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Cet espace de discussion est dédié à « HONDA CRF 250 L (2017 à 2019) » et destiné à complèter les informations déjà saisies sur le maxitest. The suspension is quite good, too, but suffers the same issues as the CRF250L—it’s quite soft and bottoms easily as soon as the pace picks up. It's a bit heavier than the TT-R by 14 pounds (251 lbs. The physical size is similar enough, but there are some noticeable differences. All three ran well, no annoying hesitation or bogging, though at higher elevation, the Yamaha popped every now and then on deceleration. . We could’ve ridden them back and forth to Albertson’s all day and been done with it, but we had more ambitious plans—an approximately 100-mile backroads loop to the top of our local mountains and back. And, as mentioned, their MSRPs are comparable. The gas tank holds 2.1 gallons which will allow you to ride for hours without refueling. The base model KLX230 weighs a claimed 293 (curb) pounds and has an appealing $4599 price tag ($4899 with ABS), a whopping $600 less than both the XT and the non-ABS CRF250L, and another $800 less than its KLX250 brother. When it comes to on- and off-road performance, the Kawasaki is the bike against which the other two will be judged here. Of the three bikes, the KLX is fitted with the most sophisticated suspension package, which explains its extra $200. 2020 Kawasaki KLX250 vs. Honda CRF250L vs. Yamaha XT250 Comparison Now, The Fun Part. The Rally moniker is more a statement of how it looks (but that’s okay, because it looks great.). Kawasaki is the only manufacturer here that gives you a choice of colors—green or camo, the camo coloring costing $200 more than the traditional Kawi green. The WR250R excels when it comes to handling and suspension. Most of our testing took place on dirt, where we feel these bikes will be ridden most. The difference in ground clearance is negligible (.3 of an inch). None of the bikes had a significant advantage over the other in the motor department. Where the one excels, the other has an answer up its sleeve. Yes, it bottoms easily, but the XT does a great job providing a comfortable, well-balanced ride up until then. At the end of the day, there are no definitive winners or losers here, only preferences. However, we were quite surprised by how good the XT’s suspension actually is, more so than you’d think by just looking at this bike. Buying the parts online is cheaper, but if you're taking the bike to a shop to have the mods done, they might not be willing to use parts that you bought online so ask first. CN. Joined: Jan 31, 2010 Oddometer: 1,174 Location: Planet X. It’s a solid performer with a small price tag. Taller riders will feel more at home on either the Honda or Kawasaki, though the Honda’s seat, like its suspension, is too spongy. The KLX also has a low 34.8-inch seat height and short 54.3-inch wheelbase. Blue&Yellow, Mar 11, 2013 #1. Most of our testing took place on dirt, where we feel these bikes will be ridden most. Stopping to not only kill the motor, but turn the ignition off and back on again, seemed to allow it to readjust. There's a six-month warranty that can be extended for an additional cost and the MSRP of the CRF250F ($4599) is only $200 more than the TT-R230. Even though the modifications (mods) will cost money, you can add the mods in stages. The Rally is a bike built for affordable performance on-and-off-road and light adventuring, which would seem to appeal to a lot of riders. These are both excellent beginner dirt bikes and to declare one the winner means the other would be the loser and that's not the case. Essai Honda CRF250L Monocylindre 4-T, 25 ch à 8500 tr/mn, 22,6 Nm à 6750 Nm, 146 kilos tous pleins faits L'esprit Knacki Herta de la moto pour 4999 € Home | Bikes | Gear | Riding | Privacy | Sitemap. Compared to the Honda and Yamaha, the KLX’s suspension does a better job soaking up the bumps and doesn’t run out of wheel travel nearly as soon as the Honda or Yamaha. Nevertheless, the Rally is setup much better for “adventure riding” than its counterpart, and more so than most bikes in the segment. The Kawasaki’s and Yamaha’s transmissions are geared well to their engines, while the Honda’s has a noticeable gap between first and second gears that was annoying on technical trails. With most ADV bikes topping 1000ccs and with price tags north of $25K, the industry has been clamoring for more small-displacement, affordable options that are easy to handle off-road but can handle a highway ride without being tortured by wind and low gearing. A big strike against the Yamaha when it comes to first-time riders is its tall 36.6-inch seat height. Our real gripe is with the shock. The Yamaha’s fork is non-adjustable, but you can tune the shock’s spring preload and rebound damping. The KLX’s suspension provides the most adjustability. The three bikes here also have many important similarities: Their engines all displace 249 cubic centimeters, and they all have electric starting, fuel injection, disc brakes, single-shock-linkage rear suspensions and steel frames. In addition, the Rally gets a larger 2.6 gallon gas tank, more powerful brakes with a disc 40mm larger than the CRF250L’s, and a significantly taller suspension, with more than an inch more travel and nearly as much ground clearance. The bottom line? KTM promises an adventure-equipped version of the 390, but that bike will likely cost even more than the Yamaha. Despite giving away up to a two of inches of wheel travel to the other two bikes, the XT isn’t afraid of rough roads and tricky trails and handles them quite well, even at speed. They both have water-cooled DOHC four-valve engines, six-speed transmissions, inverted forks and have similar chassis dimensions in wheelbase, seat height and wheel travel, whereas the Yamaha has an air-cooled SOHC two-valve engine with a five-speed gearbox, conventional forks, a shorter wheelbase, shorter seat height and less wheel travel. Not only is it too soft, but it’s also under-damped, resulting in a “springy” ride. Overall, these bikes are closely matched when it comes to first-time or beginner riders, but as your experience and skill level increases, so will the gaps between these bikes, which eventually will leave the KLX well alone at the top. It pumps out 250cc-like power and handles exceptionally well. The Honda and Yamaha share the same MSRP at $5199, though the Honda’s ABS-fitted option (which we tested) checks in at $5499. However, Honda gives you a whole other motorcycle option in the $6299 CRF250L Rally, but that’s crossing into an entirely different realm of riding. The Honda wasn’t as quick to adapt to the thinner air. Period. From stock these bikes are very similar, as you’d expect. When you’re talking just 230cc here, it’s nice having the six-speed gearbox, which better utilizes every one of those precious cubic-centimeters. The XT has changed little since its re-birth in 2013 when it got fuel injection and a few other goodies. It’s just plain better. The Honda has the advantage in the braking department. by BikeBandit | May 4, 2018 | Buyer’s Guide | 0 comments. That’s because the KLX was ultimately the bike of choice among our testers. For more info and detailed specs, visit the manufacturer's websites: The first video shows just how many mods can be done to these bikes. Both are extremely easy to ride both on and off-road, but if left standard you will soon find their limitations. and although the gas tank is smaller than the Yamaha's, that's compensated for by the increased fuel economy of the fuel-injection. CRF250L Vs KLX250 – THE VERDICT. With the 1000cc Africa Twin representing the pinnacle of Honda’s adventure rides, and the Rally bringing up the bottom, the only thing missing now is a middleweight – and what we’d really like to see is a true Rally race-replica built on HRC’s awesome CRF450 platform. Bridgestone Trail Wing TW-301, 120/80-18 in. Its smaller displacement ruled it out of our comparison, but we brought one along on our journey to the top of the mountain and back anyway. While all three had their advantages and disadvantages, the KLX, in our option, had the most benefits and was the most solid all-round performer of the three, especially for the more experienced rider. 24.5 HP is underpowered for any street motorcycle, and will likely find you twisting the throttle to the stop frequently both on-road and off (though we’ll let you know how it behaves in our upcoming Ride Review.). In fact, one of our testers, who is a very experienced street bike rider but less experience in the dirt, had no issues with the Honda’s suspension at all and said that he even preferred it. But in a segment that seems like it should be a hot one, the Honda CRF250L Rally surprisingly doesn’t have much direct competition. At an MSRP of $5,849, the Rally package will part you with $700 more than the standard CRF250L – add $300 for optional ABS on top of that. Unlike the CRF250L, which is essentially a dirt bike that is just street legal enough to get you to the trails without loading it into a pickup, the Rally is equipped to actually travel on the highway with its tall rally-style windscreen, higher seat, and bigger gas tank. Beginner dirt bikes come in a wide variety of sizes, and the full-size beginner dirt bike from Yamaha is the TT-R230, with Honda offering the brand-new fuel-injected CRF250F for 2019. This becomes more of an issue when the bike is ridden aggressively. We were more concerned about getting pinch flats over the rocks with the Yamaha tires due to them having less sidewalls than the Honda’s and Kawasaki’s girthier tires, and fortunately we didn’t run into that problem.

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