woody

That is a 'Spanish' Ossa though with just a few mods. A little different from standard...

It's hard to tell from the picture but it looks like a MK2 (74/75) that has had the shock position altered to copy the MK3. The bottom shock mount is typically where the MK2 would be but the top mount for a MK2 is at the top of the frame tube where it meets the frame loop, right under the rear of the seat. The MK3 top mount is roughly where yours is. The MK3 swingarm shock mount is over the rear wheel spindle - so you have a cross between the two. The MK3 has longer forks than the MK2 - yours are MK2. So, either someone has modded a MK2 to almost MK3 positioning or it is a MK3 frame - identical to MK2 apart from shock mount position. Shocks on both MK2 and 3 are the same length - 13.5" or 250mm, give or take a little. This is a MK2 This is a MK3

Bemrose is probably not a good comparison as it is a trial in its own right which attracted 100 entries in previous years. This year they applied for it to be a Normandale round and still included the normal Bemrose classes. Two trials in one. Normandales were averaging around 90 so put the two together and they ended up with over 200. I know some feel that some of the rounds are too easy (so do I) for the usual Normandale standard. The Miller series caters for the next rung down from Normandale allowing the Normandale sections to offer more of a challenge. Travel to the events is very expensive now from any distance and if some riders feel that they aren't going to get a good challenge, then they may feel the expense isn't worth it. Nothing worse than a 4 or 500 mile round trip to lose a couple of marks and finish 10th. I haven't ridden this particular trial for a while now but when I did I felt it could have been more challenging, along with the Bemrose, Doncaster Cup and Presidents. If you have a five from misfortune (chain off for example) your day is over and that isn't how it should be in a national championship. The clash with the Lakes certainly won't have helped as a good number of riders that compete in the Normandale ride the Lakes too. First time to my knowledge that there has been such a clash and something to bear in mind next year when setting the fixture list.

Well, imagine how many cars there are with reconditioned engines fitted where the engine number doesn't match the logbook. DVLA staff are so vague on their own procedures that you would get 3 different answers from 3 different staff if you asked what you should do. As usual, red tape makes it vitually impossible for us to simply update a vehicle record honestly. I'd leave things as they are, the important one is the chassis number and that matches the V5 and registration. If you do decide to update the V5, you need to provide DVLA with a receipt for the replacement engine from a trader, if bought from one, as proof that it is legitimately bought and not stolen. If you do not have this, or the engine was bought from a private seller, then you would need a letter from the manufacturer (no idea of the poinbt of this...) or an inspection by DVLA to ensure the engine isn't on their stolen list. There are no implications in terms of getting it back on the road. The MOT certificate only requires the chassis number which they usually take from the logbook if you take it with you, there is no requirement for the engine number at MOT. Insurance only want the registration number and although the engine is a replacement it is of the same type so the bike isn't modified. Road licence application has no requirement for engine number.

Don't have any photos and can't get any as the bike is at the back of the garage at the moment where it's been for 12 months with a broken gearbox. All you have to do is get a piece of alloy that is thick enough not to bend under the strain (say 4mm thick?) Cut a rectangular piece (you can 'shape' it if you like) twice as long and the same height as the existing cable housing on the timing cover. Drill a hole in one end and use this to bolt the alloy to the existing cable housing. Dill another hole at the other end and cut a slot down into it to make a new housing/retainer for the outer cable. Cut the clutch arm in half and weld in a piece to make it long enough to reach the new cable position. How long the clutch arm and alloy plate need to actually be, you can work out from looking at the bike. The length is restricted by the fact that too long and it will foul the frame tube. I'm guessing at the length when I say cut a piece of alloy plate to twice the length of the existing housing.

Never knew that. I think Nigel Birkett may have standard size 325 pistons as generally it is the oversizes that have disappeared over the years.

All of the black engines were made as 325cc, it was cast into the bottom of the barrel on the ignition side but ground off on the 250 as yes, the 250 was a sleeved down version. I doubt it was done that way though. I think it was a new liner. There was also something different about the exhaust port between the two but I can't remember what it was now. The 250 had a bigger weight on the clutch OR it was a mod to lighten the weight to get the 250 to pick up quicker - probably the latter. The combustion chamber was different in the 250 head as well I think. All these are outline points, the actual details I've forgotten. The 325 is a very torquey motor, I had one and loved it. Best way to make the 250 perform better, if that is what you are after, is to lighten the weight of the clutch flywheel and maybe ignition side too? A lot cheaper than converting back to 325.

The Bultos, particularly the bigger engine, can slip the clutch when kickstarting. It's not unusual and doesn't mean your clutch is incorrectly adjusted. The kickstart drives onto the gearbox mainshaft, so it has to go through the clutch to turn the crank. Pull the clutch in, it won't drive the crank. The thing to do is not thrash at the kickstart. Just bring it back until it engages the ratchet, which, if your kickstart is fitted at the right angle, should be somewhere around the vertical position. If necssary pull the clutch in and position it where you feel more comfortable with it. Then, on the bite point, push hard, don't 'kick' at it. Thrashing at it is more likely to make the clutch slip than bite. Although they can slip on the kickstart, it shouldn't slip under engine power. If it does it is incorrectly adjusted (or worn) WARNING - when bringing the kickstart back to engage the ratchet, it isn't unknown for the slightest movement of the piston to fire and kick back which, if you're unlucky can put your knee into the bars or the kickstart up the back of your leg. Don't kick it with shoes or pumps on unless you are used to their behaviour.... The MK1 Amal, if it isn't eworn, will work perfectly well on the Sherpa, so if it isn't worn out, use it. My old M92, which I no longer own, has been running on a 26mm MK1 for years and it runs faultlessly, pulls like a train and revs out well. Yes there are better csrbs, but I'd only fit one if the Amal is now past servicing.

You're right - it is - I was just musing (messing) with the 125 to 6 speed 250 hybrid, although I'm not overly familiar with some of the aspects of the 125cc Sherpa. My thoughts on those is that they were a waste of perfectly good metal and worker's man hours..... But, later 125cc Sherpas are 6 speed (75cc too I think) You must have missed my bit about the French 198b bikes.

It's a different stroke definitely but whether it is the same assembly I don't know (ie; a 250 crank might fit the cases) I don't know if it is the same 6 speed gearbox as used in the 340 either. I was just musing really. A lot easier to turn a 198a into a 198b clone if you like the style of the b better than the a.

Find a 125cc Sherpa (they're 6 speed) take one 198a and put the 250 top end on the 125cc bottom. Modify rear frame loop to 198b spec, fit 198b airbox, get a square section swingarm made, paint blue/white and there it is - a 6 speed 198b clone. In reality, I think there is little difference between a 198a and 198b. Colour, airbox, swingarm, sidestand and frame loop.

Not all, both the 340 and 250 came with plastic tanks as well, I know someone who had a 340 new with the plastic tank. The alloy tank is a bit squarer edged than the plastic and can be prone to splitting along the seams where your legs rub (as in every single one I've head - they're a pain)

only a little bit.. it's nearly christmas. edit:- I've found who has it now, so no need for anyone to contact the seller thanks.

Forks between 180 - 200cc of SAE 10W Gearbox 800cc of any modern gear oil such as Silkolene light. I've never used ATF so can't comment but can't see any reason to use it in place of proper gear oil. Barnett clutch plates work well (from the USA - probably ebay) They clear perfectly and because they are higher friction you can back the tension of the springs off more. Moving the cable locator and lengthening the clutch arm gives an acceptable pull on the clutch along with the lighter spring tension. For the engine I use 50:1 with Castrol TTS (or whatever it's called now, they keep rebranding it) but again,any modern 2-stroke will do. Spark plug I can't remember but NGK BP5ES through to 7ES should be ok.

South Birmingham MCC are hosting the next round of the Sammy Miller series on the Clee Hill on 23 October. This location offers a good variety of sections including Groups such as Bedlam and Park Lane, natural rocky streams that were used when the Greensmith ran as a full British Championship trial back in the twinshock days (although the Miller round isn't as hard as the trial was back then...) A central location means travel from most parts of the country is reasonable. There are the usual 2 routes with roadwork linking up the groups, for what will be an excellent days sport for twinshock and pre65 competitors, solo and sidecar. The Miller series offers a reasonably gentle standard of sections which are on a par with most classic club trials, so with 2 routes, there really is nothing to stop you having a go. Forget anything you hear about these events being put on to cater for only the trick Pre65 bikes. There are always a few big rigids taking part and if it is good for them, you really have no excuse on a smaller bike. Especially when 2 routes are on offer. These traditional one lap events take a lot of organising and without the support of riders actually entering they are in danger of ebbing away and once gone, they won't come back. So get onto Tim Fairbrother for an entry - 01562 754827 for regs - or better still, download them from the ACU website. There are enough twinshocks and Pre65 bikes sold on ebay so come on, they're for riding not looking at, drag them out of the sheds or from under the hedge and get your entry in. We have to keep these old trials going and the only way to do it is by entering them. Otherwise it will be a few sections in a flat field over drainage pipes in the not too distant future.

ok, I haven't but hopefully the title will have caught the eye of Andy or one of the administrators. If so, I am still trying to contact the seller of the Bultaco advertised on 1 October in the classifieds. There is no phone number or email in the ad and I have no idea if the contact seller function is working. It seems to do nothing. Would one of you be kind enough to pass my email and mobile number to the seller as you will have their ID from the ad. If they still have the bike they can get in touch. Thank you dajwood@aol.com 07931 669549.

If you are the seller of this bike can you send me a PM or email to dajwood at aol.com I've tried the contact seller function but it appears to do nothing so I have no idea if my message was sent or not.

http://www.westofenglandmc.co.uk/home.html

Yes, I'd agree with that if you're not looking for something modernised for dealing with a harder route, or just making the easy route easier... That money should get a bike in trials trim, generally, still fitted with original type forks, wheels etc. Which will be fine if you're not looking at getting serious and tackling harder sections - by harder I don't mean 6 foot rocksteps, waterfalls and drop offs. It's a popular misconception that today's classic trials have all this to cater for the trick bikes. It's all b*****ks. All I mean is, if you are on a pretty standard trials iron, you won't be as competitive on the harder route at classic club trials as the lighter modernised bikes. Easy route, no problem. This has been on ebay a couple of times now and for the price, it looks quite reasonable, a few mods already and the basis for something that could be improved upon fairly easily, if desired, or just ride as is. Don't know why it hasn't sold before but that may help with price negotiations. Whatever you buy though (not just Pre65 either) you will have to spend something on it, so your budget will only cater for the initial purchase.... There will always be something that needs attention, no matter how xcareful you try and be with a bike purchase. http://www.ebay.co.uk/itm/1961-BSA-C15-PRE-65-TRIALS-TWIN-SHOCK-/330613620080?pt=UK_Motorcycles&hash=item4cfa1b7d70

Well, it does seem 'strange' - however, my only purpose in mentioning it is to illustrate how difficult it is (or impoosible) to answer Bo's question about what is acceptable, or deemed within the rules, if building a bike for the event. My honest answer would be not to bother.

Plenty of 4 speed Bantams are used in the trial - I guess you could argue that early 4 speed engines are visually the same as the last 3 speed. But they weren't available pre65 so by the rules, they shouldn't be allowed. Bantams were also in the trial which had the bottom frame tube removed and fitted with a seperate bashplate which also contravenes the 'frame must be of Pre65 design only'.

Nice bikes in good working order and just about the strongest pulling trials motor of the day. They pull like hell. Edit - I tried to colour my answers in red but it won't work for some reason, so hope you can pick them out ok

Personally, I can't see the increase to 1000 making a scrap of difference next year. There will be 2 factory Hondas and 2 factory Yams which will probably be untouchable by the rest. The satellite Hondas and Yams won't live with them. The Ducati is screwed beyond comprehension with the 'maestro' at the helm so what are the satellite Ducati teams going to end up with. Who'd want one? I'll be surprised if the new class bikes get anywhere. Expect more of the same, Stoner, Pedrosa and Lorenzo doing the winning, Spies maybe and the rest...?? Unless Ducati pull something out of the bag for next year. I'll still watch it though. Even if a race is a bit boring, at least they only last for 40 minutes, so it's tolerable.