I must admit that I have never seen any actual figures for Villiers engines, and the Villiers guys who are selling new 'Challenger' engines don't know what state of tune they are using. The only thing I remember being told was to remove 1/8 inch off the top of the exhaust port, and about the same from the inlet side skirt of the piston, to make a Racing type engine. ( Also to leave the transfer ports alone.)
You mention 'opening and closing' timings... they are the same for two strokes..!
If water gets into the electronics, all is not lost, as long as it was clean water. Clean water will evaporate leaving no residue, unlike dirty water that will leave a conducing coat of dirt.
So if the circuits have got wet, you need to place them in a dry warm spot for several days, a week maybe. I once dropped a Sony radio into a bath, the only component that I could not dry was the tuning capacitor, that I renewed for £3.
It's probably because of the heat generated in the Power Supply. Not enough to cause the fan to be fully on, but too much to be without the fan. The heat sink will take time to heat up and cool down.
Hi all, just wondering if anyone knows if speedway bikes still use 350x19 trials tyres, and if they do, where do they get them. I think that some of the older trials bike conversions, such as Bantam Trials bikes, would only take a 350 tyre, without extensive widening modifications to the rear suspension.
Quote,,,, Measured peak voltage raises until about 3rd or 4th kick and then stays around 20V. Voltage raising is presumably due to capacitor charging in peak voltage adapter.
While taking measurements all loads were disconnected (in this case CDI).
I think this points to the problem. You are charging the CDI Capacitor, but the CDI is not discharging it to make a spark. Probably the CDI discharge transistor (or Thyrister.) has gone open circuit.
The plug gap seems a bit close, why not the usual 25 thou. Also if it's an old plug, it might spark out of the cylinder, but not when under compression.
Quote... I went to a powder coating place today just to see what they could do and they wanted $150.00.
I know some people like powder coating, but I avoid it like the plague, because once the water gets behind it through a crack or chip, it corrodes the metal from within.
So in a couple of years time it can totally rust through a frame tube, unseen by anyone.
Are you sure it is oil smoke...? Looks a lot like water vapour to me, either from wash water getting into the exhaust padding, or you not running it at max for over an hour (which is the norm for trials bikes.).
You could try holding an ice cold can of beer in the vapour, does water condense on the can..?
You have probably got the slow end too rich, and the top end too weak.
But I can't understand what you mean by 'bogs down and cuts out' at high revs.. Bogging down means too rich ( four stroking.) and cutting out means too weak... take your pick.
Just for reference, a TY175 uses a 240 main jet. If you need to measure your jets, see how far a thin tapered needle enters the jet, and compare it with the Bing jet.
Ok, thanks for the teeth numbers, it looks as if the scrambles A to B uses a different tooth profile as they don't add up to 50.
So if you want to know your overall ratios, you need to multiply / divide four cog teeth.
1st H/G x A/B 3.17 (trials.)
2nd D/C x A/B 2.44
3rd F/E x A/B 1.63
4th is 1:1 as C Dog Locks to A
Looking at the BSA publication, it suggests different selector forks and spring for the different ratios. When I last swopped cogs (1970s) I don't think I changed any of that.
Also just thought of another one... If footing is needed, put your foot in front of the front wheel spindle, that gives more time as the bike travels forward.
Lost just one mark in a trial when the sandy rut that my front wheel was in did not put me at the right spot for the next rock, so had to dab to lift the front over the rock. On the next laps the rut had worn into the correct direction.
I also find that tacking rocky stream sections quickly, reduces the desire to put your foot down.
Bit late on parade, but your OP asked what is the width of various tyres... So I got the Micrometer out..
Pirelli MT43 275x21 74.1 mm
Michelin Trials Light 80x100 78.7mm
Dunlop Tr Universal 275x21 68.9mm
RG Arron 275x21 67.9mm
So if you really need a narrow tyre, then the old 275x21 is about 10mm less than the new 800x100 types. They used to be just either 275 or 300 many years ago.
…. Is that an expansion chamber I see on that bike, will make for interesting riding in some sections...!
Well if it was for competitive Trials use, most riders go for 6 psi front, 4 psi rear. If you only want to use it on the road, then anything above that would be Ok, maybe 12 psi all round... depends if you want to ride it like a road-race bike, or maybe just do an occasional green lane or forest track.
I think my old Transit Van was an L2, and I got two bikes in there, as well as the side racking. Remember these vans were designed to take a 4x8 foot building panel, hence the name 'Panel Van'.
After over 50 years of competitive motorcycling, I ride the most easy sections these days. Sometimes the route between sections is more difficult than the actual sections. So I suppose I just ride for the fun of doing 20+ miles of off-road in the day. I also try to have a tea break halfway around.
I think this mod could explain why one of my TYs outperforms the other, ( that does not have the RD inlet.). It has instant wheel lifting power, instead of the slow build up of speed.
I did notice on one section, that the engine stalled when asked to power over a 4 foot turning bump, something my old 350 Bultaco would have just thump-thumped over.
You do realise that, in a cost cutting measure, the modern bikes do not have seats. If you want all the usual motorcycle facilities, you will have to choose a classic bike, and ride the simpler classic club events. So find yourself the nearest Bike Club, and get yourself the necessary 2019 ACU License... Then you are all set for a good year of sport.
The Car Bike Racks are Ok, I have used them for transporting bikes as far as Cornwall to N Wales. They do flex a little, so you have to reduce your normal driving speed to cope with the bumps.
Sorry to hear you had an 'Off'. When I first started practising, I used to use up about half a gallon of fuel at a time, by bashing around the local fields. If I hadn't fallen off at least twice, I considered I was not trying. … That was at least 50 years ago now... I'm still good at it, falling off that is.
You are not the only one to have problems with the Sammy Millar product. I went back to original ty175 tank to cure the problem. They are getting to be expensive on the ebay auction, as they get rarer. Got the same problem with a Bultaco tank, on one of my historic bikes.
During the second world war, my father taught Military Police Dispatch Riders in North Wales, and they used a fleet of 16H Nortons. For one training foray they took a squad up Snowdon, and their Sergeant went on his Brough Superior, so maybe you could include that make as one of the early off-roaders.
Hi BSA4Life... I think you have got to realise that nearly every early motorbike could have been used as a scrambles bike. At the start of the 1900s there was no such thing as Tarmac, or Oil Refining. So most of the roads were mud or gravel at best. Even the TT could have been called a Scramble as the course was held over some very rough roads.
It all goes hand in hand.. The more Petrol gets used, the more Tar is produced at the refineries, so the more the roads get Tarmaced. Perhaps the British supply of low-tar North Sea Oil, has led to the amount of pot-holes on our roads at present.
Port Timing For Villiers 32A
in Classic Trials
Posted
I must admit that I have never seen any actual figures for Villiers engines, and the Villiers guys who are selling new 'Challenger' engines don't know what state of tune they are using. The only thing I remember being told was to remove 1/8 inch off the top of the exhaust port, and about the same from the inlet side skirt of the piston, to make a Racing type engine. ( Also to leave the transfer ports alone.)
You mention 'opening and closing' timings... they are the same for two strokes..!