1997 Honda XR400R Vs. 1997 Kawasaki KLX300R
Four-Stroke Trail Bikes: Which one is better
We admit that comparing a single cylinder motorcycle to another that has nearly 100cc of additional displacement may initially seem unfair. However, we found that given the proper conditions the KLX could hang with the Honda. Sure, we initially considered throwing the XR250R in the ring, but after spending considerable saddle time on the smaller Honda and the Kawasaki, it's clear that a fair fight would have to include the 400. Let's get the displacement issue out of the way. Using the highly accurate MO Dynojet dynamometer to measure rear wheel torque and horsepower, we've generated plots to illustrate the unique power characteristics of each bike
Horsepower Torque
As one would expect the KLX, being based on the KLX 250 model, lags behind in both peak horsepower and torque. Clearly the XR has muscle to flex, but it also has more weight to carry. In order to level the playing field and better understand the relationship of power to weight, we've calculated the power-to-weight ratios for each bike. For simplicity's sake we've used each model's dry weight. Since the KLX is fairly lean, it was not without surprise that both bikes exhibit similar power-to-weight ratios. The XR snarls down the trail with a ratio of .107 horsepower per pound while the KLX is right on its tail with .106 hp/lb. As you can see, a rider's ability to extract maximum performance and use it to his advantage with either machine weighs more here than any relative lack of displacement.Despite similar power-to-weight ratios there are other design issues that vastly affect the personality of each machine's power delivery. If you're an aficionado of high revving motors, then you'll prefer the KLX's free-revving spirit over the grunty XR. In stock form the KLX will spin approximately 750 rpm higher than the XR, producing power longer. Its combination of dual overhead cams, considerably less reciprocating weight and Kawasaki's Electrofusion cylinder bore makes these higher engine speeds possible. Unlike the XR, the KLX is water-cooled, leading one to believe it should retain peak power longer as well. Although the Kawasaki delivers good power, most aggressive riders will be searching for a little more. This initial desire for more power however, may actually be a desire for increased responsiveness. Kawasaki's engineers decided to fit a CV carb to the KLX. Constant velocity carburetors are common in street bike applications where they produce smooth acceleration and reduce engine bog. CV's prevent an engine from being fed more fuel than it can handle.
With a CV carburetor the speed at which its slide opens is dependent more on engine vacuum than physical throttle response or position. Whack the throttle open or roll it on quickly and the slide will open only as fast as engine vacuum builds. Therein lies a pitfall with our CV-equipped KLX -- it turns what is normally a fairly aggressive animal in all other areas into a docile mule. Out on the trail these drawbacks are obvious. If you need a burst of power to blip over an obstacle or steer through a wash, you had better anticipate what you want from the motor well in advance. Be prepared to take a stab at the clutch too. Throttle response just isn't there. If you like low-end grunt, you'll love Honda's XR. It rapidly builds torque off idle until about 3000 rpm. The engine prefers to be short-shifted to take advantage of its narrow range of torque. We did experience some hesitation and stumbling when the throttle was banged open, a common complaint with XR's. Despite this minor carburation snafu the XR will out-torque, out-accelerate and outrun the KLX in a straight line. Guess that old adage -- there's no replacement for displacement -- still holds true in some cases. Based on power output in stock form though, we prefer the smoother, more widely-spaced power delivery of the KLX for beginning to intermediate riders. Of course those who know how to work a torquey four-stroke for all its worth would prefer the XR every time.
Sound
Depending on where you ride, sound might not be an issue. Since both bikes are equipped with removable baffles you have the option to running with them in or out. Removing baffles increases power levels and does not affect the spark arresting capabilities of either machine. We recorded both bikes exhaust notes for you to download and play. Recordings were made using identical equipment and conditions. Unfortunately, we didn't have the XR's baffle on hand for this sampling. Running with baffles installed might be a good idea if you are a new pilot and would like to limit power output, or have concerns over sound levels where you ride.
Both machines are fitted with modern, adjustable off-road suspension systems that will suit you just fine for trail riding. Race either of these bikes though, and you'll have to go for a damping revalve job along with springs at both ends. Dialed in for aggressive riding, our XR seemed overly harsh. Its front end was prone to deflection, and the rear kicked when the shock got hot. Headshake occurred at speed no matter what we did. The KLX suspension on the other hand is very plush by comparison, but if pushed hard will bottom and hop. The shock also seemed to overheat quickly too. Any good suspension tuner can right these wrongs, although our consensus is that the KLX equipment offers a better starting platform, requiring less work and money to make it race worthy. Our test bikes both came equipped with identical Dunlop tires - K490 in front and K695 holding up the rear. These tires offer a nice combination of wear and traction.In stock form we feel the KLX's handling is superior to that of the XR's. It turns better, tracks more securely at speed, and soaks up most anything it encounters with little upset. It does this all while retaining an incredibly plush feel. Much of the KLX's sure-footed handling can be attributed to it's rigid perimeter frame, overall geometry and 43mm upside-down cartridge forks which are supple yet responsive. Again, if you're just going to trail ride either bike you'll love them both in stock form. Overall though, the KLX wins our vote in the handling department.
Specifications:
Manufacturer: Honda
Model: 1997 XR400R
Price: $14000++
Engine: Air-cooled, SOHC four-valve single
Bore x stroke: 85 x 70mm
Displacement: 397cc
Carburetor: 36mm piston-valve
Transmission: 5-speed
Wheelbase: 56.1 in.
Seat height: 36.6 in.
Fuel capacity: 2.5 gal.
Claimed dry weight: 257 lbs.
Manufacturer: Kawasaki
Model: 1997 KLX300R
Price: $not sure
Engine: Liquid-cooled, DOHC four-valve single
Bore and Stroke: 78 by 61.2mm
Displacement: 292cc
Carburetor: Keihin CVK34
Transmission: 6-speed
Wheelbase: 56.5 in.
Seat Height: 36.4 in.
Fuel Capacity: 2.1 gal.
Claimed Dry Weight: 231.5 lbs.
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