Honda XR 250R

Still at the Head of their Class

• Bold new graphics the competition won't forget.
• Radial Four Valve Combustion chamber (RFVC) maximizes combustion efficiency and increases power output
• Efficient dual carburetor/dual intake port induction system.
• Modified, long travel Pro-Link suspension with 16-way compression and 4-way rebounding adjustments.
• Air-assist leading axle fork mounted on rugged, low-maintenance taper roller steering head bearings.
• Confidence inspiring hydraulic front disc brake with dual piston caliper and sintered metal pads.
• Kickstarter-actuated automatic compression release for easy starts.
• Notched front and rear wheel rims.
• Rugged aluminum skidplate.

•Seat-over-tank design allows easier rider movement

•Side-pull throttle, snailcam chain adjusters, 9-liter plastic fuel tank and many other enduro-perfect innovalions.

Let their rivals cringe, the XR250R are back for another year. Born of enduro racing, the XR's have long been the stars of local and international competition. And this year they have an even more perfect balance between power, handling and size. Equipped with high performance engines, multi-adjustable suspension, race-proven front disc brakes and a host of other equipment, the XR's are race-ready right out of the crate. And they're back for another- year at the head of their class.

ENGINE

Competition begins with engines. Thus the XR200R and XR250R are both powered by Honda's innovative Radial Four Valve Combustion chamber (RFVC) engine. The engine's unique radial four valve design significantly improves breathing, combustion efficiency and so power. Intake is by a brace of piston valve carburetors and a dual intake port induction system. Modifications to the intake have enhanced low- and mid-range power and response making the new XR's more competitive than ever before. Dual-port exhaust ensures the exhaust system is as efficient as the intake. Ignition is no-maintenance CDI, a balancer shaft smooths vibration and a decompression system makes starting a snap.

SUSPENSION

What their engines can get you into their suspension can get you out of. Because enduros and enduro riders differ, the XR's are equipped with Pro-Link and a light weight box-section swingarm in the rear. The system boasts 16-way compression and 4-way rebound adjustments. In the front the XR's are fitted with a large diameter air-assist leading axle fork with 254mm of travel. The fork is mounted on rugged, low-maintenance taper roller steering head bearings.

BRAKES

Designed for and proven on Honda's motocross machines, the XR250R boasts a front disc brake with a lightweight, drilled rotor, dual piston caliper and sintered metal pads.  In the rear, both XR's run a large diameter leading/trailing drum.

STREET WORTHY

Both these XR's have high/low beam headlights, tail/stop-lights, turn signals and a rear vision mirror.
 

CHASSIS

The new XR's are completely enduro equipped and race ready. Features such as a lightweight, double cradle frame. Folding rear brake and shift levers. A lightweight, rugged aluminum skidplate. A snag-free side-pull throttle and snailcam chain adjusters. A compact, easy-set square speedo/tripmeter. And a large-capacity 9 liter plastic fuel tank with a seat-over tank design all put the XR's ahead of the competition; right out of the crate.

Underpowered and overweight: such is the dirge of the four-stroke dirt bike. Although open-class thumpers have had a tough time fighting the power-to-weight-ratio battle, 250s have fared worse. The typical mid-sized f-banger has had 500 bulk with 250cc yelp.

Last year Honda deep-sixed its aged XR250R and introduced an impressive 350 to backstop its strikingly new XR500. This pair of bikes carried all-new chassis and running gear, and both powerplants had Honda's innovative Radial Four-Valve Combustion Chamber (RFVC) engine design. Now Honda has a 250 RFVC thumper. No surprise. But it's based on the new RFVC XR200R, and that is a surprise. The new quarter-liter XR is much smaller, lighter and handier than past XR250s. Chalk one up for the good lean guys in the high-calorie, low-fat battle.

The 1982 XR250 chubby bike weighed 281.6 pounds with one gallon of gas, stretched over a 55.9-inch wheelbase. The '84 250 weighs a moderate 247.5 pounds with one gallon of gas and measures a mere 53.7 inches between axles; those 34 pounds and two inches set the bikes worlds apart. While the new 250 still weighs a few pounds more than most two-stroke enduro bikes, it's close enough for serious comparison.

Honda bolted high-quality pieces to the 250's frame. The Pro-Link suspension produces a rising-rate effect in the rear, and the single shock is adjustable for four rebound and 18 compression damping positions. The needle-bearing-mounted box-section steel swing arm and aluminum Pro-Link linkage pieces are identical to the new 200R's, with only a slightly stiffer shock spring. The 250 offers 9.6 inches of rear-wheel travel.

The 38mm fork provides a full 10.0 inches of travel. Air caps top both fork tubes, but Honda recommends running the fork at zero psi. Both front and rear suspension components are Kayaba units, a break from Honda's usual supplier, Showa.

Like the bigger XRs, the 250 has a front disc brake. The powerful twin-piston caliper grabs a stainless steel rotor 240mm in diameter and 3.5mm thick. Honda's front stoppers are the best in the dirt world, providing strong, progressive braking wet or dry, giving excellent feel through the lever and proving as reliable as boat anchors.

The 250 engine is a pre-shrunk XR350 unit. The head positions the four valves radially relative to the bore axis, leaving plenty of clearance between valves and allowing Honda's engineers to design an unusually shallow combustion chamber which promotes fast and efficient burning. The 250's intake valves measure 28.5mm in diameter and the exhaust valves span 25.5mm. In comparison, the XR350's intakes measure 32mm and exhausts 29mm.

Like the 500 and 350, the 250 employs a single chain-driven overhead camshaft. Sub-rocker arms redirect the actuating motion into the plane of the valves, and screw-type adjusters take up excess valve lash. Although these extra pieces add a little complexity and weight, there are no maintenance problems. Anyone competent enough to identify the valve chest will have little difficulty setting the lash. An automatic cam-chain tensioner eliminates the need for adjustments here.

Two small 28mm Keihin round-slide carburetors feed the 250 through two separate intake ports. The left-side primary carb carries a full range of low-speed, mid-range and main jets, but the right-side secondary carburetor holds just a main jet. Only the primary carb meters fuel at low throttle openings; as its slide opens one-third of the way, the secondary carb begins to open. The two Keihins reach full-open simultaneously, via a progressive carburetor linkage. This system combines the advantage of accurate, high-velocity carburetor flow at low engine speeds with a high-volume flow under wide-open conditions.

For a dirt bike, the XR sips fuel. We averaged about 35 mpg with a high of nearly 40. The 250 holds 2.4 gallons of gas, including 0.4 gallon in reserve, giving it a range of 85 to 100 miles per tank; that's plenty for the longest loops, excluding solo Baja runs.

With a bore and stroke of 75.0 x 56.5mm, the 250 displaces an actual 249cc and has a 10.0:1 compression ratio. The XR250 and 200 share engine cases and, like the 350, are wet-sump engines. The 250 carries a taller primary reduction ratio than the 200, but the gearbox and final-drive ratios are identical. A gear-driven counter-balancer virtually eliminates engine vibration while adding little weight or bulk. The wet clutch uses five friction plates, and the 250 clutch hub uses a spring-type damper system; the five-plate 200R clutch uses rubber damping blocks.

The 250's primary kickstarting is aided by both an automatic and a manual decompression system. An erratic starter, our test XR could be extraordinarily reluctant to light at times. In particular, the Honda hated to start when lukewarm. We often resorted to the drill we've learned with other Honda four-strokes: turn the throttle wide open, engage the manual decompression lever, hold down the kill button and kick three or four times. Next, let go of everything and kick the bike with no throttle. The XR usually responded to this therapy, but occasionally only after two or three tries. There was a consolation prize of sorts. Often the bike would fire readily when it was really hot or cold.

After a short warm-up session the 250 runs well. The carburetor meters fuel perfectly at low speeds, and the transition from primary to two-carb running comes off smoothly. The midsized XR is surprisingly gutty; it keeps chugging up the nastiest hills even after the revs have fallen off. The 250 loves to rev and it puts out decent top-end power. With 21.67 ponies at the peak, the XR's power output falls short of all two-stroke 250 enduro bikes. On the other hand, the Honda's engine forgives mistakes easily - like losing your uphill momentum - and its no-fault nature is an important consideration for riders with less-than-expert skills.

The 250 clutch requires modest lever pressure and resists heat-fading well. The XR shifts cleanly and crisply with or without the clutch, and the gearbox ratios suit the engine's power characteristics. First gear lets the bike crawl along at a walking pace, and top gear is good for open-road cruising at 60 or 65 mph. No gaps between gears handicap the XR.

Climb aboard the 250R; the bike feels like a tight, compact machine. As you start to ride, the Honda confirms this impression; it feels light, nimble and quick-steering, assets the novice trail rider will readily perceive and greatly enjoy. A steep steering angle (26 degrees) and a mere four inches of trail contribute to the 250's cat-like handling. The friendly little XR shines in tight woods riding; the red bike flicks from side to side, dodging trees with ease.

Leave the deep woods for other terrain, however, and the 250R fares less well. In wide-open high-speed riding the XR gets skitterish; the front end wanders over small and medium obstacles. Over rocks it deflects easily and the bike side-hops; the lack of straightline stability has the rider sawing at the handlebar, chasing the front wheel. In deep sand the front end tucks and plows; moving back on the seat and keeping the throttle pegged help keep the front wheel tracking straight ahead, but these tactics can't compensate for all the XR's shortcomings.

Several factors contribute to the XR's handling dilemma. Precious few full-sized motorcycles are as short as the 250R, and no other bike this short, with the exception of the XR200R, has such a steep steering rake and so little trail. Granted, the agility is great in the woods, but it penalizes high-speed and straight-line stability.

An overly soft shock spring also contributes to the problem. Although stiffer than the lighter 200R's, the 250's spring proved too soft for heavier riders. The rear end bottoms over large bumps and sags too much under the rider's static weight. With this tail-heavy attitude the front end feels a bit harsh and doesn't stick well. The 250 needs more spring to balance the bike - pumping up the preload with the stock spring doesn't solve the problem completely. Honda does offer an optional shock spring, and although this stiffer unit was not available at the time of our test, we would have been the first on our block to have one. Except for the shock spring, the XR uses high-quality suspension components. The 38mm fork resists flexing, and the shock offers four-way adjustable rebound damping and 18 compression damping positions.

The IRC Volcanduro tires exacerbate traction problems. The front tire doesn't stick well on fireroads, breaking loose and skating in bermless corners with little warning. The rear also lets go quickly and offers little traction in deep sand. We installed good aftermarket rubber with pleasing results; a Metzeler up front greatly enhances front-end traction, making the XR much more sure-footed and trustworthy.

An aluminum skid plate is standard - and welcome - equipment on the XR250. With the sagging suspension the Honda bottoms out often and hard in rocky terrain. The hefty plate shields the engine well, but the footpegs come crashing down on rocks. Although the footpegs and skid plate are over 12 inches off the ground when the bike is un-laden, any kind of riding quickly uses up all the clearance. After bashing the right footpeg a few times while on the trail, we bent it in far enough to trap the kick-start lever in the down position; we had to hammer the footpeg back to the proper position with a rock.

Like all 1984 XRs, the 250R mounts factory hand guards; these red plastic goodies keep light brush and chilly air at bay. A vinyl fender pouch holds a Honda-designed combination wrench and a plug wrench, with plenty of additional room for an extra tool kit and shop towels. The exhaust pipe carries a USFS-approved spark arrestor, and the bike comes with an accessory silencer core and airbox baffle to further reduce noise. The stock six-volt, 35-watt headlight should fill most trail needs, but Hondaline also offers an accessory kit which upgrades the lighting system to 12 volts and 55 watts.

At $1848, the XR250R falls midway between the $1625 XR200R and the $2098 XR350R, and leaves the prospective thumper buyer with plenty of options. The Honda also prices out a few hundred dollars less than most two-stroke 250 enduro bikes, again making the XR a viable alternative to these better-rounded mounts. Although the 250R's handling is severely biased toward tight woods riding, the XR can be a competitive machine, given the proper conditions and a talented rider. For playriders looking for a friendly, fuss-free trail bike, the XR250R is, despite its soft spots, hard to beat.