Test: Honda CRF250L through the eyes of a racer and a teenager

Racer's gaze

Um, of course, yes, I know this, why is something known in advance. The 250cc racing four-stroke enduro is lighter by at least 15 kilos, but there are a few other things on the bike that I would like to remove before more serious use in the field - mirrors, turn signals and a long rear fender are installed first. list.

Surprisingly, this true enduro position is very far behind the handlebars, and the bike is narrow between the legs, provides good traction and plenty of room to move forward and backward. If the handlebars were an inch and a half taller, I would have no comment. The gear lever is too short to be used in motocross boots. Hey, can't you go out on the field in adidas? Both levers, which are operated by feet (for the brake and gearbox), are made of flat sheet metal, so they will bend when hitting a barrel or rock, perhaps even to the point of uselessness.

More than the power, which can be slightly higher in volume (at the expense of maintenance, of course), I'm worried about too much gear ratio. This is most noticeable with first and second gears as I often found myself in the wrong gear in the field, but this could be quickly fixed by replacing the sprockets. Even otherwise, depending on the engine type (working four-stroke), I would expect a little more life in the lower rev range. It's hard to compare the gearbox to sports products, but it's hard to blame it either because it's soft and, apart from really racing gear shifting, doesn't resist the left foot.

The suspension perfectly absorbs bumps on the move, keeps the motorcycle stable (there were no problems at maximum speed on bad gravel), and also allows for a small jump; but as soon as the driver wants to go crazy, the non-racing attitude of the product manifests itself. It's the same with the brakes, which clearly lack sharpness.

What if I could race cross country? I think that with the right tires there will be no problems - but it would be difficult for me to compete for the highest places.

Through the eyes of an adventurer with a new motto

Although this is a real enduro, I can confidently reach the ground and thus safely overcome the first kilometers. Yesterday, at a speed of barely five km / h, I turned on the rubble for the first time, and he does not know anything at all. This plastic, as well as on the crosses, is really excellent.

I like the seat, which is comfortable enough for a long ride, yet narrow enough to stand well while driving. I would also compliment the rich digital speedometers with speed display, dual daily and total odometers, a clock, fuel gauge and other warning lights, a left side toolbox for tools and documents, and luggage hooks. Husqvarna doesn't have all of these friends! True, a Huska with the same volume flies much better, but he has to change the oil every 15 hours, and I change it every 12.000 kilometers. At an average speed of 40 km / h, the difference is twenty times! If I add to that a moderate fuel consumption of less than four liters per hundred kilometers and a fair base price, my Honda really becomes a real economy.

As for the engine, there is enough power and torque to learn how to drive both off-road and off-road. He always develops a speed of up to 120 kilometers per hour, but it depends on the wind. I have already gotten to number 139. I am determined not to change or remodel it during the first two years of riding a motorcycle, and then I will buy something more powerful. He will be kept by his father, who went on a short trip with him for the last time and returned in a very good mood. Mom was angry, and he didn't really complain about the cold lunch.

text: Matevž Gribar, photo: Saša Kapetanovič

• Basic data

  Sales: Motocentr As Domžale

  Test model cost: 4.390 €

• Technical information

  engine: single-cylinder, four-stroke, liquid-cooled, 250 cm3, fuel injection, electric starter

  Power: 17 kW (23 km) at 8.500 rpm

  Torque: 22 Nm at 7.000 rpm

  Energy transfer: 6-speed gearbox, chain

  Frame: steel pipe

  brakes: front disc Ø 256 mm, double-piston caliper, rear disc Ø 220 mm, single-piston caliper

  Suspension: front telescopic fork Ø 43 mm, rear swivel fork and single shock absorber

  Tires: 90/90-21, 120/80-18

  Growth: 875 mm

  Fuel tank: 7,7

  Wheelbase: 1.445 mm

  Weight: 144 kg

We praise and reproach

very good (enduro) ergonomics

firmly comfortable seat

wide usability (road, terrain)

compartment for tools and documents

meters

tactile resistant plastic

reasonable price

small fuel tank

malnutrition at lower speeds

weak brakes

inconvenient refueling

gear lever too short for riding in motocross boots