Dirt Rider’s 2022 250F Motocross Shootout

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Six high-revving 250 four-stroke motocrossers are run on the dyno, weighed, measured, and track tested to see which reigns supreme and where the rest fall.

Read the full article here: https://www.dirtrider.com/story/tests/best-250f-four-stroke-motocross-bikes/

Video By: Bert Beltran

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Transcript
00:00 What's up everyone, Andrew O'Leary with Dirt Rider here and we're about to get our 2022
00:05 250 4-stroke motocross shootout underway.
00:07 As you can see behind me, we have 6 bikes in the comparison test this year including
00:11 the Gas Gas MC250F, Yamaha YZ250F, KTM 250SXF, Honda CRF250R, Kawasaki KX250, and Husqvarna
00:22 FC250.
00:23 We mounted Dunlop Geomax MX33 tires front and rear on each machine to ensure consistency
00:28 and traction among them for the entirety of the test.
00:31 We also applied Decalworks pre-printed number plate backgrounds.
00:34 Now it's time to take them to multiple different tracks with several different test tires to
00:37 see how they stack up.
00:39 Let's get into it.
00:40 [Music]
01:08 Finishing in 6th place is the Kawasaki KX250.
01:12 All new in 2021, Team Green's 250 4-stroke motocrosser returned for this year with no
01:16 mechanical revisions, just new radiator shroud graphics.
01:20 On the Dirt Rider dyno, it produces 39.5 horsepower and 18.5 pound-feet of torque, tying it with
01:26 the Gas Gas MC250F for 3rd in peak horsepower, it's 4th in maximum torque.
01:32 In addition to making its peak figures at the highest RPM in the class, dyno results
01:36 also reveal the Kawasaki makes the least horsepower and torque of all the bikes from 6,000 RPM
01:41 to 8,700 RPM.
01:43 On the track, it has noticeably less bottom end than the Yamaha YZ250F and Honda Sierra
01:48 250R and doesn't offer as much high RPM power as the Austrian bikes.
01:53 It does, however, have the most overrev of the Japanese motorcycles.
01:57 Other positive engine characteristics include a quick-revving nature, lively character,
02:02 and linear power delivery.
02:04 Somewhat lackluster low-end grunt holds it back, though.
02:06 Test riders had nothing but positive things to say about the Nissan hydraulic clutch,
02:10 specifically that it offers an ultra-smooth pull and precise actuation.
02:14 Equipped with what has the potential to be the best suspension in the class, the KX250's
02:19 stock setting leaves something to be desired.
02:21 Although the KYB 48mm coil spring fork and KYB shock offer lots of hold-up and bottoming
02:27 resistance, the components, especially the fork, feel harsh in rough sections of the
02:32 track.
02:33 Tire changes help, but comfort is still lacking compared to the competition.
02:37 Even our pro testers wanted a plusher feel from the suspension, regardless of what adjustments
02:41 were made.
02:42 Boasting one of the best chassis in the class, the KX250 doesn't corner as sharply as the
02:46 Sierra 250R or Austrian bikes, nor is it as stable as the YZ250F.
02:51 However, it has an ideal balance of nimbleness and predictability.
02:55 Despite being the heaviest motorcycle in this comparison at 238 lbs. wet, the KX250 is responsive
03:01 and light feeling, both of which help make it fun to ride.
03:04 Bodywork that is narrow from front to rear, a rider triangle that is just right, and a
03:08 flat seat that is easy to move forward and back on gives the green machine outstanding
03:13 ergonomics.
03:14 A plusher suspension setting, more low-end power and torque feel throughout the RPM range,
03:18 and replacing the EFI couplers with a handlebar mounted engine map select button are what
03:23 the KX250 needs to improve its ranking next year.
03:27 Slotting into 5th place is the Honda CRF250R.
03:30 New from the ground up in 2022, Big Red's 250F motocrosser is certainly the most improved
03:36 machine in the class, but some of its not so desirable characteristics from years past
03:40 are still apparent and hold it back in the rankings.
03:43 Spinning the drum on our in-house dyno, the CRF250R churns out 37.6 hp and 18.1 lb-ft
03:50 of torque, ranking at 6th in peak horsepower and 5th in maximum torque.
03:55 It's also worth noting the Honda makes its peak figures at the lowest RPM of the bikes
03:59 in this shootout.
04:01 In the dirt, the CRF250R engine is much better than the previous generation models.
04:05 Although it spins 1.4 hp less at peak than the 2021, power delivery is much more usable.
04:12 Bottom end to mid-range power is YZ250F-like.
04:14 In fact, the CRF250R makes the most horsepower and torque of all the bikes from 5,800 RPM
04:21 to 7,500 RPM.
04:23 Despite not being the best top-end performer, the engine pulls well into the higher RPM
04:27 range and doesn't need to be short-shifted.
04:29 We anticipated and hoped the CRF450R's Nissan hydraulic clutch would be passed down to the
04:34 CRF250R this year, but unfortunately it wasn't.
04:37 The good news is its cable clutch is much more consistent than in years past and does
04:41 the job just fine.
04:43 Suspension duties are handled by a Showa 49mm coil spring fork and Showa shock, which can
04:47 be confusing regarding which way to go in terms of setup, but part of that has to do
04:51 with the new chassis.
04:53 The Showa units are a touch on the soft side, specifically the fork, but have more of a
04:57 performance-oriented feel.
04:59 Even with adjustments, the Honda's suspension lacks comfort compared to the Austrian trio
05:03 and Yamaha's respective components.
05:05 With its all-new chassis, the CRF250R retains the title of being the sharpest turning bike
05:10 in the class, but it's still the least stable as well.
05:13 Nimbleness is a strong point, but it comes at the cost of some noticeable rigidity, the
05:17 most of the bikes gathered here.
05:19 A high rear end stance is yet another characteristic carried over from the prior generation model.
05:24 Ergonomics are agreeable except for a firm and uncomfortable seat.
05:27 More chassis compliance, stability, predictability, suspension comfort, and peak horsepower would
05:32 help the CRF250R improve its standing in this highly competitive class.
05:37 Finishing in fourth place is the Husqvarna FC250.
05:40 Mechanical updates for 2022 include a Brembo hydraulic clutch, which replaces the Magura
05:45 unit specced on prior year models.
05:47 With 39.7 horsepower and 18.8 pound-feet of torque on the Dirt Rider Dyno, the FC250 is
05:53 second in peak horsepower and ties the MC250F for runner-up in maximum torque.
05:58 The Husqvarna also makes the most horsepower and torque of all the bikes from 10,900 RPM
06:03 to 12,000 RPM.
06:05 The FC250 revs to the moon and makes the meat of its power high in the RPM range.
06:10 Power is on the mellower side and not quite as aggressive as the competition's.
06:13 Those factors combined with a linear power delivery make it very controllable, but it
06:17 also means a heavy throttle hand is required to get the most out of it.
06:21 Bottom end power is better than only the KX250's, but some quick use of the clutch helps coax
06:25 it into the mid-range, where it really comes alive.
06:28 In its second year with a 10mm lower suspension setup than its Austrian counterparts, the
06:32 Husqvarna's WP Exact 48mm air fork and WP Exact shock offer more comfort than the KTM's
06:38 components, but are not as plush as the gas gases.
06:41 In addition to being lower to begin with, the Husqvarna also has a soft setting, causing
06:45 it to ride lower in the stroke and even closer to the ground.
06:48 While this helps handling in some areas, it presents other problems such as increasing
06:52 the chance of dragging a footpeg in deeper ruts, which happen to multiple test riders.
06:57 Most importantly, giving up suspension travel sacrifices some ride quality.
07:01 Upsides to the FC250's lower stance are in handling.
07:04 It enables the bike to initiate turns easier than every other machine but the CRF250R.
07:09 Stability is a strong point of the Husqvarna as well, amounting to a neutral handling chassis.
07:14 The pro taper handlebar is a little wide for our liking and the seat cover lacks some grip
07:17 as well, but the ergonomics are likeable otherwise.
07:20 The Husqvarna might be the best bike for a shorter rider, but it's a bit polarizing,
07:24 especially to those of average to taller stature.
07:27 Its 10mm lower suspension setup is designed for a little too specific of a rider demographic,
07:33 thereby reducing the range of potential customers it suits best.
07:37 Making its debut appearance in Dirt Rider's 250 4-stroke motocross shootout and rounding
07:41 out the podium is the Gas Gas MC250F.
07:44 The Red Austrian also took its first runs on our in-house dyno, where it spun 39.5hp
07:49 and 18.8lb-ft of torque.
07:52 With those figures, the Gas Gas ties the Kawasaki for 3rd and peak horsepower and ties the Husqvarna
07:57 for runner-up in maximum torque.
07:59 Although competitive at high RPM, the MC250F has a glaring weakness on the dyno.
08:04 There's a significant dip in the curve from 3,500rpm to 6,000rpm, where it produces the
08:10 least horsepower and torque of all the bikes.
08:12 On the track, the Gas Gas's power delivery is smoother and revs a bit slower than the
08:16 KTM, but overrev is comparable.
08:18 A header pipe without a resonance chamber and not having a MAP or traction control switch
08:23 or optional vented airbox cover are contributing factors to the slight power characteristic
08:27 differences between them.
08:29 One of the many parts Gas Gas shares with KTM is suspension.
08:32 Although its WP-Exact 48mm air fork and WP-Exact shock use their own, model-specific setting,
08:38 having the softest setup in the class, the MC250F's suspension offers an unexpected
08:43 and extreme amount of comfort.
08:45 The WP units are very plush, but Gas Gas may have gone just a touch too far in that direction.
08:50 The shock rides low on acceleration and both ends go a little deep in the stroke on jump
08:54 faces and landings.
08:55 Some test rides even report instances of fender-to-tire contact.
08:59 Aside from its forged triple clamps, brand-specific bodywork, differently shaped fuel tank, red
09:04 seat cover, and Husqvarna swingarm, the Gas Gas chassis is essentially identical to the
09:08 KTM's.
09:09 It turns excellently and settles well in corners thanks to its plush suspension.
09:13 The MC250F also maintains composure at speed.
09:17 Ergonomically, you feel at home right away when swinging a leg over it, due in part to
09:21 its open cockpit, thin feel, and sit-on feeling.
09:24 Aside from having a less lively engine character than the KTM and its performance ceiling being
09:28 limited due to a softer suspension setting, the Gas Gas doesn't have any glaring weaknesses
09:33 and is one of the best 250 four-stroke motocross bikes on the market.
09:38 In the runner-up spot for the second year in a row is the KTM 250SXF.
09:42 Changes for 2022 are strictly cosmetic, including an orange frame, blue seat cover, white rear
09:48 fender, and new graphics.
09:50 Churning out 39.8 horsepower and 19.1 pound-feet of torque, the KTM makes the highest peak
09:55 figures in the class.
09:57 With a high-revving engine that is able to stretch out each gear due to how long it pulls
10:00 in the RPM range, the KTM works best when ridden aggressively.
10:04 Although it features the liveliest power delivery of the Austrian trio, throttle response is
10:08 not quite as snappy as the Kawasaki, Yamaha, or Honda.
10:13 Equipped with a WP Exact 48mm air fork and WP Exact shock, the KTM's suspension offers
10:19 a more performance-oriented feel compared to the Husqvarna and Gas Gas.
10:23 Offering comfort in the initial part of the stroke while maintaining plenty of hold-up
10:26 and bottoming resistance makes it a well-rounded setting for a wide range of rider weights
10:30 and skill levels.
10:31 In addition to having a nice balance of cornering and stability, the orange machine's chassis
10:36 is forgiving with body position and when the rider makes a mistake, which are good characteristics
10:40 for when you get tired later in a moto.
10:42 Brembo brakes are strongest in the class and a shared component with the Husqvarna and
10:46 Gas Gas.
10:47 Ergonomics are also fantastic with a thin profile, well-proportioned rider triangle,
10:52 and comfortable seat.
10:53 The only aspects holding the KTM back from the top stub of the podium are that it lacks
10:57 some low-end power, torque feel, and suspension comfort compared to the winner.
11:01 Claiming its second consecutive shootout victory is the Yamaha YZ250F.
11:06 Updates for 2022 include a revised internal fork setting, shock clicker change, new rear
11:11 hub, rear sprocket, and chain, 2.15" rear rim, wider rear tire size, a 3-cross spoke
11:17 pattern on the rear wheel, and the switch to Dunlop Geomax MX-33 tires.
11:22 On the Dirt Rider Dyno, the YZ250F spins 38.9 hp and 17.8 lb-ft of torque, ranking at 5th
11:29 in peak horsepower and 6th in maximum torque.
11:32 Although not a standard on the dyno, the blue bike is an absolute weapon on the track with
11:36 the strongest low-end power, an incredible torque feel, and aggressive character.
11:41 Compatibility with Yamaha's Power Tuner app gives the YZ250F the best EFI tuning capability
11:46 in the class.
11:47 One downside to the engine is that it lacks overrev power compared to the KX250 and Austrian
11:52 bikes, which makes for more shifting, especially on higher speed tracks with long straightaways.
11:57 Its cable clutch works alright, but needs quite a bit of adjustment from cold to hot.
12:01 Once hot, it stays much more consistent.
12:03 In the suspension department, Yamaha's KYB SSS fork and KYB shock are best in the class.
12:09 They are still plush, but more performance-oriented than ever.
12:12 The faster you go, the better it works.
12:14 Both ends are very progressive and offer the most damping control in the class.
12:18 Despite having a firmer feel overall, additional comfort can be found with adjustments.
12:22 Class lean, stability, and predictability are trademark characteristics of the YZ250F.
12:28 Although not the most nimble bike in the class, it still corners well and takes just a little
12:32 extra effort to lean into turns.
12:34 Ergonomics could be improved as a result of a wider radiator shroud area in midsection,
12:38 and a low seat that is thin on foam and pocketed in the middle.
12:42 Additional high RPM power, a hydraulic clutch, better ergonomics, and quieter muffler are
12:46 updates we would like to see on the Yamaha next year.
12:49 [Music]