It’s not difficult to swap out the internals to bring the travel back up, but it’s just one more thing to do. This was done to make it more of a ‘ beginner bike‘. They were not adjustable, and they lost some much needed suspension travel thus lowering the seat height. Much like the shock, the forks were downgraded on the Honda XR200R after 1991. While it’s a great upgrade compared to the 92-02 stock pogo-stick shock, it may not be worth it if you’re on a budget and don’t need a full-on race machine. This is the best bang for your buck, but if you want the highest performance, a Works shock will cost you a hefty 500 American buckaroos, give or take. A new head seal kit is a good idea, and if you really want it to perform better you can send it out to get re-valve for your weight and riding style. You will want to service it at the least. They’re not too hard to find on eBay, but a lot of them are in rough shape. The stock shock on an ’84-’91 (84-85 XR250 shocks are the same and will bolt on) are surprisingly good, and much better than the non-adjustable shocks on any of newer XR200’s after being rebuilt. While it may have the same power-plant throughout the years (except for the ’84/85 RFVC 4-valve engine), many people base the XR200’s capabilities off of the ’92 to ’02 because there are more of them to be had on the used market. Both combine for a lower seat height and an even lower performing trail bike. After that, Honda stuck on a cheap, non-rebuildable and non-adjustable rear shock, along with shorter forks. If you weigh over 150 pounds and are aggressive at all, the stock suspension on any year XR200 is under-sprung, as well as under-damped.ġ981-83 had single adjustable shocks and 1984-1991 were fully adjustable.
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