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MICRO MACHINE

COTTON ORIOL BULTO PERE PI LEGENDS

VISIT

BASSELLA MUSEUM EVOLUTION 1989

AUTUMN 2019 Issue 30 • UK: £6.25

WATER-COOLED LEGENDS

COTTON

FLASHBACK

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Summer 1989 Spain World Championship Credit: John Hulme

Cover Photo: 1989 John Hulme with Jordi Tarres Picture Credit: John Shirt Snr. © 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 Observation �� 10 Paddock �� 12 Shopping �� 14 Subscribe �� 16 Poster �� 49 Back Issue’s �� 60 Parts Locator �� 88 Shop �� 96

FEATURES Evolution �� 18 Go with the Flow

Visit �� 28 Bassella Museum Montesa Cota ‘50’

Legends �� 38 Oriol Bulto – Pere Pi

Micro Machine �� 54 Cotton Cavalier

Celebration �� 62 Dave Rowland National 40 Years

International �� 70 1979 World Trials Championship

Classic �� 76 Alvie/Andorra Two Days

Sport �� 90 Kia 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

TRIALS GURU JOHN MOFFAT

Photo: Tim Britton Media

Back to basics

As I have stated previously, some 11 years ago, I met Bernie Schreiber at the International Robregordo two-day trial near Madrid. I am pleased to say that we chatted for a while and discovered we had some mutual friends and acquaintances in the trials world. He was polite and took a genuine interest in the matters that we discussed. Never did I imagine that some years later, he would be sitting in my lounge chatting openly about such diverse subjects as machine control and American politics! Bernie had accepted our club’s invitation to be Guest of Honour at our now very popular and internationally recognised Highland Classic Two-day event in June. Rather than put him up in a hotel, I decided to invite him to my home. It provided ease of transportation to and from the event and allowed him to experience Scottish hospitality that a hotel could not offer. More than that Bernie had arranged, with my assistance, the first of his innovative ZEROBS Experience days which was eagerly awaited and has now expanded over to Canada, the USA and Spain with all three events fully subscribed. Bernie is not only back into trials, but also back to basics. He believes that his Schreiber Experience is exactly that; it is memorable and gets riders to think about what they want to achieve and, most importantly, how they are going to do it? The comment from my house guest that stuck in my mind is “John, an idea without a plan is merely a dream”. How true. Bernie was so taken with his first visit to Scotland since his win at the six days on the SWM in 1982 that he has plans to attend the Leven Valley Two Day at

Photo: Iain Lawrie, Trials Guru

Kinlochleven in September. I briefed him about this event before he headed south to take in more meetings during his week-long visit to the UK. Bernie is a shrewd operator; he is no fool, don’t underestimate his knowledge and ability; he did not become a World Trials Champion in very competitive times by accident. Just because he has been absent from the trials paddock for many years does not mean he doesn’t understand the problems that face our sport in 2019. The sport of Observed Trials has fragmented over the last 20 years; maybe it needs a Bernie Schreiber plan to steer it through troubled times?

CLASSIC TRIAL MAGAZINE 2019 • ISSUE 30

OBSERVATION YOOMEE

FRONT COVER

Spain 1989 It was straight off the back of a 12-hour night shift on the brake production line in the factory at Ferodo, Chapel en le Frith where this story began. After stamping the part number on 15,000 Ford brake pads over the 12 hours, it was a quick shower and a walk outside to be picked up by John Shirt Snr in his trusty ex-Parcel Line Mercedes 307 van. We then took a 28-hour drive, via Dover and the English Channel, to arrive at the Gas Gas factory in Gerona on Thursday afternoon. My bed was the bunk in the van.

Article: John Hulme — Yoomee

was very fortunate, through the Shirt family, to be included on many foreign excursions to the world rounds in the late ’80s. This trip was one of many I enjoyed. John Shirt Snr, seen here on the left in the swimming pool, had enjoyed success with the Majesty Yamaha and the ground-breaking mono-shock machine. A brilliant innovative engineer, he had moved to the then relatively small Gas Gas concern based in Gerona and started to import the machines 12 months earlier. John Jnr had moved from the ex-Eddy Lejeune four-stroke Honda to ride the Gas Gas machines they imported. Our first port of call was the Gas Gas factory, where production of the new 250cc had just started with a small batch. John put one of these in the van to bring back to the UK for evaluation. It was summertime in Spain, and it was red hot. All three of us were using the Mercedes van as our ‘hotel’. This picture is from a campsite where we met up with some other riders including

Robert Crawford. On the Saturday, I was able to witness the Beta team, working out of the Jordi Tarres team truck, build, from scratch, a new prototype aluminium framed water-cooled Zero model for the great Spanish rider to compete on the next day. I was, as ever, curious, and when I asked for a picture of him with the machine and shaking hands with me, he duly obliged. The front cover picture was 30 years ago. Little did I know that the relationship would endure the test of time and that all these years on, we would still be friends on the world championship scene in 2019. Jordi is working with TRS, and me as the editor of both Trial and Classic Trial magazines; it’s been some adventure for us both! After ‘minding’ for John Jnr at the trial on Sunday it was the race back to the ferry on Sunday night and back to work at Ferodo on the Monday night! As they say, ‘living the dream’.

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GO EVOLUTION 1989

WITH THE

FLOW

In any motorcycle sports discipline, we see windows of opportunity that appear every so often — a time when machine development has gone stale, and the model specifications are very much the same as before, and a manufacturer once again goes back to the drawing board to break the mould. You can always copy and paste but with the Spanish Armada then in decline and the Japanese resting on the laurels of the sales success of the Mono-Shock Yamaha, in 1983 it was the time of the Italians to be the game changers once again and raise the bar even higher with a radical new trials machine from the wheels up. By 1985 the Italian manufacturers were back at the head of the world trials championship. The battle for the top spot was between Fantic, with Thierry Michaud, and the fast-emerging Beta with Jordi Tarres. In 1988 Michaud would win his last world title, and in 1989, history would be recorded, as you are about to find out. Motocross had seen the water-cooled revolution arrive in the very early 80s; now it was time for the trials manufacturers to go with the flow and join the water-cooled brigade. By the close of the year, air-cooled was out of fashion. Words: John Hulme, Cla ssic Trial Magazine Pictures: Yoomee Archive, Toon Van De Vliet, Aprilia, Beta, Fantic, JCM, Mecatecno, Yamaha, John Shirt Snr, John Hulme, Iain Lawrie, Eric Kitchen, Mauri/Fontsere Collection and the Giulio Mauri Copyright

Seen here with the ‘Guardian’ of trials Charley Demathieu, on the right, the 1988 FIM World Trial Champion Thierry Michaud had a season long battle with Jordi Tarres who had won in 1987.

1988: Fantic 303.

1989: Beta Zero Prototype.

1990: Beta Zero.

CLASSIC TRIAL MAGAZINE 2019 • ISSUE 30

EVOLUTION 1989

This is the 1989 model Yamaha TY 250. In 1983 the introduction of the mono-shock machine had been a game changer in the world of motorcycle trials.

Thierry Michaud had won the world title in both 1985 and 1986 on the Fantic before Jordi Tarres ‘rattled’ the trials world on the new Beta to take the 1987 title.

n 1988, the fast-moving Aprilia motorcycle manufacturer had approached Great Britain’s Steve Saunders with a two-year contract, asking him to join them for an assault on the 1989 FIM World Trials Championship. However, he declined and stayed with Fantic. Little did he know at the time, he would be recording history on an air-cooled machine — he would be the last rider to record a British Trials Championship and a Scottish Six Days Trial victory riding the Fantic 305 model in 1989. He almost made it a triple as the last winner of a world round when he won the opening one of the 1989 season in the UK. One week later French rider Thierry Michaud would take that accolade away from him with a win in Ireland. The remainder of the season would be dominated by a young Jordi Tarres on the sensational new prototype of the water-cooled Beta Zero, which would be on sale at the end of the year. As for Saunders, he would move to the new Beta Zero in 1990 with the Screenart-supported John Lampkin Beta team, but that’s a story for another day.

Beta had moved up a gear with the combination of the TR 34 model and a certain young Spanish rider, Jordi Tarres.

The Climber At the end of the 1988 trials season, many international riders competed in the Cingles Three-Day Trial, and it was here that the Spanish public became the first to see the new offering from Aprilia, the Climber model, the world’s first production water-cooled trials machine. A steel single-beam type frame would have the heavily modified, tried and tested, Austrian manufactured Rotax engine squeezed into it. To control the engine temperature, a water-cooling system had been added, passing through a high-mounted radiator at the front of the engine, and a high-speed electric fan would be thermostatically controlled to keep the 280cc single-cylinder motor happy to operate in all situations. With more power on hand, a new flywheel was fitted which could be adjusted by the use of easy-to-change flywheel weights. Throw in the latest trend of fitting upside-down front forks and some super cool styling, and the Italians believed they were on to a winner. With various ‘tweaks’ and changes they had also managed to keep the all-important weight down to the same as the previous year’s air-cooled model at 83.5kg, despite the addition of the extra plumbing and water-cooled features. On its debut Italian Diego Bosis finished third, followed by the team’s new signing from Sweden Tommi Ahvala, who was seventh, and Piero Sebenini in ninth position. It had been a tough three days, but the machine had passed with flying colours, and everybody was happy as no problems were reported. It was now time for Aprilia to move up a gear to challenge the dominance of both Fantic and Beta on the world stage. Each of the Aprilia team’s riders would have his own factory technician and minder to support the ultimate goal of winning the 1989 FIM World Trials Championship.

CLASSIC TRIAL MAGAZINE 2019 • ISSUE 30

Wanting to combat the attack from Beta, fellow Italian manufacturer and the 1988 FIM World champions Fantic had released this new-look model for the 1989 season. It would prove a winner in the hands of both Thierry Michaud and Steve Saunders as the last air-cooled winner of world trials in 1989, but Tarres would take the world title on the water-cooled Beta.

Team Aprilia at the 1988 Cingles Three Day Trial in Spain, talking about water-cooled developments.

VISIT MUSEUM

BASSELLA MOTORCYCLE MUSEUM

MONTESA COTA CELEBRATION

The Cota celebration is officially opened with the arrival of Toni Bou.

In my world of motorcycle trials, I feel very privileged to know so many wonderful people who share the same passion. Some article ideas come out of the blue, and catch you out with some new-found information when talking with people. The Montesa brand is so well known on a global scale and, in my opinion, very much because of the Cota trials models.

Montesa 1968–2018

On one of my frequent trips to Spain, and in particular Barcelona, I had seen on the internet reference to a motorcycle museum in the city. In February 2017, I visited the museum, and I was happy to see an original early-model Montesa Cota 247. In the evening, I was attending the Barcelona indoor trial, where I mentioned my findings to Miquel Cirera. I am sure that this gentleman needs no introduction as he has worked at Montesa for more than 50 years! He is the head of the mighty Repsol Honda trials team. To my surprise, he told me it was his machine and that he had a few other Cota models in his collection. Wind the clock forward to February 2018, and the museum had closed its doors and shut down. I was once again in Barcelona for the indoor trial when my good friend John Shirt Jnr, from Gas Gas UK, text to say I must visit this fantastic museum he had come across while attending an enduro at Bassella with his sponsored rider, David Knight.

Montesa 1968–2018

Words: John Hulme with Miquel Cirera Pictures: Trials Media and Montesa

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VISIT MUSEUM

Miquel Cirera, on the right, was at the opening of the collection and was happy to answer questions.

arlier this year, I was in Barcelona for a long weekend attending various motorcycle events, and I decided to make an effort and go and find the museum at Bassella. I had seen that Montesa had a collection of the Cota models to view as they continue with the celebration of 50 years of production of the Cota models. A quick check on the sat-nav revealed that the journey was just under two hours, at 85 miles. It was quite easy to find and even more enjoyable when I went inside. To say I was speechless when I witnessed the Montesa Cota collection is an understatement. It was stunning! Over the weekend, I put some pictures of the machines in the museum on social media while once again attending the Barcelona Indoor.

Miquel Cirera

On my return on the Monday evening, I noticed an email from Miquel Cirera which I promptly opened, expecting some news from the indoor. I had to read the mail twice before it sunk into my head what I was reading: Miquel owned many of the Montesa Cota machines in the museum! In the morning, I called him in Spain, and he talked enthusiastically about the museum and the collection. We were on the phone for quite a while as he had so much to tell me, all about the Montesa collection; I was all ears, believe me! Off the back of the conversation, I decided to ask Miquel about the collection in more detail. In this following interview, we talk about the machines in this fantastic collection. Miquel himself owns many of the machines, and it’s so good that he has saved them as I am sure that many would have disappeared forever, never to be seen by the public

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Talking about the museum here with Miquel are, on the right, Estanislao Soler, director of the Bassella Motorcycle Museum and Albert Cavero, PR & Safety Department Manager of Honda Motor Europe Spain on the left.

again. The collection tells its own story of the Montesa Cota trials models as you walk around — it is as good as it looks. So let us begin. Where did the idea come from to display the machines at Bassella? MIQUEL: In the museum, there are 66 motorcycles. The owner of the museum is Estanislao Soler, who is a good friend and also a very active person in the world of motorcycle racing. He was, for many years, the director of the racing department of Bultaco and the owner and founder of the Clice brand. For me, it was very easy to work on this project for the celebration of the 50th anniversary of the Montesa Cota model. The first idea was to make the exhibition in

Barcelona in the motorcycle museum you spoke about that was owned by the same owners as Bassella, but it had to close; and that is why we went to Bassella. As it turned out, it’s the ideal location. When did you start to collect the Montesa Cota models? It was by chance that I started saving my competition machines, the ones I had been riding until, one day, I decided just to collect trials machines. For a long time, I bought everything ranging from Bultaco, Montesa, Ossa and Honda etc., but in 1999, I focused on the collection of the Montesa Cota because I realised that it was the history of my professional life.

VISIT MUSEUM

Bassella Motorcycle Museum

The Motorcycle Museum Private Foundation Mario Soler is a non-profit entity.

Recognised as one of the best museums in Europe, it has become an icon for all motorsport fans and an obligatory stop on the route from Spain to Andorra. A journey across the 20th century on two wheels, this is the theme of the Bassella Motorcycle Museum. It’s an interesting route; starting with the most rudimentary models from the very beginning of the motorcycle until modern times through a selection of the leading national and international brands of every speciality from the motorcycle manufacturers. It currently manages a collection of more than 300 motorcycles. It also houses specialist exhibitions and collections such as the current Montesa ‘50’. Article: Trials Media

t the time of opening back in 2002, it was the first museum primarily focused on the world of the two wheels in Spain, with over 190 models on display from different national and international manufacturers. Also included were different prototypes and unique models. It’s a culmination of a project that came to light in the first half of the past century as a result of the work done by Mario Soler. The Motorcycle Museum Private Foundation Mario Soler is a non-profit entity. It works to promote the motorcycle’s values, its responsible and sustainable use and encapsulates its past, present and future from multiple perspectives such as social, economic, industrial, sport, leisure, urban, etc. The present collection was created in 2010 by the

In the middle of the museum stands the original workshop where Mario Soler refurbished the majority of the motorcycles.

Soler family and gives continuity to the task begun by Mario Soler (1907–1991). He was a devoted motorcycle and mechanics fan who, for many years, in his small workshop in Bassella (Lleida), with his hands and talent, recovered a significant number of motorcycles. Thanks to this effort he became a reputable restorer and one of the first collectors in Spain. In the centre of the museum stands the original workshop where Mario Soler refurbished the majority of motorcycles that shape the present collection. Everything was carefully transported piece by piece. from its former location in Bassella, keeping all elements and original

details. It constitutes one of the most remarkable areas in the museum, where time stopped more than 20 years ago.

How to get there…

Bassella Motorcycle Museum Carretera C-14 km. 134 25289 Bassella (Lleida), Spain Opening hours: Monday-Sunday: 10am-6pm. Closed: Tuesday and Wednesday. Enquiries: email: bassella@museumoto.com or call: +34 973 46 27 31. Guided tours available by prior booking.

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T e na c i- Won g UK www.tenaciwong.com

Contact Dan for more information 07768982029

TWC200

LEGENDS ORIOL PUIG BULTO & PERE PI

Bulto v Mont

Sometimes in life, you have to go against what you want to do, and this is the case in this fantastic article. It was first published in the early days of Trial Magazine when we, as a UK publication, were beginning to find our feet and didn’t have as many readers as we have today. Many of you will not have read it. While doing some research on another project, it caught my eye, and I reread it. I decided to edit and re-publish as it plays a massive part in what we are about with Classic Trial Magazine. We are sure you will agree it’s a ‘Gem’. When you read it, please bear in mind the passing of time and how the lifeand-times of motorcycle trials has changed. Article: This was generated by our good friend in Spain Ramon Salles, who enjoyed an evening in the company of these two special trials legends. Classic Trial Magazine: John Hulme • Pictures: Ramon Salles, Bultaco, Beta, Greeves, The Nick Nicholls Collection at Mortons Archive, Montesa, John Hulme, Malcolm Carling, Brian Holder and Toon van de Vliet

o have the privilege and honour to share a table with two people, such as Spaniard’s Oriol Puig Bulto and Pere Pi, is something very special and was made even more so when they agreed to do an interview. These two people changed the face of trials forever when Bultaco and Montesa entered trials in the mid-sixties. We knew this would be a special moment and something to savour forever. When asked about doing an interview, they both warmed to the idea without haste, while they both raced through their minds for stories they could share. The experiences of these two champions could fill the whole edition — or even a whole year — of Classic Trial Magazine. We have put together an enjoyable journey as we talked about many topics concerning trials and the Spanish motorcycle industry. Thanks to Pere and Oriol for sharing your amazing experiences with us.

What was the first contact that you had with motorcycle trials? ORIOL PUIG BULTO: At Bultaco, we had known about trials through the English motorcycle newspapers and magazines. We found out that near Paris a trial would be held and that Juan Soler, the father of Manel, was to compete in the event. I decided to make a motorcycle for the event based on the machine we had used in the International Six Days Trial in Austria in 1962. We transformed the machine with a few modifications, which included narrower handlebars and other minor changes. This machine eventually became the Sherpa N. We contacted both Claude Peugeot and Claude Coutard, the father of the future Bultaco mounted French champion Charles Coutard. Sammy Miller also entered with his Ariel, and there were also many riders on British machines such as Greeves, BSA and Triumph, etc. We liked

Bultaco had a passion for anything motorcycles.

what we saw and, from our experiences, we began to develop what eventually became the prototype of the Sherpa T model. It took two years, but in 1964, the first prototype was finished. PERE PI: My main sporting interest, which was also my work, was off-road motorcycling, with trail riding just for fun, although I did enjoy the speed element as well because the group I rode with all wanted to race one another. My first contact with trials was in Montbeliard, France, through Claude Peugeot — one-time French trials champion — who was a great friend of the

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LEGENDS ORIOL PUIG BULTO & PERE PI

Oriol Puig Bulto.

Pere Pi.

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MICRO MACHINE THE LAST CAVALIER

The last Cavalier The small cottage industry of motorcycle trials manufacture had emerged in the face of the welldocumented Spanish Armada of Bultaco, Montesa and Ossa in the latter part of the 60s. Along with many others, the ‘Good Old’ school of manufacturers, Cotton had put all their trusty eggs in the basket of the engine supplier Villiers who manufactured engines in Great Britain. They were exhausted in development and, in truth, when they ceased production of the 37A engine in July 1968 they did the industry a favour, but it came at a costly price. Overnight once great names such as AJS, Cotton, DOT and Greeves, and in more recent times Sprite, had no engines to provide the power for their range of trials machines. They would have to reach across the English Channel and into Europe for the supply of engines, as we find out how Cotton became the last ‘Cavalier’. Words: Classic Trial Magazine (We would also like to acknowledge the words from Alan Vines and Don Morley in the generation of this article) • Pictures: Don Morley, Brian Holder, Cotton Motorcycle, Justyn Norek Jnr, Alan Vines and Yoomee Archive

It’s 1968 as the Cotton boss Pat Onions and frame builder Eric Lee show a very young ‘Works’ rider Rob Edwards the finer detail of the new 170cc Minarelli engined machine.

ime and tide wait for no one, and it was quite unfortunate for the Cotton name that they had started to work on an experimental 264cc Villiers-engined machine for their works rider Rob Edwards in March 1968. In 1967 Rob, had moved to Cotton in the face of the new Spanish machines. He had ridden a 250cc Bultaco in the 1966 Scottish Six Days Trial but decided to stay with a British manufacturer. In the past, Villiers had produced in the region of 500 trials engines per year. Spares were readily available, and the majority of mechanics and riders knew the ins and outs of the simple-to-work-on, single-cylinder, air-cooled two-stroke engines. Their Achilles heel was the contact breaker ignition, which required constant attention.

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MICRO MACHINE THE LAST CAVALIER Rob Edwards wheelies the Cotton on its first outing in a shakedown of the new model.

Rob on an early competitive outing in the 1969 Victory Trial. He would win a few national trials on the Cotton.

Check out the riding kit of Rob Edwards on the new Cotton Cavalier!

An Italian import Along with the other manufacturers who had now lost their supply of engines, Cotton looked abroad and to the Italian Minarelli engine. They made the very bold decision in late 1968 (remember that the once-mighty motorcycle manufacturing industry in Great Britain was by then in decline) to produce a new trials model based around the 170cc Italian Minarelli engine. They employed a small, dedicated team of employees at their Gloucestershire base who would help to produce and assemble a new trials machine. The frame would be a one-piece tubeless type with a strong back-bone tubular support and front down tube, with engine protection provided under the engine by thin-walled tubular steel which would be bronze welded. To further reduce weight, the twin rear loops for the mudguard support and sub-frame would see smaller diameter tubing used.The swinging arm would be lightweight tubular steel with the pivot point using silent block bushes with Girling adjustable oil-filled units. At the front telescopic front forks would be fitted, offering six-inches of movement. A fibre-glass combined one-piece seat and fuel tank unit with a ‘Monza’ type quick-fill finished in blue along with the aluminium mudguards gave the machine a quality appearance. The engine performance was made better with the chromeplated exhaust front pipe leading to a twin outlet silencer fitted under the seat out of harm’s way. Dunlop tyres were fitted to the steel chrome-plated wheel rims, which were laced to lightweight aluminium wheel hubs, and the rear wheel featured a ‘Cush-Drive’ arrangement to make the power delivery softer. Riding the new machine, Rob Edwards had some terrific results, including winning the up-to-200cc cup in the Scottish Six Days Trial riding the model entered by Norman Crooks. It used the steel fuel tank with a larger capacity and separate seat unit. In July, he also won the Allen Jefferies Trial. Priced at £230 in kit form, the machine started to prove quite popular.

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Rob Edwards gets his feet down to keep forward motion in the 1969 SSDT on the upper reaches of the Leitir Bo Fionn hazards.

Looking very confident on Grey Mare’s Ridge: Rob Edwards won the Best up-to 200cc award with a fine 10th position in 1969 at the SSDT.

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CELEBRATION 1979–2019

Dave Rowland working on his BSA at the 1966 SSDT watched by left to right: Stephanie Wood, John Roberts and Dave’s brother Roy.

N AT I O N A L

Dave Rowland Trial The first Dave Rowland Trophy trial was held in 1979, run by the enthusiastic Manchester 17 MCC in the middle of July. It still stands proud in the present day. Before we take a look at that very first event, we take a trip down memory lane to focus on a celebration of Dave Rowland himself, the man after whom the event is named. Words: John Hulme, Manchester 17 MCC • Pictures: Malcolm Carling, Brian Holder, Alan Vines, John Shirt Snr, Norman Eyre, Mike Rapley and Barry Robinson

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CELEBRATION 1979–2019

On his way to a treasured Scott Silver Spoon at the 1965 Time and Observation Trial.

1964: Dave was soon recognised by BSA, and works support was soon coming.

Dave Rowland 1938-1995 Brought up in Chapel en le Frith in the Peak District, Dave Rowland’s first interest in motorcycles came in 1949 when he and his brother Roy travelled to the prestigious Manx GP on the Isle of Man to see Geoff Duke and later going to watch the trials ‘King’ of the time, Sammy Miller, compete in the Clayton Trial held in nearby Buxton. Presumably neither Miller nor Dave had any idea that in the not-toodistant future they would be close competitors!

Early Success

His early success would come in the Haslemere MCC’s 1960 Longmoor Cup Trial when Dave won the award for Best Army Rider, while in the South Eastern Centre Haslemere Cups Trial — his first civilian event — he took the Best Novice award on a 350cc AJS. That year also saw Dave finish a single mark behind the winner Barry Rodgers in the Loughborough Club’s Nemo Trophy Trial.

In 1961, still on the AJS, Dave was runner-up in a North Western Centre Trial alongside the ‘stars’ of the time Don Smith, Mick Andrews and Eric Adcock. He would soon be swapping to a 250cc BSA, on which he completed in the Joe Abbott Memorial Trial in the North Western Centre without losing a mark, taking another notable victory. In 1963 and with more victories under his belt he was invited to join the mighty BSA works team. With better support and factory-supplied machinery, he soon justified their faith in him by winning the many centre trials along with the national-status Red Rose, Clayton, Lomax and the Manx Two Day trials. His win in the Red Rose certainly made the other riders take note when he beat the ‘unbeatable’ Sammy Miller on the world-famous 500 Ariel GOV 132 by a single mark. The positions were reversed in that year’s Scott Time and Observation Trial, with Dave being pushed into the runner-up position by Miller; the Best 250cc class award win was some

1967 SSDT with the ‘Thing’.

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Despite wins in the 1967 Allan Jefferies and Mitchell trials, 2nd place to Mick Andrews in the Bemrose on the tie-breaker and taking the Cheshire Centre Trials Championship, the once mighty BSA dropped their support for trials in this year and Dave was left without a machine.

consolation for the BSA team though. Other achievements in 1963 included winning the Army’s Northern and Southern Command Trials, fourth place in the Allan Jefferies Trial, fifth in the British Experts and a further fourth in the Scottish Six Days Trial as the Best Newcomer. The success continued in 1964 and 1965, taking many wins and Best 250cc class awards. He was also rewarded in 1965 with a Special First Class award in the SSDT.

An eye on the Scottish Six Days Trial

1966 would almost certainly have seen his most prestigious result to date until a turn of events changed the course of his career. Having already won the Ipswich Club’s Mardle National, taken third place in the Victory Trial and been runner-up to Mick Andrews in the Kickham, he and the 250cc BSA were well prepared for that year’s SSDT. With his eyes on a victory and with a loss of no marks on the Thursday, which gave him Best

A keen enthusiastic crowd watch Dave and the 175cc BSA Bantam perform yet another miracle clean ride on his way to the runner-up position in the 1967 SSDT. Talk about stick two fingers up at BSA, Dave let his ability do the talking.

INTERNATIONAL 1979 TRIAL WORLD CHAMPIONSHIP

Bernie Schreiber in 2019 – 40 years after his world championship win.

THE TIDE TURNS

It’s Schreiber’s title Back in 1979, the FIM World Trials Championship had a small break in the series from March until June. The Scottish Six Days Trial was still very much the one to win, and both the riders and the manufacturers valued the exposure from this international event, held traditionally in May. Try to imagine that a foreign rider had never won the event. Leading the world championship was Yrjo Vesterinen, and he made the bold decision to ride in the six days; as it happened, it turned into a titanic fight between the three-time winner Martin Lampkin and the eventual winner Malcolm Rathmell, with ‘Vesty’ third. Bernie Schreiber had opted not to ride, the factory and the Bultaco importers Comerford’s had Lampkin and Vesterinen anyway. Montesa was on a high for the second half of the World series — this was their first SSDT win, and they wanted the world title. Having a non-scoring ride in the opening round of the 1979 championship had left Bernie Schreiber on the back foot, but as you will see the tide started to turn and by the end of the year we would have a new FIM World Trials Champion.

Words: John Hulme, Motorcycle, Morton’s Archive and Motorcycle News Pictures: Alain Sauquet, Toon van de Vliet, Yoomee Archive, Eric Kitchen, Malcolm Carling, The Nick Nicholls Collection at Morton’s Archive, Harlow Rankin, SWM, Bultaco, Montesa and Bernie Schreiber

ith the first six rounds all contested by the end of March, the opening of the second half of the season would see the long-haul flight across the Atlantic Ocean to Canada and America in June. These two countries were still quite ‘virgin’ to what was required to put together a successful world round, and the manufacturers did not send all their riders to

contest them. Both Bultaco and Ossa were in financial problems, and Montesa was pinning all their hopes on the soon-to-be-released new Cota 349 model in the hands of Rathmell. He had been developing the machine all season and was still not happy with the engine performance, which he knew needed some fine-tuning. He may have won on it in Scotland, but he still wanted further changes to

the engine’s characteristics, but a world title would be the icing on the cake. It was then back to Europe for the remaining four rounds: one in Italy followed by the move to the rugged terrain of Sweden and Finland before the season finale in the Czech Republic. Would the ‘home’ advantage of the two rounds in Canada and the USA favour Schreiber? We will see!

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INTERNATIONAL 1979 TRIAL WORLD CHAMPIONSHIP

Great Britain’s attack on the world championship was headed by Martin Lampkin (Bultaco) on the left and Malcolm Rathmell (Montesa) on the right. The blue Bultaco 325cc on the left is the standard version ridden to second position in Canada by Lampkin; some ride, I think you will agree!

After the first half of the season Yrjo Vesterinen (Bultaco-FIN) held the championship lead and was looking on course for a fourth title.

Missing the Scottish Six Days Trial in May, Bernie Schreiber (Bultaco-USA) focussed his energy on attacking the world championship, starting with a win in the USA.

Showing good, consistent form, Martin Lampkin’s chances of another world title were wiped out with two non-scoring rounds towards the close of the championship.

Bernie Schreiber in the middle and Rob Shepherd on the right discuss the depth of the water in the Canadian world round.

Round 7: Canada, Calgary 10/06/1979. Entry: 10 Riders Both Malcolm Rathmell and Martin Lampkin were up for the fight for the world crown that Vesterinen had denied them for the previous three years, but the one-two in Canada for the British riders did not come easy. The problems had started first for Rathmell, when an engine featuring new crankcases for the Cota 349 was shipped out to the event but the factory had forgotten to swap the brake and gear change lever arrangement to suit Rathmell, who had the gear change lever on the right-hand side; instead he stayed with his original engine. As for Lampkin, he did not receive a Bultaco to ride until the last minute, and when it did arrive, it was a standard production 325cc model. He had his 340cc barrel and piston with him to fit, but first, he tested the standard model and decided to stick with it! The event itself was run over a single-lap course of 30 miles with 35 sections to ride. The majority of them were on dry and dusty rocks with some deep rivers also involved, some of which proved impossible. As it turned out both the eventual winner Rathmell and second-placed Lampkin were elated with the British one-two ahead of Schreiber, with Vesterinen in fourth. The Finnish rider still headed the championship but the ‘Brits’ were closing in.

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With his fingers on the front brake and clutch lever Rob Shepherd (Honda-GBR) edges towards the deep water in Canada.

RESULTS: 1: Malcolm Rathmell (Montesa-GBR) 73; 2: Martin Lampkin (Bultaco-GBR) 78; 3: Bernie Schreiber (BultacoUSA) 80; 4: Yrjo Vesterinen (Bultaco-FIN) 85; 5: Marland Whaley (Montesa-USA) 93; 6: Rob Shepherd (Honda-GBR) 93; 7: Ulf Karlson (Montesa-SWE) 97; 8: Jean Marie Lejuene (Montesa-BEL) 106; 9: Charles Coutard (SWM-FRA) 121; 10: Eddy Lejeune (Honda-BEL) 125.

CHAMPIONSHIP: 1: Vesterinen 69; 2: Lampkin 61; 3: Rathmell 56; 4: Schreiber 54; 5: Karlson 43; 6: Shepherd 32; 7: Coutard 28; 8: Birkett 22; 9: JM Lejuene 20; 10: Subira 15.

CLASSIC HIGHLAND TWO DAY

Bernie Schreiber (Moto-SWM)

Bernie’s back The fact that Bernie Schreiber is back, and riding competitively on a regular basis, has opened the door to even more exciting times on the classic trials scene. The Inverness & District Motor Cycle Club and its ‘frontman’ John Moffat for the now well-established Two-Day Trial, held on the Alvie hunting estate near Aviemore in the Scottish Highlands, can take some credit for this happening. This year the event followed its ‘themed’ idea and welcomed the SWM edition to its fold. After the two-day event the only ever nonEuropean winner of the FIM World Trials Championship in 1979, Schreiber, held a trials training day which was a welcome addition to the two-day event. Where did the ‘themed’ idea come from? We have to rewind the clock to 2008. Words: Classic Trial Magazine and John Moffat • Pictures: Iain Lawrie

n 2008 at the Robregordo event in Spain, Finland’s motorcycle trials superstar Yrjo Vesterinen, or ‘Vesty’ (as he is better known) had taken part in a tentative comeback to the sport after an 18-year sabbatical, of course on a Bultaco; after all he had won three world titles on the Spanish brand from 1976–1978. John Moffat knew Vesty as they both shared a passion for the Spanish manufacturer. John asked him at the event if he would be interested in attending his club’s two-day competition, Vesty agreed, and the seed was planted for the ‘Editions’ theme. In 2013, such was his enthusiasm, he went one better and invited many of his old riding friends and some of the remaining Bulto family! The ‘Bultaco Classic Trials Team’ for the 2013 Highland Classic was created. Vesty had some ‘spare’ Bultaco machines in his collection, and with these, he invited some of his old fellow team riders and factory personnel. It was a huge success.

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CLASSIC HIGHLAND TWO DAY

Gary MacDonald (Triumph)

Chris Koch (Apico Fantic)

Over the next few years, there would be the following themed events and guests of honour: Bultaco; Thorpe; The Tenth; Yamscot; Honda and Montesa Cota and guests Dave Thorpe; Bill Wilkinson; Mick Andrews and Rob Shepherd, with Nick Jefferies a Special Guest and 1968 Scottish Trials Champion Douglas Bald in 2018. In 2019 the SWM edition was announced, with American Bernie Schreiber, the guest of honour.

A full house

The name Schreiber has many of the Classic Trial Magazine readers’ memories flooding back to his introduction of the ‘Pivot Turn’ along with his 1979 FIM World Championship victory and the memorable Scottish Six Days Trial win on the SWM in 1982. Word soon got out about Schreiber’s appearance and a full house of entries was reached literally overnight, such was his popularity. The SWM theme attracted no fewer than 30 SWM machines, which stood very proud in a special Parc Ferme at the start area along with the 182 competitors present for the event. The UK’s historic SWM main dealer Martin Matthews, who supplies spare parts and machines to customers worldwide for the Italian machines, was on hand with a machine for Schreiber. The riders and attending spectators loved having the American at the event, and he was kept very busy signing many items and pieces of memorabilia as well as giving people the opportunity to have their photograph taken with him. Giving the event a European feel there were entrants from Luxembourg, France, Switzerland, Germany and Southern Ireland.

Gary Fleckney (Rockshocks DOT)

Jamie Williamson, the Laird of Alvie Estate, welcomed everyone and wished them an enjoyable two days of riding before the action started. There is no outright winner at the Highland Classic, it is a class winners’ event, and clean sheets were posted by both the top Scottish classic rider Gary Macdonald (Triumph) and from the southerner Chris Koch (Fantic) who rode the Red route sections. Owen

Chris Gascoigne (Francis Barnett)

Hardesty (Honda TLR) picked up the best Post’77 twin-shock award on the Blue route. Each day gave the riders a good selection of 19 hazards, to be ridden over two laps. Everyone enjoyed section 19 as the club had made cheese, wine and Scottish speciality ale available to all the riders and spectators, bestowing some real Scottish hospitality.

A classic Highland event

The Saturday morning of day one was opened up by the music from organising Inverness & District Motor Cycle Club and their official piper to play some Scottish bagpipe music just before the start, adding an extra touch of nostalgia to the occasion.

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John Moffat (Bultaco)

CLASSIC ANDORRA TWO DAY

Hot classic action

I was dreaming: it was April in Andorra, I was in the small town of St Julia de Loria at the southern edge of the principality. The final round of the 2019 FIM X-Trial was concluding just up the road at La Vella. I parked up and had a small walk around and into the main square where many of the outdoor world championship rounds had started. On the weekend of the 29th & 30th June, this same square would once again welcome with open arms the second running of the ‘Classic Two-Day Trial’. After the huge success of the 2018 trial, which attracted just under 170 riders, the word soon spread amongst the trials community what a superb event it was, and the entry would swell in 2019 to 250. Once again, the event gave the many riders what they wanted; the pleasure of being amongst so many like-minded trials riders, the fun, the adventure and the camaraderie. Yes, the weather was very hot and so was the classic action. Words: Hamish Eadie and John Hulme • Pictures: Claudio

s is typical with these events the doors opened at 17.00 and closed at 21.00 to the signing in on Friday the 28th June, just as the cooler evening air was welcomed. The relaxed atmosphere encouraged a few ‘Drinks’ for everyone, and the only concern was the weather which was exceptionally hot throughout Europe.

Andreu Avella (Montesa-ESP)

Jaime Subira, Charles Coutard and Bernie Schreiber

An early start Andorra is a well-known venue for the motorcycle trial enthusiast, located in the Pyrenees between France and Spain with a population of around 85,000. Its tax-haven status is enjoyed by many, including the ‘King’ of motorcycle trials Toni Bou. Found in an area of outstanding natural beauty, Sant Julia de Loriam sitting at some 900 metres, leaves an impression on everyone who visits the area. Due to the expected heatwave of temperatures pushing to the 40s, the experienced organisers sensibly moved the start time to 08.00. 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, which had been laid out over the winter ski station reaching heights of over 2,400 metres. The town generously gave up its town square for the ‘Parc Ferme’ start area and, the adjacent office, for relevant paperwork. Even the local police joined in the atmosphere of the trial by directing the traffic on the mornings of the trial.

CLASSIC TRIAL MAGAZINE 2019 • ISSUE 30

CLASSIC ANDORRA TWO DAY

Angel Cannelles (Merlin-ESP)

With riders from the British Isles, France, Spain, Catalunia, Belgium and Italy, it was the British expat, Steven Farrall, much to his disdain, to be the first man away.

Challenging

The opening ‘Interzone’ tracks and trails were challenging to reach the first section and then onto the goat tracks winding up the mountains. The impressive views that followed was very much appreciated by the riders, as was the ‘breather’. Free-flowing sections in the streams erased the heat and came as a welcome change to many. The sections were well thought out, classic in both nature and theme. Jean Pere Santure, the organiser, had many of his Scottish Six Days Trial adventures on his mind as he laid out the hazards to try and tempt the riders into parting with dabs; nothing too serious but easy to lose marks if you were not concentrating. Oscar Mills, riding with his father, was looking impressive on his Bultaco riding in a classic flowing style with a modern twist. He easily took the Expats class and was a joy to watch, floating over the hazards and making it look all too easy. Some of the comments overheard were that it should be harder, but when you see the plethora of older machines being ridden, the level was pretty much where it wants to be.

Bernie Schreiber (Bultaco-USA)

CLASSIC TRIAL MAGAZINE 2019 • ISSUE 30

Ignasi Pellice (Bultaco-ESP)

Classic riders and machines There was a fantastic array of Spanish marques from all years and a few Pre-65 machines, with Great Britain’s Martin Gilbert riding both days and parting with no marks taking that class’s win. Many stars of the past were riding, including Bernie Schreiber riding a Bultaco. He was very happy to mingle and speak to riders and spectators alike as was ‘Vesty, Charles Coutard, Mick Andrews and Jaime Subira, to name but a few, all riding very competitively. Mick was riding a borrowed Ossa; not only did he have issues with an injury but he was having to ‘fettle’ the machine with his minder Frank Delubac supplying spanners as he rode around. The author of this article, Hamish Eadie, got a wry smile when he asked if he would like to ride his Yamaha instead!

Javi Conde (Transama-ESP)

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SPORT KIA TWINSHOCK CHAMPIONSHIP

Getting close at the top It’s not surprising that the Kia Twinshock Championship goes from strength to strength year after year; give the riders what they want, and they will come, it’s that simple. The formula works, the classes work, and with support from a super-enthusiastic band of people, the success is reflected in the continual strong entries at each round. In truth it’s very much a reflection of how the ACU British Trials Championship worked so well in the heyday of the series in the 60s and 70s, attracting strong entries and interesting championships. Maybe it’s time for the governing bodies, not just in the UK but also on the FIM world platform, to take note of what works and what does not. This 2019 Kia Twinshock series has ten rounds on offer with only seven points-scoring rounds counting, which has to work in favour of the riders who cannot commit to a ten-round championship. For the super-competitive guys, it also allows them to drop their worst three scores if they wish to compete over all the ten rounds, which is especially helpful if you have had a bad ride at one of the rounds or suffered a machine failure. With seven rounds completed new events have appeared, and it’s good to witness such a mix of terrain that we can find around Great Britain. Another nice touch was the fund-raising this year for Teenage Cancer Trust in memory of Dominic Feaks, to help those youngsters going through cancer treatment. Dom lost his battle with cancer after a courageous fight last June, at just 21 years old. Article: John Hulme

Richard Allen (Moto-Gori)

CLASSIC TRIAL MAGAZINE 2019 • ISSUE 30

SPORT KIA TWINSHOCK CHAMPIONSHIP

Chris Koch (Apico Fantic)

Chris Garlick (Fantic)

2019 Kia Twinshock Championship six rounds completed: The best 7 of 10 rounds will count for the championship

Expert Class: Twinshock Revelling in the action is Richard Allen and his green 165cc Moto-Gori as he fends off the challenge from the Fantic brigade. Richard and the second-placed Chris Koch have been around the trials scene for many years, and despite being good friends, they are as competitive as ever. It’s Richard who holds the upper hand at the moment as Chris missed one round, so his score is made up of just six points-scoring rides. These have been made up of three wins compared to Allen’s two, but then Chris had a poor showing at round two, so it should be an interesting points calculation at the series conclusion. Third-placed Chris Forshaw had a win at round four near Sheffield, taking the win on the tie-break decider with Darren Wasley. The other win went to Michael Irving at the Lancs County MCC at round two, where he was three marks clear of a battle for second position which included three riders including Allen, Chris Greenwood and Chris Garlick.

Dean Devereux (Bultaco)

Expert Class: Historic Spanish & Pre-78 Twinshock Talk about a man on a mission! Dean Devereux has literally taken the ‘bull’, as in Bultaco, by the horns and marched on towards the title at a relentless rate of knots. With five wins and two second places, he has one hand on the title, barring a disaster. His nearest challenger is Rob Faulkner on his Yamaha TY 175, proving that this series can be enjoyed on a budget if needs be, as he has also taken a single win showing just how competitive the smaller-capacity machines can be. Of the seven rounds completed the other winner was Darren Mitchell who has so far only competed in the single round, the Lancs County event. This class deserves more support; such is the nature of the machines allowed and the availability of them. Many good riders grew up with the historic machines, and maybe it’s time for them to throw a leg over one of them and make a welcome return to the sport. Historic Spanish & Pre-78 Twinshock: 1: Dean Devereux (Bultaco) 134; 2: Rob Faulkner (Yamaha) 104; 3: Stephen Bisby (Ossa) 64; 4: Dave Wood (Bultaco) 51; 6: Richard Pulman (Montesa) 36; 7: Darren Mitchell (Bultaco) 20; 8: Barry Roads (Yamaha) 15; 9: Ian Tracey (Ossa) 11; 10: Dave Knaggs (Bultaco) 10.

Twinshock: 1: Richard Allen (Gori) 119; 2: Chris Koch (Fantic) 105; 3: Chris Garlick (Fantic) 83; 4: Chris Forshaw (Fantic) 59; 5: Roy Palmer (Kawasaki) 55; 6: Matthew Spink (Fantic) 46; 7: Mark Cameron (Fantic) 40; 8: Mick Thompson (Majesty) 35; 9: Darren Wasley (Majesty) 30; 10: Phil Daley (Fantic) 25.

Steve Bird (Yamaha)

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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

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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.

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’ 2019 DVD

03 20 Years of Twinshock Trials, Vol. 3

P&P: UK, £3.99 per item; Worldwide, £6.99 per item. Please email: england@trialmag.com or call 01663 744766

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 contains 126 pages in A4 size and comes in the semi hardback format.

04 Spanish Trials Machines

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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 NEW DVD The 2019 Pre-65 Scottish

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