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 5321peter_king@live.com.au

Secretary: Rob Murdoch 9553 4246murbar@bigpond.com

Treasurer: Peter Wines 9560 4130peter.wines@boeing.com

GroundsSupervisor: TBA:

SupervisorRoster: Stan Mularczyk 9553 1151

Mularczyk@optusnet.com.au

Newsletter: Rob Newman 0417 016 763robn@acri.com.au

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