woody

Yes, should be a left hand thread on MK2 onwards which have the bigger crank assembly. MK1 has the smaller crank which is right hand thread.

Don't have a picture of that particular 330 but how about these. I would think your best bet for parts is Spain as they aren't well catered for here at all. Problem is, having contacts out there. You could try Dave Renham. Although he is Bultos, he is geting hold of some parts for Ossas now also and has contacts in Spain. He is going out there in a few weeks so you could ask him a favour to see if anyone has the parts you need when he is there. They seem a popular bike in Spanish classic eventts as they are always in the results reported on Todotrial and they look in good nick in the photos so there must be parts for them somewhere

With the demise of the British Experts trial a good few years ago due to lack of support, the Rhayader club introduced the Classic Experts trial for Pre65 and twinshock. Uses some of the sections used in the original British Experts from the 60s and 70s. Very enjoyable.

It's a road trial, starts from the centre of Rhayader, maybe about 20 miles round. Well worth doing if you can

No website, Pete Eddy is basically selling them himself, either direct or at the shows and various events that he gets to

Not sure about the latest NJB shock but the previous types aren't rebuildable.

You did well to get the Honda engine to fit so snugly into the Ossa chassis as it is a fair bit taller than the Ossa lump. Better than my attempt to get a Villers engine into one a few years back, that's for sure. Looks good and you've picked one of the best handling chassis from that era to use - not that I'm biased

OK, thanks for that. Only reason I ask is that one day, when everything else is out of the way, I'd like to have a go at building one myself (with more than a bit of help from a couple of mates who are better at that sort of thing than me) and was interested to see what he'd done. Only caught a passing glimpse of it at a trial once. Nice SWM too. Got any picutures to post of your old yellow Gripper restoration. That was a stunner as well if I remember.

Thought so, it was seeing the Mont and Ossa pics when the penny dropped. Both Miller and Classic are enjoyable series with the Classic being the more serious of the two, definitely worth the effort to try and ride some. Miller sections are (supposed to be) intended more for the generally standard or lightly modified Brit bikes so a later twinshock will make light work of them. Ideal on a lightly modified pre65 or early 70s standard twinshock. Haven't ridden many of them but those I have are enjoyable and although the sections are generally of an easier nature, whatever you're riding the events offer a good ride around the countryside and are very enjoyable. Classic can still be done on a standard 70s twinshock as there is nothing suicidal but the sections are technically harder than the Miller rounds so a more competitive bike always helps. One of the rounds was won on a TY175/200 though this year. Don't forget the Classic Experts next Saturday (11th) either. Also a good event with quite a few testing sections on the hard route. Oh yes, nearly forgot, do have any pictures of that 305 Honda copy that someone (sure it was Nixon) was riding in some Peak events a couple of years ago?

Hmmm, Mont and Ossa, Sprite, Majesty, SWM all pointed towards someone with more than a passing interest in Peak Classic club? One day I might get one of my bikes finished and put a photo on here too. Seeley may be done soon, just need to get the bashplate made, check it runs and rides ok, then strip and repaint it. Sprite looks very nice by the way.

Nice bikes. The Mont is especially stunning but I agree the Ossa is the better bike. Penny's just dropped as to who you might be - if so, have you got any pictures of the 305 copy Honda you did some work on (belonging to ??? Nixon?) that you could post. It appeared in CCN with the Ossa and Mont if memory serves.

Give credit where it's due, Hayden has been consistent all year on a development bike that has given him problems and that Honda made him ride rather then the 'proven' bike . He's never whinged about them, just got on with it and tried his best. He didn't deserve what happened to him in Portugal - why you think he 'had it coming' god knows - but he put it behind him and rode well yesterday. No-one could touch the Ducatis and after Rossi's crash he didn't have to try. Rossi threw the championship away with his own mistake, no 'outside assistance' and if that had been Hayden everyone would have been banging on about how the pressure got to him and how Rossi had 'got inside his head'. He blew it, he's had some duff races this year when the bike was no good - same as other riders have from time to time because none of them can win on a duff bike - and he has had some bad luck with mechanical problems in a couple of races - first time ever that I can remember, so it's his turn for a bit of bad luck for once. Hayden deserves it

You can't really go wrong with one of these. My mate has recently bought one for his lad who is a beginner at trials. It is years since I last rode one and we all had a mess about on it at the end of a trial. I'd forgotten just how good that little 156cc motor is. Incredibly torquey but soft power delivery, totally linear with no lumpiness or power band. Reminded me of my TYZ in the way it builds revs. Depending on how tall you are and what modern bikes you've ridden you may find the footrest position high as it is typical 80s riding position. May or may not bother you. Can be had for very reasonable money and one of the best twinshocks out there. Spares shouldn't be a problem but as with anything old there may always be something that takes a bit of effort to find, but Bill Pye seems to have or be able to get most things. A good choice if you get one, best to try one first obviously but I can't see that you wouldn't like one.

I just love that... It epitomises what having a passion for something is all about. Go for it and sod the consequences Certainly an interesting and rare bike. Get it sorted and out in next year's ACU Classic and add a bit of colour and variety back into the series.

Yes, definitely. I agree with what John has said as per my previous post. I'm happy just to be able to get out and ride in some traditional type trials rather than multi-lappers and am making the most of it whilst we still can as I too fear the end for these events is not too far away. I shudder at the thought of the only trials we will have permission to run are indoor or 'urban' events. I'd rather hammer tacks into my eyes... The fact is that the twinshock class in the ACU Classic has never had any problems with eligibilty over the years. Bikes have always been modified for improvement or just personalised right from the begining, but no-one carped about it because it was all within acceptable boundaries - undefined boundaries granted, but it seemed everyone knew where to draw the line. It's only the last couple of years that the rumblings of discontent began with the appearance of discs and then converted monos. If those two elements are kept out of the Classic series there shouldn't be any problem. I wouldn't stop them riding but they lose any points they score and aren't eligible for the championship. Individual club events, it's up to the clubs themselves. If riders in a certain area or club aren't happy with someone riding a converted mono, as I know is the case, they should take it up with the club officials and find out what their views are instead of quietly grumbling about it week after week. The AMCA don't run a specific twinshock championship - although there was talk of one to 'better' the ACU Classic a couple of years ago which has come to nothing - so there is no AMCA ruling on the subject. AMCA Classic clubs running their own events are responsible for their own rules

Well it's fair to say that I do love and live for my off-roading so I've gathered a few over the years, but all cheap knackers on the whole which I will rebuild bit by bit as time and funds permit. I'm not into the concours thing, I'd like to rebuild them to good condition but ultimately want to ride them all at some stage, in different and suitable events, therefore they have to be 'riders' rather than 'lookers' so I'm not fussed about 100% originality. As time marches on I get more enjoyment out of riding the twinshocks than modern stuff so the 4RT will be going due to lack of use. I'll ride twinshock in most events, couldn't care less whether they have a twinshock class in them or not, but have my old TYZ if a modern bike is ever required. I'm also rebuilding a Birkett NBT framed TYZ that I bought and rode in the SSDT this year but unfortunately blew it up... but it had had a few years hard work before I got it. The 70s was my favoutire era for trials but I could neither afford a new bike back then or get to ride in many events at all. My favourite bikes are from that era which is why I enjoy riding them now and my aim is to have some nice examples of each, mainly the Spanish 'big 3' to ride as often as possible. Although I like my Majesty, I need to get the Ossa rebuilt for next years ACU Classic as I miss riding it. I'm currently messing with a Seeley which has a RS/RTL 250 motor like the 'works' bikes and as soon as that is finished I can get back to the imprtant one - the Ossa

I don't think it was an actual statement from the ACU T&E committee that the bikes would be checked at the Greensmith. It came about as a result of a protest made at the previous round and as a consequence someone from the Greensmith organisers siad that bikes would be checked at the Greensmith. Whether this was a specific statement or just a question of should they I don't know but word got around that they would be checked. As you say, they weren't, but that aside, how can you suddenly throw bikes out of a class at the penultimate round when they have been competing in that class all year. From the bikes that were there I would say the greater percentage would have been in the specials class if the rule had been enforced. Apart from the rigids, almost everything else had non standard something fitted. I still don't know what the answer is. At least there are 2 routes in the Miller series so the easier route is fine for the bigger bikes or standard smaller bikes so there is no reason owners of those bikes can't enjoy a good days trialling. If a better rider has a standard bike then they can always ride the harder route for a challenge. Perhaps the rules could state that modified bikes ride the hard route, that way they're not competing against unmodified bikes and forget about the specials class...?? The twinshock rule that states must be twinshock of original manufacture has been in since the series began back in the 80s. It was missed out of last year's handbook by mistake but is back in now.

Firstly, forget the Pre65 Scottish as it is not governed by the ACU. Pre65 eligibilty - too late, the horse has bolted, died and gone to heaven. It is too far down the line now to draw up any rules as there are too many modified bikes out there. We can't go back now and undo all that has been done. Where would a line be drawn anyway? If a modern replacement frame is used that is significantly lighter than the original should that be allowed? Electronic ignition, alloy rims, alloy hubs? What can or can't you use, the list is endless and an absolute minefield. Trying to get back to a starting point on this would be as easy as unpicking the Bayeaux Tapestry to its starting point, stitch by stitch..... If a new set of rules was introduced who would enforce them and who has the knowledge or will to do so? Clubs are free to set and enforce their own rules as far as I am aware. The ACU can set the rules for a National championship. In the Miller championship there is a specials class for non-standard or modified bikes but such bikes still compete in the ordinary British bike class. Organisers don't insist on the riders changing class and I would guess they are just happy to see a healthy entry and don't want to deter people from riding the event next year by telling them that they have to go in this or that class or remove this or that from their bike. Bottom line is that the best riders will still win whatever they are on so if they want to battle with each other over who has the deepest pockets or best engineering skills let them. It will make no difference to the lower order who have no chance of winning and are just out for a ride. Twinshocks - Rules already exist and have done since the advent of the original Sebac serieis. Must be twinshock of original manufacture and more recently added, no disc brakes. Straightforward enough and everyone knows what it means. No monoshock bikes with twin shocks fitted. As far as changing components, my own thoughts are; Suspension - can't see a problem with fitting a modern set of Sherco/Gas Gas or whatever front forks. It's been going on for a while and personally I don't think it offers any real advantage over a decently set up pair of Marzzochis. Frame - nothing wrong in altering head angles, suspension pick up points as it was all done at the time. Swingarms were lengthened and shortened so no problem with that now. Wheels - as long as they are drums, no problem. Allow discs and sections will tighten up just like they did when they came in - one of the reasons for this series in the first place, to get away from up your own a*** sections and back to no stop Engine - Ideally, engine should be from the twinshock era but difficult to govern as there are already Fantics with 301/303/305 engines fitted which look the same as a 240/300 at a glance. What do you do, have a reference chart with engine numbers for all makes/models? Exhausts - they were modified at the time so nothing wrong in them being modified now. As long as people play the game and don't take the p*ss with modifications there shouldn't be a problem. The only one I can see is that the rule of twinshock at original manufacture has a loophole which allows someone to build their own special. If a decent rider with a lot of money at their disposal pays someone to build such a bike out of unobtanium which is far superior to a 'conventional' twinshock and starts cleaning up, what happens next? Difficult call. It's nice to see specials but maybe they should have a class of their own. A pre85 class would solve it but that would rule out RTX (although why would you...) Cotswold Majesty should be allowed as it is a 1980s frame with a 1980s copy engine. As far as a pre72, pre77, post 78 class split is concerned there is then the added problem of checking that components from the wrong era haven't been fitted. First thing I'd like to see which may encourage riders on older twinshocks back into the ACU Classic series is for that series to be run over two routes again. Riders on older machines then have an easier route to ride on but can ride the harder route if they wish. A slimline Bult for example will still cope with the ACU Classic as it is now, it just has to be ridden a bit harder than say a Fantic over the sections, but the sections aren't beyond it. A TY175 has won one round this year...

Recommended oil quantity is 220cc per leg so I'd use that as a starting point and fine tune to your liking. Same with the oil weight - personal choice really. I've never heard of 34mm Marzzochis, if they're forks from a Fantic or SWM they should be 35mm. Some very early Fantics used 32mm. Later SWM used Betor

Not sure about the gearing but front forks are same type as 200 Fantic etc - 35mm Marzzochis, so any of the trials dealers should stock them. Or just match them up at your local bearing/seal company.

No contest - 350 Bult is a far better bike. Standard TY250 has nowhere near the grunt of the Bult and some bits and pieces are no longer available from Yamaha. Plus they sound bloody awful with the standard exhaust. Look at this little beauty - 1976 type 159 325cc. They can be had for very reasonable money and there have been a few on evil bay recently. And I would guess there is nothing you can't buy new for this bike apart from maybe that particular style petrol tank. The other side Or how about this Bling Bling Bulto (bit too much bling for me but strip some of it off and it would be a real looker)

Very nice job, lovely looking bike complete with period cow-horn bars... One of those was my first proper trials bike and I have one in the shed waiting to be rebuilt like that - one day...

There is only one 200 Fantic as far as I know. The later ones may have had different forks and yolks from the early ones, not sure. Someone with better Fantic knowledge will know.

One classic round left and it is this weekend at Sheffield organised by Hillsborough. One of the best and hardest rounds. One Miller round left also, next month down south somewhere, not sure of exact details as won't be riding it. Last Miller round, the Greensmith (good trial) had about 60 - 70 entries with a fair spread of machinery - british, twinshock, trail and a few sidecars. Wrong topic for that one - no-one on this thread is going to give a hoot about FIM rules

Ossa MAR or Gripper - Cheap to buy, nice to ride especially a well set up MAR. Spares situation can be a nightmare, hopefully improving slowly Montesa 247 to 330 - early 247 are nice to ride, later bikes such as 242 are most competitive. Also can be picked up quite cheap but spares situation like Ossas, can be tricky to find stuff. Bultacos - Generally command the higher prices of the 'Spanish 3' but still under a grand for a good example. Personal choice as to which model you think of as best - a nice Vesty rep, suit you sir. Spares situation such that you can virtually build a new bike from parts thanks to the efforts of some geezer darn sarf. Yamaha TY250 / Suzuki RL / Kawasaki KT - In standard form not as good as any of the Spanish bikes in terms of competitiveness. Spares for the TY not too bad although piston kits and rod kits getting scarcer. Parts for Suzuki and Kawasaki harder to find probably. Majesty Yam far more competitive although some 250 models only on a par power wise with the standard TY. Not all had reworked engines. 320 is a great engine and can be softly tuned. Beamish Suzuki better than standard bike but steering is slow and not to everyone's taste. 325 is a great motor. Honda TL - TL250 is a great heavy lump and unlikely you'll find one for sale in the UK anyway. TL125 can be overbored to 150o or 180 and can be made to go very well. Can be picked up for a very reasonable price. Sound nice too with the right pipe. Honda Seeley - rare and commanding higher prices than more competitive twinshocks. Nice handling chassis. Fantic 200/240/300 - Probably the most competitive twinshock in standard form and don't really need anything doing to make them any better. Good examples easily had for under a grand. Spares situation not too bad but plastics may be harder to source. 200 is a briliant bike considering it's only 156cc and is the best bet for an average rider. SWM/Gori - 240/320 models are good bikes which can be bought quite cheaply in good condition and Martin Matthews is able to source spares and is having plastics remade. Rotax motor is generally reliable. 350 Jumbo the daddy of them all but the one on ebay isn't selling - why does no-one want it? Armstrong 250/320 Hiro or 240 rotax (or 350 Jumbo?) Good bikes which handle well but feel a bit short with the riding position. Hiro spares situation is not good. Rotax engine spares much better. Again can be picked up for reaonable prices. Aprilia 320 - Rare, hardly ever come up for sale and Hiro engine spares a problem Cagiva 350 - Rare and wouldn't want to try and find spares for one. Honda TLR - as you've already said, they're overpriced for what they are, particularly when compared to a Fantic.