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MOTORCYCLE • SIDECAR • CLASSIC • COMPETITION • FEATURES

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PRE-65 SCOTTISH

DAN THORPE WINS MACHINE

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Summer 2023

ISSUE 45 • UK: £6.99

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FANTIC

MONO-SHOCK YAMAHA

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MACHINE

1983

Classic Trial Magazine • Welcome

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

WELCOME

THE TEAM Co-Managing Directors John Hulme & Charles Benhamou Executive Director Philippe Benhamou Editor John Hulme

(NUJ No: 949620)

Advertising Manager Lisa Reeves Email: lisa@trialmag.com Subscription Manager Cath Rogers Email: cath@trialmaguk.com Tel: 01663 744766 Editorial Staff Matthew Heppleston, Heath Brindley, Justyn Norek Snr, Justyn Norek Jnr, Nick Shield, John Moffat. Photographers Barry Robinson, Malcolm Carling, John E Shirt, 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, Brian Holder. Proof reading Jane Hulme and Davina Brooks Design and Production Dean Cook The Magazine Production Company www.magazineproduction.com Printing: Buxtons Press

© 2023 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.

Classic Trial Magazine is published by: CJ Publishing Limited, registered in England Number: 5947718. Classic Trial Magazine: ISSN: 2049-307X 4

Front Cover: 2023 Pre-65 Scottish Winner Dan Thorpe (Triumph) • Credit: Eric ‘EK’ Kitchen Summary Picture: 1983 SSDT Sammy Miller (Ariel) and Eddy Lejeune (Honda) • Credit: Eric ‘EK’ Kitchen

Summer 2023 • Classic Trial Magazine

Welcome • Classic Trial Magazine

FEATURES

SHOWTIME

INTERNATIONAL

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MACHINE

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NOSTALGIA

2023 Telford Classic Show 1983 Scottish Six Days Trial Fantic 1984 – 1997 Pre-65 Scottish AG Bikes

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Classic Trial Magazine • Summer 2023

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News • The world of Classic Trials

2023 COSTA BRAVA BARRY ROBINSON TWO-DAY TRIAL

It might be a while before the 2023 Costa Brava Two-Day Trial in Spain on the 18th and 19th November, but the wheels are already in motion to make the event a huge success once again. The organising team asks that you keep your eyes on the multi-lingual website: www.trialcostabrava.com or visit their Facebook page: Trial Costa Brava for more information.

Since the previous issue of Classic Trial Magazine, we lost one of our greatest inspirations in motorcycle trials, Barry Edmond Robinson, aged 91, of Ilkley, West Yorkshire, on Sunday, 26th February 2023, after a short illness. John Hulme, Trial Magazine Editor: “What a man Barry was; a true inspiration in life and a very good friend of mine. I had known Barry for years, and when I started on my publishing adventure in 2004, he was the one who held my hand and was so enthusiastic about what I was about to do. Our daily chats on the telephone and at so many events he attended will always be remembered, along with the many good times we had together”. After speaking with Barry’s two daughters, we can confirm his legacy will continue to live on through his pictures in our future publications.

2023 LEVEN VALLEY COLIN DOMMETT TWO-DAY TRIAL

Once again, the 2023 Leven Valley Two-Day Trial organisers are looking for observers and marshals to support this successful event. If you can travel to some of the far-out sections with your motorcycle, even better! As with all clubs, the logistics of making an event successful needs support, so if you can help, please get in touch with the club via the website: www.kinlochlevenmcc.co.uk gçÜå=iÉÉ=`ä~ëëáÅ=qêá~äj~Ö=MUOMKéÇÑ===N===MVLMULOMOM===OPWMR

BY JACK LEE

A great rider, character and gentleman to all he met, one of Cornwall’s finest motorcyclists, Colin Dommett, passed away on 9th February 2023. His motorcycle career was his life, first in trials and then scrambling. He soon put all his efforts into trials and became a supported Cotton rider competing in the ACU British Trials Championship and national trials, winning the Cornwall Centre Championship ten times. He loved off-road riding and won a gold medal on a private Bultaco in the 1971 ISDT on the Isle of Man. Colin’s next challenge was sidecar trials with Eric Chamberlain as passenger, winning the 1976, 1977, 1978 and 1980 ACU British Championships. He was still very much actively involved in the sport, and he will be sadly missed by all.

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Showtime • Telford

TELFORD

INTERNATIONAL EXHIBITION

The eyes of the classic world were firmly focused on the 2023 Classic Dirt Bike Show, sponsored by Hagon Shocks, in February at the Telford International Centre, which once again had a massive draw of motorcycle enthusiasts from around the world. With the successful return of this show after the pandemic in 2022, attendance figures in 2023 were very strong over the two days of the show. Friends, old and new, rare machines on display from previous eras, and so many beautifully restored, this show again had all the ingredients to be a ‘classic’ show of the highest standard. As we have seen so often, this superb, well-organised event is very much the one that kickstarts the classic off-road season. After the stand setup day on Friday, Morton’s and the team from Classic Bike Shows opened the doors on Saturday and Sunday for the general public to enjoy this feast of classic off-road. There are too many riders and machines to discuss in this article here, but we have found some of our show highlights for you to enjoy. Article: John Hulme

Classic Trial Magazine Editor John Hulme: “This is an excellent opportunity for us to meet up with so many of our valued customers. I really appreciate the fact that they take the time to come and introduce themselves to me and the staff and to talk about their off-road exploits. To everyone who supports what we do, a huge thank you”.

Summer 2023 • Classic Trial Magazine

Telford • Showtime

Probably the highlight of the show for trials enthusiasts was the opportunity to see the Cantilever Yamaha in the flesh. This machine is owned by the Works Trials Bikes Owners Group from France.

Seen here with Oliver Barjon from the Works Trials Bikes Owners Group in France is the machine from the very start of the Yamaha trials project. This is the machine ridden by Frenchman Christian Rayer.

Now becoming very well known as ‘The’ Fantic specialist in the UK, Andrew Brown from AG Bikes had one of his beautiful Italian machines on display. He also had a very wide selection of after-market parts on show for the Fantic trials models.

Classic Trial Magazine • Summer 2023

A superb display of BSA trials ‘works’ and prototype machines, including some that never made the production line, this was a fantastic collection from a time when Great Britain ruled the trials world.

This very tidy-looking Yamaha Majesty was built by Stephen Murphy for Jonny Hagan, a Valentino Rossi race fan. One of many ‘special’ builds on display at the show.

Adventure • Road Trip

1983 ROAD TRIP

SSDT RAIDER

My good friend John R Shirt once told me that you only notice people when they stop, which was very much the case with a certain Italian gentleman, Giulio Mauri, who sadly passed away in 2012. I do wish so much that he could have enjoyed being a part of Classic Trial Magazine by providing so many stories from his fondest memories of our two-wheeled sport; he would have loved it. Google Maps tells me that it is 22 hours and 55 minutes and a total distance of 1,279 miles from Monza to Fort William, Scotland. It sounds like a good journey in the comfort of a modern vehicle; Giulio did it on a 125cc Fantic Raider model supported by the manufacturers’ vehicles from Fantic and SWM, who were also travelling to the Scottish Six Days Trial in Fort in William. Words: John Hulme and Valenti Fontsere • Pictures: Mauri/Fontsere Collection and the Giulio Mauri Copyright

alenti Fontsere and Giulio Mauri were very good friends, always showing a passion for motorcycles and trials in particular. Giulio may have passed, but his pictures live on in the magazine, supported by Valenti. Below are the words from Valenti on yet another mad adventure on two wheels for his good friend Giulio.

LONG TEST RIDE

As a working journalist, the Italian Giulio Mauri covered the 1983 Scottish Six Days Trial for the Italian magazine MOTOCROSS. As in previous years, he was offered a motorcycle to be tested under the Long Test Ride chapter of the magazine. You might remember that

Summer 2023 • Classic Trial Magazine

Road Trip • Adventure

in previous editions, Giulio and his lovely wife Renata had gone up to Fort William with SWM motorcycles; in 1981, it had been the time for the SWM GTS 315 Racing, and in 1982 it was the little SWM RZ 124. On that occasion, Ruggero Upiglio, the Director of the magazine MOTOCROSS, offered Giulio the newly born Fantic Raider 125. This was a new small-capacity trail model from the Italian manufacturer that had recently been presented to the press. Many readers will not know, but the moped and small-engined motorcycle was a huge part of the Fantic business model. What better way to test the Fantic than to go up to Scotland, follow the Six Days and then come back to Milano – easy!

Classic Trial Magazine • Summer 2023

STRICTLY PRODUCTION

Fantic prepared a genuine production Fantic 125 Raider model. That year Giulio planned the trip, along with some support from the vans of the Italian riders who were going up to Fort William. He left Monza on 28th April at four o’clock in the afternoon and returned home on 10th May at just after midnight. Giulio arrived in Fort William at 19:15 on 30th April and started the way back home just after the finish on the final day of the Scottish Six Days on the Saturday at 16:30. After leaving Monza for Scotland, he went through the Gotthard tunnel in Switzerland up to Basel and then to Aachen in Germany before going to the Belgian port of Zeebrugge, where he took the ferry to Hull in the UK.

SOME DISTANCE!

The mileage for the entire trip totalled 2,735 miles, and the Fantic Raider used 49 gallons of petrol. No major issues occurred during the whole trip, only the replacement of two light bulbs and the typical maintenance needed for using the machine over such a high mileage. In the Highlands, being a fully backed works rider for the week, he received support from the Fantic team. The first 330 miles were done at a more relaxed rhythm, but after the break-in period was finalised, the Fantic Raider’s speed was pushed up to around 70mph for the whole trip. Not bad for the small-capacity Fantic, and a big round of applause for Giulio once again.

International • 1983 SSDT

1983 SSDT

GORGOT TAKES GOLD

Montesa tasted the champagne once again at the Scottish Six Days Trial in May 1980, as Finland’s trials superstar Yrjo Vesterinen became the first foreign rider to take the victory. The first Montesa win had come in 1979 with Great Britain’s Malcolm Rathmell, followed by ‘Vesty’, and then, in an international takeover of the event, Frenchman Gilles Burgat (SWM) had won in 1981 and America’s Bernie Schreiber (SWM) in 1982. In some manufacturers’ eyes, this legendary event was still the one to win even more prestigious than the FIM World Trials Championship. Honda was desperate to win, and with Eddy Lejeune, they had every possibility as the previous year’s winner Bernie Schreiber was missing from the starting order, preferring to focus on the world championship. In addition, new young riders were still coming to the event, including Great Britain’s John Lampkin (Fantic) and Steve Saunders (Armstrong), along with the foreign riders Thierry Michaud (SWMFRA) and Philippe Berlatier (Italjet-FRA). The trials industry was going through a highly transitional period, with the domination from the Spanish motorcycle manufacturers now under threat from Italy and Japan. Both Bultaco and Ossa would soon be history, with Montesa being the only survivor of the once-mighty-three from Spain. Italy had become big players, with Fantic and SWM leading the way, but soon the trials world would be introduced to the ground-breaking mono-shock machines and the impact they would have on the sport, changing the face of it forever. Words: Classic Trial Magazine • Pictures: Colin Bullock, Iain Lawrie, Eric Kitchen, Mauri/ Fontsere Collection and the Giulio Mauri Copyright, Toon Van De Vliet, Yoomee Archive

Summer 2023 • Classic Trial Magazine

1983 SSDT • International

It’s ‘Viva Montesa’ for the UK importer Jim Sandiford as they took the overall win and the manufacturers’ team prize with Lluis Gallach, Toni Gorgot and Martin Lampkin.

or the first time in so many years, 1983 saw a downturn in entries. The organising Edinburgh and District Motorcycle Club received just 270. By the time the event came around, it was down to 250 riders who had entered and were guaranteed a ride. Many riders who wanted so much to compete in the event had become tired of not getting through the dreaded ballot system and had not bothered to enter. The world’s economy was not at its best, and by the time the event started on Monday, the entry list was down to 239 starters.

PARC FERMÉ — WEIGH IN

Parc Fermé was once again located in the West End car park, Fort William, which would be the home of the trials for the six days of action. Weigh-in day on the Sunday is when the machines are scrutineered and put in a secure compound. It was quite busy, and the traders reported a good day as the riders purchased all their needs for the six days of riding in front of them as the spectators met up with friends old and new; this is a real social side of the event enjoyed by so many. Italian Fantic machines dominated

Classic Trial Magazine • Summer 2023

the entry, with just under 90 red machines in the starting line-up supported by a fleet of five vehicles headed by the super-enthusiastic UK importer Roy Carey and his team. 1983 was also the first year that riders had to supply their machines with holes pre-drilled in the cylinder head and barrel to stop them from being replaced. During scrutineering, the officials would put a seal in place to prevent this from happening. Michelin made a huge push in motorcycle trials to get their brand to the top of the sport after watching Pirelli dominate it for many years and had a service vehicle in attendance with a team of tyre fitters to help support the riders. There was a lot of interest in the new French manufacturer’s JCM monoshock machines, and the Britishbased Armstrong/CCM had their latest model on display. Titled the CMT 320, it was still powered by the super smooth Italian Hiro two-stroke engine with the main changes in the frame and its design. The frame was fabricated from specially drawn steel tubing to increase rigidity and allow a slimmer swinging arm to be fitted to the machine. Modified footrest positions and a slight change to the

Thierry Michaud (SWM-FRA): This was a very strong result, his hunger for success at the event was there for all to see.

Brand • Fantic

RED HOT MONOSHOCK FANTIC

In the mid-80s, everyone wanted one of the new mono-shock Yamaha trials machines, as all twin-shock machines became redundant overnight; it was time for a change. Twin shocks were heavy and physically big compared to the lightweight and ease of riding of the new Japanese challenger. Its introduction caught everyone in the manufacturing of trial motorcycles off-guard. No exposed rear shock absorbers were affected by performance and accident damage. The single-shock system kept the rear shock absorber out of harm’s way, and you only had to cope with the setup of one component, it was the way forward, and everyone knew it. Just as soon as the Italian challenge to the trials market had started, gone were the once-mighty SWM winners, hit by financial problems; would Fantic follow the same path into oblivion? Fantic had enjoyed massive success with its red model range but had gone down the wrong development path with the new 300. It was a machine very much developed with the world championship riders in mind. It produced strong power, and, in all fairness, the twinshock rear suspension worked very well for the expert rider. The stealth development of the two-stroke Yamaha in Japan had gone unnoticed and was at first deemed very fragile; who had got it right?? Words: Trials Media • Pictures: Colin Bullock, Jim Capper, Fantic Mauri/Fontsere Collection and the Giulio Mauri Copyright, Alan Vines, Toon Van de Vliet, Yoomee Archive

1984: Thierry Michaud winning the 1984 Scottish Six Days Trial on the 300 Twin-Shock model.

Summer 2023 • Classic Trial Magazine

Fantic • Brand

1984: The Fantic 300 was a superb model, but no one wanted a Twin-Shock.

n late October 1984, news came to light that Fantic had outstanding debts of around the £10 million mark. Classed as the most modern motorcycle manufacturing production facility in Europe at the time, the company employed over 400 people who had been temporarily suspended whilst under an Italian Government investigation. The outcome of this investigation could allow the Fantic factory to claim 90% of the company’s wages under a special rescue fund from the government if it met the criteria to have a rescue plan in place. A significant part of the Fantic sales included a lucrative moped and small motorcycle market in Europe. Originally, Fantic machines had been powered by the Italian Minarelli engines, including the trials range. However, along with the investment in the new factory, they had pursued a dream to build their own engine in-house. Unfortunately, this exercise proved more costly than had been expected and was the one factor that looked to have put the manufacturer into financial difficulties. In the 1984 FIM World Trials Championship, Fantic had a huge presence headed by Thierry Michaud (FRA), John Lampkin (GBR), Gilles Burgat (FRA), Bernard Cordonnier (BEL), Renato Chiaberto (ITA) and Diego Bosis (ITA) with support provided by a huge transporter and accompanying staff. Five riders from one manufacturer contesting the world championship meant one thing: a huge bill; 1985 would be a very different year.

1984: In Italy a small team at Fantic applied its workshop knowhow to produce their first single rear shock system.

WHICH DIRECTION

Fantic was one of many manufacturers in trouble in 1984 as the sales trend moved to the Yamaha with its ease of riding and new technologies, but with the Japanese challenger came some early design problems. The mono-shock’s rear linkage system’s connection to the engine ripped out the back of the crankcases, and rear wheel hubs broke, giving some hope that twin shocks did have a future. However, Yamaha was on to the problem immediately and came up with some upgraded parts, including stronger crankcases, and faith was soon restored in the mono-shock model.

1985: With a hacksaw and welder the 300 model 1985: Thierry Michaud took the world by engine was shoe-horned into the new frame. storm with the new 300 Fantic mono-shock.

Classic Trial Magazine • Summer 2023

Traditional • Pre-65 Scottish

THORPE TOPS THE TIE PRE-65 SCOTTISH

The 2023 Pre-65 Scottish was an effective re-run of some previous trials with eight past winners competing: Paul Heys, Davy Morewood, James Harland, Rob Bowyer, Jimmy Noble, Dan Clarke, Gary Macdonald and Dan Thorpe. Add in potential winners Ben Butterworth, Darren Wasley, Stephen Murphy, Mark Harris and Robin Luscombe, and you have a wealth of talent for the asking. But come to the end of the trial, two riders prevailed; three-time winner Gary Macdonald on a 270cc Triumph Tiger Cub and single Pre-65 past winner Dan Thorpe on a 250cc Triumph Tiger Cub, both of whom rode the entire two days of 30 sections each without loss. report: Mike Rapley Pictures: Trials Media

Dan Thorpe (Triumph)

Summer 2023 • Classic Trial Magazine

Pre-65 Scottish • Traditional

Gary Macdonald (Triumph)

Dan Clark (Ariel)

It requires considerable determination, an even greater level of skill and frequently more than an ounce of good fortune to win any trial. Still, these requirements always seem to need a massive increase when it comes to trying to win the Scottish Pre-65 Two-Day Trial in Kinlochleven, Scotland. For the past 39 years, it has preceded the main Scottish Six Days Trial, apart from the first event held during the main trial week. With machines getting ever more exotic and the riders’ abilities greater, claiming a win is now even more difficult as each year passes.

CLEAN

Winners have gone clean in the past, including in 1987, 1988, 1990, 1993, 1994, 1996, 2002, 2012 and 2018, and various methods have been in the regulations of the time and applied to sort out ties when they have occurred. This year was no different, with the ties being sorted in favour of the older rider after any other considerations had been taken into account. That gave Dan Thorpe his second Scottish Pre-65 victory, leaving him four wins behind his father, Dave, who witnessed his son’s success. Thorpe was delighted with his victory but acknowledged that it had been hard work and a mentally draining affair. He said, “I knew that the final section at Cnoc-aLinnhe on Saturday would probably be the decider, but I also knew that Pollock Hill had been a nightmare for me last time”. Thorpe did indeed clean both the sections and the other 58, but so did Macdonald, who congratulated Thorpe at the end. “I would have liked to have won for the fourth time, and I know how difficult it is to be the winner. I have matched Dan section for section, and I’m happy for him to win”, said the local rider, who has only recently returned to the sport after taking on prominent mountain bike events. While Thorpe and Macdonald were the stars of the trial, come the evening presentation, they certainly didn’t have it all their own way, having to fend off serious challenges from equally talented riders before the results were confirmed!

Best Over 350cc Ben Butterworth (Ariel)

FOUR CLEAN

Along with Thorpe and Macdonald, two other riders went clean through the opening day of 30 sections. Irish ace Stephen Murphy and South Yorkshire star Darren Wasley also had zero marks to their names when the provisional results of the day’s action were published. Another four riders had only lost single dabs. Dan Clarke, Chris

Classic Trial Magazine • Summer 2023

Russel Rooksby (Ariel)

Visit • AG Bikes

FANTIC HEAVEN AG BIKES

As the twin-shock trials scene continues to gather a huge following, many riders have started to move out of the ageing Pre-65 scene. The development of these machines has been virtually exhausted, and people have started to look for new engineering challenges, and machine builds in other areas of the sport. The big three Spanish brands of Bultaco, Montesa and Ossa remain very popular along with the four-stroke Hondas and two-stroke Yamahas in the twin-shock world, but many Europeanmanufactured machines now join them. One area where we have seen a growth in the build of modified models is with the Italian Fantic brand. The riders have found a new area to develop their ideas with the more modern twin-shocks from the late ’70s and early ’80s, using a mixture of the twin-shock and the air-cooled mono-shock parts. The wide variety of the machines in the model range from Fantic during its twin-shock years of the early ’80s is the base point for many of these modified machines. NorthYorkshire-based Andrew Brown, in Low Row near Reeth, has started to import some after-market parts to feed the need for this growing market, and so we decided it was time to find out more about his own Fantic machines and his growing Fantic twin-shock business. Words: John Hulme, Andrew and Charlotte Brown Pictures: Yoomee

Andrew Brown’s ‘Hybrid’ Fantic.

Summer 2023 • Classic Trial Magazine

AG Bikes • Visit

It is a busy Fantic workshop.

fter a wet drive to Low Row, North Yorkshire, in early April, I met with Andrew and his super-enthusiastic daughter, Charlotte, who works in the shop. Over a good cup of Yorkshire tea, it was time to talk Fantic and discover more about what he had been up to.

Andrew back in the day on a Bultaco.

Classic Trial Magazine • Summer 2023

TWIN-SHOCKS

Growing up during the twin-shock years, Andrew was a Bultaco man through and through despite the fact that his favourite rider, Malcolm Rathmell, was on a Montesa. He loved the sport and had owned many machines and, in more recent times, became very much

associated with the Shercos. He has also become much more involved with the twin-shock scene, enjoying and riding in the many popular events in a busy calendar, including the Costa Brava Two-Day in Spain. As we are all well aware, the social side of the twin-shock scene is also a much-loved aspect

Was it back in 2014 when he was thinking Fantic?

Machine • Yamaha 1983

MOVING TO MONOSHOCK YAMAHA TY 250

With so many trials memories from a lifetime of enjoying this two-wheeled motorcycle sport, the TY name from the Yamaha models has constantly come into my life. In the latest edition of our sister publication, Trial Magazine, issue 97, I wrote a feature celebrating the arrival of the production Yamaha TY250Z in 1993 — 30 years ago. As you know, I thoroughly enjoy researching and writing about machines, and this one was no different, stimulating memories of the TY Yamaha trials models. It also reminded me of the good friends who I associate with the Japanese trials machines. Firstly in 1973, with Mick Andrews and the twin-shock TY range; secondly, in 1983, with John E Shirt and the monoshock TY range; thirdly, with Peter Stewart and the TYZ model in 1993. Another name I have always associated with Yamaha trials models, and who remains a good friend, is Haruo Kimura from Japan; he rode the pre-production TY250Z in the 1992 Scottish Six Days Trial. On my many trips to Japan for the FIM Trial World Championship rounds, we always have a catch-up about Yamaha in trials. It is still hard to believe that 40 years ago this year, we celebrated the arrival of the ground-breaking and sport-changing Yamaha mono-shock 250 model. Ten years ago, I generated an article on this same model and now time to bring the Classic Trial Magazine readers up to speed on the arrival of this machine that would set a standard for all other motorcycle trials manufacturers. Words: John Hulme • Pictures: Shirt Family Collection, Norman Eyre, The Nick Nicholls Collection at Mortons Archive, Don Morley, Toon Van De Vliet, Yoomee Archive, Yamaha Japan

The ‘Majesty Man’ John E Shirt.

Summer 2023 • Classic Trial Magazine

Yamaha 1983 • Machine

Mick Andrews on the prototype Cantilever Yamaha in early 1977. It was rumoured that the engine size was 400cc. John E Shirt’s first vision of the proposed Yamaha Mono-Shock.

n the last edition of Classic Trial Magazine, you will see a feature on the single-shock Cantilever Yamaha, from its early days of development, its introduction in early 1974 (until the project was parked in the middle of 1975), and the development rider Mick Andrews moving back to the conventional twin-shock rear suspension setup. A new square-section tubing single-shock machine would reappear briefly in 1977, again ridden by Andrews; it was fitted with various prototype engines of different capacities before disappearing later that same year.

Take note of the huge cylinder head and barrel on the prototype Cantilever Yamaha in early 1977. Finer details were disclosed to John, including this front wheel hub picture.

1983 Japan: Such was the respect shown to Nigel Birkett that when he was talking everyone listened.

MAJESTY CONNECTION

John E Shirt first became involved with Yamaha trials machines when he purchased his original red-and-white fuel tank model TY 250cc in late 1976. Trading his ageing Ossa to make the purchase, he used his engineering and fabrication skills to make what was a good machine better, which led to the Majesty. In 1978, Mick Andrews and John Shirt started work on the Majesty project in earnest, building production models using the TY twin-shock machines as the base point, including the 250cc Classic Trial Magazine • Summer 2023

Sidecar • Memories

SIDECAR

JUMPING JACK MATTHEWS On my usual diet of off-road motorcycles in my very junior days, I had noted the name Jack Matthews as a person my father often spoke to. Our local motorcycle club was the Manchester 17 MCC, and we would attend the usual club meetings held on a Tuesday at the Robin Hood public house on the outskirts of Stockport on High Lane. Jack was a regular attendee and friends with a very active club member Gordon Ruffley. In the late ’60s, on his move from a successful time scrambling to the three-wheeled world of sidecar trials, Jack asked Gordon to join him in the sidecar of his 500cc BSA Goldstar outfit. I often witnessed Gordon getting the wicked end of Jack’s comments because the sidecar passenger was always at fault when a five was incurred for a stop. Despite this, they remained good friends, even going on to open a motorcycle business together, as you will find out later. An idea inspired this article as I was looking through some Malcolm Carling pictures of Jack and his passenger Ray Armstrong, taken when they won the 1973 ACU British Sidecar Trials Championship on the CCM. In a championship where four-strokes had ruled from the very start, this was the last win for one before the lighter-weight two-stroke outfits would take over. As it is 50 years since this last four-stroke win and 30 years since Jack passed away on the morning of 8th February 1993, aged 56, I thought it would be a good moment time to have a closer look at ‘Jumping’ Jack Matthews. Words: John Hulme Trials and Motocross News • Pictures: Malcolm Carling, Alan Vines, Yoomee Archive

Summer 2023 • Classic Trial Magazine

Memories • Sidecar

1969: Total concentration from both Jack and Gordon Ruffley at the Sam Seston.

nitially, I had intended to highlight Jack’s sidecar-winning championship; however, my conversation with some experienced motorcycle enthusiasts led me to discover more about Jack, which expanded the scope of this feature.

NATIONAL SERVICE

Jack’s first motorcycle was a 197cc two-stroke Villiers-engined James, purchased for him with some support from his parents Vera and Harold and ridden in his first event, a Manchester 17 MCC trial at Buxton in Derbyshire. Riding progress was quick, and I found when checking some old records it appears the name Jack Matthews was quickly associated with winning some very prominent scrambles meetings in what would become his home centres of the Cheshire and the North West. He started riding in the early ’50s, and this success was achieved in a mixture of trials and scrambles on a four-stroke BSA Goldstar and on the two-stroke DOTs, something that the late Eric Adcock had confirmed before his passing. For a brief period, Jack had worked with Eric at the DOT factory near Manchester, who supported him in various competitions. On his favourite four-stroke BSA, he had won four Cheshire Centre Hillclimb Championships; such was his broad spectrum of off-road riding in his early days. On Jack’s death, regular TMX columnist, Ralph Venables, recalled his first sighting of him. During the compulsory National Service in the late ’50s, Army Dispatch riders had the official paperwork from their commanding officers to allow them to compete in longdistance trials. As the secretary of the Sunbeam Classic Trial Magazine • Summer 2023

Gordon Ruffley pants for breath at the 1970 British Experts Trial.

Motorcycle Club, Venables was involved in three key events for the army riders to compete in: the Sunbeam 200, the Hampshire 100 and the South-Downs Semi-Sporting Trial. Jack was slim and trim then, and riding a War Department 350cc four-stroke Matchless, he beat all the local civilian riders; such were his abilities on an off-road motorcycle. In 1957 he made his first venture to Europe, and over the following years, he would become a well-known name, taking some good hardearned cash from victories at lucrative events in Europe, such as the Poitiers International in France. However, despite the winning, he never stepped up to a full factory-backed manufacturer’s scrambles team, one of his biggest regrets in his off-road career. In the early ’60s, Jack formed his own road haulage company, allowing him to compete

as and wherever he liked. During these early pioneering years and trips across the channel into Belgium and France, Jack had come across a certain Alan Clews, who would go on to form CCM motorcycles.

THREE WHEELS

Travelling to the European scrambles events had been good fun, but in the mid-sixties, Jack purchased his first three-wheeled motorcycle, a 500cc BSA Goldstar outfit. He rode it in local events with various passengers to find his feet and was soon mixing a few solo trials with sidecar ones. Riding and competing in the UK also allowed him to focus more time on his growing haulage business. The sidecar challenge was something new, and he loved it, not just competing but also the social side of the events.

When a new sidecar outfit was needed Jack turned to his old scrambles mate Alan Clews.

Nostalgia • Talmag Trophy Trial

TALMAG TROPHY TRIAL

FOUR-STROKE ONLY ‘Four-Stroke Only’ is a rare regulation for a motorcycle trial, but The Talmag Trophy Trial is a unique classic event that only allows Classic Four-Stroke European machines. Despite this restriction, Talmag entries are usually full with more than 200 ‘Big Bangers’ over 300cc solos and sidecars. As a journalist and photographer, this trial is the first date on my annual off-road calendar, and this year I went one step further by riding the event as a rookie clubman, with a surprising result. I admit to being a Talmag addict, documenting the history for future generations. From my research, past events and present day, year after year, it never disappoints. Of course, there are organisational challenges, but a diverse group of classic riders, a ‘sweetshop’ of classic machinery and dramatic competition added to a full day’s trials banter make the Talmag a superb opener to the classic trials season. Article: Andy Withers

Andy Withers (WASP) — Talmag Virgin

Summer 2023 • Classic Trial Magazine

Talmag Trophy Trial • Nostalgia

Clive Dopson Norton 500T Replica

he Talmag (Territorial Army (London) Motorcycling Club) has run the Talmag Trophy Trial for almost 70 years but in 1975, with small-capacity two-stroke machines taking over the sport, it was decided to create a unique ‘four-stroke only’ event to preserve a traditional trial for the ‘big trial motorcycles’ in the south of England. I am documenting the 45-year’ Four-Stroke Only’ trial’s history. Snippets of the history are found in the annual programmes, which comment that people thought the ‘four-stroke only’ rule would never work. Still, there were 140 entries in the first year, and it has been a great success rising to over 300 entries in the 1980s, with coaches of spectators coming from all over the country causing gridlock on local roads. 220 to 240 entries is now a sensible limit. The first five years’ events were held at Weavers Down near Liphook before moving to Hungry Hill in 1980, a superb piece of land near Aldershot. Permission to run the trial is an annual complication, with negotiation needed with the MoD (Ministry of Defence) and Natural England. The late John Allaway, who joined the Talmag club in 1950, was involved in almost 40 events, negotiating for using the land annually as one of his many roles in the event. His son Ian has taken up the negotiating role, and the extended Allaway family are a driving force in keeping the Talmag going. Since 1975 only three trials have been lost, in 2004 and 2008, because of the army using the land and in 2021, due to the pandemic.

Classic Trial Magazine • Summer 2023

George Greenland on Hungry Hill

MEN AND MACHINES

Some riders become addicted to the Talmag, riding year after year; others tick it off their bucket list and move on. Some machines are only ridden once a year at this event, and seeing these rare machines is often a motivator for the hundreds of spectators who make the annual pilgrimage to Hungry Hill.

In the early years of the ‘four-stroke only’ trial, small-capacity Japanese four-stroke machines entered. However, this was changed in 1979 to maintain the priority for the bigger-engined European machines. The next threat to the club’s aim was increasing the Under 300cc class machines. Tiger Cubs, C15’s and Crusaders pushed the entry to 35 in

Geoff Parker (Royal Enfield)

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Classic Trial Magazine Issue 45 Summer 2023