Lifan LF250-19P motorcycle manufactured by Lifan Industry (Group) Co., Ltd.

LF250-19P

Chinese motorcycle Lifan LF250-19P manufactured by Lifan Industry (Group) Co., Ltd. (manufacturing plant in Zhongqing, Zhongqing Municipality, China; produces a variety of motorcycle equipment under the Lifan , Honlei brands, including motorcycles). Gross weight 300 kg, total seats 2 (including driver), max. speed 115 km/h, curb weight of the Chinese motorcycle 150 kg.

Manufacturer

Lifan was founded in 1992. In addition to passenger cars, motorcycles, ATVs and scooters, buses are also produced under this brand.

The plant is not very large by world standards and employs a little more than 13.5 thousand workers, but this does not prevent the company from regularly being included in the list of the 500 largest companies in China.

Lifan has been developing joint projects with Russian business for 6 years; in particular, an assembly plant for the production of cars was organized.

The brand’s own plant is being built in Karachay-Cherkessia, in Russia not far from Lipetsk. In addition, motorcycles of this brand are produced in Kovrov.

The lineup

The Lifan motorcycle range consists of several dozen models.
Below are those that are most popular in Russia. Based on engine size, they can be divided into 5 categories :

• 100 cm3: Lifan PONY (minibike);
• 125 cm3: Lifan 125-14F (cruiser);
• 150 cm3: Lifan IROKEZ, Lifan LF150-13;
• 200 cm3: Lifan LF200 GY-5 (cross-country), Lifan 200 GY-3B (cross-country), Lifan 200-16CS, Lifan 200-16C;
• 250 cm3: Lifan 250-4 (chopper), Lifan LF250-19P, Lifan LF250-B (cruiser), Lifan POWER MAN.

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Technical characteristics of the Chinese Lifan motorcycle

general information

Dimensions and weight of the Chinese motorcycle Lifan LF250-19P

Wheels and tires

Other technical characteristics

Additional Information

This product refers to "Chongqing Kai Zhen Fengqi Road, Beibei District, on the 16th." (Note: There may be inaccuracies)

Description of the Lifan LF250-19P model

The assembly of some Lifan motorcycles was established in Russia at the ZiD enterprise - Plant named after. Degtyarev, who is famous primarily for his weapons, but is also involved in civilian projects.

There were almost no offers on the domestic city bike market in the lower middle price range, and the LF250-19P closed this gap, becoming a worthy alternative to used “Japanese” bikes.

Chinese vehicles rarely have an original design, which is true not only for cars, but also for motorcycles.

The LF250-19P is no exception. As samples, Chinese engineers chose 2 very popular Japanese models - Honda VTR250 and Suzuki Bandit 250, at the same time borrowing a number of design solutions.

The motorcycle was not very well suited for the Chinese market. Therefore, minor changes were made to the design before localizing production. Russian specialists slightly increased the ground clearance and increased the power of the power plant.

The Lifan LF250-19P is built on the basis of a tubular frame (birdcage type).

This made it possible not only to significantly increase strength, but also to achieve an optimal layout of the motorcycle’s components and assemblies, which, in turn, led to a balanced weight distribution and increased riding comfort for the biker.

Test drive LifanLF250-19

For a long time, it was customary to talk about Chinese technology either badly or not at all... I mean real words, and not insipidly flat reviews in various other publications or sugary advertising texts bordering on complete idiocy on the websites of dealers and importers.

For a long time, suppliers of Chinese equipment did not hesitate, to put it mildly, to mislead the buyer... For example, with the light hand of dishonest sellers, outright “China” suddenly received a more “noble” origin - from Germany, England or even the USA.

For a long time, motorcycles were divided into normal and Chinese. Moreover, even mentioning the latter was considered bad manners in the motorcycle community, and even riding them... Owners of Japanese bikes from ancient vintages looked at the “Chinese cyclists” condescendingly and with a hint of pity: “What a person has to go through for the love of motorcycles...”. But everything is gradually changing...

I met the Lifan LF250-19 (Alfamoto Dakota) at the test site of the Lifan plant in Chongqing, during a business trip to the Middle Kingdom. Moreover, I did not get an “exhibition” copy licked to every bolt, but a completely “combat” bike, on which the factory test pilots ran laps on a special track. During its short life, the motorcycle had already acquired several “scars” and looked like a notorious bandit... But it really does look like... When the creators of the motorcycle worked on the design and layout, they were clearly inspired by the popular Honda VTR250 and, to some extent, Suzuki Bandit 250.

The bike was pleasing to the eye with a powerful tubular birdcage frame, a thick front fork and a laconic classic design in the style of the 90s. The delights adored by the Chinese, such as a bunch of plastic and metal shiny overlays that cause a gag reflex among motorcycle journalists around the world, were completely absent here. And it was amazing and wonderful!

Further inspection showed that Lifan has finally implemented a fuel injection system on small-capacity engines, and this two-cylinder V-shaped “air vent” LF250-19 has an injector. This motor itself is no longer new and has already been in the chassis of a dozen motorized units. It gained fame and popularity due to its reliability, unpretentiousness to the quality of gasoline and oil, as well as quite decent power characteristics. For example, he is capable of accelerating a light motorcycle to 140 km/h, powered by simple “92” gasoline. Well, equipped with a fuel injection system, it began to delight fans with a more accurate throttle response and a reduced fuel appetite. The only negative is air cooling and the impossibility of installing an oil cooler without significant modifications.

But still, the engine is not the main feature of the LF250-19. It's no secret that a sportbike from the 90s will be inferior on the "ring" to a modern sportsbike with the same engine power. The difference in chassis layout, weight and weight distribution, aerodynamics, frame rigidity and suspension calibrations make the power characteristics of the engine secondary. For the first time I looked at the chassis of Chinese motorcycles in a new way during the test of the Megelli 250 R (MD No. 76). That bike had a number of shortcomings in terms of suspension settings and gave the impression of a “raw” model, which could use another year of “living” on the test site before immigrating to motorcycle showrooms. The second session of rethinking the concepts of Chinese motorcycle technology took place during a test drive of Kayo pit bikes (MD No. 81-82). They also had shortcomings regarding the suspension, but this did not stop them from driving where not every ATV rider would go, as well as speeding along narrow and winding forest paths at a hard-enduro pace.

As for the LF250-19, the Chinese, apparently, have finally managed to weave the engine, frame, suspension and brakes into a single organic connection, when each of these components does not live its own separate life, but works, as they say, “in unison” . If you try to characterize this bike in two words, then “harmony” and “completeness” would be the best fit. Acceleration dynamics correspond to braking dynamics, suspension calibrations correspond to weight distribution and weight, the “seat triangle” corresponds to the dimensions of an average European rider... The list can be continued, but all the most important things are already reflected in those two words. Perhaps the Honda VTR250 genes are dominant in this bike. This is not surprising, since Lifan works closely with Honda and has both the opportunity and the right to use Japanese designs.

Returning to the logical beginning of the test drive, I would like to note that during the “ritual walkthrough” of the motorcycle, a certain wariness reigned in my soul. It happens like this: everything looks fine, but the “pepelats” drives like a “homemade” one, assembled in a week from a ZAZ engine, old water pipes and wheels from a garden wheelbarrow. But my fears were not confirmed... The injection engine started from the first revolution of the starter and began to warm up without any unnecessary noise.

Having admired the trembling tachometer needle and the glare of the spring Chinese sun on the polished tank, I slam the helmet visor and... go, go! The 250 cc 2-cylinder “air blower” vigorously accelerates the 145 kg motorcycle to... Actually, at this point I would like to talk about the mind-blowing speeds and my iron balls... that is, the iron character that allowed me to accelerate the LF250-19 to those the highest speeds, but... the length of the straights in the internal plant areas was only enough to see “110” on the speedometer. The temptation to drive onto public roads, in turn, was accompanied by the risk of getting run over by someone in chaotic traffic or meeting the police and finding out that your international driving license does not apply in China. This would be sad and would put an end to the whole further business trip, so I didn’t take the risk...

Based on the situation, I could compete in speed only with trucks delivering components to factory buildings, from the windows of which dumbfounded Chinese looked at me. Having made sure that I was the coolest rider “in the village,” I came up with the idea of ​​racing on a special test track at the Lifan plant. It looked like a very elongated oval and consisted of three types of surface: asphalt, wet asphalt, paving stones and gravel, and a “washboard” in the form of concrete ribs the height of a cigarette pack.

By that time, I had already become accustomed to the ergonomics and fit of the LF250-19, which corresponds to the dimensions of the average European “carcass,” therefore, difficult moments came in the life of this motorcycle.

Clicking through the gears, I accelerate along a straight line free of artificial obstacles. While driving, the gearbox operates quietly and accurately, although when standing still, it was difficult for me to look for “neutral.” The dynamics of acceleration (which did not leave any chance for factory trucks) will be quite sufficient on city roads. Despite the fact that only 19 “horses” are declared in the engine, in the auto world this bike will not have many opponents who will be able to overtake it at the start.

Thanks to the fuel injection system, throttle response is very precise. Vibrations? They exist, but their frequency and amplitude remain beyond the pilot’s attention while driving. In general, this engine complements the LF250-19 chassis well, although I will not hide that the Chinese already have 250 cc liquid-cooled engines with a power of about 25 hp. would have suited this bike much better due to its aggressive design.

The straight line of the test track ends, the speedometer shows the number “95”... A little more for an even number... 97... 100! Damn, an absolutely “plug-in” 180-degree turn is approaching at an alarming rate! I press on the rear brake until the motorcycle squats slightly and, at the same time, with increasing force, I clamp the front brake... The heated rubber clings to the smooth, highly abrasive asphalt, the fork folds almost to the full length of its stroke, and the rear tire begins to squeak, touching the tops of the bumps and... The motorcycle stops 5 meters from the entrance to a narrow turn. Why did I slow down so much? If we evaluate the operation of the system not as a whole, but strictly differentiated, then we would like to have greater performance of the front brake, although a beginner may not see the need for this.

The suspension and frame left an extremely pleasant impression. Thick fork stays and a rigid tubular spine design make steering the bike very precise. The handling itself can be described as medium-sharp. The bike dives into corners with gusto, but is also stable at speeds of around 100 km/h. At the beginning of the test drive, I was wary of the flimsy-looking steel pendulum made of a rectangular profile, but my fears were in vain. While driving, there was no evidence of insufficient rigidity from the rear wheel.

The stock calibrations of the fork and rear monoshock were perfect for my weight and riding conditions. On the “washboard” the suspension did not pierce, and during braking, acceleration and cornering the wheels maintained good contact with the asphalt.

Of course, within the framework of a short test drive it is impossible to evaluate such parameters as the reliability of a motorcycle, comfort in long-distance driving, or fuel consumption in different modes. But for some reason I would like to think that after entering the Ukrainian market under the name Alfamoto Dakota, the Lifan LF250-19 will not lose face.

Text: Sergey Kuznetsov

Photo: provided by the author

Specifications

• length is 1995 mm;
• wheelbase reaches 1400 mm;
• width (maximum, along the steering wheel) - 715 mm;
• height (total) - 1050 mm;
• height (measured by the saddle) - 765 mm.

The ground clearance of the motorcycle is 16 cm (for the Russian version).
The curb weight of the bike is 145 kg. The maximum weight it can withstand is 285 kg. The engine of the motorcycle is four-stroke and two-cylinder, with a working volume of 250 cm3.

The layout of the power unit is V-twin type. The engine is equipped with an air cooling system, electronic fuel injection (injector), electric and kickstarter.

The engine develops 20 hp. maximum power and 20 Nm. maximum torque. The power plant operates in tandem with a 5-speed gearbox. Manual transmission.

This tandem allows the motorcycle to accelerate to 115 km/h. Fuel type - A-92 gasoline. Fuel consumption in combined mode is 3 l./100 km.

Thus, a 12-liter gas tank lasts for an average of 300 km. mileage

The chassis of the motorcycle has a sporty design. The front suspension is a hydraulic fork, while the rear is a pendulum type.

The monoshock absorber is spring-hydraulic. The brakes on both wheels are disc, hydraulically driven. Both wheels have a diameter of 17 inches, but they require different tires: the size for the front is 110/70, and for the rear it is already 140/70.

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Availability of spare parts

Parts for the LF250-19P are available both at motorcycle retailers and online.

Consumables are usually present in the warehouse, but other parts will have to be ordered, and directly from China.

Waiting times vary depending on the region where you live: from 2-3 days to a week or more, especially in the European part of Russia.

Prices for parts are quite affordable. For example, brake pads will cost 450-500 rubles, a throttle cable costs about 200 rubles, a clutch basket - 3000 rubles, a rear wheel disc (assembled) - 5700 rubles.

Good afternoon, gentlemen, motorcyclists. The season is closed, at the moment almost everyone (except for the scoundrels-endurists with evil studded tires =) is bored and writes about travel over the past season, sharing their experiences. Well, I’ll also try myself as a scribbler, maybe my experience will be useful to someone. I will try to tell you about the purchase, about the experience of using the Chinese mini-cruiser, my personal opinion about this particular model, about the cost of maintenance, about my accident, repairs and its cost in several parts.

About three years ago, I decided to buy a motorcycle as the main means of transportation in the spring-summer-autumn period, because traffic jams on the roads really bothered me. I was considering small-capacity (250-400cc) equipment up to 80,000 rubles (the money was a complete mess due to the purchase and repairs in two apartments) and, accordingly, the choice was minimal. For the city I decided to take a cruiser. After reading the internet, I realized that I couldn’t find Japanese or other “normal” equipment in adequate condition, so I was looking for Chinese ones, either new or with low mileage... Again, I had already read a lot of reviews for the Chinese motorcycle industry and made a conclusion for myself - in many cases, it doesn’t even make sense to buy a new motorcycle, because it’s a low-quality, broken rattle. But in some cases, there is still a light visible at the end of the impenetrable tunnel of Chinese junk - one of these cases, judging by numerous reviews and articles on the Internet, was the Lifan 250 b and Lifan 400 (scabies were not found in any ad at the time of my purchase). Having registered on several forums and in a thematic group on VK, I finally came to the following conclusions:

— This motorcycle is identical to the Yamaha XV250 Virago, excluding minor differences in decorative details. — The engines are identical (except possibly for the material from which the parts are made) — The motorcycle is exclusively urban — maximum speed is 110-120 km/h, cruiser is around 90 km/h. — Suitable for short riders like me (1.77-1.78), because large bikers feel on it like a bear on a bicycle. — There are no problems with the availability of parts and body kit. The only point is that it is difficult to find in Russia, although the main components and assemblies are there. The main supplier is naturally Chinese. Chinese trading platforms are chock-full of parts for the engine, various small parts and a bunch of different little things for the body kit (tanks, direct flows, linings and even entire kits for turning it into a “beaver”). Based on this, you should understand that in the event of serious breakdowns, you will have to wait around a month for parts. — Consumption is around 3 liters, which is very pleasing. — The seating position is comfortable, it handles great, and handles great in traffic jams due to its small size.

Is it decided?
So let's take it. This is how I got it from the previous owner, whom I met in a thematic group on VK. In fact, this motorcycle became my first, really MY motorcycle. In my youth, at the age of 14, a friend and I bought a Jupiter 4 together, having worked for a month as helpers at a construction site... At that time, it seemed to me just a magnificent device, although the ignition was knocked out and it was “still suitable for driving.” Looking back, I’m simply amazed at what fools we were: we drove through the whole summer not once, NEVER putting oil in the gasoline... What’s most interesting is that the engine caught a wedge once when we were racing without helmets, sitting three of us along a three-lane avenue. At that moment, I may not have thrown out the bricks yet, but obviously at least the paving stones, because we began to be dragged along the road from side to side and it was only by miracle that we did not fly under the Kamaz coming from behind. We didn’t ride anymore that day, we just thoroughly washed our trousers, comprehending what had happened. In short, having skated through the summer and safely put a quite decent motorcycle “on our knees” (shkolota what to take), we sold it to the local bruiser Valera, who was always wandering around his garage, collecting carnations and pieces of iron scattered in abundance throughout the garage cooperative. So I happily lived to be 27 years old, forgetting about motorcycles, only looking at the trail of passing bikes and envying these cheerful guys. So let's get back to Lifan... I bought it from Igor (hello to Nizhny Novgorod), after he sent me photos of his documents and documents for the motorcycle via Tynet. At that time, I had been communicating with him for about a month and knew another guy from this motorcycle group in VK, who lived in a city neighboring him. This man went to Igor and confirmed that the motorcycle was indeed in good condition and you could safely take it. At that time, the motorcycle was 2 years old, but Igor bought it a year later, that is, they used the motorcycle for one full season. In fact, he skated one full season on it, covering about 9,000-10,000 kilometers. I simply transferred the money to his card, the entire amount at once. I’ll make a reservation that Igor was already a grown man and after talking with him, I created the impression of an open and honest person, and considering that another person communicated with him personally, saw the motorcycle and all the documents, I was no longer afraid to pay off the entire amount at once. For the motorcycle I paid 60,000 rubles + shipping by a transport company in the amount of 7,000 (a new one in our city cost 124,000). The motorcycle went from Nizhny Novgorod to Stavropol (about 1400 km) and covered this route in about a week and a half. In fact, I bought a motorcycle blindly O_o On October 6, 2015, I went to receive my main gift (by strange coincidence, the receipt fell on my birthday), while in a hell of a jitters. “I bought myself a motorcycle, I bought myself a motorcycle, this is simply not possible, I bought myself a motorcycle!!!” - this was spinning in circles in my head. And, I would like to separately note that I did not inform any of my relatives about the purchase, because I was sure that I would have to call an ambulance for them... The father, okay, would understand, but the mother would definitely faint =) And it also “brightened up” the general It’s a jitters that I don’t have category “A”. At that time, I had open categories “B”, “C”, “D”, but for some reason I did not open the motorcycle category, although there was an opportunity to get it on the ball during the period of training for the bus. So I arrived at the transport company, paid for the transportation and left to receive it. They brought a healthy box to the site and began to tear it apart. I jumped around like a stung macaque, rattling around the workers: “Careful, dammit, don’t drop this piece of wood, don’t hit it, don’t scratch it.” The guys knew their business by heart and the autopsy went without any mistakes. And so: Hallelujah, I roll MY bike out of the pallet, fasten the battery, check the documents, I took a liter bottle of gasoline with me, start the motorcycle... and I don’t know what to do =) I haven’t even driven a bicycle for about 10 years... After hanging around on the territory of the shopping mall for about ten minutes, I tried to get under way - my hands seemed to remember everything, my legs too. I vaguely remember how I got to work... I was driving in trousers, a jacket and some kind of ridiculous helmet, reminiscent of SWAT and apparently looked wildly ridiculous. It was scary and at the same time uncontrollably fun - “I have a motorcycle!!! Yes-ah”... After receiving the transport, I gathered my friends in my garage (I remind you that no one knew about my purchase), pulled the tarpaulin off the motorcycle standing in the center of the garage... and a wild frenzy began in the darkness of the revelry. The next day I tightened the chain, lubricated it, changed the filter and oil, and went around the city in a ridiculous SWAT helmet. A week after I received my motorcycle, a new helmet arrived and I rode without a license until the end of the season. The season ended late, somewhere in November, no incidents happened to me - I drove around the city and to the nearest populated areas, I was in no hurry, I didn’t even drive more than 80 km/h, because I was tired from inexperience and fear in in the first few weeks, soak your little horse. In the following parts there will be more detail about the features of operation and the unpleasant accident that happened to me. Have an interesting winter everyone

Approximate price

You can buy Lifan LF250-19P both in specialized motorcycle dealerships and through the official dealer network of the manufacturer.
In the first case, the price spread can be quite significant and reach 115,000 - 130,000 rubles.

At official ZiD dealers, the motorcycle is sold at a fixed price of 119,400 rubles, but this does not include delivery.

If we talk about ZiD dealers, then most of them are in the European part of Russia, but residents of the Far East have to be content with only one center, which is located in Khabarovsk.

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Photo gallery

As you can see in the photographs, the motorcycle has few plastic body kit elements. Therefore, it has a rather aggressive exterior, in which attention is focused specifically on the frame.