HONDA CBR250RR Test Ride Reviews [Webike Motoreport]

Motorcycle Reviews
4/5 (2)


Details and Test Drive Reviews
The new CBR250RR, which was fully introduced by HONDA in 2017 in the intensifying 250cc supersport class. In the beginning, when the "RR" was first released, many riders thought of the "MC12", which was built from a 19,000rpm to a four-cylinder engine with an ultra-high rpm called the red zone, but now, the "MC51" has also spread widely. Although there is no model change after the appearance, it still boasts the top-class performance and popularity among the 250cc supersport class. Among them, the three riding modes with electronic control throttle, which is one of the features, have different characters to the point where you can say that you have "three faces".

It's a rumor that the "MC51" will be even more powerful this year, so this article I'd like to make a review again on the details of the CBR250RR!

Styling that overflows "speed"

Overall Dimension [L x W x H]
2,065mm x 725mm x 1,095mm

[Curb weight]
*ABS: 167kg

The edgy front-facing mask, sharp headlights, and high-bouncing seat cowl design make you think "fast". Even though it is known as a completely different motorcycle, I would like to compare it with the "MC22", but overall an edgy cowl design is not kept in a good way as long as it says "this is the new CBR250RR". The cowl is designed not only for its aggressive design but also to use the ridding wind to effectively cool the engine.

The newly designed truss frame is also used in the frame, and both rigidity and flexibility are achieved. Furthermore, the swingarm also adopts the alarming shape of the left and right asymmetry made of aluminum, contributing to the improvement of mobility by concentrating the mass. It can be seen that there is no compromise in pursuing riding just because it appeared with fullness.

Foot grounding

[Seat Height]

Foot grounding
The seat height is the standard height for the 250cc sports model. Even so, the seat tip is narrowed from the rear end of the fuel tank, so it is not only easy to grip the knee, but also has a better foot grounding. In fact, even if the rider's height of 155cm tried to straddle, the heel was supported with plenty of room with both feet though it floated.

All LED lights

In the last few years, LED headlights have been adopted as standard equipment in the 250cc class, but at the time the CBR250RR appeared, LED headlights were adopted only for the top models of manufacturers. The design changes greatly from the headlights of the round eye two lights of the MC22, and the sharp position light at the top of the front and the headlights of the high-low switching type at the bottom give the image of a more aggressive ride.

Similarly, the MC22's two round-eyed taillights have been replaced by two-tiered LED taillights that maintain the design of the sharply-bounced tail.



New meter designed for circuit riding

Equipped with a newly designed full digital meter. The speedometer is displayed in the center, and the bar-type tachometer goes up along the top of the meter. Various information such as gear position indicator, clock, water temperature gauge, fuel gauge, riding mode, and the switchable trip meter are arranged for easy viewing.

It is also equipped with functions that were considered circuit ridding, such as REV indicator that informs arbitrary shift timing by LED lighting, and LAP timer that can be measured with the button at hand.

First adopted ride-by-wire

One of the features of the CBR250RR, the throttle is equipped with a "throttle-by-wire" system that was first adopted in the 250cc class at the beginning of its released and became a hot topic. This makes it possible to change the riding mode by electronic control, as the throttle operation is now controlled by electric signals instead of the mechanical wire structure.

The switching of the riding mode is operated by the switch on the left-hand handle. The riding mode can switch modes by closing the throttle fully while riding.

These are the following three modes of switching
Sport Standard mode for all-round linear acceleration
Sport + A mode that emphasizes the response, allowing to enjoy a more powerful acceleration
Comfort A mode that emphasizes comfort that allows you to enjoy more relaxed riding, such as when tandem

Undercarriage thoroughly reducing weight under spring

The newly designed seven-spoke wheels design contributes not only to rigidity but also to the reduction of unsprung weight. Also, radial tires with a more gripped feel have been adopted as OEM tires to match the riding performance of the CBR250RR.

The front and rear wave-shaped disc brakes are adopted for the brakes, and the disc size is 310mm at the front and 240mm at the rear. ABS has 2 channels, but there are 2 types of settings, with and without ABS, so you can select it at the time of purchase according to your intended purpose.

The front is equipped with inverted front forks with a new inner tube size of 37mm. Although the front forks do not have an adjustment mechanism, the heavy outer tube is closer to the handlebar, which reduces the unsprung weight and improves the handling. The rear suspension can be adjusted in five stages of preload, and PROLINK is adapted to mount the suspension.

Class-leading high-power engine

Max output: 28kW (38PS) / 12,500rpm
Max Torque: 23 N.m (2.3 kgf.m) / 11,000rpm

The newly designed 250cc water-cooled 4-stroke DOHC 4-valve inline 2-cylinder engine boasts the highest output in its class from its introduction to the present. The high-speed engine, which is in the red zone from 14,000rpm, is an engine that not only has an appropriate bore x stroke ratio but also aluminum cylinder sleeve and molybdenum coating of the piston, etc., which are lightweight and reduce friction loss.

Along with the newly designed engine, contributing to the highest output in its class is the downdraft intake layout that improves intake efficiency by making the intake flow nearly vertical. It is an intake layout that has become popular in the 250cc model now, but until then it was mainly adopted in the large displacement sports model. In order to increase the output, HONDA are generously introducing such technology.

The twin-sided exhaust with a unique design sound a racing sound that makes you want to open the throttle more in the medium and high rotation ranges while clearing various standards such as volume and exhaust gas. The aggressive appearance design and the unique twin exhaust give the impression of being the CBR250RR even from a distance.

Fuel tank with both hold and sharp design

Fuel tank capacity: 14L
The fuel tank capacity is 14L, which is common for the 250cc class. The fuel tank is covered with a plastic cover and has a design that is not only easy to knee-grip but also gives a sharper image.

Seat that contributes to foot grounding and load movement

The design of the seat contributes to the goodness of the foot grounding with the slim design around the fuel tank. On the other hand, the rear of the seat is wider so that it is easy to move the load by shifting the waist. The pillion seat seems to be suitable for long-distance tandem riding. It seems that the luggage space under the seat can be filled with documents, motorcycle tools, etc, and nothing else.

What's the Selling Price Concern?

Without ABS: Around 7,530 USD (Japan)
With ABS: Around 7,700 USD / Grand Prix Red (striped): Around 8,000 USD
*As of April 2020

Actual Riding!

The CBR250RR, which has been in its third year since its appearance, made me feel that it is a "well-organized motorcycle" by riding the current 250cc sports model of other manufacturers. It has been established as a benchmark existence of 250cc sports models that appeared after this, such as inverted front forks introduced before other manufacturers, fully digital meter, riding mode setting by the ride-by-wire system.

To be honest, if a rider of 170cm or more wants to ride in a tight position, it is a slightly cramped position with legs and arms close to the body, but it seems to be improved by changing to a favorite position according to the application. The bottom line was that the low and mid-rpm ranges were powerful, and when I raised the shift at 5,000rpm, I was able to run comfortably even on the city ride. When riding at high speed, the speed is 100 km/h at 6th speed and 7,000 rpm, but it seems that acceleration up to that point can be done smoothly. The light body combined with the power and the handling by reducing the under-spring weight is light itself. It is an image that can be fluttered as much as I think that the lightness of the handling may feel unstable on the contrary depending on the rider.

I tried each riding mode, so it's a bit of my reviews. If you're riding around the town in three modes, the mode is the best choice. The throttle opening response was positioned as or <Sport+>, and since the response was not too sensitive to the opening and closing of the throttle, I was able to ride without stress in the city with a little margin even in a somewhat rough throttle work. The <Sport+> is the most sensitive of the three modes to throttle work, so when accelerating on a winding or circuit riding, it will accelerate to the opening of the throttle as it is, so you can ride comfortably. On the other hand, it is the reviews that it is a little tired to pay attention because it is too irritable in the city. Finally, concerning , the number of revolutions increases with a delay relative to the first throttle opening among the three, so it is ideal for situations where you want to ride mildly.

It seems to be good to use especially when the condition of the road surface is not so well such as rain. On the contrary, even if the throttle is fully opened, the rotation speed does not increase, so it is not suitable for situations where you want to accelerate. The difference between these three modes is a level that even amateurs can experience in the city, so by all means, please try each mode when you try riding.

Photo credit: HONDA Motorcycle Japan Co., Ltd.

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