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section swept

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About section swept

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    Advanced Member

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  • Bike
    ‘76’ Cota 348 MRR

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  • Location
    Robin Hood Country
  • Gender
    Male

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  1. I wouldn’t be too critical of your current riding style, especially over ‘that’ obstacle....you clear it with minimum fuss. Most of the noise is suspension and chain whipping. Looks pretty much how most would ride over that type of hard edge. Maybe practice on a flat surface just kicking the rear up slightly with body weight transfer, a bit like a see-saw action from you using the bars to push your weight against and legs to try and bounce upwards ( a*** in the air style) once the rear starts to come up inertia and the suspension unloading momentarily will do the rest. Personally if you are clearing the obstacle you will only see it or its type for every lap, not dozens of times. You’ve obviously thought about this particular issue a lot, so you have planned to clean it, then ridden to clean it, mission accomplished. Now move onto increase your other skills. Also bear in mind your bike is a little heavier than the 2T bikes so reaction from the bike will be a tad slower, but that comes into the planning part🤔👍🙂
  2. Should have maybe used the back of the score sheet.....but then you would have scored your a***😳Bet you’ve added toilet paper to your riding kit!
  3. They should in theory slip straight in. Can’t see why Willybul has not carried out feetupfun’s suggestion!
  4. 57 whippersnapper🤪You’ll like the Beamish more when you get to know it better. Practice makes perfect.
  5. Theres no comparison to actually trying on before you buy.
  6. What year Sherpa T as the early stanchions were tapered at the top.
  7. Yes they are heavily modded, those extension plates are 7 mm thick....TIG or stick weld needed if you use similar. They do bend as well so I use a tool to lever them back into position....its a weight thing😳. You will notice that the original footrest stubs are retained so grinding off the welds means I can return the bike to standard quite easily. Because of the rear brake pedal location you can get away with the original brake cable, the adjuster just has to be wound in further. The brake pedal stop bolt is too long ( just in case any eagle eyed viewer comments) its a new bolt and it will be shortened...another weight thing. Also the airbox is missing....I’m making a replacement....read made a replacement.👍
  8. There you are modded rests etc🙂 Please ignore rusty chain this is before refurb.
  9. There is a great big void when it comes to rider ability and ‘any’ machine they care to ride. I agree with you entirely, ‘a good rider on a ( should we be saying standard here?) TY 175 or TY 250 could compete in classic trials at a very good level’....and I’m sure they do. Certainly Mr. Shirt and Co hovered up the remaining stock, if I remember correctly the 250 came one per crate but the 175 and 125’ came in two per crate. But they did not hoover up that many! Yamaha were more concerned with the many hundreds that were languishing unsold and un ordered by the dealer network in the US, plus other parts of the world. Another issue that was troubling potential buyers was that some felt the power delivery for the 250 was too abrupt, a rumour or otherwise distraction put about by some to steer customers in another direction! The other concern was the TY was more heavy than some of the other options. My own thoughts on the TY were considered on my experience of dismantling brand new TY’s, then building them back up again using Majesty frame kits. The ground clearance was a bit low, The lighting system, wiring harness and switch gear were too road orientated i.e. some of it straight off the DT range. The handlebars were flimsy and weak at each bend...most people would throw the OE one away and fit aluminium. The exhaust was a bit heavy and restrictive, entirely understandable considering street use noise rules etc. So lots of extras needed if you were going to be seriously trialing, where as the Fantic was a different ball game, lighter and better steering, less threatening engine, all the right bits on the bike from the start. There were quite a few Fantics being campaigned by riders that either got a brilliant discount or free even to use, that was a marketing strategy that put Fantic in the buying publics eye, not sitting around in a case in a warehouse waiting to be bought. Whatever stpauls buys I’m sure they will enjoy their ride. Cumulatively we have provided more than enough information and history enabling a decent machine to be purchased. 🙂
  10. Best check carb jet sizes again, those pictures look as though the plug has been extremely hot, hotter than the grade of plug used. The gap will have an influence on spark power. If you carry a plug put it in a container that will protect it from the other stuff you carry. Your petro-chemistry is questionable in that the additives might not be suitable mixed together. If that fuel worked in your M/X bike ok then it might be the fuel has gone stale past or it could be the amount of oil you are adding is lowering the octane rating too much.
  11. Theres a place in Chesterfield might be able to help with a kit or suggest a replacement. Think its Powerhouse might be wrong on the name but Google should help.
  12. Could be interested but a price expectancy would be helpful....to many Dutch Auctions around at the moment! Nice to have someone looking for you. I’ll be in Spain Octoberish...not looking for bikes, but I could be.
  13. Yes I do realise the pounding the sides of most fuel tanks get especially trials bikes. Pushed and twisted by the riders legs from balancing, turning and the bike dropping to the ground. Lets not forget the errant tie down or rope being tightened down on the tank too! Mud and grit and the seams on riding gear are not a good combination for fuel tanks either. My 250 Sprite tank had a split in the side before I even got it to a trial or practice area. I was just 16 though and impetuous 😳👍
  14. I used to sell brand new Yamahas, road, trial and enduro. John Shirt was not too far away from my shop so naturally I sold some of his kits and other items too. The difference between a factory standard TY and a Majesty were chalk and cheese. The TY’s were better made than some of the Spanish offerings and my personal favourite is/was the TY 250 E. I thought the mark one version was too bulky looking more like a scrambler with a low front mudguard, my opinion. I got to ride John’s development Majesty 320 which had a YZ80 front hub and other bits for testing. This was at a test day that I organised at a local quarry, many people were offered the chance to try standard TY125, 175 and 250 machines. A few were offered a try on a Majesty 175, 250 and some tried Johns bike including me as I already said. The standard TY was slow to turn whereas the Majesty was much quicker and more predictable....yes Mr. Andrews certainly knows his stuff and he and John produced excellent results. Yamaha were struggling to sell the TY range and did pretty much anything to shift stock. The Importers at the time, Mitsui, Oakcroft Road, Chessington. would lend you a demo bike without much difficulty at all. I borrowed a TY 125 for a charity weekend event, we rigged the throttle so it couldn’t be revved high. Set up an easy obstacle route ( the event was in a riverside park) and used straw bales to prevent running into any people. We charged a nominal 50p for two laps. The guys working on a nearby fun fair, also part if the event queued up and paid their 50p except some thought they could overcome the restricted throttle...it held! So what with those guys and the public that waited patiently for their go the 125 was running virtually continually for Saturday and most of Sunday. The TY 125 was great bike running faultlessly, using a tiny amount of oil ( we kept it standard so it retained the oil injection) and my partsman only went for fuel a few times. So I feel justified when I say the TY steers slow when compared to some of the other machines on sale at the time. Just fitting longer rear damper units at the rear would quicken the steering a modicum. There is somewhere on the web a whole story on modding the TY frame and steering head angle to quicken the steering. Lets not forget that the TY range was aimed at the larger USA market, so it was in Yamahas best interest to produce a bike that had reasonably stable steering and not too twitchy as they realised that many TY’s would be used on the trails rather than trials.👍
  15. The TY engine is more difficult than say a Bultaco if you are new to engine work. Otherwise with care they can be sometimes less problematical. I don't think I mentioned crank cases, sorry if I confused anyone I was referring to the outer cases. I still have the AJS factory supplied gudgeon pin circlip pliers that came with bikes tool kit, they’re dinky but so useful. They are a permanent guest in my top tool box drawer🤗
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