woody

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

You're not the only one who'd like to know that one I think. I saw some very trick bikes allowed to ride last year without being docked the 10 mark or whatever penalty for 'non-originality' (that's a laugh) Other less trick bikes were docked the penalty. Depends on the components that they consider trick I think - or who you are. They definitely don't like after-market frames such as Otter, Faber or Wrighty's Bantam frames, but the copy James frames are ok though with modified steering... Looking at Andy's pictures I am sure I recognise a Bultaco frame housing a Triumph lump. I'm sure it is but it's partly obscured by rider so I could be wrong. Seems almost anything goes for engines as long as it's not externally obvious. Some cubs sure go and sound like Hondas. I entered about 7 times on a friends 1953 500 Enfield which is original and was unsuccessful every time so I have no idea how to get in. I gave up trying a couple of years ago.

Can you smell BS???? Definitely - if he was on the 315. On a Scorpa he may have made it..... Dear Ringo, your sarcastic broadside at my comments displays an arrogance that suggests only your opinion counts. My opinion was just that - an opinion. I actually said I didn't criticise anyone for their choice of bike. Each to their own and none of my business. I know you didn't say the Scorpa didn't have enough power as I read your post. If you had read mine properly you'd have noticed I never mentioned you or your post. Merely my opinion and surprise of other views that the Yam engine lacks power, based on general comments in this thread and others. Shame you didn't know about the STOCK two states of tune the Scorpa is available in too. Also mentioned in mine and DG's posts. Hope that foot tastes really bad. At least I haven't got mine in my mouth

I have to say it leaves me open-mouthed when I hear people saying the Yam engine hasn

Try Steve Goode at Welshpool 01938 850544. He stocks petrol taps for the Spanish bikes so may be able to help.

I've always used between 180 - 200cc 10 grade per leg in the Betor forks as fitted to Ossas and Bults. Lower amount to achieve softer action, higher for stiffer. I used 200cc 10 grade in my 74 slimline and they worked very well. In my opinion 30 grade is way to thick for forks and with good quality modern fork oil available these days I don't know why anyone would want to use the Auto trans fluid. Ultimately though it's down to personal preference and experimenting with volume and grade but the above spec. is good starting point.

Blissy photo was from Lower Norcott Farm group I think, only used by South Birmingham in the Mansell and the odd Midland Centre trial. Agree that the 4t Majesty is a nice looking bike - apart from the rear mudguard - prefer a better shaped one myself but other than that they look, sound and go like the dogs doodies. They are quite pricey but I imagine it will run forever with minimum maintainance so if it is your only bike it balances out over a period of time. Jon hasn't got a website. He'll be at the next round at Bootle though and all of the rest I believe. He had an ad in TMX very recently with a contact number.

Correct Dabster - and they are still a passion even after its crap brakes and duff clutch cost me 6 soft marks on 2 soft sections at the Mansell on Sunday. The frustration which finally burst forth in verbal form at the penultimate section was probably heard echoing around Wenlock Edge for hours afterwards. Wish I could help with where to get an airbox for a Gripper but I had the same problem when I rebuilt a 250 and 350 couple of years ago. Both were mashed but couldn't source one anywhere, even from the states, new or used so had to improvise with them and patch them up. Chances are though any used example you locate will be next to useless as they aren't the best construction. They can break apart at the mounting points and crack open here and there. I daresay that Spain would provide one (I never tried as I can't speak Spanish) and there are several specialists on Mats Nyberg's Ossa site that you could try. There is a story that somewhere in Barcelona there is a lock-up or such where there is an Alladin's cave of Ossa stuff, spirited away from the factory in the dark days before closure but no-one seems to know where it is. One day I will make the pilgrimage to find this Holy Grail of Ossaland. If I were doing a Gripper again I'd get an airbox made from alloy and re-position the mounting lugs so that it can be removed from the bike sideways through the frame tubes - from memory it has to come out the back which means back wheel out. Memory not so good though as I've tried to erase my time working on the Gripper..... Depends whether you're bothered about originality, personally I wouldn't be as I'd rather have an airbox that I can remove easily and that won't break again. It can also be designed to take a top loaded filter such as TY/TYZ Yam or Scorpa SY which are available and make servicing easier. As I recall getting Gripper airfilters was also a problem when I had one. If you're busy modifying it, moving the footrest position down and back and replacing them with modern pegs improves the riding position a lot too in order that you stand in it a bit more rather than be tipped over the front. Depends how tall you are and whether it bothers you I guess, but I've done all my Ossas and it makes a worthwhile difference to riding position/comfort. Hope you get it sorted.

The bike in Marky G's last picture is the bike that we get in the UK at the moment which retails at

Try speaking to Steve Goode 01938 850544. He may not have parts but may know a contact, who the original importers/dealers were etc. I remember a mate of mine bought one of the first when they came out and it was a seriously pokey bike. I've also noticed there are some being ridden in Spanish twinshock championship trials when I've been looking on TODO Trial Classic website so there may be some spares back-up there if things get desperate. They're badged as Merlins there I think.

Norwich Union will insure up to 4 bikes on one policy. They have most off-road bikes listed on their bike portfolio. As long as the bike is registered you just insure them fully comp or Third Party fire and theft. If unregistered they will insure them on the chassis number whilst you get it registered as yuou need insurance to register it. Although only one policy, each bike has it's own certificate which means for payment of one premium all bikes are insured, unlike their old rider policy where it was just the bike in use at the time that was insured. The premium is generally based on the highest rated bike. For example, if you have a bike insured with them which is say group 15, other bikes in lower groups can be added up to a total of 4 with no increase in premium, just an admin fee maybe. If one of the bikes added is a higher group, then the premium is revised and based on that bike etc. I've got my road bike, 2 trials and an enduro insured for Third Party fire and theft for about

Nice bike. I'm building a 320 Majesty at the moment to a similar colour scheme, just hope it looks as good. Did you by it from someone near Stoke on Trent? I'm sure I saw it at a trial near Cheadle last year, looks like the same bike.

As previously posted, Craig Mawlam bought up the remaining Majesty stock from John Shirt. Depends on how much you want to spend on this project but you can buy a brand new 200 Majesty frame from Craig as well as other bits and pieces. I have a brochure with his contact details somewhere, as soon as I find it I'll post them. Otherwise you could look at the twinshock site run by John Cane (who also runs trail and trials UK, specialising in parts for old Yams - advertises in Vintage section of TMX) There is a picture gallery of twinshocks with quite a few Majesties. Craig also posts on there as MajestyMoto so you could try contacting him from that - might be quicker than me finding the details. It is a Yahoo site and you'll need to sign up to view the contents but it doesn't cost anything. Address below. http://groups.yahoo.com/group/Twinshocktrialsuk/ The other source for Majesty info is Nigel Birkett. If there is anything he doesn't know about Majesties, it isn't worth knowing

The only problem in trying to identify Ossas without seeing them is that as the bikes were so similar between 74 and 79, if previous owners have repainted or modified them in any way it is almost impossible to tell which model it is from a description. 71 - 73 bikes, the MK1, would have had fibreglass tanks with broad green stripe as Big John said, bolt on carb, flat fork bottoms and a short wheelbase due to a shorter swing arm. You can tell the short swing arm as the shock mounts are virtually right over the spindle. Mk2 74 - 75 had the alloy tank, rubber hose fitted carb larger diameter crankshaft assembly, the toolbox built into the left hand sidepanel and a 1" and a bit longer swing arm (spindle sited rearwards of the shock mounts) Different forks were fitted with bit where the spindle passes through now shaped and rounded. Thinner green tank stripe came down from the filler cap and swept back along bottom of tank to rear - very different from MK1. Detachable rear 'cherry bomb' shape silencer added. 310 model also introduced with red / green stripes. MK3 76ish was a MK2 with longer front forks and the shocks canted over at more of an angle, the rear shock mount is down by the bottom rear sidepanel screw. They were then fitted with a longer front pipe followed by an hideous, longer rear silencer which was now welded to the middle box. 77 - 78 model was green tank and sidepanels, black frame, white / tranlucent (and very breakable) mudguards. New style fork yolks painted black. Around this time they moved the rear top shock mounts up the frame a bit, shortened the swingarm again and slightly changed the shape of the tank and sidepanels. The barrel fins also had cut outs in them making them look different from earlier models. 79 model got a green frame and mudguards and somewhere along the way got different porting (so I'm told but that may also apply to 77 - 78 model) 80 Then came the Gripper...... Anyway, enough of this waffle, there is a good site for Ossas with loads of info run by a Swedish guy called Mats Nyberg, link below. If you have the engine and frame numbers - they are identical 6 figure numbers except engine is prefixed M, frame prefixed B - there is a link on the site to a reference sheet by a Giovanni Dughera where you can check the model type against the frame number. As engine / frame number on a bike always matched, you can date both the frame and the engine from this chart. The early bikes are listed as MARs but the later bikes are refered to as model type TR, ie; 250 TR77 would be a trials 1977 model etc. One thing to be aware of though is that parts for Ossas are becoming harder to source in the UK although via the web you can get virtually anything from the USA. Hope you found something useful in all this waffle, I'm not an expert on Ossas, just that the MAR is my favourite trials bike (most of the time..) As someone else said, Keith Horsman who lives accross the road from John Lamkin's place also knows a fair bit about them and used to modify them for Ossa UK. Link to the Ossa site is Mats Nyberg Ossa

I'd say most of the 80s bikes had decent drum brakes. Yams, T/S or mono are good, ditto Hondas and most of the European bikes had Grimeca I think, which also work well. They had better feel to them and generally worked when wet, unlike 70s bikes. I guess a lot can also depend on the material used for the lining, of which there is probably a lot more choice nowadays. I've fitted a TY T/S front wheel to my Ossa and it went straight in with just a new spacer made to fit. It works much better than the Ossa brake, although the bike itself isn't really suited to clutch / brake style riding.

Does this mean a return to the Classic series on the 340 is on the cards for 04? Having ridden the Phil King last year and used virtually every body part against very hard and oh so solid trees as some form of braking device for the Ossa down some of those big slippery drops, I'd suggest you look to finding a mono front wheel for it as well....... Good trial though. Looks like they have some good events scheduled next year to hopefully get the series back on its feet.