used & abused

Columnist Sean Comber reveals his ownership experience of some classic trail bikes

Trailbikes are a bit like Trigger ’ s Broom, they can go on for ever, you just have to keep changing stuff. Eventually the stuff you need, becomes less available and more expensive, and if you have a bike long enough, it’ s rarity value starts to make you think of it as an investment rather than a functional machine to throw down the lanes. My twin shock XR200 now over 40 years old, should fall into that category, but I love riding it so much, it still earns it’ s corn in the garage. I’ ve written about the XR200 so I’ll move on. The interesting article in the last Trail on the XR250 and KDX, made me realise I have plenty to offer on the classic trail bike front, so i’ll share my thoughts.

YAMAHA TTR250

YAMAHA TTR250R

The Yamaha TTR250 was a stalwart of the Devon TRF scene for years, largely driven by the original TTR guru himself, Brian Sussex, who handed on the mantel to Steve Attfield a few years ago. Ample parts supply through the Totally TTR shop and one of the best forums for any bike available meant it drew strong local following. The TTR has been through a few different incarnations with pros and cons associated with each. Released in 1996 to 2004 as the TT250R (electric start only) a chain-driven double overhead cam, 250cc 4-stroke, followed by a

‘Raid’ version from 1994 to 1996 (Japan only, again lecky boot only) and the blue tank TT-R250 version from 19992006 (kick and electric start). A kerb weight of around 124kg was bang in line with the Honda CRM250 and very manageable, a simple yet effective semi-double cradle frame, 10ish litre tank with 100 mile range and seat height of around 35 inches, again just like the CRM. Power was around 30 BHP, so a little down on the CRM, but again, plenty enough, particularly after a couple of mods to the airbox, jetting etc perked things up a bit.

It is a simple, functional tool. Being a DOHC it was happy to be revved, but for trail riding the monoshock and conventional forks, sensibly shrouded to keep out grot the engine and suspension provided a stable, plush, nicely balanced ride on its comfy seat. The seat is still a fair way off the ground and I again have a lowering link on mine. In an increasingly enduro bike driven trail-riding world, the TTR offered a sensible compromise between power and ability. On paper the blue-tanked version is probably the most popular owing to the options for starting the bike, plus it is a bit lighter. The only real weak point appears to be the sprag clutch which if not replaced (not cheap) when it starts to go, will result in chipped teeth and metal-onmetal wear back through the idler gears all the way back to knackering the starter motor. So as soon as you start to hear the clanking on starting and stopping, get your cheque book out…

The TTR is an excellent trail bike, I know, because I have one. Not just an ordinary one either, a big bore 325 Brian Sussex special, which provides all the advantages described above with a bit more power and grunt all over the rev range. TTRs are easy bikes to live with, nothing scary about the power delivery, robust and reliable they are best described as dependable. Not as mellow as a XT225/Serow and not to be confused with an enduro either. Although they ’ ve been out of production for a while, there are normally a couple for sale at any time, currently at around £2,500, may be a couple of hundred quid cheaper for a non-blue one.

I’ ve a Mk2 CRM, now over 25 years old, dating back to 1992. The Mk1 first released in 1989 had conventional forks, a torquey made for the trail (not enduro) 2-stroke, oil-injection engine, water-cooled with an electronically controlled power valve making in the order of the high 30s bhp; more than enough for trail riding and if geared appropriately would cruise at motorway speeds on the tarmac. Importantly it weighs around 125kg wet –not super light, but light enough to manoeuvre in the lanes. Seat height is 35 inches with a plush Prolink rear and Showa front end, which is more than adequate if not pushed too hard. A 10-litre tank provides a more than adequate 100 mile range. The very different Mk2 arrived in 1991 and benefited from funky blue anodised upside down forks, stronger frame holding its oil, a bit bigger and more powerful all round.

The Mk3 changed little between 1994 and 1996, oil back in a tank, better suspension and tweaks to the frame and bodywork, but engine the same. In 1997 the AR arrived and lasted through to the end of the production run just before the millennium. The AR or Active Radical was a reasonably successful attempt to squeeze yet more torque out of the engine whilst reducing emissions by positively encouraging preignition through some clever electronics and a throttle position sensor. Apparently it feels quite different to ride compared with its predecessors, almost 4-stroke like on the overrun apparently.

Back in the day Trail Bike Magazine raved about the CRM and had it as one of their favourites, torquey engine, straight tracking, well suspended, with that 2-stroke fun factor when the power valve kicked in, with Honda build quality and none of the pre-mix shenanigans to faff about with at the garage. I bought a Mk2 over five years ago for a very reasonable £1,100 (try buying one for that now….). It was well cared for by a chap that rode it about a 100 miles round Devon lanes a year. I knew when I clapped

Honda CRM250R

USED& ABUSED HONDACRM250R

1992 CRM250 out in its natural habitat

eyes on it, it was a keeper. Mind you I think that of all the bikes I see for the first time, those bloody rose-tinted glasses…. It had around 15,000 km on the clock, if you believed it and sounded sweet. I lowered it with a Kouba link to suit my wee legs and since then, I’ ve put on about 1,000 km a year and other than the usual, bearings, chains, sprockets and decent quality 2-stroke and gear oil regularly changed, I’ ve not touched it. I’ ve heard they can do 20,000 miles before requiring fiddling with the engine.

To ride it is a pleasure, I love that 2-stroke smell, so counterculture nowadays. I’ ve got it ridiculously high geared, not sure why, but it would probably pull a ton in 6th… Still it lugs up lanes like a good ‘ un. It constantly flatters me. I can barely remember the last time I had to pick it up. It tracks straight in the lanes, finds grip everywhere, and always leaves me with a smile on my face. You can ’t ask for more than that. Parts supply is still excellent thankfully via Wemoto, LeisureTrail, David Silver and CMSNL. So at least for the moment, no worries there. The only concern is that given they are at least 30 years old, they are getting collectable. A quick look on eBay suggests you are going to have to pay upwards of £2000 for one and nearer three grand for an AR. However it will appreciate in value if looked after so well worth seeking out. I like to think of them as an olden days Beta X-trainer but probably more reliable.

SUZUKI DRZ400S/E

My final review of this triptych of classic trail bikes is the most recent one. DRZ400s ran from 2000 to 2009 and came in the form of DRZ400 (kick only and rareish), DRZ400E the ‘ enduro ’ version and the DRZ400S more of a trail bike with metal tank, proper lights, indicators and even pillion pegs. It was a major development from the old tech air cooled DR350 and offered a bit more all round from suspension, power, chassis and ability. Although advertised as an enduro bike, they were always outshone by ‘ pukka ’ KTMs, Husabergs, Huskies etc. But again, Trail Bike Magazine raved about the DRZ’ s DOHC water-cooled power plant which just keeps on giving, reliable, and a flat ▲

USED& ABUSED SUZUKIDRZ400S-E

torque curve which provides linear go from tickover to WFO. Pumping out a reported high 40s BHP for the ‘E’ version and around 8 or so BHP less for the ‘S’ version, it is pretty tall at 37 inches, but with a practical 10-litre fuel capacity giving a 100ish mile range. The suspension has lots of adjustment should you wish to fiddle with it. Its weight is acceptable, 120 kg dry for the ‘E’ , a bit porkier at 132kg for the ‘S’ . There were complaints even by TBM regarding the fruitiness of the exhaust which was toned down a bit over time, but the noise was still above trail biking standards was the conclusion.

Although often considered to be of poorer quality than say Honda and Yamaha in terms of paint and finish, it is a very practical bike. Grease nipples on the axles, tidy and robust controls, vulnerable things tucked away – an exercise in simplicity really so little to go wrong. As long as you don ’t expect the decal’ s to stay on long (but do they ever on any bike?) then it will prove to be a reliable and lovable machine to live with. A DRZ400E was my ‘lockdown ’ investment and I cannot deny after replacing the head bearings and the bushes on the starter (sprag clutch and gears and starter a lot cheaper than the TTR by the way) and a dribbling carb, it has been a hoot to ride.

I was worried that a brutish 400cc ‘ enduro ’ bike would wrench my arms off and be practically unrideable – in fact the opposite is true, it will put from tickover and go as fast as you turn your right wrist. The suspension is more than adequate at trail riding speeds meaning it goes where you point it and it finds grip everywhere. The seat is not as comfy as the TTR or CRM and obviously I’ ve had to lower it…. If geared up you ’d make easy progress along A roads or MWays to the lanes. There is little not to like. Being the youngest of the trio, spares are not an issue and there is plenty of after-market kit available. Prices seem quite volatile but they retain their value well, especially the Supermoto version for some reason. You ’ll currently struggle to find a good one for less than £2,500, but worth every penny and like all the bikes mentioned, you ’ll get your money back when the time comes to sell as long as you have looked after it.

Don ’t ask me which is my favourite, it would not be fair and as I rotate between them with each ride, they all put a smile on my face from starting to putting back in the garage. ■

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