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Only $10 for all 2024 SX, MX, and SMX series (regularly $30).
That is about 167 Euros.
I was lucky because there were only a few tanks left. A buddy of mine tried to buy one a year ago
for his restoration and it went from back ordered to NLA before he gave up.
A new supply of tanks must have turned up because CMS was selling them for $550 a while back
before their supply ran out. Nobody would have been paying that kind of money if they were still
available from your local Honda dealer for half that amount.
I have another friend restoring a 93 now, I need to tell him the tanks are available again. Thanks
for the info.
JT, I'm tempted. I like to support the manufacturers that support us (two stroke racers). KTM is
the only major manufacturer still developing and selling two stroke MXers. I've raced Hondas for
a long time, so as long as I can "cobble" together competitive CRs, I'll ride Red. Speaking of
riding Red, I just finished a jet and tune session on my new CR500 - man that thing is fast.
dogger
The Shop
Here's the latest with the new tank and pipe.
It almost looks new...
Yes, that's an optional tall '96 seat. I tried to get a tall '95 seat, but it was back ordered at the time so I put the original 95 seat and plastics in a box and began transforming the bike with new 96 stuff.
Where on earth did you hear about about something as crazy as that? Sheesh, Cam-- some of the people you know
Oh, and the tall seat's just GOTTA go!
Hey, kidding aside, did you end up revalving the late model 47-mms on your '95? (BTW, that's still EASILY the cleanest '95 I have ever seen.)
Taking some ideas from this blog, I'm going to trade DJ for one of his Jeff DeMint sprockets, and for sure I also want to remove the PC tag from the pipe.
I've got so many projects going on right now, it'll be awhile, but I'll have Emig fab triples for my 47-mm conversions (the '93 and '96) in 2012.
Cam, you were DEAD-ON about the newer forks not working on the '96 lower clamp without being spaced. You can make the spacers out of two layers of cut Coke can -- at least, that's what we did for my '93 and '96 (technically, a '95 replica).
These are the greatest two-strokes ever made. Period, any other debate is foolish. Yeah, I know, that's a big statement to throw out... Let me qualify.
I own 21 dirt bikes, and have ridden just about any two stroke you can name.
I'm currently building an '04 RM 250 with A-Kit suspension and some factory bits; I'm a Suzuki guy to the bone. In fact, until recently I had a lot more RMs than I did Hondas. I believe I can say without being immodest that I have some of the nicer Full Floater-era RMs in Texas. (You can see one of my RMs on CamP's blog on his '82 RM250 build.)
I also have a '98 KX250 that is one of Jeff Emig's old practice bikes with works suspension; I have a Noleen-built, long-rod kitted '94 YZR-jugged YZ250. (That bike will scratch on dry pavement.)
I had an '06 YZ250 (swapped for an '07 CR450F), and I have an '06 KTM 200XC-W with Ohlins team suspension. I have a 1996 RMX250 and have ridden tons of KDX200s. I owned an 01 CR500 until another swap.
Even when compared against more modern two-strokes, the '92-6 CR250 simply cannot be touched in terms of usefulness of power; total ease of maintenance/low cost of ownership; virtual indestructibility; and overall design excellence.
These bikes were single-mindedly made by Honda to dominate any form of MX competition, with not one molecule of compromise nor consideration towards any other purpose.
Any year is good, but the '92-4s are ergonomically smaller and have a smaller front brake. These bikes are absolutely beautiful aesthetically, too... But (as Dogger has mentioned) it's getting tougher to get parts for these years. In particular, most body plastic is only available as aftermarket-- and even that, is getting harder to source.
The '95-6 has updates and refinements to the frame, vastly beefier suspension, bigger front rotor, bigger ergos. You can still find parts for these fairly easily -- this is the closest that anyone came to a "universal" Japanese MX bike.
Honda sold every one of them they could possibly make, they dominated the market then, and these factors also help to explain the parts issue. Plus... people seem to really hold onto these years -- kind of like the first Mustangs.
As Cam P has mentioned, it's pretty easy to back-date later model parts to these bikes, particularly the '95-6.
You can fit a much bigger rear rotor and carrier from the '97-'99 CR250 with some very simple machining, for example.
You can mount the front master cylinder from any CRF from '07-up and get MUCH stronger brakes on the front. You can bolt up the quick adjust clutch lever from the last years of the two strokes, and so on. Even most of the later-model, cut-down, reduced weight fasteners from the CRFs can be used on these bikes.
But the biggest improvement you can make to the '95-6 is to mount a set of later-model CRF250 Twin Camber forks. This is MUCH easier to do on the these years than the '92-4.
Arguably, stock, the '92-4 handled better and were easier to flick around. But the 96, in particular, strikes a good balance, stock, of a *killer* engine, finely matched to a chassis that can take the power-- with good, but not too aggressive handling.
It's an incredible bike-- if I had to sell all my bikes except one, I'd keep my '96. Again, I'm writing this as a life-long Suzuki guy, FWIW.
I left the '08 CRF450 fork valving stock and removed 20cc of oil from the out chambers. I re-valved the shock to balance with the CRF forks by added 3 more shims to the HS compression stack and using 7.5wt oil to slightly stiffen everything. I ended up with something very balanced and it really works as well as any modern bike I've ridden. I actually like like riding it more than my '08 CRF450.
BTW, at 5'-18", I'm forced to run tall seats. What's interesting is that even with the optional tall seat, the 95-96's peg to seat distance is still 1/2" shorter than a stock CRF450. The 95-96 bar position is also much further back than a CRF so I use a top clamp that allows me to position the bars on the centerline of the forks. This makes the bike really feel more modern.
Pit Row
Cam, that's what EVERYONE I know says about their two strokes. The 4t are fast, modern, trick, etc... But for pure fun, it's just about impossible to top a well setup 2t. My '96 is a riot...
The '07 CRF is certainly faster, amazingly capable -- all true, absolutely. But it's just not as involving. I much more enjoy the "shot out of a cannon" feeling of the CR, versus the "squeezed from a tube" on the CRF.
>The 95-96 bar position is also much further back than a CRF so I use a top clamp that allows me to position the bars on the centerline of the forks.
Dude, Cam, I'm an architect by education and I work in a technical field but you are BY FAR the most technical minded of the posters except for maybe Dogger. I really do believe that you actually measured the seat-to-footpeg distance... Which is totally next level.
When I have the triples made, I'll have to consult with you as to your recommendation on the handlebar placement!
Im parting out a 91, can the rear wheel work on the 95? Are there any other parts from the 91 worth keeping as spares for my 95, such as coil,cdi, carb ect?
thanks
Found a roached but complete and running 92. Needs to be framed to be cleaned greased ect. Needs a new rear fender, side panels shrouds and front number plate. Tank is decent. Things I don't like are 43mm forks, solid bar mounts that only will accomidate 7/8 bars, tiny footpegs, shitty front brake and a crappy ceet seat cover.
Thoughts?
Do you guys see what I'm talking about? The "FJ" logo. Footjoy is a golf shoe company. I think I remember this logo being on the bikes, but at the time I wasn't a golfer so I didn't know.
Enlighten me please.
www.fludesigns.com
http://www.lebigusa.com/articles/ycf-offre-une-mini-a-mc-grath.html
On the 92 CR is it feasible or practical to cut off the existing bar mounts, then bore new holes (moved forward) and then use a Renthal bar mounts?
Here's a side view of the plate I'm using on the RM.
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