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Bike Introduction - May 2004
 The month of May represents a new chapter in MTM development and growth. To date, we have reported on primarily the automotive world. Although cars are our first love, for most of us motorcycles represent a time when life was simpler and responsibilities were fewer.
In essence, removing two wheels somehow introduces another dimension to the world of motoring.
On the street, there is nothing like the primal connection with the road. It's as if all senses are on full alert and the rider is in charge of the most thrilling ride imaginable. Nothing beats the power to weight ratio of a crotch rocket. Large sums of money are required to come close to 0-100 km times of low 3 seconds or 1/4 mile times in sub 11 seconds while piloting a vehicle with four wheels. Same performance is relatively cheap and effortless on two wheels.
 Cruisers have also evolved over the years. Although few will argue the Harley mystique, there are some intriguing machines coming out of Japan. The name of the game is size and displacement. What better way then to spend a sunny weekend cruising the many scenic routes Ontario is known for... with that special someone.
In the dirt, bikes offer the ultimate expression of freedom. Although not as fast as street rockets, dirt bikes offer a glimpse into another dimension. Freedom from gravity - if only for a moment.
It is beyond comprehension how far the sport of dirt biking has evolved.
 It was the spring of 1984 when I first swung my leg over a dirt bike. It was a used 1981 Suzuki RM 80. The bike was a rocket and it laid the groundwork for my 18 year passion for dirt.
Over the years I have seen many improvements starting with single shock rear suspension, water cooling, power valves, upside down forks and aluminum perimeter frames.
Bikes today are safer, quicker and more reliable then ever.
The state of the art technology is leading to some freakish behaviour. I am still completely in awe when watching the antics of X Games and other freestyle events. Super flat whips, no-handers and flips. Flips for crying out loud! Just imagine the courage required to commit a 240 lb bike into a flip over a 90' jump.
 Please join me as the journey begins with our first test of the 2004 Honda CRF250R.
The 2004 CRF250R represents the latest in technological breakthroughs. The package is wrapped around Generation-four aluminum frame. The engine is likely a glimpse into the future of dirt bike engines. The suspension is works quality and the overall package fits like a glove.
Let's talk stats.
Engine
- 249cc liquid-cooled single-cylinder four-stroke
- Compression Ratio - 12.5:1
- Unicam, four-valve
- Weight - 52.7 pounds.
 Power can only be described as electric. It pulls strong from the bottom and carries well into upper RPM range. The smooth and predictable power delivery is beginner friendly yet when the throttle is fully cranked, the CRF rips. At 180 pounds I'm less then ideal weight for the 125 class of bike - but at no time did I feel disappointed with the power. Some testers who were used to the power of the big CRF450F felt the top-end was a tad soft but what do you expect from almost half the displacement.
Lifting the front wheel required a handsome helping of throttle - no clutch required.
 For those of us who remember kicking the heck out of the 'old'' four-strokes to get them started, those days are over. Starting a modern four-stroke requires no special drill. Fuel on, choke on, no gas and kick. 9 times out of 10 she will start no problem. When hot, same drill but no choke. I never used the hot start lever - it was not required.
There may be four-strokes with more powerful engines, but the Honda power-plant offers a perfect balance between power and control. It allows me to ride harder and longer and after all - the goal is to log saddle time and not recovery time.
We offer thumbs up to Honda's decision to separate the clutch compartment from the rest of the engine. This means two different oil compartments and less likely the chance of contaminated clutch oil finding its way into the top-end. The price is more frequent oil changes in exchange for longer top-end life.
Suspension
 The true story has to be the refinement of CRF's suspension. While it soaked up the small stuff without fuss, I simply could not bottom the suspension. The action was smooth and predictable. Even the pesky breaking bumps seemed a little less intimidating. As my time in the saddle increased so did my confidence, especially when hitting larger ramps. Rookie mistakes were quickly erased by the nearly works-style suspension.
Up front is a lightweight, 47 mm inverted Showa twin-chamber cartridge fork with aluminum dampers. The fork offers 12.4 inches of travel, 16-position rebound and 16-position compression damping adjustability. The inner surface of the front fork outer-tubes receive the same honing treatment as works bikes for low-friction operation. This is a first on a production bike.
In the back, the chores are handled by a Pro-Link single-shock rear suspension system featuring a fully adjustable Showa rear damper and 12.4 inches of wheel travel. It features separate 13-position low-speed and 3.5 turns high-speed compression damping adjusters as well as 17-position rebound damping. Set the sag at 100 mm and there is almost no need to mess with the settings.
The Chassis
Honda introduced the aluminum frame in 1997. The first attempt was somewhat thick through the mid-section and the incredible stiffness made for a jarring ride experience.
The fourth-generation chassis has come a long way. Honda has added here, taken away there just enough to realize the true benefits of aluminum.
 The CRF250R has a very light feel and is extremely trustworthy. It feels like a bike should while offering tons of confidence. It's incredibly stable and turns really well. Point where you want to go and the bike will take you there. On flat corners, the four-stroke hooks up and tend to stand up resulting in strong corner exits. This is one bike where getting on the gas hard actually improves stability. Getting on the power is easier and quicker adding to better lap-times. My 5'11" frame fit the bike perfectly. Riders who own two-stokes (125 class) may find the front end somewhat heavy - but soon forget the weight in exchange for corner and straight-line stability.Bits and Pieces
Honda has a reputation for always delivering machines with superior fit and finish. The CRF250F is no exception. All components are first rate. Check out the list of goodies:
- Standard rubber mounted Aluminum Renthal handlebar (971 bend).
- Three different handlebar mounting positions.
- Works-type handlebar grips add to rider comfort.
- Adjustable front brake lever and quick-adjust clutch perch.
- Non-slip seat cover.
- Repackable silencer.
- Removable rear sub frame.
- Class leading brakes front and back.
- Front: compact dual-piston front brake caliper, anodized aluminum brake pistons and lightweight front brake disc minimize unsprung weight for improved turning and handling.
- Rear: HRC works-type rear brake system integrates the rear master cylinder and fluid reservoir, eliminating the rear master cylinder reservoir and hose.
- Large, 240mm front and rear brake discs.
 What appeals most about the CRF250R is its flexibility. The bike has tremendous range - fitting a beginner as well as an expert. Short shift it, rev it to the moon or just chug around your favourite track in 3rd gear. If nothing else, the four-stroke movement has opened the door of performance dirt-biking to the masses. Honda made us wait for their quarter liter rocket - I for one am not disappointed. With Yamaha, Suzuki and Kawasaki in the game - expect the brand rivalry to once again heat up. Yamaha enjoyed a year unchallenged - the break is over.
Special thanks to both Daryl and Steve who gave us access to their private riding spots. We also thank Ian for spending some quality time on the bike for all the action shots.
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