The next two blogs (this one and the next) address more differences between the RX3 and the RX4, including the weight, the dash and instrumentation, the rear fender, tire sizes, the radiators, the radiator bottle fill port, the kickstand, the rear brake and gearshift levers, the rear wheel adjust mechanism, the swingarm, and the engine mounts. This blog will focus on the bike’s weight and the two bikes’ highway performance. I’ll sweep up the other differences mentioned above in the next blog.
Let’s talk about the 450-lb gorilla in the room first, and that’s the RX4’s weight. The RX4 is a heavier bike than the RX3, and I guess the question is: Is this a good thing or a bad thing? It’s all a question of perspective and intended purpose.
For starters, I still don’t have an accurate, measured weight on either bike. That’s a shame on me, although I will tell you that I tried.
My plan was to get the RX4 weighed first, and then return with my RX3 to do the same. I took the RX4 to our local certified truck scale, but the bike was too light to register on the scale and a loudspeaker-borne voice basically told me to get out of Dodge. It was a scary experience. There’s a monstrous Petro truck stop on the I-10 freeway about 10 miles from where I live, and I thought it would be a simple matter to roll the RX4 onto the scales and come back with The Number. That was my plan, anyway.
I entered the super-busy truck stop through an area teaming with idling 18-wheelers, engines barking and belching, crammed together weighting (or is that waiting?) to funnel onto the Petro parking lot scales. On my RX4, I was acutely aware of three things: The guys driving these monsters couldn’t see me, the engine noise and fumes were overwhelming, and the RX4’s fat rear end (those Tourfella bags are wider than the bike’s handlebars) made maneuvering through the 18-wheeler maze a dicey proposition. The pucker factor was elevated, folks. Big time.
I made it through, though, and I was finally on a scale with a platform as long as, well, an 18-wheeler. There was this elevated control house sort of thing next to the platform. It wasn’t clear to me what was supposed to happen next, as I couldn’t see anybody running the operation, and there was no digital or analog readout telling me the weight. I stopped the bike and dismounted, and I walked toward the elevated control house when an electronic voice from the Heavens boomed. It was way louder then the idling diesel engines surrounding me and I could tell: It was pissed. At me.
“Can I help you?” It didn’t come across as a request that implied an intent to be helpful. It implied anger. Seething anger. Directed at me. As a two-wheeler, I was but one-ninth the vehicle I was supposed to be.
Well, yeah, I want to weigh my bike. I mean, why else would a normal person be here?
“You’re setting off my alarms.”
Sorry about that, dude. What alarms?
“You’re too light and my alarms are going off!”
I want to weigh my bike (sometimes repetition helps, I thought).
“You need to get out!” There it was. No more implying or inferring. It was out in the open now. It was as if I was wearing a MAGA hat on the Harvard campus. I was not welcome.
Okay, I can take a hint. Hell, a weight is just a number anyway.
Which brings me to my next point. What’s in a number?
Whatever the answer is to that question, I can tell you these three things: One, the RX4’s official number from Zongshen is 450 lbs. As I said before, I don’t know if that is the right number, but I suspect it is not. Two, the RX4 is substantially heavier than my RX3, and weigh heavier (or should that be way heavier?) than my TT250. It feels it, and it feels to me like the weight rides higher. Three, the RX4 is a substantially better road bike than the RX3, and the bike’s added heft and longer wheelbase (along with that marvelous 450cc motor) probably plays a role here. Anyway, the bottom line here is this: There’s no Joe Berk official weight yet (read that to mean a weight actually measured on a scale).
Like I said, I can feel the difference in heft between the RX3 and the RX4. It’s enough to make me wonder: Am I man enough to take this puppy off road? I suppose I could be. I know there are a few guys who actually take GS 1200 BMWs off road, and those things have seat heights and weights that require altimeters and maybe truck scales to measure. But would I want to go off road?
The short answer, I think, is this: If your main objective is off-road riding, there are other choices. I’d go for my TT250 or something else. If you are primarily a road rider, though, with the occasional off-road excursion, then the RX4 is a good choice. In my opinion, the RX3 would be better off road, but that’s just what I said it was: My opinion. Your mileage may vary, as they say. I was thinking about the stretch to the Sierra San Francisco cave paintings in Baja, and to me, I’m right at the limits of what I feel comfortable with on that gnarly stretch on my RX3. It’s heavily rutted, there are big boulders, and it’s a challenge. But then, I freely admit I’m not a dirt biker. I know there are guys reading this who are thinking they would have no problem taking the RX4 off road. If you’re one of them, you’re probably right.
If you are primarily a road rider, though, the RX4 is the better choice. I put about 100 miles on the RX4 on freeways and surface streets here in So Cal, and I can tell you this: The RX4 is clearly a more capable road machine than is the RX3, especially at freeway speeds. I didn’t get a long enough stretch to measure the RX4’s top speed, but I can tell you there were spurts where I cranked it up to an indicated 99 mph and there was still more left. That’s indicated (not actual) top speed, and the speedo is 10-12% optimistic. Zongshen claims a top speed of 97.5 mph for the RX4, and that’s probably accurate. The RX4 is a bike that can cruise comfortably at 80+ mph all day long; the RX3 has essentially run out of steam at that speed. The RX4 makes running with the big dogs seem easy. It is rock steady at high speeds, and it’s comfortable. It feels secure.
In many ways, the RX4 reminded me more of my Triumph Tiger than it reminded me of my RX3. The Triumph was essentially a touring machine/sports bike styled like an off-roader with saddlebags. The Triumph was heavy and I only took it off road once on purpose (and that was enough). I rode the Triumph off road a few more times when I had to in Mexico, but it really was not an off-road bike. I know there are guys who ride the big Tigers off road, but it’s not where the bike wants to be. It wants to be headed to the next state, or maybe the next international border. That’s what the RX4 wants, too.
I’ll make a prediction: Within the next two years, someone (perhaps several someones) will do the Iron Butt on the RX4. I don’t mean a single 1000-mile Baby Butt day (good buddy Rob Morel has already done that on his RX3). I’m talking the full-tilt boogie here: The 11,000-mile, 11-day Iron Butt. I think that’s going to happen. And I think the RX4 is the bike that will do it.
I was talking to Steve Seidner about this a day or two ago, and he asked me to mention to you that CSC is taking deposits now on the RX4 (here’s a link to get to their page for placing your deposit). CSC will sell a lot of RX4s. The bike is that good.
A grain mill will have a certified scale small enough to weigh bikes. Maybe a butcher too – one who butchers livestock and wild game for individuals. Maybe try an industrial supply house that deals in steel. Etc?
Good suggestions, Larry. No grain mills around here that I know of. I’ll check around on the others. Thanks for the inputs.
Hey Joe, have you considered a scrap metal recycler? I use the drive on scale if I have more than 100lbs of scrap.
Also wondering if there will be a lowering link kit for the RX4?
I’ll check around, Dan. CSC has offered a lowering kit for their other bikes; my guess is that they will offer one for the RX4 as well.
How about two bathroom scales? Too hi tech?
I thought about that, Paul, but I only have one.
Use a block of wood the same height as the scale with a wheel on each and then swap places. Add the two weights.
Yeah, I’ve done that in the past. I think I’m going to go for a regular scale here, Dan.
Engineers are problem solvers, no? You can measure each end separately and be pretty accurate if you have the unweighing end on a board the same height as the scale to keep the bike level, negating any weight transfer concern.
If you can find a less busy scale, take a car and the bike if they will let you do that; weigh the car by itself, then with the bike. I will have to make my way to CSC one of these weekends to check it out (I think they have the other bike, the 400,too?) now that I live in Northridge. I think the light-rail train goes near there since the 210 is about on par with the 405 as an impromptu parking lot.
You mention “RX4 is a substantially better road bike than the RX3, and the bike’s added heft and longer wheelbase (along with that marvelous 450cc motor) probably plays a role here”.
According to CSC’s published comparison chart there is less than an inch difference in the wheelbase between the RX3 and RX4.
Is that an error in specs and if so, how much real difference is there ?
Also, I get the advantage of power and weight for freeway riding, but if you’re riding primarily back country and canyon roads how do they compare ?
I weigh my bikes at a rock and gravel dealer. Their scales are calibrated for very light weight all the way up to heavy weight. My 2018 RX3 came in at 420 with about 2 gallons of gas in it, which with an advertised 385 dry weight seems right on.
I’m anxiousy awaiting your next segment.
The wheelbase specs are accurate. To me, the difference is perceptible in the handling. I don’t know about the rake and trail comparison spec comparisons yet.
If you’re primarily riding “back country and canyon roads” it would be a personal preference decision. If you want more power, I’d go for the RX4. If you want tighter handling, I’d go for the RX3, although the added power of the RX4 would make that a tough call for me. Note that the 18-inch front wheel on the RX3 quickens up the handling, too (the RX4 has a 19-inch wheel). I’ve seen a lot of guys put 19-inch front wheels on their RX3s; I prefer the 18-inch wheel. If you’re on a serious international adventure ride where you might have to manually drag the bike onto a small boat or ride a fair amount of dirt, I’d probably go for the RX3. I don’t like bigger bikes in the dirt. If I was on a ride where nearly all of my miles were on paved roads and I was crossing time zones, I’d go for the RX4. But all this is my opinion. Your mileage may vary.
I had a similar experience to you, Joe, when I attempted to weigh my RX3. I was in a small town in Wisconsin, and I pulled onto the truck scales and ‘weighted’. Nothing from the speaker, so I finally pushed the call button to talk to the weighmaster. A woman answered and asked if she could help me. I told her that I wanted to weigh my motorcycle. She said that apparently she wouldn’t be able to do that since she had no idea that I was even on the scale. Anyway, I went to the local recyclers and got the same 420 lbs. as Mel. I also weighed my new TT250 a couple of weeks ago, and it tipped the scales at 290 lbs. That TT is a great bike. It’s so easy to toss around.
Very interesting. I used the two scales method others have suggested to weigh the TT250 and I got 309. That’s why I don’t trust that method. 290 is the lowest number I’ve heard for the TT250. You sure you didn’t have helium in the fuel tank?
How is first gear on the RX 4 is it low enough to chug through the dirt or would there have to be a sprocket change ?
I probably would keep the same first gear, Steve. I didn’t feel like I would need to gear it down.
You compared the RX4 to the RX3 and to your Triumph. All good stuff.
You have some experience with the KLR. How about that comparison?
You mentioned about the RX4 top speed and cruising at highway speeds,
all good news, how about acceleration compared to the RX3. Thanks.
Chris, thanks for your comments. Comparing the RX4 to the KLR…that’s an interesting thought. Keep an eye on the blog; I’ll fold that one in sometime in the near future. Your name sounds familiar. Did we meet at the Long Beach Moto Show last year?
We met at the Long Beach show a few times over the years. The first time, I asked you to autograph my Kindle. I had just downloaded a copy of 5000 Miles at 8000 RPM.
Last year I stopped by to say hello before I took my RX3 on a solo run to Salt Lake City and back for my Thanksgiving Holiday. Next long trip planned will be on my RX4!
Yes, I remember. Good to hear from you, Chris. Liked your idea on the KLR comparison; I’m going to do that one sometime next week. Thanks again.
(btw, with what clock is your blog’s clock synched? The reply above says 6:51pm on 11/5, and it’s only 2:29 here in TX, and much earlier still in Cali!)
Gresh and I are time travelers, Nick. Check out the Dream Bikes page and you’ll see what I mean.
Hows to wind at high speeds? I’ve been riding light bikes where the wind blows you around.
Hows that headlight at night?
Hows passenger riding on the Rx4 vs Rx3?
Are the more color options than gray and orange? Theres a photo of a red one at csc somewhere….
Jake, the bike is rock steady at high speeds. I haven’t ridden the bike at night yet, nor have I ridden with a passenger. CSC has not specified the colors yet. They usually have three or four colors on the RX3 and their other models; I’m sure they will do they same on the RX4.
Joe and fans,
Posted on the CSC Motorcycles Home Page on the RX4 information page,
the following was posted;
The 2019 RX4 will be available in TWO COLOR choices at CSC Motorcycles,
1. Tangerine Pearl
2. Gun Metal Metallic
So now we know one thing for sure regarding the RX4, the color choices!
Joe , how are the small masked dash lights compared to the Rx3’s? Turn signal, high beam, neutral, etc? Same as RX3? Easier to see in daylight or no?
They are exactly the same, Rob.
As a current RX3 owner and one of the first twenty to pre-order the RX4, I’m anxiously awaiting the next installation covering those items you mentioned in your first paragraph, Joe. On the weight comparison, I did a little interweb sleuthing, and along with some educated guesses, put together a basic comparative analysis, posted here FYI: https://advrider.com/f/threads/csc-rx4.1346649/page-3#post-36277326
I read that yesterday, Nick, and I thought it was very well done. Great job.
Joe on the RX4, I have a orange RX3 now. I stopped in and looked at the RX4 on a business trip recently and like the bike. I did not care for large storage boxes, seemed too large for the bike. Will the actual bike have those aluminum type large bags or something more like the RX3 but maybe just a little larger, black plastic etc… When do you foresee having a final one in your showroom? I frequent the S. Cal area on business and could stop back in.
I see some folks are putting in orders, I might do the same but, I really want to know more about the bags/boxes and is it accurate you will have just the two colors Pearl Orange and Grey? Was hoping for this bike to go with the Yellow and Black (which was not available when I bought my orange one in 2016). I may keep both bikes so having a different color would be good.
finally, I have not see a delivered cost for the final product.
Gary, lots of questions and comments. Let me do my best to point you in the right direction.
First, I’m retired from CSC (so it’s not my showroom). I still do some work for CSC from time to time and they are one of our ExNotes advertisers. The bottom line is that you should call CSC and talk to Steve or TK to get accurate information.
The large Tourfella bags will be an option; they are not standard equipment. The RX4 will have the same lockable panniers (saddlebags) as the RX3, and the RX4’s topcase will be like the RX3’s but taller (so it will accept a full face helmet). The Tourfellas are huge and some folks need that. Like you, I prefer the appearance of the stock luggage.
You should check with CSC on the colors. The last I spoke with CSC, Steve was still considering what the colors would be. Best advice I can give you is call Steve or TK at CSC.
For having production bikes in the showroom, you can probably guess my advice: Call CSC. They have three bikes now, but these are not production motorcycles. One of these is in emissions testing, another one is in the showroom, and I have been playing with the third (I just returned that one so they can display it at the IMS show).
Regarding price, you should call CSC or see the CSC website. I think I know what it is going to be, but you should check with CSC. I believe it is published on the CSC site.
There’s a lot of RX4 misinformation and conjecture on the forums. Don’t run with any of that. Call CSC and you’ll get the straight skinny.
By the way, Gary, good choice on the color for your RX3. Orange is the fastest color. There’s a guy named Orlando in Texas who can tell you that, too.
Blue is the quicker in speed jaja hi joe
Hi Joe, I’ve found the RX3 to be an exceptional canyon bike, planted and smooth transitions, even with the 19″ wheel up front with big block tires. How does the RX4 compare? And on the highway how would you compare the motor’s vibration characteristics?
Thanks for the write up.
Sure thing, Peter B. The RX4 handles magnificently in the canyons. I felt a tad more vibration from the RX4 than I did with the RX3, but neither one was objectionable or particularly noticeable.