63156XL185'180' jug1853, 5, 6, 7

Would love some feed back off anyone who may have done this engine change before. Fax: +44 1728 832197 Proper caution must be excercised if trying to attempt cam/piston swaps … ShapeShifter, August 26, 2010 in Vintage Dirt Bikes. It is caused bu clutch plates (both friction and metal) wearing extremely smooth, so the oil in between them is squeezed to a very thin film and acting almost like glue. If it's thin, it can vibrate and cause ring leakage, and if it's too thin it can break. These handling characteristics are probably a combination of "tall" triple clamp (ie. Sometimes it is claimed that a 122cc barrel wont do but a 124cc barrel will. My recommendation is to set the static ignition timing correctly and scrape a mark on the ignition points back plate. I now have a big bore kit in my TL125, and the difference in engine response is amazing. I retarded the ignition and run only slightly over 0.02" spark plug gap (0.6mm). My first tries were with "traditional" high quality engine oils, such as Mobil 1 and Castrol Syntec. Sammy Miller Motorcycles Ian Smith Information lists there being 5 articles in their Motorcycle Reports database. Web-page:

e-mail: sales@davidsilverspares.co.uk Then set the ignition to fire at TDC (there is a mark on the flywheel for TDC) and make another mark. The challenge is to find a good lubricant that gives smooth clutch action without dragging or slipping. Both operations also improve the clutch action, the start of clutch slip begins more progressive. something with at least 63mm bore. Bob Ginder: In the latter the cylinder head breaks horizontally into two, camshaft in between. 9) How about oil and fuel requirements for the TL125? So although TL125 is quite easy to start it is probably a good idea to remove the spring from the right hand footpeg. Jarmo Kaila: Honda has long held that a cylinder liner must have sufficient thickness to withstand on its own considerable loading; this is because at operating temperatures the liner is essentially retained only at the flange and more or less floats freely along its length. Big bore kits (150cc), head flowing, various vintage and modern trials parts and accessories, almost any part, accessory or work you would need for the TL (new, aftermarket and used parts, fork reconditioning etc. //-->Javascript required for contact e-mail address to show You may use shortened 185-200 cylinder blocks with 125 heads and cases, and use shortened camchain to put the bigger heads on modified 125 cylinders. Though all of those above are reliable, sizes marked '*' leave little room for repair re-bores and none for additional displacement regardless of whose kit it is. years, starting 1981. This will result in slight loss of top end power, but you won't notice anything in trials riding (maybe different for street riding where you really get to use the top gears with WOT). The later 2-piece heads don't swap because one of the changes implemented at that time was moving the points and advancer from the end of the cam to down on the end of the crank. I've received a lot of e-mails about modifications people used to do to TL's, seems that in the mid to late 70's a lot of people tinkered with the TL. Al Johnstone Alan.Johnstone@trw.com ModelYearSerial noBore & StrokeDisplacement

have non-desired effect on the engine performance . I been experimenting with various modifications to alleviate this problem while still keeping the bike in AHRMA "modern classics" class. e-mail: info@sammymiller.co.uk These modifications together changed the measured rake from 28.5 degrees to about 25 degrees (note: these were measured so they may not be absolutely correct, however the decrease in rake is about 3 to 3.5 degrees).

Pam Falcioni (Powroll Inc.): This is untrue; both liners are of the same outside diameter and when bored to accept a 750 piston the wall thickness is left at 0.018" (less than 0.5mm). You have to "unscrew" the tightener to tighten cam chain (manual just tells you to "turn the tightener until resistance is felt"). in tighter turns the bike wants to increase the steering angle and one has to hold back against the bars. Performance stroker cranks, big bore kits, head porting. Jarmo Kaila: Web-page: 15936029_1622844741064535_1431147698_n.jpg, 15942088_1622844777731198_1733663596_n.jpg. Big bore kits (150cc), head flowing, various vintage and modern trials parts and accessories, almost any part, accessory or work you would need for the TL (new, aftermarket and used parts, fork reconditioning etc. Proper caution must be excercised if trying to attempt cam/piston swaps for increased displacement. Since we shrink the rod - everything goes back together just like stock parts. For a comprehensive write-up on the subject of gasoline plese see autos/gasoline-faq. TL has a little spring that can be used to "lock" the left footpeg to "up" position, however in most bikes I've seen this spring is lost or broken. To address the triple clamp offset issue I actually changed the whole front end for a unit from mid 70s Yamaha TY250. Original Honda units are 14 1/2" long (370mm), I have swapped them for 15 1/4" (390mm) Works Shocks units from B&J Racing. The next step is changing the rear shocks for longer units. When suddenly opening the throttle off of the idle position the engine "coughs", hesitates for a while and then goes (well, goes as well as you can expect from 4.5 HP). Set the ignition between these points and start experimenting, changing the timing little bit at a time until you are satisfied. Probably about 25% more horsepower, and 30% more torque than stock. 1Bore-out or may use CB550 liner if cases bored. When I got my bike the tightener was screwed in all the way, resulting in so loose cam chain that it had jumped 2 teeth on the sprocket. You can use any piston you wish - the only thing you'll have to check is to be sure the skirt of the piston is short enough to clear the flyweights at bottom dead ctr. When suddenly opening the throttle off of the idle position the engine "coughs", hesitates for a while and then goes (well, goes as well as you can expect from 4.5 HP). Also, if you decide to go ahead with the stroker kit I'd have the cases bored to accept a larger liner while you have the engine all torn apart, this way adding displacement in the future will be rather painless operation. Jarmo Kaila:

Ian Smith Information lists there being 5 articles in their Motorcycle Reports database. Telephone: +44 1728 833020 -Shrink the stock rod assembly

If you decide to do plate work do it so that the plates are not warped!

Jarmo Kaila:

These modifications together changed the measured rake from 28.5 degrees to about 25 degrees (note: these were measured so they may not be absolutely correct, however the decrease in rake is about 3 to 3.5 degrees). Shift lever splines are the same as many other bikes. 4) What are the common problems/weaknesses with the TL? BG from larger motors will overhang some smaller crankcase bases but are still functional. Address: Bashley Manor, Bashley Cross Road, New Milton, BH25 5SZ, England Hoyt McKagen batwings@i-plus.net Both caused clutch slippage in the big bore engine, probably due to the anti-friction additives (and occasional drag despite having knurled clutch plates). Other things - hardweld mid to top end cam - we regrind your stock cam, oversize header with supertrapp - down pipe, heavy duty valve springs - recommended for race engines using our cam.



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