Honda Cr250

HONDA CR250

New bikes '97

Supercross Superbike: The world view of Honda's all-new, aluminumframed flyer

BLAME IT ON AMERICAN Honda’s quest for perfect suspension settings, but the Japanese and European press got the first rides on the all-new, aluminum-framed CR250R.

Garrrr, a Japanese all-dirt magazine, described the 1997 CR250 as “a works bike with speed and reliability that a beginner can understand.”

Another Japanese magazine,

Go For Off-Road, as well as

the French Moto Crampons, also have published glowing reviews.

Impressions focused on the lightweight, narrow feel of the roadrace-style aluminum perimeter frame. Right from the first lap, the bike is said to have a rigid, flex-free feel. Turn-in is precise, and overall balance, aided by the centralized gas tank and the thin, one-piece radiator, is very good. Basically, the bike sticks like glue in the corners. It takes to the air well, too. Moto Crampons calls the bike’s inflight handling “a treat.” The downside, the editors say, is a bit of high-speed twitchiness.

While U.S. settings will likely differ from that of the world-spec bikes, the French rated the CR’s Showa suspension

on par with their current favorite, the 1996 Suzuki RM250. The Japanese also praised the 47mm inverted fork and redesigned Pro-Link rear suspension. As for the brakes, which feature a larger, 9.4-inch rear rotor, stopping power is said to be as impressive as ever.

Engine performance, as if it were ever in question, is actually improved. The three-dimensional mapped ignition system picks up engine rpm and assigns the correct ignition timing based on the signal it receives, increasing tractability and smoothing comer exits. That, along with a redesigned reed cage, modified ports, a new exhaust pipe and a Keihin Power Jet-equipped carburetor, gives motocrossers all the thrust they can handle. Power comes on sooner, exploding through the midrange to a top-end burst that roosts last year’s bike. The best of both worlds: snap and ridability.

Based on the preferences of a certain four-time U.S. Supercross champion, the revised riding position is much roomier. The handlebar is slightly taller and positioned farther forward. The footpegs are lower. The seat is flatter and very narrow in the midsection, bulging out slightly around the frame rails and radiator shrouds.

Despite these positive impressions, we’ll have to refrain from any conclusions until we test the bike stateside. We’d wager American Elonda is spending the extra time recalibrating the CR’s suspension in an effort to reduce any chassis shock that might be transmitted to the rider due to the new frame’s increased rigidity. We can’t wait. —Jimmy Lewis