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/128127
2002 250cc Motocross Bikes Hands CR250R vs. Kawasaki KX250 vs. KTM 250SX vs. Suzuki RM250 vs. Yamaha YZ250 AFTERTHOUGHTS 2002 Honda CR250R • All-new case-reed engine features a redesigned air-intake tract and an electronically controlled, NSR road racing-inspired, RC-type exhaust valve • All-new third-generation twin-spar aluminum frame and swingarm with lower subframe assembly • Redesigned rear-brake system • Aluminum spoke nipples on both wheels and new rear-wheel-and-hub design • Refined rider ergonomics • Air-intake boot increased 65cc for increased airflow capacity • Lighter magnesium clutch cover 2002 Kawasaki 10<250 • Reshaped exhaust port • Modified exhaust- and scavenging-port timing • New two-piece exhaust power valve replaces old three-piece butterfly unit, valve width increased • Thicker exhaust-pipe a-rings, longer retention springs • New 16-bit processor • Connecting rod now has a smoother finish and enlarged oil groove at the big end • New solid-mount footpegs • Increased fork diameter, decreased fork-tube thickness • Longer pull-rods and new rocker dimensions in rear-suspension linkage • New aluminum clutch-cable adjuster 2002 KTM 250 SX • • • • • • • • New Boyesen reed cage Crankshaft stuffers are new plastic instead of aluminum New cylinder transfer-port design, cylinder-head combustion-chamber design Shift drum detent and star are now one piece No longer has a power-jet carburetor New 48mm USD forks derived from ·works· forks More shaft travel on rear shock, new valving also Upper shock body now forged instead of cast 2002 Suzuki RM250 • Revised exhaust-port shape for mid- to high-rpm power • New single-piece exhaust valve that moves independently from auxiliary exhllust-port valves • More balanced crankshaft • Reduced piston-to-cylinder clearance for higher compression • All-new exhaust system that's lighter and features a shorter silencer • Reshaped clutch-release camshaft for improved clutch operation and feel • New tapered swingarm for rigidity at the pivot • New upper triple clamp with rubber-mounted handlebars • Revised front forks • New front-brake-pad material 2002 Yamaha VZ250 • • • • • • • • • 22 All-new elliptical frame for greater lateral rigidity and lighter weight Front fork features new two-piece piston New rear shock and bump rubber New lighter-weight swingarm Updated fuel tank, seat, air box, side covers and rear fender Repositioned power-jet Keihin carburetor with throttle-position sensor New 3D-mapped COl New 245mm rear disc replaces old 240mm unit New front-brake pads OCTOBER 24,2001 • cue •• n • _ s After riding all five 250s for the first time, I felt that the 2002 CR, RM and YZ were in a league of their own - I just didn't know which I felt was the best of the best. They are so close to one another that I really have to get picky in order to pick my favorite. The Suzuki handles extremely well and is nimble in the air, but the lack of engine more specifically bottom-end hit - makes you have to ride it harder in order to make it over jumps right out of a comer, or pick up speed for whoops close to a comer. The Yamaha is Suzuki's opposite. It doesn't handle nearly as well as the RM, doesn't handle big landings very well and isn't very flickable in the air, but the power! This thing flat hits. Just dump the clutch out of the comer and you get tons of smooth, tractable horsepower to pull you over any obstacle you wish. Simply awesome. Now, the Honda is close to the perfect mix of both the Yamaha and Suzuki. It's got good power (not great down low, but good), extremely compliant suspension that handles the hardest landing lind the smallest bump with ease, and it handles great. It's stable enough for straightaway ruts to become bllrely an afterthought and tums nearly as well as the RM (but not quite). It's neutral in the air and can be flicked with ease. It's the package. So, in my opinion, the Honda wins the 2002 Cycle News 250cc Shootout because it's not the best handler, and it's not the fastest, but it's the best package overall. I put the Yamaha second, because the power more than makes up for what it lacks in handling. And I place the Suzuki an extremely close third. If the RM just had more power, it easily could have won the shootout - but it doesn't, and it didn't. Steve Cox Can II bike actually be your favorite but not necessarily be the best? Apparently so. You see, the RM was easily my preferred bike to ride of the five, but none of our test riders - and there were a lot of them - placed the Suzuki at the top of their lists, and I did. I felt the most at ease with the RM's motor, I liked the RM's featherweight feeling and plush suspension, but I can understand why the majority of our testers chose the Honda as our shootout winner. Yes, the Hondll has a slightly all-around stronger motor, a slightly more stable chassis and, for the fllster guys, a more girthy suspension package. The Honda also tums well, has nice ergonomics, and has a reputation for being well-built, so you won't see me putting up much of a fight. Most of our testers rated the Yamaha second and I can agree with that as well. I do feel that the Yamaha has the best all-around motor of the group, handles at least as well as the Suzuki and has equally comfortable ergonomics. But that motor... The KTM and Kawllsaki are also good bikes but, for me, not quite as forgiving and confidence-inspiring as the other three. Okay, maybe the Honda is the best, but the Suzuki is my favorite. Kit Palmer I'm accustomed to 250cc motocrossers being better than I am, but since I've been doing a lot of riding lately, I'd hoped I'd be llble to push these five bikes a bit harder than usual. Forget it. This shootout was a humbling experience, really driving home the fact that I wm never have what it takes to approach the potential of 250cc two-stroke MXers, as I can on 125s and 250cc four-strokes. Fortunately, we've got aces like Chris Sprenkel and Spud Walters to do that, leaving me to determine how the bikes perform for mere mortals. We mortals tend to like a bike that's very neutral, not doing much of anything unless we ask it to, and then not requiring much persuasion. That's why I like the Honda. Like a good servant, the CR quietly awaits lind executes your every order, giving you exactly the amount of lean angle, power delivery, suspension feedback, or braking strength that you desire and expect. The bike does everything well and nothing wrong. While it could be accused of lacking personality, I prefer to look at the Honda as easy to please. You can't get much different than the Yamaha and Suzuki, but I had a hard time choosing between them for my number-two pick. The former is ultra-stable and has the motor of death, but sacrifices the ability to easily follow an inside rut in comers. The latter can cut an inside line better than anything else out there, and its plush suspension and smooth hit are confidence-inspiring for a novice MXer like my own bad self. I ended up llppreciating the Hondll for splitting the difference between the Yllmaha and Suzuki, which I rate at a dead tie for runner-up on my personal favorite list. That leaves the two Ks (Kawasaki and KTM), both of which had me feeling awkward and unskilled. While that's not an inaccurate sensation, I don't like to be reminded of it as often as I was on these two bikes. I was happy to note that pro tester Sprenkel agreed for the most part, rating the five machines identically to my classification. True, Sprenkel's reasons varied somewhat, as he pointed to the bikes' willing(less (or lack thereof) to let him ride as hard and fast as he wanted, while I was more concemed with their ability (or lack thereof) to make me not feel like a spode. But when you get right down to it, those might just be two different ways of approaching the same idea - a notion that just might help to rebuild my post-shootout self-esteem a bit. Chris Jonnum