This thread isnt providing much in terms of objective analysis of advantages / disadvantages.
My gas gas like many newer bikes has a keihin PWK 28 carb. It does have very smooth power but it leaks a lot of petrol when dropped despite floats being set correctly.
In addition the carb is more susceptible to weather / altitude than say a dellorto.
When i went to Valtellina 3 day in the alps we were riding between 1500 and 3000m above sea level. I was re setting the mixture screw all the time.
So does the fi system on either the mont or the ossa adjust for weather and altitude? Given nobody in this thread has reported an fi system failure it would be a significant advantage to me if fi was self adjusting next time i go to Valtellina
Agreed Ross
This is why i was asking about fitting a battery into the 4rt circuit. Could it then be run with a lower tickover if the battery re charged at higher rpm. Needs an alternator as well to recharge
Yes dadof2 but to repeat an earlier question how many people who have owned a 4rt or ossa have had to replace a component of the fi system? This isnt a question for you unless you have owned one of these bikes
Before people start bringing tales to this thread about cars vans etc they owned can we restrict it to two wheeled off road vehicles where possible?
Id like to know if anyone with a 4rt or Ossa has had to change components on the fi system. Sounds like JRSUNT hasn't.
Issues with carbs
They leak especially keihin and mikuni.
Bikes are effected by gradient, not good for trials.
They ice up in cold weather.
Im no fan of the 4rt but the only issue i have with the FI is the high tickover which, i have been led to believe, is required for efi to be powered.
FI wins for me
How about if you cant spell colour its a five ? Just kidding.
Rules have developed to try and fix other problems such as section severity and a handful of people being way too good for the rest of us.
If you started with a clean sheet of paper i think the first thing to do is to set some proper criteria for sections
Ok needs a different thread as to why a mont has to tick over at 1850rpm then. Or are you saying it is for the fuel injection but not an issue for starting?
KTM wont have 10/42 sprockets though and i think smaller sprockets wear faster as chain is pulled into smaller circle
Used to run o ring chains at the ssdt on yamaha tyr s and tyz. Chain would last till Christmas after ssdt but would need a gearbox sprocket in that time. Downside is you lose power with an o ring.
Yes shedracer it is good except the high tickover. Would building a small battery into the circuit mean a 4rt could run lower tickover speed ? Apart from the idle speed its difficult to fault from my experience.
Read the beta thread about the bikes idle speed dropping when pointed downhill. Absolutely ideal on a trials bike. Fuel leaking from bikes when dropped or leant against a bank while the rider walks the section is not ideal from an environmental point of view. My diesel van is on the same pump and injectors from new. Its done 87000 miles, it ticks over at 1000rpm unlike a 4rt and it doesn't flood if parked on a hill. Dont try and tell me efi cant be done for trials bikes, its just a matter of time
Ourian if we do away with the stop , dab stall = 5 why is this a problem from your point of view ? I dont see a logical reason to bring up the stalled engine rule other than an attempt to make the discussion more complex.
We could have rules that require forward motion regardless of engine status or a rule that says a stall is always a five. I'd rather have the former.
I didn't realise what i thought was the last of the 349s was called a 350 ?
Silver frame proper plastic tank swinging arm swept up at rear, thats the model i thought this bike was. Also had improved kickstart.
Tk pilot jets are strange. There is a bore hole but also 3 or 4 holes at the top. Its these 3 or 4 holes that increase in size with bigger number jets. I think more fuel is sucked through the bore hole as these holes increase in size. Definitely bigger number is richer on tk
