I have a 2012 125 Randonne bored out to 150cc that could benefit from slightly richer pilot setting but I don't know which way to turn the adjustment, it is high up on the carb body and GG call it an air screw so my thinking is that it is adjust inwards to richen. Since it is difficult to get at can anyone confirm which direction for richen, I understand it is a PTK carb.
Just got back from watching this and it was terrific! I downloaded the routes for Saturday and Sunday and programmed the locations given for all the groups of sections into the Zumo and they were spot on! Saturday was really wet until mid afternoon and a few sections were scrubbed but all credit to the CofC who responded to the conditions and extra sections were marked out. As usual for the Isle of Man a soaking wet Saturday was followed by a hot and sunny Sunday, the only problem was getting eaten alive by midges!
Everyone seemed to enjoy themselves, the sidecar crews really look after each other, and terrific to see so many lasses competing, finally huge thumbs up to the 3 crews riding pre-65 outfits, on some sections they showed the moderns how to do it in some style! Well done
Thanks for that Bo - I'm on You Tube ! And cleaning a section..... (Cheating really,I rode the clubman route cos I've not ridden for ages and Cowcombe woods can be quite hard)
It was interesting that alot of the older bikes seemed to grip better than the mono's.
Just my sixpenny worth but I think throttle control was the key and too many of the riders on moderns were on/off with the throttle, the youngsters are particularly guilty, bouncing round the corners as well when what was needed was steady progress, on my section it was no good stopping to make the left turn, steady non stop progress was needed!
For gearbox oil I would ask Steve Saunders, there is a good oil (I cant remember the brand) that he recommends if you have a bit of a sticky clutch. I would inspect the oil in the level window ) if your bike has one, it is easy to spot if it has changed colour or looks contaminated, on my 200 I once changed it after only 2 trials that were very wet as it looked slightly milky.
Yes indeed! About half the usual entry but all but about 5 riders finished, 3 routes;
Gentlemens route, IMO an excellent idea, riders have to enter the section through the start cards and find any route they want to exit the ends cards
Easy route and Hard route.
There was a good covering of snow but the air temperature was well above freezing and several riders had to remove some layers of clothing! My section, 4, was a good challenge for the early riders as the snow covering hid the roots, it became less challenging as the snow was shifted although the leaves and loose soil required precise throttle control.
It was terrific fun riding around Cowcombe on my Alp before the trial started, always a good venue made even better by the snow!
Electric is certainly interesting but the physics shows the problem, a gallon of petrol has an energy equivalent of about 90 kWhrs, with an engine efficiency of typically 25% that gives about 22kWhrs of useful energy, with 0.746 kW = 1 hp that is roughly 30 bhp for 1 hour for 1 gallon which seems about right.
A current practical Lithium battery about the same volume as a gallon of petrol would typically be 24V at 100Ahr or 2.4 kWhrs, this is one tenth of the energy that an IC engine can produce from our 1 gallon of petrol! Also the battery will be much heavier than the gallon of petrol.
I was hoping to try the Quantya off roader but even by the manufacturers own endurance figures it has the equivalent range that 1 litre of fuel gives in my Alp
How about the new Beta Alp, use one bike for both? Just take the tank cover off and your LDT bike becomes a trials bike.
Hi Pete , I do have the new Alp, it is best on a LDT where it's weight of 105kg is not a problem, I find it a bit tall and heavy for the club trials, not helped by my light weight (55kg)!!
Short history, I bought a rev3 200 3 years ago when I turned 50 to ride in the over 50 on a modern class, I also had a 200 Alp for green lanes and the odd LDT. I sold the rev3 as I found it difficult jumping off one bike onto the other, 3 years on and I would like a replacement for the rev3 as I now only do a few LDTs on the Alp as I now compete in car trials with a Beetle!
I liked the 200 but I had to move the bars back quite a bit and cut an inch off both ends being dimensionally challenged ! I always felt that it would have been better if I could have moved the footrests an inch forward. I experimented with footrests on the Alp, I found with them slightly forward I could steer it better, I do have quite a stiff back that doesn't help!
So what bikes should I look at? preferably with a right hand kickstart, years of kickstarting old British bikes means I can kickstart a Jumbo jet with my right leg but my left leg won't start a lawn mower!
To me it looks like the front and rear suspension aren't balanced, he is certainly having to work hard, I bet he was exhausted after that ride! If you want to sell
As an old duffer who endured a short spell on the Villiers powered contrivances I cant say I have fond memories of the brand!
The bottom line is this new bike is significantly more expensive than the market leaders, they must be expecting nostalgia to play a huge part in driving sales otherwise it I can't see it selling, no sportsman is going to pay such a premium for a bike unless it is significantly better than the rest, sadly I can't see that being the case IMHO
I would have thought by definition to "compete" you must therefore be "competitive" otherwise it's just "practice". Just my humble opinion
Either way the reason for the post was to try to clarify the difference in rules between ACU and AMCA events. The AMCA do seem to be very lacking in policing whatever rules they have if any. That leads to people blatantly cheating to the detriment of other riders who follow the rules of competition. All competitions must have rules otherwise they will not be fair competition.
I am not saying you should not enter a competition if you dont care where you finish or if someone on a bike which does not comply with the rules beats you i just wanted to get some form of clarification of the difference between the way the two governing bodies administer LOL our sport.
It appears a lot of people never bother to enter competitions they just go out and practice. Practicing for what i'm not sure but as long as they do it legally and dont cause the rest of us more problems then thats ok by me.
It is a tricky issue thats for sure, I remember these debates raging from the early 1980s, when I first became involved in Pre 65 trials, then it was the oil-in-frame C15s that were the issue. The only problem with these was the fact that some top riders used them and in order to take a few marks off these guys the sections became dangerous for us wobblers. We didn't run multiple routes back then!
Since then machine development has continued, I have observed a section at Mossy's Bonanza for the last few years and I was amazed at the number of different bikes with the most tremendous suspension performance, I must admit that I do admire the engineering ability of the constructors and the riding skills of the riders who can do the most amazing things with the bikes, but it is huge contrast when someone turns up on a 'standard' bike.
Machine modification and fine tuning is all part of competitive sport whether its classic or modern, rules are essential for fairness but a problem arises when they differ between clubs and events, this is where the ACU and AMCA could help but I cant see it happening. In contrast the MSA that regulates car trials has a comprehensive 'Blue Book' of regulations and vehicle specifications.
At least these days there are usually multiple routes available so everyone can find a level of difficulty that they are happy with!
Hi Jon, I was on section 9:- into the stream, turn left, then either up the bank and left onto the track or divert around a tree to the right for the red route. A good section I thought, the red route was hard but not dangerous, no incidents at all. Everyone seemed to enjoy themselves especially once the rain stopped!! It was quite exciting riding the Alp, with a worn back tyre that I couldn't let down as it doesn't have a security bolt, back up to the start at the end of the event.
I never had more than 4 or 5 bikes waiting but I understand there were a few holdups elsewhere. Did you finish OK? I packed up my section at 2:30, there were 2 riders on 3 laps that I waited 10 minutes for but they didn't appear so I guess they packed in early.
It was good to see a mix of bikes being used, and good to see some of the youngsters on pre 65s and twin shocks.
Machine eligibility has always been, and will always be a thorny subject not just in Classic Trials but in all 'Classic' disciplines. There has always been a few who would push the boundaries, often at great expense, to obtain any advantage. There was, allegedly, an
Petrol goes off very quickly in un-sealed systems, glad you got it going!!! To make these run really well you need perfect crank seals and piston rings, they wear out quite quickly with some serious riding!! My D1 benefited from new rings every year!!
Hi gang, I have been riding a few green lanes on the new ALP to get the feel of it off-road in advance of the upcoming Guy Fawkes LDT. I am only 9 stone so I could do with softening the suspension if possible. There was no tech manual with the bike so I have no idea about the quantity and grade of fork oil. Any ideas??
Probably the voltage regulator. Get a multimeter, connect to fan wires and check voltage - or take to dealer and get him to check.
This is most likely culprit but just check if the fan has become stiff to turn, if the idle is particularily slow the regulator may drop out of regulation resulting in insufficient power for a sticky fan.
I have a Rev 3 200 and find it excellent! I am now in the over 50 group and wanted to ride O50 on modern bike in local pre65 clubs, I asked Mark Kemp at BVM and he advised that many riders 'over bike' themselves and that given my light weight (55kg) and height 5'7" in old money the 200 would be ideal. He was absolutely right! Since then I have chatted to a number of riders about bikes and is surprising just how many Novice and Inters are finding the 250s too frisky let alone the 270's. Steve Saunders can tune the 250s to soften them and I know a number of riders have had that done.
All this might lead to you believe that the 200 is underpowered but that couldn't be further from the truth, it has a bottomless pit of torque but also flies when needed, if you are looking for a good club bike that won't disgrace itself at a National then I can certainly recommend the 200.
Hi, Tony is still about, he may well be observing a section at this weekends Bike Bonanza at Sally Wood Farm, Horsley. It would be worth visiting as there will be plenty of 'past masters' about, I think entry on Saturday (28th June) is free, there are 2 trials going on so plenty of folks about.
I am 5'7" and have just cut half an inch off each end of the bars on my Beta 200 and rotated them towards me a bit, the difference on tight turns is huge.
I often struggled on tight turns but a session with Steve Saunders showed how it should be done, I was still struggling a bit with tension in my outside arm rather than the inner arm as taught by Steve so I asked the team at BVM and they suggested that, given my size, I should shorten the bars and rotate them back towards me a little. What a difference!! the technique taught by Steve makes sense and works!!!
Then get rid of the 300 Gas Gas built for world round sections and world class riders and buy a bike you can handle.
Sorry to be harsh but you shouldn't be on the bike until you have mastered, as you put it "the basic stuff like finding grip."
It is true that many riders 'over bike' themselves, get yourself booked in for a schooling session with Steve Saunders, I did one a couple of weeks ago and I learnt a lot, and I am 50!
There is no longer a single answer to this question Jaan. It depends what you want, what the rules are where you ride and how much money you want to spend, but Pre65 bikes exist and are being ridden that fit all of the three categories you mention.
I first took an interest in trials 30 years ago when pre65 was in it's infancy, the main thrust was to get the older riders back out on their bikes that had lain idle for some years. Pre 65 really referred to pre Sammy Miller developing Snr Bultos 2 stroke trials bike.
The sections were very different from the tight turns and steep climbs of the then modern trials that were sometimes quite dangerous. Inevitably some good riders such as Tony Davis, Sammy Miller et al came out to ride and within a short time pre65 was becoming very competitive.
With competition there was a new surge in machine development, there were the 'Cotswold Cheats' with their oil-in-frame B40s and C15's, then highly developed Cubs, HT's with belt drive, modern clutches etc. bikes now sport modern forks made to look old, Subaru pistons in BSA's, Yamaha cranks, brilliant engineering but to get a competitive Pre 65 bike you need a good budget, certainly at least as much as a modern bike and if the rumours are correct at least 10 to 15k for an HT Ariel.
If you spectate at a pre65 trial you will be amazed at how the bikes perform, I observed a section for a local club a few months ago and I have to say there wasn't an original bike in the event, everything had at least 6" of suspension travel front and rear and 12" of ground clearance.
There were very few purpose built trails bikes pre 1965, certainly the few that have survived are rarely seen in the Western Centre! Fortunately, since most factory trials bikes were based on production road bikes, there is no shortage of replicas and there are some fantastic one-off home build specials about!
If you look in detail at GREEN policies they are all left wing, basically the more wealth you have the more carbon dioxide you produce and the more GREEN policies target you.
Environmentalism is a godsend for socialist regimes like the current UK government who use legislation to restrict or ban any activity that isn't approved of by the state. They have the moral high ground because they are saving the planet.
The whole foundation of 'man made global warming' came from a government desire, in the early 1980s, to gain public support for nuclear power and to provide an excuse for reducing coal usage as the UK was locked in a battle with the coal miners that threatened to bring the Thatcher government down, limitless funds were made available to scientists who could prove a link between man made carbon dioxide and global warming. Needless to say many scientists made their career and wealth out of this exercise. The dodgy science used was adopted by the EU (who are left of centre) who saw it as a green light for social control.
Since global warming didn't actually happen as predicted it is now called climate change, it is too valuable an asset to governments to have it threatened by facts!!!
However, there is a glimmer of hope, as time passes it will be increasingly difficult to hold onto the theory as more and more quantitative data shows it to be bogus.
The advantage of using SuperCool with WaterWetter is that it is blended with deionized and purified water. It also passes all of the ASTM corrosion tests, providing excellent rust and corrosion protrection. I have been using it for years and have never had a bad water pump seal or corrosion issues.
This looks good advice, what antifreeze would you use in it?
Randonne 125 carb settings
in Gas Gas
Posted
I have a 2012 125 Randonne bored out to 150cc that could benefit from slightly richer pilot setting but I don't know which way to turn the adjustment, it is high up on the carb body and GG call it an air screw so my thinking is that it is adjust inwards to richen. Since it is difficult to get at can anyone confirm which direction for richen, I understand it is a PTK carb.