Motorcycles

Honda unveils new high-revving CRF250R motocross racer

Honda unveils new high-revving...
The 2018 CRF250R will hopefully rejuvenate Honda's motocross racing efforts in the 250 cc class
The 2018 CRF250R will hopefully rejuvenate Honda's motocross racing efforts in the 250 cc class
View 23 Images
The 2018 Honda CRF250R in high-flying action
1/23
The 2018 Honda CRF250R in high-flying action
The 2018 CRF250R will hopefully rejuvenate Honda's motocross racing efforts in the 250 cc class
2/23
The 2018 CRF250R will hopefully rejuvenate Honda's motocross racing efforts in the 250 cc class
The 2018 Honda CRF250R in action
3/23
The 2018 Honda CRF250R in action
Compared to the existing model, Honda suggests that the 2018 CRF250R is three percent faster in the first 10 m (32.8 ft) from a standing start, and 3.6 percent faster over 30 m (98.4 ft)
4/23
Compared to the existing model, Honda suggests that the 2018 CRF250R is three percent faster in the first 10 m (32.8 ft) from a standing start, and 3.6 percent faster over 30 m (98.4 ft)
The new minimalistic plastics of the 2018 Honda CRF240R are in tune with the 450 cc model
5/23
The new minimalistic plastics of the 2018 Honda CRF240R are in tune with the 450 cc model
The 2018 Honda CRF250R shares very few parts with the current model
6/23
The 2018 Honda CRF250R shares very few parts with the current model
Front view of the 2018 Honda CRF250R
7/23
Front view of the 2018 Honda CRF250R
The slim and lightweight 2018 Honda CRF250R as seen from above
8/23
The slim and lightweight 2018 Honda CRF250R as seen from above
The two exhaust cans of the 2018 Honda CRF250R
9/23
The two exhaust cans of the 2018 Honda CRF250R
The 2018 Honda CRF250R is designed to satisfy riders of all levels, from world championship contestants to everyday hobbyists
10/23
The 2018 Honda CRF250R is designed to satisfy riders of all levels, from world championship contestants to everyday hobbyists
The air filter element of the 2018 Honda CRF250R is housed between the rails of the short aluminum rear subframe
11/23
The air filter element of the 2018 Honda CRF250R is housed between the rails of the short aluminum rear subframe
Honda ditched the Unicam design of the previous CRF250R, opting for a DOHC layout for the 2018 model
12/23
Honda ditched the Unicam design of the previous CRF250R, opting for a DOHC layout for the 2018 model
The 2018 Honda CRF250R's engine features an electric starter as standard
13/23
The 2018 Honda CRF250R's engine features an electric starter as standard
The throttle side of the 2018 Honda CRF250R's handlebars with the starter button
14/23
The throttle side of the 2018 Honda CRF250R's handlebars with the starter button
The new engine of the 2018 Honda CRF250R features two header pipes leading to two exhaust cans
15/23
The new engine of the 2018 Honda CRF250R features two header pipes leading to two exhaust cans
The engine of the 2018 Honda CRF250R is designed for more power at higher revs
16/23
The engine of the 2018 Honda CRF250R is designed for more power at higher revs
The 2018 Honda CRF250R under the plastics
17/23
The 2018 Honda CRF250R under the plastics
The 260-mm front wave disk brake of the 2018 Honda CRF250R, hidden behind its protective plastic cover
18/23
The 260-mm front wave disk brake of the 2018 Honda CRF250R, hidden behind its protective plastic cover
The titanium fuel tank of the 2018 Honda CRF250R weighs just 1.039 kg (2.3 lb) and holds 6.3 l (1.7 gal)
19/23
The titanium fuel tank of the 2018 Honda CRF250R weighs just 1.039 kg (2.3 lb) and holds 6.3 l (1.7 gal)
Compared to the 2017 Honda CRF250R, the 2018 model has a 3 mm shorter wheelbase and its center of gravity is 1.4 mm lower, while seat height is 6 mm taller at 957 mm
20/23
Compared to the 2017 Honda CRF250R, the 2018 model has a 3 mm shorter wheelbase and its center of gravity is 1.4 mm lower, while seat height is 6 mm taller at 957 mm
Twin exhaust cans ensure that the engine of the 2018 Honda CRF250R exhales comfortably at high rpm
21/23
Twin exhaust cans ensure that the engine of the 2018 Honda CRF250R exhales comfortably at high rpm
The left-hand side of the 2018 Honda CRF250R's handlebars houses the kill switch and the engine mode button
22/23
The left-hand side of the 2018 Honda CRF250R's handlebars houses the kill switch and the engine mode button
The fully adjustable Showa rear shock connects to the aluminum swingarm via a Pro Link setup
23/23
The fully adjustable Showa rear shock connects to the aluminum swingarm via a Pro Link setup

Honda has introduced its contestant for the 2018 World Motocross Championship MX2 class. Fitted in the frame and suspension package of the 2017 CRF450R, the CRF250R's new engine promises more power at higher rotation levels, and is equipped with electric starter and selectable engine modes as standard.

The 2016 motocross season proved to be a far cry from the dominant 2015 campaign that resulted in an astonishing MX2 world title for Honda's prodigy, Slovenian Tim Gajser. After a rather lackluster season in motocross competitions around the world, Honda's CRF250R underwent a radical redesign for 2018, starring a brand new single-cylinder liquid-cooled engine.

In a capacity class that lacks the torque of the 450s, Honda decided to abandon the Unicam design of the CRF450R engine, and reverted to a double overhead camshaft layout for the 2018 CRF250R's cylinder head. The new engine is designed for high-revving performance, rising the redline 900 rpm higher and delivering 9 percent more peak power. This is achieved by shifting to a more over-square cylinder (79 x 50.9 mm, compared to 76.8 x 53.8 of the current model), incorporating larger titanium valves and higher-lift camshafts.

The engine of the 2018 Honda CRF250R is designed for more power at higher revs
The engine of the 2018 Honda CRF250R is designed for more power at higher revs

The fuel-injected engine is equipped with selectable engine modes, giving the rider the ability to change the engine's ignition mapping to three different settings; Standard (Mode 1), Smooth (Mode 2) and Aggressive (Mode 3).

Traditionally for motocross bikes, manufacturers seek every possible way to shed a few more grams, and Honda went all the way in this quest. The 2018 model will only have an electric starter fitted as standard, with no possibility to retrofit a kick starter, as there's no room available in the engine.

Combined with a 6.3 liter (1.7 gal) titanium fuel tank – also lifted off of the CRF450R – that is more than half a kilo (1.1 lb) lighter than the plastic unit of the current CRF250R, the wet weight of the new model is announced at just 108 kg (238 lb).

The new CRF is built around an aluminum twin-spar frame that is identical to that of the 2017 CRF450R, as is the suspension – with a set of 49 mm Showa coil-spring inverted forks replacing the SFF-TAC-Air front system of the 2017 model.

We're still waiting on pricing and availability information. In the meantime, check out below the official promo video of the motocross racer that will support Honda's Absolute Holeshot philosophy in 2018.

Source: Honda

The All-New 2018 CRF250R - Absolute Holeshot

1 comment
VincentWolf
Who cares it's not 100% electric so junk.