250 cc Moto Cross comparison test

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250 cc Moto Cross comparison test, Honda CR 250, Kawasaki KX 250, KTM 250 SX, Suzuki RM 250, Yamaha YZ 250

Potz Spritz

Gas at the stop – if you look the other way, it’s your own fault. Honda, Kawasaki, KTM, Suzuki and Yamaha are fighting for the Sierkranze in the quarter-liter crossers.

Moto Cross, Supercross and, more recently, Freestyle; Hobby riders, amateur speedsters or top riders – the motocross scene is more complex than ever in the history of wheeled locomotion. But what makes the insiders happy makes the motocross machine manufacturers sweat. Puncture-resistant suspension for supercrossers or softly responsive for moto cross cracks? Track-stable bolides for the outdoor torch or manoeuvrable corner scrapers for fans of retort slopes? And what in the world do the freaky freestylers need? Everyone together needs one thing in any case: new crossers. Two years of production without technical changes are unthinkable in the highly specialized motocross business.

The Honda engineers have rolled up their sleeves furthest for their new 250. Because it was precisely the landmark of the Rote Reiter – the aluminum bridge frame, which is unique in the off-road business – that they vigorously retouched. For the first time, a single frame front tube instead of two was welded to the more delicate frame profiles, which are also visibly steeper than last year down towards the swing arm mounting. Which also affects the cooler configuration. Instead of just one, two radiators are used. In addition, the CR 250 received a reinforced swing arm, revised spring elements and new plastic parts.

Kawasaki, on the other hand, held back with the KX 250. A new Kayaba fork is supposed to prevent the damper oil from foaming with an additional air cushion that is unconventionally trapped in a rubber cover around the damper unit. In addition, the brakes were modified and the engine received a reinforced connecting rod. KTM lightened the crankshaft, gave the 250 SX a longer stroke, installed the new upside-down fork from White Power including a revised PDS shock absorber, which also attaches to a reinforced swing arm. It is now braked with bizarre serrated brake discs, which should be easier to remove dirt. Suzuki donated the RM 250 a reinforced swing arm and a modified exhaust control in the cylinder. Ultimately, Yamaha pepped up the YZ 250 with an aluminum frame rear as well as an extended stroke, new carburetor and ignition.

So be it. What matters is what comes out at the back. Only for whom? Supercrosser, moto crosser or – ahem – freestyler? The decision for the test crew is not difficult. Firstly, you have to be able to freestyle, secondly you have to want to, and thirdly, it probably doesn’t matter which sledge it happens on. Painted. Supercross? There are hardly any public hilly landscapes in this country. Instead, more and more conventional motocross slopes are mutating into indoor duplicates. We find our Eldorado on the modern cross routes in the south of France. And the test drivers? The Golden middle. The very fast lend a hand in any series tuning anyway. The tires? M22 / M23, the hard floor classics from Bridgestone, create equal rights for everyone.

Lifted the machines from the stand. How subjective a person is. The Kawa and Yamaha feel the heaviest. But they are not. The Suzuki weighs the most at just under 108 kilograms, while Honda and KTM are an impressive six kilograms lighter.

The first rounds. Low-lying, almost level seat up to the tank cap, high steering head on the Honda. You sit in instead of on the machine. Lots of the KX. Relatively broad knees, but plenty of room to act. Petite the Suzuki. Nevertheless: Everything fits despite the steepest incline of the bench. Squat the Yamaha. But that’s okay. Only the handlebars could be placed higher and further forward. Drivers over 1.75 meters would like to use the freedom of movement they have gained. The KTM has been conveying a new feeling since last year. High handlebars, narrow tank-bench line. A feeling like on the Honda. OK then.

The troops are gradually getting up to temperature. The characters can be classified. The retouching on the cylinder has obviously brought the Honda unit completely into shape. The red one goes off like the fire department. Gentleman-like, however. No tearing, no plucking and still fed up with propulsion. From below, in the middle and – a bit muffled – also above. As efficient as if it had built in traction control. The Kawa is similarly potent, but a little wilder. Starting from a standstill. Gas on and baaah. Even further up, the vigor hardly diminishes. Fine.

A little later the Suzuki engine reports. But then also huge. The advantage of 52 pens, two more horsepower than the female colleagues, does not play a major role, but it cannot hurt. Especially since the RM – similar to Honda – can be rotated. What the Yamaha doesn’t like. The YZ drives as always. Gentle power from the very bottom, a powerful mid-rev range, and then it’s over. Ideal on narrow routes and for every driver level. Just don’t forget to switch early. The KTM engine lasts the longest when it comes to work. When it kicks in, things move forward. But especially on floors with little traction, the tower crew has to dose the low-flying aircraft much more sensitively than the Japanese delegation, which has now been designed to be fantastically user-friendly.

The differences in transmission are only marginal. Everything is slipping. A tad better with the Honda. To do this, the CR has to be pulled harder on the clutch lever due to the hard springs. As with the Yamaha and the KTM, by the way.

But what really counts in the crosser life is above all: a successful suspension setup. When the braking waves and acceleration edges hammer the intervertebral discs softly, it’s over with fun. First of all: suspensions have never been as good as they are today. Whereby all manufacturers have clearly committed themselves to the gentle wave after many years of rock-hard supercross setups that are impossible for hobby pilots to drive. Thank you.

Suzuki and KTM riders are most pleased with their forks. Responsiveness top. Only the KTM occasionally hits through on hard landings. Nevertheless: if there is a compromise, then this one. Faster cross pilots can – as I said – have their suspension adjusted by a specialist anyway. The Yamaha and Kawa forks also swim on the comfortable wave. This is a good thing, even if hard landings call for a higher oil level or harder fork springs. The CR crack doesn’t need that. Adequate in response and largely puncture-proof, the Showa fork represents the most successful front section of the Honda crossers for over a decade. Congratulations.

The same praise goes for the shock absorber. Acceptable response, no breakthrough – that’s okay. Only the monoshock of the Yamaha and the now legendary rear wheel suspension of the Kawasaki work better on acceleration waves, but hit significantly earlier on brachial landings. The Suzuki strut moves at CR level, that is to say, with a moderately pronounced aversion to small waves, but with extensive puncture resistance. KTM appears undecided. After a good response, the White Power Monoshock hardens excessively with deeper holes.

And the landing gear? Soothing stability with the Kawasaki, pure handling with the KTM and the Suzi, the golden mean for the Yamaha. And for the first time also for the previously nervous Honda. Amazing. Is it the more flexible frame? Who knows. The CR is always good.

S.actually good. Because the sum of its modifications brings the Honda to the podium – incidentally, for the first time in a Moto Cross comparison test by MOTORRAD. But what does up front mean in a time when everyone is only talking about common strength and synergy? To precisely unite the different requirements. Because at least when it comes to the engine, the interests of advanced supercrossers and amateur motocrossers overlap: a lot of power from below, easy to ride. One for the quick approach to the double jump, the other for the controlled descent on the usually low-traction terrain. And the landing gear? The manufacturers take the side of the common man. Otto Normalcrosser has never thundered more comfortably over the cross slopes than with the 2000 models. Guaranteed. Supercrossers and freestylers will get over it.

2nd place – Kawasaki KX 250

It was almost enough again, but the Honda slowed down last year’s test winner. Nevertheless: the stable chassis, the comfortable suspension and especially the powerful engine still inspire.

1st place – Honda CR 250

Well, who would have thought that? First win for a Honda in a Moto Cross competition by MOTORRAD. Why so late? Quite simply: the engine has always been very good, the chassis has always been good, the suspension is only good now

5th place – KTM 250 SX

In the field of specialized crossers, the Lord also punishes small sins. The basis is correct, but a comparatively sharp engine, a toxic rear brake and a strut that is too progressively tuned cost points.

3rd place – Suzuki RM 250

The yellow one is doing. Every year the RM stalks its way closer to the top. Only a little is missing from the powerful engine for the Honda and Kawa, nothing more for their suspensions. Red-green, be careful.

4th place – Yamaha YZ 250

Good-naturedness doesn’t always pay off. The lamb’s pious engine and comfortable suspension probably inspire most crossers. But when the going gets tough, the cracks want more revving and more suspension reserves.

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