copemech

There has to be a club up there somewhere, track down Steve Ahlers!

The 2.5 is a sweet bike, much snappier than a Beta but not totally overwhelming! Unless you are practicing with Alexz you should be fine! Go for it! ps- not much room for your name on the '07 swingarm guards, unless your name is SHERCOREV2.5!

They only move a couple mm so that the plates can separate!

Sounds like you would fit right in! Nice if you can ride a bit every day to practice! Where are you located?

The problem with non synthetic or some simi synthetic oils is exactly as stated. They do not remain oily, but turn to a hard carbon which builds up ! And it is non movable! On your piston, pipe and muff! Oil that stays "oily", you can blow out or flush! It will move! Check your header pipe to see! M2C!

Good one Heath! Did you use the strong flash unit or does Barry paint himself half black to attract girls of all persuasions? Someone said it was usually his bottom side that stayed dark!

The plates are probably warped. Check them on a flat surface(glass). Mine did the same thing sometime back, and I just replaced the steel plates. Although it is OK, replacing both would be better. If you make a couple of little "bent wire" tools, you can just lay the bike over on its side and remove the cover and the six bolts and springs to remove them. They will slide right out if you hook them with the tools. Hope that helps!

62.5cc would be 80:1 ratio which should be about right. Don't know about that type of oil, can you get the Maxima? I have used the Yamalube 2-R without problem at ratios of between 80 and (100:1 if you are not running it hard). But expect some smoking if you run it hard after putting around all day, as they all seem to build up in the exhaust!

Most run them at 1-2 rings down, unless it is in the mud!

Never had a problem. Once you bleed air from top of bleeder side, rest should migrate out the hose to the top if you leave the top off the master and continue to pump slowly untill firm. Hope that helps.

Jay, I think I need to move to th south of England and find a mud hole to ride in!

JC, if anything, Sherco's have never had a problem "tucking" on turns. If anything it is quite the opposite! Lean into the turn with your feet and straighten your inside arm while moving your weight(butt) outside! You can open up the steering a bit and roll properly through the turn! More lean, more turn! GO Practice!

I try to keep tabs as well, surely Beta has another entry on the 4T, oh yea, they do! Well ! uh! They do! (Starts with K, I think) What about Grimbo? Will he ride the 4T Sherco?

Thanks John, and yes, I have had a lot of piston engine aircraft experience, which helps, combined with spending the first half of my life working on MX'ers and such. I put the Keihin on the '07 this weekend just to try, works well, but all I can say is that my well tuned Dellorto is just as smooth but a bit less powerful throughout the range, suits me better! So it went back on. Some will tell you they use the Kiehin's on the dry grippy rocks and the Dellorto in the wet and mud. I tend to agree with this strategy. All personal choice, don't think either would help ME up a really big ledge! I need an elevator or the handicap ramp! I should also note that on the '07, there seems to be no clearance between the larger(disfunctional) fuel tank and the top of the carb. Makes the already poor fit of the tank even worse as you have to really cram it! The bottom hits(as always) and now the top hits! It will go, but I would much rather see the Spanyards get their heads out of their asses on the fuel tank fitting. I think they should retro all of them at no charge! Maybe they could work upon the airbox and mudguard fit as well, All falls upon deaf ears it seems! If they could just make a few small adjustments!

Many have asked in the past what hose to use from the carb to airbox on a Kiehin install. I have found a nice little premade hose that works well. It is a strong and reinforced intake hose. It is an aircraft part(intake hose) that fits Rolls Royce/ TCM Contental C-75 through C-90 and O-200 engines, maybe others. The TCM part number is 22800, or Superior Air Parts SA-22800. Available thorugh most any small aricraft mechanic or mailorder aircraft supply for about $2 US Hose fits the carb inlet soo tightly that a clamp is not neccessary(old one will not fit anyway) and is proper length, fits to airbox nicely. I would post a piccie, but it looks like a hose! Cheers,

Argh! Ha! Sounds like m------------- nevermind!

Sheep, Englishmen, David and Pollaks? Am i missing something here? I understood the sheep('s)sis were reserved for the site admin!

Speaking of pipes, since Craig did'nt go, I hope nobody got the Montzuma's Revenge! It will stay with you for a while! And splat! Poor English blokes!

Unfortunately, the simple theory of height vs rotation does not work, mostly because the piston accellerates and decellerates twice per revolution at a given crankshaft speed. Here is a short study to relate this, makes my brane hurt! piston speed Gee, I should not have slammed this up in a hurry, as Marlintec already had a better timing diagram and formula, you do not have to read Spanish, just math! Spanish is easier!

At this point, I no longer care which way you rotate!

Good tip! Might be a good place for the silecon grease so it keeps water out and does not react with the rubber?

Jack, I cannot even recall which ignition the Beta is running on that bike, but I do not think the coils are the same. You should be able to pm or e-mail RON for assistance and recommendations, he is the Beta importer here and is quite knoweleggeable on them! (Don't tell him I said that, big head and all!)

He He! Not too far from true!

ScottT, If you will please notice that the factory "tic" mark(noted as 4) has rotated approx 4mm counterclockwise from the(STD) position alignment with the right edge of the casting boss. To plot the exact amount of piston travel vs crankshaft rotation you would need to plot on a parabolic curve. At exactly top or bottom center, there is NO movement of the piston in relation to the crankshaft. Piston travel is maximum in relation to degrees of rotation at 90 and 270 degrees from TDC and declines in either direction from that point. (almost)

Good to get some shots, thanks much!