Motorcycles Racer
For the second decade now, it has been producing motorcycles, scooters, mopeds, bicycles, as well as spare parts for them, and supplying these products to the markets of the Russian Federation and other CIS countries. The concern's plant, located in China, produces more than 100,000 units of goods per year.
Thanks to its own production, the company produces equipment of excellent quality and is able to sell it at affordable prices.
The Racer concern has founded a number of branches in Russia, equipped with warehouses and sales offices. Their geography is very wide:
- Moscow.
- Crimea.
- Altai region.
- Sverdlovsk region.
- Rostov region.
These representative offices deal not only with issues of product sales and warranty service; you can also contact them for advice on repairs and to purchase spare parts.
In addition, the concern's products can be purchased from more than two hundred companies that are official dealers of the Racer brand.
Characteristic features of Racer products:
The company produces several main types of motorcycles:
- Motorcycles - motocross, cargo, sports and road.
- Mopeds.
- Scooters.
As for the design of equipment produced at the enterprise of this brand, it was developed taking into account global trends, based on models from well-known Japanese manufacturers.
The technical characteristics of each type of motorcycle under the Racer brand comply with generally accepted international standards. All components that are installed on it have a fairly long service life and can withstand operation in the most loaded conditions.
Consequently, by purchasing original motorcycle equipment from the Racer concern, a fan of this brand becomes the owner of high-quality products with a modern design at a very reasonable price.
The main competitors of this brand are a number of leading manufacturers of motorcycles from the Middle Kingdom:
- Lifan.
- Loncin.
- Zongshen.
- Jialing.
- Qingqi.
In the market segment where there are no competitors from other countries, due to the excessively high cost or insufficient quality of their products.
As for the portrait of buyers of motorcycles produced at the brand’s enterprise, these are people who are not afraid to experiment, try something new, and also do not want to overpay a lot of money just for a well-known logo.
Smart people say that it is often better for bright memories of the past to remain memories forever. Not only is it not easy to step into the same river twice, but the modern embodiment of former love may simply turn out to be worthless. And here it doesn’t even matter: whether this is a consequence of a special structure of human memory, or whether the years have simply not been kind to the beloved - in any case, the sensations will be bad. That's how Moto Racer 4
, which came out fifteen years after the third part, could have completely broken my heart if I had not been somewhat prepared in advance. Back at the Igromir exhibition, I tried out Moto Racer VR, was horrified and began to pray that the regular version of the game would be better. This is how it turned out, but it’s still hardly possible to call MR4 a good game. I wonder if the employees and management of the Anuman studio understand how uncompetitive the product they have released for sale? What motivated them? The desire to report, get paid and have a good time at the bar? Hope for success due to the lack of any bright hits in the motorcycle genre in recent years? Sincere belief that the game is worthy of attention? One way or another, none of this came to fruition. The world premiere of Moto Racer 4 went almost unnoticed, and in November there were so many hits in other genres that even most journalists ignored the new product. Regular players, judging by social networks and the online mode of MR4, completely forgot about this project shortly after the announcement. We also didn’t see the point in rushing through the review, but since we got down to business, we had to finish it. Besides, I was one of those unfortunate people who was waiting for the new Moto Racer in person.
A good racing game can be both realistic and far from an exact simulation of a real motorcycle - it doesn’t matter. But what should definitely be in place in any case is entertainment, interesting tracks, “honest” difficulty and a feeling of connection between the gamepad, the bike and the surface under its wheels. The physical model in the game may be its own, completely fictitious, but it should still be felt and understandable. And with this, Moto Racer 4
problems: if in the pre-release Moto Racer VR the motorcycles drove like cows on ice, then in the final version of the game it is a set of polygons that are quite obedient to the player, which (according to personal feelings) has neither mass nor grip on the track. But finishing in first or second position, which was not difficult before, and which now does not present any particular difficulties.
The picture is also far from modern standards. Motorcycles look like some kind of remnants, and all elements of the environment suffer due to low detail. As for the tracks, they are laid out in quite a variety of locations, but only a few have any interesting features, such as springboards across an abyss or races along the fuselage of an airplane. I understand that road bikes should be raced on autobahns, but this still cannot serve as an excuse for completely sterile, boring, seemingly automatically generated tracks. Probably, the developers considered the fact that there were civilian vehicles on the highway to be sufficient entertainment, but for collisions with them the fines are so weak that such interference ceases to have any significance.
Finally, although the opponents in this game behave quite honestly (that is, they demonstrate approximately the same pace all the time, and do not appear as if out of nowhere, quickly compensating for the backlog that has accumulated for three laps), they are completely indifferent to their competitors. They don’t even try to cross the line in a turn, cut or push, but simply drive as if they were alone on the track, and therefore become completely predictable, which is also not good. The feeling of head-to-head combat suffers greatly when it is, in fact, waged only by the player himself, without any response from the environment.
Interesting features of Moto Racer 4
One can note a rather unique career mode.
The fact is that before the start of the race, the player chooses one of three tasks: one, two or three “stars”. All tasks are of the same type and differ only in the degree of success required: whether you come third or first in the championship, stay on the track for a minute or two. The catch is that if you choose the most difficult option and only fall short of the given bar, then there will be no reward, no reward at all. They said that if you win the championship, if you please, you will overtake everyone, and no one will give you one star for third place, there was no point in aiming too hard. This is an interesting and correct system that would benefit many games, because it makes every decision more difficult, and every success more meaningful. But here too, the Anuman studio made a mistake. When you don't complete a task, your stars are also taken off! And now this is clearly unnecessary. An unsuccessful attempt to take the “gold” will lead to the fact that you will then have to ride along the same route again to regain the “silver”. This is a logical continuation of the chosen concept, but it drags out the passage too much and simply spoils the gamer’s mood for no reason, without offering anything particularly valuable in return. There was also a place in Moto Racer 4 for “pumping up” with customization, but... you already understand, right?
The authors of this game can't do anything right at all! People with artistic talent should work on the appearance of motorcycles and equipment, because even in professional sports a lot of attention and money are paid to these aspects. But here, in the game, they simply opened up access to different colors and are happy with it. And it doesn’t matter that with such a generator, no matter how hard you try, you can’t create anything stylish, right? As for the bike’s improvements, there are few of them, and they are not noticeable only during comparative tests on the same track. This is realistic, probably, but due to the useless physical model and the riders who are recovering from an accident pixel by pixel, no elements of authenticity can improve Moto Racer 4. They made it possible to accelerate in the game due to some tricks, so go to the end and add really cool “upgrades” so that the difference is immediately noticeable. It’s as if the developers hadn’t fully decided what they should achieve at all, and they simply worked carelessly and according to quality standards that were ten years outdated. With all this, one-time races in Moto Racer 4
(especially off-road) may well give the player pleasure. Jumps, trampolines, simple tricks, performed entirely in the bright colors of the scenery - all this invigorates and allows you not to pay attention to the shortcomings. But this effect wears off after half an hour or an hour, and then it becomes unclear why one should play this craft at all. Maybe in multiplayer, but online is empty, and you don’t really want to force someone close to you.
PS If you have a Wii or Wii U, then the weakness of all components of Moto Racer 4
becomes even more obvious. The Super Mario Kart series also has motorcycles and approximately the same degree of “realism”, but the quality of the physical model, detail and entertainment in the game from Nintendo is much higher. There are even more tricks for the motorcycle and settings, including those that affect the behavior of the bike. And this despite the fact that Super Mario Kart is still mostly about four-wheeled cars. Isn't this an indicator?
50
Moto Racer 4
causes a feeling of deep disappointment.
This is not such a bad game, but it’s painful to look at how almost everything in it is done either incorrectly, or is a blunder, or is based on some completely outdated ideas about the requirements for the genre. Alone, it is only suitable for killing time, but hundreds of other games can easily cope with this task. It’s a little more fun with two people, but it’s better to just forget about the Moto Racer series forever, so as not to get upset again. The review was written based on the digital version of the game for PlayStation 4, provided to the editors by the publisher.
Test drive: Honda CB1100 (2017) – Racer or classic?
Old iron is back! The trend of resuming the production of motorcycles that have gone down in history, but not forgotten by the public, gained momentum again a couple of years ago: Ducati, BMW and Yamaha approved of customers’ craving for retro, even coining a special term “heritage”. Motorcycles look “like they did back then,” but have modern features, which makes them popular and safe.
MOTOGONKI.RU, July 10, 2022 — In Japan, they have never forgotten about their heritage: the domestic market is full of motorcycles that are indistinguishable in design from those produced 20-30 years ago. But revived models from historical heritage began to return to the American and European markets recently, about 10 years ago.
New born bikers left their offices, put on their helmets and headed to the ocean - to relax and forget about the hustle and bustle
In the mid-2000s, marketers assured factories that there was a high percentage of so-called “new born bikers” among the people - people who were passionate about motorcycles in their youth, but then settled down and got busy. Now, having earned all the money in the world, they again decided to take up the old pranks. The first time, the concept failed: a global economic crisis occurred, so the “newborns” had to throw themselves back into work. But many of these guys stayed true to their passion. And they returned, after 7-8 years!
Honda, your way out!
The head of the development department at Honda Motor Co, Toishiro Goto, presented to the public one of the main new products for the 2022 season - the CB1100 RS.
The time has come to revive the concept of classic motorcycling, with speeds over 300 and new technologies. But appearance, style and individuality began to be valued again. The market demanded New Men's Motorcycles that were made of iron, heavy, with a beard, and if there was wind, then in the face. That's why in the last 2-3 years there has been such a boom in Harley and all kinds of custom!
At the INTERMOT-2016 exhibition, Honda presented two variants of the CB1000 - EX and RS
At the Intermot-2016 exhibition, Honda presented the CB1100 in two modifications at once: 1100 EX - a motorcycle in the most classic sense of the term, as we remember it from the 80s, and another 1100 RS - a stylish Café Racer. In order to understand the differences and common features of these motorcycles, we took them for a parallel test drive.
Classics with double shock absorbers, banana seats and round headlights in Europe and America have long been relegated to the non-mass category.
Once upon a time...
Road motorcycles with double shock absorbers, classic forks and plump banana seats can today only be seen in the most “economy” segment, in the 125-500 cc classes, aimed at the Asian or Indian markets. In other words, where the chassis components, which were obsolete 20 years ago, play only one role - they slightly absorb unevenness in the road, if any, and only a plump seat on foam rubber, upholstered in leatherette, saves the rider’s bottom from noticeable impacts. The second aspect is the garages of fans and geek customizers, who like to tinker with old iron.
Here they are: Honda CB1100 EX (left) and CB1100 RS (right)
But a legacy is a legacy! Honda completely restored the style of the late 70s - early 80s in the 1100 EX model, observing all the nuances and traditions: chrome-plated "megafone" type exhaust, a single "banana" seat with a leather grab handle for the passenger, a brake light in retro style with a chrome platform, dual-shock shock absorbers, round turn signals and even chrome fenders with double horns. Yes, the analog instrument glasses above the round 7-inch headlight are also chrome-plated! I can’t say that I’m a big fan of retro, but during my 20-year motorcycle career I have owned similar equipment. What is the difference between the two CB1100s – the original and the current one?
Honda CB1100 2022 model - 100% new
Everything we see in the picture is 100% new: the interior and exterior elements are made of modern materials, using modern technology and are free from the sores of deep antiquity. The only thing that connects the 1978 CB and the 2017 CB1100 EX is appearance. There’s no need to talk about the Honda CB1100 RS: it’s a completely modern naked bike with very high-quality mechanical components.
Parallel test of Honda CB1100 RS and EX with Vasily Kiyanov
First look at the CB1100 - two different motorcycles. The first touches when loading into the van confirm that they not only look, but also feel different tactilely.
The EX and RS share exactly the same engines, frames, electronics, exhaust systems, gas tanks and some aluminum components. There is one more detail that unites them - this is the Showa Dual Bending Valve (SDBV) cartridge fork, although they look completely different from the outside. Otherwise, Honda did everything to separate the two bikes from each other in style as much as possible. Even with the usual rolling of motorcycles from place to place, it feels like ... as if an extra couple of bricks were placed under the EX seat - after all, the original CB1100 weighed no less than 243 kg in its dry form.
In fact, the difference in weight between the “classic” and the “naked” 2017 is only 3 kg.
It's all about feel, but Honda went to great lengths to make sure someone remembers what the 1978 CB1100 was actually like.
Honda CB1100 RS and EX are different - at first glance and at the first touch, but...
Much of the CB1100 EX's feel comes courtesy of massive 18-inch spokes on steel rims, slightly longer (just a few millimeters different) oil-filled shocks, a 41mm fork and a steel swingarm (like last year's version). But you just had to change the geometry and weight distribution a little, add an aluminum swingarm from the CB1300 to the “RS” configuration, lightweight 17-inch wheels in the road Bridgestone Battlax “racing” sizes 120/70 and 180/55, and the motorcycle already seems like a feather! But remember: the difference between them is only 3 kilos.
Parallel test of Honda CB1100 RS and EX with Vasily Kiyanov
Almost everyone who sees the Honda CB1100 EX and CB1100 RS for the first time, who has not owned such equipment before, makes a subconscious choice in favor of a black racer. And I felt the same way, especially after moving “EX” from place to place for a long time during filming. Everything changed when my test drive partner, Honda dealership expert Vasily Kiyanov and I did the first 50 km and then swapped bikes. No, the CB1100 EX is still a motorcycle from the 21st century!
But first things first.
Honda CB1100RS is very comfortable, especially if you wear thick leather overalls. We also need a lightweight integral helmet...
“RS” in every way is a typical modern naked, in no way inferior to the Big Four competitors and even the Italians... in its price range and in its purpose. I deliberately do not want to compare it with the BMW R1200R, in the saddle of which I spent more than 6,500 km traveling around Europe - they are not motorcycles of the same level, although the price tag for the “base” R1200R differs from the CB1100 RS by only 40 thousand rubles! Also, it’s hard for me to compare the Honda with the Ducati Monster 1100 without inadvertently offending the latter and its owners.
I really wanted to ride the Honda CB1100RS at Moscow Raceway, but at the decisive moment it started to rain...
The Honda CB1100 RS is very easy to ride, comfortable and extremely ergonomic (yep, like any Honda motorcycle). Thanks to a refined and improved chassis and grippy wide tires, it requires the driver to carve out turns more than drive along an endless straight line.
Honda CB1100RS - Showa Dual Bending Valve fork in traditional design
The abbreviation “RS” has two components: “R” stands for Racing, and “S” stands for Special. As for the CB1000 RS fork, it is 100% “special”: we have never seen anything like it on production Hondas before! The engineers did not install the “upside down” so as not to ruin the whole style.
A very special Honda CB1100RS fork - classic Showa 43 mm for Tokico radial brakes
They ordered Showa forks of the traditional type, but with a “glass” that can accommodate the Tokico radial brakes from the VFR800 sports tourer.
Classic fork and stock Nissin brakes on a Honda CB1100EX
The difference with the serial Nissin “EX” is felt from the first press: the response of the radial brakes is instantaneous and harsh, and the Nissin lever stroke is more flimsy - they need to be “pumped”. However, both braking systems cope with their duties excellently.
Honda CB1100RS invites you to turn from the straight line onto winding roads, where there is no traffic and random travelers - and accelerate
After testing, I decided to return the “RS” on my own, rather than in a van - a great way to enjoy driving on a rare fine day this summer! But the 100 km traveled along the Novorizhskoe highway was a little tiring: the “RS” wanted to turn onto winding roads, which I did. And this change immediately corrected my mood. “Sawing” in a straight line at high speed is not the CB1100’s calling, although the motorcycle itself can do much more. The whole question is how the pilot will cope with this. Therefore, the first accessory that you want to put on the bike is a semi-fairing for the headlight
, yes “plow” under the belly.
On a straight line when driving a Honda CB1100RS, you want to lie down on the tank and open the trigger completely
A comfortable pace on the CB1100 RS is 140-150 km/h, only 10 km/h higher than on the “EX” with its upright riding position. You can go faster by clinging to the tank. However, the engine is equipped with an electronic limiter that activates at 190 km/h, and the motorcycle reaches this speed already in 4th gear. In fact, its potential is hidden deep in the depths. I'd guess that 70% of CB1100 owners will never open it because it's simply not necessary. But there is a loophole: remove the limiter and spin the 90-horsepower 4-cylinder inline engine to 8000 rpm. in top gear. In this case, the bike will reach 240 km/h and continue to accelerate.
The Honda CB1100 RS (far) and EX (near) seats are designed for completely different operating conditions and seating positions.
The shape of the CB1100 RS seat and the material from which it is made differ significantly from that of the “EX”: the racer allows you to move back and forth quickly and effortlessly, while the outer material has a special roughness for better grip when riding in leather overalls . Thick leather and a lightweight integral helmet will be necessary for the pilot who would like to rev the RS with all his heart.
Honda CB1100EX at the INTERMOT-2016 exhibition
And yet, “yellow” exceeded my expectations. The Honda CB1100 EX only seemed heavy in appearance, but as soon as you sat in the saddle and started it, it immediately turned into a nimble and easy-to-ride classic motorcycle with a powerful, very high-torque engine. In 6th gear the bike can be easily pulled up even from 30 km/h. Although 6th gear is clearly superfluous: four is enough to ride the CB1100, as I already said.
On any road, the Honda CB1100 EX and RS chassis performed equally well
In the conditions of the roads near Moscow, the more flexible spoked wheels “EX” and the suspension tuned softer than that of the “RS” perfectly worked out any unevenness and holes, even longitudinal cracks - everything was “OK” with the Honda chassis. The difference in suspensions is felt on large transverse cracks with steep edges, etc. "speed bumps". The “Classic” sometimes kicked so that there was a slight kickback in the back, which I did not feel at all on the “Racer”, equipped with gas-filled Showa shock absorbers with progressive characteristics.
Modern Showa Dual Bending Valve cartridge forks - on both CB1100s, only spring preload is adjustable
But the forks - they both absorbed the same bumps perfectly. Inside they are identical cartridges with Dual Bending Valve technology, first introduced by Showa at EICMA 2014: these cartridges use two-way flow valves that prevent fork collapse and provide a crisp, linear response so that feedback to the front wheel is never disrupted .
Honda CB1100EX exceeded my expectations: it turned out to be completely different on the road than I imagined it to be before the trip
This was confirmed when storming several longitudinal cracks half a wheel wide: none of the motorcycles made even an attempt to dive to the side. It seemed to me that “EX” did it even more gracefully than its brother. In the settings, only adjustment of the spring preload is available, but I was completely satisfied with the basic setting.
The fundamental difference between the operation of a conventional valve and Dual Bending Valve in a Showa fork
The internals of the fork and its operation are probably the key advantage of the new CB1100 over the bike of the 80s: before there were no traces of cartridges, and spring-oil forks behaved as they wanted, which greatly reduced predictability and safety. Now, even on basic Dunlop tires, the Honda CB1100EX holds the road in all conditions, even on cold and completely wet asphalt.
Dimensions and fit on the Honda CB1100 RS (2017)
Difference in fit? Undoubtedly there is!
The CB1100 EX has a high handlebar, which creates an upright riding position; The saddle is thicker and softer than that of the RS, and this relaxes and reduces the urge to move to the sides. Behind the low steering wheel of the CB1100 RS, the body tilts slightly forward by itself, and when entering the straight line you are tempted to pull back and lie down on the tank.
Dimensions and fit on the Honda CB1100 EX (2017)
But the same “racer” landing reduces the maximum comfortable mileage on the “RS”. On the “classic” I was in the saddle without stopping for about an hour and a half, without getting tired at all, while on the “RS” I wanted to get off and warm up after about 40 minutes.
Perhaps some obvious facts are given. But here's one that's impossible to know without driving both in turn: in reality, on the road, both Honda CB1100s behave almost identically!
To reveal the potential of the RS, we wanted to take it out on one of the track days at Moscow Raceway, but when we got ready, nature turned on the “rain mode”, and we did not dare to go on the race track on stock tires...
Common strengths of both Honda CB1100
The hearts of both motorcycles, their engines, are what make the new Sibishki a wonderful purchase. The performance of power units has been significantly reduced, so I expect the appearance on the roads of a large number of scented, tuned street racers based on the RS and EX: Honda seems to be saying - well, we were just concerned about your health... But everyone chooses for themselves !
The engine, frame and control electronics on the CB1100 EX and RS are the same, differing only in color schemes
4-cylinder “in-line” with air-oil cooling with a volume of 1140 cc. warms up instantly, so the motorcycle is ready to start immediately after starting.
The “RS” and “EX” engines are configured slightly differently at the factory, but this is not noticeable at all. The only noticeable thing is that the sound is completely different from what it was in the 80s. It seems that the engineers were achieving the now popular “roadster sound”, a slightly strained and uneven vibrato, as if it were a “double-barreled gun.” But in all this I heard echoes of the work... of the Subaru boxer “four”. The engine is extremely torquey and unpretentious, the compression ratio is only 9.5:1, although the instructions require pouring AI-95 into it. The slipper clutch included in the basic configuration of both motorcycles allows for comfortable engine braking when cornering, which is especially helpful in rainy weather.
Fuel consumption declared by the manufacturer – 5.7 l/100 km – is true!
During the entire trip, the average gasoline consumption did not exceed 6.2 l/100 km, although at least half of the journey was covered at speeds well over 140 km/h.
If we spin the Honda CB1100 engine to the red zone, we will see the following instantaneous consumption figures on the economizer
When the economizer honestly warned me that I was consuming 12 l/100 km, I was satisfied with this message. In general, during leisurely city driving, I more often saw figures like 4.2-4.5 liters. So on a full tank (the volume is the same for both - 16.8 l), you can safely count on 250 km at a brisk pace or 300-320 km at a cruise pace, if you go 110-130 km/h.
On the very first day of the test, we were able to test the efficiency of the CB1100: the GPS showed the distance to the finish point of the route as 52 km, but as soon as we started, the level indicator blinked, and the economizer warned that we could travel 44 km on the remaining gasoline. But I wasn’t nervous even when the economizer “reset”, reaching “0”: with the vapors hovering in the tank, I was able to cover another 10 km to the garage, and only the next morning, the bike “dried out” when I tried to start the engine.
The LED headlight is very noticeable in traffic, and the high beam simply incinerates everyone with its frantic electromagnetic radiation, which was noted by both our operators and myself when Vasily followed me along the M9. Both CB1100s are equipped with a central stand in the base, which, in my opinion, any road bike for urban use should have, and Honda positions the CB1100 as a city bike.
Which one would I choose for myself - Racer or classic?
Total
For me this is a difficult “total”. Choosing a motorcycle from two is always difficult, and the one you liked first is not necessarily the best. This time I thought seriously. Of course, on the first day, especially after a good 100-kilometer ride on the Honda CB1100 RS, I was ready to say: no options, gentlemen! But then I spent twice as much time in the saddle of the CB1100 EX and... now I doubt whether the verdict is so clear. Behind the wheel, they are both as good as motorcycles of this type can be when equipped, where there is nothing else from newfangled gadgets except ABS, a slipper clutch and an economizer on the dashboard.
The chassis and tires of the Honda CB1100RS allow you to do a lot, you just need to open the throttle...
On the serpentines of Barvikha, I felt about the same thing on both motorcycles: it was not delight, but a calm pleasure in riding. Well, except that “RS” constantly insisted on violating the speed limit and all sorts of outrages, etc...
...what can I say, you can try both of these motorcycles yourself on open test drives
, organized by
Honda Motor RUS
and
Major Moto
from
July 18 to July 30,
2017. Details are here.
Photos: Kirill Chernyshev, Kirill Shankin, Sergey Kurennoy
Blauer equipment is provided by the official distributor in Russia, MotoRRika. Online store BLAUER-SHOP.RU
Prices
You may be interested in: a large review of the IRBIS TTR 250 motorcycle and a review of the Bars Dakar 250
As an example of the maximum levels, the cost of a practically new Racer RC250XZR (1 km of run) will be 168.75 thousand rubles. A car manufactured in 2014 with a mileage of 1.15 thousand km is sold at a lower price. – 43 thousand rubles. Prices of new cars vary depending on the region within significant limits from 112 to 181 thousand rubles.
Screenshot of prices from Avito.ru
Spare parts
The availability of spare parts, as well as their prices, can be considered satisfactory. The price level for spare parts also depends on the region, but let’s say in the Central Federal District a carburetor can be purchased for 11.5 thousand rubles, an intake manifold for 400 rubles, and a kick starter lever for 2.5 thousand rubles. Do not forget that the instability of the ruble exchange rate significantly affects prices, and they can quickly change in one direction or another.
Read other motorcycle reviews Stels Benelli 600 motorcycle review
Here you can find a catalog of spare parts.
Reviews from owners of Racer Tiger 150
A peppy and lively moped at the price of a tired little moped, it rides normally, doesn’t get boring with vibrations, consumes about 3 liters of gas, depending on how you turn it. He drives everything that burns. The speedometer lies shamelessly, shows 90, according to GPS at this time 80. It’s hard to ride with a passenger, control becomes unpredictable, the motorcycle tries to fall on its side at low speed and nods when braking until the fork is completely folded. The brakes are dead. Considering the price, I can’t list all of the above as disadvantages; for that kind of money it’s difficult to buy something better. But at least the Tiger Racer is not fragile, it has already covered almost 10k without any breakdowns. Sergey, Yaroslavl, Racer Tiger 150 '2016.
It rides on par with the Honda CB125, we checked it with a friend, the tiger begins to lag behind only after about 70 km/h, and before that it rushes along equally. There are no complaints about the motorcycle, but sometimes there is some rattling in the rear. The rear brakes squeaked, tightened the pads, the problem went away. Igor, Murmansk, Racer Tiger 150 '2015.
The first season has passed, more than 15,500 km have been put on the wheels, without incident. I changed the chain with sprockets after 1000 kilometers, the standard chain stretches brutally easily, we picked up a Japanese one from Kawasaki. The wheels are narrow, on the removed asphalt it rattles like hell, even on a half-motor scooter this never happened. The original rubber is normal, but does not last long, the rear cylinder was replaced after 8,000 km, the front after 12,000. I installed a new Dunlop, the Tiger was immediately transformed, it steered noticeably better, especially in cold weather and on wet roads. The fork is really weak, I put spacers under the springs, it became a little stiffer, but it stopped punching. The seat was also torn by a belt with metal decorations, but that’s already my fault. Verdict - you can ride. Pavel, Moscow, Racer Tiger 150 '2017.
Total
Most likely, the motorcycle community will forget about the existence of the Racer Tiger 150 almost immediately after this motorcycle is discontinued. There is absolutely nothing about it that makes it worth remembering. This is just another faceless Chinese small-capacity model, cheap and simple , nothing more. But it is not without its advantages! Dealers are asking a very modest amount for the Racer Tiger 150, for which the buyer will receive a utilitarian motorcycle for every day , very inexpensive to maintain and easy to maintain. So you can give this bike a chance, another thing is that it does not stand out in any way compared to other light road bikes from the PRC.
Advantages and disadvantages
pros
- Good engine protection.
- Light weight.
- Acceptable price.
- Reinforced pendulum made of pipe profile with variable cross-section.
- Inverted front fork.
- Availability of spare parts
- Plastic hand guards, reinforced with a duralumin plate;
- Window for optical monitoring of the throttle cable condition;
- Automatically folding footrests and speed and rear brake levers.
Minuses
The model's shortcomings are quite traditional for Chinese technology in terms of build quality and the quality of some components. After purchase, the motorcycle must be inspected; all joints and components have to be re-lubricated, the wiring also needs to be checked, some of the nuts and mats require tightening.
- Sensitive valves often begin to knock when overloaded.
- The chain does not always have uniform tension.
- The fuel consumption meter is very capricious and often its readings do not correspond to the actual availability of fuel.
- The spark plugs quickly become covered with carbon deposits and it is necessary to constantly adjust the carburetor needle level.
Specifications
| engine's type | RACER, 4-valve with balance shaft |
| Engine volume, cm3 | 250 |
| Engine power, hp | 27.2 (9000 rpm) |
| Maximum torque, Nm/(rpm) | 23 Nm (7000 rpm) |
| Overall dimensions, mm | 2120x810x1250 |
| Wheelbase, mm | 1400 |
| Maximum speed, km/h | 115 |
| Cooling system | Liquid cooling |
| checkpoint | Clutch (1-N-2-3-4-5-6) |
| Carburetor | Dellorto (Italy) |
| Starting system | Electric and kick starter |
| Fuel tank volume, l | 7 |
| Fuel consumption, l/100 km | 3,2 |
| Wheel size | 80/100-21 / 110/100-18 |
| Wheels (material) | Spoked (aluminum rims) |
| Tires | Nylon (Taiwan) |
| Front/rear brakes | Double-piston disc/Double-piston disc |
| Front suspension | Telescopic with adjustable stiffness and rebound |
| Battery | 12V, 6.5Ah |
| Maximum load, kg | 150 |
| Weight, kg | 115 |
| Dashboard | Electronic |
| Rear suspension | Monoshock absorber with adjustable stiffness and rebound |
| Color spectrum | Orange |
| Note | PTS, hand protection, aluminum steering wheel with variable section |
Fuel consumption based on the manufacturer's data is 3.2 liters per 100 km. Speeds up to 115 km/h.
