dgshannon

The movie is called "Crazy People", released in 1990, the ad exec was Dudley Moore. Link: http://www.imdb.com/title/tt0099316/

Kim resembles that remark!

Unless you purchased your bike new, the odds that the restrictors are still in it, are pretty slim. Unlike the 4RT, where there is a lot of controversy over which ones to remove, the 315 was straightforward. Everybody removed them all, as the bike just didn't run with them in. In our area, the distributor pulled them all out before they were even sold. As far as the plastic cover, over the air filter, I always left mine on.

How many of the other 125's have you owned, as a reference?

But, getting it to run on recycled kitchen grease, now that is Cope design at it's best! Of course, it is fine tuned for eggroll oil, out of a WOK, so some rejetting will be required, in the US market.

Nick, Trying to get good brakes is a common problem, on all the old bikes. One of the most common mods is to shim the pivot point, of the brake shoes. Your brake arm only causes one end of the shoes to expand. The other end of the shoes are on a fixed pivot point. As the shoes, or pivot point itself, wear down, the shoe surface is getting further and further away from the drum surface. This can cause the shoes to only touch the drum, on a small area of their total surface, typically toward the end where your brake arm is expanding them apart. Down on the pivot point end, the shoes may not even be coming into contact with the drum, no matter how hard you pull the lever. The mod is to make a shim that fits over the pivot point. This open up the shoes, on that end, placing them closer to the drum surface, when at rest. Ideally, you want the entire surface of the brake shoe, to come in contact with the drum, when you apply pressure on the lever. You can make the shims out of soft brass, tin, etc. I have even heard of folks using brass bullet casings. However you accomplish it, done right, it will make a HUGE difference in you brake performance.

Exactly. The point is not that he won on a 4-stroke (as if it was better). The point is that he didn't lose on a 4-stroke (as if it was worse). There were many touting that a WTC (especially Indoor) was not possible on a 4-stroke, at least until after all the manufactures were forced to change. In other words, as long as there were any 2-strokes allowed in the WTC, the 4-stroke would fail, due to it's inferiority. It is fun to think that Bou would have won on any brand, and he may have. But, he has been on other brands already. The fact is that he moved to Montesa, moved to a 4-stroke, and he won. Instead of playing "what if" he rode another brand, lets play "what if" the 4-stroke actually helped him with his wins?

Oh, I think he was. In fact, I am pretty sure of it! And, since Montesa only makes a 4-stroke, the distinction escapes me anyway. The term "complete domination" wasn't stated, or intended. The reference was to Montesa having the Indoor and Outdoor titles, once again, as they did on the 2-stroke. When the total switch to 4-stroke was made, many nay-sayers were having great fun, at Montesa's expense. But, by making the decision to jump in headfirst, Montesa is now just that far ahead of everyone else in 4-stroke trials bike development. The wins have a great deal to do with Bou's talent, just as it used to be with Dougie. The beauty is that a Montesa 4-stroke won both titles, while every other brand was still campaining their 2-strokes. That is what so many said could not happen. And, those wins prove the bikes capability far better than later, when it would just be beating everyone elses attempt at a 4-stroke.

When the 4rt first arrived, and so many were poking fun, and bad mouthing the bike, our pit racing chats often considered the wisdom of Montesa. The idea of "bitting the bullet", and being the first (and paying the price) to make the leap, into the 4-stroke world made sense if you had the vision to look forward to the day that Montesa had domination, on the 4-stroke, and left everyone else standing around with their finger in their nose, trying to play catch up. If the Montesa 4-stroke can beat the other brand's 2-strokes, what will the WTC will look like, for the next few years, while the other brands try and finish developing their 4-stroke? Who is laughing now?

The answer depends on your definition of "Cardio". In the fitness world, a cardio workout is more about exercising the heart, as a muscle. Meaning, the objective is to take the heart to beats per minute level, that is typically xx% of your maximum heart rate, for your given age. It has been awhile, but I think the formula is 220 beats, minus your age, equals your maximum. Then, a cardio workout involves getting your heart rate to say 80% of the maximum, for a given period of time. Again, the idea is to exercise the heart, as a muscle. This kind of workout is typically at the other end of the spectrum, of what you want to do for weight loss. Weight loss involves burning calories, but your body can store those calories (energy) in different areas. Whether you burn that energy from short term storage (like muscles) or long term storage (like fat) depends on how work out, and the intensity. A couple of hours practice time, on a trials bike, leans more toward a fat loss workout, than a true cardio workout.

We had a guy show up, at one of our recent events, in a dress shirt and tie. It was pretty funny!

I have owned several 315's, and yes, they all do it. If you mix a 50:50 ratio of, at least 108 octane, with your pump gas, then all will be fine.

Look closely at the ground, out in front of the log. They may very well be using a small irregularity as a "kicker", to help them get the bike off the ground. What "The Addict" describes works even better, with even the slightest bump, root, rock, etc. to help you out.

No doubt about it. In addition to my modern trials bike, I have a 1974 Cota 247 trials bike. The stuff we ride on these vintage bikes is WAY beyond the ability of a modern "trail" bike. The steering lock on a trail bike results in a turning radius that can't begin to compete with a vintage trials bike, not to mention the engine performance, low speed tractability, etc.

After the peek at the 2008 2-stroke, I am dying to see the '08 4-stroke. The thought of meaningful mods (other than bold new graphics) just fuels the fire!

Having ridden a 4-stroke for several years now, I would say that your experience is not the norm. An experienced 2-stroke rider will typically have a hard time letting go of the 2-stroke habits. Over the years, you train yourself to do certian things, without even thinking. Now, you not only have to start thinking about them, but you have to start thinking about how to do them differently, and do so until it becomes an unconscious habit, once again. The transition can be tough, and I have met VERY FEW riders who liked their first ride on a 4-stroke.

After years of hearing that US riders "must go to Europe", if we were ever to have another US World Champ, it does seem that having Europe come to the US, would be of some benefit.

International Twin Shock Association Link: http://www.twinshock.org/ I gave AHRMA a shot, and rode it for one year. Had a great time being around all the vintage bikes, but it was REAL obvious that trials was not much more than an after thought. Trials members were dwindling faster than new ones were coming in. I wish them the best, but it was not worth the cost of admission, for me. In the long run, I would rather get behind a group that is "dedicated" to trials.

C'mon, you ride trials and you dont know what a "King of connected monkey steering wheel handle is"?? Gee. Maybe I shouldn't have "disconnected" mine!

The easiest way to do it is use a Ratio-Rite mixing cup. Takes all the guesswork out of it. Link: http://www.tryalsshop.com/detail.aspx?ID=176 The marks only go up to 70:1, but it is easy to tell where 80:1 would be.

Always amazing how may accidents happen after you already know it is time to load up, and go home. It is during those "I think I will have one more go" rides, that this stuff so often happens. We are too tired to do it correctly, and too wired to stop riding. Learning to listen to that little voice in my head telling me I have had enough, is one of the hardest things to do. Best of luck on your recovery, and hopefully the "muffler marks" will fade away.

The clutch kit from B&J improves this problem DRAMATICALLY. The fiber discs are made of a completely different material, and the metal plates are dimpled, instead of flat. The end result is more oil between the surfaces (due to dimples) and a much more progressive and consistant feel, from the clutch. Also, it is very important to change the oil frequently. Since the oil your clutch runs in is common to the rest of the engine lubrication, it picks up contamination pretty quick.

The LongRide seat on the SY125/175 is really decent. Not at all like the hard one on the SY250 LongRide.

Things always change. If you were Honda, and had a rider as good as Dougie, but apparently past his prime for WTC, wouldn't an event such as the SSDT be a prime place for him to represent your brand? Your WTC chances are not really at risk, and you have your brand making good in another arena of the sport. Sounds pretty smart, to me.

Look like it could bite the devil out of you.