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The 2010 crf250r

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Deitrich Driewer

on 5 May 2010

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Transcript of The 2010 crf250r

Transmission: Close-ratio five-speed
Final Drive: #520 chain; 13T/48T
Rake: 27.15° (Caster Angle)
Trail: 116mm (4.56 inches)
Wheelbase: 58.8 inches
Seat Height: 37.6 inches
Curb Weight: 226 pounds (Includes all standard equipment, required fluids and a full tank of fuel—ready to ride)
Fuel Capacity: 1.5 gallons
Ground Clearance: 12.8 inches
Available Color: Red

fuel injection, it's a wonderful. The response is amazing. The bike barks, yips, growls and purrs at your command. Just wiggle your throttle hand a bit and listen. It's immediate, clean, predictable and fun Initially we had some issues with the front brake; it was a little spongy. Engine Type: 249cc liquid-cooled single-cylinder four-stroke
Bore and Stroke: 76.8mm x 53.8mm
Induction: Programmed Fuel Injection (PGM-FI), 50mm throttle body
Ignition: Full transistor with electronic advance
Compression Ratio: 13.2:1
Valve Train: Unicam®, four-valve; 30.5mm intake, titanium; 25mm exhaust, steel
A variety of them were displayed on a ’10 Honda CRF250R at the intro and the white-colored side covers and black triple-clamps garnered quite the attention. The 2010 CRF 250r Front Suspension: 48mm inverted Showa cartridge fork with 16-position rebound and 16-position compression damping adjustability; 12.4 inches travel If they were to put this up against all the bikes we had in our 2009 shootout this thing would straight-up, hands-down smoke everything. It’s indisputably the best 250F I’ve ever ridden. But the real best part of all this new technology? The price. It only costs an additional $200. Retail goes from $6,999 to $7,199, available in Honda Red only, and bikes will hit dealers in September of this year. Spent gasses exit via an all-new single-sided muffler, departing from the dual-exit of the last four years, saving just shy of a pound in the process as well as lower the CG (Center of Gravity). Pulling air into the engine is a new airbox with larger opening and more direct, funnel-design path to the throttle body. Rounding out the powerplant and keeping up with the added power are slightly larger aluminum radiators.

Starting in the engine, the overall size is down compared to last year’s model, reducing weight in the process as a result. It retains the ‘Unicam’, or single-cam cylinder head, which is now even smaller in size for reduced weight. Inside, valve springs are now “derived from road racing MotoGP technology. They went from a double pipe to a single pipe witch inproves air flow and power. it hepls them keep the bike lightweight also. As you can see by the bike its much more of a diffrence in size and its skinyer so u can graple it more around the turns. Spent gasses exit via an all-new single-sided muffler, departing from the dual-exit of the last four years, saving just shy of a pound in the process as well as lower the CG (Center of Gravity). It also gets the high-end, triple-adjustable shock from the big CRF, though redesigned to fit the 250’s needs Up front one finds a big 48mm Showa fork, up from 47mm last year, which is totally revamped internally, featuring an all-new dual-bleed-off system Another area of major improvement is the engine no longer bogs when bottoming the suspension. On the old bike, when one would come up short on a jump or over shoot it, as the suspension compressed to the bottom of the stroke something would upset the carburetion and it would noticeably bog or hesitate Valves are now a hair smaller at 30.5 mm intake and 25 mm exhaust (31 mm x 26 mm in ‘09), though remain titanium on the intake side and steel on the exhaust side. Looking nearly identical to the CRF450R and actually sharing numerous parts with its larger brother, the CRF250R boasts an all-new chassis, motor, and suspension. Beginning with the motor, Honda’s primary objective was to maintain strong, usable power even when incorporating the Electronic Fuel Injection While the motor may look similar to previous years, upon closer inspection you’ll actually find much more, as nothing carries over from the previous model—not even the engine cases. A new piston and lighter crank have made it possible for a higher compression ratio and a longer stroke. longer valve springs, and new cam timing LOT'S OF LOT'S OF POWER POWER THE BEST OF ALL
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