✅ Motorcycle Minsk trx 300i: review, photo, video

Editor-in-Chief of Bolshoi magazine, rode 1,500 kilometers on a M1NSK TRX 300i motorcycle. How good is the first Belarusian bike with a fuel injection system and why Novitsky is afraid to travel far from the service center, read in this material.

I was given a motorcycle back in the fall: in the autumn abyss I rode it 300 kilometers, wrote one report and put it in the garage. We had Napoleonic plans for the summer: in the Kraina project, the motorcycle was supposed to cover thousands of kilometers, helping us film the most distant corners. Should - but haven't reeled it in yet.

Now there are only about 1,500 kilometers on the speedometer, because karmically this summer has not gone well for the M1NSK brand: top managers of the motorcycle are constantly “sitting” for repairs. Moreover, the breakdowns are truly karmic: I studied the thread on Online dedicated to this model, no one had such problems. Therefore, I was simply unlucky with the issued copy: this happens.

The photo shows the bridge over Pripyat, where we once again dismantle and reassemble the motorcycle. At some point, he fell in love with “losing consciousness”: you drive and drive, then the dashboard starts blinking, and after a few minutes all the lights go out and the engine stalls. You remove the tank, move the wires or just wait - after some time the bike comes to life.

The apotheosis was the return from Polesie to Minsk: the TRX 300i finally stalled and stopped showing signs of life. There were fifty kilometers left to Minsk...

The evening repair, which smoothly turned into a night one, revealed the reason: the “plus” of the battery has a fuse, which, apparently, was poorly installed on not the entire surface, but part of it, overheated, melted, and eventually melted completely. Picking out the fuse and stuffing in a new one - and the motorcycle flew like a swallow.

But the Minsk “swallow” is in no hurry to travel far from the branded service: the fuel pump constantly breaks down. The motorcycle is the first in Belarus with a fuel injection system! The pride of domestic motorcycle builders, but I would prefer a carburetor, because I’m tired of fighting with the injection system pump. The first one was replaced when the mileage was about 800 kilometers, the second one was installed when the mileage was about 1200 kilometers, now it is humming and is about to jam: I will soon go to the service center to install the third one. At the same time, I’ll ask you to change the fuel tank: apparently, there are either shavings in it or something else that is killing the pump. There is no point in pointing to “Chinese” quality: the Delphi pump is a high-quality manufacturer, so the reason is either in the tank or in karma. Moreover, during the second installation, the tank was washed - but the pump still hummed. I'll ask the service to change the tank, maybe that will help. I emphasize once again: I did not find descriptions of such breakdowns on the Internet, I was the only “lucky” one. Or are there still sufferers? Leave comments below the article.

This is where the list of breakdowns ends: at the company service center they did a complete maintenance once, adjusted the valve clearance, the motorcycle runs and rides. But it’s scary to ride it far: the stories with the pump and fuse are still fresh, so there’s a psychological fear that you’ll be tinkering with the motorcycle on the track again. I hope that by the end of summer all the “strange things” will pass, and we will live in perfect harmony with the motorcycle. After all, the model itself is not bad. Now I’ll tell the inquisitive reader about this - what kind of motorcycle is this, M1NSK TRX 300i.

The device appeared on the market in 2013, immediately setting off on a motorcycle rally all the way to the border with Afghanistan. But in 2013 they were only accepting orders; they started selling it in 2014 at a stated price of $5,100. It is clear that they bought little, but there is a crisis and inflation - as a result, in dollar terms, such a motorcycle can now be bought for just over $3,000. Great price! For this money you can only buy a “worn out” enduro from the mid-90s, which will require an injection. And here: a new motorcycle, equipped with arches and panniers.

It is clear that the motorcycle is not a domestic design: Belarusians have not been inventing anything for a long time, but are assembling a Chinese product. “In the original” this is a Zongshen RX3, it was simply equipped with original tires and “M1NSK” stickers, and this is how the TRX 300i turned out. Injection enduro for beginners: approximately under this slogan the original Zongshen model is sold in the USA. Sales in the US speak volumes about the quality of the product: this is one of the best Chinese motorcycles.

I’m ready to confirm: the model has a solid design, a strong chassis, and good ergonomics. You can only find fault with the low-power 250 cm3 engine. And the question is not about maximum power: in order to drive, you have to “turn” the engine, the engine is rather weak “at the bottom”. The power unit was designed for installation on the R250 sportbike, and this is noticeable: it spins happily at the top, but is sluggish at low speeds, with little traction. That’s why the article is called “dreaming about something more”: the only thing the TRX 300i lacks is a more powerful engine. It doesn’t have to be 600 cm3, 300–400 cm3 of air cooling is also possible, the main thing is that there is “low-end” thrust.

Although you can drive on the highway at 120–130 km/h, but oh well. With a passenger and luggage, the cruising speed drops to 100–110 km/h, so this motorcycle is by no means a touring enduro, but a normal city bike. Driving alone, around the city, to work from work - that's what you need. For three thousand dollars - an excellent offer on the market.

The market niche for this device is the same as for all M1NSK models: “my first motorcycle.” I bought an enduro bike, tried it out, liked jumping over potholes and curbs, and started moving on. The TRX 300i is unlikely to be suitable for testing, but as a first motorcycle it is a good option. If only because it is safe to fall on it.

An uncontrolled intersection, an unexpected car and, in order not to hit it on the side, a steep dive that ends in a “slippery ride,” helmet braking, shoulder braking, butt braking. The jacket didn't tear, but I did have some minor damage. The bike has scratched protection, scratched panniers, bent handlebars. The steering wheel is bent back like a pipe, I ride like that. If it weren't for the standard factory arches, it would have cut me worse.

Operation continues. But! It is important to understand that after the “nationalization” of the plant this model will no longer be in the production range. It is generally unknown what the plant will produce next, because contracts must be concluded, parts must be ordered, and this must be done now in order to begin assembling motorcycles by spring. Obviously, the old range of models will no longer be available.

But, firstly, there are still some quantities of these motorcycles in dealer warehouses. Therefore, the remainder will be sold for six months or a year.

Secondly, Zongshen, the Chinese manufacturer of this model, came to Russia. Therefore, everyone can buy the “original” Zongshen.

Thirdly, it is still interesting how the domestic motorcycle and domestic service will perform. Now I see a huge shortage of spare parts - but I will write about this separately.

Summing up the first half of the season: everything seems to be fine, but it’s as if someone has damaged the motorcycle. Now the “drummer” seems to have calmed down, I’ll finish the season and report on the results. Because there is something to tell about the service, the availability of spare parts, and the motorcycle. Let's move on!

And, “Minsk” is alive! I really want to believe this myself.

Motorcycle M1NSK TRX 300i: comparing the “new Belarusian” with used “Japanese”

The first material about the operation of the new M1NSK TRX 300i caused a lot of discussion.
Now the motorcycle’s mileage is approaching 4,000 km, there are no breakdowns, there’s nothing special to write about - so we decided to compare the “new Belarusian” with used “Japanese” ones. About breakdowns: the motorcycle is not mine, it belongs to the factory - that’s why I drive it in the tail and in the mane. The engine is almost always in the red zone, caress and lubrication are unknown to this bike. But! After a series of annoying breakdowns described in the first article, Minsk mysteriously stopped breaking down: the fuel pump is noisy, but is in no hurry to die. Therefore, as I wrote, the “glitches” are, rather, karmic in nature: as soon as you voiced your complaints out loud, the motorcycle has been working for 2 months and 2500 km, working and does not require attention. Therefore, we are going to Lida!

This is where three “Japanese” are waiting: Honda NX650 Dominator, Honda XL 600V Transalp and Honda XRV 750 Africa Twin. The legendary motorcycles hardly need any additional introduction: the competitors are strong, some of the best in their classes. Price range: from $2,350 for the Dominator to $3,750 for the Africa Twin. The new M1NSK TRX 300i at current exchange rates costs about $3,000 - well, let's see who wins?

Let’s start with the “Dominator”: 1995, 38,000 km mileage. Japanese classics from those times when they thought that a good enduro needed 1 cylinder and 650 “cc”: now people buy either a hard “hard” for off-roading, or something much more asphalt and universal, so this class of motorcycles is practically dead.

But! Veterans never grow old at heart: despite being 20 years old, Dominator looks great and is quite versatile. Its habitat is very wide: from enduring rides to everyday city driving. The motorcycle is narrow, and has just the right amount of traffic flow. Yes, the motor is archaic - but durable. The mileage is supposedly 38,000 km, but it whispers like a Swiss watch.

How is the bike running? Surprisingly good, I didn’t expect anything from Dominator at all, but it turned out to be a pleasant device. The most important thing: the engine. “Below”, at low speeds, there is so much “meat” that it seems that you can hitch up a plow and you’ll earn extra money plowing up vegetable gardens. They knew how to do it: you can attach a stroller to such an engine and drive in deep sand at idle, it, like an old volumetric diesel engine, forgives everything. The suspensions are also excellent, long-travel: if you don’t need a “cruiser”, pay attention to the Dominator. With one condition: do not go on the highway, because there this motorcycle is more helpless than a disabled person. Vibrations, low speed ceiling: it should live either in the city or in the forest. Not suitable for long-range shooting.

If you want, you can show off on the Dominator: light, narrow, with confident, even traction - in the 90s the Japanese knew how to make motorcycles. It is worth every cent of the $2,350 price tag and is in good condition. Brakes, suspension, power unit: everything works as if the next ten years will only require an oil and pad change.

Next client? Ooooh, the dream of many travelers: they say that Fyodor Konyukhov himself cries into his pillow, dreaming of Transalp. No joke: it’s hard to imagine a more versatile motorcycle for touring. If you see a Transalp without luggage cases, it means they were just left in the garage.

The most important part of the Transalp is the V-twin, which provides good cruising speed and smooth operation unattainable for a single cylinder. The reliability and service life of this power unit are legendary.

1995, promised mileage of about 58,000 km - what's left of the motorcycle?

Alas, there are questions regarding the technical condition. The bearing in the steering column is loose, the “neutral” light does not light up: it seems like small things, but they affect the sensations. If you look at it in general: indeed, one of the most balanced motorcycles of the 90s. The chassis is so soft that bumps in the road simply disappear. There is a downside to this: the handling is devoid of all sharpness, and the dive during braking is rather high. But together with a soft, powerful and intelligent engine, the result is a stunning union. Now it’s clear why prices on Transalp are as high as on the first generation Audi A6. A harmonious motorcycle, and absolutely not “evil”, not demanding of the owner. I sat down and went. Either to Karelia or to Berlin.

And the third participant in the “fight” is Africa Twin! It comes from rally raids, and even though the factory riders lost to Yamaha motorcycles every time, the civilian versions of the “Africa” outplayed all competitors. People claim that there is no motorcycle more reliable and durable. If you study motorcycle photos from the most remote places on the planet: yes, most often you will see a Honda Africa Twin there.

This particular example: 1994, declared 57,000 km and $3,750. Evil tongues scold “Africa” for being overweight, come on, what is it like on the go?

Incomparable. More than 200 kg are not felt at all: thanks to the successful weight distribution, the 750 cc “twin” and the not-infernal height of the device. There were no problems with my height of 177 cm.

It is clear that the old Africa is not a new KTM, and in 2014 it is not comme il faut to ride. But the engineers’ desire to make the best bike in the class is noticeable from the motorcycle. It is obvious that every little detail was polished. And over the years, “Africa” has not lost its charm: the suspension is assembled, the brakes are adequate, the engine is responsive, and there is a feeling that everything was done with a margin of safety.

What I didn’t like: the legs are too bent while riding, the landing is not for everyone. In all other respects, it was a convincing victory in all categories. If you want emotions, buy “Africa”: when you ride it, you are actually touching the legend.

What about M1NSK? Sorry for being so dirty: we came from afar, rushing through the mud. In fact, before starting the engine, it leaves a very pleasant impression. A design that looks like it was taken from a beefy goose. In the basic configuration: arches and three cases. The seating position is comfortable and the saddle is comfortable. For everything about all three thousand? New? Something to think about...

But from the first meters it becomes clear that the young and fast need to move on to other motorcycles: after the Honda, the dynamics of the “check” are not impressive, and against the background of the Africa Twin, the acceleration looks completely dull.

On country roads, the Minchik’s suspension works much harsher than the Japanese ones: there is not enough travel, there is not enough softness. But the brakes are parity, and in normal, everyday driving mode, questions remain only about the engine: there is quite a bit of traction “at the bottom.” To drive cheerfully, you need to “twist”.

What is the result of the “fight”? In my personal rating, the Africa Twin wins: I don’t like wallowing in a swamp with a piece of iron, but the Africa is very comfortable for everyday driving. You travel from work to work without panniers, put the panniers on the weekend and head off to the Carpathians. The NX650 Dominator is good if you don’t go on long trips, because on a long road it will be sad and sad. Transalp is beautiful, combines relatively low weight, smooth ride and engine power, but this motorcycle lacks emotions. Although: an excellent universal choice for all occasions. What about the M1NSK TRX 300i?

My (and also yours, because everyone knows her :)) good friend Katrina suggested me as a candidate for a test drive of the Minsk TRX 300. During the season, I’m not exactly a lazy ass, but I’m very busy, so I immediately gave up on public skating. As it turned out, it was not in vain. In return, I had a great opportunity to fidget around on this engine on business, slowly, thoughtlessly, but tightly.

When I sat down for the first time, I said to myself: this is a small engine, don’t blame me if there’s little traction, etc. I didn’t read anything, I came up with 300 cubes of volume for myself, imaginarily removed 15-18 power horses from them and calmed down on that. And at some point I find myself riding an enduro! Let it be easy, but still. What a sharp change in class, and this despite all the deliberate indifference to everything that is not a cruiser. The cunning, cunning TRX, he knows that I’ll ride at least out of curiosity, he takes advantage of me, the bastard!

Despite the fact that the engine was given to me to drive by the factory, I didn’t sign up for advertising, so now I’ll write all sorts of things)

On the first day, Thursday, after work I went for a ride out of town. From the start I don’t like how it starts up with a choke. I also have a suction on my dredge, so it looks like it should be fumbling. I move the nipple to the side, furiously rolling my eyes and twisting the starter, it makes a couple of turns, grabs it and starts threshing like crazy. It worked for a couple of minutes, the cylinder was hot, I gradually removed the choke, it began to beat convulsively and stalled. Then it won’t start, either with gas, or with choke, or without it. I'm angry. I let it sit and with the gas open I oil the starter. A man-made miracle happens before our eyes - it catches on and begins to work normally. It was not possible to skip the terrible pounding phase and start driving right away even once. This needs to be fixed! Okay, I started it up and got moving. The clutch is OK, moderately tight, grips almost from the very beginning, and by the middle of the handle it pulls away. I like it, it’s convenient in traffic jams, I definitely don’t like it when it goes off at the end. I start driving in front - it accelerates quickly, but the gears are short, here is the second, third, fourth, it seems like you’re already going 70, but somehow the impression is slow. We need to get used to it. Maybe it’s the same for others, I don’t know, so I take it as it is. It rides nicely on asphalt, I like the brakes, they grip well, you stop quickly, and most importantly, as you expect. There is no delay when pressing the brake - this is a plus. The rear one also brakes well, you can press both at once and hard; it was not possible to skid on dry asphalt. There are road tires on the back, so I don’t end up in the turd, but I try to turn onto the mattress floor.

On the rolled earth in the field

It seems to drive along the ruts normally, but it doesn’t surprise me, I drive like that on mine too. Further on, the ground cracks, and non-precious stones of a very large size are washed in with water. Complicating the task is going down + a passenger, I’m a loner, I don’t know what to expect from a motorcycle. It starts to wear out, but I taxi with dignity, pushing my legs only at the very bottom, on the rocks. It was a little scary, but fun: the passenger shouted - “Give me a tear!”)

Then we drove onto the dirt road and asphalt. I still love asphalt, smooth, with a slope at the corners, and mountains, mountains, mountains. Well, or at least the sea (rolled his lip).

On Friday after work I went for another drive, turned onto Rio de Chabaneiro, and laid a bundle of rusty wire at the crane cemetery. He became sad. Sharing my mood, the heating main began to be written with boiling water.

Please note that the appearance is very, in the photo this motorcycle always looks monstrous. The engine harness looks mysterious, the intricacy of the tubes is like a tight ball of snakes, and in general all the pieces of hardware look good together.

It's time to take a closer look at what I grabbed for a ride.

The cheerful blue color camouflages perfectly with the background, and I don’t know how it will come in handy on the road)

On the tank there are stickers “Minsk”, a model and a tricky letter “M”

The headlight is oddly shaped, but not ugly, there's something about it

Looks predatory from the side

The near one shines normally, but the far one shines beyond the horizon, apparently something needs to be adjusted.

LED turn signals, fashionable. Bright, flashing.

The stop is normal, you can see it well. Nothing more is needed

At the rear there is a disc brake, two-piston

There is also one disc in front

And some kind of fairing, in the form of a crap thing, I don’t know why

Mono single shock absorber, with a cheeky orange-red spring

Rear brake foot, then hydraulics

Passenger hoof

Gearbox foot and footrest. I would like to see a more confident footrest and a wider gearshift foot, the sneaker does not fit

Pens. The right one can be twisted (you won't believe it!)

The left one is also possible, but it is very difficult. Better turn right

The buttons are convenient by the way. There is no feeling of being made under a pair of hoofs.

Steering wheel mount. The key sticks right into it.

The steering wheel is unusually locked, from one lock along with the ignition. Somehow I didn’t understand how it works the first, second or third time.

View from the driver's seat

The windshield is short and pointless, I can’t imagine how it can be replaced with a longer one so that it doesn’t look ugly.

Tidy. Shows everything and shines in different ways. If you look at the light bulbs with your face, it helps to turn the knob to the right

I would just make the throttle cable almost tight, on the edge. I don't like chatter.

The screen shows the gear number - convenient, but neutral does not show as 0, but with a green light on the side of the screen, which is inconvenient. The tachometer shows 2 thousand idle. I thought he was lying, but no, it turns out that’s what was intended.

Mirrors bend space, I don’t like that in cars, it’s also very unusual here. It feels like the space behind you is collapsing, trembling anxiously. I would put the usual ones

In front there is a radiator with a personal Carlson

Motor. Cable clutch, chain protection on top. There is a gas tap

Larger. There is protection on the exhaust so you don't get burned; I haven't checked whether it protects or not.

Very large

There are safety bars. How much does it help? Tell me when you drop it.

The stern is hung with square trunks. The size does not amaze the imagination, and breathing does not speed up. If you go with a girl, your things will only fit on you, and you may have to wear a couple of her bras. It will get warmer in the distance)

The rear case categorically refused to be locked. As punishment I put a wet rag in it!

But stop looking. I'm going for a ride.

It was decided to take a new road and get a little lost. At first I drove familiarly, and then frantically turned wherever I wanted, completely lost on local roads somewhere in the area of the Slutsk highway.

I drove along gravel roads, dirt roads, and large rocks. At speed it behaves predictably, wags as expected and is held with two fingers.

I rode like this for three days, during all the trips nothing came loose, the chain just wanted love and affection, probably all chains want that, at least on a bicycle it’s like that) I didn’t touch it, there was nothing to lubricate it with, and there was no time to tighten it, it slipped a little , but I didn't pay attention. The suspension has never been punctured, it’s quite the same, the ride is smooth and comfortable. It’s not scary to go into the third row of the roundabout, but it doesn’t go much more than 110. The gasoline sensor is lying! It was a shame to fill in 1.2 liters at a gas station, thinking that the tank was empty) I was unpleasantly surprised that there were only 250 cubes, but it turned out to be amazingly pleasant to have 26 liters, which is why he strived for the third one at the roundabout. When it was time to return it to the library, it was raining, and my butt unexpectedly skidded on the wet tram rails. He pushed off with his feet and caught his balance. The lightness of the design forgives haste and inattention.

Definitely, starting it evil, driving it is fun, leaving it in the parking lot is sad.

I’m not an endurist, and I won’t lie to them, because the sea is only 500 km away, and the mountains 800, but it was fun to have fun in the evening!

PS. Half a second of a passenger and dancing poodles: you see, the passenger wants the backrest higher, but I, as the driver, don’t want it, and so I constantly touch it with my foot) Therefore, no.

MINSK TRX300I (2014) - Belarusian enduro-tourist who may surprise

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

The engine capacity of this tourist is only 250 cc. You definitely won’t be able to accelerate very much, and even off-road it’s a bit pitiful, and it “presses” a lot. 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 tourer. Perhaps the manufacturer was aiming for just such a niche. But there is another side to the coin. After all, formerly post-Soviet countries did not have such a wide selection of motorcycles as they do now. They traveled with whatever they could and they succeeded. Of course, it’s not as comfortable as tourist motorcycles are equipped with now, but still.

By the way, if you are planning a tough off-road route, a 250-600 cc motorcycle becomes preferable to a liter. A 130kg endurik has a much better chance of covering the Carpathian Mountains by compass than the R1200GS Adventure, which has a curb weight of 260kg.

For example, Kharkov resident Alexey Pilipenko in the saddle of a Honda XL250 climbed under his own power into the very heart of the Syrian Desert. Roman Martynyuk rode a similar bike from Kyiv to Magadan and back, and rode a modified 150 cc Suzuki to the Yamal Peninsula.

There is a need for such touring motorcycles - lightweight, all-accessible, inexpensive - but there is practically no supply on the market.

But let's return to our ward.

With its new model TRX300i, the Minsk Motor Plant is targeting a very promising niche. The recommended price of the motorcycle 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 (wind deflector, more comfortable seat, larger tank, etc.) in order to successfully perform the functions of a tourist. But the fact is that not all motorcyclists will want to deal with used equipment. A more modest brand is better, but the motorcycle is new and comes with a warranty (Minsk has a year without mileage limitation).

Before presenting the TRX300i to journalists, Minsk residents sent these three tourists on a Brest-Dushanbe run of about 10,000 km. Estimate this mileage for 250 and even in Minsk. I can't believe it. Representatives of the plant assure that all test bikes successfully covered the route, establishing themselves as reliable and versatile tourists.

Let us first turn our attention to the technical area of the TRX300i project. When journalists asked the question “who assembles a motorcycle engine?” - Minsk residents answered the question evasively, limiting themselves to the phrase “this is an Asian manufacturer.” The 250 cc liquid-cooled engine, as well as other parts, arrive at the plant in finished form, and 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 “Made in Belarus” status.

Search the Internet and you will find interesting information: the TRX300i is the same international project as the 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, this is where the legs grow from). In the UK, the model is sold under the Honley Venturer 250 brand. Whether the RX3 is an original development by Zongshen or whether this motorcycle giant orders production somewhere on the side is an open question. This is the Chinese motor market, which is impossible to understand.

Structurally and externally, the TRX300i and Zongshen RX3 are one motorcycle, but with some technical nuances. So, the “Minsk resident” has a 20 mm longer wheelbase, a slightly lower seat height, and a 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 switch production units to fuel injection. With the rear wheel format, everything was also decided quite recently: choosing between 130/90 R15 and 130/70 R17, Minsk residents opted for a 17-inch wheel.

The TRX300i's design matches its purpose. In terms of the expression of the “muzzle” and the lines of the silhouette, this “Minsk” is most 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, and a set of three plastic panniers (stock equipment). True, the panniers here are not at all the same as those that the owners of Gees and other expensive motorcycles boast about: the width of the side ones is barely greater than the average size of a travel suitcase, and neither a half-face case, nor even an integral one, will fit into the flat central one. The panniers cannot be unfastened in principle; they are rigidly screwed to the frames, so in the event of a strong fall they risk falling apart, selflessly protecting the motorcycle and its owner.

Like many other mid-sized motorcycles with Asian roots, the TRX300i pleasantly surprises with the level of equipment: an inverted fork, reinforced hoses, LED optics (turn signals and brake lights), a lever with a monoshock absorber in which spring preload and rebound damping are adjusted. The manufacturer did not dare to install a radial caliper in the front circuit, which would have made it possible to install a brake disc of a larger diameter. To the eye, the front and rear rotors are the same size. There is also a 2-piston caliper installed at the rear! Why does an enduro tourist need such a powerful rear brake?

MY MOTORCYCLE

There is a need for such touring motorcycles - lightweight, all-accessible, inexpensive - but there is practically no supply on the market.

But let's return to our ward.

Review and technical specifications Minsk trx 300i

The Minsk trx 300i motorcycle, intended for long trips, should be classified as an enduro-tourist. Unlike other models, the trx 300i has already proven its reliability on the Brest-Dushanbe route, having covered more than 10 thousand kilometers. Despite its trivial appearance, the motorcycle has good dynamic performance, a powerful engine and a large number of panniers in which you can put everything you need on a long trip.

The model combines the characteristic features of an enduro and touring motorcycle . The spectacular “predatory” design, powerful treads and 4-stroke engine were inherited from the “off-road” vehicles. Spaciousness, good load capacity, comfortable fit and saddlebags - from classic “tourists”. If you cannot decide on the class of your future motorcycle, torn between practicality and excellent cross-country ability, then you should take a closer look at this model.

Technical indicators

Let's take as an example the characteristics of the Minsk trx 300i motorcycle, about which many online communities are buzzing with reviews:

Responsive suspension and reliable disc brakes make the handling of the Minsk trx 300i motorcycle excellent (even in the video you can immediately determine this plus). The powerful 4-stroke engine, which produces 28 horsepower, is durable and delivers good performance even at low speeds. Low weight (155 kg) for the class of touring motorcycles, as well as compact dimensions will ensure a comfortable and safe ride both in dense city traffic and on the highway. The fairly high maximum speed for such a model also captivates buyers.

Advantages and disadvantages

Like any other equipment, the Minsk trx 300i, which cannot be fully assessed from the video, has a number of advantages and disadvantages. Among the advantages of the motorcycle, owners note the following:

Low fuel consumption.
Impressive ground clearance (21 cm).
Effective braking system.
3 cases included as standard.
A reliable engine that has proven itself under various road and weather conditions.
Comfortable seating position for many drivers.
Mirrors that provide the motorcyclist with the necessary visibility.

The model also has disadvantages:

Standard appearance, copied from Asian technology;
Insufficient engine power;
Protectors do not always provide reliable grip on the road surface;
High cost (about 200 thousand rubles for a new or low-mileage copy).

[sc:ads5]

Minsk TRX300 – TEST

Another Minsk

2014 onwards, 250 cm3, 26 l. pp., 155 kg (dry weight), 140 km/h, 178,000 rub. (approximately)

text: Vladimir Zdorov photo: Evgeny Bobrikov

In the photo: Vladimir Zdorov

“I found myself in Minsk for the first time before the collapse of the Soviet Union: almost a quarter of a century has passed since my last visit to the capital of Belarus and my current trip, which took place a couple of months ago. The reason was an invitation to test a completely new machine for the company - the touring enduro M1NSK TRX300, a prototype of an injection motorcycle, respectively the TRX300i, which by the time this issue went to print should already be in production...

Now Minsk is not at all similar to the city that I saw in 1990 - it is different: modern, clean, with straight central avenues like the general line of the party, with very good asphalt, nice signs of small restaurants, “polished” central and historical parts . And even though Minsk cannot boast of the sophistication of Paris and the flashy wealth of Moscow, it leaves behind very pleasant impressions, and you want to return to it again. The M1NSK TRX300 motorcycle is also different - unlike any other model in its rich historical heritage of the ideological tree, the TRX300 is the plant’s first attempt to enter a new marketing platform, where extreme simplicity and cheapness are no longer the key to success, rather the opposite... Despite the fact that a pre-production, still carburetor batch of equipment was “rolled out” to journalists for testing, I will make all assessments and conclusions after the test without any “buts” and other subjunctive forgiving pronouns, suffixes and prefixes.

An oxymoron Let's start with the main thing: it presents the TRX300i as a touring enduro. But in my memory I don’t remember conquerors of countries and continents with an engine capacity of 250 cm3. No, I was not mistaken, the letter 300 in the model name is a “subtle” marketing ploy that allows you to “draw” a non-existent 50 cm3 to the engine capacity. True, even such a figure would not fundamentally change the situation. In general, a touring enduro with an engine capacity of 250 cm3 is like a long-haul truck with a two-liter gasoline engine - nonsense. However, it should be said that the TRX300 does not fall under the usual short-range “collective farm” of the “dacha-saloda” class. The motorcycle has quite “adult” ergonomics, easily “eating” not only the pilot, but also the passenger, a standard luggage system consisting of three panniers, by the way, of very good quality, but, alas, non-removable, relatively long-travel suspensions (especially compared to road motorcycles) ) and a very nice, near-European design. It is the style and perception of the motorcycle that seriously moves the TRX300 away from its modest and shy “brothers” in the shop. From 50 meters the motorcycle can be easily recognized as one of the products of the Italian motorcycle school; from 20 meters you will still have a firm belief that this is some kind of European, or in extreme cases, a Japanese motorcycle, and only by getting close can you will understand that something is wrong here.

What's wrong? As often happens not only with motorcycles, but also in life, the whole blissful picture of an impeccable Soviet intelligence officer deep behind enemy lines is revealed by small details, like a parachute dragging behind his back. It’s the same with the M1NSK TRX300 - slightly rough remote controls, gaps in some of the mating parts through which more than one platoon of soldiers will pass, a lumpy side stand from birth, to which the factory forgot to add about 100 millimeters of length... The list goes on, but it’s unlikely that this it makes a lot of sense - if the plant management has the appropriate “political” will, then in mass production all these “features” can and should be eliminated. The M1NSK TRX300 is in a world of its own, a sweet parallel world of the company's marketers, in which touring enduros have 26 hp. With. at almost sportbike-like 8000 rpm... Usually, as part of a standard test, I always write about the dynamics of the motorcycle, the efficiency of its braking mechanisms, ergonomics, wind protection, and handling. There are also such moments as general impressions, nuances at the level of perception, multiplied by 20 years of communication with motorcycles. And, oddly enough, with these criteria, the TRX300 is not as gloomy as it might seem after reading the above. You just need to shift the points and angles of your view of such technology, stop looking for the “tourist” in the “chekushka”, and quite a lot will fall into place.

Dialectics The concepts of speed, power and comfort among motorcyclists differ radically, approximately as much as their incomes differ. Therefore, a relatively large, new enduro with the appearance of a “tourist” that fits into the tantrically correct amount of “up to 200,000 rubles” may well turn out, and I am sure it will turn out to be a very interesting option. Perhaps such a comparison will seem a little strange, but, believe me, the majority of buyers of the new UAZ “Patriot” in many respects, at least in ideology, overlap with those who will buy themselves an M1NSK TRX300. People’s initial expectations from new, but still domestic (I think, given the current political realities, we can well afford to call Belarusian products domestic) and budget equipment are far from the requests of, say, the owners of a Toyota Prado or BMW R1200GS - the price level is different. And from this “bell tower” the future flock of the new model can already be seen. On paved roads, the M1NSK TRX 300 runs quite confidently at 120 km/h, slightly annoyingly reminding us with a slight vibration of the modest cubic capacity of its power plant. With some persistence and a bit of luck, you can make the speedometer needle show an even immodest 140 km/h. True, for obvious reasons, overtaking after 100 km/h becomes very difficult, and I would place the real comfortable speed within the framework of 90–100 km/h, no more... Questions of dialectics: expectations and reality - if you don’t downshift and come to “ three hundredth”, for example, after YBR125, then the picture will be quite blissful and smooth.

The M1NSK TRX300 turned out to be, surprisingly, an obedient vehicle on dry dirt roads and light off-road conditions, with an acute lack of horsepower. s., so noticeable during the asphalt part of the test, practically does not interfere here, especially if you don’t try to pretend to be Marc Coma. The suspensions, surprisingly, worked tolerably well both on the ridge and in the version of very modest jumps, while on the asphalt the motorcycle did not look like a cheeky cow, with the dynamic corridor of a truck. I also really want to hope that the injector will slightly “correct” for the better the rather nervous torque curve of the carburetor version. The less asphalt there is on the TRX300’s path, the more appropriate and logical its purchase will be. But, as it turned out, it is still too early to give an accurate assessment of this car - as noted above, the plant needs to do serious “file modifications” in order to remove the “burrs” sticking out of this enduro in different directions. This also applies to “blind” indicators on the dashboard and rudimentary remote controls, it would be a good idea to change the supplier of the final drive chain, there are also questions about the quality of the plastic... Perhaps the main thing in this whole story is that since the company is getting into a market segment that was not previously typical for it ,-price. Probably $5,100, and this is exactly the option that was announced at the press conference; it is indeed a very “delicious” offer for a new Belarusian dish. But the chef should serve it fried and with a side dish - but for now this is only a semi-finished product. On the other hand, it will be an excellent reason to go to Minsk again, because now it is practically a new city, as well as a truly completely new M1NSK TRX300, the name of which is missing just one letter -i...

PS After the test, the factory workers provided the opportunity for literally 5 minutes to “touch” an extremely interesting version of the TRX300 with an engine from... the Italian enduro Beta RR450! Accordingly, as is easy to understand from the name of the donor, the engine displacement is 450 cm3 (power -46 hp). Probably, it would be more correct to call such a motorcycle M1NSK TRX 450RR, however, this is completely unimportant. Oddly enough, the chassis of the device (exactly the same as that of the TRX300) perfectly “digested” 46 expressive Italian horses - in this version the motorcycle became a logical, understandable and completely finished product, and if the price was similar it would be a market explosion . Of course, as usual, there are a couple of hundred “buts”, and the most important of these “buts” is not even that such a motor has a very limited resource, although it is still a very big question which of the two power plants will last longer: the “native” check or an almost half-liter Italian engine. At a technical briefing, in response to my question about the engine life, plant representatives gave a figure of 30,000–40,000 kilometers, I can’t say that this situation pleasantly surprised me, rather, on the contrary...

The main “but” is that with such an engine, the already not very modest $5,100 that Motovelo wants for the “three hundredth” is practically multiplied by two! In this situation, such an exotic little humpbacked horse may only be of interest to ardent adherents of the brand, and very rich and exalted ones at that...

PPS Despite all the ambiguous situations and calculations regarding the new model, Minsk made a good base for medium-sized enduro. The TRX300 has everything in order with design, ergonomics and suspension, it lacks the most important thing - another power plant, preferably at least 450 cm3, then the motorcycle can be called a touring enduro, provided that the current price is maintained, as well as high-quality “polishing” of all noted shortcomings, it can turn out to be a very competitive and interesting option! /