faussy

Its an expander ring, pretty common in 2 strokes, especially yamaha. Most people leave them out, however if you want to fit it it goes behind the lower ring

Im confused as to how this would cause a voltage drop to your fan, but glad to hear its fixed

A generic trail bike fork

Pretty sure it would have come with a fast as standard

Ive seen this a few times from him, no minder, trying to do the section all on the back wheel, and did notice what you point out. While i suppose we all appreciate his showmanship, I guess the bravado caught up with him a little

But its virtually impossible to power wash a bike without getting some water into the airbox, resulting in a wet filter. I would not want my bike running as the filter gets continually wetter and wetter

Either section design or lack of protection has to be at fault for this one. While square edge concrete blocks arranged at extremely difficult angles does produce big bike lifts , an accident like this was long overdue. If youre gonna ride sections like that, back protection is a must, or if you know riders have limited protection marking sections with a lot of square hard edges is inadvisable

Just dont directly point the pressure washer at the carb or flywheel cover for prolonged period. The amount of people i see that point the jet right at the carb and hose the life out of it just to remove every speck, and then complain they are always getting water in their carb. Ive also seen people power wash a bike after an event with the engine running. Dont think ill ever understand the reasoning behind this

I actually dont start mine after i wash it, as im careful enough to know i havent got water in. Anytime i have condensation has formed on the slide, entered the carb, resulting in a carb dismantle. This was with a dry airbox and clean filter so where it comes from im not too sure. People will say im talking nonsense but its happened with me a couple of times now. I wouldnt leave it more than a few days though

Its obvious the xlite rear is lighter than the std x11, but is the front any lighter? Just curious

Bp ultimate is ethanol free

Try to pick the pieces out of the piston and see if they are pieces of alloy or steel. If steel then its either ring or roller, if alloy, then piston or roller cage My guess is, the piece of the piston crown has broken away a while back, and this time was the the exposed ring catching in your port, so you lost compression and the broken piece caused the further damage

A lot of people think them unnecessary and therefore dont run them

Its a ring expander, common enough to 2 stroke piston rings. You can run with or without, up to you

I admire your optimism, pray to God you are right! lol

It also has a lot to do about the second hand market. In the UK, well the part of the uk im in, 2nd hand 300s outweigh 2nd hand 250s at least 2:1. Mainly driven by better riders riding the 300 and changing their bikes more often. 300s are usually easier got, and therefore cheaper, so a lesser rider is tempted by the 300 if its easily detuned. A clean cheap 2nd hand 250 is kinda rare

You are never going to get the lightness of a gasgas clutch on a sherco, no matter what master cylinder! In 2012 i swapped a brand new formula clutch master cylinder on a gg for a brand new ajp and it didnt make the clutch any better. But yours are 5 year old, so....

80 kg with riding gear? Should be spot on. If its the standard shock (sachs), Its most likely your marzocchis at the front being too hard

If you were a compete beginner id push you towards a 125 or 200, but if youve ridden dirt bikes for 40 years you obviously arent a total noob. The 300 may catch you out the odd time at the start but could probably adapt to its power, and if its a few years old the edge will have gone of it. As said above they are pretty easily detuned, slow action throttle, retard the ignition timing. 250-300 would be my suggestion. It also depends where you are going to ride, if you like blasting up big hills, the 125 or 200 will not be for you!!

In britain at least anyway i think 2004 was the first year 125s were introduced, and youth A actually had two classes, a 125 and a 250. From 2005 onwards, 250s werent allowed for under 18s

They finished consecutively in the championship yes, but their level of riding really is quite far apart. You just have to see the results gelabert gets in the spanish championship, and sheffield again at the weekend. I can see him making a big leap well into the top10 this year Another point is the countries national championships, gelabert, and busto are getting to compete against bou and raga every week, competing and practicing with the best helps a lot

Having main bearings oiled by the gearbox oil is as old as the hills, and predates any 2 stroke honda

Langcourts are the go to guys in the uk for re nikosealing mx barrels at least

You're right, i think he just should have moved up the previous year, he was more than capable to. As you say, roberts and gelabert were basically identical 2015, but gelabert moved up and has progressed big time and is now by a long way the best up and coming young'n. Roberts stayed back to win trial2 and i believe has suffered. I dont even think the teams value winning trial2. All im supposing is a reason as to why gelabert and farre have jumped the 2 brits. There may be other reasons as well, but i think at that level you have to be pushing yourself constantly, staying down to win a championship may be good in the short term, but if the class is beneath your ability i feel its a wasted year of progress Theres many ways to skin a cat, but ultimately its a race to the top of trialgp, not trial2

And its a lot more than hopping from rock to rock on the back wheel. Trials is about a variety of terrain. You do realise at world level trials is running at pretty low numbers for a good while now (around 15 in a top flight world round), perhaps regressing to its roots would be a good thing