trapezeartist

I am reliably informed that no-one has ever been successfully sued for making an effort at first aid, no matter what the final result has turned out to be. The point is, is it better to try and possibly fail, than to not try and certainly fail?

Carbon isn't abrasive. It's a dry lubricant. Have you never rubbed a graphite pencil on something to make it run more smoothly?

"Pinking", "knocking", "bag of spanners". I'm just wondering if you actually had zero squish clearance to start off with ie the piston was hitting the head. In which case an extra 0.9mm of clearance may be a little excessive, but not much.

Oddly enough (or maybe not) it's the same seller for both the bike and the tank.

One high tide? Most places get two of those every day.

Once we've towed you out into the Atlantic I suppose you'll be able to do that if you want. Don't you think the fish woman is missing a trick with her referendum stuff? All she needs to do is extend the referendum to all the UK, and then she should have no problem at all with getting a majority for Scottish independence.

So the clearance is 0.9+(whatever it was before). That's at least double what I was using on my kart engines. And I used to adjust the squish with paper gaskets on the cylinder base.

I recall when 5 star was being phased out. I went to a lot of trouble for a while to go to a place that still sold it, then finally had to fall back on 4 star. It made no difference when I changed. I have always run my competition engines on the best pump fuel available, choosing the best just as a small safeguard that only costs a few pence anyway. Money spent on exotic fuels will always be better spent on more frequent new tyres (unless you already put on new for every event).

Very nice. I like a nice clean design. I can never understand why people want to plaster a bike in free advertising for various companies. Personally I would have skipped the DID stickers on the swing arm and the stuff on the fork sliders too.

I'm surprised that a small squish clearance was causing the problem as I've always worked on the assumption that squish clearance should be small. what did you start with? And what have you got now? The bike's looking very handsome, by the way.

Horrible weather round here. Wind about F5/6, had to wear a fleece outside and right now I can see a cloud over there beside the sunset. I'll get my coat .......

Not in the northern hemisphere, they're not.

Too early to say. I'm hoping for somewhere in the 30s. Plus the benefit of no rattling clanking diesel in the front. Plus the warm feeling that I haven't asphyxiated any small children on my way to a trial.

Well, in the end I bought a car version of a Berlingo. Far better condition for the money than any van I saw, and a petrol to boot! Now I just need the bike to put in it.

Sorry, no specific knowledge of Ossa MARs. But from my recollection of the period, NOTHING was polished. All bare aluminium had a smooth matt finish. If it didn't start that way, it certainly ended up like that after a generous dollop of mud was rubbed into it. Polishing the skid plate? Hell's bells !!! PS I would have thought that aluminium mudguards would be correct for 1973. In which case it is mandatory to have a set of creases just behind the rear frame mounting. The generally approved method is to loop the bike on a big climb, thus bending the mudguard up to vertical. Bend it back down to the normal position and you'll have it just right.

CO2 bands don't apply to motorbikes. 151-400cc costs £39 per year. It's all in the link you posted .

I'm with Biff on this. I've been observing on a fair few events recently and I've seen plenty of people go the wrong way. It pains me to give them a 5, but it would be unfair on everyone else not to.

How about a left-hand throttle?

As we're going for some dissent, I'll dissent from nhuskys. I recently go on a trials bike for the first time in 45 years (that's as near raw beginner as you can get!) and it was a Beta 200. In no way was it too powerful for me (77kg). If anything, I would have liked a little more, but perhaps a quick throttle would have done that for me. On the other hand, when I'm out observing, it's noticeable that the 125s are screaming on the climbs while anything else seems to do the job with moderate revs. I hope to be buying shortly and I was advised to buy a 125. Based on my very limited experience though, I'll be going for a 250, though I might choose a 200 if a good one came up.

Not sure where you're getting your information from, Billy. Every fixings manufacturer I have known has quoted "lightly oiled".

The fact that this thread is getting so many contributions shows that we are concerned about safety. But no-one on here has suggested there should be more rules. It's just an opportunity to discuss what we might each do to improve our own personal safety. (Or that clubs might do, in the case of first aid kit, first aiders and suitable briefings.)

Having a dig at one of the finest counties in England is a bit rich coming from someone who lives in the land of roundabouts and concrete cows. So, getting back to the point: trials bike manufacturers seem to have no problem in persuading us to buy engines operating on the "obsolete" two-stroke cycle. Therefore there should be no problem is persuading us onto an "obsolete" valve arrangement if the design were shown to have technical merit for the very particular application of trials.

The OP has raised a valid point, but it would be nice if we could get a few sensible precautions in place without compulsion. Lanyards: What's not to like? As well as being a small aid to safety they are also handy for making sure your bike doesn't rev it's nuts off when you fall off. Gloves: Unlikely to save you from any serious injuries, but a lightweight pair of gloves will provide some protection from gravel rash without affecting your ability to ride. First Aiders: In a trial with 60 riders, 10 observers and a couple of organisers, there will surely be a few people who have a valid First Aid at Work qualification or equivalent. It's just a matter of making sure everyone knows who and where. First Aid Kit: A modest first aid kit at a central location (signing-on od Section 1) would be handy but probably not life-saving. In the very unlikely event of a life-threatening incident, the two key items would be BVM and a defibrillator. These are items that fall within the skills of a first-aider and the BVM costs very little. An AED is a bit more but prices are coming down. Full-face helmets: I find it very hard to argue against facial protection, but in reality I'm prepared to take the risk because I don't want to wear one. I can't justify that choice; I just don't.

Golden Valley CMCC have a defibrillator at the start of section 1. A step in the right direction, provided everyone knows about it, especially given the more advanced age of the average rider at classic events. Having a person trained to First Aid at Work level and accessible on a known mobile number would be a useful asset at any trial. Not difficult or expensive to arrange.

My old 4 speed Bultaco would do it whenever the revs dropped low enough (no idle). The first time it happened was at traffic lights (I used it to get to school sometimes) and it came as a bit of a surprise. Fortunately I wasn't attempting to out-drag anyone. After that I could do it almost on demand, and re-reverse it too.