Trial Magazine Issue 97 February-March 2023

MOTORCYCLE • CYCLE • SIDECAR • CLASSIC • COMPETITION • FEATURES

www.trialmaguk.com

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RAGA ROCKS SHEFFIELD

QUICK SPIN

MONTESA 2023 MEETING

SONDRE HAGA

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February-March 2023

ISSUE 97 • UK: £5.99 97>

SHOWTIME DL12

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MEETING

NEXT GENERATION G A B R I E L M A R C E L L I • D L 1 2 I N D O O R T R I A L • 6 7 3 FAT B A R ®

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

WELCOME FEATURES

Trial Magazine • February-March 2023

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SHOWTIME

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MEETING

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LADIES

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QUICK SPIN

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CATCH UP

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RETRO

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THANK YOU

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RACING

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REWIND

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2023 Events DL12 Indoor

Sondre Haga WTRIAL

(NUJ No: 949620)

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

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

Proof reading Jane Hulme and Davina Brooks Commercial Manager John Hulme england@trialmag.com Subscriptions Cath Rogers cath@trialmaguk.com 01663 744766 Design and Production Dean Cook The Magazine Production Company www.magazineproduction.com Printing: Buxtons Press Distribution: Warners Group Publications © 2023 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.

DIARY

2023 Montesa Jack Dance

Yamaha TY250Z

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TMX

Tom Minta

2022 James Dabill

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104 REGULAR SECTIONS

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NEWS 8 TALK TRIALS TONI BOU 12 TALK TRIALS TOBY MARTYN 16 SHOPPING 20 PADDOCK 24 POSTER 58 DEALER LOCATOR 110 SUBSCRIPTION FORM 112

Cover: Cover Photo: 2023 DL12 Indoor Photo Credit: Trials Media

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News • The world of trials

ACU: JOHN SHIRT & S3

The ACU Trials and Enduro Committee are delighted to confirm the continued support from S3 Parts for their National Trials series into 2023. Trials and Enduro Chairman Mick Wren: “It is always a pleasure to deal with John Shirt and S3, as their products reflect the quality we aim for in our Championships”.

The ACU Trials and Enduro Committee are also pleased to announce an important rule change for 2023. The S3 Championship class will now be open to all riders, and there will no longer be a list of ‘Non-Eligible’ riders.

Mick explained: “In the early days, we needed to distinguish between the ACU Clubman Championship, as it then was, and the ACU British Championship, but, happily, both series now have their own identities, which has enabled this change to be made”.

CLASSIC DIRT BIKE SHOW

ACU BTC: CHANGES FOR 2023

Venues for the 2023 ACU British Trials Championship have now been confirmed. The complete list can be found on the calendar section of the official website: www.acutrialgb.com.

It starts with the now-traditional visit to Hookwood in Surrey on 12th March and finishes with a new to the series organiser and venue at Geddington, near Kettering, in September.

Two weeks after the opener, a slightly earlier visit to South Wales for the St David’s Trial is on the menu, before another two-week gap to a relatively new venue at Bootle, in deepest Cumbria. A break follows for the SSDT, with round four at a second new venue, the paradise of Inch Perfect Trials in Lancashire.

A single round in Devon follows on 25th June, and then, two weeks later, the Yeadon Guiseley round follows, although it is back at Brimham Rocks for 2023.

Following on from the success of the inaugural round in 2022, Rock & Hop follows on 20th August. There is then a summer break until the final round at Geddington, which the Nene Valley Club is organising. It will be a relatively short-lap event located in an old quarry with banks, roots and rocks.

Changes for the 2023 championship include a one-and-a-half-minute allowance for sections, and the split between laps one and two will be dispensed with, allowing riders to complete all three laps of 12 sections within the permitted time of five hours and ten minutes. In addition, all eight rounds will count, with the exception of the Trial GB class, where the seven best from eight will be classified to allow for any riders who may be contracted to the FIM X Trial World Championship.

MECATECNO UK 2023 The UK’s biggest classic off-road show, The Classic Dirt Bike Show, sponsored by Hagon Shocks, will be back at Telford International Centre, Shropshire, TF3 4JH, over the weekend of February 11th and 12th, 2023.

The annual off-road show is known for attracting the biggest names in the scene, and this year is no exception as the FIM three-time world champion and 80s and 90s racing icon Dave Thorpe has been confirmed as star guest.

Gates to the 2023 Classic Dirt Bike Show sponsored by Hagon Shocks open at 10.00am on both days, but you can go for a rumble in the autojumble from 9.00am before the show halls open.

Save £2.00 when you buy your ticket in advance for just £14.00, and please note that those under 16 go free.

For more information about the show to get your tickets, RCM TrialMag 0116.pdf 1 and 15/01/2016 19:17 head to the website: www.classicdirtbikeshow.co.uk

The South West’s only Dedicated Trials Dealer for:

Spanish motorcycle manufacturer Mecatecno will have a new official UK importer in 2023.

Looking forward to the future, this electricpowered motorcycle will add more competition to the fuelaspirated machines that still dominate motorcycle trials. Very different in appearance from the more conventional trials motorcycle, further information can be found on the new website: www.mecatecno.co.uk or you can contact the new importers by emailing: AB mecatecnouk@gmail.com.

MC's TrialMag 0921.pdf 1 12/09/2021 10:13

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February-March 2023 • Trial Magazine

News • The world of trials

TITANIUM R 2023 LIMITED EDITION

SIDECAR SUPPORT

Vertigo is proud to introduce the new limited edition Titanium R MY2023 for those who desire to own the most exclusive trials motorcycle in the market; this is a truly collector’s piece.

Its most remarkable and unique feature is the Nitro frame built in titanium with a machined shock absorber support also made of titanium.

Additional distinctive components made of titanium are the Raptor footrests and the silencer with the new designed titanium logo engraved on it. Furthermore, this model incorporates ‘Factory Kashima Gold’ front forks, which, along with the three-way Reiger shock absorber, provide outstanding riding dynamics.

The list of special components which contribute to differentiate this model from any other machine existing in the market include the detachable machined clutch cover, machined brake pedal tip, 6mm Costa Parts crankcase protector, carbon protectors for the clutch and flywheel covers, red silicone cooling hoses and red lever adjusters.

The lucky owners of the 2023 NITRO TITANIUM R will receive a Vertigo mat to keep the motorcycle in the garage as a model with such unique features deserves.

Key Features: Titanium frame with machined shock absorber support also in Titanium; Detachable machined clutch cover; Kashima Gold coating Tech Factory front fork; three-way Reiger monoshock suspension; Built-in temperature and pressure sensor in the manifold; Titanium Raptor foot-rests; Titanium silencer; Anodised red Lever adjusters; Special Edition plate 1/40; Carbon engine protectors; Costa Parts crankcase protector in 7075 aluminium; Renthal Fatbar RearMag Fender Interior vinyl; Red cooling hoses; Davehandlebar; Cooper Trial 0817.pdf 1 14/08/2017 22:51 Machined brake pedal tip.

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Clear winners were ultimately discovered in the four 2022 ACU Sidecar Championships, which, in this sport, has seen a drop in entries and interest as a whole. However, despite this, the 2023 ACU Championship is all systems go. With a five-round series, it starts in March at the following venues: 5th March – Normandy, Ray Thomas; 23rd April – South Birmingham, DK Mansell; 20th May – West of England; 21st May – BSSA, Tuck Cross; concluding on 25th June with the Yeadon and Guiseley, Mel Harrison Trophy Trial.

The sidecars have played a long and important part in the history of motorcycle trials, and the sport needs as much support as possible to continue.

If you can help in any way to secure the future of the three-wheelers, please drop us an email at the Trial Magazine office.

2022 ACU SIDECAR BRITISH CHAMPIONSHIPS

CLASS A: 1: Jon Tuck/Matt Sparkes (TRRS) 154; 2: Jack Corlett/Jamie Howe (GASGAS) 138; 3: Luke Golding/Beth Thomas (TRRS) 129; 4: Neal Franks/ Michael Franks (TRRS) 91; 5: Elliot Tickner/Richard Tickner (TRRS) 61.

2022 ACU CLASS B INTERMEDIATE CHAMPIONSHIP 1: Steve Saunders/Izzy Saunders (TRRS) 157; 2: Oliver Lace/Stephanie Hardman (GASGAS) 121; 3: Sean Cuckow/Paul Cuckow (Beta) 32; 4: Kevin Nolan/Karl Jarvis (Vertigo) 17.

CLASS ‘C’ CLUBMAN: 1: John Corlett/Harry Gell (GASGGAS) 134; 2: Lee Granby/Paul Randall (GASGAS) 133; 3: Ryan Eamer/Claire Tooth (TRRS) 128; 4: Paul Fishlock/Pete Pesterfield (Honda) 110; 5: Robert Head/Aaron Jacobs (Sherco) 100.

CLASS’ D’ SPORTSMAN/NEWCOMERS: 1: Richard Murphy/Adam Charman (GASGAS) 100; 2: Luke Reynolds/Woody Reynolds (Honda) 87; 3: Josh Dando/David Yates (GASGAS) 4: Heath Dando/Judith Waldron (BSA) Trial and Trail Trialmag17;1117.pdf 1 13/11/2017 22:21 11; 5: Thomas Mcdowell/Clair Mcdowell (Montesa) 10.

February-March 2023 • Trial Magazine

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Talk Trials • Toni Bou

TONI BOU

HERE WE GO

Happy New Year, everyone! Here’s looking to a happy and prosperous 2023. We did manage a few days away from the two-wheeled world, spending Christmas with family and friends before bringing in the new year. It was quite interesting to watch the musical chairs of motorcycle trials on the run-up to the festive season, but one thing’s for sure, in my camp, I still have the machine everyone wants: my faithful Repsol Honda.

Words: Toni Bou with Trials Media • Pictures: Trials Media As I have been on the four-stroke since joining the team back in 2007, I have had the best machines available from my early days. I have been asked on various occasions about a switch to riding a two-stroke, but I will be totally honest, it has never really crossed my mind. I have seen so many new machines and ideas come and go.

Fuel injection has been normal to me since I joined Repsol Honda, but its introduction on two-strokes looks like this has not been easy.

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What is interesting is to watch the development of electric-powered motorcycles in trials. There was slow progress, then suddenly, it appeared to have been accelerated, and it was good to see a rider in the Trial2 class. I am not sure that they have enough power at the moment to compete in TrialGP, but we will have to wait and see.

My first event of 2023 was the DL12 Indoor in Sheffield. It is quite funny actually, as it is so cold in Andorra at the moment and it was the

same sensation when I stepped off the plane at Manchester airport. I remember this event when I was making my way up the indoor ladder. I first came to Sheffield when Dougie was the ‘King’ of the event, and now I am riding in an event he promotes; it is surprising how soon the years have passed!

These images were my first win in 2007 on the Repsol Honda.

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

February-March 2023 • Trial Magazine

The pinnacle of competition.

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For 2023, the enhancements include improved rear Showa® suspension settings, a solid rear sprocket for FIM Race compliance, and updated graphics, replicating the World Championship-winning motorcycle from 16-times World Trials Champion, Toni Bou. Click honda.co.uk to find out more.

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Talk Trials • Toby Martyn

FOUR-ST TOBY MARTYN

That’s right. You read it correctly.

For 2023 it is a return to one of my first loves, the fourstroke Montesa Cota 4RT. The FIM TrialGP World Championship and the FIM X-Trial World Championship is where it is happening for me this year, along with defending my ACU Trial GB British Trials Championship, and did someone say the Scottish Six Days Trial? Maybe!

Words: Toby Martyn with Trials Media

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February-March 2023 • Trial Magazine

Toby Martyn • Talk Trials

TROKING Before moving into 2023, I want to thank everyone at TRRS. We achieved so much together, winning the 2021 FIM Trial2 World Championship and the ACU British Trials Championship for two consecutive years in 2021 and 2022.

Having now moved into the premier league of world trials, in my first year in 2022 in TrialGP at the very highest level, I feel I have now come to a point in my professional career where I need to focus on my future in 2023 if I am to make that standard of riding.

The learning curve is enormous, and 2022 proved that point in more ways than one, where I finished 11th in my first year. The focus all season was being in the top ten, which, in the end, was rewarded with an eighth place in Andorra on day one, the highlight of my virgin TrialGP year. Hovering around the top ten for most of the season, I felt something was always missing to take me to the next level. I was just a few marks away on various occasions, which kept pushing me down the order, and that is where I have to improve my riding. I have to be more consistent and sure better results will come.

You should never look back, but on reflection, in the back

Trial Magazine • February-March 2023

of my mind, I always remember just how good the Montesa Cota 4RT I rode in 2018 was. That year I was denied the FIM Trial2 World Championship on a tiebreak; it was well documented, but I put that to bed and learned from the experience. I feel to reach the next level, I need to revisit the superb attributes of that Montesa I competed on in 2018. Since then, the machine has received some serious upgrades in both the engine and suspension. When I tested with the Montesa team in late 2022, I knew it would be my machine of choice for 2023.

The deal will be supported from Spain with Montesa with upgraded machines competing again in the TrialGP class. I will also defend my ACU Trial GB title, where Honda UK will come into play and will be keeping my Minder, Alexz Wigg.

I also want to compete in the Scottish Six Days Trial and the world-famous Scott Trial — two events on the ‘must-do’ list. More details of my 2023 plans will come to light once I can confirm and work around my FIM World Championship commitments, but all fingers and toes crossed I should be able to be at the SSDT in May. And now for the tricky bit. This is a partial factory-supported ride. Most of the financial necessities to compete at this level will need some funding. I have good product support, but if anyone can help in other areas, please get in touch; I have a portfolio for potential sponsors. In 2023, I will again be the only rider representing Great Britain in TrialGP. Therefore, it would be greatly appreciated if you could support my season in any way.

My first competitive ride in 2023 was at the DL12 Indoor. To find out how it all went, flick through the reports throughout this issue’s pages of Trial Magazine.

Keep your eyes open and give me a cheer – Toby ‘Mush#212’ Martyn.

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Shopping • What’s new

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Trial Magazine • February-March 2023

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Paddock • Caught on camera

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February-March 2023 • Trial Magazine

Caught on camera • Paddock

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Trial Magazine • February-March 2023

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2023 Diary • What’s On

INTERNATIONAL DATES

WHAT’S ON Before making any diary entries or travel arrangements for 2023 please confirm the relevant dates with the FIM. Article: Trials Media

2022 FIM Trial World Champion Toni Bou (Repsol Honda-ESP)

FIM X-TRIAL INDOOR WORLD CHAMPIONSHIP ROUND ONE: 5th February – Barcelona, Spain.

ROUND TWO: 11th March – Weiner Neustadt, Austria.

ROUND THREE: 17th March – TBC. ROUND FOUR: 25th March – Pamplona, Spain.

ROUND FIVE: 7th April – Bordeaux, France.

ROUND SIX: 7th October – La Vella, Andorra.

ROUND SEVEN: 4th November – TBC. ROUND EIGHT: 17th November – Reunion Island, France.

ROUND THREE: 19th-21st May – Motegi, Japan.

ROUND FOUR: 21st-23rd July: Sestriere, Italy.

ROUND FIVE: 1st-3rd September: Vertolaye, France.

FIM TRIAL WORLD CHAMPIONSHIP

TRIAL3

ROUND ONE: 14th-16th April – Atreixo, Spain.

ROUND TWO: 21st-23rd April – Gouveia, Portugal.

ROUND THREE: 19th-21st May – Motegi, Japan.

ROUND FOUR: 09th-11th June: Baldasserrona, San Marino.

ROUND FIVE: 16th-18th June: Sant Julia de Loria, Andorra.

ROUND SIX: 21st-23rd July: Sestriere, Italy.

ROUND SEVEN: 1st-3rd September: Vertolaye, France.

TRIAL DES NATIONS

TRIAL2 WOMEN ROUND ONE: 16th-18th June: Sant Julia de Loria, Andorra.

ROUND TWO: 21st-23rd July: Sestriere, Italy.

ROUND THREE: 1st-3rd September: Vertolaye, France.

TRIAL GP AND TRIAL2 MEN

ROUND ONE: 14th-16th April – Atreixo, Spain.

ROUND TWO: 21st-23rd April – Gouveia, Portugal.

ROUND THREE: 09th-11th June: Baldasserrona, San Marino.

ROUND FOUR: 16th-18th June: Sant Julia de Loria, Andorra.

ROUND FIVE: 21st-23rd July: Sestriere, Italy.

ROUND SIX: 1st-3rd September: Vertolaye, France.

9th-10th September: Auron, France.

TRIAL GP WOMEN

TRIAL VINTAGE TROPHY gçÜå=iÉÉ=`ä~ëëáÅ=qêá~äj~Ö=MUOMKéÇÑ===N===MVLMULOMOM===OPWMR

ROUND ONE: 14th-16th April – Atreixo, Spain.

ROUND TWO: 21st-23rd April – Gouveia, Portugal.

IF YOU HAVE READ THIS THEN SO HAVE YOUR CUSTOMERS

8th-9th September: Auron, France.

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BY JACK LEE

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

Trial Magazine • February-March 2023 Trial Mag House Ad EPH 0720.indd 1

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What’s On • 2023 Diary

UK DATES

WHAT’S ON Before making any diary entries or travel arrangements for 2023 please confirm the relevant dates with the ACU..

Article: Trials Media

ACU WULFSPORT TRIAL GB BRITISH TRIALS CHAMPIONSHIP

ROUND ONE: 12th March - Hookwood Trials Centre, West Horsley.

ROUND TWO: 26th March – Lletty Farel Farm, Aberdulais.

ROUND THREE: 9th April – Fell Green, Bootle.

ROUND FOUR: 28th May – Inch Perfect Trials, Clitheroe, Lancashire.

FOUND FIVE: 25th June – Torridge MCC, Brousentor Farm.

ROUND SIX: 9th July – Yeadon Guisley MCC, Venue TBC. ROUND SEVEN: 20th August – Ripon MCC, Rock ‘N’ Hop. ROUND EIGHT: 24th September – Nene Valley MCC, Geddington.

ACU TRS UK SIDECAR BRITISH TRIALS CHAMPIONSHIP

ROUND ONE: 5th March – Normandy, Ray Thomas.

ROUND TWO: 23rd April – South Birmingham, DK Mansell.

ROUND THREE: 20th May – West of England.

ROUND FOUR: 21st May – BSSA, Tuck Cross.

ROUND FIVE: 25th June – Yeadon and Guisley, Mel Harrison.

ACU BELLE TRAILERS LADIES AND GIRLS BRITISH TRIALS CHAMPIONSHIP ROUND ONE: 18th March – Nene Valley MCC. ROUND TWO: 19th March – North Berks.

ROUND THREE: 1st July – Scunthorpe.

ROUND FOUR: 15th-16th July – Berkhamsted TBC. FOUND FIVE: 29th-30th July – Peverill MCC. ROUND SIX: 26th-27th August - Bedlington.

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2022 ACU Trial GB British Trials Champion (Toby Martyn-TRRS)

ACU BELLE TRAILERS YOUTH BRITISH TRIALS CHAMPIONSHIP

ROUND ONE: 4th-5th March – Non Stop Trials MCC. ROUND TWO: 8th April – Richmond MC. ROUND THREE: 21st May – Mansfield Maun.

ROUND FOUR: 23rd September – Earl Shilton.

FOUND FIVE: 14th-15th of October – Surrey Schoolboy Trials Club.

ACU S3 PARTS BRITISH TRIALS CHAMPIONSHIP

ROUND ONE: 12th February – South Shropshire, Vic Brittain.

ROUND TWO: 19th February – Stratford on Avon, Colmore Cup. ROUND THREE: 26th February – North Berks, Wallace Cup. ROUND FOUR: 2nd April – Ripon Mc, Jack Leslie Ellis.

FOUND FIVE: 10th April - Llangollen & District, Lomax Cup. ROUND SIX: 23rd April – Yeadon & Guisley, Chris Carter Trophy.

ROUND SEVEN: 14th May – Richmond MC, Gerald Simpson.

ROUND EIGHT: 18th June – Wetherby & District MC, Wainwright Cup. ROUND NINE: 17th September – Newcastle & District, Travers Trophy.

ROUND TEN: 22nd October – Hillsborough MC, Jack Wood.

ACU NATIONAL TRIALS

5th March – Middlesbrough, Cleveland Trial.

26th March – North Derbyshire, Bemrose Trophy.

30th April/6th of May – Scottish Six Days Trial.

2nd July – Manchester 17MCC, Dave Rowland.

15th-16th of July – Isle of Man, Manx Two Day. 28th-30th July – Richmond MC, Reeth Three Day. 10th September – Richmond MC, Mintex Youth Trial.

10th September – West Leeds MC, White Rose Trial.

7th/8th October – Lakes Two Day. 14th October – Richmond MC, Scott Trial.

11th November – Manchester 17MCC, Northern Experts.

February-March 2023 • Trial Magazine

Showtime • DL12 Indoor Trial

DL12 INDOOR TRIAL

SHEFFIELD SUPERSHOW

More commonly known as the ‘Steel City’ due to its industrial heritage, Sheffield braced itself for the introduction to the 2023 trials season with a spectacular show with a selection of the top trials riders in the world performing in front of a sell-out crowd of 4,000 motorcycle trials enthusiasts all seated under one roof. The nine-rider lineup would feature three FIM Trial World Champions from one season for the first time ever at an indoor event. Leading the way would be the undisputed King of the World, Toni Bou (Repsol HondaESP), a winner of 32 FIM World Championships, together with the winner in 2022 of the FIM Trial2 World Championship, Sondre Haga (GASGAS-NOR), and one of the hottest trials properties on the planet Great Britain’s very own Harry Hemingway (Beta), the winner of the FIM Trial3 World Championship. The indoor atmosphere that echoed around the Utilita Arena in Sheffield endorsed the interest in the staging of the first event for the promoters, DL12 — you might notice the DL in the title, referring to one of the most respected and successful trials riders in the world, Dougie Lampkin MBE. With tremendous experience in the trials world and a well-educated and knowledgeable team, they delivered what many would reflect on as the Sheffield Super Show; they just loved it.

Words and Photos: Trials Media 30

February-March 2023 • Trial Magazine

DL12 Indoor Trial • Showtime

DL12 INDOOR TRIAL

Located between London and Scotland, the Utilita Arena in Sheffield was the ideal choice for the event, allowing easy access for the 4,000 ticket holders.

Twelve-time FIM Trial World Champion Dougie Lampkin MBE and his team at DL12 released news of this first indoor trials venture in 2022 with the idea to bring the world’s top riders back to his native Yorkshire to do battle over new-style sections and races with his own spin on what would suit both the riders and the spectators.

As so many followers of the indoor FIM X-Trial World Championship will know, the format is often complicated and challenging to follow. Lampkin wanted an easy-to-follow format in 2023 with some spectacular sections to provide an action-packed evening’s entertainment for people of all ages — a proper family night out away from TV screens, bringing to life where the spectators could see and engage in the live atmosphere.

The all-new DL12 Trial would also include the biggest-ever section built inside an arena in Great Britain. Sponsored by Honda UK, it would take the riders from the arena floor to a spectacular conclusion at the ends-cards high in the stadium, amongst the crowd.

ACU Trial GB Champion Toby Martyn along with late-entrant Matteo Grattarola (Vertigo-ITA).

These TrialGP class riders would be challenged by Sondre Haga (GASGAS-NOR), Harry Hemingway (Beta-GBR) and Jack Peace (Sherco-GBR). With Busto, Martyn, Grattarola and Haga making their debuts on new machinery, the fight for the final looked on paper to be a pretty explosive affair.

DL12 ENTERTAINMENT

Fresh presenters and an easy-to-follow format were crucial factors to ensure a great evening.

Henry Jackson and Rob Warner would be on the microphones. For those who don’t know, Warner is a regular motorcycle trials rider, although he made his name in the mountain bike scene by becoming the first British rider to win a round of the UCI MTB World Cup in 1996 and taking three UK titles. Henry Jackson comes from the world of Red Bull Media, originating from the snowboard scene. His impressive CV includes the Winter Olympics, Red Bull X-Fighters, the World Bouldering

championships, the Red Bull Soapbox race and several years working alongside global cycle superstar Danny MacAskill on his Drop and Roll tour.

DL12 FORMAT

The nine riders would start the event with Jack Peace (Sherco-GBR) out first, followed by the rest, in reverse order: Harry Hemingway (Beta-GBR); Toby Martyn (Honda Montesa-GBR); Sondre Haga (GASGAS-NOR); Matteo Grattarola (Vertigo-ITA); Gabriel Marchelli (Repsol Honda-ESP); Adam Raga (TRRS-ESP); Jaime Busto (GASGAS-ESP) and Toni Bou (Repsol Honda-ESP).

The organising team knew that the process needed to be easy to follow, and the competition format was quite simple: Nine Riders, Six Sections and Two Races against the clock, with the best four riders progressing to the final. In this four-rider competition, the scores would all return to zero after the qualifying, and the six sections would be ridden in the reverse direction with two races to find the ultimate winner of the first DL12 Indoor Trial.

DL12 INDOOR RIDERS

With Toni Bou (Repsol Honda-ESP) as the headline act, he would have his long-time challenger Adam Raga (TRRS-ESP) as his main opposition — or could the new GASGAS signing Jaime Busto (ESP) raise his game to make it to the top step of the podium?

Gabriel Marchelli (Repsol Honda-ESP) had expressed his wishes in the closed season to make it higher up the order, but he would now have another four-stroke contender with the top British rider and

Trial Magazine • February-March 2023

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Showtime • DL12 Indoor Trial

DL12 INDOOR TRIAL

RAGA ROCKS SHEFFIELD

On a night of shocks, crashes, and a very high level of riding to find the eventual winner of the very first DL12 Indoor Trials Competition, it was the Spanish trials superstar Adam Raga (TRRS) who rocked the 4,000 excited onlookers at the Utilita Arena Sheffield to edge out the young talent of Jaime Busto (GASGAS-ESP) by a single mark in a tense final to a superb night of entertainment. Using the new format — unique to this non-championship event — nine riders started and went through the process of a qualifying section, six hazards and a dual line race before it was narrowed down to a four-rider final riding the hazards in the reverse direction.

Words and Photos: Trials Media

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February-March 2023 • Trial Magazine

DL12 Indoor Trial • Showtime

Jaime Busto (GASGAS-ESP): A move to the GASGAS brand for 2023 marks the start of a new era in the life of this fantastic talent. He looked good for his first ride in a competition amongst the best opposition. Can he raise his came this year in the FIM Trial World Championships to overtake Bou at the top? We will see.

As the guest presenters, Rob Warner (GBR) and Henry Jackson (GBR), introduced the nine riders on the Red Bull-supported stage, the appreciative audience put their hands together to give them all a very warm and welcoming reception from the packed house of supporters who had come along to witness the first staging of the DL12 Indoor trials competition.

QUALIFYING

It was interesting to note the high standard of preparation where the six section sponsors had all applied some extra attention to detail to keep the crowd entertained on the extreme hazards.

As the riders came out in reverse order to determine their start positions, it was down to Jack Peace (Sherco-GBR) to set the standard as the first man in action with a time of 13.21 seconds. Harry Hemingway (Beta-GBR) was next and just missed out at 13.40 before the explosion of a controlled attack from Toby Martyn (Honda Montesa-GBR), who set a new standard at 10.30, supported by a huge round of applause.

Sondre Haga (GASGAS-ESP) was next but miss-timed his attempt on the wood sleepers and got stuck for a massive time of 29.01. Gabriel Marchelli (Repsol Honda-ESP) looked good but could not match Martyn, recording 10.86.

Matteo Grattarola (Vertigo-ITA) was good at 10.82 but, along with Adam Raga (TRRS-ESP) at 11.39, was too slow for the top spot.

Jaime Busto (GASGAS-ESP) was next, like a bomb going off. Such was his determination to set the fastest time; he was more than happy when the clock recorded 09.95. Could Toni Bou (Repsol Honda-ESP) beat it? The answer was soon found out, and when his time of 10.34 was flashed up on the timing clock, we had two of the hottest young talents in trials, Busto and Marchelli, pushing him down to third position in the starting order.

Trial Magazine • February-March 2023 33

JACK DANCE (GASGAS-GBR) FIM Trial125 World Champion

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

DL12 Indoor Trial • Showtime

Gabriel Marchelli (Repsol Honda-ESP): Now looking very confident in the mighty Repsol Honda trials team, his professional level was definitely higher at Sheffield. Expect to see him pushing his ability even higher as he tries to make the move out of the shadow of Toni Bou.

COMPETITION TIME

Six fascinating sections started with number one, comprised of a selection of huge logs. Section two was the concrete tubes. Section three was more natural, using a selection of well-positioned rocks. Section four was massive — as in the riders were expected to ride over a selection of steel-manufactured wheel component obstacles.

Section five was the big black Michelin rubber tyres before the spectators witnessed section six, the Honda UK Montesa hazard, which started on the arena floor before its exit high in the stands.

Each nine-rider entry would compete in a single lap against the clock of all the hazards. The crowd had to wait for Gabriel Marchelli to master section one, which was eventually matched by fellow Repsol Honda rider Toni Bou as Jaime Busto stopped. Adam Raga looked calm and collected with a good solid single-mark attempt, along with Sondre Haga.

The huge concrete tubes in section two proved rideable after a clean passage from Bou as Busto replicated this and remained feet up. It was then onto the rocks at section three where Haga showed really good mental strength to take a clean ride along with Toby Martyn. Unfortunately, this section is where Toni Bou’s challenge for the win took a real dive — literally. He crashed off the rocks on the jump to the exit cards, which shook him up and, unknown at the time, damaged his ankle. Despite its intimidating height, section four gave the crowd some superb entertainment as four cleans were recorded, including a really gutsy ride from Bou, who was in obvious pain from his crash in the previous section.

Trial Magazine • February-March 2023 35

Showtime • DL12 Indoor Trial

Matteo Grattarola (Vertigo-ITA): As a late entrant for the DL12 he certainly looked on good form on the Vertigo, and at 35 years of age showed that he is still pushing for the podium.

Toby Martyn (Honda Montesa-GBR): A happy rider usually makes a good rider and this huge young talent from Great Britain looked just that on his first outing on the four-stroke Honda Montesa. He looked a little nervous on the night but he will soon be back in the groove, just you watch.

You would think that huge amounts of rubber afforded huge amounts of grip, but this was not the case in the Michelin section. Once again, only the Respol Honda riders Bou and Marchelli mastered it.

Section six, the Honda Montesa section, was the finale of the opening lap, and it was deemed by many as impossible, as Bou took another very heavy crash.

Still, they were about to be proved wrong by just two riders, Busto and Marchelli.

GRAND FINALE

It was all change in the grand finale as an injured Toni Bou limped onto the stage to say a big thank you to the crowd for their support, but he would have no choice but to withdraw from the event after taking the advice of the superb on-site medical team.

Sondre Haga (GASGAS-NOR): The 2022 FIM Trial2 World Champion looked very comfortable on his debut ride for GASGAS. Confidence is a key factor at this level and maybe he was lacking this a little on the night.

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Jack Peace (Sherco-GBR): Jack looked very confident and in truth he deserved a better result. The fine line between success and failure at the indoor events is always there, and he was so close to a much better result.

February-March 2023 • Trial Magazine

WINNERS

Picture Credit: Trials Media.

CHOOSE MICHELIN TYRES.

Adam Raga

Winner of the 2023 DL12 Indoor Trial To discover the MICHELIN Trial range visit: www.michelin.co.uk/motorbike

Showtime • DL12 Indoor Trial

Harry Hemingway (Beta-GBR): At 16 years of age, it was good to see this huge talent not being fazed on the world stage; take a note of the name!

With Toni vacating the event, it was a massive bonus for the home fans as it pushed Great Britain’s Toby Martyn into the final. The news was music to the crowd’s ears; such was the applause at seeing him in the final four.

The starting order would see Toby Martyn out first, followed by Adam Raga, Gabriel Marchelli and Jaime Busto. As Busto was the only rider to exit section one for a single-mark loss, plus one on time, would it be his breakthrough night at Sheffield on the GASGAS? He certainly looked confident.

Section two showed Raga at his very best with the only feet-up ride, although he did take his time, losing a single mark on time.

As Martyn stopped in section three, the others passed through, parting with no marks. The turning point proved to be the race up the Hondasponsored climb, which allowed Raga to open a five-mark gap ahead of Busto.

As no one passed through section four, the marks stood at Raga leading on 13 marks lost with Busto and Marchelli on 18 and Martyn on 25. It was still very close at the top, with two sections remaining in the fight for the podium. A stop on the Michelin tyres had Raga on the ropes as Busto mastered it for a single-mark loss pushing the scores to Raga on 18 and Busto on 19; it was really that close as Marchelli stopped on the rubber to push his score to 23.

WINNER

As Toby Martyn crashed off the Honda section, the final hazard, would it prove impossible? Adam Raga was next, and, using all the experience that had given him his last win in Sheffield in 2016, he showed no nerves to record a strong solid win, much to his and the crowd’s delight.

Marchelli was next to level the section, remaining feet up, which was matched by Busto, who claimed

DL12 Dougie Lampkin and Jake Miller: This was a great start to the trials season and they have already released the dates for the next DL12: Saturday 13th January 2024.

the runner-up position. With Marchelli and Busto already on the podium, it was 40-year-old Adam Raga who joined them and accepted the accolade of the crowd and showed he is still competing at his very best.

DL12 INDOOR TRIAL 2023

FINAL: 1: Adam Raga (TRRS-ESP) 18; 2: Jaime Busto (GASGAS-ESP) 19; 3: Gabriel Marchelli (Repsol Honda-ESP) 23; 4: Toby Martyn (Honda Montesa-GBR) 35.

QUALIFYING RESULTS: 1: Jaime Busto (GASGAS-ESP) 8; 2: Toni Bou (Repsol Honda-ESP) 11; 3: Gabriel Marchelli (Repsol Honda-ESP) 15; 4: Adam Raga (TRRS-ESP) 19; 5: Toby Martyn (Honda Montesa-GBR) 20; 6: Matteo Grattarola (VertigoITA) 22; 7: Sondre Haga (GASGAS-NOR) 22; 8: Jack Peace (Sherco-GBR) 26; 9: Harry Hemingway (Beta-GBR).

Toni Bou (Repsol Honda-ESP): This is the first time Toni has been forced out of an event due to injury. We found out after the event that, fortunately, nothing was broken but he had suffered ligament damage to his right ankle. He will be back in Sheffield 2024 though, get your seat booked.

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February-March 2023 • Trial Magazine

Meeting • Sondre Haga

SONDRE HAGA

READY FOR MORE 40

February-March 2023 • Trial Magazine

Sondre Haga • Meeting

This is a rider who has been on the Trial Magazine radar for many years, noted for his cool, calm approach to the sport.

However, sometimes dedication and results speak louder than words. Since arriving at FIM World Trials in 2015 with a one-off appearance in the 125 class on a Beta, it has been a slow-burning light in the quest for the ultimate goal of winning the hotly contested FIM Trial2 World Trials Championship title. In 2022 that light shone brightly on Norwegian rider Sondre Haga. There was no one more delighted than Trial Magazine when he finally reached the ultimate goal in what many consider a much harder title to win than the TrialGP. Very modest about life in general, the path to the 2022 crown has been a challenging one but never once has the focus changed in the eyes of Sondre. With success comes the opportunity to raise your game even further. After the successful 2022 season, a decision was made to move from the Beta team to GASGAS to defend the FIM Trial2 World Trials Championship title in 2023. The opportunity to talk trials with Sondre was most welcome as we learned more about the man himself.

Words: Trials Media with Sondre Haga Pictures: GASGAS, Trials Media, Fili FIM

2015: Feeling confident on the 125cc Beta in Sweden

2022 — what a year!

Sondre Haga: 2022 was so good. After the first few rounds, I knew that if I could remain consistent and be on the podium at every round, I could be in with a chance of the title at the end of the year. I so much wanted to win, and when I eventually achieved this in France, it came at exactly the right time. It sent out a message to my rivals of just how much I wanted to win, with just two pointsscoring days left in Italy. Ironically, the only time I was off the podium was on day one in Italy at the final round when I needed to be winning; maybe I put myself under too much pressure. On day two, I felt more relaxed and secured the 2022 FIM Trial2 World Trials Championship title at the close of day two; I was so happy.

2015: A first visit to the top of the podium in Sweden.

2015: Competing in the FIM 125 World Trials Championship was an eye-opener for the future.

Trial Magazine • February-March 2023 41

Meeting • Sondre Haga

2016: Spain — the Top Trial Team was an incredible and enjoyable experience, such wonderful people to work with.

It has been a long adventure.

Sondre: Yes, it has. It almost feels like a lifetime since I got my first cycle trials bike when I was six. I then progressed over the years, always focussed on becoming a motorcycle trials world champion. It has been a tough adventure, but if the future is as interesting as the past, then I am in for a really good career in my chosen sports discipline. It also makes me very proud as I am from Norway, where we are not the best trials riders, but to travel into Europe and take on

the best riders and win makes all the time away from home very worthwhile.

Why motorcycle trials?

Sondre: It all started when I was five years old when I was doing bike trials just for fun.

I kept asking my parents to start riding in trials, and eventually, when I was eight, I got my first machine. My cousin was a rider, and I wanted to be like him; trials was a great place to find friends and also my family

enjoyed coming with me to practice. I had the Beta 80cc until I moved up to a 125cc Gas Gas when I was ten. I remember my father and I were always training; even if it was snow or rain, whatever the weather, we were out in it.

Your whole family was now involved!

Sondre: For many years, we spent time together in the camper, which were fantastic times, and we all enjoyed them. It was more a family thing than just me riding as my sister also enjoyed it and joined in the fun; it was her introduction to motorcycle trials. It felt so natural that everyone should be a part of the journey on this sporting adventure. They have all supported me so much and still continue to do so, even though I spent so much time away from home. As a family, we are all very close; that support is always in place.

It keeps me focussed on where I want to be and what I want to achieve.

The first important win was in 2012.

Sondre: I will always remember 2012 as maybe the first important stepping stone at the start of my career but also the most important win.

This was when I knew that by working hard, I would achieve my goals, no matter what. I also knew from this point there was no going back; it was 100% what I wanted. If there is something I may regret in my two-wheeled career, it is not trying to win the FIM 125cc World Trials Championship. It is so important for any rider to start at the bottom and progress through the relevant classes. Therefore, I will stay in the FIM Trial2 Championship until I decide I am ready for Trial GP.

2016: Working the Beta in France.

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Was moving into Trial2 difficult in 2016?

Sondre: My move to the superb Top Trial Team in Italy was initially meant to be for the FIM 125cc class, but I felt like moving up after February-March 2023 • Trial Magazine

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Sondre Haga • Meeting

2017: Getting up to speed in the new qualifying system in Spain.

2018: Full concentration in Japan.

2017: Moving to a full factory team with TRRS was an incredible opportunity.

2019: On the attack in qualifying in Portugal.

winning the Swedish round. My thoughts were that by staying on the 125cc, I would miss out. As I have remarked, this is one thing I regret; staying on the 125cc would have been, in hindsight, so much better for the future.

The move to the Top Trial Team was an incredible and enjoyable experience, such wonderful people to work with. Riccardo, Daniella and, of course, Michele made me so welcome. Remember, I was a young boy from Norway, finding my way into the world. I was treated as one of the family, and we remain good friends.

In those early years, and with their support, I learned so much about life in my chosen sport and scored my first FIM points. Furthermore, the best Chef in the world is Daniella; ask anyone who has had the privilege to ride for the Top Trial Team!

A move from Beta to the TRRS was made in 2017.

Sondre: To move to a full factory team was an incredible opportunity. It was a new experience, and I could not miss the chance to learn from this. However, if I am honest, my results did not really warrant the support that I would receive. I really wanted to show the team at TRRS that I deserved this opportunity, and I worked hard, really hard, to demonstrate my commitment. The new TRRS was a superb machine and very easy to ride; the move to the team also educated me on what it was like to ride at this level and the workings of the factory team.

Spain is the hub of the manufacturing of trials motorcycles, and I learned so much in such a short space of time. This is where I was introduced to Adam Raga and started to speak with him about what I wanted to achieve, a conversation helped by the Norwegian TRRS importer, TandbergMC. Trial Magazine • February-March 2023

A move was made to live in Spain in 2018.

Sondre: It all started when I became the Norwegian Champion, and I wanted more. I wanted to learn more from the best riders, in my opinion, the Spanish guys, so I decided this was the way to go. Of course, it was hard to move out from home and leave my family and friends, but in my own mind, it was now or never. I am not sure if anyone with

2020: On the podium in Spain as Covid-19 wrecked the season.

45

Meeting • Sondre Haga

2020: Putting everything into the last round in Italy.

more experience exists than Adam Raga in the modern trials world, and he is happy to pass on his experiences from a long and successful riding career. He opened the door for me to be able to learn how he does his training, analyse his riding, and everything he does. And this is something I will be grateful for, for the rest of my life. I have learnt so much and still learning; Adam, a huge thank you.

Did you struggle with the change to no-stop riding?

Sondre: For me, the idea of nonstop works

2021: The first ride on the Beta in France.

great, but it doesn’t work for the riders, which is a problem. It is too difficult for the public to understand and appears to have halted the progress of the sport. But in the end, as a rider, there is nothing I can do to make changes. So I have tried not to focus on how bad it is and focused my thought process on finding the best way to train for it.

2019 was full of injuries.

Sondre: 2019 was my first full year with Adam, so I guess I pushed my level of riding a bit too much in a year, finding my limits [Sondre

laughs; he knows he had some huge crashes].

I broke my collarbone, which took me four to five weeks to recover. I then broke my hand, followed by a big crash with the impact on my face and head. This was, of course, hard; it’s never easy to come back from an injury, especially mentally, because you’re maybe scared of doing certain things. Fingers crossed for the future!

And then, Covid-19 arrived in 2020.

Sondre: Covid was hard. I was in Norway for four months, where I could go riding, which was good, but the downside was I trained by myself as I did not have a Minder. In the end, I was able to train together with fellow Norwegians around Norway. The pandemic was definitely challenging. It was difficult to keep training as hard as possible without events to compete in. It was something strange for me, but we got through it. I got my first podium in the Covid-19 year, which was a very happy bonus.

Did you start to believe you could win in 2021?

Sondre: I think 2021 was a really good year for me, even though I didn’t get on the podium, which was strange because I was riding well enough to achieve this. I was starting to find the feeling of being consistent during the year.

Missing the podium gave me more incentive to work even harder for the next year, and I think it worked out pretty well.

2021: Andorra — I was definitely starting to find the feeling of being consistent during the year.

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Did you feel the pressure in 2022 at any time?

Sondre: I wanted to win so much that it hurt at almost every section in a trial. Such is the level of competition amongst the riders, we all know how expensive a five-mark penalty is in Trial2, so the pressure is always on. Pablo Suarez started really well and had a great points February-March 2023 • Trial Magazine

Sondre Haga • Meeting

2022: At the opening FIM X-Trial in Nice.

2022: Barcelona — The FIM X-Trial needs so much commitment to succeed.

2022: Winning in France sent out a strong message to my rivals.

2022: Feeling very confident in Andorra.

Trial Magazine • February-March 2023

2022: The ultimate goal, the 2022 FIM Trial2 World Champion.

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Meeting • Sondre Haga advantage over me. The pressure to catch up with him was very intense. It is hard to explain, but I was in a good place mentally and physically and never looked back. Pressure is something you really need to find how to handle in your own way. For me, I think it’s everything combined, with pressure from the FIM X-Trial World Championship from earlier events and also winning trials in Norway. Believe it or not, the pressure made me more confident, and in the end, I took the FIM gold medal home; so far in my trials career, there has been no better feeling.

When did the approach for 2023 come from GASGAS? Sondre: I think it’s pretty normal after you have had a good season that other brands want to get involved with you, it’s part of the sport. After two really good years with Beta, winning my first FIM Trial World Championship title was a team effort from all involved, which is something I will never forget. Thank you to Beta for this and all the support that took us to the title. We all know the GASGAS is a good machine with a strong team behind it. When we started discussing the future with the red team, this was like a dream come true. We all agreed that it’s not going to be easy to win the Trial2 title again, but that it’s definitely the goal, along with riding in the FIM X-Trial and Spanish championships. We are all working hard to make our goals and dreams come together; I am happy to be a part of this team; no doubt about it, the future is looking to be an exciting one!

2022: Flying high in Andorra at the FIM X-Trial, my last world championship Beta outing.

SONDRE HAGA Full Name: DOB: Weight: Height: Shoe/Boot Size: Looks: Family:

2023 New colours and a new team, GASGAS.

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Sondre Gilje Haga 22.05.1999 84kg 192cm 44 Blond and tall In Norway, it means everything to me Pets: Two dogs Lives: Spain Likes: Good food and friends Dislikes: Cold weather Best Motorcycling The champagne shower Moment: after winning the world championship!

Worst Motorcycling When I wanted to retire at Moment: my first ever trial.

Most Embarrassing Moment in Life: Singing at school.

Favourite Riders: Adam Raga and Toni Bou Favourite Food: Meat and pizza Favourite Drink: Gin and Tonic, after winning the world title Favourite Country: Norway Dream Car: Red Ferrari, GAGGAS logos Magazines: Trial Magazine Newspaper: Norwegian ones Transport: Van life Motorcycle: GASGAS Music: Anything Norwegian Crash Helmet: Hebo Riding Kit: Hebo Riding Boots: Alpinestars Dream: Winning again with GASGAS

February-March 2023 • Trial Magazine

WELL DONE TEAM HEMINGWAY – 2022 FIM TRIAL3 WORLD CHAMPIONSHIP. Credit: Christian Valeri

Ladies • WTRIAL 2022

WTRIAL 2022

JUST FOR SUPER GIRLS It is always good to see new events come to life in the motorcycle trials calendar. In late October, female riders came together in Italy for the first of what many believe will become an event to look forward to in the future, titled the very first WTRIAL. The event, sponsored by the Veneto Region and the Municipalities of San Pietro Mussolino, Arzignano, Chiampo and Crespadoro, was included in the national calendar of the Italian Motorcycle Federation. The WTRIAL 2022 project was born a few years ago; it had suffered a slowdown due to the pandemic, but it is now a community of female riders from 22 countries around the world, as far afield as Brazil, Japan, United States of America and a huge part of Europe. The WTRIAL2022 in San Pietro Mussolino, Italy, took place from the 28th to the 30th of October in a celebration of motorcycle trials fully dedicated to the fairer sex and saw the best female riders in the world competing.

Words: Christian Valeri and Trials Media • Pictures: Christian Valeri, www.infotrial.it 50

February-March 2023 • Trial Magazine

WTRIAL 2022 • Ladies

Section inspection

T

he presentation of the event took place in Venice, where the US champion Madeleine Hoover, one of the top ten riders in the world, spoke for the WTRIAL2022 challenge, bringing her GASGAS to Venice and riding it on a gondola.

The motto supporting the event was made loud and clear: “I am a woman. What’s your superpower?” This motto for the event has a clear message: nothing can stop sport, and, above all, nothing can stop women! Four clear messages were given out, dedicated to WTRIAL.

Andrea Sofia Rabino (Beta-ITA)

Trial Magazine • February-March 2023

1 WTRIAL aims to support motorcycle trials through sports, cultural and recreational activities focused on the world of women on motorcycles.

2 WTRIAL generally focuses on female riders that love motorcycles and are eager to expand their knowledge.

3 WTRIAL is a repeatable and modular event. It has an autonomous format that can be placed in other motorcycle arenas.

4 WTRIAL pleads the fair play values in sport and promotes a peaceful, unifying ethic and open relationship between people.

THREE DAY FUN

The WTRIAL2022 project wants to continue beyond the San Pietro Mussolino race in Italy; in fact, the mission of the organising staff is to be able to replicate this event in other locations and cities around the world, enhancing the female figure within any sport.

After the gala evening presentation on the Friday evening, the start of the sporting event came to life on Saturday morning with a visit to the section and training areas where the machines were ridden in the hands of the female riders.

Emma Bristow (Sherco-GBR)

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Ladies • WTRIAL 2022

Berta Abellan (Scorpa-ESP)

Alessia Bacchetta (GASGAS-ITA)

Later in the day, in the early evening, a talk show/debate was held in the presence of five athletes from different sporting disciplines to discuss and talk about these highly involving and topical issues that sport is able to amplify and disseminate through the will and determination of all the athletes involved.

On Sunday, the trial itself would start where the riders would compete in six areas with good access for the public to follow their every move.

TRIALS TIME

Vivian Wachs (TRRS-GER)

Based on long experience of organising events in the high province of Vicenza in Italy, the Moto Club Trial Valchiampo were proud to present the team who could organise such a high-level event with the first WTRIAL. This would be a world first for motorcycle trials: the first event dedicated entirely to women. It was a very fitting moment when the event started; the top riders would compete over the red route,

and there would also be a blue route on this urban-themed event of two laps of five sections.

A good strong crowd had turned out to see what it was all about, and they generously applauded all the riders’ efforts.

In Italy, it was fitting that an Italian rider on an Italian machine, the Beta, should win, and this honour went to the 16-year-old Andrea Sofia Rabino.

On the nine sections, the eight-times FIM TrialGP Ladies World Champion Emma Bristow (Sherco-GBR) passed through them, parting with no marks, but a single stop denied her the win. This superb ambassador for females in trials was very supportive of all the riders. It was good to see her passing on her extensive knowledge and experience to so many younger riders keen to follow in her footsteps.

With Rabino taking the victory on three marks lost, Emma was second on five, with her rival from the world championship series Berta

Alice Minta (Scorpa-GBR) Madeleine Hoover (GASGAS-USA)

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February-March 2023 • Trial Magazine

OUR MASSIVE SPRING SALE IS NOW ON!

QUALITY SHEDS AND SUMMERHOUSES TO SUIT EVERY BUDGET

Ladies • WTRIAL 2022

Christy Williams (Montesa-CA)

Margaux Pena (Electric Motion-FRA)

Abellan (Scorpa-ESP) on six before a gap to fourth-placed Italian rider Alessia Bacchetta (GASGAS) on 11 and Naomi Monnier (GASGASFRA) on 12. This truly international event had riders from seven different nationalities in the top ten on the red route, with the youngest finisher, 15-year-old Martina Brandani (Sherco-ITA).

ELECTRIC WINNER

The Blue route was contested by just three riders, with the winner, French rider Margaux Pena on the podium with the Electric Motion endorsing the approach of the WTRIAL organisation for a cleaner environmental future for the sport. She was well in front of the Portuguese rider Rita Vieira (TRRS), who finished second, with the Canadian Christy Williams third on the Montesa.

All enthusiastically enjoyed the whole theme of the three-day event, and plans are well underway for events in 2023, starting in Guatemala in the spring, which is already confirmed. Due to the nature of these events, they could soon be landing in Brazil and Monte Carlo.

As we have seen, the female side of all motorsport is heading into a very positive future. We all know that one of the safest, most enjoyable ways to find your way into motorcycling is trials; if you are reading this and fancy joining the sport, then go and do it; you will not meet a nicer bunch of enthusiasts.

Thank you — the event ran like clockwork

2022 WTRIAL RESULTS

RED ROUTE 1: Andrea Sofia Rabino (Beta-ITA) 3; 2: Emma Bristow (ShercoGBR) 5; 3: Berta Abellan (Scorpa-ESP) 6; 4: Alessia Bacchetta (GASGAS-ITA) 11; 5: Naomi Monnier (GASGAS-FRA) 12; 6: Vivian Wachs (TRRS-GER) 12; 7: Alice Minta (Scorpa-GBR) 14; 8: Keity Meier (TRRS-EST) 15; 9: Madeleine Hoover (GASGAS-USA) 18; 10: Martina Gallieni (TRRS-ITA) 19; 11: Denisa Pechackova (Beta-CZR) 20; 12: Martina Brandani (Sherco-ITA) 21.

BLUE ROUTE 1: Margaux Pena (Electric Motion-FRA) 8; 2: Rita Vieira (TRRSPRT) 13; 3: Christy Williams (Montesa-CA) 14.

“We are Women. What’s your Superpower?”

54

February-March 2023 • Trial Magazine

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Quick Spin • Montesa 2023

MONTESA 301RR

A NEW SENSATION

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February-March 2023 • Trial Magazine

Montesa 2023 • Quick Spin

Having a play away from prying eyes before I was put under the eagle eyes of the Trial Magazine camera.

You might ask why the title ‘A New Sensation’ has been used for a machine that has been winning at the very cutting edge of the sport since 2007, with Toni Bou holding the Renthal handlebars of the four-stroke Repsol Honda. It is a case of rewinding the clock on two very good friends in the trials world, James Dabill and our own Trial Magazine test rider, Michael Brown.

James is slightly older, 36 years old, and Michael is 35. Still, they came through the process to the FIM World Trials Championship very much together and even though both have more or less retired, they remain excellent friends. As competitive as ever, they still compete in both the Scottish Six Days and Scott trials. Whilst Michael has ridden two-strokes for all his riding career, James rode the 300cc Montesa Cota 4RT for both the TRW and the then-official Montesa UK importers, the Sandiford family, during 2007 and 2008.

The last time Michael threw his legs over the Cota 4RT was in 2008, when out training with James. When we called him about the 2023 Montesa test, his first words were, “That will be a new sensation; I have only ever ridden two strokes…”

Words: Trial Magazine with Michael Brown • Pictures: Trials Media and Montesa Honda

2023: THREE MODELS

For 2023, the Montesa Honda Cota 4RT range consists of three models, the Montesa Cota 4RT 301RR Repsol Race Replica, Montesa Cota 4RT 301RR and the Montesa Cota 4RT 260R. They all use the tried-and-tested four-stroke, single-cylinder, water-cooled engine using the fuel-injected system, which comes with its own testament of build quality and reliability; this engine has evolved over the years to what we arrive at today.

Starting with the Repsol and 301RR models both use the 300cc four-stroke Honda engine and the 39mm Ø Showa telescopic front forks with pre-load, rebound and compression adjustment. The Pro-Link rear suspension system with a Showa shock offers spring pre-load and rebound adjustment to look after the rear. They are both identified with individual aesthetics, the Repsol in its orange and white and the 301RR with a new blue design adding an extra dimension to each model.

Trial Magazine • February-March 2023

The Montesa Cota 4RT 260R uses the 260cc four-stroke Honda engine. It incorporates higher quality components, including a front and rear Showa suspension package and enlarged aluminium exhaust from the 301RR sister model and Dunlop tyres. It is identified with its more traditional red-and-black Cota model aesthetics, which gives it individuality.

MIDDLE OF THE ROAD

Choosing the middle of the three, the Montesa Cota 4RT 301RR, Michael Brown took it for a ‘Quick Spin’ ride in this review. It was selected on its appearance, breaking visually away from the more traditional and well-known colourways of the Repsol and Cota 260 models. In our opinion, the light blue and white feel more lightweight and slimmer — maybe the eyes reflect this impression, but it has a bright light look.

It uses the same engine as the Repsol Race Replica, sharing the same engine capacity of 298cc.

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Quick Spin • Montesa 2023

Rock-hopping is easy.

The test model was brand new, delivered straight from the box, built up, a pre-delivery inspection carried out and then ridden just to ensure all was well.

FIRST IMPRESSIONS

Four-stroke music to the ears comes from the silencer.

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“It looks good. At first, my thoughts on the new aesthetics were a little on the fence. Toni Bou is associated with the Repsol model and the Cota 4RT 260R with the red of Montesa. The mix of blue and white makes it very individual, and the more I took in the brighter look, the more I liked it.

“The four-stroke engine stands out, and very much fills the frame and the surrounding areas. At the rear on the left, the air-filter box dominates and with the aluminium silencer on the right, it all looks very solid and well-built.

“On closer inspection of build quality and components, it all comes across with a strong message of something that will last a while; as we know, the reputation for reliability in all areas is second to none. As with most of the Europeanbuilt machines, remember that the engine originates from Honda in Japan; they share a majority of similar components such as wheels, brakes and control levers.

“Against the modern trend, the four-stroke engine uses a more conventional setup for the clutch with wet multiplate with coil springs as opposed to the two-stroke opposition who use the diaphragm arrangement, though they both share the hydraulic control. The use of the PGM-FI, or Electronic Fuel Injection as it is better known, was groundbreaking when first used on the Cota 4RT. Still, as more manufacturers are aware of the emissions control, it was first introduced by the now defunct Ossa, followed by Vertigo, and now with Scorpa and Sherco in 2023.”

February-March 2023 • Trial Magazine

Montesa 2023 • Quick Spin

When riding, the feeling of quality is always with you.

HERE TO STAY

“My thoughts on fuel injection are that it is here to stay, whether you like it or not, the electronic control of the fuel as opposed to the mechanical delivery by the carburettor, which is old hat; fuel injection is the future for both two and four-stroke engines.

“As expected, the suspension package is the highlight of the machine, as it comes with the tried-and-tested Showa package.

“On past experiences and reputation, some consider it the best available due to the high quality of precision finish in its components; I think you will all agree the front forks really do look the business.

“In my opinion, black wheels have always looked heavy, but with the contrast of the blue and white, it actually takes you away from giving them too much attention.

“This test machine came with Michelin tyres at the front and rear, and in my opinion, they are still the bestperforming rubber in all areas.

“All control levers, from the aluminium kick-start and gear change levers to the hand controls, are of excellent quality, as you would expect. The beautiful aluminium twin-spar frame looks strong and durable, and it is rumoured that since his move to the Repsol Honda Team in 2007, Toni Bou still retains the standard frame on his machine. The swinging arm and sump guard are also aluminium. In summary, I must say the whole package of the combination of Montesa– Honda gives a quality product appearance.”

Performance-wise the Showa rear shock absorber is at the very top of the list.

EASY STARTER

“My nickname, ‘Mighty Atom’, does have its setbacks, but any concerns over firing the four-stroke engine into life soon went away as the no-throttle, long, slow depression of the kick-start lever had the Cota 4RT engine running and ticking over with clock-like precision, such as the low mechanical noise emission.

“I had my good friend Jack Challoner in attendance, and he had already explained the linear throttle opening approach to get the best from the engine; snapping the throttle open quickly is not the four-stroke way. The precision from a Japanese engine was endorsed when I went for gear selection, every operation is so precise, and both the clutch actuation and gear selection were perfect.

“I had a play away from prying eyes just to become accustomed to the Montesa before I was put under the eagle eyes of the Trial Magazine camera.

Trial Magazine • February-March 2023

In full attack mode the Cota 4RT inspires confidence.

65

Quick Spin • Montesa 2023 “First gear is very low, and Jack encouraged me to use second gear more and employ the clutch when needed, and with the gradual throttle openings, I was soon very comfortable. The power is very strong but also smooth in a strange way; the power delivery soon encourages you to test your boundaries, which I was more than happy to do.

“By my admission, I do not carry a big frame, but with the suspension combination, I was soon happy jumping the machine into position for the passage up steps and over rocks.

“The Showa shock at the rear is maybe the best I have ever found; its action is in another league. Finding grip is easier once you learn to apply the linear technique, and I was soon attempting some pretty impressive hazards.”

HOW GOOD

Described as bullet proof, the Cota 4RT engine using a conventional clutch

“You have people who are adamant that the four-stroke is out of fashion in the face of the modern two-strokes, but I tend to disagree. The performance in all areas is second to none, but you do have to work on the riding technique to get the best from the Montesa. That said, it is also the case with the two strokes; you only get out what you put in. Riders have complained in the past of the four-stroke ‘Dip’ when you close the throttle, causing the front suspension to compress slightly, but Montesa addressed this problem years ago, and it is very much eradicated on the 2023 models.

“If you ride a modern fuel-injected two-stroke, you get this same impression; this is one of the major changes when riding a carburettor aspirated machine, so it is just a case of adjusting your riding to suit.”

“Plus Points: The build quality and reputation of the Cota 4RT range are second to none, and it has always carried a solid residual value. The suspension package is possibly the best available, and the exhaust note is pure music.”

“Minus Points: It has been around for a long time with little change, but it is still a winning machine. Mechanically it has had some major changes and upgrades over the last few years, but why change something so good?”

SPECIFICATIONS

2023 MONTESA COTA 4RT 301RR

ENGINE: Four-Stroke, Single Cylinder, SOHC – Single Overhead Cam, 4 Valve, Liquid Cooled; Compression Ratio: 10.4:1; Engine Displacement: 298cc; Bore and Stroke: 81.5mm x 57.2mm; Carburetion: Electronic Fuel Injection – PGM-FI; Throttle Bore: 28mm; Starting Mechanism: Kick Start Lever; Clutch: Wet Multiplate with Coil Springs; Clutch Operation: Hydraulic; Gearbox: Five Forward Gears; Transmission Type: Manuel; Final Drive: Roller Chain.

FRAME: Aluminium in Construction; Diamond Configuration; Twin Spar with Detachable Lower Front; Caster Angle: 24.5; Engine Protection: Aluminium Sump Protector.

SUSPENSION: Front: 39mm Ø SHOWA Telescopic Fork; 158mm Stroke with Pre-Load, Rebound and Compression. Rear: Honda Pro-Link System with a SHOWA Shock Absorber; 170mm Stroke with Spring Pre-Load and Rebound Adjustment.

WHEELS: Front: 2.75’ x 21’ Aluminium Rim; Rear: 400’ x 18’ Aluminium Rim; Tyres: Front: Michelin Tubed Type; Rear: Michelin Tubeless Type.

BRAKES: Front: 185mm Ø x 3mm Hydraulic Operation Disc with Four-Piston Calliper and Sintered Brake Pads; Rear: 150mm Ø x 3mm Hydraulic Operation Disc with Two Piston Calliper and Sintered Brake Pads.

WEIGHTS AND DIMENSIONS: Length: 2020mm; Width: 840mm; Height: 1,135mm; ground clearance, 310mm; Seat Height: 677mm; Trail: 63mm; Wheelbase: 1,320mm; Weight: 73kg; Fuel Capacity: 2.5 Litres.

Test Team: John Hulme, Michael Brown and Graham Foster-Vigours, the Honda UK Off Road Sales and Network Support Section Manager.

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Thank you to Apico for the riding kit, Parkwood Offroad Centre for the test venue and Craigs Motorcycles for the loan of the test machine. www.honda.co.uk • www.montesa.com

February-March 2023 • Trial Magazine

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Catch Up • Jack Dance

JACK DANCE

A LAND DOWN UNDER Off the back of winning the 2021 FIM Trial 125 World Championship, now known as Trial3, riding the factory-supported 125cc GASGAS, Great Britain’s hot hope for the future Jack Dance dived straight into the FIM Trial2 class in 2022. He will openly tell you that it is a highly competitive class, and a high level of riding is required. The change from the emotions of winning and standing on the podium back to fighting for championship points was a real season once again, with the support coming from the mighty presence of the GASGAS support truck and all its facilities.

He finished the year 12th overall with two good points-scoring rides: one in Spain, where he finished sixth on day two and another in Andorra, where he finished sixth on day one. Jack is very honest, and these two results were the highlights of the ten-round championship in what was very much a learning year.

The GASGAS Competition Team Manager, Albert Cabestany, knows what it takes to make it to the top and how challenging the journey can be. He knew that Jack needed his batteries recharging, so when GASGAS in Australia contacted him for a rider to travel across the water for some demonstration rides and to contest one of their championship rounds, he knew just who it would be. A phone call to Jack Dance had him boarding the big bird in October for the trip to the land down under to represent GASGAS. Words: Trials Media with Jack Dance Pictures: Grant Morris, GASGAS, Dance Media 68

Australia was all about showcasing the 2023 GAGSAS.

GASGAS Australia was very professional.

February-March 2023 • Trial Magazine

Jack Dance • Catch Up

Setting up the 2023 GASGAS.

How tough was your first year in Trial2?

Jack Dance: It was an unbelievable transition in all areas; on a scale of ten, it was right up there.

The whole job just moved up to another level; the standard of riding, the competitive nature of so many riders wanting to prove themselves to get into the top 15 and score the vital world championship points. I was very realistic with myself and focussed on getting into the top 15 with, on a good day, an eye on the top ten.

I had trained and prepared hard for the opening round in Spain, but you can never really prepare yourself for the heat; it is so intense.

On day one, I finished 18th, which, on reflection, when I looked at who had finished in front of me, I should have been quite happy with. However, I rode so much better on day two, and the sixth-place finish amongst some of the riders who were challenging for the title made me feel so much better.

Andorra was also rewarded with a good first day.

Jack: I felt very confident on day one, and the repeat of a sixth-place finish was a just reward for a hard day’s work. The second day was a lowscoring one, and I was disappointed at being so close again but so far from the top five, with three marks difference dropping me to 11th place; this shows the competitiveness of this class but also what I’m capable of achieving.

I’m constantly learning, which is a good thing, Trial Magazine • February-March 2023

and I always like to take the positives on board from each trial. I don’t know why but I just struggled on both days in Germany; I missed out on points on day one and finished 13th on day two. After that, I pushed on in Belgium and France with a 15th finish in Belgium and 12th in Cahors before the final two rounds in Italy, rounding my year off with 11th on day one and a non-points-scoring last day.

futuristic design and high standard of build quality make it a pleasure to ride. The engine is very much the same as it was, just refined, and the newly developed Tech rear suspension is very responsive, creating more stable riding as well as being very explosive for the big steps.

In addition, the lowered steering head angle and new footrest design create a more stable position when riding, which I really like.

GASGAS have been good to you?

Jack: That is a huge understatement; they have been so supportive in all areas, especially Albert Cabestany. He is always willing to help; even when I have not felt like I’ve ridden at my best, his wise words of experience have been invaluable. He was very supportive when I changed Minders mid-season, and the whole team have always given me 100% support; they work so hard to provide me with every opportunity to succeed.

The ACU British Championship has equally been a great learning year; trying to break past the established riders leaves no room for error, and I know I have plenty of work to do in the closed season to close the gap.

So how did the trip to Australia come about?

Jack: I received a message from Albert Cabestany asking me what my diary was like between the end of September and October; he then asked if I would like to go to Australia!

Their idea was for me to compete in the Australian Championship, which GASGAS

How good is the new GASGAS? Jack: One word: awesome. It sums up the result of the hard work put in by the Research and Development Team. The team listened to the riders’ feedback to arrive at the 2023 models.

With the machine being 80% new, its

Part One, seven hours.

69

Catch Up • Jack Dance

C

M

Y

CM

In the heat of the competition.

sponsored, together with showcasing the new 2023 Racing model. This time away, however, meant that I would be missing the last round of the BTC. John Shirt gave me the okay and said, “go for it, as it’s a trip of a lifetime”. I was put in contact with Grant Morris from GASGAS Australia, and we chatted about what expectations were to be achieved on the visit.

Albert, Grant and I then had a video call to arrange and finalise everything.

Jack even met some of the wildlife!

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Team Jack Dance with Grant Morris.

Did you travel alone?

Jack: On the Sunday lunchtime, I was dropped off at Gatwick airport. I was travelling to Australia alone, and it was a busy flight, but I was fortunate enough to get a window seat, so that was a big positive, and I was ready for the first seven-hour leg to Dubai. I didn’t mind the flight or the fact I was travelling alone; I had plenty of time to catch up on movies. Once landing in Dubai around midnight, I walked

about three miles to the other end of the airport to get to the next gate and stretch my legs! I had a couple of hours waiting and plenty of time to take it all in and absorb my surroundings.

The next part of the journey to Australia was ten hours, so time to get my head down.

I landed in the evening, and there was an amazing sunset, which was a great start to my Australian visit.

Once I had collected my bags and navigated

Many riders will remember Grant Morris from his time in the UK at Sandiford’s and Apico, up until 2011.

February-March 2023 • Trial Magazine

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Jack Dance • Catch Up

Sharing the podium with French rider Gael Chatagno.

In all its glory in Australia for the first time: the 2023 GASGAS.

my way through customs, I was welcomed by Grant Morris and his daughter Martha. With Grant wearing a bright red GASGAS shirt and Martha holding an Aussie champ’s poster, it was the perfect welcome and a slight relief that I was where I should be!

How many days were you riding?

Jack: After settling into my new home for the next couple of days, I was very keen to set up the brand-new GASGAS TXT Racing 300. Grant and I headed off to the Austin family’s home, which had an awesome trials area and was where Gael Chatagno was staying. I was also introduced to the Walling family and Neil Price from the Moto Dynamics team, and we all went training together.

One week before, there had been an interstate championship at this venue, so it was good to go and try out some of the sections to see what the level was like. I found myself on the lookout for snakes and spiders in the sections – however, I was the only one doing this!

On the Friday, it was setting-up day and section inspection at the Australian Championship. Day one was very good, going clean all day. Grant was riding as well as minding for me. He did a top job of it, and he also won his own class.

Day two started a bit shaky with a slack five; however, I pulled it back on the second lap and came away with the win. Gael was very gracious and is a true sportsman; it was great to be out in Australia with him. It was a superb end to an awesome trip, and the presentation brought everyone together to celebrate the event.

We take it that you enjoyed the trip!

Jack: Beyond grateful. The whole experience was just on another level; everyone was so accommodating and looked after me so well.

It was quite strange to leave the UK in October and be hit straight away with the warmth of the Australian sunshine.

Trial Magazine • February-March 2023

Everywhere we went we got a warm welcome.

Showing off the new GASGAS.

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Catch Up • Jack Dance

It’s showcase time.

Grant and his family were the perfect hosts; riding the new GASGAS, being introduced to new friends, and visiting the beach was also on the to-do list, along with a BBQ. The Q&A evening with the Moto Dynamics team was fun and busy; meeting everyone and going live with the podcast showcasing the 2023 GASGAS Racing model was an awesome experience. I was lucky to meet some great up-and-coming riders, such as the Walling brothers, who I’m sure will be making the trip over to Europe. I cannot thank the Australian trials community enough for welcoming me with such enthusiasm. Especially Grant and his family for being very accommodating and making it a great trip. It was a real treat, and I feel fortunate to have experienced it.

What are your 2023 plans?

Jack: In 2023, I will be continuing in the competitive Trial2 class for the FIM World Championship. I will also compete in the ACU British Championship. Unfortunately, I missed the Scott Trial this year, but I am looking forward to my first Scottish Six Days Trial. I am also looking at other championships that may fit into my year.

I even had some fans!

74

Question time with Grant.

What about 2023 and beyond?

Jack: 2023 will be a big year for me as I will be pushing and fighting for some great results to secure my future in trials as a professional rider. To do this, I will be training and gaining as much experience as I can in order to improve and be where I would like to be.

I want to say a big thank you to John R Shirt and Albert Cabestany for believing in me from a very young age. The limitless advice and support they have provided me has been out of

this world, and I am very grateful. I would also like to thank every one of my personal sponsors who have helped make this year happen. It goes without saying that none of this could happen without the awesome support of my family, for which I am eternally grateful.

I would like to dedicate my 2022 trials year to my dear Grandad, Ron, who sadly passed away before the end of the FIM World Championship season. He loved to hear all about our Trials and travels, and we all miss him dearly. RIP Grandad.

Australia, thank you.

February-March 2023 • Trial Magazine

Retro 1993 • Yamaha TY250Z

YAMAHA TY250Z

TECHNOLOGY As a machine that changed the face of the trials world forever, the ground-breaking Yamaha TY Mono-Shock trials model, would always be a hard act to follow. Introduced to the trials world in May 1983, it made every twin-shock trials model redundant overnight when it became available to the general public later the same year. It would always be a hard act to follow, but some ten years later, Yamaha was at it again.

Words: Trial Magazine Yamaha • Pictures: Yamaha, Eric Kitchen, John Dickinson, Barry Robinson

1992: The first official pictures of the Yamaha TY250Z.

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February-March 2023 • Trial Magazine

Yamaha TY250Z • Retro 1993

The Yamaha TY 250 Mono-Shock.

A

s the TY Mono-Shock model reached its tenth year of production in 1992, Yamaha in Japan had already set the wheels in motion on a new model, starting work in late 1991 to ready a new model for production. Water-cooled was a new way forward for engine and performance developments in the trials world.

European manufacturers were already in the game with their variants of how the single-cylinder two-stroke engine should be cooled.

The Yamaha was first shown to the general public at the September 1991 Trial Des Nations, ridden by the Japanese champion Atsushi Itoh. After extensive testing in Japan, the new pre-production prototype Yamaha TY250Z broke the surface in Europe at the 1992 Scottish Six Days Trial in the hands of the company’s development technician and trials rider Haruo Kimura. He claimed Yamaha had been working on this new model for some eight years and that the engine had come to life in the last five. It was an all-new design in both the engine and frame areas.

A production model was shown at the end-of-year show in Cologne, Germany before the machines arrived in the UK in early 1993 with a huge price tag of £4,199.

As with the Yamaha TY Mono-Shock, the new TY250Z was not directly aimed at the top-level rider; the TY MonoShock only ever won one FIM World Trials Championship round, in 1988 in France with a French rider on board, Thierry Girard.

The new design directive was quite simple. As top-level machines always had a reputation for being difficult to ride for intermediate and club-level riders, the team at Yamaha would develop a machine that would perform with a high level of performance but would also be easy to ride for this intermediate and club-level group. The design would include such elements as excellent handling and stability, top-level suspension and wheels, enhanced engine performance and low overall weight. In addition, attention to detailed areas such as crash durability was paramount.

Trial Magazine • February-March 2023

This is a 1992 press picture supplied at the end of year show in Cologne, Germany.

A brochure picture of the 1993 production model in the UK.

77

Retro 1993 • Yamaha TY250Z In the new engine, low vibration was needed, as was good clutch action, new gearbox ratios and easy maintenance. It would also be the first Yamaha off-road machine with an aluminium Deltabox frame. Along with the new watercooled TY250Z engine, the Yamaha trials model would bring a new level of performance to the competitive world of motorcycle trials.

TECHNICAL HIGHLIGHTS

The all-new, water-cooled, 249cc piston reed valve engine had a ceramic-composite plated cylinder barrel specially designed for smooth power output and precise throttle response.

The Deltabox aluminium frame had special internal reinforcing ribs; it was lightweight and very strong. Sturdy 41mm Ø cartridge front forks were fitted to resist flexing. A heavy-duty aluminium bash plate with a smooth underside to protect the engine and to pass easily without snagging over obstacles was fitted.

Fully floating front and rear disc brakes with Brembo callipers provided strong precision braking at all times, in all conditions. Legendary Yamaha mono-cross rear suspension with an all-new linkage connected to a fully adjustable shock absorber offering 180mm of rear wheel travel looked after the rear suspension.

The extremely compact design, with mass centralisation and ease of rider mobility, was an added bonus. The Deltabox swinging arm was both light in weight and very rigid.

ENGINE

This piston reed valve 249cc engine featured a variety of technology to suit its demanding application. To give the TY250Z better capabilities on a wide and demanding range of trials terrain, a short-stroke 74mm x 58mm design was applied. The use of a very straight intake tract would further enhance engine performance. Another goal was the reduction

Wherever you look you will find technical innovation.

by 5.7kg of the engine despite the introduction of the liquid cooling system. This was achieved by the improved detail in the engine components.

The new crankshaft used smaller, lighter

flywheels to compensate for the loss of the flywheel mass; the magneto flywheel was now larger in diameter at its outer circumference.

Vibrations were kept very low by precision crankshaft balancing and the use of a

This is the team picture from the official presentation in 1993 at the Middlewood Hall near Sheffield. Left to Right: David Page, Phil Disney, Paul Rose, Philip Alderson, David Rolls, Peter Stewart, James Stewart, Adam Norris and the Hamilton Yamaha Trials team Manager Roger Harvey.

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February-March 2023 • Trial Magazine

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Retro 1993 • Yamaha TY250Z

The 1993 brochure.

lightweight piston and locating pin, resulting in a very smooth-running engine.

As the new liquid cooling system kept the engine noise low, the use of a special long-skirt piston further enhanced this.

A battery-less, thermostat-controlled cooling

fan would take over to obtain stable engine temperatures even when there was minimal natural airflow through the aluminium radiator. The ignition was controlled by a reliable sealed CDI unit with a special ignition coil which delivered a longer ‘spark’, giving

excellent low-engine revolution performance.

For accuracy in fuel delivery, the carburettor needle jet was spring-loaded to prevent movement when the throttle was opened and closed. For a smoother power delivery, large dampers in the clutch hub reduced juddering

Many people thought that the new 1994 colours made the Yamaha TY250Z appear heavy.

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February-March 2023 • Trial Magazine

Yamaha TY250Z • Retro 1993

1994 would see an undated machine with a new aesthetic design applied.

In the flesh: the 1994 model.

during high engine revving when the power was applied.

Forged aluminium kick-starter and gear levers were made for precision operations when either starting the engine or changing gears.

FRAME

Used for the first time in a Yamaha off-road machine was the aluminium Deltabox frame concept. The technology applied on the T250Z is interesting in two respects: first, its main beams were made of one-piece extrusions instead of pressing two welded sections together. Secondly, reinforcement ribs in the interior of the main beams gave the frame both high rigidity and excellent crush resistance in the event of a fall. This resulted in a frame which was not only very lightweight and compact but one which was also very strong and rigid.

Special low-friction taper roller bearings were used in the lower head race of the steering head for smooth action.

A detachable rear sub-frame manufactured in aluminium was another nice feature giving easy access to service the air cleaner. With the sub-frame removed, access to the rear shock and suspension linkage was also made easier for adjustments and maintenance.

Using a three-litre fuel tank set between the frame rails, the central mass was kept as low as possible while allowing good ground clearance with a low seat height. At the front, detachable front down tubes gave easy access to the engine whilst also acting as radiator protectors.

Dan Thorpe had so much success on the Yamaha TY250Z.

The machine gained a huge reputation at events such as the Scottish Six Days Trial for its build quality and reliability.

SUSPENSION

At the front, air-adjustable cartridge-type forks were used and offered a long travel and smooth action. The fork tubes were 41mm in diameter to resist flexing but thinned down to 37 mm at the top to reduce weight.

Low-friction oil seals gave the forks a smooth, progressive action, and both sides offered adjustable compression damping. Rigidity was further enhanced by an aluminium fork brace which also supported the front mudguard.

The aluminium Deltabox swinging arm dominates the rear suspension, which features Trial Magazine • February-March 2023

By 1995 the Hamilton Yamaha Team had expanded.

81

Retro 1993 • Yamaha TY250Z

A super rider, Robert Crawford was very successful on the Yamaha TY250Z winning the Scott Trial and was classed as the last official rider to score world championship points on the machine, in 1995.

Robert Crawford on his way to third overall at the 1995 Scottish Six Days Trial.

an all-new linkage. This operated a Bilstein-type shock absorber with a large 46mm diameter damping rod. The rear shock absorber was fully adjustable for spring preload and compression rebound damping, giving 180mm of full rear wheel travel. The linkage components were manufactured aluminium forgings and offered exceptional strength.

A large nylon protector was mounted on the swinging arm to protect it from the chain, and low-friction bearings ensured a smooth swinging arm action.

BRAKES AND WHEELS

Disc brakes were used at the front and rear, and the lightweight floating drilled discs were operated by a lightweight Brembo calliper. The rear brake calliper was mounted directly behind the swinging arm for protection against damage, a strong nylon protective cover shielded the bottom of the disc, and a lightweight cover shielded the top of the disc.

For a strong, precise front brake, a braided steel hose was used, together with a lightweight aluminium calliper bracket.

The rear wheel was especially interesting as the rim featured a vertical flange running around the rim’s centre to which the straight pull spokes were attached.

Spoke replacement is made easier as it can be carried out without removing the tyre. In addition, this design offers two significant advantages: it permits using a tubeless tyre, reducing weight and making it easier to fix flat tyres.

AESTHETICS

With a radiant colour scheme which embraces the abundance of aluminium, the new TY250Z certainly caught the eye. The fuel tank, virtually invisible between the mainframe beams and the thin seat, set new standards in minimalisation.

82

The brochure shot for the last production machine in 1996.

SPECIFICATIONS

1993 YAMAHA TY250. RRP: £4,199 ENGINE: Two-stroke Water Cooled Single Cylinder with Piston Reed Valve and Forward inclined Cylinder; 249.00cc – Bore and Stroke: 74.0mm x 58.00mm; Compression Ratio: 8.5: 1; Carburettor: TEIKEI Y26P; Ignition: CDI; Gears: Six Forward; Clutch: Wet Multi-Plate; Lubrication: Pre-Mix. FRAME: Aluminium Deltabox Twin-Spar Type, Detachable Front Spars; Swinging Arm: Aluminium Deltabox; Rear-Sub Frame: Aluminium Detachable; Suspension Front: Telescopic Forks 180mm Travel; Rear: Mono-Cross 180mm Travel; Brakes: Floating Disc Type Front: 180mm Ø Disc; Rear: 161mm Ø Disc; Wheels Front: 2.75 x 21”; Rear: 400 x 18”.

DIMENSIONS: Overall Length: 2,045mm; Overall Width: 830mm; Overall Height: 1,085mm; Wheelbase: 1,340mm; Ground Clearance: 345mm; Seat Height: 725mm; Fuel Tank Capacity: 3.00 Litres; Dry Weight: 79.0kg.

February-March 2023 • Trial Magazine

Thank You • TMX

1977: The start-up team.

in print. It brought me into contact with the likes of Barry Robinson, Eric Kitchen, Mike Rapley and John Dickinson, relationships which have endured the test of time. TMX, as it would become affectionately known, came into newsagents on Friday, but for whatever reason, it was only available 20 minutes from my home in Whaley Bridge, in Macclesfield. So with no car, I went after work on my Ossa, rain or shine, to get the trials news.

TMX – BYE FOR NOW

45 YEARS OF EXCELLENCE

Who was as excited as me when the news came out that our sport would get a weekly off-road paper in 1977? Motorcycle News and Motor Cycle were good reads, covering all aspects of motorcycling, but to have a dedicated weekly paper was now more than just a dream; Trials and Motocross News was the new read. I still have the pre-publication copy and the first edition in my vast archive of off-road literature. It catered for every aspect of motorcycle trials, and soon I was more than fortunate to have my picture 84

Working as a contract welder found me at the Heysham power station, near Morecambe, in 1983. I was fortunate enough to be able to go and visit TMX when it was at the height of its fame and witness first-hand how it all came together. I would later become good friends with Anthony Sutton when he became the editor; he was very encouraging when I spoke to him about my publication, Trial Magazine. He was the one who called me when it became clear TMX would not be continuing in late 2022. So the final headline, in my opinion, was very appropriate; ‘45 YEARS OF EXCELLENCE’ 1977–2022. Who knows what the future holds, but I have it on pretty good authority that it is only a case of ‘Bye for Now’….

Words: John Hulme and Anthony Sutton Pictures: TMX, Trials Media, Toon Van De Vliet

February-March 2023 • Trial Magazine

TMX • Thank You

A

p1978: Bill Lawless and Mannix Devlin on the right take notes with Martin Lampkin. t 1978: All spectrums of off-road motorcycling were covered.

nthony Sutton takes us on a brief journey of TMX: They say that good things can’t last forever, and that is undoubtedly true of Trials and Motocross News. Last October, the weekly off-road newspaper, which had been serving the nation’s trials, motocross and enduro enthusiasts for more than 45 years, unceremoniously had the plug pulled on it by the publisher – National World. Whether you loved it or loathed it — and it had fans and haters in equal measures, it seems — you can’t deny that TMX played a huge part in promoting the sport, its athletes and the surrounding industry like no other.

However, you have to wonder how things might have been different had it never come along all those years ago.

BRAINCHILD

The brainchild of David Dewhurst, a staff photographer for the Morecambe Visitor during the week and a keen off-road racer on the weekends, sold the idea of a weekly off-road newspaper — akin to Motor

Cycle News but downright dirtier and a damn sight more interesting — to Bob Clough, the Managing Director of the then buoyant seaside town’s local rag whose son Mike was also a member of the Lancaster AMCA Motocross Club.

After months of casual conversations, a stack of boardroom meetings and some hasty market research, the green light was finally given, and founding editor Bill Lawless was brought into the fold.

Some months later, a pre-production issue of Trials & Motocross News was circulated to potential readers, clubs and dealers. Issue One was finally launched to the masses on Friday, May 20th 1977, with a cover price of just 15 pence! It’s a mystery why May 20th was chosen as it would have made much more sense to launch a couple of weeks earlier to coincide with the Scottish Six Days Trial, which had been won for the second year on the bounce by Martin Lampkin with a fantastic ride on his Bultaco; it was headline news. Still, motorcycle trials fans had plenty to read about with Rob Edwards’ ‘Observed Section’ trials column, a report

t 1980: TMX was the paper to have at Christmas, full of features.

p1982: Staff members Mike Rapley and Mannix Devlin in sidecar action.

Trial Magazine • February-March 2023

85

Thank You • TMX t TMX editor Bill Lawless wrote and published this superb book, Rolling Thunder. q 1984: A TMX test involved everyone.

on the Cleveland Trial, complete with Eric Kitchen’s pictures, of course, and a workshop feature on how to service the front wheel hub.

It was an instant hit with the audience, who lapped it up, although not everyone was so impressed. Apparently, the geniuses at MCN said it wouldn’t last until Christmas; they were only 45 years out!

FEET-UP FANATICS

Those four-and-a-half decades saw TMX and its long line of feet-up fanatics, including Mike Greenough, Mike Rapley and the long-serving John Dickinson, who, over the years, has probably written more words for TMX than absolutely anyone else. Even the evergreen Barry Robinson kept trials fans up to speed on happenings around the world but also, more importantly, at a local level. No other p 1982: The Scottish Six Days Trial preview was much sought after. q On the left is John Dickinson, taking notes at the SSDT.

newspaper in the world so successfully mixed the exploits of the sport’s leading athletes in world championship competition with comprehensive results of Wednesday-night Dead Easy Trials.

Mike Williams’ one-off Twinshock B win was reported on with equal gusto to the recordbreaking victories of Toni Bou; it was the TMX way. That said, the exploits of the feet-up and famous provided the more memorable TMX moments. However, Greenough’s Kickstart getoff from atop a pyramid of logs in front of the TV cameras on his Majesty Yamaha will always be our favourite cover shot, yet another image courtesy of Eric EK Kitchen; but what would you consider to be your favourite? Can you even narrow it down to ten favourite moments?

Ten favourite riders? Ten favourite bikes? Ten favourite events?

The truth is in those 45 years of excellence, TMX covered everything — the good and the bad — with only Covid interrupting the publishing flow for a few months in 2020.

Before then, not even 2001’s bout of Foot and Mouth could stop TMX from coming out every Friday, even though there was very little to write about then as all off-road sport in the UK was halted for several months. At least overseas action continued back then, whereas everything stopped everywhere during the global pandemic. What a fun time that was!

TMX YEARS

Going back to the TMX years, so much changed between 1977 and 2022. We went from aircooled twin-shocks and drum brakes through to water-cooled monoshocks with disc brakes, Dunlop trials wellies to Alpinestars Tech Ts, cloth caps to carbon-fibre helmets, Hammonds Sauce to Monster Energy, and don’t get us started on riding techniques and rule book revisions!

86

February-March 2023 • Trial Magazine

www.bvm-moto.co.uk 01453 297177 Unit 20D | Merretts Mills Ind Est | Woodchester | Stroud | Glos | GL5 5EX

Thank You • TMX

p1985: Peter Howdle on the left with Eric Kitchen. t In December 1996 Bill Lawless finished as the editor of TMX

At the upper echelon, things are so different but have club trials changed all that much?

Perhaps not. Regardless, TMX embraced it all and rolled with the changes, although the paper’s columnists always had plenty to say over the years, especially about the ACU — but that’s another topic for another time.

The reason Edwards, Greenough, Rappers and Dicko were so opinionated is the fact that each and every one of them, along with all of TMX’s contributors, for that matter, are dyed-in-thewool enthusiasts. Real trials people who really love trials. It was that passion, enthusiasm and knowledge that helped keep TMX so readable.

Sure, it would have been nice to include even more opinions from more experts. Still, there are only so many hours in a day and as much as the TMX team enjoyed burning the midnight oil, even the most enthusiastic of enthusiasts have to say enough is enough at some point and

just put the product to bed. That’s something TMX’s long-serving Production Editor Mannix Devlin always struggled with, as he would just keep on going 24/7, obsessing over the most insignificant of details. He joined the paper in the summer of 1977 and retired in May 2019, having put the very best years of his life into TMX. What Mannix achieved was a real labour of love and impossible for most to comprehend.

He always had the full support and respect of everyone who was lucky enough to work with him and took on the role of father to the entire team.

It was a very sad day when he stepped away from the office. Still, he was long overdue for some R&R. As long and successful as Mannix’s shift at TMX was, it pales in comparison compared to the exploits of Dougie Lampkin and Toni Bou, who, between them, have held

the FIM Trial World Championship title for more than half of TMX’s existence; 23 times in 45 years! Chuck in Jordi Tarres’ seven world titles, and that equates to two-thirds of TMX’s entire existence, which is quite simply incredible.

I wonder how many covers they’ve bagged between them. The first rider to lift the FIM world title and reap the rewards of a TMX front cover was Finland’s Yrjo Vesterinen, who took the title for the second time in 1977. “Trials and Motocross News was the publication that everybody wanted to see and read every week,” said Vesty in an interview for the 2,000th edition of TMX. “It was like the bible because it reported everything around trials and motocross and enduro, not just on a national basis but on an international basis too. Until the paper came out, you wouldn’t know who’d won what.”

p It was time for Anthony Sutton to take the top spot of editor. u 1997: Dougie Lampkin, FIM World Trials Champion.

88

February-March 2023 • Trial Magazine

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Thank You • TMX

t 2000 welcomed in Steve Colley as the winner of the SSDT. p2008: John Hulme on the left with John Dickinson.

2009: Barry Robinson, left, with John R Shirt.

BYE FOR NOW

C

Throughout the years, the internet changed all that, of course, but TMX still strove to deliver the news on a weekly basis in its inimitable style right up until Issue 2323, which came out on October 27th, 2022 — the ‘last-ever’ one. But is it really the end of the line for the iconic publication? While it’s certainly true that the previous owners National World have washed their hands of the newspaper and the staff who produced it every week, the word on the street is that the remnants have been secured by a new-to-off-road publisher and that TMX and its mighty archive might just be rescued from the scrap heap. Only time will tell on that one, but don’t be too surprised to see Trial Magazine sharing space on newsagents’ shelves in the near future with something carrying those three oh-so-familiar letters.

M

Y

CM

MY

CY

CMY

K

p 2022: Bye for now, Anthony Sutton. u ‘45 YEARS OF EXCELLENCE’ 1977–2022.

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February-March 2023 • Trial Magazine

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Racing • Tom Minta

FULL TOM MINTA

During my time as the editor of Trial Magazine, I have seen some outstanding trials riders go racing in the world of enduro and its associated disciplines around the world. Great Britain’s David Knight, Graham Jarvis and Poland’s Taddy Blazusiak were some of the early pioneers who moved from the slow pace of trials with a need for speed in enduro. Jonny Walker was another rider who led the way with success. I had also watched Jonathan Richardson take a Scott Trial win before he made a move, and then we had ‘Billy the Kid’ alias Billy Bolt take the sport by storm. Talking of the Scott Trial, the 2021 and 2022 winner Jack Price has managed to mix both worlds of trials and enduro, and it was at this event at the back-end of last year that I noted another good young rider starting to make a name for himself in enduro, Tom Minta. A very talented trials rider, the move to enduro started at the 2022 Scottish Six Days Trial. In a very short time, we have seen Tom on ‘Full Gas’ as we move across to his enduro world.

Words: Yoomee with Tom Minta • Pictures: Trials Media, Tristan Young from Vision Media, GASGAS 92

February-March 2023 • Trial Magazine

Tom Minta • Racing

GAS Winner, Winner, Chicken Dinner!

Tom Minta: It did go a little like that at the 2022 Scottish Six Days Trial. GASGAS had a competition running where the best’ Privateer Rider’ to finish the event would win a prize: a full-blown factory-supported ride in the Red Bull Erzbergrodeo. I had ridden in a few enduros and thought, ‘why not me? I could do that’. GASGAS had dreamed up the ultimate Trial Magazine • February-March 2023

challenge to see just how close the crossover of skills between trials and hard enduro disciplines actually are.

Riding the Scorpa in the SSDT, I finished 10th overall. The next step was a phone call from GASGAS to inform me I had won the Red Bull Erzbergrodeo prize. With just six weeks between the SSDT finishing and the Red Bull Erzbergrodeo starting, for me,

there wasn’t a tremendous amount of time to become thoroughly acquainted with the new GASGAS EC 300 that I would be riding.

How did you prepare for the Red Bull Erzbergrodeo?

Tom: A few phone calls and messages were exchanged between the GASGAS Factory Racing’s hard enduro legend Taddy Blazusiak 93

Racing • Tom Minta

Number 28, Tom in the 2021 ‘Tough One’.

Hot!

and me. He was brilliant with me and a real inspiration to talk me through how to attempt to finish this ultimate one-day hard enduro.

At 23 years old, I started to train and ride some extreme enduros, including the Tough One at Nantmawr Quarry, in early 2022. I also put in some extra hours on the trials machine

Preparation for the Red Bull Erzbergrodeo in May 2022.

94

At the 2022 SSDT on the Birkett supported Scorpa.

before the SSDT, so I was relatively fit on a motorcycle — well, I thought I was! However, one thing that Taddy had warned me about was the heat.

GASGAS in Austria were very supportive, and I soon had a brand-new GASGAS EC 300 in my possession.

Did the six weeks pass quickly?

Tom: At first, I thought six weeks was plenty of time, but they passed by in a flash. While still doing my day job Monday to Friday, I trained every weekend on my GASGAS and spent any spare time in the gym. After a few weeks, I realised riding at the weekend wasn’t enough, so I took a week off work and, with Jack Price, we trained for the week, mainly at Back Cowm Quarry.

Remaining friends since our trials days, Billy Bolt was one of the first I called, and he gave me some great pointers, along with some of the other boys I’ve known since our youth days.

Getting in the mood, Danny Cockshot at DC Air Conditioning had a new helmet sprayed up for me; I was race ready.

The 2022 Red Bull Erzbergrodeo Tom: That title is enough to scare you! I had heard so many stories about this ultimate challenge and what lay ahead. When riding the February-March 2023 • Trial Magazine

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Racing • Tom Minta

I was warned about the heat!

GASGAS prepared the machine.

Machine setup was just as important as rider preparation.

It was time to put the race head on.

Scottish Six Days, I became good friends with Tristan Young from Vision Media, who came on board and travelled out to Austria with me.

Travelling alone was such a big step, and he supported me throughout. We arrived late at night, so I didn’t see much until I awoke in the morning and looked out the window. Then, I saw this huge, massive mountain bearing down at me! People had told me how big it was, but I hadn’t believed them until this moment. Not only did I have to acclimatise to the heat, but checking out the course was mental in itself.

Finding the various checkpoints was a feat, and Jack Price and I teamed up to find as much as we could whilst Billy pointed us in the right direction — not giving away too much, though!

GASGAS, however, were amazing, from prior travel arrangements to the moment I arrived.

While out there, they made sure I was looked after; they provided everything and treated me as one of their factory riders; I couldn’t have asked for more. All this from GASGAS in itself was such a fantastic experience, something I’d always dreamed of. Yet, at that moment, I had to pinch myself that it was all real.

Talk us through your race.

Tom: Before the big race came the prologue, and 98

Time for pedal power to check things out.

I was well out of my depth. Coming from trials, speed wasn’t most natural to me, and it was at this point I realised I hadn’t practised enough riding at race pace. I was disappointed in my prologue run, which left me on the second row.

Then it came to the main race day. I was sat at the start for two hours in outrageous heat under an umbrella with all the emotions running through me — nerves, adrenalin, excitement, pure fear; you name it, I was feeling it.

Sat at the start, I held my breath until the flag

dropped and then from that moment on it was pure chaos; motorcycles, dust, rocks and people everywhere. I went from being petrified to having an adrenalin rush like no other.

The first half-an-hour was all about getting past as many people as possible, and using my trials skills and line knowledge was the way to do this. I managed to gain some ground early on, and I was happy with how things were going until I caught up with Jack Spencer on the first real tough section where everyone February-March 2023 • Trial Magazine

Tom Minta • Racing

No nerves, honest…

GASGAS were 100% behind me.

was stuck. The bottleneck had begun, and after 15 minutes of waiting, Jack and I teamed up and pulled each other through. After this, I was shattered and couldn’t keep up with Jack. I plodded on through mental and physical fatigue; one moment, I would feel okay, and the next was a struggle.

The heat didn’t help, but I was determined to keep going and make it to Carl’s Diner, which is what I did. When we walked Carl’s Diner previously, it looked quite easy from a trials rider’s point of view, hopping over the rocks; but with enduro machines, it was a different story. I was completely drained at this point, dragging my GASGAS, trying my best to get through, and it was here I heard the big horn and knew my time was done. I finished 28th and, having not known what to expect, I couldn’t have been happier to have got over halfway.

Once I’d stopped and slightly recovered, the emotions kicked in, and I hoped I had done my late Grandpa proud; he was the one that started me in motorcycling.

The GASGAS team were waiting for me back at the tent and were full of congratulations. Food and sleep were very much required at this point!

“It was pure chaos; motorcycles, dust, rocks, I went from being petrified to having an adrenalin rush like no other.”

Trial Magazine • February-March 2023

Let’s have it!

‘Carl’s Diner’ and the horn goes, it’s over for Tom Minta.

99

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Tom Minta • Racing

Enjoying the podium in FIM Trials in Belgium.

Keep an eye out for Tom Minta in Enduro in 2023, he will be racing.

2022 Scott Trial: “I have always had superb support from my family and also Nigel and June Birkett when I rode the Scorpa.”

2014 and a huge smile.

And so your enduro career was now underway!

Tom: From here, I returned to reality in the UK with a renewed appetite. I attended my first sprint event, round three of the Welsh Sprint Championship, at Saints Well MX. I came away with P1 in the Expert class.

At the end of the event, John Shirt came over to me, and we discussed how I should concentrate on sprints and time card enduros as he could see my potential and how quickly I was progressing at going fast. He could see how much I was enjoying myself, and having known me at trials, he could tell this was my thing.

A month passed, and my appetite was growing for time card and sprint enduros. I was beginning to realise extreme enduro wasn’t the way I wanted to go. A phone call for advice from John Shirt resulted in a meeting at the John Shirt Motorcycles HQ. We then discussed a plan for the year, month to month, and it was here I decided it was now or never. I didn’t compete fully in all the championships, but I had some great results, causing some upsets along the way.

At the last British Enduro Championship, I finished P1 Expert on both days and top 10 overall in both. I ended the year on a high, but this is just the beginning of a new chapter.

What are the 2023 plans?

Tom: I made a huge decision for 2023 and handed in my notice at work, a garage I’d worked in for the last eight years since leaving school. This frees up my time to get to work and improve my riding skills. 2023 will see me travelling to Spain for training and hopefully Trial Magazine • February-March 2023

compete in the second round of the Super Enduro in Germany.

For 2023 I will be riding under John Shirt Motorcycles and GASGAS UK. I want to thank John Shirt for all his help and advice throughout 2022, and I am excited to work alongside him, building a bigger and better relationship in 2023, and I look forward to seeing what we can achieve.

I will be competing in the British Enduro Championship, the British Enduro Sprint Championship, the Welsh Enduro Series, the Welsh Sprint Series, Welsh 2 Day Enduro, Various XC Events, a few Super Enduro and Enduro GP rounds and, who knows, maybe there’s some unfinished business at the Red Bull Erzbergrodeo if I can find sponsorship! So please get in touch with me if you can help.

Are the trials boots hung up?

Tom: No, never. It is where I came from and a sport I always want to be part of. I used to love the trips with my Grandpa to events across Europe.

As my sister Alice is doing so well, I always know what’s going on in the trials world, and she keeps reminding me she may need a minder! I will always try and compete in both the Scottish Six Days and Scott Trial to spend time with the many friends I have made over the years.

I have always had superb support from my family and Nigel and June Birkett when I rode the Scorpa. They are two very genuine people who contribute so much to the sport, not just in the trials world but as human beings who understand the pressure you put yourself under in the pursuit of results; I would not be where I am now without their friendship.

My parents have supported me hugely in this next step, and my dad being right behind me, has encouraged me to go for it. I would also like to thank everyone who, over the years, has helped to support me on two wheels, and of course, I’ll forever be grateful to my grandparents for their introduction to this world of sport.

TOM MINTA Full Name: DOB: Weight: Height: Waist Size: Chest Size: Shoe/Boot Size: Looks: Relationship: Family: Pets: Lives: Likes: Dislikes: Best Moment: Embarrassing Moment in Life:

Favourite Riders: Favourite Food: Favourite Drink: Favourite Country: Dream Car: Magazines: Newspaper: Transport: Motorcycle: Favourite Song: Crash Helmet: Riding Kit: Riding Boots: Dream:

Thomas William Minta 16/06/1998 77 Kilograms 1.8 Meters 30cm Broad 9 Interesting On the market 1 brother, 1 sister Monty, my crazy Cocker Spaniel On my own Speedway Electric Vehicles Fifth in the SSDT River jump after the Bob MacGregor TwoDay Trial and everyone realising I couldn’t swim!

I was nicknamed doggy paddle Tom after that.

Fuji and Bill Dog Steak Pepsi Max Holland (Amsterdam) Audi R8 Anything Motorcycle TMX (RIP) Mercedes Sprinter GASGAS EC 300 Iyaz Replay Alpinestars SM10 S3 Alpinestars To become a factory rider

101

Racing • Tom Minta

TOM MINTA

GASSING WITH SHIRTY

If you talk to Tom about his enduro career, he keeps making a strong reference point to the name John R Shirt, ‘Shirty’, to many of our readers. The sole Gas Gas UK importer for 30 years, John has seen both sides of the coin in both trials and enduro. So we asked him for his honest thoughts on Tom Minta as an enduro rider. Now an official GASGAS dealer, John has helped Tom to get his foot up the ladder, supporting him in his first year of enduro racing on the EC300.

Words: Trials Media with John R Shirt • Picture: Trials Media

How good is Tom on an enduro motorcycle?

John R Shirt: I have seen many trials riders over the years change to enduro; I was indeed one of them. Many change because they get stale with trials, start getting beaten or want a new challenge. Naturally, they all go to extreme enduro because they can continue with good results and keep their egos healthy. Then they try proper racing and soon realise how slow they are and scurry back to riding over rocks and logs and convince themselves they are now enduro riders. Billy Bolt is the exception because he can do it all so naturally. Look at Graham Jarvis, who is, of course, an absolute legend — he is not a speed merchant, and he will probably admit that.

Enduro has split up into many different forms over the years, and extreme enduro is perfect for ex-trials riders for the reasons above.

However, I see something special in Tom Minta. He could also follow the 102

extreme path, but he actually wants to race and go fast. He has gotten up to speed very quickly this year, and I can’t think of another trials rider in recent years that has done so in such a short time. He was awesome at some very fast events this year, and it’s great to see such talent — and such a huge smile on his face!

How far can Tom go in the world of enduro?

John: It is hard to say his progress is impressive after one year, but he still has much to learn. What has impressed me the most is that he has listened to me 100% this year with what events he should ride and has not questioned any advice I’ve suggested. He is the only rider, both in trials and enduro, I have had in the last couple of years that has done that, and it’s a refreshing change. This is the main reason he has John Shirt 100% behind him for 2023.

February-March 2023 • Trial Magazine

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Rewind • James Dabill

JAMES DABILL

A STEP UP TO SCORPA With the musical chairs of riders moving around the various manufacturers in 2023, it reminded me of when our very good friend James Dabill arrived in the adult world of trials in 2003 — on 18th April, to be exact — as a sprightly young 17-year-old. After a very rewarding ACU Youth career, he, along with his father, Mal, approached the then official UK importers of Scorpa trials machines into the UK, the late Neil Crosswaite and his son, Martin. Both hugely passionate about motorcycle trials, Neil and Martin had watched the progress of the young Dabill closely. So, with a new machine in 2002, they went for the young face of the 16-year-old to help Martin promote the French-built machines in competition, along with Dan Clark using the tried and tested Yamaha TY250Z engine housed in the European-manufactured motorcycle. This step up for James Dabill to the Scorpa was rewarded with an opportunity in 2004 to move to Italy and the Top Trial Team.

Words: Yoomee James Dabill • Pictures: Colin Bullock, Peter Beardmore, Eric ‘EK’ Kitchen, John Hulme, Neil Sturgeon 104

February-March 2023 • Trial Magazine

James Dabill • Rewind

F

or the Dabill family, this was a huge stepping stone as his parents, Mal and Cherry, supported him all the way to this special moment at 16. With a free machine, support with spare parts and clothing and some expenses, it was a very happy day when he collected the new Scorpa.

His parents also had two other children, brother Joe and sister Lianda, riding in trials as a family; so much was sacrificed for James to follow his dream of becoming a professional trials rider. Holidays were trials related, revolving around a hectic trials calendar, but also enjoyed by all.

EUROPE BOUND

James would finish off his Youth riding days in 2002, and on the Scorpa, he would make the first of so many trips across the channel and into Europe to take in selected championship rounds.

Neil Crosswaite had spoken with Scorpa in France about this new young rider, and he had secured some extra help to make it all happen.

It was not long before the talent shone through, and he made the points for the first time in Spain at the European round, with two 14thplace finishes and four valuable points.

Further success would come along in both the UK and Europe; searching the Trial Magazine archives we found some pictures of him sharing the podium in Italy with the likes of Toni Bou and Jeroni Fajardo from 2002.

In October, he had to sit on the fence and watch his trials heroes do battle at the Scott Trial — he was boiling over with excitement knowing that in 12 months’ time, he would be at the starting field.

2003: The first Scott Trial.

SCOTTISH TIME

Tense moments would surround the Dabill household as James celebrated his 17th birthday on 18th April, he also passed his motorcycle test, ready for the first attempt at the Scottish Six Days Trial in 2003. I was riding in the event, and I vaguely remember seeing James at the

Sharing the podium in Italy 2002. From left: Toni Bou, Jeroni Fajardo, Tom Sagar, James Dabill.

Trial Magazine • February-March 2023

event. He enjoyed a steady week, finishing in 30th. I was a little off this pace coming home at the bottom end of the first-class awards!

As the year progressed, he dipped his toes into the national scene, riding in as many events as possible before the day of reckoning came, and it was the Scott Trial.

Starting out in France 2003 at the European round.

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Rewind • James Dabill

All action on the Scorpa.

LIVING THE DREAM

Mention the Scott Trial to many riders at 17 years of age, and they will say it is their dream to compete in what is the biggest test of man and machine.

As we were about to find out over the following years, the Scorpa was a bulletproof machine and James a talented young rider; the result was the first of many encounters with this event, and a 16th place finish, with a Scott Silver Spoon and the Best First Time rider award achieved.

Keeping his head down and working hard at his chosen profession was about to be rewarded.

He was very happy on the Scorpa and delighted with the support from the Crosswaites.

In December 2003, an opportunity was

Celebrating winning the 100th SSDT in 2011.

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Putting on the style at the 2003 SSDT.

offered to join the Top Trial Team in 2004, ride the Beta, and live in Italy. So, with a decision to make, it was time to sit down with Mel, Cherry and his girlfriend, Emma.

FIRST TIME

A nervous James went to see Neil and Martin with the news of the Beta offer. Straight to the point and as honest as he always was, Neil Crosswaite’s face lit up with the words “Go for it”, an answer endorsed by Martin Crosswaite; they knew it was now or never for James.

In early 2004, James would be sitting for the first time on an aeroplane heading for Italy on his own, with his life and riding kit in his luggage. Arriving at the airport looking for someone he knew, a tap on the shoulder would

Enjoying the moment: winning the 100th Scott Trial in 2014.

lead to a handshake from Michele Bosis from Top Trial Team. A new Italian chapter in his life had begun.

James Dabill: “The early years were tough, especially on my mum and dad’s pockets; the whole family have always supported me 100%.

I have had a fantastic career, and, as you can see from my limited outings in 2022, I still love my trials riding; the good results are always a bonus.

“I can never thank everyone who has contributed to my career enough, particularly my wonderful wife, Emma. She is the one who gave me the three wonderful children I have today and has supported me along with my family. It has been some adventure, but I have enjoyed every minute of it, and it may continue.”

Second at the 2022 Scott was a good result for only the second trial of the year.

February-March 2023 • Trial Magazine

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