SOMETIMES you just want to look the part. We’ve all been there, enrolling in a new gym, complete with a fancy outfit and air-cushioned, make-you-jump-higher-than-Michael-Jordon trainers. Never mind the fact that you’ll only plod about on a running machine at walking pace for about 15 minutes, you look the part.
It’s the same with motorcycles. So what if you’ve never opened the throttle past 60% on your hypersports bike, and who cares if your BMW GS hasn’t ventured past the ring road or caught even the slightest whiff of the African outback. It looks good and it makes you feel good. Sometimes that’s what motorcycling is all about.
That’s why 250cc motorcycles make perfect sense. They often have the style of larger machines, they’re powerful enough to keep pace with modern traffic, yet they’re cheaper to buy, cheaper to run and cheaper to insure.
In the style stakes, off-road or supermotos are cool and also happen to be perfect for city riding. I’ve tried two bikes – Kawasaki’s KLX250 and the Yamaha WR250X.
Kawasaki’s KLX250 is racer-based with obvious enduro DNA, but it’s also suitable for young pretenders who are just as likely to roll around in muddy gunk as Paris Hilton.
I took one for a tarmac-based trip in the south of France, where the sun-kissed mountain roads of late summer looked like strands of twisting grey spaghetti over the luscious countryside.
Pole vaulting on to the 890mm-high seat wasn’t exactly necessary for me, but shorter riders may have to be more precise about where they stop, and how. Once aboard, though, the KLX250’s riding position feels commanding.
The 249cc single is a vibey lump that generates a gentle four-stroke shudder in the metal footpegs as the revs fly past the midway mark. As I barrelled round an endless succession of perfect bends, it became instantly apparent that the engine must spin between 6,000 and 8,000rpm to get the best from it. Let the revs drop too low and a blast past oversized tourists in their oversized camper vans becomes less than convincing. But knock it back a peg and the bike wakes up from its slumber, only to fade again as it passes 8,000rpm. It’s a bit like a fancy firework with a short-lived burst.
The initial punch of power is friendly and almost nurturing. It’s not violent or aggressive, but quite kind, a characteristic that makes venturing on to the dirtier stuff pretty appealing to relative off-road novices like me.
With the KLX250’s enduro DNA being so dominant, the long suspension travel absorbs surface imperfections like theatre make-up. The rear suspension is adjustable, as are the front 43mm upside-down telescopic forks, so finding the right balance to suit you and your planned ride is only a tweak away.
On standard settings and with my route firmly restricted to tarmac, the ride felt smooth enough, with the bike’s rear squatting progressively into the road and driving forward with convincing purpose.
The knobbly tyres, together with the bike’s lofty dimensions, create an odd sensation as you tip into corners, as though the front is just about to tuck at any moment. After initially feeling wary and riding with a healthy degree of caution, I decided to take the bike by the bars and show the KLX who was boss.
Elbows out, pelvis butted up against the slender tank and with all my weight over the wide handlebars, I took command and ignored the washy feel coming from the large, spoked front wheel.
The whole bike weighs in at an anorexic 138kg, and with my newfound authority, it began to repay me by responding with an athletic agility that was both fun and confidence-inspiring.
Hooking tight turns between corners to pass the photographer felt as natural as breathing in and out, and standing on the gnarled pegs made me wonder if perhaps my life is just too clean. Perhaps I should get dirty after all.
And then there is Yamaha’s WR250X. Don’t let the engine size fool you into thinking this is a beginner’s bike; this little Yamaha is a road-going supermoto that looks, sounds and feels 100% like a “proper” bike. It’s great.
It’s not cheap, at £4,999, but you’ll enjoy every penny you’ve spent. The gurgling rasp from the 30bhp single-cylinder tugs at the corners of your mouth, and even the smallest movement in your throttle hand exaggerates that smirk to a full-on broad grin.
There’s a sense of eagerness, of controlled urgency, throughout the entire rev range that makes the bike feel lively and responsive in every gear. Even at respectably high motorway speeds with naff all wind protection, there’s still enough punch to catapult you past dithering car drivers.
The handling feels lighter than a Victoria sponge, and it’s just as delicious. The bike literally devours bends with an energy that almost demands you lift the front wheel at every available opportunity. And the Battlax BT090 tyres (which come as standard) help the bike feel easier to flick than the KLX250, plus they stick to the road with more determination than a piece of warm chewing gum on new jeans.
Like the KLX250, the WR250X is a featherweight, at just 136kg, and it has almost the same thimble-sized tank – 7.6 litres compared with the Kawasaki’s 7.7 litres.
With skinny seats and such sporty intentions, neither are suited to lengthy road rides, but you won’t be measuring their worth in mileage. “Smileage” seems far more likely.
Model: Kawasaki KLX250, £3,625
Engine: Liquid-cooled single of 249cc, producing 21.4bhp at 7,500rpm and 15lb/ft at 7,000rpm
Transmission: Chain drive through six-speed gearbox
Kerb weight: 138kg
Seat height: 890mm
Fuel capacity: 7.7 litres
Model: Yamaha WR250X, £4,999
Engine: Liquid-cooled single of 250cc, producing 30bhp at 10,000rpm and 17.5lb/ft at 8,000rpm
Transmission: Chain drive through six-speed gearbox
Weight: 136kg
Seat height: 895mm
Fuel capacity: 7.6 litres