The Scottish ACU Scottish Trials Championship, Presentation of Awards will take place on Saturday 6th December 2014 at the Territorial Army Centre, Beveridge Square, Livingston, West Lothian EH54 6QF. – Doors Open: 6.30pm, awards begin 7.00pm.
Guest of Honour will be Jack Williamson, the oldest surviving Scottish Trials Champion (1962-64).
The evening is open to all SACU trials licence holders and their guests.
Introducing the proceedings will be Trials Guru – John Moffat.
Read the full ‘Rob Edwards Story’ … click Here
© – Rob Edwards & Trials Guru/Moffat Racing, John Moffat – 2014 (All Rights reserved)
VERTIGO SIGNS JAMES DABILL FOR 2015 / 2016 –
Vertigo Motors is delighted to announce the signing of James Dabill to ride their newly launched Combat Trial model with immediate effect from 1st December 2014 for a two-year period.
Dabill is the reigning British Champion – five times in total; ranked sixth in the 2014 FIM Trial World Championship and also finished fourth in the 2014 FIM X-Trial World Championship. Once again James will contest all three championships in 2015, plus other selected events including the Scottish Six Days Trial.
The new Vertigo rider will make his debut on the Spanish built bike at Sheffield Arena on Saturday 3rd January, which will mark the opening round of the 2015 FIM X-Trial World Championship. Vertigo Motors feel it is an important part of the on going development process, for their new Combat model to compete at the highest level in order to deliver the ultimate production version in due course. So aside from sporting success, the team will also be focused on further testing, evaluation and refinement of their prototype machines ahead of its general release.
Speaking about the signing, Vertigo Sports Team Manager Dougie Lampkin said. “We are extremely excited to have James (Dabill) joining us ready for next year. Obviously I know James very well and he is a rider who has a great level of talent. We will be looking to give him our full support to ensure that he achieves the results both he and Vertigo are looking for.”
Lampkin closed by saying. “Having James ride the Vertigo for the first time at Sheffield will be a special moment for us all who are involved in the project, and one we are all really looking forward to.” Dabill expressed his equal excitement about this new opportunity. “Firstly I would like to thank Beta for their support over the last four years. I have enjoyed my time with them, but felt now was the right moment for a change.”
‘To have the chance to work with Dougie (Lampkin) and the rest of the Vertigo team was not a chance I wanted to miss. It is a great project to be involved with and has already given me the fresh motivation I perhaps needed at this stage in my career.‘
“As a team we have got a lot of work to do, which is the same with any new bike, but the great news is that we have got a really experienced group of people who are ready to do what ever it takes to make sure we get to the level we are all looking for.”
“I can’t wait to get testing and I am really excited about my first proper outing on the Vertigo at Sheffield in a few weeks time.” Ended Dabill.
Special thanks to Trial Magazine UK, for their permission to use their article.
Photo: (c) Trials UK Media/Nige Pearson.
Words: John Moffat
Photos: Mike Rapley; Iain Lawrie; Iain C. Clark; Jimmy Young; Ferry Brouwer; Barry Robinson Estate; Claudio Pictures; Colin Bullock; Malcolm Carling, courtesy of Nick Haskell; Don Morley
Mick Andrews is a name synonymous with the sport of trials since the early 1960’s. He has ridden for AJS; James; Bultaco (Rickman Brothers, 1966); Ossa and Yamaha, in a career that has taken him all over the world both as a competitor and a brand ambassador.
Andrews was twice European Trials Champion in 1971 and again in 1972 on Ossa, before the official FIM World Championship commenced in 1975.
Nick-named ‘Magical Mick’ by the trials press many years ago and it stuck, he has won the famous Scottish Six Days Trial a total of 5 times, in fact he was only the second man in the events’ history to win it three times in succession, the first being B.H.M ‘Hugh’ Viney who was to become instrumental in Andrews riding for the AJS factory team in 1963, his AJS factory machine carried the index number 644BLB, registered as a 350 Matchless. Viney after retiring from active competition became AMC Competitions Manager.
Due to his SSDT successes, Mick was also dubbed ‘Monarch of the Glen’ after the famous oil painting by Sir Edwin Landseer by the motorcycle press of the day.
Journalist, Ralph Venables (see Trials Guru’s comments below) tipped Viney off about the young Andrews, whom he had been watching the progress of, closely. A phone call to Viney and that was good enough for Hugh!
Andrews began riding for AJS in 1963 and his first SSDT on the heavyweight four-stroke saw him bag a second place finish behind Arthur Lampkin on the factory BSA C15 (XON688). A feat he repeated in 1964, finishing runner-up to Sammy Miller on the 500cc Ariel. The next two years he finished third on the 250cc James (306AKV) and again on the Bultaco (DOT289D). In 1967 on the prototype Ossa Pennine (ORB222E), machine troubles forced him to retire, but he was back the next year and came home in third, and again in 1969, a second place.
His first win in 1970 was on his factory prototype (Barcelona registered: B775073) sporting a much neater tank/seat combination, modified frame and overall a much trimmer package. This particular machine formed the basis for the production ‘Mick Andrews Replica’ (MAR) launched in 1971.
Mick also kept his hand in motocross for the Spanish company, racing a 230cc machine when time allowed. Coupled to this his selection for the British ISDT team on several occasions. He rode a factory prepared Ossa in 1970 at El Escorial, Madrid, Spain. For the British team he rode AJS in 1968 in Italy and a 504cc Cheney Triumph in the Isle of Man in 1971.
Repeating his SSDT successes the next two years, Mick wondered if it was time for a change. The Ossa trials machine had been developed only because of the death of Ossa factory road racer Santiago Herrero in the 250cc Lightweight TT in 1970. This saw Ossa pulling out of racing. Ossa, which stands for ‘Orpheo Sincronic Sociedad Anonima’ switched its focus to off-road development and trials in particular and Mick had signed for them in 1967 with the help of UK importer Eric Housely.
Yamaha announced the defection from Ossa in 1973. Andrews was to further develop the trials Yamaha that had been kicked off by Frenchman Christian Rayer, but it was not to be the TY (Trial Yamaha) style that Mick would be given. Factory ‘pure racing’ Yamahas were designated ‘0W’ and it was the Yamaha 0W series that Mick was to be given full reign of.
Yamaha’s European operation was called Yamaha Motor N.V., based in Amsterdam in the Netherlands where their race team was officially headquartered.
Mick received full factory support and a contract which furnished him with Japanese technicians and a Ford Transit van, suitably liveried in Yamaha racing colours.
As confirmed by Ferry Brouwer, then Yamaha race technician to Phil Read and Tepi Lansivoiri, all factory contracted riders were supplied with Ford Transits, all Dutch registered and suitably sign-written with the riders’ name on the driver’s door. The enormity of Yamaha Motor Company was in stark comparison to the Spanish Ossa concern.
Surprisingly, all Andrew’s factory 0W’s were all road registered in the UK, a must for many of the national trials Mick undertook in that time period.
Much of the development work was undertaken at Mick’s home near Buxton, Derbyshire with new prototypes built in Japan and freighted over to Amsterdam for test sessions.
In 1979 Andrews once again rode for Ossa in the Scottish Six Days much to the delight of spectators.
Andrews also took young riders under his wing, including the Oakley brothers Nick and Peter. He also started his own ‘Trials Academy’ with the help of Yamaha, the first of it’s type in the UK. Called the ‘Mick Andrews Trials Association’ or MATA for short.
Mick’s bikes were ahead of their time in so far as Yamaha experimented with cantilever/mono shock suspension; fuel injection and reed valve induction systems. Much of the Yamaha development work is described in his 1976 book, ‘Mick Andrews Book of Trials’*, which has become a collector’s item with good copies fetching around £100 per copy.
Some works registration numbers : Mick Andrews
AJS:
644BLB
James:
306AKV
Bultaco (Rickman Bros):
DOT289D
Ossa:
B775073 (Prototype)
B-1681-C (Prototype MAR)
Yamaha:
CRA33L (1973 – Twin-shock bike/cantilever in 1974 with fuel injection module fitted); ENU29L (1973 – Cantilever bike); JGF729N (1975 – twin-shock bike)
Trials Guru on Andrews: I asked Mick when we were together in Robregordo in Spain 2006; did he ever have a job? He replied with a broad smile: “What, you mean an ordinary or proper job? – yes, I did have an apprenticeship to become a motor mechanic when I was sixteen, but then I received the offer of the AJS works ride and I only really had two employers after that, Ossa and Yamaha”.
Trials Guru on Ralph Venables: Before he passed away on 4th February 2003, I spoke to Ralph (pronounced Rafe) at length about his unofficial ‘scouting’ for trials talent. “If I see a rider who has promise, I kept an eye on him for some time, not just results, but his approach and style of riding”. “If I thought a rider had the necessary qualities, I would have an idea which manufacturer was looking for riders and I would simply phone the competitions manager and give them details.”
Ralph Venables had the ‘ears’ of all the factory comp managers and his opinion was highly-valued; such was his stature in the sport.
Venables: “I didn’t quite like Sammy Miller’s riding style; he always appeared to crouching over the handlebars compared to other riders of his era, but there again he amassed quite a substantial amount of wins in his career. It just goes to show that one can be incorrect occasionally!”
Ralph was a blunt individual and was quite cutting with his comments at times. This earned him the reputation in Scotland of being ‘the poison pen’ at times such were his comments on certain Scottish-born riders!
He once told me that I, “…wrote too much” and asked if I was being paid by the word! “John, why use ten words when one will suffice?” he quipped. “Read your scripts over twice and cut them down, time is short!” he informed me. I took his advice, when Ralph spoke, people were wise to listen.
I had the utmost respect for Ralph Venables, his knowledge of the sport and the people in it was endless. It was a privilege to have known him. – Trials Guru.
(*) – Mick Andrews Book of Trials by Tom Beesley & Mick Andrews (ISBN: 9780917856006) Published by: Trippe, Cox. – Now out of print.
Photos: Copyright of individual photographers
Mick Andrews Article: John Moffat – 2014 (All Rights reserved)
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 any 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. All articles are not published for any monetary reward or monetisation, be that online or in print.
on the RETROTRIALS website – A full interview with Magical Mick… Here
Video of Mick Andrews: Courtesy of Ferry Brouwer, Netherlands via YouTube
This was planned for October 1976, just in time to miss the cold weather at home. I arrived in Santiago and was taken to a cocktail party organised by the local motor club.
Everybody was friendly except one person. I was later to find out he was the touring car champ of Chile. He came up to me and said: “…if you are so flippin good come to my garage tomorrow and ride over my car”. His car was a mini, so I thought with low profile tyres lowered suspension etc it would be no problem.
I arrived at his garage to find that the touring cars had to be absolutely standard. Not only that they had hydro-lastic suspension. The driver had invited all his pals and they were doubled up laughing. This made me more determined to do it. Once on top of the car I breathed a big sigh of relief.
My next stop was Columbia. I landed in Bogata and was due to change planes to Medellin. Unfortunately my flight was one hour late. The next flight was in 23 hours time.
My journey had started in Spain so the only currency I had was pesetas because there were no flights from Bogata to Spain they would not change my pesetas. I was sat in the quietest airport I had ever been in and worse than that I was stuck here for the next 23 hours!
There was about four guards with rifles and what may have been National dress. One came up to me he was quite helpful.
“You no go sleep” he quipped. So, laughing I said possibly steal my luggage eh! “No” he said, “first” he said, drawing a line with his fingers across his throat “then steal your luggage”. That really cheered me up!
Shortly after the soldier returned with a person who I can best describe as a ‘Jack the lad’ (not the sort of person you would trust usually)
“You want hotel?”, “yes please” I said and explained my predicament. “No problem” he replied “Pesatas? – okay follow me”. We set off out of the airport and the soldier gave me a reassuring thumbs up.
My new ‘friend’ was holding the back doors of a Toyota van open telling me to get in. As the doors were closed I thought oh well what have I got to loose only my life – Help! “I will pick you up at 8.30 tomorrow morning” he shouted as he left. I couldn’t believe it when at 8.30am prompt he was there to pick me up. His fee was 1000 pesetas! You live and learn! – Rob
Trials Guru: Rob Edwards was competing week in week out with Montesa.
The Cota model was being constantly developed and in 1975 was increased to 310cc with the in-coming model ‘348 prototype’ first seen in the hands of Spaniard Francisco Paya, which was later to become the production Malcolm Rathmell Replica/348 models.
1974 saw Rob pick up the Alfred Scott trophy when he was victorious in the Scott Trial, more on that later, but here is a photo taken at the Kings’ Head Hotel, Richmond at the presentation of awards.
To be continued…
Read the full ‘Rob Edwards Story’ … click Here
© – Rob Edwards & Trials Guru/Moffat Racing, John Moffat – 2014 (All Rights reserved)
Former British Trials Champion (1977) and factory Honda rider, Rob Shepherd is making a comeback to trials with a machine that he was associated back in the seventies. Honda powered four-stroke power. ‘Shep’ a Yorkshire farmer has been practising constantly with a Drayton BSA Bantam which he hopes to ride in Pre’65 events next season. He was particularly taken with the Montesa 4RT. Shepherd rode for Montesa back in the early seventies with Rob Edwards, before switching to Honda UK Trials Team with Brian Higgins and Nick Jefferies, managed by Sammy Miller.
According to Rob’s younger brother Norman, also a very competent rider on a Bultaco, Rob has worn the rear tyre of the Bantam to ‘slick’ proportions. He told Trials Guru at the recent Scott Re-Union: “He’s never off the thing, he’s worn the knobbles off the rear tyre”.
Rob Shepherd has been out of the sport since 1983 when he last rode it was an Appleyard 340 Bultaco in 1982/83 and a Majesty Yamaha in 1981.
Link to more on Honda Trials
Acknowledgement to Trials Media/Trial Mag/John Hulme.
Photos:
Barry Robinson – All Rights reserved.
Heath Brindley – All Rights Reserved.
MoffatRacing Archive – Copyright.
Watch this 6 minute film of the Centenary Scott Trial …
Click … Here
Credits:
Filmed and Edited by Sam Alsop @poslamas for Videorc @videorc
Read the full ‘Rob Edwards Story’ … click Here
© – Rob Edwards & Trials Guru/Moffat Racing, John Moffat – 2014 (All Rights reserved)
Read the full ‘Rob Edwards Story’ … click Here
© – Rob Edwards & Trials Guru/Moffat Racing, John Moffat – 2014 (All Rights reserved)
FIM World Series – Doug Lampkin – Short Video
FIM – LIVE
TRIALS GURU - DEDICATED TO TRIAL 