Ultimate Enduros
Ultimate Enduros
Trail riding, timekeeping and torture testing nine all-around off-roaders
JIMMY LEWIS
WHAT MAKES A GOOD ENDURO BIKE? GOOD QUESTION, BECAUSE AS FAR as we can see, the only common denominators among enduro bikes seem to be two wheels and some kind of internal-combustion powerplant.
They can have nickel-plated perimeter frames or simple roundtube affairs. They can come fully off-road rigged with double-walled expansion chambers, lights, centerstands and O-ring chains, or none of the above. Some have hydraulic clutches, some don’t. Ditto oil coolers and radiators. They can come from Austria, Japan, Italy, Spain, Sweden or the good ’ol USA. They can be fast, slow or anywhere in between, with twoor four-stroke power. They are red, green, blue, white and yellow, as diverse as their prospective riders.
Which way is best? To find out, we assembled nine different brands, allowing each manufacturer one shot at being tops in CWs Ultimate Enduro Shootout, an all-out quest for off-road bike of the year. In alphabetical order, they are:
CW COMPARISON
ATK 250LQ
When we first got our hands on the ATK 250LQ in 1995, we called it "fast, fun and flawed." Still is. ATK fixed the tin-foil exhaust pipe, but a weak, easily bent frame mount for the rear-brake master cylinder remains, as does a seri ously notchy transmission. On the scales, the ATK is the lightest of these nine bikes at 238 pounds. That's good. It's also the quickest-handling, feeling more like a nimble 125. Its power feels ringy and uninspired, without a throaty punch like the Yamaha or KTM, but don't be fooled. The 250LQ is fast. It's right there with the class-leading Gas Gas in roll-ons. Plush suspension, excellent high-speed stability and a perfectly spaced wide-ratio transmission make the ATK one of the most fun trail-riding bikes around. Racers will look elsewhere, though, until ATK does a little more de-bugging.
ATK 250LQ
Price: $5795
Dry weight: 238 lb. Seat height: 38.0 in.
ups
Light weight
Responsive, powerful motor
Nimble handling
Excellent components
Fuel capacity
Oversized radiators
downs
Horrible shifting
Long clutch throw
Flimsy rear-brake mount
Wide tank
Awkward kick-starting
Gas Gas 250 Endurocross
The answer is, Gas Gas is a small Spanish builder of worldclass trials bikes, a company that just happened to win the World Enduro Championship last year. The Gas Gas 250 is in its first year of U.S. sales, available through a small deal ership network (Gas Gas USA, 7801 Eastside Dr., Kansas City, MO 64152; 816/741-7615). This rookie blindsided our test riders, and the competition. Under "Dislikes" on our evaluation sheets, Gas Gas testers' most common comment was, "I can't take it home." Everything about the 250 Endurocross-its nickel-plated perimeter frame, its counter balanced motor, its hydraulic clutch-drew positive accounts. Overall, the feel is light and maneuverable. The suspension, an Ohlins shock and Marzocchi fork, is plush and compliant over all types of terrain. Handling is out of this world, with steering precision that puts some motocrossers to shame. The six-speed motor has plenty of torque for slow going, but comes on boost sooner than any of the other bikes here, practically going into orbit. A bit too feisty for most C-level riders, but every Expert on the panel agreed this bike is capable of taking overall wins in almost any enduro. Testers had only two real concerns: parts availability and "Where is my nearest Gas Gas dealer?"
GAS GAS 250 ENDUROCROSS
Price: $6349
Dry weight:
248 lb.
Seat height:
36.8 in.
ups
Power delivery
Excellent suspension, front and rear
Strong brakes
Hydraulic clutch
Light, thin feel
Front-end confidence
Crisp carburetion
downs
Power too abrupt for Novices
Non-O-ring chain
Honda XR400R
Mostly unchanged (new graphics, stiffer clutch springs) from the 1996 original, the ’97 XR400 has some big shoes to fill as CW s reigning Enduro Bike of the Year. The XR’s smooth four-stroke power and unmatched durability are big pluses, as are benchmark brakes and an overall tight feel. It’s easy to see why every XR400 found an eager owner last year. Though the Honda is not especially light, it masks its weight well-not as well as its fellow Thumpers, the KLX and Husaberg, however. Versatile suspension allows it to pull double-duty in the desert and in the woods. Complaints centered around difficult starting in comparison to the other bikes, and jetting that sputtered at Vs-throttle and was hyper-sensitive to altitude changes.
HONDA XR400R
Price: $5199
Dry weight: 265 lb.
Seat height: 36.5 in.
ups
All-around versatility
Comfortable layout
Excellent brakes
Overall value
Easy-to-use power
downs
Sensitive to jetting
Hard starting
Husaberg FX501
The biggest problem with big Thumpers is lighting their proverbial fires. Not any more, says Husaberg, try the FX501, essentially an electric-start motor stuffed into a full-competition chassis. Battery placement is no problem-there’s plenty of room under the seat where the Husaberg airbox isn’t (it’s under the fuel tank). So, just push the button and go, and go the FX does. It’s the largest bike here by some 200cc, and the fastest in top speed and in dirt drag races. The motor really sings in the upper-rpm range, leading riders to vote the FX into a tie (with the Yamaha WR250) for the best desert bike. What about the low-end and midrange power? Silly question: There’s more than enough extra-quick-revving four-stroke power to go around. Roll-ons were only hampered by tall gearing. The downfall of the ’Berg came in the tight, slow and technical terrain, where its huge power pulses and bulkier feel were a hindrance.
HUSABERG FX501
Price: $8813
Dry weight:
273 lb.
Seat height:
36.0 in.
ups
Power every where
Push-button starting
Desert and GP suspension
Tractability
downs
Nose-bleed Price
Maneuver ability in tight stuff
No enduro gear
KAWASAKI KLX300
Price: $4699
Dry weight: 252 lb.
Seat height: 35.8 in.
ups
Light weight
Maneuverability
Broad spread of usable power
Crisp carburetion
Compact
Enduro hardware standard
Low price
downs
Needs more ground clearance
Needs more power
Kawasaki KLX300
The “Best Place to Put 50cc” award goes to Kawasaki for boosting the KLX250 into the KLX300 for 1997. Even better, it increased gas tank capacity and threw on a bigger carb. These well-placed alterations have catapulted the KLX into the Open class, with a weight-just a smidge over 250 pounds-impressive for a Thumper. What that translates into is a fun and easyto-ride bike with just enough tractable four-stroke power. The usability and spread are class-winning-it’s only the amount of power that was ever a concern. It could use more, especially when stacked up against this group of
bikes. The KLX’s suspension is every bit as good as the XR400’s and handling in tight-going is
even better, thanks to the light weight. Starting was usually first-kick and carburetion was super crisp. And the smaller overall size of the KLX drew positive comments from every test rider, even our over-6-footers. In the battle of affordable Thumpers, it was Kawasaki vs. Honda, light weight vs. horsepower. Call it a tossup, with rider preference making the call.
KTM 250 E/XC
Last year, KTM lost out on Enduro Bike of the Year because the Honda XR400 was a better all-rounder. Well, it’s amazing just how versatile the smoothed-over 250 E/XC has become. Before, a “racing” enduro bike was a tough trail-riding partner. Not any longer. How about electric-smooth power, hefty helpings of torque, a perfectly spaced fivespeed transmission and a rugged clutch-everything an enduro rider needs. And the rest of the E/XC is equally competent. Its suspension gets the job done in every condition. Though the KTM’s feel is neither the lightest nor the
most stable, its all-around performance is only matched by the Gas Gas. Enduro lighting, a spark arrestor, an O-ring chain, a 3.4-gallon fuel tank and an odometer make the KTM
ready to roll right up to the starting line, or the trailhead, ready to roost. It’s the most complete, versatile package in this comparison.
KTM 250 E/XC
Price: $5798
Dry weight: 247 lb.
Seat height: 37.7 in.
ups
Complete enduro package
Broad, smooth power
Compliant suspension
Comfortable layout
Confident handUng
downs
Difficult to access carb and choke lever
Suzuki RMX250
Pity the old RMX. Not only has it been left out of the stable at Suzuki’s off-road race shop (they use modified RM motocrossers), but it’s the only EPAlegal two-stroke in this comparison. Commendable, we suppose, but its choked-up power cost it dearly in enduro situations. Still, the RMX’s potential is better than ever. Led by a new conventional Showa fork, the RMX’s suspension, though a bit soft, is perfectly suited for trail riding. Handling is quick and light, and a smooth spread of power means there are no surprises in store for casual trail riders. There is good news in all this: Past experience with RMXs has shown that competitive power is a pipe, a muffler and a few carb jets away. But we tested the Suzuki stock, and in this case, stock is unsatisfactory.
SUZUKI RMX250
Price: $5399
Dry weight:
250 lb.
Seat height:
36.0 in.
Responsive handling Standard enduro hardware Light clutch pull and shifting Quiet downs Corked-up motor Outdated styling Handlebar-shape
TM 300E
TM stands for “The Monster.” If this is what Italy thinks an enduro bike should be, we’d hate to ride their AA-loops. The 300E has a sharp midrange burst that rivals a strong-running 250cc MX bike-defmitely not the hot ticket for tight, snotty trails. Now factor in stiff, unyielding suspension and a closeratio gearbox, and you’ve got a thinly disguised motocrosser with lights. Our experience with older TM 250Es, and even the new 125 in enduro form, has been positive, so what happened here? We tried to tone down the power with an optional spark arrestor, with no luck. Apparently, a different pipe is the answer (sort of like the RMX syndrome in reverse). Unfortunate, but if in between driving your Monster Truck and raising your pit bulls, you want some excitement in a dirtbike, you can locate a TM dealer through MotoMan Distributing, P.O. Box 1037, Chino, CA" 91708; 909/391-3278.
TM 300E
Price: $7000
Dry weight: 245 lb.
Seat height: 37.5 in.
ups Works-bike components Light feel
downs Abrupt power delivery Stiff suspension Touchy brakes He-man clutch pull Notchy transmission High price
Yamaha WR250
Did Yamaha forget to upgrade the WR250? The YZ250 base bike was upgraded in ’96; the WR remains largely as it was in ’94. But did the WR need a fix? No and yes. No, because the WR250 motor is already a perfect mix of power and control. It rivals even the Gas Gas and KTM in versatility, with an added bonus of feeling the fastest and rortiest on the trail. Yes, because the WR feels heavy and slow-handling compared to most of the other bikes here-no problem on fireroads or out in the open wilds, not so good in the tight
woods. It’s a feeling that the new YZ has lost with its chassis improvements. But the WR is still a solid handler, and suspension calibrations are perfect for GP or desert work right out of the box. Plus, a few clicks softer on the suspension and most enduro work is easily handled. There’s not that much wrong with the WR, it’s just that the new YZ chassis would really jazz things up, perhaps even catapult the WR back to the top, where it was in 1994. Maybe next year?
YAMAHA WR250 Price: $5599 Dry weight: 239 lb. Seat height: 37.4 in.
Strong, controllable motor Fuel tank capacity Stable, solid ride
downs Heavy feel Cramped levers and handlebar Missing enduro hardware
Conclusion
Every bike in this comparison could be the perfect fit for
a rider. Each one has a distinctive identity, special char-
acter and appealing traits-yes, even the harsh, hard-hitting TM. It’s just that when our testers' evaluation sheets were tallied, the KTM and the Gas Gas came out on top every time. Given its friendlier nature, better dealer network and slightly lower price, we’ll give the
KTM the nod, but only just. The 250 E/XC is back on
top by virtue of an all-around package that can challenge
the Gas Gas, the WR250 or the Husaberg in any racing situât' or the In witho
the KTM E/XC a champion
