Honda VTR250

OVERVIEW
Honda’s VTR250 first appeared on Aussie roads in March of 1999, and with its light weight, light controls, low and narrow seat and sharp styling, it immediately struck a chord with learners, and more than a few commuters, too.

With its V-twin engine, lack of a fairing and tubular steel trellis frame, its lines hark back to a certain Italian model that can lay claim to founding the modern naked streetfighter niche (the Ducati Monster), and the while the VTR’s quarter-litre performance might not be in the same ball park, that’s no bad thing for the bulk of its intended audience – the entry-level market.

While it shares little with its litre-class namesake, the VTR1000F Firestorm, other than a V-twin engine format, the VTR250 is a nimble, agile performer, even if its horsepower output isn’t going to see its rear Bridgestone Exedra placed under too much pressure.

Honda got the VTR250 right first go – for proof look no further than the fact the model has received very little in the way of changes since its introduction, other than colour options, until now. Even the latest VTR250 isn’t a major deviation from the original equation, although it does now benefit from electronic fuel injection and updated styling.

However, the biggest question for the VTR250 today doesn’t concern the quality of the bike itself, but its place in the now very much broader learner motorcycle category. Specifically, how will its sales stack up under the Learner Approved Motorcycle Scheme (LAMS) framework now in place everywhere in Australia, bar WA?

With riders now able to look beyond the 250cc market to a wide range of bikes up to 660cc (but complying with a maximum power-to-weight ratio), the VTR250 will need to rely on its charms more than ever before…

PRICE AND EQUIPMENT
The VTR250 comes in a very basic, no frills format, and – for learners in particular – that’s actually a big part of its appeal. A compact liquid-cooled, 250cc, DOHC, four-stroke, 90-degree V-twin is held by a tubular steel truss-type frame, with its power put down to the ground via a cable clutch and a five-speed gearbox. Chain final drive feeds a relatively skinny 140-section Bridgestone tyre.

Stopping the show is a single 296mm disc with twin-piston Nissin caliper up the front, mated to a 220mm disc with single-piston Nissin caliper down the rear, while the suspension is also fairly basic – a conventional non-adjustable front fork and a rear monoshock, the latter adjustable for preload via a threaded collar, accessed by removing the seat and pulling back a rubber flap.

With a lack of fairing and nothing in the way of gadgets or gizmos, there’s very little here to distract from the ride itself. The analogue speedo and tacho are complemented by twin LCD displays, the left showing either one of two trip meters or the odometer, the right showing the time. The regular idiot lights complete the spartan instrumentation package.

Our test machine was fitted with Honda’s factory optional flyscreen ($207.20). The VTR250 is priced at $8490 (manufacturer’s price, excluding dealer and statutory costs), comes with a 24-month/unlimited kilometre warranty and is available in Italian Red/Accurate Silver Metallic or Graphite Black/Accurate Silver Metallic.

ON THE ROAD
Off and rolling the little VTR is a pure delight, as it’s always been. This is grass roots stuff – an engine, a frame, two wheels and some basic controls – and that’s perfect for the entry-level brigade.

The moment you throw a leg over the VTR you feel completely secure and in charge. Its 775mm seat height will be low enough for most to get both feet to the ground, especially as the seat is slim, so it doesn’t splay your legs. I found the padding wasn’t especially compliant, however, although the nature of the bike will undoubtedly be attracting backsides and rider weights a little less than mine. It’s fine for around town stuff, but a sheepskin or inflatable Airhawk seat will pay dividends on interstate hauls.

That’s right, this might ‘only’ be a 250, but there’s no reason why you couldn’t tour on a VTR if the mood took you. Sure, there’s no bodywork to hide behind, and you’ll be pulling decent revs at highway speeds (100km/h in fifth equates with 6500rpm), but the VTR’s upright ride position will be a bonus on longer runs, and the nature of the engine means you’ll probably be keeping speeds to 100km/h or under, where the wind’s blast isn’t such a factor.

But we’re getting a little ahead of ourselves here, so let’s hang a U-turn and head back to the city, where the VTR really shines. Around town this machine is impossible to fault. Light and narrow, it’ll slip through gridlocked traffic with ease, and its power and torque output will see it nip ahead of the tin tops from a red light. Honda doesn’t quote power and torque stats these days, but the older model was good for around 32hp and 2.4kg-m of torque – enough to keep up with the flow of traffic, and then some.

Of course you’ve got to rev the thing and get involved with the slick-shifting five-speed gearbox to keep things on the boil, but this only adds to the fun. The bulk of the torque seems to be between 5000rpm and 9000rpm – under that there’s not too much happening, and above that seems a little cruel, although it’ll happily rev to its 11,500rpm indicated redline without fuss in its lower gears. In a controlled, open environment (of course!), the engine signed off for this 90kg rider at around 130km/h.

Throw a few bends at the VTR and you can’t help but be impressed. Tipping the scales at a paltry 161kg wringing wet, you can throw the bike around like the proverbial rag doll, aided by broad ’bars and a low centre of gravity. The suspension is basic, as you’d expect, but it allows the VTR to hold a steady line through any corner. Impacts over bigger potholes were quite harsh, but then I suspect the springs would be coping a whole let better with a rider more in the vicinity of 70kg to 80kg.

All the controls are super light, and the brakes are excellent – there’s good power and feel at each end, and they’re nice and progressive. Throwing a pillion on the back won’t be an option for learners and it’s not really within the bike’s design brief, but there are four ockie strap mounting points to allow you to strap down a bag – a nice touch. Under the seat is a handy storage area – a result of relocating the airbox to accommodate the electronic fuel injection. It’s big enough to take a pair of wet weather trousers and a disc lock, I’d estimate. Removing the seat also gives you easy access to the battery and its terminals, which is no bad thing.

The finish is excellent, although there was one blemish on BikePoint’s test machine – the bolts used to secure the optional flyscreen had already rusted out, on a bike with less than 1500km on its clocks. If it was mine, I’d be replacing them with anodised items, but I’d be grumpy that I’d had to do that in the first place.

I never recalled any issues with the old VTR250’s carburetion, but the PGM-FI electronic fuel injection was spot on. The bike started first time, every time – even on some particularly chilly Melbourne winter mornings – and the throttle response is crisp, not that a 250cc engine offers much power to tame anyway. The VTR only has a fuel capacity of 12.4lt, but I got an incredible average economy of 27km/lt – giving it an effective range of around 300km between fill-ups. That’s with a fairly heavy right wrist, too – I’d be surprised if you couldn’t extend that further with more conservative use.

All up, the VTR250 is still the excellent learner and commuter option it always was, but now, with EFI, it’s a true son of the 21st century. Priced at $8490 (manufacturer’s price before dealer and statutory costs) it represent reasonable value for money, too, especially when you consider the introductory price of the original, 10 years back, was only $1500 less. It’s sales will undoubtedly take a bit of a knock as larger-framed riders pass it over in search of LAMS models more suited to their physique, but if you’re of average size or below, and if you put ease of operation ahead of outright power, then the littlest VTR is still a first-rate option.

SPECS: HONDA VTR250

ENGINE
Type: 250cc, liquid-cooled, DOHC, four-stroke, 90-degree V-twin
Bore x stroke: 60.0mm x 44.2mm
Compression ratio: 11.0:1
Fuel system: PGM-FI electronic fuel injection

CHASSIS AND RUNNING GEAR
Frame type: Tubular steel trellis
Front suspension: Conventional 41mm telescopic fork, non-adjustable
Rear suspension: Monoshock, adjustable for preload
Front brakes: Single 296mm discs with twin-piston caliper
Rear brakes: Single 220mm disc with single-piston caliper

PERFORMANCE
Max. power: N/A
Max. torque: N/A

Find out more about the new Honda VTR250 in the New Bike Showroom.