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MZ ETZ 251 Saxon/Tour

1990-94, 125cc w/c t/s single, 70mp2h 55mpg 280lb

odd chopper that harks to the days when the Fantic ruled the earth. Derestricted runs to 27 horses but doesn’t reliability. Hard used needed attention to bore/piston 20,000 miles but 30k ain’t the realms of possibility. A sure of an engine about to lose it all is the jumping out of gear and old ones a somewhat mystical reverence to electrics.

Handling ain’t bad given the custom stance, quite a few were thrown the road.


125cc w/c t/s single, 12hp 55mpg 250lb

Neat, stroker that can be derestricted to a bending (given the lack of 35 horses and 100mph! Even in state the engine lasts as as many Jap 125 commuters! Given many learners illegally got of the 35hp versions, crash is high on the list of checks to many thrashed examples out Also, Pegaso version slightly milder engine but rare on the used market.

discs, linkages and exhaust for


1990 on, w/c t/s single, 12hp 75mph 280lb

Race replica that’s largely wasted on the market but goes like once derestricted without all of its economy (100mph, 60mpg). brings in all the goodies (and the of the bigger stuff, including of comfort, and high price Engines seem to last for the first 25000 miles have piston or gearbox but there are some that done more than miles.

Pay attention to the electrics, and brakes.


560cc OHC single, 35hp 45mpg 330lb

Tuarag was engined trailster with but uninspiring motor and excess of styled plastic which usefully be torn off as the tubular strong and the suspension’s functional, on rotted town roads. economy’s down to a combination of aerodynamics and stilted exhaust/induction; all of can be fixed with a little bit of street bodging. Rare in the UK but enough, with many engine bits shared other bikes.


’94 on, 650cc w/c DOHC 50hp 110mph 45mpg

Five valve engine excess of grunt and character in chassis with passing nod to the replicas. A brilliant hustle in and passable on the motorway up to the ton. Was priced until Suzuki up with the 600 Bandit!

The Pegaso narrower bars and a wider in providing proper hand it would then take from those old Boxer RS as practical wheels perfectly to UK roads!


1974-81, t/s twin, 30hp 90mph 325lb

Clever piece of twin engineering that up the road very nicely but from the usual Italian also suspect alternator and Chassis is better than Japs of the same era and well up to roads. Earlier Roadster had 25 horses at a mere 7000 lacked the 2C’s electronic and had a drum rather than front brake. Engines ran for miles depending on abuse.

the odd one howling around in reasonable but spares are very hard to


‘79-81, 231cc OHC four,

90mph 60mpg 370lb

‘79-81, 349cc OHC four,

100mph 55mpg 370lb

‘77-79, 499cc OHC four,

110mph 50mpg 410lb

‘80-82, 603cc OHC four,

112mph 45mpg 420lb

motor to the old Honda CB350/500 which begin to suffer 25000 miles – mostly the top end, clutch, gearbox and The 504 was the most successful of the series in the UK, the fours rare and the 654 somewhat Honda motors will fit the useful chassis.

All are becoming these days, and not really going wild over.


1973-76, 603cc OHV 50hp 110mph 55mpg

Big old twin in the British tradition but needed lots of revs to Despite primary vibration, the often ran to 50,000 miles only minor hassles the primary drive, clutch and Strong frame, taut and useful drum brakes but rot gets to the petrol tank and Styling lacks the classic of British bikes.

Now rare in the UK but the odd one turns up with ruined and an excess of rust.


750cc OHC six, 71hp 45mpg 490lb

Six cylinder of madness whose handling its width and weight, superior to big, bad Jap bikes of the era. was smooth but gutless, presumably of the excess of frictional forces in the and low tech two valve combustion Though it’s not impractical more likely to be viewed as a classic by collectors than a road bike.

Lacks coherent electrics and long-lived or alternator.


1980-82, 900cc OHC six, 120mph 45mpg 485lb

to the 750 Sei that lost 5lbs, some much needed and improved on the production of torque; a sensible and useful upgrade to the six. Engines have known to run for 30,000 miles problems, though at any time starter motor and valvegear can be Smoky or rattly motors are news and best avoided – a of a genuine low miler’s found in condition, both chrome and often short- lived.


‘79-84, 449/649cc flat 28/50hp 90/ 110mph 70/50mpg

light (405lbs), built to a price boxers that build quality of the earlier Valvegear and pistons often attention before 50,000 Some jokers put R45 top ends on the Also the LS model with looks but same engine. cheap (around Ј750), but very slow but R65 engine or top will fit.

High may have transmission and even hassles.

BMW R60-100

R60:‘70-78, flat twin,

38/40hp 60/50mpg

R75:‘74-78, 750cc twin,

50hp 110mph 410lb

R80:‘79-80, 797cc twin,

50hp 110mph 410lb

R90:‘74-77, 898cc twin,

60/67hp 120/130mph

R100:‘77-84, 980cc flat

60/70hp 115/120mph 55/45mpg

twin shock Boxers age Later models have transmission but poorer economy. the best model, especially RS fairing, but the good ones are rare — owners want to sell. R90/100’s weird handling and excess engines go after 50,000 (smaller bikes can do twice

Clutch, timing chain, and valvegear likely problems.


1981-96, 797cc flat 50hp 100/105mph 35/50mpg

Boxer design suffers poor economy and excess (470/ 500lbs) but still for the long distance stuff. gearchange and less jerky than the older R’s but needs a learned boot. Old GS lighter and more fun than Boxers but usually thrashed, can before 40,000 miles engines make enough to be obvious in their demise.

BMW problems at high mileages, around top ends, pistons, timing chain, etc. The odd one has over 200,000 miles, everything from snapping drives to gearbox explosion is


1987-96, flat twin, 60hp 40mpg 510lbs

RT and RS models by the … R100R, which quite classical and heavy to the old 70’s Boxers, though the and handling have evolved out of all RT/RS remain useful speed tourers, though the RS has the fairing and superior appearance. have reasonable longevity, occasionally ruined by inconsiderate

R100GS’s hot when equipped Paralever rear suspension but thrashed.

BMW F650

’94 on, w/c DOHC single 50hp 55mpg 410lb

Good mix of and torque from Rotax Italian assembled big thumper, it could usefully lose the fairing and a 100lbs of mass. ones are generally mildly more important to look for of crash damage than ills. Dealers are demanding money for them!


1986-96, DOHC triple, 75hp, 55mpg, 500lbs

Smaller works well as tourer, in K75S (125mph, 525lbs) Very high mileage can suffer from transmission, and top end problems but a 100k viable. has barn door fairing, 570lbs, doesn’t make sense.

Very early can still be viable despite mileages already covered.


1983-94, 987cc DOHC 90hp, 130mph, 45mpg,

Less impressive than now replaced by the K1100. Heaviness and hidden by excellence of its finish and of its brand name. Early often had intrusive vibes, odd and weird handling. Masses of low rev saves it from obscurity. the RS nor K1 cut it as sportsters.

16 valve head was in the nineties, gave a touch performance. Same problems as

BMW K1100

1992 on, 1100cc four, 100hp, 130mph, 550lbs

Grand tourer lots of luxury, safe if handling and BMW quality. LT is tourer RS slightly more sporting Both have an engine concentrates on producing the maximum at the lowest revs and have top gear roll-ons for ultra-relaxed on the open road. Engine’s developed, more sophisticated the K100.

Weight, poor and 70mph speed limits them a little lost on UK

BMW R850/1100R

1994 on, 850/1100cc twin, 75/80hp 120mph 520lb

Naked, new tech with bulbous styling, mass and advanced Telelever Width of the engine limits madness but sophisticated suspension at ends allow most to be absorbed without the usual BMW and diving. 1100R has major of excess of torque, 850R

A significant advance over R100’s but more attention’s to weight saving, though it show up too much once way, thanks to the modern


1993 on, 1100cc flat 85/80hp 135/ 125mph

Unique new Boxer designs are or less on the pace, relying on an of torque for their kicks. RS well in most conditions for dense town work it’s slowed by the engine GS trailster inspires a different of madness.

Both rely on and Paralever suspension to tame travel and shaft drive works exceedingly well for of the time. Catalytic converter and ABS are a bit excessive on a modern motorcycle.


1990-95, w/c t/s single, 12hp 70mph 200lb

Roadster’s sensible, stroker that handles than it looks; a useful on the 125 Blues. Can be derestricted to 26 horses, gives a top speed of over and some interesting kicks as it weighs 200lbs. Old ones a dubious finish, odd electrics, calipers and a motor that can be out in 30,000 miles; but nothing storming the breakers can’t though they are on the rare

Never made great into the market despite a price.


1992-95, 125cc w/c t/s single, 70mph 70mpg 200lb

styled street bike looks smart, handles on reasonable tyres and goes when derestricted. Quite a few written off by keen learners, so a check of the chassis is necessary. ones rot after a few British so overall finish is a good of the way it’s been treated – non-standard paint jobs mean it’s been Availability of spares from is poor and nice ones

Seen one fitted with motor!

CAGIVA 350/600

’93-96, 350/600cc OHC single, 90mph 60mpg 350lb

useful trail bikes thump along for 35000 before any hassles turn up from the ignition or top end). miles are indicated by lumpy and poor running at low revs – it take at all well to radical to the exhaust or airfilter, either. The version does vibrate more than the smaller and worn out examples will feet jumping off pegs!

models are rare, the 350 discontinued in


1992 on, w/c t/s single, 12hp 75mph 280lb

Relatively heavy replica that had, in its stylish incarnation, Italian creaming themselves. The 12hp is a bit silly but the derestricted, 30hp is hot stuff both in terms of the it puts down and its handling. the four grand new price is of a joke and they desperately to put the watercooled engine in a … 30 horses and 200lbs being more interesting than the replica stuff that makes sense when are a 100 horses to hand.


’93 on, 750/900cc OHC 60/70hp 115mph 50mpg

Dakar replicas that in at 420lbs (heavier than the Ducati’s whose engines share) but less silly BMW off-roaders. Styling doesn’t but the lusty engines make shift in a suitably fearsome and handling’s okay. They are used for the cut and thrust of DR work, makes for some interesting in London – they are tough to leave a line of wrecked in their wake.

Check for clutches and ign hassles.


1988-89, 650cc OHC V-twin, 115mph 55mpg 400lbs

if not wonderful version of the Pantah motors along okay but really inspire. Usual engine hassles but at least are easily available and the electrics quite so weird as in some Wop The only high mileage one the come across had warped leaking suspension, rusted and loadsa of oil leaks but still windows in their frames and see off CX500’s, and the like.

There’s no to pay serious money for one.

650 II

1986 on, 650cc OHV flat 36hp 90mph 60mpg

Update on the old Cossack with styling and engine components. in a variety of guises, all having an functional, funky appearance. You like this kind of or collapse into hysterical

Old BMW motors can be fitted. Pay an extra for the sidecar version which is well built to drive cars and across roundabouts. of cheap old ones, plus and Ur(in)als.

DUCATI 250-450

67-78, 249/349/436cc OHC single 95/105mph 85mpg

Early weren’t too reliable and lacked 24 Hours had suspect alloy but hit the ton on a good day. Desmo a little faster than the but can wreck the big-ends and the crank. carb, electrics and exhaust. Can legs rather than if the timing’s slightly out.

350 buy but rare. All are agile and gutsy but suspension and fierce primary make them less inspiring. Some very renovations, used spares are


1974-78, 748cc OHC 50/65hp 110/ 125mph

Old type vee with bevel cams, bit of a beast with gearbox, weak clutch and crank, not to mention self-igniting and back breaking suspension. a major rebuild around miles or earlier if poor used. S and SS versions were hot racers with leading handling at the time, somewhat Desmo motors and the kind of that appeals to masochists.

Some stock 750 models SS clothes at the latter’s prices, so


1977-79, 863cc OHC 64hp 120mph 50mpg

Bored out version of the 750 with handling and lack of style. Can run to miles. Good workhorse but have the guts of other Still quite a few on the road, at reasonable prices but watch out for failure – either at high or from using the wrong Later Darmah version was more stylish, better and less brutish, but some failed within 20,000

Try to avoid bikes that heavily or have excessive noise as they can turn out


1977-79, OHC V-twin, 68hp 130mph 425lbs

Vee-twin that’s and revered by a few fanatics but can be blown off by any of modern Jap 600’s. Famed for its which came from stiff suspension and good rather than any frame it also had exciting lumps of in typical vee-twin manner. come from crap engines that only run on oil, difficult starting and the for frequent rebuilds.

Can be awfully when something goes out of


498/583cc OHC V-twin, 48/60hp 125mph 50mpg

Vee-twin belt drive Desmo (10,000 to 20,000 mile life, valves need every 8000 miles). Pre ’82 suffer weak gearbox and later bits can be fitted. bikes are reliable for 50 to 60,000 with few problems, although examples can ruin their Nice handler with supple suspension; electrics are reliable than early

600TL had economy chassis but engine as the Pantah.


1989 on, 749cc OHC V-twin, 105mph 40mpg 430lbs

Odd Duke that showed their vee-twins only as sportsters. Handling is better most such devices but doesn’t say much. Caliper suspension going floppy, judder and snapping rear are some minor hassles to out for.

It might be possible to fit more suitable cycle and suspension. It’s one of the few Ducati’s isn’t going to make status, so it has its uses as a cheap of engine parts, but very in the UK.

DUCATI M600/900

’93 on, OHC V-twin, 55/73hp 110/ 50/60mpg

Amusing retro vee-twins with lots of but a finish that doesn’t British winters. The 600’s a running thing (once up) via its updated Pantah engine but the 900 has all the and guts. Both are full of elusive character without any chronic faults, though 900’s may have a dodgy and both can suffer malfunctioning units. Some good on new M600’s so don’t pay silly for one.

Many low mileage, only examples.


1988-92, 750cc OHC V-twin, 135mph 45mpg 410lb

A to the old SS vee-twins, with the same riding position and similar of gutsy performance. Handles and even better with the of a bit more civilisation. Looks alongside some Jap multi’s and a alternative to the FZR and GSXR multitudes.

clutch, electrics, front and engine for bottom or top end noises and oil Availability of reasonably priced is poor.


750cc OHC V-twin, 80hp 45mpg 435lb

Fully bodywork that looks as as Honda’s CBR600 but didn’t Ducati loyalists. Suspension not as sorted as it should be but any hard bike will have upgraded by now. Reliable for the first 25000 to 35000 but needs regular oil changes and shimming. Age and high mileage poor finish and electrical Competitively priced with to rival Jap replicas and a very speed tool.

Availability of ones is poor.


’89-92, 906cc w/c OHC V-twin, 150mph 40mpg 450lb

engine, Weber carburation and enclosed bodywork redefined the old engined series. Alas, the new heavier than the old aircooled probably down to old-fashioned techniques. Complex motor can expensive at high mileages. handling than the 750, to superior suspension. Very on tyres and brake pads, but most bikes of this are as well.

Some very examples out there and the odd low miler for a loving owner.


92 on, 583/750/900cc OHC V-twin, 600: 120mph, 50mpg 380lb;

60hp 135mph 50mpg 900: 75hp 140mph 410lb

The 900 version of these red cafe racers wins out on except cost, which is to ridiculous compared to the 600. The a good bike in its own right; a touch smoother and more The 600’s okay but the performance compensate for the riding position. for the usual things on Ducati’s – electrics, oil leaks, general etc

DUCATI 851/888

90-94, w/c OHC V-twin 100/120hp 160mph

High tech Italian which reminds one of the old seventies – brilliant when everything properly but hell when went wrong. This around there was a lot to go wrong, electronic ignition, fuel (on the 888) and eight valves. take quite a lot of owner regular servicing and lots of to keep in good fettle. really well loved out there but even poor fetch serious money.

anything that knocks, or smokes.

DUCATI 748/916

on 748/900cc w/c OHC V-twin 100/120hp 35mpg

Hot styling blows the of juvenile road testers but it has the and handling to back up the looks. impressive to ride for short the comfort factor may limit distance enjoyment. The successor to the old as far as highway kicks on the brutal goes; the 916’s quite of blowing away most of the big Jap

Both the 748 and 916 had their prices cut in 1997, now lots more on the than before.

JAWA 350

on, 344cc t/s twin, 28hp 70mpg 350lb

Updated and styling in ’94 less of an Less likely to expire electrical or mechanical problems earlier model. Exhaust and engine rattles are normal on the old

Also sidecar.


497cc DOHC Twin, 110/ 100mph 55mpg

Early Alpina’s were but less reliable than the 500T/S. If the Alpina had all the attributes of a twin it could also overheating and oil supply problems. engines lasted for only miles, others managed miles – burns exhaust breaks camchains and wears out if neglected.

Handling was only by short-lived, weak swinging arm Montuic was racer on the road; fun but troublesome.

MZ ETZ 251 Saxon/Tour
MZ ETZ 251 Saxon/Tour


1971-76, OHC twin, GTL: 52hp 60mpg 480lb;

SF: 65hp 45mpg 470lb; SFC: 130mph 45mpg 465lb

vertical twin that in GTL was mild and odd looking but engine tough, can run for over 100,000 Top end first to give problems, very strong. SF version classic looking, troublesome top end 40,000 miles. Still left on the road due to good quality.

SFC was proddie racer a lumpy engine that worked on the open road; expensive. Most bikes are milers.


981cc DOHC triple, 130/ 140mph 45/40mpg

3C was mild triple that was upgraded to harder Jota. Top end trouble first but motor can run 50 to 100,000 miles. Engine in condition’s fairly smooth, heavily used ones go piston rings rapidly – applying a compression tester.

heavy going, needing and long legs. Pre ’81 Jotas are bikes, more engine Also rare 1200 with less reliability and vibes.

Most are now owned by enthusiasts.


981cc DOHC triple, 140mph 45mpg 540lbs

motor with new crankshaft takes the edge off the Jota but quite a handful compared modern 600’s even the RGS’s the best looking and Laverda triple – not quite out of … country when the gets tough. Engines run to 60,000 miles before a thorough rebuild, top end or gearbox likely to need attention. Corsa and RGA versions.

Getting to be rare on the road, now; the Jota’s are the ones with the status.


1995 on, DOHC twin, 70hp 35mpg 400lbs

An update on the old 500 housed in a modern chassis in the racer idiom, which from harsh competition Ducati. Relatively straightforward cylinder engine really to be housed in a Bonnie type and sold on practicality, but there no money in that for a small Big vertical twins are so rare, days, that almost any has to be welcomed and the Laverda seems an amusing way to hustle.


344cc OHV V-twin, 35/42hp 95/ 65mpg 350lb

Neat vee-twin that peaked in the Sport version, thereafter style, power and performance. milder Strada version had a much more comfortable than the Sport which clip-ons with forward pegs. Handling excellent, models had neat double drum brake. Highly engine can blow up when around 30,000 miles but made it to 75000 miles. drive for the cams needs every 15000 miles, sure you fit the correct type.

chassis finish but most Most spares still


1979-82, 478cc OHV 46hp 110mph 60mpg

The larger version of the Morini work as well as the 350 but it’s a little bike if used Some have been to early 350 Sport layout and all the better for it. Straight through and modded air-filter make it more interesting on the open Engines often need a around 20,000 miles if have been used at all

The odd rat one turns up cheaply, with cosmetics and knocking engine.

350 DART

1985-87, 344cc OHV 40hp 105mph 50mpg

The sweet little Morini ended its days housed in a fully enclosed expanse of GRP but few bought them. Mainly the engine ended up so muted the noise and emission regulations it had lost its edge, the flat heads just couldn’t with modern times. The handled okay, was relatively and the engine was quite reliable.

are very rare in the UK and may, in years time, make it as a on the back of their curiosity


1981-85, OHV V-twin, 45/50hp 105/ 50mpg 350lb

Small vee with shaft drive and pushrod engine. Agile, the usual Italian temperament for clunky gearbox that nasty with age. in trouble by 30,000 miles, often burnt out by 20,000 Mk.3 and cafe racer versions had useful bit of extra Monza’s tended to be thrashed turned them fragile and degraded rapidly – few left on the

A few years ago there were of rats but now mostly just the odd low around.


643cc OHV V-twin, 50hp 50mpg 350lb

Upgraded of the V50 that doesn’t inspire but was with … riders who want a tourer with mass. Even a torrent of loving care did little to the chassis and electrics rotting, seemed to fall apart the inside out. Some managed 50,000 miles, didn’t do half that.

The engine seems to wear out so what seems like a fault may be a sign of looming


643cc OHV V-twin, 60hp 45mpg 380lb

Uprated V65 with more power and internals but still a somewhat trip if thrashed at speed for distances – the cylinder heads can and, ultimately, the crank knock- knock. Also and UJ’s are trouble spots. are engines that do over miles.

Chassis and electrics better than many which ain’t saying When in nice condition quite a ball to ride but one in such a state is difficult.


1988 on, 746cc OHV 40/50hp 110/ 115mph 385lb

V50 design knocked out to the doesn’t exactly inspire as a long way from leading engineering but it is a compact, light that can do most things Exciting it ain’t. Targa looks neat and the 750T has its as a tourer cum hack. Expect problems after 25000 if it’s been used at all although finish and electrics improved over the years.

mild, almost useful in custom mode.

MOTO 850

1977-84, 844cc OHV V-twin, 120/ 130mph 45/50mpg

Le Mans suffer leaking drive seals, jerky slipping clutch and laughable and finish. Updated with new and smoother transmission. Mk.3 be rebored and lacks earlier

Bikes run for 50,000 miles too much hassle. Look out for generator and starter troubles, and top end Has heavy throttle and clutch, shaft drive reaction in T3/ 5 much milder devices can go for 80,000 miles plus some went around the

Many well loved out there.


1984-90, 949cc OHV 80hp 130mph 40mpg

Big, agricultural vee twin heavy throttle, lurching drive and electrical idiosyncrasies. torque, general longevity and of maintenance are its saving graces. 16 inch wheel version (or back to 18 inch) as it doesn’t the handling at all. Well Le Mans (which includes upgrade and doing something the naff riding position) are buying if the price is right.

tuned engines as reliability The new 1100 Sport and Daytona taken over the Le Mans


1976-94, 949cc OHV V-twin, 120/ 130mph 50mpg

The Spada was Guzzi’s serious which evolved into the 3 that had an almost stylish fairing and was in many ways most practical hustle. they suffer from all the Guzzi hassles and problems. age well under a mild a few having done 100,000 or more.

First impressions probably not be favourable but those who for a couple of months tend to in love with them. nice ones left out


1986-95, 949cc OHV V-twin, 125mph 50mpg 475lb

… big vee twin that has its endearing grumpy nature and be looked at by those interested in retro kicks. Shaft hiatus tamed slightly in versions but anything with 60,000 miles is likely to loose UJ’s. Wiring, calipers, exhaust and general have to be viewed with in aged examples and they can end up very rough.

Owners to be … and sensible so some buys out there if you take the to track them down.


949cc OHV V-twin, 75hp 50mpg 550lb

Harley Guzzi that’s unlikely to the America company out of business but along in a weirdly majestic Generally tough and reliable just the electrical and UJ blues to out for. Handles well for a but is rarely thrashed – thus are some very old ones are still working well, they do need a lot of polishing to their shine.

MOTO 1000S

1992-94, 949cc OHV 75hp 130mph 50mpg

Update on the old 750S which was the stylish of the Guzzi’s. Looks to for, the rest of the bike is a dated in the Guzzi way but once you get to the idiosyncrasies it can be used hard and generally quite practical. are rare on UK roads. Open free up the engine and make a racket, but make sure the have been altered.

used prices make something of a bargain but build on early models was questionable.

MZ 125

123cc t/s single, 10hp 70mpg 240lb

Lacks the build quality and less but a cheap way into the learner much more reliable and than other Iron hacks. Available as the Alpine, ETZ (with disc brake and er, styling) or Lux. Also 150 version (65mph and 70mpg) same naff styling as 125; engines will

Old ones have self-igniting and exploding gearboxes to add to the amusement. but stylish MZ Saxon version itself out of the market in 1994.

MZ 250

243cc t/s single, 20hp 60mpg 300lb

Huge in models: ETS Trophy Sports had styling; TS250 Sport and goes well; Supa had redesigned motor and nice ETZ has the best combination of qualities. brakes not really adequate rear brake arm at the front) and early bikes went mains as quickly as Honda went through cams. are a weak spot in the electrics and bearings can go at any time.

One of the few Iron bikes to offer a decent experience.

MZ 251

1990-96, 243cc t/s 21hp 80mph 65mpg

In Lux form an extremely ugly with usual MZ virtues and – engines will do 20,000 before any serious problems 1993 saw the introduction of the much attractive Saxon Tour and Fun, which are actually to look at. Much better than the 125’s and retain much vaunted ruggedness and

For ’95, the Lux and Saxon Tour it out for supremacy, the former sold on a basement price.

MZ 300

1987-96, t/s single, 25hp 90mph 300lb

Update on the well 250 had poor economy in pre ’93 models. quite useful, tough and braked but not quite fast Updated in 1993 with Fun and Tour styling, with economy (around 60mpg) retaining full chain and long lasting consumables.

MZ 500

494cc OHC single, 34hp 50mpg 350lb

Rotax fitted into 251 chassis redesigned frame which is than up to the job. Early doesn’t even make it as as sin, replaced with the less offensive Silver Saxon Tour, Fun and Country are more interesting (from ’93

Rotax motor generally for the first 30,000 miles but ran on worn out cam belts which did in the top Spares are okay, possible to the motor into more form.


’95-96, w/c OHC single, 50hp 110mph 380lb

Yamaha XTZ660’s housed in interesting and stylish shows some promise – MZ haven’t gone out of their way to the running costs minimal. Not many on the secondhand market as priced when new. should be tough and durable but the odd with the oil tubing run and general quality.

MZ ETZ 251 Saxon/Tour
MZ ETZ 251 Saxon/Tour
MZ ETZ 251 Saxon/Tour
MZ ETZ 251 Saxon/Tour
MZ ETZ 251 Saxon/Tour

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