feetupfun

Do you want to sell them?

They look like Falcon Classic steel bodied Trials shocks and they may have no damping because they are fitted upside down. Try them the other way up before doing anything rash. You can get Falcons made so that they will work up that way, but standard Falcons only work properly the other way up to yours in the photo. The spring rate is usually engraved on the end of each spring in pounds/inch. If they are trials springs they should have 40 or 50 engraved. You will need to remove a spring to be able to read the engraving

New tubes for TY250 twinshock are available, or are you after 2nd hand?

What is visible looks original. Can't tell if it is straight from that photo and can't see LH footpeg area

434 (A model) and early 493 (B model) seat bolts to the inside ends of the shockie mounts. 493 (CDE models) seat bolts to small additional brackets on frame. CDE seat is different to AB CDE rear guard goes with CDE seat. AB seat goes with AB rear guard. 434 has stand mount near left footpeg. 493 has stand mount on RH side of swingarm. 493 has threaded holes in the ends of the cross member under the motor (for the accessory trail riding footpeg kit) Frames otherwise the same. 434 and 493 swingarms are different structurally but have the same overall dimensions and are interchangable. Early 493 (B model) has 434 swingarm structure with stand on RH arm. Motors are different inside but interchangable. If you have concerns about specific bits fitting just ask

You have a custom bike which means that aftermarket parts are not designed to fit it. If you do decent photos of the RH side with the heat shield removed, people might be able to help determine if a WES main chamber will fit. You haven't shown the header pipe so can't tell what has been done there. Side panels - no. Can't tell about the seat either without good photos of what it looks like underneath. It may be the correct seat on it already. TY frames are often modified but the way yours has been done is not common.

Before you pull anything apart, check for weird stuff like little rocks rattling against the bashplate or loose engine or bashplate bolts

Yes the rear frame upright has been moved forwards at the top end. Was probably done when the top shock mount was relocated further forwards. Hard to tell from your photos, but the seat rails may have been lowered too. Moving the top shock mount forwards and/or down increases rear wheel suspension travel. Lowering the seat rails improves mass centralisation and gives the rider more room to move. Looks like they have shortened the main exhaust chamber to fit the reduced space from moving the upright forwards. Yes there will be standard frames about.

There are magical shocks and magical fork springs. I haven't heard of magical cartridge emulators

Yes I run Racetech gold valves in TY250 twinshock forks on a Godden Majesty. They work very well, once set up properly. The instructions say that you might need stiffer springs. Unless you are very light or use the forks on a lighter bike, you probably will need stiffer springs.

Thanks Rod. Excellent photo. So did they achieve a narrower bike by doing that? I remember one of the selling points of the Sherpa T was how skinny it was at the rear end of the tank. Another thought was maybe they were trying to make it quieter. I see there are pipes on the inlet to the air filter. Maybe the main chamber of the exhaust was bigger than earlier 247s

Looks like it might meant to be like that then. I wonder what is different with the last model that they needed to change it like that?

Slide jamming can sometimes occur with the flange mounted Mk 1 AMAL because the bore for the throttle slide can remain distorted if the mounting flange nuts have been overtightened at some point. The best way to fix it is to resleeve the slide bore, but a quick fix is to remove the high spots

Very nice-looking 247. They do have very beautiful styling. The air filter casing usually fits up close to the underside of the seat and has a hose with a 90 degree bend. I'm sure yours will work fine the way it is and only mentioned it in case things like that are important to you. I see it has a MK1 AMAL carby. Beware of the throttle slide sticking at the top of its travel.

I've got genuine Suzuki RM80x clutch levers on a couple of Yamaha TYs. They are not cheap but good quality, bend not snap and are a great shape and reach for single finger clutch work

The 247 is a model that went for many years with the same round fork sliders so it wouldn't matter if it was a 1972 247 or a 1978 247, they would be the same part. The word "Montesa" wraps around the curve nicely with fairly small letters. 348 has "M" probably because the square sliders that were introduced for the 348 in 1976 had limited space to fit writing (it wouldn't be visible as a complete word from any angle if it had to wrap around two corners, and the characters would be too small to see properly if the whole word was on one face). The replacement model for the 247 (the 248) shared the square slider design with the 348 and 349.

Custom rear sprocket carrier 520 chain Swingarm protector Chain tensioner retained by a screw Aluminium snail cams Aftermarket shift lever Rear wheel axle Standard-looking carby I still like that seat Be careful that the ignition cables don't get damaged by the heat from the cylinder fin Looks like you've made the new exhaust header

I'm still undecided Guy. The Majesty damper rods make the front end feel less busy than standard TY on stream bed rocks. The gold valves feel like the front suspension is more supple than with the Majesty rods and they provide an equally good (calm) feeling to the front end. Overall both make for a more relaxing ride in rocky stream beds compared with standard but I can't decide which is better. I find the Majesty rods make the front suspension action feel similar to a Bultaco front end. As for rough downhills with the front end loaded up, the Majesty rods work very well straight out of the box. The gold valves require careful setup to get the right balance between compression damping and fork spring rate and fork spring pre-load to be as good as the Majesty damper rods when riding rough steep downhills but are just as good for this when set up.

Wouldn't PW50 forks be too short?

The rubber dampers inside do develop play after a while. The rubbers can be replaced. I made new rubbers and rivets about 35 years ago for one of my TY175s, thinking that the play there might be affecting on-off-on throttle work, but I could not feel any difference in the behaviour of the bike between before and after, so I have never bothered doing it on any other TY175s. The subject comes up on these forums every few years.

I confess not reading the instructions with the damper rods and set mine to 125mm dip with Dexron ATF, rode a trial, then set them to 125mm dip with 5WT fork oil

It's a Victorian bike and Jared rode it at a Denman Club (Hunter Valley, NSW) event a few years ago ( a long way from home for both Jared and I). Are you going to make a standard shape header? That's a comfortable-looking seat. Did you make it? I bought a set of the Majesty brand damper rods too and am impressed with the damping action

Here is another TY250 (not mine) with a DT250 head showing the other side. It has the cut-away cylinder fins of the A or B model cylinder

Maybe there is also a thermal benefit with the DT250 head which could be important up here

What I think I can see apart from what you have already mentioned are: DT250 cylinder head. The exposed section of the fork tubes below the bottom clamp looks a bit longer than standard. Handlebar clamps are a bit further forward than standard.