No doubt this is largely what Australian wunderkinds Hunter and Jett Lawrence have been riding to victory in AMA Pro Motocross and Supercross this year but now Honda have revealed the new for 2022 CRF250R that the likes of you and me can walk in and purchase from a Honda dealer, even if we are not ‘factory’.
Those updates to the 2022 edition of the CRF250R will include increased power, reduced weight and improvements to reliability, with a focus on usability.
The 249 cc liquid-cooled DOHC single-cylinder receives modifications to the air intake including new 4.1 L airbox, revised valve timing and a straightened exhaust port, with a single exhaust header and muffler system replacing the previous dual muffler setup saving 1.7 kg.
Injector angle is also updated to 60° from 30°, with the bike now running double springs on the intake valves, alongside a press-fit intake cam sprocket, and revised oil pathway to the camshaft journals. Valves continue to be titanium, with 33 mm inlet and 26 mm exhaust units.
Increasing the air box capacity helps boost torque at low speeds, and there’s a new air filter shape to match. All up that offers a 20 per cent boost in power at 6500 rpm, without trading off any of the top-end performance. Averaged out, Honda reckon that means 10 per cent more power and 15 per cent more torque across the rev range.
Also updated is the radiator and shroud, improving air flow and in turn cooling efficiency, optimising the mounting angle and number of fins used, with the area of heat radiation boosted six per cent, and overall surface area increased two per cent.
Also improved is the clutch, with the new nine-plate design aimed at providing better durability and hook-up, for better engagement and a lighter pull at the lever. There’s also an additional friction spring in the damper chamber, as well as a more rigid clutch centre. The gearbox also receives a revised layout, with all gear ratios also optimised, with first and third taller, while second, fourth and fifth are shorter.
The new shift pattern runs one shift fork going from second up to third, instead of the previous two, with two lead grooves (down from three) and improves countershaft rigidity for less friction. The shift drum is also 17 per cent lighter, with Honda promising better shift feel between second and third as a result.
The focus on the chassis was in weight savings, alongside improvements to the ergonomics, which with the exhaust updates has helped shave four kg off the weight, for 104 kg in total, at the kerb.
That includes a narrower side cover and lowered seat rear end, with the subframe also shedding 320 g and the swingarm rigidity revised to match the rest of the chassis.
The number of 8 mm bolts on each side for bodywork goes from six down to four, while the bike as a whole is 70 mm slimmer, mainly on the side now now sporting an exhaust, which is 50 mm narrower. The tank cover has also been removed with the titanium tank redesigned and carrying 6.3L of fuel.
Front suspension will be a set of Showa inverted 49 mm forks, with full adjustability and 272 mm of travel. At the rear is a monoshock with preload, compression and rebound adjustment and 313 mm travel, plus a new Pro-Link with different ratio.
Brakes are a 260 mm wave front rotor with dual-piston caliper, while the rear runs a 240 mm rotor with single-piston caliper, with no changes seen in this area.
Seat height is 961 mm with the reduction in seat height only seen at the back of the seat now overall, with a 1477 mm wheelbase – reduced by 9 mm compared to the old model, while 333 mm of ground clearance is a small boost. The rake and trail have also been tightened up, to 27.2° and 115 mm respectively.
Standard is the HRC Launch Control system, three engine maps and electric start, as well as Renthal Fatbar Flex as standard fitment and DID rims.
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