1988 Honda Cr500r
1988 HONDA CR500R
CYCLE WORLD TEST
Refined Excellence
WHY SHOULD WE CHANGE A PROVEN WINNER? it’s already the best.” That was the Honda representative’s immediate reply when we questioned him about the 1988 CR500R, which is only very slightly changed compared with last year’s model. But he had a point. The 1987 CR500R definitely was fiercely competitive, despite being an exceptionally well-mannered racer. About the only thing worth complaining about on last year’s bike was its violent low-end power delivery. The popular opinion was that a slight taming of the awesome power and some minor fine-tuning of the suspension were all that was needed to keep the big CR running at the front of the pack.
And basically, that’s exactly what Honda did. The engine now has some additional flywheel weight to slow its response at lower engine speeds, thus making the 500 more controllable.
As a result, the CR has vastly improved rideability, especially in the turns—so much so that the 500 can be torqued through all but the tightest of corners in third gear or higher. This eliminates most of the wheelspin that might be caused by the engine's awesome mid-range punch. The new CR doesn’t wheelie or bound around so much when coming out of turns in a taller gear, so it feels like it’s cornering more slowly; but its time through these turns is actually quite a bit quicker.
Otherwise, the engine’s state of tune—and, obviously, its horsepower output—is completely unchanged for ’88. But the big 500 still pumps out enough heart-stopping power to satisfy even the hardest-core racers. The fierce, class-beating acceleration is still there, and the heavier flywheel simply makes the machine easier to ride at lower engine speeds.
Starting one of these 500cc beasts—not a pleasant chore for most riders—also has been made somewhat easier for ’88. The kickstart lever is slightly longer and reshaped, and it folds out farther from the frame. But still, a decompression device like the one on Kawasaki’s KX500 would be a welcome addition.
Shifting on the big Honda is smooth and positive, but you don’t have to shift it much on most motocross tracks; third gear is all that’s needed on most tighter courses. The ratios for fourth and fifth gears are closer together for ’88, but that’s one “improvement” that will be frowned upon by trail riders and desert racers, since it drops the 500’s top speed slightly. We found no shortcomings with the fourthand fifth-gear ratios on the ’87 CR500R, but someone at the factory must have disagreed.
Like all other parts of the ’88 CR, the Showa suspension sports only minor changes. The fork has lower-friction bushings and stiffer compression damping, while the shock has more rebound damping and a broader range of damping adjustments. Not earth-shaking refinements by any means, but they’ve still managed to turn a good suspension system into one that’s hard to fault. The bike now tracks across small bumps with better tire-to-ground contact than ever (and it already was superb), and the shock's rebound damping doesn’t disappear after three or four rides as it did on the '87. When set up properly, both ends have a firmer, more-controlled action that instantly makes the rider feel more confident everywhere on the track.
Of course, the key words are “when set up properly.” It’s rare indeed—maybe even purely accidental—when an MX bike comes right from the dealership with all its adjustments perfectly dialed-in for its new owner’s weight and riding style. So here are a few tips:
Set the shock’s spring preload so there is 100mm (just under 4 inches) of rear-end sack with a fully dressed rider aboard. Next, adjust the shock’s compression damping to provide a smooth, almost bottom-free ride; 18 clicks out from full stiff worked well for our riders. The shock’s rebound damping should allow the rear of the bike to work fast enough to fully return between bumps, but slow enough to keep the rear wheel from skipping across the tops of a series of smaller chops. We liked our 500’s rebound set 10 clicks out from the maximum position. Setting the fork’s compression damping is just as simple; the ride should be comfortable without excessive bottoming. Seven clicks out from maximum worked best for us.
Adjusting the jetting on the 38mm Keihin oval-slide carburetor—commonly regarded as the best MX carb in the business—is easy enough, but might not be necessary. We rode the 500 at several different elevations, and it always carbureted cleanly and crisply. Even adjusting the idle speed on this carb is a simple job: Just turn the choke knob with your fingers.
Honda’s brakes, too, have been right at the top of the heap for a number of years. The only brake change for ’88 is in the front disc rotor, which is slotted differently and more completely—for a slight reduction in weight, according to Honda. Maybe so, but the added slotting also reduces the brake’s initial sensitivity, making it less likely to inadvertently lock on slippery ground at slower speeds. The braided-steel brake hose has been replaced with a large-diameter plastic hose, a price-cutting measure that, thankfully, doesn't affect the brake’s action or feel.
Another switch for ’88 is the change to Dunlop tires—a K490 front and K595 rear—replacing the Bridgestones of past years. The front Dunlop works fairly well on a variety of terrain, but it wears out quickly. The rear tire is a hardground special that only works well on hard, blue-groove ground. On just about any other type of terrain, the rear tire never quite gets completely hooked up, wasting much of the CR’s fantastic acceleration and calling for constant correction in the turns.
With a suitable rear tire, the CR500R is transformed into an excellent-handling motorcycle. It will cut through corners with knife-edge accuracy, usually feeling more like a super-powerful 250 than an Open bike. Exiting corners, especially loamy, bermed ones, is an exciting spectacle as the Honda explodes the berm and leaps out of the turn with the exhaust barking and a trail of dirt roosting from the rear wheel.
Not only is the CR a nearly perfect handler, but it’s a nearly perfect fit, as well. Tall or short, all of our riders felt comfortable with the shape and placement of the CR’s handlebar, seat and footpegs. The bike is fairly narrow through its mid-section, making it easy for a rider to move fore and aft. The seat foam is just the right firmness for comfort. And it’s the same story with the controls. All our riders liked the shape and the smooth, positive action of both the clutch and brake levers.
Actually, what’s most amazing of all is that every one of our demanding, highly critical test riders liked the entire bike, from one end to the other. They quickly came to appreciate the CR’s more-easily controlled engine power, excellent handling, light weight, quality suspension, and top-notch fit and finish.
If their reaction is any indication, the ’88 CR500R will finish the season as the king of the showrooms and the master of the racetracks. It is a motocrosser that has been honed to near perfection, making it the odds-on favorite in the Open class . . . again. E3
1988 HONDA CR500R
$3298
SPECIFICATIONS
