woody

But the sections aren't that tough really. There is never anything dangerous, mostly the severity of sections is as was used when twinshocks were current in centre and national trials. They are just right I think for twinshocks and better riders on the trick pre65s. It is a National championship remember and should favour twinshocks as pre65 is well catered for on many fronts, twinshocks are always overlloked, so it ought to offer a good challenge. So you have got to be competent to get through them without struggling all day but they certainly aren't killers. If you look at the results of previous rounds twinshock riders have often beaten the aircooled and modern riders and even when they haven't there have only been a few in front of the leading twinshockers - and of course Thorpey on his cub who usually beats the lot. One or two rounds have been affected by weather which has made them harder than intended but nothing anyone can do about that and one other was slightly over the top, but no-one is going to travel a 3-400 mile round trip and more in some cases to ride club trial sections. That happened when it went single route in the mid 90s and within one season the series was dead. No-one wants to travel that distance and incur the associated expense to lose 3 marks and be outside the top ten. If your bike stalled in a section you'd end up in 15th place. Riders quickly drifted away. I'm conscious that this is off topic and isn't helping GBMoto with his original question (but I don't think there is an answer to that which can help.... ) Perhaps a post specific to the ACU Classic is needed but I've tried it before and it had no response. Gordon - ban on discs is ACU classic series so won't affect you being Scotland or any other trials outside of that series, as the rest is down to individual clubs. But think about it. As soon as disc brakes become common what happens to the sections. They evolve with the development of the bike and riding style of the rider. You will have riders who will be using the front brake to flick the back around to turn tighter and they can fiddle around turns tighter using clutch/brake technique, disregarding the no-stop rule and it will go unpenalised. So what will happen to the sections when traditional type don't take marks anymore because riding styles have changed? Sections get tighter - it's an endless loop - catch 22 if you like and we've been there before as bikes evolved into what they are now. It's why the pre65 and twinshock scene became so popular in the 90s, to get away from all that clutch brake hopping circus. That's why I'm glad there will be a ban on discs in the classic series - wet drums don't lend themselves to back wheel hopping endos in sections...

The reason the forks can be fiddle inside is that they (whoever they are) like them to be of period appearance but they can be modernised inside. This is ok for people who have pots of money and can afford to have a set of old forks modernised internally, or a set of Marzzochis, for example, altered by repositioning the leading axle directly underneath to make them look old style. Both of these mods will cost. So although I can see why they would like to keep the forks to period appearance, all it does is play into the hands of people who can do it themselves or who can afford to have it done. Many true enthusuasts are then unable to compete on a level field as they can't just fit a pair of Betor or Marzzochi forks. Similarly hubs, it is ok to have a brand new set of bubs machined from super lightweight material in the style of cub or bantam hubs, with a braking surface that will work (these cost an awful lot of money) but not ok for Joe Bloggs to pick up a set of old Grimeca or other style wheels from the breakers. It's a crazy situation with what were originally good intentions now losing their way and penalising anyone on a budget. As regards Scorpa 125SF in the aircooled mono class, I don't think there is anything wrong with that as they meet the criteria and I don't think they have any advantage over bikes like 305 Fantic etc (one of my favourite looking trials bikes) Good on you John for carrying on with the Matchless, it's nice seeing bikes like that still being ridden. I believe this is where 2 routes are ideal these days as it enables groups of mates to ride together on their varying types of classic machinery at the same trial as 2 routes should cater for differing riders abilities and machine capability. This is why the old Sebac series was such a success - 2 routes and a huge variety of machinery being ridden with 3 figure entries commonplace. Now it is the ACU Classic with a single route the number of twinshocks and pre65 in total is less than 30 with pre65s never making up more than 10 of those. Why is it the series that needs 2 routes the most is the only one to have one...?? (forgot about the Novogar but that is a different situation altogether) - sorry, I wandered a bit there as that last bit was getting off thread but it is something I have strong feelings about

colour film or bikes..... I wouldn't be surprised if that Bultaco went to Spain for some serious money. I also think about

That Honda has been sold abroad so it won't be appearing in any trials here now. The bit about being manufactured with twinshocks as standard was omitted due to an error from this years regs - although everyone who competes in that series knows that it is a rule - so technically, this year you could get away with a cheat of that nature. It will be back in next years, as will the ban on disc brakes, and hopefully this will be well publicised so riders will be left in no doubt they can't use them - or not score championship points if they do (it's up to indivdual clubs what they do at club events or club championships, not really bothered about that, just the national championship) I don't see a problem in altering frame geometry, suspension pick-up points, swingarm length as these were all mods done at the time by individuals, teams or factories or even fitting modern forks (the latter being no different to modern shocks in my opinion and I don't think they give any real advantage over a decent pair of period Marzzochis for example) but disc brakes shouldn't be allowed and fitting twin shocks to monos is just taking the proverbial.

Basically, the more of a 'name' you are, the more you can get away with - hence Mick and Thorpey can ride their cubs, Peter Guant can ride his Enfield etc. If you or I turned up on them we'd be docked marks or told we can't ride them. I've been told that a completely standard Sprite isn't elligible as they weren't pre65 (even though I have a dating certificate of 1964) yet they can ride their fully modernised bikes..... getting the picture that there are no rules that you can base any mods on Like John says - pre65 elligibilty is at best a complete can of worms, at it worst ludicrously hypocritical. There are rules but depends on who you are as to how or whether they are enforced. Things have just progressed too far to reverse it now. We're trying to stop the same thing happening in twinshocks as mono Yams with twinshocks fitted are starting to appear as are disc brakes. Hopefully both will be outlawed in next years ACU Classic series before things get totally out of hand - I may as well put twinshocks on my 4RT and enter it as a TLR250...

Yes, but just because a rider hasn't set fastest time overall, doesn't mean he isn't actually the fastest rider out there (not saying he was as I couldn't possibly know) Any number of reasons can cause you delays in an event like that. But that's all part and parcel of it, combination of being quick and avoiding trouble. Sounds like he's killed his bike and carried it to the finish. If he rode it like his enduro bike I pity the poor thing as it won't take the punishment his KTM will. Anyone for a cheap Scorpa - ex-demo, 1 trial only... Well done to all those who finished

I think Majesty colour schemes were something along these lines; Yamaha framed bikes - yellow frame, yellow tank/white guards red tank decals Early Godden Framed bikes yellow frame, white tank/white guards yellow tank decals Some Godden Framed bikes chrome or nickel plated frame (don't know which) white tank/white guards yellow tank decals Last of the Godden framed bikes were red frames as Yamaha wanted them to be in what had become Yam corporate colours of red/white, white tank/white guards red tank decals. These also had no rear frame loop over the mudguard Don't think that any ever came with yellow guards from Shirty, always white as far as I know. This is not absolute and I could be wrong in part. I'd really like to chrome the frame on my Majesty when I rebuild it soon but if ever the frame needs a repair you're b*ggered with chrome finish so I'll probably end up powder coating it. Mark, it's probably too late now but you can soften off a 320 and still have loads of torque and response. I've done mine (actually a 340 now) with bigger diameter front pipe, silencer with core and packing instead of original baffle and a Shirty mono back box, all of which gives increased volume, two head gaskets, electronic ignition with retarded timing, alloy airbox with bigger volume using Scorpa airfilter in the top. Motor is very soft but can still lift the front with a twist of throttle from idle in 3rd. Never could take to the 250 version (except an ex-Scarlett bike I tried once, now that was a different proposition altogether) I'm interested in your engine parts, can you PM me with what you want for them.

Couldn't wait to get on that site for a look and was champing at the bit when I saw categories for Ossa Montesa Bultaco parts, but it is so slow. Clicked on Ossa and waited for ages for the page to load. Was chuffed to bits after waiting about 5 minutes to find the accessories weren't bike parts but badges, mugs, watches etc. with the appropriate logo on them.. Lost the will to live after that so will try again tomorrow at work with broadband. The French bit about the tank loosely says it fits in place of the seat and tank of a TLR and can be had in personalised colour or unpainted - I think. It is a nice style but expensive though and I think the tanks sold by HondaRS are a better bet, nicer again and a lot cheaper when you take into account postage.

The two bidders slugging it out for the TLR are HondaRS, late of this forum, and motoplastique who bids on every Honda on ebay I think. HondaRS has his nose in front at the moment pushing the price ever higher, which is ironic given his criticism of the prices TLRs made and opinion that a 240 Fantic was a far superior bike for less money... It's a straight enough bike from what can be seen in the pictures, certainly not immaculate by any means but nonetheless, looks like it could set a new high for a TLR250

Overthehill, that is far too good an account - you've almost sucked me into entering next year's...

I would say that his reply about the trial on 22nd October was meant tongue in cheek but to someone who is new to trials with no knowledge of the trials calendar, it would read as a genuine suggestion.

Don't know what that is that you found but they are definitely not British - they are Russian. Can't remember who imported them but Jon Bliss did develop them and rode them for a few years before he got involved in developing his own Cotswold ER followed by the 4-stroke Majesty. As standard they weren't very good as has already been mentioned, but like anything they can be made to go well enough if enough time and money is spent. Depends on how far you want to go. Jon Bliss could give you a few pointers, may even have spares or know who would.

When it comes to what is best for trials perhaps take a look at the current UK scene. British Championship has about 15 ?? riders in the main class and less than 30 ?? in the support class? The difference in ability between the top 4 or 5 in the Main class and the rest is huge and has been for the last (how many??) years. There are a few from the schoolboys pushing through but to Jarvis' level? My question is, if these are the sort of trials people want, why aren

I've no argument that that display is very very impressive. Interesting to note though that about 80% of it didn't need a 'bike' of any sort as it is hop jump hop jump sequences. The wheels never turn and he could probably do it on a pogo stick or similar. I saw some similar exibitions on unicycles on local news a couple of days ago - they even have a unicycle world trials championship. I still prefer to see the bike being ridden as opposed to jumped about. You don't need wheels for the latter.

But we've been there before and in the early nineties it nearly ruined the sport. The level of skill between those that can do it (and I mean properly) and those that can't meant trials got too hard for most and entries declined to the point that events were in danger of disappearing. Not many wanted to ride the SSDT for example but look at it now. I just think it is a pity that the variance is disappearing from WTC sections. Time was they'd go to different countries and experience the different terrain each had to offer but now it is getting near the point where they may as well ship the same man-made sections around each one. Bit of a generalisation maybe and not applicable to all rounds but not too far off the mark for many. It almost seems that the calendar these days is shaped to (try to) miss out the wetter months of the year. How long before mud and water are banned from the events as it obscures sponsors logos from TV....

As Stuart has summed up I think you may encounter all sorts of problems trying to convert to 250 because of the variances throughout the two ranges. I have a 74 325 which is very soft and completely standard running on the MK1 Amal. I think it was from about 75/76 that the motor got sharpened up with a snappier delivery. Having said that I know someone with a later and standard 325 that is also soft so there are variances in performance too.... Have you tried the usual calming measures such as extra head gaskets, space the inlet manifold back, both of which will decrease cylinder/crankcase compression, retard timing as far as possible (when you go too far with this they do like to run backwards though...) These are cheap and quick measures to experiment with. If you know someone who knows what they are doing get a spare head - should be plenty around, and get the combustion chamber machined to soften it off. Probably worth having a word with Dave Renham too at Bultaco UK.

The venue isn't the one I thought according to one of my mates so not sure what type of land it is set out on. I can't ride as I was already booked in for an enduro before the date was anounced

Andy, how did you get that picture of my Seeley...... Oh I wish I wish I wish

When I was riding in Joel Corroy's classic trial in France last year, at the festivities afterwards he said Eddy was no longer that interested in trials and had sold all his gear, trophies and bikes. He now supports his daughter in horse riding events. No idea if this is correct of course and we were all pretty well spooned at the time. I do know that he sold 2 bikes to French Honda enthuisiast Jean Calliou who restored both and sold one for enough to pay for them both. Eddy is also supposed to have kept one bike and rides it in the Bilstain Classic 2 day each year but as I've never done it I can't verify that. So that's what Eddy might be doing.....

OK, my opinion. Modern trials bikes (which covers the last 10 or more years) aren't made to ride on the throttle slowly at very low revs any more. They're designed to produce quick bursts of power and to be ridden in a point and squirt technique on the clutch and brakes which is the modern technique - although it doesn't suit everyone obviously, me included. The days of riding clutch out on the 2 strokes, old Bultaco/Ossa/Montesa style is generally gone. Those bikes had big ignition flywheels as well as clutch flywheels and that allied to softer engine porting meant they could comfortably chug below walking pace clutch out, with no snatch or jerkiness. Modern bikes with their much lighter flywheels, more radical porting (and very bouncy suspension) don't lend themselves to that style of slow clutch out riding. Exceptions are the Rev 3 with their 3 stage ignition which are very progressive off the throttle and the Scorpa which is a bit softer than most but still lumpy to a degree. As far as your bike is concerned I'm assuming when you talk about heavy flywheel weight you mean it in the general sense that trials bikes are supposed to have heavy flywheels. Gas Gas now do bolt on additional weights for the Pro so if they do one for the 02 Pro I would buy one if I were you as that is the easiest way to knock the edge of a jerky and over-responsive bottom end without having any detrimental affect on the bikes ability to still respond when the throttle is snapped open. The extra weight will kill the lumpiness and the bike can virtually be ridden old-fashioned style. I speak from the experience of riding a friends 05 250 Pro before and after the weight was added. Before it was just as you describe and horrible to ride. After, I could ride it the same as my Ossa, clutch out.

Yes, I've ridden my MAR in the Classic series since it began back in late 80s although I've missed most of this and last years rounds through injury of one sort or another. Being a '75 bike it is generally by far the oldest twinshock in the series and being standard - at least the 310 is, the 250 has a reed valve - it isn't quite as competitive as the later bikes, some of which are now in a more capable spec than they were when new, so the gap just gets wider. So I'm currently getting a Majesty 340 ready and built to the way I like to ride to use in next years series, although hope to try it in Hillsborough event in October as one last shakedown. It's still a 'work in progress patchwork quilt job' at the moment but getting there. If you're interested in a Majesty let me know and I can PM you the phone number of a mate of mine who has one to rebuild but probably won't get around to it so will sell it. It's a Godden framed model, one of the later ones, and is all there, just needs a good tidy. No idea what he wants for it but you can talk to him if you like.

That Majesty has been on ebay twice before, the first time it didn't sell, the second time it did and I'm assuming the person who bought it then is the person selling it now. I'm sure it was around the

Allens in Bingham Notts. tel 01949 836733 sell Mikunis and I think have the jet sizes for Sherpas so worth a try. Can't speak from experience as to what difference it will make but a new Mikuni is sure to be an improvement on a used Bing or whatever is fitted at the moment, but by how much and whether it is a worthwhile mod I can't say.

Have to say I agree with Dabster in the case of Eurosport. In a half hour program there's maybe 10 minutes of actual riding shown. The rest is pointless interviews and 5 minutes lead in showing the local community and landmarks - fine in an hour long program but not a 30 minute one. Then there's over 5 minutes of adverts including my pet hate - trailers for other programs midway through a program instead of inbetween programs. All this if they bother to stick to their schedule of course as the live synchronised swimming might overrun. I watched the WSB highlights from Brands last night. In race 2 they went for an advert and rejoined about 12 laps later - missing Chris Walker move up from about 7th to 4th. What do they think we want to see when they planned that..?