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Honda did a hell of a job on their cross-country machine. Faced with very sharp competition, the 250 CRF had to evolve and the result is there: it receives a brand new engine with double overhead camshaft showing an additional 9% over a large part of the range of use, a higher maximum speed and an original electric starter. The chassis is completely taken from the CRF 450 R, including the 49mm Showa inverted spring fork. Let’s see this in more detail:
The 2018 CRF 250 R leaves the 2017 version far behind with a 5% improved power-to-weight ratio. In comparative tests between the two vintages, the new CRF 250 R is faster from the first meters out of the grid!
Its twin ACT engine, with its super-square dimensions, its larger valves and its revised intake / exhaust system now displays an increased power of more than 9%, spread over a much wider range of use and even higher maximum speed. raised. From the start and lap after lap, the 2018 CRF 250 R is built to gain the advantage and knock down the lap times.
Characterized by an in-depth search for mass centralization, the new frame borrowed from the CRF 450 R transforms this additional power into efficient power, with a new geometry and a lowered center of gravity which stick the rear wheel to the ground. The new vintage also adopts its Showa inverted fork from the CRF 450 R. ø 49mm spring loaded, offering multiple adjustment possibilities.
As on the CRF 450 R, the trim parts of the CRF 250 R adopt aerodynamic and organic shapes which offer the pilot a wide freedom of movement. The graphics are embedded in the anti-scratch plastic which gives them an aesthetic and durable look.
Finally, just like the CRF 450 R 2018, the new CRF 250 R is fitted with an electric starter as standard..
Motorization
The double overhead camshaft of the CRF 250 R 2018 is a brand new engine designed with the dual objective of maximum power to promote acceleration and traction and to increase the extension sometimes necessary between two turns, for example. A simple fact: this new engine claims 9% more over a widened rev range of 2000 rpm, all with a red zone raised by 900 rpm.
A simple passage to the dyno is enough to demonstrate it: from 8,500 rpm, the 249.4cm3 block quite simply surpasses the previous engine and continues to deliver its power and torque without running out of steam as it builds up. the ramp-up.
An essential factor in this increase in performance – which comes down to better gas exchange – the fundamental bore and stroke dimensions now set at 79 x 50.9mm with a cylinder offset of 4.5mm in order to reduce friction ( against 76.8 x 53.8mm and 4mm respectively for the 2017 version). These markedly more “super-square” dimensions (larger bore, shorter stroke) allow the use of larger titanium valves: ø 33mm at the intake (with a specific tulip shape to reduce the resistance to the intake) and ø 26mm at the exhaust (against 30.5 / 25mm).
The valve lift is also greater: 10.5mm at the intake and 9.5mm at the exhaust (9.2 / 8.4mm) while the angle between the valves is slightly more compact, going from 21, 5 ° to 20.5 °. The latches, interposed between the camshafts and the valves, receive a DLC (Diamond Like Carbon) surface treatment, a surface treatment that provides both abrasion resistance and reduced friction while the valve springs are now of oval section. The intake valves are powered by a PGM-FI electronic fuel injection system from ø 46 via direct symmetrical ducts, shorter in order to promote high speeds.
This new engine also adopts two exhaust ducts, each with its own manifold whose radius is gradually reduced in order to control the flow of gases. The two silencers are placed 24mm more in the center of the machine in order to participate in the centralization of the masses.
The compression ratio climbs slightly from 13.8 to 1 to 13.9 to 1. The piston crown is reinforced by a partitioned structure, a first on a Honda cross bike. This architecture transfers the combustion pressure into a power that is all the more efficient because, despite the increased bore, the piston is not heavier. 4 nozzles (compared to 2 previously) limit friction and provide better cooling.
The new H-shaped crankshaft is 350gr lighter – for more liveliness – while remaining rigid and robust. In order to make this engine as compact as possible, the distance between the crankshaft and balancing arm axes is reduced by 0.5mm and by 1mm between the crankshaft and the axis of the primary shaft of the gearbox. . The timing chain is now placed on the right in order to limit the distance between the crankshaft and the flywheel.
The engine of the CRF 250 R 2018 incorporates an electric starter that replaces the kickstarter. Placed in a central position (the design of the new crankcases guarantees that all inertial masses are placed as close as possible to the center of gravity) for better dynamic behavior, it drives the clutch and the idler gear via a torque limiter and thanks to to a compact and lightweight Lithium-ion battery (0.65kg).
The weight of the engine with its starter is thus increased by only 1 kg.
An oil pump limits friction as well as losses by pumping effect at high speed by evacuating air and oil from the engine crankcases and maintaining negative pressure there. Engine oil with a volume of 1250 cm3, also lubricates the clutch and the gearbox while the 2017 version carried a total of 1600 cm3 distributed between the engine (850cm3) and the gearbox (750cm3).
The primary gear (which drives the oil pump), the filter as well as the oil pipes are placed on the right side of the engine while the lubrication circuit has been simplified and shortened. Thus, the lubrication of the distribution now passes through the cylinder head and then through the interior of the intake and exhaust camshafts, directly lubricating the contact surface between the rocker and the valve stem. The water supply pipes in the walls of the casings are now 3mm thick compared to 4 previously.
Although having exactly the same dimensions as before, the clutch has modified components, in particular outer discs lined with a different friction material. The clutch lever support has also been redesigned, simplified and made lighter. The new 5-speed gearbox is made from high-strength steel and displays 200gr less on the scale. The first and second gears are slightly shorter while the final reduction gains one tooth at the crown (48 teeth).
The ignition switch and the EMSB (Engine Mode Select Button) map selector are integrated in a small comodo placed to the left of the handlebars. 3 maps are available to meet the pilot’s preferences and driving conditions: Mode 1 (Standard), Mode 2 (Soft) and Mode 3 (Aggressive). Modes 2 and 3 can be reconfigured using the software and the existing HRC tool. A small light indicator informs about the selected mode. To the right of the handlebars is the electric starter button.
Finally, the resin guide for the throttle grip is now integrated into the cable itself, reducing weight. A knurled screw adjusts the guard.
Cycle part
The CRF 250 R 2018 uses an identical frame and the same suspension elements as the CRF 450 R, with the same essential objectives: to strengthen the connection between the rider and the terrain, with the maximum feedback and sensations and to increase traction by shifting the weight rearward while lowering the center of gravity.
Lighter by 340gr compared to the previous version, this 7th generation of aluminum frame has trapezoidal side beams, with a precise distribution between rigidity and flexibility which results in greater stability of the front axle and a direct feeling of the available traction. in back.
Compared to that of the old chassis, the geometry of the CRF 250 R 2018 has changed slightly: the wheelbase is 3mm shorter and the distance between the axis of the rear wheel and the axis of the swingarm is shortened by 15mm to go to 573mm. Caster angle and drag are set at 27.5 ° / 116mm while the center of gravity is lowered by 1.4mm.
Now made of extruded aluminum (rather than forged), the rear buckle is 20% lighter, helping to centralize the masses. The saddle height increases by 6mm (957mm) and the ground clearance by 5mm (327mm). Finally, the total weight when full is 108 kg.
The Showa SFF-TAC-Air fork of the previous model has been replaced with an inverted element of ø 49mm with springs, still signed Showa. Inaugurated by the current CRF 450 R, this fork is not an evolution of the old fork with springs of ø 48mm but a version of the Showa factory kit supplied to the official Japanese MX Championship teams.
The main trigger cartridge is 25mm in diameter, the rod is 14mm while the secondary cartridge for compression management is a 39mm model. As you would expect from very specific competition suspensions, handling is smooth, progressive and offers perfect control. Compression and relaxation are adjustable.
Installed 39mm lower than in the past and directly in line with the machine, the fully adjustable Showa rear shock absorber acts, via a Pro-Link variable reduction system, on a lightweight 220gr aluminum swingarm.
At the front, a petal disc of ø 260mm associated with a 2 piston caliper provides both powerful and easily controlled braking; it is completed at the back by a disc of ø 240mm with single piston caliper. Aluminum rims (21 x 1.6 front and 19 x 1.85 rear) limit unsprung weight; both are equipped with Dunlop GEOMAX MX3S tires of 80 / 100-21 and 100 / 90-19.
The new CRF 250 R 2018 also shares with the CRF 450 R its 6.3l titanium fuel tank which weighs only 1039g, i.e. a gain of 513g compared to the plastic element it replaces. This reduction of half a kilo in the weight of the machine contributes significantly to the lowering of the center of gravity while the shape of the tank makes it easier for the pilot to move around.
The fluid lines of the new plastics also help the rider to move more easily, the front end being also narrower while the new shape of the front fender directs air more efficiently to the radiators..
The skin uses the graphics introduced on the CRF 450 R last year. This decoration is directly integrated into the plastic elements which allows to have a great resistance to friction.
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CRF 250 R 2017
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The technical aspect
2018 Honda CRF 250 R
- Frame
- Frame: Double beam and single split aluminum cradle
- Tank: 6.3 liters
- Seat height: 957 mm
- Length: 2,183 mm
- Width: 827 mm
- Height: 1,274 mm
- Wheelbase: 1,486 mm
- Operating weight: 108 kg
- Train before
- Telehydraulic inverted fork Ø 49 mm, deb: 310 mm
- 1 disc Ø 260 mm, 2 piston caliper
- Front wheel:
80/100
– 21
- Transmission
- 5-speed gearbox
- secondary by chain
- Rear axle
- Mono-shock, deb: 317.6 mm
- 1 disc Ø 240 mm, 1 piston caliper
- Rear wheel:
100/90
– 19
- Motor
- Single cylinder
in line
, 4 stroke - Cooling: by water
- Injection Ø 46 mm
- 1 ACT
- 4 valves
-
249.40 cc
(79 x 50.9 mm) -
≈ 44
ch - Compression: 13.9: 1
- Crit’air:
Detached pieces
exhaust
motor
fluid
electricity
filtration
braking
chain kit
Competitors
2018 KTM 250 SX-F
Kawasaki KX 250 F 2018
Gallery
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