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So not everything is bigger in America, then.
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I don't understand this either. Clearly there is a lot of pumping going on in the crankcase of a single cyclinder 4 stroke. A volume equivalent to the swept volume needs to be pumped in and out of the breather every stroke. If the breather isn't big enough there will be a fluctuating pressure in the crankcase. Adding a one-way valve simply means that the breather flow in one direction is enhanced. I can see this being a benefit for stopping the engine pumping oily fumes out through the breather, but I don't see what it does for engine braking.
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Buck is slang for a dollar. A quart is an archaic measure of liquid quantity, along the lines of furlongs, firkins, poles and perches.
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If you suspect the tapers are not as good as they should be, lap them together before finally re-assembling. Leave out the key, smear som grinding paste on the shaft taper and then oscillate the flywheel on the shaft. After a few seconds of that you can wipe the paste off and inspect both tapers. If they're a nice even grey, the job is done so just get on and assemble. If not, put more grinding paste and work away until you have got to near 100% contact between the two tapers.
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Is the 4x4 on the short wheelbase or long one?
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Countyist!
Drifting off the subject slightly, but if world-class or even national results could show us the hierarchy of the "best for an expert" trials bikes, I still suspect that the hierarchy of the "best for a clubman" trials bikes might be very different.
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Citroen Berlingo or Peugeot Partner seem to be the obvious choices for a bike-carrying van. However a lot of the older/cheaper ones are in an awful state as they seem to appeal to builders. I've noticed a few nice Renault Kangoos advertised which look to be in much cleaner condition. Perhaps they appeal more to flower shops and the like. Has anyone used a Kangoo? Does a bike (just one) fit in OK?
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That may or may not be true. But if Tony Bou won a trial this weekend with a banana stuck in his left ear, we'd all have a banana in our ear next week.
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Wakka, it's just a wild guess but I think he might be in Dumfries.
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Purchase valve cores? I thought you just had to pick them up off the floor at the local tyre fitters.
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I'm pretty much a newbie too, and I've yet to buy my first bike. Some people advised a 125 to start out and others advised a 250. The one consistent piece of advice was to avoid anything over 250.
I rode a 200 Beta at a trials experience day and it was entirely manageable. I could imagine that with a few more goes I might occasionally be wanting a bit more oomph, so I will be buying a 250 almost certainly. If the right 200 came along I would be happy with that, but it seems unlikely because they're up on the same shelf with hen's teeth and rocking-horse s**t.
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The double gearlever looks a bit unnecessary. And the humungous rear sprocket might be vulnerable. Surely there's another way to achieve suitable gearing.
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This is something that has really surprised on me return to trials: the obsession with bling. Sticker kits, wheelrim stickers, colour-anodised bits and pieces, fork protectors, frame protectors......... For god's sake! It's going to get covered in mud and thrown in amongst rocks.
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Mud, mud, glorious mud!
There's nothing like mud for cooling the blood.
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I thought Kickstart was recorded at Easton Neston (Lord Hesketh's estate).
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I recently fired up a little petrol genny that had been lying under the bench for several years. First pull, and a large and very surprised spider flew out of the exhaust.
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Yes, that is a description I could happily live with. Fortunately I think my daughter has thought of me that way ever since she was about 5.
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Really I think we're both on the same wavelength. It may work, it may not. It's just that your glass is half-empty and mine is half-full.
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I raced karts from 1976 to 1980 and again 1996 to 2003. In this country I think the classes for industrial engines were dropped around the late 60s. (Honda 4.5hp industrial engines are used for arrive-and-drive commercial circuits.)
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Breakheart have a system of self-observing when there are no observers available. Each rider has a punchcard; there's a punch-gun at the end of each section and riders mark themselves. Yes, they could cheat of course, but they'd be only be kidding themselves. Seems a good system to me for a low-key evening trial.
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It looks like there was plenty of thought given to combustion chamber design in the 50s and 60s (http://myweb.tiscali.co.uk/speedex/index_files/Page2476.htm) but this is all backyard development of a pre-war design. Direct injection and stratified charge would open up all sorts of possibilities, though the development costs might be somewhat beyond a company like Gasgas or Beta. It would take Honda to have the resources to play with this stuff, and they wouldn't do it just for trials.
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Agreed, jonnyc21, but side-valve development ended in about 1939. Since then fuels, materials, lubricants and design ideas in general have moved on a long way. I do think there's enough potential in the idea for someone to give it a go. I'd give it a 90% chance of being a success.
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Brilliant piece of lateral thinking. Modern instinct would naturally think of OHC, yet the side-valve is ideal for trials: light valve train, low engine height, low C of G, revability will be adequate, ditto compression ratio. What's not to like?
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