"Modified 250 Shootout"

In the beginning...they were stock. Our 250cc, two-stoke test machines, that is. The Dirt Wheels staff and test crew spent a lot of time with our three favorite ATVs in stock form this year. The Honda 250R FourTrax, Suzuki LT250R Quadracer and Kawasaki KXF250 Tecate-4 are definitely the cream of the crop of high performance, high-technology ATVs.

STOCK VS. STOCK

We put all three 250s in stock trim through their paces, in every form of racing and riding. About the only type of riding we did not try was ice racing, which, needles to say, is a rare activity in Southern California.

First choice was the refined '88 Honda Four-Trax. It ran great, handled well and was a competent racing machine even in stock form.

Our Suzuki Quadracer was a gook machine too. It had great low-end torque and near-perfect steering and ergonomics. Still, it was not quite up to the standard set by the FourTrax and ran a close second as the machine of choice for our staff and test riders.

Last in the stock performance category was the Tecate-4. The Kawasaki had a great motor but we were disappointed in marginal-handling chassis. The green machine was just not in the same league as the competition. Stock vs. Stock, our order of preference was definitely red, yellow, and then green.

TRANSFORMATION TIME

After becoming thoroughly familiar with the traits of the stocker, it was time to transform our test unit into full-blown, modified racing machines.

The first to get shipped off for modification was the Kawasaki. We shed no tears as the Teate-4 was cared off to the Kawasaki high-performance specialist at Dave Miller Concepts in Anaheim, California. The Tecate was sure to be improved after a complete motor and chassis massage treatment.

Next, our Suzuki was handed over to the Crotch Rocket Factory in Goleta, California. The Quadracer had been a good stock performer but would need more power to weep up with its modified cousins. Modifications for the LT would consist of motor mods and bolt-on trickiness. Since the basic chassis was competitive, we decided to keep cost down and not perform major suspension surgery.

Last but not leas, our Honda FourTrax was turned over to CT World Class Products. CT turned our stock red scoot into a cross-country woods racing machine for a test in the November issue of Dirt Wheels as a first project. Step two would be a general use and moto-cross-oriented FourTrax for this shootout.

RETURN TRIP

The first machine to come back from the performance shops was our Quadracer. CRF had preformed their brand of motor magic on the LT and included some bolt-on aluminum parts as well.

The Quadracer received a CRF-ported cylinder, cylinder head mods and a CRF Rocket pipe. Since we desired a tractable powerband, DG shipped a 36mm PJ series Keihin carburetor for the project instead of the usual 38mm mixer that is found on most modified Quads. WE felt the 36mm unit would be more likely to retain the great Suzuki low-end power than the larger crab. The CRF motor package included a high-flow Mossbarger reed cage and reeds, along with a three-stage CRF-Uni air filter.

As bolt-on a additions to the Quadracer, CRF installed lightweight aluminum bumpers. Finishing touches on the LT included Answer Alumilite handlebars and an Answer S-II Silencer (not spark-arrested). A hefty and wide rear axle was provided by DuraBlue on which we mounted a set of Dycorp custom-cut Carlisle knobbies mounted on ITP rims. Up front, James Lucky provided a pair of his 10-inch, knobby-pattern, grooved radial tires also mounted on ITP rims Graydon Proline sent us one of his parking switch. We added a matched set of Sidewinder chain and sprockets and the project Suzuki was complete. The treatment was not too expensive because we did not add mega-buck aftermarket shocks.

NEXT UP

The next machine to make it back in modified condition was our test unit FourTrax. CT had given the Honda a total makeover from the earlier Cross-Country project. The CT motor package included a ported cylinder, CT Production FourTrax pipe and silencer, cylinder head mods, and a 38mm Keihin PJ series carb. The reeds and cage were FMF units. CT then added DG aluminum nerf bars along with a set of Renthal aluminum handlebars. Mitchell desert aluminum wheels up front were fitted with custom-cut Kenda Front Max A/T tires. Out back, ITP wheels were set up with the new ITP Holeshot tires. In the suspension department, the Honda stock front shocks were retained, as they work very well even for a modified racing machine. The rear shock was replaced with a state-of-the art Ohlins unit, which made the good handling of the stock Honda even better. Tsubaki O-ring Pro Series chain was wrapped around the stock sprockets and the FourTrax was ready to roll.

FINALLY

The last machine to be completed was the Kawasaki, but we were prepared for extra time to be taken on the green project. What we were not prepared for was a surprising lack of cooperation halfway through completion.

Gil George at Funo shipped us a complete set of his longer A-arms and a bump steer kit right away. And Graydon Proline supplied trick aluminum nerf bars and bumpers along with his V-style handlebars and an Axicalibar axle. Industrial Tire Products were quick to respond with aluminum wheels fitted with Holeshot tires for the rear and Carlelse 4-Max rubber for the front.

The problem arose when we contacted Kawasaki about getting a KX250 motorcycle cylinder for our project. At that time we learned that Kawasaki would not be marketing the Tecate-4 in 1989 and that they were not too interested in furnishing any parts of our '88 machine. Our modified Tecate-4 project was at a standstill until Scott Burns (service manager for DMC) took our machine under his wing and completed the project.

Without a KX cylinder, Scott did the next best thing and had DMC complete the porting and cylinder head mods on the stock KXF Tecate items. The stock pipe was fitted with a motocross-style DMC silencer, and at last we were back in business. Scott felt the Funco front-end kit would work well in conjunction with the stock Tecate-4 front shocks. Out back, we tried experimenting with a KX250 motorcycle piggy-back reservoir shock, but out of time and money, we abandoned the idea and returned to the stock rear shock.

At last we were ready to roll with the three modified machines. Testing of the trio took place on the sandy soil at the Los Angeles County Raceway motocross track and then on a rough and rocky Cross-Country trail loop.

WELL?

As much as the Dirt Wheels staff and test crew tried to be objective about the three machines, some things don't change. In this case, after extensive race and trail testing, the order of performance in our modified shoot out turned red, yellow and then green.

All three four-wheelers were definitely improved in their modified condition. It just seems that when you start out ahead, it is easier to end up that way, too. When it came to motor performance, all of the bikes were fast-very fast. The modified Kawasaki revved quickly and hit hard enough to spin the tires on any surface. The CRF-modified Suzuki gained an electric-motor feeling of raw power while retaining the good Quadracer torque. The CT-massaged FourTrax had a hard-hitting proclass style of power that was very rideable. All of the machines were considered successful motor packages.

 

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