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Just recently gone onto tubeless IRC using a 315r rim and had no problems at all!
Running lower pressure than I ever did with the tubed setup.
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If you are asking a question like that then you would not last long as a scrutineer in pre 65 trials!
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Pvl direct on crankshaft, clutch side. Mag and drive removed.
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What about 350 engine with Alfin alloy barrel, Ariel conrod, A65 piston, 75mm bore x 93mm stroke = 410.9cc.
Rides very well!
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What exactly is the footrest mod?
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At last, original condition bike on ebay, with exhaust!
This could be interesting.
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I run my TLR with the carb float set higher than recommended. It seems to run smoother and 'cough's' less.
The only problem is with the extra fuel in the bowl it is easy to flood if the bike is laid down.
Just lower your tickover gradually with adjusting screw until it feels right.
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Deep pockets don't make a good rider!
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That sounds about right. I think 39 on the rear is standard.
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I agree with other posts, try before you extend. Mine works fine with head angle mod and standard swinging arm length.
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Back to Craigs diagram I think you will find that that ROD is connected to the top of arm 3.
Numbers 6,9,10,11,12,14&15 are all located in the top of the engine casing.
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The wedges sit below the screw, so when the rod is pushed up by the spring it is locked in position by the wedges being squeezed around it.
The rod itself should be parallel for the wedges to grip onto. Look at item No 221281194796 on ebay
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You don't have to remove the small screw (10mm spanner)
The chain should auto adjust when the larger screw (14mm spanner) is loosened.
The mechanism is spring loaded. Two wedges grip the centre rod in position when the screw is nipped up.
The book tells you do this with the engine ticking over but it can be done with engine off.
With engine running, slacken large screw, chain noise should reduce, re-tighten screw. done.
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Bike is listed as for sale at The Twinshock Shop. They will give you details of build.
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The 250 I have didn't seem to run any different to a 250 Tlr I had at that time. (both ran very well)
Do you know how many 250's Mr Gollner modified?
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Do the engine modifications above apply to all Gollner 250's or just the one pictured?
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If they did not rot, where did they all go?
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I guess by the lack of replies, not many!!
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Just wondered how many of the remaining Seeley's still have the original stainless RSC back boxes fitted.
I had one from new and the rear box needed plating before it was two years old, paper thin!
The odd ones that come up for sale all appear to have after market exhausts fitted.
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I had an early 349 from new and they were known for dropping out of first gear!
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I have a 250 mono in bits at the moment so easy to measure and copy.
Can I ask why you want to build one as I bought this one to use as a twinshock!
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The tlr header pipe has a much tighter bend than the Seeley.
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The original exhaust would sell for a fortune on ebay!
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Both bikes steer completely diferent, not sure which is best as I use the TLR all of the time.
The Seeley has closer trials gear ratio's and is built with better cycle parts.
I would go for the Seeley if it is the right price.
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Hi measured with a tape, centre of spindle to front edge of rear axle slot = 440mm
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