copemech

By Schitz, that is good!

As things tend to may times follow the Caby bike, not really sure? Seems they do state an improved clutch and gearbox, yet with the 300 performance of the Caby I cannot really see much I would want or need there. Even the clutch, if too quick could be an issue!

Soo posh now!

So you did try cracking the line on top of the MC? to get some fluid flowing? Likely air cought in the top of the pump.

I think that is good to hear and is the purpose. Kramit makes a good point as well, yet there needs to be a balance I suppose. It is certainly not an easy job trying to get things sorted for the different classes(with a given area). And then trying to challenge the top class without killing off a few!

Thought that was the job of tht NATC sporting stuard?

A 125 is fun to ride and quite capable if worked correctly, yet they have no real guts(torque) off the bottom revs. A gasser 200(at 172cc as i recall) is a different beast and shares the same bottom end to put out a quite nice result. As I say all this, I have not had the oppertunity to ride one with the S3 225 top end kit on it, although following the logic of the factory 200, the 225 should be even more powerfull and gutsey. Have heard the added flywheel weight is a preferred option on this setup. It is all bolt on stuff, so everything could be transferred to another bike if need be. Might be worth considering as compared to flipping bikes.

And how do they compare to the dual stage?

Soo what are your findings?

There you go then as Tony has you in the right direction now. The only thing I might add to the pump seal replacement guide on the Sherco or RYP site is that you may be well advised to lubricate the shaft and seals with a dab of silecone grease upon assembly of the shaft assy. This extra bit of lubrication seems to help prevent a "dry seal " condition and premature seal failure in my opinion and is noteworthy.. Cheers, MC

Now then all said I will tell you something. Yes, basically any oil will work, yet possibly not the best, still better than nothing! Change it every ride then less an issue as no runoff concerns. Yet the high tack oils specific to this application do seem to have their advantages, and in having used a few over the years, some seem better than others. (mind you this is a bugtrap so you want something that makes bugs stick) I have come to like the NO-TOIL product. Firstly because it seems to wors as a high tack, and secondly because it can be cleaned with a water soluable and bio-degrabeable cleaner that comes in the kit as compared to using solvents. Fact is I could probably just throw the filter in with the dirty laundry as it seems the actual cleaner agent is nothing more. As time has passed it seems that I am not the only one that likes this stuff, as I found it on the shelf of the local Honda dealer in a Honda wrapper, so it seems that it is indeed Honda approved here in the states, yet I have not been able to confirm it available in the UK market under the Honda lable. It is just easy for me to stop by the local Honda motorcycle dealer to pick it up if need be, yet it does last and I do not clean every ride, so I get a year out of the kit at least! Something for you to look into, as well as others, as the old style solvent or petrol cleaning of filters is not environmentally friendly nor kind to your hands, yet in a pinch it can still be done with this stuff as well it seems. Nuff for now, MC

I had a bit of intension to dig into the rulebook for a review, yet, to be honest I could not find it on the new US Mototrials website. Once again, best I recall, these are indeed not simple split markers, yet "gates" which essentially means two opposing markers with a set min width of what was it? 48inches as a minimum? Although some of these may be combined as such some riders go left and others go right, as with a simple split marker, the outer boundries of these should be there as well in these "gates" and marking system. Yet the fact in itself thet there are indeed two markers required fir each "gate" as stated does in itself present other hazards within the marking system and doubles the potential of abuse as I presume all would need to be placed within the taped section boundries and not just outside of them and out of the way. This in itself may present challenges to section builders dependant upon the terrain and space limitations, yet long story made short of just how all this plays into the actual trials is currently a bit of a question!!!!! No, we do not want or need riders riding over or trampling down the markers, yet this issue of "toutching one" does seem a bit extreme and once again the markers is not the obsticle, so choose carefully here section builders! Once again, I would be hard pressed to apply this rule in a club trial, and at best use it on some the top locals to keep them in ck a bit possibly, as one well knows they will indeed use every inch you give them. Do I see a double standard here? Possibly? Job as observer would be to administer points to riders under observation. Applying these rules in a fair manner should be as well. Someone please correct me, because I may be totally off about it all, yet I am still finding the rule easy to ignore in a club event.

There should be a stand alone short wire that comes off the CDI/coil unit as I recall. This is the one you want to connect to with a two wire kill button. Other end of the kill button going to an earth point to the frame. On the later models the wire is black. Cannot recall on that year as I have slept since. If you have troubles, post up a pic to refresh my memory. If you are removing factory switch pod and wireing, you will need jumper lead for fan wireing as well. Readily available. MC

Like this! Many use a 3mm drain hole in the bottom of the cover to let crap out.

As far as I know these measures are taken with fork in compressed position to allow for air headspece above the oil which makes sense . At the same time I say that, I have only used the quantity method while insureing to get all the old oil out the damper and have not checked according to levels.

What overflow are you referring to? There is no overflow (specifically) on a typical Sherco motor. Yhere is a tube on the rad outlet for coolant(not water).

Oh yes, I forgot that, YOU SUCK! Now back to other things that do not pertain to Billy blowing smoke up my ass! It would not be the vacume within a 2T motor that purges excess oil form the crankcase that accumulates at low RPM runnings of a typical trials bike, but the velocity of the incoming air at higher revs and engine loads that start getting things flowing and burning off. Actual crankcase vacumes would be decreased(pressure increased) at larger throttle openings allowing more air to flow in increasing velocity. Once the oil is pitched up top,it requires heat and flow of the outgoing mix into the exhaust to really light things off and keep the drooling oil from accumulating there in the muff and stuff! Even the accumulated oil residues there will start flowing a bit with some heat to get things going! At least spat out the rear! If what I think Borus said about the mains being lubricated by gearbox oil on the Ossa, then the higher oil ratios at 110:1 is easily achieved with modern synthetics. Fact is most punters on conventional bikes could easily go to 100:1 without issue. Seems few take heed of anythis, they just grunge things up and bitch when the things are clogged!

One should sort of relate the "tacky" air filter oils to one them sticky bug traps! You want to catch all you can and hold it!

The second point is that the oil in the gas oil mixture does not actually burn but rather gets spat out the exhaust. Of course it BURNS you muppet! What do you think makes SMOKE! Now this does require some heat in the exhaust as the oil migrates through the motor, and low heat burns less under low load conditions!

I have said this for quiet some time, and at time goes, it has proven true. We here run 80:1 in the Pro bikes without issue!!!!! You think you need more? I intend to open up this issue to others in the general forum as well. Here is a snippit form an oil engineer at Maxima as example. Folk do not understand what is going on here with respect to oil migration time! Basically, it all just lays up in there untill it is revved out! Get down to this quote from an oil engineer at Maxima and go figure!

Yea, well the NATC rules apply to the NATC events(nationals). That is all good ! For the most part them guys know what they signed up for. Five em-all if you like, there may be some that need it! You see, as best I understand it, in that environment the markers are "GATES" anyway, minimum designated width set and such if possible, so for example if I am at a section where the gates are stuck on rocks, I would prefer folks keep their friggin tires off them! And the rest of themselves as well! Now, on the other hand, in a club event, there is no friggin way I am EVER going to the trouble to mark out sections like a national. It is not practicle and not gonna happen. You will get your tape, and split cards , and that is about it! Read them and don't knock them off! We ain't on NATC rules here, and it is up to the trialsmaster to decide how they want things to roll, and advise others accordingly..

I seen this first I think last year in Euro trials championship , followed in WTC this year, so I suppose a FIM rule, which NATC follows closly having seen it in the NATC rule changes. . Ther have already been many charges over there of "o you toutched it" against many top riders. I do not neccessarily like or agree with it either, yet I suppose it all comes down to just how the section is marked. And as far as I am concerned, this rule may easily be overlooked in the spirit of the sport! This rule proves nothing! Now at the same time I say that, It may be a whole different deal when a pro rider plants his rear wheel on a marker halfway up a rock and defaces it, yet does not move it so it is barely there for the next guy to knock off! That sucks too so judgment required!

"Before we start I am not posting this for any other reason than to understand how the fuel injection works, its not criticism and its not praise, I'm just interested." It works like a standard bike, yet a precise amount of fuel is sprayed in as compared to a carb in which it is hopefully sucked in in the correct proportion. This amount is adjusted by the open time of the injector, and is able to base the quantity more precisely dependant upon RPM, throttle opening and engine load. It will also compensate for base changes in barometric pressure and temps if all the basic inputs to the controller are there. The mapping based upon these inputs can be tweaked, as well as ignition timing depending upon the system.(yet these may be basic) As far as revving them out on occasion, yes they will likely build up excess oil in engine and exhaust just like any other(trials) bike. I think I have seen that Ossa recommends mix ratios that are quite lean by most standards, 120:1 comes to mind here. Not sure just how much that in itself has to do with the fuel injection itself, yet I do believe that for the most part many if not most of us currently run far to much oil for normal putting around and average section use and it all accumulates. One needs revs in the motor and heat in the exhaust(load) to rid of this. This would be different on road trials or mid range and high rpm running, Yet just how many do that?

http://www.nbcdfw.co...w-97329329.html I feel a bit better now! At least I did till someone said the Stones were planning another tour!

Did you get it fixed?