ATV PROJECT: SCHUTZ TRX250R SIBLINGS

 

Honda TRX250R
David Schutz has a small collection of Honda quads, but these two beauties have the prime parking spots in the garage. The red 1988 TRX250R is stock-ish with modern suspension. The white machine is a full Roll Lobo with a Duncan Racing engine.

 

David Schutz is a true sport quad devotee, with a special affinity for vintage Honda two-strokes. He claims that four-wheelers and dirt bikes have been an obsession for as long as he could remember. “When I was a kid,” Schutz explained, “I would read the issues of Dirt Wheels over and over each month. I had a paper route, and while throwing papers at 5 in the morning, I would dream of what bikes I could buy with the money. My first purchase was a beat-up 1985 ATC 250R. I would ride my bicycle 30 minutes each way to a friend’s house who worked on it. He would show me what to do while I would work and learn for free. I was hooked. Working on bikes became something I enjoyed doing with my spare time. It’s a great way to have some peace and quiet.

“There is something amazing about taking something broken and in disrepair and making it run well and shine again. I used to love when Tim Taylor on Home Improvement would say, with the right tool you can fix anything.”

FAMILY AFFAIR

“One of the best things about ATVs is that they are a great family activity. Once I began having kids, I was able to partially pass on the ATV bug. Lucky for me my kids like riding, and my oldest daughter enjoys hanging out in the garage with me. When she was young, she would just walk around and find places to hide all my screwdrivers. As she got older, she became quite handy. The first bike we built together was a Blaster that we built for her.”

Honda TRX250R
This Roll Lobo complete chassis has almost no stock parts remaining. Every part of the machine is modified or replaced. It runs hard and has superb handling and suspension.

THE ULTIMATE GOAL

“The two bikes that I always dreamed about on that paper route (and had all over my wall) were a 1988 TRX 250R and the exotic Roll Design desert bikes. As my daughter outgrew the Blaster, the wheels started turning to build some of the bikes I had dreamed about from my childhood.”

“To me, the 1988 250R has always been the most iconic bike. I remember going to Glamis as a kid, and a friend had a brand-new 1988 250R. I thought it was the coolest bike I had ever seen. Its look has stood the test of time. I wanted to build a bike that kept the look of the 1988 250R, but modernized with the best suspension available since our bikes get ridden.”

“We started with just a frame that was sent to Roll Design for gusseting and changes for it to be able to run all the Roll Design suspension components. We wanted to run the Lobo swingarm, and that works better with the lower chain roller added and linkage brackets removed.

“Once the frame came back, we matched up the Roll Design Lobo swingarm with an Axis rear shock. The Lobo 2 A-arms were matched up with some Stage 5 Elkas that were set up and blueprinted by the guys at Roll Design. Everything on the bike was rebuilt or new parts were used. All-new OEM Honda hardware was purchased throughout the project. The fenders are OEM Honda units that I had laying around waiting for this project. A Fourwerx seat was designed to resemble the stock Honda seat.

“The motor was sent to Rob Selvy. The cases were powdercoated black, and everything was rebuilt. Baldwin gears were used in the transmission. The stock cylinder was ported by Selvy. The bike turned out great. The suspension combined with a Precision damper and shock/vibe setup dramatically improved the bike. It looks like a 1988 TRX 250R but rides so much better.”

Honda TRX250R
Much of this 1988 TRX is stock, but David Schutz built it to ride. That meant stock suspension was out. The rear of the machine has a Lobo no-link swingarm and an Axis shock.

 

Honda TRX250R
This Roll Lobo TRX has the no-link swingarm and Axis shock, but it is mounted to a complete custom round-tube Lobo frame. A stock TRX has a square-tube frame.
Honda TRX250R
The outside of the Lobo TRX engine is a thing of beauty, but it is easily as special inside. The ESR cases are filled with Yukon gears, a full Hinson clutch with a quick-change cover and more.

THE REAL DEAL

“As much as I love 250Rs, the Lobo was the bike that was always in the back of my mind. I wanted to have one but never actually thought it would be possible. After building some stock-framed bikes with Lobo components, I knew how good the Roll Design parts worked. I’d always wondered how it would compare with a real Lobo.

“Unfortunately, with somewhere around 75 complete frame kits ever built, getting a chance to see one—let alone ride one—wasn’t likely. As luck would have it, about a month after we completed our 1988 TRX 250R, a completed Lobo miraculously popped up in my hometown. I jumped at the opportunity to buy it.

“I knew what I wanted the bike to look like, and to do that, I had to tear the bike down to its frame and start from scratch. My daughter was on her third build with me, and she thought that it would be fun to record the process and post it on YouTube. The thought was other people might want to tag along with us as we put this bike together. For me, the idea was to record this project as something we could always look back on as a family.”

Honda TRX250R
David Schutz likes his machines built to ride, so he stays with engines of modest displacement like this Duncan power-valve 305cc PC2000 cylinder. It remains easy and natural to ride.

TIME TO RIDE

“The process in its entirety took a full year. The entire bike was stripped down to the frame. Bolts were re-zinc-plated. The hardest part was figuring out where all the bolts went, given that Lobos have their own hardware, which are mostly bolts custom cut by Doug Roll. The frame was sent to Blast Tech for powdercoating it back to an original Lobo-colored red.

“Originally, Lobos came with two-piece upper A-arms, so new uppers were purchased and the lowers were rebuilt using new updated components from Roll. Axis shocks were shipped back to Penske for a rebuild and re-valve for weight and riding style. The Roll swingarm was rebuilt and repolished at Mec Lec Metal Finishing.

“The bike came with a Duncan PC2000 305cc cylinder with midrange porting, so the cylinder was sent to Duncan to be inspected and prepped for a new piston. ESR cases were matched with Yukon gears and a full Hinson clutch.”

Fourwerx was sourced for seat foam, a custom seat cover, a carbon fiber tank cover and nose piece to go on Full-Bore fenders. The stem is an older-style MX Lobo stem, which provides faster turn ratios. Front and rear brakes are brand-new OEM TRX 450R units. A 450R RPM anti-fade nut helped with the conversion. Classic Douglas Shamrock wheels were sourced from one of Schutz’s friends in the forum world. Skat-Trak tires went on the Shamrocks. The idea was to build something unique using the best parts available with as many new parts as possible to ensure it lasts as long as possible.

Honda TRX250R
Sophia’s 1988 TRX has all the classic style and clean lines of the stock machine with suspension and brakes that were only dreamed of in 1988. The Roll Design Lobo machine is the ultimate expression of the TRX 250R, where every part and system are improved or refined.

WHEELS TO SAND

“After having a chance to ride both bikes back to back,” Schutz noted, “it’s interesting how the stock frame and the Roll Design frames are different. With these two bikes, there is some difference in setup, but for the most part the real difference is the frame. Having both allows you to get a feel for the Roll Design chassis and how it works compared to a stock frame.

Honda TRX250R
So many TRX 250R engines are wildly modified and bear little resemblance to the stock engine. This one has stock cases (with Baldwin gears), crankshaft, cylinder (ported), head and ignition.

“The biggest difference that I’ve noticed is that the Lobo is noticeably smoother in rough terrain and overall feels more precise with how it steers and handles. This has shown up most noticeably when riding in the dunes on a weekend and the terrain is hammered. There is also a noticeable weight difference between the two. The Lobo is heavier, but that seems to contribute to how the bike rides.

Honda TRX250R
The Duncan 305cc engine in the Lobo has aftermarket cases, gears, cylinder, head, ignition, reed cage, exhaust, intake, clutch, carburetor and more.

“Having a chance to work on the Lobo chassis and interacting with the guys at Roll Design on a limited basis throughout the process of completing the bike really impressed upon me the craftsmanship and detail that went into the chassis. The Lobos wouldn’t be what they are without their dedication and drive to deliver the best. Building the bike was an amazing experience, and the end product was something that I believe will stand the test of time.

Honda TRX250R
David Schutz loves his quads, especially these two, but he prizes the time spent with his daughter Sophia building them even more. The builds were a great bonding experience.

“The opportunity to fulfill a dream of mine while teaching and passing on what I have learned to my daughter while watching her skills grow was an amazing experience. To be able to share a passion with your children is one of life’s great joys. To have a bike that commemorates the experience is priceless.”

Honda TRX250R

PARTS LIST

OWNER: David Schutz

BUILDERS: David and Sophia Schutz

MACHINES: 1988 Honda TRX 275R/1999 Roll Lobo ATV Dune Trim

QUAD WEIGHT: 335 lb./350 lb.

CHASSIS: 1988 Honda TRX, Roll A-arms, swingarm, Axis rear shock, Elka front shocks/1999 Roll Design Lobo Chassis Assy (sold complete: frame, subframe, A-arms, steering stem, Axis shocks front & rear, swingarm

MOTOR: 2-Stroke Honda TRX 250R with Rob Selvy porting/ TRX 250R with Duncan Racing PC 2000 305cc power-valve, Nikasil-plated cylinder kit ($2495) Includes: PC 2000 cylinder (ported/Nikasil),
billet PC 2000 head, piston kit

HEAD/HEAD MODS: Selvy/PC 2000 head

PISTON: Pro X/PC 2000

CRANKSHAFT: OEM Honda

IGNITION: Stock/Honda CR250R

REED CAGE: Moto Tassinari VForce/ Duncan Pyramid Reed Valve ($249)

CARBURETOR: Keihin 36 PWK/Keihin 39PWK ($399)

AIR FILTER/INTAKE: LED/Fuel Customs ($349), K&N Filter

PIPE/SILENCER: Curtis Sparks Racing MX/Paul Turner Eliminator pipe & Fat Boy silencer ($999)

CASES: Stock/ESR center cases ($950)

RADIATOR: Stock/PWR ($499)

RADIATOR SCOOPS: OMF/Phil Rhode ($120)

FUEL: Sonoco 110

2-STROKE OIL: Amsoil Dominator

CLUTCH: Stock with Moose basket/Hinson billet clutch assy. ($1199) quick change clutch cover w/Duncan billet Q/C plate

TRANSMISSION: Baldwin gears/Yukon trans gears w/ Honda gear oil

CHAIN/CHAIN LUBE: DID 520 O-ring chain/ Maxima Chain Wax

SPROCKETS: Sunstar

GEARING: 13/39

A-ARMS: Roll Design Lobo 2/ Roll Design Lobo

SPINDLES/HUBS: TRX 450R/stock; TRX 450R/Duncan billet hubs 

FRONT END OVERALL WIDTH: 50” w/ tires

FRONT SHOCK: Roll Elka Stage 5/Axis triple-rate shocks

STEERING STEM: Roll Design stem

SWINGARM: Roll no link

REAR AXLE: RPM Dominator ($459)

AXLE CARRIER: RAD/RPM ($218)

ANTI-FADE NUT: Mod Quad/RPM ($230)

AXLE WIDTH: 49”

REAR SHOCK: Axis (No link rear shock customized by Roll Design)

TIRES: Razorback front/Sand Skate 2 rear; Scat-Trak Mohawk front 21”/2 Edge rear 20”

WHEELS: Hiper/DWT Shamrock

REAR HUBS: OEM

BRAKE SYSTEM: ‘06 TRX 450R calipers

BRAKE LINES: Crown series steel-braided front ($149.95)/rear ($49.95)

ROTORS: Galfer rear, OEM front

BRAKELINE HOLDERS: Duncan ($40 pr.)

REAR MASTER CYL. GUARD: None/NPM ($65)

HANDLEBARS: Tusk/TAG CR Hi ($129)

GRIPS: ODI ($19.95)

THROTTLE: Stock/Moose thumb ($179)

CLUTCH PERCH: ASV/Works Connection ($159.95)

CUT OFF SWITCH: Stock/Pro Design ($39.95)

SHIFTER/R. BRAKE PEDAL: Stock/ESR ($150)

FRONT BUMPER: Stock/DR Chrome ($249)

FUEL TANK: IMS 3.6/IMS 4.0 capacity ($299)

SEAT COVER: Fourwerx seat kit ($349)

BODY: Stock/full-bore OEM-style plastic ($499)

TANK COVER: None/Fourwerx ($249)

HOOD: Stock/Fourwerx ($199)

FOOTPEGS: Roll Design S/S ($249)

CHROMED COMPONENTS: Grab bar/Subframe, A-arms, swingarm

POWDER COATING: Blast Tec

STEERING STABILIZER: Precision ($600)

CHAIN GUARD: JT/ESR billet ($39.95)

WIRE HARNESS: Stock/South Texas ($79)

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