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Cool build btw!! Had a new ‘96 XR250 back in the day!!
The XR if basically back together. Still on the stock rims. While I was working in the CRF air fork for the klx I was quite Impressed with the SKF bushings and dual compound seals. With the DLC they do an awesome job at reducing friction. I‘m still thinking of doing the the same with the XR front End.
One other issue that I’m having is the XR exhaust. It had a white brothers exhaust on it. The plan was to swap out the disc tip, for a normal turn down style one. But I can’t find one. Even finding a used exhaust i can take it from for a reasonable price seems impossible.
The Shop
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Luxon 4-Post Bar Mounts
$189.95 - $239.95
But ist basically the 2nd build the first one was trashed in an accident. It’s a 310cc bore, so not much more that stock, pumper carb, etc
XRs Only Exhaust
My wife had a 1996 XR250R. Couldn't kill the thing. Great job on the build and cutting the weight. Wonder if your machinist friend can weld up an alloy subframe. That steel one has got to be like a boat anchor!
Here‘s a pic of the bike at the at it’s current State.
I‘m waiting of some parts. CDI seems to have given up. That’s one of the downfalls of a bike with battery and electric start and lights etc. A lot of potential for failure. As for now there there is no spark and this special Japanese wiring harness is driving me nuts at the moment.
That way you have 280mm Travel like the oem fork
It’s wrong way round in the pic the spacer has to come after the spring and before the washer
The geometry seems fine the wheelbase is at 1425mm with the shortened fork and the wheel pretty far back. The XR250R Manuel says that they have 1400mm. I think I‘m off bit of because the WR fork lugs and axle size. Shouldn’t be more than 5 mm though.
Here a pic with shortened fork, weight wise I’m at 104kgs with oil and standard mx tubes. There’s still a bit of titanium and carbon missing but I think thats not going to make much of a difference.
Pit Row
Hey !
Your right the clamps are kx450f 2016 clamps, the steering stop on the frame has to be modified to get the steering stops to work. It’s an easy job though. The only complicated thing is the joke that has to be made costum.
The forks are The last generation Honda Air forks, they work great if you take the time to set them up right. You actually need to shorten the fork to 300mm travel the Honda oem has 480mm. The cool thing about these is that you could externally shorten them with the balance chamber if your lazy. wheel and brake are Honda. The nice the about the master cylinders in the front is that you can Taylor the brake to your preference buy just swapping between the year models, and a braided line. I used Used sms pro rims, they are a bit lighter than the excel. At least for the klx. I used the klx250r tank which is a smaller an a bit lighter.
Saving weight on this bike takes attention to detail. The PC pipe was big in savings, then I swapped the Stainless end cap for a used titanium cap, and bolts which saved a bit more.
Swapping all the bolts an nuts for titanium and alloy, removing the coolant bottle and adding a high pressure cap. Small details stuff. In Asia the klx is very popular so there is plenty of carbon fiber parts you can get for cheap. And the bike has nearly been the same from 1994- to today, there has been some changes but not too many.
Backing plate ist titanium/ vs oem steel, seal head assembly ist alloy vs/ steel oem. Gold valve brass piston Vs the cast steel oem peace.
This for example is a zeta alloy brake pedal. The klx has a steel pedal weighs a bit more that double. Using the yz250f master in the rear setup saves a bit as well.
The Yz shock spring will fit with no issues. It’s a straightforward swap.
Your bikes and their build are amazing! I really hope you get to ride with your wife. That would be the icing on the cake.
The MD30 CDi is no more available through Honda. These guys are experts. He had no wiring diagram and made his own. After they did mine they were fixing a 2020 crf 450 CDI😊.
Here is a pic of a Normal XR400 powebomb header
In order to make the xr400 header work on the 250 the header has flange has to be extended by a 6mm spacer.
This base plate in the shock for example is steel. And quite thick.
It can be exchanged for a titanium or alloy washer with the same dimensions and save a bit,
The stock piston and sealhead are cast steel. And can be swapped for different materials.
Seal is made by allballs in alloy, and the piston I’ll use the Racetech gold valve. I did the same in the klx. Unfortunately I can’t find a titanium spring of other bikes that would fit this shock as the spring is quite short.
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