woody

The 350 Gripper piston is the same as the 350 MAR but you need to know whether you have a genuine Ossa piston, which is a Tarabusi, or a pattern type. As it is a 350, chances are it is genuine Ossa as not personally aware of any patterns available for 350. If it is Tarabusi it should have the name cast on the inside of the skirt and the rings are very very thin, very bendy and almost unbreakable. For Tarabusi try Jeff Bungay at Mainly Spanish - advertises in TMX or possibly Sammy Miller. Failing that you may get some from the US as can't think of anywhere else in the UK that will stock them now. If pattern type piston then I don't know unless it is a GPM (I think that is the name) or a Dinamin as Miller used to sell these makes for the 250 MAR but not sure about the 350. One last possibility is ex Ossa riders and dealers Mick and Bill Wilkinson in Kettlewell, North Yorkshire. They own a garage called 'The Garage' and may still have some Ossa stuff left. Don't know their phone number but Directory Enquiries should be able to get it for you. - I'm assuming you're in the UK. This Ossa website has a list of specialists near the bottom of the home page. Lots of other useful info too. http://hem.passagen.se/ossa/

As it is new, if I were you I'd go back to the dealer with it. If you mess with anything, no matter how simple, it may invalidate any warranty you have. Some dealers don't need much of an excuse. Even if it turns out to be something simple, best they deal with it rather than you end up paying through invalidated warranty. Hope you get it sorted. I tried a couple of 4RTs last week and liked very much. Very close to acquiring one.

Honda UK did make some replicas of the works bikes for the UK supported riders but they weren't full HRC factory bikes by any means. Don't know specifically what their spec. was though. Maybe this bike is one of those as Saunders did sometimes ride the twin downtube bikes, but this is definitely not a HRC factory bike. There were only 6 HRC works bikes made, I believe. The wheels were different on the HRC bikes and were magnesium. Be nice if someone did get a picture of Arthur's Jawa as it is the embodiment of what shows like this are all about, a true special. He doesn't live more than a mile from me so I might just have to go and ask him for a go on it..... It is his fault I got involved in a sport that has cost me thousands over the years as my mates and I used to watch him practising trials on his Bultaco at our local quarry when we went out on our pushbikes. Wouldn't have it any other way though

Similar thread in the PRE65 forum. Have a look there

I've never heard of one. There was a 'scottish' version of the TYZ apparently, presumably with a bigger tank, but I've never seen one or seen anything official to confirm it's existance. Could have been something for the supported riders as Mick Andrews is supposed to have had one. If you're in the UK best bet would be to contact Nigel Birkett as there is nothing worth knowing about Yams that he doesn't know. If something like a long-ride kit existed he should know but I'm pretty sure it didn't. Only thing I can think of is that there was a modification to the frame to hold extra fuel by welding up the holes on the inside of the frame spars and putting a fuel tap in under the cross piece by the carburettor and linking the pipe into the carburettor somehow. Or, if you know someone very clever at fabricating/welding, a larger fuel tank can be made to replace the standard one, a larger capacity being achieved by making it a much snugger fit by filling every nook and cranny. I know Birkett did this. A mate of mine who is a brilliant welder/fabricator made one in alloy for another mate's TYZ. It was a superb piece of work, fitted perfectly, still alowed all the cables etc. to remain in their original places and the tank cover still fitted perfectly. It held an extra litre and you couldn't have squeezed a fag packet anywhere around it, such was the fit. No, he'd never do another one......

Yes, I went to the show too. I always like to gawp at Vesty's old bike. Just can't get over the cobbled up silencer. I know Reg May liked a little tipple now and again but he must have had a few bottles when he thought that one up. No doubt it works though. I also liked Rathmell's old Bult as it looked so unlike the production bike. Hubs, airbox, tank, seat etc. all of a different appearance from production bikes. Almost a cross between a slimline and the 75 model. It was more common for prototypes or works specials to differ greatly from customer bikes back then and it was just as enjoyable looking at the works bikes trying to spot new bits as it was riding your own. Getting back to the tyre issue I ran an IRC tubeless on my 73 325 slimline Sherpa, which my mate now owns and the tyre has never slipped off the rim on that so hopefully yours will be ok too.

Yep, I went too. No pictures unfortunately as I'm probably the only person in the world who doesn't own a camera. In terms of same as last year what else can you do. It is intended to display old bikes for people to look at and bring like minded enthusiasts together for a bit of nostalgic chit chat, and hopefully to pick up that elusive part - or bike - from the autojumble that you've been searching for for ages. Wrighty also tries to present something different each year by getting unusual or interesting machinery on display as well but obviously is reliant here on people providing them. I haven't been to a Classic off-road show since they were at Stoneleigh, which were superb with representation from many areas of the trade and loads of private stands. I never went to the previous Coventry shows as they were always on Sundays but I thought this one was pretty good and thoroughly enjoyed myself. Was there from opening until half hour before closing. Lots of stuff on the stands outside to trawl through and as with any show/autojumble there was the usual mix of tat, rubbish and useful items. Managed to pick up a Grimeca front wheel, complete, for a good price so didn't come away empty handed. Had to keep alternating between outside and inside as it was so cold outside, especially when the wind bit. There was the inevitable Rothmans Honda ex-works bike 'verified by Steve Saunders as one of his that escaped the crusher' with supporting documentation. However, it was a twin downtube frame and all of the Rothmans works bikes were single tube. Some of the early red works bikes were twin tubes so I doubt this was a works bike but who knows. Looked nice though whatever. Inside there was a new/unused 300 Fantic for

If you end up needing another carb, Ellastone off-road in Staffordshire have brought a few Honda RS200 bikes and RS200TE engines in from Japan over the years, so may have some carbs there. Don't know their number offhand but they have an ad each week in spares section of TMX.

It's also possible that how well the tyre stays on is dependant upon the make of rim. I've never had a problem with tubeless staying on my Ossa rims which are the old Akront type. I also have a tubless fitted to my Majesty wheel, which is a DID I think and that does tend to slip off on part of the rim but no further. I blew it up to about 90psi recently and left it for a couple of weeks. So far I've only let it down to about 5psi and it hasn't slipped off anywhere although it hasn't had any proper use yet and it will need to go down to 3.5 - 4psi when it does so I'll find out then. Never a problem on the Ossa rims though. I'd guess it's also a good idea to clean the rim edges where the tyre seats with emery or wet and dry to ensure it has the best chance of seating. Tyres are IRC by the way, never tried any of the others.

Yep, I'll be there. Missed last few as they've been on Sundays so at last it is on a Saturday. Looking forward to it but I've given myself four rules. Go in the car not the van No chequebook No cash No plastic That way I can't aquire and bring home any new projects.... Perhaps I should make another couple; Don't borrow any money off mates Don't ask mates who have stands there to bring stuff home for me in their vans

Putting something in the inlet of that particular model would make it perform louder not quieter, surley....

There are some Yahoo group forums which you have to sign up to - no cost http://autos.groups.yahoo.com/group/Twinshocktrialsuk/ http://autos.groups.yahoo.com/group/ty-list/ http://groups.yahoo.com/group/vintagetrialsmotorcycles/ If you are in the UK then Dave who runs ARD in Walsall Wood, West Midlands is very good if you want original Yamaha parts. Advertises inside back page of TMX 01543 452057 Most of the breakers have parts for these if you're after used. Don't know of any specific clubs.

I don't know but it happened to more than one of them. When I did mine I took it to Gaskell's and he knew immediately what had broken and why. Stripping the engine confirmed it and he had a friend who could TIG new pins back on to save on the cost of a new drum. He'd done a few. Never happened on the 250 I had before though. That got hammered up a few steps and bounced back off a few as well.

All depends how tall you are though, Fantic pegs are still too high for me as are most twinshocks and early monos.

I agree, although it depends how much trick riding they get away with. If they ride proper no stop and within the section boundaries my money definetly on Jarvis. Cabestany could do it if he got away with trick stuff to save marks.

I had a 320 when they came out and although I liked it I never really got on with it too well. Biggest problem on them was that if you hit the bashplate hard when going up rock steps or whatever it could shear off the pins on the selector drum leaving you stranded with no gears. Happened to me once at the bottom of a nice welsh ravine (where else - never happens by the carpark does it) My mate had to two me back after the trial on his 242 Mont and it nearly killed it pulling me, him and the 320 up the hillside. Nice bike, just don't go slamming it up rock steps.......

Nice job. Be interested to see what you think of the new riding position. I have been trying different positions for my Majesty footrests and have finally settled on virtually the original placing forwards/rearwards but lowered by about 1 and a half to two inches (I hope anyway as I'm fed up of grinding them off and welding them back on). I had them about 2" rearwards at one point but found it upset the steering so gradually came forwards with them until it felt ok again. With them lowered though it is definitely more comfortable for me as I am about 6' 3" so as you have found, with them lowered you stand in it more rather than on it. Be interested to see if it has any affect on the way yours steers though.

This is one for you Midlands guys who have been using Linley Woods to practise in. If what I have heard today is correct, it seems that this piece of land, used for unobtrusive trials practise by small numbers of people for about thirty years, is now lost. Apparantly, the element of the 4x4 brigade that don't give a sh*t about anything but themselves discovered it and have been doing what they do best, carving the place up and causing considerable damage. This resulted in the residents getting a little miffed and calling the police. To even get in they must have driven through bushes or something because as far as I can remember the only entrance is only wide enough to get a bike through, not a vehicle, although it's been a while since I was there and memory not so good. I was also told they even had a bloody digger in there and if that is true it beggars belief what they were up to. People were supposedly led away in handcuffs but stories always get exaggerated so don't know if this is true or not. So it now looks as though local tolerance of this piece of land has come to an end and no more practising there. Any of you local lads that ride over there know whether this is true or not. This isn't an attack on all 4x4 users as obvioulsly any group of enthusiasts has its irresponsible element, just like off-road motorcycling has, but this comes just 2 weeks after we lost a cracking section of a local enduro course (used for club organised enduros and trials) 4x4s have been on the farm and left ruts so deep all over the wooded hillside section that it is now unrideable on an enduro bike without risking serious injury. This means that the most technical and enjoyable part of the course is now unusable for enduros.

CDI units gave trouble on 04 280 Pro. My mate's bike had the symptoms you describe. I borrowed it for a trial, rode the trial ok, parked it up and had a go on my mates Sherco. He went to try the Pro but it wouldn't start at all. Got back home, checked it over and no spark. We phoned GasGas and they confirmed that the CDI units gave trouble. Fitted a new one (not under warranty I might add, we had to pay for it - why is it that things like this are never fixed under warranty when they are known problems, really pees me off. With the new CDI fitted the difficulties with starting disappeared for good so maybe your CDI is the cause. No idea how to check them other than borrow one off someone else whose bike isn't giving problems and see if that cures it.

Sadly no, the jig has been put away for good. I managed to get a go on Nigel's own bike after the Lakes last year and was really impressed with it. It just felt right from the off and I loved it. I spent about 20 minutes on it in some woods down the road from the shop and just rode it. There was nothing to think about such as 'if this was like that, or that bit did this instead of that I could like this' - which is a sure sign everything is working correctly. Steering was good although it would have been nice to have tried it in some mud and up some rock streams as well to get a more balanced idea but I don't think there would have been any nasty surprises. Front suspension is Piaoli (spelling?) but it is revalved and gave a beautifully plush action for the full length of travel. Not the usual bouncy feel that modern forks have. The motor was superb, smooth as silk, no snatch or jerkiness coming off the throttle, it can be ridden without the clutch no problem. When you open it up the motor pulls really strongly, is absolutely linear in its delivery and revs to oblivion. The only thing I wanted that wasn;t there was the induction roar the TYZ has which I really like the sound of..... sad eh. If I could have bought it off him I would but he will never sell it. If only Yamaha has done something like this it would have been one hell of a bike. As usual, as with anything that is a one-off or an unusual idea, the bike has had its share of knockers who have criticised various things about it but as with the 4RT, they have never even ridden it so criticism of its capabilities are without substance. Just seems fashionable to knock something new, innovative or different. Obviously it is each to their own, I like the look of it and the way it goes, but then I am a Yamaha fan and also have a lot of respect for Birkett's development abilities. PS It is NBT - Nigel Birkett Trial at a guess. NJB are the shocks made by Norman Blakemore

If it was already 2 years out of date when it was introduced in 93, PLEASE explain how it was winning Nationals in 98..?????????? If it was as bad as you suggest it wouldn't have made it through a single section. You're making statements which have no substance or fact to back them up. As for the steering, the two main faults I found were not much lock and the front had a tendency to push out on mud when turning tight. However, as I said in my earlier post it didn't matter back in the early 90s as trick riding was in full flow so better riders hopped bikes, they didn't steer them around turns. Up rock streams though the steering was as good as anything as the front suspension works beautifully if set up right. As for home-made Pre65 bikes steering better so what. Proves or means nothing. It's not exactly difficult for someone with engineering skills to copy the steering geometry of a brand new GasGas Pro - probably the best steering trials bike in the world.

I think people are still being too quick to judge this bike. The indoor series is not the place to do that. It's a show, like a circus. They contain virtually the same sections (or close variants) whatever the event and the only difficulty the 4RT is having at the moment is the big splat sections. But who in club or centre trials is going to have to worry about those? On the more technical stuff Doug has more than matched the others on occassion and he is, as usual, riding his nuts off trying to get a win. It may happen, maybe not, and I really feel for him as the frustration must be crippling. However, indoors bear no resemblance to real trials. Ultimately what does the outcome of the inddor matter - apart from to a rider as they like to win everthing they enter. Outdoors is what really matters and by the time they come around the 4RT and the skill of its riders may be just as competitve as the others. LeJeune won 3 titles on a four stroke in the 80s against what should have been lighter and more competitive 2 strokes and both he and Saunders came within a whisker of doing it again on the RTL. No reason why history shouldn't repeat. Outdoors is not about leaping from one pallet to another, over and over and over and over again

I certainly agree they were hideously overpriced compared to the opposition but that didn't stop them from selling in the UK. So I don't understand the comments that they were a commercial failure here which is why Yamaha withdrew them. They had a production run from 93 to 98. That's 6 years and typical Yamaha, continue with a model without major development as it keeps selling. Just like the TY Mono which by the 90s couldn't match the other bikes in terms of capability. It was still a great clubman bike yes, but you wouldn't win a national on one by then. By 98 the TYZ was lagging behind the opposition so sales slowed up which is why Yamaha discounted the price. But they all sold, Yamaha have't got them all stockpiled somewhere have they? So I don't understand the less sales/commercial failure view.

OK then, just for the record, I'm all for live and let live and everyone has a different opinion of what is good and bad, fashionable or unfashionable. It's what being an individual is all about and I don't let the fact that others don't share my opinion of what is good or bad upset or enrage me. Sheer stupidty and rather bigoted to do so. But, if the TYZ was so bad perhaps someone can explain to me how one of the Huddleston brothers won the Expert class of the British championship riding one when it was already a few years old, more than once I believe, against riders on the far superior Beta, GasGas, Scorpa, Montesa machines. And also how Dan Thorpe, Adam Norris and Rob Crawford won National trials on TYZs. In fact, I don't think Adam Norris ever got the same results on the Beta as he did on the Yam. Sure they haven't got much lock for tight turns but remember the rules when they were designed. Anything goes trick riding. Trials bikes weren't ridden or steered around corners, they were stopped and hopped all over the place so steering lock was immaterial. All the other bikes had USD forks so they didn't have much lock either. I had one of the original red Beta Zeros and that had less lock than a TYZ and probably my enduro bike... As for being heavy that's pretty much crap. 60s and 70s bikes are 'heavy'. Yes they're heavier than current bikes, only to be expected. But in terms of actual weight they were no heavier than the bikes they were brought out with, they don't feel heavy to ride unless trying to ride it 'modern expert' style which is dancing it around on the move but that again is immaterial as the type of person riding one nowadays can't ride like that anyway. They look heavy because of their bulky appearance. They are not really any wider accross the footrests than a 315 if you compare them. A Beta Rev3 feels heavy after riding a Gasser but only because the weight is front biased. Gasser feels heavy after a Sherco for the same reason. The actual bikes are pretty similar in weight I'd guess. It's al about perception when riding them. The TYZ has always come in for stick. A bit like the 4RT is now for some reason, particularly from people who have never ridden them. As I said earlier, people love them or hate them. Doesn't bother me either way as it makes no difference to my life. I've always liked them and have accepted the faults I think they have which I mentioned in my original post. I know current bikes are obviously better and I've now retired mine and bought a 280 Pro. But going back to my original question, if they were so badly designed, how did they achieve the results they did at British Championship (expert class) and national level? And if you're suggesting that the TY Mono is better then the TYZ you've been on the bottle.... Some riders may prefer riding a TY Mono to the Z, but the Z will do far more than a TY Mono is capable of. PS; You must have forgotten that when the TY Mono first arrived it wouldn't run properly as the carburation was way out. Shirty did a nice little trade in selling the 'correct' jets (with the numbers ground off) and modified airbox lids to make them run properly - ie what it should have come with in the first place. Not quite what you'd call ' right, and worked extremely well! '

RS we've been here before I think. There must have been something seriously wrong with that TYZ of yours. As said earlier I've had 5 of them and all will easily pull me from a standing start up muddy or dry climbs in 4th. Absolutely no problem. I'm no lightweight either, over 17 stone in riding gear. Between sections it will pull 5th up climbs with little run up. On the flat it will pick up the front in 6th from about 20mph for wheelies. In SSDT you hardly have to touch the gearbox accross the moors as it just pulls. I remember doing the Loch Lomond 2 day in 97 on my TYZ. After one group of sections there is a climb up the side of a mountain that must be between quarter and half a mile straight up skywards. Really steep. The TYZ ate it in 5th gear. Following year I was on a new 315 98 Mont. That wouldn't pull me up in 4th, it just died. Had to stay in 3rd and it was slow going. My mate, also on 98 315 could just pull 4th but he only weighed 9 and half stone. And there was nothing wrong with my bike powerwise either. Hated it actually as it was too sharp. As I said before it is probably the most torquey trials bike I have ever ridden, not the most powerful but definitely the most torquey and flexible. Better than the Scorpa engine - in my opinion. Scorpa is still the more competitive bike though, no argument there, but so it should be as it is virtually 10 years newer in design. The perfect bike for me though would be the handling of a GasGas Pro with the performance characteristics of my TYZ engine. Wish it would fit in the Pro frame.....