neonsurge

Beta throttles are usually very light - you sure the cable's not binding somewhere? I believe that there's an alternative carb spring available on the "factory" parts list. Lampkins should be able to help.

Hmmmm. All my Rev3s have had a 150 main and 30 pilot installed. I usually go up to 32.5 on the pilot to eliminate the occasional pinking that these bikes seem to be prone to. Like hrc1 says, maybe it's the British climate that makes the larger jets more appropriate. Allen's Performance are Mikuni specialists and sell parts for all models. They're very helpful with general jetting questions as well. Anyway, with regards to your original question if you've adjusted the float height slightly too far, it can prevent sufficient fuel from reaching the carb to start the bike from cold. The solution is to either readjust the float height (doh!) or simply rock the bike from side to side a couple of times before kicking. This seems to "prime" the carb with fuel and make cold starting much easier.

Because they're bloody annoying when you can't hear the bikes or the commentary over the din? Or because it makes you spill your drink all over your crotch when the fool sat behind you lets rip with the horn 2 inches from the back of your head? They say "no air horns" every year and every year there are thousands of them. I guess it's just part of the Sheffield tradition...

I'd like to confirm that I too have been confirmed for the factory Beta squad in '06. Of course, by "factory" I actually mean "leaky old garage". By "squad" I mean myself and my knackered old van. I'd like also to announce that HSBC and MBNA have reluctantly agreed to continue their sponsorship into '06 with the caveat that funding may be withdrawn at any time without notice. The Beta bit is true, but I've decided not to ride the new model Rev3, preferring instead to stick more proven and mature machinery. That sound you can hear are the rest of the clubman "B" class competitors in North Yorkshire quaking in their Alpinestars. Not. :hat:

OK, this is a long shot, but might there be moisture elsewhere in the carb? Maybe in the bowl and/or floats - might that be causing the floats to stick? I only mention it since I recently had a cold starting problem on my Beta and I traced it to the fact that I'd recently adjusted the float level in an attempt to cure the classic Beta fuel dribbling problem and they it wasn't allowing enough fuel to flow into the carb to start the engine from cold. The quick and easy solution is to rock the bike from side to side a couple of times before kicking it over. Might be worth a try.

I'm slightly ashamed to admit that I'd thought the same thing while reading this thread. But thinking about it, if anyone is brave/stupid/cynical (delete as appropriate) enough to run a series with such a provocative name, it's just possible that there might be a knock-on effect: IF such a series (or even a one-off event) with the "World Extreme Trials" label happened, IF the top American riders plus a few Euros attended and IF there was some significant media coverage, it might start something that the factories would find difficult to ignore considering the potential size of the American market. So before long Dougie, Raga, Cabby and the boys are hopping on trans-Atlantic flights to not only compete in this new event but also (and more importantly from their respective factories' point of view), to get brand exposure and promote the sport. This would have to involve exhibitions, masterclasses etc, the cumulative effect of which would undeniably filter down to club level in terms of general awareness of the sport among Joe Public and increased membership. Or maybe I need to stop drinking so much.

Now that I come to think of it... this starting problem appeared about the same time that I adjusted the float height slightly to cure the old dribbly carb problem. Suddenly everything makes sense! I haven't done the factory carb mod that r2w linked to but I guess if I did and put the floats back to the factory settings, this cold starting problem would disappear. I don't think I'll bother since I wouldn't really trust myself wielding a drill on such a critical component and the "rocking before starting" method works well. In any case, I'm glad I've got to the bottom of it (with everyone's help)!

Try going up one size on the pilot jet. It's a pretty common problem that I've had on 2 of the 3 Betas I've owned and installing a 32.5 pilot has cured it both times. See this discussion for more information.

I like this idea - depending on how many show up early enough on the Saturday, it could be run as a "TC members only" thing... everyone to section 1, everyone chucks themselves at it, has a laugh, the more experienced riders could help the others out and everyone moves on to the next one. Kind of like a communal seminar type thing. That'd solve the problem of getting enough observers as well. I'd love to have a go at laying out something like that.

Interesting point re. washing - I always remove the flywheel cover after washing my Rev-3, mop up any moisture with some kitchen roll and leave the cover off for a while (sometimes overnight) before dousing everything in WD and putting the cover back on. If I'm feeling really concientious I'll remove the flywheel and check/clean the stator etc. although that doesn't happen very often! I also pop off the covers on either side behind the headstock and squirt WD on the wiring in there. I've followed this procedure on all the Beta's I've owned over the past few years and I've never had an electrical problem.

I don't think I could move that Gasser - it's rotted to the garage floor! I think a viking funeral would be the most appropriate course of action for that fine piece of precision Spanish engineering.

My trusty 2003 Rev-3 250 has suddenly started to be a real beeatch to start from cold. It used to be one or two kicks, now it takes nine or ten good solid boots before she fires up. It's not a huge problem since once warmed up it runs perfectly and (re)starts first kick every time but I'd like to know where this problem has come from since I haven't done anything to it recently apart from the usual carb and filter cleaning etc. I don't think it's even a consequence of the recent cold weather since it's been relatively warm on a couple of days I've ridden in the past couple of weeks and the problem was still there. I've cleaned everything that might need cleaning, changed the plug, checked the stator and timing and doused all of the electrics in WD. Anyone offer any other suggestions? Like I said, it's not a huge problem, just something I'd like to resolve at some point 'cos I'm fed up of being knackered from kicking before I even get on the bike!

Those are the same Leonelli ignitions that BVM sell. I like the idea of the programmable/switchable module.

Sorry Lane, I just re-read your original post and my response and realised that I misunderstood what you were suggesting. My apologies.

Scoring system for club trials: One dab = 1. Two dabs = 2. Three or more dabs = 3. Falling off or going outside the flags = 5. That's it and it works. Makes it easy for the observers who've probably never even seen the ACU handbook. I've never seen any problems with riders taking too long in a section since those in the queue behind them usually let them know that they're getting bored!

BMX (in its purest form) is totally dominated by the USA. That "double point" thing (if true - I haven't researched it to be honest) is no doubt simply an attempt to drag American riders out of their comfort zone and justify calling it a "world" championship. Trials is different and although the sport currently dominated by 3 countries at the highest level, remember that one of those countries is Japan and that's a hell of a long way from both Silsden and Barcelona. We all know that there are several world-class riders in the US (as demonstrated by the TDN result) and to suggest that they or any other nationality of competitor should be able to score double the normal championship points at selected rounds simply because they're not European is an insult to their abilities.

Bloody terrifying if my '04 270 was anything to go by. Flywheel weight and slow throttle went straight back on...

James, I just PM'd you. Best bet is to call JLI - that's where I bought mine from. Only a tenner or so.

Haven't you realised it's been like that for years? <{POST_SNAPBACK}> Well yeah, but I assumed that the purpose of this thread was to discuss ways of bringing the world and national/club rule variations closer together. Now it seems that the majority opinion is that they should be pushed further apart or at least that the ACU should continue with the attitude "screw the FIM, we'll do things our way." Not saying that's a bad thing necessarily, it's just that this is going to start going around in circles pretty soon. Are we absolutely sure that the we're looking at this issue coldly and cleanly, without letting tradition or nostalgia cloud our opinions?

So we're advocating two different sports now?

Regardless of what rules are adopted by the FIM for world level competition, the ACU rules to be applied at national level should mirror them exactly. That's the only way that up and coming British riders won't be artificially handicapped when stepping into the world arena (however slight that handicap may be). The FIM says all sections must be ridden on one wheel, that's what should happen in the British championship rounds. Have a different, optional set of rules for club use, sure, but at the highest national level riders should be getting experience of what they should expect to deal with if and when they take that next step. Of course, this raises the issue of observing difficulties again but since the same problems seem to affect world rounds just as much as national and even centre/club events, until either techology improves (and is affordable) or "professional observers" appear you're always going to have controversial decisions being made in exactly the same way as happens in football. People make mistakes. Just my tuppen'worth.

Lots of knowlegable advice here already but I'll echo r2w's suggestion of a broken flywheel (woodruff) key. Unless the carb is completely gooped it's unlikely to cause a severe misfire. Could be electrical (check all wiring for breaks/shorts etc. and swap the plug) but check the key first 'cos it's easy.

Yep, that's current world enduro champion, this year's ISDE overall winner and ex-British expert trials champion David Knight. Bit handy, that lad.

C'mon guys, this stuff ain't difficult: A quick hop over to the FIM web site and scan through the trial technical regulations (specifically section 01.05) will reveal that classes are exclusively capacity-based, regardless of engine type. Seems pretty clear-cut.