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CCM Buyers Guide
Back to the Future
In a land that time forgot, when the Bay City Rollers, flares, feather cuts and platform shoes were all the rage, the word CCM (Clews Competition Motorcycles) conjured up visions of the infamous Vic Allan, John Banks and Vic Eastwood battling for supremacy aboard their single cylinder crossers in the Grandstand TV Scramble. Glued to the television on many a Saturday afternoon, most teenagers and elders alike would drift into a hazy dream of themselves owning one of the 500cc thumpers.
Black and white images of those halcyon days when credit crunch related to a new breakfast cereal, no ASBO’s or chavs and hoddies were something you had on your duffel coat. Just thinking back to the fuzzy black and white television pictures of those hard-core thumpers still conjures up a fire in the belly of those devoted to single cylinder off road motorcycles.
Many who have followed the fortunes of CCM since the early days will not hide the fact the company has experienced many turbulent times. However through sheer determination and a passion to keep the CCM brand alive the company has risen above the turmoil on more than one occasion and continues to approach motorcycle production from a positive angle. This has allowed CCM to play an active part in the niche supermoto market for quite a while and has given many hardcore motard fans their first (and existing) steps into the joys of supermoto. It goes without saying that testimony must go to those at CCM who show the passion to ensure the British heritage continues to play an active part in supermoto league tables.
At the height of the mid 80’s the Blackburn based operation was churning out around 3500 units per week (Armstrong) with a dedicated manual orientated team handling most of the engineering in house. British manufacturing and engineering in general took a nosedive during the mid, to late 90’s which had a devastating effect on small companies such as CCM. This resulted in a decline in workforce and as the millennium ticked by, production was in the region of 200 units per annum. Today we still find CCM operating from its northern roots and have now found a new home in Bolton where they continue to persue many exciting ventures in both the off road and road arena.
The First Delivery
Arguably CCM were the first motorcycle company to give birth to the mass-produced road going supermoto. The to hatch from the nest of the supermoto family, the Rotax 604e Dual Sport which is still worshiped by a harden extended CCM family (bike owners) and is still a steed that can turns heads at the traffic light glamour contest, due to its particular off road styling.
Owners can give testament to experiences of pulling up at traffic lights aboard a trusty 604 alongside the Sunday Superbike crews, all looking as if they have strayed from the Moto GP startline, adorned in more logos than Sachi and Sachi could ever come up with, and the obligatory knee sliders which clearly have seen more action via a file or rasp in the garden shed, than a true piece of tarmacadam….to find the CCM has attracted far more attention, than those 40 something’s, who have spent a small fortune on just looking good..!!
Early Days on the Tarmac
Early versions of the road legal supermoto (1998 – 2001) utilised the Austrian built air-cooled Rotax motor as the preferred powerplant option. Two versions were available, the 599 (604) or a bored out 636 (640), both delivering bucket loads of torque. In the sheer BHP stakes neither version would come near to some of today’s 450 motoards, with the average range between 45 and 57BHP, but clearly a popular choice of the backroad bandit to start experiencing the joys of supermoto. Tuning options were (and are) quite limited, with modifications to cylinder head, bigbore kits, camshaft and carburettor providing the only real choices when looking to get more ponies out of the Rotax, for a reasonable price. But taking this into consideration it all adds up to a tidy sum, which could even outrun the total value of the bike. So the dedicated and long-term owners are those who mainly splash out the wonga to undergo such tuning.
Quality running gear, suspension and braking components were standard on the earlier models, with the Piolli forks being replaced by White Power late in the 90’s. Brembo callipers were (and still are) fitted to ensure sound and reliable stopping power, as the 604e is not renowned for attending regular weight watcher sessions. Weighing in at (dry weight) of around 135kg if you make a comparison between motards and boxing, then the 604 would definitely be fighting in the light heavyweight bracket.
The popularity of the 604e led CCM to develop the R30, (still with a Rotax motor) which provided a more practical looking commuter motard. Revised tank, headlight and rear seat cowl detracted from the out and out motocross or supermoto racer look of the 604. Clearly the company was aiming at mass appeal and sales figures of the R30 were bringing the CCM brand to the forefront of the motorcycling fraternities minds. CCM decided to up its gear with a more ambitious colour range, with even one option based around a camouflage design…..great if you have the requirement to go undercover in wilds of the Amazon, however not to everyone’s taste.
The R30 provides a claimed max power of 57bhp, which is definitely enough for a bike that is so light, and aimed at traffic jam-busting and back lane scratching. Top end is probably somewhere between 100-110mph, depending on the wind direction or any rider’s lardy aerodynamics getting in the way, but acceleration can’t be faulted – the thing is off the mark quicker than Usain Bolt (100m world record holder) as soon as you turn the throttle. Both the 604e and R30 provide similar handling characteristics, and once moving at reasonable speed riders will find the benefits of the top notch suspension components.
For those riders of the vertically challenged lower seat height options were available which can be a blessing when jumping aboard, or approaching traffic lights.
Racing Ahead
2002 heralded the discontinuation of Rotax motors placed in the 604 and R30 skeletons. However the race supermoto scene was in its infancy across the UK and CCM ensured they were at the forefront of this scene with top names such as Foggarty, Walker and Steele all putting a CCM through its paces on the racetrack. Factory bikes, incorporated some expensive tuning modifications, with bigger bore and lengthier stoke configurations taking some of the later race bikes up to a cubic capacity not far off 700cc (A give-away of these is a spacer under the barrel attaching to the crank case). With a 26 degree shorter fork rake configuration and modified swinging arm the race machines were blessed with the handling similar to a lightweight mountainbike.
In order to commemorate CCM’s participation in the infamous Mettet street supermoto race and to diminish stocks of the old Rotax lump, CCM introduced a limited edition version supermoto, named the R30M (Mettet). Featuring a high compression 644cc motor, larger carburettor and a full race Scorpion exhaust system; it was arguable (at the time, and still maybe) one of the best looking supermoto bikes CCM have produced. Pushing out a reputed 64BHP it was no slouch on the black stuff. Added to this is the high decibel thump from the full on single cylinder, which when configured with the Scorpion will at full chat set car alarms off, make children cry and people lose control of bodily functions.
Unfortunately examples of the R30m are hard to come by (there are some nice ones out there, but most owners don’t wish to part with them) as many were used for out and out racing. If you do see one advertised for sale, take care, as many are claimed to be original R30M’s, but in reality are a more make believe that the Wizard of OZ..!! You can even come across some Suzuki powered models claiming to be R30M’s? Buyers beware here and if one pops up for sale check the pedigree in full before handing over your hard-earned cash. Good examples (if you are lucky to find one) can still fetch anything from £3,500 - £4,500.
Competing with the big boyz
In order to make a launch toward competing with the likes of KTM and the Duke version road going motard CCM developed the 604RS. Still with the Rotax motor and a very different styling approach the aim was to break into this area of the market. CCM were on the verge of signing a big deal with one of the major British Police forces, to supply the 604RS when ironically the display bike was stolen from the van before being presented to the contasbulary. Needless to say the deal never came off. Sadly, due to either a styling issue, or other more affordable competitors the 604RS never took off and production was wound up.
Turning Japanese
In 2002 CCM decided to move ahead with developments and struck a deal with Suzuki to procure the 650cc Freewind motors, which would be the new powerplant of choice for both R30 and the replacement for the 604e. This gave birth to the 644,a Suzuki based, liquid cooled supermoto with similar cosmetic configurations to the older 604e. Even plastics and tank style stayed the same; this continued to visually please the eye of those looking for the enduro, motocross or supermoto look.
To try and define a differential in handling between the old Rotax and the Suzuki is quite hard, but the power delivery of the later provides more controlled. To get a little more horse power out of the Japanese motor CCM developed a big bore kit (700cc), which is a basic piston and head kit easy to install even with those who have limited spanner skills. However awareness should be raised the fact that these kits invalidate any warranty Suzuki provide on the original motor.
Seconds out Round Two
Owners of the different CCM models can, and will have endless hearty banter as to the merits of which model is the best when it comes to power, tuning and reliability. The passion for the Rotax versus Suzuki based models comes across when the two sides collide. The gloves can come off when discussions surround looks, oil leaks, sound and which version is more suited to girlies..!! The truth is, that it is everyone to their own, and both versions manage to deliver endless fun, while at the same time all can have niggling problems just like any other brand of supermoto.
Downsizing
CCM recognized that a marketplace also begged involvement in the smaller capacity arena, so decisions were made to develop a 400 cc enduro /supermoto bike. They chose the enduro version of the Suzuki engine, which was in a higher state of tune than the Japanese firm's DR-Z400S.
The 404 provides a practical commuter or off roader and even for a small motor it pulls quicker than a night out on the town with Brad Pitt. Looks and style are still in line with the sheer off road look and as with some other models from the CCM range they come with optional sets of wheels (either road or enduro). A similar 450 version Trail version followed on from the 400 and both continue to be a popular choice as an entry into motorcycling.
Other models in the supermoto range include the eye candy R35 and R45 both based again upon Suzuki powerplants. One must say that the cosmetic enhancements give potential purchasers a hard decision as to the reasons not too dig deep and get their hand in their pockets and splash the cash.
Don’t Judge the Book by its Cover
Mention the word CCM at the local get together, or to a group of mates and you will get so many varied opinions Annoyingly though some of the negative opinions from many who have never stepped over CCM or even know someone who has / does. It’s typical of such to have heard stories down the Chinese whisper line of CCM’s being unreliable, like a lump of lead and is something no one should be seen with.
However, if those with negative responses decided to put aside their fancy humped backed leathers, and titanium toe sliders and get aboard a genuine piece of British supermoto history, then their opinion may be jaded. The real fact is that you can have shed loads of fun, use it for commuting and general maintenance doesn’t take a degree in rocket science to get to grips with. Second hand they prove affordable to those on limited budgets, while Internet forums provide a plethora of owners who are forthcoming with helpful and practical advice.
Internet auction sites provide a popular place to track down second hand models, and by watching the marketplace for a while you will get the feel for average prices. Don’t rush into buying the first one you see (unless it’s a genuine R30m..!!) and ensure you ask critical questions into the background….has it been used off road….or just in SM trim? When was the drive belt replaced (Rotax) models?
A blessing in disguise is the fact that all models have electric start and due to the large single cylinder capacity kicking one into life manually (via the kick start) can be an art form in its own right, plus needs the stamina of a tri-athlete if it fails to start first go..!!
Yes you will come across bad points, such as poor finishing on the frame, the obligatory rusting nuts and bolts and the odd electrical hiccup. But be assured these are not something that tends to be terminal, nor expensive to sort.
Readers of SM International will be well versed in the fact that motards are not a preferred option if you commute the length of the M1 on a regular basis. The larger capacity CCM’s have the ability to make longer journeys a breeze, however tank capacity may limit the range on any version with the 9lt fuel tank.
So if you are considering getting a piece of this heritage which can act as a fun, practical commuter or weekend B road thrasher then a CCM might be just for you?
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| What to Pay Second Hand (average – September 2008) |
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Dual Sport (Inc R30)
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Rotax 604e
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1998
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£775 - £1100
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Ins Group 10
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2002
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£1345 - £1995
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Dual Sport
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644 (Suzuki)
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2002
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£1535 - £2160
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Ins Group 10
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2007
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£2590 - £3375
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R30 (Suzuki)
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2002
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£1275 - £2100
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Ins Group 10
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2007
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£2155 - £3625
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Buyers Guide