tony27

Think i've read somewhere, possibly my manual for 250b that the strange shape has something to do with allowing them to move outwards & cut down on clutch noise. Not really sure if its a load of sh**e or not, follow feetupfun's advice & you'll be right

My guess would be christchurch

Replace the thermoswitch after checking by removing wires & taping together, I keep a very short piece of wire with 2 spade terminals in my bag for this reason. If you can't get a new switch in time just use this method which will run fan whenever motor is going

Very nice look to the frame, had deadline for ride so function came first & now I've got time to tidy it up Living room floor definately not place to rebuild, dining table much better height

Not many 4 stroke shercos around here, probably only the 1 last year which I had the play on after assembly & before delivery to owner. Seemed fairly quiet to me, nothing like the derestricted monts were which all seem to have been parked up I'm not sure how many more 4 strokes came in after the 3 or 4 first models, the starting issues probably scared a few people & who wouldn't prefer the 2 stroke anyway No 4 stroke evo's have been brought in yet, the guys who wanted them didn't want to wait til production was in full swing so took 290s instead, the rev4s were good noisewise so guess the evo is no different

The guy who did the fabrication is a welder by trade so a good job was a given, got a little bit a tidying up to do around the back so the inner guard fits properly then the bike will be stripped down for powdercoating of the frame. Next step is turning a alloy headstem 1 night after work to lose a bit of weight, already have modern sized alloy axles which are a lot lighter & stiffer All a bit of fun so far with nothing being taken too seriously

I've ridden the 450 enduro & like how the injection works but like most guys I still understand carbs & don't see any problem with staying with them Got more problems with 4 strokes in general esp the offensive level of noise most produce, noise checking has begun to take place even at club level for mx & we'd be sticking our heads in the sand to think it'll never happen to us with how more people are building near where we ride Haven't gotten a ride on the beta yet as not many around & the importer still rides a 2 stroke but have ridden the sherco so agree with cope on their character, clubmen steer clear this is for guys with quick responses only, i like esp the flames from exhaust as it lights up Never liked the mont, first 1 I tried had a light switch for clutch & used to feeling what tyre is doing through clutch lever on my sherco meant I really struggled on a fairly simple climb that I'd cleaned all day Shouldn't be long til we find out for sure what next years bikes will look like

Thanks Dan much appreciated, being first time over there I have no idea on where exactly the venue is & don't really want to be driving if I can help it as I'm used to driving on the other side of the road Cheers, Tony

Here are a couple of shots to show just how big the airbox ended up The filter foam fits across the top so as you can see there is a lot greater area to help with the breathing

When you talk about skimming the head to raise compression how much are you talking & does the timing need to be altered to suit?

First thing the guys who bought ragas noticed was that the plastics were the same as the old frame & the frame was outside the plastics. Not as smooth a transistion as the old 1, take a look at the next 1 you see & you'll understand esp around the tank Had a look at the link to gas gas oz & think that sounds very similar to what montesa uses. Sherco must have had their reasons for not fitting injection to the 320 but I'm not really sure other than maybe cost & thinking buyers could have been put off by the complexity even though their cars have had it for years, we're a conservative bunch sometimes. From what I heard at the time sherco had gotten a bit overextended financially developing the four stroke which may have played a part in the rushing it onto the market & so there was no money to also develop a battery-less fuel injection. Look at how long gas gas has taken to release their bike & you'll have an idea of how hard it is to do something completely different to what you already have

Lets just hope the frenchie organisers can't read english or you'll be to blame for next years rules

Sherco already has very good fuel injection on their 4 stroke enduro bikes, has a battery although montesa has shown it is possible to get around it with some clever electronics. As far as I know no one has managed to inject a 2 stroke successfully with the response a trials bike needs although I stand to be corrected Lets hope if the rumours of a new tubular frame are true that it looks better than gas gas's & doesn't overhang plastics like theirs

Hi. I am visting the US from NZ to attend a wedding in Nashua, New Hampshire on 18 July. Am keen on seeing you America boys in one of your trials. Any one interested in me catching a ride with them to the Vermont round on July 19th? Would be keen to hear from anyone!! Cheers, Tony

John try connecting both wires from thermoswitch together to isolate that from system, if fan is ok then it will run whole time engine is running & you'll need a new thermoswitch from Peter. Otherwise its the fan motor having a dud sector which is what I'd be betting on, either way you'll need to call Peter

Having watched the video I'd have to say if master cylinder has scratched bore it would be full length going on way bike stalls eventually with lever pulled in fully Seeing as plates & seals have been changed there really isn't much else I can think of & can't say I've seen this problem before

Would like to see BMW finish it with 1 of their 450s but going on how many events they've DNFed so far this year highly unlikely Probably no factory support at all this year so how many entrants do you really expect will compete so far from home? Hopefully this doesn't kill the bike side off

Got home from event about midnight & realised I didn't take any photos of the airbox so will have to remember over weekend The jetting was ok down low but not great between sections at first so raised the needle 1 clip to richen things up after checking the emulsion tube & main jet for blockages. Next day while it was snowing between sections it was close throttle to go faster so relooked at float height which we raised, still far from perfect though in sections it ran ok, tried dropping needle & found 1 climb wasn't possible due to no power at all. Upshot is a 200ish main was in the van so is now fitted which is huge improvement with the bike flying between sections, a bit more adjustment should get things right

Hi rich, The airbox we made pretty much fills the whole area under the seat, had a A model to look but connector tube was solid & no filter meant no option as far what to do. Would have to say maybe 1/2 as big again, will try to post a couple of photos next week after the event to show just how big With a reed valve motor there should be no pulse coming back through the carb, theory of having large airbox was to give a large body of still air to draw from meaning less pressure drop when opening throttle Just got off phone with guys I'm travelling with & they reckon it runs very well now, revs well etc though maybe still slightly overgeared so I'll probably end up treating it like my sherco except for the steering which they say should be better than anything I've ridden before

A 2000 model bike is likely to need shaft replaced, there was a redesign around 2001 I think. If the drain screw is rounded thats not unusual & taking the 3 screws that hold the cover on will allow a look at the impeller. Apart from the shaft the bearings & seals are available from any bearing supplier, you'll also need clutch cover gasket Job all up should take an hour tops

Thanks for clearing that up, on another post about fitting a DT125 kickstart to a TY the hose is shown so that confirmed to me that my thinking was correct. Will fit a longer hose before I ride this weekend, dust won't be a problem, more likely snow in the south island of NZ. Bike was running seriously lean last night until a .55mm drill was run through pilot jet pulling out a lot of scale, no brass was removed though The airbox we had to make fills in most of the underseat space & is pretty much open on top with the filter across the top, do you think the jetting will be out wildly or in the ballpark?

There are 3 other breathers/overflows, 1 either side of throttle slide & other from bottom of bowl The 1 I mean is on the opposite side to the air screw & air blown through it comes out at the emulsion tube, drilling looks to almost line up with the air screw so my thoughts are some form of air bypass I realise these carbs are a little different from normal mikunis so stand to be corrected For the time being I'll leave as it is & if possible check some others bikes in the weekend

Check out TY Trials to find the year via numbers, my thoughts are probably ty250d which is 77

Can anyone tell me where hose from rear of carb on exhaust side should be routed? Bike is 250c & standard vm26ss mikuni Appears to connect to the emulsion jet & I assume this is the air valve mentioned in the carb specs, at the moment the hose is approx 100mm long & have looped around front of carb to keep from being kinked shut What effect does this have?

Have looked at fitting the YSS PD valves as suggested but have run out of time for 3 day event this weekend, bike not finished yet so need to travel to my interisland transport tommorrow. Basically a spacer/mounting washer would need to be made from details that are on their website which will fit on top damper rod & below spring. Preload spacer would need to be shortened by amount of washer & valve Hope to try this before end of year myself