The Seeley Honda TL200E was a trials machine brought to the trials buying public at a time when Racing Service Center (RSC) was developing factory machines for the world’s best riders contracted to ride for Honda Motor Company. In 1973, the RSC was created as a separate company involved directly in motorcycle racing.

RSC was involved in the development and supply of racing motorcycles for the Japanese domestic competitions. In 1976 RSC began participating in the European endurance championship.

Later it would evolve into Honda Racing Corporation (HRC). We spoke with Trevor Kemp who was at the sharp end of trials in the late 1970s, he was employed by Honda UK. We bring you his story and his involvement in convincing Honda to produce a trials model in the United Kingdom – and what transpired after that.

Words: Trials Guru; Trevor Kemp

Photos: Colin Seeley; Olivier Barjon; Jean Caillou Collection; Steven Jamieson; Don Morley/Hitchcock Motorcycles; Barry Robinson; Archie Love; Iain Lawrie; David Butler; Grant Taylor; Glenn Carney; Jimmy Young; Colin Bullock/CJB Photographic; Joan Forellad/The Honda Trials Story; Trials Guru Archive. (Main Photo: Glenn Carney)

Trevor Kemp: “My involvement began a few months after I joined Honda UK as an area field manager. Later on as well I was also involved in the off-road planning committee as a representative for Honda UK with Japan. After I left the John Banks Honda Centre to start work at Honda, I lost my sponsored Bultaco ride that went through the dealership. Jim Sandiford, the Montesa importer had wanted me to ride a Montesa through the shop, but due to the dealership’s commitment to Comerfords, it never worked out, so he kindly lent me a new 348 Montesa Cota that had just been launched. Jim at that time was also a Honda dealer. After winning several Open To Centre trials in the Eastern and South Midland Centres, Sandifords placed a Montesa success advert in the motorcycle press in which I was featured. This came across our Sales and Marketing Director’s desk and he wanted to know why I was not riding a Honda? When I explained that Honda did not manufacture a competitive trials motorcycle, he suggested I spoke with the Racing Department to see if they could sort out a bike for me. With Rob Shepherd having the only Trials support on a factory bike, this was never going to happen. I continued to ride the Montesa trying to keep under the boss’s radar.”

It began to happen:

“Then Ryuichiro Yoshimi or ‘Yoshi’ as he was known, our Technical Co-ordinator between Honda UK and Japan, approached me that he wanted to start a project to build a production Honda Trials motorcycle and wanted me to be involved. His idea was to build the motorcycle here in the UK, with engines supplied from Japan that would be built and modified by Honda’s Racing Service Centre.”

“The frames would be manufactured here, as chassis technology and cost, particularly for Trials would be the better route. Coupled to that, development and unforeseen problems could be dealt with quicker than relying totally on Japan. The design concept for the motorcycle was to look in essence like the factory RTL 360. Although the engine would look different, the fuel tank, seat unit and frame could be manufactured to mirror the bigger RTL, almost like it’s smaller sibling.”

“The engine was based on the well proven unit that was fitted to the Honda XL185 trail motorcycle. The capacity was increased to 200cc by a larger bore size and slightly different camshaft. The transmission and gear ratios were also changed from the original XL185 trail ratios and profiles. A heavier flywheel and ignition was also fitted. Honda RSC had some previous experience with modifying single cylinder engines for trials back in the early to mid 1970s when they produced a heavily modified 200cc version of the TL125 engine. When I worked at John Banks Honda Centre, Honda gave us one of these which I rode in a few events. When Eastern Centre Champion, Allen Collier lost his Jack Hubbard sponsored Bultaco ride, we let Allen ride the motorcycle. He had some success on the bike, but the lack of power and the fragile bottom end of the TL125 particularly in the bigger trials events, caused reliability problems. With RSC using the bigger 185cc engine, this gave us more confidence with reliability.”

All systems go:

“With the project getting the go ahead, we then had to decide who would manufacture the chassis. We seriously looked at using some of the established trials chassis manufacturers in the UK, as they had the experience on incorporating design married to trials chassis dimensions such as steering head angles, wheel base, seat height and so on. However, the powers that be at Honda UK wanted us to talk to Colin Seeley who had at that time a relationship with Honda producing racing replicas out of production Honda sports bikes. Also Colin had excellent experience at chassis manufacturing albeit in road racing.”

“After several meetings with Colin, it was decided that this for us was the way to go. Using square down and top tubing which gave the look of the RTL360, the engine was used as a stress member along with an alloy sump shield.”

“This allowed the use of small diameter tube for the rear sub frame to keep the weight down and also manufactured box section for the footrest hangers instead of thick, heavy plate. With a beautiful looking tank/seat cover that covered an aluminium fuel tank, the chassis not only looked the business but looked right. As there were no production competitive front forks available from Honda, we decided to use the Marzzochi front fork and yokes which were freely available, a good quality unit that worked well. We also looked at several Italian hubs including Grimeca, but decided to use Honda hubs and wheels. This came about when Honda UK decided to break up a number of CR125/Elsinore motocross machines that they had over ordered and were out of date with new models on the way. Also used were the footrests of these machines. Several other components were used from Honda, such as air filter boots and control levers. The chain running block on the top of the swing arm was a modified Honda cam chain tensioner. “

“We also used the Girling Gas shocks for the rear, and Norman Blackmore who I knew well, got to work on developing a new unit. These shocks were now being used on the RTL 360 so it made sense to go down that route. Along with engine, we also received an RSC exhaust system. When the bike went into production, due to cost and ease of shipping, we just brought in from RSC the outer stamping and Seeley manufactured the centre box and welded on the backing plate to the RSC outer stamping.”

“I had made several trips down to Colin’s factory in Kent whilst the prototype was being made and had to kerb my excitement as I could not wait to try the motorcycle. At the back of Colin’s factory there was a piece of waste land with a few banks to try the bike on. Straight away the balance felt right and with slight adjustments to the forks and rear shocks I was impressed with how it steered and handled. We had to do some work on carburation and gearing to get that side right or somewhere close. Although it did take me a bit of time to get used to a four-stroke one problem we did have was that the motor would not rev out. We then found out that the seat and tank unit was pushing the air intake rubber flange inwards, thus restricting the air flow to the carburettor. Back to the workshop and a modification on the airbox cured the problem. I have to say it did look pretty, just like the vision we had of the bike. I loaded the bike up and went home to more practise and to ride it in a few trials to make sure everything was OK. The first few trials I rode, the Seeley caused a lot of interest with spectators following from section to section all looking to see how it performed and to hear the sound of the four-stroke which, at that time, was non exsistant in trials as all the other bikes were two-strokes.  We also did a test up at Rob Shepherd’s and a young Eddy Lejeune made the trip from Belgium to try the bike. He was impressive on the little 200 and even more so when he tried Rob’s 360. I even got to ride the 360 and could not believe how good it was. I thought it’s sad that Honda could not make this into a production trials bike, but it was not to be.”

“I had some good results on the little 200 and won a few Eastern and South Midland Open To Centre trials. I also did a fair number of National Trials including the West of England and the John Douglas.”

“It was a very good bike for the centre and clubman rider, being a four-stroke it gripped well in the mud and on slippery sections. However being only 200cc the bike struggled on some sections where you needed power and more cubes.”

“I was then told that one of the young Honda Japanese riders was coming over to the UK to ride and test the Seeley Honda. His name was Kiyoteru ‘Kiyo’ Hattori. I arranged to get him a bike and he came and stayed at my house. We went out testing a lot, locally to me, and he was impressed with the bike. We arranged for us to ride in a South Midland centre trial, I think at Market Harbough, to see how the bike compared to the other manufacturers bikes, which would be a good bench mark. Also one of the RSC Japanese staff came to watch the trial. I think he was on a visit to Honda UK for meetings with the various race departments. All I remember was that he spoke no English, so communication was difficult. Kiyo won the trial and I was second, so they were very happy. We both did another local trial but I can’t remember where being over forty years ago.”

“Kiyo then came over and rode in the Scottish Six Days on the Seeley 200. We then had two RSC 250 engines sent to Honda UK. These went down to Colin Seeley’s to be installed into the frames. These fitted without much alteration.”

“They were for Kiyo Hattori and Eddy Lejeune to ride in the Scottish. I had a brief ride on one and the engine was very good. Eddy also rode a Seeley 200 in the Scottish the year before, 1980 his first Scottish, where he finished twelfth and was best newcomer. Eddy and Kiyo then went on to ride the mighty Honda 360 to great success.”

“The production of the Seeley Honda began on the initial order of one-hundred machines and to start with, the sales were healthy. The projection of around three-hundred orders from Honda was never met and increased retail pricing slowed sales and stocks of the bikes built up at the Seeley factory. Colin took over distribution from Honda UK but sadly sales failed to pick up.”

“About six years ago I saw Colin at a Honda 750 anniversary event held at the David Silver’s Honda Museum where he was a judge. We had a coffee and a chat regarding the times we had together developing the Seeley Honda trials bike. Although sad at how it ended, but at the same time proud of that project. He did say that he sustained a big financial loss.”

Where is number 1?

Interestingly, Trevor Kemp told Trials Guru that he still has one of the first Seeley Honda chassis, which was numbered ‘SHT 002’ and was one of two pre-production machines which Colin Seeley had built in his workshops. Chassis number ‘SHT 001’ was used for photographs, testing and for later display at shows and events.

By way of an upgrade, Trevor Kemp was issued with a fresh chassis just as the first batch of Seeley Honda TL200Es were being built, to replace chassis number ‘002’. Trevor swapped the engine, wheels, forks and other parts to the new frame and swinging arm and realised that some elements had changed and not necessarily for the better, as the rear tyre contacted with the inside edge of the rear mudguard. Trevor took some measurements and compared these with the dimensions of frame ‘002’ and discovered that the swinging arm had been lengthened, but the rear subframe remained the same dimensions as ‘002’. This resulted in a change to the specification of the Girling Gas Shocks with a longer bumper stop being fitted.

Trevor Kemp wasn’t asked to return the prototype chassis ‘002’ to Seeley’s and it lay unused for many years at a shed on a relative’s farm. It was unearthed when the family were moving home and came back into Trevor’s possession. He then came across an unfinished Honda RTL250S project that was being sold off at a reasonable cost and that produced a useable engine, plus other components, which slipped straight into the Seeley chassis. ‘002’ was reborn and happily Trevor still owns the complete machine to this day.

Seeley Honda Trials – Colin Seeley:

In 2008, Colin Seeley wrote a comprehensive and well illustrated book on his life entitled ‘Colin Seeley …and the rest‘ in which he talked about the Seeley Honda for trials that was entrusted with his company by Honda UK. It was all going on at a time when his wife, Joan was seriously ill and also his mother was at her end of life. This must have presented an incredibly challenging set of circumstances for Colin and his family. Seeley had been in a business partnership with Bernie Ecclestone who would go on to own the rights to Formula 1 car racing, so Colin, coupled with his engineering knowledge, had learned much about business, managing people and race teams in a long and distinguised career. As described by Trevor Kemp, Honda had a very valid reason for placing the development of the Honda TL200E trials machine with Colin Seeley’s business, as he was already contracted to build sports road bikes, such as the Phil Read Replica for Honda in the UK. These and the trials machines would both be official Honda models, all assembled with many components made in the UK, they were effectively ‘adopted’ by Honda.

In his book, Colin Seeley wrote in Chapter 5 entitled ‘1974-91 Just like old times’: “As 1978 proceeded, Joan’s health was not so good… In September we saw the surgeon Ellis Field at the Woolwich Memorial Hospital, I was told confidentially by him after an examination of her condition. that the cancer had returned and she had only six months to live… Then something completely different came up, a trials bike. The idea was brought to me by the Honda UK Japanese technical co-ordinator Ryuichiro Yoshimi. In conjunction with trials rider Trevor Kemp the initial testing and evaluation was carried out.” [1]

Seeley then alluded to the politics that was part and parcel of dealing with a large manufacturer which worked to policy and decisions made by committees, in the case of Honda, across in Japan. The main reason that the Honda TL200E had its chassis made in the UK by Colin Seeley Developments, was primarily that it could be done without waiting on lengthy committee discussions and decisions. Colin Seeley confirmed that the ‘E’ in the model number stood for England.

Sales initially were encouraging as mentioned by Trevor Kemp and this was mirrored in Colin Seeley’s book. He wrote: “Production of the TL200E was underway, then first batch of forty bikes was ready for collection early in December 1979. All orders were processed through Honda UK and collected by J. Spurling Ltd, Honda’s carriers, who then delivered direct to the Honda dealers. In mid-January 1980 a second batch of forty bikes were ready, so at that point we were doing well. We were unaware for some time that the Honda sales department put all of the orders into an alphabetical order for delivery, which upset many of the dealers. For example Arthur Wheeler of Wheelers of Epsom had ordered six bikes at the show and was still waiting delivery six weeks later.” [1]

Colin Seeley: “As 1980 continued, in September we finished the production of 300 TL200E trials bikes, and the project hit the barriers. UK sales had almost come to a halt, thanks to a lack of interest, or committment, by some at Honda UK who did not consider my case serious. By then I had negotiated with Mr. Amemiya, Honda UK’s MD, to work independently and sell the 117 unsold TL200E bikes which were taking up valuable space in our factory unit.” [1]

Racing Service Center and the TL200E:

As mentioned, Racing Service Center based in Belgium had a direct involvement with the Seeley Honda TL200E project. The engines were custom built, derivatives of the Honda XL185. Apart from boring the cylinders to achieve 199cc displacement, they fitted a bespoke camshaft which was designed to eliminate the known ‘splutter’ that small capacity Honda engines suffered when the throttle was snapped open or at times when the engine was just above tick-over. Some called this the ‘Honda Cough’. This was an annoyance to owners who rode in trials at the time. The gearbox was treated to the RSC attention, replacing standard gears with bespoke items. The Keihin PC20 carburettor had different jets deployed, again specifically for the RSC engines of which the drive-side crankcases were all stamped with engine identification numbers: ‘RS200T-0000 E’. This Honda numbering convention was uniform, but identified these engines as RSC built for the TL200E only.

The RS200T model engines are similar but not exactly the same as the RSC built for the Seeley. The RS200T units are numbered this way: ‘RS200T-0000000’. Outwardly, the rocker box is totally different with the head steady boss at the rear of the component for the RSC engine and the top of the rocker box on the RS200T engines. Gear ratios and camshaft are also different on the bespoke Seeley RSC prepared engines.

RSC had no direct input to the chassis, but did supply other components, being both wheel hubs, control levers and carburettors. The frames were numbered by Colin Seeley International as ‘SHT-0000’ which stood for Seeley Honda Trials and a four digit numbering protocol. Chassis and engines were not number matched in any way. Seeley used Reynolds ‘531’ tubing for the swinging arms.

The early Seeley frames had a tendency to crack at the steering head, this was picked up and was resolved in later batches by adding strengthening plates on the lower portion of the steering head. Many early frames were repaired in the same manner.

Seeley Honda TL200E – Today:

There is a strong following for the little 200cc Honda built by Seeley in twinshock and classic trials. Prices have remained firm, due in part to the relatively small number of machines produced by Colin Seeley International. Parts are a problem, such as pistons with owners sourcing other brands components to keep these machines going. There is even a facebook social media group dedicated to the machines where owners trade information on a regular basis.

As far as we know, Colin Seeley International did not preserve archive details of machines built, there is no known register of frame and engine numbers available. Current owners wishing to register a Seeley Honda TL200E with the DVLA, have to contact the Honda Owners Club UK for assistance.

One interesting machine in private hands was that of the late John Davies, a former Scottish Scrambles champion who built himself many special bikes over the years. Around 1987, John modified a TL200E which had been ridden in trials by Robbie Paterson, the son of Honda UK’s Scotland and Northern Ireland representative, Bob Paterson. Davies decided to modify the Seeley to monoshock rear suspension. To our knowledge, only one photo exists and the machine was eventually restored back to original specification by a subsequent owner.

Few realised, then and now, that the Seeley Honda project would actually encourage Honda to mass-produce trials motorcycles beyond the TL200E, but it did!

Beyond the Seeley Honda – Production Trials Machines:

Trevor Kemp: “There was some big senior management changes at Honda UK with the retirement of the long time Sales and Marketing Director, Eric Sulley. Gerald Davidson took over the helm and my job changed from being a Field Manager to Off-Road Co-ordinator. With new motocross, trials and enduro production motorcycle coming, I was tasked to set up an off-road dealer network, using some of our exsisting dealers and appointing new specialist off-road dealers. I also retained my position on the off-road committee, helping decide what specification off-road machines we would have in our off-road line up.”

“Honda UK received a pre-production TLR 200, which I tested and rode in a few local trials. The bike caused a lot of interest with the dealers and when launched quickly sold out. There was some aspects of the bike that were better than the Seeley Honda and some that were not. Overall it was the same problem with not enough power for the serious rider, but it was still a good trials motorcycle for the clubman rider and it was a Honda. Later I received a big bore kit consisting of cylinder, piston, crankshaft and revised gear cluster. Also in the kit was an alloy swing arm. Japan must have listened to my comments. This kit improved the engine no end and with more capacity and a longer stroke made it a better bike to ride in the harder sections. We looked at bringing a number of these kits in, but it was expensive and when added to the cost of the TLR 200, around £1,200, at the time it was not feasible.”

“We later learned that a production TLR 250 was in the pipeline. My riding came to a sudden stop when I tore the ligaments in my knee, I had to have major surgery, so riding was out of the question for twelve months.“

“Derrick Edmondson asked me if he could ride the bike in the SSDT which I agreed. Despite competing in enduros, Derrick was a very good trials rider and at the time was riding for us on a modified Honda CR250 motocross bike competing in the British Enduro Championship. It made sense for the Honda Trials program, as it would give us hopefully some good publicity. Honda then had a financial investment in Montesa. This was mainly to have smaller road motorcycles manufactured in Spain. The next Trials bike to arrive were the Montesa Hondas. Two models, the MH 200 and the MH 349.”

“These were Montesa models with a badge and graphic change. The same motorcycle you could buy at a Montesa dealer. However it did the Honda off-road dealer network more of a range of trials models to sell.“

“After a few months of setting up the Off-Road Dealer network, there was another management change at Honda UK. I was then made Off-Road Team Manager, taking charge off all off-road racing activities for Honda Britain which included Motocross, Enduros and Trials. Motocross was the priority, so with most weekends taken up at race meetings, my trials riding took a bit of a back seat. As mentioned earlier that a TLR 250 was in the pipeline, a pre production bike arrived at Honda UK. I managed to find some time and rode the bike in a few trials. The bike was pretty good and most noticeable was the increased power the new 250cc motor gave. The power delivery was also nice and smooth. At the events I rode in, it created a lot of interest and had several riders wanting to try it. However by the time the production bikes arrived in the UK the competition had moved to single shock or monoshock rear suspension whereas the TLR 250 was a twin-shock. Despite this, sales were steady as there were trials competitors out there who wanted a four-stroke trials bike to ride and those who had a TLR200 wanted to upgrade to a 250cc.”

“I had a meeting with my Japanese bosses who informed me that a four-stroke trials works prototype was being developed at HRC. They showed me some pictures and WOW! This bike was radical with a single horizontal shock Pro Link rear suspension system. They said there would not be a production version of this machine, however HRC plan to produce several units for sale and would Honda UK be interested. Of course we said YES! Honda were then embarrassed when a bike was sent to Europe for appraisal and the press got hold of the wrong end of the stick and thought it was a production prototype. I remember fending off calls from the UK motorcycle press and in the end Honda UK had to release a press statement to confirming that it was a works prototype. Then in October 1984, we flew the bike in and unveiled it at the Dirt Bike Show at Olympia. It was only there for the first weekend and was then flown back. That exercise cost Honda around £5,000, but it was worth every penny as certainly grabbed the headlines.

Honda UK then had to place an order, which If I remember was around the fifty unit mark but we were only allocated ten. The price tag was £3,500 but they sold straight away. At that time the most expensive Trials bike was around the £1,700 mark. I then got called into a meeting where I was informed that HRC wanted Honda Britain to run a top British trials rider on the new RTL. They would help with bikes, parts but we would fund the rest. The goal was to win the up coming British Trials Championship and to compete in the World Trials Championship with hopefully ending up with a top five finish. I was then tasked with finding that rider and a budget to run it. The rider I wanted was Steve Saunders. At that time I did not know Steve very well and what his situation was with Armstrong. I knew Alan Clews very well from my days working at John Banks. I called Mark Kemp at BVM, who I knew well from riding and sounded him out regarding Steve and his Armstrong situation. I couldn’t tell him everything but asked if he could get Steve to give me a call and keep it very confidential.“

“It was not long before Steve Saunders called and we discussed at length the possibilities of him joining Honda Britain riding the RTL. Budget was a problem which got resolved as Silkolene Lubricants who were our Honda Britain off-road team lubricant sponsor stepped up and increased their budget to us and some more help fom HRC. Then finally Steve agreed to ride for us. How we did it I don’t know but we managed to keep it under wraps until the Bristol Dirt Bike Show where it was announced. It made the headlines in the British motorcycle press. I let Steve have my TLR 250 to get used to riding a four-stroke until his RTL arrived which was in time for the first British round, the Colmore. Steve rode the TLR 250 and won first time out I think in the Vic Brittain. The RTL duly arrived, I took down the RTL the Thursday before the Colmore and Steve rode the bike to its first win in front of a huge crowd. From then on Steve and the RTL became a formidable force. Not long after, both Steve and I went to Belgium for a Honda Trials test along with Eddy Lejeune who was testing his new 360 Pro Link. Steve was impressive at the test and I could see the Japanese staff taking interest, whereas the 360 looked big and a handful to ride. Steve was having a great start to the year finishing second in the opening round in Spain, whilst Eddy was struggling to get to grips with the 360. Then mid-year a new bike arrived for Steve with numerous upgrades to the engine and suspension. The engine had new outer cases, the crankcases had been modified to give around 30mm more ground clearance. Trouble was with the smaller crankcases, the oil capacity was down to only 600ml which caused the engine to slightly over heat especially in hot conditions. A new improved rear shock, with revised linkage, but the front forks were the icing on the cake. Machined sliders, light weight stauntions and revised damping these Showa forks were brilliant. The engine over heating was rectified by fitting an oil cooler when needed. Steve continued his good season with a win in Germany, finishing third in the world, second in the SSDT and taking the British Championship, a first Honda win since Rob Shepherd. Honda UK were over the moon, and for me I was well pleased as it had justified me doing everything in my power to get Steve signed.“

“After several communications with HRC, Steve and myself were invited to Japan along with Eddy. Steve and Eddy were to ride in an arena trial along with other top manufacture riders. We also had to attend the opening of the new Honda head office, and visit HRC where Steve was to sign his new HRC contract.”

“The visit to HRC was an eye opener. Seeing all the road racing motorcycles being built along with motorcycles for Steve and Eddy (who had given up on the 360) was an experience you don’t forget and also how clean it was. You could eat your dinner off the floor. At the indoor trial Steve and Eddy riding RTL 250s got through to the final, beating Burgat and Michaud making it an all Honda final. Despite an upset stomach and a painful ankle sustained in his semi Steve and Eddy were level pegging right up to the last section where Steve had to admit defeat to the three times world champion.”

“Part of my discussion with HRC was that a minder mechanic was needed for Steve. I was doing a lot of work on Steve’s bikes and although I enjoyed doing it, however with my other racing commitments I was struggling to give it the time it deserved. HRC agreed and I then had to find someone to do the job. An opportunity came my way in the form of Derrick Edmondson. Derrick had been riding Honda Britain for three very successful years on modified CR 250 motocross bikes, and his contract was up for renewal. I was under pressure from sales and marketing for him to ride one of the Honda four stroke enduro bikes which I knew he would struggle to carry on winning. I had a meeting Derrick and told him the situation. I knew he would not compete on one, so I said to him however I have an opportunity that has come about where I need a mechanic/minder for Steve Saunders working in conjunction with HRC. I told him he would be the perfect person for the job as he was a very good mechanic, working on his own bikes, a good trials rider and of course a very quick off road rider. Derrick saw the bigger picture of this offer and excepted the position. Derrick worked out of the Honda Britain workshops and the relationship between him and Steve working well. 1986 was another good year for Steve on the Honda winning four world rounds another British Championship and again second place in the SSDT. He was getting more up dated factory parts with the engine increased to 270cc.“

“At the end of 1986 Steve left Honda and joined Fantic. With Rothmans pulling out as the team sponsor, budgets were tight and HRC only wanted one rider. Eddy had another year on his contact, so he got the ride. It was indicative of the times as Honda world wide were cutting back on their racing activities along with Honda Britain racing teams. There is no doubt in my mind that Steve would have won a world title if he had been able to stay with HRC. Derrick went off and worked for Eddy in 1987 based out of Belgium. At the end of 1987 HRC pulled out of trials. It seemed like the RTL four-stroke engine could not be developed any further without major investment into the project.”    

“With the four-stroke engine finished, Honda turned to developing a two-stroke trials bike, the Honda TLM. I had left Honda by then and was working for Silkolene Lubricants. I did ride the TLM 200 and the TLM 250 through a dealer. The bikes were not bad and I did have some success especially on the 250. Honda did have quite good sales as well. The last trials bike they produced in Japan was the TLM 260.“

“Production then went to Montesa Honda where they produced a world-beating trials motorcycle. They then went full circle and produced another world beating four-stroke. So from the initial idea to built the Seeley Honda TL200E came bigger and greater things – Funny how things turn out.”

Technical Data – Seeley Honda TL200E:

Seeley Honda TL200E Wiring:

Starting from CDI unit, there are six wires via (m/f) (connecting to >)
green (m) > frame (earth)
black/red (m) > black + red label (alternator)
bleu/yellow (f) > blue + yellow label (cdi rotor)
green (f) > green
black/white (m) > kill switch
black/white (f) > coil Ref: m = Male Connector; f = Female connector

Coil: Tec ES41 CDI

CDI: Shindengen 01-03

Useful Seeley part numbers:

Description                            Honda Part Number or alternative

Throttle Cable: H02-4-008 (Venhill, UK)

Clutch Cable: H02-3-009 (Venhill, UK)

Front Brake Cable: H02-1-009 (Venhill, UK)

Valve Lifter Cable: V01-6-002 (Venhill, UK)

Cam Chain tensioner guide: 14550-427-000

TLR200 Kick-start: 28300-KJ2-000

Rear brake arm: 43411 354 000 or         43410 KA3 000 (discontinued)

Rectifier/Resistor unit: 30400-437-013 (30400437013)

Exhaust Flange: 18231-355-000

Exhaust Collets (2): 18233-437-000

Exhaust copper gasket: 18291-MN5-650

Cap Inspection: 12361-355-000 or 12361-383-000

Oil Strainer Screen: 15421-107-000

Crankcase Breather Hose: 15761-437-000

Front Pipe XL185: 18320-427-013

Swinging Arm Bushes: 52147-028-300 (52147028300) Same as XL100 US

Brake Shoes Front & Rear: 06430-GBJ-J10 (Genuine Honda part)

(alternative: EBC Part No. 304G)

Front Wheel Bearings (2): 6301.2RSR.C1           

Rear Wheel Bearings (2): 6302.2RSR.C1

Front Hub: 44601-400-000 or 44601-360-000 (Elsinore 1976, same part).

Head Race Bearings (2): 6204.2RSR.C1

Keihin Carb Type: Keihin PC20

Main Jet: (99101-116-1050) = 105 Main                             

Gasket Set Keihin PC20:  16010-GCR-000

Pilot (Slow) Jet:  99103-149-0380 = K38 Pilot

Front Sprocket: 10T

Rear Sprocket – TR211 Talon: 45T

Chain: 100 plus ½ link

Bibliography, copyright and credits:

‘Colin Seeley …and the rest’ By Colin Seeley, 2008 – Redline Books – ISBN: 978-0-95555278-1-4 [1]

We are indebted to Trevor Kemp for his first hand account of his time with Honda UK and the Seeley Honda trials enterprise.

‘Seeley Honda TL200E – The Story’ is the copyright of Trials Guru and Trevor Kemp, 2026.

More on Honda Trials:

The Missing Link – Honda RTL305 Testimony

Honda Trials

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