dadof2

My guess is that MX reeds may be stiffer than trials reeds and therefore move power and torques to higher rpm

If you are to trial the bike fit the non dished sprocket mod with the extra bearing, otherwise the spindle can bend wrecking the bearings and making the wheel difficult to remove. There is another swinging arm variant which has two bolt holes so you can change the position of the bottom damper mountings. This was fitted to both 250s and 310s at some time late 74 on.

If you look at the float valve (the end where the fine wire clip engages) with a magnifying glass you will see there are two groves that are slightly different. The fine wire must engage in the smaller groove that goes all the way round, not the larger cut outs that only go part of the way round. For some reason the wire often seems to find its way into the wrong groove. You will be amazed at the difference having the wire in the right groove will make to your bikes performance. Check the exploded diagram on the Dellorto UK website.

What did you do?

Can't be sure as I generally have the crank out to do bearings at the same time as seals. Quite often you can put self tapping screws into the seal then tug it out with a panel pulling slide hammer. I have sucessfully used this method on ignition side crank seals, fork seals and gearbox output shaft seals

Unfortunately its a fair bet that you have bent the shaft or kinked the selector "pawl" mechanism both of which probably mean splitting the cases. It the lever feels as if its sticky and rubbing try to see if its bent and slip a bit of tube on to bend it straight. If the shaft moves freely but the gears don't select easily, it is likely the "chain link" types pawls are kinked. If you are running on automatic transmission fluid, try switching to 10W-40 or light 75-80 gear oil. It may improve after a few hour riding. Also check that the little piece of square section metal in the end of the top hat is not kinked or partially sheared.

I like Morris Lubricants K2 EP Lithium Complex Grease - you can look up the spec on the morris website. I only pay £3 a cartridge at my local supplier. Castrol CL is also good. I think the best stuff is a grease Mobil developed for the channel tunnel boring machines, Its a tacky blue gel. can't remember the name and can't get it near where I live anymore. It used to be about 6 times the price of Shell alvania (a good grease) but its performance was far superior.

How about the following to differentiate the bike from the current models: Use a water powered motor to drive the cooling fan - significant reduction in wiring coils and rectifier No linkage air suspension Fully enclosed final drive chain inside swinging arm - possibly single sided Wet rear brake inside gearbox - directly actuated by pedal mounted on gearbox casing - no hydraulics, no linkages etc.

Round here we get people riding the easy routes then saying it was a waste of time! Unfortunately a low spec clubman bike probably would not sell (there's not so many high spec bikes being sold) Withe the new 125cc learner limit to age 19 (throughout Europe) Dougie seriously needs to consider a bike that can easily and cheaply be changed from 125 to 200 to 250 as the need arises

Your anecdotal evidence doesn't ring true to the majority Gasgas themselves acknowledged they had (still have?) a gearbox problem by redesigning part of it so it can be changed without splitting crankcases. Whose rules are you referring to above? It aint going to happen, it would serve little purpose to the ordinary man, out there are thousands and thousands of bikes which would never comply with your rules so move on. Not my rules - simply a suggestion to cut costs and increase durability - obviously could only initially be applied to new bikes and would need to be done in negotiation with manufacturers. I have had / have quite a range of trials bikes. The solid disced TYZ and pre 2000 Gasgas had single piston calipers (cheaper than dual piston) and yet the brakes were any amount powerful enough with low pad wear. By contrast my post 2000 gasgas and Betas have perforated discs and twin pistion calipers, The brakes are more expensive to make, pads and discs wear faster and are easier bent and the brakes are far more powerful than needed. The transition to a more sustainable sport will not be to the liking of all - a bit like benefits cuts

#111 I don't believe any manufacturer is going to increase weight unless they are forced to by the rules. I acknowledged that Gasgas seem to be reliable at WTC and supported rider level but these bikes are near new and presumably rebuilt frequently or at the first sign of a fault. very near every gasgas i know has had to have its gearbox rebuilt, some more than once. I also know of quite a few riders who like and have had gasgas but are now on other makes and wont even consider buying another gasgas until the gearboxes have been improved, take a look on the Beta UK site at the SSDT preparation guide. Many of these problems could be solved by larger heavier parts eg fasteners, radiator, front mudguard. Look at the ridiculous rear sprockets - all machined out (extra cost) to save weight then they have to stick plastic (more cost) back on to cover holes. How about the following simple rules - sprockets and brake discs shall be unperforated. Brake discs.minimum 5 mm thick. brake discs inner and outer edges to be circular.

Beta UK website says 1.5% on Synthetic oil which is 67:1 I think Beta favor Bardahl VBA 100 which is at the upper end of fully synthetic oil quality. I am not aware of any manufacturer of semi synthetic 2t that recommends mixing at ratios higher than 50:1

Have to agree with 0007 - this subject has been gone over time and again without consensus Machinery Lubrication - an online magazine is a good read Perhaps Andy should have an "oil" section and put all the posts in there

Wobblenorbed - are you a TIG welder? Filler necks are right on the limit of aluminium welding and ideally you will need a set with wave balance and high frequency for arc shaping

I agree that there are some riders who like the lightest most tricked up bike they can have, but I know of many more who are fed up with bikes that break too easily. It depends on how you ask the question as well. If rule changes are portrayed as merely increasing they weight of the bike they will be unpopular. but if the benefits are explained such as lower cost or greater robustness and reliability they are much more likely to be accepted. The pro gearbox is a brilliant piece of design and is fine for WTC and supported riders, but for clubmen on limited budgets its just too weak. Beta on their 2014 models have made modifications aimed at reducing sump guard flex and the damage it does to the engines.

Probably lighten your bank balance more than anything!

On a TY80 which has the same type carb fitting I just stick it in with a bit of neutral cure silicone (Hylosil) Sammy Miller used to do older gas gas filters and at a good price

Don't know about a video but its an easy job. Take some digital photographs and mark the linkage parts so you get them back in the right way round. It sounds as though some of your bearings are worn out. You will need a vice or press and some of the right sizes sockets or round pieces of steel to push the outer cages out and in with.

The hammer works but you can get more control with a hydraulic press which most garages have

JB Weld is a high strength epoxy - you can apply it yourself. It is very good for all sort of alloy repairs. The industrial size is economical. ESAB do an aluminium solder / braze which can be used on thin metals that can't be welded. I have not used it myself yet but have seen good results on water pumps.

I thought Vertigo was a Hitchcock film starring James Stewart - and a very good film it was too. All the best to Dougie and his partner(s). All they have to do is make a bike that incorporates the best and avoids the worst of current designs. Due to CNC, CAD and availability of subcontract off the shelf parts, making a new trials bike is not that difficult, particularly if there is a hub of this sort of activity and expetise in the Catalan area. Most motorcycle engineers could probably specify well over 90% of the bike with a couple of days work. Also because of CNC and CAD batch sizes can be very small. Back in the early 1980s it used to take about 12 hours of skilled work on a lathe to make a decent pitman screw, In 2004 the same item could be made perfect in 3 &1/2 minutes on a Hass CNC machining centre.

I think you are now in the unfortunate position of having conflicting advice from different sources any anyone could be overlooking something that they assume the others will have done. Beta Rev 3 handbook recommends 10 hours running in and permits use of mineral oil at 25:1. Engines do not always run in properly on fully synthetic, this is possibly why Beta UK have suggested a far leaner than normal ratio of 100:1 for running in although this is certainly not something i would advise. check the edges of the ports, they should be radiused / smoothly rounded, NOT SHARP. Its just possible the borer / honer has forgotten to do this.

Hagon website is worth a look

Observer No 1 - I guess Buckinghamshire is pretty flat - see my comment RE James Dabills bike and revving. Gas Gas used to recommend 67:1 (1.5%) but have now changed that to 50:1 (2%) The way some riders seem to enjoy running lean ratios contrary to manufacturers instructions baffles me, as I commented earlier in this thread if any one thinks less oil is best why not try it with gearbox oil, coolant and brake fluid as well.

"If anyone wanted what you suggest then the aftermarket suppliers would be making thicker bashplates casings etc, they don't cos no one wants it, " - quoted from #99 Can't agree with the above - When J Shirt and latterly N Birkett produced thicker aluminium flywheel cases to replace the flimsy magnesium cases on TYs plenty of people bought them. Plenty of people buy bash plate extensions, exhaust and frame protectors etc.Just because people don't specifically ask for it does not mean they would not like it if it were available.