trialsrfun

Can you get a patch welded over the hole and make sure that the tyre misses when the back box is reffitted, there should be enough clearance to miss the patch. Ask around locally someone will know an alloy welder. On my bike I stick a decal (carbon fibre look sheeting) over that area it acts as an early warning device.

My first thoughts upon seeing the photos was that the three bolts on each side of the lower yoke were possibly overtightened causing a stress fracture. The yokes on a Scorpa are machined from billet alloy and not forged and are quite thin around the fork legs.

When pulling in the clutch lever on our TY 175 there is a resistance as if something is worn, possibly in the vertical arm or pushrod area. Once the mechanism has passed this resistance the clutch then operates quite normally. Has anyone any ideas as to the cause of the problem and what might need to be done to cure it.

17 stone sounds about right, Raga will need a large rucksack full of potatoes to comply with that one. Weighing to take place before and after the event just in case they have wrapped any spuds in tinfoil for the barby.

Ask the top teams, riders, manufacturers, what is the best way to solve the problems, the answer will be what ever suits thier situation best. Bottom line! the way it's going it will soon sort itself out for good. Ishy I could not agree more if those in charge of our sport of trials do not see this and choose to ignore the signs then I fear we will see trials at world and even national level disappear. How often when riding to a section comprising nothing more than a few twists and turns over and around something silly have you passed areas where a superb natural section could have been plotted. No less a person than Sammy Miller says what sensible parents will encourage their children to ride a motorcycle up a 12 ft cliff and he is so right. The popularity of British bike/Twinshock trials has more to do with the type of sections plotted and the easy going atmosphere than just riding an old bike. Somewhere else on here the question how much will you pay for a lightweight bike is being asked but surely that can only worsen an already difficult situation. Surely a minimum weight/maximum capacity rule is needed to reduce costs and increase riding areas as well as hopefully helping to keep our sport relatively safe.

There is no such thing as a Cub trials frame only a modified road frame and to make these suitable for trials use much work needs to be carried out so surely this means that they are no longer a std machine. All of this work is centered around making enough space for a 4.00 X 18 rear tyre and getting the required chain clearance. I am not familiar with the Hardy frame nor have I seen an Otter Cub but the Armac parts frame/rearframe & swing arm are all interchangeable with the std Cub so I do not see what the fuss is about as many bigger bikes are built around a replica frame.

Could not help but think when spectating at Hawkstone this year that there was a small entry for the World Championship class and barely a handful of these with a real chance of success. These riders were accompanied by seemingly a lot more people than a minder and a mechanic obviously at great expense to the team so a rider without these extra people must be disadvantaged. For the good of the sport this must surely stopped before we get a sort of F1 scenario where only the top few stand any chance. Would it be wrong to introduce a sort of formula for trials with perhaps a minimum weight and maximum capacity for the bikes after all we already have a standard tyre type and now the 125 limit for juniors. This should translate to eased sections and bigger entries so more for the spectators and after all there should then be more available areas to run a World Trial.

Hi Bagey the Bultaco is really something do you mean that it is the actual last one made or that that model were the last produced. Has it been restored or is it in original condition either way it looks superb.

Now that the World Rounds are over where & when is Dougie riding, I recall that when he changed from Beta to Montesa he did not seem to compete at all until the first indoor at Sheffield.

I am with Slapshot 3 on this one and why not also have a maximum capacity and minimum weight for each bike to ensure that what they ride is more like what we ride. Bring trials back to earth where they belong.

The Cotswold Majesty which is fitted with a Chinese made Honda copy engine is nothing like an RTX which as R2W says is a bit lacking in all areas. Jon Bliss who builds the Cotswold bike was riding last Sunday at the Hyland trial where I rode and his bike appeared to go very well indeed.

Thanks for the advice fellas I have spoken to Dave Renham who confirmed that it is impractical to make any capacity changes so I will look at the things you have suggested including getting a head and modifying the combustion chamber, also possibly lowering the gearing from the 11/39 sprockets that were fitted as std.. The bike is very nice and original and oozes that Bultaco magic but all that power can be just a bit much.

Recently there was some discussion on tc regarding the RTX trials, there is a secondhand one in tidy nick on the BVM site, look under used trials bikes.

Should have added it is a blue 199a from around 1980 and has the Bing carb.

Has anyone converted a 350 Sherpa (325cc) to 250cc. I wonder if I would ride it better if there was a bit less power and what is involved in the changeover. Presumably 250 power would be softer and less agressive than the 350.

Trial was about 4 miles west of Welshpool at Cyfronydd and organised by Steve Goode on behalf of Moseley & DMCC, with classes for twinshock & british.

Hi Bistlu 34 was it, I too enjoyed the event but not having ridden the twinshock since the end of May (and not much else either due to work commitments) I spent most of the day brushing the rust off (me not the bike) but 15 decent sections and long laps so plenty of riding to be had.

Have a look on the Faber frames website and there is a part built Cub/Otter pictured, I believe there is someone in Cornwall who rides a Cub/Otter but have no more info than that. I am getting together the parts to build a trials Cub so am interested in this bike as the Otter frames are good and light but will they be too big for a cub engine.

Obviously those parts are not needed, the weight saved is enormous and what you are looking at is the 06 Raga rep.

Has anyone a picture of a completed Otter framed Cub or has had a ride on one.

Is anyone else on the Trials Central site riding tomorrow at the Hyland trial.

Come back HondaRS your knowledgable and helpful replies to technical problems not only on Honda trials bikes but other makes as well will be missed by many people myself included.

Neither seen nor heard of one until now, looks like a Sherpa-ised m/xer to me though Martin. By the look of that rear sprocket some compromises must have been made to the gearing.

Interesting thought Neon about the little Yam engine, our youngest son rides a TY80 and manys the time I have wondered why the bigger bikes lose that overall everything right sort of feeling of the TY80. Think you could be right about an up to date version selling like hot cakes. Personally I had never given any thought to best engine until it was mentioned recently on Trials Central but even if you have a ride on a bike similar to your own invariably the engine response is not the same, sometimes sharper or flatter presumably due to differing individual carb and ignition adjustment.

On another part of this site (engine temps 2 v 4 strokes & why do they seem to run hotter) Woody ventured to say he thought the engine fitted to Nigel Birketts TYZ special was his favourite trials motor by far. Just why is it considered so good, I also recall reading (possibly a quote from Mr. Birkett) though I cannot remember that the engine fitted to his ex-works Suzuki was also very good, was the comparison being made with machines or bikes available at the same time as themselves or those both 2 & 4 stroke currently available.