feetupfun

If it runs with the choke on, then there is fuel getting to the float bowl. If it stops when you turn the choke off, then either the pilot jet or the main jet or both jets are blocked. You haven't given enough info to differentiate/diagnose further.

Yes there is no friction at the spring/tube surface if you have no springs, but the friction at the fork seals goes up dramatically with increasing air pressure which is why very few manufacturers used air springing on its own. Most had air and steel springs together. Any bike with sealed fork caps is making use of the air inside as a spring, whether the caps have the facility to adjust the pressure (schrader valves) or not. Jaan, you can buy new springs for the Cota 348/349 but most people just add a bit more preload to the spring. When the springs get so sagged that to get the preload right, you have to put in enough spacers that the coils touch each other before the forks bottom, it is time for new springs. Sagged single-rate springs have the same spring rate as new springs, they are just shorter overall when relaxed - hence needing longer spacers to achieve the same preload force. In the case of my 1976 348, I have about 10mm more spacer length than standard, and ride with the pressure set at atmospheric pressure with the forks topped out. Be careful when comparing settings from one 348 with another 348 because some came with higher rate springs than others. If you have the low rate springs, as Peter says, you will need to run some air pressure in them.

If it is a standard 348 kickstart lever, it will bend OK cold but it will be much easier to bend if you heat it up. A standard lever will not shatter. Either way you will be wrecking the plating finish. It must have taken quite a hit to bend it out of shape as they are very strong - as you will find if you try and bend it cold.

Yes it should move a wee bit. Its called a floating disc and helps the disc stay nice and flat when it gets hot, and ensures that the disc can move to align with the pad surfaces when braking if there is any slight difference in alignment without flexing the disc.

Yes it is a matter of opinion and I didn't want yours to be the only one.

I have to disagree about sliding TY175 forks down flush. Whatever shockie length, footpeg location or handlebar rise, sliding the forks tubes down flush with the top clamp might improve the ground clearance but it makes the steering in sections worse, not better.

The 88 model TY250 has a completely different hub so has a different cable to the twinshock TY

I don't know how common they are around the world but there was one a bit like that in our club until 2 years ago when he finally got sick of my complaining and converted it back to being a lovely, standard, M198A. As a monoshock it looked hideous to my eyes, having USD forks from an early 1990s Fantic and a modified Pursang swingarm and front and rear disc brakes. The linkage mechanism and shock were from a TY250N.

http://www.southwestmontesa.com/ http://www.inmotiontrials.com/

Stork I posted the spacer details including a photo on the Trials Australia website this afternoon. David Lahey

Yes the Hebos do have a different angle. I always felt like I was standing on the leading edge of my Rev3 footpegs so it was a great relief to ride it with Hebo pegs. My feet and legs were much happier.

I haven't had a van for many years now and am interested in getting one for trials bike transport. The Vito is by far the most popular bike transporting van here. The other vans I see mentioned in this forum are available here with the exception of the little Transit but in the popularity stakes the merc Vito leaves the others for dead. What I'm interested in is why is it so? What is wrong with the Vee Dub and the Citroen? We also get a newcomer from Hyundai (the iLoad) that is a Vito look-alike and I haven't heard anything good or bad about them yet.

Neither type of tank shown in the slide show looks like anything I've seen on a modern motorcycle. My guess would be that both shapes are recently made and purpose built to go on a bicycle and the especially ugly shape with the side bulges is intended to appear like something from a 1960s Eastern bloc motorcycle. They are probably made from fibreglass.

TY80 small wheel tank too short TY80 big wheel tank too long TY175 tank too short A DT tank will be too wide at the back end Most twinshock Yamaha dirt bike tanks will "fit" but it would pretty lucky to get one that looks good. Even YZ125C tanks look strange on a TY. Surely there are the later model (aluminium) TY250 tanks available from wreckers. They look fine on an A model. David

Yes it is the wrong kickstart lever. I'm not sure if the 247 arrangement is the same as the 348 but if it is, then yes there should be a stop but the stop is a bit fragile and yours may have been broken by overrotation of the kickstart shaft. Remove the magneto flywheel cover and all will be revealed. There is lots of info available here about your 247 http://www.southwestmontesa.com/ David

Sorry Woody I had the metallic green paint matched by a spraypainter from an old KT sidecover. I suspect that is the sort of thing that most people have done. The spraypainter told me there were no listings (or he didn't have access to any listings) of paint numbers for old dirt bikes like the KT. David

Tim that got me thinking and the first famous/infamous person with Wayne as a middle name I thought of was John Wayne Bobbit.

Woody the late 1970s KX125 case in the photo I posted has the arm at the top of the clutch bulge like the red KT photo and the 250cc KT prototype shown in the Don Smith book. Every KX250 I have seen has the arm at the front of the bulge. How can you say the KX125 cover is the same as the KX250?

Heres a KX125 with a clutch cover that looks like it might be the same

The red KT in the photo has a KT motor that has been fitted with the clutch cover from a KX motor. Why don't you take a photo of your motor and post it up so we can have a look at it?

Ignition timing is adjusted by rotating the stator mounting plate. Yes you have to take the flywheel off to get to it. Your motor probably has adjusting slots for the screws that hold the stator mounting plate to the crankcase. If you rotate the stator mounting plate in the same direction as the crankshaft rotates, you will be retarding the ignition ie it will spark later in the cycle than before you moved it. If you rotate the stator mounting plate in the opposite direction to the way the crankshaft rotates, you will be advancing the ignition ie it will spark earlier in the cycle than before you moved it. I hope this helps

We run 10 club trials per year and rider numbers have increased from about 20 (total) in 1995 to 60 (total) at present. This year the numbers riding at events has ranged from 25 to 45. Most riders live within a 150km radius of the riding sites. Some drive 1800km (1080 miles) each way to attend the 2 day events but that is only two or three of the riders and they only come twice per year. Most of our riders live in one of two regional centres separated by approx 120km, both around 50,000 population. One is heavily industrial, the other heavily agricultural (beef cattle). The industrial centre tends to have more riders per unit of population (probably due to a high proportion of petrol heads) Successful strategies for us are: Running all-day riding demonstrations at weekend markets, swap meets, machinery shows, car shows and annual regional shows. We have a permanent riding display site at the Historical Village of one of the towns and a portable set of obstacles including fake boulders, real logs and a creek with waterfalls (made of fibreglass). Getting a story with a photo in the local papers during the week preceeding the trial Making posters and having then displayed at motorcycle shops Inviting the local TV station to come and take footage - they usually stay for the first lap and put 30 seconds coverage on the local evening news. Running a club email list for everyone who shows an interest in trials Running a club website with lots of interesting photos (not just top riders on obstacles - lots of people shots) Supporting the use of older bikes (for people on tight budgets) with donations of parts and help with keeping them running Keeping as many second hand bikes in the local area as possible. This has worked very well with the growth we have seen because new riders can buy a 2-3 year old bike without having to travel long distances to a capital city. Having an annual final 2 day trial/Christmas party with a catered meal and award presentations One of the riders produces an annual DVD of the years events with very high production values and this is first shown at the party. The contributing footage is communal. I just converted our local "gas" price into US units and it is $US6.87 per US gallon. The people who drive from 1800km away pay more like $US8.00 per US gallon on most of their trip.

I just had a read of the New England rulebook and while there are some differences to how we run things, I couldn't see anything that would be affecting rider numbers.

Heres the Aussie version. Click on General Competition Rules 2008 http://www.ma.org.au/Content/MA/FormsRules...f_motorcycl.htm

If you like hopping the front of the Scorpa, why not just learn to hop the DRZ instead of all that modification stuff? I've done lots of course setting for Pony Express and Enduro events on a similar bike to your DRZ and found that when you get caught in a very tight spot the old fashioned balance-the-bike-on-the-rear-wheel-and-pivot-it-around-to-the-new-direction works very well. It is easiest if you pivot towards the left so you can hold the rear brake on while your left foot stays on the ground.