woody

Do you mean if he doesn't do too well and continues to slip further away from Rag, Bou, Cabby, people will say the Beta is crap and stop buying it

Why is it all of a sudden the bike that is responsible for Bou winning - in the previous 2 years that Raga won, popular opinion was that the 4RT wasn't good enough to win the title hence Dougie and Fuji's failure. Now... Perhaps it was like this - Dougie and Fuji no longer consistent/good enough to win the title, nothing wrong with the bike. Bou, just begining to get into his stride changes from Beta to Mont and wins. Who's to say he wouldn't have won on the Beta. Impossible to answer despite all the expert opnion. As far as Scorpa needing a world rider to sell bikes - why..?? Never did Yamaha any harm in selling their TY Mono and TYZ bikes not having one. TY Mono probably the biggest selling bike for 9 years with only 1 win in that time. Obviously of no consequence to the people that bought them. I've known riders who have no interest in WTC whatsoever and who rides what or whether a certain marque is represented at that level makes no difference at all in their choice of bikes

Nice - I had one of those back in '84 although it was the last all red model (same bike underneath the colour though) Footrest position didn't bother me then but I was a bit more bendy then.... If I had one now I'd have to lower them. Lovely engine, so torquey, loads of grip but typical snatchy Mont clutch and if you caught the gear lever on a rock that was the end of the pawls and the trial. Handled well and I really liked it. One day....

Contact TY Offroad, Colin - he has done the steering mod to a 250, as have others. It's not very scientific - cut the frame say three quarters through the top tube where you suggest, then run the bike into the wall to move the wheel back the desired amount, say half an inch. This opens up a slight V in the tube where you cut it which is just welded over with a bit of plate. This is the easiest/quickest way of bringing the front wheel back. He is also having bolt on kits made for the 250 to lower/move back the footrests which will save any welding direct to the frame Haven't got his number to hand but if you search Google or whatever under TY Offroad (maybe all one word, not sure) you will get the website with contact details.

Glad someone else is of the same opinion as me over the term ambassador. Doug rides trials for a living and that's it. He may freely sign autographs and be cheerful about it but that hardly qualifies the term ambassador. He holds trials schools (how often?) to help people learn but that is paid work also is it not as well as promoting the make of bike. So ambassador - wrong term I think. I can't get excited about the who is the greatest debate as it is subjective but I think the number of wins achieved by Doug has to be put in perspective against say Tarres. Didn't they ride twice as many rounds in a season during Doug's reign than previous years, if so the number is relative and not a direct comparison to what Tarres achieved. A percentage of wins against starts would be more accurate than just number of wins. I'm certainly not against Doug, he is a remarkable rider, still our best and dominated thoroughly during that time he was winning, the opposition must have been beaten before they fired up their engines. I'd love to see him get the 100th win and even an 8th title but I just can't see it happening. Timing, reaction time, bravery etc. all start to diminish as years advance and even if it is by only the tiniest amount, at that level it makes a big difference. Whilst the keys are flowing I also think the 2-stroke / 4-stroke thing is hugely blown out of proportion. People have swapped between 2 and 4 stroke for years and it was never an issue until the 4RT appeared. Some top enduro riders do it regularly, 4-stroke one event, 2-stroke the next. People blamed a 4-stroke for Doug not regaining his title seemingly forgetting he lost it whilst riding a 2-stroke and forgetting also he won first time out on the 4-stroke (obviously proving the bike was good enough) 2-stroke / 4-stroke has nothing to do with it, riders at that level can ride anything, it was simply time catching up after a marvellous spell at the top, as it does with everyone eventually, and younger riders catching up.

And I was just about to ask about repro rear mudguards for the last model (no frame loop) Any idea on the chances of having some done? Nothing else looks quite right that I have seen so far. The originals have a shape of their own

The venue is used by Acorns AMCA trials club and also the AMCA affiliated BMCA trials (Pre65) club Not much to go at when it's dry but good in the wet as very slippery. Probably under water right now........

Not sure about the original orange which is a bit pale, but RAL2004 is a nice orange which matches the colour of the orange Gonelli mudguards

I can feel a rant coming on about eligibility rules but have to go out now - I'll see how I feel when I get home

Whilst the subject is about Clive trials, anyone know whatever happened to the venue they used to use at Sarn for the Dave Allen trial. Brilliant venue up a rocky gulley, haven't been there since mid 80s Love to go there again even though I broke the gearbox on my 320 Armstrong in 83 when hitting the step in the first sub at the bottom.

Yes he did as it was named the European Championship before then, although in my eyes it was always a world championship anyway, a change of title due to including USA and Canadian rounds for the first time changed nothing in reality. He'd already won the championship before in '73. Nice pictures and in the second black and white one, nice to see a Bulto being forced up a proper section. People seem to have forgotten these days that they are capable of a bit more than riding in and out of a few sticks in the ground....

I had one of those - last derivative of the 349, called the 350. Much nicer than the 349, different frame, swingarm, shock position. Mine had the red guards which looked nicer. What the MH349 was based on. Gorgot's bike was pretty much one of these but with the new 330 motor.

Yes, saw the guards - and the front pipe - and the tail pipe - and the seat covers.... had to stop looking I bought a pair of reproduction mudguards from the US a few months ago for my MK1 that is oh so slowly coming back together - Doug Elke at Ossaworld. Must say I'm very impressed with them, front is exactly as I remember them, rear I don't remember too well but looks good. Not on the bike yet though. Pretty much identical to the Ossacels guards. At a rough calculation they are about

June 15th = Doncaster Cup - to say not one of my favourite events is an understatement. Their record of providing suitably challenging sections for twinshocks and Pre65 in previous years as part of the Classic championship is not the best. After hearing that such an event was in the making I was assuming it would be an event on it's own. However, with other clubs efforts to run dedicated (high profile) twinshock events in the past not receiving the level of support from riders you would expect, I can understand caution being exercised on how to introduce such an event. BUT it's a start. If there is to be an Inter-Centre twinshock event it has to start somewhere and this is it. So, two things need to happen to make it a success. Firstly, teams have to support it by entering and showing there is sufficient interest to have an event like this. Secondly, The organising club needs to ensure that the sections provide a sufficient challenge for the solos. I've not heard anything about the format but hopefully it will include 2 routes like the Pre65 event. If so it will open it up to more riders of differing abilities and give those riders what they want in terms of an event. If people enjoy the event they are more likely to support it in subsequent years and with enough support it can hopefully run as a standalone event rather than as support to another. The Pre65 Inter-Centre is very well supported, with the right kind of event hopefully a twinshock version can too. There are enough people on this forum talking twinshocks, visiting the off-road classic show viewing/buying them, and plenty of people buying bikes and twinshock parts off ebay. So now is a chance to ride them in an event - what they were designed for after all

Main bearings are 6205 type C3 Gearbox mainshaft roller bearings are 6205 one end and 6303 the other - or is 6303 a Bult, can't remember, but it is readily available from bearing stockists whatever its size. Layshaft needle rollers don't know as my engines are earlier model fitted with bushes, not needle rollers, but yes, they are different sizes Headstock can't recall exactly off the top of my head but 30205 springs to mind. I'd need to check a box for the number but can't do that until weekend probably. Again, not an odd size, normal tapered roller available from bearing stockists Wheels are 6201 - 3 of them in the back (or 4 if you have the flat sprocket conversion) readily available - same as Bultaco front (conical hubs) Small end don't know a part number, Sammy Miller has them, but comes with the con-rod kit anyway if you are fitting one. There are 3 O-rings, two either end of the gearshaft and one on the kickstart shaft. Don't know sizes. Crank seals, the final drive seal and the seal in the end of the final drive shaft that the pushrod passes through are all available from bearing stockists. You'll have no problem getting any of the bearings or the seals, just take the old ones to a stockist and they will get them for you - there is nothing odd about them and they aren't special sizes. Bultaco UK have full gasket sets in stock which also include the O-rings I think. I'm guessing he carries the bearings and seals too but I usually get my own from local stockists so don't know. Sammy Miller has them. Head bearings you may have to get yourself. Basically, with the exception of the layshaft needle rollers, which I've never had to get so don't know what availability is, all other bearings and seals are readily available. Bultaco UK or Sammy Miller.

The crack in the case is generally as Tony283 has said, chain jumps off for whatever reason, wraps itself around the sprocket and takes out some of the casing with it. I only managed to ever bend one spindle in all the time I had Ossas back then and like you, I found them very reliable, just dodgy ignitions sometimes. Most problems these days are due to some ham fisted owners home-brewed methods of maintenance over the last 30-odd years, overtightening of threads or ill fitting fastners stripping threads, barrells and flywheels removed with malletts and tyre levers, crankcases prised apart with screwdrivers etc. The actual engineering in the bikes I'd say was pretty good. Still the nicest looking trials bike ever...

Yes I know, saw them a while back. Trying to avoid signing up to that site as when my KTM is sold it is definitely going to cost me large if I do..... They even have the Ossa stamp on them which makes me wonder if they are new old stock. Not bothered whether they are are not, they look the part, that's all that matters

Also worth doing OTF is to check that the threads for the screws that hold the ignition cover on are in good nick. If they aren't there is the chance that they won't hold and will strip when you pull in the clutch lever, meaning you will lever the ignition cover off instead of pushing the clutch push rod. I've come accross quite a few that are in a mess

They did, or at least the Beamish did, similar to the TY250. Pattern sprockets for these two are still made by Talon. On the Ossa the dish is much deeper and no-one makes replacements for these any more. They used to, in the UK anyway, but can't remember who it was.

You're right about them bending but that can perhaps be overcome with a spindle made from stronger material than the original. However I have a spacer that acts as a bearing carrier to enable an extra bearing to be fitted on the sprocket side. It bolts to the sprocket meaning that the length of spindle left unsupported is greatly reduced. This was something that was available back in the 70s but not in great numbers it seems, just a few were made by Keith Horsman for a few customers. The dished sprocket is so much nicer and as the bike won't be used week in week out, so with the extra bearing and stronger spindle it should survive ok.

Ossa MAR was fitted with a fibreglass tank originally from the factory. In UK the law changed around '73/74 which outlawed fibreglass fuel tanks (maybe just for road use or completely - don't know, doesn't matter anyway) Therefore all Spanish bikes imported to UK after that had alloy fuel tanks made, Montesas had a fibreglass cover which looked like the original which fitted over an alloy tank underneath. Bults and Ossas just had alloy tanks made in Wlverhampton by Homerlite. All other countries continued with fibreglass tanks - Ossas did at least This change in law coincided with the MK2 Ossa coming out in '74. Ossa themselves didn't change the shape of the fuel tank on the MK2 but all MK2 Ossas onwards in the UK had an alloy tank and the '74 - '78 models are what the Sammy Miller shape is based on. It is exactly the same except for the vent pipe. It is narrower than the Spanish Fibreglass tank. The last Green UK bikes had tanks which were shaped differently by the headstock. As far as colours:- The MK1 Ossa 250cc had a white tank with a broad green stripe accross the centre of the tank from side to side, painted, not a decal. The MK2 and 3 250cc bikes had a new Green stripe like the one fitted to your Miller tank (although the Miller decal is the wrong shape - see later, don't know where they got the pattern...) The new MK2/3 decals had to be re-shaped for the UK alloy tank due to it's differing shape from the original fibreglass tank. The factory stripes fitted to the fibreglass tank won't fit the alloy tank so don't buy any from abroad..... The UK stripes probably ended up a little darker than the original decals. I have an original (they are water transfers....) and they look darker compared to brochure pictures. Who knows what the original colour was, personally I'm not bothered and think a lighter green looks better than the darker. Unfortunately, the Miller decals are not exact copies, they are shaped wrong and are too fat on the horizontal section. The green is near enough but the size is hopeless. There are two suppliers I have seen selling MAR decal kits:- www.classicbikedecals.co.uk/ and Anglia Vinyl Art (not sure if they have a website - ebay seller) I've only seen pictures of the kits, the shape is good enough but the green looks on the dark side although they may look different in reality. The green on the 350cc MAR decal kit sold by Classic Bike Decals looks closer to original If you want to see brochure pictures of the original bikes look here, but remember these are the factory fitted tanks not the UK versions. Gallery Photos If your bike had the Cheney frame from new it could have had either the original fibreglass or a UK tank fitted as I'm not sure what year Cheney started making the Ossa frames. I'm no expert in fibreglass repairs but wouldn't it be possible to bead blast most of the paint off with plastic bead which should be gentle enough to avoid ripping it to pieces and then finishing with a sander. You'd then need to seal the inside with a product whose name begins with a C but which escapes me at the moment although it has been discussed in Bultaco topics so someone will remember. Just remember if you are able to use your original tank it would have been painted with the broad green stripe as per the MK1, if you want to put decals on it like the MK2 you will have to get them from abroad or just get them painted on. Hope you are able to get it finished either way

No, Brian Cotterill who won it a few years ago now, can't get an entry, so it's not automatic for all previous winners

ok, thanks for the info Tim, I had thought that after cutting off the last bit that is angled down, I could weld on a straight extension piece to the same length as the 49 pipe and then get it rechromed - last resort obviously. I'll keep looking. I can get by with what is on it at the moment but the fit is not ideal. However, it works so I can at least use the bike - just want to get out and ride it... it's quite a pokey motor from the quick spin around the garden I've had.

I emailed Romeros and he was able to have enough English to reply and told me that they have the type 49 exhaust in stock, 75 euros which I thought was very reasonable with today's prices, but then I nearly peed myself at the next sentence which was 35 euros postage, but I guess still not too bad at an overall cost of about