The Chairman at full chat

Simon Riddle reflects on the Land’s End Trial

The Crackington crew awaits the arrival of their first victim.


This is the first post-AGM newsletter, and the status quo continues in terms of committee membership and roles, so thanks to all who will continue in their posts for 2026 into 2027. We are, of course, always looking for ‘new blood’, so if anyone is keen to get involved in the club on the committee side, please never hesitate to reach out to us. It doesn’t have to involve a ton of commitment — just bring a few ideas along and you’d be more than welcome.

The Land’s End Trial over the Easter weekend: as traditional as grassroots motorsport gets and long may it continue; dominated the month. A few historic achievements this year, with Crackington and Blue Hills celebrating their 90th years as hills on the event, with two of our committee as section chiefs this year: Nigel Cowling on his local at Crackington, and Andrew Rippon also on his local at the final and most iconic section Blue Hills 2.

Club member Rob Holden was also chief on Cutliffe and, although I’m not privy to any results yet, I believe the two of those hills were the main stoppers this year. I can vouch for Crackington — marshalling there, it’s back to being in its traditional form…I wonder why….which had deserted the hill for a number of years.

A trip down to Blue Hills once we’d packed up and closed followed, where we seemed to be caught in the slowest convoy of traffic possible, but still arrived in time to see 90% of the cars, and with the marshals in their bucket hats as a fitting tribute to Martyn Harry. Thanks to Mr R for keeping us a pasty back — ’twas very welcome.

Things are a little quieter on the club front now, although a gang of us will be either marshalling or competing on the Torbay Trial on the 19th.

Our next event is the BTRDA round of the Sporting Trials Championship, the Northgate on 16th May at Ashleigh, Lifton, which will kick off our busy summer events programme. As ever, marshals and entrants are most welcome.

All for now
Simon R

Blue Hills 2: remembering Martyn Harry

Andrew Rippon’s emotions are stirred as he takes over running the Land’s End Trial’s most iconic section

Last year at the close of Blue Hills 2 Chief Marshal Martyn Harry asked if I would take on his role at the hill next year, my reply was not to be silly as he had undertaken this role for numerous years but he was adamant he wanted to step down. I agreed to do it but only for a year and that he would return as Chief for the following year.

Sadly, as most will now be aware, Martyn passed away in February after a short illness, which came as a great shock to all.

The MCC contacted me to ask if I was prepared to take over the role, it was an upsetting decision to make but I was assured by many that it was Martyn’s wish for me to take over. So I decided to do the boy proud, with support from Martyn’s wife Julia and two daughters, Annabelle and Philippa.

The team Martyn had running the hill for numerous years all agreed they would come. I could not have done without them: now we were ready for the day.

Anyone who knew Martyn will fondly remember him wearing a blue bucket hat, so as a mark of respect we agreed it would be a fitting tribute to him to all wear these on the day, this was supported by the MCC who kindly provided the headgear: these I’m sure will be worn for many of years to come on Easter Saturday.

The team came together bright and early on the day, so the hill was set up in no time at all. Before the course opener arrived, I said a few words in memory of Martyn, and we all shed tears: yes even grown men; followed by a minute’s silence.

Bikes started arriving about 20 minutes early in a steady stream without too many gaps, but unfortunately most of the bikes stopped on the wrong restart.

Once the first cars attempted the hill, we soon realised it was going to be too easy compared to previous years. Maybe with the badgers on holiday and no doctoring permitted, the hill was less challenging and spectators said it was tame.

The main failures were mechanical issues and not due to loss of traction.

With four new stop boards in position and very visible we still had competitors not stopping: one in particular, flew out the section with excessive speed causing a danger to all.

This year the winch crew were only needed seven times, needless to say they were bored.

On the arrival of the course closer we packed up and got home at 7.30pm: 12 hours after leaving home, and that’s the earliest for many years.

Thank you to all who helped and supported me on Blue Hills 2, I couldn’t have done it without you, hope we didn’t let you down Martyn.

Would I do it all again?

Yes, most definitely!

Andrew Rippon

That’s the way it Rolls!

Simon Oates has some strange Land’s End Trial encounters on the way to Blue Hills

Here comes the bride!

Liege doubles as a tow-car to recover an errant Vincent

The forecast wasn’t brilliant for the Land’s End Trial but as it turned out, we mostly skirted around any rain and really only had some mist on the high ground towards Exmoor. I did however put the roof up on the way up to the start at Bridgwater Rugby Club which just keeps the chill away.

The roof was down for the start. As we were in the last 20 cars of the main trial we had the pleasure of the company of 20 odd class O and 20 odd Class R cars that would follow on different routes behind the main trial. This included a Rolls-Royce Silver Shadow in Class R endowed with a wedding party of four, including a cross-dressed bride sporting a beard. There were no offers to carry the bride over any thresholds that I saw, Crocodile Dundee springs to mind but I guess it takes all sorts to make a trial!  

We made steady progress to the handbrake test on a slope (we could have done with more mileages in the route-book) and a queue to the first section Felons Oak. Dr Mazola may have visited the restart which was cleverly placed with a small box to stop in. We spoke to Rob Haworth in his Liege while in the queue: he reported that a minibus had forced its way past him, whacked the front driver’s side wheel and mudguard and then drove off. It was looking very Marty Feldman and was difficult to drive with the front tyres getting very hot.

He cleared Felons Oak and we stopped to readjust the tracking with a bit of toe-in instead of massive toe-out but we couldn’t adjust the wheel to make it more upright. I had my doubts about how long he could continue, but continue he did, right to the end!

It didn’t take long to find Classes O and R ahead and around us which culminated in a miscalculation by a Vincent Sports Trial car as the driver missed a downhill corner that cambered away and panic braked into a gorse bush with a sheer drop a little further on. I don’t think the occupants realised how lucky they were!

We immediately stopped to check the occupants, and then Steve Moir (my wingman) went back up the hill to warn approaching cars of the predicament. A few nearly ploughed into us! I attached my tow strap to my new front tow loop and the other end to the Vincent. Reversing up the hill, we managed to pull the dead weight back on to the road. The smoke from my clutch nearly started another global disaster but the little beauty pulled well above her weight. The Vincent had an immobiliser on the key fob which was stopping it starting but once Nick Symons had worked this out the car was running again only to go on to do similar again, I believe.

We’d only done a handbrake test and one section and were already well behind the main trial, but no sign of Rex Ward in the closing car yet, at least that was good news. 

Barbrook came and went with no queue on Beggars Roost and still in the dark. We managed to reach Riverton still in the dark, completed the Yollacombe special test with the lights still on and it wasn’t until the queue at Sutcombe that dawn broke and the birds in the woods gave their vocal chords a bit of freedom, it was bledy glorious!! There was a restart that was catching a few out and a compulsory STOP in a box at the end or penalty points.

A welcome cup of tea from the magnificent ladies of Sutcombe also hit the spot and then on for fuel at Wicketts of Bradworthy. A dozen or more cars in front at Darracott and an easy romp up the hill. The hour-long queue at Cutliffe Lane was shorter than expected considering how many cars were failing the hill. The marshals were so well organised and kept everything moving. We didn’t see many go up so knew it was a challenge with a higher start line as well. I gave it everything, heard some alloy wheel scrapes, and suffered some backbone realignment and a cricked neck but we got up.

Only three cars ahead at Crackington, so not long to wait and great to see the hill in form again with a local geological phenomenon appearing at Easter with a perfect gloopy consistency (don’t lose that recipe) to stop cars on the restart, but not us.

Breakfast at Wilsey Down was devoured during the hour comfort stop and away to the harder half of the trial. Unfortunately we restarted with Class R in front including the Wedding Party Rolls-Royce which followed the same route until Warleggan. A Special Test en-route at Ruses Mill was tough for us as the tarmac hill had now become very slippery on the bends and it was hard to get the grip and speed for a good time. Indeed we had listened for a long time to the Roller spinning its tyres trying to get up the hill. I doubt many RRs have tried it before, so maybe the MCC will provide a Stifficut to confirm their passage up the hill?

Eventually we got to Warleggan and another potential stopper. Tyre pressure limit at 10psi and a restart which went well with a few more fillings being shaken loose on the way up. From the edge of Bodmin Moor to the sea (well Wadebridge-ish) and Eddy’s Branch line 1 which was made easier with better start line positioning than previous years. Eddy’s Branch Line 2 had a restart for 7 & 8 which luckily wasn’t too rutted or wet when we got there.

A spirited drive down to Perranporth and then on to Blue Hills where again there were only ten cars in front and virtually no hold ups. BH1 had loads of grip and the muddy pool before the restart was dry, so an opportunity missed to make it more slippery and difficult. All cleared and we stopped in the box at the end. BH2 also had plenty of grip and I didn’t notice any craters at the restart to hinder progress. This year I managed to stop at the end (unlike last year) in the well-marked and fantastically marshalled finish.

The Blue Hills marshals were beautifully turned out with pink tabards and bucket hats in memory of the legend, Martyn Harry who sadly recently passed away. A few moments at the top to catch up with a few people and then off to the finish and sign off. We entered a team of three with myself, Nick & Ben Symons in their Subaru-engined Singer Chamois, and Rob & Elizabeth Haworth in their Liege.

We entered as The Kernow Mavericks. Rob had been fighting the previously mentioned damage most of the trial and the brakes had started to drag on the sections which eventually sapped the power on the last section. How he’d done so well up to that point, I’ll never know. It was great to see many of the sections / hills in such challenging form throughout the event. The marshals were exemplarity with many on section for 12+ hours and many also prepping the hills during the previous 24 hours. None of this would happen without the many South-West motor clubs and their members that put so much into the trial. A big thank you Pete Hart as Clerk of the Course for letting us choose tyre pressure for most of the day. Cracking!

It’ll be oil-tight on the night!

Before the trial is run, it is lost and won in the workshop, as Simon Oates recounts

“Must’ve been the dog, dear!” Simon contemplates the origins of the latest puddle on the garage floor

Every picture tells a story which brings us to the tale of an oil leak and associated woes. In truth the rear axle has been leaving its mark in the garage for most of the season since early October. A few attempts to rectify the problem with the welder underneath the petrol tank (don’t copy me please) weren’t successful so the next attempts were with good old J B Weld and a bit of body filler. The flow of oil wasn’t too bad and constant checks of the oil level in the axle revealed it only required minimal topping up. It’ll do for a few more trials…until it won’t.

Eventually, the week before the Land’s End, I found time to remove the axle and was shocked that there was hardly any oil left and rather than falling with gravity to earth (picture) the majority had gone at 90 degrees up under the back of the car!

Hours were spent taking off the emergency patching I had been doing for three months in an attempt to get the metal clean enough to weld properly. This will probably be the last time it’s welded up as now there’s more weld than original axle casing. The abuse to the axle (62 Trials) during my ownership in the last four years was showing with twisting torque marks and ripped metal clear to see. Once welded up and painted (to cover my welding?) came the fun of reattaching to the car. You’re never sure if it’s cured until taking the car for a thrashing to see if it bleeds again. It ran, it didn’t leak and life was peachy again.

Two days before the Land’s End and it was time for the final checks to the car. All lights – check, oil in axle, gearbox and engine – check, check, check, water including screen wash – check, adjust all brakes, grease where needed (including crevasses I didn’t know I had) and a cursory walk around the car to double check again. Where’s the front towing eye gone?

It’s not in the bleeding oil picture either, must have gone for a walk in the President’s Trial I guess. Two hours later I’d made one up and painted it yellow. I tried to replace the Rivnuts, only to find the tool was broken (Rivnut gun, not me) which added another hour added to the job.

All good to go now, but it wasn’t checked at Bridgwater scrutineering! However, it was put to use after the first section on Exmoor in the mist around 2.20 am, when a class R car (Vincent Sports) didn’t see a downhill opposite camber corner and went straight on into a large gorse bush.

Easter Sunday morning came about and time to remove the car from the garage for a post-trial spruce up. More oil on the garage floor but from the middle of the car. Clear oil, so not the engine or rear axle (red oil) so it must be the gearbox.

Up with the rear first to swap wheels and tyres around only to find splodges of oil on the inside of the alloys. While it’s up, I dismantle the rear brakes to see if the axle oil seal is leaking but was relieved that they were dry. All put back together, adjusted and road wheels fitted. Jack up the front and take the engine/gearbox guard off and pressure wash off the gearbox, drop the car down and go for a spirited drive to harass the locals, dry the gearbox off and hopefully see where the oil is bleeding from.

With the car now hot, I jack up again and can clearly see the oil is coming from the middle of the gearbox at the bottom. Ream five bolts up b…dy tight in the hope this will stop the leak and save me taking the gearbox out and splitting it only to re-seal the join in the middle. Off for another drive to get it hot again to find that tightening the bolts has done the trick for now. Back on with the guard, top up gearbox oil and note to self to keep an eye out for another leak. Where does all the time disappear to?

A broken man at breakfast

Yet another trial, and yet another DNF for the Editor

A ferry nice day: KTM Liz and Beta brother Ben enjoy the luxurious facilities on the ferry

Two kindly marshals get editor Simpson the right way up so he can wobble off to breakfast and retirement.

With the benefit of hindsight, I really did set myself up to fail on the Land’s End Trial. Last Spring, my brothers and I had a wonderful two days of trail-riding in South Devon with Rob and Liz, my two old friends from Cambridgeshire TRF days now relocated in the West Country. We all promised we would do it again next year…the week after the clocks change we said.

Silly me, didn’t check the diary…and it turned out we would be doing two days of riding Monday and Tuesday, then I would be turning the bike around and prepping it before setting out to ride the Land’s End on Friday.

With the X-Trainer out of action, I had no option other than to do it all on the GasGas ES700: a bike better suited to the wide-open spaces of Salisbury Plain than the rocky lanes of South Devon, let alone trials sections. Still, I had at least got to the end of the March Hare Trail on it the previous month, so it shouldn’t be impossible. Plus my smaller front sprocket finally arrived, lowering the gearing a fair bit.

Rob couldn’t help but snigger when I rolled into his yard on Sunday night, and he helpfully pointed out that the ES700 was even heavier than brother Mike’s Honda XR600. Brother Ben was riding a far lighter Beta 450, and Rob and Liz were both sensibly mounted on lighter still KTM 350 EXCs.

Never mind, I was confident that the dinner I cooked that night: fillet steaks from Warrens; would see us all through the following days.

Rob and Liz know every lane and byway in Devon, and we must have ridden about half of them on Monday: Newton Abbot to Dartmouth and back across the ferry to loop around to Newton Abbot again. Huge hills, big rocks and more. I started off badly, got considerably better, then became exhausted, and Liz had to help disentangle me from a tree!

Day two was hopeless: the ES700 has quite hard handlebar grips, and I was hanging onto the thing a bit too tight. On the second lane, I had pins and needles so bad I could barely work the controls. Overshot a hairpin bend because I couldn’t find the front brake. Time to go home.

The intervening couple of days saw me throw a new tyre on the back of the ES700 and give it a general clean and check over. I also fitted a new headlamp bulb, which promised a 100% increase in light output. Noticing it was ‘Made in China’ and branded Lucas I carefully packed the standard bulb to use as a spare, but it wasn’t needed. All seemed well, and trying to ignore the lingering aches and pains from earlier in the week, I set off on Friday night for the delights of Bridgwater Rugby Club.

Got there in plenty of time and caught up with a few people, including Chris ‘Bikeworld’ Northover and his wife Kirsty, who must be two of the nicest people in motorcycling.

Kirsty was riding a CG125 Honda fitted with a BSA Bantam petrol tank to confuse old people, while Chris was riding…a barn-find ex-WD BSA B40! This is a man who could have the pick of any bike from any of the importers thanks to his YouTube channel, but no, he likes doing things the hard way. And hard they certainly were going to be on the old Army Beezer.

My hour came around at last, and riding number 123, I set out into the night towards the back of the bike field. I was very pleased to encounter an unannounced  ‘number check’ being made on motorcycles at the car handbrake test…I’m sure I’m not the only rider to have been surprised by the way some contestants mysteriously make their way unseen up the running order to section one in the past.

Unfortunately and foolishly, I overshot the turn off the main road to the first section, which put me right at the back of the motorcycles, but the plus side was I cleaned Felons Oak, which was an improvement on last year. And no restart for me on a Class C!

The weather was also an improvement on last year, with clear skies and a lovely moon. I had a bit of irresponsible fun climbing Porlock Hill with as much power on as I dared to unleash though a squashy set of trials tyres (fun fact: the GasGas 700 single is actually more powerful than the Yamaha Tenere 700 twin!). A fuel and food stop at Barbrook was followed by Beggar’s Roost. No queues, but a restart, which the GasGas managed without difficulty: 70 bhp+ and off-road traction control is a bit of a cheat code in these circumstances.

Next section is Riverton, which is mud rather than rock. This time I didn’t get lost in the woods on the way in like I did last year (and I know I wasn’t the only one) but I unfortunately faulted on the way out (which I didn’t last year), the size and weight of the bike proving a little too much for me in my pre-fatigued state.

The Yollocombe special test follows shortly after (last year I missed it the first time, mistaking .2 miles for 2 miles in the roadbook) and I took it very steadily indeed.

This marked the end of the nice weather. A sticky drizzle began to fall. I had a small spray bottle of diluted washing-up liquid and a microfibre cloth in my tankbag to clean my visor with, but a guy riding with me on a Honda CRF was struggling a bit with water on the inside of his glasses and in his route-book, so he tagged on behind me.

The back lanes around Holsworthy are even worse than they were last year: give it a few more years and they will be trials sections! Sutcombe was another triumph for the GasGas: point and shoot up the hill, then stop in the box at the end. “Perfect!” the marshal said.

The GasGas is ridiculously economical, so I didn’t join the refuel queue at Bradworthy, seeking to have the bike as light as possible for Darracott and Cutliffe. Darracott is a favourite, with alpine-style hairpins, all of which I negotiated successfully, only to get a bit crossed up on the easier bit towards the top. I may have failed at this point…it all depends on whether anyone saw me put my boot down in the dark!

As far as I’m concerned, the toughest section on the whole trial comes next at Cutliffe Lane: an opinion confirmed by the presence of an A board. We waited on the other side of the lake watching a succession of failures by bikes and Class 7 and 8 cars (the other cars do an easier hill), then it was my turn. All went well until it didn’t and I came to a halt, and got speedily turned around by the marshals and left via the ‘failure’ route. This separated me from my friend on the CRF, who got far enough up to exit from the top.

On via Stoke, a refuel in Bude and then the route check at Widemouth Bay: I pulled in and was sorry to see a couple of riders on step-throughs sail past. All that effort, then such a basic error.

I caught up with them shortly after. They were aware of the mistake, but lacked the energy to go back. And who can blame them?

My thoughts turned to breakfast. Just Crackington to go. This is my local hill, and I’ve ridden it without issue on both the GasGas and the X-Trainer numerous times through the years, but then it doesn’t usually have a lorry load of wet clay at the top. Just as last year, this proved my undoing. Last year I hit a car rut in the clay that steered me into the bank, this year I resolved to miss the ruts, and fell off instead! Thanks to the guys who picked me up, after everyone (me included) who had a laugh!

On to a very welcome breakfast at Wilsey Down, and I confess I was feeling exhausted: a full English and a cup of tea didn’t do much to help. Heading out to the carpark, I saw Chris struggling to start the old BSA. I assisted with a bump start, which proved fruitless, and a quick diagnosis revealed a complete lack of spark. Then, a miracle. Some random bloke wanders up, and suggests flicking the points open to see if there is any energy in the system at all. There isn’t. But there is a broken LT wire leading to the coil. How the hell does this happen when the bike is stopped?

Reconnected, the Beezer stats first kick. I had confessed to Chris about my fatigued state, and that I was considering pulling out as I didn’t feel safe to continue. He pointed out that the GasGas required a very different technique to the X-Trainer…rather than picking your way up a section you had to choose a line and, well, gas it!

“Whatever you decide will be the right decision,” he said. So I rode home.

Was this right?

Should I have just necked a Red Bull, eaten the last of my chocolate peanuts and carried on?

Dunno. I am looking at doing the Edinburgh in the Autumn, but probably not on either the X-Trainer or the GasGas. The Fantic EXF 250 Trail looks like it could combine four-stroke comfort with not much more weight than an X-Trainer. And, it’s only £5K brand new!

“Hello, is that Thor Motorcycles?”

Richard Simpson, Editor

Tall tales needed 

Motorcycles or cars, garage or trial, your exciting/amusing stories and pictures are needed for the next issue of the Newsletter.

Also, we can handle adverts for trials-related items for sale or wanted.
Email to richardsimpson94@yahoo.co.uk

Drivers on the storm

A soggy Simon Oates reports from the David Ayers Sporting Trial

This event followed the Sporting Trial hosted the day before by the day before by Camel Vale Motor Club. While being the follow-on event may have boosted entries from ‘out of area,’ the weather forecast for the day was not good.

The club gazebo was erected on Sunday morning for signing on and every large metal peg available was used to attach it to the ground due to the forecast winds and rain.

Andy Prosser had spent two days planning and fettling the sections; all looked fantastic. We had 18 entrants on the day and could allocate two marshals per section. The plan was to do four sections three times each, and then take a break at mid-day as we had laid on Vic’s catering van so all could indulge in its culinary delights.

As we started the trial the weather started to change for the worse. I was on Section Four, and the first few cars made the most of reasonable ground conditions. The first four cars cleared the section, and Nigel Shute and his wife were cock-a-hoop with their clear!

Then the section started to cut up, and the next cars took some inventive lines but most failed to make much progress. As a marshal, it’s hard to tell someone who thinks they’ve got to a five that they have touched the 10 on the way through, but such is trialling.

We altered the section for Round Two but it was persistent rain by now and the sections were getting extreme. Spirits were dropping and everything was trying but still the committed trialists made the best of the conditions and tried different techniques and lines making the most of the changes.

 As Round Two went ahead, Andy Prosser and Mike Wevill modified and widened the next set of sections. Once Round Two had been completed it was decided to continue with the afternoon sections without stopping for food. A few disgruntled competitors from other clubs weren’t happy with the sections being too narrow and slippery, and said they didn’t provide a burger van at their events and didn’t know we had one. (Sorry, we obviously need to try harder to make the event less demanding and provide poorer facilities – Ed)

Amazing how people change when they’re cold, wet and tired, especially when things don’t go their way. Some embraced the conditions and made the most of everything right to the end: it was an absolute pleasure watching how some plan their route and adapt to any changes.

The highlight on the last round was watching Thomas Bricknell plot his route on Section Eight where none of the recent attempts had got higher than Five and his skill and determination got him to the Number One board.

In the end four laps were completed, and then the section markers were picked up ready for a powerwash at a later date. If the weather had been a wash-out on the Saturday and dry on the Sunday I’m sure some people would have felt differently about the event. At the end of the day we have no control of the weather and when it goes bad it needs to be embraced and seriously taken as the ultimate challenge it is.

When I returned to the top field, I found that the gazebo had taken off over the hedge and across the road to be saved by the Fack brothers. They fought with it and managed to dismantle it by the side of the road, the greatest of thanks to them both.

Fourteen of the 18 entrants persisted to the end which was testament to their dedication to the sport. A big ‘Thank You’ to the land-owner and all marshals and especially to Andy Prosser who did a cracking job but unfortunately the weather had the last word and it was BIBLICAL.

Results are on the website and the next Sporting Trial is the Ron Beer Sporting Trial on Sunday 14^th December at Lifton.

PS the gazebo lives and has been repaired for another day, with guy ropes to be bought to strap her down.

Simon Oates


Night and day

Having dried himself off after the David Ayers, the intrepid Mr Oates told everyone he was ‘going out for a while and might be some time’ before trailering his Liege up to Derbyshire for the Motor Cycling Club’s Edinburgh Trial

After 6 ½ hours of travelling up to the Premier Inn at Ripley from Cornwall, I was definitely in need of a bit of sleep. I can confirm that Lenny Henry wasn’t in the building and four hours of shut-eye was achieved.

With a bit of thought (rare and unusual) I decided that it would be a good idea to park the tow-car and trailer at the start/finish at Rowsley Station. First came a 40-minute journey to Shireoaks near Worksop to pick up my bouncer, victim and fellow Liege owner Paul Wheatley, and then on to the station: a further 50 minutes journey.

We arrived with 1 ½ hours grace before the start, to find the only parking was at the far end in a dark, remote and narrow (as wide as the length of my car) part of the site. Sure, there was just enough room for all the trailers, but I think we took the last spot. I unloaded the Liege followed by unhitching the trailer and turning it around, then the car was reversed 150m before I could turn it around and reverse back to the trailer, all in the pitch black of a railway yard (a major challenge for a grumpy old man).

Signing on and sorting other paperwork was seamless and our numbers were received and attached to the car in all four compass points. We were running as team Liege Larkins with three Lieges containing Rob & Elizabeth Haworth (220), John & Natasha Early (218) and Paul Wheatley & myself (219).

Off we went at 1.39am, I didn’t really know this particular area but luckily Paul was very familiar with it in cars and motorbikes. Seamlessly on to the first section and a queue whilst a car was recovered. Hob Hay (1) caused few problems and the restart wasn’t hard. Thirty miles to Haven Hill (2) and a small chicane in the middle of the section to try and catch a few out. Once we got to the top we spotted a Marlin in trouble and offered to help.

The clutch pipe (plastic!) had got too close to the exhaust manifold and melted. We eventually bodged a repair but struggled to get all the air out of the pipe. They said that they would try a bit longer but eventually had to retire. The last thing anyone wants to see is an early retirement on one of these events after all the time, effort and money invested (tell me about it – Ed).

Off through Brassington (where I normally stay) and to Ballidon (3) for a restricted drive up a lane and through some fields which can only be described as a filler. On through Elton and to Cliff Quarry (4) where we found different instructions in the official Printed Route Book to our email version. Only a restart for Class 8 and no problems encountered.

Just up the road was the first Observed Test at Deadwood. Downhill to a cone which had to be circled clockwise and a short sprint to stop astride line B. I didn’t do this very well and forgot to use the hydraulic handbrake. Once completed we moved on 10 miles for a ‘splash and dash’ at Whites of Calvers petrol pumps and then up through the woods at Tumbletrees (5) where class 8 had a restart.

Keeping to the right on exit we joined the tarmac and cruised on to Haydale (6) for a restart and another clear.

As we left the section we spotted our Newsletter Editor, Richard Simpson, broken down on his Beta X-Trainer and waiting for recovery. We carried on as we couldn’t do anything for him to Carlton (7) which can be tricky on the restart when wet but luckily for most there were few failures.

We were well ahead of time when we arrived at the Monsal Hotel just after 9.00am for the breakfast stop. A bacon bap (cold and over-cooked) and a mug of tea at a reasonable price (compared to last year) were consumed before chittering away to anyone that stood still long enough.

We then left in original order at our designated time of 10.39 and made our way to Litton Slack (8) where there was a restart for classes 7 & 8. I was expecting an impossible hill but it was quite uneventful (2 years in a row) so expect a stinker next year. 

Waterloo (9) was next on the list with an easy restart for all classes. We followed the instructions past the famous ‘Cat & Fiddle Pub’ for over 2 miles to not see the sign for the Stanley Arms Hotel. We turned back and took another road to eventually find our way to Corkscrew (10) and a short queue for the hill. Later another competitor commented about the route instructions were sometimes “Somewhat Fictional” but it’s all part of the experience.

Chief Marshal Simon Woodall commented that he only saw 31 of the expected 42 cars, did the Cat & Fiddle Triangle consume them all? We completed the restart on the cobbles at the bottom and shook, rattled and rolled our way to the top.

At the top we shook ourselves off and followed the road back to the start of Corkscrew and continued on to Booth Farm (12) for an easy climb through the section. A quick dash on to Hollinsclough Chapel Tearoom for a well-deserved drink and cake or two, with 30 minutes to consume. Feeling a bit bloated, we continued on to Excelsior (16) where we went high and right on the restart to clear the section.

With enough fuel there was no need to fill up before Dudwood (17) where we queued before attacking our section. Dry conditions made the sections easily cleared unlike previous years and there seemed to be a swarm of marshals on and around the two sections.

A second Observed Test was done on leaving the section which I think I couldn’t have improved on much. Following this we made our way on to Clough Wood (18) for another dry section up Ramp A and Exit A to clear the section.

The final section Clough Mine (19) was also dry and the restart had plenty of grip. We finished a little ahead of our scheduled time and took a deep breath and relaxed. Paul had done a cracking job next to me and had been clear and concise with his instructions. A thoroughly grand day out by all in the Liege Larkins team and I hope everyone else enjoyed the day.

 We could have asked for wetter conditions for the sections to make them more difficult but at the end of the day next year we may get more water than we want and that won’t be right!! Our thanks is never enough but a Heartfelt thanks to all that set it all up and made it happen.

Thanks also to Paul Whitley for your company, banter and experience, my love for the sport (waning a bit for the last nine months) has now been reinvigorated so maybe see you all next year?

Simon Oates

How I didn’t win a Triple

Richard Simpson clocks up two DNFs and a DNS

What grand plans we make, only to find them dashed by fate?
It seemed like a good idea at the time. Use the Holsworthy Motor Club’s Taw & Torridge Trial as a gentle warm-up, travel up to Derbyshire for the Edinburgh Trial, then home to Cornwall to take part in our own club’s Tamar Trial. What could possibly go wrong?

I should have known, having done that first event in the illustrious company of John Turner a few years previously, that it could rain!

We finished a heroic last that year after cascading down the running order and finding John’s Citroen 2CV just a little out of its depth in the mudbaths left behind by previous competitors. The event was chiefly remembered for the puddles on the roads being so deep that water rushed up the hot-air ducts that run from the engine bay to the windscreen on a 2CV to act as demisters, and coated the inside of the screen with muddy slime. Were internal wipers ever on the Citroen option list?

By the time we got to the end there was about an inch of what looked like tea washing around in the footwell, and the entire outside of the car was clagged beyond belief. In my head, I Christened the event the Tea and Porridge.

It couldn’t be that bad this year, could it?

Yes, it could. The forecast wasn’t great, but I wore exactly the same rig that had kept me warm and dry on the Land’s End during the very wet event last Easter. The route for the Taw was excellent, with the bikes going on a green lane circuit prior to the first section as a warm-up. There was also an acceleration and braking test on a disused road before the first section. Organisers of other events please note: the marshals on Section One held back the cars (which had a more direct route without the green lanes) until all the bikes were through. This really does seem the fairest way of doing things, as cars can drastically impact on the sections and not for the better.

Cleaned the first section in spite of getting to the 90 degree bend half-way up a little quicker than was comfortable, but from that point on it all went downhill as the rain fell. When I saw one marshal fall over and another loose his welly in the mire, and having cracked my numberplate I made the executive decision to retire at lunchtime. The wet-weather gear that had worked so well on the Land’s End failed completely on this event, but then I didn’t fall off in a river on the Land’s End!

With the bike to wash and service,the next two weeks sped by and it was time to load up the hire van and depart for Derbyshire, picking up my running-mate Rick and his Triumph Tiger Cub on the way through Gloucestershire.

The weather for this year’s Edinburgh could not have been better, and we were really looking forward to a great event as we set off into the night. All went well on the first four sections and special test: I footed a couple of times but was still enjoying the event. Then there was a mysterious error in the route book: instructions to turn up an unmarked stone lane were followed, and led us to the middle of a field. We clearly should not have been there, and decide that absence of body was better than presence of mind. Retracing our steps with picked up a gaggle of similarly-confused motorcyclists and then some cars, all looking for this mysterious stone track which apparently was both ‘there’ and ‘not there’.

Eventually one of the car crews opted to drive directly to the ‘What Three Words’ location of the next section using sat nav, and we rather stupidly followed. Needless to say, the WWW location was for the exit from the section onto the road, and nowhere near the entrance to the section, which was on another road altogether!

At this point, someone pointed out that my exhaust was pouring out what looked like steam in the darkness, but as dawn broke turned out to be oil. Clearly, this wasn’t something I could fix with an adjustable spanner and a cable tie. Rick heroically offered to pull out of the trial, ride back to the start, and get the van, but I decided to wait for the trial to pass, then call for a recovery truck (my breakdown insurance doesn’t cover trials, but I figured that if I handed my numbers into the course closing car, then I wouldn’t be in the trial). I asked to be recovered back to the start. Incidentally, Rick went on to finish 4^th and won a Silver medal, so I’m really glad that he carried on.

As it turned out, I needn’t have worried. It took four hours for the harassed driver of the breakdown truck to find me (in spite of me repeatedly giving my WWW location, saying what road I was on and more) and then the poor chap scraped the front spoiler on his brand-new MAN trying to turn around. He then told me that he mysteriously “Had another breakdown who wants to go to the same place that you do.” I navigated him to some godforsaken spot on the moors where we eventually found the second casualty. It was, of course, a trials car (a Reliant Scimitar that had filled its exhaust with petrol, then blown up). We got back to the start ahead of the end of the trial, and that was that. Probably the nicest conditions there have ever been or ever will be for the Edinburgh, and my event was over before the dawn. Perhaps, if I hadn’t entered the Taw & Torridge, the Beta’s engine might have lasted the rest of the Edinburgh?

Which brings us to event three. No way I was going to get the Beta fixed for the Tamar. I briefly contemplated entering on the GasGas ES700, but it would have needed new tyres and other tweaks, so I volunteered to marshal at Crackington instead.

This had been marked up to be much shorter and easier than it was for the Lands End Trial, plus there was no clay dumped at the top. The GasGas climbed it easily, more than once. I briefly wished I had entered the event proper, but the thought of throwing the GasGas up Angel Steps changed my mind again.

Crackington only stopped a couple of bikes on the restart, and most of the cars cleaned it also. Everyone seemed to have a lot of fun, but I noticed one lad, aged about 11, glued to his Playstation in the back of a VW Beetle as it roared up the hill. How times change…when I was 11 I’ve have almost wet myself with excitement at the thought of a day climbing steep hills in a modified car.

Tales from the Ed’s Bike Shed

I pulled the engine out of the X-Trainer, and drained 300cc or thereabouts of gearbox oil out of the exhaust system. It’s now off being rebuilt, and that will be a tale for next time, but I can reveal that the crankshaft seal failed because part of the cage of the main bearing behind it came loose and shredded it.

Other news one: I’ve always avoided supermarket petrol, but had to fill the KTM Adventure up with Tesco Momentum 99 a few weeks back. A remarkable thing has happened since: the ethanol-induced bubbles in the tank graphics have gone. Could it be an ethanol-free fuel?

Other news two: The Aprila Mille been a bit grumpy: not what you want from a 1000cc V-twin superbike. The grumpiness reached a new height the other week, when it refused to run at under 3000 rpm. Oh, what fun riding home on our local lanes! I filed this under ‘sort it later’ and more-or-less forgot it. Then I remembered another vehicle I once owned behaving in exactly the same way: a Ford Escort van, no less! I had cured the Ford with a new set of HT leads. Blow me if the same cure didn’t work for the Mille. It now runs a sweet as a nut, but given the turn in the weather, I probably won’t use it again this year. I wonder what grumpiness it will develop over Winter? One thing I will do is fill it with Tesco Momentum 99 before I put it away…it may shrink the ethanol -swollen plastic fuel-tank back to its normal size…here’s hoping.

Till next time

Richard

PS: Don’t be shy. Let’s hear about your events and projects. Triumphs and disasters both, but remember, the disasters are funnier! richardsimpson94@yahoo.co.uk

Chairman At Full Chat
 
It’s the start of July now, and we are mid-way through the Summer events at the time of writing. June saw two successful events in the Carr Cup Testing Trial and the Spry Sporting Trial, held at a new venue, which worked well in the conditions. Next up is the Motor Traders Trial on July 6, an ASWMC Car Trial round, and this year we switch back to Waterloo Farm, North Petherwin, where we had run the event for several years with the kind permission of Simon Oates’ long-term passenger John Werren, who we very sadly lost last year.  We are very pleased as a club to be welcomed back to the family farm for this year’s event. 
 
Looking ahead to the autumn, our Tamar Trial planning is being ramped up now at this time of year, with sections being scoped along with the logistics, so watch this space for more info in the coming weeks. 
 
Hope everyone has been enjoying the generally nice weather we’ve been having, and as I have written a report of the Carr Cup I won’t ramble on too much in this piece and look forward to seeing many of you at an event soon. 
 
Simon R
 
 
 
Carr Cup 8^th June
 
Initial fears of the date being too much of a clash with a variety of other things were alleviated in the week leading up to the event with a flurry of entries.
 
Twenty-four starters on the day, and the venue kindly provided by the Greene family again, is excellent for this event, a huge field with little in the way of ‘hazards’ for any damage.
 
The weather was kind, not overly hot, but a fine spring/early summer day. We also benefited from ample offers of marshals, which were greatly received.
 
Six tests were run twice each in the morning, followed by a lunch break with catering kindly provided again by Vic’s Mobile Catering, which proved popular. We are again pleased to have them at our next event.
 
A few tweaks to the tests for the afternoon and time for three rounds before a mid-afternoon finish. The event seemed to go down well, thanks to Darren & Andrew for clerking and to Lisa and Lorraine for the paperwork for such a smooth-running event once again. 
 
Bike entries were a bit low due to a number of factors, but included three youngsters on solos and Tony Fry on his big road bike on a road tyre (brave man).  Three chairs provided great entertainment as always, with very little time separating them. A host of front-wheel drive production cars competed along with Adrian Booth’s TR, and young Oliver Cape driving a very smart Austin 7 Special. 
 
Congratulations to Phil Thomas for taking the Carr Cup just edging out Tom Greene, and Joe Martin for winning the John Pope Cup for Solos, along with a well done to the other award winners.
 
Thanks to all for entering, officiating, marshalling and of course to the landowners – a good, relaxed day was had by all. 
 
Simon Riddle
 
 
 
Spry Sporting Trial 14 June
 
Alan ‘Murt’ Murton had located a potential new site for a Sporting Trial at Willtown Farm in Broadwoodwidger, which is in the next valley to his property and owned by his friend Dave Petherick.
 
On our first visit we identified a couple of good steep fields with banks and well-spread trees.  A decision was made to run the ASWMC Championship round on the Saturday immediately prior to the Camel Vale Calvin Trial to make another great Devon/ Cornwall trials weekend.
 
Then Murt, Roger Teagle, and I visited the site on the Monday prior to the event thinking we had made a mistake as the ground was hard and bone dry. It looked like we would need to run on 10 psi tyre pressure limit, but rain was forecast.
 
Fortunately, the Gods were on our side as by Friday there had been something like three inches of rain. Murt, Andy Prosser, and I proceeded to lay out on Friday morning during a break in the rain. Andy’s fresh eyes and imagination enabled us to set out six very good sections, and there was even more heavy rain overnight.
 
We had an entry of nine with Alan Baker and John Cole coming down from Gloucester, and the welcome addition of Sam Teagle on his first Sporting Trial. I was ruled out for a variety of reasons but marshalled at the beginning.  There were only three or four marshals including Hilary Carrott and Karen Warren, who both kindly stepped in at last minute (Saturdays are always difficult). On that basis, we decided to run three hills four times before lunch, then another 3 x 4 in the afternoon, on free tyre pressures.
 
Needless to say, Thomas Bricknell was virtually unstoppable and way out in front. Thomas dropped just 11 points to win the Spry Trophy, next was Alan Murton on 49 to win Class 3, Colin Flashman and Roger Bricknell (still showing why he has been a multiple British Champion) were third on 65 points. There were no retirements, so everyone was able to compete on the next day.
 
The weather held, the sections were superb, and full credit to Andy Prosser for his setting out skills.
 
Judging from the feedback at the end, this was an excellent club trial and we think that the site could be used next year for the Northgate Trial being a BTRDA Championship Round, and running approximately one month earlier.
 
As always, many thanks to the landowner (who was exceedingly accommodating) and, of course, the marshals.
 
Mike Wevill
 
 
 
Tyre Changing Equipment Review

The tyre changing rig and the wheel balancer
 
Regular tyre changes are part of the price you pay for trials riding, and this is particularly true if you use the same bike for other purposes. At 65 years old, my knees are getting a bit tired (groan) of being slammed into the sidewalls of recalcitrant Pirelli MT43 4.00-18s, so I decided to invest in something that would take the pain out of the task.
 
I cannot justify the cost of the Rabacondas that you see in action in the pits at the ISDE where tyres are removed and replaced in seconds by exhausted riders at the end of the day, but I found a lower-cost alternative.
 
Enter the Warrior tyre changer/bead-breaker rig, which I got in a package along with a Warrior wheel-balancing rig and a couple of Michelin-style tyre levers from Demon Tweaks https://www.demon-tweeks.com/uk/tools-workshop/garage-equipment/motorcycle-tools-equipment/wheel-tyre-equipment/
 
The Chinese-made equipment arrives in two boxes and with no instructions as to either assembly or use…just poorly-rendered monotone illustrations on the boxes themselves.
 
Luckily, it all bolts together in a fairly straightforward manner, but you need to put the arms for the wheel-balancer in the outer holes of the base to accommodate the hubs of most motorcycle wheels.
 
To use the tyre-changer, you remove the big wingnut on the central spindle and drop the wheel (with the tyre deflated and rim-locks/security bolts released (not like in my picture!) onto it before replacing the wing nut and tightening it down.
 
You then set the spade on the lever so it will press down on the area of the bead immediately adjacent to the rim, and work your way around by rotating the wheel.

Once you’ve broken the bead/rim seal all the way around, rotate the wheel so the spade is directly opposite the tyre valve (assuming you use inner tubes), shove the valve up into the rim, and use the two levers to lift the tyre over the rim with one each side of the valve while the spade holds the bead opposite into the well of the rim. The hooked ends of the Michelin-style levers engage with the tyre bead and reduce the risk of catching the tube.
 
Work your way around the wheel until the tyre bead is completely clear of the rim, then flip the wheel and repeat for the other side. The wheel should now be loose inside the tyre, and you can remove the tube. Remove the wheel from the rig, hold it vertically upright, and push the wheel down into the tyre, then fold the top of the tyre down and pull the wheel up and out.
 
You can also use the rig to fit the new tyre, using the spade to hold the tyre bead into the well of the rim while working opposite it with the levers, starting with one either side of the valve. Again, the notched end of the lever will grip the bead without stabbing the tube. I can’t over-emphasise how much easier the Michelin-style levers make the job.
 
Now on to the wheel-balancer.
 
Imbalance just seem to be something that comes with chunky tread and security bolts, so a lot of people don’t bother to balance off-road motorcycle wheels. This is a mistake in my opinion. You may not notice the vibration from an unbalanced wheel off-road, but your wheel bearings certainly do. And on a long-distance trial they add to the fatigue that can grip you on road sections, and will also contribute to high-speed weaves, corner chatter, and other nasty wobbles.
The Warrior rig comes with a small strip on stick on balance weights, which are practically useless for our purposes, so get a set of the brass weights that bolt onto the wheel spokes (available on e-bay etc).
 
First job is to use the handy spirit level on the base of the rig to ensure it is on level ground (the feet adjust to level the rig if required).
 
Then fit the spindle through the wheelbearings using the supplied cones to centralise the wheel. Tighten these into place when they are pushed as far into the wheelbearings as possible, so the wheel is held firmly.
 
Gently lower the spindle onto the rig’s bearings. The wheel will rotate so the heaviest part is at the bottom. Note the highest point on the rim and fit a weight on the nearest spoke to it. Rotate the wheel again. It the wheel comes to rest in the same position, either remove the weight you fitted and fit a heavier one, or if it is already as heavy as you can go, fit another weight to the nearest adjacent spoke. If the weight ends up at the bottom, fit a lighter weight.
 
You’ve balanced the wheel when it stays where it is put after rotating it half a turn or so.
 
Make sure the grub screws that secure the weights are fully tightened, take the wheel off the rig, and refit to the bike.
 
Take the bike out for a short spin and marvel at how smooth and comfortable it is now. Then do a last check on the grub screws, and pat yourself on the back.
 
Richard Simpson
 
 
The Devil in the detail
 

Off with the old… 

…and on with the new
 
This is a cautionary tale, concerning my greed and poor attention to detail.
 
A few years BC (Before Covid), I found myself with some money to spare. I had worked for a Ducati dealer in the 1970s, and a first thought was to buy one of the glorious bevel-drive V-twins that had made such an impression on me back then. No chance…you were talking the kind of money that would buy you a terraced house in South Wales.
 
OK, so how about a newer Ducati…well there were some Monster money pits available at my kind of price, but all would need more cash than I had spending on them to get them decent. Or there was the visual horror that was the Multistrada Mk 1…oh God, no. But anything decent, like an 888 or 916 Superbike, was already beyond my reach.
 
So, on to plan B. An Aprilia Mille. A 1000cc V-twin contemporary and rival of the 916 in the glory days of World Superbikes, but apparently more practical and reliable by far than the Dook as a road bike. Prices were still affordable, and presumably could only go up. And I’d owned an Aprilia before (650 Pegaso) and it had been 100% reliable and a great bike to ride.
 
So, I found a Mille for sale at a local independent dealer. Good nick and in the correct glorious red on black colour scheme, and fitted with an Aprilia Factory Racing titanium exhaust to boot.
 
See it, want it, buy it. Kept it under cover most of the time, but pulled it out for the occasional ride on dry, sunny days. And that’s where the trouble started. Hot day + slow riding in holiday traffic = locked back brake, with a solid pedal.
 
Investigations reveal that the brake master cylinder is concealed under the fairing and bolted directly to the engine crankcase. No wonder it gets hot!
 
There is an aftermarket kit available that relocates the MC and its remote reservoir to the footrest, with the MC now vertical and in the airflow. That should do it…except it doesn’t. While the onset of the problem is delayed the brake still overheats, with the fluid boiling, the caliper seals crisping and the whole lot smelling like a drum-braked lorry that’s just been driven fully loaded down a steep hill.
 
So, I decided to throw more money at the problem. A genuine new Brembo MC, and as the old caliper is now suspect and new genuine ones both expensive and difficult to find, a replacement caliper from HEL, made just down the road near Exeter.
 
New parts fitted, and I start on the tedious task of doing a complete bleed on a drop-in (underslung) caliper. It takes hours, so I resort to pressurising the reservoir by cutting around the valve of an old bicycle inner tube, hoseclipping it to the reservoir, and pressurising the system with the aid of a bike pump. Works a treat.
 
Feeling very pleased with myself, I am wiping the reservoir cap clean prior to refitting it over the little rubber boot when I notice something. There are two tiny indentations on the underside of the cap. Finally, something clicks in what’s left of my brain. Are these in fact points where there should be vent holes in the cap?
 
Because heat from the engine is making the brake fluid expand in the reservoir, but the air-tight lid is preventing the pressure being relieved by movement of the diaphragm. When the brake pedal is released, there’s nowhere for the fluid to return to, so it remains under pressure between the master cylinder and the caliper.
 
I use a Dremel to create two pin holes in the cap at the marked positions, and take the bike for a test ride in the heat of the day, bedding the new brake in carefully by riding slowly and making repeated gentle applications. The brake doesn’t lock up, although I am getting decent heat into the caliper and disc, and the engine coolant temp goes to over 90 degrees C. In its previous state, it would have overheated and locked.
 
So, that’s fixed it. But did I really need to throw all that time and money at the brake, or could I have fixed it in five minutes with the Dremel?
 
I’ll never know.
 
Last question. What’s happened to the bike’s value?
 
Well, it’s not been a good investment so far. Values have remained unchanged, or even dropped slightly since the end of the Covid bike boom. Never mind, it still looks very pretty in the garage and ‘rides lovely’ (as they say in Wales) on the road. Value things for what they are, not what you think they might be worth in the future.

Chairman at Full Chat

It seems Spring has fully sprung, so I hope everyone enjoys the welcome longer evenings. As the national classic trials scene heads towards its Summer break, we have a good programme of our own and other local events to look forward to.

No club events of our own in April but several members were either competing or marshalling at various locations on the MCC’s 101st Lands End Trial over the Easter weekend. Results have not been finalised yet, so can’t give a shout out for club members’ performances.

Marshalling on Crackington with a sprinkling of fellow club and committee members, meant an early start, with the first competitors due around 4.50am. Nigel and I had taken a look on the Thursday to see if we could do something a bit different, it was limited what we could do but we formed a bit of a deviation and put a restart on some steps. The prolonged rain on the Friday and a cracked pipe near the top of the section meant we had a constant stream of water washing the section out all day. It was tricky for the bikes though, we saw several caught out on the section. A long morning as it was gone midday by the time the section closed.

Next up is the Northgate Sporting Trial on Saturday 17th May at Ashleigh, Lifton, which for the first time is a BTRDA round so hopefully this will be well supported. Unfortunately we have had no end of issues with our bank recently, so whilst Mike and Jan continue to work hard on the solution – which I’m sure you can imagine is no easy task when it’s becoming more and more difficult to speak with someone to sort these kind of things out, we are running this event as ‘cash on the day’. Hopefully by the time the summer events are here we will be back online. 

All for now
Simon R

Important: Please note our Chairman’s comment above regarding cash payment for trials entries. The Executive Committee emphasise that this situation is entirely of the bank’s making, and the finances of the club remain as healthy as ever: – Editor


Never say never again!

Simon Oates finds he is doing the Land’s End Trial, after all

The Liege was going to driven by someone else in the Land’s End Trial this year, but they decided to do other things over Easter. This resulted in me entering the trial (I’d said no more MCC trials after the 2025 Exeter and my dismal performance on that day) and wondering why I did it!

Paul Price from Gloucester who is an owner of two Lieges and is also a well-known Sporting Trials competitor, offered to be my wing-man. He drove down to Egloskerry on Friday, had a gourmet lunch (stew) lovingly prepared by my wife Alison and got ready for the start of our 24 hour trial. Waterproofs were called for, even with the roof up and we departed north to Rob Haworth’s farm near Bude for 8.30pm  with Rob and Elizabeth’s Liege leading the way, and John and Natasha Early sandwiched in the middle with their car, while Rob and I were back-marker.

The rain was persistent as we trundled towards the start at Bridgwater. Probably the most dangerous part of the trial was when we followed the M5 from Tiverton to Bridgwater, where the three of us had dropped to 42 mph on the motorway and I was tail end Charlie. John Early’s car had developed an intermittent engine fault and wouldn’t go any faster and every time a lorry went past it provided a lovely cold shower in the cars.

This wasn’t a good time for my rear fog light to fail and luckily it didn’t. Bridgwater reached, topped up with fuel and through scrutineering at the Rugby Club, we mingled as we waited for the official start 4 hours and 40 minutes behind the first bike.

Whilst surveying the cars in the car park I spotted the closing car of Rex Ward, a nice little white Suzuki Jimny with black door handles. Out with the microfiber cloth to dry the doors and black gaffer tape to cover the door handles both sides to slow them down and give the last cars a bit more time if they broke down. Knowing Rex, he’d recycle the tape on something else!

Competitors had been issued with a lanyard and a too big control card that had to be cut down to fit comfortably (I folded mine in half – Ed) which had to be pierced / stamped at control points, including the start. The rain had eased a little as we approached the handbrake test and control card point at Walfords Gibbet, which caused no issues but a few miles further along and much higher up we ran into a bank of thick fog which slowed progress for a few miles to eventually clear and on to Felons Oak (1) with hardly any queue!

The section had been smoothed, which took the shock out of last year’s section and reduced the challenge. Left through Luxborough (why?) and passed a car on fire with attendant fire engine before Wheddon Cross. Onward on the coast road to Lynton and into Barbrook for a splash and dash in the garage, control card stamp and cup of tea before moving on to Beggars Roost (2).

By now the rain was intermittent and John Early’s car had a spark plug change as it was still struggling and barely got to the restart. Once exited, we followed the route of lovely driving roads (even better in daylight) through Simonsbath and towards Barnstable and peeled off the A39 to Riverton (3) for a rough initial part of the section and a restart which was completed.

Unfortunately John and Natasha Early decided their car was too erratic to continue and retired to make their way back to Rotherham . We made the executive decision to remove the hood as daylight broke which inevitably caused a few short sharp showers which we ignored. Just in time for the first Observed Test (OT1) at Yollocombe where I nearly missed the turning off the main road.

More great driving roads interspersed with L, R and SO markers to aid the vehicles on to Sutcombe (4). I was half expecting the river to be badly flooded, but it was only a foot deep. We cleared the section and restart before parking up for a wonderful bacon butty and cup of tea. The next stop was at Wicketts Garage in Bradworthy for another splash and dash and a packet of mini eggs for John on the pumps (his favourites).

Off to the A39 again and Wooley Holding Control before moving on to Darracott. A very long wait which was beginning to take its toll on Paul, so I explained that this was probably the least I had queued on an MCC trial for many years (and there weren’t many later either!) With no restarts on the hill, the delays were unexpected. It was at this point that Paul pulled his favourite folder from the floor and found the heat from the exhaust had burnt through one side – sorry Paul! It seems his woolly, thick socks that were worn to keep his feet warm were doing the opposite ie insulating his feet from the exhaust and keeping them cool. As I write this I have just ordered more heat insulation in an attempt to get the heat away from the passenger foot well.

Once the section was completed, all bikes and car classes 6, 7 & 8 were diverted to Cutcliffe Lane (6A) with a restart only for class 8 cars. A bit rough but easier without a restart. Once out of the top we made our way through Bude where we saw the nationally famous kilt wearing litter picker doing his thing with a supermarket trolley nearly full of litter (what’s this country becoming with so much litter?).

Route check and stamp at Widemouth Bay and along the coast through Millook and Dizzard to Crackington (7) and a sneaky little restart. The unusual local climatic conditions had appeared again at Easter with a clay slide onto the track that entertained the crowds and another bag of Mini Eggs was sent flying through the air for Nigel Cowling at the restart.

Breakfast stop at the Wilsey Down Hotel was welcome and two large Cornish Breakfasts were consumed and another stamp obtained to prove we were there. A bit of a queue at Ruses Mill (OT2) due to all classes using a single-track lane and zig zag hill for two completely separate tests (why can’t they be the same to save on marshals?). From here in gorgeous weather, we toured Bodmin Moor through Minions and on to Warleggan (8) for a restart for 6, 7 & 8. We seemed to hit it correctly and fly up through the section.

Great country roads on through Bodmin and towards Wadebridge for Eddy’s Branch Line (9 & 10). Last year there had been an over two-hour queue, but this year there was none and it had been made into two sections with our restart cancelled on section 10.

Both were cleared with ease, so we continued following the excellent route book instructions with a glorious spirited drive through the lanes to Perranporth Holding Control for another stamp in the control card. We were allowed to leave when we wanted and continued towards Blue Hills for the final, possibly hardest, two hills.

There were about 40 cars in front and both hills were in action and taking scalps along the way. Classes O and R were again mixed in with the main trial which slows down the later cars but no matter we had to do what we could to clear the two restarts. The route book showed all the positions of the restarts on the two hills which I can’t say I agree with. Part of the fun of trialling is expecting the unexpected on a section!

Paul and I had agreed to count down from three and for him to bounce on zero as I let the clutch out on the first restart. It seemed that the timing was good but Paul later said that my steering was pointing to the left and the car bogged down in the mud in the bottom left and we barely moved. I turned the steering right and left, and gunned it which didn’t work so dropped the revs to nearly stalling and gave as much bounce down on my spinning rear wheel as I could. A miracle happened and the car suddenly found traction and powered out of the section and then stopped on the line at the end with marshals attending both sides. Relief swept over us with just Blue Hills 2 (13) left to do.

With virtually no waiting we were attacking the section and turned left into the restart to see two deep holes that previous restarts had dug. I tried to get to the right of them, but the car slid sideways into them – bugger. Into 1st gear and out with the clutch where the car just drove up without any hiccups.

Shocked that it was so easy, I forgot to stop astride the finish line and quickly reversed back over it. There were no marshals on the line which would have reminded me to stop if they were there. Not the best way to muck up a trial but such is life!

We waited to watch a few more finish the section with Rob & Elizabeth Haworth flying the hill in their Liege before we carried on to the finish at the Inn for all Seasons where we signed off and handed our control card and numbers in.

The planets all lined up for a thoroughly enjoyable trial which followed the previous two excellent trials. Well done MCC for the improvements which provide more great memories for us all to cherish of the trials. There were a lot of marshals out in variable weather for long stints at their stations – what heroes, thank you for all your time and effort, you are much appreciated. Thanks also go to all the land-owners and everyone involved in organising and running the trial including the tea and cake ladies and gents.

Land’s End Trial marshalling with John and Vivien Turner, and Thorn the collie

Having elected not to compete the Land’s End this year, I contacted Tim Flooks and offered to marshal for Classes O,and R at Treworld, Tim came back to me PDQ and said yes please but could I possibly see if anyone else might be available to help: sweet talking to Vivien did the trick and we were a team. A couple of days later the marshals’ pack arrives (goodies as well as marshals’ kit) for three marshals, so I think there must be someone else that’s volunteered.

On arrival at our hill at a very civilised 9.30 am it soon becomes apparent that although there is a need for three marshals, there wasn’t actually a third person!  What are we to do?

Fortunately we own a Collie dog and everyone knows Collies can organise anything so Thorn was immediately signed on, with one small caveat, he would only do it if he had a comfy chair and a blanket, these were soon provided and he became the start marshal’s assistant to Vivien, which meant I had to walk up a very steep hill to run the restart point.

Not long before the first competitor arrives on a motorbike. He’s way ahead of his scheduled time, and saying I don’t want to do the restart, I’ll just ride through, so before things had got going properly we had our first failure, I think the cold night air or sausage and egg overload had got to him.

Shortly after the early class R cars started to arrive, looking rather pristine, a large clutch of Morgans and a beautiful Fiat 125 Spider along with several MGs, it’s all going rather well until Vivien announces over the radio that the course-closing car has arrived!
At this point we’ve only seen one or two class O competitors and it seemed a bit harsh to close the hill so early, fortunately Vivien talked the occupants of the course-closing vehicle into giving it a while, so they came up past me and disappeared and waited around the corner somewhere so as to allow the rest of the competitors through.

From down around the corner I could hear a familiar high revving sound and Mark Gregg’s little Austin 7 appeared (looking well loaded) did a perfect restart and disappeared over the hill, soon to be followed by Werner Boeykens and his son in a Citroen 2CV van!

They stopped as required, pulled away a few yards and then the engine cut out, requiring the reverse of shame all the way to the bottom of the hill in order to take a run up, sorted.

We were now running short of competitors so when the closing car made its second appearance we felt obliged to close the section, allowing us to have a very enjoyable picnic at the foot of the hill which raised a few eyebrows with passing dog walkers. 

I think Werner was possibly one of the longest distance competitors, coming all the way from Belgium. On Monday he posted on the MCC Facebook page that he had arrived home at 11.00pm on Sunday night having covered 2100 Kilometres in the 2CV, which hadn’t missed a beat and at one point had reached 55mph (from experience it must have been a bit loud in the cabin), The things people do in order to compete.
J.T.

Turner goes to Taunton: the County Classics Motor Museum

John Turner channels his inner Enid Blyton as four go mad in Somerset

Andy Prosser had been to the County Classics Motor Museum a couple of months ago and his enthusiastic reports had triggered a few of us expressed into also going, so Andy , Joe Caudle , Mike Wevill and myself did a little bimble up the M5 to Taunton.

The museum is in the town centre with all the usual shops either side of it: the frontage is not particularly big but once you go through the doors it a bit of a Tardis. A very nice lady on reception wasted no time in relieving us of our entry fee and then gave us a brief explanation of the layout, not that it was necessary after all we had Andy, our personal tour guide.

As we had arrived mid-morning he wasted no time in taking us straight to the  café (priorities)  whilst waiting to be served our very nice coffee we observed a man clearing the tables, in no time he came and introduced himself, it was Patrick the owner and founder of the museum, there was obviously no hierarchy here just muck in and do whatever needed doing.

Patrick gave us a run down about the museum and his life-long passion for motors which had started when he was in primary school, by the age of eleven he had his own car and was capable of rebuilding an engine.

Once we had topped up on our caffeine we started to explore, in total there are I think four floors of exhibits, not just cars but a very diverse range of motorbikes: scramblers, racers, grass track outfit and of course some of Italy’s finest scooters (bonus point). 

One car that caught us out was a factory-produced, Alfa Romeo-powered, Nissan Cherry:  Andy and I were certainly scratching our heads over that one.

Obviously we were drawn back to the café for lunch and again for afternoon coffee and home-made trifle: sometimes you just have to do it. This was a brilliant day out without having to travel too far, the exhibits were first class, the museum didn’t have the sterile atmosphere of some of its bigger competitors, and I can’t remember ever seeing so many wall plaques related to just about all things motoring. Well worth a visit.

https://www.countyclassicsmotormuseum.co.uk/book-tickets/#

Editor’s adventures

Richard Simpson does a round trip to the Land’s End Trial

Rode off to the start on my Beta X-Trainer into the face of a ‘severe weather warning’ for rain. It turned out to be correct.

I took last year’s ‘assembly’ backroads route from Launceston across to the Bridgwater start, passing the aftermath of an horrific car accident. It looked like a small hatchback had gone into full earth/sky mode, and it was on its roof with the doors cut off, and an ambulance parked by the side of the road. Grim!

On to the trial. All the bikes, except two, start in front of me. Got rained on all night, crossing the high ground of Exmoor at a cautious pace. Never ride faster than you can navigate, and you can only navigate slowly when your route-book holder has misted up.

Some sections went better than others. Had vowed to ride more aggressively, and as a result overshot the restart at the very short first section. Did better through the night, but overshot the ‘stop’ line at the first special test.

The the sky got less dark, and I could hear birds singing over the sound of the Beta’s exhaust. The rain stopped. Things were looking up!

Then I got to the ‘bikes and top class cars only’ Cutcliffe Lane, marshalled by Lisa and family, which I failed, along with most of the rest of the motorcycle entry. I’d left the ‘failure’ instructions on my edited roadbook: a premonition?

Just as well, as I was able to lead the two guys who failed before me back to the route and into Bude.

Home territory now. I ended up in the bank a bike’s length from the section ends at my local hill at Crackington, which was sad. A groan of disappointment from the spectators. I had enjoyed the chicane/restart, but where did that clay at the top of the hill come from?

On to Warleggan. I have only ridden this hill twice, and I’ve fallen on it three times! I vowed to be more aggressive this year, and it worked, right up to the restart. The obvious route was to the right, but this was occupied by the (elderly) flag marshal, who was sitting on a camping chair right on the desired line! So I went left, spun up on the restart and fell over. The bloke who picked me up helpfully told me “The better line is to the right,” got the flag marshal to move, and then I rode out the way he had suggested.

Don’t forget to thank the marshals!

Then the sun came out. Eddie’s Branch Line had (thankfully) been revised from last year to give a straighter start, and split into two sections. But it was like riding through 100 tonnes of melting coffee ice cream. I footed at the first, and the bike sank to the point where my feet were on the ground for the second. So, that’s a double fail!

The bikes do one more section before Blue Hills, while the cars got straight there after the last route control. So, the cars had made the predictable mess of Blue Hills 1 by the time I arrived, and I footed.

On to Blue Hills 2. It was hot now, and I queued for ages on the slope, stewing in my waterproofs and thermals, while the Ford Escort Owners Club took turns to get towed up the hill. I was holding the bike on the back brake (engine compression wouldn’t hold it), and my right foot and leg were slowly going numb while I enjoyed the aroma of Ford Pinto exhaust fumes and tyre smoke. At last, the final Dagenham Rust-Bucket was dragged out of the way, and I had my shot at the hill.

All went well until the restart, when I couldn’t find the back brake with my numb foot, and the front brake couldn’t hold it. So I slid out of the box.

Fought to the top and parked…and a little girl plucked at my hand and said: “I thought you did really well!”

Bless her.

Rode to the finish at Redruth, where an MCC man said that they had been seriously concerned in the weeks before the event that it was so dry that it would be too easy, so had made the sections as hard as possible. Then the weather broke, but the course had been approved so they couldn’t change it. Eddies Branch Line 1 & 2 had been closed to most of the car entries as deemed undriveable.

After that, all there was to do was ride home…I arrived almost exactly 24 hours after setting out, having spent about 20 of those hours perched on the X-Trainer’s saddle. Strangely, although I was one of the last bikes to leave the start and I don’t recall overtaking anyone on the road, it seemed that at least 20 bikes arrived at the finish behind me.

A fantastic event…great support from fellow entrants and spectators, and a big thank you to the marshals and officials. I’ve even forgiven the bloke on the restart at Warleggan. And I met Chris ‘skids and wheelies’ Northover from the Bike World YouTube channel. He was doing the event with his wife, brother, and stepfather. What a lovely man, and his family are lovely as well.


Footnote

Congratulations if you’ve got this far, and sorry it’s taken so long to get this larger than usual newsletter out. Next month: We’ve got another trial report from Simon O, this time from the passenger seat, with Nigel Cowling driving the Flora Trial in the Leige, plus some kit and equipment reviews from me, plus anything else that anyone decides to contribute. More tales from the Land’s End welcome, plus reports from other events always wanted, along with technical content, especially car-related: richardsimpson94@yahoo.co.uk