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CONTACT Online: www.trialmaguk.com Telephone: 01663 749163 Email: england@trialmag.com Address: 48 Albion Road, New Mills, High Peak, Derbyshire, SK22 3EX United Kingdom THE TEAM Co-Managing Directors John Hulme & Charles Benhamou Executive Director Philippe Benhamou Editor John Hulme

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Advertising Manager Lisa Reeves lisa@trialmag.com Editorial Staff Jean Caillou, Matthew Heppleston, Heath Brindley, Justyn Norek Snr, Justyn Norek Jnr, Nick Shield and John Moffat. 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, Motorcycle News and Brian Holder. Proof reading Jane Hulme and Davina Brooks Design and Production Dean Cook The Magazine Production Company www.magazineproduction.com Printing: Buxtons Press © 2020 CJ Publishing Ltd. All rights reserved. No part of this publication may be reproduced or transmitted in any form or by any means without the prior written consent of the Publishers. Great care is taken to ensure accuracy in the preparation of this publication, but neither CJ Publishing Ltd or the editor can be held responsible for its contents. The views expressed are those of the contributors and not necessarily those of the Publishers. Trial Magazine is published by: CJ Publishing Limited, registered in England Number: 5947718. Trial Magazine: ISSN: 1753-0040. 4

Picture: 1980 Wye Valley Trial - Peter Cartwright (325cc Comerford’s Bultaco) • Credit: Alan Vines Front Cover: 1980 David Hooke (Gori) • Picture Credit: Alan Vines

Autumn 2020 • Classic Trial Magazine

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1980 British Championship Mitchell Trial Two-Stroke AJS Gori Motorcycles Ray Sayer

1980 FIM WTC Part Two Chris Griffin

1979 British Trials Championship 1:6 Scale Models Heath’s Beta TR34

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News • The world of Classic Trials

IN-MOTION: MAJESTY Dave Renham at Inmotion Trials is the new owner of the Majesty-Yamaha name. He made the purchase of all the stock and the domain name for Majesty-Yamaha from Steve Martin. Despite the fact that Steve enjoyed the association with the Majesty-Yamaha brand and supplying all of the parts to keep them all running, other work commitments have forced a change of direction. He will still be seen competing in the twin-shock trials he enjoys so much on a variety of machines. He would like to thank everyone for their past business. Very much known around the world for the supply of spares for a wide range of twin-shock trials machines, Inmotion welcomes the addition of the Majesty-Yamaha name to the ever-expanding parts inventory. Dave Renham: “The telephone call from John E Shirt as the originator of the Majesty Yamaha machines was most welcome as he wished me all the best with my new venture. John, along with Mick Andrews, brought the Majesty Yamaha engine machines alive back in the late ‘70s when they were a huge success. John also reminded me that

I was one of the very first Gas Gas dealers when he started to import the early air-cooled models. My association with the Shirt family goes back a long way, and it is very nice to have their seal of approval. “I have many new ideas for parts for the Majesty

CLASSIC EVENTS 2020

Yamaha although it will probably take a while to see them come to life, but I have all the stock from Steve Martin to be going on with. The Majesty Yamaha brand name will run along with all the other twinshock names we are proudly associated with”.

HIGHLAND AND LEVEN VALLEY TWO-DAY TRIALS 2021

With the cancellation of the Pre-65 Scottish in May 2020, both the Highland and Leven Valley Two-Day Trials also followed suit and were cancelled. In our ‘Classic Chat’ column in this magazine you can find out more about the reasons for the cancellation of the Kinlochlevenbased events. All three hugely popular competitions are scheduled to resume in 2021 so please keep your eyes on the various social media and website outlets to find out more. Going forward, Classic Trial Magazine will continue to be a part of the sponsorship for both the Highland and Leven Valley Two-Day Trials in the future.

Despite the ongoing threat of the Coronavirus around the world, the control of it has allowed two organisers to press on with preparing for events in Europe. As we went to print both the Ventoux Team Trial in France, on the 10th and 11th October, and the Costa Brava Two Day in Spain, on the 21st and 22nd November, were planned to go ahead. Both the organisers are working with local officials in order to keep everyone safe and to welcome them to the area. Both the clubs are very experienced at organising events that attract quite a large gathering, as they have done in the past, but it will also be up to the riders and visitors to remain very responsible for their actions.

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Autumn 2020 • Classic Trial Magazine

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John Moffat • Trials Guru

TRIALS GURU

PAUSE PRESSED

On the microphone at the 2019 Scottish Six Days Trial with Nevis Radio, Michelin and Trial Magazine.

We are all too aware of the serious effects of the Covid-19 pandemic and how it has interrupted daily life. Having been keen to progress with the build of my special Bultaco 370 Sherpa, I had to take a break from it for a while due to curtailed travelling and businesses being closed and staff ‘furloughed’. The 370 project has simply been ‘temporarily suspended’ with the pause button pressed. I continued to do work on my very original and unmolested 1973 325 Sherpa, bought two years ago from a good friend, and my Honda 305 works replica, using parts that I had already collected plus the obligatory ‘elbow grease’. More on the 370 Sherpa in later issues. Hopefully, you have fared well during lockdown with whatever projects you may have on the go? Words: John Moffat • Pictures: Brian Holder, Malcolm Carling, Yoomee Archive and Allen Collier

ur esteemed editor, John Hulme, freely admits that it takes a team of enthusiasts to put Classic Trial Magazine together and I had offered to write for him an article on Triumph ‘works’ rider, Ray Sayer, in time for this edition. When carefully researching Ray’s story, it emerged that he had ridden a semi-works AJS in the 1969 SSDT. When John received the Sayer article copy, he telephoned me to ask if I would be interested in writing another article, this time on the two-stroke AJS? The reason being is that I am older and – allegedly – wiser than Mr Hulme!

Classic Trial Magazine • Autumn 2020

In 2007 with Mike Rapley. John Hulme freely admits that it takes a team of enthusiasts to put Classic Trial Magazine together.

TASK NUMBER TWO

I agreed to task number two and set to work, scanning my phone book of former riders once again, searching for meaningful information. What a labour of love trials journalism really is! To carefully research and to contact those great people who were ‘there’ at the time. To gain first-hand accounts of riders and their machines from half a century ago is truly fascinating work. The finished article always looks different in the magazine compared to being viewed on my computer. The reason being that the photographs taken at the time, carefully selected and captioned, bring these articles to

With Barry Robinson at the 2014 Scott Trial. John Hulme remains eternally grateful for the support from Barry Robinson in the early days of the magazines.

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Autumn 2020 • Classic Trial Magazine

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Classic Trial Magazine • Autumn 2020

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Classic Competition • 1980

Rob Shepherd (Honda).

Martin Lampkin (Bultaco).

CLASSIC TRIAL ACTION

ACU BRITISH TRIALS CHAMPIONSHIP

Attracting entries of well-over one hundred riders at each of the five opening rounds of the 1980 ACU British Trials Championship, three Yorkshire riders were fighting for the championship lead before the break for the all-important Scottish Six Days Trial in May. With four different winners from the opening five-round series, we take a brief look at the opening rounds before moving on to the main focus of this article, round five: the Mitchell Trial. Words: Yoomee,Alan Wright, Alan Vines and Mike Rapley Pictures: Alan Vines, Eric Kitchen and Mauri/Fontsere Collection and the Giulio Mauri Copyright

SHEPHERD LEADS

After the opening four rounds, it was three riders, Rob Shepherd, Martin Lampkin and Malcolm Rathmell, who had broken away at the top of the Championship table. Of these three the only rider not to have won a round was Rathmell. John Reynolds had dropped just off the pace to hold fourth position in the championship, having won round two.

ROUND 1: ST DAVID’S TRIAL

With the opening round of the FIM World Trials Championship just around the corner, the ACU British Trials Championship welcomed American riders Bernie Schreiber and Marland Whaley who, along with Japan’s Kiyoteru Hattori, added an international ‘feel’ to the series. On a wet day in the Welsh Valleys eventual winner, Martin Lampkin and his fellow ‘Yorkie’ Malcolm Rathmell came under attack from one of the new breed of younger riders, Mike Skinner. He eventually lost out on a tie decider with Rathmell as Rob Shepherd came home in fourth position followed by an on-form Tony Calvert who, along with Norman Shepherd, had made the move from Bultaco. On a day with the time element playing a part in the final results, it was left to Schreiber to uphold international honours as he took the final championship point in tenth position. RESULTS: 1: Martin Lampkin (Bultaco) 20; 2: Malcolm Rathmell (Montesa) 24; 3: Mike Skinner (Montesa) 24; 4: Rob Shepherd (Honda) 31; 5: Tony Calvert (Ossa) 33; 6: Chris Myers (Bultaco) 34; 7: Nigel Birkett (Montesa) 34; 8: Norman Shepherd (Ossa) 36; 9: Chris Clarke (Montesa) 37; 10: Bernie Schreiber (Bultaco-USA) 37.

Malcolm Rathmell (Montesa).

Autumn 2020 • Classic Trial Magazine

1980 • Classic Competition

ROUND 3: CLEVELAND TRIAL

Take a good trials rider on form, and they will be unbeatable, and that’s exactly what Rob Shepherd was at the Cleveland Trial. Riding the Honda in a very confident mood the 12-mark winning advantage over Malcolm Rathmell told its own story. No one had an answer to ‘Shep’ when he was in this mood, and he pulled himself right back into contention in the Championship table. Martin Lampkin came bouncing back from a poor result, by his high standards, in the previous round as Mick Andrews came home fourth on the Majesty Yamaha in front of John Reynolds. With three different winners from the first three rounds, the championship was still wide open as the fight continued with riders looking for more consistent results. Still riding in the championship events, Jim Sandiford won the ‘Best Over-40’ rider award. RESULTS: 1: Rob Shepherd (Honda) 29; 2: Malcolm Rathmell (Montesa) 41; 3: Martin Lampkin (Bultaco) 43; 4: Mick Andrews (Majesty Yamaha) 44; 5: John Reynolds (Beamish Suzuki) 48; 6: Chris Sutton (Montesa) 54; 7: Peter Cartwright (Bultaco) 55; 8: Chris Clarke (Montesa) 59; 9: Nigel Birkett (Montesa) 63; 10: Mike Skinner (Montesa) 63.

ROUND 4: LOMAX TRIAL

Colmore Trial winner: John Reynolds (Beamish Suzuki).

ROUND 2: COLMORE TRIAL

On a very cold, wet day it was John Reynolds who used all the power and torque from the 325cc Beamish Suzuki to take his second ACU British Championship, having scored his first in 1979 at the Victory Trial. It was a Japanese ‘One-Two’ as Rob Shepherd pushed him all the way on the four-stroke Honda. These two were head and shoulders above the rest of the entry as Malcolm Rathmell came home a distant third in front of a very happy Alan Wright as the first Bultaco rider home. He headed home Dave Thorpe as Steve Wilson scored his first British Championship points on the SWM. Schreiber scored points once again, as did Montesa mounted Chris Clarke, but it was a disaster for Martin Lampkin as he scored just two points from a ninth position in front of Chris Sutton. RESULTS: 1: John Reynolds (Beamish Suzuki) 54; 2: Rob Shepherd (Honda) 57; 3: Malcolm Rathmell (Montesa) 68; 4; Alan Wright (Bultaco) 95; 5: Dave Thorpe (Bultaco) 97; 6: Steve Wilson (SWM) 100; 7: Bernie Schreiber (Bultaco-USA) 102; 8: Chris Clarke (Montesa) 106; 9: Martin Lampkin (Bultaco) 107; 10: Chris Sutton (Montesa) 108.

St David’s Trial winner: Martin Lampkin (Bultaco).

Classic Trial Magazine • Autumn 2020

Cleveland Trial winner: Rob Shepherd (Honda).

Once again it was a strong entry of 150 riders entered in the event, and as usual, the time allowance of six hours kept the riders on the move all day. On a warm Bank Holiday Easter Monday, the fight for the British Championship was thrown wide open in North Wales. The top three positions went down to a tie decider as Martin Lampkin, Rob Shepherd and Malcolm Rathmell all parted with 26 marks. Just missing out on 27 marks lost in fourth position was John Reynolds, the winner of round two. In fifth position and continuing with his improved results was Peter Cartwright, followed closely by Mike Skinner. After his win at the Cleveland, Shepherd retained the overall championship lead on 47 points, with Lampkin and Rathmell remaining in close company on 44 and 42 points respectively. RESULTS: 1: Martin Lampkin (Bultaco) 26 (36 Cleans); 2: Rob Shepherd (Honda) 26 (35 Cleans); 3: Malcolm Rathmell (Montesa) 26 (32 Cleans); 4: John Reynolds (Beamish Suzuki) 27; 5: Peter Cartwright (Bultaco) 35; 6: Mike Skinner (Montesa) 39; 7: Nigel Birkett (Montesa) 44; 8: Mick Andrews (Majesty Yamaha) 44; 9: Chris Sutton (Montesa) 45; 10: Nick Jefferies (Montesa) 49.

Lomax Trial winner: Martin Lampkin (Bultaco).

Machine • AJS 37A-T

The brochure front cover for the new AJS trials model 37A-T.

AJS 37A-T

TOO LITTLE, TOO LATE AJS, the brand purchased by Associated Motor Cycles in 1931, were known for their long-stroke single-cylinder trials machines, which partly dominated the competition scene in the late 1940s and throughout the 1950s. It culminated in Gordon Jackson’s historic Scottish Six Days win on one solitary mark in 1961, achieved with a factory-prepared 16C with a special short-stroke motor. Associated Motor Cycles (AMC), the group which also owned the Matchless, James and Francis Barnett brands, hit financial difficulties around this time and the writing was firmly on the wall; all these brands had a competition history. The root of the problem lay with the directors at AMC having taken offence at a critical report published on a road test on one of their machines. Their response was to refuse permission for the motorcycle press to test their machines, and their advertising campaigns in the weekly papers ceased, so not surprisingly they lost valuable sales, year on year, through lack of exposure to the buying public. It was a case of cutting off one’s nose to spite one’s face. Words: John Moffat (Trials Guru), Tony Davis, Norman Edgar, Colin Dommett and John Pye Pictures: Malcolm Carling, Alan Vines and Brian Holder

Autumn 2020 • Classic Trial Magazine

AJS 37A-T • Machine

A very young Mick Andrews had formed part of the AJS trials team in 1964, riding one the big four-strokes in the SSDT.

AJS TWO-STROKES

Two-strokes had been gaining popularity and in late 1964, Sammy Miller announced that he was moving to Bultaco from Ariel, which in itself was to become a game-changer for the trials scene and heralded the Spanish invasion by Bultaco, followed by Montesa in 1967 and eventually Ossa. Two-strokes were here to stay. The AJS brand, along with the others in AMC, had been taken over in 1964 by Manganese Bronze Holdings which had already bought Villiers Engineering. After the AMC Plumstead factory closed in 1966, with the creation of Norton Villiers, this involved restructuring of the group and AJS moved to Wolverhampton. The plan was to continue in the competition market, producing only off-road AJS machines at a new purpose-built factory at Andover. Still, due to planning permission delays, the new factory only became operational in mid1969. They signed Chris Horsfield, Malcolm Davis, Andy Roberton, Sweden’s Bengt-Arne Bonn and Scotsman Jim Aird to field a strong motocross contingent. They also had an eye on the trials machine market, which was buoyant, and they had access to the Villiers two-stroke motors, being under the same group of companies. Malcolm Davis was not only an excellent motocross rider but also an exceptionally talented trials rider.

Also in the AJS team for the 1964 SSDT: Gordon Blakeway.

previously been developed by Cotton in their Cobra motocross model and subsequently installed in the factory prototype AJS motocross model first raced by Andy Roberton. Further developed, it carried Malcolm Davis to victory in the 1968 British MX Championship, and from this, the Y4 ‘Stormer’ was born. The 250cc Y4, launched in 1969, was followed by big-bore Starmakers, the Y5 Stormer at 370cc in 1970 and eventually the ‘410’ Stormer of 410cc

in 1972. Inchley was a former BSA employee who moved to work at Ariel on two-stroke development followed by a move to work with Dr Joe Ehrlich at EMC, joining AMC in 1963. Reynolds Tubes constructed the new road race frame, constructed by ace welder Ken Sprayson. An AJS was entered for the 1967 TT but, while in fifth position, his bike was filled with neat petrol instead of two-stroke mixture; Inchley was forced to retire with a seized engine.

STARMAKER ENGINE

The Villiers ‘Starmaker’ engine was to be the basis for the new motocross machine. It was developed from Peter Inchley’s 1966 Villiers ‘Starmaker Special’ TT racing machine which came home third in that year’s Lightweight race. Inchley’s prototype for AJS was based on a Bultaco racing chassis. The Starmaker had Classic Trial Magazine • Autumn 2020

The four-stroke trend was going out of fashion at the 1965 SSDT, but Gordon McLaughlan remained loyal to the AJS.

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Revisited • Gori

Trading under CMI (Competition Motorcycles Italy) Jim Jones imported first Gori and then SWM to the UK. Left to right, Jim is with his son and the Welsh enduro rider Colin Jones – no relation – and Frank Melling, who kindly supplied this picture.

REVISITED

GREEN GORI OF FLORENCE There is a trend that follows many readers of Classic Trial Magazine, and that is an interest in machines you had when you were younger. I have previously written about the Gori trials machines but, as years progress in the world of this magazine title, we take a moment to revisit as more information and pictures are uncovered. Words: John Hulme, Mike Rapley and David Hooke Pictures: Alan Vines, Barry Robinson, Yoomee Archive, Eric Kitchen, Colin Bullock, Andy Gregory, Jeff Lawton and Mike Rapley

rode a Gori for a short period from April to September 1982, for the Jones family who were the UK importers. They owned CMI – Competition Motorcycles Italy – based at Byley, Cheshire, in an old Second World War hangar where Spitfire wings had been manufactured during the conflict. They also imported SWM motorcycles. Originally formed as a company in Florence in 1927 by a very proud Italian, Giancarlo Gori built his own machines featuring other manufacturers’ engines with the Gori badge positioned on the fuel tank. The brand would appear with some success in road racing before a more serious move into motorcycle production, starting in 1968. Having been founded by his father, it was a second-generation Giancarlo Gori who manufactured machines from 1968 to 1983 at his official manufacturing company Officina Meccanica Gori, Piazza di San Salvi, Firenze, Italy. The prelude to the manufacturing of his own motorcycles in the mid-60s had led Giancarlo Gori to be associated with another Italian motorcycle enthusiast, and modified machines were marketed as Gori-Bimm. He was also involved with various other scooter companies including Vespa and their various racing activities, including speed record attempts, with some success.

MOTO GORI TO GORI

The company was generally better known for off-road models, with the early Moto Gori machines aimed at the lucrative Italian moped and small engine sports motorcycle market. A move to the increasingly popular off-road market started in the early ‘70s, witnessing a range of 50cc to 125cc motocross and enduro machines. These would be produced alongside mini moto, sports roadsters and racing models. In 1974 and 1975 the road-racing model, Autumn 2020 • Classic Trial Magazine

Gori • Revisited

‘Green Gori of Florence’ also produced some fearsome looking motocross machines in the early ’80s.

powered by a tuned Austrian 123.6cc Sachs engine, with a bore and stroke of 54mm x 54mm, using a six-speed gearbox and ridden by Guido Valli, won the Italian Hill-Climb championship for two successive years. Off the back of this success, a replica of the winning machine was produced for sale. The Moto Gori’ Sport Valli Replica’ was created. It used the same Sachs engine but this time with cast aluminium wheels, twin front disc brakes and a matching racing fairing. With a claimed top speed of close on 100mph, it certainly caught the public’s imagination. It was offered for sale to private collectors between 1975 and 1976. It was in 1978 that Signor Sironi from SWM motorcycles, who was also an Italian manufacturer, took the opportunity to take an equal share in the Moto Gori company.

ONE WORD GORI

Gori in the ’70s was generally better known as a company for producing small-engined off-road models. The Sachs engine usually powered them. Seen here at the 1980 FIM World Trial Championship round in Ireland is David Hooke. He was employed by CMI to promote the new Gori off-road motorcycle range in the UK. He would compete in the first four opening rounds of the world trials championship in 1980 on the Gori.

With the equal share now in place between Giancarlo Gori and Signor Sironi, the decision was made to make the change of the company name from Moto Gori to just one word: Gori. The two manufacturers would work from two separate companies in Italy as the move and focus changed to the off-road market. They would still produce road- and commuter-based motorcycles but the project for the off-road market would see a new generation of machines open the door for the Italian manufacturers to make a statement in this growing sector. As a joint venture, the new partnership would benefit from the sharing of research and manufacturing information as the move was made to a different engine supplier. It was common knowledge that the Austrian Sachs engines were problematic in all areas, including manufacturing and reliability. They produced strong power and were fast but often broke down!

PISTON PORT TO REED-VALVE

A decision was reached to move to another Austrian engine producer named Rotax for a new range of trials, motocross and enduro machines. The rotary disc air-cooled engines had a reputation for reliability that was second to none. With the move from Sachs to Rotax engines also came the change of Classic Trial Magazine • Autumn 2020

Making its first public appearance is the Gori trials model at the Milan Show in Italy in late November 1979.

engine configuration to the innovative reed-valve induction system. The majority of two-stroke single-cylinder engines use the application of piston porting for the inlet, with the carburettor fixed to the cylinder barrel. It highlighted a problem. This system, at low revs or small throttle openings often found in the trials world, is that when you are ‘feeling’ for rear-wheel grip, the chances are that as the piston drops from top dead centre, the two-stroke fuel mixture in the crankcases will want to be pumped out back through the carburettor. The Rotax engine features a spinning disc valve on one end of the crankshaft for inlet timing. Using the reed-valve system has its benefits as it provides one-way flow and can prevent this ‘Pump Back’ to some extent, but at the expense of interrupting flow through the port. 41

Classic Rider • J. Ray Sayer

J. RAY SAYER

TROPHIES, TIGERS, LEOPARDS AND JAGUARS

Autumn 2020 • Classic Trial Magazine

J. Ray Sayer • Classic Rider

1964 – Allan Jefferies Trial: In 1960 Ray won the trial outright, beating the legendary Sammy Miller (Ariel) by 13 marks.

For many months Richmond trials enthusiast, Barry Watson, nagged me mercilessly to pen an article on an unassuming gentleman who is well known in the Yorkshire trials world. And so, eventually, I thought it only right and proper to oblige. As I had met the gentleman on quite a few occasions, it would not be a straightforward task. I knew full well that this is a very modest, reserved individual who would much rather talk about his contemporaries than himself! My first approach to write about his motorcycle riding career was met with the reply: “I wish you wouldn’t”. Perseverance is a useful attribute though, and finally, I wore him down. This feature spotlights the most respected of trials riders, who has lived in the village of Bellerby, near Leyburn, North Yorkshire most of his life, even though he avoids the spotlight like the plague! Words: John Moffat (Trials Guru), Bill Wilkinson and J.R. Sayer Photos: Brian Holder, Alan Vines, Malcolm Carling and Jean Claude Comeat (Claudio)

1965 – SSDT: Ray’s factory Triumph Cub UNX51, registered in May 1956, had been on loan from Henry Vale during the 1957 SSDT to 17-year-old Mike Hailwood, who entered the Scottish as his first big competitive event.

Classic Trial Magazine • Autumn 2020

1965 – SSDT: On the Tiger Cub which Ray rode for nine years.

on of a farmer, John Raymond ‘Ray’ Sayer was born in November 1935 and was to make a name for himself on the national trials scene in a riding career that spanned three decades, starting in the early 1950s. The eldest of three children, Ray Sayer effectively put the Richmond area on the trials map by his name regularly featuring in the motorcycle press, which followed his career in the sport of trials. Pick up an old copy of the ‘Motor Cycle’ yearbook and the name J.R. Sayer appears regularly.

1965 – Scott Trial: His best performance in the Scott was third place in 1964, but he did win the 200cc cup and Best Yorkshireman awards on quite a few occasions.

International • 1980 FIM WTC

VIVA MONTESA

CONSISTENT KARLSON

It’s only when you reflect on the 1980 FIM World Trials Championship that you begin to realise that, regarding machinery and world round winners, it was one of the strangest that has ever happened. In the majority of sports consistency, it is only once all the points are totalled up at the end of a season determines the winner. Throw in the change of machines and the disruption this creates, affecting some of the very top riders, and you will find that American Bernie Schreiber, winning 50% of the 12 rounds, still did not give him the glory of taking the ultimate goal of the FIM World title. The winner of the title in 1980 was Sweden’s Ulf Karlson; it was his consistency that gave him the title with only one world round win to his name. Words: John Hulme, Alan Wright, Charly Demathieu and Mike Rapley Pictures: Eric Kitchen, Alan Vines, Toon van de Vliet, Mauri/Fontsere Collection and the Giulio Mauri Copyright, Schreiber Family and Francesco Rappini

Autumn 2020 • Classic Trial Magazine

1980 FIM WTC • International

Bernie Schreiber (Italjet-USA): He won the last four world rounds on the new Italian machine, but two non-pointsscoring rides after his win at round six in France on the Bultaco denied him any chance of championship glory.

Yrjo Vesterinen (Montesa-FIN): An inconsistent season with only one win and a non-scoring ride in Switzerland left ‘Vesty’ in third position in the championship.

t was at the Hurst Cup, in Ireland Ulf Karlson won, and it was the confidence from this that made him more determined to make 1980 his year. He only had two disappointing rides, in France and the Czech Republic. Still, it was a case of ‘Viva Montesa’ as he gave the Spanish motorcycle manufacturer its very first FIM motorcycle world title. They had fielded a very strong team in the world championship, and that financial commitment had been well rewarded especially during challenging Spanish economic times. Two non-points-scoring rides from Schreiber, who had moved from Bultaco after his win at round six in France to Italjet, denied him any chance of championship glory again after he had taken the world title from Vesterinen in 1979. He won the last four world rounds as the new Italian machine started to prove its competitiveness at the cutting edge of sport as it was developed with one eye on the 1980 title, but it proved not to be.

Eddy Lejeune (Honda-BEL): With a good world championship season behind him the young Belgian rider was rewarded with a Japanese factory contract to remain with the four-stroke Honda in 1981.

Classic Trial Magazine • Autumn 2020

1980 CHAMPIONSHIP – PART TWO

Here we take a brief look at the final six rounds of the 1980 championship, where Belgium’s new young sensation on the four-stroke Honda, Eddy Lejeune, started to emerge as a future world championship contender with a third win in Switzerland. FIM World Trials Champion from 1976 to 1978 Yrjo Vesterinen took his only win in the1980 series in Germany before the new combination of Schreiber on the Italjet dominated the remaining four rounds as it concluded in the Czech Republic.

Martin Lampkin (SWM-GBR): Still showing that he had the ability to mix it up with the younger riders the move from Bultaco had unsettled him, but fifth in the championship was still a good result in the circumstances.

Catch up • Chris Griffin

CATCH UP

GRIFFO It’s often an association with another rider that opens the door to opportunity in any sporting circle. In the case of Chris Griffin it was the 1978 Scottish Six Days Trial that was the launch-platform for him to move up a gear and start to get the notice that would lead to the entry into the ACU British and FIM World Trials Championships, as well as other major events. Words: John Moffat and Trials Guru with Chris Griffin Pictures: Alan Vines, Barry Robinson, Malcolm Carling, Eric Kitchen, Yoomee Archive and TMX

WATCH AND LEARN

At 14 years of age, a 125cc Dalesman Puch 125T gave Chris Griffin his first taste of trials riding, a popular choice at the time in Yorkshire as the machines were produced at Otley by Pete Edmondson. Passing his driving test in February 1974 helped immensely, as his father worked through weekends and Chris could only get to events if his friend rode so that he could cadge a lift to trials. Joining the Wetherby Motor Club introduced him to John Reynolds, who was to become a lifelong friend. Griffin, who was at college as an apprentice motor engineer, discovered that on Wednesdays Malcolm Rathmell and Martin Lampkin, along with some other riders, assembled at Rob Shepherd’s farm at Pately Bridge for a practice session. He enquired if he could tag along to watch with his machine to gain some riding tips. When they had moved on to another section, Chris would try and emulate the established stars on the section they had just left. 70

Chris: “Watching Malcolm and Martin really brought my riding on; it was like a crash course in trials; observing them carefully and doing what they did really helped my own riding skills. I was amazed how quickly I improved!”

NOVICE TO EXPERT

Moving swiftly from being a Novice through the ranks of Intermediate and then on to Expert status, he started to catch the eye of other established riders. In 1978 Chris finished

1978 SSDT (from left) Cliff Holden, ‘Griffo’ and Ernie Reynolds, John Reynolds’ father.

Autumn 2020 • Classic Trial Magazine

Chris Griffin • Catch up

In 1978, on his own privately owned Ossa, Chris finished fourth in the Lakes Two Day and was a regular top-20 performer at national trials.

fourth in the Lakes Two-Day and was a regular top-20 performer at national trials on his own privately owned Ossa. He had not entered the Scottish Six Days Trial due to the financial cost but, four days before the event, John Reynolds appeared at Ossa UK to collect his new SWM for the SSDT (Ossa UK and SWM machines were imported into the UK by Cliff and Roger Holden). Reynolds telephoned Griffin to ask if he would like to take over Geoff Guy’s ride in the Ossa team as Guy had broken his wrist. John had ‘named-dropped’ Chris to the importer Cliff Holden, who agreed that Griffin would ride Reynold’s old cantilever Ossa. The machine was despatched up to Scotland along with Reynold’s new SWM for Griffin to ride as a full team member of Ossa UK. After a quick check over of the machine by John and Chris on the Friday before setting off for Fort William, Chris was very happy about his new team ride. Despite the unfamiliar machine, he came home a very creditable 22nd place in the event. It was not bad for a

Testing the new 325cc Beamish Suzuki on the Beamish family farm in the latter part of 1979.

first attempt at the toughest trial in the world; I think we can all agree! He also picked up the Best 250cc cup and Best Newcomer award for his efforts. Chris continued with the Ossa until the September of that year when he was approached by Beamish Suzuki to join their trials team. Chris: “Taking the opportunity to compete on the cantilever Ossa at the Scottish Six Days Trial and being paid to ride was an eye-opener, to say the least. I had tried this Ossa when out practising with ‘JR’ and it was so much better than my own standard production 250cc. The cantilever suspension was a fair bit better compared to other machines at that time, and the engine had been quite heavily modified. It also featured a reed valve on the cylinder barrel. “I can never thank John Reynolds enough for suggesting my name to Cliff Holden. They looked after me really well at the event and supported me until the opportunity arose to join JR and Chris Sutton in the Beamish Suzuki team.”

On the 325cc Beamish Suzuki on his way to fourth position in the Colmore, which was the first round of the 1979 ACU British Championship.

Classic Trial Magazine • Autumn 2020

Everyone struggled with the handling of the 325cc Beamish Suzuki, until Chris asked them if they could fit the swinging arm from the 250cc model to try on his machine before Christmas in 1978.

Snow was still on the ground as he finished 22nd at the FIM World Trials Championship in Wales.

Sidecar • 1979

Adrian Clarke - Mick Bailey (Montesa)

SIDECAR

KNUT CRACKER The excellent series of pictures that illustrate this feature was taken by Alan Vines when he attended the 1979 Knut Trial. It was the final round of that year’s ACU British Sidecar Trials Championship. Being a solo and a sidecar trial we will focus on the sidecar class that took part that winter and will allow your author to reminisce about the trials and the crews that enjoyed their sport in the winter some 41 years ago. Words: Mike Rapley • Pictures: Alan Vines

he most notable observation that can be made is that there were 33 sidecar entries in the event that started from Lansdown Village Hall, just north of Bath, which is far greater than the number of sidecar crews that take part in a championship round these days. Thirtythree just dwarfs the average modern entry, which does well to attract 20 outfits. And there is a need to note that final rounds of championships rarely attract an entry as large as those usually found in earlier rounds of a series.

SWINGING SEVENTIES

John Turner - Reg Miller (Beamish Suzuki)

Back in the ‘Swinging Seventies’ – and indeed for many years following – ACU British Championship points only went down to 10th position; points were awarded: 15,12,10,8,6,5,4,3,2,1, so to see that the final placings for 1979 series lists 20 points scoring outfits it becomes apparent that riding well enough to score points was no easy task. It’s obvious to see that the real star of that year, and indeed for a few years before 1979, was Adrian Autumn 2020 • Classic Trial Magazine

1979 • Sidecar

John Gaskell - Harry Wood (Beamish Suzuki)

Colin Dommett - Rob Clift (Bultaco)

Joe and Paul Howells (Suzuki)

Barry Watson - Ronnie Suttill (Bultaco)

Clarke and his brilliant passenger Mick Bailey. They were very much in a class of their own, having a reputation at the time equal to that of Robin Luscombe in later years. Clarke and Bailey won the title with a 32-point advantage over John Turner and Reg Miller, while in third place and ten points adrift were John Gaskell and Harry Wood, who went on to become multiple title-holders following the retirement of the Montesa mounted duo of Clarke and Bailey. The sidecar scene of the era in which we are commenting was very popular, with some trials like the Richmond Club’s Gerald Simpson Two Day and the Manx Two Day attracting entries of up to 70 crews; a number that these days is almost unbelievable.

A GOOD DOZEN

It meant that there were a good dozen-or-so partnerships who could win a national trial if they had a good day and, looking through the 1979 Knut entry list, you can see national winners before 1979. In the following few years, it included Mick Wilkinson, Jack Mathews, Barry Watson, John Turner, Malcolm Ellis, Colin Dommett, Roger Martin, Mike Rapley, John Gaskell, Roy Bradley and Joe Howells. Some other national winners, who were not entered for that final round, included Bruce Melville and the legendary Geoff Gadsby and Henry Gaunt who, in their day, were amazing on the most unlikely BSA powered outfit. Classic Trial Magazine • Autumn 2020

One of the problems in writing articles like this for this great magazine is that your author has an awful memory, and never took notes at the time to which he could refer now! However, I think that I rode all the British Championship rounds of that year together with my passenger Mannix Devlin. We had been attracted to sidecars following a test outing on a Kawasaki 250 with BKS sidecar which led us to getting a Montesa 348 with BKS chair from Dick Harrison Motorcycles in Sedbergh, an outfit that we campaigned for nearly two years before the move to the more competitive Suzuki.

STAFF MEMBERS

At the time, we both worked as full-time staff members for Trials and Motocross News when the paper’s slogan was ‘We ride it, then we write it’; a fair synopsis of what we did conjure up by the Editor at the time, Bill Lawless. It meant a lot of travelling from Morecambe southwards, and, at one point, we even went down to Cornwall for a round, but which year that was is difficult to recall. We certainly took in trials like the D.K.Mansell, Colmore, Kickham, Knut, Mitchell, Peak, Hoad, Perce Simon, Sam Seston, West of England, Otter Vale Presidents, East Anglian, and a trial in Wales near Neath that was called the Harold Roberts which featured an amazing rock gully straight off a main road that was always well-populated with spectators. Funny how some sections can be recalled! The retirement of Clarke and Bailey following

Roger Martin - Arthur Jefford (Suzuki)

their 1979 Championship win came as no surprise to the regular contenders, as Adrian always appeared a less committed rider and, at the time, it seemed that he felt he had achieved his success and just wanted to go back to his normal weekends. He had out-ridden Colin Dommett and Eric Chamberlain to take the title while John Turner and Reg Miller were seen as masters in the mud as were the Howells’ father and son pairing; these East Anglian residents were another crew who reduced their outings. 77

Replica • Trials

rialReplic is a family business created out of a passion for our wonderful sport of motorcycle trials. The company is dedicated to the meticulous manufacture of 1:6 scale replicas of motorcycle trials models in miniature, using both metal and plastic materials in their production.

TRIALS ENTHUSIAST

The one-and-only Toni Bou, with his TrialReplic Montesa award at the 2019 FIM Trial World Championship round in Spain.

TRIALREPLIC MODELS

MINIATURE MACHINES Who saved and used their pocket money to buy and build plastic model toys’ Back in the Day’ and started to collect them? I certainly did, but back then it was aeroplanes and tanks! I am sure somewhere along the line I purchased a Husqvarna motocross model though, which was my pride and joy. In truth, what I really wanted was a kit model of my Ossa Mick Andrews Replica. It never happened back in 1976, but at a recent 2019 FIM Trial World Championship round, I noted that some of the main awards presented were, as a celebration of 50 years of the iconic Montesa Cota, machines in 1:6 scale model format made from plastic and steel. The awards came from a Spanish Company called TrialReplic who manufacture replica miniature trials models to 1:6 scale. Pretty soon I found that they also produced a model of my Ossa and a range of other trials motorcycles. Words: John Hulme and Francisco Climent Pictures: Trialreplic – Trials Media – Pep Segales/FIM

Motorcycle trials has always been very much a part of the life of the CEO of TrialReplic, Francisco Climent Valls. He has been a trials enthusiast from a very young age and one who continues to actively be a part of the twowheeled sport, attending many events with his family. In 1953 the old CLIM company located in Ibi, Spain, was dedicated to the manufacture of toys. It specialised in self-powered toys that could move along unaided, which at the time was completely new. In 1970 a decision was made to change direction with the company, and they decided to adapt towards a new business model manufacturing replica models of trial motorcycles. The followers of trials and its riders loved this new concept, and the range of models available at that time was very successful. In 2013 Francisco Climent, who was one of the Clim’s founding partners, decided to relaunch the trials models. Francisco took the old moulds and reshaped all of them to new working standards. After many years of dedication and hard work, the moulds were fully restored, reshaped and adapted to meet the new higher standards of production expected in the modern era. Thus a new chapter in the history of Trialreplic began, and a new range of miniatures was born.

A NEW CHAPTER

The plan and ideas for the range of 1:6 replica trials models opened a new chapter in 2016 as Francisco and his family begin to distribute their fantastic miniatures. They started selling their models to family and friends and little by little they started to become known in the paddock of the Spanish Trials Championships. The family’s son, Alex

Autumn 2020 • Classic Trial Magazine

Trials • Replica

Standing proud in the Classic Trial Magazine office: the Montesa Cota Ulf Karlson Replica from TrialReplic.

Climent Brotons competes at these events, and so they have a natural connection to the modern world of trials. Following on from the great success the replicas had, TrialReplic began to distribute their models through specialised retail toy and motorcycles stores. In 2017 TrialReplic launched its website, www.trialreplic.com, to reach out to a larger client base and open up to Europe and the Americas. All models, and the window, display cases are available and can be shipped around the world. It requires a lot of attention to detail to create the replicas, and the production process of these miniatures is very rigorous. All models are assembled by hand, one by one, with the highest precision and special care. All these models are then thoroughly checked by hand after production and before shipping to ensure continuity of perfect quality. Francisco’s daughter, Patricia Climent, joined the company in 2017 to oversee quality control, so the TrialReplic team now consists of Francisco and his family.

Honda TLR.

PRODUCTION

All the models are made of plastic material (20%) and metal (80%) which provides an incomparable touch and finish to each model. The process of each miniature follows seven main steps: 1: Manufacture of the Zamak injection handlebar and chassis by pressure; 2: Inverted cold-cut matrix part and drawing for the development of the Classic Trial Magazine • Autumn 2020

Mick Andrews MAR Ossa.

Project • Beta TR34

PART ONE

MIX ‘N’ MATCH Just over three years ago, I acquired a bit of a mix-andmatch Beta TR34 model with the intention of quickly putting it together and moving it on. As you can tell that did not happen! Article: Heath Brindley and R2W Trials Pictures: Heath Brindley, R2W Trials, Yoomee Archive and Eric Kitchen

Autumn 2020 • Classic Trial Magazine

Beta TR34 • Project

took the Beta TR34 apart to see what was needed (1) and then put it in several boxes and hid them away, with only the frame and seat/tank unit as constant visual reminders that it had ever existed. The air-cooled mono models are a nice middle ground between modern machines and the old twin-shocks. The suspension is a bit better, and the brakes usually work, and they are a bit lighter in weight with a slightly moremoder n feel. So far with air-cooled mono-shock machines, they’re taken a little

Classic Trial Magazine • Autumn 2020

less seriously in the rules department in general, with the main focus of awards and championships being with the older machines. With that in mind, I have decided to modernise this one during the build as I’m not going to be entering significant championships and will more than likely ride it against modern machines at club trials. No, it’s not me in the opening pictures or my Beta. It is a certain Robert Crawford in action on the production TR34 model in 1989. When this Beta arrived, it turned out to be a bit of a

strange one. It certainly had the 1989 260cc engine, frame, tank/seat unit and forks but the sub-frame was steel, the rear wheel was a nonflanged tube type and the rear brake an older style. It was also discovered that the standard steel swing arm was twisted, a common problem even back in the day.

REV3 – EVO

So this Beta TR34 (2) will now become even more mix and match as I have found a nice set of late Rev3/early Evo front forks and yokes from

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