tony27

Watched 2 rims that weren't perfect get sealed using a mountain bike product that looked like thick sellotape last week & it definitely worked, didn't expect it to work when I saw the corrosion in the groove for the rim tape

I have a flanged Akront to fit to my TY250 as soon as I can find someone who can make me M4 spokes to match, already have the lefthand thread short spokes that attach to the rim. Pressure loss should be very minimal even on your type of rim, my Sherco can sit for a month without going flat, that is with the later integrated valve stem type tape

Is that still Ducati Electronica ignition of Leonelli? Have a look through the manuals pinned at the top, I'd set the stator back to standard position to start with & see if that helps. Splatshop has the readings for Leonelli stators on their site Check the condition of the o-rings in the carb, if damaged they'll throw the jetting out

RD350 reed block is the same as TY250, material does need to be removed from intake to fit it, have done it to a friends 175 when I fitted a v-force reed block in my 250. From memory using the RD350 inlet rubber puts the carb central to the reed block which the 175 rubber isn't so it's probably the first step to make

According to the part number of C130 for both this is what you need, part number has changed Splat Shop - Sherco Coolant Hose for Thermostat - Radiator Exhaust and Airbox - Sherco

I'd replace the thermoswitch, should come with the rubber gasket & retaining clip. You shouldn't be able to dislodge the switch unless something is wrong/missing This is what should come with the switch Splat Shop - In Line Thermostat - Sherco 2001>2009, GasGas 1994>2004 - Radiator Exhaust and Airbox - Sherco

Start it in a dark garage & see if there is a spark escaping from a crack in the plug cap etc, once it's the easiest path due to dampness you lose all spark Other possibility is blocked vent tube which is 1 piece with a notch cut out at the bottom, try removing the tube from 1 vent & see if a known situation still gives the problem

If you look on splatshop's site they have how to check your stator to confirm if a rebuild is needed

If you're talking pre2000 then yes there are 2 bearings on the sprocket side

They now own majesty-yamaha which I'm sure they wouldn't have been offered without a great reputation. Have dealt with them as well & rate them highly

Try getting hold of Stephen from eclassicbike over in Motueka, I rode against him at Kaikoura last year & he was riding 1. The way the shocks sit so far above the swingarm may change what maxton need to do to set them up

287g for the 438 piston, 320g for the 311 piston were the numbers I came up with at the time

The used piston with the chamfers by the transfers is the original type 438 TY250 piston, the new piston that has sharp edges & the thicker skirt is the type 311 piston that contacts the crankshaft

Here's the thread on the ozvmx site from when I built the engine, has a few photos showing the differences 311 piston kit, whats it fit? (ozvmx.com)

That is the 311 type piston, notice how the skirt is sharp where it meets the transfer, the 438 piston for a TY tapers in that area. The skirt on the TY piston is thinner as well I'll see if I can find the photos I took at the time showing the differences Try zooming in on the first picture in this listing, the taper is just noticeable & not very big which is why I think you should be able to modify your piston Ty 250 Type 434/516 Yamaha Piston Full Side 0,75 | eBay This is the guy I bought mine from but I don't think it was as expensive back then

Came across this when I rebuilt my 250C, often a type 311 piston is listed as fitting the TY but there are a couple of minor differences. The TY piston is made by ART but the 311 type is made by Izumi, thickness of the skirt is thicker on the 311 piston but the main difference I found was the TY piston has a chamfer from the skirt to the transfer cutout that the 311 doesn't, that seems to be where the piston hits the crank. I assume that the DT2 which is what 311 model code relates to uses either a smaller diameter crank or a longer connecting rod so the piston doesn't make contact If you have your old piston you should be able to see the differences I've mentioned, if you put wrist pin into both pistons at the same time you'll see that the overall height & pin position are the same. I didn't try altering the skirt on the 311 piston but I think copying the chamfer will fix the problem you have

Normal direction ie. anti-clockwise to loosen

Are you sure it's from the gasket & not the weep hole under the waterpump that gives an indication of a failing seal, will leak either oil or coolant depending on which seal has failed

When you order the new shocks remember to get the heavier 50lb springs for angled shocks, I have a set of the adjustable betors on my TY250C with majesty spec shock position & they work really well

You'll be meaning the magical springs, not sure if anyone is selling them in the UK but I think I read France classic trial has them They made a major improvement in my 250 forks along with the damper rods which aren't available for 175s Modifying the top yoke to move the bars forward or buying the billet top yoke makes a big difference to the handling which also opens up the ergonomics a bit

David Lahey aka feetupfun has a 200 in NQ so he should be able to answer your questions A friend has a 175 Majesty & after hoping on my modified 250c did some major mods to his, main changes he made were moved the swingarm pivot in front of the downtubes the same as the 250 & lengthened the swingarm, widened the footpeg mounts to get the same width as on a 250 which helps with balancing - amount was different side to side as the 175 has the motor offset to the right for chain clearance He hasn't gotten to try the changes out yet due to having to rebuild a very noisy motor but I'm sure he'll want to do some back to back tests with my 250 once it's run in

Definitely not HDPE, too flexible. Fairly certain it's nylon

Add a air filter to the list especially if there is water at the venue. I generally only carry a set of folding allen keys with me during the trial, you can generally get back to the start to replace any broken parts

Normally I'd go to partzilla & check the part numbers for the gaskets, the site will tell you all the models that use the same gasket which is normally a good starting point

John Cane at TYtrials.com is great to deal with, just fitted a set of shocks from him to my 250c & have a piston kit on the way for a friends 175 Majesty