Honda Introduces the 2010 CRF250R
July 30, 2009, 10:07am
It had to be a difficult decision to build this bike. After all, its predecessor was one of the most successful and highly praised bikes ever built. The 2009 CRF250R was, by all accounts, a great motorcycle. So, why in the world would you throw it all away and start over? For the engineers at Honda it must be all about the evolution.
This bike is practically a twin of its big brother, the CRF450R. They now share the same plastics, swingarm, subframe, suspension components, bars, clamps, grips, pegs and seat. In fact, there are only a few small differences in the frame between the two. And just like the bigger bike last year, the changes to the bike internally are just as sweeping. The engine has a longer stroke but still turns 13500 RPM’s [bore and stoke 76.8mm X 53.8mm]. It also has higher compression at 13.2:1. The crankshaft center has been lowered by 10mm, lowering the center of gravity and giving the bike a quick, light feeling. The cylinder head has been tilted back 5 degrees to improve mass centralization. The top end of the engine has Moto GP inspired valve spring materials, longer valve springs and new cam timing for better performance. The crank has been reshaped and lightened, the clutch inner and outer is Kashima coated and the gearing ratios have been changed to match the new engine characteristics.
One of the most exciting features is the EFI system. It has a 50mm throttle body with a 12-hole injector that is specific to the 250cc throttle body. The single muffler is lighter and further forward to improve mass centralization. Honda boasts that the new CRF250R is the lightest bike in its class at 226 lbs.
The suspension is also new from the ground up. The new Showa shock is lighter with a smaller reservoir and new internals for improved initial harshness and more mid-range control. The shock center of gravity is also lower and forward to improve handling. The new 48mm Showa forks improve initial and mid-stroke feel for better tracking.
The suspension is much more plush than in the past. There was a harsh feeling the old bike had that turned slower riders off. This setup swallowed up the small chop but still took hard landings without a problem. The new motor definitely revs longer than last year’s bike. This made it easy to leave the bike in a gear longer without shifting, much like a 450.
Another really cool announcement that Honda made was the offering of HRC hard parts to the public starting later this year. The very same pieces you see on the works bikes in Europe and Japan can be purchased through your Honda dealer. Their line of products include triple clamps, full exhaust system [titanium header with carbon muffler], FI tuning kit, clutch cover, rear brake clevis, front brake line clamp, engine cover inspection plug, axle blocks, rear master cylinder cap, handlebar holder [upper/lower], wheel spacers, ACG cover, oil dipstick, front master cylinder cap, rear master cylinder guard and oil filler cap. Many of the products come in various colors including black, red, brown and a very cool powder coated white with the HRC logo etched on all of them. These are all available at your dealer starting in September.
The best way to bottom-line this introduction is to say that I couldn’t find a fault with the new CRF250R. Honda made a bold move by abandoning a machine that worked so well for them for so long. It looks like this time it might just pay off for them.
This bike is practically a twin of its big brother, the CRF450R. They now share the same plastics, swingarm, subframe, suspension components, bars, clamps, grips, pegs and seat. In fact, there are only a few small differences in the frame between the two. And just like the bigger bike last year, the changes to the bike internally are just as sweeping. The engine has a longer stroke but still turns 13500 RPM’s [bore and stoke 76.8mm X 53.8mm]. It also has higher compression at 13.2:1. The crankshaft center has been lowered by 10mm, lowering the center of gravity and giving the bike a quick, light feeling. The cylinder head has been tilted back 5 degrees to improve mass centralization. The top end of the engine has Moto GP inspired valve spring materials, longer valve springs and new cam timing for better performance. The crank has been reshaped and lightened, the clutch inner and outer is Kashima coated and the gearing ratios have been changed to match the new engine characteristics.
One of the most exciting features is the EFI system. It has a 50mm throttle body with a 12-hole injector that is specific to the 250cc throttle body. The single muffler is lighter and further forward to improve mass centralization. Honda boasts that the new CRF250R is the lightest bike in its class at 226 lbs.
The suspension is also new from the ground up. The new Showa shock is lighter with a smaller reservoir and new internals for improved initial harshness and more mid-range control. The shock center of gravity is also lower and forward to improve handling. The new 48mm Showa forks improve initial and mid-stroke feel for better tracking.
The suspension is much more plush than in the past. There was a harsh feeling the old bike had that turned slower riders off. This setup swallowed up the small chop but still took hard landings without a problem. The new motor definitely revs longer than last year’s bike. This made it easy to leave the bike in a gear longer without shifting, much like a 450.
Another really cool announcement that Honda made was the offering of HRC hard parts to the public starting later this year. The very same pieces you see on the works bikes in Europe and Japan can be purchased through your Honda dealer. Their line of products include triple clamps, full exhaust system [titanium header with carbon muffler], FI tuning kit, clutch cover, rear brake clevis, front brake line clamp, engine cover inspection plug, axle blocks, rear master cylinder cap, handlebar holder [upper/lower], wheel spacers, ACG cover, oil dipstick, front master cylinder cap, rear master cylinder guard and oil filler cap. Many of the products come in various colors including black, red, brown and a very cool powder coated white with the HRC logo etched on all of them. These are all available at your dealer starting in September.
The best way to bottom-line this introduction is to say that I couldn’t find a fault with the new CRF250R. Honda made a bold move by abandoning a machine that worked so well for them for so long. It looks like this time it might just pay off for them.
