2stroke4stroke

This http://www.motorcyclistonline.com/howto/replace_fork_seals/ should give you enough of an idea. Once you have them apart and the outer "scraper" removed you just carefully prise them out.

Folk these days have other things to do having given up their time the rest of the year to run trials. I shall invoke JFK and suggest you contact your club (probably too late for this year but...) and offer to run a Christmas trial next time round.

I've only ever repacked one central box and that was on a 348 Mont, in conjunction with doing the tail silencer. It certainly made the bike run a lot more smoothly and probably quieter if I remember. My Pinky had a Birkett silencer which was fairly quiet and is, I believe, the one to have. I saw a restored Pinky last week that seemed to have a new one fitted so presumably they are available again.

70:1 sounds about right for semi synthetic but the importer will confirm the correct ratio no doubt. The essential thing is accurate measurement of the oil, use a hypodermic syringe. "High performance" petrol is needed if it is needed, so to speak. I run my Beta on V Power as that cured the rattling under load on a correctly set up motor. I certainly would not be using it otherwise.

Symptomatic of a general malaise that led to the decline.

I'm more than a little shocked to see the Motor Cycle slipping a phantom apostrophe in to the plural of Ariel. No wonder the Empire disappeared.

The original 348 bars were larger in diameter and stepped down at the grips. There was a thriving market in spacers to allow the fitting of Renthals. And, believe it or not given modern tweaking, adaptors to set the bars back toward the rider.

Should be possible - what sort of BSA unit? Back in the period a chap up this way fitted a Triumph twin in to a "blue" Bulto. It always seemed a bit top heavy to me but didn't half go. Mind, his road bike was a BSA frame with a Saab motor in it.

I can't remember which one it is as I've just chucked the bottle but Silkolene do an oil designed to be used in air cooled motors. There's a fair bit of info on the website but I e-mailed them to discuss mix ratios and got a worthwhile reply. Try speaking to them.

It's normal practice to put it (if only using one) as near directly opposite the valve as possible to reduce the effect on wheel balance (these things aren't just used on trials bikes before someone says the balance does not matter - but I have known people balance wheels on trials bikes).

Two bikes in a Multispace no bother and mid to high forties with the old 1.9 normally aspirated.

I would just mount a lever on the bars or somewhere on the frame and run the cable to it. Or something like this. http://www.adrenalin-pedstop.co.uk/p-Domino_manual_choke_lever_for_handlebar_mounting_-5146.aspx?gclid=CP3as8TR4LMCFSHHtAodNEAA2Q

http://www.ebay.co.u...ME:B:SS:GB:1123 Gulp! Think I'll watch those rocks a bit more closely in future.

BMF etc are not likely to get involved again, the arguments are over and done and the Eurocrats aren't going to relent on bikes generally - FIM must have an in, for say, exemption for machines taking part in an approved event (where the circumstances are so far different from everyday use and bikes in the hands of skilled riders). FIM did after all reach agreement with "Europe" on what constitutes a motocross bike to avoid the application of certain other rules.

Why? I'm sure those just a little older than me saw it as some sort of golden age in trials when almost every bike, of the tens of makes, had a Villiers motor. Surely the name on the cases does not matter. Is a Sherco motor inferior just because it's in a Scorpa frame? Wouldn't the ability to buy in the core of a bike enable more manufacturers to offer more bikes at a better price. And I'm sure they could ignore the World Championship with little adverse effect on sales. Get the local expert winning on one and that's as good or better.

BBC did the Scott well with a half hour's worth many moons ago.

Well Jordi, despite being MCN, there was no shock horror story, merely a calm reporting of legislation which will bring in requirements totally unsuited to a trials bike. One would like to think that, regardless of how the news might be presented, the World body of motorcycle sport would show some interest in not ultimately seeing the demise of, for instance, the SSDT.

Lack of obsolescence can be a virtue in the eyes of some buyers.

I suppose that, after a fortnight's silence, we can take it that the FIM ain't interested (as would seem to be indicated by Mick Wren's comments elsewhere).

Is there not likely to be a difference in the disc valve between SWM and Aprilia?

I don't know what your budget is but I would have thought it is a bit of a buyer's market in old modern bikes (if you know what I mean) - there's no need to buy something that already has a problem.

That's a clearer explanation on the website and, whilst we haven't seen the terms and conditions yet, there's no doubt that £8 is a bargain premium if one wants the cover, as we will probably find next year when the insurers come back with a year's worth of road racing payouts behind them.

Or you can compress the forks with a strap before lifting the bike in - I did thta anyway with the old model.

And the rear modutop is designed to be easily removed for just that situation - there's a tool to do it clipped in to the lid.

Of course, a 125 is a125 is a125.