MORE OF THAT AHRMA MEDICINE SANDIA 2005

MORE OF THAT AHRMA MEDICINE SANDIA 2005

MORE OF THAT AHRMA MEDICINE SANDIA 2005

THE RETURN TO ALBUQUERQUE

  One day in early September, for no reason other than curiosity, the fickle finger of fate hits the
E-Bay Motors button and up comes a RV page, and lo here is a super deal at Earnhardt’s! Too
good to resist we go and look at same and despite eager salesman’s desire to sell us a brand
new one we insist on looking at the 2001 Beaver Marquis. Well in all honesty there was NO
comparison!

All the new ones we looked at were ok but nothing that really stood out and said “buy me”. The
Beaver, however, was another story. Open the door and it’s an instant WOW factor. Everything
is just beautiful, the engineering, the woodwork, the lighting and the attention to the smallest
detail. Like the ad says “if I have to explain you wouldn’t understand” Seldom in life can two
people be smitten by an inanimate object, but brother we were smitten!

So the Beaver now becomes the transporter and her maiden voyage will be Ahrma Albuquerque.
She is duly prepped and all the goodies purchased for the upcoming weekend. No problems with
the trailer wiring, but the RV does seem a little bouncy on the highway, and there is a high pitched
whine which is a bit annoying. We load up and are on our way with Brenda experimenting with all
the new gadgets. For entertainment we have constant Sat TV, regular TV, DVD or tape and music
from XM radio all with surround sound and of course sat navigation which we haven’t got to yet.
 En-route, Brenda collects up all 13 hand controllers for gadgets various and stows them in this
beautiful roll top compartment in the center console that also houses the navigation system. With
the bus still bouncing and sports bras required for front seat occupants we hit some road works
on I40. Bump! It says but it subsequently turns out to be more like the continental divide where
two of the Earth’s plates have ridden up over one and other.

When we land there is an almighty CRASH and after eyeballs had been replaced in sockets we
discover the hand controllers have been airborne in the roll top and we now have a log jam!

Eventually arrive at the venue, food, beer and bed.
 It’s Friday and the place is filling up with flat trackers, motor crossers, and road racers, as well as
a sprinkling of trials and enduro bikes. Meet with a lot of guys from the Casper event and Sheldon
as well who is the photographer for the weekend. Wonder where the trial can be as this place is
as flat as a pancake?

 All is revealed and loop 1 starts with a little switchback in and out of some holes in loose dirt.
The next two sections are on a sandy bank with a few tufts of grass and desert vegetation. A
right turn followed by an uphill left, then a wide right hander into a deep loose sand gully to the
uphill exit. Lots of time deciding on the gear to use and eventually go for first and a lot of blipping
throttle. This works quite well with a dab on the wide right hander and another just 2 feet from
the card. Section 3 starts downhill and then has some tricky turns in the soft sand to the uphill
exit. It goes better than expected with only 3 dabs but we can do better here!

The Sand Hills Lap 1

 On we go to the next group. Number 4 is a wiggle around a tree and a couple of tight turns
finishing on a ridge. Good clean here and that’s followed by a nice ride on 5 for another clean.
6 looks tricky and I lose a dab when I don’t turn tight enough and the front wheel is getting
dangerously close to the tape. Well 2 left and they are back at the start and don’t cause any
problems. So, 6 lost on lap 1 but as most people had been struggling in the soft sand I’m feeling
reasonable confident.
 Loop 2 starts on a different section as my class had actually started on Section 2. Having just
cleaned the opener I’m straight in again, but go a little too slowly across the adverse camber and
the front wheel breaks away in the soft dirt losing a real stupid 2! The next isn’t much better as
I lose another 1 by going too fast. The student gets a sharp reminder to get something other than
the transmission in GEAR!!

The “Gorgeous Dab” on the Sandhills

 Back to the sand hills which I had had a pretty good effort on last time. Same line, the sand is
softer and deeper but I stick to the plan and amazingly get some grip and sail through for a
gorgeous dab. I see my nemesis, the Rich Palmer sitting down?  Different but the technique
doesn’t work and he gets a 5. The next one is another unlucky 3 single dabs. Well, so far this lap
I’ve lost seven, but then I’ve just seen Rich lose 8. Clean the rest so must be in with a chance
despite those silly mistakes.

 Loop 3, no problems with 1 & 2 and on to the sand hills for the last time. By now it’s a real mess
and despite a valiant effort I can’t get close and lose a three. The next section has cost me 3 on
each previous attempt and now its difficult to even get into the start. Somehow I get it all together
and whiz through for the only 2 of the day. I’m well pleased and by now I’ve worked out that Rich
has lost 20 on these 2 sections to my 14 and allowing for my dumb mistakes I should be 2 ahead
minimum. The next one has that tight turn on the bank and once again I make the same mistake
turning too late and lose another dab. Oh well, that’s 19 but the rest should be OK. Wrong, exiting
the easiest section I ride the back wheel over a little root stump and it flicks the wheel sideways
for yet another dab. So I finish on 20 and so does Rich and of course he takes it on the tie break
with the greatest number of cleans.

 The evening is spent entertaining in the new bus and on Saturday we are en-route to Cozy Comfort,
our RV park in Colorado. If you have 2 RV’s you might as well have somewhere to park them!

Well that wraps up the 2005 AHRMA season for me as the remaining events are all too far away.
So I finish with 3 wins, two seconds and that dreadful fourth in Texas. Overall it earns me 3rd place
in the National Championship and the desire to do much better in 2006.

Tony Down  with RV Specialist and Photographer Brenda

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MORE OF THAT AHRMA MEDICINE CASPER 2005

MORE OF THAT AHRMA MEDICINE CASPER 2005

MORE OF THAT AHRMA MEDICINE
2005

With no events to ride within a light year, May through August, were somewhat Spartan on the
trials front. However, promises had been made to try the Wyoming 2 Day, and so the Safari and
trailer were duly loaded and off we go on another voyage into the unknown.

Day 1, a quick 700 mile jaunt to the Colorado border where the first night stop is planned. The
drive is fairly uneventful until it gets dark and we are coming down a hill in the mountains when
suddenly in the headlights there is a green thing …… BWWWOOOOFF!  a bale or two of alpha-
alpha explodes over the front of the RV in best Hollywood stunt driver scene, but the RV rumbles
on to our planned turnoff. At the turnoff we diligently follow the Mapquest instructions and get
nowhere! So, now we have to turn the 60 foot rig around. 9 miles later, with steel barriers on both
sides of the road, single track of course, we eventually find an area where we might just get this
thing pointing the other way. It just makes it and back the 9 miles we go to try again. Stop and
ask, usual waste of time as anyone serving in a gas station after 6 pm has a single figure IQ.
Eventually find the RV park and settle down for the night.

  Day 2, only 5-600 miles today so off we go again and once past Denver the drive becomes a lot
more pleasant. Stop for some gas but they don’t have any LP gas for the generator so another
stop is going to be necessary. Gas stations are now becoming a bit sparse so when a huge LP
GAS sign comes up we duly follow same until we find the place some 4 miles off the beaten track.
Park the RV by the huge LP gas container and walk inside to find 14 year old filing nails and
chewing gum.

“I need some LP gas please”
“Huh?”
“LP Gas please”
“Nobody here can do that, we ain’t been trained”
“Obviously not”

Back to the freeway and eventually at our exit there is a big station that has it all so panic over
and we refill for the weekend.

  Follow the directions and creep through farmyards and along mountain tracks until we come to
the start which is on a lovely grassy patch in a wooded area. Fred Martinson has allocated us a
smashing spot and the RV slips into its new berth for the next 2 nights.

  Saturday morning, and there are lots of people everywhere, and friends from previous events.
Bikes are duly unloaded and Brenda makes friends with Jim Lipscomb’s granddaughter who is
learning to ride on a TY175. The morning passes very quickly and it is start time before I know it.

  The first couple of sections are in water and mud! This is going to be good. No 3 is more mud
with a little turn on a bank where I take a dab. No 4 is simple and then up the hill to No 5. A spring
bubbles out of the mountain and its green grass everywhere and made delightful by a herd of
cows who have paddled in it, amongst other things, and chopped it all up…..its like a REAL section.
Yo ho, 2nd gear for once and mustering up all the memories I fly through it for a great clean. No 6
is a twister in the trees (nadgery they are called in the UK) and then some rocky ones to finish the
loop of 11 sections. I try the non scoring section, which is just like something out of the SSDT and
clean that for good measure. Two more loops and 2 more great cleans in the cow pasture finishing
with a total of 3. That was a great trial and well worth the trip.

  Back at the ranch Brenda has been cooking a large Turkey. Amazing what you can do with the RV.
A great evening follows with good food, a little too much beer and many stories of yesteryear. ……
and so to bed.
  Sunday and another nice day, and we have invited Fred over for breakfast so after a quick drag
with the Labrador its back to the RV with Fred to the delightful smell of coffee bacon and eggs.
The trial starts on time (boy these Wyoming guys are good) and despite having a second blue Yam
to ride today I decide to ride yesterdays mount. Sections 1&2 are the same as yesterday and I
clean them both despite the engine seeming a little fluffy, which I put down to being a bit cold.

Section 3, a climb followed by a left turn over a big tree root and then a drop into a wall of death
right hander followed by an adverse left turn to the exit. The climb and turn goes well but on the
slow speed wall of death the motor doesn’t pick up and a dab is lost to get things moving forward.
Oh well, that’s trials but by now the alcoholic fog is lifting and I know that the lost point was down
to engineering and not the engine driver. Section 4, and we are back at another mud hole where
the cows have been. Two lines at the entry in deep mud, then a blast over to a log, turn through
90degrees, then 10’ to the ends card. Well that’s better and another good clean. Section 5, an
AHRMA “give me” which I would expect everyone to clean causes more problems than I had
expected as the motor fluffs and dies on level ground. **** ! and other choice expletives can be
heard echoing through my helmet. Sure enough we have some of that expletive in the slow
running or pilot jet depending on what you call it. The decision is made and back to the start we
go for the reserve bike, now that’s an AHRMA rule I can really get to like.

 So now with “Baby Blue” working well it’s off to section 6 Rocks here, and through for a clean.
No 7 has mud, water and some tight turns but I score the first clean of the day so morale is
improving. Section 8 has a turn followed by a climb and round the tree with a descent into a tight
turn in leaves before a footrest wide wiggle between two trees. 9 is another “give me” and then
onto 10 which is the section of the day for me. Looks familiar to so many of my childhood sections,
slow entry, turn into the stream, maintain the natural line, over a root tangle, stabilize
everything, then a gentle right hand climb up a tire wide gully. Oh, so close but there goes
another 1. Numbers 11 and 12 are the same as yesterday, so with 2 more cleans finish the loop
on an annoying 7.

 Loops 2 and 3 go the same way losing 4 points on each. The killer, “5” on lap 1 dropping, yours
truly into second place. Still they say it’s good for the soul! Rubbish second sucks!

Goodbyes said, the 60 foot rig rolls out and we now have a 500 miler to the night stop, but it’s
nearly all downhill. No problems finding the RV Park this time, so by 10 pm we are berthed and the
first beer is in hand.

 Monday morning, Labor Day, and we are quickly on the road around 8ish but that LP needs
topping up again. Ask the questions and get all the wrong answers! Come close to getting stuck
in a parking area at the first place we are sent but they do tell us WHO has this magical substance
and after more off the beaten track work we are refilled and on our way back on the Freeway.

 Brenda is busy coloring in the map as we hammer down to Albuquerque, but this is too easy,
so just to add to the fun one of the new trailer tires blows out and by the time I have made the
exit we are down to the rim. Joy of joys! Labor Day, and a blowout in New Mexico. We grind our
way into a KOA and they suggest WALMART, who amazingly have a tire in that size and they are
open. Borrow a jack and off with the old, unhitch the trailer and set off in the RV to the one and
only Walmart in New Mexico some 10 miles away. Clearly there isn’t much to do in Albuquerque on
Labor Day and everybody and their dog is at Walmart! Brenda goes shopping, Cadbury guards the
RV in the no parking  area and I hump the dead tire to the Tire Shop. I now have to QUEUE! So
there I am standing in a line of cars with a wheel under my arm and eventually a gnome greets me
and asks me what I want. Told him I wanted the rest of the car that the wheel went on but I guess
he didn’t understand the humor. 1 hour later when my turn comes I get a new tire and 2 hours
later we are back on the road again heading to Flagstaff.

 By now 2000 miles of RV driving are beginning to tell on the crew! The dog has eaten all the
brownies that were cooling, the driver’s right foot has cramp and the stewardess has had enough
and is making a noise reminiscent of the rim. It’s dark, we are all tired and Brenda is hungry and
wants someone else to cook for a change. At around 9 pm we pull off in Flagstaff and amazingly
everything is either closed or closing. Try a bar, CLOSED, try Denny’s, just make it for an awful
meal and settle down in their parking lot for a couple of hours shuteye. Back on the road again at
2 am and home at 4.30 ready to get the company up and running for the 6 o’clock start. Another
great trials weekend and a few more RV Lessons learnt the hard way.

Tony Down, with Support Crew Chief Brenda and Cadbury as “Doof the Dog”

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ROCKY MOUNTAIN TRIALS BULL HOLLOW 2007

ROCKY MOUNTAIN TRIALS BULL HOLLOW 2007

BULL HOLLOW 2007

No Photographer this year but here’s my Favorite Section

On with the rack and off to Dolores. The run is fine with great fuel economy not dragging the
trailer along and despite being proverbially….. over backwards by the payroll company we are on
the road at 0930.

The planned planting goes like clockwork and we have all the beds and boxes complete by 4 in
the afternoon with just a little rebuilding of the mini fish pool and waterfall. An evening with friends
and cheese and wine completes a perfect day apart from the wind. I HATE WIND!

  Saturday morning and the pool is fixed and I set off on time for Bull Hollow with all the memories
of last year’s ride. On arrival the place looks a little deserted but you never know. Meet Jim and
others from Utah and park by Ed’s truck where the sign in will be.

9 sections, all well thought out and marked by Ed and crew.

 We start on time and the “2’s” start at 1 for a change. This is the same as last year with a little
twister thrown in on the downhill. This was one of the “trial won and lost” variety and rather like
last year the Steed comes through with a great clean. Section 2 is a variation on a theme from last
year and was “my” section of the day. This year the start is easier but it has a soft dirt/rock turn
before the climb up to the step and awkward turn in the crevices. The plan goes well and Steed
does all that’s asked. Tom, my riding partner has not got his “A” game going and is having a few
problems. No3 was used last year but now has a turn at the top and return downhill to the exit.
Another clean and on to 4 which again is similar to last year with a few up and downers across a
wash with some nasty soft spots but again Steed sails through. Hey, I’m beginning to enjoy this
Cub animal with the big Renthals and the slow action throttle. Back to the start area for 5-9 and
a much shorter loop than last year. 5 has an easy uphill start to a left turn into a step with an
awkward recovery area if you get it wrong. Steed takes it in her stride and that’s five in a row.

On to 6 which looks a little ambitious but eventually a line appears in the mind’s eye. Riding it was
another thing and after the first bounce it was a determined centipede 3 to the ends card. Pick up
the GPS and the Sherpa guide and set off into7! A series of ups and downs with some difficult
climbs, a gulley crossing, and tricky descent. Well, the first couple of climbs are good but the third
needs 2 prods to gain the summit but I’m pleased it got up there. 2 will do! Over to 8 which has
plenty of traps. Uphill start over a rock step then a choice of lines, I like the high line, over another
step by a fallen tree then turn over some broken branches before a log (which rolls) to the downhill
exit. All goes well until front wheel slips on the broken branches for a dab. Back down the hill to 9
in a wash with lots of turns in the loose and up and down some crumbly banks. Plenty of choices of
line here so plan an easy route which works out well. By now we have been joined by Rick
Armstrong who seems to be riding very well today.

 Back to the start and Tom and I wait for Rick to complete his first loop before we set off again.
Just the 3 mistakes on loop 1 for a total of 6.

 Loop 2 and an awful start when the wheel slips sideway off the desired rock taking me sideways
into a tree with the usual result of battle scars and pouring blood, and a tacky 3 to open the
account. HMMM! Section 2 takes a dab and Tom has the same 4 but the other way round. Through
3 and 4 without penalty and a dab on the tricky turn of 5. So 5 lost already compared to the
previous clean card, not good!  Look at 6 again and decide to stick with previous plan and this time
it works for a great clean. A quick look at 7 but it looks the same but with a determined effort I
clean it YIPEE!! Back to 8 and an identical ride for another dab. Rick is still riding well and beginning
to psych out Tom who is coming unglued on some sections. Everybody cleans 9 on 3 very different
lines. Two loops down for a loss of 12.

 More drinks, and off for the final loop. Hit the needle edge rock spot on and Steed sails through for
a nice clean making up for the blood loss of loop 2. Section 2 and a little more care gives another
zero. 3 and 4 go well and 5 just needs the same attention on the step and becomes plain sailing.
No6, which had to be the most difficult, has me in a few body lean predicaments on idle power but
Steed persists and I just get through for a dab. Another trudge through 7 reveals nothing different
and the better line from loop 2 has the same success up the second climb putting me in a good
position for the last uphill, but yes, there’s always a but, as I come forward at the top of the hill
the kicker swings back and lodges in the Velcro of my boot and takes me from bush to bush as a
couple of frantic dabs are taken to save the day. Over the gully and I’m free! So just the saving
double dab here. No 8, and another check of those branches and I’m in and nearly miss my ideal
line but recover well for a nice turn in the wood pile. Just the log to cross and I give her a good
squirt as this beauty is beginning to roll about. Finally my first clean on 8 so just 9 to do which
stays the same and we all clean it. Pretty good last lap of 3 for a total of 15. Overall a good
confidence building ride and I feel I’m riding Steed about as well as I can so ever hopeful for the
rest of the season.

 Back to Cozy Comfort and the party is still going but I have a little catching up to do!
Not doing Steamboat as Edward arrives from Florida, and also missing the Beemer Do in Panquitch,
so no more RM Trials until Lyons in August as the Grand Junction 2 day is now cancelled. More
reports in a couple of months.

 With the changing scene and being unable to park the monster RV at Lyons we skip that event
and do the joint RM/AHRMA rounds in Casper. (See AHRMA) and then onto Sandia which was again
a joint RM/AHRMA affair and also reported under the ARHMA banner.

 Moab gets cancelled and that wraps up the season with a Second place to Mike Buckholtz….. try
again next year.
TONY DOWN   ……second sucks!!!

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ROCKY MOUNTAIN TRIALS MILLIKEN 2007

ROCKY MOUNTAIN TRIALS MILLIKEN 2007

MILLIKEN 2007

  Rossi gives birth on the bed sometime between 1 and 2 a.m. and Brenda with all her surgical
equipment is woken by the soft mews of newborn all fresh and clean after copious washing from
Mum. Single puppy same color as Dad and as she was due on the trip, she now rejoices as Milliken
or Millie for short.

 Thursday arrives and we slip from our former glory and leave one and a half hours late, but at
least we are on the way. Stop at Winslow for RV things and the bus is taking on water at only 2
gallons a minute and that’s not right! Because we are late we slip through Albuquerque after rush
hour so things are relatively pleasant apart from the gale force winds. The winds have been taking
their toll on the Starship and the driver’s deflector shield keeps rotating causing much annoyance
and a lot of stopping for Brenda to adjust. Finally, in a fit of peek a Rothmans packet is jammed in
it and secured by America’s finest tape, looks real good on a $625,000 coach! Very soon it
becomes clear that Trinidad is out of the question and Las Vegas (NM) is looking like the place to
stop. Tired, thirsty and hungry we arrive in LV bouncing off curbs, yes the helmsman has had
enough!

 Friday back on the road with 375 to go and its all plain sailing and we arrive in good time to get
a first class slot on the upper level. A bit cold and miserable with a chilly wind and the forecast of
rain YIPEE! Brenda spots some bushes and shoots off to get a handful of blooms and bugs for
the bus. Doof the Lab thinks it’s marvelous as she gets some free range running in the pit area.

 Meet up with Evelyn and soon after set off to find the section builders. The Steed seems to be
running well and I’ve changed to my favorite Renthalls and gone back to a slow action throttle to
try and prevent these feet up FIVES! However the fork oil seals are leaking and although I have
a spare set elect to leave well alone just in case a simple job turns into a pre trial nightmare.
Have a look at junior Glitzmobile, and as expected the awful noise was main bearings and you
can lift the flywheel up and down about ½  an inch. Something else to fix when we get back.
Find everybody down below the farm laying out in the mudhole which looks and smells nasty!

 Friday night and time for a few beers, diner courtesy of Evelyn and that’s fine by me as its
starting to rain so more stories of yesteryear a film and so to bed. It’s a 3 p.m. start so plenty
of time to do nothing which is fine by me, especially as we are hemmed in by these motor cross
people who seem to swarm like bees!

What do they know that I don’t? Section1

 Start time comes and we are starting conventionally at no 1. This has a lazy turn then gently
along a bank before a straight 3 foot drop to a 180 turn and back up the bank, turn again
Wittington, and back down the bank to the exit. It looked like the bank would crumble away with
multiple attacks but it didn’t happen. A 2 on the first go, then a clean, and a very long dab on the
last attempt. No 2 where I had seen the mud on Friday should be a favorite for me. First attempt
results in a dab on the exit, loop 2 takes a 2 with one in the deep mud and another on the exit.

Mud, Mud, Glorious Mud! Section 2

The last lap sees Mike take on the pit of goo before me and he grinds to a stop in the stinky
slime. I gun it through the mud and she responds like a rocket with a wheelie (under control of
course) up the bank, drop back in and really try for the clean, wiggling and powering through,
and exit at high speed landing on observer’s lunch box, but he said he didn’t mind as the clean
was worth watching, and though I say so myself it really was a shit hot ride!!

Hugh on the Box of Pipes Section 3

Fred lines up Section 4

 No 3 seems to be another of these tight turn box affairs and I can’t get the first turn so 3 dabs
here. 4 is a series of log crossings and I take this in my stride for 3 easy cleans. 5 has us turning
round Christmas trees by the fence then drop down the hill for a tight uphill turn to the exit. Very
consistent with this one and 3 more zeros on the card. No 6 has a few hazards but right speed
and throttle control do the trick for 3 more cleans.

Section 5 and a lot of “BODY ENGLISH”

 But, here it comes, 7 lucky for some, but not for me! A difficult section but one that I should have
done right every time. Up and down a bank, back up and turn into a ditch then a tight right hander,
recover on a narrow path, then an uphill tight left hander and from there simply follow the markers
to the exit. First attempt all is well until entering the ditch, my weight is too far forward and the
front wheel clips a root and goes backwards underneath me as the power comes on and I dive
head first into the ditch with the bike on top of me! Expert?  Regaining composure, I then ride the
rest flawlessly, so no problems in the mind for round 2. Second try and with the weight correct I’m
through the ditch but on the uphill right as I move forward I inadvertently apply the back brake
for another excellent 5! Well this becoming a disaster zone. Loop 3 and I take a silly dab but at
least I’m through this horror.

Wolfy getting dizzy on the Slalom of Section 8

 Section 8 seems somewhat pointless with a long series of turns up a hill that was little more
than a beginners outing, but after getting dizzy there was a sting in the tail finish turning uphill
in the loose. However 3 more cleans are on the scorecard and it’s on to the last section No 9.
Uphill start, turn downhill under braking then uphill turning on a loose, but grippy adverse. Lose
1 on the first loop but clean thereafter. Overall a memorable trial for the disasters on 7 and the
excellent rides on section 2 and 5. I must lay out some flat box turns which I’m losing points on
every time.

Ed Wins! 6 more to go!

 The long run home goes without incident! New incentive BEAT MIKE!!!

Tony Down

Brenda took those Trials Photos!

Don’t Forget ME I’M MILLIKEN or MILLIE to you!…. and I’m Cute

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ROCKY MOUNTAIN TRIALS COTOPAXI 2007

ROCKY MOUNTAIN TRIALS COTOPAXI 2007

ROCKY MOUNTAIN TRIALS-COTOPAXI 2007
  Well the decision was made back in Jan when AHRMA and the local CAT could not get their act
together, so here we go head first into 3 Championships. This is going to take a lot of driving and
should be a lot of fun providing I don’t take things too seriously.
So with the 2007 Steed of the Tiger Cub we set off for rounds 1 & 2 at Cotopaxi . Steed is now
sporting the B50 forks, Yam front wheel and the Del Orto Carb, only problem seems to be getting
used to slow speed recovery and pull away on the 4 Stroke compared to the “come again” bite of
2 Stroke reed valve Yam. WE PERSIST!

  Thursday we are out of the gate on time (we are getting better at this) and off up I17 and onto
I40 at Flag. Arrive at Albuquerque in afternoon rush hour (brilliant) but we are soon through
there and on our way to Trinidad for the first night stop. This leaves a short hop on Friday to the
ranch in Cotopaxi. On the road again after a Walmart stop for eggs and batteries (strange choice
for breakfast?) anyhoo now time to drain the tanks replenish the Starship with water, fuel, and
dilithium crystals. All done, and now the saunter down the Arkansas River watching fly fishers
trying their luck and amazingly we did see one fisherman with dinner in his hands.

 Into Cotopaxi and turn over the river and proceed up the hill to the Ranch entrance. Now we try
section 1 and the co-pilot is flipping her lid as the track suddenly becomes tricky! An uphill left on
full lock into a full right which has to be taken right to the edge (a bit like Devil’s Staircase in the
Scottish)… round we go onward and upward. Road narrows but Mr Zulu follows the Captains
commands and we “Make It So!” Only problem comes on the downhill right hander where Starship
Enterprise is 6 feet longer than the curve will allow and so the trailer wheel slips over the edge
and Warp Power is selected to continue the turn dragging the underbelly down the track. Over
the top and here we are in the parking area which is delightful with snow topped mountains all
around. Ed and Evelyn have selected a space for us and we slip into it and the Starship
commences leveling and all is well.

THE VIEW FROM THE START

  A little lunch and off to help with the laying out which seems to have been well thought out and
now only requires taping and direction cards. Wow, an awful lot of thought and work! Of course
this simple task is now made increasingly difficult with the arrival of yet more so called helpers
who seem to be spending more time riding the sections than actually doing anything useful apart
from trying to change the sections to suit individuals preferred lines? I’m surprised Ed kept his
cool under some VERY trying circumstances. Amazing how time flies and now with the time change
it’s almost 7 pm.

R.I.P.

  Start time and quite a good turn out so off we go in small groups for a standard buddy check.
Section 1 has split for 1 & 2 riders up around a path and then down a ledge to a turn. The 2 line is
actually harder! I get through here for a dab but then take another at the exit, no clean card
today. Brenda is competing today but the baby Yam is gutless and just won’t pull if it comes off
the boil. Very upsetting but she struggles on for a few sections before doing the wise thing and
calling it quits.
Section 2 has a tricky turn and then a rock pile to cross before a turning descent to the ends card.
A touch of nerves and 3 single dabs for an unimpressive ride on something I should have cleaned.
We end up at section 5 by mistake but ride it anyway. Now this should have been a gimmee but
for no reason at all I struggle and take a 2! So far my less than stellar performance is becoming
annoying and some one needs a talking to. Eventually find No 3 and this one looks tricky as well
but finally Sage and Steed get the proverbial together for a good and satisfying clean. No 4 has
some twisting uphill turns after a rock step start and I creep through for an unneeded dab, yes
we CAN do this one. 6 is one of those sections that I don’t much care for and another dab is in
the books. 7 & 8 are more to my liking and now things are going a little better and the enjoyment
factor is creeping in. So 9 on the first loop which should have been 3!
Loop 2 and find a better line on Section 1 and sail through for a dab up by the exit. A much more
thoughtful ride on 2 scores a clean and another good clean on 3. Same old dab on Section 4 but
ride 5 the way I should have done the first time. 6 takes the planned dab and clean on 7 and 8.
That’s better 3 dabs for a total of 3. Back at the start I see Mike Bucholtz is through 2 loops on
ZERO! Now that’s some ride!
Loop 3 and I see superstar take a crunching 5 on the opener and then I sail through for a perfect
clean. Well he is human after all and trials is a funny game so never give up. I take a safety dab
on 2 but should have ridden it for the clean. Clean 3 again and at last clean 4 and it feels good.
Please don’t ask what happened on 5 because I might throw up, down the hill squirt across the
rocks and up the hill, a little closer than desired to the tape so close the throttle and then try
again only to get the CHUFF and the motor dies 2 feet from the ends card, man am I sick? Still in
shock the planned dab goes out the window on 6 and an awful 3 dabber is on the card. I should
have been round this loop on 1 but I’m on 9. Mike also had another 5 so his loop was 10.
  Was it possible? Maybe, I cleaned everything except 6 so could have been round for 3, but there
again Mike cleaned laps 1 and 2 so could have ended with a Zero.

DAY 2

Day 2 and a whole new set of sections which of course I had seen on Friday when we were
setting up. Again it’s buddy checking which I enjoy as being more sociable it can be a lot of fun
and sometimes a little more lenient on the beginners “good try”. Our group changes as some
people come and go but of the constant trio it’s Hugh, Ed and myself with guest appearance from
others racing on or who have lost their starting group.

Ed on Section 1

Section 1 has its major problem with an adverse turn uphill from soft dirt into a loose rubble mix.
3 good cleans here and Ed does well riding a mix of 2 and 3 lines. Section 2 is a nice
straightforward uphill around the tree and down a gulley to the exit. No problems here and on
to No 3. An uphill turn to the right and along a rock and bush filled track, over a fallen tree and
then turn right to the winding downhill. 3 more cleans, although problems for several riders and
by the second loop the fallen tree had gone?

A Determined Hugh on 4, The Halfpipe

Ready for another 180? Section 4

Over to the half pipe of section 4 and just a series of 180’s, no 360’s, 540’s or backward flips
and 3 more cleans. The contentious Section 5 has had all sorts of changes and much discussion
about the severity of the 1 and 2 lines. 2 different lines on the “2” after the first split, either turn
tight back down the hill for an easier approach to the second hill, or an easier turn at the split
but a tighter turn at the bottom to line up on the uphill. I choose the latter and it works well for
3 more zeros.

Section 6 is the tricky one of the day with a soft sand uphill turn fraught, with problems unless
it’s just right, before the uphill rock infested gulley. Well it catches me once out of three but I’m
well pleased with the other 2 cleans. Section7 has several choices of line and I pick a good one
for 3 more cleans. Over to 8 to complete the first loop and this section has changed from what
I saw yesterday. Now we are up and over a big imbedded rock into a tight right turn, wiggle
through a couple of trees and then turn to a log step and a gentle ride to the exit. Over the rock
OK, turn OK, power on CHUFF! 5!!!

Jim Looking GOOD on Section 8

Hugh makes the step look easy Section 8

Wolfy catches us Up. Nice with the Knees …. but that HAT has got to GO!

It took 4 more sections to get that one out of the system, had another safety dab here on the
last lap for a grand total of 7 which should have been a solitary ONE. Anyhoo, it wouldn’t have
mattered as Mike was in top form and finished on a clean card.

So 2 second places in the RM Championship with a lot more rounds to go.
The Way Home: Leaving Tucker Ranch we have the horrors of the way in, revisited!  …someone
has filled some of the holes the trailer bottom created as it got dragged round the corner and
today we have 2 trials riders with us as escorts. A lot of action in the wheelhouse, until the final
downhill turn which requires a back up and reset maneuver. Back on blacktop once more and as
the weather is nice and all the passes are open we decide to trundle over “the road less
traveled” with a planned night stop in Walmart Durango.

Over The Top Wolf Creek Pass

IT’S BIG HORNED SHEEP  HONEST!

We make good time and delight in the variety of wildlife as we come over Wolf Creek Pass.
Very soon we are tucked up at Walmart having had a great weekend and looking forward to an
easy non-stop 400 mile run across the reservation back to home… Ho F#*$%*^$ Ho!

Early morning start and Brenda gets catering to send up breakfast to the flight deck where we
are joined by Doof, Hayden and the soon to burst Rossi. Leaving Durango it’s a bit black and
overcast and as we make our way to Cortez we blunder through the odd snow flurry which of
course we think nothing of as it is Colorado.
Over the reservation we go and in the far distance there are the anvils of some vicious looking
thunderstorms which look like they are in the Flagstaff area. Approaching Church Rock as we
come over the crest and start the downhill run to Kayenta things are looking seriously nasty up
ahead and shortly after the traffic lights we are in snow which is coming down quite heavily.

On go the wipers as we slow Enterprise to less than Warp speed, and for a few wipes all is well
and then the Monaco Corporation plays it’s JOKER once more and the driver’s wiper flies off the
screen for the umpteenth time! The snow gets heavier and visibility decreases as does the
speed.

Soon the road is completely covered and the windshield is following suit….. S#$%^! This is
Arizona in late April! We grind to a halt with no knowledge of who, or if, anyone is behind us and
as Brenda, now playing Scott of the Antarctic, dresses for the blizzard the Captain searches in
vain for the Hazard Flashers. Some time later, the mystery flashers are found…. Now wouldn’t
you think something as important as Hazard Flashers should be on the truck driver’s wheel?

Brenda departs for the spacewalk and we wish her a fond farewell as she departs the airlock
and reappears to move the errant wipers to the park position and clear the screen as best she
can. Amazingly the wipers didn’t blow the fuse and with the weight of snow on them they
continue to work as we continue and drive our way out of the storm. Some 20 miles later we
emerge to blue skies and fairly clear roads and within another 10 miles it’s all back to normal
save for the astonished looks from oncoming drivers seeing a completely snow covered coach
rocketing towards them with chunks of ice flying off in all directions. Other than that,
Mrs Kennedy did you enjoy the drive?
Tony Down

Not forgetting the Trials Photographer  BRENDA (pictures for sale on her web site, more news later)

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THE TIGER CUB

THE TIGER CUB

THE TIGER CUB

My first bike was a rigid frame Post Office BSA Bantam with a 123cc engine and 3 speed box.
Bought for the princely sum of  5 GBP way back in 1960 it served as an introduction to woods
riding until I was 16 and old enough to ride on the road. Smartened up for road riding it served
me well to pass the “test” and then as 52 m.p.h was not all that I wished for it was traded in for
a 1959 Tiger Cub Bushman edition. This was similar to the Mountain Cub exported to the USA.

I tried my hand at a couple of trials on the beast but in all fairness it was not a true trials cub
and was lacking in all departments other than noise!

With the passing of time I promised myself that one day I would get one! Nice idea but the cost
was quite ridiculous for anything that was even close to being competitive. When my dear Mother
passed away her meagre inheritance that I received was ploughed into the business as things
were not going too well thanks to being ripped off in divorce and further compounded by a
cheating foreman. When things improved I ordered the one in the Sammy Miller catalog and
some 4 weeks later it arrives in Houston. It sat in Houston for another week until Homeland
Security managed to get their Bin Laden scanner over the container. Having taken them a week
to do this I’m informed I have to pay the wharf dues!! No matter, it arrives and all that is
required is to oil it up and put the bars on.

A test ride round the yard brings back lots of memories, especially the “CLUNK” of the forks as
they top out during a wheelie and the kill switch throttle which stalls the motor if you open it too
quickly. Well some work to do here!

My machinist, Brian Crawford, makes me an exquisite new stem and a 1974 Yam front end goes
on the little four stroke. It handles nicely but it increases the wheel base by over an inch. Well
time to look at what everybody else is doing. Lots of Cerrianis, Betors and a few MP’s ………
eventually find a NEW set of Cerrianis and I ask Brian for some more of his magic. He is swamped
with work and his time frame does not gel with mine, so over a weekend I measure up a set of
BSA B50 forks that I just happened to have, the stem fits? Amazing! and after putting the legs in
the wrong side I have a perfectly matching brake anchor point for the Yam front Wheel. The Forks
are wider than the Yam set so the front wheel spindle isn’t quite long enough but the TY175
swinging arm bolt is perfect.

The Steed gets it’s first outing in December 2006 at the local Arizona trial and it’s performance
in the throttle/carb department leaves a lot to be desired. More consultations with all the Oracles
and its time for Mister Amal’s finest to go! First replacement is the Kehlin which after some
machining of the stem fits reasonably well and gives tremendous performance off idle but a
horrendous backfire when  dropping back to idle. Maybe the inlet tract is too short?

So fitted with the Jap carb and the Yam front end its off to Wittman for the AHRMA season opener.
It behaves reasonably well and a class win is in the bag. Now the changeover to the BSA forks
and the wheelbase is back to normal again and the front end just a little higher. While at Wittman
a few other Cubs were tested that were fitted with the Del Orto carb, and this really is a chalk and
cheese affair and now the motor is responsive and smooth and also picks up beautifully off
idle……. order one from Martyn Adams before he leaves for Australia.

Over the course of the season confidence has increased with every outing and stalling (I hope)
a thing of the past. However, despite 5 AHRMA wins and a few seconds the riding position always
felt a little off and an analysis of several “over the bars” 5’s revealed the distance from spindle to
footrests some 2 inches shorter than desired and the footrests themselves being up close to 14
inches. The mind ponders the dillema of A over T and after 4 mind bending inexplicable incidents
when I have ended up head first on the ground with hands still on the bars and feet still on the
rests! Brenda says that it looks like I’m standing too far forward and my feet are too high up and
sure enough she is right!

Yes, Yes, I know why! It’s that Sammy Miller man!! After the magnificent 1972 250 Bultaco
( probably the best trials bike ever) I switched to a 325 Miller Hi-Boy Bultaco which although it
looked wonderfull was a bike that I could not ride for love nor money. I wonder why? Could it be
design or something in that word Hi?? Well off to see my welding Guru and after a days work the
rests are 2 inches back and down and the handling, though I say so myself PERFECT. So thanks
to Brenda for her photography and noticing my stance (It pays to have a great support crew)
and Barry from Premier Motorsports for the superb welding, I now have a perfect handling cub
and will be fresh out of excuses next year!

Tony Down (without headache!)

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YES YOUR MAJESTY

YES YOUR MAJESTY

YES YOUR MAJESTY

Being a Loyalist and having worn the hat badge and had “her” commission for 30 years in the
Royal Air Force I decided to build my own as the originals (bikes that is) are about as rare as
rocking horse ****!  Where to begin? Well, good old Google provides the site and an engine kit
is found in the UK. The kit comprises the two inner engine cases, suitably bored out to accept the
bigger liner for the 320 piston. A spacer, various gaskets, the mighty piston and rebored and lined
barrel and a head from a 76/77 motor. All I have to do is get a donor engine ( I have plenty of them)
split the cases and fit everything in the Majesty box.

Up north in Dolores CO, where we have small RV Park called Cozy Comfort, there is a motorcycle
graveyard which I had always promised myself to look round, but had never been there as we were
always transiting through, up or down, on our way to Telluride. So on a summer weekend when we
are up there I venture into the scrapyard. Machines in various stages of decay and dissassembly.
Walking through the rows I stumble on what I recognize as a 74 TY250A, and after pulling it out
consult the boychild as to how much he wants for it. “Make me an offer” he says….. “$50.00” says I
and he whips out his cell phone like John Wayne and rings his Boss.

After 30 seconds of describing the said “bag o’crap” he annouces that the Boss wants $30.00!!!
Well they sure drive a hard bargain in these parts!

Back home the “purchase” is unloaded and under the 3 color cammo paint (yes, it’s been used
in the woods by a hunter) lurks a lot of very usable parts. 4 cans of paint remover later a half
decent collection of wheels, forks, frame and the bottom half of an engine emerge from the wreck.

Everything is made ready, and all the parts for chroming and polishing are sent off for their beauty
treatment. All the other essentials are collected including the Sammy Miller tank and seat unit and
rearset and down pegs. A note here, (if you use the Sammy set they bolt directly onto the swinging
arm bolt and if you have a CAT model there are studs in the lower frame rail for the bolts. Another
way to do it is to use a continuous bolt and go all the way through with a nut on each side) The
BJ conversion means that “shade tree” had better be good at drilling and tapping as they fit directly
where the old pegs once were. Next cables, carb and reeds,  some falcon rear shocks, and a complete
lightweight WES exhaust  all from BJ Racing. Tires, chain, filter and other bits from Cycle Gear
(goods news here if you are a MSF Instructor). Get some new Magura levers, throttle and bars and
now all I need to do is true up the wheels, mount the tires and get the motor prepped before the
chrome work comes back.

The donor engine is split and I’m ready to begin when…………. wait for it………. Doof the lab, comes
crashing into the workshop with stick in mouth and jumps up just as I’m in the process of sliding
the transmission out of it’s housing
………. front feet firmly on my elbow …… and now….. whoooooosh the cogs, wheels and shafts are
scattered to the four winds! 2 hours later with a tray full of gearbox looking things and a collection
of other unknowns from previous drops and springing circlips, reassembly is attempted…… however
mensa is not helping, so a printout from the commuter is brought over to sort out the mess! Another
poke in the eye with a sharp stick…… and so desperate measures, split another engine and use that
as a template.

Finally by evening the crank and gearbox are now in the Majesty casings and are cemented
together.The following day I consult my rebuild litterature and read those awful words as I scroll
down ……REMEMBER….and of course I hadn’t so the cases are split again and the longer clutch
pushrod put in it’s home. More glueing and time for a beer! The following day time to mount the
remaining bits including clutch and kickstart shaft. Well the amused reader will no doubt have
guessed, Yes, the kickstart spring hascome off internally and now we split the cases for the last
time, but by now I’m getting good at this and somewhat of an expert, even if its not from choice.

All ready, and the chrome will be here on Friday so allocate the weekend to “building the majesty”
Name of the game will be have everything prepared and then allow 12 hours to build, and
photograph the machine from scratch.
Saturday morning and all the parts are laid out on the floor like a jig-saw puzzle and at 10 a.m.
building begins with the object of having it complete by Sunday lunchtime.

DID IT!

So the 320 Majesty takes her debut, and oh, yes the big motor complete with a 290 main jet in
the Mikuni does well. The power is a little excessive for modern day nadgery type trials but it’s still
a lot of fun and something different. One day a Godden frame maybe?

Tony Down

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RESHAPING A BULLET

RESHAPING A BULLET

THE ROYAL ENFIELD

So another new project begins! Madness and insanity set in during August 2006 maybe as
the clock ticked over 60 and I’m looking for something to fit the Premier Heavyweight Class. Lo,
a 1960 Don Morley Royal Enfield factory 350 Bullet is found in trials trim and it had competed in
the 2005 pre 65 Scottish.  So it is duly secured via E-Bay and then the fun begins trying to
understand Wee Willie. Wee Willie lives (assumption!) in deepest Scotland, way up there on the
Atlantic coast where no man fears to tread. You may remember that Hadrian said “this is it” and
built a wall there to keep them out! The SSDT never goes that far North and as far as I know in
those polar regions its sleigh and reindeer only.

However Willie will build a crate out of some washed up driftwood from their latest pirate wreck
and Allied, the shippers, will actually pick it up at his house/croft? Now for the first piece of lunacy,
the crate has to be made out of “certified wood” acceptable to Homeland Security. Second choice,
pay another $200 and have it sprayed with Ossama juice to prevent terrorist termites! It duly
arrives in Houston and is here a day later.

  First impressions; Stunned disbelief …. Someone rode this in the 2005 Scottish? The handlebars
are connected to the rear of the top yoke by two bolts that cannot exert enough pressure to
keep them tight and that is borne out by the 2 self tapping screws going through the clamp into
the bars. Man it’s long and heavy! Well having found suitable oils for the old girl it’s time to fire
her up and this she does and the motor actually sounds pretty good despite the horrendous high
gears. Clearly this is going to be a Major Project that will take engineering skills and ingenuity
which I may or may not possess.
  The advice of Barry from Premier is sought once more along with Brian Crawford for his machining
know how. After all the laughing I start dismantling the beast having bought all the Whitworth
spanners that I thought I would need. Much research takes place viewing every Enfield that I could
find in anything close to modern day trials trim. Needless to say the best of the bunch was Peter
Guant’s (no surprises there!) but to come close to his machine is way outside my capabilities. His
has a shortened rod and barrel and the motor is way off the ground and looks very compact.
I think Peter is losing it … to go to all that trouble and then paint it Orange?? I’m much more
sensible and will paint mine Purple, well no surprises there. More research, and now I find
Spartan engineering in the UK who make the yokes and stem and a whole load of other goodies.
A big order is placed with them in February and I’m still waiting in the middle of June …. I know I
said I wasn’t in a hurry but this is trying my patience. The big problem was the wheel which
nobody could seem to be able to lace but now I’m told it’s done! So, new yokes, front wheel, new
victor style tank, primary 16 tooth, bash plate and 340mm Betor gas shocks. Of course there will
be new Renthals in either red or gold, Magura front lever, and a new goodie from
“Works Connection” which is a ball bearing clutch lever with a decompresor incorporated. Lots of
Purple tubing and even a purple plug wire.

  With much struggling 309 lbs of Britain’s finest is hauled on to a platform to begin disassembly.
Wheels, bars and tank all off and now realistically there’s not much left, but how does this
engine fit in here? Front bolts are easy, all 5 of them but only one actually joins the frame to the
engine plates. Down the back there must be others. Undo the first cross bolt and there is a
“CLANG” as a tube falls out and lands on the floor. Very interesting but it doesn’t actually go
through the motor? Undo the next one and same result “CLANG” as another tube hits the floor,
oh well. Now there is one bolt left with a nut on each end but no room to extract it??? Further
investigation reveals a cut in the frame so it can be moved in the vertical when undone. Take the
nuts off and then discover that there is a groove in the gearbox so this is a saddle bolt and
nothing else. All the other ironmongery, bolts and tubes were presumably from the original
center stand.

  Double hernia later 120 lb engine is on the bench and the frame is on the floor. The name of
the game is to somehow lose 3” off the wheel base and get another 3” of ground clearance.
What we need to do is split the frame at the seat tube area and make it similar to the Tiger Cub.
Weld in a substantial down tube to bolt onto the back of the gearbox and then hang the
modified swinging arm from there inside the primary case and gearbox. With that neatly tucked
away the rear down tube will follow the curvature of the chain case and look pretty neat while
losing a couple of inches. Up front reset the steering head to modern angles and bend the top
tube to accommodate the raising of the Titanic engine. Cut the forward down tube and machine
some new engine plates.

  Meanwhile a Yam back wheel is prepped and a huge sprocket ordered from BJ Racing.
Much polishing of the engine and cutting the fin edges and then time to replace everything with
purple tubing and the plug wire. Nice idea! Take off the “plastic” diamond off the Lucas magneto
and try and take out the plug wire. However, 45 year old bakeolite does not respond and now
we have a pile of shattered fragments. From the memory banks I dimly recall this crap called
“bakeolite” it was used in nearly all electrical things and was made out of coal dust and was
forever breaking!! Glumsville sets in but then find a man in the UK who specializes in Lucas Mags
and after telling him that there are no numbers on the mag, just a green label that says “Lucas
Racing Magneto” he says he knows the one and yes he has the part and will put one in the
afternoon post… YIPEE!

Back to the motor and see the oil pipes are made of Copper? Hmmm? Remembering my old drill
instructor from officer training it’s time to apply his cryptic line of “if it’s Brass or Copper it shines!”
he was referring to the urinal at the time but the pipes came up a treat.

Well now it’s mid June and we are nearly ready for reassembly prior to Chroming. Barry needs
the yokes to check final rake and trail and with the new shocks we should be able to see the
final wheelbase. Then fabricate a seat or adapt one from the junk pile and cover with purple
leather. The brake is going on the right to tie in with the Yam back wheel and somewhere we
will need a stand anchor. The new footrests should fit nicely at the 22” point and then its bash
plate time to protect this monstrous engine. Finally cut off all the rear tubes and position a
cross rail for the rear fender. Should be able to angle the rear shocks for improved grip and
looks. (IT’S ALL IN THE MIND’S EYE!)

Monday 18 June, frustration is setting in as I want to get going but either it’s not here, not
finished or not ready! GRRRR! Barry says he is finishing up today, seeing is believing, and the
Spartan order was supposed to have left last Tuesday via Parcel Force so that could be here
today? … wishful thinking boy, handlebars coming soon. Then when I have it all here a
preassembly run to see if it all fits, then paint the frame, put the engine back in and wait for
the chroming and polishing (2-3 weeks)

 August16 and still not finished! But, we have not been slacking over the last 2 months and
progress has been made, albeit, remarkably slowly. The frame was finally finished and pre
assembly began after 2 sets of painting attempts in different shades of purple. Eventually the
color was found that matched everything and was close to what I had envisaged. Line up the
parts but, that swinging arm looks a bit funny? Yes, the strengthening gusset had warped it
and back it goes for some straightening. Purchase some heat shrink (in purple of course) and
redo all 5 cables. Fit the new yokes and newly machined spacers and the forks are in and
ready for the new wheel which is the same weight as the old one with the big hub. The new
wheel nearly fits!  …. But the brake arm hangs too low so back in with the old wheel and
maybe use this one on the Cub? The engine has come up a bit and now the new tank won’t
fit so polish the old one like crazy and fit the new decals. This one works well as it has a
recessed area underneath to accommodate the rockers. Redo the pushrod cover in purple and
then fit all 5 purple covered wires. Nice idea but the nipples all need a little adjusting to fit the
new controls but finally they are all in place and look very neat. The reshaped saddle is treated
to 3 mouse pads and glued together before the final covering of purple leather.
 And now we wait! The rest is in for chroming and should be available early next week. I made
a new pivot for the rear brake so that mister Yamahas back wheel (7lbs lighter) will fit so all
that remains is the back end build and fit the chrome Indian RE fender.

 The freshly chromed rear end is back! Now the fun begins with making it all come together and
then seeing if it is rideable and competitive? Well the frame pieces go on with not too much
problem but lining up the wheel with the slightly offset swinging arm is a little more serious.
First change the spacers to line up the sprockets and then file a bit off the left side tube to allow
the sprocket nuts to rotate freely. The nicely chromed Yamaha brake cable is just a little short
so that gets replaced with the spare Sammy Miller Triumph one.

 The rechromed exhaust fits but the silencer needs a small modification but “shade tree” soon
has that fixed after yet another trip to ACE for more bolts! Now for the chain tensioner which
has its own problems. he original Scottish home made effort mounted on the gearbox won’t
work with the shortened frame! The new spare universal one won’t fit either and finally I hit on
the idea of a Yam one mounted on the old rear brake pivot. A lot of filing and offsetting nearly
has it but the chain just touches the bolt ****! Well let’s reverse it and get the Makita in action
and grind off some of this surplus steel… just think of the weight saving?

 Several hours later and trying to keep my work periods to a minimum it all fits and actually
works! On a personal note I’m suffering from a sore neck which has a trapped nerve to the
Cerebellum causing severe “fall down” dizziness and yesterday it was so bad that I became
disorientated and actually threw up… Mummy! This is not good!!!

 Now it’s time for the rear mudguard which looks like it will fit after its cut to go around the
silencer. Yes after a few hours of cutting and Makitaing the poorly chromed Indian Enfield part
is on. Tank and seat are easy but it looks a bit short at 50 and ½ inches wheelbase and nearly
12 inches ground clearance. Just need to make a bash plate to fit and maybe find some sort
of stand as its way up there! Pretty yes? Functional? Who knows? It scaled in at 273 and the
standard for the year was 309.

 It wouldn’t start pre Casper so the project was abandoned before mega frustration set in.
Back from the weekend and after cleaning carb and changing plug wires, just in case. Check
decompressor is freeing correctly and try again…. Nothing! Well now its time to change the
carb for a flange mounting Mikuni which is lurking on the Ossa. There is barely enough room
but amazingly it will fit and the mounting holes actually line up. Some dismantling of the frame
but eventually it’s in and after sorting out fuel lines it fires up and runs. Some rejetting and it
seems pretty good all things considered.
 First Riding Impressions!
1. Bloody Heavy!
2. Bit Short!
3. Bit Tall!
4. Bloody Heavy
5. Gearing OK
6. Smooth response for a 47 year old

Future requirements: maybe bend the front tubes again, maybe drop the forks an inch?
She’s away for her bash plate and I tried a flatter pair of Hebo bars which has lowered the
front a little but its still like being in the penthouse. Maybe swing the rear shocks forward and
that will lower the rear, increase the wheelbase and put the steering angle out a couple of
degrees?

Back from Barry (on time!) with the new bash plate….. WOW what a lovely job. Now back to
ACE for some more bolts to finish off the plate and move the rear shocks forward which should
make it lower at the rear, increase the wheelbase and also make it look more modern.

TONY DOWN

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  • 11/6/2007 2:34 PM Jose wrote:
    Tony:
    You are a man with A LOT of time on his hands. We met at Cotopaxi. I was the bloke searching for a corkscrew. Brenda saved the day.
    The amount of work that went into your RE would have been sufficient to raise the Titanic. Looks beautiful. Would love to see it (and you) in action. I don’t want to see your long-distance phone bill to the British Isles.
    I didn’t finish out the year very well, having sustained a weird collarbone injury(people took pictures) at Rick Field’s non-scored Trials Day. I actually got hurt LAYING IT OUT. A new record.
    Thank you again for all the patient advice at Cotopaxi, and please always feel welcome in Colorado. You absolutely must make it to Steamboat.
    Best regards, Jose.
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  • 2/26/2014 7:55 PM dan moriarty wrote:
    beautiful !!!!
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THE OSSAMAHA

THE OSSAMAHA

THE OSSAMAHA


THE OSSAMAHA STORY(HEINZ 57)

Having built 30 Yams and an assortment of Hondas, Montesas and Ossas over the last
3-4 years it was time to do a Monty Python, “and now for something completely different”,
but what?

About June 2006 there was an ad for a Villiers DMW frame in the UK E-bay trials section,
so enquires were made and yes, the guy would ship it if I won. About mid August the black
painted frame arrived. The top tube is the fuel tank, single box section down tube to the
under rails with a mesh bash plate like the early Bultacos. At the back end some Hagon
shocks mounted well forward on a box section swinging arm. First obvious thing is the fuel
tap is mounted half way along the tube so the fuel in the back can never get out! Oh well,
let’s see if a Yam engine will fit in here. If I cut out the down tube, weld in some Yam tubes
.. cut out that footrest bit etc, etc, and eventually a plan of action comes together. An Ossa
front end, forks, wheel and yokes, (have to make a new stem to go through the Brit
bearings) shift the fuel cock to the back, must have a runner for the throttle cable to go
through, need a bracket for the top coil, rewire the motor for the ignition wire to come up
the front of the frame instead of the back widen the rear shock mountings for the Yam chain
run and we might be close.

Suitable bits are hacked of an old Yam frame, the old cases from the engine that was used
as the 320 Majesty donor engine are screwed together and the alloy bash plate to act as
a template for the layout of the other engine hanger mounts. Welding has not been a skill
of mine so professional help was brought in and phase 1 started.

So it comes back and the initial build begins. The pre-prepared engine is offered and after
minor adjustments (as Father said “Don’t force it, get a BIGGER Hammer!”) it fits. The fuel
cock is well out the way of the new (BJ) Mikuni and the much modified Yam exhaust slips
through the frame and because it’s a foot shorter and inside the frame rails doesn’t
require a heat shield.

The front end looks about right and because there isn’t a fuel tank the lock is virtually
limitless. Sounds like everything is going very well at this stage? NOT SO FAST newbie!

The swinging arm pivot point is too high and needs to come down ¾ of an inch, the arm
itself needs to be shorter by about 2 inches. Take it all to pieces again and go and get the
garden hose. Try and fill the tank but it leaks like a vegetable colander and we have water
everywhere.

Back to the welder for some easy repairs we hope. 2 weeks later the frame comes back
and still leaks like sieve but I’m reliably assured “Kreem” will fix it. Back to second assembly,
or in this case not as I can’t get the engine in or the bash plate to line up, and after a lot
of measuring it seems the frame has contracted about half an inch under all the heat
treatment. Moral of the story leave the bash plate on! Once more into the heat and some
serious heat bending of those down tubes to get the motor back in. For those not in the
know it looks like it was designed that way. (Reader say nothing, or I will be forced to eat
you).

Well it now looks good but the fork angle is a bit steep, and will the fender hit the exhaust
under hard braking or a downhill drop off? The new pegs are welded on along with the
Yam rear brake mounting and it’s ready to send off for plating.

While it is away the graphics are made, YAMOSSA or OSSAMAHA? I’m counseled that
OSSAMAHA might be construed as something that should have bin ladin after it but I reply
that BIN might have been appropriate as it crossed my mind when all the water was
pouring out of it and could easily have ended up there!

The plating shop tells me they are having problems with all the original nickel that was on
the frame and that it will need to go through again, but eventually it emerges in all its
gleaming beauty.

Now a weekend of cake making as the tank is prepped and readied for the Kreem. It’s
one thing to follow the manufacturer’s instructions of “roll the liquid around until it sets”
and that may be OK if you are just dealing with a 2 gallon tank but twirling an entire
motorcycle frame around like a cheerleader becomes a bit tiring after the first hour ..and
still the Kreem refuses to set. 3 hours later some of this stuff is beginning to stick but my
arms are sore and I keep smacking myself about with the down tubes as the Superbowl
cheerleading continues. Time for a beer!

Sunday and the liquid is getting stiffer, and so are my arms. Eventually call it quits and tip
out the last bit of the goop. Building begins, engine fits without Daddy’s hammer, and
super shiny exhaust bolts into place. Fit the new BJ bash plate and then the Ossa front
end, some Miller stays and an alloy front mudguard. The seat has been recovered to go
with the purple/gold color scheme and the Hagon shocks finish off the rear end of the
frame. Fit the rear alloy guard and now time for a little improvisation to stop muck coming
forward from the back wheel. Rubbermaid dish drainer cut to size to go around that top
tube and then sprayed purple. A new universal chain tensioner is on and a retaining
bracket for the spring is fitted on the back on the motor. 3 days of bending a purple truck
mudflap have given the right shape to slip over the swinging arm and now acts as a
protector where the chain will run. Up front with all the purple cased electrics the kill
switch wire runs straight up the inside of the new steering stem and is very neat.

Engine wise the motor was rebored, new points, the BJ carb, reeds and spacer fitted.
Some clown had fitted the clutch incorrectly so the inner basket was locked up solid so
on with a spare and while we are in here some new plates and springs. Dump the pump
and makes a flat cover for a change.

Now for the Will it? Won’t it? It takes on fuel and believe it or not it DOESN”T LEAK!!!
3 prods and the 32 year old motor bursts into life. Now can I ride it? With all this lock
what will happen? Will it go straight on with the wheel at 90 degrees? If it is leaned into
the turn will the wheel go forwards or backwards? Well none of the above it just does
what you ask! Want some more turn? Turn DEM BARS! If you slip the clutch you can do
a full 180 degrees and the rear wheel just casters on the spot like an ice skater doing a
sit spin. None of this bunny hopping for me! The new BJ reed spacer makes the crocodile
TY250A motor a lot less snappy and it’s a joy to ride. A bit of fiddling with the Ossa front
springs, old ones were grannyish and a bit saggy so some multirates were tried but
finally I settled on the replacement ones from Keith Lynas and these keep the front up
and so far haven’t caused any problems with the fender clouting the exhaust and all the
memories of the 1975 Scottish when I shortened the frame by 2 inches on Rannoch
Moor trying too hard to get into the British team for the 75 ISDT.

It has its first outing this weekend at the Arizona Trials season opener… more news as
it breaks.

Tony Down

P.S. Another one of these DMW frames (Dawson Motor Works) came up on e-bay just recently.

Here are the Ref Nos for those that are interested.

Item 8077368568

120074885399

P.P.S The next project is a 1960 Don Morley Royal Enfield 350 Bullet Trials. 5″ ground clearance,
55 inch wheelbase!

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  • 9/7/2009 12:52 PM Dan wrote:
    Gorgeous bike. Very well done. If you ever get bored with her and want to ship it to Colorado I would love to take it off your hands.
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Nowhere to Hide-Nowhere to Ride

Nowhere to Hide-Nowhere to Ride

NOWHERE TO HIDE NOWHERE TO RIDE

NOWHERE TO HIDE-NOWHERE TO RIDE

Hello,
My name is CAGIVA and I am Italian by birth and my parents are MV Agusta and Husqvana. My
birthday is difficult to find, some say it was 1979 although most people say I’m more likely to be
1980 or even later but I appear to be an illegal immigrant with no papers whatsoever. My
problem, with advancing years is that nobody wants me and I have nowhere to ride. I have a
brother in Albuquerque who is fostered by Jim Cain but he has the same problem and cannot
get any exercise in AHRMA events, so on behalf of the 2 of us I send you my letter and hope
you may be able to help.
I came with all the right credentials, Twin Shocks, Drum Brakes and a huge air cooled motor.
My present foster family found me on e-bay, fell in love with me, and as an act of complete
insanity adopted me for $182.50. The previous foster parents could not bring me out of the
Mountain Hideaway so my new family took the luxury RV up the mountain behind Colorado
Springs and collected me from Mountain Man “Vern”
Now Vern once lived in civilization in Phoenix and states he is a MMI mechanic, but between you
and me I don’t think he went to very many of the classes! Despite Vern’s claims I was an
abused child suffering frayed cables, broken levers, a bashed and leaking tank bunged up with
bondo and duck tape, and if that wasn’t enough I had been ridden through wet cement which
had dried on my cases and bash plate. If you were a Dentist you would have put my wheels in
braces as Vern didn’t have a spoke key and as each spoke snapped he bent them round the
next one for support! So with 8 broken spokes in my back wheel I had a bit of a crooked smile.

This is me on arrival in Phoenix again.

Soon I’m in pieces and going through some major surgery. My tatty plastics are in the bin along
with a mile of gummy electrical tape, cables, bars, levers, throttle, chain and sprockets. Next
part of my “extreme makeover” was a spa treatment of paint stripper to remove all traces of
cement and 25 years of grime. In truth I think this was my first bath!

Being an Italian lady I needed a boob job so the tank went off to be reshaped and painted.
My seat was beyond repair and was replaced with a TYZ unit from Japan, much slimmer and
neater and doesn’t make my **** look big!
With all the nasty matt black paint gone I’m treated to some tender polishing of yokes, forks
and engine cases. My frame and exhaust are given the Da Vinci veneer treatment of show
chrome and now I’m ready for rebuild with new Renthalls, cables, Magura levers, Miller stays
and Alloy Fenders and of course the Rubbermaid dish drainer splash guard. My worn out
sprocket is the same as the Kawasaki ZX9…… amazing! So now here I am looking lovely in
gold /purple and chrome. My wheels look good, but now I want them changed for gold ones
that are round.

I need to be ridden, please help.

CIAO

GINA LOLLOBRIGIDA (Miss)

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