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htrdoug

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  1. Whip up something like this as a quick experiment https://www.delaytrial.com/marca-motocicleta/fantic/accesorios-fantic/soporte-estriberas-fantic-200-minifantic/ Easier than building new mounts but they will put bending stresses on your present setup,
  2. I like my brake pedal to be level with the foot peg when depressed by hand, essentially taking the slack out of the system and applying some pressure. So the pedal is noticeably above the peg when at rest. My TRS actually won’t let you lower it much anyway as it will hit the frame. And my SWM is fortunately a left side kicker so I can set the pedal wherever I like. And just pick up the essentials to build up a Fantic 340(301 engine in a 240 frame) which has the excellent front firing kicker😀 brake pedal also free for any configuration. I see the problem with the low kick shaft Suzuki,really constraints you. Can you just raise the tip of the pedal? Check out the shape of the RL 250 brake pedal,it curls around the kicker.
  3. Step #1 is to locate all grounds and make sure they are clean and tight. Including engine to frame mounting surfaces.
  4. Don’t ruin your backing plate. You need to have the shoes fitted to the drum on a lathe. If that is not a option then you have to sand on the shoes until they fit the drum. Sand them where the shiny spots are that are making drum contact, that’s the high spots. It takes multiple attempts to get them arced in by hand.
  5. Is it running smoothly when you are waiting for it to come on or is it burbling until you open the throttle more? You can try turning the mixture screw out about 1/2 turn at a time to see if it helps the burble. I bought a 2017 Factory a couple of yeas ago that ran that way until I turned it out some. I eventually put the remote mixture adjuster on it so I could keep it tweaked in for the weather. Then the bike was smooth and linear all the way up.
  6. Maybe a straight kicker from the earlier TS 185 will fit the shaft? And give it the bend like this Cota. When it engages the gear it will be directly above the shaft and then rotate back and stop on the foot peg. I had a RL 250 that had a kicker like yours and it didn’t engage until it was even with the foot peg and it only gave a short effective stroke and the large offset made it wonky to kick. Fortunately it was very easy to start.
  7. Here’s a thought for you,a modern 125,250,300 all take the same header pipe and silencer.
  8. Damn, that sounds good. I think I would just turn that midbox you have into a packed silencer and see how it does. Just add a perforated tube through it and moderately stuff it,not too tightly. another experiment would be to cut up a stock 185 exhaust to fit the bike without changing header length and keeping midbox volume as close to stock as possible, just to see how it goes.
  9. How is your jetting? If you are too rich on the first 1/4 of throttle then it will “boost up” once you open the throttle more and the mixture leans out. When the carb is properly jetted it fills in the lower power curve and then the transition to midrange is much more gentle. I just leaned the atomizer tube on my TRS XTrack 4 steps and it did wonders for my controllability. (it’s a Dellorto phbl and went from a 270k atomizer to a 264k) Dellorto carbs are very easy to grasp the adjustment concepts, the numbers are in millimeters,2.7 mm to 2.64 mm change. I recommend working on your carb before grinding on the ports,you should optimize what you have before doing something irreversible. You can keep going leaner until it bogs, At trials engine speeds you aren’t in very much danger of seizure I was working on a friends TRS Raga this past weekend and getting his jetting closer(Keihin PWK carb) and he commented on how it smoothed the abrupt hit compared to the way it was stock. And I really think we can smooth it more with a bit more tuning.
  10. Bike sounds Great! Love the quick rev sound! I like my vintage bikes to rev like a modern bike, Keeps my timing consistent on obstacles. Before replacing CDI box first check the grounding, both for the CDI box and the engine to frame contact. Many of problematic bike and car I have fixed that way. Also disconnect your kill button. You have me watching for a TS or DS 185 for a project myself😉
  11. Some fan switches are thermostats that close contacts over a certain temp and some are thermistors which pull a reference voltage down that is generated by the ignition module. Thermistors cannot handle fan current flow. Recommend that you install the correct component for your bike.
  12. Couldn’t help but notice you have Magura power pull levers,they have about the most amount of cable pull/least leverage of any lever. I like to use Honda CR replacement levers,they have the most leverage/least cable pull / best lever bend that I have found. Domino levers have good leverage too. I might be concerned your clutch will be a bear to use with the Magura.
  13. I rigged up the mount onto the skid pan so that I wouldn’t be kicking against two small 6mm studs on my clutch cover,they were already so hammed it was tough fixing them up enough to prevent clutch cover leaks, I just made up a couple of right angle brackets to hold the stopper bracket. Lots of measuring and test fitting to get placement just right but no more stress on the engine itself. Sorry,Jumbo is buried into the rear of garage right now to make garage room for wife’s car due to snowy weather or I would snap a pic for you.
  14. You need a totally stock TS to display next to it😉 Looks fantastic! I keep looking at junker TS185 zooks on marketplace,but doing house remodel and garage build coming up so no time for fabricating fun😒for awhile,2 years until retirement though You might find with a bit of research you could use the green SKF fork seals instead of the Betor wipers,expensive,but they work great and the color would compliment your frame 😀
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