Every bike we restore has the engine fully stripped and vapour blasted clean ready for whatever finish the end user specifies. Once stripped, every component is inspected and replaced as required. Every bike has a new piston and a fresh rebore, although, as some of the bikes have such low miles and are in such good condition this may not be necessary. As we do not know the history of each individual engine, every one we restore has this done without fail. For our own restorations we also install a modified cylinder head with larger intake and exhaust valves to improve performance. 

Once the engine has its engineering work done, it is then fully rebuilt using new gasket and seal sets. The cam chain is replaced and any bearings that are required are also replaced, making the engine as good as the day it was built. Depending on the customers choice of finish, the engine is either painted at this stage or before rebuild for more specialist finishes.

Once installed, the customer always receives a brand new carburettor and air filter, using the original Honda airbox ( no big aluminium airboxes here, they are just not needed).

Our standard finish option is to paint the engine in 2k black or silver. We can also offer a Cerakote finish, which is a form of ceramic coating. Ceramic coating offers an almost unlimited number of possibilities and also has the added benefit of being more durable and completely impervious to fuel and oil. This process, however, does add an additional cost.

Over many years of working on, and modifying the TLR200, we have developed several modifications which we believe to be beneficial and improve the competitiveness of the bike. Every modification is tried and tested on our own bikes before we consider them for customer use and we now have many bikes running in trials which have all or some of these modifications. Please see below for more information on the modifications we can provide.

We have developed this as an upgrade to your original cylinder head, we increase the size of both the inlet and exhaust valves to maximise the performance of the head. The size of these valves matches the size used in the TLR250 but using the original cylinder head means smaller intake and exhaust ports, this maintains the smooth power delivery of the TLR200.

This conversion is done on the standard cylinder head so the inlet and exhaust ports remain the same, some other conversions we have seen use a larger inlet and exhaust port, we have tried this and the power delivery becomes more aggressive taking away the smoothness of delivery that the TLR200 has.

This conversion is available for you to just send us your cylinder head, we will turn the job around as fast as possible and return to you for rebuild. This does require removal of the engine to remove the cylinder head.

This camshaft gives a higher lift on the valves and also a longer duration for valve opening.

The advantages of this are:

*Fitting this camshaft does require you to re-set the rocker arm clearances.

The camshaft modification does not require the removal of the engine

This brand new CDi unit installs in exactly the same way as the original CDi unit and fits to the same space inside the top frame tube.

Our modified CDi offers a smoothed ignition timing curve which allows the bike to rev more freely and maintain higher RPM’s. This also makes starting the bike easier.

This is an easy upgrade just requires removal of the petrol tank and seat for access

This modification changes the output gearing to match that of the TLR250. Our primary drive lower the output drive shaft speed, allowing more control in the sections. It also makes the gearbox more usable, with the ability to quite easily use first, second and third in the sections and if you’re on a big one possibly fourth.

This conversion has taken many months of searching and development and can not be done at home. We would require your bike at our workshops where we will carry out the conversion for you.