Honda XR250L, Yamaha TT-R250, Suzuki DR-Z250 — Motorbikes Reviews, News…

12 Фев 2015 | Author: | Комментарии к записи Honda XR250L, Yamaha TT-R250, Suzuki DR-Z250 — Motorbikes Reviews, News… отключены
Suzuki DR 250
Suzuki DR 250

Honda XR250L, Yamaha Suzuki DR-Z250 (November

What’s the pick of the litter it comes to entry-level 250 dirt The Dirt Bike Trader mag come up with the answers

The in this shootout are not the latest and but they are good learners’ or ‘step-up’ bikes from smaller to something larger. don’t have high high-risk engines, lightweight razor sharp handling and like a plank. These are of the ‘old school’.

They softish suspensions, so learners can them without getting up, soft power, less clearance but lower seat than their modern electric-start and single-cylinder air-cooled

You can take them on-road too they have all the paraphernalia for that role — full lighting, dual rubber and all that jazz. All have been around the weather so they’re a known They’re easy to live too, and although considerably than the latest 250 four-strokes, to get you to the flag with the least and emotional stress.

If you’re arm-stretching power from engines, forget it; they pull a sailor off your They won’t intimidate either, and that’s a good when you consider who these are aimed at. All are very forgiving though, and the DBT crew pushed the button all day.

The other we’ll say is that these are whisper quiet. If you want to a stealthy getaway to the pub, wife won’t notice gone.

And here’s another thing: might be doughy but these will go anywhere a modern, 250 will go.

Getting up a crappy is usually a confrontation between skill and angle-of-slope, but if you know the well enough, you might be behind by a faster rider on a or a WR250F, but you’ll get up the same nonetheless if you have dirt and dirt gearing.


we take these bikes the bush and do rude things to let’s see how they stack up on

#1: PRICE: Now here’s an interesting These bikes share a niche, so none can afford to be fatter, larger or much expensive than any of the others. why there’s a certain homogeneity in the sand in the retail prices. the dearest to the cheapest, here’s the deal:

XR250L: $8190


TT-R250: 7899.

only $290 bucks in it so get hysterical over the price of the And, by the way, when researching bike prices, take the manufacturer’s recommended as the last word. Many have their own discounted and these can be several hundred under recommended retail.

In case the price difference the Honda and the others could be

#2: WARRANTY: Most modern four-strokes have laughable ‘warranties’ that in no way reflect the of moola you spend to buy one. CRF450X has a three months warranty. Whaddya think of The warranties on these particular are more generous though, they’re not hard-core dirt that’ll be thrashed every or worse, raced, so there be as much collateral damage or as civilian casualties. Here’s how far the manufacturers will open wallets on product support:

TT-R250: Two year warranty, kilometres.

DR-Z250: One year unlimited kilometres.

XR250L: One warranty, unlimited kilometres.

#3: Heavy bikes are harder to at low speed, and they’re a bastard to up when you drop ’em. the heaviest to the lightest, here’s the on dry weight:

XR250L: 128kg


DR-Z250: 118kg.


Yamaha and Suzuki Honda no. This, in our opinion, is a As an example, the Suzuki’s battery and the engine twice fouled a during this test. Had it not for the kickstarter, all this bike have done is take up in the garage. As for the Honda, this is not the engine as they use in the XR250R.

a version modified for electric-start and no kickstarter is available for it. Here’s our if you’re struggling through the the blood and the beer on dual tyres, carry a tent.

If you drain the battery you’ll be with the wombats.

#5: SEAT Don’t believe the Suzuki sheet. This bike has a height of 890mm but the spec says 920mm.

We knew something was wrong we lined them up at HQ. Here’s the on … altitude:


DR-Z250: 890mm



We picked 40 of the tightest trails we could Lets face it, these fire trail blasters. is how much juice they

Yamaha: 39.1km/2.5L, or 15.6

Honda: 39.1km/2.8L, or 14.0

Suzuki: 39.1km/2.7L, or 14.5

None of these is gunna the bank when you haul up at the From the Suzuki’s 10.5 tank you should get about From the Honda’s 9.7 litre you’ll run about 135km, and the Yamaha’s 10 litre tank 160km.

All things being of course, which they are with fuel consumption, so you can these figures as slightly if not rubbery.


and soft: All came with the settings set … in the middle of the range. For our crew, who all weigh in at and above, the Suzuki and Honda are on the side, a trait that our appreciated. The Yamaha is noticeably

It’s still plush but the experienced riders prefer the

How much adjustment. Reasonable on the forks. The Yamaha has 22 clicks on the Honda 20 clicks, while the Suzuki has 24 clicks on rebound and 16 on

On the rear the Honda has 20 clicks of adjustment. We can’t tell you how rebound adjustment it has because we get past the chain-guard to get at the screw. The had only compression adjustment on the with 22 clicks from to hardest.

The Suzuki had a screw two and a quarter turns from to hardest for compression, and another with six turns from to hardest for rebound.

Do they The respective suspensions soak up the ripples well. Tottering at steady speeds is a very affair, however the Honda a nervous tendency when the gets rough.

It isn’t to scare experienced riders but it did our novice. We attempted to rectify by stiffening the suspension but the clickers to have little effect on the action, and hence no effect on the Even with clickers right up to Hard it was still a ride.

The clickers on the Suzuki and produced noticeable effect. Two of our reckon the Yamaha is too stiff the clickers wound right up. we were actually surprised by the in the Suzuki once we got the suspension in.

With its low centre of gravity it was of the flat turns. We were surprised at how much corner you could hold on the yella

When things get rough the is the best performer of the bunch. Its suspension, along slim and flat seat make it the to move around. The Yamaha feels the lightest, which the TT-R easier to ride for longer.


All run Nissin so you’d expect them to be in performance, but the Suzuki throws a in the works. It’s the standout of the The front is super strong plenty of feel, in fact better than many of the bikes we’ve ridden The Honda and Yamaha have of feel but just don’t the Suzuki for power.

Don’t get us they’re up to the task of hauling you to a but riding the Suzuki you realise how better it is.

The DR-Z has the best brake too. The Yamaha has a neutral feel and in any other we’d be telling you what a brake this is. Unfortunately the rear brake has little and locks up easily.

The longevity of engines, coupled with a for maintenance, is a major drawcard for Apart from oiling the dumping the engine oil and keeping the air clean there isn’t a lot to do. The have good easy to the air filter, although it was surprising to a paper filter on the Honda. simple to maintain, sure, you replace it, but it does emphasise the road bias.

Paper are bad news when riding in slop. Both the Yamaha and come with a much (dirt) appropriate foam


Each bike has a area in it excels. It’s fairly that the Honda is designed for street use, and with in mind we’re giving it the Commuter Award. It feels at home on the pavement than the two.

The Yamaha is the tallest, the and has the firmest suspension. There’s no it’s been made more dirt emphasis so the gets the Best In The Dirt

The Suzuki is a real surprise It isn’t far behind the Yamaha in the and with its torquey engine and low height it’s obvious this one should get our Best Bike Award. Going a further, here’s the split for the categories:



TALLEST Yamaha TT-R250

FASTEST Yamaha TT-R250






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