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I have all the HRC parts for the outside of the motor but no plans for the internals.. HRC cranks and transmissions are big money then you put them inside the case where you can never see or touch them again? I don't see the point.
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I should also have mentioned how light the big fat hollow hubs are. A modern wheel hub is much smaller, but it is very dense/ thicker metal, whereas the wall thickness of the fat hubs is rather thin in comparison
How in the hell does stuff like just "arrive"?
I know you scour the deep depths of the internetz and such but as you gain momentum in such a bad ass build are you shown favor by the few peole that have this trick stuff lying around?
I have a long honda road race background so i love the history behind this build and all the cool Japanese influences that you add to the mix.
I follow this built for a long long time and everytime you post something on instagram or here I'm amazed by your knowledge of the HRC bikes and the details you put into this built. The 2001 CR250 have a special place in my heart since it was the first time I could afford a brand new bike. I built a CR250AF with the 2001 motor in 2014 and making this old motor in top notch condition wasn't easy I can't imagine making a full factory bike!
I saw some alpine skis on one picture. Whenever you come to Vermont for skiing in Jay Peak I would gladly meet the man behind this built and show you the way around Jay!
I go to Vermont quite often for skiing. This hasn't been the greatest season for skiing, but I was at Killington last week, Whiteface the week before that and next week I will be at Cannon and Loon mountains in NH skiing. It would be great to meet you some day. I was hoping to go to Jay Peak this year, but season is ending fast and I will go in for season ending shoulder surgery on 3/31 from a ski accident in Vail, Colorado the first week of December.
mike
Pit Row
The Japan's factory team's 1999 and 2000 RC250Ms were essentially the same machine except that they changed the triple clamp color from black/ silver to red, the MFJ changed the number plate backgrounds from dark green to bright red, the Showa works fork tube diameter increased from 49mm to 51mm, and they added the prototype rear brake set up which became an OEM part for all 2002+ production models. However the rear master cylinder mounting tabs were very different on the prototype 2000 rear master cylinder, so I can't swap on the 2002+ versions.. I need to find the prototype rear master cylinder that only fits the 2000/2001 frame and as you can imagine there are not many to be found since they were only used a year or two on this model only.
Essentially this same RC250 was raced also in 2001 by the Japan team, but only one bike (ridden by Atsuta) as the other 2 riders were on a 2002 preproduction CR250 and CRF450. 2000 was the last year the entire Honda factory team were all on the same 2 stroke machine.
I mentioned before that I thought doing the engine internals makes no sense. Would you spend $5k for an HRC crank and then tuck it away in the darkness inside buttoned up cases never to be seen again for a display bike? Do you know that many of the old factory bikes on display and in museums have empty transmission and crankcases.. they are empty. The cost/ benefit ratio isn't there,
You know, the very few people that do build complete HRC engines, never even start them and if you did, the probably wont run so well because you would have to have all the complete matched parts including the ignition that match the compression, porting, port timing, ignition timing, etc. so it runs well. It is hard enough just finding the correct parts for the period, but the exact spec parts for a combo, especially parts that are not really worn out, would be very hard to ensure you had a great running engine. I have a great running engine with all brand new parts, that I can started and ride up and down the street on
Post a reply to: 2001 CR250 $pecial Restoration Part II - Recreation of a 1999-2000 Japan Honda Factory RC250M