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still trying

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  1. If its a challenge your looking for get a KT
  2. Hi, I've been working on setup of shocks/springs recently and have found that for my bikes system the gas pressure helps tune the compression, i.e, it works with the spring to create progression by adding more resistance at the top end of travel and less at the start . This is because as gas is compressed the pressure increases exponentially, so it affects the final travel more than the initial travel. Use it to fine tune the suspension for bottoming. Set the spring sag for your weight and the small stuff. Then start adding pressure to suit, NOTE when you get it about right Reset the sag, as any pressure added will affect this. Then its back to testing, i.e, riding. It looks like the limits pressure wise for the shock is 300 psi, Don't exceed this for obvious reasons. But 0-300 would depend on your preference. The factory settings are to suit the weight of the average rider and the weight of the bike, hence tune to suit yourself and your style/level of riding. Nitrogen is the perfered gas, but air is ok and cheaper during testing. To get access to nitrogen, try performance tyre shops, they usually have a bottle and appropiate regulators hoses etc.
  3. My guess is something is flexing or moving under high load As you have looked into cracked drum,cable failure, shoe lining delamination, wheel bearings. that leaves; cam bush wear, Break shoe pivot peg might be flexing when loaded, the shoes may also be flexing, Is the shoe carrier plate lined up with the drum? (check it matches the drum really well when assembled. Have the breaks on hard before and during tightening the axle), Place a finger across the plate and drum, when applying the break , feel if there is any movement This would mean that the shoes are not parallel with the drum across the face is the cable arm ok, not cracked, flexing, etc? (starting to look at extreme stuff now).
  4. Once you start taking points for bad sportsmanship, i.e que jumping I'm guessing that it will stop Just figure out how to police it and your away
  5. Hi, If you go ahead with this project; Take lots of progress pictures and post them in the projects section, we need more people doing this kind of thing. As for the setup of the bike, Google "Trials Australia" Go to "forums", Then,"twinshock and classic trials" Then, "Steer clear, Understanding steering for twinshocks" It will help you understand the issues and their effects on handling. I built a highly modified bike with very steep steering angle,and the result is very good. But I think I got away with it because I got the C of G much lower and back a bit. Result drop-offs are no worse than my '97 gas gas, And there is no appreciable tuck in unless applying the front break with a lot of lock on, (again no different from a modern bike). I think a lot of this comes from the rear setup. you will learn a lot from this project Good luck and enjoy.
  6. Chuck a tire on it, and see what it does to the tread. It may close up the knobs and that would be bad for grip, I would think. If no difference it may be ok but will add weight to the front Vs a 1.60 rim.
  7. I've just been to what we call a "Practice Trial". It's set out as a proper trial, with all grades set out as they should. The differences are; No score sheets No observers, (local trials don't have these anyway), Ride with your friends, Bringing along potential new riders Ride whichever sections you choose. Ride the section (or parts of it) in what ever grade you feel you can cope with. Which is perfect for trying the next grade up to see if you can cope with it,. also as commented above getting advice/training from better riders. Also good for testing out a new setup (or bike you've just built). . The aim is very much about being social and having fun. The organisers even break out the barbecue. Many thanks to them, More fun than a proper trial. Maybe this sort of trial should be as frequent as "proper trials these days, as it would give people a chance to practice that wouldn't otherwise have access to practice areas.... Just a thought.
  8. It works!!. IMG-7033.JPG

    From the album KT250r

    First ride. It steers really nicely. Back end is too soft as expected, New stiffer springs underway. Its easy to balance. Major difference in power delivery to my GG320. Takes time to accellerate and doesn't slow down very quickly. Clutch is massivley heavy. Breaks as expected; ok for drums, until it meets water then they become 'Drags" not brakes.. Very relieved and happy with how it goes first time out.
  9. Hi for what its worth I'm running my KT forks without springs It works like this; The oil viscosity does the usual thing of controlling the dampening. I'm using 5wt oil, (Note; oil weight is not the "be all and end all" of oil acting as a dampening agent, but that another saga) The air pressure at test sets the sag (initial spring at rest load / ride height) The air volume controls the progressiveness. Air volume is set by oil volume. Higher rate of change = less air, more oil. Note; as air is worked it heats up and increases pressure, Nitrogen is far more stable, so for the perfectionst, once a pressure is established, refill with nitrogen. The air has to push the oil out to leak from the seal in conventional forks, or get passed the cap/valve, so is easy to maintain and not likely to fail during a ride. This seems to be going ok. I'm only in the early stages of getting it all set up, so final results aren't in. But it is a cheep way to vary things. The only issue I had was the sliders being a bit sticky on initial movement. This came down to sticky seals, (cleaned and lubed now all good) Just an alternative way to consider.
  10. Very cool that you guys have changed the focus to; preventing and dealing with possible injuries. Low speed at the moment of failure is definitely a big part of the lack of bad injuries in this sport. Mental note to self; when laying out sections look for any hard bits that require speed near dangerous drops/objects etc, and avoid/mitigate. I'm sure section setters are very aware of this sort of thing, and that the riders are quick to educate them if they miss something. In NZ we are required to have a first aid kit and someone able to use it at the event. The idea of observers having "crunchy rappers" is a good one, even if its only used to keep the observer warm and dry.
  11. So the count so far is; 1 by natural causes 1 maybe yet to be confirmed genuine trials death Scope of replies; USA, UK, NZ, and dating back to '72ish conclusion so far; If you don't want to die, ride trials, and don't stop......ever! After all its the stopping that kills, AND we'll give you a five. Thanks for the replies, hopefully we'll get some more. This was started by a discussion following a mountain bike incident. A bit grim but food for thought, and an argument for better insurance rates. Don't lump us in with other bike riders maybe.
  12. Can anyone remember anyone dying riding a trial. Not counting someone riding on public roads between sections. To my mind that's road riding where the rider is mixing with general traffic. I can't, and to my mind that makes this the safest motor, or bike sport. It would be interesting to compare results with other sports
  13. The most fun on a trials bike for me is exploring new areas with a group of friends, or practicing with friends. I stopped riding properly in '97, and am just slowly getting back into it. Really enjoying the new venues, and catching up with friends. As for the competition, Don't really care, I ride a grade down from intermediate, but if its too easy I'll make my line more challenging. This means that I loose a few extra points. But it is way more fun and enjoyable this way. I try to clean everything for the challenge, not for the score.
  14. I have wondered about this "leaning the shocks forward" and wondered why, and the only thing that makes sense to me is that by moving the top mount forward reduces the amount of effect the springs rate of increase has, As for sag, This has a big effect on the angle of the swing arm. If the frame pivot is above the axle, then there is a component of the driving force pushing up at the frame pivot, (jacking up the rear end and stiffening the suspension, steepening the steering). This could be useful when trying to get the rear to launch up something and not useful when riding small bumps when soft suspension is more desirable. So consider this against riding style and terrain you typically encounter. And as mentioned it needs to also to fit with spring rate and the shock setup. SO, Three things to get to combine; swing arm angle, shock design and rate, spring design and rate(s).. And once you get that sorted see how its bugged up the front end and go round again.
  15. Yes turbo, I suffer Tuesdayitis too. Monday's are no problem. Also occasionally after a trial I get a headache, I've tried drinking plenty, bar position, different helmets without success.The Tuesdsyitis and headaches used to happen after enduros 20 years back too. I wonder if the headaches are from exhaust fumes. I definitely get a headache after a while, if the bar is positioned too close. The week after; Monday tired but ok, Tuesday back hurts, Wednesday shoulders and arms (back almsot ok), Thursday its the legs, arms and back ok. Friday recovered. My body hates me.!! Seriously have you tried hydrating days before the ride. My doctor told me I should be drinking 2 - 3 liters of water per day (talk about peeing every 3 minutes!!). Did help with recovery aches and headaches though. No I didn't keep it up at that level, but 2lt is do-able.