trialsrfun

Is anyone else on the Trials Central site riding tomorrow at the Hyland trial.

Come back HondaRS your knowledgable and helpful replies to technical problems not only on Honda trials bikes but other makes as well will be missed by many people myself included.

Neither seen nor heard of one until now, looks like a Sherpa-ised m/xer to me though Martin. By the look of that rear sprocket some compromises must have been made to the gearing.

Interesting thought Neon about the little Yam engine, our youngest son rides a TY80 and manys the time I have wondered why the bigger bikes lose that overall everything right sort of feeling of the TY80. Think you could be right about an up to date version selling like hot cakes. Personally I had never given any thought to best engine until it was mentioned recently on Trials Central but even if you have a ride on a bike similar to your own invariably the engine response is not the same, sometimes sharper or flatter presumably due to differing individual carb and ignition adjustment.

On another part of this site (engine temps 2 v 4 strokes & why do they seem to run hotter) Woody ventured to say he thought the engine fitted to Nigel Birketts TYZ special was his favourite trials motor by far. Just why is it considered so good, I also recall reading (possibly a quote from Mr. Birkett) though I cannot remember that the engine fitted to his ex-works Suzuki was also very good, was the comparison being made with machines or bikes available at the same time as themselves or those both 2 & 4 stroke currently available.

Did any one else read the article about Mick Grants bikes in the Trialsworld mag. Apparently the Cub is lubricated from the gearbox and there aint much in there, and the Ariel carries only half its oil capacity to save weight. Both interesting bikes with titanium exhausts made from scrap expansion boxes from racers.

I like it as well, surely a great bike for twin-shock or easy route at club trials. The guy has obviously put a lot of thought and effort into making it, probably more effort than some manufacturers might have done in the past.

Possibly so, do think they should print it in A4 or whatever like every other mag on the shelves though.

Top truck that one Howard, my youngest son who is a real fan of performance cars says its COOOL Never seen such low profile tyres & what is under the hood.

Hard to imagine when I initially posed the question about engine running temperatures that there would be such a response as this, I think for my part at least the question is answered fully and whatever oiling system is provided must surely do the job more thoroughly than the coloured fuel I feed to my 2 strokes.

I agree with Neonsurge I also think it should have been fullsize from the off, the pictures etc are too small to be meaningful as it is now and surely some of the stuff in there really belongs in the weekly TMX. The main thing that really XXXXes me off with the weekly is the amount of non-related meaningless ads on the same page as an event report. Every time I see JD at an event he has a couple of cameras and takes lots of pictures but presumably the accountants decide the papers content.

Have always thought the Rotax motors (both 2 & 4 stroke) were top quality, certainly the 280 2 stroke in an SWM that I am familiar with is very well made & there used to be lots of the 4s about in moto-cross so the lubrication system used by them & now adopted by Sherco must be proven reliable & suitable. Good to know that those who have the bikes are pleased with their performance it can only add to the variety & interest at trials.

Think this topic has gone off the rails a bit after a query about the Sherco came in from another part of the site. Thank you Howard for the explanation of how the Sherco is oiled, any of us with a long time interest in trials bikes are generally curious about the technology of a new design. The real question was why do fourstrokes run at a higher temperature than two's when they have only 1/2 the number of power strokes than a twostroke irrespective of the age, design or manufacturer of the engine. This is something that has puzzled me for a long time so does anyone out there know the answer.

I do not think any one is knocking any of the 4 strokes but any new design is bound to be compared to everything that we are used to seeing, riding & maintaining, especially so if it has a new & unfamiliar design feature. With the Sherco & Montesa there is already a carb v injection thing going, for too long there has been nothing interesting & new on the bike front, think back to the 70s & 80s particularly at SSDt time, the variety of bikes entered & the interest shown in the mods/special bits on some of the factory bikes really added something to the sport that is now sadly lacking. MCN & TMX always had lots of pics of these special bits & to a great extent it is this that now leeps the classic & twin-shock scene so interesting. If a small company like Sherco can find a new & different way of acheiving something & getting a lead over their big Japanese competitors then good luck to them after all in competition every advantage no matter how small can make the difference. It was through detail improvements that Bultaco were so succesful for so long & could sell all of the bikes they made. An obvious concern for many of us is that the bike we buy should be totally suitable for week in week out trials use & not just for the highly specialised world events that seem to be moving ever further away from what most of us ride. Personally I welcome a greater variety of machinery in trials, how many times do you go to an event & fail to see at least one bike from each of the five manufacturers present. A friend rode the Llanfyllin trial yesterday (I could not make it has unfortunately I had to work) he told me how hot it was sounds like I missed a good trial.

On behalf of a friend who has an Aprillia TXT ? early air cooled mono-shock with a Rotax based engine. How much of what type of oil should there be in the transmission.

Casting an eye over my Rev 3 when I noticed that the rear shock absorber locking ring (the lower one not touching the spring) was loose, question is has the one by the spring turned as well slackening off the spring load. I played about a bit with the adjustment before tightening them back up & the bike feels right. I know that the correct setting is one of personal preference but as a guide how are they usually set. While we are on the subject what setting on the damper screw on the shock body, there are around 30 clicks from one end of the adjustment to to the other.

Could it be that the design of the 4t Sherco's lubrication & cooling system is absolutely right for its intended purpose World Round Trials, club events where you might be riding for between 2 & 4/5 hrs place altogether different demands on a bike than the short (but extreme) usage in a World Trial. Just a thought but if it were so should the manufacturers be producing for sale to the public something so specialised.

Please do not ask me why as I am no metallurgist but a softer material will always wear through the harder one, on my Beta I too have put a spacer on the exhaust mounting bolt to give some tyre clearance & so far ok. Popular mod is to put a decal on the inside of the silencer to prevent any wear.

Have a look here all types of engine explained, great for the kids. www.keveney.com Do not think it answers our three questions though.

Found an interesting website on engines, keveney.com

In the abscense of an enlighted answer we are going to have to email Sherco, or just assume that at the design stage they either forgot the pump or hoped that the owner would tip some 2t mix in the fuel tank.

Air forks were popular at that time but I cannot help you with them. As regards the brakes are you more used to discs if so they will feel rubbish, there are however things you can do to ensure the best performance, do the linings fit the drum, sometimes due to wear in the drum or if the shoes or linings you get are undersized there is insufficient contact area. always position the lever arm on the cam so that as the brake is applied the arm moves towards 90 degrees and is not going over centre if it does the leverage is lost. personally I always get my brake shoes relined with saftek green gripper material, it is available in different thicknesses and is also relatively unaffacted by water. after a trial you should really pull out the wheels/brakes and dry them out this reduces corrosion in the drums.

Absolutely HRS the absence of a oil pump must surely compromise the engines durability, but does anyone know how the oil gets spread around the engines internals without one it is really puzzling ?

2ts also have a high compression ratio as well as crankcase compression which is needed to force the incoming charge through to the cylinder ready to fire again.

Watched Trevor Nation riding the Norton Rotary at the Goodwood Festival of Speed 2yrs ago, on the line wind it up, up, up & then some more, drop the clutch the thing stood on end & disapeared up the track the crowd were gobsmacked & the noise was deafening. Brilliant