baldilocks

Gas Gasuk also sell a bigger tank made in the UK I think.

Unless it's wd40 or something else you have used to clean the bike you have a problem. Crankshaft oil seal and or main bearings are the likely cause. Is the bike running weak / pinking?

No news from FIM ?

Just goes to show, depends who you ask. I now ride a TRS 280, I previously had 280 gg. Owned 250 and 300 gas gas at different times but the 280 was always my favourite. Strange but for the very reasons faussy doesn't like it. I liked the low down torque and it wasn't too much higher up the rev range. Didn't really have an issue with grip, just make it pull and it grips. The 250 didn't have enough torque, the 300 was just too much , it just wore me out. All of my 280s and 300s had a flywheel weight. But a lot of very good gas gas riders use them, I suggest actually it should have a heavier flywheel weight out of the box. Last Gas Gas I had was a 2014 racing. I rode a 250gp recently, that certainly had more power than the last 250 I owned so I'd suggest you try the latest models.

Not getting at anyone but nuerous people suggest going back to previous rules but forgetting that they all had their issues. If no stop goes then a time per section is essential to stop the first rider balancing for 7 hours in section 1 and stopping the event.

How did Toby Martyn smile at the end of that video, fair play to him.

So is time the decider if they are all on the same score like in qualifying? @john collins said years ago we need no stop sections with stop permitted rules. A lot of sense in that and everybody wins. Of course right now we have the opposite

The rules are only half of the equation however, organisers insist on putting in sections which require stopping. The riders and observers then have to make the best of it. If the sport , and I mean all of us, think this is the only way to take marks and it's the style of section that riders and spectators want then change the rules. @b40rt has a point however, it's always going to be a matter of judgement just like a referee in football regardless of which rules are used. The objective, from a fairness point of view, is to reduce the amount of judgement required

TRS one will certainly be good enough. I can't hop on the rear wheel but I love my RR

Under ACU rules you cannot protest another riders score. Anyone know if FIM is the same ?

I think you may need to stop looking at the stickers. The shock Busto had on his bike at Addingham looked like a TTX, too big to be standard. I can't imagine they won t change other parts to suit the rider. Jack Price is currently British Champ and has just beaten Kadlec in the world championship so is he not their best rider excluding Busto / fajardo ?

Not disputing Dabsters comments as I haven't seen the severity of the incident he is referring to. But have we not been looking at world trial videos for years a saying why wasn't that a five? Professional observers may sound like a good idea but as the rule stands in terms of benefit of doubt, it's not a stop if you hop or the next rock is big / awkward etc what's the point of a professional observer? You have to have rules which can be consistently and objectively applied. For all the Facebook live, various websites, qualifying, night qualifying etc we don't have the basic of any sport in place, a proper set of rules.

Taff is that quote not related to a car where the clutch is separate anyway? Just keep using what works for you. No need for anyone to change what they use unless they have a problem to solve

If you ever had the main bearings out of a gas gas and seen the size of the pinhole in the bearing case I wouldn't think a thicker oil helps. From memory I think the pin hole is the exit but even so oil needs to circulate. I'm still a fan of main bearings lubricated by transmission oil as opposed to 2 stroke mixed with petrol. However bearing technology and application changes. One of my friends, a maintenance engineer couldn't believe that my 07 Sherco had sealed main bearings. However they worked perfectly, better than the open bearings which were an issue with early models. The quality of the bearing fitted can't be underestimated

Correct, the pin diameter is different but the better Regina and renthal R1 are very good. How much is the DID ERT2 ?

Initially I thought the lanyard must have become separated. It didn't pink which you would expect with it running out of fuel but most of us don't rev it that hard , maybe it doesnt pink if it runs out quickly on main jet

I didn't know you could apply nikasil to cast iron cylinders ?

I now use the NILS stuff Taff. My clutch was fine on dexron 3 atf from the local car accessory shop. However I then bought GRO trial specific ATF and used that , it made the clutch pack swell (GRO!!!) and so the clutch became heavy. so I swapped one of the fibre plates to get back to the correct pack height and i've stuck to the recommended NILS since and had no more problems.

video wont make any difference, there was video of Bou restarting his bike at Penrith a few years ago in a no stop trial but the score wasn't changed

Dunlop fitted at the practice session this morning

Been running them all year but I'll still check tomorrow ?

Some had Betors, similar to the Betors fitted to my twinshock Beta TR240. One of Birketts early 200s did but not sure if they were on production bikes?

A new spring will be quite cheap and easy to fit. You just need to take the inspection cover off , just four bolts not the whole clutch cover, then remove all of the 7mm head small bolts. The beville spring is under the pressure plate. If that doesn't work then either reduce the thickness of one of plates or by 3 new fibre ones. With the correct spring and the clutch pack measuring 9.85mm it should be light enough for you.

No trials bike has a dual mass flywheel. My understanding of the function of a dual mass flywheel is to dampen the effect of the firing sequence on powerful multi cylinder engines. Family cars can now be 120 - 200bhp so more than a cortina which didn't have a dual mass ? The comparison is interesting though in that whilst the dual mass does fail it's coping with a diffent level of power to an older engine. It would be reasonable to compare the effects on a modern engine of fitting a solid flywheel and seeing what happens, what problem were the engineers trying to solve ? Back to trials bikes I started riding in the Bultaco era, when you got told off for touching the clutch in a section at the trials school. Yes you can set one up to work ok but it's a fine line between dragging and slipping. Power output, section design etc have all changed but if you ride twinshock events then it doesn't really matter. When it works the diaphragm clutch is good. The nearest to the Bultaco clutch still being produced is in the 4rt and Beta. Go and have a read of their issues. In terms of adjustment you can adjust the pack height to get faster / slower action which also effects the clutch pull. For the gas gas you can get different thickness steel plates. Once you are happy that the clutch suits you as long as you stick to the same oil it will not need to be adjusted again. Oil is important as some oils react with the clutch fibres.

Rather than change bikes you could go down the 250 barrel route which is expensive but cheaper than changing bike if the rest of the bike is good. You can always re fit the 300 cylinder later if you improve sufficiently.