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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 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 © 2021 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

Front Cover: Matt Heppleston (Honda TL300-GBR) - Picture Credit: Almyra Knevel Persson Summary picture: 1981 Team SWM: Matteo Romegialli, Nicolas & Christian Desnoyers, Martin Lampkin, Piero Kuciukian, Gilles Burgat, Danilio Galeazzi, Dario Seregani, Giovanni Tosco, John Lampkin. Credit: Mauri/Fontsere Collection and the Giulio Mauri Copyright

Autumn 2021 • Classic Trial Magazine

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Honda TL 300 Rodger Mount Italjet

1981 FIM World Championship Part 1 Rob Shepherd Honda Orange Ossa

1978 USA World Round

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News • The world of Classic Trials

2022 CLASSIC DIRT BIKE SHOW

Despite the cancellation of the 2021 Classic Dirt Bike Show, which would have been in September, the organising team at Morton’s will be bringing you the 2022 show over the weekend of the 12th and 13th February at the Telford International Centre. The team at Morton’s pride themselves on delivering a welcome to suit the needs of the classic dirt-bike world and will be pulling out all the stops to bring a show for all to enjoy in February. The pandemic has proved very challenging for show organisers, and any cancellation is never taken lightly, but first and foremost, Mortons want to ensure the safety of its valued customers. So see you all in February 2022, be sure to come and see us at Classic Trial Magazine.

LEVEN VALLEY TWO-DAY TRIAL 2021

GUEST OF HONOUR – STEVE COLLEY Yes, you read it correctly. Steve Colley will return to trials competitions riding a Honda at the 2021 Leven Valley Two Day Trial to be held around the Kinlochleven area in Scotland over the weekend of the 25th & 26th September. Very much a trials rider at heart, Steve can still be found performing his shows on his Honda/Montesa four-stroke 300 RR at various events around the country. A previous winner of the SSDT in 1992, 1993, 1997 and 2000, Steve will compete at the 2021 Leven Two-Day Trial on a fourstroke twin-shock Honda. As we all missed our annual trip to Scotland in May for the Pre-65 and SSDT, why not get yourselves to Kinlochleven in September? As you would expect from the original ‘Mr Showtime’, Steve has promised to put on a little show of his riding skills over the weekend on the Cota 300RR. As we said, Scotland is the place to be in September!

SORRY: CLASSIC TRIAL MAGAZINE, ISSUE 37

Well, it had to happen one day. In we unfortunately duplicated the introductory paragraph from page 88 in our ‘Classic’ reports to page 92 in CTM 37. We can only apologise to all our readers for this error. Here is the copy that should have been published. 1971 Kickham Winner Martin Lampkin (250 Bultaco): As the youngest of the three Lampkin brothers, Martin had served his off-road apprenticeship well and became a top trials rider in his own right at the age of 20. A move to Bultaco in late 1970 at the Scott Trial would last right through until 1980, providing a decade of success for himself and the Spanish manufacturer. The hard work was rewarded with the top titles for the man-and-machine combination in the motorcycle trials world: European Champion 1973; FIM World Champion 1975; ACU British Trials Champion 1973 & 1978; Scottish Six Days Trial 1976–1978; Scott Trial 1977 & 1978 and numerous other titles and wins. This huge success story with Bultaco all started at round three of the 1971 ACU British Trials Championship, the Kickham Trial. Along with Alan, his older brother, he was still riding the older model Bultaco 49 Sherpa sponsored by Jim Sandiford as other riders had the new model 80 ‘Kit Campeon’.

Autumn 2021 • Classic Trial Magazine

WHEN THE GOING GETS TOUGH!

THE TYRE OF choice for the toughest AND wettest terrain! Grip and strength Adapted to suit all terrain, it’s been the choice of both pros and amateurs for many years. Light and flexible A light, flexible tyre for ease of handling and secure grip. To discover the MICHELIN Trial range visit: www.michelin.co.uk/motorbike

Trials Guru • John Moffat

TRIALS GURU

BACK TO NORMAL — WELL ALMOST For those who don’t know, I live in the north of Scotland where we have rocks — lots of them. The local club I am a member of is the promoter of the annual Highland Classic Two-Day Trial, held on the Alvie shooting estate a few miles south of Aviemore. We are grateful to the estate owner, The Laird Jamie Williamson and his staff, who allows us to play on our motorcycles on his ground that stretches for many miles into the foothills of the Monadhliath Mountain range; it’s a paradise for riders to enjoy. Words: John Moffat • Pictures: Fin Yeaman and Ossa

Trials Guru — John Moffat (Bultaco)

Autumn 2021 • Classic Trial Magazine

John Moffat • Trials Guru

Steve Saunders (Fantic)

he Covid-19 pandemic was responsible for the postponement of the 15th Highland Classic, in which we paid homage to the Fantic Motor brand. We had hoped to have former Fantic factory rider Jaime Subira present, but due to travel restrictions, this was not possible. Steve Saunders, who needs no introduction, had contacted the club, and he was delighted to accept an invitation to join the exclusive band of Signature Riders as the official Guest of Honour for the 2021 event. He thoroughly enjoyed his weekend riding the brand he rode for back in the 1980s. The majority of the 2020 entries were carried over along with a comprehensive reserve list that was exhausted by the time the trial was run. The trial is a popular event and has grown in stature over the years to become one of the ‘must do’ events in the UK Classic trials calendar. As for Covid restrictions, the club was fortunate that they had been sufficiently relaxed to allow the event to take place, but the club remained cautious. That involved renting a mobile toilet block and, coupled with a new Classic Trial Magazine • Autumn 2021

2022 Will carry an Ossa theme with Mick Andrews

catering supplier, ensured sufficient facilities were on hand. As a result, it was very well received by both the riders and crew. Copious containers of hand sanitiser and wipes were the order of the day. In fact, the event went without a hitch; lots of smiling, happy people were present, the weather was kind, and there were no grumbles. Two hundred riders took part, watched over by 33 officials. All happy, the trial was voted a great success and signalled the return of twoday events in the UK. Following safety guidelines, the introduction of observer’s sheets to replace punch cards ensured that we had very little in the way of queuing during the weekend. The scores were under the control of the event secretary Mieke De Vos, a former Scottish Six Days Trial Secretary, so safe hands were deployed. However, it took longer to produce the results than in previous years as every section had to be manually entered onto a laptop computer to produce the results — a time-consuming task, but ably administered by Mieke and club committee member Geoff Davison.

So, in summary, the club ran a successful, safe, and enjoyable meeting; mission accomplished. Here’s to the Highland Classic 2022 Ossa Edition on 11th & 12th June.

HIGHLAND TWO-DAY TRIAL 2021 A ROUTE

Best Fantic: Chris Koch 0 Pre-77 Twin-Shock: Rob Poulton (Fantic) 34 Pre-77 Twin-Shock: Chris Koch (Fantic) 0 Two-Stroke: Ian Peberdy (BSA) 4 Under 35/Twin-Shock: David Bell (Bultaco) 0 Best Female: Ashleigh Davison (Fantic) 32 Under 35/Pre-65: Joel Gowan (BSA) 2 Four-Stroke Unit: Gary Macdonald (Triumph) 0

B ROUTE

Best Twin-Shock: Ossy Byers (Fantic) 1 Pre-72 Twin-Shock: Ross Edgar (Bultaco) 64 Two-Stroke: Nigel Greenwood (Honda) 5 Oldest Finisher: Neil Walker (BSA) 85 Under 35/Twin-Shock: Ashley Hallows (Majesty) 4 Under 35/Pre-65: Matthew Giblin (BSA) 5 Four-Stroke Pre-Unit: Steve Gossop (Ariel) 44 Four-Stroke Unit: Owen Hardesty (Triumph) 1

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Special • Honda TL300

BUILDING THE BEAST HONDA TL300

Honda is the most prestigious of the ‘Big Four’ Japanese motorcycle manufacturers, so when they start a project, they generally hire the best talent available to make this a reality. This was very much the case in the 1970s when they engaged Sammy Miller to develop a new trials machine. The model was designated the TL250, and the engine was used as the basis of a super-special interpretation, the TL300 on test here. Sammy Miller was engaged by Honda in April 1974 to develop a new trials machine; they already had the TL125 in the pipeline, but the new one was expected to be of a larger capacity. On June 2nd, he debuted the prototype. Based on the XL250 engine, with a five-speed, four-valve, all-aluminium engine, it was upgraded in September when the engine was fitted in a Miller ‘Highboy’ frame. The prototypes were very competitive in the UK and USA when ridden by the likes of Nick Jefferies and Marland Whaley. Words: Matt Heppleston • Pictures: Almyra Knevel Persson, Workshop Jean-Pierre Pregardien

n August 1975, the production Honda TL250 was displayed for the first time, but the delivery date was uncertain. When the production machines were finally released in 1976, they had been watered down from the highly competitive factory trials ones into a more dual-purpose trail machine aimed at the American market; it looked tall and bulky with a massive triangular steel silencer dominating the right side. The first production models did not hit the UK until 1977, which, by then, was too late as the Miller-developed 325 Bultaco ruled the roost.

WINNER

The pinnacle of success came in 1977 for Rob Shepherd, who joined the team at the beginning of the year riding the factory long-stroke 305cc version with an FIM world round win in Finland and the ACU British 18

What a beauty!

Autumn 2021 • Classic Trial Magazine

Honda TL300 • Special

It certainly looks very workman-like.

Championship. ‘Shep’s’ first major success was winning the early season Vic Brittain national trial, the first four-stroke for 12 years to do so, and he followed this up with a win in the British Championship Cotswold Cup trial, immediately followed by a win at the Colmore trial. He continued this success in the world rounds, being in the top half-dozen places for most of the season and finally, in September, stood on the top step of the podium in Finland. He finished the season fifth in the world, despite missing the US and Canadian rounds. The major shock came at the end of the season when Honda announced they were pulling out of trials! Although the decision was reversed eight weeks later, it was without the guidance of Sammy, who was contracted to Japan, as the new team was to be run under the Honda UK flag and would allow Rob to defend his title. So, there you have a complicated potted history of the birth of the Honda TL250. To summarise, you could say that the production model was a flop, but the super-special factory machines were a great success.

BUILDING THE BEAST

I was thinking about the skillset you would need to take a perfectly functional trials motorcycle and create something that is closer to a factory machine. These would include conceptual visualisation, motivation, determination, Classic Trial Magazine • Autumn 2021

The first part of the process is to create a heavy-duty jig, to which all the construction is clamped.

problem-solving, mechanical knowledge, engineering skills, aesthetic appreciation and — of course — time! It is not often that they all exist in unison. However, when they do, the results can be pretty spectacular. Jean-Pierre Pregardien certainly possesses them all! The most significant change of the test machine is that a whole new rolling chassis was created from scratch. This is not just a facsimile of another motorcycle but a true oneoff using knowledge acquired over a lifetime.

Fabricated using 25CD4S a French specification aerospace grade CrMo tubing, it has the advantages of being easily formed and easily welded.

His inspiration was photos of the long-stroke 305 factory models; the result is of his own design. If you have seen photos of the standard Honda TL250 frame, the top tube is a big, heavy, pressed steel construction to support the headstock from which a full cradle tubular frame is suspended, more suited to a production line than a highly competitive lightweight trials model! It was no wonder that Sammy Miller used his own ‘Highboy’ design to improve the overall weight of the original. 19

Meeting • R.C. Mount

RODGER CHARLES MOUNT

FORT WILLIAM’S

FINEST For a few years now, I have been pestering a resident of Fort William to tell me about his trials riding days. Initially, this fell on deaf ears. All the excuses were dragged out, such as ‘I have a terrible memory,’ and ‘nobody will remember me riding now’. I was undeterred. However, this man had been the Best Scottish Rider in the Scottish Six Days Trial in 1971, 1972 and 1974; I had to get his story. Finally, during a vacation at the luxury accommodation at his Fort William establishment, I wore him down over a perfect breakfast one morning. The proviso was that if he gave an interview, I had to be finished by eight o’clock at night as he is an early riser. In North West Scotland, Lochaber has produced many fine trials riders over the years and several Scottish Trials Champions. This is possibly due to the Scottish Six Days Trial being run on their doorstep, where the terrain ensures a steady supply of ground to hone trials riding skills. One such man is Rodger Charles Mount. Born in Inverness in March 1951 and raised in Fort William, he was the oldest son of Charles and Elizabeth Mount.

The Commandos monument can be found just after Spean Bridge in Scotland.

Words: John Moffat (Trials Guru) • Pictures: Alistair MacMillan Studio, Fort William; John MacDonald; Brian Holder; The Mount Family, Fort William; Alan Vines; Eric Kitchen; and Yoomee Archive

Autumn 2021 • Classic Trial Magazine

R.C. Mount • Meeting

1969: Purchased for Rodger by his father, who had taken a keen interest in his oldest son’s sport, was this Montesa.

odger’s mother and Farquhar’ Fachie’ MacGillivray were siblings, making Rodger Mount and Alastair MacGillivray, who was the Scottish Trials Champion in 1974 and 1979, first cousins. Rodger was the oldest of three brothers, followed by Kenneth and the late Colin Mount.

ROYAL MARINES

Rodger’s father, Charlie Mount, and business partner to be Mike Beacham arrived in Fort William as Royal Marines in 1939 at the outbreak of the Second World War. Charlie was brought up in Birchington, near Margate, Kent and was a time-served bricklayer, as was Mike Beacham. Originally deployed on the Orkney Islands, when the commanding officer realised both men had a trade, they were directed to the engineering deployment and began laying the foundations for the Army Nissan huts and buildings at Achnacarry Castle — the home of the famous Commandos from 1942. They were based at their training ground in Lochaber. Most of the big houses in Lochaber were commandeered by the British Army for Commando training, including the ‘secret’ base at Inverailort Castle, close to ‘Piper’s Burn’ and the home of Mrs Cameron-Head, a supporter and landowner of the Scottish Six Days in later years. Charlie Mount struck up a friendship with Mrs CameronHead, doing building and renovation work on her property after the war years in exchange for shooting rights on her property. When the war had finished, both Beacham and Mount had met their intended spouses in Fort William, so they returned to make their home and livelihoods in the Lochaber town. They formed their builder’s partnership, which lasted for several years until Charlie Mount decided to go on his own and formed Modern Builders Limited who had its base in Fort William’s North Road.

1969: Aged 18 on a new 247cc MK1 Montesa in the SSDT for the first time. An association with the Montesa brand started in 1969, when the first machine was supplied by Donald Buchan of Perth and registered LES711G.

SCHOOLING

Young Rodger was to be educated at Fort William Primary and Lochaber High schools. Mount: “I couldn’t really be bothered with school. I wanted to leave as soon as I could, so at 15, I packed in school and began a bricklayer’s apprenticeship with my father’s firm, Beacham and Mount in Fort William.” Rodger worked hard at his apprenticeship, and by the time he was ‘time-served’, he could lay up to 1000 bricks or 300 blocks per day and made a good living out of it. Classic Trial Magazine • Autumn 2021

1970: Rodger entered the SSDT on a MK2 Montesa Cota and was allocated number 118; he came home a very credible 37th place.

Meeting • R.C. Mount

1972: The watching crowd witnesses every move.

Mount: “I thought Jim Sandiford might have entered me in the official Montesa team as I had remained loyal to the brand, but his teams were by then full. Jim was a gentleman and couldn’t put someone out when he had already agreed a place. Bill Brooker came to my rescue and gave me a 125 Sachs-powered Dalesman that had been ridden by Peter Gaunt. It was quite a good machine really, but we couldn’t get it to respond correctly when we got it home to Fort William. I contacted my friend Ron Thompson who was a good engineer and mechanic. He played about with the carburetion until he got it running crisper.” Rodger weighed the little Dalesman into the Gorgie Market sheep pens in Edinburgh on the Sunday and noticed that the rear wheel had only one security bolt. He spoke to Bill Brooker, who said it would be fine as it was only a 125 and wouldn’t be a problem. He started the week with some good rides and was in front of his two team members.

1972: It’s time to get the feet down on ‘Pipeline’.

On the Friday, however, the security bolt sheared, and it is not an item that riders usually carry or an item that support crews carry in vans either! Rodger had three punctures as the wheel kept pulling the valve into the rim, and he became two hours over the allotted time and was excluded. Mount: “When Bill Brooker heard what had happened, he was not only horrified but very apologetic; it had never happened before!”

MONTESA

With the bitterness behind him, Rodger switched back to his Montesa after the Scottish and bought another new Montesa Cota towards the end of the 1973 season, which was to become sweeter. The final round of the Scottish Championship was to end in a nail-biting finish at the Edinburgh St George Club’s Colonial Trial at the ‘Hungry Snout’ near Gifford in East Lothian, a four-hour drive from Fort William. Two riders had gathered enough points to win and were level-pegging going into the final round. They were Mount and rival Ernie Page, who had by then established himself as a British Trophy International Six Days Team rider. Page was the Ossa distributor for Scotland, and Mount was on the Montesa. The Scottish ACU Championship was an 11-round series in those days, and Rodger was keen to take his third Scottish title. Mount: “It was a tension-filled day, I can tell you! Ernie wanted to be Scottish Champion as he had won a Scottish Scrambles Championship 1973: He had bought a new Montesa for the SSDT, but he failed to secure an entry in the dreaded ‘ballot’. Rodger approached the Yorkshire-based Dalesman concern.

1973: SSDT — Through the Competitions Manager, Bill Brooker, agreed to let Mount ride in the official works Dalesman team.

Autumn 2021 • Classic Trial Magazine

R.C. Mount • Meeting

1973: SSDT – Rodger had three punctures as the wheel kept pulling the valve into the rim, and he went two hours over the allotted time and was excluded.

a few years before, and this would have made him the only Scotsman to win both Scrambles and Trials titles, but I was riding well and wasn’t going to give in.” The final scores were tallied with RC Mount proclaimed the trial winner on 33 marks lost, and the title went to the Fort William man once again. Ernie was runner-up on 46 marks. Rodger finished the championship on 77 points, runner-up was Ernie page on 76, Alastair MacGillivray was third on 61 and Allan Poynton fourth on 53. MacGillivray was title winner the following year, and Poynton became Scottish Champion in 1976. Rodger married his sweetheart Dora Black in 1976 after a short engagement, and they had three children: daughter, Laurie, was born in the April of 1977; Roger, who became Scottish Youth Trials Champion and latterly Scottish Premier Trials Champion in 2004, was born in January 1982; and Steven, also an exceptionally

Classic Trial Magazine • Autumn 2021

1974: Still enjoying the SSDT.

good trials rider, was born in April 1983. Son Roger served an electrical apprenticeship with Archie MacDonald, another trials connection. So why did Rodger Mount stop riding trials at the ripe old age of 25? Mount: “The family came along, and that took up a lot of time. I was still working for my father’s firm, and, in 1978, he had bought the Cruachan Hotel in Achintore Road, which is the main A82 trunk road. “I had won the Scottish Championship three times, so I reckoned I had proved myself. It was a busy hotel, and I built the main extension, which doubled its size. I was also the breakfast chef, so I’ve been cooking full Scottish breakfasts for nearly 40 years! My Dad said I missed my vocation; I should have been a chef. “I ran the Cruachan with my brothers for two years then I wanted out, so they bought my share in the hotel, and I bought Myrtlebank

1974: It’s a full-colour picture from Alan Vines at the SSDT.

to run it with Dora as a guest house. Then, a few years later, we bought the property next door, which had been hotel owner Ian Milton’s house, and doubled the accommodation of the business. After that, I was just too busy to ride trials. “I had another go when I treated myself to a new 349 Montesa in 1979, but I had lost my edge, and I don’t like coming anywhere other than first! I did the Scottish on it that year, but the gearbox broke, and I was out due to mechanical failure.”

BUSINESS LIFE

Rodger and Dora have built up a successful guest house business which is regarded as one of the best in Lochaber, all done through sheer hard work and maintaining high standards. Mount: “Quite a few of the people I rode in the Scottish with stay here at Six Days’ time; they have stayed here for years, and so have

Meeting • R.C. Mount

ALISTAIR MACMILLAN & WEST HIGHLAND NEWS AGENCY

1974: 100% As always on Ben Nevis at the SSDT.

their children, who now compete. We are usually fully booked for SSDT week, and I start the breakfasts at 6.00am so that the early riders have a good breakfast in them for the daily run — that is important! “My oldest son, Roger, is a keen fisherman and, like myself, he also took a liking to the trials, so I bought him a machine; he was a natural at it. He became Scottish Youth Champion and then won the Scottish Trials Championship in 2004. He should have ridden for longer as he was particularly good, but then work, and children came along.

1979: The final Montesa was a Cota 349. He retired from the SSDT with a broken gearbox.

“Steven was also an exceptionally good rider, he also had a natural talent for trials, and he too should have ridden longer. They both fancy riding the SSDT together next year — if they get through the ballot, of course.” On asking Rodger if he had ever been paid for riding or winning trials, he smiled and replied: “Only once, Hugh McDonald told me that if I beat Kenny Fleming in the Scottish Championship to win it, he would give me £100. It was at the time when new Montesas were around £400 to buy new. Well, guess what, I did beat Kenny and Hughie paid me the £100 in cash.” The time had flown by, and it was now close to nine o’clock in the evening. True to form, Rodger took a yawn and said: “Right, it’s past my bedtime; see you in the morning!”

Alistair MacMillan, affectionately known in Lochaber as ‘Scoop’, was a journalist and photographer. He reported extensively on Lochaber & District Motor Club and the Scottish Six Days Trial from the early ’60s.

Whenever the 1970s SSDT photos are looked at when pulling together an article, photos emerge with the copyright of Alistair MacMillan or West Highland News Agency stamped on the back. Alistair, affectionately known in Lochaber as ‘Scoop’, was a journalist and photographer. He initially reported for the Highland News, covering news and pictures in the Lochaber area to the extent that the local newspaper: The Lochaber News was born. He also covered articles for the Press & Journal, playing a significant role in increasing circulation locally from six copies to around three thousand, as well as national papers and radio stations. The Express called him ‘Our man on the mountains’ due to the number of mountain rescue reports he covered! Alistair reported extensively on the Lochaber & District Motor Club and the Scottish Six Days Trial from the early 1960s for both the Lochaber News and the Press & Journal. He also took footage of the events for Grampian TV, BBC and STV news, as well as performing radio interviews for BBC Radio Scotland. A lot of skill and bulky equipment was required to do this back in the day! A trials magazine used his darkroom to process their photographs and would take their prints, still wet, to the nearby telephone exchange for a wire-man to transmit them to make it for that week’s edition. Again, a far cry from everything being done from one device at the touch of a button and being instantly accessible. However, it was his forward-thinking that meant he was the first to photograph all competitors of the Scottish Six Day Trials at a specific section, which gave riders the opportunity to purchase a copy at his office at 101 High Street, Fort William and later at the Milton Hotel, the Trial Headquarters.

Once again, Classic Trial Magazine would like to thank John Moffat for such a really nice interview with a fellow Scot.

Autumn 2021 • Classic Trial Magazine

CMY

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PRE ‘65

AIR COOLED MONO

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t: 01784 440033

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Machine • Italjet

GREEN THEN GONE ITALJET: 1980-1985

The Italjet trials project came onto the scene with a huge blaze of publicity when they signed the current FIM World Trials Champion from America, Bernie Schreiber, mid-season in 1980. He would be the last world trials champion for Bultaco as the motorcycle manufacturer slipped into decline with financial problems, which left Schreiber to follow Great Britain’s Martin Lampkin to an Italian motorcycle manufacturer; in Lampkin’s case, it was SWM. Leopoldo Tartarini was the chief executive at Italjet and also a Bultaco agent in Italy. A skilled entrepreneur in many areas, including the financial world, he had the funds to fulfil the project and would soon have the technical skills to build the new Italjet as he engaged the services of the Bultaco engineer Manuel Marques. It was a very ambitious project, and in the press of 1981, the headlines around the world would make a very bold statement “Just eight months from prototype to production”. Yes, that was the total lead-time for producing the new trials model, the Italjet 350T. Unfortunately, it was a case of ‘Green then Gone’ as by 1985, they had ceased production of trials models, and the ambitious project which promised so much was over. Words: Classic Trial Magazine • Pictures: Colin Bullock, Solo Moto, Pupi Alifredi, Iain Lawrie, Eric Kitchen, Nigel Pearson (Trials UK), Mauri/Fontsere Collection and the Giulio Mauri Copyright and Toon Van De Vliet

Leopoldo Tartarini was the chief executive at Italjet. He engaged the services of the Bultaco engineer Manuel Marques to build the new machine.

Autumn 2021 • Classic Trial Magazine

Italjet • Machine

A skilled entrepreneur in many areas including the financial world, Leopoldo Tartarini had the finances to support the trials project.

Is it a Bultaco?

WHAT’S IN A NAME: ITALJET?

It is always a pleasure to write about motorcycles. One thing that can usually be found at the beginning of any manufacturer’s life is a sporting connection, and in the case of Italjet, it was no different. Egisto Tartarini was an Italian who had enjoyed success as a road racer in the ’50s, and he had made many contacts in the motorcycle world, racing his own modified machines. Many world-famous riders liked his work, and he was constantly asked to modify their machines to handle better and to achieve more power in the engine department. On one occasion, he circumnavigated the world riding a Ducati. He was a motorcycle enthusiast at heart and a very popular man. Eventually, he gave up racing motorcycles and, with his new-found experiences, started to produce motorcycle frames in limited numbers. In 1957, he founded the Italemmezeta company and, using his own built frames, he installed the MZ two-stroke engines and further developed them. By 1959 the production of complete motorcycles began, and, in 1961, his son Leopoldo Tartarini founded Italjet with its headquarters in San Lassaro di Saveno near Bologna. They would go on to build a large number of different models from fairly basic mopeds, very sporty 50cc and 60cc machines, mini bikes (who had one of them?), 125cc singles and twins, 350cc two-stroke twins, and 500, 650 and 750cc four-stroke twins using various engines including Franco Morini, Minarelli and Yamaha.

SCHREIBER QUITS BULTACO

It was no secret in 1980 that the Spanish motorcycle manufacturer Bultaco was in financial difficulties. Unpaid wages to the factory-supported riders and the all-important workers led to strike action, which stopped the production of the model range. It was a huge decision for both Martin Lampkin and Bernie Schreiber to leave what they termed their Spanish’ Family’. So dire was the situation, Classic Trial Magazine • Autumn 2021

Many of the components on the first machine were from the Bultaco.

they had no choice despite the fact it was midseason. A relation to the Bultaco family, Manuel Soler was the first rider to sign a contract with Italjet in May 1980. Italjet knew that a Bultaco clone — basically a green Bultaco — would be the way forward, and so work began. Rumours began to surface that Schreiber would be the next rider to sign, and it was made public in June as he finished off his Bultaco-winning career with a final world championship win in France. A proposed three-man Italjet team would consist of Schreiber, Soler and the Italian Trials Champion, Ettore Baldini. With all three riders in attendance, a five-day testing period of the new green machine would follow. Various engine positions were tried in what was basically a replica of the Bultaco frame. Schreiber took the lead on the dimensions after asking the engine to be slightly forward to make the front end more stable. The engine would be a 325cc with the bottom half built around an Italian design, with Bultaco internals.

Look at the size of the rear sprocket on the prototype.

Machine • Italjet

A tyre testing session with the Italian Trials Champion Ettore Baldini.

Bernie Schreiber (USA) used a car and trailer for his transport.

PRODUCTION DELAYS

1981: Team Green, Schreiber and the Italjet were a winning combination.

AN ITALJET WINNER

With the world title aspirations out of the window for the year due to the non-points scoring rides at the last two rounds, it was a very jubilant Bernie Schreiber who gave team Italjet their first world round win on the 13th July 1980, and to add to the celebrations it was in front of an Italian crowd. Riding a much-modified machine with a smile on his face, it was the Schreiber of old as he went to the top spot of the podium with Martin Lampkin (SWM-GBR) in second and Ulf Karlson (Montesa-SWE) third. The victory had been a huge relief as just one week before, at the arena-style ‘Kickstart’ trial in Great Britain, Schreiber had extensively damaged the prototype Italjet. He looped out from a great height on a pile of logs and could not save the green machine from the huge crash; the result was a bent frame, front forks and a damaged fuel tank. Now with over a month to the next world championship round, the Italjet media machine went into overdrive as they set up importership outlets for the proposed new model range around the world. In the UK, a new importership, Italjet UK, was set up and headed by Martin Hardiman. Along with his factory contract from Italjet, Bernie Schreiber received a fully livered-up white and green Fiat, registered in the UK, to help to promote the Italian machines. The next three world rounds in Finland, Sweden, and the Czech Republic is what fairy tales are made from, as Schreiber won all three to rescue the season by finishing the year second in the FIM World Trials Championship and just 10 points behind the winner Ulf Karlson on the Montesa. In Bologna, Italy, the Italjet company had just finished a huge extension to the factory costing over £250,000 to help accommodate the production of the new trials models. As pre-production models were displayed at the end-of-season Dirt Bike Show, Italjet announced the signing of the 20-year-old English rider Peter Cartwright, a rising new talent, to ride the new 350T in the world and British Championships. 42

With new machines promised for late January 1981, further delays hit the production of the latest models. The production line was in place in the new, clean, modern factory as moulds and jigs for assembly were all made from scratch. Tubular steel was purchased before being put through a process to change its shape to oval. It would introduce more strength to the key areas, such as the frame top tube and swinging arm, but it took time. Once fabricated, the frame would have a nylon coating applied for durability instead of the conventional paint finish. The sump guard was imported from Germany and would be pressed out from Avional, a lightweight aluminium used in the aircraft industry, to form its shape and protect the underside of the engine and act as a stressed frame member. As 1,500 crankshaft assembles arrived, so did Mahle pistons, cylinders and various other engine components. One of the other reasons for the delay in production was that in the decline of the Spanish manufacturer, Leopoldo Tartarini had hoped to set up a supply chain from the Bultaco suppliers, but this was proving difficult. So he had to source new companies which could support the Italjet project in Italy. The initial plan was to build 1,500 350T two-stroke models, but it was obviously proving difficult to make it happen despite strong financial support from Tartarini. With the production machines within touching distance of the finish, the next obstacle was the supply of the exhaust systems as sourcing a new supplier in Italy — again, it was time-consuming.

Great Britain’s Peter Cartwright works on the Italjet at the 1981 SSDT.

Autumn 2021 • Classic Trial Magazine

Italjet • Machine 1982: Development of the Italjet continued in the world championship, this the American Scott Head.

1982: Peter Cartwright was another rider to score FIM World Trials Championship points on the Italjet.

At the end of 1981, Schreiber would leave Italjet for the rival manufacturers SWM.

AT LAST

In the new Italjet team, Peter Cartwright was joined by Chris Myers. However, the latter had to ride his own private Bultaco in the world championship as the machine intended for him was used as a spare parts provider. Nevertheless, he did eventually receive the Italjet ready to ride in Ireland at the Hurst Cup. As Schreiber opted to miss the Scottish Six Days Trial, five new machines turned up in April and went to the team-supported riders who were entered in the SSDT. From the five riders, the highest-placed finishers were Peter Cartwright and Chris Myers in 12th and 13th position, but as two of the other riders finished with gearbox failures, it did little to inspire the confidence of the buying public. At last, in late May, the productions machines arrived around the world, with the various importers in Europe receiving a batch of 100 machines each. A further allocation of 100 machines would be shipped across the water to America. The first machines to arrive were the Bernie Schreiber inspired 350T, which were reported to ride very much like the Bultaco Sherpa – which was no surprise. Italjet had always believed this was the way to go with machine development as Bultaco had won so much before. The fact was that with the brand also in decline, they believed that many once-loyal Bultaco fans would purchase the new Italjet, believing that it was just a green Bultaco with an Italian manufacturer. With the primary gearing and gearbox problems now long gone, the engine featured a very clever arrangement whereby the gear-shift lever could be swapped around in a matter of minutes from the left-hand-side as some more traditional riders still liked to be able to put the gear shift lever onto the right-hand-side as it used to be, and it was a simple change to make. Classic Trial Magazine • Autumn 2021

WINNER

The Italjet featured a very low seat height of 30 inches and gave 12 inches of ground clearance at the same time. The machine’s overall weight of 204lbs, and a very competitive price of £1,404.79 including VAT, it was also very attractive to potential purchasers. In the capable hands of the likes of Peter Cartwright, the machine was a proven winner as, during the year, he won five nationals and the end-of-season British Experts trial. However, despite the success, they did not prove as popular as expected and had reliability issues that affected their reputation. Another blow to the buying public came when Italjet UK ceased trading as a company at the end of 1981 as Bernie Schreiber moved to SWM. The enthusiastic Yorkshire motorcycle dealers Colin Appleyard Motorcycles came to the rescue, who became the new Italjet importers in 1982. Machine sales were slow as the likes of Fantic and SWM dominated the headlines with new models, and sporting success came Schreiber’s way at the Scottish Six Days Trial. Development of the Italjet continued in the world championship as both the American Scott Head and Peter Cartwright scored world championship points. A new 250cc model, the 250T, was added to the stable, which mirrored its bigger brother 350T in appearance but sported the smaller cylinder capacity size of 237cc with its bore and stroke measurements of 71mm x 60mm. It was aimed at the clubman rider who did not require the horsepower to attempt the more demanding hazards. Alongside the smaller 50T, 100T and 125T models, Italjet now had a machine range to suit riders of all ages and abilities. Details began to emerge of an evolution of the present model, and late in 1982, Peter Cartwright took delivery of the new model. 43

International • 1981 FIM WTC: Part One

1981 FIM WTC: PART ONE

OUT WITH THE OLD, IN WITH THE NEW

Paddock Spain

The old guard of world trials had just about held on in 1980 as Ulf Karlson and Montesa took the title for the very first time. The once worldfamous and mighty force of the Bultaco team that had dominated the FIM World Trials Championship from 1975–1979 was long gone. Ulf Karlson was approaching the latter end of a superb career, and, in truth, it was only the 1979 FIM World Trials Champion Schreiber who would remain a true world-title contender over the following years. The American had been thrown in at the deep end, though with a mid-season move to a new motorcycle manufacturer to trials, Italjet, in 1980. The development exercise of a new machine in full view of the public was brutal and extremely challenging if it were to prove a winner. Nevertheless, Schreiber dug very deep into his reserves as a world-class rider to take wins at the final four rounds – some achievement, we might add. In addition, 1981 witnessed a change in the names of the riders and machines that would make a huge impact on the sport over the next few years, in particular a bespectacled young Belgium rider by the name of Eddy Lejeune. Totally under the radar was a 19-year-old French rider Gilles Burgat; remember the name as, during a hugely successful 1981, he would make his mark on the world of trials by the end of the year. Words: Yoomee • Pictures: Eric Kitchen, Mauri/Fontsere Collection and the Giulio Mauri Copyright, Toon Van De Vliet and Yoomee Archive

Paddock Great Britain

Paddock France

Autumn 2021 • Classic Trial Magazine

1981 FIM WTC: Part One • International

Crazy Belgium

ith the championship points still only awarded to the top ten positions, it was a totally unpredictable year, the like of which not seen before in the FIM World Trials Championship. The domination of the once-mighty manufacturing big three of Bultaco, Montesa and Ossa from Spain were now struggling with a difficult financial period. They were heavily challenged in Italy and Japan by Honda. SWM had started the trend, followed by Fantic, Italjet and Garelli, who all wanted a prized part of the growing off-road market. In 1977, Sammy Miller guided Honda to world championship glory with the first world round win for a four-stroke in Finland with Rob Shepherd. In 1980 the well-developed four-stroke machines had landed in the safe hands of the young Lejeune. Honda was in search of further success with the ultimate goal of becoming the first Japanese motorcycle manufacturer to win the coveted FIM World Trials Championship. You could argue that the 1981 FIM World Trials Championship was wide open, such was the evolution of the new riders and manufacturers. Dynamic new riding styles such as the ‘Pivot Turn’ and ‘Bunny Hop’ were new phrases on the lips of many riders. Italian machines had been developed with this new riding technique in mind and were considered more agile and easier to manoeuvre.

Prototype Belgium

NEW RULES

It was also the time of the adoption of the ‘Stop Allowed’ rule coming into force which left riders confused with the interpretation of when a stop had occurred. Many observers and officials were as confused as the riders, apart from those making the most of the marking when it went in their favour! It was now commonplace for the rider to stop at the face of a steep, challenging hazard, then put a foot down whilst stationary, move the machine around to be rewarded with a single-mark penalty. Along with the new riding style and rule change, tyre technology and development came to the fore. Michelin had invested heavily in its new rubber technology, wanting to become the number one choice for the rider. It was very much a Formula One time in trials as a wide choice of various compounds was available to the factory teams and riders. As we’re about to see, 1981 would be one of the most exciting times to be involved in world trials.

Paddock Italy

Snow Spain

Classic Trial Magazine • Autumn 2021

Tyres Pirelli

Full Factory • Honda RTL 360

I can usually guarantee that when my office phone rings, and it is Mike Rapley on the other end, a trials story will emerge pretty quickly. I could sense from the opening sentence: “John, guess what I have found?” and the excitement in the tone that it was something special. He had found an old envelope with some 35mm negatives inside. On further inspection, he told me, he saw that they were the original black-and-white negatives from the test ride he had taken as a Trials and Motocross News staff member with Tommy Sandham. The machine was the red Honda RTL 360cc that Rob Shepherd had ridden before it was returned to Honda UK when they pulled out of trials in late 1980. It got even better when he also found in the same envelope studio pictures of the Seeley Honda 200cc, but that’s another story! What was even more interesting was the good old ‘Rappers’ could even remember the moment like it was yesterday. He immediately told me it was possibly the best twin-shock trials motorcycle he had ever ridden. What he did not know is that I had also been privileged to ride the very same machine after the 1980 Bemrose National Trial, so I could confirm his findings. Article: John Hulme and Mike Rapley • Pictures: TMX, Mike Rapley, Tommy Sandham, Alan Vines, Mauri/ Fontsere Collection and the Giulio Mauri Copyright

Rob Shepherd’s last appearance in the FIM World Trials Championship on the Honda was in the Czech Republic, he finished seventh in the event and ninth in the world.

Autumn 2021 • Classic Trial Magazine

Honda RTL 360 • Full Factory

Once a prestige event to win, ‘Shep’s’ last UK appearance on the Honda was at the 1980 British Experts; he retired with a damaged knee.

efore I go any further, it would only be right to mention that some of these very pictures also surfaced in the superb book titled Four-Stroke Finale, the Honda Trials Story by Tommy Sandham and John Dickinson from 1989, two former staff members who worked full time in the heydays of Trials and Motocross News alongside Mike Rapley. Some of the reference points in this article have come from the book, which Mike used to reminisce and remind him of the day he had so much enjoyed.

Yes, you see it correctly – Mike Rapley grinning in the rain and hail; the machine was the feel-good factor.

change old habits! That’s what led me to phone John Hulme with the news, and John being the enthusiast that he is, was – metaphorically – jumping up and down on the other end of the line when I gave him the news!”

SO HOW DID IT ALL HAPPEN?

“In 1981, I had been with TMX for three years so the trials world knew that I was the rider/writer for the trials side of the paper. I think it was Trevor Kemp who rang me one morning to suggest that we took the opportunity to test ride

this special Honda as he said it was going back to the Honda headquarters at Chiswick where it was destined for the crusher. “Trevor was the Silkolene Oils representative at the time but always seemed to have a tenuous connection with Honda, and he had previously organised a test for the paper on early XR Honda enduro models. So the date and venue were arranged. “Come the appointed morning, it was lashing

THE PHONE CALL

Mike Rapley: “I knew that the file of negatives was around somewhere, but like so many items that seem unimportant at the time they are created, it’s only when 40 years have passed that they suddenly become irreplaceable! I actually found them back in 2013 when I was writing my autobiography, during convalescence following heart surgery. Back then, Classic Trial Magazine was in its infancy, so I never really gave the negatives much thought and shoved them back where they had lain for many years until they resurfaced whilst I was searching for something else. I never did like filing things properly, and it’s a bit late now to Classic Trial Magazine • Autumn 2021

Showa 35mm Ø front forks were classed as possibly the very best.

An engine size of 359cc gave out plenty of power.

Retro Rebuild • Orange Ossa

BARN FIND OSSA TR80 250

When somebody says to a fellow motorcyclist, ‘my mate’s dad has got one of those trials machines in his barn; it’s covered in dust and been there for years’, the mind starts to race, and you imagine all sorts of things! This is what happened to Mike Jarrett when he was selling a pair of boots, and a young lad happened to see his trials machine. The conversation went along the lines of ‘what bike is it?’ The reply was ’a trials machine; I think it’s a Fantic. Get your mate to give me a ring’. Many have been there; well, it wasn’t a Fantic, but this was the start of Mike’s journey to rebuild a very unusual trials machine which he found had an interesting pedigree. Words: Andy Withers and Mike Jarrett Pictures: Andy Withers Colin Bullock Ossa

01 Autumn 2021 • Classic Trial Magazine

Orange Ossa • Retro Rebuild

02 01: AN OSSA NOT A FANTIC

The story didn’t really begin for over a year after the original conversation as the owner was a farmer and didn’t have time to deal with old motorcycles, hence the reason this one was in the barn. When Mike finally got to see the ‘Fantic’, it was actually an Ossa. It seemingly had been ‘beat up’ around the farm until it had stopped. It was literally still in the barn, with a thick layer of dust all over. He decided to buy the Ossa even though it was in a bad state. It had been abused and given a hard time; even the brake and clutch levers were on the wrong sides of the handlebars.

02: OSSA GRIPPERS

A slightly closer inspection revealed the original orange colour of the frame. With some research, this model was found to be one of the distinctive ‘Orange Horrors’ the orange Ossa TR 80 250cc Gripper ‘Naranja’ produced for two years from 1981 to 1983. It was given the name ‘Orange Horror’ to distinguish it from the ‘Yellow Gripper’, which was the bright yellow Ossa TR 80 350cc Gripper produced from a year earlier 1980 through to 1983. Looking at this particular

03 Classic Trial Magazine • Autumn 2021

machine, Mike agreed it was a horror, but he decided to take on the rebuild anyway!

03: CYLINDER HEAD

One of the most significant faults found when the cylinder barrel was removed was a crack across the cylinder head. Like many Ossa updates, the company utilised parts from other models rather than producing all-new castings. With the TR 80 models, Ossa adapted the radial-finned head from the 360cc scrambler. This one had cracked from the side of the combustion chamber and had been repaired by being welded. Holes were then drilled at the ends of the crack and pins inserted for strengthening. The repair was very effective, but now it had cracked on the other side, so Mike had to cut off two of the fins. He ground them down and got the crack re-welded, but this time without pins being inserted. Mike found the heads pretty impossible to obtain, so retaining the repaired original was the best option.

04: THE ENGINE

A full nut-and-bolt strip-down revealed that everything on the engine was either broken

or worn out; this is always a risk of taking on any barn find. The crankcases on this model were also adapted from the 360cc scrambler, but a new crankshaft assembly was used, this effectively reversed the bore and stroke measurements with the ‘Naranja’ changing from the longer 72mm x 60mm stroke to a 60mm x 70mm short stroke, giving a capacity of 230.9cc. Another foible of Ossa was the 250cc was 230cc, and the 350cc had a capacity of 302cc! Mike: “The piston rings were worn down to almost nothing, and a significant engine rebuild was needed, and so new big ends and main bearings were installed. It had a rebore and a new piston. The old piston had an unusual modification with a window cut into the sleeve of the piston, so these were replicated on the new one. “All the gearbox bearings were replaced, but the clutch plates were serviceable, and new, softer springs were used to try to soften the clutch further. Steve Sell, who is an Ossa fanatic, riding, owning and working on all things Ossa, provided and modified the new piston and rebuilt the gearbox.”

04 73

Transatlantic • 1978 USA

ROARING BRANCH WAGNER’S AMERICA

This world-round event was the fourth edition of the Wagner Cup, named after Wiltz Wagner, the North American Trials Council founder. It was held at Roaring Branch Motorsport Park in Roaring Branch, Pennsylvania, just 30 miles north of Williamsport, known worldwide as the home of the Little League World Series of Baseball. This 400-acre park had hosted the 1974 and ’76 rounds of the NATC series. All were put on by the Pennsylvania Trials Riders led by Jerry Young, who was The American Motorcyclist Association National Trials Champion in 1972. Young became known throughout the years as someone who would always introduce something special when it came to promoting the sport. This time though, Young hit a home run by partnering with the local chapter of the National Multiple Sclerosis Society’s Athletes vs MS program. This partnership resulted in media coverage leading up to the event that brought attention to hundreds of non-motorsport enthusiasts, who otherwise would not have known about it, in exchange for proceeds from the event. The unprecedented turn out of spectators created a traffic jam of over a mile long, which closed down Route 14 in both directions to the site and required local police to direct the traffic. Approximately 2,500 to 3,000 were in attendance, most lining both sides of Cascade Run, the highlight of the trial, a mountain waterfall featuring ten sections with an elevation change of 1,000 feet. Words: Matt Liberatore • Pictures: Michael Liberatore, Andy Gregory, Alain Sauquet and Toon Van De Vliet

Autumn 2021 • Classic Trial Magazine

1978 USA • Transatlantic

Encouraging him all the way, Schreiber’s win in America had the usual ‘whoop’ sounds coming from the home crowd.

2019: With the ultimate accolade, the certificate from 1979 FIM World Trials Champion Bernie Schreiber, the American, can still be found at many trials events.

JUST LIKE THE CAT JUMPS

These were the words from one of our local club riders during a conversation we were having about attending the upcoming seventh round of the 1978 FIM World Trials Championship Series held in Pennsylvania, USA. He was describing the way top riders would launch their machines up these seemingly impossible waterfall sections after witnessing this firsthand at a US National Championship round, held at the same location two years before. You see, this was my second season riding, and at that time, I had not yet attended a world championship round or a national event. This was back in the day when there was no YouTube, mobile phones or social media. There were photos in publications showing the amazing feats of the top world riders, but of course, they just did not do justice to witnessing it in person. The stars must have aligned to that very warm day in Northern Pennsylvania to create one of the most memorable American rounds in history. It was a time like no other for the sport in the USA. It was when top riders from America, who would traditionally struggle overseas, would mix it up with the top riders from Europe at home. However, with the recent performances in Europe by Bernie Schreiber, there was renewed hope for an American to win the Wagner Cup. This really began when Marland Whaley, as an 18-year-old on the factory four-stroke Honda, placed second to Classic Trial Magazine • Autumn 2021

1978 Belgium: Four wins in 1978 secured the FIM World Trials Championship for Yrjo Vesterinen by two points from Martin Lampkin.

the then-World Champion Martin Lampkin at Gold Bar, Washington, in 1976. Then, at the following year’s Wagner Cup held in Port Huron, Michigan, it featured five Americans in the top ten. This included podiums by Marland Whaley in second again, followed by Mike

Griffiths in third. These results actually did not include Bernie Schreiber, who was fifth in the world standings at the time. He finished out of the points in Washington in 12th after a crash resulted in a painful hand injury, which included losing a complete fingernail. 79

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Autumn 2021 • Classic Trial Magazine

THE LEVEN VALLEY TWO DAY TRIAL 2021 25th/26th SEPTEMBER – KINLOCHLEVEN ARGYLL KINLOCHLEVEN & DISTRICT MOTORCYCLE CLUB

Steve Robson (Montesa) Winner - 2019 Leven Valley Two Day Trial

IT’S ALL SYSTEMS GO FOR 2021 It’s good news from the enthusiastic Kinlochleven & District MCC who have made the positive decision to run the 2021 Leven Valley Two Day Trial on the on 25th and 26th September. Please keep watching the club website for any updates and information on the 2021 event which will be continuing to be released during the following months. Events such as this require support from many people and organisations. For more information on the 2021 trial or if you wish to become an observer or sponsor of the Leven Valley 2 Day Trial please go to the website.

STEV

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LLEY

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Credit: Montesa

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RCM TRIALSPORT Tel: 01209 820896 Email: rcm-trialsport@hotmail.com Location: Redruth, TR16 5PN

Classic Trial Magazine • Autumn 2021

Sport • Classic Meeting

CIRCUIT DE SPA-FRANCORCHAMPS

BELGIUM BIKERS As the lockdown restrictions began to ease, it was time for a new form of reality to push through. Trials competitions had restarted, and it was time to visit the magnificent Spa-Francorchamps race circuit in the Ardennes region of Belgium to participate in the Bikers Classic Trial. Unfortunately, in Belgium, the situation has been particularly serious, and it wasn’t until the final authorisations were received at the very last minute that the Bikers Classic weekend was allowed to go ahead, although this would be without the general public attending. It was particularly sad as 2021 is also the 100th anniversary of the legendary circuit. The event is organised by DG Sport, who engaged Fred Mohring of the legendary Lejeune family to create a testing event. The course itself was two laps of 14 sections laid out around the infield and outer track, with all the familiar challenges we had been so missing; rocks, roots, mud, ruts, climbs and descents awaited our pleasure. Words: Matt Heppleston • Pictures: Maxine Lejeune Matt Heppleston (Yamaha)

Eddy Lejeune (Montesa-Honda)

Autumn 2021 • Classic Trial Magazine

Classic Meeting • Spa

Florent Mohring (Honda)

DAY ONE

Saturday’s weather was a mixture of sunshine and clouds, but, happily, rain was not in the forecast. The sections were challenging but safe. The early dismal weather ensured the land was in absolutely prime condition for a trial where a gentle throttle hand and the ability to find grip would be at a premium. The inter-section routes are quite long and, with a small entry of around 80 riders, ensured that queues at sections were almost non-existent. A couple of laps may not seem very much, but the sections deteriorated quite rapidly as tree roots became exposed and mud was dragged onto the rocks. This meant a thorough second inspection was required, and, in many cases, a different line was a better option. All in all, it took around 5½ hours to complete the day. Some of the sections were located next to the circuit itself, where you could watch a large and varied collection of classic race motorcycles howl around the circuit in the background. These ranged from big Japanese racers from the early 2000s back through time to the screaming two-stroke TZ Yamahas, to the ’70s Rob North Trident – my absolute favourite sound – to even early racers such as the 7R and Manx Nortons. Something special indeed! By the end of the day, a few of my less-used muscles in my legs were ready for a rest as they saw plenty of dabbing action, and it was time for a well-earned beer before heading home for the night.

Classic Trial Magazine • Autumn 2021

Fred Crosset (Seeley Honda)

DAY TWO

For Sunday, the weather forecast was less promising, with heavy rain threatening in the afternoon. So it was time to get a move on as the sections definitely did not need more rain. Fred informed us that there were four completely new sections, and half a dozen others had been modified to take the expected weather into account. He also announced that there would be a one-hour break for lunch, and there was a special event foreseen for all who returned to the start, but more of that later. The modified sections were actually easier versions of Saturday’s, and it was obvious from the scores that a few had struggled, so it was a pleasant surprise. The new sections were replacements for the sections where exposed roots had become a problem. They had already been marked out prior to the event, so, as you can see, an experienced clerk of the course really understands how sections evolve. The new sections were a varied bunch with swoops up and down bankings, and for sections 13 and 14, a good old-fashioned double-sub straight up a slippery mud slot with a couple of steps for good measure. It was here on the first lap that I watched someone on a Montesa-Honda 200 glide up the slot using very few revs, climbing so slowly up a step that I swear with a couple of rpm less, he would have stalled it. Total mastery from a rider, who was none other than three times FIM World Champion Eddy Lejeune, who was not competing but using a borrowed machine to give a mobile masterclass to us all. As I finished my first lap at around 11.45am, it was time to refuel both rider and machine and exchange punch cards.

Christian Thibaut (Norton)

Sport • Rockshocks Championship

ROCKSHOCKS CHAMPIONSHIP

UP AND RUNNING

By the time you read this article, we will have had rounds six and seven of the proposed ten-round 2021 National Rockshocks Classic Trials Championship. Print deadlines have to be met, and so the cut off for the inclusion of the championship meant we could only report up to the halfway point, round five. As the recovery from the pandemic continues, and the road map opens out to allow riders to compete across the country, the championship classes have now been changed to include just six routes. From round four, there were just the three championship classes with a revised structure: Class one, air-cooled mono-shock; Class two, twin-shock; and Class three, British motorcycles. Working better than many had anticipated, the ACU online entry system gives the organisers more information on what level of entry they will be expecting. Words: Classic Trials Media • Pictures: Jaxx Lawson and Miles Duval

Richard Pulman (Montesa)

Robin Foulkes (Yamaha)

Autumn 2021 • Classic Trial Magazine

Rockshocks Championship • Sport

Gary Watson (Bultaco)

One request the organisers have is that riders make sure they have entered the correct class. Unfortunately, it’s difficult to change class and machines, causing problems for both the event organisers and championship collators. However, below are the revised rules for the 2021 championship. Before entering future events, it’s worth checking you are in the correct class for the machine you are riding.

WHAT’S YOUR CLASS?

Class 1: This class will be open to all air-cooled mono-shock machines that were in production before the year 2000. This also includes any air-cooled mono-shock machine that has been converted to a twin-shock, as such machines cannot run against genuine twin-shocks. Eligibility: The motorcycles should maintain the original silhouette as of the date of manufacture. Acceptable Modifications: 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 Ø.

Neil Dawson (Fantic)

Classic Trial Magazine • Autumn 2021

Dave Wardell (BSA)

Class 2: This class is open to later twin-shock machines manufactured up to 1986. Acceptable Modifications: The option to run tubeless rims, to make minor modifications to the frame, a choice of carburettors, cycle parts can be changed as long as they are from the same period. Steering head angle can be moved and the swinging arm length altered. The position of the footrest can also be moved. Unacceptable Modifications: Modified mono-shock trials machines converted to twin-shocks. Air-cooled mono-shock engines. Disc brake conversions. Fork stanchions must not exceed 36mm Ø. Note: SWM Jumbo models fitted with the original 38mm Ø forks are acceptable. Class 3: This class is open to Pre-75 British machines. Replica frames or modified originals are allowed, as are billet yokes, wheel hubs, and front forks with modern internals. This is the format followed by most classic clubs countrywide, and there seems little point in changing that for this series Acceptable Modifications: Tubeless wheel rims, there is no restriction on carburettors. Unacceptable Modifications: Disc brakes and front forks exceeding 35mm Ø.

Grant Adamson (Honda)

WAYNE BRAYBROOK - HALTON GILL