Moto-Excess
MOTO-EXCESS
CW COMPARISON
FIVE 250s, FIVE TRACKS, 20 RIDERS AND THE CLOSEST FINISH EVER IN AN MX SHOOTOUT
RIDERS IN TUE MARKET FOR A NEW 250cc MOTOCROSSER, GOOD luck. First, plan on shelling out almost five grand for 1994's latest, greatest dirt-slingers. Second, this is the most competitive crop of MXers ever to roll off Japanese and Austrian assembly lines—picking the best between Honda's CR250, KTM's SX250, Kawasaki's KX250, Suzuki's RM250 and Yamaha's YZ250 is no easy task.
The good news is that despite price increases, the roost-per-buck ratio in the 250 class has never been higher. To find out which of these five 250s was the best overall, Cycle World tested them in box-stock form, just as you would get them off the dealer's floor-no heavy springs, noaftermarket pipes, no gearing changes.
Jetting was adjusted for different conditions, and suspension set for each rider. We tested at five Southern California tracks-Starwest Supercross Park, Carlsbad, Glen Helen Raceway, Perris Raceway and Sunrise Valley Raceway-to get a full perspective of how each bike worked in dif ferent conditions. Our test crew included 20 rid ers, ranging from Senior Beginner to nationally ranked Pro, 140 to 230 pounds. Altogether, the equivalent of 60 motos was put on each bike during the comparison.
Technically, there have been no phenomenal changes to these bikes from `93 to `94, though the Suzuki gets a new-style Twin Chamber fork
and the Yamaha was given shorter suspension (yes, less travel). But all five are in a whole new league; ridden back to back with last year's models, the 1994 bikes are so superior that it is hard to believe.
most comnetitive Austrian motocrosser ever. Its major improvement for 1994 is the WP Internal Bleed System fork. This is the same as the works WP units on the factory GP and supercross bikes. Motor-wise, a new cylinder head and ignition top the list of refinements. Though some riders felt its power signed off a little too soon, the engine pulls hard from down low and has great midrange, perfect for Pros on supercross-style tracks. Yet our Senior and slower Vets also liked the KTM’s powerplant, claiming it was the most user-friendly.
Suspension was applauded by a variety of riders, too. Faster riders liked the KTM’s stiff spring rates when slamming into the bumps at speed, yet slower, heavier riders felt the KTM was set up just right for them, too. All other aspects were right up there, including stopping power, clutch, shifting and layout. The KTM was rated the best by a Senior, a Vet and a Pro.
Yamaha went against the grain with the YZ250 by shortening the suspension approximately half an inch. What were they thinking? Well, this same setup has been run on the U.S. team’s factory bikes, resulting in improved turning without a noticeable loss in bump absorption. CW s testers came to the same conclusion: The 94 YZ’s turning was improved, especially in slick or bermless turns, and no one complained of a rougher ride through bumps.
Yamaha’s engine team has been hard at work on the YZ, giving it smoother, more ridable power for ‘94. It definitely lacks the hit of last year’s YZ; in fact, the new motor feels detuned. What it really is, is deceivingly fast. The midrange bulges with power, with more on top than previous years. The clutch was given 10 percent more preload pressure, and transmission ratios were tightened up from second through fourth. Bonus points for the brakes, seat, footpegs and levers-all first-cabin stuff. But penalty points were assessed for the Yamaha’s flimsy plastic and cheap stickers, the latter peeling off in one ride. The riders who picked the YZ as 1994’s best 250 MXer were in harmony, calling the bike a good all-around package.
Honda’s CR250 looks nearly identical to the ’93 version, but pull out the tape measure, calipers and micrometer,
and you’ll discover a whole new motorcycle. The motor received altered intake and exhaust ports, and an improved kickstarter. Big changes are afoot chassis-wise, with a geometry alteration that places the motor half an inch farther forward in the frame. Also, the swingarm is stiffer and a little longer. The forks get updated valving and a larger damping rod.
On the track, the Honda really shows its differences compared to last year’s bike; it is a much more refined package.
The engine has lost the abrupt hit and sudden surge that left all
but the best riders in trouble last year. Test riders were happy with an engine that now is more ridable yet still packs a healthy punch. Only the top Pros wanted more horsepower.
The frame changes have brought stability, yet not taken away from the precise turning that Honda CRs are famous for. Suspension worked for riders of any skill level, though the action of the Showa fork was a notch off the response of the KYB units fitted to the Yamaha and Kawasaki. Past Hondas have set industry standards for fit and finish, and though other manufacturers are getting close, the CR is still tops. The exception is the chain, which was worn out in three rides-not good. Pros definitely favored the CR, but test riders of all skill levels picked it as the best.
L¼~. I1t~,L~ ji au i~uuu u~v~i~ p1~r~cu IL a~ LII~ Suzuki made a bold move this year, jumping to a Showa Twin Chamber fork for the RM250. It has essentially the same internals that have been run on the works bikes for the last few years. Working like a rear shock, the fork retains its oil in a sealed chamber to keep the valv ing consistent during mul tiple suspension hits, a situation where the oil in regular upside-down forks can become foamed with air bubbles. The motor has been improved via a straighter intake tract, altered port timing and a two-ring piston. For durability, the crankshaft bearings, clutch housing and clutch cable have been beefed up.
Less violent, easy to ride," were the words testers used to describe the power of the `94 RM. The power is strong on the bottom, with a midrange that equalled any of the other four bikes', followed by a decent top-end surge, a power spread that is manageable for most Novices but with enough punch for a Pro. The transmission was silky smooth, and brakes got a 10 rating, as did the comfort level. The RM felt like the lightest bike on the track, and was the master of the inside line, even better than the CR250. Helping here is the new fork, which tracks the ground as well as anything to date. The rear end complimented the front and drew no complaints. Like the Honda, the RM received winning votes from every class of test rider.
Kawasasaki aimed its eftörts towards a thinner and lighter package for 1994. The frame was stiffened up, and the wheelbase was pulled in for more precise turning. The rear subframe is now steel instead of aluminum for strength and houses a redesigned air-box. Motor changes revolve around a higher compression ratio and altered port timing.
The KX's motor is a refined motocross weapon with more low end than last year and a smooth transition from mini mum revs to redline, though some riders felt that the Kawasaki didn't pull quite long enough before requiring an upshift. For most riders though, transmission ratios were perfectly spaced for the power, and the brakes pulled the bike down from speed with no problem.
Handling-wise, the KX found new friends. "Feels like a Honda," was said of the Kawasaki's new-found love for the inside line. Stability of past years is still present, yet the KX will now cut underneath everything but the Suzuki. The KX's Kayaba suspension is close to spot-on. For lighter pilots especially, the front and rear both get the plushness award. Heavier and faster riders would have opted for a lit tle stiffer springs, though this was the case on every one of the bikes except the KTM. If this shootout were exclusively for younger, lighter riders, the Kawasaki would have taken the trophy.
By now, it should be obvious that there is no clear-cut winner in this shootout. Every bike was picked as the best at every track by at least one rider; every bike was picked as the worst at each track by at least one rider. And things as simple as the wrong tire pressure or a minor suspension mis adjustment could rocket a bike from last to near the top, just like that. There really isn'ta loser in the bunch.
In the end, personal preference played the biggest role in determining how a rider rated a bike. For instance, one test rider chose the Honda as his favorite bike during one of our track days, but one week later this same rider was unloading his brand-new YZ, bought because the local Yamaha shop cut him a better deal than the Honda dealer could.
For the record, Cycle World chooses the Honda CR as the top 250cc motocross bike for 1994. It was picked as the best by more riders than any other bike in this comparison. Narrowly. Second place was a tie between the Yamaha,
Kawasaki and Suzuki, each picked as the best the same amount of times. Small personal preferences made the call. So why rank the KTM last? The numbers added up that way, but we should point out that the SX suited our Vet and Senior riders better than did the top-ranked Honda, and that in the hands of a good rider, the KTM is capable of winning at any track.
Choosing the best bike for yourself will come down to which dealer is the closest, or has the best service, or makes the best deal. It could come down to which manufacturer has the best racing contingency program. It could even come down to which color your riding gear is. It’s really that close.
HONDA
CR250
$4899
KAWASAKI
KX250
$4749
KTM
SX250
$4748
SUZUKI
RM250
$4749
YAMAHA
YZ250
$4899
