"Tell me what bike to take to the village?" with this question we are increasingly turning those who until recently had not thought of two-wheeled transport.
The requirements are not too competitive: to be cheap (not so offensive if they are old) so that they can go where there is not a car (for example, to ride on a fishing trip), so that it is easy to manage and maintain-such is the long version. Looking at the price, it is hard to believe that this "cuckoo", even from China, may cost less than the other "fifty". After all, the kind of TTR 250 is a fully fledged "enduric": wheels 21 and 18 inches, long suspension, decent clearance, disc brakes, kic in addition to the electrocotery, 530-I (!) chain. The mass in running order for such a machine is relatively small-118 kg. However, at the nearest review, the budget is still visible: the hydraulic buffers are not adjustable, the "progression" is defined only by the variable step of spring, and the foot of the KP and the brake do not add up. But the main thing is that the "cuckoo" is sold in the crossroad, which is not intended for public roads (and therefore not requiring "rights"). And if there are still rudimentary panels on the handlebars of the mirror, the "125-ca" goes even with a headlamp, but without extra buttons-and even without an electric arc-a kik is used to start the engine. At the detailed examination of the TTR 125 was even more prepared for off-road: the headlight is fixed on comfortable and sturdy rubber fastearings, the chassis is protected from the abrasion of the motor with careful plastic enclosures, a paw of the KP folkage. But the main thing is the mass-size characteristics of the motorcycle. We don't have a lot of "Enduo" juvie, and this one is going to be a 14-to-16-year-old, but they'll fit in with an adult uncle, albeit with less comfort. According to the experience of the operation of Chinese hardware, we have taken the minimal set of tools for the test. And the keys, the screwdrivers, and the screwdriver were not mistaken, and there was no such thing. Therefore, our advice and buyers, and merchants: the length of the rubber bands and the hampers is obligatory! The details are in the photo. The "250-to-ki" engine, according to the distributor, " is risky with the Hon. 250. The 125th is a relative of the "heel motor" (Moto No. 12-2009). The two motorcycles start confidently, but the "250-to-to-ka" kike takes longer than "125" and the movement takes longer to warm it. I notice that the TTR 125 is breaking the link between the driver and the engine, so you can only use it on "neutral"-good protection against error. It was true that the test had to be adapted to the old way of launching-"from the pusher," because the beautiful shiny lever of the quiche left after the second launch, along with the accompanying details. The details were found, but it is not possible to collect a mechanism with a tight spring in the field. The site clearly needs to be further developed. The two engines are excellent, with the TTR 125 on the first gear on the back wheel "from the gas" and touching the "second" and even "third". It's not very clear why the "little boy" is a trial skill, but someone might like to "get mad." In fact, the "125-ca" is so encouraging. But the "neutral" of her "four mortar"-at the bottom, not between "first" and "second", was somewhat discouraged. And it's not even a habit, but it's fast, but it's not easy for designers around the world to use an intermediate "neutralizing" scheme. Imagine that on the steep rise you switch down and suddenly ... you get to the "neutral." And the time to re-enable the transfer is often gone. The "older brother" of the five-speed CP-the traditional scheme, works well, the transfer is good. The stiffness of the stiffness is the intermediate between the enbad and the crossover. The motorcycle is well managed, but the exchange rate stability leaves much to be desired. Already at 60 mph on the lane, he begins to "walk", forcing him to work as a steering wheel and body. But the suspension of the TTR 125 was frankly disappointing: they are too soft for compression and tug on the oat (especially the back), so on the uneven road the saddle turns into a wooden stool, it has to be saved on the steps. And the front suspension shall be perforated to the fore-notice, with the weight of the saddle in the equipage of only 70 kg.The brakes are quite adequate for the TTR 250, but the "little brother" of the front brake was not right-the "floating brackets" almost did not move on the rails. So, apart from the creaking, there was nothing to be done, although at the end of the test it was a little bit and worked out. Note, the brakes are hydraulically equipped with reinforced hoses. They are neatly laid and fixed in the pendulum, and in the front of the TTR 250 a hose is sometimes put on the front wire and the suspension is covered with a hose. In order to avoid this, it is enough to lock the hose on the cable with a copeptic plastic horn. It's good to do that for pre-sale training. The same wish-that the "pre-sale" should be carried out more thoroughly-applies to the electro. The only electrical device TTR 125-was not on fire, although there were three wires in its connector (but only two were left in the headlight). Apparently, the extra wire and the skimmers were at a dead end: it was enough to rearrange both the lights of the headlights. In general, motorcycles have left much more pleasant experience than their relatives of Apollo, which we tested last year (Moto, N09-2010). Here, quality is already at a level that allows us to talk about its price-to-price ratio. And today, she's the most important trump card. Irbis TTR 250: Endro, 2011 , 250 cm³, 118 kg, 55,000 rubles. Plastic-both in shape and coloring-like last year's Apollo. But the front of the front had a radiator, and why there was an untapped Zev with a riddle-riddle. Only the branches will pick up. "Primality" is not available, because the apparatus for the roads is not intended. And here on the remote, "road attributes remain." And the headlight is turned on. There's a groove under the mirror. On the left-hand control panel, control the missing blinkers and the suction. The clutch shall inevitably fall into the "driving beam" button. She was not too noisy, of course, but it was not too noisy, nor overheated, nor vibrated in excess of the measure. But to lock the engine in the frame, you will need not only the keys, but also the nut ...Gently placed reinforced hose, a good working disc brake, a wide star (under 530 chain). But the foot of the brake could have been a foldout. You don't have to pull it upside down to keep the KP foot down. I need her to fold. The front brake's not bad ... except after he jumps his hose gets pulled into the front plastic. Fastening the headlight seemed to be on the spot. The duct ducts to the carburetor had to be delayed. Irbis TTR 125: Enduo, 2011 125 cm³, 67 kg, 45,000 rubles. The motched "booby" engine is very good. It's a light machine. It's going to go down to 100 miles an hour. For the "crumples" the frame looks momentarily. But the motorcycle was relatively light-less than 70 kg. The folkout of the CP is correct. And the side stand is uncomfortable, and it keeps it bad-the bike is too vertical. In the remote, functional minimalism. Fara's on the comfortable stitches, but it only works from the "right" wires. Third wheel. Rama is well protected from the abrasion of the feet. It is no wonder that the lever fell quickly: the little ring is not capable of holding a hard spring. The node could not be retrieved. Weird motor protection is more like a plow. The front brake looks nice, but it doesn't work. Zack's on the rails. There are no claims to the rear. After two hours of repenteons, both chains were drawn. We should reserve them in advance. SUMMARY. The TTR 125 is an enduro for teens, which, however, promises more than it can do. The "evil" engine and the weak suspension are not the best combination (the last is the main problem of the motorcycle, as there are no hydraulics). In asset "125-ca"-low weight, low landing, well studied and reliable motor, easy access to the main aggregates. Among the minor deficiencies is the need to refine the kicker, the volatility on the stand, the weak chain. TTR 250-a well-balanced apparatus with no apparent defects. The main minuses are non-overlapping paws (like the last year's Apollo) and the retractor chain. Although the bike is heavy, it is not heavy, so it is not difficult to manage him and the new driver. It allows to perform the jump, without special training, to accelerate the deep (up to 0,4-0.5 m) fords, to accelerate to 120 km/h, but at high speeds requires good control. It will be for the "damnable" without claims in a calm and "oosomequestrian" regime. TECHNICAL CHARACTERISTICS OF Irbis TTR 250 and TTR 125 (manufacturer data) GENERAL Irbis TTR TTR 250Irbis TR 250Irbis TTR 125-2011Dry mass, kg11867Length × height, mm2140 × 820 × 12351700 × 780 × 1100Baz, MM-930 (870) 820 (830) Road clearing, mm2220 Capacity of fuel tank, capacity of fuel tank, kg150Maximum speed, kh150maximum speed, km/h. , 4TGRMSOHC, 2 valves per cylinder capacity, cm³ 250125Max. power, l. at /min.7/75008 ,2/7500Maximum torque, Nm/o min13 ,0/40009 ,0/40000.40/4000Systema cooling system actuators + Kickstarter systems5-step Mechanical4-step mechanical4-step mechanical4-step mechanicate4 with a monomorption and a progressive characteristic, with adjustment of the length of the amoraborniate, with a monoamzer and a progressive characteristic.