WE RIDE SERVICE HONDA’S CR250AF TWO-STROKE MOTOCROSS BIKE News mobile

31 Май 2015 | Author: | Комментарии к записи WE RIDE SERVICE HONDA’S CR250AF TWO-STROKE MOTOCROSS BIKE News mobile отключены
Kawasaki Square Four 2 Stroke Prototype

WE RIDE SERVICE HONDA’S TWO-STROKE MOTOCROSS BIKE

The isn’t some modern/retro it’s a worthy race built with readily parts that should be in garage. plus, video

four-strokes motocross bikes over the motocross world—the time, not the first time—only and the European brands stayed in the business. And that was a shame. what would have if Honda, Kawasaki, and Suzuki to offer and develop two-strokes for

Even if they couldn’t all-new designs, they have easily put the old two-… in their modern four-… gear. It is not a stretch to see that could have used the four-… chassis to build a KX250 two-…. Suzuki have done the same an RM-Z250/RM250 hybrid. And, of Honda could have a CRF250/CR250 blend.

But, didn’t.

It could be said the two-… philosophies of Honda, Kawasaki and, to a lesser Yamaha handed the two-… over to KTM—and KTM made hay it, using their line of 150, 200, 250 and 300cc to build a lucrative business

Aside from the sampling of goodies, the Service Honda has the fit and of an OEM bike. It utilizes almost all parts and even the stock pipe will fit.


1997, SERVICE HONDA HAS ITS LINE WITH THE KX250AF, CR125AF, CR250AF, CR500AF AND THE 250R, WHICH IS A CRF250X IN A CRF150 CHASSIS.

The indifferent manufacturers didn’t have to a new trail on their way to two-… all they had to do was follow in the footsteps of Honda. Service Honda’s one goal is to produce a unique of bikes that the public but can’t get from the “Big What Honda, Kawasaki, and Yamaha refuse to do, Service does with a smile.

A.J. Waggoner built his Honda CR500AF (AF stands for frame”) for personal use in 1997. The two-… engine was the perfect for four reasons:

(1) The large two-… engine will be fast, no matter how far four-stoke has developed.

(2) The 500s produce a type of power that for a completely different riding

(3) 500s were never in aluminum frames, so they looking antiquated back in when the Honda CR250 the first Delta-Box aluminum

(4) There is still a big cult of folks who missed 500s. people saw what A.J. had for himself, A.J.’s custom business caught fire.

Honda chose the 2001 over the newer case engines for breadth of power and

Since 1997, Service has expanded its line with the KX500AF, CR125AF, CR250AF, and the Junior 250R, which is a engine in a CRF150 chassis. At glance, a modern CR250 may not as much charm as a CR500, as it had an aluminum frame and stayed in until 2007. If, however, you saw the old CR250 sitting next to Honda’s CR250AF, there be no question of appeal.

MXA has tested Honda’s flagship CR500AF and KX500AF. We were impressed both, but we wanted to experience new—something we could keep on the for more than a split Let’s face it, 500s are fun and super fast, but they are to ride.

Knowing what Service could do, we thought that the could be their best weapon yet.

Each Honda bike is built to from the ground up. Since the is already in pieces when the places his order, Service can build the bike up with all the bling the consumer wants to This stage of the process is the time to powder-coat the frame or add goodies and other touches. bikes are popular, and Service has done many David and Jeremy McGrath replicas retro graphics and red or white frames.

A CR250AF costs to $12,000.

IT WOULD BE LOGICAL TO THAT THEY WOULD USE THE MODERN ENGINE. BUT, DEVOUT CR250 AFICIONADOS BELIEVE THAT HONDA GOT THE WORKED OUT OF THEIR QUIRKY ENGINE.

The CRF250 chassis CRF250 spec suspension. The 250 isn’t heavier, but it overpowered the

Service Honda’s first was to choose the engine. The 2007 was the final CR250 two-… produced by Honda. It would be to assume that they use the most modern engine, but devout CR250 aficionados believe that Honda got the worked out of their quirky, high tech, case RC, electronic power valve-equipped engine.

When Service compared the 2001 engine to the case-reed engine, they that peak horsepower was the same, but the 2001 had a much more usable powerband on the The less-complex, faster engine was the pick.

The next step was the engine into a 2012 chassis. For the most part, the of the engine is limited by the location of the sprocket. Service Honda some leeway in tilting the forward or backward.

In testing their prototype, Honda tried to optimize spec. They went up 3mm their original position, the weight bias slightly

Honda continues to produce all the parts (and you can order all the through your local dealer) to rebuild a 2001 engine; however, Service did a little mixing and matching to get the setup. The 2000 CR250 with a 38mm Keihin but for 2001, Honda spec’ed a carb. Service Honda that the Mikuni was a good of equipment, but that it was difficult to jetted properly in varying

So, they decided to use the 2000 with the 2001 engine, had a couple updates from the year—new cylinder port and timing and a new reed-pedal-stopper shape.

The airbox wasn’t even to mating with the two-… in part because the intake on the is much lower. Service solution was to use a combination of two-… parts, some modified and a number of custom-built parts in their in-house machine

A 2000-spec Keihin carb was over the 2001-spec Mikuni for performance in varying conditions.

Honda went the extra to make sure customers use any aftermarket pipe designed for a CR250. When a customer his order, he can choose between FMF and Pro pipes, and each brand has options in its line. Our test was equipped with a Pro Circuit pipe and R-304 silencer.

As a final touch, Service installed aftermarket blue hoses, a red-anodized billet guard, master-cylinder cover, spacers, brake clevis, and a Company brake-return spring.

TWO-STROKE HAS ITS OWN PERSONALITY. SOME OF HIT HARD WITH INSTANTANEOUS, BARK, AND SOME EASE THEIR SWEET SPOT A CONTROLLED SURGE.

Every has its own personality. Some of them hit with instantaneous, wheel-spinning and some ease into sweet spot with a surge. When the CR250AF into the midrange, there was a warning, and then things in a hurry. The power snapped to but not in a way that wanted to spin the wheel.

Instead, the power came on just smooth to hook up and push the rider on the seat. The CR250AF wasn’t a screecher, but it didn’t have to be either. Test riders had no keeping the rpm in the mid-to-top before it off.

In a gun-and-run face-off a new YZ250, the CR250AF walks Chasing after KTM 250SX the Honda held its own.

get their choice of FMF or Pro Circuit systems. Our bike had a Pro Circuit and silencer.

There were two hampering the power of MXA ’s Service CR250AF. The biggest problem was the power to the ground. The 100/90 tire that came on the chassis was too small. Off a cement pad, the rear wheel of our test bike lit up like a tree.

The 100 rear is really a 125 at heart. Dunlop recommends a for most 250F riders and a for 250 two-strokes, so the 100 is actually two sizes too

The second problem was a slight down low in the powerband. The bike was for a cold day in Indiana, and that work so well in SoCal. the engine got hot, it ran better, but it take a rear tire and a change to get the best use of the bike’s

EVERY MXA TEST RIDER WAS COMFORTABLE WITH THE HANDLING OF THE IN TRUTH, THE CURRENT HONDA CHASSIS IS BETTER SUITED TO THE ENGINE THAN THE FOUR-STROKE.

The MXA riders thought that would line up to buy a modern two-….

Every MXA test was immediately comfortable with the of the CR250AF. In truth, the current CRF250 chassis is better to the two-… engine than the Four-stokes tend to ride heavy, and that can exaggerate the tendency and forward bias of the frame.

The lightweight and snappy of the CR250 engine allowed the end to float, which mitigated the handling tendencies. Through the CR250AF rewarded an aggressive wrist and made test want to … berms. It tight lines, changed on a whim and wheelied over at a moment’s notice.

The only to handling was the soft suspension. The curb weight of the CRF250 is 222 pounds, while the CR250 is 216 pounds. If it’s 6 pounds why is the suspension too soft? Extra (and the CR250 two-… 47 horsepower compared to the 35 of the CRF250 puts a big demand on a bike; the 250 accelerates over bumps, the goes through its …

We cranked in the compression on the forks and adding both high- and damping to get by. Only featherweight could be happy with the rates.

The 2012 Honda CRF frame handled better with the engine nestled in its cradle the standard-issue four-….

Although the springs, shock spring and tire were a bad spec for bike, the chassis worked well with the two-… than it does with the engine. Every tester that the bike performed with all the best traits two-… aficionados praise. Honda made a smart going with the 2001

The CR250AF isn’t some trophy; it’s a worthy bike built with available parts. At $11,999, it require that a prospective be ready to take a big bite out of his but considering that Service has to order all the engine parts and start assembly from the price is justified.

This is one that is built from the extra cost comes the custom build process. ironic that the best of this custom bike is it has the finish and look of an OEM machine. The sad is that this OEM CR250 could be made by the factory for feed—since they have all the in stock.

SEE MXA’S CR250AF HERE

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