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Short test, Honda XLR 200 R

Honda XLR 200 R.

Tough, wiry and with spartan frugality, the small Honda XLR 200 R takes up the enduro theme in a new way.

VThe Japanese designers haven’t left much of the original term enduro. At the beginning of the tunnel era it was still clumsy scramblers, poorly prepared road machines with raised exhaust pipes and roughly profiled tires, but within a few years the first really usable enduros for off-road use mutated into heavy-weight road sweepers with emphatically travel-oriented demands. With the suspension travel cut, the tire rubbers finely ribbed, there wasn’t much left of the all-terrain, robust and agile canyon racer apart from the look. Off-road freaks therefore resorted to the moderate competition devices. Yamaha TT 600, Honda XR 600 R, Suzuki DR 350 and of course the hardcore bikes from KTM and Husqvarna. They were the last resort of the filthy children. Boys and girls who prefer to dig in the sand are now getting a new, delicious offer from the motorcycle headquarters in Dasing: just 124 kilograms, 17 hp, 5990 marks expensive and as robust as a square timber – the Honda XLR 200, one of many interesting in-house imports from the Bavarian motorcycle headquarters. At first glance a perfectly normal enduro, the knowledgeable observer will find a lot of clever details. For example, the swing arm dropouts, which are open to the rear, make removing the wheel child’s play. Or the only slightly cranked and therefore less prone to breakage spokes that brace stable aluminum hollow wall rims with the light wheel hubs. The air filter is also removed in next to no time. Nobody really knows why Honda uses a paper insert instead of the washable foam filter. Functional switches, a lockable fuel filler cap, wide, effective protective plates and wheel covers and the clear cockpit round off the equipment. Nothing is missing – and yet nothing is too much. Even the tiny rectangular headlights show the late returnee the right path with a surprising amount of luminosity. The tried-and-tested, air-cooled two-valve valve doesn’t take long and bubbles spontaneously at the push of a button, a kick starter is completely missing. Protected by a small tubular bracket, the starter battery crouches under the left side cover and should also survive slips undamaged. Fine vibrations and pithy rumble tell of the simple and no longer entirely fresh construction principle of the XLR motor. The two valves can be adjusted in next to no time without special tools. Not bad either – and, above all, cheap. In the lower speed range, the 200 engine still makes its way to the peak of performance bravely and without noticeable weakness, which means that it can even manage trials with a medium level of difficulty, which can be achieved in the tightest of spaces thanks to the incredibly large steering angle Equipped with plenty of ground clearance, the little Honda crawls casually over edges and heels, with a tubular bracket protecting the engine housing from rough rock. The enduro rider will find a firm hold, even in the greasiest of clay, on non-slip, toothed steel detents – as it should be for an enduro. Although the fork and shock absorber are of the simple kind and do not require a damper adjustment, they easily handle airy jumps and knee-deep holes without punching through. And not just over a few meters, but also after tens of grueling kilometers over holey corrugated iron slopes in scorching heat. Only in long, deep waves and on hard jump edges does the rider in a hurry miss a bit of rebound damping. Tea small Honda tends to be nervous about instability in such situations, and behind the short, narrow nine-liter sheet steel tank and on the slim side panels, there is enough freedom of movement to keep the Honda on course with targeted physical effort. It can be maneuvered through the terrain as light as a feather, changes lanes at lightning speed and arrows neatly through adjacent bends and bends. Diligent shifting is of course part of it, with the large jumps in engine speed between the first three gears on steep driveways or in deep ground forcing the engine to squeeze mercilessly. The five gears shift quickly and precisely for this purpose. The finely adjustable, 245 millimeter disc brake with double piston caliper brings the XLR 200 to a safe stop on loose and slippery ground and does not lose its grip even on stressful asphalt surfaces. That’s a good thing, because you shouldn’t expect too much support from the delicate drum brake in the rear wheel. Slightly creaky and toothless, the component just fulfills its duty. A successful compromise is the Bridgestone Trail Wing 27/42 tires with sufficient traction on loose ground and immaculate driving stability on grippy asphalt. Persistent road stages, however, put a lot of pressure on the rear end. Narrow, steeply sloping forward, the enduro seat presses mercilessly on the tailbone. People over 1.80 meters also complain about the rather narrow knee angle for an enduro. On the other hand, the seat height of around 870 millimeters remains affordable even for small vagrants. You will also be happy when you stop for fuel. With 2.7 liters / 100 km with restrained driving style, 3.2 liters in brisk country road speed and 7.0 liters in relentless off-road rush, the XLR 200 protects your wallet and the environment alike. .

Short test

Honda XLR 200 R.

Box: The Honda XLR 200 at a glance (archive version)

ENGINE and DRIVE +++ good starting behavior + successful carburetor adjustment +++ reliable electric starter- no kick starter available- clear vibrations in the middle / upper speed range- clear mechanical noises- sufficient engine elasticity + easy-revving engine +++ very low consumption ++ easy-to-maintain, manageable engine technology ++ exact. Smooth shifting +++ extremely smooth, easy-to-dose clutch ++ low-reaction drive during load changes +++ low-wear, large-dimensioned O-ring chain CHAIRS and BRAKES ++ good driving and cornering stability +++ very good handiness + satisfactory spring comfort – sufficient response behavior with short impacts ++ good adjustable braking effect + low fading – low rear fork torsion. ++ when braking – seat too narrow and uncomfortable when driving on the road + sufficient light output despite small headlights – seat too short for pillion use Off-road use +++ very handy and easy to drive ++ good spring / damper adjustment for enduro speed ++ 10 mm more spring preload on the strut results in safe bottom-out protection ++ a lot of ground clearance + balanced, neutral balance +++ extremely large steering angle ++ grippy steel footrests- large speed jumps in the first three gears- first gear a bit too long for trial passages ++ robust and Foldable gear / brake levers made of steel ++ narrow, smooth tank / knee area + good seating position in the field + stable engine protection bar + tires with sufficient grip on loose and wet ground EQUIPMENT and PROCESSING +++ stone protection between brake pedal and swing arm + pulley and massive grinding protection for chain + splash guard between tires and O-ring chain – a bit fissured on the rear wheel indicator attachment to unstable sheet metal holders ++ battery holder with protective tubular bracket – choke control hidden on the carburetor – non-adjustable hand lever ++ small tool bag to lock ++ stable aluminum rims ++ functional switches and fittings +++ effective bellows on the telescopic fork. Motto: as much as necessary, as little as possible. Suitable for short-haul and city operation and of course use up to really difficult terrain. One that is superior to the engine performance, driving stability and robust components make the XLR the hardcore enduro of the 17 hp class.

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