arnoux

In relation to chat about main bearings above - There is a gallery in the transmission that basically catches oil "thrown" up by the gears rotating. it feeds this transmission oil into a gallery behind the LHS main bearing and between the seal behind the stator. Centrifugal force from the rotating main bearing forces this oil to lubricate the LHS main bearing and ejects it out through the little hole in the outside of the bearing (that lines up with a hole in the case) and back on top of the transmission sump plug. creating a lubricating system for the LHS Main Bearing. If the main bearing oil seal is shot, or if the hole in the bearing is not aligned with the hole in the case, it allows transmission oil to get into the crank and hence the smoke. If a LHS main bearing it is not set properly in the case, and is "rotating" under revs or load, the evacuation hole may be out of alignment "sometimes" and hence forcing tranny oil past the bearing seal, into the crank, and hence the smoke. This is pretty much why Gas Gas stopped using the magnesium cases. The maggy cases would heat up (and hence expand) much quicker than the steel main bearing, and they could "spin" in there housing if revvved hard in that little window between when the cases swelled as heated, and before the bearing caught up. Also check your flywheel key is not sheared. This can allow random ignition timing as the trigger point moves in relation to the crank angle.

https://drive.google.com/open?id=1-Hwu08MFTAQjuCGlnU-X-5itAWDVVt6N or page 28 of the User Manual.

Looks and sounds like crankshaft main bearing oil seal (LHS)

second that on the crank seals, if there is il coming from the exhaust.

S3 Hardrock Aluminium.

Fans "pull" air from the front of the bike through the radiator, they do not "push" hot air from the engine side through the radiator - so surely you can look at the fan and figure that one out!

No actuating pin or jam nut on that lever.

Are you referring to the Aire (air cooled) or the Delta (water-cooled), both are from 91? The Cylinder head O Rings on the 91 Delta are listed in the original parts book as: M01619115 80mm x 2.62mm and M01619110 125mm x 2.62mm The Aire gasket part number is not listed in the original parts book, but it looks like a paper gasket.

Did you replace the shaft as well as the seal? Usually have to do both at the same time.

TRS supply us a kit with all the homologated parts in it. It comes with the new bikes. It has the bigger headlight, speedo, reflectors, mirrors, proper rear light and number plate hanger etc. Most of the images you see are the "racing" or non homologated version because............. it LOOKS WAY BETTER!

It's available, I have plenty in stock. Must be some suppliers closer to you in the UK that have them too.

Hebo 4 pot calliper repair kits are still available, just google the Gas Gas part number for them, which is BT27922201, and you will find the source.

Here is an explanation of the early chassis numbers. CHASSIS#explanation.pdf

And the sight glass will just press out of the old cover, and transfer into the new one. No need to order that.

The Gas Gas part number for the exhaust O Rings is C290000 - if you google that part number you will find online suppliers who will ship to you.

These two sentences seem to almost contradict each other! Are we looking for shiny or non-shiny tyres? or just shiny black, but not wet tyres! Also check linkage bearing movement. Not a big one to repair, but it is a common wear area. I always look under the bike - the bash plate and rear linkages are a good indiction of the sort of treatment it has had. And check inside the airbox, lots of clean bikes on the outside reveal all sorts of interesting stuff when you pop the airbox cover! it's a good reflection on owner maintenance.

RACING and GP spec non homologated Gassers are now standard with 48 pilot (up from the 45 of a few years ago)

What year, model? Is it a battery model? You may need to charge or swap out the battery found in the top of the airbox.

Definitive is as per the user manual (below), but your TRS dealer may be able to offer up an alternative. We have had very good results with GRO Extreme 75w

A standard 2011 TXT Pro, Racing or RAGA it is a mineral oil system. (and has been that way since 2004) It has had the incorrect Cap and/or Master cylinder put on it at some stage. Even though the master cylinder pistons look identical, the seal material is different. For the mineral oil kit the Gas Gas Part number is BT460102811 And the manufacturers (Braktec) Part number is 150.00.602C

Dot 4 will swell the seals in a mineral oil system. You will need a new Clutch M/C kit (mineral oil version), two new slave cylinder seals and a flush of the lines to get all that DOT4 out. If it has the original AJP M/C cap, it will be green, not black, and say "WARNING Use Mineral oil" on the top.

There is actually two thicknesses of Belville springs, but you would have the thinner one (1.5mm) in a 2014 bike. Part number MT280632015 There was a 1.7mm spring that is part number MT280232015 that was used from 2002 to 2005 Still used by some riders who favour the greater clamping force.

It should not be like that. The Batteryless kit needs a completely new version of the Software installed, and the TPS and Gear selector recalibrate. Just check it has OEM_250 (or 300) V2.00.Biker110_Vertigo#170(Biker110#320).WnjTwr installed Did you do the installation?

If you get an OKO carb spring (they are a copy of the Keihin) they are significantly stiffer than the Keihin spring. It's a good and easy conversion.

Kickstart shaft support bearings / bushes flogged out.