Launch: Honda CBR250R

The world launch of Honda’s all-new fully faired single-cylinder CBR250R was held in Thailand on October 27-28, in what was a huge extravaganza to witness the official unveiling of the Combined ABS-equipped machine.

And with good reason, as the CBR250R is the largest capacity Honda to be produced in Thailand, and it’s got international markets on its radar – including Australia as an entry-level commuter, where it will go on sale in the first quarter of next year.

Production of the CBR250R will also be extended to India during the first half of 2011. That will not only satisfy demand in the rapidly expanding Indian domestic market, but also neighbouring countries and South America too. And in those segments, which are saturated with smaller capacity machines, the CBR250R should be one of the hottest tickets in town.

So why was Thailand chosen to produce the CBR250R? According to Mr Fumihiko Ike, the Managing Director for Honda’s Regional Operations in Asia and Oceania, the country -- and the wider economic region it belongs to -- makes a compelling economic sense.

“Although the economic crisis occurred two years ago, much of the world is still trying to recover,” said Ike-san at the launch. “However, here in Asia, we have already broken trough the economic downturn.

“And this occurred much more rapidly than we expected, so the changes taking place in Asia are not just a sign of recovery, but signal a new era of growth.

“At the same time, in other motorcycle markets where recovery is still underway -- such as the US, Europe and Japan -- motorcyclists are looking for more value for money while retaining their desire for sporty recreational models.

“Under such circumstances, we have an opportunity to create new value by providing a new sports motorcycle to the world right here in Asia.”

The end result, in Ike’s words, “represents the first real sport motorcycle produced in Asia”, and one which is destined to be exported to more than 20 countries around the globe with sales targets in the tens of thousands.

With due respect to the PCX125 stop-start scooter, the CBR250R is also the first real big-ticket launch under Honda’s recently announced 2020 Vision, focussed on “creating products that maximise the joy of customers, with speed, affordability and low CO2 emissions.”

PRICE AND EQUIPMENT
The CBR250R, Honda's first ‘sporty’ quarter-litre machine in a number of years, is propelled by a Euro 3-complied, single-cylinder, liquid-cooled, fuel injected 249cc engine, with styling based on the “mass centralisation form” unashamedly borrowed from the VFR1200F, with also a smattering of inspiration from the all-conquering CBR1000RR.

The 76mm x 55mm bore and stroke engine shouldn't be short of breath with a voluminous 5.5-litre airbox, and there’s a primary balancer to soften any vibrations. To meet Euro 3 configuration, there’s a catalyser fitted inside the “irregular pentagonal section” stainless-steel, black-coated muffler. And it's a big 'un, too -- the muffler that is.

The cylinder is offset 4mm to the exhaust side of the crankshaft, which is claimed to reduce friction on the piston, and the compression ratio is 10.7

Honda hasn’t quoted official power and torque figures, but our research has settled on 26hp at 8500rpm and 23Nm of torque at 7000rpm, both attractive propositions for the single pot machine. Especially the torque, which out-muscles the twin-cylinder mills in the Kawasaki Ninja 250 and Hyosung GT250R -- and even eclipses the mighty CBR250RR four-cylinder ‘Babyblade’, which sold in Australia between 1989 and 1999.

The top three gear ratios are fairly widely spaced, but that’s mostly a function of a short first gear (3.333). At the other end of the spectrum, sixth gear is fairly tall for a little 250 – 0.963. But it should be a boon for fuel consumption.

The introduction of Combined ABS is a first for the 250cc class, taking the kerb weight of the ABS bike to 165kg – four more than the standard machine. The curb mass of the Ninja is 169kg, while the GT250R’s dry weight is 159kg.

Both the ABS and non-ABS versions will be sold in Australia when the CBR250R goes on sale in about March next year.

The disc sizes are 296mm (front) and 220mm (rear) respectively, gripped by Nissin calipers – a twin-piston on the front and single-piston on rear.

Fuel tank capacity is 13 litres, the seat height is 780mm, and the chassis is a steel diamond design.

The CBR-R tracks on cast aluminium wheels, with a set of five “gently arching spokes”. The IRC Road Winner tyres are 110/70-17 front and 140/70-17.

The suspension consists of a conventional 37mm fork and a signature Honda Pro-Link rear with five-way preload adjustment.

The geometry is quite aggressive, with a 25-degree head angle and 95mm of trail to keep things stable. The CBR250R tracks on a 1370mm wheelbase, with the swingarm 574mm long.

I have no issue about the VFR1200-like styling, and I would suggest it looks as good – if not more aesthetically pleasing – than the big V-four. In my opinion the layered-type fairing strikes a better fit on a smaller bike.

My only real quibbles on styling are the monster blinkers and the overly long storks on the mirrors, which seems to detract from the bike’s overall proportions. The quality of finish is excellent, though.

Another little design oddity is the extremely small gear lever which, while fine for me, will be an issue for the bigger hoofs. Ian Thorpe wouldn’t stand a chance.

Pricing is still to be determined in Australia for the CBR250R, but in Thailand the bike will retail for 100,000 baht ($A3333), which is a third below that of the popular, carburetted Ninja.

In Australia the Ninja is priced at $7499, which is a figure that Honda will definitely eclipse – but by how much we just don’t know yet. And there’s the GT250R ($6990), which will also be factored in during Honda's pricing workshops. And one of the lowest priced 250s is the Daelim VJF250, which retails in Australia for $4990.

There could also be some internal ‘unrest’ too, as we’re tipping the CBR250R’s eventual price is going to place some heavy pressure on the CBR125R ($4999) as a bona-fide concern in Honda’s local line-up.

The CBR250R will be produced in five liveries: candy ruby red/accurate metallic silver, sword metallic silver/accurate metallic silver, metallic black/silver metallic, metallic black, and blue/white/red. Australia will get the red, black and tri-colour bikes.

ON THE RACE TRACK
No road-based launch for the CBR250R, just three 20-minute sessions around the Bira international circuit in Pattaya, located in the Gulf of Thailand.

The undulating circuit is 2.41km long, and is quite technical in some parts. And it also has some super fun chicanes around the back part of the circuit.

The road racing-loving Aussies already living in Thailand would probably already know that it costs just $40 to practice at Bira on a weekday, and if you want exclusive use of the circuit, it’s just $2000 a day. Brilliant.

From the outset, let’s be clear the CBR250R is not a neo version of the CBR250RR, and it doesn’t set out to take its place as the new, power-is-everything boss cocky of the 250cc four-stroke world.

Instead, the CBR250R is giving the nod to Honda’s future, which is obviously going to be a very different landscape as it reloads after the GFC fiscal storm.

The CBR250R is not particularly about being audacious – although there are 27 patented technologies on the bike – but instead a more a rational and mature Honda looking into the future, where commuter bikes are going to be vitally important for its long-term success.

Power-wise, the CBR250R certainly packed enough fizz to keep me happy around Bira, although the bike’s not clearly designed to be a race track tearaway.

I saw 140km/h down the main chute on a few occasions but more importantly the bike has quite a nice, flat torque curve, so it does get up to speed with a minimum of fuss once the light-action clutch is released – and it means there’s not the normal chaotic shuffling for gears like on some other 250s.

That doesn’t mean I could lose sight of what gear I was in, for there’s simply not the sumptuous power banquet to facilitate that, but it wasn’t the acute issue I thought it would be.

Red line is 10,500rpm, with the rev limiter set at about 11,000.

The seat has enough width and length to facilitate most riding situations, and it certainly won’t confine the rider to single, not-negotiable stance as soon as they get on. The ergonomics are exactly what I expected – compact and well executed, with minimal pressure on the wrists.

After spending most of the first section coming to grips with the circuit, me and my travelling companion, Australian Motorcycle News editor Mathew Shields, started to push the envelope a little bit more, and the CBR250R repaid the faith.

It really is a well rounded package, with plenty of agility, poise and ‘flickability’ – and nowhere was that more obvious than through the fast chicanes. Sure, the basic and soft front suspension became a little bit of an issue a few times, but it certainly wasn’t a massive blight on the riding argument. And no missed gears either during the more frenetic period.

The Nissin brakes are the contemporary units I thought they’d be – plenty of power and feel, and no pulling back to the bars.

The linked ABS set-up, while not dripping with sophistication, is a decent package, and especially works well on the front. The scenario isn’t quite as seamless so the rear, where the ABS is a lot more abrupt.

The brakes are not linked on the non-ABS model.

All in all, I certainly enjoyed the bike’s slender proportions, which is a case of yin and yang compared to my good self… As a commuter bike it’s a no-brainer, but without forfeiting some recreational DNA.

In a price-conscious market where attitude and image also count for a lot, I can’t see why the CBR250R won’t be a hit for Honda. We’re still awaiting a price, but I can’t see Honda out-positioning itself on this one.

TRANSMISSION
Type: Six-speed
Final drive: Chain
Clutch: Wet

CHASSIS AND RUNNING GEAR
Frame type: Steel diamond
Front suspension: 37mm fork, 130mm travel
Rear suspension: Pro-Link with five-way preload adjustment, 120mm travel
Front brakes: 296mm disc with Nissin twin-piston radial caliper, Combined ABS
Rear brakes: 220mm disc, with Nissin single-piston caliper, Combined ABS
Wheels: Five-spoke cast aluminium
Tyres: IRC, front 110/70-17, rear 140/70-17

PERFORMANCE
Claimed maximum power: Not given
Claimed maximum torque: Not given