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CONTACT Online: www.trialmaguk.com Telephone: 01663 749163 Email: england@trialmag.com Address: 48 Albion Road, New Mills, High Peak, Derbyshire, SK22 3EX United Kingdom THE TEAM Co-Managing Directors John Hulme & Charles Benhamou Executive Director Philippe Benhamou Editor John Hulme

(NUJ No: 949620)

Editorial Staff Cyrille Barthe, Jean Caillou, Phil Disney, Nick Shield, Matthew Heppleston, Heath Brindley and 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 and Brian Holder. Proof reading Jane Hulme and Davina Brooks Commercial Manager John Hulme england@trialmag.com Design and Production Dean Cook The Magazine Production Company www.magazineproduction.com Printing: Buxtons Press Distribution: Warners Group Publications © 2020 CJ Publishing Ltd. All rights reserved. No part of this publication may be reproduced or transmitted in any form or by any means without the prior written consent of the Publishers. 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. Trial Magazine is published by: CJ Publishing Limited, registered in England Number: 5947718. Trial Magazine: ISSN: 1753-0040. 4

1980 Scottish Six Days Trial Team Majesty Yamaha • Photo credit: John E Shirt Front Cover: 1980 Yrjo Vesterinen (Montesa-FIN) • Photo credit: Iain Lawrie

Summer 2020 • Classic Trial Magazine

Trial Magazine• Welcome

WELCOME

FEATURES

TRADITIONAL

MACHINE

REMEMBERING

NEW ERA

INTERNATIONAL

RARE

LIMITED EDITION

FLASHBACK

VINTAGE VINES

SHOW

1980 Scottish Six Days Miller 350

Sante Mazzarolo Alpinestars Gas Gas

1980 FIM WTC Part One Ancillotti

Gollner Honda

2010 Pre-65 Scottish 1970 BTC Telford

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News • The world of Classic Trials

COVID-19 – STAY SAFE, STAY STRONG Yes, they’re the words we all need to hear: stay safe and strong. Please be patient over event cancellations and disruptions in everyday life, as no one could have predicted the impact that the Coronavirus would have on the sport we all love, let alone life in general. At the Classic Trial Magazine offices, we have been strictly following the government guidelines. I am working on my own supported by my superb and super-efficient secretary, Lisa Carr, who has been based at her home some 45 minutes away. By following these guidelines, we have been able to keep both of the magazine titles, Trial Magazine and Classic Trial Magazine, on sale and available, along with the DVD and book collection, and merchandise through the website orders which we have gratefully received. The number of new subscribers for both titles has been very welcome, and once again much appreciated. Producing this magazine you are reading has not been easy. Still, the support from the contributors and photographers has given me a full 100-page magazine I am very proud of considering the circumstances. The trade and dealer support has really touched the staff and me, and I am eternally grateful for this. My chief design man, Dean Cook, at the Magazine Production Company has, as usual, made my work into something we can all enjoy. The wonderful people

at Buxton Press, based not far from us in New Mills in Derbyshire, have given the publication the print quality it deserves. With many retail outlets closed for the moment, I strongly advise anyone to get in touch with us and subscribe via the website: www.trialmaguk.com or leave a message on the answerphone: 01663 744766; we will call you back. Please be patient when calling as I can only pick up the calls when in the office and, remember, I am on my own! UK subscription times are running very well with the Royal Mail doing a sterling job but for overseas customers please, once again, be patient with delivery times. If you have any questions., do feel free to email me: england@trialmag.com. As we went to print, we were still waiting for news on the return of sporting events, including motorcycle trials. Our good friends at such events as the Leven Valley Two Day in Scotland and the Ventoux and Costa Brava trials in Europe are working hard to find solutions so that these events can run so please everyone; do keep your fingers crossed! Before I close, I would like to express my condolences to anyone who has lost loved ones during this pandemic. We are one big motorcycling family; they will not be forgotten. To everyone: please stay safe and stay strong. John Hulme

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Summer 2020 • Classic Trial Magazine

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Trials Guru • John Moffat

PART TWO:

BULTACO BUILD I decided that the Bultaco must be road registered, and I found the process of obtaining a registration document quite uneventful through the usual HMRC NOVA check and submission of documentation to the DVLA at Swansea. An age-related ‘R’ suffix number was issued, and I then invited Paul Houghton at Anglia Vinyl Art to make me the numerals and a set of bespoke airbox decals which proclaimed that this was a ‘370 Sherpa T’. Words and photo: John Moffat

lot of the fiddly stuff I carried out myself but decided to outsource much of the work to local businesses. Fabricator, Richi Foss, corrected some damage that the frame had suffered and to square up the swinging arm, and Loch Ness Restorations subsequently painted both these items. I then fitted a needle-roller bearing kit to the swinging arm. Specially anodised red Rockshocks suspension units with chrome springs were ordered from Gary Fleckney as a nod to the colour scheme of the original Betor dampers supplied on new Bultacos of that era. The front suspension I did myself, using a very good set of genuine Bultaco forks I had sourced. These were stripped completely, cleaned and new seals fitted, and a progressive suspension kit was ordered from HFS Suspensions. The yokes and sliders were then mirrorpolished, so the forks were back to an almost 8

“… I have always had a soft spot for the brand, and it’s nice to have something that you have dreamed up, which isn’t a replica.” new condition. A nice bespoke front number board in red and silver adds the finishing touch. The only snag I faced with the chassis was the saddle. I had planned to fit an earlier unit, that was designed for the model 159 Sherpa, but this didn’t allow the rear mudguard to line up correctly. An old model 199 component was on the shelf but missing its mounting brackets. I fabricated these fittings from sheet steel and carefully drilled and profiled them before painting and pop riveting onto the base, and the task was complete. I used a local retired upholsterer, Jim Sutherland, to fit a cover sourced from InMotion. I’m almost there now apart from the wheels, which I will get rebuilt by Barry Brown

in Fife. Then, of course, the final item which is the 370 motor and its assembly, which will be undertaken by racing engine builders, Stuart Young Tuning. Why do all this, you may ask? Well, I have always had a soft spot for the brand, and it’s nice to have something that you have dreamed up, which isn’t a replica. It looks like a Bultaco; is a Bultaco, but is essentially different. As to performance, well you will have to wait until I get the beast up and running. Before I close, I’d like to say stay safe and keep strong to all my fellow motorcycle enthusiasts around the world during the Coronavirus pandemic. www.trialsguru.net Summer 2020 • Classic Trial Magazine

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Traditional • 1980 SSDT

The ‘home’ of the SSDT is the West End Car Park, Fort William.

1980 SSDT

A NEW ERA

The sporting history of the Scottish Six Days Trial goes back to 1909 when the pioneers of motorcycle trials came alive with this iconic event. The mighty men and machines were born of an age when a dominant Great Britain held the manufacturing of motorcycles in its grip. Two world wars came and went, and after picking up the pieces in a grey and dark period of time, the world began to change its manufacturing methods for motorcycles.

Words: John Hulme • Pictures: Steve Bird, Mauri/Fontsere Collection and the Giulio Mauri Copyright, and John E Shirt

n the world of motorcycle trials, it was the Spanish who started to edge their way in with a first win at the SSDT by Sammy Miller on the Bultaco at the 1965 event. In the mid-70s, despite a challenge from the mighty four Japanese motorcycle manufacturers, which brought success for Yamaha with Mick Andrews in 1974 and 1975, the Spanish stood their ground. Martin Lampkin (Bultaco) had won the first FIM World Championship in 1975 before Finland’s Yrjo Vesterinen (Bultaco) dominated from 1976–1978. In 1979 the world championship had an American victory with Bernie Schreiber, which would also be the last world trials title for Bultaco. The SSDT witnessed the first win for Montesa with Malcolm Rathmell taking the win in 1979, but the foreign challenge of man and machine was ready and waiting to take a win. A new era was opening in motorcycle trials and, after the 1980 event, Great Britain would have to wait until Steve Saunders (Fantic) won in 1988 to return to the domination of winning in Scotland at the greatest of all trials. 1980 would be a year of so many changes in motorcycle trials as the domination on the trials scene by the once-mighty Spanish manufacturers was again coming under attack. It fought off the Japanese in the mid-70s, but now the threat was coming from Italy with Fantic, SWM and Italjet, to name but a few. 14

Mick Andrews on the left and Sam Brownlee on the right take in the news that Martin Lampkin has left Bultaco for SWM!

Taking time out: you can just see John Lampkin sitting in the Comerfords Bultaco van as Uncles Arthur and Martin talk with Malcolm Rathmell.

Summer 2020 • Classic Trial Magazine

1980 SSDT • Traditional The cottage industry of small manufacturers in the UK had once again raised its game, with Anglo-British-built machines using Japanese components from both Beamish Suzuki and the Majesty Yamaha models. Foreign riders were inflicting pain on the once-dominant riders from Great Britain; 1980 would be a year of change, as we will see!

BULTACO IN TROUBLE

It’s previously been well documented, but 1980 was a very pivotal year for the Spanish manufacturers. The already successful factory-supported team at Bultaco was about to be pulled apart as financial and production problems hit the factory. It was not alone as we would also see the demise of another proud manufacturer, Ossa, in the early ’80s. 1979 had seen American Bernie Schreiber win the FIM world title for Bultaco; little did they know it would be their last. January 1980 had opened with the news that Yrjo Vesterinen had moved to Montesa amongst rumours that many of the Bultaco factory-supported riders were owed monies from the Spanish manufacturer. Production problems and the supply of machines had also come to light. In Spain, Jaime Subira had moved from Montesa to a new trials manufacturer from Italy, Fantic, to develop a new machine. In the opening FIM World Championship rounds, the men on form were Montesa rivals Vesterinen and Sweden’s Ulf Karlson. Mick Andrews shocked the establishment with a win on home soil on the Majesty Yamaha he was developing with his good friend John E Shirt. Little did the trials world know at the time but Schreiber would win in Spain, the last world round win for Bultaco! Spectacle-wearing Belgian rider Eddy Lejuene was the new ‘kid’ on the block having won his first would round in Belgium in March before taking win number two on the run-up to the SSDT in April. Riding the red four-stroke Honda, he brought a new dynamic to the trials scene as the crowds witnessed the return of the four-stroke engines after the domination by the two-strokes since the mid-60s. Along with Great Britain’s Rob Shepherd and Japan’s Kiyoteru Hattori, he would make up a three-man team at the ‘Scottish’.

Spain’s Jaime Subira had signed a contract with Fantic and moved from Montesa.

Yes, it’s yellow; the new Ossa ‘Gripper’ model makes its debut in the SSDT.

The biggest shock was yet to come though when Martin Lampkin arrived in Fort William for the weigh-in day, and he wheeled out his new mount, a bright yellow SWM – he had quit Bultaco! Showing a commitment to the Yamaha Majesty project, the UK Yamaha importers Mitsui were out in force.

“1980 would be a year of so many changes in motorcycle trials as the domination on the trials scene by the once-mighty Spanish manufacturers was again coming under attack.” Classic Trial Magazine • Summer 2020

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VISITED OUR ONLINE SHOP AT TRIALMAGUK.COM? Classic Trial Magazine • Summer 2020

Machine • Miller 350

THE MILLER MOMENT HIRO POWER

When Sammy Miller talks about anything related to motorcycle trials, it’s always time to listen. Such is his in-depth knowledge of the manufacturing of these specialist machines and the sport he once dominated so well on both two- and four-stroke models, I have the utmost admiration for the Irishman. Straighttalking, to the point, and, at times, somewhat blunt, it’s usually the truth that you do not want to hear. Words: John Hulme with Sammy Miller • Pictures: Alan Vines, Brian Holder, Honda, Trial Magazine France, Sammy Miller Museum Collection, Mauri/Fontsere Collection and the Giulio Mauri Copyright, Yoomee Archive and SWM

Sammy Miller stands very proud with his famous Ariel GOV 132 in his museum.

had never seen Sammy ride the worldfamous Ariel GOV 132 in anger in his ‘heyday’, but did witness his early domination after the move to Bultaco in 1965. Back in the early ’70s, and perhaps through his ambitious developmental engineering eyes, he became involved with the Honda project. It did not come to the conclusion he wanted despite the fact he gave the Japanese company its first FIM world round win with Rob Shepherd and the ACU British Trials Championship in 1977. A move to SWM in 1978, where he worked with the Austrian Rotax engine, gave him an idea that would lead him to the Miller moment. Sammy had learned, through his connections with the SWM trials project, Rotax had issued a licence that allowed the engine to be sold to different manufacturers, one in each country, to use as the powerplant in many applications of Summer 2020 • Classic Trial Magazine

Miller 350 • Machine

Working with Bultaco in Spain Sammy had designed the template for the machine that would open the doors for the Spanish armada in 1964. It ‘floated’ into the once great manufacturing of trials motorcycles in the UK and simply blew them out of the water with the win at the 1965 Scottish Six Days Trial. Using the ‘Hi-Boy’ frame kit he built around 45 complete machines using the Villiers motors in the late ’60s.

This 1974 picture is of the Miller-engined Bultaco he used whilst waiting for the four-stroke Honda to arrive from Japan.

With the Honda TL 250 in the summer of 1974.

motorcycling. It was a very similar idea to what Villiers in Great Britain had done first before a whole range of ‘Micro’ engines became available from both Europe and Japan. Yes, I am referring to the smaller engine-capacity trials machines that appeared from a ‘cottage’ industry of motorcycle manufacturers in the late ’60s and early ’70s. During a year with SWM, he was secretly following a desire to manufacture and sell his brand of trials machines, and the Miller idea started to come to life.

a trials project after he had parted with Honda in late 1977. They discussed the possibility of Clews supplying Miller with a single-cylinder four-stroke trials engine dedicated to the needs of the trials motorcycle. However, the equation of the tooling cost to design and manufacture a dedicated four-stroke engine far outweighed the financial returns for it to become commercially viable.

Despite this setback, Miller had started to look at the possibility of finding a manufacturer who he could become involved with to produce a trials engine. He couldn’t see that his future would be with SWM after it had introduced the first trials machine with a price tag of just over £1,000. The machine had not sold as well as expected. Notwithstanding an excellent reputation for quality, they had not performed Once again using his Hi-Boy frame concept Sammy turned the four-stroke Honda TL 250cc into a winning machine.

A FOUR-STROKE OPTION

He had looked at the two-stroke Rotax engine, which used the Rotary Valve system, but did not like the crankcase induction idea and how it performed having seen it in action in the Italian SWM. He preferred a more conventional cylinder type of induction where the piston controlled the power delivery instead of a rotating disc or rotor. The Rotax engine was also quite wide and had a large engineering mass to power a trials machine. Despite having a strong reliability record the engines, in truth, were not the simplest to maintain and work on, requiring special tools in certain areas of engine rebuilds. Both Sammy Miller and CCM/Armstrong founder, Alan Clews, had spoken earlier about Classic Trial Magazine • Summer 2020

New Era • Gas Gas

GAS GAS

CHANGING TIMES In the mid-80s, times were changing in the world of manufacturing motorcycle trials machines. With the introduction of the production mono-shock trials model from Yamaha in late 1983, it made all twin-shock machines redundant almost overnight as they could not compete with the revolutionary technological change that the Japanese had brought to motorcycle trials. Within a two-year time frame, all the manufacturers had single-shock trials machines in production. Of the once-dominant manufacturers from Spain, only Montesa was still in production as Bultaco and Ossa had disappeared to be replaced by a much smaller group of manufacturers including Alpha, Alfer, Merlin and Mecatecno, to name a few. Of the Italian manufacturers, SWM had disappeared, but Aprilia, Fantic and Garelli had production machines, and in France we had JCM. From Japan, we still had Honda and Yamaha producing trials models. Out of the smaller industry in Spain, a fast-moving new manufacturer by the name of Gas Gas had been looking for a UK importer. That man would be John E Shirt, from Buxton in Derbyshire. Words: John Hulme with John E Shirt • Pictures: Eric Kitchen, TMX, Solo Moto, Snr and Yoomee Archive

ohn Edward Shirt needs no introduction. He was brains behind the successful Majesty Yamaha conversions, before moving his exceptional engineering talents to the revolutionary mono-shock Yamaha in which he played a vital part in its development. He had built up a successful business; not just selling the new Yamaha machines, but also adding his knowledge to further the development of the production models. He offered his hand-prepared models which also included many of the aftermarket parts he could now supply along with clothing, boots and accessories for the trials market from his Stable Lane base in Buxton. When Yamaha removed him as an official dealer, he started to look elsewhere to secure his future employment. 54

Summer 2020 • Classic Trial Magazine

Gas Gas • New Era

Gas Gas team rider Andreu Codina in the 1988 Cingles Three Day Trial in Spain.

In the UK the general public got its first sighting of the new Gas Gas 327 model in the hands of Andreu Codina at Butser Lime Works near Portsmouth in the world round.

The new Mecatecno was on display at the 1988 Spanish world round.

It’s a proud John E Shirt with the first production Gas Gas 327 model in the country at Further Harrop Farm, Pott Shrigley near Macclesfield

Gas Gas had proved very popular with the buying public, as you can see with three of the Halley models on this trailer in March 1988 at the Spanish world round.

FIRST MEETING

In late 1987, John had looked at the new Aprilia TXR single-shock trials model and purchased one to evaluate it. He soon realised that using the ageing Rotax engine had made it on the heavy side, and so the Aprilia was sold. His 16-year-old son, John Richard Shirt, was riding the HRC supplied RTL Honda. I travelled with father and son to the opening 1988 FIM World Trials round at St Llorenc, Spain. Two new machines were on display from two of the new Spanish manufacturers, Gas Gas and Mecatecno. We celebrated son John’s 17th birthday in a local restaurant adjacent to the start area where, unbeknown to us, there were some of the management staff from Gas Gas including their rider Andreu Codina. I knew him from a few years before when I rode in a few world rounds, and I went over to say hello. He gave me a poster of the new Gas Gas in action, and when I returned to the table, I spoke with father Shirt as we cast our eyes over the poster. We then looked at the new machine in the paddock and, yes, it did look very competitive! Classic Trial Magazine • Summer 2020

It’s July 1988 and ‘Shirty’ gives the Gas Gas its first taste of the UK mud and water at Further Harrop Farm. He is wearing the Crowtree produced clothing he had manufactured to sell in his busy shop at Stable Lane in Buxton.

International • 1980 FIM WTC

Bernie Schreiber (Bultaco-USA) Winner Spain & France

Mick Andrews (Majesty Yamaha-GBR) Winner Great Britain

SIX ROUNDS

Ulf Karlson (Montesa-SWE) Winner Northern Ireland

Eddy Lejeune (Honda-BEL) Winner Belgium & Austria

FOUR WINNERS Yes, that was the state of play after the opening six rounds of the 1980 FIM World Trials Championship. There were four different winners on four different manufacturers’ machines. With the season starting at a cold and wet Northern Ireland and the sixth round closing off the first half of the twelve-round series in a warm and dry France, the riders encountered a wide range of testing conditions. Before we move into the rounds themselves, let’s take a brief look at what had been going on in the world of trials during the run-up to the season opener.

Words: John Hulme, Alan Wright, Charly Demathieu and Mike Rapley • Pictures: Eric Kitchen, Alan Vines, Toon van de Vliet, Mauri/Fontsere Collection and the Giulio Mauri Copyright, Schreiber Family, Francesco Rappini, Beamish Suzuki, Bultaco, Fantic, Gori, Montesa, Ossa and SWM

ith the widely publicised problems at the Bultaco factory, the domination of the once-mighty Spanish manufacturers was entering what would be some challenging years as we went into the ’80s. The international team from Bultaco which had won the FIM World Trials Championship since its inception in 1975 with wins from Martin Lampkin, 1976–1978 with Yrjo Vesterinen and Bernie Schreiber in 1979 was now over. It was a case of ‘Viva Montesa’ as they had seen a significant increase in the sales of their Cota range of trials models, helped so much in the UK by their official importer Jim Sandiford. Off the back of the first Scottish Six Days win, by Malcolm Rathmell for Montesa on the new Cota 349 model, they had tempted 58

Finland’s Yrjo Vesterinen to join the team for 1980. Montesa and their publicity manager, Alberto Mallofre, presented an impressive international team in Vesterinen, Rathmell, Ulf Karlson (SWE) and Marland Whaley (USA) to challenge for the ultimate prize, the FIM World Trials Championship title. The factory in Spain would supply each of them with new hand-built prototype Cota 349 models. Montesa had the all-important monies to support the production of new machines, but the problem was the supply of the components to build machines.

TALK AND RUMOURS

Many component suppliers had had their fingers burnt with the non-payment for parts from other manufacturers and had not had the funds to invest in the production of more parts.

At Bultaco, it was not good news at all as there was talk and rumours of the works-supported riders not having received payments and the factory doors were shut. Without a doubt, the machine was more than competitive, proven by its world championship-winning pedigree. Still, with no finances in place to support the running of a team of riders, it faced a very uncertain future. Ossa had a new Spanish rider and machine combination with Toni Gorgot, but unfortunately, just when the season opener in Northern Ireland was on the horizon, he had a motorcycle accident on a road machine. He broke his foot, putting him out of the early part of the championship. Ossa had received a government cash injection based on the imminent production 200 of the new yellow Summer 2020 • Classic Trial Magazine

1980 FIM WTC • International

‘Gripper’ model. The Italian manufacturers were now being taken much more seriously, as both SWM and the new Fantic 200 model with its small 156cc engine looked more than competitive. Fantic had enticed Spain’s Montesa development rider Jaime Subira to work with them on a new model range, and SWM had some new young riders, one of whom was the Frenchman Gilles Burgat. As the season opened, the other major talking point was the compulsory introduction by the FIM of the fitting of working front and back lights. Other new manufacturers in the world championship included Gori from Italy and the new prototype Miller machine from Great Britain; it was going to be an exciting season indeed.

Classic Trial Magazine • Summer 2020

Ancillotti • Rare

ANCILLOTTI

FOLLOWING FASHION Travelling through Europe to attend the FIM World Trials Championship rounds always throws up some surprises in the way of motorcycle shops and old museums. They often house rare and exotic motorcycles just as I found when I came across a rare Italian brand. Article: John Hulme

n 2019, at the excellent Arco Di Trento Metzler Off-Road Park located near Trento in the north of Italy, I came across this Ancillotti CT 125 trials model. On site is a superb off-road shop and, at every world round, they display some exotic and rare trials models. I have never seen this Italian manufacturer’s attempts at the motorcycle trials market in the flesh before. As I made some enquires, it turns out that the Italian brand had opened the door in the mid-70s to its fellow motorcycle manufacturers into the trials world as the domination of the Spanish began to fade away. In many ways, it reminded me of the early Sprite trials machines Frank Hipkin had manufactured in the final days of the oncegreat motorcycle domination of trials in Great Britain. In the UK, a cottage industry of small manufacturers of trials machines Classic Trial Magazine • Summer 2020

“… Ancillotti prototypes was rewarded when the team won the 125cc Italian IWF trophy in 1977…” 73

Limited Edition • Gollner Honda

GOLLNER HONDA

SINGLE SHOCK It was a fact that the late Bob Gollner needed no introduction when it came to building trials motorcycles. In the ’60s and ’70s, he had seen it all, with his one-off specials and his converted and improved limitedproduction models. It was always a case of making a good product even better.

Words: John Moffat, Chris Griffin and John Hulme • Pictures: Toon Van De Vliet, Alan Vines, Jim Capper, Malcolm Wells, Terry Warren, Eric Kitchen and Brian Holder

ob Gollner had witnessed the prototype TLR Honda arrive with Japanese rider, Kiyo Hattori, in 1983. He followed its progress through to the production model, which arrived as a 200cc later in the year. The 250cc arrived in 1984 just around the time that the ground-breaking mono-shock Yamaha was starting to take hold in the trials world. 76

Summer 2020 • Classic Trial Magazine

Gollner Honda • Limited Edition When the 250cc four-stroke mono-shock RTL Honda arrived in 1985, Steve Saunders set the trials world on fire with this superb £3,500 machine; it was very expensive. Bob knew it was time to give the four-stroke riders a ‘single shock’ with a more competitively priced machine. Honda produced its TLR series comprising of 200 and 250cc air-cooled twin-shock single-cylinder four-stroke models. The 200cc machine would be produced in quite large quantities as a trial/trail machine over several years; it proved very popular for its build quality and versatile, reliable engine. The 250cc TLR was produced in smaller quantities, making them more desirable than its smaller sibling, and were purchased by so many riders who remembered the good times of trials riding on the machines from the once mighty and proud manufacturing of motorcycles in Great Britain.

This is the Japanese brochure for the Honda

TLR 200 model.

Honda wanted to make a mark in the trials world with a reliable entry-level machine.

HRC

In 1985, the Honda Racing Corporation, which is the competition division of the mighty Honda Motor Company in Japan, would take charge of producing the mono-shock RTL or ‘Racing’ TL version. It was developed by Eddy Lejeune and a team of Japanese engineers, and latterly Steve Saunders. Saunders would ride the twin-shock TLR 250 in early 1985 until his new RTL250 arrived from Belgium after assembly at the HRC Europe headquarters. Saunders’ machine was initially a 250cc powered model until he moved to the more exotic 270cc motors, coded as ‘RTL270SW’, with an offset exhaust port which

Contracted to Honda UK for Enduro racing, Derrick Edmondson rode this TLR 200 to 59th position in the 1984 Scottish Six Days Trial. A high specification can be found on the

Classic Trial Magazine • Summer 2020

Honda UK brochure.

2010 Pre-65 • Flashback

2010 PRE-65 SSDT

HAPPY HEYS With the cancellation of the event due to the Coronavirus, we were left with the question: how could we publish our summer edition of Classic Trial Magazine with no coverage of a Pre-65 Scottish? Well, the answer was a quick flick through the Yoomee Archive to uncover some unseen, unpublished pictures from the 2010 two-day event and a copy upgrade. Lancastrian Paul Heys on his machine named ‘Stealth’ claimed his second successive victory by the narrowest of margins, as the first three finishers in the Kinlochleven-based classic event all finished on three marks lost. In excellent trials-riding conditions with just the odd shower spoiling the fun, the event followed its usual format to give the strong entry a Highland trial to enjoy after the atrocious weather had spoilt the fun in 2009. Words: John Hulme • Pictures: Yoomee Archive

hirty-six-year-old Heys, riding his Triumph Tiger Cub painted black as a stealth bomber to confuse the opposition, was the only rider in the balloted 180-strong entry to go clean on the first day losing no marks. This skilful performance gave him victory over Davy Morewood on his Ariel and the 2007 and 2008 winner Tony Calvert on the Triumph.

WINES OF SPAIN

Sponsored for the first time in the history of the event by a foreign company, Wines of Spain, Classic Trial Magazine • Summer 2020

the Edinburgh Club’s 26th running of the best-supported Pre-65 trial of the year was once again a resounding success, with riders and machines from many parts of Europe enjoying traditional Scottish scenery and Highland hospitality. Though Heys was the only rider to go clean on day one, there were six riders on just one mark lost. They were Morewood, Calvert, Scotsman Alan Crayk, who eventually finished fourth, Dave Thorpe, another past winner, Carles Casas from Spain and Eric McMeekin, which meant, that after 30 challenging sections, everything was very much still to play for on

day two. Riders set off from the Kinlochleven School playground to head off in different directions, with odd numbers going one way and evens the other. The course predominately comprised a loop around Meall na Duibhe, across the front of the Blackwater Dam and back down to Kinlochleven in a clockwise direction before a quick ride out towards Glen Coe along the south side of Loch Leven. Old hands at the Pre-65 trial remarked that there were some new sections in use, and rigid 83

Locator • Find your parts dealer

PARTS LOCATOR TRAIL AND TRIALS UK Tel: 01334 840414 Email: john@tytrials.com Web: www.tytrials.com Location: New Gilston, KY8 5TF

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ANDY METCALFE MOTORCYCLES Tel: 01287 638030 Email: andymetcalfemotorcycles@gmail.com Web: www.andymetcalfemotorcycles.com Location: Guisborough, TS14 7DH

AG BIKES Tel: 01748 886356 Email: gebrownson@f2s.com Location: DL11 6NH

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JOHN LEE MOTORCYCLES Tel: 01933 312827 Email: johnlee.mc@btconnect.com Web: www.lee-motorcycles.co.uk Location: Higham Ferrers, NN10 8BP

BVM MOTO Tel: 01453 297 177 Email: sales@bvm-moto.co.uk Web: www.bvm-moto.co.uk Location: Stroud, GL5 5EX

TWINSHOCK SHOP Tel: 01395 514287 Email: sales@thetwinshockshop.co.uk Web: www.thetwinshockshop.co.uk Location: Sidmouth, EX10 9DN

RCM TRIALSPORT Tel: 01209 820896 Email: rcm-trialsport@hotmail.com Location: Redruth, TR16 5PN

Summer 2020 • Classic Trial Magazine

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Classic Trial Magazine • Summer 2020

Show • Telford

CLASSIC DIRT BIKE SHOW

SIMPLY THE BEST

I challenge anyone who attended the Classic Dirt Bike Show in February 2020 at the Telford International Centre to tell me that they did not enjoy it! Once again it was sponsored by Hagon Shocks and promoted by the Morton’s Classic Show team. The driving force behind its success is the dynamic duo of Nick Mowbray and Andy Catton, who took the lead role to guarantee once again everyone had a weekend to remember. For the many motorcycle trials enthusiasts, the icing on the cake was the guest appearance of American Bernie Schreiber, the 1979 FIM World Trials Champion and 1982 Scottish Six Days Trial winner. Spread over the adjoining halls, it was an ideal opportunity to meet many of the ageing superstars and view a superb collection of machines from the many two-wheeled off-road disciplines. The show also catered for the modern trials riders as it was attended by the majority of the UK trials importers who found it an ideal show to display machines and products and, most importantly, to speak with their many valued customers. Article: John Hulme Pictures: Yoomee Archive and Ian Campbell

All areas of off-road machines were on show.

Summer 2020 • Classic Trial Magazine

Telford • Show One of the funniest memories of that wet week in 1977 was watching the Honda team manager Sammy Miller change a rear tyre for Whaley in a public house car park. It’s quite funny as my father Ron swore me to secrecy at the time.

A superb tribute to the late great American Marland Whaley from the guardians of Honda trials memories from France Oliver Barjon, Jean Caillou and Patrick Pissis was superb and very fitting.

From left: Oliver Barjon, Patrick Pissis, Bernie Schreiber, Sammy Miller and Jean Caillou, true motorcycle trials enthusiasts.

n truth, the gathering of so many motorcycle enthusiasts is a true celebration of the off-road sports where everyone can meet up and reminisce not just about the past but also the present. At any one time (and while dealing with the many visitors to the Classic Trial Magazine stand, of course) we could meet a generation of stars from the sport. As a printed publication it’s great to be able to put a face to the name of the many subscribers we are so grateful to for supporting our two magazines and various other products we can sell at the show.

MARLAND WHALEY TRIBUTE

Having for many years been friends with the guardians of Honda trials memories from France, Oliver Barjon, Jean Caillou and Patrick Pissis, they never cease to amaze me with new additions and updates to their collection of superb four-stroke machines. On the 27th June 2019, American trials rider, Marland Whaley, passed away at the age of 60 after suffering a sudden heart attack at his home in Montana. The former Honda and Montesa factory rider was ninth in the 1979 FIM World Trials Championship, which was his highest placing in the series. Born in San Diego, California, on the 3rd July 1958 he won the Trial De Espania in the USA which eventually brought him to the attention of the mighty Japanese Honda concern for which he campaigned their experimental RTL series four-stroke machines. He was the AMA national champion 1975–77 on Honda and 1979–80 on Montesa. After retiring from motorcycle trials, he took up cross country mountain bike riding, which was a sport in which he also excelled. Classic Trial Magazine • Summer 2020

Sammy Miller contributed so much to the Honda trials effort in the ’70s.

I first came across the American at the 1977 Scottish Six Days Trial where he took two Best Daily Performance awards to eventually finish in 13th position. He also won the Second-Best Newcomer award behind his good friend and fellow ‘Yank’, Bernie Schreiber. One of the funniest memories of that wet week was watching the Honda team manager Sammy Miller change a rear tyre for Whaley in a public house car park. It’s was very much against the strict rules of the event, but he had no choice as Marland had no idea! It was quite funny as my father, Ron, swore me to secrecy at the time. The Honda trials display by the Frenchmen had three Marland Whaley Honda machines on display in a fitting tribute to the blond American, which was rewarded with an award from the organisers.

Hagon Shocks were the proud show title sponsors.

Superstore • In the world of Trials

SUPERSTORE

Trial Magazine, in association with motorcycle trials literature specialist, Yoomee, can now bring you a selection of books dedicated to motorcycle trials. 01 DVD: 2019 CLASSIC REVIEW

Enjoy the 2019 Classic season review in your own home. £19.99 inc. P&P

02 MOTORCYCLE RETRO REPLAY MAGAZINE

EDITION 01 | YEAR 2018

NEW

03 A COMPLETE GUIDE TO MOTORCYCLE TRIALS

Produced by Yoomee for Steve Saunders it covers every aspect of the sport. The book is A4 size in full colour, 134 pages and comes in the semi hardback format. £19.99 inc. P&P

EDITION 01 | YEAR 2018

04 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. £19.99 inc. P&P

Look after the one you love by saving your Classic Trial Magazine collection year on year, the binder holds 12 issues. (Magazines not included). £9.99 inc. P&P

A PICTOR IAL HISTOR Y OF MOTOR CYCLE SPORT S

THE GOLDEN AGE 1965-1985

A PICTORIAL HISTORY OF MOTORCYCLE SPORTS • THE GOLDEN AGE 1965-1985

Take a step back in time to 1965– 1985. A golden age of motorcycle sport. A4 Size. 132 Pages. £10.98 inc. P&P

05 SAVE YOUR COLLECTION WITH A CLASSIC TRIAL MAGAZINE PROTECTIVE BINDER

ISSUE 01: 2018 • UK: £8.99

ENDURO

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06 CLASSIC TRIAL MAGAZINE GYM BAG

Whether it’s going to the gym or carrying that waterproof riding kit this drawstring bag is ideal for the trials rider. £9.99 inc. P&P

07 LOCHABER SCOTTISH SIX DAYS TRIAL 1909 2011

Yoomee produced this superb collection of over 200 images with over half in full colour. The book is A4 size and comes in the semi hardback landscape format. £19.99 inc. P&P

08 DVD THE 2019 PRE-65 SCOTTISH

Enjoy the atmosphere of this iconic event in your own home on this excellant CJB production. £19.99 inc. P&P

FOR THE LATEST PRODUCTS AND DEALS, HAVE YOU 96

Summer 2020 • Classic Trial Magazine

In the world of Trials • Superstore

FOR GREAT GIFT IDEAS – ORDER YOURS TODAY!

FROM ONLY

£9.99 EACH INCL. FREE UK P&P

TO ORDER

Order securly at www.trialmaguk.com/shopfront/ or fill the form below and return to: Trial Magazine, 48 Albion Road, New Mills, High Peak, Derbyshire, SK22 3EX. Tel: 01663 74476 or email england@trialmag.com 01 n DVD: 2019 Classic Review 02 n Motorcycle Retro Replay Magazine 03 n A Complete Guide to Motorcycle Trials 04 n Motorcycle Competition Scotland 1975–2010 05 n Classic Trial Magazine Protective Binder 06 n Classic Trial Magazine Drawstring Gym Bag 07 n Lochaber Scottish Six Days Trial 1909–2011 08 n DVD: The 2019 Pre-65 Scottish For Europe and Worldwide P&P, please place your order at: www.trialmaguk.com/shopfront/

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