heffergm

All the Keihin's have that adhesive spillover on the float bowl gasket. It's completely normal and it's never caused me an issue in any of my last umpteen bikes.

So on the GG Racing models that ship now, they come with a bearing cup in the throttle side to prevent that bar-on-handlebar drag you'd get when doing anything where you're putting a lot of pressure on the grips. It's a nice feature, but if you want to keep it, you can't run bar ends. Curious if the Vertigo has anything like this on the throttle side?

Only if it's visible, which that isn't

80:1 is a very commonly used mix ratio for any modern trials bike. Mix it 80:1.

@baldilocks how do you find the transmission in the TRS? Shift well?

That's like saying 'Every car with a manual transmission should shift them same'. They obviously don't. Why? Because every manufacturer builds their own to different specs. It's the same thing.

They're not remotely identical. I mean, yes, they have the same frame, and they both have suspension and brakes. But the suspension and brakes is where all the money goes on the TXT Racing. Tech forks, Reiger shock, Braktec brakes, Keihin carb. There's most of your price difference. The contact is more than sufficient if you're looking for something to start on and want to buy new.

If you're talking about the 'new thing' being a diaphragm clutch, the advantage is much lower lever effort with the same ability to keep the clutch from slipping under heavy load compared with a conventional clutch design. The 'problem' is that every manufacturer has a slightly different design implementation, and the results vary. My 2p is that the GG is still the best clutch I've ridden. Given they've been producing it the longest this isn't a huge surprise. TRS seems to have sorted theirs. The Vertigo I'm not really sure about... I've tried a few different bikes, and the lever efforts were all wildly different, which is odd. The new Sherco/Scorpa sounds like a bit of a kludge from what I've read about it so far. They've been forced to make some weird gearing selections to avoid having to redesign the whole motor, and it also sounds like the clutch pull is still too heavy, but I haven't ridden one to give a first hand opinion on.

Yes, and as I've mentioned: Early TRS's had a thicker clutch pack. The pull was commensurately harder. They got the feedback, and later editions had the pack height reduced, and now it's quite good for the avg club rider.

Erm... working properly and changing pull effort are two entirely different things. And something tells me the clutch on a modern TRS is better in just about every way than an old Bultaco, but maybe I'm wrong...

It's rather safe to say that GG didn't change much on the newly released model... it's a mid year refresh because they put out the 2017 bikes late in 2016 after the pesky going out of business problems. That said, I bought one, it's nice. It's no different than my 2014 aside from Tech forks (which I'll always prefer, only because it's so much easier to do maintenance on them).

The early ones had a higher effort. They eventually dropped the size of the clutch pack and it decreased quite a bit.

It's necessary. Can we just get on with life now?

People still use DVD's? That edit was released by tvFIM (not FILM). I'd assume the FIM would continue to release the odd x-trial video like this, although all might be asking a lot.

Luckily the manual actually tells you that every 5-6 trials (unless you happen to ride 20 hours at each one) is a bit ridiculous.

If I go insane and ride 200 hours in a season, I might do it at the end of the year. Otherwise, I'd bother maybe once every 2 or 3. Pulling a bike apart when it doesn't need to be is about as useful as never doing any maintenance at all.

The Xiu clutch (the entire package consists of the adjustable clutch ring, fingers and kevlar plates) doesn't change lever effort (at least not on the stock setting, but the others only increase it as they increase preload). There is another modification which involves milling a tiny amount off the radius of the stock clutch ring, originally done by Trün racing, which does lower the effort a bit.

Lots of people run avgas. That said, the storage conditions to keep the VP fresh are really just an opaque storage can (like the one it comes in). Id have no issue running year old VP in the original can.

We generally have 12 championship events a year, two of which are two day. So 14 event days in total. If I just rode events I'd still be a novice. 90% of my riding is practice outside of events. It took me three years to progress from a total trials novice to intermediate (which around here is the bottom rung of the experts, although there's a huge gap between me and the guys that hop in circles all day) .

My jetting is stock. Everyone I know that runs a GG around here (there are quite a few of them) runs 80:1 or 100:1 on a good synthetic premix. I can't remember the last time I saw a GG produced in the last decade with a motor issue. Transmission, yes. Motor, no

I have no idea what that means in the context of this discussion or the comment.

I run 100:1 in my GG's. They've all lived 150+ hours.

Not on a modern fuel injected bike it shouldn't

The Vertigo manual (http://www.vertigomotors.com/downloads/) says 0.75% fuel oil mix. That's about 133:1, which means 7.5mL per liter (37.5mL per 5L). It would be cool if the resellers and the manufacturer could publish some agreed upon numbers...

If its been run a long time without an air filter, I think you're wasting your time. Unless you want a project, you're better off cutting your losses and getting something that was reasonably looked after so you can actually ride.