Honda Cr Vs Kawasaki Kx Vs Ktm Vs Suzuki Rm Vs Yamaha Yz
CW COMPARISON
250 MOTOCROSS SHOOTOUT
HONDA CR vs KAWASAKI KX vs KTM vs SUZUKI RM vs YAMAHA YZ
In the 1990 motocross wars, can refinement take the checkered flag over all-out change?
IN THE WILD AND WACKY WORLD OF MOTOCROSS. CONstant change isn't an option; it's a necessity. The factories never stop developing new technologies to help their latest MX wonders deal with the lumps, bumps and jumps of motocross more effectively than the previous models. Any manufacturer who slacks off in that developmental race can expect to get left behind in the race to the checkered flag.
But does this mean that the amount of change a motocross bike undergoes from one year to the next is directl\ related to the amount of improved performance it delivers on the track? Does it mean that in any given year. motocrossers that have merely been refined are not corn petitive with those that have been completely redesigned?
Interesting questions. And the five 250cc motocross bikes you see here present a perfect opportunity to answer them. These 1 990-model 250s are ideal examples not just because they all are somehow' different than their 1989 counterparts—changed, in other words—but because some of them are modifications of existing designs, while others are practically all-new from end to end. So. if logic holds, the bike that is most-changed in specification ought to be the most-competitive on the track. Right?
Well, we’ll see.
In this fivesome, the three least-changed bikes are the Honda CR250. the Suzuki RM250 and the. Yamaha YZ250. all of w hich incorporate typical year-to-year evolutionary refinements. The most-changed is the K I M 250, which-after less than a year's development time following major input from racer Broc Glover—is all-new from the ground up. And somewhere in between lies the Kawasaki KX250. It consists of a slightly modified version of last year’s engine stuffed into a new chassis built around a box-section, perimeter-style frame similar to those used on some modern streetbikes. (Yet another 250 MXer will be for sale in 1990: the Husqvarna 250, which isaCagiva MX engine and chassis fitted with Husqvarna bodywork. This bike was not available at the time of our test, however, so we could not include it in this comparison.)
We wanted to see how these machines performed under all kinds of conditions, so we took them to a wide variety of test sites. Perris Raceway allowed us to find out how’ they worked on loamy tracks; a gnarly, back-country practice course showed what they could do on extremely rough terrain; DeAnza's hilly track tested their capabilities on rock-hard, low-traction surfaces; and we even took all five on a day-long trail ride to assess their off-track usefulness.
We used an equally wide variety of riders during the test. To ensure that the bikes would be wrung-out to their fullest, we enlisted the services of Gordon Ward, Mike Young and Don Griewe, three very fast local Pros. Backing up their input were 10 other riders ranked anywhere from Novice and Intermediate to Vet and Senior.
Prior to the start of the test, we assumed these five bikes would have pretty similar personalities, since all their specifications are nearly identical. In terms of weight, for example, just 3 pounds separate the heaviest (KX250) from the lightest (RM250). The only notable difference in any of their measurements is in seat height; The KX250 has the tallest saddle (38 inches), the K I'M 250 the lowest (36.7 inches). But once we began riding the bikes, it didn't take us long to find out just how wrong our preconceived notions had been, because each of these five 250s has an entirely different personality.
The aforementioned attributes of the Kawasaki (tallest seat and heaviest weight) helped make it feel like the biggest—and. particularly in slower turns, the clumsiest—of the lot. despite its radical new chassis. But although all the riders complained about the KX's aw kwardness, everyone felt it had excellent high-speed stability.
At the opposite end of this spectrum was the RM250. Most riders thought the Suzuki was the quickest-handling, easiest-steering and lightest-feeling of the group, but that it also was the most unstable at speed. And while some riders liked the RM's light front end. others complained that the front w heel felt too light.
Yamaha's refined-for-'90 YZ250 garnered a lot of compliments for being the most stable at high speed, and for its neutral handling in most corners. A couple of riders did voice complaints about the YZ's low-speed steering, though, the most vocal being a Vet Expert who insisted that he just couldn't make the bike turn.
Every one of the riders agreed that the KTM felt the smallest and lowest; and most said that it turned nicely and always exhibited good stability. The Kl M also drew' praise for its precise steering, and for having the most solid-feeling chassis of the bunch.
Nevertheless, the overall winner in the steering and turning competition was the Honda. The CR250 has been the cornering weapon in the 250 class for several years, and the 1990 model—even though it has slightly more trail this year—continues that tradition. “Just point it and go,” said Pro Mike Young. “It'll hold fine lines the others can't.” The CR’s precise, accurate steering, combined with a front end that sticks like superglue, does a lot for rider confidence. The bike's stability is vastly improved for '90. too. although the CR still is á bit twitchier at high speed than most of the others.
No one found even the slightest fault with the CR’s engine, though, which every one of our 1 3 riders believe is the group’s—and maybe even the sport 's—best motocross powerplant. A couple of riders used the word “perfect” to describe the Honda's power output. The CR churns out gobs of power right off idle and smoothly revs up through a truly potent midrange, yet still has an unusually strong top-end punch. And that, along w ith spot-on carburetion, puts instant, controllable power at the rider's disposal anv time he wants it.
Finishing a lairly close second in engine performance was the RM250. It has a lot more low-end power this year, and. when traction is at least decent, it boasts dramatic acceleration. But it can't match the low-end power or high-rpm revving capability of the CR. And although the quick-revving RM offers instant, wicked acceleration, its extremely light flywheels can cause excess wheelspin on most slippery terrain. The engine's quickness is better suited for sandy or loamy tracks where this type of powder can be put onto the ground more effectively.
On the YZ250. however, maintaining traction and staying in the powerband is pretty easy, particularly if the rider fans the clutch often. This is because the '90 model makes less low-end power than the '89 did. but has tremendous wallop in the middle rpm ranges and fair power on top. Fhe testers weren't so complimentary about the YZ's stiff' shifting and too-short shifter throw, and all thought the silencer did a poor job of quieting the exhaust.
Complaints about the Kawasaki's engine were of a more-serious nature. The retuned-for-f990 KX runs weakly and erratically at lower rpm. then erupts into an explosion of hard-hitting midrange power that can be difficult for any rider to control. And although top-end power output is quite good, the engine vibrates excessively while producing it. The Pros, therefore, had trouble making the best of the abrupt powerband, and Novices found the KX difficult to ride, period. And everyone disliked the new clutch, which no longer chatters like the one did on last year's KX. but still overheats too quickly.
The least-liked engine of all was the KTM’s, which requires a rider's constant attention. The engine has a mellow, easy-to-use powerband in the middle rpm ranges, but makes only a small amount of power at high and low rpm. So, if the rider doesn't give the smooth-shifting, five-speed gearbox a vigorous workout, the power either suddenly flattens out on top or falls off abruptly on the bottom. So much for the alleged advantages of complete redesigns.
Opinion was just as varied on the subject of suspension, even though all five bikes have very similar fork and shock designs. All use externally adjustable, single-shock rear suspensions, and all have an upside-down front fork that is fully adjustable (with the exception oftheCR, which lacks externally adjustable rebound damping). And all five bikes have new' spring and damping rates for 1 990, too.
But although they all did it similarly, Suzuki did it the best. The RM’s suspension was the unanimous favorite for compliance, comfort and control, regardless of rider classification. The Kawasaki came in second-best in suspension for most riders, even though all the Pros complained about fork-bottoming when slamming into berms at speed, and when landing from bigjumps. Several riders even felt the '89 fork was superior to this year’s.
Harsh compression damping at both ends caused the Honda to be ranked down toward the middle of the field in suspension performance. The Pros did say, however, that the CR250’s suspension would be perfect for stadium events, where its heavy compression damping would help prevent bottoming over doubleand triple-jumps. And everyone agreed that, despite the damping harshness, the CR’s suspension didn't cause any real handling problems.
The Yamaha's suspension drew similar comments. The fork and shock felt harsh and unyielding at slower speeds. but got progressively better at higher speeds: The harder a rider slammed the YZ through rough sections, the better it felt. Consequently, some of the more-experienced racers said that the YZ's suspension was just about perfect for their speed and style of riding, while riders with less experience mostly disliked it.
But no one at all liked the KTM’s suspension. They all complained about the initial harshness, heavy compression damping and too-soft spring rates of the White Power fork and shock. These are the kinds of suspension settings preferred in Europe, where the tracks tend to be comparatively soft and loamy: but this setup does not work on the bone-jarring, supercross-style circuits prevalent over here in the Colonies.
Neither are the KTM’s disc brakes quite on the mark. The rear brake is strong and has a good feel, but the front brake—the one you rely on the most—requires more effort than those on the other bikes. The faster riders also thought it was a little weak.
At the other end of the spectrum are the CR250's brakes, which are unchanged for 1990, offering the best stopping power in the class. The Suzuki and Yamaha brakes also drew considerable praise, with the YZ's stoppers usually ranked ahead of the RM's because of their better, stronger feel. The KX250’s front brake is strong and progressive, too. but it makes a lot of noise after a few laps; and its rear brake is excessively grabby, which often kills the engine at a most-inopportune time.
Finally, our testing was complete, and it was time for the testers to cast their final votes. The results would determine which of these 250-class MXers is the most-likely to end up in victory circle most often.
It's certainly not the all-new KTM. which rolled home in firm command of last place. Most riders thought it a neat bike with a lot of untapped potential, and a giant improvement over previous KTMs. But meager power, a narrow powerband and harsh suspension kept the KTM from climbing out of the cellar. It did earn two third-place votes, but the rest were fourths and fifths.
Suprisingly, Kawasaki’s hot-looking KX250 ended up in fourth place, despite its second-best-rated suspension. But its abrupt midrange power was disconcerting for many riders, as was its engine vibration, its tall saddle and its clumsiness in tight corners. Four fifth-place votes and a bunch of fourths offset two first-place picks.
In third was the Yamaha YZ250, with two first-place finishes which were effectively nullified by two fifth-place votes. Obviously, the riders had widely varied opinions about the YZ. “I can go the fastest on it,” claimed Gordon Ward, who voted the"YZ second, “but I don't know why. It's a good Pro bike, but the slower guys don't seem to like it.” A Vet Expert wholeheartedly agreed. “I don't have any fun riding the thing.” he said. Not surprisingly, he ranked the YZ last.
Honda
CR250R
$3998
Kawasaki
KX250
$3899
KTM
1250
$3889
