|
Classic Bikes
Custom Bikes
Individual
Racing Bikes AJP
AJS
Aprilia
Ariel
Avinton / Wakan
Bajaj
Benelli
Beta
Bimota
BMW
Brough Superior
BRP Cam-Am
BSA
Buell / EBR
Bultaco
Cagiva
Campagna
CCM
CF Moto
Combat Motors
Derbi
Deus
Ducati
Excelsior
GASGAS
Ghezzi Brian
Gilera
GIMA
Harley Davidson
Hero
Highland
Honda
Horex
Husaberg
Husqvarna
Hyosung
Indian
Jawa
Kawasaki
KTM
KYMCO
Laverda
Lazareth
Magni
Maico
Mash
Matchless
Mondial
Moto Guzzi
Moto Morini
MV Agusta
MZ / MuZ
NCR
Norton
NSU
Paton
Peugeot
Piaggio
Revival Cycles
Roland Sands
Royal Enfield
Sachs
Sherco
Sunbeam
Suzuki
SWM
SYM
Triumph
TVS
Ural
Velocette
Vespa
Victory
Vincent
VOR
Voxan
Vyrus
Walt Siegl
Walz
Wrenchmonkees
Wunderlich
XTR / Radical
Yamaha
Zero
Video
Technical
Complete Manufacturer List
|
Honda CB 250RS-Z
Every now and then Honda hit it right on the button, producing a bike that is remarkable for its blend of abilities. In the same way that the 400/4 of the '70s was a tasteful, restrained balance of qualities, the CB250RS is the demon the '80s. light at 2761b, fast at around 90mph (which is more than some of the singles twice the size can realistically manage), the slim and nimble RS became the dispatch rider's delight Even after the 125cc learner laws knocked the stuffing out of 250 sales, the RS continued to sell well It brakes superbly, returns around 60m pg and seems to respond well to being thrashed to within an inch of its bottom end. Maintenance is usually minimal if there is any at all, but with ignition that never needs touching, an automatic camchain adjuster and valves that keep to themselves you can simply get on and ride it hard. In keeping with its restrained looks, with an absence of twidly bits, the suspension can only be adjusted for preload on the rear two shocks, but handling is none the less pin-sharp. Naturally it is not a favourite for intercontinental cruising, although it has been done, but is instead a hot-shot for town riders and roundabout specialists. It's about as close as Honda have got to a four-stroke LC.
Models and Years the CB250RSA that came out in 1980 was apparently a new bike, but its pedigree goes back further. The XL250S of the late 70s was itself based on the earlier XL250, but had CDI ignition, twin exhaust ports, a balance shaft and more power and torque as well as the original four valves and 74mm x 57.8mm bore and stroke. The CB250RS had all this plus a black paint job, bigger accelerator - pumped carb, bigger valves and ports, higher compression ratio and a claimed 26bhp at 8500rpm. Everything was restrained, with only black, red or a metallic blue to choose from and very few stripes. It ran virtually unchanged until the CBX250RS of 1984, which had the twin cams and radial head, although a DX (De Luxe) edition came out in '83 with electric start a lockable seat hump and O-ring chain. The DX cost £150 more than the RS, at around £800 but didn't sell so well -its garish pinstriping also counted against it The CBX250RS was even more of a flop since you could still buy RSs at the same time for much less money. The RS was, and is, the one to have. Faults aid Quirks As you have read, the RS thrives on heartless owners, but don't take it for granted if you are buying one. The two areas to watch are the oil and the chain. Four-stroke singles tend to be hard on transmissions due to their uneven torque delivery, and Honda haven't really helped. The original chain is only % x Win and the rear hub shock absorber basically doesn't To make matters worse the front sprocket has only 14 teeth due to rapidly spinning gearboxes so chain wear is a major problem. It may only be a 250cc, but it will eat a chain every 6-8000 miles even if you look after and use top-quality chains and lube. You will have to replace chain and both sprockets often and lube them maybe every day. You can get a % x %in conversion, but there is no room for an O-ring version. Look at the oil level as often as you look at the chain and alt should be well. The engines only hold 1.7 liters of oil and filtering is minimal so change the oil every 1000 miles if you don't want the camshaft and head to become one piece. Use top-quality oil, and top it up if necessary between changes — it will be necessary if you ride them hard, which appears to be the only way they get ridden. like most Hondas the front brake needs regular maintenance in the winter to avoid seized pistons, and the choke cable also tends to seize listen for the balancer shaft chain, since if it is slack will make the bike vibrate badly. It is under the right-hand engine cover, but approach with caution since you can damage a lug belonging to the automatic decompressor. Finally, check for loose spokes, since people tend to forget that they need maintenance like everything else.
|
|
Any corrections or more information on these motorcycles will be kindly appreciated. |