pete_scorpa3

I'm fairly sure the cost of actually running different disciplines has little of no relationship to the cost of the registration. We are lucky to only pay

Really pleased with it, well worth the effort. One small flake has come off right on the very back edge of the rear mudguard where the bike was reversed into a rock, other than that it still looks like a factory finish. Even after five trials and endless laps around the garden, it still looks fresh. I have to say it's also remarkably flexible too. Despite the mudguard flexing there's no signs of cracking what-so-ever! Here's a picture taken last weekend, please excuse the odd riding kit, she often disappears out the house for a quick ride round the garden when she's supposed to be doing something else.... like homework!

I wear a set of mx goggles as I need to wear specs on the road otherwise I can't read the map/directions and get lost. The goggles fit over my specs and are taped to the side of my helmet. When I get to the section I put the goggles up on top of the helmet and stick my specs in my pocket, simple.

I've had a three way draw on the C route in the past. All three riders dropped one mark every lap on the same section loosing four in total. On a slightly different subject, I've also had a rider loose just one and be in 16th place when we got the severity of the event completely wrong, believe it or not! This was in the OK Supreme LDT for trail bikes when heavy rain was forecast that didn't arrive. There was a special test that gave us the result and eight riders got round for zero and eight got round for one (oddly that was at the last section of the day too) from those 16 riders the one with the slowest special test was 16th. Imagine dropping one on the last section of the day and ending up 16th!

Then you count 1's, 3's & 5's. If you still can't split them, the final decider if FC, that's furthest clean. ie if two riders both drop 1 mark the one with the furthest clean takes the win. If both riders drop one mark on the same section on the same lap, then it's a draw.

Alan Wright was the Clerk of the Course he said and I quote: "The observing method today is "Non Stop". Put simply, the front wheel spindle must move in a forwards direction at all times. If it does not it's a five. Don't be generous. Don't be overzealous. If you are in doubt give the rider the benefit of the doubt. Consistency is vital. If the machine stops moving forwards it's simple - 5 marks lost." With the need for 40 observers and 40 punchers, we simply can't be more forceful than that or we risk not getting enough helpers. Everyone has their own idea of what constitutes a stop, so providing an observer treats everyone the same, then there's not an awful lot more to be done. With the benefit of sitting in our warm dry homes being able to watch the same video clip over and over again, it is easy to spot mistakes. It's very much like football commentators saying a pass was off-side when they watch a replay on tv. These things happen, it doesn't make it right but it's the best we have and to be fair, it's pretty good most of the time.

Just what I was thinking!

I run my SY250 on standard gearing, but the DRZ400 that I use for Long Distance Trials is geared 2 down on the front and 9 up on the back. This has the effect of slowing the bike right down and more importantly helps to stop it stalling mid section. For enduros I go back to stock gearing which gives a much better top speed, but the bike does tend to rush me into the tricky going and also stalls far more. In this context, the lower gearing does indeed calm the bike down. On a road bike, doing the same thing would turn it into a wheelie machine. This is always the dilema on the race track, gear down to use top gear (but make 1st unusable) or keep the gearing higher and forget top.

I've got many of these, there were two of us filming, I've tried to pick them at random. I mean no criticism of the rider or the officials, it's simply a video of what happened. Here's just one more for you to take a look at. Section eight, a very steep cambered approach to an awful looking root step.

Here's another to look at. The last turn had an easy approach (to the riders right hand side) that set them up for the exit. However, as the day went on the line deteriorated badly, getting on line became much harder and riders started dropping straight down into the stream making the exit really tight.

It has been bought up in another thread that some of the observing at the recent Stratford-Upon-Avon clubs Colmore cup was questionable. Comments have been made following a short video clip taken at the last section of the day where a rider, may have stopped briefly but was still only given a one for dabbing. With the benefit of video footage to watch over and over again, it does appear to be a pause but should it have been a five? Here's another to take a look at. Looking at the video carefully, does Sam stop at section one? The clubmans series went to non stop TSR22b last year and as an organiser I prefer it. For comparison, here's a clip taken in 2009 when stopping was allowed. Feel free to comment, especially if you rode, we would like to hear all points of view concerning this and any other issues from the Colmore. This is in no way a crisisism of the 80 observers and punchers, they were all stars on the day! Pete

Here's a short clip of Ross at the final section. With just a few minutes to spare and having lost just two marks, he must have been relieved to get through this simple little stream section at Thompsons Falls.

Well done Ross, a fabulous ride in what was very muddy conditions. Here's a few snaps to give you a flavour of the going.

I always use Arai road helmets but when I tried an open face one it felt too 'good' for trials. It was sturdy, warm, fitted very well and was very comfortable, but I really felt too cocooned, if you see what I mean. I then tried the Nau and that felt just right, I could hear the noise of the engine and it seemed more appropriate for trials. I suggest you try as many as you can and don't discount the less expensive ones. Pete

That's conjured up an amusing image, just imagine Doug having an interview in a job centre. "What experience do you have Mr Lampkin?" What could he say, apart from being one of the most famous names in the history of UK motorcycling, multiple world champion and highly successful factory extreme event rider. I don't think he's ever going to need a job like the rest of us.

How many riders did he beat in the Hells Gate?

A mark III Pampera is the best bike for LDT's although the Beta Alp, Serrows and CRF230's are well up to the job. The Pampera really is a trials bike with a big tank and a seat. However, even the Pampera is vastly improved by lowering the gearing, fitting trials bars and moving the pegs back 110mm. Where the Pampera is less well suited is for trail riding, the trials derived engine isn't really at home at higher revs and the small tank range together with premixed fuel means that fuel stops need to be carefully planned. I used to get 65 miles from a tankfull on the Pampera whereas the DRZ will do over 100.

There are a lot of factors to consider when comparing a trail/enduro bike to a trials bike. Firstly and as mentioned above ability. Some riders on a big heavy bike will still beat others regardless of their machine. I have been beaten many times by good riders on twin shocks and even pre-65 machines, even though I was on a modern trials bike. However, it doesn't all stop with ability as obviously the bigger more powerful machine is a disadvantage to some extent. I use a DRZ400E for long distance trials and even the odd easy club trial for fun. Now to reduce the disadvantage a little I've carried out a number of mods to make it ride more like a trials bike... if that's possible! Firstly, lower gearing. Much lower! This makes the bike more responsive and more importantly less likely to stall. I use 11/51 instead of 13/43 a huge reduction. Then remove any surplus weight, things like indicators, rev counter, fan etc etc help to reduce the weight you are trying to move around. Next is the riding position. Enduro bikes do not feel comfortable (compared with a trials bike)when standing, your feet are too far forward and the bars too far back with the wrong angle. Sure you can stand up, but the force on your wrists is much bigger than when riding a trials machine. Trials bars and rear set footrest brackets help with this considerably. Finally the tyres, yes in mud a mx knobbly is the only way to go on the heavy bike but faced with rooted or stoney climbs and a trials tyre offers far more grip. I've got two rear wheels and swap from trials to mx tyres quite often. I've also modified the suspension and the motor to make the DRZ perform more like a trials bike but this limits things a little when on faster going, so it's not an appealing mod for most to consider. But what ever you do and however good you are, a trials bike is awlays going to make trials type riding look easier. Here's a clip of my DRZ during the Wyegate LDT in 2009 at Limekiln, this is a lot steeper than it looks, you can see from some of the other clips how different riders have differing abilities. Pete

Yep, same. Then drop the gearbox (and or engine) oil.

Theres a couple on ebay at the moment, I won't post the link to the one in a dealers but here's one being sold privately that it might be worth keeping an eye on to see what it goeas for. http://cgi.ebay.co.uk/2010-BETA-EVO-2T-250-WHITE-RED-/130485858055?pt=UK_Motorcycles&hash=item1e61902f07 Pete

Ok my argument may be flawed, a tow bar with a bike rack does not come under the same forces as a tow bar with a trailer attached. However, I was amazed to find out just how little weight should be applied to the tow bar on my car. I modified my tailer to keep within this figure when it was loaded with three trials bikes as it was way, way over when I tested it. Anyway, HERE'S a very helpfull link for Vauxhall owners. You will see that the Corsa should actually only have 50Kg applied to it. Pete

Maximum tow ball weight will be something like 75kg.... no more. If towing a trailer, you should be able to put hitch of the fully loaded trailer on a set of scales and the reading be no more than this figure. I suspect that the same will be true of a bike rack. Put the fully loaded rack on a set of scales and see if it exceeds 75kg and you have your answer.

No, probably the opposite. They will all do you a deal but don't want to tell their competitors what their best deal is.

The point is that you can compete almost every weekend without traveling too far and compared with other motorsports, relatively cheaply too. Unfortunately competing is actually easier than trying to find somewhere to practice. I'm not sure where abouts you are. If you are north of Worcester it would be worth trying Shatterford, I believe they allow riders to pay a small fee to practice and it is a reasonable place providing it is not too wet. It is also well worth looking at the Earl Shilton Club (www.estc.co.uk) who own their own venue which is superb! Further south it is not so easy, Top Farm near Broadway allow practicing but it is poor when wet. You may also be able to ride at Nettleton Quarry between Cheltenham and Cirencester, but I am not sure who to contact for this venue. I can find you somewhere to practice on Sunday 27th Feb if you'd give up a hour or two to Observe/Punch at the Colmore and you could ride around before/after if that's any help? All the best. Pete