MINSK TRX300I (2014) – Belarusian enduro tourist who can surprise

When I heard about the enduro-tourist class “Minsk”, I was surprised. I associate only the good old 125 with Minsk, perhaps only in the new design (sport, as it is, is also not strongly recognized). And it turns out there is a tourist Belarusian – I present to you Minsk TRX300i.

The volume of this tourist’s engine is only 250 cubes. Strongly you will not accelerate, and on off-road it is pathetic too much “crushes”. Based on the volume of the engine, the dimensions of the motorcycle and the amount of fuel in its tank, the Minsk TRX300i can be called a weekend enduro tourist. Perhaps the manufacturer aimed precisely at such a niche. But there is also another side of the coin. After all, the post-Soviet countries did not have such a rich selection of motorcycles as they do now. They traveled on what they could and they succeeded. Of course, not as comfortable as tourist moto is now equipped, but still.

By the way, if a tough off-road route is planned, a 250-600cc motorcycle becomes preferable to a “liter”. The 130 kg Endurik has a much better chance of driving through the Carpathians on a compass than the R1200GS Adventure, which has a curb weight of up to 260 kg.

For example, a Kharkiv resident Aleksey Pilipenko in the saddle of a Honda XL250 climbed under its own power into the very heart of the Syrian desert. Roman Martynyuk rode a similar bike from Kiev to Magadan and back, and on a modified 150-cc Suzuki – to the Yamal Peninsula.

There is a need for such tourist motorcycles – light, all-passable, inexpensive – but there is practically no supply on the market.

But back to our ward.

With its new model TRX300i, the Minsk Motorcycle Plant hits a very promising niche. The recommended motorcycle price is $ 5100 (in Belarus). For this money, you can buy either a shabby Transalp, or a relatively fresh 250-cc endurik, which will require modifications (a visor, a more comfortable seat, an increased tank, etc.) in order to successfully perform the functions of a tourist. But the fact is that not all motorcyclists will want to get involved with used equipment very much even exists. Better a more modest brand, but the bike is new and with a guarantee (for “Minsk” this is a year without mileage restrictions).

Before presenting the TRX300i to journalists, the Minskers sent these three tourists to the Brest-Dushanbe run of about 10,000 km. Estimate such a mileage of 250, and even in Minsk. I can’t believe it. Representatives of the plant assure that all the experimental bikes have successfully overcome the route, having established themselves as reliable and versatile tourists.

Let’s turn our attention to the technical zone of the TRX300i project. When journalists asked the question “who assembles a motorcycle engine?” – Minsk residents evasively answered the question, limiting themselves to the phrase “this is an Asian manufacturer.” The 250-cc liquid-cooled motor, as well as other parts, arrive at the plant in finished form, and the final assembly takes place in Minsk. Probably, in my opinion, China or Taiwan (they are now one of the most massive manufacturers of components for motorcycles of various motorcycle brands). Localization of all processes exceeds 50%, which is probably necessary for the full-fledged status “Made in Belarus”.

Dig around on the Internet and you will find interesting information: TRX300i is the same international project as Minsk R250, which is produced in Asia and sold in other markets under the Bennche and Megelli brands. Zongshen RX3 is the real name of the Belarusian enduro tourist (as I expected, that’s where the legs grow from). In the UK, the model is marketed under the Honley Venturer 250 brand. Whether the RX3 is an original Zongshen design or whether this motorcycle giant orders production somewhere else is an open question. After all, this is the Chinese motor market, which is unrealistic to understand.

Structurally and externally, the TRX300i and Zongshen RX3 are one motorcycle, but with some technical nuances. So, the “Minsker” has a 20 mm longer wheelbase, slightly lower seat height, one “horse” more powerful engine – a 4-valve 4-stroke unit with liquid cooling and injection power. The Belarusians admitted that they are still experimenting with some elements of the bike. For example, we tested carburetor models, but it was decided to transfer production copies to fuel injection. With the rear wheel format, everything was also decided quite recently: choosing between 130/90 R15 and 130/70 R17, Minskers opted for a 17-inch disc.

The TRX300i is designed to fit its purpose. By the expression of the “muzzle” and the lines of the silhouette, this “Minsk” is most of all similar to the Honda NC700 / 750X. However, the “Belarusian” will look later than the “Japanese”: it has spoked wheels, metal protection for the radiator and body kit, a set of three plastic trunks (stock equipment). True, the trunks here are not at all the same as the owners of Geeses and other high-value motorcycles boast: the width of the side ones barely exceeds an average-sized travel suitcase, neither a half-face, much less an integral, will fit into a flat central one. In principle, wardrobe trunks are not unfastened, they are rigidly bolted to the frames, therefore, in the event of a strong fall, they risk falling apart, selflessly protecting the motorcycle and its owner.

Like many mid-size motorcycles with Asian roots, the TRX300i pleasantly surprises with the level of equipment: an inverted fork, reinforced hoses, LED optics (turn signals and stop), a lever with a mono-shock absorber, in which spring preload and rebound damping are adjusted. The manufacturer did not dare to install a radial caliper in the front contour, which would make it possible to supply a brake disc of a larger diameter. By eye, the front and rear rotors are the same size. There is also a 2-piston caliper at the back! Why would an enduro hiker need such a powerful rear brake?

The ergonomics of the TRX300i are not satisfactory. The seat is comfortable, the handlebars are wide and at the correct height, the mirrors are reasonably informative. There are only remarks about protective arches, in which riders under 190 can rest their knees.

What is the TRX300i engine like ?! Compared to the D4 125 engine, it pulls very well. The 250 cc motor spins up easily, giving out maximum power and torque at 7000-8000 rpm. The red zone of the tachometer begins already at 9000 rpm, in order to actively drive, you need to keep the arrow at a mark of at least 6000 rpm.

The selection of gear ratios of a 6-speed gearbox, which is more suitable for some street, is surprising. On a motorcycle, you can briskly ride in the stream, quickly clicking the box (the selected gear is displayed on the LCD display of the instrument). Sixth gear and 6,000 rpm means just 90-95 km / h on the speedometer. A comfortable cruising speed on it is 110-115 km / h, when the tachometer needle is already approaching the red zone and, accordingly, gasoline consumption is far from the passport 4 l / 100 km. There is an opinion that the top gear should correspond to “110 km / h and 5500 rpm”. Let the motorcycle be difficult to overtake and climb, but the consumption will be tourist.

The stability of the tourist on the highway is surprising: despite the modest 155 kg of dry weight, he is not displaced by the flow of wind from overtaking trucks. A small unregulated visor is installed rather for the sake of appearance, there is little sense from it. When braking from maximum speed, the lethargy and lack of information of the front contour frightens. It is necessary to plan the braking distance in advance so as not to fly into a bus that has decided to pick up passengers.

There are no complaints about the operation of the rest of the motorcycle mechanisms. Suspensions adequately eat up bumps with speed bumps inclusive, the box works much more convincingly than in the D4 125, the clutch lever is squeezed out easily. 1420 mm wheelbase is very small for a motorcycle of this class, and the wheel format is not too different from the usual road (18 “front and 17” rear). The TRX300i delivers sharp corners and tight city interchanges with ease and ease.

How long is the TRX300i suspension travel off-road? The bike bounces bouncingly on the waves like a ball, loading all of its 230mm front travel (rear travel not specified). It does not reach the breakdown of the fork if you do not try to jump on it. Standing on the footpegs is quite comfortable, although I wouldn’t mind raising the handlebars higher.

On sticky, wet sand, the promising Mitas tread (the tires are shod with a bike) wilts, making the bike difficult to handle.

If you choose a rare forest with bushes as a road, then the TRX300i can show its best side here. It is light enough to be controlled in difficult situations. The bike does not tend to fall on its side when the steering wheel is turned hard, which many lanky enduro hikers are prone to. In the end, with its 780 mm saddle height, you can always hedge yourself with your feet.
The most important quality of this off-road tourist is the predictable engine with even torque distribution. On difficult off-road areas, you can slowly crawl on even gas, without undercutting with the clutch and without fear of ripping off the rear wheel if you carelessly move your right hand.

Despite the fact that the TRX300i is a model ready for serial production, Minsk residents are experimenting with larger engines within the same chassis. The goal is to demonstrate the potential of the frame and suspension.

A big minus – tires that do not behave the way you want, therefore it is advisable to change them to more suitable for tourism. In general, an enduro tourist is a pretty good car that can take the niche of small-sized inexpensive travel bikes and compete well with others.

Technical characteristics