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Garanzia ufficiale e tagliandi ufficiali. Scooter elaborato con volano frizione marca malossi,con gruppo termico bifascia 80cc ,impianto di raffreddamento liquido,gommata nuova. Scooter ancora funzionante,p Interasse prigionieri come da motore originale e corsa Completo di testa, cilindro, pistone con Componentistica tu La moto monta un motore Italkittalkit 80cc con carburante 21, le grafiche, la cassa filtro e il parafango posteriore sono nuovi. He wanted the Vertigo to be at the cutting edge of the development of a trials motorcycle so started to put together a team who could bring his ideas to life.
This they did, and then all that was needed was the rider. The icing on the cake came at Scottish Six Days Trial in when, after six days of riding, Dougie was a clear winner. Manel Jane was a thrilled and proud man as it was a fairytalewinning debut proving that Vertigo meant business in the world of motorcycle trials. During this period the machines were developed and readied for production. The first machine model that Dougie Lampkin helped to develop was the Combat.
It was radical, to say the least; its trellis-frame appearance, with its multi-tubular fabricated section providing flexibility to give the rider They too carried this new trademark appearance. The three models all used a new tried-andtested, very compact cc two-stroke, singlecylinder, water-cooled, electronic fuel-injected engine.
It set new engineering standards and boasted a series of technical innovations and developments to create an incredibly strong and balanced trials motorcycle. Using the new EFI system represented the latest technical advances in this area,. Excellent control over emissions was an important factor as the world tried to focus on a greener planet. It offered the rider the opportunity to choose from four different maps in each of the six gears, allowing an unequalled level of user refinement to suit riders of all abilities.
Thanks to the chassis design and the use of EFI a high air intake, allowed a regular supply of clean air, which contributed to exceptional performance at all throttle openings. A new manufacturer in motorcycle trials is always welcome.
Spaniard, Manel Jane, followed his desire of producing a worldclass trials motorcycle range, and the Vertigo brand was born in An enthusiastic and passionate trials rider, he has come a long way with the brand; from design to prototypes to winning and finally to production and success in short space of time.
A central and low-mounted fuel tank, aimed at reducing the suspension action as the fuel load changed during riding, created a neutral balance as the air filter replaced the regular position of the fuel tank. Over the following years, new models and cc and cc engine sizes were introduced but still using similar components that had been thoroughly tested in the toughest of conditions.
The six-speed gearbox included four trialsrelated ratios with the top two gears designed specifically for the road or open tracks and trails. The large-diameter clutch diaphragm delivered a smooth and progressive action while giving the rider good control and instant reaction when the need arose.
The simple, clean lines with the high-level finish of all the components shout innovation and perfection. The overall effect was to create a trials motorcycle at the next level, which was the original goal. The sleek, narrow lines of the specially designed plastic bodywork and a flushfitting fuel cap finished off what could only be. This new Vertigo-Vertical-Model R2 has been extensively revised, both internally and externally, over the previous models, further extending the evolution of its already hugely successful predecessor.
Words: Trial Magazine with Jack Price. Following this development programme ensures that the new machines are more refined and advanced than before. Included in the Vertigo model range of this R2 Racing model are engine sizes in , , , and cc versions. This proud Spanish motorcycle manufacturer claims that if you are a rider who demands the ultimate in quality, advanced technology and performance, then this is the machine for you.
Fitted with the racing-throttle body and with the choice of engine mapping, I can finetune its performance at the flick of a switch to suit the multitude of hazards found in the world of trials. Easy accessibility to the mapping switch located up around the high intake air filter inlet in front of the head-stock is easy and at hand. With the knowledge of the power delivery available, I can quickly choose what to use if the Power delivery is very smooth, and that is an area of my riding that has improved with the Vertigo.
Understanding how to roll the throttle off and feel for the drive comes down to one important element; that is, confidence in your machine. These have been subject to meticulous testing and technical development by their engineers, and it shows in the consistent performance as they feel strong and positive at all times. Coupled with the Reiger two-way rear shock, I can confidently say that I have the best suspension package available.
For more information on Vertigo motorcycles, see their ad on page Words: Trial Magazine with Dougie Lampkin. This input has delivered four straight victories at the SSDT — as well as other prestigious events such as the double wins at the and Scott Trial.
Available in cc, cc and cc engine sizes this new DL Replica model gives you an insight into the continued success of Vertigo as a motorcycle manufacturer. When the opportunity arose, at such an important time in my career, to start on the Vertigo project from the drawing board through to manufacturing, I embraced it with both hands. To see them now in production and winning on them is something rather special.
This new evolution of the DL Replica. The power delivery and map settings have been incorporated into this latest model after extensive testing for the ideal settings to suit my two favourite events, the Scottish Six Days and Scott Trials. I want a machine I enjoy riding, not. It gives an incredibly smooth and precise throttle response and, along with I can feel for the power delivery and grip factor so well with this setup.
Along with the completely redesigned air filter-box and titanium exhaust, it all helps to greatly increase a smooth, powerful engine performance. Gear choice is essential in the SSDT hazards, and the engine is happy to perform in any of the trials-dedicated four gears. The changes between the R2 and DL Replica give you two very different machines in both the power delivery and suspension, and both have had input from myself and the Vertigo TrialGP riders.
Along with the other latest Vertigo machines, the DL Replica is very much modelled around events that require very low maintenance and high reliability. We want the consumer to enjoy the Vertigo experience; that, as always, is the ultimate goal. At the time of generating the content of this feature, coronavirus social distancing guidelines were adhered to with Trials Media capturing images with Steve Saunders as the rider.
Showing his faith in a product he imports, Steve has taken the new yellow machines well to the front of the showroom sales with this new and innovative motorcycle manufacturer from Spain. The model we are looking at here is the cc, which you can argue is the one most. You have to ask yourself why it has taken so long to give the trials rider the ultimate luxury of the electric start.
The TRRS team in Spain listened to its many riders who have regularly asked over the years for an electric starting trials motorcycle. With the addition of the components required to include the electric start you would have expected a change to the handling, but this has remained consistent with a very neutral balance achieved.
You may want to know why it has taken so long to come to the trials world and the reason is that all-important weight factor. New parts would have to be manufactured to achieve this dream which included crankcases, crankshaft, flywheel and cover.
To bring all these components together so that they work smoothly and with precision, a bearing system with a freewheel one-way bearing bathed in oil was applied, for an immediate and powerful response at the touch of the button. There is no delay from the handlebar-mounted button to the electric starter as it makes the smooth transaction to transform human energy into electrical energy and brings the two-stroke engine to life.
I must say that you do have to change your thought pattern when you first ride the machine if you end up in a dead-engine situation. It is quite a relieving sensation at first when you hear the engine start-up! New parts were manufactured to achieve this dream of the electric start which included crankcases, crankshaft, flywheel and cover.
When this idea first came to life, I was in constant communication with the design team, as I wanted the whole unit to be as light in weight and as compact as possible. I did understand that to make it work, certain elements of the electrical components would control its physical size, but on the whole, I am very happy with how it has all worked out.
Do remember, the interest in keeping the overall weight down was an essential factor, and at 67kg, I think you will agree the design team have carried out an excellent job. The machine package as a whole remains very compact, as one of the main focus points at all stages of design at TRRS is to keep the strong, aesthetic, racing lines of the machines, and I think you will agree that this has been achieved.
As with all the other TRRS models you will find them very easy and satisfying to ride, at all levels of riding. Listening and taking on board rider feedback to the various worldwide importers is rewarded with a constant evolution of an already excellent product. It is reflected in the excellent residual value when you want to change your machine and no doubt the addition of the electric starter models to the range will further enhance this.
While we are talking about the TRRS product range, remember that the electric start was introduced on the XTrack models in July , so we already had a good working knowledge of it. The cc does not have the new electric start feature as yet, but I have been told on good authority,ty that it will be added to the model range at a later date. Specialist Motorbike Solicitors Thorneycroft Solicitors is a leading firm of solicitors, with a dedicated team, that specialises in working on behalf of motorcyclists who want to make a motorbike accident claim.
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No one could have predicted the Covid outbreak and the consequences it would have on everyday life. The impact on all forms of leisure activity has been very dramatic; even, in some cases, life changing. Article: Trials Media. Even the Scottish Six Days Trial has only been cancelled three times before in its entire history, dating back to This was for the first and second world wars, and in more recent times in when the Foot and Mouth disease forced its cancellation along with the ACU British Trials Championship.
In more recent times we have seen the spiralling costs of competing and the loss of spectator and media interest causing some concerns for its future. As we start to see an exit strategy emerge from the Covid situation and a proposed shortened four-round championship, where does this leave the future of the FIM Trial World Championship? Or, more to the point, in which direction will it go; will qualifying return in ?
As we went to print the FIM had released the following dates for the trial world championship. The FIM does acknowledge that the calendar will be conditional on the evolution of the coronavirus pandemic and any possible government and authority decisions not to run any of the competitions. As a preventative measure for officials, rider and spectator safety the qualification process that has usually run the day before the competition has been cancelled for this season.
Each event will have two points-scoring days of competition. Riding numbers for the top ten riders from each class will be reserved according to ranking of the previous season in With some riders moving up a class the allocation of riding numbers will be adjusted accordingly.
Please keep your eyes on the various trials-related websites for the latest news on this ever-changing situation. DREAM Travelling to so many world championship trials has one of the best rewards anyone can have — the making of new friends. I have been very fortunate to make so many over the last odd years of travel. Some riders just want to keep raising their level of ability.
One of those new faces in was Hugo Jervis from Wales. He knew he was never going to be world champion, but wanted to find a true level of his own ability and enjoy mixing it with the very best. There is no better place to do that than at the very cutting edge of the sport of motorcycle trials, as we are about to find out. At a very young age, this was a dream I used to have, however, as I matured, the dream did too. It may sound crazy, but it became just about being as good as I could be.
I love riding and competing on a trials motorcycle; the atmosphere, friendship and camaraderie from the people associated with the sport is beyond belief.
Only a few riders go on to make it into the elite group in the FIM World Championship; I wanted to get to know the riders who pursue to live the dream and what makes them so good. The plan is to join this elite group. Travelling as a huge family, I wanted to find my true level of ability and improve on it — oh, and also to have some fun!
Were you born with motorcycle trials in your blood? Correct and to the point; Welsh trials blood with a strong will to succeed. I come from near Llanidloes in Mid Wales, which is perfect for trials with plenty of areas to ride and practice. My father, Adrian, even created an arena-style practice area at home which proves just how. He and my uncle had competed in trials and enduros, and so, as with many parents, it was a natural progression for me to ride a motorcycle at a very young age.
In my case, it was a little Champ 50 automatic scrambler in before getting my first trials machine which was — yes, you guessed it — a Yamaha TY 80 in It came from Juan Knight in the Isle of Man. Hugo was pushing for the podium in ACU BTC Experts class at many of the rounds in and then he finally got one at the last round of the year in Scotland. Based where you lived, you had to travel to compete I first started to compete when I moved to an 80cc Gas Gas in , but this was only in local club events.
Travel increased as I headed into my teenage years. Many of the championship rounds were scattered around the UK. We soon became friends with so many of the other families. As well as my family, other significant sources of encouragement came from local legend Steve Plain and the Roberts family.
He has helped me massively with mechanical and technical know-how as well as gathering support from companies. I want to thank him for that. Did you enjoy your youth career? I have always loved riding trials. From an early age, this came from riding with my mates and family, which always made it good fun. It soon progressed from local centre rounds to the Welsh championship rounds and then to British championship rounds where I started in my last year of B class.
I realised then that I wanted to ride at a higher level. Seeing the calibre of rider at these youth rounds made me want to get better and up my game.
I guess this what started my journey. As mates, you can train and compete against which helped me improve further. Where and when was your first FIM World round? The idea of going to the world rounds came from Iwan Roberts Snr.
It was another point I realised how much I loved riding at this level and in front of the crowds. Off the back of this event, my dad took me out to a European round in Italy in It is where all the European adventures began. European Adventures — tell us a little more about the early days? The first European round I competed in was right up in the mountains in Alagna Valsesia — a town in northern Italy. I ended up in an ambulance there one weekend after doing my AC joint in practice.
I was in too much pain and too disappointed to think about it. You have unlimited practice two days before the trial, which means lots of time to ride with new people from all over Europe. Most people stay at the trial in vans, so there is always some fun in the evenings too. We usually leave on a Wednesday evening from home and would arrive in say Italy for example on the Thursday night or Friday morning, depending on how much we stopped.
One thing I would like to say about the Euros is a thank you to the ACU Under23 development squad — Mick Wren at the time — for all their help and support with costs in doing these rounds, it really helped me to get started. You now had more experience of trials in general?
The experience and confidence I gained from going to these European rounds and riding at this sort of level was so good for my riding, and it did start to show.
In and , I was more or less at the top level in the British champs expert class. In , after the extra challenge of the European rounds, I had moved. I established myself in this class. In a lot of the rounds, I was now pushing for the podium. Then, at the last round of the year in Scotland, I got one. In the same year, I decided to start doing a few world rounds in the Trial2 class.
This was really for a new challenge as the world championships are just that bit harder and more competitive than the Europeans. I thought it was a transition to make after starting to get in the top 15 at the European rounds. His support during my years on the Italian machines extends to all his guidance that helped me to be confident at the BTC scene and bring out my potential. It was more a case. Riding on home soil always makes everyone try that little bit harder. The overall package is of such a high standard; one you can compete on to a high level.
The TRRS factory team are great at world rounds too as they are always there to help in any way they can. It has been a great experience working with people like Jordi Tarres and Adam Raga at the world rounds. Adam even let me borrow some knee pads at one round when the rules around them first came into play!
Riding the Beta, he grew up with the support of his family. It was also noted by many as the one to watch. In truth, Jaime caught my eye at the final round of the world championship in Spain with his flamboyant victory leap onto the stage as he celebrated his success.
Well, when I say he caught my eye, he nearly went through the stage floor as he landed! I made a mental note to myself to stand well back in the future. The next challenge for Miquel Cirera arrived in as the Repsol Honda team expanded to three riders. A three-year term had been agreed for Busto to achieve the ultimate goal — to challenge Toni Bou.
A man with a plan, Miquel always has an eye for future talent; his experience had seen him look after young Takahisa Fujinami in to establish himself in Europe. He watched a young Toni Bou win his first world round on the two-stroke Beta in before he made the successful transition from the two-stroke machine to the four-stroke Cota 4RT in Then, as they say, the rest is history!
Under the eyes of Honda personnel on their home ground, he had two sixth-place finishes; they were happy with their new young rider. Practising, learning and watching whilst trying to aspire to both Bou and Fujinami comes with its own pressure. He finished the year in sixth position, which, in truth, was where he deserved to be.
Busto had an eye on the podium. In Portugal, towards the close of the season, he had two fourth-place finishes missing the podium by a single mark on day two. He proved his worth by beating Fujinami on a few occasions. Progress made, he confirmed that he had mastered the four-stroke technique. In his first year in the team, he had fitted in well after a cautious, reserved approach, but as the year progressed, the true Busto started to show in his second year.
In , he was more flamboyant in his riding and pushing his abilities to the limit; the battle scars on both man and machine told their own story. Despite having the whole team behind him, he could not find the consistency to challenge the top-five positions regularly. It was a case of firing everything at the opposition, but he was still only making a small dent in its armour.
More than anything, he was becoming frustrated, and it showed; he was desperate for that first podium; a win would be a huge bonus and was much needed. It was a case of a last-chance saloon in , the final year of the three-year contract. The pressure on the young shoulders was beginning to show despite the ongoing support from the Repsol Honda Team. A slow start to the season in Spain and Japan improved in Andorra with that elusive first podium on day one.
Under a new regime, the world championship had seen qualifying introduced, which brought out the racer in Jaime. He used his young pace to secure better starting positions. He realised he had considerable benefits to ride amongst the top riders on the day at the back of the entry. After the first podium breakthrough, he only missed it once again in Great Britain.
Over the remainder of the season, he raised his game and moved into the top three in the final world championship standings, though it was too late to rescue an extended stay in the team. Toni Bou had once again had a dominating year, winning eight of the ten rounds, with Adam Raga taking the other two victories. Jaime was now up to third in the world, but with no contract for , it was not looking good.
Well-known Spanish motorcycle manufacturer Gas Gas had gone through some difficult times but was now back with a bang and a contract for Busto in He would join fellow Spanish rider Jeroni Fajardo for both the indoor and outdoor season. It was a new start, and he would also be back on a two-stroke. As a fixed rider for the first time, he embraced the opportunity to compete in the X-Trial indoor championship.
As the outdoor season opened, Toni Bou took the win in Spain, but hot on his tail was a rejuvenated Busto. He looked happy to be back on a two-stroke and more relaxed in his riding.
The long-haul trip to Japan was to be very rewarding for Gas Gas. Fajardo won on day one and Busto on day two; he was elated. Finally, a winner both indoors and outdoors. Was the tide finally turning? Toni was still winning, and Jaime became engaged in a fight for second in the championship.
Unfortunately, a poor result in Great Britain would see him close the season, still in third position. The gap was closing, though. He finished just three points behind Adam Raga. Just as it looked as though his career was firmly back on track, there were rumoured financial problems at Gas Gas as opened its doors for the FIM X-Trial World Championship.
Despite a couple of trips to the podium, he slipped to fourth overall and had his last ride on the Gas Gas in Andorra in late April. The problem then was he had no machines for the opening round of the FIM Trial World Championship in Italy and, more importantly, the double-header in Japan was only a few weeks away! Jaime had received sponsorship throughout his career from Ramon Salles at Non-Stop Bikes in Spain, and with some help from him, Vertigo came to the rescue with a machine and a small spares budget to keep him in the world championship.
It was the best news he could have asked for, and the smile on the face came back — a happy rider is a good rider. As we all know, the green Vertigo is the only two-stroke fuel-injected machine in the sport, and Busto soon started to work with the Spanish manufacturer to fine-tune the machine to his liking. He was back on track, and he loved how the Vertigo worked.
In , he came very much under the wing of the hugely respected Dougie Lampkin. With Covid rife, was a challenging year for everyone, and the delayed season started in September in France. The machine that is Toni Bou continued winning, but in the early part of the condensed season, Jaime had a run of three third positions and was looking so much stronger and more confident. However, the season then fell apart with a run of below-average performances.
He still moved back up to fourth overall in the world despite his inconsistency with his riding. Busto is now 24 years of age. Dougie Lampkin can bring so much to the quest for that elusive world championship title, but he does not suffer fools easily.
If the young Vertigo rider can meet these standards, there is no reason why he cannot achieve the dream. As we slowly follow the road map out of the Covid pandemic, the FIM has delayed the start of the proposed Trial World Championship. Everyone involved in the world championships are now in the starting blocks, waiting for the opening in Italy in June. You would think that asking the question to pick a winner would be an easy one, Toni Bou. Never write off either Toni or Adam Raga, two. If you start to look behind them, along with Busto, you have Jorge Casales, another rider with enough experience.
Like his young counterpart on the Vertigo, he could also take a win. Do they have the consistency to fight for the title though? Despite his young age, Gabriel Marcelli could be the thorn in the side on the four-stroke Montesa. Also, expect Miquel Gelabert to throw in some good results. In Jaime Busto, Vertigo has a young rider full of zest for life and ambition.
Along with many other people, I believe he has the potential to be a future world champion. Light and flexible A light, flexible tyre for ease of handling and secure grip. He needs no introduction. Acknowledged worldwide as the master of throttle control in wet, muddy conditions, a skill he inherited from his father, Dennis, he became the best at searching for that elusive wheel grip. The winning continued in on the early Fantic, then with Bultaco winning the A Class from to At the age of three, a Mobylette moped adapted by his father, Dennis, for his young son started the twowheel adventure.
A modified Suzuki then replaced the moped before his first real trials machine — a cc Bultaco Tiron — was presented to him. After much saving up by the family, a Yamaha TY cc was purchased. He then received support from the Fantic UK importer Roy Carey on one of the very early cc machines.
A Comerfords-supported cc Bultaco came next while in the Youth A Class, before the cc model helped him into the adult world. It planted the seed for a future career in trials.
He was very happy with the Bultaco but, with production problems at the factory, he knew the time was ripe for a change of machinery.
Looking to new pastures, Armstrong boss Alan Clews took the signature of Saunders on a two-year deal as a professional trials rider in Picture right: my very own book of motorcycle trials, with the Honda on the front cover.
In , he led the world championship at the final round, right up until he exited the final hazard as confusion over the results at the event denied him the world title for Honda and Great Britain. Along the way, the British championship success had continued and added four SSDT titles before moving away from a professional riding career. I would like to thank everyone who supported me during my riding years as, without you, none of it would have ever happened.
As you turn the pages of the magazine, the article follows my progress, starting in with the cc Bultaco. A Class: — Bultaco. A move to a Comerfords-supported cc Bultaco in was a dream come true. Having successfully ridden Bultacos, my father, Dennis, was already friends with Reg May.
I knew about his reputation for tuning the Spanish machines. Very soon, my own cc Bultaco would have the Reg May magic worked on it. Pictures: Eric Kitchen Alan Vines. Based at Gloucester, we travelled to Yorkshire to gain experience on the abundance of rocks. I soon learned that it was not just power I needed to conquer them but also a very smooth engine. It was Reg who would breathe his magic on it in the Comerfords workshop. Small changes made a big difference in the engine.
Simple things, such as making a lighter throttle return spring, helped. In late , I entered the adult world at the Knut Trial; I missed the win by a single mark. Next up was the British world round at Bainbridge. On the Saturday morning before we left, I went to the shop on my Yamaha LC cc, which I had used to pass my motorcycle test, but crashed and broke my collarbone.
During my three years on the Comerfords Bultacos, I preferred the cc engine to the cc, and then the cc to the cc, as they ran so much livelier. My most memorable adult win on the Bultaco was at the British Experts, which opened the door for the Armstrong connection. Should you want a bespoke building, give Big Tim a call on ! Concrete garages and greenhouses also available. He mentioned to Alan Clews how impressed he was with my winning ride. After a few phone calls, I tested the Hiro-engined machine and immediately felt at home with the super-smooth power.
Alan offered me a two-year contract, which took the financial pressure off my parents, who had supported my career up to that day.
The agreement allowed me to do an entire season in the World Championship. The Armstrong was a massive improvement over the Bultaco primarily because of the weight saving. We worked together to make the machine even better suited to my riding style. I was now earning a wage from them and wanted to reward their commitment and hard work.
I loved the two-stroke Hiro power delivery from the six-speed engine, which produced amazing traction in the trickiest of conditions.
The weight loss over the Bultaco encouraged me to improve my technique for the new style of riding that was moving into the sport influenced by the foreign riders. Armstrong used the Italian Hiro engine developed by Sammy Miller. Still, Alan was always very patriotic and, in his eyes, it was good to see once again a motorcycle built in Great Britain leading the championship. In a memorable first year, I finished sixth in the SSDT and scored my first championship point in France on a very tough day when I punctured the rear tyre and bent the gear selector shaft.
Now I felt I had arrived on the world scene; I finished 25th overall, but my single point was a huge stepping stone in the right direction. I gelled with the machines that Alan Clews and the factory provided, and through his enthusiasm, the development work on both the engine and frame continued.
I was 20th on my debut. This machine was stolen later that day, off the back of my car! It incorporated all the new ideas we had developed in I had spoken with Alan Clews about needing more power for the world championship hazards as the steps and rocks were getting bigger.
As always, together, we discussed changes, and he came up with a cc engine. It was so powerful and really suited my needs. Such was the power on hand, it would never have been any good as a production model.
He also introduced lower second- and fourthgear ratios to again help with my riding. It was a superb machine and helped me further improve my riding and, in turn, my results. We also played with the rear shock mounting positions to help get the extra power down to the ground. With the supply of the Italian Hiro engines and spares now running low, Alan looked at the Rotax cc engine as a replacement to the Armstrong Hiro one.
This engine had last been used in the Italian SWM before the factory closed, but it had a reputation for being very powerful. The killer though was the weight of the Rotax engine as it was 3. At the end of the year, I explained my position to Alan about the proposed move to Honda. He told me to take it. We had achieved so much together at Armstrong, and we parted with a warm handshake. Alan passed away in recent years, but I will always be eternally grateful for the opportunities that he gave me at such a young age.
I felt very confident and rode in everything I could. On reflection, it was a very good season. I improved through the year to add a second British title, and I moved up to sixth in the world championship. It included my first podium in Ireland at the Hurst Cup with a third place. I also challenged for the win at the SSDT, eventually finishing third. TrialReplic is a family business that was created out of a passion for our wonderful sport of motorcycle trials.
The company is dedicated to the manufacture of scale replicas of motorcycle trials models, using both metal and plastic materials in their production. The current model range includes Honda, Montesa and Ossa. More models are lined up for the future. Sold as display models for the collector, they make the perfect gift for the motorcycle trials enthusiast.
Get yourself along to the website: www. I was contesting the remaining two world rounds in I managed to ride on the new mono-shock four-stroke Honda RTL that the Japanese manufacturer had sent over with the mechanic Kazutoshi Nakano and their rider Mazaya Yamamoto.
Honda wanted to gauge the public reaction to the machine before putting it into a limited production run. Straight away, I wanted that Honda; it was a winner! It was years ahead of anything else on the trials scene, including the new mono-shock Yamaha that Tony Scarlett was riding, which I had also tested. The next problem was how to get one of the new Hondas and how to raise funds for the season. I was on a good wage from Armstrong, and financially the Honda deal was not as good, but both my father and I knew the future was riding the four-stroke.
Trevor pulled every trick in the book to ensure an RTL ride for me, and eventually, he made it happen. The deal would be through Honda GB with extra financial support coming from the oil company Silkolene, one of my previous sponsors.
With no RTL model available in the early part of the season, I rode the newly introduced twin-shock Honda TLR until the arrival of the production single-shock machine.
I soon learned to use the attributes of the four-stroke engine to my advantage to win. The new RTL arrived in secret just a few days before the February Colmore national trial; talk about excited! Some quick testing confirmed my thoughts; it was fantastic, and I loved it.
In front of a massive crowd who had turned out to watch me debut the new Honda RTL, I took it to its maiden UK win — much to my relief. Attending a Honda dealer meeting, it was a super-enthusiastic team who delivered the news that the faith they had in signing me had been rewarded with a total sell-out of the twin-shock TLR models — in total — based on my success on the four-stroke.
Everyone was happy. The success story continued as I took to the four-stroke like a duck to water. It was not just the engine that was good; the Showa suspension was something else! It was one of the areas of engine performance I had complained about. The Japanese engineers were all eyes and ears when they were speaking with you! As my results improved, including a second at the Scottish Six Days Trial, the Honda team, supporting Eddy Lejeune, started to help me.
They would ask to take my machine and make some changes and upgrade parts; they always asked if I was happy. I am sure the huge smile usually answered the questions. Eddy was a quiet person, but I got on fine with him. I received a second RTL in June. It included updated parts such as new front fork yokes, forks and engine side cases cast from magnesium, featuring lighting coils for the WTC regulations.
The crankcases were physically smaller, allowing an extra inch of ground clearance. It also. With another British championship won, I also took my first world round win in Germany to finish third in the world at the year-end. It was not mega-money, but it was the deal I most wanted in the world.
In late , I was in Japan with Eddy Lejeune at Honda with my new factory contract signed for the following season when we were asked to give a trials demonstration in front of the HRC workforce.
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