Honda CRF 250 R (2018) in the test

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Honda CRF 250 R (2018) in the test
Honda

Honda CRF 250 R (2018) in the test

Honda CRF 250 R (2018) in the test

Honda CRF 250 R (2018) in the test

Honda CRF 250 R (2018) in the test

15th photos

Honda CRF 250 R (2018) in the test
Honda

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Taken off: Didi Lacher, MOTORRAD off-road expert lets the brand new CRF 250 R fly. He notes surprising findings in the logbook.

Honda CRF 250 R (2018) in the test
Honda

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Double-decker: the new engine with dohc instead of unicam valve train. The short double silencer is supposed to help centralize the masses.

Honda CRF 250 R (2018) in the test
Honda

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Precious metal: The titanium tank saves 500 grams in weight. The noble part, however, is hidden under a plastic hood.

Honda CRF 250 R (2018) in the test
Honda

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Simple choice: Honda offers three mappings. The most aggressive works best – as is usually the case in the 250cc class.

Honda CRF 250 R (2018) in the test
Honda

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Show the edge: The new 250 can also be recognized by the angular radiator cover.

Honda CRF 250 R (2018) in the test
Honda

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The frame is identical to that of the 450 variant. That saves 340 grams.

Honda CRF 250 R (2018) in the test
Honda

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The swing arm has been shortened by 15 mm and is 220 grams lighter.

Honda CRF 250 R (2018) in the test
Honda

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The rear sprocket loses a tooth and now has 48 teeth.

Honda CRF 250 R (2018) in the test
Honda

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The transmission saved 200 grams, with 1st and 2nd gear having a shorter gear ratio.

Honda CRF 250 R (2018) in the test
Honda

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In the 2018 model, the fork is equipped with a steel spring instead of an air spring.

Honda CRF 250 R (2018) in the test
Honda

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You won’t find a kick starter on the CFR 250 R. An e-starter takes over his job.

Honda CRF 250 R (2018) in the test
Honda

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The oil supply to the engine and gearbox has been merged, reducing the oil volume from 1.6 to 1.25 liters.

Honda CRF 250 R (2018) in the test
Honda

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The crankshaft was 350 grams lighter.

Honda CRF 250 R (2018) in the test
Honda

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Despite the weight savings on almost every component, the new model is 1 kg heavier (103 kg). This is due to the battery and the electric starter.

Honda CRF 250 R (2018) in the test
Honda

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The price is also increasing: 8,645 euros (2017: 8,265 euros).

Honda CRF 250 R (2018) in the test

Honda is fed up with chasing after in the 250cc class. The new dohc engine and a new chassis should make the Honda CRF 250 R competitive again.

The search for achievement lasted 14 years. With the launch of the first 250 cc four-stroke crosser in the 2004 model year, Honda also took over the Unicam valve train of the 450 sister on the quarter-liter bike. There, a single camshaft actuates the intake valves via bucket tappets and the exhaust valves via a fork rocker arm. The advantage: the cylinder head is compact. The disadvantage: high speeds can only be implemented with tame control times. The result: In the upper speed range, the quarter-liter propellant ran out of breath. That should change now. Two overhead camshafts, the shortest stroke of all 250 cross engines, larger valves, less engine oil, lighter crankshaft and higher compression – all the signs are in the new engine from Honda C.RF 250 R on storm. Even if the pressure on the now standard electric starter initially conceals the thirst for action. Just as discreetly as its predecessor, the puffed-up single breathes through the two silencers typical of the Honda Crosser.

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Honda CRF 250 R (2018) in the test

Honda CRF 250 R (2018) in the test
Search for achievement ended?

Honda engine calls for retrofit silencers

A warning? Because in the lower rev range, the new engine of the Honda CRF 250 R has actually lost its former punch. No problem, because where it counts in this category is right at the top. In fact, the new engine bites hard from mid-speed, and with the second breath pushes forward more forcefully than its predecessor ever could. The change in character couldn’t have been more extreme. Nevertheless: The dohc single does not seem to deliver the punch in the upper house of the speed that is used by the model students of the 250 league. The Honda engine seems strangled by the – basically laudable – acoustic pacification and literally calls for a retrofit silencer.


Honda

Despite the weight savings on almost every component, the new model is 1 kg heavier (103 kg). This is due to the battery and the electric starter.

The electric starter starts the new power plant without any problems even when it is hot and the gearbox can be shifted smoothly. Only the clutch, which has already been sensitive on the Honda crossers, is still moderately metered and doughy after a forced ride. In another respect, the Honda CRF 250 R benefits from proven technology. The return from the air fork to the suspension fork did the Honda good. The Showa front works comfortably, is more service-friendly than its air counterpart and harmonizes well with the monoshock, which is also softly tuned. The downside: faster pilots will hardly be able to avoid harder springs. Only then will you benefit from the playfully nimble handling of the red Crosser.

dohc engine heralds a new era

While the Honda CRF 250 R remained true to its chassis, the dohc engine heralded a new era. Because the Honda philosophy of easy drivability was sacrificed for the first time to the dictates of performance. It is illogical that the exhaust system torpedoed this potential. Whether an accessory silencer helps the CRF on the jumps? MOTORRAD will try it out.

2018 model – what’s new?

Engine:

  • New design with two overhead camshafts instead of the Unicam valve train
  • Bore / stroke changed (79.0 x 50.9 mm instead of 76.8 x 53.8 mm)
  • Valves enlarged. Inlet: 33 instead of 30.5 mm, outlet: 26 instead of 25 mm
  • Increased compression from 13.8 to 13.9
  • Crankshaft 350 grams lighter
  • Oil supply to engine and gearbox is no longer separate, but combined. Oil volume reduced from 1.6 to 1.25 liters
  • Transmission 200 grams lighter; 1st and 2nd gear reduced
  • Rear sprocket with 48 teeth instead of 49
  • E-starter instead of kick starter

Landing gear:

  • Frame 340 grams lighter. Identical to the frame of the CRF 450 R
  • Fork with steel instead of air spring
  • The swing arm is 15 mm shorter and 220 grams lighter
  • Titanium instead of plastic tank saves 513 grams in weight

Miscellaneous:

  • Weight increased by 1 kg to 103 kg (excluding petrol) due to battery and electric starter
  • Price: 8,645 euros (2017: 8,265 euros)

Offers for the Honda CRF 250 R

Used Honda CRF 250 R in Germany

Honda’s challenge in the 250cc Enduro segment attracts with a lot of punch and bite. If you are looking for something like this, you should take a look at the used motorcycle market. There you can find the Honda CRF 250 R in top condition and at reasonable prices: Used Honda CRF 250 R in Germany

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