baldilocks

ben an m6 bolt is 6mm wide so wont fit in a smaller diameter hole like a gas gas clutch cover.

two points and just trying to be helpful. I bought a second hand pro with similar looking bolts, when you pulled the clutch in the clutch case was moving slightly, so I wouldnt recommend them, they chewed up very easy as well. the other point is the description says M6 thread with 5mm allen head. Virtually none of the bolts on a gas gas motor are M6 they are all M4 or 5 i think.

Exactly. Clubs need to mark out sections which riders can actually ride within the rules and observers as far as humanly possible need to apply those rules. Trials is a farce, its about how much cheating people can get away with and how far rules can be bent. Harsh but when you stand back and look at a trial thats what happens.

Tech forks on my sherco are very good, better than marzocchi out of the box but everything can be improved.

OTF if you read the original post i'm talking about the same bike with limited parts for a WTC season not for just one event. One disposable bike per event is what we have now in some cases....

I have said this before but think its worth repeating under stop permitted a rider goes back a couple of inches, observer doesnt give a five nobody appears to think this is an issue stop permitted the rider stops for 0.00000001 of a second, observer doesnt give a five and people are jumping up and down going "see it doesnt work it s rubbish its not modern trials blah blah blah" I have regulalry seen good riders moving backwards and getting cleans, joe punter does it with his foot down its a five. Observing is somebodies opinion , its subjective and whatever the rules are they will not be applied correctly at all times.

THIS comment from a scotsman who gives free access to a website.............. Me defensive, well perhaps !!

If he is doing a rebuild then i presume he's going to change main bearings and seals so doesnt matter if he cooks the seal when splitting it does it ?

thanks for posting copey but i dont have an issue with the std clutch ? what problem does this solve ?

On an early pro I had the air filter box wasnt sealed properly next to the boot that fits on the carb. During the trial loads of mud was getting in the filter box and some was getting past the element into the carb. Later models are sealed as part of the PDI process but I gess the glue could fail over time. How much muck is on the filter when you change it ?

Well unfortunately we are still on the stop / no stop debate and as others have said there is more to fixing the current decline in participants in the sport generally than the rules to be run at a world championship event. SO can we first of all limit this topic to ideas to increase sales of bikes or participation excluding changing the rules to your preference in terms of stop / no stop. There are plenty of other threads running for that debate. Just had a thought today about quality of the bikes we buy. The current bikes are very very good at what they do but the quality issues continue, although this does vary manufacturer to manufacturer year to year. Trials bikes have always needed parts but now they seem particularly expensive and this affects the prices of used bikes. Anybody buying a new bike every 12 months is spending a lot of cash when used bikes sell at around £3k and new ones are around £5k. So can we solve two problems here ? Can we influence manufacturers to make their bikes more reliable by limiting the parts they can change during the world championship season ? This could drive development in a different way rather than just lighter / more powerful. For example Cylinder Head and Crankcases are sealed and if the seal is broken to carry out a repair ( can you tell what I was watching yesterday yet ?) then the rider incurs a 10 mark penalty at the next event. Or sealed rear and front suspension units ? How about making the bikes production models with changes only permitted to carb and ignition ? This could mean manufacturers spend less R&D making bikes for a top 5 that are of no use to us and more time developing a bike that will do the job for more than 6 months. From what I see a lot of the supported riders get through 2 - 3 bikes a year, the paying punter cannot afford this. If the bikes lasted longer and you didnt lose as much on them more people may buy a new modern bike rather than a twinshock or air cooled mono which people argue is likely to lose a lot less. The above also reduces manufacturer costs as they dont have to give the top lads so many bikes per season. Section severity may reduce as a by product if the bike isnt seen as a disposable item. This may seem alien to some but we did start out with a concept called a reliability trial.....

that bosi shock is cheap. Most other aftermarket ones are

not sure if the layout is the same but i filed a groove into the upper side of the head steady on my 2007 so the cable didnt get nipped by the tank. i have had those symptoms on a yamaha before but lubing the cable cured it.

what rear shocks were fitted ?

i walked into the kenny the rooster thread at about 10 pages and was over the moon !

Woody the shop by the Tyne Bridge closed in 87 and the business returned to shared smaller premises in Gateshead High St. Sunderland was next stop in a garage on the back of a house then to an industrial unit before finally closing altogether in late 90s. I think some remaining parts went to australia and the rest to the uk, cant remember who.

Probably 1984 SSDT Peter became Ossa importer in Dec 83 I think, with the promise of a 303 model than never actually saw the UK. Roger Holden had already had the white tanks done as part of a packge to commemorate 25 years as Ossa importer, the bikes came with Fox rear suspension and a couple of other bolt ons. Quinns also got loads, like van fulls, of Ossa spares including enough tanks to fill most of the spare rooms in the Gateshead shop. Your bike will have either been a Jubilee or the standard one with a white tank.

Only ever split one sherco, i could only get that gear off by putting the nut back on a couple of threads and knocking the crank through the gear. Gas Gas one just slides off so dont know why Sherco one is such a tight fit.

OTF i'd just oil the cable and it should be light enough. When you extend the clutch arm you reduce the amount the shaft separating the plates travels, often to get the bite point correct you end up with the clutch slipping in the higher gears. Why not just slide the lever down the bar a bit if its still to heavy ?

just rotate the shaft back / out and pull it up.

No Scarllets only ever imported the bikes Tony actually rode as far as i know. Peter Quinn was before this Bob Gollner after. None lasted very long 2-3 years tops

good idea. thinking we need to open the sport to more participants if we can find them. in the euro multi day events they run a route where you can just ride the course and miss the sections out. This may be a way in for people without laying on another route depending on the course ?

remember Mick getting his photo in tmx in his first trial on the Jcm. Given you knew birks i was amazed you bought one mick !

think it was in region of 180psi but thats nearly 30 yrs ago so start at 100 and work up. Has to be nitrogen as well. doubt you would get parts now for the shock. shim stack used to break up and rip membrane. It was made by fournales i think. If the shock is working suggest you leave well alone !