ahell

200€ rusty bike

new original piston ! 88.9kg with half tank ... I think 91 kg with a full one and the iron side stand.

140g lighter. thanks to this upper triple clamp. By examining the components of the first-generation of 4RT models, we can see how much Montesa did to offer a 4-stroke with a weight similar to the 2-stroke. Approximately 3.5kg are saved this way. (Frame/wheels/triple clamps, etc.) The handlebars are 5mm further forward and 6mm higher with the 4rt upper triple clamp. So, I swapped the 5" handlebar with the same Renthal 4.5". It's perfect.

I'm working on adapting a Sachs shock absorber. I'm having a rough clevis made, which I'll then machine on a lathe.

72.1kg tank full of gas. Dry weight 70.3 kg

Some titanium bolts

Iris chain instead of the DID, saving 130g. S3 T41 sprocket for the look, replacing the solid red T42, and titanium bolts. 250g lighter today. We're getting closer to 70kg...

Machining of a 7075 aluminum (Zicral or Ergal) swingarm pivot. The nuts are grade 5 titanium, M14x1.50. Around 110 grams lighter and a beautiful finish.

After more than a year, It's time to work on this bike! Meanwhile, the motorcycle was assembled and stored with Morad wheels in poor condition and a Showa fork. The shock absorber needed servicing, etc. So, I installed a machined top triple clamp from the HRC Repsol kit. New Tech gold forks, fresh DID wheels, new Galfer discs, new S3 black handlebars, all new Braktec front brake and clutch, carbon fork guards and swingarm. And a restored Showa absorber with stiffer grey spring. The entire chassis is new or overhauled. To do: Some titanium bolts and welding on my Future flat tank. The engine still needs to be opened up.

Exit the original footpegs, replaced with a wider, almost contemporary (around '97) model from the Climber. Blasting and a fresh coat of paint on the levers and brake pedal. Adjustment of the fork height in the triple clamps. A short ride in the garden to get a feel for the bike and continue bedding in the brakes. The riding position is pretty good after the final adjustments. Steering angle is very good. The weight distribution puts a bit of weight on the front. It's a bike that feels quite "glued to the ground," even though it can be moved around. The fuel mixture is a little rich at low revs.

Rear brake : new gaskets everywhere, pads, bolts and yellow plastics

Reassembly without the rear brake (a spacer replaces the caliper) to start the motorcycle and quickly test the clutch. It's great, it works perfectly on the first try. The clutch disengages the transmission perfectly. The fork works well. Note: To get more rebound damping, you need to loosen the center screw on the left-hand cap. The adjustment is reversed compared to many other forks.

The hydraulic clutch looks very nice and soft. New ignition cover and cables heat protector.

I treated myself by buying all the hydraulic clutch control parts for the '94 model (the last Climber). Complete cover, hose, master cylinder. A modification that was on Tommy's official bike in '93. I was missing the gasket. That's been taken care of with a bit of gasket paper and 15 minutes!

I remade the end piece for the swingarm pivot. It was fitted with an M14x1.50 thread and glued loctite 648. The original one was cracked. I had no experience with threading and tapping on a lathe. The result is perfect.

I'm waiting for a used 4RT top triple clamp for 22mm handlebars. It's lighter and also moves the handlebars forward, which is what I'm looking for to modernize the stock, slightly chopper-like geometry without compromising the look. I have a few other bits and pieces to add to save even more weight (I expect to save around 400-500 grams). I'm going to machine an alloy swingarm pivot. I'll take this opportunity to remove the engine and take off the extra base gasket.

The fork is finally finished! I replaced the hydraulic part, which was completely wrecked. You can see the heat marks I made trying to reshape it... but the shaft and its guide bushing were shot. So, I found a suitable part from an earlier model year. There are a few differences, including the end stop, but that's actually a good thing because this assembly avoids a worn-out foam buffer in favor of a more durable rubber one. I adapted a brake hose guide. It's clean and doesn't rub anywhere.

Stickers in progress.

I've acquired an Aprilia Climber. It's a 280, a 1993 model. Tommy Ahvala won the world title in 1992. So this is the replica, celebrating the Italian manufacturer's world championship victory. I fitted a Paioli RSD fork while waiting for the original Foral to be restored. It looks really nice. I spent a lot of time on the Foral fork. Bertrand Quartier had warned me about the rather poor quality of this component. Indeed, it's not great. Furthermore, a previous disassembly by someone less experienced had damaged the hydraulic system. I repaired it to get it working again. The fork was binding badly. The friction bushings were completely worn out, and the oil... well, it was like crude oil. I found a complete new internal assembly for the hydraulic arm. If my repairs restored functionality, the whole assembly would have been deformed. The poor guidance would have quickly damaged the untreated shaft.

The barrel need a new plating.

Little work to machine a M9x100 bolt.

New piston 👍