Oh for the simple days when it was all about making progress, one dab, one point, two dabs or as many as you needed, three points and if the front wheel spindle stopped moving forwards, five.
Sections had as many routes through them as you could find, you'd make your own decision which part you thought would be the best bit to get you through, no flags of various colours pinning you in. Walking the section and picking the route you deemed the best, learning from the better riders what would afford you the best grip..... it was the best of times.
I absolutely agree with this one, but would like to know if in the old trials rules 1975 and before it was written something about a loop.
Nowadays we have a complete repertoire about rules in every federation or club all over the world, but it seems nobody really knows what the old rules when the "simple days" spen talks about sayed.
Lately there is some controversy because of a new rule in italy that accepts doing a loop inside the sections and crossing its own track.
FIM has a rule that says it is a 5 if:
- "The motorcycle does a complete loop, crossing its own track with both wheels.
And in the Spanish RFME there is one much similar that says it is a 5 if:
- "The motorcycle does a complete loop, crossing its own track with any of the wheels".
While in the ACU the rule for a five is:
- Travelling in a forward direction against the direction of the section". Both in TRS22A Stop and TRS22B Non-stop.
In my opinion this "loop" rule is absolutely confusing and if you move and change direction while stop, you are allways doing a "loop" want it or not.
I have been trying to find old rules previous to 1975 to see what they say, if those rules talk about "loops" or not, but I can´t find any. The closest is in the old programs of the SSDT, but just an extract.
My question is: Does somebody know if the old rules speak about doing "loops" inside a section or just abour travelling against the direction??
It strikes me as odd that on one hand the Spanish Govt in whatever form supports these businesses via grants etc, but on the other hand is constantly restricting land-use so it is difficult for people to actually use the products.
Yes dabber, that is exactly the big problem we have. In Madrid community for example, with 6 millon people, there is not a single square meter where you can practice trials legally. Not even in private land it is permitted. Madrid federation and riders fighting for it for years, but at the moment impossible mission. Now in Madrid in the 5 trials a year championship, no more than 70 riders, that is all.
The other issue are licences, 350€ every year for a licence makes many people stay away from the sport.
It is a pity JotaGas is bankrupt, but at last the only market that makes them survive is actually the UK market, so if they don´t approach and market properly in the UK, they are dead sooner or later.
Cataluña is bit different, they are more open to allow trials competitions and trials areas, but not easy aniway.
I agree the prices were high, in some cases extremely high. The "Telford tax" bilc0 speaks about for sure is there.
I saw a used bike for sale arround 5,000 Pounds that I sold time ago new (meaning restored, tuned and not used) for 3,850€.
In my opinion it is a wrong policy as many potential buyers are already talking about the super high prices of bikes in Telford and for sure will stop many going to the show in the future.
It is a pity, but all Spanish companies except the mighty Honda/Montesa and maybe Vertigo, depend on political influences and decissions. A small change in the grants or the working market and the company gone.
What about Saint Feliu, the start out of the port, through the town over several roundabouts. Back into the town, along the main street, sections on the beach.. hardly off road.. do the police look the other way or is the responsibility with the rider if there is an accident.
Here it is not like in the UK. There are 2 different competencies. Streets, under the competency of the city hall and the local police. Roads under the competency of the Estate (DGT) and the Guardia Civil.
They have an agreement with the city hall and local police. The local police even colaborate if necessary in the cross roads to stop traffic. The insurrance of the trial includes this driving through the town. So no problem.
It is all town streets, not roads were the Guardia Civil is responsible. They don´t mark route in roads or streets that are not under the city hall responsability. If you are cought using a road by the Giardia Civil (or Mossos in Cataluña)... both rider and organization will have big trouble.
Hi Micha!! You will enjoy the 50cc, although in some sections like Pipeline 2, Sleubhaich, Caolasnacoan... maybe you struggle a bit. I have done 3 years the event in a 175cc and it is fun, even this year will use a 175cc.
In 2006 there was a Japanese guy Kojiro Mori, that rided with a 90cc pre65 Honda:
An EU licence? As in an ACU licence, or a road licence? Do the bikes have to be insured and/or road registered?
Is there a central listing of the different clubs?
So many questions..... Sorry!
No problem lebowski.
An EU licence means a licence from any EU country. ACU for example is valid for some clubs here in Spain. Sometimes they will ask you for a starting permit (repatriation insurrance) which in the ACU is quite cheap and easy to obtain.
Here in Spain ACU is the federation model that everyone would like to have!!!!
Trials competitions in Spain are allways 100% off road, so no registration or insurrance needed. Entries include an insurrance.
No central listing of clubs unfortunately, our Federation is very occupied helping our very many top riders that have not time enough for the really important things...
So what do folk do in Spain? We're near to the border and was thinking about going over there to ride....
We have to choose; pay the 290€ or 350€ licences and ride trials or nothing.
If you are foreigner holding an EU licence you can ride here in some events that accept EU licences. Not all of them do, just counted events. If you want to ride a trial in particular that is not EU you can pay for a one event licence; 60€ for a one day event and 100€ for a two days trial.
Best is to contact the orgazirers and see if they accept your licence. Some do.
2oo euros for a licence, ouch. No wonder Thierry Michaud likes his job.
290€ in Spain for a licence for standard trials and 350€ if you want to ride Spanish championships either classics or modern. Each starting pemit for EU trials more than 200€ per trial to add to the licence.
1,300 riders in France? That´s heaven for their clubs and organizers; less than 500 licenced trials riders in all Spain...
Nothing really special happened after the Soler Sherpas in my opinion
Maybe you call "Soler Sherpas" to a different model? because here in Spain we call Soler Sherpas to models 158, 159 (238 in France), 182 183, 190 and 191...
So for us after the Soler Sherpas came the 199 and 199A models with Vesterinen Word Champion in 77 & 78; Schreiber World Champion 79 and Lampkin SSDT Champion 77 & 78 with this bikes.
I agree Bultaco soul was all about the enthusiasm and love for bikes and competition of D. Paco Bultó.
Hi pschrauber, I have been serching for those Sudanese Bultacos and the only thing I have found is that in 1984 there was a number of militar Bultacos send to Sudan.
In the same file they speak about 300 military Bultacos build by CEMOTO sold to Somalia Governent in 1984. To be honest what I think is this bikes were in the Spanish Army stock and was the government selling the "old fashioned"bikes both to Somalia and Sudan Armies and not CEMOTO doing so.
What I think the bikes were Military Alpinas as the one in the pic build before 1981. In fact I drove one of those during my military service in 1983 in the Military Police 103 Squad. in Menorca Island were we had two of those bikes to patrol in a huge land the army had for a coast artillery battery in La Mola and were sometimes there were poachers shooting quails, partridges and rabbits!!!!
I don´t know were I will be in 2046 Big John; most probably playing a lyre while lying on a cloud, or maybe being boiled in a cauldron while pricked with a trident; but what I know for sure is that workers unions played an important role in Bultaco´s death.
Maybe not because what they did, but for sure because what they didn´t do, and definitely they did not had the passion for bikes and motor sports the Bultó family and specilly D. Paco had. Unions definitely let Bultaco die as they were more interested in closing the factory and divide the remains between them rather than to work and raise the company owned by them then to were it had been.
Sad story that was repeated too frequently then when democracy started again in Spain.
So when did the last 199B leave the factory. Or should I say when did the doors shut for good.
Those 2 questions are the million dollar questions 2fargone.
Easy to say when Bultaco history started and the first bike leave the factory:
- The company 19 May 1958.
- The first bike launched; the Tralla101 leaved the factory on the 21st March 1959. (see photo).
But when we come to put an exact date to the last bike leaving the factory and the real close up of Bultaco... nodoby really knows as there were so many people interested in keeping all this away from prying eyes...
We all know on 1st July 1980 an agreement was signed to resume activities with 412 workers. Inside the company; designers designing new models, pilots tuning bikes for competition and dealers all over the world puting their eyes in the new models for competition and market, all this new projects would have meant the salvation of BULTACO, but the resumption of production was very slow, workers unions did not have a clear intention to save Bulltaco, but to take profit of the situation building bikes too slow to stop the economic bleeding... so the factory did not have enough money to hold the necessary time.
There was no money for develolments, so there would be no new models at all, production will use all the old parts available in stock. There was no money to pay elite riders to participate in world class competitions so could not keep the name BULTACO on top of the sport. The solution to save BULTACO passed through a loan from the state... to the workers unions now in charge of the factory.
The official closure of the production was in 1982, but workers unions were waiting to collect money from the estate and the "Operación puntilla"** name they gave to the sell of all the actives of the factory; specially spares, bikes... and this was not ended untill up to 1984.
This is why the news about BULTACO in between 1982 and 1984 are few and very confusing. Workers unions wanted it to be this way...
In 1984, after (UNFAIRLY) distributing the last money coming from the sale of facilities, tools, spares and lately aseembled machines, Bultaco CEMOTO deffinitely closed the doors forever. It was a slow and gradual death about which no newspaper or magazine devoted a single line.
So which one is the last Bultaco ever? At the moment JB19914920B
"Operación puntilla"** - Puntilla is the thin and long knife used time ago to kill the cows in the slaughterhauses.
or Saturday some nice bisqutis and beer at our stand.
Old Trials Rules
in Classic Trials
Posted
Sperb, thank you laird387 !!