Comparison test Crosser

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Comparison test Crosser

In limbo

It seems clear that the four-stroke crossers in the small class will soon take over the helm. But now? Have a look at how the two-stroke KTM 125 SX fares against the 250cc four-stroke newcomers.

Let’s forget in view of the current-
No four-stroke euphoria: Although 250 four-stroke versus 125 two-stroke engines were allowed to compete for the first time in the 2003 season, a two-stroke driver was still world champion in the 125 cc class, namely the Belgian Steve Ramon we have KTM. 2004 should be the title defense
However, it will be difficult, because the Japanese companies will literally attack the previously two-stroke dominated field with their new four-stroke engines, after the Yamaha, which has been in production since 2001, now also have Honda, Kawasaki and Suzuki models in their range. So in the world championship it will probably amount to a tough fight between the two-stroke pack from KTM, who don’t have a four-stroke available yet, against the rest of the world. MOTORRAD is anticipating this competition with series for sale-
material. Since the two four-stroke engines from Kawasaki and
Suzuki are identical, the KX 250 F enters the race as a Kawazuki, so to speak.
The demanding one served as a test field,
excellently groomed slope in Frankenthal, Palatinate, which is peppered with technical difficulties and everything
offers what is needed to assess the engine and chassis. To ensure equal opportunities, all machines were soled with Pirelli MT 32 at the rear and MT 83 at the front.
First, the candidates have to prove their potency on the role. The test bench runs end with a clear 3-0 victory, the result of the generous displacement bonus for the four-stroke engine can be recognized even by short-sighted people: the top performance cone of the 125cc KTM is lost
in the shadow of the massive power Ge-
birge the four-stroke. The KTM can only keep up for a short time at the top. In order to identify one of the four-stroke engines, however, you have to use your visual aid, the two newcomers from are very close
Honda and Kawasaki at the established Yamaha. They were able to equalize their lead in development with the first serve. But not just feet-
baller know: what counts, is ?? we ?? m place. Especially in the cross between theory and practice there are sometimes worlds.
So in this case too, because the KTM doesn’t seem weak at all on the track. On the contrary, the two-stroke engine gets down to business and is extremely powerful for a 125cc. So much pressure with such a band? unbelievable, a few years ago even factory machines were weaker. A very special two-stroke thrill that four-strokes can never offer. When it comes to starting, the four-stroke engines have a clear advantage with their torque and better traction. The KTM rider only has half a chance if he keeps the machine in the optimal speed range.
In the further course the
SX also a lot of concentration. In addition, the hot dance on a fine line exhausts the KTM driver tremendously, after ten minutes at the stop he is stressed on the ropes. Why the chassis
does its part. On the one hand the KTM is light and agile, on the other hand it is a bit stubborn now and then. The PDS suspension works in an exemplary manner under tension, bravely pressing the rear wheel against the ground on poor terrain. However, as soon as you take your foot off the gas, the SX has to be kept on course with physical effort. Especially since the basic set-up at the front and back was chosen on the tight side.
The four-strokes are less demanding in terms of ability-
and fitness of the pilot. In terms of engines, Yamaha still sets the bar for them. In the middle area, the YZ-F has the hardest punch and accelerates best in the first few meters out of tight turns. With her, the long table can be made even if the slippery curve in front of it went completely wrong. It is hardly noticeable that the Yamaha is not turning into the limiter quite as enthusiastically as the two other four-stroke engines in the test field.
The other side of the coin: The five-valve engine runs the roughest and hardest. When braking, that’s great drag-
moment of the engine clearly noticeable.
Nothing unusual for four-stroke veterans, they know how to calm the machine in high gear or with a little gas on the brakes. If the gas is simply turned off, there is unrest in the framework. The new chassis with the thicker one
Gabel is no progress in the series setup. Despite the chassis geometry, which is basically designed for stability, uncomfortable handlebar bangs occasionally occur. Under train over undulating
The YZ-F remains stable on slopes, but it likes hard edges less. Back and front a question of the set-up, Yamaha probably tended more towards Supercross in the set-up.
In terms of handling, too, where the four-stroke YZ has always been considered exemplary, the modifications made in recent years have had a rather negative effect. Already tipped the 2003s-
Model to it, over the front wheel
to push, this applies even more to the new. It is of little use if you crawl far forward on the tank. The stubborn behavior costs precious time, especially on hard stretches without residents, because you can only accelerate later.
CRF 250 R and KX 250 F show that it can be done better. Especially the
Kawasaki whispers around the corner and chisels a big grin on the driver’s face. It bends practically at right angles from the residential area, which does not even require a lot of pressure on the front. The Kawa runs as if it can read minds. Anyone who thinks this phenomenal steering precision can only be achieved with an ultra-steep, nervous-
If you buy this geometry, the KX 250 F teaches you better. Exactly the opposite is the case, the KX-F twitches
Not with the handlebars on fast straights even with the worst holes and remains stable on the chosen course when braking hard.
In addition to the
stiff backbone the successful-
no suspension adjustment. The Kawa is on the
rather soft side tuned, but only works with heavy drivers and hard handling. The testers have to correct the impression of the
Presentation that the bench is too soft. Maybe the Japanese changed the foam in the series.
In any case, the hardness is right, as is the entire seating position.
The hot-blooded engine? he runs with pretty high water temperature ?? harmonizes beautifully with the chassis because
it has little braking torque and hardly affects the driving behavior. And because he always grabs gently and because of himself
linear characteristic easy to control-
lieren is. Although a little power is missing in the middle range compared to the Yamaha, the KX-F surpasses the YZ-F when it comes to revving. Overall, it is quite close to the top of the class. Only the clutch seems weak, the test machine, which is no longer completely fresh, needed new pads after the first day. More preload would be a sensitive tuning measure.
The smooth nature of the Honda belies its true potential. The CRF 250 R grapples courageously out of the curve right at the bottom of the engine speed range and then runs very little-
tactually through the band. Because the Be-
speed up the kick in the buttocks-
remains, this something arises first
slack print. In direct comparison, however, it is really missing
just a touch to the two four-stroke opponents. As far as drivability and controllability are concerned, the Unicam engine is exemplary. The oven-stroke typical weaknesses, rough running or strong braking torque, the Reds were able to get rid of their quarter-liter newcomer completely.
When it comes to chasing times, the overall package plays a decisive role, and this is where the Honda can shine. The perfect
Balance inherited the 250 from its sister models. No machine can be mastered as easily as the little CRF, on the many jumps on the Frankenthal runway it can prove its aerobatic capabilities. On the ground, the Showa spring elements impress with their very good responsiveness. However, the reason comes relatively tight-
vote against the faster pilots, slower drivers complain about limited comfort. Tea
Honda works better the harder you pull the cable. What is noticeable in deep waves, for example. The handling
is good, comes close to the Kawasaki,
as long as you slide far enough on the tank. However, the too soft bench in connection with the anti-slip cover makes it difficult to move around on the machine.
Conclusion: The two-stroke engines haven’t been beaten that quickly. You are
Certainly more demanding and can keep up with a good driver-
but go with the clock. And they offer
eOne tangible advantage: They cost significantly less. Nevertheless, the future belongs to the four-stroke engines, which is hardly surprising given the double displacement. They make fewer demands on stamina and experience, beginners quickly get along with the smooth engines.

Comparison test Crosser

In limbo

2nd place – Honda CRF 250 R

The rumor mill was seething, now it is finally possible to speak plain text: The little CRF has what it takes to be a winning machine, that’s that. The Unicam engine only lags behind the competition by a small amount, and the tiny difference is rarely decisive on the route. The engine shines with its balance and easy drivability. When it comes to the chassis, a stiff chassis with good stability and a clean Showa suspension that works better and better with increasing speed are convincing. Everything somehow typical Honda, a machine without weaknesses.

1st place – Kawasaki KX 250 F

A made-to-measure debut: On her debut, Kawasaki’s first cross four-stroke? identical to the Suzuki RM-Z 250 ?? the class win. The standard trim of the KX-F impresses with the best overall package. The handling is razor-sharp, the steering precision is top, the stability is outstanding. It paid off that Kawasaki developed a suspension set-up especially for Europe and did not take over the US set-up as has been the case up to now. The engine comes close to the Yamaha powerplant, impresses with its effectiveness and good controllability.

3rd place – KTM 125 SX

KTM was only able to intervene in the four-stroke duel in 2005. But the Austrians still have a hot iron in the fire with the 125 SX. The two-stroke era is far from over, the biting 125cc KTM can also excellently show itself in the fight with the oven-stroke, provided a good, fit driver is required. And for the price difference to the four-stroke models, a complete set of driver equipment is included. Another aspect: For young pilots, the aggressive two-stroke engines are a better choice than the tame oven-stroke engines.

4th place – Yamaha YZ 250 F

How could that happen: in no time at all from the front row to the backbencher? It is definitely not because of the fantastic engine of the YZ 250 F, it stays at the top with the hardest punch and the best acceleration. In addition, the YZ-F motor has already proven its stability. However, the rough engine puts a lot of strain on the suspension on the brakes. Especially since this seems to be more suited to supercross than European slopes. In addition to sensitivity and stability, this also affects handling, and precious time is left behind on winding slopes.

Suspension tuning

The comparison took place in Frankenthal, a rather hard surface with many jumps. In addition to the author, drivers were the seven-time German champion Didi Lacher, the former 125cc champ Andy Kanstinger and amateur cross-country rider Max Ritter. The Kawasaki is rather soft and therefore needs a lot of compression damping. Conversely, the KTM 125 SX is taut, the damping setting tends towards soft. A lot of negative spring travel is important for the PDS suspension, between 35 and 40 millimeters depending on the distance. The Honda should also be driven with a little less preload, which brings traction and better responsiveness. The lap times were determined on two days and are therefore not directly comparable between the drivers. It goes without saying that each tester set their times directly one after the other under constant conditions. Lap times and ranking in the test can differ, as the times only apply to this route for the respective drivers.

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