Honda XR400 Motard: comparative test drive with Suzuki DR-Z400SM

Honda CRF250F 2019 motocross motorcycle test

The off-road motorcycle market is dominated by six major brands from Japan and Austria. Each year, this six team competes in supercross and professional motocross, and some support athletes and teams in off-road racing such as the Grand National Cross Country (GNCC), Full Gas Sprint Enduro Series, National Grand Prix Championship or World Off-Road. Road Championship Series (WORCS).

While Honda is committed to winning competition and developing winning models, Honda also pays attention to enthusiasts who are less interested in maximum power and more in the opportunity to ride the enduro trail with family and friends, creating priceless memories that will last a lifetime.

Honda CRF250F

Honda recently announced details of off-road models including the CRF110F, CRF125F, CRF125F Big Wheel and CRF250F.

Honda CRF250F is the flagship model of the “amateur” part of the line of cross-country motorcycles CRF, which received serious updates in the 2019 model, including an increase in cubic capacity by 22 cc, thanks to which the new product falls into the category of “honest check” (unlike its predecessor with a displacement of 230 cc). Its air-cooled overhead camshaft engine received another important update in terms of power supply - a new injection system from Keihin, which, compared to the previous carburetor version, reduces emissions and improves engine performance and efficiency. Also, the transition to an injector made it possible to expand the sales markets for the Honda CRF250F.

Honda CRF250F 2019

Engine Honda CRF250F 2022

The new engine has been developed by Honda to increase power and torque over its predecessor, the CRF230F, and thus improve the bike's capabilities on the enduro track. The engine is equipped with a five-speed gearbox, the first of which, short and high-torque, is convenient in difficult places and on climbs. Switching higher, it becomes clear that the Honda CRF250F was not intended as a racing car, because it was made as easy as possible to control and high-torque at the expense of maximum speed. This character ensures confident control even for beginners with little experience riding off-road motorcycles. However, for more advanced riders, the nature of this model may be somewhat limiting because it requires a relaxed ride at low speeds and a “safe” approach to passing obstacles. The Honda CRF250F motocross is designed less for fast riding, jumping and cornering, and more for those who are interested in how far the motorcycle can go.

Honda CRF250F

Honda XR 250

Brief review of Honda XR 250

The Honda XR 250 series of motorcycles includes three modifications - the enduro XR 250 R, the motard XR 250 Motard and the domestic Japanese version XR 250 Baja, which also belongs to the enduro class, but has differences in appearance, suspension and gas tank. All motorcycles in the series are equipped with 1-cylinder air-cooled engines with a dry sump and have an oil tank located directly in the frame. The Motard modification, in addition to other wheels, has a more powerful front brake and shorter-travel and stiffer suspension.

Despite the above differences, the various modifications of the Honda XR 250 have much more similarities, and since this motorcycle can be called very popular and therefore widespread, there are no problems with finding spare parts. However, this model enjoys a reputation as an extremely reliable and fault-tolerant motorcycle, especially in everything related to the engine and gearbox.

Technical characteristics of Honda XR 250

• Years of production: since 1995
• Class: enduro / motard
• Frame: tubular steel
• Engine: 4-stroke, 1-cylinder
• Engine capacity, cubic meters see: 249
• Cooling: air
• Valves per cylinder: 4
• Fuel supply: carburetor
• Power: 28 hp (at 8000 rpm)
• Torque: 26 Nm (at 7000 rpm)
• Maximum speed, km/h: 130
• Acceleration from 0 to 100 km/h: ~8 seconds
• Transmission: 6-speed
• Wheel drive: chain
• Front Tire: 80/100-21 (XR 250R and Baja) / 110/70-17 (XR 250 Motard)
• Rear Tire: 100/100-18 (XR 250R and Baja) / 130/70-17 (XR 250 Motard)
• Front brakes: 1 disc 245 mm (XR 250 Motard - 260 mm), 2-piston caliper
• Rear brakes: 1 disc 220 mm, 1-piston caliper
• Front suspension: telescopic fork with rebound adjustment (XR 250 Motard has inverted fork with preload and rebound adjustment)
• Rear Suspension: Progressive monoshock with preload adjustment (XR 250 Baja; XR250R and XR 250 Motard with preload and rebound adjustment)
• Fuel tank volume, liters: 14 (XR 250 Baja) / 9.7 (XR 250R and Motard)
• Fuel consumption at 110 km/h, liters: ~3.6
• Dry weight, kg: 135 (XR 250 Baja) / 116 (XR 250R and Motard)

Pros and benefits of the Honda XR 250

• Light weight
• High reliability
• Great resource
• Maintainability
• Excellent handling
• Economical

Pros and cons of the Honda XR 250

• Low power
• Strong vibrations at high speeds
• Under severe off-road conditions, the engine is prone to overheating.
• Small gas tank (except Baja version)

Suspension

For cross-country or hard-enduro motorcycles, suspension is perhaps the main determining factor when purchasing. And although for soft enduro, which includes the Honda CRF250F, suspensions are also important, they do not require such a share of attention. This model is equipped with a 41mm Showa fork and a monoshock from the same manufacturer. The fork has no settings, and the shock absorber is only adjustable for spring preload. The suspensions are tuned ideally for entry-level and intermediate off-road riding, providing a smooth ride at medium speeds. Suspension travel measures 21.6 cm at the front and 22.9 cm at the rear, and can be compromised when the bike's limits are exceeded, such as when riding fast over uneven terrain. However, the target audience of the Honda CRF250F is unlikely to easily run into the limits of this model’s capabilities, but will appreciate the comfort provided by its soft suspension.

Honda CRF250F

Honda XR400 Motard: comparative test drive with Suzuki DR-Z400SM

The supermoto topic never became relevant for Russia. Why is another story, but you can try to separate the wheat from the chaff and find out who has the longer... er... rear swingarm.

This type of animal is rare in the Russian open spaces, and manufacturers do not spoil us with a wide variety and possible choice on the domestic market. If you don’t take into account outright “athletes” like the KTM 450SMR or Aprilia SXV550, then officially in Russia you can buy a supermoto from a very limited list: Suzuki DR-Z 400SM, KTM 690 Supermoto, Husqvarna SM610 and BMW G650X. True, the latter is rather the choice of a calm German pensioner, because he is weak from birth, overweight and boring to the point of despondency. Surely, there are several more options - but this is from the “stole, drank, went to jail - romance” series... In addition, so-called “big” motards are also sold (for example, KTM 990 Supermoto), but that’s a completely different story. Unfortunately, the Honda XR400 Motard is not officially sold here.

Honda XR400 Motard

Nevertheless, “there is such a letter in the alphabet” - although rare, it still occurs. Yes, and there are offers on one of the most famous Internet resources, so welcome to the comparison!

At first, as usual, a little tediousness. It is generally accepted that motards appeared in the 80s of the last century, when lovers of the unfortunate green amphibians, exhausted by traffic jams in their native Paris, began installing road wheels on motocross motorcycles. Some kind of story... Manufacturers, sensing the smell of a spice pie literally being carried away from under their noses, became alarmed and began to create a “factory” vision of this two-wheeled delicacy. Our current charges were born according to a similar scenario: at first there were “mud-meses”, who, through relatively simple manipulations, turned into asphalt “crooks”...

And here they are in front of us, boxes of pencils. True, in our case, rather not with pencils, but only with leads. That is, with single-cylinder engines of about 30-odd fillies, flimsy chassis, budget brakes and cute tool bags on the rear fenders. But this is a view from one side - the so-called truth. But who needs it, this truth? Owners of such vehicles see the light in a different light: aggressive “muzzles” (of motorcycles, not the owners), high handlebars that define a Motard-like stance with widely spaced elbows, low weight coupled with serious ground clearance, minimal width a la flounder after an asphalt skating rink and gloomy Superman-mo-tardist, tearing apart a static city, like a handmade Arab sword opening the flesh of another infidel. Alas, reality, as usual, is ponderous and devoid of even a shred of emotion. After 100 km/h, the DR-Z begins to clearly hint to its owner that he has progressive myopia - no matter how closely you look, there is no KTM 690 SMC inscription on the gas tank. Therefore, here is 150 km/h on the speedometer, little man, and you will have peace and quiet.

Honda XR400 Motard

With XR the situation is almost the same. Is it possible that shorter gears (although much shorter!) create the illusion of noticeably greater engine power, but this is a deception, another government promise that everything will happen soon. Of course it will be! But not on these two-wheeled “vegetables”, which almost anyone who is not too lazy can abuse on deserted streets. However, those who are too lazy can do it too. On autobahns, highways or avenues, you can only beg on such motards. So, what's good, you can fall into a severe battle with the VAZ-2110. And, of course, the dream will win.

If we assume that the pilots of both vehicles are steadfast, like a dozen Buddhist monks, and are ready to watch melancholy as they are overtaken by almost route “Gazelles”, then there is also such a thing as vibration, the absence of which both motorcycles cannot boast of. True, there is a slight difference here - on the Suzuki the vibration load is a little less, but not so much as to make a fundamental difference out of it. DR-Z is generally a very interesting motorcycle: literally every second owner of it is concerned with the issue of increasing engine power! It is curious that I personally know of several cases where even minor interference with the operation of the motor led to its total destruction. It is difficult to say exactly what caused this collapse, but it is clear that Japanese engineers have an accurate idea of ​​what should be assembled and how.

Suzuki DR-Z400SM

Honda in this sense (on the subject of “throwing on” a couple of bays) is not so “infectious”, despite the nominal loss in hp. (on paper), in reality the XR feels like a much more powerful bike, and it's not just the short gears! For example, the XR performs the now-talkable “wheelie in second gear” without difficulty, while the DR-Z begs for mercy, cries out for mercy and begs the pilot to slide back down the seat.

Alas, since the test took place in the city of Sochi, it was not possible to torture our players at the stand, as we try to do every time. However, subjectively, a Honda herd lives on at least 5-6 hp. more, and the horses themselves (read: torque) from the “number one motorcycle manufacturer” will be stronger.

Now I’ll start with a platitude - “but the motard doesn’t live by the motor alone”! There are also handling, brakes, suspension performance, ease of seating for the pilot and passenger, and even a general level of comfort.

Let's start with Suzuki, who has a split personality. On the one hand, there are fairly soft suspensions that should provide comfort. however, even on relatively small bumps it mercilessly breaks through! The diagnosis of the fork is “weakness in the front end.” The monoshock absorber is not so bad, but only until you try a Honda on the same section of the road.

With XR, at least, everything is “more transparent” - no misunderstandings or ambiguities. The suspension is more energy-intensive than that of the DR-Z, and both the fork and monoshock seem to be ready to cope with even half-meter holes! The other side of the coin is the typical laxity of “vegetable” motards during aggressive piloting on asphalt. You just need to get used to it. After all, a supermoto moving in 15 different directions during a turn is a normal phenomenon for experienced pilots who do not pay any attention to such “little things.”

“Within limits” on asphalt, the Suzuki is a completely different motorcycle, rather reminiscent of a road bike with slightly faulty suspensions. There is no trace of Honda’s slackness here, but there is also no need to talk about the precision of the best sportbikes. In a word - neither fish nor fowl. At the karting track the situation is very similar: Honda requires the Motard school of piloting, reacts poorly to “knees” and sways indignantly like a cobra to the tune of a snake tamer. The engine, coupled with short gears on the fairly fast Sochi karting track forces you to use the entire available range, right up to fifth gear. Boring... But the brakes cope with their task with a huge margin, and they do not require any tuning - the Honda engine is simply too “small” to “approach” their limits.

On the DR-Z you can do whatever you want - hang down a la Toni Elias or drag your leg like a supermoto. He's all rubbery, and he doesn't care what the pilot is trying to portray. The engine here is even “less” than that of the Honda, but longer gears are very helpful, as they minimize the number of necessary shifts, which ultimately leads to a gain in lap time. In any case, in the more understandable and familiar sportbike style of piloting on the Suzuki, I was somewhat faster than on the Honda. But even at such a leisurely pace, the front brake of the DR-Z unexpectedly quickly “deflated”, noticeably losing its effectiveness. Here, tuning is definitely necessary.

Suzuki DR-Z400SM

As for comfort, oddly enough, it is found on both the DR-Z and XR. But only if the pilot meets certain conditions. First: do not accelerate more than 120 km/h - otherwise, after stopping, even a banal attempt to relieve a small need can turn out to be a serious test of “hand strength” due to constant tremors. Second: not a single vehicle has an engine after that 120 km/h, so overtaking faster vehicles should be calculated in advance.

Third, the Honda's seat is wider than the Suzuki's, so pilots of average height will definitely have problems. The DR-Z is noticeably more “humane” in this sense, not least because of the softer suspension, which sag considerably even under my deputy with the “tared” weight of lamb.

Yes, I almost forgot! Both motorcycles have rear view mirrors, headlights and designated passenger seats. But we should approach this whole “set” philosophically. In terms of their efficiency, the headlights compete with Chinese lanterns, the mirrors give a “wonderful” picture of the pilot’s shoulders, and only a 12-year-old girl can fit behind me in the passenger seat of any of these motards (the latter, despite the worldwide recognition of Nabokov’s “Lolita” , generally illegal).

So what kind of reindeer are you? Obviously not the same as the DR-Z and XR. The engines of “real” motards should be noticeably “meaner”, and the curb weight should be 30 percent less. If I were a very tactless person, then I could have put an end to this and ended the material. But recently I came across the word “tolerance” that terribly irritates me, so I’ll have to stain a little more magazine space.

So, what's good about the Honda XR400 Motard? This is reliability, a relatively (competitor) peppy engine and very good performance of suspensions and brakes. What about the DR-Z 400SM? “Friendly” to “tared” rams. sorry, to short and light riders, better “asphalt behavior” and, in the end, greater prevalence on the market. That's probably enough.

What? Tuning? Yes, sure! If you really want to have a “civilian” supermoto, add a “couple” of euros and get a KTM 690SMC with a maximum speed of about 180 km/h and a 63-horsepower engine... Well, to hell with this tolerance!

Chassis and handling

Built around a twin-spar tubular steel frame, the Honda CRF250F strikes a good balance between chassis stiffness and soft suspension. You instantly get used to its ergonomics. The relatively low seat gives the rider the opportunity to reliably rest his foot when stopping, even on uneven terrain, including on a slope. Honda motocross bikes have sharp and precise handling, and the CRF250F inherits this characteristic by being extremely responsive to the rider's slightest input. Maneuvering from one side of the track to the other requires minimal effort, and the bike goes exactly where you point it. The new CRF250F is equipped with a 21-inch front wheel and 18-inch rear wheel, providing a wide choice of tires to suit any conditions and personal preferences. As stock, the model is shod with very decent Pirelli Scorpion XC, providing excellent grip and feedback, and we were convinced of this during our desert test drive, driving confidently across all types of terrain, from sand to areas covered with large stones.

Honda CRF250F

Honda CRF250M review

The new model from Honda under the letter CRF250M is a converted enduro CRF250L. If we talk about the most significant differences, we can highlight the saddle lowered by only 20 millimeters, a new fork and shock absorbers, which are equipped with stiffer springs. We can't forget about the 17-inch wheels. The brake disc on the front wheel has a larger diameter than on the previous version.

As for the engine, no changes were made:

· single-cylinder engine; · working volume 250 cubes; · liquid cooling.

The maximum power that a motorcycle can develop is 23 horsepower. Thanks to automatic fuel injection, the CRF250M is very economical. For 100 kilometers it needs only three liters of fuel. Since the tank capacity is 7.7 liters, with a full tank you can easily cover a distance of two and a half hundred kilometers. Thanks to the introduction of new, longer gears, the driver will be able to switch much less frequently during the trip.

It is planned that the 2014 CRF250M model will be equipped with a special steel frame with pipes with an oval cross-section. The new model will also feature monoshock absorbers with advanced technology. The weight of such a two-wheeled vehicle is 145 kilograms. Today it is known that the motorcycle will be produced in only two colors:

· black; · red.

Manufacturers are confident that this color scheme will satisfy potential buyers.

If we try to somehow characterize this model, we can say the following: the CRF250M ideally combines dynamic properties with excellent off-road qualities. This is precisely where the so-called “dual purpose” of the model lies. This motorcycle is primarily aimed at road use. If desired, the motorcycle is ready to take its owner to the same place as the enduro. The main thing is that the rubber can withstand such long-term loads.

According to the authoritative Italian portal, the appearance of this motorcycle was dictated by the fact that the Japanese company wants to win additional sympathy among young people who want to find a model with a strong character, but not demanding on driving skills. At the same time, this model is capable of delivering pleasure to experienced riders.

To improve fuel efficiency, the CRF250M has a revised final drive ratio. At the same time, the engine has a certain reserve of power, which allows the motorcycle not to give in to any off-road conditions. For many drivers, it will be a pleasant surprise that the entire instrument panel is digital, with the exception of the speedometer. All experts unanimously note the excellent build quality, high reliability of the motorcycle, as well as low operating costs, which makes the HONDA CRF250M model an ideal friend for you on your journey, a reliable friend and comrade.

Hooligan

text from Motorreview No. 12, 2007

Honda XR250 Motard: 249 cm3, 28 hp, 130 km/h, 120 kg, RUB 150,000

Supermoto is the youngest type of motorsports and, accordingly, a class of motor vehicles. The first home-made developments appeared in the mid-80s; after five years, even some semblance of championships in this class was formed, but as for serial developments, it came to them quite recently. For a very long time, the leading motorcycle manufacturers did not want to notice motards, and then they tried to solve this problem with little effort (by simply “changing shoes” of serial enduro tires into road tires), but in the end, what happened was what should have happened - supermotos of various cubic capacities and degrees of “charge” are now available in the “stables” of almost all famous companies. And some even made the production of such cars their signature feature. But at the same time, each manufacturer had its own view of the class. Japanese Honda, for example, did not see any promise in it for quite a long time. It traditionally carried out its global marketing activities in this direction first in the domestic market. It was for this purpose that the small but remote XR250 Motard was introduced in the spring of 2003. The recipe for creating a model couldn’t be simpler. The enduro XR250 has been produced in Japan since the early 90s, has been tested for strength and has proven itself in terms of endurance and reliability. In addition, the device is distinguished by its low weight (119 kg) and a super-reliable 28-horsepower single-cylinder air-cooled power unit. Another important point was that the Japanese, who were avid for European motorcycle fashion, often converted the enduro XR250 into a supermoto on their own and successfully. The designers actually only had to put their achievements into official terms.

But instead of slightly boosting the engine, radically changing the suspension and making the design more provocative, the developers limited themselves to minimal modifications such as new smaller wheels (110/70-17 in the front and 130/70-17 in the rear) with road tires. The power unit settings and wheelbase remained unchanged. Judge for yourself: compared to the basic enduro, the supermoto version seems to have shrunk (the length, width and height of the enduro and motard, respectively: 2.175x0.805x1.190 and 2.110x0.790x1.150 mm), the seat height has decreased by 20 mm to 855 mm, The ground clearance has decreased (to 240 mm) and the weight of the car has increased by a kilogram. Thus, due to minimal reconfigurations (and it’s difficult to call it a rework), the model acquired a so-called fan factor to the slight detriment of dynamic characteristics. However, the consumer didn’t really notice this. Honda presented the supermoto in a cheerful coloring - this was enough for consumers to start buying up new products with excitement. Surprisingly, with minimal differences from the enduro version, the supermoto version became more popular, which led to the fact that in 2004 the company decided to carry out a slight restyling of the appearance and released a modest catalog of accessories, including all sorts of fashionable things for the external design of the model.

Nobody considered the 250cc model as a serious player in the market of “charged” and sports supermotos. On the contrary, it was accessibility (both price and consumer) that became the key factor for the Honda XR250 Motard to quickly become a market bestseller. If the enduro XR250 implied a “narrow specialization,” then the motard was bought by all those who preferred to move around the city and surrounding areas on a fashionable motorcycle. It is the popularity of the model in the domestic market that determines the high cost of the motorcycle in the second-hand category. But this point does not interfere with the fact that they are still represented in quite large numbers in Russia. Enduro Honda XR250 is very popular in our country. How are we doing with the XR250 Motard? Let's give the floor to the experts.

Alexander Astapov, deputy editor-in-chief of Motorreview

Height – 182 cm, driving experience – 15 years, rides a Yamaha Majesty 400 and Italjet Dragster XX

Oh, this is my size! 120 “dry” kg (“equipment”, respectively, 134) is quite a scooter value, the width is generally like that of a moped. The base, however, is too big for a scooter, as much as 1425 mm, but on this fence, in principle, there should be no special need to turn - in theory, it will squeeze between the streams of rain. And for everything about 28 forces - not bad, at least not a single scooter has ever dreamed of such a ratio. And therefore, in the funeral procession called “working afternoon on the Moscow Ring Road”, this anti-scooter is like a fish in water. You’re welcome to bludgeon along the “lane for motorcyclists” along the dividing barrier, and you don’t even have to slow down in front of those who like to stand on it with their four bast shoes (apparently in the hope of seeing when it will end). He ran into a member of the truck with “flashing lights”, scaring everyone away in the hope of getting through first - God bless him. Several non-aggressive but quick maneuvers into the right aisle, a little along it, then back - and the black “Hitlerwagen” is not visible even in the mirrors. Yeah, so the cork has dissolved. The fourth, fifth... The accelerator is more than peppy, but after 100 it goes out, and by 130 it’s all waking up! And where is 28 forces? Similar behavior at three-digit speeds is the norm for the Derbi GP1 250 with its 21 horsepower and variator, but here there are a third more “mechanics”! Hey, where are you, my seven fast-paced trotters? You can’t fool physics: the “forehead” here is like on a “big” endura, and the aerodynamics are no better than those of the MTZ-80. And if it’s not so bad during the day, then in the evening you have to look in the mirror almost constantly. And wait, like manna from heaven, for the life-saving exit from the Moscow Ring Road into the city, where the speed limit is much softer, and the capabilities of the XR250 fully correspond to it.

And the capabilities of the chassis correspond not only to capital highways, but also to broken-down “designed driveways” in industrial zones, where the asphalt has not been changed, probably since the era of glasnost and acceleration. Acceleration? Yeah, I was dreaming: on the sharp edges of asphalt gullies, planting a hernia on low-profile tires is a piece of cake. But where there are no potholes - even on cracked concrete, even on the dirt roadside - there is grace. At least turn 80! Just don’t forget to lift your butt off the perch, misunderstoodly called a saddle. And have a reserve on the handle to unload the front wheel when you see a track from a DT-75 or other iron muck suddenly appearing along the course. Difficult? Well, it’s easier than barely crawling through such a minefield on a scooter!

Should I buy one for myself? Alas. Most of the way to work I drive along the Moscow Ring Road, and there the “four” clearly lacks the “maximum speed”, which is fraught. Start commuting to work through the center? Oh no not this! Entuziastov, TTK, Leningradka - along its entire length this route is one continuous “traffic jam”, and impassable even on an XR250 (you only feel normal there on a pit bike). If only some areas, but there the basic version would be better, on normal Enduror wheels. They will make it easier to run away from a motorcycle battalion, if anything happens (mega-fines for driving on sidewalks have already been introduced, if you don’t know). But even with this version you won’t be able to escape from being chased, say, in the Lefortovo Tunnel – from a BMW! The engine is not enough, even the XR650 won’t get you going. But the “-650” weighs much more, with my frail carcass you won’t be able to fly around the park, curbs and other lawns on it... In general, wherever you throw it, there’s a wedge everywhere.

And yet, I understand those of my friends and acquaintances who consider the 250 cc Endura to be the best “single-track vehicle” (not everyone lives in such a... hmm... anomalous zone as I do!). As for the supermoto version, it seemed to me that it was good for more powerful models. Where the issue of controllability on asphalt due to, let’s say, slightly higher speeds is really acute.

Vladimir Zdorov, expert at Motorreview

Height – 193 cm, driving experience – 15 years, drives a BMW K1200R Sport

Small, nimble and nimble, like a perpetually horny hamster trying to mate even with a sock that hasn't been washed for a week, the XR250 supermoto is essentially a highly specialized, highly targeted close-quarters weapon. Under my dimensions it is practically invisible. Outside observers may have the illusion that a big and angry adult uncle took the moped from a teenager and, without any embarrassment, heaped his almost 100-kilogram carcass onto the frail, fragile body of the unfortunate Honda. Perhaps the latter will even be somewhere not far from the truth... But what’s interesting is that this runt rides surprisingly vigorously, however, only up to 100 km/h, where the engine completely fades out, followed by death. That is, the territory from 100 km/h and above is clearly not for the XR250, although with some luck and perseverance the speedometer can be raised to 130 km/h, but you are unlikely to feel any joy from this. The engine will work at the limit of its capabilities, appealing to your mercy through serious vibrations and a completely adult appetite, both gasoline and oil. In general, the engine for my weight here, whatever one may say, will not be enough. And in such situations you will have to turn, and quite often. So, obviously, the fun for this microbe must be looked for elsewhere. What? In driving along underground or, as an option, overground pedestrian crossings, in honing or simply learning the basic skills of stoppie and wheelie. By the way, about wheelie. With such a puny engine, it is only possible in first gear, and for any prolonged movement on the rear wheel you will need good balance driving skills and the ability to shift without a clutch. Moreover, you will have to shift at least twice, up to the third gear, otherwise the short second will force you to “land” after 100 meters...

So, as a training tool, the device seems extremely interesting for advanced users who want to learn basic stunt riding skills. It is here that the small engine power will require maximum skills from its owner, while more powerful motorcycles will “ride” precisely due to the power unit. Don’t forget about the model’s enduronic roots, which mean amazing durability in the event of falls. And here’s another important thing: since this is a Honda, this kind of exercise will not affect the “health” of the motorcycle in any way. The dry sump lubrication system allows for painless engine operation in an almost vertical position, so you can indulge in voluptuous wheelie for as long as you wish. Probably, the XR250 will also be interesting to the timid “beginner”, fearfully hiding his fat body in motorcycle protection, and cowardly looking towards the motorcycles. Especially if the latter had never had a two-wheeler before. But for a lover of plastic-rice rockets or (God forgive me) at worst, powerful naked bikes, the Honda XR250 in the Supermoto version seems like a rather dubious pleasure, I would say, not convincing - it’s completely unclear what I should do with it. So no thanks.

Nikolay Bogomolov, expert at Motorreview

Height – 181 cm, driving experience – 9 years, rides a Suzuki GSX-R1000 and a Yamaha YFM700R

The fashion for supermotards does not allow motorcycle manufacturers to sleep peacefully. Some try to create original models, others follow a more traditional path: they take a popular enduro and, through minor changes, transform it into a purely asphalt model. In recent years, motards of this kind have proliferated with terrible force, and of all this livestock, only a few are of real interest. Honda took the easy route. The Japanese did not bother with such nonsense as modifying the suspension and changing gear ratios. The new generation XR250 simply got 17-inch wheels and added the word Motard to the name. Of course, I suspected that nothing outstanding would come of such a modification, but when I saw the motorcycle in person, I was a little shocked. Asphalt use implies an increase in the power of the braking system. The same small front disc is present here, which is not always enough even off-road. Apparently, the manufacturer decided that the braking potential should be enough for such a modest motor. Naturally, “saving on matches” did not lead to anything good. Despite the light weight and far from prohibitive speeds, the brakes do not work well. The suspension doesn't behave well either. Still, the off-road performance is good for off-road conditions, but on asphalt the motorcycle sways like a scow in a storm. But that's where the bike's shortcomings end. One undoubted plus follows, oddly enough, from the above-mentioned minuses. The device remains the same wonderful enduro. And the owner, if he suddenly wants to go off-road, will only have to purchase wheels from a regular XR250. Perhaps rearranging wheels in the summer is not the best thing, but in winter it is quite possible to install “spikes” and fight motor toxicosis. In fact, the usefulness of 17-inch wheels in this case is generally in serious doubt. I remember that I rode quite a lot around the city and the nearest Moscow region on the enduro modification of the XR250. I can't say that I felt any discomfort. On the contrary, all the parts of the motorcycle were in harmony with each other. Endurance tires on large wheels were ideal for the soft suspension and weak engine. You could easily jump on a curb, slide down a flight of stairs, or take a shortcut through the forest.

With the Motard version, all of the above procedures are no longer so easy to perform. I was completely afraid to drive onto the stairs with reduced ground clearance. You have to be careful with unpaved roadsides: road tires slip on them, and small wheels have difficulty swallowing potholes and bumps. The only serious plus, apart from the possibility of installing unnecessary sports tires on this motorcycle, is the low seat height. For some this may be relevant, but with my growth I don’t feel the need for such a reduction. So there is only one conclusion: they took a good motorcycle and ruined it.

Mikhail Lapshin, deputy editor-in-chief of Motorreview

Height – 193 cm, driving experience – 13 years, rides a Yamaha TDM900

Cool thing, but it’s a pity that it’s designed for the weightless Japanese. From the outside, the motorcycle looks like a horse, but if you sit on it, it turns into Eeyore. I started testing this motard in full confidence that I wouldn’t be able to ride it for a long time. I looked really funny: I folded my limbs almost in half - well, a grasshopper is a grasshopper!

Surprisingly, this baby easily carried my 90 kg forward. And I didn’t even notice how I hit “hundred”, the motorcycle accelerated further, but it was already scary. As a result, out of habit, I began to make my way into the left lanes of the Moscow Ring Road and suddenly realized that I simply could not maintain the pace of 120–130 km/h. The gas was on full, there was no acceleration reserve, the brakes were sluggish... In general, I had to move towards the trucks, into the right lanes, where I was completely lost among their giant trailers. Of course, this is Honda, only this company produces motorcycles that amaze with the perfect performance of everything that is necessary for movement. The gears are switched on easily and clearly, all the buttons and toggle switches are at hand, or rather, under your fingers, everything is visible in the mirrors, nothing gets in the way or irritates. I admit that after 5 km along the ring road I no longer wanted anything except one thing - to go back and give the device back. But as soon as I entered the city and encountered the almost round-the-clock traffic jams that have become traditional lately, my mood began to improve. The width of the motorcycle, the position of the mirrors, and the overall handling make riding in the city easy and relaxed. Not a single large motorcycle can compare with it in climbing between cars, and perhaps a scooter can still compete, but not every scooter can accelerate so quickly and climb curbs. And when riding on a “stool,” you sit much lower, which means you have less control over the situation.

Motorcycle for courier services? To the point, this is exactly the type of device I would recommend purchasing in batches. Model for a beginner? Please accept my best recommendations. After all, having all the qualities of a lightweight enduro (energy-intensive suspension, light weight, ease of control, etc.), it also stands perfectly on the line, sticks to the asphalt in corners and is generally easy to control. With this, you can easily disrupt public order by storming, if anything, underground passages. Yes, and on the Moscow Ring Road you can trot along the overpass. A fall on it will not greatly affect your expenses.

The motorcycle is good for many things, but one cannot fail to mention its shortcomings. First of all, there is a tendency for the brakes to overheat. Still, one 260 mm disk at the front is not enough at all... You have to always connect the rear one, which, by the way, is quite large - 210 mm. But still, when driving aggressively, there is some looseness. The temperamental engine dies out almost instantly after 100 km/h, but you don’t want to feel like a scooter in traffic. The motor is quite noisy and under such loads requires careful and regular maintenance.

What's the end result? There is a good city motorcycle with a supermoto design. In a city like this, traffic jams are still good, but when they are gone, it’s not so good. The route is closed on highways and highways.