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Is your bike a 2t-290, or the 4t-125 as 2t was 2013 & 2014, and 4t from 2016 and called TY125, but you mentioned 2017. Sherco website has broken link for X-Ride 2t-290 manual but try manualslib .com. MIght have another link on file if that doesn’t work.

Flywheel weight comes in a kit with spacer ring and longer ign cover screws, but flywheel puller needed to insert the captive nuts to attach the weight.

I keep hearing about tarrifs but have yet to see any personal impact. What do people in other countries see? When ordering from the UK, prices are less VAT with no import duties. The last time I ordered something was about a month ago. However, last year I sent a swingarm to the UK for repair. It got stuck in UK customs for several weeks. It ended up costing a total of $100 with import duties and fees to get in the country. This really surprised me. Is that normal? There were no US customs cost when it came back.

Good points. I'll give eBay a go. Can't imagine I would find anything like that there, given the scarcity of the bike.

Im not saying they dont know, but the confusion is what the manufacturer is saying to use. I was asking if its update to use the BP plug as there may have been an issue when using the BR plug.

Shouldn't be too hard to find the same 250 top end on eBay, literally only difference between the 250 & 290 is piston, cylinder & head. No head gaskets on Shercos, there are o-rings around the studs on top of the cylinder & a inner & outer o-ring in the head Not sure how easy it is to fit a flywheel weight as the ignition cover is really close to the flywheel

Had the big end in my Jarvis replica fail yesterday, have already sorted the parts including doing the main bearings & seals Does anyone know where I can find the specs for the rebuilt crank - clearances for the big end shims or will the guy doing it for me be safe to just measure overall width of the crank before splitting & use that as finished size

Give him 10,000% anything is possible. 🤑

What if I give him a 4000% discount 🤔

Would not touch his pocket though .Tariffs are never passed onto the buyer, importers and exporters just suck it up. it works just like minimum wage increases so nothing to worry about.

Poor fella lives in the USA the tariffs he would need to pay would be astronomical and impossible to calculate.

You are just one of those types who makes everything straight forward and easy , why would any one want to do that when he can search for and then fit the full Scavini system at a cost of $550.00 , buy the HRC programmable ECU for $2000.00 buy the cables and software for $1000.00 after searching for it for a year and then get Rick Wakeman to play it all until it sounds right . I just don't get it.

The sellers on ebay say your bike uses a BR7 ES I would go with what ebay says. Forget what Lampkin BETA UK says what would they know.

NGK site says none of the plugs you quoted are compatible with your bike LOL. What a ridiculous world.

NGK shows BR7ES having a 19mm reach: https://www.ngk.com/ngk-5122-br7es-nickel-spark-plug You must then navigate to Product Specifications.

I owned 3 Montesa bikes at the same time, a 250, a 260 and a 300. I swapped out parts assemblies between all of them to trouble-shoot issues at one point and I found that absolutely everything was interchangeable without causing issues.

Stainless steel and the same size as my size 8 wedding ring. Too bad you don't reside in Canada I have all that stuff sitting in my spare parts drawer, if you lived local I'd give it all to you to mess with. I think altering the fuel mapping on the 4RT would be a complete waste of effort considering the stock fuel mapping does not need to be changed when you remove all the mechanical intake and exhaust restrictors, it sorts itself out just fine. The fuel injection works great corked or uncorked, they just have less power response when they are corked so why would you want to mess with the fuel to air ratios. I had one 4RT with the 2 position map switch and left it in high or dry power setting all the time, same as with my TRS machines more power is better, I think all the map switch changes is to slightly alter the ignition timing, like an ignition advance.

Well the manual shows a BR7ES which is not a long reach, so its confusing to be told I need a BP7ES which is a long reach plug. The manual doesnt state a BP, so my question is the manual printed wrong or was the BP found to be a better plug to use. Thanks

I'm in the US. Are those top hat pieces aluminium or steel? I assume the ones from the original bike were made for the smaller head pipe so would not fit but I could make new ones. If it reduced the 26 mm pipe to 18, maybe 22 mmm would be appriate for the 30 mm 300 exhaust? That would equal the same 50% reduction in area which seems quite large. I don't see the pipe avilable but it sounds like a pricy experiment. I did spend some time looking for the software and dongle to tune the engine. It was unclear if what I found would work work for this bike. If you are interested in selling the used unit, PM me. I also found this link but it looks like they just sell maps and just for max power. It does not mention hardware. https://oldskulltuning.com/montesa-cota-4rt-keihin-tuning-maps/

Do you not mean a BPR7ES same long reach plug but the resistor type.

You have not hijacked anything what you are talking about relates to what mick mcmanus is wanting resolved.

None. Unfortunately, have not yet even tried. The unit was purchased secondhand, and it came with a variety of example maps (I guess "map modifiers" would be more accurate) including the 300. The concept is the same as that used on Honda's EFI MX bikes. Sorry for the hijack, mcman56.

See the tailpiece part # 23 and see the tailpiece that it replacers with rivets, I have one of those as spare and I bet lots of other do too. The rest of the restrictors are simple to make on a lathe if you don't want to source them as original Honda parts.

That is interesting Konrad. What ECU have you managed to connect to? On the silver sticker with the part number there is also a 2ED, 3ED and HRC. The early Repsol 4rt’s were all fitted with the HRC version which was programmable. Due to customers fiddling without proper knowledge of what they were doing some ECU’s were causing headaches for the dealers which in turn resulted in future ECUs becoming locked and then the 2 map switch as a compromise. There are also a few “works” ECU’s about from factory bikes. They connect to the software via a 9 pin plug rather than the usual 4.

Did you read the SCALVINI system discussion that jrsunt put on , It sounds like it will give you what you are wanting or are you on a low budget.