HIRO-ENGINED ARMSTRONG

Armstrong’s development engineer, Mike Eatough, was at the 1982 British Experts on the day I won. He mentioned to Alan Clews how impressed he was with my winning ride. After a few phone calls, I tested the Hiro-engined machine and immediately felt at home with the super-smooth power. Alan offered me a two-year contract, which took the financial pressure off my parents, who had supported my career up to that day. The agreement allowed me to do an entire season in the World Championship. The Armstrong was a massive improvement over the Bultaco primarily because of the weight saving.

Alan Clews and Mike Eatough were very enthusiastic about my move to riding for them and immediately came up with a few engine and frame changes on the Armstrong. We worked together to make the machine even better suited to my riding style. I was now earning a wage from them and wanted to reward their commitment and hard work.

I loved the two-stroke Hiro power delivery from the six-speed engine, which produced amazing traction in the trickiest of conditions. The weight loss over the Bultaco encouraged me to improve my technique for the new style of riding that was moving into the sport influenced by the foreign riders. I won the opening round of the 1983 ACU British Championship, the Trispen-Du-Cuna, and Alan and everyone at the Bolton-based factory was delighted.

Armstrong used the Italian Hiro engine developed by Sammy Miller. Still, Alan was always very patriotic and, in his eyes, it was good to see once again a motorcycle built in Great Britain leading the championship.

In a memorable first year, I finished sixth in the SSDT and scored my first championship point in France on a very tough day when I punctured the rear tyre and bent the gear selector shaft. Now I felt I had arrived on the world scene; I finished 25th overall, but my single point was a huge stepping stone in the right direction. I gelled with the machines that Alan Clews and the factory provided, and through his enthusiasm, the development work on both the engine and frame continued.

MORE POWER

In 1984, a new production model, the CMT 320 with the white frame, was introduced at the SSDT. It incorporated all the new ideas we had developed in 1983. What the buying public never knew at the time was that I had a larger capacity engine in my own ‘Works’ machine. I had spoken with Alan Clews about needing more power for the world championship hazards as the steps and rocks were getting bigger. As always, together, we discussed changes, and he came up with a 340cc engine. It was so powerful and really suited my needs. Such was the power on hand, it would never have been any good as a production model. He also introduced lower second- and fourthgear ratios to again help with my riding. It was a superb machine and helped me further improve my riding and, in turn, my results. We also played with the rear shock mounting positions to help get the extra power down to the ground.

A GOOD YEAR

I felt very confident and rode in everything I could. On reflection, it was a very good season. I improved through the year to add a second British title, and I moved up to sixth in the world championship. It included my first podium in Ireland at the Hurst Cup with a third place. I also challenged for the win at the SSDT, eventually finishing third.

With the supply of the Italian Hiro engines and spares now running low, Alan looked at the Rotax 350cc engine as a replacement to the Armstrong Hiro one. This engine had last been used in the Italian SWM before the factory closed, but it had a reputation for being very powerful.

Despite testing the new engine in the National Lynn Traders Trial, which I won, I wouldn’t say I liked the way it performed; its power delivery was too inconsistent compared to the Hiro motor. The killer though was the weight of the Rotax engine as it was 3.5 kilos heavier than the Hiro!

At the end of the year, I explained my position to Alan about the proposed move to Honda. He told me to take it. We had achieved so much together at Armstrong, and we parted with a warm handshake. Alan passed away in recent years, but I will always be eternally grateful for the opportunities that he gave me at such a young age.

1983: My first year of competing in the the FIM World Trials Championship, on the Armstrong in Spain. I was 20th on my debut.

1983: First time out on the Armstrong, at the Vic Brittain Trial.

1984: Team Armstrong – the white-framed models were introduced at the SSDT: Steve Saunders, Dave Clinkard, Nick Jefferies, Mark Jackson and Howard Jackman.

1983: Pushing the Armstrong out of the mud in Ireland at the World round. This machine was stolen later that day, off the back of my car!

1984: I improved through the year to add a second British title, and improved to 6th in the world championship.

1984: At the opening world round in Spain, I was straight into the points with a strong 7th position.

1984: With the prototype CMT 320 in Spain which had the 340cc engine.