canadaler

My comment was speaking to the larger picture of a decision being made on the FIM Affiliation for Canada. Certainly trials would form only a part of the input into that decision. (Although I don't discount the possibility that politics rather than reality may play a major role here.) Where is the CMA's national presence within the many other FIM competition disciplines? Motocross, Supercross, Short Track, Speedway, Ice Racing, TT, MotoGP, Superbike, Sidecar, Enduro, Hare Scrambles, XC, Drag. It's clear that their involvement is little to none in sanctioning the vast majority of moto-sports in Canada. The CMA may certainly sit on boards or hold FIM positions related to them, but that does not change the fact that their control of all of these competitions within Canada is virtually non-existent. I'm not sure how anyone could dispute that with any credibility. Add to that that most of these other competitions are much larger and popular than trials. Add to that (and I haven't crunched the number to confirm it, but believe it is true that) the CMA does not even control or sanction the majority of trials events within Canada anymore...it's very hard to see that CMA trials are going to have a "major role" in determining the FIM Affiliation for Canada. If it is...it seems to me there is most definitely something wrong with a process that ignores the probably 90% of all motorcycle competitions in Canada which have nothing to do with the CMA.

I'm pretty sure trials in Canada has little to do with any decisions made...or not made...by WEC and/or the FIM. We're simply not a significant enough group in terms of numbers or visibility. Trials will be affected should the FIM affiliation change hands, but realistically...for most riders and events...not much I suspect.

Long expected, this is the first time I've seen anything published from MCC that they are officially seeking to be FIM's Associate Member for Canada. http://www.motorcycling.ca/competition/mcc-seeks-fim-affiliation/ With CMA sanctioning only a small minority of motorcycling competitions across Canada it certainly would not be surprising to see them finally lose their FIM Affiliation.

Thought I would (rather reluctantly) weigh in on this hot topic, perhaps from another viewpoint. I've been involved in organizing, promoting and hosting Southwestern Ontario Vintage Trials Group (SOVT, www.sovt.website) events over the last four years. This post being a Canadian topic, I'll resort to a hockey analogy: if ATA/CMA trials in Ontario is the "Double-A" hockey league to the NHL, SOVT is a local "House Recreational" league. Just finished crunching some numbers for Ontario trials events the other night. There were 9 CMA sanctioned events which had a total of 227 entries with 46 different riders. SOVT (which runs under the "sanction"...read "insurance"...of the Canadian Vintage Motorcycle Group) held 13 events totalling 329 entries from 72 different riders. Interestingly enough the average entries per event for each group was he same at 25 riders. One additional event which was industry-organized with no CMA/CVMG sanction garnered 38 riders of which 11 were CMA riders, 5 were SOVT riders, 7 were CMA/SOVT riders and 15 riders had no club affiliation at all.) We (SOVT) have spent the last three years "tinkering" with the structure of the club and have been able to increase ridership by approximately 35% over that period. I personally believe our modest success has been a result of holding events which are geared towards new and returning trial riders in an accessible, supportive and "fun" environment. Although our "premier" class is the "Vintage A" class, we have classes for modern (>1990 liquid cooled) bikes as well. In fact our "C" (easiest line) classes mix vintage and modern bikes. At that level, our belief is that rider skill level and skill development is more important than the bike you happen to ride. Our mix of vintage and modern bikes at events is approximately 50:50. We continue to "tinker" with our classes and format to attract new riders. EDIT: In 2016 we had 29 new riders show up to events who did not attend 2015 events. 72% of those new riders were "C" class (beginner trials) riders. We also had 12 riders from 2015 that we did not see again in 2016. 67% of those riders were A or B class riders. Our main goals for 2017 are to retain our rider base from 2016 and attract another 30 new riders, again primarily in the C level. The following comments are strictly my personal opinions on the state of trials in Ontario and WTC vs CMA... Having ridden and been involved in trials since the early 1970's; it's evident that trials continues to decline in event attendance and popularity over the last 30 years. Given the current status here in Ontario, I believe the CMA sanctioned trials represent an unsustainable business model. In fact, the original model based on CMA clubs organizing and hosting CMA series events is essentially gone because most of the CMA clubs are gone; having long-since abandoned the CMA. (The reason(s) they have done so are really not important to this discussion.) This has put significant stress on dedicated, enthusiastic trial riders themselves who picked up the slack, individually doing the work that CMA clubs used to do...and ultimately burning out doing it. I don't have hard numbers to back it up, but suspect that new riders make up a very small proportion of entrants at a CMA event in Ontario. As the 'core" rider base for these events continue to age some will (like myself) gravitate towards more recreational events/series like SOVT, some will (as many have) quit riding altogether. Unless new riders are brought in, trials is on the endangered species list. This should not be shocking news to anyone who's been around trials for any length of time. The annual CMA "Competition License" is a significant deterrent to new, returning and recreational trials riders who want to try, or return to riding select events. Debate the value and importance of the CMA license fee and FIM affiliation ad-infinitum...the bottom line is that to riders that want to try trials or may want to ride a few local events per year...honestly...they don't care. Spending time and effort to convince them why they should care is a waste of time. All they see is that to show up and try their first event it's going to cost them $105 to attend. And if they have a couple of young kids on Oset's...costs add up pretty quick. Until and unless the CMA changes it's business model to include "day pass memberships" for new and occasional/recreational riders, they will continue to deter those riders from entering the sport and risk losing Ontario trials to another sanctioning body. Although it's a very small sample size, the above rider statistics bear this out when the largest single group of riders at a non CMA/WTC/SOVT event are affiliated with none of those organizations. SOVT events do have an annual CVMG membership fee of $40 BTW, although our entries are only $5 per event with free entry for first time riders and all Youth C class riders. Because of this membership fee disincentive, (for both CMA and SOVT) the WTC would seem to be an attractive alternative model for hosting events. However, WTC is no different from the CMA in one respect; both orgainizations carry significant, historical political baggage as evident in this forum thread. Perhaps this could be the reason WTC currently has no presence in Ontario. The "big picture" IMO is that the single biggest threat to the survival of trials competitions in Ontario and Canada is lack of new riders entering the sport. Debating FIM affiliations, TDN attendance, sanctioning "rights", hidden organization and industry agendas and the "best" way to develop "world class" Canadian trials riders is "fiddling while Rome burns." Forget about it; because in the short-term none of it matters. And if we can't find a way to improve ridership in the short-term we won't have to worry about the long term because there won't be any. Do you support CMA trials? Good for you! WTC? Well good for you too! I hope in either case your focus is dedicated to making your events more inviting, supportive and economical for new riders to enter the sport. Sharing information, ideas and supporting each other's organizations is a much more productive use of time and efforts if we're truly concentrating on what is best for trials itself.

I ended up rebuilding it myself. Machined off the rolled aluminum part of the seal head which permanently held the steel retainer cap. Removed the cap, changed the seal (14 X 22 X 5) then reinstalled the cap and held it in place by drilling and tapping the outer circumference of the cap/head with three 1/2" #4 machine screws w/Loctite. I used 10W oil to refill it bled the air out of the system then temporarily recharged the accumulator to 120psi. This was the limit of my compressor and is obviously not pure N, but was sufficient for test purposes. Everything worked fine with no leaks or shock fade throughout a fairly difficult trials. I'll get it charged properly at a local shop to about 140psi of N now. Total cost for the seal and oil was about $25. Several hours of labour in it for me as I hadn't had one apart before. But it was simple enough to do once I figured it out. Only trick to it was getting the circlip off the rebound dampening adjuster assembly. You need to back off the rebound clicker as far as it will go to loosen the stack and provide enough clearance to get the clip out of it's retaining washer. So far so good. Now we'll see how long it lasts. As I said before it was junk as it was so it was worth trying to save for a minimal cost.

(Comments edited to delete responses to above criticisms over the original post.) I don't come out here often...now I remember why. Appreciate the information you provided that there is apparently no rebuild kit available for this shock. Thanks.

Well there is absolutely, positively NO gas in this shock because there is no accumulator bottle on the remote adjuster/reservoir. There is plenty of oil residue around the bottom of the shock which indicates to me there's probably zero oil in the shock as well. I expect that if the shock did have oil it would still provide some dampening even though there is no gas pressure. I believe the gas pressure is there simply to prevent foaming of the oil under continuous load and flow. I have a reservoir/bottle from a Fantic, so that can be used in a rebuild. However I'm pretty sure this shock needs more than just gas pressure. Now for a tip regarding the bottom rubber on this (or any) shock. Get yourself to the nearest discount/dollar store and find a kids hard rubber ball. (Those of us who are old enough used to know them as "Superballs.") They are dense rubber that can be drilled and trimmed as required to make a rubber stopper/bumper for your shock. Drill a hole through the center of it, equal or slightly larger diameter than your shock rod. Now use a sharp knife to trim the top and bottom of the ball (at the hole) to match the overall height of your original bumper. Now use the knife again to cut a slot in one side of the ball all the way through to the hole so that you can fit it over the shock rod without having to disassemble the whole shock. Even though this new bumper has a split in it, it will not come off because when it is in use (shock completely compressed) the concave shape of the spring retainer along with the spring acting as an outer "cage" will automatically hold the ball together and prevent it from coming out of position. As a matter of fact, I've found these dense balls actually provide nicer bottoming protection than the original rubber stops. I've used this trick on both twin and mono shocks and it is cheap, easy and effective. I guess I've got nothing to lose in tearing this shock apart to see if I can fix it myself. As it is, the thing is junk anyhow.

The Marzocchi "Duo-Shock" on my bike works as a great spring retainer...but little else. I was told this shock was the same as the Marzocchi on the Fantic 305, but it isn't. Different lengths (Fantic is longer) and different bottom mount (clevis type on the Aprilia.) I can't find a Marzocchi part number for the shock so I can't search for a rebuild kit. Checked with Mike at the Tryals Shop and he has no rebuild kits or shocks in stock. Anybody know where you can buy a rebuild kit for it? I have at least a couple of shops locally who can install it and charge the shock. Alternatively...anybody know of a replacement shock manufacturer? I've seen some "Wilber" shocks available for the Fantic, but no listing for the Aprilia. Ohlins...others???? Also does anyone know if the TXR312 shock is identical to the TX311? Thanks in advance.

SOVT has another full slate of events scheduled for 2016. Events feature classes for both vintage (1990 and earlier) and modern (>1990 +/or liquid cooled) bikes. Events are held using classic sections and rules with the main focus on just having fun. For complete schedule and information check out their website: www.sovt.website Or check them out on fb: https://www.facebook.com/SOVTG

I ended up going to an automotive supply store and buying an exhaust gasket (crushable metal type) for $2.50. When I got home I found out it was slightly too large in diameter to fit into the cylinder so I cut about 1/4" out of the ring and it easily bent into a smaller diameter to fit into the recess in the cylinder. Fired the bike up for the first time today, sounded good and no exhaust leaks. I did use anti-seize on the threads and noticed the retention ring did loosen a bit after a couple of minutes of running. I'll keep an eye on it and safety wire if required. Thanks for the tips everyone!

Also finding some standard fiber-type of exhaust gaskets like this: http://www.ebay.com/itm/NEW-EXHAUST-GASKET-GASKETS-x2-54mm-OUTER-DIAMETER-ASBESTOS-FREE-FORMULA-/111269337013?pt=UK_Motorcycle_Parts_13&hash=item19e82b57b5 (Also in the UK...doesn't anybody else in the world sell these things?????) Anybody know if the Ossa gasket is 2 x 54mm or 4 x 54mm?

Been looking on the 'net for the copper gasket and am only finding it out of the UK (In Motion Trials) and France (France Trial Classic.) Being in Canada I'd prefer at least a North American source...if I can find one. Any hints? What about making one out of something like this? http://www.autozone.com/autozone/accessories/Mr-Gasket-10-x-10-x-1-16-in-ultra-seal-exhaust-gasket-material/_/N-25w7?itemIdentifier=193863&_requestid=1939033

Got it, but pretty much destroyed it in the process. Heat plus a big pipe wrench did the job. From what I can tell there was supposed to be a copper washer in between the pipe and the barrel, but there's no sign of one. Wondering if a high temperature silicone o-ring might be a better thing to use though. It should seal up way better and maybe stop the nut from working loose. I'll put some anti-seize compound on it too!

Thanks guys. I don't think it's cross threaded from what I can see. Obviously no gasket in it and perhaps the former owner kept tightening the collar to try and compensate. Perhaps one or two threads are visible sticking out of the barrel. Suspect it's just gummed up with carbon residues after years of leaking and being in there for decades. I'll put some heat and wrench to it tonight and try again.

Tearing down a 76 MAR and having trouble getting the threaded ring that holds the head pipe to the cylinder off. I've sprayed it with penetrating oil then hit it with a punch and hammer...no go. Assume it's a right hand thread but didn't want to bash on it too much in case it isn't. Not only does the threaded ring seem to be seized in the barrel, the pipe itself is loose. Perhaps there's a gasket missing or long since blown out? Heat and cool it with a propane torch maybe would loosen it up? Any tips out there?

OK...so I found out I can create the same problem on level ground now. Start off in 3rd gear and keep the load on the gear box by continuing to accelerate for about 10 seconds or more and voila...no clutch again. I'll pull the clutch cover case to check if there is any end play on the clutch assembly. If there is it likely means that there is a torque reaction under load which is pushing the shaft and clutch assembly to the right. Looking at the parts diagram the cause for that would be a clutch shaft thrust washer that is a little thinner than it really needs to be.

Yes, it seems to be. I went up the same hill a couple of times, once in second and once in third and had the same issue. The only way to counter the effect is to pump the clutch lever (about) 4 or 5 times before you crest the hill. You can actually feel the lever has no pressure against it. I hadn't thought of the possibility of the shaft actually moving under load...have to pull out the parts diagram and consider that one further. I was told by the previous owner...and understood from early posts on this thread as well...that the problem was there from day 1. So it doesn't seem like it is a worn out bearing/shaft issue. My next test is to remove the oil filler plug in the top of the left case, just behind the cylinder and fairly close to the clutch slave cylinder, then rig up a tube from there up to the frame to vent the crankcase more than its ever been before. Unfortunately, we're buried under about a foot of snow right now so its not possible for me to recreate the climb(s) that bring this on. Thanks to everybody for the theories and suggestions. Much appreciated. I'll certainly let you know what I find out. Oh...one last thought...if there was some sort of torque reaction between the pinion and clutch gear which was forcing the entire shaft and/or clutch assembly to move horizontally (to the right) under load...then it should disengage the clutch under the same load conditions on level ground. I haven't noticed that yet even after having launched it a few times in 3rd from a standing start. Seems to be no issue until you go uphill. In any case, I'll try some more starts on level pavement and try to confirm or refute this theory.

OK...I realize this post is ancient history...however...I recently bought a 2008 3.2 which has the exact same issue. Didn't see any conclusive fix for the problem here. The owner I bought it off, who was meticulous with maintenance, warned me about the clutch issue going up hills. He said "you just have to get use to pumping the clutch lever a few times on the way up so it will still work when you get to the top." Here's what I have determined so far: -master cylinder is new and filled to the proper level -Slave cylinder has been rebuilt -system has been bled and shows no signs of spongy or light lever pull Just to try and eliminate issues I loosened the clutch lever perch and rotated the lever almost vertical to simulate the (worst case) position it would be in going up a hill. Rode the bike around like this for a while and there were no issues with the clutch working properly. I don't "buy" the theory that there is a hidden air bubble in the system which moves during a climb and affects the clutch action. As long as that bubble is in there...somewhere...the oil pressure when you apply the clutch will always compress the bubble first before your clutch works...no matter where it is in this closed system. Checked the vent hose which comes out of the valve cover (which is the only vent I could find) and it's clear. It seems obvious that something...only going up hill...which is pushing the slave piston back into the cylinder housing, enough to cause a gap between the clutch rod and the clutch pressure plate. This requires pumping the clutch lever 3,4 or 5 times to push the clutch rod back up against the pressure plate before it can disengage the clutch. What can be the source of this pressure on the piston? Crankcase pressure as one of the posters thinks? If so, why does it not happen under any other RPM or load condition other than when the bike is going uphill? Could it be an issue in the clutch pack itself? Doesn't seem likely to me. When the clutch is engaged the clutch springs push the rod against the piston causing it to retract. If the piston stays in that exact position the only other way to get a gap between the rod and pressure plate is for the clutch pack itself to expand a bit. That seems unlikely, if not impossible to me once it is engaged. And again...if it was an issue in the clutch itself it would not seem to make any sense that it shows up only going uphill. Could the oil level in the bottom end be covering the clutch piston area only when going uphill, making it possible to exert more oil pressure on the piston and causing it to retract? Crankcase pressure combined with a changing oil level when on an incline seems plausible I suppose. I can't seem to find any vent direct from the tranny area, maybe changing oil level on an incline somehow restricts the ability of the vent in the valve cover to vent the bottom end???? Hoping that someone has actually solved this problem and can pass it on to me or can chip in with any other thoughts/tests/solutions to the problem. I've scanned several 2008-09 videos of Cabestany on his 3.2 and can't find any that show him madly pumping the clutch lever going up hills

1985 Cagiva (Merlin) TR3.50 Been riding local vintage trials with it this year and having fun. Not restored, this bike saw very little use before I bought it. I put on new front fender brackets, fenders, Renthal bars, rebuilt the forks, added Seal Savers, cleaned it up and went riding. Oh...using "Tubliss" system in the rear wheel with new Dunlops front and back.

Just a follow up here for future reference. I purchased a filter/boot combination from GP Recambios in Spain that was listed for the '85 Gallach Replica. It fit but I ended up modifying it a little. I separated the filter element from the boot then made a wire cage to go inside the filter and a spring assembly between the filter and back of the air box to push the filter up against the boot via removable spring. Now I don't have to struggle taking the boot off and on to clean the filter. Also should mention that the folks at GP Recambios were great to deal with and prompt shipping of the item from Spain to Canada went without a hitch.