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Distribution: Warners Group Publications © 2020 CJ Publishing Ltd. All rights reserved. No part of this publication may be reproduced or transmitted in any form or by any means without the prior written consent of the Publishers. Great care is taken to ensure accuracy in the preparation of this publication, but neither CJ Publishing Ltd or the editor can be held responsible for its contents. The views expressed are those of the contributors and not necessarily those of the Publishers. Trial Magazine is published by: CJ Publishing Limited, registered in England Number: 5947718. Trial Magazine: ISSN: 1753-0040. Trial Magazine • June-July 2020

Dougie Lampkin

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News • The world of trials

NO NEWS: COVID-19, STAY SAFE, STAY STRONG Yes, they’re the words we all need to hear: stay safe and strong. No one could have predicted the impact that the Coronavirus would have on the sport we all love, and life in general. At the Trial Magazine offices, we have been strictly following the government guidelines. I’m working on my own, supported by my superb and super-efficient secretary, Lisa Carr, who has been based at her home some 45 minutes away. By following these guidelines, we have been able to keep both magazine titles, Trial Magazine and Classic Trial Magazine, on sale along with the DVD and book collection and merchandise through website orders, which we have gratefully received. The number of new subscribers for both titles has been very welcome and, once again, much appreciated. Producing this magazine you are reading has not been easy. Still, the support from the contributors

and photographers has given me a full 116-page magazine of which I am very proud of considering the circumstances. The trade and dealer support has really touched the staff and me, and I am eternally grateful for this. My chief design man, Dean Cook, at the Magazine Production Company, has, as usual made my work into something we can all enjoy. The wonderful people at Buxton Press, based not far from us in New Mills in Derbyshire, have given the publication the quality it deserves. With many retail outlets closed for the moment, I strongly advise anyone to get in touch with us and subscribe via the website: www.trialmaguk. com or leave a message on the answerphone: 01663 744766, and we will call you back. Please be patient when calling as I only pick up the calls when in the office and, remember, I am on my own! If you have any questions, please feel

free to email me: england@trialmag.com. The cancellation of the Scottish Six Days Trial was a massive blow to the sport, but the situation was rescued as best it could be with the help of my very good friends at Nevis Radio. For many years now both Trial Magazine and Michelin tyres have supported the radio station in the West End Car Park, Fort William, which is the base for the SSDT. This year, with no event, the ‘Trials Guru’ John Moffat orchestrated a live radio show for five of the six days; a virtual event, with John Weller and Simon Abberley making it all happen in-house in Fort William. I must say everyone did a first-class job. They kept us entertained with the guest speakers including Gary MacDonald, Vince Macintosh, Berne Schreiber, James Dabill, Mick Andrews, Yrjo Vesterinen, Steve Saunders, Andy James from Michelin and Steve Colley. As we went to print, we were still waiting for news on the return of sporting events, including motorcycle trials. Before I close, I would like to express my condolences to anyone who has lost loved ones during this pandemic. We are a motorcycling family; they will not be forgotten. To everyone: please stay safe and stay strong. John Hulme.

STOP PRESS • STOP PRESS • STOP PRESS • STOP PRESS

TRRS GOLD SERIES 2020

As we went to press the exciting news came from TRRS in Spain that the new 2020 Gold Series models would be available in: 125cc, 250cc, 280cc and 300cc engine sizes. The new TRRS Gold series brings the latest touch to a long line of evolution and marks the

beginning of a new concept focused on the search for maximum performance. Many years of work and exchanging opinions constantly with their riders, listening to them and interpreting their feelings to help improve each one of the components of the new models is how we arrive at the 2020 Gold

series. The lightest motorcycle in its category will also be available with the electric start making for the best option for expert and amateur riders alike. For more information on all TRRS products available in the UK please go to the advert in this magazine on pages 16 and 17.

FOR THE LATEST PRODUCTS AND DEALS, HAVE YOU VISITED TRIALMAGUK.COM? 10

June-July 2020 • Trial Magazine

THE CHOICE OF CHAMPIONS

TONI BOU 14 x FIM X-Trial World Champion (Indoor) 13 x FIM Trial World Champion (Outdoor)

To discover the MICHELIN Trial range visit: www.michelin.co.uk/motorbike

Observation • Schreiber’s Section

SCHREIBER

GOING FORWARD My heart goes out to everyone around the globe who has lost loved ones and been affected by the horrible Coronavirus, COVID-19. Going forward, I have had to hit the pause button my ‘Bucket List’ of competing in the Pre-65 Scottish. It’s a small price to pay, as I am sure you agree, in the bigger picture of this worldwide pandemic. Maybe I can return to Scotland for the Leven Valley Two Day Trial in September, we will see. Words: Bernie Schreiber • Pictures: Trials Media

first visited Scotland in 1976 as a spectator at the SSDT to discover its uniqueness, but my first attempt at the event on the pegs was in 1977 when some experience was gained, and I finished as Best Newcomer. My second attempt was in 1980, which seemed much more difficult than 1977, but my ‘proven’ year was 1982, which was to become the first and only non-European ever to win. The 2019 Leven Valley Two Day Trial was my first time in Kinlochleven since 1982, and my first experience riding in trials on a Pre-65 ‘British Made’ Triumph 350 Twin supplied by Martin Murphy. After that event, I was so inspired to ride the Pre-65 Scottish in 2020. I’m hoping to ride the famous Pipeline in 2020 at the trial in September. Scotland is a great 18

place to be, with friendly people in a trials country full of traditional values and history. In the meantime, we seem to have stopped hearing about positivity ever since the coronavirus outbreak tightened its grip on our societies; perhaps because some may consider that being positive, at a time when people are in solitary confinement, is unreasonable. It is well known that in every crisis, there is a winner and a loser, and the same applies to people. There are those who see the good things in the middle of crises though, and in our sport of overcoming difficult obstacles, it is what trials riders are taught to do. Stay healthy, safe and feet up in the next months – Bernie. June-July 2020 • Trial Magazine

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Catch up • Sam Haslam

STILL IN ACTION

FOUR-STROKING

Mixing it with so many excellent young riders was undoubtedly an excellent way to become successful in the trials world. Sam Haslam was fortunate to come through the ACU process in the good company of Michael Brown, James Dabill, Ross Danby and Alexz Wigg to name but a few. Very quiet in his nature, they are all still very good friends who have matured through life and still compete on a regular basis – still ‘bashing bars’ shall we say. For the majority of his trials career, Sam has ridden Gas Gas machinery, with support from the UK importer John Shirt. With the changes at Gas Gas, after KTM acquired it, he decided it was time for a move. Having fancied riding a four-stroke for a few years, he has moved in 2020 to a Montesa Cota 301 RR sponsored by John Lee Motorcycles. We decided it was time to have a nice quiet catch up with Sam and his thoughts on ‘four-stroking’. Words: Trials Media with Sam Haslam • Pictures: Trials Media Were you ready for a change of machinery? If I am 100% honest, yes I was; I had been on the red Gas Gas machines for the best part of the last 20 years. They are superb machines. I cannot tell you enough just how good they are. Over the years, I have tried other machines, and I briefly moved to Scorpa in 2007. The Scorpa importers, Nigel and June Birkett, were wonderful with me, but it was not for me; again, nothing wrong with the machine, just myself looking to further my career. 30

You had some strong successes on the Gas Gas machines I have so many fond memories from riding the Gas Gas. Like any young rider, I had world championship ambitions after a very successful ACU youth career. As we went into the year 2000, I moved onto a Gas Gas 125cc and eventually won the ACU C class Youth British Championship. On the superb 200cc, I won the B class in 2003 and finally won the A class Championship on a 250cc in 2005.

Did you compete abroad? Yes, I aimed to compete in as many selected World Youth 125cc Cup trials as we could afford to do, and I achieved a few podium places — second being my best. It was difficult for me as I chose to swap from riding a 280cc in the UK and a 125cc abroad; they are two very different machines. I competed the World Junior Championship in 2007 and managed to finish fifth in the overall championship even after missing two of the rounds. June-July 2020 • Trial Magazine

Sam Haslam • Catch up

“It [2006] was a very competitive year, fighting at every round for the win with Joe Baker and Dan Thorpe as the main opposition. It was ‘winner takes all’ at the final round, and I held my nerve to take the title.” Travelling was good fun but very expensive and, on reflection, they were fantastic times. The competitions were well organised, and the events were so competitive with so many riders all fighting for the podium; the marks lost would sometimes be very close. How did the transition go with the move into the adults’ classes? My first main objective was to win the Adult British Expert British Championship, which I achieved in my first year in 2006. It was a very competitive year, fighting at every round for the win with Joe Baker and Dan Thorpe as the main opposition. It was ‘winner takes all’ at the final round, and I held my nerve to take the title. Was it trials all the way for the next few years? It was very much a way of life in the Haslam household. On the 300cc Gas Gas, I moved up to my best-ever finishing position in 2011 of third behind James Dabill and Michael Brown in the ACU British Championship. It was around this time I chose to take a different direction in life and put trials as my ‘hobby’ if you like. My profession is a flooring fitter, and riding the Gas Gas was now limited to my spare time.

and Scott; I still loved competing, and most importantly, I was enjoying my riding. And so to the Montesa I have always been very good friends with the Lee family, in particular, Jack and Chas at the John Lee Motorcycles’ shop. When they acquired the Montesa dealership in 2019, I had a ride on one of the four-stroke machines, and I was favourably impressed. I spoke with the Lee boys, and we agreed with a deal to compete in 2020 in the ACU Trial2 British Championship,

and of course, the Scottish and as many other events as I fancied; it was my type of deal, and it suited both parties. And you have a clothing sponsor? I remain the best of friends with John Shirt and, through his import side of the business, Trialendurodirect online retail, I will use Mots helmets, S3 clothing and Stylmartin boots. Before I close, I would like to thank everyone who has helped me enjoy my life and times in the trials world. Long may it continue!

But you were still competitive? Yes, very much so. I had a good relationship with John Shirt after many years of riding for him. He was very understanding when I spoke to him and told him that I was not able to ride my machine full time as I had to look at my future and start a career outside of trials that would bring me an income. I would compete in all the UK Nationals and British Championships, Scottish Six Days Trial

“When they acquired the Montesa dealership in 2019, I had a ride on one of the four-stroke machines, and I was favourably impressed.” Trial Magazine • June-July 2020

Reflection • Alexz Wigg

Looking calm and collected in a Blackwater hazard.

2010 SCOTTISH SIX DAYS TRIAL

WIGG: WINNER! Trial Magazine was still in its early years when Alexz Wigg won the 2010 Edinburgh & District Motor Club Limited Scottish Six Days Trial. We used to publish the report in the magazine two months after the event. That was until my good friend and avid supporter of the magazine, the late Neil Crosswaite, pointed out the obvious; it needed reporting on ASAP after the event. As always, I listened to his solid advice. Since then, we have gone into overdrive aiming to publish, by the end of the May, the best possible coverage, with excellent images, to aid the SSDTs success further. With Eric ‘EK’ Kitchen supplying pictures for Trials and Motocross News, I would rely on my good friend John E Shirt and the new kid on the block, Andrew Stewart, in 2010. Andrew was a family friend and loved his motorcycle trials; he produced some superb work for us in our early days, as did John. With the SSDT cancelled due to the coronavirus, we take a reflective look at the 2010 event and speak with Alexz about his rather dramatic week where he ticked the box on what so many riders dream about of achieving: a Scottish Six Days Trial victory. Words: John Hulme with Alexz Wigg • Pictures: Trial Magazine, John E Shirt and Andrew Stewart 36

June-July 2020 • Trial Magazine

Reflection • Alexz Wigg

Enjoying the parade through the streets of Fort William on Sunday; the smile says it all, it’s the Scottish Six Days Trial!

In 2010, at what stage was ‘Wiggy’? I will rewind the clock a little to my early trials days. I had enjoyed my time in the learning process on a Yamaha TY 80 before moving to the Gas Gas in the youth championships. I had been fortunate enough to enjoy success with many ACU titles under my belt. I exited the youth process at the end of 2006 as the FIM World Youth 125cc Champion as it was then named, which was a very proud moment for me and my father, Julian. I was also voted the winner of the Pinhard prize. In 2007, I joined the adult world of motorcycle trials. Was this an eye-opener? With my family by my side, we had some fantastic times travelling in Europe and around the world as my career progressed. These are very fond memories. The Gas Gas was a fantastic machine, and I am eternally grateful to my many sponsors who made it all possible in those early days. It was a steep learning curve. My first time at the Scottish Six Days Trial as a rider, I was in a group riding with John R

Tuesday was a long day; here I am feet-up at Creag Lundie.

Shirt and Wayne Braybrook. What a week, and what a way to learn about the event! They were both more than happy to pass on their years of experience. I was all ears; believe me. I was very grateful. As it happened, at the end of the six days, I was the highest placed Gas Gas rider and also the winner of the Best Newcomer Award, finishing sixth. In the FIM Junior World Championship, I finished second and, in the BTC, I finished fourth. You then moved to a four-stroke for 2008. Yes. Looking back, the Future TRW Team in Italy was a mistake. It all looked good on paper, but things did not work out as I expected, and in Scotland, I slumped to 11th. My results in the world and British championships remained the same, so the year was not a total disaster. For 2009, I stayed focused on my trials future and made a move to another Italian team, Top Trial Team on the Beta, with additional support from Beta UK. I was much happier to be back on a two-stroke and, with Harold ‘Harry’ Crawford by my side, I was much more confident.

With the five marks lost on Blackwater behind me I check the steep rocky gully out at Coire Mhoriar with Dougie Lampkin – I levelled it! Not the start to the week I wanted – would I ever win the Scottish!

Putting on the style.

Trial Magazine • June-July 2020

“…the late Neil Crosswaite pointed out the obvious; it needed reporting on ASAP after the event.” 37

Reflection • 2010 SSDT

2010 SCOTTISH SIX DAYS

WIGGY’S THE WINNER

With 220 finishers from the 275 starters it was an elated Alexz Wigg who stood on the stage to take the accolade as the winner of the 2010 Scottish Six Days Trial on the Saturday evening, but what happened to his rivals, and where did they finish? Here we take a look back at the best of the rest in this review of the event. Words: Trial Magazine Pictures: Trial Magazine, John E Shirt, Andrew Stewart

Alexz Wigg (Beta). Section: Creag Lundie. Best Over 250cc Award.

Michael Brown (Sherco). Section: Leanachen.

Ben Hemingway (Beta). Section: WDs.

June-July 2020 • Trial Magazine

2010 SSDT • Reflection

Ian Austermuhle (Beta). Section: Creag Lundie.

Gary Macdonald (Gas Gas). Section: Leanachen.

fter the technical inspection and applying marking paint, 275 riders and their machines lined up in the Parc Fermé ready for the popular riders’ parade on a dry, bright day through the streets of its home town, Fort William. The drama that unfolded over the next six days could not have been predicted as the finale was played out on the slopes in front of the enthusiastic crowd. Playing its part at the event was the good weather which was enjoyed by riders, officials and spectators. With Alexz Wigg taking the win we look back at what happened to other challengers over the six days.

When the Sherco would not start on Thursday morning, he took the mandatory five-mark penalty. The problem was later traced to water in the fuel; nothing to do with the machine, just one of those things many riders experience in the event. Despite determination, he parted with no more marks on day four. However, on the steep rocks of the hazards at WD on day five, he dislodged a section marker, and a five-mark penalty went on the scorecard. Was it game over? With two marks lost on the final day, the win he wanted so much had, once again, denied him.

SECOND: MICHAEL BROWN (SHERCO-GBR)

Could we see a new four-stroke winner; a first for Beta after James Dabill in 2007 on the Montesa Cota 4RT? Ben had first ridden the event in the mid-90s. He came so close to victory with four top-three finishes over the years; a win would have been well deserved. Looking very much on course for his maiden victory, he kept a cool head going into the final day equal on 15 marks with Wigg and Brown. Looking every inch a winner, he had to part with two marks which would push him down to third place on the tie-break decider in the end. It’s quite ironic that, at the time, he had been Minding for Michael

Runner-up for the previous two years, Michael moved to the Sherco team in 2010 with the new machine. Not a man of many words, he was quietly confident of the win. Many would agree, it was his time, but cruel luck would deny him. Joint leader on the opening day, he carried the leader’s board into Tuesday where a clean ride would keep him well on target. A low two marks parted within the final section at Sleubhaich on Wednesday would still keep the dream alive.

James Dabill (Gas Gas). Section: Fersit.

Trial Magazine • June-July 2020

Ross Danby (Gas Gas). Section: Creag Lundie.

THIRD: BEN HEMINGWAY (BETA-GBR)

Dougie Lampkin (Beta). Section: Upper Mamore.

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Dreaming • Yoomee

YOOMEE AFRC

AUTOMATIC, FUEL-INJECTED REVERSE CYLINDER

Yes – totally and utterly dreaming. Welcome to the mad world of John Hulme and the one active brain cell that’s still working – just! Words: John Hulme • Pictures: Erik Kitchen, Marc Alias, Ossa Archive, Yamaha and Yoomee Archive

June-July 2020 • Trial Magazine

Dreaming • Yoomee

All these years later the ‘Cantilever’ Yamaha YZT 250cc from 1974 looks very futuristic. The fuel injection on the Yamaha which used a May Pump.

It was a life-changing moment for motorcycle trials development when Mick Andrews won the 1974 Scottish Six Days Trial on the Yamaha. It was the first win for a Japanese-manufactured motorcycle and the first for a single shock absorber machine.

rowing up as a young kid around the world of Mick Andrews most certainly had its benefits. First and foremost, a quick word from my father Ron into the ear of Mick’s father, Tom, resulted in a ride on the prototype Yamaha models he was developing in the ’70s. First, we had the very early Yamaha with the ‘Autolube’ and ‘Torque Induction’ before the arrival of the single rear shock absorber ‘Cantilever’ model with an engine which sported a very early form of fuel injection, albeit by a vacuum pump system. There was even talk of a semi-automatic gearbox in the form of a variable belt-driven gear system, very similar to the very early DAF cars; who remembers them? All these ideas – apart from the DAF gearbox system – eventually made their way into production machinery, even as late as the ‘Noughties’. It brings me around to the acquisition of Gas Gas by the KTM group, which also own Husqvarna. The big question is, will we see, in 2022 or maybe even later down the line, a completely new KTM-influenced Gas Gas trials model arrive that will once again change the face Trial Magazine • June-July 2020

With fewer working parts than a gear lever change manual gearbox, the automatic offered a weight saving.

In the mid-70s Husqvarna introduced the automatic gearbox Motocross and Enduro models to its off-road range.

of the trials motorcycle? With my brain in overdrive, I delved into my vast collection of motorcycle sales brochures to find the automatic gearbox Husqvarna models from the ’70s; who remembers, or even rode one of them; what happened to the futuristic ‘new’ Ossa trials project that came to life in late 2010? If my mind serves me correctly, the Ossa project ended up under the Gas Gas roof in 2015 when production of the green machines finished. So where did all that technology disappear to?

WHY CHANGE A PROVEN PRODUCT?

We had a look back at the original KTM trials project back in the ’70s in issue 79 of Trial Magazine which resulted in a lot of calls from readers. They remembered the KTM trials machine and reminisced on how much they would have loved to have seen a production run and to purchase something different from the run-of-the-mill Spanish machines that were dominating the trials market. As a manufacturer, Gas Gas has a strong sporting heritage and, my guess is, that KTM will want to carry the ‘red’ brand into the future; but why

change a proven product which they know they can sell? With the introduction of the compact lightweight engine, with diaphragm clutch in the new ‘Pro’ model, they set the benchmark around 2002; everyone wanted that engine. So, what would my dream ‘Yoomee’ trials machine of the future look like? Let’s take a brief look.

AUTOMATIC GEARBOX

I still remember my father questioning Mick about a variable, or form of automatic, gearbox he spoke about. Just imagine the scenario of a very long gear which would increase and decrease the ratio with the twist of the throttle. Maybe modern technology, with electronic influence, could work; look at the gearbox setup in modern F1 cars? The Husqvarna automatic gearbox had fewer working parts than a manual one, and it proved very reliable. It automatically sensed the change in riding conditions and changed gear. Rider reports back then stated that it worked very well but at times was a little unpredictable. Wind the clock forward to more modern times, and maybe it would work while also offering a reduction in overall weight. 69

Ladies • Emma Bristow

EMMA BRISTOW

FOCUSED ON THE FUTURE

June-July 2020 • Trial Magazine

Emma Bristow • Ladies

Here in Great Britain, we have been fortunate enough to enjoy the success of a certain Dougie Lampkin, who dominated the FIM Trial World Championship from 1997 to 2003 when he put the ‘Great’ back into Great Britain. Since his glory days on the world scene, we’ve had a drought in the UK with no one coming close to matching his winning years — or have we? Move your thoughts away from the maledominated sport to the ladies, and our own Emma Bristow. Article and Pictures: Trials Media

The Winning Team: Emma Bristow and James Fry.

n a world so far away from Dougie’s sporting upbringing and his famous family success, Emma came from a family where motorcycles were only for fun. It was a passion for action of the two-wheeled variety from a very young age and a family-supported venture that would bring her to where she is today. In 2012, Emma Bristow showed her potential to challenge for major honours against her rivals both at home and abroad. Sherco boss, Marc Teissier, noticed this commitment. He approached Emma at the end of the season. He offered her a ‘Full Factory’ two-year deal to include all the major events to help her realise her ambitions on a motorcycle as a professional athlete. She did not disappoint. Wind the clock forward, and you will find the six-time FIM Ladies’ Trial World Championship also became the first-ever winner of the FIM SuperEnduro Woman World Championship in 2014, taking world cup victory again in 2015; all with Sherco. Despite the current problems around the COVID-19 Coronavirus affecting everyone, Emma remains focused on the future in her world of motorcycle sport. Was the Sherco contract back in 2013 the stepping stone to success? In 2012, I had a good season riding the Ossa and had quite a successful year, repeating my finish in 2011 of second in the World Championship.

Trial Magazine • June-July 2020

Feeling like I was getting very close to winning a world championship round, I felt that it was realistic to become world champion, and this made me work even harder. I had no intention of leaving the Ossa Factory at this point, and they had made me an offer I was happy with. Both the Ossa factory and the UK importers, Nigel and June Birkett, were fantastic and it was a very difficult decision to leave. It came about when, at the end of 2012, I went to test a Sherco in Spain. James had organised a professional contract with Sherco, but I had never really liked his machine, and I wasn’t expecting to like the Sherco during the test. We were in Spain with Ossa talking about the 2013 season, and we had also organised a contract I was happy with, but James insisted we still go to test the 73

Superstore • In the world of Trials

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June-July 2020 • Trial Magazine

Cotswold Cups Trial 1970 • Vintage Vines

Winner: Mick Andrews (Ossa).

COTSWOLD CUPS TRIAL 1970

SNOW JOKE While sitting in my warm office in March with the snow falling, I had an idea for an article very appropriate for that time of the year, from 1970. Having seen the pictures and results from the Cotswold Cups Trial, I called my good friend Mick Andrews to see if he could remember the day; he did. Prior to the event, he spent time in Spain, developing the new Ossa; the difference was it was warmer and, most importantly, the sun was shining! It also answers another question as to why, in the present day, the top riders head out to Spain in the closed season: to get some much need practice under the warmer blue skies of Europe! Words: John Hulme, Mick Andrews, Alan Vines and Motor Cycle • Pictures: Alan Vines

Mick Andrews (Ossa): Accompanied by his father Tom the Derbyshire man set off from his home at Elton near Matlock to endure a 150-mile round trip to the event. Mick had moved his focus away from his scrambles career to concentrate on trials, and with the Scottish Six Days Trial only eight weeks away he had moved back to the UK from Spain to take in as many events as possible.

Trial Magazine • June-July 2020

Starting at 10.00am at Brockworth House Club near Henley, on the A46 Shurdington to Cheltenham road, it would be a snow-covered early-morning start for many of the 68 riders entered. With icy roads being the order of the day, some of the entry would not even make the start; one of the notable absentees would be the British Trials Champion, Sammy Miller. This event, promoted by the Wessex Centre, would take in 44 hazards on a 38-mile lap situated around Birdlip and the surrounding areas and was very popular with the trials fraternity. The early action had seen a close fight for the victory opening up between Gordon Farley (Montesa) – who led the action, Malcolm Davis (Bultaco), Lawrence Telling (Montesa), Jack

Gordon Farley (Montesa): Gordon had one focus in 1970 and that was to stop the 11-year reign of Sammy Miller and his domination of the British Trials Championship. The Montesa Cota 247 ridden by Farley was the latest model, featuring the smaller diameter moped-inspired wheel hubs to reduce the overall weight.

Game changer • Beta Zero 1990

Steve Saunders (Screenart Beta): Winner 1990 Scottish Six Days Trial.

SCOTTISH SIX DAYS TRIAL 1990

SUPER-COOL STEVE I have been very fortunate to witness the different stages of the motorcycle trials machine’s development along with the ever-changing face of the sport I am so passionate about over the years. Inspired from an idea, I wrote this article with aspects and elements confirmed by Mike Rapley after a long conversation on the subject. It was while researching Steve Saunders’ 1990 Scottish Six Days Trial win on the aluminium-framed water-cooled Beta Zero model, a first for the event, that got me thinking. While predominately about Steve and his win in the ‘Scottish’, I consider it necessary also to record my thoughts on the significant developmental changes in the production trials motorcycle. In reality, the basics of the two-stroke trials motorcycle have not changed in 30 years. Words: John Hulme • Pictures: Trial Magazine would like to express its gratitude to Eric Kitchen for his support with this feature. 92

June-July 2020 • Trial Magazine

Beta Zero 1990 • Game changer

The gearbox provided six usable gear ratios, with drive provided through a new friction material on the plates to create a very light and effective action.

The frame is fabricated from aluminium, with a twin spar design as the main backbone. The rear sub-frame and twin front down spars are totally detachable and manufactured in cast aluminium.

elow is my timeframe of changes I consider significant in the history of production trials models available to the buying public before we arrive at the 1990 Beta Techno. 1965: Sammy Miller wins the Scottish Six Days Trial on a Spanish two-stroke Bultaco after the domination by the machines from the once-powerful Great Britain. 1983: From Japan, the mono-shock, or single-shock, trials model from Yamaha would arrive and change the face of the sport forever. 1990: It’s the turn of the Italians, with the aluminium-framed water-cooled Beta Zero model.

WORLD ‘BETA’: JORDI TARRES

Yes, it was the motorcycle superstar from Spain Jordi Tarres who had taken the trials world by storm with his first FIM world title in 1987 on the air-cooled Beta. Missing out to Thierry Michaud (Fantic-FRA) in 1988, Tarres came bouncing back to take the title for Beta from 1989 to 1991 on water-cooled machinery. It was the fellow Italian motorcycle manufacturer Aprilia who had produced the very first production water-cooled machine in 1989, but success had eluded them despite a substantial financial commitment. They would have to wait until 1992 to reap their rewards with Finland’s Tommi Avila and his and Aprilia’s only FIM World Trials title. The transition from the air-cooled to the prototype water-cooled Beta has been well documented in earlier issues of Trial Magazine, but here we focus on the new-for-1990 production model Beta Zero and its first major international success.

‘WOW’ FACTOR

When the wraps were taken off the new 1990 model Beta Zero at the endof-season Milan Show in Italy, it was undoubtedly a case of ‘Wow’ factor as it looked stunning. Whether it was the frame or the engine which attracted the most attention, we will never know; they were both talking points amongst the enthusiastic crowds of onlookers. Frame and Suspension: The frame is fabricated totally from aluminium in a box-type structural steel with a twin-spar design as the main backbone, which includes a built-in fuel tank. The rear subframe and twin front down spars are detachable, manufactured in cast Trial Magazine • June-July 2020

Inverted front forks provided shock absorbing control in the right leg and spring pre-loading control in the left leg.

“…with its stand-out aluminium frameand inverted front forks, brought a touch of MotoGP to the trials world.” aluminium and fastened to the mainframe via two sturdy location points at the front and rear. The innovation goes even further with the aluminium swinging arm that is formed by the extruded process. The trend of fitting inverted or upside-down front forks continues with the latest Paiolis, while at the rear the frame incorporates a fully adjustable Corte Cosso shock absorber. Engine: The water-cooled, single-cylinder two-stroke power provider has undergone a significant development program from its introduction at the 1989 SSDT where Tarres retired on the first day. Since that day in May, Jordi Tarres had dominated the world championship on the prototype Zero, winning ten consecutive rounds to arrive at the production Zero in 1990. Yes, the Italians are quick learners in the field of engineering. The engine cylinder provides seven transfer ports with a Gilnisil coating for optimum performance at all temperatures. It is water-cooled from the aluminium radiator mounted at the front of the engine. The vital water pump, forcing water around the cooling system, is located at the rear of the engine for its protection. The gearbox provided six usable gear ratios, with drive provided through a new friction material on the plates to provide a very light and effective action. The three-part exhaust system allowed the gases to escape under controlled conditions, exiting from an aluminium silencer. Once in production, a 240cc and 260cc model would be available. Aesthetics: It was most certainly, shall we say, eye-catching, with its stand-out aluminium frame and inverted front forks brought a touch of MotoGP to the trials world. Using new manufacturing processes, the plastics were finished in a nice shade of red to complement the whole machine package. In truth, everyone wanted one, including a certain Steve Saunders, which leads us nicely to the 1990 Scottish Six Days Trial. 93

Benchmark • SSDT

DOUGIE LAMPKIN UNBEATABLE

Records or ‘Benchmark’ targets are always there to be beaten; it’s the dream of many younger trials riders to aim for the ultimate goal, to set a record or aim for the benchmark to achieve a certain standard. In my opinion, winning the iconic and world-famous Scottish Six Days Trial is a prime example of a benchmark. It may be more achievable than an FIM Trial World Championship title – I dare you to ask any trials rider which he would prefer to win! Over the last few years we have seen Toni Bou win 27 FIM World Championships, some record I am sure we will all agree; is he the best motorcycle trials rider we have ever seen? In the FIM world it’s a strong yes, just check out the statistics; but move away from the arena of indoor and outdoor events, and we see a very different picture, as we are about to find out. Words: Yoomee • Pictures: Colin Bullock, Eric Kitchen, Trials Media and Toon Van De Vliet 98

June-July 2020 • Trial Magazine

SSDT • Benchmark

certain Dougie Lampkin has won seven FIM Trial World Championships and five FIM Indoor World Championships. Still, you can also add the ‘benchmark’ 12 Scottish Six Days Trial victories – and let’s not forget six Scott Trial victories. A very high standard of riding over such a long period of time for any rider, I think you will agree. I feel very privileged to have witnessed the majority of these victories from both riders during my lifetime. I have been able to observe these exceptional two-wheeled athletes in action. No one will ever beat the FIM victories of Toni Bou, and no one will beat the Scottish Six Days victories of Dougie Lampkin. It’s a fact, they are unbeatable! As the Toni Bou victories have been very well documented we take a look back at the 12 Scottish Six Days Trial victories of that man – Dougie Lampkin.

1994: FATHER AND SON

With the world at his feet, and the support of his family and many sponsors, Dougie committed himself to a career in the motorcycle trials world. The ‘Scottish’ would revolve around three riders, with a mixture of the young pretender Dougie Lampkin taking on the experienced riders in Steve Colley and Robert Crawford. Joint leader on the first day with Saunders, Lampkin let his rivals know he meant business. As the weather turned to rain Lampkin retained his lead through both Tuesday and Wednesday. Thursday was a challenging day as for the second time the rear shock absorber broke on the Beta. Effecting a quick change, he still held a slender single-mark lead. Friday was his disaster day, as he parted with ten marks as both Colley and Crawford came good with a single loss each. On Saturday, he closed the victory with the best daily score of one mark lost. RESULTS: 1: Dougie Lampkin (Beta) 39; 2: Steve Colley (Beta) 47; 3: Robert Crawford (Yamaha) 48; 4: Steve Saunders (Gas Gas) 59; 5: John Shirt (Gas Gas) 60; 6: Graham Jarvis (Scorpa) 83; 7: Wayne Braybrook (Montesa) 96; 8: Jason Lawer (Gas Gas) 112; 9: Philip Alderson (Yamaha) 117; 10: John Lampkin (Beta) 119.

1995: PROVING THE POINT

1993: LIVING THE DREAM

After many years of watching the event from the comfort of being ferried around in a warm, dry vehicle, it was the time in 1993 to start living the dream for ‘Scooter’, which was the nickname given to Dougie in his early days. Based on the successful Zero model, the machine he would be riding was the Italian Beta ‘Gara’ or, in English, the ‘Sport’ model. Riding number 180, he was two numbers in front of the vastly experienced Nigel Birkett, who was given the task of keeping an eye on the young Lampkin by his father and three-time winner of the event, Martin. In a week where he experienced all the changeable conditions of snow, sunshine and rain found in the Scottish Highlands, he finished a very creditable sixth overall, just beating his sponsor and Uncle John by six marks. The winner would become one of his greatest rivals, Steve Colley. RESULTS: 1: Steve Colley (Beta) 42; 2: Steve Saunders (Gas Gas) 48; 3: Wayne Braybrook (Gas Gas) 53; 4: John Shirt (Gas Gas) 57; 5: Robert Crawford (Aprilia) 61; 6: Dougie Lampkin (Beta) 77; 7: John Lampkin (Beta) 83; 8: Paul Rose (Yamaha) 87; 9: Graham Jarvis (Aprilia) 94; 10: Stephen Hole (Beta) 104.

Trial Magazine • June-July 2020

With the future of the event in question with only 180 riders entered, Dougie Lampkin went to Scotland to prove a point. The previous year he had been engaged in a battle with his fellow Beta team rider at the time, Steve Colley, which he won. Based on the Isle of Man, Steve had moved from Beta to Gas Gas and, for many years, had been Great Britain’s number one rider, but he knew Lampkin was challenging that status. Day one of the six days was a repeat of the previous year as he and Steve Saunders led the way, losing no marks. Lampkin went clean again on Tuesday before parting with his first marks on Wednesday morning at Chairlift as he retained the lead. Riding with new-found confidence each day, he remained unchallenged to take victory number two. Despite having the top UK riders in attendance, the event was now in decline.

RESULTS: 1: Dougie Lampkin (Beta) 5; 2: Steve Colley (Gas Gas) 18; 3: Robert Crawford (Yamaha) 37; 4: Steve Saunders (Gas Gas) 38; 5: Adam Norris (Yamaha) 56; 6: Wayne Braybrook (Montesa) 58; 7: John Shirt (Gas Gas) 71; 8: Philip Alderson (Yamaha) 79; 9: Jason Lawer (Gas Gas) 95; 10: John Lampkin (Beta) 98.

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