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Issue

CLASSIC COMPETITION

1969 SSDT

DEVELOPMENT

OSSA MAR WHO IS?

SPRING 2019 Issue 28 • UK: £6.25

TOON VAN DE VLIET DEVELOPMENT

INTERVIEW

JAIME SUBIRA TREASURE INTERVIEW

WHO IS?

WITH

CELEBRATING

YEARS

Image Credits: Colin Bullock Mario Candellone Peter Beardmore John Hulme

Picture: 1978 SSDT, Martin Lampkin (Bultaco-GBR) and Jaime Subira (Montesa-ESP) Credit: The Nick Nicholls Collection at Mortons Archive

Cover Photo: Bill Wilkinson (250 Greeves) 1969 SSDT Winner Picture Credit: Brian Holder © 2019 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 Back Issue’s �� 52 Parts Locator �� 88 Subscribe �� 94 Shop �� 96

FEATURES Classic Competition �� 14 1969 Scottish Six Days Trial

Interview �� 32 Jaime Subira

Lost Treasure �� 46 The Trials Detective

Development �� 54 MAR Ossa

Meeting �� 66 Dennis ‘Jonah’ Jones

Who is? �� 74 Toon Van De Vliet

Product Focus �� 82 Rockshocks

Celebration �� 86 Trials Legends 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

TRAIN WITH BERNIE SCHREIBER 1979 World Trials Champion and the 1982 winner of the Scottish Six Days Trial Bernie Schreiber will return to the trials school arena with the launch of the ‘Schreiber Experience’ at the Alvie Estate in the Scottish Highlands. He is the only American to win the SSDT in its 108year history and the only American-born winner of the world trials crown. Bernie will run his ZER(O)BS coaching and training experience in conjunction with the Inverness & District MCC Ltd who promote the annual Highland Classic Two-Day Trial on the Alvie shooting estate at Kincraig, a few miles south of the holiday town of Aviemore. The date set is Monday 10th June 2019. The training will be run over a full day, which includes a classroom session and some time on the machines, and will be run under a SACU training permit. The guest coach Allister Stewart, Chairman of the Scottish ACU Trials Committee will be on hand, and in a supporting role is the ACU coach Richard Allen. Schreiber told Trials Guru: “When I was invited to attend as ‘Guest of Honour’ and take part in the Highland Classic, I thought it would be a good place to launch my ‘Experience’ and dovetail it with my stay in the Scottish Highlands over the weekend of 8th & 9th June. For the trial, Martin Matthews of MotoSWM is supplying me with a SWM to compete on and I will use it again as my demo machine for the experience day. “My coaching techniques will be different from my old trials schools as a lot of years have come and gone since then and while the basic techniques have not changed so much as the sport, today there are new formulas of coaching

and training that make an impact in building all the fundamental riding skills. The consistent routine of these skills is the blueprint to not only improving and enjoying the ride but finding your real potential. “My big deal is that you always have to have a plan. Most people have a tip – everybody’s got a tip – but few have a plan. I always say ‘a goal without a plan is nothing but a dream’ so most people dream of riding better trials but they don’t have a plan to ride better trials. I wanted to help people to build a plan to take them from where they are to where they want to be. That’s what I do with my new Experience”. Interested parties for the ‘Schreiber Experience’ in Scotland are asked to contact the IDMCC Secretary by email to obtain the necessary application form on highlandclassic@outlook.com

KIA TWINSHOCK CHAMPIONSHIP 2019

February 24: Aqueduct Classics; March 17: Lancs County Mcc; April 7: Congleton & District Mcc; May 19: Sheffield & Hallamshire Mcc; Devonport & District Mcc; June 23: Torridge & District Mc; July 14: Wye Valley Auto; September 15: Richmond Motor Club; October 13: Central Wales Auto; November 3: Castleside Trials Club. 7 from 10 rounds to count.

RICHARD THORPE Barry Robinson: “The trials rider and lubricants expert and supplier Richard Thorpe passed away with his wife Christine at his bedside in Pinderfields Hospital, in late December. “Richard was 72 years of age and had battled cancer for over a year. He was the PJ1 oils and lubricants specialist, based in the Batley area of Yorkshire. He rode a Montesa 4RT machine up to and during his Illness and had for many years ridden his James in numerous Pre-65 and classic events. His business was as a specialist lubricants retailer and he was very well respected in the trade. He sponsored national trials star John Reynolds for many years as well as many other riders and teams across all motorcycle disciplines. Motorcycle sport has lost a respected competitor, sponsor and a gentleman.”

CONGRATULATIONS DAVE RHODES

It’s a huge round of applause to Dave Rhodes as in late November 2018 he was inducted into The Canadian Motorcycle Hall of Fame, which was founded in 2006. Since then more than 130 distinguished motorcyclists and organisations have been inducted into The Canadian Motorcycle Hall of Fame, which is a non–profit association with charitable status governed by an independent board of volunteer directors from across Canada. The annual Gala was held at the Burnaby Delta Hotel in Vancouver BC to recognise the Inductees for the Class of 2018. They were as follows: Peter Gagan, for his work in promoting Vintage Motorcycles; The Shanks Family, who were instrumental in forming the Victoria Motorcycle Club; Joseph and Vera Godsall, both long-time members of the Canadian Motorcycle Association and MX promoters; Al Perrett, Cross Country and ISDE competitor and a Motorcycle dealer for 50 years in British Columbia; Wally Klammer, Motorcycle enthusiast, race promoter and journalist; Dan Amor, one of the best ever Canadian Cross Country and ISDE competitors who sadly died at the age of 28; Dave Rhodes, trials enthusiast and long-time trials dealer and clerk of the course at the 1975 FIM Canadian World Round; Alan Dyck, Canadian Motocross Champion, team manager and promoter; Rick Hobbs, race mechanic for many famous teams both in Canada and the USA; and Steve Crevier, one of the most successful Canadian road racers of all time and winner of numerous Championships. At the Saturday evening presentation the room was filled with more than 300 people from the Canadian motorcycle world.

CLASSIC TRIAL MAGAZINE 2019 • ISSUE 28

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CLASSIC TRIAL MAGAZINE 2019 • ISSUE 28

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CLASSIC TRIAL MAGAZINE 2019 • ISSUE 28

CLASSIC COMPETITION 1969 SSDT Gordon Farley having now made the move from Greeves to Montesa, he was showing excellent early season form on the Cota 247 putting some international and national results under his belt.

THE ‘ONCE’

GREAT BRITAIN

This was now the machine to have if you wanted to win. The 250cc Bultaco Sherpa ‘T’ designed and developed by Sammy Miller. Titled the Model No: 49 it was available from 1968–1971 with 4,706 machines produced.

The 1969 trials season looked, on paper, to be the final nail in the coffin for the ailing Greeves brand in trials. With an outdated machine using the old Villiers engine the new, more advanced reliability and performance of the Spanish machines from Bultaco, Montesa and Ossa were taking over. Still very much considered the home of motorcycle trials, the ever-defiant small cottage industry of manufacturers in Great Britain produced a wide variety of machines which were also proving very popular, using small capacity engines from Europe and Japan. Many riders remained loyal to the once mighty motorcycling culture in Great Britain as they watched the Spanish start the invasion that would eventually change the face of the sport forever. But, in truth, many of the riders knew the industry was in decline and that it would only be a matter of time before they would make the switch and jump on board the Spanish Armada. On paper, the 1969 season looked like the Spanish machines would dominate it, but no one had taken into account the ‘Bulldog’ spirit of the British riders who would remain loyal to the bitter end. Before we move to the Scottish Six Days Trial in the May, we take a brief look at what was happening on the run-up to the world-famous event. Words: Yoomee with support from Motorcycle/ Morton’s Archive and John Moffat, Trials Guru Pictures: Brian Holder, The Nick Nicholls Collection at Morton’s Archive, Bultaco, Greeves, DOT and Eric Adcock

CLASSIC TRIAL MAGAZINE 2019 • ISSUE 28

CLASSIC COMPETITION 1969 SSDT

Well on top of his game, Sammy Miller and the Bultaco were always immaculate but the season had not started so well. At the back of his mind would be the SSDT and the three consecutive wins to match Hugh Viney from 1947–1949.

Making a mark on the trials scene was the new Montesa Cota 247. They had made an impact at the 1968 SSDT and Don Smith wanted to be the first rider to give the Spanish manufacturer a win in 1969. There was no new trials model from Greeves for the 1969 season. Supported riders would be using this 1968 Anglian model and the ageing, unreliable Villiers engine.

As the once mighty machines from Great Britain struggled, DOT motorcycles unveiled their latest production trials model for 1969 which used the Italian 170cc Minarelli engine, priced at £208.00 in kit form.

he year was opened in January with the news that the famous London motorcycle dealership Comerfords would be producing a 250cc Triumph Trophy Trials model conversion. In the seasonopening national Vic Brittain trial, with a low entry of just 56, blamed the ACU for the delay in issuing new licences, the new Montesa team rider Gordon Farley took a narrow victory from Mick Andrews (Ossa). It was Farley once again who would steal the glory in the first international event of the season at the St Martin Trial in Belgium, but it was fellow Montesa rider Don Smith who was the real victor over the weekend as he took the European Championship win at round four in the Dison Trial held near Verviers, Belgium. It closed the gap on the leader Dennis Jones (Suzuki) to a single point. One week later Sammy Miller gave the Bultaco a win at the European Championship round, also in Belgium. It was also announced that Montesa would be having two factorysupported teams at the SSDT. The A team would be Gordon Farley, Don Smith and Lawrence Telling; with the B team consisting of French champion Christian Rayer, Charlie Harris and another rider, yet to be named. Having stayed loyal to BSA, Scott Ellis moved to Dalesman to help with the development of the 125cc Puch engine machine. Greeves revealed their works-supported team of Bill Wilkinson, Derek Adsett and new member Mick Wilkinson. Malcolm Rathmell would also ride selected trials

CLASSIC TRIAL MAGAZINE 2019 • ISSUE 28

as the manufacturers wanted him to concentrate on motocross. February was a winning month once again for that man Gordon Farley. He took the Montesa to victories at the Colmore Cup but more importantly put a stop to Sammy Miller’s winning ways at the Knock Club’s Hurst Cup. DOT motorcycles unveiled their latest trials weapon, which used the Italian 170cc Minarelli engine priced at £208 in kit form. The battle between Sammy Miller and Gordon Farley continued with Farley winning in France at the Clamart Trial and Miller the St David’s in Wales. With everyone’s eyes on the fast-approaching Scottish Six Days Trial, Sammy Miller was moving closer to his best form, with wins at the Victory Trial and the British round of the European Championship the day after at Sevenoaks in Kent as Don Smith moved into the lead. At the Cotswold Cup, Don Smith (Montesa) was victorious, with Miller back on form at the Kickham trial. The secretary of the SSDT Tom Melville announced that with the entries to close on the 1st March they were still ten riders short of the 200 target. It was rumoured that this was partly due to the severe moor crossing on the Blackwater crossing on the second day and the economic situating in the UK. As the ‘Scottish’ approached, picking a winner would be based on the present form, point towards a Spanish domination, but as you will find out one experienced Greeves mounted rider had other ideas!

CLASSIC COMPETITION 1969 SSDT

Taken from high up on the lead mines of ‘Tyndrum’, many SSDT travellers will have stopped at the ‘Green Welly’ on the right-hand side of this picture on the way to Fort William on the A82. The road junction on the left is the one where you can continue to Fort William or bear to the left and join the A85 to Oban.

The 1969 Scottish Six Days Trial winner Bill Wilkinson (Greeves) seen here on ‘Callart’ on day two on his way to victory.

All the atmosphere of the 1969 Edinburgh and District Motor Club Ltd Golden Jubilee Scottish Six Days Trial is captured here at the weigh in of all the machines and the riders on the Sunday at the city’s Gorgie Cattle Market.

The fuel and lubricant supplier was Shell/BP who provided this support vehicle, seen here at the Shell filling station in Stenhouse Road which was only an eighth of a mile from the Gorgie Market start area. The fuelling was managed by Shell’s Lew Ellis, the motorsport fuel manager at that time. The Shell vehicle was ferried all over the Highlands during SSDT week!

We love this picture of the 1966 winner Alan Lampkin in his very stylish overcoat. He is having his Gaunt Suzuki applied with the marking paint at the weigh in to the parts that cannot be changed during the event.

Wilky’s a winner With the entry finally rounded off at 190 riders, the Edinburgh and District Motor Club Ltd Golden Jubilee Scottish Six Days Trial presented the annual ‘Weigh-in’ of all the machines and the riders on the Sunday at the city’s Gorgie Cattle Market. The event started in Edinburgh on the Monday over the Forth Bridge before heading 150 miles north to Fort William and back to Edinburgh on the Saturday, having taken in 682 miles over the six days of action. It had been very dry in the area with not much rain falling, which meant the going would be quite difficult as the rocks and rivers would be very dry. The moorland going would also be more difficult, as when it’s dry the ground is harder and more punishing for both man and machine. The international appeal of the event was now taking shape, and 16 riders from five countries were entered. Five came from Canada at an

estimated cost of £830 each, including the Trials Champion John De Gruchy who, along with John Jones, Tony Porter and Bob Kelly would ride Bultaco with Ray Bosman on a Montesa. Five riders from Sweden were entered, including the previous year’s Best Foreign Rider award winner Roland Bjorck on a Bultaco, two riders were entered from Eire, one from the USA and one from New Zealand. Trends, as well as machines, were also changing as the big, and heavy four-stroke over-250cc machines were reduced to fewer than ten, and the smaller-capacity machines were now more popular with over 30 on under-200cc machines. Times were changing in the world of broadcasting too, and for the first year, the BBC had dropped its networked daily reports presented by Max King. He would still present them but on more local networks.

Words: Yoomee with support from: Motorcycle/Mortons Archive, John Moffat, Trials Guru and Yrjo Vesterinen Pictures: Brian Holder, The Nick Nicholls Collection at Morton’s Archive and Bill Wilkinson Collection

CLASSIC TRIAL MAGAZINE 2019 • ISSUE 28

CLASSIC COMPETITION 1969 SSDT

Watched by Scottish enthusiast, SSDT official and rider of note Willie Pitblado, and eventual winner Bill Wilkinson on the left with the goggles on his head, Sammy Miller faced an uphill battle all week after a very poor opening day. Just look at the ‘flex’ on the rear tyre! He finished third with the Best up to 350cc Cup on the 252cc Bultaco.

Looking very physically large in its appearance, the Spanish Ossa machine needed all the skill and determination of Mick Andrews to finish in a well-deserved second position. A new machine had been promised with a re-designed frame and styling but it had not been finished in time, so he rode his eight-month-old model. This is ‘Caolasnacoan’ on day five with concentration at 100%.

Desperate to win the event was Don Smith. Montesa had risen to the challenge of the Bultaco domination but for Smith it proved not to be, as he fell off the pace as the week progressed. Despite this he still took the lead with the Montesa team to win the much sought-after Blackford Challenge Trophy for the Best Manufacturers’ Team award.

he talk around the weigh-in was of that man Sammy Miller and his immaculate 252cc Bultaco. With five wins in this iconic event already safely tucked away he was looking at joining Hugh Viney, who had taken three consecutive wins from 1947–1949 with his own third consecutive win in 1969. He had looked on course to achieve this in 1966, but Alan Lampkin (BSA) was the winner. Five trade teams were entered: AJS with Derek Edgar/ Norman Edgar/Ray Sayer; Bultaco with Sammy Miller/Dave Rowland/Jim Sandiford; Gaunt Suzuki with Peter Gaunt/Alan Lampkin/Martin Lampkin; Greeves with Bill Wilkinson/Mick Wilkinson/Derek Adsett; and Montesa with Gordon Farley/ Lawrence Telling/Don Smith. Gordon Farley had warmed up for the event with a victory on the Thursday at Sancerre in France where he had easily outpointed Christian Rayer (Montesa-FRA), who would miss the SSDT this year after taking the Best Newcomer award in 1968. Montesa had learned from their lessons in 1968 where the machine’s fuel capacity at ten pints had not been enough, and the three works machines had larger two-gallon fuel tanks fitted which were modified from their roadster range. The red Spanish machines were proving more popular, with 19 Cota 247 models in the entry. The new model from Ossa that everyone expected to see Mick Andrews on was not ready, and he rode the same machine that he had been competing on for the previous eight months.

CLASSIC TRIAL MAGAZINE 2019 • ISSUE 28

In a study of concentration the youngest of the three Lampkin brothers, Martin, feels for the grip on the Gaunt Suzuki. He was the highest placed rider on the new generation of ‘Micro’ machines that were challenging the invasion of the Spanish manufacturers and the 17-year-old was rewarded with the Best up to 150cc Cup. Suzuki GB rider Dennis Jones crouches down as he checks out Lampkin’s line.

A TIME TO REWIND

Looking at a very ‘Golden Age’ of motorcycle sport from 1965– 1985 this limited edition 132-page publication spans Enduro, Motocross, Road Racing and Trials. Thema jority of pictures have never been seen in print before. You will enjoy this motorcycle adventure demonstrated with black & white and colour photos captioned with informative text. Presented in an A4 magazine format, it is a step back in history for any motorcycle enthusiast to enjoy and remember an iconic time with the great names and machines.

Inside you will find such great names as Jeff Smith, Roger De Coster, Malcolm Davis, The Lampkins, Jarno Saarinen, Mike Hailwood, Barry Sheene, Giacomo Agostini, Mick Andrews, Yrjo Vesterinen and incredible machines of their time produced by BSA, Greeves, Bultaco, Montesa, Ossa, MV Agusta, Triumph, Honda and many more. Yes, it’s as good as it sounds.

It’s easy to order online, just visit

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The Dave Rowland Trophy Trial 1980 Anglo-American Match Races 1971

PHOTOS | PETER J BEARDMORE

was restricted p The first ever Anglo-American series Triumph to factory contracted riders on BSA and in machines. Both brands were still very prominent problems road racing around the world despite the facing. the motorcycle industry in the UK was from Don Number eight, John Cooper, leads the way Dave and (6) Emde Castro (5), Dick Mann (4), Don Aldana (3). Rocket 3 was still t ‘Moon Eyes’ John Cooper on the BSA and goggles using an open-face ‘cork’ crash helmet for head protection!

1971 Teams

GREAT BRITAIN John Cooper (BSA), Tony Jefferies Smart (Triumph), Ray Pickrell (BSA), Paul (Triumph) and Percy Tait (Triumph) UNITED STATES OF AMERICA Dave Aldana (BSA), Don Castro (Triumph), Don Emde (BSA), Dick Mann (BSA) and Jim Rice (BSA) RESULTS: 1: Great Britain 183; 2:

USA 137

971 — The Easter Bank holidays in April would come alive for the first time to the booming sound of the four-stroke BSA and Triumph machines in the Anglo-American Match Races. Launched by the BSA–Triumph group, two teams of riders from Great Britain and the United States of America would race over three rounds at Brands Hatch on Good Friday, Mallory Park on Sunday, and finishing at Oulton Park in Cheshire on Easter Monday. The winning team would be the one with the highest number of points. The two main teams of five riders were limited to factory contracted riders from both BSA and Triumph. This limited the strength of the American team, but without a doubt the new series format was a big hit with the fans. This was very much a show of power from the once mighty ailing British motorcycle manufacturers and the upper hand was without a doubt with the British from the very start. They would compete on the superior and lighter new triple-cylinder machines whereas their America rivals were on the 1970 model machines which were heavier and not as dynamic.

p Dick Mann on the left and Dave Aldana on the right, of the American team. The crash helmet Aldana was wearing was the latest offering from Bell helmets. u American Jim Rice signs another autograph. The Yanks were very popular with the ladies! q The full-on aggressive riding style from Dave Aldana was reminiscent of flat track racing as he ran onto the grass on a few occasions! You can see the ‘Gaffer’ tape holding the fairing together after numerous crashes.

RESULTS PHOTO | UNKNOWN

from the Manchester erhaps the best known of the trials riders his exploits on factory 17 Motor Cycle Club is Dave Rowlands, after for the road-based trial they support BSA machinery. He had pushed status, and it came to fruition in had run in the past to get it National Trial In 1978 they had a rehearsal with 1979 much to his and the club’s delight. report gave them 10 stewards centre the Hepworth Trophy Trial, the ACU for the first time in 1979. Now out of 10 and it was awarded national status start area and it was Norman it had grown in stature they wanted a better was a manager at the Duron Brake Eyre who came up with the answer. He permission to use the factory factory in Buxton and he gained the club’s for the first time in 1980. The and its canteen facilities as the start area and taking his first national win event attracted 75 riders in the solo class at the event was Chris Clarke.

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1980

1: Chris Clarke (350 Sandiford Montesa) 39; 2: Norman Shepherd (310 Holden Ossa) 41; 3: Rob Shepherd (360 Honda) 41; 4: Chris Sutton (350 Sandiford Montesa) 43; 5: Nigel Birkett (350 Sandiford Montesa) 49; 6: Allen Collier (280 Jerrard SWM) 62; 7: John Hulme (350 JES Majesty) 63; 8: Kiyoteru Hattori (200 Honda) 65; 9: Steve Moore (325 Comerford Bultaco) 65; 10: Alan Lampkin (325 Comerfords Bultaco) 75. EDITION 01 | YEAR 2018 | 95

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INTERVIEW JAIME SURBIRA

J A IME S UR B IR A

My life in trials I find it quite hard to believe just how long ago the year 1978 was, and just how fast that time has gone. I was just as passionate about trials as I am now and the fact that it was the first year of the Barcelona indoor trial appears to be light years away. About five years ago I was in Barcelona on business with my good friend Angel Magrinya from Delay Trial, and he said we could go and meet Jaime Subira. My thoughts were: “Now there’s a blast from the past!”. When we first met, he was very warm and welcoming, and he had just won the 1978 Barcelona indoor event. Over the next few years, I would see more and more of him, especially at the Costa Brava Two Day Trial. When our good friends at the best

trials website in the world: www.todotrial. com interviewed Jaime, I asked if we could print it in the Classic Trial Magazine, to which they excitedly agreed. The emergence of the trial as a sport in Spain would not be understood today without the huge and outstanding contribution made by the former for Montesa and Fantic rider in the ‘70s and ‘80s. The year 2018 marked four decades since the birth of the indoor trial as a speciality sport. In Martorelles, a town near the Ciudad Condal, we went to talk not only with its first winner but with one of the few men who can boast having participated in the development of two of the most iconic and influential motorcycles of our sport, the Montesa Cota 348 and the Fantic 240.

Words: www.todotrial.com, Horacio San Martin ‘Yoyo’ with Jaime Subira Pictures: Yoyo, Iain Lawrie, Toon Van De Vliet, Yoomee, Mauri/Fontsere Collection and the Giulio Mauri Copyright, The Nick Nicholls Collection at Mortons Archive, Joan Valls and Fili

On the Montesa Cota 348 at the 1977 Italian world round.

CLASSIC TRIAL MAGAZINE 2019 • ISSUE 28

INTERVIEW JAIME SURBIRA About five years ago I was in Barcelona on business with my good friend Angel Magrinya from Delay Trial and he said we could go and meet Jaime Subira; my thoughts were: “Now there’s a blast from the past”.

Still chasing the perfect Fantic.

Forty years have passed since your victory in the first SoloMoto Indoor Trial in Barcelona. What do you remember of that first event? Forty years ago, wow! [He smiles]. What I can tell you is that it was a great novelty and a surprise for everyone. It was held at the Palau d’Esports on the Lleida Street in Barcelona, and it was not small — no, it was very small! There were people everywhere, on the stairs, in the corridors, etc. My memories of that day are still very clear; I was focused on the hazards and my attempts at them, but something very curious happened. People whistled when I completed each hazard and rode to the next one and, of course, as you can imagine, I did not understand it. Why were they doing it, I asked myself? Well, it turns out that it was the same people who were following me from hazard to hazard. Those who were sat the furthest away could not see the action and that was why they were whistling. I did not realise it until I finished. While it was held in the Palau d’Esports on Lleida Street, for me, it was more intimate with people very close to us and to the action, almost touching us but when it moved to the Palau Sant Jordi in Montjuic, I think it went from being a big event to a huge event; of course, it had good and bad things. The good thing was more people, a better location — but on the other hand, it lost a bit of the atmosphere from the early events.

At the 2016 Costa Brava Two-Day Classic Trial.

You took the win in front of Yrjo Vesterinen and Quicko Paya, was this the most important win of your career? I think it was one of the most important, but there have been other moments. When I started riding in the Junior class there was an older rider who kept beating me. I would lose 50 marks and he would lose just five. One day I did beat him; I was so proud. I can remember the first time I beat Bultaco rider Manuel Soler in a Spanish Championship round in Alicante in 1977. My two second places in the FIM World Championship; first in Sant Llorenc, Spain on the Montesa Cota 349 and then on the little Fantic 200 in Pilsen in Czechoslovakia. I was also the first Spanish rider to finish in the top five at the Scottish Six Days Trial in 1980 on the Fantic 200 and then fourth on the 240 model in 1981. Such was the opposition, with so many top riders in the event, it felt very much like a victory at the time. The hazards of the first Indoor in Barcelona were the work of Joan Bordas, an expert in gardening and motorcycling and Pere Pi, the first Spanish Trials Champion. How did they surprise you? I was surprised how much the tyre section moved when you rode it. It was a selection of tyres from cars and motorcycles, and I remember that it changed continuously with the passage of every rider. The other hazards were made to look as natural as possible using tree trunks and railway sleepers. They were very nicely decorated, which was very novel. The favourite spectator hazards remained the same for many years, which was your favourite hazard? Riding over tyres was always very different and not many clean rides were recorded. As for the Pyramid, at first it remained impossible but I remember trying it in third gear and, after breaking the wood of the ramp, I ended up embedded inside the Pyramid! As a result, we had to reinforce it to prevent anyone else from getting hurt.

CLASSIC TRIAL MAGAZINE 2019 • ISSUE 28

Trying to hold the line at Ba House in the 1978 SSDT.

LOST TREASURE BULTACO

VEST Y The trials detective We all enjoy a good read where the detective goes in search of uncovering history, in turn, leads to the finding of the lost treasure. In the world of motorcycle trials, a majority of the readers of Classic Trial Magazine will be familiar with the name Yrjo Vesterinen from Finland. He needs no introduction as the first rider to win three consecutive FIM World Trials Championship titles for Bultaco, from 1976–1978. Throw in a Scottish Six Days Trial win in 1980, the first foreign victory on a Montesa before a return to Bultaco in 1982 to be rewarded with the British Trials Championship title; yes, the only foreign rider ever to achieve this accolade. He is synonymous with the Bultaco name and the history of the manufacturer in the trials world and owns all his world championship winning machines and other rare models in his collection. These have all been lovingly restored to, in many cases, better than new condition. His restoration projects are amongst some of the best you will find in the world. Some of these other models are the ones ridden by his fellow Bultaco team riders Bernie Schreiber, Martin Lampkin, Manuel Soler and Charles Coutard. He is in contact with many Bultaco related people from around the globe and is always in search of information which will, very occasionally, lead him to lost and forgotten but important ‘missing’ machines. It was the case when he was contacted from the United States of America as one enthusiast wanted to speak to the trials detective Yrjo Vesterinen about his find. Words: Vesty with John Hulme • Pictures: Yrjo Vesterinen

‘Elementary dear Watson’: If the hat fits, wear it. ‘Vesty’ the detective!

CLASSIC TRIAL MAGAZINE 2019 • ISSUE 28

LOST TREASURE BULTACO

Sometimes one machine is just not enough.

his detective story starts with good-old Facebook, where Vesty became friends with fellow Bultaco enthusiast Jim Carey from North Carolina. Jim contacted Vesty on Messenger on 19th August 2013 to ask questions about some Sherpa T models he had purchased that appeared to have historical significance. Jim had obtained them from long-time Bultaco enthusiast and fellow trials club member Phil Simpson of Virginia. Phil had purchased the machines from Bultaco International following the 1975–77 World rounds and had kept them safely for nearly 40 years.

Bultaco International In order to see the Bultacos, Jim and Phil arranged to meet in Virginia, where Phil was living and where he kept them. None of the machines were in running order; as is the case with many machines they had been stripped down for renovation and the projects had never got off the ground. Phil indicated to Jim that he thought they might have been factory machines supplied to the American importers for their works supported riders to use in the American world rounds. As was normal in those days, these machines would then not have been returned to Spain but sold to the general public after the events. The Bultaco importers in America were owned by the Spanish manufacturer, headed by a man named John Grace who was better known as Juan Garcia. In the 1960s, Bultaco wanted to break into the lucrative and expanding American off-road market and needed someone from its Spanish base to represent the manufacturer in the USA. No one was really keen to relocate from Spain, and Mr Bulto narrowed it down to two names in the company whom he trusted to move to America and make inroads to the off-road market. They were Juan Soler, Manuel Soler’s father, and Juan Garcia. He decided the best way to decide who would be going was to throw the dice, and as it happened, it landed in favour of Juan Soler to remain in Spain and Juan Garcia to move to America. To make his name in the USA Juan changed his name to John Grace. The importership would be called Bultaco International, which coincidentally happened to be located in Phil Simpson’s hometown of Virginia Beach, Virginia.

CLASSIC TRIAL MAGAZINE 2019 • ISSUE 28

French Champion Charles Coutard in action on the Bultaco.

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DEVELOPMENT MAN OSSA

Mick Andrews Replica As many readers will know, I have been friends with Mick Andrews and his family for many years. I vaguely remember his early years with Ossa, and the last time I called to see Mick, and his wife Gill, he presented me with some of his old correspondence he had received from both Bultaco and Ossa in Spain. From a small village in Derbyshire, Mick would marry his childhood sweetheart, Gillian Bunting, and move to Spain to develop the Ossa off-road range which would eventually evolve to the Mick Andrews Replica Ossa. We have copied the text from the first of these letters offering Mick an opportunity to ride for Bultaco – yes, would you believe it? Copied from the original letters, they make very interesting reading and, through the cooperation with Mick and Classic Trial Magazine, we can bring this exclusive look at his younger days as the ‘development man’. To begin, we’ll give you a small account of the star of the Ossa brand as a serious off-road producer of motorcycles. Words: Ossa, Mick Andrews, John Hulme and Don Morley Pictures: Brian Holder, The Nick Nicholls Collection at Mortons Archive, Christian Rayer, Ossa and Brian Catt. We are in some cases not 100% sure of the copyright on certain images. If you are the intellectual owner of any, please contact us.

CLASSIC TRIAL MAGAZINE 2019 • ISSUE 28

DEVELOPMENT MAN OSSA

This young ‘Lad’ from Derbyshire in 1966.

n the early 1920s, Spaniard, Manuel Giro, would start a small company that would produce cinema projection equipment. The company would be called Orpheo Sincronic Sociedad Anonima – OSSA was born. During the late sixties and early seventies, they would become a major player in the off-road motorcycle world, with such famous names as trials legend Mick Andrews giving them the competition success they deserved in the trials world. In the early ‘50s, the name Ossa became a significant player in the manufacture of motorcycles when his young son Eduardo took an interest in two wheels when he designed and built a small working two-stroke engine during his summer vacation from school. French rider Christain Rayer in 1966 testing the very first Ossa trials machine. He would move to Montesa and help Pedro Pi with the early Cota 247.

CLASSIC TRIAL MAGAZINE 2019 • ISSUE 28

At the 1966 SSDT, filling the Bultaco with fuel.

With his young son showing interest in this area, his father took a bold step and, instead of expecting his son to follow in his footsteps at the cinema projector factory, he gave him space in the factory for motorcycle development and production. The result of this was that the son produced a tidy little 125cc machine. With success on the road racing front with these machines, Ossa sold in the region of 80,000 after its introduction in 1951. In the early sixties, motocross and general offroad riding was beginning to take off — especially in the United States where Ossa realised the potential for a complete off-road motorcycle range. In 1966, Giro visited various off-road meetings in Europe and decided to follow rival manufacturers Bultaco and Montesa in signing a talented young rider who could

help the company with development in off-road machines. Ossa signed the young Mick Andrews from England in January 1967, originally to ride in motocross but at the same time help them to develop a trials machine as well. Andrews would debut his new prototype trials machine in the February at a Midlands-based centre event.

Spain calls This is where we take the story up for this article beginning with the Bultaco letter of intent for a factory contract after Mick had contacted them. Mick was already riding a Bultaco for the then importers the Rickman Brothers. After some careful consideration he then, with the support of his father Tom, made the difficult decision to start from

Eric Housley was the official Ossa UK importer, here in the bottom lefthand corner, and the man who introduced Mick to Ossa. After a few phone calls and eventually a trip to Ossa in Spain a contract was discussed in early January. Having signed the contract everyone looks very happy.

MEETING DENNIS JONES 2018

Jonah TO MY FRIENDS

The name Dennis Jones may not be significant to the modern-day trials rider, but then if you grew up in the 1960s that was an entirely different matter. A national trials winner of the Manx Two Day and Greensmith trials, Dennis Jones was not born into a motorcycling family, but he was a self-motivated individual who was both confident and knew his abilities as a competitor. ‘Jonah’, as he was to become universally known in the trials world, was born in 1945 in Smethwick, Staffordshire as it was then. There is the three shires Oak Road one-half mile away from where Staffordshire, Worcestershire and Warwickshire all met, but in more modern times it all was absorbed into the massive Birmingham conurbation. 1966

Words: John Moffat with Dennis Jones Photos: Malcolm Carling, Brian Holder and Alan Vines

CLASSIC TRIAL MAGAZINE 2019 • ISSUE 28

MEETING DENNIS JONES

1967: It’s full concentration at the Colmore Cup Trial on the 250cc Sprite.

he Smethwick connection spawned a friendship with Sprite creator Frank Hipkin, who was a keen scrambler and multiple 250cc AMCA champion in the Midlands and formed the dealership of Hipkin and Evans in Cross Street, Smethwick, before venturing into production of the Sprite brand motocross machines. The Sprite would be offered in kit form to avoid the dreaded ‘Purchase Tax’ which was the forerunner of the later ‘Value Added Tax’ in the UK. There were no immediate plans to build trials machines, but that would change in late 1964.

The Sprite is born JONES: “I started riding on a 250cc 1964: The Manx Two Day Trial on the 246cc Cotton that would eventually DMW, then a Greeves in some AMCA spawn the first Sprite trials machine. trials events which were strong in the Midlands. Then, I thought, I would move to ride in the ACU Midlands centre, and I bought a Cotton from Frank Hipkin, and from that machine, I made the Sprite. The Cotton’s 246cc 37A Villiers motor was used as the power-plant. Frank fabricated the frame, and the forks and front wheel came from Roy Bevis. In fact, it was the very first Sprite 1964: The Manx Two Day Trial, an event that Jones would win two trials bike. It was registered as a Cotton with registration number 830RHA, and years later on a n ew machine that housed the motor seen here. I rode it in the 1965 Scottish Six Days where I finished in 16th position. I would have been higher up, but I lost some time penalties — exactly how, I don’t know to this day. Perhaps it was because I spent too much time chatting up a girl at one Jones: “I prepared my machine for the 1965 Scottish in the yard by the light of of the sections to ask her on a date that night!” the outside loo. The Birmingham Motor Cycle Club paid the entry fee for me as I Riding number 190, Jonah took home a Special First Class award from the was skint. Mind you, I did go equipped with a pair of pumps and a t-shirt for the 1965 SSDT finishing up on 75 marks, whereas the winner, Sammy Miller (244cc nights out in Fort William! Bultaco) lost just 29 to win the event. Dennis Jones’ machine was entered as a “At the 1965 Scottish, on my now pretty knackered Sprite, Sammy Miller ‘254cc Cotton’ because it was registered as such, but it was, in effect, the first recommended that I speak with Ralph Venables, the motorcyclist journalist Sprite to enter the Scottish. who had interviewed me. He was an unofficial scout for the factory competition Rob Edwards, riding in the official works AJS team, took the 350cc cup on 63 shops, and he arranged with Henry Vale of Triumphs for me to try Scott Ellis’s marks lost, with Gordon Blakeway (AJS) second on 74 and Jonah in third place Tiger Cub. It was registered VWD6, but I still can’t remember the number of my in that capacity class. Spanish-registered car!

CLASSIC TRIAL MAGAZINE 2019 • ISSUE 28

WHO IS TOON VAN DE VLIET

CLASSIC TRIAL MAGAZINE 2019 â€¢ ISSUE 28

WHO IS TOON VAN DE VLIET

M Y

L I F E

ME MOTORCYCLES To say I have made a few friends in my motorcycling years would be a lie as I have actually made so many. As a teenager competing in my first Scottish Six Days Trial in 1978, I came into contact with Dutchman Toon van de Vliet. A larger-than-life character, we have always kept in touch. When I entered the world of publishing around 2004, our relationship moved up to another level, and I am eternally grateful for the support from Toon. So who is Toon van de Vliet? In conversation with the likes of the three-time FIM World Trials Champion Yrjo Vesterinen he speaks of the Dutchman with some very fond memories; yes Toon was around recording these magical moments in our sport as a working journalist at the same time that ‘Vesty’ was at the top of his game. In 2019 I asked Toon to put together in his words his life and times in the world of motorcycles, so here we go… Article: John Hulme with words from Toon van de Vliet

oon van de Vliet. Dutchman, yes… world famous? I don’t think so, but very well known as a motorsport journalist who specialised in motorcycle trials and general off-road competition. Dutch nicknames such as the ‘Trial Professor’ and also ‘Bultoonco’ were used because of my more than 40 years of experiences in trials and my affinity to the Spanish Bultaco brand. “Who the hell is that big guy born in 1944 in Amsterdam? He acts like a player from the Ajax football team, always one to joke and make laughter and to enjoy the fun of a good life”. It is not a biography, no way – no time for memoirs, and it’s too difficult writing about me anyway. I was just asked to do it and, at the age of 74 years old, ‘You have to take it as it is, and it will never be like it was’.

Born in Amsterdam Born in Amsterdam in a part of the city that is very attracted to tourism at a bad time, just after WW2 with rebuilding taking place very quickly and, because I was just very young, I had never noticed any trouble at all. I remember my school time playing football in the streets and later, on real football fields with grass! I was never that athletic, but later on, I became a good swimmer and played water polo, which I enjoyed. Education, yes, as I knew that this would guide me better through life and so I attended AGS (Amsterdam Graphic School). I studied PhotoLithography and later I became an offset printer. You may ask why, Amsterdam and motorsport?

From Amsterdam came many road racers, speedway, motocross men, enduro riders and, of course, the trials people. We already had motorcycles in the family because, at that time, it was the only mode of transport the working people could afford. We had FNs from Belgium, BSA, and Zündapp and Sparta motorcycles. Sparta was made in Apeldoorn, Holland, with 200cc Villiers engines and used by the Dutch Post (PTT); they were very popular for trials. I started with a machine like that with a three-speed gearbox and plunger rear suspension. Later, when I made some more money as a printer, I got a Sparta with a homemade swingingarm rear suspension arrangement, which was a 225cc and featured a four-speed Burman gearbox. The travelling man Toon in his early journalistic days, seen here on the first trip to Scandinavia on a Norton, to the North Cap.

On the Greeves, taking in some much-needed practice.

CLASSIC TRIAL MAGAZINE 2019 • ISSUE 28

PRODUCT FOCUS ROCK SHOCKS

A GREAT BRITISH COMPANY I, for one, am very proud of my heritage in goodold Great Britain. We are a proud nation, and itâ€™s always good to see a British company like Rock Shocks carrying the traditional Union Jack emblem. Something else I have in common with its director and chief shock absorber builder, Gary Fleckney, is that we both adore the film Chitty Chitty Bang Bang! Aided by his lovely wife, Caroline, who looks after the administration side of this successful company, Gary is a manufacturer of bespoke, fully rebuildable shock absorbers for motorcycles. Very much a part of the trials scene, the company can offer their shock absorber services to a host of other road and off-road based machines. Not just a successful engineer, Gary also believes in what he builds and sells and can be found most weekends putting his products to the ultimate test in off-road competition. Caroline also makes a very good cup of tea that comes highly Article: Trials Media

CLASSIC TRIAL MAGAZINE 2019 â€˘ ISSUE 28

PRODUCT FOCUS ROCK SHOCKS

From mono machines to Pre-65 ones, Rock Shocks have it all covered with their range of shock absorbers.

he sporting heritage of Rock Shocks goes back as far as 1976 with a long history of off-road competition success in all branches of the sport. The first Rock Shocks made their successful debut at the Scottish Six Day Trial, with every rider using Rock Shocks finishing the event. As a result of the lessons learned at the SSDT, Rock Shocks began to dominate trials in the 1980s with much success. Almost every British National Solo and Sidecar Trials Championship including Schoolboy Youth A and B classes held from 1980–1984 was won on Rock Shocks. Behind every successful man is a very supportive, strong woman. Gary’s wife Caroline introduced a range of casual products to further endorse the Rock Shocks brand.

A new owner In February 2013, Gary Fleckney took over ownership of Rock Shocks from John Bull. Since then he has expanded the business through the development of new products in all areas of offroad. A very competent engineer himself, Gary has a hydraulic engineering background and has been an enthusiastic competitor since the1970s. His passion for the sport is clear, and he can be seen competing across the UK and Europe while testing and promoting the products he is so passionate about. When Gary took over the company, he had a good hard look at what the customer wanted, and that was a lightweight premium product at an affordable price. He also knew that to suit the pocket it had to be rebuildable and easy to service. The answer was the new alloy-bodied Rock Shocks which featured 12mm piston rods, improved internal adjustable damping characteristics, hydraulic cushioning and extended top and bottom mounts. To suit a wide variety of applications Rock Shocks are available in lengths between 220mm to 425mm or, for the imperial guys, 8.5” to 16.75” with bushes to suit most models and machines.

A regular at the Telford Classic Show, Gary welcomes the opportunity to speak to customers new, old, and those who just want to talk about motorcycles.

In addition to all this expansion with the product range and what it can offer, Rock Shocks have moved into the mono-shock or single-shock market, starting with this replacement for the Yamaha Mono-Shock model.

Rebuildable An enormous advantage for the rider and his pocket is that Rock Shocks are fully rebuildable. The development of Rock Shocks is based on their own testing of the shocks alongside the importance of listening to their customers and their requirements. This is how the progression of the move to the larger-bodied shock absorber came about when some of the harder-charging riders on larger machines in motocross such as Tribsa, Metisse, Cheney and CCMs requested consistent damping for the more modern tracks and longer races that we now find in the ever-expanding calendar.

CLASSIC TRIAL MAGAZINE 2019 • ISSUE 28

CELEBRATION TRIALS LEGENDS

A very special occasion

Friends united in trials: Estanis Soler, Yrjo Vesterinen, Josep Sufla, and Sebastia Cusido.

A very special occasion happened in Barcelona on Friday, November 16th 2018 as the city saw many of the former World Champions and National Trials Champions congregate to celebrate the sport we all love. Organised very ably by Oriol Puig Bulto, who is a former competitions manager of Bultaco and also an FIM official of many years, along with a small but very efficient team who we able to pull in favours and a few strings to get this amazing gathering underway. It involved many phone calls and emails across the globe. What a gathering they attracted: a veritable ‘who’s who’ of the top trials riders the world has ever seen. Sadly not all could attend of course, with Martin Lampkin and Ulf Karlson missing. Words: Oriol Puig Bulto, Bernie Schreiber, Yrjo Vesterinen, Trials Guru • Pictures: Bernard Schreiber, Diane Vesterinen, Joan Font Creixems, Oriol Puig Bulto and anyone else we may have missed

From left: Estanis Soler (Bultaco), Bernie Schreiber and Pere Pi (Montesa).

CLASSIC TRIAL MAGAZINE 2019 • ISSUE 28

CELEBRATION TRIALS LEGENDS

It was important to remember the friends who are no longer with us: Joan Soler (Bultaco-ESP), Don Smith (Montesa-GBR), Fernando Munoz (Bultaco-ESP), Martin Lampkin (Bultaco-GBR) and Ulf Karlson (Montesa-SWE).

t was quite fitting to the occasion that two World Champions gave passionate and informative speeches.

YRJO VESTERINEN (1976-78 FIM WORLD TRIALS CHAMPION): “Good afternoon ladies and gentlemen. It is a great privilege and honour to be here today. Let me ask a question; why am I here? To answer that, we need to go back in time. In August 1971, Finland was hosting a European Championship Trial in Solvalla. Oriol Puig Bulto and his nephew, Ignacio, had travelled all the way from Barcelona to participate there. After the trial, Oriol came to speak to me. I had been noticed! What followed was a dream come true. I was later offered a contract to join the famous Team Bultaco. What also followed was that as my career as a trials rider progressed I was becoming more self-centred and started to think that the team was there to help me to achieve my own goals. I am sure that happened to many of us, whom some call legends. We forgot that we were there to do a job for the factories and that we were extremely lucky to have been spotted by the team managers in the first place. We were offered jobs that most people only dreamt of. “Some of you here today may have noticed that I was collecting signatures; signatures of World Champions, European Champions, National Champions, Winners of the Six Days and many other important events in the world of trials, placed on these picture boards that I have here with me. What unites these people is that they were, once upon a time, given a chance and an opportunity to prove themselves. For many of us, it was through two remarkable gentlemen, who are here today. They are Oriol Puig Bulto from Bultaco and Pere Pi from Montesa. “What makes these gentlemen truly remarkable is that they were pioneers of all aspects of off-road competition, being great trials riders, motocross racers and enduro riders. They were development engineers, test riders and great ambassadors of our sport. As riders, we probably remember them as wise and patient team managers that we didn’t thank

CLASSIC TRIAL MAGAZINE 2019 • ISSUE 28

So many people joined together to celebrate ‘Trials Legends’ old and new.

The speeches given were very informative and enjoyed by all.

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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.

08 DVD The 2018 Pre-65 Scottish

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CHRIS KOCH - KIA National Twinshock Championship, Hillsborough

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