A Hondaracing dirt bike was the Honda CR250R. The prototype was constructed in 1971, but sales of the 1973 model “out of the box racers” to the general public did not start until late in 1972. The CR250’s final year of manufacturing was 2007, after almost 37 years of existence. [2]
Honda built an aluminum motocross motorcycle chassis in 1997, a first for the industry. These “first generation” steel frames were thick and robust, which marked a significant improvement over the earlier steel frames, whose early years had experienced flexibility as an issue. In an effort to prevent lean mixture preignition, the 1997-8 engines came with a redesigned stator that provided DC voltage for the new Keihin carburetor with an electronic “Power Jet” system. A rectifier/regulator and a capacitor were part of the new electrics. Although the Power Jet was no longer present, the 1999 model was nearly comparable.
The “second generation” aluminum frame for 2000 included smaller twin-spars, which reduced stiffness and improved handling. Older PJ versions were replaced by the Keihin PWK carburetor. The CDI box has an 8000 RPM cap. With the exception of a redesigned CDI box that increased the redline by 500 RPM and added two more horsepower, the 2001 model was essentially unchanged. Weather variations caused the new Mikuni TMX carburetor to behave temperamentally.
Honda ended the exceptional interchangeability that had existed from 1992 to 2001 for 2002.
A brand-new engine was introduced, replacing the centrifugally operated exhaust valve system in use since 1992 with an electronically controlled, cable-operated RC valve and switching from cylinder to engine case reed induction. The carburetor now has a TPS (Throttle Position Sensor), which is powered by a new stator. There was no ping sensor anywhere, but the ECM would now be able to delay the ignition timing to prevent preignition.
A third and final generation of the CR250 aluminum chassis, which was thinner and had superior flex characteristics, also debuted. Up until the end of this 2-stroke’s manufacture in 2007, the engine and chassis remained the same with just minor suspension and plastics modifications. The case reed engine may have the best design, but Honda never fully exploited it since four stroke engine development quickly captured the industry’s focus. The aftermarket was a necessity for many owners of the final generation of the CR250 in order to maximize that engine’s performance. The 2001 variants of the CR250, which are regarded as the greatest of the best ever made, are still enjoyed by fans.
In This Article...
The best CR250 is the 2001; why?
This Motocross Action Magazine test is from the November 2000 issue and has been archived. Purchase an MXA subscription right away.
For years, Honda’s engineers have been criticized by the MXA wrecking crew and devoted riders for systematically detuning the engine, shortening the powerband, and weakening the handling to the point that new Hondas weren’t as good as older models. Honda finally realized its error and returned to the past for the 2001 model year.
HOW DOES THE 2001 HONDA CR250 FARE?
The positive: The powerband is the best feature of the 2001 Honda. The punchy, one-dimensional, fleeting powerband of previous years is gone, and in its stead is the traditional mid-and-up rpm engine. A CR250 rider may now complete a straight by keeping the engine running rather than shifting every 25 feet. The power is more expansive, user-friendly, and burden-free.
The bad: Although it may sound sacrilegious, Honda may now think about returning to the old frame after returning to the old engine. The bike’s aluminum frame is overly inflexible, vibrates uncontrollably like a washing machine on overdrive, transmits shocks from the suspension, and is challenging to work on. Honda’s suspension is not good enough to utilize a frame design that reduces suspension performance.
What we ride in our bike while jetting is as follows: 430 Mainjet (420 stock) 30th pilot jet (35 stock) tweezers 6BEH2-75 (6BEH1-73 stock) 1.75 air screw turns (1.5 turns) Clip #2 (3rd stock).
HOW GOOD IS THE SUSPENSION?
A firmer shock spring is a must for this bike. Riders under 160 pounds can use the default 4.8 kg/mm spring rate, but everyone else will be happy with a 5.1.
Which shock setting worked best for us? 5.1 spring rate (4.8 stock) Race sag is 97mm, and the turn out is 1.25. minimal compression 9 clicks to exit Rebound 9 exits.
The forks: For 2001, Honda lowered the compression damping and switched to the next stiffest spring (0.44 kg/mm). Good move, however the forks still have a sharp mid-stroke, a dead feeling, and a propensity to hang down in their stroke (particularly for riders under 160 pounds). In order to achieve a feel we can live with, we add one 0.45 spring to slightly raise the spring rate before adjusting the oil height.
What year did Honda cease produce two-stroke engines?
Honda made the announcement that it would discontinue producing two-stroke engines in 2007, but the models’ development had already stalled years earlier.
What does the CR in the Honda CR250 mean?
In 1973, the CR250M Elsinore went on sale. It was one of the first in its class, with a two-stroke engine, and set the bar for two-stroke motorcycle advancement. Little changed in the CR250M design in 1974 or 1975. Honda updated the CR250M and renamed it the CR250R in 1978, with the R denoting racing. [8] Honda unveiled a redesigned suspension in 1981. A new hydraulic front disc brake and an exhaust valve were added to the 1984 model. [9] Minor modifications to the CR250R between then and 1990 included a larger carburetor, Showa front suspension, and hydraulic back brake.
A redesigned, more aggressive design for the CR250R was introduced in 1992, but it had the drawback of providing more power than the CR250R’s frail steel frame could handle. Numerous riders urged Honda to switch to a stronger frame, but successful riders who were sponsored by Honda, such Jeremy McGrath and Ronnie Mac alone the screaming eagle, preferred the previous stiff, fragile design. The aluminum frame was first introduced in 1997. Although many racers favored this frame, the bike was not popular with ordinary riders in the desert, so Honda began a redesign and unveiled an enhanced aluminum frame in 2000. The bike was made faster and lighter in 2002, and a third-generation aluminum frame and electronic power valve were included. The 249 cc (15.2 cu in) liquid-cooled single-cylinder engine in the Honda CR250 generated roughly 45 horsepower. [10] It had a two-gallon petrol tank and a five-speed transmission with Showa suspension. [11] Honda made the announcement that after that year, they would stop making two-stroke engines.
What 250 2-stroke has the most power?
The KTM 250SX has received plaudits for being one of the most dependable dirt bikes on the market ever since it was introduced in 2002. The 250SX is thought to be the quickest 250cc two-stroke production dirt bike, though this is unofficially unconfirmed. It is a strong motorcycle that is enjoyable to thrash around on.
When did Honda stop manufacturing the CR500?
The Honda CR500 may look dull to riders who don’t ride in open classes. After all, this immovable 500-cc behemoth already comes equipped with all the strength and dependability that other dirt bike categories want. But for the astute aficionado, this bulky two-wheeler offers more than just raw power and rip-your-face-off speed. Some interesting facts regarding this illustrious dirt bike will be covered in this essay.
Honda made the 491-cc MX-style dirt bike known as the CR500 from 1984 through 2001. With an air/liquid-cooled CR500 engine, dual disc brakes, and cartridge-type suspension, it was undoubtedly the most potent open-class motorcycle of its day. It also had a peak horsepower of 67.6 and a top speed of 93 mph.
Honda still produces 2 strokes?
Honda dedicated themselves to the two-stroke motor in 1996. The business invested millions in developing the first fuel-injected two-stroke motorcycle in anticipation of upcoming tighter pollution standards. Technology that had never been used before and hasn’t subsequently was employed in the EXP-2 project. The Nevada Rally and the Baja 1000 provided testing grounds for the prototype. Later, the project was shelved because four-strokes offered a more affordable answer. Here is what we said in the July 1995 Dirt Bike article regarding our test ride on the EXP-2.
Honda wants to keep the two-stroke alive. The business has created a brand-new two-stroke engine with low emissions that doesn’t utilize lean carburetion or systems to clean up the exhaust. It uses Activated Radical Combustion, a completely different combustion method that creates less pollution, hence it produces less pollution. The best part is that the new engine performs better than certain current two-strokes in various ways!
Let’s take a step back. For bikes sold for off-road use, the California Air Resources Board may enact stringent new emissions standards as early as 1997. at this time. The rules do not apply to closed-course vehicles (motocross models). The issue is that the new standards cannot be met by contemporary two-stroke engines. Even while the emissions police won’t come after you and seize any two-strokes you own, manufacturers won’t be allowed to market non-compliant products. There is a wider issue here than just Californians. With regard to emissions rules, the rest of the United States and, to some extent, the rest of the globe intends to follow California’s example.