Jarmo Kaila: -Move the crank pin location outward on the flyweights (using an offset

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). Address: 1204 Big Bartons Creek Road, Dickson, TN 37055 Has anyone else done this? 2) How do I identify TLs? IMHO nobody should try competitive riding on a TL without one. Al Johnstone Alan.Johnstone@trw.com tubes sticking up from the top triple clamp) just 10mm to 20mm (1/2" to 3/4") makes a difference and doesn't reduce ground clearance to any noticeable effect. In the latter the cylinder head breaks horizontally into two, camshaft in between.

-Shrink the stock rod assembly Then Bob Ginder of B&J Racing performed his "knurling" on the plates and I haven't had to touch the clutch since. 4) What are the common problems/weaknesses with the TL? If you plan on doing any engine work yourself get the "Honda oil filter spanner wrench", the special socket used to get the oil filter nut out in all these small engines.

There has been comment recently on oversize TL engines. IIRC, it's the early heads that swap for the 1-piece heads. I think the absolute max for the TL engine is 223cc (=67mm bore x 63.3mm stroke).

how do you rate the zongshen engine? 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. They run $100 for the pair, and are now in stock.

Jarmo Kaila:

Comparing the TL engine to other older small Honda thumpers the cases, ignition and crank (heavier on the TL) are different. David Silver Spares Jarmo Kaila: Address: 1204 Big Bartons Creek Road, Dickson, TN 37055 http://www.kaila.net/tl125/index.html Lots of parts, spares and accessories. This makes the engine less "snatchy" at low rpms, making it more difficult to stall. Here is a list of some companies that seem to have considerable experience with the TL125: B&J Racing Products At least 1997/1998 such unusual items as rear shocks (w/o springs), fork tubes, seat covers and side covers were still available. 9) How about oil and fuel requirements for the TL125?

Wit a big bore mill the engine braking naturally increases, this takes some getting used to. 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).

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).

1.) We can also do any machine shop services, plus performance head work (porting, oversize stainless-steel intake valves, etc).

This feature certainly rewards a smooth riding style. On the TL125 site there is a picture of my cracked standard barrel bored to take a 750 piston. Standard TLs should be perfectly happy with just pump fuel. Further, the cam on the early 2-piece heads sits a bit lower relative to the head gasket surface and you need to use tensioner pieces from the 2-piece-head model because they're shorter than the 1-piece-head models. TL has no oil filter. in tighter turns the bike wants to increase the steering angle and one has to hold back against the bars. 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).

e-mail: info@sammymiller.co.uk Both caused clutch slippage in the big bore engine, probably due to the anti-friction additives (and occasional drag despite having knurled clutch plates). b.j.racing@worldnet.att.net WOT from off-idle), especially if the fuel is not fresh. IMHO nobody should try competitive riding on a TL without one.

Jarmo Kaila: My question(s) are. Jarmo Kaila: etc.).

Jarmo Kaila