mattylad

Seen on a french and italian site that it's happened. No news on scorpa site..... why??? If you had just signed your number 1 rider to ride your brand new bike I would have thought it merited at least a small announcement. Maybe I should go into PR!

Any bike that Steve Saunders is riding.

For the side cover I just made sure it followed the line of the frame on left hand side. I cut an alloy plate to use as a seat with a 2mm foam top. I.e as narrow and low as possible. I have not yet got the barrel it is still at my fathers, the specs give 22bhp as a pose to 16 for TY so it will be more powerful, wether the bottom end goes only time will tell. There is a big bore kit on ebay at the moment. The clutch side cover is just cut away to leave the circular flywheel cover so that it does not trap mud.

Ok, Lowered the footrests, removed head gasket, machined half the flywheel weight off, narrowed the side cover after removing the oil tank, put on a modified tailbox with same internal design as a shirty mono, 28mm dellorto. stiffened forks by removing tight would coils by 3" or so. It certainly is a lot friskyer now only needs some Boyesens. Does any one have a code number for the late post 1975 engine. I have bought a cheap culinder off of a DT 250 i will fit this in a few weeks to see the difference. Thanks for your help.

Thanks for the info, What did you do on the porting front and head mods? I am looking for a more modern power delivery not the slow old girl of yesteryear. Where your changes required as a result of altitude we are nearer 500mm above sea level.

I agree. It is better to change the shape of the piston crown before you attack the cylinder. Remove the height required in the area of the ports. Start with removing 0.5 then 1.0 mm and see the difference. If you go too far you choose the best value and apply to the cylinder with a fresh piston.

What have you been doing to prepare a standard machine for trials. My only mod to date is to lower and move rearwards the footrests. What else is worth doing? Do the wiseco pistons for yz/dt/it fit the ty what code number do I look for? Do Boysen have reeds for the ty if so what is the code? What gearing are you using. What carb jetting for a standard engine. Many thanks for youb help

Just shows you personnel preference. I always machine the weight off to get it to rev, with modern tyres grip is much better combined with moving the footrests an inch or so rearwards.

Be careful if its wet being cotton they do not flow air. I prefer foam such as ram air which self drains if wet. In any event the further away from splashes the better.

Eddy has set himself up as a trials dealer and attends a number of trials in Belgium. He also sells trampolines. I thought he still had a 360 Honda and turns out for the two days twin shock at Bilstain.

I use the Talon tyre grips, far better than the original ones. Also do not use tyre soap as it gives additional lubrication.

If you are going to replace the seals, you can use heat to break the corrossion. A blow lamp heats the alloy faster than the steel > Then use a small bladed screw driver near the circlip ends to ping it off.

Honestly I could tell the difference as I only make one change at a time before evaluating. maybe I have a sensitive a**e but changing port timing by 0.5mm is actually quite a lot.

I fitted an additional base gasket (0.5mm) to my mont 315 this has the advantage of moving the ports (reducing opening times) as well as the compression ratio. It gets rid of the mont knock and softens the engine. Would it work on a gasser?

Many thanks.

Can anyone tell me the following. Gearbox oil volume, Fork legs oil volume, Recommended jetting for sea level. Rear shock nitrogen pressure. Thanks a lot.

Brian, Yes you can, if you e-mail off site I will send others.

Plastic garden furniture cleaner works OK

Piccy of a tl125 fraser I owned, reputed to be ex Steve Saunders, never believed that though. High centre of gravity no power, its now living in Spain.

Sooty plugs can be from a number of sources. Incorrect ignition timing gives incomplete combustion. Too big main jet gives too much fuel. Oil leakage into cylinder from piston rings or down valve guides. as a trials bike runs at low rpm they never get full throttle work for long which tends to clear out the residual oil. Clearly you should eliminate the first two as problem areas before a strip down.

Cometition Classic or something like that based in/ near Manchester who bought up MP forks also made rickman replica hubs, they may have some left. Sorry cant remember any more details. Does Adrian Moss in Stroud do any? As he makes Rickman replicas.

Todo trial did an article on this.

I am sure that Scorpa owners will continue to be well served by their importer. Nigel is a true enthusiast with an extensive knowledge of machine development. I wish him well.

The mushroom is the distributor which fits behind the cylinder and it looks like a ....mushroom.

The standard system points on side works well enough. For the mushroom system I braze the advance retard mechanism so it does not move. I also use a very small amount of locktight when sliding the unit in place to take up any slack in the syatem. The boyer bransden also works well on either version and costs around