Honda Cr250r
HONDA CR250R
CW RIDING IMPRESSION
The Power of Red
WINNING A CATEGORY IN CYCLE WORLD'S annual Ten Best Bikes competition is an honor, especially in the ultra-competitive motocross division. And holding onto that title is a tough proposition. But when it came to designing the 2001 CR250R, Honda was working with a proven winner.
Because the ’01 CR is visually unchanged, we weren’t expecting a big difference from the ’00 model. But thanks to a new Mikuni 38mm flat-slide carb, new reed stopper plate, altered port shape and timing, new pipe and muffler, the boost in power is totally noticeable. Starting right from idle and pulling even farther into the top end, the CR is the king of pure power. It’s never soft or light in delivery, but surprisingly, it’s never too much either.
The CR retains its familiar friendly, torquey character, so you never have to rely on rpm to get you through, across, out of or over anything. We have no issues with the motor, except that it’s jetted a tad fat stock. Oh yeah, and fill that tank before your 30-minute moto, because this twostroke guzzles gas like never before. A 45-minute Grand Prix is pushing it.
As for the chassis and suspension, there were just minor changes to the already sano package. Most significant are the heavier springs front and rear, and the lighter valving. This gives the suspension less resistance to sharp hits, and better plushness without losing any of the great bottoming resistance that made the Honda a favorite with fast and heavy pilots alike.
The CR has a very planted feel, and gives the rider plenty of feedback without jarring him too much, thanks in part to the rubber-mounted handlebars. You wouldn’t want to ride a 1997-99 CR after riding the new one, that’s for sure.
We ran mostly standard suspension settings, with sag set at 98mm with the rider on board. The biggest improvement was achieved by varying the shock’s high-speed compression damping to hold the rear end up, which aided stability or turning depending on the track. On the CR, adding HS compression has a similar effect to increasing spring preload, while reducing HS compression works like reducing spring preload.
Handling is the same as last year-great. The CR has a middle-of-the-road feeling. It’s neutral in the air, not overly light or heavy. Ditto for the turns and straights, where the CR’s stability is above average for a motocross bike. The slim layout and seating position still draw praise, and are only upstaged by the new Suzuki RM250, though some riders felt cramped on the yellow bike. None of our testers were bothered by the Honda’s ergos, but installing a set of CR125 handlebar clamps allows you to move the bar position forward and back 3mm to suit your style.
Everything else about the CR is class-leading. For example, the works-style hollow 25mm rear axle and aluminum-anodized front brake pistons that save 48 grams of unsprung weight. Wait a second: 48 grams? Yes, that’s the length manufacturers are going to these days to keep their competitive edge in the motocross wars.
One ride on the new CR250R and you’d think it was a shoo-in for another Ten Best award. Thing is, one ride on any of the other new MXers will have the same effect!
They’re that close.
Only a shootout will resolve this issue once and for all. Good thing we’re already working on it...
Jimmy Lewis
