Cycle News Staff | November 26, 2016
Roosting into the 2017 Cycle News 250F shootout are six very cool motocross bikes ready for battle. Three years of playing second (or third, or fourth…) string to the YZ250F has no doubt given the other manufacturers more incentive to regroup and figure out how to best combat the Yamaha.
Kawasaki built an all-new KX for 2017, and Husqvarna and KTM gave their 250Fs the finest production air forks out there. Honda and Suzuki, on the other hand, took the year off, opting to return with the exact same model as before (we’re guessing because they’re thinking 2018). Yamaha didn’t slack off and rest on their laurels, either; no way, they still looked for any way they could to improve the 2016 YZ, making small refinements to what is already a superb motorcycle. But would those refinements be big enough to keep it ahead of the improved KTM, Husky and Kawasaki and make it four shootout wins in a row?
The Cycle News test team was made up of riders of varying abilities, sizes and age. We tested the bikes in box-stock condition, just like how you’d roll ’em off the showroom floor, though we dressed them up a bit with pre-printed backgrounds from Dirt Digits. Performance-wise, though, we were only allowed to adjust suspension clickers and ride height, and tried not to get too carried away with big engine-mapping changes, which can get super involved and time consuming very easily, and we wanted to finish this shootout before the 2018s come out. We take into consideration both performance and price, too. With time on all six bikes at a variety of tracks across Southern California, we determined a winner, but it wasn’t easy.
To read this in Cycle News Digital Edition, click HERE
PHOTOGRAPHY BY ADAM BOOTH AND KIT PALMER
Meet The Contestants
The 2017 Honda CRF250R saw updates to the engine and suspension back in 2016 that improved power and handling. For 2017 it stays exactly the same, right down to the graphics. It is one of four bikes in the 250F class using an air fork.
The 2017 Husqvarna FC 250, the most expensive bike in the class, now uses the WP AER48 air fork and is the second lightest bike in the shootout. We’d love to say it’s different from the KTM, but in 2017 the Husky and KTM are more similar than ever.
The Kawasaki KX250F is pretty much all new. Lighter weight, more power and a narrower chassis makes the KX250F the most changed bike this year. Of note, it uses Showa SFF spring forks.
KTM 250 SX-F is basically the 2016 Factory Edition we saw earlier this year. The addition of the WP AER 48 air fork is a welcome addition. The KTM is the lightest bike in the 250F class and also produces the most feel-it-in-the-butt horsepower, way up near the bike’s 14,000 rpm rev-limiter.
Yamaha has been fine-tuning the YZ ever since it got a major overhaul for the 2014 model year, and 2017 is no exception. Chassis updates, new engine mounts, stiffer fork tubes and softer fork springs work in conjunction with engine revisions for more mid- and top-end power.
Last year, the Suzuki RM-Z250 got a boatload of changes, 80 changes to the engine alone! This year, not so much. It now has black rims, a yellow seat cover, a yellow rear fender, and black side panels. The Suzuki is known for its outstanding turning abilities.
We can’t remember a time in the history of the Cycle News 250F shootout that the battle for the number-one spot was so close. It wasn’t any easy decision as to the winner and truthfully, the top three spots were so close we wanted to declare first through third a tie for first. Since life isn’t a participation trophy, here are our rankings for 2017. Everyone one of these bikes is a marvel of what modern dirt bikes have evolved into. Take the info and consider your pocket book, your skill level and what you want from a 250F. Enjoy!
5th Place – Suzuki RM-Z250
2016 was a pretty big change year for the Suzuki RM-Z250, but, unfortunately, those changes did not automatically shoot the RM-Z to the front of the class. It still didn’t have the power we were hoping for. In an effort to keep sound output within AMA rules, Suzuki, to its credit, designed the muffler to be quieter, but the side effect hampered power output, forcing you to purchase an aftermarket muffler/exhaust system (not cheap!). In 2016, Suzuki also switched to the Kayaba PSF-2 air forks along with some frame changes, which did help improve the overall feel of the chassis. Because 2016 was a big change year for the RM-Z250, the 2017 received only small changes, all cosmetic.
Yes, the 2017 the Suzuki RM-Z250 is the same as the ’16, which means the engine is still great off idle and into midrange. Where the RM-Z250 suffers is on top where it falls flat. There isn’t a lot of top-end or over-rev. To keep the RM-Z250 in the meat of the power requires a lot of shifting. As the lowest on the power totem pole, it was more difficult to clear obstacles on the track, especially when having to grab the next gear instead of letting it rev out. The strong torque, however, makes it very easy for novices and intermediates to ride. Testers also mentioned the RM-Z felt like it had the most vibration in the shootout. As mentioned, more power can be easily extracted via at least a slip-on muffler. The RM-Z is the most exhaust-restricted bike in the shootout but was also the quietest.
As with all Suzuki motocross bikes, the RM-Z250 rules the cornering world. It has more competition this year from KTM and Husky, but it can carve a corner like no other. It gets in and out of the turns quicker than any other bike. The already-great cornering prowess of the RM-Z can be further improved (hard to believe) by ditching the stock Dunlop MX52 tires and going with the Dunlop MX3S.
The overall feel of the RM-Z250 isn’t as plush as the other bikes in the shootout. The package as a whole doesn’t offer up much comfort on really rough tracks. The front wheel stays planted and goes anywhere you aim it. The downfall to precision in the corners is a little nervousness at speed, but every tester said they wouldn’t trade the great turning for anything, even if it meant having to deal with a little uneasiness at high speed.
At 235 pounds (full fuel), the Suzuki is the heaviest bike of the group. That’s not a good thing when the Suzuki is technically the “slowest” bike in its class. Weight and power are two very critical elements in the 250F category.
The Suzuki’s great turning ability and solid chassis makes for a great supercross/tight-track bike, but it needs more power and a diet to really make us happy. In the big picture, though, all of our testers like the RM-Z250, they just want more power and less weight.
Suzuki RM-Z250
Notable Features
- KYB PSF2 Air Forks
- Plug-In Fueling Couplers
- Aluminum Twin-Spar Frame
- Tapered Aluminum Renthal Fatbar Handlebars
IMPORTANT NUMBERS
- Weight: 235 lbs.
- Seat Height: 37.6 in.
- MSRP: $7699
4th Place – Honda CRF250R
The 2017 Honda CRF250R is exactly the same as 2016, nothing has changed, not even the graphics. What did change is how it ranked in our shootout. Last year the Honda finished an impressive second, this year, due to suspension changes on the KTM and Husqvarna, and the arrival of an all-new KX250F, the Honda fell back to fourth. It is still the great package that earned it second last year but now other machines have stepped over it.
In 2016 the CRF250R gained a few horsepower while retaining an impressive low-to-mid performance—ditto 2017. Overall, the CRF250R makes good and very usable power across the board; unfortunately, it is only more powerful than just one bike, the RM-Z250. Good torque off the bottom and strong midrange power, though, makes the CRF250R easy for many riders to go fast and feel confident on, especially when compared to the high-revving KTM and Husky. The Honda revs out farther than the RM-Z but still requires more shifting than other bikes to keep it in the meat of the power. Testers loved the nearly vibration-free feel and quieter exhaust note. The Honda’s power works surprisingly well for beginners all the way to pros. We aren’t totally sold on the dual-muffler thing, but aftermarket companies like FMF make a singe-side system that not only saves weight, it adds power.
A nice bonus feature on the Honda is the easy-to-adjust three-way map switch on the handlebar. Our testers preferred the aggressive setting. The Honda is simply down on power in a class that is ruled by horsepower. Low-to-mid power is strong but where the Honda falls short is up on top, like the Suzuki.
The Showa 49mm TAC air fork works very well on the CRF250R. Last year it was the best air fork on a production bike, that title now goes to the WP AER48 air fork on the KTM and Husqvarna. Most riders still like the Showa fork on the CRF250R and the smooth action over all types of terrain. It also offers up a lot of adjustment.
The shock works well with the fork and chassis, offering up a balanced ride. It really starts to shine as the tracks gets more beat up and rough.
The smooth and easy-to-use power combined with good suspension keeps the CRF250R planted and controllable. Comfort is a big thing with the Honda, which makes it easy to ride fast as the track gets ugly. The CRF really appeals to wide range of ability and sizes when it comes to overall feel and handling. You will feel right at home within a lap on this bike, a lot of which has to do with it being a really great turning bike, especially through ruts. No ruts? No problem. It carves a smooth arc and goes where you want on any surface. It isn’t the turning legend RM-Z250 but it isn’t far behind.
Some might be disappointed it didn’t change at all for 2017 but when you take into account that it is $1000 less than the Husky and $900 less than a KTM, the Honda still looks pretty appealing. The CRF250R finished second in our shootout last year because it is a great bike. The KTM, Husky and Kawasaki made major improvements for 2017, bumping them up. That, however, shouldn’t take anything away from the Honda, which also has decent brakes, great-feeling controls and Honda’s adjustable steering damper, a feature no other bike has.
Honda CRF250R
Notable Features
- Showa SFF TAC Air Forks
- Handlebar Mapping Adjustment
- Aluminum Twin Spar Frame
- Dual Exhaust System
- Unicam Valve Train
- Dunlop MX52 Tires
IMPORTANT NUMBERS
- Weight: 234 lbs. (full gas)
- Seat Height: 37.4 in.
- MSRP: $7599
3rd Place – Kawasaki KX250F
The 2017 KX 250F is the most changed bike in the shootout and is a vastly improved machine. The engine updates improve power across the rpm range, and the KX is still the only motocross bike to use dual injectors. The frame is narrower and lighter with improved flex characteristics. Suspension revisions work in conjunction to improve overall balance and feel of the 2017 KX250F, helping it to leave behind its fifth-place finish in last year’s shootout.
Congrats to Kawasaki engineers, the KX250F engine is better than last year’s from idle all the way to the rev-limiter. It offers great hit off idle, then pulls hard all the way to the rev-limiter. Some testers even commented that it borders on revving too quickly. Very responsive is a great way to describe the character of the improved 2017 engine. The KX engine appeals to a wide spectrum of riders thanks to its ability to rev or be short shifted and lugged. Yes, the exhaust note is still very loud and raspy. We love the way KX250F sounds with an aftermarket muffler.
Overall suspension performance, while improved over the 2016 KX250F, is still not as good as the Yamaha, KTM or Husky, hurting its chances to claim a higher spot in the shootout. The KX250F still uses the Showa SFF Type 2 fork, which uses a spring in one side and damping mechanisms in the other. For 2017 a stiffer fork spring and revised valving help to balance the Kawasaki, as does a softer shock spring. Fast riders jive better with the KX250F’s suspension. Lighter and slower riders complained it was slightly harsh over chatter. Overall the KX rewards aggressive riding.
The old steer-from-the-rear Kawasaki KX250F is gone. The new KX250F can carve through the ruts and hold a line all the way through a corner without wanting to stand up early. Body position on the bike isn’t as hyper critical through the corners as it once was, adding to the ease of cornering for all abilities. A contributing factor to improved front wheel traction is the switch from the Dunlop MX52 to the MX3S tire.
The KX250F is still very stable at speed. It’s not quite as stable as before but the trade-off in cornering ability is well worth the price of admission. The narrower chassis contributes to the overall light feel on the bike. The ultra-flat-seat-to-gas-tank junction makes it very easy to move around and find a good body position. The 2017 KX250F is nimble and easy to throw around.
Last year the KX250F finished way back in the fifth position. This year, thanks to a revamp and vastly improved turning capabilities, along with a stronger and easy to ride engine, the KX250F jumps all the way to the third position. Like we mentioned before, the top three spots in this shootout are very close. The 2017 Kawasaki KX250F is great motocross bike. Period.
Kawasaki KX250F
Notable Features
- Showa SFF Type 2 Fork (spring)
- Plug-In Fueling Couplers
- Rider Compartment Adjustability
- Aluminum Perimeter Frame
- Renthal Aluminum Handlebars
IMPORTANT NUMBERS
- Weight: 230 lbs. (full gas)
- Seat Height: 37.2 in.
- MSRP: $7749
2nd Place – KTM 250 SX-F
Some key changes to the KTM include the WP AER48 air fork, a more rigid upper triple clamp, aluminum (instead of steel) upper engine mounts, a softer rear-shock spring rate and a handlebar-mounted multi-switch that controls mapping and traction control. The Husqvarna FC250 received the same changes for 2017.
The 2017 KTM 250 SX-F is not an orange Husqvarna, but it’s darn close! The Husqvarna and KTM share almost everything, including suspension settings. The differences don’t make up a long list and they aren’t part of the base platform: The KTM uses a Brembo clutch, Husky uses a Magura; KTM uses Neken handlebars, Husky uses Pro Taper. The bodywork is different, rims are different and the KTM’s subframe material is aluminum while the Husqvarna’s subframe is a composite of plastic and carbon. Their swingarms vary only in decorative design down the sides, which does affect flex characteristics slightly. We don’t want to continue to beat the dead horse that the KTM and Husqvarna are the same, but it is important for the consumer to know, they are virtually one and the same.
Thanks to an airbox that has a little more flow, the KTM barely—and we mean barely—edges out the FC 250 in power off idle and through the mid. Some testers couldn’t tell a difference between the power, and those who did said it really wasn’t that big of a performance difference as much as it was a “yeah I noticed a little bit.” The bottom line, when really pressured in back-to-back comparisons, most testers admitted they felt that they went the same speed on each bike.
The KTM engine character is best suited for high-level riders able to keep the engine singing up near the rev-limiter where it makes its impressive power. That’s not to say beginner riders can’t enjoy the KTM, it delivers power smoothly, it just doesn’t provide the off-idle torque and response like the Yamaha, Kawasaki and Honda. It should be noted that the KTM, way up near the rev-limiter, is clearly the most powerful 250F in the class. It doesn’t take a dyno to figure that out.
Gearing is a little different for 2017, we actually preferred the lower 13/50 gearing of 2016; changing to a 13 countershaft sprocket would benefit non-pro riders. Really fast guys—pro level riders—didn’t mind the 2017 14/51 gearing.
Without wearing out the KTM and Husqvarna comparison, the suspension on the KTM performs like that of the Husqvarna FC 250—it’s awesome. The WP AER 48 fork is lightyears ahead of the 4CS fork it replaces, and shock revisions for 2017 made for a very balanced machine. The KTM works well on small chop, acceleration bump, and handles big hits nicely. It stays planted and is predictable with great front-wheel traction, everything suspension is supposed to do. And, the WP AER 48 air fork is very simple to set up and adjust.
Cornering and overall stability are amazing on the KTM. It doesn’t matter if it is a rutted corner, a hard slippery corner or a big berm, the KTM carves through it effortlessly. The front half and the rear half of the bike are truly in harmony through all corners.
The KTM is lightest bike in the shootout by a few pounds. The addition of the WP WER48 air fork is a major contributor. If not for the AER48 air fork, the KTM would tip the scales about the same weight as the Yamaha and be heavier than the Kawasaki. Knocking off 3.6 pounds in the fork alone is huge. The slim design and lightweight makes the KTM so easy to throw around. It is truly one of the most nimble four-stroke motocross bikes ever.
Every tester rider loved the awesome brakes, light-pull hydraulically operated clutch, smooth-shifting transmission and awesome looks of the KTM. It is hard to not give the Austrian brand the win (Husqvarna or KTM actually), especially with electric start, hydraulic clutch, great components, highest horsepower and being the lightest bike in the shootout. KTM’s manta, “Ready To Race” is on point with the 2017 KTM 250 SX-F.
KTM 250 SX-F
Notable Features
- WP AER 48 air forks
- Handlebar Mapping Adjustment
- Launch Control
- Electric Starting
- Hydraulically Operated Clutch
- Chromoly Steel Frame
- Dunlop MX3S Tires
IMPORTANT NUMBERS
- Weight: 228 lbs. (full gas)
- Seat Height: 37.8 in.
- MSRP: $8499
2nd Place – Husqvarna FC 250
You aren’t seeing double, there are indeed two second-place finishers in the 2017 Cycle News Shootout. The Husqvarna FC 250 and the KTM 250 SX-F are real-world identical, more so than ever any year prior. They come from the same factory in Austria and share virtually everything. The slight differences come down to the rims, subframe material, hydraulic-clutch brand, bodywork, brake rotors and handlebars, but they don’t make massive differences in performance. The Husqvarna now even comes with Dunlop MX3S tires like the KTM. Last year we separated the KTM in the rankings, but could’ve made it a tie between the two, and that’s when there were more differences between the two than in 2017. They are too close now not to call it a tie.
Like the KTM, to use the Husqvarna engine properly you must be willing to let the engine rev, and we mean rev way beyond any other 250F engine (other than the KTM 250 SX-F, of course). This engine best suits advanced riders who love to hear an engine live right at the rev-limiter at all times. Even though the power delivery is a wee bit mellower on the FC 250 when compared to the KTM 250 SX-F, overall max output is virtually the same. Some test riders preferred the ever-so-slightly smoother delivery of the FC 250.
A few keen testers noticed an ever so slight power advantage from the Husqvarna in the upper stratosphere of the rpm’s, but it takes a skilled rider to fully use the high-revving power of the Husky engine. Low-end excitement isn’t part of riding the Husqvarna FC 250, the power comes to life in the mid and blows minds in the upper rpm’s. If you want your Husky to run exactly like a KTM, simply drill out the plastic airbox for more airflow.
The mapping switch allows a choice between maps one and two. One is stock, two is aggressive. We liked the aggressive map because it helped boost the mid-power, making the FC 250 a little easier to get going out of the corners. There is a button for traction control, but on a 250F, it really isn’t a necessary option like it is on a 450. The FC 250 also offers launch control—we never used it; there is no reason for launch control on a 250F.
Stock gearing is 14/51, we prefer the 13/50 gearing from last year, it would help add a little more excitement to the low-end and give more life to second gear out of tight corners. Only top-level guys like the taller gearing this year.
WP did it right when designing the WP AER 48 air fork. Not only does it work better than any other production air fork, it is ultra light and only uses one air valve. It works well and it is simple for the consumer to set up. The shock (with a softer spring rate for 2107) works well in conjunction with the AER 48 forks, providing great rear-wheel traction and forward drive. Riding the Husky FC 250 you’d never guess it had an air fork, it is very close to a well-performing spring fork.
Overall performance from the Husqvarna FC 250 in regards to the suspension is excellent. It is comfortable in small chop and resists bottoming. The bike is balanced and predictable. The chassis design is an excellent balance between high-speed stability and cornering prowess. We had at least one tester who felt the Husqvarna was the best-turning bike in the shootout while still providing the best straight-line stability, two traits that rarely live together in harmony in one motocross bike.
Again, the Husky and the KTM are virtually the same bike. They use the same suspension settings and handle so much alike that back-to-back comparisons had test riders really digging to find differences. A few test riders could feel a slight difference in the rear end due to the swingarm variances and some testers even contributed a minuscule difference in front suspension feel to the difference in handlebar brands and flex.
Husqvarna FC 250
Notable Features
- WP AER 48 Air Fork
- Handlebar Mapping Adjustment
- Electric Starting
- Hydraulically Operated Clutch
- Chromoly Steel Frame/Composite Subframe
- Pro Taper Handlebars
- Dunlop MX3S Tires
IMPORTANT NUMBERS
- Weight: 230 lbs. (full gas)
- Seat Height: 37.8 in.
- MSRP: $8599
1st Place – Yamaha YZ250F
Yes, we might be sounding like a broken record but you can blame Yamaha for that for continuing to make the best 250F even better year after year. Even with some of its competitors stepping up their game, the Yamaha continues to reign supreme, thanks to its now higher-revving engine and improved suspension; these small changes keeps the Yamaha ahead of the pack.
The YZ250F, however, isn’t the horsepower king; that is a title for the KTM and Husky. The way the YZ delivers its power, though, is what separates it from everyone else. From bottom to top there’s usable power everywhere, making the Yamaha a great bike for both novice and pro riders. You can ride down low and short shift or live near the rev-limiter, the YZ is happy doing ’em all. The Yamaha Power Tuner (sold separately) also makes tailoring the power and the way it’s delivered super easy. Not as easy as swapping couplers like on the KX and RM-Z, but the Yamaha tuner allows infinite number of options.
Power in the 250F class might be ultra important but so is handling. The YZ250F chassis provides stable and predictable handling. The Kayaba SSS spring fork is still the best-performing fork, as it has the ability to handle small chop and resist bottoming. The shock is equally as good, allowing the YZ to provide a plush feel that shines on rough tracks. The rougher the track, the more the YZ250F stands out from its competitors. Stock settings are excellent for almost any rider, and the Yamaha works well at every track with virtually zero adjustment, minus proper sag settings. The wonderful aspect of the YZ chassis and suspension is that it appeals to the novice all the way to the pro. In the corners, aggressiveness is rewarded on the YZ. An unsteady throttle hand and hesitation cause the Yamaha to want to stand up more than the other bikes. Cornering isn’t the Yamaha’s strongest attribute, but it is far from its weakness.
In general, the Yamaha isn’t the most powerful, it isn’t the best turning, it isn’t the lightest and it isn’t the slimmest, but it is the best complete package. It is simply a great 250F that works wonderfully for a wide audience. It should be noted that the exhaust note is right up there with the extremely loud KX250F. For some, this an issue, for others, they don’t mind a crazy-loud motorcycle.
Without hesitation, the Yamaha YZ250F is, for the fourth-straight year, our 2017 Cycle News 250F MX Shootout winner. The decision didn’t come perhaps as easily as it has in the past and we did have a couple of test riders who preferred the KTM and Husky over the Yamaha, and everyone was impressed by the all-new KX250F. And some still had good things to say about the Honda. But all agreed that the Yamaha is just too good of an overall package not to be standing on the top of the podium. CN
Yamaha YZ250F
Notable Features
- KYB Speed Sensitive System (SSS) spring forks
- Reverse Cylinder Design
- Rearward-Inclined Cylinder
- Tapered Aluminum Handlebars
- Two Color Options (Blue, white)
IMPORTANT NUMBERS
- Weight: 232 lbs. (full gas)
- Seat Height: 38.0 in.
- MSRP: $7699
To read this in Cycle News Digital Edition, click HERE
To read the Cycle News 2016 250F Motocross Shootout, click HERE