Classic DirtBike Magazine - Issue 32 - Preview

in balance

Under pressure A flat tyre leaves Tim Britton musing over the pros and cons of the ‘throwaway society’ versus the ‘make do and mend’ ideology of years gone by.

P

unctures! They’re the bane of off-road life and it’s a lucky rider who manages a whole season without experiencing at least one.

Doesn’t matter which discipline you’re riding in or what era your bike is from, a puncture will happen at some point.

My first deflationary experience for a while happened during the Cholmondeley Pageant of Power demo scramble organised by Border Classic Club – the scramble, not the puncture – when the rear tyre went flat. I suppose we’re all familiar with that sickening feeling of the back end washing out and seeming to have a directional life all of its own as the small quantity of air in a tyre tires of holding up a motorcycle and rejoins the atmosphere.

Luckily for me it happened on the last lap of the last demo race of the weekend, but I’d managed to leave my spare tubes on the bench at home. Okay, it’s likely someone would have had a spare I could have bought had the puncture happened earlier but it would have been better to have spares with me. The reason they weren’t in the box of bits I carry with me at events was I’d rationalised the contents for the weekend and put them ‘over there’ while I sorted something else.

Younger riders enjoying the benefits of tubeless tyres might raise an eyebrow at the old-timers saying ‘flashing a bladder’ which probably means all sorts of wrong things these days but in the olden days meant changing a tube. I’m not sure how to go about fixing a puncture in a tubeless tyre, as I’ve never had to do it, but I understand it involves pushing a plug into the hole to seal

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it then trying to reflate the tyre so it seats on the wheel rim again. This is apparently quite hard to do compared with slipping a new tube into a traditional tyre and pumping air into it until it pops on to the rim and seats correctly. The flip side is that tubeless tyres are less likely to come off the rim and the valve stem can’t pull out of a tube because of tyre creep... which is what happened to me at Cholmondeley.

If I’d had to change the tube at the event then it would have been a quick job but back in the workshop after the Triumph had been washed, it was a bit more involved. With the wheel out and tyre off, even though I knew the cause of the problem was the valve stem, it was worthwhile inspecting the inside of the tyre for any other sharp bits just in case.

Then the security bolt... oh dear, a stripped thread so the back of the bolt wasn’t as tight in the tyre as it should be. Well, it’s in the junk bin now and a new one is inside the tyre as well as a new tube.

Few, if indeed any of us, would give the old tube any thought, other than perhaps if we needed some rubber bands to attach a few tools to the bike. Certainly today, the thought of repairing the tube wouldn’t even occur but, in the very olden days, when the throwaway society hadn’t quite got into its stride, tubes and tyres could be repaired and there was a whole industry built up around supplying things for mending them.

One such bit of tube repair kit was called a Stenor Vulcaniser. Unless you pop on to the internet and do a search for one, the easiest way of describing it is to say it’s like a large ‘G’ clamp and it uses heat to effect a repair.

Once the puncture in the tube has been located and cleaned up the tube is laid on the bottom platen, a patch of the correct size is laid over the cleaned area and the top platen is screwed down. A fuse is dropped in the slot, the switch pressed and the whole thing heats up. There’s an almighty amount of fizzing and a few seconds later the switch pops up, puncture repaired. It takes a while to cool down but once it does the repair is a good one.

How do I know this much about a Stenor Vulcaniser? My grandfather had one and in a ridiculous period when my Ossa merely had to look at a rock to get a puncture I must have fixed the rear tube so many times with this vulcaniser that it was probably a good proportion of the machine’s all-up weight.

The Stenor we had must have been a preSecond World War item; at least it looked like ones in museum displays of 1930s garages. However, as of 1976 we’d run low on patches and fuses so I wrote – yes ‘wrote’ with pen and paper – to the address on the side of the machine.

I admit it was more in hope than expectation but, a few days later, a reply did come; Stenor it seemed existed and yes spares and consumables were still available.

Oh and did we have the type with the optional valve platen? No we didn’t but it was deemed a necessary addition to the Stenor kit we had and one was ordered.

Goodness knows what happened to the Stenor after the old lad passed away in the 1980s but it would have been handy the other day when the valve stem had ripped out...

You’ve probably realised by now, CDB has had a bit of a freshen up.

A bit like taking advantage of new bits and pieces for our older dirt bikes to make them perform better in the modern world.

Copyright Mortons Media Group Ltd. All rights reserved. No part of this publication may be reproduced or transmitted in any form or by any means, electronic or mechanical, including photocopying, recording, or any information storage retrieval system without prior permission in writing from the publisher.

Tim Britton

Member of the Periodical Publishers Association

Independent publishers since 1885

On the cover Following our tradition of getting to grips with the winner of the Pre-65 Scottish Two Day Trial we headed west to try the not so trick 2014 winner. Read all about it on page 10 then get busy with your unit Triumph...

Just as we were going to press, we heard Dave Bickers – former European motocross champion and all-round nice guy – suffered a fatal stroke. We understand his family were with him at the time and our condolences go to them.

Dave, pictured here Greeves-mounted at the 1965 Belgian 250 GP, was a popular figure in the classic scene and CDB will celebrate the great man’s life in our next issue.

5

Contents 03 In balance

34 You need…

06 News, views and reviews

49 Dirt talk

Punctures can be a bit of a let down in more ways than one, by the same token there are more ways than one to repair a burst tube.

If it’s happened, happening or just happened then this is the place to find out about it, only the off-road world of course…

16 Subscribe! Subscribe!

All you need to know about having your favourite off-road sports mag drop on your doormat as soon as possible.

18 Original and unrestored

It amazes us when these unrestored bikes turn up, but they do and we’re glad as there’s something exciting about an untouched machine.

22 Something special

We’ve come a little more modern this time but only because this Honda CR450F was built for a classic event in the African desert.

…one of these in your shed, or garage, or workshop. At least we reckon you do and feel free to agree or disagree with us over what is just our choice.

Have your say, tell it like it is, this is the place for discussing all that’s going on or even gone on in the off-road world.

61 Smith tales

As Britain’s first world MX champion, our columnist knows a thing or two about winning, read that championship year in his own words.

72 Dirt products

Got something for the off-road world?

Tell us about it and we’ll tell the world because they need to know y’know.

82 Moto memories

One of the difficulties of this job is deciding what not to put in the mag and the hardest bit of all is the moto memories page, oh there’s some soul searching.

Events 54 Round up

Just some of the many events we try to cover throughout the year. From the Pre65, to Red Marley, the CDB scrambles series to the best of the rest.

62 The CDB Experience

Now a confirmed part of the Carole Nash Classic Motorcycle Show at Stafford, the CDB Experience has bikes moving and being enjoyed.

How to 37 Iconic engines

Final one in our series of iconic engines is the big single from Yamaha, yes, the XT. We talk to someone who knows these engines inside out.

44 Rebuilt to ride

Rebuilding for show is all well and good but dirt bikes look great dirty and this

is what will happen to this superb and special Goldie.

50 Tech talk

A glimpse into fettling up some part of your bike. This issue our show’s manager Nick Mowbray swaps a damper on his Yam. It’s easy, you could do it too.

Features 10 Tricky decision

We test the winner of the Pre-65 Scottish – Rob Bowyer’s Triumph twin and find some surprising facts…

26 That was the year…

…Jeff Smith won his first world

scrambles championship. We take a look at what happened in 1964.

76 A tribute to the past

There are many reasons for building a special, Bill ‘Mr Maico’ Brown did it because he regretted selling his first Trico in the Eighties.

Feature Name News 6

Scott Trial centenary I

s the Scott the world’s toughest one day trial? Quite possibly and the list of winners includes just about anyone who’s anyone in the trials world.

One family that’s had its name carved on the trophy a number of times is the Lampkin clan in Yorkshire. As well as winning the event in 1966 and setting fastest time about half a million times, Alan ‘Sid’ Lampkin is responsible for organising the Scott Reunion Dinner too.

It seems former organiser, the late Tom Ellis, virtually ordered Alan to take over from him.

Speaking with him, while at Tinto Park for the Robbie Allan 50/50 meeting, he asked if we could publicise the event in CDB news and stress that the dinner is open to all Scott riders and enthusiasts. It will be an extra special dinner this year, as this is Scott Centenary year, and the evening will be on November 15, 2014 at the Ripon Spa Hotel.

Alan urges all former and current riders and enthusiasts to attend. It is of course pre-book and you can get tickets from Alan on 01535 652328 (daytime) or email him on alan.lampkin@btinternet.com

Where is it?

The picture accompanying this news item is of Alan Lampkin during his 1966 winning ride on his works BSA 250 (reg 748 MOE). It seems the BSA has vanished into the ether and has so far resisted all attempts to be found unless you know different. If you know where the Beezer is then Alan would love to hear from you at the number or email above.

Editor: Tim Britton tbritton@mortons.co.uk 01507 529404

Subscription manager: Paul Deacon Circulation manager: Steve O’Hara

Designer: James Duke

Marketing manager: Charlotte Park

Publisher: Dan Savage

Production manager: Craig Lamb

Columnist: Jeff Smith

Publishing director: Dan Savage

Contributors: Nick Haskell, Jeff Smith, Andy Westlake, Nick Haskell, Dave Gittins

Commercial director: Nigel Hole Associate director: Malcolm Wheeler

Photographers: Nick Haskell, Nick Nicholls, Fiona Watson, Bill McKeown, Eric MIles Reprographics: Simon Duncan Group production editor: Tim Hartley Divisional advertising manager: David England dengland@mortons.co.uk Advertising representative: Jane Farquharson jfarquharson@mortons.co.uk 01507 529419

Archive enquiries: Jane Skayman jskayman@mortons.co.uk 01507 529423

Subscription Full subscription rates (but see page 16 for offer): (12 months 4 issues, inc post and packing) – UK £20. Export rates are also available – see page 16 for more details.

UK subscriptions are zero-rated for the purposes of Value Added Tax. Website www.classicdirtbike.co.uk Overseas distribution COMAG 01895 433600 Printed William Gibbons & Sons, Wolverhampton.

Editorial address PO Box 99, Horncastle, Lincolnshire LN9 6LZ. General queries and back issues 01507 529529 24hr answerphone help@classicmagazines.co.uk www.classicmagazines.co.uk

Issue 32, 2014

ISBN 978-1-909128-35-4

Subscribe today p16

CLASSIC DIRT BIKE (ISBN:9552-8689) is published quarterly by Mortons Media Group Ltd, PO Box 99, Horncastle, Lincolnshire LN9 6LZ UK . USA subscriptions are $50 per year from Motorsport Publications LLC, 7164 Cty Rd N #441, Bancroft WI 54921. Periodical Postage is paid at Wisconsin Rapids, WI. Postmaster: Send address changes to CLASSIC DIRT BIKE, c/o Motorsport Publications LLC, 7164 Cty Rd N #441, Bancroft WI 54921. 715-572-4595 chris@classicbikebooks.com

CCM rider MIke Barnes sets off up Bainbridge Hill Climb.

7

News in brief CDB scrambles series

The 2014 AMCA/ Classic Dirt Bike British classic scrambles championship is drawing to a close and there are but two rounds to go as we go to press at the end of July.

Aug 9-10: North Devon (Atlantic) at Combe Martin, North Devon Sept 21: Llanthony Classic at Llanthony, near Abergavenny, Monmouthshire There are two categories, Pre-65 and Pre-74, racing together but scored separately. More details from Dave Gittins at davidgittins650@talktalk.net or 01432 273627/07971 365177.

Bainbridge MC hill climb

T

hey say you can’t turn back the clock but the Bainbridge & DMCC had a pretty good go when it staged its grass hill climb on Wednesday evening, July 23.

There were classes for all bikes, from Pre-65 through Twinshocks to Moderns in both trials and motocross. There was even a Specials class to accommodate the odd speedway and grasstrack bike!

The Bainbridge hill climb was a ‘must attend’ event back in the day which was bemoaned by many when it disappeared from the calendar some 30 years ago. When the Bainbridge club chose to resurrect the event last year it had no idea what to expect – and was almost swamped by the number of riders and spectators that turned up on the night!

The venue last year was the traditional one at Bainbridge but when that became unavailable, club members simply found another at Sorrel Farm near Aysgarth, deep in the Yorkshire Dales. And what a venue, with a cracking hill and stunning views.

More than 80 riders turned up to sign on and compete and a stunning evening, following a sweltering sunny day, saw more than 2000 spectators turn out to witness a slickly run event with all riders getting plenty of runs for their £20.

That no one really knew what was going on didn’t matter in the slightest, as there was nonstop action, with MC Wilko keeping up a fast-paced, amusing commentary for several hours without knowing the identity of a single competitor.

It was simply a fantastic evening, with a brilliant atmosphere, very reminiscent of how it was back in the day, with veteran riders like John Bethell and Mike Barnes giving their CCMs a big fistful, joined by the likes of Peter Jackson and his snarling BSA Gold Star.

It was so good that even after the final run many spectators simply refused to go home and stayed on to enjoy the sunset and talk bikes.

An amazing event that had many who attended already looking ahead to 2015.

Pre-65 Scottish Trial 2014 The dust has settled in Kinlochleven, the 2014 Pre-65 two day trial is over and has been deemed a roaring success by riders, officials and organisers alike.

That the trial is a major attraction in the village was clear as the population lined the streets to see the riders’ tour. It was led by clerk of the course Willie Robertson, guest of honour Alex Fender – who thoroughly enjoyed meeting all riders during the event – and his son Alan Fender and raffle winner, Mark Samuel.

Anne Gordon would be grateful for photos of the parade or start areas for the Facebook page, contact her on info@pre65scottish.co.uk Thanks go to Putoline Motorcycle Oils,

Clark Commercials and Hope Technology for their support and to all the landowners and their tenants for allowing the use of their land. Naturally a huge thank you goes to all the observers and officials who do sterling work before, during and after the trial.

Entry forms for the 2015 Trial will be available from October 1, 2014 to download from the Pre-65 page on www.ssdt.org

Get well soon

James Noble suffered a badly broken leg in the latter stages of Saturday in his quest to win.

The Pre-65 Scottish Committee wishes him and the other riders who suffered an injury during the trial a speedy recovery.

We need your help

We’re looking for some extra special Bultacos for our celebration of 50 years of the Spanish marque, or more correctly 50 years since trials legend Sammy Miller signed on the dotted line for Bultaco.

It will be almost 50 years to the day at the International Dirt Bike Show since he changed the course of trials history but it’s not just trials bikes we’re looking for.

We would like to hear from you if you’ve an MX or enduro Bulto too. There will be room for about eight bikes at Stoneleigh and eight at Stafford.

We have three confirmed for each already, so if you have something Bultaco from 1965 to 1984 then Tim Britton 01507 529404 or Glynis Roberts 01507 529431 would like to hear from you.

Pageant thief

It is a sad fact that wherever there is a gathering of people there will be a certain element determined to help themselves to other people’s property.

Such a thing happened at Cholmondeley Pageant of Power when the scrambles paddock was targeted by the thieving scum. Several people had money and belongings stolen. However, the scrambles paddock clubbed together and had a collection to go someway to putting things right and Tina Edwards, on behalf of those targeted, would like to say thank you to the paddock for their generosity.

Dave Bickers

As you will no doubt know by now, the MX legend that is Dave Bickers passed away just as we were going to press. The East Anglian racer was European champion in 1960/61 for Greeves and a stalwart of the international scene for the UK. Look out for our special tribute to the great man in issue 33.

Feature Name News 8

News in brief

Win this bike!

You could win this bike in our easy to enter competition opposite.

Robbie Allan meeting

There’s just room to squeeze in a brief mention of the Robbie Allan Memorial 50/50 meeting at the Tinto Park motocross centre in Lanarkshire.

This multi-discipline event was put on to celebrate the life of Robbie Allan who sadly passed away last year.

A £28,000 cheque has gone to Macmillan Cancer Support. Funds were raised with an auction, raffles and donations plus entry fees. Well done to all concerned.

There will be a bigger report with more pictures from the event next issue – too close to deadline for this issue.

Heads up

The NZI trials range has suited the editor of CDB for some time now and Norrie at the UK exclusive importer VE (UK) has reminded us that its trials range includes four versions.

The ‘Single Junior’ is for the younger rider and has a polycarbonate shell with quick release buckles and is in three colours. The ‘Indoor’ for arena and stadium events is again polycarbonate with quick release buckles and is available in white. The ‘Trials II’ is a lightweight carbon composite helmet to take the knocks of the toughest sections of the sport. There’s also an ‘SSDT’ version – detailed in issue 31 in our products pages – which benefits from the in-house graphics NZI can do for you.

Contact your NZI stockist for info: www.ve-uk.com/nzihelmets

Is it still out there?

Top Scottish trials star of the 1960s, Jackie Williamson, asks for help tracking down the Greeves he rode successfully in the Sixties.

As he said on the phone to us, it might be a faint hope but if you don’t ask you don’t get. The Greeves was registered YWS 768. If you have the bike, or know what happened to it, let us know and we’ll pass a message on.

Top coat

Classic Bike Shows manager Nick Mowbray spotted a tidy TY250 Mono at Stafford and an offer from Andy at Classic Coatings Ltd to put a nice finish on the frame was accepted. See the result in the next issue of CDB. Classic Coatings Ltd is at Unit 4, Limesquare Business Park, Londonthorpe Lane, Grantham NG31 9SN Tel: 01476 576087. Mobile: 07807 482983.

International Dirt Bike Show 2014

E

urope’s largest dedicated off-road event – the International Dirt Bike Show – is set to open at Stoneleigh Park NAC on October 30 for four fabulous days of off-road indulgence.

For the second consecutive year, the main manufacturers have confirmed their attendance, with Honda, Yamaha, KTM, Husqvarna, Kawasaki and OSET all displaying their latest machines and accessories.

Although the event is a modern one, there is an element of classic for us older enthusiasts. To celebrate Jeff Smith becoming the UK’s first MX world champ 50 years ago we will have one of his BSAs along from the National Motorcycle Museum.

It’s also 50 years since Sammy Miller signed on the dotted line for Bultaco and we’re lining up a good selection of the Spanish off-road bikes to celebrate.

There are also plenty of free ‘have-a-go’ activities to keep off-road enthusiasts happy and there’s live action too in the form of the wall of death and the UK Superlite series, with the latter holding its final two rounds at the event.

Other show highlights include: guest commentary from TV personality Jack Burnicle, Inch Perfect trials display and try out, Flat Track demonstrations, My First Honda and trials demonstrations by the ‘Owd Codgers’.

For all the latest show information, visit the International Dirt Bike Show website (dirtbikeshow.co.uk) or follow the show on Facebook (facebook.com/dirtbikeshow) and Twitter (twitter.com/Dirt_Bike_Show).

An interactive International Dirt Bike Show app is available too. Download it today for your Apple or Android device.

Getting in to the show Opening times Ticket Advance On the door Adult (16-59) ........................................£12......................£15 Senior citizen (60+) .........................£6 .........................£7.50 Child (11-15) .........................................£6 .........................£7.50 Child (10 and under).......................Free .....................Free Family ticket ..........................................£30......................£40 (2 adults + 2 children) Discount Thursday (adults) ........£6 .........................£7.50 Discount Thursday (family) ........£24......................£30 (2 adults + 2 children)

Thursday, October 30: 9.30am-5.30pm Friday, October 31: 9.30am-5.30pm Saturday, November 1: 9.30am-5.30pm Sunday, November 2: 9.30am-5pm

New owners at Apico Racing Apico Racing celebrated its 30th birthday at the end of May 2014 and also announced that the company has new owners.

Taking over from Dianne and Yrjo Vesterinen, who formed the company in 1984, will be Anna Lena Eriksson and Dylan Brown.

Anna has been with the company for some time, whereas Dylan was with Putoline until the end of May. The new owners look forward to meeting the challenges of taking the company forward in the ever evolving off-road world.

Scottish Feature Name winner 10

There’s a lot of alloy work here... oh and the Jubilee clip round the end of the silencer is on purpose.

How trick is that!

Not trick at all really, CDB checks out the Pre-65 Scottish winner.

Words and Pics: Tim Britton

G

iven the level of competition in the Pre-65 Scottish Two Day Trial it stands to reason that the winning bike must be something really special. It has to be because if it wasn’t how could it cope with the tough sections that make up pre-65 events these days? Or at least that’s the way the assumption goes.

It is the same sort of thinking that decreed rear suspension would never catch on for trials bikes, or that a twin could never achieve the level of grip a plodding single could, and any number of similar examples of accepted wisdom.

What’s often forgotten is no matter how trick a bike is it still has to be ridden.

Certainly as far as the feet-up sport is concerned, skill and practice often counts for more than super trick. It is more important that the bike feels right for the rider – a bike that feels right when it’s being ridden need not be the lightest of machines but it might seem as though it is.

In the classic period – for us here defined as post Second World War – Triumph only managed to chalk up one SSDT win, with Roy

Peplow on a Cub in 1959. However, Triumph has a much better record in the pre65 trial with 17 wins to its credit, four of which have been on twin cylinder machines, the latest of which is in front of me as I’m listening to Roger Bowyer running through the spec. Even a cursory glance shows that not a lot of ‘trick’ stuff has gone on here and this is backed up by Roger’s description of the bike build. What is becoming obvious is the Triumph epitomises the phrase ‘standard just well put together’.

These days the accepted practice is to select a load of off-the-shelf components, sort out a frame – either one that is brand new or a heavily modified original – and assemble the lot into something resembling a pre-65 machine. The Bowyer’s haven’t gone down that route at all and what is becoming ever more obvious is I’m looking at a reasonably standard Triumph 3TA circa 1963.

“It seems to confuse people,” Roger tells me. “Folk see what they want to see, or expect to see. After Rob had won the trial a picture appeared on the social network sites with a heading ‘how trick is that’. You’re a

Rob’s a modern rider with a modern style.

Internals by Betor? No.

By Marzocchi? No. Pure Meriden with a Whitton seal holder.

Okay, it is modified but not THAT much... and it’s still got to be ridden.

Triumph man, you tell me how trick it looks.” I was actually hard pushed to find the really trick bits – yes there are some and anyone taking a hard look at the bike would see the lightly modified Bultaco petrol tank and maybe spot the alloy barrels. I was expecting a lot more in the way of modifications and had convinced myself the bike had a Royal Enfield Crusader frame rather than the genuine Triumph one with its cast iron lugs and substantial steel tube brazed in.

Looking at the bike as a whole, Rob and Roger (well Roger mainly, Rob admitted he tended just to ride the bike rather than get involved in the building), told me the frame has been de-bracketed and has a few holes drilled here as an aid to weight saving but it is still a big, heavy item.

Way back in the mists of time, when pre-65 trials bikes were all new, their makers had to assume the purchaser would be covering a lot of road miles. Not only would a typical trial have roadwork involved but it would be likely the owner would have ridden to the start of the event too, possibly even use the motorcycle for getting to work during the week. With this in mind the fitting of sturdy brakes and a decent seat was seen as important by the factory.

Works riders would attempt to shed a few pounds off their machines by searching the parts books, or stores if they were close to the factory, for smaller, lighter components that hopefully the team bosses would turn a blind eye to if they fitted them. In Triumph’s case this meant the Tiger Cub hubs which

I was expecting a lot more in the way of modifications and had convinced myself the bike had a Royal Enfield Crusader frame were much lighter than the vast cast iron contraptions capable of hauling a sports twin to a stop.

The world moves on and these days Alan Whitton’s Cub style hubs – in aluminium – save even more weight and are a better brake than the standard steel ones. Laced onto the alloy hubs are alloy rims, saving an ounce or two more, the rear is a tubeless rim though for the pre-65 Scottish a tube is fitted to the IRC tubeless tyre as required by the event regulations. A pound or two has been shaved off the chassis by using a Tiger Cub subframe and swinging arm but they’re standard items just tweaked a bit. However, more important than the weight reduction, the Cub bits slim the rear end and provide more room for a 4.00in rear tyre.

One of the benefits brought about by years of suspension development is that most pre65 riders enjoy a much more comfortable ride and don’t experience pogoing from over sprung suspension units. Nowadays, when the rear tyre hits a step or a rock, the suspension takes up the strain and allows

the rider to concentrate on where the bike is going. The Bowyer Triumph wears Falcon Classics, tuned to Rob’s weight, on the rear.

Watching him tacking some rocks at our practice session, they work well.

Front suspension too has benefited from years of experience and development. No longer is it enough to just to make sure sidecar springs are in the tubes and maybe a heavier grade of oil too. The modern rider needs to be able to feel what the front wheel is doing – this is done by hiding modern forks inside the original units. The popular Marzocchi and Betor systems have the same diameter stanchions as the BSA and Norton legs used by everyone... except Team Bowyer.

In answer to my question “how did you fit modern internals to Triumph forks?” Roger Bowyer simply said “we haven’t – we paid a lot of attention to their assembly but take them apart and they’re Triumph inside.” Nothing special at all then? My voice must have sounded plaintive as he added: “The sliders have been chromed and the stanchions hard chromed, plus Alan Whitton does a lovely alloy

Pre-65 Feature Name Scottish 12 seal holder that screws on...” Aha! Trick then...

Well okay, not exactly cartridge suspension but the seal holders allow a sturdy fork brace to be fitted. “The brace stiffens the front end up and now when Rob turns the bars the wheel turns too,” says Roger.

By now it had become almost a mission to find something that was ultra trick on this smart motorcycle… Renthal bars, yes, most people use them too, Domino controls are also popular – Rob prefers the slow action twist grip – with the pre-65 scene. Folding footrests, welded to the subframe are fairly common too, surely there must be something. Hold on a minute, your right foot is going to be a bit busy isn’t it Rob? Kickstart – a Gas Gas one fitted to the Triumph shaft – gear lever and brake all on the same side. “I couldn’t get on with the brake on the left,” Rob admitted, “we made up a shaft to go through the swinging arm spindle and the brake is now on the right.” There is little or no advantage to this, other than Rob prefers it this way, if anything it adds an ounce or two to the all up weight but the brake is where Rob wants it.

The power unit

One of the major disadvantages a twin has compared to a single is a longer crankshaft, an extra con rod, piston, pair of valves – plus their actuating gear – longer cams and a bigger barrel and head. This is quite a lot of extra weight, the advantage being the weight is lower down and in a compact unit but still, lifting a unit 350/500 Triumph engine compared with a B40 BSA is quite a task.

A number of things can be done to reduce the weight of the engine, drilling holes is

The winner, in his winning ride – Rob looks serious as he tackles Pipeline – day 2.

The boss says...

“We make twins…” decreed Triumph’s top man Edward Turner at the suggestion of resurrecting a pre Second World War single to produce a trials bike. The problem was everyone knew a twin was no good for trials riding, a single was needed to find grip.

With little option but make a twin cylinder trials bike and endure the pity of their contemporaries, the lads in the

comp shop fettled up a 3T for Jim Alves to ride. Jim had come to the attention of the Triumph comp shop by being successful on a modified 3HW so he was given the chance to see what he could do with a twin. Some light modification, amounting to little more than removing lights, searching the stores for a smaller petrol tank, fitting a bigger diameter front wheel and adding comp tyres to both

wheels and the 3T was whisked away to some sections.

To the surprise of all involved, the little twin proved quite adept at all sorts of typical trials terrain. Suitably impressed the team rushed back to the factory to make sure the 3T was ready for the forthcoming Cotswold Cup. Predictably, the twin was not taken seriously by the competition, right up to the point

where Jim Alves was declared ‘winner’ of the trial. The establishment agreed it was a fluke, normal service would be resumed, except Alves won a further two trade nationals that season. Perhaps a twin could be a serious trials contender. In actual fact the twin Triumph was better as an ISDT machine and eventually needed modern tyres to really make its mark in the feet-up world.

Rider’s right foot is a little busy thanks to the need for the brake to be on the right.

Ah, well, a touch of class here... tank cap by Bultaco.

How many alloy ‘unit’ barrels exist? Good question, folklore says a dozen...

one – there are a number of these here and there – but replacing cast iron with alloy is a better way. Triumph realised this for its works riders in the 60s and sanctioned the casting of a few alloy barrels to the cast iron pattern.

Apparently a dozen were sanctioned, rumour has it the foundry did a few more as people said ‘I could do with a set of them’ so no one actually knows how many were cast in total. Whatever, Team Bowyer has a set thanks to a friend who was on the team in the 60s. More alloy is in the form of a clutch drum, though the primary drive is by chain, it still saves some weight and mated to a PVL ignition system that ensures a spark to each plug be the bike hot, cold, wet or dry.

Unusually Rob’s bike has a wide ratio cluster in the gearbox, we say unusually because even the pre-65 Scottish doesn’t cover hundreds of miles and there is no need for a high road speed. Most riders forgo the wide spread of gears for a closer road version which means second can be used in sections. “Ah, well, I tend to do everything in first,” Rob says.

So, the motor, apart from the alloy barrels, is fairly standard? “Yes,” says Roger, “it’s a bearing bottom end rather than the plain bush, has 5TA pistons, cams and valves, runs on a 15/40 we get from the garage, doesn’t leak and has the standard oiling system.”

Looking round the bike again with Rob and Roger, they pointed out the fabricated oil tank “…ours, but to Triumph dimensions which are critical for proper top end oiling...” It’s topped off by a special seat with a hole in it… not in case Rob has a scare but to access the filler cap, it’s a handy place to put a pint pot too. Also a Bowyer fabrication is the air filter housing which contains a standard Triumph filter and is waterproof while allowing free breathing.

What’s it like to ride?

Given that Rob is a little shorter than me, I expected to crouch over a bit but was pleasantly surprised to find the dimensions better than my own B40... cue work on B40.

The whole bike has clearly benefited from attention to detail by Roger and anyone reading this in the hope of gleaning a secret or two should take this on board… attention to detail is paramount.

There’s first-kick starting, gears select easily, no clutch slip or drag and Rob can flick the front end round on the throttle and clutch... Britton can’t. On my brief ride I followed Rob’s advice to rev it in bottom gear and there were no hazards in our test session that couldn’t be tackled in this way.

Family man We all know the unsung heroes for our sporting endeavours – the family members who aren’t riding but are just as involved as the person on the bike trying to keep their feet up. Rob’s family – in the picture l-r are Rob, Kate, Roger – are behind him all the way, though I suspect George, 6, and Harry, 9 (sitting on the bike) will soon be elbowing the ‘old man’ out of the way for their own trials careers.

Pre-65 Feature Name Scottish 14

Rob rides round the editor... check out our Facebook pages to see the clip.

“This is a petrol cap..” well what else can you say... three blokes looking at a bike... maybe.

For my own amusement I tried a few hills in second and made the engine gasp, me too if I’m honest – things happen quite quick on a Triumph twin in second gear. Even pulling away from tickover, the bike didn’t feel like it would stall... how about a full lock turn, in third, on a bank? Yes, luckily, reading this is the first Team Bowyer will know of that particular test… though maybe Rob would have been able to cope with such abuse to the bike and pull off a third gear turn. Though there were no typically Scottish sections in Cheshire there were enough differing types of going to realise why Triumph twins are doing a bit of winning these days.

All in all? A well put together motorcycle, ridden by someone who knows what they’re doing. Is it trick? Not hardly.

Fitting the exhaust system in was tricky.

Without whom...

Chatting about the Triumph, it became clear that there were a number of people involved in the project – Rob’s dad for one and Frank Bourne for another.

Though Roger is a long time motorcyclist, his motorsports career centred on BriSCA F1 stock car racing with 454ci V8 powered cars (454ci equates to 7439cc... yes, seven and

a half litres). These cars can shift and, racing on speedway-type tracks, I pondered the theory they’d always be turning. Roger admitted there wasn’t much time when they were going straight. Quite a drop to the slower trials world then.

Roger and Frank retired from the car scene at the same time, and decided to try the then-new pre-65 trials

scene with a couple of Triumph Tiger Cubs. Frank apparently said: “Get a Cub, pull it all apart and I’ll tell you what you need to do.”

They had a couple of years on Cubs, then moved on to twins as they’re such fun to ride. Rob rode modern trials at the time and tried the twin now and again, then suddenly found he was riding it exclusively.