trapezeartist

Interesting thought. Looking on dealer websites, all the photos show red springs for the heavy-duty version. Mine is black. It’s hardly definitive but it starts to look like I might have standard rate. Thanks.

Is there any way of identifying which rear spring I have in my 2014 250 Evo? I suspect the previous owner may have been a little large and fitted a heavier spring. I've just taken it off, expecting to find a part number or code on one of the ground ends, or perhaps some coloured paint dabs. But there is nothing! It has four and a half active coils and the wire gauge is about 9.5mm (ranges from 9.3 to 9.8 depending on where I measure).

According to the owner's manual, Beta recommend an oil change every 40 hours. Presumably other manufacturers say something similar. It looks like most of you guys think they are wrong.

Judging by the comments on numerous posts in this forum, there are widely varying ideas of how often gearbox oil should be changed. That's also reflected in many adverts for secondhand bikes. So I thought I would try to get a better handle on the subject: How often do you change your gearbox oil? What is the reason for choosing that interval? Which oil do you use?

I agree with your analysis, but that is about the cost to the restorer. Prices reflect the value. Asking prices are the perceived value to the seller. Selling prices are somewhere around the market value, and are what was acceptable to both seller and buyer. I suppose what I called "inflated prices" reflect the fact that I don't agree with the perceived value of the seller. If someone buys at that price, I'm out of step with the market. If not, the seller is out of step.

Why are they so expensive? Supply and demand. Nothing else to do on a Sunday afternoon so I was looking around to see what is advertised. There is almost nothing if you want a Beta/Gasgas/Sherco/Scorpa/Montesa 250 around 2010-2016. There's plenty of Twinshocks and Pre-65s but most of those seem to be at unreasonably inflated prices. Then there are quite a few old monos, also looking quite expensive but I suppose that's because there just isn't anything newer around. A year or so ago I thought I had overpaid for my 2014 Beta, but it no longer looks like that.

The greatest aphrodisiac known to man!

The first thing I did when I bought my present bike. I really hate redundant parts (and especially wiring) on any competition bike or car. I got rid of the placebo switch at the same time and left it on "wet" setting.

Nothing is skin tight on my little sparrows-legs.?

That has been my experience too. The best training day I did was with Mick Andrews but I think you have to be on an old bike. Watching lots of YouTube is good too, but of course it’s one-way.

45? A mere juvenile! I was 64 when I started and hadn’t been on a motorbike for 47 years. I am totally useless but having so much fun.

It’s not “design”. Any chain spring link can be fitted that way round. I think the theory is that it’s less likely to get snagged and pulled off, but that seems a tiny risk. I’ll settle for the convenience of doing it the conventional way.

I was puzzling over your advanced obstacle. Surely you don't go on the swing with your bike! ? Then I spotted it: splatter onto the trampoline, one bounce, and you're over the fence. Respect! ?

Provided it’s in sound condition when you remove it, you can re-use it. If not, the part number is 2774760 000 (at least that’s it for an Evo and I’d be surprised if the Rev3 is any different).

After a phone call to Beta UK, I believe I have the only B size piston in the country heading my way. Great service from them, and also South West Trials.

I understand your point, and partially agree. Of course no top rider rides a 200 or 250 2T either, although they are only variations on the theme and a 4T is a totally different animal. No doubt ROI was the reason Gasgas never got their 4T to production. It would have been a unique trials engine whereas all the other 4Ts (Montesa, Beta, Sherco or Scorpa?) are parts bin specials.

I see it now. Not keen on using a C but if that’s all I can get. Thanks. I’ll ring them tomorrow.

What can I say? I went through agonies on the back brake too. I tried every method anyone could come up with, and now I can't actually remember which method finally worked. However I did finally get it working and hopefully won't have to touch it again for a couple of years. The squeal seems a bit odd. The only time I've heard them squeal is when they are wet and muddy. And that goes with the territory on a trials bike.

My Evo service manual (probably the same on a Techno) says 0.6mm max, but that's maximum acceptable wear. Not what it should be when new.

So I settled on using a 0.5mm base gasket (subject to measuring when it's all installed) and then I find there are no pistons to be had anywhere in the country.???

When Gasgas were developing their side-valve 4T, I thought that was such a good example of lateral thinking. We're so locked into thinking that OHC is the only way, but side-valve would (I think) be perfect for a trials engine.

A thick gasket raises the port heights but also lowers the compression ratio and increases the squish clearance. I’m generally happy with the engine characteristics as they are (were) so don’t really want to move away from Beta’s recommended settings.

I agree with you on both points. I wouldn't expect the gasket to crush to half it's thickness, but I would expect some reduction and the only thickness above 0.5 is 1.0. The point about the '40' being the thickness in thou was grasping at straws. There is absolutely no other way of identifying it. As I have time, I think I'll reassemble with the old gasket and measure the squish. Then order and fit the appropriate new gasket.

489,300 hospital admissions per year. 77,800 deaths per year. Guess the cause.