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Showing results for 'seeley' in content posted in Honda.
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A week ago I received a well put together And time consuming manifest for the Honda seeley TL200 From majesty thank you Majesty for the time and energy it took do this and pass it on CMD
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Original TL200E specification from Colin Seeley
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I bought a new Seeley (the black mudguard version) sometime around 1980(?) and have been a fan of them ever since. Spotted a good 'un for sale out here in France a few years back but didn't buy it. However, for some strange reason, I kept some photos of the bike and browsed through them earlier today in one of my 'delete unwanted photos' sessions. I think I'll keep 'em. Would be interesting to see other members' Seeley photos as I think there were a few different versions over its limited production run. Or am I wrong as usual? Anyway, a couple of snaps...
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While I'm here, here's a picture of the motor in process. The engine covers were painted silver stock, but I know I'll beat it up and make any paint look awful. The new CRF's come with bare metal engine covers, so I stripped the paint, cleaned the parts with an acid solution designed to pre-clean aluminum before welding. They look like they just came off of the casting machine on the production line. The hardware all went out to Hayward Electroplating for a fresh zinc coating. That's the best $150 ever spent on a restoration, spokes, bolts, clips, everything looks brand new for what amounts to not a whole lot of money. The rod small end bearing was seized so it got a new rod kit. That's a big finned cylinder from an atc bored to 66mm to fit the new high compression Wiseco piston which should give it a bit more grunt. It needed the top end work anyway because a choke plate screw fell out of the cheap aftermarket carb it had on it. The screw was missing but there were a zillion indentations in the combustion chamber to tell its story. I left the stock transmission in it. Though the gap between first and second gear is wider than what the Seeley trials or the TLR had, what is a guy to do? I thought the xl125 six speed tranny would help, but the 1-2 gap is just as big in that gearbox. Maybe I should have fitted a TL125 lower end or tranny in this lower end, but I can't find anything on compatibility and didn't get one in my hands before I ran out of patience and put this one back together. Any ideas on that front would be welcome.
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The more I look at this goofy project, the more I think I want to make it into a trials bike, but with as much xl185s originality as possible. Toward that end, I am swapping the left/right welded on footpeg mounts so rather than sticking out frontwards, they will stick out rearward. This won't be quite as far backwards as may be ideal, but it will use all the stock hardware and so look as original as it can. AHRMA changed their trials bike class rules, adding a more modern twin shock class that includes Seeley's, Honda Reflex, and other similar models. The modern classic class though still includes the Honda XL185S. So maybe this would still have a better chance at being modern classic legal the more stock it looks. Who really cares about the class frankly, it isn't like I am a competitive trials rider or anything. I think I just want it to look original 'cause that's what I want. Don't suppose I really need a reason, huh?
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If any Seeley Honda TL 200E owners need a manual, send me a PM with your e mail address and I'll send you a copy. Happy to share in the spirit of trials ?
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Zisko, your bike is very cool. I can't even tell your tank apart from the Seeley. Very well done! The Dodge is up and running, the TY175 is almost together, so I am almost ready to start building this long dreamed of Honda trials. I should have a mess of stuff spread all over the place by the new year. Thanks everybody!
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I had horrendous trouble finding a piston that was the same as the one in my seeley, the parts were not listed and ended up having to pay for a few returns until I found the correct one good luck and I hope they fit
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Hi everyone, I brought a seeley 200 20+ years ago but only just got around to restoring it, only to find out I'm missing a heap of stuff. Firstly I'm missing the camshaft, could anyone tell me what replacement camshaft I can use? Secondly I'm missing the rotor as well which sucks as I know the crank and rotor was weighted and balanced together. I've ordered a rotor from a xl185 and plan on getting the crank and rotor 're balanced. Is the xl185 rotor the same used in the seeley engine?
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this is based on a italian XL125s, which is quite identical with the XL185s sold worldwide, except the engine of course. head angle is standard, fork clamps are from a trials bike as are the forks (35 mm) and shocks. foot pegs are moved further back, height is different as well. tank seat unit is similar to the Honda RS 200 TS made by a friend. lot of work on the engine (250 cc, bored and stroked, gearbox has 6 speed with a very useable range - I changed the two sprockets for the 2nd gear, other are standard as on the 6speed italian XL125, primary drive is shorter, exhaust is hand made, pipe cames from a seeley, carb is a standard Keihin 22mm but I'm testing with a Keihin 24mm hope this can help cheers
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hi does anybody know what carb works best on a honda seeley that is available to obtain today.i have not got the original.thanks
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Yeah, what could go wrong? What I really want is a 1979 Seeley Honda 'cause they stir my soul better than any other trials bike out there. Seeking to do an AHRMA trials in a couple of years, I notice that the modern classic rule book allows the 79 xl185s to be used for ahrma trials. So I found a core bike and am researching what needs done to make a respectable trials bike that stays within the rules. I don't see much evidence of others taking on this nonsensical project, but if anybody knows about it being done well, I'd love a steer toward learning more. Here are the results of my early research: Don't know rake angle, but targeting 27.5 degrees after I get my travel figured out. Plan to cut and weld top tube ala Gary Jones cr250m approach. Rear setting the foot pegs looks easy enough to get close. I see lots of variance in positioning on various bikes. Wonder what the driver is toward proper placement. I think modeling the TLR positioning is probably safe. 35mm forks from nx125 or 79 xl500s look like good starts to get trials fender mounting built in. Bigger top out spring to bring travel down to 7". No need to cut/weld damper rod to shorten I guess. I'd love a Seeley sub fuel tank and tank cover. I saw where I can buy a tank cover, but not the under tank. I think sticking with the stock xl185 tank may be the starting point though it will look funky. Looking for other options, like maybe a nice narrow cr125m tank. Universal trials fenders are somewhat elusive so far. Wondering if a ty175 rear fender will work well. Seats are pretty flat and small, making one from scratch to fit well should be okay. Wonder what rear travel it should have. No specs for any trials bike travel so far. Need to look harder maybe? 200cc cylinder from an atc will bring larger finning and more displacement. Atc200e camshaft a good choice? Is a Megacycle roller bearning torque cam a ton better? Should the headpipe stay the same small stock xl185s size? Will a bigger head pipe cause low end to suffer? Carb size? The Chinese ebay Mikuni carbs have a pretty small throat even on their "30mm" carbs. Are they a good choice? Gears from an xr have closer 1-2 gear ratios so I have a donor motor for that. Anyway, every single one of those thoughts is subject to change and I am very interested in getting more knowledgeable input on working through this project. Thanks for any input you can offer!
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Yes the Seeley Honda 200 used the 1979 XL185 engine. The carb and intake manifold and header pipe are TL125 1973-1976.
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Can anyone confirm that the original engine in a Seeley is based on the XL185? If so do most parts fit, clutch, bearings, seals etc.
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The Tlr and Seeley exhaust back boxes are mounted on opposite sides of the bike. Tlr left, Seeley right. If you are going to fit a WES from a Tlr it will need to flipped from left to right. It may be easier to modify a DEP system to fit. (and cheaper) You can also fit a Tlr header pipe to match up with the DEP.
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The restore of my Seeley is dragging, but I'm making progress. The information provided in this post has really help. 4Stroke...I have also fitted a TLR200/250 carburetor (Keihin PW22) on my Seeley and it is running good, except the bike back-fires when letting of from mid to high revs. I believe this is due to unburned gas, so I will try to use smaller jets and see if that helps. Currently, I have a 38 pilot and 98 main. Do you recall the jet sizes your running? Seeley owners...I need an exhaust! The picture is of the exhaust that came with the bike. There is no mid-muffler and the "silencer" is a nicely hand-made piece, but the bike is much too loud. I don't believe it's getting much, if any, back-pressure. I have the resources to fabricate and fit different sized exhaust pieces together, but I would really appreciate any help from Seeley owners who have place an aftermarket exhaust on their bike. The handful of aftermarket exhausts that were similar to OEM and available 10 years ago are not available anymore (to my findings). I have read that someone fitted a WES silencer to a Seeley, but I need more information and details before I make any investments. Any help would be much appreciated and picture are always good. Thank you.
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I bought a TLR 250 new for my birthday back in 1986. Lovely looking and sounding bike,but that was as far as it went. It lasted a year before the engine died. I didn't do any better with the RTL250 I had two years later. Big disappointment... Never ridden a Seeley,again its a lovely looking bike,but I think you need to be a an excellent engine tuner AND rider to get the best out of any small Japanese four stroke,for the rest of us we are better off with a TY250... If you really want a four stroke to appreciate how lovely they can be to use,you need to ride and get used to a British four stroke,with a separate gearbox.
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The engines are different, the Seeley based on XL185 like the RS200 engine, is has more power on the top end, the TLR 200 is smoother on all revs without extra power on the Top , TLR is cheaper, more parts and bikes avaliable.... If you have the chance, test both bikes before buying.... My favorite ? TLR250.....
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I found the Seeley 200 difficult / impossible to get the carburation as I would have liked it at the botton end. maybe it was not carburation, just the engine characteristics. In those days tight turns were ridden without the clutch. On the 200 I found as you started to open the throttle the power kicked in with a jerk ( quite a bit more than a 325 Bultaco) which pushed the front end out on tight turns. Only ridden TLRs round a car park, felt to be a smother engine than the 200
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The Seeley is very light on the front. I fitted an RTL engine in one I had a few years ago and the extra torque over the 200 motor made it difficult to keep weight on the front. On up hill camber turns it just ploughed on and if you tried to float turn it didn't want to come down. If you shut off the power and then came back on up a climb the front just wanted to lift, and if you came to a near stop up a muddy or loose climb and had to sit on it and push it was almost impossible to get any forward drive as it just wanted to climb around the back wheel. I put the standard motor back in, sold the bike and the RTL engine. Of the two bikes, I preferred a mate's TLR200 I had a ride on, it felt more planted and was a standard bike, just geared properly with lower footpegs.
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The Tlr needs a lot of tinkering to get right and the Seeley was spot on straight out of the box. From new the Seeley was under powered for big trials back in the day so the ultimate for me would be to put the Tlr250 motor in the Seeley chassis. Sorted.
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The hubs are Elsinore CR125 not MT Elsinore which are very different. I'm prettty sure the CR and TL250 share the same hubs back and front. The front brake plate on the Seeley has the hideous looking torque arm because the Honda forks had a lug to fit into the slot to anchor it. The Seeley forks are Marzocchi, the same as Fantic 200, so need a torque arm. As far as I remember Seeley used the Honda spindle and I recall the spindle / spacer arrangement on mine was a real lash up to fit the Marzocchis. I think the forks had to be sleeved to take the smaller diameter spindle - but it was a few years ago I had one now. On the rear, the brake plate is turned almost 180 degrees and anchored differently on the Seeley in comparison to its original fitment on the TL, to avoid a torque arm I guess, resulting in the crazy positioning of the brake arm
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Never actually compared the two but I think the Seeley hubs/backplates were sourced from the CR125M.
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Thank you for the information and picture! This Helps! Yes, it would be interesting to know how many of these Seeley's are still out and about. The previous owner of my Seeley imported it to the USA about 15 years ago and had been sitting in his garage ever since. The bike is actually in good shape, it just needs some TLC and a few parts. My front fender/mudguard looks original and it's a white colored Preston Petty mudguard. It will likely take me a few months to complete, as my time is limited and I'm slow and don't like to rush. I do have another question...is there to be a heat block/spacer where the carb fastens to the head? The long bolts indicate to me there should be a heat block. I have looked on-line at pictures of Seeleys, but it's difficult to clearly see that part of the bike.
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Its got me thinking just how many of these bikes are left out there? mine is number #1063, so like you Jimg it points to mine being an earlier rather than later model. Colin Seeley apparently produced around 300 of these cracking little bikes but depending on who you speak to this figure could be as low as 280 or as high as 350?
