Classic Trial Magazine Issue 26 Autumn 2018

• MOTORCYCLE • CYCLE • SIDE-CAR • CLASSIC • COMPETITION • FEATURES • www.trialmaguk.com

Issue

26

CATCH UP

BERNIE SCHREIBER CLASSIC EVENT

PROFILE

GUSTAV FRANKE KIT MACHINE

AUTUMN 2018 Issue 26 • UK: £6.25

HIGHLAND TWO DAY MILLER HONDA HERITAGE

KIT MACHINE HIGHLAND

SPECIALS

sidiselect.co.uk

Photo credit: Trials Media

sidisportsuk

RAGA LIMITED EDITION

TRIAL ZERO

The official Sidi Trial Zero limited edition Adam Raga replica boots are available now! The Trial Zero is built to conquer any obstacle, just ask the multiple time world champion. The perfect balance of protection and flexibility, the Trial Zero is the only thing you need to nail every jump and drop. Don’t miss out on this iconic replica, get yours now!

1966 SSDT – Gustav Franke (Zundapp-DEU) Credit: Brian Holder

Cover Photo: Bernie Schreiber (SWM-USA) 1983 WTC Belgium Picture Credit: Mauri/Fontsere Collection and the Giulio Mauri Copyright © 2018 CJ Publishing Ltd. All rights reserved. No part of this publication, even partially, may be reproduced or transmitted in any form or by any means without the prior written consent of the publishers.

All copyright of images/content remains that of its photographer/author. Every effort has been made to gain permission to publish copyright material however, where efforts have been exhausted, we have published on the basis of ‘Fair Use’ to comment factual based material where by its use is not central or plays a significant part to the entire publication but to act as an aid for historical and educational purposes only. This publication is offered as a limited print run. 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. Documents submitted for publication will not be returned. The editor reserves the right to modify documents accepted for publication.

contents REGULARS

News �������������������������������� 6 Editorial ��������������������������� 8 Paddock ������������������������� 10 Shopping ������������������������ 12 Subscribe ����������������������� 40 Poster ����������������������������� 49 Back Issue’s �������������������� 68 Shop ������������������������������ 80 Parts Locator ������������������� 90

FEATURES

What’s the Story?............. 14 1981 WTC

Flashback........................ 18 Bernie Schreiber

New Models..................... 24 Showroom 1978

Profile............................. 28 Gustav Franke

Archive............................ 42 1964 – 1975

Specials.......................... 54 Made in Holland

Sport............................... 60 Kia Championship

Classic Event................... 64 Highland Two Day

Kit Machine..................... 70 Miller Honda

Heritage.......................... 76 Talmag Trial

Mystery Machine.............. 82 Heuser Trials

Let’s Travel...................... 86 Andorra

International ������������������� 92 1978 World Championship CLASSIC TRIAL MAGAZINE IS PUBLISHED BY CJ PUBLISHING LIMITED 48 Albion Road, New Mills, High Peak, Derbyshire, SK22 3EX. UK Telephone: 01663 749163 Email: england@trialmag.com CJ Publishing Limited is a Company Registered in England Number: 5947718

Co-Managing Directors: John Hulme and Charles Benhamou

ISSN: 2049-307X

Mail order: www.trialmaguk.com, www.trialmag.com

Executive Director: Philippe Benhamou Editor: John Hulme, england@trialmag.com Editorial Staff: Jean Caillou, Matthew Heppleston, Heath Brindley, Justyn Norek Snr, Justyn Norek Jnr, Nick Shield.

Photographers: Barry Robinson, Malcolm Carling, John Shirt Snr, Colin Bullock, Cyrille Barthe, Eric Kitchen, Alan Vines, Toon van de Vliet, Mauri/Fontsere Collection and the Giulio Mauri Copyright, The Nick Nicholls Collection at Mortons Archive, Don Morley, Motorcycle News, Brian Holder.

Advertising Manager: Lisa Reeves, lisa@trialmag.com Proof reading: Jane Hulme, Davina Brooke Design and Production: Dean Cook, The Magazine Production Company Printing: Buxtons Press Webmaster: Heath Brindley, www.trialmaguk.com

NEWS

2019: MAKE A DATE The Classic Dirtbike Show, the annual off-road and road-racing show returns to Telford International Centre on Saturday and Sunday, February 16th and 17th 2019. Come and dig out classic dirt bike machinery galore. From parts and spares to accessories, riding kits and motorcycle projects — if you’re up for a challenge.

Clubs and private entries will pack into the venue once again to display a fascinating collection of off-road machines. The outdoor Autojumble, starting at 9.00am, will be overflowing with bargains for you to get your hands on.

The exclusive three-course, sit-down dinner will be served on the Saturday evening and is expected to be another memorable occasion where guests can wine and dine with off-road legends for just £33. Between each course the dirt bike stars will recount tales of their adventures. Why not join them for dinner?

Check back to www.classicbikeshows.com for further information coming soon. As always Classic Trial Magazine will be in attendance, as will be the major players on the trials scene.

FLAGS: A TRIALS INSPIRED BOOK Photographer and former Trials rider Joshua Turner is releasing a book inspired

by Motorcycle Trials. Having competed in various clubman events held by the likes of Manchester 17, Macclesfield Trials Club and Staffordshire Moorlands from 2007 to 2015, Joshua is the third generation of Trials riders to come from the Turner family.

Trials has had a significant effect on Josh’s development as a photographer, particularly in the inspiration for this book. The recurring theme of his work is the relationship between the individual and the landscape which, although a vast subject, has a personal significance due to the influence from riding Trials.

The photobook is called Flags, taking its name from the objects used to mark out sections. Josh photographed the field where he learnt to ride a motorcycle to tell the story of how Trials riders develop a deep connection with the landscape which comes from using the motorcycle to navigate the various terrain.

The book will contain approximately 30 pages, with 17 large-format film photographs. Josh has also chosen four images where he used to mark out sections when he first started riding; the sections are printed on to tracing paper and laid over the photographs of the sections. Please show your support for a fellow Trials rider and upcoming photographer by pre-ordering a copy of Flags.

To do so follow the link to Josh’s crowdfunding campaign on Kickstarter: RCM TrialMag Dave Cooper Trial Mag 0817.pdf 1 14/08/2017 22:51 www.joshuaturnerphoto.format.com/kickstarter

C

LEVEN VALLEY TWO DAY TRIAL 2018 The Leven Valley Two Day Trial, new for 2018, promoted by the Kinlochleven & District Motorcycle Club, is proud to announce that Sammy Miller has donated a trophy to be awarded to the winner. Sammy Miller needs no introduction, with a long and successful sporting career in the Highlands from his winning years at the Scottish Six Days Trial on the four-stroke Ariel to 1965 when he changed the face of world trials forever with the win on the two-stroke Spanish Bultaco.

Also making a return to his old hunting ground will be ‘Magical’ Mick Andrews who won the Scottish Six Days Trial from 1970 – 1972, he will ride a twin-shock Ossa in the event.

Martin Murphy: “This is a huge honour for the club and the event to have Sammy Miller donate this magnificent trophy. Having Mick Andrews riding on the Ossa will allow many people to relive what were very special times in trials. The interest in the trial continues and we look forward to seeing you all in Kinlochleven on the 29th & 30th September 2018”.

For more information please visit the website: www.kinlochlevenmcc.co.uk 0116.pdf 1 15/01/2016 19:17

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CLASSIC TRIAL MAGAZINE 2018 • ISSUE 26

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TRIALS GURU JOHN MOFFAT

And now for something completely different…

I have to admit that my main sport and pastime has always been motorcycle trials in whatever guise, be that modern, Pre-65, twin-shock or whatever. But being a motorcycle enthusiast it opens up a wider world of sport and for me that has to include scrambling or motocross, whatever way you wish to label it.

Last December I was invited to help the like-minded enthusiasts who went on to form the Galloway Motorcycle Club to organise the Drumlanrig Grand National, which took place on 13-15th July. No ordinary venue either, because Drumlanrig is a castle situated on the Queensberry Estate in Dumfries and Galloway! The category A-listed building is the home of the Duke and Duchess of Buccleuch and Queensberry. They were going to race motocross in the grounds!

My main contact was John Fleming, the son of a Glasgow motorcycle dealer who has competed in motocross since a youth and someone I watched racing over the years when I went to spectate or work at motocross events in Scotland. His father knew my father, the connection continues.

So how would I get involved?

The phone calls increased over time and the answer was simple, they wanted some publicity and someone to handle the interview with their guest of honour. I asked John Fleming: “who have you got in mind” John replied: “Brad Lackey”.

I replied: “What ‘THE’ Brad Lackey, the world motocross champion?”

He replied: “Yip”. I couldn’t refuse.

Coupled to that they wanted a Galloway Gathering of past Scottish Champions and folks from the sport to have on the Saturday evening in a huge marquee tent and would I host that?

Hold me back, I’m in there! It was nothing short of awesome; the interview with Brad on the Friday evening went down so well, you could hear a pin drop; they hung on his every word. The ‘gathering’ was terrific too with many of the old-school riders being interviewed by yours truly, it was very well received. In the words of Graham Milne: “it brought the crowd closer to the riders”.

To crown it all, Brad told me on the Friday

8

that he was so taken with the track that he had asked if he could do a lap of honour and do a queen-like wave to the crowd.

The organisers said it was possible, but he had to ride slow. I suggested an upgrade, why don’t we get some well-known riders to do a parade behind Brad; he thought that was a ‘neat’ idea. Before I knew where I was I had the following former champions and stars on borrowed motocross machines: Vic Allan; Roy Black Jnr; Billy Edwards; Tony Caig; Willlie Wallace; Willie Simpson; Mark

Fulton and even North West 200 winner Glenn Irwin out on a gaggle of Maicos, CZs, Hondas, Bultacos and a JAP Metisse. The crowds loved it!

The icing on the cake was on the Sunday, when Brad came up on my blind-side and presented me with a copy of the book he wrote with Len Weed, ‘Motocross Techniques, Training and Tactics’, inside it read: “To John, thanks for the chat – Brad Lackey #82”.

Dude – You are the man!

CLASSIC TRIAL MAGAZINE 2018 • ISSUE 26

PADDOCK CAUGHT ON CAMERA

FLASHBACK

PARADISE

HAPPY DAYS

LETS RACE

10

RATHER RUDE

RACER

REPLICA

OBSERVATION

TEAM TRIALS

CLASSIC TRIAL MAGAZINE 2018 • ISSUE 26

PADDOCK CAUGHT ON CAMERA

KETTLE'S ON

SUMMERTIME 76

WATERSPLASH

THREE

WHICH LINE

CLASSIC TRIAL MAGAZINE 2018 • ISSUE 26

WATCH AND LEARN

NOSE TO NOSE

THIS WAY

11

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MAKE Technical AND MODEL NUMBER Hebo 2.0 Adult Boots www.apico.co.uk SPECIFICATIONS

Motor Single cylinder 2-T water cooled – 272cc (76 x 60) Carburettor 26mm Ø Dell’Orto flat slide (These will be fitted to the production machine) Gear-Box 5 speed Clutch 12 plate Cycle Parts Frame 6063 specification aluminium CNC machined Front Suspension Ø 40 mm Marzocchi aluminium Rear Suspension Ohlin’s Shock-Absorber Brakes disc Ø 185/150 mm - AJP 4 and 2 piston callipers.

Dimensions Seat height: 665 mm; Footrest height: 330 mm

Dry Weight 60 kg (subject to confirmation) Fuel capacity 3.0 Litre.

Price £5,995

Price2018 includes VAT. Price correct at time of print.

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CLASSIC TRIAL MAGAZINE 2018 • ISSUE 26

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MAKE AND MODEL NUMBER SPECIFICATIONS

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Dimensions Seat height: 665 mm; Footrest height: 330 mm

Dry Weight 60 kg (subject to confirmation) Fuel capacity 3.0 Litre.

Price £5,995

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CLASSIC TRIAL MAGAZINE 2018 • ISSUE 26

13

WHAT'S THE STORY? WTC 1981

Photo: The Mauri/Fontsere Collection and the Giulio Mauri Copyright archive

14

CLASSIC TRIAL MAGAZINE 2018 • ISSUE 26

WHAT'S THE STORY? WTC 1981

Lost in the crowd

1

980 was a year of change in the trials world as Bultaco were in significant financial difficulties and the world was watching the Spanish manufacturer. Now based in Thames Ditton, near London, its factory supported rider Bernie Schreiber and he had some tough decisions to make.

With the factory doors closed at Bultaco, Bernie was approached by Italian Pietro Kuciukian who was the team manager of SWM. He wanted to buy a Bultaco and support him to ride it on the understanding he would move to SWM for the 1981 season. He declined the offer, to take up an opportunity at the Italian

CLASSIC TRIAL MAGAZINE 2018 • ISSUE 26

motorcycle manufacturers Italjet. He moved to the green machine mid-season in 1981; a blue Bultaco painted a different colour, winning the last four rounds of the FIM World Trials Championship. Overnight the American world champion from 1979 became a development rider!

Leopoldo Tartarini, the owner, was full of ideas and he believed Schreiber was the best and could win on any machine. Italjet were new to the trials game, and soon Bernie realised he couldn't win on his own and that he also needed a good machine.

This picture from the Mauri/Fontsere Collection and the Giulio Mauri Copyright archive sees Schreiber arrive at the opening world round in Spain 1981.

The Spanish public are motorcycle enthusiasts at heart and wanted to see just how good the new combination of Schreiber and the Italjet was. In a poor season beset with problems, the American dropped to sixth in the FIM World Championship in a challenging year. In 1982 he would move to SWM under the guidance of Pietro Kuciukian.

15

FLASHBACK BERNIE SCHREIBER

Boots Back On THE

ARE

In early 2017 I made the short-haul flight to Barcelona in Spain for a round of the FIM X-Trials World Championship at the magnificent Palau Sant Jordi Stadium. It was a very special occasion as the Barcelona Indoor event also celebrated 40 years. The organisers had invited many people associated with the event in its long history, including one of my all-time favourite riders Bernie Schreiber. As the only American World Trials Champion, he is still as popular now as he was back in the day. I had last seen Bernie speak at the Scottish Six Days Trial in the mid-eighties but, as I glanced across to a table of activity, there he was, as busy as ever, signing autographs for an excited crowd reminiscent of the days when he was contesting the world trials championship. Nothing had changed. Yes, he was a little bit older, but as we shook hands, it was as though time had stood still.

Words: John Hulme • Pictures: Francesco Rappini, Eric Kitchen, Yoomee Archive, Claudio, Toon Van De Vliet, Mauri/Fontsere Collection and the Giulio Mauri Copyright

18

The dream team at the Nostalgia trial 2018: Bernie Schreiber (USA), Yrjo Vesterinen (FIN) and Manuel Soler (ESP).

CLASSIC TRIAL MAGAZINE 2018 • ISSUE 26

FLASHBACK BERNIE SCHREIBER

With the sun on his back and a Bultaco between his legs Bernie loved his time in Spain.

At the 1977 Scottish Six Days Trial chatting with ‘Captain’ Eric Hooke.

I

next came into contact with Bernie in Toulouse at the 2018 X-Trial, where he told me he had been invited to travel to Great Britain to compete in the Bultaco Reunion Trial run by the Westmoreland Motorcycle Club. As many of our readers will tell you, they had a fantastic day at the event as for the first time in many years. He was back riding with his fellow works riders and meeting with his many friends he had made over the years.

After the event, the Classic Trial Magazine office telephone rang many times, and we received emails endorsing how good it was to see Bernie back with the boots on and riding in trials. For those who want to know a little more about Mr Schreiber, read on!

1980: Chewing the fat with, left to right: Ulf Karlson and Yrjo Vesterinen

Come and have a look The introduction to the ‘Dirt’ took place after a friend of his father suggested they come and watch his son on his trials machine. Both Bernie and his father were excited at what they had seen, and a converted Kawasaki 90 was soon entered in a competition, and he beat his friend’s son to finish seventh. It was now a life of trials at the Schreiber household.

The next step was to a Bultaco Lobito 125cc in the early 70s, and soon the success came along. He had the trials ‘bug’. In Los Angeles, the largest Bultaco dealer, soon offered him a contract to compete in trials on a more professional level. As with many of the Spanish factories at this time, they would send representatives to help them develop the trials market, and the USA was no different.

He impressed Bultaco enough to be offered the opportunity in 1977. As a 17-year-old he travelled to Europe to compete in the FIM World Trials Championship. After the long-haul flight across the water, he arrived in Brussels to be met by the Belgian Bultaco importer Marcel Wiertz — he was wearing a tee-shirt in the cold of February.

Speaking in American/English, communication immediately became a problem and the cold, wet weather was not what he had anticipated. After a few days of adjusting to the climate, it was straight into a trial.

His first event was typical of the European trials scene at that time of the year with cold weather and muddy conditions greeted by many trials fans who lined the hazards to watch the American in action on the Bultaco.

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The move to the painted green Bultaco was a difficult one.

19

FLASHBACK BERNIE SCHREIBER

A second place at the opening round of the 1982 FIM World Trials Championship in Spain was repeated in Belgium at Bilstain the following week.

Seen here at the Spanish world round in 1981 which opened the season, his form would soon desert him and the Italjet.

At the famous steps on the Adda River banks in Italy 1981 where the tyre testing between Michelin and Pirelli was usually done, with the SWM with the clear winner and, as we know, Michelin.

Sunshine please

Should I stay or should I go?

As the world championship season arrived so did the sunshine, and he loved his time in Spain. After struggling in the cold and wet opening rounds in Ireland, Great Britain and Belgium, he showed his full potential to come home third in Spain with the sun on his back, making him very happy. Bultaco was pretty pleased too.

One week later at Sancerre in France, he was fifth and then took second in Germany, and finished his first season in seventh position overall.

Living away from home at such a young age was difficult. Imagine; no mobile phones and you are living in Europe. Some kids find it tough in 2018.

Offered the opportunity to stay in Europe with Bultaco, he took it and knuckled under in the cold and wet once again at the opening rounds of the 1978 season. It was tough, but he was learning all the time. With only a few points to show for his efforts and no points scored in Belgium the breakthrough would come in France at round four. In a dry competition, which featured many turns and rocks, and with the sun shining on his back once again, it felt very much like his American home. He won a very tough trial parting with over 100 marks lost. He had arrived!

Next, it was Spain some 15 days later at the home of Bultaco. Many of the workforce had come along to the event to watch their new American star in action against their other factory supported riders including the 1975 world champion Martin Lampkin with his brother Alan, the defending world champion Yrjo Vesterinen and its top Spanish rider Manuel Soler.

The main man, Mr Bulto, the owner of the factory, came along for what he considered the most important trial of the year. Disillusioned after the opening three rounds, the confidence soon came back in France, and, in Spain, he smashed it with another win on a very emotional day for himself and the Bultaco family. Winning two more rounds, one on home American soil and the other in Italy, it lifted to him to third overall in the championship at the end of the year.

He now knew what was needed to win the title, but again it was a tough start to the year in Ireland after he retired with bent front forks. With a poor showing in Great Britain, he was still questioning whether he should stay in Europe or return home.

Vesterinen was putting up a tremendous fight for the title, but for Bernie, the saviour to the series came in Spain with his first win of 1979.

As he found his form, Vesty’s deserted him and history was made with the first American world trials champion. How good does that sound? Bernie and Bultaco were delighted. At the age of 20, he was a World Champion. He had achieved his goal.

With the world championship win came the sad news that Bultaco was in significant financial difficulties. His machine was already well developed, and the factory competition service and development had already been transferred to Comerfords in Thames Ditton, near London, where he was living. It was Comerfords that helped him to continue for the season.

20

Talking with his new team manager at SWM, Pietro Kuciukian. The first SWM victory would come in Great Britain.

Despite the rain and snow it’s a confident Bernie in the 1982 SSDT.

Times were changing in trials and the other European manufacturers such as Fantic, SWM and Italjet wanted a piece of the action. Pietro Kuciukian, the team manager of SWM, offered to support him on a Bultaco on the understanding he signed for SWM at the end of the year. He had only ridden Bultaco machinery and was unsure what to do. The Bultaco factory situation had escalated when the factory doors were locked, and at round nine in Switzerland, he parted with the Bultaco for an Italjet which was a Bultaco painted green, literally!

Many Bultaco parts were used to make the machine including the frame, cylinder barrel and piston, exhaust, suspension and wheels. He became a development rider overnight which was all new to him, but Leopoldo Tartarini, the owner of Italjet, was full of ideas. He believed Bernie was the best and could win on any machine. Italjet were new to trials, and now the American realised you also need a good machine to win, and the ‘Green’ machine was not that. Leopoldo Tartarini looked after Bernie, and he always delivered what he promised, it was a good experience, and he learned a lot while at Italjet.

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FLASHBACK BERNIE SCHREIBER

The 1982 Scottish Six Days winner Bernie Schreiber. If you look closely at this picture you will see the Classic Trial Magazine editor John Hulme as the next rider up the ramp!

Staying italian Once again it was a tough season in 1981 riding an Italjet that was still under development, and his results suffered. With three non-scoring world rounds, he slipped down to sixth in the world, and he began to lose confidence. He questioned his ability and tried amongst other machines a production Montesa which was better in his opinion than his factory supported Italjet.

Before the American round, he announced the relationship with Italjet was over. Tartarini did not want him to leave as they had just started to sell the production Italjet, but he knew he had a short career and that he could not continue on an underperforming machine.

In a year of surprises, Frenchman, Gilles Burgat, won the world title on an SWM. Once again, he was in contact with Pietro Kuciukian. He signed for SWM and had a machine he knew he could win on. He started the 1982 season on a high after a very successful indoor season.

The outdoor season started well as he and Belgium’s Eddy Lejeune on the Honda battled for the world title. In May, he won the Scottish Six Days Trial, another first for an American rider. Life was good. Eddy eventually won the title, the first of three consecutive ones, on the four-stroke Honda on which he was very confident in his riding.

SWM had been developing a new more powerful machine, the 'Jumbo', with Martin Lampkin. The old SWM 320 was more technical to ride than the Bultaco or the Italjet, but the engine was not quite as powerful.

Riding styles were changing with a new generation of riders arriving in world trials. Tighter turns and more significant steps were appearing which needed brutal power from a trials machine.

He started 1983 with a win on the new machine in Spain. The next three rounds were all wet and muddy events and, in truth, Lejeune on his Honda were incredible in these conditions. The team continued to develop the ‘Jumbo’ model making progress along the way. His fellow SWM team rider, Thierry Michaud, from France, was a much better development rider than Bernie, and he knew exactly what was needed.

At the same photo session; things do not always go to plan!

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Schreiber rode the SWM in the Torino Indoor and the Autodromo Trial in Monza Italy enjoying a successful indoor season.

In 1983 at a photo shoot for SWM. This test session was close to Domodossola, the birthplace of his fellow SWM team rider Danilo Galeazzi. The picture session was held by Gulio Mauri in order to get the right shots for an SWM poster (Schreiber) and an Alpinestars advert (Galeazzi).

Jumping back down the famous big step at Bergamo 1983 in the Italian world round.

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FLASHBACK BERNIE SCHREIBER

You can see the physical size of the SWM Jumbo model in this picture from Olot in Spain in 1984. The last world round win for the Italian manufacturer would come a little later in the year in Germany.

In 1985 he would make a move to Garelli, but on an uncompetitive machine he was paid not to ride it and the season was written off.

Here we go again Once again, financial problems with manufacturers affected Bernie’s career. He would now be riding for ‘Team KK’. SWM was in similar difficulties to Bultaco several years before in the fact they had the machines, the riders, the structure but no money Italian Pietro Kuciukian would create and finance his team for 1984 as the doors finally closed on SWM production at the factory in Italy.

The two K's in Pietro's surname became that of his team. Despite two world round wins, he finished the season on the final step of the podium. He knew it was getting harder to win and it was affecting his confidence. The combination of Honda and Lejeune was the man to beat, and Michaud had started to win world rounds, making him a very serious challenger for the world title. With no future at SWM as a result of the financial problems, he would have to look elsewhere for a ride in 1985.

He would make a move to Garelli but, on an uncompetitive machine, he was paid not to ride it and the season was written off.

1986 would be his last full season in the world trials championship when he paired up with Gilles Burgat in a Yamaha France supported two-man team to finish seventh overall.

He would finish his career at the end of 1987 with one last national title in the USA on a Fantic. After a life in trials, he became European Sales Manager for the American equipment company Malcolm Smith Racing. After that, he moved to Alpinestars before transferring at the beginning of the millennium to Tissot, a traditional Swiss watch company. Bernie left in 2010 to take a year's sabbatical and soon returned to the Swatch Group under the high-end Omega brand to develop their global golf platform.

Since 2017, Bernie has been pursuing new projects and working independently. Now a dual Swiss/American citizen he resides in Zurich, Switzerland with his family.

Back on an SWM at the 2011 Ventoux Classic Trial in France.

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Bernie Schreiber

Born: 20 January 1959 in Los Angeles, California, USA. Factory rider for Bultaco, Italjet, SWM, Garelli, Yamaha, Fantic. Successes: World Trials Champion 1979 with three Vice World Trials Champion in 1980, 1982 and 1983; 20 World round wins and 48 podiums. Winner SSDT in 1982. USA Champion in 1978, 1982, 1983 and 1987. Bernie is also in the American Motorcycle Hall of Fame.

Back in good old Great Britain with Alan ‘Sid’ Lampkin at the Nostalgia trial 2018.

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SHOWROOM 1978

Time for change

YRJO VESTERINEN

Winning three FIM world titles from 1976–1978 the Finnish rider kept the Bultaco name in the limelight, giving it a superb global sales platform. This picture from 2012 has ‘Vesty’ with his 1978 world championship winning Bultaco.

From the moment Sammy Miller moved to Bultaco in 1965 the wind in the sails of the Spanish Armada meant they just got stronger. It seemed that they had it all their own way from that day on. The Japanese interrupted proceedings in the early eighties but to be honest if you wanted to win in the seventies you had to be on a Bultaco, Montesa or Ossa. With financial problems just around the corner for them, as seen with Ossa, and the Japanese selling off what was a majority of old stock the Italians started to take note of an opening in the trials market place.

Bultaco and Montesa were still developing new models but for Ossa it needed an injection of government money to continue with production. The Japanese, as has been well documented, didn’t get the production models quite right to mount an attack to the big three, but in Italy and with strong moped sales they had the finances to develop, manufacture and sell a new breed of trials motorcycles.

Article: Yoomee • Pictures: The Beamish Suzuki Owners Club, Beamish Suzuki, Bultaco, Fantic, Gollner Kawasaki, Honda, Montesa, Ossa, SWM and Yamaha.

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BULTACO

Having won the world championship, first with Martin Lampkin in 1975 and then with Finland’s Yrjo Vesterinen, their success continued with Lampkin’s ‘Scottish’ victories. With refined models rather than drastic changes, updates were introduced and the machines actually sold themselves to the expert or clubman rider.

Recommended Retail Price RRP: January 1978: 250, £739.83; 350, £839.70 (incl. VAT).

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SHOWROOM 1978

BEAMISH SUZUKI

With a very smart business head on, the Beamish organisation secured a huge number of the Suzuki RL models. These were stripped down and the engine and suspension were then fitted in the superb Mick Whitlock fabricated chrome frame.

The RL 250A was the model to be replaced by the yellow Beamish models. After a relatively slow start in sales the move to the yellow 325cc and 250cc models proved to be very popular.

RRP: January 1978: RL 250A, £780.84 (incl. VAT).

December 1978: RL 250Y, £899.64; RL 325Y, £1,026 (incl. VAT).

FANTIC

When Don Smith was seen talking with the Fantic Vice-President Henri Keppel at the London Show it was maybe time to put two and two together.

With success in Enduro and massive sales of smaller mopeds they wanted to move into the trials sector. With a 125cc machine available it was later announced that Don Smith would start to organise trials schools and promotional days.

RRP: September 1978: 125, £729 (incl. VAT).

GOLLNER KAWASAKI

After securing a deal to purchase unsold KT 250 Kawasaki trials machines Bob Gollner commissioned frame specialist Wasp to fabricate a new chrome frame for the machines. The fitting of the KT model cycle parts turned them into a very competitive machine, and they proved very popular in the south of the country.

RRP: January 1978: 250, £779 (incl. VAT).

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SWM

Along with Fantic the Italians had most certainly arrived on the trials scene with the new Rotax powered SWM TL 320. Cliff Holden along with son Roger became the first dual machine importers as they were also the face of Ossa in the UK. The SWM was sold as a premium product and came at a premium price, as it was recorded as the first trial model in the UK to top the £1,000 price mark.

RRP: April 1978: TL 320, £1,048 (incl. VAT).

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SHOWROOM 1978

MONTESA

Very much a brand in demand, as Jim Sandiford continued to keep the sales of the Spanish machines very buoyant indeed. The UK importer was still pushing the sales charts to the limits as the Cota 348 still proved very popular.

With a range that included the schoolboy Cota 25, available with a manual and automatic clutch, the Cota 123 and 172, the mainstay Cota 247 and the Cota 348, Montesa had a machine range to suit everyone and every pocket.

RRP: February 1978: Cota 123, £625; Cota 247, £699; Cota 348, £865 (incl. VAT).

OSSA HONDA

The TL 125 was still available. With its bullet-proof, four-stroke engine it proved very popular as an entry level competition model. Upgrade kits were available from Sammy Miller Motorcycles.

RRP: February 1978: TL 125, £479 (incl. VAT).

With a threat of closure looming the Spanish Government injected £600,000 into the company to save the 450 jobs of the workforce. UK importer Cliff Holden gave a huge sigh of relief when the export manager Augustus Newton called him to say he would have production machines. A batch of 250 and 350 trials models was soon in the UK, and the return of Mick Andrews to the fold helped to boost sales in April.

RRP: February 1978: 250, £699; 310, £725 (incl. VAT).

YAMAHA

Along with the Honda TL the Yamaha TY range were all bullet-proof machines and produced with good high-quality components, which in many cases put the rival Spanish manufacturers to shame. Along with Mick Andrews a certain John Shirt Snr had seen how well the Beamish Suzuki conversions had sold, and by the end of the year we would see the first Majesty conversions appear.

RRP: January 1978: TY 80, £330; TY 175, £655; TY 250, £790 (incl. VAT).

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CLASSIC TRIAL MAGAZINE 2018 • ISSUE 26

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PROFILE THE FIRST WINNER

The article was originally printed in the German Trialsport magazine produced by Hans Greiner.

After speaking with him we both agreed it needed to be seen in Classic Trial Magazine. John Hulme: “I would like to thank Hans for this; he, like myself, is a true trials enthusiast”.

THE

Gustav Franke

STORY With Spain’s Toni Bou breaking the history books year after year we decided to turn back the clock to the very beginning of the Trial World Championship story. It was not until 1975 that the FIM sanctioned the championship that runs in the present day, but who was the very first winner? It was German rider, Gustav Franke.

Words: The author of this article is Steffen Ottinger, with the translation by Matthew Heppleston supported with words by John Hulme. The article was originally printed in the German Trialsport magazine produced by Hans Greiner.

Pictures: Trialsport – Hans Greiner, The Nick Nicholls Collection at Mortons Archive, Brian Holder.

Archive: Gunter Sengfelder and Gustav Franke.

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G

ustav Franke is Germany's most successful trials rider of all time. In the 1960s he was recognised, in addition to Sammy Miller and Don Smith, as one of the best in the world.

Gustav Franke first saw the light of day on December 4th 1937 in Neudorf, near Grottkau in Germany. At the age of six-years-old he was deported with his parents and three siblings to Silesia, and the family moved into some barns near Furth.

Boxer or rider In their new homeland, Gustav learned the profession of a car mechanic. Later he found his way to motorsport. "I originally wanted to be a boxer, but my mother did not allow this", he reported with a wry smile. His big new goal then was to have a motorcycle. He saved diligently, and in 1953 acquired a 125cc Hercules with an ILO engine.

In 1957 he competed firstly in smaller competitions such as the ‘Solidarity Trial’ hosted by the Vach Motor Sports Club on a 175cc Puch.

On May 1st 1960 Gustav won a gold medal at the second Aischgrunder reliability trial. A few days later he took part in the ‘Bavarian Mountains Trial’.

There were already excellent riders in Germany such as Lorenz Specht, not to mention a few others such as Volker Kramer, Gunter Sengfelder and Siegfried Gienger at the start. By mid-June, after the fifth Rother Area Trial, he finally stood on the podium of a high-profile trial event. He finished in third place in his class with a 196cc Ardie.

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PROFILE THE FIRST WINNER

1960: Bayern’s Berge.

First trials victory in the Bavarian mountains Bayrischzell, in rural Bavaria, would be a good trials ‘patch’ for the young lads used to living in barns. He purchased a 250cc Zundapp from Hans Schlicht, and his first notable victory came on April 22nd 1961 at the third Bavarian Mountains Trial.

The Automobile Club Munchen, under its Sports Director Wiggerl Kraus, organised his next event and he prevailed against Erwin Schmider, Richard Heßler and Hermann Bitzer, who were already well known German trials riders.

After the second-to-last trial of the German trial championship in late July 1961 Gustav Franke was third overall in the over 200cc machines class, and over the course of the year, he would ride to other notable successes. Later, in March 1962, Gustav found himself close to Brussels near the village of Waterloo as one of the participants in the traditional trial ‘Lamborelle’ in Belgium, and Georg Weiß the Zundapp Motorsport Manager became aware of him. He was disappointed that he was not the winner of the expert class for up to 200cc machines but only the second-best German.

Three weeks later he won the international two-day trial of Holzkirchen, beating the reigning German champion Hermann Bitzer and the Swiss elite rider Ruedi Wyss. It was followed by more victories in Geroldseck, Schatthausen, the Westphalia-Lippe trial, and in Altdorf and Garmisch-Partenkirchen, as well as the two final rounds in Luneburg and Zirndorf.

During the afternoon of the 30th September 1962, Gustav Franke became the first German Trials Champion. For the first time during the 1960s, there were awards in three engine capacity classes: up to 100cc, 200cc, and over 200cc. Seven more national

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titles in the largest premier category followed until 1969 without interruption.

After a foot injury, he was once more leading the Zundapp team to the overall victory in 1971.

He continued his career on the international circuit in early March 1963 at the Belgian Lamborelle trial, the ‘Mecca’ of trial events on the European mainland. There he appeared in the final result in the top ten. Behind the legendary winner, Sammy Miller were three more British riders in the top six, David Clegg, Bill Wilkinson and Don Smith. Against the mighty Ariel of Miller, the three Greeves riders were unable to match Gustav Franke’s performance.

The passport tells its own story.

Privateer Victory in Montbeliard France Gustav entered two trials in France. In early June he went with Hermann Bitzer, from Saxony Grossheim near Stuttgart to Montbeliard. There they were the only German starters at the event organised by the MC Sochaux club, who also had entries from Belgians, Dutch and British riders in addition to the locals. More than 50 years later, Gustav told me about the unforgettable experience, recalling the following detail: "The rain of the previous day had left more than half a metre of swell in the river Doubs where a section was marked. It dropped off numerous steps into the deep water. I waded down the section in my leather boots as I was already soaking wet. Before the section ends, I felt a large high stone under the water. I asked the 18-year old Belgian rider, called Ickx, to stand on top of it so that I missed the rock, and this worked a treat". It was the same Jacky Ickx who later came to become twice runner-up in the Formula One World Championship, winner of the 1983 Dakar Rally and the Le Mans 24 hour. Unknown to many is the fact

1961 Westfalen-Lippe-Fahrt: The under-slung exhaust pipe can be seen on the Zundapp.

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PROFILE THE FIRST WINNER

1960: Bayern’s Berge.

that he began his motorsport career as a trials rider.

Gustav was the only rider to clean the section. In 36 sections he lost only 36 marks, but his riding partner Hermann Bitzer had to retire. It was the first foreign success by Gustav Franke. He finished in front of the Frenchman Claude Peugeot and the Dutch rider Henk Vink. Jacky Ickx finished eighth on a 100cc Zundapp. Gustav then took part at the end of the year in the traditional Saint-Cucufa Trial in the West of Paris.

At the beginning of 1964, in the middle of the winter on February 12th, the Zundapp team rode in the Belgian Namur Trial, the first round of the Challenge Henry Groutars Cup. This Cup was the forerunner of the future European and World Championships. Gustav Franke was there and caused a sensation. He won on only 14 marks

1962: Garmisch-Partenkirchen.

lost, relegating the Belgian Motocross Champion Roger de Coster and Don Smith to the lower steps of the podium. For the first time, a German rider had defeated the best of all the riders from the allpowerful United Kingdom.

Two weeks later the Zundapp team moved on to the famous trial at Lamborelle. About 100 riders had entered, but Gustav Franke won again ahead of Bill Wilkinson, Andreas Brandl and Don Smith. Don ‘Cigarette’ Smith, a chain smoker who even smoked during the competition, hit back in the remainder of the challenge. He won the French Clamart Trial on the first day of March, and three weeks later he reigned again in the Senne near Bielefeld in Germany. Brandl and Franke were well beaten.

Smith won the inaugural title of the international trials competitions, heading the overall standings followed by the 26-year-old Gustav Franke.

In Germany, as in the two previous years, Gustav was again the best, again in the premier over 200cc category and thus for the third time became the German Trial Champion. In the course of the year, he participated in numerous reliability rides, with success. At the end of the season, he was third in the German off-road championship in the 75cc. He also won an ISDT gold medal.

Dedication

1963: You can just see the changes to the exhaust on the Zundapp in this picture from the Lamborelle Trial.

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It would only be the people from his local town who knew of his dedication and his exceptional talent.

He trained hard, almost every day, not only on the motorcycle but also in the gym, improving both his fitness and condition. The diet was also tuned towards his sport. Furthermore, if he rode to the start in the rain, Gustav would already be drenched, and he would change quickly into dry clothing so that he could start the first section in attack mode, being both highly concentrated and ‘relaxed’. He also copied some tricks from the English.

In the winter months, when the terrain and the rivers became very slippery, he would look for outdoor shoes which offered maximum adhesion to these surfaces — and then put these soles onto his riding boots!

1966: Just look how far the front forks are pushed through the top yoke. The Zundapp was an ongoing development project supported by the factory.

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PROFILE THE FIRST WINNER

The trophy they all wanted to win. The Challenge Henry Groutars Trophy was the predecessor of the European and FIM Trial World Championships.

Gustav Franke takes on the ‘Trial King’ Sammy Miller As in the previous year, in 1964 he, along with his teammate Gunter Sengfelder and Andreas Brandl, went to Paris. On November the 15th they were at the start of the ‘13e A. M. S. C. Inter Trial de SaintCloud-Saint-Cucufa’. For Gustav Franke, it should have been his most significant success, where he succeeded for the first time in defeating the trials legend Sammy Miller. Certainly, Gustav had already made a name on the international trial scene, and Miller was at that time already a three-time winner of the Scottish Six Day Trial and had won the Lamborelle Trial in Belgium from 1959 to 1963. At the end of the event, he was in a tie-break situation with Miller, and he won the competition thanks to the better position in the last section with 160 participants from nine countries. It was like a bomb going off in the world of trials!

The challenge started again on February 21st 1965, back in Paris, this time in Clamart, all of 10km as the crow flies from Saint Cucufa — and he also won. This time confidently, in front of Bill Wilkinson, Alfred Lehner, Don Smith, Gunter

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In late March 1966 at a trial in the French Sancerre region his thoughts moved to participation in the internationally famous Scottish Six Days Trial.

Sengfelder and Andreas Brandl. 20,000 spectators watched the remarkable performance of the German Zundapp rider. A week later the next competition was held in Belgium, at Braine-le Chateau near Brussels. And, again, the winner was Gustav Franke, and he was followed home by his fellow countrymen and teammates Siegfried Gienger and Andreas Brandl. In the final result it was three Germans on the podium; behind the winner of the Henry Groutars Cup Gustav Franke were Andreas Brandl and Gunter Sengfelder, and in fourth place was another Zundapp rider, the Belgian Jacky Ickx.

During the rest of the season, Gustav won first the international trial Sancerre in the Loire Valley in Central France again, as well as many German national trials.

In 1966, he won for the second time the Challenge Henry Groutars Trophy, the predecessor of the European and Trial World Championships.

On October 3rd, the third season of the Challenge Henry Groutars Trophy began with the international trial of Westfalen-Lippe at Bielefeld. Because of a dispute after the 1964 event Zundapp had not received an invitation to compete at the factory.

However, Gustav Franke wanted to defend his cup, and so he had to attend. The expectations were high, and he duly won from Hans Cramer on a Maico. In the middle of November, the second event took place with the international Saint Cucufa Trial near Paris. This time the British shared the triumph among themselves. Sammy Miller, now on a Spanish Bultaco, won ahead of Don Smith and

33

PROFILE THE FIRST WINNER

SSDT 1966: All the way from Germany, competing in the most famous trial in the world.

SSDT 1966: Never mind the machine preparations, check out the traditional short pants!

Gordon Blakeway. Gustav struggled with an injury, and for his 13th place finish he received five points and defended the overall lead. The final event of the competition was on January 23rd 1967 in Dison, close to Liege. Don Smith won this contest, and Gustav Franke once again beat Sammy Miller who was only four marks behind. The second round was the decider, in front of more than 10,000 spectators.

Gustav won with 14 marks lost to Smith on 22 and Miller with 31. With this result, Gustav Franke won, for the second time, the Challenge Henry Groutars in front of Smith.

SSDT 1966: Unfortunately he crashed on the second day, hurting himself, and from then on he rode more conservatively.

34

Scottish Six Days Trial In late March 1966, at the trial in the French Sancerre region where he defended his victory of the previous year, his thoughts moved to participation in the internationally famous Scottish Six Days Trial. Carl Jurisch, who had taken part in this most historic of all trial competitions in 1938 as the first German, provided him with suspension units from his production line and Gustav was asked to test them. Finally, Gustav was able to go, and on May 2nd he started the event along with 200 other competitors. Unfortunately, he crashed on the

second day, hurting himself, and from then on he rode more conservatively — he above all wanted to survive the full six days. During the event, he had some technical problems with his Zundapp.

He was repairing the machine on every occasion, including secretly on the ferry crossings when all the passengers on board started to disembark. Don Hitchcock, from London, assisted him as he was one of the riders near him, and he helped him to fit a new flywheel.

In the end, he finished in a respectable 40th position. After more than 1,500 kilometres and 60 sections, he finished, losing 114 marks and winning the Best Overseas rider award.

Today, 50 years after the event, he told me in a long conversation: "Despite the terrible weather in the north of the island this was one of my most beautiful sports experiences. For a competitor, it has a special charm to compete in the Scottish Six Days Trial, but it is also a huge challenge”. Gustav Franke had earned many new admirers with his appearance in the SSDT.

European Championship Already, as a prelude to the 1966-67 season, he finished just behind Don Smith in some competitions, and this was followed on October 2nd in Oberiberg with the third International Swiss Alpine Trial where Gustav finished third to the local rider, Ruedi Wyss. Seven days later the second highprofile competition of the season took place in the Belgian municipality of Dison. Smith won again, and Gustav was beaten by his friend Gunter Sengfelder by a single mark to finish in third position. After a break of two weeks, he went to the Westphalia Lippe Trial close to Bielefeld. The first day counted for the championship. Andreas Banerjee won on the 100cc Zundapp beating Smith, Franke and Sengfelder in the process.

On April 9th 1967 the final round took place in Sancerre, France. After winning the two previous years, you'd think it would be an easy victory for Gustav Franke. But this time it did not go entirely to plan as the new young ‘Hotshot’ from Great Britain Gordon Farley had arrived; he was only 21 years old.

Gustav beat his long-time competitor Don Smith into third place, but Farley took the overall victory.

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PROFILE THE FIRST WINNER

SSDT 1966: With the engine hanging from the top tube, extra sump protection was added for the event.

Gustav Franke ended the international series in second position, followed by Andreas Brandl and Gunter Sengfelder. Gustav was already one of the most famous trials riders in France and Belgium, and in Clamart near Paris at the Lamborelle Trial.

As Gustav said; "The atmosphere at these events was overwhelming. Many sections were lined with thousands of spectators, and they appreciated every rider with a clean — no matter from which country he came he was showered by applause and deafening cheers”.

On October 1st the Championship returned to the same location of the fourth Swiss Alps trial as in the 1967-68 series trial which had been held in Oberiberg. The podium was a purely British affair, with Miller in front of Wilkinson and Smith.

Gustav Franke finished in fourth place. Sammy Miller, denied in previous years, riding his Bultaco won all five competitions. In the second event the international Swiss Franc Trial at Kronach some three weeks later he prevailed once again. Gustav finished fourth in the final ranking, and it went on to England after the trials in Dison and Clamart. There the European Championship final in Ashford, about 60 miles from London, took place at the end of April 1968. Gustav Franke once again proved his skills. In front of some 15,000 spectators, he rode a typically English course and cleaned 31 of the 40 sections.

With this performance, he became Vice European Champion. Before the final round, Gustav appeared again at the Lamborelle in Belgium as well as at two events in France. After his victories in 1965 and 1966 in Sancerre, he won there again.

Still Strong

SSDT 1966: All he wanted to do was survive the full six days.

SSDT 1966: During the event he had some mechanical problems with his Zundapp.

36

Oberiberg in the region of Schwyz in Switzerland was the opening trial of the European Championship in the 1968-69 season. On October 13th Gustav won his fifth Alpine Trial, losing only two marks and beating the local rider Ruedi Wyss.

He was highly motivated on November 3rd at his home GP near Bielefeld. Once again he was up against the foreigners on their Spanish machines as well as the Japanese Suzuki and Honda machines, and his goal was to beat them all. He continued to ride his Zundapp here, and he was narrowly defeated by the British riders Smith and Dennis Jones. In January 1969 he ended up in fifth place at the Belgian round in Dison. In the final classification of the Championship Gustav Franke finished fourth behind the British trio of Smith, Jones and Miller. In February 1969 at the Lamborelle and the international trial in Clamart, he had good rides.

At the end of the year in October, Gustav was near Kronach for the opening round of the 1969-70 European championship, and he finished seventh and was the best German rider. At the start of the penultimate lap between two sections, he fell from the motorcycle. Sammy Miller and almost all the other riders were relentless competitors but otherwise friendly and helpful, and after he crashed, they helped him to get going again on the Zundapp. With great pain and an enormous effort, Gustav rode to the end of the competition.

He was immediately taken to hospital after crossing the finish line and there was diagnosed with an open fracture of three metatarsals. Gustav was incapacitated for several weeks. It would be the 22nd February 1970 before he would return after the crash, at the international trial Clamart in

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PROFILE THE FIRST WINNER

Team 1966, left to right: Andreas Brandl, Gunter Sengfelder and Gustav Franke.

SSDT 1966: Don Hitchcock from London assisted him, he was one of the riders near him and he helped him to fit a new flywheel. At the end he finished in a respectable 40th position.

France. With a fourth-place finish behind Charlie Harris from Great Britain and French riders Claude Coutard and Christian Rayer, he was happy. At the end of August and for the third time in a row he was the winner of the international Alps Trial Cup.

The last time He was again at the start in the 1970-71 championship season. In October Gustav arrived at the event in Ebstorf, near Uelzen in the far north of the Republic. He showed that he had forgotten none of his trial skills. Contested over two laps of 22 hazards he finished in an excellent second place behind Mick Andrews on the Spanish Ossa.

In February 1971, he rode one last time in Clamart, near Paris, finishing fifth. At Sancerre in France, the scene of some of his great rides, he bid farewell to the championship with an unlucky second place. Gustav had the same score as the winner from Belgium, Jean Marie Lejeune, but lost on the most-cleans tie-break.

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In 1968 motorcycle trials in Europe attracted a huge amount of public interest.

On the last day of May, he had to beat the up-and-coming young Germans in the Swiss Oberdiessbach Trial near the capital Bern at a European Championship round. Felix Krahnstöver and Reinhard Christel were better placed in the end.

Gustav, after a long and extremely successful period, at the age of 33, handed the reins to his German comrades, all in their early twenties. But neither they nor their successors were ever again placed in the top flight of international trials the way he had been. His appearance in Switzerland and the final round of the championship announced the end of his international career. Gustav Franke had paved the way in the British-dominated sport for strong Belgian, French, Dutch, Swedish and Swiss riders. He was highly respected by his great rivals Sammy Miller, Don Smith, Bill Wilkinson and the Zundapp factory team of Andreas Brandl and Günter Sengfelder. All had passed their best in their careers, however, and Zundapp had ceased to produce trials machines.

Concentrating hard on the Zundapp in Dison, Belgium in 1968.

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PROFILE THE FIRST WINNER

Gustav Franke, seen here on the right with Gunter Sengfelder, is Germany's most successful trials rider of all time. This picture is from the superb Morton’s Archive taken

by Nick Nicholls at the 1968 European round in Great Britain.

The Best It must be noted that Gustav Franke was the best German trial rider of all time. At the same time, he was the only one who, in the 1960s, suggested that the seemingly all-powerful British could be beaten in competition and so became one of the best in the world. As already mentioned, he won a title even in 1971 when he became, for the ninth time, a German trials champion with the Zundapp before he ended his active trials career.

Even after his trials career was over, he couldn't get away from motorcycles. In 1979 Gustav participated in the OTP Senior Cup on a Bultaco.

His trainer, the promoter Willi Happ from the TMC Noris Nuremberg, invited him as he was the only motorsports legend without one of the medals in gold and encrusted with diamonds, the highest award in German motorsport, which was missing.

38

Gustav won six of the eight events and thus the award, as well as the valuable recognition, was made.

Years later he changed disciplines and raced with a motorcycle in the classic series where he won the 1992 German Championship. Another ten years went by and, at the age of almost 65 and riding a 350cc Aermacchi, he won the Grand Prix for classic motorcycles at the Hockenheim ring to once again become the German champion. The Italian vintage machine made the race rather eventful, where it depended on riding skill. He had reduced the weight of the machine by much laborious handcraft.

In 2012 he rebuilt a Zundapp DS 350 from 1938 for the Nuremberg Museum of Industrial Culture.

Today he has restored in his workshop behind the house another old motorcycle; he remains true to his passion that started over 70 years ago as it is a 125cc Hercules.

Steffen Ottinger For quite some time Steffen Ottinger, the author of this article, has been working on a book about the history of trials starting with the first Scottish Six Day Trial in 1907. He places his main focus however on the development of the motorcycle trials discipline in Germany, mainly due to the huge success of the riders in the 1960s. In addition to Gustav Franke's exploits were those especially of Gunter Sengfelder and Andreas Brandl who were at the time absolute world-class riders in the sidecar world championship. He has gathered material for several years, archived contemporary reports, results, photos, etc. As for the Gustav Franke, he stays in close connection with several of the former protagonists.

For books published by the author Steffen Ottinger, visit: www.Motorsport-Geschichte.de

CLASSIC TRIAL MAGAZINE 2018 • ISSUE 26

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ARCHIVE EUROPEAN CHAMPIONSHIP

1968: Don Smith shows off the new Montesa Cota 247 to Gunter Senfelder and Gustav Franke at the European round held in Ashford, Great Britain.

Riding with the throttle wide open, Arthur Lampkin makes the BSA ‘sing’. He along with many of the other BSA works riders rode in both trials and motocross in Europe in the early sixties.

How did it all begin?

With the sport of motorcycle trials originating around the turn of the 20th century, Great Britain as a country can quite proudly claim to be the home of the sport, but what about the world trials championship? It has been on my mind for quite a while now to delve into the start of the Trial World Championship as we know it today, but where did it all begin?

After my recent trip to the Belgian world round at Complain Au Pont, I spoke with my good friend Charly Demathieu who is the premier custodian of all motorcycle trials statistics.

It was the Belgian motorcycle enthusiast by the name of Henry Groutars who was behind the recognition of the sport of trials as we know it today in the world championship.

Words: John Hulme with support from Charly Demathieu, John Moffat and Mortons Archive Pictures: The Nick Nicholls Collection at Mortons Archive, Lejeune Family Collection, Malcolm Carling, Brian Holder, Motociclismo Magazine, Bultaco, Justyn Norek, Heinz Schlumpf and Yoomee Archive

W

ith the war years having a suppressive effect on the world of motorcycle sport it started to come back to life in the fifties, giving the working class a motorsport in which they could compete that was relatively inexpensive. Army surplus and road-going machines could be quickly, and cheaply, adapted into trials models and, as the saying goes, the rest is history.

Looking at developing new markets the proud manufacturing industry of motorcycles in Great Britain looked further afield to open and expand new markets, and Europe in particular to increase sales.

Across the channel Travel as we know it today was not as easy in the sixties as it all relied on cross-channel ferries into Europe. Many motocross, road race and speedway riders made regular trips to Europe,

42

and soon the trials riders would follow. Start and prize money could be earned, and soon the public wanted to see the great trials rider they had all heard about, Sammy Miller, in action on his equally famous Ariel HT5. Miller was one of the pioneer trials riders to explore Europe, and soon others would follow. Great events had emerged such as the Belgian ‘Lamborelle Trial’ and in France the ‘Saint Cucufa’ and ‘Clamart’ events. Thousands of spectators, sometimes as many as 20,000, would turn out to watch the European trials competitions, such was the excitement.

Henry Groutars was a Belgian trials rider and quite a character by all accounts. Tales would come to life from his fellow friends and competitors of his exploits during the Second World War as he organised motorcycle trials.

With the German occupation forces busy trying to win the war to no avail, he would find any

Later to become a motocross world champion, Belgium’s Roger De Coster competed in the very first Challenge Henry Groutars Trophy trials in his homeland.

motorcycle he could; as long as it had two wheels and would run, you had a trial on! He would speak with his friends and arrange to ‘borrow’ from the German military a BMW or Zundapp machine, and in turn, 10 to 15 of them would plot out a small course and take it in turns to negotiate it as fast as possible, one rider at a time! With so much enthusiasm for the sport Henry was elected as the FIM Vice-President, a position he would hold for many years.

On the 4th April 1961, Henry Groutars passed away, but he had planted the seed in the minds of the governing body, the FIM, that to progress the sport motorcycle trials needed a European Championship. It would bring riders from all over Europe to meet and compete against one another. For the manufacturers, it was an ideal export opportunity to give their products exposure and be able to prove them in the competitive world of motorcycle trials.

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ARCHIVE EUROPEAN CHAMPIONSHIP

In the sixties the off-road scene in Europe was becoming very attractive to riders from Great Britain. It paid start and prize money, with the added bonus of foreign travel thrown in! Dave Bickers leads the way here on his CZ.

On the left is Jean Marie Lejeune and in the middle Charly Demathieu. Generating this type of article is made much easier with the help and knowledge from Charly. The man in the dark glasses is ‘Papa’ Lejeune. He was very influential in the sixties with trials in Belgium.

From France, Claude Coutard on his Greeves was a very prominent rider.

Dave Thorpe, the third from the left, was a regular visitor to European trials when it started to evolve in the mid-sixties.

Jacky Ickx (Zundapp-BEL) competed in the first Challenge Henry Groutars Trophy trial before moving to Formula cars and the F1 scene

CLASSIC TRIAL MAGAZINE 2018 • ISSUE 26

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ARCHIVE EUROPEAN CHAMPIONSHIP Belgian trials riders visited England to find out more about the growing trials scene.

Proud to represent Greeves in Europe Bill Wilkinson was a regular competitor on the continent.

Riding number 116, Sammy Miller at the start of the 1967 St Martins Trial in Belgium.

The first event To encourage representation of a country, the FIM insisted that it should be run as a threeman team competition. They argued that it would encourage riders to travel together to keep the costs of travelling low. Manufacturers could enter a team of riders all mounted on the same make of machine.

The rule for marking the riders was the next problem. In many of the European competitions, the marking system was the opposite of what it is today. You would be awarded five marks for a clean so that the rider with the highest number of points would be the winner, not the one losing the least.

The RAC Namur Club in Belgium was to host the first round of the new European championship. It would be the seventh running of the ‘Trial DeLa Fotress’ competition which would formally open the fledgeling series. At its yearly meeting to formalise rules and regulations for motorsport, the FIM remained focussed on the ‘Team’ emphasis despite strong opposition from others, including the ACU, to make it an individual championship. The argument from the opposition was that they already had the International Six Days Trial which was a team event.

With the event ready to roll, all the sections marked out and the route marking in place, the RAC Namur Club members were having a beer in their clubhouse when they received a telegram message direct from the FIM. A large cheer went up as, at the very last minute, they’d had a change of mind; it would run as an individual rider competition and not as a team event.

The new European Championship would be contested over five rounds and, in recognition

44

Gordon Farley (Greeves-GBR) at the 1968 European round in Ashford.

Belgium’s Victor Gigot (Montesa) at the British round of the then European Championship, which started from the Sheffield Wednesday football ground. They gave access to the showers and changing facilities for the riders – unknown in those days! The city of Sheffield sponsored the event for the Hillsborough Club.

of his great efforts to get the series off the ground, the winner would take a new trophy, the ‘Challenge Henry Groutars’ Trophy.

Sammy Miller (Bultaco-GBR) was the first European champion in 1968.

A unification of trials It was a cold, damp Sunday in Belgium on the 16th February 1964 when the start flag was dropped to send the first rider of the new championship in the Trial De La Fotress on his way. The Clerk of the Course, Alex Colin, had used all his experience as a winner of a Gold medal at the ISDT to plot out a good day’s sport for all to enjoy. The course would consist of a 66-mile course taking in 42 hazards!

Don Smith had persuaded Greeves to send him and Mary Driver, the only female competitor in the event, to compete, and maybe Smith did not take the opposition as seriously as he should have done, as was reported in the press at the time. Smith had first started to compete in European trials in the early 1960s and loved the ‘party’ atmosphere that surrounded them and used it as a good promotional opportunity for his employer, Greeves motorcycles. The result indeed threw up some surprises as he was pushed down to third position behind German Gustav Franke (250cc Zundapp) and a future world motocross champion Belgian Roger De Coster (125cc Gilera). Mary Driver had done herself proud by finishing in a very respectable 21st position from an entry of 70 riders with 20 retirements.

Results from the Trial DeLa Fotress Belgium RESULTS: 1: Gustav Franke (250cc Zundapp-DEU) 14; 2: Roger De Coster (125cc Gilera-BEL) 16; 3: Don Smith (Greeves-GBR) 18; 4: Roger Vanderbecken (Triumph-BEL) 21; 5: Andreas Brandl (Zundapp-DEU) 29; 6: Jacky Ickx (Zundapp-BEL) 35.

Had he contested the final round of the 1969 series Dennis Jones (Suzuki-GBR) would have given Japan its first European trials title. Missing the last round he handed the crown to Don Smith on a plate.

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ARCHIVE EUROPEAN CHAMPIONSHIP

The British round of the European Championship was a success with Clerk of the Course Jack Wood in charge. The downside of the day, apart from the weather, was the reaction of a couple of riders who couldn’t stand losing and mounted unprecedented schemes to try and change the results. Dave Thorpe (Ossa) was the winner fair and square, and of course River Kwai because it remained un-cleaned.

Mick Andrews (Ossa-GBR) takes over the front cover of the Motociclismo magazine in Spain.

1971: Dave Thorpe on the left and Gordon Farley under the umbrella enjoy the atmosphere that the European Championship generated.

The head of the Bultaco Empire, Xavier Bulto, made the trip from Spain to Great Britain to watch Ignacio Bulto compete in the rain.

The Challenge Henry Groutars Trophy In the modern era where the trials series is now titled the Trial World Championship, the accolade of the first winner of this Championship title in 1964 was Don Smith on the Greeves. Winning two rounds in France and Germany, he outpointed Gustav Franke for the championship win.

German rider Franke took the title in 1965 as Smith dropped to eighth with his fellow Greeves team rider Bill Wilkinson the highest placed British rider in fifth position. Franke won again in 1966 before Smith turned the tables on his German rival in 1967 winning the Swiss and Belgian round, taking the last Challenge Henry Groutars Trophy.

Bultaco celebrated Martin Lampkin’s 1973 European victory with the front cover on its brochure.

1965: Challenge Henry Groutars Trophy RESULTS: 1: Gustav Franke Zundapp-DEU) 50; 2: Andreas Brandl (Zundapp-DEU) 35; 3: Gunter Sengfelder (Zundapp-DEU) 32; 4: Jacky Ickx (ZundappBEL) 27; 5: Bill Wilkinson (Greeves-GBR) 23; 6: Ginger Siegfried (Zundapp-BEL) 22; 7: Alfred Lehner (Zundapp-DEU) 20; 8: Don Smith (Greeves-GBR) 19; 9: Claude Vanstenagen (Greeves-BEL) 18; 10: Donald Hitchcock (Greeves-GBR) 17; 11: Roger Vanderbecken (Triumph-BEL) 17; 12: Jim Sandiford (Greeves-GBR) 14; 13: Ken Sedgley (DOT-GBR) 13; 14: Murray Brush (Greeves-GBR) 12; 15: John Roberts (Greeves-GBR) 12.

1966: Challenge Henry Groutars Trophy RESULTS: 1: Gustav Franke Zundapp-DEU) 55; 2: Don Smith (Greeves-GBR) 47; 3: Sammy Miller (BultacoGBR) 45; 4: Jim Sandiford (Greeves-GBR) 27; 5: Victor Gigot (Greeves-BEL) 25; 6: Hans Cramer (Maico-DEU) 22; 7: Fritz Kopetski (Zundapp-DEU) 20; 8: Gordon Blakeway (Bultaco-GBR) 20; 9: Andreas Brandl (Zundapp-DEU) 19; 10: Tony Davis (Greeves-GBR)18; 11: Norman Eyre (Bultaco-GBR) 18; 12: Dave Thorpe (Triumph-GBR) 16; 13: Roland Bjork (Bultaco-SWE) 15; 14: Roy Peplow (Triumph-GBR) 14; 15: Claude Vanstenagen (Greeves-BEL) 14.

1967: Challenge Henry Groutars Trophy RESULTS: 1: Don Smith (Greeves-GBR) 92; 2: Gustav Franke (Zundapp-DEU) 82; 3: Andreas Brandl

Benny Sellman (Montesa-SWE) splashes through the very wet day at the British round of the European Championship.

(Zundapp-DEU) 70; 4: Gunter Sengfelder (Zundapp-DEU) 67; 5: Christian Rayer (Greeves/Montesa-FRA) 67; 6: H-Rudolph Wyss (Bultaco-CZR) 46; 7: Andre Simens (Bultaco-BEL) 44; 8: Gordon Farley (Triumph-GBR) 25; 9: Ginger The Japanese wanted a piece of the action and invested heavily in Mick Andrews on the Yamaha.

CLASSIC TRIAL MAGAZINE 2018 • ISSUE 26

Siegfried (Zundapp-BEL) 22; 10: Alain Chaligne (Greeves-FRA) 21; 11: Claude Vanstenagen (Greeves-BEL) 18; 12: Bob De Graaf (Bultaco-NED) 18; 13: Jean Crosset (Bultaco-BEL) 18; 14: Alain Martens (Zundapp-DEU) 16; 15: J-Pierre Barraud (Bultaco-FRA) 16.

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ARCHIVE EUROPEAN CHAMPIONSHIP

Malcolm Rathmell won the last European Championship for Bultaco.

The European Championship With Bultaco, Montesa and Ossa now arriving on the trials scene to challenge such great manufacturers as Ariel, BSA, Greeves and Triumph to name but a few, the decision was made to upgrade from the Challenge Henry Groutars Trophy in 1968 to the new title of the European Championship, which took a broader group of countries. Sammy Miller on the new Bultaco was going through an unbeatable show of form and won the first of the new European championship titles.

Smith had moved from Greeves to Montesa and took the title in 1969 before Miller signed off from his fantastic professional career with a final championship win in 1970. The championship did not include all the rounds, with the riders having the opportunity to drop some of their worst scores.

The Spanish Ossa had now arrived on the trials scene with the Mick Andrews developed machine. In a fantastic show of brilliance, he dominated the championship in 1971 and 1972.

With the big four Japanese manufacturers Honda, Kawasaki, Suzuki and Yamaha now arriving on the trials scene, the prestige of the series was growing year on year. Riders from Great Britain were dominating the series with Martin Lampkin winning for Bultaco in 1973, followed by Malcolm Rathmell in 1974.

The success of the European series was rewarded in 1975 with the sport’s governing body finally granting the full title of the FIM World Trials Championship.

1968 European Championship RESULTS: 1: Sammy Miller (Bultaco-GBR) 24; 2: Gustav Franke (Zundapp-DEU) 15; 3: Gordon Farley (Greeves-

America opened the door to an expanding trials championship with its first ‘World’ round in 1974. Alan Lampkin won for Bultaco.

1969 European Championship

(Ossa-SWE) 18; 10: Rob Shepherd (Montesa-GBR) 18;

RESULTS: 1: Don Smith (Montesa-GBR) 51; 2: Dennis

11: Roger George (Montesa-BEL) 17; 12: Ignacio Bulto

Jones (Suzuki-GBR) 48; 3: Sammy Miller (Bultaco-

(Bultaco-ESP) 16; 13: Charles Coutard (Bultaco-FRA)

GBR) 27; 4: Gustav Franke (Zundapp-DEU) 26; 5: Hans

15; 14: Ulf Karlson (Montesa-SWE) 5; 15: Benny Sellman

Bengtsson (Bultaco-SWE) 25; 6: Charlie Harris (Montesa-

(Montesa-SWE) 15.

GBR) 22; 7: Claude Vanstenagen (Greeves-BEL) 20; 8: Roland Bjork (Bultaco-SWE) 20; 9: Gordon Farley

1973 European Championship

(Montesa-GBR) 20; 10: Erland Andersson (Husqvarna-

RESULTS: 1: Martin Lampkin (Bultaco-GBR) 87; 2: Mick

SWE) 12; 11: Claude Wulfgruber (Zundapp-DEU) 11; 12:

Andrews (Yamaha-GBR) 70; 3: Malcolm Rathmell

Claude Peugeot (Bultaco-FRA) 10; 13: Laurence Telling

(Bultaco-GBR) 58; 4: Rob Edwards (Montesa-GBR) 56;

(Montesa-GBR) 10; 14: Benny Sellman (Montesa-SWE)

5: Benny Sellman (Montesa-SWE) 55; 6: Rob Shepherd

10; 15: Tore Evertson (Bultaco-SWE) 9.

(Montesa-GBR) 39; 7: Yrjo Vesterinen (Bultaco-FIN) 39;

1970 European Championship

8: Tore Evertson (Ossa-SWE) 33; 9: Charles Coutard (Bultaco-FRA) 27; 10: Gordon Farley (Montesa-GBR) 26;

RESULTS: 1: Sammy Miller (Bultaco-GBR) 75; 2: Gordon

11: Dave Thorpe (Ossa-GBR) 19; 12: Jean Marie-Lejeune

Farley (Montesa-GBR) 62; 3: Laurence Telling (Montesa-

(Montesa-BEL) 17; 13: Jack Galloway (Kawasaki-GBR)

GBR) 45; 4: Benny Sellman (Montesa-SWE) 34; 5:

17; 14: Walther Luft (Puch-AUS) 16; 15: Ignacio Bulto

Malcolm Rathmell (Bultaco-GBR) 29; 6: Tore Evertson

(Bultaco-ESP) 10.

(Ossa-SWE) 26; 7: Roland Bjork (Bultaco-SWE) 24; 8: Don Smith (Montesa-GBR) 24; 9: Pertti Luhtasuo

1974 European Championship

(Montesa-FIN) 19; 10: Mick Andrews (Ossa-GBR) 15;

RESULTS: 1: Malcolm Rathmell (Bultaco-GBR) 96; 2: Ulf

11: Geoff Chandler (Bultaco-GBR) 15; 12: Rob Edwards

Karlson (Montesa-SWE) 87; 3: Mick Andrews (Yamaha-

(Montesa-GBR) 12; 13: Yrjo Vesterinen (Montesa-FIN) 9;

GBR) 82; 4: Martin Lampkin (Bultaco-GBR) 73; 5: Yrjo

15: Stig Igelstrom (Bultaco-SWE) 9.

Vesterinen (Bultaco-FIN) 62; 6: Tore Evertson (Ossa-

1971 European Championship

SWE) 55; 7: Benny Sellman (Montesa-SWE) 46; 8: Rob Edwards (Montesa-GBR) 40; 9: Charles Coutard (Bultaco-

RESULTS: 1: Mick Andrews (Ossa-GBR) 75; 2: Malcolm

FRA) 37; 10: Alan Lampkin (Bultaco-GBR) 29; 11: Dave

Rathmell (Bultaco-GBR) 59; 3: Gordon Farley (Montesa-

Thorpe (Ossa-GBR) 18; 12: Rob Shepherd (Montesa-GBR)

GBR) 53; 4: Rob Edwards (Montesa-GBR) 52; 5: Dave

15; 13: Jean Marie-Lejeune (Montesa-BEL) 13; 14:

Thorpe (Ossa-GBR) 45; 6: Benny Sellman (Montesa-

Richard Sunter (Kawasaki-GBR) 13; 15: Manuel Soler

SWE) 29; 7: Yrjo Vesterinen (Montesa-FIN) 28; 8:

(Bultaco-ESP) 10.

Laurence Telling (Montesa-GBR) 19; 9: Gustav Franke (Zundapp-DEU) 17; 10: Alan Lampkin (Bultaco-GBR) 16;

1964 – 1974

11: Martin Lampkin (Bultaco-GBR) 16; 12: Jean Marie-

WINNERS: Don Smith 3; Gustav Franke 2; Sammy Miller 2;

Lejeune (Montesa-BEL) 14; 13: Erland Andersson (Ossa-

Mick Andrews 2; Martin Lampkin 1; Malcolm Rathmell 1.

SWE) 14; 14: Pedro Pi (Montesa-ESP) 11; 15: Reinhart

MANUFACTURERS: Bultaco 4; Greeves 2; Zundapp 2;

Christel (Montesa-DEU) 10.

Ossa 2; Montesa 1.

GBR) 14; 4: Bill Wilkinson (Greeves-GBR) 14; 5: Peter

1972 European Championship

Gaunt (Suzuki-GBR) 8; 6: Don Smith (Montesa-GBR) 7;

RESULTS: 1: Mick Andrews (Ossa-GBR) 87; 2: Malcolm

7: Christian Rayer (Montesa-FRA) 6; 8: K-Heinz Atzinger

Rathmell (Bultaco-GBR) 73; 3: Martin Lampkin (Bultaco-

(Zundapp-DEU) 3; 9: Jean Crosset (Bultaco-BEL) 2; 10:

GBR) 72; 4: Gordon Farley (Montesa-GBR) 44; 5: Rob

Roland Bjork (Bultaco-SWE) 2; 11: Claude Wulfgruber

Edwards (Montesa-GBR) 29; 7: Yrjo Vesterinen (Montesa/

(Zundapp-DEU) 1; 12: Jim Sandiford (Greeves-GBR) 1; 13:

Bultaco-FIN) 25; 7: Dave Thorpe (Ossa-GBR) 25; 8:

Jean Marie-Lejeune (Honda-BEL) 1.

Gottfried Linder (Montesa-DEU) 21; 9: Tore Evertson

46

With the FIM awarding full world championship status to trials for 1975 Bultaco invested in a team of riders ready to attack it. This is Manuel Soler from Spain gracing the front cover of Motociclismo magazine.

Researching and generating articles from years ago can sometimes be difficult. If we have used any pictures or work and not credited them correctly and you are the copyright works authors could you please contact Classic Trial Magazine.

CLASSIC TRIAL MAGAZINE 2018 • ISSUE 26

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PETER HUDSON (COMERFORDS BULTACO-GBR) AND BERNIE SCHREIBER (BULTACO-USA) Picture Credit: Don Morley

SPECIALS FROM HOLLAND

A dutch treat

In this Bultoonco the engine is based on the Bultaco 199A type with five-speed gearbox, standard ignition using contact breaker points and a standard 60mm stroke but with an 85mm bore, giving around 340cc cylinder capacity I guess.

What started as a hobby nearly turned into a business for Dutchman Hans van Marwijk. He put together many B40 based BSA trial machines and also a Matchless, an AJS and fantastic, newly built, Royal Enfield machines with engines from India. As a friend of mine, he also built me two immaculate Bultaco engined Sherpas. One of them I have named the ‘Bultoonco’ because my Christian name is Toon. The name Toon comes from Anthony, and I have to explain to the interested trials people why I did that. During the building of the machine the name Bultaco had just made a comeback but Ignacio Bulto, the owner of the Bultaco name and thumbs-up logo, was not happy. So the new founders of that trials machine had to change the name to Sherco. To avoid any problems, by using the name Bultaco, I changed it into ‘Bultoonco’.

I’m sure Bulto doesn’t have a problem with the handmade Hans van Marwijk built frame with the Bultaco engine. True or not true? A good Dutch saying is ‘Don’t spoil a good story by telling the truth’!.

Article: Toon Van De Vliet

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A little overnight tuning to the cylinder was carried out by myself, and the clutch plates were changed for Honda ones.

CLASSIC TRIAL MAGAZINE 2018 • ISSUE 26

SPECIALS FROM HOLLAND The secret of this machine is the excellent handling because of that superb frame layout, fabricated out of high standard Reynolds tubing and then chrome plated, with outstanding positioning of the engine.

Bultoonco In this Bultoonco, the engine is based on the Bultaco 199A type with a five-speed gearbox, standard ignition using contact breaker points and a standard 60mm stroke but with an 85mm bore, giving around 340 cubic cylinder capacity I guess. A little overnight

tuning to the cylinder has been carried out by myself, and the clutch plates are changed for Honda ones. The secret of this machine is the excellent handling due to that superb frame layout fabricated out of highstandard Reynolds tubing and then chrome plated, with outstanding positioning of the engine.

This machine has handling like a Gas Gas and is completely different from a genuine Bultaco Sherpa.

It’s not much lighter but so well balanced that I almost feel guilty riding it. Maybe also a good reason for the name ‘Bultoonco’ because it feels miles away from a standard Bultaco.

‘Bultoonco’ was a nickname given to me by fellow Bultaco motocross rider Leo Brans, a former GP contender also on Bultacos in the seventies, and we did a lot of work together on Twin Air filters.

CLASSIC TRIAL MAGAZINE 2018 • ISSUE 26

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SPECIALS FROM HOLLAND

The best memories on a Bultaco trials machine was the outcome of the ‘Whispering Wonder’, the Sherpa T350 type 159 in 1975.

This was an absolutely amazing motorcycle and it gave me the best results in my trial career. That was a good reason to ask Hans van Marwijk to build an example of a Sherpa 159 based on the Bultoonco.

Sherpa T350 159

This Sherpa 159 tank design was done by Frans Munsters of Vintage Paradise. Munsters is a very well-known Husqvarna renovator.

After rebuilding the engine HVM made another special frame and a plain alloy fuel tank out of a self-made mould.

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The best memories on a Bultaco trials machine was the outcome of the ‘Whispering Wonder’, the Sherpa T350 type 159 in 1975, using the 325 motor which had a real capacity of 326.20cc, Bore: 83.2mm x Stroke: 60mm. The combination of that model together with Martin Lampkin holding the handlebars delivered the Spanish brand the first trial FIM World Championship title. An absolutely amazing machine and it gave me the best results in my trial career. That was a good reason to ask Hans van Marwijk to build an example of a Sherpa 159 based on the Bultoonco. Why? You can only ride one motorcycle at the time! Don’t ask. Why has an oil-sheikh more than one wife…?

Starting with a rebuilt engine, HVM made another special frame and a plain alloy fuel tank out of a self-made mould. He used the same fuel tanks also for the BSA and Enfield models painted in different colours and design. The Bultoonco design was made by Jan van Hoof in Belgium — JvF design — who did a lot of helmet painting for the Grand Prix motocross guys.

The Sherpa 159 tank design was done by Frans Munsters of Vintage Paradise. Munsters is a very well-known Husqvarna renovator. As already mentioned, all HVM motorcycles are handmade, and this Sherpa model has a slightly different steering angle to the Bultoonco. The Betor front forks are slightly steeper when placed in the headstock. Van Marwijk uses new Betor forks with the inner tube about 3cm longer than a genuine Bultaco Betor fork. That gives the machine a couple of centimetres extra ground clearance. The magical trials wheelbase is 1,320mm, which could be compared with the famous Ariel GOV132 of Sammy Miller. Anyway, with the Ohlins rear shock absorbers on the back, both machines handle really well. The Sherpa 159 is a little better on rocks compared to the Bultoonco. Using genuine Bultaco hubs with the chrome lining still used, Haas laced the wheels up with Pro-branded rims and Michelin tube-type tyres. With the Gas Gas dimensions and Renthal handlebars to hold, what more do I want — one for the Saturday and one for ‘on any Sunday’!

The 325cc single cylinder air-cooled engine had a real capacity of 326.20cc, Bore: 83.2mm x Stroke: 60mm.

CLASSIC TRIAL MAGAZINE 2018 • ISSUE 26

SPECIALS FROM HOLLAND

A ‘works-machine’ from Royal Enfield built in Arnhem?

The HVM Bullet India Enfield certainly looks the ‘Business’.

Bulletproof Royal Enfield A ‘works-machine’ from Royal Enfield in Arnhem? No way. HVM did build a 350cc Bullet model with an engine from India. More than half a century ago Royal Enfield came up with a ‘Works Replica’ model to honour the success of Johnny Brittain in the Scottish Six Days Trial and British national trials. It was an overthe-counter trials machine for everyone who had the money to spend.

On first sight of the HVM Bullet India Enfield, the potential owner must have had a Lottery win to afford one. You cannot imagine the man-hours incurred in this specially designed frame around this beautiful engine which had been fabricated to the dimensions comparing it to trials specifications.

On the technical side of this project, there is little information from HVM, but we can confirm that it has electronic ignition and a Mikuni carburettor. Would you believe that it took six weeks to get the exhaust to look and sound right?

So how does it handle? It’s a handful! I have never ridden a real Works Replica from over fifty years ago, but this must be twice as good. The actual sensation from the ‘Bullet’ is when you open the throttle wide and feel the vibration from the engine and the roar from the exhaust note.

It has Betor front forks fitted with a leading front axle the same as the ‘Bullet’. At the rear are special HVM rear shock absorbers. It all looks very clinical and new and the period look is stunning, a piece of art. Yes, the owner is a lucky man. If it were mine, I would lend it to the Amsterdam Rijks Museum to put it next to Rembrandt’s Night Watch painting. It’s a crime to keep such a beautiful piece of art just for yourself.

Try and imagine the man hours that went into this four-stoke machine.

A 350cc Royal Enfield Bullet model with an engine from India.

CLASSIC TRIAL MAGAZINE 2018 • ISSUE 26

Yes – it was an expensive project!

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SPECIALS FROM HOLLAND

The HVM-BSA machines built and ridden by Hans had aluminium cylinders as he got the overall weight down to 97kg.

Who is Hans van Marwijk?

Now in his sixties, Hans van Marwijk is a professional constructor, and his projects all started out as hobbies.

Well known as a good trials rider in the seventies, he became the Dutch Champion in 1972 in the 50cc class riding a Sachs and, in 1973, the Junior Champion on Montesa Cota 247. Once again Montesa mounted in 1974 and 1975 he was the Dutch International Champion on the Cota 247. He also rode in the Scottish Six Days on a production Bultaco. Sponsored by the Bultaco importer in Holland, when he returned home with the machine he took an electric hacksaw to make the machine shorter and much more to his liking; maybe this was the start of his construction career. Then he moved to a Kawasaki KT250.

This machine carries quite a funny story as he liked to compete in two- and three-day trials. He was in Spain for the Santigosa three day, and he could not get a room in a hotel because the Spaniards did not like Japanese machines in those days. Later he started to build BSA B40 trials models based around the ex-Army machines. Soon he was a man in demand as everyone wanted one! He built one for me, and I found it on

My BSA was found by me on Christmas day under the tree.

Christmas day under the tree. However, as I was heavily involved in the publication of motorcycle magazines, I never had any time to ride it, and it was sold.

The first HVM-BSA based trials models had a modified standard engine and frame with the rear brake and gear change levers both on the right-hand side! Later he made his own chassis around the BSA engines, and every new model was a development of the earlier machines. No machine is exactly the same as the other. Inside the engine first and second gears were changed, as was the clutch. The HVM-BSA machines built and ridden by Hans had aluminium cylinders as he got the overall weight down to 97kg.

The HVM-built motorcycles went all over Europe but as far as I know not to the British Isles. The latest creations from Hans van Marwijk are HVM Honda 360cc models which started life as a Honda XL model fitted with a trials gearbox from America.

He is also riding in club trials on an HVM special using a Chinese engine. Starting out as a man in a confectionery shop before moving into the building and property business his professional hobby is, of course, building the HMV specials for which he has a great reputation.

The first HVM-BSA based trials models had a modified standard engine and frame with the rear brake and gear change levers both on the right-hand side. Note in this picture the missing pedal!

The HVM Honda 360cc model which started life as a Honda XL model fitted with a trials gearbox from America.

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HMV is now riding in club trials on an HMV special using a Chinese engine.

Now in his sixties Hans van Marwijk is a professional constructor, and his projects all started out as hobbies.

CLASSIC TRIAL MAGAZINE 2018 • ISSUE 26

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CLASSIC TRIAL MAGAZINE 2018 • ISSUE 26

59

SPORT KIA TWINSHOCK CHAMPIONSHIP

Focussed finish on the

With five rounds now completed and three still to go, the 2018 Kia Twinshock Championship still continues to attract good, strong, quality entries. The latest two rounds of the championship have taken in the Spen Valley MCC round at the allterrain Tong venue near Leeds and the Nene Valley MCC round at Geddington, Northants. Both events were run in the very dry conditions which have covered the country in the summer months. At Geddington it was a baking hot day as the riders rode in the valley and then the old quarry workings at Glendon. With the summer break over the championship leaders and challengers will be focussed on the finish of the year and the remaining three rounds.

Words: John Hulme • Pictures: CJB Colin Bullock

H

ere we take a brief look at each championship class and who is looking good for the wins. Bear in mind that the riders can all drop their worst round score at the end of the series.

EXPERT CHAMPIONSHIP Twinshock A new winner appeared in the series for the first time at the Spen Valley round as Classic Trial Magazine test rider and recent classic ‘convert’ Phil Disney headed the score sheet on his immaculate Honda. Roy Palmer on his home-built Kawasaki four-stroke was a distant second. With series leader Richard Allen giving the round a miss he came straight back in at Nene Valley with a convincing win on a completely different choice of machinery with the two-stroke Aprilia. Another rider swopping machines in the series is Chris Forshaw who skips between two- and fourstroke power. Allen may appear to have a clear series lead but he knows that Roman Kyrnyckyj, Chris Forshaw, Olly Wareing and

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Roy ‘Pushrod’ Palmer will still have an eye on the championship victory.

Historic Spanish & Pre-78 Twinshock This championship still has room to grow so much more and attract more riders, which I am sure it will but at the moment the main man is Cumbrian Chris Myers on his Bultaco.

His nearest challenger is Steve Bisby but he was absent from the last round in this poorly supported class on his Ossa, although he still holds a strong second in the series. Dave Wood made it a Bultaco one-two, finishing behind Myers at both rounds. It was good to see the top female rider Donna Fox making an appearance in this class at Spen Valley on her 125cc Honda finishing in fifth position.

Monoshock This still remains one of the better supported classes, no doubt helped by the ever popular and easily available monoshock Yamaha. The championship remains very much a Japanese dominated one with both Yamaha and Honda

machinery involved in the action. Nigel Scott gave Honda the victory at Spen Valley before Steve Bird bounced back to the front on his Yamaha at Nene Valley. In the championship Steve Bird continues to edge away from the threat of Nigel Scott, with the ever present Dean Devereux waiting to pounce on his Honda TLM. This class is still attracting more riders, which has to be good news all round.

British Bike Who would have believed, all these years after Dave Rowlands’ heroics on the BSA Bantam in 1967 when he was runner-up in the Scottish Six Days Trial behind Sammy Miller, that the tried and tested machine would still be challenging for championship honours! The actual machines have moved on considerably some 50 years on from when Rowlands rode his but they still want riding. Ian Peberdy took two wins in the last two rounds and it was good to see Danny Cockshot out on a Triumph Tiger Cub at Spen Valley. Ian has one hand on the 2018 trophy as the series moves into the final three rounds.

CLASSIC TRIAL MAGAZINE 2018 • ISSUE 26

SPORT KIA TWINSHOCK CHAMPIONSHIP

Dave Wood (Bultaco)

CLUBMAN CHAMPIONSHIP Twinshock Can David Wilkinson on the Honda do enough to secure this close championship as he is drawn into battle with Antony Charles on the Fantic? Out of the five rounds contested each event has produced a different winner, but when you look at the championship it comes back to the consistency between Wilkinson and Charles.

Wilkinson is the only round winner of the two, which is part of the reason why he holds the advantage after taking the top spot at Tong in the Spen Valley Motorcycle Club event. The last round winner, Stephen Wilde on the Honda, has only contested the last two events. Look out in the closing rounds for Jim Williams on the SWM and Colin Stubbs on the Honda. They have both scored good points and could push for the title in the final three rounds.

Historic Spanish & Pre-78 Twinshock When you look at this championship James Waters and his consistency have given him this early championship lead over Robin Oliphant.

Robin has only contested three rounds, which he has won on his Suzuki, and holds second position in the series. In reality if he wins the final three rounds he will take the championship but we are sure James Waters will do his best to try and carry his winning form from the last round into the next one. David Matthews on the Bultaco uses all his scores from the five rounds

CLASSIC TRIAL MAGAZINE 2018 • ISSUE 26

Richard Allen (Aprilia)

to tie on 60 points with Robin Oliphant, and do not rule out Russell Walker on his Montesa either. It’s interesting to note that out of the 26 points-scorers, 16 of these have been on Spanish machines.

Monoshock With huge helpings of monoshock Yamahas available to contest this series you expect them to dominate the results, but this is not the case.

The championship is led by a Fantic followed by a couple of Hondas and another Fantic, which has to be a good thing. Attracting different machinery is one of the key points of the championship that makes it exciting and opens the door for many riders. With only one win at the opening round Paul Whittaker leads the way in the championship on the Fantic. Hot on his heels is Dave Wardell on the Honda, who from his four rides has taken three wins to keep him in contention for the championship. The other round winner is Nathan Hanley on his Yamaha.

Having won the last three consecutive rounds, the question on everyone’s lips is who can stop Dave Wardell?

Chris Myers (Bultaco)

British Bike The ruling of this Pre-72 British Bike class is a well-thought-out one and proving one of the most popular of the Kia Championship in 2018.

It’s interesting to note that we have had five different round winners with Owen Hardisty, Peter Edwards, Jim Pickering, Jim Tennant and Darren Phypers. All the wins have gone to the two-stroke machines, which are probably easier to ride than the four-stroke counterparts.

The top points-scorers after five rounds have all only contested a maximum three of the rounds, putting Paul Howells at the top on his BSA Bantam. He has not taken a win yet but no doubt will be looking to change this. Owen Hardisty sits in a close second position, with Peter Edwards next followed closely by Ossy Byers and Mick Grant. Will we see a four-stroke win in a round in 2018?

Please visit the website: www. twinshockchampionship.org.uk for more information on events, venues and classes.

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SPORT KIA TWINSHOCK CHAMPIONSHIP

KIA TWINSHOCK CHAMPIONSHIP ROUND 4: SPEN VALLEY MOTORCYCLE CLUB

EXPERT CLASS

TWINSHOCK: 1: Phil Disney (Honda) 1; 2: John Reynolds (Bultaco) 11; 3: Darren Wasley (Fantic) 23; 4: Chris Forshaw (Honda) 31; 5: Olly Wareing (Fantic) 31.

HISTORIC SPANISH & PRE-78 TWINSHOCK: 1: Chris Myers (Bultaco) 53; 2: Dave Wood (Bultaco) 61; 3: Dave Knaggs (Bultaco) 66; 4: Stephen Bisby (Ossa) 91; 5: Donna Fox (Honda) 94.

MONOSHOCK: 1: Nigel Scott (Honda) 3; 2: Steve Bird (Yamaha) 12; 3: Dean Devereux (Honda) 14; 4: Rob Faulkner (Yamaha) 19; 5: Nigel Earnshaw (Yamaha) 53.

BRITISH BIKE: 1: Ian Peberdy (BSA) 2; 2: Danny Cockshott (Triumph) 66.

Clubman Class

TWINSHOCK: 1: Robin Oliphant (Suzuki) 3; 2: David Wilkinson

(Fantic) 5; 3: Colin Stubbs (Honda) 8; 4: Jim Williams (SWM) 10; 5: Nigel Greenwood (Honda) 10.

HISTORIC SPANISH & PRE-78 TWINSHOCK: 1: Steve Robson

(Montesa) 8; 2: Chris Burgin (Montesa) 9; 3: Russell Walker (Montesa) 12; 4: David Matthews (Bultaco) 17; 5: John Fox (Honda) 27.

Christopher Grundy (Honda)

Chris Koch (Yamaha)

MONOSHOCK: 1: Dave Wardell (Honda) 4; 2: Paul Whittaker (Fantic) 5; 3: Graham Teasdale (Yamaha) 7; 4: Paul Hobson (Honda) 12; 5: Robin Foulkes (Honda) 13.

BRITISH BIKE: 1: Owen Hardisty (BSA) 3; 2: Paul Howells (BSA) 6; 3: Mick Grant (BSA) 6; 4: Ossy Byers (DOT) 14; 5: Leeroy Granby (Ariel) 17.

ROUND 5: NENE VALLEY MCC

EXPERT CLASS

TWINSHOCK: 1: Richard Allen (Aprilia) 9; 2: Roy Palmer (Kawasaki) 55; 3: Thomas Sawyer (Fantic) 79; 4: Martin Alderman (Fantic) 103; 5: Kieran McDaid (Fantic) 115.

HISTORIC SPANISH & PRE-78 TWINSHOCK: 1: Chris Myers (Bultaco) 63; 2: Dave Wood (Bultaco) 94.

MONOSHOCK 1: Steve Bird (Yamaha) 1; 2: Chris Koch (Yamaha) 6; 3: Steve Swanson (Yamaha) 13; 4: Dean Devereux (Honda) 13; 5: Paul Wearing (Yamaha) 25.

BRITISH BIKE: 1: Ian Peberdy (BSA) 44; 2: Thomas Bartrum (BSA) 83.

CLUBMAN CLASS

TWINSHOCK: 1: Stephen Wilde (Honda) 9; 2: Anthony Charles (Fantic) 19; 19; 3: David Wilkinson (Honda) 13; 4: Colin Stubbs (Honda) 14; 5: Jonathan Souch (Honda) 16.

HISTORIC SPANISH & PRE-78 TWINSHOCK: 1: Jim Waters (Yamaha)

14; 2: Dave Matthews (Yamaha) 14; 3: Russel Walker (Montesa) 17; 4: Richard Snowden (Bultaco) 27; 5: Gary Marchant (Bultaco) 49.

MONOSHOCK:1: Dave Wardell (Honda) 5; 2: Nick Boxall (Fantic) 6; 3:

Owen Hardisty (James)

Paul Davies (Yamaha) 6; Nathan Hanley; 4: Paul Whittaker (Fantic) 8; 5: Kevin Palmer (Yamaha) 10.

BRITISH BIKE: 1: Darren Phypers (James) 4; 2: Graham Bayless

(Francis Barnett) 7; 3: Paul Howells (BSA) 9; 4: Colin Lease (BSA) 12; 5: Owen Hardisty (BSA) 13.

2018 CHAMPIONSHIP POSITIONS

EXPERT CLASS

TWINSHOCK: 1: Allen 77; 2: Kyrnyckyj 57; 3: Forshaw 56; 4: Wareing 56; 5: Palmer 52.

HISTORIC SPANISH & PRE-78 TWINSHOCK: 1: Myers 77; 2: Bisby 63; 3: Wood 43; 4: Barnett 32; 5: Younghusband 20.

MONOSHOCK: 1: Bird 87; 2: Scott 69; 3: Devereux 58; 4: Faulkner 42; 5: Wareing 34.

BRITISH BIKE: 1: Peberdy 92; 2: Vesterinen 46; 3: Houghton 20; 4: Charlton 17; 5: Cockshot 17.

CLUBMAN CLASS

TWINSHOCK: 1: Wilkinson 72; 2: Charles 65; 3: Williams 58; 4: Stubbs 52; 5: Souch 31.

HISTORIC SPANISH & PRE-78 TWINSHOCK: 1: Waters 73; 2: Oliphant 60; 3: Matthews 60; 4: Walker 56; 5: Robson 32.

MONOSHOCK: 1: Whittaker 76; 2: Wardell 68; 3: Hobson 53; 4: Boxall 52; 5: Davies 38.

BRITISH BIKE: 1: Howells 49; 2: Hardisty 48; 3: Edwards 42; 4: Byers Roy Palmer (Kawasaki)

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Rob Falkner (Yamaha)

39; 5: Grant 39.

CLASSIC TRIAL MAGAZINE 2018 • ISSUE 26

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CLASSIC EVENT THE ALVIE TWO-DAY

A Highland success story

Over the past five years, the classic trials world’s attention has been awakened to the Highland Classic Two-Day Trial in Scotland but up until now very little has been known of its origins or history. Trials Guru’s mine of information John Moffat has been at the sharp end of the event’s promotion from its inception, and now he reveals how it came about, and how the successful mixture of theme and celebration have increased the trial’s profile and standing on the International Classic Trial stage.

Words: John Moffat • Photographs: John Hulme, Mike Rapley, Eric Kitchen, Mauri/Fontsere Collection and the Giulio Mauri Copyright

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CLASSIC TRIAL MAGAZINE 2018 • ISSUE 26

CLASSIC EVENT THE ALVIE TWO-DAY The truth in the phrase ‘The Friendliest Classic Trial in Scotland’ is evident here as the 2015 guest of honour Bill Wilkinson keeps everyone entertained.

T

he current Highland Classic Two-Day can trace its origins back to the year 1950 with the Highland Two-Day Trial organised by the Highland Car & Motor Cycle Club of Inverness, which had been formed the previous year in 1949.

It was a Scottish national event run under a permit issued by the Scottish ACU, and it attracted many southern stars of the day, such as BSA supported rider Tom Ellis and Bill Wilkinson, to travel north to compete. History did, however, record that Fort William’s Allie Cameron won the event in 1962 on a Triumph Cub before he went to work for Greeves at Thundersley as a factory mechanic.

A new club Thanks to motorsport enthusiast John Mackenzie, from Fortrose, he recently discovered the following information about the Highland Club. It was an extract from the Scottish Clubman magazine of January 1960: “A new Highland Motor Cycle Club has been formed in the Inverness area and, following the Annual General Meeting in November of the Highland Car and M.C.C., it is expected that a new Highland Car Club will emerge. We understand that it was mutually agreed

CLASSIC TRIAL MAGAZINE 2018 • ISSUE 26

in September that the car and motorcycle interests in the eleven-year-old original club should go their separate ways but at the same time retain a friendly association. The formation of the Highland M.C.C. was fostered greatly by some of the ‘old hands’, and Chairman at the inaugural meeting attended by about thirty was Mr Jack Gregory, founder secretary of the old club”.

Much of the history of this event has been lost, due in part to the separation of the club into two when the then committee felt that car enthusiasts and motorcycle enthusiasts were polarising when it came to their passion as they became very distinct and specialised sports. Two separate clubs were spawned, and the Highland Car Club exists to this day. However, the Highland Motor Cycle Club faltered in the mid-1960s, with the Lochaber & District Club taking up the slack in the west of the region which led to the creation of the Inverness and District MCC formed in the mid-1970s.

The Inverness club was founded out of the Grampian MCC when like-minded trials riders demanded more events whereas the Grampian club was predominately motocross based. One of the founding Inverness members is Malcolm Smith,

The current Highland Classic Two-Day can trace its origins back to the year 1950 with the Highland Two-Day Trial organised by the Highland Car & Motor Cycle Club of Inverness.

a keen trials rider who had moved north from his home at Dunsfold in Surrey to Ardersier in the early 1970s. He was a specialist gun-dog trainer and shooting consultant who worked for Cawdor Estates and had set up his consultancy and livery business.

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CLASSIC EVENT THE ALVIE TWO-DAY A world-round winner on a Bultaco, Dave Thorpe was the 2014 guest of honour.

Trials Guru’s John Moffat has been at the sharp end of the event’s promotion from its inception.

Classic Trial Magazine test rider Nick Shield (Bultaco) in action on the Alvie estate.

Finland’s three-time FIM World Trials Champion helped to raise the profile of the event with his old Bultaco colleagues from around Europe.

Alvie Estate It was Smith who, in 2003, brought the idea of a Pre-65 trial to the Inverness & District committee. The main reason being that the Pre-65 Scottish Trial had that year restricted Scottish ACU licence holder entries to their Kinlochleven event due to its popularity and over-subscription. This event would go some way to giving Scottish riders the opportunity to ride other than at Kinlochleven. And so an event, at that time un-named, was promoted at the Alvie Estate in Kincraig in 2004. One of the first competitors was Jock McComisky, who enjoyed the event so much that he suggested that it be made into a two-day event to encourage more English riders to take part.

In 2006, the event was extended over two days and was given a name, the Highland Classic TwoDay, which hinted at the original Highland Two-Day event some 30 years previously. After the first twoday event was run the numbers certainly increased as word spread of the flowing natural sections on what is fundamentally a ‘shooting estate’.

The committee was once again to deliberate on allowing twin-shock machines to take part as they were by now gaining in popularity, particularly with riders who were now in their fifties. Again the numbers increased and so did the status of the event, which pleased the estate owners who encouraged the club to make use of new areas of their land allowing a longer lap distance.

The critical mass factor was about to take effect when John Moffat and, trials journalist, Tim Britton were chatting after finishing the 2012 event. The

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The ‘Bultaco Classic Trials Team’ for the 2013 Highland Classic.

conversation drifted onto the Spanish ‘Robregordo’ event near Madrid where both these enthusiasts had competed a few years before. Both agreed that the Sotobike Club event was quite special in that it sported a ‘guest of honour’ from the sport of trials.

They also agreed that the Highland Classic would similarly benefit from such a guest but who would be a good starter guest? Simultaneously the name Yrjo Vesterinen was on both men’s lips.

The Bultaco Edition ‘Vesty’ had taken part in the 2008 Robregordo event and the Spanish enjoyed watching the former threetime world champion make a tentative comeback to the sport after an 18-year sabbatical. The plan was created, and the Inverness committee was once again petitioned to push the boat out and ask Vesterinen if he would oblige the club by being their guest. John Moffat was to make the approach as he had got to know Yrjo at the Robregordo event in 2008, and he wasn’t disappointed: “It will be an honour to attend your event” said Vesty.

A couple of months went by with Moffat and Vesterinen discussing the arrangements by telephone when Vesty suddenly said: “John we could make this event really special if you would let me make some phone calls, I have a good idea that I wish to develop”. What Vesterinen did next was to knock the socks off the Scottish trials scene.

Using his old Bultaco connections, Vesty enlisted the co-operation and support of Oriol Puig Bulto (former Bultaco Team Manager and nephew of

Bultaco founder F.X. Bulto), Ignacio Bulto (F.X. Bulto’s son), Manuel Soler (Bultaco development rider), Javier Cuccurella (former Bultaco works rider from Spain), Charles Coutard (former French national champion and Bultaco factory rider), Dave Thorpe and Jaime Puig (nephew of Oriol and Bultaco supported rider through Barcelona dealership Zona 3). It created the ‘Bultaco Classic Trials Team’ for the 2013 Highland Classic.

Vesterinen had recreated the old Bultaco works team; the only member missing would be Martin Lampkin who still had world championship commitments at that time.

John Moffat suggested to the Inverness Club committee that the event is given a theme, and it should be ‘The Bultaco Edition’ in honour of Yrjo Vesterinen and his team-mates that year. It was unanimously agreed. It was a recipe for success as this had never before happened in any Scottish event. It was to set the scene for subsequent Highland Classics, and it also increased the event’s profile and standing from that year onwards. The success brought with it the challenges of oversubscription, but the Inverness committee stood firm and resisted a balloted entry system preferring the ‘first-come, first-served’ approach. The event on the ground was to be very carefully managed by the clerk of the course, first Malcolm Smith and subsequently Gordon Murray, an experienced SSDT rider, and Stewart Anderson. The sections were to be challenging but sensible and not aimed at taking very many marks from the better riders.

CLASSIC TRIAL MAGAZINE 2018 • ISSUE 26

CLASSIC EVENT THE ALVIE TWO-DAY

Steven Moffat in action on one of his father John’s Bultacos.

Making it a family affair is David Moffat in action, riding the Matchless which has been passed down through the generations over the years.

The friendliest Classic Trial in Scotland The phrase ‘The friendliest Classic Trial in Scotland’ was coined in 2015 and the club has strived to retain that feel to the event ever since.

Mick Andrews, a guest in 2016, was quoted as saying: “I like this trial; it has a continental feel to it.

It’s just like riding in Europe, but you have the bonus of the splendour of the Scottish Highlands”.

Since 2013, the following individuals have been guests of honour: Yrjo Vesterinen; Dave Thorpe; Bill Wilkinson; Mick Andrews and Rob Shepherd, with Nick Jefferies a special guest and 1968 Scottish Trials Champion Douglas Bald in 2018. The editions have been Bultaco, Thorpe, The Tenth, Yamscot, Honda and Montesa Cota.

The estate management team, led by David

Spain’s Javier Cruz encourages foreign riders to attend the event

John Moffat with the guest of honour in 2017, Rob Shepherd, with his fellow Honda team rider Nick Jefferies.

CLASSIC TRIAL MAGAZINE 2018 • ISSUE 26

The event is open to both male and female riders as we see Hannah Vesterinen (Bultaco-FIN) in action on one of her father’s Spanish machines.

Kinnear, were happy with 150 competitors, and the Laird, Jamie Williamson, was asked to deliver a pre-trial speech, in which he welcomed all the riders to his estate. The Inverness Club’s first approach to Alvie Estate was made by local Aviemore enthusiast Ray Sangster around 1975.

In 2016, it was decided to set aside entry places for ‘guest riders’ which were additional to the 150 maximum. These entries were specially reserved for competitors who were put forward by the event sponsors, called ‘Trial Partners’ and for former competitors of merit. Moffat remembered that the Spanish Robregordo trial had a ‘wine section’ midway through the day. The highland weather can be changeable, so the organisers of the Highland Classic set up a ‘section 19’ at the trial HQ under cover where cheese, wine and a locally sourced ale

Ignacio Bulto is one of the members of the famous ‘Bultaco’ family.

Laird of Alvie Estate Jamie Williamson on the left with Rob Shepherd

called ‘Happy Chappy’ is made available to all riders and observers, which makes for a social and friendly atmosphere.

2019 It is without a doubt that the Highland Classic has evolved, but this has been done in a planned way.

The annual theme will most certainly continue as it keeps the interest levels high and the 2019 SWM Edition is no exception. The guest of honour will be 1979 World Trials Champion Bernie Schreiber who will celebrate 40 years since he won the world title on a Bultaco, and of course, he was victorious in the 1982 SSDT on the Italian SWM machine. Rest assured there will also be a few interesting surprises in the run-up to the event, which will be held on the weekend of 8-9th June.

Berne Schreiber will return to a Scottish event for the first time since his win in 1982. Here he celebrates the famous victory with from left to right: Mechanic Dario Seregni, Schreiber, Martin Lampkin and Danilo Galeazzi.

In 2016 Mick Andrews was a guest of honour.

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KIT MACHINE MILLER HONDA

Hi-Boy

In 1974 when my father Ron took delivery of his Honda TL 125 from John Taylor Motorcycles in Stoke, it was quite a time for change at the Hulme household. On further inspection I quite understood why he was so attracted to the little Honda as the quality of components was second to none. Power and performance wise, however, it was not anywhere near as good as the Spanish opposition. In six months it was traded in at MacDonald Motorcycles for, you can guess, a Bultaco. The Honda trials success story continued with Sammy Miller at the helm. He sponsored a trials team on the converted TL 125cc machines. The Sammy Miller Hondas featured the Hi-Boy frame and various upgrade parts. These were ridden with moderate success until the full factory machines arrived from Japan. Miller guided them to their first British title with Rob Shepherd in 1977. Wind the clock forward to 2018 and my good friend in Italy Justyn Norek contacted me to say that he had a very old Miller 125cc Honda to test, what did I think? My answer was a definite Yes Please! It opened the door for this article, which takes us back to the early days of our sister publication Trial Magazine.

Words: John Hulme • Pictures: Yoomee Archive

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A new machine at the Hulme garage in 1974

CLASSIC TRIAL MAGAZINE 2018 • ISSUE 26

KIT MACHINE MILLER HONDA

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s an introduction to the Justyn Norek story, we take a quick look back at a test we carried out in 2008 on the Sammy Miller Products Honda TL 150cc produced by Richard Jordan. With the great man Miller moving his interests to his superb museum he sold the Sammy Miller Products business to Jordan. Looking at new ideas he had reproduced the frame kits that Miller had first produced in 1974–1975.

Starter Machine The Sammy Miller 150cc Hi-Boy

As an introduction to the growing classic trials scene the standard Honda TL 125 could still be found for a reasonable amount of money so why not reproduce the frame kits? In 2008, and with all the current market interest in the twin-shock trials machines, especially the clubman wanting a fun day out, it would possibly be a good idea to re-market the Honda TL but with the Hi-Boy frame and all the associated accessories made available.

Richard contacted Sammy Miller to see if the old frame jig was still available.

After a while, Sammy came back on the phone to report that all was well and he could supply the relevant parts of the original jig to reproduce the frame. They still required a base-point to start the project, and he went about trying to find original Miller HI-Boy Honda trials conversion. He found one of the people who worked on the frames, an ex-Rickman Engineering employee, who was more than happy to assist with the new one. With many advances in engineering taking place over the years since the first frame kits were first constructed it was decided to apply these to the new frame. A small production run was carried out and they all pretty much sold before they were finished — we think around 30 in total.

On Trial At the time Richard had Mick Andrews assisting him with his new Honda and Mick had a ride in the 2008 Nostalgia Trial on the new 150cc Hi-Boy Honda.

Mick Andrews: “For me, this is an ideal way to get you into classic trials. The machine is not aggressive, just very easy to ride. No power surge although the engine does have more ‘go’ than I first thought it would have. Suspension is down to individual requirements, and the only complaint I have is it seems a little stiff on the rear suspension.

"I find it so easy to ride, the engine is so flexible, which makes for a good beginner machine although I think a competent rider would surprise many on the Miller Honda”.

Riding as a guest, Mick would not qualify for any awards but it did give him the option to try the expert route on the dreaded section fifteen, the steep hill climb. The clubman route veered off before the steepest part of the climb and Mick initially tried this in bottom gear, expecting the engine to run out of power, but he was pleasantly surprised as he got to the top with the aid of a quick dab.

Never one to be beaten, he quickly shot down to the bottom of the section for another go but this time in second gear.

It was a pleasure to watch the old master at work as he forced the little 150cc machine to the top of the climb on sheer riding ability; the nickname ‘Magical’ was very evident! As Mick originally explained, this machine is ideal for the fun factor sometimes missing in modern trials. If you know where there is an old Honda TL 125cc purchase it and start enjoying your trialling!

CLASSIC TRIAL MAGAZINE 2018 • ISSUE 26

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KIT MACHINE MILLER HONDA

It’s quite slim and compact for a machine that is so old.

Sammy Miller

Honda 125 Hi-Boy Here is a short account of the Sammy Miller Honda 125 Hi-Boy story from Justyn Norek Jnr. The Honda trials story started around 1974 when, following Honda marketing analysis, they made the decision to enter the market with a machine of their own. At that time the sport of motorcycle trials was dominated by air-cooled, single cylinder two-stroke machines. After the famous and well documented Sammy Miller and Bultaco revolution in 1965 the heavy and antiquated four-stroke machines which had dominated became all but redundant.

Article: Justyn Norek Snr and Jnr

B

y 1974 the trials marketplace was dominated by two-stroke Spanish and Japanese machines as the land of the ‘Rising Sun’ came into play. Honda was very different though as they wanted to develop a four-stroke to challenge the twostroke dominance.

Who do we ask?

With Mick Andrews working with Yamaha, Gordon Farley with Suzuki and Don Smith with Kawasaki who could they ask to help them with the new development project? While Sammy Miller may have been tied into a contract with Bultaco, who could do a better job than the man who had killed the four strokes, that man Miller himself? Thus they proposed a contract to Miller, and he was so attracted by this new exciting challenge that after a few months of deliberations and tension he obtained a letter of release from his Bultaco contract from the main man Mr Bulto himself! Both parties shook hands and parted on the best of terms.

Motorcycle trials, as a sport, was about to enter one of the most thrilling periods of its long history

72

dating back to around the turn of the 19th century.

The first task, when Miller joined Honda, was to improve their current TL 125 trials model ready for the lucrative US market while developing the real trials weapon with the TL 250 model. The TL 125 was already a success, selling itself as great fun and good clubman mount despite its limitations with the engine size. It also needed to lose some weight.

Sammy already had his own established company based off the back of the world-beating Bultaco, selling accessories and various components for trials models. He made the decision to propose a special lightweight frame for the Honda using his already tried and tested Hi-Boy frame. It had been used successfully on other models including the Bultaco. It increased ground clearance and was beautifully fabricated by British craftsmen with bronze welding using the world-famous Reynolds 531 tubing. It would achieve a weight saving of 11kg when compared with the standard Honda TL 125 production frame. In addition, this frame kit offered perfect geometry and weight distribution gained from the fruits of Sammy Miller’s lifelong trials experience.

Drum-type brakes fitted to the front and rear need to be treated with caution on steep descents.

The power from the Honda TL 125cc fourstroke engine can be upgraded by specialist engineers to just under 200cc.

CLASSIC TRIAL MAGAZINE 2018 • ISSUE 26

KIT MACHINE MILLER HONDA

The Miller Hi-Boy Honda looks ‘Race Ready’.

Michaud Fantic Here we start the story of the Honda TL 125 Hi-Boy which led to the test. I was invited by my father’s good friend Stefano Bianchi, who is a dedicated collector of important trials motorcycles, to visit his home close to Milan. The purpose of the visit would be to hold a photo-shoot and have a test ride on an ex-Thierry Michaud Fantic 303 from his world championship winning years. We were more than happy to do this as we are always keen to try and test different motorcycles, not only trials but also enduro and motocross. We wanted to capture the pictures expressing the beauty of those machines.

After the photo session, we had a great lunch with some nice local wines, and Stefano had asked us if we wanted to see some more machines from his collection; some would be a little bit special, he explained. We keenly accepted, but I will not write here about what we have seen as we would fill up a whole magazine! Our eyes spotted a Hi-Boy Honda and also a Hi-Boy Bultaco. These two machines were on our ‘Bucket List’, and after some careful negotiations, both these machines found their way into our Renault Espace. At this point, I would like to say a huge ‘Thank You’ to Stefano Bianchi for both his time and hospitality.

CLASSIC TRIAL MAGAZINE 2018 • ISSUE 26

You can ride with a very modern style or a more traditional one, it’s that good, highlighting the expertise in Sammy Miller not just as a rider but also a development engineer.

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KIT MACHINE MILLER HONDA

The red colour scheme is not the original one, we believe.

Everything under the fuel tank is exposed in this ‘naked’ shot.

It’s time to ride The Rubiana Trials Park close to Turin, Italy, with its endless number of natural and man-made trials hazards was the place chosen to test the Honda. It's a training ground for the best trials riders of the Piedmont Region. It was Sunday, and quite a few guys were training there on modern machines, and I must say, when I unloaded my Honda from the trailer, it created general interest not only among parents but also teenagers and younger trials riders, much to my satisfaction. I put my Jitsie supplied riding kit on, and we were ready to go.

The four-stroke, single cylinder air-cooled machine fired into life with a very quiet and calm exhaust note. Riding the machine you soon understand that the balance and feel are very Bultaco despite the four-stroke engine. The suspension worked very well with the geometry of the frame, but as you can expect I was disappointed with the performance from both the front and rear brakes; give me disc brakes any day! Either going

74

uphill or down you feel very in control with good machine feedback, and I cannot emphasise just how good the handling is. You can ride with a modern style or a more traditional one, it’s that good, highlighting the expertise in Sammy Miller not just as a rider but also as a development engineer. Even in very tight hazards the razor-sharp feel to the machine was very satisfying. It may feel like a short wheelbase, but the feedback was very neutral in how it handled.

The big drawback is the power of the 125cc engine. It is not a problem though as, if you look on the internet, you can pretty easily convert it from a 125cc up to a 200cc by all accounts.

With some spirited riding, the feedback gave me a confident feel, and the more I rode, the bigger the hazards became. I would imagine it’s exceptionally good at finding wheel grip in wet, muddy conditions. It's an ideal trials machine for younger riders that can grow on you, making it very much like a modern-day Triumph Tiger Cub!

This picture taken from the Sammy Miller catalogue shows both the Bultaco Hi-Boy frame and the Honda TL one, at the bottom.

HONDA TL125 Hi-Boy SPECIFICATIONS

Production: 1973-1982 Engine Four-Stroke; OHC 2 Valve; Single Cylinder; Air Cooled.

Capacity 122cc; Bore x Stroke, 56.0 mm x 49.5 mm; Compression Ratio 8.0:1 Ignition Flywheel Magneto Clutch Wet Multi Disc Gearbox 5 Speed Constant Mesh

Final drive Chain Frame Hi-Boy; Sammy Miller Design Tubular Steel Reynolds 531; Bronze Welded Suspension Front: Oil Damped Telescopic Forks; Rear: suspension Oil Cooled 5-Way Preload Adjustable Tyres Front: 2.75 - 21"; Rear Tyre: 4.10 - 18"

Fuel tank Capactiy: 4.5 litres.

CLASSIC TRIAL MAGAZINE 2018 • ISSUE 26

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CLASSIC TRIAL MAGAZINE 2018 • ISSUE 26

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HERITAGE TALMAG TROPHY TRIAL

What is the

future?

Ralph Venables wrote in the programme notes in the early 1980s that The Talmag Trophy Trial was “the world’s most nostalgic get-together of real enthusiasts”. I’m a Talmag rookie of a few years but, from my experience, forty years on it still has that claim. My enthusiasm for this event is so great; I arrived too early forgetting it was still dark at 7.00am! However, while walking back from section 15 at 7.45am satisfied that I knew where all the sections were, I wasn't alone. From the bushes, a familiar figure strolled out in front of me, and I said ‘morning’ which frightened a friend, Neil Roberton, half to death! A warm handshake followed, and banter about ‘where is section 4’; Neil is not a rookie, and now in his seventies, he travels from mid-Wales observing, marshalling and spectating all over the country, but he doesn’t like to miss a Talmag. Great minds think alike; the aim was to have a good look at the sections and then have as much time as possible to socialise and photograph before the ‘off’ at 9.30am.

Report: Andy Withers • Pictures: awsportsphoto

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Team Levis before the off.

CLASSIC TRIAL MAGAZINE 2018 • ISSUE 26

HERITAGE TALMAG TROPHY TRIAL

Finishing a close second in 2018 the 2017 winner Phil Gray on (Ariel).

Premiere Class: Over 300cc Sprung winner Roger Higgs on his 1958 Ariel HT5.

Flying to their first Talmag victory are Bernie and Charlie Chambers (Rickman).

A

trial has been held on the sandy slopes of Hungry Hill near Aldershot since the early 1950s but the ‘Four-Stroke Only’ pure version began in 1977. It is always oversubscribed, with only 180 places available this year, so a few were disappointed. It is a big social event, usually on the last Sunday in January launching another fantastic season of classic biking, but it is much more. It brings together some of the most beautiful pristine trials machinery you will ever see, celebrating the golden era of British motorcycling with bikes from 1929 to 1964, a sprinkling of European machines and an occasional ‘Red Indian’. Riders come from all over the UK and Europe to cross the Talmag off their ‘bucket list’ or get hooked and come back year after year. It is a serious trial, with every rider begrudging any marks lost and racing against the time ticking away on the special test, wanting to follow in the footsteps of some of the trials greats including Gordon Jackson and Sammy Miller.

Politics and trials Unfortunately, the Talmag Trophy Trial has turned into somewhat of a battleground! The Talmag MCC originates from the Territorial Army London Magazine — a magazine for motorcyclists in the T.A. As you can imagine, the Army is used to taking

CLASSIC TRIAL MAGAZINE 2018 • ISSUE 26

The Sidecar Class runners up Paul Fishlock and Debbie Merrell climb Hungry Hill on the Ariel.

on all comers, but staging this prestige event has become a complex balancing act between the club, its riders, the M.O.D. (Ministry of Defence) and Natural England, the public body protecting the natural environment.

In May 2017, Ian Allaway and the Talmag MCC

team applied to the M.O.D. for permission to run the trial in January 2018. Nothing came back from the M.O.D. until they were chased up in October 2017. The response was the ‘land was not available,’ as part of the site is an S.S.S.I (Site of Significant Scientific Interest) designated by Natural England.

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HERITAGE TALMAG TROPHY TRIAL Many rare and unusual machines can be found, is this a two stroke? No it’s a ‘Griumph’.

Riding the oldest machine is Paul Balmain on his Ariel.

Ex British Motocross Champion Vic Allan looking for grip on section 12 on the MV Agusta.

The club was disappointed at not being able to run at the traditional venue, but an alternative was offered. However, after investigation, it was found that the new land was not suitable. Fighting the case, the club wrote to the local MP and went back to Land Marc, the booking organisation for the M.O.D. They suggested contacting Natural England directly. Ian, Neil Buttery and Neil Sinclaire presented detailed maps and photographs to Natural England. The result from them was that provided the competitors and spectators stay within the boundaries of the map that is included in the Trophy Trial programme, the trial should be safe for the next five years. However, despite the persistence of the club, the M.O.D. still did not sign off the trial until the week before the event!

It is hoped that next year’s permissions to run this superb event will be less troublesome.

Social Event Who was there? Multiple Talmag winner Sammy Miller, in his 84th year, came to spectate, and you could see riders trying to raise their game as they saw him looking on. With two new knees, taking part is not an option for Sammy, but his aura still impacts the action.

George Greenland, riding Sammy’s ‘weapon of choice’ a 500cc Ariel, took a dab after the climb on Section 12, paused in front of the master and said “sorry Sammy” before plunging down a steep gulley. George himself is motorcycling royalty, with five British Sidecar Enduro championships to his name and, at 85, is probably the oldest competitor, while daughter Karen finished with the Best Lady result and grandson Dean was taking on his first Talmag on a BSA C15 Wasp.

Before the start, George couldn’t resist a ‘test ride’ on Vic Allan’s 144cc MV Agusta which is mounted in a road frame. Ex-British Motocross Champion Vic has become a Talmag regular on the MV.

For Multiple Talmag class winner Clive Dopson it all goes wrong for with his Norton ending up hooked around the tree.

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CLASSIC TRIAL MAGAZINE 2018 • ISSUE 26

HERITAGE TALMAG TROPHY TRIAL

Top lady rider Karen Clarke on the BSA C15.

Kieran Abraham guns the 1936 Levis to the top of the hill.

For Pete Pesterfield and Debbie Smith it all goes wrong!

Thrills and Spills The thrills: the premier Over 300cc Sprung class produced a tied finish on points for three Talmag specialists. 2017 winner, Phil Gray, and 2016 winner, Roger Higgs, both on 500cc Ariel HT5s, and Tim Hartshorne on his 500cc AJS 18CS, all going clean.

It brought into play the times from the special test held between the two laps of fifteen sections. Higgs took the victory with the fastest time ahead of Gray and Hartshorne. Hartshorne has been clean for three years running but doesn’t seem to have the pace in the special test. Jason North also produced a clean in the Under 300cc class to win the class on his 200cc Triumph Tiger Cub. The spills: the ‘Rigids’ and Girder Fork machines are personal favourites, and in the Rigid Over 300cc Clive Dopson has been a top rider on his 1951 500T Norton for over thirty years and remains so. However, this year he found too much grip on a challenging section 12 causing the machine to

CLASSIC TRIAL MAGAZINE 2018 • ISSUE 26

Pete Pesterfield and Debbie Smith gain traction blasting up Hungry Hill, encouraged by the crowd.

wheelie; he hung on thinking that gravity might prevail, but the bike became vertical with the front mudguard against a tree and Clive experienced the effects of gravity going backwards. The expression on his face seeing the Norton vertical was a sight to see! He cleaned the section on the next lap but lost out to Steve Scott on his 1952 500cc TRW Triumph overall by four.

The Girders bring out the oldest machinery, the 1929 250cc Ariel Colt of Paul Balmain taking that honour this year. However, it was the younger Levis 500D machines of Kieron and Andy Abraham that led the class. We say younger, but Kieron’s is from 1937 and Andy’s is from 1930. Seeing these machines with minimum brakes and suspension being used in anger is priceless. Rumour has it that Pete Pesterfield has contested all of the four-stroke Talmags in sidecars, and his 100% commitment still shows. In 2017, a stall in the last section cost him the victory. This year he provided a spectacular

spill looping the outfit on Hungry Hill to dent his challenge.

This year’s first-time winners were Bernie and Charlie Chambers on a beautiful Ariel engined machine, engineered by Adrian Moss, with a mixture of power and superb balance. The father and son team held off the challenge of multiple winners Paul Fishlock and Debbie Merrell on their Ariel outfit, whose uncharacteristic five on the last lap cost them dear.

The future Five years seems secure with the very welcome cooperation from Natural England, and there is hope that with this new-found support the M.O.D. will give permission more readily for future events.

Now is the time to put this on your ‘bucket list’ for the next five years and apply to ride next year. Next, to the Pre-65 Scottish this is THE classic trials event, and long may it continue.

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CLASSIC TRIAL MAGAZINE 2018 • ISSUE 26

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Trial Magazine, in association with motorcycle trials literature specialist Yoomee, can now bring you a selection of books dedicated to motorcycle trials.

01 20 Years of Twinshock Trials, Vol. 1 A pictorial look at the men and machines in trials from 1965 – 1985. The book is 120 pages in A4 size and comes in the semi hardback format.

02 20 Years of Twinshock Trials, Vol. 2 A pictorial look at the men and machines in trials from 1965 – 1985. The book is 124 pages in A4 size and comes in the semi hardback format.

03 20 Years of Twinshock Trials, Vol. 3 A pictorial look at the men and machines in trials from 1965 – 1985. The book contains 126 pages in A4 size and comes in the semi hardback format.

04 Spanish Trials Machines

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01 20 YEARS OF TWINSHOCK TRIALS, VOL. 1 02 20 YEARS OF TWINSHOCK TRIALS, VOL. 2 03 20 YEARS OF TWINSHOCK TRIALS, VOL. 3 04 SPANISH TRIALS MACHINES 05 A COMPLETE GUIDE TO MOTORCYCLE TRIALS 06 MOTORCYCLE COMPETITION SCOTLAND 1975-2010 07 LOCHABER SSDT 1909–2011 08 PRE-65 ‘SCOTTISH’ 2018 DVD

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The history of Spanish trials machines between the years 1965 – 2010 contains 128 pages. The book is A4 size and comes in the semi hardback format.

05 A Complete Guide to Motorcycle Trials Produced by Yoomee for Steve Saunders it covers every aspect of the sport. The book is A4 size in full colour, 134 pages and comes in the semi hardback format.

06 Motorcycle Competition Scotland 1975–2010 100 pages covering all aspects of the motorcycle sport in Scotland. The book is A4 size and comes in the semi hardback landscape format from the Trials Guru, John Moffat.

07 Lochaber Scottish Six Days Trial 1909–2011 Yoomee produced this superb collection of over 200 images with over half in full colour. The book is A4 size and comes in the semi hardback landscape format.

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The New Kia Sportage Very special offers across the Kia range when you quote ‘Classic Trial Magazine’. Contact John Hulme for further details.

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Triangle of Chesterfield Ltd trading as Triangle of Chesterfield are a credit broker (not a lender) for the purposes of this financial promotion and can introduce you to a limited number of carefully selected finance providers and may receive a commission from them for the introduction.

MYSTERY MACHINE HEUSER

PETER HEUSER THE STORY OF A MOTORCYCLE MANIAC I have had this brochure shot for many years, and when looking through some old computer files recently, I found this article about its builder. I tried to find its originator, Peter Lohre, who I lost contact with many years ago, to no avail. It’s such an inspiring but sad story that I have decided to print it. Peter, if you are out there, please could you contact me? I would love to have a catch-up.

Words: Peter Lohre and John Hulme

P

eter Lohre talks about his friend Peter Heuser. “There are certain people who for some reason you can never forget in life.

Peter Heuser was such a character.”

The first meeting The dateline is the early seventies and the venue Troisdorf, West Germany. I first heard of a Fina brand petrol station owner Peter Heuser at a time when his mind was focused on a brand new breathtaking motorcycle the Italian Benelli six-cylinder machine.

He had never seen anything like it. He liked it, and he started a Benelli sales business. As everybody knows about Italian motorcycle manufacturers, they are most wonderful with their designs and most dubious in their reliability. Frustrated as he was, Heuser changed direction and looked towards the British Isles. Wasp

CLASSIC TRIAL MAGAZINE 2018 • ISSUE 26

of South Newton, Salisbury came into focus.

He convinced Robby Rhind-Tutt to build him a Norton-engined trials special. He took it over to Germany and started playing with it. That was when I first met him as a rider. I heard a deep sound crawling up from behind the hills in my usual trials practice grounds. Heuser turned up with this fascinating trials sidecar outfit, shouting at his passenger. He usually shouted at them all the time. This chap walked away, and I was given the hot seat in this special. We got along, and I became his number one trials passenger and Peter Heuser more or less finished my solo career — not that it was anything to mention.

We quickly discovered that the old Norton lump was too clumsy for modern-type sections; steep hills or muddy bottomless pits were more suited to it. One day Peter bought a Suzuki 250cc two-stroke enduro

engine that he wanted to be fitted into one of these Wasp frames.

Travelling man The next step was to travel to South Newton near Salisbury where he had special lightweight trials chassis tailored around us. The process took five days from bare Reynolds 531 steel tubes to a hand-brazed rolling chassis.

Using a CCM engine as a stopgap, it turned out not to be any good. When I went to CCM at Bolton Jubilee Works, I blew up Heuser’s newly acquired 2.8 Litre Capri on the M4 at full speed. Oil poured out everywhere; the Salisbury Ford dealers said they had not seen anything like it before!

The Suzuki engine connection led to Beamish Motors at Portslade near Brighton. The Beamish Suzuki was the sidecar to have in the 1970s.

Heuser became the sole importer to Germany, and we were both in business as ‘works’ riders.

Deutschmark after Deutschmark was poured into organising a national German Sidecar-Trials Championship and we were always having the latest technical modifications fitted to our Beamish Suzuki.

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MYSTERY MACHINE HEUSER

Heuser wanted to sell many of these beautifully designed, chrome plated outfits. Therefore he needed his championship successes to support this.

One day, in his usual cavalier approach, he asked me, with a van and trailer, to collect two new outfits from the Brighton factory. In those days it was all tax forms and customs, queuing at different borders, and all Peter had given me was a delivery note. In the end, I had to abandon one trials outfit at Calais port after lengthy discussions with Customs authorities. Peter wasn’t too happy about it and travelled back to collect the other machine.

A growing business As Heuser’s business grew, it was necessary to get bigger premises. Peter moved to a bigger shop, and en route also became a Kawasaki motorcycle main agent.

Every day he developed numerous ideas and was setting up plans, zooming about and leaving the daily jobs behind with his workforce.

He went to the Sachs factory to have engines made to his specifications. He went to Italy to see Giancarlo Gori of Gori Motorcycles for trials frames for his engines. He created the HMT trademark — Heuser

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Motorräder Troisdorf — and branched out in a big way with more shops.

His emporium became more and more a place of confusion and with it the pressure of it all. He lost track of his direction, and his private life suffered from his absence. He compensated for that by having a girlfriend travelling with him, while at home his wife and the Shepherd dog were always waiting. His workforce, without a Captain to guide them, made their own decisions. The business suffered, and with it, the profits started to go down.

Gori made him a batch of junior trials machines with 50cc Sachs engines. If I remember correctly, the gearbox gave a choice of six gears meaning endless changing to keep up the performance. This was a failed project, and the debt just kept on mounting.

A proud man The next step was to buy the Kramer Moto Cross manufacturing company. That didn’t help either. He and a friend, Eduard Marks, injected loads of money into this business venture. Peter hired high-profile riders to get success with the Kramer name. Sadly they never came first in a sport where winning is

what matters. Eventually, it all failed due to one reason and another, and with vast amounts of money disappearing Kramer went into financial troubles and was sold to Italy.

Peter Heuser was a very proud man; he couldn’t stand personal failure. His final decision was to commit suicide in 1983. I will never forget him — Peter Lohre

HEUSER TRIAL 50 SPECIFICATIONS

Engine Sachs 501/4CKF

Bore 38mm x Stroke 44mm

Capacity 49cc, Single Cylinder Air-Cooled

Carburettor 14mm Bing

Ignition Bosch 175 T1 Frame Tubular Steel, Twin Cradle Type

Wheels Front: 21’ x 2.50’ Rear: 18’ x 3.50’

Tyres Metzeler Trials Wheelbase 1270mm

Seat Height 740mm Ground Clearance 320mm

Dry Weight 63.5Kg

CLASSIC TRIAL MAGAZINE 2018 • ISSUE 26

LET'S TRAVEL ANDORRA

CLASSIC TWO-DAY 2018 A N D O R R A

To say I am excited about this new two-day Classic trials event is a massive understatement. My first adventure to Andorra was back in 1989 in John Shirt’s ex-Parcel Force Mercedes 307D Van. We were in Spain on a visit to the Gas Gas factory in Gerona, when on route to the Spanish world round we took a detour via this small principality of Andorra close to the Spanish border. As it’s a tax-free haven the price of things compared to the UK was ridiculously cheap. The thennew Shoei TR2P trials helmet was the one to have, and we found these around 50% cheaper than at home. As always when you are abroad we also bumped into one of John Shirt’s oldest friends, Harold Crawford and his wife Audrey. A few of you will remember when ‘Harry’ used to compete in all the world rounds on his Yamaha living in his converted van with Audrey! He soon informed us that a gallon bottle of Jonny Walker Whiskey was a mere £12, which Audrey soon confirmed as she had bought one. As with many of the current FIM Trial World Championship rounds Andorra has been a firm fixture on the list for many years and the small town of St Julia de Loria at the southern edge of the principality welcomes the sport of motorcycle trials with open arms.

Article: Frank Delubac and John Hulme • Pictures: Jean Claude Comméat/Canon Eos 5D

Manel Campoy (Beta)

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Oscar Mill (Bultaco), Expert Class winner

CLASSIC TRIAL MAGAZINE 2018 • ISSUE 26

LET'S TRAVEL ANDORRA

Charles Coutard (Bultaco)

Thomas Mabily (SWM 350)

T

he ever-growing classic trials scene is gathering pace at a rapid speed, with the two-day format proving very popular all around Europe. My trip to the Costa Brava Classic is a firm fixture in the diary, and for events such as the Highland Two Day on the Alvie estate (which I'm unable to attend due to world championship commitments) we always have other motorcycle enthusiasts representing Classis Trial Magazine. This year, the Leven Valley Two Day trial joins the calendar for the first time in Kinlochleven, which is where we will be in September.

Andorra 2018 Andorra is a well-known place for the motorcycle trial enthusiast, and just three weeks before the classic two-day the FIM had visited the principality located in

CLASSIC TRIAL MAGAZINE 2018 • ISSUE 26

Marc Marivet (Fantic)

the Pyrenees between France and Spain for round three of the 2018 Trial World Championship.

A ‘hub’ for sports enthusiasts, it has welcomed the world of motorcycle trials for many years with the first FIM event held in 1992. With a population of around 85,000, Andorra is an independent principality better known for its ski resorts as well as enjoying a tax-haven status. Just for the record, Andorra’s most famous motorcycle trials resident is a certain Toni Bou. Andorra is a fantastic place and one of outstanding natural beauty, leaving an impression on everyone who visits the area.

On the weekend of 30th June and 1st of July, the local Andorra trial club took their chance in organising the first two-day classic trial in Sant Julia de Loria, which has an altitude of some 900 meters.

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LET'S TRAVEL ANDORRA

Ugo Alberti (SWM)

Michel Ranc (BSA) Winner Pre-80

Javi Conde (Bianchi)

Marti Font (Bultaco)

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Frank Delubac (Majesty)

CLASSIC TRIAL MAGAZINE 2018 • ISSUE 26

LET'S TRAVEL ANDORRA

Ludovic Chagnes (Honda)

Jaime Subira (Fantic)

Jean Pierre Delmeule (Yamaha)

Parc Ferme

Two-day trial

How good?

The first event attracted a very mixed entry of 163 riders with many locals entered along with riders from France, Spain, Catalunia, Belgium and Italy.

The original idea for the trial came from Xavier Crespo, the Andorra Trials Club president, supported by Miguel Angel Garcia and Joan Pere Santure who was overall in charge of setting out the course and the hazards. The hazards were plotted out high in the mountains ranging from the 900 metres of the start area in Sant Julia de Loria up to the dizzy heights of 2,200 metres. The total lap would be 22 kilometres, taking in 20 hazards on each of their two days. Three routes were on offer to suit riders of all abilities, and the riders reported back after the event that much thought had been put into the hazards by Joan Pere Santure and his friends. Many of the rocky rivers were used, which contained quite high levels of water due to the huge amount of snow in the winter melting under the summer sun.

The majority of the riders reported back that the two days of superb trials riding had been thoroughly enjoyed. As we have already stated, many of the hazards were in the rivers, but there was also a good selection of other technical hazards taking in the rocks and climbs found in abundance in this mountainous area. With the three routes on offer, everyone is invited to attempt all the hazards.

What is interesting to note is that no riders recorded clean scores on either day. The going between the hazards can at times be testing with some very long descents, but the local club has many marshals on hand to help in the most difficult areas.

Frank Delubac: “The routes down from the higher parts of the course require some concentration as they are at times quite steep, but at the end of the two days happy faces could be seen all around. The opportunity to compete in a trials event in this part of the world is a massive privilege, and I have

CLASSIC TRIAL MAGAZINE 2018 • ISSUE 26

to thank the organisers, all the staff, the Marshalls and everybody involved for being so kind and professional”.

Andorra Two-Day 2019 We have no date as yet for the 2019 event but as soon as we do will print all the relevant contact details and also put them on our website.

You can also look at the club’s superb website: www.fma.ad/contacta/. Below we have listed some interesting information if you are thinking of riding or even spectating.

Where is the trial? Sant Julia de Loria, which is a principality/district of Andorra, is where the trial starts. Nearest Airports: Barcelona, Spain: 220km; Toulouse, France: 230km. For hotel information visit: www.visitandorra.com. There are many hotels and restaurants in walking distance from the start at Sant Julia de Loria and, who knows, you may just bump into Toni Bou!

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PARTS LOCATOR

TRAIL AND TRIALS UK Tel: 01334 840414 Email: john@tytrials.com Web: www.tytrials.com

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TO ADVERTISE HERE Tel: 01663 749163 Email: england@trialmag.com Location: Just let us know!

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CLASSIC TRIAL MAGAZINE 2018 • ISSUE 26

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Call John Hulme on 01663 749163.

www.trialmag.com CLASSIC TRIAL MAGAZINE 2018 • ISSUE 26

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INTERNATIONAL 1978 TRIAL WORLD CHAMPIONSHIP

Yrjo Vesterinen stands proud with his three world championship-winning Bultaco machines.

BULTACO TAKES ALL

For the Spanish manufacturer Bultaco the thumbs up symbol it displayed on all its motorcycles was undoubtedly a winning one, as they once again dominated the FIM World Trials Championship. They had won the first European Championship in 1968 and again in 1970 with Sammy Miller, followed by some bleak years with nothing to show for their efforts. A new breed of young riders was coming through the rankings though, and in 1973 Martin Lampkin made Bultaco proud once again. The 250cc model had been dramatically improved by opening the cylinder bore to 325cc and approved by its riders.

The events were changing, and more power was needed, and Bultaco delivered in style.

Lampkin was replaced at the head of the championship in 1974 by fellow Yorkshireman Malcolm Rathmell before the series was rewarded with full world championship status in 1975. As history recorded, the great Yorkshire trials legend Martin Lampkin won the first official FIM Trial World Championship in 1975. In a close contest, he outpointed Finland’s Yrjo Vesterinen. In 1976 and 1977 ‘Vesty’ had won the world title and was chasing a first for the sport’s third win in succession. As the series approached its conclusion, with three of the twelve-round series remaining, it was still wide open, with Vesterinen holding the advantage over Lampkin. American Bernie Schreiber was breathing down both their necks in what would turn out to be a very close series finale.

Words: John Hulme, Motorcycle, Morton’s Archive, Motorcycle News • Pictures: Rappini/Commeat, Mick Whitlock, Erik Kitchen, Toon van de Vliet, Mauri/Fontsere Collection and the Giulio Mauri Copyright, The Nick Nicholls Collection at Mortons Archive, Family Vesterinen, Yoomee Archive and Trial Museum Austria

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The ultimate professional in many people’s opinions, Yrjo Vesterinen made it three consecutive wins for the Finnish rider and Bultaco.

CLASSIC TRIAL MAGAZINE 2018 • ISSUE 26

INTERNATIONAL 1978 TRIAL WORLD CHAMPIONSHIP

American Bernie Schreiber had laid the foundations to become a real challenger for the 1979 world championship.

In a Bultaco-dominated world championship it was down to Sweden’s Ulf Karlson to break it with a win on the Montesa in his home round.

W

e take up the action and conclude our review of the 1978 series, starting at round ten in Sweden before moving to Finland and the Czech Republic.

Round 10: Sweden, Molndal, 20th August 1978 Any trials rider will always tell about the home advantage, where it all appears to go your way. It was the case in Sweden where around a difficult 20-mile lap course Ulf Karlson won on the Montesa, breaking the stranglehold on the Bultaco dominated championship. Separated by a single mark at the close of the day Vesterinen considered it almost like a victory as he fought all day for the win with Karlson, and Martin Lampkin slumped to seventh undoing all the hard work he had done to gain an advantage before Sweden. His low position behind Rob Shepherd meant that they would go to the next round in Finland as joint leaders of the championship on 103 marks each. Bernie Schreiber still considered himself very much a championship contender, coming home with some good solid points in third position.

Another disappointed rider was Rob Shepherd. Honda had supplied a new 360cc engine for him to use and even though he started well, the four-stroke power plant went off ‘tune’ during the second lap, much to his frustration. Lower down the order SWM were still struggling with the Rotax engined machines.

French rider, Charles Coutard, requested frame modifications. With the machine's overall dimensions lowered and lengthened, he still struggled to make the top ten taking the last championship point.

In an entry of 36 riders, Martin Lampkin and Rob Shepherd were the only two UK riders in the event.

Despite a win at the final round Martin Lampkin’s dream of a second world title was over.

Round 10 RESULTS: 1: Ulf Karlson (Montesa-SWE) 78; 2: Yrjo Vesterinen (Bultaco-FIN) 79; 3: Bernie Schreiber (Bultaco-USA) 102; 4: Jamie Subira (Montesa-ESP) 110; 5: Manuel Soler (Bultaco-ESP) 113; 6: Rob Shepherd (Honda-GBR) 118; 7: Martin Lampkin (Bultaco-GBR) 126; 8: Timo Ryysy (Bultaco-FIN) 129; 9: Joe Wallman (Bultaco-AUT) 131; 10: Charles Coutard (SWM-FRA) 132.

Top Three World Championship RESULTS: 1: Vesterinen 103; 2: Lampkin 103; 3: Schreiber 99.

CLASSIC TRIAL MAGAZINE 2018 • ISSUE 26

Yrjo Vesterinen applies his best riding skills as he chases the win in the Czech Republic.

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CLASSIC TRIAL MAGAZINE 2018 • ISSUE 26

INTERNATIONAL 1978 TRIAL WORLD CHAMPIONSHIP Round 11: Finland, Ekenas, 27th August 1978

The good old Omega watch ticks away as ‘Vesty’ checks his score.

The general public still believed that a replica of the machine Rob Shepherd was riding would be put into production. Honda in Japan was still very much involved in the trials project, as witnessed at the final world round in the Czech Republic.

At such a vital time the defending champion Yrjo Vesterinen took a decisive victory on home ground as, once again, Martin Lampkin finished down the order in fourth allowing a small gap to open up at the top of the championship.

Before the start, the assembled 45 riders had been required to fit front and rear lights to meet the Finnish regulations.

Two laps of 25 hazards were ridden twice around a 28-mile course with a wide variety of terrain on offer. After an early five-mark penalty on the second hazard which the majority of the entry cleaned things just went from bad to worse for Lampkin on his opening lap. He improved considerably on the second lap, but the damage had been done. With Ulf Karlson finishing second it was a new face on the podium in the shape of 19-year-old sports student Timo Ryysy who finished third.

In an effort to give Rob Shepherd more support, Honda flew out his mechanic Mike Ember-Davies with his old 306 machine. The new 360 had blown up in practice, and he was still not happy with his spare 360 machine.

Finishing fifth ‘Shep’ admitted he was shattered at the end of the event due to the long nature of the hazards.

Bernie Schreiber’s sixth-place meant he would need a miracle at

SWM had arrived on the trials scene at the start of the season. This picture shows Charles Coutard on a much modified production machine with a longer wheelbase frame and lower footrests, aimed at improving the handling.

the final round to win the championship as it headed to its conclusion in the Czech Republic in late September.

Round 11 RESULTS: 1: Yrjo Vesterinen (Bultaco-FIN) 54; 2: Ulf Karlson (Montesa-SWE) 59; 3: Timo Ryysy (Bultaco-FIN) 66; 4: Martin Lampkin (Bultaco-GBR) 72; 5: Rob Shepherd (Honda-GBR) 75; 6: Bernie Schreiber (Bultaco-USA) 83; 7: Manuel Soler (Bultaco-ESP) 85; 8: Joe Wallman (BultacoAUT) 90; 9: Charles Coutard (SWM-FRA) 96; 10: Jamie Subira (Montesa-ESP) 101.

Top Three World Championship RESULTS: 1: Vesterinen 118; 2: Lampkin 111; 3: Schreiber 104.

IN FOR THE KILL

Yrjo Vesterinen: “I knew that I had the upper hand on Martin from this point on as we were now going to Sweden and Finland, my natural hunting ground.

I came home second in Sweden as ‘Uffe’ Karlson’s Montesa broke Bultaco’s straight run of victories. Martin had another bad day and finished seventh, with Bernie third. I did exactly what I needed to do by winning at home in Finland. Martin was fourth, and his chances of taking the title had taken another massive blow.

“I had decided to use standard Betor rear shocks again, which worked a treat. The air shocks from that day on were reserved for muddy events.

“The season’s finale was, as in many previous years, at Ricany near Prague in Czechoslovakia. I had won there the year before and felt quietly confident.

Even a fourth-place finish would be good enough for me to take the title.

What I had not bargained for was that fate would step in the game! On Sunday morning, when the ballot for the start numbers took place, I drew number one out of an entry of about 100 riders. It was looking like a nightmare as most of the early sections were slippery virgin streams.

“Martin had a comfortable mid-entry start time. There was one thing I knew that would be on my side and possibly get me out of trouble. I was very fit, and I knew that I was not going to be the first one to get tired in a trial that would be long and demanding.

“At the first hazard, I waited, sat on a tree stump in the woods with a view over the first section. At first, no one wanted to ride and make it easier for the rest. After about 20 minutes, the first rider cracked and after half-an-hour about 20 to 30 riders had gone through. Martin had just turned up when I surfaced. He looked at me and realised what I had done. I had just taken an

CLASSIC TRIAL MAGAZINE 2018 • ISSUE 26

Yrjo Vesterinen stands proud with his three world championship-winning Bultaco machines.

important step towards saving my Championship. Time was not on my side, but my fitness was. I rode pretty much flat out all through the trial to catch up, watching my trusted Omega slowly ticking away. Martin did what he needed to do by winning. It was not going to be quite enough for him to take the title though as I came home in third just behind Bernie. It was a brilliant day for the entire team. After a fiercely fought season, the third title was now mine; it was time to celebrate.

“In the evening I could see that Oriol Bulto, our ever patient and wise team manager, was clearly very satisfied with the season’s results as he was smiling broadly. In hindsight, it may have been practically impossible to win on any machine other than a Bultaco.”

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INTERNATIONAL 1978 TRIAL WORLD CHAMPIONSHIP t Great Britain’s Malcolm Rathmell had moved to this 325cc Beamish Suzuki for the 1978 season.

After some disappointing results he withdrew from the world championship. He would return in 1979 on a Jim Sandiford supported Montesa.

Round 12: Czech Republic, Ricany 24th September 1978 Arriving at the final round, Martin Lampkin had one thing on his mind: attack. He wanted the world championship title and would give it his all on his way to a clear victory. With Bernie Schreiber finishing second Lampkin’s win was not enough to give him the world title, and he missed it by the closest of margins.

Setting a new benchmark in the sport, Finland’s Yrjo Vesterinen made it three consecutive world titles for himself and Bultaco; he was delighted. Coming home in fourth position and making the top four with his Bultaco was a new young Spanish star Toni Gorgot. For Ulf Karlson, it had been an inconsistent year rewarded with fifth in the trial and fourth in the championship.

Rob Shepherd rounded off another year with Honda in sixth position, with Great Britain’s Nigel Birkett back in world championship action for Montesa. He had been away in the summer months in South Africa on a promotional tour for the Spanish brand.

Rumours had started to appear of financial problems at Bultaco, but nevertheless, once again, they had dominated the championship.

As the championship closed for another year one name was missing from the top ten — Great Britain’s Malcolm Rathmell. After leaving

Austrian motorcycle manufacturing dipped its toes into the trials world with this prototype machine. Tall German trials rider Felix Krahnstover scored a single point on it in his home round.

Montesa for a year with Beamish Suzuki, his results had not been what was expected, and he withdrew from the world championship. In 1979 he would be back home on a Montesa.

Round 12

RESULTS: 1: Martin Lampkin (Bultaco-GBR) 44; 2: Bernie Schreiber (Bultaco-USA) 50; 3: Yrjo Vesterinen (Bultaco-FIN) 52; 4: Toni Gorgot (Bultaco-ESP) 64; 5: Ulf Karlson (Montesa-SWE) 65; 6: Rob Shepherd (Honda-GBR) 69; 7: Jamie Subira (Montesa-ESP) 72; 8: Nigel Birkett (Montesa-GBR) 74; 9: Ettore Baldini (Bultaco-ITA) 84; 10: Timo Ryysy (Bultaco-FIN) 86.

1978 World Championship Positions RESULTS: 1: Yrjo Vesterinen (Bultaco-FIN) 128; 2: Martin Lampkin (Bultaco-GBR) 126; 3: Bernie Schreiber (BultacoUSA) 116; 4: Ulf Karlson (Montesa-SWE) 104; 5: Rob Shepherd (Honda-GBR) 63; 6: Mick Andrews (Yamaha/Ossa-GBR) 44; 7: Toni Gorgot (Bultaco-ESP) 29; 8: Jean Marie Lejeune (Montesa-BEL) 25; 9: Jaime Subira (Montesa-ESP) 25; 10: Manuel Soler (Bultaco-ESP) 22; 11: Timo Ryysy (Bultaco-FIN) 18; 12: Charles Coutard (SWM-FRA) 14; 13: Joe Wallman (Bultaco-AUT) 12; 14: Malcolm Rathmell (Beamish Suzuki-GBR) 11; 15: Jean Luc Colson (Montesa-BEL) 10.

1978 Season WINS: Yrjo Vesterinen 4; Bernie Schreiber 4; Martin Lampkin 3; Ulf Karlson 1.

MANUFACTURERS WINS: Bultaco 11; Montesa 1.

MANUFACTURERS POINTS SCORERS: Beamish Suzuki; Bultaco; Honda; KTM; Montesa; Ossa; SWM; Yamaha.

RIDER POINTS SCORERS: 25.

Trials enthusiast Keith Wells was on holiday in Austria reading Classic Trial Magazine when he noticed the name Joe Wallman. After a little research he found that he lived near the KTM town of Mattighofen. Keith called to see him and found he still had his Bultaco from the 1978 trials season!

Finland’s Yrjo Vesterinen won Bultaco’s three consecutive FIM World Trials Championship titles from 1976 to 1978. After retiring from business when he sold his company Apico he applied the same commitment and dedication he had shown as a rider to renovating his three world championship machines.

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CLASSIC TRIAL MAGAZINE 2018 • ISSUE 26

JAMES

NOBLE At the scot tish pre ‘65 2018 # tak e i t tot h e l i n e

w w w. a p i c o.c o.u k Image credit: Eric Kitchen