It ran the day of the Photo Shoot

The joys of owning and building vintage motorcycles are a mixture of pleasure and frustration.
The Royal Enfield that took so long to rebuild, and was running well just the week before the
AHRMA opener, then refused to start!

I changed nearly everything I could and finally had to admit defeat as everything pointed to the

LUCAS Racing Magneto

There will be a prize for the first person to guess who makes the Magneto. Correct! our old
friends at Lucas. Well here we have one of their finest pieces, made with “watchmaker precision”
and so proud of it that they don’t give it a number that is readable when fitted……just a green
label which says “Lucas Racing Magneto”. Following the Jim Carey film “Dumb and Dumber”
I have a Lucas Mag which goes along the same lines with one HUGE spark and then fades away
on subsequent rotations……. “Dim and Dimmer!”

A lot of questions and “think tank” at AZ Cycle Park and after consulting all the “Gurus” and after a
lot of cleaning and further experiments it’s time to give in as the 48 year old Mag has had it. Next
problem is how do I get it off ?

Don’t assume…. time for some more advice as my knowledge of the Oilfield is pretty minimal and
any mistakes with old iron could be expensive.

Ring Hitchcock’s in the UK and speak to an expert who tells me the way to proceed. Special tool
required as the Mag has a tapered shaft so I need a puller similar to a flywheel puller. While
ordering might as well get a new decompressor just in case the current one isn’t seating correctly
and I might as well get yet another fuel tap as the 1960’s brass continues to leak!

Guess the size of the Allen bolt ?

It all arrives inside a week and now its off with the timing cover….. try every known British allen
key that I have and none fit……. try all my metric ones and they dont fit either as 5 is too big and
4 is too small. ……I wonder, yes it’s a 4.5 metric the tool we all have!!! Well as I have worked on
Montesas, who specialize in odd ball metric sizes I do have this very tool! Entry to the “Chest” is
accomplished and here we have a collection of cogs all meshed and driving whatever before
turning the last one that pops out the cuckoo at the top. In goes the puller and the job is done
…. undo the strap (primitive) and lift off the mag, which just sits on some locating studs. Oh, Ho!
on the underside it says KR11 !

Cogs, and wheels like a Bavarian Cuckoo Clock….. wonder what they all do ?


This “thing”, about the size of a can of baked beans, weighs 6 lbs !!! So last Saturday it started
it’s transatlantic holiday to go into “rehab” in the UK where it will be condensed and rewound and
hopefully reappear in time for Diamond Don’s at the begining of April. In the meantime I will fit the
new decompressor, and the fuel tap and then sit and wait again.

Tony Down     with a sulky Cuckoo

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A nice Brown egg

  During my tenure of office as OC 228 OCU one of my duties was to administer RAF law to any
unfortunates that are under my command and cross the line. The following is a true story and no
Chickens were harmed during the typing of this text.

I’m sifting through files when the Flight Sergeant knocks on the door and brings me yet another
file and says when I have read it will I contact OC Admin Wing as he wants to talk to me about it.
I duly read the document about one of our Junior Technicians who it seems, from the report, was
at a wedding in Stamford and after the reception they were going back to RAF Wittering on the
A1. No sooner had they joined at the round-about than a Police Motorway patrol car had
followed them the short distance to the base and stopped them at the guardroom. The Junior
Tech was not over the limit, having only had 2 beers and a glass of champagne, and I’m quite
sure the Police knew they could not get a prosecution in a Civilian Court and had therefore
handed the case over to the RAF for them to deal with it……. now it has fallen in my lap to be
Judge, jury and executioner!

I ring Wing Commander Admin and he tells me he wants ME to make an EXAMPLE of this airman.
I tell him I will hear the case and render my findings in an appropriate manner.

Here come de “JUDGE”

On the day of the case I’m doing an airtest on the Lancaster Bomber in the morning and when
I return to the office I’m dressed in my BBMF black flying suit and black leather jacket, somewhat
appropriate for the judge. The Flight Sergeant brings in all the trappings and books on Queen’s
Regulations and the Manual of Air Force Law with all the references tagged in case I decide to
go down any particular avenue. I read what my options are, what punishments I can give
(quite horrendous) and what options the accused has.

The Flight pops back in and asks if I’m ready and so it begins. RRRR”ten…..shun! LEFT/RIGHT/
LEFT/RIGHT…HALT! and the party arrives in my office with the accused flanked by the armed
escort. The escort and Flight depart and now in front of me is an immaculate Junior Tech with
creases you could cut paper on, boots like mirrors…..could have stepped out of a recruiting
brochure. He is not allowed to wear a hat, just in case he throws it at me, and his haircut is
equally immaculate.

Accused and escort enter

I read him the charge sheet and ask him if he understands it and then how he wants to plead.
Everything follows along the set lines. I then give him the chance to tell me what happened and
why he doesn’t deserve to be flogged and then hung, drawn and quartered.

Yes, he went to the wedding, had 2 beers and then a glass of champagne to toast the couple
and then it was time to go back to the base in his friend’s car with two lady friends. The other
three were all “well away” and after driving half a mile he told the driver, who was weaving
about, to pull over and he would drive as he wasn’t drunk and in fact had always been a
teetotaller. When they got to the A1 the police car was at the roundabout and the girls were
waving at the police and because of the fact they had obviously been to a wedding the police
followed them to the main gate at RAF Wittering.

So having heard his version of the story, and having read this young man’s service record which
was blemish free with exceptional performance ratings it now comes down to his choice. He can
either elect trial by Court Marshall or he can accept my punishment.

We go through his options, he can either elect  Court Marshall and I shake my head while
wincing!….or he can accept my punishment, and here I nod several times while smiling. I then
review what the punishments COULD be, first what could happen at Court Marshall, again
shaking my head, or what “my powers” are while nodding again.

“Very well Junior Technician ******, you are aware of your options ?”  ” Do you wish to go to
Court Marshall, or do you accept my punishment ?”

” I accept your punishment Sir”

“Junior Technician ******, The Lincolnshire Police have not charged you with a DUI and have
referred the matter to the Royal Air Force for summary punishment. You have pleaded GUILTY to
the charge as stated and have elected to accept my punishment. Having reviewed all the
evidence in this case and having heard your statement under oath my sentence is”……………

“You are to go forth from this place and BOIL AN EGG FOR 4 MINUTES, and there but for the
Grace of God Go I!”

The look on this young man’s face was something else! … I think I might just have caught the
hint of a smile and I think there might just have been one on my face as well.

Squadron Leader Tony Down RAF

O.C. 228 Operational Conversion Unit

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The Yamaha Room

With the Ossa and Oilfield

The Rothmans and Cagiva

After much thought there comes a time when common sense has to take over, and so, it is time
to sell off a large section of the inventory as I doubt that I will ever get to ride any of these
machines again.

First to go are the delightful “Rothmans Duo” the 250 RTL and the 260 TLM, both superbly
finished and neither ridden in any event since rebuild.

The Rothmans RTL 250

The 1989 Honda 250 RTL was rebuilt by Adrian Lewis the “Guru” of the RTL and then finished
by myself. If anyone is interested this one can be had for $7500

The Rothmans 260 TLM

The 1991 Honda 260 TLM arrived from e-bay as a bit of a heap but has been transformed into
a magnificent piece and is the only one of it’s kind anywhere in the world. Again not a cheap
bike, you get what you pay for and she is available at $5000.

From the Yamaha collection we are prepared to let the TYZ out of the box for $4500 which is
actually less than it would have cost in 1993 had it ever been imported. It comes with a polished
frame, forks, yokes and bashplate. high polish and sealed exhaust, new Michelins, sprockets and
chain and all other ancillaries chromed. One test ride and one win.

1993 TYZ 250

Next up a chromed, untrialled TY175 with all the polish again, rebored, new tires, cables,
magura levers, new domino throttle, SM tank and seat unit, NJB shocks. A real beauty and
competively priced at $3000

1976 TY175

More from the Yamaha showroom and it’s my Majesty with the altered standard frame, a 320
engine, lightweight exhaust from WES (saves 6lbs), chrome frame, new tires, renthals, domino,
magura levers, fenders in yellow, new rejetted Mikuni, all new cables, chain and sprockets, SM
footrests and tank and seat unit. Special high polished bash plate, and new Falcon gas shocks
…. priced to sell at $3750

MY 320 Majesty

Another Yam, this time the 1977 TY250 with the all alloy finish, alloy guards, high polished
original alloy tank, forks yokes and engine. Many, many wins, everything on it is new from cables
and sprockets, tires, domino levers and throttle even an OEM bash plate and high quality NJB
shocks. A bargain at $3000

1977 TY250D

Finally, Miss Cagiva…… if you like it, then you’ll want it …….make me an offer, it pretty unique,
but no insults and be prepared to write a decent sized check!

1979/80 350 Cagiva


480 585 0078

602 376 5414


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  • 2/4/2009 4:08 PM graham wrote:
    We have an immaculate, rebuilt TY175 in the 60’s comp style. Totally rebuilt with lots of polished alloy. Silver frame, polished cases, polished alloy mudguards, alloy seat, silver tank – looks terrific. T& MX News (UK’s big off road News paper) did an article on it – un-used since restoration – runs perfect – unexpectantly for sale due to next project – can e-mail pics – are you interested? We are in England
    Reply to this
  • 11/26/2009 7:49 AM custom software wrote:

    You have a great collection,

    Keep up the good work
    Reply to this

  • 11/4/2012 2:32 PM BOB MIDMER wrote:
    Reply to this
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My car the Toyota Supra

Most mornings at RAF Coningsby I would park my car and trudge through the puddles and wet
grass or through the biting Lincolnshire wind (known as a lazy wind, can’t be bothered to go
round you, so it goes straight through you) to get to the Squadron building and early morning
briefing. God I hated that walk!

God, I hated that walk!

Today is no different, another wet miserable day so after a cup of standard NATO I’m in my
office when the Boss comes in all glum faced with a signal in his hand………… “I’m going to
Stanley to be Commanding Officer of 23 Squadron and I’m leaving on Friday!”

“Oh dear Sir, how did that happen?”
“Well that means you are in charge here for the next 3 months”
…….Say nothing, keep a straight face.. dam it!

Congratulations Tony, you are the new Boss

……. and so it was, I’m going to be the BOSS…… well there are going to be a few changes
round here!

228 OCU Phantom in our 64 Squadron markings

The rest of the week passes fairly quickly and Wing Commander Steve Nichol and I go through
the handover and all the usual stuff that’s in his in tray and and the things I need to do. By
Thursday afternoon we are complete and he is at home packing. The way this works is that I
become Officer Commanding 228 Operational Conversion Unit also doubling as 64 Reserve
Fighter Squadron with 28 F4 Phantom fighters at my disposal, close on 50 senior Instructors,
100 students and about 500 groundcrew, while Steve goes off to be Boss of 23 Squadron in
the Falklands with 9 F4’s. But that’s the way the system works.

For my part I don’t get promoted, and I’m not given acting rank, but I have all the Boss’s
priviliges and I get “substitution pay and allowances”…….. what that means is that for some
strange reason based on years commissioned service I end up getting paid more than Steve
does and I’m on the biggest pay rise of my life!

That of course calls for a beer! So on Friday afternoon 2 barrels are organized for the crewroom
to celebrate and these will be on tap after I have had my little “Takeover Speech”.

Friday morning and I explain the facts of life to my Flight Sergeant adjutant who is definitely old
school. We discuss coffee, standard Nato, on the hour every hour, and I will get to the
paperwork when I have finished flying for the day. Then we go for the “trivia” prize.

“Flight, what does it say on my office door?”
“Wing Commander S Nichol BSC Officer Commanding 228 OCU, Sir”
“Where is Wing Commander Nichol?”
“In the Falkands, Sir!”
“Good, what is he doing there?”
“He’s Officer Commanding 23 Squadron, Sir”
“Excellent Flight, now in your long and elustrious career have you ever known anyone to be in
charge of TWO Squadrons at the same time?”
“No Sir”
“Good, then get that ‘king name plate off MY DOOR!”

Friday lunchtime and the instructors all file into the main briefing room, give them 2 minutes for
latecomers and make the grand entrance……. about 35+ seated, talking, smoking, whatever.
About 4 Flight Lieutenants stand up and everyone else carries on doing whatever they were

I speak to one of the ones standing…..

“John, I thought I had ordered a Squadron meeting for 1300?  I see you 4 made it where is the
rest of the Squadron?”

……….and with that I purposely stride out of the room slamming the door.

30 seconds later and enter again, this time about 15 stand up………

“That’s better John, thanks for finding some more, any idea where the Squadron Leaders are?”

………. another exit, pause, and entry

…….and now we nearly have a full house!

…..and I begin, “Gentlemen be seated,….. now, there are going to be some changes round here,
when the Squadron Commander enters the room you will, as always, come to attention, and for
those of you who may not have noticed I’m the new Squadron Commander. I appreciate that
some of the 17 Squadron Leaders might find that difficult as we are the same rank, but I’m being
paid for it and you are not!

The following comes into effect immediately…… the area in front of this building is the Officers’
car park”

“Monday is a day off and we are having a long weekend”

“Assuming there are no questions there are 2 free barrels of beer in the crewroom”

Well that went down well and now the beer is doing the same until 30 minutes into the session
when the Flight Sergeant arrives telling me there is a phone call from Wing Commander Nichol. It
seems he has left his passport at his house and they won’t let him go to the Falklands without it.
S***! this calls for some quick thinking, 1. send the Flight to his house to get the passport, 2. find
a crew that are sober, 3. get permission for a straight line high speed overflight of the UK, 4. get
a jet prepped as fast as we can.

Flight Sergeant on his way
Grab Paddy O’Flynn who has just landed from an airtest
Speak to London Mil for the hi-speeder and explain the urgency
Motivate the engineers to get a jet ready or they will lose the day off!

Paddy departs at “high speed” into the setting sun

Within 15 mins I have permission, a crew, a passport and amazingly a jet. Brief RAF Brize Norton
Air Traffic and brief Paddy to just shut down the left engine on arrival and toss the passport in the
Landrover when it comes alongside.

Paddy arrives at RAF Brize Norton 20 mins later!

ONE HOUR later Paddy is back in the crewroom supping beer and my tour of duty begins!

Home again, the party continues………

Squadron Leader Tony Down RAF

OC 228 Operational Conversion Unit

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The Start 2005 with the Superglitz

 No, this is not a story from the Animal clinic  but the opener for Central Arizona Trials. New rule
changes and no more Vintage Class as it has now been combined with Twinshock and the class
rules opened up to include all the bikes from the late 70’s and early 80’s. Well I could get to ride
the Cagiva or even the SWM when I get round to rebuilding it.

So this week it’s been decision time in the workshop! What to ride? The Cub is now fully
competitive in all classes, the Ossa has it’s new carb and fired right up so is well in the running
and then there are the Yamahas. Superglitz hasn’t had a ride since her 2006 Championship runs.
The Majesty could come back out? and then there is the 77 Yam which I might change yet again
and give her another go. Not forgetting the work of art Ossamaha who did get 2 rides last year
and is begining to loosen up a little after a fairly tight rebore. Decisions, decisions!

The decision was made and the Cub got it. Ossamaha was second and Ossa taking third spot.
Must share it out later in the year. So a very early start at 0430 and leaving the house with 200+
to go for a 0830 check in. It started raining after about 70 miles and carried on until daybreak.
Arrived at the start, cold, bleak and unusually very windy.

Difficult to tell how many riders were there as most people seemed to be hiding in their transport.
However 43 riders took the start all assigned to their appropriate groups. My group consists of
Steve Richardson from Canada, rounding off his 2 week trip out of the cold, Rich Palmer and
Theresa Striedeck who is riding Beginner Lines.

We have a choice of start and being the first group ready we elect to take section 1. A variation
on an old theme here with a tricky entrance after an uphill approach. 2 large footrest high rocks
to squeeze through before a descent onto some granite slabs and then a turn and set of steps
to the upper plateau before a few simple turns to the uphill exit on the path. Rich cleans it while
Steve and I both take a dab and in the process I give my knee an almighty thwack on a rock for
good measure.

Over to section 2 which really should not cause any problems for any of our group but after
negotiating the first series of simple turns I manage to turn in an inch off line and the back wheel
slides throwing the front into a cactus and a resulting scrabbly 3! Steve makes a mess too and
adds 2 more to his score while Rich rides the line like a demo and makes it look very easy.

Rich gives us a “demo” Section 2

Section 3 is our only visit to the river and after a downhill turn from the ledge there is a left turn
over some jagged rocks and then a splash and crash before a difficult and slippery exit. 3’s from
Steve and myself and yet another amazing clean from Rich….. this is getting one sided already!

Back through the pits and along the road to 4 where Trialsmaster, Mike Carlton , is checking out
the action. The initial part of the section is a series of turns followed by an uphill across some
rocks and then descending back towards the start where the fun begins with a full lock left turn
before a full bore uphill in loose dirt. I take a dab on the turn before the hill trying to cut it too
close but rocket up the hill and manage to get traction all the way with a bit of arse wiggling!
Steve doesn’t get the power on early enough but gets over the top with a very long dab. Rich
seems to be going well but there isn’t much power and half way up the hill he takes a dab before
taking the alternate route which I personally thought was doomed to failure but that little Yam
responded and with a fine ride he is up an over for just the dab. Well at least he IS human today!

Round the corner to 5 which is a series of “up and over” soft berms and should get easier as the
trial progresses and sure enough all three of us are through clean on all three laps.

6 has a series of uphill rock steps and apart from Steve going the wrong side of a card on the
first loop we are all clean on this and subsequent visits.

Over to 7 which has a very difficult exit taking marks from all 3 of us on every loop until Rich pulls
off a great clean on our last visit.

Body “English” from Canadian Steve Richardson Section 8

Round the trail and over to the other side of the property for 8 which is a classic down and up
and we all clean this with a lot of style and make it look very easy, which it wasn’t!

Section 8

Back to the road and the last one on this side of the valley which crosses the brook and then
after rocks and soft sand over an adverse tree root to a left turn to drop us back into the brook
again amidst some big awkwardly positioned rocks before a soft sand uphill adverse exit.
Different lines here but we all get through with a bit of effort.

Rich takes the outside line on 9

Section 10 is by the start and although presenting a good challenge for the Intermediates our
line is a real “gimmee” considering the level of ability in our group.

Overall a fine event and a great ride by Rich…. well done! For my part the bike was flawless,
which of course is good but for some reason I never really felt 100% comfortable …. just one
of those days, didn’t ride badly, but didn’t superstar either…..oh well, that’s the fun of trials.
On reflection this would have been a good trial for the Ossa.
Final results;
Rich           6 points
Me            20 points
Steve       26 points

Just IN……. Mick Andrews will be at Sandia for the AHRMA trial and may well be riding one of
my bikes!!!

Tony Down

Next CAT Trial at Table Mesa with all those “Scottish” rocks 16 March…. don’t miss it!!

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The Real Thing 1949 “The Norton”

Like Father, Like Son 1964 “The Greeves 24TES”

  I expect many readers of this web are also ardent readers of www.trialscentral.com which of
course is a bit like the old man’s trials bible. Every year there is contoversy and heated debate
on eligibility of machines and indeed this year someone, who in my opinion should know better,
has even posed the question of individuals’ personal eligibility!

I have refrained from making my comments on the international web, as taken out of context,
it will probably offend someone whether they ride vintage trials or not.  Most of the discussion
hinges around the Scottish Pre 65 2 Day and all the regulations that the Edinburgh Club imposes.
First we have the question of entries and clearly there are more applicants than the 180 places
available. A shame that not everyone who would like to ride can get one of those places, but
don’t whine about it, keep trying and be very happy when one day you do. You can always go
and watch and dream of next year…… or even help!

Taken as a fun and nostalgic event the Pre 65 Scottish was, as I see it, an event whereby
former SSDT riders who no longer ride at top competition levels have a chance to show their
skills on machines of “that” period and enjoy a very pleasant 2 day event in the Highlands. Nice
idea, but with mans’ competitive nature the top machines have now developed into something
manufacturers could only dream of 40 years ago. The level of “cheating”, “fiddle” and expense is
now way above what an average clubman, could or would, be prepared to invest in ANY machine,
and would it make him a better rider? Lets face it most “wannabee” riders are now in the twilight
of their careers, and while still very capable their primary interests in the event should be more
on the social side. This is NOT a WORLD CHAMPIONSHIP event!! ITS FUN!!!

People should respect the Edinburgh Club and their intentions and allow them to decide who
rides without controversy. They need a variety of machines for Joe Public to see and they also
need some famous names and other talented riders and if you accept that then clearly around 50
places are given to riders in the “Club’s Discretion” bucket. That then leaves around 130 up for
ballot for the rest. If you do get an entry, for whatever reason, don’t decry others abilities, and
just accept how lucky you are and feel honoured to be taking part.

The Question of “Rules” is a very thorny subject and thankfully one that doesn’t rear it’s ugly
head here in the USA.The real question, before any rules can be changed or broken, is
realistically just how many “real pre 65” trials bikes are out there in running condition as they
left the factory or dealership?

Going back into that “era” my memories of trials bikes of the day were the purpose made
Greeves machines and a collection of other 2 strokes by Francis Barnett, James, Dot, Cotton,
and the good old workhorse BSA Bantam. Now these “lightweight” bikes were up against the
small 4 strokes of the Tiger Cub and the BSA C15. If you could handle a 300 pounder then
there was the might of the AJS’s, Matchless, RE Bullets, big old BSA’s, Ariels, Velo’s and the odd
ball Norton.

What constituted a trials bike back then? Well for the most part they were little more than
sturdy road going machines with a few classic alterations. Probably the only current “sit up
and beg” machine reminiscent of the 50/60’s is the Indian made Royal Enfield Bullet. What
would you do, now or back then, to go trials riding?

Remove center stand
Remove big Fuel Tank
Remove double seat
Remove lights
Tool boxes and battery?
Remove rear footrests

Fit 21 front 18 or 19 rear wheels
Fit Dunlop trials tires
Alloy tank
Alloy Guards
Hi level or upswept exhaust
Trials handlebars
Waterproof plug cap
Ball ended levers
Single seat
Some sort of engine bash plate
Bigger rear sprocket

…. all this can NOW be bought to convert an Indian Enfield TODAY!

and if you fit it all this is what you get ?

Maybe Royal Enfield’s idea of a Trials bike, but not mine….. and look at the stance!!

…… and that was very much “IT”….. until of course the factories and individuals started adapting
suspension, both front and rear, different gearbox ratios, alloy barrels and so on. By the time we
are in the mid 60’s the British Motorcycle industry is in a shambles and very little progress is
being made in any field. Still with solid footrests, no chain tensioners and plastic bags and rubber
bands to deal with waterproofing.

All too soon anything original from that era will either be in a museum or the scrapyard or have
been converted into a cheater bike. Of course the Cub and the BSA were popular in the 60’s as
you could buy them straight from the dealer. Greeves were on the rise, and if you could get on
with the banana forks, weird steering and flat bars then you had a fairly reliable bike. The
Comerfords Cub in the hands of Gordon Farley was a delight to watch as were the “Heavies”
ridden by Brownie Usher and my uncle, Tom Arter.

Just Beautiful! John Moffat on another of his fabulous “M”s

James? maybe 2 at an event with 200 riders but now somehow the Pre 65 is full of them with
their lightweight (2001) frames and no doubt Villiers 37A motors taken out of Greeves frames.
I would have personally thought that as those frames were not produced pre 65 we have now
set an unfortunate precedence and that should allow the Sammy Miller and Otter frames to also
compete. I for one, can’t really see why there is all the engineering effort on cheater forks and
what is currently allowed and what is not. Yet at the back end nobody cares that the machine is
fitted with the latest Betor or Falcon gas shocks. Seems to me that machines should be divided
into different classification classes for the event and maybe called what they actually are. Triumph
to my knowledge only produced a 199cc motor and of course the little 150cc Terrier, so now the
230, 250 and even the 280 may have Triumph badging on them but what runs inside has normally
got a far eastern flavour! …… and why, oh why,  is there all this nonsense about carburation?
Ignition systems and carbs are the fundamentals of keeping the bike running and reliable so let
them in or we will be back to steel bars, solid footrests in the manufacturers position, and Dunlop
4 plies. Certainly time for a review in the best interests of the event and trials riding in general.

To stop all the bickering and attempts at “cheating” or FRAUD if we call it what it really is, then
go for classes that actually describe what you have.

STOCK as it was, or as close as we can get with allowed improvements of handlebars, footrests,
rear shocks, modern tires and chain tensioners.

CLASSIC  standard motor, any ignition or carburation, period frame and forks.

SILHOUETTE  any level of engineering with drum brakes and twin rear shocks

My Cub in “serious comp mode” NO CHEATING here

and, it’s FUN

Well that’s enough of my views on the subject of the UK Pre 65 Scene……. c’mon lets hear yours.

Now let’s have a look at what goes on here in the USA in the Vintage world of trials. Currently
we have 2 major organizations that support the vintage movement and by that we are talking
machines that had drum brakes, air cooled engines and twinshocks. By far the biggest is AHRMA
who deal with all aspescts and disciplines of Vintage competition and of course there is a growing
trials fraternity within the club who compete Nationally riding up to 25 events with the best 7 rides
to count for individual championships. With the travel distances involved within the US you have to
be selective and try and find 7 within your budget and travel limitations.

The other organization is still in it’s infancy, but growing in popularity, is based in the Southern US
and also caters for those machines that AHRMA ignores and will not let compete, and here we are
only dealing with a 5-6 year time frame from 1980 until the last ones built circa 1985 when all
development had moved to monoshocks.

So sadly AHRMA refuses entries to all post 79 bikes which therefore excludes SWM, Cagiva, late
model Montesas, Armstrongs, various Hondas, Gori, Hiro SM, Italjet, Fantic and Can-Am to name
the most common seen non participants. ITSA lets them in with open arms and some regional
clubs are having forum debates to see levels of interest. Again, on a personal level if I were
riding , “Superglitz” my 74 TY250A Yam, it would not bother me at all to be up against a 1982
SWM 280 or Jumbo.

Just to cover the AHRMA classes we have many, and I think rightly so, as the machine capabilities
are considerably different. Add to that individual rider levels of ability and we end up with 4 lines
at any section.

The classes themselves divide up reasonably but you can always argue over a couple of
machines and the class they are allocated to.

Premier HeavyWeight….. Non unit construction over 350cc Pre 65
Premier Lightweight…… Unit construction pre 65 so oddballs here can be the big BSA’s
Classic………………………Various 2 strokes up to 175cc, Spanish 4 speeds, Honda 90/120 and
Prem Lt 4 strokes
Modern Classic…………..All Yams, Bultaco,Ossa, Montesa, Suzuki and Kawasaki up to model year
1979, and specials.

1946 on 1964 going well in 2007

No regulations on ignition systems or carburation and only pre 74 components on the non
Modern Classic classes so that does give some leeway to use period forks without going to
all the expense of new internals in old legs.
A fair system of rules in my opinion and one that allows some level of engineering while still
keeping the fundamental of FUN as the prime ingredient.


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  • 3/1/2008 3:37 AM Marc Price wrote:
    Hello Tony
    I look forward to your mails and enjoyed your pre 65 overview and comment.
    I agree entirely with what you say and appreciate people like you who take the time to give some helpful advice.
    I have (as mentioned before) a completely restored genuine TR20 Cub. I owned it at 14 and after 25 or so years got it back and had Ken Heynes ex Triumph rider rebuild it. It looks spot on but as when I was 14 it is unreliable with it’s fuel delivery and the front forks are too soft for a 200lb chap!the front ally fender (as the US calls them!) is already dented. So I am ditching the original stuff and making my bike relevant to today. A new Delorto Carb and some Bultaco forks.
    If I do not modify my bike to make it reliable, smooth off the throttle and give it good suspension there is no point in owning the bike as I will never get to enjoy it. A museum piece or a great ride?
    I have to go for the great ride> As I intend to never let the bike go again I may as well just get on with enjoying it just the way you changed your new Sammy Cub.
    All the best Tony. I enjoy the reads.
    Reply to this

    1. 3/1/2008 7:54 AM Tony Down wrote:
      Yes, I agree not much point in having a lovely museum piece if you are not going to ride it. A good carb, and the Del Orto, is superb and a decent ignition system make for a reliable and competitive machine. Now add some “period” forks and you have a great little bike. Just be careful with the forks though as you might end up with a long wheelbase model!…… and lastly from a riding point of view check the footrest position. Front spindle to center of rest should be 37.5 inches and 12 inches high. That should give near perfect handling.
      Reply to this
  • 3/1/2008 12:25 PM Doug Hunter wrote:
    Good article Tony.

    The USCRA in the northeast and CVMG in Canada also run vintage events on this side of the pond, but with similar rules to AHRMA. The rules here in North America are definitely a lot less strict..however we are also dealing with a fraction of the numbers of pre-65 entries one sees in the UK I expect, even at the largest AHRMA meetings.

    Still, it seems that there could be some middle ground here, particularly in the face of an aging demographic dealing with what were very big heavy bikes in their day! It’s one thing to deal with a “vintage” but still lightweight Bultaco or Yamaha… but a 300+ pound Enfield, Ariel or Matchless is another story!

    Reply to this

  • 3/3/2008 6:03 AM John Moffat wrote:
    Hi Tony,

    Good article there and a nice photo of yours truly on the ex-Brownie Usher Matchless G3LC riding the famous SSDT section Laggan Locks! The big problem with applying the segregation rules to the Pre65 Scottish Trial is that the organisers want only one winner and segreagated classes wouls produce multiple winners. It is a real shame for the 180 hopefuls that are currently turned away as the entry list is full up.
    Keep up the good work, I like it.
    Best wishes, John Moffat
    Reply to this

    1. 3/3/2008 6:50 AM Tony Down wrote:

      Yes, it’s sad that it come down to cheating and fraud, so like most things we have to accept the rules and “bend” them a little if we can. As you and I both know in any of the Edinburgh Club’s events its not so much the result that counts for the Clubman, it’s the “being there”. …and being able to say “I rode the wxyz Scottish and finished!”

      Tony…….maybe 2009???
      Reply to this

  • 3/25/2008 2:20 PM Javier Cruz wrote:
    Good article and a wonderfull webb, will take me some time to see it all!!!
    Have heard recently you will be racing next year the Scottish Pre-65 in a special James…….if it is the bike I think be shure it is absolutely fantastic!!!!!
    All the best, Javier Cruz
    Reply to this
  • 3/25/2008 2:22 PM Javier Cruz wrote:
    Good article and a wonderfull webb, will take me some time to see it all!!!
    Have heard recently you will be racing next year the Scottish Pre-65 in a special James…….if it is the bike I think be shure it is absolutely fantastic!!!!!
    All the best, Javier Cruz
    Reply to this
  • 10/28/2010 3:44 AM David Speck wrote:
    Hi Tony – thoroughly enjoyed reading the full article and my eyes lit up at the mention of your uncle Tom Arter. I have just fully restored a 1962 Matchless G12 CSR sold by Arter Brothers in that same year, and it has wonderfil provenance. Only thing I need to make it really authentic is an original Arter Brothers front mudguard dealership badge going spare please let me know!! Keep up the good work – Dave Speck
    Reply to this
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Looks like rain, and why is that UFO following us?

  End of August and now a busy time begins with Casper, Sandia and Dickson to pack in all
within a 30 day time frame. Head out on time on Thursday with the intention of making the 700
mile leg up I17, along I40 into New Mexico and up I25 from Albuquerque. All’s well until the upper
end of New Mexico where the storm clouds are gathering and sure enough as night approaches
it starts to rain and true to form the wipers FAIL AGAIN!

More rain!

The idea of going through mountain passes in a thunderstorm with wet roads and no wipers
seems somewhat foolhardy so we elect to night stop at a truck stop some 50 miles short of
Trinidad. With huge Black mushroom clouds all around we settle in for the night as the storms
rage overhead.

Early morning and set off a hour early and catch up the extra distance, bright and sunny today
and we make good time going northbound and mid afternoon we are turning off the road onto
the 3 mile dust trail that will take us to Mosteller ranch for our double nightstop in a pleasant
clearing just above the river. It’s as dry as a bone, and hot and with the generator and AC’s
blowing the Starship now has it’s own forcefield around it with a dust bowl that was visible from
space. Into our “private” parking slot (thanks Fred) and now the bus looks like we have just
finished Paris-Dakaar so out with the airline and blow all the nasty dust off to reveal our true

On the riding side not my best rides of the year but 2 great trials nonetheless. The usual bar-b-q
and Brenda’s now expected roast turkey that vanishes before gobble- gobble is said. Some great
home made Georgia wines from Bob Carpenter and another evening of entertaining long past
bedtime. A fairly standard hang over to kick off day 2 and then it’s time to leave and claw our way
back along the cliff path and get the 8 foot bus from the Toronto Bus Charters through the 7 ft 11″ gate!

Homeward bound and approaching Cheyenne……. guess what? …. yes, you got it, it starts to
rain! Der, Der……DWANG! hello WIPER!!  Onward and now refuel at Flying J and take on
water/dump in the pouring rain while mystified at the stupidity of people around fuel pumps and
60 ft long rigs. Tighten up the wipers on their arms and off we go again and all is well with
Brenda and dogs sleeping peacefully until we approach Denver where the sky is jet black and it
is going to get bad. In the wheelhouse of the “Andrea Gail” information regarding the “perfect
storm” is relayed to the Captain but press on we must as we need to make Trinidad.

Yet more Rainbows and…….. RAIN!

In the gloom of the evening made worse by the black clouds the wipers fail once more and the
Andrea Gail slows as spray and rain cover the wheelhouse, full lights and the horn clear our path
from all but the unwary and fortunately the drivers are behaving sensibly compared to the
normal loons I see in AZ and CA who speed up when it rains and travel bumper to bumper in
NASCAR fashion!

Out of Denver and the rain eventually stops save for the odd shower as we slip past brewing
thunder clouds and brilliant flashes all around. Finally we dock at Trinidad and Monaco are going
to take a hiding tomorrow morning!

Home without further trouble and now Monaco say take it in to RV Renovators and they will fax
them the “to do list”. Excellent service as always, Karen the service manager, is always right on
the button and no sooner have I drawn in than Bob is out with the torque wrench and the
tightening begins. Torque set at 20 we don’t get past about 10 when the shaft shears and and
the wiper falls off!

The following week the bus goes in and Monaco have sent the entire shooting match and Bob
fits everything and then spends hours spraying water on the windshield periodically torquing
and retorquing everything. The following day I collect the coach, $800 worth of new wiper system
+ labor all under WARRANTY, and they have even washed the coach free of charge. I told you
they were good!

Sandia next in New Mexico and all is well until 1 in the morning when I feel the rig shaking? Sure
enough it’s got windy and someone left the awning out …… no problem you say there is the auto
retract which will fire up at 15 mph and electrically rewind the topsail. Nice idea if the system
detects the wind but in this case the gale is directly from behind us so the sensor isn’t getting the
full force and we are about to win the “America’s Cup” with our mainsail up and running afore
ye sou’wester! 1.30 and becalmed!

Our Rothman Hondas at Sandia

Having filled up with fresh water and not dumped at the same time…ERROR! We now have 100
gallons of fresh to fit in either grey or black…easy! well not so if you already have 45+ in grey!
So after a pleasant weekend and an easy win for me on the Cub, all the “Rothmans Racing”
Hondas are recovered from the show area and we set off home.

During the walkround in the “pre flight” I notice the Beaver is behaving like a Harley and has
marked it’s spot! Well on start up checking tanks we have 4 gallons of fresh and 130 in grey
which is an overkill as it only holds 100? Hummm?

Also one of the air systems is fluctuating between 110 and 140 …… the mind boggles! Pull into
the Flying J and dump the Grey and then on start up the air pressures are all good?……..don’t
ask it’s a RV!!

Approaching Flagstaff and a storm up ahead so get ready with the wipers. Here come de rain!
will they won’t they?
YES, they DO!

The bridge at Memphis

Only 2 major missions left for the season and the first one is 1700 miles to Dickson TN. Well the
drive was long and bumpy along I40 or Route 66 and we entertained ourselves with “songs of
the road” as we crossed AZ, NM, TX, OK, AR and TN. Some of the roads were awful but finally we
are in Dickson TN for the 2 day trial. Another dose of parking 60′ in the trees with the only way
out in reverse, which after a fair bit of adjusting I manage without jack knifing the trailer or making
a buffoon of myself. Take home a nice souvenir cold and we make it both ways without any major

In the trees Dickson, should be fun getting out?

The GHOST of a British Rider

The last trip is Napa and Hollister with a wedding to attend in Napa followed by some wine
tasting and then Hollister for the last AHRMA event of the year. The drive goes well having got
through the lunacy of LA and we find a good nightstop alongside I5 and day 2 goes well slipping
through San Fran without any major hold ups and soon we are at Calistoga and off on the
Beemer to get the licence. Everything we plan goes as planned with a sooper wedding day and
wine tasting followed by a run round wine country the next day on the Beemer before joining up
with Ed and Evelyn at Hollister. The trial was good and here I made my classic error of the
season by riding and not checking. Had I elected to check then I would have won the
Championship but by riding and losing one miserable little dab I finished second!

Ooooh, must be some wine round here somewhere

Post Wedding at Rutherford Hill

Francis Ford Copolla Winery

The way home was nearly incident free until the outskirts of LA where the road was closed due
to a horrendous crash and fire in a tunnel which had closed I5. The scene of mangled burnt metal
was unbelievable and after a 2 hour detour we are home with a 20,000 mile season completed
and a lot of RV lessons learnt…. WE THINK!

Tony Down and the crew of the Starship Beaver.

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 With the season opener for AHRMA behind us, and boy did I want to ride that or what? Well
mustn’t be greedy and must give back to the sport, so onto the next series of trials to look
forward to.

Waiting for the Train Kingman 2005

Next one for me is the CAT season opener the “Hardrock Trial” at Kingman AZ, good place for an
event but a shame about the start area which is difficult to park in with anything much bigger
than a pick up. Previously run as a 2 day this has always been a good but tough trial.  The
landscape lends itself to sections and providing the Trialsmasters think it through some
challenging but fun sections can be laid out. I always prefer a 2 day especially if you are
travelling 200+ miles for an event and for a 1 day 200 has to be the borderline of yes or no.

CAT in it’s infinite wisdom has seen fit to throw out ALL the 2 day trials which I personally don’t
see as a good thing but my view doesn’t count for much in this field. Brenda may stay at home
for this one, and I’m borderline as to whether to go or not.

Kingman 2004

Kingman 2006 with the Majesty

The next AHRMA event is in Florida which again is too far for me but it usually has a good turn
out so that takes us through the opening week of March and just maybe the Lucas Racing Mag
will be rewinding in the UK as I would love to have the Enfield up and running for Diamond Don’s
in early April.

Nothing happening up in Colorado until May as the snow keeps falling!

Locally it will be Table Mesa on March 16th and as previously said I love the place with it’s
Scottish style sections…..I can dream! Doubt the Enfield will be ready for that so more fun with
the Cub which is performing brilliantly and I can offer no excuses this year as it does everything
I ask.

Keith’s place at Table Mesa will have had the road rebuilt, you have to marvel at what a one
armed man can do with a Bulldozer. I remember when Brenda and I went to look at the place a
few summers ago when CAT had lost all it’s regular trials venues. We took Brenda’s Ford Explorer
and the road, if you can call it that, was non existant and heavily overgrown with Palo Verde,
Mesquite and Ironwood with Catsclaw thrown in for good measure! The pin-striping on her car
was awful!

Brenda’s car in the background….. she hasn’t seen the pin-striping Yet!

Got to be some sections here

Natural riverbed just like Scotland

but wait, there’s more


80 acres of this, and he wants us back

Table Mesa

Man, I love this place!

Moving on, maybe some skiing at Telluride….. that reminds me better get working on those
SWM’s! ….. then first week of April down on the bayou at Jefferson Texas for Diamond Don’s,
the now “famous” Friday night party of free beer Crawdads and Brisket and the AHRMA bands
and singers. We always love the train ride into town and the Po-boy shrimp sandwich which
just has to be the finiest ever…… might even go a day early and have another one ?
The same weekend there is a Cat trial but AHRMA takes priority.

Here come de train!

All aboard

Shrimp Po-boy for me Please

The platform at Diamond Don’s

Coming into town

Another Po-boy please

Mid April, we assume we are heading for Perris Raceway in CA, not the Perris Trials Land that
was so good, but another motocross course so once more an unknown. Well it’s all fun and I’m
impatient to get on with the next one.

TONY DOWN  waiting for the Train!

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Write down the numbers as they are ALL very similar when you go to buy them!
6302? 6203? 6202?

Before making the final decision that the wheel bearings are shot check all the following before
going to all the time and trouble of changing them.

1. Check the Swinging arm bolt for tightness
2. Check the rear wheel spindle for tightness
3. Check to see the state of the spokes
4. With the bike supported place one hand on either side of the wheel…….and do a little
push/pull…. if it moves it’s shot, but do remember if you haven’t checked the items above you
may get the same effect.

The front follows the same technique with the exception of the swinging arm.

More than likely if the bearings have gone then there will be other associated problems but
today we are working on bearings in Mister Shade Tree’s shop.

First take out the offending wheel and clean it.

Inspect the spindle for wear and rust and encrusted mud/grease

Remove the Brake plate and shoes, check that over later

Gently pry out any rubber dust covers and check to see if your bike has any retaining circlips….
if it does remove them with the correct tool.

Using my old friend the “tire spoon” for the perfect radius, a screwdriver may break
the wire seal

Up she comes!

Now before we ruin any tools, throw a tantrum in the workshop, and start hurling things
around get the RIGHT TOOL!  yes, many of us in the past have done this with screwdrivers
and hammers, sometimes it works, and sometimes NOT! Because the pressure is being applied
non uniformly, you can either damage the hub where the bearing fits or knock out the inner race
and ball bearings leaving the outer firmly wedged in the hub…. now you have a real problem!
So, get the right tool, either buy it or “borrow”

All the inserts for each bearing size, two bars to spread the jaws on the inserts

Step1, find the correct fitting and insert fully into bearing.

Tap in flush

Step 2, with the extractor tool, on a firm surface, inset the blade into the tool from the other side
and hammer in for a tight fit to splay the jaws.

Step 3, knock out the bearing and the center tube will drop out, repeat for the other bearing.

YUK! that’s rusty

Step 4, gently tap in the new bearing until flush, then using the old one tap in until seating is

Step 5, I usually clean the axle/spindle and spacing tube with a flap wheel and lightly file the
inside of the tube to remove any rust.



Step 6, grease center tube and replace, then tap in bearing on far side and replace dust seals.

Change to the Rubber Hammer for the dust seal

Step 7, lightly grease the spindle before refitting

All done, remember bearings are universal so you can buy them fairly cheaply from a bearing
shop or your local bike shop but DO buy the double seal type.

Another difficult job made easy!


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Clerk of the Course

And so the 2008 season begins. From what appeared to be a less than ideal location for a trial
we were able to find 12 competitive sections with the scope for a lot more in future years.
Bearing in mind this event is the season opener it would be conceiveable that this could be a 2
day in future years with some adaptation of sections. Of course with winter rains and raging
washes new sections can be created overnight.

A good turnout of 29 riders got the season away on a pleasant AZ winters day with temps just
over the 70 mark and no wind. 3 loops of 12 sections with riders starting at different start
locations allowed for a free flowing event with no serious bottlenecks.

Dan Straka on 1 after Rotator Cup Surgery last year

Derek Belvoir chuffs through 1 on the Velo

Sections 1 & 2 were continuous and were relatively easy for the 2,3 and 4 lines with a sting in
the tail on 2 for the 1 line riders dropping into a log infested hole to complete a 180 degree turn
before attacking a climb with a buried log in the way. Too little power here and the rear wheel
grounded out on the log with a resulting 5. Jim Wagner, the Modern Classic Expert Winner
suffered just this on his last lap. A sneaky little adverse step caused a lot of problems for the PI
and 3 line riders as it refused to form a path that you would have expected.

Second Place in Mod Cls Exp, after a tie break, Michael Salsman

Jim Wagner, Mod Cls Exp Winner just before the “5”

Rounding the top of the motocross circuit Section 3 had 1,2 and 3 line riders climbing over a big
fallen ironwood tree. 4 liners skirted the tree and had an easy wander through the bushes. Even
with the best laid plans some 2 liners found a “cheater line” but in truth it didn’t alter the
concept of the section. Some of the bigger bikes with longer wheelbases had trouble after the
log trying to turn while their backwheel was still coming off the log and I don’t think Rob Poole
rated this section as his favorite.

Section 4 was deep, deep wash sand with varying lines but in all cases caused a few problems
for those getting their weight too far forward and going too slowly.

Out of the wash and away across the booney to 5 where riders had the challenge of another
fallen tree and soft wash sand to deal with. I didn’t hear too many comments so I assume it rode
as planned. Section 6 with Dick Mann in charge was probably the AHRMA “gimmee” of the day
and despite all the pre event whining about being dangerous because of a strand of barbed wire
attracted no comments at the trial aftermath.

Section 7 had changed a bit from when I laid it out and many riders had taken a much steeper
entry into the “Grand Canyon” than I had planned, but once again it didn’t make the section any
easier, maybe even harder.

Due to the wash sand section 8 had 2 start zones with the 4 men getting an easier line to
attack their hazards. 2 and 3 line should not have been having trouble but I did see Rich Palmer
have an annoying 5 on the root on his last loop when he stalled.

Section 9 had 2 lady checkers, so no nonsense here, with the multiple crossings of the ditch and
hard rutted wash. A longish section and a tricky finish where line was critical or a loss of marks
would be inevitable.

Along the top of the quarry way above the motocross circuit we had a passage control at the
top of 10 “The Graded Climb”. Two more lady checkers here with  Mrs Becker in charge at the
start and Alice Sexton, the new AHRMA Director of Communications/Advertising getting her first
taste of a National Trial and punching cards at the top.

National Trials Coordinator and 2007 MC Nov Champ, Ed Peacock  on the bottom of 10

First Trial and 2nd place in Mod Cls Nov for Forrest Bault

“Working those Knees” Tim MacDonald with new found confidence

Classic Exp winner Rick Wolf with a 1 point win over Eugene Waggoner

Eugene Waggoner Wheelies up 10 on the “Spanish Onion”

Determination from Rob Poole with a great ride up 10

Wouldn’t have believed it if I hadn’t seen it! Mike Becker cleans 10

Slow & Steady with a lot of Style. Robert Borg

Jim Wagner and I watch Rich Palmer’s 3rd gear attack

Full flight in 3rd from JIM with a lot of “Body English”

Smooth riding from Nick Turner Prem Lt Exp Winner

Prem Hwt Winner Derek Belvoir on that Velo

Steve Richardson from Canada, Mod Cls Int Winner

Bob Strohman on the edge with a wheelie

Fred Martinson passes the “1” marker

First attempt by Robert  Whitman for a “5” but He DID make it next time!

Section 10 seemed to be providing the most fun for riders and spectators alike and after initial
glum looks of total disbelief the beaming smiles of achievement were worth seeing as rider after
rider crested the summit. Some really notable rides by Mike Becker on the Honda, the grace and
power of Derek Belvoir on the Velo, classic style from Eugene Waggoner on that pristine Bultaco
and a lot of 4 stroke power from the old single pots, including the rigid, as they rocketed up the
climb as though it wasn’t there.

Back along the ridge and down to the start of 11 for an easy down hill for 4. A series of slalom
turns for the rest then a loose uphill turning climb to individual gates before the finish. Some of
the 2 liners got into trouble on the first loop but thereafter got to grips with the hill and only lost
1’s and 2’s.

Section 12 in the SE corner by the cliff was easy enough but also a good trap for the unwary as
too much or too little power through the “S” turn would cause problems and once again I saw
Mod Class Exp winner Jim Wagner get caught for an unexpected 2!

Jim Crain, now on the Cub, at the bottom of 12

Headlight blazing Steve Richardson coming up 12

12 sections, all cleanable, with the “Trialsmaster’s” intention of getting around “20” from the
class leaders and having a trial whereby one silly mistake was not the end your day. In that
respect we were successful with the exception of Modern Classic Intermediate, our biggest class,
who sailed round with low scores. (Next YEAR!!)

Thanks to all the helpers, 14 checkers, 8 of whom were the ladies, and of course Ed and Evelyn
along with Earl Burrows. Special mention to Evelyn for the excellent result service at the desk
keeping on top of the cards. Sorry to Len Sims who somehow got behind me as I closed the
course. I did however, offer to ride and check for him but he declined my offer ….. but he did
have the chance!

We did have some beginners and trials “first timers” and judging by their smiles having made it
to the top of 10 they will be back for more! Just a thought here for the well being of our sport,
lend a hand, a little coaching and teaching goes a long way when you are just starting. Acid test,
“What was it like the first time you tried it ?”

“Showboating” on 12……


BRENDA DOWN PHOTOGRAPHER             www.trialsphoto.com         182 photos of this event!

Sign up as a “Blog” subscriber … it’s FREE

Tony Down

IF YOU RODE IT YOU WILL BE ON FILM!! See Brenda Savage Photography


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  • 2/22/2008 9:13 AM Ed Peacock wrote:
    Another great article and I think a proper thank you is in order for the trials master and for Brenda and her terffic pictures E
    Reply to this
  • 2/22/2008 10:50 PM Steve Fracy wrote:
    Hello there Ed. I have been following Tony and his website for a while now and happy to see your name and that you are still involved with trials. Sure would be nice to bump into you again sometime! Take care!
    Reply to this
  • 3/14/2008 10:02 PM Steveo wrote:
    My thanks Tony for an event well laid out and fun!Your sense of dedication to our sport is greatly appreciated,always,can’t wait until next year.I believe that if theres one thing more challenging than riding a trial,its being the trials master
    Reply to this
  • 4/8/2008 6:33 PM Dan Straka wrote:
    Hey Tony…very nice write-up. Thanks for a great trial and an opportunity to leave the Wyoming Winter behind for a couple of days.
    Reply to this
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