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New for 2012

* Finally please remember that all of the above information is provided on the strict proviso that any modifications or changes not carried out specifically by Classictrial, are not guaranteed or warranteed in any way, and are entirely the responsibility of the individual carrying them out, and that Classictrial are not responsible in any circumstances for damage or injury that may occur as a result of poor workmanship *

As there still seems to a great deal of interest in the TLR200, we will be detailing how to go about converting a completely stock machine into something far more competitive, and suitable for use in serious  twin-shock events. We have already provided a fair amount of information to help with improving the TLR, but our new pages covering the bike will go into much more detail, as well as outlining the effects of more recent development work.
The bike is based around a stock TLR chassis, which has been modified  to our very latest specification, and provides far better handling than the stock frame, which seems more suited to trail rather than trials  riding! We have already tested a pair of the completely new Mk5 Falcon trials shocks on the bike, and these complement the changes we have made to the frame very well.   
To match the greatly improved rear suspension, we will be fitting modern 38mm forks, as while the stock Honda forks can be uprated, the internal damping system is relatively crude, and is not ideally suited to serious competition use. As well as better suspension the 38mm forks increase the rigidity of the front end, which means more precise steering.
Matt's bike will also have one of our “Evo” competition tank seat units fitted, which we think looks a lot smarter and less cumbersome than the alternatives available for the TLR currently. We will be making a small production run of these in the near future, and full details will be provided on the site as soon as everything has been finalised.
After a lot of work and trying numerous different arrangements relating to various intake and exhaust system arrangements for the TLR, we have come up with a modification to the stock air box, which improves power and response, and works very well using either a modified VM22 Mikuni carb, or a TM 24mm flat-slide.


ClassicTrial picture, Matt Sleep TLR 200.

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ClassicTrial picture, Matt Sleep TLR 200, click to enlarge, click pop-up to close.

Evo tank-seat unit

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ClassicTrial picture, Evo tank-seat unitl, click to enlarge, click pop-up to close.
In our view the 200 Professional Fantic was pretty much the best twin-shock Trials bike ever made, and we intend to outline exactly how to go about making one even better, with much of the information provided also relating to other forward kick Fantic's such as the 240 and 300.
In common with the Honda the forward kick Fantic chassis has a very relaxed steering angle, which really does need to be properly modified if serious use in modern conditions is intended. The forward kick chassis used on 240 and 200 Pro is also susceptible to distortion around the steering head area, and this often means a even more chopper like head angle, and a longer wheelbase.
Our project bike will have the steering angle altered, and footrest mounting positions re-located, which in combination with fitting uprated front forks, and some very trick prototype Falcon rear units, will result in greatly improved handling, and make the bike much more suitable for use in modern conditions.

200 Professional (before)

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ClassicTrial picture,200 Professional (before), click to enlarge, click pop-up to close.
The 200 Pro grips far better than any of the other Fantic models, and is very smooth at lower engine speeds. However a modern large volume air box, OKO carb and very careful attention paid to the exhaust system, will provide even smoother running and an increase in power. We have fitted  Beta kick-starts to 156cc FK motors in the past, and the project bike will also have one on it.


Beta kick-start

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ClassicTrial picture,  Beta kick-start, click to enlarge, click pop-up to close.
We feel that the TY175 is a very able twin-shock machine for use in easier events, and as there is little available in the way of simple cost effective modifications to help make these bikes more competitive, for 2012 we will be offering a few things to improve the performance of the TY175, as well as chassis alterations to provide more modern handling.
Initially we will be offering 26mm OKO carb kits, and some very special alloy fuel tanks, which are designed to fit TY175 and 250 as well as the Majesty derivatives of these bikes. Very restrictive poorly designed exhausts are a problem on the TY, and we are currently involved with the design and manufacture of a competition type system, which may go into limited production at some stage.
The steering geometry on all the TY machines is far from ideal for use in serious competition, and we can help with modifications to the steering head angle, as well as extending the stock swinging arm on the TY175. Rear suspension can be improved substantially by fitting Falcon shocks, and the newly introduced Mk5 versions with revised internal parts and settings work even better!
We can assist with fitting modern forks to any of the TY models, and these are a cost effective way to greatly improve front suspension and steering, and seem to be more easily available than the TY Mono forks which are a popular upgrade for the twin-shock bikes. Porting work and modifications to the cylinder head work very well on the TY, and we will be offering this service in the early part of next year.


Classictrial TY alloy flat tank

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ClassicTrial picture,  Classictrial TY alloy flat tank, click to enlarge, click pop-up to close.

There appears to be an awful lot of confusion related to carburetion on trials bikes, and its very common to see questions on trials chat forums about which jet sizes to use, and even asking for exact settings for things like the pilot air screw! This being the case we are going to be including a general guide covering trials carburetion, which hopefully will be of help to anyone having problems, and will also outline the correct way to tune carbs for best possible running.
Carburetion on 2T machines is also sometimes compromised slightly by the use of excessive amounts of oil in the fuel, and seemingly few people are aware of the differences between an oil intended for pre-mix competition machines, and so called “fully synthetic” types more suited to use on autolube scooters. We will be providing more information relating to this, as the use of the correct oil at the right mix ratio is something that will certainly provide better performance and longer engine life!

Classictrial TM24 Mikuni with TLR manifold

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ClassicTrial picture,  Classictrial TM24 Mikuni with TLR manifold, click to enlarge, click pop-up to close.