Off Road Archives - Thunder Road Motorcycles

2023 CRF50

Model updatesThe 23YM CRF50F receives a new graphical upgrade keeping it in line with its larger family members, the CRF250R and CRF450R

Contents:

  1. Introduction
  2. Key features
  3. Technical specifications


1. Introduction

There’s simply no better choice for introducing kids to motorcycling than the CRF50F. The pocketsize machine is armed with a fun-but-reliable 49cc air-cooled four-stroke engine with an automatic clutch, and its 10-inch wheels and low seat height instil confidence in young riders who are just getting started on collecting lifetimes of motorcycling memories. For 23YM it receives a graphic update to keep it in line with it larger CRF250R and CRF450R siblings.

2. Key Features

2.1 Chassis

  • Steel frame and reinforced swingarm
  • Inverted telescopic front forks
  • 10 x 2.5 spoked wheels for excellent manoeuvrability and ride quality
  • CRF450R style bodywork
  • Low 548mm seat height

With a kid-friendly layout and low seat height, the CRF50F is unintimidating for young new riders.  The steel frame and reinforced swingarm offer an excellent balance of strength and compliance. Inverted telescopic front forks deliver confidence-inspiring performance with 9.4cm of travel, and are paired with a single rear shock to ensure fun, predictable handling. Spring and damping rates are dialled in for optimum comfort and bump absorption.

10 x 2.5in wheels feature 28 spokes and die-cast aluminium hubs and are fitted with wide off-road tyres for excellent manoeuvrability and smooth ride quality. Drum brakes front and rear provide ample stopping power.

The CRF50F wears its heritage with pride. Featuring CRF450R-inspired bodywork, the narrow 11cm wide seat, slim fuel tank and extra-low 548mm seat height provide excellent comfort and mobility for a broad range of young riders.

The motocross style bars feature a padded protector in the middle and high-quality grips to aid control. Folding, serrated foot pegs offer secure footing even in muddy conditions and the plastic mudguards are strong and durable.

For 23YM, the CRF50R wears a striking all red paint scheme and bold new graphics to celebrate Honda’s off-road racing pedigree.

2.2 Engine

  • Fun and practical 49cc single
  • 11 piston valve carburettor for excellent feedback and throttle response
  • Adjustable throttle limiter
  • Automatic cam chain tensioner
  • Smooth 3 speed transmission

For youngsters who are new to riding, the priority is having fun, while parents typically look for reliability and ease of maintenance. The CRF50F excels in both.

The CRF50F’s SOHC 49cc four-stroke engine delivers smooth, easy to use power. Bore and stroke are 39 x 41.4mm and the 10:1 compression ratio means good performance and easy kickstarting.  The 11mm piston valve carburettor gives the rider excellent feedback and throttle response across the rev range, while strong fuel efficiency means more fun from each tank.

The throttle limiter is adjustable, giving a greater level of security, and a closed crankcase ventilation system safeguards against engine oil contamination.

CD ignition is maintenance-free and the engine features an automatic cam-chain tensioner to maximise endurance. Final drive is taken care of by a durable 420 chain that is both dependable and low maintenance. The air filter is both easy to access and washable.

The CRF50F features a smooth shifting, three speed transmission and a simple-to-use automatic clutch. A keyed ignition and quiet and efficient exhaust give further peace of mind.

3. Technical Specifications

ENGINE  
Type Air cooled, two valve, four stroke SOHC single cylinder
Displacement 49cc
Bore x Stroke 39.0 x 41.4mm
Compression Ratio 10.0:1
FUEL SYSTEM  
Carburation 11 piston valve carburettor
Fuel Tank Capacity 3.8L (inc. reserve)
ELECTRICAL SYSTEM  
Starter Kickstarter
DRIVETRAIN  
Clutch Type Automatic
Transmission Type Manual 3-speed
Final Drive Chain
FRAME  
Type Steel
CHASSIS  
Dimensions (L´W´H) 1298 x 581 x 775mm
Wheelbase 912mm
Caster Angle 25°
Trail 32mm
Seat Height 548mm
Ground Clearance 152mm
Kerb Weight 50.34 kg
SUSPENSION  
Type Front Inverted telescopic fork. 9.4cm of travel
Type Rear Single shock. 6.9cm of travel
WHEELS  
Type Front Aluminium spoke
Type Rear Aluminium spoke
Tyres Front 2.5 x 10
Tyres Rear 2.5 x 10
BRAKES  
Front Drum
Rear Drum

All specifications are provisional and subject to change without notice

Please note that the figures provided are results obtained by Honda under standardised testing conditions prescribed by WMTC. Tests are conducted on a rolling road using a standard version of the vehicle with only one rider and no additional optional equipment. Actual fuel consumption may vary depending on how you ride, how you maintain your vehicle, weather, road conditions, tire pressure, installation of accessories, cargo, rider and passenger weight, and other factors.

2023 CRF110F

Model updatesThe 23YM CRF110F receives a new graphical upgrade keeping it in line with its larger family members, the CRF250R and CRF450R

Contents:

  1. Introduction
  2. Key features
  3. Technical specifications


1. Introduction

With its proven durability and new-rider-friendly performance, the CRF110F perfectly encapsulates Honda’s proud heritage—extending back nearly four decades to the legendary XR75—of four-stroke trail bikes that are kid-sized but full-featured. In the modern era, that means clean-running Keihin fuel injection as well as a clutch-less four-speed semi-automatic transmission and push-button electric start.

For 23YM it receives a graphic update to keep it in line with it larger CRF250R and CRF450R siblings.

2. Key Features

2.1 Chassis

  • Twin spar steel frame and reinforced swingarm
  • Conventional telescopic front forks
  • CRF450R style bodywork
  • Low 657 mm seat height

With a friendly rider layout and low seat height, the CRF110F is the perfect next step for younger riders moving up from the CRF50F. The CRF110F features a twin-spar steel frame and like its smaller sibling, a reinforced swingarm, that combine to offer an excellent balance of rigidity and comfort. Conventional telescopic front forks deliver confidence-inspiring performance with 9.9cm of travel, and when paired with the single rear shock, let this small bike handle the bigger bumps with good control and minimal bottoming out.

Like every member of the Honda off-road CRF family, the CRF110F wears its heritage with pride. The 4.5L steel fuel tank, with integrated fuel pump and fuel filter, is protected by frame design shields in the event of a fall. The CRF450R-inspired bodywork is matched with a low 657mm seat height, complemented with high, wide motocross bars that feature a handlebar pad and half-waffle grips, perfect for small hands. A handlebar-mounted multiple-function switch incorporates the starter button, ignition “key on” indicator, fuel-injection system status and a low fuel indicator warning, that illuminates when only 1L of fuel remains.

For 23YM the CRF110F wears a striking all red paint scheme and bold new graphics to celebrate Honda’s off-road racing pedigree.

2.2 Engine

  • Fun and practical 109cc single
  • Keihin electronically controlled fuel-injection system delivers friendly linear power
  • Adjustable throttle limiter
  • Smooth 4 speed transmission
  • Electric starter for added convenience

The CRF110F’s SOHC 109cc four-stroke engine delivers smooth, easy-to-use power, perfect for novice riders. Bore and stroke are 50.0 x 55.6mm with a 9:1 compression ratio.

The Keihin electronically controlled fuel-injection system delivers linear and hesitation-free power at all rev ranges and throttle openings, providing friendly power delivery, minimising any intimidation for newer younger riders and providing enjoyment at all levels.

The adjustable throttle limiter gives owners a greater level of freedom to match the available performance with the rider’s ability.

The CRF110F features a smooth shifting, four speed transmission and a simple-to-use automatic clutch. The electric starter gives convenience, with a kick start available as a backup.

3. Technical Specifications

ENGINE  
Type Air cooled, two valve, four stroke SOHC 80º single cylinder
Displacement 109.2cc
Bore x Stroke 50.0 x 55.6mm
Compression Ratio 9.0:1
FUEL SYSTEM  
Carburation Fuel injection
Fuel Tank Capacity 4.5L (inc. reserve)
ELECTRICAL SYSTEM  
Starter Electric and kickstarter
DRIVETRAIN  
Clutch Type Automatic
Transmission Type Manual 4-speed
Final Drive Chain
FRAME  
Type Steel
CHASSIS  
Dimensions (L´W´H) 1541 x 678 x 922mm
Wheelbase 1064mm
Caster Angle 25°10’
Trail 53mm
Seat Height 657mm
Ground Clearance 170mm
Kerb Weight 76.66 kg
SUSPENSION  
Type Front Conventional telescopic fork. 9.9cm of travel
Type Rear Single shock. 9.65cm of travel
WHEELS  
Type Front Aluminium spoke
Type Rear Aluminium spoke
Tyres Front 70/100-14 w/tube
Tyres Rear 80/100-12 w/tube
BRAKES  
Front Drum
Rear Drum

All specifications are provisional and subject to change without notice

Please note that the figures provided are results obtained by Honda under standardised testing conditions prescribed by WMTC. Tests are conducted on a rolling road using a standard version of the vehicle with only one rider and no additional optional equipment. Actual fuel consumption may vary depending on how you ride, how you maintain your vehicle, weather, road conditions, tire pressure, installation of accessories, cargo, rider and passenger weight, and other factors.

2023 CRF125

Model updatesThe 23YM CRF125F receives a new graphical upgrade keeping it in line with its larger family members, the CRF250R and CRF450R

Contents:

  1. Introduction
  2. Key features
  3. Technical specifications


1. Introduction

With its fun performance and looks that mirror its larger competition motocross siblings, the CRF125F is the perfect springboard for younger riders moving up from the smaller CRF50F and CRF110F to larger, more race-oriented competitive machinery. Available in both a standard and a ‘Big Wheel’ edition for taller riders for 23YM, it also receives a graphic update to keep it in line with its larger CRF250R and CRF450R siblings.


2. Key Features

2.1 Chassis

  • Twin spar steel frame
  • 31mm conventional telescopic front forks
  • Pro-link swingarm
  • Large 17in / 19in (‘Big Wheel’) front wheel with single 220mm brake disc
  • CRF450R style bodywork
  • Low 739mm / 785mm (‘Big Wheel’) seat height

The CRF125F features a twin spar steel frame with a heavy-duty design inspired by the frame architecture of the race-ready CRF250R and CRF450R motocrossers, providing a considered balance of rigidity and suppleness.

Conventional 31mm telescopic front forks deliver confidence-inspiring performance with 13.2cm / 16.8cm (‘Big Wheel’) of travel and are paired with a Pro-link swingarm and a single shock for consistent, high quality performance. The 17in / 19in (‘Big Wheel’) front wheel aids tractability and handling, and the 14in / 16in (‘Big Wheel’)  rear provides strong drive and agility. A single 220mm hydraulic front disc and 95mm rear drum provide strong, smooth stopping power.

Like every member of the Honda off-road CRF family, the CRF125F wears its heritage with pride. The 4.5L steel fuel tank, with integrated fuel pump and fuel filter, is protected by frame design shields in the event of a fall. The CRF450R-inspired bodywork is matched with a low 739mm / 785mm (‘Big Wheel’)  seat height, complemented with high, wide motocross bars that feature half-waffle grips, perfect for smaller hands. A handlebar-mounted multiple-function switch incorporates the starter button, ignition “key on” indicator, fuel-injection system status and a low fuel indicator warning, that illuminates when only 1L of fuel remains. The brake lever is adjustable for both comfort and performance.

For 23YM the CRF125F wears a striking all-red paint scheme and bold new graphics to celebrate Honda’s off-road racing pedigree.

2.2 Engine

  • 9cc SOHC engine returns with smooth, linear power delivery
  • Keihin electronically controlled fuel-injection system delivers friendly, linear power
  • Four-speed gearbox is well matched to the broad power spread
  • Electric starter for added convenience

The CRF125F’s SOHC 124.9cc four-stroke engine delivers smooth, easy-to-use linear power. Bore and stroke are 52.4 x 57.9mm with a 9:1 compression ratio.  The Keihin electronically- controlled fuel-injection system delivers linear and hesitation-free usable power at all rev ranges and throttle openings,

The CRF125F features a smooth-shifting, four speed transmission that is matched perfectly to the broad powerband for strong, engaging performance in any gear.

The electric starter gives convenience, with a kick start available as a backup.


3. Technical Specifications

  CRF125F CRF125F ‘BIG WHEEL’
ENGINE
Type Air cooled, two valve, four stroke SOHC 25º single cylinder
Displacement 124.9cc
Bore x Stroke 52.4.0 x 57.9mm
Compression Ratio 9.0:1
FUEL SYSTEM
Carburation Fuel injection
Fuel Tank Capacity 4.5L (inc. reserve)
ELECTRICAL SYSTEM
Starter Electric and kickstarter
DRIVETRAIN  
Clutch Type Wet multiplate
Transmission Type Manual 4-speed
Final Drive Chain 13T/46T Chain 13T/49T
FRAME  
Type Steel
CHASSIS  
Dimensions (L´W´H) 1770 x 739 x 1000mm 1857 x 769 x 1069mm
Wheelbase 1219mm 1255mm
Caster Angle 27°30’
Trail 81mm 94mm
Seat Height 739mm 785mm
Ground Clearance 211mm 267mm
Kerb Weight 87.99kg 90.27kg
SUSPENSION  
Type Front Conventional telescopic fork. 13.2cm of travel Conventional fork. 16.8cm of travel
Type Rear Single shock. 13.97cm of travel Single shock. 16.8cm of travel
WHEELS  
Type Front Aluminium spoke
Type Rear Aluminium spoke
Tyres Front 70/100-17 w/tube 10/100-19 w/tube
Tyres Rear 90/100-14 w/tube 90/100-16 w/tube
BRAKES  
Front Hydraulic, single 220mm disc
Rear Drum

All specifications are provisional and subject to change without notice

2023 CRF450RX

Model updatesHonda’s ultimate cross-country machine evolves once more, thanks to HRC’s fight at the very front of a world-class pack; considerably more low-down torque and a smoother power delivery for the engine promote corner-exit drive, while revised frame rigidity and suspension allow greater stability on braking, quicker turning, elevated front tyre grip and improved ability on rutted ground. It’s a bike designed to make going faster, easier. New graphics feature a brand new redesign of the iconic HRC logos.

 

Contents:

  1. Introduction
  2. Model overview
  3. Key features
  4. Technical specifications

 

  1. Introduction

For 17YM Honda introduced an all-new, competition-ready cross-country machine into its off-road line up – the CRF450RX. And it took as its rock-solid base the engine and chassis of the 17YM CRF450R – Honda’s first totally new 450cc motocrosser in eight years – with modifications including larger fuel tank,18-inch rear wheel, revised PGM-FI mapping and suspension changes.

The CRF450R was the perfect platform to expand on and gave the CRF450RX both the pure MX DNA to deal with any special stage and the confidence-inspiring competence to handle flat-out trails, challenging climbs and tight, tricky sections. And, just as importantly to an owner, it’s a high-quality machine built with the long-term Honda reliability that makes it easy to live with over years of use.

Development has mirrored the CRF450R, too. An HRC-developed cylinder head upped peak power and torque considerably in 19YM; HRC launch control was also added along with revised rigidity balance for the frame and swingarm, a new front brake caliper and adjustable-position Renthal Fatbar. For 20YM, just like its MX sibling, it received Honda Selectable Torque Control (HSTC).

21YM saw a major evolution for the CRF450RX. Starting from the exact same point as CRF450R – almost totally redesigned by HRC with advances taken directly from Tim Gajser’s 2019 MXGP championship-winning machine. 22YM bought ECU settings and suspension updates.

Now, for 23YM – underpinned by the factory rider feedback of the CRF450R – it follows the same direction of development; more low-down torque for the engine, matched to chassis changes that make going faster, easier for longer.

 

 

  1. Model Overview

Whether you’re a world-class racer, enthusiastic weekend campaigner or trail explorer, the easier it is to go fast, the faster you go. Since Tim Gajser’s 2019 MXGP championship win, the focus for the CRF450R has been around making everything – handling ability, power output and ergonomics – as rider-friendly as possible. And what’s good for the MX machine is equally important for the CRF450RX.

Newly revised rigidity for the frame allows an increase in rear damping force, for improved control, without unwanted stiffness. Likewise, front tyre grip is heightened and the 23YM machine (compared to the 22YM) is more stable and turns faster with better suspension reaction and bump absorption.

Driving the new chassis harder through and out of corners, the engine now produces much greater low-rpm torque with increased, smoother low-down power delivery; new intake ports, a longer air funnel, smaller diameter throttle body and revised, factory rider-spec. cam timing are responsible. The rear muffler has also been made more durable

New graphics feature new redesigned iconic HRC logos, representing the expansion of HRC’s racing activities

 

  1. Key Features

 3.1 Chassis

  • New frame rigidity balance improves stability and suspension action
  • The rear shock has an increased damping force to match for extra drive over ruts and increased traction
  • 49mm Showa forks also features revised damping
  • Compact seat design and plastics aid rider freedom; new 23YM graphics feature a brand new HRC logo

The 23YM CRF450RX pushes its handling ability further; it’s more stable on braking, turns faster and exits harder.

Detail adjustments to frame rigidity allow the suspension – with revised settings – to work more efficiently. The front downtube/cradle joint now uses 6mm wall thickness (rather than 4mm) at its joint; likewise, the upper shock mount is now also constructed from 6mm wall thickness (also up from 4mm). Steel cylinder head hangers replace the aluminium parts used by the 22YM machine; balanced to work with the frame’s new rigidity setting, front tyre traction is greatly improved.

All suspension settings are specific to the CRF450RX, given the wider variety of terrain and conditions the bike will cover compared to the pure MX machine. To match the frame ‘tune’, the rear shock features increased compression and rebound damping to gain drive, especially in rutted conditions without a stiffer feeling. There are 11 adjustment positions for rebound and 6 for high and low-speed compression. Oil volume is 421cc. The aluminium swingarm is 585.2mm long and works the shock through Pro-Link.

The Showa 49mm USD coil spring fork is based on the ‘factory’ unit supplied to MX race teams in the Japanese championship. It employs a 310mm stroke with 396cc oil volume and 13 adjustment positions for rebound, 15 for compression; damping settings have been revised – increased rebound and slightly less compression – for optimum front/rear balance.

Rake and trail are specific to the RX and set at 27°2’/115mm with 1477mm wheelbase. Ground clearance is 334mm. Dry weight is 107.6kg with a 49/51% front/rear balance.

Standard-fit, lightweight Renthal Fatbar flex for optimal comfort; the top yoke features two handlebar-holder locations for moving the handlebar rearward and forward by 26mm. When the holder is turned 180°, the handlebar can be moved an additional 10mm from the base position, resulting in four unique riding positions.

Up front, the twin-piston brake caliper employs 30 and 27mm diameter pistons and 260mm wave-pattern disc; along with low-expansion rate brake hose it gives both a strong feel and consistent staying power. The single-piston rear caliper is matched to a 240mm wave-pattern disc. Knuckle guards protect hands and levers while the forged aluminium sidestand tucks away neatly to minimise interference while riding.

DID aluminium rims, with directly attached spoke pattern layout are finished in black; the front is a 21 x 1.6in, the rear an 18 x 2.15in. The rear wheel was made both stronger and lighter for 21YM and tyres are Dunlop’s bespoke enduro-ready AT81 Geomax 90/90-21 front and 120/90-18 rear.

Minimal bodywork aids rider movement around the machine; maintenance is easy with only four 8mm bolts securing the plastics each side. Designed with Computational Flow Dynamics (CFD) for maximum through-flow of air, the one-piece radiator shrouds include a lower vent, with the radiator grills optimised for airflow. The plastic fuel tank holds 8L.

For 23YM, complementing its aggressive lines, CRF450RX features a striking all-new graphic treatment which includes the new redesigned iconic HRC logos, now italic, which has been introduced as HRC’s activities expand into 4W racing.

 

3.2 Engine

  • 7% more torque @ 5,000rpm and extra, smoother power available at low rpm
  • Narrower intake port shape, longer air funnel, 44mm throttle body, new valve timing and revised ECU settings create the change in output
  • Rear muffler now made of tougher aluminium, with no weight penalty

A much heavier low-range punch is the development direction of the 23YM 449.7cc four-valve Unicam engine – to make getting off a corner much quicker and easier. Maximum torque remains exactly as before, but at 5,000rpm there’s an extra 10.7% to make use of higher gears, reducing fatigue. The engine also starts making more power in the lower rpm range, with a 5% reduction at absolute peak.

To generate the stronger bottom-end torque the air funnel (a part drawn directly from the CRF450RW HRC race machine) is longer, and intake port shape narrower, increasing gas flow. Likewise, another HRC-developed part now found on the customer machine is a 44mm diameter throttle body, 2mm smaller and smoothing power delivery low-down. New valve springs and valve timing are direct result of feedback from HRC’s factory riders and the spec. they themselves use.

The exhaust muffler is now constructed from heat-treated aluminium to better withstand contact from the rider’s boot. Testing to prove its ability to resist distortion took place with impact from a 2.2kg weight travelling from 600mm away. After 5 strikes there was very little deformation compared to the 22YM design. Importantly, the material itself (and heat treatment) ensure zero weight gain.

Bore and stroke is set at 96 x 62.1mm with compression ratio of 13.5:1. A gear position sensor allows the use of three specific ignition maps for 1st and 2nd, 3rd and 4th, and 5th. An 8-plate hydraulic clutch gives outstanding control and feel at the lever as well as delivering consistent lever clearance under arduous riding conditions. It also reduces slippage at peak output.

Rock-solid reliability has always been a big factor in the CRF450RX’s success and a 5-hole piston oil jet and dual 12mm drum scavenge pump manage all-important lubrication.

 

3.3 Electronics

  • Honda Selectable Torque Control (HSTC) with 3 riding modes (plus OFF)
  • HRC Launch Control offers 3 start options
  • Engine Mode Select Button (EMSB) features 3 maps to adjust output character
  • HRC Setting tool tailors Aggressive and Smooth modes

The CRF450RX’s HSTC works to minimise rear wheel spin (thus reducing wasted forward drive) and maximise traction. It doesn’t use a wheel speed sensor, and critically maintains feel at the throttle while managing power; ignition timing is retarded and the PGM-FI controlled when the rate of change of rpm is detected to have gone over a set amount.

The three Modes differ in drive management level for different riding conditions:

  • Mode 1 intervenes most lightly, and after the longest time ­– useful for reducing wheelspin and maintaining control in tight corners.
  • Mode 3 has the system intervene more quickly and strongly, and is therefore useful in more slippery, muddy conditions.
  • Mode 2 naturally offers a mid-point between 1 and 3 in terms of speed and strength of intervention.

The Launch Control indicator, EFI warning, HSTC and EMSB mode button, and LED indicator are sited on the left handlebar. Pressing and holding the HSTC button for 0.5s will cycle the system to the next mode, with a green LED indication – 1 blink for Mode 1, 2 for Mode 2 and 3 for Mode 3 – to confirm selection.

The HSTC system can also be switched off completely. When the engine is turned on, the system uses the last-selected setting.

HRC Launch Control gives any rider the best option for a strong start and also has 3 modes to choose from:

Level 3 – 8,250rpm, muddy conditions/novice.

Level 2 – 8,500rpm, dry conditions/standard.

Level 1 – 9,500rpm, dry conditions/expert.

 

Activating HRC Launch Control is easy: to turn on, pull in the clutch and push the Start button on the right. The purple LED will blink once for Level 1 selection. Push the Start button again, for 0.5s or longer, and the LED will blink twice for Level 2. Repeat the process and the LED will blink 3 times, indicating that Level 3 has been chosen.

The Engine Mode Select Button (EMSB) alters the engine’s character and three maps are available to suit riding conditions or rider preference:

  • Mode 1 – Standard.
  • Mode 2 – Smooth.
  • Mode 3 – Aggressive.

 

The LED also displays mode selected, but with a blue light.

The HRC Setting Tool can deliver an ECU map with a much more ‘easy-going’ Smooth mode, with gentler throttle response for less experienced riders. It can also inject Aggressive mode with a ultra-sensitive throttle reaction and engine response for race conditions.

 

  1. Technical Specifications

Technical Specifications 

ENGINE
Type Liquid-cooled 4-stroke single cylinder Uni-cam
Displacement 449.7cc
Bore ´ Stroke 96.0mm x 62.1mm
Compression Ratio 13.5: 1
FUEL SYSTEM
Carburation Fuel injection
Fuel Tank Capacity 8 litres
ELECTRICAL SYSTEM
Ignition Digital CDI
Starter Self-starter
DRIVETRAIN
Clutch Type Wet type multi-plate
Transmission Type Constant mesh, 5-speed, manual
Final Drive Chain
FRAME
Type Aluminium twin tube
CHASSIS
Dimensions (L´W´H) 2,174 x 839 x 1,280mm
Wheelbase 1,477mm
Caster Angle 27.2°
Trail 115mm
Seat Height 961mm
Ground Clearance 334mm
Weight Dry 107.6kg – Wet 113.6kg
SUSPENSION
Type Front Showa 49mm USD fork
Type Rear Showa monoshock using Honda Pro-Link
WHEELS
Type Front Aluminium, spoke
Type Rear Aluminium, spoke
Tyres Front 90/90-21M Dunlop Geomax AT81F
Tyres Rear 120/90-18M Dunlop Geomax AT81
BRAKES
Front Single 260mm disc
Rear Single 240mm disc
ADDITIONAL FEATURES
Electronics HRC Launch Control

HSTC

 

All specifications are provisional and subject to change without notice

Please note that the figures provided are results obtained by Honda under standardised testing conditions prescribed by WMTC. Tests are conducted on a rolling road using a standard version of the vehicle with only one rider and no additional optional equipment. Actual fuel consumption may vary depending on how you ride, how you maintain your vehicle, weather, road conditions, tire pressure, installation of accessories, cargo, rider and passenger weight, and other factors.

2023 CRF450R

Model updatesHonda’s MX flagship evolves once more, thanks to lessons learned from fighting at the very front of a world-class pack. The 23YM has considerably more low-down torque and a smoother power delivery for the engine to promote corner-exit drive, while revised frame rigidity and suspension generate greater stability on braking, quicker turning, elevated front tyre grip and improved ability on rutted ground. It’s a bike designed to make going faster, easier. As well as a new graphic treatment featuring a brand new redesign of the iconic HRC logos, for 23YM only, to mark 5 decades since the iconic CR250M Elsinore took to the track as Honda’s first MX racer, a special CRF450R 50th Anniversary model will also be available, drawing its aesthetic inspiration from the legendary CRs of the 1980s.

 

https://www.youtube.com/shorts/CJmURV7udmo

 

Contents:

  1. Introduction
  2. Model overview
  3. Key features
  4. Technical specifications

 

  1. Introduction

The Honda CRF450R has been the benchmark motocrosser since its introduction in 2002. Its package has always aimed to offer its rider – whether amateur enthusiast or pro-racer – total control through balance and agility. Plus, of course, it’s built with the quality, durability and longevity that Honda has long been famed for.

And it’s a race bike that has constantly evolved. In 17YM, under the concept of ‘ABSOLUTE HOLESHOT!’, Europe’s favourite open-class MX machine was given a ground-up redesign, with completely new chassis and a major top end power boost from a brand-new engine. Standard-fit electric start was a convenient addition in 18YM and, for 19YM, an HRC-developed cylinder head upped power and torque considerably; HRC launch control was also added. In 20YM the CRF450R gained Honda Selectable Torque Control (HSTC).

For 21YM, aside from the wheels and the fundamental engine architecture, the CRF450R was effectively a totally new bike, drawing heavily on developments from the 2019 MX GP championship winning CRF450RW of Tim Gajser. He and HRC secured the title for a second year in 2020 and finished a close third in 2021.

Detail refinements followed for the 22YM CRF450R but the game moves on constantly, and the 23YM machine jumps out of the gate with a host of factory rider and HRC-led updates (from Europe and America) to the engine and chassis aimed at making going fast, really fast, that much easier. For all riders, lap after lap.

And 23YM is a special year for Honda’s off-road range – it marks 50 years since the arrival of the first ‘straight out of the crate’ MX racer, the CR250M Elsinore. To commemorate such an impressive milestone, while the standard CRF450R gets updated graphics and a new HRC logo there will also be a CRF450R 50th Anniversary limited edition, only available in 23YM, which pays stunning homage to the seminal bikes of the 1980s.

As always, the CRF450R remains to its core the HRC racer it is possible to buy.

 

  1. Model Overview

HRC rider feedback from the FIM World MXGP, AMA Supercross and Pro Motocross championships has steered the direction of CRF450R development. As a result, the 23YM machine is easier to rider faster, for longer.

Revised rigidity for the frame allows an increase in rear spring rate and damping, for improved control, without unwanted stiffness. Likewise, front tyre grip is heightened and the 23YM machine (compared to the 22YM) is more stable and turns faster with better suspension reaction and bump absorption.

Driving the new chassis harder through and out of corners, the engine now produces much greater low-rpm torque with increased, smoother low-down power delivery; new intake ports, a longer air funnel, smaller diameter throttle body and revised, factory rider-spec. cam timing are responsible. The rear muffler has also been made more durable.

New graphics feature new redesigned iconic HRC logos, representing the expansion of HRC’s racing activities, while the 23YM CRF450R 50th Anniversary marks 50 years since the CR250M Elsinore took to the racetrack, starting Honda on its MX odyssey.

 

  1. Key Features

 3.1 Chassis

  • New frame rigidity balance improves stability and suspension action
  • The rear shock has an increased spring rate with damping to match for extra drive over ruts and increased traction
  • 49mm Showa forks also features revised damping
  • Compact seat design and plastics aid rider freedom; new 23YM graphics feature a brand new HRC logo
  • Limited Edition 50th Anniversary Edition only available for 23YM

The 23YM CRF450R pushes its handling ability further, as an evolution of the Razor Sharp Cornering banner that led the 21YM redesign; it’s more stable on braking, turns faster and exits corners more strongly.

Detail adjustments to frame rigidity allow the suspension – with revised settings – to work more efficiently. The front downtube/cradle joint now uses 6mm wall thickness (rather than 4mm) at its joint; likewise, the upper shock mount is now also constructed from 6mm wall thickness (also up from 4mm). Steel cylinder head hangers replace the aluminium parts used by the 22YM machine; balanced to work with the frame’s new rigidity setting, front tyre traction is greatly improved.

Also, to match the frame ‘tune’, a new spring rate for the Showa rear shock ­– 56N/mm from 54N/mm ­– with revised damping, gains drive, especially in rutted conditions without a stiffer feeling. There are 11 adjustment positions for rebound and 6 for high and low-speed compression. Oil volume is 421cc. The aluminium swingarm is 585.2mm long and works the shock through Pro-Link.

The Showa 49mm USD coil spring fork is based on the ‘factory’ unit supplied to MX race teams in the Japanese championship. It employs a 310mm stroke with 387cc oil volume and 13 adjustment positions for rebound, 15 for compression; damping settings have been revised for an optimum front/rear balance.

Rake and trail are set at 27°7’/113.9mm with 1481mm wheelbase and 336mm ground clearance. Dry weight is 105.8kg with a 49/51% front/rear balance.

Standard-fit, lightweight Renthal Fatbar flex for optimal comfort; the top yoke features two handlebar-holder locations for moving the handlebar rearward and forward by 26mm. When the holder is turned 180°, the handlebar can be moved an additional 10mm from the base position, resulting in four unique riding positions.

Up front, the twin-piston brake caliper employs 30 and 27mm diameter pistons and 260mm wave-pattern disc; along with low-expansion rate brake hose it gives both a strong feel and consistent staying power. The single-piston rear caliper is matched to a 240mm wave-pattern disc.

DID aluminium rims, with directly attached spoke pattern layout are finished in black; the front is a 21 x 1.6in, the rear a 19 x 2.15in. The rear wheel was made both stronger and lighter for 21YM and Dunlop’s MX33F/MX33 soft-terrain tyres are fitted as standard equipment.

Minimal bodywork aids rider movement around the machine; maintenance is easy with only four 8mm bolts securing the plastics each side. Designed with Computational Flow Dynamics (CFD) for maximum through-flow of air, the one-piece radiator shrouds include a lower vent, with the radiator grills optimised for airflow. The titanium fuel tank holds 6.3L.

For 23YM, complementing its aggressive lines, CRF450R features a striking all-new graphic treatment which includes the new redesigned iconic HRC logos, now italic, which has been introduced as HRC’s activities expand into 4W racing.

 

23YM CRF450R 50th Anniversary

 2023 will mark 50 years since the Honda’s first ever production MX racer – the CR250M Elsinore – took to the track in Japan. In celebration of this milestone Honda is making available a very special, limited edition CRF450R 50th Anniversary, for 23YM only. Drawing inspiration from the HRC machines of the 1980s, it’s a visually stunning statement of pure racing intent and history. Key differences over the ‘stock’ machine are:

  • Blue seat cover
  • White number board on the rear side covers, plus white front number board
  • Unique radiator shroud graphics
  • Gold wheels and handlebar
  • Metallic Grey top and bottom yokes
  • Honda Wing logo on front mudguard

 

3.2 Engine

  • 7% more torque @ 5,000rpm and extra, smoother power available at low rpm
  • Narrower intake port shape, longer air funnel, 44mm throttle body, new valve timing and revised ECU settings create the change in output
  • Rear muffler now made of tougher aluminium, with no weight penalty

Much stronger low-range punch is the development direction of the 23YM 449.7cc four-valve Unicam engine – to make getting out of a  corner much quicker and easier. Maximum torque remains exactly as before, but at 5,000rpm there’s an extra 10.7% to make use of higher gears reducing fatigue over the duration of a race. The engine also starts making more power in the lower rpm range, with a 5% reduction at absolute peak.

To generate the stronger bottom-end torque the air funnel (a part drawn directly from the CRF450RW HRC race machine) is longer, and intake port shape narrower, increasing gas flow. Likewise, another HRC-developed part now found on the customer machine is a 44mm throttle body, 2mm smaller in diameter and smoothing power delivery low-down. New valve springs and valve timing are direct result of feedback from HRC’s factory riders and the spec. they themselves use.

The exhaust muffler is now constructed from heat-treated aluminium to better stand up to the rider’s boot. Testing to prove its ability to resist distortion took place with impact from a 2.2kg weight travelling from 600mm away; after 5 strikes there was very little deformation compared to the 22YM design. Importantly, the material itself (and heat treatment) ensure zero weight gain.

Bore and stroke is set at 96 x 62.1mm with compression ratio of 13.5:1. A gear position sensor allows the use of three specific ignition maps for 1st and 2nd, 3rd and 4th, and 5th. An 8-plate hydraulic clutch gives outstanding control and feel at the lever as well as delivering consistent lever clearance under arduous riding conditions. It also reduces slippage at peak output.

Rock-solid reliability has always been a big factor in the CRF450R’s success and a 5-hole piston oil jet and dual 12mm drum scavenge pump manage all-important lubrication

 

3.3 Electronics

  • Honda Selectable Torque Control (HSTC) with 3 riding modes (plus OFF)
  • HRC Launch Control offers 3 start options
  • Engine Mode Select Button (EMSB) features 3 maps to adjust output character
  • HRC Setting tool tailors Aggressive and Smooth modes

The CRF450R’s HSTC works to minimise rear wheel spin (thus reducing wasted forward drive) and maximise traction. It doesn’t use a wheel speed sensor, and critically maintains feel at the throttle while managing power; ignition timing is retarded and the PGM-FI controlled when the rate of change of rpm is detected to have gone over a set amount.

The three Modes differ in drive management level for different riding conditions:

  • Mode 1 intervenes most lightly, and after the longest time ­– useful for reducing wheelspin and maintaining control in tight corners.
  • Mode 2 naturally offers a mid-point between 1 and 3 in terms of speed and strength of intervention.
  • Mode 3 has the system intervene more quickly and strongly, and is therefore useful in more slippery, muddy conditions.

 

The Launch Control indicator, EFI warning, HSTC and EMSB mode button, and LED indicator are sited on the left handlebar. Pressing and holding the HSTC button for 0.5s will cycle the system to the next mode, with a green LED indication – 1 blink for Mode 1, 2 for Mode 2 and 3 for Mode 3 – to confirm selection.

The HSTC system can also be switched off completely. When the engine is turned on, the system uses the last-selected setting.

HRC Launch Control gives any rider the best option for a strong start and also has 3 modes to choose from:

  • Level 3 – 8,250rpm, muddy conditions/novice.
  • Level 2 – 8,500rpm, dry conditions/standard.
  • Level 1 – 9,500rpm, dry conditions/expert.

 

Activating HRC Launch Control is easy: to turn on, pull in the clutch and push the Start button on the right. The purple LED will blink once for Level 1 selection. Push the Start button again, for 0.5s or longer, and the LED will blink twice for Level 2. Repeat the process and the LED will blink 3 times, indicating that Level 3 has been chosen.

The Engine Mode Select Button (EMSB) alters the engine’s character and three maps are available to suit riding conditions or rider preference:

  • Mode 1 – Standard.
  • Mode 2 – Smooth.
  • Mode 3 – Aggressive.

 

The LED also displays mode selected, but with a blue light.

The HRC Setting Tool can deliver an ECU map with a much more ‘easy-going’ Smooth mode, with gentler throttle response for less experienced riders. It can also inject Aggressive mode with an ultra-sensitive throttle reaction and engine response for race conditions.

 

  1. Technical Specifications 
ENGINE
Type Liquid-cooled 4-stroke single cylinder uni-cam
Displacement 449.7cc
Bore ´ Stroke 96.0mm x 62.1mm
Compression Ratio 13.5:1
FUEL SYSTEM
Carburation Fuel injection
Fuel Tank Capacity 6.3L
ELECTRICAL SYSTEM
Starter Electric
DRIVETRAIN
Clutch Type Wet type multi-plate
Transmission Type Constant mesh, 5-speed,manual
Final Drive Chain
FRAME
Type Aluminium twin tube
CHASSIS
Dimensions (L´W´H) 2,182 x 827 x 1,267mm
Wheelbase 1,481mm
Caster Angle 27.7°
Trail 113.9mm
Seat Height 965mm
Ground Clearance 336mm
Weight Dry 105.8kg – wet 110.6kg
SUSPENSION
Type Front Showa 49mm USD fork
Type Rear Showa monoshock using Honda Pro-Link
WHEELS
Type Front Aluminium, spoke
Type Rear Aluminium,  spoke
Tyres Front 80/100-21-51M Dunlop MX33F
Tyres Rear 120/80-19-63M Dunlop MX33
BRAKES
Front Single 260mm disc
Rear Single 240mm disc
ADDITIONAL FEATURES
Electronics HRC Launch Control

HSTC

 

All specifications are provisional and subject to change without notice

Please note that the figures provided are results obtained by Honda under standardised testing conditions prescribed by WMTC. Tests are conducted on a rolling road using a standard version of the vehicle with only one rider and no additional optional equipment. Actual fuel consumption may vary depending on how you ride, how you maintain your vehicle, weather, road conditions, tire pressure, installation of accessories, cargo, rider and passenger weight, and other factors.

 

2023 CRF250RX

Model updates: Mechanically unchanged for 23YM the off-road ready CRF250RX is stronger than ever; in 22YM it got the lightweight chassis of the CRF450RX plus extensive cylinder head development for a considerable low-rpm torque boost. Cooling efficiency was also improved, while a strengthened gearbox got revised ratios and nine-plate clutch. The Showa suspension is set to deal with a variety of terrain and conditions and knuckle guards are also standard fit. A new graphic treatment marks out the 23YM machine and features a brand new redesign of the iconic HRC logos.

 

Contents:

  1. Introduction
  2. Model overview
  3. Key features
  4. Technical specifications

 

  1. Introduction

In 19YM Honda’s stable of competition machines grew with a cross-country option in the form of the CRF250RX; based on the CRF250R and with off-road specific modifications drawn from the CRF450RX including larger fuel tank,18-inch rear wheel plus off-road specific engine mapping and suspension changes to ensure it was equally at home speeding up a root-strewn climb or slicing precious seconds off an Enduro special test.

For 20YM it followed development of the CRF250R and gained a major low to mid-range power and torque boost, plus the frame and swingarm of the 19YM CRF450RX. 22YM saw a major step forward for the CRF250RX, including chassis upgrades inherited from the 21YM CRF450RX improving both ability and agility plus a boost in low-rpm torque for the engine.

The CRF250RX is mechanically unchanged for 23YM apart from a crisp new graphic treatment which features the new redesigned iconic HRC logos, representing the expansion of HRC’s racing activities.

 

  1. Model Overview

It’s worth recapping why 22YM was such a big advance for the CRF250RX; to make going fast easier, the cumulative learnings of recent CRF450R developments have focused around reducing rider fatigue – which helps riders not only of world-class calibre but also MX enthusiasts of all ability levels to post constantly optimal lap times.

And what’s good for a 450 is even better for a 250. A full 3kg lighter than the 21YM design, the CRF250RX’s frame and swingarm’s rigidity balance – combined with tighter chassis geometry and heightened ground clearance – target peak cornering performance and ease of handling. In support, the Showa suspension received brand-new valving, improving bump absorption, traction and control.

Engine performance was not forgotten either. Riders have always loved the top-end power hit and, to link up with the healthy mid-range, extensive revision to both intake and exhaust efficiency yielded much-improved low-rpm drive. Enhanced high-rpm cam timing accuracy was also a focus alongside long-term reliability, while a 9-plate clutch and strengthened gearbox (with optimised ratios) ensures none of the extra punch is wasted.

 

  1. Key Features

 3.1 Chassis

  • HRC input running through frame, swingarm, rigidity balance and geometry for enhanced cornering ability and ease of use
  • 49mm Showa front fork with spring rate and compression/rebound damping optimised front and rear for off-road use
  • Compact seat design and plastics aid rider freedom; new 23YM graphics with a brand new HRC logo

Where the CRF450RX leads, the CRF250RX follows. So it is equipped with the same platform that debuted on the production 21YM CRF450R and RX, after intense development from HRC. And it’s a championship-winning base point –Tim Gajser secured two consecutive MXGP titles with it. Alongside the punchier engine, a 3kg weight saving, geometry changes and suspension upgrades cohere to create a package that’s easier to ride hard.

The CRF250RX’s chassis dynamic was also new; while torsional rigidity was maintained lateral rigidity reduced 20% to increase corner speed, traction and steering accuracy. The swingarm pivot point features optimised rib placement while the aluminium swingarm has a rigidity balance tuned to match the frame.

Both top and bottom yokes use increased flex over the previous design to give sharper, more agile cornering and bump reaction. The CRF250RX’s suspension uses specific settings, with a broader performance range than the CRF250R.

For smooth cornering performance the 49mm Showa USD coil spring forks use 310mm stroke with axle clamps designed to improve grip and rut ride-over ability. The Showa rear shock’s main piston uses valving – with matching Pro-Link ratio – set for faster response and smoother bump absorption and rut ride-over.

Rake and trail are set at 27.15°/114mm with wheelbase of 1477mm and 335mm ground clearance. Kerb weight is 108kg. The compact seat aids the rider’s freedom of movement around the slimline machine. It’s also simple to remove and install. Maintenance is easy, with just 4, 8mm bolts securing the minimal bodywork.

Standard-fit, lightweight Renthal Fatbar flex for optimal comfort; the top yoke features two handlebar-holder locations for moving the handlebar rearward and forward by 26mm. When the holder is turned 180°, the handlebar can be moved an additional 10mm from the base position, resulting in four unique riding positions.

Up front, the twin-piston brake caliper employs 30 and 27mm diameter pistons and 260mm wave-pattern disc; along with low-expansion rate brake hose, it gives both a strong feel and consistent staying power. The single-piston rear caliper is matched to a 240mm wave-pattern disc. Knuckle guards protect hands and levers while the forged aluminium sidestand tucks away neatly to minimise interference while riding.

DID aluminium rims, with directly attached spoke pattern layout are finished in black; the front is a 21 x 1.6in, the rear an 18 x 2.15in. Tyres are Dunlop’s bespoke enduro-ready AT81 Geomax 90/90-21 front and 110/100-18 rear.

Designed with Computational Flow Dynamics (CFD) for maximum through-flow of air, the radiator shrouds are constructed from one piece of plastic and include a lower vent. The plastic fuel tank holds 8L.

For 23YM, complementing its aggressive lines, CRF250RX features a striking all-new graphic treatment which includes the new redesigned iconic HRC logos, now italic, which represents HRC’s racing expansion into 4W racing activities.

 

3.2 Engine

  • Last year’s development of intake and cylinder head plus straight exhaust port/downtube and single muffler equates to 10% more power and up to 15% extra torque.
  • High-rpm valve-timing accuracy and cylinder head oil delivery also improved
  • 9-plate clutch improves endurance with lighter lever feel
  • Gearbox ratios tailored for roll-on ‘snap’
  • Efficient radiator cooling

 The CRF250RX shares the engine of its MX sibling for a fully-rounded performance throughout the rev-range – with the same peak power and low-rpm torque upgrade – but has its own fuelling and ignition mapping to soften the power delivery for the wide-ranging conditions off-road riding presents.

22YM’s update was significant; picking up early in the rev-range, power output is smooth and linear, while torque bulges at significantly lower rpm. Overall, there’s up to 10% more power and 15% torque across the rev range compared to the previous design, for fluid, same gear corner-to-corner over-rev. The result in your throttle hand is a big-hitting engine with an even heavier hit delivering strong, accessible drive from low down to make real use of the chassis’ agility.

Low-rpm combustion stability and gas flow in, and out, of the chamber are the main drivers of improvement. The air intake funnel and cone tube feeds to an injector set at a 60° angle and out to a straight exhaust port. A 4.1L airbox ensures high intake efficiency and air intake cooling; the air filter’s also easy to access.

The intake cam sprocket is press-fit, saving weight and increasing rigidity. Double springs for the intake valves give extra high-rpm control. The oil’s pathway to the camshaft journals – and a rigid camshaft holder and head – reduce journal friction.

Precise alignment of the rocker arm shaft position aids high-rpm performance while the piston and connecting rod design maximise efficiency. Bore and stroke is set at 79 x 50.9mm, with a 4.5mm cylinder offset to reduce friction and compression ratio of 13.9:1. The valves are titanium; 33mm inlet and 26mm exhaust.

A lightweight single muffler expels spent gases The downpipe allows a straight shot; optimised internal dimensions enhance combustion stability and exhaust efficiency. Its compact nature also allows a slim body. To cope with the extra heat generated by a harder-working engine cooling is improved, while the radiator shrouds generate extra airflow.

Extra levels of reliability are built in. The water pump gear design deals efficiently with high-temperature oil while pressure to the cylinder head ensures greater oil flow. A 5-hole piston oil jet maintains optimum piston cooling and ignition timing. The combined oil pump/drive gear is on the right-hand side of the engine, with the oil filter and oil way on the right side – the oil’s path around the engine is short and straightforward and the oil also lubricates the clutch and transmission, with a total oil capacity of 1.35L.

To improve endurance, engagement feel and a lighter lever action the clutch employs 9 plates, spreading the load applied to the friction material. Also, an additional friction spring in the damper chamber, optimised lubrication, friction materials and primary ratio – plus more rigid clutch centre – contribute to higher performance and (compared to the previous design) a 21% increase in endurance. The operational load on the clutch lever is reduced by 4%.

To deal with the load applied by the clutch, as well as maximise drive from any rpm point, the gearbox – without adding weight – features a layout built for extra strength. The ratios too are carefully tailored: a tall 1st, short 2nd, tall 3rd and short 4th/5th.

The shift pattern uses one shift fork going up from 2nd to 3rd with two lead grooves and countershaft rigidity designed to reduce friction. The result is much better shifting feel between two critical gears. A gear position sensor allows the use of specific engine maps for different gears.

 

3.3 Electronics

  • HRC Launch Control offers 3 start options
  • Engine Mode Select Button (EMSB) features 3 maps to adjust output character

HRC’s Launch Control system gives any rider the best option for a strong start and has 3 modes to choose from:

  • Level 3 – 10,000rpm, muddy conditions/novice.
  • Level 2 – 11,750rpm, dry conditions/standard.
  • Level 1 – 13,000rpm, dry conditions/expert.

 

Activating HRC Launch Control is easy – to turn on, pull in the clutch and push the Start button on the right. The LED will blink once for Level 1 selection. Push the Start button again, for 0.5s or longer, and the LED will blink twice for Level 2. Repeat the process and the LED will blink 3 times, indicating that Level 3 has been chosen.

The Engine Mode Select Button (EMSB) alters the engine’s characteristics and three maps are available to suit riding conditions or rider preference: Mode 1 (Standard), Mode 2 (Smooth) and Mode 3 (Aggressive). The LED also displays Mode selected.

The rider controls and displays – engine stop button, EFI warning, EMSB mode button and LED indicator – are all sited on the left handlebar.

 

  1. Technical Specifications
ENGINE
Type Liquid-cooled 4-stroke single DOHC
Displacement 249.4cc
Bore x Stroke 79mm x 50.9mm
Compression Ratio 13.9:1
Oil Capacity 1.35L
FUEL SYSTEM
Carburation Fuel injection
Fuel Tank Capacity 8L
ELECTRICAL SYSTEM
Starter Electric
DRIVETRAIN
Clutch Type Wet multiplate
Transmission Type Constant mesh
Final Drive Chain
FRAME
Type Aluminium twin tube
CHASSIS
Dimensions (L´W´H) 2,176 x 839 x 1,281mm
Wheelbase 1,477mm
Caster Angle 27.15°
Trail 114mm
Seat Height 964mm
Ground Clearance 335mm
Kerb Weight 108kg
SUSPENSION
Type Front 49mm Showa (Hitachi Astemo, Ltd) coil-spring USD fork
Type Rear Showa (Hitachi Astemo, Ltd.) Mono shock with Honda Pro-Link
WHEELS
Type Front Aluminium spoke
Type Rear Aluminium spoke
Tyres Front 90/90-21 Dunlop AT81
Tyres Rear 110/100-18 Dunlop AT81
BRAKES
Front 260mm hydraulic wave disc
Rear 240mm hydraulic wave disc
INSTRUMENTS
Additional Features HRC Launch Control

 

All specifications are provisional and subject to change without notice

Please note that the figures provided are results obtained by Honda under standardised testing conditions prescribed by WMTC. Tests are conducted on a rolling road using a standard version of the vehicle with only one rider and no additional optional equipment. Actual fuel consumption may vary depending on how you ride, how you maintain your vehicle, weather, road conditions, tire pressure, installation of accessories, cargo, rider and passenger weight, and other factors.

2023 CRF250R

Model updates: Mechanically unchanged for 23YM the CRF250R is still the strongest it’s ever been; in 22YM it got the MXGP championship-winning chassis of the CRF450R plus extensive cylinder head development for a considerable low-rpm torque boost. Cooling efficiency was also improved, while a strengthened gearbox got revised ratios and nine-plate clutch. A new graphic treatment marks out the 23YM machine and features a brand new redesign of the iconic HRC logos.

 

Contents:

  1. Introduction
  2. Model overview
  3. Key features
  4. Technical specifications

 

  1. Introduction

The MX2 class is a relentless, close-quarter battle. And Honda’s CRF250R has proved itself a worthy weapon for the fight. Competition has led its evolution over time, through increments and steps, into a platform that the amateur MX enthusiast – as well as pro-racer – can extract the utmost out of, every metre of every lap.

Over the last 5 years it’s been on a massive development journey. In 18YM the CRF250R underwent a ground-up redesign that inherited the ‘Absolute Holeshot’ philosophy of the 17YM CRF450R, sharing its seventh-generation frame, revised geometry and Showa suspension. It was also armed with a brand-new DOHC engine and switchable engine mapping; rider-focused ergonomics ensured it remained an MX machine that the hobby rider could exploit to their individual level of ability.

The 19YM CRF250R received a boost to low-rpm torque, through extensive intake and exhaust development plus HRC launch control, revised front brake caliper and adjustable-position Renthal Fatbars. In 20YM it moved forward once again, with the frame and swingarm of the 19YM CRF450R and more mid-range for the engine.

For 22YM it made a significant performance leap to make it ‘The Strongest Ever’ including major chassis upgrades inherited from the 21YM CRF450R, improving both ability and agility. It also received stronger low-rpm torque to make best use of the new chassis, with improved toughness and durability.

The CRF250R is mechanically unchanged for 23YM apart from a crisp new graphic treatment which features the new redesigned iconic HRC logos, representing the expansion of HRC’s racing activities.

 

  1. Model Overview

It’s worth recapping why 22YM was such a big advance for the CRF250R; to make going fast easier, the cumulative learnings of recent CRF450R developments have focused around reducing rider fatigue – which helps riders not only of world-class calibre but also MX enthusiasts of all ability levels to post constantly optimal lap times.

And what’s good for the 450 is even better for the 250. A full 3kg lighter than the 21YM design, the CRF250R’s frame and swingarm’s rigidity balance – combined with tighter chassis geometry and heightened ground clearance – target peak cornering performance and ease of handling. In support, the Showa suspension received brand-new valving, improving bump absorption, traction and control.

Engine performance was not forgotten either. Riders have always loved the CRF250R’s top-end power hit and to link up with the healthy mid-range, extensive revision to both intake and exhaust efficiency yielded much-improved low-rpm drive. Enhanced high-rpm cam timing accuracy was also a focus alongside long-term reliability, while a 9-plate clutch and strengthened gearbox (with optimised ratios) ensure none of the extra punch is wasted.

 

  1. Key Features

3.1 Chassis

  • HRC input running through frame, swingarm, rigidity balance and geometry for enhanced cornering ability and ease of use
  • 49mm Showa front fork with optimised spring rate and compression/rebound damping front and rear
  • Compact seat design and plastics aid rider freedom; new 23YM graphics with a brand new HRC logo

Where the CRF450R leads, the CRF250R follows. So, it is equipped with the same platform that debuted on the production 21YM CRF450R, after intense development from HRC. And it’s a championship-winning base point –Tim Gajser secured two consecutive MXGP titles with it. Alongside the punchier engine, a 3kg weight saving, geometry changes and suspension upgrades cohere to create a package that’s easier to ride fast, lap after lap.

The CRF250R’s chassis dynamic was also new; while torsional rigidity was maintained lateral rigidity reduced 20% to increase corner speed, traction and steering accuracy. The swingarm pivot point features optimised rib placement while the aluminium swingarm has a rigidity balance tuned to match the frame.

Both top and bottom yokes use increased flex over the previous design, to give sharper, more agile cornering and bump reaction. Up front are fully adjustable, 49mm Showa USD coil spring forks. For smooth cornering performance the forks use 310mm stroke with axle clamps designed to improve grip and rut ride-over ability. The Showa rear shock’s main piston uses valving – with matching Pro-Link ratio – set for faster response and smoother bump absorption and rut ride-over.

Rake and trail are set at 27.32°/115mm with wheelbase of 1477mm. Ground clearance is 333mm; kerb weight is 104kg. The compact seat aids the rider’s freedom of movement around the slimline machine. It’s also simple to remove and install. Maintenance is easy, with just 4, 8mm bolts securing the minimal bodywork.

Designed with Computational Flow Dynamics (CFD) for maximum through-flow of air, the radiator shrouds are constructed from one piece of plastic and include a lower vent. The titanium fuel tank holds 6.3L.

Standard-fit, lightweight Renthal Fatbar flex for optimal comfort; the top yoke features two handlebar-holder locations for moving the handlebar rearward and forward by 26mm. When the holder is turned 180°, the handlebar can be moved an additional 10mm from the base position, resulting in four unique riding positions.

Up front, the twin-piston brake caliper employs 30 and 27mm diameter pistons and 260mm wave-pattern disc; along with low-expansion rate brake hose, it gives both a strong feel and consistent staying power. The single-piston rear caliper is matched to a 240mm wave-pattern disc.

DID aluminium rims, with directly attached spoke pattern layout are finished in black; 80/100-21 Pirelli MX32 Midsoft front and 100/90-19 Pirelli MX32 Midsoft rear soft-terrain tyres are fitted as standard equipment.

For 23YM, complementing its aggressive lines, CRF250R features a striking all-new graphic treatment which includes the new redesigned iconic HRC logos, now italic, which represents HRC’s racing expansion into 4W racing activities.

 

3.2 Engine

  • Last year’s intake and cylinder head development plus straight exhaust port/downtube and single muffler yielded up to 10% more power and up to 15% extra torque.
  • High-rpm valve-timing accuracy and cylinder head oil delivery improved
  • 9-plate clutch improves endurance with lighter lever feel
  • Gearbox ratios tailored for roll-on ‘snap’
  • Highly efficient radiator cooling

 The CRF250R’s 249.4cc DOHC engine has long established a top-end that’s one of the best trackside and improved torque and power from low rpm – with zero loss at peak – drove development for the 22YM tune, which carries on into 23YM.

Picking up early in the rev-range, power output is smooth and linear, while torque bulges at significantly lower rpm. Overall, there’s up to 10% more power and 15% torque across the rev range compared to the previous design, for fluid, same gear corner-to-corner over-rev. The result in your throttle hand is a big-hitting engine with an even heavier punch delivering strong, accessible drive from low down to make real use of the chassis’ agility.

Low-rpm combustion stability and gas flow in, and out, of the chamber are the main drivers of improvement. The air intake funnel and cone tube feeds to an injector set at a 60° angle and out to a straight exhaust port. A 4.1L airbox ensures high intake efficiency and air intake cooling; the air filter’s also easy to access.

The intake cam sprocket is press-fit, saving weight and increasing rigidity. Double springs for the intake valves give extra high-rpm control. The oil’s pathway to the camshaft journals – and a rigid camshaft holder and head – reduce journal friction.

Precise alignment of the rocker arm shaft position aids high-rpm performance while the piston and connecting rod design maximise efficiency. Bore and stroke is set at 79 x 50.9mm, with a 4.5mm cylinder offset to reduce friction and compression ratio of 13.9:1. The valves are titanium; 33mm inlet and 26mm exhaust.

A lightweight single muffler expels spent gases The downpipe allows a straight shot; optimised internal dimensions enhance combustion stability and exhaust efficiency. Its compact nature also allows a slim body. To cope with the extra heat generated by a harder-working engine cooling is improved, while the radiator shrouds generate extra airflow.

Extra levels of reliability are built in. The water pump gear design deals efficiently with high-temperature oil while pressure to the cylinder head ensures greater oil flow. A 5-hole piston oil jet maintains optimum piston cooling and ignition timing. The combined oil pump/drive gear is on the right-hand side of the engine, with the oil filter and oil way on the right side – the oil’s path around the engine is short and straightforward and the oil also lubricates the clutch and transmission, with a total oil capacity of 1.35L.

To improve endurance, engagement feel and a lighter lever action the clutch employs 9 plates, spreading the load applied to the friction material. Also, an additional friction spring in the damper chamber, optimised lubrication, friction materials and primary ratio – plus more rigid clutch centre – contribute to higher performance and (compared to the previous design) a 21% increase in endurance. The operational load on the clutch lever is reduced by 4%.

To deal with the load applied by the new clutch, as well as maximise drive from any rpm point, the gearbox – without adding weight – features a layout built for extra strength. The ratios too are carefully tailored: a tall 1st, short 2nd, tall 3rd and short 4th/5th.

The shift pattern uses one shift fork going up from 2nd to 3rd with two lead grooves and countershaft rigidity designed to reduce friction. The result is much better shifting feel between two critical gears. A gear position sensor allows the use of specific engine maps for different gears.

 

3.3 Electronics

  • HRC Launch Control offers 3 start options
  • Engine Mode Select Button (EMSB) features 3 maps to adjust output character

HRC’s Launch Control system gives any rider the best option for a strong start and has 3 modes to choose from:

  • Level 3 – 10,000rpm, muddy conditions/novice.
  • Level 2 – 11,750rpm, dry conditions/standard.
  • Level 1 – 13,000rpm, dry conditions/expert.

 

Activating HRC Launch Control is easy – to turn on, pull in the clutch and push the Start button on the right. The LED will blink once for Level 1 selection. Push the Start button again, for 0.5s or longer, and the LED will blink twice for Level 2. Repeat the process and the LED will blink 3 times, indicating that Level 3 has been chosen.

The Engine Mode Select Button (EMSB) alters the engine’s characteristics, and three maps are available to suit riding conditions or rider preference: Mode 1 (Standard), Mode 2 (Smooth) and Mode 3 (Aggressive). The LED also displays Mode selected.

The rider controls and displays – engine stop button, EFI warning, EMSB mode button and LED indicator – are all sited on the left handlebar.

 

  1. Technical Specifications
ENGINE
Type Liquid-cooled 4-stroke single DOHC
Displacement 249.4cc
Bore & Stroke 79mm x 50.9mm
Compression Ratio 13.9:1
Oil Capacity 1.35L
FUEL SYSTEM
Carburation Fuel injection
Fuel Tank Capacity 6.3L
ELECTRICAL SYSTEM
Starter Electric
DRIVETRAIN
Clutch Type Wet multiplate
Transmission Type Constant mesh
Final Drive Chain
FRAME
Type Aluminium twin tube
CHASSIS
Dimensions (L´W´H) 2,177 x 827 x 1,265mm
Wheelbase 1,477mm
Caster Angle 27.32°
Trail 115mm
Seat Height 961mm
Ground Clearance 333mm
Kerb Weight 104kg
SUSPENSION
Type Front 49mm Showa (Hitachi Astemo, Ltd) coil-spring USD fork
Type Rear Showa (Hitachi Astemo, Ltd.) Mono shock with Honda Pro-Link
WHEELS
Type Front Aluminium spoke
Type Rear Aluminium spoke
Tyres Front 80/100-21 PIRELLI MX32 MIDSOFT
Tyres Rear 100/90-19 PIRELLI MX32 MIDSOFT
BRAKES
Front 260mm hydraulic wave disc
Rear 240mm hydraulic wave disc

 

All specifications are provisional and subject to change without notice

Please note that the figures provided are results obtained by Honda under standardised testing conditions prescribed by WMTC. Tests are conducted on a rolling road using a standard version of the vehicle with only one rider and no additional optional equipment. Actual fuel consumption may vary depending on how you ride, how you maintain your vehicle, weather, road conditions, tire pressure, installation of accessories, cargo, rider and passenger weight, and other factors.

2022 COTA 4RT 260R

THE NEW MONTESA COTA 4RT 260R

The Montesa Cota 4RT began a revolution back in 2006 with the all-conquering power and torque delivery of its four-stroke engine. Always at the pinnacle of competition, and constantly evolving, the 4RT is the ultimate trials machine.

 

Price:

  • £6,499

 

 

Four-stroke engine

The Cota 4RT’s lightweight, fuel-injected, four-valve 258.9cc four-stroke engine delivers the smooth control – and power.

Lightweight protection

The bash plate is shaped to give maximum protection to engine underside and front lower frame rails. It’s also the same design as used by the Montesa World Championship machine and constructed from identical lightweight aluminium, maintaining thickness with improved strength.

Front suspension

Ground clearance is set at 310mm and the high-quality 39mm diameter Showa front fork features 158mm stroke. The Showa rear shock operates through Pro-Link and both front and rear suspension are adjustable for spring preload and compression damping.

Fine brake control

The lever can be adjusted without tools. Both brake and clutch lever brackets mount with a single bolt, making adjustment quick and easy.

Higher performance

The Montesa 260R is now equipped with the same muffler as the Cota 4RT 301RR. This new exhaust gives more power at mid and high range.

 

IT’S ABOUT QUALITY and attention to detail.

The Cota 4RT is carefully manufactured at Montesa Honda’s Factory in Barcelona, northern Spain. Each machine is meticulously assembled with every part checked and rechecked for the highest quality required from a Montesa, and the function of a championship-winning tool.

 

Develop your race craft.

If you want to take your competitive riding to the next level the Cota 4RT is primed and ready. Its twin-spar aluminum frame, suspension and strong engine are designed to find grip and drive in the face of what seems impossible. And a host of detail improvements – many inspired directly by the World Championship machine – plus sharp new decals keep the Cota 4RT firmly where it belongs. At the very top.

To the art of true balance.

A breath-taking climb strewn with wet, vertical rock faces. Or a gnarled descent over moss-covered tree roots. Competitive trials offer perhaps the most severe test of a motorcycle and rider – and it’s what we make the Cota 4RT for.

2022 COTA 4RT 301RR Repsol

THE NEW MONTESA COTA 4RT 301RR RACE REPLICA

Always at the pinnacle of competition, and constantly evolving, the Cota 4RT 301RR Race Replica is the choice of the ultimate trial champion. We’ve taken the best and made it that little bit better by creating a Race Replica that includes a distinguished World Championship decoration.

 

Price:

  • £8,299

 

 

Strong four-stroke engine

The Cota 301RR’s fuel-injected, four-valve 298cc four-stroke engine features a flat-topped, three-ring piston to boost low-rpm torque and efficiency. Engine braking is reduced thanks to the breather design and ignition map

Minimal engine braking

The engine’s crankcase gas decompression system ensures minimal engine braking for a lighter feel on a closing throttle.

Front and rear Showa suspension

Ground clearance is set at 310mm and the high-quality 39mm diameter Showa front fork features 158mm stroke. The Showa rear shock operates through Pro-Link and both front and rear suspensions are adjustable for spring preload and compression damping.

 

Lightweight protection

Carbon fibre protectors (for clutch case and exhaust manifold) are available as part of the Optional Parts Kit (for competition use only). Also, the brake and clutch lever brackets mount with just a single bolt, making adjustment easy; the front brake lever can also be adjusted without using tools.

Winning style

The stunning Cota 4RT Race Replica also features full World Championship decoration.

 

 

High quality parts and production.

Every Cota 4RT Race Replica is meticulously assembled at Montesa’s Barcelona-based factory in northern Spain. Every detail – no matter how small – matters in the creation of competition-ready performance, as does a high-quality production process and parts.

 

Develop your race craft

Based on the excellent Cota 4RT, we have created an exclusive Race Replica inspired by the decoration on the World Champion bike.
In addition, the high-quality Showa suspension will always be appreciated on more complicated terrain.
It also includes an Optional Kit with carbon parts so that the rider can lighten and/or personalize the bike. This kit consists of right hand side engine cover and exhaust elbow.

 

To push harder.

Competitive trials offers the most severe test for a motorcycle. And it’s what we make the Cota 4RT 301RR Race Replica for. But the test for the rider is even greater. Believe in your machine, believe in yourself and push harder.

The Cota 4RT 301RR Race Replica is the two-wheeled embodiment of your desire to perform and, ultimately, succeed at the highest level. It will take you where you want to go with a winner’s style.

2022 COTA 4RT 301RR

THE NEW MONTESA COTA 301RR

A pure competition-oriented machine created for the brand’s most demanding riders. It delivers instant performance thanks to its 298cc Honda 4-stroke engine.

It’s at the cutting edge of trials technology and built to perform at the highest level.

A new grey and red graphic design provides an elegant look to the most race focused motorcycle in the Montesa line-up.

 

Price:

  • £8,199

 

 

Strong four-stroke engine

The Cota 301RR’s fuel-injected, four-valve 298cc four-stroke engine features a flat-topped, three-ring piston to boost low-rpm torque and efficiency. Engine braking is reduced thanks to the breather design and ignition map

Front and rear Showa suspension

Ground clearance is set at 310mm and the high-quality 39mm diameter Showa front fork features 158mm stroke. The Showa rear shock operates through Pro-Link and both front and rear suspensions are adjustable for spring preload and compression damping.

Top flight protection

Identical to the design and used on Montesa’s World Championship machine, the new bash plate uses a tough, but lightweight aluminium construction, carefully shaped to give maximum protection for the 301RR’s underside.

Sure footed support

The lightweight triangular-section forged aluminium side stand is hardened for strength. It mounts close to the engine and tucks neatly underneath the swingarm, well out of harm’s way.

Durable design

The front brake master cylinder is designed for long trails in tough conditions. The brake and clutch mounting brackets are also finished in red.

 

World Championship winning motorcycle.

The Cota 301RR is the result of 28 world titles in the top category. The muffler design is perfectly matched to the engine specs. It is a bike developed at the races for very demanding customers.

Develop your race craft.

If you demand performance and exclusivity, the Cota 4RT 301RR is built for you. Its 298cc engine delivers a smooth wall of power and torque with the sort of precise control that hunts out every shred of rear wheel grip. And its chassis — with a specification that includes a 39mm Showa front fork, rear Showa shock and twin-spar aluminium frame — is ready for any test. It also includes an Optional Kit with carbon parts so that the rider can lighten and/or personalize the bike. This kit consists of right hand side engine cover and exhaust elbow

 

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