MOTORCYCLE • CYCLE • SIDECAR • CLASSIC • COMPETITION • FEATURES trialmaguk.com
46
FINALE
MAJESTY WINNER USA
JOHN LAMPKIN COLLECTOR
MECATECNO
9 772049 307020 9 772049 307020
AUTUMN 2023
ISSUE 46 • UK: £6.99
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JOHN HULME
STORY
COLLECTOR 1993
FINALE
STORY
WELCOME • CLASSIC TRIAL MAGAZINE
CONTACT Online: www.trialmaguk.com 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 (NUJ No: 949620) Editorial Staff Matthew Heppleston, Heath Brindley, 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 Commercial Manager John Hulme england@trialmag.com Subscriptions Cath Rogers cath@trialmaguk.com 01663 744766 Design and Production Dean Cook, The Magazine Production Company www.magazineproduction.com Printing Buxtons Press Distribution Warners Group Publications © 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.
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Summary Picture: 1983 FIM World Trials Championship. Switzerland Podium: Bernie Schreiber (USA) Eddy Lejeune (BEL) Toni Gorgot (ESP) • Credit: Mauri/Fontsere Collection and the Giulio Mauri Copyright AUTUMN 2023 • CLASSIC TRIAL MAGAZINE
CLASSIC TRIAL MAGAZINE • WELCOME
FEATURES UNTOLD
14
COLLECTOR
24
FINALE
32
INTERNATIONAL
38
STORY
54
BEST OF BRITISH
68
SPORT
82
TEAM
88
Suzuki RL
John Hulme Brochures Majesty Yamaha
1983 Winner John Lampkin 1983 FIM World Trials Mecatecno Cheetah
Highland Two Day 1973 Inter Centre Team Trial
REGULAR SECTIONS NEWS TRIALS GURU PADDOCK SHOPPING POSTER SUBSCRIBE SHOP
6 8 10 12 49 80 96
Front Cover: John Lampkin (Fantic-GBR) 1983 FIM Winner USA • Credit: John Lampkin Family Collection CLASSIC TRIAL MAGAZINE • AUTUMN 2023
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NEWS • THE WORLD OF TRIALS
2023 LEVEN VALLEY TWO-DAY TRIAL Expect some fun and games from these two at the 2023 Leven Valley Two-Day Trial! Steve Saunders, on the left, will be joined by his ex-mechanic Derrick Edmonson, who was with him during the Repsol Honda team days. Another ex-Honda supported rider Eric Lejeune, the younger brother of Eddie from Belgium, will also be riding. With the Ice Factor still closed, the trial headquarters will be based at the community centre in Kinlochleven, where signing-on will take place. Hot food will be available to purchase to keep everyone fed and watered. The two-day event will run over the weekend of 23rd and 24th September. The club is still seeking observers and marshals to support this successful event. If you can travel to some of the more far-out sections with your motorcycle, even better!
As with all clubs, the logistics of making an event successful needs support. If you can help, please contact the club via the website: www.kinlochlevenmcc.co.uk Photo credit: TMX Archive
APICO AND RENTHAL
Apico Factory Racing are excited to secure official Renthal Off-Road Distribution for the UK. Apico will distribute the full range of off-road products from the world-renowned Manchester-based engineering company, which supplies the world’s best race teams and riders in Trial GP, MXGP, AMA and WSX. The range includes Handlebars, Grips, Sprockets and Chains, as well as many other product categories suitable for the growing Classic and Retro trials scene.
2023 COSTA BRAVA TWODAY TRIAL As we rapidly approach the 2023 Costa Brava Two-Day Trial in Spain on the 18th and 19th November, the organising team asks that you keep your eyes on the multilingual website: www.trialcostabrava.com or visit their Facebook page: Trial Costa Brava, for more information.
JACK KNOOPS: 1939-2023
Jack passed away on 31st July after a brave fight from a stroke he suffered a few years ago. We asked his good friend George Webb about his memories of Jack: “I first knew him when we were in the services, in the late ’60s, early ’70s. Jack was in the RAF team, and I was in the Army team; we met up at inter-service events. We went into the services at an early age, me to the Army Junior Leaders at 15 and Jack to the RAF apprentices. Jack came to several international events, such as the SSDT and the ISDT as a support crew member when I was riding. “After we both left the services, I discovered he had moved to North Yorkshire with his new job. One day he came into my shop in Harrogate and told me he was now working nearby. It was not too long before I offered Jack a partnership in the business as I was looking to expand and move from retail to a wholesale business. Working together with experience from the services, Sportex grew into a medium-sized company in the Motorcycle trade. “After we sold Sportex, I moved to Spain for a number of years, and Jack stayed in Ripon, still motorcycling and developing his photography skills. Many of today’s younger riders will remember Jack more for his hobby and friendly nature, not least for the many photos he shared with the riders. When Jack had a stroke some time ago, it was a very sad time as his wife Marie died soon after. RIP Jack, old Pal.”
Photo credit: George Webb
2024 CLASSIC DIRT BIKE SHOW
GRIB RACE PARTS ES After the ‘Visit’ article to AG Bikes in Classic Trial Magazine #45, we highlighted the fact that they were now stocking the aftermarket Grib Parts found on the Fantic we tested. As many of the Twin-Shock machines from Europe used the same components, such as Grimeca branded wheel hubs and brake plates and Marzocchi front forks, the Grib parts are universal to these products and can fit a wide range of machines. Check out the AG Bikes advert in this magazine for more information. 6
The UK’s biggest classic off-road show, The Classic Dirt Bike Show, sponsored by Hagon Shocks, will return at Telford International Centre, Shropshire, in 2024. It will run over the weekend of 10-11 February 2024. The annual off-road show is well known for attracting the biggest names in the scene, and next year is no exception; keep an eye on the website: www.classicdirtbikeshow.co.uk for more information and to pre-order your tickets. AUTUMN 2023 • CLASSIC TRIAL MAGAZINE
INCORPORATING
NJB SHOCKS Ltd
PRE ‘65
AIR COOLED MONO
MOTO
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t: 01784 440033 e: info@inmotiontrials.com WEB SHOP
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WHAT’S ON YOUR SHOPPING LIST?
MOTS GO2 ON3 HELMETS Various Colour Ways Web: www.trialendurodirect.com Tel: 01298 766813
MOTS X RIDER KIT
Three Colour Ways Web: www.trialendurodirect.com Tel: 01298 766813
APICO RENTHAL FATBAR Various Colour Ways Web: www.apico.co.uk Tel: 01282 473 190
COMAS PRO RACING GLOVE
Various Colour Ways Web: www.camiomoto.co.uk Tel: 01246 792033
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APICO PRODUCTS FORMA Forma Boulder Comp Camo Web: www.apico.co.uk Tel: 01282 473 190
INMOTION FORK DUST COVERS Various Brands & Sizes Web: www.inmotiontrials.com Tel: 01784 440033
AUTUMN 2023 • CLASSIC TRIAL MAGAZINE
WHAT’S NEW • SHOPPING
S3 TRIAL ORGANIC COLLECTION
SORRA CUSTOM CLOTHING ‘DRY FLEX’
Various Colour Ways Web: www.trialendurodirect.com Tel: 01298 766813
Various Colour Ways Web: www.sorra.uk Tel: 01743 624544
APICO PRODUCTS HEBO Montesa Classic Zone 5 ‘23 design Web: www.apico.co.uk Tel: 01282 473 190
APICO PRODUCTS HEBO HEBO Race Pro IV Rider Kit Range Web: www.apico.co.uk Tel: 01282 473 190
COMAS WORKSHOP MAT Web: www.camiomoto.co.uk Tel: 01246 792033
CLASSIC TRIAL MAGAZINE • AUTUMN 2023
COMAS MOTO HELMET Various Colour Ways Web: www.camiomoto.co.uk Tel: 01246 792033
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UNTOLD • SUZUKI RL
ENTER THE DRAGON SUZUKI RL
Growing up around trials motorcycles in the ’60s, one name was always at the forefront of winning the ACU British Trials Championship: a certain Sammy Miller. His domination had seen him retain the title from 1959 until 1969, despite a swap from the four-stroke Ariel in 1964 to the two-stroke Bultaco in 1965. When the news broke that we had a new ACU British Trials Champion in 1970, it was a huge talking point in the sport. The rider who knocked Miller off the top spot was Gordon Farley on the Montesa; he would retain his title in 1971, again on a Montesa. He lost the title the following year but, unbeknown to the trials world at the time, Farley had been to Japan in a cloak-and-dagger operation as early as August 1972 to speak with Suzuki about their move into the growing world of motorcycle trials; the contact with the English rider had first started in late 1971. He finally decided to leave Montesa in 1972, and he became the first rider to officially 14
become a part of what would be the trend for the attack to the domination of the Spanish motorcycle manufacturers Bultaco, Montesa and Ossa by Japan. In the same year of 1972, Don Smith joined Kawasaki, followed by Mick Andrews to Yamaha in 1973 and finally Sammy Miller to Honda in 1974. The mighty four Japanese motorcycle manufacturers were about to challenge the dominance of the Spanish with what they considered the best development riders in the world; enter the dragon. Words: Yoomee • Pictures: Malcolm Carling, Allen Collier, Brian Holder, Heinz Schlumpf, Suzuki, Alan Vines, David Wood, The Nick Nicholls Collection at Mortons Archive, Yoomee Archive.
AUTUMN 2023 • CLASSIC TRIAL MAGAZINE
SUZUKI RL • UNTOLD
I
1972: Gordon Farley Motorcycles was rapidly developing a mail order service to supply aftermarket parts.
t is a well-known fact that sporting success is the ideal way to promote your product in any sport, and motorcycling is no different; pride is at stake, so it always becomes very competitive. The huge Suzuki manufacturing facility at Hamamatsu in Japan was more than capable of the mass production of motorcycles and, along with the other three names, Honda, Kawasaki and Yamaha, had seen an unprecedented increase in off-road sales in America. Off the back of global road-racing success, motocross was the new adrenalin drug of fun in the USA, and a world of off-road riders was waiting for trials motorcycles, which is what the manufacturers believed. A slow-speed sport, one to be enjoyed by all the family, was the dream — as you’re about to read, this was not the case.
SUZUKI IN TRIALS Gordon Farley’s CV was exactly what Suzuki was looking for as he had a good reputation, having previously ridden factory-supplied Triumph and Greeves works machines. His move to Montesa would see him become more involved with developing the Cota 247 model, a role he excelled in. He was also an ideal ambassador with his methodical approach to CLASSIC TRIAL MAGAZINE • AUTUMN 2023
the sport; in real terms a genuinely nice guy. On the Montesa, he made it quite clear that at every event, he only had one thing on his mind: beating Sammy Miller. He had the Montesa exactly how he wanted it and gave the Spanish manufacturer their first ACU British Trials Championship title, as we have already seen in 1970 and again in 1971. He soon had a new, growing business off the back of his success, Gordon Farley Motorcycles, and was rapidly developing a mail order service to supply aftermarket parts and accessories to the trials world. This hindered his trials commitment in 1972, and so the move to Suzuki was considered a refreshing one. In 1971 Maurice Knight of Suzuki GB had been briefed by his superiors in Japan to recommend a top rider; with Gordon Farley, the current ACU British Trials Champion he, was an obvious choice. In the motorcycle press, the talk of Suzuki’s pending move into the trials world had come to light, and it had been rumoured that Farley had made contact with Japan, something he strongly denied at the time. As talks progressed towards a contract with Suzuki, the project gathered momentum. Gordon was sworn to secrecy about any commitment by the Japanese manufacturer about a move into the trials world. He first went to Japan at the end of August 1972 and was confronted with an array 15
FOCUS • COLLECTOR
BELOW:This is the first brochure I really remember seeing.
COLLECTOR
TRIALS BROCHURES 1965–1985 Allow me to introduce myself; I’m John Hulme, editor of Classic Trial Magazine and Trial Magazine. I also own another company, Yoomee Limited, through which I have published six publications, including Motorcycle Retro Replay; three volumes of Twenty Years of Twin-Shock Trials, 1965–1985; Spanish Trials Machines, 1965–2010; and Celebrating the Scottish Six Days Trial, 1909–2011. Yoomee published two books by other authors: A Complete Guide to the Sport of Motorcycle Trials by Steve Saunders and Motorcycle Competition Scotland 1975–2005 by John Moffat. You might ask where all this knowledge and information to produce these magazines and books comes from. I have a vast archive of motorcycle pictures, but as a young boy in the late 1960s, I started collecting motorcycle trials sales brochures. At the present day, the brochure collection stands at 1,277! My motorcycle trials brochure collection starts from 1965 through to the present day, but for this feature, I have focused on the years 1965 to 1985 — a classic era leading into the retro one to show the change in models from twin-shock to mono-shock. Words: John Hulme • Pictures: Yoomee Archive, Malcolm Carling, Photojenix. 24
AUTUMN 2023 • CLASSIC TRIAL MAGAZINE
COLLECTOR • FOCUS
TOP LEFT: Along with the Greeves brochure, this Bultaco one came from John Sandiford Motorcycles. TOP RIGHT: Take a closer look of this AJS Brochure and you will see the VS Bentley Motorcycles’ dealer stamp on it. ABOVE: Note the James Sandiford Motorcycles’ dealer stamp on this Alta Suzuki Brochure. RIGHT: A very rare 250cc Bultaco Sherpa ‘T’ Kit Campeon brochure; now we had the machine in our household!
M
y earliest recollection of saving trials brochures goes back to around the late ’60s, with trips to Vernon Bentley Motorcycles on Abbeydale Road in Sheffield. He was a Greeves dealer, and my father, who worked at Ferodo Brakes, used to re-line brake shoes for him as a sideline in exchange for a supply of his trials spares. In 1967 I picked up a brochure I still have with the VS Bentley Motorcycles dealer stamp on it. The brochure is of the ill-fated new AJS 37A-T trials model. I also have some early Greeves brochures from the same shop. It was very exciting for me when my father, Ron, came home from Jim Sandiford motorcycles with some brochures on the new Bultaco Sherpa trials model. He and Jim had become friends as they met at various trials in both the Cheshire and North West centres; they both had a common interest in the Greeves, the machine to have at the time. Over the years, I went along to the trials emporium that was Jim Sandiford Motorcycles. Jim was always happy to give me brochures and stickers. I would say that is where the passion for the collection started as, along with the Bultaco brochures, I also had the AJS and Greeves ones. CLASSIC TRIAL MAGAZINE • AUTUMN 2023
SPANISH TRIALS MACHINES In early 1972 my father purchased a private second-hand Montesa Cota 247. I picked up the brochure, possibly from Sandiford’s, I am not sure, but soon my excitement rose to an almost bursting point. We all went as a family, including my older brother, Alan, and mother, Joyce, to Jim Sandiford Motorcycles to trade in the Montesa, except this time, it was to purchase a brand new 250cc Bultaco Sherpa ‘T’ Kit Campeon. Guess what? I also got the brochure; the new machine was registered as XNU 862L. As motorcycles grew in our family, both my brother and I started competing. We were fortunate to have a few good trials dealers around us. These included another good friend of my father’s, Barrie Rodgers’ BKR’, Barrie Rodgers Motorcycles at Derby, once again a good source for 25
FINALE • TWIN SHOCK
MAJESTY TWIN SHOCK
It was unknown at the time, but 1983 would be the final year where a twin-shock trials machine would dominate the sales in the motorcycle trials world. Yamaha was about to blow away the antiquated design of the twin-shock trials motorcycle with a revolutionary new design that would become known as the Mono-Shock Yamaha; the word ‘mono’ was the give-away as it would use just one rear shock absorber. Using a single rear shock absorber was not new to Yamaha; they had played with the idea on the Scottish Six Days Trial-winning ‘Cantilever’ machine ridden to victory by Mick Andrews in 1974. Behind closed doors, Sammy Miller had a cantilever frame fabricated by Mick Whitlock, more famous for the Beamish Suzuki and Whithawk trials machines. The idea was parked up as neither Sammy Miller nor Yamaha were sure about its viability; maybe it was too far ahead of its time. What Yamaha did do was keep all the information for use at a later date and, in the late ’70s, start work with John E Shirt and his Majesty — Mick Andrews John Edward Shirt Trials Yamaha — Yamaha project. John had converted the ageing Yamaha TY model into a world championship winner with Mick Andrews. The Majesty Yamaha machines had joined the mainstay of trials manufacturers in the early ’80s. Still, behind closed doors, both Yamaha and John had a new take on the production trials motorcycle and how it should look 32
John E Shirt put so many hours into the Majesty project.
and perform. 1983 would be the last year of the Majesty Yamaha production when Nigel Birkett rode for John and what would be the Majesty finale. Words: John Hulme • Pictures: Eric Kitchen, Norman Eyre, Bill Lawless, Pirelli, Iain Lawrie, Alan Vines. AUTUMN 2023 • CLASSIC TRIAL MAGAZINE
TWIN SHOCK • FINALE
Nigel Birkett in the snow of the Lakes Two Day in January 1983.
I
n issue 44 of Classic Trial Magazine, a feature focuses on Yamaha’s cantilever project, with an additional feature in issue 45 on its mono-shock under the spotlight. Maybe this article on the Majesty Finale should have come between these, but life does not always work like that. My very good friend Eric Kitchen supplied me with some Majesty pictures that I did not know he had, and they were, as always, the start of a story — this one.
BACK TO JAPAN Along with Mick Andrews, John E Shirt — his well-known son is John R Shirt — had supported a good range of National and Centre riders to help promote the Majesty Yamaha name. John had a solid relationship with the Japanese — all built on trust, I might add. The two Shepherd brothers, Rob and Norman, had come and gone in 1981, but the Majesty success story continued, with machine sales very strong. As you may have read in the mono-shock feature, the first news of the new machine broke surface in the press in April 1982, confirmed in a letter to John about the new machine; he was sworn to secrecy. John was a very wellknown figure in the trials world as he was still competing and would speak with many of the top riders, including Nigel Birkett. As well documented, Nigel had ridden for Kawasaki in its development years and Suzuki when Gordon Farley departed; his knowledge CLASSIC TRIAL MAGAZINE • AUTUMN 2023
On the new 250S Majesty at the Cotswolds Cup.
and understanding of the Japanese way of working was well embedded in his mind. He had visited Japan and worked closely with Suzuki; they loved his passion for development and, of course, his many forward-thinking ideas for the trials motorcycle leading up to the Beamish Suzuki years. A move to Montesa was only successful once he worked wonders on the Montesa Cota 200 in the second half of 1980, before a move to the 200 Fantic in 1981.
Check out the trophies won by Kevin Bleasdale! 33
1983 • FIM WORLD TRIALS CHAMPIONSHIP
WINNER: LAMPKIN USA
After a successful move into the FIM World Trials Championship in 1981 on a semi-works supported SWM, John Lampkin secured a full-time contract with the Bolton-based CCM factory at the close of the season. His contract for 1982 would include an entire season of events, including the FIM World Championship, ACU British Championship, Scottish Six Days, Scott Trial and selected National events to help to promote the CCM name. Having won a few national trials, the big wins eluded him in 1982, but his consistent results left other manufacturers noting his name. He was the son of Arthur Lampkin, the oldest of the three famous Lampkin brothers; Alan and Martin being the other two. The Italian motorcycle manufacturer Fantic had established their brand name in the trials world and had become a force to be reckoned with. It had a tremendous presence at all the major events, including the FIM World Trials Championship and the Scottish Six Days Trial. In 1982 a new model was launched, the 240. They needed a UK rider to help promote the sales; the importers Roy and Helen Carey put a rider’s name forward, who they believed could become an asset in promoting the new 240. In 1983 John Lampkin became a full factory-supported rider for Fantic; it was the breakthrough he had been looking for. John would win his one-and-only FIM World Championship round in America in 1983 on the 240 Fantic. The cross-channel win in 1983 started with only his second aeroplane ride across the Atlantic Ocean to the Canadian and USA world rounds in 1982, which is where our story begins. Words: Classic Trial Magazine • Pictures: Mauri/Fontsere Collection and the Giulio Mauri Copyright, Colin Bullock, Eric ‘EK’ Kitchen, Nigel Pearson
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AUTUMN 2023 • CLASSIC TRIAL MAGAZINE
FIM WORLD TRIALS CHAMPIONSHIP • 1983
The brochure-shot of the 1982 CCM/ Armstrong CMT 310
With the offer of a full contract in 1982, John moved to CCM and finished working in the family engineering business, which meant he could practise to his heart’s content. On the Hiro engined CCM, he scored his very FIM World Championship points in the first round in Olot, Spain, finishing in seventh position. Further world championship points came at the home round in Great Britain, followed by France, with a fourth place in Germany and three more points in Austria; points only went down to tenth.
John, looking every inch the works rider, on the CCM at the FIM World Round in Yorkshire 1982, he finished the 1982 FIM World Championship season in ninth position.
TRANS-ATLANTIC 1982
CCM Bossman Alan Clews had promised that if John scored points at the start of the year, the company would pay for him to go to the American and Canadian world rounds later in the year. Always as good as his word, Alan honoured the promise and shipped John’s CCM to Canada just before the two events in late July. He travelled alone, arriving in Canada to discover that the customs officials would not release his CCM. It got worse when he learned he was not old enough to hire a van! He spotted a truck driver and enquired if
In 1983 John Lampkin was now in the FIM World Championship as a part of the mighty Fantic Team. These photos are from the opening round in Spain.
1983 was a ‘Fresh’ start in the snow, on the Fantic. CLASSIC TRIAL MAGAZINE • AUTUMN 2023
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STORY • MECATECNO
MECAnica and TECNOlogía MECATECNO
The first Mecatecno minibikes brochure to show what they were producing.
Timeline: Summer 1981, Santa Maria de Martorellas, Spain. Jordi Rabasa, the owner and founder of Mecatecno, is enjoying his well-deserved vacation and goes for a ride with the Mecatecno prototype. After warming up both rider and machine, he reaches an area with several sections and meets Marcelino Corchs. He is a young and promising rider from Mollet del Vallés, with whom he is a good friend who is practising on his 320 SWM. Marcelino asks to test his motorcycle, and after five minutes, he gives him his verdict: “This motorcycle is wonderful; it’s what I need, not the SWM I am riding!” Jordi Rabasa is so surprised at his reaction that he does not dare to tell him that this is his motorcycle. Instead, he offers him the Mecatecno prototype to compete in the Senior Championship. Corchs would compete in some events after the summer, including the Tres Dies dels Cingles, Spain, which was an ideal opportunity to display the machine and show the prototype’s benefits. Corchs achieved a very creditable 16th overall in the company of many of the FIM World Championship riders who attended the event at the end of the season. At the Spanish Senior Championship round, he lost the win by a single mark against the well-respected Lluís Gallach and his Montesa, which had been prepared by the motorcycle dealership Portús who had worked their magic on the machine. Corchs also finished ahead of another good young rider Gabino Renales, who finished that year in fourth position. A promising start, but, as always, let’s start from the beginning. Words: Valenti Fontserè and John Hulme • Picture Credits: Collection Giulio Mauri/Fontserè, Collection Miquel Rovira, Mecatecno and Collection Ramon Sallés Solo Moto 54
AUTUMN 2023 • CLASSIC TRIAL MAGAZINE
MECATECNO • STORY
T
he year is 1978, and the Spanish motorcycle industry is plunged into a deep crisis affecting the future of its most popular brands. Jordi Rabasa works at Derbi (his father, Josep’ Pepitu’ Rabasa, co-founded Derbi with Simeón Rabasa), but he is beginning to see his future not so clearly. Derbi tries to overcome the crisis by launching new models, but he decides to leave Derbi and launch his own company, MECATECNO — an acronym for MECAnica and TECNOlogía. Two of Derbi’s teammates, Joan Ruiz and Ramón Mira, are on board; you will see later in the story who is MECATECNO. Mecatecno will be the first Spanish company to produce children’s motorcycles. The first facility was a small workshop built on the patio of Rabasa’s house, and as production increased, they formed a factory in 1983. Initially, they wanted to develop their own engine, and they came to cast the casings, but, in the end, they decided to use the renowned 50cc automatic Franco Morini engine. At the end of 1978, Jordi Rabasa left Derbi and returned his 74-model enduro machine, on which he had competed in some races. A year later, he felt it would be a good idea to become involved with trials again, and it coincided that the top Spanish rider Jaime Subirá had just signed for Fantic. He asked him for his advice and told him to buy one of the new Fantic 200 model machines from the importer Estanis Soler, the former sports director of Bultaco. Jordi acknowledged that it was a motorcycle that performed very well with a high standard of quality and finish but was not suitable for trials and did not suit his way of riding. According to him, after riding the Montesa Cota, the Fantic was unrideable.
MODIFICATIONS Mecatecno had two work periods with children’s motorcycles, one before Christmas and the other before the summer holidays, so during the quieter months, Jordi Rabasa thought about how to modify his Fantic 200 to adapt it to his liking. The engine was acceptable, so he started to think about how to modify the frame so that the machine was more stable and not so nervous. What measurements to choose? Simply those that he believed could work — intuition. The swinging arm was lengthened, the rear shock mounts changed, and the machine started to have a better feeling. At that point, Jordi suggested to Joan and Ramón to make a completely new chassis. Ramón began to draw it at break times, and Joan built it with the measurements they had been testing. They initially left the engine unchanged, but later, they would increase the displacement to 190cc since Marcelino complained of a lack of power. To achieve this, the cylinder was machined, and a new Cota 200 sleeve and piston were installed, but the change was abysmal. And so, they started to make a completely new motorcycle. CLASSIC TRIAL MAGAZINE • AUTUMN 2023
At the 1981 Cingles Three Day Trial the prototype Mecatecno makes its debut. Marcelino Corchs is in the spotlight.
A confident Marcelino Corchs at the 1981 Cingles Three Day Trial on the prototype Mecatecno. 55
BEST OF BRITISH • CHEETAH
LAST STAND CHEETAH
While looking at the 1969 Scottish Six Days Trial results, I started to think about the Villiers two-stroke engines. Bill Wilkinson had won the event on the Villiers engined Greeves, the last win from the oncemighty powerhouse of UK motorcycle manufacturers. ‘Was this the ultimate Villiers engined trials machine?’ was in my thoughts until I picked up Don Morley’s superb book: Classic British Two-Stroke Trials Bikes, a superb reference point and a good read as well. The more I read it, the more one machine kept coming back to my mind – the Cheetah. I had vague memories of Barrie Rodgers on his in the East Midlands Centre, and so I wanted to know more about the machines. As has happened so many times before in article generation, we arrive back at the move by Sammy Miller to Bultaco in 1965 and the growing trend towards the Spanish motorcycle manufacturers as the start of the Cheetah story. Greeves had made the last stand against them with the win by Bill Wilkinson, but I often wonder just how good the Cheetah trials machines could have been if the narrow-minded management at the once-great British motorcycle manufacturers could have had a vision similar to Sammy Miller’s, and don’t forget Mick Andrews’ time at Ossa! Words: John Hulme, Don Morley, Mick Whitlock Pictures: Mick Whitlock, Alan Vines, Brian Holder 68
Check out this quality! AUTUMN 2023 • CLASSIC TRIAL MAGAZINE
CHEETAH • BEST OF BRITISH
Paul Dunkley on the Cheetah on 11th March 1967 at the Cotswolds Cup Trial.
Arthur Dovey with the first production Cheetah.
F
or two years after Sammy Miller’s Spanish-built Bultaco first began to rule the roost in 1965, there was still a reluctance amongst many Clubman trials riders to buy foreign machinery. In those early days, Spain was hardly considered a great engineering nation, and there were also still many thousands of perfectly serviceable trials four-stroke Triumph Tiger Cubs or similar two-stroke Villierspowered Cotton, DMW, DOT, Francis Barnett, Greeves, James and the like, all with a cheap and plentiful back up of spares. The introduction of metric tools into the workshop was still some way off, as Whitworth and Imperial were still the industry benchmark. Patriotism or brand loyalty, call it what you will, but the vast majority of mid-to-late1960s club riders might have envied the undoubted extra refinements of the Bultaco machines but still chose to stay British.
UPDATING There would be many who couldn’t afford a completely new machine, and in so many two-stroke instances, they merely updated what they already had. Many top-end tuning components were available from such firms as Alpha, Ajax, Marcelle, Parkinson or even Greeves. Narrowing the gap with their performance-enhancing goodies worked, but they also
This is the very first finished frame.
Cheetah moved straight to the 1967 Scottish Six Days Trial, this is Paul Dunkley’s machine
Mick Whitlock presented his Cheetah at the 1967 Scottish Six Days Trial with this disc front brake.
CLASSIC TRIAL MAGAZINE • AUTUMN 2023
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SPORT • HIGHLAND TWO-DAY TRIAL
Nigel Birkett (Suzuki)
SUZUKI EDITION HIGHLAND TWO-DAY TRIAL
Many riders would again make the long road trip to compete in Scotland’s annual and immensely popular two-day trial. We all love the theme idea, and this year was made even better by the appearance of a man who worked so hard to put the Suzuki name on the radar in the 1970s, Nigel Birkett. As you will read in this issue, the path of Suzuki into the trials world was not an easy one after the departure of Gordon Farley. Nigel can claim to score the first world points for Suzuki and become the highest-placed FIM World Trials Championship finisher on the Japanese machine in the 1975 Swiss round, with second place. He also became the highest ever championship points scores for them when he finished eighth in 1976. The entry form for the 2023 Highland Classic – Suzuki Edition – opened at 8pm on Wednesday 1st February, and again the event proved popular enough to attract 264 entries for 200 places! Words: Trials Media • Pictures: Iain Lawrie. 82
AUTUMN 2023 • CLASSIC TRIAL MAGAZINE
HIGHLAND TWO-DAY TRIAL • SPORT
A Class 1 Pre-65 Four-Stroke Gary Macdonald (Triumph)
A Class 2 Pre-65 Two-Stroke Carl Batty (Villiers)
As popular as this Scottish event is, 64 entrants would be initially disappointed. However, history tells us that quite a number of entrants would withdraw before the event due to injury, family and work commitments and so on. It also meant that a high proportion of unsuccessful entrants eventually gained a place on the entry list, so if you are on the reserves, don’t despair; keep in touch with the organisers.
A SUPRISE ENTRY
Adding some extra glamour to the event was Steve Saunders on his 300 Fantic and the surprise entry that was received from the event’s previous Guest of Honour, the 1979 FIM World Trials Champion and 1982 SSDT winner, Bernie Schreiber. Under clear blue skies – would you believe — the 2023 two-day trial got underway,
A Class 5 Post-77 Twin-Shock Alan Crayk (Montesa) CLASSIC TRIAL MAGAZINE • AUTUMN 2023
and the sun just got hotter as the day went on! It was so good to see an array of Japanese Suzuki machines, including the early RL models and, of course, later Beamish Suzuki models. Nigel Birkett had brought along his genuine ex-works 325cc model, one that he keeps riding and promises to one day give it a total rebuild to its original specification – once his riding days are over. Having just finished his 50th Scottish Six Days Trial at the age of 69, one he started on a home-built Suzuki in 1971, it does not appear he will be hanging his boots up just yet. To get into the true spirit of the event, he also wore one of his old Suzuki riding shirts. The weather in June in Scotland can never be predicted, but this year, the event was blessed with strong sunshine on Saturday and, despite some showers before the start of the second day, the sun shone once again, albeit with a cooler day.
A Class 7 U35 Pre-65 Joel Gowan (Ariel)
TWO ROUTES
You have the choice of the two routes, with the A route more of a challenge than the B route. These routes attracted eight classes, providing a good day’s sport for the whole entry. Back in the 1950s and 1960s, class winners at the Highland Two-Day Trial received pint tankards made of pewter to commemorate their win. This year the organising Inverness & District Motor Cycle Club Limited replicated the awards, but this time, made of glass: a pint tankard, fully engraved with the Classic Two Day Trial logo and on the other side, the class and the winner’s name, for posterity. After the event, these awards would be sent to each class winner as a memento of their victory at the Highland Classic Suzuki Edition. All enjoyed the whole event and once again proved that you do not have to travel abroad to enjoy the authentic experience of a classic twin-shock trial.
A Class 8 U35 Twin-Shock Stuart Hanlon (Suzuki) 83
TEAM • 1973 INTER CENTRE
1973 INTER CENTRE
YORKSHIRE’S PROUD HAT TRICK
Pride was at stake, and the Yorkshire team would do the centre proud, headed by the well-respected team manager Tom Ellis, as they took their first-ever hat-trick of wins at the 1973 Inter Centre Team Trial. This would match the previous hat tricks the Midland and South Western centres achieved. The 1973 event would be hosted in Lancashire, the home of the Red Rose Trial, on Sunday, 15th April 1973 and run by the North Western Centre on behalf of the ACU; the start would be at TBA Industrial Products, Rochdale, Lancashire. The North Western Centre would rely on the hard-working teams from the Bury, Richmond and Shaw clubs who jointly made the event come to life, with the event sponsored by the local newspaper, the Rochdale Observer. Clerk of the Course Tom Robinson had produced an interesting two-lap, 16-mile course with 26 sections planned out over the bleak expanse of Rooley Moor, taking in some new ones alongside a selection of the regular ones found in the National Red Rose Trial. It is quite interesting to note that more than 70 marshals and observers had come forward from the local areas to make the event run smoothly. Thankfully, the weather produced a warm, dry day for the total of 20 teams of 100 riders. Words: Trials Media, Barry Robinson, Eric Adcock • Pictures: Malcolm Carling, Eric ‘Dusty’ Miller, Allen Collier
Motorcycle trials was going through a very strong period, still dominated by the mighty three Spanish motorcycle manufacturers Bultaco, Montesa and Ossa. These three brands held solid sales, and Japan’s ‘Big Four’ had been watching the sport’s growth with interested eyes.
WHAT’S THE STORY?
Behind closed doors, Gordon Farley had signed a Suzuki contract, and Don Smith was with Kawasaki, both eagerly awaiting to see machines arrive from Japan. Mick Andrews had moved to Yamaha and alternated between riding the two 88
prototypes, a 250cc and the 360cc two-stoke he had first received. Sammy Miller had declined a move to Yamaha; unbeknown to the trials world at the time, he was talking with Honda about a comeback to trials from the Japanese manufacturer with a fourstroke model. As the world’s trials manufacturers moved to larger-capacity engines, Montesa introduced the schoolboy-sized Cota 25 and the adult Cota 123, a new 307cc was also in the development stages to complement the range. Bultaco was pushing ahead with sales of the
new Sherpa 325cc. Still, due to a change in legislation, the latest Bultacos had arrived with a replacement aluminium, blue and silver fuel tank to meet the UK road regulations. Ossa was still moving forward, and Dave Thorpe had received a new lightweight framed model after signing a two-year contract to replace Andrews as the company’s number one rider. It is also worth noting the machine entries as the final nails went into the coffin of the once-mighty manufacturing of motorcycles in the UK, with only DOT and Cotton having machines in the trial, albeit with foreign engines. AUTUMN 2023 • CLASSIC TRIAL MAGAZINE
BRITISH TRIALS CHAMPIONSHIP 1973 INTER CENTRE 1982 • WINNER • TEAM
Sammy Miller (Bultaco) with Gordon Farley (Montesa): Soon they would be riding Japanese machines, Miller Honda and Farley Suzuki.
Dave Thorpe (Ossa Yorkshire): As Mick Andrews moved to Yamaha, Dave signed a twoyear contract with Ossa. CLASSIC TRIAL MAGAZINE • AUTUMN 2023
Martin Lampkin (Bultaco Yorkshire): You can clearly see the new blue aluminium fuel tank, first used in early April 1973. 89
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WINNERS
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Jack Dance (GASGAS-GBR) FIM Trial2 World Round Winner A career-first win in this class. Winner of two rounds in 2023.
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