350 or 250 2stroke?

Reviving this post now that KTM/Husky/GasG have been working out the bugs on TBI 2t’s.

After a couple weeks on a 23 TC250 with the updated 24 maps, and testing my buddies 350’s back to back, I am gonna say the euro 250 2t’s are getting darn close to the 350 in usability. A tad softer off the crack of the throttle but it’s getting really close these days. But I will guarantee that these new TBI 250 2ts are way easier to handle under foot on the track than the bigger bore 4t’s. They’re very nimble in comparison.

This new 24 TC250 mapping in green mode has plenty of what I call “late commitment” obstacle clearing power. That is, you can enter the corner before a size-able jump without having to be fully committed to clearing  (like you would on a 125 or 250F); and then decide you want to hit it much later than you would have to on a 125 or 250F. Its getting really really close to being as usable as the 350 in that way. AND, its not super dangerous feeling like a 450 has been in terms of massive OJ or whiskey throttle risk.

ALl that said, the new TBI 250 2ts are hated on a little by traditional 2t guys for their lack of over rev and the rev limiter. IMO as a vet rider, thats exactly what I want mid race when Im exhausted and arm pump starts kicking in. That rev limiter on a 2t is sort of safety insurance for mere mortals. I am a smaller vet rider and have both the TC125 and the TC250 in TBI and love these new 2t bikes!  Although for a deep horsepower intensive national style trck with hills, I might still prefer a 350 over the 250 2t. Haven't tried the 300 yet. But almost any smaller track standard local boy MX track, the new 250 2t’s have plenty of safely manageable and seemingly competitive power delivery. The rev limiter has saved my bunz a couple times. 

And another thing regarding the TC125 vs the TC250 2t’s. 125 suspension is way too soft for any one over 150 lbs that carry’s speed above novice level on a track. So you’d need to spring the rear and maybe get a revalve; but the new air forks a generations better than the old version if you’re patient enough to wait to get it dialed.  

Back to the TC250, the hold up is actually quite good for a rider over 150 and under 175 lbs. I’ve had several friends from novice to pro test my TC250, and they’ve all been impressed with how useable the stock suspension is for a rider in the 160’ish range.  

So if you’re a smaller vet rider (145-170’ish lbs) on a budget, and hate 4t engine breaking enough to where a 350 would “have to have” a radius CX clutch installed, you might want to seriously consider a TBI 250 2t instead of a 350 to save TONS of money between clutch set up and 4t expenses.

For example I am used to putting a Rekluse radius CX on all my 4t’s to eliminate engine breaking and stalling on tighter tracks.

These new TBI 2t’s are so hard to stall its incredible. In 40 hours of testing them on different tracks between both the 125 and the 250, I have stalled 1 of them 1 time (and that was just to test the threshold). And that includes spirited testing on tight arena-cross tracks with both deep sand, mud and deep ruts. No need for an expensive rekluse at all. And given that anti-stall characteristic, you can do a lot of speed shifting without engaging the clutch on these bikes too.

So an MX practice rider (or even a light clutch use MX racer) will save a fortune not having to constantly swap clutch packs. The new low end torque profile of the TBI EFI 2t vastly reduces how much you have to milk the clutch for late obstacle commitment or to get drive out of corner exit. The fact is most people have to hammer the P!$$ out of a traditional 125/250 2t or 250f (and even some 350f’s) to keep up with 450’s on corner exit in an open class; the new TBI 250 2t’s require much less clutch work. That translates into a lot of maintenance savings. Another factor is the 2t separation between the top end and the transmission. Way less risk of clutch debris effecting the top end oil flow even if you did happen to blow a clutch on one.

When I factor all the headaches of 4t bikes (clutch issues and rebuild costs), the bulky handling character of 4t’s, how much funner a 2t is to just ride, its an absolute no brainer now. These new 2t’s are a way cheaper and better functioning motocross bike bone stock than any 4t I’ve owned in the past. 

If you’re not planning on a being full series multiple track competitor, or mostly racing a HP intensive track with lots of up hill corner exits (ie Washougal, Glenn Helen, etc..), I would seriously consider a new TBI 250 2t over the 350 just from a cost management standpoint. AND when you unexpectedly find you have too many hours on it because it was so awesome to ride, you can rebuild the entire motor for what it would cost you to put a radius CX + basket in your over priced 4t.

And if you’re a old time vet rider, the back muscle injuries you save by loading a 2t into your truck instead of a huge @$$ 4t could be the difference between an awesome summer and one wasted in Chiropractors offices. LOL! 

I have a 350 that I love, but also plan on getting a new 250sx sometime before/during summer. I have a mod cr250 that’s a blast to ride, but not practical at all. So I like that the tbi bike will have more usable power, and hopefully still great over rev with the right mapping