PS mixed issue sampler - last updated Jul18

HONDA CBR250
Capacity: 249cc
Power: 45bhp
Top speed: 115mph
Weight: 143kg
“An engine spinning up
to 18,500rpm qualifies
it as ‘exquisite’ and, if
you must, ‘jewel-like’ ”
HONDA
CBR250
One of the true grey import gems of the late-
’80s, the rev-ravenous junior CBR is still a
thing of great wonder to behold (and ride)
Words: Alan Seeley Pictures: Bauer archive
Honda can’t do small
without such adjectives
as ‘exquisite’ and ‘jewellike’
being immediately
applied in description of their
creations. However in the case
of the 1986 CBR250R and its
direct descendents they are totally
apposite. No wonder it became one
of the most prized grey imports.
A double overhead cam – cams
driven by gear – 16-valve inline
four engine, each of those pistons
just 48.5mm in diameter, capable of
spinning up to a claimed 18,500rpm
probably does qualify as ‘exquisite’
and indeed, if you must, ‘jewel-like’.
The CBR250 is wholly typical of
just the kind of thing Honda used
to do brilliantly. The model in the
current Honda range that now
carries the name, an Indonesianbuilt
parallel twin clad in geometric
plastic, shows just how far they
haven’t come.
When the CBR250 appeared – the
proper one that is – the 250 class
was one of the most competitive
in Honda’s domestic market. The
quarter-litre race classes were
among the most-hotly contested
and a focus for development by
all of the Japanese manufacturers.
The 250 sector was vital for sales
too, these bikes were exempt from
Japan’s exacting bi-annual Shaken
test; an expensive and onerous
MoT-type inspection.
So with that exquisite and, erm,
jewel-like engine installed in an
aluminium twin-spar frame which
was augmented with a swooping
Gull-arm rear swinger for the 1990-
on CBR250RR, the recipe could
only be a good one.
The first model, the 1986 CBR250
Four MC14 featured a half-fairing
and a drum brake in the cast rear
wheel. However with the arrival
of the CBR250RH MC17 a year
later, the quarter-litre inline-four
suddenly looked a lot more sporty
featuring a full-fairing and a disc
rear brake replacing the drum. The
‘Hurricane’ legend across the fairing
promised a bit of poke too.
However it was the MC22
CBR250RR of 1990 that really gave
the CBR its best sportsbike lines.
So it was a shame that Japanese
domestic legislation dictated a drop
in power from 45bhp to 40 for ’94.
The last of the line were built
in 1996 although a few were
registered after that. Honda
continued to recognise the genius
of the gear-driven cam 250 four
engine, and it was still offered in the
CB250 Hornet as late as 2007.
For now, they’re not that easy to
come by here. If you can find a fullpower
MC22, hold onto it.
WHAT TO LOOK FOR
1 Engine
Exquiste and jewel-like (as we
may have mentioned). Does
best if oil is changed every
3000 miles. Can rattle like
a bag of cheap spanners if
owners switch to full synth.
2 Exhaust
Clunky one-piece exhaust
systems on all models prior to
the MC22 mean that if part
of it rots out, the whole thing
is scrap. MC22 fares slightly
better as at least the end-can
is separate. MC17 pipes
were stainless, albeit it cheap
stainless.
3 Reg/rec
Known weak point, or more
accurately, the connectors
and wiring tend to be the main
issue leading to premature
failure of the reg/rec unit.
Clean and check earths.
4 Brakes
Sliding calipers need to be
cack-free and lubed if to do
what they’re designed to do.
5 Shock
Soft originals no longer
available but decent
aftermarket units are.
6 Bodywork
Original panels hard to find so
check condition carefully.
7 Carbs
Small carbs means small jets
which also means that blocked
jets aren’t uncommon. At least
they’re easy to access.
8 Derestriction
No easy business as the 1994-
on bikes were restricted in the
cylinder head, head gasket and
CDI unit. Buy an earlier one
or buy another bike if you’re
bothered by the loss of 5bhp.
2 3 5 6 1 7
8 4
106 Practical Sportsbikes
Practical Sportsbikes 107