schmorgas

Allan Jefferies Trial 2016 10th July 2016 Just a quick heads up for you to pencil the date in your diaries for this years Allan Jefferies Trophy Trial. Work began on planning and assessing options for this year event way back in August of last year – barely a month after the 2015 event. Nobody can ever accuse those two (old !) stalwarts, Major Injury and General Disdain, of not being keen. At the moment the stats are for a total mileage of approx 28 miles, with 36/38 sections on offer for riders to pit their wits and test their skill set. The currently proposed 28 mile route has drastically reduced the overall roadwork to a mere 4.2 miles – the rest is all off road (yippee !). It is also envisaged that the off road element will incorporate 3 new moor crossings. Of the 36 sections to be tackled, there is a brand new group of 3 (never been ridden) sections, along with the 2 new sections used for the first time last year at Redmire Farm having been modified (enhanced ?). Also at Redmire Farm, the upper reaches of the beck has seen a great deal of chainsaw action over the winter period and now has an additional 4 brand new sections. Throw into the mix 4 sections being brought back after not having been used for a number of years and it looks to me as there will be plenty on offer to keep competitors on their toes(pegs). I have been advised by MI and GD that inspections, undertaken after the winter storms, have revealed the sections are in PRIME condition. There should (nay, will) be some tired shoulders and legs at the final section up the (infamous) waterfall behind the Halton Gill Reading Room. Halton Gill Ladies will again be in attendance all day, serving their usual fare of liquid refreshments and home made food. (This is a treat in itself, not to be missed). All in all, a great day in prospect and I will have more details and updates as the big day approaches. Ride safe.

I thought it was covered under my contents policy. Let my ignorance be a lesson to all. It wasn't!! Gutted doesn't begin to describe how I feel.

Here she is.....

Chassis number VTDMT04C1EE050034 Thanks guys

My pride and joy Cota 260 Mont' has been stolen. They knew what they were after, but it is data tagged. The non Repsol 2014 4RT. If anyone sees or hears anything PLEASE let me know. Or Skipton Police, North Yorkshire. Peter

Noises off…… The precision click of a Parker 25 ballpoint pen. The sound of a Snap-On ratchet tightening a bolt. The rope winder on an ocean going yacht. The burble of a V8 engine. The sharp crack of a Montesa 4RT engine. The irritating high pitch whine of a lone mosquito in your hotel room in the dead of night. Emotive sounds each and every one. Think back, if you will, to bikes and cars you have owned or aspired to own. Then identify which of them you were most attached to and hold the fondest memories. Then ask yourself why. I remember vividly my first push-bike with proper tyres. Passed down from a cousin who had outgrown it and still a little too big for me (8 yrs old ‘ish). Kneeling next to it and listening intently to the crank/freewheel as I rotated the pedals backwards. I remember too (13 yrs old) the Sony cassette player my friend had. A top loader with “piano key” controls that when pressed were quite special in that they were firm, secure and robust. You knew they wouldn’t fail or stick. A bit like an Audi door handle. My first car I bonded with of course, but why? Not just because it was my first surely? The solid and secure clunk as you closed the door to the outside world, then perched upon the hideously bouncy vinyl seats but basking in an air-cooled glow as the engine started instantly despite the -12C temperature outside. The flat four engine located right at the back waffling and clinking through its tortuously complex exhaust/“heat” exchanger. So why did I bond with my next car, given that it was such a dog?! A 1970 (this in 1985) two door coupe with only one functioning door, fortunately the driver’s near side front. Yes, you read that right. Near side front. And as I write this I’m struck by the irony of going from one car with virtually no heater, to another whose heater I couldn’t actually turn off! But I forgave it it’s faults because it was a very rare beast(dog) indeed being a Dodge Challenger (BFC 154R) with a small block 318 cubic inch 5.2l V8. Nice! Also benefitting from the manual gearbox with the proper Hurst competition shift. Very nice! And talk about torque! A pity then it had drum brakes all round, a wing and door in primer and a lot of filler, the remainder in metallic moss green. But with that Hurst shift it returned better mpg than would my old “K” reg’ Range Rover later. Also a dog, also green, and also manual. And I’ll leave you to decide at which end of the reg’ plate the K resided……! After my all too brief flirtation with American muscle, I went back to something a little more Teutonic with a beautiful Audi Coupe GT (BFU 363W). A proper thing though sadly, not the hairy chested Quattro, but that five cylinder engine sounded glorious when you got on the loud pedal. But after 60k miles, what began as charmingly quirky electrical issues, got to me. Then one day I was dazzled by a 3 series from the Bavarian Motor Works and the Audi was gone. A beautifully engineered oatcake. Bland. Dull. Reliable. Swapped with a dodgy dude in Durham for a Range Rover Classic. Not bland. Not dull. Not reliable. 12 mpg. Brake failure on the drive home. Nice! But I loved it! Burbling V8, commanding driving position, what’s not to love? After that life changed and space was required, the resulting aberration manifested itself in the form of a Montego (no hint of ginger) Estate. Bland. Dull. Reliable-ish. But I did like the rev’ counter. Then I got my multi-cylinder mojo back. A Rover SD1 2.6 (D874 MOJ) . A lovely drive but with appalling build quality. When it rained I could have kept fish in the glove compartment! But that six cylinder engine was a delight, all wrapped up in a body that was a blatant copy of the Ferrari Daytona. Bonded! That gets us up to 1996. And the good people of Weissach, Germany, tempted me. Since its launch in the 80’s I was totally smitten by the Porsche 944 styling. A more svelte and elegant sports car was either Italian mega-bucks, or simply non-existent. But at the prices they were asking, way beyond me. Then I spied one in another dodgy forecourt in a lesser known part of Bradford. It was black, and it was calling me! Yes it only had four cylinders, but they were BIG. And I could afford it. From the very first moment I sat in it and closed the door. Clunk. I was having a Beetle flashback. And then when I first looked through the wing mirror and gazed down the swoopy flanks to its rear arches? Bliss. And it was plenty quick enough too, with the handling simply sublime. It wasn’t the finest example of the marque but there was something strangely empowering as you turned on the headlights and watched them rise smoothly and silently from the bonnet. Since then: Volkswagens many and various. All fine in their own way, brand new through work, but none of them food for the soul. Lacking that certain something. That brings us back to two wheels. Regular readers of my ramblings will know that I dallied mercifully briefly with the two stroke. Noisey, rattley and smokey. Until I settled on the proper suck, squeeze, bang, blow, that was the Beta Rev 4T. Two wheeled civility I thought, kneeling down beside it listening as it waffled through its short and efficient exhaust. Bonded. Then onto the 2011 Evo 4T. Not quite as waffley, but nevertheless, beautifully softly spoken. Bonded. Then right up to date with the current Montesa Cota 260 4RT. What a thing! It reminds me in a lot of ways of my Dodge, lots of torque from minimal revs with a sharp crack through the exhaust. Bonded? I may move into the garage!! The only thing lacking in my automotive cv is electric. Now. What did I say about mosquito’s……?! Keep ya feet up! Peter

AJ2014 Just a sneak preview as to what is being planned the Allan Jeffery Trophy Trial on the 13 July 2014. Overall, there are some significant changes planned for this year. Namely, out goes the usual loop out from Kettlewell, up Park Rash and back down into Kettlewell. Course plotters Major Injury (MI) and General Disdain (GD) felt that the usual sections in Diamond Pastures were “getting a little tired and in need of a rest”. In comes new, never been used sections at Ellershaw Farm, Hagg Gill and Bouther Gill. Add to all this, a different route over the final moor and riders should have a great day in prospect. Riders will depart Halton Gill Reading rooms, first man away at 10:01 sharp. To get riders warmed up and on their way, the first group of sections will take in the 3, “very easy sections” at Flamethrower. (It might be worth noting straight away, that any words quoted, have to be attributed to what has been gleaned from my spies out in the Dales). Fountains Fell is the next group, again 3 sections which are never too taxing on rider or machine but could hold a sting in the tail for the big boys. Next, it is down the Litton Track. Care and slow riding along here, RAMBLERS about – I know from first hand experience it’s not always easy but just try to be pleasant and cheerful. The 3 sections are off the track to the right and are on the “medium side of easy”. Now, it’s a short ride down the track and left on to the tarmac. An easy couple of miles and then it is into Ellershaw Farm – this is where the fun starts with 4 good sections in a ”never been ridden” gully. Initially, these sections were planned as the next to last group of the day but GI/MD felt that it might be too much for the clubmen so late on in the day. So you see, those evil course plotters do have a heart. A short blast a cross the bottom of the moor and into Wilks field for a quick pit stop (Petrol/drink) and that’s the first 13 sections sorted. Arncliffe Scree (4) Water Works (2) Next up it’s Sleats. Not much more can be said about this roadside section - the limestone outcrop is always very slippery and guaranteed to take marks, even from the top lads. If the exit on the grass bank turn is tightly flagged, ear defenders are a useful accessory for both observer and spectators. From here it’s back to the road and the short 3 mile run down into the garage at Kettlewell. A quick pit stop and maybe a quick ice cream from the café across the road, but don’t dwell too long, especially if the sun is out like it was last year. So that’s it for the first half of the event, 20 sections down, only 20 more to do. Next for the riders as a 7.25 mile stretch of road work, take your time and enjoy the scenery. Hagg Gill is next up. These 4 sections (not to be confused with the sections in Hagg Beck which run up the middle of the moor) are all brand new. The first one being only 10 metres from the roadside and is severity rated as being easy-medium. The next two are much of the same standard, but keep an eye open for the old iron bedstead littering the bank side. Why would one want, or even require, such a piece of kit on the lower slopes of the moor is beyond me. The last section lays only 200 metres from the roadside and is possibly the stiffest of the group, but nothing a good clubman should be able to cope with. It is only a short gallop down the moor and along the road to the group at Yockenthwaite. These 4 sections are the usual fair for the Allan Jefferies – the higher up the hill, the harder they become. The top 3 sections are all above the wire fence and always take marks from the unwary. Now it’s back down the hill and on to the road for 400 metres, turning right into Raisgill. This will be the last you see of tarmac before signing off in the Reading Rooms at Halton Gill. Raisgill, with its 2 slippery sections in the boulder strewn stream by the green wooden hut, always catch some clubmen riders out. Riders are well on their way to the finish by the time they leave Raisgill behind but there is still some work to do. Up the steep quad track turning left on to the beginning of the moor. It is not the usual way up and riders need to follow the route marking closely from here to the little gate at the top. On the lower slopes of this side of the moor are many “Shake Holes” and yes, I don’t know what they are either but I’m only repeating what I’ve been told. The “Shake Holes” are numerous, deep and well camouflaged – take the safe option and follow the route flags closely. On a clear day riders will be able to see the 2 brand new sections in Bouther Gill for quite a while before they arrive. My spies inform me that there were 5 new sections originally planned for this group, but with the excessive amounts of rain over the winter months clearing out the gully, it was felt that the full length of gully might be a little too much for the clubmen riders. My understanding is that once in the gully proper, the only realistic way out is up through the sections to the top. There was also the thorny problem of getting sufficient observers with bikes out to this remote gill – but more of that later. A short climb to the top of the moor and then it’s “onwards and downwards” back to Wilks Field. Another quick pit stop here and then you are nearly in sight of the finish. The 3 sections in Wilks Field are right alongside the parking area with the top one usually being a real mark taker. Leaving Wilks Field via the top left hand gate, a quick trip back up on to the moor brings riders to 2 sections in the Robbos(A) group , quickly followed by 2 sections in Newshot Gill. The second section in this group will provide a stiff test for the top lads. From here it is a short ride across the side of the moor and on to the final waterfall section at Halton Gill. This is the last section and being so late in the day, always proves a good test of rider skill and stamina. All riders need to do then is remember to sign off in the Reading Rooms and it’s job done. So that is it, a total of 40 sections and nearly 40 miles of glorious Dales scenery. I have been assured (by GI/GD) that all sections will be set out sensibly, “no initiative tests” (I feel somebody is showing their age here) and with plenty of room for clubmen to get their tired feet down. This route is what is proposed at the time of going to press and could well be altered nearer the time. “Observers with bikes” would be particularly welcome and will be guaranteed a good run round on the day. Keep ya feet up http://www.bradfordtrials.com/

Le Allan Jefferies Trial You know, that if the biggest cycle race on the planet wants to get in on the act, it is a seriously good event! Plans are afoot for the 2014 Allan Jefferies Trial. Dates changed from the usual due to the Tour de France taking a small detour (depart) through Gods own country, the Yorkshire Dales. It is no small task to plan 40 sections around a 40 mile lap, and work starts early for the two stalwarts; Major Injury of the The Royal Engineers (gas), and General Disdain of The South Yorkshire Regiment of the Offcomeden Rifles. Aka Steve Fairbrother and Dave Wilson Accompanied briefly by myself; Private Parts, of the Bradley Hussars. For a week in May, Steve and Dave set up camp in Kettlewell to plot the route, making preparations for this outstanding event at some personal cost. Both fiscal and physical, as Steve had a dab into what turned out to be a rabbit hole. The bike continued without him, his ankle objecting firmly. Major injury. But Dave (onwards & upwards) Wilson pressed on. General disdain. Make no bones about it, broken or otherwise, this trial is a classic! And not only that, you don’t have to enter to get in on the fun. Forty sections need forty observers and some of them are only accessible by bike. A perfect opportunity then to ride in the normally forbidden trials nirvana that is the Yorkshire Dales National Park! You may even get a goodie bag from the delightful ladies of Halton Gill! This year Major Injury and General Disdain have new sections to challenge the entrants, so don’t miss it. Whether you enter or observe, you’ll love it. Keep ya feet up. Bradford & DMC http://www.bradfordtrials.org/

“You made that look easy!” observer section 5 & “the Cota is a better bike than a Repsol” – that from the mouth of a trials legend! Add those two comments together and I think it is fair to say that my first trial/shake down of my new 2014 Montesa Cota 260 could not have gone better had I scripted it myself. It started badly though. I only had it out for a brief one and a half hour practice the week before and you could never say that we understood each other yet. Yes we enjoyed each others company but it was after all our first date. After that life got in the way. We had not really seen each other until round 4 of the Autowbars series at Lady Lane, Bingley, apart that is from a 5 minute potter around outside the house the day before, doing a few figure of eights on tarmac and I have to say that it felt pretty alien. So on trial day, I wasn’t feeling confident at all. I decided to use the event as an extended shake down test. With this in mind I opted to regress, some might say, to the beginners route from the 50 /50. A ride twixt white and yellow for pleasure and learning. A proper date complete with obstacles. What will she drink? Could I handle her and will she bite . . .?! Well like any creature of beauty she drew a few stares and any chap likes that I think you’ll agree. So after a brief warm up and a couple of club members blagging a ride (she’s a tart!) I got in line for section 1. As readers of these ramblings may know, the Autowbars series for beginners has really nailed it this year. The nintendoes and x-boxes have been put away and both father and son have hit the sections be it on the 80cc small wheel Betas, Osets or Mecatecno’s. And as I stood in the queue for section 1, the forty plus years age difference struck home! So rather than join the queue behind a sea of happy kids watched by a multiple world champion father and champion grandfather no less, I moved onto section 2. Bad form I know but it was more a shake down than a race face, brave pill mission to clean up! Slack dab straight away! “Too much bike and not enough talent” I said to the observer, embarrassed. But on I went out of sequence chatting to Bradford Club stalwarts enjoying the relaxed ride and the attention she got until it dawned on me just how much fun I was having! The more I rode it, the more I liked it. Things I did on the Beta seemed ungainly and clumsy. I tried the same on the Montesa and I floated!! So even though she bit me on my first meeting I think of it now more as a love bite. Keep ya feet up! Peter

I'm with you on that. I love the bike, but with two pounds in the rear tyre there's hardly any sag at all on mine !!! I'll be going Michelin though. Short lived maybe, but grippy Cheers

Kon nichiwa/Hola You know how it is. There are some places that you know the name of, and are really quite familiar with, but you dont actually know where the hell it is! Dewsbury Its happened to me once before. Id accepted a career promotion (in a previous life) to Carlisle and the only thing I was reasonably sure about was that it was north of where I was working at the time! So why Dewsbury? Well, as a dyed in the wool four stroke fan, the only bikes to consider when I started were Sherco, Beta and Montesa. But only the Montesa 4RT had the seemingly effortless grip and power, all with Honda build quality. Now those of you who have read my ramblings in the past will know, my weapon of choice was the Beta. A continually developed design starting first with the Rev 3 4T, and then the Evo, each with the softly spoken four stroke motor, as opposed to the defunct Sherco, and the 2004 designed dated Montesa. Add the Ohlins to the Evo and wow! What a bike?! I love the Evo, dont get me wrong. And since Matty Holmes fettled the carb after two and a half years of hot start misery, it had never run better. But the whole Honda/Montesa thing was a constant itch that demanded scratching. And so scratch it I did in 2012. Richard Taylor very kindly lent me his 2011 Repsol 4RT. But as nice as it was, and it was - the power delivery smooth, suspension just superb, it was for me, just not as nimble and dexterous as my Evo. After that, I softened off the power a little with a smaller front sprocket on the Evo and looked into tweaking the front forks to copy the Mont but failed. But I was happy. Itch scratched. That was of course, until they announced the launch of the new 2014 models. Hmm I wondered. Could it be? But even though the Cota was a more realistic price, how different could it actually be? So I ummed and arred for a week or two before eventually dismissing the notion. And then, not long after seeing my first Cota in the metal at the Boxing Day Bradford Club trial ridden by Steve Dale, fate kind of intervened. The possibility of finding a good home for my Evo suddenly became a distinct possibility. But before I could seriously consider parting with it, I needed to have a proper look at the 2014 Montesa Cota 260. My options were few. Glasgow, Cornwall or Craigs Honda. So Thursday being my regular day off came, and I called Craig in the hope they would have a Montesa at their new Shipley showroom. Not a chance. It seems the night after Craig put a few dirt bikes in the Shipley showroom, the locals were trying to remove the windows to gain malicious access to the bikes! This meant the Montesa remained firmly (and securely) in guess where? Dewsbury My old sat-nav got me to the correct postcode, but to say Craigs Honda is in a quirky position would be understating the case a little. But fate intervened again as I stumbled upon it quite by chance. Modern showroom and good car parking. Just inside the showroom door, I found a brace of Cotas. Nice. Both stood on their prop stands looking cool and slick. So I took hold of one and pulled it to the vertical. The stand snapping back up into position with a loud crack. I looked around to see if anyone had witnessed my little faux pas, but there was no-one around. Just some voices from above on the mezzanine, and who knew what behind the mirrored glass of the office just behind the two Monts. So satisfied with the feel of it, I lent over and bent down to extend the prop stand to beyond the vertical in readiness to stand the bike back up. But as I began to lean the bike over, I let go of the stand before it had taken the weight. It again snapped back up with a crack. This time, however, trapping my third finger twixt stand and swinging arm! DOH! I dont know who, if anyone, is actually reading this blog so all I will say is Oh my God!! It really hurt! So with finger throbbing like some demented cartoon character I went upstairs and had a chat with the salesman who fired one up and let me a have a play in the car park. It was only a couple of minutes but I liked it and it was more nimble than I remembered on the Repsol 2011. Having gone home I wheeled the Evo out and repeated the exercise on that as a direct comparison. Blimey! The difference smacked me between the eyes. ENGINE BRAKING!! Evo sold! (felt sad) Back to Dewsbury. Got lost. Asked the traffic warden for directions whilst 300 yards away. He didnt know. Never heard of it! Does he only look at cars!!?? Found it by accident again! Shipley is so much easier. So that was Saturday 1 February. Deal done. Fast forward to Thursday 6 Feb for the first ride out at Rough Holden. I dont mind admitting that I was a worried man. I was going from the superb Ohlins suspended Beta Evo to the non Showa suspended Montesa. There was a bit of blind faith happening here; a tarmaced car park is not much of a suspension workout after all. So how do you describe the feel of it? John Hume describes these things for a living. Plush he called it. As for me? Well, there is a particular rock at Rough Holden that you can launch yourself off at varying degrees. On landing, the head stock of the Beta always complained. The Montesa just ate it up! As for the overall impression? Plush man. Real Plush! (but not as softly spoken). Keep ya feet up! Peter

Many thanks for the suggestions guys. Does the Mont' have the same issues?

It's a 2011 model year. I always have to left hand it into neutral, but as above, once the oil has been in a few hours it's elusive to say the least. So that leaves me killing the engine to walk the section, and it's hot start time! What is the "Hot start mod'"? And just what does the red hot start switch do. Lean it or what? Many thanks for the responses.

Yes, every time. If the oil is new it's no problem. But as soon as it's run for three hours or so, it's nigh on impossible with the engine running.

Is it me..?! Why oh why is it such a pain in the a*** to start the evo 4t when it's hot? I love the bike, but my God it's testing my patience. Am I the only one? Any suggestions? I try the hot start switch, I try without. I try with throttle and without. There is no pattern. It wouldn't be so bad if I could leave it ticking over between sections, but neutral is as elusive as the global recovery!!!!

I know what you mean mate. Enthusiasm can get the better of the course plotters. Bradford Club do the perfect series for your lad. The WBS summer series. Its on a wednesday evening and it's aimed at the absolute beginner, with a second slightly trickier course for the clubman/novice who just wants a good ride out. It suits small wheelers and electric too. Check out the club website: bradfordtrials.org He'll love it

Aah yes. The old Ring ding ding/Vroom vroom dilemma. Tried Ring ding ding. Hated it. Vroom Vroom Vroom is where it's at for me.

S. S. B. B. Engine warm, bike on a stand, ready with a bowl. Slowly unscrewing the drain plug. Nearly there. Almost out, slowly turning now with your finger tips, a quarter turn at a time. Then, with a satisfying spurt of warm oil over your fingers, the oil change begins. Quickly feeling for the dropped drain plug in the warm oil, cursing your clumsiness. As the oil drains steadily, you set about cleaning the air filter and perhaps the chain. Giving it a good squirt of dry-lube spray. Sound familiar? Of course it does. And when the new oil and filters have gone in, chain tension checked and your hands wiped with an old rag. You can bask in the feeling of smug satisfaction at your efforts of a valuable and necessary job well done. All this after a trial or practice session. Or being the 21st century, you could just plug the bike in to the 13amp socket in your garage and go and put the kettle on……! We’ve been Sucking, Squeezing, Banging and Blowing in one form or another since the 1860’s. Technology that is tried and tested and continues to be developed to the ‘enth degree to this day. I know which I prefer. Meanwhile, back in the 21st century. You’ve un-plugged the electric trials iron and got it to the venue of your next trial, and the on switch is flicked. You’ve got 45 minutes of riding to enjoy and do your thing. The ten section four lap club trial with riding between sections, plus the five to ten minute warm up before the off, suddenly starts to look a bit of a stretch for the old battery. Though it will improve for sure. Imagine for a moment, standing at the bottom of Wilks’ field looking up at an entry of 50-60 or so riders all on electric Gassers, and all you can hear is Milkys dog barking! So before I depress myself any further (sorry Richard), let me give you the alternative. Gentleman (and ladies), I give you, the future: Audi and Joule pioneer sustainable alternatives to petrol and diesel using waste water Oct 3, 2012 Audi e-ethanol and Audi e-diesel are produced by combining salt or waste water with waste CO2, sunlight and special microorganisms New e-fuels developed by Audi and US-based fuels specialist Joule Produced using a remarkably simple, cost-effective and resource-sparing process in facilities that can even be located in the desert Genetically modified microorganisms suspended in pipes filled with brackish water react with waste CO2 and sunlight and secrete ethanol and diesel-range paraffinic alkanes – no biomass required Audi e-ethanol which can power petrol vehicles with only minor modification already being produced by facility in New Mexico Audi e-diesel capable of powering Audi TDI clean diesel models with no modification will enter production imminently Audi engineers have contributed to a breakthrough of almost miraculous proportions by helping to develop fuels for the TFSI and TDI engines of the very near future using nothing more than lengths of ordinary-looking pipe, waste CO2, sunlight and microscopic organisms suspended in waste water. The remarkable new ‘wonder-fuels’ have been developed by Audi and its US-based specialist fuels partner Joule. The ‘refineries’ responsible for them are the photosynthetic microorganisms injected into brackish water standing in the lengths of pipe. Measuring around three thousandths of a millimetre in diameter, these organisms have been genetically modified to prevent them from multiplying using the sunlight-aided photosynthesis process as they normally would. Instead, they are stimulated to use this process to convert the waste CO2 and the waste water into liquid fuels which they then secrete, and which can then be easily separated from the water and concentrated without the need for any further manufacturing steps. The unparalleled global viability of these new fuels lies not only in the exceptionally simple and relatively inexpensive process which creates them, but also in the fact that the ‘feedstock’ used to produce them is entirely renewable. The crop-based biomass that has traditionally been a key constituent of synthetic fuels, and that could often otherwise be used for human consumption, is not required here. This has the added advantage of removing the need to locate the fuel production facility near habitable or arable land – a remote desert facility is entirely feasible. Already a reality Proof of this fact can be found in an unfertile, sun-baked region of the US state of New Mexico, where Audi and Joule have commissioned a demonstration facility which is already producing sustainable e-ethanol. This has the same chemical properties as bioethanol, a fuel which is consistently gaining in popularity, but which has the disadvantage of being produced using biomass. It will be possible to blend up to 85 per cent ‘Audi e-ethanol’ with as little as 15% fossil-fuel petrol for use by vehicles capable of running on E85 fuel. Audi and Joule are also currently in the process of ramping up the same facility to produce a sustainable and exceptionally pure ‘Audi e-diesel’ fuel. In contrast to petroleum-based diesel, which is a mixture of a wide variety of organic compounds, this fuel is not only free of sulphur and aromatics, but is also easy to ignite thanks to its high cetane value, giving it exceptional performance credentials that promote outstanding engine operating efficiency. Audi e-diesel will work highly effectively with existing Audi TDI clean diesel systems without the need for modification. The partnership between Audi and Joule has been in place since 2011. Joule has protected its technology with patents for which Audi has acquired exclusive rights in the automotive field. Audi engineers with extensive know-how in the areas of fuel and engine testing are helping to further develop these remarkable fuels so that they can genuinely be brought to market. This plant is due to go into production in 2014. Projected cost per barrel the same as unleaded. I don't know about you, but I think my electricity bill is safe. Peter Coates Secretary, Bradford & DMC

D Day Landings … Wednesday the 6th June. D Day !!! (D for Darren perhaps…?) Also round two of the Wrigglesworth Building Services Summer Series for Beginners, in association with Colin Appleyard Motorcycles. Fatherhood obviously suits Nathan Wrigglesworth as he set out a superb trial. Congratulations Wriggy. Round two took place at Lumb Falls, Cowling (ish). A fabulous venue offering a good variety of terrain, stream, steep climbs and rocks. Aided and abetted by a deluge of rain for an hour before the start, it provided a progressively more and more slippery set of sections enjoyed by a good entry of 44 riders. Not bad at all considering the horrendous rain from 5pm onwards. Now for those who have read my random ramblings in the past, you may remember like me, that at this venue last year I succeeded in completely missing out one of the sections on laps two, three and four (out of sight out of mind and in the zone) resulting in a generous score of 35, again straight after a heavy shower. So this year I was determined to get my act together and stay focused and see what I could do. As for the route, well I opted for the easy again as this was a trickier venue than the last, and a better reflection of how I was doing compared to last year. So by the time I’d got the bike off the car and booted and suited, I was pretty much soaked already. Richard (the power) Taylor arrived and commented how nice the weather had been at home, just 5 miles away when he’d left, and was sure it would improve. He was right. (hence the power) Section one was manned by the weather forecaster himself and was a step drop through a wall, down and tight round and down again to turn right and up through the wall to the ends. A nice attention grabber for an old beginner and also the younger riders. I’d walked the section with the ever-smiling Rachael Stelling with her shiny Sherco and we proceeded to clean it before the steep descent to the valley bottom and section two. It was around about this time that the rain had stopped and I realised with waterproof jacket and riding shirt that I had too many layers on, as steam began to rise from me and the bike. But onward I went, checking out the route. A drop off down the stream banking on to the waters edge, into the stream and across and around some big semi submerged rocks. Up the banking and tight left, back across the stream and up the banking side to the ends. I really liked this one. I said to Rachael which side of the semi submerged rock I was going around to line myself up for the tight turn back and bingo. Clean. Onto section three and the scene of many a lost mark last year. I looked at the section. A carbon copy of last year’s, but this year I was “on it!” So away I went, through the begins cards and dropping down to the waters edge. Along not quite a bike length before up a couple of awkward rocks before a tight turn right into the stream to go straight across and up steeply in a slippy ditch. As I turned to cross the stream I was confronted by the back of another rider walking around the section. “ Hey up, I’m coming up there!” I shouted. Only for him to move the wrong way still further. I lost momentum and focus for a couple of annoying dabs. DOH!! That annoyed me more because I could clean the thing last year on the fourth attempt and so was well up for it, but came through the ends deflated (what a let down). Section four was another along the stream bank, through a narrow ditch and up and over some rocks, dropping down into the stream over rocks again, through and up the opposite bank and across a tricky little ditch before the ends cards. A nice clean. So back on track and enjoying it but still narked about the two marks on three. So onwards and over the stream to sections five and six. No sat-nav required this year!! Up the hill turned out to be six, not five so myself and Rachael, having got a little confused, rode this one first (don’t tell Dave Pickles) which was a drop over a broken down wall and up the hill and across again. Clean. Then the steep drop to section five. Darren was on observing duties, as Wriggy stood by offering advice and encouragment on what was a tricky little section. Taking plenty of marks on the night. Through the begins cards as Darren waved me on, down a step drop, very tight right and immediately over a couple of tricky rocks, before around right and up a steep bank and a big rock step at the top, over and then drop down to the ends. Wriggy pointing me at the step and shouting advice. Top man! Clean. I’d be back!!! I was starting to cook. Helmet off as I walked the sections, getting soaked from the inside out. Section seven was a nice hill climb. Dale Harrison was on the board as opposed to on board his Ariel or 4RT this time. Clean. On eight, we had Brian Ayrton. A tight turn up a short steep climb and straight back down, around right and out. Clean. Good to see all three generations of Ayrton in attendance, Anthony escorting little Lucy around. A pink blur of smiles. And that was just Anthony!!!! So that was the way of it. Lap two was blighted by not taking my own advice in the stream in section two, leaving myself too much to do after the turn for a dab. Onto three and rattled by it still for another three. DOH!! Get a grip!!! A slack two on Darren’s much to the amusement and tut-tutting of Wriggy. And clean the rest. Same again pretty much on lap three, until that was I arrived in the queue for Darren’s section. I have to say, that as much as I love my 4 stroke Evo, it is a bit of a pain to start when it’s hot. So when I’m waiting to go into a section I leave it running. This I did whilst waiting my turn. I was stood on the down slope from section five, in gear, clutch in holding it on the brake. Steaming gently, wishing I had a drink. My mind wandered onto something Jenson Button had said about the effects of dehydration in a GP car. The main one being lack of concentration. Hmm, funny that. I decided to see if I could get neutral and give the clutch a rest. Another good trick on an Evo. So the easiest way is to do it by hand. I stuck my feet out and forwards down the slope before gently coming off the brake to see if I could prevent it rolling down. So far so good. I then reached down with my right hand to the gear lever and pulled up to snick neutral. I then very gently eased the clutch to see if it was actually in neutral. BIG mistake Jenson…!! The bike lurched forwards, I grabbed for the brake with my right hand and got a handful of throttle instead! VVrrooommmmm!!!!! The bike launched itself from beneath me almost vertically. Flying over Matt Rushton’s mountain bike, and coming down just next to Darren, who had his back to the whole thing. It bounced on it’s rear wheel and careered off down into the section for a five. I was just stood aghast, along with everyone else. Mightily relieved it missed Darren! Wriggy came over and asked if I was ok, and told me to calm down and have a quick ride round “don’t retire!” he said. So I did, and cleaned it. Ironic or what? So sections three and six were my downfall on the night. But this is the first event where the muppetry happened between sections and not IN them. So I reckon it’s a fair representation of where I’m at. So I’m pretty pleased. I politely refused the requests for a repeat performance on six on the last lap. Well, no one had a camera! The WBS is a real feelgood series. It combines a different venue for each round with sections for smiles and the odd dab or two. Rachael Stelling taking the honours this time for the most improved rider. Well deserved. Perfect combination. Bring on the next round! Keep ya feet up Peter Bradford & District M C

Wrigglesworth Building Services Series 2012 Round 1, Manor House Farm, Glusburn. 2/5/12 The WBS is the perfect series for an old beginner like me, and any other beginner for that matter young or old. And just like the last two years, we had plenty of ‘em! The only difference this year being the introduction of an E class. WBS could also stand for Wriggy Brings Summer! Well almost, at least it was fine for the day in what is fast becoming the wettest drought on record! It’s a winning formula. A steady route for the beginner and a little harder route for the more experienced rider who wants a good ride out on a Wednesday evening with his/her mates. Former club president Kath Eddings has also introduced a special award for the ladies this year. Sadly, rumours of Dave Pickles and his Deepcliff posse entering as the Spice Girls were un-founded. I was really looking forward to the series as it would provide me with a bit of a bench-mark as to how much, if at all, I had progressed. Thoughts of entering the harder route this year seemed like a possibility, but I decided to go for the easier for round 1 and see how I went. My thoughts being if I can really turn in a decent score then I would move up. So having done a quick recce’ to see if Nathan Wrigglesworth (Wriggy) had finished marking out, I waved the pack up to section 1. Phil Scott was in the observers chair on section 1, quite literally, just recognisable beneath his beanie! A steady enough section to start with even by my standards, so I watched a few through and then fired up my bike and took my place at the begins card. Feeling quite chilled, but looking forward to the off. “White flag right, yellow left. White right, yellow left.” I said to myself under my breath, Phil gave me the wave and away I went. Through the first set of flags, down into a bomb-hole to the next flags, white right. Up the side and across the bit of a camber, white right. Dropping back down towards a muddy ditch and WHITE LEFT!!!! DOH!!!! I shook my head and groaned in disgust as I exited the ends cards. Muppetry. A five on the first was not the plan, just through not concentrating enough I guess. Section two was a little more interesting, as I saw someone go through and did my trick through the ends card for a five. I felt for him, and learnt from it. Clean. Onto three, and I was checking out the section ably manned by Brian Ayrton, another bomb-hole, plenty of camber, loose rocks and a bit of mud for good measure. I caught up with Rachel Stelling on her shiny Sherco, smiling as ever on the same route. We compared notes and I said that as she was riding like a professional, I would follow her….! Clean Sections four and five were a double sub, watched over by Richard (the power) Taylor, a yet bigger bomb-hole with mud and rocks, and a nice climb out with a kick at the end. I stood with Dale Harrison who unlike Saturday last at the Autowbars final round when he was on his newly acquired Montesa 4rt (itch scratched, thanks Dale) was astride his Ariel! A proper four stroke! Dale it would appear was stuck between a Mont’ and a hard place. The Mont’ being very on-off, and the Ariel more progessive. A pleasure to watch and listen to. Dale on the harder route, dabbed for a one. Me, clean. Six was a twisty line through some rocks. Clean. Seven, saw Wriggy with the pen and board. An interesting drop, turn and up a rock step to the ends. Clean. And finally eight. A climb around and through a rocky outcrop. Clean. A clean lap scarred by a moment of madness: White right, yellow left!!!!! That was the way of it, a clean sheet for the remaining three laps. Unlike Rachel, four laps clean, and Vicky, four laps clean. Come on Fran’ and Megan. It’s early days, you can soon pull it back. So that was round one of the WBS, it’s what Wednesday evenings are about in the summer. Every venue different. Catering was supplied by the Midgleys so you didn’t have to worry about missing out on tea. So now I’ve got a decision to make: Flags white and yellow? Or Red and blue? Bring it on. Top job as usual Wriggy. Keep ya feet up Peter

Seems to me your on the slippery slope to an Evo 4T! Welcome to my world. 12 months on my 08 Rev 250 4T was all it took. I just called in to buy oil and filters at the Beta importer in the UK, Lampkins, and Gary did it to me big time: "We have a new one down stairs, why don't you have a look while your here?" Enjoy it, and NO MOOSE RACING!!!!

Envy is a terrible thing......

Hi there, Welcome to the world of the low speed adrenaline rush, and all you need is grip, balance and determination. The Bradford & District Motor Club provide a cracking series of trials for the beginner (like me) and clubmen/expert too. The WBS series in the summer months is fantastic fun. Relaxed and enjoyable with advice from the more experienced club members available if we need it. And at the moment we've got the Autowbars series for beginners. Equally good, but you just need a few more layers on So come along and check out the next round 4th March in Glusburn. Remember: Keep ya feet up

That old chestnut! Yes, both my Rev 4t and now my '11 Evo 4t have done it. But only when cold. Get the thing properly warmed through before selecting gear and it's fine.

Hi Citrus, I have a 4 stroke Beta Evo and before that a 4 stroke Beta Rev. Very quiet, smooth and predictable. Can't fault it. And it sure beats putting oil in your unleaded!!!!!