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• The will to a quarter liter

Driving report: Honda CBR 250 R

The will to a quarter liter

The will of the quarter-liter athlete is there: The CBR 250 R tries to enable cost-conscious bikers without a displacement complex to enter the world of sports bikes at low cost.

Only money, power and cubic capacity determine the world? No, at Honda the world of small, light and affordable athletes is coming to life again. A world of the beautiful for the rich? Not exactly. The noble appearance and the befitting appearance must be in the case of C.The BR 250 R cannot be bought at a high price: With 4490 euros, Honda proves the modesty required in pricing, which will enable the 250 to park not only in posh residential areas in the future, but also in workers’ estates. But what’s under the chic shell, which is somewhere between the Fireblade and the VFR 1200 in terms of design? A newly developed four-valve single cylinder with two overhead camshafts, mounted in a steel bridge frame. Electronic fuel injection plus modern catalytic converter technology are a matter of course here, in terms of performance, Honda placed particular emphasis on uniform power delivery and low fuel consumption, rather than absolute top performance. More than the 26 HP of the CBR could be teased out of 250 cm³, but the new one doesn’t want to win any duels on the racetrack, but rather to be a harmonious, reliable companion in everyday life.

So on, press the button and get to the bottom of the matter. To train a single cylinder to run smoothly is not an easy task, but in the case of the 250 it was a success. The four-valve engine tumbles discreetly and barely noticeably and reacts spontaneously to gas commands. Coupling? Easy to use and easy to dose. Circuit? Crisp, precise. The Honda starts moving in an unspectacular, yet pleasantly quick manner, the CBR is already drivable at 2000 rpm, and the booth comes to life from 5000 rpm, but unfortunately the Nobel planer doesn’t really let the pig out in any speed range. Although the limiter does not shut off until shortly after the red area has been reached, which starts at 10,500 rpm, the stew, which runs pleasantly with little vibration even at high speeds, makes it clear that turning it out is of little use from 9000 rpm.

The entire, easy-to-read cockpit is classy, ​​including the fuel gauge.

The specified 166 kilograms (with a full tank) do not represent a record value in terms of athletes, and the sitting posture is more comfortable and relaxed than suitable for racing, but this is exactly what the Japanese intended. With all the comfort and accommodation suitable for everyday use, there is hardly anything in the way of a sporty driving style. Well, the non-adjustable spring elements represent a rather soft compromise, the last tautness is missing, but the stable steel chassis cannot be disturbed by bumps or tar build-up. Even at almost top speed (Honda promises 140 km / h in the vehicle registration document), the CBR lies stoically, runs steadfastly in a straight line. Even the wind protection of the sleek cladding is okay given the speeds that can be achieved.

The 250 cuts a fine figure and doesn’t look as petite as it feels.

The more angled the route, the tighter the curves, the more the CBR can play to its strengths, i.e. low weight and great maneuverability, and hide its performance deficits. The little Honda can be turned precisely, works by itself in an inclined position, does not stand up when braking or on bumps and, above all, is really fun here. You will certainly benefit from the choice of moderate tire dimensions: the 110 at the front and a 140 at the rear represent a brilliant compromise. But can they transmit enough braking force? After all, the Honda combi brake packs a punch – it’s good that ABS is on board as standard. When pulling on the lever, two pistons of the three-piston caliper bite into the 296-millimeter disc at the front, and when you step on the brake pedal, the third piston at the front is activated together with the rear brake. The ABS always has the situation under control, it regulates sensitively, only discreetly noticeable, but reliably along the blocking limit. No savings were made here, while the rest of the equipment would be a bit more opulent, the standard tires a bit higher quality – the IRC rubbers are not particularly popular in wet conditions. Levers, cockpit, wide mirror arms – like everything on the 250cc Honda, typically functional and well thought-out, but without luxury or even the touch of something special. But maybe this touch of modesty together with the stylish appearance makes the CBR 250 R so appealing: Shine (with real qualities) without showing off.

Noticed

positive

• Pleasantly smooth running with little vibration
• Brake with great bite, great ABS
• Ergonomics also suit tall people

negative

• Tires stick moderately, especially when it is wet
• Revving could be even better

All information about the 250 World Championship / Moto2

Manufacturer

The compact four-valve injector with two overhead camshafts has been completely redeveloped,

engine:
Water-cooled single-cylinder four-stroke engine, two overhead camshafts, four valves per cylinder, injection Ø 38 mm, battery 12 V, 6 Ah, mechanically operated multi-disc oil bath clutch, six-speed gearbox, chain.
Bore x stroke 76 x 55 mm
Displacement 249 cc
rated capacity 19 kW (26 hp) at 8500 rpm
Max. Torque 23 Nm at 7000 rpm

landing gear:
Bridge frame made of steel, telescopic fork, Ø 37 mm, two-arm swing arm made of steel, central spring strut, front disc brake, Ø 296 mm, three-piston caliper, rear disc brake, Ø 220 mm, single-piston caliper, combination brake with ABS.
Light alloy cast wheels 2.75 x 17; 4.00 x 17
Tires 110 / 70-17; 140 / 70-17

Mass and weight:
Wheelbase 1369 mm, seat height 784 mm, weight with a full tank of 166 kg, tank capacity 13 liters.
Colours Black, white / blue / red
guarantee two years
price without additional costs 4490 euros

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