Looks Can Be Deceiving: Kymco's Venox Has the Attitude of a Bike Twice its Displacement
Kymco, an acronym for Kwang Yang Motor Company Ltd., has made motorcycles since the '60s and now sells to 44 countries on four continents. Although better known for its scooters, Kymco made its first venture into the hallowed turf of V-twin cruisers with the 250cc Venox in '02.
Sporting a healthy splash of traditional chrome, the Venox's large steel headlight, sleek shock covers and futuristic rear taillight all point to unorthodox aesthetics, especially in this tried-and-true class of bikes.
The Venox gets its power from a 90-degree V-twin, liquid-cooled engine lurking in a double-cradle frame. What you might not expect on a 250cc cruiser is dual overhead cams, eight valves and twin carbs to handle internal mixing and atomization duties. Hi-tech stuff for this lot, and the dual truncated exhaust pipes angling away from the rear tire on the right side only serve to reinforce the idea. A 17-inch, five-spoke alloy wheel is shod with 120/80 rubber up front, and the rear wheel carries a 150-series tire on a solid 15-inch disc--the only one in our quintet.
The slightly curved, one-piece seat hovers a manageable 27.8 inches off the ground, while the handlebars sweep well back from a pair of two-inch risers. Unlike the other bikes, the gauges (sans tach) are mounted in a chrome pod atop the long 3.7-gallon fuel tank. The rear forks are covered and sport chromed hoods over the mounting bolts at the frame for a clean design. Chrome air-pod covers below the gas tank add to the sleekness.
The Kymco Venox features many...
The Kymco Venox features many attractive details, including these shock covers.
The Venox is the tallest, heaviest and longest bike in our group, which elicited a variety of comments from our testers. Its rangy ergonomics and wide saddle fit the two 6-footers fine, but the Kymco's raked-out front end resulted in vague feedback and uncertain handling at low speeds, and the testers blasted it on their evaluation forms.
The bike's floppy steering bore the brunt of the heat, and a few noted that the handlebar wasn't adjustable--it was pinned in place. Many felt the Kymco's hefty 420 pound tonnage was "a lot of metal for any beginner to be heaving around." Three others complained that the handlebar contacted the tank in tight turns. One remarked that the "less-than comfortable configuration" was OK once he got used to it.
Two-inch risers provide good...
Two-inch risers provide good handlebar height, but the bar is nonadjustable.
But riding the bike at speed was a different story. The bike's weight and wheelbase resulted in a more solid, stable ride, especially over sharp bumps, and most felt the bike's powerband was accessible "with a bit of urging." The gearshift seemed to work fine on upshifts but "felt crunchy on downshifts," according to some, and a heavy, positive action was required to achieve decent cog swapping.
The Venox's styling seemed to be a hit with all riders. "By far, this is the best-looking cruiser in this test," said one of our testers, and two others gave it top marks for its unusual aesthetics. The Kymco's dilemma seems to boil down to style versus handling and build quality. For the $3999 asking price, the Venox isn't a bad deal, but smaller, beginning riders should probably look elsewhere.
Kymco Venox
Suggested base price: $3999
Wheelbase: 64.3 in.
Wet weight: 445 lbs.
Seat height: 27.8 in.
Fuel capacity: 3.7 gal.
Average range: 170 miles
Engine type: liquid-cooled four-stroke V-twin
Final drive: chain
Rear suspension: 2 dampers, adjustable for preload
Wheels: cast aluminum, 17 in. front, 15 in. rear
Handlebar width: 32 in.
Small But Big: The Suzuki GZ250's Fat Style Screams Cruiser
Evolved from the timeworn GN250, the littlest Suzuki cruiser offers no surprises--a basic steel frame with a single downtube bolts to a twin cradle underneath the powerplant. The air-cooled, four-stroke 249cc single cylinder has just two valves, which suggests simple maintenance that should be well within reach of the careful beginner. The SOHC head incorporates Suzuki's Twin Dome Combustion Chamber, its two domes causing a high-speed swirling motion in the intake charge. This process is said to produce a faster burning mixture and more power. A 32mm Mukuni carb treats the mix, which is eventually released through a sporty megaphone-styled exhaust in the form of spent gases. Power is delivered via a five-speed transmission and chain drive.
The simple backbone skeleton offers a 32-degree steering-head rake for a relaxed posture. The fat 2.5 x 16-inch front wheel wears a 110/90-16 tire under a full fender, which rides between 37mm fork stanchions. A flat pullback bar dictates directional changes.
The dished seat rides 27.8 inches above the asphalt on preload-adjustable twin shocks connected to a 130/90-15 tire. Brakes are as basic as you can get, with a single-piston caliper working a single front disc, and a mechanical-drum rear. The Suzuki's styling strikes a pose somewhere between full-figured and lean, in a fair approximation of the larger Suzuki Marauder's lines.
There were no rude awakenings once our testers saddled up on the GZ. The larger riders immediately noted the plush damping--it made for a comfortable ride, but didn't hold much promise for a sporting jaunt. The low seat height and forward foot controls fit four of the riders well, but we noticed the padding on the seat had compressed substantially at the end of a long ride. All riders said the brakes worked adequately, but several complained that a good deal of effort was required to haul the GZ to a stop. The single-piston caliper was likely to blame for this poor performance.
It doesn't get more simple...
It doesn't get more simple than this--one air-cooled cylinder with two valves and a single carb.
The GZ's steering, however, earned high marks for predictability--the Suzuki was stable, though some testers interpreted this as heaviness on the part of the fat 16-inch front tire. Cornering clearance, however, left something to be desired--our more enthusiastic riders found footpegs and various underpinnings hitting the deck more than they liked.
The consensus among all riders was that the GZ was adequate around town as long as nothing brave was attempted. The GZ earned good marks for fit and finish in this price category, but a few testers remarked that it "looked and felt generic and boring," with its "basic speedo-only instrumentation."
At $2999, the GZ250 is a decent deal, though it's the same price as the Honda and not nearly as powerful. If you're into motorcycling for the long haul, however, chances are you'll outgrow this bike in less than a year.
Suzuki GZ250
Suggested base price: $2999
Wheelbase: 57.1 in.
Wet weight: 331 lbs.
GVWR: 775 lbs.
Seat height: 27.8 in.
Fuel capacity: 3.7 gal.
Average range: 145 milesEngine type: air-cooled, four-stroke single
Final drive: chain
Front suspension: 37mm stanchions
Rear suspension: 2 dampers, adjustable for preload
Wheels: wire-spoke, 16 in. front, 15 in. rear
Handlebar width: 30.2 in.