Trials Australia Forums

In case anyone else is interested in such things, this is a "late" model TY250A. The things that give it away are:
The drain holes in the fork legs are at the back instead of at the sides.
The cylinder casting has the fins going all the way across above the exhaust port.
It has a fairly late (A model) serial number 434-0165?? (hard to read the last two digits).

Hi Everyone,

David Lahey wrote:Eggxelent aquisitions Greg

Jools wrote:Henything else to show us?

Bully fanatic wrote:Okay Greg, I just have to say that post was a bit fowl I thought!!!!!! You should be ashamed of yourself.

Ha Ha, there is a theme emerging, here is is another that I have just aquired:



If you are wondering, I haven't had time to start it yet to see if it Cackles?
Do you remember this from page 184

Greg Harding wrote:My question is for Graham and other Fanatics:
Now that I have removed the ,they might be able to tell me what I have in my garden?
What have I got in my Garden?

David, you might want to let someone else have a go as it seems you are on to late model "As", maybe it is the same as your shortest stand ever model?

I'm certainly interested in the serial number of that latest one Greg otherwise as requested, no comment

Remember the TY250 you inspected for me in a disused dairy up near Paul Hogan's mansion? We have not been able to sort out where it fits in the TY250 production sequence. From what I remember, it has A model ID numbers and an A model tank, but BCDE engine covers and B model carby.

Not only does that barn-fresh of mine have the world's shortest side stand, it also has a safety cable on the chain lube tank filler cap. I was thinking maybe the owner used to fill the chain lube tank using an oil gun? And if they fill it with an oil gun, why does it need a security cable?

David.

One of my A models is also a late edition. It has both original guards and indeed the drain holes on the forks are rearwards.

Whilst I (actually Gary Boniface and Greg Henry) have upgraded his bashplate, the original is in fantastic condition, probably due to a thin steel plate laminated to the underside of the fibreglass plate.

It's obviously a factory upgrade, as all the indentations of the fibreglass plate are replicated.

I've never seen another.

Alastair.

Greg Harding and I have raved on a bit over the years about the TY250A rear wheel rim and how it is one of the best tube-type rims for keeping Michelin X11 tubeless tyres in place. Here are a couple of photos showing the A model rear rim (size 2.15) against a later model TY twinshock rear rim (size 1.85), to show the difference in bead seat width. The TY250A is on the left in both photos. The bead seat on the A model rim is 10mm wide and the later rim bead seat is 8mm wide.

I've been reconditioning a few TY wheels recently.

The TY250D rear wheel from my Majesty was in a bad way with some stripped sprocket bolt holes and a crack in the rim, which is a common failure with those particular rims. They are made by Takasago and appear to be a copy of the super-lightweight AKRONT rims that started appearing on Spanish trials bikes in about 1972. That wheel went back together using an undamaged hub from a TY basket case, new bearings and reuse of the 12 year old spokes from when I re-spoked that wheel previously. The rim is the TY250A rim shown in the previous posting and was dry blasted then vapour blasted on the outside. The hub was dry blasted on the outside and repainted.

The other two TY wheels (shown in the photo) are from a TY250D belonging to a friend. The sides of the front rim were sanded to remove many gouges and then vapour blasted. The rear rim was too damaged to sand out the damage so was replaced with a rear rim from a basket case TY which was dry blasted then vapour blasted. From the look of it, that basket case (TY175JC) had spent its whole life on the bitumen and the tyre that came off that rim was probably the same 4 ply Dunlop Trials Universal it left the factory with, so the rim was undamaged apart from light general corrosion. The outside of the hubs were bead blasted and painted. The backing plates were stripped and repainted. The spokes are new genuine parts from the local shop. New bearings, seals and brake shoes were fitted and those wheels are now ready to have tyres fitted.

Hi Everyone,

LOVE your work David!
LOVE your physadelic rug!
LOVE your feet in the photo, it kind of explains your foot pegs!

Sorry to interrupt all this talk as I want to share what I have been up to, you may remember me riding the GO Fantic in Tasmania a couple of years ago? Anyway we flew down and Geoff Lewis had the waiting for me at the venue, Happy Days! The only problem was I forgot to take a name plate so a bloke custom built one for me:

It is fair to say that I will never forget Kurts extremely dry reaction when he first saw it:
What's this, are you trying to butter us all up?
Did I mention that I LOVE Tasmania and riding at the Fan tic Mount Joy venue? It was an extremely well run event! I also LOVE the bridges down here:

Anyway, here is a photo of the TLR that Kurt and Ian prepared for me:

Being a little slow, I did not realize what Kurt meant when he said over the phone that there was my name on it already:

Good one Kurt and thank you for the Beautiful to ride and for me having to explain to all of the locals why was left off, it seems to be a touchy subject!

So just for you Kurt, I have added an aerial photo to jog your memory:

Nice to have you down here Greg.
Not only sharing bikes but sharing lines on Section 4 Day 2.

Enter the section and ride over the off camber rock pictured and immediately jump the gap, then turn the corner and fire over the rock pictured to complete the section.
Most important part of the section was avoiding the rock spire with your left hand while riding the final rock.

Kurt wrote:Nice to have you down here Greg.
Not only sharing bikes but sharing lines on Section 4 Day 2.

Somehow I suspect that means "great minds think alike" rather than "Greg and I worked out the best line together"

Hi Everyone,

Kurt wrote:Nice to have you down here Greg.
Not only sharing bikes but sharing lines on Section 4 Day 2.....
Most important part of the section was avoiding the rock spire with your left hand while riding the final rock.

Nice photos Kurt! Is that where you broke your lever?
My second attempt on the second day in second gear saw me not make the second climb, is it really page 222?

tat ty wrote:David.

One of my A models is also a late edition. It has both original guards and indeed the drain holes on the forks are rearwards.

Whilst I (actually Gary Boniface and Greg Henry) have upgraded his bashplate, the original is in fantastic condition, probably due to a thin steel plate laminated to the underside of the fibreglass plate.

It's obviously a factory upgrade, as all the indentations of the fibreglass plate are replicated.

I've never seen another.

Alastair.

Is this what you mean Alastair? This is the only one I have ever seen.

David Lahey wrote:I'm certainly interested in the serial number of that latest one Greg otherwise as requested, no comment

Remember the TY250 you inspected for me in a disused dairy up near Paul Hogan's mansion? We have not been able to sort out where it fits in the TY250 production sequence. From what I remember, it has A model ID numbers and an A model tank, but BCDE engine covers and B model carby.

David, Ah Possum Creek, my opinion has never changed, the most likely scenario is the clutch and or cover were damaged and a "B,C,D" motor was used to fix the problem, it all bolts up. Here is another photo of bitsa bike:

Here is a photo of engine number:

The storey that came with the bike is the bloke was restoring a "B" model and bought an incomplete bike and then sourced this "A" motor from the United States. Only to change his mind about using it and had the matching number "B" motor rebuilt. The remaining parts were assembled and that is where I came in. Now that I have worked on it and ridden it, I think it was a new old stock motor?

While we were away, this is what turned up: