Guide to theHonda CRF450

Become an instant expert Page 62

APRIL 30, 2003 MOTOR CYCLE NEWS 57

THE CRM has turned intosomething of a trail legend, forloads of reasons. In its four

different guises it’s been around fornearly 14 years and holds its valueincredibly well because it’s in suchdemand.

To be truthful it’s not an outstandingmotorcycle in any one area, but iscompetent in all that matter to theaverage green laner. Originally based onan ’80s Honda motocrosser its chassisand suspension is sound and forgiving.

Its liquid-cooled two-stroke engineprovides more than enough zap and as acomplete trail bike package, the CRM is atough act to beat. Quite why it was neverofficially imported has remained amystery and the fact that it was only everavailable as a ‘grey’ has certainly helpedkeep supply low and, therefore, demandhigh.

Now the new breed of 250ccfour-strokes are more than a match forthe CRM, and as the last AR models are

still fetching over £3000 its days as thedefinitive trail tool may be numbered, andprices may start coming down.

Still, the bike we tested – a 1989 MkI –was still adorned with a £1599 price tag.When you think about it that’s anincredible amount of cash for what wouldbe – if a crosser – a £300 field bike afterthat length of time, if it were lucky…

Typical of its breed, this CRM hadobviously spent the bulk of its lifepottering around on the roads in Japan,and therefore hadn’t suffered 13 years ofoff-road abuse. But dirt bikes go throughhell, and one or two years of grindingmud, water, dust – never mind crashesand lack of maintenance – can quicklyage a motorcycle.

This one had stood up reasonably well,and was basically sound if a little scruffy.And, as a 13-year-old bike would be, it’s alittle old-fashioned; the switchgear looks(and feels) like it came out of the ’70s;

Continues over

Cheap or cheerful?Can you be both when buyingyour first dirt bike? Our test ofold versus new reveals all

SO you’ve done theschools, had someoff-road

experiences and now youwant your own dirt bike.What do you do? Blow afortune on the verylatest, fastest tackle inthe hope you’ll grow intoit, or start cheap, crabbyand old and see how youget on? Complete wasteof money or falseeconomy?

MCN took three verydifferent dirt bikes downto a closed endurocourse in Hertfordshireto find out. The bikes? A14-year-old Honda£1599 CRM250 MkI, athree year-old £2899Suzuki DR-Z400 and abrand new 2003 £5400KTM 450EXC and weadded three respectiveowners, all of whomhave either chosen thepath of minimum outlay,or spent a wad. Theanswer, as ever, is not astraightforward one…

FROM £1000... Honda CRM250 MkIYEAR: 1989 COST: £1599

J HONDA CRM250 87% J SUZUKI DR-Z400 89% J KTM 450EXC 92%

OFF ROAD

THE fact the CRM has only ever been available as a grey import has restricted supply and kept prices high – even after 13 years

BY ALEX HEARN PICTURES HOWARD BOYLAN

58 MOTOR CYCLE NEWS APRIL 30, 2003

OFF ROAD TESTand the riding position is relaxed and notaggressive like a more modern dirt bike.Amazingly the original indicators hadsurvived both the passage of time andthe rigours of the trail, although one(front left) had gone super-floppy on itsrubber mount.

The chain guard had been lostsomewhere though – not a majorproblem but a possible MoT hassle –while the rear mudguard had beenbrutally hack-sawed off. A possible sign ofa previous meat-head owner perhaps?

A pair of Renthal bars were a good sign;most dirt bikes come with rubbishmild-steel handlebars. You either change’em before you bend ’em or after – eitherway you’ll change them for somethingstronger than a shower rail.

A brand new pair of Michelin motocrosstyres had been levered on to its rims –which will transform any dirt bike – and itwas also wearing a road-legalBS-stamped end can. The seat had beenrepaired at some point (with industrialstaples) but overall, after 13 years, thisCRM wasn’t doing so bad.

RIDING ITCRMs are reliable – fact. They’re alsoreliable starters and this one was noexception. A half-hearted stab on thekickstart was more than enough to drag itinto life.

And make no mistake, it’s got a greatlittle engine. Gutsy, tractable and with adash of top-end zing this one was farfrom giving up the ghost and although theother two bikes were faster – no realsurprise – the little CRM was never farbehind.

The gear lever was set far too low, mind,which caused all sorts of gear selectionproblems (especially first to second) untila quick attack with a 10mm socket movedit up an inch or two, catering forMX-booted insensitive feet, and moving itmuch further away from anything likely tohit it – like the ground.

Unlike the engine, which was in fineform, this CRM needed a little remedialattention in the chassis department. Anew set of head bearings would havetransformed the steering, as a nasty notchwasn’t helping feel and although thesuspension wasn’t noticeably knackered anew set of fork springs, oil and a shockrebuild would make a huge difference toits poise and general off-road ‘niceness’.

From my own experience (I owned a’97 CRM AR from new for three years)after a couple of years’ hard use theshock spring and fork springs hadnoticeably sagged. A complete re-worktransformed that bike, and made it tauterand much better.

Our test bike’s brakes worked well

enough, and the pads had plenty of meat. It’s easy to get carried away, though,

and forget that the CRM is first andforemost a trail bike and not acompetition machine. And on the trail itwill do it all – potter almost like a trialsbike (the torquey engine helps here,especially in the AR), make rapid progresson pretty much any sort of going and allthe while be useable on the road.

Most two-strokes are rubbish on theTarmac. Not so the CRM, the strongmotor (with plenty of flywheel) and comfyriding position make it a useful road bike;handy for between-trail hooning, and alsoa convenient second bike/hack. The pointis, for not a great deal of cash you get asound off-roader that also makes adecent road tool. Double fun!

Privately, you could pick up a MkI CRMfor around a grand, but be prepared tospend a few quid on it. At £1599 this onelooks dear, but then you are buying itfrom a dealer and no doubt its smallfaults would be rectified once it had gonethrough the workshop. My choice? If youcan find a tidy MkIII at the right money, gofor it. It’s a much more modern-feelingdirt bike, younger and without thecomplex (and costly) AR gubbins.

I BOUGHT ONE…

RICHARD BOTT is a 39-year-old farmerfrom Hertfordshire. He’s competed inloads of enduros and is an extremelycompetent off-road rider. Now he trailrides purely for fun and owns an old MkIICRM which he paid £1400 for, afterselling his super-trick CRE250 endurobike.

He said: “Once I stopped competing Ididn’t want to tie up a load of money in abike that was over-specified for what Iwas going to be using it for – greenlaning. So I sold the CRE and got theCRM and to be honest it’s perfect. It’sversatile, I can use it on the road and it’smore than useful off, plus it was relativelycheap. And because they hold theirmoney so well I’ll get more or less backwhat I spent when I do sell it.

“The only fault is the riding position –you can’t get forward enough on the seat.It’s better on later versions. But they’redearer, so I’ll just put up with it I think!”

KNOW YOUR CRMn MkI, 1987-1989: Telescopic forks,two-stroke oil tank in frame. Averageprice £1000-£1500.n MkII, 1990-1993: Upside-downforks, two-stroke oil tank in frame,same bodywork as MkI. Average price£1300-£1700.n MkIII, 1994-1996: New styling,upside-down forks, separate plastic

two-stroke oil tank. Average price£1600-£2200.n AR, 1997-1998: Stands for ActiveRadical, which essentially involved aload of extra plumbing around theengine and completely different powercharacteristics and – more importantlyat the time – much better emissions.Average price £2400-£3200.

From previous page

BOTT: Uses a MkII CRM purely for fun

THE CRM stands up well to the tests of both time and the off-road trail

FROM £2000...Suzuki DR-Z400YEAR: 2000 COST: £2899

SUZUKI has produced trail bikes fora long time. The old air-cooledDR350 was long the benchmark

for the average green-laning punter. But bythe late ’90s it was also getting very longin the tooth so when the DR-Z400 camealong in 2000 it was both long awaitedand an instant success.

A brand new bike from the knobblies upthe DR-Z had a modern, liquid-cooledengine, electric start (very important) anda competent chassis that was streetsahead of the old DR. This particular DR-Zis one of the rare early enduro-speckickers – Suzuki only imported one batchof these, for the simple reason that if youhad a choice – kick or electric foot –which would you choose? Obvious answer,really, especially when you know just howawkward the things (like any biggish four-stroke single) can be to start – worse stillwhen you’re knackered.

Overall, this DR-Z had weathered threeyears of hard use pretty well. It hadobviously been used off-road from the firsttime it turned a wheel, but its owner hadtaken care of it. The frame showed plentyof boot wear, as did the engine cases,likewise the plastics but it’d been welltended. The running gear was in good nick(the rubber gaiters do a great job ofprotecting the forks, therefore the seals),the spokes well tensioned (a weak spot onthe DR-Z) and, like the CRM, it had beenfitted with a pair of Renthal bars.

Rather than use Suzuki’s legaliser kit (asan enduro bike it needs lights, speedo anda horn fitted to make it road legal) whoeverfirst bought this DR-Z did a DIY job, usinga mixture of off-the shelf Acerbis gear(front light unit/rear light and numberplatemount) and aftermarket bits and bobs. Thespeedo cable had been replaced with ablanking plug on the drive-end, andnothing else – some fit bicycle speedos forlegality, and to save some weight.

It wore a new set of Dunlop MX tyres andthe chain and sprockets had plenty of lifeleft in them – a good sign – as did thebrake pads. The decompressor cableneeded replacing but apart from that thisDR-Z was a tidy – and reasonably well-maintained – example of a well-usedthree-year-old dirt bike.

RIDING ITTHE difference between the (relatively)ancient CRM and the much newer DR-Z isobvious as soon as you sit on it.

The DR-Z has got a much better ridingposition; roomier, with more space to movearound and get forward. It did need somepersuasion to start, though, which is as

One Price of £5,600 OTRfor either:• 644 DS Supermoto with additionalset of trail wheels; or

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For full details and the best deals available on CCM Motorcycles contact your nearest CCM dealer.

Lions Drive, Shadsworth Industrial Estate, Blackburn BB1 2QS. Tel +44(0)1254 296300 Fax: +44(0)1254 296301 Email: info@ccm-motorcycles.com Website: www.ccm-motorcycles.com*Finance is provided, subject to status, by the Funding Corporation Limited, International House, Hilliards Court, Chester Business Park, Chester CH4 9QP. Written quotations are available on request. To apply, you must be18 years old and a UK resident (excluding the Channel Islands, Northern Ireland and the Isle of Man).

The APR will vary depending on the cost of the vehicle, amount of deposit and the length of agreement. A guarantor may be required. All figures are correct at the time of print.Typical example: CCM R30 on the road price £5600, £100 deposit required. Your deposit is payable when the motorcycle is ordered. Balance financed £5500. First monthly payment £100, followed by 35 payments of £166.91 followed by a Final monthly payment of £216.91. Total amount payable £6258.76. APR 7.4%

The first payment is an acceptance fee. A £50 credit facility fee is included with the final payment. All above offers are subject to status, terms and conditions apply. For a limited period only.

321

APRIL 30, 2003 MOTOR CYCLE NEWS 59

much down to knack as anything else, butalso an indication of why the kick-onlyDR-Zs were not so popular.

And boy, was it noisy. Still fitted with itsstock end can, this thing will make yourears bleed. Later bikes got an insert toquieten them down – this one had notbeen retro-fitted with one. And it needs it(or something) because as it stands it isalmost offensive as a trail bike.

But loud as it is the one great thingabout the DR-Z is its engine. It carburatesbeautifully, cracking out a rolling carpet oftorque from any rpm you care to dial in.With its brand new tyres it hooked uphard, finding a load of grip no matter whatthe surface. And when the going got reallysnotty it dug in and never bogged (unlikethe CRM which could feel a bit weedy inthe same conditions). The gearbox wasslippery and precise, the clutch light, andtogether both worked well with the motor.

All DR-Zs, however, hammer their rearshocks into the ground, and this one wasno exception with a very soft and squidgyback end. Winding a load of pre-load intakes the sag out but once the rear tyrestarts to wear, traction will disappear andall that torque will evaporate in uselesswheelspin. If you get a DR-Z and can’tseem to get any grip, check your shock.

Compared to a competition stroker theDR-Z is no lightweight. In fact, it’s on theheavy side and suits bigger (stronger)riders. But it’s very stable and competent,and above all will keep on going througheverything, thanks to that engine.

Its brakes haul it up fast and haven’t lost

any of their feel or power in three years’use. Quality pads definitely help here.

£2899 is fairly strong money for a DR-Zof this vintage, let alone a kicker, which isat least an acquired taste… or fordedicated masochists only. But this DR-Zis a good example of a dirt bike which hasbeen used hard all of its life, but has beenwell cared for along the way – which ismuch better than a bike that’s been lightlyused, but completely ignored.

Go for the leccy foot every time and ifyou need a little civilisation, try the ‘S’version (see right).

I BOUGHT ONE…

IAN COBBY is a 37-year-old ex-roadracer who got into dirt bikes four yearsago. He currently owns a KTM250 EXCfour-stroke, but got a DR-Z as soon asthey came out. He loved it.

“I got the DR-Z400E, which is theelectric start enduro model. I can’t bedoing with kicking bikes to start ’em, and I

remembered the trouble people used tohave with the DR350. It was my secondtrail bike, and perfect for me at the time.Plenty of power and more than enoughchassis to cope with anything I chucked atit. My shock did wear out, which affectedthe handling but apart from the gearboxoutput shaft seal, I had absolutely nobother with it in two years of hard use.”

KNOW YOUR DR-Zn DR-Z400: Kick-only enduro model,imported in limited numbers in 2000.The enduro bikes got an engine in ahigher state of tune (high-comp engine,flatslide carb) than the road going ‘S’, aplastic tank and needed ‘legalising’ asroad bikes. Enduro spec suspension isalso tailored more towards dirt use.Average price £2000 upwards.n DR-Z400E: As above but withelectric start – and you can’t fit akickstart and mechanism to this bike.I’ve never known anyone get strandedwith a flat battery out in the booniesbut I’m sure it’s happened. Averageprice £2200 upwards.n DR-Z400S: The true dual purposetrail bike – steel tank, softer hittingengine, full instrumentation andniceties like mirrors and pillion pegsmake the S a lovely road bike, but aweightier proposition on the muddystuff. Get the right tyres on though (notthe OE items). Average price £2400upwards.

COBBY: Owned a DR-Z from launch

THIS particular DR-Z is one of the few that came in without an electric start. Loud stock exhaust will scare crows

DR-Z’s torquey four-stroke single-cylinder engine makes wheel-lofting easy and fun Turn page for KTM 450EXC

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another one free!

60 MOTOR CYCLE NEWS APRIL 30, 2003

OFF ROAD TESTFROM £5000... KTM 450EXCYEAR: 2003 COST: £5400

NOW this bike is special. As soon as itwas wheeled out of the van, ourphotographer dropped his cameras

in lust and spent 10 minutes cooing over thebright orange 450EXC.

True competition bikes are sexy bits of kit,and the 450EXC is no exception from its48mm WP upside-down forks and linklessWP rear shock, to its Brembo front brakecaliper and four-stroke engine, seeminglyhewn out of solid aluminium.

The more you look at it the more you see –all the suspension is fully adjustable. Therearen’t any nooks and crannies (for mud toget trapped in) to make cleaning a chore(unlike the CRM…) and, as stock, KTM fitsdecent handlebars that won’t bend the firsttime they hit the deck. But at the wrong sideof five grand, you’d expect that.

When KTM first announced their electricstart four-stroke range some three yearsago, in 400 and 520cc capacities, there wasall sorts of talk about reliability in general use(as in non-competitive, not stripped downafter every meeting, conditions). But they’veproved themselves completely reliable, withonly the clutches (which do suffer a hell of abeating) causing the odd problem with somegrabbiness.

The 450 is a brand new model for 2003and builds on the success of the 400 withmore power and a refined package. And, fora four-banger it’s light, too, much more sothan the cumbersome (in comparison)DR-Z400.

Actually, they’re hard to get hold of – thefirst batch went out a couple of months ago,the next batch isn’t likely until July and ismostly pre-sold… people want ’em bad.

And, of course, this is a nearly newmotorcycle. It hasn’t – yet – suffered theslings and arrows of use or abuse, so is, incomparison to the others, in immaculatecondition. It won’t stay that way for long,however, unless cared for. But due to its highbuild quality it has more of than a fightingchance of keeping it all together longer. Youhave to watch the untreated ally – like theswingarm – because if you get it salty (likeyou would on a winter’s trail ride) and leaveit, it will start looking decidedly sorry for itselfin a very short space of time.

RIDING ITWOW! The 450EXC packs a monster punchin a short, tight, super-responsive chassis. It’snot a massive bike – the seat’s tall but the

riding position immediately gets you in themood to attack. And because this is a newbike everything works as it should.

The front brake has incredible power, therear just the right amount and both workwith razor-sharp accuracy. The suspension –set up on the firm side for its 17-stone owner– still offers real compliance and control, thedamping is spot-on.

And then there’s the engine. Double wow.This is a BIG engine, in power terms, kickingout nearly 50bhp at the rear wheel(compared to the CRM’s high 20s and theDR-Z’s high 30s) and with just a crack of gasthe motor thwaps out grunt.

Straight off the bottom it honks a little, andthen smoothly, seamlessly picks up anddrives. It’s got both a walloping mid-rangetug (it’ll hoist the front wheel easily withoutany clutch in fourth/fifth gear) combined to atop end hit that doesn’t seem to stop. Andwhen you’re up there, you’re travelling fast,very fast.

That’s the thing. The 450EXC is one fastmotorcycle. It may only have a probable topspeed of around 100mph, but off-road thisbike is simply a rocketship. The CRM andDR-Z will hold your hand and help you out…the KTM will grab both arms, wrench themout of your sockets and drag you off to thehorizon. It’s a great buzz, but could beintimidating and get the novice off-roaderinto a lot of trouble. And undergrowth.

It hasn’t the dogged stability of the DR-Zeither. Under hard braking (over smallwhoops) it can get flighty, just as it can whencharging on the gas and sometimes simplyhanging on to the thing can be a challenge.Where the DR-Z’s steering is a little vagueand imprecise, the 450EXC is deadlyaccurate, willing to be placed wherever youwant it, to the inch. Unlike the DR-Z it’squiet, too, a muted bellow is all that escapesfrom the fat silencer even given itsprodigious power output.

Make no mistake, this thing is a beast. Itmay look like just another dirt bike but it’s apotent weapon that, in the right hands,would win any enduro – which is why itmakes such a great trail bike. And such abad one…

I BOUGHT ONE… MARK BRAMLEY is a 42-year-old water andhygiene engineer. First and foremost a roadrider (he’s got an RSV Mille in the garage) hegot into trail riding four years ago. He’s just

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Lines open 9am–8pm Monday to Thursday

APRIL 30, 2003 MOTOR CYCLE NEWS 61

SPECIFICATION:EEnnggiinnee:: Liquid-cooled, 448cc(89mm x 72mm) four-stroke 4vsingle. Keihin 39mm carb. Sixgears. Kick and electric startCChhaassssiiss:: Tubular steel cradleFFrroonntt ssuussppeennssiioonn:: 48mm WPupside-down forks, fullyadjustable.RReeaarr ssuussppeennssiioonn:: WP PDS singleshock, fully adjustable.TTyyrreess:: 100/80 x 21 front, 140/70 x 18 rearBBrraakkeess:: 260mm front disc with2-piston caliper, 220mm rear discwith single-piston caliper

PROS l Stunning engine l Superb chassis l Build quality l Reliability l High resale valueCONS l Too much power? l Can get twitchy l Expensive l Very nickable l Are you up to it? 92%

2003 KTM 450EXC£5400

Available: Now, but in shortsupplyColours: OrangeNew for 2003: New modelInsurance group: 10 (of 17)Info: KTM UK, 01280-709500Top speed: 100mph (est)Power: 55bhpTorque: 45ftlb (est)

SPECIFICATION:EEnnggiinnee:: Liquid-cooled, 246cc(66mm x 72mm) two-strokesingle. PE31A32mm carb. Sixgears. Kick startCChhaassssiiss:: Tubular steel cradleFFrroonntt ssuussppeennssiioonn:: 43mm forksadjustable for compressiondamping onlyRReeaarr ssuussppeennssiioonn:: Single shockwith rising-rate linkage, adjustablefor pre-load and compressiondampingTTyyrreess:: 90/90 x 21 front, 120/90 x 18 rearBBrraakkeess:: 240mm front disc with2-piston caliper, 240mm rear discwith single-piston caliper

PROS l Easy to ride l Perfect for beginners l Bulletproof motor l Holds its value l Old ones are affordable CONS l Getting a bit long in the tooth l Basic suspension l Adding two-stroke oil is a pain l Pricey spares 87%

1989 HONDACRM250MK1£1599

Available: Quite rareColours: White/blue, redNew for 2003: N/aInsurance group: 10 (of 17)Info: CRM specialists, Leisure TrailUK: 0115-9732466Top speed: 75mph (est)Power: 37bhpTorque: 28.9ftlb

SPECIFICATION:EEnnggiinnee:: Liquid-cooled, 398cc(90mm x 62.6mm) four-stroke4v single. FCR 39SS carb. Fivegears. Kick start (E/S models haveelectric start).CChhaassssiiss:: Steel cradleFFrroonntt ssuussppeennssiioonn:: 49mm forks,adjustable for compression andrebound damping.RReeaarr ssuussppeennssiioonn:: Single shockwith rising-rate linkage, fullyadjustable.TTyyrreess:: 80/10 x 21 front, 110/10 x18 rearBBrraakkeess:: 240mm front disc with2-piston caliper, 240mm rear discwith single-piston caliper

PROS l Great all-rounder l Flexible engine l Withstands abuse l Top winter hack l Competent chassis CONS l Kickstart model a chore l Fairly heavy l Steering can be vague l Suspension sags with age 89%

2000 SUZUKIDR-Z400£2899

Available: Good, check out MCNBikemartColours: Yellow/whiteNew for 2003: N/aInsurance group: 9 (of 17)Info: DR-Z specialists, TaylorRacing: 01249-657575Top speed: 85mph (est)Power: 48bhpTorque: 31ftlb

bought a 450EXC because: “I can afford it. No,not really… I’ve had a few dirt bikes – KLX250,DR-Z400, XR650R – and while I was learningI was much better off on slower, easier bikes.

“I don’t honestly think I would haveappreciated just what sort of a bike the KTM isas a novice and it’d more likely get me into

more trouble than it would have got me out of.I think, for me when I started no matter whathappened I was in charge, especially on theKLX.

“The opposite would be true if I’d jumped onsomething like this. Only now am I reallygetting its measure – and that’s taken fouryears.”

KNOW YOUR 450EXCAS this is a new model there’s not toomuch to know, apart from the fact you’llstruggle to get hold of one if your name’snot already on the list. What might bemore useful is the old 400 as asecondhand buy (there’ll be plenty aboutas everybody’s scrapping for the 450)which will make the price a little morereasonable – from £3000 up.

Often overlooked is the four-stroke250EXC. If ever there were a bike to takethe mantle of the CRM this is it. Same basicchassis as the 450 but with much kinderpower characteristics.

Nowhere near as much... but easier onhumans/tyres as a result.

THE 450 is a beast and a beautifully crafted one at that. It’ll make you stop and stare

ANY of the three will give you access to the good times to be had off road. The more you spend, the higher quality that experience is likely to be. Whichever you choose, they all need cleaning...

BUYING TIPS

1Check wheel bearings andswingarm bearings for play and

steering head bearings fornotchiness.

2If you want to change the gearingof a trail bike for the road (off-road

bikes are geared for accelerationrather than top speed) you’ll also needa shorter chain.

3New tyres are a godsend. It’s notthat dirt bike tyres are expensive,

they’re just a pain to fit.

4Plastics are cheap to replace, soan old nail can be masked to look

tidy. Don’t be fooled.

5If it’s not been fitted withaftermarket handlebars, you’ll be

fitting them.

6How often has the engine oil andfilter been changed on a

four-stroke? What quality oil wasused? On a two-stroke find out thesame for the gearbox oil, too.

7Check the lights. If they don’twork, ask why. Is it a blown bulb

(likely) or a break in the loom nearthe headstock (nightmare)?

8Have a look at the air filter. If it’scovered in twigs and barnacles

then maintenance has not been top ofthe priority list.

9If it’s had an aftermarket pipemake sure you get the stock item.

You might need it for an MoT…

10Look at the owner. If he/she’s aratbag, then their bike is likely

to be the same.

l Thanks to: D&K Offroad (01782-862200) and KTM UK (01280-709500)

BRAMLEY proves he can handle his KTM

VERDICTANY dirt bike is worth owning if it’s beenlooked after. The 450EXC is in a differentdimension compared to the old CRM interms of the riding experience it offers,but is nearly three times more expensive.

Is the KTM three times better than theHonda? Yes, much more so in fact. But interms of fun per pound spent, then itevens out.

As long as you are aware of what you’re

buying, your own experience andlimitations, and what you want to use itfor, then you hands over your dough, andmakes your choice.

If you’re new to all this off-road carry-onthen think easy, and cheap, and CRM. Ifyou want something with a little extrapunch, then look at a DR-Z. But if youwant the best off-road trail bike there is,then your future is orange.

OVERALL LENGTH: 2220mm

WHEELBASE: 1481mm

RAKE:26.5 °

HEI

GH

T: 9

25m

m

WID

TH: 8

40

mm

FUEL CAPACITY: 8.5 litres

TRAIL: 113mm

WEIGHT: 108kg (238lb)

SEAT

HEI

GH

T: 9

25m

m

OVERALL LENGTH: 2235mm

WHEELBASE: 1475mm

RAKE:27.3 °

HEI

GH

T: 12

45m

m

WID

TH: 8

25m

m

FUEL CAPACITY: 10 litres

TRAIL: 112mm

WEIGHT:113kg (249lb)SEAT

HEI

GH

T: 9

45m

m

OVERALL LENGTH: 2195mm

WHEELBASE: 1470mm

RAKE: 27.6°

HEI

GH

T: 12

15m

m

WID

TH: 8

25m

m

FUEL CAPACITY: 12.2 litres

TRAIL: 113mm

WEIGHT: 127kg (279lb)SEAT

HEI

GH

T: 8

95

mm