It would seem that you want to make a comparison of two-stroke 125-k, so go ahead and do it.
We take an Italian motorcycle, an Austrian motorcycle, a Swedish (but made in Austria) and a Spanish (and also made in Austria) motorcycle. It sounds funny, but let’s honestly check whether there is a difference between the three Austrians, or whether this is all a remake of the same model.
GasGas TM Yamaha KTM Husqvarna
Cross 125s
There was a time when two-stroke 125s were on the verge of extinction. They were replaced by four-stroke 250s, in particular due to the new AMA rules, according to which they were simply equated - two-stroke 125s competed with four-stroke 250s. Adding fuel to the fire (pardon the pun) was the ban on leaded gasoline, which was used by two-strokes with a high compression ratio. But fortunately, this technology is so charismatic that even in an era of strict environmental requirements, there are enthusiasts who drive it - and enthusiasts who produce it. Now the market for modern, powerful, controllable and relatively environmentally friendly two-stroke bikes is already experiencing quite a rebirth, and it’s time to find out who is worth what among the current models.
Special respect to Yamaha for not leaving this market when three other representatives of the Japanese four left it. Even more respect goes to Stefan Pira, the head of KTM, for not only continuing to make two-strokes, but also seriously developing them, introducing new technologies and leaving a foundation for the future (which, according to KTM, two-stroke motorcycles clearly have). Anyone will make and sell motorcycles when they sell like hotcakes, but in a period of decline, maintaining a two-stroke line is expensive.
The current flourishing of two-stroke technology is not so much a market curiosity as a completely logical process. The fact is that these engines have a very special, groovy character, which was almost forgotten when large and harsh four-stroke models with an injection power system began to appear. Yes, the injector is an excellent reason to abandon carb technology once and for all, and the need to add oil to gasoline seemed to obviously put an end to injectors for the 2T. But this, of course, turned out not to be the case.
Now they are being raced again by both beginners and enthusiasts, as well as professional riders. They race because the winners of the competition receive cash prizes. They race because a professional should not stagnate in one topic, and a true enthusiast is almost a professional in character. They race because 125s are easy for beginners (sometimes deceptively easy).
American races like the Wiseco World Two-Stroke Championship, 125 All-Star, Red Bull Straight Rhythm two-stroke, Washougal 125 Dream Race and SoCal's Pasha 125 Open are exciting and fun. And in Europe, the EMX125 racing series successfully precedes the MXGP 250 World Championship.
Advantages and disadvantages of motocross motorcycles
If you plan to do cross-country under the guidance of a coach and take part in cross-country competitions, the best solution would be to purchase a cross-country motorbike:
- Power
. The engines of cross-country motorcycles are “tailored” for driving with serious obstacles - they work perfectly at high speeds, quickly pick up speed, and at the same time fade out quite quickly at the bottom. In fact, during the race the engine is given its all, and after the competition it necessarily requires major repairs and maintenance. - Lightweight design
. The absence of unnecessary tuning elements and electronics helps to significantly reduce the weight of the unit, allowing the rider to more confidently pass even the most difficult elements of the track. - Stiff suspension
. Numerous jumps, landings from springboards, and overcoming obstacles during competition require a durable suspension that can withstand the most difficult loads. - Reliability
. The design of a motocross motorcycle is much simpler than a sports or classic bike. Completely sorting out the entire unit in a garage is as easy as shelling pears (provided you have the necessary tools and experience). - Availability
. You don't need a driver's license to drive a cross-country vehicle - after all, it is not a full-fledged vehicle, but specialized sports equipment.
At the same time, the technical characteristics of the cross-country vehicles imply at least minimal experience in operating such equipment.
When choosing a motocross motorcycle, you must be prepared for the fact that this is not a low-speed road bike - it is a powerful unit, which will be extremely difficult for you to handle without special training. Among the main disadvantages of “crosses” are the following:
- Power
. Oddly enough, in certain cases, advantages can turn into disadvantages. So, by overestimating your strength and trying to curb a zealous “cross horse” without proper training, you risk not only completely “killing” the engine, but also causing yourself several serious injuries - the fact is that “cross bikes” are not the easiest motorcycles to ride. , and even in comparison with related Enduro. - Limited scope
. When buying a cross, you must understand that you can only ride it on special tracks - these units are not registered with the traffic police, documents are not issued for them, so you won’t be able to drive it on the roads (in addition, taking into account the specific design of the cross motorcycle, riding on flat terrain will not bring any pleasure). - High rise
. For many motorcyclists, especially beginners, this can be a real inconvenience. For the same reason, these units are quite difficult for people with below average height to handle. - The need for regular maintenance
. Moreover, the “cross” needs to be serviced even during the race, for example, adding oil... What can we say about repairs after the competition - full engine maintenance with replacement of components, constant suspension tuning, tire replacement.
In order to deliver the “cross” to the place of training or competition, you will need separate transport, and for many this can be a problem.
Be that as it may, in order to fully enjoy all the benefits of motocross bikes, it is important to acquire at least a minimum of experience before getting into the saddle of this powerful iron horse.
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Comparison of motocross 125-k 2022
So, 2022 125 two-stroke. What's new in them? Less than sensational, but more than it might seem at first glance. The excellent Italian models TM 125MX and TM 144MX seem to many to be the best in their class, and it is gratifying that the 125MX was included in our comparison. TM updated the power valve on their two-strokes, added a sixth gear for 2020-21, removed some excess metal from the frame and revised the suspension settings. KTM and Husqvarna have received new WP XACT fork internals for 2021 to match the four-stroke line, including an intermediate valve. Also, the white and orange brothers received high-flow air filter housing covers, roller throttle grips, updated pistons, clutch modifications, and so on. And for 2021, they were joined by a third brother - red. The GasGas MC 125 is a new model for this year, like the others (the four-stroke MC 250F and 450F) based on the KTM platform with a couple of changes. As for the good old Yamaha YZ125, it's still good old - it hasn't changed much since 2005, when the blue 125 got an aluminum frame and then the legendary Kayaba SSS fork in 2006.
The cornerstone of 125 racing is power. A slow 450 cc model can be quite competitive with a smart rider, but a slow 125 cc model at the exit of a turn gives rivals a gap that will be very difficult to close. The fact that 125s are light and not overly fast further improves their handling, but skill plays an even greater role.
So, more about the comparison participants.
GasGas MC 125 2022
GasGas MC 125 2021
The 2022 GasGas MC 125 is the new brother of KTM and Husqvarna, and the only full-size two-stroke motocross bike in the 2022 GasGas lineup. There is no 250 cc two-stroke model in it yet, and the remaining representatives are children's models: MC 85, MC 65 and MC 50. For 2022, the two-stroke MC 250 and four-stroke MC 350F will join the existing GasGas models in the line, as was the case several years ago when Husqvarna joins KTM.
The 2022 GasGas MC 125 is equipped with the same engine as its KTM/Husqvarna siblings, a KTM-like aluminum subframe, the latest WP fork, forged aluminum triple clamps, non-branded metallic-colored rims, silver Neken handlebars, a Husk-like swingarm, a tiny handlebar pad, textured seat trim, new tank and unique red body kit.
On the track, the GasGas MC 125 feels most like a KTM, but three elements set the red model apart from its orange sibling.
The first is the triple clamps: forged ones are more flexible than the billet ones found on KTM and Husqvarna. When cornering, GasGas oversteers somewhat at the entrance and understeers at the exit. And in general, in the factory state, the GasGas MC 125 is somewhat less accurate than its brothers: in some turns it actually tries to lie down, which greatly unbalances it. Now, if you raise the feathers in the crossbars higher and tighten them better, the front end will become somewhat more confident. But the best solution would still be to replace the traverses with KTM ones.
The second is the air filter cover. The engines on KTM, Husqvarna and GasGas are the same, and their main difference is precisely the throughput of the intake tract. KTM breathes best, Haska is second, and GasGas is, of course, third. Of course, the perforated airbox cover installed on GasGas makes it much more cheerful.
Third - suspension settings. On the GasGas 125 they are softer than on their relatives, and are intended more for beginners and veterans, rather than for pros. But in fact, this is not so bad: pros in any case change the insides of the suspensions to suit themselves, and the GasGas settings are made for the average rider with an emphasis on comfort. At the same time, they still hold very well and practically do not break through - this is due to the low weight of the motorcycle.
In general, the suspension on the red version is not bad, but the cross members and the air filter housing cover need to be replaced. Fortunately, similar components from KTM fit there without any difficulties.
The difference between a motocross motorcycle and an Enduro motorcycle
It is often difficult for a novice motorcycle enthusiast to understand the differences between a motocross motorcycle and an Enduro bike. And this is not surprising - after all, Enduros were developed on the basis of cross-country motorcycles by adding some structural elements and improving the chassis to be able to ride not only over rough terrain, but also on the most ordinary roads.
In order not to confuse real motocross motorcycles with Enduro bikes, you first need to understand their purpose. Cross bikes are sports horses whose main task is to give 100% and come to the finish line first. Well, for Enduro, endurance and maneuverability are more important.
Drawing parallels with running competitions, motocross bikes can be called sprinters - powerful, fast, working in one breath. Enduro bikes are marathon runners. They try to save energy as much as possible, distributing energy evenly throughout the competition.
The differences between a motocross motorcycle and an Enduro motorcycle are best seen in the following characteristics:
- Engine
. Cross-country motorcycles are designed for racing - and we are talking about quite complex routes with numerous natural and artificial obstacles (potholes, depressions, jumps, ditches, and so on). In such competitions, it is not endurance that is especially valued, but speed and power.
The main task of the racer is to reach the finish line first, steadfastly overcoming all the difficulties along the way. Its main assistant in this is a lightweight, powerful engine, which feels much better at maximum speeds than at lower speeds.
If we talk about the gearbox, the gears here are very short - this is due to the need to quickly develop high speed.
With Enduro, things are somewhat different - the specifics of the trails often require movement at low speeds to avoid obstacles, so for the most part, the engines on Enduro motorcycles are designed to operate at low speeds.
- Factory
. Cross-country involves covering the track in one sitting. In other words, the motorcycle starts only once - at the start. That is why motocross motorcycles typically have a kickstarter. An electric starter is included in the design extremely rarely - firstly, this is not a cheap pleasure, and secondly, unnecessary electronics significantly complicate the maintenance of the unit.For an Enduro bike, it is preferable to have an electric starter - this makes it easier to start the motorcycle if it accidentally stalls while overcoming a difficult obstacle.
- Electronics
. On motocross motorcycles, unlike Enduro, there are no lighting elements by default. Since cross-country racing takes place exclusively during the daytime, racers simply do not need headlights.Enduro competitions can take place at different times of the day, plus these units can be driven on public roads - which is why the presence of headlights and brake lights is mandatory here.
- Tank
. If we compare cross-country trails and enduro tracks, the former are much shorter. Accordingly, the racer will not need a large amount of fuel to participate in the cross-country race.Despite the fact that gasoline consumption on motocross motorcycles is slightly higher than on Enduro motorcycles, they are equipped with smaller tanks.
- Suspension system
. During Enduro competitions, the rider has the opportunity to avoid obstacles that stand in his way. In cross-country there is no such opportunity - if there is a springboard, you must jump. This is why the suspension in cross-country motorcycles is much stiffer than in Enduro, and the seating position is slightly higher.Low profile tires help provide maximum handling.
- Optional equipment
. In order to lighten the weight of a motocross motorcycle as much as possible, everything unnecessary is removed from its design. By and large, a motocross bike consists of an engine, frame, suspension and wheels.On Enduro there is minimal tuning - mirrors, wind protection, hand protection, footrest, and some models are equipped with passenger seats and luggage racks.
If, while reading this material, you suddenly realized that a motocross motorcycle is not exactly what you are looking for, we suggest you study the article “Rating of the best Enduro motorcycles”, in which you will find a description of this type of motorcycle, its advantages and disadvantages, and also a review of the best enduro models from Japan and Europe.
TM 125MX 2022
TM 125MX 2021
A few years ago, everyone was complaining about the TM's tall handlebars, stiff rear suspension springs, rough Kayaba forks and ridiculous high-butt stance. But a new seating geometry has appeared (the distance between the footpegs, saddle and handlebars).
The Italian engine TM 125MX 2022 produces 35.75 power, and this seems to be less than the three Austrians, but the TM is more powerful than the KTM, Husky and GasGas in the region of 10000-10600 rpm, where its rather impressive 23 Nm is located. Yes, if you keep the engine at its favorite speed, even experienced testers really like it. But this is precisely where the problem lies: keeping it in the operating range, constantly clicking gears, is quite difficult - it requires good technology, and those who have it will most likely prefer something larger and more powerful. In less experienced hands, the TM is a much softer and easier bike to ride, but the slightly more serious guys have to work hard to rev it up and it's not kind to those who take the risk at the top.
It is quite pleasant and fun to compete with other newcomers on the TM 125MX 2022. But once you miss the moment of switching, the race is essentially lost. As for the suspensions, for those who weigh 60-70 kg, the TM is a little stiff, but for 90 kg riders it will be just right. The Kayaba fork and TM shock absorber will provide them with smooth and predictable performance on uneven surfaces, and the only negative is that the suspensions are a bit harsh for the average motocross rider.
Overall, though, the TM 125MX is quite impressive. Power and handling are very good, the TM is 1.76 hp more powerful than the YZ125, but if you just make a mistake (over- or under-torque when shifting), the YZ125 will quickly make up for the power deficit. It takes some patience to learn how to ride the TM properly, but this model has a lot of potential. Moreover, given the concept of custom assembly for a specific customer, which is not much different from the idea of assembling a motorcycle from a factory team for a specific rider and equipping it with many customized and hand-modified components.
In general, this is a motorcycle with a serious fighting character and that same two-stroke traction that many love, but not every fan knows how to curb.
Power and elasticity
In motocross, 125 2t is equivalent to 250 4t, and 250 2t is equivalent to 450 4t. It's the same in enduro. It would seem that then the two-strokes decide, but this is not so. Or rather, they decide, but not always. Four-stroke engines are much more flexible, while two-stroke engines are strongly tied to the characteristics of the resonator. Relatively speaking, if you install the FMF Fatty resonator, the motorcycle will jump into reverse from the bottom to the middle, but you shouldn’t even try to compete at high speeds with a four-stroke bike of the same level. Two-strokes are not rally equipment at all. Riding at 120 km/h on the WR450F is simply comfortable, while the 300 two-stroke thrashes at such high speeds that it becomes scary.
Four-stroke bikes are more elastic, which allows you to be somewhat lazy in turns and not use the clutch as actively. It is very comfortable.
On two-strokes there is an indescribable feeling of detonation when reaching resonance. This scares many people. Those who are not scared will never switch to a four-stroke bike again.
Two-stroke motorcycles consume significantly more gas than four-stroke motorcycles. In a long race, like the XSR Countrycross, for example, where the race lasts an hour and a half, many people waste time refueling. On regular friendly rides you have to take a little oil with you, and sometimes a bottle with the ready-made mixture. Moreover, as the engine size increases, gasoline consumption increases nonlinearly: the 300 consumes one and a half times more than the 250, with a difference in volume of 1.2 times. Four-stroke engines are much more fuel efficient.
KTM 125 SX 2022
KTM 125 SX 2021
The KTM 125 SX is a powerful thing that has been developing for a lot of years, and it is developing, and not just existing on the market, like the YZ125. KTM continues to spend time and money improving its two-strokes to this day. Example? Until 2022, the WP air fork was not equipped with washers on the idler valve, because the WP specialists could not find washers strong enough that would not bend or break, but at the same time provide soft smoothing for lightweight two-stroke models. With the new intermediate valve design, WP was able to equip it with washers. In WP air forks, smoothing is carried out according to a traditional oil scheme with a lot of know-how in its implementation, and the air is responsible for the spring component of the suspension. The advantage of this scheme is that the stiffness of the “spring” is easily adjusted by the pressure in the fork, which allows it to provide optimal travel for the weight of a particular rider and the complexity of the route with all its unevenness, jumps and ravines. In addition, due to the absence of steel springs, the air fork is more than a kilogram lighter than a traditional one, and for lightweight small-capacity models, each gram of weight reduction results in more lively and responsive handling.
On the track, the 2022 KTM 125 SX is a beast! It rushes to the very peak of 37.52 hp at 11,200 rpm (impressive numbers for a stock 125!). While the KTM was slightly behind the Huske in terms of peak power on the dyno, the freer-breathing large-vented airbox gives it a significant advantage in terms of response and engine speed. On the dyno these differences aren't particularly noticeable as the bike sits there, but in the real world the KTM breathes more powerfully and freely, and its engine is more efficient than the Husqvarna's. As for suspensions, KTM is the standard here not only among its brothers, but in general. They are not too stiff, but they hold up well and handle bumps a little more clearly. The advantages of its suspensions during jumps are even more pronounced: whether you missed the jump, or, on the contrary, flew further than you wanted, or hit a bump, the KTM suspensions absorb all these troubles better than their counterparts. The brothers are definitely softer, which is good in turns, but bad on hard landings.
In general, in contrast to other KTM 125s, the 150 feels like it’s almost a classmate, but still more interesting.
What is a motocross motorcycle?
Motocross motorcycles are intended exclusively for participation in cross-country racing. This is a kind of sports equipment not intended for driving on public roads.
A cross-country motorcycle cannot be issued with a vehicle passport and license plate; you do not need a driver’s license to operate it.
In general terms, a motocross motorcycle corresponds to the following scheme:
- Its design lacks light elements, wind protection, trunk, passenger seat, mirrors, and the exhaust pipe is raised up.
- The seat is enlarged and covers part of the gas tank - this is done for the comfort of the rider while riding.
- The suspension is characterized by a large stroke - 30 cm or more, and it is quite rigid.
- Light weight. To overcome serious obstacles on the track, everything unnecessary was removed from the design of motocross motorcycles, and modern lightweight and durable alloys made it possible to reduce the total weight of the motorcycle as much as possible.
- The main structural element that distinguishes a motocross bike from other motorcycles is the engine. Due to the nature of motocross racing, the engine constantly operates at maximum speed. Most often, motocross motorcycles are equipped with lightweight two-stroke engines, but there are also more modern models on the market - 4-stroke ones.
- Most motocross motorcycles are powered by a kickstarter (in this case, there is no battery in the design of the bike, which allows further reduction in the total weight of the unit).
In general, the design of a motocross motorcycle is designed so that the rider can overcome even the most difficult obstacles with maximum comfort (as much as possible on a rough track).
Husqvarna TC 125 2022
Husqvarna TC 125 2021
The Husqvarna TC 125 from the 2022 model comes in the same lowered form as the rest of the Huskies. Its fork is shorter, but the internals are the same as the KTM and GasGas, including new and improved air and oil bypass systems that provide a more confident connection to the ground. The Husqvarna suspension settings are softer than the KTM, but stiffer than the GasGas. As always, the main topic of conversation about the Husk is its airbox: it looks unique from an aesthetic point of view, it is light - but on the track its shape and design simply strangle the engine. Another (small) difference between Husqvarna is that its Magura hydraulic clutch operates softer and smoother than KTM’s Brembo with its “click.” The Husky engine is absolutely identical to the KTM and GasGas, which is why so much attention is paid to the airbox: it really is behind all the difference in the characters of the Husky and KTM.
This results in the fact that on the track the TC 125 is a little more difficult to spin up to the most torquey part of the revs than the KTM. Yes, in general the character is very similar, but the traction is not as intense, and you need to control the Husky a little more skillfully. The KTM just wakes up and goes, while the Husk takes a little longer to get up to speed, but is smoother and freer when it's already spun up. As for handling, the TC 125 fork lowered by 10mm does not spoil it at all - quite the opposite, as does the new rear suspension geometry. This version of the motorcycle geometry is good for absolutely any level of riders, from the most experienced to complete beginners, and you can’t help but wonder why a higher platform is needed, on which GasGas and KTM are assembled?
Even for tall riders, the Huska was comfortable and not cramped. The downside is the slippery seat covering, but last year it was very abrasive.
Yamaha YZ125 2022
In the secondary market, Yamaha YZ125s are becoming more and more popular, and their prices are rising. Now that two-stroke technology has suddenly turned from a rarity into a trend, it’s even strange to see a motorcycle so similar to a 15-year-old one. Yes, the YZ125's design seems dated today, but that also speaks volumes about how good it was when it was introduced. And it's precisely the fact that it doesn't change much that makes it so popular in the aftermarket: an inspired but not rich newbie can buy a 2006, 2012, 2022 (or anything in between) motorcycle - and it will be almost the same as new 2022 model year. There is nothing to say about the compatibility of spare parts and the abundance of aftermarket.
On the track, the Yamaha YZ125 is the easiest to ride and is the model best suited for beginners. This is an excellent training model, very pleasant to drive and inexpensive to maintain and improve. Not a model of reliability, but with a 15-year history of repairs, fixes and modifications, most of its potential problems have already been fixed or at least known. Despite having the weakest engine (1.76 hp less than the TM 125MX and 3.61 hp less than the Husqvarna TC 125), the Yamaha's thrust characteristics are such that it responds to any throttle opening better than any other 125 th motor. On the dyno, the Yamaha performs best in the range from 6600 to 7800 rpm, and it seems that this range can be considered a torque plateau, but the difference with other revolutions is so small that in fact the Yamaha, as they say, rides at any speed. The thing is different: after 7800 it deflates much more than other 125s, and this is sad on long straights, deep sand and large hills.
Yamaha YZ125 2021
There are simply no complaints about the handling of the YZ125: the SSS fork is great, and the whole bike is predictable, clear and manageable.
It would be nice for Yamaha to invest a little money into improving the engine (and not ruin everything else!) - the public will be delighted.
Comparison GasGas TM Yamaha KTM Husqvarna
Well, now let’s put everything in its place, why everything is this way and not otherwise.
Fifth place TM 125MX 2021
In fifth place is the TM 125MX 2022. This is a motorcycle with excellent potential; in stock its engine is more powerful than the Yamaha, and the suspension is stable, but a bit harsh. Yes, the TM 125MX won't appeal to everyone - but it shouldn't. This is a small brand whose motorcycles are hand-assembled and produced in significantly smaller quantities than competitors. The TM 125MX is for those who go against the grain, and like other motorcycles from the company, it can be ordered with a modified engine, modified suspensions and so on. But that’s precisely why it qualifies less than others as the “best” 125cc motorcycle: it’s not the best, but the most specific and unusual.
Fourth place Yamaha YZ125 2021
Fourth place - fun, cool, controlled, confident Yamaha YZ125 on excellent suspensions. The WP air fork may be almost as cool, but the Kayaba SSS has one major advantage: worry-free. No need to pump up the pressure before each trip, the most basic bulkhead, a design that has been proven for decades (!). However, if the YZ125 had the right to be called the best motorcycle now, when almost nothing has changed in it over the past 15 years, why would other models be needed? Yamaha is a stable mid-ranger that cannot be compared with the Austrians in terms of handling, power, clutch, brakes, and so on. The YZ125 is a great bike if you race other Yamahas. But in a race with KTM, Huskami and GasGas YZ125, you will first be spoiled for various modifications, and then you may not be able to cope if you are not lucky with the track itself.
Third place GasGas MC 125
Third place for GasGas MC 125. Soft comfortable suspension, nice design, but a little lacking in power - not because it can’t, but because KTM doesn’t want it. The GasGas is designed to shadow the KTM, not beat it. It's designed to steal Yamaha's audience with its price ($600 below the KTM and $200 above the YZ125). On the track he lags behind Orange simply because he is designed to lag. It has room to grow, provided you're willing to pay extra to make it a KTM.
Second place Husqvarna TC 125
Second place - Husqvarna TC 125. We've all been complaining for a long time that motocross bikes are too tall, and Huska solved this issue by lowering the TC 125 by 2 centimeters in the saddle. It turns out that we, the riders, were right all along: on the track, the TC 125 turns better, goes more accurately at speed and grips the ground more confidently.
Of the five, the Husqvarna TC 125 handles best, but handling isn't everything. Its plastic-carbon airbox subframe does not breathe freely enough to provide a sharp, sonorous throttle response. KTM designers took race victories into account when they made a well-ventilated airbox, and Husky designers (if they are different people) meant beauty and a softer character. It may have been an attempt to bring a bit of Scandinavian tranquility to Austria - but no 125cc motocross rider is willing to sacrifice power for smoothness.
First place KTM 125 SX
And... first place! The best 125cc two-stroke motocross bike of 2022 is, of course, the KTM 125 SX. He is the most powerful, the most balanced and the most prepared for tough fights on the track. The only thing it lacks is the lowered Husqvarna suspension, but otherwise it's a benchmark. You can feel whatever way you like about the fact that two other Pierer Mobility brands serve as backup dancers for the brilliant KTM, but having choice and the opportunity to customize your motorcycle is a definite plus for the entire Austrian trio, which is headed, of course, by the Orange motorcycle.
Moto / Plant named after V.A. Degtyarev and his brainchildren, which are so close to us / ZDK 5.ХХХ Tarzan 2X2 / Motorcycle 2X2 - Tarzan. The history of its creation and acquisition.
This story began twenty-three years ago in 1994. This was a joint project of the Degtyarev plant and the Nizhny Novgorod Polytechnic Institute. The development was led by the deputy chief designer of the plant, Anatoly Alekseevich Zaplatkin. The plans were to develop an all-wheel drive all-terrain vehicle with a 3x3 wheel arrangement. At the time of design, the all-terrain vehicle “ZDK 5.904 – Farmer” with a 3x2 wheel arrangement was already being mass-produced. They took it as a basis. We got to work. We started with front-wheel drive. Having gone through all sorts of options for transmitting rotation from the engine to the front wheel, they settled on the simplest and most reliable scheme: engine, power take-off, drive chain, driveshaft, drive chain and wheel.
They coped with the task regarding front-wheel drive. We implemented front-wheel drive in accordance with the project. An important point was taken into account in the design of the drive - the front suspension retained its ability to absorb shock and it was possible to adjust the tension of both chains (which is really very important). Almost all the main parts and elements of the front fork remained from Farmer, only the left shock absorber glass was slightly modified (we will look at it in detail later in the following articles). The drive chains in this design are standard (pitch 428, PR-12.7-18.2), the driveshaft was driven from the steering column of the GAZ 66 car. The drive sprockets (there are already four of them), the power take-off box, the front chain drive beam (this is an additional frame element on the right) and the drive bracket mounted on the left front shock absorber.
After working on the front end, they began modifying the rear axle gearbox. There, work was carried out to implement a self-locking differential. And they succeeded in this too. It is a pity that there is no detailed information about this technical solution. After the implementation of the plan, factory tests were carried out. They ended quite successfully. Perhaps, based on the results of the work done, economists calculated how much money would have to be invested in production to produce such a modification and postponed this idea. A little more detail about this development was written in MOTO magazines for January 1997 on pages 12-14 and for February 1997 on pages 39-41.
After some time, an all-terrain vehicle with a 2x1 wheel arrangement, the ZDK-200 2ShP, was developed, which later received the name Lapot. The motorcycle “ZDK-5.104 – Courier” was taken as the basis. The front fork traverses were replaced on it and a wheel from Farmer was rolled in. Afterwards, the original rear swingarm was developed and, just like the front, a wheel from Farmer was installed. He also received from the Farmer the instrument panel, fairing, headlight and front fender. The transmission of rotation to the rear wheel was realized using an intermediate shaft and it consisted of two chains (step 428, PR-12.7-18.2).
In 2000, by order of a foreign entrepreneur from England, a small series of five of these all-terrain vehicles was produced. That entrepreneur's name was Nave Mason. Later it turned out that Mason was rebranding Russian all-terrain vehicles and passing them off as his own. Friction arose. It was not possible to reach agreement on this issue, and the production of the ZDK-200 2ShP models was discontinued. This incident was written about in MOTO magazine for February 2002 on pages 34 and 35.
Slowly but surely we got to the main thing - the history of the creation of the 2x2 all-terrain vehicle "Tarzan". This was also a joint project. in which specialists from the Degtyarev plant and employees of the MOTO magazine took part. The instigator of this event was MOTO magazine. A group of enthusiasts was faced with the task of creating an all-wheel drive motorcycle for climbing Mount Elbrus. With this, they turned to the deputy chief designer of the Degtyarev plant, Anatoly Alekseevich Zaplatkin, since he had extensive experience in creating all-wheel drive vehicles. They were not refused and agreed to provide assistance. Since there have been developments in this direction, the situation has become significantly simpler. As materials for creating a motorcycle with both wheel drive, the all-wheel drive “Farmer” and the all-terrain vehicle “ZDK-200 2ShP” were proposed. We assembled one motorcycle out of two. The first tests showed that the speed of the all-terrain vehicle must be significantly reduced - it was necessary to develop and make something like a range-multiplier. The reduction unit was designed and manufactured. Moreover, it seems like even with a reverse gear, which was later removed as unnecessary and with the expectation of increasing the reliability of the all-terrain vehicle. The motorcycle has been modified.
After further tests, it became clear that it was necessary to create a device with less mass. “Tarzan” turned out to be too heavy (its weight was close to one hundred and ninety kilograms). More details about the experimental model of an all-wheel drive all-terrain vehicle were written in MOTO magazine for June 2002 on pages 42-44. Subsequently, a second motorcycle with all-wheel drive, “Baksan 2WD,” was created (you can read more about its creation in the MOTO magazine for July 2003 on pages 60-63). As a result, after completing all the preparations, the entry to the top of the mountain was a success. This expedition is written in detail in the MOTO magazine for October 2003 on pages 70-87. Little time has passed. There was no further information about the Tarzan all-terrain vehicle. The unique technique became of no interest to anyone and was forgotten.
In February 2008 we went to the city of Kovrov. At that time, we were working to restore the first Farmer. Even then there were no spare parts for it anywhere, and we decided to go to the store at the factory.
It’s almost seven hundred kilometers there and back. But going to the homeland of technology, which gave us so many unforgettable and vivid life memories (we’ll write about that too), was a pleasure. The first thing we did was find the factory entrance.
Then we visited the stele dedicated to the workers of this plant.
And after that, we went to the Voskhod motorcycle parts store.
There we bought a whole box of spare parts for our motorcycle, a muffler and wheels for the Farmer.
Next we stopped at the local motorcycle parts market. There we also bought some small things and talked to people. In the meantime, we learned that the Tarzan all-terrain vehicle was no longer at the ZID plant. He was sold. It was not possible to find out who. After hanging around the market a little more, we went home. Then there was a second trip to the city of Kovrov (then we went to pick up the “Raccoon” trailer). Now you can imagine whether this is an accident or not? But here we learn about another resale of Tarzan. But no one dared to help us find the new owner of the equipment. We really wanted to at least get a look at Tarzan. It's a very interesting technique. By that time, we had even purchased ZDK-5.104 - Courier for a new project.
From it we began to create our own “Laptya”, but they gave it a different name - “Bear”.
We didn't come up with anything new here. Everything is almost according to the instructions. We installed the Farmer front fork on the Courier frame and began designing the rear swingarm.
But everyday life and lack of funding slowed down this direction. Some time later, after we started creating our own two-wheeled motorcycle with wide tires, at one of the Internet auctions we saw an advertisement for the sale of Tarzan. Here he is!
In terms of cost, Tarzan was worth four Farmers in perfect condition. Since we had a genuine interest in this unique piece, we thought about purchasing it. We call the seller. We talked. It seems like this really is that legendary motorcycle. You need to make a deposit. We decided to take a risk, come what may. They transferred an advance payment of about fifteen percent. To whom, for what? We were able to go pick up the motorcycle only after a few days. Once again we are going to the city of Kovrov (already almost like going to our home). Only this time everything is somehow different. The situation is a little tense. We are going to make a purchase, but will it happen? A scam or will we really become owners of a legend? ... Five hours on the road. City of Kovrov.
We entered the city and called. The beeps are coming... at least it's something. The conversation took place, and they are coming to meet us. Somehow it became calmer... We arrived at the place. Yes, it's him! It’s just some kind of real-unreality... The all-terrain vehicle is even on the move. Let's start it up. The engine started easily enough, but smoked terribly. It looks like they poured a lot of oil or the fuel mixture is old. They practically forced us to ride it. We drove along, the controls are just terrible. It is very difficult to ride it if you are not used to it. But behind the veil of euphoria this was unnoticeable. We drank tea. We paid and went home. The welcome was really warm, thanks for the hospitality and for the equipment. Arrived! Unloading.
This story continues in the next part...
