Even More New Hondas for 2008

This week we tackle the CRF 450X, CRF 250X, CRF 230L and Honda Progressive Steering Dampers.

CRF450X  $7399

After winning every Baja race it‘s entered, the CRF450X has established its racing credentials.  This year, it gets better, with fine-tuning that includes a new Honda Progressive Steering Damper, chassis upgrades, and a slimmer fuel tank.

SPECIFICATIONS

Engine type: 449cc liquid-cooled single-cylinder Unicam four-stroke

Bore and Stroke: 96.0 x 62.1 mm

Compression ratio: 12:1

Induction: 40 mm Khein flat-slide

Ignition: CD

Transmission: Wide-ratio five-speed

Final drive: #520 T-ring sealed chain; 13T/51T

Front suspension: 47.0mm inverted Showa® cartridge fork with 16-position rebound and 16-position compression damping adjustability; 12.4-inch travel

Rear suspension: Pro-Link® Showa single-shock with spring preload, 13-position [low-speed] and 3.5-turn [high-speed] compression damping and 17-position rebound damping adjustability; 12.4-inch travel

Front brakes: Single-disc with twin-piston caliper

Rear brakes: Single-disc

Front tire: 80/100-21

Rear tire: 110/100-18

Rake: 27.05 degrees

Trail: 115 mm (4.5 inches)

Wheelbase: 58.2 inches

Seat height: 37.9 inches

Ground clearance; 13.6 inches

Curb weight: 269 lbs (Includes all standard equipment, required fluids and a full tank of fuel—ready to ride)

Fuel capacity: 1.9 gallons

Color: Red

Model ID: CRF450X

CRF250X  $7599

The CRF250X  starts with its CRF250R pedigree, adds electric start, wide-ratio gearing, new-for-2008 ignition timing, new brake rotors and a slimmed-down fuel tank.

FEATURES & BENEFITS
New for 2008
- New piston with 13.1:1 compression ratio.
- New cylinder head porting for improved power.
- New lighter-weight valve train components raise rev limit to 13,500 rpm.
- New lighter counterbalancer shaft and drive gears.
- New exhaust system for more power.
- New camshaft timing for added power.
- Revised carburetor jetting gives smooth power delivery.
- Engine torque now reaches maximum at 8500 rpm.
- New clutch features judder spring for smother engagement.
- New Honda Progressive Steering Damper (HPSD).
- New fork triple clamps with 22mm offset for improved cornering.
- New Showa fork features a larger cartridge rod and new cartridge oil
piston for improved oil flow and less friction, plus stiffer springs for
improved mid-stroke action.
- New rear shock valving matches changes to the fork.
- New works-style front and rear brake rotors reduce unsprung weight.
- New rear fender shape for improved mud protection.
- New larger left-side engine guard.

Engine/Drivetrain
- Powerful four-stroke 249cc liquid-cooled four-valve Unicam® engine.
- Lightweight titanium intake valves permit the use of smaller valve springs and reduce overall engine height.
- ACG cover, clutch cover and cylinder-head cover are made of magnesium to reduce engine weight.
- Forged 13.1:1 compression, slipper piston and rings are lighter than a conventional design, revving quickly while maintaining excellent cylinder sealing and high-rpm power.
- Lightweight, compact, internal, auto decompression system and handlebar-mounted hot-start system provide superb operation, hot or cold

Chassis/Suspension
- Fourth-generation Twin-Spar Aluminum Frame with forged-aluminum steering head.
- HPSD features a compact damper attached to the lower triple clamp and the steering head to allow more aggressive steering characteristics and assist straight-line handling. Damping action smoothly progresses as handlebar deflection increases, which produces very natural steering characteristics and feel.
- Front and rear wheels feature HRC works-type lightweight aluminum spoke nipples.
- Front wheel features large-diameter front axle.

Additional Features
- Frame design allows airbox sidecovers to have larger intake ducts, contributing to significant airflow in the mid- and upper-rpm ranges.
- Rider ergonomics are optimized by adapting the handlebar, seat and footpeg height to place the rider's legs at the narrowest frame width for improved comfort and handling.
- Dunlop 742FA front and 756 rear tires for improved traction and cornering.
- Front disc brake cover helps protect rotor and caliper from damage.
- Removable rear subframe allows easy maintenance.
- Washable, two-stage foam air filter for optimal engine protection and easy maintenance.
- Comfortable, durable controls and high-quality fasteners.

SPECIFICATIONS

Engine type: 249cc liquid-cooled single-cylinder Unicam four-stroke

Bore and stroke: 78.0mm x 52.2mm

Compression ratio: 12.9:1

Induction: 37mm Khein flat-slide

Ignition: CD

Transmission: Wide-ration five-speed

Final drive: #520 T-ring sealed chain; 13T/49T

Front suspension: 47.0mm inverted Showa cartridge fork with 16-position rebound and 16-position compression damping adjustability; 12.4-inch travel

Rear suspension: Pro-Link Showa single-shock with spring preload, 13-position [low-speed] and 3.5-turn [high-speed] compression damping and 17-position rebound damping adjustability; 12.4-inch travel

Front brakes: Single-disc with twin-piston caliper

Rear brake: Single-disc

Front tire: 80/100-21

Rear tire: 100/100-18

Rake: 27.54 degrees

Trail: 4 inches

Wheelbase: 58.3 inches

Seat height: 37.7 inches

Ground clearance: 13.4 inches

Curb weight: 253 lbs (Includes all standard equipment, required fluids and a full tank of fuel—ready to ride)

Fuel capacity: 1.9 gallons

Color: Red

Model ID: CRF250X

CRF230L   $4499

On paved roads or dirt roads, the all-new CRF230L is ready to handle all kinds of transportation needs. With its compact size, lower seat height, 223cc single cylinder engine and a six speed transmission, it will provide reliable transportation for years to come.

Engine Type: 223cc air-cooled single-cylinder four-stroke

Bore and stroke: 65.5 mm x 66.2 mm

Compression Ratio: 9:1

Valve train: SOHC; two-valve

Induction: 30 mm CV

Ignition: CDI

Transmission: 6-speed

Final drive: #520 O-ring sealed chain

Front suspension: 37mm leading-axle Showa fork; 9.5-inch travel

Rear suspension: Pro-Link Showa single-shock with spring-preload adjustability; 9.0-inch travel

Front brake: Single 240mm disc

Rear brake: 220mm disc

Front tire: 2.75-21

Rear tire: 120/80-18

Rake: 26.83 degrees

Trail: 4 inches

Wheelbase: 52.75 inches

Seat Height: 31.9 inches

Ground clearance: 9.5 inches

Curb weight: 267 lbs (Includes all standard equipment, required fluids and a full tank of fuel—ready to ride)

Fuel capacity: 2.3 gallons, including 0.7 gallon reserve

Emissions: Meets current CARB and EPA standards.

Color: Red

Model ID: CRF230L

HONDA PROGRESSIVE STEERING DAMPER

If you think you already know a lot about steering dampers, get ready to think again. The minds at Honda have created the Honda Progressive Steering Damper (HPSD), a new application of steering damper technology designed specifically to augment more aggressive turning characteristics rather than assist straight-line handling only, as has been the case with steering dampers in past applications.

By Integrating HPSD, the 2008 CRF450R and CRF250R both demonstrate a higher level of front-end traction with significantly enhanced steering feel, specifically a more “planted” feel in turns for better front-wheel control, especially under dry, hard-packed track conditions. Net result: greater
cornering speed, a higher level of front end confidence and reduced rider fatigue thanks to this newfound ease of turning. Additionally, HPSD improves handling in whoops and fast sections of the track.

The earliest versions of HPSD first saw action aboard the American Honda Racing Team's CRF450R and CRF250R race bikes during the 2004 AMA
Supercross series. Initial response from team riders HPSD has given Honda's engineers the ability to create more aggressive chassis geometry for increased agility without compromising machine stability. Accordingly, the CRF450R and CRF250R both feature revised steering geometry in 2008, thanks to a change in fork offset via new triple clamps.

For example, the change from 24mm of offset to 22mm alters the CRF450R's steering trail from 109.4mm on the 2007 model to 111.4mm for
2008, which reflects the front end being tucked in 2mm closer to the engine. This change also shortens the wheelbase 2mm. The result is even quicker turning characteristics and improved front-end traction, thus allowing the rider to hold the line more easily in tight corners.

Moreover, while in mid-turn—and virtually everywhere else on the track—HPSD damps out a lot of the jarring that normally tries to deflect the front wheel. Subsequently the rider doesn't need to work as hard to hold a line. In the past, pulling 2mm from steering off-set and shortening wheelbase might have sacrificed handling, but with HPSD, riders get the best of both worlds: quicker steering and better handling, especially at higher speeds.

HPSD consists of a very clever and very compact damper mounted behind the front number plate. Weighing a mere 6.5 ounces, it attaches to the lower
triple clamp and the steering head. The damper is rebuildable and offers 15 clicks of adjustability. It tucks behind a newly styled number plate that protects it from flying debris.

To complement the addition of HPSD, the steering head was completely redesigned and re-tuned for correct flex/stiffness properties, and an HPSD
mounting lug was incorporated. Likewise, the triple clamps are newly designed to yield the correct degree of stiffness, given the new forces imparted by the steering damper system.

In addition, Team Honda riders have discovered that use of HPSD allowed front suspension settings that were distinctly stiffer than had been the case without the steering damper. At work once again was the concept of the entire chassis being a highly tuned system, one that must be designed and
adjusted as a whole.  Subsequent testing for the 2008 CRFs confirmed
this for production bikes as well, and, as a result, the new CRF450R and CRF250R both feature slightly stiffer springs and revised compression and rebound damping rates in the fork.

With HPSD, the 2008 CRF450R and CRF250R feel just as stable through fast whoops as the 2007 model did with its more conservative fork offset, yet steering for both bikes is markedly quicker and easier on the rider. When the front end impacts an obstacle off-center and the handlebar begins to
kick out, HPSD automatically lends a steadying degree of damping.