Honda crf250r 2018


First Look: 2018 Honda CRF250R

A few weeks ago, we heard rumors that a pre-production 2018 Honda CRF250R would be raced at the third round of the All Japan National MX Championship Series, held at Green Park Korakuen near Hiroshima, Japan. Traditionally, we get our first peek at future production machines at the series opener in April, but the all-new CRF is said to be scheduled to make only one racing appearance before it hits showroom floors around the world. Furthermore, with no official Honda HRC effort in the IA2 (250cc) class in 2017, there was no team rider available to race it full time. For the new bike’s trial-by-fire at Hiroshima, HRC Team Advisor Takeshi Katsuya was recruited to return to action after retiring from professional racing several years ago. A four-time IA2 Champion, the 37-year-old racer certainly has the experience to test the bike in race conditions, and he gave the bike a winning debut by sweeping both motos in convincing fashion.

The bike Katsuya raced is reported to be a very accurate pre-production model. The bike has the same new chassis that graces the 2017 CRF450R, and inside it is a completely redesigned powerplant that has a twincam head, true dual exhaust pipes that route down both sides of the engine, electric start, and Showa suspension components. Katsuya told us that though the bike has less low-end power than the bike it replaces, it has much more mid-range and a ton more power and overrev on top. Though the bike was basically “stock,” it looked plenty competitive against the highly modified machines it led across the finish line in both motos.

Last week, American Honda released details about the 2018 CRF150R and CRF450R, but details about the CRF250R were conspicuously absent. Having seen the all-new bike in action, we can’t tell you how excited we are to throw a leg over it when it hits production in the coming months.

What do you think of the all-new design? Comment below and share your thoughts!

2018 Honda CRF250R Spy Photos

Four-time All Japan IA2 (250cc) Champion Takeshi Katsuya has been retired for a few years now, but the 37-year-old Team Advisor came out of retirement to give the 2018 CRF250R its competition debut.

2018 Honda CRF250R Spy Photos

Oddly enough, the Honda HRC Japan team was very secretive about the bike when it was in the pits, keeping it inside a closed area of the team pit, and beneath a bike cover at all other times. In staging, tech inspection, and post-race impound, however, it was impossible to hide.

2018 Honda CRF250R Spy Photos

At first glance, the 2018 CRF250R looked like a the existing '17 CRF450R, with the 250 engine inside the chassis...

2018 Honda CRF250R Spy Photos

Honda carries on with the mass centralization theme by maintaining the twin muffler design.

2018 Honda CRF250R Spy Photos

The mass centralization theme was carried out even further for 2018, as the header no longer splits into a dual mid-pipe in front of the airbox...two separate headers emerge from the front of the cylinder.

2018 Honda CRF250R Spy Photos

The right-side header has a resonance chamber and looks normal, save for its smaller tube diameter...

2018 Honda CRF250R Spy Photos

...but the header pipe on the left side of the bike is certainly eye-catching! Seems odd that it does not have a resonance chamber...

2018 Honda CRF250R Spry Photos

Here's a look at the twin headers, both emerging from the front of the cylinder, but taking non-symmetrical paths rearward.

2018 Honda CRF250R Spy Photos

The throttle body is said to be new, but will likely remain a Keihin unit. Check out the radical downward angle of the intake.

2018 Honda CRF250R Spy Photos

We were told that the 2018 Honda CRF250R chassis shares the exact same dimensions as the existing '17 CRF450R. Katsuya told us that the chassis works perfectly when matched with the new 250cc engine; even better than it does on the 450.

2018 Honda CRF250R Spy Photos

As it will come on the 2018 CRF450R, electric start will be standard on the CRF250R.

2018 Honda CRF250R Spy Photos

The all-new powerplant no longer utilizes Honda's trademark unicam design and will instead feature a twincam setup. Katsuya told us that the pre-production bike he raced at Hiroshima was in fact, completely standard, save for some stiffer suspension settings on the production Showa fork and shock. "The engine is a massive improvement," he said. "When the GEICO Honda team gets ahold of this new bike and modifies it, it will likely be as fast as a 450."

2018 Honda CRF250R Spy Photos

Before the weekend, Katsuya wasn't certain how competitive he'd be on a "standard" machine, against the highly modified 250s that the rest of the IA2 class would be mounted on. As it turns out, the 2018 CRF250R was ultra-competitive, as is. The 2018 CRF250R will be equipped with Showa spring forks and a matching Showa shock.

2018 Honda CRF250R Spy Photos

Saturday's qualifier saw Katsuya earn a relatively easy win, but that was over only half of the IA2 field. N.R.T. Honda's Taiki Koga - the IA2 series points leader - topped the second qualifier. On Sunday, the two found eachother at the front of the pack.

2018 Honda CRF250R Spy Photos

The new twincam engine obviously pumps out some great power, as Katsuya (888) was near the front of the pack at the start of both motos.

2018 Honda CRF250R Spy Photos

The track in Hiroshima featured plenty of great obstacles and lots of elevation changes, but the soil was dry, slippery and hard-packed. With Katsuya at the controls, the 2018 Honda CRF250R gobbled up everything the track had.

2018 Honda CRF250R Spy Photos

Katsuta stalked Koga throughout the first moto and made his move for the lead late in the race. The two made contact shortly after TK took the lead and Koga went down, leaving the veteran to ride the last laps with a comfortable lead. In moto two, Katsuya assumed the lead on the first lap and had a lonely ride to the overall win.

2018 Honda CRF250R Spy Photos

To the victor goes the spoils. "I want to thank HGA for the opportunity to race the pre-production CRF250R, it was great to race again," said Katsuya. "After working with the riders the past couple of year, pointing out lines and helping with setup, it was sure odd to get out there and race again, but it felt great."

motocross.transworld.net

Подробности о новом Honda CRF250R 2018 г., на презентации в Ломмеле

Следом за американцами, презентацию новинки Honda CRF250R модели 2018 года провели и европейцы: в госпиталити заводской команды Honda Racing в Ломмеле, на Гран-При Бельгии Тим Гайзер, Евгений Бобрышев, Миккеле Червелин и Джед Битон показали новые машины, которые уже в сентябре выйдут на старт. 

     В 2017 Honda CRF250R ждало полное перерождение, как и CRF450R. Новая спецификация мотора позволяет снимать с него на 9% больше мощности, благодаря переходу на технологию DOHC (двигатель с двумя распредвалами в головке цилиндров). Шасси полностью повторяет дизайн, материалы и подвески "Абсолютного хоулшоттера" (С) 2017 года, нового CRF450R. Наконец, CRF250R выйдет на старт MXGP уже в сентябре: его дебют запланирован на Гран-При Соединенных Штатов MX2. 

На презентации в Ломмеле главную речь толкали директор внедорожного подразделения HRC Роджер Харви и менеджер департамента Honda Motor Europe Off-Road Гордон Крокэрд. 

"В 2017 году, на такой же презентации в Ассене мы показали новейший CRF450R, который тут же стал выигрывать гонки, так что мы надеемся, что CRF250R пойдет по пути старшего брата, - сказал Крокэрд. - Мы уже почувствовали большой интерес в Европе к этой новинке, поэтому решили собрать вместе все три наших чемпионских мотоцикла - CRF150R и CRF450R в одной композиции - здесь и сегодня. Мы пригласили на презентацию не только журналистов, но и ребятишек из Honda 150 European Championship, чтобы они первыми увидели этот прекрасный байк и, возможно, заразились мечтой - в ближайшие пару лет оседлать его". 

Технически, двигатель CRF250R 7-го поколения - абсолютно новый продукт. Пиковая мощность достигается на 2000 об./мин., а электронный ограничитель задран на 900 об./минуту, чтобы у пилотов Honda было преимущество над соперниками. Новая рама легче и компактней, а подвеска Showa настроена оптимальным образом передавать мощностью на колесо и обеспечивать предельную сцепку покрышки с грунтом, снижая пробуксовку в каждый момент. 

Именно благодаря этой особенности CRF450R, мотоцикл Премьер-класса, а также его версия для гонок кросс-кантри CRF450RX получили прозвище "Абсолютный хоулшоттер": они способны выиграть старт на любом грунте! 

Нельзя не отметить, что у этой модели CRF250R уже в базовой комплектации идет электростартер, что позволяет заводить байк из любого положения, одним нажатием на кнопку. В стандартной версии кик-стартер из системы удален, но его можно установить. 

"Мы полностью обновили Honda CRF250R и скрупулезно, во всех аспектах усовершенствовали его, - сказал руководитель проекта Микио Утияма. - Мы заменили прежний двигатель с механизмом системы Unicam на новый мотор с двумя верхними распредвалами, который быстрее набирает обороты и позволяет крутить себя выше. В качестве шасси взяли готовое решение у флагманского CRF450R – что улучшило управляемость новинки и сделало модель сбалансированнее. Созданный при непосредственном участии подразделения HRC, новый CRF250R – это высоко конкурентная, выносливая и эффективная гоночная машина". 

ТЕХНИЧЕСКИЕ ХАРАКТЕРИСТИКИ HONDA CRF250R (2018)

Новый двигатель Honda CRF250R (2018) DOHC на 9% мощнее предыдущей модели

Двигатель  1-цилиндровый, 4-тактный, жидкостного охл., DOHC, 4 клап. на цилиндр, 249.4 куб.см.  Размер x ход: 79 x 50.9 мм  Степень сжатия: 13.9 : 1  Объем масла: 1.25 л  Система питания: инжектор 

Топливный бак: 6.3 л  Зажигания: цифровое  Стартер: электро, с кнопки  Сцепление: в масляной ванне, многодисковое  Трансмиссия: постоянного зацепа  Привод на заднее колесо: цепью 

Шасси  Рама: алюминиевая, двухлучевая  Угол наклона рулевой колонки: 27.5°  Вынос вилки: 116 мм  Высота по седлу: 957 мм  Колесная база: 1486 мм  Клиренс: 327 мм 

Новый Honda CRF250R (2018) Новый Honda CRF250R (2018)

Габариты (Д-Ш-В): 2183 x 827 x 1274 мм  Снаряженная масса: 108 кг 

Подвеска  Вилка: Showa 49 мм, пружинно-масляная  Амортизатор: Showa, прогрессивная консоль Honda Pro-Link  Колеса: алюминиевые, спицованные  Переднее: 80/100-21 Dunlop MX3S  Заднее: 100/90-19 Dunlop MX3S 

Тормоза  Передний: 260 мм волнообразный диск, гидравлический 2-порш. Nissin  Задний: 240 мм волнообразный диск, гидравлический 1-порш. Nissin 

Возможно Вам будет интересно:

alimoto.ru

Подробности о новом Honda CRF250R 2018 г., на презентации в Ломмеле

Следом за американцами, презентацию новинки Honda CRF250R модели 2018 года провели и европейцы: в госпиталити заводской команды Honda Racing в Ломмеле, на Гран-При Бельгии Тим Гайзер, Евгений Бобрышев, Миккеле Червелин и Джед Битон показали новые машины, которые уже в сентябре выйдут на старт. 

     В 2017 Honda CRF250R ждало полное перерождение, как и CRF450R. Новая спецификация мотора позволяет снимать с него на 9% больше мощности, благодаря переходу на технологию DOHC (двигатель с двумя распредвалами в головке цилиндров). Шасси полностью повторяет дизайн, материалы и подвески "Абсолютного хоулшоттера" (С) 2017 года, нового CRF450R. Наконец, CRF250R выйдет на старт MXGP уже в сентябре: его дебют запланирован на Гран-При Соединенных Штатов MX2. 

На презентации в Ломмеле главную речь толкали директор внедорожного подразделения HRC Роджер Харви и менеджер департамента Honda Motor Europe Off-Road Гордон Крокэрд. 

"В 2017 году, на такой же презентации в Ассене мы показали новейший CRF450R, который тут же стал выигрывать гонки, так что мы надеемся, что CRF250R пойдет по пути старшего брата, - сказал Крокэрд. - Мы уже почувствовали большой интерес в Европе к этой новинке, поэтому решили собрать вместе все три наших чемпионских мотоцикла - CRF150R и CRF450R в одной композиции - здесь и сегодня. Мы пригласили на презентацию не только журналистов, но и ребятишек из Honda 150 European Championship, чтобы они первыми увидели этот прекрасный байк и, возможно, заразились мечтой - в ближайшие пару лет оседлать его". 

Технически, двигатель CRF250R 7-го поколения - абсолютно новый продукт. Пиковая мощность достигается на 2000 об./мин., а электронный ограничитель задран на 900 об./минуту, чтобы у пилотов Honda было преимущество над соперниками. Новая рама легче и компактней, а подвеска Showa настроена оптимальным образом передавать мощностью на колесо и обеспечивать предельную сцепку покрышки с грунтом, снижая пробуксовку в каждый момент. 

Именно благодаря этой особенности CRF450R, мотоцикл Премьер-класса, а также его версия для гонок кросс-кантри CRF450RX получили прозвище "Абсолютный хоулшоттер": они способны выиграть старт на любом грунте! 

Нельзя не отметить, что у этой модели CRF250R уже в базовой комплектации идет электростартер, что позволяет заводить байк из любого положения, одним нажатием на кнопку. В стандартной версии кик-стартер из системы удален, но его можно установить. 

"Мы полностью обновили Honda CRF250R и скрупулезно, во всех аспектах усовершенствовали его, - сказал руководитель проекта Микио Утияма. - Мы заменили прежний двигатель с механизмом системы Unicam на новый мотор с двумя верхними распредвалами, который быстрее набирает обороты и позволяет крутить себя выше. В качестве шасси взяли готовое решение у флагманского CRF450R – что улучшило управляемость новинки и сделало модель сбалансированнее. Созданный при непосредственном участии подразделения HRC, новый CRF250R – это высоко конкурентная, выносливая и эффективная гоночная машина". 

ТЕХНИЧЕСКИЕ ХАРАКТЕРИСТИКИ HONDA CRF250R (2018)

Новый двигатель Honda CRF250R (2018) DOHC на 9% мощнее предыдущей модели

Двигатель  1-цилиндровый, 4-тактный, жидкостного охл., DOHC, 4 клап. на цилиндр, 249.4 куб.см.  Размер x ход: 79 x 50.9 мм  Степень сжатия: 13.9 : 1  Объем масла: 1.25 л  Система питания: инжектор 

Топливный бак: 6.3 л  Зажигания: цифровое  Стартер: электро, с кнопки  Сцепление: в масляной ванне, многодисковое  Трансмиссия: постоянного зацепа  Привод на заднее колесо: цепью 

Шасси  Рама: алюминиевая, двухлучевая  Угол наклона рулевой колонки: 27.5°  Вынос вилки: 116 мм  Высота по седлу: 957 мм  Колесная база: 1486 мм  Клиренс: 327 мм 

Новый Honda CRF250R (2018) Новый Honda CRF250R (2018)

Габариты (Д-Ш-В): 2183 x 827 x 1274 мм  Снаряженная масса: 108 кг 

Подвеска  Вилка: Showa 49 мм, пружинно-масляная  Амортизатор: Showa, прогрессивная консоль Honda Pro-Link  Колеса: алюминиевые, спицованные  Переднее: 80/100-21 Dunlop MX3S  Заднее: 100/90-19 Dunlop MX3S 

Тормоза  Передний: 260 мм волнообразный диск, гидравлический 2-порш. Nissin  Задний: 240 мм волнообразный диск, гидравлический 1-порш. Nissin 

Возможно Вам будет интересно:

alimoto.ru

2018 Honda CRF250R First Look

2018 Honda CRF250R Preview & Photos

Forget updates—the 2018 Honda CRF250R is an all-new motocross motorcycle from the knobs up. Let’s take a look at the essential facts you need to know about the new CRF250R.

1. The 2018 CRF250R is all-new. Facing declining CRF250R sales, Honda has brought out a motocross motorcycle that is almost completely different from last year’s edition.

2018 Honda CRF250R

2. Electric starting is standard. We’ll get to the performance improvements in a moment, but we’ve all been waiting for an electric start CRF250R, and now we have it. A lithium-ion battery in the airbox helps manage the additional weight.

3. The 2018 Honda CRF250R follows the Absolute Holeshot ethos of the CRF450R. As we’re all aware, holeshots are a first-class ticket toward winning. So, Honda has reconfigured the CRF250R’s motor and chassis to give it that needed jump off the gate. Focus was put on more power, more rear grip, and less front-end lift.

4. The long-running Unicam design is replaced by a DOHC valve train. The 2018 CRF250R is about revs, as you’ll see, so Honda went to a DOHC design for the first time in CRF250R history.

5. Sucking in more of the fuel/air mixture gets the power pumping. As a result, Honda claims the new CRF250R is smoother off the bottom, with more midrange and top end power. All four valves are titanium with a more compact valve angle. This also allows more room for the new downdraft intake, plus a new airbox and intake system Honda says increases air-charging efficiency.

6. A bigger bore and shorter stroke means a higher rev limit. Honda shortened the stroke by a significant 2.9mm and there is a new bridged box piston that is now 79mm wide (a bump of 2.2mm). Also, the compression ratio gets a small nudge.

2018 Honda CRF250R

7. To aid the higher revving, the CRF250R gets a new crankshaft with an H-shaped cross-section. Weight is reduced by more than 12 ounces, yet Honda says is has the same rigidity and internal mass.

8. The torque and horsepower peaks come later, so you’ll want to rev the new CRF250R. Honda isn’t shy about it—power is down a bit in the lower half of the rev range, and then comes alive for the upper mid-range and top end. Timid racers should like the softer bottom, while those who like to slam the rev limiter will love the new shrieking top end.

9. The 2018 Honda CRF250R gets a fully independent dual exhaust system. With all that air pushing through the motor, the new exhaust system features two separate headpipes and mufflers—there is no crossover. Honda claims more power and improved throttle response from this system.

10. There’s a new single-system for the oil. Running just 1250cc rather than 1600cc saves about 11 ounces of weight. There is also a shorter oil path to the engine, plus a new piston oil jet that sprays the bottom of the piston. The system reduces pump loss by maintaining negative pressure in the crankcase.

11. More power means a new clutch for the CRF250R. There are now two friction materials, instead of one, which should provide a better feel. The shape of the clutch has been changed, as well.

2018 Honda CRF250R

12. The transmission gets a stronger and lighter material, plus revised gear ratios. With a new powerband, new ratios are a must. The primary ratio is lower, with the five-speeds getting raised slightly.

13. There are three engine modes on the 2018 Honda CRF250R, and two can be remapped. Standard is fixed, and you can adjust Smooth and Aggressive to your liking.

14. The new chassis has a shorter swingarm and wheelbase, along with a slightly relaxed rake. The 15mm-shorter swingarm puts more weight on the rear wheel, which is part of the Absolute Holeshot effort, while the shorter wheelbase should make the 2018 Honda CRF250R more agile. To keep the front end down, rake is kicked out a tenth of a degree.

15. The new frame focuses on front-end stability. The frame sits a bit lower and farther forward, and cuts the weight by 12 ounces (there’s that number again!). Tapered aluminum main spars in the frame are designed to improve the feel of the front end.

16. Like the CRF450R, the 2018 Honda CRF250R now has a titanium fuel tank. It also sits lower and drops 18 ounces from the weight of the bike. This is a critical place to lose weight, as it sits so high on the motorcycle.

17. The Showa SPG fork is a coil-spring design and the shock sits lower on the shorter, lighter swingarm. The swingarm goes on a 7.7-ounce diet (being shorter helps reduce unsprung weight), and the bottom shock mount is lowered and now centralized. The spring Showa fork has a 39mm piston and 25mm rod.

2018 Honda CRF250R

18. Dunlop Geomax MX3S is the rubber of choice. These are high-end tires, so unless you ride on extreme hard pack or sand, you won’t have to switch out tires for your first ride.

19. The 2018 Honda CRF250R bodywork has been redone. It is now slimmer for reduced air resistance, and the graphics are molded into the plastic. Also, more air is directed to the radiator for the higher-revving motor.

20. The price is a secret. We’ll let you know when we know. Update: The MSRP for the 2018 Honda CRF250R is $7999.

2018 Honda CRF250R Specs

ENGINE

  • Type: Single-cylinder four-stroke
  • Displacement: 249cc
  • Bore x stroke: 79.0 x 50.9mm
  • Compression ratio: 13.9:1
  • Valve train: DOHCValves: Titanium; 33mm intake; 26mm exhaust
  • Fueling: EFI w/ 46mm throttle bore
  • Exhaust: Independent dual systems
  • Cooling: Liquid
  • Starting: Electric
  • Transmission: Constant-mesh 5-speed
  • Final drive: 520 chain

CHASSIS

  • Frame: Twin-spar aluminum
  • Front suspension; travel: Fully adjustable 49mm inverted Showa SPG coil-spring fork; 12.0 inches
  • Rear suspension; travel: Linkage-assisted fully adjustable Showa shock; 12.4 inches
  • Front tire: 80/100-21; Dunlop Geomax MX3S
  • Rear tire: 100/90-19; Dunlop Geomax MX3S
  • Front brake: 260mm disc
  • Rear brake: 240mm disc

DIMENSIONS and CAPACITIES

  • Wheelbase: 58.3 inches
  • Rake: 27.5 degrees
  • Trail: 4.6 inches
  • Seat height: 37.8 inches
  • Ground clearance: 12.9 inches
  • Fuel Capacity: 1.6 gallons
  • Curb weight: 238 pounds
2018 Honda CRF250R Color
2018 Honda CRF250R Price

2018 Honda CRF250R Photo Gallery

ultimatemotorcycling.com

Enduro21 - First Look - 2018 Honda CRF250R

Honda have released details on their new 2018 CRF250R.

With more power, sharper geometry and suspension the Honda new CRF250R is aiming to be the class-leader with an electric-start rounding out the package for 2018.

 

 

The 2018 chassis is the exact same as the one used in the 2017 CRF450R. It carries an all-new DOHC engine that delivers 9% more power across the rev-range with a higher redline too.

Mr Mikio Uchiyama, Large Project Leader (LPL) 2018 CRF250R: "Our new CRF250R has been redesigned to achieve outstanding holeshot start acceleration and much greater engine performance. Developed with direct input from HRC to be the complete package, the 2018 CRF250R is a competitive, durable and formidable race machine.”

Model overview

  • 5% greater power-to-weight ratio over the 2017 model.
  • 9% more power with extended over-rev and higher redline
  • Shares the proven chassis of its bigger brother - the 2017 CRF450R. Offering sharper handling, improved traction and less wheelie
  • 49mm steel-sprung Showa forks
  • Titanium fuel tank
  • New for 2018 plastics - more aerodynamic, whilst still giving the rider freedom to move around the bike
  • Electric start as standard

 

Key Features

Engine

The 18YM CRF250R DOHC engine is a clean sheet design and has been built with the focus on top-end power for acceleration and drive, plus improved over-rev corner-to-corner. The simple facts: it makes 9% more peak power with a spread that delivers that power over a 2,000rpm higher range, and also features a 900rpm increase to the ‘redline’ figure.

And the dyno graphically tells the story. From 8,500rpm the 249.4cc engine simply takes off compared to the previous model and keeps building power and torque as the revs rise.

Central to the improved performance – which is all about much higher gas flow, in and out – is a revised bore and stroke of 79 x 50.9mm, with a 4.5mm cylinder offset to reduce friction (as opposed to 76.8 x 53.8mm, 4mm offset). This is a much more ‘over square’ layout, with bigger bore and shorter stroke which allows the use of larger titanium valves: 33mm inlet (which feature a neck shaped to reduce intake resistance) and 26mm exhaust (30.5mm/25mm).

Lift is also increased: 10.5mm inlet and 9.5mm exhaust (9.2mm/8.4mm) and the valve angle is more compact, going from 21.5° to 20.5°. The rocker arms feature Diamond Like Carbon (DLC) coating, a Nano-thin hard film that provides high wear resistance and lubricity; the valve springs themselves are now oval in section.

The inlet valves are fed – via PGM-FI with 46mm throttle bore – by symmetrical straight-shot downdraft intakes, which are shorter for improved high rpm snap.

The new engine features twin exhaust ports, each of which has its own exhaust down pipe, with bends that radius gradually to smooth out gas flow. The twin mufflers are sited 24mm inward toward the centre of the machine, to aid mass centralisation.

Compression ratio goes up slightly from 13.8:1 to 13.9:1 but the piston shape is now a Bridged Box design – the first on a Honda MX machine. Its rigidity converts combustion pressure into high output efficiency and, despite the bore increase, the piston carries no extra mass. Four piston jet oil holes (rather than two) reduce friction and ensure optimised cooling.

The new H-Section crankshaft is 350g lighter while maintaining inertial mass, for response and stiffness, and rigidity. To make the engine as physically compact as possible the axis distance between the crank and balancer shaft is reduced by 0.5mm, and 1mm between the crank and primary gears. The cam chain is now on the right, to shorten the distance between the crankshaft and the mass of the Alternating Current Generator (ACG).

Incorporated into the CRF250R’s new engine is an electric starter motor, replacing the kickstarter. Located centrally (the new crankcase layout ensures all inertial masses are closer to the C of G, for improved handling), it drives the one-way clutch and idle gear via a press-fit torque limiter; its Lithium-ion battery is compact and weighs just 0.65kg. Engine weight with the electric starter added is increased by just 1kg.

A scavenge oil pump system reduces friction and ‘pumping’ losses at high rpm, by discharging oil and air in the crankcase and maintaining negative pressure. The oil also lubricates the clutch and gearbox – total oil capacity 1250cm3 – as opposed to 850cm3 engine and 750cm3 gearbox of the previous design (1600cm3 in total).

The combined oil pump/drive gear, oil filter and oil way are on the right side of the engine; the oil’s path around the engine has been simplified, shortened and valve train lubrication is routed through the cylinder head to the inside of both inlet and exhaust cam, directly feeding the sliding surface of cam and rocker arm. Lightweight water hoses are now 3mm, rather than 4mm in wall thickness.

While exactly the same physical size as before the clutch outer features a revised clutch basket. Delivering consistency in hard use it utilises differing friction material on the two outer plates. The clutch lever housing is also redesigned, simplified and lighter.

The 5-speed gearbox is constructed from new, high-strength steel and is 200g lighter; it also uses slightly shorter gear ratios for first and second, and the final drive ratio drops one tooth to 48T on the rear sprocket.

The engine stop switch and Engine Mode Select Button (EMSB) are incorporated into a small housing on the left side of the handlebar. Three maps are available to suit riding conditions and rider preference: Mode 1 (Standard), Mode 2 (Smooth) and Mode 3 (Aggressive). A small indicator light displays Mode selected.

On the right of the handlebar is the starter button. The resin slider of the throttle housing is now incorporated into the throttle cable itself, reducing load; a knurled nut adjusts free play.

Chassis

The 18YM CRF250R employs the same frame and suspension setup as the current CRF450R, with the same basic aims; connect the rider to the terrain with superlative feedback and gain rear wheel grip and drive through a rearward shift in weight bias, tied to a lower centre of gravity.

Saving 340g over the previous design the seventh-generation aluminium beam frame features tapered main spars with a carefully tuned balance between rigidity and flexibility, designed to deliver front-end stability plus a direct feel for traction.

Compared to the outgoing CRF250R design the chassis’ geometry markedly differs; wheelbase is 3mm shorter at 1486mm and the distance between the swingarm pivot point and rear axle is 15mm shorter at 573mm. Rake is set at 27.5° with trail of 116mm. The C of G is 1.4mm lower.

The rear subframe is now extruded aluminium (rather than forged) and is 20% lighter, aiding mass centralisation. Seat height is 6mm taller at 957mm, with 5mm more ground clearance at 327mm. Wet weight (without fuel) is 103.3kg, with fuel 108.1kg.

The Showa SFF-TAC-Air front fork of the previous model has been replaced with a 49mm Showa USD coil-spring fork. Debuted on the current CRF450R it’s not an evolution of the older 48mm fork, but a version of the Showa kit fork supplied to MX race teams in the Japanese championship.

The cylinder has a 25mm diameter, the rod 14mm with the compression piston 39mm. As you’d expect from what is effectively full race-spec suspension the fork action is supple, smooth and always in control. It’s also fully adjustable.

With a top mount 39mm lower and located directly on the machine’s centre line the fully adjustable Showa rear shock works the aluminium swingarm – 220g lighter – through Pro-Link.

A 260mm wave-pattern disc delivers effective heat dissipation, power and feel from the two-piston brake caliper working it; a matching 240mm wave-pattern disc and single-piston caliper is at the rear.

Lightweight aluminium rims, with directly attached spoke pattern layout reduce unsprung weight; the front is a 21 x 1.6in, the rear a 19 x 1.85in. Fitted as standard equipment are Dunlop’s GEOMAX MX3S tyres, 80/100-21 front and 100/90-19 rear.

The new 18YM CRF250R also shares the CRF450R’s 6.3L titanium fuel tank, which at 1039g weighs 513g less than the plastic design it replaces. The loss of half a kilo sat high on the machine contributes to the lower C of G, and the flattened tank cap and lower profile enables the rider to move forward easily.

Wearing plastics with smooth external lines to help the rider move easily the frontal area is also narrower; the front mudguard directs a more efficient funnel of air to the radiator. The bodywork also uses durable film inset graphics that cover a wide area with scratch resistant style.

 

 

Information

www.hondanews.eu

 

 

www.enduro21.com

Подробности о новом Honda CRF250R 2018 г., на презентации в Ломмеле

Следом за американцами, презентацию новинки Honda CRF250R модели 2018 года провели и европейцы: в госпиталити заводской команды Honda Racing в Ломмеле, на Гран-При Бельгии Тим Гайзер, Евгений Бобрышев, Миккеле Червелин и Джед Битон показали новые машины, которые уже в сентябре выйдут на старт. 

     В 2017 Honda CRF250R ждало полное перерождение, как и CRF450R. Новая спецификация мотора позволяет снимать с него на 9% больше мощности, благодаря переходу на технологию DOHC (двигатель с двумя распредвалами в головке цилиндров). Шасси полностью повторяет дизайн, материалы и подвески "Абсолютного хоулшоттера" (С) 2017 года, нового CRF450R. Наконец, CRF250R выйдет на старт MXGP уже в сентябре: его дебют запланирован на Гран-При Соединенных Штатов MX2. 

На презентации в Ломмеле главную речь толкали директор внедорожного подразделения HRC Роджер Харви и менеджер департамента Honda Motor Europe Off-Road Гордон Крокэрд. 

"В 2017 году, на такой же презентации в Ассене мы показали новейший CRF450R, который тут же стал выигрывать гонки, так что мы надеемся, что CRF250R пойдет по пути старшего брата, - сказал Крокэрд. - Мы уже почувствовали большой интерес в Европе к этой новинке, поэтому решили собрать вместе все три наших чемпионских мотоцикла - CRF150R и CRF450R в одной композиции - здесь и сегодня. Мы пригласили на презентацию не только журналистов, но и ребятишек из Honda 150 European Championship, чтобы они первыми увидели этот прекрасный байк и, возможно, заразились мечтой - в ближайшие пару лет оседлать его". 

Технически, двигатель CRF250R 7-го поколения - абсолютно новый продукт. Пиковая мощность достигается на 2000 об./мин., а электронный ограничитель задран на 900 об./минуту, чтобы у пилотов Honda было преимущество над соперниками. Новая рама легче и компактней, а подвеска Showa настроена оптимальным образом передавать мощностью на колесо и обеспечивать предельную сцепку покрышки с грунтом, снижая пробуксовку в каждый момент. 

Именно благодаря этой особенности CRF450R, мотоцикл Премьер-класса, а также его версия для гонок кросс-кантри CRF450RX получили прозвище "Абсолютный хоулшоттер": они способны выиграть старт на любом грунте! 

Нельзя не отметить, что у этой модели CRF250R уже в базовой комплектации идет электростартер, что позволяет заводить байк из любого положения, одним нажатием на кнопку. В стандартной версии кик-стартер из системы удален, но его можно установить. 

"Мы полностью обновили Honda CRF250R и скрупулезно, во всех аспектах усовершенствовали его, - сказал руководитель проекта Микио Утияма. - Мы заменили прежний двигатель с механизмом системы Unicam на новый мотор с двумя верхними распредвалами, который быстрее набирает обороты и позволяет крутить себя выше. В качестве шасси взяли готовое решение у флагманского CRF450R – что улучшило управляемость новинки и сделало модель сбалансированнее. Созданный при непосредственном участии подразделения HRC, новый CRF250R – это высоко конкурентная, выносливая и эффективная гоночная машина". 

ТЕХНИЧЕСКИЕ ХАРАКТЕРИСТИКИ HONDA CRF250R (2018)

Новый двигатель Honda CRF250R (2018) DOHC на 9% мощнее предыдущей модели

Двигатель  1-цилиндровый, 4-тактный, жидкостного охл., DOHC, 4 клап. на цилиндр, 249.4 куб.см.  Размер x ход: 79 x 50.9 мм  Степень сжатия: 13.9 : 1  Объем масла: 1.25 л  Система питания: инжектор 

Топливный бак: 6.3 л  Зажигания: цифровое  Стартер: электро, с кнопки  Сцепление: в масляной ванне, многодисковое  Трансмиссия: постоянного зацепа  Привод на заднее колесо: цепью 

Шасси  Рама: алюминиевая, двухлучевая  Угол наклона рулевой колонки: 27.5°  Вынос вилки: 116 мм  Высота по седлу: 957 мм  Колесная база: 1486 мм  Клиренс: 327 мм 

Новый Honda CRF250R (2018) Новый Honda CRF250R (2018)

Габариты (Д-Ш-В): 2183 x 827 x 1274 мм  Снаряженная масса: 108 кг 

Подвеска  Вилка: Showa 49 мм, пружинно-масляная  Амортизатор: Showa, прогрессивная консоль Honda Pro-Link  Колеса: алюминиевые, спицованные  Переднее: 80/100-21 Dunlop MX3S  Заднее: 100/90-19 Dunlop MX3S 

Тормоза  Передний: 260 мм волнообразный диск, гидравлический 2-порш. Nissin  Задний: 240 мм волнообразный диск, гидравлический 1-порш. Nissin 

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2018 Honda CRF250R Motocross Off Road- - motorcycles/scooters - by dealer

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Arizonas Largest Volume Honda Dealership

6717 E. McDowell RoadScottsdale, AZ 85257

Phone: (480) 374-5723Text: 480-424-5305

Online at: www.WesternHonda.com

2018 *Honda* *CRF250R* *Motocross Off Road*.

TEXT: 480-424-5305 For Details!

Details:

Year: 2018Make: *Honda*Model: *CRF250R*Type: *Motocross Off Road*Mileage: 0Stock #: N/A

Dealer Comments:

What does it feel like to win? What does it sound like? What does it take to win? Motocross isnt a sport for the timid. When you show up at that starting gate, both you and your bike need to be ready to grab the holeshot and hang on to it until the checkered flag. Thats why Honda is determined to give you the best bike in the 250 class, the all-new 2018 CRF250R. Major upgrades everywhere, including a new DOHC engine featuring increased power and higher redline, give you the advantages you need and make the CRF250R an absolute holeshot machine.

Finance at Western Honda

Western Honda offers competitive rates direct from Honda and other lenders!

↳ Apply here:

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~ 2018 *Honda* *CRF250R* *Motocross Off Road*.

The largest-volume Honda motorcycle dealer in Arizona for nine years in a row!

Email: us Online at: www.WesternHonda.com

Western Honda Powersports in Scottsdale, celebrating over fifty years in business as Arizona Honda Dealers. We have been the largest volume Honda Powersports Dealer in The Western Region USA several years and are currently the largest volume Honda Dealer in Arizona of new Honda Powersports For Nine Years In a Row! Western Honda Proudly Serves The entire State of Arizona and The Phoenix Metro Valley Including:</P

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