HONDA 250X
One thing separates pure sport ATVs from less serious machines: a manual transmission with a manual clutch. Riders who can take full advantage of choosing gears and controlling the engine’s power delivery with a manual clutch have control over their machines that’s just not available with automatic transmissions. Honda’s 250X is the only sport quad that gives riders a manual clutch and transmission with the option to let the clutch work automatically.
HOW DOES THE PRICE COMPARE?
Honda hasn’t released the price of the 2014 250X yet, but it should be close to $4499, the price of the 2013. That makes it one of the more expensive 250 sport quads. Can-Am’s DS250 is $4049. Yamaha’s Raptor 250 is the most expensive at $4599.
A manual transmission with a clutch that works manually or automatically makes the Honda more fun for serious riders than automatic-transmission sport quads.
WHAT POWERS IT?
A 229cc, air-cooled engine with two pushrod-actuated valves. A 22mm carburetor does the fuel metering. The Honda’s simple engine design seems unsophisticated, but it’s more snappy and responsive than small, automatic-transmission sport quads with liquid-cooled, four-valve, overhead-cam motors. The air-cooled, two-valve, overhead-cam Raptor 250 is the only small sport quad that’s significantly faster than the 250X.
WHAT’S SO SPECIAL ABOUT THE HONDA’S TRANSMISSION?
Manual transmissions with manual clutches are great for sport riding, but operating the clutch and transmission can be frustrating for some riders, especially while dealing with challenging terrain. The 250X’s SportClutch lets riders slip or pop the clutch when they want to; otherwise, it operates automatically. That means the rider doesn’t have to worry about stalling when pulling out or stopping. The Honda has five speeds and reverse.
The 229cc, air-cooled engine has crisp power, and it will run for years with basic maintenance.
HOW FAST IS IT?
It’s respectably quick for a 250. The five-speed, manual-clutch Raptor 250 is the only 250 that’s faster. The Honda can even keep up with automatic-transmission 300s like Arctic Cat’s 300 DVX and Kymco’s Mongoose 300.
HOW IS THE POWER ON THE TRAIL?
Responsive and fun. Solid low-end power, a strong midrange pull and sharp throttle response make the 250X fun to ride, and there’s enough power to handle challenging trails. The Honda pulls hard enough to wheelie off of rises on the trail, but the power flattens out at high revs. Riding at midrange revs work best, and it’s easy to keep the motor where it makes the most power with the manual transmission.
The double A-arm front suspension is the same design that most serious sport quads use, but with non-adjustable shocks and less travel.
WHAT KIND OF SUSPENSION DOES IT HAVE?
A normal sport quad setup but simpler. The 250X has double A-arms up front and a solid-axle swingarm rear suspension with a single shock. Unlike on many sport quads, the shocks are not adjustable. Unlike on some small sport quads, however, the Honda’s suspension settings are very good.
Shaft drive means no chain maintenance and more ground clearance than machines with chain drive.
HOW DOES THE SUSPENSION WORK?
It’s compliant enough for comfortable cruising and firm enough for aggressive riding. The suspension on the Honda is more refined than what you get on some small sport quads. Typical 250 suspension is harsh, whereas the Honda has a good feel. The Honda has less than 6 inches of travel, front and rear, but it’s enough for most trail-riding situations. Big jumps will bottom the Honda pretty easily, but bottoming isn’t a problem in normal riding.
The 250X’s light, easy handling makes it a good machine to learn on, yet it has enough performance for skilled riders.
HOW DOES IT HANDLE?
The 250X is one of the lightest-handling, most nimble quads made. It’s also very narrow, which is a plus on tight trails, but it makes it a little tippy in sharp, fast turns. Last year, Honda changed from Dunlop tires to Maxxis meats with firmer sidewalls that flex less and give the 250X more precise cornering. There’s some body roll we’d tune out if the Honda’s shocks were adjustable, but the Honda’s handling is excellent otherwise.
HOW DOES IT WHEELIE?
It’s great at it. Snappy power makes getting the front end up easy, and you can also use the clutch to get the front wheels in the air. The Honda’s power is very controllable; it’s easy to do long wheelies if you have the skill.
DOES IT LIKE TO SLIDE?
Yes. The Honda’s sharp throttle response and the precise control the manual transmission and clutch provide make getting sideways in turns easy and fun. Semi-low-profile rear tires help the 2013 and 2014 250Xs slide more predictably than earlier models. The tires would be a good upgrade for older 250Xs.
The Honda’s seat and controls are perfect for most riders.
HOW ARE THE DETAILS?
Most are very good. The 250X starts easily, but it takes a long time to warm up. It also doesn’t start in gear like most quads. Shaft drive saves you all the chores of chain maintenance and provides more ground clearance than chain drive. We like the 250X’s ergonomics, but they’d be even better if the 250 was as slim as Honda’s 400X and 450R.
The 250X’s engine and swingarm guards are adequate for casual trail riding, but you’ll want to get skid plates with more coverage for riding in rocks.
WHAT IS OUR FINAL ANSWER?
Honda’s 250X lets riders get the feel of a manual-clutch, manual-transmission sport quad with a much more gradual learning curve, and it offers more excitement for serious riders than machines with fully automatic transmissions.
Specs
2014 HONDA 250X
ENGINE/TRANSMISSION
Engine type Air-cooled, OHV, 2-valve, 4-stroke
Displacement 229cc
Bore x stroke 68.5mm x 62.2mm
Compression ratio 9.2:1
Lubrication system Wet sump
Carburetion 22mm Keihin
Additional cooling Oil cooler
Starting/back-up Electric/none
Starting procedure In neutral only
Choke location Center pod
Idle adjustment Screw on left side of carb
Air filter Washable oiled foam
Access Unlatch seat, unlatch 4 thumb clips,
remove lid and filter (no tools)
Transmission Manual shift, 5-speed w/ auto/manual
clutch and reverse
Reverse procedure In neutral, move fender-mounted
selector to “R”, press shift lever down
Drive system 2WD
Final drive Shaft
DIMENSIONS/CAPACITIES/WEIGHTS
Fuel capacity 2.5 gal.
Wheelbase 44.3”
Overall length/width/height 68.5”/41.8”/42.4”
Seat height 31.4”
Ground clearance 5.9”
Wet weight 379 lb.
ROLLING CHASSIS
Frame Round mild-steel tubing
Suspension/wheel travel:
Front Double A-arms w/ non-adj. shocks, 5.9”
Rear Swingarm w/ non-adj. shock, 5.7”
Brakes/actuation:
Front Hydraulic discs/right hand lever
Rear Drum left hand lever, right foot
Parking brake Rear brake lever lock
Tires:
Front 22×7-10
Rear Dunlop 20×10-9
ELECTRICAL
DC outlet None
Lighting Single 30W headlight
Rear Taillight/brake light
DETAILS
Instruments Neutral and reverse indicators
Colors Red, black
Suggested retail price TBA
Contact Honda, (310) 532-9811
MOTOR/TRANNY
Overall power 4
Low 5
Mid 5
Top 4
Throttle response 5
Idling smoothness 4
Shifting/tranny 5
HANDLING AND CHASSIS
Overall handling 4
Turning precision 5
Turning stability 4
Powersliding 4
Steering ease 5
Off-cambers 5
High-speed stability 5
Jumping 4
Brakes: f 5
Brakes: r 4
Suspension: f 5
Suspension: r 5
Low-speed ride plushness 5
High-speed bump control 5
Ground clearance 5
Undercarriage protection 3
Traction 5
Hillclimbing 4
Downhilling 5
Water/mud 5
Rock hounding 5
RIDER COMFORT AND CONVENIENCE
Overall ease of use 4
Startup ease 3
Seat comfort 5
Vibration 5
Bars/seat/footrest location 5
Mud/water fender protection 5
Air-filter access 5
Choke access 5
Handlebar control ease 5
Range selection ease 5
Storage box size 3
Storage box access 5
OVERALL
Overall design 4
Fit and finish 5
Overall rating 4
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