dadof2

Its not just trials that are strangely or unpopularly handed down a set of rules from above. Take formula 1 for example. If someone balls it up in qualifying either intentionally or not they can gain an advantage because it prevents their competitors setting a better time - Absurd Then someone works hard to build up a good lead in a race only to have it taken away by a "safety car period" Despite billions being spent on improvement the cars are no faster than they were 10 years ago. On a brighter note what Michaude and the whole WTC circus do, does not matter in the slightest. At all the trials I have attended this year the subject has not even been mentioned. The topics that come up are entry fees, land availability, observer availability, spares prices, the fragility of modern bikes and lack of consistency of clubman class section severity.

Petrol in oil is often sign of leaking injector or carburation fault, nothing to do with engine at all. I had this when the vacuum operated fuel tap on my Suzuki failed. I would have had a full diagnosis / list of symptoms before removing engine. I have just serviced the top end on a very high mileage 4 stroke engine and all it needed was a couple of thou adjustment of the valve shims and new valve stem oil seals. Valve seats, bores etc were perfect.

I see some people have been comparing the oils viscosities at 40 degrees C. Much of the time a trials engine and gearbox will be running at 75 degrees C and over.

I don't want this to be viewed as anti American it certainly is not intended as that. What it is is anti people who expect things to come to easily. It would be good for some to read how Sammy Miller, Jeff smith or Nigel Mansell worked to make it to the top. The driving force has to be the desire to reach the top at a sport, rather than the desire to have the lifestyle that goes with being at the top. Being a champion is not just about having the skill, its about being able to cope with the pressure of a championship and the travelling. At this time anyone who hopes to get to the top in trialling will probably have to base themselves in Spain for quite a large portion of the year.

http://www.dandakidd.co.uk/index.asp You could try the above, they are only a few minutes drive from Nord View. I know they have about 12 acres on which they had camping and caravanning and presumably still do.

My view (as an ageing club rider) is that longer more slippery sections are needed, more mud, soil, sand and roots. WTC has become too much like an indoor trial outside. Since the rules are non stop, sections should be laid out and marked a such. At WTC, my opinions as an ageing club rider, are probably not worth a toss. What is needed is for all parties, top riders, factories, prospective top riders and the FIM to get together and sort this out. Perhaps the answer is two championships, one genuine traditional non stop, and the other trick riding and stop permitted. Perhaps just make WTC time and observation, like the Scott, you don't get much complaining about observation or time limits there!

On a 2012 which I think have the same forks, the fork internals can clunk when rocking the bike back and forth with the front brake on

The standard wire looks to be about 0.75mm, using 1.0 or 1.5mm will minimise voltage and current loss, leaving more energy for the spark.

type "ossa mar engine" into google images and you can see the oil level screw. If you take the small alloy cover as the centre of a clock, the screw is at about 150mm away at 8 Oclock.

I think there is a flaw in the last post, on many sections once you end up footing you have far less chance of not stopping. If you are feet up and in full control you are better positioned to correctly ride the next tricky bit of the section. I am not saying that is always the case but it is in the majority. Pretty well the only times I dab to avoid a five is when its pre planned or in the Scott where well placed dabs keep you going and save time and energy. I reckon a lot of the onus for successful no stop trials is on the clerk of the course, Laying out too tight sections then expecting them to be ridden to no stop rules puts too much pressure on observers.

Don't know about the kick start parts but its a fair bet the crankcase can be TIG welded.

I don't know about the camping as I live close enough to travel each day. A friend did camp for the "atmosphere" but he said he found it boring, a bit quiet and expensive. All the sections are so close together you can pretty well see the lot particularly if you have a look round on Friday.

Totty79, you don't say exactly where you are in the north east but you could try some of the Cumberland Club or Lakes Grass track club trials in Cumbria. For me, an issue is consistency of section hardness. Sometimes the clubmans course is fairly easy, other times it is hard and contains risks. I am happy to attempt quite difficult obstacles and a lack of challenge can make the trial a bit boring. However what I do not like are obstacles either hard or easy where the penalty for failure is likely injury. Give me a 4 or 5ft step in a gully and I will attack it, expect me to ride onto the top of a 2ft wide boulder 4 ft above sharp rocks on either side and I will ask for a five. Quite a few share this view and avoid otherwise good trials because they know there will be 3 of 4 risky sections they don't want to do. At a couple of trials I attended recently some on the easy / beginners course had minders, not because the intended route of the section was hard, but because if they toppled sideways they would have a nasty fall down a rock face or off a river bank.

With a drop in altitude from 3600m to 800m you can expect to richen your jetting by between 9% and 3% the exact amount depending on temperature and humidity. 1 to 2 numbers on the jet size per 1000 ft is not a bad starting point. I think Honda use to have some tables on this in their 2T MX bike manuals if you can find someone with one.

http://www.feked.com/tyres-and-tubes/budget-tyres/18-budget-tyres.html Put Ty80 wheels in? If its just for playing about, not road use you might find a MTB tyre but it will probably be only 2.25 wide.

http://www.ossauk.co.uk/

The oil level screw is in primary drive case at the front left hand side of the engine. Handbook says SAE 30 in winter and SAE 40 in summer. I think we used to use 20w-50 or EP 90 gear oil. Capacity about 1 litre

We seem to have ended up with a hybrid set of rules, TSR22C - stop permitted as long as it's not too long but it's up to each observer what they think is too long, unless they're feeling particularly harsh and then you can't stop at all! I thing smarty may have hit the nail on the head with the above observation

Helicoil or timesert works fine. On 2007s the stand bolts easily work loose. Its some time since I did one but I think I had to straighten the stand bracket and loctite studs in then use nuts It was OK after that

In would hold off on the flywheel weight until you have tried the other mods, some don't like the way the weighted engine responds.

due to a cookie glitch my original post seems to have disappeared I once negotiated a possible deal on a non running BSA C15T We agreed the price I would pay if I got it running, this price was well below price for running bike. After a couple of hours work I found the fault and decided it would be too expensive to fix. The seller got his bike back with the unknown fault diagnosed - energy transfer ignition failed

is it using water, white smoke is usually water, not oil smoke.

I once did a deal with the seller of a non running BSA C15T We agreed the price that I would pay if I got it running, which was still much less than the price for a running bike. If I could not get it running then I would not be expected buy it. I did not buy it because after spending a couple of hours diagnosing the fault I worked out that the total I would be paying to buy and fix the bike was more than the bike was worth to me. I returned the bike to its owner - he had the benefit of knowing the problem and the likely cost to fix.

Sounds like the regulator is not working. It could be faulty or it may not be earthed. some regulators earth through a wire, some through the body where they are fastened on. Fan will probably be meant to run on 12 to 15 volts DC.

Put a length of clear PVC pipe on you breather and put the end under the surface in a jar of oil. You should see bubbles as the bike warms up and the gearbox oil and air expands.If the bubbles continue once the bike is warmed up you probably have the crankcase leaking into the gearbox. Depending on the rate and amount of bubbles you can judge how serious the problem is. It could be pressure from the crankcase but if the gearbox oil starts to turn milky the pressure could be from the cooling system.