cleanorbust

I do recall Mick Andrews advocating practising on higher tyre pressures to improve skill development, and in competition (on low pressures) everything will feel easier so boosting your confidence. Mind you, that was 40 years ago.

I enjoyed Shirty's article giving an inside view of the recent contract moves at WTC level. Taking his comment that the top 5 are on good money, and the rest aren't, is anyone prepared to say what the ball-park figures might be these days? Trials obviously involves as much commitment and risk as any other sport, and the period of maximum earning potential is probably about the same as many others (around ten years at the most for the majority of competitors?) so it would be interesting to see how the rewards compare. I suspect trials riders are relatively under-paid, simply because the sport isn't awash with money like some others. I know I stand to be shot down as, like in any line of business, income is rightly seen as confidential - just asking out of interest.

Don't have any experience of a 239cc Fantic but I know that French market bikes were under 240cc as their tax laws meant that buying/running a bike over 240cc became quite a bit more expensive some time in the 70s. The 238 Bultaco Sherpa was, I think, the first example of bikes made to fit with the French tax situation.

As an additional question in this quiz, can anyone remember who rode works AJS 37a's? Malcolm (and Tony?) Davis, Ray Sayer, Norman and Derek Edgar come to mind.

Nice find Ross.

No complaint from me about the 4RT, as I say it's probably too good for me! I will agree it's unnecessarily loud though, for what's a beautifully mellow booming round the local woods to a 4T enthusiast is a damnable racket to Joe Public. That, however, is a whole different issue. To get back to the point of the original post, yes the 4RT has probably had its highest moment of popularity, but its done a lot to add variety, interest and viable choice to the trials scene.

Yes, I'm sure you're right, in fact I seem to remember someone called Lampkin there that day who could make it grip on anything, riding one-handed. Just that I couldn't ride it for toffee - the bike was clearly way too good for me and given my lack of skill I doubt I'd ever have been comfortable with it.

Yes, you could be.

I went along to a 4RT test day in North Yorkshire three or four years ago. My usual bike is a Sherco, and I couldn't make anything of the Montesa. It was raining and the test was on a grassy hillside; just kept spinning out all over the place. Wayne Braybrook was on hand to show what the bike could do and his comment was "you've got to ride it with extra care, it doesn't grip that well." Thanks very much, I thought, that's all I needed to know. Still riding Sherco.

Correct, and I realise we're talking SSDT here. Just pointing out that the move to Suzuki wasn't directly from Ossa. Cheers.

From memory I think he had his brief stint with Kawasaki before joining Suzuki.

I think it's there to give a bit of grip for your butt when perched on the mudguard while racing round the Moidart peninsula in the Scottish (or any other roadwork you may find yourself doing).

I have a Doblo and can fit my Sherco in diagonally with just the smaller rear seat folded, leaving room for driver plus three passengers. I've also had a Beta in the same way, so guess you will be OK with any modern bike. Probably couldn't quite do it with a longer bike such as an old Bulto but there you go. I'd thoroughly recommend the Doblo if it's a diesel one - I drive a 1.3 and a 1.9, the bigger motor is especially economical (56mpg on a steady run), and the driving position is very comfortable. Also insurance costs pocket money.

Something you can do in the comfort of your garage is some static balancing exercises: - balance bike stationary on right lock for as long as you can (time this to gauge improvement) - try on the other lock (you'll probably find one easier than the other - focus on the more difficult side). Concentrate on rfining technique such as keeping your shoulders in line with the bars - deliberately move the front wheel from right to left and back again while remaining balanced - deliberately tilt the bike to and from vertical while balanced - try balancing with the front wheel pointing straight forward - you'll find you go onto one lock or the other but try to get back to the dead-ahead position as soon as possible - practice balancing without holding the brakes on - practice balancing with the tyres inflated hard to make it more tricky Keep this up for half an hour a day and you'll find you don't lose so many marks in your next few trials. Probably.

If I'm not mistaken the bike Martin Lampkin is pictured on is actually a Gaunt Suzuki. He joined Alta when they came on the scene in 1969, and I think they started off with rather neat red fibreglass tank/seat units before moving to the alloy monocoque type shown in the eBay advert.

Up to the mid/late sixties Villiers engines were the universal power plants for various British trials irons, eg Greeves, James, DMW, DOT, Butler, Cotton, Norman, Sprite and several others. Most of these were really tiny concerns, each with their own individual characteristics, competing in a traditional market place in the UK only; once the Villiers supplies dried up most of them went to the wall. I wonder if, to some degree, we are seeing the start of a parallel situation with Sherco engines being used in Scorpas as well as by the factory itself?

Congratulations on the site, it had somehow passed me by before and there's enough fascinating stuff there to keep me up for days.

Of course I was joking, all the bikes I've seen at the trial are entirely genuine...it's just some of the riders who are 'avin' a larf.

A tricked-out James with Yam forks is usually a good bet.

The Ryan Young videos are available from www.motomerlin.co.uk A bit pricey to but both maybe but for about the cost of a tyre you're getting all the tuition you're ever likely to need.

Welcome back to the fold! At 41 I'd have thought you were still a mere stripling. Might be interesting to see if we can establish the age of the oldest regular trials rider in the country via the Trialscentral membership. Obviously we're talking people in their seventies at least. Any suggestions to kick it off?

In my experience most observers have been turning a blind eye to stops - and I mean deliberate stationary pauses of about 10 to 15 seconds - for many years so I can't see the new rules making much difference except that the cleans recorded will now be genuine and within the rules.

I had a '77 model in the day and from memory the exhaust guard was a brilliant white, to match the white of the tank. Mudguards and the plastic side cover were also pure white, I suspect those on your bike have yellowed with the effects of 32 years worth of sunlight. You could try a scrub with Jif using a fairly stiff brush, this will lift the dirt out of the scratches but probably won't restore things to a pristine white. Still, nothing wrong with an old warior showing the patina of age, is there?