The Honda TLR trials Bike.

*******

This is the seond of the Interactive pages where you can join in and give us your Knoledge of the breed if you wish? and also comment on the modifications stated , and add your opinion what to do to make the TLR Honda Tick.

 Dont be shy we are all in the game for the same reason, to get the best out of our machines and more than that have fun.

And dont  forget the TLR was never a factory designed trials machine.

 

*******

Matt Sleep's TLR200

 

 

Matt Sleep's TLR200 Evo

 

The TLR Honda's in 2017 remain one of the most popular twin-shock machines. Good parts availability, and gentle easily manageable power delivery makes them a sensible choice for many riders. However in common with other Japanese trials bikes these are machines which can be improved significantly by carefully carried out alterations and modifications.

 

Classictrial have been carrying out alterations to the TLR now for about 15 years, and changes to the footrest position and steering angle were one of the first modifications that were made. These changes proved so effective that 100s of frames have now been modified, and this is the first step in converting a TLR into a far more serious and competitive machine.

 

Hampshire rider Matt Sleep is perhaps the most successful TLR rider of recent years, coming second in the 2012 Sammy Miller series, and winning the series in 2013 and 2014, but more recently being sidelined due to problems with his knee. The alterations detailed here are pretty much what has been carried out on Matt's TLR200 motor, and mean 1st, 2nd and 3rd gears can be used in the sections.

 

Carrying out the modifications detailed here will substantially increase the rear wheel power of a stock TLR (approx 8bhp), but its worth bearing in mind though that all the changes carried out together will make the bikes much more of a handful for novice competitors, who might find improving steering and suspension is a better idea.

 

Firstly the motor to be modified needs to be in good mechanical condition with NO play in the cam drive side bearing, and no problems with kick-start ratchet slipping or jumping. If there are issues with either of these things they have to be rectified properly to avoid future possibly very costly problems.

 

 

Wiseco pistons and std TLR

 

Any one of the modifications explained here will improve performance, but the maximum gains are only possible when all of the changes have been carried out. Increasing the compression ratio by fitting a Wiseco piston is the first thing to do, especially if spreading the cost over a period of time is helpful. For some riders the improvement from higher compression (increased torque, smoother running at low speeds), may be all that's required, and this modification is ideal for club-man riders competing in easier events.

 

Ports on the TLR head are poorly finished, very often with large steps between the port itself and the valve throat area. Its a good idea to blend the port into the valve throat, and this will improve low speed running, and help reduce the tendency to spit back and stall. Ultimate cylinder head on TLR involves reshaping the inlet port for better low rpm gas flow, and fitting a larger inlet valve seat with a bigger valve. Ultimate camshaft for TLR trials bike is something with slightly more duration, but substantially increased lift. Failing that, cams intended for XR200 work better than stock and fit the TLR motor after minor alteration has been made. Head from ATC200x will fit the TLR, and has more fin area and bigger valves, and is a good idea if stock head is badly worn.

 

 

TLR valve seats blended into ports

 

TLR OE exhaust system is heavy, restrictive, and not great to look at. The various aftermarket systems are much lighter and less restrictive, but all seem to be of relatively low volume, and while slightly better than OE in performance terms, will not work anywhere near as well as the large volume HRC system that was fitted to the RTL. Having made systems along the same lines as the RTL one, but designed to fit the TLR, this is something that really does work very well and needs to be considered by anyone wanting the very best possible performance from their bike. Slightly longer RTL type front pipes increase torque slightly, but dont seem to be commercially available.

 

 

 

 

 

 

Large volume competition exhaust

 

Stock air box on the TLR is like the exhaust quite restrictive, and this is due to the flame trap gauze which the foam air filter sock mounts onto. This is relatively easy to overcome by removing the stock filter, fitting a mounting stub into the intake hose, which will accept a foam pod filter. Stock carbs are often past their best, and Sheng Wey pattern replacements work well, or for the ultimate motor TM24 Mikuni, custom intake manifold, and alloy air box.

 

The alterations outlined here will if properly carried out, result in a TLR with plenty of power for better riders in harder events, and mods such as increasing the compression will improve bikes being used in club events significantly.

 

There is a lot more to come on this page about the Honda TLR. so Please join in and throw us your four pen-eth worth.

 

All Photos Courtesy Classictrial. 

 

More Later, and don't forget ,if you don't coment, don't knock the advice given.

You know these machines run Very Well Indeed.

 and more still, are Winners.

 "If you want the Best you have to Beat the Rest".

 

More Later.