Honda presents their upgraded 2009 CRF250R motocrosser, a dual-muffler machine which in these past few years stood as a class leader and the choice of those who stay with the best. Fuel injection hasn’t yet come to quarter-liter engines so the bike doesn’t follow the trajectory of its bigger sibling, the CRF450R, but at least it is a sharper handler.

 

Introduction

Creating the 2009 CRF250R, Honda engineers aimed towards power at all rpm levels as well as handling, resulting in a very well balanced motorcycle which’s small changes make all the difference. For example, the engine’s lower-to mid-rpm range was improved by reshaping the cylinder-head combustion chamber. This required the lengthening of the exhaust header in order for that rhythm to be sustained all through the rpm range of that already strong pulling four-stroke 249cc liquid-cooled four-valve Unicam motor.

The engine now mates to a new transmission with four-dog gears, new shift drum and shift drum arm for more precise shifting so the most important things when revising a bike have been totally covered up.

Motocross bikes in general and 250cc ones in particularly are acknowledged as being the fastest through tight corners and the secret behind CRF250R’s success is the Honda Progressive Steering Damper. The system attaches to the lower triple clamp and the forged –aluminum steering head increasing stability on high speed straights and also the bike’s ability to corner sharper.

On bikes such as this one, the twin-spar aluminum frame is nothing out of the ordinary neither the Inverted Twin-Chamber cartridge forks and the pro-link rear suspension. New for 2009 are the lighter and better ventilated 240mm works-style front and 240mm rear brake rotors.

Honda CRF250R History

Competition

Like, Honda, Yamaha bases the 2009 revamp on small, but significant changes which are meant to improve throttle response as well as handling, while having an overall lighter motorcycle. The YZ250F is powered by the liquid-cooled, five-titanium-valved, DOHC, four-stroke engine that is slightly retuned for greater low-rpm response with the help of a redesigned exhaust system. The silencer is now a little shorter so Yamaha respects the latest tendencies in this domain.

With an aluminum frame, subframe and Kayaba forks, Yamaha seems to have also achieved a good balance between power and handling, making for a strong (a little more powerful, but not as aggressive cornering, if you ask me) CRF250R competitor. The $6,549 MSRP has also much to do with that.

Suzuki doesn’t miss this highly important battle as the RM-Z250 is new for 2009. With a lightweight aluminum chassis, Showa suspensions and a powerful 249cc, 4-stroke, liquid-cooled, DOHC, 4-valve engine, it challenges both the Honda and Yamaha while the $6,299 MSRP sustains it very well. Read more about the 2009 Suzuki RM-Z250.

Kawasaki also revamps their 250cc racer, the 2009 KX250F. It redesigns the cylinder head’s intake port and adds titanium valves as well as a tapered titanium exhaust pipe. The crankshaft is now better balanced so fewer vibrations will be making their way through the pegs and handlebars. Now better performing, KX250F’s 249cc four-stroke single-cylinder engine with DOHC and four valves features a new water jacket routing for increased engine cooling capacity. Together with weight reduction and chassis refinements, Kawasaki is in with a potential winner so the MSRP is $6,499.

Exterior

Year after year, Honda visually upgrades their motocross models and the goal is almost always the same: lightening the overall product and making it more aggressive. This is, partly, also what happens to the 2009 CRF250R motocross model. I am saying partly because the curb weight remains exactly the same (227 pounds), but the side plates are now skinnier and feature new graphics.

The narrow seat is now totally red while the rear fender gets all white in order to match the side plates like on the 2009 CRF450R. But, a unique feature of Honda’s 250cc motocross bike is the dual exhaust system. Even though the silencers are spotted only from the back as the number plates do their covering up part pretty well, they look damn aggressive and give this CRF a distinctive note.

A veritable motocrosser, the 2009 Honda CRF250R features a front number plate, mudguards and a front disc guard (all white) which for 2009 is smaller and also a little bit lighter. The cylinder head cover, clutch cover and left sidecover are gray-colored for 2009.

Price

With a manufacturer’s suggested retail price of $6,549, the 2009 Honda CRF250R is not the cheapest in its class, but you don’t really want that, don’t you? The Yamaha YZ250F comes with that exact MSRP so the choice is up to you. Both bikes aren’t heavily refined as next year’s models, but stand as leaders of this class and that’s enough to start some serious controversy.

Conclusion

However you may put it, Honda did its homework even though it didn’t fill a whole notebook, but simply the small gaps which they considered necessary: power delivery, shifting and looks. Now the CRF250R can carry on making a strong name in this business. That is if it hasn’t already done that and you already search for the fastest solution to get into the possession of your 2009 model year.

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SPECIFICATIONS

 

Engine and Transmission

 

Displacement: 249cc

Engine Type: liquid-cooled single-cylinder four-stroke

Bore and Stroke: 78mm x 52.2mm

Compression Ratio: 13.1:1

Valve Train: Unicam, four-valve; 31mm intake, titanium; 26mm exhaust, steel

Induction: Keihin 40mm flat-slide carburetor with Throttle Position Sensor (TPS)

Ignition: CD with electronic advance

Transmission: Close-ratio five-speed

Final Drive: #520 chain; 13T/51T

 

Chassis and Dimensions

 

Suspension Front: 47mm inverted Showa cartridge fork with 16-position rebound and 16-position compression damping adjustability; 12.4 inches travel

Rear: Pro-Link Showa single shock with spring preload, 17-position rebound damping adjustability, and compression damping adjustment separated into low-speed (13 positions) and high-speed (3.5 turns); 12.4 inches travel

Brakes Front: Single 240mm disc with twin-piston caliper

Rear: Single 240mm disc

Tires Front: 80/100-21

Rear: 100/90-19

Wheelbase: 58.2 inches

Rake (Caster Angle): 27.9°

Trail: 125mm (4.9 inches)

Seat Height: 38 inches

Ground Clearance: 14.2 inches

Fuel Capacity: 1.9 gallons

Curb Weight: 227 pounds

Features

 

New for 2009

 

New cylinder-head combustion chamber shape improves power in the lower- to mid-RPM range.

New longer exhaust header is tuned to work in conjunction with the new cylinder head for improved power.

New four-dog transmission gears, revised shift drum and shift drum arm produce more positive shifting.

Reshaped works-style 240mm front brake rotor is 1.3 ounces lighter. Front disc guard is smaller, lighter and vented.

New 240mm rear brake rotor features works-style pattern and is 1.0 ounce lighter. New plastic disc guard saves 4 grams of weight.

New gray-color magnesium cylinder-head cover, clutch cover and left sidecover.

New handgrip design is 3mm longer.

 

Engine/Drivetrain

 

Powerful four-stroke 249cc liquid-cooled four-valve Unicam® engine.

Lightweight titanium intake valves permit the use of smaller valve springs and reduce overall engine height.

ACG cover, clutch cover and cylinder-head cover are made of magnesium to reduce engine weight.

Forged 13.1:1-compression slipper piston and rings are lighter than a conventional design, revving quickly while maintaining excellent cylinder sealing and high-rpm power.

Lightweight, compact, internal, auto decompression system and handlebar-mounted hot-start system provide superb operation, hot or cold.

Lightweight Nikasil cylinder lining provides cooler and quieter operation for extended engine life.

40mm Keihin FCR carburetor features four rollers on the flat slide, resulting in light throttle effort, smooth operation, crisp throttle response and excellent rideability.

Carburetor features a Throttle Position Sensor (TPS) that helps maintain a linear throttle response throughout the range and new jetting for smoother power response.

Twin-sump lubrication system separates the oil supply for the crankshaft, piston and valve train from the clutch and transmission. This ensures a cool supply of oil to the clutch, eliminates clutch and transmission material contamination of the engine oil, and reduces the amount of circulating oil, which permits the use of a smaller oil pump.

Dual-muffler exhaust system centralizes mass and reduces turning inertia to improve the lightweight feel of the bike.

Dual-muffler exhaust system also increases low-rpm torque.

Exhaust system uses a lightweight stainless header and repackable aluminum mufflers.

Gear-driven balancer reduces vibration and drives the water pump.

Rugged eight-disc clutch and carefully matched clutch springs for light feel at the lever.

Durable five-speed close-ratio transmission.

 

Chassis/Suspension

 

Fourth-generation Twin-Spar Aluminum Frame with forged-aluminum steering head.

HPSD features a compact damper attached to the lower triple clamp and the steering head to allow more aggressive steering characteristics and assist straight-line handling. Damping action smoothly progresses as handlebar deflection increases, which produces very natural steering characteristics and feel.

Front and rear wheels feature HRC works-type lightweight-aluminum spoke nipples.

Front wheel features large-diameter front axle and wide wheel-bearing span for excellent rigidity.

Large 25mm rear-axle diameter and large-diameter bearings provide significant rigidity to withstand torturous track conditions.

Revised, sophisticated Inverted Twin-Chamber Cartridge Fork.

Pro-Link® Rear Suspension with new damper settings.

Large 50mm diameter for rear shock damper piston for consistent performance under demanding riding conditions.

Link-type front brake master cylinder and a lightweight brake rotor provide strong braking.

Compact twin-piston front brake caliper, anodized-aluminum brake pistons and lightweight front brake disc minimize unsprung weight for improved turning and handling.

HRC works-type rear brake system integrates the rear master cylinder and fluid reservoir, eliminating the separate reservoir and hose.

Large works-style 240mm front and rear brake discs.

 

Additional Features

 

Frame design allows airbox sidecovers to have larger intake ducts, contributing to significant airflow in the mid- and upper-rpm ranges.

Rider ergonomics are optimized by adapting the handlebar, seat and footpeg height to place the rider's legs at the narrowest frame width for improved comfort and handling.

Dunlop D742FA front and D756 rear tires for improved traction and cornering.

Front disc brake cover helps protect rotor and caliper from damage.

Removable rear subframe allows easy maintenance.

Washable, two-stage foam air filter for optimal engine protection and easy maintenance.

Comfortable, durable controls and high-quality fasteners.

Stainless-steel clutch cable for long life.

Honda Racing - inspired colors and graphics.

Cleated rear brake pedal and folding shift lever are made of lightweight aluminum and are designed to complement the riding position.

Brake pedal features optimized ratio to match integrated rear-brake master-cylinder design.

Wide, cleated, stainless-steel footpegs are self-cleaning, resist corrosion, provide excellent grip and fold for extra ground clearance.

Aluminum Renthal handlebar (971 bend) is rubber-mounted to help reduce rider fatigue and improve comfort.

When you buy a new Honda Powersports Product, you may be eligible to receive a complimentary one year membership in the Honda Riders Club of America, which includes an exclusive Members-only magazine, rider training benefits, access to the Members-only Clubhouse website and much more.