subira

I share my birthday with Bill Wyman. May be I should stick to: playing guitar, hanging around with Mick Jagger, and dating Mandy Smith

Having looked through the results, the series is hardly over-subscribed this year ? If it hadn't been for the GB/Eire 'wild cards' it would almost have been a trial with 20 or so riders, across WTC and Juniors/Under 21. The series seemed better supported last year and those previous to that, there's few names missing who scored points regularly: Justribo, Colomer, Alacaraz, Cobos . But no in-rush of riders to replace them. Same in the Juniors, Morris, Blazusiak and Bethune all move up, and Gary Mac gets un-qualified to ride, but no big rush of riders in behind them to fill the empty places. Wonder whats up ? Is it too big a leap from National Champs to WTC ? I appreciate the it costs to support the entire series, especially the 'fly away' rounds, but the European rounds should really be better supported than this. I don't have any answers, but its almost deja vu of any of the last 3 seasons.

I think the biggest issue is the weight that you can put on the tow ball/bar, rather than the rear axle. A lot of cars are rated at less than 70Kg - so technically would fall fowl of the law. Many bigger cars and MPVs have a higher ball/bar weight ratings. I have the same rack as shown and I fit the bracket 'upside down' to make the box channel as high as possible as I've had some probs on ground clearance. I don't need a ball so it works fine. It can be a bit of a struggle when I'm knackered at the end of a trial and the bikes extra heavy with mud, but generally its not a problem - always put the front wheel on first and take the rear off first The cars I have fitted it to have been estates or MPV, with a very flat back window. I try and keep the bike as upright as I can and the clutch lever is fine - I can still use the rear wiper.

Sounds like its needs a more 'covert' operation I mean going undercover for the week as a 'Spectator', gathering intelligence in the bar till late in the evening, checking out what's going on in Parc Ferme, listening to the bikes, talking to the riders. Getting out on the road, being watchful, getting to sections. Then when you see any silly nonsense going down, a quick click of the camera - and the evidence is there ! As the areas so big, its down to the supporters and riders to stop this - if they want to. If so many people have seen the bike changes between X and Y on Glen Coe then where was the camera ? (Its so widely reported - there must have been thousands there watching !) If its a serious problem then get a 'Guardian Angels' type group together amongst the spectators (or even TC members going up) and get the evidence, give it to the organisers and let them confront the offenders. Be a fantastic scoop, for the news page !

DG what ever the theory the engine builders seem to believe in it, 2 stroke or 4 stroke. They seem to believe that the synthetic is too slippery ! My mate just picked up his CBR600RR motors for this years 600 Supersport series, the builder was really specific about the use of non-synthetic for the break in. Also recommended it in the GP 2 strokes, in the past. They bin a serious amount of oil - it only does one meeting and then its out, in fact the whole Supersport thing is a serious expense. Trials is definitely the cheapest form of motor sport. How does

Come and join us down at Denham Airfield - Hillingdon and Uxbridge Club, practice every 2nd & 4th Sundays. The ground is pretty much the bottom of the runway, on Tilehouse Lane (Northmoor Hill Wood) . A few pounds to join the club then a few to ride, llegally and fully insured I must add. As for being small, well its what you make of it. We can make sections to at least Centre standard, plenty of hill climbs, logs and roots. Wide range of abilities. Or try Berko, they've just got some more imported bolders, more scope for tight technical sections. Or join both clubs. Both bits of ground have been used for Centre trials, unfortunately living where you do, that's the best you are going to get.

I seem to remember that JB's bike is new. Run a couple of tanks through of non-synthetic oil @ 50:1, then once you've run it in go to 80:1 synthetic. Don't ask me why, but this is what all the race engine builders recommend, and I seem to remember the lads at BVM saying the same. TTS is synthetic. Me I run 80:1 Ipone and use it regularly in road trials and like everyone else have no problems.

You need to track down Dave Clinkard, his younger brother rode the big TY80 and the 175, almost as the development rider. Same frame manufacturer as the Beamish Suzuki's, Whitehawk appeared after the Beamish flame burned out.

The porting changes came in on the 2003 bike. Everything before is essentially the same motor. Baring the change of carb in 2001 and later. I'm not sure I understand what your are looking for, but I would suggest that you ride a 2003 if you can. The 2003 porting has changed the motor a good deal , its very smooth, but with good linear power through the range. The guys at Haven can port your existing barrel to 03 spec (plus a little bit more) - I had mine done over Xmas and its a changed bike, loads of grip at low revs and top end when you need it. (Anyone who was at the Oxford Ixion Trial on Sunday will know about the need for both ) It is diificult to describe the change, but I'd sum it up as its no longer like having a Great Dane on a short lead.

The Raga IWTC win has set up a really interesting Outdoor WTC for '04. We were probably robbed of the same show-down in '03 due to the dummy incident. Once he was riding and scoring again, Raga knew the WTC was lost for '03. This year it will be different. And its not only Raga who will be on a high, Fuji will have gained some psychological advantage to - he's beaten DL in a Championship at last ! Trouble is he only filled his perpetual 2nd place. But that's from nowhere and consistent non-qualification in the '03 Indoors. I very much doubt if its going to be a boring season, one things for sure one of these three will win the title. In fact they'll all be on the final podium. For what its worth, my money would also be on DL being on the top step. BIG EFFORT DOUGIE !!

I did the de-glazing as suggested, which improved it but wasn't perfect. So I've just put some Raceline plates in (Pattern part from Sandifords) - which are knurled on the faces - and it's way better. No drag and can find neutral everytime now. I think that the springs aren't the issue, it's the steel and friction plates sticking together that makes the operation heavy and the clutch drag. The other effect is that a far smaller lever movement is required to dis-engage the clutch now.

Fuji at Luxi taken on a Fuji

I have a RYP Clear fitted to one of my many sets of plastics Are you going to Lower Ridings ? If so take a template on Sunday

Elf is the best Oil to use, mail order it from BVM.

Can anyone confirm if the Novogars and Gaerne's are made in the same factory ? They look like the should be

I'm not sure that Kliponoff are still making racks - I tried to get hold of one about a year ago - I have a copy of the Klipon rack that was made by Diamond in the NEast, but they don't make them anymore either ! If you can find one then they are excellent - better than the Cooper by far. I have used the same rack on three cars for the last 4 years (keep changing jobs) - all with Witter brackets and not had any problems. If you have roof bars then that's perfect. I only use two straps, one from the roof bar to the handlebar to stop the bike falling back and one from the rack to the footrest, compressing the suspension and holding the bike to the rack. Lightingboard is bungeed to the bike - sits on the footrest/brake pedal. Its rock solid and hasn't fallen off yet If I'm going a long way then I add another strap from the handlebar to the rack. Check you towball weight though, most cars can only manage about 70 Kgs - a few bigger cars and MPVs can do 85Kg ish. The big disadvantage is that the bike gets covered in salt/road crap - even with mudflaps fitted. Makes a mess of your spokes if you don't get to wash it off very quickly. For the Colonial, the bike went in the car for the first time, but then it was a 10 hours round trip !

Ended up with Carole Nash @

There's a lot of similarity with the British Champs thread here. Just wanted to draw your attention to the League system that our other national pastime uses. OK - so there's the Premiership, Leagues 1 -3 and a whole host of feeder divisions. The theory is that the local team that play on the common, could progress all the way to the PFL. So why can't trials do the same. All Centre's have their championships, so if you finish in the top 10 then you can go to Novogar, top ten there in to British Expert, on to Masters then on to Champs. Small problem is those on a meteoric rise to the top (like me ) you want them into the highest level championship that they are capable of riding ASAP - but then the ACU could have a number of Wildcard places for Academy and worthy cases. Other flaw is those that don't support the centre champs, mainly due to the events (problem in the South Midlands). On the Inter thing we have a strange problem in the SMC, there's a whole bunch of 'nearly there' riders who can beat Experts but can get promoted because only the Champ goes up.

The Keihin on Gavin's bike was previously fitted to my bike I now run the 26mm Dellorto PHBL which is the standard carb, having tried the Keihin and also the new 'flat slide' Dellorto 26 VHST. The bike goes great with the factory jetting, so don't dismiss the standard carb - as it's going to cost you over

Don't bother with the Wes, buy another std silencer from BVM - when you buy the bike they normally give you a discount on parts for at least a month. IMHO that the Wes pipe doesnt look as good

Thanks Chaps !. I wanted someone to highlight that you don't need to do anything to a 315 to make it competitive. I'm probably one of the worse culprits for messing with the machine, but then I don't ride as much as I would like, and I haven't got any great ambitions about my trials riding. There's a lot of p*ssing about changing stuff that gets reported through this thread and I think it gets a bit misleading at times. Most of the mod's aren't really necessary, and the money would be better spent on Boots, Tyres and practice, if you want to improve your results. Me - I'm beyond help

Maybe some of my memory of the bike will help. The bikes were ground up builds by Colin Seeley, he only got the motor and wheels from Honda and sourced everything else locally just like the manufacturers do to today. i.e. they didn't start with a TL125. It was an official Honda project, run out of the UK. Motors came in from Honda Racing Service Centre (RSC) Weren't they Bored and stroked - I have a vague memory of a cylinder spacer, different cam/timing etc. The forks / yokes are Marzocchi same as the 200 Fantic at the time. The frame is a Seeley unit. Tank seat was glassfibre (over a alloy unit ?) I remember a prototype being ridden by a Japanese rider Hattori, in our local centre events, as he was based with Honda UK in Chiswick he rode in the South Midland Centre. He wasn't bad and gave everyone a good run for their money. The Seeley was competitive against the Bultaco Sherpa, Fantic and Montesa of the same era. What amazed me was I picked one of a fallen rider a couple of month ago and couldn't believe how heavy it was. Considering there were only 400 made, they did end up travelling far and wide

Saunders 24 !

I'd try the straight tube first, with standard carb and reeds. Personally I'd then fit Boyesens with the standard carb. Makes for a strong bottom end and and will rev out with plenty of power. The Haven porting would be next as it is spot on, didn't Wonder Boy get his motor done ? There's no doubt that the Keihin and Active's will make a very powerful motor. But if its pulling your arms off it might be a bit more difficult to ride Its not all about power, I had a 280 conversion and it was very hard to ride, even a couple of local Experts preferred their 'stock' 315s to it. Ask the Sandiford Montesa riders (Boyd or jrsunt) what carbs/reeds they use ?

Any results from the Horse & Harrow ?