motovita

Great idea, I found one to contribute. Just a local club Trial a couple of years ago, riding with the modern bikes.

I use Michelin X-11 on my TY250 without any problems. I over inflate the tire to 20PSI or so when the bike will be stored for any length of time to make sure ii is fully seated on the rim. I use 4-6 PSI when riding. Here in the USA the IRC tires are quite expensive, so it's not that more to use a Michelin, and the Michelin has always lasted longer than the IRC (either tubeless or tube type) for me.

I've considered running brake pedals on both sides. With the shifter pointed up as most riders seem to do, there's plenty of room and there's pedal mounting brackets on both sides already. I haven't followed up on my thoughts, but it seems like a good idea to me.

Yes that could work at a national where there is a team of observers at each section. But at a national the sections are timed so wouldn't reducing the allotted time to ride a section have nearly the same effect without requiring the observer to make a judgment call as to whether the rider stopped or not? I once heard a story of a rider who was defending himself from a failure to stop at a stop sign charge. In court he tossed an inflated balloon up in the air and let it fall back down. He then asked the judge if he could see the balloon stop before it began descending. The judge decided that it wasn't possible to identify the stop that had to be occurring between the ascent and the descent. As I I'm sure you know at a given national event there might be 100 entrants but only 7 or 8 Champ class riders. The event wouldn't happen without the lower classes, so they are an important consideration.

OK, for the sake of argument I'll try. Allowing stop dab with engine running might keep some senior or weaker riders, who might not have the ability or stamina to ride all the sections non stop, competing. It could also help encourage some novice level riders to step up and ride the clubman lines. Personally I think the real problem with judging a stop will always be the observers difficulty determining when a momentary stop has occurred.

On vintage bikes I use the fast throttle tubes that I've taken off of modern bikes and replaced with slow tubes. On the old bikes the massive flywheels control the rate of acceleration and deceleration, so I don't think the throttle tube makes any difference.

Especially if used on a downhill MTB course. Of course with a motor you could ride up the course .

I have, and ride, both bikes. You didn't mention what you intend to do with the bike, but since you're here I'll assume you plan to compete. The Bultaco is the better bike for upper level sections. It has better suspension and more ground clearance. The TY is good enough for any Vintage class lines I've encountered, and it's zippier power is more fun on the loop. I've been riding the TY more than the Bul lately. Of course on old bikes like these, condition and upgrades make the biggest difference.

And road race bikes would be more comfortable with touring bars, but there are reasons they don't use them. As to the lack of a crossbar, your chest isn't the issue, think about where your hands will be when you are forward and climbing or on a step face.

If you fit some 7/8" (22mm) bar clamps you will finds a good assortment of tall bars available.

OK, now I get the picture. I'd say that you called the five too soon. If the tape came off the wheel and returned to nearly it's original location (doesn't seem likely), I wouldn't give any penalty for it. You probably saved the rider points by giving a re ride, as the tape probably would have broken or required re setting if he had continued his original ride.

I can't really picture your scenario. Generally if the tire is not clearly outside the ribbon, and on the ground, the bike is in bounds. Did the tape require resetting after the ride? If so I'd definitely call it a five, but check with the Trial marshal or club officers for your locality.

I was taught by the old timers, and I'm now an old timer, to orchestrate section difficulty by starting and ending the loop with easier sections and tapering up to, and down from, the most difficult sections in the middle of the loop. I've found that the beginning of the loop is a good place for those spectacular, but not necessarily point taking, expert sections as there always seem to be the most spectators at the first sections.

My 199A came to me with 11/40 sprockets, that worked well. I have since switched to 11/42 because of the extremely tight sections that are too common here in the U.S. The biggest difference I've noticed between the two combinations is that 3rd gear (which I've never used in a section) works better on hill climbs with the 11/42.

It comes with a little black box, so I'm pretty sure it has an advance curve.

Thanks Please post your impression of the riding differences between old and new. My 199A starts and idles with half a stroke on the kicker, with stock ignition and carb. I'd really like to know if the ignition advance will let the engine rev noticeably higher.

Your Honda dealer should be able to do a search for one.

I call age discrimination!!! The contingencies for the senior class end at age 59! I've got a call into my attorney.

Does that normally require jetting changes?

Reliable gearboxes are heavier. Although heavy gearboxes are not necessarily reliable.

Can you elaborate on what you didn't like about the action and compare it to your Betors? I'm currently having a hard time coming to terms with my Falcons.

You might check here. http://www.goldentyreusa.com/Home.php

When installing an ignition with an advance curve do you start from the standard advance and just get additional advance, or start from an initial position retarded from standard?

An additional benefit of lower compression is reduced octane requirement. A couple of our club members have installed both with good results.