woody

The Miller pipe is made for the standard TY250. The engine in the Majesty is lifted in the frame and the front pipe was shortened in height to allow for this. I have one fitted to my Yam framed Majesty with a WES system. It wouldn't sit 'right' in that it was sloping downwards towards the rear silencer due to the increased height, therefore the silencer looked too low. Messing about with the mounting brackets got it somewhere right, although I hated the look of the rear silencer anyway so had a TY mono KATO one modded to fit. I've attached a picture of my mate's Yam framed Majesty and you can see the way the middle box is sloping rearwards due to the higher front pipe. You could always shorten the pipe and get it rechromed. Also, the WES system is made for the standard TY too, so you may find that the middle box doesn't fit snug into the frame as the frame tube from the footrest up to the tank is a different shape on the Godden from the TY frame. I had to put a slight indent in the back of mine to allow the silencer to sit in further on my Godden bike. Also, the Miller front pipe. It doesn't come with a collar to bolt to the manifold so you have to cut the old pipe to remove the original - or make your own new one. It is also a smaller diameter than the Yam one, so the Yam collar is a loose fit. This means that where the pipe fits up against the exhaust port it can move around in the collar, so it also takes a bit of fiddling to get it centered so that it doesn't blow. Strangely, my mate's Miller front pipe offered up to the exhaust port perfectly. When we compared them, his was a larger diameter than mine at the bottom so was more of a snug fit in the collar so I thought it must have come from a new redesigned batch. When I asked Millers about this they said the design hasn't changed in however many years and they are all the same.... (and no, I definitely haven't got a 175 pipe) So it will fit, it's just a bit of a fiddle but there are no alternatives on the market - so it's use the Miller one, use the old Yam front pipe and get it chromed if it's good enough, or get one made. Nothing straightforward with this old sh*t - I mean classic stuff, is there....

You can, I think, get an oversize piston for the Seeley from Gordon Farley Motorcycles. Bloke called Tim knows the Honda engines well and will confirm. I think they come from a pump motor or such like. Liners can be done by Jet Bore or PJ, both in the Midlands and advertise in TMX. The 230 conversion is a bore and stroke job, not just a bore and they also had weights added to the crank. I think about 220 is max for just a bore. Ellastone Offroad often have RS200 motors from Japan with enlarged capacity so worth giving them a try for a complete motor. They also advertise in TMX. WES have recently had RTL / TLR pistons made. Don't know whether these would fit the Seeley motor but at 70mm diameter they would give a capacity of about 222cc on a Seeley crank. They're 4mm bigger than a standard Seeley so it may be stretching the liner a bit.

Thanks for the info guys, at least I know I can forget the B40 WD box then. I'll try Brit Bits on Monday.

About 2 or 3 weeks ago I saw an advert somewhere from someone selling B40/C15 trials gears for

er, beg to differ... There are plenty of Ossas, Bults and Montesas in use today that are 30 years old, Fantics and SWM that are 20+ as there are Hondas, but there are also plenty of Hondas with rattling, smoking engines, rotten wheel rims, rotted out exhausts and pitted fork legs. The 4RT isn't without it's problems (I've got one before anyone accuses me of 4RT bashing) and the CRF enduro/motox range have been known to have a little problem of wearing their valve seats and not starting when hot due to no valve clearance. There is no such thing as a perfectly reliable bike, wherever it's from As for the start bid hiking on the RS250 and the TLR Hondas, HondaRS was doing that a few months ago with a replica RS250 frame. If that bid of

Why are people still posting these ridiculous remarks about the 4RT being the worst bike and how they will only hold a rider back. As for too heavy and no power - have you ridden a full works HRC 4RT..?? So how do you know. What is it that you can't see about the facts - the 4RT has won more rounds than any other bike in the championship this year and probably as many as the others put together - so how can it be crap....... If Fuji hadn't been injured at the start of the year he'd probably have the championship wrapped up now. Raga, Bou and Cabastany have hardly run away with it on their superior 2 strokes have they.

It was designed specifically for trials. Sammy said they needed a shorter motor and a few months later the short stroke appeared. Trouble was, he wanted a shorter, in height, version of the long stroke........ It seems most of the UK Honda riders preferred the older long stroke with just Nick Jefferies preferring the short stroke. I'd like to have any of them. The bike in the first link from tlrs is one of Lejeunes old bikes, now owned by Jean Calliou

Difficult to say, when I first mentioned it to our ACU rep a few years ago I'd have said yes, but now, with the way entries have declined in the Classic I don't know. I'm going to mention it again and see what they think. There's enough twinshocks out there.... One thing I am going to have to get for the C15 is a trials gear set - it is woeful on the road, although it wouldn't be so bad if I wasn't so scared to hold it open on more than half throttle - might get 40 odd out of it if I did but it sounds worrying at that speed.. I remember the last Miller round when Mr Willmore came past me on the road on his 500 matchless like I was standing still - he missed a good trial on Sunday - I told him it would be too

Hard to tell whether that is the short stroke 305 or the full 360 but for sure - I'd settle for either Be interesting to know what the 305/360 short stroke engine was derived from as it doesn't have the deep sump of the TL/XL earlier motors and also has that high gear shaft

I hope not. I've no doubt of his ability (although we've finally seen this year that he CAN'T win on a crap bike as those bloody commentators keep saying as he's been nowhere at times this year when it isn't working) but I don't care much for his win at all costs barge 'em off the track attitude. Too much like Schumacher and also like Schumacher seems to be allowed a different set of rules from everyone else. I also don't find much amusement in his post race antics when he wins (some of which are disrespectful to other riders - what happened to dignified behaviour in victory) And that performance with a chair on the rostrum - ??? Come on Hayden or Pedrosa - or Melandri even - who deserves it on that one-handed slide out of the last corner alone - absolutely incredible confidence to do that then. If he'd binned it he'd have probably been sacked on the spot where he lay in the gravel - or the ambulance...

OK, I see the analogy you were trying to make now. I still think this is an ordinary RS250 though as it looks no different from any others I've seen. It's not a 200 as it has the 250 barrell. I know what you mean about the exhaust but I have seen others with similar to that, could also be a Kondo conversion. Have a look at this website which is a dealer here in England who imports Hondas including a good few RS types. Click on their Sold bikes link to see examples of those they have sold recently. The top one is very similar to the one on ebay and has a similar front pipe. Hondas As well as RS Hondas Eddy Lejeune also rode a 250cc Seeley before geting the 360

You're right about cracking on, but it is hard not to do the latter... - I lost 12 on time also. At least the old Beesa made it round - although it consumed more oil than Paioli does cider... I think the Pre65 Inter Centre is too well supported in its own right to add twinshocks but if support started dying then it should be considered. I'd like to see a seperate Inter Centre twinshock event as I'm sure with the 2 routes it would be well supported. I did raise it about 3 years ago but it still seems that twinshocks are the poor relations in the UK when it comes to, shall we say, prestigious events.

Have to disagree there, genuine Seeley Hondas produced by Colin Seeley at Seeley International were numbered SHT-XXXX I believe SHT stood for Seeley Honda Trials As for the bike itself, the seller does say that the tank and seat are non standard, tank looks like a modified TY175 Yam to me. Big John Yes, I agree, modified TY175 or TY250 tank but definitely a genuine Seeley with SHT as the prefix

not with the flywheel weight they don't, it is a big improvement for a novice standard rider

1977 350 - Green tank, black frame, big curly exhaust and long tailpipe, white mudguards. Should have a Bing as standard as all Ossas were using them by then, went back to Amals later on. Check this site as it has links to all sorts of useful stuff such as parts suppliers, repro parts etc. Also has brochure photos and there should be one of your bike. They also have manuals to download I think - there may not be one specifically for your model but they are nearly all the same mechanically so the earlier MAR one should cover it if not. The site also enables you to date your bike through the frame/engine number - these should match, engine is pre-fixed M, frame with a B (could be the other way around - memory not what it was...) Mats Nyberg's Ossa site Also some pictures on this site of Ossas too and just happens to be one of a '77 350. Canadian website with brochure pictures

Would that be Griffo from Beta UK? Don't know as I don't know anything about Beta UK or what Griffo is doing now, but it is Griffo who used to be a supported rider back in days gone by if that helps... Still good now too... Tony Calvert was also riding. Nice to see these blokes out now and again. Really was a good day.

As regards the TLR250, if someone is willing to pay the price then it's worth the money I guess but they seem to have been coming down in value lately not going up, as have the RTL. I'm not so sure that it would be a case of ready to ride either. If it has sat idle for years the rims may be corroded. There is also the chance of condensation inside the barrell settling as moisture on the piston crown and corroding the bore. If those are not problems, it is still a standard TLR250, so if it is to be used in serious competition it would need an exhaust to help it rev, the spit-stall cured, the power softened as they are too quick off the throttle and the snatchy grabby clutch sorted. All mods done when they were ridden seriously when they were current and all things to consider which will cost over the eventual sale price. And when it has been used a dozen or so times and has all the scuff marks that all the other TLRs have, it is just another old used bike and worth no more than the

Don't understand - where does it say it is a genuine ex-works bike? Looks like any other RS200 with the 250 conversion to me. What has it got to do with a Mont with a HRC engine too? I'm confused

best put it back now though Andy - it's the Inter Centre Pre65 trial....

The Sammy Miller front pipe and WES system will go straight onto a Majesty without having to shorten the Miller pipe but it might need a bit of juggling to get the whole system to then sit 'straight' and follow the horizontal line of the bike. You may find it wants to slope downward slightly towards the rear due to the engine being lifted in the frame. Also, depending on whether yours is the Yam or Godden frame, the back of the middle silencer may need an indentation to clear the fram tube in order to get the slilencer to sit flusher into the bike. I think it is the Godden fram as the WES system was designed otiginally for a normal TY250 which obviously has the Yam frame. Sorry, can't help with how to fit the WES to existing front pipe. I've not seen any bolt on footrest hangers for a TY250 on sale - are you sure you aren't looking at TY175 items which are bolt on hangers as standard I think. If yours is a Yam framed Majesty, it is possible to make bolt on hangers to which new brackets can be welded by using the following mounting points. Cut off old brackets flush with frame and drill and tap what is left to 8mm. Weld a solid piece of bar into the lower frame cross tube that you have already mentioned and drill and tap to 8mm which will give you 2 mounting points for a bolt on plate to which brackets can then be welded.

Changing the gearing won't stop you spinning up the rear wheel. Best mod to calm the power down is fit the flywheel weight available from GasGas. No loss of power overall but slows throttle response and snooths out any lumpiness on the bottom end with the added bonus that it makes it harder to stall the engine.

We did - Midland Centre Good trial, very enjoyable mix of sections, seven or eight groups spread around a 22 mile road course. 22 miles is a hell of a long way on a Pre65 that maxes out at 35mph.... Best individual score on observation was Barry Husband who posted a very impressive 1 mark loss but had 11 on time poor sod. Next best on observation was Chris Griffin who lost 5 due to his bike stalling, otherwise could have been clean. All sections cleanable but several requiired inch perfect lines to do so, plenty capable of stealing marks very easily. Three or four toughies thrown in. Some very impressive machines in use to. Some of those cubs..... All of the above scores subject to confirmation of course.

A genuine observation here, not criticism aimed at any individuals, just an observation. In another post someone suggested that as no-one bothered taking up the invitation to the ACU forum to air any views, then, despite the critism aimed at the ACU on this forum, people must be generally happy with the way things are. I would agree with that. Otherwise, if things really were wrong and people felt strongly enough about it they would have gone and aired their concerns - wouldn't they? No-one took up the offer. Just one day out of the whole year but no-one went - other commitments, too far etc - even though it is never too far to travel to a trial each weekend. I'm not saying the ACU are without fault (neither do I know what they are if they have any...) but you couldn't blame them for thinking in this instance - what do we have to do to please people...? So what are the problems that everyone says need sorting? So far, excepting a couple of other topics, it is the same thing - ACU funding and why don't they do more for youth riders etc. Suggestions that the membership fee should be increased to help support this. Hmmm - I remember a few years ago when the licence was reintroduced as the membership fee. Uproar about having to pay for a 'licence' even though it was only

I used to have a later 325 Beamish too and I liked it. The motor would pull out tree stumps, really strong and it gripped well. Steered a bit slow but that was the only negative, but so do mid to late 70s Bults. If yours is gutless it has something wrong with it or it is a 250. Should be no lack of power believe me. As someone has already mentioned, the last of the Suzuki motors were pupose built trials motors, as opposed to the old silver painted TS (I think) derived RL motor. They were all built as 325 and sleeved down here to achieve 250, but from what I was told some time ago now, the design of the exhaust port didn't work very well on the 250, in view of the fact it was designed as a 325. I still think they are a nice looking bike, the later yellow model I am referring to, like yours, and one day when money and space permit I'll get another one

Lots of KT stuff on this website if you haven't seen it already - link below The first works, pre-production KTs were 400cc - not one of those is it...?? KT website