All posts by bigjohn2014

motorcycles

Seeley Honda TL200E – The Story

Billy McMaster Junior (Honda TL200E) – Photo: Jimmy Young.

The Seeley Honda TL200E was a trials machine brought to the trials buying public at a time when Racing Service Center (RSC) was developing factory machines for the world’s best riders contracted to ride for Honda Motor Company. In 1973, the RSC was created as a separate company involved directly in motorcycle racing.

RSC was involved in the development and supply of racing motorcycles for the Japanese domestic competitions. In 1976 RSC began participating in the European endurance championship.

RSC built Honda ridden by Hiroshi Kondo at the 1976 Scottish Six Days Trial.

Later it would evolve into Honda Racing Corporation (HRC). We spoke with Trevor Kemp who was at the sharp end of trials in the late 1970s, he was employed by Honda UK. We bring you his story and his involvement in convincing Honda to produce a trials model in the United Kingdom – and what transpired after that.

Honda Seeley 250 (RTL240) – Photo: Jean Caillou Collection.

Words: Trials Guru; Trevor Kemp

Read Time: 39 minutes

Photos: Colin Seeley; Olivier Barjon; Jean Caillou Collection; Gabriele Milan; Steven Jamieson; Don Morley/Hitchcock Motorcycles; Barry Robinson; Archie Love; Iain Lawrie; David Butler; Grant Taylor; Glenn Carney; Jimmy Young; Colin Bullock/CJB Photographic; Joan Forellad/The Honda Trials Story; HRC/Honda Motor Company; Montesa/Honda; Trials Guru Archive. (Main Photo: Glenn Carney).

Photo: David Butler

Trevor Kemp: “My involvement began a few months after I joined Honda UK as an area field manager. Later on as well I was also involved in the off-road planning committee as a representative for Honda UK with Japan. After I left the John Banks Honda Centre to start work at Honda, I lost my sponsored Bultaco ride that went through the dealership. Jim Sandiford, the Montesa importer had wanted me to ride a Montesa through the shop, but due to the dealership’s commitment to Comerfords, it never worked out, so he kindly lent me a new 348 Montesa Cota that had just been launched. Jim at that time was also a Honda dealer. After winning several Open To Centre trials in the Eastern and South Midland Centres, Sandifords placed a Montesa success advert in the motorcycle press in which I was featured. This came across our Sales and Marketing Director’s desk and he wanted to know why I was not riding a Honda? When I explained that Honda did not manufacture a competitive trials motorcycle, he suggested I spoke with the Racing Department to see if they could sort out a bike for me. With Rob Shepherd having the only Trials support on a factory bike, this was never going to happen. I continued to ride the Montesa trying to keep under the boss’s radar.”

The late Jim Sandiford (349 Montesa) – Photo: Glenn Carney

It began to happen:

“Then Ryuichiro Yoshimi or ‘Yoshi’ as he was known, our Technical Co-ordinator between Honda UK and Japan, approached me that he wanted to start a project to build a production Honda Trials motorcycle and wanted me to be involved. His idea was to build the motorcycle here in the UK, with engines supplied from Japan that would be built and modified by Honda’s Racing Service Centre.”

RSC Honda RTL360 of Rob Shepherd at the 1978 Scottish Six Days Trial, the Seeley Honda TL200E was inspired in part from this machine – Photo: Jimmy Young, Armadale

“The frames would be manufactured here, as chassis technology and cost, particularly for Trials would be the better route. Coupled to that, development and unforeseen problems could be dealt with quicker than relying totally on Japan. The design concept for the motorcycle was to look in essence like the factory RTL 360. Although the engine would look different, the fuel tank, seat unit and frame could be manufactured to mirror the bigger RTL, almost like it’s smaller sibling.”

Rob Shepherd with his factory Honda RTL360 at the 1978 SSDT, the machine that inspired the creation of the Seeley Honda TL200E – Photo: Glenn Carney

“The engine was based on the well proven unit that was fitted to the Honda XL185 trail motorcycle. The capacity was increased to 200cc by a larger bore size and slightly different camshaft. The transmission and gear ratios were also changed from the original XL185 trail ratios and profiles. A heavier flywheel and ignition was also fitted. Honda RSC had some previous experience with modifying single cylinder engines for trials back in the early to mid 1970s when they produced a heavily modified 200cc version of the TL125 engine. When I worked at John Banks Honda Centre, Honda gave us one of these which I rode in a few events. When Eastern Centre Champion, Allen Collier lost his Jack Hubbard sponsored Bultaco ride, we let Allen ride the motorcycle. He had some success on the bike, but the lack of power and the fragile bottom end of the TL125 particularly in the bigger trials events, caused reliability problems. With RSC using the bigger 185cc engine, this gave us more confidence with reliability.”

All systems go:

“With the project getting the go ahead, we then had to decide who would manufacture the chassis. We seriously looked at using some of the established trials chassis manufacturers in the UK, as they had the experience on incorporating design married to trials chassis dimensions such as steering head angles, wheel base, seat height and so on. However, the powers that be at Honda UK wanted us to talk to Colin Seeley who had at that time a relationship with Honda producing racing replicas out of production Honda sports bikes. Also Colin had excellent experience at chassis manufacturing albeit in road racing.”

Framebuilder! The late Colin J. Seeley had an excellent reputation in the world of racing. British Sidecar Racing Champion 1962 1963; I.O.M. T.T. Silver Replica Winner 1961,2,3,4,6,7; Bronze Medal Winner 1964, 1966 World Championships.

“After several meetings with Colin, it was decided that this for us was the way to go. Using square down and top tubing which gave the look of the RTL360, the engine was used as a stress member along with an alloy sump shield.”

Square section downtube and engine as a stressed member with an alloy sump plate allowed for small diameter tubing for the rear subframe. Girling Gas Shocks were employed with multi-rate springing. Photo: Colin Seeley

“This allowed the use of small diameter tube for the rear sub frame to keep the weight down and also manufactured box section for the footrest hangers instead of thick, heavy plate. With a beautiful looking tank/seat cover that covered an aluminium fuel tank, the chassis not only looked the business but looked right. As there were no production competitive front forks available from Honda, we decided to use the Marzzochi front fork and yokes which were freely available, a good quality unit that worked well. We also looked at several Italian hubs including Grimeca, but decided to use Honda hubs and wheels. This came about when Honda UK decided to break up a number of CR125/Elsinore motocross machines that they had over ordered and were out of date with new models on the way. Also used were the footrests of these machines. Several other components were used from Honda, such as air filter boots and control levers. The chain running block on the top of the swing arm was a modified Honda cam chain tensioner. “

Pre production Seeley Honda TL200E (SHT 001) showing the differences to the standard production machine, the full loop rear mudguard loop; airbox, modified swinging arm and Yamaha type front mudguard without stays. Photo: Colin Seeley.

“We also used the Girling Gas shocks for the rear, and Norman Blackmore who I knew well, got to work on developing a new unit. These shocks were now being used on the RTL 360 so it made sense to go down that route. Along with engine, we also received an RSC exhaust system. When the bike went into production, due to cost and ease of shipping, we just brought in from RSC the outer stamping and Seeley manufactured the centre box and welded on the backing plate to the RSC outer stamping.”

An early prototype TL200E Seeley Honda (SHT 001) at Colin Seeley’s works at Erith in Kent – Photo: Colin Seeley

“I had made several trips down to Colin’s factory in Kent whilst the prototype was being made and had to kerb my excitement as I could not wait to try the motorcycle. At the back of Colin’s factory there was a piece of waste land with a few banks to try the bike on. Straight away the balance felt right and with slight adjustments to the forks and rear shocks I was impressed with how it steered and handled. We had to do some work on carburation and gearing to get that side right or somewhere close. Although it did take me a bit of time to get used to a four-stroke one problem we did have was that the motor would not rev out. We then found out that the seat and tank unit was pushing the air intake rubber flange inwards, thus restricting the air flow to the carburettor. Back to the workshop and a modification on the airbox cured the problem. I have to say it did look pretty, just like the vision we had of the bike. I loaded the bike up and went home to more practise and to ride it in a few trials to make sure everything was OK. The first few trials I rode, the Seeley caused a lot of interest with spectators following from section to section all looking to see how it performed and to hear the sound of the four-stroke which, at that time, was non exsistant in trials as all the other bikes were two-strokes.  We also did a test up at Rob Shepherd’s and a young Eddy Lejeune made the trip from Belgium to try the bike. He was impressive on the little 200 and even more so when he tried Rob’s 360. I even got to ride the 360 and could not believe how good it was. I thought it’s sad that Honda could not make this into a production trials bike, but it was not to be.”

1979 – Trevor Kemp at Towerlands arena event on Chassis number ‘002’. pre-production development TL200E – Photo: Trevor Kemp Collection

“I had some good results on the little 200 and won a few Eastern and South Midland Open To Centre trials. I also did a fair number of National Trials including the West of England and the John Douglas.”

Trevor Kemp astride the production TL200E when he worked for Honda UK – Photo: Trevor Kemp Collection

“It was a very good bike for the centre and clubman rider, being a four-stroke it gripped well in the mud and on slippery sections. However being only 200cc the bike struggled on some sections where you needed power and more cubes.”

Eddy Lejeune (250 Honda) in the 1980 Scottish Six Days on Ben Nevis – Photo: Steven Jamieson, Inverness.

“I was then told that one of the young Honda Japanese riders was coming over to the UK to ride and test the Seeley Honda. His name was Kiyoteru ‘Kiyo’ Hattori. I arranged to get him a bike and he came and stayed at my house. We went out testing a lot, locally to me, and he was impressed with the bike. We arranged for us to ride in a South Midland centre trial, I think at Market Harbough, to see how the bike compared to the other manufacturers bikes, which would be a good bench mark. Also one of the RSC Japanese staff came to watch the trial. I think he was on a visit to Honda UK for meetings with the various race departments. All I remember was that he spoke no English, so communication was difficult. Kiyo won the trial and I was second, so they were very happy. We both did another local trial but I can’t remember where being over forty years ago.”

Kiyoteru Hattori on his 250cc RSC Honda prototype in 1980 Scottish Six Days on ‘Cailleach’, the chassis was the British-made Seeley component – Photo copyright: Iain Lawrie, Kinlochleven

“Kiyo then came over and rode in the Scottish Six Days on the Seeley 200. We then had two RSC 250 engines sent to Honda UK. These went down to Colin Seeley’s to be installed into the frames. These fitted without much alteration.”

Kiyoteru Hattori (250 Honda) at the Parc Ferme of the 1980 SSDT was 16th on 170 marks – Photo: Glenn Carney

“They were for Kiyo Hattori and Eddy Lejeune to ride in the Scottish. I had a brief ride on one and the engine was very good. Eddy also rode a Seeley 200 in the Scottish the year before, 1980 his first Scottish, where he finished twelfth and was best newcomer. “

250cc Honda – Close up of the engine area of Eddy Lejeune’s 1980 Scottish Six Days machine – Photo: Gabriele Milan Archive.

“Eddy and Kiyo then went on to ride the mighty Honda 360 to great success.”

Eddy Lejeune rode this 250cc Seeley Honda in the 1980 Scottish Six Days to 12th place – Photo copyright: Jimmy Young, Armadale

“The production of the Seeley Honda began on the initial order of one-hundred machines and to start with, the sales were healthy. The projection of around three-hundred orders from Honda was never met and increased retail pricing slowed sales and stocks of the bikes built up at the Seeley factory. Colin took over distribution from Honda UK but sadly sales failed to pick up.”

Colin Seeley took over the distribution of the Honda TL200E and re-liveried the machines as ‘Seeley’ – Photo: Olivier Barjon

“About six years ago I saw Colin at a Honda 750 anniversary event held at the David Silver’s Honda Museum where he was a judge. We had a coffee and a chat regarding the times we had together developing the Seeley Honda trials bike. Although sad at how it ended, but at the same time proud of that project. He did say that he sustained a big financial loss.”

Kiyoteru Hattori (250cc Honda/RTL240) riding the 1980 Scott Trial at ‘Blackhills’ – Photo: Barry Robinson.

Where is number 1?

Interestingly, Trevor Kemp told Trials Guru that he still has one of the first Seeley Honda chassis, which was numbered ‘SHT 002’ and was one of two pre-production machines which Colin Seeley had built in his workshops. Chassis number ‘SHT 001’ was used for photographs, testing and for later display at shows and events.

By way of an upgrade, Trevor Kemp was issued with a fresh chassis just as the first batch of Seeley Honda TL200Es were being built, to replace chassis number ‘002’. Trevor swapped the engine, wheels, forks and other parts to the new frame and swinging arm and realised that some elements had changed and not necessarily for the better, as the rear tyre contacted with the inside edge of the rear mudguard. Trevor took some measurements and compared these with the dimensions of frame ‘002’ and discovered that the swinging arm had been lengthened, but the rear subframe remained the same dimensions as ‘002’. This resulted in a change to the specification of the Girling Gas Shocks with a longer bumper stop being fitted.

Trevor Kemp wasn’t asked to return the prototype chassis ‘002’ to Seeley’s and it lay unused for many years at a shed on a relative’s farm. It was unearthed when the family were moving home and came back into Trevor’s possession. He then came across an unfinished Honda RTL250S project that was being sold off at a reasonable cost and that produced a useable engine, plus other components, which slipped straight into the Seeley chassis. ‘002’ was reborn and happily Trevor still owns the complete machine to this day.

Seeley Honda chassis number ‘SHT 002’ still exits, now fitted with a Honda RTL engine and front end. Note the rear mudguard loop is not the same as the production frame – Photo: Trevor Kemp.

Seeley Honda Trials – Colin Seeley:

In 2008, Colin Seeley wrote a comprehensive and well illustrated book on his life entitled ‘Colin Seeley …and the rest‘ in which he talked about the Seeley Honda for trials that was entrusted with his company by Honda UK. It was all going on at a time when his wife, Joan was seriously ill and also his mother was at her end of life. This must have presented an incredibly challenging set of circumstances for Colin and his family. Seeley had been in a business partnership with Bernie Ecclestone who would go on to own the rights to Formula 1 car racing, so Colin, coupled with his engineering knowledge, had learned much about business, managing people and race teams in a long and distinguised career. As described by Trevor Kemp, Honda had a very valid reason for placing the development of the Honda TL200E trials machine with Colin Seeley’s business, as he was already contracted to build sports road bikes, such as the Phil Read Replica for Honda in the UK. These and the trials machines would both be official Honda models, all assembled with many components made in the UK, they were effectively ‘adopted’ by Honda.

An early prototype Seeley Honda TL200E pictured at Colin Seeley’s premises at Erith in Kent, we believe that this is SHT-001 – Photo: Colin Seeley

In his book, Colin Seeley wrote in Chapter 5 entitled ‘1974-91 Just like old times’: “As 1978 proceeded, Joan’s health was not so good… In September we saw the surgeon Ellis Field at the Woolwich Memorial Hospital, I was told confidentially by him after an examination of her condition. that the cancer had returned and she had only six months to live… Then something completely different came up, a trials bike. The idea was brought to me by the Honda UK Japanese technical co-ordinator Ryuichiro Yoshimi. In conjunction with trials rider Trevor Kemp the initial testing and evaluation was carried out.” [1]

Seeley then alluded to the politics that was part and parcel of dealing with a large manufacturer which worked to policy and decisions made by committees, in the case of Honda, across in Japan. The main reason that the Honda TL200E had its chassis made in the UK by Colin Seeley Developments, was primarily that it could be done without waiting on lengthy committee discussions and decisions. Colin Seeley confirmed that the ‘E’ in the model number stood for England.

David ‘Rick’ Richardson on his Seeley Honda TL200E at a Forfar trial in Scotland. Photo: Jimmy Young

Sales initially were encouraging as mentioned by Trevor Kemp and this was mirrored in Colin Seeley’s book. He wrote: “Production of the TL200E was underway, then first batch of forty bikes was ready for collection early in December 1979. All orders were processed through Honda UK and collected by J. Spurling Ltd, Honda’s carriers, who then delivered direct to the Honda dealers. In mid-January 1980 a second batch of forty bikes were ready, so at that point we were doing well. We were unaware for some time that the Honda sales department put all of the orders into an alphabetical order for delivery, which upset many of the dealers. For example Arthur Wheeler of Wheelers of Epsom had ordered six bikes at the show and was still waiting delivery six weeks later.” [1]

Period advert from the motorcycle press of the Seeley Honda TL200E when Colin Seeley eventually took over the sale of the machines directly in late 1980. – Colin Seeley International.

Colin Seeley: “As 1980 continued, in September we finished the production of 300 TL200E trials bikes, and the project hit the barriers. UK sales had almost come to a halt, thanks to a lack of interest, or committment, by some at Honda UK who did not consider my case serious. By then I had negotiated with Mr. Amemiya, Honda UK’s MD, to work independently and sell the 117 unsold TL200E bikes which were taking up valuable space in our factory unit.” [1]

Born on 2nd January 1936, Colin Jordan Seeley passed away on 7th January 2020 aged 84 years.

Andy Alexander (200 Seeley Honda) – Photo: Jimmy Young, Armadale

Racing Service Center and the TL200E:

As mentioned, Racing Service Center based in Belgium had a direct involvement with the Seeley Honda TL200E project. The engines were custom built, derivatives of the Honda XL185. Apart from boring the cylinders to achieve 199cc displacement, they fitted a bespoke camshaft which was designed to eliminate the known ‘splutter’ that small capacity Honda engines suffered when the throttle was snapped open or at times when the engine was just above tick-over. Some called this the ‘Honda Cough’. This was an annoyance to owners who rode in trials at the time. The gearbox was treated to the RSC attention, replacing standard gears with bespoke items. The Keihin PC20 carburettor had different jets deployed, again specifically for the RSC engines of which the drive-side crankcases were all stamped with engine identification numbers: ‘RS200T-0000 E’. This Honda numbering convention was uniform, but identified these engines as RSC built for the TL200E only.

The engine of an RS200T, almost identical outwardly to the RSC engine used in the TL200E Seeley Honda, but there are differences internally and the rockerbox and cylinder head are different – Photo: Trials Guru Archive.

The RS200T model engines are similar but not exactly the same as the RSC built for the Seeley. The RS200T units are numbered this way: ‘RS200T-0000000’. Outwardly, the rocker box is totally different with the head steady boss at the rear of the component for the RSC engine and the top of the rocker box on the RS200T engines. Gear ratios and camshaft are also different on the bespoke Seeley RSC prepared engines.

Joan Forrellad on a 1980 Honda RS200T – Photo courtesy – Honda Trials Story

RSC had no direct input to the chassis, but did supply other components, being both wheel hubs, control levers and carburettors. The frames were numbered by Colin Seeley International as ‘SHT-0000’ which stood for Seeley Honda Trials and a four digit numbering protocol. Chassis and engines were not number matched in any way. Seeley used Reynolds ‘531’ tubing for the swinging arms.

From Northern Ireland, Billy McMaster Junior on his Lloyd Brothers supplied Seeley Honda TL200E at a wet Forfar trial. Billy’s father also Billy McMaster was a member of the FIM for many years. Billy Jnr worked for Fiat cars at one time as their Scotland & NI sales manager and was based in Scotland for about 4 years. Photo: Jimmy Young

The early Seeley frames had a tendency to crack at the steering head, this was picked up and was resolved in later batches by adding strengthening plates on the lower portion of the steering head. Many early frames were repaired in the same manner.

Seeley Honda TL200E – Today:

Still being used in competition more than 45 years since it was built. Steven Moffat’s 1980 Seeley Honda TL200E with custom paint in the style of Steve Hislop’s Castrol Honda RC45 – Photo: Trials Guru Archive

There is a strong following for the little 200cc Honda built by Seeley in twinshock and classic trials. Prices have remained firm, due in part to the relatively small number of machines produced by Colin Seeley International. Parts are a problem, such as pistons with owners sourcing other brands components to keep these machines going. There is even a facebook social media group dedicated to the machines where owners trade information on a regular basis.

David Butler’s recently restored TL200E with the correct sump protection shield in place – Photo: David Butler

As far as we know, Colin Seeley International did not preserve archive details of machines built, there is no known register of frame and engine numbers available. Current owners wishing to register a Seeley Honda TL200E with the DVLA, have to contact the Honda Owners Club UK for assistance.

Photo: David Butler

The Eddy Lejeune Seeley Honda 250 from 1980:

Reports indicate that the Seeley Honda 250 that Eddy Lejeune rode in the 1980 Scottish Six Days Trial is still in existence. It is currently housed in a private collection in Italey, having been owned by Carlo Ramella and Gabriele Milan in the past years.

The Seeley Honda 250 that Eddy Lejeune rode in the 1980 Scottish Six Days Trial – Photo: Gabriele Milan Archive.

One interesting machine in private hands was that of the late John Davies, a former Scottish Scrambles champion who built himself many special bikes over the years. Around 1987, John modified a TL200E which had been ridden in trials by Robbie Paterson, the son of Honda UK’s Scotland and Northern Ireland representative, Bob Paterson. Davies decided to modify the Seeley to monoshock rear suspension. To our knowledge, only one photo exists and the machine was eventually restored back to original specification by a subsequent owner.

John Davies on his Honda Seeley TL200E at Callendar around 1988, a bike which he converted to Mono-shock rear suspension. The bike was previously owned by Robbie Paterson of Cumbernauld. Photo: Grant Taylor, Falkirk.

Blackie Holden on the TL200E:

Blackie Holden riding the Seeley Honda TL200E at a Bradford Trial around 1985 – Photo: Balckie Holden Collection.

“My Dad, also Blackie Holden, bought a Seeley Honda, brand new from Len Vale-Onslow Motorcycles in Birmingham. It had been for sale for a couple of years, but sadly there were no takers. The price of these bikes was high in relation to the competition at the time. Anyway, it came to us via Stuart Feeney of Colin Appleyard’s Motorcycles, as he had put the feelers out for my Dad. I rode my first trial on it aged seventeen and was up against lads on Fantic monoshock and Yamaha TY monoshocks, so I was a bit of a laughingstock turning up on the Seeley! Frames were in a word quite ‘poor’ they had been marketed as being made of Reynolds ‘531’ but that referred to only the three pieces of swinging arm tubing. Dad felt the frame stretch the very first time he rode it, it was going at the steering head, annoyingly. He did do a good job of gusseting and plating it up though he did this sometime later.“

Blackie Holden Snr with ‘Jilly’ the Jack Russell terrier on an outing on the TL200E Seeley. – Photo: Blackie Holden Collection.

“I still have the bike. I think it would have been 1982 or 1983 when Dad got it. It turned out the car tax had already been paid on it, so that saved the dreaded surcharge. I have to say, it’s a lovely little bike, God bless Colin Seeley, but the frame was not the best.“

Few realised, then and now, that the Seeley Honda project would actually encourage Honda to mass-produce trials motorcycles beyond the TL200E, but it did!

Beyond the Seeley Honda – Production Trials Machines:

Trevor Kemp: “There was some big senior management changes at Honda UK with the retirement of the long time Sales and Marketing Director, Eric Sulley. Gerald Davidson took over the helm and my job changed from being a Field Manager to Off-Road Co-ordinator. With new motocross, trials and enduro production motorcycle coming, I was tasked to set up an off-road dealer network, using some of our exsisting dealers and appointing new specialist off-road dealers. I also retained my position on the off-road committee, helping decide what specification off-road machines we would have in our off-road line up.”

Trevor Kemp on the Honda TLR200 in Kent – Photo: Trevor Kemp Collection.

“Honda UK received a pre-production TLR 200, which I tested and rode in a few local trials. The bike caused a lot of interest with the dealers and when launched quickly sold out. There was some aspects of the bike that were better than the Seeley Honda and some that were not. Overall it was the same problem with not enough power for the serious rider, but it was still a good trials motorcycle for the clubman rider and it was a Honda. Later I received a big bore kit consisting of cylinder, piston, crankshaft and revised gear cluster. Also in the kit was an alloy swing arm. Japan must have listened to my comments. This kit improved the engine no end and with more capacity and a longer stroke made it a better bike to ride in the harder sections. We looked at bringing a number of these kits in, but it was expensive and when added to the cost of the TLR 200, around £1,200, at the time it was not feasible.”

Honda Motor Company.

“We later learned that a production TLR 250 was in the pipeline. My riding came to a sudden stop when I tore the ligaments in my knee, I had to have major surgery, so riding was out of the question for twelve months.“

Derrick Edmondson (Honda) in the 1984 Scottish Six Days Trial – Photo: Iain Lawrie

“Derrick Edmondson asked me if he could ride the bike in the SSDT which I agreed. Despite competing in enduros, Derrick was a very good trials rider and at the time was riding for us on a modified Honda CR250 motocross bike competing in the British Enduro Championship. It made sense for the Honda Trials program, as it would give us hopefully some good publicity. Honda then had a financial investment in Montesa. This was mainly to have smaller road motorcycles manufactured in Spain. The next Trials bike to arrive were the Montesa Hondas. Two models, the MH 200 and the MH 349.”

Montesa Honda (MH) 349 and 200 models, the result of collaboration with Honda and the Spanish Montesa factories. Montesa/Honda sales publication. [3]

“These were Montesa models with a badge and graphic change. The same motorcycle you could buy at a Montesa dealer. However it did the Honda off-road dealer network more of a range of trials models to sell.“

“After a few months of setting up the Off-Road Dealer network, there was another management change at Honda UK. I was then made Off-Road Team Manager, taking charge off all off-road racing activities for Honda Britain which included Motocross, Enduros and Trials. Motocross was the priority, so with most weekends taken up at race meetings, my trials riding took a bit of a back seat. As mentioned earlier that a TLR 250 was in the pipeline, a pre production bike arrived at Honda UK. I managed to find some time and rode the bike in a few trials. The bike was pretty good and most noticeable was the increased power the new 250cc motor gave. The power delivery was also nice and smooth. At the events I rode in, it created a lot of interest and had several riders wanting to try it. However by the time the production bikes arrived in the UK the competition had moved to single shock or monoshock rear suspension whereas the TLR 250 was a twin-shock. Despite this, sales were steady as there were trials competitors out there who wanted a four-stroke trials bike to ride and those who had a TLR200 wanted to upgrade to a 250cc.”

Watched closely by Bob Paterson of Honda UK, Mick Andrews rode a TLR250 in the Scottish Six Days in 1985 – Photo: Colin Bullock/CJB Photographic

“I had a meeting with my Japanese bosses who informed me that a four-stroke trials works prototype was being developed at HRC. They showed me some pictures and WOW! This bike was radical with a single horizontal shock Pro Link rear suspension system. They said there would not be a production version of this machine, however HRC plan to produce several units for sale and would Honda UK be interested. Of course we said YES! Honda were then embarrassed when a bike was sent to Europe for appraisal and the press got hold of the wrong end of the stick and thought it was a production prototype. I remember fending off calls from the UK motorcycle press and in the end Honda UK had to release a press statement to confirming that it was a works prototype. Then in October 1984, we flew the bike in and unveiled it at the Dirt Bike Show at Olympia. It was only there for the first weekend and was then flown back. That exercise cost Honda around £5,000, but it was worth every penny as certainly grabbed the headlines.

HRC/Honda Motor Company. [4]

Honda UK then had to place an order, which If I remember was around the fifty unit mark but we were only allocated ten. The price tag was £3,500 but they sold straight away. At that time the most expensive Trials bike was around the £1,700 mark. I then got called into a meeting where I was informed that HRC wanted Honda Britain to run a top British trials rider on the new RTL. They would help with bikes, parts but we would fund the rest. The goal was to win the up coming British Trials Championship and to compete in the World Trials Championship with hopefully ending up with a top five finish. I was then tasked with finding that rider and a budget to run it. The rider I wanted was Steve Saunders. At that time I did not know Steve very well and what his situation was with Armstrong. I knew Alan Clews very well from my days working at John Banks. I called Mark Kemp at BVM, who I knew well from riding and sounded him out regarding Steve and his Armstrong situation. I couldn’t tell him everything but asked if he could get Steve to give me a call and keep it very confidential.“

“It was not long before Steve Saunders called and we discussed at length the possibilities of him joining Honda Britain riding the RTL. Budget was a problem which got resolved as Silkolene Lubricants who were our Honda Britain off-road team lubricant sponsor stepped up and increased their budget to us and some more help fom HRC. Then finally Steve agreed to ride for us. How we did it I don’t know but we managed to keep it under wraps until the Bristol Dirt Bike Show where it was announced. It made the headlines in the British motorcycle press. I let Steve have my TLR 250 to get used to riding a four-stroke until his RTL arrived which was in time for the first British round, the Colmore. Steve rode the TLR 250 and won first time out I think in the Vic Brittain. The RTL duly arrived, I took down the RTL the Thursday before the Colmore and Steve rode the bike to its first win in front of a huge crowd. From then on Steve and the RTL became a formidable force. Not long after, both Steve and I went to Belgium for a Honda Trials test along with Eddy Lejeune who was testing his new 360 Pro Link. Steve was impressive at the test and I could see the Japanese staff taking interest, whereas the 360 looked big and a handful to ride. Steve was having a great start to the year finishing second in the opening round in Spain, whilst Eddy was struggling to get to grips with the 360. Then mid-year a new bike arrived for Steve with numerous upgrades to the engine and suspension. The engine had new outer cases, the crankcases had been modified to give around 30mm more ground clearance. Trouble was with the smaller crankcases, the oil capacity was down to only 600ml which caused the engine to slightly over heat especially in hot conditions. A new improved rear shock, with revised linkage, but the front forks were the icing on the cake. Machined sliders, light weight stauntions and revised damping these Showa forks were brilliant. The engine over heating was rectified by fitting an oil cooler when needed. Steve continued his good season with a win in Germany, finishing third in the world, second in the SSDT and taking the British Championship, a first Honda win since Rob Shepherd. Honda UK were over the moon, and for me I was well pleased as it had justified me doing everything in my power to get Steve signed.“

Steve Saunders on the Pro Link HRC RTL250 Honda in 1985 – Photo: Don Morley/Hitchcock Motorcycles.

“After several communications with HRC, Steve and myself were invited to Japan along with Eddy. Steve and Eddy were to ride in an arena trial along with other top manufacture riders. We also had to attend the opening of the new Honda head office, and visit HRC where Steve was to sign his new HRC contract.”

Steve Saunders at the 1985 Colmore Cup Trial on his new RTL250S Honda when signed for Honda Britain – Photo: Don Morley/Hitchcocks Motorcycles.

“The visit to HRC was an eye opener. Seeing all the road racing motorcycles being built along with motorcycles for Steve and Eddy (who had given up on the 360) was an experience you don’t forget and also how clean it was. You could eat your dinner off the floor. At the indoor trial Steve and Eddy riding RTL 250s got through to the final, beating Burgat and Michaud making it an all Honda final. Despite an upset stomach and a painful ankle sustained in his semi Steve and Eddy were level pegging right up to the last section where Steve had to admit defeat to the three times world champion.”

Steve Saunders on the Honda Britain RTL250S at the 1985 Scottish Six Days on ‘Achlain’ section, watched by Honda UK representative Scotland & Northern Ireland, Bob Paterson – Photo copyright: Colin Bullock/CJB Photographic

“Part of my discussion with HRC was that a minder mechanic was needed for Steve. I was doing a lot of work on Steve’s bikes and although I enjoyed doing it, however with my other racing commitments I was struggling to give it the time it deserved. HRC agreed and I then had to find someone to do the job. An opportunity came my way in the form of Derrick Edmondson. Derrick had been riding Honda Britain for three very successful years on modified CR 250 motocross bikes, and his contract was up for renewal. I was under pressure from sales and marketing for him to ride one of the Honda four stroke enduro bikes which I knew he would struggle to carry on winning. I had a meeting Derrick and told him the situation. I knew he would not compete on one, so I said to him however I have an opportunity that has come about where I need a mechanic/minder for Steve Saunders working in conjunction with HRC. I told him he would be the perfect person for the job as he was a very good mechanic, working on his own bikes, a good trials rider and of course a very quick off road rider. Derrick saw the bigger picture of this offer and excepted the position. Derrick worked out of the Honda Britain workshops and the relationship between him and Steve working well. 1986 was another good year for Steve on the Honda winning four world rounds another British Championship and again second place in the SSDT. He was getting more up dated factory parts with the engine increased to 270cc.“

Steve Saunders (RTL270 Rothmans Honda HRC) on ‘Lagnaha’ in the 1986 Scottish Six Days. Photo: Iain Lawrie.

“At the end of 1986 Steve left Honda and joined Fantic. With Rothmans pulling out as the team sponsor, budgets were tight and HRC only wanted one rider. Eddy had another year on his contact, so he got the ride. It was indicative of the times as Honda world wide were cutting back on their racing activities along with Honda Britain racing teams. There is no doubt in my mind that Steve would have won a world title if he had been able to stay with HRC. Derrick went off and worked for Eddy in 1987 based out of Belgium. At the end of 1987 HRC pulled out of trials. It seemed like the RTL four-stroke engine could not be developed any further without major investment into the project.”    

“With the four-stroke engine finished, Honda turned to developing a two-stroke trials bike, the Honda TLM. I had left Honda by then and was working for Silkolene Lubricants. I did ride the TLM 200 and the TLM 250 through a dealer. The bikes were not bad and I did have some success especially on the 250. Honda did have quite good sales as well. The last trials bike they produced in Japan was the TLM 260.“

The Honda TLM260R brochure when launched by HRC. – Honda Racing Corporation/Honda Motor Company. [5]

“Production then went to Montesa Honda where they produced a world-beating trials motorcycle. They then went full circle and produced another world beating four-stroke. So from the initial idea to built the Seeley Honda TL200E came bigger and greater things – Funny how things turn out.”

Technical Data – Seeley Honda TL200E:

Honda UK, Power Road, Chiswick [2]

Seeley Honda TL200E Wiring:

Starting from CDI unit, there are six wires via (m/f) (connecting to >)
green (m) > frame (earth)
black/red (m) > black + red label (alternator)
bleu/yellow (f) > blue + yellow label (cdi rotor)
green (f) > green
black/white (m) > kill switch
black/white (f) > coil Ref: m = Male Connector; f = Female connector

Coil: Tec ES41 CDI

CDI: Shindengen 01-03

Useful Seeley part numbers:

Description                            Honda Part Number or alternative

Throttle Cable: H02-4-008 (Venhill, UK)

Clutch Cable: H02-3-009 (Venhill, UK)

Front Brake Cable: H02-1-009 (Venhill, UK)

Valve Lifter Cable: V01-6-002 (Venhill, UK)

Cam Chain tensioner guide: 14550-427-000

TLR200 Kick-start: 28300-KJ2-000

Rear brake arm: 43411 354 000 or         43410 KA3 000 (discontinued)

Rectifier/Resistor unit: 30400-437-013 (30400437013)

Exhaust Flange: 18231-355-000

Exhaust Collets (2): 18233-437-000

Exhaust copper gasket: 18291-MN5-650

Cap Inspection: 12361-355-000 or 12361-383-000

Oil Strainer Screen: 15421-107-000

Crankcase Breather Hose: 15761-437-000

Front Pipe XL185: 18320-427-013

Swinging Arm Bushes: 52147-028-300 (52147028300) Same as XL100 US

Brake Shoes Front & Rear: 06430-GBJ-J10 (Genuine Honda part)

(alternative: EBC Part No. 304G)

Front Wheel Bearings (2): 6301.2RSR.C1           

Rear Wheel Bearings (2): 6302.2RSR.C1

Front Hub: 44601-400-000 or 44601-360-000 (Elsinore 1976, same part).

Head Race Bearings (2): 6204.2RSR.C1

Keihin Carb Type: Keihin PC20

Main Jet: (99101-116-1050) = 105 Main                             

Gasket Set Keihin PC20:  16010-GCR-000

Pilot (Slow) Jet:  99103-149-0380 = K38 Pilot

Front Sprocket: 10T

Rear Sprocket – TR211 Talon: 45T

Chain: 100 plus ½ link

(Readers should satisfy themselves that part numbers are correct when ordering from any supplier of components, be that OEM or substitute.)

Donald Finnie on his Honda TL200E – Photo: Jimmy Young.

Bibliography, copyright and credits:

‘Colin Seeley …and the rest’ By Colin Seeley, 2008 – Redline Books – ISBN: 978-0-95555278-1-4 [1].

Honda UK – Instruction Manual – Honda TL200E (1979) [2].

Montesa/Honda Sales Literature [3].

HRC/Honda Motor Company sales literature. [4] [5].

We are indebted to Trevor Kemp for his first hand account of his time with Honda UK and the Seeley Honda trials enterprise.

Trials Guru’s John Moffat with Colin Seeley in March 2008 during interviews at the Scottish Motorcycle Show at the Royal Highland Centre, Edinburgh – Photo: Archie Love.

‘Seeley Honda TL200E – The Story’ is the copyright of Trials Guru and Trevor Kemp, 2026.

Trevor Kemp is of course a Trials Guru VIP!

More on Honda Trials:

The Missing Link – Honda RTL305 Testimony

Honda Trials

Apart from ‘Fair Dealing’ for the purpose of private study, research, criticism or review as permitted under the Copyright, Design and Patents Act, 1988, no part of this article may be copied, reproduced, stored in any form of retrieval system, electronic or otherwise or transmitted in any form or by any means, electronic, electrical, mechanical, optical, chemical, photocopying, recording or otherwise without the prior written permission of the author as stated above. This article is not being published for any monetary reward or monetisation, be that online or in print.

People

The Wicken Brothers

Words: Trials Guru; with assistance from: Stephen Wicken; Dr. Carol Arnold.

Read Time: 24 Minutes.

Photos: Off Road Archive; Speedtracktales website; Ian Robertson; Ray Biddle; Wicken Family Collection [3].

Factory-Supported:

A factory-supported competitor in motorsports is a professional competitor who receives direct funding, top tier equipment, technical help, and logistics from a vehicle manufacturer or official team, allowing them to focus solely on competing at the highest level, unlike privateers who rely on personal funds or smaller sponsorships.

Matchless:

There is a publication well known in motorcycling circles written by Peter Hartley many years ago entitled ‘Matchless – Once the largest British motorcycle manufacturer’. That was when Associated Motor Cycles or A.M.C as it was usually referred, made AJS, Matchless, James, Sunbeam and Francis Barnett. AMC was not a manufacturer in its own right, but rather the controlling, parent company of the individual manufacturers. Their main factory was situated in Plumstead, South East London and with their AJS and Matchless brands, virtually dominated British trials in the early to mid-1950s, at a time when competition was rife.

[1]

Norman motorcycles were produced by Norman Cycles Ltd, who manufactured bicycles, autocycles, mopeds, and motorcycles from 1938 through to 1961 in Ashford, Kent. Founded by Charles and Fred Norman in a garden shed after World War I, the company evolved from making cycles to producing lightweight motorcycles and autocycles, this continued until 1961.

Triumph Engineering:

In 1898 Triumph decided to extend production at Coventry to include motorcycles, and by 1902 the company had produced its first motorcycle, a bicycle fitted with a Belgian Minerva engine. In 1903, after selling more than 500 motorcycles, Triumph began motorcycle production at the Nuremberg factory in Germany. During the first few years the company based its designs on those of other manufacturers, but in 1904 Triumph began building motorcycles based on its own designs, and 1905 saw the first entirely in-house designed motorcycle. The company went in for competition in all forms of the sport including racing, trials and scrambles as well as record braking.

Triumph Engineering factory rider, Bert Gaymer (500cc Triumph) on ‘Town Hall Brae in the 1947 SSDT. The locals call this ‘Rocky Brae’ – Photo: OffRoad Archive

We go back to a time when winners of motorcycle events would attend very formal end of season dinners and dances, the men dressed in dinner suits and bow ties with sharp white shirts and polished shoes, the ladies wore long dresses. A different time, immediate post war, we are about to revisit trials history.

Occasionally, the sport of trials witnesses family members and relatives taking up competitive riding, which usually results in much sibling rivalry, as trials is very much a sport for individuals and the competitors compete to win. This is the story of two extremely competitive brothers, both rode for British motorcycle manufacturers, Jack with Triumph and Sid with Associated Motorcycles and Norman, they were the Wicken Brothers.

Jack Wicken (left) and Sid Wicken (right) in 1941 – Wicken Family Collection.

The Wicken brother’s parents were Sidney Edward and Beatrice, who set goals for both Jack and Sid to achieve and this set the tone for many competitions in life between the two brothers, Sid always striving to match his older brother Jack, or better him, which in later life, including the desire to live longer than him and reach the golden age of 85 years.

S.R. Wicken:

Sidney Ronald Wicken, known as ‘Sid’ was born in Woolwich, South East London on 17th July 1929, just a stone’s throw from the AMC factory at Plumstead, and grew up there with his brother Jack. He was to ride trials on factory prepared machines, first the Norman and secondly Matchless, in national and International trials events. His brother would eventually ride for the Meriden Triumph factory in national trials and the ISDT.

Sid Wicken in Bavaria during the 1956 International Six Days Trial at Garmisch-Partenkirchen on the factory prepared 500cc AJS. – Photo: Wicken Family Collection.

During the second World War, Sid was evacuated to Teston/Malling near Maidstone in Kent, a place where he learnt to fish, he loved to tell stories of his time there to his children, unfortunately he contracted Cerebral Meningitis. When born, Sid had what is known as a ‘cleft palate’ which required specialist surgery and this resulted in a scar on his top lip.

After his school days, Sid started a five-year apprenticeship as a carpenter with Thomas Edge, builders and joiners in Woolwich, where he was well trained.

Sid could build furniture to the standard of a cabinet maker, and could also cut and pitch a roof.

During this time Sid’s attention was captured by motorcycle trials and his first event was in 1947 on an AJS with girder forks, winning the Best Novice award in the Beggar’s Roost national trial.

Sid Wicken (AJS) in the 1947 Beggar’s Roost Trial where he was Best Novice. Photo: Wicken Family Collection.

National Service was mandatory post war and Sid was enlisted from 1948-1950 in the British Army where he was head hunted to ride for the Royal Signals.

In the 1948 Whickham Harvest Trial run by the North Kent Trials Combine - Photo: Wicken Family Collection.
On the AJS in the 1948 Whickham Harvest Trial organised by the North Kent Trials Combine – Photo: Wicken Family Collection.

During his National Service, Sid married Edna Yvonne Ross in 1950 and started their family with Stephen born in April 1951; followed by Linda in July 1952; Christine in January 1957; Yvonne in December 1958 and finally David in August 1960. Initially living with Edna’s parents in Elibank Road in New Eltham, London.

Edna Wicken in 1950 sat on Sid’s father’s Matchless outfit – Photo: Wicken Family Collection.

In 1954 Sid and wife Edna moved into a multi-storey flat in Putney. He joined Chelsea and Kensington as a clerk of works, later moving into Building Control as a Building Surveyor when he joined the Orpington Council around 1955.

1954 St. David’s Trial action with Sid Wicken competing on a factory Triumph Trophy twin – Photo: Wicken Family Collection.

It is believed that Sid had been loaned an AJS from the factory from time to time, as well as outings on a factory Triumph, but he accepted Karl Pugh’s offer to ride for Norman in April 1954. Sid had also struck up a friendship with the doyen of trials commentating, Ralph G.V. Venables.

Sid managed to convince the local Norman factory to support him for the forthcoming 1954 Scottish Six Days Trial. The factory fielded an eight man and machine team effort that year and provided Sid with a used machine, registered SKK59, it required a comprehensive rebuild and he only received the machine the week before the Scottish. This resulted in taking the bike up without its wheels in the lift in Putney and making it ready and reliable for the 1954 Scottish in the kitchen. The factory supported Norman riders for 1954 were: Karl Pugh, Brian Butt, Gerry Mills, Clive Mills, Don Barrett, G. Russel, Ray Peacock and Sid Wicken.

The Norman Cycles team riders for the 1954 Scottish Six Days Trial seen here at the SMT Garage at Roseburn, Edinburgh – Photo: Ray Biddle. Left to Right: 14 – S.R. Wicken; 16 – W. Fruin; 20 – G.F. Mills; 25 – K. Pugh; 35 – D.H. Barrett; 52 – D.G. Russell; 56 – B. Butt; 70 – R.W. Peacock.

Sid’s efforts were rewarded by not only a finish, but winning the Peter S. Chamberlain Trophy, for the best performance by a newcomer.

Sid Wicken on the Norman in the 1954 Scottish Six Days on ‘Devil’s Staircase’ at Lochailort – Photo: Ray Biddle, Birmingham.

The second best newcomer in 1954 was Sammy Miller on his home built SHS (Samuel Hamilton Special) who was awarded the Ben Nevis Challenge Quaich.

The magnificent Peter S. Chamberlain Trophy was awarded to the Best SSDT Newcomer, a silver Rudge motorcycle scale model. Jack Wicken won this trophy in 1953, Sid would win it a year later in 1954. Photo: Trials Guru Archive.

1955 was however to be the Norman factory’s final year at the Scottish Six Days, the model was the B2/C with the Armstrong leading link front suspension.

Pictured at Roseburn in Edinburgh. The 1955 SSDT Norman ‘A’ team with Ray Peacock, Sid Wicken, Team manager Karl Pugh and Jack Rees. (Photo: Ray Biddle, Birmingham)

Two teams were entered, the Norman Cycles Ltd ‘A’ team comprised of Sid Wicken, Ray Peacock and Jack Rees, team ‘B’ was Don Barrett, Gerry Mills and Clive Mills. Team manager was Karl Pugh.

Norman team manager Karl Pugh (left) seen here with George Greenland – Photo: OffRoad Archive.

Sid managed to finish with a Special First Class award on the Norman with the loss of 55 marks. The winner was Jeff Smith on the factory BSA Gold Star who lost 20 marks.

AMC Competitions Manager, B.H.M. ‘Hugh’ Viney (350 AJS) in the 1955 SSDT on Devil’s Staircase. (Photo: Ian Robertson)

It was time for Sid to find another mount and living fairly local to the AMC factory, he had caught the eye of Competitions Manager B.H.M. ‘Hugh’ Viney. They had two things in common, both were good trials riders and both were pretty handy at golf with Sid regularly playing off a 4-6 handicap!

Viney supplied Wicken with a competition department prepared 350cc Matchless G3LC, registered as OLH722, which had been under the previous custodianship of Fred Hickman (in rigid frame specification), Gordon McLaughlan and latterly racing’s Bill Lomas who had the machine on loan, over the winter of 1954/55. Lomas handed the Matchless back when he parted company with AMC’s racing department. Wicken was to campaign OLH722 with the short-stroke engine fitted, until early 1957.

Sid Wicken preparing his newly supplied works Matchless OLH722 in 1955 with son Stephen helping. (Photo: Wicken Family Collection)

Sid’s works Matchless had a couple of modifications carried out by previous custodian Bill Lomas who had developed a trials machine for James. Lomas had footrests specially forged to be slightly further back than the standard fit items and Wicken liked this revised riding position so left them as they were. The front end had been steepened by the factory to give quicker steering achieved by heating the front frame up and pulling the down tube in towards the engine, resulting in a slightly steeper fork angle and removing about an inch from the centre of the primary chaincase and revised engine plates in aluminium alloy.

Sid Wicken on the factory 350 Matchless OLH722 in the 1956 SSDT. The frame broke below the headstock, but he managed to finish the event with the frame wired together and claim a Special First Class award – Photo: OffRoad Archive

For the 1956 Scottish, Sid had the front frame break below the headstock near to Spean Bridge, so he drew out his pliers and set about cutting a length of wire from a farm fence to tie the Matchless back together again. That year elder brother Jack was riding number 121 on the factory Triumph and Sid was right behind with number 122 on the works Matchless, both finished with Special First Class awards, Jack managing to keep ahead of Sid by ten marks, the competition would have been intense.

Sid Wicken in the Cotswold Cup Trial in 1956 on Matchless OLH722 now fitted with the lighter steel wheel hubs – Photo Wicken Family Collection.

The AMC competition department recalled OLH722 which was replaced with a fresh Matchless in April 1957, registered TXX515.

1958 Red Rose Trophy Trial, Best 350 cup on TXX515 – Photo: Wicken Family Collection.

OLH722 was passed on to friend and team-mate Ted Usher for his last year riding for the factory. Sid’s works supplied Matchless machines were more than competition bikes, they were also his mode of transport to and from his workplace. He made full use of the motorcycles he was entrusted with.

Sid Wicken on his last works Matchless (TXX515) on ‘Foyers’ South Loch Ness, during the 1967 Scottish Six Days Trial – Photo: Wicken Family Collection.

Sid not only rode national trials but was also selected for the Great Britain International Six Days Trial twice, in 1956 at Garmisch-Partenkirchen in Bavaria and again in 1958 at the same venue riding for the GB Vase ‘A’ Team. Sid rode a factory prepared 500cc AJS (TGF706), issued with riding number V149 in 1956 riding in the GB Vase B Team, taking home a Gold Medal and a 350cc Matchless (VLF403) with riding number V226 in 1958, again a gold medalist. Both these machines were prepared specially in the AMC competition department at Plumstead.

Sid Wicken (500cc AJS) in the 1956 ISDT during the speed test. (Photo: Speedtracktales)

As a prelude to the 1956 ISDT event, Sid and his team mates at AMC including scrambles rider Dave Curtis had been entered for a Austrian three day trial for practice, but it included a ‘night run’. Unfortunately, this information had not made its way to Plumstead and although the AJS and Matchless bikes were fitted with batteries to power the lights, they were not fitted with alternators to charge the batteries! The British riders spotted a fast German rider just before their lights dimmed completely and tailed him at close quarters.

Great Britain Vase A team member, Sid Wicken (350cc Matchless) in the 1958 ISDT in Bavaria. (Photo: Speedtracktales)

Sid reckoned that his 1958 ISDT Matchless was the very best bike he had been issued with, he won another ISDT Gold Medal.

Sid Wicken on his factory 350cc Matchless (TXX515) collects a fellow competitor when competing in the 1958 St. David’s Trial in Wales. Photo: Wicken Family Collection.

Sid Wicken continued to ride for AMC on the 350cc Matchless throughout 1958, albeit the Matchless trials team had been disbanded by the factory in late 1957 primarily to concentrate in trials with the AJS brand, headed up by Gordon Jackson. Matchless would still be represented in scrambles events headed by Dave Curtis.

Hugh Viney, Sid Wicken and S.B. ‘Bob’ Manns with the AJS/Matchless racing department van at the Plumstead factory around 1958. Photo: Wicken Family Collection.

Ted Usher had by this time retired from competition, handing back OLH722 to the factory and Wicken was offered a berth with Francis Barnett, as it was of course one of the AMC group brands.

The works Matchless, OLH722 in the capable hands of Ted Usher in his last Scottish Six Days Trial in 1957 – Photo: OffRoad Archive.

The Francis-Barnett featured the unpopular, French designed, 246cc AMC two-stroke engine which was wider and more bulbous than the previous Villiers power plant it replaced and was not a popular machine which did not sell in large numbers.

Sid was entered number 93 for his last, the 1959 Scottish Six Days Golden Jubilee event with the Barnett, which had been prepared by Reg May at Comerfords, Thames Ditton. With six entries resulting in six Special First Class awards, it was an unblemished record for Sid Wicken in the Scottish Six Days.

Sid Wicken’s SSDT tally was as follows:

Year – Riding No. – Machine – Result

1954 – 14 – 197cc Norman – 51 marks – Special First

1955 – 75 – 197cc Norman – 55 marks – Special First

1956 – 122 – 347cc Matchless – 83 marks – Special First

1957 – 153 – 347cc Matchless – Special First

1958 – 156 – 347cc Matchless – 31 marks – Special First

1959 – 93 – 250cc Francis Barnett – 45 marks – Special First

Sid was no stranger to two-strokes, having campaigned the Norman machines in 1954-1955, but the Francis Barnett frame broke on the Friday, so it was a coat hanger wire that came to the rescue this time to get through the Saturday’s run back to the finish in Edinburgh. In fact Sid was plagued with frame failures when on the Francis Barnett, he had it happen three times on three different machines supplied by the factory.

Sid Wicken spectating at the 2014 Scottish Six Days with daughter Christine. (Photo: Wicken Family Collection)

Having given up top flight trials riding in 1959, returning the 250cc Francis Barnett to the factory, Sid had a short lived return, when he ended up with a 250cc Greeves in the mid 1960s. The machine was taken as part payment for a submission of drawings Sid did privately for a gentleman’s planning application. In his later years, Sid maintained an interest in trials through his son’s Stephen and David and also made the annual pilgrimage to Fort William to spectate at the Scottish Six Days Trial, right up to his death, having watched for the last time in the May that year. He was 85 years old and passed away on 24th July 2014.

The results of the 1953 Southern Experts, organised by the Sunbeam Club. Jack came tenth and brother Sid twelfth, both entered on 498cc Triumph twins.

J. E. Wicken:

Front cover of the 1954 Welsh Two Day Trial featuring the 1953 winner, Jack Wicken (500cc Triumph)

John Edward Wicken, known as ‘Jack’ was born on 3rd September 1927 in Woolwich with brother Sid, born two years later. As mentioned earlier, Sid senior had the motorcycle and sidecar combination and as kids, Jack would sit on the back of the bike and brother Sid would be in the sidecar with their mother, Beatrice or ‘Beat’ as she was known. Both were introduced to bikes at a young age. Jack always maintained that his driven nature came from his mother, Beat was a force of nature, a serious character and massively proud of her two boys.  The brothers were very close, life-long friends and very competitive. The second world war was declared on Jack’s twelfth birthday.

A pre-trial photograph of Triumph Engineering factory team riders taken at Roseburn, Edinburgh at the Scottish Six Days Trial in 1953 with Jim Alves; Peter Hammond and Jack Wicken – Photo: Ray Biddle, Birmingham.

Jack Wicken was called up for national service in 1946 and spent twenty-two months in the Royal Navy, he became an Ordnance Artificer fourth class. He served on HMS Norfolk which had been involved in the sinking of the German battleship ‘Bismarck’ during the war and the post-war ‘cruise’ he was on took him out to Africa.

HMS Norfolk, the ship that Jack Wicken served on.

Jack had said that when they fired her big guns, the ship shook. However the highlight of Jack’s navy service was not looking after those guns, it was that the Norfolk’s football team, of which he was a striker, winning all twenty matches while he was on board. He couldn’t wait to get back home to become a footballer.  Jack was released from the navy in April 1948 but instead of football, Jack became a trials rider. It is thought brother Sid had got the trials bug while he was overseas which was why Jack decided to give it a go. Sid soon after went into the army for his national service.

Jack Wicken (500cc Triumph) negotiates the ‘Devil’s Staircase’ third sub-section at Lochailort in the 1953 Scottish Six Days Trial in front of a huge assembly of spectators – Photo: OffRoad Archive.

Jack Wicken was training as a toolmaker in Woolwich at Pitter Gauge and Precision Tool Company, and had a pickup to transport the bike to trials. Jack would finish work at 5pm on a Friday and that night drive up to Scotch Corner in North Yorkshire, sleep the night in the cab, and then ride in a trial the next day. Then be back at work on Monday morning.

Jack and Marjorie Wicken display Jack’s trophies in 1953. The Scottish Six Days Trial ‘P.S. Chamberlain’ trophy can be seen in the centre rear of this shot. Photo: Wicken Family Collection.

As far as riding for Triumph, Jack’s wife, Marjorie who was a secretary, wrote the letter which got him a works supported ride. The most remarkable thing about the Wicken brothers trials success was that they were born and brought up in South East London surrounded by houses, not countryside and hills. The only rocks would be found in garden rockeries! Jack and Marjorie had two children, Carol born in 1957 and Trevor in 1960.

Jack Wicken (498cc Triumph Trophy) winning the 1953 Welsh Two Day Trial – Photo: Wicken Family Collection.

There are many reports of Jack’s successes, the most notable being the Welsh Two Day in 1953.

Welsh Two Day Trial results from 1953.

Triumph Engineering made full use of the publicity surrounding Jack’s Welsh victory. Also the two international Six Days Trials at Garmisch-Partenkirchen in Bavaria, Germany in 1953 and Czechoslovakia in 1955.

The Triumph manufacturer’s team riders at the 1955 ISDT at Gottwaldov, Czechoslovakia, Left to right: John Giles, Jim Alves and Jack Wicken were all on 500cc twin cylinder Triumphs. (Photo: Wicken Family Collection)

At the Bavarian ISDT, Jack’s 500cc Triumph twin was suffering from a sticking throttle slide, to attempt to control his machine, he used the ‘kill button’ on the end of the Lucas magneto, otherwise it was almost flat out all the way, such was Jack Wicken’s determination to succeed being paramount against all odds.

Bernal Osborne’s report in the Motor Cycling of 22 September 1955:

“Despite weatherproofing equipment, it jammed quite a few rider’s throttle slides and both Wicken and Alves were beaten. Fearful of stopping, Wicken continued as best he could with the carburettor slide half open, using the ignition cut-out to control speed, but nevertheless he lost much time.” [2]

Jack Wicken overcame the challenges of that very wet ISDT in Czechoslovakia to bring home a Gold Medal for his efforts in 1955.

Jack also won several special first class awards at the Scottish Six Days Trial.  Jack’s first Scottish was in 1953 and was rewarded by winning the P.S. Chamberlain Trophy, for the best performance by a newcomer, a year later brother Sid would win the very same trophy.

Presented to the Edinburgh & District club by the directors of Rudge Motor Cycles, the P.S. Chamberlain trophy for the Scottish Six Days was a scale model silver Rudge ‘Ulster’ four-valve head port motorcycle on a wooden plinth, which had real rubber tyres, control cables and a drive chain with individual links which worked. It was in itself a work of art.

Jack Wicken (498cc Triumph) tackles ‘Auchterawe’ near Fort Augustus in the 1957 Scottish Six Days Trial, resulting in a Special First Class award on 77 marks lost – Photo Ray Biddle, Birmingham.

Jack Wicken retired from trials riding in the latter half of 1957 when Triumph took back his 498cc twin PNX661, and wanted him to ride the much smaller 199cc Tiger Cub, which was not to his liking.

Jack was never defined by trials riding alone, he was very proud of what he achieved, but he lived in the moment but there were other sports which he came to love. Although there was a brief return to trials in the 1970s when he and Sid had one last fling at the Greybeards Trial, they were more likely to be found on the golf course together. 

Jack had taken up golf when he stopped trials riding and got his handicap down to two. In the 1970s he captaining one of the Kent teams. He also skied, rode horses and also sailed. He and brother Sid played a lot of golf in their latter years, but during the winter Jack would be found on the ski slopes of Westendorf in the Austrian Tyrol, whenever the opportunity presented itself.

Jack Wicken owned and ran his own light engineering companies for forty years. Starting with All Type Tools Ltd in Woolwich which he started as a worker’s cooperative with twenty other men in the early 1960s. In the 1970s, he left All Type Tools when he bought Wheeler and Clinch Limited, a tool makers business and Glyndon Plastics Limited, which was a plastic injection moulding business, which was also based on the Woolwich Industrial Estate. At one time he had forty people in his employment.  Jack retired when he sold the companies upon attaining 70 years of age, but for the last five years before stopping work, he would head off skiing at the drop of a hat. He always stayed at the same hotel and just before getting in the car to drive to the ferry, he would call the owners and tell them he was on his way. He was such a good customer and friend they always found him somewhere to stay, in the staff flat on one occassion and his photo hung above the bar where he enjoyed the apres ski.

Jack Wicken passed away in the November of 2012, aged 85 years.  Once he couldn’t play sports, he didn’t see a lot of point to life, he needed the competition.

So there we have it, two very different brothers who took up the very same sport, both receiving factory support and machinery, both competed at high level observed trials and speed events. Both equally determined to win and to beat each other in the process. Never giving the other any quarter, but still brothers until the end. The sort of rivalry that we don’t see anymore in our society. The Wicken brothers brought home the spoils of competition and their results did the talking.

Trials Guru’s John Moffat: “I never had the pleasure of meeting Jack Wicken as the opportunity didn’t arise, however I had the great pleasure of meeting his younger brother, Sid on more than one occasion. The first time was at the Ben Nevis sections during the 1986 Scottish Six Days. I was spectating and I happened to notice the gentleman to my left was wearing a Barbour jacket with a Union Jack embroidered badge on his left shoulder. I asked him if he rode in the ISDT at some point. He replied, “Yes I did on more than one occasion and I rode this trial many times.” I recognised him from some old SSDT programmes I had collected, looked at him and said: “Are you S.R. Wicken by any chance?” to which he smiled and replied positively, “Yes I am S.R. Wicken!“

“We conversed for a while and then I said to him that my family owned an ex-works Matchless. He then asked me what the number was, as I had told him it was Ted Usher’s former steed. When I told him that the registration number was OLH722, he quickly and abruptly said: “That was my bike!“

“From that moment on, we had something in common and we communicated many times, the following year he even brought up some old photos of him on OLH722 for me, which I had copies made and still have. Sid also told me how his works Matchless was prepared and about the various modifications from standard.“

“Sid Wicken came across as a very knowledgeable and positive thinking gentleman, someone that didn’t let too many things bother him. The type of man that looked for solutions and implemented them. Probably that is why he was so successful in the sport and warranted factory support for so many years.”

Bibliography:

Matchless – Once the largest British motorcycle manufacturer – Peter Hartley, 1981 ISBN: 0850454042 (Osprey). (Front of dust cover) [1]

The Motor Cycling – 1955, 22 September – International Six Days Trial Report by Bernal Osborne. [2]

Various photographs supplied from the extended Wicken Family Collection of prints obtained by Jack and Sid Wicken during their active years in motorcycle trials. [3]

‘The Wicken Brothers’ is the copyright of Trials Guru 2026.

Apart from ‘Fair Dealing’ for the purpose of private study, research, criticism or review as permitted under the Copyright, Design and Patents Act, 1988, no part of this article may be copied, reproduced, stored in any form of retrieval system, electronic or otherwise or transmitted in any form or by any means, electronic, electrical, mechanical, optical, chemical, photocopying, recording or otherwise without the prior written permission of the author as stated above. This article is not being published for any monetary reward or monetisation, be that online or in print.

Trials Guru Info

Merry Christmas!

Have a very merry Christmas and look forward to 2026!

We have some good articles planned over the next few months, the first being the Saracen Motorcycles Story with help from people who rode them for the manufacturer and worked at the factory. Plus comments and anecdotes from the second owner of Saracen, David Brand no less!

Founder of the company, Ron Goodfellow tests one of his creations with the German Sachs engine. Photo: Saracen Motorcycles

We have had a great year bring you as much trial history, online and for free! Articles like the Dalesman Story for example:

DALESMAN

We don’t charge a penny for what we do, all you do is look in and search our comprehensive indexes. It’s simple, easy to use and is all catalogued so you can find it easily. People, events and history at the touch of your mobile screen!

The VIP awards will continue for a while longer! Originally to celebrate the 10 years of the website in 2024, it has been so popular and well received we decided to do a few more for people that have contributed to our sport of trial!

VIP CLUB

So let’s look forward to 2026 and look back over the years on TRIALS GURU – the world’s premier resource online for the sport of TRIAL!

(Main photo: Manel Soler (325 Bultaco) 1974 SSDT – Juan Luis Galliard)

People

Dave Thorpe – Happy 80th Birthday

Dave Thorpe (325 Bultaco), in the ‘West of England’ national trial of 1977 – Photo: Mike Rapley

18 December 2025 – Trials Guru and all it’s readers, supporters, contributers and photographers would like to wish Dave Thorpe, former Ossa, Bultaco and CCM works rider all the very best on his eightieth birthday!

Happy Birthday, Dave Thorpe!

Dave Thorpe (Triumph) 2002 Pre’65 Scottish on Loch Eild Path – Photo: Iain Lawrie, Kinlochleven
Obituaries

Dick Langstone 1936 – 2025

Dick Langstone originally from Pinner, Middlesex, former salesman at Comerford’s, Thames Ditton has passed away on 4th December 2025, aged 89 years.

Langstone was a well-known solo and sidecar trials competitor who was passengered by John Wright who ran Motorite Comp Shop in Surbiton.

Dick Langstone,cigarette in mouth, tackles a tight turn at the top of a roadside section with his Matchless outfit, while passenger John Wright keeps a watching brief. Event was the 1959 Southern Experts Trial. (Photo: Off Road Archive)

Dick and his wife emigrated to Pinjarra, Western Australia in 1972. His sister Sue was married to fellow trials rider Roger Kearsey. Dick and his wife Pam married in 1958. He was active throughout the mid 1950s until he moved to Australia, having served as a military policeman in the army along with his future brother-in-law, Roger Kearsey.

Dick Langstone (left) with his brother-in-law, Roger Kearsey (middle) when in the military police in 1955.

Dick joined Comerford’s under Bert Thorne in 1956 and remained in their employment until he left for a new life in Australia.

Dick Langstone and John Wright on their Matchless outfit put the effort in to keep the plot moving – British Experts Trial 1960 – Photo: Mike Davies

Main photo: Dick Langstone on the factory BSA Gold Star on loan from the BSA through Comerfords.

People

Oriol Puig Bultó – at 90!

Born in 1935, Oriol Puig Bultó, the nephew of founding father of Bultaco Motorcycles, Xavier Francesco Bultó turns 90 years of age on 12th December 2025.

With Pedro Pi of Montesa (left); Yrjo Vesterinen (centre) is Oriol Puig Bultó.

Born into the industrious family Bultó who would become the Competition Manager of the company which manufactured the Bultaco brand through Compañia Española De Motores.

The logo of the celebrations of 50 years of the Bultaco brand in 2009.

Oriol was a well known face in the paddocks of not just trials but also motocross and enduro, looking after the team machinery and the riders contracted to the factory and importers, worldwide.

Oriol Puig Bultó on a factory Bultaco Matador in an enduro event.

He was in his own right, a very good trials, motocross and enduro competitor.

Grenoble, 1965 – Oriol Puig Bultó on a Bultaco Sherpa with ‘Bambi’ Valera watching. Oriol is a nephew of Snr. Bultó, the Bultaco company founder. Photo: Cristina Valera Fandos Archive.

In latter years Oriol became a technical official of the FIM.

Trials Guru salutes on his 90th birthday, not only a well known figure from the sport, but a very pleasant and knowledgeable gentleman of Spain. he is of course a Trials Guru ‘Trials Legend’.

Obituaries

Deryk Wylde 1938 – 2025

It is with great sadness that we announce the passing of Deryk Wylde, formerly editor of ‘Off Road Review’ magazines, plus a plethora of motorcycling books and publications.

Deryk Wylde on his Ariel HT5, a model he had a great affinity to.

Born in Leeds on 18th June 1938, his parents were both Yorkshire dales people. Deryk and his parents had a family disagreement which persuaded the young man to stop the deferment of his national service and do the service, he then found himself being told to report to Bletchley Park in Milton Keynes, the rest is still subject to the Secrets Act!

He became an electronics engineer and that enabled him to take on some interesting employment, much of it overseas. He assisted in the design of various police, airport and harbour control radio systems as well as radio signalling on the Canton – Kowloon railway and then the Hong Kong underground. Deryk became proficient at writing technical articles.

He was married to Mary who became a keen photographer and took photos to adorn the copies of Off Road Review magazine which he self published under ‘Ariel Publishing’. His books were sold under Nostalgia Books.

Deryk wrote many books on motorcycling, including one on the AJS and Matchless brand. He also had a fortnightly column with Trials & Motocross News called ‘Wylde’s Classic Bikes’ until a disagreement with editor Bill Lawless saw Deryk walk away to do his own thing and Off Road Review was born. Deryk was a stickler for detail, he researched everything thoroughly, never relying on old newspaper reports as they could be inaccurate at the time of publishing. Instead he delved much deeper, even contacting those he was writing a report about.

Deryk Wylde at one stage owned this ex-factory AJS, seen here ridden by AMC Competitions Manager, Bob Manns in the Scottish Six Days Trial – Photo: Off Road Archive.

At one stage, he and his wife Mary moved to near Paris and Deryk became involved with the organisation of the St. Cucufa trial, an event supported by many British factory riders. What wasn’t universally known was why he lived in France. This then became clear that he was based at SHAPE (Supreme Headquarters Allied Powers Europe), NATOs strategic headquarters which was based near Paris from 1951 until 1967. Deryk led an interesting life for sure.

Avoiding the brambles on the factory Greeves in 1962 is good friend of Deryk Wylde, Don Smith who competed annually at St Cucufa. Photo: OffRoad Archive.

In his ‘Off Road Review’ magazines, he had a section set aside for corrections of previous editions, such was his meticulous approach to detail. He strongly resisted the desire financially to attract advertisers unlike most of the periodicals. However this used up much of his savings and Deryk ceased production of the popular publication at edition number 99.

Deryk lived at St. Harmon, Powys, Wales, having lost his wife Mary, he packed his bags and headed north to live at Sallachy, just a stones throw from Eilean Donan Castle in Scotland.

Deryk Wylde was a purist when it came to older motorcycles, he never saw the need for modernising a perfectly good machine and was openly critical of rider’s attempts to do this and wrote about it. He was also a fervent supporter and promoter of the concept of what he referred to as “Old School Journalism” and called out those who copied other’s work.

However, the Pre65 movement owe a great debt to Deryk, as it was he who effectively created the movement as early as April 1973 called the ‘Shawforth Shake’.

Wylde: “It was behind the Red Lion pub on Shawforth Moor, we had fifty-three entrants, the winner was Arthur Lampkin on his rigid Gold Star. I grew up with the Lampkins, my first personal profile was on Arthur for British Bike Magazine.”

The following year it was repeated and the entry grew to 117 riders. Deryk dreamed up the description ‘Pre-65’ in his column in Trials & Motocross News and a new sport was formed. He then created the ‘Sammy Miller series’ and ran it for thirteen years plus. With friend Ian Rennie, he researched the Arbuthnot Trial and then recreated it, now a firm favourite with many riders.

Ian Rennie in the Scottish Six Days Trial in 1964 – Photo: OffRoad Archive.

At the turn of the century there was the issue of the ‘Millenium Medals’ for many aspects of public service and Offroad Motorcycle Sports journalism was one of the topics selected. Two were awarded, one to Ralph ‘Rafe’ Venables and the other to Deryk Wylde.

During the 2020 Covid outbreak and the temporary suspension of TMX News, Deryk and his dear friend of many years, Barry Robinson from Ilkley, formed an online trials newspaper called ‘Trials Ex-Press’ being a play on words as both had been Pressmen, hence ex-press. Online was chosen as paper publications were becoming very expensive and required financial support from advertisers. The two former colleagues at Trials & Motocross News and MCN worked hard at the project, enlisting a wide spread group of enthusiasts to report on local trials. Sadly, Barry Robinson passed away in 2023 and the project was shelved.

The late Barry Robinson (left); John Moffat of Trials Guru (centre) and Eric Kitchen (right) – Photo: Barry Watson, Richmond.

In now failing health, Deryk befriended a lady from Cambridge, Margaret Pratt, who was his companion for five years.

Deryk Wylde passed away peacefully in his sleep on Sunday 7th December 2025 aged 87 years, at his home, leaving a legacy of motorcycling memories, photos, books, magazines and information that took a lifetime to amass.

Trials Guru conveys sincere condolences to Deryk’s family and his companion, Margaret.

Funeral arrangements:

Deryk’s wishes were to have a ‘pure/direct cremation’ with no ceremony at church or crematorium. Deryk Wylde was cremated at 08:30 on Monday 15th December 2025 in accordance with his wishes.

DERYK WYLDE 1938 – 2025

Condolences and Remembering Deryk Wylde:

Tony Davis – Former Greeves, BSA, Montesa, Bultaco and Suzuki rider:

“I knew Deryk and Mary for so many years. Deryk was very instrumental in starting the real Pre65 scene and I remember Deryk asking me to ride in one of his very early trials which was held in the western centre. I had just retired from the modern trials and thought why not? My good friend John Husband loaned me a BSA B40 and I so enjoyed riding that event, taking in so many of the old national Cotswold Cups sections with plenty of cross country and road mileage. I rode in all classes of his British Pre65 rounds and how good and natural they were. The Pre65 scene owes Deryk so much and I will miss his devotion, enthusiasm, knowledge and friendship very much.“

Nick Jefferies – Honda, Yamaha, CCM, Dalesman factory rider:

“This is such sad news. Deryk lived and breathed the off road sport. I can remember him as a West Leeds Club member back in the 1960s. His Off Road Archive on facebook social media has entertained all of us for years. Thank you Deryk, and Rest in Peace.”

Jeffry Florentine:

“I was in the US Army when I went to SHAPE, which was just west of Paris on the autoroute de l’ouest. We went to Comerford’s in my VW, which had a roof rack. I was like a kid in a candy shop there! 

There must have been 50 used trials bikes all stacked up against one another. We picked out my Matchless from somewhere in the middle, so some bike shifting was done. I got an alloy silencer and a few other bits, too. We partially disassembled it in the parking lot, put the frame with forks on the roof and the rest in the back seat. Customs at Calais didn’t want to see or know of it. I surely had a lot of fun riding that bike with Deryk.

We visited Deryk in 1974 while he and Mary with their 2 girls were living in Bury St. Edmunds. That’s when he was with Lynx Telecom. I haven’t seen him since, but we kept in touch sporadically by phone. I’m still riding. 2008 BMW R1200RT with a side car.“

Feature

HFS – Testing Suspension

HFS Front Fork Kit – Classic Trial Expert Mk 2

Words: Heath Brindley

Read Time: 8 Minutes.

Photos: Heath Brindley; Linda Ashford

Expert MK2 HFS kit supplied by Lorenzo Real of HFS Suspensiones de Moto SL, Spain.

Let’s give a bit of basic background information first. I picked up a totally standard 1980 Bultaco Sherpa T 199A a couple of months ago and did the normal thing of making a list of all the bits I wanted to change to ‘modernise’ the bike.

But after my first ride at a local Bath Classic club trial I realised that what I actually wanted was to re-live my youth, those great days in the mid 70s to late 80s riding in Kent and Sussex with my sadly no longer with us Dad.

So I returned home and threw the list in the bin, which my bank account would be happy with, and just decided to make a few basic changes to make the old Bult feel a bit better in my hands. But it has to be said that I’m not chasing results or championships, if it rides the good old fashioned sections at the local classic bike events I’m happy. I have a lovely TRS300 in the garage if I want to fall off things from a greater height!

UK Specification 1979 Sherpa T model 199A – showing the alloy fuel tank with slightly different seat and the small cover over the output sprocket, no lights and rubber rear number plate – Trials Guru Archive

The first two things on the old list had been to lower and move the footrests and get rid of that horrible ’tiller’ steering look of the standard yokes. What I’ve actually done is leave the footrests where they are and just modify some modern steel footrests to fit on the standard frame posts. I don’t want to cut and weld anything on the frame, just leave it original!
I changed the handlebars to a more familiar feeling set of braced Renthal bars. I took a gamble and went for the 5 inch rise. In retrospect I think 5.5 may have been even better but I can’t say it will save me any marks. The yokes have been left standard and although I’ve never been a fan of the look of the laid back bar mounts I have come to the conclusion that going to the expense of changing them won’t make any difference to my riding.

The engine is great, runs lovely and as far as i know is completely standard. It does have a Mikuni carb fitted, a previous owner modification and very common for this bike I’m told. Airbox is the standard 199A unit but with a 199B filter inside.

So down to the only major updates I’m doing, suspension front and back. The rear is easy, just pick your preferred modern made shocks and fit. The front is harder. You can go the route of changing or modifying your forks completely, but that’s not always allowed in the rules (if you ride championship type events) or can be expensive. And in my case I’m trying to keep the bike looking like it did forty-five years ago.

The problem with forty-five year old forks, Betor in this case, is that they are fairly basic. They went down … and up. That was about it. Internals were basic and often the only thing people changed all those years ago was the weight and quantity of the oil in it.

This is where the Spanish company HFS (Hybrid Fork Suspension) can help – yes it took me a while to get to the point I know! They offer a few options to improve what you already have, at a few different price points.

I know I am riding a forty-five year old, not far from 100kg bike. I’m also riding at classic clubs which on the whole frowns upon stopping and hopping, not that I could do it many times on this heavy beast, so i’m going to be realistic and go for just a nicer front end that doesn’t try and push the wheel out on turns and rides nicely over obstacles that I fail to lift the front over. 

I prefer a fairly soft working fork, I had tried some of the slightly longer new fork springs that I believe may be for Bultaco motocross machines but just found all that extra preload just too much. I experienced some front pushing on loose turns and my wrists reported that it wasn’t absorbing as much of the terrain as I would have liked! 

What I needed was some adjustable and progressive internals, but without the cost of the full air system that HFS also produces. 

Enter the Classic Trial – Expert Mk 2 fork kit.

As you can see from the photos the kit comes with different spring lengths, suitable spacers and adjustable preload fork caps to replace the originals. Most importantly it comes with a very good set of instructions that you need to follow to the letter to suit your weight and requirements.

First thing to do is drain your forks of oil and unless you have fairly recently done it i’d suggest either completely dismantling the forks and cleaning any sludge etc out of them or at least give them a good swish through with brake cleaner or similar. Obviously take the standard springs out then push each leg all the way down. The instructions give you measurements for oil height, which is more accurate than just pouring 180cc or whatever in there. It also suggests changes you can make to change the way the fork feels, oil height and oil weight. This is much easier to do with a proper fork oil height tool that you can see I have in one of the images here, but it’s possible with a stick and a ruler or similar.

Then consult the instructions again to see what the spring and spacer pattern is recommended for rider weight. Slide them in both sides and then adjust the preload to what is suggested as a starting point and do everything back up.

Whilst there is no external way to change the pre-load it’s only a few minute job to pop the caps off and adjust. 

A week later I had another trial to ride, and it was in a quarry and its surrounding woodland, which meant around half the sections were on rock or loose stone and the rest on slippery, muddy and rooty climbs with lots of camber turns. Perfect test for the new fork set up.

Testing the HFS Classic Trial Expert MK2 – Photo: Linda Ashford

The best thing I can say is that I didn’t notice it! In that I mean that I was no longer experiencing the front pushing out on the turns, gravel or mud. There were two sections with fairly abrupt drop offs and I saw several over the bar moments and a lot of riders being caught out by the sudden drop as their forks completely compressed or snatched the bars out of their hands. I had none of that, the progressive nature soaked up the normal small bumps and roots etc but stiffened the end of the travel up nicely to keep me in control. 

I think the settings used from the instructions, set according to my weight, seem to be fairly spot on. I’m not saying that suddenly I have forks the same as modern Tech or Showa but it’s a much nicer experience now compared to standard. 

I’ve been made aware of several options to make the front end of these late 80s machines perform better, some of which aren’t either within the rules or not in the spirit of things. But I’ve not entered the older twinshock world to win things, I just want to enjoy a good day out riding period style sections under the rules of the day and having a laugh with like minded people. And you get to look at all the old bikes, and talk bollox! I’m really enjoying the nostalgia trip, I’m sad that my Dad isn’t here to enjoy it as well but that’s life. You’re a long time dead, enjoy the time you have. – Heath Brindley

Thanks to our ‘test’ rider Heath Brindley for this informative suspension test report.

Lorenzo Real from Madrid is a suspension specialist and a Trials Guru VIP.

Special thanks to Lorenzo Real of HFS for the Expert MK2 kit to test.

‘HFS – Testing Suspension’ is the copyright of Trials Guru and Heath Brindley.

Apart from ‘Fair Dealing’ for the purpose of private study, research, criticism or review as permitted under the Copyright, Design and Patents Act, 1988, no part of this article may be copied, reproduced, stored in any form of retrieval system, electronic or otherwise or transmitted in any form or by any means, electronic, electrical, mechanical, optical, chemical, photocopying, recording or otherwise without the prior written permission of the author as stated above. This article is not being published for any monetary reward or monetisation, be that online or in print.

People

Tony Jones

Moretonhampstead’s Club Chairman Tony Jones, Interviewed by Mike Naish

Mike Naish: Where do you originate from Tony?

Tony Jones (TJ): “I grew up in Chard in Somerset, I left school at sixteen and joined Westland Helicopters as an apprentice. I qualified in 1987 as an aircraft systems fitter and gained my HNC in Engineering, the same year as I got married.”

MN: How did you become interested in competition motorcycling?

TJ: “My first bike was a Yamaha V70 Step-thru, I was eleven years of age at the time but it was a couple of guys in work who got me interested in competition when I was an apprentice. By this time I had a XR250 Trail bike to ride to work, so I entered it in the trail bike class of a Yeo Vale trial in 1983. I quickly went on to enter it in enduros and rode from 1983 to 1985 in the clubman class.”

Tony Jones in 1984 with the Honda.

MN: I see from your scrapbook you did quite well.

TJ: “At Court Farm Buckland Newton Four Stroke scramble in 1984, I won all three of my races on the 250 Honda in the trail bike class. I had two 250cc Hondas and then a 200cc Kawasaki. I stopped doing enduros in 1985.”

MN: What happened in 1985?

TJ: “I liked the speed events so much that I decided to have a go at Scrambling. I purchased a 250cc Maico and later I had the 500cc model. Later I moved on to a Suzuki RM250 and then a Yamaha YZ250. I rode for five years, I never set the world on fire but I just enjoyed my riding.”

MN: And after that?

TJ: “I went back to enduros for a couple of years riding in the expert class before moving to trials in 1992.”

MN: Have you had any particular achievements you would like to tell us about?

TJ: “I was runner up in the South West Clubman’s trials championship in 2004. I also have ridden in the Weston Beach Race three times in 1984, 1986 and 1988. The club also supports local events like the Dunsford Carnival and this year it is Christow. We set up an arena trials course to demonstrate trials.”

MN: What do you do for a living Tony?

TJ: “I’m a Farmer with livestock and market garden vegetables, eggs and I also work for Huish Horses doing engineering and maintenance.”

MN: Why do they call you Bambi, are they getting back at you for your club notes?

TJ: “I guess so but I just report things that people tell me. With regards to ‘Bambi’, I suppose it is because of my long legs, I’m 6six feet four inches. I probably look awkward when I’m riding.”

MN: And the future?

TJ: “Just to continue riding and enjoying my motorcycling. Moretonhampstead is a great club to be with.”

‘Tony Jones’ is the copyright of Trials Guru and Mike Naish.

Apart from ‘Fair Dealing’ for the purpose of private study, research, criticism or review as permitted under the Copyright, Design and Patents Act, 1988, no part of this article may be copied, reproduced, stored in any form of retrieval system, electronic or otherwise or transmitted in any form or by any means, electronic, electrical, mechanical, optical, chemical, photocopying, recording or otherwise without the prior written permission of the author as stated above. This article is not being published for any monetary reward or monetisation, be that online or in print.

Trials News

Ryon Land – Trial3 World Champion

Ryon Land is the 2025 Trial3 World Champion.

He is only the second American born World Trials Champion other than 1979 FIM title holder, Bernie Schreiber. Here is Ryon with his family, Grandfather Rick sporting his coveted Trials Guru VIP cap, father Dustin and brother Dalton.

Also shown is family friend and Trials Guru ‘Trials Legend’, ace tuner, Jon Stoodley from Muskogee.

Also shown is Bernie Schreiber with Jon Stoodley.