With the work Christmas party in Bracknell the night before, decided to head up to Kempton Park for the Classic Off Road Show and Autojumble. My Dad and some of his friends go up regularly so met them up there too. Nice cold and clear weather and after a long wait in the nearby breakfast establishment (other people heading to the show) a short queue and we were in. The usual overly optimistic pricing was present
Sitting in the stand looking over part of what is a relatively big jumble.
A good buy for someone, well it was Kevin in the end, to add to the CanAm collection in Tredegar. Nice bike.
Some great magazines for sale. The pipe look is set for a comeback I’m sure though hopefully in the paddock rather than whilst riding.
Possibly the bargain of the show ? It ran nicely and a 441 Victor for £2295. It hadn’t sold when we left the show around 2pm.
Don’t know much about Devoid of Troubles but that is an interesting engine. Twin with side exhaust ports makes it very interesting.
A reasonably priced Chott ? There’s been a few for sale recently and though it could be argued the Husqvarna engined ones are more competitive but these are nice.
With the workshop repair schedule already underway, a bit of surprise to go for a ride out at Devon Classic, a late season event at Widworthy. Also, with a busy recent schedule I’d not entered and a late phone call on the Friday secured a late entry. With 25th anniversary reunion for my Poly of Wales course on the Saturday, wasn’t sure I’d even be in a fit state to race anyway. In the end found myself waking up on a sofa in Cardiff (thanks Gray) at 06h30 with the rain hammering against the window.
Pre race training in Cardiff on the Saturday night.
Nice and dark and damp as I walked round to the van and headed out of Cardiff and towards the M4 to the journey to Devon. Getting to the Devon tracks isn’t too bad (though getting back with the M5 traffic on Sunday evening can be more challenging) and after a quick stop for a much needed coffee I was at the track at 08h45. Paul, Dai and John turned up about 30 minutes later as the weather was brightening and though there was a cold breeze it was looking like it wasn’t going to rain.
Early morning Devon roads in October
With more than one Husqvarna showing the signs of end of season attrition it was the choice between the only two bikes still running, the 1967 Hallman, which had done well in Ireland and at Llanthony and with a replaced front brake cable was back ready for the track, or the TT540 Yamaha which Roger had taken for a tentative lap at Llanthony.
A sort out in the garage on Friday had changed the front brake lever to one of the numerous Magura’s that I’d seemed to have acquired and generally gone through the bike, before loading it up prior to a relatively social day on Saturday in Pontypridd and Cardiff. No decompressor but was getting the hang of starting it; you just need a wall, van or something upright to lean against.
Feeling the after affects of a Caroline Street kebab (no ill effects from the beer surprisingly) I found myself in a field in Devon at 08h45 on a Sunday morning all ready to go. Ended up in the Twinshock D class, which given the handling of the TT wasn’t a bad place. Dai, John and Paul arrived and managed to get the Sprinter into the field, something that wasn’t too easy to achieve at the meeting back in April.
Practice was pretty well organised, and those that might have been put off by the rain the previous night, or the official tone of the entry form, would have been pleasantly surprised. Nice and sunny all day, though a bit chilly in the wind. The stubble field was pretty rutted and the TT was all over the place as I tried to work out whether I needed to get forward or back to counter the long rake at the front end. The downhill into the grass field was pretty hairy with some wobbles all the way down (and I never got confident on that all day). The up hill sections and loops were superb on the TT however, with the Roger Nunn built engine pulling well and only stuttering on full gas, hinting that the Mikuni might need a bigger main to cope with the bigger bore and the higher compression ratio (up from 8.5:1 to 11:1). Engine sounded great and managed to push the flames out of the rear. Starting sequence had been perfected even without the decompressor and the higher compression. Great stuff and the bike ran well all day.
Race 1, saw the TT getting 3rd into the first corner and holding that position until the last lap, so ended up 4th, from a field of 15 or so in Twinshock D. Though the theory of the class categories for Twinshock in the south west clubs is great, it does need policing, especially during the meeting. The Twinshock D winner was miles ahead and his time would have won Twinshock C also; the second place guy was 15 seconds a lap quicker than the 3rd place guy. At the same time, a couple of C riders should have been in D. Difficult to get right, but nice to race with your peers.
Always good to see a mix of bikes in Devon, though both the pre65 and the pre74 classes had to be combined to get a good line on the start, which points to the strength of Twinshocks in the region. Maybe they should think about a pre78 class also ? They also had an Evo class that was relatively well supported with some good riders.
The TT Yamaha, at 540cc and the same crap front end it always had.
Race 2 was much like Race 1, with 3rd into the first corner, with a 2nd gear start and a smart shift in 3rd all that was needed to get the mighty 540 powered away. Loving this. Just the handling and the brakes that were a bit of an issue, but it was really the first time in two years I’d ridden the bike in a MX race, having only done the Gentle One hare and hounds with the old engine. Might want to look at the jetting, the rear wheel bearings and the steering head bearings as a priority. Ended up 5th, losing out to a guy on a Maico on the last lap. Loving the bike up the hills and as the ruts were becoming more pronounced so I could get the bike round the corners a bit easier. Concious also I could do more to hang the back out on the bike more and get hold of the beast by the horns. Very different from the 250cc two-stroke Husky.
Race 3 saw a better start and manage to get in 2nd behind the guy in the wrong race. And whilst managed to keep behind me down the hill on lap 1, it wasn’t the case on the other 3, and it’s where I lost places. Ended up 6th, and got 4th overall on the day, but to be fair it was Twinshock D. However great fun riding the TT, and it makes you think about what you could do to the bike. 4-strokes are fun, but not all the way to HL or JBR Honda fun. The engine is great and it was nice to have a bike you could start relatively easy (with some careful positioning).
Not the quickest bike, but great fun to ride and sorting out the front end handling will help significantly
The Devon club had obtained the services of Emma Partington on the PA (as at Llanthony) and this was extended to cover commentary. The announcements were good and you knew when to be in the pit box, but commentary (in my opinion) requires a few things:
knowing when to not talk (as well as talk); you are at the track not listening on the radio. Ritchie Benaud was the master here.
Have direct knowledge of experience on what you are talking about; yes you can do the Murray Walker bit and say what bike they are riding and where they are from, but talking about lines, racing styles etc needs experience.
Know your audience; there were very few people who’d never watched a scramble before, and it was very much teaching granny to suck eggs at times.
Emma did a good job, but it was a bit too much. In the first pre65 race, she managed to talk non-stop all the way through. Also the PA was in the paddock so 3 hours of listening to Emma, without watching the racing is a little painful. I’ve had the same experience at Abbeycwmhir, but thats got better over the last couple of years and there is a balance to be found. If between fixing bikes I’m watching the racing, its great to listening to the bikes and work it out yourself. The commentator at Ballyblack in Northern Ireland was absolutely superb and a model for anyone wanting to give it a go. Knowledgeable and a relaxed style is probably what made it.
Overall an excellent days racing, where the only fix was to a perished fuel pipe (need to find the right tap for the tank at some juncture) and apart from the tools stayed in the box. That always makes it pleasant. I also resisted the urge to do the final Twinshock C race and packed up in one piece. It might have been why I took it carefully in Race 3, but not sure.
Dai rode well, though had a lose bolt on the oil field at the start of race 2. He managed a good 3rd in the fourth race. We left before 4pm and given it was October, managed to not get too much traffic on the way back the M5. Washed the bike off and in for some dinner by 18h30 and this really is the end of the season.
The track ended up being great, getting better as the day went on.
Back across the bridge and the season is now ended (again)
Once again the Llanthony meeting finished off the Welsh season, and though it was a week after a memorable MXdN meeting in Northern Ireland, it lived up to previous years. An improved track (longer than before, with some great left hand corners) and good weather, with only shower making things a bit slick during the middle of the day. It was both a British and Welsh Championship round so there was a good entry of top quality riders. The Llanthony Club had spent Saturday setting out the track which saw the return of the long hill after the start and a new section across the top of the field under the trees.
Not many better locations for racing in the UK
The pre60 and 65/Metisse classes were combined and formed a healthy line up, not including the aforementioned Andy Carter, who having already sewn up the championship was focusing on the sidecars. Pete Hollinshead took maximum points on his A10 BSA, with Jon Brittan, Mick Maskelyne and Peter Lockwood all riding well and scoring good points to finish off the championship. For the pre65 / Metisse, Derek Brice had wrapped up the title before the previous Teifiside meeting but was challenged by Dai Walker on his BSA, who after an off when past Phil Edwards in race 1, had two good races and take the overall win on the day. Malcolm Herbert had secured 2nd at Teifiside, not a bad thing since the bolt-up Husqvarna had become non-functional at Hanbury. There were race wins for Martin Coleman, Lee Kelly (who’d stormed the field at Chester) and for Pete Hollinshead.
Dai Walker and Barrie Townend, good to see Barrie out on the bike
For the pre68 350cc class, which this had been won for the season by Phil Anslow, the other podium places were up from grabs, with Geoff Taylor, Malcolm Herbert and Mitchell Harris all racing. After the disappointment of having to ride Malcolm’s Husqvarna the previous week in Northern Ireland, Geoff’s CZ packed up in practice. Mitchell managed to get the 350 BSA round the track to take a maximum of 45 points on the day (something he failed to do in the Unlimited class) and thereby take 2nd place overall, with Malcolm not getting enough points, especially after the Husqvarna flooded prior to the start of race 3. It being a British Championship day, the races were dominated by non-Welsh championship riders, with Greg Speed, Chris Collins and Steve Dent all riding strongly.
Nathan Jones, 2016 Pre68 Unlimited Champion
In the pre68 unlimited races, again there was a strong field initially, which dwindled down to 4 riders only in the last race. British championship regulars Tim Dallaway and Liston Bell dominated the first race, with Mitchell Harris taking the top Welsh points ahead of Nathan Jones. He wasn’t worried however as he had already got the title sorted beforehand. Mitchell then struggled with the tight, rutted right-hand corner on the next two races (which he’d done it the 350 race) giving 30 points to Nathan. Andrew Davies on the now repaired twinport CZ rode well in races 1 and 2 and also good to Andy Watkin out there competing.
Chris Storey on Rob Hawkes’ Ossa after flying off rather impressively over the ‘whoops’ section. Was a bit confused after practice, when an Ossa flew by me and then a couple of minutes later spying a non-kitted up Rob wandering around the paddock.
Hobbling round the paddock and spectator area was nothing but pure joy for Andy Storey as he watched Honda Elsinores dominate the pre74 up to 250cc class. His role as evil genius behind the performance of these bikes is part of what keeps the shutters up at the Pre65 and Mortimer Clubs, and with others like Chris Lewis, they’ve seen younger riders inject some excitement and great racing into the classic scene. Whilst the bikes are good, it’s also down to the riders and with the change of ECMO rules for 2017 (allowing non-reed valve pre74 bikes for 30+ and 50+ age categories) it would be good to see them against the swarm of CZ’s on the bumpy continental tracks.
Kris Winder was flying and won British and Welsh races, but even without him there, Welsh Champion Ben Weaver wasn’t having it his own way. Rhys Walker took to his uncle Dai’s Elsinore very well and finished with a win and two seconds (to Kris Winder, who was 45 seconds clear of the field). Without much competition in 2016 for Ben, it might be very different for 2017. William Guest has ridden well on the CZ all season and battled well to get points that secured his 2nd position in the championship among the swarms of Hondas. And with a good battle between Chris Lewis and Gary Wolstenholme, it was Gary who came out best to get 3rd place in the championship. Needless to say both were riding Honda’s.
A defining moment for John Cash’s season he managed to restart the bike and get past the finish line.
For the over 250cc pre74’s as last season it was all between CZ mounted Jonathan Randall and John Cash on the BSA. John took the race 1 win ahead of Andy Stanton and Jonathan to extend his points lead, but after they came together in race 2, the CZ was quickly was restarted, but the BSA got bogged down and stuck on the sticky corner that had seen the demise of Mitchell Harris. Jonathan got maximum points, but John crossed the line to get 7 points and keep ahead in the championship. For the final race, John took the lead on lap 2, only for Jonathan to charge past on the last two corners to claim the win, but it wasn’t quite enough to claim the championship, with John Cash winning by 3 points, 230 to 227. Exciting stuff for those watching the second two races and the closest finish to a championship class for a number of seasons.
The pre78 class was in its second season and whilst there had been an increase in riders, the demise of Alan Wood’s knee and Paul Prosser’s Cagiva and then James Edge’s Suzuki in practice meant than David Weaver had an easy finish to a championship he’d already won. Not to say he wouldn’t have won it with the other competitors being fit as he’d showed strong form all season. James kept the second position he’d had last season with Narberth rider David Goddard taking 3rd. With much debate online prior to the event, at which David couldn’t make, Lee Johnson failed to score enough points on his Kawasaki as failed after the second race. He went out in the 3rd combined Twinshock / Pre78 race, and score points based on the results from Track Times, but let me know straight away that he rode the ineligible 1980’s Can-Am. It meant he ended up 4th and trophy-less but its this type of honesty and approach that makes classic MX what it is.
Twinshocks on the sticky corner, Anthony Guest being chased by Matt Fry.
A strong entry of Twinshocks was very much in contrast to the previous year even tough the Twinshock Nationals at Pontrilas were just up the road (they got rained off overnight on the power harrowed track, grass is best !) . The unknown winning rider is Ricky Pedder I think, who took wins over Adam Briggs after Adam had won the first race. A field of 34 bikes for the first race made for excellent racing (and even I managed my best twinshock result of 15th on the automatic Husqvarna, which then sank in race 2).
Early season form on the 250cc Maico had seen Teifiside club’s Kyle Noble take a lead over perennial 2nd place man Anthony Guest, who’d swapped the Honda 480 for an RM Suzuki this season. However, DNFs and mechanical issues had meant the poor-start to Sam Weaver’s season might not be so bad after all. All 3 were strong placed for the podium, though a resurgent Nigel Davies was riding strongly. However, despite only scoring 10 points at Llanthony, Kyle took the title from Anthony, who also managed 10 points from the one race. Sam Weaver also blew up his Maico in practice but managed to borrow a bike in pursuit of second place, but ended up 2 points short. Kyle’s younger brother Keelan has been riding well, but the bikes haven’t been holding up and he ended up behind Nigel Davies.
Some notes to come on the sidecars.
Eric’s best ever picture ?
Personally a mixed day, with the Automatic sounding a bit rough, but great to see Karl Stevens finish off his first season of his TM250 Suzuki and for a good friend and engine builder for the Yamaha TT540 give it a try out on the track. He’ll be back but for someone who rides on road and track he found it a very different experience out on a muddy track. Also, daughter Saffron and Karl’s son Benjy both marshalled all day and enjoyed the event. Plenty of friends watching shame there was not enough time to catch up with everyone.
After taking the track down and a quick pint, headed back to Bwlch, with Tom Robinson on 6 Music playing a series of September / Autumnal tracks. He finished with the Sandy Denny / Fairport Convention track ‘Who Knows Where the Time Goes ?”, so apt for an end of season. I was nearly in bloody tears.
Underneath the evening sky, all the riders are leaving.
Of course they know it’s time for them to go?
Ahead the winter workshop, in which I will be dreaming
I have no thought of time (or money)
(with thanks to Sandy Denny, “Who Knows Where the Time Goes”)
On the Sunday journey back to Wales, sitting in the van with Paul, Graham and Kevin, plenty of time to reflect on the event, the team and individual performances. Some good discussion, especially with the increasing awareness that it is really a team event. With people lending bikes, (the Stanton CZ to me, the Husqvarna to Geoff Taylor for example), helping with mechanical issues and generally ensure that everyone made their race, there was a great team atmosphere, which is as much as the experience of riding the race is. It was a great track and similar to what British teams would expect and it probably not something that would be found at continental events.
The Welsh team, its organisers and riders are still very much on the learning curve, so the 2nd place for the 30+ and 3rd place for the 70+ team were very much a bonus. Fast, consistent riding from the Wales A team counted where the competition (in Northern Ireland and England-2) didn’t quite match the performance. On paper, England-2 should have got 2nd place but DNFs put them out of the picture. Rider fitness is also important as a 20 or 15 minute race isn’t easy on any track.
But it’s the right spirit for a Welsh team, picking people who want to be part of the team and not just ride for themselves and giving people to ride at event like no other in the calendar, so even without the trophies that is what has been achieved. Like both Northern Ireland and Scotland, Wales doesn’t have a large pool of riders to select from, but the aim will be have people participate and should see it as an opportunity to represent their country.
The move to pre74 bikes opens up the number of available riders, though the commitment of travelling to Denmark for 2017 and then the Czech Republic for 2018 is significant, both in terms of cost and time. However, for me and others, riding for or watching a Welsh national team is well worth the effort and it is something that is great to be a part of.
All race photos from Cmacimages https://www.facebook.com/colinmcilhagger
30+ Race 1 start, looking good for Wales, before the 2nd corner collision between Guto and Andy Stanton
Early start for the team at the cottage, with first practice due at 8h15 for the 30+ team. The sun was out and the wind had dropped and a fine day beckoned as we headed over to the track at 07h15. The race day programme is pretty full and long, with the final race not scheduled for 17h30. Each class getting 2 sessions of practice before the team presentations at 12h00 and racing from 13h30.
The scoring for the classes is based on race position, with the lowest total winning. With 4 riders per team and 2 races, the score is taken from the best 6 of 8, where a DNF is scored as 50. Obviously its important to avoid them and getting the best result can take a little bit of team tactics and planning. The track at Ballyblack was a long 1.8km / 1.1 mile lap, and would be familiar type to the UK riders. Generally fast with some jumps, which not large gave plenty of air time. Whilst there were some soft patches overall the base of the track was firm and held up pretty well all day. The start was wide and would allow for 40 riders directly on to the gate, so a double line would only be needed for the 50+ race.
With both a Wales-1 and Wales-2 team running in the event some planning was needed, especially as Andy Stanton in the Wales 2 team would be quick. Some discussion prior to racing on how to handle any conflicts over what might be valuable points.
Andrew Owen on the 250cc Bolt Up Husqvarna
Practice for the 30+ teams went to plan, well almost. Kevin had some fueling problems with the 450 Husky as a result from some crap in the tank. My exhaust cracked and lost a tail pipe in 2nd practice. Thanks for Cecil Pearson’s welder and Pete Hollinshead’s welding skills, it was repaired in 30 minutes so plenty of time before racing.
Race 1 went well for the first 15 seconds, until Guto’s lack of a front brake took out himself and Andy Stanton in the first corner. A quick restart from Andy saw him get back in to the field quickly. Guto was a bit more off the pace and came off again as he battled to get up the field. After an excellent start, Andrew Owen on the 250cc Husky rode well to keep 16th position. Rob Jones battled hard to take 3rd overall. The team was in joint 3rd with the England-2 team, behind England-1 and Northern Ireland-1.
For the Wales-2 team is was mixed. Andy Stanton’s 7th was outstanding, but my Husky seized solid on the back straight on lap 6 and Kevin was struggling after an off on the first lap where he’d injured his leg. Jon Britton rode consistently to finish, but the team ended up with two DNF’s. Based on the estimated scores the team was therefore in 7th and last place.
For Race 2, the track had held up well and the start didn’t involve a massive pile up of riders. Another brilliant ride got Rob Jones into 6th, with John Cash not far behind. Guto was down on power on the fast circuit on the Peter Lockwood Matchless but got a valuable 13th place. Andrew Owen had an off on the last lap, but still made 18th. For Wales-2, Andy Stanton got into 6th, 20 seconds ahead of John Cash, though luckily the loss of a point for Wales-1 didn’t make a difference and they got 2nd place behind England-1 and ahead of Northern Ireland-1. With Malcolm Herbert in 20th, Jon Britton in 21st and Kevin Pettit (with leg injury) in 25th, it was all 4 finishing and therefore the two DNF’s from race 1 could be dropped, and they ended up 5th, ahead of Scotland and Northern Ireland-2.
A great result for Wales-1, especially as the England-2 team looked as strong as their first team on paper. The first ever trophy for Wales at the Classic MXdN, but there was more to come.
50+ / Pre70 Machines.
The Welsh team was made up of Pete Hollinshead, Andy Carter, Dai Walker and Derek Brice. Pete was mounted on his unfashionable A10 and was looking to continue the form he showed in Mortimer the previous year and hold off the massed ranks of CZ machinery. Andy Carter had swapped his normal TriBSA mount for a 380 CZ, and loaned a 250 CZ to Derek Brice. As with the 30+ class, a 250cc bike is needed by each team and this provides a real challenge for the teams. Recent form from Dai Walker on his now 440cc BSA justified his selection, but the whole team had a tough ask in what was the premier event, with 11 teams from 10 nations taking part.
Pete managed 3rd into the first corner in race 1, but the heavy BSA was a challenge round the track which had some big jumps and relatively tight turns. He ended
up 8th, with Dai Walker coming in 21st in a race that was dominated by the 3 man Northern Ireland team that finished 1st, 4th and 6th (after losing the 250cc rider with an injury during practice), with Laurance Spence taking the win ahead of Keith Best. England were in 2nd with the Czech Republic (with their only team present at this this year Classic MXdN lying ahead of Scotland.
In race 2 Pete took the holeshot and battled hard to stay in contention eventually finishing in 11th on what was a rougher track on the second 20 minute + 1 lap moto. The rest of the team performed better than in race 1, with Brian in 21, Andy Carter in 23rd and Derek Brice in 30th. The final position of 7th overall was a little unfortunate as had they each gained 3 places over both moto’s they would have ended up 4th, ahead of Scotland. It was a tough ask against some strong teams, but Northern Ireland’s win was a highlight of the day and the Laurence Spence v Keith Best battle in race 2 excellent to watch.
In the 60+ / Pre65 bikes it was going to be a tough ask, and with Geoff Taylor, Dave Bevan from the 2015 event, joined by Welsh championship and Moseley club riders Alistair Fowlie and Bob Twigg, it wasn’t made easier by mechanical issues before and during the meeting. Geoff’s Twinport CZ snapped a gearshaft the week before the event and with spares not being highly available he’d travelled to Ballyblack not sure what bike he’d be riding. He ended up on Malcolm Herbert’s Husqvarna, with the gear change on the wrong side and probably not the bike preparation he was used to. Bob Twigg’s BSA split it’s fuel tank during the first race, but as well as finishing he managed 9th in the 2nd race a strong finish given the competiton, especially from the French who has a 1,2,3 in the first race and whose score of 15 was the lowest (and best) in any class.
The 66+ class had 6 teams entered, with Sweden and Denmark competing alongside the home nations. Mick Maskelyne competed in 2015 and Peter Lockwood moved up from the 60+, whilst long-time championship support David Simpson rode for Wales this year, along with Bonanza regular Peter Yates. England, with both Phil Edwards and Doug Sherbourne looked well placed and so it proved with a 1,3,5 finish in race 1. With Denmark picking up 50 points for a DNF, Wales were lying a theorectical 3rd with Peter Yates finishing 12th and Mick in 13th. Race 2 saw a victory for the Swedish rider Jorgen Ahlstrom after a poor start from Doug Sherbourne, but David Simpson started well and got home in 13th place, 1 ahead from Peter who had another consistent ride. Mick misjudged the fuel needed for the race and stopped on the last lap. Though some there was conjecture at trackside that this may have cost Wales 3rd place, this was not the case as the top 3 of England, Denmark and Sweden were well ahead of Wales with a margin of 48 points. Wales did come ahead of Scotlad and Northern Ireland.
Wales didn’t have a 70+ team for 2015, but Team Manager Paul Prosser had hunted across the Principality to get a team together. With the late withdrawl of the German team (who competing against was used an incentive) Wales was guarenteed a poduim finish. Brian Walker decided not to ride on the preceeding day, so it was down to John Dunscombe (who had ridden as part of the 66+ team the previous year), Gerald Llewelyn and Corwyn Jones were left to make up the team. With 6 finishes needed the priority was avoiding a DNF. With the Llewelyn Ariel / JAP shedding a magneto in practice, it looked like a familiar pattern seen at Narberth or Teifiside. However paddock miracles were worked and both Gerald and bike finished both races, as did the steady Corwyn Jones on Dai Walkers bike, who primarily concern was preserving it for the 50+ race. However ride of the day went to John Dunscome, who after coming 2nd to Cecil Peason (the JAP Metisse guy) in race 1, went on to win race 2, and thereby becoming the first Welsh rider to win an Classic MXdN race. Superb stuff.
Overall the entries for the Classic MX des Nations were down on previous years, probably due to the location in Northern Ireland, would meant high travel costs and a long journey for the continental teams. There was no team from Belgium and only 1 team from the Czech Republic. The only number of teams for the 30+ meant that both England and Wales were allowed to enter second teams, something usually only the host country can do for Wales it allowed some of the people already committed to travel as reserves and helpers to get a ride at one of the premier motocross events.
Having two teams in one race can mean some thought needs to go into planning, as you don’t want the ‘B’ team as such taking points away from the A team. With Andy Stanton coming in as a last minute replacement for Paul Prosser, who rightly decided that being Team Captain was going to take a lot of his time on the day, we had a quick rider who was going to mix it with the A team, but plenty of discussion beforehand meant that there was a plan for ensuring the A team got the focus for the event. On paper the England second team was as quick as its first team so would need team orders potentially to ensure the best results.
The 50+ class was the premier event, with 11 teams on the start and this would be the choice event on race day. As a Welsh team, Paul Prosser had done a great job in getting a team in each class, with the 70+ team now guaranteed a trophy, as the German team had pulled out at the last minute. The sure thing in other classes was with the very impressive, BSA-mounted French team in the 60+ class who’d looked really good in Mortimer last year. However you’d suspect the England would do badly not to finish on the podium in each race.
Walking the track; it was a long way round
The day before race day can be a long and somewhat fraught one with plenty of organisational issues along the lines of “cat herding”. After a relatively quiet night, got to the track for 08h30 and after putting up the pop-up in the sunny, but slightly chilly morning it was time to walk the track. Some feedback from other people in the Welsh team that this really was a long track (2 miles), I set my running/cycling GPS watch and we set off. You could have been in Devon, with wide corners and grass on the circuit, something the continental riders rarely see. Alberto from ECMO mentioned a few times how good it was to see a track like this, and though there had been some complaints it was something very different for many riders.
The boggy section which was cut out for race day.
The back straight was of Hanbury proportions, but with two jumps en route, the second of which would provide some significant air time for the quicker riders. The main discussion point was on a 150m boggy section at the back of the track, which because of the surrounding reed beds made it feel very much like Abbeycwmhir. The discussion with teams, organiser John Colling and the Clerk of the Course would mean the most of this would be taken out before practice. The GPS showed the track at just under 2km in length, slightly less once the boggy section was removed.
Back in the paddock, Paul got down to finding riders, sorting race shirts and numbers and checking that everyone was aware of with what needed to be done. With the ECMO meeting and the preparation for racing tomorrow not really starting to 14h30, along with Kevin and Graham headed off to do some shopping and find some lunch.
The ECMO meeting was relatively short and had some interesting notes, in particular on the European CEC rounds for 2017 and that the Classic des Nations will be in the Czech Republic in 2018. Also, the draw was made for starting positions (as there is no timed practice for the Des Nations) and where it mattered, Paul drew some good slots for the teams, especially with slot 2 for the 50+ class. Wales avoided being the on the jury this year, after being selected at Mortimer the previous year.
Start slots as drawn by the country managers
After the entry fee was paid it was time for scruitineering. Safety checks for bikes were done by the club, with the 4 countries of the jury keeping an eye out for eligibilty. Whilst the ECMO rules are clear and relatively tight watching the time of bikes come through it was clear that some pushing of boundaries had taken place in many sheds and workshops across Europe. No real checks on suspension travel were made (and it was clear that some had more than the maximum front and rear) and that some bikes were out of age range. Whilst as a Welsh team we had two bikes we were aware of that were open to interpretation, having a 1974 Maico for the pre70 class was pushing it a bit. Some of the Husky’s were pushing it a bit, with mid-80’s twin leading shoe front brakes in one case. Potentially something for ECMO to think about in future, especially with the change to pre74 for the 30+ and 50+ for next season.
The riders then signed on and it was time for food and a trip to the excellent beer tent / main marquee as the evening settled in and thoughts turned to race day.
Friday night beer tent with Welsh team strategy being actively discussed. Scots and Irish also present with the England team under instruction for an early night. Winning is everything.
Relatively early start from Bwlch primarily to allow plenty of time to get to Holyhead with breaks for food and drinks. Team captain Paul Prosser, fellow Wales 30+ B team member Kevin Pettit and Graham Lee Green (holidaymaker) all in the van. The two Husqvarna’s, my 1970 Hallman and Kevin’s 1972 450 were in the trailer, along with lots of spares and tools. Some fuel and the gas were also loaded up. My other bolt up Husqvarna was making the trip with Dai Walker and contingent, who were also travelling up and aiming to be on the same ferry.
As with events of this nature actually getting the van is a relief as it means you move from planning to actually doing. For Paul is particular it had been pretty stressful with lots of phone calls and some last minute changes to sort out. Geoff Taylor’s CZ had snapped a lay shaft and various rider injuries and ailments were cause for concern. Then there is the politics of who’s in the team and more significantly who’s not. The last minute additional of a Welsh B Team was good as it gives a rare opportunity for some riders to take part, but also created some issues with selection.
First stop for breakfast in Mallwyd. Stopped here on my Cambrian Way walk and good place for a fry up and the 4.99 breakfast did the job. The Walker clan were heading up the A470 behind us, somewhere between Rhayader and Newtown so we took our time but still no sign when we left. Quick stop in Dolgellau to collect cash and have a near collision with a taxi. Made it Holyhead with an hour to spare so stopped for pints for the passengers and a coffee for the driver
The route up through Wales to Holyhead isn’t quick, but you cannot say it’s not pleasant. No traffic either.
The port queue for the Stena ferry to Dublin had Wales and England team participants ready to go. Due to some miss waving of hands we managed to get the van the holeshot positon off the ferry which would probably the only time we would do it all weekend.
Leaving Dublin port is a race itself as you battle with trucks to get out and through to the north bound M1 as quickly as posssible during rush our traffic. Excellent fun and spent hours getting out of Dublin in rush hour, the 10 euros toll for the tunnel is money well spent.
Easy and straightforward drive north and two hours later we were sitting with fish and chips in Newtonards. One thing you can say about a MX road trip is that the diet can result in cases of scury. Holidaymaker Graham was later seen dropping a lime into the top of a pint of lager as a precaution.
First stop for drinks in Holyhead (coffee for the driver)
First off the ferry, due to some interesting maneouvering with the van (and having a Premium crossing as being a loyal Stena user)
Plenty of good discussion on the ferry, with the team captain (Paul on the right) formulating tactics
A lot of conversation on the way over had been focused on team tactics, fair and slightly dodgy on how we might be able to advance the Welsh position. Buoyed by the confidence that we would already more successful than last year (3rd place in the 70+ class guaranteed as there were only 3 teams), much mulling over on how to improve in other classes.
All too much for the holidaymaker. Only his second visit to Ireland (after a day trip to Rosslare as the previous) and he slept through it.
The cottages I’d rented were pleasant enough and after quickly settling in went back into Newtonards for an end of day pint. Picking one of the more dodgy bars had an interesting discussion with the landlord on power boat racing and the escalating size of motorhomes at events.
Welcome pint and the end of a long (sometimes stressful) day.
With two weeks cycling in France before heading across to the Classic MX des Nations in Northern Ireland, it was time for some final bike prep. Unfortunately this was more major than anticipated as the bolt up wasnt running well at Hanbury. Luckily Paul was around to lend a hand.
I decided not to ride after my poor showing at Teifiside and that Andrew Owen was available again to make the trip. However was going to be a reserve rider so the 1970 Hallman needed sorting. Also the Bolt Up was going to be needed by one of the 70+ team so plenty to do with 1.5 days of intermittent shed time.
First up a look at the 1970 bike which had gotten a second consectutive puntuce. Got the wheel and tyre off on Sunday night after Hanbury before even washing the bike (which Ive worked out a system for after plenty of recent practice). Checking the spokes at the track indicated only one loose one, but with the complete tyre off quite a few of the nipples were loose. The wheel is a relatively new build carried out by Jan before he sold the bike so made tightening and adjustment relatively easy. In with a new heavy tube and sorted.
Some other tweaking with the bike on Monday but attention moved to the Bolt Up. Changed the RH crankseal and checked the carb manifold gasket as well as cleaning the carb. However getting ready for a test and there was no spark. The ignition timing on the Bolt Up has been a regular challenge later on in the season. Testing the stator and coil resistance as well as the continuity between and all seemed okay. Some debate between Paul and I on the spark plugs but nothing. Adjourning for dinner and to think I went back out later and tried a Bosch rather than an NGK plug and a spark was there.
Still not starting so squirted in some EasyStart into the carb mouth. Fired up though again the engine running too quickly. End on Monday and only a few hours on Tuesday to fix as I also needed to work. Some thinking and decided that to put the older Bolt Up engine from the ‘more original’ bike into the frame.
Good plan which though easy in principle than practice as it seems no two 4-speed engines are the same (though they might initially look this way). Some have an extra bead for strength which means they do not fit some engine mounts.
So plan C was revert to the ‘original’ bike with small hubs, side float Bing carb and very wide (but period) handlebars. Should be good for Brian Walker’s nostalgia.
The lack of a front brake on the bike was due to ingress of mud and water forming a vicose paste across shoes and liner, which through some workshop chemical engineering Paul managed to resolve. The engine was placed back in to the frame and the carb cleaned. These fail in two ways whilst racing when the bottom bolt comes loose or if the float chamber gets grit into it stopping the float from dropping and allowing fuel in.
Quick test up the lane and all good with only a slight rattle from the engine. Ready to a practice session up at the farm.
And then news from ECMO that due to the low number of entries for the 30+ in Northern Ireland they were allowing second teams from England, Scotland and Wales. So I will be riding after all.
I’d never ridden at Hanbury for some reason and in my 7th season of racing I’d not managed to get to the track near Droitwich, until now. After some tuning of both the bolt-up and Hallmann Husky’s after frustrating day’s at Teifiside and Abbeycwmhir, I was hoping for a test run or two and maybe some good racing. Picked Paul up at 7am and headed up the A40 again after the National Motorcycle Museum visit the previous day. it rained all the way up to Monmouth and of course stopped as we headed over to the border into Herefordshire. Much brighter weather then ensued and arrived at the track just after 08h30, in a large field below the main track.
Efficiency with signing on and picking up the transponders from Track Times, who have increased the presence at Classic MX events significantly over the last couple of years. Dai Walker on the recently re-engined BSA was on the preparation trail before the Classic MX des Nations and made the trip up with John, who is useful to have a long with the spanners. Unlike Teifiside, felt pretty chilled, not too much pressure and looking for a nice days racing.
The track is known for the hills, off-cambers and the long start-finish straight and it lived up to expectations. Practice was also slippery and touching the rear brake on the Bolt-Up had me off on the first off camber corners. Good to know it wasn’t just me as others also came off, but struggled to get on the pace though was bit better when I went out on the Hallman for the final practice session after the sidecars. The Bolt-Up was running and revving high after the 3rd pass down the long straight. Still trying to get it to run cleanly though it’s starting is better. It wasn’t the idle adjustment, which I adjusted by the track (and then lost) and the cable wasn’t sticking. No joy in sorting this out and seems like a leaking crankseal or air getting in somewhere on the bike. Further research to be done.
First race in the pre68 up to 350cc went okay and the track was bedding in a bit, with some of the grass coming off the top of pretty firm soil. Lines were appearing on the corners and its a tricky track than needs to be learnt. Good battle with Andrew Davies and he got past me on lap 4 and I think we were 8th or 9th respectively in what was a pretty healthy line-up. Parked the bike up next to the pit box and walked over to find John and Paul before watching Dai out in the next race on the BSA. They’d walked up to watch practice earlier and the second walk up the hill up from the paddock had resulted in more cups of tea and a thought of adjourning to the nearby pub and watching the racing from a distance. No complaints from me as managed to get some cups of tea, cake and even an ice cream later on. All very pleasant as the sun broke though and watching the racing with an excellent crowd. Not so pleasant was the rain shower that came before the first pre74 over 250cc race and the subsequent coming together between John Cash and Wayne Partington on the first lap. Both riders went down and whilst John as just shaken, Wayne ended up leaving in the ambulance with a dislocated shoulder and suspected broken collar bone. Plenty of concern from the other riders, marshals and spectators, whilst Paul ‘Welsh Team Captain’ Prosser was thinking on running over to see if 1/4 of his 30+ team was still intact and inflicting a kiss of life if needed. Also, potential not so good for Wayne and his England ride, as was the fact the ambulance broke down on the way to the hospital.
The sidecar boys and girls, feeling left out as the normal banker for a race stoppage managed a red flag on their own as it all got a bit too keen after the start of the race and destroyed a large section of the track. These delays meant the Jeff Smith Trophy race was shelved and interval being taken. Rain had now stopped and we adjourned to the paddock and caught some sun and a nice chilled out and relaxed atmosphere. Happy with my first race, I was looking forward to more.
I missed a gear off the start and lost 4 or 5 places as result, but went much better on the bike and some of the confidence from Narberth was back and ended up with another battle with Andrew Davies, which I lost again on the final lap. Front brake adjuster had moved again, so took the bike back to paddock and did some quick fixes before heading up for the pre74 up to 250cc race. Had a good battle with Derek Brice on his Bultaco (more Classic MX des Nations prep) who I got past on lap 3, but who got back past me whilst I slowed down under a yellow flag (my opinion) as one of the Elsinore contingent crashed through the tape. Good racing and what was now an excellent track.
Parked the bike up again and Paul came over with a bottle of water and we sat on the grass watching some good racing, including the sidecars and the 2nd British Championship race (won easily by Tim Dallaway). Alas, in the last pre68 race, I acquired another puncture which it was more than an isolated incident at Teifiside. Rather than trying to fix, decided after 4 races, that enough was enough and I’d park the bike up. Had a chat with a few people in the paddock and then after a 10 minute deliberation on what pub we’d go to, we eventually decided on the one who’s car park you needed to drive through to leave the track. Along with Jon and Reuben, the four of us sat in the sun and watched the end of the racing from afar. Very pleasant.
Post race diagnosis and pre Classic MX des Nations bike prep focused on getting rhe bolt up ready for the 70+ team (either Corwyn Jones or Brian Walker).
View of the paddock and the track from the adjacent pub car park.
And the rain returned as we headed back into Wales
More that a normal puncture. The tube had ripped, probably as a result of a couple of loose spokes,
Great event and well organised by the Moseley club. Will be back next year !
Whilst the daughter’s were enjoying the Insomnia gaming festival I managed a trip to Ikea in Coventry (as part of a current petit barn conversion) and a long overdue trip to the National Motorcycle Musuem (NMM) across the M42 from the NEC.
Last time I was here was at a conference whilst still working for Becta in 1999. Becta as a government quango is no more and same goes for the majority of the motorcycle manufacturers in the NMM. From Scott to Norman and Villiers to DMW most have passed though the branding is strong and some, like Triumph have grown again.
The NMM was nearly no more in 2003 after a fire which destroyed some of the bikes and part of the building and at the time I thought it might be a good thing as the whole place had the feeling and decor of a venue once frequented by Jasper Carrot  or Bernard Manning. Brown walls and carpets and lined up exhibits are what the 1970s musuem experience was like based on a memory I had with Reading Town Musuem. The rebuild might to have looked to carry out a bit of an update, but somehow they’ve kept the ambiance that was there before, made up of low key atmosphere, workshop smell and general underwhelming initial impression.
Greeves scrambler, with a road racer to the right. The last hall had the competition machinery, with lots of road racers but some off road competition machinery.
When you’ve got 1000 bikes in the collection, the obvious thing to do is to line them up in date and manufacturer order across 5 halls; this is what they’ve done. Whilst the visitor with some bike experience and knowledge of the history of the British bike industry will get a lot from the well restored and presented exhibits, you can get a bit overwhelmed with the subtle differences between a 1956 and 1957 BSA model. There are some great photos, of bikes and riders but the floor mounted descriptions of the bike aren’t easy to read and are a bit wordy.
What the NMM achieves is capturing the past glories of the British motorcycle industry that dominated the world market even in the 60’s but somehow, in some way lost the plot in a market being eroded by cheap car ownership, overseas competition from Europe and the Far East and a general complacency and inefficiency in the industry. Every company, market or industry should look at this demise and understand how domination can easily become destitution. Have just ordered an interesting book on the subject.
You learn something new everyday and the Stepped Piston was that something today. Bernard Hooper still has the patents and though the website is designed circa 1998, the piston design is an interesting one which makes for more efficient two-strokes with less emissions.
Managed a quick tour in an hour before adjourning for a tea and a scone to the upstairs restaurant and start on the very nice outside terrace. Actually open 08h30 -> 17h00, it’s a good place to stop if you are travelling up or down the M42 as it has a nice ambience. Sitting on the terrace with one eye on the incoming storm, I also contemplated that the number of oily trays and display stands were indeed indicative of British bikes and their perceived mechanical troubles and that this was also a factor. You could pay good money for the Rolls Royce of bikes, the Brough Superior but a lot of the cheap workmanlike bikes were not that well built and not as well built as European scooters or your 125 Japanese machine.
Les Archer 500T Norton Trials. Liked the look of this.
The last few years has seen the rise and rise of the retro bike and there is no doubt some of the machines are style icons. Whilst its also easy to lump British bikes into single cylinder BSA’s that leaked oil everywhere, there was significant diversity, from the Villiers engined bikes like Norman’s through the liquid cooled Scott’s. (see the model history, to understand how a 1908 bike was still being made in the 1970’s).
Jeff Smith’s last works BSA, a follow on from the titanium project of 1966. Lots of trick bits on this an and interesting 20″ front wheel.
Overall, I would say that the museum is well work a visit, but you’ve got to be interested in motorbikes before you go and probably not best to drag along someone who isn’t. You could really do a lot more with the history and stories and Hall 5 with the sporting bikes is the best and you could build on that. Some displays and thought could be put into the main motorcycle sports, like the Isle of Man TT, circuit racing, scrambles, trials and speedway and include some stories and interesting fact. To some extent, the museum is too full of bikes and it was the sporting events and success in them that to large extent made the companies successful.
 By coincidence, heard Jasper Carrots Funky Moped for the first time in ages yesterday.
Back to Penparc near Cardigan for the second time this year and the Teifiside club had made a few adjustments to the track, which is able to fit in plenty of interest in a relatively short space. After the Bonanza, anything is more interestng than a stubble field with a sub 60 second lap. Some off cambers and the lines that changed made it challenging for me. I didn’t race well here back in April and this time wasn’t any different and was well off the pace I had at Chester and Abbeycwmhir in July. Been a long week and along with brother-in-law Philip had driven over from Antwerp the previous day, though along with Karl, and Paul we had managed a practice up at Dai’s on the Saturday evening. Philip had selected the Husqvarna Automatic as his weapon of choice for the Sunday racing. The 1975 Husky didn’t want to run and this was eventually traced to the plug cap shorting out on the exhaust. The Automatic gives you time to focus on the track and lines round, rather you having to concern yourself about what gear you are in.
Though entries for the Teifiside had been steady again, but a late flourish with the rare delight of sunny weather promised meant that there were over 100 people racing (90 solos and 12 sidecars), which was another healthy entry for somewhere with the furthest travel for many competitors.
For the pre60/pre65 races and class, it was good to see Dai Walker back, with the bike and rider both running well and pushing Andy Carter in all the races, with Derek Brice well involved in the mix taking the win in the first race. Mick Maskelyne is showing some good form also, prior to his ride in the pre66 class for the Classic MX des Nations. Matt Morgan had recently bought a bike from Brendan Owen and he’s beginning to get to grips with it and showed some better form. Had Dai Walker pushed harder, he might have taking the overall win on the day and collected the Cardiganshire Shield from Andy, but probably a reflection of both his return and that for the bike.
The pre78 and Twinshock races were combined, though there were 7 pre78 regulars on the line. It made for some great racing on what is an interesting track, with plenty of ups and downs and choice of racing lines. Rhys Edwards has some great battles with Daniel Griffiths and 2 out of 3 from him, with Nigel Davies riding consistently to get second overall, as Daniel had a DNF in race 3. Sam Weaver is continuing to play catch up on points and gained some points on Anthony Guest, who in turned scored only a total of 12 points which only dented slight Kyle Noble’s leaded after he only completed the first race (and that well down the field).
David Weaver got the better of James Edge in all 3 races in the pre78 class, partly through horsepower (275cc more in David’s Bike) and partly though being in the combined race. Some great action though and David has taken the pre78 championship for 2016 as a result. Lee Johnson had a puncture prior to the 2nd race which kept the KX off the starting line, otherwise it might have been very different for the other places, but John Mainwaring and David Goddard scored well and continued as valued supporters of the championship. Steve Gregson’s CCM enjoyed the return and also managed some consistent finishes in all 3 moto’s.
The sidecars seemed to be enjoying themselves and Rogers/Wernham just edged the points over Jones/Jones over all three races, where the method of points scoping means there is only 2 points between 1st and 2nd. Didn’t get to see much of the racing in the class, so apologies with the brevity here.
The pre68 up to 350cc and pre74 over 250cc class were combined, which meant and an excellent line up of 17 for the first moto and then 16 for the other two races. Phil Anslow won 2 races after Rob Jones was first to the line in race 1, and then broke down on lap1 of race 2. Andrew Owen hasn’t ridden too much this season, but his retun on the bolt-up Husqvarna resulted in some consistent finishes with a best of 4th in the 3rd moto, when he got ahead of fellow Classic MX des Nations teamster Geoff Taylor, who is really finding form on the twinport CZ after switcing from a later 70’s CZ. In the pre74 class, Ben Weaver won the first two races with the same style and speed he’s shown all season, but he over cooked it in race 3, allowing Willaim Guest (only 17) to take a great win. He is showing some excellent form and style and will be a strong contender for the 2017 season. Kevin Pettit continues to race well on the ecletic Can Am which is quicker than an Elsinore off the line.
In the Pre68 Unlimited and the Pre74 over 250cc, it was the races between John Cash, Rob Jones and Jonathan Randall which stole the show, with John Cash coming out on top (just) with two wins. Jonathan got the 3rd, with Rob slotting in 2nd for each of the rsaces. Nathan Jones continues to lead the pre68 unlimited class though will be need to race and finish at Llanthony in September to stay ahead of Phil Anslow.
In the Evo’s, the 3rd and final meeting of the season, saw Lee Jones will all three races head of Nigel Davies and Dave James, but it’s Nigel who takes the inaugural championship ahead of both of them. Not a strong turnout and the loss of the Saturday racing at Narberth (because of the separate Evo event) didn’t really help. Some thinking for 2017 is needed.
For me, not the best days racing, and though I missed one race because of a petrol soaked crankcase, I did manage to finish the others, despite a puncture in race 2. Thanks to Andy Carter for the tube and to John, Dai and Kevin in helping with the change. Typically after trying to bump start the bolt-up, it then only took 2-3 metres towed behind the van for it to fire. However, mind and form were elsewhere and to some extent with Andrew Owen now available to ride in Northern Ireland it’s good to drop back to being the reserve, as like many sports, confidience is part of the mix, along with skill.
Interested in this engine, and wondering what it is exactly. It is a 175cc and has the classic 4-speed bottom end and looks older than the mid 60’s bolt ups. However the engine number might suggest that its a Lindstrom.
The entry regs for the Bonanza should be seen as a warning rather than an invitation as the require some complex calculation of classes and what you can ride. Adrian Moss’s event has had to move venue to Sapperton from its previous home, where its heyday it would have seen 300 riders.
There are a number of reasons why day wasn’t the best in no particular order.
The bolt up Husky (the only one that was eligible) didnt run right after practice and whilst it finished race 1, it only made a lap of race 2. Given everything else, it went in the back of the van.
The track was a stubble field and not a big one at that. It was quick and a lap probably took around a minute. It had a few rocks in it and a nice sheen on the straw. Dare I say it some people on bigger British stuff would have liked it. Plenty of trailing leg. 250cc two stroke it wasnt.
Given the track size a total of 12 minutes racing was on offer (I was only eligible for one class)
Organisationally its an interesting setup and it could have been better. As an AMCA steward you might have commented on the marshall points as the corner apexes, driving a Suzuki Vitara on the track during the sidecar race and the fencing between spectators and fast moving realtively heavy sidecars.
A bit of a verbal before the event.
Not so much in a racing mood
Out in first practice once agaij note to self to get the Michelin M12 tyre off the rear as it seems capable of sliding out on any surface. Bike went well for a couple of laps and then starting missing slightly under load. Changed the plug and got worse for 2nd practice session so went back to the original plug.
1st started ago and got away from the wonky start line (which was 45 degrees rather than 90 to the line to first corner). However bike started missing and dropped a couple of places. Got an elbow as a guy went by on the last lap who then went into the back of Andrew Davies and went over on a fast corner.
Watched a couple of races from behind the start and the tight line saw Peter Yates (all the way from Aberdeen) lock bars with Jon Britton. Their previous close encounter was when Jon ran over him at the Bonanza a couple of years back.
The sidecars were impressive and given it was a British Championship round they had a 15 minute, 13 lap race. It wasnt going to take much for one of the bikes to head into the stakes and rope at speed. When it did happen there was a break in racing as more rope was put up.
On other days I would have spent more time looking to fix the bike and gone out for the 3rd race but it was a bit marginal for 4 minutes of racing.
Took a bit longer to drive back and after washing the bike had a couple of visitors in Kevin and then Paul. Cup of tea and looked the the ignition stator first and the stator plate bolts had cime loose. Therefore the timing was a little bit erratic. Again a maintenance issue and really need to come up with a check list after each meeting as well more time.
Cleaned out the area behind the rotor (which was full of crap) and with some locktight but it back together. Based on 2mm before TDC this engine is too advanced (it has some significant compression) so with adjustment the bike then fired up and a quick blast up the lane and running fine.
Some other maintenance to do including checking the wiring to coil and fixing a small leak in the petrol tank. Oh and changing the rear tyre.
After starting out getting some old tyres off the rims for the 360 Bolt Up project, I decided to look at the 1975 CR250 as it might be need for Teifiside in a couple of weeks.
Despite having not been cleaned or run for 3 months it fired up 5th kick. Went through it and tightened some bolts and sorted out the cables and levers. Clutch is pretty light anyway. The front brake is on the end of the adjustment but all in all not bad. The 1976 seat and base I put on it doesnt look perfect but it works. The 75 bike is taller than the 76 models for some reason so it is slight higher than some of the period. I’d fitted some YSS shocks a while ago and they work well.
All tidy and ready for racing, I moved on to the 1976 360 Automatic. This had stopped working in the pit box and the Devon meeting back at the end of May and an evenings investigation with Paul afterwards failed to get it running beyond a lumpy slow run with no response from the throttle.
Previous endeavours had looked at the crankseal, fuel tap, changed the carburettor, checked the flywheel and stator, checked the rotor side crankseal and removed the air filter. The somewhat toytown kill switch had also been connected. This latter expedient is slightly risky on a bike you cannot stall to stop and is only recommended if you have the air filter housing off and you can put your hand across the carb inlet.
First up I changed the petrol (well you never know) but still the same low speed lurching. Some more research and could be that the ring is sticking. Unlikely given its relatively new but had a look anyway. Removed the head and barrel, but piston and ring looked fine. Next step was to change the crankseal behind the flywheel. The seals and housing is the same as on the older 4 speed bikes (back to 1964) so had some in stock so swapped them over.
Still no joy and the same lumpy running. Next moved onto the ignition as I’d earlier eliminated the fuel side of things. The stator looked worn with some plastic having come away. However, as it was easier I changed the ignition coil first. The one in stock had a short HT lead and the Motoplats are sealed units but managed to rig it for a test anyway. And voila, running okay. So the Motoplat unit was faulty.
I rigged in the replacement using one mount bolt rather than two and this seemed to do the trick with just enough lead to reach the plug cap.
Further tidy up and a cup of tea and a successful day in the garage.
….hold a scramble at Abbeycwmhir. After three weeks of nice weather we were due to have some rain and so it did at Abbeycwmhir. It rained on and off all day, but never heavy enough to get the mudfest from May and an impossible track. It’s a shame as a good entry, a well laid out track and one of the best locations in the country for Classic MX were all set up for a great days racing. Karl Stevens (along with Katja) had travel up with myself and Paul from Bwlch, after a pleasant and entertaining barbeque the previous evening. Paul’s heartbreak over the tank from his Cagiva continues and so he’d didn’t ride, with Dai Walker also not riding as he was detained by bailing and awaiting a new engine for his BSA.
First race of the day. Guto’ getting stuck on the gate didn’t stop him winning the race from last on the Peter Lockwood Matchless
The paddock looked decidedly quieter than it did in May, though with 91 entries, it wasn’t too quiet. Perhaps it was better parking or less of the massive campers from the British Championship travelling contingent. Some alterations to the track and relatively narrow in places as it weaved between the reeds and boggy ground across the hillside. The adverse camber corners were there, which are fun wet or dry. It’s a track I struggle on with the 250 as you need easily available power to get out of the corners and up the hills (and probably a better rider)
My own day started badly but got better, but finished with a tinge of disappointment (a bit like dancing with your mates to ‘Come on Eileen’ and then being left dancing with the “girl you fancied” best friend to Spandau Ballet’s ‘True’ during the erection section at the end of the night). One thing that does need to change are the Michelin M12’s on the Bolt-Up. Whilst they are the mud and grass tyre, compared with the hard pack S12’s. However, S12’s are the one’s to have it seems and the difference in grip on the rear between the bikes was significant. That said, the longer framed Bolt-Up doesn’t seem to grip so well.
Plenty of themes during the meeting apart from the weather, including Paul Prossers continuing quest to find the elusive holy grail that is the team for the Classic MX des Nations. That this quest involves finding riders of the right age, who have a bike of the right age, which is of the right capacity and stroke, who are willing to travel to Northern Ireland and who don’t get upset when they initially don’t get picked and refuse to come when they are asked later. A thankless task akin to that undertaken by Sir Lancelot, without the adultery of course. However with the submission of teams due by August 15th still time for some further selections.
Guto Llewellyn and Pete Hollinshead battle it out
In the Pre60/Pre65/Metisse races, there was healthy line-up with Pete Hollinshead making his second appearance of the season and probably expecting his usual 3 wins out of 3 on his pre60 machine. It had been pointed out to Pete and Andy Carter that they might have a bit of challenge on the day as Guto Llewellyn had been united with a reliable bike, in the form of Peter Lockwood’s might Matchless in preparation for the Classic MX des Nations. The Matchless has been used for a few visits by Mick Andrews to the Bonanza see  below and as well as being a powerful beast it’s been well set. When it was pointed out that Guto would be challenging Pete, Andy mentioned that he’d need to get past him. After getting stuck in the gate on the first rate, Guto went past Andy, and everyone else in the field to show that on a big bike that lasts more than a lap, Guto is a force to be reckoned with, with a style that will be well suited to Ballyblack. My own race ended on lap one, with a frayed throttle cable jamming the carb open and putting me on the deck. Kill switches are pointless on stuck open throttles as I’ve noticed in the past.
As I was back at the van in the paddock changing the throttle cable, whilst my toolbox filling up with rain water, I didn’t seen much of the first block of racing. In the pre74 up to 250cc, Ben Weaver’s search for a decent competitor if Kris Winder isn’t riding continues. He won all three moto’s but outstanding ride on the day goes to Kevin Petitt on the Can Am which he’d picked up from Simon Reilly earlier in the year. It uses the disk vale Rotax engine (the same as SWM trials bikes) and even though it has an enduro disk, they are serious quick out of the box, not requiring the serious mods required for Elsimores or pre74 Yamahas. Kevin grabbed a second and two 3rd’s, whilst William Guest continued to have a great season on the CZ. Gary Wolstenholme has also shown some form this season and along with Chris Lewis (also Honda) and Sam Gittoes (CZ), was well ahead of the rest of the field. The pre74 250 class is the best place for newcomers and older riders a like and it was good to seem some battles down the field, with Karl ‘Savlon’ Stevens having a good day out on his Suzuki TM250 despite the conditions. Dominic Wall was also back after injury ended his season early last year.
Rob Jones flying
It was great to see pre78 series sponsor Alan Woods back after his early season injury and he was back on the pace for the first two races before engaging in a 50m slide into the first corner in the last race. More John Curry than Bob Hannah, it showed the power of the rear brake on the YZ125. No further damage done and he’ll be back for Teifiside. It was good to see the pre78’s have their own race and David Weaver’s horsepower (400 ish Maico) against James Edge’s 125cc Suzuki meant he edged it on the day, but it provided some great racing. After numerous rants and workshop woes on Facebook Lee ‘Fallguy’ Johnson got 3 finishes and is now pushing for championship recognition. As well as actually racing this might involve not giving Alan a lift to meetings and ensuring David Goddard is suitably distracted.
Classic MX des Nations hero (after pushing his bike over the line at Mortimer) Rob Jones won all 3 pre68 unlimited races from the advanced pit position ahead of Phil Anslow and Mitchell Harris. Nathan Jones on the 400 Husqvarna scored well again and continues to lead the championship . The pre74 over 250cc battle between John Cash and Jonathan Randall continues, with John getting the first two races ahead of Jonathan and the out-of-class Ben Weaver (looking for some competition). However a loose rear axle nut and the resulting lock-up meant that Jonathan collected more points on the day to keep the championship alive with two rounds to go. The ‘Ian’s’ Fenwick and Hall both had consistent and good riders given the conditions and along with Sam Gittoes picked up some good points in what was the smallest pre74 field of the season.
By contrast, the pre68 350cc lineup was unusually healthy made up of both regulars and visitors. Rob Jones raced out of class and won all three races, and after winning race 1 Doug Sherbourne retired (not sure why) leaving Mitchell Harris to pick up the most points. Championship leader Phil Anslow also scored well, proving it was just the right motivation that was needed to have a blistering season. Geoff Taylor has acquired a ECMO eligible Twinport CZ and after a couple of experimental run-outs so far this season seems to have got the hang of it and got the points ahead of Vince Hale and Malcolm Herbert.
Andy Lane and Karl Stevens in the pre74 250cc class
I’ve not got the sidecar results, and didn’t watch any of the racing (due to fixing bikes). However, from my location in the paddock I could see Adam Longmore struggling with his outfit’s performance. In a move to extract more power from the Yamaha XT600 engine recently scavanged from the scrappers he’d decided to increase the fuelling by doing without a pilot jet in the carb. Meanwhile, racing continued and I do know the Chell’s won the first two races. I did watch them cleaning the chain between races. The little details obviously count.
A healthy Twinshock class was dominated by Steve Adams and other Devon visitors (who’d forgone the Dorset meeting also running on the weekend). It was good to see Rhys Edwards taking top points on his first outing on the Maico and Yamaha collection. Series leader Kyle Noble didn’t have a good start losing out to Anthony Guest, but Anthony had issues in race 2 himself. Sam Weaver scored good points despite his best efforts not to actually use his main Maico machine all season. He also scored top points for the loudest bike when his exhaust broke,
Despite the weather, some really great racing, which entertained the relatively small crowd. Steve Goode’s commentary was excellent and many thanks to the Mid Wales club. Much appreciated by all the riders.
Nearly forgot, after a DNF in Race 1 in the pre65’s, managed three finishes on the Hallman Husky in the pre68. In the last pre65 race, I’d kept ahead of Mark Abbot, until a wire dropped off the HT coil in the last corner. Bummer but could have been worse. After a hassle free event at Chester, it was more of a challenge to do 6 races.
 This is the Adrian Moss event, with the most complex regs for any event in the AMCA calendar, rather than the 1960’s TV Western.
 If you are wondering why other riders didn’t score points in this class, its because normally you can only score points for one class on one bike. You need a different bike to score points in a different class. You can ride in races, but not score championship points.
This years Classic MX des Nations is at Ballyblack, Co Antrim, Northern Ireland and Wales will be sending a team for the second year, following it’s battle to gain equal status with English, Irish and Scottish in European Classic Motocross. Therefore, rather than brexiting, it’s a continuing path to european recognition for Welsh Classic MX (or Scrambles as Jock prefers). After last years event in Mortimer, England, this years event will be held overseas, (but not) in Northern Ireland. No passport required.
Why you should go?
There are going to be a maximum of 20 riders in teams riding for Wales and team captain Paul Prosser has already made some announcements on the Facebook channel. Getting the right age of rider, riding the correct age of bike, makes the task of picking a team a little challenging and means that a lot of the Welsh Championship riders don’t get a ride. As well as picking on ability (to do well) it’s also a case of finding people who want to go. If you are not riding, you should plan to go and watch and support Wales (think Euro 2016 support), as it’s not too bad to get too.
There was some great support last year and there is plenty of activity in the pits on Friday, with the main action on Saturday 17th September. There is no racing on Sunday.
They’ll be an ECMO meeting on the Sunday morning for a couple of hours, so still leaving plenty of time for trip back to Dublin.
When booking you travel there are a number of discount ferry codes, when booking online with Stena use the code ‘9RS16’ for a 15% discount. There have been a number of deals throughout the year on Stena, including some at 25%.
If you fancy a shorter, flying visit then you could fly into Belfast City Airport, which is only a 30 minute drive away from the track. There are flights for £75 return from Bristol and £65 from Birmingham and renting a car or scrounging a lift shouldn’t be too much problem. As per normal, the flights from Cardiff are twice the price and only once a day.
Where to Stay
If you’ve not got a massive luxury camper, or cannot blag your way into one with the England team, then you have a number of options, including taking a tent. There are some options on Airbnb for cheap self catering, with a 10 minute drive or so to the track. There are two cheap options in Newtonards, and some others out near the track. There are some other local self catering options, hotels and B and B’s. Check TripAdvisor etc. I’ll be staying, a long with a few others at the nearby Cunningburn Cottages.
My second Mountain Bike Orienteering event, after the Govilon event last month and with some hope of doing a bit better in terms of judging time and getting some more points.
I decided to cycle the couple of km’s down to the start at the Outdoor Centre at Talybont with the knowledge I’d have to cycle back up the hill after it had finished. The map area was a lot smaller than the previous Govilon event, but there were a lot more hills, taking in the flanks of the Brecon Beacons, the hills around Talybont Reservoir, Tor y Foel, Trefil Quarries and Cwm Crawnon. Waited 15 minutes after the start time before I picked up the map (and started the clock running) getting all my kit and my head in order. Remembered to start the clock running this time as I picked it up.
MBO Map Talybont
This map includes mapping data licensed from Ordnance Survey. Crown Copyright and/or database right 2016
. License number 100033596
Spent a couple of minutes looking at the map and decided on a counter-clockwise route, starting with the canal and then up to Talybont Forest before heading down to Aber and the Talybont Reservoir dam. As before I’d make my mind up then and see how I was getting on. Living nearby I knew where the uphill bits were going to be and had a vision of getting round to the Trefil checkpoints and down Cwm Pyrgad and through Cwm Crawnon. Depending on time I could go back via the canal or via Bwlch. A lot of ascent and I’d not been running or cycling all week having picked up a cold.
With a bit more purpse I set off, though I’d left my elastic bands for the CP sheet at home. My home made map holder (WH Smiths £2.99 clipboard conversion) seemed okay though rattling a bit.
First check point on the canal, nice and easy but the pull up into Talybont Forest wasn’t and needed some pushing. Second check point was on the forestry track and the run down to the third was excellent with a sharp descent down a track to reach it. I’d worked out the reading the description for the check point location as the previous checkpoint meant you could keep an eye out for it. The run round for check point 4 was also good, with some pushing up a grassy bridleway. Then down to the road coming out at Aber when prior to going back up into the woods on the LH side or the reservior, I headed across the dam to pick up a 30 point marker and then come back, well worth the 10 minutes needed. Up away from the road and a long slog to the next 25 point checkpoint, again of forestry tracks. Still no rain but looking a bit ominous. Right on the edge of the map and knew that I’d need to turn off the forestry track down to the road and the next CP, but missed the turn. Spent 3-4 minutes looking for it, and was obscured in the trees (plenty of others had fun trying to find it as I found out later) but track down was excellent single track, with nettles. Across the bridge above the reservoir and up a track that I’d only descended before, and ended up with some pushing to CP19 and then plenty more pushing up to CP04. This is where I’m losing lots of time, simple up hill fitness.
With over 2 hours gone, bit of a call to make on whether I’d get round to Trefil, but concious of the time I had left last time I went for it. Instead of going up on the Dolygaer track I went round the Brinore Tramroad, which was a mistake as it’s rough going even up when flat. I’d walked it in May so should have known, but will took me 35 minutes to get to the control point at Trefil. The bash down Cwm Pyrgad was excellent,but with only 45 minutes left, it was going to be tight back to Talybont. I’d already checked the CP locations and knew where they were. After picking up the 30 points in Cwm Crawnon, I went for the flat option towards Llangyndir and missed the 10 point CP, before picking up 15 and 10 points by the canal on the run back.
Only 3 minutes over which was excellent given my position at Trefil, so very happy with the run back. Just shows what downhill tarmac does for your time. Came 16th overall with a final score of 297, which though not the 300 target was happy about given the score and terrain. No problems with the bike, but tested it a bit on some of the downhills and it needs a service badly, especially the bottom bracket. Didn’t have time for photos today but a couple of good videos posted by other riders (bit quicker than me)
Good fun again and will look at future dates to see what events I can make. For some reason I didn’t show up on the Strava Flyby for the event (unlike last time) though my own route was pretty similar to the others.
There was some disbelief from myself when Dai Walker mentioned a product called ‘Start ya Bastard‘ but indeed there is an Australian (no suprise) alternative to EasyStart (for the original joke advert)
There is no doubt that some form of magic spray such as Get Out You Bastard would have been welcome in the Bwlch workshop today. It all started in a straight-forward manner wheeling the bike up to the garage. I’d bought the bike from Jef Bens earlier in the year (at pre Brexit exchange rates). There aren’t many 360 bolt-ups and the bike is from 1967, which was the fourth year of manufacture (there were 100 250cc bikes made in 1964) so some rarity value. Aim was to strip the frame and start to have a look at the engine, prior to a return visit to Jef’s to work out what I needed to complete the restoration. The aim is for a race, rather than show bike, though I’ll probably powder coat the frame, after some modifications to get large shocks in and check that I can get some footrests etc.
Engine came out relatively quickly and managed to remove the plastics (which looked like a 70’s replacement for the original ally ones). A real mix of nuts and bolts with some I suspected of being imperial and had to dive to the back of the workshop to find my 9/16 spanner for some of the frame bolts. The bike smacked of having been apart for a while, so was already wondered what challenges what might await.
With the engine on the bench, thought I’d tackle the frame first and after getting the rear wheel out, hit the first problem, with the steering head bearing. Unlike 70’s Jap bikes, after removing the main nut above the top yoke, the bearings sit between an outer and inner top shell. You usually knock this round with a drift or screwdriver, but Swedish wisdom has this as a flat sided cone, which according to the manual you can adjust with a pair of split pliers. With some heat, I got this moving but then it stuck solid and wouldn’t move. Heat and repeat a couple of times and still no joy, so I retired for lunch and to listen to Ann Peebles ‘Can’t Stand the Rain’ which had just turned up in the post. As an aside, the postman used to race a bit of motocross and his father used to race CZ’s back in the day, so will need to catch up again at some point. A quick tour of the garage and you could see the look of lust for racing in his eyes. Always good to see.
With the rain coming down. Paul appeared up from Llangynidr as obviously any form of gardening was going to be futile. I had considered a trip up to the lake to sail the recently re-rigged boat but a brief glimpse of sun wasn’t long enough. More heat and effort from the pliers and still no movement, even with both of us on the case. Paul nipped back to the house to pick up a set of stilsons of various sizes, but even these weren’t able to move the cone. Time for more tea and then after removing all the front end put the cone into the vice and then moved the bottom yoke to free the cone. This took 1.5 hours of buggering around and with the upper bearing cone finally removed it was on the next challenge. I’d already eyed up a potential issue.
There is no doubt that 70% of posts to bike restoration forums have “swingarm bolt” in the subject line, just do a Google search (though you can substitute swingarm bolt for pivot bolt to find more). A quick look showed that this wasn’t going to be easy. The earlier Bolt-Ups have different swingarm arrangement to the 1967 models, with a bar acting as a pivot shaft, with two bolts holding it in place at either end. The 67 models moved to the more commonly seen approach with a single bolt, with threads at each end, passing though swingarm bushes and bushes on the frame. A quick tap and it was clear this wasn’t going to move in a hurry.
One of the first decisions you have to make is that the bolt is going to be scrap by the time you get it out, so some form of replacement is going to be needed. Using a drift to preserve the threads and nothing moved at all. Out with the penetrating oil and the heat still nothing moved. So, some direct hits onto the shaft and some movement so a glimmer of hope it was going to come out. Now with a mushroomed end of the bolt, out with the angle grinder to trim it up, before continuing to push the bolt through. It’s long bolt and not the biggest in terms of diameter and therefore to find a suitable drift. Got so far but then the bolt got stuck.
With what must have been only 2 or 3cm left to get out it still didn’ want to emerge from its hole, the bolt wasn’t going any further. So put the bolt into the vice and by leveraging the frame with a long 1m crowbar got it out some more, but still it wasn’t completely out. Time for another cup of tea and a decision to be made. The option was to cut the bolt and then hammer the small part back in, past the swingarm section and then pull out the swingarm. A bit of a risky strategy, but the tea and some fig rolls determined that this was the only way to go. Back out with the angle grinder to cut the bar and trim round the edges to ensure it fitted back into the hole.
Well surprisingly it worked and the crowbar separated the swingarm from the frame, leaving the small cut section in the frame bushes, or so we though. Got the drift out with some careful use of a long screwdriver and job done. Except what had happened to the small section of swingarm bolt we’d cut off ? Strange. but finally job done. It had only take 4 hours.
The good news after removing the bolt was that the Speedway GP from Cardiff was on BT Sport so a dose of racing, along with the last of the Belgian beer supply and Suzi Perry helped erase the memory of the swingarm bolt. Amazing how long what should have been a simple job can take. I’d been relatively methodical and mad some notes of parts that would be needed. In particular, the existing ignition was on points, (Femsa) and this would need changing to Motoplat or other electronic.
More on the restoration project to come, time permitting. Next job will be to strip the engine and have a look inside.
It’s been a week since the excellent Narberth 2-Day meeting for 2016, and that’s been a long time. Not only the EU referendum has taken place, but I’ve hosted 30+ colleagues in Crickhowell all week and now find myself writing this in San Francisco. Wales got hammered by the All Blacks, but got past Northern Ireland and into the last 8 at the Euro’s. It makes the racing from last week seem a distant memory already, so important that I write it down now. Partly to avoid falling asleep to early (and the jet lag implications) but partly so I remember some of the details.
The week prior to Narberth had seen me spend 4 days working in London and I managed to dive on the 13h45 from Paddington and then get Tamara to pick me up in Abergavenny so we could finish loading the van. It absolutely hammered it down, but around 19h00, Paul Prosser and I headed off in convey, with Tamara and Harry in the van with me, off to West Atherton Farm with the promise of a good weekends racing. Not so much rain in West Wales, which was good and there was a healthy contingent already camped out in the field. We parked 100m or so from Kevin and the Tredegar contingent, partly to be nearer the start and partly for flat group for camping. As darkness settled, Tamara and Harry put up the tent, whilst I put up the LED lights for the pop-up gazebo, as well as getting the record player up and running. Some music and beers with Kevin and it wasn’t a late night as I headed for the lilo in the gazebo and probably my best night sleep of the week. The only interruption was from Harry putting air back in to his and Tamara’s air bed, which had a leak.
This year it was the turn of the Icelandic flag to be raised over the Bwlch / Llangynidr pits (after Angola last year) and the temptation to the raise the EU flag was resisted. A strong riding contingent including the usual suspects. However good to see Lee Robins’ out on his JAP, his first race meeting since 1972. Saturday was a ‘fun’, non-championship day and the race schedule was interesting and accommodated the Stuart Davis Memorial event, which was open to invited Evo and Modern riders. All races 5 laps, with 7 laps for the memorial events, which proved to be about the right length. The Twinshock races were split above and below 250cc and as well as a pre68 race, the pre74 class was split by age; above and below 50 years old.
Further work on the ignition timing on the BSA. It’s an interesting set-up which had been causing Dai some problems
Saturday started dry and sunny and stayed that way, belying the forecast. Got the bolt-up out for a test run in the pre68 race and the track was in excellent condition and the bike, once started, was going really well. The club had changed the start to run along the bottom of the paddock field and it provided firmer ground, a good run to the first left hander and something different.
Good entries all day, with over 30 on the line for the Memorial races, but the pre74 over 50 years old races were all excellent (my opinion) and provided close racing between myself, Paul, Dai and Kevin. Race 1 saw Kevin on the CanAm take the initiative to sit in 3rd behind Andy Carter who was exercising his CZ prior to the classic MX des Nations. Kevin did take a tumble, allowing Paul Prosser to get ahead and with Dai Walker over taking me on the last lap and a restarted Kevin getting a wheel in front on the line, it was close racing. Race 2 was also close, though Dai pulled up with an ignition problem on the BSA, though Kevin on the Can Am managed to stay on for a solid 2nd place. Paul kept ahead of me for all 5 laps, with me not finding a way past him.
The 3rd pre74 race saw Paul take a tumble on the 2nd corner whilst battling it out with Andy Carter, who was getting the hang of the CZ. He managed to avoid getting hit himself, though the Cagiva fuel tank was less lucky and ended up with a banana shape to it. Not the best given the unobtainable nature of Cagiva twinshock parts. David Weaver came out for this race, with Mark Evans on Kevin’s Can Am, with Kevin on the YZ400. Not exactly pre74, but made for some great racing, with Kevin easing up at the end to give Andy Carter another win. I managed a 3rd, with Mark behind.
Not a good new look for the Cagiva.
The classes on the Saturday, whilst I had some initial concerns really worked for some classes. True, the pre74 up to 50 years old was less well attended, but the Twinshock cc split (above below 250cc) worked well. For the older pre74 gits the racing proved to be close and interesting.
Sunday’s racing reverted to the standard Welsh Championship format, based primarily on machine age. A few more people turned up, but unfortunately the weather also reverted to the classic West Wales type; light rain turning to heavier as the day went. The decision to water the track on Saturday proved to be overkill as the rain came in early on Sunday. Another trip this year into Narberth for fish and chips and a quick pint before heading back to the live music in the field. Rockabilly, however mild is one of the rare musical genres that doesn’t float my boat so after a couple of beers and some discussion, I headed off for a nights sleep in the van.
In the slippery conditions, Andy Carter got back on the Jawa to score maximum points in the pre60 class, winning all 3 races (which were wisely reduced to 4 laps). The tricky conditions suited Mick Maskelyne who had two good races and Derek Brice who managed two seconds, only ending up third behind Steve James who took a while to get the Metisse on song, having arrived after Saturdays racing. On the bolt up Husqvarna, my formed from Saturday continued with two fourths and a third. Gave Guto Llewellyn a run out on the Husqvarna and he went well before falling off on the 3rd lap.
The Pre68 350cc and pre74 250cc races were combined and Ben Weaver won all 3 races getting maximum pre74 points, ahead of the pre68 contenders, Mitchell Harris and Phil Anslow. William Guest got an excellent 2nd place in the last race with some great riding in what was becoming pretty poor conditions. Some consistent riding from Sam Gittoes and Glenn Morgan all afternoon made for good points and reward for getting soaked and plastered in mud.
John Cash won all three in the pre68 unlimited and pre74 over 250 combined races ahead of both Mitchell Harris (pre68) and Jonathan Randall (pre74) . Notable rides for the afternoon included those from Nathan Jones on the 400 4-speed Husqvarna and Ian Fenwick on the CZ, both of whom score lots of points towards the championship on an afternoon which made you wonder why you went racing.
Kyle Noble continued from his superb form at Teifiside and won all 3 races ahead of Anthony Guest, Dylan Davies and Nigel Davies, all of whom pushed him hard. A tough
When you get back home and your worst place finish was 5th, that it didn’t rain and that the only tool taken out of the toolbox all day was the funnel, you know you’ve had a good day racing. Since his last trip out to Abbeycwmhir, Karl had bought a Suzuki TM250 for the pre74 class and a quick preview on the Saturday up the lane in Bwlch chasing a cat showed that it sounded good and seemed to go well. I’d been busy and had no shed time on the Husqvarnas, so it was a quick fix and clean to both bikes before putting them in to the van. A quiet evening watching Germany and Italy taking bad penalties and off to bed, for an early 06h30 start.
Neither Dai (broken bike) nor Paul (broken bike) were riding though in their roles on knowledgeable sages and holders of spanners they fancied the trip to Chester. Luckily we managed to split them up in the two vans as even the individual excitement on spotting some classic tractors near Newtown was pretty extreme. Speedy journey up the A483 without horseboxes and though I forgot to get some petrol (as concerned I’d double mixed the fuel, 17:1 not such a good ratio).. Paddock looked in good shape, though there was some evidence of the carnage from the flooding during the 100-miler event a couple of weeks before.
[All photos courtesy of Eric Miles]
Start of the Twinshock / Pre78 race. The Weavers start to move into formation.
Coming up North so to speak means you get a different set of people and bikes in the paddock, including an Automatic Husqvarna, a AJS Stormer, a CanAm (not from Tredegar) and a plethora of Bultacos, that seem to be lost from down south.
Practice went away on time and pretty smoothly, with the track altered slightly from the ruts and bumps of the 100 miler course from earlier in June. No sidecars until Septembers meting either, so the berms and ruts on the track could stay in place (I like sidecars, honestly).
One of my better racing shots. Both bikes went well all day, but kept losing the front brake on the Hallman so need to make a few adjustments.
In the Pre60 / Pre65 Metisse races it was primarily between Andy Carter and Chris Dean during the day, with Andy continuing to show some fine form, despite the front brake on the Jawa completely disintegrating after the first race. Dismantling the Metisse meant he could continue to score points in the pre60 class, which he continues to dominate. Jon Britton, Mick Maskelyne and the smooth Peter Lockwood on the Dot all score good points towards the championship. Mick is showing good form also and is ready for the Classic MX des Nations. I managed some good results and after finishing behind Mark Abbot in race 1, managed to get past him in race 2. Derek Brice picked up maximum points on the day and leads the pre65 class for the championship. Personally, couldn’t get near him and whilst he needed a spare bike for race 2 (after a puncture) it didn’t slow him down.
No doubt Phil Anslow is out to prove a point after his two DNF’s at last years Classic MXdN and not being picked for the 50+ team for this years trip to Northern Ireland. He showed some good form in the pre68 up to 350cc and two of the three races after Mitchell Harris had retired Bob Woods BSA in race 2. (Mitchell had already had the larger capacity bike fail in practice). Odgie Danaan made his annual visit to the Welsh Championship on the big-bang Honda 305cc (as far as I’m aware an altered crank means both pistons are fired together, better grip?) and had some good rides including a 2nd. In the two-stroke battle, I score two 5ths and a 3rd, with Andrew Davies getting ahead in the final race. Vince Hale also scored well on the day.
Phil Anslow rode the same bike in the Unlimited Pre68 class, again winning 2 out of 3 races, with Mitch Hughes getting the better of him in race 2. Some close racing here showing how difficult it was to pass on the Chester track. Though wide in some places there was really only one line. After the Classic MX Organiser let him know he was in the pre68, rather than the pre74 class, whilst it was on the line, Nathan Jones on the 4-speed 400c Husqvarna managed to ride consistently in all the races. As such he heads the championship after 3 rounds. This is most likely the half-way stage this season after the demise of the Border round in May as the scheduling will make it difficult for a rearrangement to be put in. Good to see Barrie Townend going well again after the 2015 pre65 champion had made a sluggish start to the season.
Chris Dean on the Tribsa
In the Pre74 classes it was two very different stories. With no Kris Winder, who won everything at Blencarn the previous week, it was Ben Weaver’s turn to dominate on a Honda Elsinore. Showing some excellent style it was three easy wins over fellow Elsinore riders Simon and Chris Carter. However performance of the day came from 17 year old William Guest who’s 2nd in the final race showed the massive improvement he’d made over the year when he rode his first meeting at Chester last year. He missed a gear on the penultimate corner but manage to keep the Carters at bay for a fine result. Karl Stevens (797) had bought his own bike, a TM250 and it was good to see him engaged him in lower order battles around the track. Always great when you find someone to race with.
John Cash took maximum points from the Pre74 over 250cc class, but only after some major battles with both Brian Littler and Jonathan Randall, who took a spill whilst challenging strongly in race 2. Ian Fenwick had bike problems in race 3, but still managed to pick up enough points to keep him 3rd in the Championship standings. John Cash showed a fine riding style all day and things looked pretty smooth out at the front.
Great photo of David Weaver on the Maico
A good line up for the pre78 / Twinshock race. With Paul Prossers Cagiva broken and Alan Woods knee not fit enough to allow him to ride, it was David Weaver v James Edge in the pre78 class. Though he tired in the last race (some training ?), David managed to pick up 42 points against the 39 scored by James.
The Twinshock series this year has some renewed vigour and the Maico mounted Nobles from Cardigan are having an impact. Kyle continued to lead the championship after winning two races (not sure what happened in race 2, but I was in between my two races per block) with Keelan in his first full season riding consistently after blowing a head gasket. The paddocks was a hive of Maico activity all afternoon. Anthony Guest has moved from a Honda CR480 to a RM400 Suzuki and after getting two seconds, faded in race 3. He stays second in the championship behind Kyle. Standout performance was John Tilson’s 2nd in the 3rd race, his best result for a while.
The track rode well all day and though rough in places it was a pleasure to ride. From both direct experience when racing and from watching other races it wasn’t the easiest place to pass and the start was really important. Get that right and you stood a chance. My missing gears in the 3rd pre68 race meant I was behind Andrew Davies and then really struggled to get past him. There were some over taking places but you had to judge it right.
My own performances this seasons show I’m getting the hang of the RH change on the 4-speed Huskies and just need some more track time. Abbeycwmhir up next and whilst a great track, it’s not the best place for an underpowered two-stroke against the behemoths of 600+ cc British 4-strokes. Shall see how it goes.
Went to look at a bike at Ted Evans’ on the way back south; Ted’s driving (Suzuki Vitara, with bike rack and caravan) is certainly more adventurous than it is with the CZ on the track and the visions of a weaving, overtaking caravan will stay me for a while. Paul and Dai spent the time drooling over the old tractors in the shed, which is a troubling development. Maybe some other form of event (often seen in Russia and Poland) might be more appropriate for them ?
The visit to Ted’s was a memorable end to a great days racing. Classic MX at its best.