Race customization! Getting ready to take on the traditional Hidaka Enduro on a Japanese trail bike! Part 2
Let's take a look at the rest of the race customizations on this Honda CRF250L!
Click here for Part 1!
Gear ratio shortened from 14/40T to 12/42T
In order to set the gear ratio for better response at low speeds suitable for off-road racing, the front sprocket was first changed from the stock 14T to a DRC Dura Front Sprocket 12T. Then, I also wanted to improve the quality of the rear sprocket and chain, and to tune it even more for low speed riding, so I swapped out the stock 40T for an ISA 42T Rear Sprocket.
Along with the change in sprockets, I also installed a new chain. The D.I.D ERVT520 is a super standard lightweight seal chain for off-road use and boasts an astounding market share. It also offers the advantages of lighter weight, strength, and increased impact resistance. The sense of security you get is miles ahead of the competition.
For the handlebar, I chose the ZETA RACING COMP Handlebar Dual Sport Medium. The height, rise, and pull of this aluminum handlebar are all high, making it a standard trail model.
The clutch and brake levers have been replaced with ZETA RACING Pivot CP Levers. Foldable levers are a must-have item as they help reduce the chance of lever breakage in the event of a fall. I also like the finger operation feeling, so this is another item that I have been using for many years.
Another item to prevent lever breakage is the ZETA RACING Rotating Bar Clamp Set. It is equipped with a nylon sleeve inside the clamp, which allows the lever holder to rotate in the event of a fall to reduce the risk of lever breakage. However, this will prevent the installation of the stock mirror holder on the left side, so I decided to also purchase a new holder and folding mirror.
All the bags are by GIANT LOOP
I removed the left side box for tools and documents and attached a GIANT LOOP Fender Bag on the rear fender. The bag is heavy-duty and easy to mount, as expected from this U.S. brand that specializes in off-road products. I definitely trust this brand, as I have used their products for many years in the Asia Cross Country Rally.
Shift lever that can be precisely adjusted
The ZETA RACING Revolver Shift Lever is a shift lever with 6 possible tip positions. The distance from the step can be changed by up to 10mm. Strength is also improved.
The rear brake pedal is the ZETA RACING Trigger Brake Pedal, which incorporates two position selections and a foldable tip, and comes with a brake saver. The manufacturer says it has a "smooth shape similar to stock," but it is heavy-duty and can be used without any stress from the first ride. This is another must-have item.
ZETA RACING Aluminum Footpegs are 57mm wide (from front to rear) steps. The stainless steel pins enhance boot grip.
The bike is originally equipped with a lead-acid battery, which I have replaced with a DRC Tough Star Lithium Battery to reduce weight.
Another favorite: IRC Enduro tires
The rear tire is an iRC GX20 (140/80-18) and the front is an iRC GX20 (90/90-21). GX20 tires are compliant with FIM regulations (block height 13mm or less). The demand for FIM tires in Japan is steadily increasing, as they have become mandatory not only in the JEC series, in which I compete, but also in the JNCC cross-country races that use ski slopes in recent years. At the JNCC race held at MIA Ski Resort on July 28, riders who equipped their bikes with GX20 tires performed well across the board, proving their grip performance on rough terrain. I used DUNLOP Mousse, which I happened to already have saved, for the rear and X-GRIP Mousse, which I had purchased for the YZ125X, for the front tire, to eliminate the risk of getting a flat.
Tentative weight reduction of 2.229kg!
Unnecessary parts such as the pillion steps were removed to reduce weight. The following does not include the battery and tail area parts, but below is a list of the weight change as of now. A total weight reduction of more than 3kg is assured.
●Handlebar: 929g → 789g (-140g)
●Bar clamp: 36g → 26g (-10g)
●Exhaust pipe: 794g → 693g (-101g)
●Silencer: 6300g → 3400g (-2900g)
●Chain guide: 157g → 319g (+162g)
●Swingarm protectors (left and right): (+928g)
●Stock heel guard removed: (-101g)
●Frame guard: 34g → 224g (+190g)
●Rear brake pedal: 320g → 277g (-43g)
●Shift pedal: 154g → 103g (-51g)
●Sprocket cover: 156g → 119g (-37g)
●Foot pegs (left and right): 450g → 334g (-116g)
●Front sprocket: 163g → 112g (-51g)
●Hand guards: (+264g)
●Brake lever: 75g → 99g (+24g)
●Clutch lever: 63g → 96g (+33g)
●Side box + stock on-board tools removed: (-451g)
●Pillion step removed: (-219g)
●Headlight guard: (+390g)
Weight reduction of 2.229kg!
Parts installation & setup was done by Altair Motor!
I asked Altair Motor, who has been my go-to shop for more than 10 years, to do the installation work. In the past, I have also brought my Husqvarna, as well as my 1971 Kawasaki W1SA, 1990s YAMAHA SR, and other vintage bikes I own to be repaired by Mr. Osaki, who is actually a W1 rider as well. As for this CRF250L, I asked him to check the grease condition when it was brand new, as is often done with racers. Of course there was no shortage of grease on the stem bearings, etc., but since the bike was going to be used under severe off-road conditions, he added more grease and tightened the stem nut properly to prepare it for dirt roads. I also asked him to add the additional equipment and make adjustments for the Hidaka race, and after the race I am thinking that it would be fun to test various exhausts and suspensions from different companies to introduce to CRF250L riders.
My feeling after riding is that the weight reduction was effective, and it is now easier to lean. To be honest, the overall weight is still heavy, but it is now possible to ride in a much sportier manner. The YOSHIMURA exhaust is not very strong at incredibly low speeds, but it is easy to handle at low speeds and revs up to the top nicely. The sound quality is pleasant to the ear, and I think it is a good match for the Hidaka.
Now, let me talk about the suspension. The concept of this project was to compete in the race using the stock suspension if at all possible. So, I was going to keep the suspension as stock or just change the springs. However, after repeated trial runs and practice, I was concerned about the feeling of bottoming out on rough terrain or when landing after a bump, which made me afraid to go too fast. Mr. Takahashi, the manager of "Motorcycle Shop Newton" who also competes in the OPEN-A class in the Hidaka with his CRF250L, said that he uses oil level adjustment and hard oil for the front and tightens the preload on the rear. I, on the other hand, borrowed a Technix suspension kit for the race. I'll introduce this next time, but for now, let's stop here. I've still got some more work to do before the race.
editor
Yo
Webike Japan's global merchandiser who is passionate about motorcycles. Born in Japan, and spent his childhood in the US. 25 years of riding experience mainly on the tarmac and motorcycle market. He loves products made in Japan and considers himself a "Japan Parts evangelist".