trickymicky

Hi Charlie, No,sadly i dont seem to have the bike in question. Its interesting though how long a good idea can take to catch on. Even after sprung rear ends were offered, some riders still thought rigids were better and bought them in preference to springers for a while..

I reckon i might have the actual frame here. Sadly the shock has had it ,but with a bit of work i reckon a Yam one would fit.Dont suppose you kept the log book?

If only it was that simple.. For a start its not possible to police what you cant see, so even an apparently 'original spec' bike could get away with modern fork internals and modern ignitions. What scrutineer is going to spot a lightweight replica frame with just slightly altered geometry to give it the edge over the other 'original' bikes? Would period modifications be allowed? If so whose going to decide if they were pre 65 or post 65 mods? Sammy Miller's original Ariel GOV 132 has a high ground clearance short wheelbase frame with oil in it,lightweight hubs,norton forks etc. On the basis of what your proposing it would have to go in the specials class... Few would deny that the Matchless of Len Hutty would deserve a place in your original spec class and he is more than capable of winning the event at its present severity,indeed most of the sections are traditional anyway-thats what its all about...

Hi Big John, The first 348 Mont i saw was owned by Alan Blood. He rode the Scottish on it in 1976 or 1977. You may remember it, the frame snapped miles from anywhere and a working party had to be set up to go and dismantle it and bring it back in bits...

Yes, its pretty well known about the reliability issues, but some of the Van centres are hopeless- usually causing more problems than they went in with. My local one, Nottingham Van Centre have just lost the VW franchise which is a blessing, really , and i'd like to think i played a small part in helping them lose it....

If you go for the T5 Transporter be prepared for potential problems, at least if it has a 5 cyl engine. Mine spent 42 days at the dealer in the 3 miserable years i owned it. Sure, some will counter that by saying theirs has been fine. The easiest way to get a true reflection is to ask one of the mechanics at your local main dealer... When the last item failed, a driveshaft,it was on back order for 6 weeks.

Hi Kirby, Heres the settings for my 250 Cub- DELLORTO- TYPE PHBL 20 (20MM) 40 SLIDE D40 NEEDLE BZ 260 ATOMISER 9.5 FLOAT 45 CHOKE 35 PILOT (2.25 TURNS) 105 MAIN AMAL- TYPE 622 105 NEEDLE 110 MAIN 3.5 SLIDE Yours may be a PHBL 22,depending how long ago it was bought as the PHBL 20 was discontinued i believe. A 200 cc Cub may differ from these a little, but i doubt it and at least its a reference to start with. I've found the Villiers carb is superior to either of the above and if you decide to go down that route, Mick Grant sorted mine, they need altering to work correctly.

Nice one Charlie / Lee. I didnt ride this year,but the section where most of the pics were taken was used for the first time the previous year and was pretty hard. That side view of a Cub,the close up, is Duncan Macdonald, and will interest anyone with a Cub. Duncan doesent use an outer timing cover at all, to save a little more weight. Looks like he's altered his fuel tank too to give it some more capacity.

It surfaced,about 5 years ago, i think and i'm pretty sure it passed through the hands of Bryan Verrall, a motorcycle Dealer, or 'purveyor of motorcycles' as he prefers to call it...

I had a Fraser 250 - built by Colin Tipping at Redditch. He imported secondhand dismantled TL 250's from the US and used more or less everything except the frame and made his own. They were a handful and i put a steel band on the flywheel of mine to try and calm it down a little. The swinging arm on mine used to bend too, but was easily straightened with a long bar! Some had the later twin exhaust port engine and a crazy countershaft arrangement, involving two rear drive chains. Needless to say,little has been heard of Mr Tipping since...

Great stuff Moleman,thanks!

I had clutch slip on my'88 RTL. Mine was easily cured, the slots in the aluminium clutch basket where the clutch plates sit had become notched. I simply filed them smooth again,finishing off with a bit of wet and dry ( it can be done in situ if pay particular attention to cleanliness). Cured it completely..

Like to see how far they get with this! Yes, that will be money they can ill afford wasted,i'm afraid. Sherco can only hope the product is crap, but even if it is the Chinese will address concerns and get it right with the right feedback. Who would have thought an Indian tyre company could make very good Trials tyres a few years ago?

I think the CSMA used to hold a trial in the south. CSMA, Forces and Police. The red tape trial comes to mind. Dont know if they still do.

I used to be years ago . They were very good. When i did the Scottish they paid a chunk towards expenses, and we qualified for support from the Army.

Ask around about the Volkswagen T5 before you buy. The 5 cylinder ones are weak, with a whole host of problems. My 174 BHP spent 45 days at the dealers before i sold it. If you must have one, make sure it has warranty. Briefly, heres some of what you can look forward to-Water pump, p/steer pump, turbo,gearbox,flywheel,ecu,driveshafts, oil cooler. I could go on, but dont take my word for it, if anyones considering one,print off this list and go and ask at any VW workshop. if these are known problems.

http://www.manxtrials.com/Classic07web.htm

Blimey- i reckon i've just been practising on my own for the last time.Dont let it put you off.

Got to say i'd move it if some riders have been through before it got there. Its a one off occurance, unfair to anyone who rides after it got there, and a real chance riders will hang around 'till it moves naturally,or is assisted while nobody is looking. It could also spoil the day for some who suffered and lost marks as a direct result of it. (never thought i'd disagree with Big John!)

Keeping off the original post i know, but i've had three of the original Caddy's. A brilliant vehicle for trials- especially after years of mini pick ups. The four speed ones were undergeared, the five speed box as John says, much better. I think they were actually built in Brazil, or somewhere similar. Had one confiscated just because it had some red diesel in it- cost 250 quid to get it back.

The engine needs to be stripped- 3 alloy mounting posts are fitted, and then accurately machined. It a job for a specialist i'm afraid. This subject was discussed elsewhere on here only last week, and the general opinion was that its best to source the parts from someone such as Alan Whitton who will also carry out the machining and provide support afterwards if there are any problems. Its a good idea whilst it's in bits and the crankcase half set up for machining, tn. have a 'window' cut in behind the clutch, so the gearbox sprocket can be replaced without a complete engine strip dowm

I had a new SWM 240- blue frame model. Clutch was heavy, but the importers did some sort of modification kit, which i bought. Cant remember exactly what it was but i think plates were involved, and i seem to remember it had the desired effect. Also, if its not been mentioned before, for those using Domino levers, there are different types. On some the hole where the cable barrel fits is nearer the pivot, giving a lighter clutch action (providing it still clears ok)

Theres a rider local to me- Graham Holloway. He rides a Triumph Twin. It may have been his...

Sam's may be fine, but i know the two sources i mentioned are good. I've never used one from Sam, but he must have sold plenty and i've heard no complaints.

Yes, be very careful with PVL'S. Those from Martyn Adams and Alan Whitton are fine, but some of the others who have jumped on the bandwagon selling them have ended up with the wrong type for our needs.....