Six Bikes, 12 Riders, Two Racetracks, One Winner
SIX BIKES, 12 RIDERS, TWO RACETRACKS, ONE WINNER
Honda CR250R vs. Husqvarna WMX250 vs. Kawasaki KX250 vs. KIM MX250 vs. Suzuki RM250 vs. Yamaha YZ250
CW COMPARISON
EVERYONE LIKES THE EXCITEMENT OF A NEW model year, what with all the fussing over radically changed bikes. Trouble is, especially when it comes to motocrossers, that a splashy new racebike can easily run near the back of the pack, while a model that appears little changed is smoking toward the checkered flag. There’s a lot to be said for refining last year’s model.
For proof, turn to this year's crop of berm-busters. Not one of the six I 99 1 motocross 25()s in this comparison can lay claim to being all-new. Underneath all those outlandish graphics lay 1990 motocrossers that’ve been tweaked for better performance. And the results of this fine-honing of existing models has, in most cases, been extremely successful.
To pick a winner from these six contenders, we rounded up 12 test riders who ranged in riding ability from Pro to Novice, and in age from 1 8 to 51. To encompass Southern California's extremes in racing surfaces, we spent a day at Perris Raceway’s loamy motocross track and another day at DeAnza's hard-packed track. Tires can radically change a bike's character when testing on different soils, so we allowed tire changes for each track, leaving the choice of brand and composition up to each bike manufacturer.
A few hours into the testing, it was clear that all of the bikes were very good, and that the difference between first and last would be slight.
Almost every bike in the group has a better powerband than its '90 counterpart, the Honda being the exception
because its engine is unchanged. The CR250's powerband is still good: it's wide, linear and strong. But the Yamaha YZ250’s awesome power delivery stunned everyone. With a powerband almost as wide as the CR's. the YZ's responsive engine has the bonus of a potent mid-range rush. Likewise, the Kawasaki KX250's power has been changed for the better, with decent low-end, a smooth powerband and just-right flywheel effect—which makes the '91 KX much easier to ride than the sometimes-cantankerous '90 model.
Suzuki’s quick-revving, light-flywheeled RM250 has gained some midrange power and it has a little more lowend this year, hut it’s still a bear to control the engine's quickness on a slippery surface. The Husqvarna WMX250 doesn't feel quite as powerful as previous models, but that's deceptive, as its wider, smoother powerband and a fairly heavy flywheel can give the rider that impression. Kd M's MX250 revs fairly quickly, but its responsive engine has a thinner powerband than the other bikes in this group. It has absolutely no top-end. so short shifting is necessary to keep the power from hitting a wall where the top-end punch should be.
Motocross machines have finally reached a state of development where all of these bikes have gear ratios that match their engine's power well, and they all shift easily and with precision. Even so. the RM250’s incredible shifting stands out from the crowd. A light nudge on the lever grabs the next gear with a smoothness and feel that’s uncanny.
Producing a motocross bike with suspension that s correct for the average buyer is a tough job. Does the average guy weigh 200 pounds or 1 30? Is he a Pro racer? Maybe an Intermediate or Novice who also trail rides? Most 250cc motocross bikes come with suspension that’s set up for a fairly aggressive rider who weighs between 150 and 175 pounds. Within those parameters, the rider can adjust the rear suspension’s sack, and compression and rebound damping. Up front, there’s compression-damping adjustment, and all but the CR250 provide externally adjustable rebound damping.
This rather confusing array of adjusters can overwhelm a new rider, but he shouldn't worry. Final adjustments are seldom more than two or three clicks from their standard positions. Remember, these are fine-tuning adjustments, and major internal valving goofs will require disassembly and reworking.
Two of the bikes in this six-pack would benefit from internal valving changes: The CR’s Showa fork has harsh mid-stroke action, and the KTM's White Power shock needs more rebound damping. The KTM also needs stifler fork springs—the front of the bike rides low, subjecting its rider to the fork’s harsher mid-range compression damping. The soft springs also let the fork bottom off of large jumps, make the bike feel out of balance and let it weave around on rough straights.
White Power suspension components are also used on the Husky, but they are valved much closer to ideal than those on the KTM. Both ends work well and feel very balanced, if a little soft. A stiffer shock spring and fork springs would serve the WMX well.
Suzuki’s 1990 RM250 was equipped with KYB suspension components that worked great, but, for 1991. the company chose a Showa fork and shock. The new shock works as well as the one it replaces—the rear tire follows the track surface well, the ride is smooth and controlled. The fork isn't as good as the KYB, with the fork springs a little soft, which lets the front of the bike ride low and enter its stiffer mid-range compression damping too earlv. resulting in a harsh feel on square-edged surfaces. The fork fix should be as simple as installing stiffer springs.
Yamaha and Kawasaki stuck with KYB suspension that’s been modified for '91. The KX fork got 43mm tubes and mild revalving; the YZ also received the larger tube treatment, though it got completely new internals. The KX shock was changed slightly and its linkage was modified. Yamaha also altered the YZ's shock-leverage ratios, then totally revalved the shock.
On the track, the KX and YZ suspensions work very well, yet both are different. The KX suspension is so plush that Pro riders were hesitant to really push the bike for a few laps. When they did go for it, they discovered the Kawasaki didn’t bottom, and control at speed remained excellent. The YZ’s suspension isn't as plush as the KX's, but it's close. And with its slightly stiffer feel, the YZ's suspension was voted the best by most of our test riders, with the KX a close second, followed by the RM.
How a bike handles is determined by many things, but the most obvious are its steering geometry, suspension and engine characteristics. The hot ticket for a tight, twisty track or a stadium race is a bike with lightning-quick handling and an ultra-responsive engine. Suzuki's RM250 is such a bike. It can be flicked into, and out of, a corner in the blink of an eye. Its handling is light, responsive and I 25-like. And its engine has no trouble producing instant power to clear big jumps near the exit of corners. T he trade-off is a motorcycle that doesn't care much for highspeed straights. The '91 RM250 has better straight-line stability than its predecessor, and the front of the bike no longer feels too light while jumping, but it still headshakes at speed.
I he CR250 is another corner specialist. Its handling is heavier-feeling than that of the Suzuki, but it’s almost as adept at blitzing a corner. The Honda’s heavy feel stays with it while in the air, too, but the CR flies straight and true, doing nothing to scare its pilot. Like the RM, the CR gets shaky at speed.
If your riding includes high-speed straights, the KX, YZ or Husky are more fun because these bikes still handle well when topped out in fifth. If the straight is extremely rough, the Husky’s soft springs will start becoming a problem, but the KX and YZ take the roughness in stride, though the KX’s plush suspension offers the most comfort.
When a corner approaches, the YZ and Husky can’t be flicked through it as effortlessly as the RM or CR. But both track well entering a turn and both hold a line well through the turn. The Husky feels a little heavier than the other bikes, and with a dry weight of 236 pounds, it is. 1 he KX is the next-heaviest at 229pounds, the YZ the lightest at 224 pounds.
The KX250 still feels big and tall— more like an Openclass bike than a 250-but its cornering has improved 500 percent from last year. Pulling the steering-head rake in one degree, to a steep, 25.5 degrees, has removed the bike’s truck-like feel in turns.
KTM’s trick-looking 250 wants to steer with precision, and it wants to corner and go in a straight line. But its soft fork springs and boingy rear shock upset its balance so badly that most riders can’t persuade it to do so. For all but play riders, suspension mods will be necessary before the KTM can reach its full potential.
All of these bikes have a disc brake at each wheel. And, once again, every rider thought the Honda CR250’s brakes offered the best feel, best feedback and most consistency. The Husky and KTM brakes require slightly more effort to use, but otherwise work well. The KX and RM brakes feel strong and well matched, but both share a common problem: The KX brakes start squealing in a few laps when a Pro is on board, quickly followed by brake fade. The RM brakes last a few minutes longer before becoming noisy
HONDA
CR250R
$3998
HUSQVARNA
250WMX
$4150
KAWASAKI
KX250
$3999
KTM
250MX
$4229
and fading. The YZ250 has brakes that verge on being as good as those of the ('R250.
When it came time for our test riders to write down their impressions of each machine, and to vote on finishing positions, we predicted a tight race between the KX and YZ for first place. The final count ended with the YZ250 topping the KX250 by a single point. The RM250, while a great choice f or tight tracks and experienced riders, isn t a good pick for everyone. It earned a third-place finish. Then came the CR250, the Husky 250 and the KIM 250.
Frankly, the finishing order came as a surprise. Kicking the tires of these new machines prior to the testing sessions, someone asked the group’s opinion concerning who the winner might be. The KX, RM or C R were quickly volunteered by “those in the know.” And when one guy shyly mumbled, “Maybe the YZ,’ he was instantly criticized. “You've been livin' in a cave for the last 10 years. It's been at least that long since Yamaha made the best 250.” someone reprimanded.
To tell the truth, we don't remember when Yamaha last built the best 250cc motocross bike. But times change. Yamaha pulled it off this year. And the shy kid s not so shy anymore. ®
