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Who thinks these changes will fix the power issues and make the Honda competitive with the Yamaha for shootout wins?
New cam profile delays opening of exhaust valves and has reduced valve overlap, resulting in improved torque and power in the 6,000-10,000 rpm range.
Optimized combustion-chamber shape.
Ignition timing is optimized at 8,000 rpm for improved torque and power.
Gear-position sensor added to allow dedicated ignition maps for each gear.
Header-pipe resonator is removed for improved power character when shifting from second to third gear.
Muffler is revised for improved low-to-midrange torque.
New air-filter element is 10% larger for increased airflow.
Enlarged left-side radiator for efficient cooling with higher engine-power output.
Second gear has revised (higher) ratio for improved drive, while second and third gears have a new WPC surface treatment for improved durability and reduced friction.
Clutch capacity is increased by 18%, and clutch spring has a higher rate.
New lighter aluminum perimeter frame and aluminum swingarm are designed to achieve increased yaw-angle stiffness while retaining lateral and torsional stiffness, resulting in improved stability.
Newly shaped footpegs are 20% lighter and shed mud more easily, giving the rider great feel and confidence in all riding conditions.
Thanks in part to revised internal suspension settings (fork has increased low-speed damping, while shock has increased low-speed compression and reduced high-speed compression), handling has been improved in the following areas: stability, tracking, turning and traction.
Battery repositioned 28mm lower to drop center of gravity for better handling.
Rear brake has a shorter hose and longer, lighter pedal, as well as a new pad material with improved power and better durability in muddy conditions. Lower-rear brake guard removed for reduced unsprung weight and improved cooling.
New graphics.
New cam profile delays opening of exhaust valves and has reduced valve overlap, resulting in improved torque and power in the 6,000-10,000 rpm range.
Optimized combustion-chamber shape.
Ignition timing is optimized at 8,000 rpm for improved torque and power.
Gear-position sensor added to allow dedicated ignition maps for each gear.
Header-pipe resonator is removed for improved power character when shifting from second to third gear.
Muffler is revised for improved low-to-midrange torque.
New air-filter element is 10% larger for increased airflow.
Enlarged left-side radiator for efficient cooling with higher engine-power output.
Second gear has revised (higher) ratio for improved drive, while second and third gears have a new WPC surface treatment for improved durability and reduced friction.
Clutch capacity is increased by 18%, and clutch spring has a higher rate.
New lighter aluminum perimeter frame and aluminum swingarm are designed to achieve increased yaw-angle stiffness while retaining lateral and torsional stiffness, resulting in improved stability.
Newly shaped footpegs are 20% lighter and shed mud more easily, giving the rider great feel and confidence in all riding conditions.
Thanks in part to revised internal suspension settings (fork has increased low-speed damping, while shock has increased low-speed compression and reduced high-speed compression), handling has been improved in the following areas: stability, tracking, turning and traction.
Battery repositioned 28mm lower to drop center of gravity for better handling.
Rear brake has a shorter hose and longer, lighter pedal, as well as a new pad material with improved power and better durability in muddy conditions. Lower-rear brake guard removed for reduced unsprung weight and improved cooling.
New graphics.
thanks
The Shop
Thats an upgrade they can keep in their back pocket and when theyre running out of stuff to do drop that. All these mfg’s have lots of stuff they know they can do later on to be able to consistently offer upgrades. The 450 could even do it first then the 250 next year to get more time. They already did finger followers and a bridge box piston-thats huge, plus downdraft, electric start. The last big change could be centerport, then it has the same big ticket parts ktm’s have.
Anyways, I’m happy to see the changes and hope to ride one soon.
I'll be over here in line waiting for them to build a CRF650...
That's pennies in the budget
The CRF is already a really strong engine peak power wise. Strongest in areas
It needs more bark - rather than more bottom. The ktm is generally in the same boat. It has excellent low end on the dyno
Number 1 complaint from yzf riders going to ktm - no bottom.
honda has NEVER really had a strong "barky" 250f. It's just not their thing. I'll bet these new changes put the bike class leading from 9000-12000 rpm - potentially to 13000
The bike ALREADY has the power inside to match the ktm in over rev - but honda maps it to sign off so the gears feel longer.
couple these new changes to it's really good chassis - and it might win some shootouts next year. The yzf will wint the vets - but most vets don't buy 250s.. IMHO the yzf is grossly over rated. Go roll race your buddy with a ktm and you might cry wondering where all that "bottom and midrange went"
Pit Row
Two small pipes flow more efficiently than one large one of the same volumetic area.
In many cases, particularly with air cooled engines, there are problems with cooling the bridge between the exhaust valve seats. Running 2 seperate ports allows the ports to diverge and provide some more "meat" between the valves to carry away the heat. This results in fewer problems with cracking/valve seat loosening.
the xr's have 2 ports, and 88-90 they would exit separately and end right at the muffler 2 long pipes that attached all the way back better top end!xr's did it from 88-90 on the 600 and other year model bikes...two pipes will make better topend and produce better hotter flow...the downside is money.
ook at some aftermarket headers for say an xr600, they all join much sooner than stock...the reason is it will produce more power down low, and loose a bit up top long individual headers that are joined as late as possible will develop power up top and lose a bit down low...
Honda wanted to make the 250 live in the upper rev range where 250F live ( Like 125's) The same reason they wen dual cam to move the power up so that tuners can exploit the design for top end power.
Also, I’m surprised the other OEMs have not copied the Yamaha app for tuning. Thing works great.
I think they look awesome.
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