2000 Honda 250ex review

    The 250EX sports a 229cc OHV air-cooled engine and like all Honda shaft-drive quads, it’s longitudinally mounted in the double cradle steel frame. This configuration allows direct drive-shaft alignment to the rear wheels with less moving parts for more efficient power transfer. An efficient oil-cooler supplements the 2-quart capacity wet sump providing lower operating temperatures for increased engine life. A 20mm carburetor with a unique buffer plate in the float chamber helps maintain a consistent fuel flow regardless of terrain variance. A solid-state CD ignition has an 8750-RPM rev-limiter and the electric start engine has a 123-watt capacity alternator. Surprisingly, there is no backup recoil starting system. Access to the air filter is accomplished by sliding off four clips from the intake airbox lid.     Although the engine has been pilfered off the Recon, a few performance features have been incorporated to deliver on the sporty side of the 250EX. A new two-valve cylinder head design features performance-optimized valve timing. A 31.5-mm diameter intake valve (1-mm larger than the Recon’s) and a 27-mm diameter exhaust valve produce a broader usable powerband. Also new is the 55-degree intake valve angle as compared to the Recon’s parallel intake valves. The 1-mm larger intake valve and more efficient angle give the 250EX 10% more power than the Recon. The new cylinder head gives it a slightly higher 9.2:1 compression ratio as compared to the Recon’s 9.0:1 The power increase is matched to a new set of higher gear ratios that give the 250EX a more “sporty” feel than the utility-oriented Recon. The semi-automatic (no hand clutching) gear shifts are easy, crisp and precise.

    There are liberal doses of Honda’s familiar-looking Sportrax lineup throughout the 250. It has the same aggressive body style of the high-performance 400EX, along with suspension enhancing lightweight aluminum wheels. By the way, the 250EX has the exact same dual front hydraulic disc brake system as found on the 400EX. The rear brake is the same as the Recon’s mechanical drum. Stopping ability is excellent. The single-headlight system features a twin-filament high/low 35W/35W bulb. The display panel consists’ of neutral and reverse indicator lights. Thankfully, the 250 has the same easy-to-use reverse setup as the Recon rather than the 300EX.
    The hand and foot controls are comfortably positioned and the long seat provided enough distance down to the footpegs for our 6’2″ test rider to not feel cramped. In short, the ergonomics of this 250-class quad will fit a wide range of riding sizes and styles.

Experienced sport riders might note that with reverse, electric start, shaft-drive and an automatic clutch, the 250EX loses points as a true sport machine–and they’re probably right. But before you start saying this is silly thinking and market manipulation on Honda’s part–please read on. The sporty 250EX struck us as a jack-of-all-trades, if master of none. But aren’t those the characteristics that an entry-level machine is supposed to exhibit? Statistics show that the entry-level market has grown by 154% over the last five years. So we agree with Honda that this type vehicle should create interest at the entry-level segment. There’s nothing cheesy or cheap on the machine and with an impressive combination of good handling and a perky engine we tend to doubt the 250EX would leave a bad taste in the consumer’s mouth. Throw in the low maintenance factor, which is no small consideration for entry-level riders–and you get a desirable first-time buyers quad. At ,899 it’s a moderately priced machine–although why it’s 0 more than the Recon is something we can’t understand. The new 250EX adds a new dimension to the already crowded fast-growing entry-level sport market. Look for dealerships to have the 250EX in stock by late January.