spenser

Some thoughtful words are certainly coming out of this discussion, and a couple that I feel the need to comment on: Michael's point that National level riders, or those aspiring to be top flight riders not being happy about funding recreational riders is correct; in addition, many recreational riders do not understand the importance of funding the riders that aspire to higher levels of competition, but the use of the word "fund" may cause confusion about the greater question, and that being support.Top flight National or International riders need support in terms of cash (funds) and the local clubman riders, or recreational riders need profile. It is expensive to ride nationally and exponentially more so to ride internationally, so the support for the few riders that do comes mostly in the form of money. Recreational or club level riders have limited expenses in relation to those high level competition riders, and have different concerns, the most prominent being access to riding areas. Access is a hydra, in that land ownership and competing user base add up to fighting the access issue on many different fronts, this is where having a strong national and international group of riders can support the clubman. There is nothing that gets the attention of governments, local, provincial or federally like hosting high level sporting events, and it is commonly these groups that we need to negotiate with for the access and land rights. We need to be seen as relevant, and deserving in land use discussions. The top level riders can add this "profile" to the local club riders in ways that others cannot. When these the various groups of riders understand the greater good, and how each contributes to the community as a whole, we can get a lot accomplished for the sport of trials in Canada, and who knows, maybe create a blueprint for trials elsewhere. Spencer

I am not sure that there is a need for the WTC in trials. When it comes to providing the necessary support for National or International level events, we should all under a single National body. On a local level, the local clubs can choose to follow the Mongolian rules for all it matters, but probably should not except for a unique annual event. The CMA is in the best position to support trials riders on a national and international level, and therefore should be supported by the riders in regional events as well. It is true that the average trials rider will see very little first hand benefit from joining the CMA, but belonging to a club that has the CMA affiliation certainly has benefits for the riders wanting to progress to higher levels of competition. We riders in the Vancouver, Britannia, Squamish, Whistler and Pemberton area have started the process of forming what I expect will be one of the largest and well supported trials organizations in the country, and I will put forward a motion to have us affiliate with the CMA. To gauge the size of the sport in our little valley, simply visit the 99 Trials FB page. Last thought; this subject is dead, let each organization promote their "product" and see where the chips land, there is no point in continuing to drag the conversation through the public eye.

I have found that the normal culprit if the fork height, not the clutch pack thickness. Although getting close to the pack thickness is a good place to start, the finger height adjusted with the correct steel plates must be correct or the clutch will not function correctly. I am only bringing this up as I see reference to the clutch pack dimensions in your post, but no reference to the finger height. If set to GasGas numbers it would be rare to have a clutch slip. Truth be told, I have never set up a clutch based on pack thickness, only finger height, and always have great feeling, no-slip clutches. I would also hesitate prior to using a full synthetic oil, and go for motor oil, auto transmission fluid, or semi-synthetic; all of these work well in those clutches. Spencer

In these pictures, I have removed the tower that the jets are screwed into. Under the tower a very small hole becomes evident that connects the outlet of the carb to the underside of the tower, and likely has something to do with the pressure sensing of the carb to the intake tract. I use a #78 or #79 gas orifice drill bit to make sure that this port is clear, and have found that in all cases this has fixed the problem that you are describing. It may be possible to clear with air, but I just happen to have small instrument type drill bits. One of the pictures is of the inside of the carb under the tower showing the tip of the drill bit coming through, the other is of the brass handle on the drill bit as it is inserted through the hole from the outlet of the carb.

I have faced this issue many times, and found it to be cured by a very detailed carb cleaning. In particular, removal of the tower that holds the jets and the clearing of the port (very small) that connects the outlet of the carb throat to the bottom of the tower. The port as I said is very small, and I use a number 79 gas orifice drill bit to clear it - am unsure of the metric size - and have in all cases had the problem solved. While in there clear all of the small ports and all should go well. I will post pictures for those interested in the next couple of days. Spencer

Check all of the electrical ground points. They may look fine but clean well all the same.

I would have to think that the rational behind the increase in weight is to allow the 4 stroke and electric bikes get in on the competition.

Not to sound too ignorant, but is that the only thing wrong with the bearing? If the bearing and race are in good condition - which one could assume is the case with an EVO - why do you want to remove it?

A friend of mine tried the S3 header, and not that long after returned to the "stock" titanium header. His conclusion was that Beta knew what they were doing when they developed the Factory Race header as the bike ran better in all conditions with it. He is a champ level rider.

A friend of mine had what would appear to be the exact same problem; turned out the electronic ignition box needed replacing.

Pretty disappointed to see that Sherco has changed from Mountain Motorcycles for the Canadian distribution of their motorcycles. Not sure of all of the details as I can't see where Sherco has announced the change, but this is from the TrialsPlus website of Mountain Motorcycle: "Mountain Motorcycle Ltd is no longer importer of the Sherco brand of trials motorcycles for Western Canada. That function has recently been assigned by the factory to Bob Billyard at Sherco Canada in Ontario, whose territory encompasses the entire country. We thank our loyal Sherco customers for their support and friendship over the years. We are working with the Sherco factory and the new importer to transfer the bulk of our spare parts stock. We will retain sufficient inventory to provide a seamless and continuous supply of parts for all models, old and new, for our existing customers. Mountain Motorcycle Ltd is continuing as the Canadian importer for Beta motorcycles, both trial and enduro, with a strong dealer network and a large parts selection. We also maintain an inventory of trials and enduro accessories and clothing. Mountain Motorcycle Ltd will still provide the same level of service to all customers, regardless of bike preference. Bob Clark, President Brett Clark, Vice President Janis Clark, Operations Manager"

In our experience, the trials engines, even though they are connected to a header pipe similar to the MX bikes (check out the early Beta TR33 and TR34 headers) they do not have the power band usually associated with these pipes, so really no reason to worry. A point of clarification on the Beta 80 would be that they use a Beta engine, not KTM engine; KTM uses (or used) the Beta small engines in their smaller bikes.

They can make a bit of noise if your are not using the recommended oil weights in the engine.

Everyine has their favorite gearbox/clutch oil - Autotrac II, ATF, motor oil - check that there is 2 to 3 mm of free-play in the lever., that will allow the piston in the master cyclinder to fully release the clutch fingers for full engagement. The second thing I would check is the height of the fingers on the clutch assembly. All of the manuals that are provided with the bikes have a description of how to check this measurement, as do various websites; Gas Gas factory, UK USA etc. Hope this helps Spencer

It is in fact the dust seal. You should be able to get it back into position without removing the shock, it press fits into the body.

A great result for the American women at the Trials d'Nations. Fifth place finish at just over 50 points with Spain on 24 should make them proud!

Best kept secret on the bike market, the 2012 200 EVO is an amazing bike. We have had 2 of them a 2009 and a 2012. After a couple of other in the club tried our 2012 they went out and bought ones for themselves!

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So you are modifying the Gas Gas to make it feel more like a Beta.........begs a question.

The manual fuel valve is used for bypassing the solenoid control over the fuel flow. As the manual states, if the bike has been on it's side or stored for longer periods of time, the float bowl may be empty and by opening the manual fiel valve you can fill the float bowl without starting the bike. It should be run in the "off" position so that excess fuel does not pour out of the overflow tubes when the bike it on its side after an incident. As far as I can tell, the fan and the solenoid are the two components that rely on the regulator. That being said, the "alternator" puts out too much voltage for the fan motor, and using it without the regulator will cause it's premature failure. Hope this helps Spencer

The Squamish round of the CPTA series is in the books. Although attendance was light, I got the feeling that all who ventured up for the event had a great time. Dave Narona has posted numerous pictures from the event that can be viewed at the 99 Trials Facebook site as well as the TrialsPlus Facebook site. Video that he took will also be coming soon. Thanks to all that came by to visit one of our great riding areas in the 99 corridor! Spencer Fitschen

From the FIM technical rules: 49.10 Only tyres normally available from commercial or retail sources for use on the public highway are authorised. 49.10.1 They shall appear on the tyre manufacturers range catalogue or tyre specification lists available to the general public I can't see how they would be allowed to be "one off" tires.....

You don't flip the bird at the boss and expect to keep your job.....

I hav found that setting the carb float heights as per the "sticky" on the Beta forum (2008 with Keihin carb) the problem sorts out. The overflow/vent pipe on the side has been known to spill a bit as well if the levels are not set correctly.

I have ridden my friends 2012 Factory 250 Race: Power: A bit smoother on the bottom, but more mid and top. I put the same titanium header on our 2012 200 EVO and had the same changes, so would atribute the changes to the header, not to anything internal. Clutch: better (smoother engagement, consistent disengagement) Weight: You can feel the weight loss; always a good thing I live in Canada and therefore no flywheel weight on any of the bikes. Probably the best all around bike ever made.