Well I can't disagree with that - it's a phrase I've used myself a number of times in replies here.

The thing is though, as well as the 125 I also have a number of other bikes from 400 to 1000cc, including two 600 single trailies, so when I decide to go anywhere on the 125 it's from choice, not necessity. I know the strengths and weaknesses of all of them; what they're good at and what they're not. The 125 is very light (85kg), more comfortable (really) and more relaxing to ride (really) than the 400 for example. Unless you're going down the motorway or hammering the 400 it's not actually that much slower. It also passes unnoticed almost anywhere - nobody gives it a second glance and you can leave it places I wouldn't dare leave the larger bikes. On a long(ish) trip those qualities matter. I've done enough trips in the past where I've worried myself silly overnight whether the bike will still be there in the morning.

Don't get me wrong though, I'm not some sort of born again 125 messiah. There are times when it's totally the wrong bike (unless you really are on some sort of publicity trail) - two up, in the mountains, when you need to get somewhere quickly or look like a gnarly, tough biker dude () etc but with speed limits and stuff in the real world it's probably 80% as good as the 400.

I have a feeling you'll still dismiss them as some sort of unterbike though!

"I have a feeling you'll still dismiss them as some sort of unterbike though!"

No i have had my fun on many 125cc (and under) bikes but just for long distance they are not for me but that is only my view not the rest of the worlds.

I am only going from the little experience i currently have and looking at your website you have probably forgotten more than i currently know about long distance biking

But yes it all boils down to what makes you happy and if that is riding a 1200GS a 125cc bike or a DRZ () then it all comes down to what makes you happy

I did hear a rumour somewhere that Charley Boorman tore a CCM poster off the wall while exclaiming "How dare they?" when Ewan told him CCM were not prepared to pay them the 350,000 pounds in cash they asked for, for the next trip.

__________________

I heard Ewans smarmie grin was the inspiration for the front end of the new GS and Charlie farts 98 Ron unleaded..

www.touringted.com

__________________
Did some trips.
Rode some bikes.
Fix them for a living.
Can't say anymore.

Any time a millionaire several times over gets expensive stuff for free should elicit a smarmy grin.

__________________
Orange, it's the new black.

CCM have been in touch with me today - Test rides have been postponed as some more internal adjustments to the 450 have been made and will need further testing, setup and fine tuning before the test rides begin. Sounds to me like they are listening to what's being said and still making adjustments to get the bike set up to meet the requirements of those giving feedback both directly and on the forums.
The CCM will be on a stand at Kelso bike fest this weekend - I might have a run up its just 40 odd mile from here.

Depends where you are riding. Some places you can push limits on a 125.

As for the GS reference, you misread / misquoted. I was referring to having to drag a full toolkit / extensive spares so as to tour on my Husky. That weight would have pushed me to needing a bigger bike to carry the load.

And for the Husky, that's necessary, at least spare chain and all the associated tools / pullers to service it. Plus the clutch service items.

As it happens though, I'm one of the apparently few riders who are GS haters, based on personal experience. My '98 RGS that I bought new has been the single most unreliable vehicle I've ever owned (going back to 1973), followed by my Husky, although the Husky would have to compete with my '69 Renault 10.

My much-despised chinabike (by the motorcycle' experts' here and elsewhere) has been more reliable than either of those two bikes.



Sent from my A898 Duo using Tapatalk 4 Beta

LOS / Cambodia don't make up even half the countries in SE Asia. While bringing in my Husky to the Philippines wouldn't have been a piece of cake, I have some contacts here that would have registered it quite cheaply.

I've only been coming here for 7 years, and resident for 2.

But I did live in South Africa for over 40 years, and operated a business in Zimbabwe, for 3 years, working into Namibia, Zambia and Tanzania as well.
I also traveled extensively in the region, apart from working.

Most of those countries apart from South Africa make Thailand seem positively first world.



Sent from my A898 Duo using Tapatalk 4 Beta

Quite true . . . but they make up the bulk of countries where simple residence makes it either possible to bring a bike in (albeit expensive, generally) or access something decent on the local market. Singapore, Indonesia, Brunei, Timor or PNG. Nope. The rest aside from the 'Pines - only with a work permit and it must leave with you. I've no direct experience in the Philippines since working there in the middle 90's but . . . forums are full of nightmares.

Registration is the easy part, though not as easy as in Thailand.

Yeah . . . only folks from sub-saharan Africa that I knew weren't terribly troubled by anything in India.

My biggest complaint with Thailand is that it's too easy here.

So . . . I don't get the issues with bringing in the Husky. Tools and spares that are weighty ? You've got to be kidding me. I carry a bead breaker, extra wheel bearings & disc pads, and enough tools to work on carbs, rebuild forks, remove shock, etc on my KTM 950 and my whole kit is barely 20kg (tent, clothes, etc).

__________________
Orange, it's the new black.

So far, so good - a small manufacturer providing a personalised update on progress with bringing the bike to the market.
the Kelso meeting sounds like a photo opportunity for someone.

You might even get to speak with those who know what internal adjustments are being made and what they expect to achieve.

__________________
Dave

Very off topic and long....

I'm probably a bit gunshy on the Husky after the cam chain went at just over 6K km. Plus the clutch issues a lot seem to have concern me.
Either of those can happen with under 4000 miles on the clock, even some seem to go over 20k with no issues.
Whatever, the thought of adding the additional tools and spares over what you carry negates a lot of the advantages of riding a bike as light as the Husky (as light as the CRF250L).
Then there is the garage issue: I spend time between 3 cities / towns, and don't have a good workshop in any of them. Spreading finicky European engine internals over the concrete in dust and wind doesn't give me the old warm and fuzzies...

Besides that most of my riding here is Mindanao and Visayas, with a bit in northern Luzon. Very few roads that I ride need more than 200cc to stay well ahead of 99% of the traffic, and the majority I've done just fine on a dualsport Yamaha 125.

I've compared travel times point to point on the YBR, and while the occasional SUV or car comes past, usually I get past them in the next town or road (de)construction, never to see them again.
The 200 makes that even easier.

Another issue on the Husky is that it's not at all good two up, and a lot of my trips here involve a passenger (or 2). The smaller bikes are also far more fuel efficient, are just as comfortable, and have stronger subframes.

And then there's the other guy: I've had several near misses traveling faster than the general traffic. I'd be tempted to go a LOT faster on a bigger bike: BTDT. As it is, the gf and staff don't want to ride much with me anymore because I drive too fast (on the 125...).

By the time I got the Husky shipped and registered, I could have bought 1 or 2 bikes like my 200 or 125.

Also kind of strange, but after many years of bigger bikes, I find I'm enjoying the smaller ones.
The 125 is nowhere near as capable as the 610 off tarmac, yet I have taken it into worse terrain, as it's easy to pick up and move around if I need to, or to paddle through through mud and water. Although being so low and light, I hardly ever have to put a foot down.

The other surprise for me was that the 200 has the easiest standing position of all the bikes I've rented and owned, so while the Husky has way better suspension and power, I am more confident in rough going on the 200.
Admittedly my offroad skills are at best average...

Then there are the small things like tires. Roads here are real slippery at times, I've unintentionally spun up the rear on the 200 several times, and locked the front or slid it out a bit on several bikes. About the best tires I can find are limited to Chen Shin or IRC, other brands I've tried are godawful.
Getting a tire capable of handling even the 45 or so hp on the Husky means shipping from Manila or even overseas.

So, mostly it's just easier and more practical to to go with what's easily available. I can find a Yamaha or Motorstar (Zongshen distributor) dealer or 3 in just about any town or large village, who have an idea what parts can fit if they can't supply, or can bodge a fix, or can point me to a shop that can get it done.

So, long story but that's my reasoning. :-)

Sent from my A898 Duo using Tapatalk 4 Beta

That CCM has some oddball engineering. As much as I like oddball engineering, here are a couple of things that may be "interesting":
- The frame is made from bonded (glued) CNC machined and forged aluminium members. I have no problem with either aluminium alloys or modern adhesives from a strength or durability point of view, but how do you fix crash damage when you are in the middle of nowhere?
- There appears to be no structure around the radiator. Most enduro bikes are the same but radiator guards are commonly used to reinforce them.
- It looks like it has the concentric sprocket/swingarm arrangement. I wonder how easy it will be to change front sprockets in the field...
- Regarding the optional 6 speed transmission, the only way to fit an extra ratio inside the case is to reduce the width (and strength) of the other 5 gears. I think a wider ratio 5 speed would be a better option.
- The engine uses titanium valves, just like the BMW. Titanium has a tendency to gall, in other words it's not great for sliding parts. Titanium valves tend to wear seats and guides faster than stainless valves, which usually means more frequent valve clearance adjustment and cylinder head overhauls. Titanium valves are only used in race engines because they are lighter than stainless steel valves and so have less inertia, and less load on the valve springs at high rpm. If CCM did indeed re-spec the engine with a lower redline, then they would be retarded to continue with titanium valves as stainless ones are cheaper...
- According to the CCM brochure it makes 40.23 hp @ 7000 rpm and 31.6 ft-lbs at 6500 rpm. According to BMW G450X the BMW G450X makes 41 hp @ 7000 rpm and 32 ft-lbs at 6500 rpm. Hrrrmmm not much engine detuning has been done...
- Compression ratio of both engines is 12.0:1 and I suspect they would both need at least 96 RON fuel.
- The fact that they both have the same compression ratio leads me to believe they are both using the same piston. If CCM re-specced the engine components then it would be easy to select a new piston to drop the CR a little. This is standard practice when detuning race engines. The G450X piston has a very short skirt and only 2 piston rings (to reduce friction). This style of piston is common with enduro race engines, and one of the reasons they have to be overhauled so frequently.

To me it seems more like a Dakar race bike than a continent crossing adventure bike.

Nice post...

www.touringted.com

__________________
Did some trips.
Rode some bikes.
Fix them for a living.
Can't say anymore.

Maybe CCM jumped into their own publicity with the initial spec for the existing version of the G450X engine, while they get on and tweek their own engines toward the stated aims of their new product.

Just a thought, but certainly that post is very good research and a good basis for questions to CCM from anyone who is even half interested in purchasing the bike.

__________________
Dave

I don't really understand the need for putting that effort into a frame design personally.

How did yamaha overcome those valve issues with the WRR? It also has ti valves, but long service life.