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CELEBRATION

MONTESA COTA COMPETITION

1968 SSDT MIKE RAPLEY SPRING 2018 Issue 24 • UK: £6.25

MY DIARY

PROFILE

JACK GALLOWAY MICHAEL MARTIN WHO IS?

SSDT

WHO IS?

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: Steam comes off the low sprung Greeves of Paul Swaddle — The Arbuthnot Trial Credit: AW Sports Photo

Cover Photo: Gordon Farley (Montesa) Picture Credit: The Nick Nicholls Collection at Mortons Archive © 2018 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 2017 �� 10 Shopping �� 14 Paddock 1968 �� 16 Subscribe �� 46 Poster �� 49 Parts Locator �� 90 Shop �� 96

FEATURES Classic Competition �� 18 1968 SSDT

Sidecar �� 28 SWM

Traditional �� 32 Arbutnot Trial

My Diary �� 38 Mike Rapley

Celebration �� 54 Montesa Cota

International �� 66 1978 TWC

Profile �� 72 Jack Galloway

Who Is �� 80 Michael Martin

Test �� 86 Bosis 125cc Fantic

Make a Date �� 92 French Classic Trials 2018

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

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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

HAGON CELEBRATE 60 YEARS From its beginnings in the family shed in 1958, Hagon has grown over the years to serve a network of worldwide distributors for the shock absorber side of the business covering an impressive range of Classic, Off-Road and Modern applications whilst also offering wheel rebuild services in the UK. The racing career of Alf Hagon began with his grass-track debut in 1947, going on to win many championships over the years before turning his attentions to sprinting / drag racing. He posted the first sub 10sec ¼ mile run in 1967 and was also the first to crack 200mph in the UK on his 1260cc Supercharged Jap V-Twin the following year. To the undoubted delight of his racing rivals he retired in 1969 after being unbeaten in his last 28 meetings to concentrate on

SUBSCRIPTION ONLY

We are asked on various occasions 'where can I buy Classic Trial 24 23 Magazine?' It’s only available on subscription direct from us at our office or our website www. trialmaguk.com COSTA Yes, we do attend the two BRAVA 2017 UK off-road shows at Telford and Stoneleigh, but that’s all. Our other outlet is the CELEBRATION Magazine Man, who can MONTE SA COTA CONVERSION PETER be found at many shows PETER GAUNT BEARDMORE 1968 SSDT JACK GALLOWAY in the UK and Europe with DUCATI 350 ERIC ADCOCK MIKE RAPLEY MICHAEL MARTIN current and back issues. In Australia both Trial and Classic Trial Magazines are available from Paul Arnott who provides an excellent service at: www.thehellteam.com. What we would ask is that when you receive your subscription letters in the post direct from Classic Trial Magazine you return them as promptly as possible so we can keep your subscription up to date. You can also re-subscribe on the website. We are a small dedicated team, if you email any enquires please include your full name and Dave Cooper address details. • MOTORCYCLE • CYCLE • SIDE-CAR • CLASSIC • COMPETITION • FEATURES •

• MOTORCYCLE • CYCLE • SIDE-CAR • CLASSIC • COMPETITION • FEATURES •

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Issue

AMBASSADOR

COMPETITION

MEETING

SPECIAL

SPRING 2018 Issue 24 • UK: £6.25

WINTER 2017 Issue 23 • UK: £6.25

CONVERSION

PROFILE

MY DIARY

MEETING

WHO IS?

MY DIARY

PROFILE

AMBASSADOR

Classic Trial Magazine Issue 24.indd

SSDT

WHO IS?

26/01/2018 13:41

his growing business commitments. During his riding career Alf introduced many innovative ideas to motorcycling. There were over 1000 complete machines – frame kits, made overall, and they have been advertising ‘Are you hiding a Hagon’ for a while to find the old machines. The response was good, and at the Hagon sponsored Classic Dirt Bike Show at Telford some examples of the Hagon built machines from the different racing disciplines they have been involved with from Drag Racing, Grass track, Motocross, Sidecar cross, Sprinting and Long Track racing will be displayed. Sadly Trials seemed not to appear on the radar of Alf’s motorcycle building skills – you can ask him why not at Telford – but a regular family friend and visitor to the Hagon Shop in Leyton was Don Smith.

2018 DATES KIA NATIONAL TWIN-SHOCK SERIES February 25: Aqueduct Classics March 25: Castleside TC April 22: Scunthorpe May 20: Manchester 17 June 17: Spen Valley MCC July 22: Nene Valley MCC September 1: Torridge & DMCC September 30: Hillsborough MCC October 28: Central Wales AC

ACU NORMANDALE MASTERS CHAMPIONSHIP

February 4: Castle Colchester MCC April 21: West Cornwall MC April 22: Torridge & DMCC May 29: Lyn MC June 17: Mansfield Maun MCC October 6: West of England MC October 7: Otter Vale MCC October 21: South Birmingham MC October 28: Sheffield and Hallamshire

MAJOR UK CLASSIC TRIALS

May 4/5: Pre-65 Scottish May 26/27: Blue Bar Trophy June 9/10: Highland Classic Alvie August 25/26: Manx Classic Two Day September 8/9: Dartmoor Classic Two Day

Trial Mag 0817.pdf

14/08/2017

22:51

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CMY

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CLASSIC TRIAL MAGAZINE 2018 • ISSUE 24

Trail

TRIALS

Telephone 4 1 4 0 4 8 4 3 3 01

parts Yamaha T Y parts Honda trials T250 parts Kawasaki K cessories c a ls ia r t ic Class rail shocks T & X M , o r u ls, End Classic Tria and kits s t e k c o r p s Chains, & TT parts Yamaha XT parts Yamaha DT anuals Workshop m

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CLASSIC TRIAL MAGAZINE 2018 • ISSUE 24

PADDOCK 2017

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CLASSIC TRIAL MAGAZINE 2018 â€¢ ISSUE 24

WET

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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 Acerbis Jet Aria Helmet sitatis sinvenihit id endelignis simus dolore quias excescid experro earum www.acerbis.it dolessi acearuptia sendunto iur rerum labor as repudae stotas solut re vollenis Mots Step 4 Riding Kit eveliquam. www.trialendurodirect.com 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 Majesty Caroline whoYamaha looked after the logistics. She has Control Cables attended every SSDT since a very early age. With www.yamaha-majesty.com the change of direction in the Montesa/Honda trials importership she will not have the famous 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 a novelty, after having been confined to Jitsie be Domino HT2 the Parc Ferme dayHelmets in day out running our service Fibre-Glass 7 - XXL forColour such Ways a longXS time. I can’t NOT do the drive up www.jitsie.com 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 certainly a VERY hard act to follow.

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 a real team effort. Exactly what this sport is all about. As for Amos in 2002, well what can I say... 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 service in Scotland?” and it’s a question we cannot politically answer. The switch to four-stroke (and being the leaders) should have paved the way S3for Racing Team Riding Kit MAKE AND MODEL NUMBER Montesa, but across the board it increased www.s3parts.com the SPECIFICATIONS base costs of the bikes and therefore the retail. The www.trialendurodirect.com 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 Clutch 12 plate Cycle rock... cut us in half and that’s what is says... Coupled 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 sport. That’s what Trials is about – always has been Rear Suspension Ohlin’s Shock-Absorber and always will be... Trials = Family and lifelong Brakes disc Ø 185/150 mm - AJP 4 and 2 Friendships … simple. piston callipers. Dimensions Seat height: 665 mm; Footrest height: 330 mm Dry Weight 60 kg (subject to confirmation) Fuel capacity 3.0 Litre. Rock Oil ‘Dirt Price £5,995 TYTrials Sump Guard. PriceTLR250/200 includes VAT. Price correct at time of print. Blaster’ Cleaner Honda & Reflex Models www.rockoil.comCONTACT www.tytrials.com

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CLASSIC TRIAL MAGAZINE 2018 • ISSUE 24

SHOPPING TRIALS

Headline Line Two

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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 Apico Titanium scram… Foot-Rests we generally let them. This sport is so Sandiford go hand in hand. The Sandiford www.apico.co.uk 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 Majesty Yamaha To win with James in 2007 was unbelievable… Stood way to enviable success with sales of machines, Aluminum Air-Box at the bottom of the hill with all my and James’s and competition success including SSDT and www.yamaha-majesty.com 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 of direction in the Montesa/Honda Personally for me that year I needed that, he knew trials importership she will not have the famous and didn’t disappoint. It was utterly fantastic Montesa hospitality in the Parc Ferme, leading her InMotion that Montesa InMotion Fantic Chain-Guard and a real team effort. Exactly what this sport is all to have her first holiday in May! www.inmotiontrials.com Cota 315 Mudguard “I really don’t know what I’m going to do with about. As for Amos in 2002, well what can I say... www.inmotiontrials.com myself that first week in May… It’s going to be very Amos and this family have a friendship going back strange. My brother is sad but relieved... he really YEARS (Back to Cyclo Trials Days) and his win was 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 FermeTYTrials day in day outYamaha running ourTY250R service service in Scotland?” and it’s a question we cannot for such a longTank time. I can’t NOT do the drive up politically answer. The switch to four-stroke (and Cover www.tytrials.com through Glencoe, wave at the tree growing out of being the leaders) should have paved the way for MAKE AND MODEL NUMBER the rock (long story… but as kids Dad used to wake Montesa, but across the board it increased the SPECIFICATIONS us up to look at the same! – Ask Hemmo’s and any base costs of the bikes and therefore the retail. The Motor Single cylinder 2-T water Lampkin, they used to get woken up to look at it economy took a downturn and the buying public cooled – 272cc (76 x 60) as well!) But yes, to watch some sections would be could no longer justify such a high end cost (despite Carburettor 26mm Ø Dell’Orto flat slide nice. Although I am sure I will feel like a spare part. the brand’s unrivalled reliability). Two-strokes made (These will be fitted to the No working out of delay times (Wow)... I can do a resurgence… sales of four-strokes diminished. production machine) them in my head I’ve been doing those for so long, With over 40 years of experience and Montesa Gear-Box 5 speed but I’m sure someone will chuck their delay card contacts all over the world we are a stick of Montesa Clutch 12 plate Cycle at me with the words “Caz – how long have I got?” rock... cut us in half and that’s what is says... Coupled Parts Frame 6063 specification Don’t get me wrong, the 14 hours (sometimes) on with unsurpassable knowledge and experience of the aluminium CNC machined that car park is extremely hard work; the loading brand it’s been a sad demise… But looking forward, Front Suspension Ø 40 mm Marzocchi of all the spares, the setting out of the same, the we as a family still have a commitment to the aluminium Betor Bultaco preparation and logistics of the “hire” bikes, looking sport. That’s what Trials is about – always has beenRear RShocks ear Suspension Ohlin’s Shock-Absorber www.inmotiontrials.com after riders… it’s always classed in our family as and always will be... Trials = Family and lifelong Brakes disc Ø 185/150 mm - AJP 4 and 2 THE WORST WEEK of the year… but it still holds Friendships … simple. piston callipers. that special place in our hearts. Our hospitality Dimensions Seat height: 665 mm; Footrest was branded “second to none” – other “contracted” height: 330 mm

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Dry Weight 60 kg (subject to confirmation) Fuel capacity 3.0 Litre. DVD 2017 Pre-65 Price £5,995 Price includes VAT. Price correct at time of print. SSDT Review www.trialmaguk.co.uk CONTACT

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More at www.shoptrialmag.com

CLASSIC TRIAL MAGAZINE 2018 • ISSUE 24

CLASSIC COMPETITION 1968 SSDT

Pure Miller Magic Even some fifty years on in 2018, if you mention the name Samuel Hamilton Miller in motorcycle circles a story will always come from the reply. Across all motorcycle disciplines, he has had some connection, but it was first in road racing where his sheer gritty determination to be the best was always evident in the Irishman's attitude to winning. The precision and attention to the preparation were applied to his machinery moved across from the four-stroke Ariel in late 1964 to the new two-stroke Bultaco Sherpa in 1965. Success was achieved immediately, and in many ways not much changed as he won the 'Scottish' and the British Trials championship. The once mighty manufacturing industry was in decline, and Miller knew it, hence the move to the Spanish Bultaco. As is well documented, his vision of the future of the trials motorcycle development fell on deaf ears in Great Britain, whereas in Spain it was received with a warm embracing welcome. The Lampkin brothers, Arthur and Alan, had put up a brave fight for the once proud BSA name as Arthur won the 1965 Scott and Alan the 1966 'Scottish' and Scott. By 1967 Miller was like a machine and took all the major honours in a truly magnificent season for himself and Bultaco. At the 1968 'Scottish' it was a case of 'Pure Miller Magic' as not only did he win the event but he set a new benchmark of five wins in the tough Highland event, overtaking both Hugh Viney and Gordon Jackson with four victories each. The first ever manufacturers' win for a foreign brand, with the Bultaco team consisting of Miller, Arthur Dovey and Jim Sandiford, was the icing on the cake. The Spanish had arrived. Gordon Farley (250 Greeves): Heading Miller on the Tuesday and taking the ‘Best up to 250cc’ Cup was the highlight of the week.

Words: Yoomee, Motor Cycle/Mortons Archive, John Moffat and Trials Guru Pictures: Brian Holder, The Nick Nicholls Collection at Mortons Archive

CLASSIC TRIAL MAGAZINE 2018 • ISSUE 24

CLASSIC COMPETITION 1968 SSDT

Rob Edwards (250 Cotton) – German Camp: Finishing on the same marks as Lampkin the 4th position place was decided on the tiebreaker. This was decided on ‘Star’ hills, nominated at the start of the six days. Mick Andrews (250 Ossa) – Laggan Locks: With the ongoing development of the Spanish machine Andrews proved its reliability as he and Farley were locked in the battle for the runner-up position all week. Martin Lampkin (250 BSA): The youngest of the three Lampkin brothers lost a secure 4th position with the five marks that went on the final day on Pipeline. He was the highest placed fourstroke machine out of the three in the Special First Class awards; the two-strokes had arrived.

Don Smith (250 Montesa) – Laggan Locks: The early Montesas had gear selection problems, as Smith found out on the final day as his machine jumped out of gear dumping him from 4th to 6th position. Sat watching is Ralph Venables with, on the right of the picture, early retirement Dave Thorpe and in the cap Max King.

Malcolm Rathmell (250 Greeves) – Loch Eild Path: This picture typifies the Scottish Six Days Trial. Kinlochleven is a village located in Lochaber in the Scottish Highlands and lies at the eastern end of Loch Leven. To the north is the Mamore ridge and to the south lie the mountains flanking Glen Coe.

t was a case of wet, wet, wet at the Gorgie Cattle Market for the Edinburgh and District Motor Club's traditional 'Weigh-in' day on the Sunday, prior to the event's start of the six days of action on Monday. Despite the weather conditions, there was much to see and do, especially for the four new Montesa Cota machines. These were assembled in the nearby Clarendon Hotel by the riders Christian Rayer, Pedro Pi and Charlie Harris. Don Smith had prepared his machine, where the management had been very accommodating, to say the least. Last year's winner Sammy Miller was in a very

CLASSIC TRIAL MAGAZINE 2018 • ISSUE 24

relaxed mood as he made sure his fellow team riders Arthur Dovey and Jim Sandiford were happy with the Bultacos they would ride. Mick Andrews, accompanied by his father Tom, was very happy with his new Ossa as Spanish machines continued with the shift of power from the once-dominant English companies. BSA and Triumph had no official support at the event and last year's runner-up on the BSA 'Thing' Bantam, Dave Rowlands, had made a late move to Ossa for the event. Greeves were in attendance to support their two works teams. Concentrating a little more on scrambling, the

1966 winner Alan Lampkin and his elder brother Arthur, a previous winner in 1963, were both missing having decided not to enter. Looking very professional were the three Suzuki GB riders Peter Gaunt, Ray Sayer and Blackie Holden Snr on the converted road models which were coloured in bronze, red and silver. The Scottish Edgar brothers Derek and Norman both presented two very workman-like Puch 125 machines which gathered much interest. The smallest capacity machine in the event though was the 62cc Heldun ridden by Scotsman Don Buchan.

TRADITIONAL ARBUTHNOT TRIAL

A very English day

Waiting for scrutineering are Kev Alexander’s 1937 350cc Panther, Paul Farley’s 1948 410cc AJS and Simon Hodder’s 1950 BSA.

n the regulations riders are instructed:- 'The Arbuthnot is not supposed to be a Sunday afternoon stroll, but a hard day's ride which will leave competitors tired but satisfied that they have achieved a tough goal'.

The Machinery

Tim James’ 1956 Dot gets the once-over at scrutineering.

Rigid machinery is given priority of entry, and this year 90 solo and sidecar entrants took on the enjoyment and challenge of the event. Machinery ranged from the 1929 250cc Ariel Colt of Paul 'Weasel' Bahmain to the 1966 solo 650cc Triumph Metisse of former sidecar ace Dick Ramplee, with every British manufacturer represented including rare Sunbeam, Excelsior, Ariel, Panther, Dot and Cotton machines. Machines are divided into ten different classes, including separate classes for machines with Girder forks and those with tele forks, Pre-65 preunit four-stroke, Pre-65 two-stroke sprung frame machines, Pre-75 twostroke and Pre 75 two-stroke sprung, and also sidecars. All machines have to be British, and they are scrutineered prior to the event for authenticity. Machinery is pretty standard with little of the 'trick' machinery found in some classic events.

CLASSIC TRIAL MAGAZINE 2018 • ISSUE 24

TRADITIONAL ARBUTHNOT TRIAL

The Arbuthnot Trial: 'A trial from between the wars run today'. What is it? The Arbuthnot Trial was first held after the First World War as a reliability trial for man and machine. Today it is billed as 'a trial from between the wars, run likes those in the 1920s', and this heritage is jealously protected by Salisbury Motorcycle and Light Car Club. Riders are faced with a single lap of up to 80 miles of riding on tracks and ancient roads through the countryside to the south of the Wiltshire City of Salisbury. The event was named after a local motorcycle hero Admiral Sir Robert Arbuthnot, a TT rider from the early 1900s who finished third in the TT on a Triumph in 1908. The traditional format includes ten sections spread throughout the 80 miles, checkpoints en route which incur penalties if you miss them to stop course cutting, a regulatory lunch stop at the Golf Club and a special timed stage to split the class winners in the event of a tie. Riders compete as individuals and in addition, can enter for the team competition of three riders who submit a combined score at the end of the trial. Riders are expected to wear clothing in keeping with the time; Barbour and Belstaff are 'aplenty' along with a few 'pudding basins'. Report: Andy Withers â€˘ Pictures: Awsportsphoto

The Course

Scrutineering is carried out in the pub car park at The Barford Inn at Barford St Martin, south of Salisbury, with bacon sandwiches and coffee on tap. Leaving the village, the 80 miles takes in a loop through Stratford Tony across Cranborne Chase, following much of the Drover's Road down to Shaftesbury. Sections near Zigzag Hill and Cor Common are followed by Whitesheet Hill and back over Compton Downs back to the Barford Inn. Sections are held in six different locations, with two or three routes on each section: a 'competition' route for the more experienced riders using competition machinery and a 'colonial' route for less skilled riders or those on less modified machinery. Sidecars either have their own route or tackle the colonial route on some sections.

The 2017 event

Mike Dollittle, a veteran of 20-plus Arbuthnots, was first away on his immaculate 1964 500cc Triumph T50 from his home village followed at minute intervals by other riders heading for the hills. Competitors were faced with deep, rutted tracks with puddles of unknown depth and not all made it beyond the first few miles, including Jim Chadwick's 1951 BSA B34 and Fred Clutterbuck's 1949 350cc AJS which suffered an early puncture that couldn't be repaired. At the spectacular Stratford Tony Ford, the experienced competitors like Dolittle took a sweeping line through the water at a confident pace. Less experienced riders, or those who wanted an extra thrill, took the shortest and deepest

CLASSIC TRIAL MAGAZINE 2018 â€˘ ISSUE 24

First to the Stratford Tony Ford, Arbuthnot veteran Mike Dolittle takes the shallow route for a successful crossing.

Richard Fell on his 500cc Triumph takes the deep route at speed; spectacular!

MY DIARY MIKE RAPLEY

MI KE R APLEY

A life of motorcycling As a welder by trade, setting off into the world of motorcycle magazines was just a dream — or so I thought. In January 2007, the first issue of Trial Magazine was published, its success speaks for itself. Issue number one was a five out of ten, by my admission. It was quite obviously missing someone to hold my hand. The Benhamou family in France, my adopted family, had planted the seed. Barry Robinson had also been very supportive, for which I am eternally grateful. I needed to speak with more people for their opinion after the first issue, and it was the name Mike Rapley that came to mind. He had worked at Trials and Motocross News in its very early days and was still very much a motorcycle enthusiast. He was critical, but in a very constructive way, which was appreciated. Since the early days, we have now a mainstream magazine on the sport along with Classic Trial Magazine. Mike has remained very instrumental in both publications over the years, and so I decided to ask him about his lifetime of motorcycling. What you are about to read is Mike's diary in his own words. Words: Mike Rapley with John Hulme • Pictures: John Hulme and Yoomee Archive

1968: Chatting with my father about the Bultaco.

an I remember the very first trial that I ever went to? I can't, except that I guess I must have been very young, maybe around nine or 10, and that it was a bitterly cold winter's day I cried my eyes out. It meant my dad had to take me home early. That experience obviously didn't deter me as in the intervening years between, the ages of 9/10 and 16, I went to many trials, scrambles, grass tracks and road races before I rode my first trial. Dad and I not only spectated, but we also observed at many trials, with the Wycombe Club's Common Hill Wood and Great Wood my favourite locations as they were generally muddy sections which I enjoyed watching. This is perhaps why my trialling pals consider me a much better mud rider than a rock rider. But it wasn't just trials that interested me from a young age, there was also photography, and some of those South Midland Centre riders still alive will recall that I used to take many pictures with my Baldamatic camera and tried to sell them for 2/6d (12½p). So it is obvious that now, some 61 years after that first tentative venture into the world of bike sport, the question is how and why did it all come about; read on…

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MY DIARY MIKE RAPLEY

1977: The seventies were very good days to be involved in the trials scene.

1957-1963 1972: The Scottish was not only my coming of age as far as trials went as I also got engaged in Fort William, and in December of that year got married.

1977: Fighting for grip on one of the early Beamish Suzukis.

1977: Steven Dommett, Anthony Rew, Graham Baker, Mike Rapley, Alan Dommett on the Italjet.

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Pretty easy really, as for the first 16 years of my life I lived at 1 Wexham Road, Slough, and immediately opposite Sid Moram Motorcycles where Sid's son Colin (now a Vice President of the ACU) was the star off-road competitor in the business. Colin regularly rode trials, scrambles and even did some road racing, and it was watching him riding that got the Rapley family into motorcycle sport. My dad was never a competitor but back in the late fifties and early sixties there was little to do on a Sunday apart from attending a motorcycle meeting, so that's what we did. I don't know how old I was, but I can recall my first ever ride on a trials machine. I had 'push-biked' to a green lane that the local Farnham Royal Club used in trials, for no better reason than to ride it on my cycle. There was a lad there, who I didn't know, with his 350cc AJS and he let me 'have a go'. I ended up in a ditch after only a few yards and couldn't get it out! With no such things as youth trials in existence, it wasn't until I was 16 that I could have a motorcycle, the first of what has proven to be a good many, a 199 Triumph Cub purchased from Bill Faulkner Motorcycles of Oxford for £60. My first ever trial, while wearing a light blue and dark blue striped bobble cap – the things one remembers – was the Farnham Royal Club's Home Guard Cup Trial held on December 15th, 1963 at Littlewick Green. I have no idea of my result and no obvious means of finding out some 54 years later. All I can say is that I rode the same trial 50 years later to the December date – and the result was little better!

1979: On a Montesa outfit with Mannix. Sidecar trials interested us both.

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CELEBRATION MONTESA COTA 1968–1993

A silver celebration

On the 30th April 1968 Spanish motorcycle manufacturer Montesa watched the first Cota trials models developed by Pedro Pi, Leopoldo Mila and Jordi Ros roll off its production line. On the 30th April 2018, they will celebrate 50 years of continuous production of the Cota trials models. Here in Classic Trial Magazine, we will take an adventurous look at the highs and lows of this iconic model over the first 25 years. The golden wedding celebrations will continue in our other publication Trial Magazine. One of the ‘Big Three’, Montesa has endured the test of time as Bultaco and Ossa fell by the wayside. Despite tough economic times in the eighties when an association with Japanese brand Honda was made the Cota model remains as strong as ever. We take a brief ride back to the beginning with the Cota 247 in 1968 through to the arrival of Honda-powered machines with the Cota 314 in 1993. Words: John Hulme and Don Morley Pictures: The Nick Nicholls Collection at Mortons Archive, Brian Holder, Eric Kitchen and Montesa

1968: The first production Montesa Cota 247 to go on sale. Model: 21M. Produced from 1968–1970. Production total: 1,750.

he company Montesa was formed in 1944 by Pedro Permanyer and Francisco Bulto who based their first prototype Montesa around the French Motobecane models. Over the following years, the Permanyer and Bulto partnership would be dissolved, as Bulto started the Bultaco brand in the late fifties. With exploits into road racing and the International Six Days Trial to prove the machine’s reliability Montesa started to look at the trials market in 1965 as Bultaco exploded onto the scene with Sammy Miller.

Early Days

The early sixties witnessed a shake-up of the management when Pedro Permanyer took note of the all-round Spanish motorcycle champion Pedro Pi and promoted him from the role of test rider to the head of the research and development engineering department. Permanyer also had ears and eyes on the ideas of his new technical director Leopold Mila. These two key players at Montesa used their innovation and ideas to design and develop a new two-stroke unit-construction engine aimed at the home market and to be used in the latest Impala sports model. With an engine capacity of 175cc this air-cooled single

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CELEBRATION MONTESA COTA 1968–1993

1967: 250 Trial. Model: 11M. Production total: 44.

cylinder, four-speed gearbox would eventually go on to be used in nearly all the company’s trials and motocross machines. Three machines using this new design engine in the Impala model converted for off-road use were sent to Africa, and each one successfully covered over 12,000 trouble-free miles. Based on these machines a 250cc variant of the 175cc engine was installed in a Scorpion motocross model, giving Pedro Pi the 1965 Spanish Championship. With small modifications, this engine also carried Montesa to victory at the famous Barcelona 24 hour endurance race. In early 1967 Pedro Pi built two new trials machines based on the now titled Capra motocross models using the 250cc engine. He wanted to have other opinions on his new ideas and built two trials prototypes using the 250cc engine. One would go to France in the capable hands of the trials champion Christian Rayer, and he would keep the other. Though the machines needed more work, they both won their respective national trials titles. Interest in the new Montesa was evident and off the back of this enthusiasm as 1967 closed a batch of 44 trials models was developed and built by Pi and Rayer; these were very much hand-built machines. Fifty were actually envisaged, but the remaining ones were used for spare parts supply. All the machines sold straight away, with many going to Montesa enthusiasts who wanted to enjoy the freedom of the open trails while also taking in some trials riding.

1968: Don Smith on the left admires the first production Cota 247 into the UK at the European championship round at Ashford.

1968: SSDT – Montesa proudly present the new Cota 247 at this iconic event. On the left in the cap is Jim Sandiford, who would later become the UK importer, Sammy Miller in the Dunlop jacket, Tommy Melville (SSDT Secretary), and Don Smith with his machine.

Development

In 1967 Great Britain had a surplus of good trials development riders off the back of the declining motorcycle industry it was once so proud of. The UK Montesa importer was John Brise, who ran the motocross team with financial support from Spain. He had formed Montala Motors in Dartford in the south of England to import Montesa products and had heard about the new trials model. He made a few enquiries as to how many he could have. To see the machine in the flesh, he drove over to Spain. He agreed with Permanyer and Pedro Pi that it needed more development but returned to the UK with two of the trials models stripped down in his car. He agreed to have six more sent over at a later date. Brise had taken his friend Don Barrett on the trip to Spain for a second opinion, and they both agreed that with some work they could be quite competitive. Pedro Pi had decided to retire from his position at Montesa, and this important role was taken over by Alberto Mollofre, who would also serve the role of competition manager. He, along with Montesa, valued Pi and kept him on as the test rider for the new Cota trials model. In the UK, Don Barrett was very interested in the trials project, and based on his enthusiasm, Brise handed the running of the trials side of the business to him. Barrett immediately contacted Gordon Farley as his number one choice, but unfortunately, he had just signed a twelve-month contract with Greeves. Charlie Harris was taken on board to ride and also help to prepare the machines; the motocross team also helped with

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1968: SSDT – French rider Christian Rayer was a sensation at the event taking the Best Foreign Rider award, Best First Time rider, and Special First Class award on the Cota 247.

INTERNATIONAL 1978 TRIAL WORLD CHAMPIONSHIP

In a true test of man and machine the 1978 Trial World Championship welcomed close on 90 riders to compete against the elements for round two at an event based around Rhayader in Wales. With snow and ice, (-8 degrees was recorded at one group of sections), playing a major part in the event the organising Rhayader MC resorted to putting salt on the rocks and breaking the heaviest coverings of ice with hammers! The event was a single lap of 45 hazards, based around the spectacular dams and reservoirs of the Elan and Claerwen Valleys. The town of Rhayader is situated in the very heart of Mid Wales in the beautiful Upper Wye Valley sheltered by the Cambrian Mountains, but they did not protect from the heavy snow falls which came, turning the area in to a winter wonderland. Wanting to make it a hat-trick of world titles, Finland’s Yrjo Vesterinen had taken the win at the opening world round in Ireland the week before. 1975 World Champion Martin Lampkin would push ‘Vesty’ all day to finish second as the 1971–1972 European Champion Mick Andrews welcomed a return to form to round off the podium on the Yamaha. Would the ice and snow in Wales throw up some surprise results in round two? Words: John Hulme, Motorcycle, Morton’s Archive and Motorcycle News • Pictures: Malcolm Carling

Revelling in the ice cold conditions similar to his home back in Finland, Yrjo Vesterinen was in fantastic form to take a clear victory in front of Ulf Karlson on the Montesa. Much to the delight of the home crowd it was ‘Magical’ Mick Andrews who used his superb throttle control to find the maximum grip on his Yamaha with some excellent displays of his riding ability to come home in 3rd position. 1975 FIM World Champion Martin Lampkin used a different technique on his way to 4th position, with his aggressive riding style paying dividends as he used the power of his full 350cc Bultaco to attack the slippery rocks and climbs. With two rounds gone Vesterinen had pulled out a 10 point advantage over Lampkin; it was game-on in the fight for the 1978 world crown.

A winter wonderland Yrjo Vesterinen (325 Bultaco-FIN): Nicknamed the ‘Iceman’ for his cool calculated approach to winning, ‘Vesty’ was in excellent form at the second round. Having won in Ireland he carried his form into round two despite the arctic conditions. His technique to find the premium grip has him ‘feathering’ the clutch lever to soften the power delivery, producing a winning formula on many occasions.

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INTERNATIONAL 1978 TRIAL WORLD CHAMPIONSHIP

Yrjo Vesterinen (325 Bultaco-FIN): The Bultaco had the pneumatic rear shock absorbers as used by Martin Lampkin. Apart from offering more progressive action they also do not ‘bottom-out’ so easily on bigger steps, which are claimed to be the most significant benefits. A new soft compound Pirelli rear tyre was also fitted. Using a new sump guard also gives the machine an extra inch of ground clearance.

Mick Andrews (320 Yamaha-GBR): After finishing 4th in Ireland at round one he backed this up with an excellent 3rd in Wales, proving his competitive riding years were far from over. If you look close enough you can see the John Shirt Snr supplied slimline oil pump cover. With the oil pump removed, the front of the engine can be made slimmer at the cost of pre-mixing the oil and fuel for the air-cooled engine.

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Mick Andrews (320 Yamaha-GBR): ‘Magical’ as he is known explains to Norrie Whyte from Motorcycle News that he is riding as a privateer in 1978, his first non-works ride since he was 16 years old. With Yamaha not wanting to develop any new trials models he would start on a new project to develop a 320cc model, and Yamaha agreed to supply him with TY 250 engines.

Ulf Karlson (310 Montesa-SWE): Having won three world rounds in 1977 the Swedish rider looked very much like he could challenge for the world title in 1978. Whilst Montesa continued to develop a larger 350cc engine with an improved frame with the under engine tubing replaced with an aluminium sump protector Karlson stayed with the factory supplied Cota 348. He and Vesterinen rode very close together as the ice and snow proved a difficult combination to master.

FLASHBACK JACK GALLOWAY

1966: With no father figure Jack did it the hard way; he saved up, purchasing his first motorcycle, a Greeves, at the age of sixteen. After just a few weeks of practice he entered his first trial with L plates fitted at Carlton Bank near Stokesley.

Jumping Jack As a very young trials enthusiast many years ago I eagerly waited for the two-weekly papers to come on Wednesdays, Motor Cycle News and Motorcycle. My memory is still etched with some of the headline stories from all those years ago, and one in particular. I have been and still am very keen on the Scott Trial and in 1972 the exploits of Jack Galloway on his Montesa remain as interesting then as they are today, as you will find out in this article. Just ten miles from the finish his new prototype aluminium handlebars snapped and he crashed. He finished the event, just missing the win. The fact he had been in the Parachute Regiment was rewarded with the headline to this article – ‘Jumping Jack’. I had seen Jack occasionally in more recent times but it was to another lifelong motorcycling enthusiast, John Watson, during a phone call that I gave the task of talking to the man himself to confirm the Scott Trial story and generate the words for this article. Words: John Watson and John Hulme • Pictures: Barry Robinson, Malcolm Carling, Eric Kitchen, Alan Vines, The Nick Nicholls Collection at Mortons Archive, Brian Holder and George McGee

ne of the first questions I asked Jack Galloway was: “What first fuelled your interest in off-road motorcycle sport?” His answer: “John, I have no idea. The only explanation I have is when I first saw the likes of Dickie Preston, the Tate brothers and such riders clashing handlebars as they hurtled round Carlton Bank; I thought ‘this is exciting’. That scrambles course was close enough for me to cycle to as a young lad. Even now I still remember thinking I would love a go at that.” Then after a bit of thought, he added: “I also remember thinking that I might be pretty good at it as well.”

The Zone

It is this sort of confidence and straightforward approach to sport, and life itself for that matter, that made Jack Galloway one of the most talented and toughest competitors around in his day. Way before the term ‘in the zone’ came into fashion, coined by many coaches and just another way of referring to concentration, Jack had the ability to shut everything out around him, studying lines and scowling in concentration. It earned him an unjust tag of being dour. But nothing could be further from the truth. Once free of competition he is and always was the best of company, with a quick wit and a wicked sense of humour, but to achieve the success he craved he gave total commitment to be the best. Born in the market town of Yarm close to Stockton-on-Tees in 1945, Jack attended comprehensive school there, playing all the usual school sports and activities, but he was always happier spending time on his pushbike. On leaving school, he had a couple of job offers and surprisingly he went into farming, as it paid slightly more than some of the other jobs on offer in the area. With no father figure on the scene to help or advise him, Jack did it the hard way and he saved up, purchasing his first motorcycle, a Greeves, at the age of sixteen. After just a few weeks of practice, he entered his first trial with L plates fitted at Carlton Bank near Stokesley. Slightly hot-headed at this age he admits scrambling would have suited him better but with trials, you could ride to the event on the same machine and so overcome any transport problems.

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FLASHBACK JACK GALLOWAY

1967: He purchased a Triumph Tiger Cub from Comerfords and soon became friendly with that well-known wizard of motorcycle fettling, the great Reg May.

On the day he raced around with his mate ‘Black’ Simpson, never once looking at sections, but on studying the results, he knew he could achieve more. Come his second attempt he studied every section, watched other riders and learnt, finishing with a 2nd class award as a certain Ray Sayer took the Premier award that day. Jack managed to ride for about a season and a half, and, surprisingly at such a young age and with little experience support, arrived from local Greeves stockists Scott and Wallace of Guisborough, helping him to ride his first SSDT. Sadly it was no fairy tale debut, retiring the first day when the Gudgeon pin circlip on the piston tried to find space down the side of the piston and the Greeves seized-up solid. Sammy Miller went on to win that year, with Jack returning home miserable and hard up, and he decided to retire from trials.

Parachute Regiment

Joining the army and passing the tough selection process for the Parachute Regiment was no mean feat in itself. Jack thought the high adrenalin life of a ‘Para’ would replace the ‘Buzz’ he so desired from riding motorcycles, and it did. He recalls: “I was all geared up and ready to make my first jump when I suddenly thought ‘what the Hell am I doing up here!” It was to be the first of more than fifty drops he made. He then met the love of his life, the lovely Pauline, and they married in 1967, and they still are happily married to the present day. While in the army he and Pauline spectated at a local trials event and sure enough the ‘bug’ bit him once more. With Pauline urging him to ride again. Riders of today please

Sticking with Comerfords and a change to Bultaco saw Jack hit a purple patch with some great results, but the money shortage almost finished him again.

note: he purchased a Triumph Tiger Cub from Comerford’s, soon becoming friendly with that well-known wizard of motorcycle fettling, the great Reg May. So began his second stint at trials at the age of twenty-one. Comerford’s had a couple of teams on the go at this time including the late Martin Lampkin, Malcolm Rathmell and Alan ‘Sid’ Lampkin in the top team. Geoff Chandler, Paul Dunkley and Jack would be the ‘B’ team. Jack rode the Triumph to many fine wins even though reliability was a bit of an issue. Sticking with Comerford’s and a change to Bultaco saw Jack hit a purple patch with some great results, but the money shortage almost finished him again. It was only a splendid runner-up berth in the national Hoad Trial that lifted him and kept the string of good results going. Jack was unfortunate in one respect like so many great riders of that era, emerging at a time when Sammy Miller was almost invincible. But Jack’s results, noted by the army, picked him to ride for the army team in the ISDE of 1969 on a BSA B40, unfortunately breaking down on the final day to almost certainly rob him of a medal. The following story Jack insists has no bearing on him leaving the armed forces. On being chosen to ride for the army against the Swedes and winning, on one particular night of celebration, Jack relates: “The Swedes had supplied us with new 250cc Husqvarna Enduro machines and showing off, I suppose, I did a wheelie across the parade ground. The outcome was that I overcooked it, stepped off the back and stuffed the new motorcycle into the side of one of their huts. That was the first short-wheel-based Husky in existence.”

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1971: An early Saracen outing at the Colmore Cup.

1971: Team Saracen at the Scottish Six Days Trial: Left to Right: Steve Wilson, Ron Goodfellow, Jack Galloway and Jon Bliss. Saracen was owned by Ron Goodfellow.

WHO IS MICHAEL MARTIN

A Brummie

The interesting part of producing magazines is that you never know what adventures the articles of stories may lead to. In the case of the Mickmar story in the last issue we had quite a few phone calls asking the question, who is Michael Martin? My father Ron used to bring his name into conversation on many occasions, recognising his superb engineering skills, but it was Mick Bowers who initially made the connection for the magazine. In the sixties, seventies and early eighties the cottage industry of motorcycle innovation in Great Britain was still a dynamic force in the trials world. Michael Martin stands out in my eyes as with a small team around him he did not just produce a frame conversion, they actually produced a whole complete motorcycle.

Wherever it is displayed the Mickmar always stands proud.

Article: John Hulme with Michael Martin

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WHO IS MICHAEL MARTIN

Attention to detail can be found on the rear wheel adjustment.

MICHAEL MARTIN — ENGINEER: On leaving school he joined BSA as an apprentice in 1953 and became ‘Chairman’ of the Apprentices in the final year of his five-year apprenticeship. A couple of years after his apprenticeship he went on to be a BSA Higher Management Trainee. Michael always speaks very highly of the training that he had while a youngster at BSA. For a couple of years, he was a Nuclear Project Engineer at Joseph Lucas, and then returned as Senior Designer at BSA Group Research. They then moved to BSA Redditch, which was the Head Quarters of the General Engineering Division, where he became Group Chief Development Engineer. The Redditch factory was switched into the BSA Motor Cycle Division, and Michael was in charge of Motor Cycle Two-Stroke Development. Then all Research and Development activity was switched to Umberslade Hall, where he became the Single Cylinder Project Manager. MICHAEL MARTIN — ADMINISTRATOR: Michael followed in his father Tom’s footsteps as Secretary of the Birmingham ‘30’ MC. The Birmingham ‘30’ was formed at the end of the war from the 30th Bn Royal Warwickshire Regiment, Home Guard. The Home Guard ran a grass track at their HQ. It was next door to Edgbaston, and the grass track area is now a car park for the cricket stadium. He was Assistant Secretary of the Midland Centre ACU and was also a member of the Competitions Committee of the ACU.

Bob Currie used this superb open engine drawing in an article on the Mickmar project for Motor Cycle.

MICHAEL MARTIN — RIDER: Yes, the passion to compete was always there and he was a competent rider in cross country events. Following his brother Brian Martin, he became the BSA Competition Manager in 1959, as sidecar passenger with Bill Howard in the BSA outfit. Then he went solo and enjoyed many successes in trials at club level. His moment of glory was to win the then prestigious Solihull Half Crown Trial. At centre level, he enjoyed the occasional win while scrambling. He got through to many semi-finals on the old Red Marley Freak Hill Climb. He comments ruefully that he was knocked out at the semi-final stage by some very big names — Brother Brian Martin and Alf Hagon to name a few. He rode in four ISDTs once as a sidecar passenger with Bill Howard — the last time BSA ever entered chairs in the works team.

The Clutch Story

To capture the true ‘British Bulldog’ spirit of the Mickmar project, we take a look at the Clutch Project. It’s only when you read this that you start to understand just how a project works. MICHAEL MARTIN: The story of the clutch that was used on the Mickmar engine is an encapsulation of the total Mickmar story and, indeed, a commentary on the collapsing UK motorcycle industry in the seventies. As far as those of us involved with the Mickmar project in Selly Oak were concerned, there was no real technical difficulty in designing a clutch for our engine. Clutches are straightforward enough, and you can knock the parts out quickly and for a few coppers per bucketful. What you did need though was some relatively heavy press tooling; this equalled heavy money — something we was not well blessed with! Initially, while in discussions with Greeves, it appeared likely that they could supply us with a suitable clutch. When Greeves lost interest in Mickmar that clutch supply line dried up. However, another door seemed to open with the Birmingham firm Aerco Jig and Tool

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This open gearbox drawing also by Bob Currie is once again from an article on the Mickmar project for Motor Cycle.

TEST FANTIC 125

Bosis Special THE

Many of the machines used in the far away world rounds such as America and Canada were left there after the events and used by the various importer-supported riders. Some were sold after the event. Many were ‘Pukka’ works prepared machines, but some were standard ones where the riders took with them their suspension and engine tuning parts. These were a form of disposable machine, and in many cases, a rider would rotate around three or four machines during any one season. At the end of the competition season Fantic, together with many other motorcycle companies, was donating used competition machines to its riders and also to important members of their team. This is exactly what happened to this factory prepared machine that Diego Bosis had been using. Here Italian collector Carlo Ramella tells us the full story of the machine and how it came into his hands, and our foreign test rider Justyn Norek Jnr test rides the machine. Words: Justyn Norek Jnr, John Hulme and Carlo Ramella Pictures: Justyn Norek Jnr and Bogdana Norek

To get the best performance from the 125cc engine you have to rev it hard.

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TEST FANTIC 125

A forward action kick-start is a Fantic trademark.

The 240 model frame happily accommodates either the 125cc or 212cc engines.

What is It?

CARLO RAMELLA: This factory prepared ‘works’ Fantic 125 found its way after its working life into the private hands of riders in the Piedmont region in Italy near where I am based, and it was used by different owners in clubman trials competitions. Eventually, it was acquired by my nephew Rodolfo who has used it, as had many young boys of his age before him, just for fun. After some time he asked me if I could sell it for him. I went and viewed the Fantic and did not realise that it was an ex-Diego Bosis machine and the significance of it. I advertised it for sale, and two teenagers came to view it, but we could not agree on the price otherwise this Fantic might have been lost forever....or even worse dismantled for spare parts! One day my good friend and ex-trials rider Pippo Bartorilla visited me and I showed him the Fantic: “I am very interested in purchasing it” he said “as it’s a very special trials machine” — I was not interested in keeping it, so we quickly agreed on the price and I sold it to him. After some months he came to me with this machine all perfectly cleaned up with new many new parts and he said to me: “This Fantic is an ex-works machine of Diego Bosis; I recognised it because during those years I was often riding with Fabrizio Cerchio who was the Fantic Team sports trainer, and I have seen this machine several times.

switching to 125 for competition use due do the age limit. At this point, I explained I wanted it back, and it duly came back to my collection, and so I was very happy, to say the least. From time to time I use it for an ‘Old Trial Competition’ or mountain trips, just for fun, because it’s so light and easy to ride over any terrain with a good power delivery despite the fact it’s ‘only’ a 125cc. This machine now joins its other Fantic brothers as I have one of the prototypes Jaime Subira Fantic 300 ex-works models and an ex-works Renato Chiaberto Fantic 300. Yes, I love my three Fantic machines!

Paint markings on the wheel hubs remind you that it tasted international action.

I Want it Back

CR: I could not believe that I am such a serious collector of trials machines and did not realise what it was… Pippo showed me some details confirming this is ex-Bosis machine like the special brake pedal, foot-rests, Mikuni carburettor, a ‘super soft’ clutch action, special mudguards and number plate holder, all relevant to this Bosis machine. The give-away I should have spotted was the 240 model frame as Bosis was training using a 240 engine before

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The test team.

PARTS LOCATOR

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

ANDY METCALFE MOTORCYCLES Tel: 01287 638030 Email: andymetcalfemotorcycles@gmail.com Web: www.andymetcalfemotorcycles.com Location: TS14 7DH

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CLASSIC TRIAL MAGAZINE 2018 • ISSUE 24

MAKE A DATE 2018

French classics 92

We are constantly asked by many readers concerning the healthy classic trials scene in Europe. Maybe you want to find some information and ride in them? Well, if you do, we have some details here on the events in France. If you are a club in Europe and want to share your events with us at Classic Trial Magazine please email us at: england@trialmag.com. The same goes for the events in the United Kingdom. Article: Classic Trial Magazine

CLASSIC TRIAL MAGAZINE 2018 â€˘ ISSUE 24

MAKE A DATE 2018

Provence Trial Classic

The club ‘Provence Trial Classic’ was born in 1999 and Thierry Aubert is the President. With 130 members it’s an exclusive Vintage Trials Club. It is the largest French club dedicated to the classic trial. In addition to the Ventoux Trial Classic they organise two other events in the format of the Classic Two-day trial with individual classification as opposed to the team element.

The Ventoux Classic Trial

This will take place on the 13th and 14th of October in Malaucene at the foot of Mont Ventoux in Provence. This will be the 19th running of the event. The club usually celebrates the event with the invitation of great past riders, and in 2018 this will be a true legend of trials as the guest of honour is Mick Andrews along with some other famous names. Other special guests have included Gilles Burgat in 2011, Thierry Michaud in 2015, and Charles

CLASSIC TRIAL MAGAZINE 2018 • ISSUE 24

Coutard in 2016. The ‘VTC’ as it’s now known was created in 1999 and in 2005 it became a team trial. The classification is not individual but by teams comprising three riders competing in the same category of difficulty. The VTC is one of the most important classic trials events in Europe with 380 riders. Registrations for entries are made exclusively on the website www.ventoux-trial-classic.com from June 20th. Regarding accommodation, there are hotels and cottages for everyone; once again visit the website: www.ventoux-trial-classic.com. The nearest airport is Marseille-Provence, which is approximately 100km from Malaucene.

for hosting the Paris Dakar — Prologue— in the 80s. A great event that once again is a real success; go to www.lastours-trial-classic.com

Lastours Trial Classic

The Classic Trials scene continues to grow in Europe and around the world so why not be part of it? Here at the magazine we have contacts who can deliver your own machine to the events at very reasonable prices; trust us, when you ride in one you will truly enjoy the experience.

The Lastours Trial Classic, held in the last weekend of February, is this year on the 24th and 25th February — but the entry is already full. The club welcomes 250 riders at Domaine de Château Lastours near Narbonne, a winery known in France

Sunday Ride Trial Classic

The ‘Sunday Ride Trial Classic’ is on March 24th and 25th 2018 at the famous Castellet circuit Paul Ricard, in the Var. This trial takes place in the context of the ‘Sunday Ride Classic’ which once again is a great event to celebrate the vintage motorcycle scene in France with races on the circuit, exhibitions, etc. More information can be found on the website: www.sundayrideclassic.com

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CLASSIC TRIAL MAGAZINE 2018 â€¢ ISSUE 24

SHOP

6 5 Trial Magazine, in association with motorcycle trials literature specialist Yoomee, can now bring you a selection of books dedicated to motorcycle trials.

ORDER FORM

Please fill the form below and return to: Yoomee Ltd, 48 Albion Road, New Mills, High Peak, Derbyshire, SK22 3EX Tel: 01663 744766 or order online: www.yoomee.co.uk

1 20 Years of Twinshock Trials, Volume 1: £19.99

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The book contains a pictorial look at the men and machines in twinshock trials from 1965 – 1985 and contains 120 pages. With 198 captioned pictures in black and white enjoy this golden era in trials. The book is A4 size and comes in the semi hardback format.

20 YEARS OF TWINSHOCK TRIALS, VOLUME 1

20 YEARS OF TWINSHOCK TRIALS, VOLUME 2

20 YEARS OF TWINSHOCK TRIALS, VOLUME 3

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.

Tel: 01663 744766 • Email: postmaster@yoomee.co.uk Web: www.yoomee.co.uk

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CLASSIC TRIAL MAGAZINE 2018 • ISSUE 24