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Your once again, quite right Marky. Same logic that gives us 1000cc sportbikes, high preformance sports cars and Hummers...do we need them? NO...but they sure are cool I think as far as the Raga rep goes, rarity has to be a consideration too...along with the increased resale that goes with it.

t-shock, your right, it can be a bit of a handfull in slippery conditions for sure. However with the ignition reprogrammed, it can be as tame as you like.

I agree, check the pack thickness before ordering any parts. I'd be surprised if it had anything to do with the pressure plate (ring spring), but it is possible. It's a quick and easy job to pop the basket out and measure and inspect. At least that way you'll be sure what your ordering.

Of course your right Marky, we often forget just how cheap a sport this really is. ...thankfully

hutch, it will depend greatly from rider to rider. My '02 is still going on it's original clutch, far as I know. That is with 3 yrs of intermediate level riders. Pros probably use them up at a much higher rate, like everything else. No real recommended life span, totally dependant on rider, conditions and fluids used (and how often changed). I suspect with good maintenance and no major abuse, a clutch would easy be good for 4 years or more.

Don't be surprised if you see KTM go back to a linkage design on all their bikes in the near future.

Sorry Ian, it's difficult to describe.... 1. no, the cupped plate is not interchangable and is the same on all Pro models. 2. As you may be able to see with the diagram R2 posted, the thickness of the total pack effects the height of the fingers (the 17 + or - number) By using the thinner plates, you are increasing that 17mm number and also effectively increasing the leverage on these fingers slightly. It also effect the clutch action in how abrupt it is and also the point of engagement at the lever. The clutch slave cylinder presses on the centre of these fingers and they lever the clutch open to disengage it. I hope that's a little clearer? If you could hold it in your hand it would be obvious right away, just difficult to explain in words. All the Pro models, 125 - 300 use the same clutch as far as I know, so the action should be identical through the range. It must have been a setup problem with the one you felt, as mine, and all the ones I had and have ridden, all had very light clutches...easily as light as the Montesa or Sherco. Of course R2s suggestion of the training exercises might work too

Hutch, the hydraulics can be left fully in tact while removing/working on clutch. You can even do it without draining the oil, if in a hurry. Just lay the bike on the left side, remove kickstarter and clutch cover bolts. Lift the cover and you'll see the clutch and the tiny allen head bolts that hold the plates in place. Carefully remove them and lift the plates out. It's really that simple. The Pro's racing heritage shows clearly when working on the motor, as it is very easy and fast to get at things internal. Cutting the fingers wouldn't help Ian, it's down to the clutch pack total thickness that determines the leverage the fingers gets on the pressure plate clutch setup. Basically there is a cupped spring steel clutch plate that replaces all the coil springs from the older style clutch. The height of the fingers determine the leverage on this and can be modified with thicker or thinner steel clutch plates. A brilliantly simple design.

tshock, I think toomanybikes was referring to MX applications, without the fork brace. In that application, there is no question the USD forks are stiffer. In fact, I'd be surprised if they were not stiffer even with the brace. All modern Roadracers also use USD forks for the added rigidity. For what it's worth BB, forks do flex fore and aft to some degree (although so little in our cases to be insignificant). In Pro MX conditions, it is significant. So much so that frames are replaced regularly because they actually elongate the wheel base because of bending at the steering stem I have used both conventional and USD forks for MX and always found the conventionals to be plusher. I think it may have to do with the sideloading on the fork bushings being greater on USD?? I'm only guessing, but they always seem plusher and that added plushness would make sense in a trials application.

Sorry Wardo, I did forget to comment on that....I tend to agree with Charlie, I don't think it will make a big difference. The sidewall may soften some, but I don't think it will have any negative effect, like on the enduro tires.

On the '04 models it is a Ducati Programmable ignition. On previous years it was the Kokusan and it was not programmable. Not sure on the '05 models yet, but would be suprised if they went back to a non-programmable one, but it is possible.

I've used the patches that copemech mentioned with the part the pulls through the hole. They work ok, but can be a little expensive. I think they're referred to as "Tech patches" over here. I've also had some success with the standard plugs too. They're not as tidy, but seem to work decent. If the tear is too big, there's nothing that will fix it premanent, other than a new tire. I cut 2 that way last year...fortunately I can still get some use out of them on my enduro bike (with patch and a tube)

My '04 280 uses the Ducati one. It's most likely a missprint in the '05 specs. Regardless all the previous ('02 and '03) Pros had the Kokusan ignition and I've not seen any problems with it either...just that it wasn't programmable like the Ducati one.

I agree with Pierce, I too have had 3 pros and never damaged a pipe...silencer? yes!, head pipe no. I have burned my leg on it though. I've not tried an '05, but my '04 clutch is like butter.

I also had an '02 Pro but had great success with mine. In fact the guy I sold it to is still happily riding it with no problems 2 yrs later. No question some had problems. All the problems have been updated on the newer models for the most part '03> and the parts are all retrofittable to the '02 models. All that said, if possible aim for the newest one you can find...in any brand.

I assume we're speaking about the '04 300 Raga? If so, a beautiful bike. Very aggressive as it comes out of the box, but the ignition can be programed to be much mellower for us mortals. It is a great deal really, as it truely is a "works" level bike. The cost of the trick parts alone would be a small fortune.

I think your right Ishy that trials is probably as good a place for 4S engine characteristics as any application. I'm not meaning to slag the 4S, just their forced demise. I personally would like to have the choice, as I presently do with enduro/MX bikes (but not for long). I'm just get tired of hearing all the BS about "4S is the only way to go", "2S can't be competitive"...bla, bla, bla from the MX mags for the past 4 years. It's nothing by marketing, at best...and I see the same thing starting with the new trials machines. Bottom line is the 4S is going to suit the riding styles of some riders better, but the 2S will also suit some better. I, like Steve, just want the choice to make for myself. On a side note, I just received the "Sherco Newsletter" last night and the pic they have of the new 4S does not appear to be a 4S?? Sure looks like a 290 to me....stange.

I need all the help I can get I'll take mine with A/C please.

Interesting to see what's out there. Ski Doo also has DI 2 stroke snowmobiles that meet 2006 emission standards as well. By the way, the motor in the picture also meets 2006 EPA standards. Sorry for hijacking the original thread...now back to your regular scheduled program

Tim, here's a pic of one that a company called "REV" out of the US has prototyped. As you can see, it actually looks like a retrofittable setup.

Click here Go to the "Direct Injection" button at the top. You answered your "Hontesa" question yourself Ishy...HONDA. They know they have their biggest advantage in the 4 stroke forum, what with the largest R&D budget of any motorcycle manufacturer in the world. It only stands to reason you'd like to compete on "home ground", and with a bigger stick

Very enlightening! Thanks Bullfrog!

I think I have to go with Dabster on this one. Why would a company put more development into present 2 stroke designs when they know that the governing body is going to kick them out anyways? I personally hope they change the new rule to be science based. That is based on actual emissions, not some pie in the sky idea that 4strokes will save the world. Direct injection 2 strokes have already been proven. Evinrude outboards apparently has a new line of them that produce lower emissions than the 4S, more power, lighter weight...and better fuel economy to boot. I heard a rumour that GasGas is working in just that direction, perhaps Beta is thinking on the same lines. Now, THAT would make things interesting

....I wanna KILL.... ...you can get anything you want....

...in 2 part harmony