heffergm

Erm... it's a custom frame with beta parts stuffed in it. I'll beg to differ with the the guy in the post, who seems to think it's god's gift to beautiful welding. It looks rather awful, but that's just me.

Stoner will be testing for Ducati next year. He's not interested in a full time return.

I kind of doubt it... it will interesting in so far as it's interesting to see Stoner back, but if he's on the pace of the guys at the front I'd be absolutely astounded. To be out of top flight competition for this long, if he's within of second of the front guys I'd be surprised.

https://www.google.com/search?q=beta+trs35&rlz=1C6CHFA_enUS555US555&biw=1280&bih=705&source=lnms&tbm=isch&sa=X&ved=0CAcQ_AUoAmoVChMIr5Hk3o2LyQIVSfI-Ch33CAOP#tbm=isch&q=beta+tr35

Someone at ossa had an interest in the bike. I still think the packaging of that motor is fantastic.

Aside from Petrucci, who completely took evasive action, no one really waved Rossi around. They didn't make life hugely difficult for him either, but given the pace difference there wasn't much point in them trying to do so. It was a good ride from the back, all else aside.

It would depend what mode you ran it in. Although it would of course be an 'on your honor' setting, since a flick of a switch is all i takes to dial it up. I'm pretty sure it'll make more than 10hp in top setting.

I suspect there aren't a lot of people putting their kids on $10k USD bikes. The base consensus seems to be it's a good bike, but given the price there isn't a lot of impetus to switch.

Interesting observation... I hadn't really equated the two, but now that you mention it, it was always after a downhill run that I noticed it on mine as well.

It's all down to the compression of the front fork against the obstacle and good timing. He's not just riding a wheelie then magically getting airborne. You'll see right before he launches he hit the top of the cement block with the front wheel, compressing both front and rear suspension. That's where all the lift comes from.

This is what the 2014 owner's manual specs, and what came on my 2013 (i.e. as delivered from the factory, it had a br7es fitted, not a bpr7es): Spark plug ............................................................................ NGK BR7ES

They're the same heat range, the P is just the protruding electrode version. My 2013 used a br7es fwiw. I wouldn't expect the 2015 is any different, but I don't know for sure.

They're pretty similar... nothing that's going to make you any better. But if you want newer they fit the bill

So there's a used '14 Factory Replica for sale near me. Ostensibly it has ~10 hours on it, although I haven't been to see it yet. From what I can tell, these went for something around ~$8500 new. The asking price on this one is $7k. Aside from buying a bike built by a currently defunct manufacturer, is there anything I should be looking out for specifically on these that has proven to be a problem? I've only got experience on an older GG 250, which I liked enough to consider buying this one. The transmission on the one I rode was a disaster (horrible dragging when trying to shift gears once the trans was warm... I'm going to chalk this up to a 'well used' bike, but if this is something more endemic, let me know). GG's current state of affairs gives me pause, but I think there are probably enough spares to go around for the life of the bike in my hands. Maybe for $6500 or so it's worth the risk?

This is at least as cool as Bou's dead engine vid...

You're probably going to need to go with motocross pants of you want to fit a big brace and still be able to bend. Took me a while to find something, eventually ended up with Klim.

If you have zero riding experience on anything (enduro, street bike, etc) and a trials bike will be the first motorcycle you'll ever throw a leg over, definitely don't get a 300. In fact, I'd probably say find a 125. But if you have lots of other riding experience, especially if it's off road on enduro bikes, it doesn't make much difference.

It's a token piece of plastic manufacturers feel obligated to put between your leg and the chain.

Not really sure about the flywheel weight. It may have had a slow action throttle on it, I'll have to ask. However, it did feel almost exactly like a 300 Beta I rode with a low compression head on it... but again, that may have had the slow action throttle on it too, I'll need to ask. The GG definitely didn't lack power. Out on the loop once you open the throttle it certainly went, and it would lug me around in 5th at any speed without any problem. Not quite the torque of a 300 at low revs in a higher gear, but that's certainly normal. It just lacked an immediacy right off idle that felt odd.

Today I borrowed a GG 250, probably 5 or so years old. I'm used to a 300. The off idle response was what I'd call very soft. My 300s, Beta and Sherco, were both very crisp off the bottom at small throttle openings. The 250 felt like a 300 wrapped in a moist blanket. I was considering a 250 as the next bike, but I really didn't like the lack of crisp throttle response. So I'm wondering of this is a normal 250/300 difference, or of the one I rode was just way past it's prime, or maybe it's a GG thing?

So I can't do this yet on flat ground, but curiously enough I found it easier to start learning by rear wheel hopping from one obstacle to another. This way you get the feel for the correct bike position and what you need to be doing with the clutch, but you can also carry a bit of momentum to help you through. Basically I just set up two large logs parallel to each other (each about a foot 1/2 high... make sure they won't roll) and 3 or 4 feet apart. Zap onto the first one, get the front end high, and then think about launching the back tire into the next one with a little clutch and a stab of throttle. Then when you land the next one, still thinking about keeping the front end up and your weight back, you'll need to feather the clutch some more to keep the bike from stalling, then as the front end starts to come down power off the log. Good fun!

Can anyone confirm one way or the other if the 250 has the same clutch spring retaining washers that you can flip to change clutch pull effort that the 300 has?

Extra grip aside, MX boots have tons more protection than trials boots. You'd never catch me on the enduro bike with trials boots. I'd have broken toes and feet more times than I care to remember.

It's perfectly normal that with the engine off and bike in gear the rear wheel doesn't spin freely.

Sounds good. I'm going to see of Stu will rent me something to ride. Senior B here I come...