Trial is not a speciality where it is very common to introduce improvements in the performance of the motorcycle, but rather to resort to the auxiliary industry to protect it with carbon accessories or modify its aesthetics. This is because trial bikes are strictly standard at a high level and for an amateur it is almost impossible to squeeze all their juice.
The
second-hand trial bike
market is something else. A ten-year-old motorcycle, for example a
2006 Gas Gas TXT,
is a fantastic model and very worthy to evolve in the trial learning. However, in a decade there are multiple elements that suffer deterioration or have evolved to a greater extent in recent years. In other words, there is room for improvement without making a large investment.
UPGRADE YOUR TRIAL BIKE
Once you have thoroughly reviewed the basic elements to optimize the mechanical performance of your trial bike (
carburetion
, exhaust, piston, rings…) different options open up to increase performance and make it truly noticeable in the riding.
Our advice is to work on the clutch system and
brakes of the trial bike
. That’s why we’ve got down to work on two of our
trial rental bikes
at Trialworld School: a 2006 Gas Gas TXT Pro 250 and a
2004 Montesa Cota 315R
.
BRAKTEC POWER PARTS
First of all, we went to Braktec, the reference manufacturer for offroad braking and clutch equipment, with solid experience in all disciplines and the brand that all trial brands bet on in their new models.
The origins of the Spanish brand can be found in AJP, a firm that historically incorporated all trial models and was acquired in 2011 by J.Juan Group. Currently, J. Juan Group manufactures brake and clutch systems for the off-road sector under the Braktec brand.
For braking at Trialworld we opted for the 365 series caliper, popularly known as Power Parts, as it is the brand’s highest range. The difference with the next range, the 282 series, is that the caliper is monoblock type and being cast in a single piece, it provides great rigidity, resistance to deformation and a more racing look.
The clutch master cylinder is differentiated by the absence of the brake liz activation sensor and the pump mount to the handlebars. The 460.200 series includes a “flip flange” type anchor that allows the user to easily and conveniently disassemble and fix the pump in the ideal position.
FRONT BRAKE SYSTEM ASSEMBLY
In the field of braking, we have assembled
this complete Braktec brake kit for trials
, which is universal:
Braktec trial 460.200 series master cylinder
.
Braktec monoblick trial 365 series brake caliper
.
Galfer red trial brake pads
.
These components can be purchased separately from
the Trialworld Store
or the complete plug and play set, where the components simply need to be replaced, without the need for purging. In other words, in just 5 minutes we will have completed the process.
You can also find the components separately, such as brake
pads for trial bikes and brake discs
.
If we purchase the caliper or pump separately, it will be necessary to bleed the system of the trial bike with DOT 4 brake fluid.
FRONT BRAKE BLEEDING ON THE TRIAL BIKE
To bleed the brake, fill the pump reservoir with fluid and pump by operating the brake lever in order to push the air towards the caliper. To eject it, we will leave the lever activated and open the clamp drain for 3 seconds and close quickly. With the bleeder closed and checking that the pump has fluid, pump again with the lever and repeat the operation by opening the bleed until the air stops coming out and the brake takes touch.
ASSEMBLING THE CLUTCH SYSTEM
In the case of the clutch system, we have to differentiate between two types of pumps depending on the model of motorcycle. A first type of pumps that are prepared to work with mineral oil and a second type that are prepared to work with DOT 4 brake fluid.
It is important to note that they cannot be exchanged because the O-rings inside the pump are special for each of the liquids.
You have to purge the system on both types of pump, but it’s easy. Simply fill the pump tank with liquid and pump by operating the lever. Unlike the brake, the air comes out of the pump so we will simply have to pump until bubbles stop coming out and the liquid is propelled upwards.
DYNAMIC TESTING
In addition to the aesthetic improvement, we expected a noticeable increase in performance and we found it. Both the brake and the clutch are two critical aspects in a discipline as technical as trial, as they provide precision and efficiency in the riding from the first meter.
In terms of braking, the improvement is abysmal. The first thing you notice is more power in absolute terms, meaning that you get to nail the bike and position it with less effort while exerting the same pressure on the lever. On the other hand, you can dose this power better, since it is not an all or nothing, but you find an intuitive braking that is easy to manage in terms of forcefulness. In short, it is easier to move the bike and at the same time the riding is less tiring, since with the same force you exert more power on the brake.
In the clutch we have also found great improvements. Basically, more softness and progressivity. By incorporating the new pump we have managed to make the clutch of the Montesa Cota 315R less critical and nervous, achieving a more efficient and intuitive driving. The Gas Gas 2006, on the other hand, now has a character more similar to a current model, having gained in efficiency and precision, especially in the last third of its journey.
In short, we are talking about an unusual and very interesting improvement in terms of efficiency and accuracy. Our advice is to value this change as an investment that we can take from motorcycle to motorcycle, since complete sets are universal for modern motorcycles and we will notice the improvement from the first moment.
We already have this entire clutch and brake system mounted on all our rental bikes at Trialworld School with a tremendously satisfactory result.
