Trial Magazine Issue 68 April-May 2018

M OTORC YC L E • CYCLE • SI DE-CAR • CLAS S IC • CO MPE TITIO N • FEAT U R E S

SECTION

www.trialmaguk.com

68

CELEBRATION

MONTESA COTA CATCH UP

QUICK SPIN

MARC GAS GAS 300 RACING COLOMER BETA 300 4T POSTER INSIDE

ULF KARLSSON 1952-2018 ISSN 1 7 5 3 - 0 0 4 0

APRIL-MAY 2018

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TRIAL MAGAZINE

SECTION

WELCOME

68 FEATURES INTERNATIONAL

18

REMEMBERING

26

QUICK SPIN

32

FIM X-Trial

Ulf Karlson

Beta 300 4T

Gas Gas 300 Racing

NEW MODELS

40

WHAT’S NEW

44

CATCH UP

48

CELEBRATION

56

SUCCESS

72

SPORT

76

Oset TRS

Marc Colomer Montesa 1993 - 2018 Scorpa in Scotland British Championship

WORLD ROUND WINNERS 92 1975 - 2017

CYCLE

101

WHAT’S THE STORY

108

Road Trip Alan Aspel – Sammy Miller

SECTIONS TALK TRIALS

Trial Magazine is published by: CJ PUBLISHING LIMITED 48 Albion Road, New Mills, High Peak, Derbyshire, SK22 3EX. UK Telephone: 01663 749163 Email: england@trialmag.com Co-Managing Directors John Hulme & Charles Benhamou Executive Director Philippe Benhamou Editor John Hulme (NUJ No: 949620) england@trialmag.com

Editorial Staff Cyrille Barthe, Jean Caillou, Phil Disney, Nick Shield, Matthew Heppleston, Heath Brindley, and John Moffat Photographers Colin Bullock, Eric Kitchen, Cyrille Barthe, Josh Turner, Yoomee, Trials Media, Barry Robinson, Don Morley, Mauri/Fontserè Collection and the Giulio Mauri Copyright, Brian Holder and Andy Gregory.

Proof reading Jane Hulme and Davina Brooks

Commercial Manager John Hulme england@trialmag.com Design and Production Dean Cook The Magazine Production Company www.magazineproduction.com

Printing Buxtons Press Distribution Warners Group Publications Plc Mail Order www.trialmaguk.com TRIAL MAGAZINE: ISSN: 1753-0040.

CJ Publishing Limited is a Company Registered in England Number: 5947718. © 2018 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 • APRIL-MAY 2018

TONI BOU NEWS PADDOCK SHOPPING POSTER DEALER LOCATOR SUPERSTORE SUBSCRIPTION FORM

6 8 12 14 58 106 111 112

COVER PHOTO: MONTESA 50 YEARS PICTURE CREDIT: TOON AND TRIALS MEDIA

5

TALK TRIALS TONI BOU

Celebrating my 2018 X-Trial World Championship with Trial Magazine editor John Hulme

CRASH

Yes, that’s exactly what happened, I crashed quite heavily onto my lower back at an invitation indoor trial competition in Le Mans France. I was enjoying the event but got a technical part of a hazard wrong and fell onto a concrete part of the hazard which resulted in three broken vertebrae in my lower back, L2-L3-L4. To take my 12th consecutive indoor title at that moment appeared to be beyond my reach but with the help and support of a fantastic team the dream became reality once again.

WORDS: TONI BOU WITH JOHN HULME • PICTURES: MONTESA, HONDA, TRIALS MEDIA AND RAMON SALLES

M

y last major crash was in 2009 at the Barcelona FIM Indoor World Championship and I accept that these things can happen.

In training during the end of 2017 and the start of 2018 I had started to have sensations in my arms which at times made it difficult to hold onto the Renthal handlebars. After seeking the advice of the medical team I use, we found out that I had a trapped nerve in my neck from the 2009 crash.

With specialist advice, I was able to ride around the pain barrier to see if at some point it would need to be operated on but then I went and had the crash at the indoor invitation event at Le Mans in France. I took a heavy blow against a concrete part of the hazard after failing to make it up a step. It forced me to abandon the event before being taken away for an examination at the Le Mans hospital.

After medical tests performed by the team doctor, Joaquim Terricabras, at the Consell Catala de L’Esport and the Creu Blanca Clinic of Barcelona, it was confirmed that I had suffered a fracture of the right apophysis transverse of the lumbar vertebrae L2-L3-L4.

Dr Terricabras recommended that I rest from all sporting activity stating that the evolution of the injury will dictate when I could ride again. The decision was made to compete in Paris where I could celebrate yet another successful World Championship win. I want to thank everyone who made this possible, I always remember we are a team, a winning team!!

2018 and still #1 6

Until Next Time – Ride On! – Toni

My face after my 2009 crash.

The X-Ray on my back showing the three broken vertebrae.

APRIL-MAY 2018 • TRIAL MAGAZINE

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The Cota 4RT260 is a machine that has evolved over time into a base platform that the amateur Trial enthusiast can get the most out of. honda.co.uk 0845 200 8000 VPL Terms & Conditions: New Montesa Honda RT260 17YM orders from 01 January 2018 to 30 April 2018 and registered by 30 April 2018. Subject to model and colour availability. Representative Example based on 3 years 0% VPL. Offers applicable at participating dealers and are at the promoter’s absolute discretion. Indemnities may be required in certain circumstances. Finance is only available to persons aged 18 or over, subject to status. All figures are correct at time of publication but may be subject to change. Honda Franchise Dealers are credit brokers, not lenders. Credit provided by Honda Finance Europe Plc. Cain Road, Bracknell, Berkshire RG12 1HL. Honda Financial Services is a trading name of Honda Finance Europe Plc. a company registered at Companies House No 03289418. Honda Finance Europe plc is authorised and regulated by the Financial Conduct Authority, Financial Services Register number 312541.

NEWS

TRIALS ROUND-UP

Rock Oil – FIM Trial World Championship

2018 Gas Gas TXE Gas Gas presents the new TXE model, the first and only electric trials machine with a mechanical clutch and six-speed gear box. The dream of riding the FIM TrialE Cup winning machine has become a reality for potential owners. They will now be able to make the innovative electric trials machine from Torrot’s off-road subsidiary their very own from next July.

Trials lovers at last have the innovative electric machine that opened the doors to a new era in the world of trials within their grasp. The new Gas Gas TXE promises sensations which, up to now, have been unthinkable for trials riders. From now on they can enjoy their favourite sport with the only sound of nature in the background without renouncing the great features of a petrol aspirated motorcycle.

It is not for nothing that this new Gas Gas model incorporates a mechanical clutch system with its six-speed gear box, as it allows the rider to carry over the riding style from its twostroke model variants. The efficient engine developed by Torrot, the company that owns Gas Gas and the leader in the electric sector, is powered by a state-of-the-art battery offering all the necessary autonomy so riders can enjoy long riding sessions.

Agile, lightweight and easy to ride, weighing only 68 kilograms and manufactured on the extensively tested tubular chassis made of chromium-molybdenum steel used by the TXT range, from which it also inherits a large part of its aesthetics and its tried and tested components in terms of suspension, brakes and tyres.

Limited to only 200 machines, it will become available between July and October 2018.

New TRS 125cc wins

TRS were more than happy with the victory by Spanish Juvenil B class rider Nil Riera, who gave the new TRS 125cc its first win in the Spanish Championship at round one in the town of La Nucía in Alicante. Official TRS UK importer Steve Saunders has already tested the 125cc machine in Spain while it was under development and was very enthusiastic about its performance. By the time you read this the new model should have arrived in the UK.

8

Rock Oil are delighted to announce a new two-year partnership with Sport7, the official promoter of the FIM TrialGP World Championship. As the official lubricant partner to the series the agreement will continue to showcase the Rock Oil brand including a range of branding, experiential, hospitality and marketing rights. The global reach of the series assists both our UK and export business across all our market sectors.

After a stunning inaugural year in 2017 the Sport7 team has taken the championship to a new level and pushed interest in trials competition to new markets. We have been delighted to be involved and look forward to continuing on the journey with them. Greg Hewitt Managing Director, Rock Oil said: “The decision to renew the partnership was a very easy one to make.

We have an established relationship and throughout 2017 the team delivered a high-quality championship. This year sees Rock Oil celebrate its 90th anniversary and going through a dramatic period of change and growth.

“I am delighted for Rock Oil to be involved with the series in 2018 and beyond, and I’m sure the team will continue to drive the championship forward and generate more awareness for the Rock brand. Rock Oil has a long history of working in trials; this sector of two-wheeled motorsport was one of the first supported by the company in the early eighties. To now be in a position to be a part of the FIM Trial World Championship in the new TrialGP era is fantastic which, coupled with partnerships with the likes of Dougie Lampkin and current World Champion Emma Bristow, ensures Rock Oil remains at the forefront of trials competition.”

Punch Cards

After many years riding, observing and organising both club and national trials Phil Parkinson found that the current type and most common punch cards could be a lot better so along with a graphic design friend they came up a prototype which has bolder numbering for ease of use and these were tried out at the recent S3 Milnthorpe Cup with very good feedback. Now the idea is to offer a custom punch card to suit your event ether with your clubs logo, event name or sponsor. Contact Phil Parkinson on 07850 114241, email: philandnicola14@yahoo.co.uk APRIL-MAY 2018 • TRIAL MAGAZINE

NEWS

TRIALS ROUND-UP

FIM: Rider safety For the FIM the riders’ safety is paramount. Protective devices have been a major focus of its work in recent years, with valuable input from the FIM Technical and Medical Commissions. 2019 will be a landmark year for improving trial riders’ safety.

Since 2016, riders have been strongly encouraged to wear back and chest protection. From 2019 back protectors will be compulsory for all classes in both Trial and X-Trial. Use of chest protectors remains encouraged and may become compulsory in the near future.

In order to prepare the riders for the new rule a ‘safety camp’ will be organised in connection with one World Championship round. Riders will be able to test available back and chest protectors thanks to the participation of protective device manufacturers. More than 10 manufacturers have already been contacted with a view to future cooperation. The ultimate aim is to draw up a list of product manufacturers and device models that are certified according to international standards, and from which men and women riders will be able to choose.

Another important measure is the creation of a ‘Trial Sections and Safety Working Group’ bringing together experts from the FIM Trial, Technical and Medical Commissions, manufacturers and riders’ representatives.

Scottish Six Days Trial Yes, it’s almost that time of year again for the privileged riders who have had their entry accepted to start their preparation for the greatest test of man and machine, the Scottish Six Days Trial.

As usual it will be based around the town of Fort William in the Highlands, with the start and finish and the secure area for the machines in the West End car park.

All the major importers will be in attendance to support the riders but it’s very important, in order to maintain the best service from the free facilities provided, that you register with them. The importers’ contact details can be found in the magazine, so either call or mail them so that you can have your account set up with them before you arrive at the event and get the best service and supply of parts organised. You must remember that they need the details of your machine so that they can ensure a supply of parts is available for that particular model. Preparation for the six days of riding is key to you finishing the event so it’s very important to be organised.

Before you arrive, please note that the free service does not include preparing your machine for the event at the start of the trial. You should arrive in Scotland with your machine in very good mechanical condition and not, as has been seen in the past with some, having no preparation carried out at all, not even washed!

Contact the importer for the machine you are riding to find out if there is any extra information you need to know about your model to ensure you finish the event; once again the details can be found in the magazine.

Many of our importers and advertisers in the magazine have ridden the event, so maybe it’s a good time to speak with them or to visit your local dealer for any extra information they can give you. It’s surprising what you can learn from someone who has ridden the event with regards to what riding kit to wear and what to carry, and as we have stated your local dealer is probably the best place to visit.

On a final note, just remember the event is not just about the machine finishing the event, the rider has to also! Trial Magazine would like to wish everyone involved in the event a safe week of trials; see you at the event.

10

ACU 2018 British Championship changes AMENDMENT TO BRITISH SOLO CHAMPIONSHIP CONDITIONS 1 Start Order: All start orders will be drawn by ballot as below.

Championship Group A: Riders placed in the first six positions of the current classification. Championship Group B: Remaining Championship Class Riders. Masters Class Group C: The start order will be a single ballot for all riders. Youth Elite Group D: The start order will be a single ballot for all riders. Expert Class Group E: Riders placed in the first six positions of the current classification. Expert Class Group F: Remaining Expert Class Riders.

2 Application to change Class: Any rider having previously registered or entered one class who now wishes to change class must seek approval by applying to the T & E Committee. If approval is granted it may be that the rider will be allowed to move to the new class on a no-awards or points basis, or they may be offered to relinquish any points previously awarded and be eligible for points in the new class. If a rider relinquishes Championship points, no amendment will be made to the points allocated to other riders in that classification.

Trial Magazine – Quick Spin You, the reader, may have noticed that we continue to use riders for the ‘Quick Spin’ articles who actually receive support from the relevant machine importers into the UK. Rather than focus on what readers already know about the product, we prefer to ask the test riders to have a brief ride and point out the new upgrades to the year’s models. They are the ones who know the most about the machines as they ride them the most. In the present period of trials manufacturing nothing that ‘new’ has actually appeared as machines tend to evolve rather than change the face of the sport. You can be assured when it does you will get a full test report and not just a quick spin!

APRIL-MAY 2018 • TRIAL MAGAZINE

PADDOCK

CAUGHT ON CAMERA

100 WINS - NO CHANCE - 2010

ALWAYS WITH THE CAMERA

BOB THE BUILDER

GASSING

LISTEN AND LEARN 12

I MADE THE PODIUM

FEED ME

IT’S NOT IBIZA

MAYBE LIKE THIS APRIL-MAY 2018 • TRIAL MAGAZINE

PADDOCK

CAUGHT ON CAMERA

ONLY IN BARCELONA

I WON THE MOST

PRESS

THROUGH THE KEYHOLE TRIAL MAGAZINE • APRIL-MAY 2018

PLEASE, NO MORE

TEAM

REPLAY

THUMBS UP 13

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14

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APRIL-MAY 2018 • TRIAL MAGAZINE

SHOPPING WHAT’S NEW

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Hebo XTR Jacket

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TRIAL MAGAZINE • APRIL-MAY 2018

Sidi Trial Zero1 Boots

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15

INTERNATIONAL

FIM X-TRIAL WORLD CHAMPIONSHIP

Toni Bou (Repsol Honda-ESP): Still the best motorcycle trials rider in the world, this year has seen Toni fighting discomfort and pain from a trapped nerve in his neck but this has no way stopped his winning ways.

Having won the opening five rounds he was unceremoniously dumped on his back at a non-championship indoor on Sunday the 18th February at Le Mans in France. The result was three damaged vertebrae in his back which looked like he may have to miss the remaining three rounds. With the sixth round in Seville, Spain cancelled he focused on being fit for the seventh round. As we all now know the rules at the beginning stated that every rider could drop their worst scoring round, making Bou once again the world champion before round seven. In truth he could have missed Paris but like any true warrior he put up a brave fight before the pain and discomfort pushed him down to fifth on the day.

Back-breaking Bou How do you stop the trials robot that is Toni Bou (Repsol-Honda-ESP) from winning?

An invitation indoor trials competition in France left him with three broken vertebrae in his back.

Any other rider would have been out of action for a long period of recuperation. Riding with the support of his medical team and Hebo back protector he came to round seven, just three weeks after the accident, in Paris to be crowned the 2018 FIM X-Trial World Champion. He could have just taken the accolade and paraded in front of the 5,000 French trials fans but no, he came out and put on a very heroic fight for yet another victory. He won his qualifying heat but in the second phase of the qualifying, the pain and discomfort became too much and pushed him down to fifth position overall. The crowd gave him a standing ovation knowing that they once again had witnessed the undisputed ‘King’ of the indoors give his all in his constant quest for victory.

ARTICLE: TRIALS MEDIA

T

he new format for the indoor X-Trial series may have attracted its critics but what it has done is given a new generation of younger riders the opportunity to display their skills in front of packed arenas across Europe, well nearly! The majority of the rounds have been held in France with the championship only visiting additional 18

venues in Spain and Hungary but the 2Play Event production manager, Bernard Estripeau, has promised a much bigger and better series in 2019.

With sell out stadiums, 2018 has been a huge success and bodes well for the future of the indoor championship having gone through the learning curve of its virgin year under the realm of the new regime.

APRIL-MAY 2018 • TRIAL MAGAZINE

INTERNATIONAL

FIM TRIAL WORLD CHAMPIONSHIP

Adam Raga (TRRS-ESP): Along with his great adversary Toni Bou, these two are still the undisputed ‘Kings’ of the trials world, indoor or outdoor. Riding in some pain and discomfort he battled with a breakage of the second radial tendon of his left arm in the first part of the championship. Immediately after the Barcelona round he underwent an operation to fix the breakage which was declared a success and after 24 hours in hospital he was given the all-clear to return home and begin a recovery that initially focused solely on rest. Unable to move the arm for two weeks he has focused to recover his physical condition as quickly as possible and return to competition as 100% fit. As with his great rival Bou, his result in Paris showed why they have both dominated this championship for well over a decade of competition.

Benoit Bincaz (Scorpa-FRA): Taking the opportunity of a fixed place ride in the championship the young Scorpa rider has done himself proud. During the series he has embraced the French crowd support and his inspired riding has been rewarded with the visit to the podium.

He has given 100% at every round and despite some challenging moments matured into a world class rider. The French partnership of Bincaz and the Scorpa has been a revelation in the FIM X-Trial and no doubt he will be looking at carrying this form into TrialGP in 2018.

TRIAL MAGAZINE • APRIL-MAY 2018

19

INTERNATIONAL

FIM X-TRIAL WORLD CHAMPIONSHIP

Jaime Busto (Gas Gas-ESP): After a very strong second place in the opening round Jaime has struggled to find the form this young talent from Spain has inside. Making the transition from four-stroke to two-stroke is maybe taking him longer than he expected. Looking very nervous at times his ability has never been in question but he will be disappointed with his form until his win in Paris.

Riding with a much more confident style and professionalism the young rider won a non-championship indoor event in Austria the week before Paris and as we all know, once you gain some confidence the results will come and this has been the case with ’Pretty Boy’ Busto.

Jeroni Fajardo (Gas Gas-ESP): As part of a two man team in the ‘new’ Gas Gas factory supported squad with Busto, the vastly experienced Jeroni has put in some superb performances for an invited rider.

Having to qualify for each event has seen him having to start at the front of some of the qualifying heats but he has been a very worthy competitor and was very happy to take to the podium in Barcelona.

Miquel Gelabert (Sherco-ESP): Missing the first round put some fire in the ‘belly’ of Miquel which came through as the series progressed. His first visit to the podium at an FIM X-Trial was just reward for his hard work and at the expense of some big crashes.

As with the younger riders he is pushing the limits of his ability and no doubt when he does find his limit the results will come.

20

APRIL-MAY 2018 • TRIAL MAGAZINE

INTERNATIONAL

FIM X-TRIAL WORLD CHAMPIONSHIP

Alexandre Ferrer (Sherco-FRA): Rounds two and seven — A big fan of the indoor events he will be happy with his performances riding as one of the invited riders in the series and in front of his French fans.

Takahisa Fujinami (Repsol Honda-JPN): Rounds two, three, five and seven — not contesting a full series must have been very frustrating for the Japanese rider. He will openly acknowledge that to take the fight to aim for a podium position you have to be riding in all the championship rounds. The more rounds he has contested the better his riding has become and he was very proud at the ripe old age of 38 to find himself on the podium in Paris which was just reward for his hard work and commitment

James Dabill (Beta-GBR): The mighty power of the riders from Great Britain is now not as evident as it was leaving the responsibility to ‘Dibsta’ to hold up the nation’s honour. On form he is as good as the rest but his inconsistency has kept him away from the podium, apart from at the second round of the series where the sole Beta rider in the 2018 championship finished third in Montpellier.

Jorge Casales (Vertigo-ESP): Round one - Very much in the shadow of some of the other Spanish riders the slow technical approach

by Jorge is very interesting to watch.

22

APRIL-MAY 2018 • TRIAL MAGAZINE

INTERNATIONAL

FIM X-TRIAL WORLD CHAMPIONSHIP

Matteo Grattarola (Montesa-ITA): Round one It was so strange to see the Italian champion riding a four-stroke Montesa after many years on Gas Gas. He made just one appearance in the series at the opening round at the back end of 2017 In Vendee France.

Franz Kadlec (Gas Gas-GER): Round four - This is another rider who will be disappointed with his only appearance at Strasbourg in the 2018 championship.

Jack Price (Gas Gas-GBR): Rounds three and four - The current British Trials Champion will be disappointed with his performance at the two FIM X-Trial championship events he has contested. The level of riding is very high leaving no room for error and ‘JP’ will have been looking at better results.

Arnau Farre (Vertigo-ESP): Rounds one and five - The young Spanish rider faces some time away from the sport after a fairly innocent crash at the FIM X-Trial round in Barcelona in early February. In the first of the qualifying heats he jumped off the machine after a failed attempt at a hazard in section two and landed very awkwardly on his left leg, resulting in a damaged cruciate ligament. Arnau: “It was just a question of bad luck. After making a step I lost balance and fell and as soon as I touched the ground I realised something had happened because I felt a crack. I have taken the operation to repair the damage but the doctors have told me it will be between six and eight months to recover. What is clear is that I mustn’t rush to return but rather work to the maximum within what the doctor’s orders. The most important thing is to get back to a perfect condition”. Everyone at Trial Magazine wishes him a speedy recovery.

TRIAL MAGAZINE • APRIL-MAY 2018

23

INTERNATIONAL

FIM X-TRIAL WORLD CHAMPIONSHIP

FIM X-TRAIL WORLD CHAMPIONSHIP 2018

FIXED RIDERS: Toni Bou (Repsol Honda-ESP); Adam Raga

(TRRS-ESP); Jaime Busto (Gas Gas-ESP); James Dabill (BetaGBR); Benoit Bincaz (Scorpa-FRA).

INVITED RIDERS: Jorge Casales (Vertigo-ESP); Jeroni Fajardo

(Gas Gas-ESP); Arnau Farre (Vertigo-ESP); Alexandre Ferrer (Sherco-FRA); Takahisa Fujinami (Repsol Honda-JPN); Miquel Gelabert (Sherco-ESP); Matteo Grattarola (Montesa-ITA); Franz Kadlec (Gas Gas-GER); Jack Price (Gas Gas-GBR).

POSITIONS: ROUND 7 OF 8 RESULTS : 1: Toni Bou (Repsol Honda-ESP) 106; 2: Adam Raga

(TRRS-ESP) 84; 3: Benoit Bincaz (Scorpa-FRA) 52; 4: Jamie Busto (Gas Gas-ESP) 50; 5: Miquel Gelabert (Sherco-ESP) 37; 6: Jeroni Fajardo (Gas Gas-ESP) 36; 7: James Dabill (Beta-GBR) 28; 8: Takahisa Fujinami (Repsol Honda-JPN) 24; 9: Alexandre Ferrer (Sherco-FRA) 4; 10: Jorge Casales (Vertigo-ESP) 3; 11: Arnau Farre (Vertigo-ESP) 2; 12: Matteo Grattarola (MontesaITA) 2; 13: Jack Price (Gas Gas-GBR) 2; 14: Franz Kadlec (Gas Gas-GER) 2.

NOTE: Riders can drop their worst score, making Toni Bou the 2018 FIM X-Trial World Champion with 1 round remaining.

ROUND 3: TOULOUSE (FRANCE) FINAL: 1: Toni Bou (Repsol-Honda-ESP) 3; 2: Adam Raga (TRRS-ESP) 20.

ROUND 2, HEAT 1: 1: Raga 15; 2: Bincaz 20; 3: Fujinami 23.

ROUND 2, HEAT 2: 1: Bou 11; 2: Gelabert 22; 3: Busto 23.

ROUND 1, HEAT 1: 1: Takahisa Fujinami (Repsol Honda-JPN); 21; 2: Jeroni Fajardo (Gas Gas-ESP) 23; 3: Jack Price (Gas GasGBR) 25.

ROUND 1, HEAT 2: 1: Benoit Bincaz (Scorpa-FRA) 13; 2: Miquel Gelabert (Sherco-ESP) 14; 3: Jaime Busto (Gas Gas-ESP) 16.

ROUND 1, HEAT 3: 1: Toni Bou (Repsol Honda-ESP) 8; 2: Adam Raga (TRRS-ESP) 11; 3: James Dabill (Beta-GBR) 22.

ROUND 4: STRASBOURG (FRANCE) FINAL: 1: Toni Bou (Repsol-Honda-ESP) 13; 2: Miquel Gelabert (Sherco-ESP) 30.

ROUND 2, HEAT 1: 1: Gelabert 21; 2: Fajardo 21; 3: Busto 22.

ROUND 2, HEAT 2: 1: Bou 7: 2: Raga 8; 3: Bincaz 21.

ROUND 1, HEAT 1: 1: Jeroni Fajardo (Gas Gas-ESP) 10; 2: Franz Kadlec (Gas Gas-GER) 28; 3: Jack Price (Gas Gas-GBR) 30.

ROUND 1, HEAT 2: 1: Jamie Busto (Gas Gas-ESP) 15; 2: Miquel Gelabert (Sherco-ESP) 17; 3: James Dabill (Beta-GBR) 23.

ROUND 1, HEAT 3: 1: Toni Bou (Repsol Honda-ESP) 5: 2: Adam Raga (TRRS-ESP) 15; 3: Benoit Bincaz (Scorpa-FRA) 16.

ROUND 5: BARCELONA (SPAIN) FINAL: 1: Toni Bou (Repsol-Honda-ESP) 3; 2: Adam Raga (TRRS-ESP) 9.

ROUND 2, HEAT 1: 1: Bou 7; 2: Fajardo 21; 3: Bincaz 24.

ROUND 2, HEAT 2: 1: Raga 12; 2: Busto 25; 3: Fujinami 25.

ROUND 1, HEAT 1: 1: Jeroni Fajardo (Gas Gas-ESP) 8;

2: Takahisa Fujinami (Repsol Honda-JPN) 15; 3: Arnau Farre (Vertigo-ESP) 27.

ROUND 1, HEAT 2: 1: Jamie Busto (Gas Gas-ESP) 11; 2: Miquel Gelabert (Sherco-ESP) 16; 3: James Dabill (Beta-GBR) 17.

ROUND 1, HEAT 3: 1: Adam Raga (TRRS-ESP) 5; 2: Toni Bou (Repsol Honda-ESP) 6; 3: Benoit Bincaz (Scorpa-FRA) 16.

ROUND 6: SEVILLE (SPAIN) CANCELLED ROUND 7: PARIS (FRANCE) FINAL: 1: Jamie Busto (Gas Gas-ESP) 3; 2: Adam Raga (TRRSESP) 6.

ROUND 2, HEAT 1: 1: Raga 11; 2: Bincaz 14; 3: Gelabert 17.

ROUND 2, HEAT 2: 1: Busto 8; 2: Fujinami 12; 3: Bou 16.

ROUND 1, HEAT 1: 1: Miquel Gelabert (Sherco-ESP) 6; 2:

Takahisa Fujinami (Repsol Honda-JPN) 11; 3: Alexandre Ferrer (Sherco-FRA) 15.

ROUND 1, HEAT 2: 1: Jamie Busto (Gas Gas-ESP) 10; 2: Jeroni Fajardo (Gas Gas-ESP) 12; 3: James Dabill (Beta-GBR) 13.

ROUND 1, HEAT 3: 1: Toni Bou (Repsol Honda-ESP) 3; 2: Adam Raga (TRRS-ESP) 8; 3: Benoit Bincaz (Scorpa-FRA) 12.

THE 2018 FIM X-TRIAL WORLD CHAMPIONSHIP WILL CONCLUDE AFTER A SHORT BREAK WITH ROUND 8 IN HUNGARY, BUDAPEST ON THE 29TH MARCH. 24

APRIL-MAY 2018 • TRIAL MAGAZINE

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REMEBERING ULF KARLSON

1980: The winner of the world round in Northern Ireland at the Hurst Cup.

L

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WOLF

The passing of anyone in the world of motorcycles is always sad, especially when they attained the pinnacle of their chosen discipline as the world champion. In early February I was called with the news that the 1980 FIM World Trials Champion Ulf Karlson had succumbed to cancer, after a brave fight against it. The Swedish rider was very reserved in the public eye and shied away from the glamour side of the sport as he was much more interested in enjoying it. He appeared very much to be a ‘Lone Wolf’, but in truth, he left a lasting impression on the many motorcycle enthusiasts that he came into contact with, and that included my good self.

ARTICLE: JOHN HULME • PICTURES: ERIC KITCHEN, TOON VAN DE VLIET, MAURI/FONTSERE COLLECTION AND THE GIULIO MAURI COPYRIGHT, THE NICK NICHOLLS COLLECTION AT MORTONS ARCHIVE, BARRY ROBINSON, RAPPINI/COMMEAT AND IAIN LAWRIE

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1980: FIM World Trials Champion.

APRIL-MAY 2018 • TRIAL MAGAZINE

REMEBERING ULF KARLSON

1975: Hurst Cup action on the Montesa Cota 247.

1975: More world championship action from Italy.

To recognise the effort and results in the world championship Montesa produced this Montesa Cota 247 Ulf Karlson Replica.

T

he sport of motorcycle trials is quite small in Sweden but what it has produced is some very competitive riders. With the loss of his father at eighteen years old Ulf Karlson was very much on his own as he made his way into the trials world. In the early seventies, as his career was still in its infancy, he had to contest with three other fellow Swedish riders who were all very competitive in their own right; these three were Benny Sellman, Tore Evertsson and Bo Nilsson. It would be quite a battle to win the national championship, as both Sellman and Evertsson shared the honours until Karlson made the breakthrough in 1976. He would remain the national champion of Sweden with consecutive titles until he retired from the sport in 1984.

Here we have a brief look at a career of a rider who would achieve the ultimate goal of the FIM World Trials Champion in 1980. He also became the first rider to give the ultimate accolade to the Spanish manufacturer Montesa.

EUROPEAN CHAMPIONSHIP

It would be in the latter stages of the European Championship where the Swedish rider would start to make his mark as a world-class rider. In 1971, riding a Montesa Cota 247 on home soil, he took his first points, finishing fourth as Benny Sellman took the win. As we have already mentioned, Swedish riders would feature well in the European championship making for strong home competition, and Ulf would have to wait until 1974 to make the breakthrough.

With four wins from the series he finished just three marks short of the championship; he had arrived – or so we thought. This was the last year of the European Championship before it was given full world championship approval by the FIM. His efforts were recognised by Montesa, who produced a limited edition Ulf Karlson Replica Cota 247.

In Sweden a Post Office stamp carried his name, and he would feature on the television and in the national newspapers. Everyone would have to take him seriously now as a championship contender. The manufacturers were very interested in him and after the final TRIAL MAGAZINE • APRIL-MAY 2018

1977: Well wrapped from the snow and cold at the UK world round on the Montesa Cota 348.

series trial in Switzerland the Bultaco team manager Oriol Bulto mentioned to Finland’s Yrjo Vesterinen that it would be so nice if Ulf would ride for Bultaco in 1975. As it happened Ulf would stay loyal to Montesa for his entire riding career. Vesty was extremely relieved, as he had enough problems to try to cope with the existing Bultaco team members never mind one more championship contender!

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REMEBERING ULF KARLSON

1978: Fighting to stay ‘feet-up’ on Pipeline at the Scottish Six Days Trial.

CHAMPIONSHIP CONTENDER

He was now prepared for an assault on the new FIM World Championship — or was he? The fight to be the first official FIM World Trials Champion would go to the late Martin Lampkin but for Ulf it was a nightmare year. He was so inconsistent it was unreal, with the highlight on his way to a poor sixth position in the championship a second place on the podium in Sweden.

Fellow countryman Benny Sellman was seventh.

With two championship wins in 1976 it should have been a much better season but he still lay down in fifth position, way off the pace to challenge for the crown as ‘Vesty’ took the first of his three consecutive title wins.

In 1977 he was back with a bang but finishing second, only six points behind Vesty, having taken three wins. The new Montesa Cota 348 was now in production, and to help him with machine preparation he moved to Holland to be close to the Dutch importer for Montesa, Wim Suyker, at Heel. Suyker was very instrumental in the preparation of the Montesa machinery that Karlson would ride. This location and the workshop facilities he had to work from suited him fine. Despite this he slipped down to fourth with just one win in 1978, but then moved back into third in 1979 with two wins, with a non-points-scoring ride in Northern Ireland spoiling his season. Bernie Schreiber took the title for America. All the time though Ulf Karlson was learning and preparing for his world championship year.

1979: World Championship action from the UK on the Montesa Cota 349. Ulf now knew what he had to do to make a challenge for the world title in 1980.

WORLD CHAMPION 1980

Known for his lack of consistency, it was exactly 1981: Ulf with Dutch importer for Montesa, that which gave him the 1980 World Championship Wim Suyker, at Heel, on the right. crown. In 1980 he was in the perfect position to take the title, as Schreiber was in the middle of the start A SWEDISH ROLE MODEL of the closure of Bultaco and he would eventually The reasoning behind this move to the Italjet. Ulf knew he would have to be sponsorship deal was that the air very consistent in order to beat Bernie. He had force was looking for new recruits. even decided not to ride at the Scottish Six Days Ulf was handsome, young and on Trial as he reasoned that a possible disappointing top of the world in motorcycle trials, result there would have a negative impact on his adding global exposure to Sweden. championship season. These were the thoughts of Moreover he was brave, determined, an experienced and very mature competitor. He disciplined, reliable, mechanically understood his own weaknesses and knew how to minded and willing to respond to get the best out of himself. He won just one round challenges thrown at him. This was during the season, the first one, in the wet muddy just the sort of individual that the air conditions of Northern Ireland, and despite a poor force wanted to recruit. Saab were performance in France that yielded just a single also manufacturing fighter planes for point he didn’t put a foot wrong all year. This was the Swedish air force; it was an ideal Spanish manufacturer Montesa’s very first World partnership.

Championship success in trials and they were A new generation of riders was delighted. Ulf would remain loyal to the Montesa emerging and it was one of them, brand for his entire career, something he was very Gilles Burgat from France, who proud of. would deny Ulf another title as he In the very small world of trials in Sweden Ulf came home second. In 1982 he became a national celebrity. Sweden was proud of slipped further down the order to its new World Champion. With the championship seventh and, realising that the world won, an interesting sponsorship opportunity would championship aspirations were over, come his way. The Swedish Air force had taken an he finally hung up his world trials interest in the new world champion and he was championship boots in 1983. considered the ideal role model of the young boys Over the following years he had and girls of its country. They offered Ulf a brand some outings on an Enduro machine new Saab Turbo to use. It was blue with yellow air and loved his life, living just outside force logos, the Swedish national colours.

Gothenburg in his native Sweden with his wife and family. The stories 1981: Winning a world round of Ulf Karlson and his trials exploits in Great Britain in Yorkshire will live on forever, especially at was very satisfying for Ulf. This Barry Robinson picture Montesa as they celebrate fifty years of the Montesa Cota in 2018. Ulf gave sees him in total control of loyalty to a manufacturer like we may the Montesa Cota 349. never see again in our sport. RIP. MIQUEL CIRERA – TEAM MANAGER: “All the Montesa family

1980: Seen here in Italy Ulf would continue with a third-place finish as he moved closer to the world title.

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has lost a great friend, an athlete and a great world champion. We are really sorry for the loss of Ulf Karlson who had a long-lasting professional relationship and friendship with us for many years. We send our deepest condolences to the family and all the friends in the world of trial. Rest in peace.”

APRIL-MAY 2018 • TRIAL MAGAZINE

www.sidiselect.co.uk

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Thanks to this passion and a deep, intuitive knowledge of the industry SIDI has become the market leader in highest quality motorcycle shoes. After half a century, SIDI’s unique balance of tradition and innovation, style and comfort, make SIDI the award winning exceptional footwear brand it is today.

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TRIAL ZERO 1 BOOT FOUR COLOURS NOW AVAILABLE

QUICK SPIN

2018 BETA EVO 4T 300cc

Smooth sensation Would you believe that Italian motorcycle manufacturer Beta has had a four-stroke trials model available for more than 10 years?

The success of the two-stroke trials models speaks volumes for themselves, and the brand has been further endorsed over the last few years in the tough world of enduro. What is the connection, you may ask; it is the excellent build quality and reliability that comes as standard. Four-stroke trials machines have a certain affection with many riders, which goes back to the good old days of ‘ruling the roost’ in the off-road world. This 2018 model Beta four-stroke trials model still carries that same affection, but in a much more modern world where the young riders can easily demonstrate just how good a four-stroke trials machine is. In the capable hands of Beta-UK supported rider Ben Hemingway he was soon showing us just how good the 300cc model is. With the smooth sensation from the four-valve liquid cooled engine he was soon ‘styling’ it for the camera on a very cold day on difficult hazards. To be honest he made the slippery conditions in the river very much his own as he demonstrated how nimble and easy to ride a four-stroke can be.

ARTICLE: TRIAL MAGAZINE WITH BEN HEMINGWAY

A

s with the majority of the trials manufacturers, there are no ‘new’ models just a continual evolution of an already good machine. The 2018 model Beta is no different in that area and, as you will read, the changes further enhance the progress of improving the machine’s performance in all areas.

ENGINE PERFORMANCE

Further development has resulted in the use of a spark plug that has been manufactured to enter further into the combustion chamber. In association with a new twin-spark control unit, this ensures improved combustion to boost performance and more precise throttle operation. The four-stroke engine braking effect has been reduced with the introduction of a larger capacity oil pump aimed at eliminating the on-off effect at low revs. Further engine performance has been achieved by a revision of the internals of the exhaust system, with the result being a quicker throttle response and a very linear power delivery.

CHASSIS AND AESTHETICS

The suspension package has come in for some close attention and is calibrated to give a greater progression in the stroke in absorbing and damping on major impacts. This gives the rider a much more controlled performance from the 38mm Ø Beta front forks and a Sachs adjustable unit giving a 62mm stroke at the rear. For the ease of servicing both of the front fork legs now use the same amount of oil to simplify matters. Both aluminium wheel hubs have seen an improvement to increase reliability, and have been reinforced in the key areas around the disc and sprocket mounting areas in case of a heavy impact. A sleeker appearance to the ‘Single Wave Beam’ aluminium frame has been achieved with fresh aesthetics further enhanced by the use of black wheels supported with Beta branded decals. The whole package has a very light competitive look to stand proudly on any showroom floor.

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APRIL-MAY 2018 • TRIAL MAGAZINE

QUICK SPIN

2018 BETA EVO 4T 300cc

TRIAL MAGAZINE • APRIL-MAY 2018

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QUICK SPIN

2018 BETA EVO 4T 300cc

HOW GOOD? QUICK SPIN WITH BEN HEMINGWAY WARMING UP: ‘Why is it so cold?’ was my

first question with snow on the ground from the previous night. The four-stroke engine in the Beta easily fired into life with a sharp prod on the right-hand side kick-start lever. Many riders do not

bother but it is worth warming up both the engine and suspension before you enter any hazards by just having a gentle play on your machine, and this also warms the body up! The test machine is my own and is a couple of months old. You may note in the pictures I have made some small changes such as the fitting of fork protectors on the lower legs.

It’s always worth doing this as in the event of catching a rock, for example, it can damage this area of the machine. I have also fitted Renthal handlebars and grips, but this is just a matter of personal choice.

STEPS AND TURNS: Obviously wanting to keep the photographer happy we found some hazards in a rocky river that featured steps and turns to make for some good pictures but also to put the machine through its paces. The rocks were quite slippery, but the ease of riding the Beta soon makes it thoroughly enjoyable. It flows very well, and with a little rider input it can be held on line, showing just how good the suspension package is. As with any machine the more you ride it, the better the suspension becomes. I am very familiar with the Beta models, having ridden them for most of my trials riding years. When I first tested the four-stroke model I

had always been a two-stroke man. This has now changed for the better. I just love the smooth, manageable performance of the engine. In my opinion, it’s smoother than a two-stroke and much less prone to stalling. The Beta’s tractability is second to none, and I can 100% tell you that if you stall the engine, it’s your fault!

TRY MINE: I first tried the four-stroke around five years ago before a brief move back to a twostroke, when I soon realised just how much I love riding the four-stroke. For my part it ticks all the boxes; it’s easy to ride with excellent gear selection, and the clutch remains as strong as ever, even when it gets abused. It’s rocks and more rocks in my neck of the woods, but I can think of no better sound than this machine on full throttle in some mud yes, it’s music to my ears! The age-old stigma that four-strokes are ‘old hat’ has certainly been thrown out of the window and I will suggest to anyone who is thinking of making the change that they should try the four-stroke Beta, they can have a ride on mine if they ask nicely!

2018 BETA EVO MY 300CC 4T SPECIFICATIONS

Motor Single Cylinder, Four-Stroke, Liquid-Cooled Four Valve – 297.3cc Bore and Stroke 84mm x 53.6mm Carburettor Mikuni Ignition Electronic Clutch Hydraulic Wet Multi Disc with Cush Drive Rubber

Gear Box Five speed Frame Single Wave Beam in Aluminium

Suspension Front: Beta Hydraulic Fork 38mm Ø – Travel 160mm; Rear: Sachs Hydraulic 62mm Stroke Mono-Shock – Travel at Rear Wheel 180mm Brakes Disc Ø 185/160 mm – 4 (Front) and 2 (Rear) piston callipers.

Seat height 660mm Wheelbase 1,305mm Ground Clearance 310mm Weight 71.5kg

Fuel capacity 2.9 Litre Price £5,795 (correct at time of going to print).

CONTACT

BETA UK

T: 01756 793521 E: sales@beta-uk.com W: www.beta-uk.com 34

APRIL-MAY 2018 • TRIAL MAGAZINE

G R O U N D H O G D AY TONI BOU • 22 WORLD TITLES • ALL ON RENTHAL

www.renthal.com

PHOTO CREDIT : TRIAL MAGAZINE

QUICK SPIN

2018 GAS GAS TXT RACING 300cc

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RACING In their benchmark red colour scheme, the Gas Gas trials machines have been further refined for 2018 with the latest addition to their range, the Racing, which stands loud and proud on the showroom floor. With a strong sporting heritage, going way back into the eighties, the Spanish brand has over the years laid claim to every major trophy in the world of trials. They’ve never been afraid to push the boundaries of both machine and rider development.

The word ‘benchmark’ once again springs to mind when they introduced the hydraulic clutch in the nineties, which is now connected to the superb diaphragm clutch system that delivers the power from the 300cc single cylinder, liquid-cooled engine in a way that can push the riders’ limits to the edge of their ability.

Its well-known smooth power delivery attracts riders of all abilities, from the clubman rider to the very cutting edge of the sport in the hands of the hot new talent Jaime Busto on the world trials scene. On the UK trials scene, the residual values remain as strong as ever for the second-hand machines. So, maybe it’s time to speak to your local dealer and get your hands on one of the new ‘Racing’ models available in 125cc, 250cc, 280cc and the 300cc, which we take a closer look at in this article.

ARTICLE: TRIAL MAGAZINE WITH RICHARD TIMPERLEY

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APRIL-MAY 2018 • TRIAL MAGAZINE

QUICK SPIN

2018 GAS GAS TXT RACING 300cc

N

ew aesthetics certainly draw the eye of any new model, and the 2018 Racing range from Gas Gas certainly achieves this. The Spanish brand has focussed on more balance, traction and control in this model, thanks to the use of new components and upgrades in its settings. High-quality details that may go unnoticed to the eye of even the most demanding riders have been applied as they continue to make Gas Gas an even better machine.

ENGINE DEVELOPMENTS

The ‘Racing’ model name is not new to the Gas Gas brand, and this 2018 model inherits the spirit of its predecessors, which includes specific developments in the engine. This includes a Hydria twin-spark ignition CDI unit to deliver an improved, smoother power delivery in the lower power range. Further improvements in the cylinder barrel thermodynamics have also been made, thanks to the new interchangeable cylinder heads which allow for an easy way to modify the compression and achieve a power delivery which is more refined and progressive, and able to adjust itself to different riding conditions such as high altitude where the engine’s performance is usually reduced due to the lack of air available. The exhaust curve has also been improved by the use of eight stainless steel elements in the system. The new clutch with variable preload with three positions also help, improving both the delivery and the feedback to the rider as the response can be adapted to be more or less radical as per the preferences of each. This will also help to extend the clutch’s lifespan.

TRIAL MAGAZINE • APRIL-MAY 2018

37

QUICK SPIN

2018 GAS GAS TXT RACING 300cc

STABILITY AND PERFORMANCE

Any improvements to the stability and performance of the suspension package are always welcome to the rider. At the front end of the Gas Gas the market-leading Tech aluminium forks inherit the same settings of its predecessors, which have been tried and tested. It’s at the rear where the new ‘Racing’ model has seen the changes, in pursuit of more traction with the fitting of a new Ohlins shock absorber. A superior Regina chain is fitted to help with these changes, and is especially effective when the engine is under load and using its smooth torque. Lightweight black aluminium wheels carry the best trials rubber in the Michelin tyres, which offer their premium grip qualities on any kind of surface found in the trials environment. The ‘Man Overboard’ system comes fitted as standard, as does the usual quality of components found throughout the trials range. This new ‘Racing’ image will no doubt help to keep the Gas Gas brand at the very front of the competitive world of motorcycle trials.

HOW GOOD - QUICK SPIN WITH RICHARD TIMPERLEY

It Looks Good: “In the flesh it looks even better than the showroom pictures, with its image of pure ‘Quality’. This machine was literally fresh out of the box but had been prepared at the Gas Gas UK headquarters, in a very cold Buxton. As I have stated so many times before it is well worth having your machine built up from the box it arrives in at your local dealer, who should be able to set up the machine as you want it when you first throw your leg over it. All Gas Gas machines start easily after you turn the fuel tap on and engage the choke lever into its correct position with a quick prod on the aluminium start lever. Yes it was very cold when I 38

tested the machine, and I would advise anyone in these conditions to gently warm the engine until the fan comes on indicating it’s up to running temperature.”

Confident: “Once on the go that’s exactly what the Gas Gas gives you, confidence. I have ridden many trials models over the years and that’s the first sensation I always feel from the Spanish machines.

With the excellent diaphragm clutch system the gear selection is crisp and precise, as is the exhaust note. The suspension is no different from the engine, in that it performs better when you have been riding for a while. The change from a Reiger rear shock absorber unit to the Ohlins one is for sure a positive move. I have to admit it’s a close call as both Reiger and Ohlins are excellent shocks.

I think the Ohlins gives a more consistent feel to the rider. This is probably because the Ohlins has slightly more oil than the Reiger so will keep its performance better when worked hard when the oil gets hot. It uses all of its travel in a very progressive way, not aggressive at all, encouraging you to use its benefits of smoother travel to your advantage with your body positioning.”

It’s Your Choice: “It’s very good - and my choice of machine for this year’s Scottish Six Days Trial.

The 300cc engine is very progressive in its power delivery, and I feel this is essential at the six days as the last thing you want on the rolling rocks of the event is aggressive power. If you are thinking of changing your machine for the SSDT in May go and purchase one now. The parameters of the new Gas Gas Racing model are very easily adjusted and it’s always good to go to any event with a machine set up exactly as you like it. Of course, machine selection is your choice but this ‘Gasser’ comes highly recommended.”

GAS GAS RXT RACING 300cc 2018 SPECIFICATIONS

Motor Single Cylinder Two-Stroke Liquid Cooled – 294.1cc Bore and Stroke 79mm x 60mm Carburettor Keihin PWK 28 Ø 28mm Clutch Hydraulic Diaphragm System

Gear Box 6 Speed Ignition Twin Spark System.

Frame Steel CR MO Suspension Front: Tech Aluminium Ø 39mm – Travel 180mm; Rear: Ohlins – Travel 174mm – Two Way Adjustable Brakes Disc Ø 185/150mm – BRAKTECH 4 (Front) and 2 (Rear) Piston Callipers.

Seat height 630mm Wheelbase 1,320mm Weight 67.5kg

Fuel capacity 2.4 Litre Price £6,249.99

Price includes VAT. Price correct at time of print.

CONTACT

GAS GAS

T: 01298 766813 E: mail@gasgasuk.com W: www.gasgasuk.com APRIL-MAY 2018 • TRIAL MAGAZINE

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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

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NEW MODELS OSET MX-10

NOT JUST

TRIALS Not so long ago the starting point for off-road and trial riding was dominated by the petrol-powered 50s… that was the machine that all kids started on, and there weren’t any real alternatives.

Then in 2007 Oset Bikes came along with its electric-powered machines, and within five years Oset Bikes completely dominated the youth trials market. They were successful in lowering the age kids could compete from six to four, and now almost all national level D-Class competitors are riding an Oset — a remarkable transformation!

ARTICLE: TRIALS MEDIA WITH OSET BIKES

T

he Spanish brand Montesa, and Jim Sandiford go hand in hand. The Sandiford family have imported the machines since the late sixties. When Jim Sandiford passed away in 1993 it was his son and daughter Martin and Caroline who were left to continue with the business. They have successfully negotiated their way to enviable success with sales of machines, and competition success including SSDT and Scott Trial wins. In a male dominated sport it was Caroline who looked after the logistics. She has attended every SSDT since a very early age. With the change of direction in the Montesa/Honda trials importership she will not have the famous Montesa hospitality in the Parc Ferme, leading her to have her first holiday in May! With success in the trials market, Oset is now looking to bring their silent revolution to the motocross and off-road markets with the incredible MX-10, the first electric machine from Oset specifically designed for lovers of all things off-road.

The MX-10: It features an adjustable seat height — giving even the smallest riders more confidence as their feet can touch the ground. When lowering 40

the machine the geometry alters, providing more stability for raw beginners. The front forks, rear shock and brakes are all designed to suit this model and young riders — they’re lightweight and adjustable because one size does not fit all. Linear, electric power is easy for children to master and allows for greater parental control. The ground-up design for the MX10 has seen the team analyse the ideal off-road geometry for children aged 4-7, designing components and systems to achieve optimum performance. What’s more, the MX-10 model is seriously fun, giving younger riders all the buzz of off-road and motocross riding while allowing them to develop their skills and build confidence.

Ian Smith, founder and CEO of Oset Bikes said: “We always wanted to be competitive. Our bikes enable kids to practice in their back gardens and build confidence. Physically lighter so easier to manoeuvre, no difficult kick starts and no hot parts; all this means kids can get to grips with the sport and develop a strong skill-set very quickly.

Currently, kids can get on an MX ‘rocket ship’ at age six. Many are nervous, even fearful of the

powerband that kicks in on petrol machines. No one wants to see kids getting hurt and the Oset ethos of ‘Taking Fun Seriously’ is one we are now bringing to the MX and off-road markets.”

To support younger riders, and of course their parents: Oset has a number of MX youth initiatives underway with event organisers across the UK and the sport’s governing bodies, which includes the new Oset MX Academies, to develop a 4-6-year-old riding category with the opportunity to compete at an earlier age. The Oset team hope to roll out their first MX initiative around Easter.

Ian continued: “We now have everything in place: the fantastic MX-10 bike as well as partnerships with some great organisations and venues. What we have planned will be a blueprint to roll out across the UK and beyond.”

For more information on the MX-10, or anyone interested in getting involved with Oset MX events and initiatives, please check the website www. osetbikes.com/gb or drop Oset an email at info@ osetbikes.com The silent revolution is happening right now, and will be at a motocross and off-road track near you.

APRIL-MAY 2018 • TRIAL MAGAZINE

NEW MODELS OSET MX-10

OST MX-10

SPECIFICATIONS

Age Range Rider Weight Limit Wheelbase

Seat Height Ground Clearance Handlebar Height Wheels Suspension

Brakes Motor

TRIAL MAGAZINE • APRIL-MAY 2018

4–7 years old 88lbs (40.0kg).

940mm (37.0’’) Adjustable, 3 settings.

515–550mm (20.3–21.7’’) Adjustable, 3 settings. 170 200mm (6.7 – 7.9’’) Adjustable, 3 settings.

805–815mm (31.7–32.1’’) 10’’ x 1.60’’ front & rear alloy hub/rims Front USD air fork, adjustable rebound & preload. Rear shock, preload adjustable & oil dampened Front & rear 160mm hydraulic disc 1400W 48V OSET neodymium magnet DC motor

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WHAT’S NEW AT… TRS

Step by step

When we sent one of our test riders, Phil Disney, with Steve Saunders to Spain in January 2016 to have an exclusive ride on the new TRS trials machine, it was the start of a new adventure in trials. The brainchild of seven-time World Trials Champion Jordi Tarres, the new machines immediately impressed all who rode them. With Adam Raga holding the handlebars he has continued to be at the cutting edge of the sport, and the success that has come with it has resulted in global sales. With a calm family approach to the marketing, the machines have become very popular in a very short time. As we entered 2018, we caught up with Steve Saunders to find out what’s new at TRS. ARTICLE: TRIAL MAGAZINE WITH STEVE SAUNDERS • PICTURES: TRIALS MEDIA, TRS AND HEATH BRINDLEY

TM: Congratulations, your hard work has been rewarded.

STEVE SAUNDERS: Thank you, yes it’s been quite an adventure in a very

short space of time. The rewards are most welcome, and I have embraced the opportunity with TRS to help and establish the brand in the UK. In truth, the manufacturers know that the UK is still one of the most important, if not ‘the’ most important market in the world. I have had excellent support from the factory and along with Jordi Tarres for the machine, Marc Aranyo with the marketing and Adam Raga with the results they have turned TRS into a global success. The selection of the various importers has also been vital to giving the customers confidence in the new product. As with anything new, it was always going to be a gamble but as soon as I had the initial meeting to discuss the project in late 2015 I wanted to be part of their adventure.

TM: How important was it to have a top rider like Adam Raga on board?

SS: In my opinion, you have to have a great shop window and what better way

than at the very cutting edge of the sport, the World Championship. Adam has proved just how good the TRS is and remains the only rider in recent times who has pushed and on the odd occasion beaten, Toni Bou. As a brand ambassador, you can get no one better than Adam. He is good with the public and a role model for any young rider, so professional in all he does. I decided at the start of the project to establish the brand another way too, and that was with Ross Danby. Ross has been excellent in all areas. He has competed where we as a company want to be selling motorcycles. The British Championship is another shop window, but I am a big believer in grass roots with trials. Ross has not just ridden in the championship events but good centre ones as well. It’s so important to have riders sat in queues waiting to attempt hazards talking to their friends and spreading the word.

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Steve with his good friend and supported rider Ross Danby.

APRIL-MAY 2018 • TRIAL MAGAZINE

WHAT’S NEW AT…

TRS

Steve has taken on Iwan Roberts for the 2018 season. Unfortunately as we went to press Iwan, the 2017 FIM Trial2 World Champion, was suffering with a mystery illness which forced him to retire from the opening British Championship round.

Production is in full flow at the new factory.

Completed machines wait to be boxed and shipped around the globe.

TRIAL MAGAZINE • APRIL-MAY 2018

New machines in the assembly area.

It’s nut just complete machines which are important, spare parts are to.

45

WHAT’S NEW AT… TRS

Ross Danby had the early job of getting the TRS machine out and about, he did Steve proud with some excellent results. This year he is competing in the new Masters British Championship.

TM: In 2018 you announced you had taken Iwan Roberts to TRS.

SS: Yes the 2017 Trial2 World Champion has moved to TRS for the 2018 season. First and

foremost I want him to win the British Trials Championship. I believe Iwan has so much talent, but as with any rider, it’s how you get it out of them. He has proved his worth in Trial2, and this year he will move into the TrialGP class at selected events. TRS has a very high level of riders and support in the FIM Trial World Championship, and Iwan will benefit from this.

He will find the leap of ability needed to ride in this class massive, but I along with the TRS factory am prepared to see how he competes at this level of riding. He will also compete in the Scottish Six Days and Scott trials.

TM: You also have a team of riders for 2018 at different levels of the sport?

SS: Without a doubt, Ross Danby remains with the team, and Isle of Wight resident Chris It’s TRS barbecue time.

Stay came on board in the latter part of 2017. Good national and centre riders Kurt Brain and Hugo Jervis have also moved to the brand, which will be good for getting the TRS name out and about. I will also be supporting the first winners of a British Championship for TRS in the UK, Jon Tuck and Matt Sparkes. Having a sidecar hitched up to a trials motorcycle certainly highlights any problems you might have with the mechanics of the machine, but the TRS has been fine.

TM: When will we see the new 125cc and X-Track models available in the UK?

SS: I am very much hoping to have them available by the time you read this article. The 125cc

will bring some innovation to a trials motorcycle. I have ridden it, and I can tell you that the performance from the little 125cc engine will certainly raise a few eyebrows. The X-Track machines are a new area for TRS to move into as we continue to increase the model range. It’s a machine which is aimed more at the fun, trail type rider. Once again it’s a machine I have ridden, and it certainly brings a huge element of fun to motorcycling. Many riders want a machine on which they can use the extra fuel range that is provided with the X-Track to their advantage. A ride out with your friends, a play on a few hazards and enjoyment are the factors that we are building into the model.

TM: Now for a tricky question: what is the TRS ‘Lovers’ party all about?

SS: Hmm… It’s a party which celebrated the first five years of the company, and the third one

TRS family time.

46

since production started. It was an occasion where all the customers, distributors, users, riders and friends of the brand enjoyed a few days together. The event was held close to the factory where a mechanical training course by Jordi Tarres was held the previous day. The family part of TRS is there to be enjoyed by everybody associated in any way shape or form with the manufacturer; it’s very important to build this relationship with everyone. I am not too sure about the title of the ‘Lovers’ party, but hey, anything goes in Spain!

APRIL-MAY 2018 • TRIAL MAGAZINE

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CATCH UP MARC COLOMER

MARC COLOMER

LIFE’S ELECTRIC Retro is the new ‘Cool’ in the world of motorcycle trials as many younger riders look back and reflect at how great the sport was in the nineties. Machine sales were very strong, and the mould of the trend-setting Jordi Tarres and his new presentation as a trials riding professional athlete had been embraced by the sport. It was a time for a change though and in Spain, they were looking for a new trials ‘Superstar’ as the Tarres reign began to draw to a close. The man to raise his game and take the world crown in 1996 would be Marc Colomer with Montesa. It would only be for one year, as a very young Dougie Lampkin came to the party for the next seven years. It was not a case of game over though for the Spanish rider. Some thirty-odd years later in 2017, he returned to the world series to once again be crowned a Trial World Champion, this time though in the new Electric class. Forward-thinking Spanish motorcycle manufacturer Gas Gas now has a world champion and a new trials team manager. Yes, life is very much ‘Electric’ for Marc Colomer.

ARTICLE: TRIALS MEDIA WITH MARC COLOMER • PICTURES: JOHN SHIRT SNR, PETER J BEARDMORE, COLIN BULLOCK, TRIALS MEDIA, HEATH BRINDLEY, SOLO MOTO, MONTESA AND OSSA

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APRIL-MAY 2018 • TRIAL MAGAZINE

CATCH UP MARC COLOMER

S

etting out on an adventure in the world for any professional athlete is always very difficult. Investment in the early days does not always bring a return, and motorcycle trials is no different. For a very young Marc Colomer, he entered the two-wheeled sport at the time of two mighty ‘Monsters’ of the sport Jordi Tarres and Dougie Lampkin.

He was heavily involved in the development of two game-changing trials motorcycles in the Beta Techno and the Montesa Cota 315R. The world championship adventure starts a few years earlier in 1990 in Poland. We had a catch up with Marc in early 2018.

TM: As with many of the Spanish riders you started in cycle trials MARC COLOMER: Yes, it was always my goal to compete in motorcycle

trials but in my early years of riding it was the idea to start on a cycle. I really enjoyed these early years as you learn to so much about balance and technique.

This as with myself was the accepted and chosen path of many of today’s world championship riders from Spain. It also introduced me to my first ever professional team when I rode for the Derbi Rabassa Team. This was so good to enjoy such a high level of support at such an early age.

TM: How old were you when you made the change to a motorcycle for trials?

MC: I made the change from cycle to motorcycle when I was around thirteen

years old, but after this, I never competed on a cycle again.

TM: In 1989 you won the Spanish Junior Championship and in 1990 the Senior B Class

MC: This was my first important victory; many people were surprised that I

won the championship on my Montesa Cota 309, apart from myself. I worked very hard for this victory, and I felt I was a worthy winner.

TRIAL MAGAZINE • APRIL-MAY 2018

49

CATCH UP MARC COLOMER

On the Montesa Cota 310 at the Barcelona Indoor Trial in the late eighties.

1994: World Championship action in Great Britain.

When I tested the Beta I was very impressed with its overall performance and the Italian manufacturer told me they were building a completely new machine for 1993, which would eventually become the Techno model.

In 1995 I rode the Cota 314R prototype developed by the legendary Antonio Cobas. The frame and suspension were incredible. This is the world round at Hawkstone Park – Great Britain.

1997 Trial Des Nations Isle of Man: the Spanish Team – Jordi Tarres, David Cobos, Jordi Pratt Manager, Amos Bilbao; Marc Colomer carries the number one riding bib.

TM: At the tender age of sixteen you finished third in the Spanish Championship, scored you first world championship points and were selected to represent your country in the 1991 Trials Des Nations

MC: Life was moving at a very fast pace during this time and it

was a case of practice and more practice on the Montesa. Every time I competed I watched just two riders, Jordi Tarres and Amos Bilbao who were the top Spanish riders. I tried to watch their technique, and step by step the gap between myself and these two became closer. My first world championship point was the result of some very hard work to achieve this, but it was a very happy day when I did finally make this final step with my minder Pere Olle.

TM: Gaining experience you beat Tarres twice in 1992 in Spain, did you feel ready to challenge for the world championship?

MC: During this time, in my opinion, the Montesa was not a

top-level machine in its performance, but by taking my riding to another level it gave me more confidence, and I wanted to test other machines. When I tested the Beta, I was very impressed with the overall performance, and the Italian manufacturer told me they were building a completely new machine for 1993, which would eventually become the Techno model. The focus for me as a rider and the factory with the new machine was the top three in the world championship, and I finished second.

50

This brochure picture is from Montesa, with Marc proudly carrying the number one riding bib.

APRIL-MAY 2018 • TRIAL MAGAZINE

Image courtesy of Trial Magazine

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CATCH UP MARC COLOMER

1997 Italy: Dougie Lampkin had arrived with his first world title. Here Marc shares the podium with Lampkin and a very young Takahisa Fujinami.

1998: The Montesa Cota 315R was the machine to have.

TM: The first world round win came in Luxembourg in 1993 on the Beta, but then Tarres came fighting back with five wins. Two Spanish riders fighting for the world title!

MC: My first victory on the new Beta confirmed I had made the

correct decision to move from Montesa. The battle with Jordi was intense all year, and in the end, he won.

TM: In 1994 you won the world indoor title, but your form in the outdoor championship was not the best.

When did you decide to leave Beta?

MC: Montesa had been my first love in the world of motorcycle

1999: Marc dropped to third in the world championship.

1999: Deep in thought: Marc knew that he was in the World Trials Championship competing with Dougie Lampkin who was riding at his very best.

trials, and from 1993-1994 they worked very hard to produce a new generation trials machine, which would eventually become the Cota 314R. I watched the development of the Montesa and with the influence from HRC in Japan I knew it would be a very good machine.

TM: You rode the new prototype Montesa Cota 315R in 1995 to its first world title at the indoors, and then the first outdoor win in Ireland; how good was the new machine?

MC: In 1995 I rode the Cota 314R prototype developed by

the legendary Antonio Cobas. The frame and suspension were incredible. He made so much difference to the machine with his ground-breaking ideas, and the result would be the dominating Cota 315R model.

TM: 1996 FIM World Trials Champion — how good did that feel!

MC: This was an incredible year. The investment that Montesa

2000: It was time to start looking for a change of machine and new motivation.

TRIAL MAGAZINE • APRIL-MAY 2018

2002: The move to Gas Gas had worked well but in truth the world championship dreams were over.

Honda had made in the machine and the infrastructure of the team all pulled together to take the world title. I had fantastic motivation knowing that the Montesa was so good, everything made it into a year I will never forget; what a sensation to be the 1996 FIM World Trials Champion, a Spanish rider on a Spanish machine!

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CATCH UP MARC COLOMER

2007: Enjoying riding the four-stroke Scorpa in the Scottish Six Days Trial.

2011: Team Ossa came to nothing.

This picture is from the team launch.

TM: Over the next few years the battles were between yourself and Dougie Lampkin. How frustrated were you not to win the title again?

MC: Winning the championship was always my goal from being a very young

boy, and so I had achieved what I set out to do. The years riding against Dougie Lampkin were very difficult and a hard period for me but little did we know in 1997 when he won his first title just how successful he would become, some would argue the best all-round rider the sport has ever produced.

2017: Team Torrot–Gas Gas with the new electric trials machine.

Winning the world title in 2017 was a bonus to both myself and Torrot–Gas Gas. Having achieved this objective with the new machine we believe that as a brand we can move into this very important sector with the new E model in 2018.

TM: Why did you decide to move to Gas Gas in 2001?

MC: It’s quite simple, I wanted new motivation in my career. I had spoken

with Gas Gas in the past and knew the machine was good and so when the opportunity came to move I took it.

TM: What made you decide the world championship years were over?

MC: All the way through my career I have wanted to win and this never

went away. In truth though, the period when Dougie was so strong made this situation very difficult. I never wanted to finish at the lower end of the top ten. I am a very competitive person, and when winning was out of my reach, I decided it was time to retire. After I retired, I became involved with the younger Spanish riders like Jeroni Fajardo who I knew could benefit from all my years of riding at the very top of the sport. This is an experience you cannot put a price on.

TM: You returned to trials to help with the development of the then new Scorpa four-stroke in 2007

MC: The opportunity to move to Scorpa gave me a new type of motivation

because it was to work with the new Yamaha four-stroke machine. I genuinely thought that the Japanese would definitely become more involved, but it never happened. I really enjoyed my time at Scorpa, working with some excellent people who were as devoted as myself to the project.

TM: And then you emerged with the new Ossa brand in 2010 MC: The move to Ossa was a big mistake and the worst period of my life in

trials. It’s something I am not happy to talk about — sorry.

TM: Married and with a young family, we take it you’re very happy MC: This is the best thing that has happened in my life, to be married and have

the children is a fantastic feeling and one I treasure very much.

TM: In 2016 with the re-launch of the Gas Gas-Torrot brand in Spain

TM: Are you involved with the other younger riders from Gas Gas? MC: At this moment no, but soon I want to work in this area because Gas Gas

is always looking to the future, which is why we have the School of Champions project.

TM: An FIM World Champion in 2017, on an electric motorcycle, did you ever expect to be competing in the Trial World Championship ever again?

MC: Torrot & Gas Gas are very excited about the electric future and the

technology that comes with the electric machines. Torrot are market leaders in this area for all forms of electric motorcycles, and they have so much belief in their products that they continue to invest in this new exciting project. Winning the world title in 2017 was a bonus to both myself and Torrot-Gas Gas, but having achieved this objective with the new machine, we believe as a brand we can move into this very important sector with the new E model in 2018. I will not compete in the world championship this year but to add a new world crown at such a late stage in my trials career was a much-appreciated bonus for TorrotGas Gas and, of course, the CV of Marc Colomer!

you returned as the competition manager for the trials team, how did this come about?

MC: It started quite slow at first as I started to test the new machines at the end

of 2016, and then I was invited to start working in the racing department. It then progressed to the Trials Team Manager. In truth I love it, I am very busy as you know but also very happy with this situation.

TM: Gas Gas has two of the top five riders in the world with Jaime Busto and Jeroni Fajardo, what’s life like working with them?

MC: As you know, both Jeroni and I go back quite some time, and it’s good to be

working alongside him again. My new job though is to manage the team and the riders. The ultimate goal is to take Gas Gas as a brand back to its former winning ways but with Toni Bou about this will be difficult. I do believe that with the riders I have this can be achieved at some point. Jaime Busto is an incredible talent at such a young age.

54

Marc Colomer in his key role: Team Gas Gas Race Manager.

APRIL-MAY 2018 • TRIAL MAGAZINE

A golden celebration On the 30th April 1968 Spanish motorcycle manufacturer Montesa watched the first Cota trials models developed by Pedro Pi, Leopoldo Mila and Jordi Ros roll off the production line. This year they will celebrate 50 years of continuous production of the Cota trials models. In our sister publication Classic Trial Magazine, issue 24, we took an adventurous look at the highs and lows of this iconic model over the first 25 years. The golden celebrations will continue here in Trial Magazine. One of the ‘Big Three’ Spanish motorcycle manufacturers, Montesa has endured the test of time as Bultaco and Ossa fell by the wayside. Despite tough economic times in the eighties when an association with Japanese brand Honda was made, the Cota model remains as strong as ever. We continue the story after the arrival of Honda powered machines with the two-stroke Cota 314 in 1993 through to the current four-stroke Cota 4RT in 2018.

ARTICLE: JOHN HULME AND YOOMEE ARCHIVE • PICTURES: MONTESA, PETER J BEARDMORE, MARIO CANDELLONE, COLIN BULLOCK, JOHN SHIRT SNR, JOHN HULME, RAY ARCHER, JAN PETERS AND JITSIE

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APRIL-MAY 2018 • TRIAL MAGAZINE

CELEBRATION

MONTESA COTA 1993-2018

T

he Montesa company was formed in 1944 by Pedro Permanyer and Francisco Bulto, who based their prototype Montesa around the French Motobecane model. Over the following years, the Permanyer and Bulto partnership would be dissolved as Bulto started the Bultaco brand in the late fifties. With exploits into road racing and the International Six Days Trial to prove the machine’s reliability Montesa started to look at the trials market in 1965 and followed Bultaco, who exploded onto the scene with Sammy Miller.

TOP: The water-cooled, aluminium framed Cota 311 in 1993. It looked resilient in its customary Montesa red carrying on the Spanish tradition; above: The connection between Montesa and Honda was proudly carried with the HRC decals evident in 1994; and below: Development continued in 1995 towards a brand new machine as the Cota 314R witnessed this transition.

1993-2018 — OVERVIEW

VIVA MONTESA: Looking very attractive in the customary

red of Montesa was the first of the Honda inspired Montesa trials machines with the water-cooled aluminium frame, the Cota 311, in 1993. The introduction of the 314R in 1994 proudly carried the HRC Honda decals for the first time as the true association of the Montesa brand with the Japanese giants Honda came into the spotlight. This progression would continue in 1995 as we witnessed much more development work being carried out in preparation for the new model Cota 315R, which would be produced with many Honda parts being incorporated into the machine as well as the new engine. Colomer would bring the Anglo-Spanish/Japanese TRIAL MAGAZINE • APRIL-MAY 2018

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Picture Credit: Rappini/Commeat

1980 FIM WORLD TRIALS CHAMPION

ULF KARLSON (MONTESA-ESP) 1952-2018

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CELEBRATION

MONTESA COTA 1993-2018

With the arrival of Marc Colomer came four world round wins in 1995.

Marc Colomer put the Montesa Cota name back on the map with the world championship title in 1996 on the new 315R. A

manufacturer its first world title in 1996 on the new machine. It arrived at dealers with a super reputation both for build quality and reliability. The brochure for 1997 would see the machine introduced as the Montesa Cota 315R powered by HRC. They would continue to feature strongly in the world championship series before they signed the talented World Champion Dougie Lampkin in 2000, which in due course would bring back the world championship crown to them and once again the taste of champagne. Lampkin was in devastating form on the machine and would take the world crown a further three times mounted on this superb two-stroke machine. His reign would end when his team-mate from Japan, Takahisa Fujinami, took the crown in 2004.

With the world now more aware of the pollution issues facing a global marketplace the Montesa/Honda brand addressed the situation when in the latter part of the 2004 season they unveiled a new four-stroke powered machine at the Japanese world championship round. The new four-stroke machine was an instant hit worldwide with sales far exceeding expectations; they sold literally all the machines they could produce.

In 2007 Britain’s James Dabill entered the history books on the machine when he won the coveted Scottish Six Days Trial, the first win for a four-stroke since 1966. Spaniard Toni Bou signed to ride for them in 2007 to ride the Cota 4RT, and he has raised the bar in the FIM world indoor and outdoor championships to the dizzy heights of 22 titles; 11 indoor and 11 outdoor.

COTA MODELS 1993-2018

1993 — COTA 311: Using the aluminium twin-spar frame and the well-

B

known red colours of Montesa this was the first production liquid-cooled trials model from Montesa, with its compact six-speed gearbox and 258cc engine.

Innovation included the flangeless rear wheel to accommodate the new tubeless tyres. Looking bright and very buoyant, the machine was aimed at capturing the hearts of a new younger target audience. In 1993 Amos Bilbao won in France on the Cota 311. Super Swede Ulf Karlson had given Montesa its first and only world title in 1980, and his and Montesa’s last world round win had been in 1981. It had been a long wait, but the Anglo-Spanish/Japanese machine was back and winning.

1994/1995 — COTA 314R: The Cota 314 was almost obsolete from its

introduction. It had been very much a ‘stop-gap’ machine. It was looking at technical advances in its performance and featured a dual ignition, which meant that simply by changing a connector the ignition mapping could be changed.

This gave a choice of a soft or immediate power delivery. Upside-down Paioli front forks were fitted, as was the trend at the time in the pursuit of un-sprung weight. The 1995 model was very much a makeover of the 1994 with a different colour scheme and minor changes. These machines would remain available while a new model was prepared for sale in 1996.

C 62

A: Many Honda parts developed by HRC were being incorporated into the 315R as well as a new engine, seen here on the prototype ridden by Colomer in 1996. B: 1997 Cota 315R: The new model came with a reputation for quality and reliability. Takahisa Fujinami won his first world round on a similar machine. C: 1998 Cota 315R: Ongoing development resulted in extra gusseting around the head-stock area as small cracks in the welding had been reported from the all-important customer.

APRIL-MAY 2018 • TRIAL MAGAZINE

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CELEBRATION

MONTESA COTA 1993-2018

1999 Cota 315R: Popularity was so evident with this model, which had undergone only a few small changes – Montesa was back!

Trials ‘Legend’ Dougie Lampkin was in fantastic form on the two-stroke Cota 315R from 2000–2003 with consecutive world titles.

2000 315R: The arrival of World Champion Dougie Lampkin took the Cota model back to the top of the world championship with his first crown for Montesa

2001: Cota 315R: A bold red colour scheme made its own statement of a winning Cota model.

1995/1996 — PROTOTYPE COTA 315R: Jordi Tarres on the Gas Gas had set Spain

alight and had taken the country back to its former years of world domination in trials, but he was approaching the end of his career. Spain was looking for a new rider/machine combination to move into the spotlight, and so Marc Colomer moved back to Montesa to help develop a new model. The Cota 315R was started with a clean sheet of paper, and the Spanish-Japanese team collaborated on the new machine. The power plant would be developed by the legendary Honda Racing Corporation — HRC in Japan. A new very compact engine featured crankcase reed induction using ‘carbon’ reed valve petals and a Nikasil plated cylinder with a three-ring piston, which maintained compression and hence torque at low rpm. A hydraulic clutch released the power through a five-speed gearbox, with the engine clutch plate cover being easily removable. An aluminium frame was developed in Spain by the late Antonio Cobas of JJ Cobas fame, before the frame manufacturer Verlicchi constructed it in sections. The conventional front forks came from Paioli and at the rear Showa had developed and supplied a very short shock absorber unit which was mounted vertically. In a very close championship fight Colomer worked wonders on the prototype Montesa to finish just a few marks behind Tarres, who would take his last world title. In 1996 Marc Colomer and Montesa won the world championship. It was the start of something special for the Cota models as Japan’s Takahisa Fujinami arrived on the world scene to ride a variant of the Cota 315R, the RTL. 1997 — COTA 315R: The new Cota 315R would be presented with white mudguards,

yellow disc protector, red fuel tank and a black exhaust. The water-cooled single cylinder two-stroke 249cc (72.2mm x 61mm) engine continued with five gears and used a Dell’Orto PHBH CS 26mm Ø carburettor. The aluminium perimeter frame remained with Paioli 38mm Ø front forks and the Showa unit at the rear. It also featured front and rear disc brakes, and the claimed weight would be 75.5kg. Colomer fought all year for the world title, but a new name had arrived on the world scene as the winner — Dougie Lampkin! It’s also worth noting that Takahisa Fujinami became the youngest ever winner of an FIM World Trials Championship round in Germany at the end of the year.

Spanish rider Amos Bilbao gave the Cota 315R a very popular win at the Scottish Six Days Trial in 2002.

1998 — 315R: The base model from 1997 would remain over the next few years. Very few

problems had been found with the new machine but for 1998 the head-stock welding was reinforced, and a new air filter box cover was fitted to better protect the new type of filter.

Three of the five clutch discs were changed, and the plates were modified, along with the clutch basket. A different Grimeca master cylinder was fitted. The red plastics remained, but the fuel tank was in carbon fibre lookalike material. In the world championship, Lampkin once again outpointed Colomer.

TRIAL MAGAZINE • APRIL-MAY 2018

2002: Cota 315R: With a winning formula no major changes were made to the already popular machine.

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CELEBRATION

MONTESA COTA 1993-2018

2003: Cota 315R: It was a top three finish in the world championship for the Cota 315R as Dougie Lampkin won his 7th consecutive world championship supported by Takahisa Fujinami and Marc Frexia.

2004: Cota 315R: A red fuel tank with white plastic mudguards was the final colour scheme of this twostroke Cota model as it would be replaced in 2005.

1999 — 315R: The 315R was now becoming very popular, with seven of the

HRC powered machines in the top 15 as ‘Fujigas’ moved into the runner-up position, in front of Colomer. Slight changes had been made to the aesthetics, with black plastics except for the disc brake covers and front mudguard, which were in red. The frame had newly designed reinforcements around the headstock area, and the front forks were treated with a black anti-friction coating. The footrests were enlarged for increased comfort and the handlebar was now a red Domino model complete with a crossbar pad.

2000 — 315R: The massive news of 2000 was the arrival of World Champion

Dougie Lampkin. This was a massive game changer for the Cota model as they finished in the top three positions in the Trial World Championship. The sales of the model went through the roof as it was now presented in an eye-catching silver and black colour scheme, complemented by a chrome exhaust front pipe.

To match the more rearward riding position now being adopted by the riders, a higher handlebar was fitted and attached to the Showa front forks and yokes with its multi-coloured, anti-friction coating which replaced the Paioli model.

The rear wheel was fitted with a polished AJP hub, and the rim changed to a DID with a different spoke angle.

2001 — 315R:A move back to the red of Montesa in the colour scheme was

In 2004 Lampkin’s Japanese team-mate Takahisa Fujinami took the world title.

welcomed by the Cota enthusiasts as Lampkin cruised to another title. The front and rear brakes were upgraded to four and two pistons with AJP master cylinders fitted. The Showa rear shock absorber was lengthened by 2mm and the footrest mounting points modified to increase rider control and comfort.

2002 — 315R: With Lampkin once again the world champion and Fujinami

second, no major changes were made to the already popular machine. Amos Bilbao would win the Scottish Six Days Trial on the Cota 315R.

2003 — 315R: With lower handlebars now fitted to the production models,

Dougie Lampkin would win his 7th consecutive world championship as Montesa took the top three places with Fujinami and Marc Frexia, making it another Cota success story.

As the 2004 season progressed Montesa unveiled a new four-stroke Honda powered Cota machine at the Japanese world championship round. Ridden

by Tomoyuki Ogawa he took it straight into the points on both days.

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2004: Pollution and emission issues were addressed by Montesa/Honda as they unveiled a totally new four-stroke machine at the Japanese world championship round.

APRIL-MAY 2018 • TRIAL MAGAZINE

CELEBRATION

MONTESA COTA 1993-2018

2005: Cota 4RT: The Montesa Cota moved to a four-stroke 249cc engine derived from the successful CRF 250 motocross model. The single-cylinder overhead cam liquid-cooled engine was fitted into an aluminium twin spar frame. With a claimed weight of 73.8kg it would be more than a match for its two-stroke rivals.

With the arrival in 2007 of Toni Bou, he would start his adventure with the Cota 4RT seen here in a publicity shot.

He would compete on the Repsol supported machine in the world championship.

Making the change from two-stroke to four-stroke did not stop James Dabill adding a Scottish Six Days Trial victory to his and the Montesa Cota name with the 4RT. It was the first four-stroke victory since 1966 when Alan Lampkin won on a BSA.

2006: Cota 4RT: It became the machine to have with its ‘bullet proof’ attributes, not just from the engine but also the high quality of suspension and cycle components. For the showroom it looked a dream in its resplendent red and silver colours.

2010: Spain’s Laia Sanz remains the most successful lady off-road rider of all time.

Many of her world championship titles were achieved on Montesa machinery, both two and four-stroke. She is seen here with the Trials Team Manager Miquel Cirera, himself a long serving Montesa employee.

Proving the all-round attributes of the Cota 4RT was Dougie Lampkin as he won the Scott Trial in Yorkshire to round off a very good year for the four-stroke machines.

2005–2013: The reputation of the Cota 4RT was second to none, at all levels of riding. Over the next few years very few changes would be made apart from updated aesthetics, keeping residual values very strong. This is the 2008 model.

2009: Cota 4RT: The Cota 315R model witnessed very few changes over its life span and the Cota 4RT would be the same. Toni Bou and Takahisa Fujinami were wining on the Repsol team machines so why change it as the base point of the model. From 2009–2013 the Cota 4RT would appear in red, black and white colour schemes.

TRIAL MAGAZINE • APRIL-MAY 2018

2014: Cota 4RT260: A new model, the Cota 4RT had its cylinder capacity increased to 260cc to give a better performance. It also carried the red colour scheme which was a welcome return to carry the Cota name into the future. Amos Bilbao puts the new machine through its paces at the UK press launch at Dudwood Farm.

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CELEBRATION

MONTESA COTA 1993-2018

2014: Cota 4RT260: A redesigned camshaft for a better response from the engine at any range of rpm was fitted to optimise this increase in the capacity.

Machine assembly carried out by qualified technicians ensured the continued trademarks of reliability and build quality of the Cota range.

2004 — 315R: In its final year of production and with a move in the aesthetics

department to a red fuel tank with white plastic mudguards and disc protection Japan’s Takahisa Fujinami would knock Dougie Lampkin off the top spot of the world championship since his first title in 1997.

2004 — COTA 4RT: After years of domination the Montesa Cota model

moved to a four-stroke. Featuring a 249cc engine unit derived from the successful CRF 250 motocross model it was a work of mechanical art. The single cylinder, overhead cam, water-cooled engine had been slotted into the aluminium twin-spar frame like a glove. Concerns over the weight of a fourstroke trials machine were soon dismissed, with a claimed weight of 73.8kg making it more than a match for the two-stroke machines. The introduction of such a high-tech machine, especially with the new fuel injection system, in the tough world of trials was expected to be problematic but Spaniard Amos Bilbao entered the machine in Great Britain at the 2004 Scott Trial time-andobservation event in Yorkshire which was run in atrociously wet conditions. He came home in a fantastic third place to silence the doubters.

2015: Cota 4RT260: Revised graphics gave a slimmer, sportier look, and a revised fuel injection and ignition map in its 260cc engine improved traction whilst also giving better throttle control.

2005 — COTA 4RT: When Dougie Lampkin won the opening world

round in Portugal the prayers of the team behind the project were answered as it proved that a four-stroke trials model with Cota 4RT could again win at the highest level of the sport. With a cylinder capacity of 249cc, it became the machine to have with its ‘bullet proof’ attributes, not just from the engine but also the high quality of suspension and cycle components. For the showroom, it looked a dream in its resplendent red and silver colours.

2005 — 2013 COTA 4RT: As expected, the buying public loved the new

machine. As with its predecessor, the Cota 315R, over the next few years, it would see very minor changes apart from the aesthetics. Toni Bou and Takahisa Fujinami were winning on it, so why change it. Residual values were very good due to its reputation for reliability and the quality of components.

MODEL COLOURS 2005-2013: 2005-2007: Cota 4RT Red and Silver;

2008: Cota 4RT Orange and Black; 2009-2013: Cota 4RT Red, Black and White.

2016: Cota 300RR: Further weight reduction was achieved by using TECH branded front forks with aluminium and new lighter aluminium wheel hubs, making the model 2kg lighter than the Cota 4RT. It was developed as a motorcycle aimed at competing at the very top of the sport based on the competition models used by Montesa riders in the World Trials Championships.

In 2015 a meeting of the press and the many associates of the Montesa brand were gathered for the launch of the new 300RR in Spain.

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CELEBRATION

MONTESA COTA 1993-2018

2014 — COTA 4RT260: It was time for a new model; it would be an

2016: Cota 4RT260: New mapping of the ECU was introduced with the adoption of a new fuel pump that increased the amount of fuel available.

Small changes were made to chassis in the footrest area to improve handling.

evolution the Cota 4RT, but with its cylinder capacity increased to 260cc to give a better performance. The new Cota 4RT260 had a new design of fuel tank and rear mudguard, making it more slender and compact. The whole world associates Montesa with the colour red, and so this was a welcome return to carry the Cota name into the future. To optimise the increase in engine capacity the engine used a newly redesigned camshaft for a better response from the engine at any range of rpm. Also, the Electronic Control Unit incorporated a new injection and ignition map to optimise the changes made on the engine.

Another significant improvement was the noticeable reduction of the engine brake effect, a characteristic typical of the four-stroke engines, which was solved by incorporating a crankcase decompressing system. Through this system when closing the throttle, the engine brake was minimised, making it feel more light and easy to control. Front suspension was by TECH while the rear had a light and multi-adjustable R16V shock absorber.

2015 — COTA 4RT260: Revised fuel injection and ignition map in its 260cc

engine, for improved traction especially on difficult terrain, gave better throttle control. Engine braking was also minimised to make the machine feel lighter and easier to control. Other features included a more open handlebar design to relieve pressure on the rider’s arms, remodelled brake master cylinders and a new 41-tooth rear sprocket. The redesigned front mudguard with revised graphics gave a sportier, slimmer look.

2016 — COTA 4RT260 AND COTA 300RR: The adoption of a new fuel

2017: Cota 4RT260: Leaving red as the main colour, endorsing the Cota connection, with white combined with details in blue and red changed the look of the Montesa.

pump that increased the amount of fuel available was introduced, along with the new mapping of the ECU. This gave it a more consistent power curve in the low to mid ranges. In addition to increased power, the reduction of the engine braking when closing the throttle made the motorcycle feel lighter and easier to control. The chassis was also improved by repositioning the footrest lower and further to the rear of the machine, making the front end lighter. The Race Replica got a new Showa rear suspension unit. The new Cota 300RR was a motorcycle aimed at competing at the very top of the sport and was developed based on the competition models used by Montesa riders in the World Trials Championships. It was fitted with a new engine with a noticeable increase in displacement achieved as both the diameter and the stroke of the piston have been increased. Weight reduction was achieved by using TECH branded front suspension with aluminium sliders, along with new lighter aluminium wheel hubs. These two aspects make the model 2kg lighter than the Cota 4RT. 2017 — COTA 4RT260 AND COTA 300RR: The aesthetics of the

2017: Cota 300RR: A true Cota model with its excellent modern aesthetics gives it a very bright future.

2018: The investment in young riders has brought Great Britain’s Toby Martyn onto the Cota 300RR in the RG Trials satellite team in the Trial2 class.

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4RT260 Cota changed, leaving red as the main colour with white combined with details in blue and red. The TECH fork slider was changed to chrome with black bottoms. Both models now shared the longer kick-start lever from the Cota 300R but the same 260cc four-stroke engine from last year.

2018 — COTA 4RT: New models will be released around May.

The man and machine combination of Toni Bou and the fourstroke Cota 4RT look forward in 2018 to winning more world titles and breaking the 100 mark of world round wins – ‘Viva Montesa’.

APRIL-MAY 2018 • TRIAL MAGAZINE

SUCCESS SCORPA

The Scottish Triple

It has gone fairly unnoticed that the Scorpa brand has taken the last three seasons’ SACU Scottish Premier Trial’s Championships 2015-2017, which has been regarded as the main Scottish trials title for the last sixty-three years. The other interesting fact is that this has been achieved by three different riders: Gary Macdonald, Andrew Anderson and Craig Houston in that order. Houston also has the accolade of being the very first Ayrshireborn rider to win the championship in its 63-year history WORDS: JOHN MOFFAT ‘THE’ TRIALS GURU • PHOTOS: TRIALS MEDIA AND PETER DAVIDSON

Gary Macdonald: ‘Gary Mac’ has been the most successful Scottish trials rider of all time. His ultimate goal still, however, is to win the Scottish Six Days Trial.

EAST NEUK TRIALS MOTORCYCLES LTD

All three riders received support from one Scottish based trials dealer, W. Duncan Wood of East Neuk Trials Motorcycles Ltd based in Pittenweem, Fife. He is the sole Scottish agent for the Scorpa brand which has Birkett Motosport as its UK concessionaire, headed up by the well-known Cumbrian rider and businessman Nigel Birkett.

Wood operates his business from the Fife town of Pittenweem and has been established there since 2014 selling Ossa and Scorpa trials machines.

A very enthusiastic motorcycle trials enthusiast himself, he regularly attends Scottish trials events including the Scottish Six Days Trial where he assists the Scorpa support team, and he also covers both SACU and AMCA regulated trials throughout the year. However, the triple Scorpa winning streak wasn’t the first time that Scorpa machinery had taken the Scottish title. That honour belongs to Leslie Winthrop, who did so in 2005 riding the 250cc Yamaha TYZ powered Scorpa SY250 — and that was after a thirteen-year absence from the feet-up game.

The Scottish Premier Trials Championship Officially created in 1955 by the Scottish ACU, the 72

Gary Mac continues to be the highest placed Scottish rider at the Six Days since 1935.

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SUCCESS

SCORPA

From left: Craig Houston, Gary Macdonald and Andrew Anderson

first winner of the new ‘Scottish Trials Trophy’ was A.M.L. McLean from the market town of Haddington in East Lothian. Known to all as ‘Lawrie’ he worked at the Ferranti organisation in Edinburgh and usually rode an Ariel HT5. However, he secured dealer support from Edgar Brothers in Edinburgh on a 250cc DMW. McLean won the first three championships of the SACU series from 1955 to 1957. The Scottish Trials Championship as it was then called was run with the cooperation of the Scottish ACU affiliated clubs by holding one-day rounds. This was before the

The 2016 title went to Andrew Anderson.

TRIAL MAGAZINE • APRIL-MAY 2018

advent of the Youth, or more commonly known Schoolboy Trials Championships, as youths and adults were never permitted to compete for the same awards, and in the early days, they had to be held as separate events.

When Inverness rider Gavin Johnston and Les Winthrop took the sport to a higher level in 1982, the Scottish series events became much more severe. In an attempt to retain a healthy entry level it was obvious that split routes, and eventually a split series, was needed. Currently, the Scottish adult series consists of several classes including Clubman, Sportsman and age level championships. However, the original 1955 Scottish Trials Trophy was retained and is now awarded to the winner of the Scottish Premier Trials Championship.

In 2015 it was Craig Houston who set the Scorpa success story in motion.

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SUCCESS SCORPA

The official UK Scorpa importer Nigel Birkett is the driving force behind the machine’s success, applying his experience and knowledge to make a good machine even better. His dealer network support is second to none.

Not only does Nigel Birkett believe in his Scorpa machines he also competes on them.

2016 — ANDREW ANDERSON: 25-year-old Andrew Anderson was Scottish Premier

Gary Macdonald won the 2017 Scottish Trials Championship (Scorpa), Pre65 Scottish (BSA) and the Highland Two Day Trial (Honda) on three totally different types of machinery. This picture is from the Highland Two Day Trial held on the Alvie estate, on the four-stroke TLR Honda.

SCORPA WINNERS

In 2015 it was Craig Houston who became involved with East Neuk Trials Motorcycles Ltd and set the new generation of the Scorpa trials machines on its winning ways in Scotland. He was followed by Andrew Anderson in 2016 and Gary Macdonald in 2017 as we have stated. The orange machines have gained a superb reputation based on excellent performance and reliability.

The official UK importer Nigel Birkett must take some credit for the Scorpa machines’ reputation based on his many years of experience as both a development and works rider at the highest level of the sport, the World Championship. He also prides himself on providing excellent backup service to his many customers, passing on the knowledge and experience he has gained by keeping a very hands-on approach with the Scorpa brand as he still competes himself.

2015 — CRAIG HOUSTON: Married to Katie, Craig Houston

is the reigning Scottish Premier Trials Champion. Known in Scottish trials circles as ‘Housty’ he is twenty-eight years of age.

From Dalry, he is a mechanical fitter by trade and is a happy-golucky character who is seldom fazed. Craig started out aged four on a Yamaha PW50 bought for him by his trials riding father George, before making the natural progression to a Yamaha TY80. He started riding competitively at twelve years of age on a Beta Techno in 2004 which he remembers as a ‘bit of a beast’.

His biggest influences have been Gary Macdonald and Alan McDonald who was his maths teacher and a trials rider of note.

Housty’s favourite pro-rider is Takumi Narita, who he reckons was awesome to watch and had a riding style way ahead of his time.

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Trials Champion in 2016. ‘Andy’ as he is known, lives in Killin, Perthshire, the village known in the trials world as the home of the only Scots-born rider to win the SSDT, Bob MacGregor in 1932 and 1935. He started competing in September 2006 and is a self-employed plumber and heating engineer. He grew up riding quads at his uncle’s farm and with encouragement from Bob Lafferty, Tony Mower and Gordon Halley, moved into trials on a Yamaha TY175 borrowed from Halley.

2017 — GARY MACDONALD: Known to many as simply ‘Gary Mac’ the 33-year-old was raised in Kinlochleven which is an area just made for trials. Starting out as many riders did on a Yamaha TY80, that he shared with older brother David, he is, without doubt, the most successful Scottish trials rider of all time. He has no fewer than eleven Scottish Premier titles to his credit and won the ACU British Experts title in 2010. Gary was at one time unbeatable in the Scottish series and is still a force to be reckoned with. He is the highest placed finisher in the history of the Scottish Six Days Trial other than the aforementioned winner Bob MacGregor who was the only Scot to win the event back in 1932 and again in 1935 on Rudge machinery.

Having partially ‘retired’ from Scottish motorcycle trials after the 2015 season Gary now competes in cyclocross and is excelling in that sport. He also became the first Scottish rider to win the Pre-65 event in 2017 on a BSA and to finish off a good motorcycling year he won the popular Highland Two Day Trial based at Alvie, this time on a four-stroke Honda twin-shock.

2005 — LESLIE WINTHROP: Known simply as ‘Les’, Winthrop is from Falla,

Midlothian, the son of joiner and building contractor, John Winthrop who was joint Scottish Trials Champion with Robin Cownie in 1978. Winthrop the younger started out on a TL125 Honda in 1976 and secured Scottish Youth titles on both Fantic and Suzuki machinery before winning the Scottish Trials Championship in 1984. Winthrop won seven Scottish titles before moving over to ride motocross in 1991, returning in 2005 to take the title for the eighth time on an Ian Shedden/Fastrax supplied Scorpa SY250. He now runs the family business John Winthrop Limited.

A SCOTTISH TRIALS CLUB

If you are based in Scotland why not visit the East Neuk Wobblers Club, a Motorcycle Trials club set up in the East Neuk of Fife, near St Andrews in Scotland. The idea of the club is to promote motorcycle trials in the local area with new and inexperienced riders in mind and to encourage riders who had given up due to trials becoming too technical and/or too far away, and to encourage riders from other sports to try trials.

For more information visit: www.eastneukwobblers.webeden.co.uk APRIL-MAY 2018 • TRIAL MAGAZINE

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James Dabill (Beta)

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Still #1

Unable to take part in the 2017 ACU British Trials Championship due to contesting the Spanish Championship, Great Britain’s undisputed number one trials rider on the world trials scene James Dabill made a victorious return to the 2018 championship on the Beta with an emphatic win at the opening round. The display of his riding in the wet, slippery conditions on the second lap at the superb Hookwood Trials Centre facility at West Horsley near Guildford were similar to the championship winning years between 1983–1992 of Steve Saunders when he was the ‘Master of the Mud’.

Now the official TRS UK importer, Saunders was on hand to watch Dabill give his younger rivals a lesson in the art of trials.

ARTICLE: TRIALS MEDIA

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Jack Price (JST Gas Gas UK).

APRIL-MAY 2018 • TRIAL MAGAZINE

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Dan Peace (JST Gas Gas UK)

Jack Peace (JST Gas Gas UK)

Toby Martyn (RG Montesa - Honda UK) Committed to the 2018 FIM X-Trial World Championship as Great Britain’s sole fixed rider it was the cancellation of the round in Seville in Spain that opened the door for James to ride at Hookwood. With his factory machines in Europe and the Italian Beta factory snowbound, the UK importer John Lampkin pulled out all the stops to get Dabill’s factory prepared Beta into the country. It arrived on the Thursday prior to the event and James collected it brand new, never ridden, on the way down to the trial on Friday lunch time.

After a quick warm-up on the machine before the event started he confirmed he was happy – to a relieved Lampkin!

SO CLOSE

With damp, overcast conditions for the event the waterlogged ground had no chance to dry out, and the slippery hazards under the trees left the riders with a wide range of different terrain to deal with. The first hazard was very much a test of nerves with the very difficult step at the end but soon the riders were passing though it parting with just the odd mark, before both Andy Chilton and Dec Bullock woke the crowd up with clean rides, which were well applauded. Dan Peace had made a poor start with two fives as both Dabill and Toby Martyn who was making his UK debut on the four-stroke Montesa stopped in section four.

Current British Champion Jack Price had started well, but two fives spoilt his score at the close of the opening lap. With James Dabill on 18, Toby Martyn on 19 and Jack Price on 20 it was still all to play for. The two Peace brothers were both in close company with Dan on 23 and the younger Jack on 25.

TRIAL MAGAZINE • APRIL-MAY 2018

Jack Sheppard (Sherco)

TAKE IT TO THE LINE

After checking the opening lap scores the determined look was written across the face of Dabill and he simply went out and destroyed the opposition; it was a case of ‘take it to the line’, and that’s exactly what he did. Looking very confident and at home on the Beta his lap of a mere seven marks included a stop on the very difficult section eight, but riding at his very best he mastered section eleven for a single mark to rescue the best single lap of the trial. Section eleven remained unconquered all day with only Jack Peace matching Dabill’s single mark effort on the first lap. Runner-up on the day, Jack Price was very consistent with his lap scores all around the 20 mark, as was fellow Gas Gas rider Dan Peace to round off the top three finishers. With an eye on the podium all day it was a disappointed Toby Martyn whose last-lap score of 40 destroyed any chance of that happening.

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ACU BTC SOLO

A WORTHY WINNER

Despite an unexpected five-mark penalty when the rear tyre came off the wheel rim in section ten on the last lap, James Dabill’s result proved him to be a worthy winner with once again the best lap score. He was in front of Dan Peace and Price as two marks separated this pair at the finish, with Price getting the second spot on the podium by a close two-mark advantage. As we went to press no one at Beta UK could confirm if Dabill would be riding the complete series. If he does agree to ride the rest of the series will the new breed of younger riders be able to challenge him? We will have to wait and see. You may be looking for new TRS rider Iwan Roberts in the results. Despite suffering from a mystery virus he made a brave attempt to compete but after two laps he was exhausted, and retired; let’s hope this problem can be rectified sooner rather than later for this young talent. It was good to see two young riders Billy Green and Oliver Smith making their debuts in the Championship Class.

Andy Chilton (BMS Scorpa Andy Metcalfe)

ACU BTC SOLO RESULTS: 1: James Dabill (Beta) 43; 2: Jack Price (JST Gas Gas UK) 62; 3: Dan Peace (JST Gas Gas UK) 64; 4: Toby Martyn (RG Montesa/Honda UK) 79; 5: Jack Peace (JST Gas Gas UK) 89; 6: Jack Sheppard (Sherco) 98; 7: Andy Chilton (BMS Scorpa Andy Metcalfe) 106; 8: Dec Bullock (Gas Gas) 113; 9: Alexz Wigg (JST Gas Gas UK) 132; 10: Tom Minta (BMS Scorpa) 139; 11: Billy Green

Dec Bullock (JST Gas Gas UK)

BVM Trial Mag 0318.pdf

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wan Roberts (TRS UK)

(Beta-UK) 145; 12: Oliver Smith (Gas Gas) 169.

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Time for change

Ross Danby (TRS UK)

It was time for a change in the ACU British Trials Championship, with the Hookwood Trials Club at Hookwood Trials Centre based at West Horsley near Guildford where the rule changes for the 2018 series were introduced.

Four classes will be contested in the 2018 Solo Championship events: The ‘Championship’, ‘Masters’ ‘Expert’ and ‘Elite Youth’. The Championship Class rides the primary route through the sections. The Masters Class will ride 50% of the easiest Championship sections and 50% of the hardest Expert sections. The Masters Class, Expert Class and Elite Youth will have alternative routes where appropriate, which will be clearly marked using different coloured markers. One thing that remains the same is that the course will remain at three laps of twelve sections.

ARTICLE: TRIALS MEDIA

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Ben Morphett (Montesa)

Richard Sadler (Beta-UK Acklams)

MASTERS

The Masters Class, which took in 50% of the easiest Championship sections and 50% of the hardest Expert sections, had a poorly supported first round and it’s difficult to see how this ‘new’ idea will work. Having had a very successful career at the very top of the sport, TRS UK supported rider Ross Danby has moved into this class for 2018. In truth he absolutely dominated it, posting a score well in front of Tom Affleck. Tom has opted out of the Expert class where he has been a strong contender for the last few years. This idea of mixing the hazards works well and the class just needs some extra support, which may well come as the season progresses.

ACU BTC SOLO MASTERS

RESULTS: 1: Ross Danby (TRS UK) 62; 2: Tom Affleck (180° Vertigo) 94; 3: Duncan McColl (Beta) 113; 4: Gwynedd Jones (Beta) 117.

EXPERTS Chris Stay (TRS UK BVM)

After Ben Morphett posted a superb three-mark lap on his first tour of the twelve hazards it looked like no one else was going to get near him on his ‘Home Brew’ two-stroke Montesa Cota 315R. Richard Sadler was next on the Beta on 11, but as he settled into the quite unique hazards of this very much man-made venue he knuckled down and posted his second lap score of seven and it was game on to catch local boy Morphett. They matched each other on the second lap with scores of seven each, leaving it all to go for on the last of the three laps. Morphett was the one who buckled as Sadler lost a mere nine, only to lose out on the win on the tie decider and the maximum points that went with it. Come-back ‘Kid’ Chris Stay was next, after a steady opening two laps was followed by the last lap score of seven taking him to the final step of the podium. This class continues to attract the most rider support and as you glance down the results you will notice just how close the marks are, making every one count in this hotly contested 2018 championship.

ACU BTC SOLO EXPERTS

RESULTS: 1: Ben Morphett (Montesa) 27; 2: Richard Sadler (Beta-UK/Acklams)

Guy Kendrew (Beta-UK) TRIAL MAGAZINE • APRIL-MAY 2018

27; 3: Chris Stay (TRS UK/BVM) 36; 4: Guy Kendrew (Beta-UK) 44; 5: Luke Walker (Sherco) 46; 6: James Fry (Sherco) 46; 7: Dan Thorpe (JST Gas Gas UK) 59; 8: Sam Yeomans (JST Gas Gas UK) 60; 9: Emma Bristow (Sherco) 70; 10: Jonny Starmer (Beta) 71; 11: Lloyd Price (AB M/Cs TRS) 75; 12: Chris Alford (JST Gas Gas) 76; 13: Kieran Child (Colin Appleyard Beta) 76; 14: Tom Ablewhite (Sherco) 90; 15: Josh Hanlon (Beta) 91.

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Gus Oblein (Sherco)

Charlie Smith (Inch Perfect Trials Beta)

ELITE YOUTH

Mitch Brightmore (JST Gas Gas UK)

It’s a fact that the young riders keep coming through the various classes as a feeder into the European and Trial World Championships in Great Britain. This new Elite Youth Class should make this passage easier as the riders will then be more prepared. It’s a brave move by the ACU but one which could mature into something that works. In the opening round of this series the final result had Gus Oblein take a clear victory from Mitch Brightmore and Charlie Smith, with Brett Harbudd a further few marks adrift. It was Brightmore who was off the pace on the opening lap but he responded with the best lap score of the trial on the second, but this was not enough to secure the super consistent Oblein.

ACU BTC SOLO ELITE YOUTH

RESULTS: 1: Gus Oblein (Sherco) 107; 2: Mitch

Brightmore (JST Gas Gas UK) 114; 3: Charlie Smith (Inch Perfect Trials Beta) 119; 4: Brett Harbud (BVM Beta) 123; 5: Ryan Brown (Beta) 133; 6: Adam Juffs (TRS UK) 156.

With the first round over and 48 entries across the whole championship more support is needed in the smaller classes. Remember for these classes to work and grow it’s down to you, the riders, who now have the choice of competing at a level you are comfortable with.

Rightly or wrongly the ACU wants to develop the riding abilities of riders of all levels of competition.

EAST NEUK

TRIALS MOTORCYCLES • Congratulations to Craig Houston winning the 2017 Scottish Championship and Andy Anderson as Runner-up.

• Good luck to all of the Scorpa riders in the SSDT 2018.

2018 MODELS IN STOCK NOW

NEW AND USED MACHINES AVAILABLE

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Jess Bown (BVM-BMS Scorpa)

Nikita Smith (JST Cloburn Gas Gas UK)

ACU ACKLAMS BETA BTC LADIES & GIRLS

Brown on Bristow’s heals Led by the FIM Ladies’ TrialGP World Champion Emma Bristow, this sector of the sport continues to be very stable which was reflected at the opening round of this year’s series that attracted close to forty riders. The Seymour’s Arena is an ideal platform for ladies’ trials, and once again the organising North Berks MCC did an excellent job in providing twelve sensible hazards to be ridden over three laps. With eight different classes in the ACU championship entrants can find a competitive class at all levels of riding, which is healthy for attracting more riders into the sport.

WORDS: TRIALS MEDIA • PICTURES: TODD JONES

Not surprisingly Emma Bristow led the way in the Ladies class with a clear victory over the ever-improving Jess Bown on the Scorpa. Chloe Baker won her class by a clear margin on the TRS but in the Girls A Championship 50/50 Route 2 Olivia Brooksbank and Alice Minta were separated by just one mark. Team Alford had Catherine taking a clear win in her class with the marks between second and third place finishers Jazz Hammond and Charlotte Kimber much closer.

Sarah Bell dominated the Girls A Intermediate Route 2 as Daisy Parsons kept herself well clear of the battle for second place between Elizabeth Tett and Katlyn Adshead in the Girls B Route 2. The Girls C Route 3 had only one entrant, Summer Peters, and the fast-emerging talent of Matilda Arbon easily won the Girls D Route 4 in front of Grace Word, Evie Hayward and Isobel Skehan who had their own battle for the podium.

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Alicia Robinson (Beta) APRIL-MAY 2018 • TRIAL MAGAZINE

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Catherine Alford (JST Gas Gas)

Daisy Parsons (Beta)

Chloe Baker (TRS UK)

Jess Brown, Emma Bristow and Hannah Styles

ACU ACKLAMS BETA BTC 2018 LADIES & GIRLS

LADIES: 1: Emma Bristow (Sherco) 2; 2: Jess Bown (BVM/BMS Scorpa) 22; 3:

Hannah Styles (Vertigo) 37; 4: Louis Alford (JST Gas Gas) 43; 5: Nikita Smith (JST Cloburn Gas Gas UK) 44.

LADIES 50/50 ROUTE 2 –1: Chloe Baker (TRS UK) 76; 2: Bethanie Dunning (Appleyard Beta) 111; 3: Jennifer Stephen (Gas Gas) 117.

GIRLS A CHAMPIONSHIP 50/50 ROUTE 2: 1: Olivia Brooksbank (Gas Gas) 43; 2: Alice Minta (Inch Perfect Trials Beta) 44.

LADIES INTERMEDIATE ROUTE 2: 1: Catherine Alford (JST Gas Gas) 28; 2: Jazz Hammond (Sherco) 60; 3: Charlotte Kimber (Beta) 64; 4: Victoria Holmes (Gas Gas) 82; 5: Jo Mins (Sherco) 138.

GIRLS A INTERMEDIATE ROUTE 2: 1: Sarah Bell (Beta) 76; 2: Amy Clarke (BVM Sherco) 137.

GIRLS B ROUTE 2: 1: Daisy Parsons (Beta) 45; 2: Elizabeth Tett (Beta) 62; 3:

Katlyn Adshead (Beta) 64; 4: Sophie Bailey (Gas Gas) 94; 5: Emily Copp (Gas Gas) 129.

GIRLS D ROUTE 4: 1: Matilda Arbon (180° Off Road Beta) 7; 2: Grace Ward Grace Ward, Matilda Arbon and Evie Hayward 86

(Beta) 37; 3: Evie Hayward (Beta) 40; 4: Isobel Skehan (Beta) 43.

APRIL-MAY 2018 • TRIAL MAGAZINE

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Guy Kendrew (Beta)

Richard Sadler (Beta)

S3 PARTS BRITISH CHAMPIONSHIPS

Richard Sadler in the saddle

It comes as no surprise that the popularity of the nine-round S3 Parts British Championship continues. The organising clubs continue to give the riders the more traditional type of event. With good healthy entries the only disappointment is the fact that the NonChampionship – Elite Class is so poorly supported.

WORDS: TRIALS MEDIA PICTURES: ERIC KITCHEN – COLIN BULLOCK

S3 EXPERT

The man on form at the moment is Richard Sadler, who has rattled off the three opening rounds with maximum points to push him clear at the head of the championship. His fellow Beta rider Guy Kendrew is on the case, as is last year’s winner Luke Walker. It’s quite interesting to note that the opening three rounds have all been contested on very different types of terrain but produced the same winner. Both Kendrew and Walker know how crucial the next round will be if they are to stop Sadler further extending his healthy lead.

S3 CLUBMEN

Three rounds with three different winners, this tells its own story on just how competitive this class is. The outcome is quite interesting as Sheffield based Darren Wasley leads the championship having only contested two of the three rounds.

Mr Consistency Dave Clinkard holds a close second position, just in front of Simon Hiscock. Steve Swanson won the opening round, Rob Shuttleworth the second and Ian Wakeford the third.

Expect more individual round winners as this class will get closer and closer for the overall championship win at the season close.

S3 125 Steve Swanson (Beta) TRIAL MAGAZINE • APRIL-MAY 2018

It’s the two Eley brothers, Andrew the elder and Jake the younger, who are the only riders to contest this class so far in 2018. There’s no love lost here as they have both won a round of the two they have ridden in. Let the battle continue!

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S3 PARTS BRITISH CHAMPIONSHIP POSITIONS AFTER 3 OF 9 ROUNDS

S3 EXPERT: 1: Richard Sadler (Beta) 60; 2: Guy Kendrew (Beta)

49; 3: Luke Walker (Sherco) 45; 4: Thomas Moss (Gas Gas) 27; 5: John Crinson (Beta) 24; 6: Sam Yeadon (Beta) 22; 7: Chris Pearson (Sherco) 20; 8: Kyle Hayes (TRS) 16; 9: Thomas Housecroft (Beta) 16; 10: Chris Stay (TRS) 13; 11: Richard Timperley (Gas Gas) 12; 12: Will Brockbank (Sherco) 11; 13: Simon Welch (Sherco) 11; 14: Emma Bristow (Sherco) 10; 15: Lloyd Price (TRS) 9.

S3 CLUBMEN: 1: Darren Wasley (Gas Gas) 34; 2: Dave Clinkard

(Beta) 31; 3: Simon Hiscock (Beta) 28; 4: Steve Swanson (Beta) 20; 5: Rob Shuttleworth (Beta) 20; 6: Ian Wakeford (Gas Gas) 20; 7: Shaun Hazelwood (TRS) 15; 8: Jon Cowley (TRS) 15; 9: Stephen Douglas (Gas Gas) 13; 10: Kieran Hankin (Vertigo) 13; 11: Nicolas Paxton (Montesa) 13; 12: Kevin Nolan (Scorpa) 11; 13: Ian Watts (Beta) 7; 14: Martin Podesta (TRS) 11; 15: Philip Martin (Montesa) 11.

S3 125: 1: Andrew Eley (Beta) 37; 2: Jake Eley (Beta) 37.

ROUND 1, WALLACE CUP S3 EXPERT: 1: Sadler 9; 2: Kendrew 11; 3: Walker 16; 4: Stay 18; 5: Crinson 20.

S3 CLUBMEN: 1: Swanson 2; 2: Hiscock 3; 3: Hazelwood 5; 4: Douglas 14; 5: Clinkard 17.

S3 125: 1: Andrew Eley 90; 2: Jake Eley 100.

Rob Shuttleworth (Gas Gas)

Ian Wakeford (Gas Gas)

NON-CHAMPIONSHIP – ELITE: 1: Jack Sheppard (Sherco) 7; 2:

Sam Haslam (Gas Gas) 7; 3: Ross Danby (TRS) 8; 4: James Fry (Sherco) 11; 5: Tom Minta (Scorpa) 11.

ROUND 2, MILNTHORPE CUP S3 EXPERT: 1: Sadler 15; 2: Walker 21; 3: Kendrew 26; 4: Crinson 34; 5: Brockbank 51.

S3 CLUBMEN: 1: Shuttleworth 10; 2: Wasley 18; 3: Clinkard 21; 4: Hankin 22; 5: Hiscock 26.

S3 125: No Entries.

NON-CHAMPIONSHIP – ELITE: 1: Jack Price (Gas Gas) 9; 2:

Michael Brown (Gas Gas) 21; 3: Dan Thorpe (Gas Gas) 40.

ROUND 3, COLMORE CUP S3 EXPERT: 1: Sadler 3; 2: Kendrew 4; 3: Pearson 5; 4: Walker 6; 5: Welch 10.

S3 CLUBMEN: 1: Wakeford 3; 2: Wasley 4; 3: Cowley 4; 4: Paxton 8; 5: Martin 8.

S3 125: 1: Jake Eley 76; 2: Andrew Eley 115.

NON-CHAMPIONSHIP – ELITE: 1: Ross Danby (TRS) 4; 2: Dan Jake Eley (Beta)

Jack Price (JST Gas Gas UK) 90

Peace (Gas Gas) 5; 3: Dan Thorpe (Gas Gas) 6; 4: Tom Minta (Scorpa) 14.

Jack Sheppard (Sherco)

Ross Danby ( TRS) APRIL-MAY 2018 • TRIAL MAGAZINE

RECORDS 1975–2017

FIM World Round Winners

Toni Bou, left, with Dougie Lampkin

Barring an absolute disaster the record of wins in the FIM Trial World Championship is about to be broken in 2018 by the man and machine combination of Spain’s Toni Bou and the mighty fourstroke Repsol Honda. His first two wins, in 2006, came on the Beta two-stroke. The record currently stands at 99 wins, held by the trials legend Dougie Lampkin. His victories came on Italian Beta and Montesa two- and four-stroke machinery, and looked to be the benchmark for a lifetime. During my years of following trials I have seen so many records broken at certain times, eras of different men and machines. Who in their wildest dreams would have ever thought that the record set so high at 99 by Lampkin would be ever challenged – certainly not me!

ARTICLE: JOHN HULME • PICTURES: CYRILLE BARTHE, BETA, ERIK KITCHEN, JOHN HULME, DON MORLEY, ALAN VINES, TOON VAN DE VLIET, MAURI/FONTSERE COLLECTION AND THE GIULIO MAURI COPYRIGHT,THE NICK NICHOLLS COLLECTION AT MORTON’S ARCHIVE, RAMON SALLES AND MARIO CANDELLONE.

Statistics in any sport always make interesting reading, and those surrounding world round winners is no different. The statistics we are looking at here come from the archives of the guardian of trials history, Belgium born Charly Demathieu and myself, John Hulme. We do apologise for any inaccuracies but this is put together with the knowledge we have. The FIM officially gave world championship status to trials in 1975 and so we have not taken into account the European Championship up to 1974.

Trial Magazine would like to acknowledge the help and support from Charly Demathieu and his website: www.trialonline.org in the generation of this article.

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When Dougie Lampkin entered the world on the 23rd March 1976 his father Martin was already a world champion. He is seen here in the trials riding arms of his father as his mother Isobel looks on.

APRIL-MAY 2018 • TRIAL MAGAZINE

RECORDS 1975–2017

Dougie Lampkin (Beta/Montesa-GBR): First win: Great Britain 1994. Age: 18. Total Wins: 99. World Titles: 7.

Jordi Tarres (Beta-ESP): First win: USA 1986. Age: 19. Total Wins: 61. World Titles: 7.

Toni Bou (Beta/Montesa-ESP): First win: Spain 2006. Age: 19.

Total Wins: 97. World Titles: 11. He is the oldest world champion.

Adam Raga (Gas Gas-ESP): First win: USA 2001. Age: 19. Total Wins: 52. World Titles: 2.

Takahisa Fujinami (Montesa-JPN): First win: Germany 1997. Age: 17.

Total Wins: 33. World Titles: 1. He is the youngest world round winner.

TRIAL MAGAZINE • APRIL-MAY 2018

Eddy Lejuene (Honda-BEL): First win: Belgium 1980. Age: 18. Total Wins: 33. World Titles: 3.

Thierry Michaud (Fantic-FRA): First win: France 1988. Age: 19. Total Wins: 23. World Titles: 3.

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RECORDS 1975–2017

Yrjo Vesterinen (Bultaco/ Montesa-FIN): First win: Canada 1975. He was 22 years old. Total Wins: 17.

World Titles: 3.

WORLD ROUND WINNERS WORLD ROUNDS ONE DAY EVENTS – 1975: 14 – 8 of which count; 1976: 12 – 7 of which count; 1977: 12; 1978: 12; 1979: 12; 1980: 12; 1981: 12; 1982; 12; 1983: 12; 1984: 12; 1985: 12; 1986: 12; 1987: 12; 1988: 12; 1989: 12; 1990: 12; 1991: 12; 1992: 12; 1993: 12; 1994: 10; 1995: 10; 1996: 10; Two day events – 1997: 20; 1998: 18; 1999: 20; 2000: 30; 2001: 18; 2002: 16; 2003: 18; One and two day events – 2004: 15; 2005: 15; 2006: 12; 2007: 11; 2008: 12; 2009: 11; 2010: 11; 2011: 11; 2012: 13; 2013: 13; 2014: 13; Two day events – 2015: 18; One and two day events – 2016: 15; 2017: 10.

WINNERS: 1975–2017 Bernie Schreiber (Bultaco/Italjet/ SWM-USA): First win: France 1978.

Age: 19. Total Wins: 23. World Titles: 1.

566 WORLD ROUNDS WITH 36 WINNERS: 99: Dougie Lampkin Marc Colomer (Beta/Montesa-ESP): First win: Luxembourg 1993. Age: 18. Total Wins: 18. World Titles: 1.

(GBR); 97: Toni Bou (ESP); 61: Jordi Tarres (ESP); 52: Adam Raga (ESP); 33: Eddy Lejuene (BEL), Takahisa Fujinami (JPN); 23: Thierry Michaud (FRA); 20: Bernie Schreiber (USA); 18: Marc Colomer (ESP); 17 Yrjo Vesterinen (FIN); 11: Malcolm Rathmell (GBR), Ulf Karlson (SWE); 10: Martin Lampkin (GBR); 9: Steve Saunders (GBR), Diego Bosis (ITA), Albert Cabestany (ESP); 8 Tommi Ahvala (FIN); 5: Gilles Burgat (FRA), Graham Jarvis (GBR), Marc Frexia (ESP); 4: Mick Andrews (GBR), Manuel Soler (ESP), Donato Miglio (ITA) Kenichi Kuroyama (JPN); 3: Charles Coutard (FRA), Amos Bilbao (ESP); 2:, Dave Thorpe (GBR), Rob Shepherd (GBR), Steve Colley (GBR); 1: Toni Gorgot (Ossa-ESP), John Lampkin (GBR), Lluis Gallach (ESP), Gabino Renales (ESP); Thierry Girard (FRA); Bruno Camozzi (FRA); Jeroni Fajardo (ESP).

WAITING FOR 100

Martin Lampkin (Bultaco-GBR): First win: Spain 1975. Age: 25. Total Wins: 10. World Titles: 1.

Ulf Karlson (Montesa-SWE): First win: Sweden 1976. Age: 24.

Total Wins: 11. World Titles: 1.

Malcolm Rathmell (Montesa-GBR): First win: Belgium 1975. Age: 26. Total Wins: 11.

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Steve Saunders (Honda/Fantic-GBR): First win: Germany 1985. Age: 20. Total Wins: 9.

The FIM World Championship has produced over the years 36 individual world round winners. The record of 99 set by Dougie Lampkin looked untouchable as the FIM had included many double points-scoring days in the late nineties and early two thousand, before going back to the single day format in 2017.

Since 2007, when he joined the Repsol Honda team on the four-stroke Cota 4RT, Bou has won 95 of his world round wins in a dominant period never before seen in trials. He acknowledges that part of this success has been the constant thorn in his side of Adam Raga, who has pushed him all the way.

In 2013 Adam was only 10 points behind Toni and 15 in 2014.

The success of Jordi Tarres is unique because he is a two-time winner three times in a row on different machinery, Beta and Gas Gas. During his winning years he and Thierry Michaud both lost the championship and then regained it; Michaud to Tarres and Tarres to Ahvala, these were incredible years in the championship.

We are still waiting for the 100th win from Toni Bou and I honestly believe we will never see this happen again, most certainly not in my lifetime!

Diego Bosis (Aprilia/Fantic-ITA): First win: USA 1987. Age: 19. Total Wins: 9.

APRIL-MAY 2018 • TRIAL MAGAZINE

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RECORDS 1975–2017

Albert Cabestany (Beta/Sherco-ESP): First win: Italy 2000. Age: 20. Total Wins: 9.

Tommi Ahvala (Aprilia-FIN): First win: Finland 1991. Age: 19. Total Wins: 9. World Titles: 1.

Graham Jarvis (Sherco-GBR): First win: France 2001. Age: 26. Total Wins: 5.

Manuel Soler (Bultaco/Montesa-ESP): First win: Finland 1979. Age: 22. Total Wins: 4.

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Marc Frexia (Montesa-ESP): First win: Belgium 2000. Age: 20. Total Wins: 5.

Donato Miglio (Fantic-ITA): First win: Sweden 1988. Age: 21. Total Wins: 4.

Gilles Burgat (SWM-FRA): First win: France 1981. Age: 19. Total Wins: 5. World Titles: 1.

He is the youngest world champion.

Mick Andrews (Yamaha/Majesty-GBR): First win: France 1975. Age: 20. Total Wins: 4. He is the oldest world round winner at 35 years old.

Kenichi Kuroyama (Beta- JPN): First win: Spain 1997. Age: 18. Total Wins: 4.

APRIL-MAY 2018 • TRIAL MAGAZINE

RECORDS 1975–2017

Charles Coutard (Bultaco-SWM-FRA): First win: USA 1977. Age: 25. Total Wins: 3.

Dave Thorpe (Bultaco-GBR): First win: Ireland 1975. Age: 28. Total Wins: 2.

Steve Colley (Beta/Gas Gas GBR): First win: Finland 1993. Age: 21. Total Wins: 2.

TRIAL MAGAZINE • APRIL-MAY 2018

Amos Bilbao (Gas Gas/Montesa-ESP): First win: Germany 1992. Age: 22. Total Wins: 3.

Rob Shepherd (Honda-GBR): First win: Finland 1977. Age: 24. Total Wins: 2.

Toni Gorgot (Ossa-ESP): First win: Italy 1981. Age: 21. Total Wins: 1.

John Lampkin (GBR): First win: USA 1983. Age: 20. Total Wins: 1.

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RECORDS 1975–2017

RECORDS 1975-2017 WORLD CHAMPIONS: 1975: Martin Lampkin (GBR); 1976–1978: Yrjo Vesterinen (FIN); 1979: Bernie Schreiber (USA); 1980: Ulf Karlson (SWE); 1981: Gilles Burgat (France); 1982–1984: Eddy Lejeune (BEL); 1985 & 1986: Thierry Michaud (FRA); 1987: Jordi Tarres (ESP); 1988: Thierry Michaud (FRA); 1989–1991: Jordi Tarres (ESP); 1992: Tommi Ahvala (FIN); 1993–1995: Jordi Tarres (ESP); 1996: Marc Colomer (ESP); 1997–2003: Dougie Lampkin (GBR); 2004: Takahisa Fujinami (JPN); 2005 & 2006: Adam Raga (ESP); 2007–2017: Toni Bou (ESP).

WORLD CHAMPIONS TOTALS: 11: Toni Bou (ESP); 7: Dougie

Lampkin (GBR); Jordi Tarres (ESP); 3: Yrjo Vesterinen (FIN); Eddy Lejeune (BEL); Thierry Michaud (FRA); 2: Adam Raga (ESP); 1: Martin Lampkin (GBR); Bernie Schreiber (USA); Ulf Karlson (SWE); Gilles Burgat (ITA); Tommi Ahvala (FIN); Marc Colomer (ESP); Takahisa Fujinami (JPN)

1975–2017: PRODUCED 14 WORLD CHAMPIONS

Lluis Gallach (Mecatecno-ESP): First win: Spain 1987. Age: 23. Total Wins: 1.

Gabino Renales (Gas Gas-ESP): First win: Belgium 1987. Age: 22. Total Wins: 1.

It was quite fitting that Martin Lampkin would become the first ever FIM World Champion in 1975 as Great Britain is still considered to be the home of the sport of motorcycle trials.

The sport was booming in Europe and it was the Finnish rider Yrjo Vesterinen who would become the first European based rider to win the world championship in 1976. In the first year the riders would take their best 8 results from the 14-round championship and, in 1976, the best 7 from the 12 rounds. From 1977 onwards all rounds would count, which produced a much closer championship as ‘Vesty’ remained in control until 1978. In 1979 tall American Bernie Schreiber would bring a new dynamic riding style to the championship, and with it another world title for Bultaco.

In 1980 a new winner was produced for both a manufacturer and a country as Sweden’s Ulf Karlson gave Montesa its first championship at the age of 28. Times were changing and French rider Gilles Burgat opened the door for his country in the sport at the highest level to become the youngest world champion at just 19 years old. Financial problems were beginning to impact on the Spanish manufacturers and the Italian company SWM became winners.

THE FIRST TRIPLE WINNER

Thierry Girard (Yamaha-FRA): First win: France 1988. Age: 21. Total Wins: 1.

Jeroni Fajardo (Beta- ESP): First win: Andorra 2009. Age: 24. Total Wins: 1.

Four-strokes used to be the mainstay of the trials world before the lightweight and much easier to maintain two-stroke machines took over with Sammy Miller in 1965. When Eddy Lejuene took the first of three consecutive world titles it would be on the fourstroke Honda.

From 1982–1984 he was the man to beat, and the crowds loved the sound of the prototype Japanese single cylinder twin-shock Honda as Lejuene took it up the hazards on the world scene like never before. His 1984 championship win was close though as just two points separated him and the French rider Thierry Michaud, who had arrived on the scene with first SWM and then Fantic. His 1985 victory was head and shoulders above the rest but in 1986 Great Britain’s Steve Saunders took the championship all the way to the final round.

During the year a young Spanish rider Jordi Tarres, on the new single shock Beta, won his first world round in the USA. At the start of a long and intense battle from 1987 until 1989 Tarres and Michaud would become close contenders for the world crown.

Michaud came back to win in 1988 before Tarres then took three consecutive titles from 1989 to 1991 as the progress of his great rival Michaud was stopped by a broken leg.

RECORD BREAKERS

Bruno Camozzi (Fantic-FRA): First win: Austria 1991. Age: 19. Total Wins: 1.

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Tommi Ahvala would take his only title in 1992 to put Finland back on the map. Notching up another three consecutive titles Tarres would move from Beta to Gas Gas, bringing back the glory days to a Spanish manufacturer from 1993–1995 taking his world title tally to seven. With Spain back on top in world trials iconic manufacturer Montesa wanted a piece of the action and it was Marc Colomer who won on the Cota 315 in 1996.

A very young Dougie Lampkin on the Beta had won his first world round in 1994 on home soil. In 1997 he would start on a world championship adventure that would be rewarded with seven consecutive world titles, yes seven, to match Tarres. In 1999, before the move to Montesa, he would win the title with an incredible 379 points, a new record for the world championship.

With the completion of the two-stroke Montesa Cota 315R in 2004 it was quite fitting that the Honda powered machine would take the title, with Japan’s only world trials champion Takahisa Fujinami.

Once again in 2005 Spain would produce a double championship rider and machine with Adam Raga and Gas Gas. Having won two world rounds in 2006 Toni Bou would move to the four-stroke Montesa Cota 4RT in 2007; as they say, the rest is history as he continues to dominate the sport up to the present day.

APRIL-MAY 2018 • TRIAL MAGAZINE

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CYCLE

ROAD TRIP

T R I A L

EVOLUTION

With the availability of cheap flights across Europe these days it’s easy and affordable to jump on a plane and spend the weekend at one of Europe’s many bike parks; but why should you?

Because the UK doesn’t have anywhere near the facilities that other countries do, not yet that is!

Slowly things are improving, but for now, one of the best destinations to head for is Catalunya which is home to some of the best trial parks in the world, one of these being Trial Evolution in Sant Antoni de Vilamajor, 50 minutes from Barcelona Airport.

ARTICLE: JORDI YÉLAMOS AND TIM MCPARLAND • PICTURES: TRIAL EVOLUTION

W

ith the number of young riders who attend these trials schools, it’s no wonder that there are so many great riders that originate from this region, some of whom move over to Motorcycle Trials with its comparative skill set and carry on to excel in this discipline also. Of course, it helps that there are support and funds allocated to these sports to promote growth and recognition, something that would benefit the sport in the UK instead of relying on individuals or private clubs creating such venues. Those who have done so have to be commended for having already constructed and run such facilities producing our own world-class riders. Earlier this year Trial Evolution celebrated its 8th anniversary and hosted a trial to celebrate this; the event was supported by 90 riders of all abilities and a fun day was had by all.

TRIAL EVOLUTION WAS BORN

In 2010, Jordi Yélamos (43), a rider since 1984, trials has always been his passion, so when his son was five years-old, he wanted to introduce to him this sport that he had given him so many good times. He also thought he would like to transmit his knowledge to the children of his village, Sant Antoni de Vilamajor (Barcelona). He obtained some land in the same village from a local farmer who understood his passion for the sport and let him rent the land at a very reasonable rate, and this is where the first few obstacles were placed.

The first day of the class was a Saturday, and six runners took part. Little by little the new trial park was getting to be known to more and more children who then went to the trials school; the facilities were expanded until it now occupies an area of 7,500m2. The obstacles TRIAL MAGAZINE • APRIL-MAY 2018

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CYCLE

ROAD TRIP

are suited for all levels, from the beginners to world cup runners.

Currently, Trial Evolution is one of the most important trial schools in the world, where more than 100 riders are currently members and are learning and perfecting the art of this sport.

There are currently 13 people who make up the team of teachers, most of whom have been trained at Trial Evolution.

Some of the riders from Trial Evolution have achieved great sporting results, such as Oriol Roca, runner-up in Junior World, or Martí Yélamos, champion of the World Youth Games.

Trial Evolution has over the years expanded on its origins and now hosts competitions, summer camps, personalised training and training for riders from other countries. In the future, Trial Evolution would like to expand upon its success and open up some other trials schools in other areas.

1975 TRIALS STARS

It was in 1975 where Catalonia first saw its first trials riders. These pioneers adapted their everyday bikes to practice trials since in those years there were no specific bikes. Bicycles specially built for trials were quickly emerging, and in a short time, there were already many brands.

Bike Trials soon took root in Catalonia and competitions began to be organised. Since this day trials has remained a strong part of today’s culture in Catalonia, a culture of trials and those pioneers who are now parents want their children to learn and practise this fantastic sport. In Catalonia there are currently many trial schools, most of them concentrated in the Barcelona area — we can count more than ten. Riders around the world come to Barcelona to learn and practise the sport of trials from the best teachers.

Week by week the sport gains more and more riders and followers through the work of the schools and the facilities, and the funds that are distributed by the region’s governing bodies and sports councils, although it is still a minority sport. The objective would be to have a trials ground in each village, as there is a football field.

Jordi’s particular view of trials is diverse, and as a competition sport would like to see it gain more recognition internationally to enable trials riders to be professionals and earn a living at it.

Jordi would love the sport to get Olympic recognition to give it the push and support it needs. On the other hand, Jordi points out that training for the sport is spectacular and trials riders learn and acquire skills that will serve them in the future when driving any vehicle, gaining confidence and dexterity.

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Eight years of teching trail

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TRIAL MAGAZINE • APRIL-MAY 2018

107

WHAT’S THE STORY 1968

ALAN ASPEL WITH SAMMY MILLER As a youngster I was motorcycle trials mad, literally; even in my very juvenile years, all I was interested in was trials. Mention the name Sammy Miller and my ears would prick up and my eyes open wide. My father Ron was just as keen on the sport, and through our house would pass many motorcycle papers and magazines. In one of those, I can still clearly see an article from around the late sixties where Sammy took a road-riding journalist out on his development Bultaco to give him an insight into riding a trials motorcycle. I vaguely remembered the name but thought nothing of it for many years. As I have developed the magazines, I have felt quite privileged to come into contact with Don Morley in more recent times, who has also been a wonderful source for photographs. He has been a mine of information and become a friend who I can call anytime and ask any questions. Through Don, I then came into contact with Brian Holder. He along with Don and a few other notable names were the mainstream suppliers of photographs to the motorcycle newspaper and magazines of their time. Brian sent me a list of trials-related photographs he had on file, and there were the names Sammy Miller and Alan Aspel my next question was: ‘What’s the story?’

ARTICLE: JOHN HULME • PICTURES: BRIAN HOLDER

108

Sammy Miller stands proud in a room in the house with his growing collection of trophies which are all immaculate, just like the man himself.

APRIL-MAY 2018 • TRIAL MAGAZINE

WHAT’S THE STORY

1968

M

‘Man caves’ are not a new trend, Sammy Miller had one all those years ago.

y first port of call was to Brian for some contact details for Alan, but he informed me that he had sadly been killed many years ago while testing a Honda machine on a test track.

He remembered that he had been the editor of Motorcycle Illustrated before moving to Honda in a promotional position for their new range of road models. This put a stop to the generation of the article, but not for long as I then contacted Don Morley, and so the story unfolded.

WHO WAS ALAN ASPEL?

I had never made the connection that Alan was one of the three Aspel brothers until Don pointed it out, with the eldest, Michael, perhaps the most famous.

He was a TV star in his own right, and many readers will remember him as the presenter of ‘This is your life’ amongst other programmes he was involved with. The youngest brother Geoff was also involved in the motorcycle press as a journalist for the then weekly paper titled ‘Motor Cycling’. When it finished, he would move on to become a radio DJ, spinning the discs on a professional basis.

Alan had been attired in Sammy Miller’s spare riding kit but the skills did not come with it as the clutch and front brake levers were pulled in.

THE DAY’S EVENTS — BRIAN HOLDER

Despite the passing of fifty years, Brian Holder can still flash his memory back: “We had a nice day in the company of the great Sammy Miller and Alan Aspel, who had become a friend. Sammy, as usual, was very professional and took both of us on a tour of his workshop and his trophy room, something he was quite rightfully very proud of. His machine presentation was exceptional and, despite the fact it was not a competitive event, Sammy was so full of enthusiasm. The training took place at one of his practice areas on the edge of the New Forest in Hampshire with his development Bultaco, the one he was winning so many events on.

“Looking back it’s almost unbelievable that Alan did not wear a crash helmet! Despite the fact he was very much a motorcycle road test rider he was okay at going uphill and over the rocks. It was just the downhill he struggled with as he would not use the engine breaking of the Bultaco and he kept pulling in the clutch and pulling on the front brake, despite Sammy correcting him on what he should have been doing. No damage was done but what it did highlight to Alan was just how much control the maestro Miller had of a motorcycle in all situations; many forget that he was also a very accomplished and successful road racer”.

Listen and learn as Sammy gives a perfect demonstration of a downhill, off-camber drop on loose stones on the Bultaco – simples!

As with so many riders in the off-road world in the sixties a ‘pick-up’ was the main mode of transport for the man and machine. Sammy’s was this Austin A55.

Alan Aspel under the close scrutiny of Sammy Miller — no pressure!

TRIAL MAGAZINE • APRIL-MAY 2018

Man and machine bite the dust – literally!

109

WHAT’S THE STORY 1968

The Bultaco is the 1967 Scottish Six Days winning one; it’s still a model 10 but pre-production for the mod.27 in 1967. In a short space of time Miller single handedly changed the face of the trials motorcycle for ever. The stiff upper lip and boardroom antics of the British motorcycle industry had no room for Miller. He made the move to a Spanish manufacturer who welcomed his design genius and forward-thinking vison for the trials motorcycle. Out of the door was the heavy fourstoke Ariel 500cc, to be replaced by the lightweight two-stroke Bultaco. The once great trials motorcycles produced in Great Britain were on their way out.

TRAINING — SAMMY MILLER

Motorcycle trials may look like an easy sport, but Alan Aspel soon found out it was not, as Sammy Miller explains: “He was very interested in the transition I had made from my world famous four-stroke Ariel GOV 132 to the two-stroke Bultaco I had developed, and about trials in general. He explained that he had never really ridden off-road but had always been fascinated by the control shown by trials riders. As a road-based rider for many years he was, in fact, was quite in control and soon listed to what I was telling him until we went downhill, literally! Despite the fact I showed him time after time, he could not grasp the basics of going downhill off-road on the hazard I had set up for him. It did concern me afterwards that he did not have a crash hat on, but then neither did I. All in all we had a super day and as always Brian Holder produced some magnificent pictures”.

THE CRASH - DON MORLEY

This handmade side panel is evidence of Miller’s own skills he applied to the development of the Sherpa T.

If you look closer at this Bultaco the Miller ‘Magic’ is evident everywhere as he applied his engineering skills to the development of the Spanish machine. The five-speed Bultaco became the benchmark trials machine in the late sixties. This machine is now owned by Yrjo Vesterinen.

110

Check out the name Don Morley on any search engine, and you will find out that alongside producing some monumental pictures from all walks of life he was also an accomplished motorcycle rider, both on- and off-road. Don takes up the story of the fateful day that Alan Aspel lost his life: “Alan was a lovely man and one I spent some very memorable times with. He edited the long forgotten, but wonderful monthly ‘Motorcycle Illustrated’ and then to all our surprise joined Honda UK as the PR man, I think around the mid-seventies.

Very soon after, we were testing the then newly bored-out 650cc versions of the old Honda 550cc four-cylinder ‘Supersport’ models at the Ministry of Defence test track at Chobham in Surrey. I was following him, and we were trying a bit but not that hard, when Alan inexplicably went straight on at a very fast bend; he hit a tree head-on and sadly died. It was a very sad day, to say the least”.

Just above the drive chain you will notice the chain oiler. This was one of the many products Sammy Miller developed as an aftermarket part in the early days of his trials hard-parts catalogues.

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THE CHOICE OF CHAMPIONS

TONI BOU 11 x FIM Trial World Champion 2007-2017 11 x FIM X-Trial World Champion 2007-2017 To discover the Michelin Trial range visit:

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