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Lane, I can kinda see what you're saying (sometimes) but the general impression you give is of someone who has a chip on both shoulders and an assortment of axes to grind.
BS made one particuarly accurate observation that could be rephrased as "If you're not part of the solution, you're part of the problem."
That about sums it up, I think.
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I went from a 270 to a 200 to a 250. I got rid of the 270 because although it was great fun it had just too much power and I was always fighting the bike in sections. I got the 200 after several people told me how smooth, tractable and surprisingly powerful the 200 Rev3 is. They were right, too - for clubman level sections it's just perfect and best of all, the relative lack of raw power means that you really have to apply the correct technique instead of relying on a big handful of throttle to get through (which isn't always effective!)
For me, the problem was that although the 200 is a fantastic competiton bike, it's lack of grunt means it's just not a fun bike and if messing around with your mates is as important to you as riding trials (like me) then it may not be the best choice. The 250 is the best of both worlds - almost as much power as the 270 but delivered in a softer, more controllable way which provides the same levels of tractability as the 200 - a better all-round bike.
Just my (emphatically non-expert) opinion!
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I'd agree with the loose flywheel theory. When I repaired mine recently I was surprised to find that the flywheel nut came off really easily and I'm sure that it was this that caused the key to break.
Torque wrench is undoubtedly the best way to ensure that the nut is tight enough but if like me you don't have one to hand, put the bike in gear, hold the rear brake on and a few sharp whacks on the socket wrench with a rubber mallet should be about right. Certainly not the recommended method but it's always worked for me.
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Exactly the same thing happened to me a couple of weeks ago (see here). Sheared Woodruff key. Pretty easy to sort - flywheel off, extract the shrapnel that used to be the old key, put new key in and reassemble. If you're unlucky (like me), the bottom half of the old key might still be in the crankshaft in which case you'll have to remove the stator (remember to mark the timing position) and carefully prise it out.
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I assume you've stripped the carb and cleaned the jets etc.? The Mikuni VM-series carb is pretty simple and you can get at the main jet by simply removing the carb (loosen the two jubilee clips, twist and pull), removing the large bolt on the bottom of the bowl and unscrewing the jet. You can see exploded diagrams and download tuning manuals on Mukini USA's site (as well as numerous other places).
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There ARE other positive aspects of observing other than "putting something back" and/or giving the usual suspects a day off: About a year ago I was unable to ride a club trial due to an injury so I went up and offered my services as an observer. In addition to enjoying the casual chats with spectators and (usually) good-humoured banter with competitors, I found that I was actually learning something by watching lots of different riders takle the same section in different ways, noticing what worked and what didn't and how the experts managed to get out of trouble for the minimum loss of marks if they got off-line. The section in question incorporated a nasty step which I'd previously struggled with when practising but the following week, using the knowlege I'd gained from observing I was able to clean it pretty easily.
It's obviously a cumulative thing - the more you observe and the more different types of sections you see, the more information you get. Now I can understand that if you're fighting for a championship or something you're unlikely to want to drop a round to observe and to be honest, if you're at that level it's unlikely that you'd learn as much as someone like... me for example, who was never in any danger of worrying the class leaders Having said that, our club has literally all abilities of riders from complete beginners to a world championship round winner (hopefully champ this year!) and there's not many people who could honestly say they've got nothing to learn from anyone given that spread of expertise and experience.
I now try to ride one trial and observe the next (and so on) and I honestly believe that I'm a better rider because of it. I hope I don't sound pious or anything because nothing could be further from the truth. I'm just trying to show that observing doesn't have to be a chore to be avoided and can actually be of longer term benefit. Worked for me, anyway
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Well, there's the news on the front page of this site! Plus, if you hunt around you might be able to find the Eurosport coverage some of this year's indoor rounds available for download...
I've always thought of indoor events as more of am extended demonstration of trick riding than a proper test of rider and machine although like several people have already said, it's certainly more spectator friendly than standing on a feezing Yorkshire moor in February (I'm thinking of the guys up at the Colonial right now....)
At the risk of perpetuating a well-worn conversation that's still going on elsewhere, what the sport needs (in the UK at least) is the return of "Kickstart". The best bits of indoor and outdoor trials in a spectator-friendly format with an easy to understand scoring system.
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I put 04 plastics on my old 02 and had to change the airbox lid - I think 03 was the first year of the new style rear mudguards with quick access to the airfilter. Cost around
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Are the breakages caused by the front suspension compressing fully causing the mudguard to smash into the lower yoke? If so, try winding up the compression damping a bit.
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Assuming the same materials are used, larger tank = more tank material = more weight. Seat > no seat (= more weight). So your hypothetical bike would HAVE to weigh more than a standard bike. Ye cannae change the laws of physics cap'n!
a = b + (x - y) + z
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And don't forget to replace the cross-heads with stainless allen socket cap bolts! Makes life much easier in the future...
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The Beta 125 already has a Dellorto flatslide carb (05/06).
In your opinion, of course. And as well all know, bling makes you ride better!
Try GasGas UK's web site?
Yep, I'm back in grumpy old man mode again! Don't wade in with totally unqualified "bike x is better than bike y" statements! Post in the right forum! Try looking in the bleedin' obvious places for information! Yes, I'll be back on the medication soon! Thanks!
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How nice!
<{POST_SNAPBACK}>
As for location, either Addingham or Skyrakes would be good (mainly 'cos I haven't hidden at either of those cracking venues for years), but Low North Park would be very family-friendly with the seaside 10 minutes away and such a massive riding area.
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Small world, huh? The play is lateral although like I said, very slight. I think that unless someone posts anything along the lines of "whoooooah there dude, you gotta get that sucker sorted out else you're gonna trash the engine!" I'm just going to pay a visit to Mr. Bird tomorrow, stick a new key in there and chuck 'er back together. I've been thinking of following Heath's lead and hunting around for a nice '05 anyway...
Thanks for the offer tho, and if I manage to trash it completely you can bet I'll be in touch! Say "hi" the next time you're up at the camp (next Saturday for me, all being well). Big bloke, white van, '03 Beta, chucking myself things that are way above my ability (fun, but it huuuuurts!)
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After 20 minutes riding on Saturday, my '03 Rev-3 suddenly started to run choppily then suddenly backfired and died. Kicking resulted in more backfires so I pushed it back to the van and did all the usual stuff (carb off, checked and cleaned, new plug, check filter and airbox for water etc. etc.) but as far as the life-ometer was concerned, she was reading a big fat zero.
Back at the ranch I pulled the flywheel and found that the woodruff key had sheared (makes sense given the symptoms I guess) and that the lower section had fused itself into the crankshaft recess. I managed to pry the offending lump of shrapnel out but while doing so, noticed a very slight amount of play in the shaft (around 0.25mm at the end) - almost unnoticeable but definitely present.
I'd always believed that the crankshaft shouldn't move at all - am I right or is a very small amount of play nothing to worry about? I'm willing to have a crack at most mechanical jobs but the idea of splitting the cases to replace the main bearing scares the cr*p out of me!
All advice/comments gratefully received as always!
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I believe that there was a non-championship event in Tolouse this weekend - anyone have any results? Wondering how James and Michael (in his first world-level indoor event) got on?
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OK, OK, I realise that it might have appeared to be a dumb question, but I looked for a retaining clip first of all and didn't find one. That's when I broke out the spanners (probably a bad move in retrospect, but there you go).
husky: There IS a rubber boot on there with the cables going into it! I didn't try to pry it back 'cos I didn't want to risk damaging anything but I'll take another look.
PA: As ever, your solution is almost Swiftian in it's incisive elegance. I salute you, sir. If I still can't sort it after taking husky's advice, I'll give that a go
Thanks for everyone's input. I'll go away now...
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One of the headlights on my LDV Cub (rebadged Nissan Vanette) has failed. No biggie, but I can't work out how to remove the headlight unit so that I can replace the bulb! I've tried every retaining bolt and clip in the vicinity but the unit remains very securely attached. If anyone has one of these beasts and acan point me in the right direction, I'd appreciate it. Thanks!
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Bou won the qualifying lap brilliantly. In the final, Raga and Fajardo used team tactics during the race (Fajardo let Raga win) but that backfired on them since the crowd then got behind Bou in a big way and from then on he was on fire. Raga was still in the lead by 5 points going into the final section but bottled it in a big way and dropped a 5 while Bou rode clean making them equal on points. Bou then totally blitzed the tiebreaking race, going across the barrells at warp speed on the back wheel and won. Sheffield erupted. Think that about covers it.
In no sense did Raga win at Sheffield! He might have led for much of the final but that's by no means the real story...
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The best person to decide when it's time for Dougie to quit is Dougie and the fact that he's just signed with Montesa for another 2 years suggests that he believes he's got at least one more title left in him. I don't think someone with Doug's achievements and mindset would want to stay in WTC competition if he felt that there wasn't a realistic chance of him challenging for the win at every round. There seems to be a trend towards "indoor outdoors" type sections at many WTC rounds these days and it's obvious that the "rev, splat, repeat" style doesn't suit either of the Montesa riders. If this trend continues and Doug does decide that enough is enough (although I don't think he's there just yet) what would Doug do? Back to the British nationals? I don't think so, at least not immediately. What would be the point?
Bou was truly awesome at Sheffield but he takes big risks and while that worked for him last night, always going for the big clean isn't necessarily the way to win championships. Maybe in the indoor series, but definitely not outdoor. But he's a young lad and with some careful guidance will definitely get to the very top. The Beta people ought to keep Dougie's number handy, just in case.
EDIT: BTW, just noticed this. Had to be done and thanks for Andy for doing it! High-res versions available at trialsphotos.com you say? How 'bout poster size?
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An amazing night, best Sheffield I've been to possibly even better than the years that Dougie won! The noise towards the end was incredible. Bou's qualifying lap was just awesome to watch - I've no idea how he managed to stay on the bike after that massive jump out of the rocks section!
I don't think Raga wasn't trying on the waterfall, Lew... I think that once he and Fajardo had played the team game on the race and the crowd really got behind Bou, the pressure started to get to him and he blew it, plain and simple.
They've got to let Tony ride the entire series now, haven't they?
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Can I ask a daft question? If any of the top American riders want to ride world round lines, why don't they just... y'know... enter a few world championship rounds outside the US? I appreciate how expensive it would be to mount a full championship campaign but if they're serious surely it wouldn't be beyond the realms of possibility to get over to Europe for a couple of events? I'm sure local distributors would be pleased to help out with bikes etc.
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