cleanorbust

Because if we countenance riders abusing observers, and intimidation by riders, the sport is debased.

Like it or not, observers will apply an element of subjectivity to scoring, giving a rider the score they think they "deserve". Observers aren't robots.

The ACU Standing Regulations for trials define the scoring system, whether the trial is run on no-stop or stop allowed rules (www.acu.org.uk). I think riders would do well to read these as some seem unaware of what constitutes a five, or indeed footing.

...or wear waterproof socks.

I've ridden this in its early years and spectated more recently (I live locally). I'd put it as perhaps slightly harder than the Fintry 2 day (which you'll know) but with a greater variety of sections and relatively little cross-country going between sections - the groups are connected by roadwork. Yes, a proper clubman event and I think you would cope OK and enjoy it. I believe entries were slow to come in this year so you would probably get in. Feel free to PM me re accommodation help if you and any mates come down for it next year.

Yes, does look rather slack. The top run of the chain appears to be drooping. After adjusting remember to check the chain tension when someone is sitting on the bike as that takes up some slack.

Oni nou describes with precision how to restore the rim for tubeless use. Personally I'd just go down the tubed route. I've used a tube in tubeless rear tyre for years with no bother and, as my name isn't Dabill, can't tell the difference.

The ACU Standing Regulations for trials state that a chain guard should be fitted as per manufacturer's specification. Lots of bikes are used without the lower guard referred to above, desirable though they may be. Mind you, the same regulations state that all machines should "have a helmet and suitable boots" !

Sounds like you have the standard chain guard, which covers the rear tyre area where the chain runs alongside it. This would satisfy the regulations.

I think it would be well worth a shot. Could easily fill the damage in the rim and it wouldn't have to be airtight. And every time I rode the bike I'd be mentally celebrating saving the cost of a new rim.

Hmm, obviously some rot there but not sure from the picture exactly how extensive. ? feasibility of pulling off the rim tape, smoothing off the surface of the rim, removing tubeless valve, recovering with new tape and running an inner tube. I'm tight, so would look at this possibility first.

Quite.

Exactly what people were saying...twenty years ago. I think they've largely moved on to other pursuits. And we're still here. Beloved? Yes, and what makes it so for me is the down-home, low key culture.

In my experience of attending and riding trials in several centres in the UK over five decades, the sport in general has never really concerned itself with trying to attract new riders in, and it isn't a worry for the organisers I know any more than it was years ago, in fact it never comes up in conversation. For many years, I've heard people say we have to market the sport. By and large, we haven't done so. But here we are, the sport hasn't died or, as far as the events I attend are an example, even been injured so that anyone has noticed. Sure, the nature of trials has changed but I'm not aware of a feeling of impending doom. The average age of riders may be older than when I started, though I'm not sure about that and if it is true it's not a new phenomenon. Perhaps collapse lurks just around the corner.

One issue which may have contributed to reduced entries at some trials has been highlighted in chatting to one or two long-standing riders. For years they and their mates have got by at trials using the public road by dint of a fake registration number and a scribble on the entry form to accept responsibility for being road legal when they're not. The unexpected attendance of the police during some recent events has caused them to think again and they sit out road trials, at least for the moment, to ensure they still have a licence to drive to private land trials during the rest of the year. I make no judgement of them, but their absence affects entries to some extent.

Try an email to Richard Allen (contact details at www.allensusedtrialsspares.co.uk) as he's breaking early Rev 3s and a secondhand spring could be worth considering as a cheap way out of your problem.

I'm guessing Salisbury.

Not sure if you're in UK but dkoffroad.co.uk have a complete motor for sale. Not especially cheap but they're open to offers and the postage is free! Worth a chat with them maybe?

Could be worth the risk if you can get it for a good price. I think the fi Ossas took quite a hit in value when production stopped, so you should be careful not to overpay even if you like the look of it. Could be a bike which you get stuck with when you want to move on to something else.

Just getting out on the bike and acquiring a feel for how each gear drives will probably teach you more in half an hour than reading about it. If you get the chance to watch experienced riders, you'll probably be amazed to start with at how they are apparently working the clutch almost constantly, whichever gear they're in: quite unlike any other form of motorcycling you may be used to.

Yes, your 90w for the gearbox should be OK (300cc). I use ATF in the clutch case (200cc). Ethanol-free fuel is the ideal answer but it's rare and expensive here in the UK. 91 octane should be fine. I use regular unleaded, 50:1. I think I run my kick start lever one spline back (anticlockwise) from where yours is. Looks like the standard chain tensioner, so the 520 chain shouldn't be a problem. The original footrests are a bit pathetic, being too small and smooth. I got a pair of modern style Raceline footrests from Motomerlin in England, which fit the U- shaped bracket on the frame with a little grinding of the rests so they sit at the correct angle. Most modern footrests are unsuitable because of course they fit the single bracket design of modern bikes. Looks as though your bike doesn't have the second plug hole to the right hand side of the head, which is handy for fitting a decompressor, a useful addition for some sections and a foolproof way of stopping an over-revving motor. Cylinder heads with the second threaded hole are regularly available on eBay. Enjoy the bike!

Looks like you found a decent original one. Secondhand parts come up on eBay pretty regularly. Would be worth checking the ignition timing - should be 4mm btdc for this bike. There was a good handbook for all Montesa offroaders published by Clymer in the USA in the 70s, you may well be able to find one. It'll guide you through a full strip down if you ever need it. Good advice re the 9t sprocket: Inmotion do them but you could be in for some fun removing the original - it's a taper fit. A Pitman puller works best, along with lots of determination if it's been there for the last 40-odd years. I'd check under the fork gaiters for rust on the stanchions. If they've been left covered for years there could be a horror story beneath. Your biggest problem could be the fibreglass tank, which modern petrol will destroy. Lots of discussion available on the net on using sealants to protect the inner surface of the tank, but I'm glad my '79 model has the separate alloy tank under fibreglass cover. PS: make sure the kick start lever isn't fitted too far forward, if it is the shaft can punch a hole in the casing. If you post a pic of the other side of the bike we can advise if it's OK at the moment.

Ah, my misunderstanding. I believe though that the land which Yorkshire Classic use is not used by any other clubs.

No chance of that I'm afraid - British bikes only (having a British frame wouldn't count).

These suggestions seem sensible. They are also light years away from how most clubs seem to operate, which in my area is pretty much how they did things in the 1970s, when I started. Come to that, it's often the same people putting in the organisational effort as did so all those decades ago. I'm very grateful that they do so.