The quest for the Holy Grail

You may have spotted i'm off on a little trip!

Getting holiday has been a bit tricky this year as i'm not allowed any time off during the Olympics and Paralympics and work has been a bit manic for both Anne and I lately.

I was able to book a couple of weeks off in June but Anne could only get the second week, so what should I do? I came up with an idea and Anne gave me a whole eight day pass to go and play.

As a member of the Adventure Bike Rider (ABR) Magazine Forum earlier this year I decided to participate in the forum's annual rally, last year it centred around visiting all the National Parks but this year in a slightly different format is based (loosely) around the Holy Grail.

So what exactly is it? The aim is to ride to 31 different "Grail" locations around the UK and Ireland and get a photo of you or your bike in front of them to prove you have been there. There are no prizes but it's a good excuse to ride to places you wouldn't have otherwise gone too.

The locations are chosen for a variety of reasons, which might be a conection with Grail legend itself, whether by association with King Arthur, the Knights Templar,  or even the Da Vinci Code, Indiana Jones and the Last Crusade or they were locations used in Monty Python and the Holy Grail! Most are therefore Cathedrals, Abbeys or Priories and are spread all over from Truro in the South West to Dornoch in Scotland, Galway in the West of Ireland to Cantebury in Kent.

In keeping with the knights of the round table connection, various "virtual awards" are made. After visiting ten locations you awarded the title of "Page". After twenty you become a "Squire" and if you get all thirty one you become a "Knight". Only then is the location of the "Grail" revealed to you for you to complete the quest with one last journey.

As I said it's just a bit of fun but a good excuse to go for a ride. At present I'm lying joint fourth in the league table with eleven locations visited so far. So thought i'd do something about that but first how did I get there?

My first ride was in fact my first ever ride after my accident when I decided a jaunt of about an hour would be a good try out, so I headed off to my old home town of Bury St Edmunds and St Edmundsbury Cathedral, so that was one under my belt...

My next trip coincided with a ride to the Ace Cafe for their Overland and Adventure Bike day, so early on a Sunday morning I headed off into Central London to bag St Pauls and Westminster Abbey, the early hour meant traffic was light and parking up for a photo was no problem although I hadn't accounted for a number of road closures as they were filming the new Bond film "Skyfall" around Westminster that morning. As you can see I took the CCM that day.

 

Now I was on three, these two pictures even got featured in ABR Magazine!

Another day trip took me to Canterbury, definitely the hardest to photograph as it is completely walled off in the centre of pedestrian only streets. But nobody said it was going to be easy and I eventually found a spot, although the low sun didn't help much but my count was up to four.

I then had a weekend away working as an official at a mountain bike race in Somerset so used the opportunity to go a day early and pick up a few more locations. First Salisbury Cathedral to make five....

Followed by Glastonbury Abbey (six) another tricky one to photograph but there's a clue (see the sign stating "Abbey" in the corner).

Exeter Cathedral (seven), I had to ride through a pedestrian precinct to get this one!

And Truro Cathedral (eight) an easy one at last

On the journey back from Somerset, I took a little diversion and picked up Gloucester Cathedral and Christ Church Cathedral, Oxford (nine and ten respectfully), As you can see Oxford is impossible to photograph as it's behind high walls but the sign is enough to prove I was there! And of course this now qualified me for my Page "award"

        

And finally an afternoon blast down to Chichester Cathedral to make it eleven in total....

This actually put me at the top of the league table for a short while but I was soon overtaken, As I had pretty much done all the easily accessible locations from home so started to plan some longer trips. These seemed to break down to either 1) a loop round Wales, 2) a loop round Ireland including Wales on the way out and back or 3) a loop round Scotland.

Then I came up with the slightly crazy idea of combining routes 2 and 3 and collecting all twenty one remaining locations in one major trip. So here I am with one day to go before setting out on my marathon trip round Britain and Ireland.

The Planned route is to head west via Brecon (12) and St David's (13) Cathedrals and then to Fishguard for the Ferry to Rosslare. A trip right across Ireland to Galway Cathedral (14) then up the west coast to Saint Muredach's Cathedral in Ballina (15), over the border to Saint Columb's Cathedral in  Londonderry (16), then round the Antrim coast visiting the Giant's Causeway en route, through Belfast to the Cathédrale de la Sainte-Trinité de Down at Downpatrick (17) and then Christ Church Cathedral in Dublin (18).

From here it's a short hop to Dun Laoghaire and a trip on the High Speed Catamaran to Holyhead, a quick blast across Anglesey, over the Menai Straits and on to Bangor Cathedral (19). A short hop to St Asaph Cathedral (20) then on to Liverpool Cathedral (21), that's the older Anglican one not "Paddy's Wigwam".

Then it's a left turn and head north to pick up Carlisle Cathedral (22) and into Scotland to the High Kirk of Scotland in Glasgow (23). The route then takes me over to the North East with three locations around Inverness but depending on time I may take the A82 north and then up to Applecross via the Bealach na Ba (Pass of the Cattle) one of the roads on my "must do list".

Then across to Dornoch Cathedral (24), St Andrew's Cathedral in Inverness (25) and Elgin Cathedral (26). On the way south I want to visit Rosslyn Chapel (another on my "to do" list) which also has Grail connections (at least according to the Da Vinci Code) but isn't one of the Rally locations.

Then it's back into England and over to Holy Island to visit Lindisfarne Priory (27), so I'll have to keep an eye on the tide tables as the causeway is flooded at high tide. Then it's a trip back down the eastern side of England via Durham Cathedral (28), Wakefield Cathedral (29), Sheffield Cathedral (30) and finally Derby Cathedral to give me my full 31 locations.

In all the trip will take eight days, cover 2100 miles (an average of 262 per day), visit five Countries and use two Ferries, let's just hope the weather is kind to me (it doesn't look that way at the moment)!

The Keilder K2 Rally and such fun was had by all?

Well the Keilder K2 Rally over the weekend was a blast!

260 off road miles over two days and a great result with 16th place.

FULL RESULTS

I'm hoping that will translate as a 15th place in the Big Bike Rally Challenge as winner of the Rally 1 class (single cylinder over 575cc) Lyndon Poskitt was riding a 450cc bike. OK it was a full blown KTM factory replica that he will be campaigning in next year's Dakar Rally so no real advantage that might be expected from a "smaller" bike (because physically it isn't) and we all know Lyndon could most probably beat the rest of us whatever bike he rode. He did last year riding a KTM 950 Adventure that he rode to most events.

The course was fairly straightforward with a lot of gravel fire roads that meant high speeds but as a result also some spectacular crashes and several mechanical failures.

I wasn't immune from the breakdowns with two exhaust bolts falling out of the cylinder head causing me to have possibly the loudest bike on the track! You can see where the bolt has fallen out below...

At one point the exhaust pulled out of the head altogether but was jammed in place by the retaining spring, this led to me to having to bash it back in with a rock as it was far too hot to grab hold of. I was able to stop it falling out again with some bailing wire.


Here's a few more photo's

The "Guernsey Boys" who had a pretty bad weekend with Ryan and Ray both going out with injury on Saturday and then Phil's bike refused to start for the last lap on Sunday leading to DNF's all round.

The Mad Cow Racing "Pit" exhaust still in place at this stage!

Moly and Burt's immaculately turned out Husky 630s, unfortunately Burts bike broke down on Sunday leading to a DNF and although Moly managed to take 7th place overall, he did so with a broken hand (the reason?  note the lack of handguards on bike No 1)

You may recall I rescued my friend Michael after he submerged his KTM 690 in the river at last year's Cambrian Rally, well this is it's replacement, a 990 Adventure R. Michael was going fairly well until he had a mishap....

An overtaking rider threw up a rock that hit him in the face, he received treatment from the on-site medics (above) but ended up in A&E at Hexham Hospital on Saturday afternoon. Despite this he raced again on Sunday but as he had only completed three of the four laps was classed as a DNF.

I didn't escape entirely unscathed as at one point I managed to stop only to find a hole where I put my foot down, so fell over breaking the end of my clutch lever. Another low speed "off" resulted in me melting a hole in my new Scott trousers. But I saved my most spectacular stunt for Sunday, when having successfully negotiated a very tricky, muddy descent we christened the "Hill of Doom" I managed to stall on the small bank up at the bottom. Cue bike staying where it was and I exited left...

Head first straight into a four foot deep drainage ditch! To say I was soaked through was the understatement of the race. A lap and a half later and I was still dripping wet...

The things we do for "fun" eh?

Getting ready for the K2

No not "getting ready for K2" I'm not going mountaineering... getting ready for the "Rock Oil K2 Keilder Rally" to give it it's full title.

This is a bit of a Marathon in a couple of ways, firstly due to it being a 532 mile round trip and the Rally itself is a two day competition with two 65 mile laps of the Keilder Forest each day.

As a result the organisers arrange a fuel dump out on the lap and I for one will be making use of it, given that the CCM can drop to about 70 miles per tankful when ridden hard. And from what i've heard the Keilder is not a technical course but one with lots of fast fire roads.

The bike was given a good check over after last week's green lane trip so "race preparation" today has consisted of swapping to my "race wheels" (although I will be taking my "trail wheels" as spares just in case), removing the mirror and swapping the full size number plate for a slightly smaller (almost legal) flexi plate on the basis that although the bike has to be road legal (the registration number being the proof of that), the rally is on private land, so no point in risking a broken plate if I don't have to.

And finally unlike previous Welsh Rallies where the organisers provide you with race numbers, this isn't the case at the Keilder and you have to provide your own.

The final instructions have been published this weekend complete with the rider list so I know i'm number sixteen. So being a cheapskate I used the old "numbers on a roll" also known as making your own out of insulating tape!

Not a bad effort even though I say so myself....

I've also being doing at bit of prepation for a bike trip I'm taking in a couple of weeks, almost a complete circuit of Wales, Ireland, England and Scotland, this is my approximate route:

More details to follow shortly!

Once I work out how to fit all my gear on the bike...

Blimey! Is it really a month since I last posted anything?

 

OK well I was never any good at diaries or stuff like that as a kid, so why would I think I'm any better now.

A few highlights from the month then...

CCM is all back in one piece and running well!

Worked as a commissaire on the first round of the British Downhill Series at Coombe Sydenham in Somerset. I decided to ride down on the Triumph Tiger and got rained on, hailed on and even snowed on at one point. Well seemed like a good idea beforehand.

I also managed to test the Tigers almost non existent off-road ability riding in and out of the venue on very slippery red clay. It certainly took some cleaning, especially when there's a hosepipe ban. A month later i'm still finding that damn red clay.

Then a fortnight later it was a switch to Road Racing, in my role as Assistant Race Director of the Rutland-Melton CiCle Classic, Britains only International one day road race and the brain-child of friend and Race Diretor, Colin Clews. The race isn't your normal run of the mill road race though! Modelled on the Northern Classics that race over the cobbled roads of Northern France and Belgium. OK we don't have cobbles in Leicestershire and Rutland but we do have plenty of unclassified roads and we use twelve "special sections" over some of the roughest terrain you are likely to see in a road race. This year was the eighth running of the event

So what does "Assistant Race Director" mean, well basically it involves:

• Being 3 i/c for the race
• Marking out over 100 miles of course over two days
• Putting up sponsors banners across the countryside
• Deposting barriers at various remote road junctions for road closures as well as all along the approach into Melton Mowbray
• Putting in the road closure in Melton Mowbray at 08.00 on the Sunday morning
• Ensuring the start at Oakham is co-ordinated properly
• After the start waiting for an hour until the race comes back through Oakham, then stripping out all the sponsors banners and transporting them to the finish in Melton
• Going out on the course to check on any problems, then.
• Getting to the finish before the winner comes in and making sure that is co-ordinated
• Then stripping out all of the above, most of which is achieved on the Sunday evening!
• And a hundred and one other things!!!

I do all this with my mate Kelvin who has the title "Deputy Race Director" (AKA 2 i/c) and we do most of it using a Ford Ranger supplied by the local Ford Dealer for the weekend

Our "home" for the weekend

Every year we wonder what the race would be like if it rained, well this year we found out! As you can see below it was a bit wet out there:

Yes of course it's a Ford in a ford!

In fact this part of the course had to be diverted round on the day as the water was just too deep and not helped when someone got their horse box stuck in the "ford". Actually it's usually a bridge over a stream but the sheer volume of water just overwhelmed the bridge and flowed straight over the top.

Mind you some parts of the course were improved, this is the leaders going over the infamous "Somerberg" for the first time we discovered it once had been tarmac as the rain washed the usual mud surface away.

A fun weekend was had by all!

Since then I've commissaired a cross country race (Mountain bikes this time) at Thetford Forest. I took the CCM for a shake down and was able to sweep the course as usual, all good Rally practice.

And the Land Rover let me down with a duff starter motor, at the present time it's still not fixed properly and is going back on Tuesday.

This weekend, Anne has been away kayaking in Wales doing her BCU 3Star award, which sounds like hard work but I'm glad to say she passed!

I've amused myself in the glorious weather with a trip out on the Tiger yesterday and a great day out today green laning with the Hertfordshire branch of the Trail Riders Fellowship (TRF).







The search for the missing bearing

After my premature exit from the Rallymoto Sprint, I had to attempt to find out what went wrong with my CCM 604.

It felt like fuel starvation so first step was to strip down the carb. I thought I had solved it when I discovered a bit of grit lodged in the pilot jet but that didn't help and it was no better when I put it back together and on the bike.

So next likely culprit was electrics, I have an almost complete spare engine so swapped the stator and ignition pick up over but no joy. Next culprits were the ignition amplifier or the rectifier (both a regular failure on CCMs) but this would require borrowing the items off a friends bike to check them out and that wasn't posible for a couple of weeks.

So I decided to check some other things in the meantime:

First the cam belt, so after removing the cover the tensioner looked like it could do with a bit of tightening but nothing major.

Next, has it jumped a tooth? I could have marked the pinions and corresponding reference points on the back plate, turned it over twice and see if they still line up but decided instead to do it the way the manual says with a straight edge at TDC.

So I turned the engine over to what I thought was TDC and decided to remove the tappet covers to check.... glad I did!

There was about 8mm of play on the exhaust valve rocker

It turns out the roller/cam follower has self destructed!

And if you're still wondering what's wrong, here it is compared to the one out of my spare engine

So the exhaust valves were opening just enough to start the engine but obviously not enough to run.

So the question is what was between the roller and the pin? You can't see on the intact rocker, I was inclined to think a needle/roller bearing. which of course meant the rollers must still be in the engine ?

So do I have a poke inside the head, drain the oil and remove the sump plate and hope I find the offending bits, bung the intact rocker from my other engine in the head and hope for the best or do I strip it down and have a good flush out of everywhere.

Anyone who has ever tried to remove a Rotax motor (or replace it) from a CCM frame will know it's an absolute bitch. It took me two and a half hours to get the motor back in the frame last time I tried.

I decided to start with the first and see what I find!

So a few days later I had a fruitful "quest for the missing bits" in the sump of the CCM

First off I drained the oil, that turned up a few bits...

Then I removed the sump plate and found a few more bits in the strainer...

I then removed the smaller sump plug below the strainer, the one with the magnetic tip....

So that's where all the rest of it got to!

All looking good so far, next job is to flush the engine through from the rocker box to dislodge anything left behind.

Well what a month it's been!

So busy I haven't got round to updating my blog, but yesterday I went down with a nasty dose of Man Flu, so whilst sitting here feeling sorry for myself I thought i'd crack on...

Last blog you may recall dear reader I was getting ready for the RallyMoto Sprint Rally and so lets pick up the story there. Well actually let's not as the week before I had been at an Adventure Bike Rider Rally.

Now this was the other type of rally that many bikers will be familiar with where you turn up, camp in a field, get p*ssed and talk bikes and b*llocks and usually go on a ride out or two.

It was entitled the Chilterns Chill Out Rally and that pretty much summed it up. OK I will confess I wimped out on the camping as I trailered the CCM to the campsite near Ivinghoe, the original plan had been to ride there as it's only half an hour away from home but try as I might I couldn't get all my gear on the back of the CCM. And in anycase I had agreed to lend my tent to my friend Michael, so I slept in the Land Rover and the "Chill Out" bit was very apt it was rather cold, especially as I only took a two season sleeping bag on the basis that the forecast was for warm sunny weather with temperatures in the twenties, well yes they were but not at night!!!

I had volunteered to lead a trail bike ride on the Saturday which somehow got entitled the "Extreme Team". Now if anyone knows the lanes in this part of the world, they will know they are anything but extreme!

Nevertheless we set off in a group of eight and great fun was had by all. Only one incident of a bike "having a lie down" was noted which considering it was John on his second ever green lane trip and the first on his BMW R1150GS and he was actually stationary at the time (the old "i'll put my foot down only to find you have stopped next to a rut and the ground is a foot lower than anticipated" scenario)

So lets get back to other sort of Rally, the racing sort!

Although it wasn't until the Sunday, I had Friday afternoon off work so decided to head for Wales. Rather than camp at the very bleak Sweet Lamb Rally Complex I headed for the Campsite 15 miles down the road at Rhayader where I had stayed last August. A short walk to to the pub for a huge meal and a couple of pints and I headed back to the campsite and had a very confy and warm night as I'd brought my 4 season sleeping bag this time.

On Saturday morning I headed up to Sweet Lamb and helped out a bit with the setting up. Gradually more and more regulars turned up and we all headed into Llanidloes for a meal.

Sunday dawned frosty but with the prospect of a bright sunny day ahead of us.

The race format was a bit different with a short liaison stage of about 3-4 miles to get you warmed up and then a timed special stage of about 12 miles, the course being a figure of eight so you started both at the arena. We were to do eight laps in total however only your fastest lap counted so you could afford the odd bad lap.

First was the obligatory "sighting lap" where you are not timed, I was pleased to discover that I knew about 95% of the course from the Big Bike Rally Training and last year's Hafren Rally. Although some of it was in the reverse direction which proved a bit strange.

Lap One proper went well, I started the special and remembering the first couple of bends were tricky, I took it easy only to nearly ride into the back of Dave, who had started 30 seconds ahead of me as he exited the ditch on the inside of bend two, he clearly hadn't taken it easy!

Unfortunately this meant I was stuck in his dust cloud so had to throttle back as I couldn't see a thing.

The race continued with my time on lap two dropping a bit, although I had made the mistake at first of forgetting to switch on the fuel tap, luckily I ground to a halt on the untimed liaison section rather than in the special but this prompted a "modification" to the bike...

Then it was lap three although this didn't start well when I ran onto reserve on the liaison. luckily I was able to go and grab some fuel before starting the special but it did put me out of sequence in the running order. This lap then got much better and I felt like I was really getting into the groove, I was hitting bends in a gear higher than previous laps and remembering which corners you could attack without backing off, then it all went wrong....

The bike suddenly died on me and despite restarting wouldn't run properly at all, I limped round the circuit at no more than 10mph until it gave up the ghost. Luckily I got a tow in from Michael who was prepared to sacrifice one lap. Luckily we had a lunch break after that lap so I was hopeful I could get it sorted in time.

Despite my efforts to diagnose the problem, I had not been able to get it going as the next lap started so reluctantly had to withdraw.

As it turned out I'm not sure my knee would have lasted the full eight laps and I was certainly feeling the effects of four months with no exercise to speak off. Also I later discovered that I couldn't have fixed the bike anyway but that's for the next blog.

I'm still alive!

Yes I know you must be thinking what has happened to Tony!

OK so maybe you're not but I thought it was about time I resurfaced.

I finally got my MRI scan and then it only took another week and a half to get an appointment with the fracture clinic. After the obligatory two hour wait after the scheduled time of my appointment, I got to be told "there's no broken bone and no significant ligament damage" well I suppose that was good news but the obvious question on my lips....

"So how come my knee doesn't want to bend and it hurts like hell?"

Cue a slightly embarrased Orthopaedic Registrar trying to avoid eye contact and mumbling "because it's been immobilised for eight weeks". So taking the moral high ground I says "so if you had diagnosed this correctly in the first place, I could have been mobile weeks ago?" I eventually got a mumbled "yes" followed by "do you think you might need some physiotherapy?" Err who's the Doctor round here? Too right I want some bloody physio! I suppose this quaint concept of having to decide what your own treatment needs to be is what the NHS laughingly refers to as "Patient Choice" don't you just love the National Health Service? Well I suppose I have to as they pay my wages.

It seems I was right all along when I decided I had "just twisted my knee". I did ask the Registrar what I had actually done to my knee and got the amazing diagnosis.... "well you dropped a motorbike on it" you couldn't make it up!

Two weeks later I hadn't heard anything so went on the offensive, and phoned physio direct (there are some advantages to working in the NHS, I had been given the direct number by Occupational Health). Of course this coincided with half term so there were no appointments available that week but I eventually got my first assessment ten and half weeks after my accident!!!

So I'm now back at work and able to drive and even to ride a bike (with the help of my shiny new knee braces) although walking is still a bit wobbly as the knee is quite unstable, although the physio is working! By that I mean it hurts a lot so it must be working.

So what's been happening on the bike front?

Preparations are underway for the start of the Rally Season, with the first event, the RallyMoto Sprint Rally scheduled for the 22nd of April. When I went along to physio they asked about the racing and whether I had any specific targets, so I told them I want to race on the 22nd, this didn't faze them and so the target was set.

Of course that was doomed to failure when I got home to an email from the organisers telling me that due to circumstances beyond their control the event has had to be moved forward three weeks to the 1st of April.

So I now have a new target!!!

At least I have been physically able to start work on the bike. First task was fitting the new silencer, which meant fabricating a new bracket, only it didn't... looking at what was needed I realised I had something that was probably perfect for the job in my box of "bits not to be thrown away in case they come in useful one day".  So one nice unused seat belt mounting bracket originally intended for a Series III Land Rover fits the bill perfectly.

The silencer works really well, quieter than the standard exhaust but still a really nice exhaust note and it's much lighter but with power levels restored to that I used to get with the (indecently loud) CCM competition can (which is a bit of a misnomer as I can't think of any motorcycle "competition" that would allow an exhaust that loud).

Then came the wheels, now remember that they come from a Suzuki engined CCM 644, as opposed to mine which is a Rotax engined 604. No problem at the front as both bikes have identical White Power Forks and Brembo brakes so the wheels are identical too. All I had to do was swap the brake caliper mounting bracket for the one to suit the 260mm disc (remember I used to have an overbraked 320mm supermoto disc on my trail wheels). Rather than leave the stock 260mm disc in place, I replaced it with my new wavy disc from Race Discs as these are to be my race wheels.

The back wheel shouldn't have been too much trouble as although the 664 has it's chain on the opposite side to the 604, I had been told it was just a matter of turning the wheel round the other way. If only it was that easy!

All went well at first until I tried to fit the chain on the sprocket, it just wouldn't fit. Then I remembered, the 604 has a 520 chain whereas the 644 has a 525 chain, a completely different pitch size. I swapped the correct size sprocket from my old wheels and it seemed to go in OK, until I tried to move the bike that was...

The rear wheel would barely turn! I investigated further and on releasing the rear spindle nut it was obvious that the swing arm was being pinched together, putting the rear brake out of line and binding it on. The 604 has two different sized wheel spacers one thick (chain side) and one thin (brake side), that I had used. The 644 on the other hand has two identical, medium sized spacers.

After some playing around, I eventually got the wheel to fit perfectly by using the thick 604 spacer but swapping it to the brake side of the wheel and using a (medium) 644 spacer on the brake side. So the wheels are clearly not quite identical.

At present my "race wheels" are still fitted with the more road orientated Pirelli MT21 RallyCross tyres as tyre changing is one thing I am not up to doing yet as it generally involves a fair bit of "persuasion" with your knees (at least my technique does) so best to be avoided at present.

The most complicated part of the bike prep involved fitting the new TailTech Vector Computer. As standard the CCM has a speedo and odometer and that's it! Not much use in a navigation rally, which is something I hope to be doing later in the year.

Although the Vector can be mounted on the handlebars, the standard speedo housing also holds the ignition switch and warning lights (Neutral, indicators and high beam), so I had to come up with a way of mounting these in conjunction with the Vector.

The answer was found in a plastic "chassis enclosure" from electronics supplier Maplins, that's a plastic box with a screw on lid in old money! The Vector mounted easily, with the three warning lights removed from the old speedo housing (they fix in using circlips) and located in three holes below it. A larger hole on the right was drilled and the ignition switch fitted and a corresponding hole made on the left into which I fitted an external 12 volt power socket.

The power socket and the Vector were wired via a common lead and fuse to the battery. Then it was just a simply matter of replacing one of the front brake disc mounting bolts with a magnetic headed one and securing the speedo pick up to the plastic fork guard via two small bolts. The cable was run alongside the front brake hose although it was far longer than required so a loop was cable tied together and hidden away behind the headlight.

The only other change was a nice shiny new air filter, as the old one was a) looking filthy and b) had several splits in it, combined with the new silencer the bike works really well although does produce some very impressive backfires on the overrun... whoops!

So a little bit of tweaking of the carb is in order to get it perfect methinks.