woody

Not sure now - I thought they did a 306 long and short stroke - I'm gonna have to consult my book now and have a look. PS - It was a complete replica bike that was on e-bay, not just a frame. Don't think you can see it now as it is long gone but you never know if Big John still has the URL or e-bay item number. I don't unfortunately. I've a picture of Shepherd's 360 somewhere which is pretty similar in looks to the 306. If I can find it I'll post it later

The Scott enduro Jackets are well worth considering. Alan Wright sells them and will no doubt be at one of the shows. I bought mine for the Scottish last year, 6 days of continuous, pulverising rain, and I was always dry underneath - apart from the tears running down my neck anyway.... They're perfectly suitable for trials use, not too heavy or restrictive and around the

Well, I'm no expert on this subject but this is what I know, or more accurately, have been told over the years. There were 4 replica frames made by Jim Susans. These were of the old 306 Hondas as ridden by Miller, Shepherd, Jeffries, Higgins and Co. At some stage, four original works engines and exhausts were made available by Honda and built into the frames, presumably after Honda pulled the plug on its trials effort, by which time the works boys were on the 360. Exact replica tank and seat units were fitted which included the sculptered cut-out in the underside to clear the camshaft cover. They may even have been from the original batch made for the works bikes, don't know. Don

He didn't just win either, he murdered them - apparantly lapped everyone apart from Eddy, and only failed to do that as he pulled in on last but one lap to snatch a drink as his mouth was dry. He is some rider...

If the clubman route was eased next year, I'd put money on there being just as many people complaining that the the trial was not enough of a challenge as have complained that it is too hard this year. It is definitely a no win situation putting on any kind of trial, let alone one of this magnitude. I wouldn't like the job of plotting 80 sections and trying to judge it right, especially after my sections were deemed over the top by some in our centre trial last week.... they weren't though and it does rile when you've spent two Saturdays hacking out new hazards and leaves you thinking b####cks to it. My own thought on the Lakes is that yes, it was hard, it is a national after all and should offer more of a challenge than a centre trial, but I enjoyed the weekend and with a few exceptions I don't think it was too far away from ideal. Just a handful of sections could do with modification, such as Saturday's much loved grassy banks before lunch and a few others where trick riding would be required to achieve cleans, but out of 80 sections there will always be a few mistakes. There were plenty that were easily cleanable and if you are sure you can't clean a section, one or two well thought out pre-planned dabs could get you through. Admittedly there will always be some sections for the average club rider that will generally be a 3 at best, there have to be, but if you just happen to hit the right line and achieve a better score than 3, even a magical clean which does happen, the sense of achievement is high and it is one up on your mates who have sprogged through it. In terms of someone taking charge, I don't know the individuals involved in staging the trial, but surely this is what the COC does and as has already been mentioned, he was around most of the groups (uncannily, always sections where I spun out, remarking through a grin that he thought TYZ Yams gripped) and was aware that some sections were asking a lot and I'm sure this will be addressed next year. It is noticeable that in the last 2 or 3 years, sections are tightening up a little and with the natural terrain in the Lakes, there is perhaps no need for it. I'd certainly prefer more stream sections than rock outcrops, grassy banks etc. but getting the right mix must be difficult and I have no idea what problems the club may have in gaining permission to use land. I would definitely ride it again without any changes next week if I had the chance. Trials like this are too few and far between. I realise not everyone will share this view but what is required if people are really unhappy is constructive suggestion to the club on where sections were deemed unsuitable. Stinging criticism will just deflate the efforts of those who work hard to stage the trial - look how many stood out on the moors all day just to ensure gates were closed - and possibly discourage them from doing it again. As Hillary says, who else would fancy taking on the job next year knowing what you may be in for if the standard is judged wrong by the riders. It would be criminal if a trial like this was lost - long may it continue - just don't make it any harder......

If you know Chris Slack, who is from around your area - I think he runs or assists with the running of the Peak Classic club - speak to him. He rebuilt a 350 Gripper not too long ago and made a superb job of it, looked like new. Not sure what condition it was in before he started the rebuild so maybe it didn't need many parts, but he may be able to help. They have one trial left this year at Mick Andrew's place. Not sure of the date but it will be in TMX. Maybe worth going along to see if you can find him. He rides a Majesty now. There are some Grippers in use down south in classic trials, and Steve Bisby from Sheffield runs one in the ACU Classic series, so there are a few out there. If you are prepared to hunt, you probably will find most mechanical parts - piston and con-rod should be no problem in the states - but if you do order one make sure it is an Ossa one. The Yanks also fit modified Yamaha rod kits to Ossas, mainly Phantoms as they are much stronger than the Ossa one, but these require the crank webs machined to take the larger big-end bearing so they aren't a simple replacement fit. There are some reputable US traders listed on Mats' site. The main problems with parts start if you are missing anything other than the airbox such as exhaust, tank, side-panels, sliencer etc. These can be very hard to come by. Don't give up on it. The engine isn't as bad as I've probably made it sound to work on. The Bult is without doubt a piece of cake by comparison but really you just need to watch the shims and be patient. If you trust it to anyone else make sure they know Ossas.

Ossa website address; http://hem.passagen.se/ossa/

The things to watch when splitting the Ossa crankcases are the shims. The crank will have shims on it and the gearbox mainshaft, layshaft, selector drum and kickstart shaft will probably all have shims on them, possibly at each end. When you split the cases, the crank and gear train will remain in the right hand case, do it slowly so that nothing falls out, that way you can note exactly where the shims are in order to put them back in the same place on reassembly. Some of the gear shims are paper thin and can stick to the bearings when you split cases rather than stay on the shaft, so check that also. There is also a shim, approx 1mm thick from memory, which sits behind the outside gear cog on the clutch side of the mainshaft. Watch you don't lose this as that gear can slide off the shaft when cases are split and the shim can go with it. Then again, don't be surprised to find only one or two or no shims in the entire engine, depends on how it was shimmed at the factory or by whoever last had it apart. If it ran ok last time you used it and the gears selected ok I'd just put it back together with the shims exactly as they are now. To shim an Ossa engine from scratch is a time consuming nightmare. It's easy to see why a lot have just been put back together without being shimmed. If the shimming is out though you may have gear selection problems. Some seem more fussy than others. The only special tool you may need is to remove a tapered fit sleeve on the clutch side of the crankshaft. Can't remember if the Gripper has this. The MAR does as it is for the cush drive. Grippers didn't have the cush drive, but not sure about the sleeve. Best to speak to Jeff on this. Have an impact driver ready to remove the crankcase screws. If they've been in for a long time chances are they'll be stubborn. The heads are soft and can chew easily, especially if the screwdriver is not a good fit. Best loosen them with a driver but watch not to smash the cases by getting over enthusiastic. Also remove the selecter drum spring and housing before splitting cases. This is a large screw, say 1.5cm diameter, in the right hand case somewhere under the final drive sprocket. Removing this takes the tension off the drum and will stop the gear train being pushed out of the right hand casing when you split them due to the tension of this spring on the drum. Just makes retaining the gear train in one lump easier when the cases come apart. Get a manual from Sammy Miller as it covers most of this. Although it isn't for the Gripper the MAR engine is identical in terms of disassembly and assembly, apart from maybe that sleeve on the crank. There is also a good website, can't remember the actual address but it is run by a Swedish guy called Mats Nyberg. If you search under his name you'll find it. Loads of links to various suppliers and you may also be able to download a manual. You may have to look the States for Piston and Con-rod kit if you need them and Jeff or Miller can't help. The parts situation in the UK is not good for Ossas, especially Grippers and the various breakers have nothing left. Bearings and seals though can be had from local bearing company so no problem there, including the O-rings that seal the gearshaft and the Kickstart shaft (in the right hand crankase for the gearshaft and the clutch case for the kickstart and gear shaft) Worth replacing these as if the one in the right hand crankcase leaks after you reassemble it is another strip-down to replace it. Can't think of anything else at the moment other than to say good luck as they can be a bitch to work on.... Just getting the engine out of a Gripper frame is a trial of patience. Whoever designed that layout must have been on drugs and you may need a few yourself after an hour or so's wrestling

Jon, none of the venues we (midland centre clubs) use for events are open for general practise as far as I know, although I guess some of them may be if you live locally to them and know the farmer/landowner, as you do with Hobs Lane. I think if you just want time back on the bike to get bike-fit again, Linley woods is as good as anywhere. We used to go regularly 10 - 15 years ago and had some mega sections. There's probably still a good few bits from our bikes lying around over there... idea - must go and find them and sell them on ebay as broken up junk seems to fetch good money on there... There aren't any dedicated trials shops anywhere near now, as far as I know. I tend to get my stuff from wherever is convenient at the time. Alan Wright (Tri-co) has a fair bit of stuff but no shop, trades from home in Solihull and usually has a stand at the shows. Don't have his number but sometimes has ads in TMX.

Jon, your addition to the practise areas section han't worked, there's nothing in there for Staffs. I'm curious now though - where do you practise? I'm in Streetly and I can only think of Linley Woods (haven't been there for ages, thought it was off limits) St Margarets (definitely off limits and no longer an option due to redevelopment and security) Clayhanger at Brownhills (good for enduro practise too but police are getting interested) or the farm at the back of the power station at Rugeley although the council have him closed down for the moment I think. Need all the practise I can get at the moment with the lakes 2 day coming up. Haven't ridden all year due to string of injuries and mishaps so well rusty. So is the

The category for British bikes in the ACU classic series actually caters for British bikes up to 1975, not 1965, it's no longer called pre-65 class if I remember correctly. Twinshock category caters for twinshocks that don't fit that one. The original pre-65 date in classic trials was indeed to cut out the 4 speed Bultaco as it never stipulated British bikes only, just pre-65, so back then, before the top guys had 'developed', modernised or whatever their pre-65 bikes to their current level, an original 4 speed Bult would have been more competitive, as it was when they first appeared. Don't think todays trick pre-65 bikes have anything to fear from one of those early Bults though -they're now a dinosaur by comparison....

Dabster, you poor misguided lad. Remember Adam Norris had some of his best ever rides on the TYZ and put up some best on day scores (or at least joint best) if I remember rightly in Scotland. The Spanish guys around him that week looked amazed and couldn't believe the way he was riding it. Or was it that they'd never seen a TYZ before The finishing stats forgot to include the Sherpa. Someone in another post mentioned it was a different colour from the one that started. Don't know about that but weren't some Gassers as well what's good for the goose and all that. So Dabster, does Paul Garratt's sterling effort on the Sherpa inspire you to get entered on the 340 next year......... Go on and I'll enter with you on the Ossa. I've got a few, so one for each day should do it

You're right with The Butterfly but not Bradford. Maybe they meant Broughton as he lives in Broughton-in-Furness and it was mis-heard somewhere along the way.

I had the same problem with my 02 Rev 3. OK up to a quarter / third throttle, then it wouldn't rev any further. It was the stator. I had it replaced under warranty as it was less than a year old but I doubt you will get it replaced under warranty now, although you should in my opinion as it is a known problem on all models of Rev 3. The stators can be faulty. Why they can't sort it I don't know. If you can't get it done under warranty and a new Beta one is expensive you can have yours repaired by Bradford Ignitions. He advertises in TMX under Services and also has a website, something like motoplatuk but can't remember exactly.

Nice picture. He deserves a mention and a photo for being brave enough to tackle the Scottish on the Bult. He told me last year he was going to enter on it and I said Don't do it, it's too hard for a twinshock these days, but he was determined and I'm glad to see he's still hanging on in there (I think anyway as I can't see today's results yet) Good luck Paul and here's hoping you finish.

I agree with you here although it depends what it is being used for. I have started to do one of my Ossas with discs but only to ride in the odd modern event where decent brakes are needed. I'd never ride it in the twinshock championship here in the UK and I don't think it should be allowed although there are no rules yet to prohibit it, but I agree that it is not really in the spirit of the events.

Yep, that'd be good if it could be done, with the advantage that the fork leg is left unmolested and therefore retains it's original appearance. Can also be transfered from bike to bike as well.

Yep, that'd be good if it could be done, with the advantage that the fork leg is left unmolested and therefore retains it's original appearance. Can also be transfered from bike to bike as well.

Same here. I can never see them on the same night as the link for the day's results never becomes enabled until the following morning (for me anyway)

That is a good way of mounting a bracket on the mono, it was an aftermarket option here in UK, but the twinshock Yam forks don't have the lug on the lower leg for the brake plate for the torque reaction. They had bolt on torque arms so this method isn't possible.

The biggest problem is mounting the caliper. If you know someone who is very good at aluminium TIG welding and does a neat job you can have a mounting bracket welded to the fork leg. It shouldn't distort the leg as I've had an Ossa leg done by a friend who is an exceptional welder, although TY175 legs are pretty spindly. The alternative is trying to fashion a bracket that somehow clamps to the leg. What I did was to make a copy of the caliper bracket of a Marzocchi fork leg as fitted to an old disc braked Beta, Fantic, JCM etc. (air-cooledtype) and mock up a fitting with the wheel and caliper from same bike on the Ossa leg. Only problem is that like the TY the Ossa has its spindle directly under the fork leg whereas the Marzocchis are leading axle so the caliper bracket needs to be shaped accordingly to get the caliper to sit correctly as the wheel and therefore th disc sits further back in the Ossa forks. Once that was done I had a bracket machined properly out of alloy (another engineer friend - what I'd do without 'em I daren't think) and then had it welded on. Then use the wheel and caliper from the same bike. There are a few being broken now. The old type discs and wheels aren't as 'attractive' or efficient as the more modern type but chances of getting reasonably priced modern stuff is slim. Before doing that however, have you tried genuine Yamaha brake shoes in the hub. The friend of mine who is the engineer has a TY175 and his front brake was poor also. He ditched the aftermarket shoes and used genuine Yamaha ones (there are about 4 different compounds apparently) and it worked perfectly. I've bought some for my Majesty but haven't been able to try them yet. They are the same as Yam mono rears, supplied by Steve Goode. Try him on 01938 850544 and ask for the same shoes that I've had - he'll know what you mean. They are around a tenner if I remember. Cheaper to try that first before going the disc route - which may be frowned upon anyway, depends where/what you ride. Dave

Thanks Kinell. Another new new on the trophy then. If anyone knows if the full results are posted anywhere at some time can they post the link.

Anyone know the result? Haven't seen them anywhere yet.

In terms of twinshock regulations, the only ones that exist from the ACU as far as I know are for the National championship. As Dabster has mentioned these just state that the machine must have been manufactured orginally using twin shocks. Not sure about their positioning. There is no mention of disc brakes as far as I know but I wish they would state they aren't allowed as they give an enormous advantage on sections where brakes are an asset (Phil King for example with huge drops down steep slippery banks with little run off at the bottom. No brakes = 5) It just enables people with engineering skills or money to fit them and gain an advantage. Twinshocks didn't have discs and for the National championship I don't think they should be allowed. Club trials is a different matter and it is down to individual clubs what they allow. Most modern clubs won't care as they just want people to ride and enjoy themselves but if it is a classic club and they have a championship then I think again - no discs. I'm not actually sure how much further the last/youngest twinshocks can be modified or improved in anyway other than what you would call minor tweaks to footrest position, shock angle/position, steering angles, exhausts etc. Engines on most have more than enough performance, front suspension units all worked very well by then so there's not that much to do. I don't think there is a problem swapping period components over, eg; 300 engine into 240 Fantic, fitting front forks and wheels from other makes, as it could all be done at the time but where do you then draw the line. An engine from a 305 into a 240. Engine from an air-cooled mono beta into a t/s 240. Yes or no? Neither was available in the twinshock period ie; pre '85. I have a spare Majesty frame and a TY Mono engine. I was going to build a Majesty using that engine as the last works Majesties were 6 speed and a different engine entirely from the Majesty lump, and different frame too I think (Peter Salt rode one in the early Sebac days) It would be a sort of copy of one of those but I'm not sure if it would be 'cheating' or not although it is again something that could have been done at the time as Yam monos were out in '83. As regards the Cotswold Majesty and the ER, my own view is that it is nice to see another variety of bike out there which is at least within the spirit of the game. They're different, as they're new and it adds interest. OK, they can be fitted with modern Paoili forks but I don't think they give that much of an advantage. However, they don't have discs and it is still something that could have been done at the time with any fourstroke engine in a mini Majesty frame. This is an interesting debate which could provoke all sorts of argument/thoughts but for me the biggest issue to address is no discs in the National championship before they creep in. The next issue for me is to address the routes and classes in that championship before it turns turtle again but that is for another thread. PS Dabster, that Yam mono with the twinshocks grafted onto it is alive and well and still being ridden down in the Wilts area in Bath Classic and Golden Valley events. Yes it's ridden in the t/s class and as you'd imagine is oh so slightly superior to the more legitimate tackle...

Hey Ringo, don't get the wrong idea now, not upset this end. Just thought I'd give you a tongue in cheek ragging for a bit of fun as I thought your response was open for it . It's all for banter and I knew you wouldn't take it lying down - although maybe you're used to being in that position in sections riding one of those Montmessy machines... Anyway, does anyone think any of us have helped JT25 with his original question...... or has it put him off trials for good