neonsurge

Fujinami's site is very good. And I love the "Engrish" text: Fujigas! It was borned in 1996 Worldchampionship Spanish round. Takahisa began to participate Woldchampionship in 1996, This was his first Wolrd round. His riding style is most aggressive. Each section, he gas and concentlation befor trying. Spanish people found his charm at moment. They began to called Takahisa "FUJIGAS"! In front of big rocks, Fujigas appeal his style. People send cheer to FUJIGAS. It's aggressive Trials world.

Just a quickie: Does anyone know the standard (factory) jetting for a 2002 Rev-3 270 (pilot/main)? My bike's got a 150 main when I was led to believe that 140 was standard...

That's what I thought - having finished the past couple of trials in single figures riding the middle route, I decided that it was time for more of a challenge. No-one's really bothered about the final results, it's just a bit of a laugh on a Wednesday night and gives the less experienced member of the club a taste of competition without the intimidation a potential injuries (read: scarier sections) that might accompany a more serious trial. For me, it's been the perfect re-introduction to competition and like I said previously, the club run them fantasically, with plenty of help and advice available to those who need it. Bikespace: You ought to get yourself up here at some point, if only for a day's practise. The club's done a lot of work at Low North Camp recently, most significantly the importation of several hundred (thousand?) tons of really big (car-sized) rocks that have been placed around the camp to create new sections and in a couple of places, extend existing "classic" areas.

I should point out that in order to eliminate "pot collector" element and because these trials are aimed at novices, the regs state that "awards are at the discretion of the organisers". That's the only and best way to run an event of tis type, IMHO.

My club like many others runs a series of easy trials during the summer with 3 routes: Very easy, easy and hard(er). I guess the "hard" course is about clubman level, so there's nothing too scary. Until this week I've been riding the "easy" course with pretty consistent single-figure final scores but this week I rode the "hard" course and finished on 40 At this level (and for me especially), it's all about having a good time and sinking a few tinnies afterwards, but it's got me thinking: At what point do you decide that you either should be moving up or down a level? For example, the winner of the trial in question finished on 2 - does my 40 mean that I'm out of my depth? At what point does the difference between the winner's and my score suggest that I'm ready to start attempting "proper" trials? It's all pretty meaningless unless you're serious about your trials of course - if you want to ride a trial... any trial, ride it and have fun is my way of looking at it, but I just wondered if anyone else had any thoughts along these lines...?

It's the old Suzuki DR350 engine, not the DR-Z (the "400" name is a bit misleading). It's a trials/trail hybrid along the lines of the GasGas Pampera (there's a 2-stroke 200cc version as well). Popular with vertically-challenged trail riders and often used for long-distance trials!

I wasn't trying to make any point, just observing that people seem to be willing to slap down money for a completely new, unproven trials bike, simply because it's the latest thing (or maybe because it says Honda on it somewhere). I'm not saying that I expect the bike to be riddled with problems when it's released to the public - this is Honda we're talking about after all, but it's one of life's true-isms that no matter how thoroughly you test a product, your customers will always find problems that you did not and it's not easy to issue interim updates to a big piece of hardware like a motorcycle! Nigel: You seem to have a more-than-casual-observer interest in the new Honda/Montesa. What's the deal?

That's got it. Retarding the timing by about one degree has eliminated almost all of the knocking - it's still there, but only very occasionally when hard on the throttle uphill. Once again, thanks for all of the suggestions!

My local dealer has taken 2 pre-orders. Apparently the bikes will be available towards the end of September.

OK, with a bit of improvisation I got the flywheel off and checked the timing (the bolt's not reverse-threaded and you don't need to remove the four cross-headed screws - doh!) The screws were adjusted dead in the centre of the slots (factory settings) so I've rotated the stator very slightly clockwise to retard the ignition a bit in an attempt to curb the pinging. As per John Lampkin's recommendation, I also checked the reed block (looked OK) and removed, cleaned, reinstalled and triple-checked the inlet manifold for leaks. I also removed the carb (again) and blasted everything out with compressed air (the jets were clear). Now I just need to get the bike good 'n' hot to see if things are any better. Thanks for everyone's help.

After reading all related posts on the subject on this site and having exhausted all other possibilities (carb, cooling, fuel etc.) in an attempt to cure my Rev-3's pinging problem (clarkp's posts have been particuarly helpful - thanks man!) I've finally accepted the fact that I need to investigate the timing. The problem is, this is one job that I've never attempted before and once I get the magneto cover off I'm not really sure what to do next. I guess I need to remove the flywheel to get at the stator (do I need any special tools for this?) but once that's done I'm not sure where to look for the adjuster screws etc. If anyone could point me in the direction of a site that explains the checking/adjusting procedure I'd appreciate it. Or is this something that I should get my dealer to look at? Thanks for your patience.

The "great WD40 debate" crops up on all mechanically-oriented forums (bikes, cars or whatever) from time to time. I've seen it at least four times on different sites, most recently over at thumpertalk.com where the discussion actually got quite heated. It was finally put to rest when an (alleged) employee of the WD40 corporation appeared and attempted to separate fact from fiction. In that instance the argument was about the water displacing properties (or lack thereof) of the product and the often-asserted WD40 "problem" of damaging rubber components. Now this is third-party information and is therefore probably worthless from a journalistic perspective, but here's what I remember (paraphrased, obviously): WD40 does NOT displace water. What it DOES do is displace and disperse moisture. It's a subtle difference that's all to do with the volume of liquid that you're trying to shift. Light condensation etc., no problem; pools of water or large droplets, no way. Makes sense really, but remember that when moisture is displaced, it has to go somewhere. Unless you're careful, it'll probably just run into another part of the engine. WD40 does NOT dissolve or otherwise damage rubber, except under "extreme circumstances" (I've no idea what those circumstances might be). I'm not stating this as fact, it's just what I've heard...

Y'know I'm not going to attempt to defend us 'cos we're guilty as charged! We got there earlier than expected, went out to ride for a while, fell off a lot, started drinking about 3pm and it went rapidly downhill over the rest of the weekend from there! What I will say is that when Sunday morning rolled around, NONE of my supposed mates wanted to ride. So in a vain attempt to avoid looking like a pathetic bunch of losers, I managed fight through the hangover haze and motivated myself to sign on and at least start. So, lastplacebrad and maximus - what do you have to say in your defence? Once again, BIG thanks to StuartC, Kath and Ron for making us feel so welcome when we arrived and the sections might not have appeared quite so intimidating without the beer goggles.

Jeez you were quick RVM! Nice pics and none of my spectacular crash at section 4 - thanks! Just got back myself and can only echo Kinky's comment about the trial being tough. When it's a stuggle just to reach some of the sections, you know you're in for a hard day's riding. OK, I'll confess that I DNF'd, mainly due to the after-effects of the night before and a bout of what is most delicately described as the "trots". Crikey, those Scots can drink! It was nice to meet everyone, especially Andy, Bigfoot (hope that dent comes out mate) and Boofont and thanks to everyone at the BDMC for a fantasic event. Roll on next year!

I had my speakers turned off! I think 6 is a "5" 'cos he takes a hand off the bars while dabbing(?)

Can someone explain to me why example 12 is a "5"?

Thanks Kath! I'm really looking forward to meeting everyone. Let's hope the weather holds, eh? Aiming to get over there lunchtime Saturday and get a couple of hours practise in before incinerating some lumps of dead cow and sinking a few tinnies.

Hmmm, I'm starting to get a bit worried. Everyone seems to have received confirmation of their entry except me... bdmc: I've dropped you a mail requesting confirmation of my entry. I appreciate how hectic things must be, but I'd like to know if I need to get another entry in the post tomorrow!

Realistically, ALL recent generation trials bikes are good - there's not a duffer amongst them and although most people have a personal preference, at clubman level it mostly comes down to what you're used to. A GasGas owner may ride a Beta and decide that it's not as "good" as their bike when in fact it's just different. For practical purposes the most important consideration is the proximity of your local dealer and if they specialise in a particular brand then your decision about which bike is 80% made for you.

This may be a ridiculously simplistic way of looking at it, but since GasGas already have 4-stroke engines in their enduro bikes, surely it's much less effort to adapt an existing engine to trials use (like Sherco seem to have done) than it is to develop a new engine from scratch as Honda seem to have done (unless it really is a modded CRF lump in that bike - doesn't look like it). What are the reasons for GasGas' investors getting nervous? I think that there's more to this than is immediately apparent. I guess the future of Scorpa and Beta relies on the details of their supply relationships with Yamaha and Suzuki respectively unless Beta have some top-secret internally-developed project that's waiting in the wings...

Because we speak English? All I'm saying is that I'd have thought the UK importers would make that kind of information available themselves. No offense to our antipodean friends! I'll correct myself and say that the PDF for the 2003 models on the kdmototrials site is pretty complete so once again, thanks bb!

Thanks bb, that's very useful - bookmarked. But even those lists are incomplete (mine's a 2003 and the brake, clutch and suspensions sections only go up to 2001) and why'd we have to go to freakin' Australia for it? Just sayin'.

Get yer pencils out - someone's going to make a lot of money selling a carbon guard for that silencer. If this thing costs much more than

Thanks guys. I could get the carb off my old Gasser in about 3 minutes flat (which necessitated removing the airbox and all associated gubbins), but since this is the first time I've attacked the Beta (I use the word "attacked" deliberately), I thought I'd check. You know how it is. I mentioned this in a previous post but the amount of online technical information about the Betas seems to be very poor compared to GasGas. Whenever I had a problem with the TXT, exploded diagrams and part lists were only a few clicks away; both GasGas UK and USA's web sites contains reams of useful information, wiring diagrams going all the way back to '95, jetting charts, setup recommendations etc. After a month's searching, all I've managed to find for the Rev-3 is Billy T's (very informative) carb setup page. The obvious flippant conclusion is that Betas don't break down as often as Gassers and subsequently there's not the same demand for the information but I don't really believe that that's true. Beta and GasGas seem to be about equal in terms of popularity these days and I'm sure that John Lampkin could shift even more if prospective owners knew that technical information and parts lists were easily available should problems arise. Hell, it'd probably save THEM time and money when trying to sort out parts orders if customers could simply quote the manufacturer's reference number. Thinking about it, Beta aren't the only offender in this regard by a long shot. Brochureware sites are like sooooo 1990s, guys: People expect more these days. It doesn't take much effort to scan and PDF a service manual. Bleugh.

Please could someone enlighten me as to the proper method of removing the carb on my Rev-3? I have a long and infamous history of mechanical ineptitude so I'd appreciate the skinny before I give in and attack it with my favorite rubber mallet. Thanks!