rich delaney

My son and I have used the E3 plug in our 4RT's for several years without any issue. I have the same plug installed for over 2 years now...

I use the pre-gapped plug as is, works great!

H&D Racing in the UK has the best coverage and strength of all I've used...

It's well ridden too, by the builder himself, Mr. Kramit All.

From my experience over the last 7 years with my 4RT, there's no need to let it idle for cool down. Make sure you use the kill switch to stop the engine. For re-start, never give any throttle, just push the kick start lever through in a moderate way, no need to spin it like a 2 stroke. If it doesn't start on the third kick, give it one kick through with the throttle full open. This resets the ECU, and on the next kick with a closed throttle, it should start. Neutral is hard to find on the 4RT and you want it that way for trials. Finding neutral accidentally while riding in a section is no fun. The kind of clutch/trans oil does improve finding neutral. The best is the recommended ELF oil. I use Castrol synthetic which is easier to find and cheaper, however, there is some clutch drag when cold with the Castrol. Have fun!

What I have found for lubrication that lasts for a season or more is to simply use a very sticky chain lube on the stock needle bearings. Let it dry and reapply a few times. Then coat the plane bearing surface with waterproof grease as well as the dust seals. This keeps the water out, and the chain lube saturates the needle bearings better than grease can. These needle bearings have no real open space inside to hold enough grease.

You should try the E3 plug, I'm convinced that it has prevented some of the stalls I used to have. I actually had the engine momentarily stall and restart, like a 2 stroke will do. I didn't think that was possible with a 4 stroke, but it happened twice since using the E3 plug. The 4RT uses the E3.38 plug. I've had the same plug for 2 years now. Cheaper too...

Stop & Hop was brought to us by the Bicycle Trials kids (like Bou, Raga and many before them) starting in the eighties. Trials bicycles have to stop & hop, it's impossible to peddle one of those bikes up anything. In spite of the fact that trials motorcycles have engines, the officials created sections that accommodated the bicycle trials riders, as you said were able to "hijack traditional no stop trials".

It's funny you mention Endurocross, because it makes the FIM's point for no-stop. Here in the States, many of the current Endurocross riders have come from a Trials background, Jeff Aaron, Colton Haaker and a bunch of other up and coming Trials riders here in So Cal. Why is that? Besides the obvious sponsorship perks Endurocross offers, Trials riders have all the transferable skills and there isn't any one skill that Endurocross requires in order for them to be competitive. Not so for those guys with enduro, mx or any other 2 wheel background that want to try Trials at a mid to advanced level. When was the last time you saw a top EnduroCross rider (someone without a trials background) show up and compete in a Trial? It doesn't happen here. They don't want want to be embarrassed by not being able to stop and hop to get through a section. We used to see guys like Malcolm Smith and Dick Mann at trials events from time to time, but not since stop & hop began. Stop and hop has made Trials a very exclusive sport and the FIM has recognized that. Give it a year and Trials riders will get used to no-stop, the sections will evolve to enhance the idea, more riders will be open to giving it a try and it will be a better sport. The die-hard stop and hoppers will always rant, just see the next post....

Montesa claims the 2012 air box has improved airflow, as best I can tell from the Spanish translation. Dr. Munch, any info on this?

Besides the bold new graphics, does anyone know if the new and improved 2012 airbox can be retro-fitted to earlier 4RT's ?

Has anyone tried one of these evaporative cooling vests (MOTOBOSS or Bilt Cooling Vests from Cycle Gear) during a trial? Do they work as advertised?

Here's a nice 2010, 290 in Calif.; https://picasaweb.google.com/105543902832848825303/2010Sherco290

Here's a thought on the no front end idea, build a styrofoam front end that looks like the real thing and have it break off after hitting something. A little "shock and awe" action...

Thanks Martin, more frustration than genius I think. The main problem seems to be junk in the fuel that the filter couldn't catch and the diffuser would. Maybe our wonderful "reformulated" gasoline was the source....

That carb works better without that secondary pilot jet. I believe it's intended to be something like a difuser but is prone to clogging. After having these symptoms numerous times I finally pitched the little bugger and the bike runs fine with no problems...

YES, best trials bike ever owned!

Can you describe where the crack was again? It doesn't sound like anything on the air intake side unless you mean the rubber intake hose thatr connect the throttle body to the cylinder head? Thanks, Rich

I recently overheard 3 Enduro riders talking to each other about the trials bike they were looking at. All of them agreed that they couldn't stand up on the pegs for more than 20 or 30 minutes, much less all day. I think for guys like this thinking about transitioning into Trials, no seat may be a big deal. It takes quite awhile for most dirt bike riders to feel comfortable standing up at slow speed. There isn't the same fun factor with Trials that you experience on a go-fast bike the first time you sit down and gas it. Trials is an aquired taste, not sure how much a seat would really help develop that. How well did the Long Ride sell, and I wonder how many entered the sport because of it? Rich

I've heard that the single map ECU is really better than the dual map, as there is more memory available work with for a more precise map. Is there any truth to this? Thanks, Rich

H&D is strong and has the best coverage, which is what it's all about. I use a cheap bar press to take the bends out and it pays for itself after a season in the California granet.

Correct, it's the E3.38

Update - After 3 months with this new E3 plug I'd have to say it's better than the NGK. Seems to start easier and I have yet to stall the motor in a section. It's even cheaper than the NGK through Sparkplugs.com. Give it a try. Rich

Now there's an upgraded Dogbone kit I'd buy! Thanks, Rich

Here's what a expert in both Trials and the bearing business here in SoCal had to say about ball bearings being used to replace needle bearings in the Montesa linkage; "They apparently machine out the stock dog bone, but it couldn't be much - by looking at the photo maybe one millimeter? And assuming they used the stock 10mm bolts, then the new sealed bearing would be a 10mm x 22mm. If so, that is a model #6900 with a load rating of about 200 Lbs. The needle bearing that Montesa uses has a load rating of over 2000 Lbs - a huge difference, which is why you don't see ball bearings being used in shock linkages. The next larger bearing would have an outside diameter of 26mm, a width of 8mm with a load rating of 440 lbs. Even if you stacked in three, the total load rating of 1300 Lbs is a far cry from the factory set-up of over 4000 Lbs. Servicing the dog bone is a pain, but at least the Monty one removes quickly." The problem I've experienced with the needle bearings is a lack of space within the bearing to retain any real quantity of grease. I use a sticky chain lube to coat the bearings and a coat of water proof grease on the seals and bolts to keep water out. Living in dry Southern California certainly helps!