neonsurge

I really don't know why I make the trek to Stoneleigh every year. After queueing for 45 minutes to get in then elbowing your way through the hordes of tattooed, nose ring-ed motocross nutters all arguing about who's got the gnarliest custom paint job on their helmet, there's not actually a great deal to see for the discerning trials rider. At least JSI, RMS, LJI and Sandifords were next to each other so you could see all there was to see in about half an hour. Add a trip to see the nice people at <mention of this company is not permitted on Trials Central> in the other hall and you're done in less than 60 minutes. Then it's 3 hours stationary on the M1 before finally getting home in 5 and a bit hours, a journey that only took 2.5 hours on the way down. Mind you, it's a day out, innit? Could be worse, I could've been at work. Some questions: 1. Where was the Sherco 3.2 4-banger? 2. How come if the Monteasa 4RT is so scarce, Sandifords had 3 on their stand? 3. Are those new clutch and brake perches on the new Betas as fragile and brittle as they look?

Nah, I just noticed that one was missing from my bike (on the left). I must've forgotten to replace it the last time I had the carb off for cleaning and it's disappeared into the unfathomable depths of the garage. I'd just like to say thanks, Clark and Billy: Fantastic and comprehensive information as always!

So I'm not a (complete) fool then? Phew, that's a relief. It occurs to me that a new, 3rd set of rules has evolved for club events. If you're short of observers and have managed to rope few wives/girlfriends/whoever in, as the CofC what would you tell them in the 5 minutes before the start? It's not going to be much more than: "Foot down once, it's a one. Twice, two. Three times or more, three. Fall off or ride outside the flags, five. That's it, thanks very much for your help." And I think that works just fine at club level. I've seen riders literally carry their bikes through a section and only be given a 3. The only problem here is consistency. In additional to the previously mentioned "willing victims" there are the experienced observers, many of whom ride themselves, know the rulebook inside out and apply those rules to the letter. So you get away with a 3 on one section and get fived for the same fault on the next. But this is all part of the fun and the learning experience, especially of you tend to only ride local events.

I kind of embarassed to ask this question, but I've made a fool of myself so many times on this forum that I suppose once more won't make much difference. I'm sure what I'm about to ask is covered in great detail in the ACU handbook but I don't recall receiving a copy with this year's membership renewal and I can't find a downloadable copy on the ACU web site (and a bit of Google-fu hasn't turned anything up), so here goes: ACU trials rules: Non-stop or not? Now just hang on a sec: You could quite legitmately say that someone's who's been taking part (note that I didn't say "competing"!) in trials for over a year since returning to the sport should really know the answer to this and all responses along the lines of "you daft bugger" will be accepted without comment although honestly, I'm not sure. I'd always assumed that UK club trials run under the ACU banner were non-stop (just like the boiler suit, flat cap and NCB wellies days) although you frequently see riders stopping to hop the front or rear and to nose-wheelie 'round a very tight turn, especially in the expert classes. Is it a case of the club and/or observers being lenient or is stopping allowed? OK, flame away...

Clarkp/BillyT: Is there any reason why the vent hose can't be (much) longer and routed in the other direction down behind the swingarm pivot with the case vent hose (etc.)? There's no reason why not having any hoses at all (ie, both carb spigots are "bare") would effect engine performance is there?

Anyone know when (if) it'll be on telly? Eurosport showed it last year but some time after the event I seem to remember...

I guess it depends on the club and the amount of land available. Since starting riding competitively again (and I use the word "competitively" in the loosest possible sense) I guess I've ridden 20 or so club trials and have never ridden the exact same section twice. Occasionally they'll start or end the same, or a previously-used section will be run in reverse but it's never identical. There are some "classic" sections but there's always a twist - instead of exiting a gulley up the left over the big rock, it'll run up the right over the slippery roots, that kind of thing. As I've said before, I have nothing but admiration for the people who lay out the courses. In our club we have all levels of ability from national experts to complete novices and in the "club day" trials at least there's always something for everyone without the top guys getting too bored or the beginners getting intimidated. I'd love to get involved in course design, but I just don't think that I have the experience yet.

The chain on my Rev-3 is now 6 months old and I've only had to adjust it once. I only ever put WD40 on it and it honestly looks like new. There's a WD40 fan club

Well... I s'pose it could have been one of those home-made "specials" that are around. An old RTL engine in a 315 chassis maybe? I'm still pondering the possibility of shoe-horning a KTM 525EXC lump into my Rev-3 after reading the 4-stroke Beta thread Rotate the planet indeed... Something still smells fishy to me though. You don't work for John Lampkin or John Shirt do you?

My 270 is a bugger to get into neutral while the engine is running, except when banging it down into 1st in the middle of a section when it seems to be able to find neutral just fine With the engine off it slips into neutral as easy as you like. Go figure.

There are some nice ones on Fujigas' web site: http://www.fujigas.net/e/gallery.html

Haven Trialsport: http://www.haven-trialsport.co.uk/ "Shirty" aka John Shirt of GasGas UK: http://www.gasgasuk.com/

The Beta suspension is the best of any bike I've ridden (although I haven't ridden a Raga and I'm sure that Ohlins shocker is sweet). Anyway, I suffered from a slightly vague rear end on my old GasGas (a '99 270) and it took a complete (apart from the shock itself) rebuild to improve things - linkage arms, bearings, the lot. Even then it was nowhere near as nice as my Rev-3. I suspect a shock rebuild would've improved things even more. If you've already done the bearings etc., that'd be my next step.

Blocked pilot jet? Strip the carb and give it a good clean if you haven't done so already - it's a half-hour job at the most. Might also be too much play in the throttle cable.

Saturday's trial is listed on the SDMC web site as closed to club although I'm sure if you gave Eileen Race a call it wouldn't be a problem. Trials up at the camp to tend to be on the tough side athough normal club trials (as opposed to club or centre championship rounds) are very rideable on the clubman B route. About the same as the TC trial I'd guess, maybe slightly harder. Plus it's a good opportunity to watch Brown, Austermuhle and the boys show how it should be done.

Yeah, I'll be at the Scarborough trial. Should be a good do (bonfire etc. afterwards). How 'bout it Boof?

http://www.gasgas.com/Pages/Technical/tria...nsion-tips.html I don't own a GasGas any more but I've still got that page bookmarked because it's an excellent all-round trials suspension primer that helped me immensely when setting up my Beta.

If the top guys all use longer levers, I'd guess it something to do with the additional leverage (and therefore reduced effort and hand/wrist fatigue) that they provide. I wonder if there's anything more to it than that?

Just to clarify: I don't really subscribe to the "there's more to go wrong" theory either. Like I said, I used to ride 4-stroke enduro bikes and I never experienced a mechanical failure that wasn't a consequence of my own mechanical ineptitude. I'm absolutely convinced that the new generation of 4-stroke trials bikes will be more reliable and require significantly less frequent major spannering that the current crop of 2-strokes. However, when something does go wrong, it's less likely that the average rider will be able to fix it in their own garage using just tie wraps, gaffa tape and chewing gum as is usually possible with a relatively simple 2-stroke

If you're in that part of the world, there's the Guisborough, Middlesborough and (of course) Richmond clubs as well. I'm sure any of those nice people would be able to help you out. With the exception of the TC trial last year (which everyone ought to make an effort to get to this year if at all possible - well worth the trip!), I've tended to stay fairly local since I started riding again, hence my comments about the SDMC and Eboracum clubs. Low North Camp is well worth a visit although you do need to be a member and have a key (or know someone who has a key) for the main gate. Drop me a PM or mail if you're planning a trip down here - I'd be happy to show you around (like I said, it's a big area and some of the best sections are fairly well hidden).

Oh B*****ks neon. Ya drive a car and spend b^&gerall time working on it in relation to your bike, what's the problem? My car's engine doesn't get reguarly partially (or completely) submerged in water or covered in mud. My car's engine doesn't constantly go from zero to maximum revs and back down time after time during normal operation. My car doesn't get thrown onto rocks or into the undergrowth on at least a couple of occasions each time I drive it. I'm not against 4-strokes at all. I'm even considering buying one sometime next year. But to compare a relatively softly-tuned car engine to a highly stressed competition motorcycle engine is just daft. The new generation of trials bikes will require far, far more mechanical attention in its lifetime than your family Mondeo. It's much easier to work on a simple 2-stroke than it is to spend hours fiddling with the myriad of parts in a cam-driven, electronically fuel-injected 4-stroke where a mis-installed part is likely to result in a very expensive failure. If you're an experienced mechanic or are used to 4-stroke technology then it's not going to be a problem. All I'm saying is that for the majority of trials riders, all that additional gubbins will initimidate them into hauling the bike to the dealer whenever something goes wrong.

Don't buy a GasGas, the gearboxes blow up. Don't buy a Beta, the carb leaks. Don't buy a Sherco, they're too fragile and need frequent rebuilds. Don't buy a Scorpa, it's all old technology. Don't buy a Montesa, they're underpowered and heavy. What you need is.... Tork Attak! By the way:

The only thing that worries me about the 4-strokes is the increased complexity, especially the Honda engine with all those electronics. I know that 4-stroke engines are generally more reliable than 2-strokes but at least with a 2-stroke it doesn't take serious mechanical knowledge to successfully perform even relatively "major" operations such as piston replacement or main bearings. I bet Montesa dealers are looking forward to the 4RT becoming available because the number of owners carting the bike back to the shop for servicing and repairs will shoot up and that's where many of the smaller dealers make their money given the relatively small profit margins on the bikes and parts themselves.

If you're anywhere near Scarborough, it's well worth joining the SDMC (http://www.scarboroughdmc.co.uk). Membership gets you unlimited (except when there's a trial or motocross on) access to the club-owned Low North Camp - a massive area of hills, woods, rocks and rivers - trials heaven! The Eboracum club based in York also put on excellent events, mostly in the Rosedale area but I don't think that they have their own practise area. I believe that there's also a trials practise area somewhere near Darlington, but I've never been and I'm not sure where it is - maybe some other North Yorkies/Clevelanders can help out here? It's always worth befriending a local farmer, especially if they've got lots of woodland and/or streams!