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Comparison test: Motocross MX2 (up to 250 cm³)

Crossers from Honda, Kawasaki, KTM, Suzuki and Yamaha in the test

The Suzuki RM-Z 250 has dominated the field of MX2 crossers for two years. The competition finally shoots across?

M.X2 – the nomenclature somewhat distorts the value. Because the category, which may sound second-rate behind the large MX1 cars (450 cm³ displacement), is gaining more and more following among the crossing customer base. In terms of numbers, 250cc bikes now represent 55 percent of the motocross market over 125 cm³. Ascending trend. Understandable, after all, the 250 cc engines with between 36 and 38 hp are easier to control for the majority of pilots than the up to 20 hp more powerful MX1 cars. But that is precisely why even small differences play a major role in this class.

Comparison test: Motocross MX2 (up to 250 cm³)

Crossers from Honda, Kawasaki, KTM, Suzuki and Yamaha in the test

Yamaha YZ 250 F.

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Yamaha YZ 250 F..

While Yamaha stands out from the crowd in the MX1 class with unusual technical solutions (cylinder head tilted backwards, cylinder head rotated 180 degrees, air filter located in front of the seat), the model planners in the MX2 league are content with a completely different unique selling point: As The only 250cc bike supplies the quarter-liter stew, which is equipped with five valves (also a unique selling point), instead of an injection. This focus on the down-to-earth and the tried and tested characterizes the YZ. Even after switching to the aluminum bridge frame for the 2010 season, the Yamaha preserved its typical front-wheel-oriented driving experience, which is reinforced by the fork offset that has been reduced for the coming season (22 instead of 25 millimeters). Whether with or without a neighbor, whether with non-slip or hard ground, the front of the Yamsel literally digs into the ground, making it easy for less aggressive pilots to find a clean line. Especially since the precise and good-natured steering behavior and the calming stability on the straights are complemented by a suspension that is appropriately coordinated for this clientele. The Kayaba spring elements (and again a unique selling point in the MX2 field dominated by Showa) are comfortable, filter out small waves sensitively, but reach their limits when the pace is increased. Faster pilots will hardly be able to avoid harder springs.

But whether faster or more moderate customers, the Yamaha single, equipped with a larger carburetor cross-section (39 instead of 37 millimeters) for the 2012 season, clearly helps the power plant, which has so far been cautious in the upper speed range. The single-cylinder now turns significantly more freely beyond the already noticeably stronger center, saving some gear changes compared to its predecessor. There is no light without a shadow: the peculiarly chattering five-valve engine occasionally chokes in the lower engine speed and, in comparison to the more spontaneously reacting injection engines, takes on the gas somewhat slowly. Not a broken leg, but another sign that the homogeneous YZ lacks the last bit of extremism in terms of chassis or engine in the highly specialized and closely spaced 250cc field for more than fourth place – even if amateur crossers will hardly miss that.

KTM 250 SX-F

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KTM 250 SX-F.

After all, the Yamaha moves in this position in an illustrious environment. Because the Austrian, who was previously considered one of the MX2 top performers with a powerful engine and competitive chassis, seems to have fallen into a downturn in her 2012 regalia. Not so much that the soft fork brings a lot of movement into the landing gear when decelerating in deep braking waves and after hard landings and tends to bottom out, it is rather the engine that poses the puzzle. From the middle speed range onwards, the unit begins to vibrate unpleasantly, making the pilot reluctant to exploit the competitive performance at higher speeds. Although a second test motorcycle ridden for comparison showed much better manners, this phenomenon cannot be justified with a single case.

Already in the motocross concept comparison (MOTORRAD 18/2010) two 350 SX-F models, which differed considerably in their running culture, cast a shadow over the quality control at KTM.

Annoying, because the electric starter adopted for the 2012 model from the larger-capacity siblings enhances the SX-F enormously and can decide between victory and defeat in the heat of the battle. Especially since the beefy engine is more efficient and powerful than any other propellant in this class – even if its engine brake, known in technical terms as drag torque, is also a bit sluggish when braking or in the air of the quarter-liter Crosser, which weighs 105 kilograms, and is already heaviest Gives feeling. But because great steering precision, good comfort and the most sensitive front brake on the KTM test field help get the KTM going, the vibration faux pas ultimately screwed up a secure podium.

Suzuki RM-Z 250

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Suzuki RM-Z 250.

“Never change a winning team” – true to this motto, the Suzuki engineers took it easy for this season. The overall winner of the 2010 and 2011 MX2 comparison from MOTORRAD did not get more than a new design for the tank decor and seat cover for the coming season. What the men in yellow can safely afford compared to the – with the exception of the Kawasaki KX 250 F – only moderately modified competitor models. After all, the RM-Z still shines with its well-known qualities. Above all, the extremely spontaneous reacting engine determines the character of the Suzuki. As if the propellant had a shot glass more cubic capacity up its sleeve, the single answers even the slightest burst of gas with an exceptionally snappy response. Deliberately initiating a controlled power slide with this thrust in the lower and middle speed range is not possible with any of the competitors as precisely as with the Suzi. The fact that the RM-Z does not have to pay for this performance with moderate revving is all the more impressive – even if the engine has the most internal friction after the KTM. By the way: The two different mappings that can be activated via the supplied plugs do indeed change the characteristics of the RM-Z engine. Tip: The gray plug (series: white) gives the engine more speed reserve, i.e. a slower drop in performance between 12000 rpm and the limiter that starts at 13400 rpm.

As directly as the RM-Z depends on the accelerator, it also shows itself directly in the steering behavior. Similar to the Yamaha, the front literally digs into the ground, creating a lot of confidence, especially in tight bends or bends with little traction. The fact that the Suzuki product planners are clearly targeting the top drivers with the RM-Z is proven by the suspension tuning. If the premier league is happy about stable and predictable driving behavior, little restlessness in the chassis and plenty of suspension reserves, the amateur league should be ready to suffer. The hard-tuned Showa elements react allergically to moderate speed or slack riders. Despite readjusting the rebound and compression stages, the fork is very tight in the middle, and the shock absorber is not very comfortable either, and requires a lot of physical effort from the pilot for good traction. That at least amateur pilots can hardly afford in the long run – which is why the Suzuki has to make room for two of the new bosses in the ring this year.

Honda CRF 250 R.

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Honda CRF 250 R..

With a smaller intake cross-section (46 instead of 50 millimeters), wider footrests and a modified lever, the Japanese engineers modified the little red one only moderately, but obviously turned the right adjustment screws. Because the CRF is still a synonym for the lightness of being in the tunnel industry. The dimensions alone set the Honda apart from the rest of the field. As if it had been cut one size smaller, the 250 feels compact, stocky, almost like a minibike – and behaves the same way. The narrower the inner lane, the more winding the slope, the easier it is for the Honda driver to keep the competition at bay. Not even bad acceleration or braking waves make the Red Rider sweat. With a sensitive response behavior, the Showa elements not only smooth any bumpy road, but also shine on heavier terrain after the re-tuning. Surprisingly, the decidedly comfortable setup cannot be lured out of reserve, even on hard landings or bad edges, and only goes very gently on the block, if at all. Ultimately, this proves a wide range of applications that has hardly been experienced before. Hat!

However, the engine is partly responsible for off-road easy riding. The Honda Single cannot serve with the hard acceleration of a KTM or Suzuki, but impresses completely with by far the lowest internal friction (drag torque), which is why it introduces significantly less load into the chassis during the braking phase. And: subjectively, thanks to the effective silencer, the unit looks weaker than it is ultimately the case on the track and on the test bench. Even in the upper speed range, the uni-cam engine, scolded as not very revving, with 37 HP and sufficient speed reserves refutes the perceived impressions, only the high-performing Suzuki and Kawasaki just have to let go. And because this understatement is likely to cause less riot, but probably all the more trophies, the distinguished CRF is a hair’s breadth ahead of the Suzuki in the overall standings – and should be at the top of the hit list for hobby drivers anyway.

Kawasaki KX 250 F

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Kawasaki KX 250 F.

It is gratifying that in times of careful model maintenance, at least the Kawasaki technicians are showing the courage to try something new. Because for the first time in off-road technology, the KX 250 F uses a double injection nozzle. In addition to the conventional fuel supply behind the throttle valve, a second injection nozzle located in the intake hose enriches the mixture at higher speeds. It’s easy to forget on the slopes that the KX’s test stand neither attests to more pressure in the medium speed range nor higher peak performance. Because whether it’s because of the new technology or not, the fact is: The KX propellant is alive and well.

As if stung by a tarantula, the Kawa drive, which is obviously equipped with a low flywheel, pops out of the neighboring areas, revs up at lightning speed and is tempting to be cheered up to the speed limit. But the real enthusiasm only arises because the engine does not forget its good nursery with this excess of power, even in the low revs, and is highly cultivated and easy to control. A universality with which hobby drivers can just as easily manage the controlled start from tight corners as professionals manage the powerful high-speed sprint on fast routes.

Especially since the chassis is also able to span this wide arc. The SFF fork with the spring in the right fork leg and the damping cartridge in the left leg, as well as the shock absorber also supplied by Showa, combine sensitive responsiveness and excellent comfort with adequate puncture resistance. Outstanding: the impressive traction of the rear wheel on acceleration waves and the calming stability on fast straights.

A bonus that the Kawa pilot has to earn after a few familiarization laps. Because the current 250 series continues a long tradition of the Kawasaki crossers with a low-hanging rear. A reduced dynamic sag (maximum 100 millimeters) and fork legs pushed deep into the bridges (two rings visible) balance the KX better and bring both handling and steering behavior into shape.

And because the Kawa belongs to the management team at all levels with a well-coordinated suspension, balanced chassis and, above all, a highly potent engine, the MX2 field for the coming season follows the current zeitgeist: green is the order of the day.

MOTORRAD off-road rating / test result

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Suzuki RM-Z 250, Kawasaki KX 250 F, KTM 250 SX-F, Yamaha YZ 250 F and Honda CRF 250 R.

Max points Honda Kawasaki KTM Suzuki Yamaha engine 120 103 107 105 107 101
landing gear 100 88 89 87 85 88
miscellaneous 30th 25th 23 20th 23 23 Overall rating 250 216 219 212 215 212

Test result

1.Kawasaki KX 250 F
With a brilliant engine and an astonishingly universal set-up, the Kawa takes the lead. The KX is good for everyone.

2. Honda CRF 250 R
Easy riding in motocross. With excellent suspension and extremely easy-to-use power delivery, the CRF shows that you don’t need noise or spectacle for efficiency.

3. Suzuki RM-Z 250
No question about it, the RM-Z’s extremely powerful motor, especially in the mid-rev range, is a stunner. The tightly tuned chassis predestines the Suzuki for experts.

4. KTM 250 SX-F
A lot of pressure from the low revs, sufficient power and great steering precision – everything is great. But this time an uncomfortably vibrating engine brakes the KTM. An individual case? Probably not.

5. Yamaha YZ 250 F
The larger carburetor and the fine tuning have improved the YZ enormously. The YZ is a dream for amateurs. But homogeneity alone is not enough for a top position in the narrow MX2 field.

Technical specifications

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The last of its kind: Yamaha is the only manufacturer to still use a carburetor instead of injection for the 250cc. The single benefits enormously from the larger intake cross-section.

Honda Kawasaki KTM engine
type design water-cooled
Single cylinder four-stroke engine
with four valves 		 water-cooled
Single cylinder four-stroke engine
with four valves 		 water-cooled
Single cylinder four-stroke engine
with four valves
Valve train ohc dohc dohc
Boron x stroke 76.8 x 53.8 mm 77 x 53.6 mm 76 x 54.8 mm
Displacement 249 cc 249 cc 248 cc
compression 13.2 13.5 13.2
Power * 27.1 kW (37 hp)
at 12600 rpm		 27.9 kW (38 hp)
at 12,100 rpm		 26.3 kW (36 PS)
at 11000 rpm
Carburetor / injection injection injection injection
diameter 46 mm 43 mm 42 mm
Corridors 5 5 6th
landing gear
frame Bridge frame
made of aluminum		 Bridge frame
made of aluminum		 Single loop frame
made of tubular steel
fork Showa Showa WP suspension
Guide tube diameter 48 mm 47 mm 48 mm
Strut Showa Showa WP suspension
Weight (without petrol) * 101 kg 101 kg 105 kg
Price without additional costs 7390 euros  7595 euros 7,995 euros
Suzuki Yamaha engine
type design water-cooled
Single cylinder four-stroke engine
with four valves		 water-cooled
Single cylinder four-stroke engine
with five valves
Valve train dohc dohc
Boron x stroke 77 x 53.6 mm 77 x 53.6 mm
Displacement 249 cc 249 cc
compression 13.5 13.5
Power * 27.7 kW (38 hp)
at 12200 rpm		 27.0 kW (37 hp)
at 11200 rpm
Carburetor / injection injection Carburetor
diameter 43 mm 39 mm
Corridors 5 5
landing gear
frame Bridge frame
made of aluminum		 Bridge frame
made of aluminum
fork Showa Kayaba
Guide tube diameter 47 mm 48 mm
Strut Showa Kayaba
Weight (without petrol) * 103 kg 102 kg
Price without additional costs 7680 euros 7,995 euros

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