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Home » mini rider » 2010 Big-Wheel Mini Shootout – Dirt Rider Magazine | MiniRider.com

2010 Big-Wheel Mini Shootout – Dirt Rider Magazine | MiniRider.com

By: karel kramer

Tuesday, July 27, 2010

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<p class="wp-caption-text">Honda CRF150R</p>
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<p>Let’s face it: The biggest of minicycles are in a weird place. The Honda CRF150R, Kawasaki KX100 and KTM 105 SX sell well, or at least in numbers that justify their existence, and each receives all the full-race attention of its race-dedicated siblings in the 85cc classes, but as a racer it can be very difficult to own just one of these three bikes. There are hugely competitive classes for superminis at any large amateur race, but many local races don’t have a class and don’t allow them to race with minis. Perhaps we, like the owners of these excellent machines, should concentrate on what these bikes are, rather than what they are not.Big-wheels or superminis can have varying displacements, but the outside for two-strokes for production is 105cc, though many race organizations allow 112cc. For the lone four-stroke, 150cc is production and the race limit. Each of these bikes has a 16-inch rear wheel and a 19-inch front. All share many if not all major parts in common with 85cc MXers. As a result superminis have the light weight and nimble handling of an 85 with more stability, wheels that roll over bumps easier and engines that are generally blessed with added torque and are easier to ride than an 85. Superminis offer all this goodness at the cost of a few pounds and some extra seat height. They are also the only stepping stone between minis and full-size motorcycles, so more of these machines end up on trails than on tracks. For 2010, three models are readily available, and each is a very different animal. Because of the wide range of riders these bikes appeal to, we selected a rider group consisting of a young KX85 racer and sometime trail kid just contemplating a supermini, a petite woman CRF150R weekend warrior (off-road and on tracks), and an aggressive racer who has just moved up to big bikes but still has the physical size to be at home on these models.<br />
<h2>Honda CRF150R</h2>
<p>In a class of motorcycles that hardly have a niche, the CRF150R is the odd one in a group of odd ones. It is the only four-stroke in the class. It doesn’t share many parts with the larger CRFs but is identical in engine concept, though it has a steel-tube frame that the larger CR/CRFs haven’t used for over a decade. In other words, the engine is a high-performance short-stroke four-valve design using the Honda Unicam single cam. It revs high and fast with very little vibration compared to the two-strokes. On the track it pulls hard, but not really harder than the two-strokes (especially the KTM). The advantage it has is a wide span of usable rpm, so the engine is more forgiving in questionable traction than the pingers. It isn’t anything like a traditional trailbike four-stroke engine, though. It doesn’t have a lot of grunt or torque, and like the two-strokes, it takes a lot of clutch and rpm to get it moving. It has good throttle control and clean response at small throttle opening, but the two-strokes snap to life and crack out of turns with more life. Get the engine spinning hard and the Honda hauls. The engine is at its best on hard, slippery surfaces where the tractability pays off.Despite the four-stroke engine, the weight penalty is minor, but the tall engine carries weight higher in the frame, and the lighter the rider, the more the rider feels that the CRF is heavy. Other than that trait, the chassis is very nice with a good solid feel and very little flex and equipped with quality suspension components and settings.
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<h2>Kawasaki KX100</h2>
<p>The basic design of the KX100 is sound because it has survived and even thrived for many years with few changes. On the positive side the KX is a proven design with Kawasaki’s solid perimeter-style frame, an energetic yet friendly powervalve-equipped engine and lineage that benefits from the abundance of KX85 performance and convenience products. Components from works suspension to desert tanks are available for this bike. It has a competition pedigree in motocross as well as all types of off-road events in addition to a dedicated following of trail hounds.Ever since Kawasaki equipped the 85 and 100 with a powervalve cylinder, the engine has been strongest in mid-rpm response with good bottom and decent high-rpm pull. In part, the average-feeling top power has more to do with the excellent high-rpm boost of the KTM and the Honda raising the bar for the class. The clutch pull is light, shifting is fine, and the engine is generally tough and reliable. The KX frame was once the stout one in the class, but the newer designs have made progress here as well via larger frame tubing and fork tube size. Ergonomically the KX is on the compact side. The seat height is taller, of course, than an 85, and the stretch from the pegs to the handlebar has a bit more room, but otherwise the cockpit is 85 compact. As a result the KX has a lighter feel and flicks into turns easier than anything in the class.The stock suspension components are basic, and the setting-like the riding position-is aimed at smaller riders and is strong on plush but not so buff for slamming landings or pounding the rough. In these economic times the KX excels in another important area: It costs less than the others, and not just a little. It is $1,200 less than the Honda and $1,999 less than the KTM. You can almost buy two for the price of the KTM. We suspect that the cost of upkeep would be similarly economical.Despite not being the new kid, the KX100 has a lot going for it in terms of performance and especially in value, and that is always a great combination.<br />
<h2>KTM 105 SX</h2>
<p>So how does a bike compete when it costs substantially more than the other bikes in a class? Just like KTM always does: Offer a lot for the money. In this case, the 105 SX has a 43mm fork compared to 35 and 37mm units on the other bikes, a fully adjustable shock, premium components and outstanding features and performance. For the track our test crew was unanimous in selecting the 105 SX as the best bike. That means it appealed to a super-fast, tall and heavy intermediate as easily as it did for a conservative woman weekend warrior. KTM made a bike that feels less like a mini than it does a small motorcycle. The chassis is solid with big tubing and rugged design features, and the rider’s position is flat, roomy and easy to move around on with the most room between the seat and pegs. The big-bike fork and large shock have aggressive settings and plenty of adjustability, yet aren’t overly stiff. In fact, they are soft.Like the KX100, the KTM’s two-stroke powerplant is a powervalve model. It is easy to get moving for a small-bore, and then machine-guns into a strong mid and the most generous top-end rush in the class. This is no doubt aided by the addition of a Moto Tassinari VForce3 reed valve setup, which comes stock on several two-strokes in the KTM lineup. Shifting is good, the hydraulic clutch is amazing, and the other control efforts are light and crisp. Brake abusers may find the smallish but powerful brakes a bit noisy and the rear pads quick-wearing in comparison to the other bikes, but the power in the puckers is also class-leading.Clearly the KTM is aimed at a serious rider whether they race or not. And of all the superminis, the KTM best suits those riders too big for an 85 but still not quite ready for a big bike. This is a serious competition bike that just happens to be small and light and appealing to the masses.
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<h2>Blake Savage</h2>
<p><strong>Height:</strong> 5’5″<br />
<strong>Weight:</strong> 130 lb<br />
<strong>Intermediate</strong>It was hard dropping back down to a supermini, but it was quick and easy for me to get used to the KTM 105 SX since I didn’t feel too cramped with the controls or riding position. The motor was the best by far. It really pulled me out of corners, and I had no problem making jumps. The bike never wanted to bog or had trouble getting up to speed. It was easy to stay revved up, and it was always pulling me everywhere I wanted to go. The suspension was a little on the soft side, but that can all be changed. The bike is slim, and a lot of riders look for that in a bike. The braking power was on point, and the hydraulic clutch was amazing. Riders who ride the clutch hard constantly need to adjust the play of the clutch, but this was never an issue. This bike is a great choice for a tall or more advanced kid because of the physical size and strong motor.<br />
The KX100 is one of the best-handling bikes out there. It was very predictable charging corners and hitting whoops, and it soaked up big hits well. I loved the way the bike corners. The motor was good off the bottom, but it quickly flattened out and had no pull out of the corners, and the top-end was not that great. The tank/shroud area allows me to grip the bike easily with my knees. The riding position is cramped for me, so I would recommend this bike to a new or smaller rider.The Honda CRF150R is a different bike than the other two. This bike was the closest thing to a big bike. Everything about the bike seemed a lot bigger. I really wasn’t too impressed with the motor. I had to rev the bike out a lot to get going, but the top-end was strong. The suspension could take some of the bigger hits well; this bike suits a larger and heavier kid or an experienced rider who has been on minis for a while.<br />
<h2>Cole Safford</h2>
<p><strong>Height:</strong> 5’2″<br />
<strong>Weight:</strong> 98 lb<br />
<strong>Intermediate</strong>My favorite bike overall was the KTM 105 SX. It is the fastest bike in stock form and has good suspension, so it would be great to race. I think I was fastest on the KTM. It has good top speed and responsive bottom-end. It comes out of corners fast and keeps the speed. It is like a small big bike and has big-bike features. It is a little stiff for somebody who is light, and it is a little longer feeling than an 85, and really tall the way it comes stock. As much as I like the KTM, the 105 SX would be hard to ride off-road because it is really fast and it is too abrupt on the throttle.My least favorite bike is the Honda CRF150R. It is easy to just roll on the throttle, and is smooth to shift and to ride in soft stuff and easy to ride in a low gear. On the other hand, it is heavier than most minis, so it doesn’t pop out of corners or ruts easily. It just feels too big and bulky, and the power simply doesn’t build as quickly as I would like. The Honda would work well off-road, though.On the track I think I was slowest on the Kawasaki KX100, but I liked it second best. It is easy to handle and is physically small feeling, so you can throw it around. In this group it is not fast enough, so you really have to scream it to have the same speed as the other bikes. The suspension is soft for the track but plush enough for off-road. Considering the suspension and the manageable power, it would be my first choice for off-road.<br />
<h2>Lindsey Lovell</h2>
<p><strong>Height:</strong> 5’3″<br />
<strong>Weight:</strong> 110 lb<br />
<strong>Beginner</strong>As a “born-again” rider, I re-entered the dirt on a four-stroke and really loved the big power. When Chris Denison said, “Lindsey, you’re in for the minibike shootout,” I was thinking, “Oh snap! I haven’t ridden a two-stroke in seven years.” I was nervous, but as soon as I threw my leg over the KX100, I felt right at home with the snappy, light and fast reaction of the bike. My past Kawasaki two-strokes were zippy and reliable, which proved to carry into this year’s KX100. The Kawasaki is an all-around fun bike and really easy to ride. The bike felt comfortable.I love both two- and four-stroke dirt bikes; they produce two completely different rides. The stock four-stroke CRF150R seemed to want to put me on my butt with its powerful motor. (My personal CRF150R has a flywheel weight to smooth it out.) For a beginner, this bike could be a little too much to hold on to. If you’re a newbie looking for a motocross bike that will stay in for the long run and will allow you to challenge yourself, then I’d suggest you swipe the 150R off the salesroom floor, head over to the parts department and find a flywheel weight. It will distribute the power more evenly and cause the bike to stall less.After riding the 150, I definitely felt like I was floating on air riding the KTM 105 SX. The bike has a super-light feel to it. The 105 SX hops over jumps and drops into corners without trying. I really liked the way the bike handled. The 105 features a hydraulic clutch, which I kept raving about. The bike was a bit tall at 35.4 inches from the dirt. The height is not too big of an issue since it kicks over quite easily. Everything on this bike seems to work well, definitely making the 105 SX my favorite pick out of the lineup.</div>

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<a href="http://stwww.dirtrider.com/wp-content/blogs.dir/15/files/141995/28402064.jpg" title="<strong>Honda CRF150R</strong><br />n<strong>Specifications:</strong> Honda CRF150R<br />n<strong>Curb weight:</strong> 183 lb<br />n<strong>Seat height:</strong> 32.8 in.<br />n<strong>Wheelbase:</strong> 49.6 in.<br />n<strong>Fuel capacity:</strong> 1.14 gal.<br />n<strong>Price:</strong> $4,699" class="shutterset_set_141995" >
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<a href="http://stwww.dirtrider.com/wp-content/blogs.dir/15/files/141995/28402139.jpg" title="<strong>KTM 105 SX</strong><br />n<strong>specifications:</strong> KTM 105 SX<br />n<strong>Dry weight:</strong> 150 lb<br />n<strong>Seat height:</strong> 35.4 in.<br />n<strong>Wheelbase:</strong> 50.8 in.<br />n<strong>Fuel capacity:</strong> 1.3 gal.<br />n<strong>Price:</strong> $5,498" class="shutterset_set_141995" >
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