not ron

My TLR250 definitely has 6 gears, and according to the specifications I have so does the TLR200 but strangely the ratios are the same for 3rd, 5th and 6th but different for the others.

There was a chance I had a photo of Chris from 1986, but as one of my lockdown jobs had been to sort out my trials photos, including those from the SSDT, it was not a long job to confirm I did not. In 1986 I was a few numbers behind Chris so it was possible one of the family had also taken a photo of Chris. Chris and I started schoolboy trials together and in the early days travelled together with one or other, or both of our fathers. We were taken to Scotland for the SSDT twice to spectate before either of us was old enough to ride. There is a photo of Chris on this bike on page 92 of Tommy Sandham's and John Dickinson's book, "The Scottish 1963-1989", this is taken on the Sunday in the queue for the weigh-in. The interesting point about SSDT numbers is when the rider had to supply them they had to be metallic and there had to be three of them, when they were supplied by the club with a sponsors name, there was only one and it was plastic, I think the club started supplying numbers in 1987 or 1988. There are several possible explanations for the number 77, it could be from a different event like the Manx or the Scott, I think the most likely is the number plate had previously been used by Chris in the 1981 SSDT, when he was number 77. The last time I saw Chris was in the late 1990's when I called in at one of the shops that was run by his family business, Chris subsequently moved to Spain where other riders who have travelled to Spain to compete have said they have met him. Not a photo but it might be of interest

I do not think this is possible to withdraw an entry from the entrant side. I have used Sport:80 twice as secretary of the meeting and have received requests for entries to be withdrawn which I have normally been able to do, the process for the club is quite simple but the amount of refund is determined by the Sprort:80/Stripe random number generator. For the first event we ran, based on a fixed entry fee, the club randomly received four different credits per entry, for the second event it seems to be constant.

This may ( and then obviously may not) be of interest as not specifically related to electric trials bikes About 20 years ago I was on a test trip and one evening in the hotel we ended up talking about my motorcycle trials and the engine management guys believed they could engineer a simple traction control system but there are several points to consider As an internal combustion engine with no electronic control of airflow, via throttle or slide, it could only be spark based, simply instantaneously cutting or retarding spark. On a four wheeled vehicle traction control is managed by instantaneously monitoring all the wheel speeds and then responding when the instantaneous wheel speed deltas go above certain thresholds, on more modern cars things like dynamic stability control ,yaw sensors etc get involved. On a trials motorcycle this is more complicated as the relationship between front at rear wheel speed may intentionally be changed by the rider. The only logic we concluded was that for each gear there would be a maximum rate of rear wheel acceleration for an engine speed range and if the acceleration was above that then it must be wheel spin and the system could respond instantly until the wheel acceleration is reduced to within the per gear threshold. With the addition of a rear wheel speed sensor by comparing the relationship between rear wheel speed and engine speed the engaged gear can be determined. The limit for assuming rear wheel spin is occurring should be programable for each gear or different maps and this could be selectable by switch to suit different types of sections and riding/traction conditions. The same switch could turn the system off, the position I think it would end up in most cases. For an electric trials motorcycle, if there is only a single gear, then rate of change of engine speed may suffice but generally in cars the system response is reduced the further away from the tyre contact patch the system input speed is being monitored. I am assuming that electric motor speed change is sensed before loss of demand current as effectively the increase in rate of engine speed change would trigger the reduction in current demand. The final point which the engine management guys could not understand is how much a trials rider already responds to wheel spin or in many cases assumes it will happen and reacts accordingly , and the system may in most cases by changing the characteristic response to the throttle just interfere with the way the rider expects the machine to respond. Another though there have been times with modern cars where I have got stuck going into a trial venue where whatever button on the dashboard I press, or not, the system will not allow me just to spin the wheels enough to get through the mud

I have a Majesty which I rode in the Sebac rounds in the 1990s both as a 250 and 320, and I also tried the standard and long front pipes. During the 2021 lockdown I was running out of bike projects so refurbished the Majesty and decided to rebuild as a 250 with the long front pipe. I think for me this gives the most rideable specification for more natural sections where you are not expected to drop the clutch at high revs to launch at a large step, and, in general riding, made the engine seem more predictable. My career was/is in engine design and the most important tuning effect on the front pipe is the length to internal diameter ratio, the longer the pipe is relative to the internal diameter the stronger the engine will feel at lower engine speeds and vice-versa. The other factor I believe that can have an overall bigger factor is fitting electronic ignition, in particular to give more advance at higher engine speed to recover what may be lost by the use of the longer front pipe, but I believe the loss is virtually impossible to detect in most sections, as long wet hills where a higher gear is required are now less common.

The upgrade most people do is the taper roller bearings as I defined

This is complicated, assuming you mean taper rolling bearings, if not then I cannot help. The upper bearing is 48.5 x 26 x 15, the lower is 48.5 x 27 x 17. or some lower bearings are 15 deep with a reduced diameter boss on the lower side, note the internal diameters are different upper to lower. ,

I suspect it fits on the rear wheel spindle, sprocket side, and acts as the mounting for the chain tubes.

Toolbox?

MICM I think you are right and Scotland will be unlikely to get a form of special deal, but do not forget unless there is a feasible sea route directly from an EU port to Scotland, the EU based riders would have to do the paperwork to travel via England.

From my experience in the professional four wheeled motorsport world, even if registered, unless it is being ridden or driven as it leaves UK and enters EU it will need a Carnet, e.g. rally cars based and registered in the UK being used in EU. Professional motorsport will tend to pay the Carnet and insurance for a year at a time for multiple entries..

I think it may have been made by Eric Cheney as I remember his son Simon?? Cheney riding it in trials in the Southern and South Eastern centres in the 1970s, it probably needs to be the 1970s with the D14/4 engine.

I am not aware of this specific gearbox and without seeing the parts but based on simple gearbox design rules I would expect the two options to be ( dependant on which goes together based on internal diameters and splines) 30/26/21/17 16/20/25/29 or 30/25/20/17 16/21/26/29

There is an ACU Eastern sidecar championship, which will be run over three rounds in 2019, all being run by Southend club so will be in Essex. Norwich VIkings and I think Norfolk and Suffolk Junior MCC accept sidecar entries for some of their trials. ACU Eastern covers Norfolk, Suffolk and Essex and information is on their web-site. In Norfolk this Sunday (13/1) Wymondham and District MCC are running a trial at Great Ellingham starting at 10.30 if you just want to see how things run and talk to riders, there are generally quite a few twin shocks taking part.