bginder

B&J Racing can provide you with the correct size seals, after-market, for $12.95 plus shipping. Guarranteed to fit. www.bjracing.com

Looking back to the topic, I see that it was about Falcon Shocks.

Both Steve. It's there to maintain pressure on the valving. As far as pressure adjustment to alter shock speed, I feel its better to alter the valving to speed things up and maintain a constant pressure. I like to change the oil once a year and it's easy to have done at that time.

The nice thing about the Falcon shocks we build here in the U.S. is that, we build them for the individual, taking into consideration his weight , rider ability, and his particular machine. This makes them the best trials shocks available. They are charged with nitrogen not air. Air has moisture in it and it's pressure varies with heat build up. Nitrogen does not. If you have lost you nitrogen charge you will also lose you dampening characteristics. No rebound dampening. Normal gas pressure is 90psi. Hope this helps.

Well, I guess it's time to share what we have found out about the 125 Scorpa. Don's been after me for quite awhile, but I wanted to have spent enough time with it to be confident with our findings. First of all, we have found ours to be a great bike and, with a couple of changes, we were able to achieve excellent results, even in the Expert class. So now that we have gotten over the look of the plank of a rear fender (I've not found it to affect the bike's performance and it makes it easier to find in a crowd), the first thing I felt that needed attention was the clutch. Way too grabby. So we disassembled the bike, spread the clutch out, and started its inspection. Determining that oil flow was less than needed, we did some machining to the steel plates to increase the flow. We also added one of our lever assemblies we use on our vintage bikes to improve leverage. Instant Success!! The fiber plates swelled with heat, however, changing the engagement point; the fiber plate composition was changed to a less temperature-sensitive composition. We then added a new cable made from our more flexible inner wire and nylon-lined casing. This cable flows better around the bends it has to make. It's so much better that most who have tested see no need to play with hydraulics. We are offering the complete set-up as a kit (see our site at )http://www.bjracing.com/sy125f.htm There also seems to be quite of bit of interest in the big bore kits, so here is a short rendition of what's happening there: The TTR kits are motocross kits and have too much compression for our needs in trials. We have developed a 143cc kit with the proper ratios. It adds a considerable amount of torque and allows the use of 2nd gear on climbs; I still use 1st most of the time. The 143cc kit requires only cylinder modification; there seems to be a lot of talk about a 160cc kit which we are also working on, as well as a bigger kit. But you should know that anything over the 143cc kit will require splitting the engine and boring the cases to accept the larger sleeve. The 143cc is ready now; I will keep you posted on the larger kits as we get further along with their development. We also have a new core for the silencer. Keep an eye on our web site for other set-up and improvements; I will post some of them here. Bob B&J Racing's SY125F