MOTORCYCLE • CYCLE • SIDECAR • CLASSIC • COMPETITION • FEATURES
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36
1957-2021
MANUEL SOLER
SUPER SHOP
Spring 2021
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COMERFORDS COMPARISON PROJECT BULTACO HONDA TLR 200/250cc PROJECT
COMPARISON 1971 SSDT
TRIALS
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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
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Advertising Manager Lisa Reeves lisa@trialmag.com Editorial Staff Matthew Heppleston, Heath Brindley, Justyn Norek Snr, Justyn Norek Jnr, Nick Shield 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 Design and Production Dean Cook The Magazine Production Company www.magazineproduction.com Printing: Buxtons Press © 2021 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
Photo: 1979 Finland. Winner: Manuel Soler (Bultaco-ESP) the first Spanish winner of an FIM World Trials Championship round. Photo credit: Toon Van De Vliet Front Cover: Manuel Soler (Bultaco-ESP). Photo credit: Xavier Bisbe (ESP)
Spring 2021 • Classic Trial Magazine
Trial Magazine• Welcome
WELCOME
FEATURES
COMPARISON Honda TLR 200/250
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CLASSIC COMPETITION 22 1971 Scottish Six Days Trial
PROJECT
40
FIRST WIN
45
TURNING JAPANESE
54
REMEMBERING
60
SHOWTIME
66
BEST OF BRITISH
72
SUPER SHOP
78
CONVERSION
88
Bultaco
Norman Eyre
Gollner Yamaha Chris Milner Milan Italy
Walwin Motorcycles Comerford’s
Whitehawk Yamaha TY 80
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Classic Trial Magazine • Spring 2021
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News • The world of Classic Trials
MANUEL SOLER 1957–2021 2021 ROCKSHOCKS The global trials community mourned the passing of Spanish icon Manuel Soler who died in late January. He was 63. The first Spaniard to win a round of the FIM Trial World Championship when he claimed victory in Finland in 1979 on a Bultaco, Soler was a fourtime Spanish champion who inspired an entire nation of trials riders. He also became the first Spanish rider to win a Spanish FIM World Trials Championship round on a Spanish machine, a Montesa, in February 1981. A member of the famous Bulto family, Soler started riding at an early age on custom-built, small-scale Bultaco and earned the affectionate nickname ‘El Monstruito’ which translates as ‘The Little Monster’. As well as his considerable sporting successes, he played a significant role in the development of the marque’s trials models. When Bultaco ceased production, Soler switched to Montesa, where he claimed a further three world championship victories that all came in 1981, his most successful season in the FIM Trial World Championship, when he finished fifth overall and led the series after the opening round. In total, he scored 12 podium finishes at the sport’s highest level. Soler was also very active within the RFME for the last decade and a member of the CTE and FIM CCR.
PRE-65 SCOTTISH
As already announced, due to the current coronavirus restrictions still being in place, the Edinburgh & District Motor Club Board of Directors have decided to cancel both the Pre65 Scottish and the Scottish Six Days Trial for 2021. This decision was not taken lightly, with committee members from both events wanting them to take place, but the sensible and responsible thing to do was cancel. The Pre-65 Scottish Trial Committee has now had a virtual-video meeting to discuss how they deal with those entrants who had an entry for the 2020/2021 trial. Due to the uncertainty at present about how long we are likely to be under restrictive guidelines that prevent our sport taking place the committee would like to delay making a decision until May/June 2021, when they will see how the vaccine is rolling out and if restrictions are easing before they decide whether or not it is feasible to carry entries over for a second time or scrap the entry and refund all monies and then start afresh for 2022. If you have an entry for the 2021 trial and do not wish to ride in 2022 or wait for a few more months until the position regarding restrictions is more apparent, you may email: sec@pre65scottish.co.uk to withdraw your entry and a refund will be sent out to you now. Please clearly state your name and riding number in the email.
CLASSIC TRIALS CHAMPIONSHIP
Although they only had one championship round last year, they have been busy looking to the future. They have Kia to thank for their support over the previous six years. Still, with the inevitable move to electric vehicles, it was no longer appropriate to support their marketing campaign and the championship. Gary Fleckney, from Rockshocks, rides in the classic trials and has agreed to sponsor the series for the next three years. Dave Woods, also a regular competitor in the series, has taken on the mantle of renewing the website. Take a look at the new website, designed with the rider in mind and to be easy to use: www.rockshocksclassictrialschampionship.com
SAMMY MILLER MUSEUM SHOP
CLASSIC TRIAL NECK WARMERS We would like to apologise to any new subscribers who are waiting for a Classic Trial Magazine neck warmer as part of their subscription offer. Due to subscription demand and a shortage of material with the suppliers (caused by Covid-19), we simply ran out of stock in mid-December. We should have them back in stock very shortly. All the envelopes are ready to go to the new subscribers so as soon as the next batch arrives, we will send out the neck warmers.
YOUR CLASSIC TRIAL MAGAZINE
Due to the ongoing Covid-19 pandemic and the Brexit restrictions, you may need to wait a little longer then usual for your copy of Classic Trial Magazine with both UK and overseas orders. We are experiencing time delays beyond our control, especially for overseas orders. Please be patient as everyone is working hard to resolve problems. Once the magazines leave the printer, we have no control over shipping. We can only apologise and thank you for your ongoing support. We are very proud that, despite Covid-19 restrictions, we have continued to deliver your favourite Classic Trial Magazine read and maintain the high quality of the articles and pictures that you have come to expect from our passionate and dedicated team.
Although the Sammy Miller Motorcycle Museum is closed due to current lockdown restrictions, the Museum’s PR director, Viv Brackett, has been in touch to say the new ‘Museum Shop’ is live and ready to take orders on the Museum’s website. To access the Shop, visit www. sammymiller.co.uk and click on ‘Shop’. From there you will be able to view the full range of the Museum’s merchandise and more. When lockdown is over, more items will be added regularly. If you cannot see what you want, send them an email, and they will contact you within a couple of days. Viv: “We have plenty of great gift ideas for everyone, and you can purchase gift vouchers and admission tickets to the Museum through the Shop, they make great presents for whatever the occasion and can be personalised and signed by Sammy”.
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Spring 2021 • Classic Trial Magazine
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Spring 2021 • Classic Trial Magazine
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YOOMEE REPLICA MODELS Honda Montesa Web: www.yoomee.co.uk
APICO HEBO HELMET
MOTS GO2 ON HELMET
OLIVER’S MOUNT 1977-2017
TRIALENDURODIRECT
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15
Comparison • Honda TLR
HONDA TRL 200 or 250
IT’S YOUR CHOICE The Honda TLRs are often the most ‘pimped out’ ride in the paddock – owners lovingly upgrade their machines and revel in the muted sound of a four-stroke exhaust; music to their ears at any cost. What is the difference between the two models other than 50 cubic centimetres? Read on to find out that there’s more than you think! Words: Matt Heppleston • Pictures: Aender Brepsom
I
n the early 1970s, we witnessed the big four Japanese manufacturers — Honda, Kawasaki, Suzuki and Yamaha — getting into the trials market. Honda, being the largest, engaged with Sammy Miller. Together they introduced the humble TL125; light, gentle and incredibly reliable. It was never a great machine, but if you wanted a four-stroke, your options were very limited. Later came the TL250. It was a proper trials model that evolved into the factory 305 machine. Still, like all the very successful machines to follow, most notably with Rob Shepherd and Eddie Lejeune, 16
they were never sold commercially. Honda continued to supply the customer market with derivatives of the TL125, either as the Seeley-framed 200 or the more home-market RS 200, 220 or 250. However, the trials world changed overnight with the arrival of the Yamaha TY250 monoshock in 1983. All the other manufacturers saw the light, and by 1986, they had all gone ‘mono’ as well. In 1985, Honda introduced the RTL250, which was hailed at the time as being as close to perfection as possible. Lejeune and Steve Saunders’s factory Rothmans team got something even more special, but that is
another story. The RTL250 was a very limited-edition machine; for example, the UK got 10 per year. As the price was astronomical compared to everything else, they were intended to be given to dealer-sponsored experts or those with very deep pockets. Strangely, Honda was also producing the TLM two-stroke mono-shock range in capacities gradually increasing from 200, 220, 240, 250 and then to the final 260 version. These were actually pretty decent machines but, again, with limited imports to the main markets of Europe. They sold in large numbers in Japan and Asia. Spring 2021 • Classic Trial Magazine
Honda TLR • Comparison
Honda TLR 250.
Honda TLR 200.
TWIN-SHOCK TLR
The TLR200 and 250 were introduced for the 1984 season. They were still based on the humble TL125 four-stroke engine that had grown into the trail orientated 200 version, and the 250 for competition. Despite their relatively late arrival, they were still fitted with twin-shocks, and they seemed to be squarely aimed at the clubman market for those who still wanted a four-stroke. To my mind, Honda had the most extensive and most confusing trials model range possible! In today’s classic trials world, the TLRs are possibly the most modified and ‘flashy’ ride in the paddock. The level of investment and modifications could only be undertaken by the most committed of owners. I own a 200 version, which I rode for a couple of years a while ago without developing any emotional attachment in any way shape or form! I am much happier with my Yamaha TY175, thank you very much. Happily, I had the opportunity to test a 200 and 250 back-to-back. Both had been modified in very similar ways, whilst retaining most of the factory differences. The machines themselves have been assembled from some of the best upgrades available on the market and are a real credit to their owner.
DETAILED DIFFERENCES
Let us look a little more deeply at how the two models differ. On the surface, there is the obvious capacity increase and a smaller fuel tank on the 250. However, the changes are much more fundamental than that. To better understand the differences, we need to dig deep into the very comprehensive Honda factory service and repair manual. Classic Trial Magazine • Spring 2021
Two very well-presented modified Honda TLR models. In this test the 250 has the black engine and the 200 the silver engine.
CHASSIS
One of the most significant changes everyone seems to make to the 200 is the headstock angle and footrest position. The manual gives, for the 200, a caster angle of 26°30 and a trail of 86mm, whereas the 250 has a caster angle of 24°30 and a trail of 78mm, so already we find a substantial difference between the two. The headstock is standard on both test
machines, but the footrests have been lowered into identical positions. The only other major chassis difference is the fitting of the exquisite AJG Engineering aluminium swingarm to the 200 version. It is 20mm longer than standard and weighs almost 2,000g less than the standard steel version fitted to the 250. To create a more modern, upright riding position, both Hondas have billet top yokes. 17
Classic Competition • 1971
It’s a ‘White Out’ as the sheep invade the Gorgie Cattle Market in Edinburgh during the Weigh-in for the 1971 Scottish Six Days Trial on Sunday the 2nd May 1971. The day was enjoyed in the spring sunshine as friends old and new reunited for this annual highland event.
SCOTTISH SIX DAYS TRIAL
ONE LESS WINNER With news breaking late December 1970 that Sammy Miller would be retiring from mainstream trials meant there would be one less potential winner for the 1971 Scottish Six Days Trial. He would still be at the event but in the capacity of team manager for Bultaco. With six riders in two teams, he would have his hands full mind. In the Bultaco A-team were Geoff Chandler, Paul Dunkley and Malcolm Rathmell, and Alan and Martin Lampkin joined by Jim Sandiford in the B-team. Both teams would be riding the new 250 ‘Slimline’ Bultaco Kit Campeon models, apart from Paul Dunkley on the Sammy Miller-inspired machine. With no official entries from the once-mighty BSA, Mick Bowers and Ross Winwood rode their own machines. Also on show for the first time in the UK was the new Cota 25 model which was used by ‘Ace’ cameraman Nick Nicholls as paddock transport. Team Saracen had three riders proudly displaying its 125 model in its bright red colour scheme. What was missing from the Gorgie Cattle Market in Edinburgh was the lack of four-stroke noise; they were rare among the entry of 246 riders. Words: Classic Trial Magazine • Pictures: Brian Holder. Classic Trial Magazine would like to acknowledge the Trial Guru, John Moffat, for his input and assistance to help generate this feature.
Pictured is the Bultaco A team of Geoff Chandler, Malcolm Rathmell and Paul Dunkley with Sammy Miller second from right. Miller won this great event in 1962, 1964, 1965, 1967 and 1968 and, along with James Dabill, are the only two riders to ever win the event on two and four-stroke machines; Miller on Ariel and Bultaco, and Dabill on Montesa and Beta.
Some of the SSDT committee members, Kevin McColm, Jim McColm (SSDT Secretary), George F Simpson (E&D Chairman) and Geoff Smith (Clerk of Course) talk about the trial as the week progresses.
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Spring 2021 • Classic Trial Magazine
1971 • Classic Competition
This is the Bultaco B-team, with Jock Wilson on the left and the riders Alan and Martin Lampkin joined by Jim Sandiford. All three riders had ridden fourstroke BSA machines at some point in previous events with Alan ‘Sid’ Lampkin the 1966 winner.
Yes, it’s a UK manufacturers’ team entry from Saracen. On the left is Steve Wilson, team owner, David Brand, Jack Galloway and the ever-smiling Jon Bliss. Would you believe it, Sammy Miller, on an Italian Ducati at the Scottish Six Days Trial? This superb machine was the work of the late, great Peter Gaunt, a master engineer and fabricator when it came to producing trials specials.
The late, great and well-respected cameraman Brian ‘Nick’ Nichols carries the number One plate as the Montesa Cota 25 makes its official UK debut. It was the start of the official production of a machine to cater for the younger rider. The Cota 25 very much mirrored its bigger brother, the Cota 247.
Classic Trial Magazine • Spring 2021
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1971 • Classic Competition
SCOTTISH SIX DAYS TRIAL
MAGICAL MICK (AGAIN) In less than five years, who would have believed that there would not be a single machine powered by an engine from Great Britain in the top five at the Scottish Six Days Trial? As the Spanish armada of Bultaco, Montesa and Ossa continued to invade the UK shores ‘Magical’ Mick Andrews (Ossa) showed them all who was the boss with a superb clear victory for the second time in a row. Words: Classic Trial Magazine, Mick Andrews, John Moffat and Sammy Miller • Pictures: Brian Holder and Eric Kitchen
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Spring 2021 • Classic Trial Magazine
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Project • Bultaco Sherpa
INSPIRATION COSTA BRAVA
The idea for a twin-shock project started way back in November 2019 at the excellent Costa Brava Two-Day Trial in Spain. My wife, Dot, and I drove our van from our home in West Lothian to the Costa Brava with my Drayton-framed Francis Barnett, Martin Murphy’s Ariel 500, and Iain Duffus’s Drayton BSA Bantam. Martin and Iain flew to Spain. They met us at the hotel where we were staying, which also just happened to be the trial’s headquarters. I had never ridden the Costa Brava Two-Day before and, I have to say, it opened my eyes. The atmosphere, the organisers, the sections and the entertainment were all first class, including that of Classic Trial Magazine editor, John Hulme, and his wife, Jane. The array of beautiful machinery was just sublime, particularly the machines from Bultaco, Montesa and Ossa, immaculately prepared and being ridden where they were built. Having owned a Bultaco M199A back in the day and, of course, as always regretting selling the machine, I hatched a plan to complement my garage with a Bultaco which I would build in my own way. After all, I didn’t have an alternative twin-shock machine in the garage, just a Pre-65 — and that was enough to convince me. Article: Willie Robertson and Yoomee
A
fter arriving home from Spain, I went into hospital for prearranged hernia surgery. Suffering from some post-operation complications, the healing process took a little longer than I had hoped. At home, while recovering, I kept myself occupied by searching for a Bultaco project and found one close to home. Dot drove me to Ayrshire to inspect a Bultaco. As a starting point for my project, it was an ideal machine and did the deal for most of the Sherpa M159. The machine was quite rough, and this, of course, was reflected in the price. There was no point paying over the odds for one as it was going to be stripped to the last nut and bolt and completely rebuilt. 40
Costa Brava Two Day: A stunning selection of machines.
Costa Brava Two Day: Machines including Bultaco, Montesa and Ossa; immaculately prepared, and being ridden where they were built.
Spring 2021 • Classic Trial Magazine
Bultaco Sherpa • Project
Costa Brava Two-Day: A Bultaco being ridden in Spain – there is no better sight!
Willie’s dream machine.
LOCK DOWN
A few months passed, and my recovery was becoming slower, to the point where I honestly thought my trials career would be cut short. Would I become a restorer and not a rider? With determination and care, I started to feel like embarking on my Bultaco project. The pandemic lockdown was now in place, and my project would provide me with the ideal escape and some much-needed therapy. My perfect partner in crime and ever-loving wife, Dot, was my rock during the early stages of the project and did all my lifting and positioning of Bultaco parts before going to work or doing her other chores. If anyone wants a good welder’s mate, her welding skills are not the best, but she is pretty handy with the grinder; I can strongly recommend her! The first major hurdle was the frame, which looked pretty sad and was in a poor state. It had seen a lot of action and was too far gone to rescue. I researched the internet and found a Model 213 Alpina frame which looked to be in excellent condition. It looked the same, but more research told me it had a two-degree steeper steering angle than the M159. In my modern way of thinking, maybe it would be more suitable for the more recent era of twin-shock trials that I hoped I would be riding in. It also had a different steering lock system; the side panel brackets were in a different position. It also had the model 199 longer rear frame loop, but I couldn’t see any significant modification issues to put me off purchasing it. The frame was in my home in no time. For the miserly sum of £120, including delivery, it was a bargain in my eyes. I worriedly set about measuring and checking every angle and mounting point and Bingo! Yes, it would all work out fine.
You have to start somewhere!
FRAME MODIFICATIONS
I chopped the footrest brackets off, the side panel brackets and the steering-stop flat bar and shortened the top shock absorber mounting points to Sherpa model size. I fabricated footrest brackets to move them back 25mm and down level with the bottom of the frame rails. Lots of cutting and welding later, I had what looked very much like a model 199 frame but a fabricated aluminium sump guard instead of the mesh sump guard. The M199 was the last red Bultaco Sherpa produced; a look I wanted to base my machine. With the frame ready for powder coating, my attention turned to the swinging arm which was, of course, as you can guess, was a write-off. My good friend, and fellow Bultaco enthusiast, the Trials Guru, John Moffat, sent me a good useable M199 swinging arm from Inverness. I then set about bracing and repairing it where it was required. The position and length of the Sherpa steering-stops and the righthand-brake geometry mounting points were all measured and sent to me by John. He was so helpful and passionate during the whole project; I can never thank him enough for his ‘above and beyond’ approach to helping to make my twin-shock dream happen. Classic Trial Magazine • Spring 2021
What looks very much like a model 199 frame but with a fabricated aluminium sump guard instead of the mesh one.
Home fabricated footrest brackets were moved back 25mm and down level with the bottom of the frame rails.
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Norman Eyre • First Win
EYRE TIME VICTORY TRIAL 1961
Norman on the winning Triumph with the Victory Cup. Norman Eyre (350 Royal Enfield) 1959 British Experts Trial.
Think of a 16-year-old boy, a current youth A-class trials rider then rewind the clock to the 1959 British Experts trial. From Buxton in Derbyshire, Sixteen-year-old Norman Eyre competed on a huge lump of a machine on the single-cylinder four-stroke Royal Enfield — a real ‘mans’ machine having qualified for this prestigious event at such a young age. With more experience under his belt, we now travel forward in time to 18th February 1961 and the trade-supported Victory Trial. Norman, now 19, had moved to the smaller, and more agile, four-stroke 199 Triumph Tiger Cub which suited his riding style much better. He had some encouraging results and was finding his way on the national scene. Sammy Miller was the man to beat on the mighty 500 four-stroke Ariel (registration number GOV 132). He had won the first of his ACU British Trials Championships in 1959, a title he would hold until 1969. Words: John Hulme (Thank you to Tony Davis, Sammy Miller and Bill Wilkinson). Pictures: Eyre Family, Brian Holder and Yoomee archive A trade-supported event is very much selfexplanatory as motorcycle manufacturers and the trade supported the event. It allowed riders who were riding and using products from the manufacturers and suppliers to earn some money from bonus payments if they had a good result. The ‘trade’ supported seven events each year, and the Victory trial was one of them.
PRIVATEER
Starting at Church Stretton, a market town in Shropshire, Norman was riding as a privateer. He was a member of the Buxton and District MCC. His starting number was 55 in an entry of the best 128 solo riders from the UK. His father Len would
Classic Trial Magazine • Spring 2021
start at riding number 23 on a similar 199 Triumph. The favourite, Sammy Miller, would start at riding number 70. The event was blessed with some excellent trials riding weather after suffering from a covering of snow in the past. The entry set out to compete over a single lap, 34-mile course. Traditionally a low scoring event, the 1960 winner, John Draper (250 BSA), had only parted with four marks. As it happened at the end of the action in 1961, two riders would also finish on four marks lost each, Norman Eyre and Sammy Miller. The tie-break decider would have to be used to separate them, and it was Miller who would lose out; he had parted with a single mark in the second section of the day
Despite the passing of time the Eyre family still have the original riding number from the 1961 Victory Trial.
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Turning Japanese • Yamaha
GOLLNER SPECIAL YAMAHA
Yamaha is proud — and quite rightly so — to be the first Japanese motorcycle manufacturer to win the iconic Scottish Six Days Trial in 1974; but where did the story begin? Believe it or not, it was in Edinburgh, Scotland. Ralph Forbes was a garage proprietor from Edinburgh who also ran Northern Motorcycles in Eyre Place in the Scottish capital. The Yamaha model was a 250cc DT1. It was the first-ever Yamaha to compete in the Scottish Six Days. The machine was originally registered in the USA and was exported to Scotland before the 1969 SSDT. Roll the clock forward to the autumn of 1970 and the innovative motorcycle that Bob Gollner had his eye on was the new Yamaha trail-type enduro machine in the rapidly expanding American off-road market. A six-model range of machines included a 50, 90, 125, 175, 250 and a 360. Introduced in the USA, they were all labelled as Enduro machines. Bob’s motorcycle dealership was the first to import one of each model into the UK. When he cast his eyes over the 175 Enduro CT1.C model, it set the innovative engineering brain into overdrive. Words: John Hulme and John Moffat • Pictures: Alan Vines, Brian Holder, Eric Kitchen and Mick Whitlock
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Bob had the knowledge of what was involved in the production of a trials motorcycle, having built and sold the lovely Cheetah, Villiers engined trials models.
Spring 2021 • Classic Trial Magazine
Yamaha • Turning Japanese Under his very own Whitehawk trading name Mick Whitlock had built some of his own trials models, including this novel 175 BSA Bantam which used the frame as part of the exhaust system.
Mick Whitlock had fabricated a strong, lightweight frame for the Cheetah trials models.
A
t 34 years old Bob knew what was involved in producing a trials motorcycle, having built and sold the lovely Cheetah, Villiers-engined trials models. Due to the very high standard of workmanship, particularly in the fabrication of the frame, they proved very popular. At the time Mick Whitlock was becoming a recognised name throughout the motorcycle world for his craftsmanship. He was the man behind the steel tubular frame. Whitlock was a time-served apprentice coppersmith, going through the process as a teenager at Portsmouth dockyards. He had become friends with Bob Gollner as a teenager when he visited his motorcycle showrooms in the ‘60s, which led to the Cheetah association. Both Whitlock and Gollner enjoyed their weekends competing in trials on a wide variety of machines.
IT HAS POTENTIAL
When the six Yamaha models arrived from America, a second sense told him that it looked very much as if the 175 — actual engine capacity of 171cc — could be converted into a trials model with the potential to become a good competitive machine. Remember the BSA engine Gollner trials ‘Bantam’ models? The Yamaha was high on quality components and very ‘modern’ compared to the antiquated BSA. Do remember that the Japanese had moved into the motorcycle sector making serious in-roads to the ailing and once-mighty manufacturing of motorcycles in Great Britain. They had invested in superior engineering and manufacturing facilities as the English sat on their laurels with blinkered eyes. Bob assessed what could be used with the Enduro model as the donor. The front suspension, wheels and the Japanese engine came with a bulletproof reputation, so why not convert it into a trials competition machine? What was needed was a strong, lightweight frame as a starting point and so Bob turned to his friend Mick Whitlock.
This was the first Yamaha model to compete in the Scottish Six Days: a 250cc DT1. The machine was originally registered in the USA and was exported to Scotland prior to the 1969 SSDT.
FAG PACKET
After conversations with Gollner, a few measurements and sizes were written on the good old ‘fag packet’ so Whitlock could make a start on fabricating the frame. He chose the Reynolds 531 steel tubing for its lightweight but also had experience working with it on various other projects. It would be a duplex type with front downtubes and a cradle for the engine to rest comfortably in, with a rear frame loop for strength and a conventional swinging arm. Under the fuel tank, the top tube would be used to house the oil for the two-stroke pre-mix; once again, innovation is very best from a master frame maker. Mick Whitlock was soon in action, using the donor parts to make sure everything would fit into his new frame as he went along with the fabrication. In the ‘waste bin’ went the dual passenger seat, battery, lights and other unwanted accessories. The original fuel tank would be retained, and with the battery and dual seat gone, a larger volume air-filter box was built along with new side panels. Various other parts would be manufactured and fitted, such as the folding footrests and rear brake pedal and a nice compact sump protector. New trials-pattern steel tubular handlebars were fitted, but once again the quality control lever for the brake and clutch remained as did the throttle assembly. The steel wheel rims were fitted with Dunlop tyres on the 2.75 x 21 front and 4.00 x 18 at the rear to bring it in line with its competitors. Classic Trial Magazine • Spring 2021
Ralph Forbes, who was a garage proprietor from Edinburgh who ran Northern Motorcycles in Eyre Place in the Scottish capital.
55
Remembering • Chris Milner
CHESTERFIELD’S FINEST CHRIS MILNER
2012: Enjoying the Pre-65 Scottish.
Chesterfield is a large market town in Derbyshire, England, and was home to trials and motocross rider Chris Milner. Born on 1st January 1952, he is a quiet, extremely modest man who let his motorcycle performances speak for him before he passed away after a long battle with cancer on 25th September 2017. Before he succumbed to the disease, he made some notes to enable his story in motorcycle sport to be told. It showed courage and his desire to record his life as a sporting motorcycle rider for his children and grandchildren. His widow, Ann Milner, agreed to have his notes released to a wider audience — those who are motorcycle enthusiasts and the friends he made when competing in trials and motocross events over the years. Words: John Moffat and the late Chris Milner Photos: Colin Bullock, Malcolm Carling, Brian Holder, Eric Kitchen and Yoomee Archive
IN THE BEGINNING
Chris: “My interest in motorcycles started by my Dad. He took me to scrambles almost every weekend since I was ten years old; I really wanted to be a scrambler. When I was 12 years old, he bought me a 197 DOT to ride in our local wood. The DOT made way for an almost new Triumph Tiger Cub which we bought for £98. I started riding in trials from the age of 14 and managed to get a Saturday job with the 60
then Ossa importer Eric Housley at his Clay Cross workshop. I sold the Triumph to buy a new Cotton 32A and started getting results in the local club and centre trials. “Mick Andrews worked at Eric Housley’s and started to take me practising, and my results really improved. When the Ossas arrived, I was given the use of a demonstrator model and enjoyed the extra power. “In 1969, I started to do a few nationals. Eric
1968: It’s all action, attacking Hollinsclough in the Bemrose Trophy Trial on the Ossa.
Spring 2021 • Classic Trial Magazine
Chris Milner • Remembering
1969: A fine study in concentration on Callart Falls in the Scottish Six Days Trial.
entered me into the Scottish Six Days Trial and the Hurst Cup Trial in Northern Ireland. Dave Thorpe left Triumph and started riding an Ossa for Housley; he lived locally and offered to take me to Scotland. It was to be a very interesting trip – two motorcycles in the back of Hillman Imp van with the back doors open all the way to Edinburgh!”
ROMANCE
Chris met his wife Ann by chance the same year when he was 17 years old. Ann was 16. Accompanied by a friend, Ann went to the Chesterfield supporting riders’ meetings to socialise. After a few meetings, Chris eventually asked Ann out on a date but trials riding was still the main priority. Chris: “In 1969, Dave Thorpe had a much earlier number than I did for the SSDT, so he arranged for me to go to the start at Gorgie Market with John Hemingway. Unfortunately, my riding gear was in Stephanie Wood’s van, and she had left to follow Dave over the Forth Classic Trial Magazine • Spring 2021
1970: Going for a steadying ‘dab’ on the Ossa on the rocks at Edramucky.
Bridge. I was left at the start with no riding gear or tools. Luckily, other riders came to my rescue with their spare gear, although some did not fit me very well. I somehow managed to finish the first day in second place behind Don Smith. The next job was to find my riding gear! I managed to track it down to the Station Hotel, where a lot of the Yorkshire lads were staying. They bought me a few pints to celebrate my first day’s result, but I was not used to drinking. I was a bit rough the next day, and my results slumped down to around 13th place. I ended up finishing
the week in 50th position. “The next year, I rode the Ossa again in Scotland, finishing in 48th position. Around this time, I also got to ride in my first scramble on an Ossa; unfortunately, it ended badly, with me waking up in Darley Dale Hospital. “When I eventually managed to persuade my Dad to let me have another go, we bought a new 250 Greeves while still riding the Ossa in trials. Then Eric Housley lost the Ossa importership to Peter Fletcher and Alan Kimber, who had set up OSSA UK. 61
Showtime • Milan
ON SHOW IN MILAN
TWIN-SHOCKERS Pictured right with me is Raffaele Gallieni from the 2019 Italian FIM Trial World Championship round. You may have seen that he has been around the trials scene for many years like myself. In a recent email communication with Raffaele, he said he would send me some of his older pictures from the famous Milan Motorcycle Show in Italy. When they arrived, I was over the moon; it was a true ‘wind-back’ of the clock when the Italian motorcycle industry moved in force into the trials world. It’s more of a pictorial look at the show, but historically, the pictures were too good not to use. Words: John Hulme • Pictures: Raffaele Gallieni
I
have a passion for Italian motorcycles, having ridden both SWM and Moto Gori machines during my trials career. Off the back of my involvement with these two brands of machines, I established wonderful friendships with many riders from around the world and still keep in touch with them today, including some of the ‘Top Brass’ and famous riders from SWM. In particular, I’m in constant contact with Bernie Schreiber. He writes a column for our sister publication Trial Magazine. On my many trips abroad, I still contact Danilo Galeazzi from Italy, Gilles Burgat and Charles Coutard from France, and the Italian SWM trials team manager, Pietro Kuciukian.
MONTESA
Still, on a roll after the tremendous global success of the Montesa Cota 348, they presented the new Cota 349. It was slightly longer, with an extended wheelbase to its predecessor, and more powerful, to suit the more challenging conditions found in the FIM World Championship events. It still featured the easy access to the carburettor and air filter system, whereby releasing two rubber straps at the rear the whole tank cover could pivot up from two locating points at the front. Riding a very similar machine, Great Britain’s Malcolm Rathmell would win the Scottish Six Days Trial, the first for this Spanish manufacturer, and the ACU British Trials Championship.
MILAN SHOW
This iconic Italian Motorcycle Show, Pre-Covid-19, was still the ‘one to go to’ with all the major players in the trials world showing their products. Now titled the EICMA, the 2018 show attracted over half-a-million visitors and more than 1,200 exhibiting brands.
1979
TRANSAMA
MOTO GORI
Green was go for Moto Gori. At the close of the ’70s, the Italian motorcycle manufacturers were starting to take the trials world more seriously. It was very much a new field of business in which they were starting to explore. A move from Sachs engine to the Austrian Rotax would be made in its off-road range. The trials model was an SWM clone, but so was the new BPS trials model in France. After a slow start, Moto Gori would gather momentum and expand into both Enduro and Motocross. It gained a good reputation for building bullet-proof machinery. 66
Of all the trials machines to come from Italy during the 1970s and 1980s — the twin-shock era — this Hiro engined Transama 320 is certainly one of the most original. It was built by Luigi Maltry, a Swiss technician who incorporated a number of radical solutions to the trials motorcycle which created this very interesting machine. Much better known for its Motocross and Enduro, the Transama 320 is one of those rare machines that didn’t have much success in competition or on the sales front. This red model is the prototype.
“…the Transama 320 is one of those rare machines that didn’t have much success in competition or on the sales front.” Spring 2021 • Classic Trial Magazine
Milan • Showtime
APRILIA
Along with so many of the new breed of Italian manufacturers wanting to break into the trials market, they did not have the financial resources to develop their own engine, so the donor power plant was the Sammy Miller developed Hiro two-stroke. It had the usual mixture of Italian suspension and wheel components, which, at the time, were so popular and easy to access. In truth, they all worked very well. Once again, the trials market was a new area of off-road for Aprilia, and this model proved not to be very popular.
MONTESA
For the more adventurous who wanted more power, the ‘White Wonder’ Montesa Cota 349 was also offered as a conversion, using the attached caterpillar at the rear and the single ski at the front for steering! Something tells us that this looks, shall we say, challenging to ride.
1981
ITALJET
BPS
We maybe need the help of the readers to identify this BPS. Mentioning earlier, BPS cloned other manufacturers’ machines and used a trading license to sell their rebranded machines in France. Maybe it’s Cagiva based?
In the trials world, all eyes were on the new Italjet ridden by the 1979 FIM Trial World Champion from the USA, Bernie Schreiber. He had made the shock move from Bultaco mid-season 1980 to the new Italian Italjet. After two non-points-scoring rides, he then won the last four world rounds in the process. It was a ‘new’ machine, a green Bultaco in many ways, but using a new design Italjet engine, which initially used a Bultaco cylinder head and barrel. Delays with the supply of components had affected the new machine’s production, but it was now ready for the buying public.
SWM
FANTIC
Only in Italy, a country known for engineering strange ideas, this caterpillar device was offered at the show as a fitment to the Fantic 200 model. Classic Trial Magazine • Spring 2021
Most certainly on a roll with French rider Gilles Burgat, SWM had won the 1981 Scottish Six Days Trial and the FIM World Trials Championship. Using the very reliable air-cooled single-cylinder Rotax two-stroke engine, Burgat was the revelation of the season. The SWM was evolving all the time, so why change a winning formula! The new model in this picture only features cosmetic changes and is based around Burgat’s winning machine. As history records, the French rider moved to the rival Italian manufacturer Fantic for the 1982 season. 67
Best of British • Walwin
WALWIN MOTORCYCLES BUILT IN BRITAIN
The world of Classic Trial Magazine and motorcycles continues to amaze me. I wrote this article after making contact with Ross Winwood. As mentioned on occasion, my father was an Automotive Instrument Fitter in the Research and Development facility at Ferodo Brake Linings based at Chapel-en-le-Frith in Derbyshire for most of his working life until he retired. As part of his job, he would visit other automotive suppliers in the ‘hub’ of the automotive world in Great Britain, the Midlands. One particular manufacturer was Girling Brakes at Tyseley, Birmingham, where he would become friends with a certain Ray Winwood, the Development Garage Manager, and Ross’s father. Their common interest was motorcycle trials. I vaguely remember my father, Ron, coming back from one of his trips and talking to me at a very young age about this man he knew who helped his two sons build trials motorcycles, but that they looked very different. At one of the British Experts trials in the late ’60s, we would first see a Walwin trials motorcycle. Unbeknown to me at the time, this is where I would meet Ross Winwood for the very first time. Words: Ross Winwood, John Hulme and John Moffat Pictures: Brian Holder, Bob Currie, Winwood Family, Alan Vines and Eric Kitchen
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Spring 2021 • Classic Trial Magazine
Walwin • Best of British
1966 SSDT: Ross starts his first ‘Scottish’. In 1962 they designed a completely new duplex frame to house the BSA C15 engine. 1966 SSDT: Mike fights to keep forward motion.
R
oss Winwood’s grandfather, Walter, had a company called Walwin Engineering which his father, Ray later took over. Ray was a toolmaker and designer and ran the company until the late ’50s when the company closed down; he then secured a Development Garage Manager position at Girling Brakes. In his younger days, he rode in Grasstrack events on various specially built machines using Rudge and other engines. Len Vale-Onslow was a long-time friend and collaborated on a number of machines at that time. Apart from his interest in motorcycles, he also competed as a passenger in car trials with Ron Kemp. He was responsible for tuning engines for their car design and build. His wife, Gwen, was heavily involved with the midland Centre ACU and, as a family, they ran events for the Kings Norton MCC and later for the Birmingham MCC, for which Ross was the club captain in the late ’60s. Ross has a brother, Mike, who is four years older than him. When he was 16 years old, his father built what was perhaps the first Walwin trials motorcycle using an Ariel HT350 engine in a home-built duplex frame. He rode it in the Midland Centre trials and one Scottish Six Days Trial.
Walwin also produced scrambles machinery, this is a tasty looking BSA.
EARLY DAYS
Ross: “The history of Walwin motorcycles goes back to when my father built his own grasstrack machines in the ’30s and ’40s; however, my history began in the late ’50s. “In 1957, my father, Ray, built a duplex frame to house an Ariel HT engine for my brother Mike’s first trials machine when he was 16 years old. My first trials motorcycle came in 1961 when I too turned 16. It was a standard four-stroke BSA C15T. Over the late ’50s and early ’60s, apart from the Ariel frame, we used frames, engines and ancillaries from other motorcycles to
These machines were ridden by Mike and Ross with some success until they retired from scrambling in the early ’70s.
Classic Trial Magazine • Spring 2021
Standing proud: the BSA Walwin scrambles machine.
Ross ‘Back Marking’ at the 1968 British Experts trial on the Walwin BSA.
73
Super Shop • Comerfords
LOOK FOR COMERFORDS PART ONE
One of the best-known sporting dealers in the United Kingdom was undoubtedly Comerfords Limited of Thames Ditton, Surrey. They were very much sporting dealers in the true sense of the word, with employees openly encouraged to compete in a variety of sporting events at the weekend and earn a livelihood during the working week. Many former employees were more than happy to recount the days when they worked at the Surrey dealership for our article. It was much more than a motorcycle shop. Comerfords Ltd also inadvertently spawned a plethora of motorcycle businesses in the Surrey County, set up by former employees. Comerfords have now gone from Oxford House, Portsmouth Road, but not forgotten – well not quite! Read on to discover what really happened, from the people that were there. Words: John Moffat (Trials Guru) with the cooperation and contribution from Bernie Schreiber, Alan Lampkin, Clive Dopson, Dave Renham, Derek Cranfield, Steve Saunders, Dave Thorpe (Trials), Dave Thorpe (Motocross), Colin Boniface, Carly Miller, Vic Allan, Roger Davy, Liz Argent, Steve Wilson, Gary Wright, Yrjo Vesterinen, Paul Slark and John May. Pictures: Dave Campling, Malcolm Carling, Mike Rapley, Eric Kitchen, Brian Holder, Mauri/Fontsere Collection and the Giulio Mauri Copyright, Alan Vines, Yoomee Archive, Bultaco, Bernie Schreiber Collection and Paul Bennett.
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Spring 2021 • Classic Trial Magazine
Comerfords • Super Shop 1966: Pictured right is 90 secondhand machines listed for sale at Comerfords’ ‘Super-Shop’.
1965 SSDT: You can feel the ‘four-stroke sensation’ as Jock Wilson stays feet-up on the Ariel. He purchased 786 GON as it was cheaper than its famous stablemate GOV 132.
I
n 1925, AET ‘Teddy’ Comerford set up in business at Pease Pottage in West Sussex to sell and service motorcycles. The premises consisted of an old stable, but that did not deter Mr Comerford, who was a bit of a character, to say the least. He was a jack-of-all-trades, ranging from freelance salesman to racehorse owner to sporting motorcyclist, having raced a Rudge at Brooklands pre-war. Teddy Comerford’s ancestors were part Irish; in fact, the name from Gaelic Irish is derived from ‘Cumascach’, meaning a ‘mixer’ or ‘confuser’.
THE EARLY DAYS
Teddy Comerford spotted a butcher’s shop that was closing down in Thames Ditton, so the business moved to new premises, and Teddy took on his first employee: engineer and enthusiast Bob Winter, who remained at the firm for 47 years, finishing up as Managing Director.
1965 SSDT: Reg May was one of the first to own a Bultaco Sherpa T when they arrived in early 1965, just in time for the ‘Scottish’.
Classic Trial Magazine • Spring 2021
Over the years the firm purchased all the adjacent properties and those across the Portsmouth Road, which consisted of shops, houses and a row of cottages. The long site slowly morphed into the Portsmouth Road Empire of Comerfords. Such was the commitment of all branches to motorcycle sport, in 1930, Comerford built a batch of 300 purpose-built speedway machines — a sport that had started in Australia and was brought to the UK. Designed by George Wallis, the machine was spawned from local rider Les Blakeborough’s successful Cotton machine, which Comerfords supplied. The ‘Comerford-Wallis’ Special retailed for £80 and was fitted with a tuned 500cc JAP engine, exactly right for ‘cinder-shifting’. As the firm grew, Teddy Comerford formed the private limited company in April 1936 registered as simply ‘Comerford’s Limited’, and it was to be known as such until the shop closed in 1989.
1966 SSDT: An early Comerfords employee in his trials career was Gordon Farley. Here he fits the riding numbers to his ‘Tiger’ Cub.
79
www.honda-rtl-tlr-trialsart.co.uk Contact Gary: 01234 741800 Email: gary@rockshocks.co.uk
NEW!
TRIALS MODELS A SUPERB GIFT FOR
ANY TRIAL ENTHUSIATS From Spanish model manufacturer, TrialReplic, in association with Yoomee, present its range of 1:6 scale size replica trials motorcycles exclusively for sale in the UK. TrialReplic is a family business that was created out of a passion for our wonderful sport of motorcycle trials. The company is dedicated to the manufacture of 1:6 scale replicas of motorcycle trials models, using both metal and plastic materials in their production.
Honda RTL RED
We all remember the winning years of this machine in the hands of the FIM World Trials Champion Eddy Lejeune from Belgium and ACU British Trials Champion Rob Shepherd.
Ossa Mick Andrews Replica
This Mick Andrews Replica model is a fitting tribute to the man who developed the Spanish Ossa, ‘Magical’ Mick Andrews.
The current model range includes Honda, Montesa and Ossa. More models are lined up for the future. Sold as display models for the collector, they make the perfect gift for the motorcycle trials enthusiast. Get yourself along to the website: www.yoomee.co.uk and start collecting these exciting models or call: 01663 749163 for more information. Each model is priced at £69.99 including FREE P&P.
Honda TLR
Very much a part of the classic trial’s scene in the modern world, this machine, the Honda TLR is the starting point for many of today’s highly modified four-stroke machines.
Montesa Cota 247
With a long sporting history of over 75 years the Cota 247 is the trials model that put the name of Montesa on the road to its worldwide trial’s success.
Honda RTL WHITE
In the USA, the four-stroke RTL ‘Team’ machines carried this white and red colour scheme as ridden by the late Marland Whaley.
Cota 247 Ulf Karlson Replica
A fitting tribute to the man that this Montesa replica model is named after, Sweden’s Ulf Karlson who gave Montesa early European success.
ORDER YOURS TODAY! www.yoomee.co.uk/product-category/trialreplic or call: 01663 749163 TO ORDER OVER THE PHONE Yoomee Ltd, 48 Albion Road, New Mills, Derbyshire, SK22 3EX
Conversion • Whitehawk
WHITEHAWK
YAMAHA TY 80
It never ceases to amaze me how just one man and his ideas can impact the world of motorcycle trials. In this regard, Sammy Miller always springs to mind, when he changed the world of trials forever with his move from the four-stroke Ariel to the two-stroke Bultaco in 1965. In my opinion, this is still the biggest ever gamechanger in the sport, relating to machines, that in effect put the first of the nails in the coffin of the once-mighty manufacturing of trials machines in Great Britain. In truth, it happened because they would not listen! In my 60 years on this planet, I have learned that if somebody wants to give you advice, listen – you may not follow it, but always listen. Sammy Miller went to the Bultaco factory, and they listened, which brings me nicely around to Mick Whitlock. Producing 25 more-or-less hand-built Beamish Suzuki frames a week with his small team of workers in the late ’70s brings its own respect. It made the motorcycle manufacturers sit up and take notice. So does the start of this article on the conversion of the world-famous Yamaha TY 80 into the Whitehawk; would you believe it was 40 years ago! Words: John Hulme and Mick Whitlock • Pictures Malcolm Wells, Mike Rapley, Whitehawk Engineering and Yamaha
88
T
The Yamaha TY 80 was the introduction to trials for many young riders.
he ACU Youth classes were still in their infancy in 1979 when Mick Whitlock was out watching two of the Southern Centre’s top adult riders at the time, Chris Sutton and Dave Clinkard, having a break in a practice session. Both riders were in the Beamish Suzuki Trials Team, and Mick knew them very well, having followed them through the youth classes into the adult trials world. Dave’s younger brother, Andy, was on his summer holidays from school and took every opportunity to watch and learn and go practising. He had been riding in trials for two years and, at the age of 11, he was leading the ACU C Class British Championship on his Yamaha TY 80. It was a casual remark from Chris Sutton to Mick Whitlock about how Andy was outgrowing the TY 80: “Maybe you should look at making a frame kit for the Yamaha TY80 as the riders grow — maybe a conversion kit like you Spring 2021 • Classic Trial Magazine
Whitehawk • Conversion
Is this the ultimate TY 80? The Whitehawk conversion.
have produced in the past for the Ossa and Sammy Miller’s Bultaco”. The seed was planted in the innovative brain of Mick Whitlock. Maybe Chris Sutton was right in his thinking. The Yamaha TY 80 had introduced a huge, broad spectrum of young riders to motorcycle sport but there was no upgrade available.
SUMMER 1979
Mick Whitlock’s summer of 1979 would see a new dawn emerging as he used his vast experience of frame building to build the first Whitehawk TY 80 conversion. A standard Yamaha would be the donor machine. He would still use the original bulletproof Yamaha engine, front and rear suspension, wheel hubs, fuel tank and other suitable cycle parts. Into the bin would go the standard frame, swinging-arm and wheel rims. It was quite interesting to note when speaking with Mick that the frame and swinging-arms went into a quarry scrap-metal hole in the ground and the wheel rims were recycled. The new frame and swinging-arm was fabricated in Reynolds 531 tubing and carried the trademark Whitlock attention to detail in the way. It was put together and then chrome plated for a durable finish. The new frame incorporated new spring-loaded footrests, rear brake pedal and rod, a stronger rear chain tensioner arm and an aluminium sump shield protector. The cumbersome under-engine side stand located on the frame had been moved to the opposite side and was now mounted on the swinging-arm.
Batches of 20 machines would arrive from Fowlers of Bristol to be completely stripped down.
Looking good: the very first prototype.
Attention to detail: a Whitehawk trademark included a nice glossy brochure.
This brochure shot gives you the full picture of how professional the converted machines were.
Classic Trial Magazine • Spring 2021
89
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
2T-OFFROAD Tel: 01592 772867 Email: trials2t-offroad@hotmail.com Web: www.2t-offroad.com Location: Kirkcaldy, KY1 4DE
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
BIRKETT MOTOSPORT Tel: 01229 716806 Email: nigel.birkett@talk21.com Web: www.birkettmotosportukltd.co.uk Location: Broughton in Furness, LA20 6EZ
RAS Tel: 01487 711720 Email: andrew@rassport.com Location: Brighouse, HD6 1LH
TRIALENDURODIRECT Tel: 01298 766 813 Email:sales@trialendurodirect.com Web: www.trialendurodirect.com Location: Buxton, SK17 9JL
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
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Spring 2021 • Classic Trial Magazine
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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
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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
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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. £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
Spring 2021 • Classic Trial Magazine
In the world of Trials • Superstore
GREAT GIFT IDEAS £9.99 FOR ANY ENTHUSIAST FROM ONLY
EACH INCL. FREE UK P&P
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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 744766 or email england@trialmag.com 01 DVD: 2019 Classic Review 02 Motorcycle Retro Replay Magazine 03 A Complete Guide to Motorcycle Trials 04 Motorcycle Competition Scotland 1975–2010 05 Classic Trial Magazine Protective Binder 06 Classic Trial Magazine Drawstring Gym Bag 07 Lochaber Scottish Six Days Trial 1909–2011 08 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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VISITED OUR ONLINE SHOP AT TRIALMAGUK.COM? Classic Trial Magazine • Spring 2021
97
#take it to the line
CHRIS KOCH -
KIA NATIONAL TWINSHOCK CHAMPIONSHIP HILLSBOROUGH