trialsrfun

Paul Jackson also makes a very good James/FB frame, have a look on the Yorks Classic website and you will see many of these bikes there.

Yes you can definitely ride the Slickrock Trail on a motorcycle, the trail starts just a few miles out of Moab and is fantastic. Trials & Trail bikes can be hired locally but if you have your own go for it. There is a lot more to the area than just the one trail enjoy. TRF

If the forks on the Scottish are misaligned due to a fall then slacken off the two bolts beneath the bars the bolt heads are visible either side of the top yoke, unscrew about 6mm then tap them vertically downwards this action releases the tapers that secure the top yoke. grip the wheel and re-align everything then re-tighten the top yoke bolts. These bolts must be slackened off when adjusting the head races, good luck. TRF

If a converted TY250 Mono can be ridden in the twinshock class then surely I can ride my Majesty Yamaha in the British Bike class. The Majesty was of course built at Buxton and therefore must be eligible.

I see only two engine mounts ??? what is the story ???

let the dog see the rabbit

A method I have successfully used to weld alloy tanks is, empty the tank remove the fuel tap put a hose from a vehicle exhaust into the tank (can be either a petrol or diesel engine) leave the vehicle engine running for 10-15 mins longer if you think it needs it the tank will get warm tank ok to weld on a Beta assuming that area to be welded is on the top by or around the filler neck disconnect the coil wires, remove the carb from the bike, remove tap and continue as above, have it Tig welded by someone who is used to/good at alloy welding sounds like you have a frame with poor welding in a small area. Beta bikes are normally superb good luck with the repair & happy riding

Bet lady march gave him a right XXXXXXXing for that.

Exactly right I agree, but no point in hanging about making up the numbers in a 3rd division indoor series that is not a shadow of what it was when Dougie won it so convincingly. Michaels Betas ran very poorly at the Sheffield Indoor I know we were there, he rode fantastically well and I remain convinced that had his bike not stuttered at the important moments he would have finished much,MUCH higher than he actually did. Dougie rode very well at the same event and I am confident that once he re-acquaints himself with his new old team the results will follow. Good luck Dougie.

Pull out of the Indoor events, why risk injury, practice, practice & practice, get the bike spot on (much better than Michael Browns bikes were at Sheffield & I am a Beta fan) then comeback at the Outdoor events & go for it.

Nigella, Jamie, Gordon, Keith, Rick & Chalky wish it to be made known that that although the majority of the ingredients used in the above recipe will be very much out of season the skilled chef should be able to blend them in unobtrusively.

Cooking Today introduced by Nigella Jamieson. An alternative to the traditional Sunday British Banger. Because a traditional British banger was harmed in the making of this programme it can only be broadcast after the 9pm watershed. Ingredients required, One traditional British Banger T45 Chrome Molybdenum Aircraft grade alloys Titanium unobtanium Start by dismembering your traditional British Banger in a well ventilated area, retain just enough of the DNA and parts to give the impression and flavour of the original, seal the area and start adding all the above ingredients as required letting marinate slowly, once done add traditional colouring then top off with some lettering, this may say Ariel, BSA, James, Triumph or whatever you like then to finish add a Union Flag and a discreet Made in England decal.

Lots of interesting theories and ideas but it is not about riders or who can ride what and not even the P65 Scottish but keeping bikes of a more original spec in competitive use. If someone adds two rear shocks to a mono and enters the twinshock class they then have the same advantage as enjoyed by the rider of a modern P65 bike against a more original model, there is a huge competitive advantage and this cannot be in the long term inetersts of classic bike trials.

Very strange that we have not heard anything of the Dougie Beta Team and its sponsors, presumably the budget will be considerably less than that at HRC and Amos Bilboa will have stayed at HRC Montesa. His website had not been updated when I last checked.

Does anyone know who is in Dougies Beta team this year and is the bike a factory Beta or TTT Beta. Who are the major sponsors?

poor ##gg##, sounds like a recipe for a long and happy marriage

Is no one else really bothered that more & more genuine trials bikes of all types are being put to the back of the garage because the current P65 trials sections are set to take marks off those with modded machinery. I have nothing against these bikes at all but am concerned that so many genuine bikes are not being seen in use.

Thank you Totalshell & OTF for your support it is only because we are all passionate about trials that we bother to read & write this drivel. BJ I never thought that you would be the first one in the firing line, quick post a picture of the other side of that fine looking bike to take their minds off it. I purposely did not include the tyre issue because tyre size* & appearance has not changed, most of us use the same tyre type anyway so at least everything is equal there. The 4 ply tyre question is a non starter because they are obsolete. Tyre technology has moved on, it is difficult to buy a tube type tyre at the moment so tubeless with a tube fitted is about it. There has always been specially built bikes in trials this adds greatly to the interest I admired the picture in a recent magazine of the 250 BSA built in 1965 by Pat Slinn, much better in appearance and no doubt performance than the std C15T so why did BSA not make something along the same lines? I admire both the skills of the bike builders & the performance of the finished article but what about the scores of unmodified original bikes that go unused, as trials organisers set the sections to take marks off good riders on suberbly built machines the owners of original spec machines are the real losers. Continuing developement has brought about the only two changes ever in trials bike design, reduced weight & increased manouverability, compared to this everything else including monoshock, water-cooling, & disk brakes is detail change only and if you doubt this then compare the Gas-Gas ridden now by Adam Raga to that ridden by Jordi Tarres 10 years ago. In modern trials we all accept this built in obsolecence but classic events are completely different their sole purpose is to enable people to ride the older bikes in competition for pleasure & leisure & this is why anything that can be done to keep these bikes in use must be done at every level in P65/British bike trials competition. * My 1967 Greeves Anglian was factory fitted with a 19" rear rim they all were, this has obviously had to be changed where can you get a 19" rear trials tyre from now, it is long in the wheelbase, slow to turn quite high and bulky so not in the same league as a special but I still enjoy riding it.

Great Britain has always been a nation of inventive engineers, Richard Trevithick, I.K. Brunel, the Stephensons, R.J. Mitchell the list goes on and on, give them a need or a challenge along with adequate funding and engineering will find a way. This is exactly what is happening in P65/British bike trials at the present time, alter the regulations and they will continue to come up with a new answer to a new challenge. So can anything be done to stop the continuing and rapid change of a sport and hobby many of us enjoy into the two wheeled equivalant of F1. Every year before and after the Scotttish P65 machine eligibility is discussed over and over but there is never a satisfactory solution, so what if anything can be done? Well I believe that there is an easy solution that should put the sport back where it belongs and why cannot Scotland lead the way by allowing in the P65 classes all original spec machines and place the modified bikes into a specials class, the overall winner would be riding an original bike, it would mean setting traditional sections but that again would reduce the advantage gained by the riders of modified machines. Once more the Scottish P65 could be enjoyed by riders of genuine bikes who would once again be competitive. Critics may say but who will scrutineer machines before the trial but they are carrying this out anyway. Both original and modified machines could then be ridden and enjoyed and once more the many older bikes that do not see the light of day would be back in use.

Hi Penton, I presume your motor has the round barrel & distributor ignition system, for advice on all things Cub the best people to speak to would be either Serco or Alan Whitton. Many people seem to prefer a 230cc Cub rather than the full 250cc motor because 230cc seems smoother to ride, my own bike is 199cc, low compression piston, R cam, PVL ignition & Del-Orto carb this set-up gives plenty of power & I am no lightweight but it really goes well enough for everywhere i have ridden. PM me if you require the phone numbers for Serco or Alan.

The bridge & dam riding was just breathtaking, hope they owned the VW Golf though ???

I watched the excellent display of extreme trials riding given by martin & Dan at the recent Hillhead 07 event at Buxton and it was stunning. On the Case stand they had several big screens showing the stunts with the machinery in Gerrmany but Dan Clarke told me the HSE (killjoys) had prevented them from providing this show at Hillhead despite showing them the video and explaining that this is what they do. I particularly liked the bit where they are riding on the tracks of the excavator while it travels along. Brilliant show lads.

All the Villiers 250s were 66mm bore x 72mm stroke the 1/4 longer rod was to enable a stronger barrel flange to be added (rermember the iron barrel is secured by studs and nuts around the base flange) no capacity difference or anything else it is simply a matter of everything happening a 1/4 further off the floor. I have owned one of the bigger motors mentioned they were the Moto-X-Motors conversion made by John Burns & Maurice Brayford Maurice uses one to this day, I cannot recall the bore size or exact capacity but it was around 350cc. They do give a much greater power output but are very much heavier than a Greeves or similar top half and still restrricted by the transfer port area. Pete Carson has one as well as someone in the Midland Centre in a Sprite. The original Greeves square barrels had a chrome on alloy bore finish with no steel liner as well as detachable outer covers over the transfer ports but the chances of ever getting one of these are about the same as winning the Lotto

Probably worth mentioning that the real purpose of the aftermarket alloy cylinders was to give increased power which came at higher rpm the bottom end power was / is no better or even as good as the std iron barrel. While an alloy top half is very desirable why not build the bike with a cheaper iron/alloy cylinder & head and wait until an alloy one appears, simple swap as only the exhaust might need changing.

The DMW head/barrel is one of the best because it has an extra port above the inlet port at the rear of the liner this helps the incoming charge to push the burnt gases out of the exhaust port, the disadvantage of this barrel is that you need to have the 5 1/2 con rod. Villiers engines have two con rod lengths 5 1/2 for the 197cc engines and 5 3/4 for the 250cc use the wrong combination and the piston will either stick out the top or stop 1/4 low. The biggest single difference between a modern two stroke motor and any of the Villiers barrels is the size of the transfer ports and this single factor limits the performance more than anything else as there is simply not enough capacity or space around the crankcases or cylinder to create the port sizes you see on a moderm motor. I have picures of these barrels etc but I do not know how to add pictures to these pages.