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cleanorbust

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About cleanorbust

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  • Bike
    Sherco 200

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  1. Had a look at Companies House details and Greeves Motorcycles is still registered as an active company, with Richard Deal as director. Think they must be trading on a small scale, rather than as the new-found saviour of British offroad motorcycle manufacturing as was originally touted. Personally I've no time for any firm that hangs its reputation on a website which last received any input from its owner seven or eight years ago.
  2. Others may be along to give a definitive answer but I wouldn't have thought so. The modern (company's description, not mine) 280 trials bike died a seemingly inevitable death before it got going. There were replica old school Greeves being produced, but haven't heard of them for a long time. Certainly if the company is still going, it's surely suffering a lack of sales to be expected for any concern which doesn't update it's website for years.
  3. There isn't a Haynes manual, but Clymer did publish one which is still available secondhand on eBay. This is just as detailed as a Haynes manual would be, so possibly worth having if you anticipate a rebuild for example, but covers Bultacos over several years, and is not specific to the Alpina but would include specifications, torque settings etc for it.
  4. How did it work out?
  5. And if that doesn't work, start the bike, put into gear (it'll lurch forward), hold the clutch lever in and accelerate through the gears until the clutch frees off. If you reach fifth with no change, try some sharp accelerations or uphill runs to put a bit more load through the clutch. I once had to do a good five minutes of this with a Sherco after a lay-off of several weeks but it freed eventually.
  6. I'd have thought a watery oil would be excellent for a dampening effect. For a damping effect though, a heavier grade oil would indeed be preferable.
  7. Ossas had a shortish wheelbase to start with, reducing it further would probably be too much of a good thing. In fact, some folk lengthened the swinging arm back in the day, though perhaps more commonly on the Mark 1 MAR, which was notably shorter than its rivals. If it was me I'd move the plug to the central hole, simply because the motor was designed to run that way with respect to flame travel and thermal efficiency. I'd definitely retain the decompressor though, because: 1) with Ossa brakes, any supplementary retardation is useful 2) if the bike is dropped and starts revving its head off, a decompressor is a foolproof way of stopping it, unlike a kill button. Something these Ossas were known for was bending rear spindles, you could be in for some fun if you haven't tried removing it yet. Hard to tell from the photo but looks like your bike may still be running a dished rear sprocket, as originally fitted (aftermarket kit to convert to flat sprocket was a popular fitment). Perhaps a sign the bike hasn't seen a lot of use?
  8. Mine seems fine, but I know people went on about Montesa gearboxes back in the day. At least you won't be unloading at 140mph like Guy Martin, though it may feel like it if it drops into neutral on a steep downhill. Those brakes won't save you. Glad to hear you're enjoying it.
  9. Looks like the bike is running the spark plug in the angled hole to the side of the head, where I think the original had a blanking plug which was often removed to fit a decompressor. Probably advisable to swap the plug to the central hole.
  10. The fork sliders, exhaust pipe shape and rear shock position define it as a Mark 2 Mick Andrews Replica, ie 1974/5 model. Dad of 2 is correct about the 310 model having green and red stripes, and the tank on your bike looks to have its original stripes (many have aftermarket or homemade stripes which are obviously unoriginal) suggesting it's a 250, but I think you're right about only the 310 having the fin cutouts. 250 bore and stroke is 60 x 72 mm = 244cc 350 is 65 x 77 mm = 310cc Easy to whip off the cylinder head and measure the bore to confirm which motor you've got. The 350 was never that popular, the 250 certainly was, seemed to run better and smoother than the 350 and had enough power for the sections at the time Looks like someone has welded on alternative top mounts for the rear shocks to increase suspension movement.
  11. Don't know about future prices but your figures prompted me to do a quick comparison of historical prices. In 1979 I bought a new 250 trials bike (Montesa Cota 247). I ride that very bike now, but that's another story. Applying the UK inflation rate between 1979 and the present day to the price I paid, that bike would cost £3479 today. Another way of looking at this is that the price of trials bikes has increased by a heck of a lot more than inflation. Or, modern bikes are so technically advanced that it's foolish to compare them with the stone age technology of the Cota 247 and as such are genuinely worth a price which represents inflation plus £2k.
  12. I don't think that was seen as a disappointment. Rather, perhaps. as an inevitable consequence of the company's pricing policy and it's reported attitude towards potential customers.
  13. As totalshell infers the sky's the limit when it comes to buying parts (some of them major, like wheels) to convert to trials trim. Really depends on what type of trials bike you're looking to create. If it's a reasonably competitive one, you'll be in for quite a lot of work and expense. If you just want a bike to ride for fun (though it might not provide much) you could just do a light conversion but end up with a bit of a lump and, sadly, spoil what might be a reasonably nice road bike by trying to turn it into something it's not.
  14. I think there is another factor which plays into whether colour schemes are a factor in purchasing decisions. It seems to me that a high proportion of committed riders in my area, the type who compete every week and are in the top half of the results, tend to renew their bikes every year, or two at the most, and many of these people tend to be brand-loyal. As such the committed Beta rider, for example, will replace his steed with next year's model and whether the 2018 Beta is red, white or even turquoise is something of an irrelevance to him (or her). I can believe that the rider who is new to trials could be more influenced by colour scheme, especially if they have a background in, say, mountain biking where such things seem to be of crucial importance.
  15. Thanks. I was at the Low North test day, waiting to see if Inch Perfect are planning another.