MOTORCYCLE • CYCLE • SIDECAR • CLASSIC • COMPETITION • FEATURES
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INTERNATIONAL
SSDT 1981 MY WORLD
Summer 2021
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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
Front Cover: Gilles Burgat (SWM-FRA). Picture Credit: Toon Van De Vliet Summary picture: 1981 SSDT, Giovani Tosco (SWM-ITA). Credit: Toon Van De Vliet
Summer 2021 • Classic Trial Magazine
Trial Magazine• Welcome
WELCOME
FEATURES
INTERNATIONAL 1981 SSDT
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SPORT 2021 36 Rockshocks Championship
PROJECT
42
SUPER SHOP
54
REMEMBERING
66
BEST OF BRITISH
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MY WORLD
78
Honda TLR 200
Comerfords Part 2 Manuel Soler Scorpion
Clive Dopson
FLASHBACK 1971 88 Colmore Cup Kickham Trial
MEETING
Fantic - Austria
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Classic Trial Magazine • Summer 2021
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News • The world of Classic Trials
COMAS TRIAL IN THE UK
Richard Timperley, well-known trials rider and owner of the Camio Moto trials shop, has added a separate arm to the business as the importers of all Comas trials products. A move to new larger premises in Chesterfield, Derbyshire, has allowed Richard to expand his business and have the room to open up other areas of opportunity in the trials world, including classic clothing. Richard would welcome any trade enquiries from dealers who want to stock the Comas trials products. He can be contacted on 01246 792033. To view the Comas range of products, go to the website: www.comastrial.com
TRIAL MAGAZINE
We know you all love Classic Trial Magazine, but you may not know that our sister publication Trial Magazine. It also carries some really excellent retro and classic trials reads. Compared to Classic Trial Magazine, which is available only on subscription, Trial Magazine can be found in most major WH Smith branches and other retail shops in the UK and certain outlets around the world as well as also being available on subscription at: www.trialmaguk.com
MAGAZINE SUBSCRIPTIONS As we focus on the roadmap out of Covid-19, we can only apologise for the delay in the delivery of the magazine to our valued overseas customers. However, we are told this situation will improve, so we kindly ask everyone to be patient if you are not receiving Classic Trial Magazine as soon as you used to. In the meantime, check out the new ‘Snood’ design for all first-time subscribers!
TRIALENDURODIRECT If you are looking for some clothing bargains, look no further than www.trialendurodirect. com who are making way for the latest designs from Mots and S3. If you are not sure about sizes and fitting, you can go along to their headquarters at Buxton in Derbyshire to try on the riding kit that meets your requirements and make sure you are happy with your purchase. www.trialendurodirect.com
INMOTION
With a reputation second to none as a reliable, quality supplier of a wide variety of parts for those twin-shock and retro rebuilds, InMotion has now added a wide selection of new front fork stanchions to complement the rear OZO shock absorbers they supply. Produced to a high standard of engineering, the stanchions are now available and in stock to fit the following machines: Bultaco Sherpa, Fantic and SWM Marzocchi, Honda TLR 200 and 250 RTL 250, Yamaha TY80, 175, 250 and 250 monoshock models. They are priced between £99 and £135 per pair, depending on the fitment application.
Also introduced to its spare parts inventory is the new ‘Zorro’ aluminium, un-braced 5.5” rise trials handlebars to fit all models, priced at £30.
TAKE NOTE
As we welcome the return of trials competitions and the unfolding road map out of the dreaded Covid-19, we ask everyone attending events to take note of the organiser’s instructions. These are for everyone’s benefit to enjoy our sport following the government guidelines put in place to protect us all from the deadly virus. Remember our sport is run by a huge number of volunteers who need to be respected at all times. Organisers and in particular the secretary of the meetings also ask riders to ensure they are entering in the correct machine class, if in doubt ask before entering and not after.
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Summer 2021 • Classic Trial Magazine
WHEN THE GOING GETS TOUGH!
THE TYRE OF choice for the toughest AND wettest terrain! Grip and strength Adapted to suit all terrain, it’s been the choice of both pros and amateurs for many years. Light and flexible A light, flexible tyre for ease of handling and secure grip. To discover the MICHELIN Trial range visit: www.michelin.co.uk/motorbike
Trials Guru • John Moffat
TRIALS GURU
NO SCOTTISH, NO PROBLEM It goes without saying that many trials fans missed their annual ‘Sporting Holiday in the Scottish Highlands’ this May when the SSDT was cancelled for the second year in succession due to the Covid-19 pandemic. Not to be outdone by a virus, negotiations with the local community radio station in Fort William, Nevis Radio, began back in January to host a week-long breakfast programme sponsored by Michelin and Trial Magazine dedicated to the trial that annually brings £2 million to the local economy. It was important to send out the right message to local people that the Scottish Six Days would return in 2022, but what was needed to achieve this? Words: John Moffat • Picture: Yoomee 2019 SSDT
S
imple: talk about past events, starting with 1961 (which is 60 years ago!), then 1981, 1991, and so on, but the shows had to be of interest to a broader audience, as many listeners live and work in Lochaber. To this end, every morning, we highlighted the local riders who rode in the featured years. The plan was to invite selected former riders and winners for 1961 that was, of course, Gordon Jackson, now 89 years of age and living near Bordeaux, in France. Fortunately, I had Gordon’s mobile number to hand, so I called, and he was delighted to be asked. I was honoured to interview him live on the radio once again, having done so in 2011 at the Centenary SSDT for Nevis Radio. What an absolute gentleman GL Jackson is. He was most helpful and courteous, very much a ‘Kentish Man’ and competitor of the old school. The listeners absolutely loved him too. More personalities and guests were contacted, and the list grew, with local ace Gary Macdonald — the only Scot to come close to winning the SSDT in the last 86 years — followed by Gilles Burgat, who joined us from the French Alps, Bernie Schreiber from Switzerland, Dougie Lampkin MBE, MTB ace Steve Peat, Steve Saunders and Alexz Wigg. All these men are either past winners or competitors in the most important and unique event in the world of trials. The dialogue was varied and carefully planned to bring out the facts and stories of the Scottish. It was rounded off perfectly by the most famous trials rider of all time, Sammy Miller MBE, who took time away from his workshop on the 10
Friday to speak to the people of Fort William. There were other guests from the ‘trade’ who joined us to share their knowledge, but without doubt, the people that the listeners wanted to hear were the SSDT competitors and winners. They all brought a variety and wealth of knowledge, and it was an honour and a privilege to be able to interview them all live on Nevis Radio. Even although the SSDT was not happening on the ground, it was still on trials riders’ lips and, most importantly of all, it spelt it out that the ‘Scottish’ would be back! Summer 2021 • Classic Trial Magazine
Dedicated to the Sport www. trialsguru.net Photos, articles, news recording the history of trials.
/trialsguruworld
Shopping • What’s new
WHAT’S ON YOUR SHOPPING LIST? S3 CARBON FORK PROTECTORS
Various Colour Ways Various Model Fitments Web: www.trialendurodirect.com Web: www.s3parts.com
S3 RETRO CLASSIC FRONT PIPE
Titanium with Performance Web: www.trialendurodirect.com Web: www.s3parts.com
MOTS ZONE 02 RIDING BOOTS Various Colour Ways Web: www.trialendurodirect.com
APICO HEBO SENTINEL JACKET APICO HEBO TRACKER CARGO PANTS Jacket: Red and Black • Pant: Black Web: www.apico.co.uk
APICO HEBO ZONE 5 H-TYPE HELMET Various Colour Ways Web: www.apico.co.uk
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APICO HEBO TEAM MONTESA Web: www.apico.co.uk
COMAS CT 01 HELMET Various Colour Ways Web: www.comastrial.com
WÜLFSPORT IMPACT HELMET Various Colour Ways Web: www.wulfsport.com
Summer 2021 • Classic Trial Magazine
What’s new • Shopping
YOOMEE REPLICA MODELS Honda Montesa Ossa Web: www.yoomee.co.uk
S3 ‘POWER’ GLOVE
Titanium with Performance Web: www.trialendurodirect.com Web: www.s3parts.com
TRIAL MAGAZINE ISSUE 87 Six issues a year Web: www.trialmaguk.com
COMAS TRIAL SHIRT AND PANT Various Colour Ways Web: www.comastrial.com
PUTOLINE ACTION FLUID Air Filter Care Web: www.neodistribution.co.uk
TIMBERLAND SHEDS
All styles, shapes and sizes Supplied Web: www.timberlandsheds.co.uk
Classic Trial Magazine • Summer 2021
BOOK CELEBRATING MONTESITA Web: www.montesitas.com
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International SSDT • 1981
SCOTLAND IN MAY
SCOTTISH SIX DAYS TRIAL
Who would win the 1981 Scottish Six Days
Belgium’s Eddy Lejeune on the four-stroke Honda was leading the FIM World Trials Championship but was a ‘No-Show’ at the SSDT.
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Trial?
Parc Fermé performers included an eventual SSDT winner many years later, Dougie Lampkin in the blue, with his younger brother Harry.
Summer 2021 • Classic Trial Magazine
1981 • International SSDT
Martin Lampkin gets the low-down from an interested spectator as older brother Alan works on his SWM.
MEN AND MACHINES
Margaret holds the umbrella as husband John E Shirt’ fettles’ the Majesty Yamaha for his rider Rob Shepherd, who watches on.
For any motorcycle trials enthusiast globally, the first week in May, Scotland is the place to be. In 1981, it was still a significant draw for manufacturers, riders and spectators as they all arrived in Fort William — the home of the Scottish Six Days Trial. Despite the addition of the 15% Value Added Tax which pushed the entry fee up to £57.50, a full house of 280 riders embraced the opportunity to challenge this legendary event. It was by no means the club’s fault the Treasury stated all clubs with a turnover of more than £13,500 must pay the dreaded tax, and the Edinburgh and District Motor Club fell into that category. Words: Yoomee, Toon Van De Vliet, Mike Rapley • Pictures: Steve Bird, Norman Eyre, Eric Kitchen, Toon Van De Vliet, Mauri/Fontsere Collection and the Giulio Mauri Copyright, and Yoomee Archive Times were rapidly changing in the trials world. On the continent, the contagious rule of ‘stop for a five-mark penalty’ was being challenged with a new generation of riders. Many would pull the clutch in to manoeuvre rider and machine into position, but in doing so, were still not awarded the dreaded ‘Five’. To suit this new style of pivot turn and ‘Bunny Hops’, to allow better positioning in the hazards, the machines were also under scrutiny and development for the needs of this new breed of rider.
OLD GUARD
Since way back in 1970, when Mick Andrews won on the Ossa (and again in 1974 and 1975 on the Yamaha), the ‘Old Guard’ of riders who previously won the event, including Malcolm Rathmell (1973 on Bultaco and 1979 on Montesa), Martin Lampkin (Bultaco 1976–1978), and Finland’s Yrjo Vesterinen (Montesa) who had taken the first foreign rider win in 1980, still ruled the sport. Manufacturers still valued the win at the SSDT to prove their products’ reliability; new ones had arrived from Europe and Italy in particular. Spain was still leading the way, but the Italians and the Japanese were challenging them. The government regimes in Spain had left the manufacturing sector of motorcycle production in ruins. New riders making the headlines in the sport included the 1979 FIM World Trials Champion Bernie Schreiber (Italjet-USA) and Eddy Lejeune (Honda-BEL).
Japan’s Kiyoteru Hattori changes the front fork oil on his 360cc four-stroke Honda.
Classic Trial Magazine • Summer 2021
Of the potential winners, ‘Vesty’ had moved back to his beloved Bultaco, and Rob Shepherd had moved from Honda four-stroke power to the two-stroke Majesty Yamaha. Despite Schreiber not riding, Italjet would still have machines in the entry for the first time, and Spain’s Jaime Subira would ride the developmental 221cc, 240 model Fantic. In the manufacturers’ team race, Fantic had three teams, with two each from Italjet, Majesty Yamaha, Ossa and SWM, whilst Bultaco and Montesa had one each. Many riders had overlooked a change in the rules regarding the riding numbers. They could be made from plastic in previous years, but now the organisers insisted on them being metal. Any form of steel was now like gold dust in Fort William as the riders finally presented their machines for scrutineering and secure parking in the ‘Parc Ferme’ paddock.
WORLD CHAMPIONSHIP
Winning the FIM World Championship title was now an even bigger priority for the manufacturers, taking some of the prestige away from the SSDT. Both Schreiber and Lejeune were missing from the SSDT, deciding to focus their attention on the WTC. It was still a strong entry, though, and picking a winner would be difficult. A strong presence of manufacturer teams came from Italy with Fantic, Italjet and SWM, with riders to match. As the opening four rounds of the world championship closed, the leader was Eddy Lejeune in front of the 1980 champion Ulf Karlson (Montesa-SWE). After five rounds, the ACU British Championship was the same story, as the WTC as Malcolm Rathmell (Montesa) also held a similar 12-point lead over John Reynolds (Beamish Suzuki). Who could predict a winner in Scotland? As we are about to find out, a young SWM rider from France would come in under the radar.
Would you ever believe that Bob Collier would even think of getting around the Highlands for six days on his home-built special? The power came from a twin-cylinder Triumph Tigress engine.
A winner from 1970–1972 (Ossa), 1974 and 1975 (Yamaha), Mick Andrews would start his 20th SSDT. It would only last for the opening group of hazards at Ben Nevis before he retired with back problems.
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35
Sport • Rockshocks Championship
ROCKSHOCKS CHAMPIONSHIP
UP AND RUNNING
Alan Brown (Triumph)
With the roadmap from this terrible pandemic now open and following the path to recovery, it allowed the engines in motorcycle sport to restart in late May for us all to enjoy in the Peak District National Park. It was the running of the first round of the 2021 National Rockshocks Classic Trials Championship at Offerton Hall, Hathersage near Sheffield, at the Merle Morewood Peak Trial. Once again, the sound of two wheels moving could be heard, much to the delight of everyone who attended. Under the experience from the organisers Sheffield & Hallamshire MCC, a packed entry of more than 200 riders were attracted to this delightful venue. Article: Classic Trials Media In 2014 this new championship moved from the idea stage, originated by Gerry Minshall, Alan Wright and Peter Salt, and became a reality. The series was launched with support from In Motion, Stav Chorley, The Twinshock Shop and Hofmann Precision Balancing Ltd. The series concept would be a simple philosophy, providing events for riders who enjoy riding classic motorcycles in the traditional type of events. If you enjoy that and the atmosphere of being surrounded by the machines of yesteryear, then this is the series for you! This series is aimed at the more traditional way of riding trials, which is no-stop. In 2015, the series sponsorship was secured from KIA, a partnership that continued until 2020. The support enabled cash prizes for the observers’ draw at each event and the provision of quality awards for class winners. Observers are an integral part of this series’s success, and the organisers and sponsors are very keen to recognise this and reward the valued contribution they make. As a show of thanks, they hold a sponsored observers’ draw with prizes of £100, £50 and £25 at each round. Observers who are not drawn for the cash prizes each receive a gift from the sponsor. Moving into 2021 would see KIA depart from their role as a sponsor, and the series gained a new title sponsorship in the name of Rockshocks, courtesy of Gary and Caroline Fleckney.
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WHAT’S YOUR CLASS?
CLASS 1: Open to all air-cooled mono-shock machines that were in production before 2000. It also includes any aircooled mono-shock machine that has been converted to a twin-shock, as such machines cannot run against genuine twin-shocks. Expert and Clubman route option. CLASS 2: Open to older twin-shock machines manufactured up to the mid-1970s. Expert and Clubman route option. CLASS 3: Open to later twin-shock machines manufactured from the mid-1970s to 1986, which benefitted from improved suspension and chassis geometry and improved engine technology. Expert and Clubman route option. CLASS 4: Open to Pre-75 British motorcycles to ride the Clubman route.
FLAGS AND THE COURSE
Flags: These mark the routes in the hazards: For the Expert Class, Blue Left – Red Right and then Yellow ones, in pairs, are deviations for the Clubman Class route. Course: Riders would set off and be asked to start their day’s sport at various sections to accommodate the huge entry and to try and avoid queuing. Two laps of 21 sections were to be ridden in consecutive order from the section they started. A total of 27 sections were set out and would be clearly marked at the ‘begins’ cards as some were for Expert only and some for Clubman only to keep the entry moving.
Summer 2021 • Classic Trial Magazine
Rockshocks Championship • Sport
Hannah Vesterinen (BSA)
Paul Cook (Montesa)
2021 NATIONAL ROCKSHOCKS CLASSIC TRIALS CHAMPIONSHIP IS GO!
What more can you say? Super venue, super day and super event, blessed even with a scorching summer’s day! The two single laps, including 27 sections, some ridden only by the Expert and Clubman, meaning that the riders all rode 21 sections in total, worked very well for such a huge entry, with very little queuing at the sections. This excellent venue offers a wide range of challenging and traditional hazards, including long winding narrow streams and muddy gullies. Maybe a touch on the more difficult side, but such is the competitive nature of the National Rockshocks Classic Trials Championship that it needs to have the severity to separate the winners. As it turned out, the event deserves a huge thank you to the organising Sheffield & Hallamshire MCC for getting the series underway with such an excellent event; well done!
Stuart Blythe (Bultaco)
Classic Trial Magazine • Summer 2021
Mick Grant (BSA)
Graham Tales (Fantic)
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Project • Honda TLR 200
HONDA TLR 200
RACEDEVELOPED
This project story started in 2004. Motorcycle trials enthusiast, Manuel (Manolo) Torralbo, decided after a few years organising a very nice trial around his family village in the mountains close to Madrid, Spain, to run the first edition of a classic trial in Robregordo together with Sotobike Motoclub. Ulf Karlson and ‘Magical’ Mick Andrews competed in this event’s first edition. Mick is the man behind the Robregordo motto ‘Best Moments’. He has returned on many occasions over the years, in some editions as the Guest of Honour. The success was so good that one year later, a two-day trial was organised. The event was upgraded to International category, and two riders were invited as Guests of Honour — three-time FIM World Trials Champion Eddy Lejeune and Charles Coutard from France. Manolo was excited to meet his boyhood hero Lejeune and had the fuel tank of his newly purchased Honda TLR 200 autographed by Eddy himself. The Honda was soon painted in the Rothmans colours, one of Eddy Lejeune’s old sponsors and, over the years, it was modified to meet the needs of Manolo. Always, of course, with Eddy’s signature on it. Article: Juan Bartol Rivas • Pictures: Manolo Torralbo
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Standing proud: the finished product.
Summer 2021 • Classic Trial Magazine
Honda TLR 200 • Project
The fuel tank of the Honda TLR 200, autographed by Eddy Lejeune himself.
A
s time went by, last year, the retirement age arrived for Manolo. To coincide with this celebration, he wanted to give himself a personal gift: a completely new refurbishment for the treasured TLR. His dream had always been to own a TLR 250, but these are not readily available, and over the years, the TLR 200 has become ‘his’ machine, so he was reluctant to sell it. He decided to ask his good friend Jose Franqueira from ARS Trial Parts to modify the TLR 200, making it as close as possible to a TLR 250.
TLR 200 INTO A TLR 250
Both the Honda TLR 200 and TLR 250 are not so different where the technical characteristics are concerned, but you can immediately tell the difference when you ride them. It is something that happens quite often with trials
New footrest brackets were fitted to take wider and more robust footrests.
motorcycles. In fact, there is usually a choice between the engine capacities of 125, 250 and 350 in many models as they all have something different to the potential riders. Franqueira has been the owner of a Honda TLR 250 since 1992. Having ridden and modified several TLR 200 and 250 models over the last 20 years, he had a discussion with Manolo about several aspects of the work to keep some characteristics of the 200. They wanted to bring in some attributes of the 250 and modify the Honda into a machine to suit the modern twin-shock world. Most of the components of the motorcycle have been checked and improved with this view in mind.
SUSPENSION DETAIL
The Honda was entirely stripped down in order to work on the different areas. The frame was sand-blasted before modifying the footrest
No modification was carried out to the steering head angle.
Classic Trial Magazine • Summer 2021
A special front brake torque arm was adapted to take a Honda brake plate.
area to allow their repositioning, considerably lower and a bit further back – a must to achieve a better riding position. New footrest brackets were fitted to take wider and more robust footrests. Many little unnecessary brackets were removed, saving a few precious grams in weight, and improving the aesthetics as well. The front fork yokes were modified to accept a 35mm Ø fork, replacing the 32mm Ø standard one. As it was not possible to find an original 35mm Ø Showa front fork, a Marzocchi fork was sourced. The fork’s internals were altered, as Franqueira usually does, with hydraulic changes and springs suited to the needs of the sections currently found in classic trials. The new front forks required the design of a special front brake torque arm adapted to take a Honda brake plate, and a new front mudguard stay in aluminium was fitted. WES products made both.
The heart of the engine modifications was going to be a cylinder head with bigger valves and ports.
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Super Shop • Comerfords
LOOK FOR COMERFORDS PART TWO
In Part One, we discovered that Comerfords’ Bultaco relationship began in 1969 and was followed three years later by another European brand, the Austrian KTM. ‘Look for Comerfords’ part two is the continuing story of the UK’s largest competition motorcycle dealers, Comerfords of Thames Ditton, where we find out what really happened to the business. Words: John Moffat (Trials Guru) with the cooperation and contribution from Bernie Schreiber, Alan Lampkin, Steve Saunders, Clive Dopson, Dave Renham, Derek Cranfield, Dave Thorpe (Trials), Dave Thorpe (Motocross), Colin Boniface, Carly Miller, Vic Allan MBE, Roger Davy, Liz Argent, Steve Wilson, Gary Wright, Yrjo Vesterinen, Paul Slark and John May. • Pictures: Eric Kitchen, Mauri/ Fontsere Collection and the Giulio Mauri Copyright, Don Morley, Dave (Trials) Thorpe Family, Toon Van De Vliet, Alan Vines and Yoomee Archive.
THE AUSTRIAN CONNECTION
KTM stood for Kronreif und Trunkenpolz-Mattighoven from 1953 onwards and were badged as ‘Penton’ in the USA up to 1977. The reason for this was that their importer from 1968 was John Penton, who established a well-known Ohio off-road competition family dynasty. The company made good use of the ISDT to promote their enduro machines powered by the German-made Sachs motors. The Comerford liaison was achieved initially with mopeds. Still, when the Mattighoven manufacturer commenced full-scale production of their motocross and enduro range fitted with their own engines, these came to the UK via Comerford International. The 1971 Milan Show set the scene, with John Comerford and Don Howlett searching for a quality moped range, and the well-built KTM range ticked all the boxes. KTM’s goahead Export Manager and Erik Trunkenpolz’s right-hand man, Kalman Cseh, was keen to break into the UK market, and Comerfords would be the perfect fit. The range included the purposeful enduro-styled 50cc ‘Comet-Cross’ model aimed at the learner market. Few firms could match Comerfords for their expertise, experienced staff and know-how. 54
It’s your Classic Trial Magazine editor John Hulme checking out the 1975 KTM motocross model.
Summer 2021 • Classic Trial Magazine
Comerfords • Super Shop
KTM had invested heavily in the motocross scene. Seen here are the works machines in 1975.
Bultaco was still a huge part of Comerfords. Reg May helps Spanish rider Javier Cucurella at the 1977 Scottish Six Days Trial.
As the years progressed, the KTM venture became central to its business model. Vic Allan rewarded Comerfords with the first-ever British Four-Stroke Motocross championship riding a KTM. The Thames Ditton KTM connection ensured that many British riders would compete in the ISDT and other European enduros on the quick and reliable Austrian machines, including John Knight, John May and Mick’ Bonkey’ Bowers, having switched from Bultaco.
GOING LARGE
Comerfords at Thames Ditton was far removed from their original Pease Pottage beginnings. By 1975 they were a large Honda ‘Five-Star’ dealership with clinically clean workshops and a team of ten mechanics supported by administration staff. These were all managed by Keith Thorpe, the father of three-time FIM 500cc World Motocross Champion Dave, who raced for Kawasaki and Honda/HRC. The workshops were handling a staggering 15,000 road machines each year. While at Comerfords, Thorpe senior built a special 80cc Suzuki machine for Dave to race in youth motocross, becoming British Junior Champion in 1969 at the age of seven. Dave was an equally talented football player and could have become a professional with Queens Park Rangers, but eventually chose motocross as his career. Dave Thorpe: “I have very fond memories of Comerfords as a child. My dad, Keith, used to take me there on some Saturdays. I loved being in the workshop, watching the guys happily working away on the motorcycles and being around Reg and John May, Vic Allan, and the team at Thames Ditton”. Comerfords were a visionary company; they even ran their own inhouse Schoolboy motorcycle show to promote youth trials and motocross to capture the growing market share for youth machines across the offroad ranges of the major manufacturers. With the importation of Alpinestars motorcycle boots from Italy, Yoko racewear from Finland, Regina Chain (founded in Italy in 1919), and the distribution of Renthal handlebars made in Macclesfield with ‘LIFE’ crash helmets and, later, the Nolan Italian helmet distributors, Comerfords were now a sizeable multi-franchise dealership, being part retail and part wholesalers to the motorcycle trade. The company sponsored reg May’s son, John, first in trials, then motocross and latterly enduros, and was even a part-time employee at Comerfords: “I was a Saturday motorcycle cleaner and preparer working for Bert Thorn when I was still at school. I earned a bit of money”. May became one of Britain’s top-class Enduro riders who represented his country at the ISDT and ISDE many times, riding for the GB Trophy Team. He raced Bultaco Pursangs and KTM under the Comerfords banner. John was employed by a trials rider, Clive Dopson’s father at Premier Garage Ltd in Farncombe, Surrey, and as very much a self-taught mechanic, he helped Clive Dopson when he was car rallying. Classic Trial Magazine • Summer 2021
Malcolm Rathmell was one of many riders who benefited from the products Comerfords imported including Alpinestars boots, seen here at the 1978 SSDT with Mick Andrews on the right.
KTM enduro machines were very popular in 1980, imported by Comerfords.
Unbeknown to the public, Bultaco in Spain were in financial difficulties in 1980. The machines were still in demand though, this is the 1980 250cc model.
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Remembering • Manuel Soler
Below: Dedicated to Max, the son of the article’s author Valenti, from Manuel Soler.
EL MONSTRUITO At just 17 years old, Manuel Soler became the youngest Spanish Trial Champion. He won four consecutive national titles from 1974 to 1977, and for the enormous talent shown, he was nicknamed “El Monstruito” – little monster. This nickname accompanied him throughout his career, which ended after 25 years of competition. On January 20th, his sporting heart that had taken him to the top of the trials world betrayed him forever, and Manuel Soler passed away. Words: Valentí Fontserè • Photo: Giulio Mauri Archive, ‘Solo Moto’ Magazine, Manuel Soler Archive, Xavier Bisbe, Miguel Mendez, Toon Van De Vliet
DATE-LINE: SPAIN 1976 TRES DIES DEL CINGLES: SECTION 12, LA ROCA
It is the second day of the Spanish event, which sees the reigning FIM World Champion, Yrjo Vesterinen, and the home rider, Manuel Soler, fighting section by section. They face a typical section of the Cingles with a stream full of stones and a final climb with roots and lots of mud; in reality, more than mud, it looks like foaming soap, which is the typical red mud found in this area. With the passage of each rider, the section becomes more and more difficult, especially in its final part. At the beginning of the day, some riders managed to climb it, but only the best riders can do it during the last half-hour, although only with the help of several feet down. 66
Manuel on the special tailor-made Bultaco built by his father, Juan Soler Bulto; a ‘Works’ rider from day one.
Summer 2021 • Classic Trial Magazine
Manuel Soler • Remembering
November 1966: Paco Bulto on the machine, on the right is Juan Soler Bulto, Manuel’s father, with a very young Ignacio Bulto on his left beside Oriel Puig Bulto. • Top right: The Spanish magazine Motociclismo celebrates his first national title with the front cover in 1974. • Right: A front cover from Solo Moto, once again dedicated to Manuel Soler when he became the first winner from Spain of an FIM World Championship round, when he won in Finland 1979.
Halfway up, near the tape that defines the section boundaries, Vesterinen, his friend and teammate in Team Bultaco’ A’, Charles Coutard, and the President of the Moto Club Cingles, Ildefons Vilanova, are discussing the growing difficulty of the final part of the section. Both riders say it is becoming impossible, and they were waiting to watch their fellow teammate Soler, after which it will then be their turn. The silence from the crowd announces that Soler is starting the section a little lower: he rides up the stream without any problem and seems to negotiate it with the help of a compass, such is his precise style. He arrives at the more difficult top part; two twists of the throttle, a third short blast in second gear, some body-lean, and that’s it. Soler manages to clean the section, and the roar of the public is deafening, to say the least. Vesterinen is amazed; Coutard does not know how he did it, while Vilanova says, “You see, I was right: the section can be done”. Vesterinen, with his cool calm, replies to Vilanova: “Manuel has done it, which is true. But the point is not that he cleaned it, but how he did it. So effortless that it seems to be an insult to the others!” If a three-time FIM World Champion like Vesterinen says so, it must have been just like that. Ildefons Vilanova told me this story a few years ago when I was preparing an article dedicated to the story of ‘Tres Dies dels Cingles’ published in Classic Trial Magazine.
Still too young to hold a competition licence, Manuel rode out-of-class with an ‘X’ on the front number board.
Classic Trial Magazine • Summer 2021
1974: A Don Paco Bulto training day with ‘Team Bultaco’ and his riders. First on the left is Manuel Soler. With the cap and goggles close by is Pedro Taule, the one who gave Manuel the nickname ‘el Monstruito – Little Monster’.
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Best of British • Scorpion
SCORPION MY MACHINE
Motorcycle trials is full of passionate people, and I was more than happy to take a phone call from David Lomas. He had sent me some old pictures of himself, and in them was one of a kit-form Scorpion trials model from 1964. In my world, a Scorpion was a type of insect and quite a rare one; I had never seen neither the motorcycle nor the creepy crawly! As we spoke, the story of his adventures with his Scorpion trials model became clearer; what an interesting man and machine. As the conversation opened up, it turned out I had seen the same machine we were talking about at the 2016 Pre-65 Scottish. The fact that he had recorded his life and times with the Scorpion on both paper and in pictures helped to create this feature. As always, it is a pleasure to bring you yet another ‘Best of British’ story to the pages of Classic Trial Magazine. Words: Yoomee David Lomas Don Morley • Pictures: David Lomas Trials Media Alan Vines
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Scorpion • Best of British
The picture that started the story, from a Cheltenham Motor Club awards presentation in January 1963: From left rear row: Les Davis, David Lomas, Dave Morgan, Doug Heeks, , Ron Lomas, Reg Griffiths, John Dean and Jon Bliss. Kneeling from left: Mick Smith, Tony Davis and Cliff Stayte.
Cheltenham Motor Club awards presentation in January 1963: Everyone’s a winner, David Lomas included.
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efore I started to write this article, I had a delve into my good friend Don Morley’s superb book titled Classic British Two-Stroke Trials Bikes, published in 1987, to find out a little more about the machine’s history.
SCORPION
In real terms, the whole Scorpion story was very short-lived; it only lasted from 1961–1966. Again, it was the association with racing cars that gave us the radical-looking machine design from the hands of its inventor Paul Wright. He turned to his fellow trials-riding friends,’ sidecar road racers Bob Robinson and Ted Young, who ran a sheet metal and car body repair business, for innovative ideas. To complement the radical looks of the new machine, Chris Butler of Butler Laminates would supply the fibreglass mouldings for the mudguards, fuel tank and seat. Gone was the antiquated way of producing a steel frame as it was replaced by a fabricated sheet steel frame, using two outriggers to accommodate the rear shock absorbers and an engine cradle. The idea was to market it as a complete machine with the two-stroke Villiers engine using the basic 197cc 9E on Marcelle of Parkinson 247cc conversions. The other option was selling it in kit form with a detachable engine cradle chassis kit to accept virtually any engine, two or four-stroke, to include the popular BSA C15T or B40 engines. A short leading-link front fork was built in-house, and at the rear dual spring rate, Armstrong shock absorbers were used.
In 1964 this is how a new Scorpion trials model arrived!
MY MACHINE
David Lomas: “It was a breath of fresh air when I spoke to John Hulme from Classic Trial Magazine; such was his enthusiasm for this article. “I had always saved scrapbooks on my many machines, and the Scorpion was one of them. My daughter prepared a ‘This Is Your Life’ type book for my 80th birthday, which John has used as a reference point.
ENGINE WORK
Further support for the project came from Cromwell Motors Limited, of Colchester in Essex. They had designed and manufactured the Marcelle square aluminium cylinder head and barrel conversions which enlarged the cylinder capacity of the 197cc Villiers 9E engine to a full 247cc. They agreed to work with Paul Wright and to develop the engine conversion further for the application to scrambling and road-racing machines. Complete machines would benefit from quality touches such as Philidas self-locking nuts. The whole machine weighed in at a very attractive 200lb and was marketed in kit form with the Villiers 197cc 9E engine at £160 or £110 without it. For three years, the model range sold quite well, but, as with many other machines that relied on the engine supplier Villiers, the Scorpion dream was over when the mighty AMC company crashed. Classic Trial Magazine • Summer 2021
Built up and ready to go, the new Scorpion trials machine.
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My World • Clive Dopson
A RIGID RIDE MY WORLD: CLIVE DOPSON
When classic trials enthusiasts think of the Norton 500T, Clive Dopson’s name immediately comes to mind. He has campaigned the marque since the mid1970s, gaining great success over 45 years. In truth, there are three classic trials machines that Clive has a particular association with the original Norton 500T (registration number: LPP 468), a replica 500T the ‘Notron’, and probably one of the worst trial’s motorcycles in the world, the Douglas 350cc, competition (registration number: CSV 377). He has many classic trials successes, not least seven Pre-65 Scottish Best Rigid awards and 13 Talmag class wins; these have made the Dopson/500T partnership one of the most successful in classic trials. Words: Andy Withers • Pictures: Clive Dopson Collection; Andy Withers; Trials Media and Colin Bullock
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Clive’s world collides: British Touring Car passes and Pre-65 riding numbers.
Summer 2021 • Classic Trial Magazine
Clive Dopson • My World
Team F1 – As an automotive engineer Clive has reached the top in his industry as Managing Director of Lotus, here sat on the right-hand side of the F1 car.
Clive aged seven, on his first motorcycle built by his father Keith.
TRIALS AND ENGINEERING
Clive’s journey to trials success began very early – his first motorcycle was built by his late father Keith when he was six years old. Keith rode trials in the late 1950s and was involved in automotive engineering with his own garage business all his working life, so it is unsurprising that Clive took on his father’s passion for both motorcycle trials and engineering. However, in his teens, riding opportunities for youth riders was limited. Keith became one of the founders of Surrey Schoolboys Trials Club (SSTC) in 1972 along with Rag Sutton and Bill Boniface. SSTC was one of four clubs that helped to found the youth division of the ACU in 1974. As teenagers, Clive, along with Chris Sutton and Colin Boniface, rode all over the south of England. They also spectated at the Scottish Six Days Trial, which began Clive’s long association with Scotland. In 1976 he manipulated his university timetable to get a week off to compete in the SSDT for the first time, riding a Bultaco. He went on to ride the SSDT nine times and the Pre-65 Scottish 31 times so far. Clive sees the SSDT as the ultimate trials challenge for a rider; he said: ‘Unless you’ve done Scotland, you can’t call yourself a proper trials rider. It really sorts you out as a rider; every year is an adventure”. Over the years, adventures have been many but, by applying his engineering skills, he has never failed to finish.
Keith Dopson became one of the founders of Surrey Schoolboys Trials Club (SSTC) in 1972 along with Rag Sutton and Bill Boniface.
As an automotive engineer, Clive has reached the top in his industry as Managing Director of Lotus, offering consultancy to McLaren and being heavily involved in developing and policing the ever-changing rules for the British Touring Car Championship. However, his real passion is the ‘hands on’ engineering of his classic trials machines, particularly the Norton 500T, the ‘Notron’ and the Douglas.
Early Surrey Schoolboys Trials Club members: Chris Sutton (Bultaco) Clive Dopson (Montesa) Stephen Dunkley (Ossa).
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Classic • 1971
1971 COLMORE WINNER
GEOFF CHANDLER (250 BULTACO)
Now more focussed on a trials career in the off-road world than scrambling, Yorkshire’s Malcolm Rathmell had won the opening round of the 1971 ACU British Trials Championship at round one on the new ‘Kit Campeon’ slimline Bultaco. Believe it or not, Rathmell and the 1970 ACU British Trial Champion Gordon Farley (250 Montesa) both dropped 23 marks and had to be separated on the best time in the special test, which Rathmell won. Round two, the Colmore Cup, would be another battle for supremacy between these riders. Run by the Sutton Coldfield & North Birmingham Automobile Club, it would take an entry of 73 solo riders around its single-lap course to take in 40 hazards and the special test. Starting just outside Moreton-in-Marsh in the northern Cotswolds, the single-lap course would take the riders into the area in the Evenlode Valley to find a winner of the 48th running of this competition for the Colmore Cup. Words: John Hulme and Alan Vines • Pictures: Alan Vines
Malcolm Rathmell (252 Bultaco): With two rounds completed he held the advantage at the top of the points table.
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Gordon Farley (250 Montesa): It was damage limitation for Farley, who finished third.
Summer 2021 • Classic Trial Magazine
1971 • Classic Dave Thorpe (250 Ossa): The Ossa shows the battle scars of almost two years of competition.
Jack Galloway (125 Saracen): Working on the production line led by the company’s owner Robin Goodfellow at the Saracen factory had its advantages for Jack, he could also work wonders on the 125cc Sachs engined machine.
Having dominated the British Championship from 1959–1969, Sammy Miller had retired from major competitions. He was now the Bultaco team manager for the importers Comerfords looking after Geoff Chandler, Malcolm Rathmell and Paul Dunkley. Whilst Chandler and Rathmell had the new model 80 ‘Kit Campeon’, Dunkley’s machine was the old model 49 Sherpa. It was using Miller’s latest ‘Hi-Boy’ frame with the bottom frame rails removed. A second team, the Bultaco Shell team, used Comerfords-supplied machines sponsored by Jim Sandiford Motorcycles and included the man himself on the model 80 and the two Lampkin brothers, Alan and Martin, on the older model 49 Sherpa. Montesa still had its supported riders, including Gordon Farley, Rob Edwards and Lawrence Telling on the Cota 247 model 21 M-2 with its trademark bulbous red fuel tank. Another rider also desperately waiting for a new machine was Dave Thorpe on his two-year-old Ossa ‘Pennine’ model.
POOR START
Despite some encouraging results in his home Southern Centre over the Christmas period, 1971 had not seen a good start to the year for Geoff Chandler. He finished eighth at the British Trials Championship opening round and knew that a good finish at the Colmore would help get his season started. Postal problems had affected the running order for this year’s trial, which meant that the club ran to its usual time schedule. Still, penalties for late starting and finishing were removed so that it would not interfere with the overall results. Any tie-break deciders in the results would revert to the special test time on the single hazard. On many occasions, when someone is having an exceptionally good ride in an event, it becomes overshadowed by the fight for any potential winners, and that is exactly what happened at the Colmore. Gordon Farley was riding at number 11 and his rival Malcolm Rathmell was right at the back as number 88. Some riders argue that an early number can be an advantage at this event, and some say not as the sections tend to ‘bed-in’ and good lines can emerge with the passing of riders. As it turned out, the eventual winner, Chandler, was in an ideal position with his number 41, around halfway in the entry.
MICRO POWER
Not everyone in the UK had moved to the vastly expanding Spanish Armada of Bultaco, Montesa and Ossa. On the many climbs and muddy banks in the selection of hazards, you would have expected the smaller-capacity machines to struggle, but this was not the case. Many of the hazards featured difficult turns and the passing of tree branches, and small machines were in their element — particularly Jack Galloway. The pairing of himself and the 125cc Saracen performed miracles, as did Mick Bowers on the 175cc BSA, both riders finishing in the championship points. As the riders passed the halfway stage, it was a three-way fight for the win with Geoff Chandler, Malcolm Rathmell and the middle of the three Lampkin brothers, Alan, all on equal marks with Farley just off their pace. As the event progressed through the dry but cold day, Chandler started to push for the overall victory. Passing through the rocks and climbs at Dovedale with the best ride, parting with just ten marks — he was a man on a mission. He got even better on the mud and exposed roots in Weston Wood which were very similar to his ‘home’ terrain, as he parted with no marks to take the win with a ten-mark advantage over Rathmell.
Ian Haydon (250 Montesa): A move to Montesa had worked wonders for Haydon and he proved his worth with his to win the threeway tie for eighth position.
Mick Bowers (175 BSA): How an earth did the once mighty BSA let this superb trials model pass through its hands? ‘Bonkey’ Bowers proved how good it was time after time.
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Meeting • Fantic
FANTIC 68er MOVEMENT MEETING
In 1968, the year Fantic Motor came to life in Italy, the company founders, Dr Mario Agrati and Henry Keppel Hesselink had their eyes on the young generation. The word ‘Movement’ was in the headlines — as titled here too — and even though the Italian motorbike brand had nothing to do with the civil rights movements that were active worldwide, they had an idea. Their idea was to offer fun products for the European and North American markets, and it certainly hit the target of the next generation. With the Fantic machines, they could ride away from social constraints and thus express their civil protests; they still wanted to enjoy themselves and needed an outlet for this fun. It explains, at least, in part how the new Italian company from Barzago quickly found followers worldwide — especially in Europe and North America. The Fantic Motor brand quickly achieved cult status, a reputation that Fantic enjoys to this day and its loyal fan base. Article: TRIALSPORT/Hans Greiner
Bernhard Weichenberger set up a small, private Fantic museum in Ebenau near Salzburg, Austria.
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Fantic • Meeting
The majority of members live in Salzburg and the surrounding area.
A
nother part of the Fantic success story is the ingenious brand name that the two company founders came up with. To this day, the term ‘Fantic’ sounds not only modern and appealing but also international. Contrary to what is often assumed, it originates neither from the original ‘frantic’
Everyone loves a Fantic!
nor ‘fanatic’. Rather, the very popular soft drink ‘Fanta’, whose brand name was in turn taken from the term ‘fantastic’, gave the decisive impetus for Fantic. It sounds good in Roman as well as Germanic languages and is probably the most ingenious shortening of ‘fantastic’.
In the autumn of 2019 Fantic Caballero enduro and trials models came together.
ITALIAN EXPRESSION
It has to be said neither Mario Agrati nor Henry Keppel Hesselink used a blank canvas in this field of ideas at the end of the ’60s. They were able to draw on a network of specialists even back then because they founded Fantic Motor out of the parent company Garelli. Agrati came from the Agrati Garelli industrialist family and was the youngest business administration student in Italy at the time to graduate with a doctorate. Born in Milan in August 1944, Agrati was thus able to gain his first experience at Garelli, where he also met Henry Keppel Hesselink, who was nine years his senior. The Dutchman was born in Nice in July 1935. He was the head of Garelli’s export department tasked with opening up new markets abroad, so the Fantic idea fitted in very well with Garelli’s expansion plans at the time. So that is the first part of the Fantic Motor brand success story. And this success story continues and lives on. First in the new Fantic Motor brand, revived in 2004, and with the brand’s loyal fans, who are still so many. I was able to experience this for myself at a Fantic meeting in Ebenau/Austria on the 5th September 2020.
Coffee and ice cream was found on the ride.
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image_credit: Jaxx Lawson
YRJÖ VESTERINEN -