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Issue

MACDONALD’S DOUBLE COMPETITON

MICRO MACHINE

REUNION

AUTUMN 2017 Issue 22 • UK: £6.25

1965 SCOTT BSA BANTAM BULTACO MICRO

RETRO

SPECIAL

VISION

All week long I have to be good...

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THE CHOICE OF CHAMPIONS

TONI BOU 10 x FIM Trial World Champion 2007-2016 11 x FIM X-Trial World Champion 2007-2017 To discover the Michelin Trial range visit:

moto.michelin.co.uk

Picture: 2017 Bultaco Re-union Nostalgia Trial Credit: John Dickinson

Cover Photo: Gary MacDonald (Honda) Highland Classic 2017 Picture Credit: Mike Rapley © 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 �� 46 Poster �� 49 Back Issue �� 58 Parts Locator �� 90 Shop �� 96

FEATURES

Special �� 14 Greeves Triumph 350

Classic Competition �� 22 1965 Scott Trial

Micro Machine �� 32 BSA Bantam Mick Bowers

Classic Machine �� 43 Comerfords Conversions

Game Over �� 54 DOT Motorcycles

Vision �� 60 Terrot 175

Retro �� 65 1987 World Trials

Showcase �� 70 Blackpool 1973

How to Ride �� 77 Mud

International �� 80 Bultaco Reunion

Sport �� 86 Alvie and Kia

Workshop �� 92 Air Filter Box

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

HIGHLAND CLASSIC 2018 MONTESA COTA EDITION

Following the success of previous events, the 2018 Highland Classic Trial will be the titled the Montesa Edition to celebrate fifty years of the iconic Cota machines from Spain. The event will be hosted on the Alvie Estate on the dates 9th-10th June. Expect to see more information on the Trials Guru website and in the press for more details where we will look forward to discovering who the guest of honours will be.

COSTA BRAVA CLASSIC 2017 By the time you read this the entries for the 2017 event on 18-19 November will be open, so if you want to ride go to: www. trialcostabrava.com and do not panic as it’s in five languages, including English, and very easy to navigate. For hotels ideally located for the event Classic Trial Magazine visited these: Hotel S’Agaró. The paddock (which is closed at night and has security provided) and the race office is located here: Platja de Sant Pol, Sant Feliu. Reservations, tel: 0034 972 325 200 or email: info@hotelsagaro.com. Located just 200 metres from here is the Hotel Barcarola which also has a very good restaurant. Expect to see a host of top riders competing which could include: Yrjo Vesterinen, Ulf Karlsson, Charles Coutard, Steve Saunders and John Lampkin, to name but a few.

PHOTO IDENTIFICATION

CLAUDE COUTARD 1928–2017

French trials enthusiast Oliver Barjon spoke about Claude’s passing: “I first met Claude Coutard in the seventies at the world rounds when he was helping his son Charles. Claude discovered trials in the 1950s in the woods near Paris (St Cucufa) it really was the beginning of trials in France. From that time his life was dedicated to our sport. Firstly as a rider he was the runnerup French Champion behind Christian Rayer, and as ‘the’ French promoter of our sport for over 50 years until recently. After Greeves he rode Bultacos and had a shop in Lyon named ‘Coutard Service’. We will all miss Claude and our heartfelt sympathies go to his widow, Josette, son Charles and all the Coutard family.” Picture Credit: Oliver Barjon

We have many pictures sitting unidentified in our archive so we are asking readers to help, with this one to start with. We think this could be a Northern centre event around the winter of 1966, as in the roll of pictures are many riders and machines we can relate to that time. Please email: england@ trialmag.com. Once we can identify a venue and maybe even a date we can start to bring all the other pictures to life in the magazines!

SUBSCRIBE TO CLASSIC TRIAL MAGAZINE As you enjoy this magazine so much, please tell all your friends this publication is available on subscription only. To subscribe, visit the website www.trialma guk.com or turn to page 46 in this issue and receive a free Jitsie Neck Warmer worth £12.99 (There is limited neck warmer stock Dave Cooper Trial Mag 0817.pdf 1 14/08/2017 22:51 available, so order your subscription today).

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CLASSIC TRIAL MAGAZINE 2017 • ISSUE 22

TRIALS GURU JOHN MOFFAT

HASSLE FREE

Pictured from left: Rob Shepherd, Nick Jefferies and John Moffat

2017 has been a busy year, and happily, I have managed to ‘get out more’ and ride some events. Firstly the wet Captain’s Trial on my BSA C15, a proper Pre-65 event, then the Blue Bar Two-Day, a very good twinshock trial, and the ever growing and incredibly popular Highland Classic TwoDay followed by the Bultaco Revival Nostalgia in Cumbria, all on board my 325 Bultaco Sherpa. All these adventures were planned, I may add! It is really good to see first hand how other clubs and promoters put together their events and many thanks to these clubs for accepting my entries so that I could enjoy my motorcycling hassle free. I am now heavily involved as General Secretary with the Inverness & District, both club and limited company, having taken over from Dave MacKay who carried these duties out for over twenty-eight years. I fully appreciate that few thanks come a secretary’s way, but this year both at the Highland Classic and after it I was congratulated on the trial by many of the riders. It is not all down to me of course; there is a hard-working team of ‘core’ people underpinning that trial, which is par for the course at most if not all events countrywide. I would like to thank on behalf of our team at the Inverness & District our ‘Trial Partners’ namely Apico Factory Racing; Putoline Oils and this publication Classic Trial Magazine. The riders and officials benefited directly from their generosity and input which they bestowed on the event, helping to make it the success that everyone has been raving about. Thanks also to our two guests

Rob Shepherd and Nick Jefferies, who carried out their duties impeccably. Of course, the landowners play a huge part in any event, and that is why we have the ‘Address to the Trial’ which features our main benefactor the Laird himself, Jamie Williamson, the owner of the Alvie Estate. There are class winners but no outright trial winner, and that in itself helps retain the friendly atmosphere. A motorcycle trial needs some forward thinking and flexibility to keep it fresh, and something people want to come back to. It is noticeable that ‘our’ trial lacks the abundance of red tape that some others do, and we try to make it both easy and fun to enter. As for time, it comes at a premium the older I get, but that doesn’t prevent me making some plans! My latest is to build a ‘new’ trials motorcycle for fun and a bit of competitive riding. The basis is the Drayton frame kit that I have purchased for a 343cc BSA B40 ‘GB’ motor which was ‘left over in a corner’ after I sold my 343 BSA, the machine featured in the story of the ‘Full Circle BSA’ which appeared in the February edition of this very publication. The well-proven Drayton trials kit was delivered to my door and come as a true package deal. This consists of a fully assembled powder-coated frame with swinging arm, aluminium oil tank, oil pipes, aluminium fuel tank, cap and tap, head races, seat, brake pedal and engineplates. What more does a chap need? The delivery reminded me of the old kit-form trials machines of the late 1960s and early 1970s.

CLASSIC TRIAL MAGAZINE 2017 • ISSUE 22

PADDOCK

COMING SOON

CHAIN GANG

HI GUYS

COMING THROUGH

THE SAUSAGE MAN

HANDS OFF

WELL SPOTTED

HOLDING ON

FREE DELIVERY

CLASSIC TRIAL MAGAZINE 2017 â€¢ ISSUE 22

PADDOCK

SHAKE IT ALL ABOUT

BEST FOOT FORWARD

PHEW

OLD MEETS NEW

THE WATER’S COLD

CLASSIC TRIAL MAGAZINE 2017 • ISSUE 22

TEAM VESTY

UP AND AWAY

TEAM COSTA BRAVA

NOW SON

SHOP 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 dolessi acearuptia sendunto iur rerum labor as repudae stotas vollenis Mots solut GO2 re Helmet www.trialendurodirect.com eveliquam. 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 S31993 Tools Backpack in it was & hisHydration son and daughter Martin and www.s3parts.com Caroline who were left to continue with the www.trialendurodirect.com 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 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 Book Olga Kevelos time in over 17 years watch some sections. That will Email: ctur282388@aol.com 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 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... DVD 2017 SSDT Amos and this family have a friendship going back www.trialmaguk.co.uk YEARS (Back to Cyclo Trials Days) and his win was DVD 2017 SSDT very very special and was celebrated as only Pre-65 Amos www.trialmaguk.co.uk 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 for MAKE AND MODEL NUMBER Montesa, but across the board it increased the 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 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.

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CLASSIC TRIAL MAGAZINE 2017 • ISSUE 22

SHOP 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 dolessi acearuptia sendunto iur rerum labor as repudae stotas solut re vollenis eveliquam. Words: JOHN HULME • Pictures: Justyn NorYCK

Jitsie T3 Kroko Moto Kit

www.offroadaction.net 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 of direction in the Montesa/Honda Personally me that year I needed that, he knew trials importership she will not have the famous OZO Rear Shocks Alpinestars SX1for Knee Guard www.inmotiontrials.com www.alpinestars.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... 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 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 Tech 10 Hebo MAKE AND MODEL NUMBER and Pants the rock (long story… but as kids Dad used to wake Montesa, but across the board it increased Shirt the SPECIFICATIONS www.apico.co.uk 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 usedReplica to get wokenGloves up to look at it economy took a downturn and the buying public S3 ‘Fujigas’ 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 www.s3parts.com 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 www.trialendurodirect.com (These will be fitted to the Majesty TYmachine) 175 No working out of delay times (Wow)... I can do a resurgence… sales of four-strokes diminished. production Rear Brake Pedal them in my head I’ve been doing those for so long, With over 40 years of experience and Montesa Gear-Box 5 speed www.yamaha-majesty.com 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 preparation and logistics of the “hire” bikes, looking sport. That’s what Trials is about – always has been Rear Suspension Ohlin’s Shock-Absorber 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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CLASSIC TRIAL MAGAZINE 2017 • ISSUE 22

SPECIAL GREEVES/TRIUMPH

The Black Sheep My indecision of whether I want to ride modern or classic trials, on either two- or four-stroke machines, has left my father calling me on many occasions a mixed-up kid — in a nice, sort of father-to-son way, as we share the same passion for motorcycle trials. If I am 100% honest, I truly have an affection for four-strokes, but it’s a love-hate relationship, as I consider them a little heavy be it a modern or classic model. The four-stroke Montesa Cota 4RT is so nice to ride, as is a big Ariel 500cc, but jump onto any of the modern two-strokes and you can win on a standard production model. In the Pre-65 class, the two-strokes are always lighter and easier to ride. A two-stroke always feels very light, nimble and alive! It’s the same with events as I compete in many modern international trials, but once again, in truth, nothing compares to the social side of a good-old classic competition. Maybe I needed a mix of the two, a sort of a ‘Black Sheep’ of a motorcycle maybe, something a little different. I was looking to purchase a competitive classic British trials machine and advertised the fact on the internet. Soon my email inbox was ‘pinging’ away with an assortment of pictures and machines for sale, with many of them very attractive and, most importantly, competitive. I then spotted an advert for something which caught my eye — I can honestly tell you that my heart skipped a beat, a true four-stroke moment. It was a four-stroke Triumph Twin engine housed in a Greeves two-stroke aluminium frame. Was this the Black Sheep I was looking for? Words: Justyn Norek Jnr, Don Morley and John Moffat Pictures: Justyn Norek Snr

CLASSIC TRIAL MAGAZINE 2017 • ISSUE 22

SPECIAL GREEVES/TRIUMPH

hat on earth was this Triumph/Greeves/ Triumph 350cc? I asked myself; I kept going over this vision in my mind. I have seen pictures of them in the past in Classic Trial Magazine at the Pre-65 ‘Scottish’ and often wondered what they were like. Was it a real machine? “For sale” the words “a Greeves/Triumph 350cc” I could not remove the vision from my mind; yes I was very excited, to say the least. A powerful 350cc Triumph Twin engine, housed in a robust partly aluminium frame, bringing two iconic British motorcycle manufacturing names together for one wonderful motorcycle…really!

Is it still for Sale?

Honestly, my heart was pounding as I made the phone call, pressing the numbers on the phone key pad with a matter of urgency like never before. The phone rang for what seemed like forever until a very calm controlled voice answered: “Hello”. I spluttered out the words: “Do you still have the Triumph/ Greeves for sale?” The answer was yes, and I gave out a huge sigh of relief. My head and hands were sweating in an experience I have never experienced in my young life before. I had been sent many other emails with pictures and descriptions of machines for sale with a choice of Ariel HT5, BSA B40, AJS 500 and a really nice James. But, when the email arrived showing the Greeves/Triumph, all the others were hit with the delete button. I was in love with this machine like never before! I made another phone call to arrange to see the machine and to have a test ride on it, and the very

CLASSIC TRIAL MAGAZINE 2017 • ISSUE 22

kind man who was selling it said he would save it for me. It was around 100 miles away, and I arranged the next day for my father and me to go and see the machine. I hardly slept that night as I had been looking on the internet and old magazines and papers for information on such a unique motorcycle. The dream of owning this machine dominated my brain as I drifted in and out of sleep. The journey time soon passed, with the conversation centred on both the two-stroke Greeves and four-stroke Triumph, two totally diverse machines. We arrived at our destination to be met by a fellow trials rider in his sixties, a real gentleman with a huge heart for motorcycles and in particular trials. His main passion in trials motorcycles was Bultaco models as he spoke with great knowledge on the Spanish machines. Over a cup of coffee, we discovered that the machine we wanted to purchase is from the estate of the late great Italian trials rider and enthusiast Giulio Mauri. I am sure many of you

The registration document from the Italian federation.

Classic Trial Magazine readers will be familiar with the photographs from Giulio’s collection provided by Valenti Fontsere, who is the good friend of the editor, John Hulme. Giulio was a trials rider, journalist and photographer and he was also, along with Valenti, the author of the excellent and most complete book about Italian trials motorcycles as well as the beautiful small book about the history of Fantic trials machines. Now, I really wanted to own this magnificent motorcycle!

The documents confirm what the owner explained and that the machine was from the late great Italian trials rider and enthusiast Giulio Mauri’s estate.

CLASSIC COMPETITION 1965 SCOTT TRIAL

Lampkin: a man on a mission 22

CLASSIC TRIAL MAGAZINE 2017 â€¢ ISSUE 22

CLASSIC COMPETITION 1965 SCOTT TRIAL

It’s the usual chaos of dropping off your fuel cans and signing on.

All Scott Trials are long and hard, but when we started to look at the 1965 event through the camera of Brian Holder it was only when we noticed the results we realised just how tough it had been! There were only 34 finishes in on time from 173 starters. Organised by the Darlington and District Motor Club this National time and observation trial was as prestigious to win then as it is today. The mighty and proud manufacturing giants from Great Britain still led the way in the production of off-road machinery, with the choice of either the new breed of two-stroke Greeves pitched against the four-stroke power from BSA with an engine capacity of 249cc or the 199cc Triumph the desired choice. Sammy Miller had made the brave move to the two-stroke Spanish Bultaco from his legendary four-stroke 500cc Ariel GOV 132 in 1965 as he was convinced this was the way forward. He had a vision of the future development of the trials motorcycle and he wanted to prove a point in the toughest of all one-day trials competitions: that the single cylinder two-stroke was far more favourable than what he considered the long out of date fourstrokes that the British manufacturers still believed had a future. His next target for victory was the Scott. His only obstacle on the day turned out to be a man on a mission — Arthur Lampkin and his BSA. Words: John Hulme, Morton’s Archives, Motor Cycle • Pictures: Brian Holder

Not a van in sight — it was a case of using a pick-up or a car and trailer as transport for your machine.

CLASSIC TRIAL MAGAZINE 2017 • ISSUE 22

he 1965 event would turn into a very savage day of action on the North Yorkshire Moors as the ever changing weather conditions threw all they had to offer at both man and machine. The 60-mile course was covered one minute with bright sunshine and the next thunder, lighting and rain combined with a strong wind that would blow the riders up the hills such was its power! Under the watchful eye of the Clerk of the Course, Eddie Bentley, an army of helpers and enthusiasts had plotted out more than sixty hazards on the single lap charge over the demanding terrain. Many legendary Scott Trial hazards such as Cold Knuckles, Bridge End, Whaw Bridge, Tottergill, Rock Garden, Underbanks and the final hazard at Clapgate were included which are still used today. Representing the Yorkshire Centre in his official capacity as the Centre Steward was the very well respected Tom Ellis, who would make sure the day’s proceedings were carried out in a fair and honest manner. As always, to help with the local charities, many donations were made which would bring the total to over £2,500 raised since this was first supported by the organising club and the trial over sixteen years ago. The monies have provided support to St Dunston’s Institute for the Blind, a guide dog for the blind and St John of God at Scorton, and it is always very well received by the local communities.

MICRO MACHINE BSA BANTAM

The Thing

Dave Rowland, 1967 Scottish Six Days Trial.

In the last issue of Classic Trial Magazine, we had a close look at the 1967 Scottish Six Days Trial which Sammy Miller won on the 250 Bultaco. In second place was Dave Rowlands on the ‘Micro Machine’ 175 BSA Bantam, which was christened ‘The Thing’. An affectionate British public, knowing that the once proud motorcycling manufacturing market leaders in Great Britain were in decline, loved the David and Goliath scenario. The Spanish Armada in the trials world had started with Bultaco before Ossa and Montesa joined forces to eventually become the market leaders after Miller moved to Bultaco in 1965. Rowlands worked wonders on the BSA Bantam in the face of some hefty and established opposition on well-developed and very competitive machinery, and his second place at the ‘Scottish’ is still fondly remembered. The 1967 article attracted so much interest that we decided to find out a little more about the ‘Thing’. Don Morley’s superb book titled Classic British Two-Stroke Trials Bikes from 1987 was an excellent source of information, but we wanted to know more. A good friend of my father, Ron, was Mick Bowers, who had worked in the BSA Competition Department. Mick’s late father Eric had, in fact, received the very first BSA Bantam off the production line, the D1 125 in 1948 at his motorcycle dealership in Chapel-en-le Frith. I had a few hours with Mick, or ‘Bonkey’ as he is better known, which proved invaluable in the generation of the article. Words: John Hulme, Mick Bowers and Don Morley • Pictures: Don Morley, Brian Holder, Eric Kitchen, Malcolm Carling, Alan Vines, Mick Whitlock, BSA and Joyce Hulme

Production was started in 1948 as a very depressed post-war Great Britain desperately needed a motorcycle that was cheap to produce and attract the working class public as an affordable form of transport.

CLASSIC TRIAL MAGAZINE 2017 • ISSUE 22

MICRO MACHINE BSA BANTAM

Legendary rider Bill Nicholson was given the job of producing a handful of BSA trials Bantams. This is one of them.

ohn Hulme: “The BSA Bantam was the first trials machine that my father gave me. It was the pre-Yamaha TY 80/175 era where everyone had a ‘Bantam’. Famous names include world motocross champions Graham Noyce and Neil Hudson, to name a few. Mine was a D1 with the 125cc engine with the ‘Plunger’ rear suspension. I can still remember the day my father fitted a ‘Knobbly’ rear tyre, it felt like a lottery win!”

The 1966–1967 model featured a swinging arm, and the engine size was increased to 175cc.

Production

One of the top lady riders at the time, Olga Kevelos, purchased the ex-Draper machine and competed on it in 1957 and 1958.

CLASSIC TRIAL MAGAZINE 2017 • ISSUE 22

Before we start the story of the ‘Thing’ we take a brief time travel journey to look at the history of the machine. The BSA Bantam was produced between 1948 and 1971 by Birmingham Small Arms Company. It was a two-stroke single cylinder air-cooled unit construction motorcycle first introduced as a 125cc before having its cylinder capacity increased to 175cc. It is estimated that well over 400,000 models were produced. Considered by many to be a typically ‘British’ motorcycle it was based on the German manufactured DKW RT 125. Production was started in 1948 as a very depressed post-war Great Britain desperately needed a motorcycle that was cheap to produce and attract the working class public as an affordable form of transport. The main difference from the original DKW design was the right-side gear change lever. The BSA Bantam was very much a ‘replica’ of the DKW, produced with imperial measurements and the conformative right-hand side gear change as it went into production in early 1948. The first production Bantam model was the D1, which rolled of the Birmingham production line in October 1948. Despite having a rigid rear end, the front suspension was telescopic and featured a ‘Shovel’ front mudguard with a ‘Fishtail’ exhaust silencer. One colour was available: Mist Green and the price to purchase the machine would be £60 plus tax. Over the years the machine would go through many model changes but the unit construction, where the engine and gearbox are produced as one piece, remained pretty much the same for its 25 years of production. Sporting a castiron cylinder barrel with an aluminium cylinder head the simple two-stroke

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Comerfords

Trials transport 1967 style. Cyril Quantrill, Editor of Motorcyclist Illustrated and joint founder of Motor Cycle News is the man with a flat cap.

The full Comerfords story is for another day, but the company which was started in 1924 by Teddy Comerford has been a very prolific and important player in the off-road world through its motorcycle dealership which was based on Portsmouth Road, Thames Ditton in Surrey. Names synonymous with the sport of trials include Gordon Farley, Don Howlett, Martin Lampkin, Reg May, Sammy Miller, Bernie Schreiber, Bert Thorn, Jock Wilson and Yrjo Vesterinen to name but a few. Well known as the Bultaco importers they were also involved in the conversion of both the BSA Bantam and the Triumph Tiger Cub to be sold as Comerfords models, which we take a brief look at in this article. Words: Yoomee and Don Morley • Pictures: Brian Holder

Comerfords Competition Manager Gordon Farley ‘wheelies’ the BSA Bantam.

CLASSIC TRIAL MAGAZINE 2017 • ISSUE 22

Cyril Quantrill dips the front wheel of the Tiger Cub into the water.

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GAME OVER DOT

The 1965 DOT Alloy trials model.

Devoid Of Trouble The death of Michael Scott Wade in September 2010 brought to an end the DOT motorcycle dynasty based at Arundel Street in Manchester. In some of these pictures, which were found by pure chance on an unidentified roll of film, we can view the end of the Villiers powered machines which were proudly presented in 1967. Using a ‘Micro’ Italian 175cc Minarelli engine they tried in vain to survive, to no avail. With the help of life-long DOT enthusiast and works rider Eric Adcock we look at DOT motorcycles as it was case of ‘Game Over’ as the Spanish and Japanese trials machines invaded the sport of trials and motocross in the late sixties and early seventies. Words: Eric Adcock and John Hulme Pictures: Malcolm Carling, Geoff Howe, Brian Holder and The DOT Collection

hen the Spanish armada of Bultaco, Montesa and Ossa arrived on UK shores in the mid-sixties and started to dominate trials many Villiers powered machines manufactured in the UK rose to the challenge, and DOT was one of them. The heavyweight fourstroke machines, which had dominated for so long, were deemed to be too old fashioned as the lighter and easier to work on two-stroke machines were seen as the future. Cotton, DMW, Greeves, Sprite and DOT had all enjoyed much success and along with some of the other, smaller, cottage industry manufacturers they had relied heavily on the Villiers engines.

Sporting Success

The early sixties was a successful period for DOT machinery in the motocross field, with Alan Clough and John Griffiths winning many National and Centre races including the weekend TV races before they both defected to Greeves. By the mid-sixties it was John Banks who upheld the DOT name but the machines were no match for the Swedish Husqvarnas and Czech CZs. Banks then persuaded his close friend Dave Bickers, who at the time was involved with CZ, to obtain a works engine from the Czechoslovakian manufacturer which was fitted into a special DOT frame, but this was no match for Bickers’ machine and not long afterwards Banks moved to BSA.

Not associated with DOT during his off-road career, Mick Andrews is seen here having a day out practising around the Peak District in Derbyshire; we believe around 1965. The section is Hollinsclough and the machine is the ‘works’ DOT of his good friend Norman Eyre, which he wanted to ride to test the front forks.

CLASSIC TRIAL MAGAZINE 2017 • ISSUE 22

GAME OVER DOT

It’s the 1965 Scott Trial in October, where we see Eric Adsett crossing Orgate Splash before he started to be involved with the new model.

In the trials world Eric Adcock was winning many Centre and National Trials and in the sixties was always in the First Class awards at many events. During this period his team-mates included Tony Davis, Rob Hart, Pat Brittain, Norman Eyre, Doug Theobald, David Younghusband — when his speedway commitments permitted — and Ken Sedgley, who was involved in scrambling as well. Wade’s last effort to keep up with the continental invasion in motocross was to produce an all DOT 360 engine, using an Alpha bottom-end and an Albion four-speed gear box.

White Strength

In 1966 Wade re-styled both the trials and scrambles machines with plastic/ fibreglass mudguards, fuel tank and air filter boxes, listing them as White Strength models. The decline in orders for trials machines started after Sammy Miller won the 1965 Scottish Six Days Trial on his Bultaco, which was starting to have a massive impact on production.

Doug Theobald changes the oil on his DOT prior to the start of the 1967 SSDT.

Wade made a motocross frame suitable to take a Maico engine, and six where produced with the aim of producing a competitive machine.

CLASSIC TRIAL MAGAZINE 2017 • ISSUE 22

A new machine was in the process of reaching production using the 37A four-speed engine, which went through a development period with factory rider Eric Adcock riding the machine and suggesting improvements where he thought necessary. It featured a lighter fabricated frame and swinging arm using, in certain areas, square box-type steel tubing and fibreglass body components and fuel tank to help achieve the ultimate goal of the lightweight competitive two-stroke trials machine to fight the Spanish challenge. Leading-link front forks of DOT’s own design were initially used, with Adcock opting for the far superior telescopic front forks from Metal Profiles on his machine. After much persuasion by Adcock, Wade eventually agreed to fit his 1967 Trials machine with telescopic front forks and listed them as extras for the buyers. The production machines when they were eventually released would be fitted with the cheaper REH versions. Also in 1967, to boost sales, Phil Bright and John Griffiths asked Wade to make a motocross frame suitable to take a Maico engine, and six were produced with an aim of producing a competitive machine. These were good enough for centre events but only a few were built.

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CLASSIC TRIAL MAGAZINE 2017 • ISSUE 22

VISION TERROT 175

600 hours of talent and passion Each one of us likes to customise our own motorcycles a little and it’s even more the case with older machines. But when one discovers the Terrot 175 owned by Frenchman Didier Choquet it takes it to another level, as he reckons it’s taken him 600 hours of talent and passion to create. Wherever you look at his motorcycle, innovation and engineering creation can be found in all areas. Absolutely everything is artistically machined in-house. The opportunity to discover more about this totally unique motorcycle was accepted without the shadow of a hesitation. Words: Ph. Pilat and John Hulme • Pictures: Deluy-Haussi and Franck Mizera

CLASSIC TRIAL MAGAZINE 2017 • ISSUE 22

VISION TERROT 175

Aluminium can be found all over the bike, including the engine cover, location brackets and the sump shield.

t is under a pleasant paschal sun that I arrive at the home of Englishman Hamish Eadie. In the company of Philippe Mercier we arrive for the third time to a friendly meeting of old motorcyclists who have been gathering for seventeen years. The varied areas to be ridden include twenty pretty kilometres of tracks and trails with shifting relief, to the delight of the forty regulars who would not miss this annual ride-out for anything in the world. Didier Choquet is already waiting for me, enjoying the sights and sounds, but he is also excited by the beauty of the course and the quality of the tracks. In his eyes it is indeed one of the most beautiful trials in the southwest of France, and our tandem of Anglo-French organisers is already planning a two-day meeting in 2018.

Moved out of harm’s way to the top of the engine is the clutch actuating arm.

Post-war France

While admiring the exceptional finish of his 175 Terrot we listened to Didier describing his creation: “I always liked to ride on post-war French motorcycles and in particular four-strokes, and it is true that the preference of lovers of this generation of motorcycles is orientated most often towards the Terrot. It was technically superior to their contemporary AMC or other Motobecane machines. Indeed their dry-sump engine launched in 1929, well before the equivalent English motorcycles, ensures better lubrication and cooling that benefits their reliability. I have already built three Terrot 500cc machines. Some time ago at the Ventoux Classic Trial we even formed a team Terrot with the 500 that was ranked 7th out of 46 teams. Since then I wanted to move to a 175 as it’s lighter and more manageable, and here is the result: 84kg with a full fuel tank”. The fact that it is completely covered with polished aluminium parts and with its black end tank decorated with the famous Terrot logo the Didier 175 gives a clear impression of lightness. So how did you learn all your skills, we asked: “I spent a large part of my life as a qualified boilermaker, and all of my life I have loved working with different metals and materials. “In 2008 I sold my metalworking/boiler making company which employed a dozen employees and it has left me with much more time to tinker a little on my motorcycles. Originally this fuel tank was equipping a road-going Terrot so I reduced it by 9cm in width and 4cm in height. It is, along with the engine, one of the few parts that I bought, because it is not in my philosophy to buy a complete motorcycle and then to strip it down to tinker with it and make to fit my own needs. Above all I like to make as many parts for my motorcycles as I can myself.”

CLASSIC TRIAL MAGAZINE 2017 • ISSUE 22

It’s a super slim-line Terrot.

RETRO 1987 WORLD TRIALS CHAMPIONSHIP

Tarres just got Beta 1987 World Trials Champion Jordi Tarres (Beta-ESP)

It was whilst researching some detail on this article covering the 1987 World Trials Championship on the excellent trials website www.trialonline.org, where Belgium’s Charley Demathieu has collated a hive of information, that I noticed just how competitive that year’s season had been. Finland’s Yrjo Vesterinen had been the first three-time consecutive World Champion from 1976–1978 on the Bultaco as Belgium’s Eddy Lejeune on the four-stroke Honda then joined this exclusive club by winning from 1982–1984. Young French Fantic rider Thierry Michaud then started to make an impact in the series with his first World title in 1985, followed by title number two in 1986. In 1985 a very young Jordi Tarres appeared on the World scene finishing in eleventh position. In 1986 he took his and Italian manufacturer Beta’s first World Championship win, in America, on his way to fourth position in the series. In a show of sheer determination and skill he totally dominated the 1987 Championship as Michaud failed to win a single round which also lost him the opportunity to join the exclusive club of consecutive triple world champions. The Frenchman was not finished though, as he beat Tarres to win the 1988 World crown but this would be his last. Tarres on the other hand simply got better and better. He would win consecutive triple crowns from 1998–1991 and from 1993–1995 before the dominating years of Great Britain’s Dougie Lampkin in 1997–2003 and, in more recent times, Spain’s Toni Bou from 2007–2016.

From its introduction in the early eighties Italian motorcycle manufacturer Beta now had a World Championship winning machine with the TR 34 model in the hands of Jordi Tarres.

A very young Diego Bosis signs a much sought-after Aprilia factory contract to contest the 1978 World Trials Championship.

Both Michaud and Tarres remain unique in the World Championship though, as riders who have lost the World title and regained it. On his way to his seven World titles Jordi Tarres would repeat this feat twice. Firstly in 1989 on the Beta, and then again in 1993 on his move to Gas Gas. Words: Yoomee • Pictures: Toon Van De Vliet, Mauri/Fontsere Collection and the Giulio Mauri Copyright, Beta, Fantic, Mecatecno and Montesa This article was generated with the help of Charley Demathieu and his superb website: www.trialonline.org

CLASSIC TRIAL MAGAZINE 2017 • ISSUE 22

Looking very much a contender for World Championship success Diego Bosis took his and Aprilia’s only World round win in America. This shot is from the ice and cold of Belgium.

SHOW BLACKPOOL 1973

Winter Gardens

With Great Britain controlling sales of the huge motorcycle market in the sixties with a wide range of home manufactured machines, many shows across the country and Europe displayed the new models soon to be released into the busy show rooms at the dealerships. The London based shows ruled the roost but there were many other shows scattered around the UK which also proved very popular. I can vaguely remember this Blackpool show we are looking at here, as at fourteen years old this seaside town was more of a holiday destination than a venue for a motorcycle show. As we lived only two hours away we had dipped our toes into the cold waters of the Irish seas on many other occasions. Words: Yoomee, Motor Cycle â€˘ Pictures: Malcolm Carling

England Cricketer Freddie Trueman opened the show.

CLASSIC TRIAL MAGAZINE 2017 â€˘ ISSUE 22

SHOW BLACKPOOL 1973

It’s a happy White Helmets display rider who receives his Triumph back in one piece from Trueman.

Watched by Blackpool’s Lord Mayor Edmund Wynnne, Freddie Trueman takes a look at the tank.

lifelong motorcycle enthusiast, my late father Ron, had taken me anywhere to watch anything to do with his two-wheeled obsession. As we took the motorway to Blackpool he was reminiscing as a young man how he had visited the Blackpool show and look out for the crowds who would be lined along Victoria Street aiming to gain entrance through the Olympia entrance of the Winter Gardens venue. The show had run from 1963 but his last visit to the show had been in 1965 where, upon doing some research, I had found that the recorded crowd attendance had been around the 13,000 mark for the first three days. As it was Good Friday, and an official Bank holiday, we had left home early to avoid the traffic and the queues!

How Much!

When we arrived, my father was now thinking we had the wrong day as there were no queues visible; I was thinking about that extra time we could have had in bed and the fact that we were literally two minutes from the beach. In truth, the show was going to turn into a disaster for the organising CMCA officials. Billed as the ‘Outdoor Leisure Show’ the organisers had had the vision of getting more of the general public involved in making the connection with the outdoor world on their motorcycles. In truth, the stall holders had been told it would be 65% motorcycles on show but they were very disappointed with what they found. They blamed a distinct lack of publicity on the poor attendance. When the doors opened we also found that the entrance fee was 44 pence for adults and 22 pence for children under fourteen years old. This was more than my father had ever paid to enter a show before, and when his words “How much?” echoed out I knew he was not happy.

On the inside, the Winter Gardens venue looked very industrial.

Check out all the guys trying not to look at the press girls!

CLASSIC TRIAL MAGAZINE 2017 • ISSUE 22

HOW TO RIDE… WITH SAMMY MILLER

MUD 1A

Mud is a common component of many hazards. Even sand can turn into a muddy mess with the passing of riders. To achieve success in mud it’s very important that you have the essential ingredients of speed, very fast speed and sometimes pure brute force. Just like rocks mud is the enemy and you must learn how to ride it as it requires a variety of techniques. Muddy hazards usually suit earlier numbers so if it’s a wet day crack on before they become un-rideable. One benefit of riding in mud is if you crash it’s usually soft!

1a & 1b: Stagnant water over sodden areas means bottomless mud. Your best chances are an early number and riding fast. Keep your speed up in such hazards even when turning. Take a quick dab if you need one to keep going forward. Be prepared for the front wheel to fill up with mud, and keep the throttle open.

2a & 2b: With the engine singing, the mud will fly and the power from the rear wheel will keep it throwing the mud off. The speed technique works sometimes, allowing you to skim across the surface and not giving the machine time to fall in too quickly!

CLASSIC TRIAL MAGAZINE 2017 • ISSUE 22

HOW TO RIDE… WITH SAMMY MILLER

3a & 3b: On many occasions you will find the front wheel will not turn as mud compresses between the mudguard and tyre. If you know you are competing in a muddy event it’s worth raising the front mudguard slightly to allow for more room. Footrest positioning is essential and you will need to keep your weight well back, as seen here in picture 3b.

CLASSIC TRIAL MAGAZINE 2017 • ISSUE 22

4a & 4b: If the hazard looks impossible it’s sometimes worth taking a five-mark penalty by putting your front wheel through the ‘sections begins’ cards. Make sure the observer acknowledges this. If your wheels become full of mud, as seen here in 4b, find a river to ride up and down to clean them out. Likewise a blast up a road or track can have the same effect of cleaning the wheels and tyres.

INTERNATIONAL REUNION

A Bultaco reunion

I was just nineteen years old when I moved from my home town of Slough down to Exeter, where I had been appointed as the manager of a small camera shop. I was passionate about the sport of motorcycle trials back then — just as I am now — and it didn’t take me long before I made friends with a few trials guys in the area. In particular one Ian Haydon, who happened to be the South West Centre Champion at that time. I well recall seeing for the first time his 250cc radial-head, four-speed gearbox Bultaco that his father Ken had just purchased for Ian to ride. I can still clearly remember seeing him in his garage and remarking what a superb machine it was when compared to the British models of the era. Being single and living in grim lodgings I spent many, many hours in the Haydon’s front room – a much preferred location to my dingy bed and breakfast – and with the Haydon family, Ken, Ian, Edith and Jenny all mad keen on the sport, we discussed the merits of many different motorcycles. What, you may reasonably ask, has the above paragraph to do with a review of the Westmorland Club’s Bultaco Revival Nostalgia Trial? Words: Mike Rapley • Pictures: Eric Kitchen and John Dickinson

ell quite a lot actually, because whilst I have seen four-speed Bultacos many times before, when I saw Chris Gascoigne riding what appeared to be a totally original one complete with the unique four-speed Bultaco exhaust note it brought back those almost forgotten memories of the time I spent such happy hours with the Haydons, particularly as I watched and learned as Ken fettled Ian’s machines. And that was very much the intention of the Bultaco Revival idea that the Westmorland Club came up with at the start of the year when the trial was launched at the Telford Classic Show.

Bultaco Years

Of course, the years from 1965 through to 1982 were very much Bultaco years as just about everybody who rode trials in those now far-off days will have owned and ridden a Bultaco at some time or another. As the marque is still so popular on the classic scene, and with spare parts still readily available for them, when the Westmorland Club had a meeting earlier this year to announce their new relationship with the Nostalgia Trial the meeting was unanimous in agreeing to call it the Bultaco Revival Nostalgia Trial, believing that it would attract a great many of the Spanish motorcycles and enthusiasts to Holme Farm, Middleton, near Sedbergh. They were correct as 38 competitors signed up to ride a Bultaco in this event for Pre-65 and twin-shock machines, but perhaps of more importance was the display

Three times a world champion for Bultaco, Finland’s Yrjo Vesterinen was highly instrumental in organising the machines for his friends from Europe.

CLASSIC TRIAL MAGAZINE 2017 • ISSUE 22

INTERNATIONAL REUNION

Team Myers, all Bultaco mounted, which required a purchase from good old eBay.

Alan ‘Sid’ Lampkin talks Bultaco with John Moffat, himself the ‘Trials Guru’ is a mind of information on anything Bultaco, and his son James who rode in the event.

of Bultacos that had been gathered for inspection prior to the start of the trial. Inevitably there were some tatty original, un-restored used ones and also machines that are ridden on a regular basis, but equally there were a few that looked as if they had left the factory only the previous day. It was one of those, the model owned by Ian Bradley of Coniston Brewery, that took the Concours Cup for the best presented machine at the trial. Ian made no claims to have been the restorer as that honour went to Sapphire Motorcycles, who were once the sponsor of Classic Trial Magazine test rider Nick Shield whose Bultaco would have probably claimed the cup were it not for Ian’s machine.

International

With the trial open to all Pre-65 style machines and all twin-shocks, for a third of the entry to be Bultaco mounted was an impressive effort by all concerned. Equally impressive was guest of honour Yrjo Vesterinen’s efforts in managing to persuade many of his Bultaco friends from his World Championship winning days to attend and ride the event, giving it a very international feel. For the well-known trials photographer Eric Kitchen it was also a day to meet up with his many Bultaco friends who he has taken pictures of over the years.

CLASSIC TRIAL MAGAZINE 2017 • ISSUE 22

I can imagine how much enjoyment Frances Charles Coutard got out of beating his good friend ‘Vesty’!

SPORT ALVIE

Laird of Alvie Estate Jamie Williamson and Rob Shepherd

Highland Honda edition

Very much a new exponent of the Pre-65 and Twin-Shock machinery, Gary MacDonald looked very much at home at the ‘Honda’ edition of the extremely popular Alvie Two Day event. He along with John Charlton and Calum Murphy remained clean on the A Route to win their respective classes. Carrying on the Honda theme, the organising Inverness & District MCC Ltd were delighted that John Moffat had organised for the Honda factory-supported riders from the seventies Rob Shepherd and Nick Jefferies to attend as the guests of honour.

John Charlton (BSA)

Words: Steven Crane • Pictures: Mike ‘Rappers’ Rapley

Nick Jefferies (BSA)

Gary MacDonald (Honda)

CLASSIC TRIAL MAGAZINE 2017 • ISSUE 22

SPORT ALVIE

Martin Gilbert (Honda)

John Moffat (Bultaco)

It’s only recently that Rob has returned to the sport, but the 1977 British Trials Champion on the Honda was unable to ride following an injury to his shoulder. He was more than happy to reminisce with the other riders about his four-stroke years though. Nick Jefferies is a multiple TT winner, trials ace and exISDT teamster but has not competed on a trials machine for over fourteen years, but on Norman Sheppard’s BSA Bantam he won the B route outright. Two laps of eighteen hazards were on offer each day, and the riders enthused about their enjoyment of the ride round and the quality of the trial, which was enjoyed by all. • A more comprehensive report and pictures can be found in issue 64 of our sister publication Trial Magazine.

Jean Caillou (Honda)

TWO DAY ALVIE 2017 ROUTE A

UNIT CLASS: 1: John Charlton (BSA) 0; 2: Paul Heys (Triumph) 1; 3: Mark Jackson (Triumph) 5; 4: Kevin Chapman (Trifield) 11; 5: John Maxfield (Triumph) 23.

TWO-STROKE: 1: Calum Murphy (BSA) 0; 2: Mark Buckworth (James) 11;

3: Tyler Murphy (BSA) 13; 4: Yrjo Vesterinen (BSA-FIN) 22; 5: Martyn Stanistreet (James) 27.

PRE-77 TWIN-SHOCK: 1: Robbie Weir (Yamaha) 12; 2: Mathew Gibling (Bultaco) 198. POST-77 TWIN-SHOCK: 1: Gary MacDonald (Honda) 0; 2: Alan Crayk (Montesa) 1; 3: Nick Shield (Majesty) 4; 4: Richard Allen (Honda) 5; 5: Gary Younghusband (Bultaco) 10.

ROUTE B

UNIT CLASS: 1: Ian Myers (Triumph) 10; 2: Allister Stewart (Triumph) 14;

3: Scott Alexander (Sprite) 15; 4: Gavin Andrews (BSA) 23; 5: William Weatherhead (Triumph) 30.

TWO-STROKE: 1: Nick Jefferies (BSA) 5; 2: Gerry Minshall (James) 15; 3: Hannah

Vesterinen (Bultaco-FIN) 19; 4: Ossy Byers (BSA) 23; 5: Craig Haworth (James) 25.

PRE-UNIT: 1: Chris Haigh (Velocette) 9; 2: Leo Salvadori (Ariel-ESP) 15; 3: Mike Bell (Royal Enfield) 52; 4: Stuart Chapman (Triumph) 55.

PRE-77 TWIN-SHOCK: 1: Jean Caillou (Honda) 79. POST-77 TWIN-SHOCK: 1: Martin Gilbert (Honda) 7; 2: Javier Cruz (Honda-ESP) 12; Chris Haigh (Velocette)

CLASSIC TRIAL MAGAZINE 2017 • ISSUE 22

3: Mark Hallows (Majesty) 13; 4: Jim MacFarlane (Yamaha) 28; 5: Martin Peirson (SWM) 32.

SPORT KIA TWINSHOCK CHAMPIONSHIP

Gary Fleckney (Honda)

Gavin Andrews (BSA)

Robert Faulkner (Yamaha)

Taking shape As we pass the halfway house in the 2017 Kia Twinshock Series Championship, the various championships on both routes are beginning to take shape. The latest round had the riders visiting Hereford and the Platch Farm venue at Ewyas Harold. With an entry of one hundred riders the selection of terrain, which included everything imaginable, produced two very good rides on the Expert route. The organising club had Dan Sanders flying the club flag who parted with just a solitary mark on section one, his only marks of the day. In a two-stroke versus four-stroke battle Andy Hipwell pushed him all the way on his Honda, finishing on two marks lost. On the Clubman route Steve Robson maintained his 100% winning record in all the rounds he has contested on his Fantic, losing just three marks in the process. His nearest challenger, albeit in the Britshock class, was Jim Pickering who parted with seven marks lost on his BSA Bantam. Words: Steven Crane • Pictures: Gillian Mcaveety – Matthew Welch

With the championship attracting strong entries in each of the classes we thought it was time to remind everyone of the entry restrictions for the machines’ eligibility.

Class 1

Open to all air cooled monoshock and any air cooled monoshock trials motorcycles that have been converted to a twinshock. Eligibility – the motorcycles should maintain the original silhouette as the date of manufacture. Acceptable modifications are: The option to run tubeless tyres, to make minor modifications to the frame and a choice of carburettors. Unacceptable modifications: Disc

brake conversions, unless already fitted. Fork stanchions must not exceed 36mm.

Class 2

Open to all Spanish manufactured twinshock trials machines for any year. New from 2015: standard Pre-78 twinshocks are now eligible in this class. Suitable machines include: Beamish Suzuki, Yamaha TY175 and Honda TL series. These bikes must be completely standard as per original silhouette otherwise enter class three. The object of this class is to keep the cost of competing to a minimum whilst maintaining a highly competitive series. Eligibility – the motorcycles should

Graham Greaves (BSA)

maintain the original silhouette as the date of manufacture. Acceptable modifications are: The option to run tubeless tyres, to make minor modifications to the frame, and a choice of carburettors; cycle parts can be changed as long as they are from the same period and from other Spanish motorcycles. Shock absorber and suspension movement should be similar to the original specification. Steering head angle can be moved and the swinging arm lengthened. The position of the footrest can also be moved. Unacceptable modifications: Disc brake conversions. Fork stanchions must not exceed 35mm.

CLASSIC TRIAL MAGAZINE 2017 • ISSUE 22

SPORT KIA TWINSHOCK CHAMPIONSHIP

KIA TWINSHOCK SERIES CHAMPIONSHIP POSITIONS: EXPERT

AIR COOLED MONOSHOCK: 1: Robert

Faulkner (Yamaha) 83; 2: Dean Devereux (Honda) 74; 3: Dan Sanders (Yamaha) 69; 4: Steve Bird (Yamaha) 46; 5: Colin Ward Snr (Yamaha) 35.

PRE-78/HISTORIC SPANISH: 1: Steve

Bisby (Ossa) 94; 2: Chris Barnett (Yamaha) 68; 3: David Wood (Ossa) 48; 4: Mick Clarke (Ossa) 28; 5: Gary Younghusband (Bultaco) 20.

BRITSHOCK: 1: Nigel Scott (Triumph) 53; 2: Martyn Stanistreet (James) 40; 3: Ian Peberdy (BSA) 37; 4: Phil Houghton (Triumph) 20; 5: Martyn Wilmore (BSA) 20.

TWINSHOCK: 1: Olly Wareing (Fantic)

77; 2: Andy Hipwell (Honda) 71; 3: Roman Kyrnyckyj (SWM) 66; 4: Richard Allen (Honda) 64; 5: Matt Spink (Suzuki) 45.

RND 5: Vale of Towy MCC

AIR COOLED MONOSHOCK 1: David Dan Sanders (Yamaha)

Class 3

Stephen Hancox (Triumph)

This is open to all twinshock trials machines and highly modified Spanish twinshocks. Whilst the intention is to try to keep to as original machine silhouette as possible more modifications will be allowed. Acceptable modifications are: The option to run tubeless tyres, to make minor modifications to the frame and a choice of carburettors; cycle parts can be changed as long as they are from the same period. Unacceptable modifications: Modified monoshock trials machines converted to twinshocks, air cooled monoshock engines and disc brake conversions. Fork stanchions must not exceed 36mm. Note SWM jumbos fitted with the original 38mm forks are acceptable.

Class 4

This class is open to British Pre-72 machines. Acceptable modifications: The option to run tubeless tyres and to make minor modifications to the frame and a choice of carburettors; cycle parts can be changed as long they are from the same period. • Please visit the excellent website: www.twinshockchampionship.org.uk for more information of events, venues and classes.

Carter (Gas Gas) 2.

BRITSHOCK 1: Nigel Scott (Triumph) 9. TWINSHOCK 1: Wayne Jones (Fantic) 4.

RND 6: Wye Valley AC

AIR COOLED MONOSHOCK: 1: Dan Sanders (Yamaha) 1.

PRE-78/HISTORIC SPANISH: 1: Chris Barnett (Yamaha) 58.

BRITSHOCK 1: Mark Stokes (Trifield) 11. TWINSHOCK 1: Andy Hipwell (Honda) 2.

POSITIONS: CLUBMAN

AIR COOLED MONOSHOCK: 1: Gary

Fleckney (Yamaha) 59; 2: Martyn Goodall (Yamaha) 55; 3: Paul Hobson (Honda) 51; 4: Colin Slater (Yamaha) 29; 5: Gary Bloodworth (Yamaha) 20.

PRE-78/HISTORIC SPANISH: 1: Eirian

Davies (Yamaha) 107; 2: Steve Fletcher (Yamaha) 84; 3: Gary Daykin (Ossa) 63; 4: Michael Fletcher (Yamaha) 58; 5: Bob Hill (Suzuki) 57.

BRITSHOCK: 1: Peter Edwards (BSA)

72; 2: Owen Hardisty (Triumph) 65; 3: Ossy Byers (BSA) 50; 4: Jonathan Souch (Triumph) 58; 5: Gary Hawkins (BSA) 41.

TWINSHOCK: 1: Steve Robson

(Fantic) 100; 2: Dave Braithwaite (Suzuki) 60; 3: Olie Foulke (Majesty) 57; 4: David Wilkinson (Honda) 50; 5: John Long (Honda) 42.

RND 5: Vale of Towy MCC AIR COOLED MONOSHOCK: 1: Keith Normington (Honda) 11.

PRE-78/HISTORIC SPANISH: 1: Eirian Davies (Yamaha) 4.

BRITSHOCK 1: Keith Wells (BSA) 3. TWINSHOCK 1: James Walters (Yamaka) 4.

RND 6: Wye Valley AC

AIR COOLED MONOSHOCK: 1: Gary Hawkins (Honda) 10.

PRE-78/HISTORIC SPANISH: 1: Eirian Davies (Yamaha) 21.

BRITSHOCK: 1: Jim Pickering (BSA) 7. TWINSHOCK: 1: Stephen Robson Nick Boxall (Fantic)

CLASSIC TRIAL MAGAZINE 2017 • ISSUE 22

Peter Edwards (BSA)

(Fantic) 3.

PARTS LOCATOR

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CLASSIC TRIAL MAGAZINE 2017 • ISSUE 22

23:51

WORKSHOP AIR FILTER

Make your own …

Air Filter

The air filter housing of the venerable Yamaha TY250 twin-shock was never the best in the world for airflow. We wanted to improve the flow characteristics and use a modern air filter. One way is to construct a trick-looking new housing from fibreglass. Words: Matt Heppleston • Fabrication: Yvan Marszalek Pictures: Yvan and Matt

veryone has their own preferred way of building parts; some like to carve a former in wood and others to bend and weld steel or aluminium, which is fantastic if you have the skills. Yvan likes to get messy with epoxy and fibreglass sheets. There are certainly many different ways to fabricate parts for your trials machine. The ‘Lost Foam’ technique is just one of them. Since the mould is destroyed after the part is built this method is not a production process. The advantage is that any shape that can be carved or moulded out of Styrofoam can be turned into a fibreglass/epoxy composite. Yvan wanted to improve on the TY250 twin-shock airbox in which he already used a Montesa 315 filter and had removed the restriction into the connecting tube. However the flow was still restricted by the narrow sides of the standard airbox. Here is how he made his custom solution.

Five steps

There are five basic steps in the process. 1. Cut a foam pattern. 2. Wrap with packing tape and apply a mould release wax. 3. Cover the pattern with fibreglass cloth and ‘wet out’ with resin. 4. Melt out the foam. 5. Final finishing of the part Seems pretty simple doesn’t it, so are you ready to try?

Safety Tips

Remember you are working with materials hazardous to your health and safety. Please take all appropriate precautions following the manufacturers’ safety data sheets for the products you are using. Classic Trial Magazine declines all responsibility for those inspired by this article in the event of any harm or accident.

CLASSIC TRIAL MAGAZINE 2017 • ISSUE 22

WORKSHOP AIR FILTER

STEP 1: Mould-Making

Take a big chunk of dense foam — pink, grey or blue extruded foam is much easier to carve and sand. Depending on the size of the part you may need to glue several thicknesses together. Then cut the outline, using a carpet knife or a kitchen knife with small teeth, a band saw or a scroll saw. Complete the shaping and rounding by rough cutting with the knife and then use course sandpaper to create the final shape. You can also use a dry-wall sanding pad; this is a mesh of abrasive material with plenty of holes where the foam crumbs can lodge themselves instead of rolling and making dents in your foam or some rough sandpaper. All this can be done in around an hour.

STEP 2: Tape and Wax

Once satisfied with the accuracy and level of detail, wrap the pattern with one layer of packing tape to prevent the epoxy from getting into the foam. One thing to pay attention to: epoxy does not adhere to the shiny side of the tape but it will lock itself into wrinkles and gaps in the tape. So do a neat job of applying to avoid difficulty removing the tape from the cured part. Apply some mould-release wax to help remove the tape later on. Top tip: you can mount it on a fixture with a nail at each end to hold the foam core off the working table. You can even use a kebab skewer. This will allow you to work on all sides.

STEP 3: Cover with Fibreglass and Resin

Apply one layer of thin fibreglass plain-weave cloth (2oz or 3oz) using a multipurpose spray adhesive (e.g. 3M #77) to stick the fibreglass matting to the mould before the epoxy is applied. Apply the cloth in 5 to 8cm (2” to 3”) overlapping strips. To ease placement make the strips as wide as will conform to the shape of the core without producing wrinkles. In some areas they may be quite narrow and others quite wide. Mix your epoxy as per the manufacturer’s recommendations. Then brush into the fibreglass

CLASSIC TRIAL MAGAZINE 2017 • ISSUE 22

thoroughly, saturating it. Use paper towels to absorb as much of the excess epoxy as possible. When pulling off the paper be careful not to lift the glass cloth. Continue this process until the paper can absorb no more epoxy. Apply the number of layers needed to obtain the rigidity you want by the addition of additional layers of medium grade cloth, with more layers in the most vulnerable areas. If more glass is needed apply it in the first 24 hours. Let the epoxy harden for at least 24 hours if no more fibreglass is to be applied. You may want to rough up the surface with sandpaper first.

SHOP

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CLASSIC TRIAL MAGAZINE 2017 â€¢ ISSUE 22

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.

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CLASSIC TRIAL MAGAZINE 2017 • ISSUE 22