta

ALICE MINTA

LOOKING UP

We noticed that the FIM TrialGP Women’s World Championship had a surprise new name in its 2021 entry list, 17-year-old Alice Minta (Scorpa-GBR). This energetic young lady had dipped her toes into Trial2 and wanted to test her abilities, and so she moved into the premier class of women’s world trials as soon as possible. Despite the cloud of the pandemic still over us, the season has already yielded her first Women’s European Championship win in Italy, where she also scored her first TrialGP points. So we decided it was time to catch up with this fast-emerging and exciting ladies’ talent. Words: Trials Media with Alice Minta • Pictures: Christian Valeri Trials Media

Well done with your European round win! Thank you, it’s not been as easy as it may look! The European win came out of the blue as the idea to contest the championship was to gain experience ready for the world rounds. I rode well in the Euro round, but nothing really special, and I was as surprised as my father Will with the win. Always an inspiration, world champion Emma Bristow has encouraged me to move into the TrialGP class. Fifth on day one in Italy was a real bonus, but the eight came with some pain on day two.

NO PAIN, NO GAIN, THOUGH?

No pain, no gain, you bet. I hit a rock so hard I thought I had knocked my left foot off. It was August-September 2021 • Trial Magazine

Alice Minta • Ladies

Ouch — that hurt!

one of those protruding rocks that you always try and miss, but I hit it on this occasion. The line in the section was really tight, and I tried all I knew to avoid it but hit it full-on. The result was a broken big toe on my left foot. We had come all this way for a result, and no way was I going to retire! The eight points could prove vital at the end of the year, and that was my mindset for the rest of the trial. How good is the 250cc Scorpa? It’s not good – it’s brilliant, the ideal machine for me to ride. Riding in the UK for Nigel and June Birkett not only brings a superb sponsorship package but years of experience of being involved in the sport. Nigel’s mechanical understanding of the Scorpa is second to none, and he is very good at knowing what individual riders need from a machine. In my case, he can set up the Scorpa to suit my needs which is strong, aggressive power. If I am riding in a wet, muddy venue, he can adjust the machine to make it smoother if I need it. At the world rounds, ‘Team Scorpa’ are there to support me if I need any extra help. Where are you at in life? I left school last year and now attend Shrewsbury College, where I am studying a Level 3 Extended Diploma in Outdoor Education. To be honest, I wasn’t entirely sure what I wanted to do, but the thought of studying and participating in a wide range of land- and water-based activities such as mountain biking and kayaking seemed to have caught my eye. They also offer a female rugby team, which I really enjoy playing in my spare time as a way to mix up my training. As it stands at the moment, the dream job would be to become a professional trials rider. Still, until then, I will be working at our familyrun garden centre twice a week, alongside college and evening training with my oldest brother Tom. Without the garden centre, none of this would be possible, and I am grateful for the time and effort that my parents put into it. I would also like to thank South Shropshire Motorcycle Club for believing in me and supporting me every step of the way, as, without this club and YMSA trials, I wouldn’t have got to where I am today. Lastly, a big thank you to all the volunteers that take the time to mark out and observe at trials within the UK; without them, our sport wouldn’t be possible! Trial Magazine • August-September 2021

In the points at TrialGP

On the podium at the Euro round in Italy

Back issues • Rewind Trials

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August-September 2021 • Trial Magazine

Going Forward • Fuel Injection

FUEL INJECTION

CALIBRATED CONTROL Fuel Injection may not be new in the two-wheeled motorcycle world, but it is now slowly starting to make its mark in two-stroke trials machines. Tried, tested, and accepted in the four-stroke trials world since 2004 with the hugely successful Cota 4RT engine used in both the Montesa and Honda trials machines, its ability to deliver the fuel electronically has worked very well in both performance and reliability. Quite new as a motorcycle manufacturer in the trials sector, the go-ahead Vertigo brand has used the calibrated control of delivering the fuel into a cylinder barrel since it arrived on the trials scene in 2014. As we move through 2021 with more of the 2022 motorcycle trials models imminent, maybe we will see some of the other two-stroke manufacturers move away from the mechanical control of a carburettor for the fuel delivery changing to Electronic Fuel Injection; wait and see. Words: Trials Media • Pictures: Aprilia, Mario Candellone, Gas Gas, Honda Montesa, Sammy Miller Trials Media, John E Shirt, Ossa, Christian Valeri, Alan Vines, Yamaha, Yoomee Archive and Mauri/Fontsere Collection and the Giulio Mauri Copyright 66

August-September 2021 • Trial Magazine

Fuel Injection • Going Forward

echanical carburettors have been around in the same shape or form from the turn of the century on motorcycles as a way to mix air and fuel proportionally before it is drawn into the combustion area. The flow can never be accurately controlled mechanically. Still, with an electronically-controlled system, the calibration is much more accurate and delivers the exact amount of air-fuel mixture, providing greener emissions out of the exhaust. We have to take a step back in time to just over 40 years ago to start to understand the history of fuel injection in motorcycles to the early ’80s by one of the big four motorcycle manufacturers from Japan, Kawasaki. As far as we know, they were the first motorcycle manufacturer to use fuel injection on a commercial basis in 1979 on their mind-blowing six-cylinder, water-cooled, four-stroke Z1300 model; yes, close on 1,300cc of power between your legs! During its 10-year production cycle, they moved from mechanical carburettors to fuel injection, primarily for better fuel consumption and not engine performance.

2004: At the Japanese FIM World Championship round Montesa/ Honda showed their new four-stroke Cota 4RT for the very first time.

FUEL INJECTION – TRIALS TESTING 1974

In the early ’70s, with the Japanese in motorcycle trials arriving on the scene, both Honda and Yamaha changed their thought pattern of the future of the trials motorcycle. Honda went down the four-stroke route with Sammy Miller, and Yamaha employed the services of Mick Andrews to develop a new two-stroke trials model range. As Miller worked to cure the four-stroke ‘cough’, Yamaha took another route into developing the two-stroke engine, first with reed-valve cylinder induction on the twin-shock TY model range. They would then move to a type of basic fuel injection for the first time on a trials motorcycle never seen before. In 1974 they presented Mick Andrews with their radical single rear shock absorber machine, the Cantilever as it was called at the time. The prototype machine’s official title was the Yamaha YZT 250cc, and it gave the trials world its first vision of something similar to fuel injection. The fuel feed system on Andrews’ machine used a ‘May Pump’ invented by a German engineer. It controlled the fuel

2015: It’s quite interesting that the Vertigo was also unveiled at the Japanese FIM World Championship round for its first competitive outdoor debut in the world series. In the early 70s, with the arrival of the Japanese in motorcycle trials, Honda went down the four-stroke route with Sammy Miller

The fuel feed system on Andrews’ machine used a ‘May Pump’ which was invented by a German engineer.

Trial Magazine • August-September 2021

Going Forward • Fuel Injection

Sammy Miller worked so hard to cure the four-stroke ‘cough’. Rob Shepherd, seen here, won the 1977 ACU British Trials Championship and gave Honda their first ever FIM Trial World Championship win in Finland in the same year.

supply to the cylinder by measuring vacuum pressure in the crankcase when connected to the carburettor by a rubber hose. It allowed the removal of the floats inside the carburettor bowl though it still retained a needle and needle jet. There would be no ‘choke’ lever to start the machine, but Mick would squeeze the rubber housing at the base of the carburettor to generate pressure, a form of priming before the engine would fire into life. It would then regulate the crankcase pressure through the rubber hose back to the carburettor. This air-fuel mixture worked through a diaphragm while it was running to deliver the correct amount of fuel at any one time. Andrews claimed the machine would run upside down, if necessary, without any change detected in the engine’s running performance! He won the 1974 Scottish Six Days Trial on this revolutionary motorcycle before the ‘May Pump’ idea disappeared from the trials scene. Maybe it will reappear as the Yamaha single rear shock design did until the aptly named Mono-Shock model appeared in 1983 and changed the face of the trials world forever; who knows.

1980: Jaime Subira (Fantic-ESP) brought Fantic to the top level with his development input.

European engineers then took the reins as Gas Gas introduced its new EFI, 450cc four-stroke Enduro machine in 2002, followed by Aprilia, Husqvarna and Sherco quickly followed by BMW and Husaberg in 2009 with their Enduro models. From Honda, Kawasaki and Suzuki, Japanese engineers followed suit on their motocross machines during the 2008–2009 season as Yamaha finally went EFI over a four-year period from 2010–2014. Wanting to keep pace with developments, KTM joined the race with its range of Enduro and motocross machines in 2011 and 2012.

FUEL INJECTION – TRIALS EXPERIMENTS 1996

European innovation in the motorcycle trials world has come from many talented riders and engineers over the years. In the past 40 years, names spring to mind such as John E Shirt (GBR) Yamaha, Jaime Subira (ESP) Fantic, Pedro Olle (ESP) Beta, Josep Paxau (ESP) Gas Gas and Sherco, and Josep Serra ‘Xiu’ (ESP) Gas Gas and Ossa, to name but a few. With the introduction of the first water-cooled production trials model with Aprilia in 1989, the aluminium framed production Beta in 1990 and

FUEL INJECTION – OFF-ROAD RACING 2000

Would you believe that the good old USA produced the first production off-road machine with electronic fuel injection, which came from Cannondale in 2000? It was headline news as the great America hoped to challenge the rest of the world, but the dream soon passed and disappeared in a few years. 68

Despite the fact that this period picture is from 1974, the Cantilever Yamaha was so far ahead of the game.

August-September 2021 • Trial Magazine

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Fuel Injection • Going Forward about the downside of the early EFI systems for the buying public, such as the consumer perceptions of computers and the complexity of the electrics involved, and an aversion to the re-mapping of the engine with PC software still in its infancy. The general public was more familiar with changing slides, jets, and needle positions in the mechanical carburettor. They also understood the ease of adjusting easily accessible air-mixture and idle screws. ‘Why change something that is not broken?’, was the mindset.

FUEL INJECTION – FOUR-STROKE 2004

Another Spanish rider, Pedro Olle was the man behind the success as the Italian manufacturer Beta moved into the trials market.

the crankcase induction on the Gas Gas in 1993, many wondered what would come next. In a closely guarded secret, various factories played with the controlled fuel delivery concept — or variants of the fuel injection theme — before it surfaced in 1996 with Gas Gas. Josep Paxau was working in Gas Gas’ research and development department in Spain on various projects. He wanted to explore the implementation of fuel injection on the two-stroke trials engine. Working alongside two other, younger engineers, Josep Parres and Toni Garrido, they fitted a very early electronic

system to various engine capacities of Gas Gas machines to understand the working of the EFI in the slow-speed world of trials. After downloading all the data and information, they looked at various areas where they could start to improve the machine’s performance in all situations. In 1997 Paxau moved to the rival trials manufacturer Sherco and took his ideas with him. Over the following years, he would look at the workings of the fuel injection system on both two- and four-stroke trials machines. Despite encouraging results, Paxau was worried

It would take the intervention of the HRC department of the mighty Japanese motorcycle giants Honda, in association with Montesa, to be the first manufacturer to use EFI on a production trials machine with the introduction of the new Montesa Cota 4RT in 2004. Using the single-cylinder four-valve OHC CRF 250cc motocross motor as a base point for the Cota 4RT trials project, its fuel supply to the engine was supplied by a lightweight, simple integrated injection system. Abbreviated to PGM-FI, it would work with a lower volume than a conventional carburettor to suit the needs of the variable parameters found in the trials motorcycle. The ECU is an intelligent, high-precision control unit that would work in association with the throttle body and control unit. Using electric sensors, it would perform instantaneous calculations of a wide range of variables such as the environment, engine temperature and atmospheric pressure to give the optimum performance from the fourstroke engine. To make the whole EFI system work, first it would need a source of power, but with this came the extra weight of the addition of a battery. Using their full resources to avoid the use of a battery, HRC introduced a system in which the kickstart pedal activates an extremely high-performance generator. It would provide the ECU with enough power

With the introduction of the first water-cooled production trials model with Aprilia in 1989, Finland’s Tommi Ahvala won the FIM World Championship title in 1992.

In 1989 Beta unveiled its first full-beam aluminium trials frame and housed the water-cooled engine in it. Pedro Olle and Jordi Tarres worked together on this wonderful machine; the rest is history.

Trial Magazine • August-September 2021

Going Forward • Fuel Injection

Crankcase induction and the hydraulic clutch came on the Gas Gas in 1993 as Jordi Tarres gave the Spanish manufacturer its first FIM World title.

to run the fuel injection system pump, in turn guaranteeing a quick, reliable starting method of the motor with a slow, strong depression of the kickstart lever. It worked, and the idea was a world first in the motorcycle world. Such was the engineering excellence applied in the design of the engine, it would also meet the newly introduced impact of the EURO2 regulations concerning emissions which had to be strictly adhered to. Such was brilliance in the design and application of this four-stroke engine in 2004, it has stood the test of time to be still delivering worldclass performances; 28 FIM Trials World titles in the hands of Toni Bou says it all. The Respol Honda powered by the Cota 4RT remains the one to beat in his capable hands in 2021.

FUEL INJECTION – OSSA 2009

As you will find in our two-part Ossa story starting in this magazine, the Spanish manufacturer was the first to apply electronic fuel injection to a production twostroke trials motorcycle. Introduced in November 2009, the new production 280cc Ossa trials machine broke new boundaries with its reverse cylinder technology and introduced the EFI Kokusan batteryless system. It mirrored the four-stroke Cota 4RT engine with the facility to electronically adjust the machine’s performance to suit changing conditions. It was also similar to its four-stroke counterpart in its starting procedure, unlike a conventional two-stroke.

In 1996 with Gas Gas Josep Paxau was working in Spain on various projects, and he wanted to explore the implementation of fuel injection on the two-stroke trials engine.

To start the engine and correctly set the injection system, you would close the throttle and take the kickstart lever through its full stroke to generate enough power to activate the electronic fuel injection before the engine would fire into life. Applied to the two-stroke engine, the EFI gave it a soft and linear performance with no sudden power surges, and the opportunity to stall the engine on even very low throttle openings had vanished. Sadly, Ossa as a motorcycle manufacturer, disappeared in 2015. Great Britain’s Dougie Lampkin gave the four-stroke Cota 4RT its first victory in Portugal 2005.

Two good friends and very innovative trials engineers, John E Shirt (GBR) on the right and Josep Paxau (ESP) share a moment at the SSDT in 2007.

August-September 2021 • Trial Magazine

Fuel Injection • Going Forward

2007: Both Takahisa Fujinami (JPN) and Amos Bilbao (ESP) on the right put so much work into making the four-stroke Cota 4RT into a winner.

FUEL INJECTION – VERTIGO 2014

As the Milan show opened in November 2014, it introduced the brand Vertigo, a new motorcycle trials manufacturer from Spain who would take the EFI application to another level. Tucked nicely into its trademark trellis-type steel tubular frame was an ultra-compact 300cc two-stroke engine. It would benefit from a bespoke electronic system representing the latest advances with the ECU managing and controlling the engine’s performance in all situations. The

advances made in the use of the EFI were simply mind-blowing. With a choice of four different maps, it offered an unequalled level of engine adjustment in the world of trials for user refinement. The complexity of the ECU would precisely adjust the fuel injection in conjunction with ignition settings to provide exceptional and smooth power delivery to match the terrain and riding performance for the rider. To start the Vertigo would require a simple technique to work in conjunction with the EFI by gently applying pressure on the kickstart lever to engage the kickstart gears. You would then relieve the pressure and apply a solid stroke to ensure the engine is able to start. As we now know, the Vertigo success story made it a huge hit with the buying public as it achieved notable victories with Dougie Lampkin and James Dabill in both the Scottish Six Days and Scott Trials proving the machine’s reliability. As to be expected with any new motorcycles, a few early problems were soon eradicated, and the model’s EFI has now become a bonus selling point of the machine’s ongoing success story. Ossa became the first motorcycle manufacturer to apply electronic fuel injection to a production two-stroke trials motorcycle in November 2009.

2007–2020: Since 2007 Toni Bou became unbeatable on the fourstroke machine; 28 FIM Trial World Championships tell their own story!

Trial Magazine • August-September 2021

Going Forward • Fuel Injection

A simple switch could be used to change the ignition mapping, seen here in 2012 on the Montesa Cota 4RT of Jonathan Richardson.

The past: The carburettor, a mechanical way of controlling the fuel into the cylinder. It has been used since the turn of the century.

The future: The throttle body in the photo with the red pulley is a racing throttle one. When a model of Vertigo is specified with a racing throttle body, such as the R3 model, then this is fitted. Should it have the standard throttle body then it is fitted with a black pulley, such as on the standard Vertical model and Dougie Lampkin Replica. Times are changing in how the power is controlled.

FUEL INJECTION – HOW DOES IT WORK

Believe it or not, it is far less complex than you would imagine and much more reliable in its performance than a carburettor. With only two main components: a butterfly valve and an injector nozzle, the system is far simpler than you would think. The control of these technical components is where it gets more electronic. A range of sensors constantly measures different variables such as the RPM of the engine, coolant temperature and ambient air pressure, which all control the running of the engine, therefore, adjusting itself to create the perfect performance output. To make this all come together, the fuel mixture needs to be cleanly delivered directly to the crank, hence the control from the EFI. Any two-stroke engine requires a nice clean mixture that gets the maximum fuel charge into the cylinder to combust. The precise control of the mixture also has the added benefit of helping to cool the engine efficiently, another key factor in achieving maximum performance. EFI does not provide any significant power increase. Still, it does allow for creating precise mapping, power curves and help improve the fuel range of the machine as it becomes more efficient and uses less. 74

‘Nick calling Vertigo’, Nick Owen at Vertigo UK tunes one of the two-stroke models via the computer.

An EFI uses its brain to think all the time, and the parameters of the adjustment are very precise. They work at a much faster rate than a throttle opening action using a carburettor. To adjust Vertigo’s GET electronics, a Wificom device was introduced. It will allow you to connect to the ECU, which works alongside a mobile app to make various adjustments and checks on your Vertigo with a WIFI connection from your phone or tablet. Maintenance is very low due to the air filter positioning and having no carburettor to clean on EFI machines, making them very ‘Wash and Go’ and riderfriendly.

FUEL INJECTION – THE FUTURE

As we move swiftly towards 2022, fuel injection systems also score top marks concerning environmental issues. Essentially, being a sealed unit, they don’t allow unburned fuel escape when the motorcycle is parked and not running. Emissions will control our future as we all try to protect the environment, and the application of an EFI unit does provide a positive future for fuel-aspirated engines.

2021: This Wificom device was introduced which will allow you to connect to the ECU, which works alongside a mobile app to make various adjustments and checks on your Vertigo with a WIFI connection from your phone or tablet.

August-September 2021 • Trial Magazine

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What happened • Ossa

PART ONE: 2009-2011

OSSA RETURNS It was the headline at the time that would catch the eyes of so many motorcycle trials enthusiasts: 'Ossa Returns' as it was announced that the legendary brand was coming back to off-road competition, having closed its doors in the early '80s. An ambitious project started in 2009 when we would first hear of a revolutionary, shall we say 'all-singing and dancing' trials model, using state-of-the-art chassis and engine-design technology. In 2010, it was expected that a new model range would be coming off the production line and out of a new factory following the return of the original and legendary name Ossa from its once-proud roots. The name was born close to the regions of Barcelona, which was once the 'hub' of the big three, Bultaco, Montesa and Ossa. In the late '60s, these three manufacturers would start to dominate in the trials world as the Spanish had literally taken the 'Bull' – as in Bultaco – by the horns and dragged the tired and well-worn once-mighty manufacturing of trials machines in Great Britain into a more modern lightweight two-stroke era. They passionately delivered a range of trials models that would start to become market leaders in the trials world as we moved into the '70s. As the 'New' Ossa started to make ground in the trials world, here, in part one, we look at the years 2009–2011. Words: Trial Magazine • Pictures: Trials Media, Ossa, Trial Magazine France 76

Ossa introduced the new machine at the 2009 Milan Show.

August-September 2021 • Trial Magazine

Ossa • What happened

A reversed cylinder barrel and fuel injection; the engine was way outside of the conventional trials design.

hen the first pictures emerged early in 2010 on the various trials websites of the new Ossa trials machine in action with Marc Colomer riding it, we had proof that the project was up and running and not just a dream. The respected Nigel Birkett would form a new company, Ossa Motos UK Ltd, which started trading on 1st August 2010, endorsing the manufacturer's future and the expected machine sales in the lucrative UK market. Having a legendary name such as Ossa gracing the fuel tank on a trials motorcycle and with such a winning pedigree with Mick Andrews in the past, it opened the door to future expectations and, of course, competition success. Its comeback to the trials scene was not done in half measures as it was way ahead of its time, and they wanted to live up to that reputation on their return. They took the design of the trials motorcycle out of the box and examined all areas in every detail for improvement to produce a radical new model with the Ossa TR280I.

REBIRTH OF A BRAND

This rebirth of Ossa was made possible in 2009 by the efforts of a new, exciting team which was led by Jordi Cuxart, an investor who was the President of the new factory and the project's champion. He would be joined by passionate Ossa motorcycle enthusiast Joan Gurt as the General Manager — a major driving force behind the project — and Alejandro Laplaza, who would be the Finance Manager and also another investor. Putting a new team together dedicated to any project is never easy — it was down to the hard work put in by the Engine Division Manager Joan Roma as the one who brought them all together with an extraordinary vision for the future. To bring their Ossa vision to life, they would employ the services of Josep Serra 'Xiu' to the project; he would be the engineer and heart of the new TR 280I as the project manager and designer of the prototype. His career CV is noted for his work at Gas Gas as the development manager on the TXT PRO model. Trial Magazine • August-September 2021

Marc Colomer on the new Ossa in May 2010.

In early 2000, he raised the bar amongst the trials manufacturers with its innovative and lightweight trials engine and chassis design. He had also worked through his company, Xiu Research and Development SL, on various other motorcycle developments with Rieju, Dunax, and Scorpa and the Tramontana, an exclusive high-performance expensive sports motorcycle. 'Xiu' wanted to open everyone's eyes to the

evolution of the two-wheeled trials motorcycle with the Ossa. New engine components would be ready in December 2009. Testing the finished Ossa TR280I would start in January 2010, in the very capable hands of the 1996 FIM World Trials Champion Marc Colomer. Manufacturing was planned to begin in July 2010 with an initial production of 200 machines.

By August 2010 Ossa were happy to show the press the pre-production prototype.

What happened • Ossa

At the 2010 Trial Des Nations the Ossa factory team truck entered the paddock of world trials. You guessed it right; that is the fuel tank in the place of the front frame down-tubes.

MILAN SHOW 2009

The Ossa factory's young and dynamic team had chosen the 2009 Milan Motorcycle Show – EICMA – in Italy to present its revolutionary prototype TR 280I. It was at this show in 1965 that Ossa had presented to the world the prototype of its first trials motorcycle, which was based around a multipurpose off-road twostroke model. As we all know, Mick Andrews was later invited to test the machine, and, as they say, the rest is history. Wanting to reflect on its past sporting heritage, Ossa returned to the Milan show as the venue to present their new model, one that they intended to shake up the world of the modern two-stroke trials machine. Proudly unveiling the machine at Milan, a sharp breath of air was drawn by the many admirers who had attended this presentation – the 'Wow' factor was in overdrive! They literally took the design of the trials motorcycle and threw it all in the waste bin. They examined all areas for improvement in every detail – even the Michelin tyres were new – to produce a radical new model with the green and silver Ossa TR280I. The connection between the old '70s Mick Andrews Replica had been carried across in the aesthetics, but that is exactly where the association stopped. With a reversed cylinder two-stroke water-cooled engine, electronic fuel injection and a fuel tank mounted in front of the engine as part of the frame structure, it was futuristic and broke the mould of the trials motorcycle in every way you could ever imagine.

OSSA TR 280I

DESIGN: Wanting to apply a highly innovative design concept, they went back to the drawing board. They worked on redistributing the various parts of the trials motorcycle logically in terms of the weight distribution and component performance. For many years, manufacturers wanted to locate the air-filter box in a very high, easily accessible position 78

CMY

Ten years on it still looks stunning, so radical in all areas of design.

In October, the production model Ossa TR280I was presented to the trials world.

to improve the performance by keeping the air intake clean and fresh to maximise power output. They addressed the age-old problem of having the air-filter box low in the machine with the mass of fuel in the tank located high up or next to the hot exhaust, which in truth does not make sense for the application dynamics of a trials motorcycle.

A three-litre, in-frame fuel tank had been positioned where the radiator has traditionally gone on trial machines to improve weight distribution. The thought process behind this idea had been carefully examined, and the conclusion was that the lighter a trials machine is, the greater the need for the centre of gravity to be forward-biased. Placing the radiator August-September 2021 • Trial Magazine

Ossa • What happened

Team Ossa, ready for the 2011 trials season.

behind the fuel tank prevents the radiator from getting covered in mud, with the resulting problems of the engine not being able to run at the correct temperature. A stationary motorcycle needs to be able to dissipate the heat from the engine and have a fan fitted on it, like on the TR 280I. Although a motorcycle used in a different discipline would need fresh air channelling to the engine, a trial model does not, it does require an electrical fan. The design brief was to redistribute the key components based on their needs, not aesthetics. As the new engine in the Ossa would be using an electronic fuel-injection system, it enabled the innovative mind of Josep Serra and his team engineers to redistribute various parts without being constrained by the position of the traditional mechanical carburettor. Why put in the EFI unit in the same position as the carburettor when you could take the opportunity to look at a new location for the fuel tank at the same time? Part of the reason that convinced Serra to move to the project in the first place was that he would have the financial backing and input from other engineers to look at a new radically designed trials motorcycle with his vision of how it should both look and perform. ENGINE: Major considerations of developing the new EFI (Electronic Fuel Injection) on the water-cooled single-cylinder two-stroke engine was being able to control the running temperature with certain parts. The EFI was also very compact and considered a reliable source to control an electronically calibrated fuel supply into the cylinder barrel. Working

Announced as the official Ossa UK importer, Nigel Birkett let the public loose on the machines at the BVM Test Day in November 2010.

Trial Magazine • August-September 2021

Engine inspection at the Ossa factory.

Partly-built machines on the Ossa production line.

In March 2011, Guy Kendrew proved the Ossa by winning the ‘Tough One’ trials race.

What happened • Ossa

Dani Oliveras would be the number two Ossa rider in the team.

Nigel Birkett with the Ossa at the 2011 SSDT.

Vertigo brand owner Manel Jane on the Ossa at the 2011 SSDT.

2011 SSDT: Ossa were slow to listen to the experienced UK importer Nigel Birkett, despite his excellent reputation as a development rider.

with ideas from Josep Serra resulted in the decision to use a tilted-back, reversed cylinder barrel. Since the cylinder is tilted back and the exhaust points backwards, the exhaust can start from the rear frame with a larger volume than on a conventional trials motorcycle, as you had no air-filter box fitting to consider. It would allow the EFI system and air-filter box to be located at the top of the TR 280I engine. Using a very compact, single-piece crankcase engine housing, also acting as a stressed member of the chassis, it had been possible to manufacture it into a small engine block. It simplified the possibility of access to gear ratios that could be removed complete, very much like a cassette idea, which would be easier to maintain since it is straightforward to work on the engine. Since the fuel tank protects the radiator, the new TR 280I would also run at a constant temperature without being held back by a

Spain’s Jeroni Fajardo would lead the Ossa assault on the 2011 FIM Trial World Championship. His highest place finish was second on day one in France on his way to fifth overall at the end of the year.

dirty radiator. Furthermore, by inverting the cylinder, they had been able to fit the inlet almost vertically behind the fuel tank so that the air comes in through the filter at one of the highest points on the machine. It makes the filter better isolated from the elements, and it is much simpler to get at the filter itself through a cap. Some parts of the injection system were also fitted inside the underneath of the cap for safety and reliability. CHASSIS: Fabricated using the latest mixture of aluminium and lightweight chromemolybdenum steel available and taking in the new engine design, the fuel tank had been relocated towards the front of the motorcycle in the place of the usual front down-spars as an integral part of the frame. Welding any material produces its own problems due to the temperature variations, and so, as an alternative, cast aluminium parts had been fitted to the areas to eradicate this problem. It included the headstock, treated aluminium fuel tank, footrests and rear frame. All other areas were made of chrome-molybdenum steel with a straightforward TIG-welded structure. SUSPENSION: Working in conjunction with Marzocchi at the front and Ohlins at the rear, the suspension package was based on the new frame design and weight distribution. Adapted purely to suit trials riding conditions, the Ohlins TTX shock absorber unit had the piston valves and hydraulic adjustments on the outside, and this is connected to the rear suspension with an innovative system. It has an articulated linkage that is well protected and integrated and is directly joined to the last part of the chassis. In a reverse trend to conventional front forks, upside-down Marzocchi units were fitted on the Ossa – but with an option for the aforementioned. Upside-down forks with aluminium sliders were designed specifically for the TR 280I in close collaboration with Marzocchi, which was exclusive to Ossa. `

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August-September 2021 • Trial Magazine

What happened • Ossa

As always giving it 100%, Emma Bristow in the 2011 Scott proving the Ossa in the toughest of all motorcycle trials.

2011 ACU Expert British Trials Champion Guy Kendrew in deep water on the Ossa.

At the presentation, questions were asked as to why the move from conventional front forks? Once again, it was the forward out-of-the-box thinking of Josep Serra. Here at Trial Magazine, we dug deeper to understand this decision. The engineering logic behind the upside-down fork is about distributing the forces so as to optimise the weight to the maximum. The greatest force is in the front-fork bottom section, so it is only logical for the point under the greatest strain to have the largest diameter. In conventional forks, this has been solved by increasing the section or thickness of the slider. So, in terms of stresses, an upside-down front fork application has an advantage. To the buying public, it was very obvious the evolution of the trials motorcycle was in the thinking of the new team at Ossa. They stated that this was their first step towards a future in which other projects and other types of machines would raise the Ossa name and factory's profile in the international motorcycle industry. This 'new' Spanish motorcycle manufacturer had some big ideas for the future.

Emma Bristow at the end of the 2011 SSDT. She was a superb brand ambassador for Ossa as well as being a very good rider.

IMPRESSIONS

JOHN HULME, NOVEMBER 2011 Pictures: Andrew Stewart and Eric Kitchen When the new 2012 model machines arrived, they were well received. I competed on one in the Northern Experts. Early models were plagued with gearbox problems, but my Ossa, supplied by the UK importer Nigel Birkett, I knew it would be great. Here are some of my impressions published in Trial Magazine in 2011 after the event. The early production machines had proved to be a steep learning curve for Ossa, as they found out late 2010 after they arrived with the importers. Previously proven what works on the drawing board does not necessarily work in action with a trials motorcycle. There was talk of problems with the fuel injection eventually traced to poor-quality wiring and electrical components. Gearbox problems were common, and the machines became tagged with the name 'Fragile'. Nigel Birkett put his heart and soul into the

Ossa project. With his vast experience, he soon had a solution for the electrical and gearbox problems discovered during a challenging 2011 season. He had also ironed out other minor, niggling issues which had affected the machine's reliability. As a result, I did not doubt in my mind that by the time of our test in November 2011, the 2012 280cc model I would be riding would be good. As it happened, I was proved right. I rode the Clubmen course, two laps of 20 sections. The Ossa offered a high classical feel-good riding position that most closely resembled a Gas Gas. It's not so surprising as the designer, Xiu, was the Gas Gas Pro model designer. The handlebar rise and sweep is well-chosen, and the levers are in a natural position. To start the engine, you close the throttle, unlike a conventional two-stroke, to correctly set the injection system; it is more like a four-stroke in this respect. The first section of the day looked quite

Your very own Trial Magazine editor John Hulme testing the new 2012 280cc model Ossa in the end-of-season 2011 Northern Experts Trial.

August-September 2021 • Trial Magazine

Ossa • What happened daunting to me. It was a drop off into the rockstrewn river, ride up the river, and then a sharp right turns up a very steep grassy bank laced with roots. Which gear should I use? With second gear selected and a gentle drop into the river, turn right, line the machine up — much to my surprise, it absolutely levelled the section! The suspension and general feel are incredible. However, the thing that hits you the most is its linear response from the throttle. In effect, the electronic injection gives it a softness that is almost unheard of. From the lowest of engine revolutions, it feeds on the throttle in a most amazing way. To stall it, you would almost have to do it deliberately! Getting beyond the lowest RPM, the engine still responds in this linear fashion, without any sensation of a power surge. It makes it so much easier to maintain traction without spinning up; if you need more 'go', a quick dip on the clutch and the machine flies. The superstars may want a power curve that is a bit more aggressive, it's true, but the vast majority of riders are better served with an engine that allows you to recover from most errors caused by an imprecise throttle hand. The next few sections were all up the fast-flowing river, and this highlighted the incredible handling; it feels so firm, which gives you confidence. On the open moors, gear ratios are very well chosen with not too much of a gap from fifth to sixth, though top gear is generally accepted for road use. The gear selection was very 'slick' and precise with Nigel Birkett's gear selector modifications applied. Towards the end of the trial, you ride three sections once again up a river. The second

SPECIFICATIONS OSSA TR 280I, 2012 ENGINE

With its reverse cylinder barrel the engine looks very radical in its compact design.

section requires confidence on an undercut step that usually kicks you offline — not with the Ossa though, the rear end is exceptional with its famous Ohlin shock. Well damped on compression, it settles the machine just after a wheel hop or jump. No sensation of bouncing or bottoming; it remained perfectly stable and under control. With this suspension setup, the chassis has a super-stable feel, a sensation that continued while going for it on the abundance of rocks. Even if the rolling chassis doesn't revolutionise the way trials is ridden. It is most certainly right up there with the best of them. Manoeuvrable, stable with superb suspension, the Ossa has a great chassis! What happened next? Find out more when the story concludes in the next issue of Trial Magazine, as Nigel Birkett explains the problems and the solutions with the Ossa.

Capacity: 272.2cc; Bore x Stroke: 76mm x 60mm; Type: Two-stroke single-cylinder with a reed valve intake directly into the crankcase; Cooling System: Liquid; Fuel Supply: EFI Kokusan Battery-less System; Ignition: CDI Kokusan digital magnetic flywheel; Clutch: Hydraulic Diaphragm Control; Gear Box: 6 Forward Gears; Transmission: Primary through Gears, Secondary by Drive Chain.

CHASSIS Type: CR-MO Steel Tube Profile with Tube, Bottom made of Cast Aluminium; Front Suspension: Marzocchi Aluminium Adjustable, 40mm Ø; Rear suspension: Variable Progression System with TTX Ohlin's Mono-Shock; Front Brake: 185mm Ø Rotor with Four-Piston Calliper; Rear Brake: 150mm Ø with Two-Piston Calliper; Front Wheel: 28 Spoke, 2.75 x 21 Tyre; Rear Wheel: 28 Spoke with a 4.00 x 18 Tubeless Tyre; Engine Protector: Made of AA7075; Kick-Start Lever: Cast Aluminium; Gear and Brake Levers: Cast Aluminium.

DIMENSIONS Wheelbase: 1,328mm; Seat Height: 655mm; Fuel Tank Capacity: 3 litres; Dry Weight: 67kg.

The 2012 model Ossa was looking better with every new model, seen here at the 2011 Northern Experts Trial.

Trial Magazine • August-September 2021

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August-September 2021 • Trial Magazine

ACU Trial British Championship • Sport

EM-PHATIC BRISTOW'S DAY

Under the guidance of the vastly experienced Brian Higgins, and with the support of the organising clubs and helpers, this year’s ACU Trial British Championship is turning into a superb series as we approach the halfway point of the proposed nine-round series. Article: Trials Media JFM

It remains a very tight fight for the wins in all four classes. Trial GB championship leader, Toby Martyn (TRRS UK), used the advantage of the additional bonus championship point, awarded for best lap overall at each event this year in each of the four classes, to open up a 10-point lead. The fight for Trial 2 supremacy is just as close, with Andy Chilton (BMS Scorpa) holding Ross Danby (TRRS UK) at bay by a mere two points. Harry Hemingway is the only rider with four wins from four starts to dominate Trial 125 with an extra four points for the best overall laps at each event. Thomas Affleck is the main man in Trial Expert, with a clear championship lead, but the waiting podium welcomed a first for female riders in the adult ACU British Championship. Riding with a superbly confident and happy flowing style, Emma Bristow carried her winning FIM World Championship form to the Lake District to become the first female rider to win against the male opposition. To round the day off, she also gained an extra championship point for the best of the three laps.

FIVE MORE PROPOSED ROUNDS

With five rounds remaining, it looks like Harry Hemingway is going for gold in Trial 125 before the series conclusion. Still, in the other three classes, the action is coming strong and fast as the fight for championship supremacy continues. From everyone at Trial Magazine to Emma Bristow: well done, and long may it continue. We hope to see her lead to see more ladies into the championship to challenge the men.

Trial Magazine • August-September 2021

Emma Bristow (Sherco)

ACU Trial British Championship • Sport

TRIAL GB

ALL THE WAY What a fight for supremacy this Trial GB class is turning into, between two of the youngest, hottest talents in the trials world. The premier league of the UK trials scene is the one under the spotlight, and it’s all about two riders: the current series leader Toby Martyn (TRRS UK) and Jack Peace (Sherco), the younger brother of another participating rider, Dan. This tight contest for supremacy started at round one at Hookwood Trials Club, with Martyn, a clear winner in a high-scoring competition on the rocks and in the mud near Guildford. Rounds two and three would be the ‘Devon Double Header’ held at two venues, with two different weather and riding conditions.

Toby Martyn (TRRS UK)

Article: Trials Media and Heath Brindley@R2Wtrials

ROUND 2: KELLY FARM, NEWTON ABBOT, 26TH JUNE

Riding in front of a home crowd on a warm overcast day was a confident Toby Martyn. He sent out a loud and clear message that he was on form with a stunning opening lap, losing just a single mark. In complete contrast, Jack Peace knew that a loss of 13 on the first lap victory would be difficult to achieve. He fought back in the heavily wooded venue, but a very much on-form Martyn was having none of it and cruised to the victory. RESULTS: 1: Toby Martyn (TRRS UK) 8; 2: Jack Peace (Sherco) 18; 3: Dan Peace (Sherco) 22; 4: Billy Green (BMS Scorpa) 32; 5: Iwan Roberts (TRRS UK) 88.

ROUND 3: BROUSENTOR FARM, PETER TAVY, 27TH JUNE As a promised storm arrived and the riding conditions became more difficult at an already demanding event, it was Jack Peace who sent out a warning shot of his intentions with a single-mark advantage after the opening lap from Martyn on the TRRS. However, the championship leader came fighting back on the rocks, rivers, and muddy climbs, and with two sub-20 lap scores, he took victory from Jack Peace. Iwan Roberts retired after two laps. RESULTS: 1: Toby Martyn (TRRS UK) 66; 2: Jack Peace (Sherco) 77; 3: Dan Peace (Sherco) 87; 4: Billy Green (BMS Scorpa) 98; DNF: Iwan Roberts (TRRS UK)

Trial Magazine • August-September 2021

Jack Peace (Sherco)

Sport • ACU Trial British Championship

ROUND 4: GHYLL FARM, CUMBRIA, 11TH JULY

It was a move ‘Up North’ for round four to take in the three laps of 12 sections which followed a rocky river right up onto the top of the ‘fell’ and a rocky outcrop. As we have seen in the other rounds on occasion, it’s the opening lap where all the damage is done in the pursuit of victory. This time, Toby Martyn lost out as Jack Peace kept his cool to take an early lead. Young BMS Scorpa rider Billy Green was second on nine marks lost, just a single mark behind Jack, with Martyn on 12. Toby fought back on the second and third laps, but Jack remained calm to take his first 2021 victory in the championship. Billy Green dropped a five for a stop in section three on the last lap, which dropped him down to fourth overall on the tie decider between him and Iwan Roberts on the TRRS. Struggling with an ongoing elbow problem, Dan Peace made the difficult decision not to start so he could rest his arm. RESULTS: 1: Jack Peace (Sherco) 13; 2: Toby Martyn (TRRS UK) 15; 3: Iwan Roberts (TRRS UK) 22; 4: Billy Green (BMS Scorpa) 22.

Billy Green (BMS Scorpa)

Dan Peace (Sherco)

CHAMPIONSHIP POSITIONS AFTER FOUR ROUNDS Iwan Roberts (TRRS UK)

POSITIONS: 1: Toby Martyn 80; 2: Jack Peace 72; 3: Billy Green 52; 4: Dan Peace 45; 5: Iwan Roberts 37.

August-September 2021 • Trial Magazine

ACU Trial British Championship • Sport

TRIAL 2

HOT 'CHILLI' A class with so many swings and turns and surprises already saw Andy Chilton (BMS Scorpa) and Ross Danby (TRRS UK) separated by just two marks after the four rounds. Hot ‘Chilli’ has won two rounds and Alexz Wigg and Oliver Smith (SW Trials TRRS UK) one each. Unfortunately, Alexz Wigg, after testing positive for Covid-19, and Sam Connor, who had been running up mountains, would miss the ‘Devon Double Header’ rounds. Article: Trials Media

ROUND 2: KELLY FARM, NEWTON ABBOT, 26TH JUNE

It was an exciting battle between Oliver Smith and Dec Bullock that stole the headlines. Mr Consistency, Ross Danby, headed the way after the opening lap before a high-scoring second one removed any hope of a clear victory. After two laps, Bullock led on 14, followed by Smith on 16, with Danby on 17, along with Jack Dance. Oliver Smith raised his game, parting with just two more marks taking the win from Bullock, who lost four more to lose out on the tie-break decider. RESULTS: 1: Oliver Smith (SW Trials TRRS UK) 18; 2: Dec Bullock (Beta-UK) 18; 3: Ross Danby (TRRS UK) 22; 4: Jack Dance (John Shirt Mc’s GASGAS) 23; 5: Sam Haslam (John Lee Mc’s Montesa) 23; 6: Andy Chilton (BMS Scorpa) 24; 7: Tom Minta (BMS Scorpa) 30; 8: James Fry (Sherco) 30; 9: Richard Sadler (Camio Moto Vertigo UK) 30; 10: Chris Stay (BVM TRRS UK) 31; 11: Duncan MacColl (Beta-UK) 33; 12: Ben Dignan (Vertigo UK) 46; 13: Josh Hanlon (Beta-UK) 47; 14: Sam Yeomans (Vertigo UK) 50; 15: Ben Hemingway (Beta-UK) 54.

Andy Chilton (BMS Scorpa)

ROUND 3: BROUSENTOR FARM, PETER TAVY, 27TH JUNE

Whatever Andy Chilton had for his breakfast worked as he ran out a clear winner from his fellow BMS Scorpa team rider Tom Minta. In the varying conditions, he never looked like he could be beaten all day; the winning margin told its own story. Ross Danby once again remained consistent as he finished third to gain some good championship points. RESULTS: 1: Andy Chilton (BMS Scorpa) 42; 2: Tom Minta (BMS Scorpa) 57; 3: Ross Danby (TRRS UK) 62; 4: Sam Haslam (John Lee Mc’s Montesa) 65; 5: Jack Dance (John Shirt Mc’s GASGAS) 67; 6: James Fry (Sherco) 72; 7: Richard Sadler (Camio Moto Vertigo UK) 74; 8: Chris Stay (BVM TRRS UK) 78; 9: Oliver Smith (SW Trials TRRS UK) 83; 10: Hugo Jervis (Beta-UK) 94; 11: Ben Dignan (Vertigo UK) 95; 12: Ben Hemingway (Beta-UK) 95; 13: Sam Yeomans (Vertigo UK) 99; 14: Duncan MacColl (Beta-UK) 101; 15: Josh Hanlon (Beta-UK) 107.

Trial Magazine • August-September 2021

Ross Danby (TRRS UK)

Sport • ACU Trial British Championship

Jack Dance (John Shirt MCs GASGAS)

ROUND 4: GHYLL FARM, CUMBRIA, 11TH JULY

Setting off as he meant to go on, Andy Chilton gave his sponsor, Nigel Birkett, something to shout about as he took the BMS Scorpa to another clear victory in its ‘home’ Northern Centre. Three single-mark losses on the opening lap set up ‘Chili’ for the win as the returning and Covid-19-free Alexz Wigg put the Vertigo into the runner-up position. As Ross Danby maintained his championship challenge, he took yet another third-place finish to hold the runner-up position in the championship, just two marks behind the leader Andy Chilton. The question is, when will Danby start winning? RESULTS: 1: Andy Chilton (BMS Scorpa) 13; 2: Alexz Wigg (John Lee Mc’s Vertigo) 22; 3: Ross Danby (TRRS UK) 26; 4: Sam Connor (Beta-UK) 28; 5: Jack Dance (John Shirt Mc’s GASGAS) 31; 6: Tom Minta (BMS Scorpa) 38; 7: Richard Sadler (Camio Moto Vertigo UK) 40; 8: Oliver Smith (SW Trials TRRS UK) 46; 9: Chris Stay (BVM TRRS UK) 48; 10: Duncan MacColl (Beta-UK) 54; 11: Dec Bullock (Beta-UK) 61; 12: Hugo Jervis (Beta-UK) 65; 13: James Fry (Sherco) 67; 14: Sam Yeomans (Vertigo UK) 70; 15: Ben Dignan (Vertigo UK) 72.

Oliver Smith (SW Trials TRRS UK)

CMY

Alexz Wigg (John Lee MCs Vertigo)

CHAMPIONSHIP POSITIONS AFTER FOUR ROUNDS

Tom Minta (BMS Scorpa)

POSITONS: 1: Andy Chilton 65; 2: Ross Danby 63; 3: Jack Dance 44; 4: Oliver Smith 43; 5: Tom Minta 40; 6: Alexz Wigg 37; 7: Sam Haslam 35; 8: Richard Sadler 33; 9: Dec Bullock 32; 10: Sam Connor 28; 11: Chris Stay 27; 12: James Fry 24; 13: Duncan MacColl 15; 14: Sam Yeomans 12; 15: Ben Dignan 11.

August-September 2021 • Trial Magazine

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Sport • ACU Trial British Championship

TRIAL EXPERT

TOM ON TOP Despite Tom Affleck winning only one round, his solid secondplace consistency puts him head and shoulders above the rest. With 21 points scorers over the four rounds, this class still attracts the largest entry in this year’s championship. Brad Bullock was a winner at round two, but he had to miss round three due to other commitments, which Affleck won. However, at round four, the Queen of trials, Emma Bristow, took a very popular maiden Expert class win. Article: Trials Media Heath Brindley@R2Wtrials

Tom Affleck (Sherco)

ROUND 2: KELLY FARM, NEWTON ABBOT, 26TH JUNE

You only have to look at the results to realise that it was all about Chesterbased Brad Bullock and Tom Affleck. They were only separated by a single mark all day as the come-back kid from the Isle of Wight, George Gosden, was a very happy chap taking third place on the podium. Emma Bristow missed the podium by a single mark, with the fight from third to fifth very close. RESULTS: 1: Brad Bullock (Beta-UK) 13; 2: Tom Affleck (Sherco) 14; 3: George Gosden (BVM Beta-UK) 30; 4: Emma Bristow (Sherco) 31; 5: Jonny Starmer (Beta) 32; 6: Joel Edwards (Non-Stop Scorpa) 42; 7: Tom Abelwhite (Sherco) 46; 8: Tom Culliford (BVM Vertigo) 46; 9: Lloyd Price (John Shirt Mc’s GASGAS) 47; 10: Chris Alford (BVM Scorpa) 47; 11: Thomas Swindlehurst (Sherco) 52; 12: Oliva Kendra (Acklam’s Beta) 54; 13: Joseph Collins (John Lee Mc’s Beta) 55; 14: Ben Sprigg (Beta-UK) 56; 15: Dan Hemingway (Beta-UK) 56.

ROUND 3: BROUSENTOR FARM, PETER TAVY, 27TH JUNE It was a very wet and windy venue, both in the wooded area and at the exposed Peter Tavy on the rocks, where the fight for supremacy was just as close as the day before. Tom Affleck made his championship intentions clear but was hounded by an on-form Lloyd Price. It was good to see the young face of Tyler Rendall taking the final step of the podium after a tie for third involving George Gosden and Emma Bristow. RESULTS: 1: Tom Affleck (Sherco) 43; 2: Lloyd Price (John Shirt Mc’s GASGAS) 44; 3: Tyler Rendall (BVM Vertigo UK) 49; 4: George Gosden (BVM Beta-UK) 49; 5: Emma Bristow (Sherco) 49; 6: Chris Alford (BVM Scorpa) 51; 7: Dan Hemingway (Beta-UK) 61; 8: Oliva Kendra (Acklam’s Beta) 63; 9: Joel Edwards (Non Stop Scorpa) 64; 10: Jonny Starmer (Beta) 66; 11: Tom Middleton (Inch Perfect Vertigo) 68; 12: Ben Sprigg (Beta-UK) 69; 13: Kieran Tovey (Matt Pope Sherco) 70; 14: Andrew Cripps (Beta) 71; 15: Tom Culliford (BVM Vertigo) 74.

Emma Bristow (Sherco)

August-September 2021 • Trial Magazine

ACU Trial British Championship • Sport

Lloyd Price (John Shirt Mc’s GASGAS)

George Gosden (BVM Beta-UK)

ROUND 4: GHYLL FARM, CUMBRIA, 11TH JULY

On a glorious day for motorcycle trials, Emma Bristow made history with the first win for an adult female in an ACU British Trials Championship round; she was elated, as were her many supporters. Looking strong and confident all day, the icing on the cake was the extra championship point for the best overall lap in this class on the day. It was a pleasure to see the applause from the two men she beat, runaway championship leader Tom Affleck and Lloyd Price. RESULTS: 1: Emma Bristow (Sherco) 50; 2: Tom Affleck (Sherco) 52; 3: Lloyd Price (John Shirt Mc’s GASGAS) 56; 4: George Gosden (BVM Beta-UK) 60; 5: Joel Edwards (Non-Stop Scorpa) 63; 6: Brad Bullock (Beta-UK) 66; 7: Tyler Rendall (BVM Vertigo UK) 67; 8: Chris Alford (BVM Scorpa) 72; 9: Tom Culliford (BVM Vertigo) 76; 10: Danny Gamble (Acklams Beta) 76; 11: Corey Dubik (Camio Moto Vertigo) 77; 12: Dan Hemingway (Beta-UK) 77; 13: Thomas Swindlehurst (Sherco) 79; 14: Ben Sprigg (Beta-UK) 82; 15: Oliva Kendra (Acklam’s Beta) 85.

Tyler Rendall (BVM Vertigo UK)

CHAMPIONSHIP POSITIONS AFTER FOUR ROUNDS

Brad Bullock (Beta-UK)

Trial Magazine • August-September 2021

POSITIONS: 1: Tom Affleck 72; 2: Emma Bristow 49; 3: Lloyd Price 48; 4: Chris Alford 45; 5: George Gosden 43; 6: Joel Edwards 43; 7: Brad Bullock 37; 8: Tyler Rendall 34; 9: Dan Hemingway 25; 10: Tom Culliford 23; 11: Oliva Kendra 21; 12: Jonny Starmer 17; 13: Joseph Collins 16; 14: Thomas Swindlehurst 13; 15: Tom Abelwhite 9.

Sport • ACU Trial British Championship

TRIAL 125

‘HEMMO’ HAMMERS IT HOME Standing proud at the top of this championship, and quite rightly so, is Harry Hemingway (Beta-UK). He has a full-house of wins and maximum bonus ‘best lap’ overall points. However, take nothing away from his nearest challenger, Harry Turner (BMS Scorpa) — they push one another all the way. The older of the two Hemingway boys will take some catching; that’s if anyone can find that extra pace to challenge him. Younger brother George holds a strong third place in the championship as Harry Bowyer and Scotland’s Jamie Galloway trade places with one another for fourth overall.

Harry Hemingway (Beta-UK)

Article: Trials Media

ROUND 2: KELLY FARM, NEWTON ABBOT, 26TH JUNE

RESULTS: 1: Harry Hemingway (Beta-UK) 17; 2: Harry Turner (BMS Scorpa) 30; 3: George Hemingway (Beta-UK) 43; 4: Jamie Galloway (TRRS UK) 51; 5: Harry Bowyer (John Shirt Mc’s GASGAS) 53; 6: Owen Chestnut (BMS Scorpa) 70; 7: Joe Snelling (Beta-UK) 83; 8: Alfie Lampkin (Vertigo UK) 83; 9: Jay Piper (Acklam’s Beta) 129; 10: Charlie Cripps (Beta-UK) 132.

ROUND 3: BROUSENTOR FARM, PETER TAVY, 27TH JUNE RESULTS: 1: Harry Hemingway (Beta-UK) 37; 2: Harry Turner (BMS Scorpa) 40; 3: George Hemingway (Beta-UK) 52; 4: Jamie Galloway (TRRS UK) 64; 5: Harry Bowyer (John Shirt Mc’s GASGAS) 65; 6: Owen Chestnut (BMS Scorpa) 88; 7: Alfie Lampkin (Vertigo UK) 88; 8: Jay Piper (Acklam’s Beta) 107; 8: Joe Snelling (Beta-UK) 108; 10: Charlie Cripps (Beta-UK) 124.

ROUND 4: GHYLL FARM, CUMBRIA, 11TH JULY

RESULTS: 1: Harry Hemingway (Beta-UK) 22; 2: Harry Turner (BMS Scorpa) 54; 3: George Hemingway (Beta-UK) 67; 4: Harry Bowyer (John Shirt Mc’s GASGAS) 71; 5: Jamie Galloway (TRRS UK) 82; 6: Owen Chestnut (BMS Scorpa) 101; 7: Alfie Lampkin (Vertigo UK) 108; 8: Jay Piper (Acklam’s Beta) 114; 9: Joe Snelling (Beta-UK) 114; 10: Charlie Cripps (Beta-UK) 134.

Harry Turner (BMS Scorpa)

CHAMPIONSHIP POSITIONS AFTER FOUR ROUNDS POSITIONS: 1: Harry Hemingway 84; 2: Harry Turner 68; 3: George Hemingway 60; 4: Harry Bowyer 48; 5: Jamie Galloway 48; 6: Owen Chestnut 39; 7: Alfie Lampkin 36; 8: Joe Snelling 31; 9: Jay Piper 30; 10: Charlie Cripps 24.

August-September 2021 • Trial Magazine

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Highland Two-Day Trial • Classic

Back in 2013, the club raised the event’s profile with the introduction of ‘Edition’ themed trials based around motorcycle manufacturers and personalities. It opened with Bultaco, followed by Dave Thorpe, the tenth year, Yamscot, Honda, Montesa Cota and SWM. Unfortunately, 2020 was cancelled before this year’s competition welcomed the Fantic edition. To add to the event’s prestige, the ex-works supported rider for Fantic, Steve Saunders, attended as the guest of honour. A group of ‘Signature Riders’ who have either contributed their expertise to motorcycle sport or won the ‘Scottish’, British or even World Championships over the years are also included in the entry. Steve Saunders (Fantic)

HIGHLAND TWO-DAY TRIAL

FANTIC MOTOR EDITION

With huge open arms – obviously following the Covid-19 guidelines and the social distancing rules – the Inverness and District Motor Club opened its doors to the start of the Classic Trials season calendar with its very popular, friendly and successful Highland Classic Two-Day Trial in early June. Under the pandemic cloud, the preparation and planning had to be meticulous for the event to go ahead; the club should be very proud that they met the high level of criteria in all areas with a superb event enjoyed by all who attended. The wonderful Alvie Estate, just a few miles south of the Highland town of Aviemore, welcomes motorcycle trials to its grounds, and the icing on the cake this year was the excellent weather that blessed the area for all to enjoy. As always, with the popularity of the classic scene, the entry filled up to its limit of 200. Words: Classic Trial Magazine • Pictures: Fin Yeaman Trial Magazine • August-September 2021

Martin Murphy

101

Classic • Highland Two-Day Trial

Gary MacDonald (Triumph)

David Murphy (Fantic)

Owen Hardesty (Triumph)

FANTIC THEME

Entering into the spirit of the event, Steve Saunders made the long journey from his Gloucester base and arrived with his Fantic along with 70 other riders who would also be riding the Italian manufactured machines. From the early 200 models through to the last of the twin-shocks and the 300 model, it was so good to see such a wide variety of the red machines present. A very popular and respected rider, both in the past and in the present, as the official TRRS UK importer, Steve was very impressed with the event as he had never been to the Alvie Estate before. Unfortunately, his Fantic suffered from an electrical problem on day one, which forced his retirement. However, in a very sporting gesture, he continued on day two on another Fantic loaned by the AG Bikes man Andrew Brown. Steve spent some time in conversation with the estate owner, The Laird Jamie Williamson, who took time out of running the busy sporting estate to chat with the riders who enjoyed a weekend of sport on his land. The vast expanse of land on offer allows the club to have the trial totally correct for a classic trial to accommodate the twin-shock machines. With wide-open sections, everything can be ridden without the use of the clutch if so desired, and the classic rocky streams provide a level of grip that is rarely found outside of the Highlands. Throw in the variety of banks and climbs on the estate, and a good day’s sport is guaranteed.

102

Chris Koch (Fantic)

SUPERLOOS AND SUCCESS

It was the first year that Alvie & Dalraddy Estate’s Event Manager Suzie Crerar has been involved. She certainly made every effort to accommodate the Inverness & District MCC to help make the event a resounding success. A new results method was implemented and managed by Secretary of the Meeting Mieke De Vos, a former SSDT Secretary. It helped with the overall logistics of the event and to get the results put together correctly. Accommodating so many people is not easy, but everyone was happy, and the introduction of the new ‘Superloos’ was well received. This 2021 Highland Classic Fantic Motor Edition was voted a great success by the riders and officials who attended the event. The club has already started planning the 2022 Highland Classic, with the theme being Ossa. Entries will be online on 1st February on this club’s excellent website.

Jack Butterworth (Fantic)

HIGHLAND TWO-DAY TRIAL 2021 A ROUTE

BEST FANTIC: Chris Koch 0 PRE-77 TWINSHOCK: Rob Poulton (Fantic) 34 PRE-77 TWINSHOCK: Chris Koch (Fantic) 0 TWO-STROKE: Ian Peberdy (BSA) 4 UNDER 35/TWINSHOCK: David Bell (Bultaco) 0 BEST FEMALE: Ashleigh Davison (Fantic) 32 UNDER 35/PRE-65: Joel Gowan (BSA) 2 FOUR-STROKE UNIT: Gary Macdonald (Triumph) 0

B ROUTE BEST TWINSHOCK: Ossy Byers (Fantic) 1 PRE-72 TWINSHOCK: Ross Edgar (Bultaco) 64 TWO-STROKE: Nigel Greenwood (Honda) 5 OLDEST FINISHER: Neil Walker (BSA) 85 UNDER 35/TWINSHOCK: Ashley Hallows (Majesty) 4 UNDER 35/PRE-65: Matthew Giblin (BSA) 5 FOUR-STROKE PRE-UNIT: Steve Gossop (Ariel) 44 FOUR-STROKE UNIT: Owen Hardesty (Triumph) 1

August-September 2021 • Trial Magazine

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105

Locator • Find your local dealer

DEALER LOCATOR 01 2T-Offroad

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

02 AB Motorcycles

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

03 Acklams Motorcycles

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

04 AG Bikes

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

05 AMS KTM/GASGAS

Tel: 01684 29 29 29 Email: sales@ams4ktm.co.uk Web: www.ams4ktm.co.uk Area: Tewkesbury, GL20 8SF

06 Andy Metcalfe Motorcycles

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

07 Birkett Motosport

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

08 Bob MacGregor Trials Academy

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

09 BVM Moto UK

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

10 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

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

13 Fast Eddy Racing

Tel: 01543 450150 Email: fasteddyracing@hotmail.com Web: www.fasteddyracing.com Area: Cannock, WS11 9UH

14 Feetup

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

15 Inch Perfect Trials

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

16 Inta Bikes

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

17 John Lee & Sons Motorcycles

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

18 John Shirt Motorcycles

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

19 Leadmines Motorcycles

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

20 Michael Brown Racing

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

21 Mickey Oates Motorcycles

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

22 RAS Sport

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

23 RCM Trialsport

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

24 South West Trials

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

25 St Blazey MX

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

26 Trail & Trials UK

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

27 Trials UK

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

FOR THE LATEST PRODUCTS AND DEALS, HAVE YOU 106

August-September 2021 • Trial Magazine

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109

Van Man • Paul Sadler

ACKLAMS

NEVER MIND A BETA, WHAT ABOUT A VAN?

Any van size can be supplied.

Motorcycle trials riders prefer dealing with motorcycle enthusiasts. It’s a fact. As it says on the can, ‘Acklams Beta’ sell only Beta off-road motorcycles in both the enduro and trials world. Both Paul and his son, Joel, are motorcycle enthusiasts, not just buying and selling them, as Paul has many Scottish Six Days Trial finishes under his belt in a career dating back to the ’70s. Joel, another SSDT addict, is still a very active trials rider and heavily involved with Ripon Motor Club, both in setting out and putting on events. He will tell you it’s about giving something back to a sport he is so passionate about. Here, we take a look into the other arm of the business, Harrogate Van Centre. As Paul will tell you, “Never mind a Beta, what about a van”. Words: John Hulme and Paul Sadler • Pictures: John Hulme

Team Acklams Beta.

110

August-September 2021 • Trial Magazine

Paul Sadler • Van Man

Brand new vehicles are available.

It does what it says on the can!

elieve it or not, the story starts back in the 1920s, when it was all about hiring wicker bath chairs to the visiting gentry of the spa town of Harrogate. Still, the real story of this motorcycle-mad family began in June 1966 when current owners, the Sadler family, purchased Acklams Motorcycles selling BSA, Lambretta, Vespa along with new and used machines.

brand ‘Acklams Beta’ was born. “When Joel left school, he joined the business, and he is the mainstay of the Beta brand. He came with me when we moved to our present premises six years ago. He has grown up with the Italian machines, and I am very proud of where he is taking the brand despite the problems of the Covid-19 situation; cut him in half, and you will see the word Beta!”

ACKLAMS BETA

VAN MAN

Talk trials and Paul Sadler will tell you all day about his early days on his Montesa Cota 123 with his brother, Ray, and father, Harry, on his Ossa when they started in the mid-70s – 1974 to be exact, as I was reminded! Then, as a Yamaha dealership, the business moved up another level when the TY trials range was introduced. Paul: “We sold box after box of the Mick Andrews-developed machines before we sold the converted TY machines. My father Harry decided to take a look at the Buxtonbased Majesty machines, and he liked them so much he promptly arrived home with one from Derbyshire. The Majesty from John Shirt Snr was our best-seller, but we also moved quite a few Whitehawks, supplied from Mick Whitlock. “As Yamaha dealers, we benefitted from the revolutionary single-shock trials machine when it arrived in 1984. They quickly became the machines to have, and we did very well with them. Then there was the water-cooled TYZ, which I competed on in five SSDTs. “When the worldwide demand for scooter sales increased, the plug was pulled on the Yamaha trials production, and so that was the end of that. A new trials product was needed, and we made the short trip to Silsden to John Lampkin’s Beta Empire. They liked what they saw and, in 1999. we became official dealers for the Italian brand. “During 2007 and 2008 sales of the machines became a mainstay of the business and the Trial Magazine • August-September 2021

With the support from his proud parents, Harry and Pauline, Paul has had an eye for a deal from a very young age. When they moved from the old shop on Bower Gate in Harrogate to the new site on the outskirts of the town, the opportunity arose to expand Harrogate Van Centre. Paul liked the idea of having the two businesses on one site as many of his regular motorcycle customers also purchased vehicles from him, vans in particular to transport their off-road machinery. Paul: “Harrogate Vans was an old, dormant name going back over 30 years. Around 25 years ago, I took over the name to make it

into what we have today. Off the back of the motorcycle side of the business, I have always traded with a wide range of vehicles — many taken in as a deposit on a new or used motorcycle. “Over time, the van business started to grow, which was a natural progression with the facilities and space available at the new site where we are now located. The reputation of our used stock and the service we provide on the motorcycle side of the business is second to none, and what I have achieved is to carry that over into the vehicle side. “Covid-19 has made the availability of new and used stock challenging to find, but most of the used vans I sell are ex-fleet vehicles, which are usually one owner, one driver and come with a full service history. I always do my own checks on any vehicles we purchase and make a point of driving them before they come to the point of sale to the customer. I always look at any vehicle I have for sale and ask myself if I would buy it. I want happy customers to help spread the word, and the easiest way is to provide a good service.”

Yes, I was tempted!

111

Van Man • Paul Sadler

Cars and vans are available.

NEW OR USED

As is usual for me when I am on-site generating articles for the magazine, I like to have a look around. When I visited Paul, he had a good clean selection of vehicles ranging from the little Citroen Berlingo (yes, you can get a Beta trials machine inside), a good-as-new Vauxhall Vivaro on a 2020 plate, right up to a very nice-looking Range Rover. Believe it or not, before long, Paul offered to take my Mercedes Vito van off my hands; however, when I suggested a deal on my terms on the Range Rover, he politely declined. Paul: “We can supply both new and used vehicles. In an ever-changing world, I can supply brand new with various options on

how to purchase them; even though most of my business is van sales, I can still supply all types of vehicles. Some regular customers give me the heads up with an idea of the budget they have for a vehicle purchase and what they are looking for, which works well as I can narrow down their options to suit their pockets. You must also remember that I can take motorcycles as deposits on vans; it does not have to be a motorcycle for a motorcycle. Sometimes, people’s circumstances change, and they may want to swap to a van. I have had some customers who have ridden trials for years until they have a young family and wanted to part with their trials machine to ease some cash

flow. I will always purchase good second-hand trials machines. What’s interesting is that when the family starts to grow, they usually come back for off-road machines for their kids!” Joel: “Whilst my dad focuses on the vehicle side of the business, remember when you are looking for a new or used Beta trials or enduro model, we have been selling them since 1999! I have grown up around Beta trials models. As we are a one-manufacturer dealer, we can always help with any technical problems and, most importantly, carry a good spares inventory for the Italian machines. We are Acklams Beta for a reason! So give me a call if you are looking for a deal, new or used.”

Acklams have been selling Betas since 1999.

112

August-September 2021 • Trial Magazine

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