Focus on the Honda CBR 250 RR and Honda VFR 400 R

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Focus on the Honda CBR 250 RR and Honda VFR 400 R
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Focus on the Honda CBR 250 RR and Honda VFR 400 R

Focus on the Honda CBR 250 RR and Honda VFR 400 R

Focus on the Honda CBR 250 RR and Honda VFR 400 R

Focus on the Honda CBR 250 RR and Honda VFR 400 R

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Focus on the Honda CBR 250 RR and Honda VFR 400 R
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Always keep an eye on the speed. The speedometer and indicator light unit can be removed separately for racing

Focus on the Honda CBR 250 RR and Honda VFR 400 R
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Honda CBR 250 RR and Honda VFR 400 R

Focus on the Honda CBR 250 RR and Honda VFR 400 R
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Honda CBR 250 RR and Honda VFR 400 R

Focus on the Honda CBR 250 RR and Honda VFR 400 R
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You don’t see that every day. The red area actually waits at an astronomical 19,000 rpm. There is a bit of a GP feeling when driving

Focus on the Honda CBR 250 RR and Honda VFR 400 R
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Honda CBR 250 RR

Focus on the Honda CBR 250 RR and Honda VFR 400 R
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Shut up, the first: at the touch of a finger…

Focus on the Honda CBR 250 RR and Honda VFR 400 R
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7/14
…the passenger pegs come out

Focus on the Honda CBR 250 RR and Honda VFR 400 R
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Flap, the second: When the passenger cushion unfolds, there is a generous, splash-proof storage compartment. The small CBR copied that from the big one

Focus on the Honda CBR 250 RR and Honda VFR 400 R
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9/14
It also works: thanks to two 276 brake discs, the lightweight decelerates perfectly

Focus on the Honda CBR 250 RR and Honda VFR 400 R
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10/14
Like the RC 30, the 400 series also has a single-sided swing arm based on the eleven patent for long-distance racers and the exhaust on the left

Focus on the Honda CBR 250 RR and Honda VFR 400 R
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11/14
Honda VFR 400 R.

Focus on the Honda CBR 250 RR and Honda VFR 400 R
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12/14
It is also details such as the tank ventilation that give the VFR a racing flair

Focus on the Honda CBR 250 RR and Honda VFR 400 R
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13/14
This is also how it works with racing. Mount for a steering damper

Focus on the Honda CBR 250 RR and Honda VFR 400 R
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The purchase price was painfully high, highlights such as the complex braking torque support made up for it

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Focus on the Honda CBR 250 RR and Honda VFR 400 R

Focus on the Honda CBR 250 RR and Honda VFR 400 R
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When the idea factories in Japan were running at full speed towards the end of the eighties, they brought out amazing creations in the small displacement range with all their know-how. Mainly for the domestic market, but some of these tiny ones also made it to Germany.

Andreas Bildl

December 8, 2016

At first glance, Japanese motorcyclists were not to be envied at the beginning of the eighties. The driver’s license for large-displacement motorcycles was horribly expensive and the test hurdle was damn high. So the mass of bikers in Japan rode affordable 250cc and 400cc.
The positive downside was that diversity flourished in these small classes and a mighty arms race for ever more powerful machines began. The designers spared little effort, which resulted in real delicacies. Controllers and red pen wrestlers must have locked them away at the time. After all, you had to offer the customer something. And those were really hot lighters. Honda relied on an in-line four-cylinder in the 250cc class with the CBR 250 RR, but in the 400s, in addition to the CBR, the VFR 400 R was also a genuine V4 offshoot of the RC 30 superbike. Including single-sided swing arm and the gear-driven camshafts. The small VFR only had to do without bucket tappets; it opens its valves via rocker arms. The CBR 250 RR, type MC22, also drives its camshafts via a gear cascade. In contrast to the VFR, in which the gears placed in the middle between the cylinders are driven via the crankshaft, in the in-line engine of the CBR the clutch basket sets the gear tower in rotation. That is why it sits between the third and fourth cylinders. You just have to let it melt in your mouth, a series 250 with gear-driven camshafts! In an effort to be one step ahead of the competition, the engineers went straight to the limit, true to the motto: the smaller the cubic capacity, the greater the design effort.
However, the German market did not officially enjoy the 250 cabaret. So smart dealers and gray importers like Norbert Wagner in Busek had to bring these mechanical works of art to Germany. Things were a little different with the Sport 400s, Honda and Kawasaki had them officially in the program for a short time at the beginning of the nineties, which MOTORRAD was not entirely innocent of with its enthusiastic reporting. The price for the VFR was, however, alarmingly high at 19,195 marks. Both machines come from the fleet of Pit Spang, chairman of the RC 30 club. Incidentally, the red and black paintwork of its VFR indicates that it is imported from Japan.

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Focus on the Honda CBR 250 RR and Honda VFR 400 R


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Honda CBR 250 RR

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Focus on the Honda CBR 250 RR and Honda VFR 400 R

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Focus on the Honda CBR 250 RR and Honda VFR 400 R


Focus on the Honda CBR 250 RR and Honda VFR 400 R


Focus on the Honda CBR 250 RR and Honda VFR 400 R


Focus on the Honda CBR 250 RR and Honda VFR 400 R
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Focus on the Honda CBR 250 RR and Honda VFR 400 R

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Focus on the Honda CBR 250 RR and Honda VFR 400 R

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Focus on the Honda CBR 250 RR and Honda VFR 400 R

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Focus on the Honda CBR 250 RR and Honda VFR 400 R

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Focus on the Honda CBR 250 RR and Honda VFR 400 R

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Focus on the Honda CBR 250 RR and Honda VFR 400 R

bilski-fotografie.de

Focus on the Honda CBR 250 RR and Honda VFR 400 R

bilski-fotografie.de

Focus on the Honda CBR 250 RR and Honda VFR 400 R

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Focus on the Honda CBR 250 RR and Honda VFR 400 R

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Focus on the Honda CBR 250 RR and Honda VFR 400 R

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Focus on the Honda CBR 250 RR and Honda VFR 400 R

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Focus on the Honda CBR 250 RR and Honda VFR 400 R

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Focus on the Honda CBR 250 RR and Honda VFR 400 R

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Focus on the Honda CBR 250 RR and Honda VFR 400 R

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Technically, it is a real treat. But the CBR 250 RR from 1991 is hardly inferior to it in this respect. The little one also has a lot of fun behind her ears. Welcome to the realm of speed. The tachometer promises a fantastic 19,000 revolutions per minute. Not even the legendary RC 166 racing machines turned that high in the sixties. They managed a screeching 18,000 rpm, and that with six cylinders. On the other hand, your rider certainly didn’t sit as comfortably as tester Stefan did on the CBR 250 RR. It is housed in the saddle of the miniature Fireblade quite humanely. Well, he has to bend his legs a lot, but the upper body is surprisingly upright and relaxed.
There is the VFR, model code NC 30 and therefore affectionately known as the “little RC 30”, much more of a thoroughbred racing file. No wonder, given that the super bikes that had been washed too hot had their own racing series in Japan, the TT Formula 3, in which they drove each other out. I click into the VFR, knees folded tight, the handlebars are hidden in the depths of the fairing, my upper body is crouched, the tachometer is right in front of my nose. It has its limit at a still impressive 16,000 rpm and, like that of the 250, is packed in foam rubber in proper racing style.
The sound rating clearly wins the 400s. The close relationship to the RC 30 is unmistakable, the little one also carries the 360-degree crankshaft already used in the VF 1000 R. It provides that exciting, low-frequency and sonorous V4 rumble.


Focus on the Honda CBR 250 RR and Honda VFR 400 R


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Like the RC 30, the 400 series also has a single-sided swing arm based on the eleven patent for long-distance racers and the exhaust on the left

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Focus on the Honda CBR 250 RR and Honda VFR 400 R

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Focus on the Honda CBR 250 RR and Honda VFR 400 R


Focus on the Honda CBR 250 RR and Honda VFR 400 R


Focus on the Honda CBR 250 RR and Honda VFR 400 R


Focus on the Honda CBR 250 RR and Honda VFR 400 R
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Pictures: Honda CBR 250 RR and Honda VFR 400 R in focus

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Focus on the Honda CBR 250 RR and Honda VFR 400 R

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Focus on the Honda CBR 250 RR and Honda VFR 400 R

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Focus on the Honda CBR 250 RR and Honda VFR 400 R

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Focus on the Honda CBR 250 RR and Honda VFR 400 R

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Focus on the Honda CBR 250 RR and Honda VFR 400 R

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Focus on the Honda CBR 250 RR and Honda VFR 400 R

bilski-fotografie.de

Focus on the Honda CBR 250 RR and Honda VFR 400 R

bilski-fotografie.de

Focus on the Honda CBR 250 RR and Honda VFR 400 R

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Focus on the Honda CBR 250 RR and Honda VFR 400 R

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Focus on the Honda CBR 250 RR and Honda VFR 400 R

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Focus on the Honda CBR 250 RR and Honda VFR 400 R

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Focus on the Honda CBR 250 RR and Honda VFR 400 R

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Focus on the Honda CBR 250 RR and Honda VFR 400 R

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Focus on the Honda CBR 250 RR and Honda VFR 400 R

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Surprisingly, both of them start off without letting the clutch slip, which would kill the material. Both engines are really well coordinated. They manage low speeds nonchalantly at low speeds. Whereby Stefan’s viewing habits are sure to be shaken up more vigorously. City speed already means 5000 / min on the clock on the 250. But without strenuous whining from the exhaust or mechanical noises. The CBR just purrs so obediently to itself. It threads its way through the smallest gap in the metal columns in no time at all, narrow as it is. She is the boss in the fender slalom.
But the real fun with the two of them is of course only waiting on the open country road. However, it doesn’t come for free, it wants to be worked up a little. Especially on the 250. First and foremost, it is important to overcome the internal inhibition threshold for revs. Once that is done, downshifting at 10,000 rpm suddenly doesn’t seem that bad anymore. The little CBR makes big pants, hisses at high speeds like a big one. And despite the horrific top speeds, it reaches its performance relatively early at 15,000 rpm. The full concentration applies to switching, braking and turning points. This trains tremendously and educates you to an exact and clean driving style. But rewarded for this at an amazingly brisk pace. In any case, I am amazed that Stefan does not want to disappear from the rear-view mirrors of the VFR. And the guy is sure to have a lot of fun too. Because the 250 comes up with astonishing handiness. And an amazingly stable and well-balanced chassis. It looks like it was built to easily handle more than the 45 hp of the 250cc engine. Instead of a cheap steel frame, an aluminum chassis, welded from cast and extruded profiles. With a repair-friendly bolted rear frame and an aluminum banana swing arm with a stiffening profile on the left side and deflection for the shock absorber. It’s no wonder that the CBR delivers an astonishingly adult road holding. Nevertheless, the VFR seems more adult. It is not as playful in handling as the 250, even if the tight wheelbase of 1345 millimeters – the shortest in its class at the time and just as short as that of the CBR – suggests that.


Focus on the Honda CBR 250 RR and Honda VFR 400 R


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Honda VFR 400 R.

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Focus on the Honda CBR 250 RR and Honda VFR 400 R

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Focus on the Honda CBR 250 RR and Honda VFR 400 R


Focus on the Honda CBR 250 RR and Honda VFR 400 R


Focus on the Honda CBR 250 RR and Honda VFR 400 R


Focus on the Honda CBR 250 RR and Honda VFR 400 R
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Pictures: Honda CBR 250 RR and Honda VFR 400 R in focus

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Focus on the Honda CBR 250 RR and Honda VFR 400 R

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Focus on the Honda CBR 250 RR and Honda VFR 400 R

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Focus on the Honda CBR 250 RR and Honda VFR 400 R

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Focus on the Honda CBR 250 RR and Honda VFR 400 R

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Focus on the Honda CBR 250 RR and Honda VFR 400 R

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Focus on the Honda CBR 250 RR and Honda VFR 400 R

bilski-fotografie.de

Focus on the Honda CBR 250 RR and Honda VFR 400 R

bilski-fotografie.de

Focus on the Honda CBR 250 RR and Honda VFR 400 R

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Focus on the Honda CBR 250 RR and Honda VFR 400 R

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Focus on the Honda CBR 250 RR and Honda VFR 400 R

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Focus on the Honda CBR 250 RR and Honda VFR 400 R

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Focus on the Honda CBR 250 RR and Honda VFR 400 R

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Focus on the Honda CBR 250 RR and Honda VFR 400 R

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Focus on the Honda CBR 250 RR and Honda VFR 400 R

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But the fitted Bridgestone BT14 wasn’t a top tire ten years ago. And the now extinct but still common 120/60 format of the 17-inch front tire at the beginning of the nineties does the rest. She also combines it with a rear wheel in the unusual 18-inch format. In addition, with a full tank of 193 kilos, it is not one of the lightweights among the 400s. But don’t get it wrong, the VFR is anything but unwieldy, only the 250 is much more playful.
Of course, the VFR offers more sovereignty, despite the rather soft, touristy spring elements. With its grumpy tone, the pleasant V4 always suggests less speed than the current situation. It offers a surprisingly wide usable speed range. From 6000 rpm it goes quickly, no drop in performance disturbs the revving. And if you have to go fast, just step down two gears in the buttery smooth transmission and let the V4 off the leash. He thanks this with a wonderful roaring sound. I keep catching myself instinctively slipping a little more behind the fairing before bends and sliding closer to the handlebars. But even when it is leisurely across the country, entertainment is provided, the VFR knows how to inspire. With great details such as the tank ventilation or the fine single-sided swing arm. Add to that the four-piston fixed caliper brakes, which are noticeably more committed than the floating calipers of the CBR 250. And the ears always get their money’s worth with the beguiling V4 sound. You keep finding yourself shifting gears more than necessary to enjoy the changing pitch of the V4.


Focus on the Honda CBR 250 RR and Honda VFR 400 R


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Honda CBR 250 RR and Honda VFR 400 R

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Focus on the Honda CBR 250 RR and Honda VFR 400 R

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Focus on the Honda CBR 250 RR and Honda VFR 400 R


Focus on the Honda CBR 250 RR and Honda VFR 400 R


Focus on the Honda CBR 250 RR and Honda VFR 400 R


Focus on the Honda CBR 250 RR and Honda VFR 400 R
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Pictures: Honda CBR 250 RR and Honda VFR 400 R in focus

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Focus on the Honda CBR 250 RR and Honda VFR 400 R

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Focus on the Honda CBR 250 RR and Honda VFR 400 R

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Focus on the Honda CBR 250 RR and Honda VFR 400 R

bilski-fotografie.de

Focus on the Honda CBR 250 RR and Honda VFR 400 R

bilski-fotografie.de

Focus on the Honda CBR 250 RR and Honda VFR 400 R

bilski-fotografie.de

Focus on the Honda CBR 250 RR and Honda VFR 400 R

bilski-fotografie.de

Focus on the Honda CBR 250 RR and Honda VFR 400 R

bilski-fotografie.de

Focus on the Honda CBR 250 RR and Honda VFR 400 R

bilski-fotografie.de

Focus on the Honda CBR 250 RR and Honda VFR 400 R

bilski-fotografie.de

Focus on the Honda CBR 250 RR and Honda VFR 400 R

bilski-fotografie.de

Focus on the Honda CBR 250 RR and Honda VFR 400 R

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Focus on the Honda CBR 250 RR and Honda VFR 400 R

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Focus on the Honda CBR 250 RR and Honda VFR 400 R

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Focus on the Honda CBR 250 RR and Honda VFR 400 R

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The 250 can also come up with an extraordinary sound experience. The gears of your camshaft drive mix an audible, bright singing into the soundscape. In connection with the high speeds, this has a bit of a ride on a dentist’s drill. But the really surprising thing about the ride with both of them is that they do not come up with two-stroke-like peak performance characteristics. Of course, speed is required if you want to move forward quickly. The power output is still quite even with both. And the 250 also offers clever details. The passenger pegs can be folded under the rear fairing and so do not disturb the sporty lines, the passenger upholstery can be unfolded like on the Fireblade and then releases a generous storage compartment.
If the VFR beguiles with all its playfulness with astonishingly serious sportiness, with the CBR you can swing effortlessly through the curves without the machine becoming fluttery or nervous. And the attraction of these small calibers is that they do not mean that small cubic capacity is synonymous with constructive lean food. For technology lovers and friends of active locomotion, they are downright a treat. Unconventional, demanding. And in the case of the VFR even with enough power to be suitable as a really serious fun vehicle for every day.

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