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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

23YM DAX

Model updates: Sprinting joyfully out of the traps – and after a 41-year absence from Honda’s European line-up – the new Dax joins the Monkey and MSX125 Grom in Honda’s mini-bike line-up. Authentic, robust and offering simple riding pleasure, it features a pressed steel frame, 31mm USD forks, 12-inch wheels and air-cooled SOHC two-valve engine with four-speed gearbox and centrifugal clutch. Full LED lighting, compact negative LCD display and pillion grab rail complete the full specification list, and the intangible and timeless appeal of the unmistakeable Dax styling is something no spec sheet can encapsulate.

23YM HONDA ST125 DAX

Colours:

  • Pearl Nebula Red
  • Pearl Cadet Grey

Price:

  • £TBC

 

Contents:

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

 

 

  1. Introduction

Honda’s pocketful of mini motorcycles has struck a chord with young and old riders alike. The re-imagined Monkey 125 tugs at heart strings that remember the golden 1970s while  providing thoroughly modern, compact and funky urban transport for riders of any age. The MSX125 Grom serves up left-field, customisable style for ‘Generation Y’ but also as perfect paddock transport in the worlds of car and bike racing.

For 23YM a new bike joins the fold. The ST125 Dax fully owns the genuine authenticity of the 1969 original* but brings thoroughly 21st century performance from chassis, engine and ergonomics. The most recent version of the Dax was produced from 1995 to 2003 for the Japanese market. The more recent European success of its siblings has hastened its return and its mischievous charm and easy-going riding proposition bless the ST125 Dax with an extra layer of desirability.

Of course, nostalgia will play a part in the Dax’s appeal to riders now in middle age – riders who may have owned a Dax in their youth and are pleased to see it return. Equally, ‘retro’ is important to younger owners; that’s real retro, not faux. A certain style sets some machines apart and the Dax has just that in abundance thanks to the form of its iconic T-shaped frame. Which is also how the bike got its name: extending from under the seat to the handlebars, and sitting atop the small 12” wheels, the look is reminiscent of the universally-adored Dachshund. Or Sausage Dog, to give it its everyday English name…

Unique, easy, usable and great fun. That’s the new Honda Dax. A faithful old friend is back.

*See Dax Milestones below.

 

 

  1. Model Overview

As it should, the Dax keeps it simple. A steel frame provides strength and houses the fuel tank while 31mm USD forks, twin rear shocks and 12-inch wheels with chunky tyres provide light steering and good suspension performance. Braking is via hydraulic discs front and rear with ABS control.

Robust and fuel efficient, the 124cc SOHC two-valve engine’s power is linear in delivery with smooth torque. A centrifugal clutch manages shifting between the four ratios so there’s no need for a handlebar-mounted clutch lever. It offers twist-and-go simplicity with the added entertainment of changes via a traditional left-foot gear lever.

All lighting is LED and a circular LCD display shows exactly what the rider needs to know. The pillion gets a chromed grab rail, too.

 

 

  1. Key Features

3.1 Styling & Chassis

  • T-shaped pressed steel frame integral to handling and looks
  • 31mm USD forks, twin rear shocks and 12-inch wheels provide a smooth ride
  • Hydraulic disc braking front and rear with ABS
  • Full LED lighting and LCD instrument display

While the Dax is small, its proportions provide enough room to be comfortable for two adults to ride.

The styling really is the frame; everything is attached to, or held within it, giving the Dax its unmistakeable retro look. As do all the other parts; the thick dual seat – seat height is just 775mm – chrome high-set handlebars and the 1970’s dirt bike-inspired upswept muffler with drilled, slotted and chromed heat shield. The frame’s mid-section wears a black stripe with ‘Dax’ picked out in quirky font, right next to the classic Honda Wing logo that marks its special heritage. A unique finishing touch comes in the form of a cartoon image of a Dachshund.

A chromed mudguard leads and sits below the evocative, circular headlight. To add extra charm to the light, signature round LEDs are used and the front indicators/position lights sit snugly in between low and high beams. The compact instrument display is a round, negative LCD while the rear taillight and indicators take their cues from the headlight and are also LED.

There’s a neat chrome grabrail for the passenger to hold while a cover seals the drive chain away from weather and loose clothing. A rear carrier and heated grips are available as optional extras.

The iconic T-shaped frame design houses the fuel tank, is authentic in aesthetic detail and constructed in pressed-steel with modern engineering know-how. Rake and trail are set at 24.9°/84mm with wheelbase of 1020mm. Wet weight is just 107kg.

31mm USD forks provide supple suspension response and, combined with the wide upswept handlebar, easy steering. Twin rear shocks are tuned for smooth compliance, even with a pillion. Blacked-out 12-inch rims (from the super-cool MSX125 Grom) wear fat, balloon-like tyres; a 120mm wide front and 130mm rear. They add sure-footed grip allied to nimble agility.

Single-channel ABS manages braking force. Hydraulic front and rear calipers grip 220/190mm diameter discs respectively.

 

3.2 Engine

  • 124cc, air-cooled SOHC two-valve design produces 6.9kW and 10.8Nm
  • Stress-free centrifugal clutch and four-speed gearbox
  • Fuel economy of 63.7km/l (WMTC mode)

Drawn from the new Super Cub C125 – so flexible, efficient and durable – the Dax’s 124cc air-cooled engine features a SOHC two-valve cylinder head, with relatively long stroke and high compression; bore is set at 50mm, stroke at 63.1mm with compression ratio of 10.0:1. Peak power of 6.9kW arrives @ 7,000rpm, with peak torque of 10.8Nm @ 5,000rpm.

The engine’s strong performance means that even two-up a 90km/h cruising speed is achievable, with smart acceleration from low speed – just what’s needed for lively around-town amusement.

On the left-hand side of the bike the distinctive oval air box, filter and connecting tube ensure smooth, efficient airflow through the clean side, delivering crisp throttle response and driveability. The upswept muffler and heat shield is evocative of that golden motorcycling era of the ‘70s. A single catalyser is all that’s necessary; thanks to precise ECU settings and the engine’s combustion efficiency, EURO5 compliance is achieved.

In keeping with the laid-back, easy to ride feel the gearbox is a 4-speed unit (with neutral at the bottom) operated via centrifugal clutch, without the need for a clutch lever. At standstill the rider simply selects the gear required with the left-hand foot lever and, as the throttle is opened, the clutch operates automatically and does so through each ratio change, up or down.

Various low-friction technologies, like an offset cylinder and roller-rocker arms in the head, ensure impressive fuel economy of 63.7km/l (WMTC mode). This gives the Dax a range of approx. 240km from the 3.8L fuel tank.

 

 

  1. Origins of the Dax

In 1967, The Monkey Z50M was introduced in response to the demand for a ‘leisure-oriented bike’ for the American and European markets. Although well received, especially in America, by adults and children alike, thanks to its adjustable seat height and foldable features which allowed it to be loaded into a car, for 1969 American Honda requested a larger bike for its customers, but one that was still filled with the spirit of Monkey.

After visiting the US to better understand the requirements, engineers, inspired by the T-shaped frame of the CS90, which was a very popular bike in Japan, developed the Dax to have lower and longer proportions (compared to the Monkey) that allowed adults to have a more relaxed riding position as well as ride two up. The fuel tank, wiring and other components were housed in the T-shaped frame to create a unique, but also simple – and now iconic – design.

 

  1. Dax Milestones

1969 ST50/70 Dax Honda

Built for the export markets of Europe and the USA the original Dax was nifty, nimble and easy to ride. It appealed to both die-hard motorcyclists and recreational users as it was just plain fun. This is the bike that launched many two-wheeled journeys.

The engine was based on the well-established Super Cub engine, but with the addition of modifications to both the intake and exhaust system to provide more torque at low-mid range.

Available in both 50cc and 70cc versions, the Dax featured a 3-speed automatic centrifugal clutch, telescopic front suspension, hydraulic rear suspension and wide tyres with a unique tread pattern for stability and handling even when off-road.

 

1972 ST90 Mighty Dax

The ST90 Mighty Dax featured a more rigid T-shape frame, wider, more upright custom style ‘mini ape’ bars, high level front mudguard and a bigger engine that packed more speed and acceleration. The new larger 14in wheels came fitted with semi-off road pattern tyres to increase handling performance and stability, even when off-road.

 

1973 CY50 Nauty Dax

Aimed squarely at the RV (Recreational Vehicle) leisure market, the Nauty Dax was developed to offer even better riding performance and stability over rough terrain. Changes to the valve timing and the final drive – now with 4 speeds – increased torque in the low to mid range. With a new exhaust, fuel tank, side covers and unique rectangular shaped headlight, the Nauty Dax also featured a stepped seat and funky paint scheme. The new light and rigid diamond frame and the new fat balloon tyres made for easy rolling over rough campsite terrain

 

1995 ST50 Dax

After 14 years, the Dax returned to the Japanese market. All the iconic design cues remained in place – a pressed steel backbone frame, telescopic suspension, wide foldable bars, chrome mudguard, muffler and block tyres – and were joined by the addition of a longer seat. The 50cc engine featured an automatic cam chain tensioner and magneto ignition for easy starting. Enjoying an eight-year production run, the ST50 Dax finally went off sale in 2003.

 

2022 ST125 Dax

Straight out of the traps with a useful, usable 124cc engine, four speed gearbox and centrifugal clutch the Dax makes a welcome return to the Honda minibike fold, joining the Monkey and MSX125 Grom.

 

  1. Technical specification
ENGINE
Type Air-cooled SOHC 4-stroke 2-valve
Displacement 124cc
Bore x Stroke 50.0 x 63.1mm
Compression Ratio 10.0:1
Max. Power Output 6.9kW @ 7,000rpm
Max. Torque 10.8Nm @ 5,000rpm
Noise Level (dB) 79.2dB
Oil Capacity 1 litre
FUEL SYSTEM
Carburation PGM-FI electronic fuel injection
Fuel Tank Capacity 3.8 litres
Fuel Consumption 63.7km/l
CO2 Emissions WMTC 35 g/km
ELECTRICAL SYSTEM
Battery 12V 3.5Ah
DRIVETRAIN
Clutch Type Wet Multiplate and Automatic Centrifugal Clutch
Transmission Type 4 speed rotary
FRAME
Type Press backbone frame
CHASSIS
Dimensions (LxWxH) 1,760 x 760 x 1,020mm
Wheelbase 1,020mm
Caster Angle 24.9°
Trail 84mm
Seat Height 775mm
Ground Clearance 180mm
Turning radius 2m
Kerb Weight 107kg
SUSPENSION
Type Front Telescopic 31mm USD fork, 100mm axle travel
Type Rear Twin shock, 120mm axle travel
WHEELS
Type Front 5-spoke cast aluminium
Type Rear 5-spoke cast aluminium
Tyres Front 120/70-12M/C 51L
Tyres Rear 130/70-12M/C 56L
BRAKES
Type Front Single 220mm hydraulic disc with IMU-based ABS
Type Rear Single 190mm hydraulic disc
ABS Type Single Channel ABS
INSTRUMENTS & ELECTRICS
Instruments LCD
Headlight LED
Taillight LED

 

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

 

2022 CRF250RX

Model updatesThe new CRF250RX is the strongest it’s ever been, inheriting the chassis of the 22YM CRF450RX, plus extensive cylinder head development producing a considerable low-rpm torque boost with enhanced reliability. New radiators improve efficiency, the clutch now has 9 plates and lighter lever feel, while the strengthened gearbox features revised ratios for improved ‘roll-on’ performance. The Showa suspension is re-valved for enhanced bump absorption, and knuckle guards are also standard fit.

 

Price:

  • £8,569 OTR

 

Contents:

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

 

 

  1. Introduction

The battle in MX2 is close competition and generates rapid, constant evolution. For 19YM – and after 18YM’s full redesign, with seventh-generation 17YM CRF450R frame and swingarm, new Showa suspension and brand-new DOHC engine – Honda gave their CRF250R much stronger bottom-end torque and HRC launch Control.

And for the same model year, a cross-country option in the form of the new CRF250RX was added to the range, 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 frame and swingarm of the 19YM CRF450RX. 22YM sees a major step forward for the CRF250RX, including chassis upgrades inherited from the 21YM CRF450R improving both ability and agility plus a boost in low-rpm torque for the engine.

 

  1. Model Overview

A full 3kg lighter the CRF250RX’s new frame and swingarm’s rigidity balance – combined with tighter chassis geometry and heightened ground clearance – target peak cornering performance in any riding situation. In support the Showa suspension gets a re-valve, improving bump absorption, traction and control.

Riders have always loved the CRF250R’s top-end power hit. To link up with the healthy mid-range, extensive revision to both intake and exhaust efficiency yields much-improved low-rpm drive; the ECU mapping is also revised optimising air/fuel mixture and ignition timing.

A great deal of work has also gone into enhancing high-rpm cam timing accuracy and long-term reliability. A 9-plate clutch and new ratios for the strengthened gearbox ensure none of the extra punch is wasted. For 22YM the CRF250RX also wears standard-fit knuckle guards.

 

  1. Key Features

3.1 Chassis

  • 3kg weight saving, with HRC input running through frame, swingarm, rigidity balance and geometry for amplified cornering ability and ease of use
  • 49mm Showa front fork with 5mm extra travel and more rigid axle clamps
  • Optimised spring rate and compression/rebound damping front and rear
  • Compact new seat design and plastics aid rider freedom

For 22YM the CRF250RX is equipped with the same chassis that debuted on the 21YM CRF450RX. Alongside the punchier engine a 3kg weight saving, geometry changes and suspension upgrades cohere to create a package that’s easier to ride faster for longer.

Thanks to narrower main spars, the frame weighs 700g less than the previous design, while a redesigned subframe also saves 320g. The chassis dynamic is also new: while torsional rigidity is maintained, lateral rigidity has been reduced by 20% to increase corner speed, traction and steering accuracy. The swingarm pivot point has rib placement optimised; the aluminium swingarm has a new rigidity balance tuned to match the frame.

Both top and bottom yokes feature increased flex, to give sharper, more agile cornering and bump reaction. The CRF250RX’s suspension uses specific settings, with a broader performance range than the CRF250R. Fully adjustable, the 49mm Showa USD coil spring fork is a version of the Showa ‘factory’ fork supplied to MX race teams in the Japanese championship. With the target of smooth all-round action, the forks use have been re-valved, the stroke lengthened by 5mm to 310mm and the axle clamps’ rigidity increased to improve grip and rut ride-over ability.

The Showa rear shock’s main piston valving is enlarged for faster response and smoother bump absorption and rut ride-over. Its spring uses lightweight steel, ­saving 120g. The Pro-Link ratio is also new.

The seat is now shorter, lighter and 10mm lower at the rear, to aid the rider’s freedom of movement. It’s also much easier to remove and install. Maintenance is also easier, as the number of 8mm bolts securing the minimal bodywork goes from 6 to 4 each side. The new machine is also slimmer by 70mm (50mm on the left, 20mm on the exhaust side), and the plastics thinner, while the tank cover has been removed.

Rake and trail are now tighter, 27.9°/114mm (from 27.4°/115mm), and wheelbase shorter 1477mm (1486mm). Ground clearance goes up 8mm to 335mm, and the bottom yoke now sits 6.1mm higher at 928mm. Kerb weight is 108kg, a full 3kg lighter than the previous model

Designed with Computational Flow Dynamics (CFD) for maximum through-flow of air, the radiator shrouds are now constructed from one piece of plastic, rather than two and include a lower vent while the radiator grills are optimised for airflow. They’re also 17mm narrower in width compared to the 21YM machine. The plastic fuel tank holds 8L.

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. New for 22YM knuckle guards now 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 90/90-21 front and 110/100-18 Dunlop AT81 rear.

A striking new all-red graphic treatment complements the 22YM CRF250RX’s sharper lines.

 

3.2 Engine

  • Intake and cylinder head development plus straight exhaust port/downtube and single muffler yield up 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 revised for roll-on snap, shift drum for smoother changes
  • ECU remapped specifically for the CRF250RX for smoother off-road delivery
  • More efficient radiator cooling

The CRF250RX shares the 22YM engine of its motocross sibling for a fully-rounded performance throughout the rev-range – with the same peak power and low-rpm torque upgrade – but has new fuelling and ignition mapping to soften the power delivery for the wide-ranging conditions off-road riding presents.

Picking up earlier 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 for fluid, same gear corner-to-corner over-rev.

The overall result? A big-hitting engine just got an even heavier hit, delivering strong, accessible drive from low down to make real use of the new chassis’ agility. And it’s the culmination of many improvements – some large, some small – that have upped performance.

Low-rpm combustion stability and gas flow in, and out, of the chamber served as main focus. Headlines are a revised air intake funnel and cone tube, fed by a 78% larger-capacity airbox, now 4.1L, an injector angle now set at 60° (rather than 30°) and a straight exhaust port. Air intake efficiency is improved, alongside air intake cooling. The air filter’s also easier to access.

A myriad of detailed improvements have gone into the top-end of the engine; the intake cam sprocket is now press-fit, saving weight with more accurate timing accuracy. Double springs for the intake valves (rather than single) give extra high-rpm control. The oil’s pathway to the camshaft journals has been modified, alongside a more rigid camshaft holder and head to reduce journal friction.

Valve timing has been optimised; precise re-alignment of the rocker arm shaft position aids high-rpm performance while the piston and connecting rod design maximise efficiency. Bore and stroke remains 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. For greater off-road enduro riding performance, the FI settings have been remapped for smoother power delivery.

A single muffler replaces the dual mufflers of the 21YM design. The downpipe allows a straight shot for the spent gases; optimised internal dimensions enhance combustion stability and exhaust efficiency. Its compact nature also allows a slimmer body and saves 1.7kg over the previous design.

To cope with the extra heat generated by a harder-working engine the mounting angle and number of fins in the radiators have been adjusted, through fluid analysis, increasing the surface area by 2% and heat radiation by 6%. Redesigned shrouds generate extra airflow

Other 22YM developments build-in extra levels of reliability. The water pump gear is thicker to better deal with high-temperature oil. And to increase the flow of oil, the pressure to the cylinder head has been modified. A 5-hole piston oil jet maintains optimum piston cooling and ignition timing. The combined oil pump/drive gear is on the left 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.

The drivetrain has also received attention. To improve endurance, engagement feel and a lighter lever action the clutch gets an extra disc, to 9, 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 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 revised for extra strength. The ratios, too are adjusted with 1st taller, 2nd a little shorter, 3rd taller and 4th/5th shorter.

A new shift pattern uses one shift fork going up from 2nd to 3rd (rather than two) with two lead grooves rather than 3 and improved countershaft rigidity reduce friction. The result is a much better shifting feel between two critical gears; the shift drum is also 17% lighter. A gear position sensor allows the use of three specific ignition maps for 1st and 2nd, 3rd and 4th, and 5th.

 

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 – 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 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 8 litres
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.

2022 CRF150

Model updatesThe 2022 CRF150RB receives a new graphic upgrade to bring it in line with its larger family members, the CRF250R and CRF450R.

 

 

Price:

  • £4,759 OTR

 

Contents:

  1. Introduction
  2. Key features
  3. Technical specifications

 

  1. Introduction

The CRF150RB is Honda’s smallest motocrosser, a serious competition machine, and the perfect gateway to the championship-winning full-sized CRF250R and CRF450R.  It features a four-stroke Unicam engine – unique in the mini MX world – that delivers smooth, ample power and torque across the rev range. Showa suspension components comprise a 37mm inverted fork and a Pro-Link rear-swing arm with a single Showa shock matched to a lightweight steel frame. For 22YM it receives a graphic update to bring it in line with its larger CRF250R and CRF450R siblings

 

2 Key Features

 

2.1 Chassis

  • Lightweight, high tensile steel frame
  • 37mm leading-axle inverted Showa cartridge forks
  • Pro-link swingarm
  • Large 19in front and 16in rear wheels
  • Single 220mm front and 190mm rear brake discs
  • CRF450R style bodywork featuring a low 866mm seat height
  • New all red paint scheme for 2022

The CRF150RB features a lightweight, high-tensile steel frame with large-diameter frame tubing and cross-member for excellent turning performance and straight-line tracking.

For optimum compression and rebound control, the CRF150RB uses 37mm leading-axle inverted Showa cartridge forks with friction-reducing technology, paired with a Pro-link swingarm. Large, strong, lightweight wheels – 19in front and 16in rear – feature supportive 15mm and 17mm axles respectively for a balance of minimal unsprung weight and strength, durability and control. Both front and rear suspension also feature settings unique to the CRF150RB to further deliver ideal bump absorption characteristics in even the toughest of track conditions.

Lightweight single discs, 220mm front and 190mm rear, are grabbed by high performance pads offering powerful and precise braking into the turns. An HRC works-type rear-brake system integrates the rear master cylinder and fluid reservoir, eliminating the separate rear master-cylinder reservoir and hose.

Like every member of the Honda off-road CRF family, the CRF150RB wears its heritage with pride. The 4.2L upr

A twin-sump lubrication system reduces the amount of circulating oil and employs a smaller oil pump that separates the oil supply for the crankshaft, piston and valve train from the clutch and transmission. This ensures a regular supply of cool oil to the clutch and eliminates any potential clutch and transmission material contamination.

The large-capacity airbox connects via a 26mm intake and features a reusable two-stage foam air filter for optimal performance. A 22.5mm exhaust post connects to a lightweight stainless-steel header and re-packable aluminium muffler.

The CRF150RB features a smooth-shifting, close ratio five speed transmission that is matched perfectly to the broad powerband for strong. engaging performance in any gear.

 

  1. Technical Specifications
ENGINE
Type Water cooled, four valve, four stroke Unicam single
Displacement 149.7cc
Bore x Stroke 66.0 x 43.7mm
Compression Ratio 11.7:1
FUEL SYSTEM
Carburation Keihin 32mm flat-slide carburetor
Fuel Tank Capacity 4.2L (inc. reserve)
ELECTRICAL SYSTEM
Starter Kick
DRIVETRAIN
Clutch Type Wet multiplate
Transmission Type Close ratio Manual 5-speed
Final Drive Chain
FRAME
Type Steel
CHASSIS
Dimensions (L´W´H) 1899 x 769 x 1170mm
Wheelbase 1285mm
Caster Angle 27°48’
Trail 96mm
Seat Height 866mm
Ground Clearance 335mm
Kerb Weight 84.8 kg
SUSPENSION
Type Front 37mm fully-adjustable leading-axle inverted conventional Showa cartridge fork. 27.4cm of travel
Type Rear Pro-link fully adjustable Showa single shock. 27.1cm of travel
WHEELS
Type Front Aluminium spoke
Type Rear Aluminium spoke
Tyres Front 70/100-19
Tyres Rear 90/100-16
BRAKES
Front Single 220mm disc
Rear Single 190mm 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 CRF250R

Model updatesThe new CRF250R is stronger than ever, gaining the MXGP championship-winning chassis of the 22YM CRF450R, plus extensive cylinder head development for a considerable low-rpm torque boost. New radiators improve efficiency, the clutch now has 9 plates, while the strengthened gearbox features revised ratios.

 

Price:

  • £8,049 OTR

 

Contents:

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

 

  1. Introduction

The MX2 class is 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.

For 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.

Just one year on from this full model change 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.

Now, for 22YM, the CRF250R receives major upgrades to make it ‘The Strongest Ever’ including chassis upgrades inherited from the 21YM CRF450R improving both ability and agility, plus stronger low-rpm torque to make best use of the new chassis, and improved toughness and durability.

 

  1. Model Overview

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, the CRF250R’s new 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 gets brand-new valving, improving bump absorption, traction and control.

Riders have always loved the CRF250R’s top-end power hit. To link up with the healthy mid-range, extensive revision to both intake and exhaust efficiency yields much-improved low-rpm drive; a great deal of work has also gone into enhancing high-rpm cam timing accuracy and long-term reliability. A 9-plate clutch and optimised ratios for the strengthened gearbox ensure none of the engine’s extra punch is wasted.

 

  1. Key Features

 3.1 Chassis

  • 3kg weight saving, with HRC input running through frame, swingarm, rigidity balance and geometry for enhanced cornering ability and ease of use
  • 49mm Showa front fork with 5mm extra travel and more rigid axle clamps
  • Optimised spring rate and compression/rebound damping front and rear
  • Compact new seat design and plastics aid rider freedom

Where the CRF450R leads, the CRF250R follows. So while its chassis was unchanged for 21YM, for 22YM it is equipped with the same platform that debuted on the production 21YM CRF450R, after intense development from HRC. And it’s a base point that has now carried Tim Gajser to two consecutive MXGP World Championships.

 

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.

Thanks to narrower main spars, the frame weighs 700g less than the previous design, while a redesigned subframe also saves 320g. The chassis dynamic is also new: while torsional rigidity is maintained, lateral rigidity has been reduced by 20% to increase corner speed, traction and steering accuracy. The swingarm pivot point has rib placement optimised; the aluminium swingarm has a new rigidity balance tuned to match the frame.

Both top and bottom yokes feature increased flex, to give sharper, more agile cornering and bump reaction. Fully adjustable, the 49mm Showa USD coil spring fork is a version of the Showa ‘factory’ fork supplied to MX race teams in the Japanese championship. With the target of smoother cornering performance the forks have been re-valved, the stroke lengthened by 5mm to 310mm and the axle clamps’ rigidity increased to improve grip and rut ride-over ability.

 

The Showa rear shock’s main piston valving is enlarged for faster response and smoother bump absorption and rut ride-over. Its spring uses lightweight steel, ­saving 120g. The Pro-Link ratio is also new.

The seat is now shorter, lighter and 10mm lower at the rear, to aid the rider’s freedom of movement. It’s also simpler to remove and install. Maintenance is also easier, as the number of 8mm bolts securing the minimal bodywork goes from 6 to 4 each side. The new machine is slimmer by 70mm (50mm on the left, 20mm on the exhaust side) and the plastics thinner, while the tank cover has been removed.

Rake and trail are tighter, 27.2°/115mm (from 27.4°/116mm) and wheelbase shorter 1477mm (1486mm). Ground clearance goes up 6mm to 333mm, and the bottom yoke now sits 5.1mm higher at 927mm. Kerb weight is 104kg, a full 3kg lighter than the previous model.

Designed with Computational Flow Dynamics (CFD) for maximum through-flow of air, the radiator shrouds are now constructed from one piece of plastic, rather than two and include a lower vent while the radiator grills are optimised for airflow. Holding 6.3L, the titanium fuel tank has also been redesigned.

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.

A striking new all-red graphic treatment complements the 22YM CRF250R’s sharper lines.

 

3.2 Engine

  • Intake and cylinder head development plus straight exhaust port/downtube and single muffler yield up 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 revised for roll-on ‘snap’; new shift drum for smoother changes
  • More efficient radiator cooling

 

The CRF250R’s 249.4cc DOHC engine has long established a top-end that’s one of the best trackside, and the 20YM received a heathy peak power and mid-range torque boost. Improved torque and power from low rpm – while maintaining all the gains of 20YM – drove development for the 22YM tune. And the dyno curves clearly demonstrate a significant increase.

 

Picking up earlier 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 for fluid, same gear corner-to-corner over-rev.

 

The overall result? A big-hitting engine just got an even heavier hit, delivering strong, accessible drive from low down to make real use of the new chassis’ agility. And it’s the culmination of many improvements – some large, some small – that have upped performance.

 

Low-rpm combustion stability and gas flow in, and out, of the chamber served as main focus. Headlines are a revised air intake funnel and cone tube, fed by a 78% larger-capacity airbox, now 4.1L, an injector angle now set at 60° (rather than 30°) and a straight exhaust port. Air intake efficiency is improved, alongside air intake cooling. The air filter’s also easier to access.

 

A myriad of detailed improvements have gone into the top-end of the engine; the intake cam sprocket is now press-fit, saving weight with more accurate timing accuracy. Double springs for the intake valves (rather than single) give extra high-rpm control. The oil’s pathway to the camshaft journals has been modified, alongside a more rigid camshaft holder and head to reduce journal friction.

 

Valve timing has been optimised; precise re-alignment of the rocker arm shaft position aids high-rpm performance while the piston and connecting rod design maximise efficiency. Bore and stroke remains 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 single muffler replaces the dual mufflers of the 21YM machine. The downpipe allows a straight shot for the spent gases; optimised internal dimensions enhance combustion stability and exhaust efficiency. Its compact nature also allows a slimmer body and saves 1.7kg over the previous design.

To cope with the extra heat generated by a harder-working engine, the radiator’s mounting angle and number of fins have been adjusted, through fluid analysis, increasing the surface area by 2% and heat radiation by 6%. Redesigned shrouds generate extra airflow.

 

Other 22YM developments build-in extra levels of reliability. The water pump gear is thicker to better deal with high-temperature oil. And to increase the flow of oil, the pressure to the cylinder head has been modified. A 5-hole piston oil jet maintains optimum piston cooling and ignition timing. The combined oil pump/drive gear is on the left 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.

The drivetrain has also received attention. To improve endurance, engagement feel and a lighter lever action the clutch gets an extra disc, to 9, 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 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 revised for extra strength. The ratios, too are adjusted with 1st taller, 2nd a little shorter, 3rd taller and 4th/5th shorter.

A new shift pattern uses one shift fork going up from 2nd to 3rd (rather than two) with two lead grooves rather than 3 and improved countershaft rigidity reduce friction. The result is a much better shifting feel between two critical gears; the shift drum is also 17% lighter. A gear position sensor allows the use of three specific ignition maps for 1st and 2nd, 3rd and 4th, and 5th.

 

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 – 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 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 6.3 litres
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 degrees
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.

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