First ride: 2018 Honda CRF250R
Faster, more power, easier to ride and better handling – without that a new bike is nothing. But an addictive bike you can’t get off? Honda have hit the spot with the 2018 CRF250R.
DON’T BE SCARED to over-rev the engine,’ says former MXGP racer and now Off Road Racing manager for Honda Europe, Gordon Crockard. The ‘don’t be scared’ idea is hard to swallow on the first few laps of a daunting Ponte Sfondato track near Rome, Italy. It undulates wildly like Cadwell Park but is steeper and tighter. One of two drop-offs around the Sfondato circuit are like riding off the roof of your house and temporarily re-locate your stomach into your mouth. Luckily the chassis soaks up this kind of treatment as happily with me aboard as it does with 2016 MXGP World Champ, Tim Gajser who also happens to be on track. The bigger brother CRF450R was launched a year ago with an ‘Absolute Holeshot’ philosophy, Honda aiming to improve every aspect of chassis and engine performance. The 2018 CRF250R follows suit with a shorter, more compact chassis, improved mass plus a more powerful, higher revving engine. Borrowing much in terms of chassis development from the CRF450R, 2018’s 250R has a 3mm shorter overall wheelbase and swingarm (distance between rear wheel and swingarm pivot is 15mm shorter) plus slacker rake and shorter trail which Honda I love riding round motocross tracks, even the scary ones with drop-offs similar in scale to the side of your house. But, Honda, can you make it easier please? Honda: ‘Yessir, try the new CRF250R.’ claim doesn’t compromise performance. The 340g lighter frame is the seventh generation twin spar alloy frame on the CRF and the extruded aluminium subframe is now 20% lighter, lowering and reducing the central mass. An alloy tank reduces high-up weight by 513g compared with the previous plastic design and the side panels are impregnated with graphics, meaning stickers are history.
Showa’s fully adjustable, 49mm sprung forks return to the new bike (replacing air forks) and that means the feel for front grip is back (plus confidence to drop off the side of a house). Similarly the Showa shock maintains the legendary Honda/showa Pro-link plush feel common to CR models. The 249.4cc DOHC, four stroke engine’s changes include 9% more top end power with a 900rpm higher rev-ceiling and power spread more broadly (by 2000rpm) across the revs. A lighter crank
with a bigger bore and shorter stroke (79x50.9mm), larger titanium valves (33mm inlet/26mm exhaust) and increased valve lift (10.5mm inlet/9.5mm exhaust) improve ‘gas flow’ and throttle response, and help breathing. Inside, the engine has a single oil system (instead of separate engine and gearbox) reducing weight with 350cc less capacity. The clutch now has different friction plates across the clutch to blend performance with durability. 250 four-strokes can be over-whelmed on big tracks but with more power and better matched gearing the new CRF250R feels like you’ve got the right gear more often and keeps pulling. New for 2018 is a starter button and it is about time – without a button on a dirt bike these days you might as well wave bye to customers. Engine weight has increased by 350g thanks to the starter motor while the CRF’S lithium ion battery weighs 0.65kg and sits snugly at the back of the air box. There’s no kickstarter mechanism, you don’t need one, and the reality is the weight increase goes unnoticed. Three power modes (standard, smooth and aggressive) are adjusted via a handlebar switch. I found the ‘standard’ map sweetest with a broader spread of power and a straighter power curve. ‘Aggressive’ was sharper and would be good for soft or sandy riding but needed more care. In slick conditions ‘smooth’ would find grip better. Last year Honda came back strong with the CRF450R and gave KTM, the clear market leader, a run for their money in the 450 MX sector. Though impressive, the CRF450R is too much for most people, me included. The new CRF250R has a host of copycat changes, but on a much easier to live with bike. It is still a ready-to-race motocross bike (Honda have other models more suitable for trail riding or beginners) but for me the 250R is more welcoming than the 450R and is the most attractive bike in Honda’s off-road lineup. It’s worth a test ride.