jse

DOT-5 (Silicone) is essentialy chemically inert and can be used with just about all o-rings and seals. It, however, is slightly compressible so it may give a slightly "spongy" feeling, which in back brakes is generally not a problem as it helps to avoid sudden lockup. If you change to DOT-5 from DOT-3, 4 or 5.1, you will want to completely flush the system as 5 is not compatable with the other fluids (this from experience and advice of my Chemical Engineer buddies). Jon

HoggyF, I understand, back brake bleeding can make you want to resort to handgrenades to "fix" the bike. Sometimes it goes easy with no problems or it can (as you've found out) drive you nuts. The pressure syringe can help but it does not push much volume so sometimes it does not solve the issue. From what I've found, the main problem with back brakes is an air bubble hiding at the top of the banjo fitting on the master cylinder. If you look at the M/C you'll see what I mean. This is due to the fact that the outlet is above the inlet for the fluid and higher than the rest of the system. Sometimes (if you can reach it) pressurizing the system and cracking the top fitting on the M/C will work out the air, but if all else fails, you may need to take the M/C off it's mounts and rotate/lower it enough to allow the bubble to be forced out of the fitting area. Usually, you want to "bench bleed" a M/C by filling it with fluid before installing it, which will help with the bleeding later. If you pull on the syringe, you'll probably only be sucking air past the threads on the caliper bleed nipple (even if you have a bleed hose on the fitting going into a can of fluid), I would avoid that. Jon

I might be wrong, but as I remember, the TXT and Pro are different as the TXT takes #R350004 rebuild kit and the Pro takes #BT280222220. Jon

Andy63, The clutch should usually be a drop-in affair provided you installed it with the thicker fiber plate first (if it is the normal set with two fibers the same thickness and one that is thicker than the other two, which adjusts the clutch pack thickness to give approximately 17.5mm finger height). Be sure you have backed off the adjustment screw on the lever so that there is a little clearance where it meets the plunger on the M/C (the little cupped-end rod that goes through the rubber boot on the master cylinder). Usually, the most common cause of slippage is a too thin clutch pack which results in less pressure exerted by the Belville spring (probably not the case with a new clutch pack), but in rare cases improper assembly of the pressure plate assembly can do it. Check that adjustment screw on the clutch lever first as that can cause a pressure build-up in the system with the lever out, which would make the clutch slip. Jon

Or the SSDT......... Jon

That's my experience also. The piston return spring is designed to push the piston assembly back to its stop at the circlip in order to uncover the bleed hole to the reservoir and allow the system to equalize pressure. Sometimes, in older systems, water will rust the spring to the point where it breaks, but you should have found the spring parts. The rear hydraulic system is "closed" and usually does not ingest air above the bladder which is why the reservoir should be filled about 2/3rds full at max. You will need to carefully check the M/C bore for any pits or scratches. If any are present, I'd replace the M/C.

Andy, I'm having a little difficulty picturing this in my mind. Drain screws are usually small Phillip's head capscrews that are located at the back side of the lower leg. If you mean the large Allen capscrew at the very bottom of the lower leg (up inside the recess), that is called a "base bolt" and is what holds the cartridge in the lower leg. That Allen capscrew should have a copper washer and be tight. The upper tube should be dropped down a little to expose the spring (below the grey PVC preload spacer), the fork tilted over some and the oil poured in between the coils. Could you post a photo of the drain screw you mean? Jon

That's kinda weird. The confirmation that it, indeed, is a four-stroke makes me wonder just where/how he got it. Course, it does seem to be a hot item with 3 bids running the total all the way up to 1.74 pounds...... Jon

As I remember, 17.5mm is standard and has always worked for me. The Pros often want a quicker engagement and opt for a smaller number, but it's really a personal thing. Most riders seem to be happy with the 17.5mm height as it gives an easier engagement range for us mere mortals to handle. I also use the GM AutoTrac transfer case fluid in my personal bike and have about 5+ years of use on the same clutch pack now. Jon

It's a different engine and has 8 years more use on it. The popping on over run may be jetting and/or leaky seals/gaskets. If it's exhaust noise, the packing in the mid-muffler may be gone. Noises are somewhat difficult to diagnose on the Internet so you may want to have someone with mechanical experience listen to it. Jon

Hi! I'm on the road right now so didn't get on the laptop last couple of days. Lowbrow's correct on this. The lower the finger height, the harder the pull due to the decreased mechanical leverage. In some cases, if the fingers are really low, the servo cylinder will bottom out against the shaved head, hollow capscrew that holds the clutch hub on. The lever will pull hard and then stop before it hits the grip (the adjustment screw on the lever, when adjusted in too far will also do this). The thinner 06' on up Belville spring will have a slightly easier pull if you want to upgrade but I would also flush out the fluid in the system and use DOT-5 Silicone and change the o-ring/seal on the servo cylinder. Sometimes, when the servo o-rings swell they will cause a lot of stiction and cause hard lever pull. This can also happen with master cylinder o-rings sometimes but it's mostly a problem with the servo cylinders. I like the Silicone DOT-5 fluid as it has good lubricity, does not damage the rubber boot on the master cylinder and is slightly compressable so it smooths out clutch engagement (and why it is not used in racing brake systems but is used in military vehicles). Jon

I was Chief Tech Inspector and I had an idea of what you guys were facing out there, so I grabbed this old stuffed elk's head (I was told it was an elk, not a deer. What do I know...) I found behind the clubhouse to use as the Tech Inspection mascot to inject a little humor into the process. It did upset a few young ladies, however......... Jon

Matt needs to take him out for a practice session on Boobys Rock.......... Jon (I like that name for some reason) had some tough sections to face in the Expert class. He never gave up. Jon

I'll tell you Steve, he didn't look as tired as Johnny English did, you must not have as many big nasty rocks up in Canada as we do down here in Oklahoma......... Jon

It was a big shock to all of us. I talked with Allen when he got to the event Friday afternoon and he was in his usual good humor and really looking forward to riding, as he always was. Whenever I saw Allen pull up to an event, the Ute Cup, an AVTA club Trial, the CRTC series or any Trial, I always had the feeling that the event is now going to be just a little bit better than it otherwise would be, and that feeling was never wrong. He made a positive contribution to my life and his presence will be missed. Jon

Bailey Tucker and Karl Davis Jr.

Andrew Oldar and Shad Peterson. Andrew was having the time of his life and putting out 100%.

Miles Morgan and Ron Commo III. I saw some flashes of brilliance from Ron, he's still adjusting to the new bike. He would cruize through a tough obstacle and have a little trouble with the next, lesser one. When he starts stringing things together, watch out. Jon

Good photo, Mark. I'll throw a couple up from the little backpack camera, starting with Pat Smage and Keith Wineland. Jon

My info is that you are correct, the "E" designation is for a 2004 year model. Jon

Clive, You mean this guy? I found him trying to hide out on section 7... I'll post some photos of the other Pros when I get a minute to spare. Heres a couple of Cody. I may have some good ones on Pat and the others also. Pat really bounced back on Sunday and rode at top form as we all know he is capable of. Interesting note is the fact that Kip's father, Whitey Webb (Grandfather of Cody) was the guy who got me interested in Trials. Few know of the long history of the Webb family in Trials and what an influence they have had. Another piece of history is the effect Clive's dad, Derek, has had on me (as well as all of Northern Californian Trials) and how much he taught me about setting up a Trial and how to make sections both fun and challenging. I owe a lot to both these people. Jon

It was a tough Trial, no doubt. I'll try to post a couple of photos I took ( in between duties at the sections) with the backpack camera when I get time. I told Johnny English to say hi to you for me when he sees you in a couple of weeks. For some reason he looked REALLY tired at the time and may not remember............ Jon

Here's the NATC link: http://natctrials.org/results/10_rnd1_all.pdf . Jon

For the Experts/Pros this afternoon, short loops, up big rocks and off big drop-offs. Everybody worked hard today. I was at section 7 for a while checking VIN numbers for the Pros and it was a very simple section in the creek. Start in, make a tight left/right combo, go straight for a few yards and turn left and out the exit. From the rocks above, it looked like a half-moon section in the creek that would be Amateur class at a club Trial but it was hugely diabolical in nature with holes and slick rocks that were unpredictable. There were no splits so everybody rode the same line and the Experts were lucky to get through with 3's. I was told that Pat fell off for a 5 the first time through, just a few feet into the entrance. I spoke with Cody and he was pretty happy with two 1's and a clean (the only clean I saw there). An Expert would clean a part in the section and a Pro riding next would go in the same exact spot and get stopped cold, it was that spooky. We had a couple of new National Pro riders in their first National and they looked pretty happy when they came in to turn in their final cards, they worked hard and put in a top effort. I got to see a lot of new talent today in both the upper and lower classes and in my experience, Trials in the U.S. has a bright future. I spoke with as many riders as I could that rode the new Clubman/Twinshock line and the feedback was positive. Well, off to catch a couple of Z's and up early for tomorrow's round. Jon

Ross, Well, I'm getting ready to pull out to head for the first U.S. National so my fingers are crossed, as to the weather, for both of us. Say hi to Big John for me. Cheers. Jon