2stroke4stroke

We just used to rubber band 'em to the handlebars.

Have a look on the Beta UK website, it's based on the position of the screw in the slot on the mounting plate and, I think, varies from model to model. Nobody, not even Lampkin's, knows the timing figure in terms of millimetres BTDC so you can't check it with a strobe.

Might be worth a look on the Bradford Ignitions website where they say they have a carb kit which "eradicates all the problems associated with starting and running of the 4T"?

Yeah, my 200 dragged me back down Cameron Hill after stalling, despite perfect timing. Bultacos were favourite for doing it; back in the days when we did things like riding to school on the Bulto I reversed in to my French teacher's car after the motor hesitated then changed direction while waiting at a give way line. No damage to the car fortunately.

I couldn't use bifocals due to the distortion but wore bifocal contacts for about ten years and now use Clariti multifocals (even better). In each case my vision was just as it would be with good eyes without glasses. Back in the days when contacts were made of hard material one of the guys lost a lens whilst inspecting a section, but it was found. Remarkably this happened twice to the same guy.

I'll second that - don't rely on the markings on the bottle. I once checked these using my usual syringe and the markings were well out meaning that not enough oil would have been used. Not good at modern ratios.

No fee mentioned in the SACU Trials Newsletter last week, which seems a strange omission if it is changing. If it's going up 20% in face of current low inflation levels then it'll soon be back near the old comp licence level . Merry

I can't agree that the Rev 3 is "well outdated" as the main difference from the Evo is the linkage on the latter's rear suspension. At intermediate level I can't see many folk making significant use of any benefit there may be from that. And the Rev mudguards would appear to be sturdier. Either way I'd go for the 200 as it has very a smooth power delivery and plenty enough torque - I was able to use third in some tightish sections on Sunday to overcome the lack of traction due to the frozen ground. I'm twelve to thirteen stone. Don't write a 200 off without trying one - it was designed specifically for British going (if that's where you are).

You need something bigger - a Citroen Berlingo, Peugeot equivalent or Fiat Doblo (a bit bigger inside again) but go for the car not the van because: It will probably have had an easier life. it will be subject to higher speed limits (though I'm prepared to be corrected on that). There are less restrictions on general use, eg you can take stuff to the council tip where vans are barred. You can use it as a car. Insurance will be cheaper (apparently) and easier to get. I made the mistake of saying I would be transporting a trials bike when speaking to my insurer when considering a van and they were a bit wary as I might have had a professional rider travelling with me with consequent liability in event of a crash. They had no answer when I pointed out that they had been happy to insure me for a decade to tow a trailer meaning I could have had two professional riders with me (though the nearest such lived two hundred miles away) - why they thought a professional trials rider would have significantly higher earnings than the other professionals I definitely did have travelling with me was unclear.

This was a not uncommon method of transporting bikes forty years ago, when 400 by 18s were harder (though one would see road racers similarly drawn) and motorway travel less prevalent, but the front wheel was removed and the forks bolted to a tow bar adapter with chain removed to prevent wear and effect on the gearbox. The words "brakes" and "friction" seldom appeared in the same sentence except when separated by "lack of" so that wasn't a problem either The bike just became a trailer so no legal problem (provided the relevant rules adhered to) and, like any other trailer, quite able to be reversed. As for putting the rear wheel in the rack and front wheel on the roof, well, that's how Don Smith, not to mention the speedway boys, carried two bikes and I've seen plenty trials outfits so transported.

XR is the enduro version and will be different to the TL but certainly won't be a ball of fire so it may be suitable for your needs. No doubt somebody will know the prime areas of difference.

I seem to recall that the Comerfords riders were replacing Bing slides every couple of trials back in the day such was the wear rate. I'd go for something better - you can't see the carb when you're riding the bike

This motor not running one is new on me. When did that come in and what possible relevance does it have? If you can restart the motor (and I'm sure we've all bump started a motor in a section at some time) feet up by kick either whilst moving or stationary (depending what "stop" rules are used) then where's the problem? I've threed out of a section before now when the motor stalled just short of the cards - what's the difference between that and the same to maintain way under wheelspin? Or the motor fluffs at the top of that last drop to the ends cards which you were going to ride with the clutch in anyway - would the observer even know?

So, short of actually landing a few feet from the bike, how does one lose a 5 in America then?

Paul Gapping the points on a Bultaco is not easy due to the awkward access through the slot in the flywheel and the magnetic field grabbing the feeler gauge making it hard to assess the friction in the gap. A pal got hold of the cam from a disintegrated flywheel (don't ask) and used that to set things up but the chances of that and his own cam being in the same relation to the system must have been slim. If you think about it opening the points advances the timing, and vice versa, so when you fit new points the timing will change uness you get the gap exactly the same.

I must admit I was impressed when I saw someone start up a stone cold Ossa and immediately he was able to ride it on real section going - absolutely crisp and clean. I'm happy to run about for a couple of minutes to warm the bike up though. I don't think electronics are reliable enough, given that we can get good enough performance without them. Let's face it we all probably know at least two people who have had problems with the electronics on the car where the computer diagnosis has not cured it and they have then gone in to parts swap bingo where new items have had to be bought one after the other until the cure is finally found. At no small cost. Not for me thanks if I can avoid it - I accept I can't if I want a car but I hope someone continues to make an easily sorted trials bike.

Had a go yesterday on both the Repsol and the standard; can't say i noticed the presence of the seat when I was riding it. But I don't ride up ten foot rock steps. And I'm sure the storage would be a boon at the Scottish, not to mention the beneficial effect of the seat on the knees between sections on the road..

They're waiting for production to catch up with the 6 spare barrels per bike required for the US

Fortunately you are in possession of a test rig in which you can assess the shoes - the front brake. Swap shoes front to back and vice versa and see if the problem/solution moves with the shoes. Assuming the braking surface of the hub is not contaminated then you have nothing to lose.

Petrol off. no choke, full throttle, kick. Repeat as required. Should start. Was standard practice in the 60s/early 70s when bikes would "gas up" frequently if they went over in a section.

I've only ridden a 4RT once, at a test day, so have no experience but the most impressive thing about them for me is the vast amount of nothing their riders have to do whilst passing time in the parc ferme each morning at the Scottish. It's decades since Honda had a bad reputation for top ends and I would be very surprised if any real work was ever required to one that had been given regular oil changes and used in trials that did not require revving to valve bounce before popping the clutch.

Assuming you are in the UK, try Shell V-power petrol. With ordinary unleaded you are trying to get an old system to run perfectly on a mix of chemicals never even dreamed of when it was designed. The V-power at least has some better properties - sorted my Beta out anyway so I use it on the SWM too. Sorry, just noticed your reference to Esso SU. I find Shell the best so might still be worth a try.

How do the discs know that the cold liquid is brake cleaner and not water? I've sprayed water from a hand plant sprayer on the same discs for ten years and had no problems. But they are not glowing red when I do so admittedly. How hot are you going to get a trials disc running twice round the car park for goodness' sake.

I'd say a Beta 200 would be ideal. All the advantages pointed out by Shazsfan with the weight advantage of the 125. There may be more 125s on the secondhand market but 200s are generally used by riders who will not have imposed the "benefit" of modern riding techniques.on their bike.

The Beta has been neglected over the last few months while I did things twinshock but, as I have just got the Beta sorted, I thought I should update those who were good enough to respond. Turns out the triggers needed to be replaced, though why that was cured intermittently by changing the plug i don't know.