g4321

Thanks Not interested in Ebay one I am pleased to say.

290mm for 250 and 410mm for 200. Are the 250 and 200 frames the same? Can a 250 motor be fitted in to a 200 frame or can a 200 motor be fitted in to a 250 frame. Does anyone know?

I would never buy a bike without looking at it first - perhaps if the price was sub

"Looks like an XL kick start lever on it and not 100% sure its a 250. Sump guard is missing and probably a few other odds&sods" Kickstart - minor detail - they often break / wear at the pivot, its more like a sooperdream one, they fit and are stronger but tend to rub into your ankles! Motor looks suspicious - perhaps a little small for a 250 - pity there is not a picture from other side, or a close up picture. Might it be a 200? Rusty exhaust - what do you expect? Honda pipes are made of mild steel and RUST even though you clean and paint them on a monthly basis. Sump guard - how much damage to sump of bike since it is missing? If it is a 250 -

Are you expecting to fall off and break one John?

This was one of the main onternal modifications that Bob Gollner did on the 200's , as far as it was 'one off' gears and not off the shelf Honda bits from another model.

Depend on the bike! Everyone is quoting Duncans TYZ, supposedly he has NOT done much engine work to the bike, I have a vague memory that he recently (in the last couple of years) admitted to changing the rings! Why meddle with something which runs properly? Lets just say he must be doing something right! Wonder how well a Gas Gas/Sherco or Beta would have survived? Then again I doubt if they would!

Just been through this process for a 1951 Power Pak cyclemotor - the first superbike? 1 You need to get the bike MOT tested using its frame number - IT MUST BE MOT TESTED 2 Get a declaration of the bikes age from a reputable source - ie someone the DVLA trust - the original importer perhaps, I have no idea who with trials bikes. 3 Get the bike insured using its frame number again - carol Nash or Footman james will know the score. - IT MUST BE INSURED 4 get a form V55/5 from the DVLA or from your LVLA 5 Go the the LVLA with everything and a cheque to cover the cost of livcence and registration fee (

Thing is Duncan is highly unlikley to sell his bike! - then again why sell a bike which runs well? At a club trial a couple of years ago he had 4 punctures in a rear wheel, the tyre was tired after the Scottish and did not like the nature of the rock it was riding on. Be honest how many of you would bother 2 fix four punctures on one day in a trial and still finish - winning his class.

SIX ! lets see 2 RTL's 2 Seeleys 1 TL/305 thingy Is the other one still a Fireplace? Thats worse than me John! I have 4 Hondas at the last count!

Plug chop is when you run bike in top gear near to flat out under load then kill engine and pull in clutch. Looking at the resultant plug colour will tell you if the bike is running weak or rich - or if you are really lucky spot on. Have a look at the following links - I just had a play on Google to find a couple useful ones. http://justkdx.dirtrider.net/printcarbtuning.html http://www.moorescyclesupply.com/techamal.htm A plug chop will only give you information on the main jet size. As you know a TLR aint really used at full throttle much so the needle height and pilot screw setting will be more important. If you still have your original exhaust put that back on to see if it is the WES pipe that is the problem?

Clean out the carb, clean and oil the air filter, fir a new plug and do a plug chop. Where did you get chrome front pipe? Gordon

John you better watch - your hondas appear to be breeding - its the only logical way you can explain the size of your collection.

Monty Python - the voice of reason......? Then again I know of an friends elder brother who is rather large and intimidating stop a van he was a passenger in and driven by his father to pick up (literally here) some ned who had pinched his younger brothers MX bike. Lets just say the ned had a rather uncomfortable journey in the back of a van during which he bleated out where the bike was hidden. A good few bruises later said ned was dumped in the middle of no-where in the pouring rain in pitch dark with a promise of a real hiding if him or any of his mates even thought of touching said individuals younger brothers bike again. The father told the story to me - he did not know why he was suddenly told to stop while driving along and as the van was being driven in heavy traffic could not stop the van to try and stop the elder brother dishing out his breed of justice - he admitted that the elder brother would not have stopped and since he was bigger then the father he could not have stopped him. .

Yup thats the one! They dont make them like that anymore - I wonder how many Gas Gas / Beta / Sherco bikes said gentleman would have gone through in the time he has owned that bike?

There is a well known rider from the Bon Accord Club in Aberdeen has finished several SSDT's (dont know the exact number but its closer to 7 than 5!) on a TYZ yamaha which he regularly rides in club and National trials. He has all faith in that bike finishing each year - and each trial he rides in. Then again I guess a Gas Gas aint buit to last is it!

me I never could afford a decent trials bike when I was in my 20's, I ended up riding scrambles and enduros in my local club for 15 - 18 years with little or no success but a lot of enjoyment. I bought a TLR in the mid 90's - it was the trials bike I always wanted (I really wanted an RTL or Gollner Honda but could not find one locally). Why did I want one - RELIABILITY, I had no faith in dodgy Spanish or Italian build quality and poor spares supply and in addition it did not fill the air with 2 stroke fumes! Yes it IS HEAVY and if badly set up cough and splutter but after several years I have not required to do any serious work to the motor. I recently purchased and rebuilt a Gollner monoshock TLR250, a couple simple mods to the bike has made it extremely pleasant to ride - its very rare that the bike stalls in a section - if it does now its me not the bike. Yes its not competetive (neither am I and I am the first to admit it), it is heavy and does not steer well or have decent brakes. then again it is something different is a sea of Spanish and Italian 2 strokes! I still ahve my twinshock and eventually I will get round to fitting a thick base gasket to make the power delivery closer to the Gollner bike. Why do people still want these bikes - they are enjoyable to ride, on Sunday after a trial a few guys were cueing up to try out a TLR200 - me included through a couple sections - why BECAUSE ITS DIFFERENT!

Well the garage it could go in is rather full of 'projects' at the moment. Me I have no space left for another bike and worse than that have no bikes in bits to work on at the moment.

There is a local rider with a 315 Montesa which takes pride of place in his kitchen - he reckons in the salubrious area he lives in its safer to keep the bike in the house and since its his house his wife aint any choice. Then again I know of a Harris Suzuki in a house in the same estate and have heard of some RC30's and 45's along with several vintage bikes in houses. I have 2 bikes in the loft along with a few engines and rebuilt a couple of bikes in the loft in the last couple of years - its fun trying to lower a vintage bike down through an attic hatch while trying not to damage the paint or your mothers wallpaper!.

Putting your bike to a dealer is fine BUT what happens if your bike breaks down at a trial - it is unlikly a dealer will be there at the time. If you get in to the habit of doing your own work then if the thing fails to start, brakes down or stops for no reason during an event thn at least you have a chance of locating and repairing a fault. Even if its something simple like checking for spark, cleaning out a blocked carb or even sorting out your brakes and clutch. Lets face it you would hate to go home with a bike from failing to finish a trial and it turns out to be something simple that could be fixed at the side of the track,

Have a look at the attached link Honda Views please

No idea about Betas but reading what you have in your previous posts it sounds as if the taper is not matching very well from flywheel to crank. The Woodruff key is only there to LOCATE the flywheel, not to stop it turning. I would try lapping the flywheel on to the crank with fine grinding paste - it should not take much work - if you are unsure what to do speak to a friend who messes around with old bikes or old engines, they will know the procedure.. Once you have a uniform surface clean off both crank and flywheel THOROUGHLY and then refit key and flywheel.

Lowering the compression on a TLR250 - even if its only a 1mm thick base gasket makes the motor run a lot smoother and less 'jerky'. I was a little sceptical till I tried it on one of my 2 bikes but I am pleased to say that it certainly does make a difference. Gordon

How did you manage that then?