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/128184
Well, for 2003, the top-three machines were only updated internally, with no major changes, while the two bikes that didn't make our podium came back changed significantly. The KX has an all-new chassis and major internal engine updates, and the KTM is basically a new bike, with a motor reminiscent of the company's 125 (in that it's real fast). This means that the manufacturers have made our jobs harder, which is their job. We did our testing at the same two tracks that hosted our 125cc Shootout just a couple of weeks ago: Cahuilla Creek MX Park and Glen Helen Raceway. And one of the ost interesting things to come of the shootout was the polarity of our testers' favorite bikes throughout our testing. Testers were often heard f1ipflopping between one bike or another as far as which bike was their favorite, which goes to show you just how competitive these five bikes are. But when the gun was put to their heads, so to speak, and a decision had to be made, one bike did, in fact, clearly stand out above the rest. As far as our shootout rules, all the bikes were left completely stock. Completely. As usual, no suspension oil-level adjustments, spacers, or spring changes were allowed. None. We didn't even switch out the stock bars. The bikes were tested just as you'd buy them at your typical local dealership, before you .spend another $2000 on accessories and modifications and then take your new steed home. The only changes we allowed were to ride height and bar and lever positions. And clicker adjustments, of course, were allowed too. The only thing we did to the bikes was give them all the same Pirelli tires for the loose dirt of Cahuilla Creel<. We felt this would keep the shootout fair, given the extremely soft tel'fain, and it would give our testers, Novice through Pro, a good feel of which bike act ally hooked up better, instead of which had the better tire for the terrain. Game on! Motor This one's easy: The KTM flat-out smokes everyone in the horsepower department, and things become much clearer to see as to why Jeremy McGrath signed on the dotted line after you ride this bike for the first time. The KTM is unbelievably powerful. The bike pulls hard from way down low and just keeps pulling and pulling until you're ready to grab another gear. Surprisingly, for a bike that delivers so much power, the KTM is relatively easy to control, especially on sandy or loamy tracks. The KTM has "Southwick" written all over it. On dry, hard-packed tracks, though, the KTM's Open-bike-like power becomes a bit more of a handful, and you have to be far more throttle-conscious. You can't work the right grip with reckless abandon on hard-packed tracks like you can on the loamy tracks with the KTM. All of the other bikes make good power as well, but none of them are in the same league as the KTM. However, they are easier to manage than the KTM, which comes into play at the end of a long moto or on a rough track. The Honda's motor actually isn't too far off the KTM's pace, as it delivers tons of power as well. All of our test riders agreed that the Honda has a strong motor but would usually finish up by saying, "But it could use a bit more bottom-end." Some riders also mentioned that the CR has somewhat of a narrow powerband and vibrates a bit more than the other four, but they went on to say that these "flaws" did not take away from the Honda's strong motor. The Yamaha also has a good motor; in fact, it's so good that just about all of our testers agreed that the Yamaha has overall the best motor of the group, noting its broad powerband and just plain hard hit, The YZ's motor produces good bottom-end and pulls steadily from there on up. If you like a motor that explodes off the bottom, then YOU'll love the Suzuki's and the Kawasaki's motors. Both bikes divvy out incredible bottom-end While continuing to make good power in the middle, but both the Suzuki and Kawasaki taper out a bit on top, more so with the Kawasaki than the Suzuki. As far as jetting is concerned, only the Suzuki and the Honda required minor fine-tunlng. The Suzuki felt a little rich at first, but once we leaned things out a bit, we never had to fiddle with the RM again. The Honda, however, is still finicky when it comes to jetting. The bike is very sensitive to elevation changes and weather conditions, SO it's a good idea to keep a bag full of jets nearby at all times. When it comes to other motor-related items, all of the manufactures have such things as shifting down pat. All of the bikes changed gears well, and working the clutches was never an issue, though some of the riders noted that they like the light pull of the KTM's hydraulic clutch but did say that it lacked some feel compared to the cable-operated clutches of the other bikes. ©1Iilc.eo!Lftml@If~ Honda "The CR has plenty of power, but the powerband is a little narrow." "A little more bottom-end, and the CR's motor would be perfect." "This thing barks if you can keep it where the power is." Kawasaki "Great motor but signs off on top." "It reminds me a lot of the Suzuki's motor, having lots of bottom-end and midrange." "Rev it and dump the clutch, and it feels hyperspeed." KTM "Great motor, but my arms take a beating." "There's nothing better for sandy and loamy tracks." "Almost too fast. It pulls so hard, it takes considerable effort just to stay in one position on the bike." Suzuki "The Suzuki doesn't have the most powerful motor, but it is the most fun." "I love the hit off the bottom." "Great power delivery; it just needs more of it." Yamaha "For me, the Yamaha has the most usable motor of the group." "It has plenty of power, and the wide powerband makes it totally manageable," "You can rev it hard or roll it on, and either way it pulls like a champ." The RM was one of the favorites for its comfortable ergos and seat and its qulckhandling chassis. It feels light, nimble and fast. cue. e n .. 1M S • DEcEMBER 11, 2002 9