cleanorbust

They're "Breath-Right" strips which stick to the outside of the nose and keep the nostrils in a "pulled open" position. That supposedly lets more air in, so oxygen supply to the lungs, and ultimately the muscles, is increased. I believe clinical tests show they have zero effect, and there's easier ways of making yourself look like a wally.

Shame for Shirt? Possibly, but I bet there's just as many new Gassers turning out in the new year as if Alexz was still riding one.

S'funny, I've only been involved for 39 years but the sport's politics is exactly how some people get their fun

Freedom of expression is a wonderful thing, crude name-calling not so clever. TC has always had a reasonable standard of debating, I'm hoping that remains the case.

Been through similar periods myself over the years (I started in 1973). Having a break for a few weeks does help, as does riding in some new locations if you can. Even Low North Park can get a bit same-old if you ride there 20 or 30 times year and see the same faces each time. Riding trials with mates helps greatly, but not everyone has a riding partner. Also if you've friends outside trials who are keen on other sports it can be good to chat to them; some of their enthusiasm can rub off on you so you feel energised to have a good crack at your own sport. Sounds like you may have arrived at the stage where your riding has reached a stale point from a skills point of view, i.e. repeating the same mistakes on each outing so confidence decreases. Could try a practice trip where you just concentrate on two or three sections, analysing what you're doing wrong (a mate can help with this), applying some fixes and having a target of cleaning each section three times on the trot before you go home. Just imagining yourself doing it right goes a long way towards making it happen. Even if you don't reach this target I bet your performance improves through the day and you'll feel better about things. A new bike or riding gear has also been known to bring some riders out of the doldrums sometimes. If you love the sport, and I'm sure you do, it's actually quite difficult to walk away from it.

The tip about loosening the levers on the barts is a good one - saved me several lever brackets over the years. I've had to re-tighten the clamps to placate one or two over-zealous scrutineers in my time, but it doen't take long to slacken them off again before riding the trial.

Yep, definitely one for the nostalgia buffs

From memory: Alta Suzukis were produced in Wales in 1969/70 (the only motorcycle to be manufactured in Wales?). They used the 118cc Suzuki engine with "twin" gearbox (three ratios which could be put in high or low mode). They followed Peter Gaunt's own conversion of the 118cc Suzuki road bike for trials use in 1967. Altas were made by a relative of the Taylor family who were also responsible for Alta cars (pre-war?). Works riders for Alta included Martin Lampkin and John Hemingway (father of Ben and Dan). The works bikes graduated to 128cc using pistons from the Suzuki Super Six 250 road bike. The ultimate version was a monocoque alloy framed model. Rising costs of buying in the engines put the firm out of business in 1970, but they were great bikes by all accounts, providing more low-end grunt as required for British trials than the rival 125s of the time. I think there are some pictures on the Eurospares.com website, among loads of other interesting stuff there. Peter Gaunt went on from Suzuki power to produce the 88cc Gaunt Jawa, using the engine from the Jawa Cross 90 trail bike, in 1969 I believe. This was a little jewel of a bike, at the time the lightest and cheapest trials bike on the market, but Gaunt was one of the few who could get the best out of the buzzy engine, winning the Irish Experts on one beating the top-line opposition of the day. After the Jawa, Peter Gaunt went on to produce a 175 CZ and 350 Ducati trials bikes. Possibly also pictuies on Eurospares, or try googling for images.

I has no idea I was sitting on such an investment. Wouldn't be so bad if the book was decently produced: the pages fall apart if you look at them hard enough.

Anyone know where it can be bought in UK?

I understand the bikes at last Sunday's test day near Skipton were 2007 models. Still couldn't ride it for toffee though.

Correct, Big John! I knew I wouldn't be the only one with enough anorak tendencies to remember that.

Dalesman made 125cc trials bikes from 1969 to about 1974. They started with Puch engines, first using four speed then six speed units, and switched to Sachs power about 1974. In that year they produced one with a front disc brake, when Peter Gaunt had a spell as a works rider for them - perhaps the first example of a disc-braked trials bike? I had a 1972 six speed Puch engined bike. Nicely engineered but inevitably a bit unsuited to British trials where slogging power and finding grip are at a premium (or at least that was the case in trials of the time). At the time, Nick Jefferies was riding one and he gave me a tip to improve low-speed running, as the pilot jet was rather large and no smaller ones were available: plug the jet with Araldite and drill a smaller bore jet size in it! The rims were chromed steel, and the forks on my bike turned out to be made by Sprite,. I found this out after prolonged discussion with the factory as the front spindle was a poor fit in the sliders. I think the factory just used whatever forks etc were most cost effective at the time, I know they did use MP forks as well. As I remember, the Wassells came out around 1973 and used Sachs engines only. The bikes were very similar to Dalesmans in general appearance and frame design. The frame you describe could certainly be a Dalesman (sounds the same as mine). There is a Dalesman article at http://vintage.bravepages.com/DALESMANTRIALS.html I have some leaflets and catalogues from the time on Wassells and Dalesmans, could send you photocopies if you wish. My email is simonvalente@yahoo.co.uk

As a general tip, it's worthwhile chamfering the leading edge of the brake shoe lining to ensure proper contact with the drum

The rubber between the carb and the cylinder can become rotted on Fantics; given the age of the bike this is quite likely, and leads to an air leak. It is possible to repair using latex dip if you can find some, or a new rubber can possibly be obtained.

The pre-65 Scottish has always beem just that - for any pre-65 bike, British or foreign. IMO the foreign hardware is usually closer to the pre-65 spirit than many of the cubs, B40s etc, in that they're genuinely pre-65, they're often converted road bikes and so more closely related to the trials bikes of the day. The Honda in this year's event is a case in point -well within the spirit and the letter of the rules. Certainly for me they add to the interest and richness of the event.

This is 100% certain to be a scam. I've had a similar experience. The "buyer" sends a cheque for over the asking price of the bike. When paid into the bank this shows briefly as a credit before it bounces (it's probably from a stolen account). At this stage you are expected to send the item, in this case your bike, encourgaed by aggressive phone calls from the buyer if you've given out your telephone number, and you end up with no money and no bike! I smelt a rat before going through with it but others have been caught out. This has happened quite a lot on ebay but I think they've managed to tighten up on it now.

I'm in UK (North Yorkshire). For some reason I appear to have been assumed to be American!

Interesting analysis of the issues around entry numbers, land availability and frequency of events. Seems the thing which has worked in favour of the sport in the UK, where trials are flourishing, i.e. a low key approach and no specific marketing of the sport, is what has worked against it in the US. I remember an article in Cycle magazine as long ago as 1970 entitled "Trials - the next big participant sport". What happened? Perhaps it's a culture thing, where the subtlety and finesse reflected in trials and its devotees fits more with the British approach and is less appealing to those brought up on supercross and speed.

Sorry, didn't know keeping our sport alive and healthy was considered BS! Last word on the subject!

In my opinion, it is folly to assume that we should atrtact as many youngsters as we can to trials, because, taking my local scene into account: - we already have 100 plus riders per trial. Queues at sections are long enough! - the more people who latch onto trials, the more who take it into their own hands to use ground for illegal practice, endangering continuation of the sport. Sure, we need to ensure the sport continues, but its current popularity doesn't threaten this.

Before going to the trouble of altering the engine characteristics, you copuld try fitting a slow action throttlessemly if not already done. Apart from that, I'm sure you'll find that a bit of intensive practice will really help your control of the bike. The 290 is a powerful thing but even the rawest novices do get along with them when fully accustomed to riding them.

Just to add to the discussion, Peter Gaunt, England's foremost exponent of mini-bikes at the time, came up with a CZ powered trialler around 1970, just after he was riding the Jawa 90, but only rode it for a brief while. A production bike called the Norval was on sale for a while. Both used the road bike 175 engine. In those days there were several alternatives to the Bulto-Montesa domination, mainly using road bike engines of small capacity.

I can only agree with the comments about Trialsworld. It is fairly well presented in terms of graphics and use of technology, but ultimately let down by superficial editorial content. I think this applies even more to TMX, which I feel has always been produced by folk whose enthusiaism outsrips their journalistic abilities, or perhaps think that us down to earth trials types don't need or want a decent quality of writing. If you get the chance on your next weekly browse at WH Smith's, try comparing TMX with Cycling Weekly, which while costing a little more has a small circulation and far exceeds our sport's journal in literacy, presentation and professionalism.

Follow the rule of "if in doubt go for the smaller bike". Everybody seems to do the opposite but it works every time for me. When you think about it, in reasonable sections most marks are lost due to rider error, not because the bike is struggling for power. The smaller bike reduces errors or the effect of them.