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One comment I have (I may have missed this), is the #17 a replica of a rider or is it your number? I think the font and number itself look too new for the bike personally. I'd love to see it with a big #2 on red backgrounds!
Anyway, I actually already have the #6 red plates made up (see below), but I prefer the nostalgic look of the green plates that were used in 1999 and my bike is closer to the 1999 RC250 although the 1999 and 2000 RC250's were very similar (Japan raced the 2nd gen bikes from 1999). I use Decal Werx and Throttle Jockey backgrounds and it is really hard to match the old fonts exactly, though.
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I could have put the tubes in any position, but I decided to put them in the same position the HRC mechanic wanted them, with the scribed line aligning with the part in the upper triple clamp. If you look at the position of the fork caps of all the HRC Japan bikes, they are all in different positions and not lined up symmetrically. Each mechanic had a preference for where they wanted the bleeder screws. You can also see that the mechanic liked to have the position of the screw so he could lay the side of the driver against the bottom of the handlebar as he lined up the blade of the driver with the slot in the bleeder screw. I suppose it helps on a hot day when you are working on the bikes with sweat in your eyes. Nevertheless, it shows you how meticulous the HRC mechanics were and this is what almost defines a works bike.. the meticulous attention to detail, safety wiring things like the oil filler cap to the point of extreme overkill.
It is a bit lighter, but I didn't think much about it as it is not as interesting as my 218 pound CRF450. I posted that build several years ago. I will weigh it soon just for the heck of it. I am expecting 211-214 lbs or thereabouts.
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On the 2000 era RC250Ms, they used a lot of steel bolts on the shock linkage and steel nuts with titanium bolts, so I have probably a bit more titanium hardware than the original RC250M's. The 2 piece floating axle on the RC was half titanium and half steel, whereas on my 450 it is all titanium.
You really have to weigh the stock bikes before the weight reduction process because you cant really trust the weight on they give on the marketing brochures. The wet weight (all fluids and half a tank of gas) on a 2001 CR250 is listed as 231 pounds.
I don’t remember exactly, but there was about a 10 lb. difference from the 01 2nd gen to the 02 3rd gen CR2.
I had both models brand new & recall noticing a big weight difference when loading & riding the bikes back to back.
In reality I think each generation was slightly lighter than the previous, but not by a huge amount.
Looking at the Japanese sales brochures, Honda lists the 1st gens and 2nd gens all at 97kg (213.8 lbs) and the 3rd gens at 96.5kg (212.7 lbs) dry weight.
It is hard to notice a difference of a pound or two on the track. It would have to be a minimum of 6 lbs or more of weigh fairly high up on the bike for me to notice a slight difference.
In ’02 Honda used all sorts of tricks to keep the new CR’s weight down to the absolute minimum. One such trick included removing the traditional brake fluid reservoir in favor of this super-compact rear master cylinder-reservoir combo. While it did save valuable ounces on the bike, its minimal fluid capacity could lead to fading during long moto’s
Certainly helping the Honda’s suspension was its super light weight. At 213 pounds the CR was a full 10 pounds lighter than the average 250 at the time. You could certainly feel that weight on the track, and the CR felt more like a featherweight 125 than a big 250. The ergonomics were also excellent, with a narrow layout and flat seating position that made moving around easy. One interesting change made to the new CR was Honda’s switch to a small integrated rear master cylinder for the rear brake. It was lighter and more compact than the old unit, but brake draggers quickly found it would fade under abuse. In the details department the CR was typical Honda. Everything from the metallurgy of parts, to the fit and finish of the plastic was top notch.
http://pulpmx.com/2013/01/31/gps-classic-steel-42-2002-honda-cr250r/
Sorry I'm brining back this old post but yes I agreed this will be the ultimate weapon and make me thinking (without going full blow HRC because I simply do not have the $$$$$$$ for it. It give me some ideas for a futur built.
Again wonderful job and maybe one day will meet skiing at Jay Peak so I can hear your HRC story!
Watching the ‘99 MXDN in Brazil about 16 mins in, I grabbed some screen shots for you.
Did you ever see those extra screens added to the side panels?
The Japan factory team didn't run with the vent screens like that in during the Nationals though, Seki Racing MotoRoman did. In the actual nationals, the Japan team ran the vent screens like I documented back a number of pages when I made the modification. This design is related to the R&D behind the holes in the back of the side plate on the 2002+ CR's and is supposed to provide a tiny bit more power by changing the air flow characteristics. What I have on my bike below is what the Japan team used on these bikes. The 4 rivets on the side plate hold the screen in place exactly the same way the Japan team did it...
Post a reply to: 2001 CR250 $pecial Restoration Part II - Recreation of a 1999-2000 Japan Honda Factory RC250M