jse

The Dellorto is pretty simple. The brass arms the floats ride on should be parallel to the gasket sealing surface on the carb body. You also should try a new plug (.024" gap). I'm assuming that your fuel is fresh, stale fuel will sometimes cause symptoms you describe. It also could also be en electrical issue but try these things first. The possible cause is sometimes related to the onset pattern of the symptoms, gradual or quick. The main jet comes to mind first as you can take the main jet completely out of the carb and it will tick over just fine. Jon

Most of us that rode those bikes then had arms like a fiddler crab..... Jon

Check the float level, possible broken needle clip and also for an obstruction in the main jet. Jon

My thoughts also. The Classic bikes should be run in classic sections in a classic trial. You can always run the classic-T/S bike in a "regular" trial if you want, but to ride a T/S bike in a section designed to test it's design abilities is an enormous amount of fun. Jon

I couldn't agree more. Jon

I rode a bike or two with those levers and found them quite uncomfortable. It felt like they were "broken" and my hands slipped off easily. Jon

Mick Andrews would approve.... Jon

Bruce, http://www.trialspartsusa.com/tech.html has a lot of good information and also a video for replacing the fork seals on your bike. You don't need to bleed the forks when replacing the oil. There is a "jam nut" under the spacer that locks the top cap on. The adjusters do work to "fine tune" the damping (if you are just pushing on the forks, you can't tell) and try setting the compression all the way out and the rebound all the way in, which seems to work well for most riders with the GG forks. For your weight, I'd try the 7.5 weight oil (300 cc's) and the 10mm longer spacers, which you can make from schedule-40 (thick wall) PVC. Just take the old spacer to the hardware shop to match the OD of the tubing. You will need to take the cover off to replace the seal (use a new gasket). Jon

I agree. If you have both (I do), it's as close to being there as possible. Both are must-haves for anyone interested in the SSDT and they are different. Jon

I started riding Trials in the ski cap (the louder color, the better, and you just HAD to a little yarn ball at the top) and goggles era (we didn't wear helmets until some of us got hold of some Bell kite soaring helmets that had the large cut-out at the back that didn't dig into our necks) but I'm a firm believer that you should use any protective equipment you feel is necessary. I don't think any "real" Trials rider will think less of you for taking care of yourself. Jon ps. I started riding scrambles with an old "Stadium" pudding bowl helmet, so I guess I've always felt safety is an issue. Then again, it may be why I'm still able to ride...

"Normal operating temperature" is a relative term, as it would be the average temp under general operating conditions for that specific part being measured. Although the temp warning system seems like overkill for a TY (an engine will tell you when it is overheating if you know it's "language"), I would use a laser temp sensor and measure the installed sensor several times (in the same place each time) while riding the bike under "normal" conditions. Take the average of the measurements and you should have a ballpark figure as a baseline. The laser sensors are quite handy, for example, I use one to quickly pick out an "off" cylinder on multi-cylinder engines. Jon

For the Domino type, thats true. Jon

Copey, it's been some time since I messed with the CV type carb, but would a slightly stronger slide spring soften the initial throttle response to a degree? Jon

And test it under 2009 SSDT conditions..... Jon

Well, after viewing "Six Days in May" a couple of times, I would say it is to The Scottish in the vein that "On Any Sunday" was to U.S. motorcycle racing. In fact, if you squint your eyes and use your imagination, Big John really does look like a mature Steve McQueen..... Jon

Wow. Just got my book and DVD today. They are absolutely amazing. The DVD is outstanding and not only about the SSDT (which it covers extremely well, as you would expect) but about the people involved. The interviews are great and something I'll want to watch over and over. The book has a fantastic collection of photos and history but this is not just a book from one editor's point of view. There are a wide range of contributors and their personal touch is what helps the book reflect the true essence of the Scottish. I've only had a little time to look through it but its obvious that I'll spend many enjoyable hours with it in the future. Kudos to everyone involved in this effort! Jon ps. Thanks again for your help, Mairi. You're the greatest!

Here's a quick scan of the pages that might help you from my 85' TY350N manual. Jon

Funny as it sounds, the kickstart is supposed to hit the peg. The peg is the limiting factor in the kickstart shaft rotation. My 280 Pro kickstart has been hitting the peg for 10 years, no problem. Jon

It's all in the face.... Jon, born to gurn......

Oh, Boy, me too! We have all done the "Flying W" but I have developed a new crash sequence I will call "The Flying X" (patent applied for) and it involves a very loud girly scream........ Jon

I a little embarrassed to admit I think I got that.... Jon

Check under the clutch sidecase first and carefully inspect all the gizmos (several things, like the centering spring and idler gear, might be the cause), it may give you an idea of what the possibilities are. If nothing found there, judging by your description of the symptoms, you'll probably want to split the cases. Jon

Good idea, Kev will know what works best under the conditions there. Jon

I have one of those on my bike but my buddies tell me it will go away if I lay off the hamburgers and french fries. Just kidding. I'm not aware of what a Dual Mass is. Jon