Cycle News is a weekly magazine that covers all aspects of motorcycling including Supercross, Motocross and MotoGP as well as new motorcycles
Issue link: https://magazine.cyclenews.com/i/127607
~ SHOOTOU T ~ By Donn Maeda Photos by Kit Palmer and Maeda 28 hat is it about an open-class motocross bike that strikes fear into the hearts of the editors here at Cycle News? Is it the fact that modem-day big bores pump out huge amounts of arm-wrenching horsepower? Is it because they're generally much bigger and heavier than their smaller-displacement counterparts? Or is it because the last time we tested a 500cc MXer, it snapped former Cycle News associate ed itor Brian Catterson's wrist like a piece of uncooked spaghetti? Actually, the real reason we haven't devoted much time to these bikes is because the manufacturers haven't either. Sales are down on 500cc-and-larger MX bikes, so the manufacturers have made minimal changes over the past several years . Still, the bikes are noticeably different than they were in our last shoot-out, thanks to an accumulation of small, yearly modifications. So when the '94 models were unveiled, someone in the office mentioned the idea of once again pitting the big-bores against each other. At the mere mention of such an idea, the Cycle News editorial staff began squirming in their seats. All except one, that is - our newest assistant editor, resident speedway guru and king of the "Events" section, Scott Rousseau . "I can't waste my time riding those piddley 125s and 250s," declared Rousseau, who normally pilots a 500cc Godden speedway machine. "My problem when I ride dirt bikes isn't that they're too fast; my problem is tha t I don't shut off. I need a real bike, one that can really haul some beans." 'Nuff said. Such a bold statement from our newest staffer couldn't be ignored. In a matter of minutes, our open-bike shoot-out was in the works. The contenders? The last of a d ying breed Honda's CRSOO, Kawasaki's KX500 and KTM's 550 SX. Though KTM also manufactures a 440 M/XC which is also openclass legal, the Austrian marque opted to enter the contest with their "biggest" bigbore. "A 550? Great!" ch imed Roussean/You know what they say - the bigger the better..." The beasts ,. If you're looking for an endless list of technological advances, you' d be wasting your time scouting through the open-class spec files. Sure, open machines are the last to receive the new est power-valve , the trickest frames and the coolest bodywork, (if they receive them at all), but one thing that they do get is th e majority of the horsepower. A graphic change here and a suspension update there are usually enough to keep potential open-bike customers coming back for more. The Honda CRSOO is a classic examp le. A quick look through Honda's press releases will reveal tha t the '94 version .boas ts a "new silver engine color that brightens appearance," as well as an improved reed-valve gasket. Basically unchanged since '89, the 491cc motor received a new cylinder head with a revised compression ratio in '91, and a new, wider-ratio transmission in '93. This year's new gasket simply features a silicone bead tha t is less prone to leakage. Chassis-wise, the CR500 is a bit more excit ing. Replacing last year's Kayaba unit is a new Showa shock tha t has a large 46mm piston, new valving, and an altered spring rate. Mated to the stiffer rear end is the familiar Showa fork, bu t this year it comes fitted with a stiffer set of 5.6 sp rings. Last year, many faster or agg re ssive riders switched to the 5.6 springs - this year they won't have to. Strengthened rear wheel spokes and the new fluorescent graphics complete the changes on Honda's CRSOO, which carries a price tag of $4899. Wh at abou t the champ's bike? For three of the past four seasons, the Kawasaki KXSOO has brought the 500cc National MX Championship home to the green team, most recently under the guidance of Mike laRocco. Like the Honda, the Kawasaki KX500 boasts few changes. With the reputation of having one of the easiest big-bore powerbands to control, Kawasaki had no reason to change a good thing and left the 499cc motor untouched. In the suspension d epartment, the Kawasaki features revised suspension settings in both the 43mm Kayaba fork ยท and in the rear Kayaba sh ock. New rou nd fork guards protect the delicate sliders better than the flat ve rs ions of the past. Perhaps the most exciting change that the KX500 enjoys is a ne w fron t master cylinder that has less "free stroke" before the caliper pistons start to move, thus improving the lever touch. To go along with the new master cyl inder, a set of "grippier" brake pads handle the stopping chores. Out back, the caliper, master cylinder and hose have been changed for improved controllability. The unit as a whole is smaller than last year's, and the low-expansion brake hose has been replaced by a high-expansion unit. All this for $4849. The KTM is the biggest, and perhaps the most-changed , .m ach in e of the bunch. At 54&c, you get at least 49 extra ccs for what is essentially the same price as the two Japanese machines: $4898. Thanks to the declining dollar-to-yen ratio, non-Japanese manufacturers, such as KTM, have suddenly found themselves in the hunt when it comes to competitive pricing. As is the case w ith Honda and Kawasaki, KTM hasn't changed much in the engine department. A new, closerspaced transmission is claimed to spread