portman

Betasweden In the english text of the owners/service manual (downloadable from http://www.betamotor.com/en/support/manuals but probably supplied to you on CD) they incorrectly show pictures of the 2 stroke engine when talking about checking the oil level and refilling. The pictures included in other language texts are correct, however. The pictures for removing/refitting the filters mentioned by lineaway are correct within the english text. As with earlier versions of the engine the lubricant appears to be shared between motor, gearbox and clutch, with only one drain plug and one refill plug. Recommended by UK importer to use a fully synthetic oil.

Update I obtained this info from the ever helpful importer, John Lampkin. Rev 4T and Evo 4T float height.pdf

Does anyone know what the float height setting is for the Mikuni SE BSR 33 CV carb fitted to the Evo 4T? I can't find any information anywhere. It looks as if the bottom of the float should be parallel with the gasket face of the float chamber (as with a Keihin PWK) but I'd like to be sure. Thanks

The locking bolt is a normal allen headed set screw located on the lower right hand front of the crankcase. It is shown as item 7 on page 51 of the workshop manual. Under the head is a copper (or is it brass?) washer. Remove the washer and screw the bolt back in again and it will seat completely when at TDC as it's machined end sits in a recess in the crank. No force will be needed but you will have to jiggle the crank back and forth to get the right position. DO NOT LOSE THE WASHER as it will be needed when you've finished to ensure the screw doesn't contact the crank when running. Don't remove the adjacent silver headed screw, that is the oil pressure relief valve. Can't help with the specifics of head removal, but I think you have to remove the water pump shaft in order to get the chain loose.

Try: http://sherpamanuelsoler.blogspot.com/

I suppose we should be grateful for the coverage we can get, but I do find the commentator frustrating, and the coverage in general, poorly edited. The commentator rattles off what riders have scored on various sections throughout the trial which I must admit I can't keep in my head (must be the age!). Meanwhile the pictures are not well linked to the commentary. For example we do not know what section number is being ridden so there's no way of telling if the threes (or twos, etc) we've heard about are what we're actually viewing. Rather than successively showing each rider through a number of different sections I'd rather see the material that they've recorded edited differently to show each featured rider's attempts through the first recorded section, then showing the next recorded section and so on for each successive lap. Basically much as one would see if attending a trial. That would miss out some sections, as at present and as one typically would at a trial. The commentary could then focus much less on the individual section scores (as we would generally be seeing what each featured rider scored) and instead he could build the tension, such as comparing with what previous riders have been scoring on the section being viewed. He could also add background information (eg Dougie Bou is struggling with a left foot injury, or Sherta are trying out a new airbox). I recognise that many fans will know the result before viewing the coverage but a re-jigged editing would still create a degree of tension and actually tell a story, unlike at present. However there has been an improvement from previous coverage. We have fewer instances of a cut to a crowd scene just as a rider is attempting the most difficult part of the section!

Thanks Bisby Portman

That sounds good bisby! How did you find the ventilation? Portman

Thanks for the information itakeafive. It seems as if there aren't many of them around yet!

Has anyone purchased and used one of the new Wulfsport Tri-Action helmets? I'm thinking of a new skid lid and this one looks good but I'd be interested in the opinion of any users. I shan't be buying without trying one on as a I know fit is a personal and important thing so no advice needed on checking fit etc, tec, thanks!

Quote: "I’m pretty sure that once upon a time there was an ACU ruling which said that non-starters should always provide the club with a valid reason and if they didn’t then they would be reported to the sport’s governing body. However, as far as I can see that regulation no longer exists – though if it does I’m happy to be corrected...." For info, Mike, the ACU National Sporting Code says 7.20 Absentees 1. Unless it can be justified, the absence of any competitor who has entered a competition and is not present at the start shall be in breach of this Code. 7.21 Withdrawal of Entry 1. The Entrant/Rider may only withdraw the entry with the permission of the organiser. However I'm not aware if this rule is still enforced in practice. Slightly off-topic but I believe non-starters are a particular concern for organisers of grass track, moto cross and road race events where paying spectators may be attracted by the advertised appearance of certain riders and very disappointed (or feeling cheated of their ticket price) if those riders don't turn up.

How about this? Not my rig I hasten to add.

Jfc, take a look at http://www.trialscentral.com/forums/topic/42991-where-does-this-rubber-thingy-go/?hl=portman#entry313751 . Lampkins could never find a part number so couldn't provide a replacement. I ended up using something I had in the workshop, although it seals off the tube completely. I couldn't detect a difference in the performance (save that the backfiring problem mostly disappeared) but perhaps it explains why I still ride like a wuss!

It's 80Nm on a 2011 Evo (24 mm nut also) so it could well be the same.

Talking only about ACU events.... Trials Standing Reg (TSR) 14 in the ACU handbook http://www.acu.org.uk/Uploaded/1/Documents/2014%20Handbook/2014Trials.pdf states that you need to wear a helmet but it doesn't stipulate to what standard. The section earlier in the book about helmets http://www.acu.org.uk/Uploaded/1/Documents/2014%20Handbook/2014Section%201.pdf does not requre either a gold or silver stamp for trials. All of this implies you could use a motor cycle helmet made without any specific approval from a recognised safety body - but surely no one would be so daft? If there is any road work your helmet will obviously need to comply with local road traffic requirements.

When they were in business I obtained just a boot from BVM in Stroud. I think it was for an AJP master cylinder but do not have the part number. Although they had advised it was suitable for the Beta it was a slightly smaller diameter where it fitted into the master cylinder casting recess. This meant that as the clutch lever was used it popped out of the recess, rather defeating the object! BVM adised further that people used a drop or two of super glue to hold in place. As I wanted to have some grease inside the boot (to help prevent the premature perishing) and grease and glue don't work well together I returned the item and went the full Grimeca overhaul kit route.

No joy I see keithns. I had already posted a similar request/comment (see http://www.trialscen...man#entry297332) but no one took the bait. I don't know why they even printed a diagram in the manual as it is of no use as it is.

You might also like to try running the bike without the filler cap (but be careful!). I had a problem with the valving inside the cap limiting the amount of fuel which could run out of the tank.

OK, thanks Billy T Portman

Billy T Just trying to clarify what you are saying. You say the angled tube lets the slide diaphragm breathe enough, but there's no hole in the cap, and it is a tight fit. If the tube should be left open to allow for the equalisation of pressures then why do Beta fit a cap which seals off the tube?

Yes, it's a 4T BillyT. You say important so do you know what are the consequences of it not being fitted? Just that the bike was recently intermittently backfiring on overrun when it had not done so before. That was why I took the carb off to check it over.

Thanks again Zero, I think you've solved it!

Thanks Zero. I thought about that but the inner diameter of the rubber cap was too small meaning it was really stretched to go over the shiny right angled pipe (called oil breather joint in the parts manual, but I'm certain there was no oil breather pipe connected to it). Perhaps its split because the diameters are wrong. At the moment the pipe is open to atmosphere and I did think that strange. Couldn't see anything listed in the parts manual which looked close.

Bike: Evo 4T 300, 2012 I took the carb off the other day and didn't initially notice this rubber "cap" had fallen off from somewhere. It was lying on the top of the crankcase when I went to put the carb back. It was lying just under where the carb sits. It has a hollow interior, just as if it fits over a spigot of some sort. I cannot see where it has come from. The only possible place I can see is that it fits over where the mixture screw is, just under the engine side of the carb venturi. Can anyone help with its proper location? Incidentally the rubber has already perished, hence the split which can be seen in the photo. Thanks for your collective wisdom.

TT, thanks for your research. I think the best way to make this work on the Evo 4T is to initially have the fuel tap on the auxiliary tank OFF which will mean that the main tank will drain first. Once the main tank is dry/nearly dry then the aux tank can be turned ON to then use that fuel supply as well. Incidentally, does the long ride tank have a reserve setting on it's tap or is it just an ON/OFF tap?