The New Suzuki Ozark The 2002 Ozark 250

    Are you prepared to have fun with a 250-class utility ATV? I didn�t think I was but that changed when Suzuki invited us out to the Ocottillo Wells S.V.R.A. area in California. The 70,000-acre riding area is mostly open flat desert with large mountain ranges popping up in the distance. Spots of interest are the pumpkin patch named for its pumpkin size round rocks and the shell reef sand area with its very “cool” sand hill climbs. The environment is known for its harsh climate, warm dessert temps and stiff windstorms, which is just the kind of stuff we love, pushing the limits of man and machine.       The newest is a medium size machine with a combination of sporty features. My biggest, no wait, one of my only complaints is that I was a bit too large for the unit. By this, I mean, while riding aggressively my knees would bang the top of the fuel tank just about where the seat ends. This doesn�t mean I would not purchase one. Large man or not, the thing I have to remember is most consumers would not do the things I do. At six foot-one, two hundred and forty pounds the Ozark had no problem with any situation I put it in. The unit may be a bit small for me but I really felt comfortable on it. Controlling the unit was a breeze; I was able to do anything I wanted and my large body did not hamper my test ride. Suzuki is marketing the Ozark for ages sixteen and up so even an older big fella, like myself, can buy and use the Ozark.

The Engine/Transmission

     Thinking back to the old Suzuki 250, I remember a slower but very stable ATV. The unit was basic all terrain transportation, not exactly produced with a sporty style in mind. That�s all changed with the introduction of the 2002 Ozark; sporty is its middle name. It has a new styling, great suspension and an engine transmission combination capable of point and shoot fun. The new Ozark is a 4-stroke, single-cylinder, 246cc, air-cooled, SOHC engine. The new engine design borrows the old Suzuki LTF250F head and cylinder (top end) but that�s really all that is the same. A new bore and stroke of 66x72mm and a new piston with a larger crown to increase compression give the Ozark an impressive feel. The engine breaths through a 29mm Mikuni BS29SS carburetor, a single overhead cam opens and closes the valve sequence and a very efficient exhaust completes the airflow. Electric start with recoil back-up makes starting a breeze.
    The crankcase/transmission is of a new design, it is known only to the Ozark. Light weight and efficient is how Suzuki put together the Ozark drivetrain, a wet sump lubrication system provides oil to all the necessary parts. Maintenance issues were easy. The air filter was easily accessible; just under the seat; cleaning could be done in just a few easy steps. Changing the oil could have been improved upon though as we like the spin-on oil filter Suzuki uses on most other models. The Ozark is using a cartage type oil filter; this is easy to get at but the spin-on is handy feature. The unit uses a typical layout with the centrifugal clutch on the right side of the crankshaft and the starter, rotor and stator located on the left. The charging system puts out a sufficient 150 watts. The automatic clutch is putting power to the wheels via 5-speed gearbox with reverse. For the most part, each gear is of the wide ratio, except first gear, which is a bit lower. Lastly, a lightweight drive shaft powers the differential. Suzuki put a lot of effort in making the engine/transmission lightweight but durable. The engine�s power was surprisingly generous throughout the power range, adequate low end with very responsive mid-range and plenty of top end. One of the most impressive features is the engine/transmission combination that provides as much power that a smaller engine can supply. Our test rider really enjoyed climbing the steep sand dune hills in the area; the Ozark conquered even the largest of the hills. The machine�s basic design produces unstoppable power; not wheel spinning power but the kind of power needed to reach the most vertical point on several of the largest sand dunes.

Suspension/Braking   

  The suspension could turn out to be the most interesting of the Ozark�s features. Plenty of shock absorbing travel and a soft comfortable ride proves the point. Suspension components consist of an independent double-wishbone coil-over dual-shock front suspension which delivers 5.5 inches of wheel travel and a single-shock swing arm rear suspension system producing a matching 5.5 inches of rear wheel travel. What makes the suspension stand out in our minds is how a large rider could jump and ride very aggressively with out bottoming-out the suspension. At one point, our test rider wheeled off of a sand hill with a two-foot drop-off and did not limit out the suspension travel! We consider that to be a strong point considering our test-rider weighs in at 240lbs, over half of the 403lbs. claimed dry weight of the Ozark.
    The Ozark comes standard with 6.3inch dual hydraulic front disk brakes; both are operated with a single-piston caliper. In the rear, an adequate sealed cable-operated drum brake does the job. The right hand lever operates the front disks and both the left-hand lever and the low position foot-activated lever operate the rear drum brake. The left-hand lever operates the parking brake. A very nice safety feature is the brake light, which comes on with any of the brake controls. The braking process was superior; stopping could not have been better. There were no funny noises or squeaks; the controls were comfortable and worked well. How many times can we say that about a braking system?

Ergonomic/Chassis

     Controls are located in a rider friendly position; steering, braking, and shifting is all positioned in natural form. A rider feels like the machine has become part of their body and controlling the machine is never overbearing. Some of our favorite features were the foot pegs, which were integrated into the full floorboards and the adjustable foot shifter. Lighting is done via handle bar mounted switch and has some of the brightest Halogen bulbs we�ve ever seen. The lighting units use a multi-reflector backing, producing excellent night illumination. The same goes for the taillight, multi-reflective backing and very bright. Other features include a temperature warning light and neutral selection indicator light. We would love to have a speedometer and trip meter as part of the basic package but that�s an option. The unit has a sporty look with the raised front fenders and a seat covered fuel tank; but down under the body structure is a premium frame and well-protected under structure. The Ozark is produced with a rugged steel-tube chassis featuring a wheelbase of 44.9 inches and a turning radius of 8.5 feet. The unit is only two-wheel drive but with 8.3 inches of ground clearance and a steel belly pan, aggressive terrain can be negotiated with ease. A day out in the field should be no problem with the new 250; plenty of rack space makes an all-day trip a prepared event. Racks have a capacity of 20kg (44lbs.) front and 30kg (66lbs) rear. Don�t think that the Ozark is just a shinny agile sport machine, the unit has the potential to work, a towing capacity of 330kg (728lbs.) is nothing to laugh at. The unit is tough; a steel front bumper with skid protection makes a handy place to mount a winch.

Handling/Final Impression

    The handling all comes down to the Ozark�s low center of gravity, powerful drivetrain, impressive suspension, ergonomic balance and well designed tire wheel combination (AT22x7-11 front, AT22x10-9 rear). Our test ride in the Ocotillo Wells S.V.R.A. left us with a lot of confidence in the new 250-class machine. Our test ride started out slow with a 12-mile loop, consisting of mostly flat desert terrain. After we were introduced to the area and the new machine, it was time to see just what kind of fun we could have. Our first stop was a large sand dune area, the Ozark did not roost its way up the steep sand mountain but it did conquer the hill. The loose sand was a blast as long as momentum could be achieved fun could be had. Our test unit would ride the side of the large sand dune hills like a snow boarder cutting an edge across a fresh mountain pass. Looking at the map showed an interesting area called the clamshell Reef, our next stop. The afternoon winds around this time started to pickup producing an eerie look over the smooth sand hill area. Photography had become difficult but the Ozark was not affected, some of the hills climbed that afternoon were pure adrenaline. What a feeling reaching the very most vertical point of a hundred-foot sand hill and then burmming down the other side. Needless to say, we were impressed.
    The desert area offers so many ways to test a machine, one
interesting event was when several editors decided to just open the Ozarks up and see what they had. We ran the units for over ten miles through the wide-open desert; our estimated speed was around 45 to 47 miles an hour. Each machine was pushed as hard as possible; surely the rev-box on each unit was pushed to the limit. None of the units had a problem that day and we definitely put them through an extreme day of testing. If it sounds like we had a good experience with the Ozark? You�re right! We did! Therefore, if you�re in the market for an all around good deal, check out the new Ozarks; you�ll be glad you did.