My evil nemesis Dave makes these. The lanyards are really good. Bright colors so you can find them and non-elastic so they don’t launch or hit you in various sensitive body parts when they come off the bike. Dave makes a lot of custom bits like number plates, choke lever extenders and kickstand feet.
NOTE: Dave isn’t really evil it’s just that I can’t beat the guy. Even though I’m on a ‘20 EVO Factory and he’s on an ancient TY175. 😃
It's the bike not the rider. My ty has almost 50 years of experience. 😀
Getting back to the original question, I've never had a problem with a magnetic kill switch so I would not differentiate between Apico and Leonelli. I use the switch to disable my motor every time I stop, so IF the magnet ever came out it would be more likely to be when I am stopping rather than falling off. I wouldn't use the curly lead type sold for outboards as they are too stretchy and probably won't cut the motor unless you totally dismount.
My only issue with kill switches is the strap itself. Mine frayed for some reason and broke so it currently has a knot tied in it. Eventually I'll get round to replacing it. I really liked the link to Etsy but the postage costs more than the item so that's out.
I've looked for a less expensive way to ship to the UK than the US Postal Service, but haven't found one. Would a UK discount help? If it would help spur UK sales, I can consider it. Also, shipping for any package 4 ounces or less costs the same, so ordering multiple items at a time is a cost reducing strategy.
I've been making these cast plastic "feet" for the original TRS kickstand for several years. They're a big help in keeping the kickstand from "tent staking" into the ground. PM me if interested.
I ~think~ the flywheels were lightened mid way through the 2018 production run in order to quicken the engine response, could be worth trying to find out via importer or factory and see what was different?
Out of curiosity why do you feel you need more flywheel weight on a 125? What type of feel are you trying to get out of this?
Usually on 125 your wanting a fast revving bike to get to the mid range and most importantly wide open where the power is quick when it is needed. Increasing bottom end is also a big thing to do but only so much can be done there without harming top end. I just dont see the benefit of more flywheel weight on a 125. Just would make the throttle response slower, rev slower even though it would hold rpm longer thats why you see guys keeping the throttle on at the top of obstacles on 125 more often. Then again its probably my riding style and being able to push a 125 to the limit on big obstacles is why i feel this way. But im still curious on your thoughts. good luck on your experiment.
I'm looking to make the engine a bit more stall resistant. I'm a 63 and have been riding trials for a hand-full of years. Prior to the TRS, all of my trials experience was on a ty175. The ty, by comparision, is impossible to stall. I'm hoping that with some percentage more flywheel mass, there's a sweet spot. A place where the engine is less likely to stall, but not too sluggish either.
I've been pining for more flywheel mass on my TRS125. A commercial flywheel weight is not available. Here's the solution I came up with.
On my 125, there's about 5mm space between the flywheel and the crankcase. I machined a 4mm disc from mild steel that attaches directly to the back of the flywheel via tapped holes added to the flywheel.
I haven't ridden the bike too much yet. My first impression is that perhaps for me the weight should be a bit less. This one weighs about 11oz. Does anyone know what is typical for a 125?
There is a "ONE" model of the TRS 125. You can see the differences.... carb, shock etc in the spec sheet. I'm guessing with the limited numbers of 125's sold, Jim Snell decided to just bring in the "RR" model this year.
You're right. I checked with my local TRS dealer. For all displacements, he said sales of the ONE models have dropped to almost nothing since the RR models came out. Because there's only a $600 difference, customers are going for the RR. He said a ONE model can be special ordered for $1000 non-refundable deposit and 6-8 week lead.
Thank you for the offer! I don't think I'll make those this year. Are you going back next year to TTC for Trials Training Days? I'm planning on next year.
I forgot to add... Congratulations on the new bike and enjoy!
I hope to. Parked next to a group of guys from upstate NY. It's an incredible place to ride. Well worth planning to stay for an extra day or two.
I'm right in the same age range and and been riding trials for 2 years. I have owned newer Gas Gas and Scorpa 125's. The newest generation of 125's will do just about anything an aged Novice/Intermediate rider needs to do and I imagine the TRS 125 is right there with them. I had a Yamaha TY175 which is an awesome bike, but a new 125 is so much easier to ride and I sold the TY to concentrate on riding modern trials. I hope to get a ride on a TRS 125 sometime, but my local TRS dealer doesn't plan on having one this season. My '18 Scorpa 125 Factory is everything I want and need right now anyway! Go buy one, you won't regret it!
I ordered a TRS 125 yesterday and should have it in a week or so. I see you're in NY, I'm in MA. If we cross paths, you can try mine.
Are you planning to attend any of the New England Trials Association events this season? There's a couple in NY (Hoosick & Northville).
I rode the 125 at Trials Training Days in Tennessee recently and I am enamored. I'm in my early 60's and have been riding trials for several years on a ty175. I've ridden several other modern bikes and this is the only one I've ridden this I can see owning. I found the engine to be torquey, with considerably more power than my Yamaha. It's a surprisingly easy bike to ride. I overheard one expert rider make similar comments in his assessment. For me, it is likely more bike than I'll need for the trials skills I'll develop in this lifetime. :-)
I put an extension lever on my ty175 from tyoffroad. It's a noticeable improvement. Using a kitchen scale to measure the actuation force, it lightened the pull by about 15 percent. The pressure required to push the clutch lever fully open went from about 7lbs to 6lbs.
I just installed the clutch cover from a yz125 on my ty175. With the yz125 cover, oil starts running out of the overflow hole at about 500ml (even after distributing the new oil around the crankcase). The fill hole is in a different location and there is no dipstick with the yz125 cover. Instead, it has an overflow hole located near the front of the case and below the primary gear on the crankshaft. Looking at the dipstick on the ty175 clutch cover, it appears the oil levelshould be at about the top of the kickstarter shaft. This appears to be (more or less) where the overflow hole is located in the yz125 clutch cover. The yz125 cover is more compact because there's no space for the injector pump drive gear, so guess this makes sense.
I'm hoping to get confirmation that around 500ml is the right amount of oil for the ty175 with a yz125 clutch cover. Any help?
I've been using Spectro Clutch Saver in my two ty175's. There's a moderate amount of drag when the engine is cold in one of them. Hardly any drag with the other one. I think that I used a surface plate and sand paper to dress the plates in the better behaving at some point in the past to insure they were flat.
Yamaha Enduros from the same era as the ty175 had special rubber bands to keep the plates from sticking together.
I participated at Unadilla and was surprised by the small size of the trials field. I agree with the earlier sentiments that it is unfortunate AHRMA is unwilling change to allow more old bikes in their trials events. At Unadilla, there were at least half a dozen TLR200's being ridden around. I contacted Debbie Poole (AHRMA trials coordinator) and suggested that some of these bikes might have entered had the rules allowed them. Haven't heard back.
I don't understand why the window of what is "historic" isn't periodically be adjusted to reflect the passage of time. My understand is that this happened in MX and now the "post vintage" classes surpass the others in participation. Certainly, parts availability and the increasing rarity (and cost) of vintage MX bikes drove the decision to do "post vintage". AHRMA needs to do the same for trials.
Kudos to Gordon for all the work designing the sections and organizing the event. It was big fun for all.
Magnetic kill switch lanyards
in General Trials Talk
Posted
It's the bike not the rider. My ty has almost 50 years of experience. 😀