g4321

There are a lot of us queing up to try out either his Merlin or the Cagiva's once Donald Duckwizard finishes his nut and bolt restorations!

I hope banning disc brakes on a twinshock is going to be a solely English thing, I cant see too many people getting upset over that North of the border, particularly when its the average clubman rather than the superstars who are more likely to do it. It will be cheaper to pick up a 2nd hand disc front end for one of my TLR's than to get a set of forks rechromed and then buy a new alloy rim to replace a corroded Honda rim. I know what route I am likely to go down!

Possibly its because he realised that if he took the bike out of his garage and rode it (worse still rode it offroad as it was meant to be used) it would no longer look as pristine as it does and would not be worth the money he spent on rebuilding it.

Wonder how long it takes to lay out a trial and how many colours of the rainbow are used in the section markers?

Wonder what this will eventually go for?

There isn't a key, the gear is an interference fit on the crankshaft. The centre of any tooth on the sprocket should be aligned with the centre of the generator key-way. Gordon

Don't know what you are riding 'Spud' but I know it wont be worth more than its original purchase price 15 or 20 years from now. A lot of people have realised that Honda TLR 250's provide a 'fun' trials bike which you can compete on for a few years (whether in twin shock trials or normal trials) costing you virtually nothing over that time then sell and get your money back. Wonder how many Gas Gas's are still going 15 years from now?

Excuse my ignorance - what is the anti-judder kit when its at home, is that one of those narrow friction plates with a spring type plate taking up the extra width? I cannot remember off hand how I held the clutch, I may have locked the two gears together with a soft alloy plate strategically placed between the clutch and primary drive gears or with a rod/bar through the small end across two wooden blocks on the face of the crankcase. Both methods sound rough, as far as I can remember it was a fairly straightforward job to strip the clutch and oil filter off. The second method is suggested in the Haynes XL/XR manual - which is the nearest thing to a manual for this motor. Gordon

As promised after spending a couple of hours cleaning my newly acquired fiche viewer.. Clutch spring part no for TLR250 22401 - 446 - 770 Anything else required let me know, I have fiche for 200 and 250 Gordon

Have a look at the following and have a read of the linked discussion. http://www.trialscentral.com/forums/index.php?showtopic=5322 Dont even think about trying XL185 springs. I will dig out my microfiche and get the correct number for you later on today. All the best Gordon

I might yet but if somewone replies and tells me that they have tried them and found them no use at all then obviously I will not bother. I am trying to find out what others experiences of these tyres are. Gordon

Has anyone actually tried the Vee Rubber rear tyres? If so how bad good or indifferent are they. If they are even reasonable where is the mythical 'available for

Might be worth while trying a different plastic coater, I have had 2 bikes coated in the last couple years and bought another bike in bits which had just been coated - neither had any problems with threads etc. If the plastic coater is used to motorcycle work there should be no problem with threads or machined surfaces/holes, they tend to use a wax and/or wooden dowels/plugs. It might be worth your while filling threaded holes yourself but the firm you use should do that for you. As for the plastic coating chipping I agree this can and does happen a bit - either below bolts or just through use. Again it can be touched up using an enamel paint. I have also used Hammerite on a bike but found this not a very good paint, it is as prone if not more prone to chip than plastic coating.

Found out a bit more about the increase in licence cost at my local MX club AGM last night. As expected no-one is happy at the increase, the majority thinking that its taking the Michael just a bit and the concensus of opinion is it will drive riders away from organised sport, be it Motocross, Enduro or Trials. Apparently the SACU are doing away with the 'Capitation fee' where each club paid the SACU a fee for each riding member (or licence holder) the club had.

Have you ever seen the 'Only Fools and Horses' episode where Del Boy gets a Capri Ghia which Rodney christens the 'Prat Mobile' ? Subaru seem to have cornered the 'Prat mobile' market judging by the driving of many of the owners as they tour around the local high streets of the UK with their 'dump valves', 'de-cat pipes' and exhausts the size of drain pipes emitting a noise as bad as the musac they listen to in their stereos behind blacked out windows. Me I rather get 50 to the gallon from a car than 12 - 15mpg as a Scoobydo owner I know struggled to get - in addition the tyre wear on his car was that bad he was going through tyres every 7k miles - then again he drove it like he did his bikes and has decided he has grown out of this sort of car now before he loses his licence. ...and before anyone suggests NO I am not jealous of Subaru owners - each to their own...

The difference with Scotland from much of England is it is unlikely that you are going to be able to compete more than twice a month on average without travelling large distances. For someone like me who does 8 maybe 12 trials a year, having to be a member of two separate clubs to do this the cost of a licence going up to

No-one has mentioned checking the valve core or valve body for leaks. How slow is very slow - does the tyre stay up during a trial but go flat when sitting in the shed during the week? If this is the case why wory about it, 5 minutes with a footpump on the morning of a trial and you are sorted - just a thought! Find the source of the leak and fix it when you either turn the tyre or fit a new one.

What has happened to Mr Honda RS - there seems to be a lot less on the Honda front since he stopped posting messages???

Is Canada more expensive than the UK for bikes, what would the cost for a 4RT be over the pond - in Canadian Dollars and in the USA in US $? Just for interest

These look the same as tanks for sale on a French website - once I find it again I will post a link.

Andy I have 2 TLR250's, one largely standard except exhaust (original front box with large bore pipe to small rear box) and one which is a Gollner Monoshock conversion (with a 2 piece Alloy exhaust - small front box and long/large volume rear box). The std bike has a completetly different power delivery to the Gollner bike, much sharper and harder to ride, the Gollner Honda has a very smooth power delivery and consequently is much more forgiving to ride. I have never had the head off of the std bike and am 99.9% sure the engine is standard. I have rebuilt the motor on the Gollner bike and fitted a very thick base gasket - 1.2mm (its the thickest gasket paper i had) after reading /hearing that this was advised for TLR's - the gasket that was on the bike when I got it was close to this thickness. This is the only change from standard to this engine. I suspect that this has more to do with the change in power delivery than the difference in exhaust and some day I will get round to pulling the head off my other bike to doi the same mod. Gordon.

http://www.trialscentral.com/forums/index....topic=2962&st=0 Have a look at the above - this has been discussed before but suggestions from me would be: Buy new friction plates - I have one bike with Honda CG125 plates - these are supposedly best, contact Colin Appleyard M/Cs or Ellastone for suggestions. The springs may well be worn as well - the TLR can be quite hard on a clutch (dependinh how its driven) which is essentially designed for a 125 commuter bike. I had great trouble with my other bike - similar problem, bought new friction plates and springs (EBC since needed them next day) - no better. Then bought new steel plates (even although steel plates did not look too bad) then when fitting realised the springs I had (EBC replacement) were much lighter than the originals. I bought new Honda springs - no problems since . The EBC springs are wrongly catalogued for the tLR250 - EBC admitted this - I got a full refund but it caused me loads of grief. To make the clutch lighter lengthen the operating arm by 20 - 25mm. Gordon

Take the old pad in to your local bike shop and if they have an EBC book they will be able to compare the pad to the drawings/dimensions in it to get a match. I have an EBC book in front of me so if you can load an image (with dimensions) of the pad I might be able to match it to a standard pad. the book only lists the drum braked RTL. Alternatively 'Big?' John aka Mr RTL will probably know off the top of his head.