If you carb has a drain screw and a small spigot on the bottom of the float bowl, then connect a clear hose the the spigot and run it up the side of the carb
Open the drain screw and see where the fuel level is
I have an issue with static setting of the tab on the float tang
It does not give you a specific reading of where the fuel is in the carb when it is fully assembled
It wouldn't surprise me at all if after 20 years you had sacked out fork springs or spring. I don't remember if the USD Paiolis had one or two. They may also have had a spacer in them. It's not uncommon and an old trick from my Bultaco days was to put a Chevy valve spring in the top of the Bul fork to stiffen it up
Adding more spring to a spring cannot make it stiffer, actually there is no way whatsoever to make a spring stiffer, you can only increase the preload
If you want more rate then it takes fewer coils and or thicker wire, this means replace the spring entirely
Great day snowmobiling yesterday, looks like a half meter of fresh soft snow on top of about 2 meters of hard snow, most of the places we rode had no tracks anywhere
Spent the day on a 2015 Ski Doo T3, 165 hp, 174 inch track with 3 inch paddles
Pictures don't do this sport justice, snow ain't all that bad!!
If the caliper and brake fluid in particular are hot and then cooled quickly in water it shrinks and it is the opposite of hot fluid pushing up to the master as it expands, it kind of sucks fluid out of the master as it shrinks back so ye the lever can feel spongy when that happens
If you recall the YZ 400 was produced to compete in the 250 2 stroke class not open class (so the comparison you pose is Moot) and it wasn't long before no one raced a 2 stroke anymore, I was a service rep for Yamaha when that happened and I can tell you that both the 2T and the 4 T had the same suspension technology
I cannot argue the point of expense, some of this does raise prices, but again, I bet people thought the world was ending with single shocks, and CDI and cartridge forks and Disc brakes and the list goes on
And for the record I like the character of a bike that is imperfect like our current carb bikes but I have no doubt they will get cleaner and smoother and have better fuel economy and last longer with EFI
I don't buy the more expensive thing when your engine lasts 2 or 3 times as long and you don't have to fix it
If peak power does not mean anything why does the FIM restrict 2T to 1/2 the capacity of 4T?. A 4T may hook up better, this might be because the of the power characteristics, because they have less power or a combination of both.
You cannot compare just the cost of the throttle body, there is the more complex or separate ECU, fuel pump, potentiometer, larger alternator etc.
And No, I did not say EFI is no good for a trials bike. My point is that on a 2T trials bike EFI has not demonstrated any competitive advantage and the added cost and complexity is a disadvantage.
It may be that EFI can never work properly on a 2T because of the residual fuel in the crankcase. It may be that to get the advantages of fuel injection onto a 2T it has to be high pressure direct injection (as on watercraft) but that is a whole different and expensive ball game.
Well Dad I realize now that you simply cannot grasp the long term value of progress, it's not an insult, I have met your kind before, at some point it probably happens to everyone
here in North America you can race a 250 2t in the 4t class but you wont win anything, you can watch it happen, the 4 strokes killed off the 2 strokes lap time wise even before EFI came about
But this is about EFI, how can You say
"It may be that EFI can never work properly on a 2T because of the residual fuel in the crankcase"
Wha?
EFI is just a cool precise electric carb, no Venturi just electronic fuel delivery, what has that got to do with residual fuel anywhere?
It may be true that it offers no competitive advantage right now, I will give you that, it will not make me ride much better
Let's move along, you can keep your carb but don't try and stop the future from happening
It's surprising how well a trials bike works in snow, it's a bit like sand, you stay on the gas and keep your weight back and be ready for a little slippy slidy
It's easier to be first or second and cut your own line as the tire groove is sketchy
Always wanted to ride on hard crust, it's hard to find but ive done it on atv's and dirt bikes and it's fun as heck
My breakthrough in learning to move the rear wheel sideway was turning right to move the rear right whether stationary or in motion. If you watch anyone moving the rear to the right you will see a moment when the bars turn to the right when it gets airborne.
That's how it feels on a trials bicycle too
It's like the front tire is stuck to the ground hard enough that you can use that to lever against
"Where EFI has become common such as in MX the bikes do not seems to run more reliably or better than their carburettored equivalents. I suspect at least some of the gains people attribute to EFI are actually due to improvements in ignition mapping, not the fuelling.
I'm going to argue that point, the modern big power MX bikes have benefitted greatly from EFI, they forced major carb developement and in the end eclipsed their potential and carbs became a pain in the ass, I bet there is not one person in the pits that wishes they had a carb back, those engines require very precise fuel mapping and carbs just can't do it with 3 circuits
EFI did wonders for these bikes just like it did wonders for street bikes and ATVs and Snowmobiles and and and
I can see a point where a fellow may not trust a small manufacturer like Ossa for example to not make diagnostic equipment available but there is no denying that EFI improves fueling and therefore improves everything else that comes after it like engine life and power quality etc
What Happens Next?
in Trials Videos
Posted
He was just turning around, happens all the time