trials extravaganza 2010 in this issue: secretary’s report ......case omcc and the melbourne...
TRANSCRIPT
Notes:Could you please check the Club calendar on the last pageof this Newsletter for your rostered date.
If you are rostered and can’t make the date nominatedplease contact the committee to make suitable changes.
NB: If you are interested in being a supervisor please con-tact Ryan Nothard on 9726 5992
Photos in this issue courtesy of Chris Leighfield,Peter and Louise Rayner.
In this issue:Trials Extravaganza 2010Secretary’s Report.The Spanish Years #12
REMEMBER: O.M.C.C. meets on the 2ndThursday of the month at 8.00 pm at their club
grounds in Simpson Road, Clayton South(Melways Ref. 79 C10)
Issue:Dec 2010
President: Ryan Nothard 9726 5992
Vice President: Peter King 9598 [email protected]
Secretary: Rob Murdoch 9553 [email protected]
Treasurer: Peter Wines 9560 [email protected]
GroundsSupervisor: TBA:
SupervisorRoster: Stan Mularczyk 9553 1151
Newsletter: Rob Newman 0417 016 [email protected]
Website: www.oakleighmcc.com
www.oakleighmcc.com
‘The 2010 STRAV’ was here
The Project #11Presentation evening
What’s Coming Up in 2011?January February March
6th (Sun) Three BridgesClub Trial OMCC
5th (Sat) Minibike16th GT1 MMTC
29th (Sat) PresentationNight? TBA. 23rd TV Mtg 12 -13th Tassie Titles
27th (TBC) BMW C&T 20th (TBC) VinduroThree Bridges27th Club Trial
SMCC
The OMCC was well represented at the 2010 Australian Moto-Trials Championships at Thunder-bird Park in the Gold Coast hinterland and can claim the following excellent results, demonstratingthe strength of the club and it’s membership with the strong performances from our younger ridersboding well for the future.
We managed to pick the only rain-free Sunday in living memory for the 2010 Beta Racing Austra-lia Moto-Trials Extravaganza (“The Strav”) this year. It was a successful and memorable eventwith the added bonus of having 2009 World Junior Trials Champion, Alexz Wigg demonstratinghis skills. Alexz’s attendance was made possible through contact made by Phil Whittle and ColScott during their time in Europe with the Australian TdN team. Thanks also to the thirty-odd clubmembers (and several non-members) who made sure that all the essential services were performedon the day without a hitch. We presented the OMCC in a glowing light to hundreds of new faces.
Amongst the throng of eager spectators were three senior Motorcycling Victoria officials who weregenuinely impressed and happy to say so to all and sundry:
Andrew Weiss, MV Chief Executive OfficerRyan Fritz, Communications Officer
Mark Hancock, Board Member and Treasurer.
At the MV General Meeting held a few days later, Andrew Weiss recommended to other motorcycleclub delegates that they follow the example set by OMCC - so it’s hats off and three cheers to allwho contributed, not only on the day but also in the planning and preparation.
Keep an eye out for MXTV episodes next year – we expect the Strav to feature highly and show-case OMCC and the Melbourne Moto-Trials Centre to audiences across the country.
(Continued next page)
Secretary’s Report – December 2010
Open Solo Open Women
6th - Dylan Rees 4th – Ina Halls9th - Trevor Campbell Open Junior
10th - Tim Coleman 1st – Sam KingClassic 3rd – Zachary Mularczyk
2nd – Tim Lewis Veterans
6th – Geoff lewis 5th – John ReesPost Classic 18th – Colin Ford
10th – Stan Mularczyk
It’s fair to say that Victorian Trials riders are poised to benefit from a significant shift in MV’s attitude towards
Moto-Trials. Several months ago MV asked the Victorian Trials Management Committee to present a Sub-mission on the Development of Moto-Trials in Victoria. Trials Vic recommended a set of five-year goals
to be achieved by the end of season 2015:
Double the number of participants in Victorian Moto-Trials
A five-fold increase the awareness of Moto-Trials in Victoria
Domination of National results by Victorian riders
The Board of MV enthusiastically accepted the Trials Vic submission and held it up as an example (once
again) of what the management committees of other disciplines should be doing.
Direct results of the submission include:
MV financial support for the 2010 Alexz Wigg Youth Development camp, which saw 10 young
Victorian riders and 4 interstaters honing their skills over three days under Alexz’s expert tutelage
Pre- and post- event publicity for the Strav (Google “Trials Extravaganza” to see for yourself)
Commitment from MV to produce a Moto-Trials promotional video and articles to be distributed
to all Victorian Motorcycle Clubs and Motorcycling Media
Commitment from MV for pre- and post-event publicity for the major Moto-Trials events for next
year
Commitment from MV to develop an Arena Trials area at the Broadford complex.
A highly visible location at the Broadford complex has already been selected and plans are to run two or
three Arena Trials events at Broadford each year in conjunction with other major crowd-drawing events.
This will dramatically increase the awareness and stature of Trials in Victoria among the riders, spectators
and publicity people who attend these large events.
The OMCC Committee is also currently in negotiations with Trials Experience – a startup venture intending
to introduce new riders to Moto-Trials – for mid-week use of the club grounds, which should also serve to
increase participation, awareness and income for the club.
2010 has been a busy year, much has been achieved and the momentum generated looks set to continue
into 2011.
My best wishes to all club members and their families for a safe and stress-free Christmas.
Cheers, Rob
Secretary’s Report – December 2010 (Continued)
Club Working Bee in preparation for the Strav weekend
On one side of the ground
Committee meeting at theother side of the ground
This was the weekend beforethe Event!. But, thanks to con-nections in high places the com-mittee was able to secure goodweather for the day.
‘If you didn’t get to the OMCC 2010 Trials Extravaganza’
‘this is just a little bit of what you missed!
The Spanish Years#12—1976 Part 2.
Having arrived home in Australia, on my first visit to see Lyall I was presented with a crate containing one of
the new 159cc Cota 172’s. This was to be my mount for the 1976 season, or until Lyall decided to sell it and
replace it with another machine. The 172 was based on the Cota 123 which had been around for a while. It
was however beefed up in a few areas to make it more robust. Overall weight was significantly lower than
that of the 247s which made it a very nice machine to ride. It was soon assembled and a practice session at
Lenny’s was used to make final on-the-run adjustments, something which can only be done whilst riding ac-
tual sections.
A few weeks later, Sr. Modesto Solé, one of two brothers,
both of whom were directors at Montesa, visited Lyall. He
did this periodically and on this occasion I was invited to
meet him for dinner at the Travelodge Hotel in the centre of
Geelong. Together with Lyall, we had an enjoyable evening
during which I received the typical pep talk given by a man-
ager to his sponsored rider. I could never be sure but I
guessed that Montesa would be paying something towards
Lyall’s support of my riding. If they were, none of it was ever
passed on in the way of payment of entry fees or travelling expenses.
Since I would not be obtaining as much financial support from Lyall as I had from Sport and Road, I decided
to set up a small trials accessory business to make a few dollars to put towards competition expense. Chris
Leighfield Motorcycle Accessories was set up and started off with a range of small items such as tie-downs,
low-pressure tyre gauges, gloves and riders’ carry-cards. Soon after, bike covers, tyres, Dunlop industrial
boots, riding shirts and modified bash plates (sides added to existing designs) were added to the list. Lyall
asked me to make countershaft sprockets for his Cappra scramblers, regulations requiring that the sprocket
be covered. I was fully occupied for some time making these and modified bash plates. During my visit to
England, I was impressed with BKS sidecars, built by an old riding acquaintance, Barry Kefford. Since the
sidecar scene in Victoria was growing, I decided to import four of Barry’s units and put out feelers to try and
sell them. I also planned to have a try at sidecar competition myself. At the end of the season when the first
batch of four arrived, I designed and made fittings to suit most of the then current solo trials machines, in-
cluding Montesa 247 and 348 (which by that time had been released in Australia), Ossa, Bultaco and Ya-
maha.
(continued next page)
By Chris Leighfield
Before the season stated, Ballarat Rovers MCC who were due to run their first ever open trial, invited me to
go to one of their club meetings and give a talk on my visit to England. Fortunately, Chris had taken movie
film of every event so I was well equipped with visual aids. The evening went well, many of those present
being well known to me as a result of their competing in Western Centre events held at Elaine.
The Australian season kicked off with a trial at Lancefield on April 4. Following negligible rain fall, the ground
was so dry that, during the day it broke up, at times making traction in the sections quite difficult to achieve.
Deep holes appeared on the approach to rock steps and climbs, so different from most previous visits to this
venue. Lyall had turned up to watch and he wasn’t disappointed, the first three finishers in A grade all being
Montesa mounted. I lost 11, Steve Johnson lost 30 and Tim O’Loughlin lost 32. Alan Kerney and John Ad-
ams filled minor placings. The following week we were off to Creighton’s Creek for another trial which, apart
from the sections set in the creek, was again very dry. Sandy hillsides quickly cut up and traction was al-
most non-existent. My good form continued and at the end of the day, having lost 11, I had a 17 point ad-
vantage over Alan Kerney with Philip Hunter a further 6 points in arrears.
Very soon, Easter was upon us. Despite my problems in 1974, I had decided to go to the Cootamundra
Three Day Trial. The weather was fine and very warm for the whole weekend which made it good for spec-
tators. Since most sections were set in rocky outcrops, dust was not a real problem although soil dug out
between the rocks did cause some traction issues. My first day went well, finishing on 88 points and secur-
ing a 20-point advantage over second placed Dave Pinkerton. Frank Hull lost 132. The second day was sig-
nificantly easier but still followed the same finishing pattern, losses being 35, 45 and 49 respectively. The
third day didn’t go quite so well, Frank Hull turning the tables on us, losing just 16 points. Peter Luscombe
from WA sneaked in for second with 20 lost. I followed with 22 and Dave was close behind on 24. This did-
n’t affect the overall result though, my finishing score being 149 to Dave’s 177 and Frank’s 197. So another
successful weekend had been completed, the season had started off well.
Mid-May saw the first event at Elaine for the season. The weather continued to be dry and that was proba-
bly the reason for the sections being somewhat easier than usual. Nevertheless, the long step hills man-
aged to take a few points and found a winner. Despite the absence of Alan Kerney and Steve Johnson, both
of whom were in New Zealand defending the Trans-Tasman Trophy, Expert entries were good. Once again,
I had a good day, finishing on 9 points beating two up-and-coming young riders, Steve Chapman and Mark
Dobson, both of whom finished on 20. The decision went to Steve on a countback. At the start of the sea-
son, when I had returned to Montesa, on my recommendation, Sport and Road had given Steve an Ossa.
He was beginning to put it to very good use.
Two weeks later at Mount Misery, the first Ballarat Rovers trial, the bubble burst and I finished in an out of
character fourth place. The day was bitter cold and the wind howled a gale. The poor 172 struggled up the
steep rock outcrops into a raging head wind. How appropriately the venue was named! This was to be the
first of many bleak days at this venue, the worst being in fog and snowstorms at the top of the mountain.
Alan Kerney showed a return to form, finishing with a loss of 12 points. Steve Johnson, Roger Bowden and I
followed him home on 23, 29 and 31 respectively.
Queen’s Birthday weekend brought the annual to day trial. This year however, the venue was moved from
its traditional location of Yarra Glen to the old gold mining area at Creswick. The first day dawned fine and
things were going well until I suffered a rear wheel puncture, caused by hitting one of the very sharp rocks
projecting from the side of a gulley. I headed back to the car to make a repair and, by the time I was back
riding, time was getting tight. Having to rush didn’t do me any good as far as losing points was concerned
and, at the end of the day, once again Alan Kerney was leading having lost 47 points. Steve Johnson and I
were tied, 25 points in arrears. (continued next page)
:
Tear off along dotted line
Invite for Red PlateRides
If you wish to go for a ride on thesecond and last Sunday of the
month give
John Bowen a call on 9772 3019(H) 9776 9816 (W) and arrange
for a club permit.
NB: Failure to adhere to theserequirements may result in disci-plinary action as per section 7c
of theOakleigh Motor Cycle Club con-
stitution.
Tear off along dotted line
Invite for RoadRides
A comfortably short scenic loopat a pace to suit your classic orsmaller bike with extra for faster
bikes. Contact John on 97723019 AH
John Bowen a call on 9772 3019(H) 9776 9816 (W)
Tear off along dotted line
Invite for TrailRides
Geoff Lewis invites those inter-ested in a trail ride to contact
him on
5977 4032
Overnight it rained heavily and the going for the second day was very slippery and in places the mud was
quite deep. My day went better and I managed to pull back the deficit by all but one point, Alan Kerney fin-
ishing on 97 to my 98. Steve was third with 104 points lost.
The current trials committee had recently introduced a line-of-sight rule. This meant that a machine was not
permitted to travel outside an imaginary straight line between any two consecutive course markers. In es-
sence, this enabled section setters to ignore proper marking out which would prevent riders from passing
where they weren’t intended to go. It was unworkable because no rider could be sure whether or not he was
correctly lining up markers, one of which was behind him and no observer could follow every rider from
marker to marker to establish these lines as each competitor went through the section.
At the end of the day, I submitted a protest on the basis that, as a result of the line of sight rule, in one sec-
tion I had been penalised five points. In my protest, I included the reasons that the rule was unworkable.
The ACUV Steward on the day would not adjudicate on the protest and it was passed to the ACUV execu-
tive. Following their meeting, I was credited with a final score of 94, putting me in first place. The line of sight
rule was abolished.
The weather had turned really bad and it seemed that it was continually raining. Realising that trials would
be wet and muddy, I reasoned that the 172 would be underpowered for forthcoming events. I discussed this
with Lyall and he told me to take a 247 and get it ready for the next event, the Victorian Experts Trial at
Elaine. When he looked, he only had a trail version of the latest model, the Ulf Karlson Replica. Once the
crated bike was loaded onto the trailer, Lyall provided a trials tank and seat unit, all the stickers to go with it
and a larger rear wheel sprocket. The Cota 247 had always been fitted with a 10 tooth countershaft sprocket
however Rob Edwards told Lyall that the works machines were fitted with 9 tooth parts, the slight reduction
in gearing giving a better first ratio. Consequently, Lyall told me to fit one. This made the chain run against
the gearbox casting however a little chamfering work with a hammer and chisel provided clearance.
I had one practice session before the trial and the bike per-
formed very well, far better than the 247 Cota Mk5 machines
which I had ridden a couple of years previously. In all the years
I rode Montesa, I can honestly say that each successive model
was an improvement on the one it replaced. That is some testi-
mony to the ability of Pedro Pi and the team in the Montesa
Development department.
For 1976, I had persuaded Kevin McIntyre to run the event as
a time and observation event. Lenny had put up a perpetual
trophy for the winner.
The day before the event, the worst of the bad weather had
gone and we were treated to a fine weekend. Underfoot the ground was damp and quite slippery with a few
mud patches. I had taken two interstate visitors to Elaine and together we walked the course, my purpose
being to memorise as much as I could which would minimise the time taken on section inspection during the
By Chris Leighfield
event. The majority of the entry hadn’t really got the idea of what a time trial was all about, seemingly not
understanding the importance of going as fast as possible in conjunction with still being able to perform well
in the sections.
We started on time and I was soon on my way, passing a number of riders who were inspecting the first
section. I kept going that way without a break until I had finished. At this point, many riders were at least two
laps behind me. When Kevin realised that so many riders were way behind, he was worried. The supple-
mentary regulations had stated that the course would be closed one hour after the first rider had finished
and it looked as if much of the entry would not have completed the course by that time. Kevin delayed clos-
ing the sections as long as he could, the entire entry managing to complete all sections. It didn’t really mat-
ter though because, in addition to finishing first, I was well ahead on observation. My loss of points was 57
with Steve Johnson second on 82, five of those being on time. Alan Kerney finished third.
The time trial concept was never really accepted by the majority in Victoria, most people seeming to feel
that time penalties shouldn’t occur, or at least, not large ones. That however is one of the deciding factors of
a timed and observed event. The rider who can go fast and keep his feet up at the same time is obviously
the best on the day in this type of event. The following year, the time factor was discontinued and never re-
introduced for an Open Victorian trial. Nevertheless, each year after that until Lenny’s property at Elaine
was sold, at least one Western Centre restricted trial was run as a time and observation event. Time after
time, riders turned up and had a thoroughly enjoyable day of competition. Standard time was set up as the
average of the fastest three finishers and points lost for exceeding that time. No one complained.
My time on the Ulf Karlson Replica was short-lived. Gary O’Brien had been in England for a few years,
working for one of the large dealerships whilst he was there. He had entered the 1976 Scottish Six Days
Trial and Lyall had secured one of the new Cota 348s from the factory. Shortly after the trial, he returned to
Australia and the bike followed him. Gary was not a regular trials rider and, on returning to Australia, went
back to scrambles and short track events. In fact, over the next few years, he won quite a number of short
track championships. When the 348 arrived, Lyall said he would like me to ride it and so, following a thor-
ough check over, it replaced the Ulf Karlson.
A newbie’s perspective:
It was just over a year ago that I came down to the 2009 ‘Strav’. It was a wet and unfriendly day but somefriendly faces and conversations smoothed that out and I was ‘hooked’ again on Trials. Since joining the cluband sorting out a bike, I haven't had much of a year as far as getting to put any time into it, but I did get to acouple of events during the year and one was the 2010 ‘Extravaganza’.
What an event. I just have to say from my perspective, it was fantastic to see how everyone got involved andmade the day an absolute success. It would be easy to single out a number of contributors who did stand outjobs, but I’d run out of the little space I have here, there were so many.
I met quite a few people enjoying themselves and many were taking photos. Some pic’s were even sentalong to contribute to this edition. Thanks Peter and Louise Rayner for the great picture on the front page.In fact great weather, great riding and great organisation all added up to a fantastic day. Congratulations!
(Rob Newman)
Having installed the engine, it was time to make and fit a whole host of, in the main, small parts. It’s amazing
how long it can take to do these so-called little jobs. I ordered a pair of white plastic mudguards and when
these arrived, set about making mounts for them. The rear mudguard was however too short. The supplier’s
explanation was that it was intended to fit bikes which had an air box just in front of the rear wheel which of
course mine didn’t. Once again, I visited Mad Max and obtained the broken off rear end of a guard taken
from an enduro bike. With some cutting, it was finally attached to the under-seat mounts, overlapping the
new guard, the joint not being seen once the seat was
fitted.
The original Bantam rear mudguard brackets were
mounted on the top swinging arm mount brackets, ex-
tending rearwards either side of the back wheel. The
tubes were so large in diameter that they wouldn’t fit
once a four inch rear tyre was installed. Consequently, I
took one of the old front mudguard brackets and formed it
into a loop. Welding a small plate to each end and drilling
appropriately, I used the same mounting points as the original stays. Two brackets were welded on for mud-
guard mounting and one for the tail muffler which would eventually be fitted when the exhaust system was
made. As previously mentioned, a second bracket was fitted to the bottom boss on the frame centre tube
using the air cleaner retaining stud. Looking at the height of the mudguard above the back wheel, I thought I
had made the bracket too high but, on collapsing the rear suspension, I realised that it was just about right.
The forks were strange in that two tapped bosses existed on one leg but not on the other. Consequently I
had to make a bracket for one side. This was fabricated from a strip of stainless steel with two drilled and
tapped bosses fitted to the ends. A single mudguard stay, wide enough to carry four mounting bolts, was
also fabricated in stainless steel and fitted to the forks. The mudguard was mounted and my worst fears
were realised. On full compression of the forks, the mudguard hit the frame downtube. Obviously, the mud-
guard had to clear the frame by about 10 mm minimum. I was told stories of doom and gloom such as cut-
ting and reforming the frame downtube. Looking at the fork internals (it’s a good thing that, on the way
through, I made drawings for everything I made or modified. The fork internals were no exception to this. I
checked and fortunately, insertion of the stanchions in the legs at full extension was very generous. I’d calcu-
lated that, in order to give the 10 mm clearance which I required, I had to reduce movement of the legs to-
wards the headstock by 30 mm. My plan was to make up 30 mm spacers which would be fitted to the bottom
of each leg below the damper tubes. This would provide the necessary fork stop without reducing travel. It
would however raise the headstock from the original position.
The Project#11 — Many other Parts.
The spacers required drain holes to enable fluid to be removed from the legs and, on the underside, Annular
grooves were machined to ensure that, whatever the orientation of the spacers, alignment with the drain hole
in the bottom of the leg would be achieved. The forks were reassembled and the mudguard cleared the
frame by just over 10 mm.
The seat was made by shaping a piece of 1.5 mm aluminium to form the base. This was flanged at the sides
and back to prevent the edge from rapidly wearing the cover. Double ended studs were made for mounting
and fastened in using Loctite. They have to be tight because, after covering, the inner ends are inaccessible
and consequently they must not come loose. I cut out a suitably shaped piece of foam and then took both
parts to Altona Auto Trimmers for a cover to be made and fitted.
Some discussion had been entered into with owners of other
Villiers engined bikes. Following this, I made a cylinder head
steady, mounted to the right hand rear corner of the head, for
which I made a studded head bolt. A suitable mounting boss
was welded onto the frame.
I had been lucky to pick up an almost new pair of Renthal trials
handlebars at a swap meet. New handlebar clamps were made, the old bike not having these, and the bars
were fitted. Previously, having broken a lever on the Cub, I asked Mal Loone if he had anything. He had four
of these hanging around, they originally fitted one of the “junior” GasGas machines, and initially I bought two.
They didn't have ball ends and the nipple receptacle was too small but I modified them to suit. The lever ratio
is good and efforts are no higher than with the longer levers which they replaced. Also, I started to fall off
more than usual and the shorter blades are now well protected by the handlebars. Consequently, when I
wanted levers for the Vibsa, I bought the other two. Adjusters to suit the larger cables were made at TAFE.
The twistgrip was obtained in two parts from different assemblies from Mad Max, coming in with the price for
other things purchased at the same time. Apart from machining to resize the part of the twist grip which fitted
into the housing and fitting a stop inside the housing, nothing else was required.
It was now time to make up control cables. Universal cables were purchased and cut to length. Appropriate
nipples were soldered to the ends. Two things are important in making cables. The relative length of the in-
ner and outer cables should be carefully selected so that adjustment can be made in both directions. Obvi-
ously, on the brake cable, adjustment to the slack side should be much less than to the tight side to allow for
take-up when wear occurs in the linings. When the clutch facings wear, the cable actually gets tighter so ad-
justment in the slack direction is required. This can of course be adjusted by the internal adjuster in the end
of the gearbox. Typically, the throttle cable will not alter throughout its life so it can be made so that it fits
close to the centre of adjustment. The other important thing is to ensure that the soldered-on nipple will not
pull off the cable. This is achieved by having a good sized recess in the outer end of the nipple. The inner
cable is cut slightly longer and the ends are bent to form a mushroom shape. This is then pulled into the nip-
ple recess and the solder is allowed to fill the whole nipple, right through to the other end. Care should be
taken however not to allow the solder to run too far along the cable otherwise it will become rigid and, with
repeated applications of the control levers or twistgrip, will fracture.
Finally, all that was required to complete the handlebars set-up was a pair of end plugs. These were also
made out of aluminium at TAFE, using the bicycle handlebar stem securing principle, namely two parts with
angled ends, the inner one threaded, which move out of alignment as tightened together.
I still needed to obtain a kickstart and a gear lever. Richard Clarke in New Zealand came to the rescue with
both. Starting with the gear lever, this was shortened, a few lightening holes drilled along its length and it
was ready for chrome plating. The kickstart was a much longer job. I fabricated a housing to take a cranked
lever similar to that used on the Cub. This was welded to the cut-off end (the part with the spline and clamp)
of the Villiers part. I then turned up a lever blank in the lathe and milled a square on one end which would
locate in the housing and take the attaching bolt. The lever was then bent to shape. A stepped bolt was
made which served as a pivot for the lever and also to clamp the housing to the shaft. These parts were then
also ready to go to the platers. One thing to note is that, in a situation such as this, when two parts fit to-
gether in a close clearance situation, an allowance must be made for the increased thickness of both parts
once plated. If this allowance is not made, the inner part will not fit inside the outer one. This is also true for
nuts and bolts even though zinc plating commonly used on fasteners is much thinner than chrome.
One other “small” item, if it can be called small, was the bash-
plate. I have already mentioned that mounting brackets had
been made and attached to the frame. Experience had shown
me that 4 mm thick aluminium is a trifle thin, however wrestling
to form 5 mm thick material on another project decided me to
stay with 4 mm if possible. When I went to my usual scrap alu-
minium source, no 4 mm material was to be found. Instead, I
purchased some 3 mm thick sheet, the intention being to use
double thickness. As it happened, this actually worked out quite well. First of all, I formed two centre pieces
and then looked at adding sides. I decided that one 3 mm thickness would be acceptable so I fabricated a
piece for the left hand side which was welded to the outer skin. Since the engine had ended up higher in the
frame than would have been necessary if installation of the four speed gearbox only had been considered, I
found that the primary case could be removed without the need to first remove the bashplate. Later on, this
came in very useful. I’m one of those fussy people who wants to look at contact breaker points etc. every
time the bike has been ridden. Consequently, I needed if possible to access these also without removing the
bashplate. Since I had the double skin on the underside, I decided to cut away a strip 20 mm wide along the
edge of the inner layer. I then welded a strip to the right hand side piece to fit into the cutaway. Three holes
were drilled in both and the side piece attached using 8 mm countersunk screws.
When I eventually fitted the gear lever, in order to avoid having to remove that and the kickstart each time
By Chris Leighfield
(they are on concentric shafts with the kickstart outside), I was able to select a position where it could be
pushed down far enough to enable the flywheel cover to be removed. Having everything on this side assem-
bled, I discovered that the right hand footrest didn’t extend far enough to enable firm engagement of the foot.
The main reason for this is that the four speed Albion gearbox projects 20 mm more than the three speed
Villiers unit and the gear lever / kickstart combination is much wider than the separate shaft set-up of the
Villiers unit. The footrest was removed and lengthened by 20 mm. This is not as easy as may at first be
imagined. The footrest is tapered towards the outer end. Consequently, if the outer curved end is removed,
the shape of a distance piece to be inserted does not permit a straight line between the two pieces to be
achieved. A little fiddling with the shape is required to end up with an acceptable looking footrest. Once the
extension was completed and the footrest refitted, the foot sat comfortably in place.
The old stand blade was modified to suit. I had
learnt from experience that having a straight
blade which follows the swinging arm is not
good practice, the end frequently catching any-
thing in the terrain which sticks out on that side.
Consequently, a bend upwards is added as the
shaft passes the rear suspension unit, which
gets it out of the way. When the length is set, a
good practice is to give the bike significant lean
when on a flat level surface. This pays off when
parking on uneven ground for section inspec-
tion.
*Attention all Members / Supervisors*Could you please check the Club calendar on the last page of this
Newsletter for your rostered date.
If you are rostered and can’t make the date nominated please con-tact the committee to make suitable changes.
OMCC 2011 Calendar As At: 20/12/2010
School Holiday Weekends are shadedMajor Victorian Events (Observers present) are shown in boldMotorcycling Victoria Trials Sub-Committee (Trials Victoria) meetings are held the third Wednesday of every month
JAN
2
GROUNDS CLOSED
9
GROUNDS CLOSED
16
Ryan Nothard
2326 (Wed) Aust Day
Rob Murdoch
29 (Sat) Presenta-tion Night30
Stan Mularczyk
FEB
6 (Sun) Three BridgesClub TrialOMCC
13 20
23 TV Mtg
27 (TBC) BMW C&T
Mark JonesAlan Fagan
Jamie McPhersonBrendon Smith
Ben HawkeStan Mularczyk
Peter WinesJohn Hughson
MA
R
5 (Sat) Minibike16 GT1 MMTC
12-13 Tassie Titles14 Labour Day
20 (TBC) VinduroThree Bridges
27 Club TrialSMCC
Gary Mcdonald Patrick GriffithsScot Stephens
Rodney GordonMartin Lewis
Peter GruenerJohn Bowen
APR
3(Daylight Saving Ends)
9 (Sat) Minibike210 TS&C1 MMTC
17 23-24 GLENMAGGIEOMCC27 (Anzac Day Hol - Tues)Easter Rider Dev 1
Peter WinesNick Suter
Martin Lewis Scott StephensBrendon Smith
GROUNDS CLOSED
MA
Y
1 8 15 TOOBORACVMS1 TCV16 Rider Dev 218 TV Mtg
22 29 ANAKIEVMS2 SMCC
Glenn SmithNeville Griffiths
Mother’s DayGROUNDS CLOSED
Peter GruenerMark Jones
Alan FaganBen Hawke
Ryan NothardRodney Gordon
JUN
4 Minibike35 GT2 MMTC
11-12 Queen’s BdayArgyle 2Day Club Trial
19 26 MT BOLTONVMS3 BRMCCRider Dev 3
Gary Mcdonald Nick SuterRyan Nothard
Hugh HarveyChris Rogers
Martin HampsonRyan Nothard
JUL
3 10 Club Scott SMCC 17 24 AVENELVMS4 OMCC
31
Peter KingPeter Wines
Stan MularczykRob Murdoch
Jamie McPhersonNick Suter
Rodney GordenNeville Griffiths
John BowenGeoff Lewis
AU
G
7 VMS5 TCV
Rider Dev 4
14 21 BroadfordClub Trial HCV (Harley)
17 TV Mtg
27 Minibike428 TS&C2 MMTC
Glenn SmithJohn Bowen
Stan MularczykChris Rogers
Patrick GriffithsRyan Nothard
Martin Lewis
SEP
4 10-11 Vic TitlesMT BOLTON BRMCC
18
TdN Tolmezzo - ItalyMotoGP Philip Island
24-25 SA Championships
Father’s DayGROUNDS CLOSED
Alan FaganPeter Gruener
Rob MurdochMartin Hampson
Ben HawkeJamie McPherson
OC
T
1-2 Aus ChampsEden Valley SA
9 Flagstaff LaneI’CLUB CHALLENGETrials VicBathurst
16
MotoGP Philip Island
23 Mystery Trial SMCC 30
Cup WeekendRyan NothardNeville Griffiths
Greg FraserMark Jones
Nick SuterAlan Fagon
Rodney GordonJohn Hughson
NO
V
6 Swap Meet 13 BaraboolClub Trial SMCC
20 Youth Camp ?23 TV Mtg
27 Simpsons RdTrials ExtravaganzaOMCC
Stan MularczykRyan Nothard
Scot StephensHugh Harvey
Patrick GriffithsPeter Wines
Rob Murdoch
DE
C
4
Brendon SmithStan Mularczyk
11
Geoff LewisRob Murdoch
18
GROUNDS CLOSED
25
GROUNDS CLOSED