Honda Cr250r

HONDA CR250R

CYCLE WORLD TEST

IS IT STILL THE EXTERMINATOR?

WHEN YOU START WITH A GREAT BIKE AND TRY TO improve it,you have tobecareful; the changes you make might back fire and turn a wonderful motorcycle into a mediocre one. Which is exactly what happened when Honda took the 1984 CR250R—unquestionably the best machine in its class that year—and “improved” it for 1985: The result was a brand-new motocross bike clearly inferior to the older one.

Judging by the 1987 CR250R, Honda was not about to make that same mistake twice. This newest model incorporates numerous changes and refinements, while also raising the standards of performance for the 250 motocross class to an all-time high. That’s quite an accomplishment, since few would argue that the '86 CR250R set the standards for front suspension, handling and engine power.

These improvements are probably most evident in the

engine’s performance. Mid-range power is stronger than on the '86 model, and it kicks in at a lower rpm. And there are a few more revs available on the top end, which add a bit of engine flexibility. The low-rpm power is about the same as on last year’s CR, but it feels weaker because the mid-range hits harder and sooner than it did before.

Changes in the cylinder porting of the CR's 249cc twostroke engine are responsible for the improved performance. The intake porting is radically different, *and the exhaust port is lower and uses a wider bridge for better ring and piston life. The HPP (Honda Power Port) exhaustcontrol mechanism has reshaped gates that don't protrude into the exhaust port, and the exhaust pipe has new dimensions that help enhance the mid-range output.

But strong performance on a motocross track demands more than a dynamite engine. On many courses, suspension can be more important than a strong engine. That’s why Honda has also concentrated on suspension improvements for ’87. The CR’s Showa cartridge-type front fork— the best production motocross fork made—now has increased compession damping at the end of its 12-inch-long stroke. Thus, killer jumps don’t cause bottoming, yet the fork remains compliant on small bumps.

At fhe rear there is a new aluminum swingarm that is half cast and half extruded. The cast front half contains the bracketry for the Pro-Link shock linkage arms, and the extruded legs feature Husky-style chain adjusters that have the adjusting screws in a protected area in front of the axle. That axle is shorter this year, and stronger, and it doesn’t stick out past the sides of the swingarm as before.

If there was a weak link in the ’86 Honda CR250R, it was the Showa rear shock, which tended to fade quickly when worked hard on a hot day. But the ’87 CR has a completely new shock, one with a unique, piggyback reservoir that is attached cross-wise to the top of the shock body. The shock also has increased compression damping for improved and more consistent rear-wheel control. Our testing and racing of the new CR was conducted during relatively cool weather, and we noticed little heat-induced damp’ng fade. The damping oil does stay quite hot, however, i.ue to the shortage of cooling air across the reservoir, which is hidden from the air flow beneath the front of the seat. Still, the rear suspension performed superbly, although right from the beginning we had to position the rebound-damping adjuster close to the upper limits of its adjustment range.

A bike with the excellent suspension and the powerful engine of the CR250R also needs strong, predictable brakes. And the new CR has them. The front disc has new brake pads that Honda claims will live longer, and at the back end is the best rear disc brake we’ve tried. Although the rear disc isn’t a full-floating type, rear-suspension chatter occurs only on badly rutted or whooped downhills— and even then, it’s not severe. Under most racing conditions the rear brake is smooth, strong and provides excellent feel.

Actually, aside from the rear shock, the chassis on recent-model CR250Rs have left little to be desired. And the ’87 model, like the ’86, has the magical ability to turn quickly without sliding the front tire, even on hard, slippery ground. The ’87 CR250R does, however, also retain a slight head-shake on high-speed straights and when braking hard into a bui ïpy turn. Most Honda riders have learned to live with the shake, and consider it an acceptable trade-off to get the CR’s excellent steering qualities.

That steering is further enhanced for ’87 thanks to a gas tank that’s mounted lower, and a seat that is longer and extended at the front. This makes it easier for the rider to climb forward in the turns. And as usual, the CR’s controls are first-class; they’re shaped just right and work with minimal rider effort. What's more, the stock Bridgestone knobbies—an M-22 in the rear and an M-23 up front—are excellent all-around tires.

Maintenance chores have been simplified and reduced for ’87. The exhaust-control linkage is easier to assemble, and the HPP gates have rounded edges that reduce carbon build-up. And thanks to a two-piece primary-drive cover, the clutch can be worked on without removing the kickstart lever or the water hoses.

With small, well-thought-out changes like those, Honda has proven that it was, indeed, possible to improve last year’s CR250R. The best motocrosser of ’86 truly is better for ’87—not worlds better, but better nonetheless.

This year, that’s not only good news for motocrossers, but good news for trail riders as well, because modifying a CR250R for off-road racing or enduro competition is easier than ever before. Honda is now offering wide-ratio transmission and lighting kits that fit ’85, ’86 and ’87 CR250R cases. The transmission kit includes wide-ratio gearsets for third, fourth and fifth, and different finaldrive gearing, all for a reasonable $ 196. The 24-watt lighting-coil kit goes for $240, and includes a new CD! ignition and generating coils, but does not include any lights themselves.

And, of course, installation of these kit parts will cost a substantial amount of money for anyone who doesn’t have the ability or the equipment to do the work. Many off-road riders are going to need a larger gas tank (not offered by Honda but available from aftermarket firms), which will run the total expense of building an enduro/off-road CR250R even higher.

But cost aside, the 1987 CR250R should make for a very competitive off-road/enduro bike. And you can be sure that the stock CR250R will remain a serious threat in motocross competition. Of course, whether it will end up being the best 250 of the year is impossible to say at this point. We have yet to evaluate the other new 250s, most of which have been significantly improved for ’87. But we’d be willing to bet that even if the CR250R is outdone by some other 250, it won’t be outdone by much.

HONDA CR250R

$2898