tlrmark

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.

For that price the machine does not look bad at all, as long as the engine is not too noisey as previously posted. Dont think it looks rough for the year. I have had many trials bikes over the decades from twinshock to modern with a twist like that in the rear fender, which did not go any deeper (damage wise, frame or anything else). Definetley worth a look I would say.

I never used an inline filter on my 1998 315 which I owned and rode weekly for nine years. Never had a fuel contamination problem.

In our neck of the woods, all electricity is from hydro, as in harnessing the energy from water flowing downhill. hence no pollution. Admittedly this is not the case everywhere in the world.

LDT = Long Distance Trials

Very impressive, no doubt is the way of the future.

Hi typically on twin shock bikes of this era 10 weight FORK OIL is what works best.

Hi the 5 inch rise Renthal handlebar is a nice bend and what I have on my 315. Owned my bike nine years, used hard in competition and the footpegs started to droop bought s3 hardrock pegs and I love them, wider than stock as well. Hope that helps.

Hi the Tl 125 and Tl 250 Honda both use a 15 mm rear axle not sure if the length is the same but suspect the 125 would work.

Brilliant !

Hi no dont use the xr cam it is too radical for trials. My favouite cam for trials or enduros for that matter in the 200 two valve engine is the atc200e cam very smooth and mild. Wiesco 10.1 piston is also highly recommended or stock Honda xr200 piston which is also 10.1 but very pricey and is a cast piston not forged like wiesco. Dont forget the xr is not very radical stock, the xr200 valves are the same size as the 1979 and up xl125 trailbike, the 1979 and up cb125 roadbike and the 1979 and up xl185 trailbike very mild mannered machines all. The xl 185 cam some people like for trials it is halfway between the atc cam and the xr cam in performance but as I said I much prefer the mild atc cam it is similar to the stock tlr cam. Most shops like classic trials in england or powroll in usa fit the xr intake valve in the tlr head as a standard upgrade at a minimum. Much easier to use a used xl185 head or used xr200 head off ebay. Hope that helps.

Hi one of the best modifications you can make on the tlr, the stock valve sizes are tiny on the tlr and chokes the performance. I have done this modification on three 200's and highly reccomend it for all levels of riders. The compression ratio should also be raised in my opinion, these mods are more important than expensive exhaust systems. My two cents. Cheers Mark

Before you split the cases, even still with the engine in the frame remove the right side clutch cover, then remove the clutch and oil filter rotor and the complete shift mechanism is all right there external to the inner crankcase. Might save you a lot of unnecessary labour. Of course if the shift forks are damaged which is very unlikely you will have to split the crankcases. Good luck Mark

Thanks very much Pat, that info will save me a lot of trial and error time. Good luck with the bultaco project. Mark

Can not help with the bultaco jetting but curious as to what jetting you found worked best on the Honda tl250. Am considering the same update. thanks mark

Yes definetly go to the next available piston size when replaceing. The cylinder will have some wear for sure. I went from the origional B piston to an A when replacing mine on my 98 315 and it worked well. Mark

Is this possibly related to April Ist

1973,1974,1975 tl125 are 56.0 mm piston = 122 cc 1976 tl125s are 56.5 mm piston = 124 cc Also when Honda increased the displacement in 1976 they went from 8.0 to 1 compression ratio on the early engines to 9.0 to 1 compression ratio on the 124 cc engine. Hope that helps Mark

Yes, very common upgrade. Once done will last life of bike more than likely. Available on ebay for purchase.

Tryed several times today to go on Trials Canada, does not seem to be working.

v ery much enjoyed your post of the swingarm modification, excellent design and execution. a picture of the complete bike with the modifications would be great. cheers mark

Hi Four days for a helmet to arrive to my door in Canada, very impressive. Didnt ask for it to be shipped quickly either. Mark