This is the 2010 Honda CRF250 the way the MXA test crew raced it. As a rule, we don’t go for exotic or expensive mods, but if push comes to shove, we will seek competent help (no matter how much it costs). Use MXA’s mods as a guide.
Clutch: We burned through the CRF250 clutch in six hours. Honda lengthened the 2010 clutch springs and added more coils. These changes provide a better clutch feel but don’t create enough grip. We ran $59.95 Hinson Hi-Temp clutch springs. For more information, call (909) 946-2942 or go to www.hinsonracing.com.
Exhaust pipe: The 2010 CRF250 needs an aftermarket exhaust system because the off-the-showroom-floor powerband is midrange-only. It lacks both bottom and top. We chose a $619.99 DR.D stainless steel/aluminum system (largely because DR.D always held the line on single-sided CRF250 exhausts). Call DR.D toll-free at (877) 382-2241 or visit www.dubachracing.com.
Front tire: The MXA test crew is always amazed when a bike comes out of the factory with a Dunlop D742FA mounted on it. Don’t the engineers care about all the hard work they put into designing the geometry? They must not, because this tire ruins handling. We changed front tires immediately to improve the turning characteristics of the CRF250. We prefer the Bridgestone 403.404 combo.
Gearing: We were pleased with the stock gearing and only bought a new sprocket (of the same size) when the stocker wore out. We also added a new Renthal R1 Works chain (www.renthal.com) at this time because the stocker has a very short life span.
Footpegs: For such a forward-thinking company, it’s shocking that Honda runs footpegs that Gottlieb Daimler would have used on the motorcycle he invented in 1885. The pegs are very narrow and quickly pack up with dirt. We switched to aftermarket pegs. If money is no object, go with Hann pegs.
Miscellaneous: We added several cosmetic touches to our 2010 CRF250, including a $49.95 LightSpeed carbon fiber fuel tank cover (www.lightspeedperf.com). It didn’t do anything, but it looked cool. We also added a $59.95 a One Industries Delta graphics kit (www.oneindustries.com).
Forks: We didn’t like the 2009 Showa forks, and we didn’t like the 2010 forks either—but for completely different reasons. In 2009, the forks were harsh and stiff in the midstroke. In 2010, they were soft and wallowy in the midstroke. We swapped out the stock 0.45 kg/mm fork springs for stiffer 0.46 springs. This was a must-do, not just for the forks, but for the chassis as well.
Shock: Since the 2010 CRF250 has the same basic chassis setup as the 2009-10 CRF450, we resorted to the same shock linkage trick that worked on the big bike. We ran a Pro Circuit CRF250 shock linkage that lowered the rear of the CRF250. This allowed us to manipulate the fork height and race sag across a wide enough range to control the CRF250’s tendency to oversteer and head shake. Go to www.procircuit.com for more info.
Brake guards: We removed the plastic disc guards (front and rear). The plastic guards reduce airflow to the brake rotors and cause heat fading. Ride Engineering (www.ride-engineering.com) makes a spacer to replace the one molded into the stock Honda front disc guard (or you can press the stocker out of the plastic).
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