heffergm

Try a slow throttle. If that doesn't do it, don't mess about: just dump it and get a standard 125.

The 5 speed in the TRS has four trials gears that are basically the same ratios as the GG 1-4, but just one road gear. Given I use sixth gear on my GG once in a blue moon, this doesn't seem like a bad deal. The frame geometry is also different, or at least the peg/bar relationship certainly feels different than my GG. The motor internals are different... the TRS uses steel shift forks for example, rather than aluminum like the GG. The gears themselves on the TRS are physically larger (wider), which isn't a huge surprise given there's one less of them in there. I think the shift drum is also different. If you're comparing the standard TRS to what is now the 'standard' GG (i.e. the GG Racing), then the rear shocks are different... Reiger (2-way) on the GG, Olle on the TRS (the TRS RR comes with a 3-way Reiger) The GG comes with a tethered kill switch, the TRS does not (the TRS RR comes with one) The TRS has a Dellorto carb, the GG a Keihin (the TRS RR has a Keihin) At the moment there aren't a lot of aftermarket protective bits for the TRS, where there are for the GG: muffler, frame, linkage for example. The front brakes on the standard TRS are two piece, the GG uses monobloc's (both Braketec). From what I can tell there's zero difference in power or feel (the TRS RR has the same monobloc's as the GG) The front suspension (Tech) is the same on both. The linkage on the TRS is it's own design, the GG uses a standard dogbone setup.

You're right, they don't consider it. But roughly speaking (and I'm quoting this): "Electrical energy is created by burning fossil fuels in a power plant at 40% efficiency, followed by transmitting it to your house at 93% efficiency, and using it in an electric vehicle at 92% efficiency, providing a total efficiency of around 34% for an electric vehicle. Crude oil refineries operate at 75% efficiency, and gasoline distribution might cause another 6% energy loss. Since internal combustion engines are only 20% efficient, total efficiency would be around 14%. Assuming that the natural gas and oil to power our vehicles comes from the same well, we can directly compare these efficiencies, and thus conclude that electric vehicles are significantly more efficient." Which is to say, regardless of the originating source of the energy, electric motors are much more efficient at using it than an ICE is, plus the pipeline to get it to them is more efficient. So until we find something to replace the crude oil, electrics will make what's left last longer.

The problem (if you can call it that) is the 'standard' GG (which is the Racing) has a Reiger on it already. It's not a 3 way, but it is really good.

He's a big looking 5 year old. I'd go for the 16. My son had his when he was 5 as well, and although the instant torque right off the bottom took a while to get used to, he was fine eventually and he rode it right up to this year when I finally sold it. He's 8 now.

All the jeans I'm familiar with are street bike focused (although they're still only slightly better than being naked when you hit the pavement) .

How do you presume to know how much I or anyone else rides? Go ride with a motorcross helmet on, trust me, you'll notice the weight. Or maybe you're getting on in age (heaven forbid) and you have neck and back problems. Then you'll definitely notice. I rode 200 hours this season. Real hours, on an hour meter, not bull**** estimated hours. My neck is always killing me at the end of an event. But according to you I'm not riding enough, and since you said it on the internet it must be true...

Weight is important: you spend most of your time looking down and ahead, and if strains the neck. But only compared to a non - trials helmet. As long as you buy a decent quality trials helmet the weight should be around what you want. But it is your head after all, so why not buy the best (which will also be the lightest)

I would suspect there's some air in the brakes on the 300. My 17 GG was delivered like that... not knowing immediately how good they should be, they seemed to work tolerably, right up to the point where they started locking on (the trapped air was preventing the pistons from retracting intermittently). After a bleed, they were monstrously good. I'm not sure if the brakes are delivered to manufacturers as sealed/bled units or if they're filled with fluid at the factory.

You're not going to take any substantial weight out of a trials bike by making the airbox carbon fiber. The major weight is all in the frame and the motor, and GG hasn't touched either in over a decade.

Posting 'call me' on a forum is a little bizarre, truth be told, unless you have a prior relationship with the OP.

You lost me again. But just so you're aware, that bike has Marzocchi's on it, which are closed cartridge forks. So if you drained the cartridge on the compression/rebound side (by removing the screw at the bottom of the fork, or by disassembling the cartridge) and didn't fill and bleed it properly, all this clicker talk is neither here nor there.

What bike/forks are we talking about? I can't quite tell what problem you're having, but when you put the fork cap back on, generally you want to first screw the locknut all the way down (as in towards the ground) as far as it will spin by hand. Then put the cap back on as far as it will go by hand. Then spin the locknut back up to where it meets the cap, tighten it down a bit, and you're done. If you're saying the damping rod provides no damping resistance regardless of where the clickers are, then the problem isn't the clickers.

Did I mention that thing is catastrophically ugly?

(Vertigo has some really weird ideas)

Sure it's not just the the brakes rubbing slightly?

Ummm.... probably not a great move for a lot of reasons. But very Australian, so as you were.

Wow, those are million times cleaner than the stock plates. Curious to hear how they work in the Evo.

Well, as it sounds like he's going to GG... who's to say it won't be to ride an enduro bike!

From the wording of the press release, it sounded like it was Dibs that chose to depart, rather than Vertigo letting him go. I guess we'll have to wait for some sort of confirmation one way or the other. GasGas makes sense though... they're the only manufacturer without a big name GP rider, and they seem to have some money to spend now.

I've never heard the full throttle thing. I've ridden the local dealers a few times, and I've never started it with any throttle. Just push the button and kick.

Sounds like normal clutch rattle to me, but I'm used to GasGas 's.

Didn't realize the factory bikes were twin plug. Is the production 4rt as well?

ROFL. First thing out of the engineer's mouth is 'What the riders wanted was unreasonable'. How Honda is that!?! You'll take what we give you, damnit!

Is anyone making the usual guards for the TRS yet? Exhaust silencer, frame, etc.?