faussy

For years ohlins were the mutts nuts. Lately reiger have been the go to shock, having recently entered the trials market. I honestly don't know, i haven't tried one of the new bikes with the ohlins. AFAIK the ohlins retails at a lower price but that doesn't necessarily mean they went to it solely for cheaper components

yes

On the above link it says theres also a weight for 125s from 2015 onwards. Trial enduro direct is John Shirt, the UK importer for GG, may be worth a phone call

Ive seen a few frames crack on 2014, 2015 models, but haven't seen anything like that after torrot took them over.

It used to be the txt with the dellorto carb and sach rear shock was the base model, and the racing/raga was the tricker bike with the keihin and reiger or olhins. Then they did away with the standard txt and the racing became the base model and gp was the tricker of the two. Don't quote me but in those years the main difference would be, racing- reiger 2way rear shock, gp-reiger 3 way (extra damping knob). GP- carbon airbox. GP- carbon reeds, and the gp has a double spark ignition system. IMO, not worth the price difference when they were new, and have always been happy with my racings. If you want you can buy the reeds for 50 quid and add them yourself. Never found the 2 way shock lacking, the carbon airbox is just bling and probably the bulk of the price difference, and ive actually seen the gp hidria ignition systems give more bother than the racings (ive had 4 racings with no ignition problems). I forget which year the gp started coming with the adjustable pressure plate on the clutch, 2018 maybe, but i think the racing got it as standard the following year, 2019. Would need to check this. Second hand, similar condition, id maybe pay 2 or 3 hundred extra if i preferred the look of the gp (personally i prefer the red frames), but thats about it. Performance wise virtually identical, just depends if you want the carbon airbox and the less common colour scheme

I don't mind pre paying, yes its an inconvenience, but we all have to do our own bit in this pandemic and if our role as competitors is to prepay online then thats no problem. I imagine the organisers have it harder, but i can also understand how it could be an inconvenience to some. It is annoying how overboard the clubs are going (maybe thats only right) and then you walk into a shop and see total disregard to any form of distancing or hygiene.

The club i have most often competed with in the past have resumed events, but say that they are only accepting entries from club members. This year im not a club member of said club (mostly because of covid), im a member of no club, and because they aren't accepting any more members in 2020, i cant compete for another 5 months (maybe this will change in the near future). Ive noticed a lot of clubs throughout the UK are taking this stance, for reasons ranging from 'limited to numbers' and 'we want to support riders who have supported us pre covid'... Im a little vexed by this, and feel its a little discriminatory (and i am not the usual person who feels discriminated over the smallest of things). Are new people/people who don't join clubs in january just screwed? BT wouldn't take this stance, new customers always get the best deals! Seriously though, i didn't think numbers were restricted that much, and if its such a big deal why not accept pre entries from current members first and then fill remaining entry slots with non members up to the number they feel the venue can accommodate. Is this an ACU/AMCA ruling/advice, or just a clubs easy/discriminating way to keep numbers low? Any other thoughts or is it just me up here on this horse? Im happy people are getting back out, just annoyed it won't be me anytime soon ?

Want to join me in my transition? :p

He posted in a aircooled monoshocks page and underneath his profile pic it clearly states he has a yamaha ty250. Doesnt take sherlock to work out what hes after. Hes new, cut the guy some slack

Id say good luck, most likely a TE or molex connector, but trying to find the specific one can be hard. Measuring the spade terminal width and possibly spade pitch could help in narrowing down your search. Email spal and ask them. Have you looked closely for brand markings?

The kind of terrain i ride in, i cant believe someone would ever request that from a boot. ?

https://www.trialscentral.com/forums/topic/67481-help-identifying-forks/

i vaguely remember arguing something in the past, but cant even remember what side i was arguing. Wouldnt want to start contradicting myself ?

superunleaded

Wanting to paint my front ajp caliper black to make it look like an original grimeca. Given that i always spill brake fluid when bleeding should i worry about the type of paint i use? Rattle can do ok, or should i use 2k? Im thinking high temp matt black may give the most realistic satin look, but worried it will just rub off when i spill brake fluid over it

Theres not that many types of monoshock yamaha ty250s. All of which we can get from his post and his bike. Great way to help a newcomer to the forums

If you think a honda is soft, you're going to be disappointed with a sherco trs or a beta

Or gasgas. Or possibly the most reliable bike of them all, a honda

More or less ?. If one brand was noticeably more reliable than the other, then everyone would be riding it

Totally agree with both posts. I don't see the need for one at the moment but at some point in the future i imagine there will have to be one and am interested where people would think the classification would lie. Too small a range of years and you won't get the entry and too large range of years and you won't want people on their kroos riding against 2010 bikes. I was thinking pre pro model which was a big step up, so pre 2001 or maybe pre 2005 to exclude the 4rts as it would be rather easy (in the future anyways) to disguise a 2020 as a 2005.

Has there or is there anything currently regarding an EVO class in trials? Comparing to MX, EVO is anything pre 90ish, and superEVO pre 97ish. EVO i guess would be covered by what we call air cooled mono, but once bikes went water cooled theres nothing really to separate out another class. With 90% of people competing in modern trials on a sub 10 year old bike thats 20 something years of bikes kind of without a class, every bit as large as TS and larger than ACM and pre65. Will there ever be a requirement for another "classic" grade, or does trials just not require as many grades as MX? When/if that time comes, what do you think will be the cutoff, since theres been no big characteristic change in bike design since 90. 2010? or pre GG pro maybe?

Ive never seen reproduction guards for these bikes. Would be interested myself in some. For some reason the stress marks really show in the type of plastic they used

Another option is the karcher oc3. Absolutely no experience of any portable jet washer, but just thought id let you be aware of it if you werent already

Not many 4t shercos around, even less 2005 4ts! The frame changed in 2006 to accommodate the 4t engine so tank wise i don't think so. The 2006 onwards tank has a tongue at the top that slides underneath a lug, whereas the 2005 has a hole for a bolt above the cap. 2 stroke wise 2001->2005 all had the same tank, but i would bet money they wouldn't fit. Looking at your second pic, the 2 stroke tank clearly hangs beneath the frame, your head and carb are right up against the frame, the carb is even between the frame rails Heres a couple of good quality pics of your bike from factory, maybe you can judge the head height from here http://www.triallinks.com/sherco2005.html

Super unleaded if you can get it. higher octane and lower ethanol content. Motul 710, thats what birkett used to recommend. 60:1. Dont be tempted to run leaner, and if youre going to be giving it a hard time even 50:1. You have to remember the age of the bike and they run fine back in the day on 60:!, any less oil is certainly no advantage on a 15 year old bike Personally i still use and used to use motul transoil for my sy250. Not a fan of ATF, especially in a bike that had a clutch that never dragged. Any light gear oil is fine. The water pump hose on the right side is very vulnerable, can be easily caught on a rock or split if the bike falls over onto a sharp rock, and its day over (happened once to myself). Birkett used to do a water pump housing that had the right angle in aluminium then the hose. He also did carbon fibre guards. Both probably impossible to get now, so you may have to fabricate something yourself, or maybe even keep a spare bit of radiator hose handy if youre going to compete or travel far distances. Theres so little slack on that hose that you cant cut the hose and strecth the good bit back over the housing