Classic Trial Magazine Issue 23 Winter 2017 by Trials Media

• MOTORCYCLE • CYCLE • SIDE-CAR • CLASSIC • COMPETITION • FEATURES • www.trialmaguk.com

Issue

COSTA BRAVA 2017

AMBASSADOR

CONVERSION

WINTER 2017 Issue 23 • UK: £6.25

PETER GAUNT DUCATI 350 CONVERSION

MEETING

PETER BEARDMORE MEETING

ERIC ADCOCK SPECIAL

AMBASSADOR

All week long I have to be good...

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THE CHOICE OF CHAMPIONS

TONI BOU 11 x FIM Trial World Champion 2007-2017 11 x FIM X-Trial World Champion 2007-2017

To discover the Michelin Trial range visit:

moto.michelin.co.uk

Picture: Peter Gaunt (Ducati) 1971 SSDT Credit: Brian Holder

Cover Photo: Peter Gaunt (Ducati) 1971 SSDT Picture Credit: Brian Holder © 2017 CJ Publishing Ltd. All rights reserved. No part of this publication, even partially, may be reproduced or transmitted in any form or by any means without the prior written consent of the publishers. All copyright of images/content remains that of its photographer/author. Every effort has been made to gain permission to publish copyright material however, where efforts have been exhausted, we have published on the basis of ‘Fair Use’ to comment factual based material where by its use is not central or plays a significant part to the entire publication but to act as an aid for historical and educational purposes only. This publication is offered as a limited print run. 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. Documents submitted for publication will not be returned. The editor reserves the right to modify documents accepted for publication.

contents REGULARS News �� 6 Editorial �� 8 Paddock �� 10 Shopping �� 12 Subscribe �� 40 Poster �� 49 Parts Locator �� 90 Back Issue �� 94

FEATURES Conversion �� 14 Peter Gaunt Ducati 350

International �� 20 Costa Brava Two Day

Classic News �� 29 1967

Classic Competition �� 32 Southern Experts 1968 Victory 1971

Ambassador �� 42 Peter Beardmore

Special �� 54 Harry Stitt BSA B40

Flashback �� 60 Indoor Trials

Project �� 68 Mickmar

Meeting �� 76 Eric Adcock

Sport �� 84 Kia Twin-Shock Exeter Two Day

Executive Director: Philippe Benhamou

Photographers: Barry Robinson , Malcolm Carling, John Shirt Snr, Colin Bullock, Cyrille Barthe, Eric Kitchen, Alan Vines, Toon van de Vliet, Mauri/Fontsere Collection and the Giulio Mauri Copyright, The Nick Nicholls Collection at Mortons Archive, Don Morley, Motorcyle News.

Editor: John Hulme, england@trialmag.com

Advertising Manager: Lisa Reeves, lisa@trialmag.com

Editorial Staff: Jean Caillou, Matthew Heppleston, Heath Brindley, Justyn Norek Snr, Justyn Norek Jnr, Nick Shield.

Proof reading: Jane Hulme, Davina Brooke

Mail order: www.trialmaguk.com, www.trialmag.com

Webmaster: Heath Brindley, www.trialmaguk.com

CLASSIC TRIAL MAGAZINE IS PUBLISHED BY CJ PUBLISHING LIMITED 48 Albion Road, New Mills, High Peak, Derbyshire, SK22 3EX. UK Telephone: 01663 749163 Email: england@trialmag.com CJ Publishing Limited is a Company Registered in England Number: 5947718

Co-Managing Directors: John Hulme and Charles Benhamou

ISSN: 2049-307X

Design and Production: Dean Cook, The Magazine Production Company Printing: Buxtons Press

NEWS

CLASSIC DIRT BIKE SHOW 2018

Gate, Telford, Shropshire TF3 4JH. Opening Times: Saturday 10am–5pm (Early entry autojumble open at 9am); Sunday 10am–4pm (Autojumble open at 9am) For traders and exhibitors (including club and private) contact: Sales executive Andy Catton on phone: 01507 529594 or email: acatton@ mortons.co.uk

CLASSIC TRIAL MAGAZINE WILL BE THERE!

SATURDAY 17–SUNDAY 18 FEBRUARY 2018

Telford’s annual off-road and road-racing show has a tradition of drawing the biggest names and 2018 is no different as the Classic Dirt Bike Show sponsored by Hagon Shocks returns to the Telford International Centre over the weekend of February 17–18. Clubs and private entrants will pack into the

venue once again, bringing together the most fascinating collection of historic off-road machines you’ll find under one roof, and they’ll be joined by a raft of traders offering everything from parts and spares through to accessories and riding kit, plus project bikes…if you’re tempted. Venue: The International Centre St Quentin

JOHN LAMPKIN RETURNS

Once again Classic Trial Magazine will have our stand at Telford’s annual off-road and road-racing show. Come and see us for all your subscription needs. We will also have a large selection of back issues available.

PETER BEARDMORE

The Beta UK importer John Lampkin made a return to national and international trials riding a Fantic 300. A front runner in both the World and British trials championships in the 80s riding SWM and Armstrong CCM, he then made a move to the Italian Fantic team. He won his only World round in the USA in 1983 on the 240 Fantic, with his highest championship finish in 1984 on the 300 Fantic where he finished fifth. He rode the Lakes Two Day in the Clubman class to a very creditable tenth despite some machine troubles on the Fantic. His international return was at the Costa Brava Two Day. Very much a trials ‘anorak’, it’s fantastic to witness the skill, which is still in abundance, and the enthusiasm for the sport from this past master.

It’s always sad to report the death of anyone, but especially so in the case of Peter Beardmore who passed away after a brave fight against cancer in late October. Classic Trial Magazine Editor John Hulme: “I have known Peter for the best part of 40 years from my early trials days at the Cheadle Auto Club events. Over the following years our paths would constantly cross not just in the UK but also in Europe at world championship trials. “I had been told he was very ill earlier in the year but out of the blue in June he contacted me. He explained about his health problems in a very positive way and then asked if I would consider taking on board his photographic collection of around 3,000 pictures from the sixties to the present day! This to me was a great privilege and they will come to life once again over the next few years in our publications. “Off the back of our meetings you will find an article titled Ambassador, the life of Peter Beardmore. Once you read the article you will understand the title as that was what he was, a global ambassador for motorcycling. We worked on the article together and it is published with the blessing of his Dave Cooper Trial Mag 0817.pdf 1 14/08/2017 22:51 family.”

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CLASSIC TRIAL MAGAZINE 2017 • ISSUE 23

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R U O T I S I V P O H S B WE

PADDOCK ROBREGORDO 2017 The 2017 Robregordo trial in Spain had an influx of riders from all across Europe. This is another event on the Classic Trial Magazine radar. A huge success it follows the trend of providing an enjoyable few days of riding on a wide variety of men and machinery which we look at in this ‘Paddock’. Picture Credits: Fili.

TEAM

START

FANTIC 300

BULTACO

BULTACO 350

BULTACO 250

CRASH

OBSERVER

CLASSIC TRIAL MAGAZINE 2017 • ISSUE 23

PADDOCK ROBREGORDO 2017

FANTIC 125

APRILLIA 311

HONDA TLR

MONTESA 242

MONTESA 250

OSSA 250

CLASSIC TRIAL MAGAZINE 2017 â€¢ ISSUE 23

MONTESA 349

BSA BANTAM

OSSA 350

CHRISTMAS SHOPPING TRIALS

Headline Line Two

Eribea venduntibus ellamus rerum eos dus del mo cor alignatis sed earupta quodita ssitatur aute ne delit quodit aut recullorem que con re preste plaborepelis eos aped modit optae verum volectur am, tem nonsequ idelibus sitatis sinvenihit id endelignis simus dolore quias excescid experro earum Morad Wheel Rims dolessi acearuptia sendunto iurBMS rerum labor as repudae stotas solut re vollenis www.birkettmotosportukltd.co.uk DVD 2017 Classic Review eveliquam. www.trialmaguk.co.uk Words: JOHN HULME • Pictures: Justyn NorYCK

he Spanish brand Montesa, and Jim Sandiford go hand in hand. The Sandiford family have imported the machines since the late sixties. When Jim Sandiford passed away in 1993 it was his son and daughter Martin and Caroline who were left to continue with the business. They have successfully negotiated their way to enviable success with sales of machines, and competition success including SSDT and Scott Trial wins. In a male dominated sport it was Caroline who looked after the logistics. She has attended every SSDT since a very early age. With Veloce Ford the changeBooks of direction in the Montesa/Honda Focus WRC she will not have the famous trials importership www.veloce.co.uk Montesa hospitality in the Parc Ferme, leading her to have her first holiday in May! “I really don’t know what I’m going to do with myself that first week in May… It’s going to be very strange. My brother is sad but relieved... he really hated the headache that went with it all, but I still love that place and the event, it still is Dad for me… What will I do? .. I will probably still drive to Fort William for a few days’ holiday and for the first time in over 17 years watch some sections. That will certainly be a novelty, after having been confined to the Parc Ferme day in day out running our service for such a long time. I can’t NOT do the drive up through Glencoe, wave at the tree growing out of the rock (long story… but as kids Dad used to wake us up to look at the same! – Ask Hemmo’s and any Lampkin, they used to get woken up to look at it as well!) But yes, to watch some sections would be nice. Although I am sure I will feel like a spare part. No working out of delay times (Wow)... I can do them in my head I’ve been doing those for so long, but I’m sure someone will chuck their delay card at me with the words “Caz – how long have I got?” Don’t get me wrong, the 14 hours (sometimes) on that car park is extremely hard work; the loading of all the spares, the setting out of the same, the preparation and logistics of the “hire” bikes, looking after riders… it’s always classed in our family as THE WORST WEEK of the year… but it still holds that special place in our hearts. Our hospitality was branded “second to none” – other “contracted”

riders used to try and sneak in for some of our scram… we generally let them. This sport is so family orientated it is (and will be) very difficult for someone from outside to integrate and ours is Mots Step 4 Riding Kit certainly a VERY hard act to follow.

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A Four-Stroke Winner

To win with James in 2007 was unbelievable… Stood at the bottom of the hill with all my and James’s family before he rode up onto the finish ramp, and to see his (and team riders Jack Lee and Andy Huddleston’s) body language as they rode down the back street.. We knew he’d done it... I cried... Personally for me that year I needed that, he knew that and didn’t disappoint. It was utterly fantastic and team effort. Exactly what this sport is all S3a real Protec Jacket www.s3parts.com about. As for Amos in 2002, well what can I say... www.trialendurodirect.com Amos and this family have a friendship going back YEARS (Back to Cyclo Trials Days) and his win was very very special and was celebrated as only Amos can!! Now I’m not going to get into the politics, the global meltdown and the impact that had on Montesa. The phone is ringing daily at the moment with the “Why aren’t you doing the Montesa Hebo Pro 2 Pant and Shirt service in Scotland?” and it’s a question wewww.apico.co.uk cannot politically answer. The switch to four-stroke (and being the leaders) should have paved the way2for Mots Jacket Xlight MAKE AND MODEL NUMBER Montesa, but across the board it increased the www.trialendurodirect.com SPECIFICATIONS base costs of the bikes and therefore the retail. The Motor Single cylinder 2-T water economy took a downturn and the buying public cooled – 272cc (76 x 60) could no longer justify such a high end cost (despite Carburettor 26mm Ø Dell’Orto flat slide the brand’s unrivalled reliability). Two-strokes made (These will be fitted to the a resurgence… sales of four-strokes diminished. production machine) With over 40 years of experience and Montesa Gear-Box 5 speed contacts all over the world we are a stick of Montesa Putoline FIM Clutch 12 Pit plateMat Cycle rock... cut us in half and that’s what is says... Coupled www.putoline.co.uk Parts Frame 6063 specification with unsurpassable knowledge and experience of the aluminium CNC machined brand it’s been a sad demise… But looking forward, Front Suspension Ø 40 mm Marzocchi we as a family still have a commitment to the aluminium Bultaco Right Hand sport. That’s what Trials is about – always has been Rear Suspension Ohlin’s SideShock-Absorber Foot Brake and always will be... Trials = Family and lifelong Brakes disc Ø 185/150 mm - AJP 4 and 2 www.inmotiontrials.com Friendships … simple. piston callipers.

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CLASSIC TRIAL MAGAZINE 2017 • ISSUE 23

CHRISTMAS SHOPPING TRIALS

Headline Line Two

Eribea venduntibus ellamus rerum eos dus del mo cor alignatis sed earupta quodita ssitatur aute ne delit quodit aut recullorem que con re preste plaborepelis eos aped modit optae verum volectur am, tem nonsequ idelibus sitatis sinvenihit id endelignis simus dolore quias excescid experro earum Putoline Lubricants ‘Duel Straw’ www.putoline.co.uk dolessi acearuptia sendunto iur rerum labor as repudae stotas solut re vollenis Caberg Crash eveliquam. Helmet Freeride Words: JOHN HULME • Pictures: Justyn NorYCK

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riders used to try and sneak in for some of our he Spanish brand Montesa, and Jim scram… we generally let them. This sport is so Sandiford go hand in hand. The Sandiford family orientated it is (and will be) very difficult family have imported the machines since for someone from outside to integrate and ours is the late sixties. When Jim Sandiford passed away certainly a VERY hard act to follow. in 1993 it was his son and daughter Martin and Caroline who were left to continue with the A Four-Stroke Winner business. They have successfully negotiated their To win with James in 2007 was unbelievable… Stood way to enviable success with sales of machines, at the bottom of the hill with all my and James’s and competition success including SSDT and family before he rode up onto the finish ramp, Scott Trial wins. In a male dominated sport it was and to see his (and team riders Jack Lee and Andy Caroline who looked after the logistics. She has Huddleston’s) body language as they rode down attended every SSDT since a very early age. With the back street.. We knew he’d done it... I cried... the change ofTY direction the Montesa/Honda Yamaha 250inSeat Personally for me that year I needed that, he knew trials importership she will not have the famous www.yamaha-majesty.com that and didn’t disappoint. It was utterly fantastic Montesa hospitality in the Parc Ferme, leading her and a real team effort. Exactly what this sport is all to have her first holiday in May! “I really don’t know what I’m going to do with about. As for Amos in 2002, well what can I say... Bultaco myself that first week in May… It’s going to beEarly very Model Amos and this family have a friendship going back Clutch Spring Tool strange. My brother is sad but relieved... he really YEARS (Back to Cyclo Trials Days) and his win was www.inmotiontrials.com hated the headache that went with it all, but I still very very special and was celebrated as only Amos love that place and the event, it still is Dad for me… can!! What will I do? .. I will probably still drive to Fort Now I’m not going to get into the politics, the William for a few days’ holiday and for the first global meltdown and the impact that had on time in over 17 years watch some sections. That will Montesa. The phone is ringing daily at the moment certainly be a novelty, after having been confined to with the “Why aren’t you doing the Montesa the Parc Ferme day in day out running our service service in Scotland?” and it’s a question we cannot for such a long time. I can’t NOT do the drive up politically answer. The switch to four-stroke (and through Glencoe, wave at the tree growing out of being the leaders) should have paved the way for the rock (long story… but as kids Dad used to wake Montesa, but across the board it increased the us up to look at the same! – Ask Hemmo’s andApico any base costs ofTool the bikes and therefore the retail. The Answer Bag Alpinestars Full Lampkin, they used to get woken up to look at it economy took a downturn and the buying public www.apico.co.uk Chest Protector A-10 as well!) But yes, to watch some sections would be could no longer justify such a high end cost (despite www.offroadaction.net nice. Although I am sure I will feel like a spare part. the brand’s unrivalled reliability). Two-strokes made www.alpinestars.com No working out of delay times (Wow)... I can do a resurgence… sales of four-strokes diminished. them in my head I’ve been doing those for so long, With over 40 years of experience and Montesa but I’m sure someone will chuck their delay card contacts all over the world we are a stick of Montesa at me with the words “Caz – how long have I got?” rock... cut us in half and that’s what is says... Coupled Don’t get me wrong, the 14 hours (sometimes) on with unsurpassable knowledge and experience of the that car park is extremely hard work; the loading brand it’s been a sad demise… But looking forward, of all the spares, the setting out of the same, the we as a family still have a commitment to the preparation and logistics of the “hire” bikes, looking sport. That’s what Trials is about – always has been after riders… it’s always classed in our family as and always will be... Trials = Family and lifelong THE WORST WEEK of the year… but it still holds Friendships … simple. that special place in our hearts. Our hospitality was branded “second to none” – other “contracted”

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SPECIFICATIONSHandlebar’s 5.5” Motor Single cylinder 2-T water or 6” cooled – 272cc (76 x 60) www.inmotiontrials.com Carburettor 26mm Ø Dell’Orto flat slide (These will be fitted to the production machine) Gear-Box 5 speed Clutch 12 plate Cycle Parts Frame 6063 specification aluminium CNC machined Front Suspension Ø 40 mm Marzocchi aluminium Rear Suspension Ohlin’s Shock-Absorber Brakes disc Ø 185/150 mm - AJP 4 and 2 piston callipers. Dimensions Seat height: 665 mm; Footrest height: 330 mm Dry Weight 60 kg (subject to confirmation) Fuel capacity 3.0 Litre. Price £5,995 Price includes VAT. Price correct at time of print. CONTACT

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CLASSIC TRIAL MAGAZINE 2017 • ISSUE 23

CONVERSION DUCATI 350

Gaunt goes Italian I sometimes wear a Ducati t-shirt on my world travels as I have a secret passion for many things Italian. It also comes in handy as Ducati is internationally recognised as a pretty cool brand, and it’s surprising what doors it can open for you. We all like Italian food and booze, especially pizza and Peroni beer which springs to my mind! In the automotive world it’s Alfa Romeo and Lancia cars and, of course, Ducati motorcycles for me. As Sammy Miller’s British Championship winning years came to a close at Bultaco he had pretty much pushed the twostroke trials motorcycle to the top of the sport as Ossa and Montesa followed suit. It was whilst I was researching articles that I noticed Miller’s name missing from the 1971 Scottish Six Days Trial results; of course, he had retired from mainstream events. He was still at the event though, in the capacity of the Bultaco UK Trials Team Manager. At the traditional weigh-in held at the Gorgie Cattle Market in Edinburgh he noticed Peter Gaunt with his four-stroke 350cc Ducati. He had converted it from a road-going motorcycle into trials trim. Did this plant the seed for a return to four-stroke trials machines in the future for Miller? Words: John Hulme with Peter Gaunt • Pictures: Brian Holder, The Nick Nicholls Collection at Morton’s Archive, Ducati and Eric Kitchen

This Ducati brochure shot of the 350 Sebring makes you understand the enormity of Peter Gaunt and Ray Dell’s task to convert it into a trials machine.

The Ducati Monza 160 is still quite physically big for a small-capacity motorcycle.

OHN HULME: “I have known Peter Gaunt since I asked him for his autograph at the 1969 Northern Experts Trial. Over the years I have watched him perform some very interesting conversions from road to trials motorcycles with much interest. He has been a mine of information since I started to produce magazines on trials, always at the end of the phone to answer questions. “He suffered a stroke in December 2016, from which he is still making a slow recovery. The mention of trials and in particular the Ducati conversion and I was all ears as you will find out, as his brain remembered the task at hand all these years on.”

A Racing Start

With good results including a third-place finish at the Scott in October 1970, Peter Gaunt followed them up with a win at the Irish Experts riding the 125cc Sachs engined Dalesman. He had been taken on board at Dalesman; they recognised his engineering skills on the popular ‘Micro’ trials machines that were based around small capacity engines.

CLASSIC TRIAL MAGAZINE 2017 • ISSUE 23

CONVERSION DUCATI 350

As Sammy Miller quoted in the press at the 1971 SSDT: “It still needs plenty of development work” on which Gaunt commented: “It’s now going to get six days of that”.

It’s the size of the 350 engine that dominates the Gaunt Ducati trials machine.

Every picture tells a story, and when you look up close at Sammy Miller’s face you can tell he is trying to understand the engine characteristics!

The idea was to develop a new trials model, but Gaunt became frustrated with the slow progress and the number of promises not being fulfilled by the management. At the trade shows at the end of the year, he had noticed the Ducati 350 Sebring model and had a conversation with a guy named Bill Hannah who was with the four-stroke machine. Scotsman Hannah was a successful car and motorcycle entrepreneur who, off the back of his business success, ran a motorcycle racing team using Ducatis. The Sebring model’s history is quite interesting as the Ducati concept model arrived in 1965 as a 350cc single cylinder air-cooled four-stroke. At the time it was the largest capacity machine available from the Italian brand. Aiming to break into the lucrative American market they attended the Sebring race. Based near Florida, the Sebring International Raceway is a road course where Ducati team rider Franco Farne entered the 251cc–700cc international race on the 350cc Ducati. With strong opposition from much larger capacity machines he was delighted to come home in 11th position, winning the 350cc class. A common feature with many motorcycle manufacturers is

CLASSIC TRIAL MAGAZINE 2017 • ISSUE 23

that they name models after competition success, and Ducati was no different with the Sebring. Peter had explained to Bill Hannah about his experience with motorcycle trials development, and he agreed to fund a conversion from the many parts he had at his warehouse near Liverpool. This was full of parts and cannibalised Ducatis that had been robbed for road racing activities. In 1967, Ducati was on the edge of financial ruin as both the 350cc Sebring and the 160cc Monza Junior models had not sold well at all in America. The trend in America had moved to larger capacity two-stroke machines, and in truth, no one wanted the Ducatis. The American importer had a huge order due, and when he could not fund the shipment, it was Hannah, forever the speculator, who purchased it. He sold the Ducatis into the UK market, undercutting the official UK Ducati importer Vic Camp’s prices.

INTERNATIONAL COSTA BRAVA TWO DAY 2017

Fun in the sun

It’s hard to describe the fun factor of this now well established twoday trial on the Costa Brava in Spain. I can only speak from what I find, and see, and this year that was three hundred and sixty riders having the time of their lives. With last year’s report by this magazine on the event in S’Agaro at Platja de Sant Pol, Sant Feliu being very well received word soon got around that this was the place to be in late November 2017. The riders and supporters who attended this event were also privileged to have, from the Trial World Championship, Japan’s Takahisa Fujinami and Matteo Grattarola from Italy. Throw in such past masters as Yrjo Vesterinen, Charles Coutard, Jamie Subira, Steve Saunders and John Lampkin to name but a few and you can soon get the picture of the ‘Fun in the Sun’ that followed. Article: John Hulme

It’s a proud Joan Comas with his son Nil on the right. Joan acknowledges the fact that the trial could not run without the support of the other club members at the Moto Club 2d Trial Costa Brava and his family.

CLASSIC TRIAL MAGAZINE 2017 • ISSUE 23

INTERNATIONAL COSTA BRAVA TWO DAY 2017 Dan Clarke (Triumph): The runner-up in 2016 and again in 2017, his ‘Trick’ Tiger Cub shows what can be achieved on a Pre-65 machine.

Takahisa Fujinami (Honda): The one and only original ‘Playboy’ of the world trials scene from Japan had this four-stroke Honda on loan. The fun factor displayed by ‘Fujigas’ encapsulates what the whole event is about: Fun. Mederic Delannoy (Fantic): Very active and popular on the world trials scene, Mederic is a huge classic trials fan. He is the minder for the Sherco factory rider Alexandre Ferrer.

Matteo Grattarola (Honda): By the time you read this the world will know that Matteo has moved from a two-stroke Gas Gas to the fourstroke Montesa for his attack on the 2018 Trial World Championship. He used the trial to become accustomed to four-stroke power on the Honda.

John Lampkin (Fantic): The needle match between John and Steve Saunders was all taken in good humour. On the Friday at scrutineering John’s Fantic 300 suffered an engine problem and he was out of the event. He was rescued by Spain’s classic trials specialist Angel Delay, who loaned him one of his own machines. John was very appreciative of this kind gesture.

o say that the organising club makes you welcome is a massive understatement. They want you to ride and will make it as easy as possible for you to both compete and travel to the event, as a healthy entry of 360 riders, with a very strong representation from Great Britain, found out this year. The trial is based in the Hotel S’Agaró just a stone’s throw from the beach, and most importantly it is easily accessible from Barcelona airport which is around ninety minutes away.

So You Want to Ride

After our first visit in 2016, we spoke with the super enthusiastic Joan Comas and his family early in 2017 to confirm the dates so we could arrange a return. I then had a conversation with him in May, and he informed me that it was all coming together very nicely for the November dates of 18th and 19th. Over the coming months, he explained that the club and its hard-working members at Moto Club 2d Trial Costa Brava were putting the 2017 event in place step by step. The entries were made available on the 1st September online:

CLASSIC TRIAL MAGAZINE 2017 • ISSUE 23

Steve Saunders (Fantic): How was he never a world trials champion, was a question asked by many. Now a very successful trials importer in the UK with the TRS brand, he totally embraced the true spirit of a classic trial.

www.trialcostabrava.com, and in five days the entry was full! The next question we had from many riders was ‘which is the easiest way to attend the event?’ Once you have had your entry confirmed you could also book your hotel, with contact details once again on the club’s website. There are two main hotels: the one that is the trials headquarters and contains the paddock and the race office is located at the Hotel S’Agaró, Platja de Sant Pol, Sant Feliu: www.hotelsagaro. com. Reservations: 0034 972 325 200 Mail: info@hotelsagaro.com; or just around the corner, is the Hotel Barcarola located 200 meters from the paddock: www.hotelbarcarola.es Tel: 0034 972 32 69 32. We have stayed in the Hotel S’Agaró and also visited the Barcarola, and they are both very good to eat and sleep in. Both are ideally located and very accommodating for the riders and their families. Machine transportation from Great Britain can be made very easy by contacting Classic Trial Magazine by email for the details of the carriers and the price for each machine next year. Email england@trialmag.com, and we will pass on your enquiry. Many riders used this service in 2016 and 2017 and had spoken very highly of it.

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CLASSIC NEWS 1967

News: Winter 1967 The fact that all motorcycle sport was banned due to the outbreak of the dreaded foot and mouth disease put a spanner in the works of the off-road world in the Great Britain. In other news, the withdrawal of works support from BSA and Triumph had many riders looking for new machinery.

Telling to Greeves: Moving from the Spanish Bultaco brand to a Greeves, with support from the British manufacturer and Westbury Motorcycles, Lawrence Telling is reversing the trend to join the Spanish Armada of trials machinery that is becoming more widely available.

Farley moves to Greeves: A factory Triumph rider since January 1965, Gordon Farley will move to Greeves on January 1st 1967 as the trend for riders to move from four-stroke to two-stroke machines continues. Farley, who also rode in three International Six Days Trials on Triumph machines, will ride the Greeves Anglian model in his chase for his first British Championship crown. He was runner-up to Sammy Miller in 1967.

Wessex Centre Championship 1967: 1: Lawrence Telling (Bultaco) 79; 2: John Ashcroft (Greeves) 66; 3: Chris Watts (Wasp) 57; 4: Mike Parker (Bultaco) 49; 5: Dennis Saunders (Sprite) 33.

CLASSIC TRIAL MAGAZINE 2017 â€˘ ISSUE 23

South Midland Centre Trials Championship:1: John Lee (Greeves) 76; 2: John Bull (Greeves) 71; 3: Don Smith (Greeves) 60.

CLASSIC COMPETITION 1968 SOUTHERN EXPERTS

Mud Master

Miller

A good strong entry of 83 of the best solo riders in the Southern Centre assembled at Alfington Inn Public House in the start field near Otter St Mary in Devonshire in mid-December with a start time of 10.00am. Twenty-three sidecar crews joined them on a very cold day, with many competitors having to deal with the ‘black ice’ conditions on a hazardous journey on the roads to the event’s start area. Sammy Miller was still on the rampage on the two-stroke Bultaco, having won yet another consecutive British Solo Trials Championship. Now riding the five-speed gearbox model, he loved his home grown title of the ‘Mud Master’ and looked forward to the challenge of the day’s action in the hostile winter weather conditions. He, along with sidecar driver Ron Langston, had five Southern Experts titles under their belts and wanted to add to the collection. As we will find out not all went to plan for Langston as Miller just kept on winning — and doing it in style. To decide who would be victorious the solo riders would first have to pass through the 40 observed hazards, with 33 for the sidecars. Words: John Hulme, Morton’s Archives, Motor Cycle and Brian Holder • Pictures: Brian Holder

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CLASSIC COMPETITION 1968 SOUTHERN EXPERTS

Gordon Farley (Greeves): A constant thorn in the side of Sammy Miller, he had no answer to his rival’s supreme riding.

O Chris Spittle (BSA): After opening up an early advantage he kept his cool, despite only six marks covering the first six finishers, to take his first Southern Experts victory.

ne thing that never affected Sammy Miller was the weather, and he arrived at the start ready for action. Well wrapped up in his waxed cotton riding kit he was, as always, the 100 per cent professional. He knew his arch rival and the rider who would eventually topple him from his record run of British championship titles, Gordon Farley, would be on his case all day. Miller was very confident he could add the Southern Experts title once again to his 1968 victories though, which included the Scottish Six Days Trial, Scott Trial and European championship title; he was going to take some beating!

Please Note

All the riders were advised to be aware of ‘Regulation 8’. With the event being run very close to the shortest day of the year the hours of daylight would be at a premium. Regulation 8 states: “Failure to attempt an observed section when called upon by a marshal will result in a charge, and will result in a five mark penalty being awarded plus whatever marks are lost in the section”.

Special Test

Any ties on marks would be decided by a Special Test with ‘dead’ engines. The rider would start his engine by any method with the machine’s front wheel on line A and ride as fast as possible to line B. The fastest time between the two points would decide the outcome of the tie break. Charlie Harris (Montesa): This is one of the very first production Montesa Cota trials machines in the UK. Harris was supported by Montala Motors, the first official UK importers for Montesa trials machines.

Derek Adsett (Greeves): A very consistent Southern rider for the Greeves brand in the factory supported team.

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Groups of Sections

1: Cobbledicks; 2: Crink Um – Sidecar Only; 3: Staircase; 4: Sallicombe; 5: Jungle; 6: Raspberry Ripple; 7: Jim’s Joke – Solo Only 8: George’s Goyle – Solo Only; 9: River Rise; 10: Tuckers Mud; 11: Langworthy; 12: The Climb.

Peter Valentine (Bultaco): Another rider who made a quick move to the all-conquering Spanish trials machines with Bultaco.

Paul Dunkley (Cheetah): He scored many impressive results on the new Cheetah trials machines.

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AMBASSADOR PETER J BEARDMORE

All-round enthusiast As I am sure you can imagine, the telephones at the offices of Classic Trial Magazine are always ringing and recently it was the voice of a very old friend of mine at the other end, Peter Beardmore. We first met in the early seventies and have both been motorcycle enthusiasts for many years. What I did not know was that Peter was also a very keen amateur photographer. I knew for many years that he was involved in the ACU in many different official capacities, but not of his photography collection. His pictures tell a story of his motorcycle exploits and places he has visited over many, many years of travels. Here we look at his varied and interesting life as a true motorcycle ambassador. Article: Peter Beardmore and John Hulme

oon, in both Classic Trial Magazine and Trial Magazine, you will see his photographs come to life in various articles, which we are sure you will enjoy as much as we have. Here in his own words, Peter talks of a life he has filled to the limit with exploits and adventures.

Early Days

I was born on 8th August 1944 at Ashbourne Hospital, so you will appreciate that I played a very limited role in the demise of the Third Reich. My father John Beardmore was in the army, the REME, based at Woolwich and came to see me for a brief visit. I did not see him again until I was three as he was sent to serve in Palestine. I went to school at Cheadle County Primary School on Tean Road at the age of four. On my first day at school, I absconded – going to my aunty’s, who lived nearby. Not a good start to my academic career, I am afraid! My brother Leslie was born on 6th March 1951 at home at 82 High Street, Cheadle. I eventually passed my 11 plus exam and went on to Thomas Alleyne’s Grammar School at Uttoxeter, travelling the 10 miles each way by bus. I was an average pupil and left

school at 16 with six GCSEs. On the 2nd January 1961 my schooling days we over and I started work as a Civil Servant for the Post Office Telecoms in Manchester, travelling to Manchester early each Monday getting a lift with a lorry driver friend of dad’s, and returning on Friday by train. I stayed in various digs and scruffy flats in the Chorlton area. With my parents’ help, I bought a small motorcycle in 1962 and occasionally, when my lift was unavailable, rode it to get there. On the whole, I enjoyed my first experience of work and living in the big city. It was a big change from sleepy little Cheadle, but the travelling and lack of cash due to having to pay for my accommodation etc. took the shine off it somewhat! My first month’s pay was just £25.00, and digs and travel took a big slice of that. In 1964 I managed to get a transfer to the Telephone Manager’s office in Hanley, where I remained for over 20 years doing a variety of jobs, getting promoted to management level during that time. I purchased my first house at 29 Dane Grove, Cheadle around 1976. I married Kay Lovatt at St Giles RC church on 9 December 1978. We moved to 39 Parklands Road, Tean, in 1979 where my daughter

Victoria was born on 26 June 1980. However, after a long illness, Kay died on 21 January 1986. I then transferred to the BT Technical College at Yarnfield where I was in charge of the purchasing group for the whole of the BT Training Division, and where I was further promoted to a senior management role until the group moved to Wolverhampton in 1991. I enjoyed my time at Yarnfield as the college was a nice place to work and the people were pleasant with a good social life, but I did not enjoy the move to Wolverhampton. With the extra workload and the daily grind of commuting, I decided after three years that it was time to take early retirement, which I did in 1994. This was a good move as it enabled my second wife Margaret and me to enjoy a new life and to travel much more than had been possible before, as well as do other things we wanted. I married Claire Marlene Jones (Margaret) on 13 August 1994 at Cheadle Methodist Church, and we remain married to this day, enjoying more than 23 years of marriage. We lived at Tean for a couple of years until 1996, before eventually moving to our present bungalow at 8 Ash Tree Hill, Cheadle in 1996 where still live today.

CLASSIC TRIAL MAGAZINE 2017 • ISSUE 23

AMBASSADOR PETER J BEARDMORE Another 1967 TT shot, but this time of the sidecar pairing of Klaus Enders & Rolf Engahart.

Motorcycles played a part of the family in the early days, as seen here with Peter’s younger brother Les on his D7 BSA Bantam.

The lifelong interest in the sport started in 1962 with visits to Oulton Park and to the Isle of Man TT, which has continued to this day. He first marshalled at the TT in 1968 for about 12 years. This picture is of Peter with the great Giacomo Agostini at the 1965 TT.

The marshalling days began at Darley Moor in 1965, and he has retained an excellent relationship with the club to this day. He started to marshal at Mallory Park in 1967 and eventually took over as Chief Marshal in the 1980s.

Peter’s pictures are a credit to him from his early visits to the TT. This is Phil Read in 1967 on the Yamaha.

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The marshal’s job does have some good perks!

SPECIAL BSA B40

By Harry Stitt Many years ago I saw photographs of my hero, a very young Martin Lampkin riding his 250cc BSA in his first Scottish Six Days Trial in 1967. In his face you can see the dream of a future world trials champion riding my ‘dream’ machine. Over the years I have collected photographs of the Works BSA team riders including, from trials: the Lampkin brothers, Jeff Smith, Jim Sandiford, Scott Ellis, and Dave Rowland, to name but a few, and also including the motocross stars such as Keith Hickman, John Banks, Vic Eastwood etc. Two years ago I finally purchased my first BSA B40, and my thoughts were to build a trials Special with a British hand-built frame.

Some of the early sketches of how I wanted this machine to look.

Words: Justyn Norek Snr and Jnr and John Hulme • Pictures: Justyn Norek Snr and Brian Holder

had done some sketches of how I would like this machine to look, and started research on the web for special trials frame builders in the UK... I found quite a few, including Cheney, Drayton, Faber, Mead, Mojo, Wasp and Whitlock… I took a close look at their products as some had only ever produced motocross kits, and I also realised this would be a very costly project!

Pure Chance

Then by pure chance I saw a photograph of a young guy with a motocross frame he had built, so my next thought was to contact him. I did some more research and manged to locate his email address through his very kind brother-in-law. I enthusiastically contacted him with many, many questions. I was quite surprised when I got an

This is how I would like to see the fuel tank integrated with a seat base made in aluminium – maybe later?

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SPECIAL BSA B40

Way back in 1968 I did sketch of a ‘CE’ logo for the late great machine builder Eric Cheney. He spoke with me and adopted it to put on all his famous Cheney machines that he built. My thoughts were ‘after half a century why should I not try to do it again?’ I put some quick ideas down on paper and sent them to Harry, he responded, selecting one, and asked to include symbol of a running hare as he has always liked this animal.

I think you will agree that it looks like a very classic machine with the marriage of the engine and frame.

Some of the Works BSA trials machines included this yellow finish on the fuel tank. The Classic Trial Magazine logo enhances the traditional look.

The engine unit for a four-stroke is quite compact.

A New Logo

From this right-hand-side picture the engine looks much taller.

immediate answer and it was a huge ‘yes’. I was so happy I even checked the grin on my face in the mirror! He explained that he also loved this fourstroke engine and that for many years he had looked into the idea of building a trials frame to house it as he wanted to see this project through for himself. After speaking with Harry Stitt I had this vision of a young guy in the cellar fabricating and welding frames and so I made the decision to place an order. He had only ever made around a dozen frames and mine would be number 14. Once I had placed the order he told me that he would purchase the tubing and materials to construct the frame kit.

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I made some loose sketches on how I would like to see the fuel tank integrated with the seat base made in aluminium. The next question for me to answer was what to call this Special machine? What did Harry want me to call the machine, had he a logo, a name registered that I could put alongside the proud BSA logo? He told me that nothing was registered to his name. Way back in 1968 I did sketch of a ‘CE’ logo for the late great machine builder Eric Cheney. He spoke with me and adopted it to put on all his famous Cheney machines that he built. I thought: ‘after half a century why should I not try to do it again?’ I put some quick ideas down on paper and sent them to Harry; he quickly responded, selected one, and asked to include symbol of a running hare as he has always liked this animal. Thus I added silhouette of running hare and sent it back. He liked it and wrote back to me to say that he will use it on all the frames and motorcycles that he builds from now on.

One thing I plan to improve is the fitting of a thicker bash plate. The current one is 5mm thick and already it’s bent in few spots due to contacts with rocks such as this one.

FLASHBACK INTERNATIONAL

INDOOR ONLY – THE BEGINNING:

1978–1985

It’s Thursday night, October 20th, 1977. Solo Moto is working on the magazine, it’s 22:35pm, and the autumn air is still warm. The office is full of atmosphere, many are working, and the strong smell of smoke is in the air. The international trials season has already drawn to a close. Finland’s Yrjo Vesterinen is the FIM Trials World Champion for the second year, fellow Bultaco rider Manuel Soler has won the Cingles Three Day. Juan Garcia-Luque is the editor and holds one of the most prestigious pens in the world of trials. He is finishing the weekly magazine, checking its content and thinking already of next week’s content and copy deadline. Juan is starting to notice something more calm about his job as he realises he will soon have more time to test some of the new models and generate some rider interviews. He feels more at peace with the job, absorbed in his work. The ‘boss’ Jaime Alguersuari enters into his office: “Juan I have a job for you, I need some words from you to give life to the most important indoor trial in the world”. An indoor trial that, these 40 years later on, remains the reference point for others. Words: Valenti Fontsere and Yoomee • Pictures: Mauri/ Fontsere Collection and the Giulio Mauri Copyright and Solo Moto Magazine

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FLASHBACK INTERNATIONAL

1978: Yrjo Vesterinen (Bultaco-FIN) – The hot favourite to win, and world trials champion was pushed into second.

1978: Jaime Subira (Montesa-ESP) – “I have got something that nobody can take away: the rider who won the first Indoor Solo Moto”.

n 1977 Juan Garcia Luque suggested to Jaime Alguersuari, both founders of the magazine in 1975, his idea for the creation of the Rider of the Year Solo Moto prizes, following the initiative of other European magazines that were already doing it. Jaime likes the idea, and at the end of 1976, the awards are presented, in a location provided for the occasion by Coca-Cola. The enclosure is small, and as a result, Alguersuari begins to think of a new location, more suitable and larger. In a moment he thinks why not do it in the Palace of Sports of Barcelona, normally used for Basketball? But he also automatically thinks he will need something to fill the Palace to the limit. The mind of Alguersuari lights up, and they decide that they can organise an indoor trial as a complement to the Solo Moto Rider of the Year Awards. It will showcase the ‘dynamic balance’ of trials.

Early Indoors

1978: Quicko Paya (Ossa-ESP) – The mighty three Spanish manufacturers were all on the podium.

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Timeline: Friday, October 21, 1977. Juan Garcia-Luque arrives in the newsroom and is a bit absorbed in his world. He asks some questions about the indoor, quite puzzled: “Which riders do you invite, who will handle the permits, who will build the hazards, what dates…”. The months of November and December will see frenzied activity, and little by little they are clearing any doubts. The date is finally chosen as Thursday, January 24, 1978, in the evening, starting at 8pm. The indoor Solo Moto trials will become the test of the more prestigious riders but what many do not know is that the indoor Solo Moto was not the first to exist. Leaving aside some exhibitions by the master, Sammy Miller, such as when he rode over an old Studebaker car in Charlottesville, North Carolina, USA with his Honda TL 250, there were a couple of events that were previously contested indoors unlike the American exhibition. Based in Holland Mick Andrews, in association with Yamaha Europe, organised a local event. The riding standard was modest and had it not been for the presence of Andrews it would have gone unnoticed. Moving a little further north to Helsinki, during the summer of 1977 Esboo Motor Club organised an indoor trial and invited a few well-known riders including World Champion Yrjo Vesterinen. Other riders were expected to participate, but injuries and other commitments kept them away from the Finnish capital. The result was 1: Vesterinen 27; 2: Soler 29; 3: Ryssy 30; 4: Erakare 36; 5: Lampkin 40. There was an open-air ‘indoor’ event in Spain at Mollet del Valles a mere 30km from Barcelona with typical artificial obstacles of the time: logs, tyres, cars, drums, with a victory for Jaime Subira ahead of an unknown junior rider by the name of Toni Gorgot. Working in Solo Moto, Juan Garcia-Luque made the statement: “In general I think that most riders should be financially rewarded as the indoor trials could be very profitable”.

PROJECT THE TALON MICKMAR Bob Currie used this superb open-engine drawing in an article on the Mickmar project for Motor Cycle.

A home brew

It was a very interesting conversation, firstly with Mick Bowers about the BSA Bantam trials project, that then led to a phone call to a certain Michael Martin. My father Ron had mentioned his name on many occasions, and I, as a young person, had seen this ‘Mickmar’ trials machine in action. I asked Michael Martin if he could put the story of this trials project into words and he kindly provided what we have here today. I find my job a privilege, and that is how it left me feeling after reading his words which I will leave you, the readers, to enjoy.

Is this the ultimate BSA Bantam trials model? When Michael had been in charge of the engineering of the BSA Bantam he conceived the machine that could have secured its trials future. The vision of a new BSA Bantam through the eyes of Michael Martin – The Pinto.

A new model BSA Bantam trials perhaps, with the new 175cc five-speed two-stroke engine

Words: Michael Martin and John Hulme • Pictures: Michael Martin, Bob Light, Anne Scuse, Barry Robinson, Motor Cycle and Yoomee Archive

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PROJECT THE TALON MICKMAR The new Mickmar engine.

This is the picture of the Montesa Impala and its ingenious use of grooves and pins instead of the conventional splines more commonly found in the gearbox. The complete Saracen Invader with the Mickmar engine housed in the frame.

t the time of the start of the BSA Group crash I was working at The BSA Group Motor Cycle Research Centre, Umberslade Hall, at the time rejoicing in the job title of Chief Project Manager – Single Cylinders. So in 1972, I elected to take my redundancy money and set up Mickmar Engines.

A Mickmar Engine

Some years earlier I had been Group Chief Development Engineer of BSA General Engineering Division at Redditch, Worcestershire, which amongst many things produced the BSA range of industrial and agricultural engines. The General Engineering division had been disbanded so that the main Redditch factory could be switched totally to motorcycle production, and the power unit business was sold to Villiers. A group of us had discussed setting up a power unit manufacturing business of our own, but this had only been talk. Apart from that, the Mickmar Engine project was not a long, drawn-out project; it was quite a sudden decision to set off into the blue with the new engine! Even the name was derived by the lads that worked for me at Umberslade Hall who thought up the name — not that difficult! In the last month, before I left they would tell people who were visiting me ‘you’re wasting time talking to him, he can only think of his Mickmar Engine’. During that last month, I did work very hard at making sure that the projects I had worked on were properly documented and handed over to the appropriate people. I did visit Bert Hopwood,

CLASSIC TRIAL MAGAZINE 2017 • ISSUE 23

the main man at Triumph, who had no time for the Umberslade set up. He asked me what I was going to do and by that time I could see no point in being other than truthful. “I am going to set up a business to manufacture engines. Firstly I am looking at doing a 175cc five-speed two-stroke engine. I want to fill the gap left by the withdrawal of the Villiers Engines from the market” I said. When I had been in charge of the engineering of the BSA Bantam and the future range of twostroke engines at BSA we had started to look at the smaller capacity sizes for the future two-strokes. We had got up to the point where we had got wooden patterns for the new proposed 175cc engine. The project had stopped there and the projects mothballed. Mr Hopwood, with a grin and a wink, said: “I suppose you know where the pattern equipment is for the abandoned 175 is?” I said: “Say no more sir!” In fact, we set out with the widest of objectives not just as narrow as motorcycle engines. Indeed we did do a design of a 150cc side-valve engine for Atco lawn mowers and a scotch crank engine for a local foundry. However, the first important project was to get a two-stroke trials engine going. At that time there was still a vestige of a motorcycle industry that had existed around the Villiers engine. They were looking for a sensible engine. Minarelli and Puch engines had been tried and found wanting. However that opportunity to supply engines was, in fact, time-limited. Firms were stopping production of motorcycles almost by the month.

By the time we got sorted the market had gone. We then needed premises, and we found an old unit in Selly Oak, Birmingham, that had made delivery carriages for horse-drawn Co-op operations. It was a somewhat rickety unit on three floors. The top floor, being on street level, had access to Bristol Road and the lowest level had access to the canal. It was about a mile from the old Ariel factory. Initially, the team consisted of me, my then wife, Roy Richmond who had worked for me as a Project Engineer at Redditch and Umberslade and Mac McGowan, who had worked for me at Redditch & Umberslade and previously at Royal Enfield. Mac was the most hands-on of all of us. Roy didn’t like the Selly Oak premises and only lasted about a month, and was replaced by Rod Arscott. Rod was a family friend previously working for the City of Birmingham Public Works Department. Anyway, I got on and indeed designed a 175cc piston-ported two-stroke engine with a bolted on five-speed gearbox. I was well known in the motorcycle world at that time, and we had plenty of publicity. Bob Currie, then Motor Cycle’s Midland Editor, was an enthusiastic supporter and was always calling in to see how we were doing. The result of this publicity was an approach from Greeves. Greeves did not want a 175cc. It had to be 250cc. So my wonderful ex BSA 175cc castings were no use to me! However, one set of castings I converted in my guise as chief pattern maker to make 250cc heads and barrel patterns.

MEETING ERIC ADCOCK

DOT to DOT My late father Ron had purchased a new DOT as one of his first ever trials machines. The stories of taking it back to Manchester on the train to the DOT factory were always a constant source of amusement, as it was definitely not ‘Devoid Of Trouble’. Over the years he would become friends with Eric Adcock, and he insisted that at some point I generate an article on him. A very enjoyable afternoon was spent with Eric, and here we bring you his life from DOT to DOT. Words: Eric Adcock talks with John Hulme • Pictures: Alan Vines, Brian Holder, Don Morley, Malcolm Carling, DOT, Bremmer’s Press Agency, Ray Biddle, Oldham Chronicle, Raymond’s Press Agency, Bob Light for the Motor Cycling, G M Pellett, Motorcycle News, The Nick Nicholls Collection at Morton’s Archive and Isle of Man Times. Eric donated the pictures in this article from his collection given to him over the years. With the passage of time, we could not find out who many of the copyright owners were, so we do apologise if some are recognised by the owners. Please contact us if you feel we have used your pictures.

My father Jack Adcock and passenger Jim Dunkerley (350 Rudge) in October 1931, crossing a stream at ‘Scouthead’ about three miles from Oldham town centre.

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MEETING ERIC ADCOCK

1952: Red Rose Trial on the new Francis Barnett; finished 10th and won a First Class Award.

Early Days

I was lucky to be born into a motorcycling family as both my parents had motorcycles in the 1920s before they married. By the end of the 1920s and 1930s my father had joined the Oldham Motor Sports Club and was competing in all types of off-road events, on Rudges in the Saddleworth area. The war curtailed his competition career, and after the war, we would go to watch trials and scrambles in the North West and Cheshire. At one event at Marple, I got to know a youth about my age who had cycled from Moston. His name was Jack Mathews, and we remained friends until his untimely death in 1993. We used to meet up most weekends and makeup trials sections for our push bikes, and this was our training for motorcycle trials a couple of years later. It was while we attended scrambles I learned how to ride a motorcycle, as at these events as the car park emptied I would ride my father’s outfit around the car park! As I approached 16 we started to look for a trials machine, but as I was only about 5’ 4” and nine stone the four-stroke models were too big and heavy, so we placed an order for a new 197 DOT with Auty & Lees in Bury. The owner, Ginger Lees, was a friend of my father from pre-war events. As my birthday approached they could not tell us when a DOT would be delivered, so we looked elsewhere to see what was available. Another big motorcycle dealer in Bury was Cliff Holden — later to become the Ossa and SWM importer — who was also a good scrambler and had a new BSA Bantam on display. After trying it for the size, we bought it. The salesman was none other than Bill Barugh, who was just starting his long association with DOT motorcycles.

Manor Steps 1954, losing five marks and only a Second Class Award.

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At home in 1954. The large trophy in the centre is the Cheshire Centre Team Award won by the Manchester 17 MCC with Doug Chadwick, Tom Leach and myself.

1952: Clayton Trial at Robinson Rocks; won a Second Class Award.

1953: Welsh Two Day Trial on a four-speed Francis Barnett; the section is Fe-Llwyd.

SPORT KIA TWINSHOCK CHAMPIONSHIP

A traditional series

The 2017 Kia Twinshock Series Championship has once again provided a wide and varied championship, covering the whole of the UK to provide a very traditional series for everyone to enjoy over its nine rounds. Since the start of this championship a few years ago it’s seen a wide variety of old machinery come out of the sheds and garages to be ridden and enjoyed. This is the true spirit of the championship. It has also got riders from the past who had disappeared from the motorcycle scene back in the seat and competing, and in some cases winning. The wide and often varied machinery has attracted much interest, from the guy who wants to ride a very traditional machine to the guy who wants to take the older machines into the modern era. With a choice of four classes on both the Expert and Clubman routes it gives the riders to enjoy a day’s sport at a level of competition that they are happy with, and judging by the smiles on their faces the formula has worked very well, attracting good strong entries at the majority of the rounds. Words: Steven Crane • Pictures: Gillian Mcaveety and Matthew Welch

Richard Allen (Honda)

Dave Wood (Bultaco)

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SPORT KIA TWINSHOCK CHAMPIONSHIP

Dean Devereux (Honda)

Olly Wareing (Fantic)

Stephen Bisby (Ossa)

Rob McElnea (Honda)

Robert Faulkner (Yamaha)

Expert Championship

With the opportunity to drop two rounds from the total of nine it’s allowed the series to develop the championship as the season has progressed, leaving a few twists and turns in the outcome. On the Expert routes the experienced Stephen Bisby on his distinctive Orange 250 Ossa ‘Gripper’ has been a consistent force to be reckoned with in the Historic Spanish class, winning two rounds and the championship. Winning the only three rounds he competed in Gary Younghusband (Bultaco) showed excellent form, with singleround wins from David Wood (Ossa) and James Moorhouse (Bultaco). In the Monoshock class it’s been quite a different story as the winners and machinery

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David Carter (Gas Gas)

Harry Stanistreet (Ariel)

have been varied. Dan Sanders (Yamaha) took the title with two wins but second placed Rob Faulkner (Yamaha) only won one round all season despite contesting the whole series. Another rider contesting the nine rounds was Dean Devereux (Honda), who came home third despite not winning a single round. Other wins came from Steve Bird (Yamaha), who won two, and one from David Carter (Gas Gas), last year’s champion Colin Ward Snr (Yamaha), John Cowley (Honda) and youngster Chris Alford who had a run out on a Yamaha. For some reason or other the Britshock Pre-72 class was not that well supported. It still produced a winner in Nigel Scott (Triumph) who took four victories, with the others coming from Ian Peberdy (BSA), James Francis (BSA),

Phil Houghton on his ‘rasping’ Triumph Twin, Martyn Wilmore (BSA) and another ‘Big Bike Rider’ Mark Stokes on his fearsome Trifield. Very competitive due to the nature of the machinery the Twinshock class was won by four-stroke Honda mounted Richard Allen who included two victories on his way to the title. Second placed Olly Wareing (Fantic) remained at the podium on many occasions despite not taking any victories. In third position Roman Kyrnyckyj (SWM) had two wins as the elder of the two Hipwell brothers Andy steered his Honda to a single victory and fourth in the series. Sheffield based Darren Wasley contested three rounds on his 240 Fantic and won two of them, with Nic Draper taking a single win on his Yamaha alongside Wayne Jones (Fantic).

PARTS LOCATOR

TRAIL AND TRIALS UK Tel: 01334 840414 Email: john@tytrials.com Web: www.tytrials.com

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CLASSIC TRIAL MAGAZINE 2017 • ISSUE 23

SPORT DARTMOOR TWO DAY

Far and Wide The South West Classic Trials Association’s annual Dartmoor Two-Day Classic Trial attracted the maximum allowable entry of 125 riders in early September, in a showery but warm South Devon sunshine. From the Isle of Wight to Yorkshire and Kent, to South Wales and Cornwall they came to sample the cream of Devon’s Classic weekends. The Pre-65 and Twin-Shock entrants faced two laps of 19 sections on each of the two venues over the two days, through the mainly rocky streams and rock strewn boulders in the wooded copses below the famous ‘Hound Tor’ at Widecombe-in-the-Moor on the higher reaches of Dartmoor. A few miles away under the shadow of the equally famous Ruby Rocks sections on the lower slopes of the moor lay the venue for day two at ‘Paradise’. Run as a joint venture between the South West Classic and the West of England Club this was the 30th running of the event, which was sponsored by The Twinshock Shop boss John McDonald. Article: Mike Naish

Thorne Beckley Pett (Fantic)

Bob Hill (Ariel)

Mike Fear (Triumph)

CLASSIC TRIAL MAGAZINE 2017 • ISSUE 23

SPORT DARTMOOR TWO DAY

Headline Eribea venduntibus ellamus rerum eos dus del mo cor alignatis sed earupta quodita ssitatur aute ne delit quodit aut recullorem que con re preste plaborepelis eos aped modit optae verum volectur am, tem nonsequ idelibus sitatis sinvenihit id endelignis simus dolore quias excescid experro earum dolessi acearuptia sendunto iur rerum labor as repudae stotas solut re vollenis eveliquam, quam quunt moloren derunt laceped es cus doluptas maximincto earum explatem volor aliquis cora esseratque etur, officabore eiciis repe volorep udandenis nonsedipsae pelibustem harum que etur maximpe rfernatur restium et labo. Ebitatem atur sam lam con platem int faces dis et, escimusam santur, tet eos et vene ipiditatist est est, nonemquunt estiae est, officit excescium nulparcitis autaquis as etur, cus quaerru ptibus asim venis rerspid exped ma nostem accaborrum veliqui aces quisquas mo quatem faccate samendam, conse eos. Words: Stuart Taylor Pictures: Justyn Norek

orn into a Yorkshire farming family his own machines. John Brise was the Montesa prototype 310cc machines to help with the Rob Shepherd was used to finding importer before Jim Sandiford came along and development, and at the end of the 1974 season Chris Berry (Yamaha) Mark Lucas (BSA) Sean Donaghy (Majesty) his way around farm vehicles in the it was he who realised Shepherd’s potential he would move into sixth place in the European Saturday busy environment. When he was fourteen the and supplied him with a supported machine to Championship. When Malcolm Rathmell arrived The Wetherby rain sweeping Motor Cycle across Club the approached moor overnight his onlyjoin marginally the Montesa raised team theforlevel the Scottish Six Days at Montesa the machine would be released of father the Alan streams to ask that forrun permission eventually to use down hisinto the river TrialDart in May — not 1971, enough where to he came home in 10th for sale after further development to become alter vast area the sections. of farmland The at Pateley Star route Bridge, for Pre-65s North and twin-shocks place. At seventeen was quite he won testing the national Peak the model Cota 348. In the mid 70s Rob went and Yorkshire Thorne to run Beckley trials Pett on; this from was North in the Devon late was the and only Kickham one toTrials retainand a clean came second behind Bill through a very poor run of results and Montesa sheet. 60s andClose trialsbehind are still was run on Chris the farm Berrytoand the Ian Baker Wilkinson both on one in themark famous withAllan MickJefferies Trial, the made it clear in 1976 that his works contract Thompson present day.on Histwo. first ever trial was on a Greeves one to win in Yorkshire. He also took the runnerwould not be renewed for the next season. The Scottish Most of purchased the star entry by hiswas father. on twin-shocks He made some but eventual up spot Pre-65 to thewinner Irish man Scott Sammy Miller, the man Suzuki trial’s project was in full swing and it Dommett valiant attempts from Cornwall at the sections was out and onfinished his DOT. theScott managed to beat at the to collect time, who five marks would later take him was they who made enquires to see if Shepherd when trial black his front and blue wheel with momentarily bruises; at caught the evening a tree stump under on his section wingthree at theand Clayton he Trial. would be interested in riding the new machine. rebounded, meal on the going farm after backwards the event inhe thewas process, so sore to end theEvery first day Yorkshireman on seven marks wantslost. to win the Word soon started to circulate on the trials scene heThe could Gentlefolk not sit down route atfollowed the tablemostly to eat –easier but lines but gruelling not many Scott scores time and wereobservation in Trial and that he was on single he hadfigures. got the trials The best bug.recorded Seeing his score young on this son route Shepherd on day onewas wasnoMichael different. Clarke He really shot into who have managed so much enjoyment to lose justriding a single themark Greeves on the on twisted therockery headlines of section when atseven. the tender age of eighteen theThe farm best ledof Alan theto bigger buy amachines brand newwas Villiers posted by SWCTA he woncommittee a treasuredman Scott Bob spoon. Hill He followed from engined Cheddar Cottonon trials his 500 machine. Ariel.Rob For was this group so section this 11 success took theby most winning marks;the a long Peak Trial yet meandering excited he spent climb hour over after thehour granite practising boulders onin the the stream again,coming taking the down scalps fromofthe many of his friends high new trials moor.machine There was on sections grip on the he had granite marked but concentration and rivals was – Shepherd needed to was stickon tothe attack. 1972 the out on linethe where farm.the Hewater soon was became flowing. a Yorkshire would be the year when he was accepted as Centre At the expert end of at day the tender one it was age of allsixteen, to play for after as someaof true thecontender campers joined for trials thehonours. He would Steve Mote (Bultaco) organisers taking two novice down to awards a localinrestaurant his first couple for anofevening finish meal. the year with a fifth place at the SSDT Yorkshire Centre events. He started to enjoy trials and a tenth in the European Championship, so much he progressed to a Montesa and started but the icing on the cake would be at the super to ride in National trials to gain experience, and tough Scott Trial. Best on time and observation an 11th place in the 1970 British Experts was he took the win in style, a proper Scott win. a superb result. This attracted the attention of Norman Crooks Motorcycles. He supplied the A Works Contract young Shepherd with a new 250cc Bultaco in late This win really brought him into the November. He would spend the early part of the spotlight, and his reward was a full works S3 CHAMPIONSHIP 1971 season gaining much more experience on contract to ride directly for the Montesa factory POSITIONS AFTER 6 OF 8 ROUNDS the UK trials scene. During this learning period in Spain; this would allow him more time to he always had stiff opposition in the form of concentrate on practising. With the Montesa WORLD TRIAL CHAMPIONSHIP fellow established “Yorkies” like the Lampkin Cota in full production Shepherd was now well LADIES (ROUTE A): 1: Joanne Coles (Gas Gas) 16; 2: brothers, Malcolm Rathmell, Mick and Bill established in the team. In 1973 he would win Becky Cook (Sherco) 22; 3: Emma Bristow (Gas Gas) Wilkinson amongst others, and this helped to the prestigious Pinhard Trophy for the most 38; 4: Donna Fox (Sherco) 52. speed up his maturity on the machines and also promising under-21 rider and be a regular YOUTH A CLASS (ROUTE A): 1: Hannah Styles (Gas give him valuable experience in how to deal with top ten finisher in the majority of events he Gas) 65; 2: Danielle Whitham (Beta) 100. the opposition. At this time he still had to pay for would enter. Montesa gave him one of the new YOUTH B CLASS (ROUTE B): 1: Chloe Richardson (Sherco) 10; 2: Nikita Smith (Gas Gas) 12; 3: Kate Hunter (Sherco) 41; 4: Simone Wallis (Gas Gas) 53; 5: Hannah Richardson (Gas Gas) 63.

YOUTH C CLASS (ROUTE C): 1: Beth Waite (Beta) 13; 2: Maise Payne (Beta) 26; 3: Naimh Richardson (Beta) 30; 4: Gabby Whitham (Beta) 66; 5: Alice Minta (Gas Gas) 97.

“it laceped es cus doluptas maximincto earum explatem volor cora esseratque etur, officabore Louisealiquis Atkins (Fantic) Martin Gilbert (Fantic) eiciis repe volorep” CLASSIC TRIAL MAGAZINE 2017 • ISSUE 23

LADIES INTERMEDIATE (ROUTE B): 1: Emma Morphett

(Beta) 25; 2: Lianda Dabill (Gas Gas) 28; 3: Caz Alford (Gas Gas) 28; 4: Harriet Shore (Gas Gas) 43; 5: Vicky Ellis (Beta) Michael Clarke45. (Bultaco)

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CLASSIC TRIAL MAGAZINE 2017 â€¢ ISSUE 23

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20 YEARS OF TWINSHOCK TRIALS, VOLUME 1

20 YEARS OF TWINSHOCK TRIALS, VOLUME 2

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SPANISH TRIAL MACHINES

LOCHABER SCOTTISH SIX DAYS TRIALS 1909-2011

PRE-65 ‘SCOTTISH’ 2017 DVD

2 20 Years of Twinshock Trials, Volume 2: £19.99 The book contains a pictorial look at the men and machines in twinshock trials from 1965 – 1985 and contains 124 pages. With 229 captioned pictures in black and white enjoy this golden era in trials. The book is A4 size and comes in the semi hardback format.

3 20 Years of Twinshock Trials, Volume 3: £19.99 The book contains a pictorial look at the men and machines in twinshock trials from 1965 – 1985 and contains 126 pages. With 224 captioned pictures in black and white enjoy this golden era in trials. The book is A4 size and comes in the semi hardback format.

4 Spanish Trials Machines: £24.99 This book covers in its 126 pages the history of Spanish trials machines between the years 1965 – 2010. Each brand is covered with a brief informative history including: Alfer – Bultaco – Clipic – Gas Gas – JJ Cobas – Mecatechno – Merlin – Montesa – Ossa – Sherco – Xispa – XPA. With 235 captioned pictures, including some colour images, enjoy a look at this history of Spanish trials machines. The book is A4 size and comes in the semi hardback format.

5 Lochaber Scottish Six Days Trial 1909-2011: £24.99 To celebrate 100 years of this famous event Yoomee produced this superb collection of over 200 images, with over half in full colour. Each image comes with its own informative text written by Deryk Wylde and John Hulme on this true test of man and machine. The book is A4 size and contains 132 pages, and comes in the semi hardback landscape format.

6 Pre-65 ‘Scottish’ 2017 DVD: £19.99 This fantastic classic trial had the weather smiling on it as riders and spectators who flocked form around the globe to enjoy the two days of competion around Kinlochleven. The film features a vast number of competitors.

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