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Found 53 results

  1. 0 comments

    Current mods: Seatconcepts seat Acerbis 3.7 gas tank (black) Acerbis RMZ 450 front fender Acerbis black tank shrouds Acerbis black number plates Acerbis black rear fender Rear luggage rack Thumpertalk Engine case protectors Thumpertalk Skid plate Zeta brake lever (from Wheeling Cycle Supply) Righteous clutch lever Zeta mirror holder (for GPS ball mount) (from Wheeling Cycle Supply) Moose racing black handguards Moose racing plastic handguards Polisport halo headlight (black) Black tail bag
  2. 0 comments

    As this is Vietnam, and registering anything over 175cc can be tricky and expensive, fake VINs and paperwork are standard. As a result, details are a bit sketchy, but I was told it's a 2001. Only had this a short time, but I already love it. It has an electric start and goes well, although I find 1st gear a bit short. Just put on the Polisport Halo light and fairing, as the old one was tatty. It looks a lot better now and the light works well. I use it for commuting, so mostly road work, although some of the roads here are not the best! Will no doubt take it on a few trips around 'Nam in the future. Future plans include new plastic panels and fender, a 277cc big bore kit, opening up the intake box and grinding off the welds in the headers, Kibble-White valves, and either tweaking the carb or getting an upgrade (worth it?). That reflective tape, while a good safety feature, has got to go!
  3. 3 reviews

    Color: White Polisport is proud to present Durable Gloss Polypropylene (DGP), the first plastic composition for off-road that incorporates maximum gloss and high resistance to breaking Injection molded quality for a perfect OEM type fit Exact replica of stock OEM plastic Inexpensive alternative to OEM replacement parts Pre-drilled for perfect mounting everytime
  4. 0 comments

    its a fun bike.
  5. 1 review

    Abrasion and impact resistant. Built in rubber o-ring. Easy and intuitive installation. Hard shell in hard resistant PA6. Perfect fit to the ignition cover. Free clearance to the oil filter cover and cap. All mounting hardware included.
  6. 1 review

    PRODUCT DESCRIPTION Named after one of the toughest enduro races in the world, Touquet is a handguard designed to offer strong and reliable protection of your hands. Touquet is sold with a universal mounting system that fits most handlebars, whatever their internal and external diameter. New aluminum bar guarantees better structural and abrasion resistance. Aluminum bar with a new curvature adapts better to cables and levers. Extended protection from dirt, rocks and wind. Perfect for enduro and trail bikes. Cooling vents for airflow. Decoration: Screen-printed and raised logo for better and longer lasting looks. Complete package includes the new universal mounting kit (fits most handlebars on the market). Fits handlebars with outside diameter: 22 - 26 mm (7/8 - 1"). Fits handlebars with inside diameter: 13 - 18 mm (0.50 - 0.71"). Handguard assembled with only one key - Allen key size: 5 mm (key NOT included). Weight: 960 grams (2.11 pounds).
  7. m   L

    Yamaha WR250F (2009)

    2 comments

    Rejet it with JD Jetting, remove AIS, cut the gray wire, take out the snorkel, add some protection and you got an awesome bike! Love her!
  8. 0 comments

    Have had a lot of bikes but this is the one I always keep. Just keeps running. The only bike I want to keep forever.
  9. 1 review

    Universal design works with most any fender application Inexpensive option to OEM Works great for dual sport conversions
  10. 0 comments

    I bought this bike in 2009 for $1400 and it's been awesome! It has gone through two rebuilds and eventually ended up in its current dual sport (CA Street Legal) configuration.
  11. 0 comments

    Great Bike. Modified for on road use with a WR stator/Rotor and floated ground. The trail tech Reg/Rec chargers a small battery. I have a decent set of lights, blinkers, etc. It is alot of fun to have a YZ with a few trail parts. A 90% dirt, 10% road.
  12. 0 comments

    I love this thing. It cruises great on road and does even better off. She's a little heavy but if my 130 lbs can muscle her around you all will do great.
  13. 0 comments

    Suzuki TS125X the beast for newbies :D , not very much known , very hard to find parts , but this bike is amazing . 124cc liquid cooled engine 12 kw /22 hp engine power Front Fork oil cc both : 281 Fork oil grade : 10W / SAE 10W cooling system (litres) : 1.17 gear box oil (litres) 0.9 spark plugs gab (mm) 06-08 mm Idle speed (rpm) 1400-1550 float height : 22mm Drum brakes battery : 12V FB4L-B Spark plugs :NGK B8ES Bore x Stroke : 56 x 50.6 mm carburation : mikuni VM24SS carburation main jet : 135 carburation idle jet : 17.5 pilot screw setting : 1.25 Fuel minimum octane rating : 85-95 sprocket front : 14 sprocket rear : 50 chain number of links : 126 Type : enduro road / trail
  14. 0 comments

    Modified with Big Gun exhaust, FCR carb, removed stock front fender and headlight surround “fairing looking thing”, heavy brackets, stock tail light and brackets and stock gages. Installed Supermoto front fender, polisport halo headlight, slim tail light/ turn signal unit, all LED lighting, silicone hoses, Trail Tech Vapor speedo with dashboard kit.
  15. 1 review

    Complete kits come with Front cover, Front Fenders (std), Gas Tank cover, Radiator Scoops, and Rear Fender Mounts just like OEM Standard front fenders offer a quick detach feature which allows them to be standard width or racing width.
  16. 0 comments

    Recently I sold my CRF250L due to taking a new job with a 104 mile daily commute. I again almost purchased the WR250 but I decided if highway comfort, simplicity, and displacement were my prime concerns that the WR would still not fit my needs. Out of the shop I noticed that it was idling too low and stalling quite a bit. The bike easily reached 80mph for my ride home even though at this speed the vibrations were killer. I rode on it untouched for about 2 weeks and practically paid for expedited shipping from seat concepts. My other first impression of the bike was wondering where they had time to go to home depot and replace the seat with a 4x4 post. The other complaints were the rubber mounted stock pegs that made you feel like you would slip off standing up and the cramped peg location in relation to the seat and the bars. I mean it is cramped for me at 5' 8" 29 inch inseam. Where my last bike became far more fun in the woods the DR felt... a bit much to handle. The stock tires earned their reputation of the name of deathwings being far less capable than the GP22's that came stock on the 250L, yes I missed the GP22's. The rear suspension was thankfully significantly better and only required some dampening adjustment. The front suspension comparatively to the 250L was far far far worse. If you were to mix the rear stock suspension of the 250L with the front of the 650 you would have created the most poorly suspended bike conceived by man. After going from my Racetech setup on the 250L back to whatever Suzuki calls suspension I felt a bit cheated. Now here came the real test was a 329 mile back roads ride from Austin to DFW and back. (my preferred motorcycle proving ground) The average speed limit was still 75 posted and same as last time I was glad I invested in my seat concepts low seat. The bike easily plodded along at 70 - 90 mph with little complaint or trouble minus a bit of excess arm pump and vibration in my right hand. In strong cross winds the DR650 was a bit better planted but the front end due I guess to its horrifically poorly designed nature introduced more wobble than the 250L and with tucking down in wind made the ride a bit harrowing. This go around I was shy on cash and spent my first $270 on bars, grips, seat, and peg lowering kit from JNS engineering. (I also sprung for a 16T front sprocket to mitigate vibration at high speed) I could not repeat could not have made any trip over 50 miles on the stock garbage seat without reconstructive surgery on my rear. The massive upside to this bike is the ease of work on it. A valve job for instance is 4 tools and about 3 hours of work and the best part is no shims just an old fashioned tappet adjuster. The other real test was arriving at my old stomping grounds in Decatur TX at rocky ridge. This is where the 650 showed me all of it's additional weight feeling nearly unwieldy with the exception of its lower reach to the ground. My lap times which were 28 minutes modded 32 ish minutes stock on the 250L climbed up to 36 minutes on the 650 with the mixture of nearly unusable front suspension and god awful tires. At the minimum before another dirt trip this bike will have new tires and front springs. Stock for stock on the Street/ Highway the DR650 substantially outperforms the 250L but in the dirt the 250L is a good bit better for the job. As far as modding goes however I think I can achieve near if not better performance from the 650 with less money. Right off the bat for instance front and rear suspension will run about 600 to 700 less than a Racetech setup for the 250L so time will tell if this review flips. I had about $2400 into the 250L and as of this week about $307 into the 650, even if I go all out with suspension, pipe, and pumper carb I would only be out $1300. Food for thought.
  17. 0 comments

    I love it so far, the tranny is awesome for offroad and the Rekluse makes everything easier!The "hit" off the bottom is abrupt and is a handful in tight single track. This can be taken away through re-mapping or a after market exhaust.
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