When I took the carb off and found out the main jet was at a 380 instead of the recommended 280 for a piped 400 with a 38mmTMX flatslider, I thought I had corrected the issue and didn't even think to look in the intake at the reed valve. The bike ran like crap at first and I figured it was the jetting, not the reed valve. In taking her out on the trails for the first time to she what she was made off, I didn't feel that familiar "snap" and just figured I was given a little salesmans "polish". When I purchased my '00 Scrammy, I was told of the "mods" it had, and one of them was "It has a Radvalve in her". The engines "snap" is much improved, and you can almost feel a little "boost" when you get on the throttle and that secondary "main" petal opens all the way up. You can easilly tell the difference between a stock motor and one with a Boyesen Radvalve installed. All they are really is a oneway valve when it comes down to it. MotoTasinari makes a good, high quality product too in the V-Force delta's - but - personally, I would just call it a little overengineered (which I'm sure their engineers would take exception to). As far as it just being a "Ported" stock reed block - I assure you the team of engineers working up at Lenhartsville Pa. I’ve said for a while the lineup of Honda three-wheelers is one of the smartest ones to buy cheap right now, given you can still find them at the occasional estate sale or local classifieds if you keep your eye out.Boyesen makes an excellent product and I actually did some pre-production, ride testing for them back in 1996 on their new Radvalve for the Polaris "400" motor (thats another story I have told on here before). Overall, that’s not stopping bidders who know how hard these are to find both due to the limited production and to so many examples being wrecked or otherwise damaged and rebuilt. The ignition switch is cracked, and there are some cosmetic blemishes to the plastic fairings. It’s all original except for a new front tire and replacement air cleaner. The seller of this example has found one of the very few 1986 models left that hasn’t been damaged or modified in any way. Incredibly, with the new engine and a six-speed transmission, the 250R was capable of a top speed north of 70 miles per hour. The popular Pro-Link suspension technology continued to be used, while front and rear suspension travel was increased to almost 10 inches. The 250R seen here was a monster (in the best way possible), equipped with a new, more powerful liquid cooled engine and a stronger frame. Honda eventually agreed to stop selling its three wheelers as a way to a quell the building firestorm, but not before releasing a high performance model for 1985/1986. Deaths and serious injuries resulting from roll-overs soon began to pile up, along with the lawsuits. It became obvious within short order that Honda’s dealer network wasn’t properly advising inexperienced riders and parents of children that the ATC wasn’t intended for rookie riders. The professional riders shown hurtling the ATCs into impressive drifts across sand dunes or dusty trailers were inspirational to the average rider, but the three wheeled Hondas weren’t the kind of vehicle that permitted amateur riders to look more talented than they were. When the promotional videos debuted for Honda’s ATC line, it was hard not to be tempted into ownership. Sales ended abruptly as lawsuits began to mount, and that makes survivor examples like this 1986 Honda ATC 250R here on eBay so collectible today. These ATVs were a way for Honda to make it through the winter season on something other than snowmobile sales, but there was a big problem: the bikes were intended for mature riders only, and dealers were selling these three-wheelers to everyone from kids to adults who couldn’t much drive a car correctly, let alone a high-powered three-wheeler. When it comes to vintage ATVs, Honda’s lineup of rowdy three-wheelers have earned a somewhat legendary reputation.
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