2stroke4stroke

So fast as to erase memory. Not fast on trials gearing but can easily be geared up. Though having said that I recall Mick Wikinson telling the audience at one of Wrighty's evenings that he and Rob Edwards didn't seem able to lose Debbie Evans on a TY 175 when they were racing round the Scottish.

Those couldn't have been standard brakes

The 200 is designed to be what it is and a fast action throttle is inconsistent with the ethos of the bike but it won't cost a lot to try one out. I find the standard gearing fine even in such tight stuff as I occasionally ride. I know someone who always uses second gear so I don't think the gearing is generally regarded as high. By lowering the gearing you have effectively reduced the available "oomph" as, gear for gear, it will run out of revs at a lower speed. Mine came with a 41 tooth rear sprocket (as per the 250, put on by the previous owner) and when I put the correct 42 on it made an appreciable difference in slow going and indeed overall, and, to me, is perfectly geared (and I tend to ride too slowly). Dropping one at the front is roughly equivalent to going four up at the back so you have reduced the gearing quite a bit. I suggest you go to the standard gearing of 11/42. It's common to find the 41 has been put on as that size is more commonly available. I think folk just ask for "a sprocket for a Beta". Standard gearing gives me four gears for sections, indeed I have used fifth in exceptional sections before now, so the bike does not need the "assistance" of very low gearing. But we all have our own riding style and yours may suit such, though I know you are still developing a riding style. More years experience than I should have tells me that a delay on the power coming in is down to me not opening the throttle soon enough, a failing I don't seem to be able to get rid of.

I know people who used TYs for daily transport, as well as riding in trials, back in the day.

It doesn't make you a wierdo, and there's nothing wrong with it I suppose but it does make you , for a trials rider, uncharacteristically spendthrift :-) Most of us, of a certain vintage at least, are traditionally as tight as that part of a duck's anatomy when it comes to anything less than essential.

You automatically change a piston regardless? Do you have a road racing background?

You might get breathalysed on the quayside :-) That may be the more likely problem in the experience of those I know.

Far too close coupled - handling would be appalling.

We just used to rubber band 'em to the handlebars.

Have a look on the Beta UK website, it's based on the position of the screw in the slot on the mounting plate and, I think, varies from model to model. Nobody, not even Lampkin's, knows the timing figure in terms of millimetres BTDC so you can't check it with a strobe.

Might be worth a look on the Bradford Ignitions website where they say they have a carb kit which "eradicates all the problems associated with starting and running of the 4T"?

Yeah, my 200 dragged me back down Cameron Hill after stalling, despite perfect timing. Bultacos were favourite for doing it; back in the days when we did things like riding to school on the Bulto I reversed in to my French teacher's car after the motor hesitated then changed direction while waiting at a give way line. No damage to the car fortunately.

I couldn't use bifocals due to the distortion but wore bifocal contacts for about ten years and now use Clariti multifocals (even better). In each case my vision was just as it would be with good eyes without glasses. Back in the days when contacts were made of hard material one of the guys lost a lens whilst inspecting a section, but it was found. Remarkably this happened twice to the same guy.

I'll second that - don't rely on the markings on the bottle. I once checked these using my usual syringe and the markings were well out meaning that not enough oil would have been used. Not good at modern ratios.

No fee mentioned in the SACU Trials Newsletter last week, which seems a strange omission if it is changing. If it's going up 20% in face of current low inflation levels then it'll soon be back near the old comp licence level . Merry

I can't agree that the Rev 3 is "well outdated" as the main difference from the Evo is the linkage on the latter's rear suspension. At intermediate level I can't see many folk making significant use of any benefit there may be from that. And the Rev mudguards would appear to be sturdier. Either way I'd go for the 200 as it has very a smooth power delivery and plenty enough torque - I was able to use third in some tightish sections on Sunday to overcome the lack of traction due to the frozen ground. I'm twelve to thirteen stone. Don't write a 200 off without trying one - it was designed specifically for British going (if that's where you are).

You need something bigger - a Citroen Berlingo, Peugeot equivalent or Fiat Doblo (a bit bigger inside again) but go for the car not the van because: It will probably have had an easier life. it will be subject to higher speed limits (though I'm prepared to be corrected on that). There are less restrictions on general use, eg you can take stuff to the council tip where vans are barred. You can use it as a car. Insurance will be cheaper (apparently) and easier to get. I made the mistake of saying I would be transporting a trials bike when speaking to my insurer when considering a van and they were a bit wary as I might have had a professional rider travelling with me with consequent liability in event of a crash. They had no answer when I pointed out that they had been happy to insure me for a decade to tow a trailer meaning I could have had two professional riders with me (though the nearest such lived two hundred miles away) - why they thought a professional trials rider would have significantly higher earnings than the other professionals I definitely did have travelling with me was unclear.

This was a not uncommon method of transporting bikes forty years ago, when 400 by 18s were harder (though one would see road racers similarly drawn) and motorway travel less prevalent, but the front wheel was removed and the forks bolted to a tow bar adapter with chain removed to prevent wear and effect on the gearbox. The words "brakes" and "friction" seldom appeared in the same sentence except when separated by "lack of" so that wasn't a problem either The bike just became a trailer so no legal problem (provided the relevant rules adhered to) and, like any other trailer, quite able to be reversed. As for putting the rear wheel in the rack and front wheel on the roof, well, that's how Don Smith, not to mention the speedway boys, carried two bikes and I've seen plenty trials outfits so transported.

XR is the enduro version and will be different to the TL but certainly won't be a ball of fire so it may be suitable for your needs. No doubt somebody will know the prime areas of difference.

I seem to recall that the Comerfords riders were replacing Bing slides every couple of trials back in the day such was the wear rate. I'd go for something better - you can't see the carb when you're riding the bike

This motor not running one is new on me. When did that come in and what possible relevance does it have? If you can restart the motor (and I'm sure we've all bump started a motor in a section at some time) feet up by kick either whilst moving or stationary (depending what "stop" rules are used) then where's the problem? I've threed out of a section before now when the motor stalled just short of the cards - what's the difference between that and the same to maintain way under wheelspin? Or the motor fluffs at the top of that last drop to the ends cards which you were going to ride with the clutch in anyway - would the observer even know?

So, short of actually landing a few feet from the bike, how does one lose a 5 in America then?

Paul Gapping the points on a Bultaco is not easy due to the awkward access through the slot in the flywheel and the magnetic field grabbing the feeler gauge making it hard to assess the friction in the gap. A pal got hold of the cam from a disintegrated flywheel (don't ask) and used that to set things up but the chances of that and his own cam being in the same relation to the system must have been slim. If you think about it opening the points advances the timing, and vice versa, so when you fit new points the timing will change uness you get the gap exactly the same.

I must admit I was impressed when I saw someone start up a stone cold Ossa and immediately he was able to ride it on real section going - absolutely crisp and clean. I'm happy to run about for a couple of minutes to warm the bike up though. I don't think electronics are reliable enough, given that we can get good enough performance without them. Let's face it we all probably know at least two people who have had problems with the electronics on the car where the computer diagnosis has not cured it and they have then gone in to parts swap bingo where new items have had to be bought one after the other until the cure is finally found. At no small cost. Not for me thanks if I can avoid it - I accept I can't if I want a car but I hope someone continues to make an easily sorted trials bike.

Had a go yesterday on both the Repsol and the standard; can't say i noticed the presence of the seat when I was riding it. But I don't ride up ten foot rock steps. And I'm sure the storage would be a boon at the Scottish, not to mention the beneficial effect of the seat on the knees between sections on the road..