Honda CBR 250 motorcycle and its characteristics

The first Honda CRF250 was introduced in 2004. With the release of each subsequent generation, Honda has come up with new technologies. Racing successes have been steadily piling up, with the latest platform earning the 2019 AMA Supercross East 20 and '250 crowns in the hands of Chase Sexton, as well as the 2019-2021 AMA Arenacross titles with Jace Owen and Kyle Peters, and the 2022 AMA Pro. Jett and Hunter Lawrence won the overall 250MX motocross standings.

However, it's no surprise that rather than resting on its laurels, the 2022 Honda CRF250R is an all-new machine that raises the bar with improved acceleration out of corners, greater endurance over race distances, and reduced weight for improved agility.

Bike features

Here are the main features of the machine:

• despite the class, the exterior tends to be sporty;
• impressive engine performance, atypical for the category and era;
• significant acceleration starting from 10,000 rpm.

The bike is ambiguous: on the one hand, it is clearly not suitable for connoisseurs of racing cars, and on the other, its power is too great for a simple road classic. However, this is precisely its distinctive feature, which has proven its worth over the years.

CHASSIS / SUSPENSION | 2022 HONDA CRF250

For Honda engineers, improving on the exemplary handling of the previous generation CRF250R was an important goal, as the frame was already known for reliable tracking, precise cornering, exemplary straight-line stability and overall handling. The goals were to ensure that the engine's newfound power did not compromise these characteristics and to reduce the overall weight of the vehicle to facilitate increased maneuverability.

The wheelbase is now 10mm shorter (58.1 inches), rake angle is reduced by 02° (to 27.32°), trail remains at 115mm, seat height is unchanged at 37.8 inches, and ground clearance is increased by 3mm (now 13.1). inches).

FRAME/DIVISION

The aluminum frame will be 2,022 pounds lighter by 1.5, borrowing heavily from the CRF450R. Updates include broadly curved main spars with a smaller cross-section, as well as optimized rib placement at the rear of the hinge plates. Longitudinal stiffness is maintained for straight-line stability, while lateral stiffness is reduced by 20 percent to improve cornering handling.

The subframe features a simplified design that eliminates the need for a separate seat support, reducing weight by 0.7 pounds.

SUSPENSION

The Showa coil spring fork is a fully adjustable 49mm live axle, inverted telescopic design with 12.2 inches of travel. The upper and lower triple clamps have been redesigned and their stiffness has been modified with updated stiffeners, providing increased flex for improved handling and turn-in feel. Traction and shock performance are also better, and the bike offers cornering agility and excellent handling characteristics.

The Pro-Link rear suspension system has a revised ratio and uses a Showa shock whose shape has been adapted to work with the new frame, and the adjusters have been moved from the left to the right side. Rear travel is 12.3 inches. Featuring an ultra-lightweight steel shock spring, the shock is 24 pounds lighter than last year's component. The swingarm is also narrower, providing increased ground clearance, with revised stiffness tuned to match the frame, improving traction and cornering.

WHEELS

Black DID wheels (21" front and 19" rear) provide reliable performance and beautiful appearance. Petal brake discs (260 mm front, 240 mm rear) dissipate heat.

The 2022 CRF250R comes with Pirelli Scorpion MX32 tires that are ideal for mild to moderate off-road use and that provide the appropriate amount of sidewall flex for 250 motocross.

DESIGN

The active rider design is a key feature of the 2022 CRF250, which inherits many of the design features of the CRF450. The right and left side panels are 20mm and 50mm larger internally, respectively, for a 70mm narrower cross-section at the rear, and the rear seat is 10mm lower for a flatter layout. The joint between the radiator shroud and the side panel is also smoother. These user-friendly ergonomic changes allow the driver to more easily adjust body position when cornering, accelerating, jumping and braking.

The radiator shrouds are new and are manufactured in one piece rather than in two separate pieces. Cooling the 2022 CRF250R engine is critical to maintaining its enhanced performance and overall longevity. Computational fluid dynamics (CFD) was used to design the air outlets in the shrouds, and the grilles were redesigned, optimizing the number of fins as well as their angle. The thermal radiation area of ​​the radiators also increased by 6%.

Whereas the seat was previously installed by sliding it forward onto the subframe and then securing it to the rear, the new seat base has rear-facing tabs and front-facing mounting tabs. This arrangement simplifies installation, and acceleration forces keep the seat securely in place. The 1.7 gallon fuel tank is again made from lightweight titanium but is of a new design and the plastic tank cap has been removed.

Engineers looked for and used every opportunity to reduce weight to improve handling. For example, only eight fasteners are used to secure all major body components - both radiator shrouds, both side plates and the seat - instead of the previous 12. In addition, all major body bolts now have 8mm heads, making maintenance easier.

As before, the Renthal Fatbar is held in place by a clamp that can be rotated 180°; Since the clamp itself has two attachment points, there are four possible handlebar mounting positions within the 26mm range.

Dimensions and weight

The length of this motorcycle reaches 2010 mm, its width is 715 mm, and its height is 1020 mm. Seat height – 760 mm. The weight of the model is 150 kg, and its tank volume is 11 liters. On average, the VT 250 Spada consumes from 3.5 to 4 liters of fuel per 100 km of road, but this value can vary significantly if the rider's riding style changes.

ENGINE/DRIVE | 2022 HONDA CRF250

Design improvements to the 249cc CRF250 engine. The CM's liquid-cooled, single-cylinder, DOHC, four-valve engine delivers even greater performance and durability. Significantly, low-end torque is improved by modifying the air intake, changing the valve timing and straightening the exhaust port. The changes result in a 20% increase in power at 6500 rpm while maintaining high maximum power.

FENCE

Reshaping the airbox increased airflow capacity by 78%, primarily on the clean side of the air cleaner. The fuel injector angle has been increased from 30 to 60 degrees, allowing the nozzle to reach the rear of the butterfly, and the throttle bore diameter is 44mm. Together, these changes better cool the intake charge, improving intake efficiency and low-end torque. An additional benefit of the new airbox design is the improved serviceability of the air filter, with a spring-loaded clamp replacing the previous threaded design.

Updated CRF250 intake manifold.

HEAD

Numerous changes have been made to the four-valve cylinder head. The 33mm titanium intake valves and 26mm exhaust valves are again used, but the intake valves now have dual springs (one inside the other) to provide precise movement at higher revs. The intake camshaft sprocket is now press-fit, improving valve timing and reducing weight.

Inside is an updated CRF250 engine.

The camshaft carrier has a more rigid design that maintains the roundness of the camshaft journal, which promotes accurate timing and reduced friction at higher rpm. Valve performance at higher speeds has been further improved by redesigning the rocker shaft. Additionally, durability at higher engine speeds has been increased by changing the camshaft oil feed journal, increasing flow by 80%. The oil volume in the cylinder head was also increased by changing the gear ratio of the oil pump driven gear.

Updated valve system.

Starting in 2022, bore and stroke are 79.0mm and 50.9mm respectively, and the compression ratio is 13.9:1 for high-rpm durability. Additionally, the water pump gear is thicker for increased durability.

RELEASE

The exhaust system now uses a single straight outlet, improving low-end torque and agility. The single muffler features an internal baffle optimized for torque transmission and contributes to weight savings compared to the previous dual muffler design. The single exhaust manifold is now routed 74mm closer to the engine on the right side, while the left manifold and muffler have been removed, resulting in a narrower cross-section and improved driver mobility.

The one-way exhaust is a big step in the right direction.

ELECTRONICS

To realize the engine's full potential, the engine control unit provides an entirely new design to deliver optimal air/fuel mixture and ignition timing at all throttle positions and engine speeds. HRC inspired launch control makes consistent hole shots easier.

CLUTCH

Transferring all the power to the rear wheel required a redesign of the clutch assembly. The clutch pack now has nine discs instead of eight, increasing the amount of disc friction material and reducing the stress on the individual discs. The clutch basket is made more rigid for added strength, an additional friction spring reduces spring load, and lubrication is optimized to reduce wear. The primary gear ratio is now lower (3.047 vs. 3.473) and lubrication is optimized, increasing clutch life by 21%. In addition, the feel of clutch engagement is enhanced and lever pull is reduced by 4%.

The clutch pack now has nine discs instead of eight.
TRANSMISSION

Changes have been made inside the five-speed gearbox to reduce friction and improve feel when shifting between second and third gears - a very common operation on 250 motorcycles. This gearshift uses only one shift fork (rather than two as before), with an intermediate the shaft is stiffer and the shift drum is now 17 percent lighter thanks to a larger through-bore and fewer guide grooves. , from three to two.

The improvement results in a better gearshift feel for the driver, and gear ratios are revised to better utilize the engine's newfound power in the low and mid-rpm ranges, with first and third usable across wider speed ranges.

Chassis and brakes

Since the bike has some sporting bent, it is not surprising that the frame is bias-ply and aluminum. It looks, however, very classic, and many modern nakeds have a much brighter sporty hint. The steering wheel and rims here are rather inconspicuous.

The suspension at the rear is a progressive monoshock absorber, and at the front is a 37 mm telescopic fork. The VT 250 Spada brakes using a rear disc with a single-piston caliper and a front disc with a two-piston caliper. The braking system is the main drawback of this model, because the single front disc may not be enough.

Model history

September 2003 (2004 model year) - start of production and sales. Model: Honda CRF250R; Honda CRF250X (Europe, North America, Australia, Japan). Factory designation: CRF250R4; CRF250X4.

2005 - no significant changes. Model: Honda CRF250R; Honda CRF250X (Europe, North America, Australia, Japan). Factory designation: CRF250R5; CRF250X5.

2006 - no significant changes. Model: Honda CRF250R; Honda CRF250X (Europe, North America, Australia, Japan). Factory designation: CRF250R6; CRF250X6.

2007 - no significant changes. Model: Honda CRF250R; Honda CRF250X (Europe, North America, Australia, Japan). Factory designation: CRF250R7; CRF250X7.

2008 - no significant changes. Model: Honda CRF250R; Honda CRF250X (Europe, North America, Australia, Japan). Factory designation: CRF250R8; CRF250X8.

2009 - restyling of the Honda CRF250R model. Model: Honda CRF250R; Honda CRF250X (Europe, North America, Australia, Japan). Factory designation: CRF250R9; CRF250X9.

October 2010 - the Honda CRF250X model receives LED optics and begins to be sold in Japan. Since this CRF250X model comes as a 2011 version, this modification was not officially produced in 2010. Model: Honda CRF250R (Europe, North America, Australia, Japan). Factory designation: CRF250RA.

2011 - no significant changes. Model: Honda CRF250R; Honda CRF250X (Europe, North America, Australia, Japan). Factory designation: CRF250RB; CRF250XB.

2012 - no significant changes. Model: Honda CRF250R; Honda CRF250X (Europe, North America, Australia, Japan). Factory designation: CRF250RC; CRF250XC.

2013 - restyling of the Honda CRF250R model. Model: Honda CRF250R; Honda CRF250X (Europe, North America, Australia, Japan). Factory designation: CRF250RD; CRF250XD.

2014 - The CRF250X was not modified this year. Model: Honda CRF250R (Europe, North America, Australia, Japan). Factory designation: CRF250RE.

2015 - no significant changes. Model: Honda CRF250R; Honda CRF250X (Europe, North America, Australia, Japan). Factory designation: CRF250RF; CRF250XF.

2016 - no significant changes. Model: Honda CRF250R; Honda CRF250X (Europe, North America, Australia, Japan). Factory designation: CRF250RG; CRF250XG.

2017 - restyling of the Honda CRF250R model. Model: Honda CRF250R; Honda CRF250X (Europe, North America, Australia, Japan). Factory designation: CRF250RH; CRF250XH.

2018 - Honda CRF250X is no longer produced. Restyling of the Honda CRF250R model. Model: Honda CRF250R (Europe, North America, Australia, Japan). Factory designation: CRF250RJ.

2019 - restyling of the Honda CRF250X, which now has a different name - Honda CRF250RX. Model: Honda CRF250R; Honda CRF250RX (Europe, North America, Australia, Japan). Factory designation: CRF250RK; CRF250RXK.

2020 - no significant changes. Model: Honda CRF250R; Honda CRF250RX (Europe, North America, Australia, Japan). Factory designation: CRF250RL; CRF250RXL.

2021 - no significant changes. Model: Honda CRF250R; Honda CRF250RX (Europe, North America, Australia, Japan). Factory designation: CRF250RM; CRF250RXM.

2022 HONDA CRF250 Specs