Trial Magazine Issue 64 August-September 2017

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

64

WHO IS

DAVID RODGERS ENGINEERING

TITANIUM INTERNATIONAL TRIAL WORLD CHAMPIONSHIP POSTERS INSIDE

TRIAL WORLD CHAMPIONSHIP

AUGUST-SEPTEMBER 2017

ISSUE 64 • UK: £4.99

CLASSIC

ALVIE TWO-DAY

!

S N O I T A L U T A R G N O C TO ALL 52 OSET RIDERS UND

LD RO R O W P G ALS HE UK TRI

IMAGE © NIGE PEARSON

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TRIAL MAGAZINE

SECTION

WELCOME

64 FEATURES NEW MODELS

12

WHO IS?

22

INTERNATIONAL

26

TEAM

48

MEETING

62

WORKSHOP

70

ENGINEERING

72

2018

David Rodgers 2018 FIM Trial World Championship RFME

Glen Scholey

Fuel Injection Titanium

CLASSIC COMPETITION 82 Alvie Two Day

DEALER VISIT

88

SPORT

92

Mickey Oates Motorcycles British Championship Youth Mintex

CYCLE

Hebo – Clean

105

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

5

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

I

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

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AUGUST-SEPTEMBER 2017 • TRIAL MAGAZINE

10× World Outdoor Trials Champion | 11× World Indoor Trials Champion

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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.

8

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.

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AUGUST-SEPTEMBER 2017 • TRIAL MAGAZINE

NEW MODELS 2018

Evolution

It’s still 2017 but, as always, some of the manufacturers have released early studio shots of their 2018 models.

We will be looking at the new models from all the leading brands more in-depth at a later date, so just for the moment it’s a flash-past at what’s on offer. Once again it’s more of an evolution than brand new machines on offer, as the machines are updated with the ongoing development and feedback from both their competition experiences and the all-important importers.

ARTICLE: TRIAL MAGAZINE

Gas Gas

These two new 125cc capacity machines offer a choice of not just the pricing but in the standard of equipment fitted to them. The ‘Racing’ model is of a higher specification with a higher retail price at £5,699.99 including vat. The Gas Gas ‘School’ model is aimed at beginners as well as veteran riders who are looking for a machine that is going to give them the maximum amount of fun and enjoyment. With a saving of £1,100.00 over the Racing model the School model is priced at £4,599.99 including VAT. 12

CONTACT

GAS GAS

T: 01298 766813 W: www.gasgasuk.com E: mail@gasgasuk.com

AUGUST-SEPTEMBER 2017 • TRIAL MAGAZINE

NEW MODELS 2018

TRS

Still very much a new brand on the trials scene, this exciting machine range for 2018 comes with world championship winning credentials thanks to its number one rider Adam Raga. With a reputation for excellent build quality the new yellow machines have proved very popular with the buying public. With design input from Spain’s Jordi Tarres and the UK importer Steve Saunders they are forging a reputation as a machine that is easy to ride. A new 125cc model is expected in September to complement the range of machines.

CONTACT

TRS

T: 01242 675015 W: www.trsmotorcyclesuk.com E: sales@trsmotorcyclesuk.com

Sherco

No better example of evolution can be found than with the new 2018 range of machinery.

Still a winner in the right hands, it offers a very good choice in its model range to suit riders of all ages.

CONTACT

SHERCO

W: www.sherco.com

Scorpa

The orange brand continues to evolve since its move from the Yamaha engined machines many years ago. On-going development continues to make a very good machine better, and in the UK they also benefit from the experienced Nigel Birkett. His many years of knowledge can help a rider in the setup of his or her individual machines. The 125cc model has proved very successful in the Trial125 class at the Trial World Championship with Italy’s Lorenzo Gandola taking the title.

TRIAL MAGAZINE • AUGUST-SEPTEMBER 2017

CONTACT

SCORPA

T: 01229 716806 W: www.birkettmotosportukltd.co.uk E: nigel.birkett@talk21.com 13

OBSERVATION JOHN HULME

Headline Line Two

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WORDS: JOHN HULME • PICTURES: JUSTYN NORYCK

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he Spanish brand Montesa, and Jim hearts. Our hospitality was branded “second to Sandiford go hand in hand. The none” – other “contracted” riders used to try and Sandiford family have imported the sneak in for some of our scram… we generally let machines since the late sixties. When them. This sport is so family orientated it is (and Jim Sandiford passed away in 1993 it was his will be) very difficult for someone from outside to son and daughter Martin and Caroline who integrate and ours is certainly a VERY hard act to were left to continue with the business. They follow. have successfully negotiated their way to Flying pastsuccess Dubai waswith not what I had mind. enviable sales of in machines, and competition success including SSDT and Scott To win with James in 2007 was unbelievable…

Trial wins. In a male dominated sport it was Stood at the bottom of the hill with all my and Caroline who looked after the logistics. She has James’s family before he rode up onto the finish attended every SSDT since a very early age. ramp, and to see his (and team riders Jack Lee and With the change of direction in the Montesa/ Andy Huddleston’s) body language as they rode Honda trials importership she will not have the down the back street.. We knew he’d done it... I famous Montesa hospitality in the Parc Ferme, cried...

Personally for me that year I needed that, WORDS: JOHN HULME leading her to have her first holiday in May! he knew that and didn’t disappoint. It was utterly “I reallyhe don’t trip know to Japan whatfor I’m the going World to do round with fantastic hours later and weaarrived real team at Doha effort.inExactly the intense whatearly this myself that went firstfrom week a long in May… haulIt’s flight going to ato be sport is all morning heat. about. As for Amos in 2002, well what very strange. marathon, My brother as you is sad willbut see.relieved...

Travelling he can With I say... onlyAmos 70 minutes and this to find family thehave boarding a friendship gate as really hated with the my headache good palthat James wentDabill with itwe all, but going back James DabillYEARS led the(Back sprintto race, Cyclo I came Trials a very Days) poor I stillatlove met Manchester that placeairport and theatevent, 8:00am it still on is the Dad and his last!

Finally, win was we were veryon very board special another and big wasbird for for me… What Tuesday for the will short I do? haul, .. I will two-hour probably flight stillto drive celebrated the final ten-hour as onlyflight Amos tocan!!

Japan. to Fort Williamtofor Copenhagen meet a few updays’ withholiday Dec Bullock, and forBen the Now I’m Then it just notgot going better to get as ‘Dibsta’ into thecame politics, overthe first time in over Hemingway, Iwan 17 Roberts, years watch Harry some Houghton, sections. global with a broad meltdown smileand on the his impact face… He thatinformed had on me That will Haken Pedersen certainlyand be ahis novelty, minder after along having the been way.

Montesa. we were landing The phone at the iswrong ringingairport daily at in the Tokyo! moment It confined After a ‘brew’ to the Parc at theFerme airportday it was in day time outtorunning board with time was the “Why for a large aren’tGin youand doing Tonic! theWe Montesa landed at our big the service bird for for such the ten-hour a long time. flightI to can’t Nartita, NOTTokyo do the service ininto 11.00pm Scotland?”

Haneda airport. and it’s a question we cannot drive up Japan at through 4:00pm. Glencoe, We had been waveflying at thefor tree one growing hour politically With no hire answer. cars,The it was switch an expensive to four-stroke taxi ride (andto out of the when the captain rock (long informed story…usbut heas was kids turning Dad used back being the Moteigi race leaders) track, should finally getting have paved to bed theatway 2.30am for to wake due to a us technical up to look problem! at theAfter same! dumping – Ask Hemmo’s the Montesa, butmorning.

Wednesday across the board it increased the and anyfuel plane’s Lampkin, we arrived theyback usedat toCopenhagen get woken upninety to base Thecosts returnofflight the bikes homeand wastherefore much smoother, the retail. look at itlater. minutes as well!) But yes, to watch some sections The economy which was most took welcome a downturn believe and me. theIt buying was not all would After be some nice. quick Although talkingI am we then sure Ifound will feel ourselves like a public bad news could though no longer as four justify weeks such later a high I received end cost my spare part. booked on aNo flight working at 11.00pm out of delay to Doha! times Five (Wow)... (despite €600 cheque the brand’s for my cancelled unrivalledflight reliability).

– a good Tworesult!

I can do them in my head I’ve been doing those strokes made a resurgence… sales of four-strokes for so long, but I’m sure someone will chuck their diminished. With over 40 years of experience and delay card at me with the words “Caz – how long Montesa contacts all over the world we are a stick have I got?” Don’t get me wrong, the 14 hours of Montesa rock... cut us in half and that’s what (sometimes) on that car park is extremely hard is says... Coupled with unsurpassable knowledge work; the loading of all the spares, the setting and experience of the brand it’s been a sad out of the same, the preparation and logistics of demise… But looking forward, we as a family still the “hire” bikes, looking after riders… it’s always have a commitment to the sport. That’s what Trials classed in our family as THE WORST WEEK of is about – always has been and always will be... the year… but it still holds that special place in our Trials = Family and lifelong Friendships … simple.

My good friend Mitani San always cooks me something special in return for a copy of Classic Trial Magazine.

A FOUR-STROKE WINNER

Loving life

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Japan’s Gas Gas importer Tomo’s idea of a selfie!

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InS3 the CHAMPIONSHIP heat of Andorra with Joan Valls.

POSITIONS AFTER 6 OF 8 ROUNDS

WORLD TRIAL CHAMPIONSHIP LADIES (ROUTE A): 1: Joanne Coles (Gas Gas) 16;

2: Becky Cook (Sherco) 22; 3: Emma Bristow (Gas Gas) 38; 4: Donna Fox (Sherco) 52.

YOUTH A CLASS (ROUTE A): 1: Hannah Styles (Gas Gas) 65; 2: Danielle Whitham (Beta) 100.

YOUTH B CLASS (ROUTE B): 1: Chloe Richardson

(Sherco) 10; 2: Nikita Smith (Gas Gas) 12; 3: Kate Hunter (Sherco) 41; 4: Simone Wallis (Gas Gas) 53; 5: Hannah Richardson (Gas Gas) 63.

YOUTH C CLASS (ROUTE C): 1: Beth Waite (Beta)

13; 2: Maise Payne (Beta) 26; 3: Naimh Richardson (Beta) 30; 4: Gabby Whitham (Beta) 66; 5: Alice Minta (Gas Gas) 97.

LADIES INTERMEDIATE (ROUTE B): 1: Emma

Morphett (Beta) 25; 2: Lianda Dabill (Gas Gas) 28; 3: Caz Alford (Gas Gas) 28; 4: Harriet Shore (Gas Gas) 43; 5: Vicky Ellis (Beta) 45.

AUGUST-SEPTEMBER 2017 • TRIAL MAGAZINE

PADDOCK

CAUGHT ON CAMERA

CONNECTED

BAD BOY CREW

0…

DJ DOUGIE

HAND ON HEART

FUJIGAS CAR 620 BHP!

GET A HEAD 18

DOUGIE

DO NOT FEED AUGUST-SEPTEMBER 2017 • TRIAL MAGAZINE

PADDOCK

CAUGHT ON CAMERA

MY MOTORHOME

TRUN TUNING

NO 69 RIP

SMILE

TEAM ‘FUJI’

THE OFFICE

IT’S MINE

IT’S ELECTRIC

I HAVE A DREAM

TRIAL MAGAZINE • AUGUST-SEPTEMBER 2017

19

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

www.trsmotorcyclesuk.com

Wulfsport Adult Neoprene Wellies www.wulfsport.com

20

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

www.trialmaguk.co.uk

DVD 2017 Pre-65 SSDT

www.trialmaguk.co.uk

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

Putoline Tyre Shine

www.putoline.co.uk

Wulfsport Bum Bag

www.wulfsport.com

TRIAL MAGAZINE • AUGUST-SEPTEMBER 2017

Jitsie Linkage Kit Gas Gas Pro www.offroadaction.net

21

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

22

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!

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WHO IS

DAVID RODGERS

and sections. Then there are the TrialGP meetings, which are jointly chaired by the FIM Chief Steward and Race Director. It is a privileged position of mutual trust and respect to all other parties. I work hard at maintaining an ‘open door’ policy to speak with the riders, listen to their concerns and endeavour to be fair but firm when it comes to upholding the sporting rules.

It can be a lonely place at times when Race Direction has made a decision, as delivering the outcome to the person rests with myself as Race Director.

HOW DO YOU SEE THE EVOLUTION OF MOTORCYCLE TRIALS AS MANAGED UNDER SPORT7?

I am fortunate to have a good working relationship with the current Trial Director Thierry Michaud on the left, which is especially beneficial for me to function efficiently within my role as Race Director.

HOW DID YOU BECOME INVOLVED WITH THE FIM?

When my name was submitted to be Clerk of the Course for Bangor in 2008 by the M.C.U.I, I needed a licence so I had to attend a seminar in Krakow, Poland. I didn’t know much about the FIM or how it all worked. Drew Armstrong helped by introducing me to a few people when I started to attend the annual Conference of Commissions held each year during February in Geneva. It was so different to the club meetings; these were people who ran the sport globally, so it seemed strange being there; CTR director at the time was Jean-Marc Crumiere. Back then you had to have held a licence for three years before you could apply to be a commission member. I was elected onto the Trial Commission in 2010 and, in 2014, was appointed as a CTR Bureau member.

It’s hard to summarise my FIM journey to date, but I can say I have been fortunate to have met many great people, been to a lot of events, had many great — and a few not so great — experiences. I am fortunate to have a good working relationship with the current Trial Director, Thierry Michaud, which is especially beneficial for me to function efficiently within my role as Race Director.

AS THE RACE DIRECTOR, WHAT ARE YOUR MAIN RESPONSIBILITIES?

All the sporting aspects of the event come under the control of the Race Direction, made up of three persons: the Clerk of the Course, Section Adviser and myself as Race Director. Every event is different, which comes with experience and having been now to most countries it gets a little easier as you forge working relationships with the various organisers and officials.

I try to approach the job of Race Director with the same integrity and positive attitude as I have in my normal working life. It is first and foremost a job, albeit an appointed FIM role each year, so you must treat it in this way.

My main duties during a typical event are to ensure that all decisions by the Race Direction are in conformity with the FIM rules, especially the right running of the course

With the new promoter in Trials for 2017, there has been a lot of hard work happening for the best part of a year by a lot of people, with many emails and meetings, to finally reach the point where we are today with five rounds already been and gone.

It is, without a doubt, a new place living and working together in the Paddock, but I think from the opening events the relationship between all parties is working well. Human nature is to be sceptical at times and afraid of change, but without sidestepping the facts, it was a new beginning in Spain.

With the introduction of the Qualification round for the riders’ starting order in the competition, we all had to wait and see how this would work out. My personal opinion is that it has created a dynamic hour (approximately) of entertaining action over one specially designed section for the public to enjoy.

The experience gained as Referee in X-Trial has been useful in developing the role of Race Direction and in particular Race Director in the fast-paced qualification. We all learnt a lot in Spain and again in Japan; despite heavy rain trying to play its part the new elements such as the twenty-minute break between the two laps was well received.

Throughout the event, I have a continual flow of information between the key FIM officials, Sport7 personnel and in particular updating the Promoter and Trial Director. The will to succeed is evident and the professionalism injected into the paddock with a TrialGP headquarters is, without a doubt, a positive addition. The introduction of a ‘live’ qualification stream puts a little extra pressure on all of us, not just the riders but also onto the officials. I know the challenges ahead, and as Race Director I will continue striving to uphold the sporting elements of FIM TrialGP and hope we can collectively encourage as many people as possible to see and try our sport.

With Brian Higgins on the left and Steve Hole on the right preparing for the qualification to start.

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AUGUST-SEPTEMBER 2017 • TRIAL MAGAZINE

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.

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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.

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FIM TRIAL WORLD CHAMPIONSHIP

Qualifying Under the new regime of Sport7 a qualifying system was introduced to the 2017 Trial World Championship, with some very surprising results. Jaime Busto took the first ever pole in Spain at round one before the action continued in Japan, Andorra, France and Great Britain.

Toni Bou (Repsol Honda-ESP) France – Great Britain

James Dabill (Gas Gas-GBR) Japan

JAPAN

In the wet and mud of Japan, Great Britain’s James Dabill was in a class of his own in TrialGP. The biggest surprise was Adam Raga, who totally missed a gate to be awarded the compulsory five marks pushing him way down the starting order for both days. Moret and Green both dominated their respective classes.

Jaime Busto (Repsol Honda-ESP) Andorra

ANDORRA

On a very hot day Jaime Busto set a scorching pace to keep Bou off the top spot in TrialGP. In Trial2 it was much closer as Luca Petrella made every second count. Trial125 series leader Luca Gandola finished close behind Germany’s Jarmo Robrahn, giving him a better starting position on race day.

QUALIFYING RESULTS

QUALIFYING RESULTS

TRIALGP: 1: Dabill 0.49.92; 2: Fajardo 1 + 1.00.08; 3: Bou 2 + 0.58.93; 4: Bincaz

TRIALGP: 1: Busto 0.34.43; 2: Bou 0.36.89; 3: Raga 0.40.65; 4: Dabill 0.40.76; 5:

TRIAL: 1: Moret 0.21.61; 2: Roberts 0.23.51; 3: Locca 0.23.53; 4: Colairo (Beta-

TRIAL2: 1: Petrella 0.33.11; 2: Chatagno 0.33.17; 3: Moret 0.33.88; 4: Marcelli

TRIAL125: 1: Green 0.25.80; 2: Touly 0.26.41; 3: Poirot 0.28.16; 4: Vold

TRIAL125: 1: Robrahn 0.37.09; 2: Gandola 0.37.41; 3: Miquel 0.39.59; 4: Green

3 + 0.38.69; 5: Kuroyama 3 + 0.40.84; 6: Gubian 3 + 0.44.39; 7: Fujinami 3 + 0.45.37; 8: Busto 3 + 0.46.78; 9: Ogawa 3 + 0.48.46; 10: Kadlec 3 + 0.48.50.

FRA) 0.24.64; 5: Marcelli 0.25.24; 6: Dan Peace 0.25.27; 7: Saito 0.25.35; 8: Bullock (Beta-GBR) 0.25.67; 9: Obrado 0.26.27; 10: Gelabert 0.27.10.

Gunvaldsen 0.28.59; 5: Miquel 0.28.96.

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Grattarola 0.41.24; 6: Fujinami 0.42.49; 7: Fajardo 0.42.85; 8: Gelabert 0.44.08; 9: Kadlec 0.44.11; 10: Bincaz 0.45.73; 0.34.48; 5: Pedersen 0.34.57; 6: Haga 034.58; 7: Riba 0.34.79; 8: Gelabert 0.35.24; 9: Neumann 0.36.60; 10: Dan Peace 0.36.73.

0.40.13; 5: Ribau 0.41.35.

AUGUST-SEPTEMBER 2017 • TRIAL MAGAZINE

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FIM TRIAL WORLD CHAMPIONSHIP

Francesc Moret (Montesa-ESP) Japan

Luca Petrella (TRRS-ITA) Andorra

Dan Peace (Gas Gas-GBR) Great Britain

Jarmo Robrahn (Gas Gas-GER) Andora – France – Great Britain

Hakan Pedersen (Gas Gas-NOR) France

Billy Green (Beta-GBR) Japan

FRANCE

GREAT BRITAIN

QUALIFYING RESULTS

QUALIFYING RESULTS

In damp conditions Toni Bou claimed his first pole of 2017, much to his delight. In Trial2 Haken Pedersen did what he had been threatening ∆to do and Jarmo Robrahn took his second pole position of the season.

TRIALGP: 1: Bou 0.26.89; 2: Busto 0.27.61; 3: Dabill 0.29.29; 4: Raga 0.30.13; 5: Fajardo 0.30.84; 6: Fujinami 0.31.16; 7: Farrer 0.32.39; 8: Price 0.32.79; 9: Kadlec 0.33.93; 10: Noguera 0.35.23.

TRIAL2: 1: Pedersen 0.24.33; 2: Marcelli 0.24.94; 3: Martyn 0.25.45; 4: Riba

It was a warm day that welcomed Toni Bou’s second pole of the season in front of Jaime Busto and James Dabill who was riding on home soil. In Trial2 Dan Peace did the honours in front of an appreciate crowd, and in Trial125 Jarmo Robrahn made it three consecutive poles.

TRIALGP: 1: Bou 0.31.06; 2: Busto 0.32.24; 3: Dabill 0.32.85; 4: Raga 0.33.36; 5: Fajardo 0.34.13; 6: Ferrer 0.34.22; 7: Karlsson 0.34.23; 8: Cabestany 0.43.23; 9: Fujinami 0.34.80; 10: Gubian (Beta-FRA) 0.35.06.

TRIAL2: 1: Dan Peace 0.33.54; 2: Haga 0.33.73; 3: Marcelli 0.34.05; 4: Prettalli

0.26.09; 5: Roberts 0.26.11; 6: Haga 0.26.64; 7: Moret 0.27.10; 8: Dan Peace 0.27.19; 9: Petrella 0.27.25; 10: Neumann 0.28.41.

0.34.84; 5: Petrella 0.35.12; 6: Pedersen 0.35.14; 7: Jack Peace 0.36.00; 8: Locca 0.36.21; 9: Obrado 0.36.41; 10: Gelabert 0.36.43.

TRIAL125: 1: Robrahn 0.28.48; 2: Poirot 0.31.95; 3: Miquel 0.32.13; 4: Green

TRIAL125: 1: Robrahn 0.33.17; 2: MacColl 0.41.81; 4: Riobo 0.44.40; 4: Touly

0.32.19; 5: Dufrese 0.32.25.

TRIAL MAGAZINE • AUGUST-SEPTEMBER 2017

0.44.64; 5: Poirot 0.49.41.

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FIM TRIAL WORLD CHAMPIONSHIP

JAPAN

Jeroni Fajardo (Vertigo-ESP): The question is when will he win another world round?

Toni Bou (Repsol Honda-ESP): In this dramatic action picture it shows the moment his hand slipped off the throttle in the mud and rain of Japan. He still won both days though!

As the Toni Bou show opened with another clear win in TrialGP on day one in Japan, it was James Dabill who made the most of his excellent qualifying ride. He shadowed Bou in the wet conditions all the way through the day to take only his second-ever career step to the deserved second position on the podium keeping Takahisa Fujinami, Jeroni Fajardo and Adam Raga at bay in a very close battle for the top five. Raga had to carry the penalty of his poor qualifying on both days and on day one in the rain he struggled, but on day two he showed some real guts and determination to take Bou all the way to the last few hazards for a narrow victory, as Albert Cabestany also came fighting back.

Kenichi Kuroyama (Yamaha-JPN): A nasty hand injury did not deter the Japanese rider.

Japan’s Takahisa Fujinami enjoy’s a family podium on Day 1.

2017 TRIALGP WORLD CHAMPIONSHIP

DAY 1: 1: Bou 48; 2: Dabill 72; 3: Fujinami 74; 4: Fajardo 75; 5: Raga 77; 6: Busto 90; 7: Casales 92; 8: Cabestany 98; 9: Ferrer 103; 10: Kadlec 103.

DAY 2: 1: Bou 22; 2: Raga 24; 3: Cabestany 30; 4: Fajardo 33; 5: Fujinami 35; 6: Albert Cabestany (Sherco-ESP): Showing he can still ride well and a consistent points scorer.

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Busto 35; 7: Dabill 36; 8: Kadlec 54; 9: Price 55; 10: Kuroyama 58.

AUGUST-SEPTEMBER 2017 • TRIAL MAGAZINE

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JAPAN

Iwan Roberts (Beta-GBR): Two visits to the podium were just rewards for Iwan to keep his championship lead.

Picking a winner in the Trial2 class is a massive lottery, with a handful of riders who can all win. As it turned out Gael Chatagno was the first-day winner, looking very comfortable in the wet and muddy conditions.

The battle behind was between Francesc Moret, who won a tie break with Iwan Roberts followed by rookie Trial2 class rider Toby Martyn who showed some real class in his riding. In warmer conditions on day two Roberts was in excellent form, parting with no marks on his second lap to edge out Moret.

Marc Riba on the TRS had a better day, as did Dan Peace with Japan’s Tsuyoshi Ogawa rounding off the top five.

2017 TRIAL2 WORLD CHAMPIONSHIP DAY 1: 1: Chatagno 45; 2: Moret 50; 3: Roberts 52; 4: Martyn 52; 5: Petrella 58; 6: Marcelli 60; 7: Jack Peace 61; 8: Pederson 68; 9: Tsuyoshi Ogawa (Beta-JPN) 68; 10: Dan Peace 73.

DAY 2: 1: Roberts 10; 2: Moret 11; 3: Riba 14; 4: Dan Peace 16; 5: Ogawa 18; 6: Loca 20; 7: Chatagno 21; 8: Martyn 21; 9: Marcelli 22; 10: Jack Peace 24.

Gael Chatagno (Gas Gas-FRA): A win on day one in the wet was most welcome before sliding down the order to come home seventh on an easier second day.

JAPAN

Billy Green (Beta-GBR): Riding in typical English conditions, a win on day one and a second on day two left him still fighting at the head of the championship.

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In a series which is looking like it’s going to be a fight all the way Italian Lorenzo Gandola was moved off the top spot of the podium

by Billy Green on day one. On the second day the positions were once again reversed, as Gandola took a close win in front of Green. New to the 125cc capacity class in 2017 is Spanish manufacturer TRRS, and Eric Miquel gave them two podium finishes with a brace of thirds after a poor showing at the opening round in Spain.

Lorenzo Gandola (Scorpa-ITA): Yet another one of the new breed of young Italian riders, he swept away defeat on day one to take the win on day two.

2017 TRIAL125 WORLD CHAMPIONSHIP

DAY 1: 1: Green 53; 2: Gandola 60; 3: Miquel 69; 4: Poirot 79; 5: Touly 80.

DAY 2: 1: Gandola 18; 2: Green 21; 3: Miquel 27; 4: Touly 30; 5: Poirot 31.

AUGUST-SEPTEMBER 2017 • TRIAL MAGAZINE

CONFIDENCE TONI BOU • 11 X-TRIAL WORLD TITLES • 673 FATBAR ®

www.renthal.com

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FIM TRIAL WORLD CHAMPIONSHIP

ANDORRA

Adam Raga (TRRS-ESP): Never one to easily admit defeat, he pushed all the way for a much deserved victory in front of Busto and Bou in a very close result.

After the agony of Spain, where despite being the fastest qualifier the heavy rain eradicated any advantage for Jaime Busto, this time in Andorra in the sun it worked.

He led from Adam Raga by two marks after the opening lap, with Toni Bou down in third position on twenty marks lost as the top three all suffered time penalties. On the second lap the wheels began to come off Busto’s challenge though as he fived section ten, with Raga taking a five on section four as Bou began his fight back. A single mark on section ten left it all to play for, and he knew a three-mark penalty on section fifteen was needed to challenge for the victory. It was not to be though, as a jubilant Raga stood proud on the top step of the podium.

Matteo Grattarola (Gas Gas-ITA)

Jaime Busto (Repsol Honda-ESP) takes to the podium for the first time in his young career.

2017 TRIALGP WORLD CHAMPIONSHIP

Jorge Casales (Beta-ESP): A massive talent who sometimes gets over-looked, but his energy and commitment remains and he was rewarded with fourth.

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RESULTS: 1: Raga 32; 2: Busto 33; 3: Bou 34; 4: Casales 43; 5: Fujinami 49; 6: Fajardo 51; 7: Cabestany 55; 8: Ferrer 65; 9: Grattarola 69; 10: Kadlec 69.

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ANDORRA Marc Riba (TRRS-ESP): Very much a man on a mission, do not be surprised to see him in the hunt for podium positions as the year progresses.

Despite the intense heat Gael Chatagno was a class act, head and shoulders above the rest with a clear win. He maintained his excellent form from the opening lap into the second, as Spain’s Gabrielle Marcelli came storming back up the leader board from a lowly ninth to part with a mere single mark to jump to fourth. Luca Petrella parted with two fives on the second lap as he came under pressure from Marc Riba, and they both finished on nineteen but Luca took the second place on the tie break. Iwan Roberts finished fifth, but came away with a six-mark advantage in the championship knowing he would need to improve in France.

Gabrielle Marcelli (Montesa-ESP): Another rider who is impressing in this class in 2017.

2017 TRIAL2 WORLD CHAMPIONSHIP

RESULTS: 1: Chatagno 9; 2: Petrella 19; 3: Riba 19; 4: Marcelli 23; 5: Roberts 24; 6: Dan Peace 28; 7: Martyn 29; 8: Colairo 30; 9: Moret 38; 10: Gelabert 38.

ANDORRA

At such a high altitude the 125cc machines were always going to struggle but Lorenzo Gandola stayed at the top of his game, taking a clear victory once again over Billy Green. It was inconsistent riding that cost Green the victory on the opening lap. On the second tour Gandola lowered his score to three marks lost to secure victory as little Hugo Dufrese returned to the championship having missed the long-haul flights to Japan for the two rounds. With only two more rounds is the title going to Italy?

Hugo Dufrese (Gas Gas-FRA): Small in stature but massive on talent as he looks very much like a future star.

TRIAL MAGAZINE • AUGUST-SEPTEMBER 2017

2017 TRIAL125 WORLD CHAMPIONSHIP

RESULTS: 1: Gandola 13; 2: Green 22; 3: Dufrese 24; 4: Ribau 25; 5: 5: Touly 26.

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FIM TRIAL WORLD CHAMPIONSHIP

FRANCE

Toni Bou (Repsol Honda-ESP): With team-mate Jaime Busto on his case the 10 times outdoor Trial World Champion won his first qualifying of the year.

Disappointed with his result in Andorra, Toni Bou showed his true championship credentials with an easy and commanding victory. He showed a clean pair of heels to his rivals in qualifying, putting him in his prime position at the back of the entry where he simply delivered a performance worthy of his ten world titles. He recorded a clean second lap which told its own story of his dominance. Jaime Busto backed up his first podium visit with a repeat of this, although Adam Raga once again showed his experience to bring the TRRS home in second place. It was a difficult day for Jorge Casales, who had an extra 20-mark penalty added to his score. The marks were given to him as it was reported that one of his team had entered a section in practice which is against the FIM rules.

Franz Kadlec (Gas Gas-GER): Quiet and shy ‘Franzie’ has now moved into the top ten of the TrialGP championship.

2017 TRIALGP WORLD CHAMPIONSHIP

Toni Bou became the first double winner, taking both TrialGP qualifying and the win in France.

TRIAL MAGAZINE • AUGUST-SEPTEMBER 2017

RESULTS: 1: Bou 21; 2: Raga 39; 3: Busto 48; 4: Fujinami 52; 5: Fajardo 55; 6: Cabestany 67; 7: Gelabert 74; 8: Kadlec 87; 9: Grattarola 87; 10: Dabill 92.

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FRANCE Setting the pace with an opening score that gave him the advantage over his rivals, Spain’s Gabriel Marcelli on the four-stroke Montesa parted with 29 marks to give him a four-mark victory ahead of the championship leader Iwan Roberts. The star of the second lap was Marc Riba, who pulled himself back up the order with a lap score of five followed by Roberts on six. Luca Petrella came home third despite five time penalties. The ever improving Toby Martyn had another mature ride to edge out Riba for fourth position. In a shock result and riding on home soil in France last week’s winner in Andorra Gael Chatagno disappointingly slipped to tenth.

Toby Martyn (Vertigo-GBR): Learning all the time and now starting to worry the older riders, there is so much more to come from this young talent.

2017 TRIAL2 WORLD CHAMPIONSHIP Dan Peace (Gas Gas-GBR): Despite struggling with the time limits, the elder of the two brothers will be looking for a strong finish to the season.

RESULTS: 1: Marcelli 29; 2: Roberts 33; 3: Petrella 42; 4: Martyn 43; 5: Riba 43; 6: Locca 45; 7: Dan Peace 47; 8: Colairo 48; 9: Gelabert 49; 10: Chatagno 50.

FRANCE Rising to the support from his home crowd, Fabien Poirot on the Gas Gas parted with 26 marks to take a popular home win with a narrow one-mark victory from the Italian Lorenzo Gandola on the Scorpa.

Despite a very poor qualification which gave him a difficult starting position he now has a series lead that, barring any disasters, should give him the title above Great Britain’s Billy Green. With the marks quite close after the first lap Poirot completed his second lap for a mere four marks to seal the victory.

2017 TRIAL125 WORLD CHAMPIONSHIP

RESULTS: 1: Poirot 26; 2: Gandola 27; 3: Green 32; 4: Robrhan 40; 5: Vold Gunvaldsen 40.

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Fabien Poirot (Gas Gas-FRA) : With good home round support he backed up a strong qualifying run with his first Trial125 win.

AUGUST-SEPTEMBER 2017 • TRIAL MAGAZINE

TRIAL COLLECTION 2017

TECH COMP Grey

TECH COMP Black

• 2.4/2.6mm PU coated Leather • CE APPROVAL EN 13634, the first homologated trial boot.

• Patented BOA® fastening system.

Trial Boot EVO Junior • 2.4/2.6mm PU coated Leather.

• New flatter sole for a better fit & riding position.

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INTERNATIONAL

FIM TRIAL-E CUP WORLD CHAMPIONSHIP

Marc Colomer (Gas Gas-ESP) destroyed the opposition on his way to victory.

Colomer’s Electric Charge The new dawn of the electric trials era continues to come alive, this time in France in the FIM TrialE Cup at Laudes.

With the French Electric Motion brand being the only company to have a production range of adult machines it was no surprise that they dominated the entry. What was a huge surprise was the amount of development work that the winners Gas Gas with Marc Colomer, and Mecatecno who came second with Cesar Panicot holding the handlebars, had put into their prototype models.

T

he new TrialE class is the future, that’s a fact. It was a brave move by the new promoter of the Trial World Championship Sport7 to include the class in France but it proved a huge hit with the public in both the qualifying and the event itself the following day. The big name in the event was 42-year-old Marc Colomer on the new Gas Gas that had not been seen in competition before. The1996 FIM Trial World Champion and three times FIM Indoor Trial World Champion had a big shock though in the qualifying as, despite recording the fastest time, he missed a 40

ARTICLE: TRIAL MAGAZINE

gate at the start of the qualifying section and almost crashed out, which cost him a maximum and put him at the front of the entry for the competition the following day. The qualifying glory would go to Italy’s Matteo Bosis who would record history in front of fellow Electric Motion riders from France Bastien Hieyte and Jerome Delair with his run through the hazard.

The course they rode over was the same as the Trial125 class. The crowd that had gathered to watch the qualifying process certainly got behind the new breed of electric machinery, which was good to see.

The TV crew speak with Marc Colomer and, from Sport7, Jake Miller about the success of the E Class.

AUGUST-SEPTEMBER 2017 • TRIAL MAGAZINE

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FIM TRIAL-E CUP WORLD CHAMPIONSHIP

A WET START

The morning of the actual competition gave the competitors in the inaugural FIM TrialE Cup for electric motorcycles plenty to think about as the rain came down over the first lap. The hazards at first appeared very difficult but the skill set of the riders soon had them finding their way through the slippery hazards. Containing a mixture of steep banks littered with tree roots and rocks it soon became obvious that Spain’s Marc Colomer would take some beating. As in the qualifying they rode the same course as Trial125. With Colomer in a class of his own, parting with just 19 marks on his first lap, all eyes were on the close battle for the other podium positions. This centred around Spain’s Cesar Panicot on the Mecatecno and France’s Bastien Hieyte from France on the Electric Motion. Despite both riders suffering many five-mark penalties they tied on forty marks lost each, leaving it all to play for on the second and final lap.

NO SHOCKS

Two new prototype Mecatecno machines made their debut in the event, with Spain’s Cesar Panicot taking the runner-up spot on the podium, much to the delight of its designer Jordi Melia.

Showing why he won the 1996 FIM Trial World Championship, Marc Colomer and the new Gas Gas destroyed the opposition in the drying conditions. In a display which had the crowd following his every move he scored a perfect clean lap, parting with no marks in the process. Spanish manufacturer Gas Gas has on many occasions taken the lead in the development of the trials motorcycle, and this was no better demonstrated than here in France with its full size electric machine.

The action behind the Spanish trials legend was so much closer as he finished 48 marks ahead of compatriot Cesar Panicot. Riding one of only two prototype Mecatecno machines — the other was ridden by its designer Jordi Melia who finished the event with a very painful ankle injury. Panicot finished just one mark clear of France’s Bastien Hieyte on his Electric Motion who is one of the more experienced electric motorcycle riders. Without a doubt, the introduction of this class left the crowd very excited about the future of electric motorcycles in the sport.

On the podium, from left: Cesar Panicot (Mecatecno-ESP), Marc Colomer (Gas Gas-ESP) and Bastien Hieyte (Electric Motion-FRA).

2017 TRIAL-E WORLD CHAMPIONSHIP

Electric Motion had a very strong presence in the entry, with French rider Bastien Hieyte leading the way with the final step on the podium.

TRIAL MAGAZINE • AUGUST-SEPTEMBER 2017

RESULTS: 1: Marc Colomer (Gas Gas-ESP) 19; 2: Cesar Panicot (Mecatecno-ESP) 67; 3: Bastien Hieyte (Electric Motion-FRA) 70; 4: Jerome Delair (Electric Motion-FRA) 89; 5: Joan Sole (SoRev-ESP) 105; 6: Matteo Bosis (Electric Motion-ITA) 106; 7: Loic Monini (Electric Motion-FRA) 107; 8: Edoardo Verdari (Electric Motion-ITA) 113; 9: Gian Concena (Electric MotionITA) 120; 10: Jordi Mila (Mecatecno-ESP) 122.

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INTERNATIONAL

FIM TRIAL WORLD CHAMPIONSHIP

GREAT BRITAIN

With free admission on offer to its license holders from the sport’s governing body, the ACU, many thousands of fans turned out to witness another stunning winning performance by Toni Bou under a very hot English sun.

Bou controlled the competition from the back of the field after winning qualifying the day before. Despite posting a second-lap total of thirteen, which included two maximums, it was still good enough for a clear-cut win at Tong near Bradford. Behind him the battle for the podium was very intense as Great Britain’s James Dabill on the Gas Gas was second after the opening lap, just eight marks behind. This was not to last though as Takahisa Fujinami came charging up the order on the second lap to leap into third position behind Spaniard Adam Raga on the TRRS, pushing Dabill off the podium and into fourth.

Takahisa Fujinami (Repsol Honda-ESP): The ride to the podium was not the easiest!

‘Fujigas’ joins the podium for the second time in 2017.

2017 TRIALGP WORLD CHAMPIONSHIP

RESULTS: 1: Bou 21; 2: Fujinami 28; 3: Raga 30; 4: Dabill 32; 5: Fajardo 32; 6: Once again James Dabill (Gas Gas-GBR) put on a good show for his ‘home’ crowd.

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Busto 40; 7: Grattarola 41; 8: Cabestany 54; 9: Casales 72; 10: Gelabert 72.

AUGUST-SEPTEMBER 2017 • TRIAL MAGAZINE

INTERNATIONAL

FIM TRIAL WORLD CHAMPIONSHIP

GREAT BRITAIN

Jack Peace (Gas Gas-GBR) continues to score points in his rookie year in Trial2.

Toby Martyn joined the podium, much to the appreciation of the crowd.

Entering the international stage in any sports discipline is always a very difficult task, and for Great Britain’s Toby Martyn on the Spanish built Vertigo it has been a case of step by step.

Looking very confident in front of a very appreciative home crowd, he knew a good second lap in a low scoring event would be needed to put him on the podium and he duly delivered. Francesc Moret recorded a perfect ‘feet-up’ second lap to secure the victory as the series leader Iwan Roberts came home in third position. The Peace brothers, led by elder brother Dan who set the fastest lap in qualifying, came home in sixth and seventh position.

A jubilant Francesc Moret (Montesa-ESP) celebrates a return to form with a win as he enjoys the podium with Toby Martyn and Iwan Roberts, on the left.

2017 TRIAL2 WORLD CHAMPIONSHIP

RESULTS: 1: Moret 5; 2: Martyn 10; 3: Roberts 13; 4: Chatagno 13; 5: Petrella 16; 6: Dan Peace 18; 7: Jack Peace 24; 8: Marcelli 26; 9: Pedersen 31; 10: Riba 35.

GREAT BRITAIN

Oliver Smith (Gas Gas-GBR) continues to go about his business in a quiet way and will be happy to once again score points.

TRIAL MAGAZINE • AUGUST-SEPTEMBER 2017

It’s congratulations all round for the new Trial125 World Champion Lorenzo Gandola on the Scorpa, who took the win in the final round in front of Billy Green.

These two riders have been a pleasure to watch as Gandola out-pointed Green with four victories to his one in Japan.

Third-place finisher in the series, Fabien Poirot from France, won the other. With a full house of entries in Great Britain, home riders Duncan MacColl came home in tenth position followed by Oliver Smith in thirteenth and Charlie Smith taking the final point in fifteenth.

Jake Eley (Beta-GBR) may not be the best rider in the world but he has given 100% at all times – the smile says it all and the crowd loved him.

2017 TRIAL125 WORLD CHAMPIONSHIP

RESULTS: 1: Gandola 16; 2: Green 17; 3: Touly 26; 4: Robrhan 29; 5: Poirot 34.

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INTERNATIONAL

FIM TRIAL WORLD CHAMPIONSHIP

MANUFACTURERS It may go very much unnoticed, but the manufacturer’s trial world championship is a very important one to win. This series goes back to the introduction of the FIM Trial World Championship in 1975.

HISTORY: 1975–1979: Bultaco; 1980–1981: Montesa; 1982–1984: Honda; 1985: Fantic; 1986: Honda; 1987–1988: No Award; 1989: Fantic; 1990–1991: No Award; 1992: Aprillia; 1993–1995: Gas Gas; 1996: Montesa; 1997–1999: Beta; 2000–2004: Montesa; 2005: Gas Gas; 2006–2016: Montesa.

MOST WINS: Montesa 19; Bultaco 5; Gas Gas 4; Honda 4; Beta 3; Fantic 2; Aprillia 1.

From its inception in 1975 individual riders’ scores have rewarded the points but now, along with the other changes that Sport7 have introduced in 2017, nominated riders from TrialGP and Trial2 are paired to score the points. Below is a list of the 2017 teams.

Montesa Honda

BETA TrialGP: Jorge Casales (ESP) – Loris Gubian (FRA) Trial2: Iwan Roberts (GBR) – Filippo Locca (ITA)

Beta

GAS GAS TrialGP: James Dabill (GBR) – Matteo Grattarola (ITA) Trial2: Dan Peace (GBR) – Gael Chatagno (FRA)

Gas Gas

MONTESA TrialGP: Toni Bou (ESP) – Takahisa Fujinami (JPN) Trial2: Francesc Moret (ESP) – Gabriel Marcelli (ESP) SCORPA TrialGP: Benoit Bincaz (FRA) Trial2: Aniol Gelabert (ESP)

Montesa

TRRS TrialGP: Adam Raga (ESP) Trial2: Luca Petrella (ITA)

Scorpa

VERTIGO TrialGP: Jeroni Fajardo (ESP) Trial2: Toby Martyn (GBR) NB: Sherco did not submit an entry.

2017 FIM MANUFACTURERS’ CHAMPIONSHIP AFTER 5 F 10 ROUNDS RESULTS: 1: Montesa-ESP 222; 2: TRRS

Vertigo

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

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TRRS-ESP 171; 3: Gas Gas-ESP 146; 4: Vertigo-ESP 137; 5: Beta-ITA 134; 6: Scorpa-FRA 36.

AUGUST-SEPTEMBER 2017 • TRIAL MAGAZINE

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 • 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 — almost — 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.

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TEAM SPAIN

Team work is essential If the riders are so young do they still have to go through the education process or are allowances made for them?

Unfortunately the process is not perfect and we have many problems trying to combine the two things. The higher the level of riding you achieve the more time you need to train, and that takes up the school time. If you can go to a private school it may be easier but it is still the biggest problem. It takes time for a rider to decide whether to go to the trials career or stay in school until they are 18 years old. Some choose to stay with trials for a year and then decide whether to work or study. It is not easy and I want to emphasise that the riders make great efforts to combine the two things.

Everyone has to join in with the team and carry out many of their own tasks including machine preparation Do the riders get paid an allowance or wage?

Not from the RFME. If a rider has a contract with a factory he or she may receive a wage. Getting the support from the parents is the first goal. Making money is already much more complicated than it may appear. It is the parents who pay the expenses until they arrive at the National team. For the World Championship the RFME pays all expenses but everything related to the motorcycle is still dependent on the riders and in most cases means them receiving the help of the manufacturers.

How many personnel are in the team?

A happy team is a good team!

Apart from the six riders and six minders it is only Albert Sole and myself. We have to adapt ourselves to many situations.

Albert takes care of the truck and the structure of the team but can also be a minder. It is his responsibility to make sure the riders have everything necessary during the competition, but also in the Spanish championship he is responsible for the results. It really is a great team spirit. I do the rest; minder if necessary, delegate to the jury etc. It is not a big structure but I think we are efficient. Whoever works in the RFME-SPEA has to know how to do everything!

Arnau Farre is in the TrialGP class, having moved up from Trial2 50

AUGUST-SEPTEMBER 2017 • TRIAL MAGAZINE

TEAM SPAIN

Where does the funding come from for the team?

Part of the budget comes from Federation and another vital part is thanks to our friend and sponsor Luciano Bonaria, President of SPEA. The Federation’s budget comes basically from the Higher Council of Sports, The Spanish Government, and from the RFME’s own resources, such as licenses etc. A license for a Spanish rider can cost around €300 for the national license and between €500 and €1000 for the world championship. The insurance cover takes a significant part of this income as the law in Spain requires maximum coverage.

Luciano Bonaria is passionate about trials and we were lucky that he likes our project. The work we do with the young riders is consistent with his philosophy and we really have a great relationship. His support is fundamental to be able to continue competing at world level with a team with so many riders. With SPEA we have the necessary support for the National Team and also for the Spanish Championship. In addition we have a project called ‘La Primavera del Trial’ (Trial Spring) where we do a workshop with young riders doing well in the Spanish Championship. The National Team riders are their mentors.

Do the manufacturers support the team?

Gabriel Marcelli (Montesa) – Trial2 Class

The support of the manufacturers to the National Team project is important.

For a rider it is very difficult to do a full season if you do not have some help from the factory. The season is very long with so much testing and training, which plays its part in the wear and tear of the machines, but the manufacturers understand this and are very supportive. They understand that the team is a part of a much bigger picture. Without their help it is very difficult to do a full season. In fact, if a rider does not have the help of the manufacturer it is very likely that he is not part of the team. It is an association that comes from the beginning of the national team and has always been maintained, so that the help goes directly to the rider.

At what point is a rider released from the team if his career is not working out?

Francesc Moret (Montesa) – Trial2 Class

Marc Riba (TRRS) – Trial2 Class 52

We usually make these decisions after each season. Riders are always aware of whether they are well-developed or not as they have the other team members to compare with. If they see that they are lagging behind in their evolution they know that they are losing possibilities for the future. It is a part of the process, not aggressive decisions, and usually the rider is very aware of the situation.

There is no established duration on the team. It depends on the possibilities of each rider, the help they receive and whether they really want to be part of it. Once this process is finished some continue as mechanics, minders or just continue studying or working.

Samuel Obrado (TRRS) – Trial2 Class AUGUST-SEPTEMBER 2017 • TRIAL MAGAZINE

TEAM SPAIN

What does a typical working week consist for the riders in-between the Trial World Championship?

The lives of the riders are pretty tough. Normally they all go to school so they already have an important part of the day occupied. As soon as they finish school they take advantage of the time they have to ride a motorcycle or go to the gym. Some may have a day or two on weekdays to train but that depends on the treatment they receive at school.

For those who do not go to school their life is spent between the workouts, gym and the workshop to repair the motorcycle.

Professional life without professional money, but the beginnings are always hard in any sport. The team riders try to train with each other but usually prefer to ride with a higher standard of rider. They all get on with one another, which is a vital part of the team and also makes it more fun.

How do you see the World Championship with all the changes that are happening?

Aniol Gelabert (Scorpa) – Trial2 Class is the younger brother of the TrialGP rider Miquel

Arnau stands proud in his yellow riding kit carrying the team SPEA logo with Toni Bou. 54

The arrival of a promoter opens a possibility for us to change if we really get the support we need. At the moment the introduction of the qualification and the new scoring system, with the app that allows you to follow the live results, are an example of which things seem to be changing in a positive way. A greater understanding of our sport is important for it to continue existing. Some say that we lose the purity of trials and that it is more of a circus. I completely disagree. Trials is just as pure now as it was in the ‘60s.

The Trial World Championship riders of 2017 were born in the 21st century around the year 2000, and like everything in life it has evolved. For them what they do is the same trial, exactly the same as it was for us in the ‘80s. Five years ago we were training in Italy with the first ‘SPEA’ trial spring project, with riders trying to do something similar to a guy called Toni Bou. Some of these riders have already arrived; Jaime Busto, Miquel Gelabert and Arnau Farre to name a few. They knew they were capable of joining the ‘circus’. The evolution of the motorcycles and training techniques has led to a level of perfection on the part of the riders, nothing less. It is important that the rules are adapted to these riding levels and do not force the riders to argue the judges’ decisions. The nostop rule does not seem to me to be a proper regulation suited to our times, but it remains, for the moment.

Jordi Prat celebrates with Trial2 winner Gabriel Marcelli in France AUGUST-SEPTEMBER 2017 • TRIAL MAGAZINE

Image courtesy of Trial Magazine

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JAIME BUSTO (REPSOL HONDA-ESP)

CONGRATULATIONS ON YOUR FIRST TRIALGP PODIUM ANDORRA 2017

Photo: John Hulme

2017 TRIAL125 WORLD CHAMPION

LORENZO GANDOLA (SCORPA-ITA) Photo: John Hulme, Trial Magazine

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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

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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.

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MEETING GLEN SCHOLEY

1979 – Winning the West Leeds Youth A class National at Kettlewell.

You were introduced to the Wilkinson brothers, where you would serve your apprenticeship.

On leaving school at 16 I had the choice of going to Peter Clarke’s Autos Ford dealership in Skipton to do an apprenticeship or to go to ‘Wilks’ in Kettlewell, where amongst an array of farm vehicles and machinery I would also get to work on machines, so it was a ‘no brainer’ and I spent 5 years with Mick and Bill. ‘Mother Wilk’ used to bring tea down in an old pop bottle — accompanied by homemade ginger biscuits, which Mick always got first dibs! Sausage rolls were warmed up on the old pot-bellied stove which stood at the back of the garage and ‘wolfed’ down before I headed out to practise at Moor End, Kilnsey Gill and Park Rash

One of Glen’s first road-based National trials was the White Rose. He still rides in the event to the present day.

— all well known Allan Jefferies sections — but woe betide me if I was late back to work! Those five years put me in good stead for life to come; if something had to be said it was said, sorted and forgotten and we all moved on. There were many ‘incidents’ during my five years: sitting on the floor of the garage fitting new brake shoes to the school bus when Mick’s son Charlie thought it appropriate to hit me round the head with a hammer — well, that may explain some things!

On another occasion Mick and Bill had a good old laugh at my expense when setting me off down the road on an Ossa Phantom model; the thing got away on me and I had to push it back into the garage after wiping the throttle cable out on Kettlewell bridge — happy days!

1978 – Watched by John Reynold’s mother, taking a ‘dab’ on the Comerfords Bultaco.

And Schoolboy trials were changing at this time.

Correct; at this time some new regulations were introduced regarding the maximum cc a junior could compete on. The Ossa went under the dustsheet and I began to ride a TL 125 Honda.

Halfway through 1975 Blackie Holden Snr prepared a 150 TL Honda and for a short time I rode that, with support from Colin Appleyard. In 1975 my dad Geoff ‘sponsored’ me on a 172 Montesa, which unfortunately had gearbox issues, and I changed mounts again onto a TY 175 Yamaha. That same year I was runner-up to Howard Jackman in the ‘B’ Class Championship.

1980 – Glen’s first SSDT gets under way.

It was quite unusual to see a Northern based rider on a Gollner Kawasaki, how did that happen?

1976 saw me move into the schoolboy ‘A’ Class and back onto the 250 MAR Ossa before changing machines in mid-1977 onto a Kawasaki and finishing 4th in the championship. In the autumn of that year I went to the Don Smith Trials School.

The winner received the machine of his choice — I was runner up, losing on most ‘0’s — and came home with a machine cover! Being a regular entrant in Wakefield Thursday Night Trials — Dad’s night off — we became acquainted with Mick Tonks who was the Kawasaki dealer in Wakefield. As my results improved I caught the attention of Bob Gollner, who was looking for a Northern based rider to promote the Gollner Kawasaki. This machine had a chrome frame with angled rear suspension and a lighter flywheel — all these being very innovative at the time.

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1981 – The change from Bultaco to Ossa came about as he was working for the Wilkinson brothers who were both supported by Ossa. Cliff and Roger Holden were the UK importers.

AUGUST-SEPTEMBER 2017 • TRIAL MAGAZINE

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MEETING GLEN SCHOLEY

1981 – It’s a trip to the world rounds with Left to Right: Glen Scholey, Dad Geoff, Roy ‘Pushrod’ Palmer and Ian Wetherill.

1981 – Feet up at the SSDT on the Holden supported Ossa.

How did the connection with Comerfords Bultaco happen that resulted in support from them — was this your first sponsorship?

In 1978 I was back on Dad’s sponsored ‘Bulto’.

Calling at The Lampkins in Silsden for some motorcycle bits brought me into contact with Roy Collins and later that year Comerfords offered me a deal to ride their machines. It was an amazing offer for a schoolboy to be offered two machines per year, parts, Alpinestars boots, oil, and in addition £25 to travel to each National plus bonuses down to 10th place, and more bonuses for centre and group trials! They were not just any Bultacos either, these were machines prepared by the great Reg May with whom I got on famously and spent hours with at Comerfords during the school holidays. Still on Bultaco, and in 1979 I moved out of the schoolboys and into the seniors.

Over the coming years I travelled the length and breadth of the country taking part in the plethora of National trials — many of which are sadly no longer held. Every Friday evening there would be a steady stream of riders and vans, and later Ford RS 2000’s, heading towards that particular weekend’s venue: Hoad and Perce Simon, John Douglas and Dick Farquharson, Bemrose and White Rose, and so the list goes on. More importantly I was riding amongst the cream of British trials riders in what I look back on to be one of the best times in the sport.

Any one of probably 20 riders could have won that particular event — great names and great people: The Lampkins, Rob & Norman Sheppard, John Reynolds, Mick Andrews, Steve Saunders…

It was common place for us to travel together, thus halving the fuel costs and at the same time having some banter! Amongst others I’ve travelled many miles with are Martin and John Lampkin — Mart never trusted us to drive. Other travelling companions included Nigel Birkett, Chris Myers, J.R. and Graham Tales.

The year that Bernie Schreiber won the World Championship my Dad Geoff received a phone call from Don Howlett at Comerfords to see if he would drive Bernie to the World rounds in Sweden and Finland. Geoff agreed, although I do vaguely remember him being a bit put out that Bernie was at pains to point out that he had bigger and better speakers in his van than Dad had in his car! You can’t win them all.

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In late 1983 Glen made the move to the Jim Sandiford Montesa team in the UK. It was the start of many happy years in the sport supported by the UK importer.

1982 – It was a move back to Comerfords and a Bultaco for the SSDT. Am I correct in thinking your first SSDT was in 1980 on a Bultaco? As with the Scott did you look forward to them or not?

Riding a Bultaco, 1980 was my debut year in both the SSDT and Scott Trials and what was to be the first of 10 consecutive years in both events. The SSDT was my favourite of the two events, getting a Special First Class Award each year with my best overall result coming in 1989 with 7th place as well as ‘Best Day’ on the Saturday — a great personal achievement considering some of the world’s best were riding. The Scott was less pleasurable but the results were still good, winning Best Newcomer and two 4th place finishes, collecting seven Silver and three Gold Spoons.

Why the move from the Bultaco to the Ossa?

I think that the change from Bultaco to Ossa came about as I was working for ‘Wilks’ and was approached by Cliff and Roger Holden, and so I swapped mounts to a ‘Yellow Gripper’ model. I was invited along with John Reynolds to attend Roger’s wedding to Jane in Bournemouth. As ever, needing to stick to his budget ‘JR’ insisted that we travel down from Yorkshire on the morning of the wedding. Needless to say time was tight and we followed Jane down the aisle whilst still fastening our ties!

1983 – The move to SWM came about as the doors of the Bultaco factory closed and machine supply became a problem.

AUGUST-SEPTEMBER 2017 • TRIAL MAGAZINE

MEETING GLEN SCHOLEY

By the end of 1986 he was on the Honda RTL 250 – sponsored once again by his dad Geoff. This picture is from the 1987 SSDT. On this machine he won his first National trial later the same year — The Allan Jefferies.

After the 1983 SSDT you would move to a Montesa 242cc with support from the UK importer Jim Sandiford, a relationship that would last for many years.

It’s refuelling time on the Montesa Cota 330 at the SSDT. In 1981 you met your future wife Helen Busfield at a trial — correct?

Yes, I met my future wife Helen at the 1981 SSDT. Her father Roger Busfield and his mate Norman Pickles had ridden several SSDTs and when Roger hung up his boots he promised Helen they would have a family holiday in the Highlands to watch the SSDT — and the rest, as they say, is history. Helen and I were married in 1983, with our son Matthew arriving later that year, and at the same time Betty and Geoff opened Cobblestones Café in Grassington. Cobblestones was a success and I left ‘Wilks’ in 1984 to work for Mum and Dad in the cafe. Our daughter Kathryn was born in 1986 and two years later, with Mum and Dad ready to retire, Helen and I bought Cobblestones Café and ran it until late 1998.

You moved back to a Bultaco in 1982 before then changing to SWM, why the changes?

In 1982 the Bultaco factory appeared to be struggling and machines were not readily available, and so I moved to SWM. However, I only had moderate success and again the promised supply of machines, particularly the ‘Jumbo’ model, failed to materialise. As it turned out SWM were also struggling and production ceased soon after.

With problems at the Montesa Factory it was a brief move to the JCM at the end of 1985.

TRIAL MAGAZINE • AUGUST-SEPTEMBER 2017

In 1983 I moved to Sandiford’s, riding both the Cota 242 and 330 models. I have very fond memories of my time riding for Jim Sandiford, for several reasons. Firstly the Montesa was a very reliable machine and I was pleased that my results helped Jim sell many Montesas, and secondly Jim was a very professional person to ride for and had a great set up in Bury. I had a great mechanic in Billy Brandwood and it also helped that Jim always paid my bonuses on time, which was very important for me with a mortgage and two growing children — he was a real gentleman.

Then you had a phone call from Jim Sandiford which left you stuck for words?

In 1985, with the advent of the mono-shock, Jim asked me if I would like to ride the Honda 250 RTL — a machine I loved riding. Unfortunately Jim couldn’t offer me the machine beyond the end of 1985 so I briefly rode a JCM. By the end of 1986 I was back on the Honda 250 — sponsored once again by Dad. Finally after being a runner-up several times in 1987 I won my first National trial — The Allan Jefferies — it somehow felt appropriate that it should be on my doorstep! And later that same year I won the White Rose Trial too, this time on a Colin Appleyard sponsored Honda RTL. By late 1988, I was on a 240 Beta, one of many I was to ride over the years, mainly sponsored by Dad but with help from good friend John Lampkin. During my years in the adults I clocked up six Ilkley Grand National wins and was Yorkshire Centre Champion seven times too.

I had several trips into Europe to ride in various World rounds. I didn’t have any great results to report, but it was an experience not to be missed.

A couple of events around Christmas time did require absolute concentration when I borrowed Robin Luscombe’s sidecar outfit with Helen as my passenger. I cannot recall our results but I do clearly remember losing Helen out of the back of the chair on a hill climb!

At the 1988 SSDT on the Colin Appleyard sponsored Honda RTL. 67

MEETING GLEN SCHOLEY

In 1988 his parents decided to retire and he and wife Helen bought the cafe. Business and family had to come first.

At the 2013 Reeth Three Day Trial and still giving 100%.

With not much time to prepare for the event he rode in the 1989 Scott Trial on a Beta.

As with all trials riders Glen never really left the sport. Over the years I would start to see Glen at trials as he returned to riding.

In 1988, my parents decided to retire and Helen and I bought the café. Our busiest days were obviously weekends which, along with my dwindling enthusiasm for trials and the need to be at work, resulted in me hanging up my trials boots.

We ran Cobblestones Café for a further ten years; the last four or five of which we spent looking for a caravan park.

Our lucky break came in 1998 when the owner of River Laver Holiday Park in Ripon contacted us to say he was ready to sell and gave us first refusal.

After selling our home, the café and two holiday lets in Grassington we finally became the proud owners of River Laver Holiday Park in November 1998. It was a bitter-sweet time, as my Dad who had been my mentor and sponsor sadly After watching for several years and being encouraged and badgered to ‘have another go’ he passed away at the same time.

Do you now ride on a regular basis?

Buying the caravan park gave us more flexibility to get time away and it was at this time, after an absence of ten years, that we started to make the trip to the Highlands to watch the SSDT. It’s not only a wonderful part of the world it’s an event where old friendships are renewed, new ones are made, and for us personally it’s very special as it’s where I met Helen.

After watching for several years and being encouraged and badgered to ‘have another go’ I rode another four Scottish Six Days from 2007 to 2010 — collecting a First Class Award each time. Since then I’ve gone back to watching with Helen and making a holiday of the SSDT week. I still like to spend a bit of time pottering about in the Parc Ferme with John, Caroline and the Beta crew.

I now have a few firm favourite events which I like to ride: The Jack Leslie Ellis, which is literally down the road from where we now live, The White Rose, The Cleveland and the Alwinton Two-Day and Reeth Three-Day events, which I ride with our son Matthew.

In recent years I’ve enjoyed riding one of my RTL Hondas, but last year’s Reeth Three Day made me realise the old bike wasn’t quite up to the job and I 68

rode another four Scottish Six Days from 2007 to 2010 — collecting a First Class Award each time.

was in danger of doing some serious damage. So the ‘old girl’ has been retired and in her place I’m getting to grips with and enjoying riding the latest offer from Honda: the 300 RR, which is at the opposite end of the spectrum to the RTL. I’m enjoying riding now but constantly have to tell myself that it is for enjoyment, and not to let my competitive nature take over.

Over the years I’ve been fortunate to be sponsored by so many people, but I would just like to mention one person and that’s Richard Thorpe of PJ1 fame.

There are very few pictures of me where I’m not sporting a PJ1 sticker. Richard has not only been a great support in supplying me with oil, chain lube etc for many, many years, he’s always been regularly on the phone to get a report on ‘how I went on at the weekend’. So ‘thanks Richard and when are you bringing your caravan up to Ripon next?’ — It’s my way of trying to repay him for all his years of kindness and generosity.

I cannot end this interview without saying how fortunate I have been and continue to be in being introduced and involved with this great sport, for the support in the early days from my parents and then later from Helen and the great people I have met and true friendships I have made.

AUGUST-SEPTEMBER 2017 • TRIAL MAGAZINE

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WORKSHOP FUEL INJECTION

Are we ready?

We are told that electronic fuel injection on the trials motorcycle is the future, but when is this going to happen in trials? This technology is not new in the trials world. Who remembers the Mick Andrews Yamaha YZT 250cc prototype with an early form of injecting fuel into the two-stroke cylinder in 1974? I do, as I rode the machine, but in all honesty I was too young to understand it. The mechanical way of feeding fuel to the engine with the carburettor has been used from the turn of the century on motorcycles to mix fuel and air proportionally before it is drawn into the combustion area. The problem with this method is the fact that the fuel flow cannot be accurately controlled. To accurately control the air/fuel mixture it has to be electronic and this is how we arrive at fuel injection. To understand EFI do we need to be electronic engineers? With the introduction of the Euro 4 ruling in 2016 is the trials world ready for these changes? I believe the changes will come from the fuel suppliers to meet the emission regulations, and that there is still a long life left in the carburettor.

ARTICLE: YOOMEE

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AUGUST-SEPTEMBER 2017 • TRIAL MAGAZINE

WORKSHOP FUEL INJECTION

Montesa/Honda was the first manufacturer to successfully use fuel injection on its production four-stroke Cota 4RT trials machines.

PRODUCTION EFI

The first production trials machine to use EFI was Honda’s four-stroke, single cylinder, liquid-cooled one with the introduction of the new Montesa Cota 4RT in 2004. The motor originated from HRC in Japan, based around the single cylinder, four valve OHC CRF 250cc motocross machine. The fuel supply to the engine was by a compact simple integrated injection system (PGM-FI) with a lower volume than a conventional carburettor, aimed at the trials machine. The ECU is an intelligent high-precision control unit which married the throttle body and its control unit together. Its sensors perform instantaneous calculations of a wide range of variables such as the environment, engine temperature and atmospheric pressure to give the optimum performance of the engine. Its success has been well documented, but what about a two-stroke EFI trials machine? The HRC design was, and still is a huge success. Ossa broke new ground with its two-stroke trials model at the end of 2010 with its 280cc reverse-cylinder technology and the introduction of the EFI Kokusan battery-less system.

COMPLICATED

Jeroni Fajardo looks for the correct map as he programmes the electronic fuel injection with his mechanic for the Japanese world round.

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he idea of fuel injection in the trials world came to light in 1996 when forward-thinking Gas Gas played with the idea and employed Spanish engineer Josep Paxau to work on this new project. Working with two young engineers, Josep Parres and Toni Garrido, they fitted an early electronic system to a trials machine. However, when Paxau departed from the Spanish brand in 1997, the idea was put to bed. In a strange turn of events though, the information and experience gained in the world of off-road riding would be introduced to electronic fuel injection, or EFI as it is more commonly known, with Gas Gas on its new 450cc four-stroke enduro machine in 2002.

TRIAL MAGAZINE • AUGUST-SEPTEMBER 2017

Trial Magazine tested the new Ossa and it was very good, with the engine offering a very linear performance with no sudden power surges reported; the chance to stall the motor even on very low throttle openings had vanished. The problem was that it was complicated to adjust, meaning a trip to the dealer or importer to make any changes.

Spanish brand Vertigo is the latest manufacturer in trials to introduce EFI on its two-stroke models.

The very compact engines benefit from a bespoke electronic system representing the latest advances, with the electronic control unit managing and controlling the performance of the engine in all situations.

With a choice of four different maps in each of the six gears the rider has access to 24 maps, allowing an unequalled level of user refinement in the world of trials. Once again though, as with the Ossa, to make any adjustments is not as easy as on the good-old mechanical carburettor and it also requires a certain amount of knowledge to make changes.

EURO 4

It’s quite understandable why the manufacturers need to look at the electronic fuel injection systems with the introduction of the Euro 4 homologation regulations concerning emissions, but will the changes to meet these new rules come from the fuel manufacturer itself?

Just over twenty years ago, I was working in Research and Development in the automotive industry and one of the world-leading car manufacturers gave us a talk on the future of diesel engines in motor vehicles. They said that by the year 2020 diesel fuel would be a thing of the past and that a two-stroke car or hybrid electric/fuel motor vehicle is where we would be at with emission controls. Only time will tell who will be correct, but one thing is for sure is that change is happening whether we like it or not. Or, will we all go electric?

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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

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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.

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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.

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ENGINEERING TITANIUM

A young Piero Sembenino, who later became a top Italian trials rider, ‘copies’ his father’s pose.

‘Pappa’ Sembenini, the well-known boss from the Sembenini shop in Riva del Garda Italy and father of Gino and Piero, shows the lightness of the titanium frame.

FIRST PROTOTYPE

The assembly of the motorcycle was put in the care of a good friend of Kuciukian, Sembenini of Riva di Garda who was the father of the trials riding brothers from Italy who would later Some details of the different special parts for the become very well known in the sport.

Ossa. More holes than in a Swiss cheese…

The first version does not have many pieces in titanium but it is looking for the lightness in each of the components. A transparent glass-fibre fuel tank is made that allows you to see the fuel level and flexible plastic mudguards from Great Britain are fitted, and every component that can be lightened by the drilling of holes comes under scrutiny. The engine capacity is 250cc. The first prototype weighs 78kg but Kuciukian quickly contacts Mick Andrews in early 1975 for advice and introduces some modifications to the geometry. The machine is very light but also fragile. He introduces some reinforcement brackets to the frame and angles the rear shock absorbers following Mick’s advice. There are also some more pieces in titanium such as the swinging-arm and rear sub-frame area with double reinforcement to support the shock absorbers. The front mudguard mounting bracket is also titanium. Various engine components also come in for the titanium treatment such as the clutch actuating arm, the exhaust manifold and silencer. The weight reduction continues with the wheel spindles front and rear and the handlebars all manufactured in this precious and expensive material from Russia. The obsession continues as the front fork bottoms visit the lathe to be turned down, a special protective sump shield is produced, the chain adjusting cams, the list is endless…

Kuciukian contacts Andrews again in July 1975 and begins to generate the third prototype that will be the definitive version of this Ossa.

The first pictures of the Bultaco Sherpa prototype during its assembly.

TRIAL MAGAZINE • AUGUST-SEPTEMBER 2017

A top technician for a top motorcycle.

Dario Seregni stands very proud of his work.

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ENGINEERING TITANIUM

The focus is on the rear end of the Bultaco Sherpa titanium prototype with its beautiful rectangular swinging arm.

Dario Seregni in 1976 with the Bultaco Sherpa prototype in Milano, Italy.

More titanium for the exhaust front pipe.

ENGINE MODIFICATIONS

It was now time to look at improving the performance of the engine. The compression is increased, the cylinder transfer ports are modified and changes are made to the internal gear ratios.

Following the advice of another famous Ossa rider, Sweden’s Thor Evertson, the length of the induction and exhaust manifolds is increased and consequently the carburetion is adjusted to suit. The rear shock absorbers are angled more and the springs are changed.

This latest version of the machine now weighs 20kg less than the standard model!

Several leading Italian riders including Giovanni Tosco, Fulvio Adamoli and Albino Teobaldi tested the lightweight Ossa and were very impressed. Tosco rode the machine in the final round of the 1975 Italian championship and took a very easy victory. The season finished on a high for Kuciukian but his restless mind did not. His work on the Ossa had all but reached its limit and he decided to start on another, more ambitious project. He considered the Bultaco to be the ‘Benchmark’ for a trials motorcycle, and made the decision to purchase one and convert it to his own titanium version. In this case the project was much broader as he wanted to make the internal components of the engine including the crankshaft and gear assemblies in his precious titanium. On this second project Piero began with a collaboration with his friend Dario Seregni, who was also a rider who with the passage e of the years would become a reputed technician with several world-wide titles to his credit. The engineer Giorgio Valentini, who also worked in the prestigious Politecnico di Milano University, collaborated with the internal design of the engine having to overcome numerous problems with the gears that showed a tendency to break. Seregni on the other hand turned his hand to the cycle parts, concentrating his efforts in many areas of the machine. Dario collaborated in the development of the exhaust system, which was also in titanium except for the silencer which was aluminium. He also produced the kick-start and gear lever, footrests and handlebars.

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Aluminium was used for the rear silencer.

Many components were produced from raw titanium.

The restored Bultaco Sherpa today at the Sembenini Museum in Riva del Garda, Italy.

FUTURE PROJECTS

Testing of the prototype went well after solving the earlier problems as mentioned. He repeated the experiences with the Ossa of having the top Italian riders test the new Bultaco.

Kuciukian continued to use it in trials until he started to look at a new challenge with a fourstroke. As Kuciukian and Seregni began to outline the new adventure the SWM trials project came along and interrupted it as they both joined the brand to work on their proposed trials project at the end of 1977. To end this story it does not hurt to pick up the opinion of the protagonists. Dario Seregni recalls: “Surely there were clear areas for improvement, such as a better study of the length of the exhaust, but we did as much as we could with the tools we had at our disposal”. Kuciukian for his part commented: “I got what we were looking for, which was a lightweight trials motorcycle at the time and we devoted many hours to it, but I think it’s better to forget the economy side of it”. Pietro looks at me smiling in the bright dining room of his house in Milan, he takes a closer look at his inseparable cigarette and does not tell me ... but he thinks: It was another time!

AUGUST-SEPTEMBER 2017 • TRIAL MAGAZINE

ENGINEERING TITANIUM

Dario Seregni and Pietro Kuciukian with all ‘their’ SWM Team at the Ventoux Trial Classic 2011.

From left: Dario Seregni, Thierry Michaud, Bernie Schreiber, Gilles Burgat, Pietro Kuciukian, Giovanni Tosco, Danilo Galeazzi, Charles Coutard and Bernard Cordonnier.

Pietro Kuciukian with his ‘pupil’ Bernie Schreiber at the 1982 world round in Great Britain.

Pietro Kuciukian in action at the 1978 SSDT on the 125cc SWM.

WHO IS PIETRO KUCIUKIAN?

Born in Arco di Trento Italy in1940, of Armenian origin. A surgical doctor from the universities of Padova and Milano, he mixed his profession with his dedication to the sport of motorcycle trials. He was one of the first practitioners in Italy in the early 70s before his ‘second profession’ of trials took over.

He was a regular contributor to the motorcycling magazines with his thoughts on trials. As sports manager of the Corse SWM Trial Team he took just four years to give the brand its first world title with Frenchman Gilles Burgat in 1981. The SWM crisis when the factory was in severe economic problems even led him to create Team KK — Kuciukian — in 1984 to try to give continuity to the career of his pupils Italian Danilo Galeazzi and American Bernie Schreiber, of whom he became his ‘European father’. His other claim to fame was when he won the Italian Sidecar Championship in 1981 with his very special SWM. He is also the author of the book Trial and Motoalpinismo from1982. His passion for the trials world was extinguished after the impossibility of finding any factories with an interest in giving continuity to his KK Team. Kuciukian, a high-level intellectual, is currently Armenia’s honorary consul in Italy and has devoted many of his efforts over the last decades to the Armenian cause, publishing multiple articles and books on this subject.

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In the mid-1970s the obsession for lightness was followed with the achievements of Walter Luft at KTM and Puch. This the KTM with the cylinder barrel off at the 1977 SSDT. Pietro Kuciukian would lead the development of the SWM trials effort. Giovani Tosco, seen here at the 1978 SSDT, was one of his first riders.

Born in Milan in 1942, he was a professional typographer with an immense passion for trials and gifted with his special interest in the mechanics of the trials motorcycle. He was a member of the Thermomathic Trial Team along with the ill-fated Giulio Mauri and Giorgio Speranza, and the Technical Manager of the Reparto Corse Trial at SWM (1977-1984), Garelli (1985-1987) and Fantic (1988-1992). He was a key figure in the world title successes of Gilles Burgat (SWM-FRA) and Thierry Michaud (Fantic-ITA). He continues to compete with his Morini 4T in the Italian Championship of Trial d’Epoca.

VALENTÍ FONTSERÈ: “A big thanks to Pietro

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WHO IS DARIO SEREGNI?

Kuciukian and Dario Seregni for the dedicated time and material for the article. Also many thanks to Annamaria, Pietro’s wife, for the excellent meals served and the hospitality given!”

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It’s a small world! Trial Magazine editor John Hulme first came into contact with Pietro Kuciukian and Dario Seregni at the 1978 Scottish Six Days Trial when he rode an SWM. Pietro, on the left, is seen with John’s father Ron on the right after the event. Dario is seen in his Bell helmets cap.

AUGUST-SEPTEMBER 2017 • TRIAL MAGAZINE

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CLASSIC COMPETITION ALVIE

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)

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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.

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CLASSIC COMPETITION ALVIE

Leo Salvadori (Ariel)

Javier Cruz (Honda-ESP) Return to the beginning of this article; I mentioned a caveat. Faced with a likely seven-hour road ride home I set off mid-way through Sunday, and experienced arguably the worst weather ever experienced on a road machine! Torrential rain and high winds, particularly through Glen Coe and over Shap, at times made me wonder why on earth I agreed to do this trip. The easy answer of course is A: It was so this magazine’s readers can enjoy a flavour of this marvellous trial; and B: because my passion is trials, and that passion has never diminished an inch since I was a snotty kid observing at South Midland trials long before youth trials existed!

ALVIE ROUTE A UNIT CLASS: 1: John Charlton (BSA) 0; 2: Paul Heys (Triumph) 1; 3: Mark Jackson (Triumph) 5; 4: Kevin Chapman (Trifield) 11; 5: John Maxfield (Triumph) 23.

TWO-STROKE: 1: Calum Murphy (BSA) 0; 2: Mark

Martin Gilbert (Honda)

THE GRAMPIAN HILLS

Two laps each day of 18 sections was the format, but the overriding reports from the riders as they returned to the start was about the magnificent views from the top of the estate over the adjoining Grampian hills. Their scores seemed far less important than their enjoyment of the ride round and the quality of the trial, which can be seen as a refreshing change from the attitude at many events I attend where the result is all important (and consider me particularly guilty in that respect!).

However, tradition dictates that I recognise the results and the more noticeable efforts.

On the more difficult but eminently rideable A route, Gary Macdonald, Kinlochleven’s Pre-65 Scottish winner stayed clean all weekend as did his village counterpart Calum Murphy together with the North East’s regular SSDT and national trial campaigner John Charlton.

Macdonald rode a 200 Honda, Murphy a BSA Bantam and Charlton a 250 BSA. Eight riders stayed in single-figure scores over the two days on the A route, so in addition to the above named are Paul Heys, Mark Jackson, Alan Crayk, Nick Shield and Richard Allen. No rider managed to stay clean on the B route where Jefferies was the best 84

John Hayden (Honda) on five, with second best being Devon traveller Martin Gilbert who buzzed a tiny 60cc Honda TLR round for the loss of just seven; an incredible effort not just to post such a low score, but to complete the testing terrain! Next was Ian Myers on a Cub followed by Chris Haigh on his Velocette — just about the widest variety of machines possible.

ENJOYMENT

Yrjo Vesterinen, formally the guest of honour at the Bultaco Edition, so enjoyed that trial in 2013 that he now returns regularly with his daughter Hanna and wife Diane, and whilst Vesty’s usual ability again showed through, all credit should go to Hanna who was seventh overall on the B route, an excellent performance by any measure. Many thanks also to the Vesty clan for allowing me to enjoy their company in the evenings over dinner.

But it was definitely not about the scores — as someone said to me that weekend and which I should remember as I’m generally guilty — the important thing is that results mean nothing to everybody else, it’s the enjoyment that counts, and the Highland Two Day provided that experience in abundance.

Buckworth (James) 11; 3: Tyler Murphy (BSA) 13; 4: Yrjo Vesterinen (BSA-FIN) 22; 5: Martyn Stanistreet (James) 27.

PRE-77 TWIN-SHOCK: 1: Robbie Weir (Yamaha) 12; 2: Mathew Gibling (Bultaco) 198.

POST-77 TWIN-SHOCK: 1: Gary MacDonald (Honda) 0; 2: Alan Crayk (Montesa) 1; 3: Nick Shield (Majesty) 4; 4: Richard Allen (Honda) 5; 5: Gary Younghusband (Bultaco) 10.

ROUTE B UNIT CLASS: 1: Ian Myers (Triumph) 10; 2: Allister Stewart (Triumph) 14; 3: Scott Alexander (Sprite) 15; 4: Gavin Andrews (BSA) 23; 5: William Weatherhead (Triumph) 30.

TWO-STROKE: 1: Nick Jefferies (BSA) 5; 2: Gerry Minshall (James) 15; 3: Hannah Vesterinen (Bultaco-FIN) 19; 4: Ossy Byers (BSA) 23; 5: Craig Haworth (James) 25.

PRE-UNIT: 1: Chris Haigh (Velocette) 9; 2: Leo Salvadori (Ariel) 15; 3: Mike Bell (Royal Enfield) 52; 4: Stuart Chapman (Triumph) 55.

PRE-77 TWIN-SHOCK: 1: Jean Caillou (Honda) 79.

POST-77 TWIN-SHOCK: 1: Martin Gilbert (Honda) 7; 2: Javier Cruz (Honda-ESP) 12; 3: Mark Hallows (Majesty) 13; 4: Jim MacFarlane (Yamaha) 28; 5: Martin Peirson (SWM) 32.

AUGUST-SEPTEMBER 2017 • TRIAL MAGAZINE

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DEALER VISIT

MICKEY OATES MOTORCYCLES

Mickey Oates Motorcycles Meeting the dealers who advertise with our publications is always a pleasure, as I know most of them also as friends. Our annual trip to the Scottish Six Days Trial is where we meet many friends old and new, and this was the case with Mickey Oates Motorcycles. I knew of the dealership based in Glasgow as they have a strong sporting heritage, with the business having been involved in sponsorship in the off-road world and especially in motocross.

With a very strong connection with Honda it was announced in October 2013 that they would be taking on the Montesa trials franchise in order to make a move into the trials sector to expand their successful business.

We made contact at the annual Dirt Bike Show in late 2013 where they introduced themselves and we sat and talked trials. I came away from meeting the two Ferguson brothers, Gordon and Graham, full of enthusiasm for their future plans with the Honda/Montesa association and with two new friends.

ARTICLE: TRIAL MAGAZINE – JOHN HULME

A

fter the show we made contact again in early 2014, when they announced that they would be running the support for all Montesa riders at the Scottish Six Days Trial in association with the Spanish manufacturer. As enthusiastic as ever, they offered me the use of a Repsol Montesa as a press machine for the week, which I duly accepted. Wind the clock forward to 2017 and they are now well established in the trials world as a leading Montesa dealership. After some uncertain years at the ‘Scottish’ for Montesa they have now restored faith in the riders that they can provide an excellent support service, which was reflected in the fact that just over sixty of the four-stroke Cota 4RT machines were entered in the event.

They also made a Cota 4Ride model available for me once again as a press machine!

EARLY DAYS

The business was originally established in 1961 at Cromwell Street in Glasgow

by Mickey Oates, who owned and ran his dealership selling and mainly specialising in Vespa and Lambretta Scooters, as well as a wide selection of parts and accessories. Proudly titled Mickey Oates Motorcycles the business then moved to York Street, Glasgow as they started to expand.

In 1982, Mickey Oates decided that he wanted to retire and it was sold into the safe hands of another motorcycle trader Jim Ferguson, who had been working with Ross Motors — Motorcycles — in Glasgow. Jim knew the motorcycle trade inside out having formerly worked at another dealership, Bill Fleming Motors. Jim along with his three sons Gordon, Graham and Kenneth reopened the business, but they decided to keep the already established trading 88

A proud Jim Ferguson started what is Mickey Oates Motorcycles.

name of Mickey Oates Motorcycles. It made good business sense; why change a trading name that is already well established for a new, ‘virgin’ one? They opened the doors initially selling scooters and used road motorcycles, which proved a success, but to secure the future of the company they knew that they would have to become franchised dealers for manufacturers. Off-road franchises were secured for Kawasaki, Suzuki, Yamaha, Cagiva and Maico.

AUGUST-SEPTEMBER 2017 • TRIAL MAGAZINE

DEALER VISIT

MICKEY OATES MOTORCYCLES

It’s a very well stocked shop.

The introduction of the Scottish Montesa dealer franchise was a new area of development for the brothers but they both knew that with hard work and dedication and faith in the product that they could make a success of the Spanish brand.

NEW PREMISES

In the ‘80s Glasgow started to be redeveloped, and Jim Ferguson sold the business premises in 1986 to property developers and relocated to their present address at 19 North Canalbank Street, still in Glasgow. With the new premises it opened the door for company to expand its opportunities, and in 1990 the Suzuki Road-machine franchise was taken on — a brand which they still have to this day.

Their sister Val started working in the family business in 1993, putting her knowledge to good use in the busy Parts Department.

In the off-road world they retain franchises for both Honda and Kawasaki, which they have maintained for over 30 years, selling thousands of motorcycles through the showroom doors to their customers in the process. Putting their money back into the sport has seen a host of riders receive sponsorship including riders such as: William Feeney; Billy MacKenzie; Mark Fulton; David Campbell; George Noble; Simon Graham; Ally Graham; Alastair Dick; Alastair Henderson Jnr; Dennis McGarrie; Roy Black Jnr; John Fleming; Kevin Carmichael; Iain Shankie; Graeme Naismith; Simon Downing; Tom Grant; Tony Whitelaw; Richard Devine; Tony Craig; Ross Rutherford; Neil Chatham; James Mowat — to name but a few.

TRIAL MAGAZINE • AUGUST-SEPTEMBER 2017

Yes it’s a very early Honda TL250.

VIVA MONTESA

The introduction of the Scottish Montesa dealer franchise was a new area of development for the brothers, but they both knew that with hard work and dedication and faith in the product they could make a success of the Spanish brand.

The easily accessible showroom now houses the full range of the Montesa Cota trials models, including the 4Ride which was made available to the Edinburgh and District Motor Club for the officials to use at the event. This offer was gratefully accepted and is an association which Mickey Oates Motorcycles hope can be further developed over the following years.

Along with the Montesa machinery a good stock of second-hand models is always carried, along with all the clothing and hard parts from the various brands and suppliers. Excellent workshop facilities are on site to have any up-grade or service work carried out to a very high standard.

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DEALER VISIT

MICKEY OATES MOTORCYCLES

At the beginning of January 2014 they were asked by Honda UK to attend the SSDT in Fort William offering a spares back up for all the riders who would enter on a Montesa.

The association with Trial Magazine goes back to the 2014 SSDT.

MICKEY OATES MOTORCYCLES

GORDON: “We are a family business, and a small

one at that, but we pride ourselves on the fact that we have been trading for more than 35 years, which in our opinion is a huge accolade in the current climate.

“What’s our success story based on, you may ask? We treat every customer like they are our first customer, giving them the respect they deserve, and they return year after year. We have sold motorcycles on occasion to three generations of the same family. We work hard at what we do, our shop is open six days a week from 8.30am ‘till 6pm, 7pm on a Thursday, and on a Sunday you will find us selling spares from our van at various Motocross meetings. When there are no events on we will be out riding our machines, road or off-road, with our friends and customers.

“We owe a lot to our Dad who started the business many years ago, himself competing in Trials and Motocross. Dad has been in the motorcycle trade for more than 50 years and there isn’t much he doesn’t know about a motorcycle even now at the ripe old age of 79. John also talks about our introduction to Montesa. We are now in our fourth year selling what is considered one of the best trials models available and we are very much 90

Mickey Oates Motorcycles have an excellent relationship with the Scottish Six Days Trial.

enjoying it.

“At the beginning of January 2014, we were asked

by Honda UK to attend the SSDT in Fort William offering a spares back-up for all the riders who had entered on a Montesa. We have returned year after year to this fantastic event where we have been privileged to meet some wonderful people.

“Grahame, Val and I would just like to say a big thanks to all the Montesa Team who help us out at

the SSDT: Graham Foster-Vigors, Miguel Cirera, and Carlos Lacasa, and to the team mechanics Joan Marin, Jordi Riera and Arnau Rafat.

“If you are thinking of a new motorcycle, parts, clothing or accessories give us a call, send us an email or perhaps come and see us in Fort William at the SSDT.” We would like to acknowledge the help from John Moffat the ‘Trials Guru’ for his help with this article.

AUGUST-SEPTEMBER 2017 • TRIAL MAGAZINE

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

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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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SPORT

ACU BRITISH CHAMPIONSHIP

Richard Sadler (Acklams Beta)

Joe Baker (Active Sherco)

EXPERT CLASS

James Fry (Sherco)

In a championship which throws out so many twists and turns, current series leader Richard Sadler will be happy to hold a slender points advantage over James Fry as the series moves towards its conclusion with only three rounds remaining. On the wide variety of terrain found at the Harwood Dale venue Sadler opened up an advantage over Fry that he was able to hold to the end of the event as both third placed Luke Walker and Dan Thorpe tied on 30 marks each, with Walker getting the ‘nod’ on the tie decider. Lynton based Joe Baker, at 36 years old, won the Expert class as far back as 2008 on a Scorpa and is still a very dominant force in the Devon area. He showed this with a victory at the ‘Ruby Rocks’ venue at round five. Not able to commit to a full championship season due to family commitments, he kept series leader Sadler down in second position.

Dan Thorpe continues to lead the JST Gas Gas UK challenge but knows he needs a win to challenge for the title. He was followed home by the three Sherco riders Tom Affleck, Luke Walker and James Fry. The last of these three retains second in the championship and will be looking to fight with Sadler for the title over the remaining three rounds.

ACU BRITISH CHAMPIONSHIP THREE ROUNDS REMAINING

EXPERT CLASS ROUND 4: SCARBOROUGH RESULTS: 1: Sadler 22; 2: Fry 28; 3: Walker 30; 4: Thorpe 30; 5: Waite 31; 6: Child 32; 7: Affleck 40; 8: Alford 41; 9: Jervis 45; 10: Stones 48.

ROUND 5 WEST OF ENGLAND RESULTS: 1: Baker 11; 2: Sadler 13; 3: Thorpe 16; 4: Affleck 27; 5: Walker 33; 6: Fry 35; 7: Starmer 35; 8: Pearson 38; 9: Alford 40; 10: Stay 48.

CHAMPIONSHIP POSITIONS RESULTS: 1: Richard Sadler (Acklams Beta) 84; 2: James Fry

Dan Thorpe (JST Gas Gas UK) TRIAL MAGAZINE • AUGUST-SEPTEMBER 2017

(Sherco) 79; 3: Dan Thorpe (JST Gas Gas UK) 71; 4: Luke Walker (Sherco) 57; 5: Tom Affleck (Cloburn Sherco) 53; 6: Joe Baker (Active Sherco) 40; 7: James Stones (Acklams Beta) 33; 8: Jonny Starmer (Beta) 32; 9: Chris Alford (JST Cloburn Gas Gas) 22; 10: Chris Stay (Gas Gas) 22; 11: Rob Waite (Beta-UK/ Acklams) 21; 12: Hugo Jervis (Beta) 16; 13: Harold McQuaid (Gas Gas) 15; 14: Lloyd Price (Gas Gas) 14; 15: Chris Pearson (SplatShop Electric Motion) 13.

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SPORT

ACU BRITISH CHAMPIONSHIP

Billy Green (Beta-UK)

Josh Hanlon (Beta-UK)

YOUTH A CLASS

Duncan MacColl (Beta)

Showing total domination of this year’s championship, Billy Green has one hand on the title with three rounds remaining as his 100% record shows in 2017. Winning with convincing margins, Green has used his World Championship experience in the Trial125 class to head onwards and upwards towards the title, showing some excellent riding skills along the way. Who would like to predict the riders who will join him on the podium?

The much travelled Josh Hanlon from Ireland keeps showing flashes of his riding skill but remains very inconsistent. He will have to overcome this as both Duncan MacColl and Oliver Smith also have eyes on the second position in the championship. Both these two tied on marks at Scarborough but Smith had the advantage at the West of England trial. Expect this fight to go all the way to the final round of the championship.

ACU BRITISH CHAMPIONSHIP THREE ROUNDS REMAINING

YOUTH A CLASS ROUND 4: SCARBOROUGH RESULTS: 1: Green 39; 2: Hanlon 47; 3: MacColl 57; 4: Smith 57; 5: Collinson 92; 6: Oblein 99; 7: Tolson 119; 8: Biggins 119; 9: Eley 146; 10: Juffs 151.

ROUND 5 WEST OF ENGLAND RESULTS: 1: Green 17; 2: Smith 48; 3: MacColl 50; 4: Hanlon 61; 5: Oblein 85; 6: Tolson 90; 7: Wright 137; 8: Juffs 144; 9: Day 146; 10: Eley 154.

CHAMPIONSHIP POSITIONS RESULTS: 1: Billy Green (Beta-UK) 100; 2: Josh

Oliver Smith (Gas Gas) 96

Hanlon (Beta) 77; 3: Duncan MacColl (Beta) 75; 4: Oliver Smith (Gas Gas) 73; 5: Gus Oblein (Sherco) 53; 6: Will Tolson (Beta) 36; 7: Jake Eley (Acklams Beta) 36; 8: Jack Biggins (Beta) 28; 9: Adam Juffs (Beta) 28; 10: Ronnie Day (Gas Gas) 24; 11: Joshua Wright (Beta) 19; 11: Zac Collinson (Feet-Up Gas Gas) 11; 12: Joe Faunthorpe (Beta) 10.

AUGUST-SEPTEMBER 2017 • TRIAL MAGAZINE

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SPORT

ACKLAMS BETA BRITISH CHAMPIONSHIP

Daniel Slack

Youth B, C & D Still producing world class riders such as Jack Price, now in his ‘Rookie’ year in the TrialGP class we can rest assured that the talented youth riders in Great Britain will continue to be a class act. With strong entries and a good competitive spirit shown in all classes we have a look at this year’s championships after three rounds of the proposed four have been completed.

Some riders have one hand on the trophy in the championship classes, but nothing is for certain until the final results have been confirmed. Rounds two and three were both based in North Yorkshire but held in totally different conditions. At round two it rained heavily all day at the exposed Skyrakes venue high above Skipton on the open moors. The day after at round three, conditions were much more enjoyable on the wooded rocky outcrops at Brimham Rocks.

ARTICLE: YOOMEE THANKS TO BARRY ROBINSON FOR POPULATING THE ACKLAMS BETA BRITISH CHAMPIONSHIP 2017 TABLES

Charlie Smith (Beta)

B CLASS

Sheer consistency and good solid riding by Daniel Slack has been rewarded with three wins, pulling him clear of his nearest rivals Charlie Smith and Mitchell Brightmore in the championship. The wet conditions brought out the best in Slack at round two with a clear victory, and in the easier conditions at round three he kept his cool to take a closer victory from Smith. The top three riders in the championship stand clear but the competition between the next three riders has been much closer as they compete for the championship points.

ACKLAMS BETA BRITISH CHAMPIONSHIP YOUTH B CLASS ROUND 2: BRADFORD & DMC LTD, SKYRAKES, YORKSHIRE RESULTS: 1: Daniel Slack (Sherco) 30; 2: Charlie Smith (Beta) 41; 3: Mitchell Brightmore (Gas Gas) 45; 4: William Dalton (Beta) 53; 5: Ryan Brown (Beta) 58; 6: Ben Dignan (Gas Gas) 61; 7: Edward Earl (Beta)78; 8: Fraser Arden (Beta) 79; 9: Jack Dance (Beta) 89; 10: Brett Harbud (Beta) 95; 11: Harvey Taglione (Gas Gas) 113; 12: William Clarke (Beta) 115; 13: Ros Galloway (Scorpa) 128; 14: Joe Child (Beta) 135; 15: Alice Minta (Beta) 142.

ROUND 3: YEADON GUISELEY DMC LTD, BRIMHAM ROCKS, YORKSHIRE RESULTS: 1: Slack 5; 2: Smith 7; 3: Brightmore 18; 4: Dalton 24; 5: Jack Dance (Beta) 31; 6: Dignan 35; 7: Brown 37; 8: Earl 54; 9: Harbud 58; 10: Galloway 72; 11: Minta 105; 12: Brooksbank 115; 13: Clarke 121; 14: Mason Meadows (Beta) 152.

ACKLAMS BETA BRITISH CHAMPIONSHIP 2017 – 3 OF 4 ROUNDS RESULTS: 1: Daniel Slack 60; 2: Charlie Smith 47;

Mitchell Brightmore (Gas Gas) 98

3: Mitchell Brightmore 47; 4: William Dalton 37; 5: Ben Dignan 35; 6: Ryan Brown 30; 7: Jack Dance 28; 8: Edward Earle 25; 9: Ross Galloway 14; 10: Brett Harbud 14; 11: Harvey Taglione 12; 12: William Clark 9; 13: Alice Minta 9; 14: Joe Child 8; 15: William Stansbie 7.

AUGUST-SEPTEMBER 2017 • TRIAL MAGAZINE

SPORT

ACKLAMS BETA BRITISH CHAMPIONSHIP

C CLASS STANDARD WHEEL

After winning round one Buxton’s Harry Turner used his confidence to take two more clear victories. Dominated by the Italian Beta two-stroke machines this class, as with the others, sees some very strong performances from all the riders. An injured Harry Hemingway knew his championship was over when he damaged his shoulder, but he returned at round three to show his talents edging Jamie Galloway into third position. Ashton Brightmore knows he will need a strong ride at the final round if he is to challenge Galloway for the second step on the podium in the championship.

ACKLAMS BETA BRITISH CHAMPIONSHIP C CLASS STANDARD WHEEL

ROUND 2: BRADFORD & DMC LTD, SKYRAKES, YORKSHIRE RESULTS: 1: Harry Turner (Beta) 2; 2: Jamie Galloway (Beta) 8; 3: Ashton Brightmore (Beta)

11; 4: Harry Stephenson (Beta) 15; 5: Bobby Moyer (Beta) 32; 6: Alfie Lampkin (Beta) 34; 7: Jay Pyper (Beta) 36; 8: Oscar Lace (Beta) 64; 9: Alfred Alderman (Beta) 122.

ROUND 3: YEADON GUISELEY DMC LTD, BRIMHAM ROCKS, YORKSHIRE RESULTS: 1: Turner 12; 2: Harry Hemingway (Beta) 24; 3: Galloway 31; 4: Brightmore 32; 5: Stephenson 68; 6: Pyper 72; 7: Moyer 85; 8: 100; 9: Lampkin 105.

ACKLAMS BETA BRITISH CHAMPIONSHIP 2017 – 3 OF 4 ROUNDS COMPLETED RESULTS: 1: Harry Turner 60; 2: James Galloway 47; 3: Ashton Brightmore 45; 4: Henry

Harry Turner (Beta)

Stephenson 37; 5: Jay Pyper 30; 6: Bobby Moyer 30; 7: Alfie Lampkin 26; 8: Oscar Lace 24; 9: Finlay Kettle 7; 10: Alfred Alderman18.

George Hemingway (Beta)

C CLASS MEDIUM WHEEL – PETROL

The class act that is George Hemingway has made this championship his own with three clear victories. Despite a show of talent, inconsistent rides have left Charlie Crossland second in the championship and he knows he will need a good solid performance in the final round as Max Agar is only two points behind in the championship. Behind these three Alfie Ray-Turner and Morgan Shepherd are locked together for championship positions, which will be resolved at the final round.

Dominic Horne (Oset)

C CLASS MEDIUM WHEEL – ELECTRIC

Two riders, both with eyes on championship glory; that’s what we have here with Dominic Horne and Myles Hutchinson.

Both Oset mounted and of equal ability, it will be a very tense ‘electric’ final round with such a close points difference in the championship.

ACKLAMS BETA BRITISH CHAMPIONSHIP

ACKLAMS BETA BRITISH CHAMPIONSHIP

YOUTH C CLASS – MEDIUM WHEEL (PETROL)

YOUTH C CLASS – MEDIUM WHEEL (ELECTRIC) ROUND 2: BRADFORD & DMC LTD, SKYRAKES, YORKSHIRE

ROUND 2: BRADFORD & DMC LTD, SKYRAKES, YORKSHIRE RESULTS: 1: George Hemingway (Beta) 26; 2: Charlie Crossland (Beta) 58; 3: Alfie Ray-

Turner (Beta) 59; 4: Max Agar (Beta) 69; 5: Morgan Shepherd (Beta) 95; 6: Jacob Reeday (Beta) 110; 7: Freddie Stephenson (Beta) 119; 8: Arran Sherwin (Beta) 124.

RESULTS: 1: Dominic Horne (Oset) 30; 2: Myles Hutchinson (Oset) 50; 3: Thomas Wright (Oset) 132.

ROUND 3: YEADON GUISELEY DMC LTD, BRIMHAM ROCKS, YORKSHIRE

ROUND 3: YEADON GUISELEY DMC LTD, BRIMHAM ROCKS, YORKSHIRE

RESULTS: 1: Hemingway 67; 2: Agar 80; 3: Shepherd 91; 4: Crossland 92; 5: Turner 102; 6: Reeday 123; 7: Sherwin 123; 8: Stephenson 125.

RESULTS: 1: Hutchinson 58; 2: Horne 82; 3: Wright 158.

ACKLAMS BETA BRITISH CHAMPIONSHIP 2017 – 3 OF 4 ROUNDS

ACKLAMS BETA BRITISH CHAMPIONSHIP 2017 – 3 OF 4 ROUNDS

RESULTS: 1: George Hemingway 60; 2: Charlie Crossland 47; 3: Max Agar 45; 4: Alfie Ray-

Turner 39; 5: Morgan Shepherd 37; 6: Freddie Stephenson 27; 7: Jacob Reeday 20; 8: Jacob Potts 9; 9: Arran Sherwin 8.

TRIAL MAGAZINE • AUGUST-SEPTEMBER 2017

RESULTS: 1: Dominic Horne 57; 2: Myles Hutchinson 54; 3: Thomas Wright 45; 4: Dylan Ratcliffe 26.

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SPORT

ACKLAMS BETA BRITISH CHAMPIONSHIP

Fraiser Lampkin (Beta)

Toby Shaw (Oset)

D CLASS MEDIUM WHEEL – PETROL

Despite a very small entry in this class the enthusiasm is there to see as Frasier Lampkin with a very quick throttle hand took two spirited wins in North Yorkshire in both the rain and the sunshine. Max Dance has the championship lead, as Lampkin missed the opening round, and looks pretty much assured of the title.

D CLASS MEDIUM WHEEL – ELECTRIC

Despite another class with a small entry, Stefan Mewett-Richardson and Alexander Horne will both be focused on the final round with such a close points difference in the championship. Toby Shaw missed the first round but showed his championship credentials by winning the two rounds in Yorkshire.

ACKLAMS BETA BRITISH CHAMPIONSHIP

ACKLAMS BETA BRITISH CHAMPIONSHIP

YOUTH D CLASS – MEDIUM WHEEL (PETROL)

YOUTH D CLASS – MEDIUM WHEEL (ELECTRIC)

ROUND 2: BRADFORD & DMC LTD, SKYRAKES, YORKSHIRE

ROUND 2: BRADFORD & DMC LTD, SKYRAKES, YORKSHIRE RESULTS: 1: Toby Shaw (Oset) 14; 2: Stefan Mewett-Richardson (Oset) 60; 3:

RESULTS: 1: Frasier Lampkin (Beta) 89; 2: Max Dance (Beta) 164.

Alexander Horne (Oset) 61; 4: Jonathan Fannon (Oset) 109.

ROUND 3: YEADON GUISELEY DMC LTD, BRIMHAM ROCKS, YORKSHIRE

ROUND 3: YEADON GUISELEY DMC LTD, BRIMHAM ROCKS, YORKSHIRE

RESULTS: 1: Lampkin 86; 2: Dance 158.

RESULTS: 1: Shaw 38; 2: Mewett-Richardson 83; 3: Horne 92; 4: Fannon 116.

ACKLAMS BETA BRITISH CHAMPIONSHIP 2017 – 3 OF 4 ROUNDS

ACKLAMS BETA BRITISH CHAMPIONSHIP 2017 – 3 OF 4 ROUNDS

RESULTS: 1: Max Dance 54; 2: Frasier Lampkin 40; 3: Adam Day 32; 4: Jasper

RESULTS: 1: Mewett-Richardson 49; 2: Alexander Horne 47; 3: Toby Shaw 40;

Fox 28.

4: Jonathan Fannon 39.

D CLASS SMALL WHEEL

This is potentially the most exciting class to watch in the Youth championships. Young riders who just want to have fun in a very competitive, safe and friendly environment supported by their parents. Ian Smith and the Oset family have put heart and soul into this class so I am sure you appreciate their excitement as their son Elliott goes into the final round with a small championship lead. The ever smiling youngster very much enjoys his motorcycling but he knows the final round will be a tough one. Stanley Cubbon and Euan Sim fought for victory at the second round in the rain of Skyrakes. The day after, in the much better weather at Brimham Rocks, it was Elliot Smith who took his first win of the four round series. It’s also nice to see some spirited riding from the young ladies in this category. Can Smith hold his nerve with Sim and William Sagar breathing down his neck?

Whatever the outcome I am sure they will all be smiling!

ACKLAMS BETA BRITISH CHAMPIONSHIP YOUTH D CLASS — SMALL WHEEL ROUND 2: BRADFORD & DMC LTD, SKYRAKES, YORKSHIRE RESULTS: 1: Stanley Cubbon (Oset) 18; 2: Euan Sim (Oset) 26; 3: Elliott Smith (Oset) 33; 4: William Sagar (Oset) 34; 5: Rowan Dean (Oset) 58; 6: Joe Drysdale (Oset) 61; 7: Ellis Barton (Oset) 66; 8: Jonathan Hancock (Oset) 67; 9: Matilda Arbon (Oset) 72; 10: Ruari Younie (Oset) 72; 11: Max Lampkin (Beta) 81; 12: Oliver Arkwright (Oset) 86; 13: Corey Shepherd (Mecatecno) 114; 14: Summer Brooksbank (Oset) 117; 15: Kai Fairhurst (Oset) 139; 16: Charlie Crabtree (Sherco) 148.

ROUND 3: YEADON GUISELEY DMC LTD, BRIMHAM ROCKS, YORKSHIRE RESULTS: 1: Smith 7; 2: Sim 9; 3: Sagar 12; 4: Drysdale 23; 5: Hancock 36; 5: Dean 58; 6:

Cubbon 37; 7: Arbon 41; 8: Barton 50; 9: Lampkin 50; 10: Younie 54; 11: Charlie Petty (Oset) 62; 12: Dean Rowan (Oset) 70; 13: Brooksbank 76; 14: Shepherd 77; 15: Arkwright 81.

ACKLAMS BETA BRITISH CHAMPIONSHIP 2017 – 3 OF 4 ROUNDS RESULTS: 1: Elliott Smith 52; 2: Euan Sim 49; 3: William Sagar 48; 4: Stanley Cubbon 40; 5: Euen Sim (Oset) 100

Joe Drysdale 36; 6: Matilda Arbon 27; 7: Ellis Barton 27; 8: Rowan Dean 22; 9: Ruan Younie 18; 10: Max Lampkin 12; 11: Jonathan Hancock 11; 12: Corey Shepherd 10; 13: Rowan Davis 8; 14: Oliver Arkwright 5; 15: Kia Fairhurst 4.

AUGUST-SEPTEMBER 2017 • TRIAL MAGAZINE

AG Bikes TrialMag 0717.pdf

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EAST NEUK

TRIALS MOTORCYCLES SSDT – OUR WINNERS SSDT East Neuk Trials Motorcycle would like to congratulate our top three Scottish riders: Gary MacDonald, Andy Anderson and Craig Houston. All Scorpa riders who started the SSDT, all finished.

SPECIAL FIRST CLASS AWARD: Gary MacDonald, Andy Chilton, Jonathon Lunney, Stephen Dixon, Sean Doyle, Andy Anderson, Craig Houston and Sam Myers (Top 50). FIRST CLASS AWARD: Dominique Guillaume (Swiss), Nigel Birkett and Jess Bown (Top 100).

SECOND CLASS AWARD: Gary Pears, Stan Bakgaard (Canadian) and Matt Bown (Top 200). FINISHERS AWARD: Guy Favre (French).

We would also like to congratulate Gary MacDonald on his historic win in the Pre 65 Two Day Trial by becoming the first Scottish rider and a newcomer to win this event.

2017 MODELS IN STOCK NOW

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12/05/2017 08:55

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YOUTH MINTEX

Headline Line Two

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WORDS: JOHN HULME • PICTURES: JUSTYN NORYCK

T

he Spanish brand Montesa, and Jim hearts. Our hospitality was branded “second to Sandiford go hand in hand. The none” – other “contracted” riders used to try and Sandiford family have imported the sneak in for some of our scram… we generally let machines since the late sixties. When them. This sport is so family orientated it is (and Jim Sandiford passed away in 1993 it was his will be) very difficult for someone from outside to son and daughter Martin and Caroline who integrate and ours is certainly a VERY hard act to were left to continue with the business. They follow. have successfully negotiated their way to enviable success with sales of machines, and competition success including SSDT and Scott To win with James in 2007 was unbelievable…

Trial wins. In a male dominated sport it was Stood at the bottom of the hill with all my and Caroline who looked after the logistics. She has James’s family before he rode up onto the finish attended every SSDT since a very early age. ramp, and to see his (and team riders Jack Lee and With the change of direction in the Montesa/ Andy Huddleston’s) body language as they rode Honda trials importership she will not have the down the back street.. We knew he’d done it... I Ryan Brown (Acklams Beta) famous Montesa hospitality in the Parc Ferme, cried... Personally for me that year I needed that, leading her to have her first holiday in May! he knew that and didn’t disappoint. It was utterly “I really don’t know what I’m going to do with fantastic and a real team effort. Exactly what this myself that first week in May… It’s going to be sport is all about. As for Amos in 2002, well what very strange. My brother is sad but relieved... he can I say... Amos and this family have a friendship really hated the headache that went with it all, but going back YEARS (Back to Cyclo Trials Days) I still love that place and the event, it still is Dad and his win was very very special and was for me… What will I do? .. I will probably still drive celebrated as only Amos can!! to Fort William for a few days’ holiday and for the Now I’m not going to get into the politics, the first time in over 17 years watch some sections. global meltdown and the impact that had on That will certainly be a novelty, after having been Montesa. The phone is ringing daily at the moment confined to the Parc Ferme day in day out running with the “Why aren’t you doing the Montesa our service for such a long time. I can’t NOT do the service in Scotland?” and it’s a question we cannot drive up through Glencoe, wave at the tree growing politically answer. The switch to four-stroke (and out of the rock (long story… but as kids Dad used being the leaders) should have paved the way for to wake us up to look at the same! – Ask Hemmo’s Montesa, but across the board it increased the and any Lampkin, they used to get woken up to base costs of the bikes and therefore the retail.

Duncan (Beta)But yes, to watch some sections Duncan Macoll withand Carolyne Kenzitt look at itMacoll as well!)

The economy took a downturn the buying would be nice. Although I am sure I will feel like a public could no longer justify such a high end cost S3 CHAMPIONSHIP spare part. No working out of delay times (Wow)... (despite the brand’s unrivalled reliability). TwoPOSITIONS AFTER 6 OF 8 ROUNDS I can do them in my head I’ve been doing those strokes made a resurgence… sales of four-strokes for so long, but I’m sure someone will chuck their diminished. With over 40 years of experience and WORLD TRIAL CHAMPIONSHIP delay card at me with the words “Caz – how long Montesa contacts all over the world we are a stick LADIES (ROUTE A): 1: Joanne Coles (Gas Gas) 16; have I got?” Don’t get me wrong, the 14 hours of Montesa rock... cut us in half and that’s what 2: Becky Cook (Sherco) 22; 3: Emma Bristow (Gas (sometimes) on that car park is extremely hard is says... Coupled with unsurpassable knowledge Gas) 38; 4: Donna Fox (Sherco) 52. work; the loading of all the spares, the setting and experience of the brand it’s been a sad YOUTH A CLASS (ROUTE A): 1: Hannah Styles (Gas out of the same, the preparation and logistics of demise… But looking forward, we as a family still Gas) 65; 2: Danielle Whitham (Beta) 100. the “hire” bikes, looking after riders… it’s always have a commitment to the sport. That’s what Trials YOUTH B CLASS (ROUTE B): 1: Chloe Richardson classedaingood our family as THE WORST WEEK of starters, is aboutthe – always has been and always will be...

With strong entry of fifty-two annual chance for young (Sherco) 10; 2: Nikita Smith (Gas Gas) 12; 3: Kate the year… but it still holds that special place in our Trials = Family and lifelong Friendships … simple.

Hunter (Sherco) 41; 4: Simone Wallis (Gas Gas)

A FOUR-STROKE WINNER

Duncan’s double-shock riders to have an early taste of the legendary Scott Trial course was once again presented by the Richmond Motor Club. Duncan MacColl made the journey down from Scotland to give the English riders a double shock as not only did he take the Mintex Trophy by setting the fastest time in the trial, he also kept his young feet on the footrests to record the best observation score and take home the NLS Contracts Trophy.

“it laceped es cus doluptas maximincto earum explatem volor aliquis cora esseratque etur, officabore eiciis repe volorep” WORDS: STEVEN CRANE • PICTURES: BARRY ‘BAZZA’ ROBINSON

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53; 5: Hannah Richardson (Gas Gas) 63.

YOUTH C CLASS (ROUTE C): 1: Beth Waite (Beta)

13; 2: Maise Payne (Beta) 26; 3: Naimh Richardson (Beta) 30; 4: Gabby Whitham (Beta) 66; 5: Alice Minta (Gas Gas) 97.

LADIES INTERMEDIATE (ROUTE B): 1: Emma

Morphett (Beta) 25; 2: Lianda Dabill (Gas Gas) 28; 3: Caz Alford (Gas Gas) 28; 4: Harriet Shore (Gas Gas) 43; 5: Vicky Ellis (Beta) 45.

Gus Oblein (Sherco) AUGUST-SEPTEMBER 2017 • TRIAL MAGAZINE

YOUTH MINTEX

Reece Gazzard (Scorpa)

Harry Bowyer (Gas Gas) TRIAL MAGAZINE • AUGUST-SEPTEMBER 2017

Alice Minta (Beta) The teenager from Lochaber trials country was in superb form on the 125cc Beta as he kept local ace Ryan Brown down in second position after a hard day’s riding in the wide open conditions that the Mintex brings to the event.

Out of the entry of 52 starters there were 20 first-time riders and a healthy 25 under the age of 15. MacColl’s ride was even better considering the hot riding conditions over the day, where the competitors cover just over half a full Scott Trial distance. As expected from such a tough event, it threw up many challenges for the riders.

Daniel Slack conceded 10 minutes on time to MacColl and 32 on observation on his way to third place after chain problems slowed down his charge, but he never gave up and was still pushing hard after a tough day as he approached the finish.

The 22-mile, single-lap course extended four miles out onto the Hurst Moor to Moresdale Gill, giving the event a real Scott Trial experience where two stream sections tested all classes with the slippery rocks and hidden water holes. A double loop down the moor and back up took in the hazards at Whisky Gill and Dipper after the initial Braithwaite’s, Cold Bank and Dry Gill was ridden.

As always with this event the hard luck stories began, with Scarborough’s Zac Collinson who exited the event with just seven sections to ride to join Luke Couglan, Richard Moorhouse, Martyn Pratt and Oliver Towns as retirements.

Spare a thought for Buxton based Mitchell Brightmore as the youngster parted with just 50 on observation but posted a no-score at section 25 at Slee Gill on lap one, having missed the hazard, which forced his exclusion from the results.

History was made as Telford’s Alice Minta was recorded as being the first girl to complete the course, taking 17 place with a very creditable

observation score.

Reece Gazzard on his Scorpa was very happy with his Best Under 15 award, as was the last official finisher Will Handley on his Gas Gas. Showing real guts and determination, Harry Bowyer took the Best Endeavour award and promised to return in 2018. Good on ya!

MINTEX RESULTS: 1: Duncan MacColl (Beta) 0 + 17 = 17;

2: Ryan Brown (Acklams Beta) 2 + 31 = 33; 3: Daniel Slack (Sherco) 10 + 32 = 42; 4: Jack Biggins (Beta)18 + 31 = 49; 5: Gus Oblein (Sherco) 24 + 28 = 52; 6: Reece Gazzard (Scorpa) 10 + 48 = 58; 7: Tom Needham (Gas Gas) 5 + 53 = 58; 8: Ben Dignan (Gas Gas) 9 + 51 = 60; 9: Guy Stones (Beta) 19 + 48 = 67; 10: Brett Harbud (Beta) 25 + 69 = 94.

LUSCOMBE SUZUKI TROPHY BEST UNDER 15: Reece Gazzard (Scorpa) 58

THE MINTEX CUP STANDARD TIME: Duncan MacColl (Beta) 03.06.35

THE NLS CONTRACTS TROPHY BEST ON OBSERVATION: Duncan MacColl (Beta) 17

THE ROBINSON JOINERY CUP LAST OFFICIAL FINISHER: Will Handley (Gas Gas) 05.32.30

THE J.S. JOHNSON TROPHY BEST LADY PERFORMANCE: Alice Minta (Beta) 158

THE SYL PALMER TROPHY BEST FIRST TIME RIDER: Gus Oblein (Sherco)

THE HARKER COACHES TROPHY THE RIDER SHOWING THE BEST ENDEAVOUR: Harry Bowyer (Beta)

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AUGUST-SEPTEMBER 2017 • TRIAL MAGAZINE

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.”

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CYCLE CLEAN

DYLAN BROWN — APICO: “Clean is our first venture into the pedal bike

market and the timing seemed right; with cyclo trials being so new to Apico in the UK and a closely related sport to motorcycle trials, it made sense to distribute the brand. The products are second to none and at the very top of their game, with Abel being the best cyclo-trials rider in the world and winning on his own handmade equipment, using the best materials available and sourcing more

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complex parts such as cranks and braking systems from the world’s leading cycle parts manufacturers. We are looking to take on trials dealers initially to stock the bikes & clothing, with a plan to also develop our dealer network within the cycle market. These are exciting times for Apico Factory Racing, Clean and the Excens Group, as we all grow within our respective sectors and help each other to develop new and innovative products to bring to the off-road marketplace.”

AUGUST-SEPTEMBER 2017 • TRIAL MAGAZINE

APLICACIÓN DEL LOGOTIPO SOBRE FONDO OSCURO

S1: 20”/18”

Stem: Clean 145 x 25 Headset: Clean Externa

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Crankset: ISIS system with 170mm cranks Chain: KMC 610HX

X2: 20”26”

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keep it clean w w w. a p i c o.c o. u k

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Instruction to your bank or building society Please pay Warners Group Publications Direct Debits from the account detailed in this Instruction subject to the safeguards assured by the Direct Debit Guarantee. I understand that this Instruction may remain with Warners Group Publications and, if so, details will be passed electronically to my bank/building society.

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* Free P&P applies to mainland UK only. Overseas please email: subscriptions@warnersgroup.co.uk or call +44 1778 392481 TRIAL MAGAZINE • AUGUST-SEPTEMBER 2017

Banks and building societies may not accept Direct Debit Instructions for some types of account.

DDI6

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It’s time for a closer look at the Kia Sportage

hesterfield

r • S41 9AD • 01246 641446

Triangle of Chesterfield

6 Duke Street, Whittington Moor • S41 9AD • 01246 454545 • triangle-kia.co.uk

e of Chesterfield are a credit broker (not a lender) for the purposes of this financial promotion and can introduce you to a limited number of carefully selec

Fuel consumption in mpg (I/100km) for the model shown: Urban 30.7 (9.2), Extra Urban 43.5 (6.5), Combined 37.7 (7.5), CO2 emissions 175g/km. MPG figures are official EU test figures for comparative

purposes and may not reflect real driving results. Model shown Sportage 'GT-Line 5' 1.6 T-GDi 174bhp 7-speed auto DCT at £30,870 including Infra Red premium paint at £575. Kia Sportage range available from £18,795. Specification varies across the range and is subject to change without notice. t5portage models only up to £1,000 towards your Personal Contract Purchase Deposit (excluding 1/KX1 which is £500). Please visit kia.com/uk or contact your Kia Dealer for full details and exclusions. Not available with any other offer. T&Cs apply. Subject to status. 18s or over. Guarantee may be required. Kia Finance RH2 9AQ. Offer available for residents of United Kingdom. Offer available on purchase of a Kia Sportage in the United Kingdom between 01.07.2017 — 30.09.2017. Private customer registrations only.

Excluding Personal Contract Hire. *Free-of-charge Care-3 available on Kia Sportage at participating dealers for new cars when ordered and registered between 01.07.2017 — 30.09.2017. Customers have 31 days from their vehicle's registration date to subscribe. Care-3 consists of first three services. Care-3 offer available to customers only, excluding Private Contract Hire. 7 year / 100,000 mile manufacturer's warranty.

Triangle of Chesterfield Ltd trading as Triangle Kia are a credit broker (not a lender) for the purposes of this financial promotion and can introduce you to a limited number of carefully selected finance providers and may receive a commission from them for the introduction.

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:

moto.michelin.co.uk

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JACK

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