Found the spark and had it started...lots of top end rattle though!!!!!
I have checked the gaps between the rings and piston and its more than 0.15mm which seems a bit much, are pistons still available? I ve rung Sandifords and they dont have any?
Ian
Try dave renham I think he has good stocks or knows where to get stuff. In motion.
Dabster i tried to answer you question but could not quote it for som reason,
I stopped going to the wtc when you had to start paying,probably early 90s wales ,myther up dowllais quarry,jordi on the beta.
Which probably explains a lot.
We live in 2009 and nothing much is free in the real world. To be passionate about a sport and not be prepared to part with a few quid once over so many years to see the best, defies belief.
Having seen Dougie at his best has been worth every penny.IMHO.
As Pete says the trials bike with such small radiaters and fan systems are designed for ''the slow stuff'' 4-strokes do cope a lot better I have a 4RT never touched the coolant it has been round the SSDT twice and loads of road based trials.
And the 4RT is no ''Tortoise'' on the road
4rt every time it sounds like the tool for you, forget the scorpa if you want decent trials performance.
Now that is a point,Imagine if the centres each had a permanent off road trials training area so everone could practice,and new comers could mingle and learn,the politicians allwasys tell us as a nation we are getting un fit but dont let you do anything about it,
I know when the european champs started you could have works riders from different teams sharing a lift to a trial ,bikes in bits in the back of ordinary cars ,In my oppinion all adding to the fun,when people try to run sport as a buisness it goes tits up..
That may well be the case but without Top Trial Team (a buisness) Michael Brown Alexz Wigg and jack Challoner may not have a ride in europe at all.
As a point of interest how many euro and wtc's have you seen recently?
So what is the format of the day? Is it turn up, have a look at the bikes, watch a demo then wait in line to have a ride then go home or something else? I just wanna know what to expect. Also do you turn up with full trials gear to ride, or just a helmet and boots?
It is highly organised take your turn ride the bike take another turn and so on. Get there early and stay late.
You were riding a 4-stroke, for a while, were you not? If so, why the switch back, and what has your experience been in doing so? Been on 4-strokes for 4 years now, and am considering going back. But, LOVE the smooth low end of the 4-stroke, and don't want to give that up.
You really do need to try it to be sure. I gave up the 4rt as it frustrated me by not being consistent and I felt when you rode it well it was great but get off line,unload the back wheel or in trouble and it was hard work. I would reccomend a 290 over the 250 as when I rode both back to back the 290 was smoother and easier off the bottom and had much more direct feel to the back wheel, if you need something more forgiving or lack a bit of throttle control try the 200?
This topic could go on for another 6 pages if it's about who prefers what rules, isn't the real issue about falling numbers across the board ?.
Yes! in the past 25 years, the riders, bikes and section have all got more spectacular, but for some reason over that same 25 years the participation in every aspect has dropped off.
If the number of bikes sold is down and the cost of running a world team is way up, at some point the focus has to change from the sharp end and get back to the grass roots,
I would like to know who the major player is that has supposedly pulled the plug, it will also be interesting to see what reason they give, probably summat along the lines of WOFTAM.
The poor man's motor sport was at it's best when machines were cheap, and the sections were sensible.
The real issue is about falling numbers. Participation has dropped of and rule changes may affect numbers but with clearly differing views there are pros and cons of both scoring methods. 22a or b will not improve numbers or destroy attendance the rules are much more event specific.
Involving the WTC in the argument is clouding the issue, the amounts spent by the top teams is not making a great difference to the cost of bikes else one manufacturer would drop the team and the price and sell loads, wouldn't they?
The volume of sales (or lack of) of the cheap Sherco bitsa a year or so back, and the complete lack of xispa sales indicate that cheap bikes don't hold the answer so what is it?
There are millions sloshing around in clubs accounts that could be put to much better use.
another couple of question for you Evo owners. I am considering buying an Evo because of the reputation for great handling and suspension. I am relatively new to trials , 43 years old, 180 lbs and low skilled. I probably would be happy with a 200 or 250 but am told just go for the 290 by some of the trials riders I know and the dealer. I am tempterd because its only a few $ more, appeals to that bigger is better part of my brain and I would like to try taking it to some harescrambles so thats really when the extra cc's may help. My questions is how is the bottom end of the rev range for the 290 , nice and smooth or abrupt and harsh ? and if it is considerably harsher does the ignation settings switch make a big difference? would the 2010 model been any different? and is there any thing else that could been done to give me a smoother bottom end of the torque curve ie. adjusting the ignition advance, carb settings , slow action throttle cam etc. even if it sacrafices some topend power. I could always switch it back if my skills get better.
thanks for any thoughts.
I am a bit older than you and heavy too. I ride a 290 without flywheel and its great, you do need to have reasonable throttle control. I had a 290 sherco for years and its a similar thing off the bottom not abrupt at all.
No - I typically start my bike in gear - 1st kick no problem hot or cold. If you wack and slap at it, your askin for problems. Did you ever try anyone elses Gasser? Did you have a hard time starting there bike? A hard starting bike is a real drag. I find using a NGK BPR5EIX - irdium plugs gapped at 0.022" to 0.024" help make my bikes easier to fire up.
300's (and many of the big bore trials bikes) are harder to start for most people just because of the extra compression. Any 250 07 or 09 or 05, should be very easy to start if you have good leg strenght or alot of extra girth like me. (yes- I knew all that beer drinking would finally payoff...) For light riders, you need to make sure you improve your leverage - like standing above the bike so your knee isnt bent too much. We put a head spacer in a 250 for a very light woman customer and she found she could start the bike easier - she eventually switched to a 200 and loves it cause it starts so easy everytime. ( I could start it with my hand!)
If you like the gasser, but are afraid that you'll have the same old PITA starting issues, talk to you dealer and buy the bike under the condition you can start it w/o having a stroke.
Yes I have ridden the new EVO 290, two of them, I have also ridden the 250 EVO and we bought the 200 EVO (probably one of the nicest bikes on the market). I have also ridden the 280 and 300 Gasgas Raga model, the 300 was a 2008 and the 280 was a 2009 model. My personal taste is for a 250, as I am finished with having my arms yarded out of their sockets, I can last all day riding and with a slight adjustment in technique, I can still get up any climb that I want to. The only time that I suffer for power is above 4500 feet. Remembering that this is all subjective, I personnally like the feel of a GasGas engine/transmission; buit the Paioli/Sachs Beta chassis is golden....I have already got a Paioli front end for my Gasser, now I am working on the rear shock and linkage to try to get the "Beta" plush.
I think that the SSDT is such a unique event that it is not helpful to compare it to all trials. Also from what little I have seen the sections appear to lend themselves to no stop as does the reeth and the scott.
Now in the south Midland centre just north of london, and southern and western centres generally(?) it is definately not the case and this is where one rule for all falls down slightly.
Hey Chad, glad to hear that your hands are better, a quick note on the proposed main jet changes though. Changing the main will do little for the bottom end of the power curve; the bottom is controlled by the pilot jet and to a degree, the needle. Keihin carbs can be fussy about temperature and barometric pressure so I would caution you about changing jetting from what is already an all-around good running bike.
As for your question Dabster; Chad rode a 2009 Raga and liked the lower power delivery, with fall and winter on the way, he may hold off on that modification. I personnally can't think of a better combination that the Beta chassis with Gasser power.
Having seen almost as many WTC trials as Andy over the last few year, but having a bit of experience of riding,I really think/know that whatever the rules for the top lads there is not going to be an influx of riders at pro junior or youth level.
What is important is the attraction of the sport to the youngsters and stop or no stop rules are not the panacea to our problems, numbers of new blood is the problem.
If we cannot attract new riders then eventually the sport will become more and more a minority motorsport till it goes the way of motoball or grasstrack.
My thoughts about using the SSDT as a round were a bit tongue in cheek Andy, no way would I like to see any changes to the event just to cater for a couple of riders, that it just why the world championships went down the toilet in the first place.
Those that rode no stop back when! had to go along with rule change when the world riders started trick riding, it would be no different for the young riders today to change back to those style of rules.
Has it ever been a wtc event?
Would Bou riding 100miles a day prove anything?
How many points would they get 120 or 20 for winning?
I'm not really arguing against these statements, I'm just saying that I think Greeves has gone to a fair bit of trouble to make a bike (unique or not) and I just want to show a little bit of support for a company that will likely struggle regardless of whatever happens, as for Scorpa in my mind they were a successful company and where I've ridden they are quite popular and look like great bikes, this is just my opinion of course and I'm sorry if I've said anything above myself.
Success, chapter 11 and bankruptcy do not fit together.
I imagine Greeves is waiting to ride out the 'economic downturn' before placing their bikes on sale, it wouldn't be a good time to start selling an expensive specialized motorcycle, especially as you say, one that is of practical use to very few people.
As for three gears I imagine that would be fine for a high capacity machine with ample pulling power, but I've never been tempted to remove a cog from my 125
Daz, patronizing this may be but listen and read what is above peps are talking sense here. You cannot dismiss the fact the greeves is a copy of the sherco just as the Xispa is. Greeves have not spent
Dixie, your on another planet mate, the gap is way bigger now than ever,one route trials would be a disaster, you'd have 20 riders on zero,most on 100 plus and the rest over 200
Exactly
I rode a BTC in 82 and didn't five every section finished in time and went to work the next day. I am probably no worse a rider now have an infinately better bike but would not even reach the ends cards on the easy route exp B at any section last week at brimham. Trials is just the same when you start as it was 30 years ago, but the top riders at the top level, from centre trial up are way way way ahead of what they were.
One route no way, excepting maybe a club trial or a specific level event.
Your probably right that greeves has made there own engine, but it is fairly obvious which engine they have copied.
Yes your also right that all modern two strokes have a very similar design layout and there is little difference between them but it looks as though the greeves copied the Sherco engine exactly even down to the bolt hole positions on the casing which for instance you could easily change the position of to make the engine look visually different.
I guess it is the same so they can use a lot of the Sherco components in the engine to reduce the set-up and tooling costs of producing there own, they may have even struck a deal with xispa to use there parts.
Thank goodness someone has seen the same thing I have, the way Daz was talking I thought I was going blind!
Although the cases are almost identical (hard to make them look unique), the cylinder heads/covers/cooling systems and cylinder inlets are clearly different, no lenses necessary..
Montesa Cota 200
in Twinshock
Posted
Try dave renham I think he has good stocks or knows where to get stuff. In motion.