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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. © 2017 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 • AUGUST-SEPTEMBER 2017

TONI BOU 6 NEWS 8 OBSERVATION 14 PADDOCK 18 SHOPPING 20 POSTER 57 DEALER LOCATOR 110 SUBSCRIPTION FORM 112 COVER PHOTO: ADAM RAGA (TRRS-ESP) PICTURE CREDIT: JOHN HULME

TALK TRIALS TONI BOU

RACING

The wakeup call from the defeat in my ‘home’ world round in Andorra just inspired me to push myself even further. The new concept of qualifying for the competition has thrown up some surprises, and in particular to myself, as I did not make the pole position until round four in France, which was followed up with the next round in Great Britain. It’s very sharp brutal action which needs controlling to set the fastest time. In my language it’s racing; may the best man win. WORDS: TONI BOU AND JOHN HULME

n the rain of Japan the pole position set by James Dabill was something else. He was very calm and calculated, and I swear the grin on his face when he cleaned the hazard and set the fastest time was the biggest one I have witnessed for a long time on the Englishman’s face! I parted with two marks to put me third behind Jeroni Fajardo. It was very strange to ride both days starting in front of these two, but I turned it all round to take wins on both days. In Andorra my young team-mate Jaime ‘Pretty Boy’ Busto attacked the qualifying, and in all fairness it was a quick lap. I was second quickest and we were both well in front of the rest of the entry. In the trial I was very pushed to meet the time allowed and did not have enough left to inspect the hazards towards the end of the first lap. Consequently I missed a marker which in the end pushed me down to third place on the day as a very happy Jaime made his maiden trip to the podium. In both France and Great Britain the qualifying times were very close once again between me and Jaime. Using my experience I converted both pole positions into wins. For the team both these rounds have been good, as we had a onetwo with Jaime in qualifying and he joined me on the podium in France again, in third, and ‘Fujigas’ finished second in Great Britain. Team Repsol Honda – Thank you. Until Next Time – Ride On! – Toni

AUGUST-SEPTEMBER 2017 • TRIAL MAGAZINE

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NEWS

TRIALS ROUND-UP

Yamaha Trials 2017

The trip to the Japanese World round always gives you an up-close and personal look at what the Yamaha trials team is developing. The trials project is led by Kimura San, who, Trial Magazine editor, John Hulme has known for many years starting with the mono-shock Yamahas in the eighties. The latest prototype machine is code-named the 250F and was ridden by the 38-year-old Kenichi Kuroyama. This new for 2017 machine features the reverse cylinder Yamaha YZ engine housed in a modified frame from the old four-stroke model, married to a 2017 two-stroke Scorpa rear end. Suspension at the front is from the Tech brand whilst at the rear an Ohlin’s shock absorber with a remote cooling reservoir is used. Many hand-fabricated parts are used and this machine is obviously a development model, and in truth looks very hand-built. The rear-facing exhaust

Beta Electric

port has created the biggest headache as Kimura has had to introduce a big front pipe to try and calm the huge amount of power from the fuel injected engine. Other novel weight-saving engineering exercises have been carried out such as drilling the front wheel rim between the spoke holes, very much like on the cycle trials bikes, and the fabrication of an aluminium air filter box. John Hulme: “It’s always good to see Kimura San, who I have known since the John Shirt Snr days at the back-end of the Majesty Yamaha trials project and the start of the Mono-shock project in 1983. He is a very polite, modest guy who gives nothing away about a Yamaha return to trials. When I questioned him about the engine capacity in the new trials machines and the weight it was a polite, “I cannot say”. He always speaks about the good times with ‘Shirty Snr’ and I am sure in his heart he would love to see a new production Yamaha trials machine; I know we would”.

‘Kambe’ Gas Gas Japan Spotted at this year’s TWC in Japan was this excellent display of engineering brilliance from Japanese Gas Gas mechanic Itsuo Kambe. He has taken a Gas Gas ‘Pro’ engine and turned it into a working exhibition piece, as you can see in the picture. Cutting away the cylinder barrel and crankcases exposes the working of this two-stroke engine.

Wedding Trial

James Lampkin’s son Max was out on the latest Beta electric trials machine at the recent Youth British Championship rounds based in Yorkshire. Featuring an aluminium frame, giving it a low weight advantage, and a Lithium battery it delivers a very smooth power delivery to give improved grip. The Beta electric range consists of three models in varying sizes, aimed at getting the younger riders started in the sport. For more information contact Beta UK f: www.beta-uk.com or telephone: 01756 793521.

Pauline Peters (born Schmitt) and Jan Peters of Jitsie fame tied the knot at a ‘Wedding Trial’ on Saturday 24th June 2017 at Kerzenheim/Germany.. AUGUST-SEPTEMBER 2017 • TRIAL MAGAZINE

NEWS

TRIALS ROUND-UP

FIM X-Trial World Championship The FIM and the company 2Play are pleased to announce that they have signed a Promoter Agreement for the FIM X-Trial World Championship — Indoor trial. The Agreement, initially for five years, will take effect for the 2017–18 season starting this autumn. This partnership is in line with the FIM’s strategic objectives for the development of the quality of its World Championships and the modernisation of its organisation. In addition to the X-Trial des Nations, the 2017–18 calendar should feature between seven and eight events. The FIM President Vito Ippolito welcomes the Agreement: “For some time now the FIM Board and the Trial Commission have been exploring ways of reinvigorating our indoor Trial World Championship. The new concept put forward by 2Play and their ideas for the sporting side are very appealing. Also

the considerable experience of Bernard Estripeau and Josep Vergel in the world of motorcycling sport and of Trial in particular impressed us as a solid indicator of their ability to carry off the growth of this spectacular discipline. The FIM looks forward to working with 2Play for this new chapter in the history of X-Trial.” 2Play Event Production Manager Bernard Estripeau added: “This new working relationship with the FIM and 2Play will enable us to launch a new concept for X-Trial. The rules will be a total innovation in our discipline. This new system will enable us to change the concept of the zones and open up the sport to a larger number of riders. We also hope to attract young riders into the discipline. Altogether, the new concept should make the sport more spectacular and dynamic.”

Torrot-Gas Gas Electric Trials

At the French World round Marc Colomer with the new Gas Gas TXTe EGD won the first ever round of the FIM TrialE Cup held at Lourdes. Beyond the mere fact of winning, this victory means a big step in the progression of electric vehicles in which Torrot-Gas Gas is putting all its efforts and shows that the future of off-road motorcycles is in the implementation of new technologies from Torrot. The new Gas Gas TXTe EGD is the result of almost a year of work in which Marc Colomer, together with his team of engineers, has developed this ambitious project that has culminated with the victory. The adventure for the Gas Gas TXTe EGD does not end here. Many people have asked about its commercial future. The intention is for Gas Gas to continue evolving the motorcycle to produce a small production run at the end of 2017. Many similarities can be found in both the electric and fuel propelled machines, as they both share a gearbox and a clutch which mirrors the Pro models.

AUGUST-SEPTEMBER 2017 • TRIAL MAGAZINE

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SHOPPING WHAT’S NEW

Alpinestars A10 Full Chest Protector www.offroadaction.net www.alpinestars.com

S3 Tools & Hydration Backpack www.s3parts.com www.trialendurodirect.com

Jitsie T3 Kroko Moto Kit www.offroadaction.net

TRS Wind Pro Jacket Trials

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Wulfsport Adult Neoprene Wellies www.wulfsport.com

Stylmartin Impact ‘Pro’ Boots www.trialendurodirect.com

Putoline Tyre Fitting Lube www.putoline.co.uk

AUGUST-SEPTEMBER 2017 • TRIAL MAGAZINE

SHOPPING WHAT’S NEW

Mots GO2 Helmet

www.trialendurodirect.com

Jitsie B3 Kroko Cycle Kit www.offroadaction.net

DVD 2017 SSDT

Apico Cycle X1 – X2 ‘Clean’ 26” www.apico.co.uk

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DVD 2017 Pre-65 SSDT

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Apico Cycle X1 – X2 ‘Clean’ 20” www.apico.co.uk

Putoline Tyre Shine

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Wulfsport Bum Bag

www.wulfsport.com

TRIAL MAGAZINE • AUGUST-SEPTEMBER 2017

Jitsie Linkage Kit Gas Gas Pro www.offroadaction.net

WHO IS

DAVID RODGERS

FIM Trial Race Director

DAVID RODGERS

As the sport of motorcycle trials goes into a new era in 2017, with the introduction of Sport7 as the new promoter of the FIM Trial World Championship, it relies heavily on the knowledge and input of some key figures already involved in the sport. One of the most responsible jobs is that of Race Director. The guy when the old mire hits the fan, he has to be the one to respond in a very professional way. Coming from a motorcycling family, and being involved from a very early age as a motorcycle enthusiast competing in trials, Irishman David Rodgers moved into the world of minding with his fellow countryman Robert Crawford in the nineties. Working with a team that has organised World Championship events in Ireland opened the door for David to move into a more professional role with the FIM, which is were he now finds himself as the Trial Race Director for the FIM Trial World Championship. WORDS: DAVID RODGERS WITH JOHN HULME • PICTURES: TRIAL MAGAZINE

Communication is a key factor on race day.

AUGUST-SEPTEMBER 2017 • TRIAL MAGAZINE

WHO IS

DAVID RODGERS

My father was Clerk of the Course in those early days and had a brief term on the CTR. I guess somewhere the official seed was planted in my head. It would be remiss of me not to mention that my father still competes, aged eighty, and enthuses over analysing his performances like a teenager on the way back from his first Irish Championship Trial. I think it goes way beyond the ‘in the blood’ cliché!

DID YOU HAVE ANY SUCCESS IN TRIALS?

I have had a few moments which I am proud of, namely winning two Irish Trial Championship medals. To better clarify: they were not Grade A medals, reserved for people in Ireland — back then predominantly called Crawford (Benny, Robert and Harold) — but back to back 1983 Grade C and 1984 Grade B Irish titles, which still meant a lot to me; four SSDT finishes (also in the eighties) is up there, with at least one top 100 finish; and the TDN is special for many reasons, but it is an event I had the good fortune to compete in for the MCUI in Team Ireland, for one day only in 1989 at Bilstain, Belgium. The list of achievements goes on, like the time I won the Ulster Championship round Bann Cup Trial, beating Philip Hanlon (better known these days as Josh’s dad) but that might sound like bragging? Plus he might bring up about the other 300 + times he only just pipped me for the win!

AFTER YOUR SCHOOLING DAYS, WHERE DID LIFE TAKE YOU?

It’s important to have an ‘Open door policy’ with the riders.

TELL US A LITTLE ABOUT YOUR INTRODUCTION TO MOTORCYCLING

I can never really remember a time when motorcycles were not in my life. My father was involved from a young age, so I guess it was inevitable I would end up on one as soon as possible. My father — aka ‘Billy’ to most who know him — has been a huge influence not only in my life but to trials in Ireland. His passion when growing up was Scrambles and Grass-tracks. He won two Irish Grasstrack championships ten years apart in the fifties and sixties, although by the time I was old enough to compete in trials aged 11 he was already a trials-convert and has been ever since. As a 16-year-old, I went to my first committee meeting of the Lightweight MCC. This was the early beginnings of how my journey would evolve. I was twice Chairman of the club; I remember aged 19 nervously trying to take the meeting and thinking, “was I doing it ok?” It’s strange how some things never change, except with the stakes a little higher these days. The club has always had a rich past of organising British and World Trial Championship events through the efforts of a dedicated band of volunteers — there are too many to name — however, to pick a few the President Drew Armstrong and the Secretary Marjorie Vann. These are two people who supported me personally and for whom I will always have the utmost respect.

“I have a continual flow of information between the key FIM officials, Sport7 personnel and, in particular, updating the Promoter and Trial Director.” TRIAL MAGAZINE • AUGUST-SEPTEMBER 2017

I was a trials rider — or so I thought — and how wrong I was. In recent years I have addressed that, and despite my early reluctance to the classroom, I now actually enjoy testing myself outside my comfort zone. I have managed to attend several years of weekly three-hour night classes, on many occasions stepping out of the overalls or just off the plane from an X-Trial to make it back up the road in time on a Monday night. I quickly went into the family painting and decorating business, and to this day I continue to trade under my grandfather’s business name ‘David Rodgers & Son established 1932’. I could never do all I do if I weren’t self-employed, I have a good team of people who work hard when I’m away, plus an amazing wife and two-year-old daughter who keep my feet firmly planted on the ground!

HOW DID THE ASSOCIATION WITH ROBERT CRAWFORD AS A MINDER COME ABOUT?

This was a family connection, as both our fathers were life-long friends from their school days. Back in the day, pre-Screenart Beta as he was a few years younger, I would take him out practising before he was old enough to drive himself. The talent was obvious, and from quite a young age Robert had created among Irish trial fans a sense of anticipation that this guy just might be special outside of Ireland. As the joint youngest ever point scorer in 15th, aged 16, this was a day I shared with Robert, carrying the bag in the famous Clandeboye Estate. The minder element was always kind of there unofficially. Then in 1991, the opportunity arose to ‘mind’ for Robert on the prototype Montesa. His team-mate then was a very young Marc Colomer. It was an interesting experience for both of us, let’s say this was a great learning curve and as the saying goes ‘what doesn’t kill you makes you stronger’. One vivid fond memory of a later spell we had together on the Hamilton Yamaha, which epitomises Robert’s shear stubborn determination to succeed, is this: at a National, following a mechanical failure and after several groups of sections, Robert without support and stranded, waves a Morris Minor car down complete with parents, kids in the back and out on their leisurely Sunday drive. Robert quickly talked himself into the car complete with Arai on, explained that he needed to get to a service area, get tools and return to the stricken motorcycle. He was spotted by several rivals that day who reported to me that he was out of the trial as they had spotted him in a car as they rode along the field. He got the Yamaha fixed, made it to the finish on time and yes, of course, he won! 23

INTERNATIONAL

FIM TRIAL WORLD CHAMPIONSHIP

Advantage

Bou

Toni Bou (Repsol Honda-ESP)

At the halfway point of the 2017 series we say goodbye to the Trial 125 Championship, with Lorenzo Gandola from Italy on the Scorpa crowned the World Champion at the conclusion of the five rounds. Toni Bou holds the advantage in the TrialGP class with four wins from five starts, with Adam Raga taking the win in Andorra. The action here is for the final step on the podium in the championship, with four riders all in with a shout. WORDS AND PICTURES: JOHN HULME

2017 TRIALGP WORLD CHAMPIONSHIP POSITIONS AFTER FIVE ROUNDS COMPLETED: TRIALGP CLASS

Adam Raga (TRRS-ESP) 26

RESULTS: 1: Toni Bou (Repsol Honda-ESP) 115; 2: Adam Raga (TRRS-ESP) 97; 3: Takahisa Fujinami (Repsol Honda-JPN) 78; 4: Jaime Busto (Repsol Honda-ESP) 71; 5: Jeroni Fajardo (Vertigo-ESP) 71; 6: Albert Cabestany (Sherco-ESP) 65; 7: James Dabill (Gas Gas-GBR) 58; 8: Jorge Casales (BetaESP) 39; 9: Franz Kadlec (Gas Gas-GER) 38; 10: Matteo Grattarola (Gas Gas-ITA) 30; 11: Miquel Gelabert (Sherco-ESP) 27; 12: Arnau Ferrer (Gas Gas-ESP) 18; 13: Oriol Noguera (Gas Gas-ESP) 16; 14: Jack Price (Gas Gas-GBR) 15; 15: Benoit Bincaz (Scorpa-FRA) 15.

AUGUST-SEPTEMBER 2017 â€¢ TRIAL MAGAZINE

INTERNATIONAL

FIM TRIAL WORLD CHAMPIONSHIP

Gabriel Marcelli and Francesc Moret Despite only taking one victory so far, Iwan Roberts still heads the championship with a small advantage over the Spanish Montesa pairing of Gabriel Marcelli and Francesc Moret. Great Britain’s Toby Martyn will look to latch on to the back of the leading group as he gets better and learns with each round.

2017 TRIALGP WORLD CHAMPIONSHIP POSITIONS AFTER FIVE ROUNDS COMPLETED: TRIAL2 CLASS RESULTS: Iwan Roberts (Beta-GBR) 95; 2: Gabriel Marcelli (Montesa-ESP) 78;

Iwan Roberts (Beta-GBR)

3: Francesc Moret (Montesa-ESP) 77; 4: Gael Chatagno (Gas Gas-FRA) 76; 5: Luca Petrella (TRRS-ITA) 74; 6: Toby Martyn (Vertigo-GBR) 66; 7: Dan Peace (Gas Gas-GBR) 59; 8: Marc Riba (TRRS-ESP) 57; 9: Jack Peace (Gas GasGBR) 39; 10: Filippo Locca (Beta-ITA) 34; 16: Dec Bullock (Beta-GBR) 7.

Lorenzo Gandola (Scorpa-ITA)

Billy Green (Beta-GBR)

Two new young talents have emerged in this year’s championship, in Italy’s Lorenzo Gandola and Great Britain’s Billy Green. Despite not always looking good after qualifying, both these riders have kept battling one another in the five rounds. With good strong entries and battles all the way down the order, this championship is an ideal learning curve for the stars of the future.

2017 TRIALGP WORLD CHAMPIONSHIP FINAL CHAMPIONSHIP POSITIONS: TRIAL125 CLASS RESULTS: 1: Lorenzo Gandola (Scorpa-ITA) 114 – Champion; 2: Billy Green (Beta-GBR) 103;

Trial125: Billy Green (GBR), Lorenzo Gandola (ITA) and Fabien Poirot (FRA) TRIAL MAGAZINE • AUGUST-SEPTEMBER 2017

3: Fabien Poirot (Gas Gas-FRA) 71; 4: Kieran Touly (Sherco-FRA) 71; 5: Eric Miquel (TRRSESP) 67; 6: Jarmo Robrahn (Gas Gas-GER) 64; 7: Jarand Vold Gunvaldsen (Beta-NOR) 52; 8: Hugo Dufrese (Gas Gas-FRA) 42; 9: Carloalberto Rabino (Beta-ITA) 35; 10: Sergio Ribau (Beta-ESP) 27; 11: Conor Hogan (Sherco-AUS) 23; 12: Shota Yamazaki (Beta-JPN) 15; 13: Martin Riobo (Gas Gas-ESP) 13; 14: Gerard Trueba (Beta-ESP) 12; 15: Oliver Smith (Gas Gas-GBR) 12; 19: Jake Eley (Beta-GBR) 8; 22: Duncan MacColl (Beta-GBR) 6; 24: Charlie Smith (Beta-GBR) 1.

TEAM SPAIN

Standing Proud

I came from a very modest environment, where both my parents worked very hard to bring me and my elder brother up in the world. My father, Ron, was a motorcycle enthusiast but, for me most importantly, he loved and competed in trials. Supported by my mother, Joyce, I started to compete way before the youth movement in the trials world. My father worked Sunday nights in a factory, and my mother in a local mill inbetween running the family, to financially support my trials riding. I achieved some success and with it some support from the industry, for which we were very grateful as a family. Wind the clock forward nearly 40 years on and I see this situation replicated time after time in motorcycle trials. Sport in general has moved on and I use just as an example the cycling profession. From having moderate success globally we are now a nation that stands very proud of its achievements, supported by funding from various organisations and the cycling federation. Motorcycle trials is, on the scale of many other sports, a minority one – fact. That does not mean it does not deserve support as we have demonstrated in the past and present that Great Britain can and does produce world champions in the various classes.

Jordi Prat

This success is usually funded by the bank of mum and dad as their children pass through the youth trials before they dip their toes into the big sea of the world championship. The fortunate ones can often find some financial support off the back of mum and dad’s business friends, who are usually trials enthusiasts anyway. Spain has produced Toni Bou, the undisputed king of world trials, along with many other winners in the other motorcycle disciplines where they can compete. Here we take a look at the Spanish Federation’s trials team and how they support their world championship efforts, which in many cases are the envy of the rest of the trials world. WORDS: JOHN HULME WITH JORDI PRAT • PICTURES: TRIALS MEDIA

Albert Sole

The RFME team stands proud in the Trial World Championship paddock 48

AUGUST-SEPTEMBER 2017 • TRIAL MAGAZINE

TEAM SPAIN

SPEA play a very important part in the team

The living quarters are in the trailer of the articulated truck for the riders and minders

Lunch time with the team in Andorra

Workshop facilities can be used in the rear of the articulated trailer

Jordi, you should be very proud of what you have achieved with the team.

Yes, I am very proud. I started in 1992 and it has changed a lot since then. If I make a list of all the riders who have passed through the National team you will soon realise that almost all the Spanish riders who have participated in the world championships have belonged to the team. At that time we were travelling with six riders in a van, but that did not matter. The riders just wanted to train and improve their level of riding every day and get the confidence of a manufacturer to support them. It was a case of practice and training for the world championship, but getting the support of a factory was the most important thing of all. At that time the factories helped the riders with machines and parts at a very good price. The goal was to have a contract that would bring free motorcycles and some financial support. At present it is quite similar but the costs are TRIAL MAGAZINE â€˘ AUGUST-SEPTEMBER 2017

much higher than before. The mentality of the riders is also very similar although it seems that the young people of today are not so accustomed to hard work! I can still remember Joan Pons travelling, crossing Europe with a small Renault Express van and a caravan at 70kph! This is not imaginable today but the youngsters still sacrifice themselves to get on the team and the times have changed. The support of the manufacturers is now somewhat minor, but generally when a rider is in the National Team everyone makes efforts so that he has the best we can offer. This year you have six riders in the Trial World Championship: Arnau Farrer in TrialGP and Francesc Moret, Gabriel Marcelli, Marc Riba, Aniol Gelabert and Samuel Obrado in Trial2. How are the riders selected for the team?

Rider selection is a natural process. We have known all the riders since they started

participating in the Spanish Championship from the ages of twelve and thirteen. From that moment we are observing the evolution of each rider and compare that evolution with the riders who have gone through it before. There is no magic formula, just step by step moves. We do not have riders in the 125cc class, just because it is a cylinder capacity that we are not interested in. We think that being on 125cc for a long time is wasting time and slows your evolution as a rider. The 125cc has made us lose a generation of good riders like Dani Oliveras, Dani Gibert and â€” almost â€” Toni Bou! Fortunately Toni had already participated that year in the World Championship and knew what he wanted. Imagine what would have happened if Toni Bou had stayed two full seasons with a 125cc? As soon as you are ready you must move on to a motorcycle with higher engine capacity and start to practice on the bigger obstacles, and this should start no later than at fourteen or fifteen years old. 49

MEETING GLEN SCHOLEY

Yorkshire born and bred I have personally known Glen Scholey for over forty years, and vaguely remember that he served his apprenticeship when he left school working in the Wilkinson brothers garage at Kettlewell in North Yorkshire. As a regular visitor to the Scottish Six Days Trial Glen and I got talking about his years working for the brothers and a ten minute conversation turned into an hour – and I loved it! Yorkshire born and bred, Glen can still be found competing and attending trials when his busy schedule of running his caravan park with his wife allows. After a very successful schoolboy career he moved into the adults, taking in all the major events and winning over half a dozen national trials. This article very much reflects the ‘family and friends’ nature of a sport for us all to enjoy as this was how his introduction to the sport came about. WORDS: GLEN SCHOLEY WITH JOHN HULME • PICTURES: BARRY ROBINSON, TOON VAN DE VLIET, ERIC KITCHEN, THE SCHOLEY FAMILY COLLECTION, JAMES MOORHOUSE AND COLIN BULLOCK

Before we touch on the trials career lets go right back to the early days and your introduction to the sport of motorcycle trials.

My parents Geoff and Betty were busy running their Public House, The Black Horse in Grassington, and through Colin and Rita Maxfield who were customers I started going with them on a Sunday morning to watch their son John, who was a good centre rider. This resulted in my Dad buying me a modified BSA Bantam and I spent hours practising on Grassington Moor. The downside to the BSA was the low 6” footrests which caught on everything in sight. After practising for a year Dad invested in a 1971 Slimline Bultaco for me.

AUGUST-SEPTEMBER 2017 • TRIAL MAGAZINE

MEETING GLEN SCHOLEY

1980 – The love affair with the SSDT begins, with a Special First Class award on the Comerfords Bultaco. 1975 – On the Honda TL 125 prepared by Blackie Holden Snr.

1977 – Mick Tonks, who was the Kawasaki dealer in Wakefield, put Glen on a KT 250cc. As his results improved he caught the attention of Bob Gollner, who was looking for a Northern based rider to promote the Gollner Kawasaki. Did trials riding come easy? Living in the Yorkshire centre the standard would be very good with some tough trials…

My very first trial was a Craven group trial at Cawder Ghyll in Skipton aboard the ‘Bulto’. Mum Betty was my driver, taking me in a Ford escort van with the front wheel of the ‘Bulto’ hanging out of the back doors! In 1975 and still competing in the ‘B’ Class I progressed onto a 250 MAR Ossa. The results were pretty good, often coming 1st and 2nd place in my class. Living in Yorkshire — the home of trials — there were some great local venues, many of which are still used today, and I also used to ride in mid-week evening events. The competition was great too and it was during these times that I first met and competed with the likes of Ian Wetherill, Nigel Crowther, Graham Tales, Philip Alderson, the Richardson brothers and a certain John Lampkin! TRIAL MAGAZINE • AUGUST-SEPTEMBER 2017

This Yamaha FS1E was the mode of transport to the Wilkinson’s garage in Kettlewell.

1978 – On the family supported 250cc Bultaco. 63

ENGINEERING TITANIUM

Dream machine The original Dream Machine: The Ossa KK Titanium with the transparent fibreglass fuel tank.

Ti, the symbol of the material Titanium, is element 22 on the Periodic Table of the elements. Titanium is synonymous with exclusivity, high performance and high-tech applications. Titanium is used for lightness, high mechanical and corrosion resistance and its properties remain the same with the passage of time… Yes, it’s a unique product, which in turn adds to its high commercial value. Despite being the ninth most abundant element in the earth’s crust it is usually mixed with other elements as its extraction and manipulation process is complex, the entire process takes several months and is expensive. At this point I am sure that you the reader will wonder if you are reading Classic Trial or a chemistry magazine ... What is all this about? What is the relationship between Titanium and Trial? The two begin with T… Here we look at the unknown story of Italian Pietro Kuciukian and his ‘Dream Machine’… WORDS: VALENTÍ FONTSERÈ AND JOHN HULME • PICTURES: MAURI/FONTSERÈ COLLECTION AND THE GIULIO MAURI COPYRIGHT, AND ANDY GREGORY

Kuciukian in action with the Ossa prototype, still with the aluminium fuel tank. AUGUST-SEPTEMBER 2017 • TRIAL MAGAZINE

ENGINEERING TITANIUM

Another action shot of Kuciukian and the early Ossa prototype. Trial di Campi in April 1975.

hen Vertigo presented at the Motosalone di Milano Italy in 2014 its highend model was equipped with a titanium chassis. Most of those present were surprised by the exclusivity and boldness of the brand. However, without taking any merit away from Vertigo, in the ‘70s there were certain achievements that had the ultimate effect of greatly reducing the weight of motorcycles, which is a key factor that has always been in this specialty component. In the mid-1970s the obsession with lightness was followed with the achievements of Walter Luft and Yrjo Vesterinen with their KTM, Puch and Bultaco machines. Less well known is the titanium chassis commissioned by French champion Charles Coutard, to a specialist from the north of France who allowed him to reduce the weight by two kilos ... but costing a whopping 10,000 Francs at the time! The weight ranking back in 1974 was as follows: Walter Luft was riding a 78kg Puch, his compatriot Franz Trummer followed with his 75kg Trummer-PuchOssa, Mick Andrews had managed to lower the weight of his Yamaha to 72kg and it was rumoured that the new prototype Suzuki of Nigel Birkett weighed only 68kg.

GIULIO MAURI’S ARCHIVE

For us readers and motorcycle trials enthusiasts Giulio Mauri’s archive continues to provide unprecedented and interesting material. Luft, Vesterinen, Coutard ... all of them were worldclass riders, and their obsession with weight can be easily understood, but more surprising is the obsession of Pietro Kuciukian, the famous Milanese dentist who would lead the SWM name into trials from the beginning to the rewards of Frenchman Gilles Burgat and his world title in 1981. Go back more than 40 years to 1975 and we will meet Kuciukian, who has trials as his main hobby and rides his 250cc Mick Andrews Replica Ossa when his busy schedule allows it. The MAR is a good machine and he decides to follow in the footsteps of the trials legend Sammy Miller with his obsession to reduce the weight as much as possible. After hearing about the benefits of titanium he decides to build a motorcycle making the most of this material element. All this may seem easy but in 1975 it was quite an ordeal. Kuciukian decides to contact Alessandro Manfredi from the company CO.ME.PRE in Milano who specialised in the manufacture of titanium parts for off-shore projects, bicycles for professional cyclists, etc. For structural calculations Kuciukian relies on the engineer and the professor of Politecnico di Milano Giorgio Valentini. The first problem they encounter is that there is no commercial tubing with the required measurements and it will have to be manufactured from the shields of the precious metal coming from Russia. The frame will be fabricated using 3mm tubing. The professionalism of Manfredi and the desire of Kuciukian soon had it produced and in a short time the chassis was ready to house the rest of the components. TRIAL MAGAZINE • AUGUST-SEPTEMBER 2017

Kuciukian in action with the updated prototype, using the fibreglass fuel tank. Trial di Marocche in May 1975. 73

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Happy days

Nick Jefferies (BSA) 82

It was early March when my mobile phone rang. A quick glance at the screen told me that it was Trial Magazine owner John Hulme calling: “Mike, can you talk?” Yoomee’s regularly opening whenever he calls me! Yes, carry on, I replied. “The magazine is one of the sponsors for the Highland Two Day Trial up near Aviemore and I want you to go and cover it for me. I’ll book you a hotel for two nights; it’s in the summer so you can have a ride up there on your BMW. I need a load of pictures and about 1000 words”. Notice the persuasive tones and encouragement to get me out on my ‘Beemer’ — not that I need such encouragement! ARTICLE: MIKE ‘THE BIKE’ RAPLEY

John Charlton (BSA) AUGUST-SEPTEMBER 2017 • TRIAL MAGAZINE

CLASSIC COMPETITION ALVIE

Gary MacDonald (Honda)

Mark Buckworth (James)

ever one to ponder such requests for long I replied in the affirmative, thinking that at least it will be summer, the days will be warm and sunny, and it will be a good chance to enjoy a roundabout motorcycle ride via the Scottish Borders and the Grampians to Aviemore. “Oh, all right then” I told him and what followed was our usual conversation with John telling me of his plans and me agreeing, as I wondered whether I really wanted to spend a long weekend up north effectively on my own.

HERE WE GO

True to his word a room booking e-mail came through, so my trip was settled and I actually began to look forward to it, planning a route that would keep me off motorways and dual carriageways for as far as possible. So that was my reason for travelling nearly 800 miles over the second weekend of June, and of course the question to be asked is ‘was it worth it?’ Most definitely, as it happened, but with a few caveats. I had ridden the Inverness Club’s trial back in 2013 when I owned a 250cc James that looked the part but actually rode pretty badly, and whilst TRIAL MAGAZINE • AUGUST-SEPTEMBER 2017

Calum Murphy (BSA)

Scott Alexander (Sprite) I thought that I was fully fit I had still only been back riding for a couple of months following the heart surgery I had undergone in December and although I had enjoyed the trial the two days on the James had taken a lot out of me. So this time, as a journalist-come-spectator there would be the opportunity to mix with loads of riders, take a few snaps and write a few words, and enjoy the weekend to the full. So what of the trial itself? This far down the line from the event taking place it is not necessary to dictate section-by-section and lap-by-lap results but for me to give an overall view of the event. The Highland Two Day is known as ‘the friendliest trial in Scotland’, and there’s no arguing with that statement as the Alvie Estate welcomes the trial with open arms where the Laird Jamie Williamson opened the proceedings having been introduced by John Moffatt with a welcoming speech.

THE HONDA EDITION

In recent years the trial has featured famous guests and this year’s event was called The Honda Edition, where factory riders from the seventies Rob Shepherd and Nick Jefferies were the guests of honour. It’s only recently that Rob has returned

Hannah Vesterinen (BSA-FIN) to the sport but the 1977 British Champion on the Honda was unable to ride after having sustained an injury to his shoulder. But multiple TT winner, trials ace and ex-ISDT teamster Nick Jefferies slung his leg over a BSA Bantam to show that he had lost none of his skill, despite not having competed in a trial for some 14 years, by winning the B route outright on Norman Shepherd’s loaned machine. In keeping with the tradition, started back in 2013, when each trial featured one make of machine, French enthusiasts Jean Caillou and Olivier Barjon brought over several of their famous ex-factory Hondas for display including the ex-Marland Whaley 360 Honda, which Caillou ended up riding after crashing and breaking the fuel tank of the machine on which he had started. Unlike 2013, when the weather was baking and the ground bone dry, this year it was predominately wet overhead and muddy and slippery underfoot, and at first sight the sections seemed pretty easy yet those responsible for the setting out managed to find a brilliant compromise with a few more difficult sections to test the stars — of which there were many — whilst the majority were able to enjoy leisurely rides through easier sections. 83

SPORT

ACU BRITISH CHAMPIONSHIP

Jack Price (JST Gas Gas UK)

All Eyes on the Price This year’s ACU British Championship could not have the script written any better. In the Championship class we have a titanic battle emerging between the two JST Gas Gas UK team riders Jack Price and Michael Brown. Can youth overcome experience? We will see! In the Expert class can Richard Sadler hold his nerve from the attack of both James Fry and Dan Thorpe? In the Youth class Billy Green remains dominant with a full house of wins. The focus here will be on the runner-up positions Josh Hanlon, Duncan MacColl and Oliver Smith. ARTICLE: YOOMEE

Michael Brwon (JST Gas Gas UK) AUGUST-SEPTEMBER 2017 • TRIAL MAGAZINE

SPORT

ACU BRITISH CHAMPIONSHIP

CHAMPIONSHIP CLASS

Jack Sheppard (Beta-UK)

Dan Peace (JST Gas Gas UK)

Toby Martyn (Vertigo)

Andy Chilton (Andy Metcalfe BMS Scorpa)

It’s quite a trend for the championship class winners to take the victory with a clear margin this year. Under superb weather conditions at Scarborough Jack Price looked every inch the winner, using his new-found confidence in the trial World Championship to his advantage. The elder of the two Peace brothers Dan posted his best British Championship result with a very strong second place in front of Jack Sheppard as neither looked anything like challenging Price. In his long career, Michael Brown has never had the result a home round should bring, and 2017 at Harwood Dale was no difference. His seventh position could be the crack that takes away a challenge for his second adult British Championship title. Swap from the north of the country to the south for the Anthony Rew West of England trial, and it was very much a case of ‘Brown Bites Back’. On his opening lap Michael Brown parted with marks in ten of the twelve hazards before parting with a single mark on his second lap to put his rivals way out of contention for the win, which he was more than happy to take. Sheppard was next, with Price way off the pace in third on 35. Price still holds a good points advantage in the championship but knows that he now has the target on his back for Brown to aim for. Do not yet count out Jack Sheppard as he is still well in contention for the title, although he knows he needs to start winning. Behind these three expect some much better results from Dan Peace, Toby Martyn and Iwan Roberts. Andy Chilton showed what he is capable of with an excellent fourth place on the Scorpa in South Devon.

ACU BRITISH CHAMPIONSHIP THREE ROUNDS REMAINING

CHAMPIONSHIP CLASS ROUND 4: SCARBOROUGH RESULTS: 1: Price 10; 2: Dan Peace 21; 3:

Sheppard 22; 4: Martyn 23; 5: Jack Peace 26; 6: Roberts 36; 7: Brown 36; 8: Chilton 39; 9: Richardson 51; 10: Danby 52.

ROUND 5 WEST OF ENGLAND RESULTS: 1: Brown 19; 2: Sheppard 29; 3: Price

35; 4: Chilton 37; 5: Martyn 39; 6: Jack Peace 43; 7: Dan Peace 48; 8: Roberts 61; 9: Haslam 66; 10: Danby 77.

CHAMPIONSHIP POSITIONS RESULTS: 1: Jack Price (JST Gas Gas UK) 88; 2:

Iwan Roberts (Beta-UK) TRIAL MAGAZINE • AUGUST-SEPTEMBER 2017

Michael Brown (JST Gas Gas UK) 81; 3: Jack Sheppard (Beta-UK) 77; 4: Dan Peace (JST Gas Gas UK) 62; 5: Iwan Roberts (Beta-UK) 52; 6: Toby Martyn (Vertigo) 51; 7: Jack Peace (JST Gas Gas UK) 43; 8: Andy Chilton (Andy Metcalfe BMS Scorpa) 42; 9: Sam Haslam (JST Gas Gas UK) 29; 10: Ross Danby (TRS UK) 26; 11: Dec Bullock (Beta-UK) 26; 12: Jonathan Richardson (Sherco) 24; 13: Sam Connor (Beta-UK) 21; 14: Thomas Minta (JST Gas Gas UK) 16; 15: Jack Spencer (Beta-UK) 9.

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CYCLE

CLEAN

It’s a clean start for Apico Factory Racing Having been officially started in 2014, ‘Clean’ now looks forward to making a big push in the cycle trials sector here in the UK with its partner Apico. WORDS: ABEL MUSTIELES, DYLAN BROWN AND JOHN HULME

TRIAL MAGAZINE • AUGUST-SEPTEMBER 2017

ABEL MUSTIELES: “Clean was started officially

in 2014 but it was long before then that my family and I had been planning to do something in the Trials industry. Since 2011 we had had a shop, here in my hometown at Caspe in Spain. Things were not as we would have liked with the cycle brands and so we took the big decision to make our own brand. In 2014 we just had few components and two frames. In 2015 we launched our first bike production cycle and another one at the end of 2015. In 2016 we made many innovations with our new frame, the X2 20”, and I will state that we got premium status as a brand. In the summer we started the mould for our first carbon fibre frame, which was very successful, and we will launch the production one in a few months. “On October 6th 2016 the Excens Group purchased our company, and we are definitely growing up really fast together in the same group as Hebo, working together but still different companies. Now in our cycle range we have four models: the very basic — S1 model — to the top model — K1 carbon — and also we keep our middle range bikes — X1 — and the high-end aluminium ones — X2. We also have our components catalogue, which carries a wide range of accessories.” “2017 is the beginning of a new step for our company. We are really happy with the new products and there is still room to introduce new ones and expand the range. In a few months — September/October — our K1 carbon bikes, available in both 20” and 26”, will hit the market with a big impact. Our 20” bikes are the lightest in the world and we already have a World Cup win, and the 26” model is also the lightest in its category. It is also the very first 26” carbon frame ever in cycle trials.” 105

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