Legendary sportsbike Zongshen 250 - detailed review

ZS250GS-2

Chinese motorcycle Zongshen ZS250GS-2 manufactured by Chongqing Zongshen Motorcycle Industry Co., Ltd. (manufacturing plant in Zhongqing, Zhongqing Municipality, China; produces a variety of motorcycle equipment under the Zip Star , Zongshen brand, including motorcycles). Max. speed 128 km/h, gross weight 315 kg, front tires. 110/70-17 rear 130/70-17, front 110/70R17M/C rear 140/70R17M/C, total seats 2 (including driver), engine ZS177MM-P, gasoline, curb weight of the Chinese motorcycle 165 kg, wheelbase 1330 mm.

Specifications

The main advantage of any motorcycle is the engine produced by the Zongshen brand. The four-stroke engine has an engine capacity of 230 cm3, has only 1 cylinder and is powered by AI-92 fuel. The Zongshen 250 engine is economical, because with modest performance the fuel consumption increased to about 2.5 l/100 km. With a very simple engine design and a power of only 7.7 horsepower, the manufacturer equipped it with standard forced-air cooling.

A good 5-speed manual gearbox improves acceleration dynamics, and the standard frame makes the length of the motorcycle up to 2 meters. With average engine performance, the weight of the motorcycle is slightly exaggerated and amounted to 170 kg, equating this parameter to a road class motorcycle. The engine is started in two standard ways - kickstarter or electric starter.

Flaws:

1. The mirrors are not adjusted correctly, which impairs visibility.
2. The main light system is not fully developed, so certain problems may arise when driving in the dark.
3. The wiring quality is typical for the “Chinese”.
4. The chain often sags, so it needs to be tightened frequently.
5. The shock absorber sags quickly.
6. Many spare parts are quite difficult to obtain.
7. The stated fuel consumption does not correspond to reality. Depending on driving style, this figure can increase to 4-5 liters per 100 km.

Overall, the bike is worth the asking price. With the exception of the last minus, all the shortcomings can be eliminated with your own hands. The zongshen zs250 5 cruiser motorcycle is a good option for beginners . The assembly of the main systems is reliable and of high quality. As a rule, with constant maintenance, major damage does not occur. If you want to test a cruiser for yourself, but don’t have the money to buy a “Japanese” or “American” one, Zongshen is perfect for this purpose.

Design features

When comparing the motorcycle with its smaller brother, there are many differences to notice. These include different exhaust systems, mirror shapes, driven sprockets and engine behavior. In the 200 cc model, the engine reaches maximum speed not so vigorously; high speeds are gained reluctantly. The Zongshen ZS250GS has a good sound from the exhaust pipe; when driving in the city, it is optimal to maintain speeds in the range from 3 to 7 thousand. If you increase these indicators, then often even the presence of a balancing shaft will not save you from vibration when driving. Therefore, motorcycle owners are advised to use maximum speed only outside the city with a lack of comfort.

The quite average Chinese suspension in the form of a front telescopic fork and a rear monoshock absorber did not show any special results, everything is standard and at an average level. Before purchasing, it is recommended to mark the main road for further use, because the suspension will be too stiff when driving off-road or on bad roads. If there are frequent potholes, the motorcycle will shake violently and cause discomfort. It is not so difficult to find spare parts for Zongshen 250; the popularity of the model and the versatility of the parts allows you to order parts directly from your country.

If we return to the important advantages of the motorcycle, it is worth buying it at least for the excellent braking system and excellent handling. The front disc brakes have two calipers and the rear has one disc brake. When braking sharply, be extremely careful; standard average quality tires may not withstand slippery roads or asphalt. The ground clearance specified by the manufacturer was 45 cm; the low beam headlights performed the best during the test. On dirt and difficult roads, the light helps illuminate a wide area, so this is an important advantage of such a motorcycle. Among the disadvantages of the design, for some reason the standard rear-view mirrors are very bad and do not show the whole situation. Basically, when examined, you will only be able to see your own shoulders, and not the road situation. Most owners immediately replace their original mirrors with a more convenient analogue.

Another feature of the motorcycle is the presence of an ABS - anti-lock braking system, and a more stylish design is characterized by the presence of alloy wheels and medium plastic. Some may think that for a semi-sports bike there is extremely little plastic and its location is somewhat ugly, but the manufacturer assures that this is one of the differences between the Zongshen ZS250GS motorcycle.

Zongshen ZS200GS and ZS250GS: sports tourers made in China

Many types of products exported from China, including Chinese-made motorcycles ZS200GS and ZS250GS, are made according to the principle of matching price to quality. However, the products of Zongshen Industrial Group Corporation are successful in many foreign countries, not only because of the budget price, but also due to their impressive appearance and good quality.

Models ZS200GS and ZS250GS are identical in appearance, the differences are determined by the size of the engines.

• ZS200GS : Motorcycle engine capacity is 200 cc. see Maximum power of a 2-stroke air-cooled engine 10.8 kW at 8500 rpm. min. The maximum speed, according to drivers, is from 100 km/h to 110 km/h.

Zongshen ZS200GS

• ZS250GS parameters: 4-stroke engine, air cooling, volume 250 cc, maximum power 12 kW at 7500 rpm. The maximum speed, according to drivers, is from 130 km/h to 160 km/h.

Zongshen ZS250GS

The same parameters of the ZS200GS and ZS250GS motorcycles:

• electric starter;
• front and rear disc brakes;
• manual transmission: 5 gears;
• front suspension: telescopic fork;
• rear suspension: pendulum with monoshock absorber;
• wheel dimensions: 110\70\17, 140\70\17;
• payload: 150 kg.

For the ZS200GS motorcycle model, gasoline consumption is 2.2 liters per 100 km, and for the ZS250GS the consumption is slightly higher and, according to the documentation, is 2.4 liters.

Zongshen motorcycles also differ in other respects

ZS200GS:

• length\width\height: 2010\760\1080 mm;
• wheelbase: 1360 mm;
• weight: 160 kg;
• Fuel tank capacity: 12 liters.

ZS250GS:

• length\width\height: 2015\765\1095 mm;
• wheelbase: 1385 mm;
• weight: 166 kg;
• Fuel tank capacity: 20 liters.

Disadvantages, according to reviews from motorcycle owners

• acceleration, approximately 14 seconds;
• increased consumption at higher speeds;
• low quality standard tires;
• inconvenient location of the side stand;
• unreliable fastening of some components.

Advantages of Zongshen motorcycles, according to some bikers

• front suspension: monitoring road irregularities;
• soft rear monoshock;
• reliable grip and controllability;
• well-functioning brakes;
• the sound of a running engine reminiscent of classic choppers.

Motorcycles are produced at various factories, therefore, for example: the cost of new motorcycles of the ZS250GS class can be $4000. New ZS200GS motorcycles can be purchased at a price of 90-100 thousand rubles. Zongshen ZS200GS and ZS250GS motorcycles are reasonably priced for city and highway use.

Zongshen ZS250-5 – review of the Chinese “mini-Harley”

Many people have a strong stereotype in connection with Chinese products.
It seems to many that all their products are of low quality, cheap, numerous, and look the same as the Chinese themselves. However, if you look closely, you can find a lot of interesting things. One of these things is the Zongshen ZS250-5 motorcycle, which is produced by one of the local companies. This motorcycle is well remembered both for its appearance and for its build quality.

Manufacturer information

In fact, the manufacturing company Zongshen Industrial Group has long established itself, although among Chinese companies it is small in age - it was founded in 1992.

During this time, the company has already managed to earn a good reputation, and not only thanks to its sports team, which received prizes in the Grand Prix series.

The company has invested large sums, creating massive production facilities, both on Chinese soil and in the United States or Italy. In addition, the company, soon after its founding, began to actively cooperate with the Italian “Italy Piaggio Group” and “Harley Davidson”.

More than two decades of fruitful cooperation with companies known all over the world have enabled the Chinese to gain a good reputation as a manufacturer of motorcycles and scooters. When comparing their products with American ones, you can see that their appearance has common features, which significantly distinguishes Zongshen equipment in the local market.

Build quality and appearance

For a Chinese product, this motorcycle has excellent quality, both the parts themselves and their assembly. Everything that can be seen sparkles with stainless metal or chrome plated trim. The steering wheel arches are quite wide, but do not create discomfort; the lines of the motorcycle are light and elegant. And if you need a motorcycle hacker, you should go to the website artfg.ru.

In general, this unit corresponds to the style of the 70s of the last century, and although it is somewhat diluted with LED dashboard lighting, this does not spoil it at all. Thanks to this appearance, the ZS250-5 received the nickname “mini-Harley”, despite the fact that its wheelbase inspires respect - 1600 mm . It comes with a trunk for suitcases; if desired, it can be supplemented with new frames, which will give it a holistic appearance.

Technical indicators

Those who understand motorcycles, having familiarized themselves with the capabilities of the Zongshen ZS250-5, will shake their heads with understanding, silently complaining about Chinese quality. Unfortunately, in this regard, the unit corresponds to the accepted stereotype, since, despite the impressive appearance, to create this model they used well-worn technologies from Japan.

It uses a V-Twin engine (4-stroke, 2-cylinder), complemented by an air cooling system. Its volume of 250 cm3, like the last piece of a mosaic, completes the image of the engine, which is like two drops of water reminiscent of the Yamaha Virago, released back in the 80s.

However, the sound of this unit is beyond praise; at low speeds it is capable of delivering excellent traction. However, when the speed exceeds 6 thousand, the limiter is activated, and already at a speed of 90 kilometers per hour the engine begins to vibrate noticeably, despite the fact that the developers claim a maximum speed of 120 kilometers per hour. They also claimed that fuel consumption per 100 kilometers would not exceed 2.5 liters, but reviews from owners (often expressed in expressive form) indicate a consumption of 4.5 l/100 km.

Other characteristics

Zongshen ZS250-5 has five gears that shift smoothly at any speed. However, the drive chain sags somewhat, which may cause concern among overly suspicious drivers. The suspension design in it is unique; other Chinese bikes do not have this.

While the front wheel is secured using a conventional 35mm telescopic fork, on the rear wheel the developers decided to use a monoshock absorber instead of a dual hydraulic system. However, a rigid suspension can provide a comfortable ride, plus the result is a wider ground clearance, and on Russian roads this is important.

The motorcycle uses disc brakes, and to make the system more reliable, an additional disc is installed on the front wheel. The motorcycle is not without its drawbacks, in addition to its relatively weak characteristics, it does not have a bright enough front light, the quality of the mirrors does not meet the standard, and it also uses plastic tires.

However, the build quality, I repeat, is beyond praise when compared with other “Chinese” products. All components are perfectly assembled and consist of high-quality materials. The price is also Chinese, about $2000, however, this is rather an advantage.

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Zongshen ZS125GY-A 2005

The Zongshen ZS125GY-A, like the Zongshen ZS200GY, is a lightweight enduro that differs mainly in engine displacement.

The motorcycle has a common combination of wheel diameters for off-road driving (21/18 inches), disc brakes on both wheels and an inverted front fork. The 125 cc modification can accelerate on the road with a passenger to 85 km/h, and the “200” is quite capable of overcoming the 100-kilometer mark.

Model – ZS125GY-A, LZX125GY-A 2005

Brand — Zongshen Country of origin — China Motorcycle class — Enduro

Engine

Engine type - ZS156FMI-2 single-cylinder, four-stroke OHC/2 Number of cylinders - 1 Number of strokes - 4 Ignition / Starting - CDI / electric starter, kickstarter Engine volume, cm3 - 124 Compression ratio - 9.2: 1 Gas distribution system - OHC Valves per cylinder — 2 Cooling system — air Cylinder diameter and piston stroke, mm — 56.5 x 49.5 Power, kW/hp. @ rpm — 11.5 @ 8,500 Torque, Nm @ rpm — 8.6 @ 6,500 Clutch — Manual wet and multi-chips

Dynamics and efficiency

Maximum speed, km/h – 90

Transmission

Number of gears - 5

Chassis

Front suspension - Hydraulic compound spring Rear suspension - Hydraulic compound spring Front brakes - disc Rear brakes - disc Drive - chain

Dimensions and weight

Wheelbase, mm — 1,360 Ground clearance, mm — 130 Turning radius, m — 4.2 Front wheels — Spoke wheel Rear wheels — Spoke wheel Front tires — 2.75-21 Rear tires — 4.10-18 Length, mm — 2 180 Dry weight, kg - 115

Rest

Number of seats - 2 Maximum load (front/rear), kg - 150 Price - 65,000 rubles Available colors - red, blue

“Zongshen ZS125GY-A 2005” is published with the permission of the editors of the online magazine Source: Motocafe.ru.

Zongshen LZX125-5B 2007

05.10.2009

The chopper-like Zongshen LZX 125-5 B (ZS 125-5 B) with an abundance of chrome, in addition to the drop tank, “horned” steering wheel and stepped seat typical for the class, has three headlights, front roll bars, a high, spacious trunk and a foot platform passenger.

Model - LZX125-5B / ZS125-5B 2007

Brand — Zongshen Country of origin — China Model year — 2007 Motor vehicle class — Road

Engine

Engine type - ZONGSHEN engine 125 cc four-stroke Number of cylinders - 1 Number of strokes - 4 Ignition / Starting - Electronic / Electric starter Engine volume, cm3 - 124 Compression ratio - 9.2: 1 Gas distribution system - OHC Valves per cylinder - 2 System cooling - air Cylinder diameter and piston stroke, mm - 56.5 x 49.5 Power, kW/hp. @ rpm - 8.3 / 11.5 @ 8,500 Torque Nm @ rpm - 8.6 @ 6,500 Carburetor (qty. x type) - Micuni carburetor

Dynamics and efficiency

Maximum speed, km/h — 85-100 Consumption, l/100 km — 2.1

Transmission

Number of gears - 5

Chassis

Front suspension - Telescopic fork Rear suspension - Pendulum, with monoshock absorber Front brakes - Disc Rear brakes - Drum Drive - chain

Dimensions and weight

Wheelbase, mm — 1,360 Front tires — 2.75-18 Rear tires — 110/90-16 Length, mm — 2,100 Width, mm — 780 Height, mm — 1210 Dry weight, kg — 115

Rest

Number of seats - 2 Price - 60,000 rubles

“Zongshen LZX125-5B 2007” is published with the permission of the editors of the online magazine Source: Motocafe.ru.

Like sportbikes...

The South Korean sports bike Hyosung GT250R has an injection 8-valve DOHC V-twin in combination with a lightweight and durable Twin-spar frame that provides quite decent dynamics. The front suspension is with an adjustable inverted fork and supporting pipes with a diameter of 41 mm. Two front brake discs with a diameter of 300 mm provide powerful braking. The motorcycle is popular in motorcycle showrooms; it is rarely sold yet.

But it’s quite easy to buy a real Japanese “sportbike” Kawasaki Ninja 250R. This device with a well-promoted military name has been in the company’s fleet since 2008. It took a lot from its predecessor, the veteran ZZ-R250 (produced since 1990!). First of all, in-line “two” liquid cooling. The front telescopic fork is of the usual type, non-adjustable, with support pipes with a diameter of 37 mm. The rear suspension is a Uni-Trak system with a gas-filled monoshock absorber and adjustable spring preload. The cast wheels are equipped with petal-type disc brakes (single disc at the front).

Another premiere on our market is the Zongshen ZS250GS with sportbike pretensions. Two discs on the front wheel are striking, and there is also a “disc” at the rear. Large (by Chinese standards) single-cylinder “air blower” with a power of about 20 hp. accelerates the vehicle equipped with a semi-fairing to 110 km/h. The high-speed wall, of course, is not so hot, but what a price!

Source: https://www.motoudm.ru/category/sportbajki/page/2/

Zongshen ZS250GS

Source MotoDrive No. 10, 2007

Opinion: Vladislav Sofonov Height: 180 cm. Weight: 75 kg. Driving experience: 6 years. Rides a Kawasaki ER-5 Twister Chinese-made motorcycles have been present on our market not so long ago, but leaders and outsiders have already emerged among them. You should not pay attention to the products of the latter, since they are not distinguished by quality and developed service. When choosing a Chinese motorcycle for the next test, we always try to give preference to companies that sell higher quality products and that can be considered among the leaders of the Ukrainian market. One of these recently became the Zongshen company, quite well known in more than a hundred countries around the world. In Ukraine, this brand is just beginning to gain popularity. We received a Zongshen ZS250GS motorcycle for testing, but, taking this opportunity, we also tried its version with a 200 cm3 engine. These two motorcycles are produced at different factories and are equipped with completely different power units, which is why they differ significantly in price. If the ZS200GS will cost the buyer almost 10,000 hryvnia, then for the ZS250GS you will have to pay 15,000. But, as it turned out as a result of the test, even for this amount the buyer will have to fight (or put up with) some shortcomings. Let's start with the "250". Externally, the motorcycle is almost no different from its younger brother, but if you look closely at the details, you will notice the differences in engines, exhaust system, brakes, driven sprockets, mirrors and much more. The single-cylinder, two-valve engine starts with an electric starter and rumbles with a solid bass note. It easily responds to movements with the throttle and quickly picks up speed. Optimal speeds for the city are from 3 to 7 thousand rpm. After 7 thousand, despite the presence of a balancer shaft, the engine begins to vibrate and thrust begins to drop. It makes sense to “spinning” the engine only in the last, fifth gear when driving along the highway, when “maximum speed” becomes more important than comfort. You should also avoid driving on cobblestones and off-road on the 250GS, as its suspension is designed only for driving on fairly smooth roads. On all others, the motorcycle shakes so much that the hands begin to ache, and the “fifth point” every now and then comes off the seat as a result of the maximum presence of such an effect as swinging in the rear “mono-spring”. Perhaps both defects can be “treated” by disassembling the components, replacing the springs and oil in them, but this is no longer our diocese. The 200's suspension is much friendlier to the driver. If the front fork is similar to the one on the 250, then the rear shock absorber is incomparably more comfortable. The engine behaves completely differently in the 200GS. In terms of power indicators, it is only 2.5 hp. and 3.5 Nm is inferior to its older brother. But its operating range is larger and the maximum speed is higher. But it gains them very reluctantly and in terms of acceleration dynamics it is inferior even to the “150” represented by the Daelim Roadwin X5, which we have already tested. The 200GS's gearbox is much stiffer than the 250GS's, which has almost no click when shifting. The only thing in which these two devices are similar, apart from appearance, is excellent handling. The brakes should also be included as an important factor. Two discs in the front and one in the back allow you not to think about whether you will have time to slow down to the speed bump that suddenly “jumped out” from under the wheels of the jeep in front... However, you should be careful with the brakes on wet or sandy asphalt . Standard tires are afraid of such conditions and give in to them, easily skidding. The low beam of the headlights of both motorcycles showed itself on the good side - it illuminates the road at a wide angle, highlighting the area along which you will pass even in a sharp turn. It makes sense to use high beams only during the day in order to better identify yourself on the road. It hits the narrow beam straight ahead, on the mirrors of cars in front, almost without touching the road surface. And I almost forgot to tell you about the rear view mirrors. If you suddenly decide to buy one of these motorcycles, immediately change the mirrors to “full-function” ones. The stock ones on the ZS200GS often collapse in the wind, and on both bikes, half of the viewing area is taken up by your shoulders. Therefore, when changing lanes, you constantly have to turn your head.

Opinion: Konstantin Kazimko (Filatelist) Height: 185 cm. Weight: 77 kg. Driving experience: 6 years. Owner of Zongshen ZS200GS. I had been planning to buy a motorcycle for a long time. When choosing, there were two conditions: it had to be inexpensive and small in size—one that could be quickly mastered. The choice fell on the Zongshen 200 GS, costing 10,000 UAH, although there was a 250 nearby for 15,000. At first I didn’t understand why I had to pay half the price of the motorcycle for an additional 50 cubic meters of volume. And although the sellers of the motorcycle dealership assured that it was worth the money, I had doubts about this. When I was invited to test drive the 250, I was glad that I could compare it with my “horse”, on which I covered more than 5,000 km in a month of driving (mostly in the city). Externally, they are identical, only the 250 gives itself away as a different engine - it looks more solid and is equipped with an upper camshaft, instead of the lower camshaft of the 200. At maximum speed, the 200 lags behind the older one by about 20 km/h. For her, the limit is the number “120” on the speedometer, while the 250 pushes the needle further and reaches 140 km/h. I’ll say right away that even though the devices say “Sport Bike”, they don’t smell like sports. The Zongshen 200GS, with its 160 kg of live weight, accelerates to 100 km/h, like the Tavria - in 14 seconds, and the 250 is only a little faster (although it has not been run in, I think the dynamics will improve). The engine response to the throttle on the 250 is much clearer compared to the 200. And the gearbox on the 200GS works rather harshly, unlike the 250, where the foot travel is very soft. A 20 liter tank is enough for about 600 km. The light is not bad, but a weak reflector does not allow you to install something even more powerful - it simply melts. The instrument panel is perfectly readable at any time of the day and has a pleasant backlight. Among the weak points of the designs of both motorcycles, it is worth noting the front turn signals. When there is strong pressure on them (emphasis, fall), they break off the plastic that is not strong enough. The strange thing is that the 200 is much more comfortable on the road than the 250, because the company could well have unified the suspension elements. The brakes are excellent, but the tires are frankly worthless. It should be replaced immediately with something of better quality. Both motorcycles are easy to use for both beginners and experienced riders. I would still call the difference in cost justified. First of all, because the 250’s engine is much more advanced and makes you perceive the same “shell” differently. But do not forget that the motorcycle is Chinese. And although it will be produced twice at a plant collaborating with Piaggio, before the first departure I still recommend checking the fastening of all main components, especially the exhaust, and undergoing maintenance on time, which is recommended by the manufacturer, clearly with a margin in its favor, once every 1000 km!

Opinion: Alexander Moskalenko (TEACHER) Height: 168 cm. Weight: 105 kg. Driving experience: 25 years. He drives a Hyosung GT 250. I only got the 250 GS for testing, and I’ll talk about it. What I liked Definitely - the brakes and clutch. The front two discs have a death grip on the wheel. The force of two fingers on the lever is enough to dose the force. Although when braking sharply, even with two fingers it is easy to block the wheel, but here the question is already about the tires. The rear disc definitely helps too. The clutch is very soft. It appears to be hydraulic. After several hours of “snooping” in traffic jams, my left hand does not get tired at all. Transmission. Soft, but clear. Neutral is easy to catch. I didn’t catch a false neutral in two days of testing. Controllability. The motorcycle is light and nimble, its weight and handling are more reminiscent of a moped. Will fit into any hole between cars. The ground clearance is high enough to drive onto the curb if necessary. For comparison, my Hyosung GT 250 is more difficult to corner. It is likely that ease of handling is also positively affected by the fact that the motorcycle is lower in the saddle, which in turn lowers the overall center of gravity of the motorcycle and the rider. What I didn't like: Suspension. Especially the front fork. An amazing combination of softness with terrible performance of the coating, and even breaks through every bump. Why did you spend money on a changeling? When braking sharply at high speed, there is a terrible dive. Driver's footrests. For two days, every time I lowered my feet to the ground and then wanted to put them back again, they somehow miraculously turned out to be folded. Can you imagine the picture? I set off from the traffic light, sharply picking up speed, and at the same time I try to unfold the footpegs with both feet. A circus for those riding behind in cars! Sound. All the drivers looked around, expecting to see a chopper. And behind us was a “sportbike”. Apparently the Chinese wanted to copy the patented Harley sound and thus conquer all markets. Although sound is a matter of taste. But in the end, I wore a bandana instead of a helmet and rode like that for the entire two days of the test. So, to say, I dressed up for the sound... Which is adequate Engine and dynamics. The dynamics are quite adequate for a two-valve “single-barrel” with a volume of 250 “cubes”. According to first impressions, the torque curve should be smooth, without obvious pick-ups or dips. I don't want to rev the engine. I want to drive 4 thousand, like a chopper, enjoying the view around me. The dynamics are quite enough for the city (if, of course, you don’t “goat”). After an hour in a traffic jam, the engine gets very hot - you can feel the heat in your legs. General impression Oddly enough, the motorcycle leaves a positive feeling of some kind of “knocked down”. Although some of the knots are made clumsily, overall it “holds together.” The motorcycle reminded me of “Minsk”. Everything is simple and clear. No frills, but every bolt can be easily unscrewed, and the fuel filter is where you would expect it to be.

Opinion: Dmitry Vlasov Height: 180 cm. Weight: 75 kg. Driving experience: 18 years. Drives a Defiant Carven 150 Introduction “...Well, get started, you bastard! Well, what do you want? I was working an hour ago!” Cursing all the “Great Helmsmen” in the world, I sat on the edge next to the “Chinese” and lit a cigarette, thoughtfully staring at the dashing name on its plastic. The funny combination of letters in this word is very unusual for today’s Americanized man in the street: the sharp, large “ZONG” immediately catches the eye, and the font is just right for the inscription “Messerschmit”. The matte black and gray color, if you do not pay attention to the military-colored bolts, makes the appearance of the motorcycle clearly richer than its “Chinese” sidekicks, replete with samovar chrome, multi-colored buttons and garlands of signal lamps on the panel. With the 250GS everything is clear, strict and concise. Even the engine shutdown button is as black as the headlight switch... “Dubi-i-ina! Engine stop button!!!" Such a misfortune happened when we met. Let's see what will happen next. Somehow perched on the motorcycle, I got the first feeling. I got it, excuse me, with my butt, because it was simply indescribably comfortable on a very soft, albeit not as wide as the chopper seat I was used to. I turned the starter: khr-khr-khr... vr-r-u-mm-mm? No, not “v-r-u-u-mm.” BUUUULLL!!! Brothers, I swear: you have to see and hear this for yourself: a motorcycle that looks almost like a sport gurgles like an “MT-Schnik”! Just great! I love this sound! One cylinder paired with a rather pot-bellied muffler sounds “very, very good.” So, well, let's go! Riding For the first couple of kilometers, I lined up behind some junk car and vomited along the sidewalk at 50 km/h, trying to attract the attention of others: well, where would we be without showing off? Alas, Zongshen’s “turnover ratio” is approximately 0.2. On a ten-point scale. Afterwards, realizing that driving in such a style on a “sport” (only the inscription on the plastic told me that this was a sport) was at least obscene, I began to drive more cheerfully. Two hundred and fifty “cubes” turned out to be quite energetic and “guys” instantly responsive to the short throttle handle. With their help, at a traffic light, all cars without exception are left far behind, and, importantly, without much effort, both for the pilot and for the motorcycle. Although I personally did not succeed in “screwing” the 250GS to the point of exhaustion: the experiment ends at 7000 rpm, when the tachometer needle seems to rest on something, freezing far from the red zone. “Probably a limiter,” thought Stirlitz, that is, me. Ay, oh well! I don’t really want to, the device hasn’t been tested yet. The gears, with a very light and soft clutch release, engage gently and pleasantly, although finding neutral from first gear was quite difficult for me. The second one is just right. As for the gearbox in general, it seems that it would be better if the “Chinese comrades” added a sixth gear, and could remove the first: the motorcycle is quite quick at the start even in the second. Control ergonomics... well, the most ordinary. The only thing I wasn't quite happy with was the very high-mounted turn switch. Just right for an octopus, but a person has to fidget with his whole palm to reach it. And at first, standing at traffic lights, I looked around wildly in search of an ugly, squeaky clattering sound. As a result, its source turned out to be... the turn relay. If this is an additional option, then, in my opinion, it’s quite strange: you still can’t hear anything while driving. The Zongshen head light is quite bright and shines where it is needed. There are no questions about the light at all. The same cannot be said about the running boards. If you fidget with your feet a little at a traffic light, you will certainly catch one of them, it will fold, which will then add to your unforgettable sensations. The search for the side stand was also not encouraging. Habitually poking my heel down somewhere, I definitely didn’t feel anything. I had to bend down and carefully feel for the right “pick” between the footrest and the shift pedal. I never got used to these acrobatic exercises. The handling of the motorcycle is very pleasant, but I would like to note that turning is still not its element. Directly - as if on rails, but he doesn’t play chess very willingly. It is also absolutely not suitable for moving along a country road. It, of course, is not intended for this at all, but the test is still... For the same reason, I climbed a little on the stairs: the motorbike coped perfectly with such an obstacle. I constantly had the opportunity to make sure that I was still on the motorcycle: no matter how much I adjusted the mirrors, my elbows and shoulders still stuck out. But they do not rattle at all, despite the rather noticeable vibration of the engine at high speeds. About the rear shock absorber... No, I admit honestly: I only remembered about it now. Because while driving he didn’t bother me at all. Even with a passenger, I didn’t feel much of a difference. What can not be said about the fork: either there is something faulty in the copy I came across, or it’s just a gear crusher! The brakes are excellent, but the front ones will take some time to get used to: double disc, very grippy and sharp. The rear single-disc is moderately soft, and its pedal is located very conveniently. Farewell It’s unlikely that in two days he and I developed a strong friendship. I have my own desires and habits, he has his own capabilities and purpose. We didn't have any common interests. We will go in different directions. And I don’t know how the “Chinese” feels about me, but I will have warm memories of him. Like a good friend with a strange, unpronounceable last name.

Opinion: Mikhail Mezhenov (michel) Height: 183 cm. Weight: 72 kg. Driving experience: 18 years. He rides a Yamaha TTR250R (Ginseng is the popular pronunciation of Zongshen, as it turns out). The Chinese are an amazing people. I never cease to be amazed at their tireless hard work and ingenuity. Two such similar cars in appearance - but on the 200 cc version it says Cruiser Bike, and on the 250 cc version it says Sport Bike. (Personally, I like both engines very much - simple, simple four-stroke, two-valve single-barrel engines with quite decent low-end thrust). And by the nature of these engines, standing on a quad would be just right. But the Chinese decided this way - this will be “Sport”, and this will be “Cruiser”, so so be it. But how they distinguish them is unclear. Or is it clearly some kind of bias that has formed in me? Like, does Chinese mean excellent? Shoo! Shoo! Let's sit down and go. No one expected that in the first three gears these motorcycles would ride on the rear wheel. So they don't drive. And, thank God... Although the 250, of course, is a little more fun than the 200... There is one more feature that was a very unpleasant surprise - tires. It seems to be black, and even almost soft to the touch, but along the way - plastic. Maybe she will walk for a long time? But, after all, if you drive for a long time, then at least someday you will have to brake. But that was not the case... These cars have brakes - surprisingly lively and informative, but the rubber does not allow them to be used as they should be. Now about the good: as for me, everything else is good. Chassis, shock absorbers, controls, tidy - everything is very good. Even the seating position is quite comfortable. Again, surprisingly. The geometry and rigidity of the frame make it quite possible to take turns with only two fingers on the gas handle - you don’t have to struggle with the motorcycle. And the front shifters are especially “good”, honest pioneer... Quite a good motorcycle for beginners. You can drive. And even with a passenger. Just IMMEDIATELY (!!!) change the plastic tires to rubber ones - and drive. But the Chinese are great...

Another Chinese: Defiant DF-200 Renspeed

Source: https://www.motodrive.com.ua/content/Defiant_DF-200_Renspeed.html

Somehow it turned out in life that all my serious purchases boiled down to the fact that when I came for what I needed, I bought what I had. The same thing happened with the motorcycle - I took the last one from the salon, with a defect in the plastic fasteners.

Why did you choose a Chinese-made motorcycle? And I don’t know, I just saw it, I liked the design, and especially how it will look after my intervention... Affordable consumables, the price is not bad, and, most importantly, “manufactured under Yamaha license,” and the engine, according to the manager, was American. Having thrown out “bad” thoughts about the “Chinese”, I paid, waited for assembly and listened to all the recommendations for use. They took the motorcycle outside, poured electrolyte into the battery and gasoline into the tank, pumped up the tires and tried to start it. After suffering for about an hour with the kick starter jerking (although there is also an electric starter), we started it, and only after 15 minutes the engine started working steadily, clearly responding to the throttle. After my CZ-125, it was a “space shuttle”: 12,000 on the tachometer and a top speed of 155 km/h killed me outright. After idling for about 30 minutes, we turned off the engine and let it cool. They started it up again with an electric starter, everything seemed to be fine... Having sorted out the documents, certificates, declarations, I said goodbye. Thoughts after registration were very different: “killed 2000 money...”, “Chinese - he’s Chinese in Africa too...” Well, okay, go ahead, go home! On the way, I was literally stunned by the behavior of the motorcycle on the road: the brakes seemed superb. The speed gain at a traffic light for a single-barreled 200 was crazy (at least compared to Javas and IZHs) - up to 120 km/h, just have time to switch! Each gear is illuminated on the panel, the panel itself is easy to read: one short glance is enough, and everything is visible: speed, revolutions, amount of fuel... The landing does not strain, the hands are in a relaxed state - that’s what you need for “long-range driving”. The friend with whom we went shopping had long been lost in his VAZ 2105... I didn’t get any impressions from the suspension, it was very stiff, especially the rear one. And there were complaints about the brakes - the rear ones react sluggishly, and the front ones give a lot of bite. At a traffic light I tried the front emergency braking, and the rear wheel left the ground (!). In the morning, when the emotions finally subsided, I looked at everything and realized that I had a construction set for adults! A dozen bolts and nuts from plastic fasteners, mufflers, and protection were missing. I decided to remove the protection from the mufflers. I took it off and cut off the places for the fasteners. Without all this tinsel, they began to look much prettier. Two days later the manifold gaskets burned out. The speedometer also “closed up,” followed by the tachometer. And so it began... Every day I had to redo something. I repainted it to my liking, remade the mufflers, and threw out half of all the goodies. According to the terms of the warranty, the oil is changed after 200-300 km, but I drove 500, and did the first maintenance myself. Having bought normal semi-synthetic, I started looking for an oil filter. Finally I found it... The filter turned out to be a mesh basket that cannot be replaced, it only needs to be washed - this is definitely a plus. For my own reasons, I decided to refuse the warranty and service, since the “warranty” technicians didn’t even have an engine map! When and what to regulate? And never... Replacing the spark plug, adjusting the clutch - and that’s it. Instead of a spark plug, LG installed NGK. After the break-in, I started doing all sorts of tricks on the motorcycle from time to time - even the clutch didn’t burn out. The engine is simply super, self-tightening bolts, excellent access to the units, neatly made, “Chinese” and does not smell. The chain needs to be adjusted every 2-3 thousand km, it is rather weak for a motorcycle weighing 170 kg. The frame could be suitable for a more powerful motor, and the rigid rear suspension easily tolerates riding with a passenger. The electrics also require modifications - in short, you need to put your hands in everything. Some things have already been done, some are still in the plans, for example, installing luggage cases by spring. The list of problems today looks like this: 1. Increased vibration. 2. “Problematic” Chinese electrics. 3. The mufflers are literally bursting at the seams. 4. Weak fasteners of plastic and engine. Such problems can be solved, the motorcycle is not bad, it looks like a small but proud sports tourer. In my opinion, in terms of price/quality ratio, he is a completely honest Chinese guy. And it would be nice to have your own garage nearby, where you will have to tighten things up quite often...

From the Editor Until now, we have not come into our hands with equipment from this brand, which is relatively new to Ukraine, so, naturally, we were interested in Taras Vishnevsky’s proposal to conduct a kind of mini-test of the motorcycle. Text: Denis Los So, before us is the Defiant DT-200 Renspeed. At first glance, the motorcycle makes a pleasant impression, especially after the owner repainted it in a rich terracotta color. The design is not for everyone, but tastes matter, don’t they? But the almost complete fairing looks quite solid, the 200 cm3 engine commands respect - the motorcycle is clearly aiming to be the top model of the brand. Upon closer examination, everything turns out to be not so chocolatey... The gaps between the elements of the fairing are unreasonably large, and this is taking into account the fact that the owner replaced many fasteners and even installed the missing ones. The standard muffler looks a bit clumsy, so cutting it down to a “single-barrel” muffler did the bike’s exterior good. Riding the bike is quite comfortable, thanks to the straight seat and high-mounted handlebars. A good impression of the comfort of the driver's seat is spoiled by the footrests. I am used to placing my foot on the footrest with my toe, but on the Renspeed this was impossible, since my right foot rested on the triangle on which the passenger footrest is attached. Therefore, the right foot had to be placed almost with the heel, so that the toe was constantly “hanging” over the brake pedal. Another thing is surprising: the left footrest did not cause such problems, although the fasteners of both passenger footrests seem to be the same and symmetrical... The engine starts easily, thanks to the electric starter. Until it reaches operating temperature, the speed remains unstable and strong vibrations are felt. Then the engine runs smoothly and purrs pleasantly, but the vibrations, although reduced, do not disappear anywhere. At first it’s almost unnoticeable, but after 10 minutes I remember an advertisement for vibrating massagers, and fatigue makes itself felt earlier than I would like. The checkpoint was perhaps one of the biggest surprises. The fact is that it works “in a circle”. Let me explain. You engage first gear by clicking down, just like people do. A short acceleration, and now the leg habitually “sticks” the second one with an upward click. But it was not there! A helpful indicator on the dashboard indicates that fifth gear is engaged, and the “dying” sound of the engine and rapidly falling revolutions confirm that this is not the delirium of a device gone crazy. It turned out that the second one also switches “down”, and so on, and, having gone through all the gears, you can click again and again find yourself in the first one. Comrade! Be careful when operating the checkpoint! But an accidental shift to fifth showed that the motorcycle’s engine was very flexible: it pulled from 40 km/h in fifth gear and showed virtually no dissatisfaction with such abuse. The engine turned out to be very good. It is installed in a conventional steel duplex frame, which, in principle, did not raise any special questions. The same cannot be said about the engine-to-frame mounting elements, which (in particular, the front ones) burst for no apparent reason. Replacing them is not a problem, but do you need it on a new motorcycle? The brakes and suspension made an ambiguous impression. The rear shock absorber seemed very stiff for such a motorcycle; it seemed as if the spring for it had been selected from a car arsenal. But the rear suspension does not break through and meekly endures driving with a passenger of any reasonable “caliber”. The fork turned out to be the complete opposite: too soft, it allows the front end to bite heavily when braking and is very dissonant with the rear shock absorber. The first impression of the brakes: “Damn it, are they even here!?” The habitual pressing of the brake lever with two fingers did not lead to anything. The motorcycle rides as it did, and the turn is getting closer... As it turned out, the brakes grab when the handle is actually pressed to the steering wheel handle. Such a monstrous free movement of the handle is hardly acceptable, especially considering that the motorcycle is capable of traveling 130 km/h quite calmly, and the rear brake turns out to be a poor braking assistant. It is extremely difficult to draw a conclusion about how justified the purchase of such a motorcycle is. On one side of the scale, the price (about 12,000 UAH) and design (let’s call it original) are ridiculous, for a pseudo-sports motorcycle with a good 200 cc engine. On the other hand, there is poor quality of assembly and fitting of parts, archaic design, electrical problems, ineffective brakes and many other little things (such as falling off instrument needles!) that are not critical or “deadly”, but are too annoying on a six-month-old motorcycle. Moreover, about 2000 units were paid for it, which is not at all conventional for our people... Everyone makes their own choice, but the Defiant DT-200 Renspeed is unlikely to ever receive the "Editor's Choice" prize.

Author: Taras Vishnevsky Photo: Dmitry Shkvarchenko