I think it would be possible to revive a UK brand, but clearly developing a new engine is not cost effective. The obvious thing is to buy in an engine and build a UK frame. There are few engines available, The obvious one being Rotax as they are one of the few manufacturers that sell just engines. I have no idea if the Rotax is suitable for this application? They are sold for go-karts and I would think therefore have a different power delivery to that which a trials bike needs. I'd love to hear if anyone has any expertise in this area. Also I don't know if this meets the current Euro 4 needs? Even with the UK out the EU we will still need to comply with all the European standards if we are to sell into that market.
There is a good spread of technology there already with the Italian and Spanish bikes and Montesa Honda benefiting from the new EU-Japan deal. It would be a very tough market to enter, particularly as an outsider. That said the brands like BSA are very well known and could be a selling point, however you would first need to buy the brand from whoever owns it.
Basically we are reinventing the wheel and the way to go is to buy the Chinese bike!
If someone wanted to make their own bike they could buy a Chinese crate engine, build frame and source other parts. There's even a 2 stroke option with electric start with counterbalancer. Engines would probably cost half or less if bought from the source. The horizontal pit bike engines would have a lot of low end grunt. The Chinese even make a KTM 105cc 2 stroke clone engine which would be very light and good for trials if tuned correctly.
Financially, lithium batteries are by far the biggest single component cost in the bikes. Ian describes it as: “It’s like buying a bike with years’ worth of free fuel.”
Does this mean you need a new battery after a year if you want it to perform the same in December as it did in January? If the battery is good for 1000 charges it would be like buying a bike with 2.7 years of free fuel if you charge it every day. But of course electricity is not free. I suspect Oliver Smith gets a new battery at least every year for top performance.
A friend bought one last year used for $3000 and the previous owner bought it new, rode it a few times, didn't like it and sold it. My friend only rode it for about 6 months before his knee injury and now he says the battery is toast and needs to be replaced. I think it needs a new battery every 1-2 years with regular riding. At that rate, it is more expensive to own than a gas bike.
Replacing #10 just take off clutch cover and only tools you need are circlip pliers and allen wrenches. Older bikes like my 07 need to split cases to replace shift shaft. If your bike is old you might consider replacing all the seals and maybe main bearings while the cases are split. When I split my 07 I didn't need a case splitter tool.
The crossbar on #10 will break and spin inside the cylinder after a hard hit. My guess is #13 cracked and you have to buy the whole shift shaft assembly #28
Mine cracked after the bike slid down a rock face dragging the shifter upwards.
On my 07 the crossbar on #10 is not welded but pressed in. It is like a fuse, your bike will shift if it is good or won't at all if broken. After it breaks you can tap it out and replace it. I found a piece of deadbolt wood frame reinforcer fits perfect and I keep it as a spare.
I have a bike that has oil leaking from the countershaft seal. Parked in the garage, I would find a small puddle of oil on the floor. Now I use a triangle stand and park the bike leaning in the other direction. Problem solved!
How much did it cost for the cylinder exchange? I assume it is from Jim. I just had my YZ welded and replated and it cost me $320 with shipping plus $100 for new piston.
Before I open an engine for the first time I look for any evidence of someone opening it up before me. Rounded bolts, scraped off gaskets, marks from removing seals, etc. I doubt a backwards piston would last 14 years.
It will cost about $300 to get the cylinder welded and replated plus the cost of new piston. If you have any up and down play on the rod you should have the crank bearing replaced and while your doing that, replace main bearings and seals. Another $500 or so. Up and down play on the rod will toast a new top end, side to side play is normal. I guess totally rebuilding the engine will cost about $1000.
I remember when you were having Ducati ignition problems you were doing some weird wiring experiments, bypassing components. I wonder if this was the initial cause with improper ignition timing?
Usually trials bike top ends don't need to be replaced even after 10-15 years for the average rider with proper maintenance and the usual putting around. I never hear of trials riders installing hour meters and talking about new rings or piston after X amount of hours like I hear enduro and mx riders do.
My radiator guard extends beyond the surface of the cdi and the cdi is not securely mounted. Sort of a breakaway mounting. I plan on making a plastic cover for it. The new Betas, Sherco, Scorpas have the cdi mounted exposed in a lower position which might be better but a mounting bracket needs to be made. They have been doing this for a few years now and maybe it is to keep it cooler but it looks to be in a vulnerable spot.
Have you got a picture of what you have done? I fit everything behind the steering head and it is an unsightly rat nest with no issues yet but it is winter though...
The Kokusan swap is the best solution and mine has been working fine for a year and a have since I stopped using Ducati. Except this summer the rectifier went out, another cursed Italian part. I replaced it with this:
I'm concerned about exposing electronics to heat so I mounted the CDI on the left side behind the radiator, next to the fan and added cooling fins on the rectifier and mounted it behind the numberplate. Not so worried about the coil so it is behind the steering head.
I bought a complete Kokusan system from trialsbikebreakersuk ebay store for $370 in May 2016. Earlier that year they had another system they sold as a kit and around that time you could also piece together a complete system. Now they seem to have dried up but you could keep checking. You could get one here if he still has it.
I have three Ducati regulator/rectifier boxes that you can have for free. Also have the flywheel, 2 coils, 2 pickup coils and stator.
I tried this but it didn't work for me and I switched to Kokusan.
Whenever the spark went out it was always the regulator/rectifier box so I guess if you can find the right diode or whatever you can solder in a replacement.
What's the deal with Smage and Frexia being tied and Smage gets the win because he dabbed first? I never heard of that rule before. Should have been a rideoff like the sudden death playoff they had at the Masters golf the same day.
The First Chinese Trials Bike
in Four-Stroke
Posted
If someone wanted to make their own bike they could buy a Chinese crate engine, build frame and source other parts. There's even a 2 stroke option with electric start with counterbalancer. Engines would probably cost half or less if bought from the source. The horizontal pit bike engines would have a lot of low end grunt. The Chinese even make a KTM 105cc 2 stroke clone engine which would be very light and good for trials if tuned correctly.
https://gpxmoto.com/index.php?route=product/category&path=10
http://www.shinebike.com/product-detail-232309.html