2008 Honda CRF250R

Hits:

-Turning is awesome

-New damper works excellent

-Suspension very progressive and works well

-Power is good

-Ergonomics are very comfortable

Misses:

-Jetting is very touchy

-Bogged until we got it jetted properly

            When you normally think of Honda, there’s no doubt that high quality and endless amounts of money for R&D comes to mind. For years now, Honda has been the dominant leader in the four-stroke battles, producing progressively better and better bikes each year—even when everyone wondered how a bike could get much better.

            For 2008, Honda has done it again with their 250cc four-stroke, adding the new Honda Progressive Steering Damper while also making a list of improvements that add up to a bike that is yet again, better than the previous year. Yes, Honda did add the revolutionary new HPSD, but there is also a list of other changes done to the bike that help improve everything from the turning to the engine to the suspension.

WHAT’S NEW

            Used for many seasons on the factory Hondas and weighing in at only 6.5 ounces, the HPSD is designed a lot like a shock absorber, and is made to help improve turning as well as straight-line stability. In turns, the steering damper helps to keep the bike more planted by increasing the front wheel traction and thereby improving rider confidence. While through whoops and down rough straights, the HPSD aids in stability by simply decreasing the amount of front wheel deflection when a whoop or bump is hit at a slight angle. Due to the new damper, Honda was also able to make the steering geometry of the CRF more aggressive by adding new 22mm offset triple clamps. All of this combined, helps to make for a more improved turning prowess, and much a more nimble feel. Finally, the steering head was redesigned to increase stiffness to help withstand the flexing of the new damper. As for the suspension, it received only minor changes that were made possible due largely to the new damper, as stiffer springs and a larger cartridge rod were added up front, while the valving was changed in the shock to work better with the changes made to the forks.

            Moving onto the motor, the cylinder head received new porting, new camshaft timing, and lighter valve train components, adding up to improved power and a higher rev limit of 13,500 rpms. Honda also updated the carburetor jetting to help smoothen out the power delivery. Other notable changes done to the CRF were an updated exhaust system for improved power, new clutch judder springs to smoothen out the clutch action, and new petal brake rotors were added on the front and rear for even better braking.

            As for cosmetic changes, the Honda didn’t receive much, as the graphics are mildly different than 2007 while the front number plate was redesigned to accommodate the new steering damper that is hidden behind it.

ON THE TRACK

            Immediately, out on the track we were comfortable aboard the Honda. As un-noticeable as the HPSD is when the bike is sitting on the stand, it makes a huge difference on the track. The damper translates into a much improved turning prowess for the CRF and allows the bike to be ridden much harder into turns as the front end stays much more planted than bikes that aren’t equipped with the damper. Also, just like Honda claimed, the HPSD works well through whoops, as the bike just feels much more stable due largely to the damper, despite the more aggressive front triple clamps. The stiffer suspension is also a welcomed change, as it offers excellent dampening for both fast riders and heavier riders alike. We also never had to change much on the clickers.

            As for the motor, like always, it was fast. In comparison to the other 250cc four-strokes that we’ve ridden this year, the Honda probably has one of the best motors. It pulls well, and has really good low- to mid-range power. The carburetion and jetting is where we ran into some problems. Previous years of the CRF250R had some problems with bogging when landing off big jumps, and for us, the ’08 experienced much of the same. The bike seemed to be jetted too lean, causing it to bog and feel less than snappy. We did, however, play with the fuel mixture screw, ending on ½ a turn out, which helped a lot in getting rid of the bog and improving the power of the bike. Once we did that, we were much happier.

            Bringing the powerful 250f to a stop wasn’t a problem, as the new petal rotors make braking smooth yet still very strong. We never had a problem coming to a stop for a tight turn, even on the jumpy Starwest track where our initial test day was.

            Other things we liked about the Honda were the ergonomics—they are super comfortable for nearly every size rider—the Renthal handlebars, and the overall durability of the bike.

OVERALL

            It’s amazing what something as small as the Honda Progressive Steering Damper can do to a bike. By adding that, Honda was able to improve a bike that many thought couldn’t get any better. The ’08 CRF250R now handles better, is faster, and is just a plain blast to ride. If you’re thinking that this year’s bikes aren’t any different than last, think again, because this Honda is one that you should probably check out.

SPECIFICATIONS

Price                                                    $6,449

Engine Type                                       249cc liquid-cooled single cylinder four-stroke

Compression Ratio                            78mm x 52.2mm

Valve Train                                        Unicam, four-valve, 31mm intake, titanium, 26mm exhaust steel

Induction                                             Carburetor, Keihin 40mm flat-slide w/ throttle position sensor (TPS)

Ignition                                               CD w/ electronic advance

Transmission                                      Close-ratio five-speed

Final Drive                                         #520 chain, 13T/51T

Suspension Front                               47mm inverted Showa cartridge fork w/ 16-position compression damping adjustability; 12.4 inches travel

Suspension Rear                                Pro-Link Showa single shock w/ spring preload, 17-position rebound damping adjustability, and compression damping adjustment separated into low-speed (13 positions) and high-speed (3.5 turns); 12.4 inches travel

Front Brake                                        Single 240mm disc w/ twin-piston caliper

Rear Brake                                        Single 240mm disc

Tires                                                   58.2 inches

Wheelbase                                          58.2 inches

Rake                                                   27.9

Trail                                                    4.9 inches

Seat Height                                        38 inches

Ground Clearance                              14.2 inches

Fuel Capacity                                     1.9 gallons

Colors                                                 Red, black (2008 special color)

Weight                                                227 pounds