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Discussion in 'Trials' started by motobene, Apr 14, 2017.
Not sure what this has to do with this thread but I'll concur . I know a couple of guy's that had this done with rave reviews .
Chris , have you noticed any differences between the Sherco / Scorpa handling ? Just curious as ( from what I've gathered ) they are the same but different ?
A coating is on many pistons today, but that's a good idea. I suspect it gives way when too tight but otherwise just 'floats' the piston. That specific coating you cite could be special and proprietary. Certainly a good too to have in one's box, thanks!
In a few days I will have in a Scorpa 300 standard for setting up and shipping back out for a customer. I will also have my new Sherco Factory 250. I will be able to intimately compare these two.
As far as I know, the only substantive difference between the two will be the forks. Tech on the Sherco and Marzocchi on the Scorpa. The fork's lengths and offsets of wheel axle to steering head axis could be subtly different.
The Scorpa standard model uses Marzocchi/Olle. The Scoroa Factory models use Tech/Reiger, and the Sherco standard uses Tech (steel stanchion-rod)know Tech/Olle. The Sherco Factor models use Tech/Ohlins. There will be subtle differences between that may affect handling.
I am of the opinion that all of these models are close enough in the details to make it a bit tough to discern those fine details in a blind test. But, I don't yet have enough data to know just where the hairs get split.
It was a Gas Gas, but a 125 was fifth overall at the SSDT this year....
Swapped the 55 PJ for a 52 and it seems quite happy. Baseline AS setting is 1 1/2 TO. Saturday evening ride at the Tryals Shop tomorrow, for a full test and report.
Still haven't changed the 55. Ran SO good today! But the air pressure is high.
Re fit the stock 9-tooth front sprocket. Less fun in the driveway but righter for slow work.
Related subject regarding overall gear ratio. I'm finding for the first time in years of GasGas and Sherco bikes that I'm liking the stock setup on all the 2017 Sherco-Scorpa bikes.
I've had the opportunity of testing all three engine sizes. The new-clutch bikes no longer feel a tad tall with stock sprockets. I have several 4th gear test spots on the ranch. All involve hills and some have obstacles like gaps. On my 2016, 4th gear was almost unusable in sections, even after I went two teeth to the rear sprocket. Some if that may have been clutch related, as I did the -2 clutch springs mod to help un guerilla the clutch lever pull and reduce hyper clutch.
For the 2017s it's odd, almost like transmission ratios were changed. The Scorpa brochure says "new transmission", but I think that is marketing hyperbole. The only change is likely in the primary ratio, the final drive ratio, and the transmission input shaft, which has a revised end for the new clutch.
Perhaps it is simply an overall lower drive ratio (higher numbers, lower gearing) and a higher torque capacity clutch having lower lever pull? However they pulled it off, the overall effect is appreciated, as I'm no longer so cognizant of missing the spacing of a six-speed transmission.
Today in preparation for a higher-end event (roughly 8,000 to 10,000 feet).
I fit a 58 low-speed jet (was 55) in the 2017 125 because the bike still felt a little lean at times. The result was more power without blubbering. And this was after I fit the spark arrestor. Surprised me.
As for a main jet, I fit a 115 (was a 120, and stock is 125). The bike ran great at 1,600 feet with the altitude jet, which I always find true.
My 250 will get a 112 for the higher altitude. I chose 115 for the smaller bike because of the reduced mass flow through the carb. Won't know if I was right until I test ride up there.
A 58 would be a blubbering mess for me at 1000-2000 ASL, with the warmer and more humid weather we now have. 55 was great on a 60F low humidity day, but hot starting got very fussy on hotter/humid days. I may not be as aggressive as you on the throttle, but I don't trickle around either.
Well the odd thing is it ran better with a 58. No blubber at all, after I opened the air screw a bit and raised the idle. I think it's critical to re adjust those two when throwing more fuel at a motor.
I'll be testing it in the thin air all weekend.
At Sipapu at 7k plus feet and the 125 is the rock star in the flawless runner department. 115 and 58 and needle clip in mid position. I just had to raise the idle and move the air screw a touch.
My middle son rode his first event on it and won the Novice class despite a 10-point penalty for skipping a section. Some people commented later, "It took us a while to figure out he was riding a 125, the bike sounded so good."
At the same time my 250 is rejecting the larger low-speed jets, settling in at between 48 and 50. It's been a refresher course in bike individuality.
What's a touch? Final AS setting?
And the answer is, at altitude, 2-1/2 turns out.
My son said the 125 started best with the throttle cracked open a bit, no doubt because of lots of fuel available, but the bike ran very cleanly and strongly with 115 and 58, needle clip in center position.
He followed me up some massive, steep slopes. He was very impressed with the 125 Sherco, and so am I. I still prefer the 250, as it is easier to ride, but for a 125 this thing has balls, and they are not dragging!