New (4) from $7.10 Ships from and sold by SMART DEALS NOW. CDI BOX UNIT for Chinese made 50cc, 150cc, 200cc, 250cc, 300cc ATV, SCOOTERS, MOPED, GO-KART Chinese Ignition Coil 2C-1B for 50-250cc ATVs, Scooters and Motorcycles FUEL FILTER for Chinese made ATV, GO-KART, DIRT BIKE, POCKET BIKE, SCOOTER FREE Shipping on orders over . View shipping rates and policies #72,392 in Toys & Games (See Top 100 in Toys & Games) #170 in Toys & Games > Bikes, Skates & Ride-Ons > Scooters & Equipment > Scooters 3.8 out of 5 stars 5 star56%4 star13%3 star6%2 star13%1 star12%See all verified purchase reviewsTop Customer ReviewsAmazon has several great deals on the 3 piece setsthe spark plug im very happy with, the CDI box thodefective CDI boxGood!Scooter part perfectLooks the sameSimply awesome!! Most Recent Customer ReviewsSearch Customer Reviews See and discover other items: pin box Copyright 2002-2017 SSR Motorsports  All Rights Reserved MSRP does not include destination charge, set up, tax, title, license or any other dealer fees.

Specifications and pricing are subject to change.Each year the Chinese pump out millions of sub-250s and scooters for users who need no-frills runabouts or workhorses. But whether they’ve tried one or not, more affluent western riders consider a 250 at the lower limit for a do-it-all trans-continental machine, while also admitting that your typical, quarter-ton, 120-horse, adventure-style machine from Europe and Japan is undoubtedly brilliant, but way over the top for real world travel. What’s needed is something in between: less highly tuned and expensive than a CCM 450GP (right), better equipped for travel than a KTM 690, lighter and more gravel-road agile than a Honda CB500X (left) or the F700/800GSs. A CRF450L would do nicely but instead we’re getting a one-litre Africa Twin: that will be at least £1ok, if you please. But as capacities creep over 250cc, the Chinese may be bringing us some options. It’s an open secret that many long-established motorcycle marques are now manufactured to a lesser or greater extent in China, even if some might get assembled closer to home.

Chinese origin isn’t considered a great selling point, but it’s easy to turn a blind eye so long as you clock a familiar name on the tank.red wing boots bunker hill It’s less easy to persuade us western consumers to buy a native Chinese bike, even if that machine may well have been cast in the same foundry as the marques we know and trust. j and s motorcycle clothing and accessories leedsResearching this I’ve come across several tales of early adopters getting burned by crumby assembly, irregular running or poor materials. motorcycle shops in belleville ilTo that you can add the confusion when obscure Chinese marques get re-badged by importers, giving the impression there’s something to hide (or just something that’s easier to pronouce).motorcycle fatalities helmet laws

And then there’s China’s ruthless manufacturing ethos that doesn’t see merry bands of workers attending communal keep-fit sessions in the company car park each morning, let alone provide the sort of workers’ rights or environmental concerns we take for granted. motorcycle shop amherst nhThis is why the established bike marques play down any Chinese connection, even if what holds most of us back from buying all-Chinese is unknown reputation and crippling depreciation, rather than a prickly social conscience.mini bmx bikes for sale ebay As far back as the early 1980s Honda established partnerships with the Chinese Jialing factory and within a decade Yamaha and Suzuki made similar arrangements. motorcycle gear duluth

By 2011 China overtook Japan as the world’s largest bike manufacture, with many factories based in Chongqing (left). A decade ago Chongqing was renowned as the white-hot epicentre of China’s urban industrial gold rush, but according to this recent article that gold rush is on the wane. The recession, adverse currency rates and the strength of other markets have seen China’s motorcycle production slow or even reverse. Even the Big Four have fought back by dropping their prices. Take this all back half a century and you can imagine our bike-riding forebears grappling with the same ‘Made in Hong Kong’ suspicion as Japanese bikes began to make their mark. Even when I started biking in the late seventies you planted your boots in either the ‘Brit Shit’ or the ‘Jap Crap’ camp. Broadly speaking, the Chinese have adopted the same strategy as Japan: start by banging out cheap small-displacement utilitarian machines, then move in on the smaller volume, bigger-engined bikes with a higher mark up, while getting into racing to speed up the R&D.

Just like the Japanese in the 60s, the Chinese are on the march as they attempt to tune in to what affluent western buyers might consider, now that the load-carrying-runabout markets are saturated. Established in the late 90s, Shineray (as in ‘Shine-Ray not ‘Shiner-ay’ if the company motto above is any guide) are one of the smaller Chinese marques said to specialise in trail and off-road machines. In 2014 they notably bought the Italian SWM name, last heard of in the 1970s. Around the same time Shineray also acquired an old factory with a batch of Husky models off KTM. That SWM Superdual on the left announced uses the old 600-cc Husky TE630 derived engine. Judging by what I saw at the Classic Bike show recently, the even older Francis Barnett marque (right) has had a similar makeover. Buy the rights to a heritage brand then design a suitably old-school look around your Chinese-made machine. For an anonymous Chinese factory which nevertheless annually pumps out more bikes than are sold in the UK each year, it’s a quick way of getting wary western consumers to buy your product, whether they know it or not.

In a similar vein established French motorcycle importer SIMA created the Mash Motorcycles brand. They’ve taken a proven Shineray XY400 (left) and refined it. It’s an appealing Brit-based retro look that some twenty years ago became popular in fad-prone Japan, if not in Britain itself. That early 90s GB250TT on the right was one of many similar machines made for the Japanese market and which are now cropping up as pricey and exotic UK imports. The current 250 Retrostar from Sinnis (left, £2300) also bears a very close resemblance to the Mash 400 retros, but as far as I can tell, Sinnis (a UK brand name behind Qingqi) and Shineray aren’t the same company. The fact is you can spend a long time trying to untangle these Chinese whispers. But with Chinese bikes origin is important. Is it a Jap clone, licensed or otherwise, a copy, or a cheaply made fake. I’d heard of the Mash retros and at last weekend’s Classic Bike show got the chance to see some close up.

Chinese 250s are two a penny, but with a more overlandable capacity of 400cc, could a Mash retro be a contender as a base bike? I’ll admit that part of me is attracted to the idea of regressing towards a retro-styled machine: the appeal – however flawed – of a simple and inexpensive low-key, leg-over overlander that you can adapt to your needs. A close look before the crowds rolled in revealed a quality of finish that was hard to separate from a similar Japanese bike. A few days later I took one for a test ride. Many assume the motor is an XR400 clone, but it’s actually derived from the 400cc version of the similar, late-eighties kick-and-electric XBR500 cafe retro (right), also sold in Japan as the ‘Manxified’ GB500. I was deliberating over a back-to-basics 400 overlander when it transpired that manufacturers in China might to the job for me, producing adventure-styled bikes mimicking BMW’s F800GS look but with full equipment. One such machine is the Zongshen RX3 Cyclone sold under various badges in the UK, the US (5000-mile report) and Russian-speaking lands, but that’s just another 250.

What’s wanted is the reassurance of a 400’s added torque so you don’t have the scream the motor when overtaking a lorry up a hill. Shineray’s Kougar 400R (left) cropped up on the WK Bikes stand at 2014’s NEC show: a light but well-equipped medium capacity single which connected with riders like me. An NEC report on Visordown confusingly called the bike a ‘WK Trail 400’, but in the link that’s a Shineray logo on the bike’s yellow tank. ‘WK’ is the UK brand of the Chinese CFMoto marque – one of the bigger players in the bike game which is sold simply as ‘CFMoto’ in other western markets. They’re unusual in being one of the few Chinese bike makers to produce a ‘big’ 650 road bike which, bodywork aside, looks based on a Kawasaki ER-6/Versys. But hang on a minute – turns out there is such a thing as a WK Trail 400 (above left and right), and it arrived in the UK 2015 and now going for under £3000. Comparing specs with the newly announced Mash 400 Adventure far below, it does seem to be the same bike, except the luggage and crash bars are optional.

This Kougar is based on Shineray’s older, carb’d X5 (left) announced way back in 2011 There’s a not-so-flattering review from 2013 here, while in 2014 a couple of German guys rode two Shinerays including an X5 (right) 20,000km from China to Germany. Their trip report details what few problems they had. Then in 2014 French Moto Mash announced their 400 Adventure (left, quick road test),  which as mentioned is near identical to the WK Trail 400 above. At 400cc you’d hope either of these bikes could potentially plug the gap between the heavier and pricier twins and an over-extended 250. Right now that category is only served by old DRZs and XRs, or the costly, BMW-engined CCM 450. The conclusion I have come to reading short road tests of the WK400 in Bike, Overland Magazine and Rust (TBM reborn) is that they don’t plug that gap. The bigger capacity doesn’t add up to any greater performance over a similarly priced Jap 250 trail bike in terms of top speed, acceleration, fuel consumption and price, while brakes and lights are said to be poor.