I have no connection to TTRG and would not presume to try to sway anyone's opinion on recently highlighted matters via this forum but understand that the SACU sent proposals to their clubs neary a fortnight ago.
The gist of the proposals seems to do away with the current postcode lottery regarding licence costs. Does anyone know if SACU clubs have actually passed this info on to their members as the SACU seems to be desirous of getting opinion from as wide an audience as possible?
Going back to the 60's the AMCA always seemed, despite its title, to be a more professional outfit than the ACU, with staff to handle entries for the MX (which was their main sphere of activity though they did trials too) if I remember correctly. And while the ACU had its head in the sand the AMCA was busy buying land to use as MX courses. Now that really paid off.
Well jj I regard what happens on these places as a conversation, albeit an electronic one, and, like any real conversation, as long as it’s kept polite it goes where it goes.
Notwithstanding that I don't think I have hijacked anything. My first post really only expressed sympathy with the OP's evident concern where he raised the issue of silencing the 4RT. Subsequent posts by me have continued on that particular subject only, in response to replies, save where I made reference to side issues quite reasonably raised by others.
Indeed Shedracer, I accept your good-natured comments, but when I say modern demands I don't mean those of the trials rider. Unfortunately it's not your opinion or mine that really counts but that of the lay person and we'd have a job convincing him that the the 4RT is anything other than unacceptably loud for this day and age. Especially if he has to listen to rorty exhausts from a trial echoing across the valley whilst trying to enjoy his garden or a round of golf.
I just find it strange that a company with Honda's "social credentials" turns out something like this when once they made the quietest trials bike in the world. If a tiny outfit like Beta can produce a pretty well silent fourstroke trials bike then surely the company that produces a 180 mph motorcycle with an almost inaudible exhaust can do better than it does with a trials bike.
There's not time to get involved in a detailed discussion about the environmental differences between two and fourstroke motors in the trials context but there's more to it than the composition of the gases that come out the pipe. Given the comparatively small amount of petrol consumed during the average trial the difference between the two is negligible in that respect and completely wiped out by the bikes being carted round in something the size of a small bus as is often the case.
And by the way, while I have only ever owned two stroke trials bikes apart from a brief spell with a monstrosity of a TL 250 back in the day, I do appreciate the four stroke trials bike, having been privileged to ride some pretty good examples of the British variety (whilst keeping the revs below ten thousand to reduce the noise a bit )
I have, but there's not much we can do about what is effectively 1940's technology. In the 21st century the world's largest motorcyle manufacturer can, and should, like the two stroke manufacturers, be building competition bikes to fit in with modern requirements.
Not relevant to your bike I suppose but I seem to recall that Peter Gaunt also rode a Suzuki based on the later TS 125 (the one with the gold coloured tank). If me old 8mm projector still worked I'm sure I could confirm that.
I'm not sure if those ever went in to production but did spawn the McLuckie Suzuki - our Canadian friends can ask Stuart about that one - he's sure to have photos.
I might as well throw this one in too at this juncture - again the Ben on Monday. I always was one for squeezing that 37th shot out of a film And with reference to another thread on the quality of trials clothing, that jacket's still in use, but then Brema was always the best. Sorry about that Ross.
Well, this is Ernie in very uncharacteristic pose in '82 on the Ben on Monday. By sheer coincidence I found this on Sunday while looking for something else. Ernie didn't do the Scottish very often (and rode a Bultaco even less often to my recollection) so I doubt whether he'd have been on a Bultaco again in '83 - are you sure about the date? He can still be seen on the occasional vintage run or at a jumble so you might get the chance to ask him.
Scorpa 125 4-stroke, you can start them with your hand when you're on the wrong side of the bike on a camber. Don't think there's many you could do that with.
The Betas are a left foot kicker which some can find awkward.
True, though I don't find that a problem, I must admit that if I'm approaching the bike to start it after looking at a section I am just as likely to use my right foot but use my left if I'm astride it having been in a queue so I wouldn't let that put you off. Thousands of Bultaco riders can't have been wrong!
Unfortunately there are no trail bike trials near me or I would ride them but, from the reports I've seen, such a specialist machine might well be barred from some events. Is that the case?
My recommendation? Stick with the points. I purchased a TY and the ignition was troublesome due to breakdown of the LT coil. I got it rewound in modern material and a couple of other tidy up jobs for £60 all in so I now have an absolutely reliable system that can be tweaked should the need ever arise. I've seen too many twinshock TYs with deceased electronic ignition (four in one event) to want to take a £200 gamble - it can be a long push. The standard system was very well regarded in its day and is no less good now if any problems of ageing are sorted out.
Biggest difference to me and I was talking about this only the other day was that back then we didn't expect to clean every section. In fact if we cleaned any section then it was like a win. The norm was a 3 or a 1 for a good ride. The aim was not to stop and get a 5. Nowadays everybody just assumes you should clean everything and a 1 or heaven forbid a 3 is deemed a disaster and you might as well load the bike into the van and go home. When asked riders say "oh I had a crap day lost 21" In the day I regularly lost 120 + and still won Novice and Intermediate awards.
Yes men were men back then
Aye, and you had to ride every section to be a finisher - none of this malarkey of asking for a five at the ones you don't like.
Quite likely, but the FI won't work without a battery I suspect and fitting that would be problematic. That would also scupper the electric start which would be an even better consideration for us old gits.
The Morley book will be definitive and, while it's a long time since i saw a photo of a Cheetah, I seem to remember thinking that the tank looked quite large. There may have been an SSDT tank of course for in the old days the Regs demanded a 90 mile fuel range. Also, was there not an ISDT version?
Though the extended brake pedal and big chainguard would indicate that the bike has been "roadified" at some point.
I did the fix and still use ATF with no problems. The mod should have cured the hanging on in sections, which is frustratingly inconsistent, but the best way to free off the clutch on starting is to hold in the lever, push the bike forward with a foot while putting it in to first. This prevents damage through the sudden force if you don't move the bike. Keep the clutch lever held in and change up through the box as normal. The clutch should free when you hit fourth and be OK thereafter.
)
Ttrg/sacu
in UK Trials Talk
Posted
I have no connection to TTRG and would not presume to try to sway anyone's opinion on recently highlighted matters via this forum but understand that the SACU sent proposals to their clubs neary a fortnight ago.
The gist of the proposals seems to do away with the current postcode lottery regarding licence costs. Does anyone know if SACU clubs have actually passed this info on to their members as the SACU seems to be desirous of getting opinion from as wide an audience as possible?