woody

Easiest starting point is the oil quantity as you probably haven't enough in each leg and the effect is more obvious when on rebound than compression. Quantity required obviously depends on the model and/or forks you have fitted. 10 weight is plenty thick enough. Try around 180cc per leg which is a sort of baseline for Ossa MAR/Bults and subtract or add 10cc increments until you get the result you want, although over 200cc on old style telescos/betors is probably too much and you'll lose travel through hydraulic locking. Later t/s Monts had Marzzochi style forks, not sure what the quantity in those is.

Unfortunately not, we have absolutely no practise ground around here anymore, the few places we did have are now off-limits so the only opportunity to ride these days is at an event, practise is a thing of the past. Since you and FF sent the maps I have been riding enduro and now have two classic trials over the next two weeks, then another two enduros, then finally I might be able to try the 4RT at a trial before the Lakes 2 day trial mid October - if the regs appear and I'm lucky enough to get in - or I may just try it around the back garden.... I'm really interested to try the different maps, just bloody frustrating having to wait, but I'll let you know as soon as I do. I did compare the graphs of all the different maps though - they still make no sense......

I thought ACU rule for 'modern' trials is no penalty for a feet-up stop, it hasn't been a 5 for a stop of any kind for years has it...? (obviously no-stop trials excepted) You can stop, standing up or sitting down on the bike with one or both feet down without a 5, just the requisite number of dabs, as I thought the only way to get a 5 these days was to go backwards, out of the section (not always penalised due to different interpretations of the boundary of a section) or fall off.

The Sammy Miller series was introduced for the standard, unmodified bikes as an alternative to the ACU Classic in which they were no longer competitive, offering older traditional type sections. If you ride a (relatively) unmodified bike the sections are a reasonable challenge and a good ride around a big lap too. If you ride a trick bike and are a decent rider then it will be very easy. I suspect the drop off is more to do with the increase in trick bikes being ridden outside the specials class and wiping the floor with the standard bikes. Not many bikes in standard trim at the last round as far as I can remember. For a harder challenge on a modified pre65, there is the ACU Classic series.

The Majesty concern is run by Craig Mawlam. Although the web site doesn't appear to be maintained at the moment and he isn't actively marketing the Majesty stuff, keep an eye on ebay as now and again he lists Majesty items from his stock on there. If what you want isn't listed you can at least contact him through ebay. His ebay id is something like crc1 but can't remember exactly.

Have a look on this Canadian site, link below, under Yamaha and you should find your bike. Does sound like an 85/86 S model from your description Musee

Thanks to everyone for all the responses - I'll be in touch for those maps

Recently bought the programmable ECU from <mention of this company is not permitted on Trials Central>, mainly because I wanted to slow down the throttle response coming off tickover. It's too sharp for my liking as standard. First thing I did was install the mild map and a Mitani front pipe and tried it the following day at our trial. Definite difference noticed straight away. Rode off towards sections and normally whilst in top gear just twist the throttle, gentle pull on the bars and up it comes onto the back wheel for effortless wheelies up the field. This time there was a slight lag in response and it needed more of a pull or higher revs for the same effect. Good I thought, a definite difference so something has changed. Noticed the difference in sections too as when pulling just off tickover on cambers and uphill turns there was less of a tendency for the wheel to spin up with the slower response. Due to the appalling weather, there were some 3rd gear flat out muddy climbs too and there was no lack of mid or top end power so first go and pretty pleased with the result. However - and this is where Mr Ferretflasher comes in - I would like it softer still so was going to map a setting myself. Until I came to look at how to do it. Can't make head nor tail of what to do. I've looked at the ignition graph for the softer mild map and expected to to see a slight retardation in lower rev range going back to 'standard' for the last two thirds. But the graph is all over the place and there are different settings for TH position/rpm setting.... What is TH position - throttle? throttle position sensor? If so, how can you have a setting for 3% TH at 12000 revs...?? You can't make half revs at 3% throttle opening never mind 12000. Unless I'm missing something very fundamental, the instructions don't give any information at all on what the effect will be of changing settings. It tells you how to change them, which anyone can work out, but not how to increase/decrease power delivery for a specific rev range. I don't get the TH thing at all. And as for the fuel settings, in the absence of any guidance on how much to alter them I wouldn't touch them for fear of burning out pistons/valves etc by leaning off too much. Attached are screen shots of the ignition map for the mild setting, one for 3% TH which is sort of something like I expected to see, then one for 5% TH which makes no sense at all and looks more like the ECG trace of a hospital patient about to recieve the last rites - akin to how I feel after trying to work this out. So Ferretflasher, how do I soften the bottom end a bit more without altering mid to top range? - for the moment anyway. Can you help?

It is either the front or the rear, not both, that are no longer available from Yamaha, but I can't remember which now. The available ones can still be ordered from Yamaha, I got some last year. For the unobtainable ones, you're relying on any dealers that may still have some on the shelf so it is a case of ringing around. Birkett's were going to have some remade as they had some monos to rebuild for customers that needed spokes so may be worth trying there. I asked Central Wheel if they could make me some but they can't. If your spokes are ok and just dull you can get them and the nipples replated and use them again, I did this with mine and they look new. Or just buff them up and reuse them. Don't know what it is with those DID tims but they seem to corrode far more easily than the old Akronts fitted to Ossa, Bults etc. The Hondas seem worse than the Yams too, especially the Jap imports, many of which have been standing unused for a long time so any water inside the tyre causes the rot.

Yes, I reckon a 305 Fantic would be my choice too if a nice example could be found. Had one at the time and it was a very nice bike and I always liked the look of them too. Only thing I didn't like was footrests too high but that is common on all bikes from 80s through to 90s. Mono Yam wins hands down for reliability and spares availabilty apart from spokes. Rears not available any more from Yamaha, therefore like hen's teeth and fronts probably getting scarce too, so make sure the wheels are ok on any potential buy (Birketts were having some made but not sure whether it happened or not) They're not as competitive as later Fantics, GasGas and Betas etc when things get on the limit with the trick stuff but that was back then in British and World championship events. In aircooled mono class these days that's irrelevant as sections aren't severe and well within the Yam's capability. Watch the 270 versions as they come in all sorts of states of tune - as can 250 too - ported cylinders, reworked heads, shortened inlets, exhausts etc. Some can just spin up, others nice and torquey and grip well. Try one in snotty conditions before buying if you can. Nice to have if you come accross a good one but not essential as standard 250 has more than you'll need in all honesty. Standard unmessed Pinky the best option.

I know it's open to anyone but I'm not around that weekend so can't go anyway. I didn't word it very well but what I meant was, the subject of 2 routes was proposed before but not taken up. I guess that as the Classic rounds are well supported, no-one sees any reason to change them. The entries are high enough for most of them, it is just that the bias is now towards the monos and moderns, but I guess that isn't really an issue for the organisers who just want a healthy entry to make the event worthwhile staging and aren't worried which classes make up the bulk of the entry. Haven't heard any results from Sunday's round yet but Phil Wiffen said he finished on 7 (300 Fantic) which was one hell of a ride and well done to him. Interested to see now whether anyone has bettered it as I'd guess that score will push the winners of the monos and moderns as well. Not one of my better days, very good trial and enjoyed it but too hot, sun-stroke and knackered from the trial the day before, too p*ssed the night before and generally too unfit anyway. Could cope with all that when I was 20 but not now. Went over the bars twice for no apparent reason other than to entertain anyone watching....

I agree and it's what I've been saying - 2 routes with classes for all on each route. Main preference is for t/s and Pre65, as it used to be, but I've no wish to kick out the air cooled monos really. If any class had to go due to number of entrants increasing it has to be the modern bikes as the over 40/50 championship could run with the novogar on 2 routes. There is no shortage of trials for modern bikes after all. I asked our centre ACU rep to raise this 2 or 3 years ago but nothing has come of it so far. Not sure about stopping the t/s class in the Miller rounds though. I think they encouraged them initially due to the decreasing number of Pre65 entries, so had to add other classes to make the trials viable, otherwise the entry would be too small. What about people who have now aquired bikes to ride alongside their mates as well. Same as those who have done that in the Classic series with air cooled monos. Once a class has been introduced it's difficult to withdraw it when people have bought bikes on the strength of a series.

I don't think you will find any aftermarket weight saving parts for the TL250 in the UK due to them not being on sale in significant numbers. Very few were brought in as far as I know. Miller is the man who will know and if he doesn't sell anything for them, no-one will. Not sure he even made a hi-boy frame for the 250, just the 125. I am pretty certain there is no WES exhaust for them. The US specialists are your best bet and you can probably get stuff in Japan as their specialists did lots of home market improvements for Yamaha and Hondas that were never exported. Problem there is finding someone who can find out for you. Just to get you going a bit more on what Honda could have done for its loyal and willing to pay fans, here is a photo of Rob Shepherd's RTL360 before Lejeune came on the scene. Now if only they had done few of these as replicas with a lightened version of the TL250 motor. Instead they did the Seeley in th UK to capitalise on the success the 360 enjoyed here. A lovely little bike but not as good as they could have done. Then there is this, a bit of a mixed copy of a Fraser Honda and a works 305 (cross between Shepherd's and Marland Whaley's bikes) made out in Spain and finished in Honda factory colours I think. Nice

I'd change your diet and see a doctor before taking that advice.......

Couple of questions - Of the 2 routes which classes ride which routes? Do you mean Pre75 as it is now which is for Pre75 British, or Pre 75 anything?

perhaps I should try some cider but judging from that load of B*****ks you've been on it a while and drunk the lot....

Your best bet is to contact Birkett's as he probably knows all there is to know about Yams. You should get a definitive answer from them

Very harsh - it's only a 5 if the tape breaks. They get away with murder with other rules, feet down, going backwards etc. and someone gets a five for touching the tape. It's getting as bad as Formula 1 for rules and rule interpretation......

Take the A30 from Exeter and just past Oakhampton turn left onto the A386 towards Plymouth. Follow it down through Marytavy and and not much after there will be a left turn which will be marked with the usual orange arrows. Just follow them from there. It's a few miles down a single track road which can be a pain but worth it when you get there. Great venue and so far has always been a great trial

Pretty much spot on - but don't you mean when they introduced the stop and hop rules

Can't disagree with that. Break anything on one of those and you can't just have a new one delivered in the post the next day. I'm the same with my MK1 Ossa - or will be if I ever get it back together

Yes, they were nice looking bikes without a doubt, almost equal in beauty to a MK1 or MK2 Ossa MAR.....

Thought you meant mine had a Mono engine..... Without a doubt, the series needs 2 routes now. I'm happy with the severity of the sections at the moment and don't think there is anything that is too hard. Nothing I wouldn't try on my Ossa for example, but with the increasing numbers of modern and aircooled mono bikes at the events, how long will it stay like that. It has now become an over 40 modern bike and aircooled mono championship with twinshocks and Pre65 in support. Sections may begin to be set specifically for those classes. It's supposed to be a Classic championship. At the last round there were 5 Pre65 and 8 twinshock entries - and that was too easy as it was a sidecar trial. 2 routes would open the series back up to a much wider range of riding abilities, hard route as it is now with an easier second route and the entries could swell again. Easier route for Pre75 British and Pre75 twinshock 'support' class, harder route is the championship route for twinshocks and Pre75 specials (as the people who ride them would probably find the easier route not enough of a challenge) Twinshock hard route can be ridden on a Pre75 twinshock if the rider wishes for the same reason. Over 40 and aircooled mono could have their own route and class in the Novogar series. God knows where converted monos fit in. As regards 'pure' twinshock, you can't define it. People were swapping and modifying allsorts at the time, not just now. I rode a Majesty this year as after 15 years of riding my Ossa which is by far the oldest bike in the twinshock class, I wanted to be a bit more competitive against the newer twinshocks. Although the Yam is a far better bike, I actually miss riding the Ossa so will probably rebuild it and ride it again next year - if we still have a series... Quick question for Bo Drinker - Your personal details have a Seeley as one of your bikes. Why not ride that in the twinshock class instead of converting a mono

i also agree with woody, start with a old ty twin shock replace old wheels-forks-swing arm for ty mono items , have not got time nor money to trick up old motor so use ty mono motor. wow a really trick original , reliable , non acu twin shock rule breaking ,in the sprit , TWIN SHOCK PS. PITLEY STOP LAUGHING!!!!!!!!!!!!!!!!!! You've got me laughing too now - TY Mono engine.... must be a fault with it then as 6th gear is missing and it seems to have changed shape..... Have a ride on it on Sunday and you can see how trick it isn't no argument with that - wasn't it twinshocks that evolved into monos........

Standard gearing for the original red drum brake model is 9/41 according to the manual