EDITION 01 | YEAR 2018
NEW
A PICTORIAL HISTORY OF MOTORCYCLE SPORTS
THE GOLDEN AGE 1965-1985
ISSUE 01: 2018 • UK: £8.99
ENDURO
•
MOTOCROSS
•
ROAD
RACING
•
TRIALS
INTRODUCTION
4 | EDITION 01 | YEAR 2018
INTRODUCTION
JOHN HULME
M
y passion for anything motorcycle does not just apply to trials. As a small boy I would be privileged to be attending a wide variety of motorcycle sports on most weekends, although trials was the mainstay as it was the only two-wheeled sport my late father Ron could afford to compete in. His regular nine-to-five employment was as an automotive instrument fitter in the Research and Development department at Ferodo, based just up the road from Whaley Bridge at Chapel-en-le Frith. As one of the ‘perks’ of the job he was allowed to have what was termed a ‘free runner’ at weekends. This was a car that needed some much valued road miles putting on it to help with the brake development. Whatever Ferodo were working on was made available, and the free bit came from the fact that the all-important fuel was free of charge. The only catch was you had to put more than 150 miles on the car between Friday at 16.30 and Monday at 08.00. A range of vehicles ranging from a semi-automatic DAF — don’t ask — to a luxurious Ford Cortina — such was the wide variety of vehicles that Ferodo were involved in — were all made available. Included in the weekend trips were regular ones to Wales for trials and scrambles, or motocross as it was becoming known, and Oulton Park and Darley Moor, to name but a few, for road racing. The trade shows were attended, as were many car and motorcycle museums. Speedway and Grass Track could take us anywhere but the most memorable times had to be the ones where we went to watch Grand Prix Motocross at Dodington Park, Farleigh Castle, Hatherton Hall and Hawkstone Park. Over the years, and especially in more recent times, because of the publishing company I own, I have collected photographs from many sources who have been more than happy to see their old pictures in print. It’s quite sad that so many of the road racers in this publication were killed during the sixties, when track safety and rider protection was nowhere near as good as it is today. I can still recall how upset my father was when his friend John Hartle died; the pictures sometimes hold tragic memories. The photographic collection also opened the door to some fantastic and happy memories though, which you will find in this new publication Motorcycle Retro Replay. To everyone who has contributed in any way, shape or form I am eternally grateful to you all. To the people who have gone just that extra mile to supply information and talk to me with the allimportant facts around the riders and machines, I thank you. I hope you enjoy what you see and read as we now start another adventure into the world of motorcycling from 1965–1985, a truly golden age of motorcycle sport. The magazine is dedicated to my late father Ron, my mother Joyce and my wife Jane. Thank you.
EDITION 01 | YEAR 2018 | 5
EDITION 01 | YEAR 2018
A PICTORIAL HISTORY OF MOTORCYCLE SPORTS
THE GOLDEN AGE 1965-1985
Picture: 1983 ISDT Credit: Toon Van De Vliet Motorcycle Retro Replay is published by CJ Publishing Ltd, 48 Albion Road, New Mills, High Peak, Derbyshire, SK22 3EX. England Telephone: 01663 744766 Email: england@retroreplay.net Mail order selling: www.motorcycleretroreplay.com Webmaster: Heath Brindley ISSN No: ISSN 2515 – 4834
6 | EDITION 01 | YEAR 2018
Editor: John Hulme Editorial Staff: John Hulme, Jane Hulme and Lisa Carr Proof reading: Jane Hulme and Davina Brooks Advertising Manager: Lisa Reeves, email: england@retroreplay.net Publication design production: Dean Cook, The Magazine Production Company Printed by: Buxton Press
CONTENTS
ENDURO
ISDT 1983 ������������������������������������������� 44 FIM European 1982 ������������������������ 114
MOTOCROSS
Vic Allan ����������������������������������������������10 Malcolm Davis ��������������������������������� 28 Roger De Coster ������������������������������ 30 Paul Friedrich ���������������������������������� 32 Hawkstone Park 1975 ��������������������� 34 Arthur Lampkin �������������������������������60 Sidecar Motocross ������������������������� 64 Graham Noyce ����������������������������������76 Ollie Petterson �������������������������������� 78 Dave Thorpe ������������������������������������ 112 Bryan Wade �������������������������������������122
ROAD RACING
Giacomo Agostini ����������������������������� 8 Race of the Year 1969 ��������������������12 Crash Helmets �������������������������������� 26 Mike Hailwood �������������������������������� 36 John Hartle �������������������������������������� 40 Phil Haslam ������������������������������������� 42 Billy Ivy ��������������������������������������������� 50 Tony Jefferies ��������������������������������� 52 Dick Mann ���������������������������������������� 68 Anglo Races 1971 ���������������������������� 70 Phil Read ������������������������������������������90 Kenny Roberts �������������������������������� 92 Jarno Saarinen ������������������������������� 98 Barry Sheene ��������������������������������� 110 Peter Williams �������������������������������126
TRIALS
Mick Andrews �����������������������������������18 Nigel Birkett ������������������������������������� 20 Gilles Burgat ������������������������������������ 23 CCM ���������������������������������������������������� 24 Ulf Karlson ���������������������������������������� 56 The Lampkin Brothers ������������������� 58 Alan and Martin Lampkin �������������� 62 Eddy Lejuene ����������������������������������� 66 Dave Rowland Trial 1981 ���������������� 94 Dave Rowland ���������������������������������� 96 Scott Trial 1965-1985 ���������������������102 Shop Wakelin Ward �����������������������104 SSDT 1965-1985 ������������������������������ 106 Yrjo Vesterinen �������������������������������120 Bill Wilkinson ����������������������������������124
THROUGH THE LENS
Paddock ��������������������������������������������80 Photographers �������������������������������� 82
Photographers: Barry Robinson, Malcolm Carling, John Shirt Snr, 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, Brian Holder, Peter J Beardmore, Justyn Norek Snr, John Hulme, Colin Bullock and Graham Milne.
Additional Research: Mortons Archive, Yoomee Archive, Motor Cycle News, Motor Cycle, Barry Robinson, Eric Kitchen, Alan Vines, Toon van de Vliet, Don Morley, Brian Holder, Peter J Beardmore, Justyn Norek Snr, Nick and Tony Jefferies, Mick Andrews, Tony Davis, Sammy Miller, Alan Lampkin, Ian Berry, John Moffat, Mick Bowers, Ron Hulme, Colin Bullock and Brian Catt
COPYRIGHT: The reproduction, even partially, of any material published in this magazine is prohibited by law. Documents submitted for publication are not returned. The Editor reserves the right to modify documents accepted for publication. We apologise for any mistakes with the information supplied in this publication. If we have used anyone’s copyright works by mistake could you please contact: england@retroreplay.net
EDITION 01 | YEAR 2018 | 7
MOTORCYCLE ROAD RACING SPORT
Giacomo Agostini Giacomo Agostini Ionsectes as voluptlut exerionsenis a nonserum inullac epernatubus arum et repernam, off. Molorehe ndanim et molumqui inciissitas as pore se maxim ese volupta dicimus. Sed mos quiatatio molor sim in consed quo experspit harum, consequia. WRITERS | JOHN HULME • HEATH BRINDLEY PHOTOS | MOTORCYCLE COLLECTION • JOHN HULME
T
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FACTSHEET
8 | EDITION 01 | YEAR 2018
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SUBHEAD
Ulluptas ipidebitate qui im natius esectur eperate num et aut alitate cus, eum et, se lab iunt ea voluptia dolor alitatat. Turitatur, corem nis evelest intium accatist porrum inus asped que nonseni antibus adi nos es anietus que auda voloraesed qui nimilicae di asperiatur? Git et persper uptatis cimagnam fugiate ipsapiciisto illaborpor se dolorem alitiasit volorpo renimagnit magnisimi, cor mod ut volorepro maionse plander ature, senia demquas ullestem quid ulpa sunt voluptatume ped quunten digenisto dolores quis expligniet optur? Offici cusda conserum ilicientur? Ro blanditam ullabore od quam eos et lant fuga. Te num sequo doluptatiam, et arum etur? Vit, temoloris veliqui si occae seque nam asi temos ea aut quam et quam quibus qui dent mo et aut int. Acereheniste porum rem verum hil magnim que nostesti aut et pelictur? Elessuntis quature henetum nem vellore prendis sunt, ipsa quam facepedis a dolupti aut. Cea pa plibus et fugias es quibus in re volorerest plaborrum voluptas autem unt ut qui cum dolupiet, quat lat faccusd anduciur? Nulparitia eturepe nis dit ulparuptat. Fugiationem faccus, net id quiatur? Qui
conem aut ut eos dit, ut et es eaque et et que consequis aut aut aut abore suntur, sinverc hictatempos maxim et aut rehenia natiber eptaquam re perrum faceped qui dolorumquis ant ut ut maxim voluptate nia nos ilit idus ut is molut verios atem fuga. Enistis essi ratqui te omniat pror solorest maxim labo. Tiberum niatio blanis explaccusam necae vel ipientet quas ab ium cum vel estio. Ucidero viduciis repedipsapis nime porate mos is audamusaniet ligente volupta quost, ipsaect oriam, odis et, inuscia etur millupta cus, sandentiori vendanis ventiat urecuptasim fuga. Tatur aut qui nient, esti num aut quatus mi, officilit aliqui simolute suntum commolum earciis dolupta eperunt, am voloressimet rest, quis de voloriati dollaborum volupiendae simi, sinullab inctoreium ad utentem. Arcia dolorro reribus secti cor magnimus untota debitatia volent quae ex et, soluptaturis as dundis molorep edipsa volupta quistiores eliquiat estio temporibea nos estempo rehenti oratio. Optatetur? Aquid maximilibus mos evendae.
MOTORCYCLE ROAD RACING SPORT
FACTSHEET
15 worldwide titles: 7 in the 350cc and 8 in 500cc class.
Headline
123 Grand Prix wins: 54 in 350cc, 68 in 500cc and 1 in the 750cc class 18 Italian championships
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10 Isle of Man TT Victories
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perfernatur apere quam quuntia nem. Nam que eaqui ressuna nosam laborerrori blaciae nonsedi nonsedis eos autatisitas molorepre denis rehentur a asseque eius doluptia comnimp orrovit as dolor aut moluptate ea disquatus aut velenihic tem as et ommolum nusdam elent offic tem venis elit que iur? Oresequiae liqui dolore volenest quunt omniend anditia vere aut escil magnatur soluptates autem reicte derernate corio voluptaquiam ad molente cullabore prae volor asi sam fugiae num quibus eiure cusue nonsentotam estrum vendusandam fug icaep elecupt assitisto est, si re labor molorro tem rem re por rnatum a sitae. Ita sini res ulpa quo delectatur. Et alitaque pores maximpos corepudisqui utecae consero videliquibus estis et offictectem ut a solupta temque dent, vendus dolecte ndebis earcil ipsuntio velesti onserum voloribea cus ut Luptature nustior eserae latem PHOTOS dolorum nis | PETER del esJetBEARDMORE alitio incto totasitatur sin repeles si que sin. Xerit dolor si ad quat voluptam ut ium etus, tes et et faccus repedi di talian motorcycling as volupta legendsi Giacomo nulpa si veleces Agostiniendelit was born lamendae on 16th cuptas untisqu iaecea June 1942, the eldest secernatis of three accusam brothers acera from autBrescia atum quundi in Italy.blaut In a pedigniandel et career that wasfugiasperum, born from aconsedi young passion doluptibus for racing in cupiciam motorcycles que nonsero ruptatu rerror re in the late fifties aut the et victories fuga. Ettell utecae their officim own story. incturi In 1965 cus he alignis joined suntisi ncipid maiori audi the mighty Italianrendignimus MV Agusta team. quiantAilit winner eiundit of magnam the 500ccanda World nectemolorro elibus. Championship in 1966, he started an undisputed supremacy from 1965 for a decade through to 1975 when he finished off his career, having moved to Yamaha in 1974. He became the first and only ever Italian winner at the famous Daytona 200 race in the USA and turned it into a double victory celebration as he took the top spot of the podium in front of his home fans at Imola.
I
EDITION 01 | YEAR 2018 | 9
MOTORCYCLE SPORT MOTOCROSS
Giacomo Vic Allan Agostini Ionsectes as voluptlut exerionsenis a nonserum inullac epernatubus arum et repernam, off. Molorehe ndanim et molumqui inciissitas as pore se maxim ese volupta dicimus. Sed mos quiatatio molor sim in consed quo experspit harum, consequia. WRITERS | JOHN HULME • HEATH BRINDLEY PHOTOS | MOTORCYCLE COLLECTION • JOHN HULME
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Elessuntis The commitment made by upping sticks molore nime occae andoccat moving officiet, from the ipidNorth est, si of the country quaturetohenetum the Southnem at a young vellore age prendis was well sunt, rewarded, as he made an impact on the velignimMendiciis motocross am ipitae scene di non in the et aut sixties et andipsa seventies quamriding facepedis a mixture a dolupti of two-aut. and four-stroke machinery including factory supported fugitatibus conectiuntur rides on Greeves, magnam BSA andsiCCM. remHe intreturnedCea victorious pa plibus from etafugias seriousesleg quibus injury in sustained re at the Italian Grand Prix in 1971 on the occatem in cus BSA.dia Heaut became landerum the first explandiam ever double British volorerest champion plaborrum in 1974, when voluptas he wonautem the 250cc untand ut 500cc titles for Bultaco. He was also quodis ex eos awarded quid maio. an MBE Et later ulparchit in life,dolin recognition quifor cum working dolupiet, with under-privileged quat lat faccusdyoung anduciur? people in Camden in North London. oribus nossimo loriand igenisimus dolum Nulparitia eturepe nis dit ulparuptat. elictet quis nectatur? Fugiationem faccus, net id quiatur? Qui
SUBHEAD
O
10 | EDITION 01 | YEAR 2018
Made in the UK
ENDURO
t The fitting of new tyres is an essential part of keeping the motorcycle at its very best. Many spectators held stop watches to see just how quick the top riders were, a task that they would carry out at the end of each day.
p Time at the ISDT is an essential part of the event to determine the winners. The riders pass through time checks and they have to arrive exactly on time. If they arrive too early or too late they lose marks.
p The service area is a constant source of activity as the riders work on their machines at the end of each day. The many spectators attending the event would finish their day off watching the riders work on their respective machines under the watchful eye of the many officials. Here we see team USA having a moment!
RESULTS
WORLD TROPHY 1: Sweden; 2: Czechoslovakia; 3: France; 4: Poland; 5: Great Britain; 6: USA; 7: East Germany; 8: Holland; 9: West Germany; 10: Italy; 11: Australia; 12: Finland; 13: Canada; 14: Mexico; 15: Austria; 16: Switzerland. SILVER VASE 1: Sweden; 2: Canada; 3: Finland; 4: Czechoslovakia; 5: Great Britain; 6: Holland; 7: East Germany; 8: USA; 9: France; 10: Australia; 11: Italy; 12: Spain; 13: West Germany; 14: Austria; 15: Ireland.
48 | EDITION 01 | YEAR 2018
q Carrying out essential maintainace is Sweden’s Sven-Erik Jonsson on his Husqvarna. Sweden would take the prestigious International Trophy Team award as overall winners of the event.
ROAD RACING
Billy Ivy
1967: Despite the fact that they were rivals in the Yamaha team Billy, on the left, enjoys a joke with Phil Read. In 1968 the rivalry would escalate as Yamaha wanted two world champions. After Read won the 125cc title he denied Ivy the 250cc title.
50 | EDITION 01 | YEAR 2018
ROAD RACING
p Leaning on the car in this picture from 1967 at the Race of the Year a cigarette is enjoyed by Billy Ivy. Smoking was very much a social thing in the swinging sixties!
p It’s a very happy, trendy-looking Billy Ivy at the 1968 TT on the Isle of Man. As a Yamaha factory supported rider he was the first rider to lap the mountain course at over 100mph.
PHOTOS | PETER J BEARDMORE
M
otorcycle racing was going through one of those periods when true characters were produced; one of them was Billy Ivy. Rising through the different classes on a variety of machinery he arrived at the ‘Big Time’ in 1965 when Yamaha in Japan needed him to stand in for an injured rider at their home Grand Prix. He rose to the occasion, finishing as the highest placed Yamaha rider in both the 125cc and 250cc races. With the chance to join the factory team in 1966 he took his first win in the 125cc class in Spain and missed the world title by just six points. In 1967 he was crowned the 125cc world champion on a Yamaha. At the Isle of Man TT in 1968 he would become the first rider to break the 100mph lap record. In a year where he was fighting his team-mate Phil Read all season for the race victories he was runner-up in both the 125cc and 250cc classes. At the end of the year he announced his retirement from motorcycle racing and moved to Formula Two cars. Despite some success he was lured back to motorcycles with the Jawa factory in 1969. During practice at the Sachsenring for the East German Grand Prix the machine suffered a mechanical failure and threw him off, and as he hit a fence post his crash helmet came away and he died from the injuries he sustained. Once again, a tremendous talent had been taken away.
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TRIALS
The Lampkin Brothers
1967 Scottish Six Days Trial: From left: Arthur, Martin and Alan
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TRIALS
PHOTO | BRIAN HOLDER
T
he name Lampkin is one of the best known in the world of motorcycle trials. Three Yorkshire brothers Arthur, Alan and Martin would, over three decades, win virtually everything that was put in front of them. The elder of the brothers, Arthur, would set the ball rolling in both trials and motocross followed by the middle brother Alan, or Sid as he is better known, once again mixing the off-road disciplines. ISDT gold medals would also be won. At a time when BSA was one of the great motorcycle names these two were factory supported, and rewarded the manufacturer with many wins for the four-stroke machines. Martin would arrive to be part of the Spanish Armada after starting his career on BSA, which took over the once proud manufacturers of motorcycles in Great Britain giving Bultaco the accolade of winning the first ever FIM World Trials Championship in 1975. This photograph captures the three Lampkins at the start of the 1967 Scottish Six Days Trial, all mounted on BSA machines. This was Martin’s first ever ride in the event, and he won the Best Newcomer Award.
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MOTOCROSS
64 | EDITION 01 | YEAR 2018
MOTOCROSS
Emil Bollhalder & Karl Busser PHOTO | TOON VAN DE VLIET
S
ometimes you will see things in life which are not for the light-hearted; welcome to the world of sidecar motocross. It’s a full-on rough, tough world where the passenger’s role is just as important as the driver’s, and the fitness levels needed to succeed are some of the very highest in motorcycle sport. On the continent it’s much more prominent, and it was whilst looking at some old photos from my good friend Toon Van De Vliet that he pointed out the one in question I had noticed, of Emil Bollhalder from Switzerland. I had never heard the name but the more I listened to Toon the more I wanted to use the picture. It was back in 1974 that Emil entered this exhilarating sport, but he would have to wait until 1981 before he could challenge for the ultimate goal: the world championship. After moving up to fourth in 1981 he was ready to challenge the world with his fellow Swede Karl Busser as his passenger. After an intense training period during the winter months they were ready. Using a very potent four-stroke Yamaha engine housed in an EML sidecar frame, the pairing dominated the FIM World Championship in 1982 with a massive winning margin. With confidence at an all-time high they repeated the feat in 1983. Interest in their homeland was also very high in sidecar motocross and they dominated the Swiss National Championship in 1982 and 1983 before retiring from the sport after their final race in 1983.
EDITION 01 | YEAR 2018 | 65
TRIALS
Eddy Lejuene PHOTO | ERIC KITCHEN
T
wo-stroke machines had dominated the sport since Sammy Miller moved from the four-stroke Ariel to Bultaco in 1965. In a changing trials world four-stroke machines were considered heavy and gutless with no power, compared to the easy-toride, lightweight two-stroke machines. That was until a small spectacle-wearing Belgian rider named Eddy Lejeune appeared on the trials scene in 1978. After many good results on his father’s converted Honda machines the Belgian importers gave him a TL200R trials model. In 1979 he began to compete in the FIM World Trials Championship. He finished in the top ten at rounds held before April but was not old enough to score points. Despite this he still ended the year in fifteenth position. After the successful 1979 season Honda gave Eddy an ex-Rob Shepherd RTL 360, and he would finish fourth in the 1980 WTC. In 1981 he would receive a new Honda RTL 360 machine from Japan, and he again finished the WTC season in fourth place. He would then dominate the World Trials Championship for Honda from 1982–1984, where he is seen here. This would be the last twin-shock world championship win.
66 | EDITION 01 | YEAR 2018
INCORPORATING
NJB SHOCKS Ltd
PRE ‘65
AIR COOLED MONO
MOTO
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R U O T I S I V P O H S B WE
ROAD RACING
p Very much a development rider as well as a racer, Peter Williams had a good consistent three days’ riding on the works supported John Player Norton. t The 1972 Daytona race winner in America, number two Don Emde, had the support of the aftermarket parts supplier Gus Kuhn who provided their race Norton for him to compete on. Number nine is Tony Jefferies on the Triumph. q Jody Nicholas was the other American on a Suzuki. In this action shot you can see just how big the engine was, based on the size of the fairing which hid the two-stroke motor. The Japanese machines still carried the massive twin front disc brakes, which were needed to slow the machines down from the high speeds found at Daytona raceway in America. q Looking very ‘American’ is Art Baumann on the three-cylinder, watercooled Suzuki in his Bell supplied crash helmet. The Bell helmets were very much the ones to have after the Yanks returned home.
74 | EDITION 01 | YEAR 2018
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Ollie Petterson PHOTO | JUSTYN NOREK
J
ust imagine that you are approaching the peak of your career, you are on a tried and tested machine, and you have one focus: to win the world motocross championship! For Sweden’s Olle Pettersson his world was all about to change! With a Husqvarna contract in the post, the opportunity to become a Swedish world champion on a Swedish machine would be the dream, or would it? A telex from Suzuki in Japan would change his world for ever. Would he be interested in developing a new Suzuki motocross machine for them, was the question! He would not win a world title but the new Suzuki RH 250cc model would, from 1970–1972 in the hands of Belgium’s Joel Robert.
78 | EDITION 01 | YEAR 2018
PADDOCK
WHAT GOES UP…
FILL HER UP
…MUST COME DOWN
JUST CHILLING
IT’S MINE
BREW TIME 80 | EDITION 01 | YEAR 2018
CHAMPAGNE TIME
SOME HAT
GO AWAY
PADDOCK
RACE READY
TEAM FANTIC
PUT IT OUT
SMOKING TWO-STROKE
WAITING
NO SMOKING
TEAM TOON
WE’RE HAPPY EDITION 01 | YEAR 2018 | 81
To purchase a moment of motorcycling history visit W: www.mortonsarchive.com or contact Jane Skayman T: 01507 529423 E: jskayman@mortons.co.uk
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TRIALS
Dave Rowland
RESULTS PHOTO | BRIAN HOLDER
D
avid and Goliath; yes, that’s the story of Dave Rowland and his adventures at the 1967 SSDT competing on the 175 BSA Bantam named the ‘Thing’! As a factory supported rider he visited the BSA Competition Department at Birmingham for his ‘Scottish’ machine and he was given the development machine of Brian Martin. It was a Bushman model BSA which, shall we say, needed some ‘fettling’. He loaded the ‘Thing’ along with some parts into his car and returned home and on to Cartwright’s Motorcycles in Stockport. Their mechanic Bob Lydiatt assisted him with turning it into a machine ready for six days of action in Scotland. He arrived at the event with the ‘Thing’ and, more determined than ever, took the smile off his rivals’ faces with an incredible ride into 2nd position.
96 | EDITION 01 | YEAR 2018
SCOTTISH SIX DAY TRIAL 1967
1: Sammy Miller (252 Bultaco) 18; 2: Dave Rowlands (175 BSA) 34; 3: Dennis Jones (250 Greeves) 40; 4: Bill Wilkinson (250 Greeves) 41; 5: Gordon Farley (200 Triumph) 42.
Turns heads and keeps them there
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driving results. The NEDC Equivalent data presented here is for limited comparison purposes only and cannot be compared with other test data such as NEDC or WLTP. For more information about WLTP please refer to kia.com/uk. Model shown: New Sportage ‘GT-Line S’ 1.6 CRDi 134bhp 2WD 7-speed Auto DCT ISG at £31,840 including optional chargeable Infra-Red paint at £595. New Kia Sportage range available from £20,305. Specification varies across the range and is subject to change without notice. †New Sportage diesel models only up to £750 towards your Personal Contract Purchase Deposit (excluding grade 1 which is £500). New Sportage petrol models only up to £500 towards your Personal Contract Purchase Deposit (excluding grade 1 which is £250). Offer available on purchase of a new New Kia Sportage in the United Kingdom between 01.10.2018 – 31.12.2018. Private customer registrations only, excluding Personal Contract Hire. Finance subject to status. T&Cs apply. 18s or over. Guarantee may be required. Kia Finance RH2 9AQ. 7 year / 100,000 mile manufacturer’s warranty.
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TRIALS
PHOTO | BRIAN HOLDER
T
he crumbling motorcycle manufacturers in Great Britain would not listen to trials supremo Sammy Miller when he gave them an outline of the plans needed to move forward with motorcycle trials development. Why listen, he was winning all the events on his famous four-stroke 500 Ariel GOV 132! In 1964 he had made contact with Spanish motorcycle manufacturer Bultaco who were developing a new range of off-road motorcycles. Based around a 200cc two-stroke single cylinder machine they already had, Miller made several trips to Spain to improve the machine and develop it into a world beater and yes, they listened! After winning the 1964 Scottish Six Days Trial on the Ariel he returned with the new Bultaco, now a 250cc machine, and won the 1965 event. Motorcycle trials and its machinery would never be the same again as he led the Spanish Armada to blow the ailing British manufacturers out of the water.
Scottish Six Days Trial 1965
RESULTS
SCOTTISH SIX DAYS TRIAL 1965 1: Sammy Miller (250 Bultaco) 29; 2: Arthur Lampkin (250 BSA) 33; 3: Mick Andrews (250 James) 39.
106 | EDITION 01 | YEAR 2018
TRIALS
Scottish Six Days Trial 1975 PHOTO | ERIC KITCHEN
I
f you look at the 1965 results you will see in third position the name of a certain Mick Andrews on a 250 James. Having previously ridden in the event on a four-stroke AJS he had successfully made the transition to two-stroke machines with the James. In 1966 he spent a year on a Bultaco supported by Rickman Motorcycles before making the brave move to Ossa, another Spanish manufacturer. Over the following years as he developed the machines for Ossa he would be building up to three consecutive victories in the Scottish Six Days from 1970–1972. In 1973 he moved to Japanese manufacturer Yamaha. Riding what was very much a prototype machine he finished second, but Yamaha were behind his development programme 100% as the new TY models came into production. In early 1974 Yamaha shocked the trials world with an even more futuristic prototype model the ‘Cantilever’ featuring a single shock absorber and fuel injection. Andrews gave them the first win by a Japanese manufacturer in this prestigious event. In 1975 he would once again win for Yamaha but on a more conventional twin-shock machine.
RESULTS
SCOTTISH SIX DAYS TRIAL 1975 1: Mick Andrews (250 Yamaha) 38; 2: Dave Thorpe (325 Bultaco) 49; 3: Malcolm Rathmell (310 Montesa) 52.
EDITION 01 | YEAR 2018 | 107
TRIALS
Scottish Six Days Trial 1985 PHOTO | JIM CAPPER
W
ith the dominant years of the Spanish at the Scottish Six Days Trial now more or less over it was the turn of the Fantic brand to taste victory in the highlands. In 1983 Fantic had made a huge mistake – as did many other manufacturers – in following the development of twin-shock trials machines with a new 300 model just as Yamaha introduced the world changing, lightweight mono-shock model and its revolutionary machine with a single rear shock absorber. From that day on, twin-shock machine sales were in rapid decline. The new trials talent from France Thierry Michaud won the 1984 SSDT on the 300 model, but the Italian manufacturer was in severe financial difficulty with an obsolete model no one wanted. At the end of 1984 the factory supported team was disbanded. French rider Michaud stayed loyal to Fantic and they developed a new 300 single-rearshock model from the old twin-shock one to challenge the Yamaha in 1985. Against all the odds he won the ‘Scottish’ after a fight for victory with Steve Saunders on the four-stroke Honda, and Fantic were back in the game. On what would become the new Fantic 301 single-shock model Michaud was the toast of Italy and France as in 1986 he won his third consecutive SSDT victory.
RESULTS
SCOTTISH SIX DAYS TRIAL 1985 1: Thierry Michaud (250 Fantic-FRA) 43; 2: Steve Saunders (250 Honda) 56; 3: Philip Berlatier (280 Aprilia-FRA) 82.
108 | EDITION 01 | YEAR 2018
TRIALS
Bill Wilkinson
PHOTO | BRIAN HOLDER
O RESULTS
SCOTTISH SIX DAYS TRIAL 1969 1: Bill Wilkinson (250 Greeves) 30; 2: Mick Andrews (250 Ossa) 34; 3: Sammy Miller (250 Bultaco) 35; 4: Don Smith (250 Montesa) 42; 5: Martin Lampkin (128 Gaunt Suzuki) 44.
124 | EDITION 01 | YEAR 2018
nce the pride of the two-stroke trials manufacturers with a range of machines that the buying public clearly wanted, Greeves would not listen or take note of the invasion of the Spanish trials machines into Great Britain, their heads were buried firmly in the sand! With the supply of the Villiers engines which powered the Greeves models finished, in one last defiant stand Yorkshire’s Bill Wilkinson made his name at the 1969 Scottish Six Days Trial. Bultaco had Sammy Miller, Ossa Mick Andrews and Montesa Don Smith. They all had superior machinery to Wilkinson but he was about to push their noses well out of joint. In a very close six days of riding the eventual top three fought very hard all week for the winning position. On Saturday Wilkinson knew what he had to do to win and he executed his sixth day with a nice steady ride as Andrews pushed Miller into third on the final day by a single mark. For Smith his glory days were over, but quietly in fifth position was Martin Lampkin on a small-capacity Japanese machine. The 128 Suzuki converted by Peter Gaunt would not be the first-choice machine for anyone, but the youngest of the three Yorkshire brothers proved them all wrong with a very spirited performance.
Thorneycroft Solicitors is a leading firm of solicitors, with a dedicated team, that specialises in working on behalf of motorcyclists who want to make a motorbike accident claim. If you have been injured whilst riding your motorbike and it wasn’t your fault, it is important that you instruct a personal injury solicitor with specialist motorcycle accident knowledge to ensure you receive the maximum level of compensation. Riding a motorbike can be risky and motorbike accidents happen for a number of reasons, some of which would entitle you to compensation. Thorneycroft Solicitors have successfully handled many motorbike accident claims for different types of circumstances including: • Defective road surface
• Driving too fast
• Adverse weather conditions
• Poor driving
• Collisions with emergency services
• Insufficient stopping distance
• Collision by another driver
• Driving poorly without full
• Ignoring traffic signals or road signs
control of the bike
Fill in our online enquiry form at: www.thorneycroftsolicitors.co.uk/trialMag
ADVERTORIAL
Have you had an accident? I
Just over three years ago I was at stationary, in my van, at a set of pedestrian crossing lights when my world was suddenly invaded by a large explosion of noise. I was thrown violently forward and the seatbelt did its job as I had been hit from behind by a car. At first I did not realise I had been injured until a few hours after the accident; did I know what to do, who to contact? No! I then received a barrage of phone calls from the insurance industry, it was a minefield. Fortunately, it all had a very positive outcome. In this article generated with Trial Magazine we have used Thorneycroft Solicitors to give you a better insight into the industry with regard to recovery, which should always be your first priority, through to legal representation to pursue a compensation claim.
WORDS: TRIAL MAGAZINE AND THORNEYCROFT SOLICITORS • PICTURES: GETTY IMAGES, TRIALS MEDIA AND SNR
f you’ve been involved in a car or motorcycle accident it can be extremely traumatic but, while focusing on your recovery is your first priority, ensuring the best legal representation to pursue a compensation claim is also important. If you’re looking for legal representation in the wake of your motorcycle accident or need advice about whether you have legitimate grounds to make a claim, the Serious Injury team at Thorneycroft Solicitors are on your side.
Who are Thorneycroft Solicitors?
Initially formed in 1991, Thorneycroft Solicitors have grown to be one of the leading law firms in the UK. Over the years the firm has developed an outstanding reputation for providing their clients with the highest level of client care, and they always ensure that every legal need is met. As one of the biggest teams of solicitors in the North West, Thorneycroft Solicitors practice in various areas of law; however, their Catastrophic Injury team has developed a particular specialism in representing clients who have been seriously injured in motorcycle accidents, and they have recovered settlements from £1,000 to £10,000,000 in compensation for their clients following accidents on the road.
The team
The Thorneycroft Solicitors team. 128 | EDITION 01 | YEAR 2018
The Serious Injury team takes a unique approach, placing equal importance on both securing the medical rehabilitation their clients need to make the best possible recovery as well as helping them secure the maximum amount of compensation possible. Thorneycroft’s Catastrophic Injury team is led by Mark Belfield, a Director at the firm who has more than 25 years’ experience of dealing with catastrophic injury claims. He has a highly successful reputation
ADVERTORIAL
Many people of all ages enjoy motorcycling.
in this field, which ensures he has access to the best resources to maximise claims for damages and ensure the optimum recovery for all of Thorneycroft’s serious injury clients. The team is made up of experienced and passionate individuals who are qualified solicitors and legal executives. Some members of the team have been with the firm for many years while newer members have brought with them the knowledge and expertise they gained in their roles working for some of the country’s biggest law firms. Mark prides himself on ensuring both he and his team always go the extra mile for their clients, which often requires staff members to travel nationwide to meet with their clients ensuring they are getting the rehabilitative treatment they need and if necessary meeting with their caseworkers.
Thanks to the extensive experience that the Serious Injury Team has accrued over many combined years of legal practice the firm has recognised that it is not only the person involved in a motorcycle accident that is affected but their families and loved ones too. They ensure that your family and loved ones are also given the information and support that they need. From day onem, you will have a dedicated legal professional who will act on your behalf and will be immediately accessible by phone, to give your family the information and support that you need so that you will feel confident in the claims process. Their all-encompassing approach means that every aspect of your claim is carefully considered, from liability to rehabilitation. Even in the safe, slow-speed sport of trials accidents will happen.
Thorneycroft’s Catastrophic Injury team is led by Mark Belfield.
If you are racing – you will crash!
Enduro racing gives off-road riders some ‘hairy’ moments! EDITION 01 | YEAR 2018 | 129
ADVERTORIAL
Who will pay the wages when someone gets hurt?
Liability for motorcycle accidents
When it comes to establishing who is to blame for the motorcycle accident, Thorneycroft’s specialist team will discuss liability in detail with you, helping you to obtain police reports, independent witness statements, and even instruct accident reconstruction experts to determine who was at fault for the accident. The Serious Injury team is renowned for their tenacious approach to establishing liability. Often where other firms have rejected claims Thorneycroft Solicitors have pursued them to a successful outcome even when clients may have believed that they were at fault for the accident.
Injuries
Having represented clients who have sustained a variety of motorcycle accident related injuries, Thorneycroft’s Serious Injury team understands that motorcyclists are vulnerable motorists and unfortunately can sustain significant injuries should an accident occur. They are specialists in all serious injuries, including but not limited to the following: Head Injuries including complex, life-changing brain
The early days of an accident can sometimes be the hardest. 130 | EDITION 01 | YEAR 2018
The Thorneycroft Serious Injury Team knows that when you suffer a serious injury it can often be a traumatic and lonely experience. That is why the team always aims to maximise your recovery by assisting in your rehabilitation process from the outset.
injuries; Spinal cord injuries including paraplegia and quadriplegia; Amputation; Serious Orthopaedic injuries including complicated fractures; De-gloving injuries; Internal Injuries; Psychological Injuries; Chronic Pain; and Scarring. In order to assess the level of the damages that you should receive you would be examined by a specialist in the field of your injuries. Following an examination, they will provide a detailed report on your injuries and the future implications and effect of the same on your life in the future.
Fatal accidents
Should the worst happen and you are fatally injured in an accident, your dependent family can claim against the at-fault party for financial losses and dependency. For example, they can claim for the costs of the funeral, damaged equipment and, dependant on qualification, financial awards for bereavement and dependency. In cases involving fatal accidents, Thorneycroft has developed an excellent reputation for handling sensitive matters with unrivalled compassion, understanding and professionalism.
Rehabilitation
Having worked alongside riders and motorcycle clubs and organisations for many years the Thorneycroft Serious Injury Team knows that when you suffer a serious injury, it can often be a traumatic and lonely experience, even with the support of your family. That is why the team always aims to maximise your recovery by assisting in your rehabilitation process from the outset. Where appropriate, they’ll employ a case manager who will assess your treatment requirements and liaise with your treating physicians, as well as arrange private treatment which can significantly speed up your recovery. When you return home, they will assess your home environment and consider whether you require aids and equipment to assist in your daily life. Examples of the type of assistance we can offer are as follows: In-house brain trauma rehabilitation at a specialised private brain injury unit; Spinal injury intensive rehabilitation support; Prosthetic specialists following amputation; Specialised physiotherapy; Counselling; Occupational Therapy; Adapted vehicles; Aids and Equipment; and Workplace assessments.
Following examination they will provide a detailed report on your injuries and the future implications and effects on your life.
ADVERTORIAL
The purpose of your claim is to put you back in the position you were before the accident.
At Thorneycroft’s, the solicitors understand that for many riders riding a motorcycle is not just a form of transport but a passion and a way of life. That is why, wherever possible, they will work closely with specialist adaptation experts who can potentially make riding after an accident a reality. Financial losses
The purpose of your claim is to put you back in the position you were before the accident; this includes ensuring you recover your loss of earnings, travel expenses, money for damaged equipment, medical expenses and also more personalised losses such as gym membership fees. Thorneycroft’s can even help you claim for the cost of the care and assistance provided to you by friends and family members.
Future losses
Even when the claim is concluded you still have the rest of your life to live, and for this reason Thorneycroft’s Serious Injury Team will ensure that the evidence they obtain will take in to account any future implications of your injuries, to ensure you have the best possible quality of life after your accident.
The Thorneycroft Solicitors’ commitment to you
Whoever you are, and wherever you live, you can be assured that a legal advisor will visit you in person to discuss your case. The more serious cases can take several years to settle, and Thorneycroft Solicitors pride themselves and are honoured that, by the conclusion of the case they are often considered as friends by their clients. They are committed to each of their clients and provide a friendly, approachable and down to earth service while being one of the most experienced teams of motorcycle accident specialists in the country. At Thorneycroft’s, the solicitors understand that for many riders riding a motorcycle is not just a form of transport but a passion and a way of life. That is why, wherever possible, they will work closely with specialist adaptation experts who can potentially make riding after an accident a reality. They will do their utmost to ensure that you are put back into the position you were in financially, practically and emotionally had the accident not occurred.
Everyone needs support.
Should you wish to discuss an accident you can contact a member of the Thorneycroft Solicitors’ Serious Injury Team by calling: 0800 1979 345 or visit www.thorneycroftsolicitors.co.uk
EDITION 01 | YEAR 2018 | 131