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/128600
• ~ • ' '(1f~l ~ . . -- > ~_ "'~l Riding the XC250 through the whoops and down washed-out dirt roads, we discovered that it tracks well. Ditto for the bike in deep sandy washes and through the tight moon-rock type trails that we negotiated. The XC feels light, and at a claimed dry weight of 217 pounds it is rather flickable compared to many 250cc off-road machines. The front end did push rather heavily in sand, but we chalked that up to the stock Michelin tire, which did not agree with the sand all that much. For our test, the front Excel rim kept its stock rubber, but the rear wheel was fitted with a Dunlop K695 inflated to Tech Tube psi (bib mousse for the layman). Everybody knows that a 695 works great in the desert, but before our day was over our trusty 695 blew a bead while we were tapped out down a dirt road, exposing the Tech ,~-:- ~d""t"""'" ..;.......: " " . J9'~~..~._._~ ~'&~~r.;1 ~~~:1im"~ ~. . Tube. Too much power and not enough rim locks? Possibly. The compression ratio on all XC models, 200cc, 250cc and 300cc is 14.0: 1. EC models have a compression ratio of 12.0:1, but don't let the 14.0:1 figure of the XC fool you into thinking that the cross-country model is all torque. It makes decent low-end thrust but the power is definitely concentrated more toward the midrange and top end. At that point, the XC has a smooth, usable pull that is still potent enough to rip your arms out if I' .:;~-; ~ «~ but somehow the XC motor gets you where you want to go - almost like a KX500 would in Iowa rpm. By no means do we want you to believe that the XC250 has KX500-like speed and power, but lets just say that there are subtle similarities in the way that both bikes make their power. The fit, feel and finish of the XC is very good. The forged billet aluminum triple clamps hold the bar mounts in a . ::>Iil:~' -'~' '7"::~.:_. ~ • ..c~,:,~ -~~ Cunningham went 50 miles in the mud on the stock 3.2-gallon cell. But for the naysayers, Gas Gas does offer a larger capacity tank as an add-on. It is not uncommon for some European manufacturers to use OEM • Japanese parts on their models to save money and to ease availability. The XC comes with current Yamaha YZ footpegs, possibly the best stock footpeg on any dirt motorcycle today, ,and a 1994-98 Kawasaki KX-shape seat, rear fender and side number plates. All of these parts are pretty comfortable neutral position for normal-sized riders. The brakes on the XC resemble those found on a KTM, you're not careful. Part of the reason- as far as performance goes. When easy to come by; the hardest chal- ing behind the power-range difference engaged, they stop you rather quick- lenge would be finding red KX plastic, between the XC and EC models is ly. What does not resemble the KTM There are many choices for some- that the XC is sold stock with an FMF is the XC's factory-made hydraulic one who wants a 250cc off-road bike Fatty pipe and Turbine Core II clutch. We've never had any type of these days, but too many of the silencer/spark arrestor while the EC problem with a KTM clutch since they choices are geared toward enduro is sold with an exhaust system that is made in the Gas Gas factory in went with the stock Magura unit. The competition or tight East Coast-type hydraulic clutch on the XC that we terrain. The Gas Gas XCs are as close to an out-of-the-crate off-road race bike as it gets. Gas Gas accom- Spain. We suspect that an FMF rode tended to drag, which was Gnarly pipe might give the XC more oomph off the bottom. annoying. In the end, we could Jive Like we said, it's not like the XC's would have been a simple fix if we plished its mission with the Xc. There is very little set-up time required to with it, and we're also confident that it bottom end is bad, it's just a lot dif- hadn't been out in the middle of make the XC competitive. Rider pref- ferent from any other 250cc off-road nowhere when the problem surfaced. erence and basic motorcycle mainte- motorcycle we've ridden. There's Widthwise, the XC is just about perfect. If it were any wider, the seat~ nance always should be taken into plenty of mellow power to get you up, over and through any obstacle, it's to-fuel-tank fit would not be as just not the most explosive power. In smooth as it is. There's actually no down on the time that you spend in the garage, bolting on aftermarket account, but the XC allows you to cut fact, when you are riding the XC in SPECS GAS GAS . ..... 249cc Liquid-cooled, sin91e cylinder two-stroke Compression ratio I 4.0: 1 Bore x stroke 66.4 x 72mm Carburetion Keihin PWK 38 Ignition Kokusan digital CDI Clutch Hydraulic multi-disc Transmission 6-speed Frame .Delta type-Chromoly Displacement. . Engine type w/aluminum swingarm Front suspension .... .43mm White Power fork Front-wheel travel 1 1.4 in. Rear suspension ... Ohlins Gold Shock Rear-wheel travel ... 12.8 in. Front brake. . .. .Disc Rear brake .Disc Front wheel 21-in. Excel Rear wheel . . . . . . . . . . .18-in. Excel Wheelbase .. . 59 in. Seat height. . . . . . . . . 38.6 in. Ground clearance Fuel capacity Claimed dry weight List price .. pipes, triple clamps, case guards, etc. Don Knight reported that former and allows you to spend more time at vertical ledge may seem impossible, XC 250 need for a wider fuel tank anyway. the lower rpm, riding up the nearest National Enduro Champion Terry the races. eN Aside from its performance and design features, the Gas Gas XC250 features some rather trick parts that you would normally have to purchase from the aftermarket. We've seen many European machines uncrated with hydraulic clutches, an aluminum handiebar and trick chain adjusters, but the XC goes above and beyond the norm for Euro bikes. For example, an FMF Fatty pipe and Turbine Core II spark arrestor silencer serve as the Gas Gas' exhaust system while forged aluminum triple clamps hold the fork and handlebar intact. For those who desire to compete in the strict world of ISDE qualifiers, the XC comes stock with a rear brake light. Since most off-roaders purchase engine case guards or skid plates for their mounts, Gas Gas went ahead and incorporated case guards on the bottom of both sides of the frame for added protection. A few other little trick features include a quick-change rear axle and a master-Iinkless chain with holes in each link to cut down on weight and help shed mud in wet conditions. All these little tricks are worth considering, as we think that they add up to make the Gas Gas XC250 a better motorcycle. That's a rare thing, as many motorcycle manufacturers have attempted to incorporate trick aftermarket parts into a model, only to later find out that those parts didn't like each other much, resulting in a less than harmonious package and lost potential. 'That doesn't seem to be the case with the Gas Gas. 14.6 in. 3.2 gal. 217 Ibs. . ..$6399 cue I e n e _ s • FEBRUARY 16, 2000 17