stickinthemud

According to Mike Estall's Tiger Cub Bible, the first Cub of 1964 was 94600 and the last was 99719. I suspect that these are the dispatch dates. However, his list of changes to the models indicates that 95152 was altered in November 63 and 99639 in July 1964. I suspect that these were the dates the design changes were introduced a little while before they reached the showrooms. Mike is the VMCC Tiger Cub marque specialist and he issues the dating certificates should you wish to register your machine. Hope this helps.

Hi Adrian - The first Cheetahs looked like this without the double gussets at the headstock. I don't know what number they changed at but mine is 1521 and has the double gussets. I believe that most Frames were sold without engines and riders upgraded their tired Greeves, Dots, Cottons etc with these frame kit options as shown on the attached price list. I think I heard that 98 examples were made during 1967/68.

The Red Rose Classic Trials Club is an AMCA club so not listed on the ACU website dabado. Their website is http://www.redroseclassictrials.co.uk/ and is safe as far as I'm aware.

They definitely had 400 x 18 rear tyres that did rub on both their swinging arm and chainguard. Or rather the mud carried by the tyre did! Still a problem with 'upgraded' trials Cubs these days. The alternative is that the engine is moved left putting the rig even more out of centre line balance!

Unfortunately everyday tonic water no longer contains quinine but it's very refreshing and helps hydrate the system so it's still worth drinking. I've also been suffering from cramp after exercise from my mid fities but plenty to drink seems to be the best way to keep it at bay. Crampex was always helpful but hasn't been available for the last couple of years. Don't know why. Hope you find an answer.

There were two main forks used on trials machines. The MP 600 with 1.25"(31.75mm) dia stanchions for machines up to 200cc and also the MP 675 with 1.375"(34.925mm) stanchions for larger machines. Here's a useful link http://www.historywebsite.co.uk/Museum/Transport/Motorcycles/DMWforks.htm Hope this helps

I have a spreadsheet that tells me with your MA gears (assuming a 40t clutch) you have the following ratios (standard ratios in brackets). 1st 31.48 (23.69) ; 2nd 23.99 (15.15); 3rd 15.50 (11.67) ; top 8.93 (8.93). On these ratios you should do about 8.7mph per 1,000rpm in top gear so 30mph at 3,500 revs. That's better than most P65 machines in road trials can do these days. Hope this helps. Other options are avialable

Fork seals? These are old school pogo forks. No oil in them, just grease. The Gaiters catch any that escapes - unless I'm mistaken!

You're right Alan. The main driving force behind the change was to bring Cubs into line with all other classes now that Cubs can be made to run well on an Amal carb. Certainly the arrival of the 20mm Amal was a factor in the proposal being put forward (by two members, not by the comittee as a whole). Alan Whitton's Cub pictured would of course continue to be welcome at our events - in the specials class. I'm afraid oriental engined Cubs wouldn't be welcome. Soon be Christmas

Just thought that Cub riders based in the north of England might like to know that the Yorkshire Classic MCC voted at it's AGM last week to no longer allow the use of 'foreign' carbs on Cubs from 2017 on. This means that we are now in line with the Pre65 Scottish, Sammy Miller Series and the Northern British Series. Basically this means that only Amal Monobloc and Concentric Mk1, Mk1.5, Villiers plus other original fitment carbs can be used. The change brings all classes into line with the exception of the specials class that will continue to allow the use of foreign carbs.

Photo of Dave winning the Bradford Club's Alan Jefferies National in 1967 with Brian Martin also in attendance. Not the best of images but my Ilford Sportman 35mm wasn't the best of cameras!

Thought it was a bit odd. That's not John "Smiley" Feather's rigid Ariel. His is much tidier than that and has the correct Ariel tank badge! This one looks more like the one that Lancashire's Chris Nutter used to campaign. The album photos are from the 2010 event which also explains why the riding numbers didn't match the results. Still good to see the old photos though.

Have I missed it or has no one mentioned that Dabill lost only 9 on observation (33 on time) to Dougies 11 (8 on time). I know that he could have gained some advantage hanging back but if some of that time was lost on one of the 3 swing bridges they crossed that day that's pretty bad luck. A friend of mine was at Fort Augustus when the bridge opened and held up several riders (don't know who) whilst a barge and half a dozen boats went through. They were prevented from riding over the lock gates I understand.

Martin Adams suggested I use Champion L86C. Used them ever since. Tried Unipart, NGK and Bosch but prefer the Champion. Good value from the Green Spark Club Co on Ebay.

Seem to remember that there are damper sleeves between the bushes that should be renewed when the fork bushes are change as they also wear out and allow the oil to pass too quickly. Heavier oil may also help.

Used to tow a caravan with the 195lb (88kg) Cub on the rack. But it was a Freelander with 130kg towbar rating and the caravan had a light nose weight. Car towbars are rated much less than that.

Hi Blocky Yes the large spacer is a tight fit but is also needs to be held by a stud screwed into the boss for the chain guard fixing. This stud can also then act as chain guard mount with a nut on the stud. Make sure you grease the spacer and long through stud before assembly to prevent rust. Tighten the long through stud with the suspension in mid travel to reduce stress on the rubber when in use. Stick

The excellent Pre-65 calendar you refer to can be found on the Northern British Bike Championship website - http://www.northernbritishbikechampionship.co.uk/ May is a particularly good photo

I use a WD '1941' engine in my rigid Matchless and fitted an Alfin barrel and alloy head. If my memory serves me right you need to fit the shorter (7") conrod instead of the earlier (7 1/2") longer variety and the older high gudgeon pin piston. Also the earlier flywheels had the single start oil pump worm gear drive and a good upgrade would be to fit the twin start drive and matching oil pump plunger but watch out for the different diameter guide pin. Oh and if you are using the mag behind the cylinder, you will have to move the carb back as it will foul the mag. You will then have to move the oil tank to the left as there is no room for the original or a central oil tank with the original style rigid frame. I also have a later engine that has been bored out take a BSA A65 low compression piston to give 410cc. This requires the barrel to be shortened by around 3mm and the head shaped to avoid it being caught by the piston. As for power characteristics, the WD 350 has good low down power and the lighter flywheels means that the front end can be lifted easily and deceleration for hill tops and sharp corners is quicker than the later flywheels. The 410 certainly has the power needed to lift the front wheel up rock steps (something I found lacking with it as a 350) and plenty of grunt for the big hills but the heavier flywheels can run on and catch you out. Good luck - Hope this helps.

Two Pre65 trials bikes were stolen from Halifax, West Yorkshire last Thursday 6th November from the home of Yorkshire Classic MCC President Neil Anderton together with two helmets and a Yamaha Serrow. BSA Bantam D14 in trials Trim reg OBB 967 F - frame no D108726 James 8e in Trials trim reg 345 YUG, frame no 56k17778 eng no. 044B 39030 The Yamaha Serrow was found abandoned nearby with the ignition electrics damaged. Please pm me if you have any information about either machine.

The Boyer Bransden doesn't use a Zenor diode, capacitor, rectifier or battery! It just uses your existing Lucas rotor and alternator coil to produce the power with a small black box and external coil. Check it out here http://www.trialsbits.co.uk/index.php?cPath=85_243&sort=2a&page=1 Just make sure that you have good magnetism on the rotor.

Seems that Ann Gordon is not able to receive emails since the 9th April according to the Facebook announcement on https://www.facebook.com/Pre65Scottish Emails since then should be resent to info@pre65scottish.co.uk Hope this helps.

To be fair to Matt Chambers, he has ridden the Cub since in several modern trials and gives it everything so the dented tank is excusable. With a nice new tank it would look fine. The gearbox will no doubt be the engine oil reservoir in common with a few other very trick Cubs. The frame does at least retain the swan neck although the under engine tube has been slimmed somewhat and the curtailed subframe loop seems to be a common change these days. So not too trick in that department. The machine eligibility rules for the pre65 Scottish have changed quite a lot since 1996. Here's a photo of the other side.

More photos? How about a Drayton Villiers 8E/4. Engines are cheap to buy (4 speed gearboxes not) but could be a way forward. Here's something unusual. A Tandon Imp in original Tandon road bike colours converted for trials use for £2,300 - not a Kangaroo but shows what can be done! How about a plunger DMW 8E/4? What class would that go in? Almost but not quite a rigid! Or Alan Whitton's Bantam rolling chassis The disc braked Cheetah. Couldn't add it to the Cheetah item for some unknown reason. How about Matt Chamber's 1996 Pre65 Scottish winning Cub? Advanced for it's day - complete with hydraulic clutch lever! The almost standard James ridden by Roger Williams to win the 1998 Pre65 Scottish beyond it. And finally from me - wish there were more of these in use. A beautiful Goldie rigid. Too nice to risk? Probably but Graham Howes campaigns his all over the country. Fair play.

The top tube Bantam? This is the one I assume you mean. Almost as futuristic as the Suzuki engined McLaren! But the line up Pre65 Scottish winners was one of main the highlights for me. Sammy Miller's GOV132 in front. The C15 of 'The unknown' Brian Cottrell followed by the later winners. Scott Dommett's Cotton, Neil Gaunt's Enfield, Mick Andrew's James and the repainted Neil Gaunt Ariel. More if you want them!