paulb

Alloy Rockshock every time. I've had several sets from John Bull and he is happy for you to take your bike to him and if needed he will change springing and shimming to suit you, so you leave with a set of shocks right for your bike and your weight. Also as they are not gas filled, with a few basic tools you can rebuild yourself. All the parts available and john is happy to rebiuld for you or talk you through the process.Although I have one set that has been on for 5 years now ans still like new. I've found Falcons to be generally overdamped and more expensive, also they are gas filled which may be needed for motocross but not for classic trials

Hi, If your hose is good condition and not swelling under pressure, and you have new fluid in it. Then you problem will just be airated fluid. Cable tie your lever in against the bar overnight, When you release in the morning your spongy feeling should be sorted Paul

I've had both and you cant compare them. I worked for Honda Uk technical throughout that period, 78/87. Unlike the TLR250, which was a proper trials bike. The TLR200 was originally designed and marketed as a road/trail bike,with lights indicators and internal gearing which isn't ideal,even once you gear down externally for trials.Steering head angle is more trail than trials. A proper Seeley has an RS200 motor which is totally different to ride. Mine pulls cleanly from nothing without any coughing or popping and a frame that will turn on a sixpence. Don't get me wrong, the TLR is a great clubman bike with a few mods. There were thousands of TLR200's built, but only 200 Seeleys,which,as they were handbuilt,cost a fortune new. If you have the chance of a Seeley, buy it. As they are so rare,their value will always remain high and are fantastic to ride.

Thanks a lot for that Regards Paul

Hi, I am moving to Carmarthen in a few months and was wondering if anyone knows if there is much trials in that area ? I ride Pre 65, Twinshock and modern. I don't care which class I ride, as long as I can still every other week. Any info would be great thanks Paul

Hi Guys Hi Charlie, Rode it today, spot on! nice and torquey more power throughout. plonks along really smoothly, and pulls cleanly from nothing. I did notice after I built mine that although I used a 71mm piston, there is 76mm (Bonneville I think) piston available. I'm sure, the liner I fitted still has loads of meat left to bore to 76mm, which would give you around 320cc ? I don't know how the characteristics of the engine would change going this size with a 70mm stroke? I have a contact number for a guy that has base spacers of varying thicknesses for this engine to drop the compression without having to machine the top of the piston, if you need it Regards Paul

I've had both in the 80's, The 250 could be a bit of a handfull, and are expensive now. Where as, with a few mods the 200 can be prefectly competitive. Use a Honda stationary motor (ditch pump!) piston and bore out the standard liner out to give you 225cc. Move the footrests back 2" and down 1". You can buy brackets that bolt on to the old footrest mount to do this. You could tighten up the steering head angle which is a pretty straight forward job, and If you have the funds available, you could add a WES or DEP alloy exhaust and some rock shocks, and then if you are capable, the bike good enough to win. The great thing about twinshock or pre 65 is that once to your liking, you could ride this bike for years and still be competitive, and the value will only go up, meaning spending a bit to make it how you want will be isn't a big deal Good luck

Hi Charlie, I used three thou interferance, heated barrel until liner just dropped in, then put under pressure in the press until cool, to stop it moving under contraction. At 10:1 it used to regularly cough and stall just as you opened the throttle off tickover in a section. On starting, the big differance is that at now at around 7:1 compression the motor is so soft off the bottom, and will now tick over really smoothly and so slowly. Hoping to ride on Sunday so I will be able to better judge the power gain now it is 280cc then Regards Paul B

Hi Guys, thought I would give you an up date. Used the above mentioned liner. Which didn't need much machining to form the top flange, and then cut down to length. I used a 71mm low compression Triumph 650 piston, which just required a bit off the skirt and the crown machining to get the compression down to 7.5:1. It gives you 277cc without too much expence. Can't wait to ride it now!

Hi Charlie, Following your coments, Just been looking at WCL 13D FL again, as it has so much more to meat to play with, I have also found a triumph 650 piston of 71mm available from Burton bike bits which would give me a reasonably straight forward conversion with a capacity of 277cc. I have been toying with the idea of seeing if a C15G end fed crank could be made to fit. Which hopefully would be heavier and have the roller bigend. However I think the liner and piston option will be easier to achieve with the machinery I have and quicker, as I start to get withdrawal syptoms if I cant ride every other week!! Thanks again Paul

Hi Guys Just stripped motor. As B25 cylinder has large alloy sleeve to support the exposed part of the liner, the crank case mouth won't need opening. Looked on Westwood's website, I think the easiest liner requiring the least machining looks to be WCL 12A FL . Is that the one you decided on Charlie? Thanks for your help Let you know how it goes Paul B

Hi I've been trying for some time now to get some details on enlarging the capacity of my B25. It's had several mods already done, including changing the cam, and it now plonks and pulls pretty well. I would like to know the easiest way to get it out to say 280 ish ideally without having to bore the crankcases. I did hear a 650 triumph piston would do it? But which model and compression, is there enough on the standard liner to go out that big, if not what liner will I need? thanks Paul B

The main reason that modern Four strokes dont cough and spit back is not so much to do with cam profiles or bore to stroke relationship It is that they all use an excellerator pump, and an air cut valve, built in to the carb.

I've had a set of falcons for years and are good. However, I've also got two bikes with Rocks on, and On loads of levels Rock shocks are better. My Rocks work better for trials than the Falcons Rocks are not gas charged and so you can rebiuld them yourself, with basic machanical knowledge. Falcons are gas the same as their pre 65 mx shocks, not needed for trials, John Bull of Rock shocks is really helpfull, will set your bike up for you when you buy them, supply you parts should you want to maintain them yourself or build them for you, John is a very good trials rider himself and so knows how they should be set up, On top of all this Rocks are about

Hi, Dellorto can supply the inlet rubber for their carb, and a K & N type filter from stock. You can turn down an amal bolt on manifold to accept the delorto inlet rubber Regards Paul B