Enduro Shootout
ENDURO SHOOTOUT
CW COMPARISON
SIX-WAY BATTLE FOR OFF-ROAD SUPREMACY
THERE IS NO TOUGHER TASK IN MOTORCYCLING THAN BUILDing a good enduro bike. The very best examples are almost motocross bikes, but with tractable engines, versatile suspensions and full complements of enduro equipment. At any given event, these bikes may be required to run flat-out in top gear, then suddenly drop off in a tight, greasy woods section complete with water crossings and hillclimbs. Tough duty.
For this kind of action, most serious enduro riders still require the light weight and the punch of power that only a two-stroke provides, so we called up makers of two-stroke enduro bikes and asked them to send us their best, regardless of engine displacement. A few weeks later, we had assembled six of the most capable off-road bikes ever.
ATK provided its Patriot 406, with an American-made, nickel-plated frame, air-cooled Rotax powerplant and the usual collection of unique-to-ATK accoutrements, including A-Trak chain system, non-linkage rear shock and countershaft-mounted rear disc brake.
Husqvama sent its 360 WXE into the fray. “Ecstasy on knobby tires,” we called the 1992 version. For ’93, the 360 gets quickened steering geometry, minor engine revisions, a new swingarm and an altered rear-linkage ratio.
KTM would have preferred to include its 300 E/XC model in this comparison, but that popular model was already sold out for the year; so the company provided us with a 250 E/XC, which is identical to the 300 save for a 48cc-smaller engine, and it has been updated for ’93 with a larger fuel tank and redone bodywork.
Kawasaki’s KDX200, the smallest of the six bikes tested, was included because it is more enduro-worthy than the company’s KDX250, which is basically a converted Japanese-market dual-purpose bike. One of the longest-running dirtbikes ever, the KDX200 is now in its 11th year of production, and does battle in 1993 wearing a new, upside-down fork and a double-piston front brake.
Suzuki anted-up its RMX250, this year devoid of the throttle limiters and restricters that let previous versions sneak past sound meters. Also gone is the hop-up kit included at time of purchase that uncorked the RMX-the 1993 version makes decent power right out of the crate, no alterations needed. Also new for ’93: recalibrated suspension front and rear, and a revised rear brake.
Yamaha’s WR250 is technically not an enduro bike. It lacks both lights and a spark arrester, but owners can easily add those components, so the bike was included in this comparison. Based on last year’s YZ250 motocrosser, with recalibrated suspension, a large-capacity fuel tank and a wide-ratio gearbox, the WR arrives for 1993 basically unchanged from last year.
After a week of poking, prodding, weighing, measuring, photo sessions and hard riding at the hands of CWs test crew, some firm conclusions were reached, along with a few surprises.
FIRST PLACE: KTM 250 E/XC
Balance is the word that best describes the E/XC. Its powerband is the best of this group, seamless and easy to control in sticky situations. “Perfect,” said one test rider of the power characteristics, “Smooth and progressive from idle to top-end revs.” Likewise, the KTM’s suspension and handling came in for praise. “Very good suspension,” was the consensus, “up to the challenge in every situation. Could handle hard hits front and rear, yet was forgiving on smaller bumps.” And from another tester: “Excellent on all counts. Neutral, precise steering, holds lines well, even on bumpy or muddy ground. The best in ruts.”
If the KTM fell short in one area, it was with its front brake. “The front lever feels mushy and braking power is only fairto-good. When descending a long, steep hill, the lever will pull back to the handlebar,” noted more than one of our testers.
Still, that didn’t stop the 250 E/XC from being a unanimous choice as the best enduro bike of 1993. As one rider put it, “Easy to ride, good handling, great motor.” Another said, "The KTM is extremely well-bal anced throughout. With a stronger front brake, it would be nearing perfection."
SECOND PLACE: SUZUKI RMX250
And a very close second, too, again by unanimous choice. For Expert riders, the Suzuki was let down by its need for a bit more horsepower and slightly stiffer suspension. The RMX won an enduro shootout done by another magazine, but that bike was fitted with an RM250 motocross exhaust pipe, a common hop-up. Unfortunately, without the addition of a silencer/spark arrester, this makes the RMX illegal for enduro use.
“The RMX’s power is usable, with no sudden bursts anywhere. It just needs a little more,” was a common comment. “It finally runs well in stock form,” was another. “It doesn’t make as much power as the KTM, but it makes enough to be fun and competitive.”
In tight, slow going, the Suzuki’s suspension worked well, but on faster sections often found in desert enduros or hare & hound races, the RMX came up a little short. “Stiffer springs (about $200) will be needed for most A-rated riders,” noted our desert Expert.
Other RMX strong points included its brakes (“Strong and progressive; easy to modulate on slippery surfaces”) and its controllability (“Precise, stable handling; good control in ruts”).
Overall, the RMX250 was seen as “an excellent enduro racer for Intermediate rid ers. Stiffer fork/shock springs and more power would easily move it into KTM territoly."
THIRD PLACE: ATK PATRIOT 406
Yes, we’re as shocked as you, and yes, we double-checked the votes: Four out of six test riders put the Patriot-ancient, air-cooled engine included-in third place. As one rider noted, “The ATK was surprising! The more I rode it, the better I liked it.”
The reasons have to do with the bike’s light weight, good power and manageable handling. At 236 pounds dry, the 406 is just 3 pounds up on the class lightweights, the KDX200 and the WR250. And although bottom-end power wasn’t overly athletic, midrange and top-end was impressive. “This
is the fastest bike here in open country,” reported one test rider. “There’s really more power than needed on tight trails, but it’s easy to keep the 406 in the proper power mode for trail conditions.” Most riders agreed that “the ATK corners well, holds a good line and is okay in ruts, though it’s not as good as the KTM.”
On the minus side, the rear brake and the suspension were universally criticized. "The White Power car tridge fork transferred shock from square-edged hits to the rider. The rear felt harsh, particularly on small bumps, though it was good on medium and large bumps," said one tester. "Pitching the countershaft rear brake would be the first thing I'd do," said another. "It's like an on-off switch; too easy to lock up."
Overall, though, the ATK was rated highly. “This bike is very manageable in tight situations for an Open-class machine. Mainly it suffers from a lack of fine-tuning at the factory level,” summed up one tester. >
FOURTH PLACE: HUSQVARNA 360 WXE
Another surprise. Going in, we thought the Husky would be a shoo-in for a top-two finish. But it wasn't to be, the bike held back mainly by its strangely calibrated suspension.
“Poor,” “awful” and “terrible” were words used to describe the front fork’s action. “The fork and shock were harsh. Adjusting both ends helped, but didn’t cure the problem. This year’s bike is definitely worse than the 1992 version, or, for that matter, the pre-production `93s I rode last summer," said one editor. Last year, we raised our test 3 60's fork tubes 15mm in the triple clamps to get more precise cornering. Not possible this year. The fork-spring-preload adjusters atop an all-new fork for ’93 prevent raising the tubes due to handlebar contact. “Thus, the high front end and stiff fork action combine to provide a scary ride, especially in ruts,” explained a tester.
Good points included the engine, which one rider characterized as having “good, controllable low-end with a smooth transition into the midrange and top-end. Easier to ride than a 500, much like a potent 250.” But the engine wasn’t enough to pull our test Husky out of fourth pull our test Husky out of fourth place. "I wanted to like it, but this bike was a disappoint ment," said one participant. Another suggested that the WXE "could be really good with work. It just felt like it wasn't fully sorted out," a sentiment shared by the rest of the group.
FIFTH PLACE: YAMAHA WR250
The reason for the WR’s low placing was summed up by one of our test riders: “As an enduro bike, it’s a pretty good motocrosser.” Also a pretty good desert racer or hare scrambles bike, which is what the Yamaha was really intended for.
Look no farther than the engine if you’re in need of explanation. “Explosive; weak on the bottom, then comes on hard; difficult to control in loose, steep terrain,” one rider said of the powerband. Another was more explicit. “The most power of the 250s here,” he said. “There’s not much low-end, then all hell breaks loose as it leaps into its potent midrange. Great MX power, lousy for mud and wood enduros.”
Likewise, the WR’s suspension is tuned for faster speeds and harder hits than are encountered during the average enduro. “On hard landings, the Yamaha felt really good,” said one of the motocrossers we had along for the comparison. “It’s too stiff at both ends for real enduro use,” said another tester.
The WR’s brakes came in for praise. “Excellent, excellent, excellent,” was all one rider said. “Good brakes. No fading front or rear,” said another.
Still, it’s clear that Yamaha needs to give its entry a re-think if it wants to be a force in enduro racing. “Not a real enduro bike, but it’s the closest thing Yamaha makes,” said one rider. “With a more controllable powerband and softer suspension, it could be a contender,” was another rider’s opinion.
SIXTH PLACE: KAWASAKI KDX200
“Likeable, but in the wrong league,” was the consensus about the little Kawasaki. In really tight going, the KDX is a weapon, but when speeds increase, the bike begins to fade. Not helping here is suspension tuned for riders who weigh less than 140 pounds.
“Too soft front and rear,” said our 170-pound Intermediate. Experts were even less taken. “Comfortable and compliant at slow speeds,” said one, “just right for a lightweight trail rider, but it needs heavier springs for serious riding.” Another said, “If pushed hard, the suspension could get you in trouble.”
Not surprising in a field that comprised three 250s, a 360 and a 406, the KDX200 felt underpowered. “Fun to play on for an hour or so, then the 200’s lack of power becomes a bother. It couldn’t climb long, steep hills that the other bikes cruised up in second or third. Needs a big shot of power for experienced riders,” stated one tester.
The good part is that more power and better suspension are available for the KDX, which is by more than $1000 the least expensive bike in this comparison. Last year, we turned an old 200 into a KDX240 (see “CW Project,” May, 1992), a bike fully capable of embarrassing 250s and Openclassers in anything but top-speed runs.
“What a fun bike,” enthused one of our testers about the ’93 stocker. “A great little playbike and perfect for the beginning enduro rider. It just got outgunned in this group.” H
ATK
406
$4770
HUSQVARNA
360
$4850
KAWASAKI
KDX200
$3249
KTM
250 E/XC
$4769
SUZUKI
RMX250
$4299
YAMAHA
WR250
$4399
SPECIFICATIONS
