TEST: We ride the ‘Works’ Machine of
GILLES BURGAT CELEBRATION
100 Years Scottish Six Days Trial REPLICA
Ossa MAR Prototype WORKSHOP
UK £5.99. ISSUE ONE: 2011
Yamaha Mono-Shock
ine ial Magaz r T ic s s la E: 2011 C ISSUE ON
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COMMENT
WELCOME TO:
HELLO FROM CLASSIC TRIAL MAGAZINE
of Classic Trial Welcome to the very first issue Magazine here in the UK. rs of Trial As, I am sure, the regular followe rts in rpa Magazine are aware, my counte ine three gaz Ma France launched Classic Trial ted wan e hav years ago and it’s something I ile, so wh a for to put together for this country here we are with issue one. 5-1985; it My main interest in trials is 196 by trials as ted ina dom was a period in my life to the Scott T SSD the I rode in all events, from . Having nds rou ld Wor and also a few selected Bantam BSA a h wit started my riding career y, Moto jest Ma M, SW a, followed by Bultaco, Oss before aha Yam ck Gori, Armstrong, Mono-Sho will you k thin I , finishing off with a Gas Gas erent diff of iety var agree I have ridden a wide machines. e was a fullMy favourite machine of all tim n Shirt Snr blown 350cc Majesty which Joh pull third gear put together for me — it would tion with no up the famous Hawks Nest sec clutch; incredible. icle on ‘Snr’ In this issue you will find an art at that. I one Shirt and a very interesting n; from Joh for have the utmost admiration hire, he bys Der , his small workshop in Buxton chines ma ls tria helped to change the world of was aha Yam for ever when the mono-shock aha Yam released after the success of the powered Majesty. time and I have really enjoyed putting the t issue firs this ing effort put into produc who has ne ryo eve nk and would like to tha ds or wor er eith h wit it contributed to it, be pictures. Enjoy, John Hulme
Classic Trial Magazine 2011
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Cover Photo: Gilles Burgat (SWM-FRA) Picture Credit: SWM Collection Š 2011 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.
contents REGULARS
Editorial................................... 3 News ....................................... 6 Paddock . ............................... 10 Shopping ............................... 12 Poster ................................... 49 Subscription Form ................. 70 Shop ...................................... 94
FEATURES
Celebration ........................... 14 100 Years of the Scottish Six Days Trial
History .................................. 20 The Pre-65 Scottish
Engineer................................ 26 John Shirt Snr - Majesty Yamaha
Living the Dream.................... 34 Andy Hipwell – Pre-65 SSDT
Test........................................ 39 Eddy Lejeune - 1979 200cc Honda
Brothers................................. 42 The Lampkins
Brand..................................... 54 Bultaco
Championship Machine........... 60 We ride the SWM of Gilles Burgat
Replica................................... 66 Mick Andrews Prototype Ossa
Television............................... 72 Kickstart
Legend................................... 76 Jim Sandiford
Workshop............................... 80 Matts Mono-Shock Yamaha
Dealer Visit............................ 88 The Twinshock Shop
Sidecar................................... 92 JCM
Remember When................... 96 Bill Wilkinson 1969 SSDT CLASSIC TRIAL MAGAZINE IS PUBLISHED BY CJ PUBLISHING LIMITED
Co-Managing Directors John Hulme & Charles Benhamou
48 Albion Road, New Mills, High Peak, Derbyshire, SK22 3EX. UK Tel/Fax: 01663 749163 Email: england@trialmag.com CJ Publishing Limited is a Company Registered in England Number: 5947718
Executive Director: Philippe Benhamou
ISSN: 1753-0040
Photographers: John Shirt Snr, Andrew Stewart, Colin Bullock, Jack Knoops, Mike Rapley, Cyrille Barthe, Eric Kitchen, Deryk Wylde, Alan Vines. Proof reading: Davina Brooks and Steve Crane
Editor & Commercial Manager John Hulme, england@trialmag.com
Design and Production: Dean Cook, The Magazine Production Company
Editorial Staff: Deryk Wylde, Cyrille Barthe, Jean Caillou, Mike Rapley, Matthew Heppleston, Barry Robinson.
Printing and Distribution: Warners (Midlands) Plc Webmaster: Frank Chastel Mail Order: www.shoptrialmag.com
NEWS
Telford International Show 2012
T
op trials rider and Britain’s best ever performer in the ISDT, Johnny Giles, is the guest of honour at next year’s Telford Classic and Twinshock Off-Road Show, which is running a week earlier than usual on 4th and 5th February 2012 at the plush International Centre right next to the M54 motorway. The two-day extravaganza is very much motorcycling’s equivalent to the Goodwood event, featuring a vast range of standard and renovated trials, scrambles, speedway and roadracing machinery from the early days up to the late nineties. It attracts not only the riders of these machines and the enthusiasts of the era, but once again all the main trials accessory manufacturers and suppliers have trade stands at the show so it’s the perfect place to examine and purchase the parts you need. Show organiser Alan Wright is once again organising a Saturday evening dinner at the Holiday Inn next door. “It’s easy to find a star name to be the dinner’s guest of honour but so difficult to find someone who can talk for half an hour and keep the
200-strong audience enthralled! I have two guests; before dinner it is Mike Jackson, a highly accomplished Greeves trials rider and the company’s salesperson, who has also held various positions in the off-road motorcycle industry for many years.” After dinner, John Giles, 12 times ISDT gold medallist, is the speaker with an unending supply of comical tales of yesteryear that are very much in the Jeff Smith mould. Dinner booking forms are available from Cheryl: cillingworth201@ btinternet.com or write to C. Illingworth at 20 Lanesfield park, Greenhill, Evesham, WR11 4NU. Don’t delay as all tickets were quickly sold out last year. The Holiday Inn or the International Hotel are the places to stay. Prices are £65 and £52 respectively for a room (two people).Contact: 01952 527310 for both hotels. Free entry to the show is given to those who supply show-display bikes. Contact Alan Wright on 01789 751422 who, for 2012, is particularly interested in Sprites and air-cooled Betas. Do you know someone who has one of these?
Lochaber Rich Mixture SSDT Book
Scotland’s Rich Mixture
Magazine Classic Trial/ Enduro France
Memories of Scottish Motorcycle Sport 1945 – 1975 was produced by none other than trials character John Moffat. The book is hardback and contains approximately 180 pages full of black-and-white shots from this part of the world and is written by “Big John” in a way that keeps you very interested. It’s available from The Magazine Man, Brian Astley, by visiting his website: www.themagazineman.co.uk
es they may be in French text but, believe me, they are certainly worth looking at for the quality pictures in them, for all you fans out there of the classic scene. In the UK please use the phone and email contact details, and for worldwide please order on the website below. Tel: 01663 749163 Mail: england@trialmag.com Web: www.trialmag.com
Lochaber Rich Mixture ‘Memories of The Scottish Six Days Trial’ by Ed Stott was a book published by Deryk Wylde in May 2000. Now out of print, Yoomee Ltd has a few copies of the book left, priced at £29.99 plus P/P (UK £4.99 – World £8.99). The book is hardback and contains approximately 180 pages full of blackand-white shots from this famous trial. Contact – Tel: 01663 749163 – Mail: postmaster@yoomee.co.uk
Y
Classic Trial Magazine 2011
6 Dave Cooper TrialMag 0911
MICHELIN TYRES STI LL WINNING 30 YEAR Gilles Burgat Winn S ON! er 1981 SSDT – Jam es Da bill Winner 2011 SS
DT
B.V.M Motorcycles Russells Motorcycles Racespec Ltd Dave Clarke Racing Accessories Ltd Edmondson Racing Triple D Motorsport Ltd Steve Plain Motorcycles Gas Gas Motos UK LG Racing Moto Brox Sports Ltd GH Motorcycles
Stroud Belfast Tewkesbury Preston Cannock Kendall Llandridnod Wells Buxton Hereford Derby Colchester
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Michelin Trial Competition range. The choice of Trials World Champions. www.michelin.co.uk
Photo credit : John Hulme - Trial magazine
Michelin Trial tyre stockists
NEWS
Sammy Miller Honda
Armstrong Trials Website
If you are as passionate as John Halfpenny on the CCM/ Armstrong two-stroke trials machines then visit his new website www.armstrong-trials.co.uk It is run by John and is a mine of information on the Hiro powered machines. The fantastic Sammy Miller Museum has just totally restored the original – yes, frame number one – Honda trials machine that Miller developed into a winner. You can view this machine and have a superb day out at the Sammy Miller Museum Trust, Bashley Cross Road, Bashley Manor, New Milton, Hampshire, BH25 5SZ. Tel: 01425 620777. Web: www.sammymiller.co.uk Email: museum@sammiller.co.uk
Trail & Trials UK relocation
Deryk Wylde joins Trial Magazine Editor of Trial Magazine John Hulme is pleased to announce that ‘Off-Road’ Review publisher Deryk Wylde is joining the team. Having ridden and restored AJS and Matchless trials models including ex-works machines, and ridden and restored several Ariel HT5’s, including GOV 132 (which Sam knows about). The most modern bike he ever had was a Greeves Pathfinder, which persuaded him to get ride and buy Peter Gaunt’s Ducati special (which he improved with an electronic ignition).He organised the very first British-only trial, won by Arthur Lampkin on his ex-works Gold Star, and later created the series definition ‘pre-65’ for Wylde’s Classic Bikes column in TMX, he also created the British Bike championship, bringing old trials back on the road using famous old sections — later to become the Sammy Miller series.
The very popular Yamaha TY specialist Trail and Trials UK, run by John Cane, has now relocated and also has a new staff member, Ian Brown. The new contact details are: 253 Manchester Road, Kearsley, Bolton, Lancashire, BL4 8QX. Telephone: 01204 791392 Mail: trials@tytrials.co.uk
Everyday, the latest trials news with daily updates. Find the pictures, find the videos, the wallpapers, the items for sale, a forum…and so much more!
www.trialmag.com 8
Trial House Ad QPH 0710.indd 1
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Classic Trial Magazine 2011
LOCHABER CELEBRATING THE SCOTTISH SIX DAYS TRIAL
VOLUME 1: A PICTORIAL HISTORY, 1909-2011 COMPILED BY: DERYK WYLDE & JOHN HULME
100 YEARS OF LOCHABER SSDT.indd 1
LOCHABER
17/10/2011 10:07
CELEBRATING THE SCOTTISH SIX DAYS TRIAL A PICTORIAL HISTORY, 1909-2011
Yoomee are pleased to announce the release of LOCHABER: Celebrating The Scottish Six Days Trial – A Pictorial History, 1909-2011 compiled by Deryk Wylde and John Hulme. The fantastic book covers the 100 years of the famous Scottish Six Days Trial from 19092011. Along the way many people have been fortunate enough to witness this great off road motorcycling spectacle. Inside you will find what we consider to be some of the best images from the events history meticulously chosen by Deryk Wylde and John Hulme. You can PRE-ORDER the book before it is even released. It will be on sale in late November 2011 just in time for that Christmas stocking filler and be delivered direct to your home. To be sure not to miss this superb book. Order your copy today for just £24.99 plus P&P: UK, £4.99; Rest of the World, £8.99. To receive LOCHABER: Celebrating The Scottish Six Days Trial – A Pictorial History by Deryk Wylde and SSDT • BIKES • CAMERA • ACTION • FROM 1909-2011 John Hulme,, simply fill in the form below, attach your payment and return it to the address indicated or call: 01663 749163 all major Credit Cards accepted. “This fantastic book covers the 100 years of the famous Scottish Six Days Trial from 1909-2011. Along the way many people have been fortunate enough to witness this great off road motorcyclin g spectacle. Inside you will find what we consider to be some of the best images from the events history.” Enjoy, Deryk Wylde and John Hulme
100 YEARS OF LOCHABER SSDT.indd
2
SSDT Winners
Bill Wilkinson (1969); Dougie Lampkin (1994-1996, 2008-2009); Graham Jarvis (1998-1999, 2004, 2006); Martin Lampkin (1976-1978); Alan Lampkin (1966); Steve Saunders (1988-1991); Yrjo Vesterinen (1980); Sammy Miller (1962, 1964-1965, 1967-1968); Amos Bilbao (2002); Gordon Jackson (1960–1961); Alexz Wigg (2010); Malcolm Rathmell (1973, 1979); Sam Connor (2005); and James Dabill (2007, 2011) A YOOMEE PRODUCT Yoomee Ltd, 48 Albion Road, New Mills, High Peak, Derbyshire, SK22 3EX. UK Telephone: 01663 749163. Email: postmaster@yoome e.co.uk.
17/10/2011 10:07
FILL OUT THE FOLLOWING AND RETURN WITH PAYMENT TO: Yoomee Ltd, 48 Albion Road, New Mills, High Peak, Derbyshire, SK22 3EX. UK. Telephone: 01663 749163. Email: postmaster@yoomee.co.uk
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SHOP Trials
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Classic Trial Magazine 2011
Trials SHOP 1 Helmet Zone 3 ABS Hebo
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With a pull down clear visor which is retractable and can be removed, Spanish company Hebo bring us a “First” with this new style of helmet. With an ABS resin construction and Micro buckle fastening you can not only look cool but keep cool as it also features channelled air intake’s, it’s also EC2205 approved for added safety. Size: XS - XL – RRP: £99.99 for Square pattern design and £89.99 for Plain helmet in black or white.
Contact: 01282 473190 Mail: sales@apico.co.uk Web: www.apico.co.uk 2 Yamaha TY Silencer Trail and Trials Well known supplier of Yamaha TY parts John Cane can now supply these aluminium rear silencers to suit the Yamaha twin-shock TY 250cc. Once again supplied to a very high standard it will also improve the performance of your machine.
Contact: 01204 799407 Mail: trials@tytrials.co.uk Web: www.tytrials.co.uk 3 Fuel Tank Sammy Miller Are you building or preparing a special or pre-65 trials machine? This new universal fuel tank is styled around the Ossa/Suzuki RL alloy tanks. It is slim and stylish and comes complete with tap and cap. The tank is available ready for painting in the aqua blast finish (shown) or can be supplied polished.
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Contact: 01425 616446 Mail: products@sammymiller.co.uk Web: www.products.sammymiller.co.uk 4 & 5 Riding Shirt and Pant 2012 Clice The new 2012 Clice clothing is due to arrive in the UK by the middle of October and will be available from your local dealer’s with immediate effect. The Spanish- made trials clothing has proved to be very successful over the last few years and its quality, design and price make it a very popular choice for the discerning trials rider. Colours: White/Black - Black/Red - Black/ Blue - Grey/Black. Sizes: XS-XXXL RRP: Shirt: £43.00 – Pant: £104.00
Tel - 01423 772885 Fax - 01423 772205 Mail: info@mrsltd.co.uk Web: www.mrsltd.co.uk 6 Boot Novogar
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The best ‘Value for money’ Trials boot on the market is what the manufacturers claim! Superb price and excellent quality boot. Novogar use a VIBRAM sole which is the leading manufacturer of ‘walking boot’ soles and they have developed a superb Trials sole which is both very hard wearing and grips to rocks incredibly well. RRP: £159.99 Inc vat. Colours: Black with black plastic - White with red plastic (Team boot) Nabuck with red plastic - Nabuck with blue plastic
Contact: 01298 766813 - Mail: sales@gasgasuk.com 7 Twin-Shock Falcon For the twin-shock enthusiast Falcon present there superb range of shock absorbers. Available for all applications they are available in steel or lightweight aluminium, are fully rebuild able and a set up service is also on offer. Falcon has been in this type of business for many years and can provide each pair built to your own specifications. Give them a call for all your requirements and prices.
Contact: 01929 554545 (After 1pm please) Mail: falconshockabsorbers.co.uk Web: www. falconshockabsorbers.co.uk Web: www.trialendurodirect.com 8 Pre-65 SSDT 2011 DVD CJB
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Yes the 2011 Pre-65 SSDT review DVD is now available from CJB. With three hours of coverage on the two DVD set relive the superb classic event.
Contact: 01564 703215 – Web: www.cjbphotographic.co.uk 9 Classic Shock Absorber “Magical” The Magicals product line is now in stock and the new 2011 range of Magicals shocks with adjustable damping will be available before the end of 2010.
A new website will be online soon at www.themagicals.co.uk but some Magicals products are listed at www.yamahamajesty.com. 10 ‘6D’ 6 Days Asymmetrical Trial Grips S3 S3 have developed the new “6D” 6 days asymmetrical trial grips which will feel comfortable due to their ‘dual compound’, they are available in 4 different colours. RRP: £10.99 Inc vat
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Contact: 01298 766813 Mail: sales@trialendurodirect.com Web: www.trialendurodirect.com 11 Bike Holder Yoomee From aftermarket supplier Yoomee is this MK 11 version of the removable bike holder. It is suitable for all machines from Trials to Enduro. The unique holder slides into the base plate to make your machine safe for transport, but can be easily removed to leave your van flat for everyday use. Colour: Alloy RRP: £99.99 (Free UK Shipping)
Contact: 01663 749163 Mail: postmaster@yoomee.co.uk 12 Low Pressure Gauge Venhill The VT37 Gauge has a pressure range of 0-15Psi (0 to 4 Bar), so is ideal for trials use. The 2inch dial gauge indicates in both Psi and Bar, both in small increments for an accurate reading. RRP: £19.08
Contact: 01306 885111 – Web: www.venhill.co.uk/Motorcycle_Tools 13 Training DVD SM Products New for 2010 and produced exclusively for SM products is this new Classic and Twinshock trials riding DVD. The aim of this DVD is to help riders of all ages and abilities and to improve their off-road skills. Filmed in conjunction with trials legend Mick Andrews the shared knowledge is an asset to all riders. RRP: £17.50
Contact: 01425 616446 Mail: sales@sammymillerproducts.co.uk Web: www.sammymillerproducts.co.uk Classic Trial Magazine 2011
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CELEBRATION Scottish Six Days Trial
Centenary
A lunch check in the 1928.
In the early 1900s the world and the wheel were still, in modern terms, quite primitive to what we know today. The motor cycle was introduced to the world as a new form of transport. Easy to use and not expensive, in fact affordable and as the new way to travel, it also opened the door to the vast public audience as a new form of pleasure. The early history of the Scottish Six Days Trial runs alongside the history of the motorcycle, and the original SSDT was mainly a test of reliability for the men and machines, something very similar to the present event. To win the event is still the ultimate accolade for many riders and manufacturers, and it’s still viewed by the trials-buying public as the ultimate test for man and machine in 2011; yes it really has proudly stood the test of time. Words: John Hulme Pictures: Big John – Colin Bullock – Eric Kitchen – The Crane Collection – Deryk Wylde – Off Road Archive
Hugh Viney (AJS) on Devils Staircase in 1950.
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Jeff Smith (BSA) Tackles Town Hall Brae in 1953.
E
ver since those early days the event has attracted the attention of the motorcycle industry around the world with such famous names as Ariel, Triumph, Matchless and Douglas, to name a few, using it as the window for the public to view their products and put them to the ultimate test of man and machine, a true test of the reliability for both. The sales benefit of winning such a prestigious event, even in the modern world, is a major selling point for them, especially in the competitive world we now live in. The event originated as a five-day reliability trial run by the Edinburgh MC in July 1909, attracting much public and media interest even though it only had 26 entrants. It soon earned the accolade of being ‘the most severe motorcycling trial ever held’ and subsequently in 1910 it moved to the sixday format used today. Due to the enormous logistical task of running such an event, in 1911 the Edinburgh MC merged with a series of other motorcycling clubs to form the current Edinburgh & District MC, and this new club has organised the ‘Scottish’ ever since. Edinburgh seemed the natural location to start and finish the event from and, rather than being a series of daily routes returning to the starting point each day, the trial took in the whole of Scotland. It was a six-day journey from Edinburgh to John O’Groats and back with designated stopping points for overnight stays throughout the week. In 1914 the rules changed, introducing time penalties and deductions for machine faults. After the ‘Great War’ 1914 – 1918, and at short notice, the club decided to run the event again in July 1919 with 72 riders entered, even though the manufacturers felt they could not support the event so soon after the war. In the 1920s light cars were permitted to take part in the event for a short period – it appears the motor car industry wanted a part of the action! Through the twenties and thirties the event’s appeal gathered and it was recognised in the trade as the ‘one to win’. The present results format, as we know it today, was introduced in 1932 and changed to recognise individual riders, with Bob McGregor on his Rudge becoming the first of many worthy winners. Classic Trial Magazine 2011
Scottish Six Days Trial CELEBRATION Sammy Miller Winner 1964
Gordon Jackson (AJS) Winner 1956, 58, 60 & 61 Mick Andrews (James) 1965 3rd Place
u 1967 Programme cover showing 1966 Winner Alan Lampkin (BSA) Sammy Miller “Weighs In” the Bultaco 1970 2nd Place
p Mick Andrews (Ossa) Winner 1970 – 1972
Classic Trial Magazine 2011
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HISTORY PRE-65 SSDT
The one to win The Pre-65 Scottish was first held in 1984 when it evolved from an idea by Bob Adamson, the Edinburgh and District club then hosted the event in Kinlochleven on the Wednesday of the main Six Days Trial. The reason for the mid-week day was to ease the parking problems at the old Achlain group of sections and give the spectators a diversion from the main event. The trial was run over one day on private ground taking in some of the popular section groups such as Pipeline. It has now grown into the success it is today in the two-day format and become the Pre-65 trial of the year, to be known as ‘The One to Win’. Words: John Hulme. Pictures: Colin Bullock – Jonny – David Dench – Jean Caillou – John Shirt Snr
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Classic Trial Magazine 2011
PRE-65 SSDT HISTORY
Sammy Miller (Ariel) made a winning return to the Highlands in 1984 to win the first Pre-65 SSDT
T
Peter McCanna (Tri-Greeves) 2010
Classic Trial Magazine 2011
he 1984 event had the spectators turning out in mass as Sammy Miller returned on a replica of the world famous Ariel GOV 132 to take the first of his three wins in the event; at Pipeline it was like winding the clock back as the crowds converged to watch ‘That man Miller’. In 1985 we saw the first of many joint winners as Miller tied on three marks with Derbyshire based builder Brian Cottrell. Cottrell was dubbed the ‘unknown’ after this event as he was a relative newcomer to the sport. Miller returned for his final ride in the event in 1986, taking the win with a superb one mark effort after a hard day’s work. The trial was now so popular with the Pre-65 brigade on a large variety of two- and four-stroke machines, with riders from many continents. Ex-works Ossa and Bultaco rider Dave Thorpe took his first win in 1987 with a brilliant clean ride. To prove this was no fluke he took three more wins in a row through to 1997, when it moved to the two-day format. On the famous Pipeline sections in 1988 Tim Bell on his 500cc Royal Enfield would become the first ever rider to clean the sections on a Pre-65 machine. Winner Thorpe also cleaned them but he was later in the entry list. On a nice Triumph prepared by his father, Fantic specialist Bill, David Pye was the new youngster wanting to win this now prestigious trial. He won in 1991 before a genuine Scottish legend returned in 1992. What can you say about the great Scottish Six Days Trial legend Mick Andrews? His entry in the trial had the crowds back in their hundreds, and he did not disappoint. In a hotly contested 23
ENGINEER John Shirt Snr
Genius Buxton is situated in the Peak District in the North of England surrounded by many of trials’ most famous sections, which have been used since the start of observed events in the early twenties, such as Hawks Nest, Manor Steps and Hollinsclough, to name but a few. It is also associated with the home of the man who changed the design of the modern trials machine for ever with the introduction the legendary monoshock Yamaha trials machine in the early eighties, John Shirt Snr. The start of this adventure, though, takes us back to humble beginnings in a small garage before one man and his dream would deliver a world championship round-winning machine by the name of Majesty (Mick Andrews John Edward Shirt Trials Yamaha). Words: John Hulme with John Shirt Snr Pictures: John Hulme – Eric Kitchen – Barry Robinson – Janice Eyre – The Shirt Collection – Bill Lawless – John Dickinson
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John Shirt Snr ENGINEER
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ncouraged by his parents John Shirt Snr served his apprenticeship at the local branch of Kennings, a familiar chain of garages based in the Peak District area. While serving the apprenticeship he used his innovative brain to modify cars to make them go that little bit quicker; this early experience would prove invaluable in later life. He would then move to the local mushroom farm. Based underground he was involved in looking after the large forklift truck fleet as well as the Classic Trial Magazine 2011
other vehicles used by the company. Around this time he was riding in both trials and motocross on the early DOT machines with his good friend Norman Eyre. Having met his future wife Margaret through a move of employment, the arrival of a young family, daughter Joanne and John Jnr, meant he would need a better wage. When the deposit was put on his house in Burbage on the outskirts of Buxton, a house he still lives in to the present day, a move to Buxton Limestone Ltd and into quarry life at Grinlow, near
Buxton doing similar work would give further security for another few years. His father was a builder and had some property on Stable Lane, Buxton, and John moved into it to start the self employed adventure. He would open the premises as a motor vehicle repair business and, with his contacts, work would be always on hand to be done; no job too small, no job too big. A local speedway tuner lived nearby, Guy Allot, and John decided to try his hand at the ‘Left Corner’ sport. After many crashes and a few minor
injuries riding in the second half of the league events at Bell-Vue, Sheffield and Stoke to name a few, he decided he was useless – his own words! During this time though he would make many friends, and he noticed that the popular Jawa machines had an exposed chain drive on the engine. He duly made a prototype guard and it was tested by none other than the great Peter Collins, who would go on to take a world championship title. Other world champions to use the product would be speedway legends such 29
LIVING THE DREAM Andy Hipwell - PRE-65 SSDT
Highland Holiday Having ridden in modern trials from a very early age, Gas Gas UK Spares Manager Andy Hipwell decided he fancied a change, took the plunge and purchased a non-runner 1960 BSA C15 from his dad’s trial-riding friend Peter Cooper for the sum of £1,000.00. The attraction? The 2008 ‘Pre-65 Scottish’; welcome to his Highland holiday. Words: Andy Hipwell Pictures: John Hulme - Snr
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Andy Hipwell - PRE-65 SSDT LIVING THE DREAM
p Here we go Pre-65 SSDT 2008 t Living the dream – Cleaning ‘Pipeline’ in 2010
Classic Trial Magazine 2011
H
aving made the decision that the Scottish Six Days Trial was not for me I decided to look at the Pre-65 event. With the two-day event based in Kinlochleven it would also give me the opportunity to tackle such famous SSDT sections as the steep rocky hazard named ‘Pipeline’, a trials section long admired by many including myself. “How good would it be to clean Pipeline on a Pre-65” – yes, a dream for many riders including me. The Pre-65 idea came to life when I mentioned to my father, Les, that I was looking for a machine suitable for this type of event; he mentioned this to his local trail-riding team consisting of himself, Trial Magazine Editor John Hulme’s father Ron, Phil Granby and Peter Cooper. Peter mentioned he had a non-runner tucked away in his garage, a BSA C15 of 1960 origin. I duly arranged to view the machine and decided it was all there – two wheels, frame, front forks and an engine – and all that was needed was some tender loving care. After a little ‘haggling’ on the price the machine was mine for £1,000. “What have a let myself in for?” was the question running through my mind as I loaded it into the van along with the usual ‘Box of Bits’ that come with these older machines – it always amazes me what people will save, and they always tell you how important the ‘Box of Bits’ is! When I got the machine back to the garage one of the first calls was to my good friend and Pre-65 hero Dave Thorpe, who gave me the heads-up as to what I could and definitely couldn’t do to my new acquisition in preparation for the big event. 37
TEST Honda Eddy Lejeune 1979
‘Works’ 200cc
B The younger brother of Eddy Lejeune has re-purchased the first factory Honda used during the 1979 season. When Eric invited me to test the bike at the legendary Bilstein trials park in Belgium there was no hesitation on my part. In extreme conditions of snow, ice and mud, normal for this area of the world in December, I had the chance to test the prototype which came directly from the legendary Honda competition shop ‘RSC’. Words: Steph Milachon – Matthew Heppleston Pictures: Eric Lejeune – Steph
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efore riding the ‘works’ machine my first surprise was to see the quality of the ensemble and the miniscule weight of 84kg which, for the time, was significantly lighter than its competitors, which were nearer 95kg on the scales. On the fuel tank I noticed the transparent band on the left side to enable the fuel level to be seen immediately; practical and well executed but also typical of the attention to detail shown. Elegant in its white paint, the finish is excellent and a good example of the skills of the Honda technicians. Climbing aboard, my first impression was that I was perched high upon the footrests which were also inclined forwards — I appeared to be standing right over the handlebars. I quickly understood why it is necessary to stand forward, as the centre of gravity is so far back it makes the bike feel like a bicycle! This means the front is very light – maybe too light as it often wanders. On big climbs you need to position yourself carefully unless you want to loop out backwards. Eddy had a special technique when faced with this type of section: he attached, with the aid of a large elastic band, 600 grams of lead to the fork bottom, and according to him the result was incredible! The high-rise handlebars gives a good stance, (Eddy uses bars just under four inches) and the controls fall readily to hand. The frame has been reinforced in a few places as originally it was too fragile in the welded areas, and a longer swinging arm combined with longer rear suspension units also improve stability. These are the original Showa suspension units, and worked brilliantly in our test conditions despite the passing of time. They absorbed both small and large obstacles without any issues, and thanks also to their initial suppleness finding grip is easy! The Showa 31mm diameter front forks are also the originals; progressive if not a little soft to start with, they increase in rate nicely to tame the biggest impacts throughout the damping stroke. Classic Trial Magazine 2011
Honda Eddy Lejeune 1979 TEST
Period Dunlops
Eric has fitted Dunlop tyres like they used at the time although, I must say, I would have preferred newer ones in these conditions. The sump guard is plastic and handmade, it envelopes and protects the bottom end of the engine. The original 125cc engine was over bored to 200cc by the factory Racing Services Centre (RSC) in Japan. It is a real four-stroke, it grips well, the revs die without stalling and it pulls cleanly off a whiff of throttle without coughing; it then revs to the moon! It’s a real beast!! In the first two gears of the five speed gearbox you can go anywhere! The engine isn’t a big ‘un but it is very game. Unfortunately the exhaust pipe passes just below the Keihin carburettor and has a tendency to heat the float bowl, which can cause some issues, making the machine temperamental; it feels as though the spark plug has blown! Eddy had a solution to solve this which was to fit a heat proof barrier between the carburettor and the exhaust to reduce the temperature. Gear selection is precise and well executed. The clutch is soft and progressive for the time, even if there is no comparison with those we find today; it is also light in action and doesn’t overheat. The drum brakes were excellent, whether in the stream or mud! One small issue was the rear brake pedal that I found too small and difficult to find. If you will allow me to give you a tip, Eddy like Gilles Burgat bathed his tyres in Carbon tetrachloride, (a banned substance) for 48 hours; apparently the result was incredible in snow or ice! To conclude, this is a machine that benefitted from the attention and knowledge of the competition shop at Honda. The result is a testament to their talents! Now over 40 years old it is still competitive, easy to ride and light, fitted with an exceptional engine with incredible inertia. The only fault is the light front end that makes steering imprecise, but overall it’s a jewel! n Thanks! A big thank you to Eric Lejeune for the use of his bike, and also for the warm welcome and fantastic meal prepared by his lovely wife. Thanks also to Leon, Fred and Dany Crosset for opening the Bilstein trials ground. Classic Trial Magazine 2011
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BROTHERS The Lampkins
The three brothers Arthur, Alan and Martin have all won the Scott Trial and were among the many Scott Trial enthusiasts who attended the annual gathering at the Royal Spa Hotel in Ripon in 2009. Picture: Yoomee Archive
A Yorkshire Clan Silsden, the base of the Lampkin family, sits close by Ilkley Moor and is very much a part of the Bradford conurbation. The first of the Lampkins to take up motorcycle sport was Arthur who, in 1954 or so, acquired a three-speed James Captain trials model and joined the Bradford Motor Club. The James tiddler didn’t last long; it was soon replaced by a Royal Enfield Bullet, very much the in-vogue model in the West Riding at the time – and Arthur needed to be on the right sort of machinery because his winning ways were obvious. Words: Deryk Wylde and John Hulme
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t was only natural that his younger brother Alan would try his hand on two wheels, by which time Arthur was trialling in the winter months and scrambling in the summer. His forceful style of riding suited the local circuits, such as Post Hill between Leeds and Bradford with its freak hill climb with a gradient at the top of 1 in 1/4, nigh-vertical, but no match to Arthur with a Gold Star scrambler! He soon attracted factory support from BSA, closely followed by Alan, a similar dab-hand in both trials and scrambles. In arguably the greatest trial of them all, the Scott Trial, the
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Arthur Lampkin presents his works BSA 250 to the Machine Examiners in 1961, to have the ‘non-exchangeable’ parts indelibly marked with a paint spot into which is scratched the riding number. Many regret the loss of atmosphere that surrounded the pre-trial preparation when the start and finish were based in Edinburgh –but how the ultra-special modern trials machines would fare on a road trip of a hundred and fifty miles is anybody’s guess.
Alan Lampkin in 1968… In the 1968 Ilkley Grand National, a time and observation trial so beloved by the Yorkshire folk, Alan was caught with a steadying foot on his works BSA by Barry Robinson. The section is over the back of Blubberhouses Moor before the riders tackle the climb to the top of Beamsley Beacon, around 1,250 feet above sea level, a task that had to be achieved twice during the non-stop event.
Picture: Offroad Archive
Picture: Offroad Archive
Classic Trial Magazine 2011
The Lampkins BROTHERS Martin’s early riding years coincided with the advent of the Spanish trials machines and he had many successful rides with the Bultaco including his dominant ride in the Scott Trial in 1977. Picture: Offroad Archive
In the late 1960s the trials world gasped when a works team from Zundapp riding a 98cc trials models appeared – and won several international trials. The ‘tiddlers’ had arrived, and opened up opportunities for other models as time went by! Just one such was the Suzuki 118cc which, in the hands of Martin Lampkin, proved to be a very capable little bike. Picture: Offroad Archive
The Lampkin way: concentrating hard on keeping the weight just where it is needed to maintain traction, whatever the surface. Arthur on his ‘everyday’ BSA Gold Star. Picture: Offroad Archive
Arthur was a successful sidecar trials exponent, seen here with Colin Pinder, one of ‘Pip’ Roydhouse’s passengers, keeping the third wheel of the Bultaco outfit under control. Picture: Offroad Archive
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BRAND Bultaco
Thumbs up The Bultaco trials story takes us back to the early days of trials in Spain and Europe. They began in the early sixties when the FIM decided to sell, or export, the new sport of reliability trials to other countries. The first Bultaco off-road machines were produced in 1960 after they had developed the Sherpa N model machines. These were entered in the SSDT and modified from the Tralla 101 model that appeared in the early sixties in the UK, ridden by the likes of Don Shory. When Sammy Miller rode in the 1963 ISDT held in Czechoslovakia he had a secret meeting with the head of Bultaco, Don Paco Bulto, and they agreed on the development of a new trials machine to replace Miller’s legendary Ariel GOV 132. Snr Bulto agreed it would be a good idea and invited Miller over to Barcelona with the Ariel, for him to give his ideas on the future of the proposed trials machine. Also at this time the Frenchman Claude Coutard would organise a trial in Grenoble on behalf of the FIM. Six Spanish riders would compete in the event mounted on the Bultaco N model, and they would come away convinced that the Spanish machines had a future in the sport. Words: John Hulme Pictures: Alan Vines – Malcolm Carling – The Crane Collection – Off Road Archive
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t was over a weekend period in September/October of 1964 that British Trials Champion and SSDT winner Sammy Miller and the staff at Bultaco produced the first prototype ‘SHERPA T’ in a record twelve days. Most of the work was carried out on the private San Antonio estate in Spain, where on one section Miller tried really hard to clean it on the Ariel but to no avail, whereas on the Sherpa he cleaned it with ease. The new Bultaco was based on the Sherpa N frame with a 196cc four-speed engine housed in its tubular steel chassis. This machine had been developed by technician Albert Nomen. After much more work the new model Sherpa T begun to take shape. Such was the speed of the development that Irishman Miller knew this was 54
Classic Trial Magazine 2011
Bultaco BRAND
Sammy Miller in a tough 1966 Colmore. The radial cylinder head design can be clearly seen.
Sammy Miller ran his own trials team to help promote the Bultaco. Buxton’s Norman Eyre was in the team and is seen here in the 1967 Colmore Cup.
Model 10 – Production Total: 1,275
Looking better with every outing, Sammy Miller at the 1967 Kickham Trial on the 250cc Bultaco.
Developed by Jack Anelay and his team in Lancashire this is the rider Tommy Ollerton with his Bultaco 200cc in the 1962 SSDT.
Classic Trial Magazine 2011
his destiny and in November 1964 he signed on the dotted line for the Spanish manufacturer. The machine he would ride would feature all Miller’s ideas and the capacity would be increased to 244cc. His last ride on the legendary Ariel would be at the British Experts Trial on the Saturday which he duly won; on the Sunday he would take the Bultaco Sherpa T to its first win at the Kings Norton Club Trial and, as they say, the rest is history. Further development work would be carried out by Miller, Bultaco and the UK Bultaco importers the Rickman brothers. This work would take place over a twelve month period in both Great Britain and Spain. With the interest in Miller and Bultaco many Spanish road enthusiasts would soon want to venture off-road, proving that their investment in Miller was money well spent. These riders would soon discover what the mountains and forests of their homeland had to offer for their new sport. When Sammy miller won the SSDT in 1965 for Bultaco, having won the previous year on the Ariel 500cc, it was the first ever win in this prestigious event by a foreign machine. He won the trial on his experimental four-speed gearbox machine. In his first two years on the new machine Miller won 58 times from a total of 80 events entered! When he had initially signed for Bultaco he had a clause in his contract that if he did not win 50 per cent of the trials he contested he could be released from his contract; the results spoke for themselves. 55
TEST Winning Machine – 320 SWM
‘Factory’ Gilles Burgat To test a legendary bike is always a special moment for someone as passionate about trials as I am, so when Joel Corroy, the owner of Trail 70 in Vesoul and the creator of a superb museum of old off-road bikes called me to suggest a test of the factory SWM 320 ridden to the 1981 world title by Gilles Burgat, I accepted without a moment’s hesitation, and then I was off to his practice ground in Luxeil France. What an honour! Words: Steph Milachon – Matt Heppleston Pictures: Philippe Mulhauser - Alain Milachon
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Winning Machine – 320 SWM TEST
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y first surprise was that the bike was exactly as it appeared in magazine photos from the 80s: the plastics, the decals and also the settings used by Gilles remain unchanged. Looking over the rolling chassis I noticed that the original footrests have been moved by 2cm, both down and rearwards to improve stability. The front mudguard was reshaped and shortened to ensure that mud could escape. Standing on the bike I found it surprisingly comfortable, and I was soon at ease. Controls fell perfectly to hand thanks to the 5 1/2�-rise Renthal handlebars that Gilles chose, whose
The superb Rotax motor.
Girling rear shock absorbers took control at the rear.
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REPLICA Mick Andrews OSSA
I Prototype Having always admired from afar the legendary trials star Mick Andrews, Frenchman Gilles Rabergeau has constructed an exact replica of the prototype Ossa ridden to the 1971 European Championship; he now recounts the history of its recreation.. Words: Ph. Pilat Pictures: Deluihaussi and Gillou.
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t has been over 40 years since the legendary ‘Mick Andrews replica’, or MAR, became the dream machine for many a rider that is today turning grey. Ten years later the development wheel turned and the Fantic 240 became a massive commercial success, taking the construction of trials bikes in a new direction from that developed by Mick. Trial Mag gave the microphone to Gillou, the boss of l’Atelier Passion Trial Classic, who explained his passion for trials. “I was around 15-years-old on one fine sunny Sunday and as always was looking for entertainment, so when I saw poster advertising a trial I thought I would take a look as it was at Clamart not too far away from home. I didn’t even notice that it was the French round of the European Championship. I rode my moped to the event and was just parking up against a tree when I overheard some spectators saying ‘Look it’s Mick Andrews, he’s incredible; and he’s on a new bike, that he’s already won on in Germany and Belgium!’ I watched and heard the factory Ossa! As Gordon Farley didn’t seem on the pace that day it looked as though Mick was hot favourite for the title…” Classic Trial Magazine 2011
Mick Andrews OSSA REPLICA
p A factory Ossa: 40 years later, superb u Mick Andrews wins the 1971 SSDT on the Ossa.
Enduro in the woods around Clamart
My first memories that I have of the future European Champion were of the big, strong, happygo-lucky, smiling man that we all recognise today. He left the section with yet another zero on his scorecard! Aboard his red and white steed that reared up like a wild horse, he disappeared on the back wheel right to the end of a long path. I rode after him for the whole day, often arriving at the section just after he had Classic Trial Magazine 2011
left: this carried on right until the end of the day, so you can see the effect that he had on me – and I also felt like I had ridden in an Enduro! So there he was, Mick Andrews, an Englishman riding in France; I didn’t know him but he soon became my idol… Some time later, and by the most bizarre coincidences, I became a member of the Sidecar Club de France, whose president was the much admired late Marcel Seurat, the famous Ossa importer for France – another reason to follow Mick’s results. It was, however, much later when Mick and Jill Andrews were in France staying with my friend Jean-Marc Henrion, the boss today of French Trial Classic, that I finally had the chance to meet my idol and the man responsible in no small way for my trials passion. This was a memorable event for me and germinated the idea of constructing the machine that you have here today. 69
LEGEND Jim Sandiford
Gentleman Jim James Albert Sandiford took on the importership of the famous Montesa brand and built it up into a business associated worldwide with the Spanish motorcycle name. After a very successful solo career of his own whilst running the business he came into contact with and supported many Yorkshire riders who would reward Montesa with the ultimate accolades, including world championship round wins, SSDT, Scott and British Trials Championships. He passed away in 1993 but here we look at the life of a trials legend not only as a rider but also an importer. Words: Caroline Sandiford Pictures: Malcolm Carling – Eric Kitchen – Alan Vines – Deryk Wylde – Brian Catt
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Jim Sandiford LEGEND
1965 ISDT (BSA) Isle of Man Kickham Trial 1967
1964 SSDT (BSA) Special First-Class Award
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here to start? I guess at the beginning well before my time, but the knowledge is there. He was born and brought up originally in Breightmet (Bolton) where his parents had a fuel station and then, at a young age, a short move down the road was made (over the border) into Bury. Radcliffe, to be precise, and the house that was to be his home until he got married. So many happy memories of that house, many as kids with an array of motorcycles; some Dad’s, some Grandad’s. A place we spent many a weekend when Dad was away riding, switching between both the Grandparents (paternal and maternal) to fill the time. So to now refer to him as Jim and to come back to the ‘Dad’ part later, let’s go as I planned, to the beginning. Leaving school at the age of 16 Jim got an apprenticeship working as a mechanic in Bolton. His ethic and experience from that (working for someone else) was one which he appreciated, however as he progressed with his riding career more time away from work was needed. ‘Father Jim’ was at the same time looking to retire from the filling station at Breightmet and so the decision to start James Sandiford Motorcycles Ltd was made. The filling station was sold and premises in Radcliffe were bought, and in 1956 Classic Trial Magazine 2011
On the Greeves at the 1965 Bemrose Trial
the company started life. This did initially mean ‘Father Jim’ was left holding the fort on some occasions, and one such time was the 1957 SSDT.
Scottish Tales
Jim’s first Scottish was a journey before he even got to Edinburgh. Being sent on his own with pal Derek Brooks, they were dropped at Bolton train station by his mum (our wonderful Grandma); two machines, two ‘kids’ and two suitcases. Having to change trains at Carlisle they had to ride the machines from one platform to another with the suitcases balanced on the tank to get the next train to Edinburgh; and so the association with the Scottish Six Days Trial began – these such stories were told on many occasions to us as kids. Those days apparently were when ‘Men were Men’! Derek is pretty sure Jim rode a DOT that year and by all accounts a great week was had. The first time he travelled with Derek Lord also proved to be an event and a half (in 1961) when both on BSAs; suffice to say Jim finished, Derek didn’t, Derek’s bike missing some parts which “as you’ve already retired you don’t need” and from where the phrase ‘Donor Bike’ originated. Another such story was a Scott Trial one, and this will raise a smile with anyone who over the years has heard the same. It was always
Always proud to represent his country – here seen at speed in the 1970 ISDT in Spain on the Cheney Triumph. (Picture: Brian Catt)
relayed with a totally straight face at any event where there was a great deal of water/rainfall and was along the lines of “you’ve never seen rain the same as we had one year at the Scott Trial – the water in the rivers was so deep we had to float the bikes across on a five-barred gate to be able to get to the next group of sections” – again another ‘Men were Men’ story, one which amused him greatly. Can anyone imagine a BSA or the like being light enough to float??? In between events, ISDTs and trials, the company grew and a move to premises in Bury in the early 60s ensued. The famous address of Walmersley Road, Bury became known by one and all and as a kid I can remember a selection of letters and postcards, posted from just about anywhere possible with a fragment of the name and address to test how ‘known’ the company and the address were. One addressed ‘Sandiford’s Bury’ (just those two words) was even delivered from as far away as the south coast. This gave him great entertainment. Jim rode in the trophy team for Great Britain on many occasions, I’m not exactly sure of just how many, however I do know that he achieved 10 Gold medals, and that he was the only rider to achieve a gold medal in every machine capacity class. Versatile was definitely one of his fortes. 77
WORKSHOP Mono-Shock Yamaha
Matt’s Yam
Since it exploded onto the world trials scene in 1983 this revolutionary machine has been ridden by countless clubmen the world over. Overnight it changed the whole development process, being the first trials bike to use multi-link rear suspension, and was responsible for relegating the existing twinshocks to the status of museum exhibits, such was the leap forward in technology. The rest of the world played catch-up but the original has stood the test of time. Words and Pictures: Matthew Heppleston
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ven when it was introduced riders were shocked at the price of over £1,500.00, which was about 30 per cent higher than others of the time. To riders used to using four bolts to change the rear suspension units the sheer number of parts in the linkage system gave some dyed-in-thewool traditionalists heart trouble at the thought of the maintenance. It was here Yamaha played a master stroke as the needle roller bearings and bushes were equipped with an excellent sealing system combined with inbuilt grease nipples, so that a quick few squirts after every event would keep it in tip top condition. To my mind this simple feature is 80
something that is severely lacking in today’s machines! For such a popular machine which sold like the proverbial hot cakes it never had much success at world championship level (It won only one World round with Frenchman Thierry Girard in 1988 at the French GP) but many won national and centre events. If there was one machine that could be described as the ultimate clubman machine then it was this one; whilst giving away some technological advances in its later years its bullet-proof reliability and physical robustness as well as a continuing supply of spare parts make it a practical proposition for today’s wobbler or nostalgic rider
who is not looking to challenge at the upper end of the results. There was even one being ridden in the Centenary Scottish, such was the rider’s faith. Given that the bike was developed in the early 80s, its design has stood the test of time. However, today’s riding position and power delivery are markedly different from yesteryear. Cosmetically the plastic tank fades to a dirty cream and the seat lugs that push into the frame break off, the suspension is very soft and slow to act. The riding position is the biggest surprise, you feel as though you are perched on the bike with your backside in the air rather than the more upright position of modern bikes. It came in two main
model guises, the steel-tanked ‘S’ model and the more sporting ‘R’ model. A quick way to tell them apart is that the stand is on the left on the ‘S’ and the right on the ‘R’. Today it is still a machine which is capable of giving enjoyment to many. Whilst being good the original was never perfect and over its long lifespan it was subject to many different modifications by the likes of John Shirt Snr and Nigel Birkett (who gave me ideas and comments), Mick Andrews and Bertrand Quartier in France, to name but a few. This article aims to draw together as many ideas as possible to create a super Yam, whilst staying within the bounds of Classic Trial Magazine 2011
Mono-Shock Yamaha WORKSHOP
what a competent home mechanic can achieve and also within a reasonable budget. Please bear in mind that many will have been modified or upgraded over the last 30 years, so pay attention. Of course, any modifications are carried out at your own risk and peril!
BUDGET
My starting point was a ÂŁ300 nonrunner, as it had no carburettor or reed block. I think it now stands me at about ÂŁ1,000.00. I did a lot of work myself and sold off unwanted parts to offset the cost. I love it!!! Because the bike had been stood as a non-runner for a while I asked Yamaha guru Eddy Moermans of Snezzy Trialsports in Belgium to give it the once over. I am glad to say that it actually did not need any parts but new bearings and seals were fitted as a precaution while it was apart. I hope you like what we have done and it gives you some inspiration to fettle your old nail lying forlornly in the corner of the shed and get it out doing what it was built for, especially in the air-cooled monoshock class. I have graded the following modifications on a 1-5 spanner rating. One spanner = dead easy; Five spanners = major engineering capability or knowledge. Classic Trial Magazine 2011
ENGINE
1. Clutch arm, cable
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Thread clutch cable end near the cylinder to give a more positive feel. Use a high quality cable for smooth action. Some have extended the pivot arm by 10 to 20mm for a lighter pull. This also makes the clutch less precise though, with more lever action required. If you have a good cable I feel it is a retrograde step as the original clutch was pretty slow to act already.
Case saver
Fit an aluminium case saver round the gearbox sprocket to prevent damage in case of chain derailment.
Ignition flywheel
The engine response can be made more modern by removal of some flywheel weight. The first stage is to turn down the outer band so the flywheel is 210g lighter. More radically the whole weight can be removed, which is my preference and easier to do. Stronger cast magneto covers increase crash resistance.
Breather
To prevent a build up of water vapour in the ignition casing add a breather. 81
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NEW Product! Universal Pre 65 Air Box Comes complete with two different sized output flanges, suitable for Tiger Cubs, BSA C15, B40 and many more... Can be used with paper or foam filter element, top quality and well finished. £42.00 (INC VAT)
NEW Product! Universal
Pre 65 Alloy Oil Tank Our New Universal Oil Tank is made to fit most Pre 65 Trials Bikes including Ariel, Triumph Tiger Cub, BSA C15 & B40. This oil tank has been made to the highest standard with quality materials. £138.00 (INC VAT) NEW Product! Universal Pre 65 Alloy Silencer Comes with reducer gasket suitable for Ariel, Triumph, BSA and more.... Very light weight and well finished. £78.00 (INC VAT)
SM Products Mick Andrews “How to ride Classic & Twinshock Trials” Mick shares his knowledge. Makes riding easier & more enjoyable. £17.52 (INC VAT)
Betor Shocks
Betor Shocks are made to our specification From £97.20 (INC VAT)
All Products (except shocks) MADE IN GREAT BRITTAN
Yamaha TY250 Mono Seat/ Tank unit cover Finished in high quality white gel coat. Comes complete with billet cap and graphics. (foam seat extra) £114.00 (INC VAT)
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