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CHAIN ADJUSTMENT TECH: MR. KNOW-IT-ALL

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Dear Mr. Know-It-All,

This looks as if a ridiculous quandary, however right here’s my drawback. When I regulate my chain, I be certain that I’ve the jam nuts actual tight on each of the adjuster blocks. I put a screwdriver within the sprocket and run the chain backwards so the axle is comfortable in opposition to the adjuster blocks. Once I do know the chain is completely lined up, I tighten the axle nut. The drawback I’m having are the jam nuts on the axle blocks hold backing off. No matter how onerous I crank on all the pieces, it nonetheless manages to return unfastened. How do I hold issues tight?

Johnny B.

by way of [email protected]

adjust the channel

Mr. B, it is a widespread subject that has a myriad of hacks that folks imagine is the remedy. I exploit an reverse tactic of adjusting the chain to the correct stress. Shove a screwdriver or rag between the sprocket and chain, and roll the wheel again till the chain tightens and the adjusters are taut within the block. Then, tighten the axle. Here’s the place my approach differs from most: I depart the rear axle tight. I then again off the adjuster bolt, taking stress off the bolt, comfortable it again with slight stress, after which tighten the jam nuts. With this method, my chain-adjuster jam nuts stay of their correct setting.

chained up

CHAINED UP

Dear Mr. Know-It-All,

I lately put in a brand new chain and sprockets on my 2005 Honda 250F. I’m very pleased with this machine and hold it buffed out—from the plastic to the stickers. I felt that with a view to make the chain last more, I might run the axle all the best way ahead so it has extra room to stretch earlier than I’ve to purchase a brand new one. On my first trip after putting in the brand new chain, all the pieces felt totally different. The bike obtained tremendous twitchy, the suspension felt harsh, and I had hassle controlling it even within the turns. I don’t perceive how a brand new chain and sprockets could make my bike deal with dangerous. The chain is an O-ring, and the rear sprocket is metal. Is the additional weight of the chain and sprocket screwing up my dealing with?

Curtis

by way of [email protected]

Curtis, my buddy, right here’s some sage recommendation from a diligent one who has little regard for idiocy. Sticker placement over correct machine setup is the proper storm—for a skateboarder. Here’s my analysis of your drama: while you moved the rear-wheel place to the very entrance of the swingarm, this successfully damage three key areas. It shortened your wheelbase, it stiffened the swingarm and successfully altered the leverage on the shock, lowering free sag. Always run the wheel in the midst of the adjustment zone, favoring extra rearward versus extra ahead. This maintains correct swingarm flex, correct leverage on the rear damper, and correct dealing with traits by way of a wheelbase that embraces stability and cornering bias.

i were talking about this article and im trying
i were talking about this article and im trying

I DON’T GET IT

Dear Mr. Know-It-All,

My buddy and I have been speaking about this text, and I’m attempting to get my head across the idea. Do you thoughts explaining in additional element on what is actually occurring?

Thinking about it, I might suppose the bigger diameter would take much less drive because of the bigger space. Pressure is what strikes the piston within the clutch: Pressure = Force/Area. Therefore, for a similar stress, a bigger space would require much less drive and subsequently much less drive on the lever from the rider.

Conversely, the smaller-diameter piston would require extra lever motion to displace the identical quantity of fluid, giving extra finesse to the management of the clutch (however would require extra drive as above).

Thoughts?

Jeff

by way of [email protected]

Here’s my take: The smaller piston has to push much less fluid, requiring much less energy to maneuver it by way of the hydraulic blood. These (9mm) techniques work for the 250 four-strokes and the 250/300 two-strokes as a result of they lack the horsepower and torque numbers of a 450. Those machines require the 10mm piston; in any other case, the clutch pull doesn’t transfer sufficient fluid to keep up correct engagement. The backside line: it really works beautifully on the 250/300 machines, offering a lighter pull and excellent engagement.

THE SORTING HAT

Dear Mr. Know-It-All,

I’m a 12-year-old with a 2021 KX85 and I find it irresistible. It’s the perfect bike I’ve ever had, however now I’m shortly outgrowing it. I can’t consider anybody else I wish to give me recommendation about what my subsequent bike must be. Up till lately I might contemplate myself an intermediate-level rider with some racing expertise. My ability stage and confidence have improved loads lately, and I’m leaping most jumps at my native tracks and am “on the pipe” more often than not. I additionally do some path driving with filth bike buddies right here in Florida, which is generally flat, sandy terrain. Additionally, I take pleasure in studying to keep up my bike. I’ve all the time been Team Green, however now I do know there are not any two-stroke choices for me aside from the KX112. My dad says he doesn’t suppose there’s a large distinction between my KX85 and the brand new KX112s—and, oh yeah, my dad says he’ll disown me if I develop a passion for four-strokes. I’m presently 5-foot-6 and 130 kilos, and would contemplate myself slightly above common within the energy division. I positively plan on persevering with my newbie racing and hope sometime it develops right into a profession, in addition to a passion.

My dad is aware of I’m scripting this to you, though he says you’re an imposter and that the true Mr. Know-It-All met his demise by way of dehydration after throwing a sequence throughout a clandestine trip at an undisclosed, now-defunct hare scramble. Dad says the fashionable Mr. Know-It-All column is much too good to be the identical sardonic and formidable Mr. Know-It-All that he grew up with. I imagine in you, nonetheless, and might’t wait to listen to your unmatched recommendation regarding my new trip.

Zane

by way of [email protected]

Even this dehydrated, drive-chain-hurling imposter can paint some recommendation onto a canvas that your father can respect. I, too, imagine that making the change to a 250F steed is a big step contemplating your age and dimension. It’s way more applicable that you just segue to a 125cc two-stroke. The four-stroke 250 makes substantial torque and energy, and far of that’s from the midrange on up. It requires a heavy hand to manage, the machine calls for extra care and feeding, and can ultimately fit your needs like a proverbial tube sock. But, for now, my vote goes to the Yamaha YZ125. The energy, mobility and competitiveness will make for a seamless transition from the KX85. And please, inform papa that in case your ardour doesn’t wane, a four-stroke will ultimately invade your world.

electronic mail: [email protected] | mail: Dirt Bike Mr. Know-It-All 25233 Anza Dr. Valencia, CA 91355

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LEAKY KTM OIL TANK: MR KNOW-IT-ALL

Dear Mr. Know-It-All,

My 2024 Husqvarna TE250 has been phenomenal—nice energy and ultrasmooth. But, I’ve seen my oil tank is already weeping oil after solely 20 hours. Are the oil tanks liable to cracking?

Bjorn

through [email protected]

weeping crude

Among the early TPI fashions, this was hit-and-miss, however the Austrian group was on high of recalling stated points. We have but to have any issues with any of our take a look at 300 TBI machines, however have gotten phrase from our inside man at a Husqvarna vendor that solely the 2024 TE250 fashions have a recall out on sure VIN numbers for this precise problem. We are being advised that some had been made utilizing a distinct provider, and the place the tanks are plastic and welded on the edges, there have been leakage points. Before flopping out your Amex card, attain out to your vendor and see in case your bike is underneath this recall and the dilemma will be warrantied.

MY HUSKY 300 IS A STEAMER!

my husky 300 is a steamer

Dear Mr. Know-It-All,

I used to be using my 2023 Husqvarna TX300, which solely has 10 hours on it, and the bike began billowing steam and smelling like coolant. Immediately, I shut the bike off and, fortunately, I used to be shut sufficient to my truck to push the machine again. Upon inspection I see the T-piece within the body for the cooling hoses has snapped and is the place I misplaced all of my coolant. To say I’m irritated is an understatement. I’m fortunate I used to be inside civilization. How on earth can I forestall this from persevering with?

Vadmar Wolf

through [email protected]

While this isn’t a pandemic, I’ve been aware about a smattering of those points in regards to the new TBI machines. The T-piece has inherent issues and doesn’t deal with warmth properly. I’ve two using companions who saddle up on TX300s, and each have swapped it out for a SamcoSport hose equipment. It fixes the opportunity of path drama and meltdowns.

LOSING CHARGE

Dear Mr. Know-It-All,

My 2023 Beta 430RR Race Edition isn’t charging. The battery retains going lifeless when using, and I’m uninterested in being stranded. Where ought to I flip?

Jason

losing charge

through [email protected]

Well, Jason, you sound like a little bit of a sniveler, which doesn’t bode properly in my tightly organized and really busy agenda. Unfortunately, on among the four-stroke Italian machines, the charging points are a sore spot. The most typical perpetrator is the regulator rectifier. Beta USA will little question handle this underneath guarantee. While changing the regulator, examine the rectifier plug itself. We have discovered among the pins contained in the plug to not be correctly crimped, so the wires are unfastened within the connection, making for a bitter charging problem.

A SILLY MILLIMETER WILL DO

Dear Mr. Know-It-All,

I’ve a ‘22 Husky TE250i that I take advantage of for some exhausting enduro-style path using, I like the bike, however my 59-year-old fingers want to have just a little simpler clutch pull. I consider it’s geared up with a 10mm clutch grasp cylinder, and I’ve heard a 9mm grasp would make for a barely simpler pull. My query is, how do I do know which Husky or KTM fashions got here with a 9mm clutch grasp that may work on my bike? And, is that this a worthwhile mod or ought to I simply get my left hand a fitness center membership?

Chris

a silly millimeter will dolosing charge

losing charge

through [email protected]

This is a hidden secret utilized by each high KTM/Husky 300 manufacturing facility rider in enduro, exhausting enduro and GNCC. The smaller piston (9mm) makes for a a lot simpler clutch pull with out dropping really feel or engagement. They come on the KTM 250 four-strokes, and you’ll realize it by trying underneath the perch and also you’ll see both the quantity 10, which is inventory on the 300s, or 9, which is inventory on the 250 four-strokes. Get one and you’ll by no means journey with out it once more!

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HOW TO CLEAN YOUR KTM FILTER: MR. KNOW-IT-ALL

Dear Mr. Know-It-All,

I’ve seen numerous totally different opinions on cleansing KTM/Beta-type air filters. Do you take away the rubber grommets from the filter once you clear and oil? Most say no. Seems to me that’s an unoiled a part of the filter for those who don’t take them out.

Herb T.
through [email protected]

This missive makes my tooth damage. Why? Because I’ve in all probability cleaned 1000 Twin Air filters over time and have by no means thought twice about yanking out the grommets previous to a cleanse and lube job. But then once more, I experience the sharp facet of the “excessive orderliness,” so this process appeared pedestrian to yours actually. That being stated, I questioned a double fistful of my using colleagues, a lot of whom have KTMs shoehorned of their Sprinter vans. And, I got here up with precisely one one that yanked the grommets—me.

I take away them previous to washing and reinstall them following oiling. Why? I don’t need to invite any grime to slide into my machine’s powerplant by way of an air filter that hasn’t been totally maintained. Don’t be slothful; take two seconds to take away them.

the grommet factor

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electronic mail: [email protected]
mail: Dirt Bike Mr. Know-It-All 25233 Anza Dr. Valencia, CA 91355

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BETA AXLE BLOCK INSPECTION: MR. KNOW-IT-ALL

Dear Mr. Know-It-All,
My left-side axle block retains coming free on my 2021 Beta 250RR Race Edition and can also be doing so on my buddy’s 300RR. I see it’s threaded, however am frightened it’s egg-shaped now from being free and I’ll strip it. Any ideas?

RK
Lake Hughes, CA

RK, this isn’t a life-threatening surgical process. Use some widespread sense and unthread the adjuster block from the axle and test for harm. If it comes off, easily the threads shouldn’t be distressed. Follow this process with a layer of blue Loctite on the threads, then reinstall the adjuster block.

blockhead

If you don’t thoughts displaying your ignorance for the world to see, who’re we to disclaim the chance? Send proof of your failures.
e mail: [email protected]
mail: Dirt Bike Mr. Know-It-All 25233 Anza Dr. Valencia, CA 91355

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KTM OIL LIGHT FIX: MR-KNOW-IT-ALL

Dear Mr. Know-It-All,
My 2024 KTM 300XC-W has been a superb machine up to now. The solely situation I’m pissed off with is that I not too long ago seen that the bulb and grommet for the oil-indicator mild retains vibrating unfastened and falling behind the headlight. Kind of harmful since, if it falls out, you’ll not see the sunshine activate in case your oil is low. Is there a repair for this?
by way of [email protected]

Despite the unimaginable know-how stamped into the DNA of at the moment’s machines, there are trivial points which can be merely head-scratchers. This has been an itch for years, and as ridiculously easy because the remedy is, it has contaminated even my shut entourage of riders. One of our guys did not peruse the cockpit of this 300 TPI (I at all times reset my odo and verify the oil mild), left for a giant experience, ran it out of injector oil and seized his steed.

In my humble opinion, the 2 greatest strategies to counter that is to get within the behavior of simply topping off your oil earlier than you experience. The different is to place a dollop of silicone on the grommet and push it up into the sunshine housing so it is going to then keep in place. It’s frequent sense, which sadly is just a slogan for many of my comrades.

crude illumination

If you don’t thoughts displaying your ignorance for the world to see, who’re we to disclaim the chance? Send proof of your failures.
e mail: [email protected]
mail: Dirt Bike Mr. Know-It-All 25233 Anza Dr. Valencia, CA 91355

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KTM 85SX JETTING: MR KNOW-IT-ALL

Dear Mr. Know-It-All,

I’ve a 2011 KTM 85 that had main plug fowling issues that we fastened by placing the throttle-slider needle clip to the second notch to the highest.
When it was fowling a plug, it used to begin second kick each time chilly; now, it takes 15 odd kicks to get it to fireside up. When it does begin, it revs to full throttle with out me touching the throttle till it’s heat. The bizarre factor is, for those who began it within the morning and let it settle down utterly, it could begin second kick like a traditional two-stroke.
You appear to repair everybody’s issues, so we thought we might strive you. Thank you a lot to your time.

Flynn

through [email protected]

thumping at erzberg

I personally despatched a missive to my buddy Dick Wilk for his recommendation right here, because it may very well be a myriad of points plaguing your steed. If the throttle shouldn’t be sticking open, then you’ve got an air leak. In Dick’s phrases: “This can come from the base gasket, intake manifold, center case gasket or crank seals. You can have the engine pressure checked to determine where it’s leaking, or send the engine to Dick’s Racing for evaluation. A medium-sized ice chest works great for shipping engines.”

last years top clamp fits perfectly
Last years prime clamp suits completely on the brand new TBI 300, and Enduro Engineering is providing spacers for the 23 mannequin (plus the the older machines).
last years top clamp fits perfectly
last years top clamp fits perfectly
last years top clamp fits perfectly

Every lanky pilot who owns certainly one of these beautiful machines goes by your similar dilemma, as the brand new KTM 300 has been re-engineered from fore to aft. The new bar mounts usually are not rubber mounted and have two bar positions as a substitute of 4. They are available in place 1. Flip them round to 2 to open it up. As of now, a number of firms are engaged on a extra adjustable bar mount. We referred to as Jeff Slavens, and he instructed us that final yr’s clamp suits completely and offers you six out there bar positions. Jeff stated that Flo Motorsports has 4mm-lowered pegs, and Seat Concepts has a Comfort tall saddle that’s 19mm taller than the stocker.

If you don’t thoughts displaying your ignorance for the world to see, who’re we to disclaim the chance? Send proof of your failures to [email protected] orMr. Know-It-All
Dirt Bike P.O. Box 957
Valencia, CA 91380-9057

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WRAP-AROUND VS. FLAG HANDGUARDS: MR KNOW-IT-ALL

Dear Mr. Know-It-All,

Why is it that not one of the world’s elite Hard Enduro riders run full-wrap handguards? It appears to me that they’re continually launching their machines up and down extremely terrible terrain, and this is able to defend their levers from getting snapped off, breaking a clutch or brake perch, and probably injury to their throttle meeting. This looks as if a no brainer to me. I hit stuff, I crash and full-wrap aluminum handguards have saved my handlebar zone from critical injury.

Steven by way of [email protected]

tell me why

That’s a stellar question, Mr. Steven. The actuality is, they need to have the ability to get their palms away from the bars rapidly in a dismount, crash or over-the-bars launch. With the obstacles being dramatic, often unseen, fast front-end drops may end up in shedding handlebar grip, and the very last item they need is to have their palms go ahead and down. This situation can get ugly. The majority of the elite Hard Enduro athletes have inserts or Teflon strips on their perches in order that they are going to spin or transfer simply on impression.

tell me why

CARRY ON

Dear Mr. Know-It-All,

This is form of a bizarre query, however being an off-road rider who tries to be ready for potential issues on the path, what do you assume is a very powerful factor you carry each time you trip?

Denver Dirk by way of [email protected]

carry on

Well, my buddy, that is opening a can of what-ifs. What if I flat, break a sequence, shear off a lever or snap a shifter? Here’s my sage: First, I at all times carry water. This retains my mind engaged, physique nurtured and feeling constructive. Second, I at all times carry a cellular phone. In the previous days, getting assist revolved round sending somebody…for somebody. In the present local weather, the cell protection is broad and a great way of maintaining monitor of your using companions, or sending an SOS for help.

As far as instruments go, I tote far lower than I did again within the ’80s. Those machines weren’t almost as dependable as immediately’s gear and required a bevy of instruments/spares in preparation for the inevitable trailside drama. But, I by no means depart dwelling with out the next: screwdriver (for suspension changes); small T-handle with an 8-, 10- and 12mm head; 8-, 10- and 12mm wrench (or 13mm in the event you’re KTM/Husqvarna- or GasGas-mounted); strips of duct tape (I lay them on my again fender); security wire; and zip-ties. Finally, a tow rope. I can’t let you know what number of instances I’ve been the one pilot who has one when a trailside wound knocks out a steed. That is my naked minimal.

One closing notice: My present crew of using associates are all strong, however we at all times have one another’s backs. We powwow earlier than takeoff and talk about who’s carrying what devices/spares. This being essential for riders operating tubes (not bib mousse), and someway it really works out that somebody within the crew can be toting a bolt, tube, pump, grasp hyperlink or chain breaker when issues look bleak.

carry on

If you don’t thoughts displaying your ignorance for the world to see, who’re we to disclaim the chance? Send proof of your failures.

e mail: [email protected] | mail: Dirt Bike Mr. Know-It-All 25233 Anza Dr. Valencia, CA 91355

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HOT RUNNING TRIALS BIKE: MR. KNOW-IT-ALL

Dear Mr. Know-It-All,

My 2022 Beta Evo 250 trials bike is experiencing issues with the fan. When I ride for about 30 minutes, the fan starts surging and pulsing before returning to normal. I have checked that the fan is spinning freely and nothing is disconnected. What could be causing this problem?

Ron Rollins

via [email protected]

Although I haven’t personally faced such an issue, I consulted with my knowledgeable friends to help you find a solution. Check the rear fender near the airbox, where both the fan and thermal sensor plug into the main harness of the bike. Look for any loose connections or debris like dirt or corrosion. If those areas are fine, focus on the thermal sensor located at the bottom-right corner of the radiator. This sensor determines when the fan should run and at what temperature it should turn on. If the sensor is malfunctioning, it may cause the fan to operate erratically and inconsistently.

If you don’t mind sharing your failures with the world, feel free to send evidence to [email protected] or Mr. Know-It-All, Dirt Bike P.O. Box 957, Valencia, CA 91380-9057.

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WHY DO TWO-STROKES BEAT FOUR-STROKES AT ERZBERG? MR KNOW-IT-ALL

Dear Mr. Know-It-All,

I just watched the Red Bull video from Erzberg and was curious as to why there are no four-strokes competing in that race? They are at the front of the Enduro GP world and, of course, all facets of motocross. I would think that since they’re all electric-start and fuel-injected, the four-stroke’s ability to grab traction and not spin would be an advantage.

“Front Curious George”

via [email protected]

If you paid close attention to the Erzberg show, you would have seen GasGas Factory Racing’s Enduro GP World champion Andrea Verona winning the prologue on his 350 four-stroke. Andrea Verona is hugely successful winning the FIM E1 Enduro World Championship in 2020, 2021 and 2022, as well as the FIM Enduro GP World Championship in 2022. So, there is no doubting Andrea’s ability, and without enough time to set up a 300 two-stroke, he raced his factory 350, naturally with suspension settings and tire combos that work on Erzberg’s rocky skin.

Over the last decade, the sport of Hard Enduro has morphed from tough and technical to brutal. There have been several catalysts to this evolution—the 300 two-stroke and traction are at the forefront. David Knight, Taddy Blazusiak, Graham Jarvis, Jonny Walker, Alfredo Gomez and Mani Lettenbichler have dominated the mountain on two-stroke machines. Gummy tires and mousse insert technology have given the riders crucial traction on the trials-based obstacles. And, back to the question as to why there are no four-strokes at Erzberg: The reality is that the new 300 two-strokes throttle down far better than a four-stroke, and they do not flame out like four-strokes suffer when short-shifted and attempting to carry a high gear to enhance traction and reduce spin. The bottom line: The 300 two-stroke won’t stall; they make traction, and they’re easier to handle in the Hard Enduro rock-and-roll environment.

For more Mr Know It All, click here.

If you don’t mind displaying your ignorance for the world to see, who are we to deny the opportunity? Send evidence of your failures to [email protected] or Mr. Know-It-All
Dirt Bike P.O. Box 957
Valencia, CA 91380-9057

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RACE SAG FOR YOUR FORK: MR KNOW-IT-ALL

Dear Mr. Know-It-All,

I’ve heard how important sag is and found a lot of information on rear sag, but, surprisingly, little on fork sag. Could you please trickle down some of your vast knowledge on this subject? As an example, I have a 2021 KTM 300XC-W and ride mostly beatup single- and double-track in the forest. I am 185–190 pounds full gear. Thanks in advance.

Steve Baum

via [email protected]

Great query, Steve. Improper fork sag and spring preload can unhinge the handling traits of your machine. I spoke with Dick Wilk, a suspension expert, to get his insights on setting front sag:

“Similar to the rear, the static sag is the most crucial and should be around 25–35mm. Unlike the rear, the front sag is generally not adjustable externally, which is why there is limited information available. However, you can set the static sag on the shock first and then fine-tune the front by raising or lowering the forks in the clamps to find a comfortable handling setup. It’s important to note that the fork spring preload should be between 3–7mm. This is significant because over-preloading can negatively affect the front’s ability to absorb small impacts, maintain a line, and handle tight, rutted corners.”

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If you don’t mind showcasing your failures for the world to see, we won’t deny you the opportunity. Submit evidence of your failures to [email protected]