ATV Review – 2011 Honda 250X
A New Order
Believe it or not, there was a time in the not-so-distant past when 250cc ATVs represented the epitome of the sport performance class. With machines like Honda’s 250X (which would become the 300EX) and Kawsaki’s Mojave out shredding trails and tracks around the globe, things on planet 2-5-0 were hopping. Then slowly the industry began to witness a shift toward bigger bore engines and before long the 250cc ranks were transformed into beginner only/ fully automatic territory.
This trend went on for quite a while until Yamaha shook things up with the release of their Raptor 250. Sport-tuned suspension, chain drive and a fully manual transmission were once again mated to a smaller chassis and 250cc engine. Honda hasn’t quite taken the bait and followed Yamaha into full-sport territory just yet with the release of their 250X (which, in case you were wondering, shares little in common with the original TRX250X from the late 1980s early 90s mentioned above) but they are sticking with the compromise they developed back in 2006 between the user friendliness of the fully automatic years and the performance advantage of manually shifting through the gears.
SportClutch
The 2011 Honda 250X offers up a manual transmission but one with an automatic clutch that, and here’s the interesting part, can be ridden like a fully manual one when the rider feels ready to give shifting a go. The idea here is to offer up an ATV that is easy to ride when taken home from the dealer that also offers up the potential to advance as the rider’s skills develop.
Automatic clutches used to be all the rage back in the 1980s and 90s and, in our opinion, really met the debate of having to chose between a fully automatic transmission or a fully manual one right in the middle. The clutch was automatically engaged whenever the rider let off the throttle which meant stalling the machine was impossible but at the same time, it was the riders job to make certain the ATV was in the right gear for the given situation (shifting- both up and down was accomplished by simply letting off the gas and pushing the left-side foot shifter up or down just like with a full manual).
This describes the Honda 250X’s transmission as well with the addition of one major innovation. Just like a fully manual transmission, this quad has a clutch lever located on the left-side handlebar. When the rider’s ready to sample full-manual life, he or she can reach up and grab that lever to experience what it almost feels like to be the transmission (we say almost because even when using the lever, the automatic clutch prevents stalling). However, it does provide a very accurate lesson in feathering or popping the clutch to get going initially.
The Ride
Electric starting on the 250X is as simple as pressing the handlebar-mounted button to bring the air/ oil cooled 229cc single to life. It fires with or without pulling in the clutch lever but out of safety concerns, not in gear (even if you do have the clutch lever engaged). Finding neutral is another skill beginners can expect to master here. Fortunately this is Honda territory, which means no nonsense searching between first and second gear repeatedly each time you need to fire it up. And there is a neutral light indicator for those who doubt their foot alone
The Honda is fairly quick off the line, with decent rev-range up through the gears. In back to back speed testing, we discovered that it could get up and walk away from most of the other 250cc ATVs in the class (the only exception being the Raptor 250 that, with a skilled pilot in the saddle, would be untouchable for all the competition).
However, due to its shaft drive (rather than chain), the Honda is actually one of the smoother performance-oriented models on the market. It makes nice linear power almost from idle and climbs steadily to the top of each gear. Another nice feature of the SportClutch is that should the rider begin to ask a bit too much of a given gear, it is possible to yank the clutch lever and dab the throttle to increased the revs. This technique can also be used on command to aid the aspiring wheelie-artist in getting the nose of the machine skyward.
In stock trim the quad handles quite well, with a nice low center of gravity and a balanced chassis. Experienced riders will be able to find the limitations of the non-adjustable suspension pretty quickly but the shocks do an adequate job of soaking up trail clutter and washouts as intended.
The rather bulbous tires are great for ground clearance but don’t slide-out when pushing the chassis like a lower-profile choice would. We were able to get the machine to lift an inside wheel by going hard into a corner but again, when ridden within its intended parameters, the 250X is competent, reliable, and surprise-free selection.
Odds and Ends
At 379 pounds (with fuel), nobody can accuse the Honda of being a featherweight. Fortunately it hides much of its mass really well and actually begins to feel nimble and flickable out on the trails. Small jumps, especially those with tapered landings, are actually possible in stock trim. While some degree of shock tuning would certainly be welcome, riders at or below 125-pounds will be hard pressed to find the bottom of the nearly six-inches of travel.
The front brakes are, as most modern dual hydraulic disc setups tend to be, fantastic with great modulation and feel at the lever. The rear drum is a bit underpowered in comparison but certainly passable for the type of speeds this ATV will spend a majority of its time.
Reverse is an added bonus here that makes getting out of tough spots a cinch and is a luxury even the venerable Raptor 250 can’t match. In stock trim this machine is absolutely perfect for weekend rides, trail exploration and mastering the physics that come with four-wheel performance. While we came away once again enamored with how much performance potential Yamaha packed into the Raptor 250, the Honda is certainly in close contention (thanks in no small part to the SportClutch feature).
Conclusion
The pricing logic in the 250 class is completely opposite of what we’ve come to accept as the norm in the automotive world. For whatever reason, the fully automatic transmission equipped models are the most affordable, followed by the hybrid-tranny equipped Honda, and the manual transmission Raptor is the priciest. At ,299, the 250X is exactly 0 cheaper than the Yamaha and comes a little better equipped for beginners and dedicated trail riders. We would base our purchase decision entirely upon the transmission though as fully automatics seem to still represent the bulk of the class. The Raptor may be performance king of this hill but it also comes with the steepest initial learning curve of the bunch. The Honda 250X finds itself securely in between the two extremes with just enough performance on tap to insure riders who pick up on skills quickly won’t outgrow this one too quickly.