Clash of the Tiny Tims
Clash of the Tiny Tims
Serious playbikes from Honda and Yamaha
JIMMY LEWIS
WARNING: IN THE FOLLOWING comparison, you will not read about knob-shredding horsepower, lunatic leaps, works-like suspension or computer-controlled anything. Why? Because 25 0cc four-strokes aren't about any of that. They are, however, excellent at working the spectrum from beginners' bikes to expertlevel enduros. Heck, you could even race them if you wanted...
What prompted this comparison was Yamaha's introduction of the TTR25O to the U.S. market. Avail able in other parts of the world as a dual-purpose model for a few years now, the TTR hits our shores this season in off-road-only guise. We faced it off against our current favorite trailbike, Honda's XR25OR, largely unchanged since its major revamping in 1996.
Start with starting: Kick the Honda and push the magic button on the Yamaha. The Honda is an easy starter, but usually takes a few kicks, especially when cold. We never broke a sweat extending our right thumb to push the electric starter button that instantly brings the TTR to life. And considering these bikes' target buyers-entrylevel riders and women-this convenience is almost priceless.
Honda XR250 VS. Yamaha TTR250
i vs. Yamaha TTR25O But wait a second, doesn't electric start ing entail a weight penalty? Yes, it does, and 18.5 pounds is the difference in mass between the XR and TTR. Without gas, ____ the XR tipped the CW scales at 250 pounds, the TTR at 268.5. Riding the two, however, it's hard to notice any difference. Picking them up off the ground, the Yamaha feels slightly heavier, but both bikes are heftier than a 250cc motocrosser.
Once underway, both bikes are virtually identical in terms of engine performance. User-friendly all around, the torquey, air-cooled motors resist stalling and pull for a 4 long time, well beyond where most novices feel com fortable. The XR is freer-revving and pulls a bit bet ter on top, but the TTR has a meatier grunt. Drag races and roll-ons were too close to call, and com pared to our usual testbikes, were sort of like watch ing mold grow. We conducted all of our testing with both bikes in EPA-legal mode with their quiet muffler inserts left installed, so you could hardly hear us coming. So equipped, both bikes were jetted spot-on. Both bikes' six-speed transmissions have a cog for every occasion, with first gear being low enough for first-timers to paddle away from a standstill.
In the suspension department, both rides again rate similar ly. These 250s are intended for riders in the 160-pound range, but don't be scared off if you're lighter or heavier. The adjustability of the forks (compression damping) and shocks (compression and rebound damping, spring preload) is variable enough to suit most riders' needs. The XR has a springier feel to its plush, 10.6 inches of front and rear travel. The TTR, on the other hand, is sprung a bit stiffer in its 11 inches of travel to hold up its extra weight. Overall, the TTR has a more solidly planted feel, likely due to the extra pounds. Both bikes resist bottoming fairly well, even with 180-pound-plus experts aboard.
Yamaha
TTR250
$4699
Get into the handling, and you'll start to feel slight differ ences. For flickability and agility, the Honda is a bit more responsive without suffering in stability. The better the rider, the more this is appreciated. Initially, our TTR wasn't turning as well, but a few clicks of compression on the shock helped plant the front end. The TTR's slower han dling is better suited to novice riders, but all appreciated its straight-line stability.
Both mini-Thumpers are comfortable with wide, plush seats, low seat heights and easy clutch pulls. Both bikes' slim gas tanks hold enough fuel to pin it for 50 miles in deep sand, or to go 70plus miles in more conservative mode. And both are equipped with a Reserve setting on the petcock, so you'll know when you're running low.
On a negative note, the Honda's handlebar has an anti quated bend that cramps the rider. The Yamaha has a better spread and therefore feels a bit more roomy. Typical of four-strokes, both bikes' footpegs hit on rocks and stumps-these two are the low-riders of the off-road world. With 12 inches of unladen ground clearance, the \ Yamaha requires you to pay attention to your toes. Ditto for the Honda, though its footpegs ride a half-inch higher. And another area of concern on the Yamaha is the unprotect ed center cases between its frame rails. Whereas both bikes have bash-bars for their side cases, only the Honda has a bar protecting its underside. If you intend to get aggressive on the TTR, you'll want a skidplate.
Maintenance is one aspect of these bikes that can be largely overlooked. Cleaning air filters and changing oil are the most frequent chores, while the tires, sprockets, chains and brake pads will need attention in the long haul. Speaking of mainte nance, our only real complaint about the Yamaha is that the air filter gets dirty too easily. Luckily, air cleaner access on both bikes is tool-less. A bonus on both bikes is the full comple ment of enduro hardware: head `and taillights, odometers, snail-cam chain adjusters, quiet spark arrestor-equipped mufflers and handguards. So, what's the bottom line?
Honda
XR250
$4649
The advantage of these two trail `bikes is that they will grow along with their owners. Provided the rider isn't intimidated by their 36-inch seat heights, either will serve well as a first bike and learning tool right on up to an expert-level fun machine. And when their owners eventu ally find themselves desiring more power, the aftermarket will be ready to step in with plenty of hop-up parts.
As evenly matched as these two motorcycles are, howev er, there can only be one winner. And with the convenience of electric starting coming with just a $50-higher pricetag, the Yamaha pushed our button.
