Top XYZ Reasons CSC Smaller Motorcycles Are Cool:

Posted on September 21, 2018

CSC Motorcycles designs and imports a unique line of motorcycles, each intended for the ways we ride in North America. These motorcycles include the RX3 Adventure, TT250 Enduro, SG250 San Gabriel, and the City Slicker electric motorcycle.

In every case, these motorcycles offer a combination of features that are unmatched in the market. You simply get more motorcycle for less.

Each of these motorcycle models is also smaller than some others in its category. Smaller motorcycles are lighter, more nimble and always less expensive. Many, many CSC owners either currently own other motorcycles or have owned them in the past. The following is a list of the reasons why the smaller motorcycles distributed by CSC Motorcycles are cool:

1. Cost less to buy. Often HALF or ONE THIRD of comparable cycles.

2. Cost less to maintain. Designed for low maintenance and inexpensive service.

3. Cost less to drive. Great mileage and low-cost expendable parts, chains, tires, etc.

4. Cost less to insure. Insurance cost is proportional to purchase price.

5. Cost less to register. State taxes are proportional to purchase price.

6. Cost less to fix. Simple motors with minimal electronics.

7. Parts are cheap. CSC stocks every part. Many generic parts also available.

8. Less emotional trauma when you fall or crash. Fewer fragile parts, less trim, tougher designs.

9. Easy to justify multiple bikes. Buy one of each!

10. Weigh less. Tires last longer, easy to ride, more maneuverable in rough stuff.

11. Easy to pick up. Unless you can bench press 600 pounds or have a winch.

12. Easy to store. Smaller bikes take up less space.

13. Don’t break as easy. Expensive options are also the most fragile and can leave you stranded.

14. Parts are more generic and universal. Time-tested designs sold around the world.

15. Can be customized. Start with the basic bike and add accessories to make it your perfect ride. Change tires, handlebars, grips, luggage, and so on.

16. Can be personalized. Add or remove parts, change anything you want.

17. Can be trailered. You can fit two or more small bikes on a basic trailer.

18. Can be hauled on a hitch rack. Most hitch racks are rated for 500 pounds.

19. Can be ridden anywhere. The best scenery is usually beyond the pavement.

20. Less likely to be stolen. Thieves target exotic, expensive rides.

21. Less likely to be vandalized. Gaudy vehicles are often targeted.

22. The CSC models are perfect for smaller riders. The SG250 San Gabriel is low slung. The CSC RX3 Adventure offers a lowering kit for shorter riders.

23. The CSC cycles just look cool and are a welcome change from other competitive motorcycles.

24. CSC Motorcycles has created a family of owners, who enjoy trips together across the U.S., Baja, Moab, and other cool locations.

25. What other reasons can you add? What are your reasons for buying a CSC Motorcycle?

Posted in ADV motorcycle, CSC City Slicker, CSC Motorcycles, CSC RX3 Adventure, CSC SG250 San Gabriel, CSC TT250 Enduro Dual-sport | Tagged , , , , , , | Comments Off on Top XYZ Reasons CSC Smaller Motorcycles Are Cool:

1982 Yamaha SECA 550, It’s a keeper!

Posted on September 20, 2018

From time to time we get some pretty cool bikes that come across our store that are for sale. Here is one I want to share , A customer walked into the showroom and said he had an old Yamaha he needed to sell because he was moving to Las Vegas. I took his information and went over to his house that night and there it was, 1982 Yamaha SECA 550, this thing is mint condition and has only 1776 miles on it the rest is history. I couldn’t get the cash out of my pocket fast enough, so I am now the new owner of this 550 SECA. I am going to keep this one in my own personal collection.

Yamaha XJ550 Seca
Claimed power: 50.46hp (rear wheel) @ 10,000rpm (period test)
Top speed: 110mph
Engine: 528cc air-cooled DOHC inline four
Weight: 424lb (with half-tank fuel)
Price then/now: $2,529/$1,300-$2,700

If the test of a good design is longevity, the XJ engine line must be considered one of the best. In continuous production from 1980 to 2008, the air-cooled, eight-valve DOHC inline four has been available around the world in 400, 550, 600, 650, 750 and 900cc form.

The first XJ was the 650, launched in 1980, with the 550 joining it a year later. More than just a 650 on a diet, the Yamaha XJ550 Seca was essentially all new.

Unlike the 650, which used gears for primary drive, the Seca 550 crankshaft drove a hydraulically tensioned Hy-Vo chain to a jackshaft carrying the clutch and alternator. The jackshaft provided gear drive to the 6-speed transmission, which, unlike the stacked shafts of the 5-speed 650, was laid out horizontally. And while the 650’s final drive was by shaft, the more sporting 550 used a chain. A conventional steel tube frame and swingarm ran on cast alloy wheels fitted with a single front disc brake and rear drum. Also conventional was the non-adjustable front fork, with dual shocks (adjustable for preload) at the rear.

The novel cylinder head design featured Yamaha’s YICS induction control system. Cast into the head was a second, smaller set of intake ports connected across all cylinders, so that each cylinder received two simultaneous charges of fuel/air mixture — one from its own intake port, and one at much higher velocity from the YICS “sub-intake” port positioned just above the valve head. The idea was to create extra swirl in the combustion chamber and therefore more efficient combustion. Did it work? The Seca 550’s test fuel consumption of 53mpg suggests it did.

The Yamaha XJ550 Seca was also well-equipped, with features you’d expect only on bigger, costlier bikes: self-canceling turn signals; a clutch/neutral electrical interlock that prevented the Seca being ridden away with the sidestand down by killing the engine if you shifted into first before lifting the stand (routine now, but new at the time); an adjustable front brake lever; and a warning light that showed low oil level rather than low pressure. The idea was that the owner got a warning to top up the oil in the wet sump before it got so low that oil pressure was lost — a potential engine-saver.

The Seca 550 punched above its weight on the strip, too. Period tests achieved standing quarter-mile times below 13 seconds and a top speed of 110mph. That kind of performance was 900cc Superbike territory a decade earlier. Power delivery was progressive, but with a real rush over 6,000rpm and with power peaking at 10,000rpm. So the engine liked to be revved, but it was also reported to be docile in traffic.

On the road, the Seca 550 was smooth in operation with a large, comfortable seat, light controls and the ability to spin along easily at highway speeds. It made a useful tourer, too: both the seat and the gas tank were good for at least 150 miles. That said, the suspension worked better for solo riding than two-up. Steering and handling were sporty rather than racy, with a fairly fast 27-degree rake, but the undercarriage would ground well before tire traction ran out. Though quicker around the track than many competitors, the Seca had to concede top class honor to the tauter, more powerful GPz550.

But the charm of the Yamaha XJ550 Seca lay in its good-natured rideability, lively performance, quality construction and grin factor. Said Cycle World in April 1981, “Around here … the test bike didn’t wait long. Someone was always ready to ride it away.” Added Rider in its May 1981 report, “The Seca 550 is an exciting motorcycle. There’s no need to qualify that with ‘for a 550’ or ‘for a bike this size.’ It goes great, stops well, handles sensationally and is easy to live with day to day.”

A good recipe then, and still a good recipe today.

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Is the CSC RX3 an “Adventure Bike”

Posted on September 18, 2018

What to look for when buying an adventure motorcycle.

A CSC RX3 Adventure review and ride report on the White Rim Trail by Randy Reek

“Adventure bikes” are the fastest growing segment of the motorcycle market. An adventure bike is defined as a motorcycle that you can ride across the country. It needs to be able to carry gear for trips lasting from a few days to many weeks. It must handle both paved and unpaved roads. An adventure bike must be comfortable for many hours and many days in the saddle.

That is as much as anyone can agree on. Beyond these characteristics, there are countless opinions as to what is the BEST adventure bike.

Let me give you some of my opinions. My requirements for the IDEAL adventure bike are based on many thousands of miles ridden on several different motorcycles on dirt roads and highways, including the Trans-America Trail, several “Backcountry Discovery Routes” and over 7,000 miles on a solo trip to Alaska.

First, a real adventure bike needs to be comfortable on the highway and keep up with the traffic.

By definition, an adventure bike is a motorcycle that you can pull out of the garage and head down the highway to your chosen destination. Your route may include unpaved roads beyond where street motorcycles turn around. After your ride on mixed roads and trails (an afternoon, a week, month, or more), you rejoin the pavement and mix it up with cars and trucks on the way back home.

As an example of an adventure ride, three CSC RX3 Adventure riders (rbrADV, GSC, and 3banger) recently left Moab, Utah for a ride on the White Rim Trail. We rode our bikes down the highway about 30 miles at 60 mph+ to the start of the unpaved section of the trail. Because the RX3 Adventure has a powerful 250cc motor, liquid-cooling, and a 6-speed transmission it was no problem to maintain the speed limit and even pass slower vehicles on the highway while climbing the bluffs heading away from Moab. We then rode the demanding 90-mile White Rim Trail, then hopped back on the highway for the return trip to Moab in time for dinner.

CSC RX3 Adventure motorcycle

The CSC RX3 Adventure

To provide comfort at highway speeds, the RX3 comes equipped with both a great windshield and wide, rubber-topped foot pegs. The contoured windshield minimizes rider fatigue and the foot pegs isolate engine vibration.

Not to be overlooked, the RX3 Adventure also includes a wide, comfortable saddle. And, while it is a small bike compared to 1,000cc and 1,200cc behemoths, it has just enough weight to NOT get blown around by oncoming traffic. The bike is not cramped for tall riders, and it can be lower for shorter riders.

I learned the importance of these features while riding across the western U.S. while following the route of the Trans-America Trail. I had outfitted a Yamaha WR250R (a street-legal dirt bike) for this extended dual-sport 1,200-mile adventure. Even after adding a foam pad and a sheepskin cover, the hard, narrow seat was miserable for all day riding.

When we hit the pavement sections of the route, oncoming semi-trucks nearly blew me off the road. I tried adding a wind screen to cut down on wind buffeting, but it was only a moderate success – and an expensive after-market option for the dirt bike. I also replaced the stock tiny foot pegs on the Yamaha with larger pegs for another $100. All these modifications are unnecessary on the well-equipped RX3 since it includes a huge list of standard equipment.

Second, an adventure bike needs to seamlessly transition to unpaved roads.

When we reached the end of the pavement in Canyonlands National Park and the start of the White Rim Trail, all we needed to do to the RX3’s was reduce the pressure in our knobby tires to provide more cushioning and better traction.

Of course, this means that a true adventure bike must accommodate knobby tires. The 2018 CSC RX3 Adventure includes a larger 19-inch front wheel and this provides options for knobby tires. Note that “adventure bikes” are not the same as motocross bikes. We are going to be riding unpaved ROADS – not targeting single-track dirt bike trails. For this reason, it is not necessary to have the standard 21-inch front wheel found on dirt bikes. In fact, the slightly smaller and wider 19-inch front wheel provides more stability on both paved and unpaved roads.

The RX3 Adventure has simple and proven spoked wheels with steel rims. Tubeless tires on cast wheels are not repairable in the boonies. I have owned motorcycles with tubeless tires and when riding on extended trips I still carried a spare inner tube and bailing wire to repair damaged tubeless tires. Standard knobby tires with inner tubes are by far the most dependable at lower psi and easiest to repair.

CSC RX3 Adventure motorcycle

CSC RX3 Adventure at the start of the White Rim Trail.

The CSC RX3 Adventure includes the features required for a motorcycle that will be ridden off pavement. Engine guards are included as standard equipment. I spent hundreds of dollars adding protective guards to every other bike that I owned. The RX3 has wide fenders spaced properly above the knobby tires. I once owned an expensive Triumph Tiger 800XC and installed an accessory “lift” for the front fender. Even after buying and installing this lift, I still broke off the $250 front plastic fender in the sticky Utah mud when the tires clogged. The RX3 also includes a base steel skid plate, with a larger and more protective aluminum skid plate available as an option – shown above.

You may have a different definition of a “dual sport” bike. If you want a motorcycle for day trips AND riding single track, mud bogging, and hill climbs you are not going to want a CSC RX3. If you want a street-legal dirt bike that can jump logs you should consider the CSC TT250 Enduro. Most lightweight dirt bikes simply don’t meet the comfort requirements of a true adventure motorcycle designed for thousands of miles in the saddle.

CSC RX3 Adventure motorcycle

The Shafer Switchbacks, descending 1,000 feet to the White Rim Trail

CSC RX3 Adventure motorcycle

The bottom of the Shafer Switchbacks (We started at the top of the rim above!)

Third, a great adventure bike should be designed for multi-day extended travel.

Every other “adventure bike” that I have owned required hundreds, even thousands of dollars of additions to prepare for long distance travel. My single biggest complaint related to dual sport bikes is the cost to add a larger gas tank. It is obvious that when a motorcycle is equipped with a gas tank of TWO gallons that it was never designed for extended touring.

Many dirt bikes have been converted to “ADV-lite bikes” with after-market gas tanks, typically costing $400 or more. You sacrifice the original tank for a plastic accessory tank. Your gas gauge (if you had one) no longer works and you never know how much fuel you have – unless you choose the ugly translucent plastic version.

In contrast, the RX3 Adventure comes equipped with a 4.2-gallon steel gas tank with a locking gas cap (keyed to the ignition) AND a fuel gauge on the dash. This is ideal for an adventure bike, providing well over a 200-mile range between refills. The right-sized gas tank on the RX3 also means we don’t need to purchase, install and carry extra gas cans.

CSC RX3 Adventure motorcycle

There are NO gas stops on the White Rim Trail. We made the 150-mile loop on a little more than half a tank of fuel. We did not need to add weight by carrying extra gas.

CSC RX3 Adventure motorcycle

Photo Stop at Musselman Arch

CSC RX3 Adventure motorcycle

Musselman Arch on the White Rim Trail

Virtually all “dual sport” motorcycles also require that you spend lots of money adding racks and luggage. You can’t add a rear top case until you first buy the accessory rear rack. Before you can mount your expensive side cases, you need to spend several hundred more dollars to buy the supporting side rack system. There are multiple suppliers for the required hardware and luggage to properly outfit your “adventure bike” – typically exceeding $1,000 over and above the cost of the motorcycle, and not including hours of installation labor!

Once again, the CSC RX3 Adventure comes equipped – as standard equipment – with a rear rack and top case and side racks and side cases. This luggage is designed for the motorcycle and is not cobbled together. In fact, the three cases are even keyed to match the ignition key!

Note: the standard cases on the RX3 Adventure are not large. Larger hard and soft cases are available as an option from CSC Motorcycles. But most adventurers carry WAY too much stuff. I would strongly recommend limiting your gear to what you can pack in the standard RX3 cases provided PLUS a small duffel bag across the passenger seat. You can also add loops for a second stuff sack on the lid of the top case, as I did. But overall you will find that smaller is better, especially when traveling light on the 250cc RX3 Adventure.

CSC RX3 Adventure motorcycle

Endless canyons on the White Rim Trail. None of this scenery is accessible to street bikes or atv’s!

CSC RX3 Adventure motorcycle

The RX3 on the left has the side cases and racks removed. The RX3 on the right is shown with the standard side cases.

Finally, an adventure bike needs to be light, simple and dependable.

The trend today is for new motorcycles to be big, heavy and complicated. This is the opposite of what you want for trouble-free, extended travel. A motorcycle that has 1,200 cc’s and weighs 600 pounds – BEFORE you add gas, gear and the rider is NOT a realistic adventure bike – unless you are traveling with a support crew like Long Way Round.

You want a bike that you can pick up by yourself! You want a bike that you can manage on your own when your riding partners are around the bend or over the next hill. The CSC RX3 Adventure is not a featherweight at 385 pounds, but that stock weight also includes all the equipment that would need to be added to other bikes that start out weighing less.
You also don’t really NEED three different traction modes, four electronic shift patterns and multiple braking options to enjoy an adventure. Keep it simple and ride! Besides, no dealer is going to have the electronic module in stock when these finicky components fail so you are setting yourself up for delays and frustration.

The CSC RX3 Adventure has a dependable Delphi fuel-injection system and electronic ignition. Beyond that, the simple 250cc single cylinder 4-stroke engine can be repaired by most shade-tree mechanics. In fact, parts are covered by the CSC warranty for 2 years and labor is covered for 1 year. RX3 owners can go anywhere for repairs since there are no dealer restrictions. There are NO dealers – you deal directly with ONE company, the exclusive importer, CSC Motorcycles. The engine manufacturer, Zongshen, builds over 3 MILLION motors per year, including motors for many name-brands. Zongshen builds over 1 million motorcycles per year and these are sold under various brands worldwide.

Simple functionality doesn’t mean that the RX3 Adventure is stripped down. The bike also includes features not found on many motorcycles at any price! The CSC RX3 includes a 300-watt alternator to accommodate electrical accessories, with two accessory switches already pre-wired on the handlebars. There is an analog speedometer and a digital tachometer, fuel gauge, odometer, trip meter, temperature gauge, clock, and gear indicator on the dash. Accessory 12-volt and USB outlets are also available and are designed to be added to the dash, not tacked on.

One more thing: an adventure bike needs to be FUN to ride!

Many of us have more than one motorcycle. If you could have only one motorcycle, I can make a strong argument that you can’t go wrong with a CSC RX3 Adventure. But – if you have more than one bike – there is always one gets the most attention. This is the case with the CSC RX3 Adventure. If you have experience on larger motorcycles, you will agree that the lighter RX3 is just plain fun. Get on, rev it up, and simply ride it anywhere and everywhere.

CSC RX3 Adventure motorcycle

Three RX3’s on a 150-mile adventure!

The RX3 Adventure is comfortable to ride for long distances. Compared to the highly advertised, 1,000 or 1,200 cc “Dual Sport” super bikes, it is lightweight and maneuverable. It sits lower than dirt bikes so it instills confidence on sketchy surfaces. Compared to bigger adventure and street bikes, the RX3 feels “flickable” on the road and in the dirt.

Of course, you can always make modifications and further customize your RX3 Adventure. For example, I removed the rear cases and racks for trail riding and carved off over 30 pounds. I added billet aluminum guards to protect the headlight and side radiators from rocks. Both replacement parts and a wide selection of accessories are great values from CSC. You do not need to pay exorbitant prices elsewhere!

CSC RX3 Adventure motorcycle

Having fun in the high desert on the CSC RX3 Adventure: White Rim Trail

Here is the bottom line: you can spend A LOT more for an adventure bike. But you are not going to have more fun, go farther, or create better memories. In fact, with the money you save on a CSC RX3 Adventure, you can start NOW and rack up more miles!

There are endless debates as to what is the perfect bike for adventure riding, including the planned routes like the Backcountry Discovery Route series and the Trans-America Trail. Having ridden all of these on other motorcycles, I would now choose the CSC RX3 Adventure. I would give up nothing over the bigger and more expensive bikes that I have ridden. I would gain comfort and capacity over the dual sport bikes I have ridden. And I would have spent one-half to one-fourth as much to log the same exact miles!

CSC RX3 Adventure motorcycle

The completion of the White Rim Trail 60 miles on road and 90 miles of extreme back country adventure!

If we can ride the White Rim Trail, you can ride any of the BDR’s or the TAT on your own RX3 Adventure!

For videos of this adventure on the White Rim Trail, check out Part Two or visit my YouTube Channel: rbrADV

For more information on CSC Motorcycles, see: www.cscmotorcycles.com

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CSC SG250 San Gabriel: Café Racer or Street Tracker or Scrambler?

Posted on September 15, 2018

At $2,195.00*, the 2019 SG250 San Gabriel is the perfect foundation for YOUR custom bike!

The CSC SG250 San Gabriel motorcycle is a throw-back to the 1960’s. It’s a motorcycle that brings us back to our roots. The San Gabriel is handsome, yet rugged. It’s stripped down to the essentials and intentionally avoids complications. The SG250 is equipped with a proven 230cc, air-cooled counter-balanced engine. CSC has brought back the café racer, equipped with everything you need for heart-pumping, purist motor bike riding – and nothing you don’t!

CSC SG250 San Gabriel cafe racer

Ace Cafe, Home of the Cafe Racer in England

The “café racer” was born in England in the 1950’s. Young “Rockers” took the boring motorbikes of that era and stripped off the trim and heavy accessories to get to a bike that was lighter, faster and a lot more fun to ride. This era overlapped into the 1960’s and crossed over to the United States. Café racers, leather jackets, rock and roll, and rebellion defined the motorcycle culture of the times.

Since then, motorcycles have become bigger, heavier, more complex and much more expensive. Café racers are at the opposite end of the motorcycle spectrum from luxurious cruising motorcycles with self-leveling suspension, Bluetooth, heated and cooled seats – and reverse gear since no human can push one. The first café racers were the fastest thing around, especially if you couldn’t afford a hot rod automobile.

Café racers developed notoriety for “record racing”. That is, two riders would race up the road to an intersection and back in an attempt to arrive before a 45-rpm record stopped playing on the juke box. Sometimes riders would race from one roadside café to the next.

CSC SG250 San Gabriel cafe racer

Modern Cafe Racers on the SG250 San Gabriel

Eventually, special board tracks were built and “trackers” were specially modified for these races on a controlled course. In the U.S., dirt track racing became enormously popular. It didn’t take long for street riders to incorporate many of the same modifications for barely street-legal motorcycles, known as “street trackers”.

Café racers evolved from the heavier and sedate production motorcycles of the day. If you wanted to ride off-road you needed to modify a street bike – since the “enduro” had not yet been developed. The resulting bikes were called “scramblers”. Later the scrambler became the motocross bike, which evolved into the modern “dual-sport” motorcycle.

CSC Motorcycles SG250 San Gabriel

The Modified Scrambler Motorcycles

This history lesson only shows that there is a progression from one class of motorcycle to another. While you can’t convert a 1500cc cruiser or chopper into an enduro, the lines between café racer, tracker, and scrambler can be blurred. Often the definition of each bike is different from rider to rider.

CSC SG250

CSC SG250 San Gabriel with NEW stainless steel exhaust and rear disk brakes

The CSC SG250 San Gabriel is faithful to the appearance of the old bikes, but also well-equipped with important features like 17-inch tires on aluminum rims, full instrumentation including an electronic speedometer, tachometer, odometer, fuel gauge, gear indicator, neutral light. You have inverted front forks plus adjustable rear reservoir shocks. Stopping power is provide by a huge front and rear disk brakes.

The 2019 CSC SG250 includes a 300-watt alternator, a 2-person seat plus rubber-cushioned foot pegs for driver and passenger, and even a locking gas cap – all as STANDARD equipment! This makes the SG250 the perfect starting point for your CUSTOM bike.

New for 2019 are an LED headlight with halo ring and stainless steel exhaust!

CSC SG250

NEW 2019 CSC SG250 with LED headlight and halo ring

Want more café racer style? Add handlebar end mirrors and old school grips.

CSC SG250 San Gabriel cafe racer

Old school grips and bar-end mirrors!

CSC SG250 San Gabriel cafe racer

Want more scrambler styling and capability? Swap out the street tires for dual sport knobbies and add a headlight guard.

CSC SG250 San Gabriel cafe racer

SG250 San Gabriel with Shinko 244 Knobbies

Want more of a street tracker look? Exchange the flat handle bars for enduro bars. CSC also has LED tail lights and lower license plate brackets to delete the rear fender!

CSC SG250

CSC SG250 “Street Tracker” with rear fender deleted!

At only $2,195.00 (plus fees*), the CSC SG250 is an unmatched value. Your modifications are easy and inexpensive. The proven dependable and economical 230cc motor is paired with a huge list of standard features that cannot be duplicated elsewhere for TWICE the price!

CSC SG250 San Gabriel Standard Features:

  • 230cc air-cooled engine, overhead valve, with counter-balancer
  • Fuel system: Keima slide carburetor
  • Long maintenance intervals and easy repairs backed by a full Owner’s Manual and online service tutorials
  • 5-speed transmission
  • New for 2019 – stainless steel megaphone steel exhaust
  • 4-gallon fuel tank with locking gas cap – keyed to ignition
  • Dash with electronic speedometer, tachometer, odometer, fuel gauge, gear indicator, neutral light, turn signal and high beam indicators
  • New for 2019 – LED headlight with halo ring.
  • Chrome retro brake light
  • 300-Watt alternator
  • New for 2019 – Inverted front forks, front fork lock
  • Adjustable dual rear shock absorbers with reservoirs
  • New for 2019 – Larger diameter front disk and rear disk brakes
  • Front 90/70/17 spoked wheel with DOT tire and tube, black aluminum rim
  • Rear 120/70/17 spoked wheel with DOT tire and tube, black aluminum rim
  • Folding rider and passenger foot pegs with rubber inserts
  • Black low handlebars with bar-end weights
  • Dual rear-view mirrors
  • Comfort seat for driver and passenger
  • Side stand and center stand
  • Available Colors: Gloss Black/Matte Black, Metallic Silver/Matte Black

The 2019 CSC SG250 San Gabriel is available now for ONLY $2,195.00, including shipping. *Note the MSRP price does not include the documentation fee of $55.00 so that you can obtain a title and license the new motorcycle in all 50-states. (The CSC SG250 is EPA-Certified in all 50-states.) Also, not included is an assembly and inspection charge of $345.00. This fee covers the inbound import fees and the assembly at CSC so that all you need to do when your bike arrives is install the rear-view mirrors, add gas and start riding!

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Come see us at the Sand Sports Expo!!

Posted on September 14, 2018

Come see us at the Sand Sports Expo this weekend, Friday, Saturday and Sunday. We will have the RX3, TT250 and the SG250 bikes on display. We will also have one of the new City Slicker electric bikes on display.For directions, times, And tickets visit the website at https://www.sandsportssupershow.com/

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Today’s Ride to MT. Wilson

Posted on September 8, 2018

Today was our monthly company ride.  We had a great turnout. We had over 18 bikes join us for the ride. The weather was perfect.  Everyone gathered at the shop in the morning and enjoyed the best donut’s from world famous The Donut Man in Glendora. We had a rider’s meeting and left for MT. Wilson at 9:00 AM sharp.

It was great talking with friends this morning at the shop before the ride.

CSC Motorcycles Ride To Mt. Wilson

Everyone meeting in the parking lot at the top of the mountain.

Once we left CSC it took about 1 hour to get to MT. Wilson.

There was a good selection of bikes on the ride. We opened the ride up to any make bike, not just the CSC Brand. There were Honda’s, Yamaha’s, Suzuki’s, Triumph’s, and many more.

It was a super clear day, you could see all the city below.

This is a beautiful shot.  Check out the rest of these shots.  Like they say, “A picture is worth a thousands words.”

When it was time to leave, everyone took off in different directions.  Duane, Kirk and myself went back down the mountain the same way we went up.  Kirk told us about this killer sandwich shop at the bottom of the hill.  It was a great lunch!  Thank you for telling us Kirk!!

It was a wonderful day.  We look forward to planning our next month’s ride soon.   If anyone has a suggestion on where to ride next, please send us an email at info@cscmotorcycles.com.  Until then, ride safe!

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Why I Chose the CSC RX3 Adventure

Posted on September 5, 2018

Is the RX3 Adventure the dual-sport ADV motorcycle the other manufacturers should be building?

By Randy Reek

I recently purchased my ninth motorcycle. My requirements were a lightweight, simple, and versatile motorcycle for dual-sport riding. The term “dual-sport” means different things to many people. For me, a dual-sport motorcycle is one that you can ride from your home, down the highway to the start of an unpaved road section, travel for the day or several days, and then ride back home. To me, a dual-sport motorcycle is not a road cruiser, not a street sport bike, and not a motocross bike. It is a compromise that you can ride almost anywhere. This versatility also means that it is not the best bike on any surface. After much deliberation, I chose the RX3 Adventure imported by CSC Motorcycles from Zongshen in China.

CSC RX3 Adventure motorcycle

CSC RX3 Adventure Motorcycle

Why the CSC RX3 Adventure?

When I first decided to become a dual-sport motorcycle rider, I had already owned dirt bikes and heavy V-twin cruisers. I watched videos and read articles and researched available accessories. My first (incorrect) conclusion was that an “adventure bike” needed to be a “world crosser” – that is, a motorcycle capable of traveling highways and dirt roads anywhere in the world.  Based on this incorrect conclusion, my first “adventure” bike was a Suzuki DL650 Vee-Strom Adventurer.

After more research and hours of modifications, my first adventure was a week-long ride on the eastern half of the Trans-America Trail.

CSC RX3 Adventure motorcycle

Suzuki DL650 Adventure loaded for the eastern Trans-America Trail

I rode about 750 miles by highway from my home in Arkansas to the start of the official Trans-America Trail in Tennessee. Then I rode the combined paved and unpaved sections of the TAT trail back to my home in Arkansas. The round trip was 1,795 miles and I was hooked! But I was also convinced that the super-smooth 650-twin Suzuki was just too low and too heavy for the western sections of the TAT.

Based on my plans to ride the western mountainous “TAT” sections the following summer, I decided what I really needed was a bike with more off-road capabilities, so I went to the other end of the spectrum and bought a Yamaha WR250R. Then followed the long – and expensive – process of outfitting the Yamaha for long-range travel. I replaced the turn signals, foot pegs, added a wind screen, added a rear rack and pannier racks and soft bags.

Before I would ride the western TAT, I made plans to ride the Arizona Backcountry Discovery Route, or AZBDR. The picture below is me and the Yamaha WR250R leaving on the solo journey from Sierra Vista, AZ on my way to the Mexican border in April 2014.

CSC RX3 Adventure motorcycle

The start of the AZBDR aboard the WR250R

In late June, I rode from Arkansas on the TAT. With my fellow ADV rider, we rode to Utah, and then turned back north and east on the Colorado Backcountry Discovery Route to where family was waiting in Denver.

CSC RX3 Adventure motorcycle

My WR250R in the middle of the TAT and COBDR

The Yamaha ran perfectly. I was able to squeeze in everything I needed for 10 days of riding and camping. But it was an ordeal to ride almost 2,000 miles on a tall, stiff bike with a seat like a 2 x 6! And there were a few times I fell over on the top-heavy bike on tough sections of the mountain trails, which didn’t inspire confidence when it came time to traverse the switchbacks with sheer 1,000-foot cliffs.

The end of one ride starts the planning for the NEXT adventure – Utah and the UTBDR in 2015! By now I had decided that neither the Vee-Strom or the WR250R met my definition of a true, all-purpose adventure bike. So, I sold them BOTH! Thus began my next ADV bike build: A Triumph Tiger 800XC.

CSC RX3 Adventure motorcycle

Triumph Tiger 800XC on the Tail of the Dragon in North Carolina

The bike build process started all over again. I added a tall windshield, transferred the aluminum panniers from the Suzuki, added a rear rack, added a skid plate and countless other “farkles”. Then I took off on an October road trip to the Overland Expo in North Carolina, with side trips to the Blue Ridge Parkway and the Tail of the Dragon before heading down into Florida. It was a successful camping shakedown for the UTBDR in 2015.

The Utah Backcountry Discovery Route includes some of the best scenery and varied roads available to dual-sport riders! Our group of riders started near Moab and spent two days in this area before heading north. The riding in Utah must be experienced. Photos cannot capture the scope of the landscape:

CSC RX3 Adventure motorcycle

Overlooking Canyonlands National Park, near Moab, UT

We made a loop around Utah, and then continued to Monument Valley, finishing in Sedona, AZ for a total of 1,500 miles. I learned first-hand the limitations of large adventure bikes in the back country. An inch of Utah mud can stop you indefinitely (and break off a $250 front fender!) Not only do failures cost money in repairs but can be dangerous if you get stranded for hours or days in the back country. I became disillusioned with the Triumph (which was also high-maintenance) and began to plan what my next bike would be.

CSC RX3 Adventure motorcycle

Stuck in the mud near Green River, UT

After many miles and great expense, I concluded that there is NO perfect ADV bike. There is NO bike that excels in all conditions. You try to meet the most important requirements and live with the shortcomings in other areas.

You can choose a large bike like my Tiger or a GS BMW for comfort on the highway and then struggle in the rough stuff. You also cry every time the expensive bile gets dumped in the mud, rocks, or sand. You also never ride alone because you can’t pick-up the heavy beast. Or you can choose a street-legal dirt bike like the WR250R for better off-road performance and punish yourself over long distances. Or you can admit defeat and buy more than one bike for multiple situations!!!

With this mindset that I started to plan for my next adventure: a road trip to Alaska! I studied the maps and planned my route. The trip would include over 6,000 miles of highway riding and over 1,000 miles of unpaved roads. NONE of the unpaved miles would be technically difficult “off-road” trails. All this data was factored to select the replacement for the Triumph Tiger.

I needed a bike with great comfort for long days of 500 miles or more on the highway. I needed supreme dependability and the best possible fuel economy. I needed enough power to keep up with traffic on freeways while hauling my camping gear. But I also wanted the lightest possible bike that combined all these features and was still capable of wearing knobby tires for the 1,000 miles of unpaved roads. (I also wanted tubeless tires for ease of flat repairs on and off road versus the tube tires on the Triumph.) My choice was unconventional: The Honda NC700XD.

CSC RX3 Adventure motorcycle

Honda NC700XD -wearing knobbies – at the Arctic Circle, about 200 miles north of Fairbanks

My Alaska adventure was a complete success! Over 7,200 miles including over 1,000 miles on unpaved roads (after swapping the stock tires for knobbies in Fairbanks) to Coldfoot, Manley Hot Springs, McCarthy, Chicken, Eagle, and Dawson City! I AVERAGED 480 miles per day and the Honda NC700XD proved to be perfectly reliable, comfortable and capable of cruising sand and gravel roads.

Immediately after returning home, our house sold and we prepared to move to Arizona. I was convinced that the low, heavy Honda street bike was not going to be the right ADV bike for off road exploring. I NEEDED a second, lighter motorcycle.

And this brings us to the CSC RX3 Adventure

By this time, I had been watching the RX3 for over two years. Remember that I had completed over 2,000 miles of adventure riding on my Yamaha WR250R across Arizona, and from Arkansas to Utah and Colorado. To prepare for these rides, I had invested over $2,000 in modifications and upgrades to the Yamaha – which was already the most expensive motorcycle in the 250cc dual-sport class. Even after these modifications, the Yamaha was still too tall and too uncomfortable for serious adventure travel.

Based on my experience, I already knew that a 250cc motorcycle was perfect for adventure riding. There is no problem maintaining highway speeds on a 250 – which may come as a shock to the owners of 1,000 and 1,200cc motorcycles. In fact, a 250cc motorcycle is considered HUGE in most of the world where 100 or 125cc motorcycles are the norm!

The best characteristics of 250cc single motorcycles is their light weight, simplicity and dependability. Was the RX3 Adventure dependable? I watched the reviews for two years and did my research. Yes, this motorcycle built by Zongshen is proven not only in the American market but around the world. See also the CSC article: Proven Reliability of the RX3 Adventure. In addition, CSC stands behind the RX3 with a 2-year parts and 1-year labor warranty!

CSC RX3 Adventure motorcycle

Riding the CSC RX3 Adventure on the White Rim Trail, outside of Moab, UT

The RX3 Adventure, as specified and marketed by CSC Motorcycles in North America, is an unmatched package of components and accessories. The standard RX3 includes the base features that had previously sold me on the Yamaha WR250R including fuel-injection, 6-speed transmission and liquid cooling. I consider these three features to be non-negotiable for a modern adventure bike. These three requirements eliminate other traditional choices like the Honda XR650L, Suzuki DR650 and DRZ400S, Yamaha XT250 and the Kawasaki KLR650 – even though there are thousands of satisfied riders around the world for each.

I also eliminated from consideration the Honda CRF250L for the same reason as the Yamaha WR250R. The standard RX3 includes all the features that I added – at great expense – to my Yamaha WR250R and would also need to add to the Honda CRF250L:

  • Rear rack and top case
  • Side racks and panniers
  • Windshield
  • LED turn signals and tail light
  • Crash bars
  • 2-gallon fuel tank. This last feature alone was probably the deciding factor. It costs hundreds of dollars to outfit other bikes with a gas tank capable of a 200-mile range. Why do manufacturers supply “dual-sport” bikes with 2-gallon gas tanks? This is just inexcusable for any motorcycle intended for anything more than short trips to the mall!

On top of this, the CSC RX3 Adventure includes features not available at any price on many of the competitive models:

  • Digital speedometer and analog tachometer.
  • Gear indicator
  • Odometer, trip odometer and clock
  • Adjustable front and rear suspension
  • Accessory wiring harness pre-wired to switches on the handlebars

In conclusion, the RX3 is an adventure-ready package that costs HALF of what it costs to assemble a comparable motorcycle from any other manufacturer. I know – I have done it several times!

The RX3 Adventure has the features and options that fit the type of riding I do: (Your tastes may be different?)

  • Lower seat height, even after the upgraded “tall” seat from Seat Concepts. Plus, this seat is actually soft and wide!
  • 19-inch front wheel is standard for 2018 (this was an extra-cost option in 2016)
  • Available aluminum skid plate
  • LED headlight option
  • Optional 12-volt accessory and USB outlets on the dash.
  • Optional billet aluminum headlight guard, and guards for other components.
  • Dozens of other parts and accessories available from CSC.

Make no mistake! The CSC RX3 Adventure is NOT a motocross bike. It is NOT the bike for you if ALL you want to do is ride single-track, pop wheelies, and jump logs. CSC offers the TT250 Enduro dual-sport bike for more punishment off road. The RX3 is not the best possible road bike for averaging 500-miles per day on a trip to Alaska and back (although it would be perfect for a more mellow pace of 300 miles per day.) If I wanted to ride LONG highway miles I would opt for the new 2019 CSC RX4 with the gnarly 450cc single!!!

But – the RX3 Adventure is the perfect economical and comfortable bike if you want to ride the highway and the dirt roads. It is perfect if your dual-sport riding includes gravel roads that do not require low range and differential locks in a Jeep! (Especially if you chose the optional knobby tires, 13-tooth front drive sprocket and skid plate like I did.) Plus, the RX3 side racks and panniers can be removed for trail riding or to add soft panniers. Of course, the RX3 will commute to work or school and take road trips without sacrificing comfort or performance like a REAL dual-sport!

CSC RX3 Adventure motorcycle

My 2016 RX3 Adventure in the wilds of Arizona near Sedona

The CSC RX3 Adventure does everything I require of a dual-sport motorcycle. I now have a lighter and dependable bike that handles the twisty highways and turns readily onto the dirt roads. It’s not too heavy to pick-up, yet it’s not too light that it gets blown around by oncoming semi’s. It’s inexpensive to purchase and insure. I average about 65 miles per gallon on regular – NOT premium gas. I can load it up for multi-day rides when needed. I can maintain and fix most everything myself on the simple thumper. Parts are free for the first two years under the warranty if needed, and then cheap to buy after that. You can use the RX3 as the base bike to customize for any type of riding. And when the RX3 gets dirty or gets dropped I don’t cry over thousands lost in resale value. After all, I can buy FIVE RX3 Adventures for the price of most “ADV bikes” and have just as much fun – maybe more fun and less stress and exertion!

CSC RX3 Adventure motorcycle

Three RX3’s in Canyonlands National Park, Utah

 

 

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CSC TT250 Enduro Rocky Mountain Adventure!

Posted on September 3, 2018

“Five guys, two-thousand miles, one hell of an adventure.”

In May of 2016, five riders bought new CSC TT250 Enduro motorcycles. They drove from Texas to pick-up the new bikes at CSC Motorcycles in Azusa, California. Four of the five had never ridden motorcycles before and only received their motorcycle drivers’ licenses the month before.

The group of Texans included Matt (AgRider16 on ADVrider.com), Blake, Brian, Matthew and Joseph. The following is a recap of their adventure, with photos (used with permission) from Matt’s blog: themaplefiesta.wordpress.com

CSC TT250 Enduro dual-sport motorcycle

Five Adventure Riders and the CSC TT250 Enduro

Brian perhaps sums up the motto of this trip best with his favorite quote: “Anything worth doing is worth overdoing. Moderation is for cowards.”

All five members of the group were riding bone-stock CSC TT250 Enduros. They added some soft saddle bags and a variety of duffel bags and rear boxes. The bikes had stock tires, chains, and gearing – which Matt mentions later. The riders not only had to learn how to ride, but how to ride loaded dual-sport motorcycles ride off-road on some challenging routes.

When asked how the CSC TT250 Enduro performed on the 2,000-mile journey, Matt responded: (from the CSC TT250 forum at advrider.com)

“No major issues. I have fonder memories of how the bikes held up because mine was better put together than the other bikes somehow. We literally got the first consumer ones in the US, so that may have affected it. We had to drive to a distribution center to pick up the bikes in time for us to leave for our trip. We did have a lot of small things that slowed us down but I would say 50% was the bikes and 50% was us not really knowing what we were doing.

-One of the bikes had a fork leaking fluid on the first day
-All the speedos broke in the first two days besides mine
-A friend burned his clutch (probably his fault), we had it replaced in New Mexico
-The chains popped off ALL the time by the end of the trip. That was the main frustration because it happened so frequently by the end. Knowing what I know now, I think it was a combination of the cheap O-ring chain, the rear sprockets were very worn by the end, and that we weren’t great at chain maintenance at the beginning.

My only minor regret is not gearing the bikes for higher speeds. We got passed by a lot of cars in some paved sections and it would have been nice to be able to cruise at higher than 55 mph. We took very small roads when we were on pavement, but that was sometimes worse because cars passing you on a one lane road is worse than a two lane.

Overall it was a fantastic trip, I still think about it all the time. The minor mechanical issues were fun to figure out together and the engines themselves ran like tops the entire time. All the things that went wrong were pretty easily fixed by guys who didn’t know what they were doing, so I really can’t complain.”

The riders and their new TT250’s left Los Angeles and drove to Tucson. The next day they departed on a 2,000 adventure from Mexico to Canada. The ride began by looping south to the Mexican border:

CSC TT250 Enduro dual-sport motorcycle

Five Amigos at the Mexican border fence, south of Sierra Vista, AZ

On Day Two they headed back north again and learned how to repair a leaking fork seal. During the ride on Day Three the group learned one of the constants of dual-sport motorcycle riding: if anything can go wrong, it will go wrong at the worst time and in the worst place. One of these worst places is the desolate high desert south of Globe, Arizona. Matt writes in the Day Three blog:

“This trail took us through the wild canyon wilderness and over the Pinal Mountains, and it was without a doubt the toughest trail of the trip so far. Deep sand, big rocks, and trouble soon followed. My chain fell off on a uphill, and thinking we didn’t have the right tools to tighten the chain, we just threw it back on and hoped for the best. Well, the best didn’t happen, and my chain fell off again and this time got wrapped around a bolt and got twisted and stuck.

 Let me pause to emphasize real quick just how in the middle of nowhere we are. We were in the middle of absolute nowhere. No cell signal. No sightings of civilization. No sign of other riders.

 So needless to say, we needed this bike up and running again ASAP, so designated grease monkeys Blake and Joe hopped on it without missing a beat. With little more than vice grips, needle nose pliers and a greasy rag, they got the chain back on the sprocket and bent back into shape. After a couple tests drives we felt confident the bike would make it back to civilization where a real mechanic could look at it, and thankfully we were right.”

On Day Four they ignored the “haters” that told them that they would never reach their destination. The group was also beginning to learn that preventive maintenance helps avoid problems in the middle of nowhere!

By Day Six the group had crossed out of Arizona, through the corner of New Mexico and into Colorado. It was here that one of the bikes needed new clutch plates. Soon they were back on the road with the help of a local shop, Speedin’ Motorsports. As their riding experience was growing, the riders were learning why motorcycles are sometimes referred to as “iron horses”. Just like a horse, you can ride a motorcycle into the ground through inexperience or deliberate abuse.

Days 7 through 13 included riding over the high passes of Colorado, plus a few days off – including flying the whole group back to Texas for a wedding!

Days 14 through 16 were spent riding the mountains of Colorado and then Wyoming. The riders experienced both frozen passes and thunderstorms in the valleys, eventually riding through Yellowstone Park and then into Montana.

CSC TT250 Enduro dual-sport motorcycle

Somehwhere in the middle of nowhere, Wyoming

Days 17 through 19 the riders crossed a small sliver of Idaho and the rest of Montana, winding up at the Canadian border.

CSC TT250 Enduro dual-sport motorcycle

Successful arrival at the Canadian border!

Matt writes, “We jumped off our bikes at the massive CANADA UNITED STATES BOUNDARY sign to take pictures. Immediately our helmets were off and we were all hugging and laughing, overwhelmed with joy and a sense of accomplishment. So many people had doubted us that even a few miles earlier in Eureka, it felt just a little bit like we might not make it. But to really be there, to see the sign and the border station, felt sublime. I finally breathed a sigh of relief in acknowledgement that we actually got to the border.”

Days 20 through 21 were the last days of riding, heading south through Glacier National Park (that wasn’t completely open yet on July 19th) and then to Helena, Montana. The bikes went into a storage locker and the riders all flew back to Texas for another wedding!

This was an incredible and unforgettable journey. In three weeks, the five friends rode motorcycles from the Mexican border, across the Rockies, to the Canadian border. They were riding new motorcycles – literally right out of the crates. All five riders and all five TT250 Enduros made it to the finish line. None of the motorcycles were registered, licensed, or insured!

This is also an inspirational journey. The five friends will never forget their three weeks on the roads and trails. If they had known the difficulties that they were going to face “in the middle of nowhere” they might have reconsidered. But they had the confidence that they would overcome whatever came along. Too many people over-analyze everything. Too few people understand that the “adventure” doesn’t begin until something goes “wrong”. That is, the strongest memories are formed when you are overcoming obstacles.

These five riders also proved that “adventure” is the accumulation of experiences, scenery, heat, cold, and horizons. The motorcycle is the vehicle that makes the adventure possible. The fact that these riders completed their 2,000-mile adventure on $2,000 CSC TT250 Enduros proves that adventure doesn’t need to cost a fortune. One of the keys to their successful journey was the lack of planning – being flexible, and not carrying too much stuff. (Although carrying a few more tools and the knowledge to use them would have helped!)

This journey also pointed out issues that TT250 Enduro owners should be aware of. Many, maybe most TT250 owners do not ride 2,000 miles in a year. It is now well-known that the stock chain is soft and prone to stretching. This chain should be replaced after the first 2,000 miles. Riding with a stretched chain will wear out the sprockets and result in throwing the chain under heavy loads.

Riding in dirt and sand will wear the chain faster. The stock chain (and sometimes the sprockets) should be replaced after the first year or 3,000 miles with stronger versions. Often different rear sprockets are installed to provide higher gear ratios, based on the individual riding preferences. CSC stocks all these parts for overnight delivery. New heavier 428 chains and sprockets as well as heavier knobby tires can even be installed prior to delivery of your new TT250, if ordered. New for 2018, CSC now delivers the TT250 Enduro with a digital speedometer – so you can never break a speedo cable again!

CSC TT250 Enduro dual-sport motorcycle

The 2,000-mile journey was also a testimony for the simple 230cc motor found in the TT250. This air-cooled, overhead valve engine has a history going back to the 1970’s. The motor was designed for durability and low maintenance, especially in Southeast Asia and South America. You can learn more about this motor and the CSC TT250 Enduro at the CSCMotorcycles.com website.

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LABOR DAY SALE , SAVE ON PARTS AND ACCESSORIES

Posted on August 31, 2018

Labor Day Sale starting today. Now is a great time to stock up on replacement parts and accessories for your CSC Motorcycle. All the replacement parts are discounted 20%, that’s a great savings. There is more great discounts on the accessories, bash plates, seats, lights and all the CSC aluminum accessories. The discount will be deducted when you check out.  If you are on the fence about buying a new RX3, now is the time. Save $300.00 on a new RX3 and get FREE Shipping to your door. To take advantage of some of these deals visit our main website at https://www.cscmotorcycles.com/

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2018 CSC Motorcycles TT250 Enduro

Posted on August 30, 2018

The All-Purpose Motorcycle. BEST Motorcycle Value in the U.S.

The CSC TT250 Enduro has rewritten the definition of the affordable dual-sport motorcycle. Yours for ONLY $2,195.00 (including shipping), Motorcycle.com magazine named the CSC TT250 Enduro the BEST motorcycle value in the US!

CSC TT250 Dual Sport Enduro motorcycle CSC TT250 Enduro – shown with optional rear rack, top box, and skid plate

The lightweight TT250 is equipped with everything you need for dual-sport riding: 18-inch rear and 21-inch front wire wheels with knobby tires, strong hydraulic front and rear disk brakes, adjustable suspension front and rear, a 300-watt alternator to power accessories, handlebar switches pre-wired to underseat accessory outlets, a comfortable seat and more.

The CSC TT250 Enduro is the perfect motorcycle for riding trails, commuting to work, or touring the countryside. The high ground clearance and adjustable suspension will tackle off-road riding. The snappy air-cooled, counter-balanced engine will take you through the woods or down the highway. The TT250 is a motorcycle that is basic yet supplied with features not available on competitive bikes costing more than twice as much. Simplicity is combined with proven design and manufacturing – and then delivered from CSC direct to your door for unbeatable savings!

CSC TT250 Dual Sport Enduro motorcycle

The 230cc motor used in the CSC TT250 Enduro (and the CSC SG250 San Gabriel) is a modernized version of the “world-design” motorcycle CG engine first developed by Honda back in 1975. Honda and other manufacturers wanted to export motorcycles into the growing market of Southeast Asia. But the economies of these countries were far behind Japan at the time. The engineers noted the contrast in motorcycle usage in these countries, “It was normal to see a child on the tank and the wife on the back, with two to four people riding together. And some people loaded vegetables, chickens, and pigs onto their motorcycles. We even saw motorcycles towing loaded carts.”

There were no motorcycle “dealers” in these emerging markets, only local repair shops which disassembled and repaired motorcycles that were broken down. Customers brought their motorcycles in only when they had stopped running. The concept of routine maintenance was completely foreign to the motor bike owners.

To tap into these demanding markets, Honda developed a new motorcycle engine that was specifically designed to require minimal maintenance. The lightweight, short-pushrod overhead valve 125cc engine featured a gear-driven, single camshaft structure for both intake and exhaust. The shaft is located where one would find the cam-chain housing in a more conventional overhead cam engine. This engine was later manufactured in a new factory in Brazil for the growing market in South America. Honda introduced a new motorcycle for the South American market called the CG125 Titan.

CSC TT250 Dual Sport Enduro motorcycle

Zongshen Modern Factory – Building Over 3 MILLION Motors Per Year

Over 40 years later, the original CG125 patent has long-expired. Today, Zongshen, the manufacturer of the CSC TT250, has a modern factory that builds over 3 MILLION engines each year. Zongshen builds both a 125cc and a 230cc version of the old CG engine. CSC distributes only the 230cc version in its modern motorcycles, with the additional update of a counter-balancer. This dependable motor is available in both the CSC TT250 Enduro and the CSC SG250 San Gabriel street bike.

By American standards, 230cc is considered small. But in the CSC TT250, this engine is placed in a motorcycle that weighs only 300 pounds! That gives the CSC TT250 Enduro both low-end torque and highway capabilities. Fuel economy is typically over 65 miles per gallon. When combined with a 2.9-gallon gas tank, this provides the rider with a range exceeding 175 miles.

CSC TT250 Enduro appeals to two types of riders. First is riders who want a basic, all-purpose motorcycle. These riders appreciate the nimble handling and performance of the 230cc engine in the lightweight chassis. Just turn the key and ride – OR stomp the kick starter for some nostalgia.

The second category of CSC TT250 Enduro owners are experienced dual-sport riders who want to customize their bike for their own style of riding. Need more grunt off-road? You can swap to heavy knobbies, add hand guards and a full-coverage aluminum skid plate. Want to buzz the highway between home and the trail head? CSC stocks several rear sprocket options for higher gearing. Want to shred the freeway and unleash your inner hooligan? Swap the knobbies for street tires and transform the TT250 into a scary Super Moto!

CSC TT250 Dual Sport Enduro motorcycle

Five CSC TT250 Enduro Riders – Completed Trip from Mexican to Canadian Border!

Each TT250 Enduro is supplied with CSC’s free Service Manual and online tutorials for virtually every maintenance and repair operation. The CSC TT250 is covered by a 12-month, unlimited mileage parts warranty.

 CSC TT250 Enduro Standard Features:

  • 230cc air-cooled engine, overhead valve, with counter-balancer
  • Fuel system: Keima slide carburetor
  • Long maintenance intervals and easy repairs backed by a full Owner’s Manual and online service tutorials
  • 5-speed transmission
  • High-mounted Enduro steel exhaust
  • 2.9-gallon fuel tank with locking gas cap – keyed to ignition
  • Dash with digital speedometer, tachometer, odometer, trip odometer, fuel gauge, gear indicator, neutral light, turn signal and high beam indicators
  • LED turn signals, dual-flash hazard lights
  • 3D anti-fog headlight
  • 300-Watt alternator
  • Handlebar mounted accessory switches
  • Automotive-type waterproof connectors under seat
  • Inverted, anodized adjustable telescopic front forks
  • Adjustable rear shock absorber
  • Large diameter front disk and rear disk brakes with stainless steel brake lines
  • Front 3.00 x 21 spoked wheel with DOT dual-sport tire and tube, black steel rim
  • Rear 4.60 x 18 spoked wheel with DOT dual-sport tire and tube, black steel rim
  • Folding rider and passenger foot pegs with rubber inserts
  • Dual rear-view mirrors
  • Ergonomic comfort seat for driver and passenger, 34-inch height, passenger grab handles and rear platform
  • Frame-mounted helmet lock and lower steel bash plate
  • Available Colors: Black, copper, White with contrast trim
  • Weight: 309 pounds
  • Ground clearance: 11.5 inches
  • The TT250 Enduro includes a 1-Year Unlimited Mileage Parts Warranty

Learn more about the CSC TT250 Enduro at CSCMotorcycles.com

 CSC TT250 Dual Sport Enduro motorcycle

 

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