dadof2

The fuel rail plus a length of pipe is filled with fuel then compressed air is used to replicate the pressure from the fuel pump. Running cars on compressed air was a major scam a few years ago, a conman made a fortune because some people were daft enough to invest in it.

I would not copy that design even if I had a CAD drawing. There is too much unsupported length under the teeth, no surprise it has broken.

Gorilla glue seems to be very similar to polyurethane glue, At about £6 to do boots quite a few times its cheap and works fairly well, its what I currently use. I can never understand why soles sometimes come off and sometimes not. I have had boots that the soles have remained in place for years, yet have had boots of the same make and size when the soles have come off after little use in less than 2 years. The tendency of soles to come off seems unrelated to age, amount and type of use. MX soles do seem to be harder and come off more frequently. Fitting a small steel cap round the front of the soles delays sole separation and makes home gluing worthwhile.

If I had an ossa or any other EFI bike I would get a fuel pump and pressure regulator from a scrap car (or even buy new on the bay) Rig up a system so you can feed the injector independently of the bikes fuel system. This means you can easily determine if is fuel or ignition that is the problem. PS - I have used compressed air on the fuel rail to check this in cars.

This mistake (CX 500 engine) is now a sought after classic - truly remarkable

P20 is a tough steel that machines to a good finish and is hardwearing. The machine shop I am familiar with use it for injection moulding dies. Its advantage over other tool steels is that it does not have to be heat treated after machining.

There is a cobblers in Barnard Castle (near Morrisons supermarket) who reglue a pair for about £30 but it does not always last. If you have their soles fitted it costs about another £30 but they are much more likely to stay stuck on. Their soles are like a rough walking boot and a bit softer than typical trials boot soles. http://www.altberg.co.uk/fitting/boot-resoling/ I have never used Altberg but I used to hear good things about them (MX and walking boots - not heard of anyone using them for a long time). I think a resole for a pair is about £60 to £90

I am well aware the ignition flywheel cover is less complex that the clutch cover, that is not the point. If jimyam contacts Birks or JS they would probably tell him where they got the castings done and he could get a clutch casing priced. I do not know the price of a new OEM TY casing but I assume it is similar to a TYZ clutch case which was £400 plus before the recent fall in the £. A fabricated cover may not look quite right but it would do the job and be tougher / more repairable than the original, price would probably be around £300. An alternative would be to glue (JB weld) his case together then assuming it fits, get it measured on a CMM and then machined from billet. Considering you can get an 18 inch car wheel machined from billet for under £1000 then a much smaller item like a clutch casing might be a price jimyam considers acceptable. A machine shop I used to use machined items of similar size and complexity to a clutch casing for £60 to £90 (in 316 stainless or P20) On top of that you would have to add a programming charge of about £60, a tooling up cost of about £60, the billet cost and the CMM charge.

Perhaps consider the following. John Shirt and Nigel Birkett both used to get ignition flywheel casings cast for TY monos and the retail price was less than £25. Perhaps you could get a clutch case made. It would not be cheap but a good quality aluminium sandcast case should last a long time and would be weldable. Perhaps using TC or ebay a group of TY owners could get together and have a batch made. There are plenty of companies that can do one off or small batch casting and the TY case is simple to machine. Another option would be to have one fabricated out of aluminium rod and sheet, if you have any interest in this option I can give further details how its done.

"Saying that, I am learning that even though I am not hopping the MAR around, it is overdamped in the rear. With that, I have swapped to a lighter rated fluid, and even have been drilling the pistons for added flow." The original MAR was primarily developed for riding slippery stream beds as that is what many of the sections were then. With the lower grip of tyres at that time too little damping would cause the back end to kick sideways and slide off boulders. The stiff damping was right for the time and the tyres but certainly will feel much less bouncy than modern suspension. Also travel was limited without the benefits of rising rate linkage so stiff damping helped prevent bottoming out.

Have the crankshaft cold and the cases and bearings warm. Pull the crankshaft into the bearings by using tubular spacers and washers and the pinion and flywheel nuts. Do not do anything that transmits assembly force through the ball bearings.

Gearbox output shaft oil seal? rumoured to be an issue on Vertigo

That plug is sooted up far more than its oiled up so probably nothing to do with oil to fuel ratio. Before I gave any advice I would need to know 1) Oil to fuel ratio and type of oil 2) What sort of use have you been giving the bike - pottering or hard running 3) Plug make and grade 4) Typical air temperature when you have been riding the bike 5) Time with cold start enrichment on 6) Condition of the air filter In past I have seen bikes that run maybe a shade rich (but perfectly acceptable) in summer but have given the same plug conditions you have when used for short runs in the type of weather (around freezing) that we are having in UK at the moment.

You should try spelling classes! its a GREATer workout. Regarding the video, I have never seen anyone knocked out cold but I was present (I do a bit of open water swimming) when a lad had to be hauled out of the water after a collision and although he could be supported against a car on his feet he was out of it with his eyes rolling and no idea where he was. He was back next week for another go though. Perhaps the initiator of this topic could give us his opinion of the replies he has received. Not quite gym exercises perhaps although plenty of suggestions of activities to do on winter evenings when bike practice is out. Having said that there is an MTB club who ride in the dark on winter evenings using multiple head torches. I have seen them out at about 10:30 in the evening in some pretty bad weather.

Practice areas - perhaps I should have used the phrase "pieces or rough ground" where anyone can ride what they want without interference from the police. Quite a lot of youngsters would love a motorbike or quad but their parents will not let them have one because there is nowhere convenient to ride it. many parents will have seen press articles about the police seizing and crushing kids motorcycles confiscated on housing estates. I am not saying all kids who play on bikes will end up as trials riders, but without this basic pool of off road riding interest far less will. I am aware of quite a few parents who have some idea of what trials is, they do have some access to land and they decide to buy a secondhand bike, typically spending £800 to £1500. Child then crashes the bike, mudguard and master cylinder broken - there goes £160. Dad fits the parts, junior looking forward to get back on then guess what, the brake won't bleed. Frustration and another night in the garage but no fix. Then £30 at the dealer to have the brake fixed. All goes well for a couple of weeks then the bike starts getting hard / impossible to start and much pushing and frustration. Dad then takes the plug out and its oiled up and sooty, New plug fitted and same problem happens again. Dad advised (by friend who has never actually seen the bike) that carb needs stripping / cleaning / adjusting. Dad then finds he has to strip half the bike to get the carb out. Dad (who has never worked on a carb before) strips cleans and refits the carb - the bike now won't run properly. Several more carb strips (mounting frustration) no fix so off to the dealer. A few days later and a £70 bill and all is well again. By this time the kickstart has started playing up, then in the middle of nowhere it fails completely. Long push back Dad takes the case off, spring and broken bits fly out. Off again to the dealer for another big bill. By this time junior is well fed up with unreliability and starts wanting a new bike (which dad can't afford) Dad is well cheesed off with always having to fiddle with the bike and spend on it. By now Mum is sick of the the whole damn thing and the cost in wasted time and money and Dad should be doing domestic DIY instead of fiddling with and wasting time and money on a nasty motorbike The above is a scenario I have seen several times, the end result the family give up on the idea of trials and sell the bike. I have seen the same series of events in Karting and MX. That is why trials needs reliable and easy to fix entry level bikes with cheap parts. Trials is "competing" with lots of other sports and activities for participants. I have no interest in playing computer games but some kids have, and I can see the attractions. They and their friends who live several miles apart can link up to form an SAS or SEAL team. They then spend several hours clearing buildings of terrorists or some other enemy. They work together as if they are communicating by walkie talkie. their friends provide covering fire whilst they reload of clean their weapon, it very realistic (visually) and they can enjoy it all sitting in an armchair with drink and pizza close at hand. Trials are not attractive to youngsters brought up on this type of activity.

Typical ND negativity - deriding something you know nothing about. See https://www.britishcanoeing.org.uk/competition/canoe-polo/ I came across this sport purely by chance, it happens to take place at a couple of places I visit. Trials could learn a lot from it. It has a proper coaching structure, equipment for hire and is backed by and welcomed by local authorities and national parks. The increase in fitness / physique that many participants undergo in only a few months is quite remarkable. Unlike trials it is a fast growing sport. A bit off topic here but there is another sport I participate in (nothing to do with trials bike fitness) and both local clubs have full memberships and waiting lists - something many trials organisers and trials bike dealers can only dream of.

Quite a few posters seem to have forgotten the original question about what he can do in a gym (Effing big gym needed for mountain biking) that is why I made the joke about rowing. I used to have a rowing machine - mainly bought it as a calorie burner but it was too noisy to watch telly at the same time so I binned it. Instead of training on your own why not try something like Canoe Polo, there are clubs at Middlesbrough and Durham and I think they both do winter evening practice is swimming pools. Very good training for balance, general fitness and arm strength.

In the gym? Seriously though, if you have access to it swimming is good. Over time things like trials, motocross and running give the body joints a lot of hammer. Swimming gives a good workout with minimal stress.

Now I know a Mitchelin tubeless will outgrip a Pirelli MT43, BUT its interesting to note that sections cleaned many years ago and ridden regularly on MT43s are still a challenge to present riders on modern bikes with Michelin tubeless tyres.

As someone stated on this subject previously "I would rather ride a heavy bike than push a light one" Watching trials its easily seen that most marks are due to loss of grip or balance, not excess weight. Other than to a very few riders I would think that a few KGs difference in bike weights does not matter. Having said that if a bike is perceived as being too heavy / old fashioned it will reduce sales. Montesa / Honda have a problem. To achieve success at WTC a 4T almost certainly has to be OHC, whereas for all but the top few a side valve or pushrod engine would be lighter, lower C of G and have adequate power. If Honda want a light 4T engine it is possible but it will have to be substantially different from the present engine layout.

Why?

Funny, when I mentioned observer abuse over application of non stop rule in another thread (dwindling entries) a while ago several posters did not believe this was the case. It still is and the riders doing it should be ashamed of themselves.

Nigel Dabster - perhaps you could post exactly what you feel was untrue in my post. I do not go on facebook so you will have to give fuller details on here of your subsequent post. To get back on topic. If the decline is to be stemmed there needs to be: 1) More easily accessible practice areas 2) A much better selection of cheap, easy to maintain and reliable entry level motorcycles.

ND I have not changed what I said I have merely added a bit more info so even you can possibly understand. I pointed out the BTCC example at low row because I know quite a lot of others witnessed it. You seem to fancy yourself as some sort of layer / post moderator. Why don't you just grow up instead of being a twit.

If your fan is stuck on it could be overcooling the engine causing the inside to be black and oily. Many find a hotter plug like a BP5ES better for gentle riding. Is your air filter dirty / clogged. The 2011 may come jetted to run at 25;1 fuel to oil mix. If this is the case and you are running less oil this means it will run rich until you change jetting to suit less oil. Check the float height.