tlrmark

Brilliant, gives a real feel for the conditions and the rawness of the day. Thanks Mark

Hi... you have also put the slide back in backwards.

After your first ride take the 11 tooth sprocket back off and check for touching of chain or sprocket tab mounting bolts on the crankcase. When I have used 11 tooth sprockets and smaller sized sprockets on xr200 engines they will touch the case, when useing the sprocket mt. plate. I am not sure if this is the case with the TLR crankcase. I use xr200 engines in TL frames and remove some metal from around the c/s seal area on the crankcase when useing 10 and 11 tooth sprockets. (minor amount off strengthing ribs)

Hi... I have both manuals and would have to say the genuine Honda service manual is much much better. The clymer has several specification errors and some of the torque specifications are way off.

Honda xr200 and tlr200 front sprockets are same spline and completely interchangeable.

Hi...I know where there is a Beta Alp which is the early version of the Synt, on Vancouver Island. It has the upside down forks like yours. It has a bad stator and has been sitting at a local bike shop for ten years. It could be bought as a parts bike cheap. I dont think I am allowed to mention the name of the bike shop on here as per the forum rules.

Thats good to hear. I remember when you bought that bike and had some mecanical problems and then you didnt seem too sure it was the right bike for you. The four stoke does take some time to become comfortable on, enjoy.

Hi... the 1974 350 sherpa T is a actual 325 cc. All sherpa T models designated 350 from the factory are actual 325cc. The very last sherpa T models 199b are 340 cc, believe these are 1982 or 1983 the very last models produced before Bultaco folded.

Rockshocks definetely are the way to go, very durable, rebuildable and ability to change the damping easily and quickly by anyone of moderate mechanical skill and last sold by one of the best customer service sellers in our sport.

Only use genuine Honda oem valve seals, aftermarket seals are inferior. Its too much work to replace them and have them fail prematurely which I have seen happen many, many times.

Yes it will bolt right on, I have done this and was happy with the results. It wont be a lot more powerful than the 2 pot but is more progressive in feel and power, allowing for more control.

Hi...1997-1998 models held 2 litres only, people sometimes ran out rideing a trial with a bit of a loop. 2000 years and up they went to 2.7 litres which really helped a lot.I fitted an aftermarket tank on my 1998 315, which was 4 litres as I bought the bike to ride in difficult, technical enduros. From memory I believe I could squeeze out 50 kms with that.

Hi..dont think that is a Mikuni, even though it says Mikuni on it in three places. Pretty sure it is one of the chinese knockoffs available off the bay.

Hi This kit is a drop in with no boreing of the cases required.Sammy Miller motorcycles in England and Powroll in the states have both sold a kit like this for going on three decades now. This price is very good. I have the Powroll version with a stroked crank for 175 cc which is much more powerful than stock. Localy many people have used 145 kits for the last 25 years with no problems, highly recommended.

Rockshocks only way to go.

Wow, that leap backwards onto both wheels with no dab incredible!

Pretty sure oil volume is 360 cc per leg for the 1998 315. This is from memory though so double check.

Wow... very impressive and entertaining.

When the fan on my 315 did this a few years ago, it was the the first sign of my fan motor expireing. I unfortunately left it too long and it ended up costing me a new piston as well as new fan motor.

Good choices I would say, best of luck with your project. Mark

As an owner and competitor of Honda 125 and 200 bikes for over 35 years I fear for the possible demise of your 8 horsepower engine. Will be too much weight for the little guy I think.

I seeIn believe the XL 200 uses a 24 mm carb, I have seen it listed as haveing a 24 in some genuine Honda manuals and I have also seen it listed as a 26 in aftermarket manuals Clymer etc. Of course the XL185 is the 24 for sure and the XL 200 is exactly the same engine (state of tune) except for the difference in displacement. XL125 is 24, TLR200 is 22, XR200 is 26, XR 185 is 26 they are very hard to measure because of the oval venturi as you noted. For gearing I use 10 and 50, I know in england 9 and 44 is most commonly used.

Hi yes it is easiest to use your stock camshaft and ignition setup, the xr ignition is triggered off the end of the cam and would be more work to use. I use a 66.5 wiesco piston and even then the cylinder wall is getting pretty thin. Honda never offered oversizes on the 200 sized engines (195 cc actual) as they always said it was too marginal to go any bigger. I believe the increase in compression ratio is more important and delivers greater performance than the larger valves, it will give the engine more snap right off idle. Yes no problem using the stock 200 head gasket, I would stick with 66 mm or maybe 66.5 mm piston size though. If you do tear the engine down to do these modifications be sure to use new valve seals as these harden with age and are a major source of oil consumption, use genuine Honda valve seals only aftermarket are garbage, I prefer genuine Honda gaskets as well. I would replace the cam chain as well while it is apart, for these I prefer aftermarket half the price of Honda and much higher quality Tsubaki or DID. No cheap chinese junk. The engine will last the rest of your life then, with frequent oil changes. These mods will transform the bike and not compromise reliability. Best of Luck Oh almost forgot the use of atc200x parts you asked about, there is no real advantgage to the atc200x cylinder head valve size is the same as atc 200e, atc200m, atc200s, xl185, xl200, and xr200. The disadvantage of the 200x cylinder head is that it is the only 200 head you cannot use the stock decompression starting system with, it has no greater fin area on the head but the rocker cover is slightly more finned for cooling. The atc200x cylinder is a completely different story though, very desieable part and searched the world over by trials and enduro competitors. No longer sold new through Honda and so sought after scammers on american ebay routinely try to sell regular 200 cylinders as 200x parts. It has much greater fin area and really does make a big difference in cooling the engine espescially for trials where the bike is stationary a lot or moveing fairly slowly a lot. I use the atc200x cylinder and cylinder head as I dont use the decompression system, like I said above though the x head doesnt really make any difference though. There is a lot of confusion out there amongst buyers and sellers over these x parts, three years only were they made 1983, 1984 and 1985. The 1986 and up atc 200 and four wheelers TRX200 are a completely different engine and nothing off these engines fit the earlier ones.

I have always meant to try this but never got around to trying it. Chris at classic trial in england does play around with this and reports positive results, check his website. I have tried every single different camshaft honda use in these two valve 185/200 engines and much prefer the atc200 cam very smooth power with more power off idle and then falling flat at high rpm, just like any modern trials engine power characteristics. My second favourite cam is the xl185/xl200 cam which is kind of a medium type power. The xr200 cam doesnt work for trials a big loss of power off idle and then comes on hard in the mid range, makes it hard to control. My latest mod is trying a Mikuni TM 24 carburetor which is a flat slide. Very very happy with this after 6 months of dialing in the jetting.

Hi I myself actually use the entire xr200 cylinder head, which of course uses both the intake and exhaust larger sized valves. For me this is cheaper and easier than new valve seats etc. which I dont have the tools for. Used cylinder heads on ebay can be had for 50.00, of course they will probably need new valves which are not expensive. Also dont forget the XL185, xr200r single shock, xr200 twin shock, atc200e, atc200m, and atc200s are all identical cyl. heads not counting paint colour. You must get the rocker cover with the cylinder head as Honda line bores both parts together for the cam jounals. With a wiesco piston for the xr200 10.1 instead of the stock tlr 8.1 and the larger valves it makes a serious increase in power which the anemic tlr can really use, it doesent at all make it in any way harder to ride or give it a narrower mx type powerband, just much more low end and mid range power, very smooth. Classic trial shop in england and Powroll in the states as well as many more shops over here do the larger intake valve modification no idea what it costs.