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

Issue

31

INTERNATIONAL

COSTA BRAVA LEVEN VALLEY PHOTOGRAPHER

JUSTYN NOREK SNR MEDERIC ‘MEDE’ DELANNOY WINTER 2019-2020 Issue 31 • UK: £6.25

INTERVIEW

QUICK SPIN

MEDE

PHOTOGRAPHER

QUICK SPIN

BETA TR34 MONTESA


PRO 20 | RED KIT

PRO 20 | GREY KIT

PRO 20 | BLUE/ LIME KIT


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Picture: Rob Edwards (Montesa) 1970 SSDT Credit: Brian Holder

Cover Photo: Albert Cabestany (Fantic-ESP), Costa Brava Two-Day 2019 winner Picture Credit: John Hulme © 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 Issues�������������������� 78 Parts Locator������������������� 90 Shop������������������������������ 96

FEATURES International.................... 18 Leven Valley Two Day

Interview......................... 26 Mederic ‘Mede’ Dellannoy

Vacation.......................... 32 Costa Brava Two Day

Quick Spin....................... 40 Beta TR34

Transformation................ 54 Montesa Texas

Photographers.................. 62 Justyn Norek Snr

Special............................ 72 Triumph Maitresse

Good Times..................... 76 SWM

Sport............................... 80 Kia Championship

Classic Competition��������� 92 1969 British Experts Trial 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

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, John Moffat.

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

TELFORD 2020 STAR GUESTS 15-16th February 2020

Rev your engines – the Classic Dirt Bike Show, sponsored by Hagon Shocks, will be back with a bang on February 15th & 16th 2020, with two off-road legends being confirmed as the guests of honour. American FIM World Trials Champion of 1979, Bernie Schreiber, will be gracing the stage at the popular off-road show held at Telford International Centre. Supreme commentator, Jack Burnicle, will be interviewing the star on stage over the weekend, probing into how he got to the top and investigating the new riding style he brought to the traditional sport of trials including the floating pivot turns and ‘bunny hops’. British 500cc Motocross Champion Bryan ‘Badger’ Goss has also been confirmed as a guest of honour for the show. Clubs and private owners will be showcasing their pristine off-road machines at the show, with hundreds of traders offering everything from new machines to parts, accessories, riding gear, and even project builds for those who are up for a challenge. Lastly, join the dirt-bike stars on the Saturday evening for a three-course, sit-down meal for just £33. Exhibition manager, Nick Mowbray, says: “The Classic Dirt Bike Show dinner is an exceptional evening where off-road enthusiasts come together and hear fantastic tales from the greatest names in the off-road scene”. Tony Hutchison of show sponsor Hagon Shocks – a proud British company which enjoys a strong working relationship with show organiser, Morton’s Media Group, said: “Once again Mortons has a quality line-up of guest speakers in both Bernie Schreiber and Bryan Goss, and we look forward to hearing their stories over the weekend. With the US not being at the forefront of a lot of people’s minds when talking trials the achievement of Bernie Schreiber and his journey to becoming world champion will be a fascinating tale to listen to”. For further details about the Classic Dirt Bike Show, sponsored by Hagon Shocks, and to order your advance tickets visit: www.classicbikeshows.com

2020 CALENDAR

TEENAGE CANCER TRUST

The wives and partners of riders, that participate in the Kia Championship rounds, have worked to produce a 2020 Calendar to raise funds for The Teenage Cancer Trust in memory of Dominic Feaks. Caroline Fleckney: “The photo shoot was one of the most memorable days for everyone involved, in terms of laughter and tears, as well as a lot of very strange posing! The calendar itself also received incredible sponsorship from many businesses involved in the trials arena, along with the amazing photographer Nikki Brealey of Oliviabea Photography providing her services free of charge”. The calendar can be purchased by sending an email to cemfleckney@gmail.com, and there will be a stock of the calendars to buy at both the Kia and Rockshocks stands at The Classic Dirt Bike Show in Telford, to be held on 16-17th February 2020. The price of each calendar is £10 and all proceeds from the sale of the calendar will be going to The Teenage Cancer Trust. If you would like the calendar posted to you there will be an additional cost for postage and packing of £2.50. We are sure everyone will agree that the calendar would be a great stocking filler for your friends and family – remember there just might be someone in it that they know!

CHRISTMAS GIFT IDEAS

SPANISH TRIALS BOOK Whilst at the Costa Brava Trial, we met up with Xavier Bisbe i Serra to view his new motorcycle trials book, titled TRIAL. The book contains many period motorcycle trials pictures, all in black and white and captioned, from Spanish trials events from the early 70s. Xavier took all the pictures himself and it’s a superb ‘flashback’ on a golden period of trials with a look at so many trials legends including Mick Andrews, amongst others. To obtain a copy of the book go to the website: www.xbe.cat or mail: xbe@xbe.cat, or visit www.trialmaguk.com

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Apart from the obvious gift of a Classic Trial Magazine subscription, we have two new products that will make ideal stocking fillers. We have these superb quality drawstring gym bags which are ideal to carry a set of waterproofs, for example, just in case it rains when you have your summer kit on. Also, at the request of our readers, we can now supply these high-quality protective binders to keep your Classic Trial Magazine collection safe, to enjoy time after time. Both of these products are available to order in the magazine or at our international website www.trialmaguk.com or call: 01663 744766

CLASSIC TRIAL MAGAZINE 2019 • ISSUE 31


TRIALS GURU JOHN MOFFAT

Rob Edwards (left) with John Moffat

Never meet your heroes There is a well flaunted myth that states: ‘you should never meet your heroes’. The reason being is that they may not meet your expectations. I have been fortunate to meet quite a number of mine over the years, as most came from the world of motorcycle sport and I was in a privileged position to not only meet them, but to count some of them as personal friends. One such hero of mine was Rob Edwards. My late father knew Bob Edwards, his father, and eventually through that connection alone I got to know Rob, a rider who I admired when I watched him compete at the 1970 Scottish Six Days on the factory Montesa Cota 247. The fact I admired about Rob was that he seemed to take the time to chat to spectators when he was inspecting the section then walk back to his machine, fire it up and invariably clean said hazard in a smooth, controlled manner. In 1976, I was observing at Callart Falls during the SSDT and Rob was on the factory Montesa. He was going very well, but suddenly near the ends cards he faltered, got off line and stopped — albeit momentarily, but still enough for me to mark the sheet as a five. He stopped at the ends cards, looked back at me and asked what he had got. I held up my left hand indicating the maximum penalty. He simply smiled, shouted: “OK, see

8

you”, waved and rode off. There was no argument, no harsh words, he accepted the score and didn’t make me feel bad about it. Years later, in 2014, I was delighted to discover that Rob regularly read through my then new website on his computer. Rob, and his lovely wife, Bev, attended the Scott Trial that October, an event Rob had won 40 years previously. We had a long chat in the marquee and eventually agreed that his story should be put on the website. At first, his modesty shone through: “Oh John, nobody would be interested in my story”. Bev insisted we should do it! At first we serialised it and after completion put it all together as one article on Trials Guru. The views and hits increased as the news spread. To this day, enthusiasts still thank me for allowing his story to be told. Rob Edwards was a popular subject, the trials enthusiasts loved him. When Gordon Blakeway, former Triumph and AJS factory rider, phoned to give me the bad news on Sunday afternoon, 6th October, that Rob had passed away it occurred to me that Gordon was actually Rob’s trials riding hero when he was a youth and they too had become great friends. You see, sometimes it is a good thing to meet your heroes – another myth explodes.

CLASSIC TRIAL MAGAZINE 2019 • ISSUE 31


OBSERVATION YOOMEE Gordon Ruffley

From left: Ron & John Hulme and Roger Holden

Gordon Ruffley It’s always sad to report the death of anyone and especially when it is someone you remember for such happy times. My memories of Gordon Ruffley, who recently passed away, are as fresh as they were the first time I met him, such are the fondness of the memories.

I

Words: John Hulme • Pictures: Rick Stewart and Andy Gregory

had my father’s old Bultaco Sherpa as the first trials motorcycle that I started to get some good results on. Our local club was the Manchester 17 MCC and, having won a few awards, we went to the presentation. After the awards had been presented, Steve Thomas came over. He was an excellent centre rider and one I looked up to. He was with Gordon and introduced him to my father and me. Gordon was starting a trials dealership to be named ‘Town and Country Motorcycles’ in nearby Ashton-Under-Lyne with Jack Mathews; who was well known from the sidecar world, and he would be taking on the Spanish Ossa dealership. They wanted to sponsor a young rider and asked if I would be interested. My ever-cautious father, Ron, said we would think about it. As a family, we were terrific friends with Mick Andrews and his father, Tom. Would I like to ride an Ossa? You bet I would! The deal was that we would trade in my Bultaco and the money required for the new purchase of the Ossa would be split between my father and the shop. It got even better when Gordon told us that he had negotiated a ‘special’ price for the Ossa with his good friend Cliff Holden, the UK importer. At 16-years-old, I started work on 1st August 1976 and, out of my £15 a week wage, I would have to pay the money back; all of the £100, at £5 a week. The deal also included free spares and Dunlop tyres. I was over the moon! The new Ossa gave me extra motivation and soon the results started to improve; as they say, the rest is history. Over the following years, Gordon was so generous to us as a family, as were Cliff Holden and his son, Roger, who became friends as I moved to ride the Italian SWM machines. I would still see Gordon over the years as our paths in life took us along different roads. When we did meet, we would reminisce about such happy times. After he retired from the motorcycle trade, he devoted so much time to the Manchester 17 MCC in various roles. At the time of his death, he was the treasurer. I can never thank Gordon Ruffley and his family, or the Holdens, enough for such fantastic times and for giving me such happy memories. RIP, my friend.

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John Hulme (Ossa)

CLASSIC TRIAL MAGAZINE 2019 • ISSUE 31


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INTERNATIONAL LEVEN TWO-DAY

BUTCH BLASTER

‘Give them what they want, and they will come!’ These are the words expressed by so many who came to Kinlochleven in late September and enjoyed the second running of the ‘Alternative Scottish’, the Leven Valley Two-Day Trial. Greeted by traditional autumnal weather, the ‘Gods’ were kind, and the rain stayed away, opening the door for two days of international trials action. The organising Kinlochleven & District MCC gauged the severity of the hazards to give the 250 riders an enjoyable two days of competitive riding. At the close of the action, it was Steve ‘Butch’ Robson who, based on his age, became the second rider to proudly hold the magnificent Sammy Miller trophy. It was presented by the guest of honour, Bernie Schreiber. Article: John Hulme, Classic Trial Magazine

2019 Leven Two Day Trial Winner: Steve Robson (Montesa).

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CLASSIC TRIAL MAGAZINE 2019 • ISSUE 31


INTERNATIONAL LEVEN TWO-DAY

Very much in control on Pipeline, James Noble finished second overall and also won the award for the best Honda rider.

Bernie Schreiber, on the left, was on hand to present the Sammy Miller Trophy to Steve Robson aided by the Kinlochleven & District MCC Chairman Martin Murphy.

F

or the majority of the people who travel to the event, it’s quite a long but rewarding drive to Kinlochleven. It lies at the eastern end of Loch Leven at the foot of the spectacular mountains known as the Mamores, in Scotland. Passing through the magnificent area of Glencoe, which is seven miles east of Kinlochleven, you are greeted with a small town that is popular with walkers, climbers and winter sports enthusiasts. The start area of the trial is on the site of a huge aluminium smelter, which was established in 1904 and powered by a hydro-electric scheme that dammed the Blackwater valley above the village. At the time, when it was built, it was the largest in Europe. The smelting plant is long gone, however, its vast pipes that used to carry the water down to the smelting plant remain. They can be found at the side of one of the most iconic trials sections in the world, the ‘Pipeline’.

Welcome back Fort William has been the home base for many years of the Scottish Six Days Trial, which is traditionally held the first week in May each year. Kinlochleven has played a significant part in this event, with many hazards scattered around the surrounding hills. It also welcomed the Pre65 Scottish since the mid-eighties, a two-day event catering specifically for trials machines manufactured before 1965. After becoming the first non-European to win the FIM World Trials Championship in 1979 on a Bultaco, tall American, Bernie Schreiber, blasted the trials world with a win at the 1982 Scottish Six Days Trial riding an Italian SWM. No other non-European rider has won the event since that memorable six days. After the win, he had never returned to the area in the Highlands until the Kinlochleven & District MCC welcomed him back to be the guest of honour at the 2019 Leven Valley Two-Day Trial. The club president, Martin Murphy, had spoken with Bernie earlier in the year and he openly embraced the opportunity to return to his old hunting ground.

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Northern Ireland’s Stephen Murphy (Majesty) came home third overall, parting with no marks.

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INTERNATIONAL LEVEN TWO-DAY

Despite parting with no marks the 2019 Pre-65 Scottish winner Dan Thorpe (Triumph) was pushed down to fifth overall at the Leven Two Day.

Best Britshock over 201cc winner Dan Clarke (Triumph) also won the award for the best ACU rider.

Triumph times More closely associated with Bultaco and SWM machines, on which he scored his major success, Martin offered Bernie the opportunity to ride a four-stroke Pre-65 machine in the event: a mighty 350cc Triumph Twin housed in a Special ‘Drayton’ frame. Arriving in the UK on the Friday morning before the two days of action, Bernie first set eyes on his ‘steed’ for the weekend that afternoon. Despite the fact that the gear change and rear brake levers were the opposite way around in the more traditional British setup, he was soon enjoying his new-found fun on the Triumph, having a quick ride up the side of the iconic pipes above Kinlochleven. As the early evening darkness descended on the area, so had the 250 riders entered including the Classic Trial Magazine test rider from Italy, Justyn Norek Jnr. He had made the long journey alone with only his 350cc four-stroke Greeves/Triumph Special for company! Adding an authentic international flavour to the event were the ten riders from Tarragona, Spain, who all looked very professional in their own ‘team’ riding kit.

Andrew Anderson moved from his regular Scorpa ride in modern trials to the Twinshock Honda to win the award for the Best Scottish rider.

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It was good to see a young, fresh face in James Postlethwaite (Majesty) winning the Best Twinshock up to 201cc award.

The son of the Pre-65 Scottish Secretary Anne, Scott Gordon (Montesa) finished in a strong tenth position.

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INTERNATIONAL LEVEN TWO-DAY

Ian Myers (Triumph) will be very happy with his performance, seen here climbing Pipeline.

Sunshine and smiles The start of the day was welcomed by sunshine and the close of day one with smiles all round. Despite a few clouds in the sky, the riders started in numerical order and headed out and up onto the old Mamore road to cover 30 sections on a 20-mile lap. The old road was once the main link between Kinlochleven and Fort William and is set in a very dramatic landscape surrounded by high mountains. It’s a truly beautiful part of the world that also takes in the West Highland walk from Glasgow to Fort William. The hazards all rode very well. Such was the high standard of riding that, at the close of the day, ten riders were ‘clean’ having parted with

It needs a good rider to get the best from a Greeves and Alan Nicklin was certainly the man on form.

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Showing fantastic form on what was basically a ‘stock’ Yamaha TY 175cc Calum Murphy finished on four marks lost.

no marks all day. Nine riders had two marks, and a further six had parted with three marks lost including American, Bernie Schreiber, leaving the event wide open for a new winner in 2019 as the 2018 winner, John Charlton, was not riding. From the original entry of 250 riders, 14 were non-starters, and two had retired. The ten riders on no marks lost knew that day two would be a true test of nerves as the tie-decider is based on the rider who is the oldest.

Precious Any mark lost on day two would be precious, such was the closeness of the marks lost on day one. One early retirement was Schreiber,

who took a nasty fall between sections, in turn, damaged the clutch on the Triumph. He returned to carry out repairs, but the damage was terminal. He did return to Pipeline later in the day though to ride the iconic hazard, but this was cut short with a badly misfiring machine. For the rest of the entry, the route takes them high above Kinlochleven with terrific views of the surrounding area. The Spanish riders, from Tarragona, all looked back and spoke of ‘Living the Dream’ – many of them had lived for this day, to ride their trials machines in the Scottish Highlands, and they loved it. The route on day two is a little harder, with some open moorland riding. It is very familiar with the Scottish Six

Taking home the Best Drayton Rider award was Ian Peberdy (BSA) on six marks lost.

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INTERNATIONAL LEVEN TWO-DAY

Having her first ride ever in her trials career away from a Gas Gas, Katy SunterThorpe won the Best Lady award on a twinshock Honda on loan from Nigel Land.

Days Trial as you arrive at the hazards situated under the Blackwater Dam. It’s then the ride down to Pipeline and the opportunity for each rider to attempt to ride the hazard feet-up. Many ‘clean’ passages were made up the steep intimidating climb. For the riders, the sheer elation of reaching its highest point is what they have lived for in all their trials riding years. A good turnout of spectators warmly applauded all the riders who made the summit. For the ‘clean’ rides, the roof was raised on many occasions, both by the rider and the supporter as the cheers echoed around the surrounding hills.

Enjoying the challenge of riding his BSA Bantam: Harry Lyons won the Best Youth award.

Super Steve For the riders who stayed behind and rounded off a good weekend at the awards presentation, the major award winners had the opportunity to have them presented by Bernie Schreiber. He handed over some of the trophies along with some of the major sponsors who were there. Before the main awards were presented, the organising team handed out prizes from the raffle that had been donated by many of the trial’s sponsors, which was a nice gesture. It was ably supported by John Moffat on the microphone. Bernie thanked everyone for the warm welcome on his return as he then proceeded to continue with the presentation. With the Special awards out of the way, it was then the countdown to the overall winner. When the name, Steve ‘Butch’ Robson, was read out, a huge cheer that raised the roof echoed around the ‘Ice Factor’ building, which was the headquarters for the event. ‘Super Steve’ was one very happy guy and a very worthy winner.

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On his first visit to the event it was Spain’s Oscar Fernandez (Fantic) who won the Best Foreign Rider award.

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INTERNATIONAL LEVEN TWO-DAY

Classic Trial Magazine was given permission by the club to cover the event on this Montesa 4Ride, which was kindly provided by Mickey Oates Motorcycles. John Hulme is seen here with the club Chairman Martin Murphy.

Very much a part of the classic trials scene in Europe, Justyn Norek Jnr travelled all the way from Italy to compete on his 350cc hybrid Greeves-Triumph.

John Hulme: “On behalf of everyone who attended the event, I would like to say a huge thank you to the Kinlochleven & District MCC and the villagers of Kinlochleven for allowing us to enjoy such a superb event in such a beautiful part of the world. I would also like to thank Honda UK/Montesa and Mickey Oates Motorcycles for the use of the excellent Montesa 4Ride. “In only its second year, the event has proved to be a wonderful addition to the international trials calendar, and we look forward to returning in 2020. “Before I close, the club would like to make everyone aware that you have been guests on this private land and its surrounding areas. Any illegal riding or practising after the event is not acceptable. It may sound harsh, but the club does not want a few individuals spoiling the event for the majority to enjoy. “Keep your eyes open on the club’s website as, in early 2020, the dates for the next event will be released, together with more exciting news.”

Behind every successful event is a hardworking organising team; this is the group picture of the back-room guys and gals from the Kinlochleven & District MCC.

LEVEN VALLEY TWO-DAY 2019 Results: 1: Steve Robson (Montesa) 0; 2: James Noble (Honda) 0; 3: Stephen Murphy (Majesty) 0; 4: Dan Clarke (Triumph) 0; 5: Dan Thorpe (Triumph) 0; 6: Gary MacDonald (Triumph) 0; 7: James Postlethwaite (Majesty) 1; 8: Andrew Anderson (Honda) 1; 9: Michael Irving (Majesty) 1; 10: Scott Gordon (Montesa) 2; 11: Ben Butterworth (Ariel) 2; 12: Paul Dennis (Triumph) 2; 13: Steve Bird (Armstrong) 2; 14: Eddie Aitkin (Majesty) 3; 15: Richard Allen (Gori) 3; 16: Ian Myers (Triumph) 3; 17: Calum Murphy (Yamaha) 4; 18: Alan Nicklin (Greeves) 4; 19: Jim Hough (Ariel) 4; 20: Lewis Byron (Honda) 5; 21: Andy Hipwell (Honda) 5; 22: Neil Dawson (Fantic) 5; 23: Glen Scholey (Honda) 5; 24: Jack Butterworth (Fantic) 6; 25: David Postlethwaite (Armstrong) 6; 26: Andrew Paxton (BSA) 6; 27: Rob Bowyer (Triumph) 6; 28: Neil Perry (Montesa) 6; 29: Ian Peberdy (BSA) 6; 30: Scott Alexander (Sprite) 6; 31: Eric McMeekin (BSA) 6; 32: Chris Gascoigne (Montesa) 6.

Special Awards Best Britshock up to 201cc: Ian Peberdy (BSA) 6 Best Britshock over 201cc: Dan Clarke (Triumph) 0 Best Scottish Rider: Andrew Anderson (Honda) 1 Best Lady Rider: Katy Sunter-Thorpe (Honda) 9 Best Twinshock up to 201cc: James Postlethwaite (Majesty) 1 Best Twinshock over 201cc: Steve Robson (Montesa) 0 Best Youth: Harry Lyons (BSA) 9 Best Honda Rider: James Noble (Honda) 0 Best Drayton Rider: Ian Peberdy (BSA) 6 Best ACU Rider: Dan Clarke (Triumph) 0 Best Foreign Rider: Oscar Fernandez (Fantic-ESP) 12 Best Ossa Rider: John Nicol 41

Top 32 Machines This very nice looking Bultaco was ridden by Spanish rider Rafael Pujol.

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Triumph: 6; Honda: 5; Majesty: 4; Montesa: 4; BSA: 3; Ariel: 2; Armstrong: 2; Fantic: 2; Gori: 1; Greeves: 1; Sprite: 1; Yamaha: 1.

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INTERVIEW MEDERIC DELANNOY

MEDE A C L A S S I C PA S S I O N

ssic passion

It can be quite funny sometimes, in the travels of your life, how you make friends. I was in Marseille France for an FIM X-Trial round some three or four years ago, and I was looking for somewhere to eat. Alexandre Ferrer, the French Sherco rider, had noticed that I was looking a little lost and invited me to have something to eat with them before the competition started. Around the table, I soon got talking – in my very broken French – to his minder Mederic Delannoy or ‘Mede’ as he is better known. He mentioned he had a secret passion for classic trials encouraged by his father. We would continue to speak whenever we met at the world championship rounds, and then he was on the podium at the 2017 Costa Brava Two Day Trial in Spain. He vowed to make the top step of the podium in 2018, and despite some strong competition he did just that. Here is the story of his adventure into the world of classic trials. Words: Mederic Delannoy with John Hulme • Pictures: Trials Media and Sergio

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INTERVIEW MEDERIC DELANNOY

2018: Costa Brava Two Day: Standing on the top step of the podium was a dream come true.

How long have you been interested in competing in motorcycle trials? At the tender age of six years old, I was allowed to throw my young legs over the seat of a semi-automatic Honda 70XR by my father, Laurent. It was a dream come true to be riding on two wheels, borne out of a passion from my father for motorcycles. I can still remember those fun times shared between a father and son as such happy times. He had, at a very young age and like me, taken an interest in motorcycle trials many years ago and grown up with the sport. Where was your first competition? With my father, we had become involved with a club, and we had been taking the Honda 70XR along for me to enjoy my riding in a more controlled environment. It soon became apparent that the Honda was not the best machine to ride in the trials hazards and soon I would become the proud owner of a Gas Gas 80. In my mind, I was now a true trials rider riding a trials motorcycle; I was very happy, to say the least. My progress soon accelerated, and I became much more confident. What were your interests in your younger days at school, were you into football? Along with so many young people, I enjoyed the sport when I was going through the education process. I took an interest in Rugby because I loved the physical aspect of it, but in my own heart there was always only going to be one sport I wanted to participate in, and that was motorcycle trials.

2015: I have been friends with Alexandre Ferrer since my childhood when we started riding motorcycles together when we were kids.

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2009: In the S2 Class, I became the French Champion, and also made the podium in the S1 Class riding a Beta.

Who was your sporting hero when you were growing up? My hero was, and still is, Dougie Lampkin; we share the same birthday believe it or not. I was very privileged to see him riding during the height of his successful career; he was an incredible rider, so focussed and so professional. I think it was in 2001, when I was an official at the French FIM World Championship round at Ancelles, when he took a hefty fall. His late father, Martin, was instructing him to stand up like only Martin could: “Stand up, let’s go, be strong!” he shouted, motivating him to continue. Despite the pain from the fall, Dougie was back on the machine and eventually took the win. This is the spirit of a true champion. From that day on, I became more inspired, and it boosted my confidence, knowing just what you had to do to succeed. I still have the highest respect for Dougie Lampkin.

2015: Watching every move of the rider you are working for is the key to a successful relationship.

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INTERVIEW MEDERIC DELANNOY

2015: Moving into the TrialGP class was always going to be tough.

2016: Watching the opposition and their moves with Alex during the FIM X-Trial World Championship in Austria.

2015: We share a close relationship, both in our personal lives and also at work.

2016: Playing on the IPhone with Benoit Bincaz; the French Federation riders all try to help one another even when it’s the opposition.

2017: On the Fantic twin-shock and riding to the limit, at the Costa Brava Two Day in Spain.

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INTERVIEW MEDERIC DELANNOY

2017: This picture shows the attraction of the Costa Brava Two Day in Spain, it’s a trials rider’s paradise.

Team Delannoy. 2017: On the podium at the Costa Brava Two Day with Japan’s Takahisa Fujinami and Great Britain’s Dan Clarke. ‘Mede’: “At this point I made the decision to go for the top spot”.

We first noticed you when you started minding for Alexandre Ferrer. Why the move to minding? I became the French Champion in the S2 Class in 2009 and also made the podium in the S1 Class riding a Beta. As I was now working, I had less time to train, which I needed to do to compete at the higher levels of riding. As I am very competitive by nature, I was getting frustrated with my results which were suffering because of the lack of training. I started to help my fellow French rider Cedric Tempier and then Steven Coquelin, and found that I could enjoy being a part of the higher level of riders without actually competing. I still wanted the same goals, to be the very best, and I felt this was the best way to achieve my ambitions but with a rider as part of a team. I have always been friends with Alexandre Ferrer since my childhood when we started riding motorcycles together when we were kids. It was a very natural progression to start to work for him, we have a very strong relationship, and that’s why, for me, it is an honour to help him achieve his ambitions in motorcycle trials.

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And you train together? Yes, we are both very competitive in the gym and in any form of training. Alex has had some challenging injuries in his career, but with my encouragement and by training together, we have been able to push the limits of one another. What’s your full-time job? Away from the motorcycle world, I am a truck driver in Aix en Provence, France. It’s a full-time job, but it’s straightforward for me to find the time to work and train with Alex. As you all know the commitment to be a full-time minder in the world of trials takes up so much time, but as we are such good friends it’s always a pleasure to work with him. In life, you can always be a truck driver, but the value of spending quality time with friends is so precious. How much time does the minding take up during a year? It’s been five years since I started with Alex. The majority of my spare time is dedicated to motorcycles. We spend so much time together, it’s more of a family relationship than work. Alex and I are like brothers. We train together, work on

2018: Putting the indoor skills to the test on day one at the Costa Brava Two Day.

the machines together — yes, including the Fantic — and we socialise together. When he married, I was his Best Man, which I considered an absolute honour and yes, I will stand by his side for many more years to come.

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INTERVIEW MEDERIC DELANNOY The ‘Trick’ Fantic of Mederic Delannoy; he keeps the machine changes very close to his chest but what he will tell you is that it’s a 1989 305 engine in the 240 model chassis.

2018: The rain came down by the bucket-full on day two of the Costa Brava Two Day. ‘Mede’ concentrates hard as he chases his first win at this event.

Has the move for Alexandre into the Trial2 class been good for him? Yes, it has been very beneficial for Alex. It has allowed him to remain as part of a factory team and keep him competitive. He became stale in TrialGP, but the new-found confidence in the Trial2 class has taken him back to the competitive nature of wanting to win. His move from the 300cc machine to the 250cc has been very challenging as he is physically such a big strong guy; in this class, you can give nothing away. The win in France this year in Trial2 was very rewarding. Do you still compete in modern trials? No, because I am part of the ‘modern’ scene all year with Alex while the classic scene is a much more relaxed atmosphere, despite being very competitive. I found it very interesting to see what I could achieve on the twin-shock Fantic. It’s hard work but very rewarding when you ‘clean’ a hazard on the classic machine as you have to put so much more effort in. Modern machines are so good that you can become lazy with your riding! At what point did you start competing in classic trials? My father has always been into motorcycle trials. He has ridden and owned many machines, including Bultaco and SWM, and a really nice Triumph Tiger Cub which he prepared and modified for trials. It was around two or three years ago that I started to become more interested in the classic trials scene. I have ridden the Triumph on various occasions, and this is what gave me the idea to build my own classic trials machine. 2019: Looking after Alexandre Ferrer on his way to victory in the Trial2 class in the FIM World Championship.

Why a Fantic? Not really for any other reason than the fact that many people told me that they were easier to find and possibly the one that can be the most competitive. I started to look around and tested a few, and then I found one at an excellent price and the project to build my machine began. The purchase price for the Fantic was very good but, as the saying goes, ‘You get what you pay for’, and yes, it was in very poor condition. Our ‘Mr Fantic’ man in France is Michel Achard. He has supported me all the way with my project build, and it was he who gave me the idea to install the 1989 305 engine into the 240 model chassis. My machine is great, shall we say. Was the 2018 Costa Brava win your most prominent in the world of classic competitions? What an event. The organisation, riders, everything was, by far, the highlight of my short classic trials-riding career. I want to thank everyone who made it such an incredible victory. I can now, at last, say that I beat Takahisa Fujinami, ‘Fujigas’ in a trial! It was beyond my wildest dreams. Happy days! What is your favourite classic event? I have to say Costa Brava because I won it, but you must also remember the Ventoux Trial Classic. These are legendary events, and I shall be inviting John Hulme to the Ventoux in the near future. You seem to be quite a young rider of classic machines, what is the attraction? As I have already said, I watch the modern trials all the time with Alex and, after a while, I need to see something new. For me, this is classic trial. New events, new riders and, of course, new machines. My dream is to ride the Scottish Six Days Trial on my twinshock Fantic. Since I built this ‘new’ machine I want to ride it in the ‘Scottish’. My friends say I am crazy but please watch this space; living the dream. Mederic ‘Mede’ Delannoy: see you in Scotland.

2019: France, we won!

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THE CHOICE OF CHAMPIONS

TONI BOU 13 x FIM X-Trial World Champion (Indoor) 13 x FIM Trial World Champion (Outdoor)

To discover the MICHELIN Trial range visit: moto.michelin.co.uk


VACATION COSTA BRAVA TWO-DAY 2019

CABESTANY’S

COSTA

BRAVO! It was fantastic to see the 2019 FIM TrialE World Champion Albert Cabestany in action on the 240 Fantic. Embracing the twin-shock experience, he was very well received by his fellow riders and the watching public.

The attraction of some quality trials-riding time in late November once again proved as popular as ever to the rapidly growing classic trials rider calendar. Despite the fact that the well-established Costa Brava Two-Day event in S’Agaro at Platja de Sant Pol, Sant Feliu on the Costa Brava in Spain, is at the back-end of the year, it had still attracted a large influx of 453 starters from far and wide. Spread across the nine classes, they were all welcomed into the popular holiday destination. The ease with which you can compete in the event, arriving either by airport or road, has a swarm of vans carrying machines and hire cars carrying people who appear ready and assembled for the 8.15am start on the Saturday. With the start area and secure paddock to house the machines included in the grounds of the trials headquarters at the S’Agaro Spa Hotel, it becomes a motorcycle trials paradise for both riders and followers, people with a passion born from a love for and association with motorcycle trials. Long-time friendships reacquainted, and new ones formed, everyone visiting enjoys the social aspect of the trials world.

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In the last few years, the profile of the event has attracted some of the top names from the sport both past and present, including Great Britain’s Dougie Lampkin and Japan’s ‘King of Cool’ Takahisa Fujinami; both FIM Trial World Champions. This year, though the main honour lay on the shoulders of the 2019 FIM TrialE World Champion Albert Cabestany; he discarded the electric connection to ride a Fantic two-stroke to his first Costa Brava classic victory. Article: John Hulme

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VACATION COSTA BRAVA TWO-DAY 2019

My good self with the main man, Joan Comas. Classic Trial Magazine would like to thank Joan and his team for this superb celebration of motorcycle trials; until next time, my friend.

A strong supporter of the classic trials scene Dan Clarke on the Beta attacks a formidable piece of Spanish rockery on his way to second overall.

T

he 2018 event had concluded in very difficult weather conditions as unprecedented strong winds and rain battered the exposed location on the second day. In all honesty, some of the hazards had been far too difficult; a situation made even worse as the rain came down. The usual dusty tracks had turned into very testing rivers as the water level rose beyond belief, and some of the more exposed rocky headland sections had to be abandoned. When we arrived at the 2019 event on Thursday evening, the weather was very cold, and a light rain shower had dampened the area but not the enthusiasm of the organisers. Joan Comas and his family of supporters from The Moto Club 2d Trial Costa Brava were quick to point out the local weather forecast had predicted a dry weekend, a little overcast but no rain and some very welcome sunshine. The smile on Joan’s face and the translation from his son, Nils, confirmed that he would be correct.

High above Sant Feliu Darren Wasley, in total control of the 300 Fantic, enjoys the November sunshine.

A class for everyone After listening and taking on board the comments from the 2018 event, the organising team had made suitable adjustments to the nine available classes aimed at catering for riders and machines of all abilities. There were four routes defined by colours; red (hardest), blue, green and yellow (easiest). In truth and for obvious reasons, yellow is the one which attracted the most riders; you can ride on almost anything as long as it’s a twin-shock motorcycle. In the groups of hazards, some areas are just for the yellow route, giving the section-marking team an easier task than having to put different colour markers all over the place which ends up being confusing for everyone. For the first time since I had attended this event a few years ago, the organisers arranged the loan of a machine from Montesa, the superb Cota 4Ride, to allow me to embrace the atmosphere of the event and its magnificent location.

Former FIM world-round winner and French Trials Champion Charles Coutard feathers the clutch on the Bultaco on his way to the victory in the Green Route Pre-80 class.

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Riding the line is Hamish Eadie on his Bultaco, on the beach hazard at Sant Feliu.

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VACATION COSTA BRAVA TWO-DAY 2019

It was the top spot of the podium in the Green Route Masters class for Matt Spinks on his 300 Fantic.

Team Fantic with Jack Butterworth who came home in second position in the Green Route Masters class.

Day one

Having his first Costa Brava experience was a very happy Nigel Allen on his Honda. This shot of Jaime Ribera on his very period Ossa shows off the atmosphere of the event as the sun shines down in the early morning over Sant Feliu on day one.

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Friday night’s walk back from one of the local restaurants had been a very cool one as the cold wind blew in from the sea. Drawing the curtains back at the hotel the following morning, Saturday was welcomed by a cold but fine day. A quick check on the weather forecast showed sunshine later in the day, which was a welcome relief. After my good friend, Trevor Bennet, had filled me up with fuel, with camera equipment in my rucksack, I was away. For the first time in the short history of the event, the organisers had introduced a scanning system to record the riders’ scores. It would work via the rider’s number board, which was supplied by the organisers and which carried a unique type of bar code. As each rider came down the starting ramp, the board was ‘scanned’. It enabled the organisers to provide a ‘live’ scoreboard. Also, for the rider’s safety, it would record their progress around the course. As I was on the Montesa, I was able to enjoy being a part of the event, and I was soon enjoying the banter with the riders. It was so good to see the hazards, which have some very spectacular locations overlooking the superb Costa Brava coastline. In my opinion, the various hazards on the different routes looked quite good and very rideable. What was interesting was the rider feedback at the hazards. The grip level from the rocks far exceeded what many of the English riders were expecting. On day one, I focussed mainly on the red, blue and green routes and, watching the exploits of these riders, confirmed what high-level riders we now have in the classic trials. The terrain between the hazards is quite testing. Bearing in mind, I was on a modern machine with excellent suspension, superb brakes and a big comfy seat! Heavily modified BSA Bantam models, such as this one ridden by Hug Alemany, are very popular choices in the current classic scene.

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VACATION COSTA BRAVA TWO-DAY 2019 Mr Moto SWM Martin Mathews stays feet-up on the very ‘grippy’ Spanish rocks.

Lunch Anyone who knows me will tell you; I enjoy my food – the expanding waistline is usually a giveaway! Fuel and food for both man and machine are included in the entry fee and supplied on the course. I spotted one of my many friends, Darren Wasley, who was enjoying some trials talk with fellow ‘Brit’, Graham Tales. Over an enjoyable lunch, both said they relished the morning’s riding. They expressed concerns over some queuing at certain hazards although agreed that, with an entry totalling over 400 riders, this was bound to be inevitable on some occasions and endorsed just how brilliant the event was. In the afternoon the views got even better as I headed off to some of the highest points above sea level and dropped down towards the coastline around holiday town of Sant Feliu. In the glorious afternoon sunshine, I stopped to take some pictures on the headland overlooking the glowing blue Mediterranean seas before finishing off with the arena-type hazards on the seafront. Live televised streaming on a large screen from some of the hazards, accompanied by another screen showing the riders’ scores, added to the atmosphere which was enjoyed by spectators. The day rounded with some free Paella and wet lubrication for the riders.

Kiku Carbonell won the Yellow Route Pre65 class on this heavily modified Bultaco. Looking very tidy and in control, Josep Bargallo on the Montesa won the Yellow Route Classics class.

Day two A cold start once again, the sun soon shone through to welcome everyone to another superb day’s action. I've been attending this event for the last few years and know of a superb location, accessible by car, to take photos of the particpants on the yellow route. In my opinion, this is the backbone of the event. The variety and high standard of machinery is unbelievable. Looking through the camera lens, I spotted a rare four-stroke Moto-Guzzi as well as a variety of standard and modified twin-shock machines. It’s also good working exercise to meet so many supporters of Classic Trial Magazine. I'd like to thank all who took the time to talk to me and showed support for the publication. As the riders departed, it was time for – you guessed it – lunch. I drove back down into Sant Feliu to sit and enjoy the action once again, sitting in the warm sun outside a cafe to enjoy my omelette in a roll; superb food supported by a cold refreshing drink. With the Sunday market on over the road, I took to the beach for some pictures while my wife enjoyed the local shopping. One rider who really enjoys his trips abroad and the ‘craic’ with the lads is Andy Bunton, in total control of his SWM.

Martin Murphy (Ariel) is one of the team behind the successful Leven Valley Two Day Trial, and is very instrumental in helping foreign riders compete in Scotland.

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VACATION COSTA BRAVA TWO-DAY 2019

Concentrating 100% is Mark Jewell on his Fantic in the Yellow Classic route.

Carl Winstanley made the podium in the Yellow Route Pre-65 class on his James.

Not only does Steve Gollings sell Villiers spares, he also competes on his Drayton special.

Jordi Villalba Modol on his very rare four-stroke Moto Guzzi.

Modified Ossa machinery has become very popular, as seen here on the machine of Rafa Asins.

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Adding to the true spirit of the event: Laurent Baatz on his big four-stroke Matchless.

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VACATION COSTA BRAVA TWO-DAY 2019

COSTA BRAVA CLASSIC TWO-DAY 2019 Red Route Elite: 1: Albert Cabestany (Fantic) 1; 2: Dan Clarke (Beta) 9; 3: Mederic Delannoy (Fantic) 11; 4: Oscar Mill (Bultaco) 11; 5: Ben Butterworth (Fantic) 41; 6: Frederic Alvares (Fantic) 83; 7: Clement Alvares (Fantic) 84; 8: Christophe Fabre (Merlin) 105. Blue Route Expert: 1: Victor Batalla (Honda) 4; 2: Diego Urreta (Fantic) 16; 3: Paul Bolton (Fantic) 17; 4: Julien Panabieres (Kawasaki) 19; 5: Jean Luc Nictou (Ariel) 22; 6: Darren Wasley (Fantic) 25; 7: Jaime Andreu (Beta) 25; 8: Alex Sola (Bultaco) 30; 9: Xavier Sardanes (Merlin) 33; 10: Graham Tales (Fantic) 35.

Taking the Ossa development a step further with his modified Ossa Jose Maria Martinez headed the Yellow Route Pre-75 class.

Green Route Pre-80: 1: Charles Coutard (Bultaco) 15; 2: Venanci Vidal (Bultaco) 19; 3: Jean Mark Breton (SWM) 24; 4: Yrjo Vesterinen (Bultaco) 25; 5: Jose Gabriel Dasi (Bultaco) 26; 6: Mark Watmore (Majesty) 33; 7: Antonio Guillem (Ossa) 36; 8: Salvador Fortiana (Yamaha) 39; 9: Hamish Eadie (Bultaco) 40; 10: Sergi Balague (Bultaco) 46. Green Route Expert Pre-65: 1: Benoit Verin (Francis Barnett) 6; 2: Eric Lejuene (Honda) 9; 3: Michel Ranc (Bultaco) 12; 4: Robin Luscombe (Triumph) 18; 5: Ian Strickland (BSA) 19; 6: Asier Zurbano (Triumph) 28; 7: Hug Alemany (BSA) 32; 8: Damian Ribas (BSA) 42; 9: Lennart Franesjo (BSA) 45; 10: Martin Gilbert (BSA) 48.

Bringing-modern day technology to the classic event: Great Britain’s Martyn Gilbert has the bar code on his BSA scanned as he starts day two.

Presentation As everyone returned to the start area at the S’Agaro Spa hotel, they were welcomed with a huge buffet of food and drink, which was enjoyed by all. With the technology of the live results service, the main man, Joan Comas, was soon on the microphone to present the awards to the top three finishers in each class. The event had once again delivered a superb celebration of motorcycle trials, and I would like to thank everyone who gave us such a warm welcome. If you have not ridden in the event before, don’t hesitate to put it on the ‘Bucket List’. It really is that good. The entries open for 2020 event on the 1st September online at www. trialcostabrava.com. The website is in English. If you want to ride, make a note in the diary as entries will fill up quickly. As we gather more information about these two- and three-day events around Europe, we will print them in the magazines throughout 2020. Pack your bag and enjoy.

Green Route Masters: 1: Matt Spinks (Fantic) 8; 2: Jack Butterworth (Fantic) 11; 3: Francisco Javier Aldecoa (Montesa) 14; 4: Josep Buixo (Beta) 15; 5: Jean Jouteux (Montesa) 18; 6: Emilio Sogorb (Honda) 19; 7: Paolo Grossi (Fantic) 19; 8: Oscar Tasias (Fantic) 19; 9: Daniele Semenaro (Yamaha) 20; 10: Salvador Planella (Bultaco) 22. Yellow Route Classics: 1: Josep Bargallo (Montesa) 10; 2: Francesc Llort (Fantic) 11; 3: John Dismore (Honda) 12; 4: Carles Simon (Montesa) 14; 5: Guy Martin (Montesa) 16; 6: Patrick Basacomas (Bultaco) 17; 7: Mark Butler (Fantic) 17; 8: Patrick Pissis (Honda) 18; 9: Eric Xemard (Fantic) 19; 10: Francois Hausherr (Francis Barnett) 19. Yellow Route Pre-75: 1: Jose Maria Martinez (Ossa) 12; 2: Rafa Asins (Ossa) 19; 3: Victor Beltran (Ossa) 23; 4: Josep Vidal Pericas (Bultaco) 26; 5: Jaume Muntal (Bultaco) 27; 6: Philippe Serradell (Yamaha) 31; 7: Pol Junque (Bultaco) 34; 8: Dominque Papillault (Bultaco) 41; 9: Francisco Vallespar (Ossa) 44; 10: Ignasi Pellice (Bultaco) 45. Yellow Route Pre-65: 1: Kiku Carbonell (Bultaco) 12; 2: Josep Puig Roure (BSA) 17; 3: Carl Winstanley (James) 21; 4: Xavier Anyols (Triumph) 23; 5: Antoni Guillen (Drayton) 24; 6: Marco Kosch (Motoconfort) 25; 7: Jean Michel Danoy (Triumph) 25; 8: Victor Martin (Triumph) 26; 9: Joan Domingo (Ossa) 27; 10: Daniel Gianina (BSA) 30.

Bringing a true spirit to the event the red-route podium had three different nationalities with Mederic Delannoy (FRA), Albert Cabestany (ESP) and Dan Clarke (GBR) as Albert’s two girls enjoy the celebrations.

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Yellow Route Open: 1: Eduard Ferrer (Aprilia) 5; 2: Marcel Garcia Recasens (Honda) 13; 3: Nicolas Mahy (Honda) 27; 4: Jean Lec Delbosc (Honda) 27; 5: Harriet Shore (Fantic) 28; 6: Franck Viart (Fantic) 66; 7: Cristina Cuatrecasas (Fantic) 62. CLASSIC TRIAL MAGAZINE 2019 • ISSUE 31




             

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QUICK SPIN BETA TR34

TALKING & TECHNIQUE

Team Beta UK: John Bannister, John Lampkin and Toby Martyn.

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QUICK SPIN BETA TR34

1989: Fully focussed on the TR34 at the Red Rose British Championship round on his way to second position. Earlier in the year ‘Johnboy’ had taken his first British Championship win at the Allan Jefferies Trial, the first since his career was stopped in 1986 after winning the BTC Jack Wood Trial. It had been a long, tough fight to recover from the injuries sustained in the horrific car accident, and the Jefferies win was just reward for his efforts to regain fitness.

1988: All the eyes of the trials world were on a fresh young new talent from Spain: Jordi Tarres riding the Beta. He had won the 1987 FIM World Trials Championship before conceding defeat to Thierry Michaud in 1988. This picture is from a practice session prior to the opening world round in Spain.

As we all know, it’s always good to talk. I’m privileged that most of my telephone conversations revolve around motorcycle trials. Whether it’s manufacturers, riders, importers, dealers, or just trials friends, many chats prompt ideas for articles. I was talking with the official UK importer for all Beta off-road motorcycles, John Lampkin – a friendship that goes back to 1976 and one that has endured the test of time. We were having a good old ‘chinwag’ when we came around to talking about the different techniques used by riders when challenged with testing hazards. The subject then moved to modern riders and then to his employee John Bannister. He owned a 1989 Beta 260cc TR34 Campionato. He was more than happy to loan us the machine for a comparison test between this machine and a 2019 model which was published in issue 77 (September 2019) of our sister publication, Trial Magazine. When I arrived at the test venue in deepest Yorkshire, I noticed Toby Martyn’s van. He is a factory Beta supported rider and competes in the FIM Trial2 World Championship class, amongst other events. John Lampkin had arranged for Toby to give the 1989 Beta 260cc TR34 Campionato a ‘Quick Spin’, with a very interesting outcome... Words: John Hulme, John Lampkin and Toby Martyn • Pictures: John Hulme, Snr, Beta, Trials Media, Toon van de Vliet, Mauri/Fontsere Collection and the Giulio Mauri Copyright, Makoto Sugitani, Eric Kitchen and Alan Vines

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ou may ask what’s this air-cooled, singleshock trials machine doing appearing in the pages of Classic Trial Magazine. Manufactured in 1989, I think it answers its own question — it’s a classic! There’s a general consensus among motorcycle enthusiasts that any motorcycle over the age of 25 years can be considered a classic. Some enthusiasts also base their definition on the machine’s appearance or design, and we think that it is very fitting to call this Beta a classic motorcycle. The introduction of the Italian manufacturer Beta into trials is well documented in issue 77 of Trial Magazine. As we have already described, we will give the CTM readers a brief rundown on the TR34 models from 1987–1989. Two important names come into this equation: Rider Jordi Tarres and the UK importer John Lampkin.

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1982: In this picture Pedro Olle is competing on the 240cc Beta TR34 in a very wet opening world championship round at Olot in Spain. It’s quite interesting to note that in this event John Lampkin, who would go on to become the UK Beta importer, scored his first ever world championship points riding the Hiro engined CCM. Pedro scored the first Beta FIM world points in Great Britain in 1983.

Jordi Tarres: Beta Rider 1983–1992 After the initial move into trials in 1979 Spain’s Pedro Olle joined as a development and test rider in late 1981, and the twin-shock TR 240cc model was born in 1983 after a period of riding the TR 125cc. Pedro scored the first Beta FIM world points in Great Britain on this machine, but he had other things on his mind. He was focussing on the future of the Italian manufacturer with a new machine and a new exciting young rider from Spain, Jordi Tarres. Towards the end of 1983, while the new singleshock TR32 was under development, he mounted Tarres on the 125cc version. He immediately knew that he was the future; both as a trials rider and for Beta as a significant force in the trials world. With support from the Italian rider Gianni Tabarelli, the TR32 model soon evolved into the

TR33. Olle, along with a team of riders, including French rider Pascal Couturier and Jordi Tarres, moved into the FIM World Championship. In 1985, Tarres scored his first world points in Spain with a strong eighth position. He would finish eleventh in the world as the Beta started to sport front and rear disc brakes and Michelin tubeless tyres. On the development TR33, he would score his and Beta’s first world round win across the water in the USA on his way to fourth position in the world championship at the close of 1986. Riding the new generation Beta TR34, he would stop French rider Thierry Michaud from taking his third consecutive world title on the Fantic. Tarres was the new ‘King’ of trials with the world title in 1987. Michaud came fighting back to take the world title

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QUICK SPIN BETA TR34 1982: As with any manufacturer, even in 2019 they still know that the ultimate test for any trials motorcycle is the Scottish Six Days Trial, and it was no different in 1982. Pedro Olle finished in a very encouraging 21st position.

1985: Many new young riders were beginning to forge a motorcycle trials career and Beta was more than happy to support opportunities to give these riders the chance to perform on the international stage. One such rider to benefit from the Italian manufacturer was French rider Pascal Couturier, seen here on his way to 14th position in the SSDT. He was also a regular world championship points scorer.

in 1988. However, Tarres was hammering nails in his coffin as he took the title back in 1989 riding the revolutionary aluminium-framed, water-cooled Beta prototype. After the opening two rounds on the air-cooled TR34 model, he parked it up and moved to the forerunner of the modern trials machine, the Beta Zero. Tarres would win seven world titles in total: 1987, 1989–1991 on the Beta, and 1993–1995 on the Gas Gas.

John Lampkin: importer, 1987 In 1986 John had moved to Fantic after a difficult year in 1985 developing the Armstrong aluminium single-shock, Rotax engined model, and his results suffered. His career was back on track, only to be cruelly halted having just won the Jack Wood British Championship Trial and finishing fourth in his last World Championship trial in Italy. Involved in a nasty road traffic accident, he was forced to quit championship ambitions due to the nature of the injuries which included a badly broken right thigh. With a long recovery process, John knew there would be minimal opportunity to return to world trials and a factory-supported ride. He would have to look at another direction in life to earn a living. He still had a passion for motorcycle trials and his good friend, Steve Saunders, suggested he travel to the early 1987 world rounds in Spain and Belgium with him. When he moved to Fantic in 1983, his team

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1983: Beta as a motorcycle manufacturer had made the difficult descision to cease production of the motocross models and to focus on the trials development. At a time when the trials world had the TY mono-shock Yamaha already introduced, Beta were working on their prototype single-shock trials machine.

1985: Learning the ropes in the FIM World Championship: Jordi Tarres on the Beta TR33. This picture is from the latter part of the year after Beta had introduced, for the first time on a trials motorcycle, front and rear disc brakes.

1984: With the new Beta TR32 now in production it was time to compete with it in the world championship events. Italian rider Gianni Tabarelli goes through technical inspection with the new machine.

1986: Moving up to fourth position overall in the FIM World Championship the combination of Jordi Tarres and the Beta scored their first ever world round win the USA. The Spanish rider was now ready to challenge for the ultimate goal, the world championship title.

manager was Henry Keppell, who became a friend. As Fantic struggled to survive, in 1985 Henry Keppell moved to Beta, and he and John spoke in early 1987 about his future. Henry spoke enthusiastically about the new TR34 model and invited John to the factory in Italy. A tour of the factory and its forward-thinking ideas made up his mind; he would be the new Beta UK importer. A meeting with Giuseppe Bianchi confirmed the deal and terminated his Fantic contract with the UK importer Roy Carey, who fully supported his decision. With a small supply of Betas, he supported his brother David, Steven Hole and Mark Jackson on UK-supported machinery at the 1987 SSDT. Jordi Tarres delivered the best tonic ever for the new importer; the all-important victory! The victory meant that sales were generated for the Beta TR 34 and he received a batch of 40 in the June, which all sold out immediately. June also marked the month when John had the pin removed from his right thigh. Then, on the 5th August, he celebrated a return to competing in trials with a win at a local centre trial on the Beta. Fully focussed and motivated, John put his heart and soul into regaining his fitness. This was rewarded by winning the White Rose national trial; his second event back after his accident. As 1987 closed, John had imported 100 of the TR34 model machines — the road to putting Beta on the sales map in Great Britain had begun.

Beta TR34: 1987–1989

1987: The cylinder capacity was increased from 240cc to 260cc with dual-stage Reed Valve Induction and electronic ignition used to increase the power output. The frame was fabricated from lightweight tubular steel with the aluminium sump shield acting as a stressed frame member. Mated to the rear of the frame was an easily detachable aluminium rear subframe which made maintenance to the new air-filter box much easier. Italian suspension manufacturer, Marzocchi, had, in conjunction with Beta, developed new nylon bushes to reduce friction in the front forks. A new single shock absorber was introduced at the rear to lower the centre of gravity of the machine with remote damper adjustment, once again for easy access. Tyre development was moving at a very fast rate in the trials world. Tubeless tyres were now a standard fitment with many manufacturers, and Beta followed that trend with the fitting of the new X1 tyre. 1988: Off the back of the development Beta ridden by Jordi Tarres to his first FIM world title in 1987, the 1988 production TR34 ‘Replica’ model sported a gold anodised engine and wheel hubs. This enhanced its lightweight dynamic appearance no end. Updated and once again refined, Marzocchi front forks were fitted, as were stainless steel disc rotors.

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QUICK SPIN BETA TR34 1987: After the mass exclusion of riders for exceeding the time limit at the opening world round in Spain, Tarres took a welcome third position in the snow and ice of Belgium.

1987: Yes, world championship contenders did once compete in the SSDT. In his first world championship winning year for Beta and himself, Tarres also won the Scottish Six Days Trial.

1987: Literally keeping his head down; Jordi Tarres concentrates hard in the cold and wet of Wales at the world round in Great Britain to finish second behind Steve Saunders. In the remaining nine world rounds he would win seven to dethrone Thierry Michaud – Beta were the world champions! 1988: Beta had taken Jordi Tarres to his first FIM world title in 1987. The 1988 production TR34 ‘Replica’ model and its aesthetics were looking very dynamic.

Small but significant improvements to the machine were made to give a better and increased power delivery once again. The new oval-shaped DellOrto carburettor was fitted to minimise frictional loss of fuel delivery, which had been developed with Tarres in the world championship. 1989: This model optimised the whole thought process of developing machines in the world championship. Beta had invested in much higher specifications applied into the 260cc TR34 Campionato, and the ‘Zebra’ appearance with its stripy multi-coloured aesthetics added to its showroom values. Engine: This had seen significant steps in its development, and the factory had addressed complaints concerning vibration with a new crankshaft sitting in the crankcases. Tarres had wanted a narrower engine to aid his riding style, and Beta delivered with two inches trimmed off the overall width. The engineers had been back to the drawing board and produced a thinner flywheel with a larger

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diameter, and in order to not lose any low-down torque had weighted it on its circumference for sharper response. To help with the instant power delivery now required for Tarres’s style of riding the clutch diameter had also been increased to give a lighter, sharper feel to its action. While developing the clutch assembly, the engineers had introduced a two-piece clutch cover. It had an easy-to-remove outer case to give a good clean access window into the clutch. With the introduction of the new oval DellOrto carburettor in 1988, the engineers started to understand more how to achieve the best from it. It resulted in crisp, clean carburetion at all throttle openings. Chassis: Once again Marzocchi had come up with the goods and delivered the new M1 front forks fitted to the Beta. The rear suspension was looked after by a Corte Cosso fully adjustable rear shock, once again developed in the world championship. A move to fully floating front and rear discs had come at the request of Tarres. He explained to the

1989: Date: March 23rd – In this very private moment at the start of the 1989 FIM World Championship Hurst Cup Trial in Ireland John Lampkin sits on the Beta at the start of his very last FIM World Championship trial; a very symbolic moment I am sure you will agree... he finished in a very creditable 21st position.

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QUICK SPIN BETA TR34 Our 1989 260cc TR34 Campionato test machine is owned and ridden by John Bannister who works at, you’ve guessed it: BetaUK.

Jordi Tarres had enquired about a narrower engine to aid his riding style and Beta delivered, with two inches trimmed of the overall width. The engineers had been back to the drawing board and produced a thinner flywheel with a larger diameter, and in order to not lose any low-down torque had weighted it on its circumference for sharper response.

engineers that as they improved the power, he would need better brakes! Along with the flanged rear wheel rim, fitted to accommodate the latest tubeless Michelin tyre, the wheel hub was now stronger. In the chase for weight reduction, the new rear aluminium sub-frame was stronger and lighter. Results: It’s quite interesting to note that this production model never won a world round, believe it or not. With a strong five-man international team in the FIM World Championships, the results were very strong as Jordi Tarres (ITA) won, with Phillipe Berlatier (FRA) 7th, Peter Jahn (SWE) 9th, Thierry Girard (FRA) 12th and Renato Chiaberto (ITA) 13th. John Lampkin had invested in new exciting talent to compete in the world series, Robert Crawford. He

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Tubeless tyres and rear disc brakes were now standard fitments on all trials machines produced in 1989.

could find his way into the top 20 but not the top 15 for those vital world round points — it was not for want of trying mind! On the 260cc TR34 Campionato, Jordi Tarres tasted defeat at the two opening world rounds of the 1989 series in Great Britain and Ireland. This was before Beta rolled out its revolutionary water-cooled, aluminium-framed, prototype Zero at the Scottish Six Days Trial in the May. While the rest of the team remained with the TR34 all season, this revolutionary new machine carried Tarres to the world title as he was not defeated all season. The face of motorcycle trials was about to change forever as the air-cooled engines fell out of fashion to make way for the new breed of water-coolers.

Once again Marzocchi had come up with the goods and delivered the new M1 front forks fitted to the Beta.

Quick Spin: Toby Martyn Yes, you read it correctly: 2019 Trial2 FIM Trial World Championship contender, Toby Martyn (one of the hottest young trials properties on the scene) is testing a machine that was built before he was born for Classic Trial Magazine! Toby rides for the Beta factory in Italy, and his usual mount is the 300cc Beta Evo. At the test, the location has some very slippery, glass-like polished Yorkshire Rocks that take no prisoners. We had been generating an article for our sister publication, Trial Magazine, when John Lampkin invited Toby to give us his ‘Quick Spin’ impressions on 1989 Beta 260cc TR34 Campionato. Toby Martyn: Through my younger eyes, my first impression is how old the machine looks. It’s so

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QUICK SPIN BETA TR34 Young rider plus 30-yearold, air-cooled mono-shock machine; this was not a good combination at the start of the ‘Quick Spin’!

basic. It amused me that it had a cable-operated clutch, really? As I was the youngest person present. I could not grasp what all the excitement was about! ‘It’s a Beta trials model from 1989’, and that was it as far as I was concerned. John Lampkin looked at me, and I was thinking: ‘Be careful here as he sponsors me!’ In that quiet spoken moment, he said: “Let’s see how you can perform on it”. My thoughts started to change. He wanted me to ride it up what looked like a straight-forward river. No problem, or so I thought, as he added, “And do not crash it”. It vibrated more than my own machine, and the lack of power was quite unbelievable. I rode carefully into the rocky river bed, feathered the clutch and applied the power with quite a big handful to flick up the rocks and was promptly dumped on my backside! I thought ‘Well, at least that amused them’. Another attempt resulted in a strong single-mark passage through our ‘new’ section. I caught John watching me as he beckoned me to let him ride the hazard. He rode it very slow in first gear and literally never opened the throttle. With that tongue-out style that he used when he was trying, I am sure he thought the world round win hung on him cleaning the section! After talking, and being told about this new technique of not opening the throttle and using ‘bottom’ gear going up the hazard, my thoughts were ‘You must be having a laugh’. As I applied this new technique of very slight throttle opening and letting the machine ‘track’ up the hazard, I became more and more confident with this new-found technique. Soon I was that man ‘Jordi Tarres’ back in the day! If I am being frank, in that short time on the ‘old’ Beta, I learned more about throttle control that I ever have done in my short career. Despite the passing of 30 years to my present machine, I have to take my hat off to the riders who rode these pre-water-cooled machines. In reality, if you wind the clock forwards or backwards, the machines were all good at their chosen time in the trials world. Before I close, I would like to say a big thank you to the machine’s owner John Bannister and happy that there was no damage. As John Lampkin had pointed out, any crash damage would have to come out of my spares budget! In typical John Lampkin humour, he only told me after the ‘Quick Spin’!

Looking much more confident after some wise old words from ‘Johnboy’, Toby Martyn soon had the Beta in his control with excellent slow-speed ‘no throttle – bottom gear’ action.

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Natural ability always shines through and Toby Martyn was soon very much at home on the Beta. A really nice well-grounded professional trials rider, expect to see him moving towards the very top of his chosen career over the next few years.

Once the nerves were out of the way Toby was soon showing us exactly just how good the Beta was; at this point John Lampkin had not explained that any crash damage would have to come out of his spares budget – in typical John Lampkin humour he told him this after the ‘Quick Spin’.

1989 BETA 260CC TR34 CAMPIONATO RRP: £2,575 SPECIFICATIONS

Engine Single Cylinder; Two-Stroke; Air-Cooled; Capacity: 260.7mm; Reed Valve Induction; Bore and Stroke: 76mm x 57.5mm; Electronic Ignition; Carburettor: Dellorto PHBH Ǿ 26mm TD; Gearbox Six Gears. Frame Tubular Mild steel; Aluminium Rear SubFrame and Swinging Arm. Suspension Front: Marzocchi Type M1 Ǿ 35mm; Travel 160mm; Rear: Corte Cosso Remote Separate Adjustment. Wheel Front: 2.75 x 21” Tube Type; Rear: 4.00 x 18” Tubeless Type. Tyres Front: Michelin Tube Type; Rear: Michelin Tubeless. Brakes Front: Two Piston Calliper; Disc Rotor Ǿ 185mm; Rear: Two Piston; Calliper; Disc Rotor Ǿ 160mm. Wheelbase 1,320mm Length 2,040mm Height 1,111mm Seat Height 710mm Ground Clearance 340mm Weight 81kg

CLASSIC TRIAL MAGAZINE 2019 • ISSUE 31


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2019 COSTA BRAVA TWO-DAY TRIAL PRE-65 ‘BACK-FLIP’

CHRISTOPHE BRUAND (BSA-FRA) Picture Credit: John Hulme


2019 LEVEN VALLEY TWO DAY

BERNIE SCHREIBER (TRIUMPH-USA) Picture Credit: John Hulme


MONTESA TRANSFORMATION 4RIDE

TEXAS The promise of Pere… Based around the Montesa Cota 4Ride, Pere Ferrer, a former employee and engineer of the Spanish motorcycle manufacturer has developed a transformation kit to give birth to this ‘Cafe-Racer’ based Montesa Texas 2019 model. This creation is unique, as you will see, and a celebration for the Montesa dealer in Barcelona, Impala, which boasts 60 years of loyalty to the brand which was born from that promise of Pere… Words: Rodolphe Sabatier Pictures: Pere and his Friends

Legends: ‘Texas age 1’ Marketed between 1966 and 1971 mainly in the US, the Texas 175 and especially the 250 have hardly been seen in Europe.

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CLASSIC TRIAL MAGAZINE 2019 • ISSUE 31


TRANSFORMATION 4RIDE

CLASSIC TRIAL MAGAZINE 2019 • ISSUE 31

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TRANSFORMATION 4RIDE

Cover: In brushed aluminium the side plates are covered with stickers here at the prototype stage, which hides the plastic box from the 4Ride.

J

ohn Hulme: “If I am totally honest, I have a little soft spot for the Montesa Cota 4Ride Model. It opened the door to my friendship with Joan Comas. Yes, the very man from the classic Costa Brava Two Day Trial and, yes, unknown to me at the time, Pere Ferrer. I attended the press launch of the 4Ride model back in February 2016 in Spain and, through this event, I was put in touch with Joan, a recommendation from Pere. As they say, the rest is history”. It is to Pere Ferrer that we owe the origin of the concept of the Montesa Cota 4Ride. This was one of the last official projects he worked on during his long career at Montesa which begins in…1974! Pere is now 63 but he continues to create for his youngest child. When this chief engineer retired in May 2018, he had a promise to keep. The one made to his friend, the one who’s twelve years old and one year younger than when he tried his first motorcycle all those years ago. A year later the friend received a copy of a 2019 Texas which had been revised, corrected and brought back to life by Pere, based around the Montesa Cota 4Ride model.

Made in BCN: The lacquered tank is actually a shell that mounts over the aluminium fuel tank of the 4RT. It’s ‘Made in Barcelona’ with Montesa pride!

Full circle The Texas was an Enduro model marketed between 1966 and 1971 by Montesa, mainly sold on the American market. A scrambler, desert-racing type of machine produced for the growing American off-road market. Why did he choose this model? Pere explains it in two ways. The first is technical, as the 4Ride had a riding position and a template close to the Texas. The second is more sentimental, which is that many fans of Montesa purchased this model in the USA to bring it back to Spain, and so to revive it in Barcelona was a return to the symbolic beginning. Available in both 175cc and 250cc, the air-cooled, single-cylinder two-stroke machine, the Texas model, was more popular as a 250 and sold under the name Texas Scorpion 250. They produced 2,410 units, against 186 for the smaller engined model. An Enduro model based on the Impala had the yellow fuel tank similar to the Montesa Texas.

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DNA Trial: This is the four-stroke engine block of the 260 4RT that powers the machine into the Texas retro model. The short gear selector option is a reminder of the original system but is transformed with the fitting of the S3 parts to make for more comfort and easier gear selection.

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MONTESATEXAS

TRANSFORMATION 4RIDE

Scrambler: It will be possible to see the ‘Classic’ in the Texas, but its philosophy is above all of a ‘scrambler’ where urban use becomes possible.

A friend of Pere owned one and his brother put him in contact with a boilermaker in the Pyrenees who then made a mould to make a tank shell to fix on that of the 4Ride. The tubular back frame loop was from another a friend of Pere who ordered him one to let him look at it. As he admits, this project was a creation born of passion, and which was brought to life thanks to its circle of very competent friends. The painting of the fuel tank cover was carried out by a supplier recommended by S3 Parts, with whom Pere had worked for a long time. Over a period of time the ‘New’ Texas was born with an exemplary finish which endorsed the quality of the Montesa. Very soon, Pere was asked for replicas…

Available at Impala, Barcelona The creator has never considered turning the project into a business but he is quite happy to give the contacts and any references to the creation to the Impala dealership, also proud to be associated with Honda since 1959. Pere makes only one stipulation as he hands over his work, that the motorcycle conversion is made in the spirit of the era of the original machine. It must look period and professional and not like a vulgar conversion. The transformation must follow the lines of the Cota 4RT and 4Ride in order to qualify for the homologation rules and of course to take any worries away from the customers. Pere has a compiled a document that is heavy, thirty pieces – excluding hardware – and all

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Options: Here is a Texas-based 4Ride, recognizable by its black frame. The double exhaust is a proposed option and an electric starter from S3 Parts is also available.

referenced according to the Honda model. No areas affecting safety and security, such as the brakes or the main chassis, have been touched. Five machines have already been produced. Three hours are needed to assemble the kit which

can also accommodate an optional extra: a double silencer, an exhaust arrangement very in-keeping with the vintage style and elegance that the model portrays. An additional fuel tank and an electric starter are being developed with the after-market

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TRANSFORMATION 4RIDE Rodeo: The ‘Texas’ is not made for the rodeo. The lack of original electric starter makes it difficult for the little cowboys to start but the S3 option does exist.

Metzeler Enduro 2: Pere has chosen a Metzeler Enduro 2 rear tyre. The silencer and its contents are of 4RT origin.

Storage: Aluminium side plates hide the storage compartment found on the 4Ride.

Lighthouse: The mounting of the ‘Lighthouse’ is very fitting with the ‘Texas’ theme of the cool, retro aesthetics.

Prototype: These are the first phases of development with the new back loop, and the accessory exhaust, all on a 4RT base. The resulting noise and looks from the twin outlet silencer will leave you speechless!

Civilized: The digital instrumentation of the 4Ride meets the standards of approval; the Texas is not a ‘Bitza’ but a ‘Street Legal’ motorcycle.

supplier S3 for the Montesa 4RT and 4Ride. This kit can complete the transformation to make the four-stroke engine and its 260cc more civilized. Does Pere already have any other projects in mind? We will have to wait and see! The French Montesa importer, Adrien Prato, has already ordered one and is waiting patiently for delivery. I wonder when we will see one in the UK? Looking at these pictures and after reading the article we don’t think it will be very long. www.motosimpala.com

We would once again like to thank our French counterparts at Trial Magazine France for supporting us with this excellent article.

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Press: On the far right of the picture, kneeling, is Pere Ferrer. John Hulme is fourth from the right on the press launch of the Montesa Cota 4Ride in February 2016 in Spain.

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PHOTOGRAPHER JUSTYN SNR

I

was born on 21st March 1947 in a suburban part of Cracow city in Poland. I am an Aries sign, and even if I don’t care about astrology, some of my characteristics fall very well within those of an Aries! As a kid, I was very attracted by mechanics as, in the same housing block where we lived, there was a doctor who had a pre-war Tatra car. I would often spend hours watching this drivermechanic doing repairs and maintenance on this fantastic vehicle. At the same time, I was riding my first bicycle; an adult-sized French made one. It was too big for me, so I had a lot of trouble when stopping; besides, it had a damaged steering head which was not possible to tighten up properly. One had to be very careful when doing sharp manoeuvres as your handlebars were turning more than wheel; it resulted in some interesting crashes! At the age of 14, and with help from my grandmother, I bought a good quality racing bicycle called a ‘Sport’ model produced in Czechoslovakia. It was very robust. I raced it in the local woods and fields, making it a kind of what we would now call an MTB (even if this sport was yet to be invented in California). Subsequently, I bought an excellent Polish racing ‘Huragan’ bicycle. I’m sure you guessed, it means ‘Hurricane’.

Tatra mountains

JUSTYN ALEKSANDER NOREK

John Hulme: “I feel very privileged to have had so many ‘Old School’ international photographers open the doors of their archives since I have been publishing motorcycle magazines. Off the back of my contact with Justyn Norek Jnr, who has tested some rare old trials machines for the magazines, he mentioned his father’s archive and his life story, which we will highlight here. To the Norek family: for all your support, a huge thank you from the bottom of my heart!” Words: Justyn Aleksander Norek with John Hulme • Pictures: The Norek Family

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From when I was ten years old, every year, in July, I would go with my father for summer holidays in Zakopane, in the heart of the Tatra Mountains. It was some 120km south of my town in Poland. Here for the first time, I witnessed riders taking part in the speed test for the Tatra Trial, which was a kind of combined speed and observed sections trial for motorcycles. I was ten and ‘hooked’ on my love for off-road motorcycle competitions. Since then, I couldn’t wait for each July so I could go to Zakopane and watch my beloved competition and dream about riding in such events. My father was in despair. He was a judge by profession, and he hated motorcycles and the noise they produced. In 1963, I went alone to Zakopane equipped with a small East German camera, a Verra. I hoped to catch some shots of the riders and their machines to have such photos as a reference for my dreams. The results were not excellent due to the limits of this camera and my capacity as a photographer. Yet, three or four photos were very good; expressing speed and action more by chance than my ability! At the same time, I visited the Public Library in Zakopane and discovered that there was a British ‘Motor Cycle’ magazine. It was full of photos of motorcycles, technical data etc. I went to the library manager to ask if I could purchase the magazine and he said yes, but only when we get the next issue and it will be expensive. Indeed it was, priced at ten times more than a similar national magazine. I saved up to buy it and made an order with the librarian for the next issues when they became available.

Magazines It was the turning point. Every week I could see photos of motorcycles little-known in Poland and, for the first time, a

In the Public Library in Zakopane, Poland, Justyn discovered that there was a British ‘Motor Cycle’ magazine.

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PHOTOGRAPHER JUSTYN SNR

From left, good friends Giuseppe (Beppe) Bartorilla – Justyn Norek Snr – Carlo Ramella. Three people who together enjoy the pleasure of the trials motorcycle.

Greeves. I became inquisitive about Great Britain, and so I wrote a letter to the Motor Cycle editor, expressing my interest in finding a pen pal in the UK. He was very kind and printed my request in the magazine and, indeed, after some time one person wrote to me. He was from Wales, and his name was Denis Jones. He was a rocker and rode a BSA 650 Rocket. We exchanged many letters, and I became good friends with Denis, sending him photos of races etc. He sent me some British Motorcycle magazines, Motorcyclist Illustrated and Motorcycle Sport.

Early motocross events were a magnetic attraction for the young Justyn Norek Snr.

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Riding up to the top of the hill on the WSK with his crash helmet hanging from the teeth; the attraction to riding a motorcycle was what life was about.

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PHOTOGRAPHER JUSTYN SNR

The WSK was the pride and joy of the owner.

In 1965, I decided to make a trip to Kielce where the Polish 250 motocross Grand Prix was held. Better equipped by now, with a Russian Zenith reflex 24 x 36 camera, I was hoping to take some good photos. Despite strong controls at the entry to the paddock, I managed to slip in and found myself face to face with Dave Bickers and John Griffith. They were working on their beautiful Greeves Challengers fitted with Ceriani front telescopic forks, no more leading link ones. It was time to take some photos when I heard a voice from behind “Hey, son, how did you get here?” I replied that I just wanted to take some photos of my motorcycling heroes. He answered, “Yes, I know, but you are not a photographer, you don’t have a card”. For the rest of the day, I watched from the side of the track fighting with other spectators for a place at the front. I had learned one thing: I had to be a photographer for next year! Back at home, I used every trick to get into the local paper as a

contributor on a freelance basis. I was a student on my first year of Polytechnic on a ‘Cars Engineering Course’ and bought my first trials machine, a WSK ‘Sarenka’ 125 trials model. I often rode on it in local trials. In July, during the Tatra Trial, I met the Swedish rider Kuno Karlsson, and soon some friendly chats turned into a long friendship. He was riding a 175cc Husqvarna ‘Silverpillen’ model. Riding a trials motorcycle, he was the best on observation, losing fewer points, but he was far back in the results as, on the speed tests against the MZ and Jawa machines, he lost too much time. Kuno told me that he worked as a workshop mechanic and, if I wanted, to I could join him and start to save some money to purchase maybe later a Husqvarna or Greeves — I wanted to go there the next day! He then helped me to gain permission to travel, and with this information, I obtained a passport.

South of the home town in Poland in the heart of the Tatra Mountains is where, for the first time, Justyn witnessed riders taking part in the speed test for the Tatra Trial, which was a kind of combined speed and observed trial for motorcycles.

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Flying high without a care in the world.

Time to travel In summer 1966, I travelled to Gothenburg in Sweden where my friend was living. I started to work with him and was living at his home. Every weekend we were riding trials motorcycles and, as well as the Husqvarna and Greeves, I tried a Bultaco and Triumph Cub, etc. In October, I returned to Poland to continue my engineering studies and was often designing my dream motorcycles and cars. In 1967, I had seen in the ‘Motor Cycle’ magazine some photos of a very beautiful Cheney BSA Victor scrambler. I loved this machine. After reading the article about Eric Cheney, I started to draw the next generation of his motorcycles. While doing this, I sketched a kind of ‘CE’ logo and did some styling for the word ‘Cheney’ too. I packed all my work in an envelope and sent it to Eric, asking if he would like to have a look at my ideas. Much to my surprise, a letter arrived from him very promptly. He wrote that he could not build motorcycles like on my drawings, but he liked the ‘CE’ logo and Cheney lettering. So much, that he would like to use them on the next motorcycles he produced! He said he had a very small workshop and that he could not pay for rights to use it, but he would give me a discount on his frame when I decided to buy one; would I agree? Agree — I considered it a huge honour! After just a few weeks the final stickers arrived from Eric. I was so happy that day and my thoughts moved to design, as a designer in future, so great was my satisfaction in seeing my ideas become a reality.

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PHOTOGRAPHER JUSTYN SNR pictures. In the confines of the bathroom, I spent the next few days developing so many photographs and making notes on the back of them, packaging them and then sending them to several motorcycle magazines all over the world. I prepared a second set of my photos to be sent to many riders, and the Husqvarna Team Manager, Bror Jauren. They all loved my photos and started publishing them in magazines, and Husqvarna decided to use my photos in their official catalogues. Despite hectic lives, all the riders were very happy and replied — I had so many friends!

Ski Goggles My other hobby and passion was skiing and ski racing in winter. I had sensitive eyes which easily ‘ran’, producing tears in the frozen air when I was skiing. I used ski goggles, but they were always ‘fogging’ up, and I couldn’t see again. I started to modify my goggles, cutting additional openings until I solved the problems. Rich with experience, I started to design new goggles. Having several ideas, I contacted one of the best ski goggles manufacturers, Carrera in Austria, and I sent them some ten project ideas. They replied and said they would study my new ideas. After some time, I forgot about it, but one day, about twelve months later, a small parcel arrived from Carrera. I opened it and inside was — I couldn’t believe my eyes — a pair of new Carrera ski goggles produced from my drawing! That was shocking in a positive way, and I spent the rest of the day and a good part of the night sitting in silence and looking at the goggles, not believing it was true. The outcome was that my mind was made up; I want to become an Industrial Designer.

In deep conversation with the great Jeff Smith.

Justyn proudly wears the newly acquired Press armband.

Team Husqvarna

Proudly wearing the Husqvarna shirt in his official capacity working for the Swedish motorcycle manufacturer.

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In 1967, I prepared much better for that year’s Polish 250 MX GP, to be held in Szczecin. I purchased an East German 6 x 6 Pentacon Six camera and was equipped with a certification letter from a local newspaper as I was taking pictures for them. I took with me many prints of my photos, giving them as gifts to many riders. Many were impressed with my work and were giving me their address details for me to send them any more pictures I had of them. I was introduced to Torsten Hallman by the Swedish Team Manager Bror Jauren, who also asked me to send him my photos of all the Husqvarna riders as he would like to use them for publicity. To say I was excited was a massive understatement! I started taking many pictures of the likes of Torsten Hallman, Torleif Hansen, Ake Jonsson and Uno Palm, for example. I was very excited as I travelled home on the train and wondering if my pictures would be okay. Back home, I was occupied for several hours in the bathroom, developing films. After they were dry, I had a very pleasant surprise; there were lots of nice

A passion for skiing and ski racing in the winter time added to the sensation of speed.

Justyn had sensitive eyes which easily ‘ran’, producing tears in the frozen air when skiing. His ski goggles were ‘fogging up’ and he couldn’t see again, so he started to modify his goggles by cutting additional openings until the problem was solved.

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PHOTOGRAPHER JUSTYN SNR

TOP LEFT: All the top riders of the time including Torsten Hallman loved the all-action pictures from Justyn’s camera. ABOVE: With the money he had earned in the early part of his career he purchased a new Spanish Montesa Cota 247 and became the first person to import Montesa motorcycles into Poland. LEFT: After reading the article about Eric Cheney Justyn sketched his own ideas for a kind of ‘CE’ logo and did some styling for the word ‘Cheney’ too. It was packed in an envelope and sent to Cheney. He liked the ‘CE’ logo and Cheney lettering so much that he would use them on the next motorcycles he produced!

Inside the package was no letter, nothing. A few days later, one arrived from Carrera. They said they liked my design and would like to propose a co-operation, and invited me to visit their company in Austria. I jumped at this offer and prepared for the trip. Taking a train, I arrived the day after in Traun, where Carrera goggles were manufactured. I met with Mr Harald Ertl, who had arranged my visit to the company headquarters in Wien. I had a short meeting with the boss, Mr Riha; he asked me if I could show them how I designed the goggles. The next day I made a complete drawing and, after seeing my work, I was offered a job. To celebrate, I

was invited for dinner, during which the ‘big boss’ asked me what I thought about the paintings they had purchased for the headquarters. I didn’t know how to answer, so I replied with what they now call a little ‘bull-shit’, and we enjoyed the evening with some good red wine!

A design future The next day, and for many days after, I was at the city library overwhelmed with books, studying both modern and classic art. The model maker at Carrera goggles, who was working to my designs, explained that other model makers had followed their work

into the automotive industry and suggested that maybe I should do the same. He suggested that I build a scale model of a car, and I did such a project for an imaginary Lamborghini sports car. Car design was attracting me more and more, and finally, I got an offer to work with a company in this field, and I signed a contract to pursue this work. I also had an idea about promoting Carrera goggles — in particular, their well-known model 98-2S, which was designed by a former designer. I used my contacts and got in touch with top motocross riders. I received some 50 pairs of goggles each year to distribute amongst the top riders. Husqvarna decided to use the photos in their official catalogues.

Car design was attracting him more and more and finally he got an offer in this field and signed a contract to pursue this line of work.

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PHOTOGRAPHER JUSTYN SNR

This superb Bryan Wade picture shows just how happy Husqvarna were with his photographs as the official Husqvarna Team photographer.

Testing off-road machines for magazine articles was an added bonus to the job. This is the mighty powerful 400cc CZ.

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With the money I had earned, I returned home and purchased a new car, a Fiat 125 P and a new trials motorcycle. My choice was a Spanish Montesa Cota 247, and I became the first person to import Montesa motorcycles into Poland. Over the following years, I expanded my photography to the 500cc motocross Grands Prix in Czechoslovakia and East Germany. My pictures were very successful and even published in the Suzuki book celebrating their motorcycle success. They also appear in books in Sweden, such as Torsten Hallman’s book which sold very well in the USA. At this time most of the top ‘MX’ riders switched to ride in Carrera 98-2S thanks to my efforts. They also started to use Swedish face protection: the Jofa face protection mask developed from ice hockey. It gave me an idea to make goggles with more protection, adding another shield to the lower part of Carrera goggle. I hand-produced eight pairs of such prototypes and gave them for testing to my friends Ake Jonsson, Christer Hammargren, Bengt Aberg, Paul Friedrichs and Uno Palm. I asked them all to test them in practice for the 500cc East German Grand Prix, and they loved them so much they did not want to give them back to me, so they all raced with them in the Grand Prix! I had saved one pair at home, and I sent them to Carrera with photos of the riders and their reports. The company’s final decision was not to produce my special MX goggles. However, as in the company’s opinion, the motocross market was not big enough to justify the investment. Both Scott and Oakley had different ideas and made fortunes producing this motocrossdedicated goggle!

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PHOTOGRAPHER JUSTYN SNR

Model car prototypes in 1992 utilising Justyn’s thoughts and ideas.

Concept cars at the 1992 Turin Show in Italy carried innovation from Justyn including indicator lights housed behind the windscreens.

Paul Friedrichs flies the CZ wearing the prototype Carrera goggles.

Changing times Despite these problems, Husqvarna was very happy with my photographs and Mr Bror offered me the job as the official Husqvarna Team photographer. That was a very attractive offer, but there was a huge obstacle; I lived in Poland and was not free to travel and live in another country. There were very strong restrictions at that time. I finally moved to Sweden in the summer of 1974 only to discover that the Husqvarna factory was in chaos; workers were being laid off and angry as a result of the oil crisis. I tried to find other work in the meantime. Ingvald Johansson, the editor of the top Swedish top motorcycle magazine ‘MC-NYTT’, was giving me commissions for photos and reports but I still had to solve the problem of a work permit. Finally, I got a refusal to my request. I was very disappointed that I had to leave Sweden and come back to Poland. At home, I was called by the Police to surrender my passport as I had stayed abroad longer than allowed when the Visa had expired, and so on it went. I was informed that I could not apply for another passport for five years! I arranged a trip to the 1975 Polish 250cc MX GP, only to discover I was banned and not allowed to take photos or enter the paddock. I had had enough. I came back home and had a long rethink. I started to study Industrial Design. I became friendly with Poland’s best artists, painters, poets and philosophers and also began to paint myself, which completely changed my life and attitude to it. In 1977, I met a girl who shared many of my thoughts and was always supporting my case and being very helpful in difficult moments. I was not only painting but also making my imaginary car projects. It was my hidden (yet another!) dream to work in a car design company, maybe a completely impossible dream. The word ‘impossible’ was always having a strong attraction to me. So, one day, I packaged a dozen of my car projects and sent them to several companies. Most answers were ‘thank you, but no thank you’, apart from two in Italy who were offering design opportunity experiences. Over the next few days, I had many sleepless nights and spoke with my family, friends and my girlfriend; it was now or never. The political situation in Poland was difficult, and I was 33 years old.

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The 1994 Grigua 4 x 4 SUV compact car: years ahead of its time!

Italy calls In June 1981, with my (now) fiancé, we left our country and came to Turin, Italy, as tourists. One chapter was closed, and another opened. We landed at Turin airport with just two travel bags and $200 USA dollars in my pocket. We had some clothes, my Pentacon SixTL camera, and two of my favourite books by Chinese philosophers Lao-Tse and Tschuang-Tse (which always helped me to overcome difficult moments). I also had several car design drawings. And so the Italian chapter of my life begun. Day by day, I quickly learned about Italian car design techniques. Working very hard indeed, I achieved considerable success, starting as a junior designer and, in 1992, I was offered the position as Head of Design in one of the four biggest design studios in Turin, called the Idea Institute. Despite these exciting times, I had received some bad news from home in Poland. First, in 1984, my older brother Jan, who

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PHOTOGRAPHER JUSTYN SNR was ten years older than myself, had prematurely died. He had been a civil engineer, building the biggest church in Poland, and my keen mentor. Then my grandmother passed away and, soon after, my mother and then my father. I couldn’t attend any funerals as I still was waiting for Italian Citizenship. My wife, who was also Polish, went to these sad ceremonies. She discovered that all my archives of hundreds of drawings, photographs, books, models of goggles, cars, my Montesa etc. had disappeared. I never found out what had happened to them. Since then, life had been going on with great success in the design field. In 1987, we had the happy arrival of our daughter, Bibianna, and, in 1990, our son, Justyn Jnr, who we named after my father and grandfather. Around this time, I found an advertisement for the sale of a Greeves Anglian from Pippo Bartorilla. I purchased both the Greeves and a Bultaco from him. I was living outside Turin so every weekend I was riding the Bultaco around the local hills and vineyards, first alone and then with the children on the fuel tank. My son was particularly happy with these excursions, and when he was a few years old, he started racing cycles and skiing and snowboarding in winter.

Dreaming of the future in motorcycle trials machines; this is the modern Cheney Trials machine designed by Justyn Snr equipped with a Husaberg detuned engine

A nice future I soon had Justyn Jnr on a Fantic 50cc and then a bigger Mecatecno. We also started to follow motocross and trials events, and we were both taking photos. When he reached 13 years old, he started racing in downhill mountain biking competitions. At 16, he won the Italian MTB title in this sport. So, when my design work allowed, I was following him at almost every race. I was also doing a lot of business travelling to Japan, Korea, India and China; always learning something more about art, architecture etc. In 2006, with two friends, we founded a Design & Engineering company, TRILIX, that has quickly grown. During these years, I was again following both motocross Grand Prix as well as the world trials championship, taking photos with Justyn Jnr and seeing them published by various motorcycle magazines. It was just like rewinding the clock to my early days. In 2013, after some 40 years in design and having around 20 cars in production and 25 innovative prototypes built, I decided to retire. Now having more time for my great passion for trials and motocross machines, at a classic event, I met Carlo Ramella. He shares the same great passion for classic trials machines and is a collector. Almost as a joke, we decided to make a trials test of his ex-Sammy Miller Ariel GON 756, ridden by a young rider who was born almost half-century later. Yes, that was Justyn Jnr. We did the test, supporting it with attractive photos, and then sent it to several motorcycle magazines including Classic Trial Magazine, hence the connection with John Hulme. Once more, we created interest and most magazines published it. So we did another test, and so another adventure in my life begins as we have now extended these to motocross as well. So, what’s next, you may ask? We have many new ideas and plans. Time will tell what we can do, but you can be sure that the passion and love of motorcycles are included in our plans.

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Daughter Bibianna lives and works in London. Justyn Jnr with his mother and the ‘Family’ Greeves – Triumph. ABOVE: Justyn Jnr is a valued contributor to both Trial and Classic Trial Magazines.

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SPECIAL MAÎTRESSE

The Maîtresse

When I first saw this rare and lovely little trials motorcycle, I fell in love with it. It was at the ‘54 Years Race Classic Trial’ meeting which was held at Linkoping, Sweden, the first weekend in August 2019. This unique motorcycle is as innovative now as it was when Bengt Ostervall, from Stockholm, built it in the late 1950s and early ‘60s. Sadly, Bengt passed away a couple of years ago so we can’t ask him, but we can enjoy looking at it in more detail. Words and pictures: Lars Gerestad

T

he machine is an extremely good example of its period in time. It’s not a Triumph Tiger Cub frame, no — it started life as a Husqvarna Silverpil which was a road motorcycle, two-stroke, 175cc single-cylinder model produced between the years 1955 and 1965.

A skilled man Bengt Ostervall was a skilled mechanic and draftsman, so he did all the drawings by himself — the whole frame includes his innovation and ideas. As you can see in the pictures, he made a really good job. It has the oil in the frame, which on reflection must have been quite modern back then. Then he purchased a brand new engine direct from Triumph England and had it tuned there especially for trials use. You will see many holes drilled everywhere in the constant chase for weight saving; for example, you will find drilled holes in the upper front yoke and

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SPECIAL MAîTRESSE

right through the handlebars! A part of the steering head has also been cut away and has holes drilled. Also, look at the front shock absorbers, which have holes drilled into the mounting points. Note the little speedway-style fuel tank, rubber band secured, under the top frame tube, and the front forks are of the Earl’s type. The front fork is not of the common ‘banana’ style; instead, they are made of straight tubes.

Husqvarna parts The wheel hubs are also from the Husqvarna Silverpil — Silverarrow — as is the carburettor, which has two throttle positions with one of them for extreme engine idle. The low and high ignition is by wire and once again operated from the

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handlebars. The saddle is quite big, just as they were back in the late ‘50s and early ‘60s, and nice and comfortable for long journeys. You must remember that the working-class man was very much a motorcycle fan who used two wheels for the ideal mode of transport. The footrests are of the folding type made from 5mm aluminium; the right one when folded up allows the kickstart pedal to rotate free. Just look at the aluminium mudguards with the rolled edges being cut away, once again in the chase of weight reduction. Turn your focus to the front number plate holder, and all the bolt tops are turned down to be thin and light. In all, it was a successful hunt for weight saving. For its time, the machine is really light and easy to ride.

British racing green And what about the selected green colour, can it be British Racing Green? And a Union Jack flag on the fuel tank. Could Bengt have been an Anglophile? Yes, I have been told. He also had a Greeves trials model and a Lotus super seven sports car.

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SPECIAL MAîTRESSE

The machine had been forgotten for so many years and not started up or ridden for over 30 years. Those who have tested the machine many years ago have now told the present owner that it is too fast for today’s sections! I know that Bengt competed in many trials with his own Maitresse trials machine and enjoyed it.

exists beside what is now an old city dump just in the middle of Stockholm. The name Maîtresse is French, which when you translate to English is something like ‘housewife darling’ or ‘darling wife’. When building this ‘Special’ Bengt was away every evening from his wife after work, and she naturally suspected Bengt was seeing a lady lover. When he, at last, understood his wife’s concern, he baptized the machine as the Maîtresse. Tiger Motor Club This word is very similar to Triumph’s Metisse, and of course a tribute to He and his friends were members of and competed for a trials club in Stockholm his darling wife. 2019and Advert.pdf 22:19 called Tiger Motor Trials Club; whatGuru a coincidence the club still exists.1They 24/03/2019 were Classic Trial Magazine would like to thank the Swedish motorcycle training every weekend in a place called Glado Kvarn. The training area also still enthusiast Lars Gerestad for supplying us with this article to publish.

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CLASSIC TRIAL MAGAZINE 2019 • ISSUE 31


Drayton Frames are manufacturers of pre 65 trials frames for BSA Bantam, BSA C15/B40, Villiers 37/32A 8E/9E, Triumph Tiger Cub, Triumph Twins and Ducati 250/350 singles. We can also carry out any fabrication and machining work and supply forks, yokes, mud guards, cables, wheels etc. We can supply a frame, frame kit or a complete rolling chassis. Contact Rob or Pete on the above numbers for any enquiries.


GOOD TIMES SWM

PICTURE

THIS

Danilo Galeazzi (SWM-ITA)

My years riding an SWM in 1978 and 1979 for Cliff and Roger Holden through Town and Country Motorcycles and Gordon Ruffley are always remembered with a smile on my face. Roll the clock forward to 2019 and the Italian Trial World Championship round, where a chance conversation would bring me into contact with Raffaele Gallieni. Words: John Hulme • Pictures: Raffaele Gallieni

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Danilo Galeazzi (left) with John Hulme

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any emails come to the inbox at the CJ Publishing office where we generate both Trial Magazine and Classic Trial Magazine. Some emails catch my eye and are opened with excitement. Earlier this year, I noticed one from an Italian person asking me if I was interested in some early SWM pictures. I replied immediately with a huge ‘yes!’ When they arrived, I quickly identified the rider and machine. It was my old friend Danilo Galeazzi on the early SWM trials machines. After some quick translation work, converting the email into English, I read that he explained where they were and confirmed they were of Danilo. He informed me that these pictures were taken at an Italian Championship round in the summer of 1978 from the Nus-Aosta Valley. I remember Danilio coming to the 1979 Scottish Six Days Trial as part of the SWM Italian manufacturer’s team for the event. He was a fascinating young talent to watch and would take the Best Newcomer award on his way to finishing

CLASSIC TRIAL MAGAZINE 2019 • ISSUE 31


GOOD TIMES SWM

Danilo Galeazzi (SWM-ITA)

in 12th position. The machine in these pictures is the prototype SWM machine with the bottom frame-rails removed and replaced with strong aluminium sump guard; I had a ride on this machine at the 1979 ‘Scottish’! My travels to the FIM Trial World Championship rounds has brought me into contact with many old friends. In 2019 while in Italy, I caught up with Danilio, having not seen or spoken with him for the best part of 30-odd years. He was the Clerk of the Course. We remembered the times in trials with SWM as very happy days.

Danilo Galeazzi (SWM-ITA)

CLASSIC TRIAL MAGAZINE 2019 • ISSUE 31

I travelled to Portugal earlier this year, once again for a world round I noticed someone watching me in the start area on the Saturday morning. He walked over, and it was Raffaele Gallieni. It made my day, and in our broken languages, we talked about ‘Back in the Day’ and the world of motorcycle trials. He explained as a young boy, he had taken many trials pictures and would send me some more when he got the chance. We met up again in France, where we shared a common interest, which is a nice glass of wine! Raffaele is still taking pictures, and we spent a nice ‘hour’ just enjoying our adventures and paths we had taken through life. Before we parted, we made a point of keeping in touch and meeting up again for… yes, a glass of wine.

John Hulme (left with) Raffaele Gallieni

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CLASSIC TRIAL MAGAZINE 2019 • ISSUE 31


SPORT KIA TWINSHOCK CHAMPIONSHIP

As they say, you should never look back but always forward; and with the Kia Twinshock Championship growing in both events and riders year on year it’s progressed into a series well worth winning. Would you believe that the championship had over 300 points-scoring riders this year? Yes, that’s a fact! Starting back in February with the opening round of the 2019 series in Wales at the Aqueduct Classic Trial the organisers had another nine rounds to offer, running the length and breadth of the country before closing at the last round with the Castleside Trial in the north. Only seven of the ten rounds count towards the winning totals but as was expected many riders opted to ride the full series, such is their passion and enjoyment for motorcycle trials.

WORTHY

WINNERS

Article: Classic Trial Magazine Pictures: Colin Bullock

Expert Class: Twinshock

Expert Class: Historic Spanish & Pre-78 Twinshock

With Chris Koch (Fantic) missing round four it removed an opportunity to take points from Richard Allen (Gori) who won the title by just five points. On his way to the title Allen won four of the ten rounds, followed by three wins from Koch who will be kicking himself for not winning the final round. Other round-winners included Michael Irving (Majesty) at round two, Chris Forshaw (Fantic) at round four, and the final one went to Glen Scholey (Honda). Final Championship Positions: 1: Richard Allen (Gori) 129; 2: Chris Koch (Fantic) 124; 3: Chris Garlick (Fantic) 105; 4: Chris Forshaw (Fantic) 80; 5: Roy Palmer (Kawasaki) 62; 6: Matthew Spink (Fantic) 46; 8: Phil Daley (Fantic) 44; 8: Mark Cameron (Fantic) 40; 9: Chris Barnett (Fantic) 37; 10: Mick Thompson (Majesty) 35.

With only 13 points-scoring riders Dean Devereux (Bultaco) dominated the series with five wins from nine starts. Rob Faulkner (Yamaha) only won one round but was consistent enough to take the runner-up position. Three other round-winners included Richard Pulman (Montesa), Darren Mitchell (Bultaco) and Stuart Blythe (Bultaco). Final Championship Positions: 1: Dean Devereux (Bultaco) 134; 2: Rob Faulkner (Yamaha) 106; 3: Dave Wood (Bultaco) 82; 4: Richard Pulman (Montesa) 71; 5: Stephen Bisby (Ossa) 64; 6: Darren Mitchell (Bultaco) 20; 7: Stuart Blythe (Bultaco) 20; 8: Gary Younghusband (Bultaco) 17; 9: Barry Roads (Yamaha) 15; 10: Ian Tracey (Ossa) 11.

Richard Allen (Gori)

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Chris Koch (Fantic)

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SPORT KIA TWINSHOCK CHAMPIONSHIP

Dave Wood (Bultaco)

Nigel Scott (Honda)

Expert Class: Monoshock

Clubman Class: Twinshock

Using the mono-shock Yamaha to its best, Steve Bird easily won the class in front of Peter Ruscoe (Fantic). Four wins, two seconds and a third-place finish secured the championship for Bird as Chris Alford (Yamaha) won two rounds with Ben Butterworth (Fantic), Andrew Reynolds (Yamaha), Nigel Scott (Honda) and Steven Johnson (Yamaha) all winning one each. Final Championship Positions: 1: Steve Bird (Yamaha) 129; 2: Peter Ruscoe (Fantic) 50; 3: Andy Paxton (Yamaha) 43; 4: Chris Alford (Yamaha) 40; 5: Ben Butterworth (Fantic) 37; 6: Dan Sanders (Yamaha) 32; 7: Jack Costigan (Fantic) 22; 8: Andrew Reynolds (Yamaha) 20; 9: Nigel Scott (Honda) 20; 10: Steven Johnson (Yamaha) 20.

With a huge 73 points-scoring riders in this class Martyn Gilbert and his little two-stroke 65cc Honda TLM simply destroyed the opposition, with a clear win which included four individual round wins. Proving that this class can be enjoyed on machines to suit both the pocket and availability Andrew Williams (Honda) won a round as did James Lamin (Honda), John Zottl (Majesty) and, at the final round, series runner-up Jim Williams (SWM). Final Championship Positions: 1: Martyn Gilbert (Honda) 121; 2: Jim Williams (SWM) 84; 3: Gary Hawkins (Fantic) 65; 4: Darren Walker (Aprilia) 56; 5: Andrew Williams (Honda) 52; 6: Simon Anderson (Armstrong) 49; 7: Owen Hardisty (Honda) 48; 8: John Zottl (Majesty) 46; 9: Nibs Adam (Fantic) 39; 10: Shaun Francis (Fantic) 37.

Expert Class: Pre-72 Britshock It was the various examples of the BSA Bantam machines that dominated the first three positions in this class as Ian Peberdy (BSA) dominated with six wins. Finland’s three-time FIM World Champion Yrjo Vesterinen won a round, as did Mark Reynolds (Triumph) at the new Sheffield round; David Sherlock (James) won another, and Rob Atkinson won the last round. Final Championship Positions: 1: Ian Peberdy (BSA) 137; 2: Tim Blackmore (BSA) 55; 3: Yrjo Vesterinen (BSA) 48; 4: Paul Bennett (Francis Barnett) 47; 5: Mark Reynolds (Triumph) 46; 6: Nick Paxton (BSA) 28; 7: Nathan Jones (BSA) 23; 8: Rob Atkinson 20; 9: Dave Sherlock (James) 20; 10: Sam Clarke (Triumph) 17.

Dean Devereux (Bultaco)

CLASSIC TRIAL MAGAZINE 2019 • ISSUE 31

Steve Bird (Armstrong)

Ian Peberdy (BSA)

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SPORT KIA TWINSHOCK CHAMPIONSHIP

Jeremy Hawker (Honda)

Clubman Class: Historic Spanish & Pre-78 Twinshock I for one was delighted to see Dave Wardell take this series win on the diminutive Montesa Cota 172. It’s quite interesting to note that in second position was another Montesa, this time the Cota 247 in the capable hands of Paul Cook. With four wins from the opening six rounds, Wardell already had a hold on the championship. A delighted Steve ‘Butch’ Robson was another Montesa winner with two round wins as ‘Mr Ossa’ Martin Beech also won two and Dave Mathews and Kevin Edmondson won one each. Final Championship Positions: 1: Dave Wardell (Montesa) 125; 2: Paul Cook (Montesa) 85; 3: Ian Thomas (Bultaco) 72; 4: Steve Robson (Montesa) 70; 5: Dave Mathews (Bultaco) 58; 6: Martin Beech (Ossa) 57; 7: Bob Hill (Suzuki) 50; 8: Ossy Byers (Bultaco) 36; 9: Phil Dyson (Bultaco) 31; 10: Adrian Kent (Bultaco) 29.

Clubman Class: Monoshock

Clubman Class: Pre-72 Britshock

The RTL Honda was a superb machine when it came out in the mid-eighties and it’s still winning in the capable hands of Cheshire based Jeremy Hawker. With 47 riders scoring points it was once again well supported. Of the nine rounds he contested Hawker won four, as second-placed Paul Whittaker (Fantic) never recorded a win all season. The monoshock Yamaha did not win the series but Keith Burgess took two round wins, as did Steven Mycock (Yamaha), Robin Foulkes (Yamaha) and Darren Morgan (Fantic) won one round each. Final Championship Positions: 1: Jeremy Hawker (Honda) 127; 2: Paul Whittaker (Fantic) 97; 3: Keith Burgess (Yamaha) 86; 4: Robin Foulkes (Yamaha) 85; 5: Darren Morgan (Fantic) 63; 6: James Brooker (Yamaha) 59; 7: Nick Boxall (Fantic) 45; 8: Steve Ransom (Yamaha) 44; 9: Tim Heaton (Yamaha) 40; 10: Steven Mycock (Yamaha) 40.

In a very close championship won by Simon Critchley (BSA) from Paul Howells (Triumph) a massive 66 riders scored points. What’s interesting is that Critchley only won two rounds and Paul Howells one. Yorkshire car dealer Robin Luscombe (Triumph) won the two opening rounds, and individual round wins went to Ian Myers (Triumph), Mark Godfrey (BSA), Tim Wooldridge, Ossy Byers and Chris Myers (Tribsa). Final Championship Positions: 1: Simon Critchley (BSA) 115; 2: Paul Howells (Triumph) 102; 3: Chris Myers (Tribsa) 84; 4: John Chatto (James) 73; 5: Simon Bown (BSA) 69; 6: Peter Edwards (BSA) 66; 7: Gerry Minshall (James) 51; 8: Keith Wells (BSA) 50; 9: Ian Myers (Triumph) 50; 10: Robin Luscombe (Triumph) 40.

Micheal Dorricott (Honda)

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Dave Wardell (BSA)

For event, venue and classes for 2020, visit: www.twinshockchampionship.org.uk

Amory Falconer (Bultaco)

CLASSIC TRIAL MAGAZINE 2019 • ISSUE 31


TEAM VENTOUX 2019

D R E A M

TEAM

In July 2019, when I received the confirmation from two great names in trials, Finland’s Yrjo Vesterinen and Charles Coutard from France, that they would join my ‘dream team’ for the Ventoux trial in France, I was delighted and proud. I have never really achieved my vision in trials of riding at the very top level of the sport. Still, as the younger brother of the Belgian champion Jean-Marie and Eddy, who won three consecutive FIM World Championships on the four-stroke Honda, I had always dreamt of being on the podium in a great competition. This dream came to life, as you will find out when you read on. Words: Eric Lejeune • Pictures: Maxime Lejeune Photography Eric Lejeune (Ferrari-BEL)

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he story starts with the precious help of FM Motorsport, who helped me to prepare my ‘Ferrari’ of motorcycles for this competition; my much-loved red four-stroke Honda that my father ‘Pepe’ had first built many years earlier. The Honda was treated to some muchneeded attention and the engine was rebuilt; new clutch, new ignition with no battery to lose some weight and improve reliability and new tyres etc. My nephew is the head of FM Motorsport, and he applied all his knowledge to the preparation of the two-wheeled ‘Ferrari’ to make sure it was well up to the job, I was

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pleased with the work. I wanted to give my best to my two teammates, Yrjo Vesterinen and Charles Coutard, but with three weeks to go we had, as you can expect with vintage machines, some problems. The engine would not run as we expected and we had to pay a visit to the HPI designer of the new electronic ignition system. We then realised that the ignition system had been designed for a racing machine and not a trials motorcycle! After much discussion, we soon had a tailor-made ignition system for the ‘Ferrari’ that would work just as we had originally wanted, and we all breathed a huge sigh of relief.

Please, no more problems After loading the van with all the essentials, I could not believe the news when I heard that the van of FM Motorsport carrying the ‘Ferrari’ had had a breakdown 20km from Malaucene at four o’clock in the morning. Luckily a Belgian friend arrived and everything was transferred to his van; he managed to carry all the machines and the equipment to the trial for one last tuning session. Once again, we had more problems. Some of the polyester lining inside of the fuel tank had broken away and was blocking the carburettor jets throwing the carburetion all over the place;

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TEAM VENTOUX 2019

it was either too rich or too weak — everything was going wrong. With my two fellow team riders arriving to ask if everything was okay, my blood pressure was rising at a rapid rate. If I cannot ride the ‘Ferrari’, this will be a disaster! At six o’clock in the evening, we decided to prepare a ‘spare’ machine. It was a Honda TL 250cc; still a four-stroke and another machine my father had built and still a Honda, but not the ‘Ferrari’ we wanted to use. I was thinking that my father was looking down on me and telling the ‘Ferrari’ to ‘wake up, be a star for my son, please!’ As if a message from heaven, suddenly the problems were working out and the ‘Ferrari’ was back on tune and we passed through the technical control. My father had answered my prayers. Thank you!

Good to go It was not a good start to the day as both of my fellow team riders started well, but I had some early carburetion problems in section two, which made me part with some marks. I was crying like a baby as I left this section feeling a great sense of frustration, helpless and unable to say anything to Charles and Vesty. As I calmed myself down, it was just like my father had sent down a message again, and the ‘Ferrari’ woke up and came alive, and the ‘Dream Team’ was on its way! We all rode well as a team and when it was announced we had been victorious, the tears came back but as ones of joy; we were winners! I was back in heaven, with one of my best victories and with such fantastic

Yrjo Vesterinen (BSA-GBR)

CLASSIC TRIAL MAGAZINE 2019 • ISSUE 31

Charles Coutard (Bultaco-FRA)

memories. A victory with two outstanding champions (now my best friends), in the most famous classic team trial in the world. I must also thank Richard Kasparian for allowing me to have my ‘Ferrari Doctor’ by my side during the competition. Thank you also to: Charles and Vesty, my new champions; my nephew from FM Motorsport for those long, stressful, working days; my son, Max, for his superb photos (Maxime Lejeune Photography); and to the organisers, Richard and Thierry, and their 120 volunteers in charge of this magnificent competition. Finally, a special thanks also to you, my father, who from heaven boosted your darling Ferrari!

The Dream Team

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Anglo-American Match Races 1971

Y PHOTOS | PETER J BEARDMORE

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

1971 Teams

GREAT BRITAIN John Cooper (BSA), Tony Jefferies (Triumph), Ray Pickrell (BSA), Paul Smart (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: TRIALS

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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.

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Motorcycle Retro Replay Issue 1.indd

TRIALS 70-71

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PHOTO | UNKNOWN

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

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The Dave Rowland Trophy Trial 1980

Motorcycle Retro Replay Issue 1.indd

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.

RESULTS

DAVE ROWLAND TROPHY TRIAL

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.

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LIMITED PRINT-RUN EDITION

EDITION 01 | YEAR 2018 | 95

17/01/2019 15:06

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. The majority 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.

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Andy Metcalfe Classic Trial Mag 0816 copy.pdf

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CLASSIC TRIAL MAGAZINE 2019 • ISSUE 31

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CLASSIC COMPETITION BRITISH EXPERTS

ONE-HIT WONDER

Solo Winner 1969 British Experts: John Harrison (Bultaco).

Sidecar Winners 1969 British Experts: Roy Bradley and Christine Bull (Ariel)

Accountants are always good with numbers, and the eventual winner of the 1969 British Experts Trial John Harrison (Bultaco) worked this to perfection. He was the only rider to finish the event in the allocated time allowance set by the organisers! Starting and finishing when he should have done, secured the win. The rest of the solo entry were all excluded for going over the event’s time limit set by the Birmingham Motorcycle Club. The sidecars embarrassed the solos by finishing inside the time allowance with a worthy winner in Roy Bradley and Christine Bull (Ariel). Words: Classic Trial Magazine and Morton’s Archive • Pictures: Alan Vines

Bill Wilkinson had given Greeves motorcycles its highest profile win in the trials world, in May of 1969 when he won the Scottish Six Days Trial on the Villiers-engined model. One week prior to the ‘Experts’ he had given Greeves its first international win with its new Puch engined ‘Pathfinder’ model in Austria.

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Just look at Sammy Miller’s 100% concentration and commitment to clean a hazard on the over-size 252cc Bultaco. He was the unofficial winner and was disgusted with the actions of the Birmingham Motorcycle Club as he chased his sixth win in what was once the ‘Blue-ribbon’ competition in the trials world, the British Experts. This is one of the last rides on this particular Bultaco Sherpa before he removed the bottom frame-rails to introduce his new prototype ‘Hi-Boy’ frame kits.

CLASSIC TRIAL MAGAZINE 2019 • ISSUE 31


CLASSIC COMPETITION BRITISH EXPERTS

Frame kits were still very popular and the one seen here fabricated by Wasp houses the 250cc Bultaco engine. A very tidy looking young Geoff Chandler is the rider.

This picture clearly shows the 1969 Bultaco, which is sporting some of the early Sammy Miller accessories with Paul Dunkley on board; he would work for Miller at his motorcycle business.

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n a very wet and cold day in the Elan Valley, Powys in mid-Wales, and just a couple of hours from Birmingham and Cardiff, you would have thought that the solo

In the search to expand his motorcycle business, Jim Sandiford is seen here on a Montesa. He would soon become the northern distributor for the Spanish machines before becoming the official importer for the off-road models, including the Cota. He is also using a very early pair of the aluminium Renthal handlebars on the Montesa. Jim Sandiford became very much a part of the British manufacturer’s success, being one of the very first dealers to stock the handlebars.

riders would have wanted to get on with the event. But no, with many slippery rivers, none of the riders wanted to go through the hazards as the first rider, for obvious reasons!

No one wanted to see the once mighty manufacturing of motorcycles disappear in Great Britain, and AJS made one last grasp for success with this Villiers engined trials model, ridden here by Scotsman Norman Edgar. When you look closely at the Montesa on the right of the picture it’s easy to understand why the buying public wanted them compared to the AJS.

CLASSIC TRIAL MAGAZINE 2019 • ISSUE 31

Opened and closed With the daylight hours at a premium in late November, the clerk of the course, Olga Kevelos, anticipated problems; in the supplementary regulations for the event, it quite clearly stated a time when the sections would be opened and closed. All the riders had to do was arrive and leave on time. Failure to arrive by that time would lead to exclusion. For a few competitors, the time element of the event had created troubles from the start at the lakeside in Llandrindod Wells where Gordon Farley (Montesa), Ian Haydon (Cotton) and Norman Edgar had each been penalised for late starting. The event had started well, despite the riders’ hesitation in attempting the hazards, and by the halfway stage with just over 30 of the scheduled 60 hazards ridden, all was going to plan. Many of the watching ‘pundits’ had a handful of riders who were all having good rides, keeping last year’s winner Sammy Miller, on the Bultaco, off the leader board. The likes of Billy McMaster (Montesa), Geoff Chandler (Wasp-Bultaco), Rob Edwards on the 170cc Minarelli-engined Cotton and Benny Crawford (Bultaco), held the top spots. Never one to concede victory, shortly after Miller had started to use his superb throttle control to gently open up an advantage.

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CLASSIC COMPETITION BRITISH EXPERTS

Remaining loyal to Greeves in the face of the invasion of the Spanish Armada of Bultaco, Montesa and Ossa was Derek Adsett.

Showing some good ‘Body-Lean’ is the Irish champion Benny Crawford (Bultaco) who had also made the long trip over from Ireland to compete in the British Experts.

By December the sales for the Minarelli engined Cotton Cavalier was in high demand at the factory. Here, Rob Edwards man-handles one of the machines in the constant search for forward motion, but in doing so takes out the marker.

Time, gentlemen It was just after the halfway point where it became apparent; the entry was running behind schedule. Only five riders passed through the Elan Valley group of hazards before it was closed including the eventual winner John Harrison. He was riding each of the hazards first. Also through were: Ian Haydon, ex-world motocross champion; Jeff Smith, on the 175cc BSA Bantam along with his good friend Arthur Lampkin — were having an outing on a Montesa; and Geoff Chandler. It was fast becoming obvious that the riders would not complete the course in daylight. Not helping the situation was the fact that the observers and club officials were also getting very cold and wet in the grim autumnal conditions.

At the 13th group of hazards, at Nant Gwyllt, using her authority as clerk of the course, Olga Kevelos stopped the event. It was a case of ‘time, gentlemen, please’; the event for the solos was over as the riders, all 27 of them, were all excluded bar, one man. Dublin-based Harrison had an extra incentive to get around the 60 hazards first; he had a ferry to catch in the evening to return home to Ireland. So, as the only solo rider finishing in the allocated time allowance, he was declared the winner.

1969 British Experts Results Solo: 1: John Harrison (Bultaco) 100.

Development at Cotton motorcycles was all about the trials ‘Cavalier’ model, seen here in the hands of Ian Haydon.

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CLASSIC COMPETITION BRITISH EXPERTS

A ‘cottage industry’ of small specialist motorcycle trials manufacturers such as Dalesman had been born from the aftermath of some mighty manufacturing names which were on the way out of fashion. An enthusiastic Pete Edmondson found out he could purchase a complete engine, carburettor and ignition for £33.00! He soon had his friend Jim Lee fabricate a frame and, as they say, the rest is history. Scott Ellis is the rider.

It was not a good day for Alan Morewood and his passenger Gerry Holmes in the Ariel outfit. Alan had won the 1968 ACU British Sidecar Championship with Phil Granby, who can still be found competing in trials, officiating or observing; an allaround motorcycle enthusiast.

‘Jumping’ Jack Mathews opens the throttle wide on his 500cc BSA. In a successful off-road career he would go on to win British sidecar trials championships for CCM and Ossa.

Sidecar Success The sidecar crews had a much better day’s sport and were riding behind the solo riders. All eight sidecar starters were having their battle for supremacy. The action was very close. In the early hazards, brothers, Phil and Ron Mountfield on the Ariel, were the early leaders. They were fighting Roy Bradley and Christine Bull who were keeping the sidecar wheel down. With time not an issue for the three-wheelers, it was Roy Bradley who held his nerve to take a close victory from the Mountfield boys.

1969 British Experts Results

Just look how huge and fearsome this Ariel looks in this front-on picture of Steve Kenworthy. The time limit at the ‘Experts’ was no problem for the sidecar crews.

CLASSIC TRIAL MAGAZINE 2019 • ISSUE 31

Sidecar: 1: Roy Bradley (Ariel) 32; 2: Phil Mountfield (Ariel) 39; 3: Ray Round (BSA) 46; 4: Colin Hare (Ariel) 50; 5: Chris Spittle (AJS) 54; 6: Alan Morewood 55; 7: Jack Mathews (BSA) 80; 8: Steve Kenworthy (Ariel) 93.

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CLASSIC TRIAL MAGAZINE 2019 • ISSUE 31


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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 2019 Classic Review DVD

Enjoy the 2019 Classic season review in your own home.

02 Save Your Collection Protective Binder

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Whether it’s going to the gym or carrying that waterproof riding kit this drawstring bag is ideal for the trials rider.

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01 2019 CLASSIC REVIEW 02 CLASSIC TRIAL MAGAZINE BINDER 03 DRAWSTRING GYM BAG 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

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04 Spanish Trials Machines

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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.

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Enjoy the atmosphere of this iconic event in your own home on this excellant CJB production. Tel: 01663 744766 Email: england@trialmag.com Web: www.trialmaguk.com

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Classic Trial Magazine Issue 31 Winter 2019  

Classic Trial Magazine – your essential read for all things Classic Trial Motorcycle Sport.

Classic Trial Magazine Issue 31 Winter 2019  

Classic Trial Magazine – your essential read for all things Classic Trial Motorcycle Sport.