Welcome to Ride Astride (formerly The 250ccbikes List).
On this page you can look for motorbikes by make, series and model. It's really more of a book. If you prefer, you can Browse for motorcycles by such criteria as how you'd use it, or the size of the engine for example.
AJS were founded in 1909 and were one of the major players of the British motorcycle industry. Started by a number of brothers who embraced the internal combustion engine which was just taking off at the time. Although starting with just engines they turned their focus to complete motorcycles from 1909 (starting with a belt-drive model).
First notable success was with a win in the TT 1914 Junior class y their AJS 350s (which also placed well in the same race). Post World War I a number of other wins followed.
USA dirt bike manufacturer.
Dirt-bike racing legend, including Motox and Motard. ATK acquired Cannondale Motosports in 2003 bringing ATV's onto the menu.
Cushman / Sears partnership.
Italian manufacturer originating near Venice after the Second World War.
Alberto Beggio founded a small workshop in Noale, a province of Venice, to make bicycles.
Production encompassed everything from components to complete assemblies and was successful, expanding in 1962 from a sole proprietorship.
The factory branched out in 1968 to motorcycles, due primarily to the instigation of Albert's son, Ivano, who joined the firm in that year. The first model was a blue and gold 50cc which was well received. Named Colibrì and Daniela were the first Aprilia mopeds,.
In 1970 the Scarabeo motocross bike emerged. The Aprilia passion was beginning to make itself noticed. The Scarabeo was procued until the mid-1970s and as a series was produced in various engine capacities - 50cc and 125cc - and represented aesthetic qualities that made Aprilia a true innovator.
Also in the mid-1970s came the Aprilia RC125 with both sports and standard production options, as well as the MX125. From 1975 Aprilia was beginning to become synonymous with racing.
In 1977 Aprilia was stepping up to racing in the 125cc and 250cc classes with promising successes. A fifth of distribution was now extending outside of Italy , particular to American markets, with both mopeds and motocross bikes in production.
From 1969 to 1979 annual moped production soared from 150 units to 12,000 units.
Colibrì, along with Daniela, was one of the first Aprilia mopeds.
Commenced production in 1970. The tank has claimed more than a few private parts. Very sporty little machine, if uncomfortable. 5 speed Franco Morini engine, 19mm Dellorto
This page is scheduled to be removed.
In favour of the Colibri page.
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Race bikes with registration plates, it doesn't get better.
Modelled after the same bikes that have been winning world race titles since 1992, they look, sound and feel as close to the real thing as any street bike is going to get.
Racer.
The Italians have built a piece of art, with replica Valentino Rossi or Tetsuya Harada race graphics on the fairing.
Newer models have a great instrument panel with a huge analogue tacho, informative digital screens providing engine temperature, battery voltage, average speed, maximum speed attained, and even lap times (at the press of a button). Same engine as the esteemed Suzuki RGV250, 41Nm of torque @ 10,000rpm. Power band kicks in around 9,000RPM. You'll be holding the revs up above 4,000rpm in 1st and even looking for the pit crew to push you off from the lights. That's because the power is biased to the higher gearing with 1st gear almost too tall so you'll be working the clutch at low speeds. Nice Italian responsiveness, you won't look back on the track or a quick fang after work. However, with the race position crouch unless you're small you won't want to be on this bike for too long at a stretch.
Racer.
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Became part of BSA in 1944. Motorcycle manufacture ceased in the 1970s.
ISwitched to exclusively 2-stroke models in the 1960's to fend off Japanese imports.
Famous models were Arrow and Leader. The Ariel 3 appeared briefly in the 70's.
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Australian manufacturer and retailer of mini-bikes made in China under design.
At the age of 17 Brad Smith imported his first mini bikes from China. Whilst working as an apprentice electrician, working part time at Woolworths and mowing neighbour’s lawns, buying and selling gear online he was able to save enough money to buy this first shipment. After 6 weeks of waiting with baited breath the bikes finally arrived at his home. Disappointingly for him, they were not of the standard he had hoped and expected. Brad had a vision of getting mini motocross started in Australia and to do this he needed a bike that could be rode and jumped with confidence by adults. This first shipment was only suitable to sell to children. After standing on street corners and hanging around the outskirts of trade events with these bikes with large signage in toe he finally sold them.
Brad sourced a new bike to import from China which was of a superior standard than the original, but they still did not quite have his stamp of approval and confidence. Brad was selling his bikes all around Australia via his web site and from advertising in Motorbike Magazines. He regularly travelled to the mainland from Tasmania to enter into every event possible to get his name out there, and to learn more. He would take a note book and pen to every event to “pick the brains” of the best at the time. When he was ready to launch his own bike, he knew he would be the market leader in every aspect of the business. These trips were a major issue in itself as Brad was a provisional driver unable to hire a car through normal venues. Brad sponsored riders to enter in events he was not able to attend or compete in himself.
Brad knew he could design the best pit bike available in the world using his and his fathers’ personal experience and knowledge. To get this bike Brad felt he had no option but to go to China himself and source a factory that was willing to effectively and strictly use his expertise.
At the tender age of 18 Brad boarded a plane and headed to China. Brad made some great contacts here where he sourced two factories that were willing to listen to him and make the bikes exactly to his own specs. Over four years later, Brad is selling his very own designed mini bikes all across Australia. Brad travels to China twice a year to visit the factories and meet with the people who are building his bikes.
Part of Brad’s vision was to have his bikes sold in exciting braaap© stores across Australia. The shops to be of the same image as surf shops, pumping music, TV’s running Moto DVDs and every extreme toy one can find for motocross riders under the one roof. This vision was given to several people but no one wanted to take it on. “Street clothes and motorbikes won’t sell under the one roof”, he was told. Now with two retail outlets he is in the process of organising his third, which will be in Victoria. Brad wanted the buying of a braaapster bike to be an exciting experience. The stores are destination stores, a place where people want to go just to hang out and tell tales of great rides.
Brad now employs his mother, father, sister, cousin and aunty along with 10 other loyal braaap© employees.
This Year Brad has sourced two venues in Tasmania to build mini motocross complexes. Brad has built multiple tracks at each of these complexes for mini motocross enthusiasts to test their skills on or for beginners to learn on.
Braaap© is working on building the mini scene Australia wide.
Brad writes a column bi-monthly in a mini bike magazine, this is always about the mini motocross scene in Tasmania.
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This company was started by Erik Buell, now owned by Harley Davidson
Erik Buell is behind these bikes. A former Harley-Davidson engineer, he began building road racing machines then left Harley to pursue his dream of an American-made sports motorcycle. He built his own frames and powered them with Harley-Davidson 1200 Sportster engines. They were far more sporty than any Harley on the road and sold in limited numbers. Harley-Davidson saw what he was doing, and took an interests. HD bought Buell's company.
Middle of the range family.
Middle of the range of the Buell bikes.
High-performance family.
An earlier model, now probably replaced by the X1.
The top of the range of the Buell bikes. Taut and crisp suspension, handles sharply, good ground clearance. Get it on the track and it will show up the imperfections in the surface.
The original Buell racers.
The first motorcycle designed and built by Erik Buell was the RW750 in 1983. This was a 750cc, two-stroke, "square-four," rotary-valve racing machine designed specifically to compete in the AMA Formula One road racing class.
Sports-touring family.
The tourer of the Buell range. Relatively soft suspension in handling and comfort. Take it for a long, long ride.
The tourer of the Buell range. Relatively soft suspension in handling and comfort. Take it for a long, long ride.
Spanish manufacturer in production from 1958 to 1983.
Started with 124cc (8cubic inch) racing and road bikes, and the infamous Sherpa trials bike in 1964. Fell out of market favour and shut down in 1983.
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Italian bikes in production since 1909.
Founded by Giuseppe Gilera. Taken over by Piaggio in 1969. Although Piaggio closed down Gilera's Arcore factory in 1993 they have kept the name alive in a range of scotters - the Runner 50, 125 and 180.
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Very cute looking race bike.
Single front fork. Along the same vein as the Mito.
Performance scooters.
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Japanese/USA maker of scooters, motorcycles, and ATVs established in 1948.
In 1948 Soichiro Honda, at the age of 41, started the Honda Motor Company. Hooking up with the numbers man Takeo Fujisawa together they started what was to become an empire. In 1948 Honda produced it's first motorycle, the D-Type Dream, a 2-stroke which Mr. Honda was involved in every step of the design and manufacture. In 1954 Honda entered the scooter market.
By 1959 Honda had established the American Honda Motor Company, Inc. which commenced with 12 employees. The building still stands on the original site at 4077 Pico Boulevard in Los Angeles. The first Honda motorcycle sold in the U.S., the C100 Super Cub eventually becomes the world's best-selling vehicle with 30 million sold by 2006.
Baby brother to the CT family.
Started in 1963 with pushrods, then 1966 it went OHC, there have been some 21 million produced, and still being produced in (at various times) 11 countries. Original model was the probably the 49(50)cc model, and there were 70's, 90's and 100's all sorts of permutations, but it is the original step-thru. Three speed, auto clutch, kick and electric start.
Scooter/moped first introduced in 1959.
The Super Cub almost single-handedly transformed Honda.
Capable of smoothly reaching 40mph (64kph) put the Super Cub ahead of traditional 2-strokes that were inferior in both top speed and evenness of throttle. Unlike 2-strokes there was no requirement for the rider to mix oil and gasoline for the fuel.
The appeal of the Super Cub was completely utilitarian. Many Americans flocked to it because it was a quick, easy and inexpensive form of transportation. Its step-through design and lightweight frame opened the door to motorcycling for many people. The automatic centrifugal clutch let entry-level riders engage the gear without fussing with a hand clutch. Up until its release, the only two-wheeled vehicles on the road were heavy and difficult to maneuver and only the most experienced riders dared to mount them. The Super Cub was so effortlessly driven, it could be used by almost anyone.
The Super Cub represented a milestone in reliability and durability. It's simple design meant little time in the workshop and a long life. One of the world's best-selling motorcycle with over 30 million sold. In many Asian countries the Super Cub can be found as the standard form of transportation for families and businesses. Yes, it really is possible to fit you, your partner, some children and the shopping on it. People have even been known to use them as trail bikes!
Honda cites the Super Cub as crucial to Honda's ultimate success let alone Honda's survival as a company.
The Super Cub has in time been surpassed in technology but represents a classic period of motorcycle history.
The Cub of the C series.
Pretty small for the big city.
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Staple road bikes.
A mixed bag of more classic-style and tourers.
Unexciting, basic tourer from the late 1960s.
In 1968 Honda produced a new line of high performance SOHC twins with five-speed gearboxes called the CB250 (and CB350).
Apparently some US market models have front drum brakes which is going to make them a bit slow to pull up.
Reliable but old. Large and sluggish. Good for tall, light people who don't want to go fast but want a big mount. The CB250N is very solid. There are also "R" and "T" models.
Nicely styled, reliable, fun ride - a good beginner bike without looking like a 250cc (wide rear tyre for a 250cc).
Unfaired standard road bike, launched in 1996, predating the CB600. A smooth, quiet inline 4-cylinder with a distinct whine at higher revs from the gear-driven cams (no cam chain so low maintenance). Neutral riding position, higher footpeg setup and low seat will make taller riders and pillion cramped for longer rides.
Same engine as CBR250 (maybe de-tuned), redlines at 16,000RPM. 16litre tank. Good low-end power bias but no real low spots, good cornering (16" front wheel) and general hanndling. Max speed of 180 (190km/h if you're lucky). Good brakes, but can be expensive to replace. Single rear shock (watch the speed bumps). Need to keep up regular maintenance (eg oil chains important). No centre stand. Grey import into UK and as always that can mean more expensive spares.
All up, a recommended ride for new riders and anyone who wants a good all-rounder.
The CB250N is very solid.
Not great but unkillable and cheap. Really a sleaved down CB400N.
Predecessor to the CBX, just as powerful.
Older but small, light, (30kg lighter than the N model), single cylinder quick, nice. Hard wearing and cheap.
Nice little forgiving commuter manufactured between 1992 and 2003. Mated CD motor with Superdream chassis. Efficient and economic if not exciting.
May not be too many on the secondhand market. Thrashed engines have loose gearboxes and loud rattles.
Tips: You can put a 32 tooth sprocket on the rear to replace the 33T which quietens down the cruising noise and smoothes the shifting. Rejet to a #38 slow jet to replace the #35, replace the #110 main with a #115.
Sporty and much revered at any capacity.
Expensive but hot.
Perhaps not imported into all countries. Hot equivalent to GSXR250 (Suzuki). Can get "Aero" (fast) & "Hurricane" (really fast and go to 18500RPM).
The Baby Blade.
Now officially imported into Australia by Honda, so avoid the grey imports to get proper warranty.
Successor to CB series.
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Fun, cheap, slow, low power, consistent good beginner bike. Not pretty.
Fun, cheap, slow, low power, good beginner bike. Parallel twin.
Discontinued range but still available 2nd-hand.
Distributed in USA, England, and Japan (and probably other areas as grey imports) under various names such as Freeway (Japan), Elite (USA), and Spacy (everywhere else).
Quiet little commuter.
Top speed 60 mph flat out or 50~55 mph comfortably. The CH125 came out after the CH250 and you'll trade off better economy and quieter running for a big reduction in power.
Enhanced version of the CH125.
Top speed 60 mph flat out or 50~55 mph comfortably. Came out after the CH125.
80's / 90's scooter since overtaken by new technology but still holding a loyal following.
The Honda CH250 was an automatic transmission scooter capable of 70 mph (112kph) at around 70 mpg. A highly collectible scooter today!
The various common names stem from whichever region they were distributed. Elite: North America, Freeway: Japan, Spacy; rest of the world.
Various types probably made between 1985-1998 although from around 1989 on it was a completely different bike( body style, motor, fuel tank, frame). It has since been replaced by Honda bikes such as the Foresight, Forza, Reflex et al.
They have a pedal on the right side for the rear brake, and a hand grip on the right handlebar for the front disc brake. The rear brake pedal is a little disconcerting because you have to move your foot over to and above it to apply the brake. As an automatic there is no gear shift, but the brake pedal seems to incorporate a clutch for the automatic transmission. Electric starts reliably on the first try of the switch. The radiator fill-cap is located in the handy glove box. There is plenty of underseat luggage area, and some also have a cargo box on the rear rack which also adds lots of storage space as well as a nice backrest for the rear passenger. Perfect for the family outing and bringing home the groceries.
The egine delivers plenty of power, even for hill climbing at freeway speeds. Reports in that it tends to run wide on turns but otherwise handles like a regular motorcycle but with the advantage of stepping through and not having to through your leg over. The windscreen is reported as a little low for freeway cruising in wet weather, the rider needing to pull their head down (which of course leaves your pillion wide open to the inclement weather).
In Japan, the Freeway model is a natural choice for narrow roads while the (relatively) larger scooter engine means you have the power to travel in (and escape from) traffic. A full tank is about Y800 (US$7.) which lets you ride at least 200 kilometers (125 miles). The economy of the CH250 is a definite plus in Japan where gasoline is very expensive - approx. Y108 per liter (US$4/gallon) for regular.
Thanks to Jim in Japan for the Japanese Freeway information. A nice picture of his bike is show below (1996 model).
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Big but quite manageable as a beginner bike feels small and upright in hindsight.
The CL model is street and dirt trim. Reliable, easy to service, and torquey. This bike is essentially the CB160 with a higher exhaust pipe. Produces 8-10 horsepower, can maintain a highway speed of about 100 km/hr on a its reliable 4-speed transmission. If not tuned properly is prone to holing pistons (cooling problem) but has to be ridden hard to cause this. Check cables reliability, can retrofit newer
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"custom" style along the lines of GN250 & SR250
Equivalent in many ways to an EL250. Looks a bit Harley-ish, given the constraints of size.
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Stretched scooter with a low seat height, watercooled 250cc single with a belt drive automatic gearbox. Good weather protection. Large luggage trunk. Comfortable, safe, commuter with a top speed of about 75mph. Very popular in France / Italy / Japan. Not currently available in UK except as Grey import.
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Amazing supercross racer with balance of handling and power.
Great looks, strong suspension, tough, ease of maintenance, solid power band, but above all - power! A superb bike, very unforgiving for the inexperienced but really delivers the goods if you know what you're doing. The plugs tend to foul quickly (but they're at least quick to change).
Built with steel frames up to 1995, and then in aluminum chassis from 1997.
A postman would be seen on nothing else than this family.
This family of bikes do provide interesting transport options in certain circumstances.
They _are_ actually the most popular (in terms of numbers produced) of any model of motorcycle, but traffic conditions in USA/Australia don't really suit them. Perhaps, as local transport in a quieter "country" town, they may be considered a good thing...beats walking! ;-). ..but in fast traffic, they are well out of place.
See CT110
See CT110
In 1970 Honda sold 100,000 CT70s.
See CT110. It's possible there is also a variant of the CT90 which is a trail bike(?)
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V3 Slightly earlier than the NS250. Environmental disaster.
Not related to NS400R (also V3 stroke). Performance would suit a learner nicely. Maintenance requirements would NOT suit a learner at all. Badly designed engine is prone to shredding the inside of the middle cylinder.
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(not to be confused with NSR250!!) 90 degree V-twin, contemporary of RG250. Can be thrashed to death quite easily. Strange looking fairing on some. All had exhausts faired into seat hump. About $1500- $2000NZ for a good one.
The racing family.
Amazing little pocket rocket sports bikes.
Two dramatically (looking) different models - the earlier, naked NSR125F with a square headlight and the fully-faired sibling NSR125R with twin headlamp. (Mainly) European market.
Ceased production in 2001 with stock still being shifted as late as 2003/2004.
found in Indonesia, different from the model in Thailand.
Proddy racer bike.
RGV-beater, imported in small quantities. Check for lockwiring! 90-degree V-Twin.
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Is a 250 racer just like the TZ250, used in 250 GPs and such. Again, v. expensive and not legal post 91/92. V twin 2-stroke available in NZ
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Harley/Cruiser style V-twin. 8 valve DOHC engine. Disc front, drum rear brakes. Looks meaner than the Rebel.
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Dated sporty ride.
First came out in 1983. DOHC, 8-valve 90 degree V-twin four-stroke. Pro-link rear suspension, but drum brake, and problematic "inboard" disc on front. Engine had crankshaft and timing chain problems. Be wary of the older VT's. Check them out thoroughly.
Sexy but subjectively ugly paint job.
Crankshaft fixed. Full-fairing. 160kmh@12.5krpm
Decent but aging sportster.
Double-row timing chain (still noisy but mechanically sound). New frame & fairing. 14lt tank (280km). TRAC anti-dive and twin rotors up front. Comstar wheels. Has about 40HP, revs to 13,500, which equals 170kmh.
Smaller fairing, but a nice, good looking bike.
Timing chain completely fixed.
Good looking sports/tourer.
No fairing, modern frame, more power, more appeal, more money. Some companies make aftermarket fairings bearing "VTr" insignia, which makes them look like a VFR or Ducati. Replaced the VT250 FII Integra, mid-seating (between touring and racing position). Good bottom power range and peaks at 140-165kmh. Responsive. 180-200km/tank.
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See XL250R
Road/Trail. Good for the odd scrub dash. monoshock, roadgoing XR. 1983 had 250S motor, later had RFVC motor which came standard with crack between spark plug and exhaust valve. Honda used smaller spark plug in 1986 on to reduce problem. Same story for XR250.
Super Reliable single.
Looks like an XL250 but uses XR350 engine.
SOHC. Well built, easily replaceable parts (except for the engine which is more difficult to find) Need both XL250 and XR350 manuals to service it. Big looking. Check in the brake hub for speedo-drive nylon - expensive to replace. Avoid one with Bottom end damage - hard to get aftermarket parts. Remove spark plug - if thread burred head will need to be rebored or replaced. Will require regular maintance (ie. oil change after long ride due to engine repair costs) Damaged pay: $450 - $1800 Road Worthy pay: $1200 - $2500
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See XR250
See XR250
See XR250
See XR250
See XR250
The more "serious" Honda road/trail. More of a dirtbike. See XL250R.
A '93/'94 model might go for around $4,000-$5,000. Try to avoid one that's been raced (worn brake disks, speedo may have been disconnected for a lot of it's life so misleading mileage, worn rear suspension & wheel bearings, head stem bearings, generally scratched plastics and/or ingrained dirt.
See XR250
See XR250
See XR250
See XR250
See XR250
Australian motorcycle manufacturer shipping to USA and Europe.
Notable for using non-Japanese parts and maintaining a strong old-school attitude of freedom and individuality to motorcycles. Their bikes are appealing to Harley-Davidson fans, even to the point of being able to swap parts.
The LC250 Spyder first shipped in June 2008.
What happens when you merge the best of Australian, USA, and Chinese motorcycle technology in a custom format? The Spyder! An "entry" 250cc chopper that has all the attitude of a Harley-Davidson.
Described as "designed from the ground up as the most innovative retro 250 custom full size production chopper ever created". While being learner-legal, this bike is as California-old-school as you'd hope for, emphasising freedom, self-expression, and passion. Interestingly, there are no Japanese components. The manufacturer took a philosophical design decision that means if you want a break from the Japanese bikes you've found your bike. The layout is clean, with plenty of scope for tinkering on it yourself.
Hunter provides a range of custom options, such as dual seats (extra footpegs and sissy bar), padded solo seat, free flow exhaust system, and wicked flamed graphics. And many aftermarket Harley-Davidson accessories go right on the Spyder.
The manufacturer claims over 200 units sold in their 1st year since June 2008, with 23+ dealers around Australia and shippig to USA and Europe. MSRP starts at around AU$6.5k plus ORC.
Some previous USA models were air-cooled, but all new models are liquid-cooled these days.
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A Czech brand with a long history. Originally Jawa and CZ were separate but combined in 1954. Follow some links to find the very interesting background.
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twin made in Czechoslovakia. mid-70s and parts are hard. Good for the classic clubs. 15kW, 140kg, 135 km/hr
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Japanese motorcycle manufacturer established in USA in 1966.
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Pretty little cruiser. Low seat and centre of gravity (chopper style). GPX/GPZ250 engine
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No information, see ER250.
Uni-trak, belt-drive Z250. 22kW, 145kg, 19km/L, 155km/hr, $850
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Surprisingly cheap with great economy all wrapped up in a nice-looking sports bike. Another Kawasaki ninja.
Redlines at 14,000rpm and will keep up with bigger bikes. One criticism is that the tyres are a little thin (130 mm), but otherwise the engine is well-matched to the gears and the brakes are good. Economy around 38-45mpg. No fuel gauge, apparently so watch your speedo. Reports that the headline is difficult to replace due to access.
An excellent sports/tourer and even commuter family.
Sensible and sturdy with no surprises. No longer has the wow factor but great bikes to start on.
A sensible sports/tourer and even a stylish commuter.
Classic styling and Kawaski colour schemes. Just like the bigger GPX bikes (only smaller so if you're tall or big you'll look like you're riding a Shetland pony). Not very heavy so watch those cross-breezes on the freeway (i.e. wind shears). GPX250, ZZR250, GPZ250R all use variants of a water cooled DOHC 16 valve parallel twin. Tough but watch out for thrashed engines. Cinder-switch is occasionally burnt out so check it when buying.
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Newer, water-cooled, sporty, red seat comes off on clothes. Frame, engine as per GPX250 but more power (noiser). Handles well, no fairing. Cheaper alternative to GPX250 GPX, ZZR, GPZ250R all use variants of a water cooled DOHC 8 valve parallel twin. Chain drive.
Not very strong but ok. Early models had dicky camchain tensioners (maybe not all of them). Suffers from being thrashed. SOHC engine, bikini fairing. Direct descendant of the venerable Z250 engine.
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Answer to the Honda XL. Nice soft dirt bikes. If you want to tune it up you're probably limited to just intake and exhausts. Has a disc brake as opposed to the KL which has a drum (you can spend a lot of time cleaning mud out of the drum).
With a clear off-road bias the KLX range can be good little city commuters.
Dressed in the same Kawasaki Lime Green as the infamous KX series.
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Predecessor of KR1/S.
The engine design is close to the racing KR which ran at late 1970s. It has a unique mixture of rotary valve and reed valve for induction. Notable as a production bike that uses tandem (Front-Rear) cylinder placement. It has twin crankshaft, and a strange combination of 16in fr. wheel and 18in rear wheel. It does not have power valve so torque&power is a bit low compare to new comer (ie, RGV). 2-stroke. 14km/L, 185km/hr
The KR-1 and KR1S models are not LAMS approved.
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Nice.
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older twin, Light but not high performance. Basic, cheap. No fairing. Belt drive. Apparently there are some variants: single cylinder, a twin, a belt-drive, and a chain drive. The "Scorpion" *may* have been a one-off model. The variant of belt-drive twin, without the fairing and the GPZ paintwork (basically a GPZ!) is common. $550-$800
Nice sports bikes.
Nice and sporty.
Inline 4. Rare, grey import to Australia. Faster than GSXR250. Can be set up as racer (no mirrors, rep fairing) or as road bike (like a smaller ZXR400). Push it harder than 20500RPM and you'll see the pistons. Introduced in Malaysia in late 1997.
Delightful sports/tourer family. Great looks.
Very sexy and popular sports/tourer.
A bit underpowered. Wiggly rear end on some models. GPX, ZZR, GPZ250R all use variants of a water cooled DOHC 8 valve parallel twin. Redlines at 14500RPM. Better fairing rain protection than GPX250. Sportier riding position than the GPX250. Introduced in Malaysia in 1995.
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Founded in 1945.
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Malaysian-made bike.
Very cute [ I think the spelling is right and it's not a KR1-SS ]
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15kW, 135kg, 25km/L, 130km/hr. Dependable, solid, and exciting as a brick. $800-$1300. See entry for MZ250
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East German, single cylinder. Ugly but nippy in town. Good tourer, commuter, basic transport, low maintenance. Good motor. Models are ETZ250 (12 volt, disk brake) and the TS250 (6 volt, drum). Most MZs you see will be ETZ. 120kmh tops. Motorrad Zschopau now reborn as MuZ and making those truly scrumptious Yam engined Scorpion singles.
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British.
Czech.
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Japanese motorcycle manufacturer established in 1952.
Pretty little commuters.
A family of small bikes produced between 1966 and late 70's. All models very similar in specification (2-stroke, disc-valve engines with automatic lubriation), ranging from the baby A50 up to the A100. These bikes are till found in South-East Asia (such as Indonesia).
The A100 was a staple of the A series and a very pretty little commuter.
Manufactured from 1967 (possibly as early as 1966) and at least until 1975, however it's still being produced in some Asian or South-East Asian areas such as Indonesia.
Brakes are poor by contemporary standards.
Rotary disc-valve engine design. Automatic (pump) lubrication.
Baby of the A series with good city performance.
Released in 1969 and almost identical to the A100. and at least until 1975. Apparently still being produced in some Asian or South-East Asian areas such as Indonesia.
Variations such as A50P and A50PD found in the Netherlands and possibly elsewhere. These models had pedals as mopeds in the Netherlands were required to have them.
Brakes are poor by contemporary standards. Although the design never significantly changed, a front disc brake was added to later models in the 70s. Produced until 1979 or even later.
Rotary disc valve engine design. Automatic lubrication.
European-only model?
Found in at least Finland. See other members of the series.
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16kW, 115kg, 22km/L, 135km/hr. Proven commuter/fun bike. $650-$2700
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Nice little street bikes.
Suzuki's second attempt at a 4cyl 250cc.
If you keep it in the powerband (8000-13000pm) it fairly hoots. Delivers as much power as the much later ZZR250, but without the curvaceous fairing is probably only good for 155-160km/hr. Nice little bike, really fast steering, good brakes. Resale value may not be high, depending upon condition so don't pay too much for one. Similar style to the FZ250. 165km/hr.
Nice, comfortable naked commuters.
Very slight chopper feel to them which adds a little style once you're used to it.
Sensible small single cylinder thumper.
Like the XV250 but single cylinder (not powerful!). Harley wannabe (mild chopper style). A nice, friendly, easy ride. Perfect for cautious beginners and commuters who want a bit of style without hurting the pocket. You might learn to love it.
Simple design with easy, cheap maintenance and reliability. Not much wears out and when it does the parts are not known to be expensive. Main cost will be the chain & sprocket replacement every 6,000 to 13,500 miles, depending on how you care for it.
Rely on engine braking when you can, the brakes will work too... with a bit of forward planning. Stay off the freeway, this is not a racehorse, but it will get you to work and back and the odd weekend ride. Not aware of any performance kits for the GN250. Power delivery is even but this is not a torquey bike.
The GN250 series has been around since the 80's but is still in production as of 2006.
Not as good as the SR250, perhaps, but still a fine bike.
Other specs: Approx 75MPG/28KPL
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Sporty little Indian street bike inspired by Suzuki’s international superbike GSX-R.
In October 2008, Suzuki Motorcycle (India) launched its first 150cc motor bike, the Suzuki GS 150R aka Lanza. The motorcycle is ideal for city riding. The bike's console features a GSXR-inspired RPM indicator, gear indicator (with 6 speeds it's easy to forget what gear you've shifted to), and a digital speedometer whih let’s you select Power and Economy modes. At 150cc it's already going to be conservative on the fuel, but it's nice to be able to unleash the inner beast.
Suzuki's first attempt at a 4cyl 250, redline at 11500, very few around, and hence not many parts to be found at the wreckers. Good performance for the time but with pronounced powerband. The engine is essentially the same from GS250FW to GF250 to GSX250F with about 8 years extra development to the Across. Fuel economy not great.
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Suzuki Bandit 250 (GSF250) Naked commuter / semi sporty thing. Two main types the GJ74A model (early nineties to 95 I think) and the GJ77A model 96 - present. All models up to 1999 are gray imports in Aus. The GJ77A model comes with optional variable exhaust valve timing to boost midrange. You can tell these models by the red cam cover and the distinctive noise when 10,000 rpm is hit. All 250 bandits sold by Suzuki domestically have the variable valve timing. The engine is derived from the GSXR2
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Early 80's commuter. Just like the GSX400 air cooled twin, sleeved down so heavy for the size. Nice, honest bike for the commuter and big person, not real zippy. Some had electrical problems. Pay anywhere from $700 up to $3800.
4 cyl. Power range in 11500 to 14500 RPM. Similar to the GSXR250 which runs out of puff at 185km/hr. Complex motor and therefore higher servicing on the F model at least. No centre stand. Dry weight 163kg, which helps for longer distances but arguably a comfortable bike. Sporty feet position. Small 12 litre tank, but great helmet compartment (put your Macca's or KFC in the via drive through).
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Tops at 180km/hr (maybe 200km/hr brand new) Lasts well. No dead spots in the rev range right up to the red line. Gentle and holds a nice cornering line a lot more steady & predictable than the RGV, but otherwise the RGV corners better. Front end is light so cornering is a bitch in the wet when you hit a bump, line, line marker etc. 4-cyl, 4-stroke. 16 valve 2*twin barrel carb DOHC. Some have SPES (Suzuki Powerup Exhaust System) a go-fast bit which has a slight edge. Redline @ 17,000RPM Looks like
Jap import race replica. Has a different frame, different carbs, and looks like even different engine angle. The whole shape of the bike is a lot more angular, like GSXR750 meets RGV. May not go a lot better than the GSXR250.
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In its day one of the popular 250s. Generally very reliable. Sometimes
had gearbox problems, instruments went 'cloudy' almost straight away,
rear sprockets were soft and wore out quickly.
If in good condition, should be ideal as a first bike, but maybe not
worth $1000. Maybe half that?
Age is against it.
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A series apparently only found in Indonesia.
found in Indonesia.
Amazing sports/racers.
Basically street-legal race bikes.
RGV style frame with bored out 125 motocross motor, faster than many 250cc 4 strokes.
Unfaired.
Powerful, good looking.
A fantastic bike - great cornering, tight rear end, and a lot of power. So much so that some schemes do not endorse as a beginner bike because of the high power-to-weight ratio. Not recommended as a tourer (you're in the race position). Early ones, especially K & L models have engine cradle and engine mountings are prone to cracking. This can cost. RGV-P = 61hp@11,000RPM
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See RM250
See RM250
See RM250
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A full blown enduro motorcycle. One of the few sold in America that actually meets EPA Noise requirements. Early models came with all kinds of detuning modifications to meet the noise requirements, but with replacement noisy parts to make it run well. Later models come with most of the quiet parts but with less detuning, and the motor actually runs pretty well, and is an effective enduro motor. Any competent tuner can increase power considerably by modifying the ports and head. Suspension is sof
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high and low range ratio gearbox
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Really cool bike as commuter / off-road.
It is great off road but can also ride it to work every day. Good learner's choice. Not a very common bike but well worth a ride. Yellow plastics and blue frame.
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An unknown or obscure make
Don't know what this is.
Don't know what this is.
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Japanese motorcycle manufacturer established in 1953.
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No information, see what is down for the other DT family models.
Can use it on the farm.
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Mid 80's 4 cyl. Apparently the first 250 4-stroke to get over 50 hp. Imported. Predecessor to FZR, equiv to Suzuki GF250
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Hot! Think of an FZR400 scaled down.
Japanese market model imported. Quick and arguably better than GSXR250.
Sporty!
Grey import to some countries, be careful. Faster than the CBR250RR and ZXR250.
No information
Semi-naked sports/tourer all-rounders.
Commute with style but sporty enough to enjoy a nice ride.
Bikini-faired all rounder.
Available internationally for some time, more recent import to Australian market.
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No information. See comments for rest of RD family models.
Generally reliable aircooled 2-stroke. First proddy bike to use reed valve induction. Mostly unchanged except for cosmetics and brakes till till the last of the line RD250G in 1981. A bit agricultural, but pretty reliable, cheap to work on, spares available. Very 70s handling, this is no RGV guys!
Watercooled. The "elsie" was *the* pocket rocket. Have been thrashed without exception. Also likely crashed... But still Ok if they go, but be prepared to do a top end, bottom ends OK as long as it wasn't seized. The earlier RDs didn't have the YPVS (Yamaha Power Valve System), meaning bugger all below 7000rpm and everything above (which can cause exciting things to happen if you wind open the throttle suddenly!)
See RD250 entries. No other information.
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Seen it zipping around Malaysia. Little sports bike at 133cc.
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parallel twin. Post RD250LC. Not as wild as the RGV. First powervalve model. Fairing. Prospective buyers might like to make certain that they're buying a 250; a favourite trick with the RZ is to upgrade the 250 barrels, pistons and conrods to those from an RZ350; you can tell by the size stamped on the side of the barrels (left, just above the crankcase). The warning is this: it's also important to uprate the oil pump, since a 250 oil pump has a lower capacity than a 350 pump, so engine wear may
See RZ250
This series appeared to only consist of the RZR150 and limited to South-East Asia production (Indonesia and Taiwan). Any more information appreciated.
sport 1992 production. Indonesia.
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basically a single seater 200cc motorcycle with a single speedometer displayed in km. The motorcycle is extremely fast for its class and it has a chromed tubular frame like the Ducati monster. It seems that this bike is available in Japan only. kickstarter, with apparently 4 speeds ... very wheelie prone. It is a two-stroke, but the exhaust system on the unit is very well designed and reduces a lot of the noise that most 2's give out. Strange thing about the bike is the surprising amount of torq
Nice (slightly) laid back custom/cruiser ride.
Mini-chopper.
Easy to get parts and holds value. Getting older now, but a good one is still fine if it hasn't been neglected.
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Recommended. Medium fairing Comparable to the BR250 and CBX250 in many ways.
Light but not a lot of power. Good around town or on really twisty roads. Great learner machine. Easy to work on and maintain. Not so powerful if taking pillion. They would rev out, off the speedo at around 105mph (170 km/h). Vibration can be a problem, keep the engine mount and fairing bolts tight. The cylinder head has been known to crack but this may be related to allowing things to get loose.
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Road bike semi styled like a off-road bike, a similar concept to TDM850, but 5 years earlier, post 87. Used TZR250 motor, had a fairing a bit like the top half of a TZR. Lotsa parts interchangeable eg wheels, swingarm etc. Performance Bikes once described it as the "Best hooligan bike ever made"...wheelie city
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A full-on trials bike. Forget it unless you're into riding over boulders and up walls.
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V-Twin Proddy racer, post 91/92.
Very limited production, probably not street legal
Tiny racer.
Don't bother to get street legal, there are easier options/bikes. The TZ does not have any electrics or any way of powering anything but the ignition. You can not fit a kickstart or get road legal exhausts. See entries for larger models in this family.
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Seen it whipping around Malaysia. Very zippy for the kamikaze pilots there.
Also found in Indonesia. Imported from Thailand.
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Post RZ250. Faired and unfaired models. parallel twin street bike, japanese imports (e.g banana arm, USD forks) Also has aluminium Deltabox frame, as opposed to steel tube cradles on RD/RZ250s
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sluggish, slow, cheap. Upright chopper-style. Parallel twin, air-cooled. They may be sluggish, but they're darn reliable. Kickstart and electric start fitted as standard. Front & rear solid disc brakes. Wide, comfy seat.
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See XT250.
2-valve. Basically the same bike from 1980 to 1991 Front drum, base model etc. 4-valve variant. XL equivalent.
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The XV250 has been around for a number of years and has proven to be a big selling 250cc road bike.
Looks like a bigger bike (eg Harley). V-twin, good torque, smooth progressive power, fun, watch the pegs on the turns. The cruiser style of the bike allows for a very low height, which helps the less tall rider to keep stable when stopped. Very comfy, nice wide seat and easy reach handlebars. Pillions will find themselves a little tight, better to get a bigger bike if you're going to do a lot of tourinng.
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Yamaha copy of the Honda Helix. Stretched scooter with a low seat height, watercooled 250cc single with a belt drive automatic gearbox. Good weather protection. Comfortable, safe, commuter with a top speed of about 80mph. Very popular in France / Italy / Japan. Available worldwide except USA.
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