gasgas

I think we will be suprised once more about GG. Their 2strokes are great, but i feel that they gonna have a great 4 stroke coming aswell. No news yet, though. End of november is the date things will see the light, as said by the importer. Somewhere offcourse these babies are tested as we speak, but nobody has reported seeing any. What is said about it:318 cc 4stroke, fuel injections, reverse airbox/gastank, side push rods, camshaft in carter. Oops forgot the trick part: dual centrifugal flywheel

Today's report. I just made some pictures of a job i did in februari this year. When installing a new piston, i saw that the cilinder was overlapping the case halves. So in fact this is big obstruction of flow tru the transfer ports. Since 2 stroke benefit of a good flow i took out the dremel again, and got rid of the overlapping cilinderbase. here are the pictures of both cases versus the cilinderbase. You can see where i took away some alu to get a smooth transition. Btw if somebody wants to see a special part pls let me know, possibly i can make a picture and show it. Starting tomorrow it is assembling time

This morning i went to the dealer. It was my first time there, and i must say i was pleasantly suprised by their enthusiasm. Nice guys who liked to help me. I have seen otherwise, but oke, different story. I showed them my problem with the pinion gear that i cld not get off, and they told me that, they waited till the customers were gone and that they just hammered it off. No fancy tools there When i promised i wld not cry when they start hammering i was allowed to watch and even help a little. It was my task to catch the crank when it popped out of the crankhalf. So said so done. After some hammering the gear let loose. I love it when things come together, or seeing how pros do the job Well the right case half definetly showed some leaking oil, as you can see in the picture. Plus you see the crank with a loose first gear lying next to it. It is time for resembling after i cleaned the whole bunch. Oooo i also noticed one bad bearing, which i will replace. The small bearing of the outgoing assy is bad, the rest all the bearings feel oke, which is nice to know.

With arrows i show you all the places i have deburred and smoothed. The shiftdrum is responsible for smooth shifting as the dogs ride tru the slots. I also chamfer the edge of the skirts of the piston. By making an angle here the skirt doesn't push away the oilfilm on the cilinder but rides over it, thus creating less drag. It is mainly done with race egine but it can't hurt a trials engine in my opinion. Have a look at the picture. I used this oxidewheel and a sharper/pointed wheel to get into the edges of the drum.

You wanted to know but were afraid to ask, here is the answer. the text is a little bit difficult to read. The first and 4th gearing using a lot of teeth, and this will explain the grinding noise in 4th gear. No signs of shattered teeth(although the pictures suggest otherwise) or excessive wear. So all in all i am happy with the gearbox. What i will do is smoothing the shiftdrum slots as it is very rough cut. It will definately smooth out the shifting. 1st gear:red line 2nd:green 3rd:blue 4th:purple 5th:yellow 6th:brown

Today i splitted the cases, and as promised they just pop apart with a gentle tap with a rubber hammer. Suprise, suprise, the pro has got a 6 gear box but only 4 opposite gears to use? How do they do that? I am still puzzled by that, but will find out soon. Btw the $## primary gear won't come off, i even made some kind of a extractor, used lots of heat but it is sitting tight. Maybe i have to visit the dealer for it. Will he be happy to see me, doing all the hard labour myself Well, i order my parts there so he better be happy. Here a pic of that 4 gears 6 shifter.

Tony, the red gasket sealer is my work , i always pressure test the topend, and one way or the other i always find leaks around the inlet. So to be sure i use liquid gasket. The blowby is the product of the rings not sealing due to carbon build up. I found my engine not smoking to much, but looking to this rather fresh piston, he is 8 months old, i must say that i am rather shocked by the sight. The rings had never the chance for sealing properly, so i think i replace the rings and just clean up the piston(piston still in specs).

The last couple of days i am having a email conversation with Heath, better known as r2wtrails, about my progress in splitting the cases of mine Pro. I wld like you all to know how far i am at the moment, and will add some pictures along the way of the whole journey. At this moment i took the cilinder off the cases, removed the clutch, but am stuck with that little primary gear on the crankshaft. The %#% thing won't come off, and as don't want to kill the cases i am forced to ask my neigbour nicely for a tiny extractor, to do the job. I am convinced now, after talking to Heath, that i better do a complete overhaul since i separate the cases anyhow. I also have the feeling seeing al the oil and carbon on the piston, that i am in for new crankseals. here some pictures taken today.

Did a search but cldnot find a satisfying answer. Finally i want to split the cases of my 2002 pro gasgas, as i have this gear shifting problem. The problem is back shifting from 3rd to 2nd. And a grinding noise when in 4th. But now my question. Can i leave the clutchside untouched/intact, so waterpump/clutch, when i do the splitting. So basically i only have to remove the flywheel, and i can split it? What about the crankcase fit to the bearings? Is it a loose fit, or cold/warm pressed fit? Ps: i am editing this topic to make it more interesting(hopefully) for everybody. From now on, i will be making pictures of the stripped down engine and asking everybody to join in, to make some comments. The reason for the strip down stands: i am having trouble shifting down from 3rd to 2nd gear.

no no honest. The source is the importer for holland, and he sounded sincere lett's wait and see. End of november we all know more, i hope. Btw i am loving my 250cc pro 2002 and won't buy a 4t, but i find it awesome that they are busy with one.

Sorry, haven't seen any pictures yet, and probably nobody will untill the official press releases. Still this year they will test a GG 4stroke. The flywheel trick bit has something to do with the lack of snappiness a 4t experiences when needing quick power. It seems they have tried to fix that with a dual flywheel.

Jesus, you probably being a spanish guy, you shld know I been told that the first 4t will arrive this month to several dealers and that nov 27th will be the big day. The engine is going to be a sidevalve. But i personally think it will be a sidepushrod headvalve engine. But we will see about that. The trickiest part will be the flywheel as it has a sort of centrifugal system attached to it. It will be a injection fuel system, and the airfilter will sit at the old tank location. fueltank is lowered for better balance. It is said that the weight will be approx 67.5 kgs Wauw....

In 2006 the GG 4T will be alive. Still nobody interested? I heard from reliable source... Will it be a sidevalve 4t or....a headvalve with pushrods?

I ve checked... word goes the new machine is called de 318 txt4. I think we have a skoop here.

Nobody interested in this info? Everybody knows already it's a hoax but me?

oke, i just reread the article and this is what it says. "to the question: What about the 4t's?, Mr Xiu of Gasgas answers: They are allright. Then we ask:But when will they arrive, the answer is: soon, but you have to ask Mr Casas for a exact answer. So whe ask Mr Casas(one of the owners of GG). Mr Casas explains that a few importers will come to Spain to have a ride on the prototype. After that every importer will receive a motor to test further at home. When will this happen? Still this year, says mr Casas." Importers mentioned are John Shirt from England and Mr Oerlemans of Holland. Can somebody call Mr Shirt to verify this. I will do the same here in Holland. The article is talking about a approx 300cc engine, with injections system, low tank position and high airfilter position. (so they swap tank/airfilter) Also they go for a no-link airsuspension system(maybe without a spring?) anyway, seems that something is happening soon. but maybe this all is a hoax

Ok, this one goes on top again with some news from a dutch mx/enduro/YOU HAVE USED WORDS OR A PHRASE WHICH ARE NOT PERMITTED ON THIS WEBSITE. PLEASE DELETE YOUR POST/TOPIC. DO NOT TRY TO CIRCUMVENT THE FILTERS IN PLACE ON THIS WEBSITE. It is said that this year the first 4t will be send to importers of england, holland and probably other european countries. Can somebody back up this story?

Thanks everyone, for thinking with me. Great responses. And yes, i was speaking in general about the flywheelweight. As i stated it is not a big deal, and reading yr responses about the nowadays and older 2strokes i am glad i asked this question. I am again wisened up a little. Ahh internet, how we ever did without.

yep, offcourse that wld smooth it out, it is the same as opening the throttle a bit. I just guess big flywheel, 2stroke, smooth ride at minimum throttle. Obviously not

hi all, bike is a pro 250 2002. i can not ride my bike idle on the tarmac(level ground) without using a little clutch slipping. It starts jerking and popping the chain when i try it without the clutch. Be noted it is only with closed throttle riding, the minute i open it further it cures itself. Is this familiar? I don't find it a problem, but was just wundering that because of the big flywheelweight etc it shld be possible to do it without using/feathering the clutch.

As reply to the c3 bearings, regarding to the movement felt when grabbing the flywheel/crank assembly. When fitting a c3 bearing, a little freeplay can be felt when grabbing the flywheel. It is not!! a clocking noise as mentioned earlier in this topic. But it can be felt. Mine mx bike is fitted with c4 bearings, so with even more freeplay standard. And i can feel some axial and radial movement which is needed for good healthy operation of the crank. It all comes to rpm's and heat. The more rpm's, more heat, the more expansion of the bearings, the more clearence needed. I know above statement is a little opposite of the common heard knowledge but 0.05mm freeplay can be felt. And is not a bearing failure. Above makes me wonder can trial bike work with standard c2 bearings, since they make little to none rpm's, so it wld only have to deal with heat. Maybe someone can reply on this, outof experience.

glad we cld help with yr dragging problem,

You have to ask them what they changed cq did. But to give a few hints. Maybe you not getting enough pressure at the slavepiston: bleed the system, and maybe you have to fiddle with the masterpiston. Cld be too thick a clutch pack causing it not to free completely when you engage lever: get smaller discs. succes ps: refering to the clutch pach, i am talking about the pro here

Guys, i reckon i can leave the clutch alone and split the cases without removing it. Am i correct in thinking this?

Thnks for the update, Oceanvibe. Will act accordingly and split cases this month. At the moment i am fixing my mx-bike and once that is done, the GG is next. Yoy didn't make piccies, did you?