Tr1AL

Available @ Splat Shop £230.00 new , fits 2001 to 2016 or are you asking the members on here if they want clutch baskets for their old bikes and if so you will have some made and sell them.

In the past I have had long and short S3 front pipes on GasGas motors and experimented with different set ups and the length of a piece of tubing makes a difference to the way the motor behaves but not massively on their own as other tweeks need to be done like carbs and such too make a really noticeable difference. If you are expecting one without making other mods to make a radical difference you would probably be a little underwhelmed and the only way you will know is if you buy one and fit it to your own bike . Weight saving used to be the main reason to fit one when they first became available. As with everything its a case of how much money have you got to splash about. . They make more of a difference than reed petals do in my opinion to make some kind of comparison.

You can ride modern trials on the FANTIC . https://youtu.be/JXGbGnFuqvo?feature=shared

Don't take it personally about the normal thing it was me that prompted you to use the word normal in what I posted , probably because I am old and as we are talking specifically on a trials motorcycle forum about a 2 stroke engine then I tend to talk about the bikes including what used to be the norm which was a longer reach plug , if you go back to the 1980's you wont find too many 2 stroke trials motors using a short reach plug which is a relatively new thing in the trials bike world . Outside of 2 stroke trials motors of course a long reach plug should not be referred to as a normal type , al though having said that I must say every petrol engined van or car that I ever owned in my 61 years never had a short plug fitted and so perhaps I can excuse myself for calling long reach the normal ones. Enjoy riding your bike. Regards Alan.

TRS make a trials bike that is called the GOLD model which is their BLING version and if my understanding is correct the stuff that konrad put up for you has within its contents an explanation of what the problem is , basically the GOLD version has a fuel tank underside design that will clear the long plug but the standard version of the TRS models needs a short plug because the fuel tank will not fit with the long plug type low comp gold coloured head insert as that version of the bike needs a head insert that uses the short plug , It is mentioned in there somewhere that it is possible to buy an ultra low profile rubber plug cap to fit the HT lead that means you can use the normal long type plug and then the standard version models fuel tank will fit properly. Its probably best if you go back and read the whole of the thread that konrad sent you and check what every post says.

If you click on the picture that konrad put in his reply all the information you require is in the post put up by a member using the name jer with splat shops on line shop selling the S3 head inserts.

DEXRON III if you are using ATF , its tried and tested for decades in competition Trials bikes.

@ChrisCH just FYI EFi Trials bikes also now include SHERCO/SCORPA and of course the HONDA Montesa 4RT was EFi before the rest. not including the 2nd to use it OSSA TRi bikes as they are no longer in production.

Different weigh ins giving differing weights . No mention of actual fuel weight in each bikes fuel tank makes for an odd comparison but interesting never the less. https://youtu.be/33Jufv5pto4?feature=shared

@ teamferret Which Championship are you speaking of , I say this because a control tyre would only be seriously considered by an oganisation such as the ACU or AMCA for higher level events and in this situation they would have to pick from tyres that were already in production and based on what you are suggesting then they would probably be choosing between a MITAS or PIRELLI to meet your preference of a budget tyre as other alternatives that gave less traction than a MICHELIN or IRC such as MAXXIS and HEIDENAU would be too expensive. As far as riding at club level is concerned as Faussy said there are control tyres already in place and as such the clubs use different levels of severity of sections in their events to give a fair chance in competition to people with differing skill levels. If you are struggling to pay for good tyres perhaps you should search out some part worn cast offs from a supported rider .I have bought plenty through the years to use for practising some have been almost like new but half the price. Having a spare pair of cheap wheels means you can keep your good wheels built up with your expensive new tyres and use them only for competition while you use part worn or cheaper tyres for practising.

I imagine Dougie Lampkin may care a great deal also.

https://www.trialscentral.com/forums/topic/31518-montesa-mh-349-questions/ Smaller capacity motor will usually run a larger pilot jet in the same size carb than a larger capacity motor as there is less suction produced to create the draw through the venturi so you may have a too rich idle circuit using the same carb from a 200cc TY in the 349 , you might like to try a smaller idle/starter/pilot jet to begin with and see if that improves things. Good luck . Alan

And fans of the Vertigo brand will be very happy as for £7000.00 you will get 5 bikes so plenty of spares available for when things break.

A Chinese motorcycle brand has bought Vertigo and it will be run in Europe by Marc Colomer and Xiu.

@mcman56 As this all worked at some point previous to this happening you could grind or file the crushed inner edges of the spacer tube at both ends until the axle passes through it again and then grease it all up put some new C3 wheel bearings in and tighten the axle up by hand no torquing no excessive tightening needed then push on the suspension a few times to centralise everything and then tighten the pinch bolts to clamp/lock up the spindle/axle bolt.

@larro Konrad knows as much if not more than the man that designed it so you are much better off listening to him than me obviously. I only have one more thing to add which is are the inner edges of the clutch basket teeth where the edges of the clutch plates slide completely smooth and also the edges of the tangs on the plates themselves are they deburred/ clean if not you could clean them up with a file to make the clutch plate movement as smooth as it can be to aid separation.

Hi Konrad that OSSA motor sounds like the most needy badly engineered lump available perhaps that is why Fajardo arrived and exited so swiftly.

Good luck! Best wishes Alan.

If you feel that you have covered all the bases and to no avail there is one more thing that you could try and that would be to clean the excess bonded material in the gaps between the clutch fibre pads the idea being to allow oil/fluid to move away from the fibre pads to reduce drag. For example use a scraper with a sharp edge such as the type available in a scalpel set. Good luck.

@andrewb 3mm thick sheet of aluminium cut to fit and bonded underneath the break point (Gorrilla Gel Superglue) and rivetted in all the best places to add the max possible strength. or find a second hand one in a breakers yard.

@larro OK if that is not a thing that may help the only thing that I can think of if you have the correct clutch pack thickness would be air bubbles in the hose that need bleeding out or failing/leaking seals in the clutch hydraulic system or there needs to be less free play between the lever and the clutch plunger pin(with a spring) that sits between the lever and the piston of the clutch master cylinder for example if you set the lever so that it can move as far out/away from the handle bar as it can be set by unscrewing the adjuster screw on the perch and then set the gap between the lever adjuster screw and the plunger pin to be the minimum possible you will get the max opening of the clutch plates possible to give the least amount of drag created by gearbox clutch oil/fluid for the throw of the lever , with this adjustment the pull at the clutch lever is the hardest on the finger , that is of course with all the other parts of the system working as when the system was new. Also did you try ATF dexron III which is less viscous almost like water or Perhaps VI which I think is used in the later Sherco motors. Hope you find a solution soon . Best wishes Alan.

That is a really bad leak , it is so bad it almost looks like it has been raining.

@stogga you could try taking a file to grooves if that is your problem , as a last resort of course

@larro If you can obtain it where you are you could try Motorex Trial gear oil , in my experience it is less draggy in a trials clutch than most of the others that are popular with the trials community.

@Chaz9462 I personally never had any problem removing the gear off the crank and I have done it many times , normally after removing the clip it just pulls off by hand , it looks like some one has been beating on that one which will probably have made it harder to remove as the edges will have spread , I would heat only the gear with gas/oxy or a heat gun then put a standard gear puller on it after putting something suitable in the hole in the crank. for the puller to push against. DO NOT USE THE CASING AS A LEVERAGE POINT ESPECIALLY NOT ON A MAGNESIUM CASE . IF YOU WARM WITH A GAS TORCH DO NOT LET THE FLAME NEAR THE MAGNESIUM FOR OBVIOUS REASONS .