Trial Magazine Issue 92 April-May 2022 by Trials Media

QUICK SPIN

CATCH UP

RICHARD SADLER

2022 EM ONE YEAR ON

BILLY GREEN

771753 004072

9 2

SN 1 7 5 3 - 0 0 4 0 ISSUEI S92 • UK: £5.99

1753-0040

www.trialmaguk.com

April-May 2022

ISSN

MOTORCYCLE • CYCLE • SIDECAR • CLASSIC • COMPETITION • FEATURES

CATCH UP

EVOLUTION

ONE YEAR ON

CHAMPIONS RISE • TONI BOU • 68 X-TRIAL VICTORIES • 15 WORLD X-TRIAL TITLES •

RENTHAL ® 673 FATBAR ®

www.renthal.com

PHOTO CREDIT : TRIAL MAGAZINE

Trial Magazine • Welcome

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

WELCOME 26

FEATURES

QUICK SPIN

ONE YEAR ON

PREPARATION

TRAINING

INTERNATIONAL

MAKE A WISH

CATCH UP

WORKSHOP

SPORT

YOUTH

EVOLUTION

EM Epure Race 2022 Billy Green

Vertigo SSDT

THE TEAM Co-Managing Directors John Hulme & Charles Benhamou

Sidecar

Executive Director Philippe Benhamou

FIM X-Trial

Editor John Hulme

Nick Shield

(NUJ No: 949620)

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

Richard Sadler Lubricants

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.

British Championship Jamie Galloway Winning Machines

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

Printing: Buxtons Press Distribution: Warners Group Publications © 2022 CJ Publishing Ltd. All rights reserved. No part of this publication may be reproduced or transmitted in any form or by any means without the prior written consent of the Publishers. Great care is taken to ensure accuracy in the preparation of this publication, but neither CJ Publishing Ltd or the editor can be held responsible for its contents. The views expressed are those of the contributors and not necessarily those of the Publishers. Trial Magazine is published by: CJ Publishing Limited, registered in England Number: 5947718. Trial Magazine: ISSN: 1753-0040. Trial Magazine • April-May 2022

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Cover: Matthew Alpe (EM) Photo Credit: Trials Media

News • The world of trials

DOUGIE LAMPKIN EXTENDS VERTIGO COLLABORATION

MICHELIN FOCUSES ON THE ROAD AHEAD

Photo: R.Rovira Media

Motorcycle trials legend Dougie Lampkin MBE and Vertigo Motors have agreed to extend their collaboration for another year. Dougie will continue to be the global ambassador for the brand and, again, will give his name to the brand’s top-selling reference model, the DL12 Replica 2022. Dougie Lampkin: “I am delighted to extend my relationship with Vertigo — a collaboration that first started back in 2014, which has grown into a successful partnership. Each edition of the DL12 replica model confirms the work and progress we have achieved together. I am really looking forward to putting the 2022 version to the ultimate test and to hopefully win the Scottish Six Days Trial for a fifth time on a Vertigo”. Manel Jane, President of Vertigo Motors, said, “We are proud of Dougie’s commitment to Vertigo Motors since its inception and are thrilled that the 12time FIM World Champion continues to support the brand. We thank Dougie for his great contribution to the development of the brand and our products. This renewal reinforces our confidence in the future of the project”.

UPDATED: FIM TRIALGP 2022 DATES

Because of the ever-changing world as we move out of the pandemic, the Japanese FIM World Championship has again been dropped from the 2022 calendar. The logistics were just too much to put in place for the event to go ahead. However, as we went to press, we were forewarned there could be further changes to the 2022 calendar, so if you are planning a trip to Europe for a world round, please keep your eyes on the FIM TrialGP website.

James Dabill (Beta-GBR)

The pandemic has affected the world like never before in all areas of life. Unfortunately, like so many mighty manufacturers supplying global markets, Michelin also encountered production disruption, ultimately affecting consumers. As the door to the 2022 motorcycle trials calendar opens, this situation has been exacerbated. Limited supplies of Michelin trials tyres could continue into 2023. However, Michelin is working hard to address issues through its supply chains focusing efforts in vital areas. For the interim, Michelin would like to thank their dealer network, the UK trials importers, teams and riders for their understanding and loyalty to the brand as they pursue solutions. Michelin will continue to support as much as possible, including events, such as the successful radio station coverage at the iconic Scottish Six Days Trial in May and the ACU British Trials Championship. Using Michelin tyres, James Dabill (Beta-GBR) won the 2019 SSDT, where he will be returning to defend his title. Respecting Covid-19 restrictions, Toni Bou (Repsol Honda-ESP) won the 2021 FIM TrialGP and FIM X-Trial World Championships, hitting the magic 30 in total. Endorsed by two top riders, James Dabill and Toni Bou, Michelin will continue to focus on the future with continued success on a global scale and gaining customer confidence with its excellent range of products. One thing is for sure in the world of motorcycle trials, Michelin will continue to give the rider the ultimate tyre suitable for winning in all riding conditions

April-May 2022 • Trial Magazine

www.gasgas.com

Photos: Sebas Romeo, Mitterbauer H.

GET ON THE

GAS!

Not only does every 2022 GASGAS TXT GP and TXT RACING trial bike come with best-in-class technology and components, while stocks last you’ll also be able to save £1,000 on each model at participating Authorised GASGAS Dealers. See www.gasgas.com to learn more about our trials range and find your closest GASGAS Dealer – they are ready to help you make the upgrade so that you can #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.

News • The world of trials

EM AT THE SSDT

At this year’s SSDT history will record that the French motorcycle manufacturer, EM, will become the first electric-powered motorcycle to attempt this ultimate test of man and machine in the trials world. Many of the developments in the latest models in the EM range have come from the experienced Marc Colomer, who won the 1996 FIM World Trials Championship. Since he arrived at EM, and with the support from the company owner Philippe Aresten, the machines have made rapid progress in all areas of development, and no doubt, in an ever-changing world, it is sure to open eyes with the future of electric trials at the SSDT.

SSDT 2022: NEVIS RADIO

The association with the iconic Scottish Six Days Trial and Nevis Radio started in 1996. In 2009, Michelin and Trial Magazine also became involved. Again, for 2022, you will find the Michelin/Trial Magazine sponsored Nevis Radio Station at the West End Car Park, where the lively banter and rider interviews and trial updates will continue throughout the six days. So why not get yourself on-air and come and chat with us?

TOBY MARTYN S3 REPLICA KIT

SSDT MANUFACTURER SUPPORT

You, too, can now purchase the same riding kit that the 2021 FIM Trial2 World Champion and ACU British Trials Champion Toby Martyn wears. Supplied by the S3 clothing manufacturer to the official TRRS UK importer Steve Saunders is Toby’s 2022 season replica riding kit shirt and pant. So, if you want to look just like him, get yourself to the TRRS website: www.trsmotorcyclesuk.com. His superb talent is not included.

As excitement mounts for the 2022 Scottish Six Days Trial in May, do remember you can receive manufacturer support throughout the week; however, you will need to contact them to register your machine and rider details. Please do not arrive with an ill-prepared machine to the event. Manufacturers are there to offer support, not prepare it for the event. You can find all the relevant addresses and contact details for the supported services from the various manufacturer and UK importer advertisements throughout this issue.

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

April-May 2022 • Trial Magazine

THE CHOICE OF CHAMPIONS

TONI BOU 15 x FIM X-Trial World Champion (Indoor) 15 x FIM Trial World Champion (Outdoor)

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

AVAILABLE NOW

JAIME BUSTO 2021 Spanish Champion 3rd place 2021 TrialGP World Championship 3rd place 2021 X-Trial World Championship

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Talk trials • Toni Bou

STILL WINNING TONI BOU

What a feeling to start the season — just as I left it in 2021 at the FIM X-Trial in Barcelona by winning the opening round of the 2022 season at Nice in France as part of the Repsol Honda Team. So many changes have happened in the team, with the biggest one being the appointment of my new team manager, Takahisa Fujinami. He has gone from a rider to his new position, and it’s been a very smooth transition which still allows me to focus on staying on the top spot of the podium. Words: Toni Bou with Trials Media • Pictures: Repsol Honda Pepe Segales, Trials Media With Fuji changing his role, it has opened the door for my fellow Spanish rider Gabriel Marcelli to join the team. He is well accustomed to the attributes of the four-stroke machine, having ridden it for many seasons in the satellite team. He finished the season fourth overall in 2021 in the X-Trial but, under the new qualification process for riders, he was forced to miss the opening 2022 round. Instead, he will make his debut as a new Repsol Honda team rider at round two in France at Chalon-Sur-Saone, which I am really looking forward to. He knows how important this event will be; as a team, we will support him all the way. The other change for me is my new minder, Carles Barneda Romans. He needs no introduction as he was Fuji’s right-hand man for so many years. I know I will be in very safe hands. The opening round of the X-Trial in France turned out to be a more straightforward victory than I thought possible; I expected the opposition to be much closer to me. The format may have changed, but it was business as usual for me and the team. Until next time, stay safe and well – Toni’ Dynamite’ Bou.

April-May 2022 • Trial Magazine

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Shopping • What’s new

WHAT’S ON YOUR SHOPPING LIST? APICO HEBO MONTESA CLASSIC HELMET

Zone 5 Web: www.apicob2b.co.uk Tel: 01282 473190

S3 EM BAR ENDS

Various colour ways. Web: www.trialendurodirect.com Web: www.s3parts.com Tel: 01298 766813

TRIALENDURODIRECT MOTS GLOVES

STEP6 gloves. Various colour ways. Web: www.trialendurodirect.com Tel: 01298 766813

APICO FOOTREST TRIAL ALUMINIUM Adjustable 60mm wide Web: www.apicob2b.co.uk Tel: 01282 473190

APICO FOOTREST TRIAL INSERT

To use with the aluminium footrest Web: www.apicob2b.co.uk Tel: 01282 473190

TRIALENDURODIRECT MOTS

Waist tool bag Web: www.trialendurodirect.com • Tel: 01298 766813

TRIALENDURODIRECT MOTS KIT

STEP6 shirt and pants. Various colour ways. Web: www.trialendurodirect.com • Tel: 01298 766813

April-May 2022 • Trial Magazine

What’s new • Shopping

TRIAL MAGAZINE BEANIE Web: www.trialmaguk.com Tel: 01663 744766

COMAS TRIALS GILET APICO HEBO RIDING KIT

Race pro red shirt and pants. Various colour ways. Web: www.apicob2b.co.uk Tel: 01282 473190

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COMAS TRIALS RIDING KIT

Shirt and pant. Various colour ways. Web: www.comastrial.com Tel: 01246 792033

APICO FORMA ROCK KID’S BOOTS All sizes Web: www.apicob2b.co.uk • Tel: 01282 473190

TIMBERLAND SHEDS

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Trial Magazine • April-May 2022

BETA UK LOCCA RACING PARTS

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BETA UK LOCCA RACING PARTS Frame stickers kit Web: www.beta-uk.com • Tel: 01756 793521

TRIALENDURODIRECT MOTS KIT

Waterproof jacket and pants Web: www.trialendurodirect.com Tel: 01298 766813

BETA UK LOCCA RACING PARTS Air filter box sticker kit Web: www.beta-uk.com • Tel: 01756 793521

Quick Spin • EM Epure Race

EM EPURE RACE

FLICK THE SWITCH

After what feels like a lifetime, leisure and pleasure are returning as we move on from pandemic restrictions towards some form of normality in everyday life, including motorcycle trials. One thing that had not changed during this period were people’s ambitions. Ambitious French motorcycle manufacturer, EM, has been busy developing a new breed of electric trials models moving into another league that is more in line with its fuel-powered two- and four-stroke counterparts in an already competitive performance world. Now, at the flick of a switch on the EM Epure Race handlebars, you have a choice of three power modes to suit all conditions. A further addition to the 2022 model and fitted as standard is TKO (Tick Over) — a recent innovation so even more in line with its fuel-powered competitors. As you’re about to read, EM is confident enough in its product to enter two riders in this year’s Scottish Six Days Trial — a plan which was put on hold since 2020 due to the pandemic. Official EM UK importer Matthew Alpe says the machines are becoming increasingly accepted in the off-road world as we head towards a cleaner planet. Words: John Hulme with Matthew Alpe • Pictures: Trials Media and EM 26

April-May 2022 • Trial Magazine

EM Epure Race • Quick Spin

EM and Gael Chatagno winning the 2021 FIM TrialE World Championship, the first for a French motorcycle manufacturer.

Matthew Alpe has competed in many Scottish Six Days Trials.

efore we proceed with Quick Spin, we had a quick catch-up with Matthew to hear about the plans of the fast-moving French motorcycle manufacturer. You are back on track now for the Scottish Six Days Trial. Matthew Alpe: “We had focussed so much on becoming the first motorcycle manufacturer to enter an electric motorcycle in the SSDT in 2020, but then all of a sudden, the world changed as the pandemic stopped all sporting activities. The machines were ready, and so were we. The fact we have survived the pandemic, and we still have a thriving business puts things into perspective.” Tell us about your 2022 SSDT Plans. MA: “Both myself and the 2021 FIM TrialE World Champion Gael Chatagno, from France, will compete in the 2022 Scottish Six Days Trial on the EM Epure Race model. We are both very grateful that the organising Edinburgh & District Motor Club Limited has embraced this opportunity to support our efforts and that they will help with the distribution of the pre-charged batteries to the fuel checks on the route.”

Gael Chatagno will be counting on all his years of experience in Scotland Matthew’s training takes place at his other business interest, Inch Perfect Trials.

Testing the water in Andorra, Gael is used to wet conditions!

Trial Magazine • April-May 2022

GAEL CHATAGNO 2021 FIM E-TRIAL WORLD CHAMPION

THE 2022 EPURE RANGE FROM £7299

TKO (Tick Over) is the striking innovation of 2022!

COME AND TEST RIDE THE 2022 RANGE

Straight from the racing department, the EPURE RACE is now equipped with the TKO (Tick Over), a major innovation for the riders.

With a constant RPM, the bike gains precision in acceleration and traction. It’s a true help to power control at low revs.

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

EM Epure Race • Quick Spin EM’s Epure Race is the highest-specification machine available. Its slim profile is essential for trials and only weighs in at 75kg!

It’s quite an ambitious test of the electric trials motorcycle. MA: “In my opinion, not really! Both the development of the electrical components and the battery life has moved forward at a rapid pace. We all remember the huge batteries on the first mobile phones compared to those you now use in the modern world. The frame and chassis components are no different from the fuel-aspirated trials machines, so we know these are all tried and tested. Neither myself nor Gael Chatagno are going into the SSDT blind; we have been training hard for the event. I have ridden on many occasions in the SSDT before, and Gael has competed in the FIM Trial World Championship, amongst other events, so we both know what to expect!” What are your thoughts on the machines in such a testing event? MA: “The EM machines should be fine, and I have every faith in the future of them in this type of event. There may be problems, this is the ‘Scottish’; but one thing is for sure if you never push the boundaries in life, you never find out. Just remember that this is the ultimate test of man and machine. When I reflect on where EM has come in such a short time, it makes me very proud to realise that we are now at the Scottish Six Days Trial. See you in Scotland!”

MA: “Huge technical innovations were made with the 2022 EM Epure Race, particularly its riding sensation and power. It is now more suited to a rider who has moved from a fuel-aspirated machine. “The EM machines are developed in both the FIM Trial World Championship and myself and Gael in all types of riding conditions. Most of my training takes place at my other business interest, Inch Perfect Trials, where the freedom to ride is second to none. It includes a huge ‘Forest Trail’, which is a lap of around one-and-a-half miles of pure off-road riding amongst stunning scenery. During the lap, you can sense most of the terrain you will find in the ‘Scottish.’ No, we do not have ‘Pipeline’ or ‘Laggan Locks’, but rocky rivers are in abundance — ideal for any SSDT training. “The top speed of the EM is around 65-75kph (40-47mph). At the SSDT, I would imagine we would use about four or five batteries per day, depending on the nature of the terrain and the length of the day.

QUICK SPIN

To give you an insight and tell us more about the EM models for the event, Matthew fills us in for Quick Spin. Ridden by Matthew and Gael, the electricpowered Epure Race model carries all the latest technology EM has developed. Trial Magazine • April-May 2022

A neat cockpit on the EM has everything at your fingertips.

Quick Spin • EM Epure Race

You can now use the clutch to your advantage by pre-loading the suspension and dropping the clutch, ideal for the many rocks and steps in the SSDT. With a low centre of gravity it allows the EM to ‘track’ very well, even on the toughest of hazards.

Water and deep rivers will not cause any problems for the electric EM.

“The Epure Race is the highest-specification model available from EM. It is fitted with the hydraulically-operated diaphragm clutch. The frame, constructed of 15CDV6 steel tubing, which is only 1mm diameter and weighs less than 5kg, is fabricated using cutting-edge technology. Its middle section is micro-fused. The aluminium swinging arm and high-end wheels, sprockets, and chain complements the chassis. “This model has the R16V ‘Factory’ three-way adjustable rear shock absorber fitted and the aluminium TECH ‘Racing’ 175mm travel front forks. The quality is carried through with blue anodised fork clamps and a new LED front headlight design. “Introducing the new TKO (Tick Over) as standard is the latest innovation from EM. I will speak about this shortly. In addition, the PRB-R (Progressive Regeneration Brake) system is also fitted. It is an ingenious system that offers the performance of a progressive motor brake whilst also regenerating the battery. The compact operating lever fits the handlebar neatly. “Once the power is turned on, you have a choice of three power options, found at the side of the left-hand handlebar grip. Blue, the softest, green and then red for full power, all indicated by an LED light system — tap your selected mode twice, and you are away. “The TKO has the electric motor running at 500rpm, which is very much like the tick-over on a fuel-aspirated machine. The clutch action is the same as the majority of trials models 30

already on the market, and the power delivery is very linear; once you are accustomed to it, you will find the benefits. You can now use the clutch to your advantage by, for example, preloading the suspension and dropping the clutch. This is ideal for the many rocks and steps in the SSDT. The machine only weighs 75kg, and with its low centre of gravity, it makes light work of picking your chosen path through a hazard. “Water and deep rivers will not cause any problems for the EM. As you may have worked out, it has no air filter. All the electrical components have been heavily tested, and the component quality is second to none. The battery weighs around 10kg, but the physical size has been reduced — the power is so much better. It is held in place by three locating screws and is very easy to change. “The throttle and clutch work well together, and with the choice of three power outputs, you can use which one you require for each type of hazard. Once you master the technique, the confidence comes, and you soon forget that it’s an electric-powered motorcycle! “Both the front and back brakes work to the highest standard, and the suspension package is dialled in to suit the way the machine operates. The low centre of gravity allows it to ‘track’ very well, even on the toughest of hazards. It really is a machine you need to ride to understand it more. All in all, I am very comfortable taking the machine to the start ramp on the Monday in Scotland. I am under no false illusions that the SSDT will be a steep learning curve for EM, but we have every faith in the product.”

See you in Scotland!

April-May 2022 • Trial Magazine

JACK DANCE (GASGAS-GBR) FIM Trial125 World Champion

TRIAL LUBRICATION JUST REACHED A WHOLE NEW STANDARD Ask your local trial shop for Motorex

One Year On • Billy Green

ONE CALL BILLY GREEN

Twenty-four hours in politics is a lifetime, as the saying goes; 12 months in the life of an athlete climbing up the ladder is challenging and maybe tougher than being a politician; the financial package is a little different, and at least motorcycle trials riders are an honest bunch! The right place at the right time has defined many career paths in people’s lives; mine is no different with Trial Magazine. It was a phone call from a good friend, Nigel Birkett, who had contacts in France where, as a brand, Trial Magazine originated — the success of the magazine over the last 16 years tells its own story of passion and dedication, which are also two attributes needed for future trials riders striving for the top of the sport if it is their chosen career path.

At the close of the 2020 trials season, Billy Green was without a world championship ride as Rudi Geiser closed the doors on the superb RG Trials Team after so many successful years. However, after a round of emails and phone calls, one conversation secured his future in the trials world — that one phone call was to the Scorpa UK importer Nigel Birkett. Not one to wear fools easily, he spoke with Billy in depth before a deal was done. One point he soon picked up was the need to win from the young rider. But, as Nigel pointed out to him, you need to be passionate and dedicated to stand a chance.

Words: Yoomee with Billy Green and Nigel Birkett • Pictures: Yoomee and Jazz 32

FIM Trial2 Italy: The best was eighth on day one followed by no points on day two.

April-May 2022 • Trial Magazine

Billy Green • One Year On

When Nigel talks you listen.

ne year on and after a hard-working period full of the highs and lows of life, we find Billy Green in the seat of the factory Scorpa Trials Team for the second year of the two-year deal, with Nigel and June Birkett still supporting him in the UK. We found out more about Billy when we met up recently. How’s life? Billy Green: “It’s very good! I am fit and well, which is always a bonus. I’m really enjoying riding in trials. During the winter months, I still train here in the UK and ride as often as possible; I love nothing better than riding in a local trial with my many friends. Trips ‘Up North’ to see Nigel Birkett are always good fun. I go out with Nigel as often as I can on the Scorpa; you cannot put a price on his experience. He is never shy when it comes to speaking out. My job is to always listen. “Nigel and June always make me very welcome, which I really appreciate. I am in a happy place at Broughton in Furness, the home of Scorpa UK. “I look after the week-to-week preparation of the Scorpa, and Nigel carries out any other work when I visit and reminds me of my spares budget — only joking Nigel! He is always very generous, both with support and advice.” Four-stroke to two-stroke BG: “2021 was a new start. I can never thank Rudi Geiser and his team enough for my opportunity to move into the FIM Trial2 World Championship and Honda UK with Graham Foster-Vigors in the UK in the ACU British Championship. Beta was also very good to me on my way to the 2018 FIM Trial125 FIM World Championship title; I will always be grateful for their support initially moving onto the world scene. The four-stroke Montesa was very good, and, if I am totally honest, I wanted to keep riding it into 2021, but it was not to be. The move to the two-stroke Scorpa and Nigel was a huge breath of fresh air; it was an opportunity I had been looking for.” Trial Magazine • April-May 2022

2021 was a good year BG: “I took to the Scorpa straight away. It was easy to ride, and with the ‘Birkett’ touch, I was more than happy with an orange future. I was training hard, and with a new minder in Anthony Milliar, we both knew what we wanted to achieve. We worked well together, and it was good to have such a dedicated, fun-loving person to share the trips around Europe to compete in the world rounds with, making for a happy atmosphere. Italy was a difficult weekend with a non-points-scoring ride on day two, which did not go down well. However, I came bouncing back in the rain in France to make it an all-British podium with third place, behind Tony Martyn and, winner, Jack Peace. On day one in Andorra, I felt good and liked the many rocky river sections on my way to seventh.”

FIM Trial2 France: Checking out the ‘Factory’ machine with Anthony Milliar.

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FIND US ON

Billy Green • One Year On

FIM Trial2 France: An all Great Britain podium.

Tell us about the ghost win in Andorra. BG: “On observation, I had won; it was as simple as that. I had a super first-lap score of three marks lost followed by six on the second; I was a clear winner in front of Aniol Gelabert on 16. On day one, my minder Anthony Milliar had hurt his wrist riding between the sections on one of the many mountainous tracks. On day two, it was still very sore. On the way to the sections, he chose to ride a very short part on the road to ease the pain, which was not the designated route. As the rider is responsible for the minder, I was excluded; it was that simple. “Aniol Gelabert found me and shook my hand, and congratulated me on the ‘Ghost’ win, which was a nice touch. We were both gutted, and, yes, there were a few tears, if I am honest. But, Anthony took full responsibility; we lose together and win together. We both had a beer that night and quickly moved on.” I can win! BG: “That was the thought pattern for the remainder of the shortened Covid-19 affected season, but it did not happen. In France, I just did not perform, and it was the same story in the remaining three rounds; I was too inconsistent to challenge for the podium. I knew I could win, but in truth, the Andorra episode had probably affected my confidence more than I thought. “In the ACU British Championship, it was once again inconsistency which kept me away from challenging for the win, and I finished the season third overall.”

FIM Trial2 France Cahors: 14th was not where I wanted to be.

Trial Magazine • April-May 2022

FIM Trial2 Andorra: 7th on day one was followed by the ‘Ghost’ win on day two.

Racing BG: “Yes, that was the Scott Trial — if in doubt, flat-out to failure; that was Nigel’s advice. Racing was not the order of the day, ‘a nice steady pace and push as much as you can after the final petrol check’ were the final words he told me. As it happened, I really enjoyed the event, and the well-prepared Birkett Scorpa never missed a beat all day. “In the evening, I went to the awards presentation, not really thinking that I had won, but in my mind, I knew I had ridden pretty well. Read out in reverse order, the results really do put you on edge! I had finished second behind Jack Price, a deserved winner after so much heartache at the event. A better man had beaten me, but as we shook hands, I made a mental note that the win for 2022 was now on the bucket list.”

FIM Trial2 Spain: The sparkle had gone, 10th and 8th told their own story.

One Year On • Billy Green

FIM Trial2 Portugal: 10th in the trial and the championship.

2022: ready to win BG: “I will be better prepared, both mentally and physically, for the 2022 season. I feel ready to start winning. It’s not an arrogant statement, but I do feel that I am ready to make the breakthrough in both the FIM World and ACU British championships. I am also looking forward to riding in the Scottish Six Days Trial for the first time, a dream since my very early riding days. “In between training, I am now working in the tough world of the building sites, which will no doubt help to keep me fit; it’s a very good gym workout, believe me. Being outside suits me. “I have some very good sponsors around me, for which I am very grateful. I want to thank everyone involved, including my incredible mother and father, who have made me the person I am today, loving life riding a trials motorcycle — thank you.”

Nigel Birkett on Billy Green Nigel Birkett: “The fact that he listens is a good starting point. He is in a very good position to continue in his chosen career. I try to instil in him the need to prepare physically and mentally. He is on a good, proven machine with the Scorpa; all he has to do is ride it and win. I like his approach and the fact that he rides in competitions — not just practising all the time; results sell machines, practice does not. “He knows he can ride up big rocks, so he does not need to focus on this area of his riding; it’s the concentration and becoming consistent that will bring the results. “I am delighted that he is riding in the SSDT as I am sure it will bring him on as a rider. Billy can win, but bringing the results home is down to him. I can bang the drum as hard as I like, but he is the one holding the handlebars.”

Sponsors are valued. Thank you to everyone.

BILLY GREEN, TEAM SCORPA FULL NAME: Billy Green DOB: 11/01/2002

WEIGHT: 78kg HEIGHT: 180cm

WAIST SIZE: 31”

CHEST SIZE: 40”

SHOE/BOOT SIZE: 10 LOOKS: Cool or builder RELATIONSHIP: Girlfriend Jazz Hammond FAMILY: Dad Colin, Mum Louise PETS: Cat Pip, Dogs Bert and Ernie LIVES: All over the place. JOB: Semi-professional trials rider and parttime labourer. LIKES: Sleeping, eating, bikes and walking DISLIKES: Cleaning bikes and being late, tired or rushed BEST MOMENT: Andorra 2021 WORST MOMENT: Andorra 2021 FAVOURITE RIDER: Toni Bou & James Stewart FAVOURITE FOOD: Pasta FAVOURITE DRINK: Tea FAVOURITE COUNTRY: England DREAM CAR: Audi RS3 MAGAZINE: Trial Magazine, of course. NEWSPAPER — MCN OR TMX: TMX CAR: Citroen Berlingo MOTORCYCLE: Scorpa 300cc MUSIC: All that’s good OTHER SPORTS: Mountain biking, swimming, running and walking CRASH HELMET: Airoh RIDING KIT: Comas

I enjoyed this walk to the podium at the Scott. Pushing hard early in the Scott.

RIDING BOOTS: Stylmartin DREAM: 2022 FIM Trial2 World Champion

April-May 2022 • Trial Magazine

CMY

Preparation • SSDT

A WINNING FORMULA VERTIGO

Over a five-year period of the Scottish Six Days Trial, Great Britain’s Dougie Lampkin MBE won the prestigious event four times between 2015-2018, coming second in 2019, each year riding Vertigo, proving its motorcycle’s performance and reliability on multiple occasions. In doing so at this event, Vertigo has set a standard for other brands to try and match since arriving on the trials scene. However, this story of success in the SSDT started several years earlier. Words: Trial Magazine with Nick Owen Pictures: Trial Magazine and Trials Media 38

2015: Manel Jane (right) with Dougie Lampkin at the SSDT.

April-May 2022 • Trial Magazine

SSDT• Preparation

ot many motorcycle manufacturers are brave enough to develop a brand new prototype for the Scottish Six Days Trial, let alone to go on and win. However, Spain’s Manel Jane had a vision of his trials motorcycle with a dream to win his favourite event — the Scottish. A successful businessman in his own right with his brand name, Jane, he worked with a close-knit team of engineers before the new Vertigo dream came to life in late 2014 when the machine went on public view for the very first time at the Milan Show in Italy. With its steel tubular trellis frame and water-cooled electric fuel injected engine, it was undoubtedly ground-breaking as the first two-stroke trials model to embrace this electronic technology. With the 12-time FIM World Trials Champion Dougie Lampkin on board as the development rider, progress was made at a rapid pace. Then, on a cold, wet Sunday in May 2015, that dream became a reality as Vertigo made its debut at the SSDT. After six days of riding, it got even better on the Saturday as Dougie Lampkin and the Vertigo were declared winners. Manel Jane was elated, to say the least, and, as they say, the rest is history. As a result of this SSDT success, there will be a strong presence of Vertigo machines at this year’s SSDT as many of the buying public has become aware of the brand’s reputation for providing a good solid and reliable machine — a winning formula in the eyes of so many riders. Vertigo UK’s Nick Owen was responsible for preparing Dougie’s SSDT winning machines between 2015 and 2018. So he knows what it takes to make sure a machine is ready for six tough days of riding in the Highlands. In this feature, we prepare a Vertigo for the Scottish Six Days Trial; however, many basic and similar checks can be applied to other machines. In many instances, these are common sense.

CHECK, CLEAN, AND MAKE GOOD ELECTRICAL CONNECTIONS: Electrical connections need to be clean, dry and free from contamination. A very slight smear of a water-repellent covering on the connection and the connection body will suffice. Note that too much water-repellent can have the opposite effect as the current will not track across.

Trial Magazine • April-May 2022

Any owner with basic mechanical knowledge with a good selection of quality tools can carry out the work themselves. Still, if you are unsure or do not feel competent to carry out any work safely, we strongly recommend taking your motorcycle to a reputable dealer.

BE PREPARED

The Scottish Six Days Trial is the ultimate test of man and machine, and going prepared is the way forward. If you go unprepared, you will have problems. Generally, this applies to all brands: arrive in Scotland with your machine prepared and tried and tested. You should never expect manufacturer service teams to prepare your machine for you. It won’t happen. It is strongly recommended to take your consumables for six days riding, such as brake pads, clean air filters, tyres, oils and lubricants and anything else you think your machine may need.

CHECKLIST

Nick Owen has kindly put together a checklist for all SSDT riders to carry out during the preparation of the machine for six days of riding. Some tips involve common sense and others to help you avoid hassle during the ride when time at the SSDT might be at a premium.

CHECK, CLEAN, AND MAKE GOOD ELECTRICAL CONNECTIONS: The above also applies to the ECU location compartment. It’s worth checking this compartment during the six days but do not panic if you see some small areas of ingress of contamination; the critical components are located in a secure area.

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SSDT• Preparation

AIR FILTER INTAKE AND COMPARTMENT: Remove the air filter and clean and re-oil it. It is also worth having two spare filters clean and oiled; if you do need to change it at any point during the six days, you are prepared. One of the more significant assets with Vertigo is its high air intake location to provide clean air to the filter — ideal for this type of event. Go to the six days with a spotless air-filter compartment. With its ease of accessibility, at the end of each day’s riding, it is also worth checking the compartment and that the air filter is in good condition.

RADIATOR FLAP: Fit the radiator deflector flap as shown here to keep the radiator clean. During the event, and especially before long runs on the road, keep an eye on the radiator to make sure the air can flow freely through it. If the radiator becomes blocked, you will have problems as the engine will not be able to operate at the correct running temperature.

OILS AND COOLANTS: Change the gearbox oil with the recommended grade. Though you cannot see it here in this picture, check the radiator coolant.

CHAIN TENSIONER AND CHAIN AND SPROCKETS: Replace the complete chain tensioner assembly with a new one; this is very important for six days of riding. We also suggest fitting a new chain and sprockets but be sure to bed them in before arriving in Scotland.

BRAKE PADS AND WHEEL BEARINGS: Be prepared for six days of riding and arrive with the new front and rear brake pads fitted. Whilst fitting the new brake pads, also check the wheel bearings. If you are in doubt, do fit new ones; however, it is not a job you want to be carrying out in the paddock! Have spare brake pads in your toolbox and check and change if necessary during the week.

Trial Magazine • April-May 2022

Preparation • SSDT

LOCTITE THE HANDLEBARS CLAMPS: The handlebar clamps are located by one bolt, which is located underneath the clamps themselves to the top fork yoke. Undo the handlebar clamps which hold the handlebars in position. Next, remove the handlebars, and you will see the bolt head. Take the bolts out, clean them, refit with Loctite applied, and refit the handlebars securely.

NUMBER BOARD FITMENT AND ELECTRICAL WIRING CAP: You will be required to fit your number board once you have signed on. When removing your front lighting assembly, fit this small electrical cap on the connection to make it safe and secure.

Vertigo Scottish Six Days Trial Success 20152019: Dougie Lampkin and Vertigo have enjoyed considerable success at the event, winning from 2015 to 2018 before finishing second in 2019. Keep an eye on him this year as one thing is for sure, he is going to Scotland to win, not finish second!

TIPS AND BITS TO REMEMBER: As seen here, fitting security wire to the handlebars grips is a must. Use the appropriate glue but also wire them for extra security. We strongly recommend a full nut-and-bolt check, remembering to check the spokes too. It is your machine, and, being the owner, it is your responsibility to check it properly. To arrive with your motorcycle correctly prepared will help you through the Scottish Six Days Trial, even if you encounter accident damage. Either way, try not to arrive at the Scottish Six Days Trial with your machine in an unprepared condition.

The Scottish Six Days Trial is considered by many as the ultimate motorcycle trials experience; make sure you enjoy it. See you in Scotland in May.

April-May 2022 • Trial Magazine

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Training • Sidecar Trials

SIDECAR TRIALS

HOLD ON AND HAVE A GO Sidecar trials have a strange fascination — whenever they are in action, they draw your attention. However, once the riding technique is mastered between the driver and passenger and start to work as a team, the pleasure with Sidecar Trials can be immense; you just have to have a go! Feature: Trials Media

Steve and Izzy Saunders.

April-May 2022 • Trial Magazine

Sidecar Trials • Training

From left: Phil Sparkes, Steve Saunders and Jon Tuck.

n the past, Sidecar Trials was viewed as an older generation’s sport where the ageing rider could find a good friend to move from two wheels to three and extend their riding years. It is not a male-dominated sport; many husband-and-wife teams have won at all levels. However, as years have passed, it has attracted a wider age range into the sport. Numbers have tapered off more recently; still, the sidecar trials community recently got together and held a training day. Supported by the Mansfield Maun Motor Cycle Club, they encouraged people to come and have a go on the three-wheeled machines. With supervision from some of the better riders and enthusiasts, headed by Phil Sparkes, Jon Tuck, and Steve Saunders, close to 15 sidecars arrived at Bracken Rocks in Derbyshire in late February. Sidecar trials has always been a family-orientated team sport; the social side is second to none. The fun factor is most evident when you see them in action. Many of the established, traditional, solo national trials used to have a sidecar class, and they had a strong following of riders. Sidecars would be attached to the old-school motorcycles from Great Britain. 500cc four-stroke machines, such as Ariel and BSA, were favoured for their strong ‘muscle power’, which made them more than capable of carrying two people through some very challenging hazards.

Past ACU British Sidecar Champions Robin and Gill Morewood enjoyed the day.

Sidecar trials is for everyone.

Izzy Saunders watches on as her father Steve shows the ropes to a passenger.

Trial Magazine • April-May 2022

Training • Sidecar Trials

You can also start them very young.

A new outfit is not neccesary to enjoy the sport.

LIGHTWEIGHT OUTFITS

In the mid-70s, and with the old guard of the four-stroke machines losing their appeal, a new breed of lightweight trials motorcycles were producing enough power to carry two people, and soon you would find sidecars attached to them. Bultaco, Montesa and Ossa ‘Outfits’, as they are more commonly known, would start to win. Both importers and manufacturers had enough influence to start manufacturing complete threewheeled machines, with Beamish Suzuki producing a small run along with Montesa and Fantic, to name but a few. With the ACU British Championship attracting strong entries in the late ‘70s and early ‘80s, the sport went through a huge ‘boom’ time, with many stand-alone sidecar events. Would you believe that entries of 50 and more could be found at some of the more popular events, such as the Manx Two Day Trial? Specialist fabricators would produce sidecars that could be easily attached to the more modern solo machines. With strong power output and a choice of machines, the sidecars were universal and easily adjusted to be paired with the modern trials motorcycles available.

A NICE OUTFIT

Riders usually enter the sport on a second-hand outfit, making it quite an attractive option before deciding to continue with the sport. If you purchase a solo machine, a specialist fabricator can construct a bolt-on sidecar for the majority of the production trials machines available in 2022. The sidecar literally bolts on to locations at key parts of the solo frame where the stress can be spread out on the machine. The sidecar is fabricated from lightweight tubing with aluminium panels forming the body. A small seat is located over the rear wheel for the passenger’s backside.

Oliver Lace and Steph Hardman.

Most outfits use a 17” chair wheel, with a wheel hub fitted with a brake disc and master cylinder controlled by a pedal by either the rider or the passenger. The single-shock absorber uses, for obvious reasons, a heavy-duty spring. What is good about the ‘bolt-on’ sidecar is that it can be removed and the solo machine sold, then you can upgrade your outfit by purchasing a new machine.

HOLD ON!

Sidecar competition rules operate the same way as the standard solo motorcycle trial. The only exception is how a five-mark penalty for a stop can be given as it can involve both the driver and passenger. The passenger will earn a score of five marks lost if any part of the body touches any terrain. The primary role of the passenger is to balance the sidecar and aid the driver in their passage through a section and prevent the sidecar wheel from lifting by using their body weight and position to find balance and rear-wheel grip. This action can cause the driver to try and correct the error and lose marks by using the feet to keep forward motion, which is permitted. Working together with body positioning and weight distribution, the driver and passenger become a close team as they start to understand how they can each work to achieve the ultimate goal, which is a clean passage through a hazard. Teamwork is the key element to success and also to have some enjoyment.

HAVE A GO!

Many-time ACU Solo British Trials Champion Steve Saunders is a more recent convert to the sidecar scene. As the official UK importer for the TRRS machines from Spain, he supported sidecar riders with the two-stroke machines before deciding to take the plunge and enter a sidecar trial himself. He initially started the sport with his son, James, but his watching daughter, Izzy, decided she wanted a part of the fun too! As Steve will tell you, it really is a family sport and one which they will enjoy. If you fancy a ride in a sidecar outfit, keep an eye on where events are held and speak with the people involved. You will soon find out what a fun-loving group they are, and maybe you too will become a part of the sidecar world!

A SIDECAR HOLIDAY

Jon Tuck and Matt Sparkes – Do not try this at home!

If you already have a sidecar outfit and fancy a three-wheeled holiday, why not go to the Isle of Man for the 2022 Manx Two Day Trial? Sidecars are an iconic part of the Manx TwoDay Trial, but they have seen a decline in competitors over the years, so they need your help. Even if you haven’t ridden your sidecar for many years, or you’re a newbie just setting out, this is a perfect weekend away. Find out more and visit: www.manx2day.co.uk. April-May 2022 • Trial Magazine

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Sport • FIM X-Trial

X-TRIAL

OLDSCHOOL RULES It may have been a start to a new season with a new format for the 2022 FIM X-Trial World Championship but, again, the might of the riding skills of the undisputed king of the indoor championship Toni Bou (Repsol Honda-ESP), remained in control with a clear, emphatic victory — the 70th of his career — in front of a sell-out crowd of 4,000 spectators in France. As the master of his four-stroke Cota 4RT, he never looked like he would be beaten all evening; such was his dominant display. In truth, none of the other competitors had an answer to his formidable riding, and it was his old rival Adam Raga (TRRS-ESP) who took the fight to him to finish second in front of the third-place finisher Matteo Grattarola (Beta-ITA), who rounded off the podium. On a night that gave out a message to the young pretenders, who failed to shine, it was clear that if they wanted to stage a challenge for the podium in the future, then they have some work to do as the ‘Old School’ still rules the indoors. Article: Trials Media

April-May 2022 • Trial Magazine

FIM X-Trial • Sport

Toni Bou (Repsol Honda-ESP): Master and machine, he was untouchable.

Situated at the foot of the Alps on the Cote d’Azur along the edge of the deep blue waters of the Mediterranean Sea sits the elegant city of Nice. It welcomed, with open arms, the first round of this year’s FIM X-Trial World Championship. Located in the French Riviera on the southeast coast of France, the Palais Nikaia indoor concert hall and multi-purpose stadium facility can be found just a few minutes away from the centre of Nice. It was the perfect setting to get the championship back on its feet. After the pandemic, 2021 resulted in just a two-round championship; this year, it has been extended to a six-round series finishing in the latter part of the year.

Adam Raga (TRRS-ESP): Not looking at his very best, he was once again the closest rider to Bou.

Trial Magazine • April-May 2022

SPECTACULAR

A regular venue for the X-Trial events over the years, Nice provided a typically spectacular and demanding course whilst a brand-new competition format would add further intrigue to the French season opener to find a winner. For 2022, eight riders would be gradually whittled down to three podium finishers via two opening laps, each comprising five sections. Only the six lowest scores would qualify for the second lap, which sees the remaining contenders carry over their scores from the opening round. The scorecards are then wiped clean for a head-to-head final for the three podium places over the five sections, to be ridden first in one direction and then back again in the other direction and, as always, against the clock. The action was intense and spectacular using this new format as you’re about to read.

Matteo Grattarola (Beta-ITA): Rounding off the top three was a strong start for the Italian pairing of man and machine.

FIM X-Trial • Sport

Benoit Bincaz (GASGAS-FRA): A crash on section one left the French rider with an injured knee. Benoit Bincaz (GASGAS-FRA): Dusting himself off from his crash with a fifth-place finish was just reward for fighting hard all night. Jamie Busto (Vertigo-ESP): This was a very poor performance from a rider who has so much to offer, and he will be disappointed with his start to the new FIM X-Trial season.

SO CLOSE

It was a credit to the organisers that the event was so well received by the paying public as the riders came out to challenge the man-made hazards in reverse order. Both Teo Colairo (Beta-FRA) and Sondre Haga (Beta-NOR) were outclassed in their heat as Benoit Bincaz (GASGAS-FRA) survived an early crash to finish on top. In the second group of three riders, Toby Martyn (TRRS-GBR) had a huge crash exiting section two, but he improved for a respectable score of 13 marks lost. Matteo Grattarola (Beta-ITA) then had the crowd raise the roof with a stunning single-mark loss as Jamie Busto (Vertigo-ESP) did not appear to be on form, losing 11. In the final group, it was left for the top two who have remained so close for so many seasons. Adam Raga (TRRS-ESP) parted with two and Toni Bou (Repsol Honda-ESP), who matched Grattarola on a single mark lost.

ADVANTAGE BOU

With both Colairo and Haga eliminated, it was now down to just six riders, and as Martyn came out first, he looked nervous attempting the sections first. Busto was next up, but he failed to shine in this second heat with his score of 23 marks lost, which was way off what was expected of him. The home crowd put all their energy behind Benoit Bincaz but again, he could not take the fight to the next phase and the final replicating Busto’s score. The next rider in the arena was Raga, who also appeared a little nervous, which was reflected in his final score of eight marks lost for a total of ten over the two heats. Grattarola was doing all he could to keep the fight for the win alive, but his total of 12 pushed him down behind Raga. It was time for Toni Bou, and he parted with just a single mark to make it a total of two as he joined Raga and Grattarola to proceed to the final.

Toby Martyn (TRRS-GBR): As the minder Alexz Wigg (GBR) focuses on Toby getting out of the section he is about to have a huge crash.

SHOWTIME

Riding at a level that we have previously witnessed on so many occasions, it was showtime for Toni Bou. Riding as one with his machine, he was just so dominant. Neither the eventual second-place finisher, Adam Raga, nor the third-place finisher, Matteo Grattarola, had an answer to take the fight to the 15-time FIM X-Trial World Champion Toni Bou, who, as the winner of the first two laps, also collected two bonus points. It rounded off a good evening’s work. Acknowledging the enthusiastic crowd’s response to his riding, his interview with the 2Play series promoter Bernard Estripeau, Bou thanked the crowd and the organisers for a wonderful night of trials riding.

Trial Magazine • April-May 2022 51

Sport • FIM X-Trial

Toby Martyn (TRRS-GBR): Back on his feet, battered and bruised, Toby dug deep to take a strong sixth-place finish.

Teo Colairo (Beta-FRA): A tough night in front of a home crowd was hard for the French rider.

WHERE NOW?

Sondre Haga (Beta-NOR): It’s Brad Bullock (GBR) who keeps the young Norwegian rider in safe hands.

By the time you receive this magazine, round two will have taken place at Chalon-Sur-Saone in France, with further rounds in Madrid and Barcelona Spain in April before the championship resumes in Andorra in France in October. The new format worked well, but the level of riders needs some serious consideration. No disrespect to the other riders (who are nominated from the various nations), but where are the other best riders in the world? Surely they should have a chance to show their skills? How you make the selection procedure work is the million-dollar question. Yes, the top three from the previous season should be riding, and both Matteo Grattarola and Great Britain’s 2021 FIM Trial2 World Champion Toby Martyn are justified in their selection. Just bear in mind though the riders who are parked up at home, including those looking for a future in the sport, such as the new Repsol Honda team rider Gabriel Marcelli who finished fourth overall in 2021, and sixth-placed finisher Miquel Gelabert on the GASGAS. It really is a crazy situation

2022 FIM X-TRIAL WORLD CHAMPIONSHIP ROUND 1: NICE FRANCE

FINAL: 1: Toni Bou (Repsol Honda-ESP) 2; 2: Adam Raga (TRRSESP) 13; 3: Matteo Grattarola (Beta-ITA) 16. ROUND 2: 1: Toni Bou (Repsol Honda-ESP) 2; 2: Adam Raga (TRRS-ESP) 10; 3: Matteo Grattarola (Beta-ITA) 12; 4: Jamie Busto (Vertigo-ESP) 23; 5: Benoit Bincaz (GASGAS-FRA) 23; 6: Toby Martyn (TRRS-GBR) 25. ROUND 1: 1: Toni Bou (Repsol Honda-ESP) 1; 2: Matteo Grattarola (Beta-ITA) 1; 3: Adam Raga (TRRS-ESP) 3; 4: Benoit Bincaz (GASGAS-FRA) 10; 5: Jamie Busto (Vertigo-ESP) 11; 6: Toby Martyn (TRRS-GBR) 13; 7: Sondre Haga (Beta-NOR) 18; 8: Teo Colairo (Beta-FRA) 20.

2022 FIM X-TRIAL WORLD CHAMPIONSHIP

Old-School Rules as Adam Raga (2nd) Toni Bou (1st) and Matteo Grattarola (3rd) dominate the podium with a combined age of 108 years old!

POSITIONS: 1: Toni Bou (Repsol Honda-ESP) 22; 2: Adam Raga (TRRS-ESP) 15; 3: Matteo Grattarola (Beta-ITA) 12; 4: Jamie Busto (Vertigo-ESP) 9; 5: Benoit Bincaz (GASGAS-FRA) 6; 6: Toby Martyn (TRRS-GBR) 4; 7: Sondre Haga (Beta-NOR) 2; 8: Teo Colairo (Beta-FRA) 1.

April-May 2022 • Trial Magazine

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ACU TRIAL 125 BRITISH CHAMPION

Credit: Trials Media

Make A Wish • Diane Shield

NICK SHIELD

GOING FOR GOLD

Losing a loved one is difficult enough in normal circumstances, but the Covid-19 pandemic made this final goodbye even harder to bear for so many people. Nick Shield and his lovely wife Diane were very well known in the trials world, Nick holding the handlebars and Diane giving out the instructions, literally. Teenage sweethearts, they had spent a wonderful life together, producing two sons, Ben and Scott. Unfortunately, their whole world collapsed in January 2021 when Diane lost her brave fight with ovarian cancer. Due to the Covid-19 restrictions, the final goodbye was limited to 30 invited family and friends. Her chosen charity for donations at the funeral was the ‘Make a Wish Foundation’; it was typical of Diane to pick a charity for critically ill children. Words: John Hulme and Nick Shield • Pictures: Trials Media 54

John Hulme: “Nick and Diane were so supportive when I first started the magazine adventures, Nick freely giving his services as a test rider and supporting me with help with article content as we reminisced over our stories from our sporting exploits. Diane was a regular observer and, behind the scenes, supported her local clubs in various capacities over the years, both true motorcycle trials enthusiasts. So please give as little or as much as you feel appropriate. It’s all going to a good cause, as you will find out as Nick’s plans unfold, all in the memory of this wonderful lady, his wife, Diane.” Nick Shield: “John Hulme has always been good at planting ideas in my head that always seem to find a way of pushing me to the limit. The six-machine test for the 2009 Scottish Six Days Trial was just one of John’s many ways of inflicting pain on me, all in the name of motorcycle trials! On this occasion, I came up with the idea to compete in both the Pre-65 Scottish and Scottish Six Days Trial in 2022. Diane loved life, loved people and in particular trials ones, she was not a shy lady — as many who knew her would agree. So it’s a little ironic that her birthday was on the 29th April, day one of the Pre-65 Scottish. “Along with my good friend, Michael Irving, we plan to compete in the Pre-65 Scottish and the Scottish Six Days Trials as a charity ride to support the ‘Make a Wish Foundation’. Please visit the JustGiving page DONATE HERE and donate as little, or as much, as you can afford; it is all going to a good cause.” Visit Make a Wish: www.make-a-wish.org.uk To donate, scan the QR code or visit: www.justgiving.com/fundraising/diane-shield

THANK YOU

April-May 2022 • Trial Magazine

Picture Credit: Trials Media

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Catch up • Richard Sadler

READY RICHARD SADLER

Attending motorcycle trials is very rewarding; it brings you into contact with a very wide spectrum of people from all walks of life. It is a good place to be. Soon the vast majority of the people attending become friends and happy to share personal adventures. You will often take an interest in certain individuals — riders where you make a mental note of their progress, who stand out as the ones who clean the near-impossible sections and start to win. Youth rider Richard Sadler stood out in many ways due to his immaculate presentation of both rider and machine from a very young age. Words: John Hulme with Richard Sadler • Pictures: Trials Media and Eric Kitchen 62

April-May 2022 • Trial Magazine

Richard Sadler • Catch Up

2008: Father Paul watches the progress on the way to the ACU Youth B Class British Championship on the Sherco.

lways very polite to speak with, Richard caught my eye as a rider who could maybe make the grade and go all the way to make it as a professional rider. He chose not to follow that career path; however, he knew that it would be just a few riders who could turn the sport into a profession. Over the following years, he became very successful in his sporting and personal lives. He won over 30 national trials and a few ACU British Championship titles; his thoughts had always been on the Scottish Six Days and Scott Trials — the ones to win, the ones you will be remembered. At the mature age of 28-years-old and armed with the excellent Vertigo trials machine, he feels ready to go for the ultimate goals, to challenge at both of these prestigious events for the wins. So it was time to catch up with Richard Sadler and find out more.

2009: Confident on the Sherco on the way to the ACU Youth A Class British Championship.

with a good ride out and a time limit to get your mindset correct about keeping moving. “Roughly four or five weeks before the event, I start to compete in the riding kit I will be using in Scotland just to get familiar with everything; I like to leave no stone unturned. If you are going to find a problem, it’s no good to you if it is in the middle of the moors and raining or blowing a gale!”

Machine preparation RS: “My new machine for the event will come from the Vertigo headquarters in Yorkshire in early March. The Vertigo is pretty much a standard machine, with just the odd tweak here and there to suit me and my riding style and, of course, the terrain we will find in the SSDT. We are fortunate with the Vertigo as the machine is very good to go straight out of the box. The 2010: Under the guidance of good friend Richard Timperley, on the right, at the world round in Scotland.

Why do you feel ready in 2022? Richard Sadler: “I have competed in both of these events long enough to have the experience. You cannot put a price on what you learn; how to read the sections, the terrain between the sections, and how to pace yourself. Being prepared mentally is also so important. This year everyone is itching to get back to the SSDT after the pandemic. They want to get out in the elements of what many consider the greatest trial of them all, and I am one of them.” How do you prepare for the SSDT? RS: “Pretty much straight after the Christmas period, we all know if we are lucky enough to be in the event after the communication from the organisers to confirm you have a ride. Knowing I had the entry was good news, and it was now time to start selecting some traditional-type events to ride in over the following months on the lead-up to the event. I chose events with similar terrain, Trial Magazine • April-May 2022

Catch up • Richard Sadler

2010: The first Scott trial.

2011: Onwards and upwards to the ACU Expert A British Championship.

airbox system on the Vertigo is second to none, and with no carburettor to clean, it will be just the usual oil change, nuts-and-bolts check, new chain and sprockets, check the wheel bearings and fit new brake pads before I head further north. “Many use heated handlebar grips, but personally, I never fitted them as I just think it’s something else to unnecessarily to worry about. Also, unlike many, I do not fit a new tyre every day. Depending on my early days, I will use three rear tyres during the week, not necessarily a good edge every day. For the front, I will use just one tyre. “We stay up on the Glen Nevis campsite in a cottage as we have done every year, although this year will be the first year I haven’t stayed with my grandparents as they are just having a shorter week this time. I am incredibly grateful for their support, not just at the SSDT but all year round. “This year, the reins to look after me and my good friend Richard Timperley have been handed over to my father, Paul, and family friend, Dick Metcalfe — no pressure, trust me! I find the best place to stay is in the cottage; I can get the riding kit and boots washed and dried easily. I like to be clean, warm and dry all week!”

2011: It’s gritted teeth time in the first SSDT.

How has the SSDT treated you in the past? RS: “My First SSDT was a massive eye-opener. I have never been to watch, but I would certainly recommend it to any first-time rider! I missed doing that; it was a lesson learnt. I had a good number though, just behind Alexz Wigg and Harold Crawford; I pretty much followed them around all week. To be honest, I couldn’t have followed a better pairing. My best ride was fifth in 2015. I had a cracking week and didn’t make too many mistakes, with consistency being the key to the result. “Leading up to the event, I had won quite a few nationals, so I was in good form and felt confident. I have had the odd daily award and clean day, plus the yellow board on one occasion. “It’s important to surround yourself with your friends. I feel that some of my best weeks at the Scottish have been riding around with my good pals, Richard Timperley and Guy Kendrew. It’s a long week, and having a good craic every day does make it special. “ April-May 2022 • Trial Magazine

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Catch up • Richard Sadler

2012: What a year – ACU Championship Class British Champion, ACU S3 Parts British Champion and the treasured ‘Yellow Board’ on the Tuesday at the SSDT.

You were eighth in 2019. RS: “Score-wise, I was pretty steady all week and managed to keep away from the dreaded five-mark losses for the entire six days, but I just couldn’t hit that form you need to be challenging for the podium. Believe it or not, if anything, I was just too steady. I did enjoy riding my Gas Gas up there, and with great support from ‘Shirty’ I enjoyed the week’s riding.”

2013: It’s all smiles with more ACU titles on the Sherco.

2012: A tough day at the Scott Trial was rewarded with the first ‘Gold Spoon’.

Moving to the Scott Trial. RS: “Come the end of August, there is only one thing on my mind, and that’s the Scott Trial — what an event, putting you to the test of both time and observation. Again, I try to pick out the events I feel will benefit me the most, with long moor crossings such as the White Rose. I love the Scott, the banter in the paddock at the finish is really what it’s about; everyone has a

story to tell. This is what makes it special for me. Until I rode the Scott, I didn’t realise that cramp existed; I know all about it now! 2021 was a good result! RS: “It was such a huge breath of fresh air to get back to the Scott in 2021 after the Covid-19 cancellation in 2020. I got really fired up for it this year, and after a few good results leading

2014: Enjoying the road based Jack Wood ACU S3 Parts British Championship round.

April-May 2022 • Trial Magazine

Richard Sadler • Catch Up

2015: With good friend and sponsor on the Beta, Paul Sadler at the SSDT.

2016: No trials was the order in 2016 with the serious eye injury.

2015: A move to the Beta was rewarded with another ACU British title.

up to it, I felt ready to try for the win. I knew Jack Price would be one of the men to beat, as he is both quick and good on observation. I just remember before the event thinking that I would ride my own trial, and whatever happened, I would deal with it. “I had a pretty good day on time and observation with really only the first hour or so letting my time down. I couldn’t seem to get past the early traffic but got going and managed to pull out a good observation score. I thought at the finish I had done okay. Word was going around that Billy Green and Jack had low scores, so I started to think I could be third at best. Fair play though to Billy Green in only his second Scott, which was some ride; one to watch in this trial in the future, definitely. “I think for me, the most significant change with my second- and third-place finishes in the last two Scott Trials is that it has allowed me to believe I can win. Of course, you need that little bit of good fortune, but hopefully, my turn will come. This has to be my biggest dream; to win the Scott.” It all started back in 1999. RS: “As a family, motorcycle trials have pretty much always been in my life from my infant days going to watch with my mum as my dad Paul was competing, so trials motorcycles have always been around me. “The dream day in my infant years was in 1999 Trial Magazine • April-May 2022

on my sixth birthday, when my eyes nearly burst out of my head when I saw my Yamaha TY80. My dad made me wait until December 2000 for my first real event, where I finished sixth; what a day! I can still recall the sheer pleasure of riding in my first trial. As the Foot and Mouth outbreak happened, I could not compete much until 2002, when I finished fifth in the ACU D Class British Championship.” Team MRS Sherco RS: “After enjoying my youth class years in 2006, I was taken under the wing of the MRS Sherco Trials Team to compete in the ACU B Class British Championship. The level of riding was really good and, with the vans and campers of families at the events, friendships were started which stand to this very day. “With close-on 40 riders competing in the B class at the championship rounds, points were much sought after, and it was competitive all the way. Jack Sheppard was the one to beat, but he won the B class title in 2007. “In 2008, I won every round on my way to the ACU B Class British Championship — very happy days. “2009 was my first year in the ACU A Class British Championship. ‘Shep’ won, and I was second. “In my final youth class year in 2010, I won the ultimate goal. It was a good way to sign off before moving into the adult years.”

2017: Back on form and loving life at the SSDT.

Richard Sadler • Catch Up

2017: Pushing on in the Scott Trial on the Beta.

The learning curve of life RS: “I guess that’s how you would describe it! Realistically and most importantly, financially, I knew in my mind that a career as a professional trials rider was a step too far. As an apprentice joiner at 16-years-old, I was working full-time. I could not practise as much, but I still competed most weekends, and I was winning. It was so good to get back on to two wheels after a week at work. “In the adult classes, it was a massive learning curve, competing against riders I had never even heard of. I learned so much from my first few years, mainly by getting stuck in and riding in different types of events up and down the country. For me, this was a must as a younger rider wanting to become a national contender.” You moved into the adult BTC in 2012. RS: “A change of rules to no-stop was introduced in 2012. It was also my first full year. I enjoyed riding in the top class and competed at this level for four years. I was happy with my results, but the sport was changing. “In 2015, I moved to a Beta, but by the end of the year, the gap to the riders that were riding daily just got bigger. I started to lose my sense of enjoyment. As it happened, in 2016, the wheels literally came off my life when I had a serious eye injury which was completely my fault. Using a rip saw blade, the tooth shattered on me, piercing my eye. I had no safety goggles on, so you can imagine what happened; needless to say, I always wear them now!” Trial Magazine • April-May 2022

2019: Living the dream at the Scott was rewarded with the second best performance and the best on observation on the Gas Gas.

2019: It was all red under the tent on the left with team Gas Gas UK and John R Shirt in 2019.

Catch up • Richard Sadler

2020: Covid-19 meant a reduced season of riding.

You then changed your mindset to enjoyment. RS: “When I was fit enough to compete again, I decided to compete in the ACU British Championship Expert class. I really enjoyed its competitiveness and, most importantly, it was more fun. At the time, the great thing with the class was that you did not need to be riding every day. Six or seven riders were always capable of winning. I finished the year second in the championship. “In 2018, and back to full fitness and fired up, I won the ACU Expert British Championship and the ACU S3 Parts British Championship; my life was back on track in trials, and I was happy.”

2022: Fit, ready and focused on winning on the Vertigo.

2021: Back in action after the Covid-19 interruption, but this time on the Dougie Lampkin supported Vertigo on the way to third overall at the Scott.

Was it then on to the ‘Gasser’? RS: “I moved to the Gas Gas in 2019, and I had another good year, which included my best Scott Trial result with a second-place finish behind James Dabill. I had the best observation score and was just seven marks away from the win. “As Covid-19 wrecked the 2020 season, I do sometimes reflect on whether I could have pushed for the much sought-after Scott win; who knows, but I have not given up yet! “I really liked the Gas Gas, but with the unchartered territory with a net importer into the UK, I was not sure what to do for 2021. When I spoke with Dougie Lampkin MBE,

the official Vertigo UK importer, about riding one of the new breed of green motorcycles, he organised a test ride, and I immediately knew where my future machine would be coming from! I felt it was time to move on, but I enjoyed my two years on the Gasser with Shirty (aka John R Shirt).” Riding for Dougie Lampkin! RS: “As with a million other riders, I looked up so much to Dougie when I was younger, and I am now riding for his team on the Vertigo. I think it’s such a shame the younger riders didn’t get a chance to watch Dougie in his prime because it was something to see; those days he rode at Hawkstone Park in the FIM World Trials Championship were special. “With the new agreement, I would be able to compete in whatever events I chose to, which would have included the SSDT (which was cancelled). As it happened, I won the Lakes Two-Day for the first time and had a really good first year, rounding off with the third-place finish at the Scott. “I want to take this opportunity to thank Dougie, Nick, and Richard Timperley at Camio Moto for the ongoing support and help I receive. I feel we all have a great relationship, and I am extremely happy on board the green machine.” Where is Richard Sadler in life in 2022? RS: “I am still enjoying my trials riding out with my friends on a weekend, talking and enjoying the craic. Recently my partner, Sue, and I bought a house in the village where I grew up and lived for 21 years. It feels nice to be home — the local pub isn’t too bad either! “Work is as busy as ever as we employ around 30 people in the building and joinery trade, so we have plenty on. I still can’t imagine not riding my trials machine on a Sunday just yet though; there are still too many events that want winning.” April-May 2022 • Trial Magazine

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Workshop • Service

THE ONCE OVER SERVICE

Whilst all of the top riders will have thoroughly gone over their machines with a fine-tooth comb before each event, often taking the motorcycle entirely apart, it appears not all others give their motorcycles the attention it deserves — or even a once-over between rides, or even once a year for that matter! Many riders arrive at a trial or practice venue for a good day’s riding but then spend a fair amount of time helping get the motorcycle working correctly. Trials motorcycles may not be high-revving, high-performance machines that hurtle around a track at great speeds, but that doesn’t mean the mechanical checks, adjustments and servicing aren’t needed. 72

In this feature, we look at what can be done without getting too technical or needing special tools or skills. Of course, it goes without saying that if there is a significant issue like an engine rebuild or dismantling the suspension, for example, then take it to a reputable dealer or someone who knows what they are doing. To keep your trials motorcycle in a running and reliable order doesn’t take too much technical knowledge, effort or time for a once-over. Here, I’m using my TRRS, but any general maintenance explained here will cover all modern trials motorcycles. Words: Heath Brindley and Trial Magazine • Pictures: Heath @R2W April-May 2022 • Trial Magazine

Service • Workshop

o many of you, this is all going to sound a bit basic and obvious but, going on recent experiences, it’s well worth giving some riders a nudge in the right direction. Please note that if you do not feel competent or able to carry out any of the below work, please take your machine to a reputable dealer; do not take on any tasks you are uncomfortable with. Let us assume you have ridden the motorcycle and arrived back home with it.

1: A CLEAN MACHINE

If it has been a dry day, you can often get away without this stage, but remember that contamination in moving parts will eventually do harm, so even a bucket and sponge wash followed by a blow over with an airline, if you have one, is a good idea. Put a bung in the silencer exit to keep the water out. If you use a pressure washer, try not to use it at a setting that results in your stickers disappearing, and be sensible as to where you point it at the machine, such as air intakes and keep away from key electrical connections etc. While this may make removing any baked-on mud easy, it also tends to drive dirt into places it wouldn’t normally be and can force lubricant out of areas that you really need it. Instead, use a good motorcycle wash additive and let it soak in for a while, then even a typical garden hose should remove just about anything. If you are going to try to remove mud from the radiator with a hose, at least spray from the fan side; remember to be gentle with the water power. You can force mud to pack in harder and block up the airflow if you do it from the direction it entered. Once again, if you have an airline, give it a blow, being gentle with the air power from the fan side to remove any remaining debris. Trial Magazine • April-May 2022

2: COOLANT CHECK

Unless you notice the fluid loss or suspect a problem, it’s worth checking the water level in the radiator once a month or so. The level only needs to be just above the radiator’s inner core to allow for expansion. Use a pre-mixed coolant suitable for aluminium engines to prevent corrosion that can happen in some engines. If you do, for any reason, decide to replace the coolant completely, don’t just refill again to the top of the radiator core and forget; you will probably have to bleed the system. Many engines have a bleed screw fitted on the cylinder head to assist with that. It should go without saying that if you noticed that your radiator fan wasn’t working correctly on the last ride, investigate the problem or get someone to do it for you. Seized engines are expensive to repair! 73

Workshop • Service

5: CLEAN IS GOOD

3: CARBURETTOR

I have lost count of the times that a motorcycle has been brought back to life by the simple action of taking the carburettor float bowl drain-bolt out and letting the contained water and dirt flow freely out. In an ideal world, I would recommend removing your carburettor after every ride and cleaning inside the float bowl and blowing out the jets, but I’m aware this doesn’t often occur to most. At least if you drain the float bowl after the wash, you have halved the chance of a problem next time out. If you have a Keihin Carburettor fitted, make sure there is a fuel filter between the fuel tap and carb.

4: AIR FILTER

Make sure the airbox itself isn’t holding any water or debris, and then take your filter out and wash it, assuming it is a foam type. You can wash it with some detergent, squeeze it out well and leave it to dry. There are a couple of ways to oil the filter once it’s dry. As you can see in the photos here, you can use a dedicated filter spray or use filter oil and soak the filter in it before squeezing the excess off and allowing it to sit for a while. In both cases, the oils are designed to be liquid enough to get inside the foam and spread before the carrier evaporates, leaving the slightly sticky oil to collect any dust that tries to get through.

If in any doubt that the oil and filter are doing a good job, you can see the difference here, between one taken straight from the machine after a ride in dry and dusty conditions on the left and a newly cleaned and oiled one on the right. When you have replaced the filter, pay attention to the airbox cover; if one is fitted, make sure it fits correctly, and the seal is in good condition. A smear of Vaseline or grease around it can help keep water out whilst riding in wet and muddy conditions.

6: ENGINE OIL

The oil used in the gearbox has to be suitable for the modern clutches and to be able to handle the extra torque within the gears and changing mechanism. As the engines have become compact, less oil is required. When replacing the oil, it is a good idea to use one specifically produced for trials engines. These have often been tested in conjunction with trials manufacturers to ensure that the internal parts are lubricated correctly and that the clutch operation is correct. There are no oil filters in a two-stroke engine, so the oil also has to be able to hang on to the small particles from wear and tear whilst still performing its primary lubrication function. The gearbox oil is also used to lubricate the main bearings in some modern engines. With this in mind, it is very important to change the oil regularly. Check the manufacturer’s recommendations for oil quantity, remembering some give different figures for when undertaking an oil change and after a complete engine strip. Catch all drained oil and dispose of it correctly. For example, keep an old five-litre oil container from car engine oil or similar, so when it’s full, you can take it to your local waste recycling sites for disposal.

April-May 2022 • Trial Magazine

Service • Workshop

07 08

7: FRONT FORKS

8: DRIVE CHAIN

The front fork oil is something that needs changing every so often, not just when seals or bushes are replaced. Over time, dirt will get past the dust and oil seal before mixing with the oil. This can accelerate the bushes’ wear and affect the damping, so draining it out and flushing through is well worth doing. When adding the new oil, it’s often not done by quantity on modern forks but by measuring the oil height. The easiest way to get the required height is with one of these syringe tools. You set the oil height with the sliding tube, pour oil into your fork until you have too much and then just use the syringe to suck out the excess — very easy to do on the spring-only side. Still, you have to remember to pump the damper up and down to fill the cartridge before taking the final measurement of that side. A good chain lube uses the propellent to coat the bare metal and soak a little into the rollers before it evaporates, leaving just the oil behind. A thin coating is all that’s needed; remember to kill the engine and keep your fingers clear of moving parts.

9: SPROCKETS

You will need to check and lubricate the drive chain and visually check the sprockets. After washing the dirt off, look to make sure no teeth are missing or that the teeth are not hooked. If there are, fit new ones and replace the chain at the same time. If it all looks okay, just adjust the chain, being careful not to go too tight. Remember, the chain will tighten as soon as you put your weight on the footrests; if you adjust it too much, you can not only force the chain to stretch and sprockets to wear quicker, but also it puts extra strain on the gearbox output shaft and bearing.

10: CLEAN MACHINE

Apart from checking that crucial nuts and bolts are still tight and that the throttle closes no matter what position the bars are in (check this before you start the engine), you are good to go.

11: HOURS OF FUN

A good, clean-looking machine will give hours of fun, and that is what they are made for!

12: MOTOREX: THANK YOU

We would like to thank Motorex Lubricants for supplying its products for this feature. Trial Magazine • April-May 2022

Sport • ACU Trial British Championship

Toby Martyn (TRRS)

TRIAL GB

HIGGINS DELIVERS AT HOOKWOOD It was a very welcome return after the pandemic, under the guidance of Brian Higgins and his team, to the ACU British Trials Championship down in the south of the country for round one. With a proposed eight-round championship in 2022, the opening round at the superb Hookwood trials venue near Guildford attracted a strong entry of close-on 80 riders who were entered across the four classes to be contested: Trial GB, Trial 2, Trial 125, and Expert. Rain and damp conditions in the early part of the week made way for a cool but dry day as the sun shone through at Hookwood. The competition in each of the four classes to find a winner left clear advantages in Trial GB: Toby Martyn (TRRS); Trial 2: Iwan Roberts (TRRS), and in Trial 125: George Hemingway (Beta). However, in the Trial Expert class, Brad Bullock (Beta) had Dan Thorpe (GASGAS) on his case, with top lady rider Emma Bristow (Sherco) rounding off the top three. Article: Trials Media 78

April-May 2022 • Trial Magazine

ACU Trial British Championship • Sport

Jack Peace (Sherco)

Riders took on 12 hazards ridden over three laps with various challenging muddy banks, rocks and man-made elements. The first round of the 2022 championship used the ACU Trial GB marking system followed new rules introduced in 2020, including a one-minute time allowance for each section to be traversed; competitors may stop, go sideways, or reverse without penalty. However, going backwards whilst footing will incur a five-mark penalty. An additional championship point is awarded to the best lap performance on observation to all four classes.

TRIAL GB’S MARTYN HITS THE BULLSEYE

The current ACU Trial GB British Trials champion and Britain’s undisputed number one trials rider, Toby Martyn (TRRS), was in superb form and opened the 2022 season with a clear win at round one. It was all very close on the first lap as Jack Peace, the younger of two brothers, stayed in touch with Martyn and the lap closed with only a two-mark advantage. It was good to see Dan Peace returning from the injury that ruined his 2021 season, and he showed he had lost none of his ability, but he was just short of keeping in touch with the top two. The newcomer to the class was Jack Dance (GASGAS). Drawing the short straw in the opening round, he had to ride the 12 sections first. However, he stayed calm and showed he was a welcome addition to this premier class. He looked comfortable with the toughest sections. As the conditions deteriorated, Martyn started to show his superiority as he closed the second lap with a further extension of his marks advantage to stand clear at the top of the results with one lap to go. Jack Peace tried desperately to stay in touch with Martyn, and his last-lap score, when the conditions were at their worst, meant he pulled a couple of marks back, but the damage had been done. Nevertheless, a delighted Toby Martyn opened up the 2022 season with the points advantage, including the extra point for the best single-lap score of the three.

TRIAL GB: ROUND 1 Dan Peace (Sherco)

Trial Magazine • April-May 2022

RESULTS: 1: Toby Martyn (TRRS) 59; 2: Jack Peace (Sherco) 74; 3: Dan Peace (Sherco) 105; 4: Billy Green (Scorpa) 111; 5: Jack Dance (GASGAS) 114.

Sport • ACU Trial British Championship

Jack Dance (GASGAS)

Billy Green (Scorpa)

2022 ACU BRITISH CHAMPIONSHIP

Podium Trial Expert Podium Trial GB

TRIAL GB CLASS POSITIONS: 1: Toby Martyn (TRRS) 21; 2: Jack Peace (Sherco) 17; 3: Dan Peace (Sherco) 15; 4: Billy Green (Scorpa) 13; 5: Jack Dance (GASGAS) 11.

TRIAL EXPERT CLASS POSITIONS: 1: Brad Bullock (Beta) 20; 2: Dan Thorpe (GASGAS) 18; 3: Emma Bristow (Sherco) 15; 4: Charlie Smith (Vertigo) 13; 5: George Gosden (Beta) 11; 6: Corey Dubik (Vertigo) 10; 7: Thomas Swindlehurst (Sherco) 9; 8: Tyler Rendall (Vertigo) 8; 9: Joseph Collins (Beta) 7; 10: John Sunter (Montesa) 6; 11: Bevan Blacker (GASGAS) 5; 12: Samuel Woolridge (Vertigo) 4; 13: Oliva Kendra (Beta) 3; 14: Thomas Hawthorne (Sherco) 2; 15: Steven Harris (TRRS) 1.

Podium Trial 2

TRIAL 2 CLASS POSITIONS: 1: Sam Connor (Beta) 20; 2: Iwan Roberts (TRRS) 18; 3: Oliver Smith (TRRS) 15; 4: Alexz Wigg (Vertigo) 13; 5: Harry Hemingway (Beta) 11; 6: Sam Haslam (GASGAS) 10; 7: Harry Turner (Scorpa) 9; 8: James Fry (Sherco) 8; 9: Hugo Jervis (Beta) 7; 10: Ben Hemingway (Beta) 6; 11: Chris Stay (TRRS) 5; 12: Josh Hanlon (Beta) 4; 13: Duncan MacColl (Beta-UK) 2; 14: Joe Snelling (Beta) 2.

Podium Trial 125

TRIAL 125 CLASS POSITIONS: 1: George Hemingway (Beta) 21; 2: Jamie Galloway (TRRS) 17; 3: Alfie Lampkin (Vertigo) 15; 4: Jay Piper (Beta) 13; 5: Finlay Rule (Scorpa) 11; 6: Daniel Da Breo (GASGAS) 10.

April-May 2022 • Trial Magazine

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Sport • ACU Trial British Championship

TRIAL 2

SUPER SAM It would be all change in this class in 2022 as neither the 2021 ACU Trial 2 British Trials Champion, Andy Chilton (Scorpa), nor the runner-up, Ross Danby (TRRS), would be competing in the class this year. Third-placed finisher in 2021, Jack Dance (GASGAS), would be making the huge step-up into Trial GB as the 2020 winner, Iwan Roberts (TRRS), moved down to Trial 2. With home rider Sam Connor growing older as years pass, would his wealth of experience in the trials world have him looking at the title in 2022? You bet he will but no doubt it will be a hard-fought year as this class contains so many riders with such a good spread of abilities, both old and new. Both Harry Hemingway (Beta) and Harry Turner (Scorpa) are new to the class, having moved up from Trail 125, but could they mix it with their older rivals? Article: Trials Media

Sam Connor (Beta)

Iwan Roberts (TRRS)

Oliver Smith (TRRS)

April-May 2022 • Trial Magazine

ACU Trial British Championship • Sport

Alexz Wigg (Vertigo)

Harry Hemingway (Beta)

HEAD-TO-HEAD

A host of riders would go head-to-head in this opener, and it was soon apparent that it would be a tough fight to find the winner. As always, every mark would count, and it’s quite remarkable how close everyone was after the opening lap. Iwan Roberts led the way on 22, but it was so close. Sam Connor was next on 23, then Alexz Wigg (Vertigo) on 24, Sam Haslam (GASGAS) on 25, with Harry Hemingway holding his own on 26! Just hanging on to this top five was Oliver Smith (TRRS) on 33. He knew he had some work to do if he was to move towards a win after his total included six five-mark penalties for stopping. With sections five and 11 stopping almost everyone, this was where Roberts had gained the advantage to take the lead with a hard-earned three-mark loss.

LEVEL

The fight between the early leader Roberts and Connor carried on well into the second lap, neither giving anything away as they parted with 24 marks, and the gap remained the same. Oliver Smith came fighting back, losing just 25 as ‘Wiggy’ also held his own, and Hemingway slipped just off the pace but remained in the fight for the podium. On the final lap, the fight for the overall win tipped towards Connor, and he cleaned section one as Roberts parted with two marks lost. The fight continued, but Connor had sealed the victory.

Sam Haslam (GASGAS)

PODIUM PUSH

Watching the fight for the final spot on the podium saw some superb riding as both Oliver Smith and Harry Hemingway tried all they could to topple the far more experienced Wigg. However, Smith’s last lap score of 27 outpointed both Wigg and ‘Hemmo’ to take the final spot on the podium. There is no doubt this class is going to witness some spectacular riding in the fight for the 2022 title.

TRIAL 2: ROUND 1

Harry Turner (Scorpa)

Trial Magazine • April-May 2022

James Fry (Sherco)

RESULTS: 1: Sam Connor (Beta) 70; 2: Iwan Roberts (TRRS) 71; 3: Oliver Smith (TRRS) 85; 4: Alexz Wigg (Vertigo) 86; 5: Harry Hemingway (Beta) 89; 6: Sam Haslam (GASGAS) 96; 7: Harry Turner (Scorpa) 110; 8: James Fry (Sherco) 115; 9: Hugo Jervis (Beta) 126; 10: Ben Hemingway (Beta) 126; 11: Chris Stay (TRRS) 135; 12: Josh Hanlon (Beta) 136; 13: Duncan MacColl (Beta-UK) 137; 14: Joe Snelling (Beta) 160.

Sport • ACU Trial British Championship

TRIAL EXPERT

BRAD’S BACK With the most entries, Trial Expert is the largest class by far in the ACU British Trials Championship. It is an excellent feeder to the more difficult Trial 2 category for those wishing to move up. Continuing to attract considerable interest, attention was on our top lady trials rider, Emma Bristow, as she mixes it with her male counterparts in her quest for her first title in this class; remember, she was second in 2021. In a hugely rewarding and decorated career, this is now one of her main focuses, but first, she has to become more consistent to push her rivals down the results. With the 2021 champion Tom Affleck missing, it was down to Brad Bullock (Beta) to take the early championship advantage in front of Dan Thorpe (GASGAS) with the first win of the season, as Bristow finished third. Article: Trials Media

Brad Bullock (Beta)

Dan Thorpe (GASGAS)

Emma Bristow (Sherco)

April-May 2022 • Trial Magazine

ACU Trial British Championship • Sport

Charlie Smith (Vertigo)

George Gosden (Beta)

DEAD LEVEL

With a wide choice of sections on offer, it would be a challenging course that would eventually find the winner but, such is the high standard of riding, the first lap closed with Dan Thorpe and Emma each parting with eight marks. Both received a five-mark penalty on the scorecards as Thorpe had stopped in section four and Bristow in section eight, and both had three single-mark losses to make the total of eight. Following a small point gap, the next riders, including the eventual winner, had Brad Bullock and Thomas Swindlehurst on 13, with Corey Dubik (Vertigo) on 14 and Joseph Collins (Beta) on 15, which kept it all to play for on the remaining laps.

RAISING THE GAME

As both Bullock and Thorpe lost a further 11 marks on the second lap, Bristow parted with 14, pushing her just off the pace but still leaving it all to play for on the final lap. For the rest of the challengers, their lap scores moved towards the late teens, keeping them away from the leading trio. On the final lap, Brad Bullock pulled it out of the bag for the win with a super lap of just ten marks lost as both Thorpe and Bristow parted with 18 and 22, respectively. Further down the order, Charlie Smith (Vertigo) managed to hold a hard-charging George Gosden (Beta) by a single mark to round off the top five finishers.

Corey Dubik (Vertigo)

TRIAL EXPERT: ROUND 1

Thomas Swindlehurst (Sherco)

Trial Magazine • April-May 2022

Tyler Rendall (Vertigo)

RESULTS: 1: Brad Bullock (Beta) 34; 2: Dan Thorpe (GASGAS) 37; 3: Emma Bristow (Sherco) 44; 4: Charlie Smith (Vertigo) 53; 5: George Gosden (Beta) 54; 6: Corey Dubik (Vertigo) 59; 7: Thomas Swindlehurst (Sherco) 60; 8: Tyler Rendall (Vertigo) 74; 9: Joseph Collins (Beta) 78; 10: John Sunter (Montesa) 79; 11: Bevan Blacker (GASGAS) 79; 12: Samuel Woolridge (Vertigo) 79; 13: Oliva Kendra (Beta) 81; 14: Thomas Hawthorne (Sherco) 82; 15: Steven Harris (TRRS) 84.

Sport • ACU Trial British Championship

TRIAL 125

JUMPING GEORGE Jumping straight to the top of the Trial 125 class, George Hemingway (Beta) took the maximum points as he tried to emulate his older brother, Harry, by winning this class in 2022. However, he knows it will not be easy as well-travelled Scottish rider, Jamie Galloway (TRRS), would be breathing down his neck. Hemingway dominated this opening round and never looked like he would be headed all day over the three laps, but you can be sure as the season opens out that both Galloway and Alfie Lampkin (Vertigo) will have something to say about that! Article: Trials Media

George Hemingway (Beta)

Jamie Galloway (TRRS)

Alfie Lampkin (Vertigo)

TRIAL 125: ROUND 1 Jay Pyper (Beta)

RESULTS: 1: George Hemingway (Beta) 45; 2: Jamie Galloway (TRRS) 61; 3: Alfie Lampkin (Vertigo) 81; 4: Jay Piper (Beta) 113; 5: Finlay Rule (Scorpa) 122; 6: Daniel Da Breo (GASGAS) 124.

April-May 2022 • Trial Magazine

Youth • Jamie Galloway

JAMIE GALLOWAY

BRAVE HEART Since we started Trial Magazine, we have seen some super talent come from Scotland, including Gary Macdonald, who paved the way. He flew the flag for many years and took 11 Scottish Premier Trials titles, which, in itself, makes him the most successful Scottish-born trials rider of all time. In 2010, he went one step further by winning the ACU Expert A Class British Trials championship, making him the first Scotsman to take an ACU British trials title. In more recent times, we have seen Ben Dignan and the younger talent of a certain Jamie Galloway on the TRRS coming to the fore. Of course, the Scottish Six Days Trial win is the ultimate goal for any Scottish rider, but it always passes by Gary. With a young, brave heart and buckets full of enthusiasm from his supportive family, Jamie Galloway has his eyes on keeping the Scottish flag flying loud and proud in the world of motorcycle trials. Words: Trials Media with Jamie Galloway • Pictures: Trials Media, John Wilkinson 88

2021: So much was learnt during the year.

April-May 2022 • Trial Magazine

Jamie Galloway • Youth

The current plan is to leave school after exams in May.

2015: Even at an early age you could see the determination to succeed.

What are the goals in 2022? Jamie Galloway: For the 2022 season, the plan is to ride the world rounds in the Trial125 class, Trial 125 in the British championship (and, if the dates fit in, possibly the ACU Youth British Championship A Class), the adult Scottish championship, as well as picking up the two British European rounds, not forgetting the Mintex plus my first attempt at the Scott Trial. The main goal for 2022 is to enjoy myself. At the end of the day, I always go out and try my best, which is all my parents have ever asked of me. Are you used to road-tripping? JG: We live just outside a small village in Fife called Thornton, about 25 miles northeast of Edinburgh. It’s a fair journey to any British event, so we leave at least the day before and sleep in our van at the venue. Riding the European championship last year was a bit different; given we were leaving home and seeing the arrival time in days and not just hours, it was a bit of a shock to the system. However, if it all goes to plan this year, we will be on the road and living in the van for weeks at a time. Tell us about your school life. JG: I am currently midway through my fifth year in High School, studying for four Highers. I also attend college part-time, studying for a Foundation Apprenticeship in Engineering. Having gained great results in all seven of

2015: Brother Ross in action in the ACU Youth British Championship.

Trial Magazine • April-May 2022

my National 5s – equivalent to GCSEs – last year, I’m hoping for the same again this year. I really enjoy Graphic Communication at school, where I get to design things on the computer and then watch them be made into something 3D. I also enjoy physics. I had a hatred for languages, but this is now backfiring on me when we’re on our travels; even though I know the contents of my pencil case, it doesn’t come up in conversation very often! I played for a local football team until I was 14 years old, when it conflicted with trials. In recent years, it’s been Mountain Biking that I found fun. I’ve done a few races here and there, and it’s something different that I enjoy, which means trials is kept fresh. Are the trips a juggling act with school? JG: My current plan is to leave school after my exams in May this year; fingers crossed the grades are good with less time spent having to worry if my homework’s in on time and spend more time practising and learning to drive! I have worked hard at school, but I prefer practical learning; taking motorcycles and engines apart to figure out what is wrong is much more fun. I have started to apply for engineering apprenticeships, which I feel will suit me with lots of hands-on learning – plus, you get paid for it! Ideally, I would love to get a Design Engineering apprenticeship with a company that is supportive of the sport so I could work and keep competing.

2017: Raising the game on the Beta.

2019: Putting something back into the sport at the Pre-65 Scottish.

Youth • Jamie Galloway

2019: Growing all the time on the TRRS.

Why motorcycle trials? JG: My dad raced motocross and Enduro, including five ISDEs and three SSDTs, but it was my mum who said: ‘Over my dead body is he getting on a motocross machine”. So, trials it was! My first trial was when I was four, run by East Neuk Wobblers Club at Drumcarrow Farm, St Andrews, it was great, and we got medals from Duncan Wood, the club chairman. I will never forget sitting in the back of the car about to leave and him handing them to me and my brother! They are still on the fireplace to this day. You now ride a TRRS. JG: At the age of three, my first machine was a little Yamaha PW50 which we all used. Then it was a Yamaha TY80 – well, it wasn’t really one; I think there were about four in varying states of damage just to keep mine and my brother’s running. It was then on to the Beta 50 and the Beta 80, with three years on a medium wheel then another two spent on the big-wheel version. After that, it was an old Beta 125, which I got at the end of 2017 to practice on, followed by TRRS when my dad took on a dealership in 2018. It’s been TRRS ever since. Steve Saunders supports you on the TRRS. JG: My dad runs the small trials shop called 2t Offroad. He is a TRRS dealer but stocks most spare parts for his main love Fantic, resulting from it being his first-ever trials machine. We have had superb support from Steve Saunders at TRRS UK over the years and, for 2022, Steve upped the support even more. I can’t fault the support from Steve; when something is broken from a crash, within a day or so, we have the parts to fix it and get back riding. I want to thank Neil Dawson too, who, without his coaching skills, I wouldn’t think I would have been able to compete in the world championship this year. Also, a huge thanks to my other sponsors: Highland Temporary Works, Paul Millar Haulage, Coastal Campers (van conversion), Mick Wren and the ACU under-23 squad and the SACU.

Team Galloway – Thank You.

When will your first SSDT be? JG: My first SSDT should have been this year, but somehow the SSDT Secretary refused to accept my entry riding an air-cooled Fantic 50cc — my mum is the current secretary of the trial, which causes many late nights sitting at a computer, replying to emails and on the phone. I don’t turn 17 until 15th May, so I will need to wait until 2023 to compete in it. As a family, we have been going to Fort William every May to watch the SSDT for longer than I can remember. In the past few years, I’ve been observing in the morning then going to the TRRS tent in the afternoon and supporting the riders to make sure their machines are all ready for the next day’s action. I love the event and the atmosphere it brings with it.

2021: Looking strong and confident on the TRRS.

JAMIE GALLOWAY, TRRS UK FULL NAME: Jamie William Galloway DOB: 15/05/2005 WEIGHT: 70kg HEIGHT: 5’8” WAIST SIZE: 30” CHEST SIZE: 38” SHOE/BOOT SIZE: Euro 44/UK 9 LOOKS: Strong and fit RELATIONSHIP: Single FAMILY: Mum and dad, Kirstin & Martin Pennycook; sisters, Sharon & Lauren, and brother, Ross PETS: None LIVES: Thornton, Fife, Scotland LIKES: All motorcycles DISLIKES: Early mornings, especially school days BEST MOMENT: When I realised I was going to be riding the World 125 rounds this year WORST MOMENT: when my two-week-old Beta 80 was stolen FAVOURITE RIDERS: Dougie Lampkin/Neil Dawson FAVOURITE FOOD: Pizza FAVOURITE DRINK: Ribena FAVOURITE COUNTRY: Scotland DREAM CAR: Ferrari MAGAZINES: Trial Magazine NEWSPAPER: MCN or TMX TRANSPORT: Dad’s van MOTORCYCLE: TRRS MUSIC: I like all music, except rap and bagpipes OTHER SPORTS: MTB CRASH HELMET: HEBO RIDING KIT: S3 RIDING BOOTS: FORMA DREAM: To win the SSDT

April-May 2022 • Trial Magazine

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Evolution • 1960-2021

TRIAL EVOLUTION

ACU BRITISH CHAMPIONSHIPWINNING MACHINES

Apart from the winning years of the Sammy Miller/Ariel GOV 132 partnership, I feel very privileged to have seen and enjoyed the ACU British Championship-winning machines from 1960 up to the present day. No one would have ever envisaged the evolution from that great lump of a machine, the Ariel that Miller trimmed down to make into such a competitive machine, through to the modern-day twostrokes. I have covered this journey in a five-year cycle because to look at every machine that won would have made for a very long feature. Of course, there have been some exceptional moments that I lived through, but on reflection, I have to admit that it is the two Honda wins on the four-strokes, in 1977 with Rob Shepherd and, in 1985, with Steve Saunders, that I consider maybe to be the best; and for that reason, I have included the year 1977. I am sure you will have treasured memories of man and machine combinations, which you considered to be the best; however, could you admit that the winning years for both Sammy Miller 1959–1969 and Steve Saunders 1983-1992 were that little bit special? My admiration comes from the fact that both riders won the many titles on two- and four-stroke machinery.

Words: Yoomee • Pictures: Peter J Beardmore, Malcolm Carling, Brian Holder, Eric Kitchen, Mike Rapley, Alan Vines, Trials Media, Beta, Gas Gas, Montesa, Sherco, SWM, TRRS, Vertigo 92

April-May 2022 • Trial Magazine

1960-2021 • Evolution

In terms of the development of materials and engineering capabilities, comparing machines over time is vast. Therefore, this feature hasn’t been written to provide an in-depth look at the machines rather than an overview to show the progress of developing the trials motorcycle. However, when you consider an Ariel in 1960 weighed 102.5kg, and the 2021 TRRS 65kg, well, that’s a story in itself!

Trial Magazine • April-May 2022

Evolution • 1960-2021

1960: SAMMY MILLER ARIEL HT 500 FOUR-STROKE

Possibly the most famous trials motorcycle in the world is the Sammy Miller Ariel, the one carrying GOV132 as its registration number. This particular rider and machine combination won the ACU British Championship from 1959 to 1964. As I had not been around to remember the winning years of the famous motorcycle, I called Sammy Miller to find out more. Despite the passing of time, his innovative brain was as sharp as ever when I fired my questions to him about the Ariel. It was very much just like it was happening today; such were the informative answers to my many questions. Sammy is very affectionate when he speaks about the Ariel. Great Britain was leading the way after the challenging post-war period, and he is very proud of what he achieved, bringing a nation to its feet with his fantastic achievements, and quite rightly so. Motorcycle trials was the grassroots sport where so many of the public could find a way into a competitive two-wheeled world. Many of the younger generation of motorcycle trials riders will not be aware that Sammy was also road racing at this time. Yes, he had parked up the idea of moving on to the Grand Prix circuit to pursue his trials career but knew he could learn so much more about the future of the four- and two-stroke engines by pushing them to the

limit in the full-throttle world of road racing. As he became more frustrated with the dormant ideas of a once-mighty motorcycle industry, it was time for a change. He had developed the Ariel to the limit in all areas and, by 1964, he knew that the future of the trials motorcycle lay in a lightweight two-stroke machine. Miller does not wear fools easily; we will never know why the powers-that-be let him go across the water to Spain with his ideas for the future of the trials motorcycle. But, one thing is for sure, they most certainly had their heads buried in the sand!

ARIEL SPECIFICATIONS ENGINE: Single Cylinder Air-Cooled Four-Stroke TYPE: OHV CUBIC CAPACITY: 498cc BORE AND STROKE: 81.8mm x 95mm IGNITION: BTH Magneto CARBURETTOR: Amal: Ø 26mm CLUTCH: Two-Plate Neoprene GEARS: Four FRAME: Tubular Steel SWINGING ARM: Tubular Steel FRONT FORKS: Norton Road Holder: Ø 34mm REAR SUSPENSION: Girling – Oil Filled CLAIMED WEIGHT: 102.5Kg

1965: SAMMY MILLER

BULTACO SHERPA’ T’ 250 TWO-STROKE In 1965, news that Sammy Miller parked up the heavyweight four-stroke Ariel from Great Britain for the Spanish lightweight two-stroke Bultaco rocked the trials world. Although calculated, it was a very brave decision, but Miller knew in his mind that this was the future of the

trials motorcycle. As a motorcycle manufacturer, Bultaco was quite a new one, having been formed as a company in 1958 by Francisco Xavier Bulto. He inherited the bare bones of the very agricultural Sherpa N model, introduced to the UK trials scene by the road racer Dan Shorey in 1961-1962. He had tested the machine in secret in 1964 after a meeting with Shorey. At the end of season British Experts, he would win on the Ariel; the day after, he would win his first trial on the new Bultaco! A few weeks later, he would become the first rider to win an ACU British Championship round at the 1965 Colmore Trial on a foreign machine. After a hectic 12-day period in Spain where Miller transformed the two-stroke Bultaco into a winner, he now set about developing it even further. Based around the 244.2cc engine and four-speed gearbox, he would use his experience gained during his

Ariel years to the full. By the close of 1965, a third of the entries in UK trials would be Bultaco riders, and they had sold over 600 Sherpa ‘T’ models. The final nails in the coffin of Great Britain as market leaders in the motorcycle trials world were now going in at a rapid rate; Sammy Miller and Bultaco would continue to dominate until 1969.

BULTACO SPECIFICATIONS ENGINE: Single Cylinder Air-Cooled Two-Stroke CUBIC CAPACITY: 244.2cc BORE AND STROKE: 72mm x 60mm IGNITION: Femsa Flywheel Magneto CARBURETTOR: IRZ: Ø 28mm CLUTCH: Multiple Disc GEARS: Four FRAME: Tubular Steel SWINGING ARM: Tubular Steel FRONT FORKS: Betor Telescopic: Ø 35mm REAR SUSPENSION: Betor – Oil Filled CLAIMED WEIGHT: 92.5kg

April-May 2022 • Trial Magazine

1960-2021 • Evolution

1970: GORDON FARLEY MONTESA COTA 247 TWO-STROKE

As the Spanish Armada of motorcycle trials manufacturers gained pace, Montesa wanted a piece of the action. It came when Sammy Miller’s arch-rival Gordon Farley removed the championship crown from his head in

1970. Along with Bultaco and Ossa, the oldest manufacturer of the big three, Montesa moved into the trials world in 1967. Montesa was formed in 1944 by Pedro Permanyer and Francisco Xavier Bulto. Francisco would later move to Bultaco in 1958. Spanish scrambles champion Pedro Pi would use the 250cc Capra model as the two prototype trial models. The new machines were bulky and heavy, but this would soon change with the arrival of Great Britain’s Don Smith from Greeves in early 1968. He, like Sammy Miller, was also tired of banging the drum to his employer Greeves about the future of the development of the trials motorcycle and moved to the Spanish motorcycle manufacturer. Initially, Montesa had approached Gordon Farley, but he was contracted to Greeves, and they made sure he stayed there until 1968. He won the opening UK national, the Vic Brittain in 1969 on the new Montesa. No longer was he frustrated with the ageing Greeves; he was now on a more modern machine and in the driving seat to challenge Miller. As Gordon Farley’s confidence in himself with the Spanish machine became clear, he was turning into a serious challenger to

the dominance of Bultaco and Sammy Miller. After losing his title to Gordon Farley, Miller announced his retirement from the ACU British Championship.

MONTESA SPECIFICATIONS ENGINE: Single Cylinder Air-Cooled TwoStroke. CUBIC CAPACITY: 247.7cc BORE AND STROKE: 72.5mm x 60mm. IGNITION: Flywheel Magneto CARBURETTOR: Amal: Ø 27mm. CLUTCH: Multiple Disc. GEARS: Five. FRAME: Tubular Steel. SWINGING ARM: Tubular Steel FRONT FORKS: Montesa Telescopic: Ø 35mm REAR SUSPENSION: Telesco – Oil Filled CLAIMED WEIGHT: 90kg

1975: MALCOLM RATHMELL MONTESA COTA 348 TWO-STROKE

It was a well-known fact that the Montesa Cota 247 was outdated; the slow sales and company image started to show. So the Spanish manufacturer needed a new model

Trial Magazine • April-May 2022

and a top rider to help develop it into a winner. That man was Yorkshire’s Malcolm Rathmell, and the machine was the Montesa Cota 348. Riding a Bultaco, Rathmell had already proved his abilities in winning the ACU title in 1972 and 1974. In 1975 he spent many long days testing the new prototype Cota 348 in Spain and the UK as Montesa ironed out the development of the new model ready for production. Initially, it had started as an old single downtube Cota 247 frame, but that would soon change. At the Scottish Six Days Trial in the May, the public first viewed what would eventually become the new Cota 348. An allnew duplex tubular steel frame was used with the rear shock absorbers angled in the constant quest for rear-wheel travel and grip. Despite its Cota 348 model identification, the engine was now 305.8cc with six gears. Its rear enclosed chain protection certainly drew the crowds with its black frame, red one-piece seat, and fuel tank unit. Unfortunately, Rathmell did not win the event, but Montesa was

more than happy with the 1975 ACU British Championship title. The first production Cota 348 models arrived in April 1976, but by the end of the year, Montesa had sold 500 units, and Rathmell had retained his title in the UK. As a benchmark of machine sales, the official UK Montesa importer, Jim Sandiford, sold 1,200 trials models in 1977!

MONTESA SPECIFICATIONS ENGINE: Single Cylinder Air-Cooled Two-Stroke CUBIC CAPACITY: 305.8cc BORE AND STROKE: 78mm x 64mm IGNITION: Flywheel Magneto CARBURETTOR: Amal: Ø 27mm CLUTCH: Multiple Disc GEARS: Six FRAME: Tubular Steel SWINGING ARM: Tubular Steel FRONT FORKS: Montesa Telescopic: Ø 35mm REAR SUSPENSION: Telesco – Oil Filled CLAIMED WEIGHT: 88kg

Evolution • 1960-2021

1977: ROB SHEPHERD HONDA 305 FOUR-STROKE

Despite the best efforts of the big four from Japan, made up of Honda, Kawasaki, Suzuki and Yamaha, the ACU British championship had eluded them. Instead, it would be a Sammy Miller-inspired four-stroke machine in the skilful hands of Rob Shepherd that would mark the successful return of a four-stroke Honda.

Miller had moved to Honda in 1974 and inherited the four-stroke TL 250 model. It was more trail than a serious trials model. After his many successful years with four-strokes with the Ariel, he started to develop it into a winner. Yes, it was just over a decade since he had worked with four-strokes and the Ariel, but his innovative engineering solutions in the field of motorcycle trials to produce winning machines were still very active. As Rob Shepherd rounded off the 1976 trials season with a win in the British Experts on the Montesa Cota 348, Miller made his move for his man. Honda had scored their first-ever FIM World Trials Championship points in 1976 with Great Britain’s Nick Jefferies, so Sammy knew the machine had potential. As it happened, Rob Shepherd took to the machine like a duck to water, using the fourstroke to his advantage. In a close fight for the ACU title, Shepherd won three of the ten rounds to take the title in the closest finishes from

Martin Lampkin. To round off a good season, Shepherd also gave Honda their first FIM World Championship win on his way to fifth overall in the series. As Shepherd celebrated winning the ACU title, Sammy Miller announced that he would be no longer involved in the Honda trials project the following day. Nevertheless, this 1977 win has been included in this feature putting the once-mighty four-stroke machines back on the map in the history of the ACU British Championship.

HONDA SPECIFICATIONS ENGINE: Single Cylinder Air-Cooled FourStroke TYPE: OHC CUBIC CAPACITY: 305cc BORE AND STROKE: 74mm x 71mm IGNITION: Electronic CARBURETTOR: Amal: Ø 26mm CLUTCH: Multiple Disc GEARS: Five FRAME: Tubular Steel SWINGING ARM: Tubular Steel FRONT FORKS: Honda Telescopic: Ø 35mm REAR SUSPENSION: Girling – Oil Filled CLAIMED WEIGHT: 89.5kg

1980: MARTIN LAMPKIN SWM TL 320 TWO-STROKE

Approaching the end of a hugely rewarding trials career, the youngest of the three famous Lampkin brothers, Martin, would give the Italians their first ACU British Championship title with the SWM. However, it was not an easy championship victory for Martin, as he had a change of machinery from Bultaco to SWM after the season had started. Having ridden for Bultaco for the last ten years of his career, the change was due to the financial problems for the struggling Spanish motorcycle manufacturer. His first ride on the SWM was at the Scottish Six Days Trial in May, where he finished seventh, but he soon adapted to the engine characteristics of the Rotax rotary disc induction trials engine, which was quite different from the normal cylinder pistonported induction two-stroke. The SWM was a well-developed machine, and Martin soon looked a winner on it, taking four of 98

the ten-round wins from his friend and rival Malcolm Rathmell.

SWM SPECIFICATIONS ENGINE: Single Cylinder Air-Cooled TwoStroke TYPE: Rotary Disc Valve Induction CUBIC CAPACITY: 276.6cc BORE AND STROKE: 76mm x 61mm IGNITION: Electronic CARBURETTOR: Dell-Orto: Ø 26mm CLUTCH: Multiple Disc GEARS: Six FRAME: Tubular Steel SWINGING ARM: Tubular Steel FRONT FORKS: Marzocchi Telescopic: Ø 35mm REAR SUSPENSION: Marzocchi – Oil Filled CLAIMED WEIGHT: 85kg

April-May 2022 • Trial Magazine

1960-2021 • Evolution

1985: STEVE SAUNDERS HONDA RTL 250 FOUR-STROKE

It was without a doubt headline news when Steve Saunders made a move to the four-stroke Honda from the Hiro-engined two-stroke Armstrong in 1985. Saunders had quickly moved from a hugely rewarding schoolboy career into the adults’ classes on a Bultaco in 1982 before the move to the British-built Armstrong in 1983 and his first ACU British Championship title, which he quickly followed up with another in 1984. The move to a four-stroke machine was very well guarded; Saunders had secretly had a quick ride on a similar machine to the one he would eventually receive at the close of the FIM World Championship in 1984. Soon to be released in limited numbers fresh from the HRC workshop in Japan, the vision of the Honda RTL 250 lit the fire in the belly of the young Englishman who was hungry for success. It featured the single rear Pro-Link suspension system. Saunders knew that was where the future of the trials motorcycle would lie. The compact 250 HRC Honda engine was housed in a steel twin-spar frame with an aluminium swinging-arm with Showa

suspension at the front and rear; it did not just look good, it was good. As with the 1977 win for Honda by Rob Shepherd, Saunders was immediately on fire on the new Honda, winning the first time out at the Colmore Trial. He demolished the opposition during a season when he showed some great skill to put the Japanese manufacturer back at the top in UK trials. It was the first ACU British Championship win for a trials motorcycle using the single-shock rear suspension system. Times were changing in the trials world.

HONDA SPECIFICATIONS ENGINE: Single Cylinder Air-Cooled FourStroke TYPE: OHC CUBIC CAPACITY: 249cc BORE AND STROKE: 70mm x 64.9mm IGNITION: Electronic CDI CARBURETTOR: Keihin: Ø 24mm CLUTCH: Multiple Disc GEARS: Six FRAME: Tubular Steel SWINGING ARM: Aluminium FRONT FORKS: Honda Telescopic: Ø 35mm REAR SUSPENSION: Showa Pro-Link System CLAIMED WEIGHT: 82kg

1990: STEVE SAUNDERS BETA ZERO 260 TWO-STROKE

Proving to be one of the best trials riders that Great Britain had ever produced, Steve Saunders showed he was the master of both the four-stroke and the two-stroke with the win on the Beta. The new Italian ‘Zero’ model was groundbreaking. It had an aluminium frame housing the water-cooled engine between its twin front frame-spars with an aluminium swinging arm looking after the suspension at the rear. The fuel tank would be an integral part of the frame, making the whole machine package very compact and light in weight at 78kg. Following the motocross trend of inverted, upside-down front forks, the machine most certainly took the design of the two-stroke trials motorcycle to another level. A true master of throttle control, Saunders had shown that he could change his style, having first won on the twostroke before the move to the fourstroke and then back again; a true master of his game. Younger riders Trial Magazine • April-May 2022

were emerging to challenge his ACU British Championship domination. Still, he remained firm, winning seven of the nine rounds — he was going nowhere and would continue winning consecutively from 1983–1993.

BETA SPECIFICATIONS ENGINE: Single Cylinder Water-Cooled TwoStroke TYPE: Reed Valve Induction CUBIC CAPACITY: 260.7cc BORE AND STROKE: 72.8mm x 57.5mm IGNITION: Electronic CDI CARBURETTOR: Dell-Orto: Ø 25mm CLUTCH: Multiple Disc GEARS: Six FRAME: Aluminium SWINGING ARM: Aluminium FRONT FORKS: Inverted Paioli Telescopic: Ø 35mm REAR SUSPENSION: Corte-Cosso CLAIMED WEIGHT: 78kg

Evolution • 1960-2021

1995: STEVE COLLEY

GAS GAS CONTACT 270 TWO-STROKE One of a new breed of Spanish motorcycle manufacturers, Isle of Man-based Steve Colley was hired in 1995 by Gas Gas to win the ACU British Championship. He duly delivered — the first for the company. The days of Spanish domination from Bultaco, Montesa and Ossa were long gone. Gas Gas were winners in both competition and the sales of trials motorcycles. The crankcase induction through the reed valve was introduced by Gas Gas in 1993 and had proved a superb way of delivering the fuel to power the machine. Earlier in the ‘90s, Gas Gas proved innovative, introducing the hydraulicly-operated clutch to the trials world. This machine was well advanced in the mechanical department and used a steel chrome-plated frame and aluminium swinging arm. The 1995 ACU British Championship had gone all the way to the final round, and it was

Steve Colley taking the title in a tense season, with Dougie Lampkin (Beta) in a very close finish.

GAS GAS SPECIFICATIONS ENGINE: Single Cylinder Water-Cooled TwoStroke TYPE: Crank Case Reed Valve Induction CUBIC CAPACITY: 258.5cc BORE AND STROKE: 74mm x 60mm IGNITION: Electronic CDI CARBURETTOR: Dell-Orto: Ø 26mm CLUTCH: Hydraulic – Multiple Disc GEARS: Six FRAME: Steel SWINGING ARM: Aluminium FRONT FORKS: Gas Gas Telescopic: Ø 38mm REAR SUSPENSION: Boge CLAIMED WEIGHT: 78kg

2000: DOUGIE LAMPKIN MONTESA COTA 315R TWO-STROKE

he had not contested. In second position in the championship was a very young Adam Raga; the Spanish rider had ridden under a special licence from the ACU on the Gas Gas.

MONTESA SPECIFICATIONS

After proving his worth riding the two-stroke Beta, Dougie Lampkin inherited the welldeveloped HRC-supplied two-stroke powered Montesa Cota 315. It turned out to be a shrewd move for the son of Martin Lampkin. As with the Betas, Dougie had previously ridden Montesa. It also had an aluminium 100

frame and swinging arm. The two-stroke engine was very high-revving. Many would argue it was one of the best machines, such as its reliability record and ease of use. The machine’s handling is still talked about today as it was so stable in all situations. Dougie was in stunning form, winning all but one round

ENGINE: Single Cylinder Water-Cooled TwoStroke TYPE: Reed Valve Induction CUBIC CAPACITY: 249cc BORE AND STROKE: 72.2mm x 61mm IGNITION: Electronic CDI CARBURETTOR: Dell-Orto: Ø 26mm CLUTCH: Hydraulic – Multiple Disc GEARS: Five FRAME: Aluminium SWINGING ARM: Aluminium FRONT FORKS: Paioli Telescopic: Ø 38mm REAR SUSPENSION: Paioli CLAIMED WEIGHT: 73kg.

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Evolution • 1960-2021

2005: GRAHAM JARVIS SHERCO 2.9 TWO-STROKE

Born and raised on the Sherco from day one of its introduction as a motorcycle trials manufacturer, Graham Jarvis put the name on the map for its enthusiastic owners. There was nothing flashy or fancy about the Sherco; it mirrored many modern-day trials machines with its water-cooled two-stroke engine and steel frame. However, it was that man, Jarvis, who

gave the machine the winning edge as he took on the might of the two Gas Gas riders, Steve Colley and Shaun Morris, to take a well-deserved title; one he would retain consecutively until 2008.

SHERCO SPECIFICATIONS ENGINE: Single Cylinder Water-Cooled TwoStroke TYPE: Reed Valve Induction CUBIC CAPACITY: 272cc BORE AND STROKE: 76mm x 60mm IGNITION: Electronic CDI CARBURETTOR: Dell-Orto: Ø 26mm CLUTCH: Hydraulic – Multiple Disc GEARS: Five FRAME: Steel SWINGING ARM: Aluminium FRONT FORKS: Paioli Telescopic: Ø 38mm REAR SUSPENSION: Sachs CLAIMED WEIGHT: 69.5kg

2010: JAMES DABILL

GAS GAS TXT 300 TWO-STROKE

rider to win all five rounds of the championship. In 2010, James Dabill took this a step further, winning all eight rounds to dominate the championship, much to the delight of Gas Gas.

GAS GAS SPECIFICATIONS

Introduced in 2002, the Pro model was at its very best. With James Dabill on board, it proved a winning combination. Its major plus point was the diaphragm hydraulic clutch found inside the six-speed two-stroke engine 102

— again a first for a trials motorcycle. The ‘Pro’ engine was now very well developed, and with the tubular steel frame upgraded over the years, it produced a winning combination. In 2003, Graham Jarvis had become the first

ENGINE: Single Cylinder Water-Cooled TwoStroke TYPE: Crank Case Reed Valve Induction CUBIC CAPACITY: 294.1cc BORE AND STROKE: 79mm x 60mm IGNITION: Electronic CDI CARBURETTOR: Dell-Orto: Ø 26mm CLUTCH: Hydraulic – Diaphragm Type GEARS: Six FRAME: Steel SWINGING ARM: Aluminium FRONT FORKS: Marzocchi Telescopic: Ø 40mm REAR SUSPENSION: Sachs CLAIMED WEIGHT: 67kg

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Evolution • 1960-2021

2015: JAMES DABILL

VERTIGO COMBAT 300 TWOfiSTROKE

It’s also worth noting that in its first year as a motorcycle manufacturer, Vertigo also won the 2015 Scottish Six Days Trial, with Dougie Lampkin MBE riding it.

VERTIGO SPECIFICATIONS

Enter Vertigo – a new motorcycle manufacturer in the trials world. Along with it came cutting-edge technology, a tubular steel trellis frame and fuel injection — a first in this specialised sport for a two-stroke engine. A programable electronic fuel injection was also introduced. It allowed the air intake to a much higher position on the motorcycle to keep the flow of clean air into

the electronics that now controlled fuel flow. With a very low centre of gravity, the machine soon gained a reputation for handling and stability. Along with the programable engine, it suited a broad spectrum of riders who could tune the machine to their individual needs. James Dabill was in excellent form and returned to the podium’s top step in the ACU British Trials Championship.

ENGINE: Single Cylinder Water-Cooled TwoStroke TYPE: Reed Valve Induction CUBIC CAPACITY: 294.1cc BORE AND STROKE: 79mm x 60mm IGNITION: Programmable Electronic CDI ELECTRONIC: Fuel Injection – EFI CLUTCH: Hydraulic – Diaphragm Type GEARS: Six FRAME: Tubular Steel – Trellis Type SWINGING ARM: Cast Aluminium FRONT FORKS: TECH Aluminium Telescopic: Ø 40mm REAR SUSPENSION: Reiger CLAIMED WEIGHT: 69kg

2021: TOBY MARTYN TRRS ONE RR 300 TWOfiSTROKE

Again, a relatively new motorcycle Spanish-based manufacturer, TRRS, took the ACU British Championship title for the second time after Iwan Roberts won in 2020, with Toby Martyn in control in 2021.

TRRS was introduced in 2016 and headed by the seven-time FIM World Trials Champion, Jordi Tarres, and imported into the UK by Steve Saunders; you are likely to agree that neither needs any introduction! The now tried-and-tested forged aluminium frame and swingingarm combination provide a stable riding platform. Using highquality components, the TRRS has proved a huge hit based on its ease of riding and reliability of the twostroke engine. Already noted, Iwan Roberts won

IWAN ROBERTS

a Covid-19 affected season in 2020 before the young hot talent of Toby Martyn dominated the 2021 ACU British Championship on his way to also winning the much sought-after FIM Trial2 World Championship title.

TRRS SPECIFICATIONS ENGINE: Single Cylinder Water-Cooled TwoStroke TYPE: Reed Valve Induction CUBIC CAPACITY: 294.1cc BORE AND STROKE: 79mm x 60mm IGNITION: Programmable Electronic CDI CARBURETTOR: Keihin: Ø 28mm CLUTCH: Hydraulic – Diaphragm Type GEARS: Five FRAME: Forged Aluminium SWINGING ARM: Aluminium FRONT FORKS: TECH Aluminium Telescopic: Ø 39mm REAR SUSPENSION: Reiger CLAIMED WEIGHT: 65kg

While this feature isn’t a blow-by-blow account of the ACU British Trials Championship or the men and machines rather than a journey through the years of the evolution of the winning trials motorcycles, I hope you enjoyed reading it as much as I did writing it! 104

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

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

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

16 John Lee & Sons Motorcycles

Tel: Mail: Web: Area:

01933 312827 johnlee.mc@btconnect.com www.johnleemotorcycles.co.uk Higham Ferrers, NN10 8BP

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

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

19 Mickey Oates Motorcycles

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

20 OHA Motorsport Tel: 028 9131 0297 Email: office@ohamotorsport.com Web: www.ohamotorsport.com Area: Bangor, BT19 7PD

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

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

23 SJ Trials Tel: 028 2013 0140 Email: sam@sjtrials.com Web: www.sjtrials.com Area: Ballymena, BT42 1LJ

24 South West Trials Tel: Mail: Web: Area:

01395 514287 southwesttrials@gmail.com www.swtrials.co.uk Sidmouth, EX10 9DN

25 St Blazey MX Tel: Web: Mail: Area:

01726 816181 www.stblazeymx.co.uk sales@stblazeymx.co.uk 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

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