The CRF250L Owners thread

Discussion in 'Thumpers' started by joec63, Sep 4, 2012.

  1. Ed@Ford

    Ed@Ford Long timer

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    Somehow I stumbled onto some U-tube videos of a guy who hacked up his CRF muffler. Based on what he did, he appears not to have seen what RamZ did to take out the catalyst http://rickramsey.net/CRF250Lcccmods.htm His videos are http://www.youtube.com/watch?v=tXOmGjSlpTw and http://www.youtube.com/watch?v=AWkCGxiYLfc
    It at least explains the insane flow path thru the CRF muffler which has the built in catalyst. Having seen the cylinder of catalyst from my friends WR250R, and a description by this guy and Ram Z, the CRF catalyst is about twice the length, and based on 36 years of experience dealing with automotive catalyst system, that double length CRF catalyst has somewhere between 2 and 4 times the backpressure that the WR250R has. Based on my friends performance improvement on his non-catalyst WR250R...which was REAL significant, I would expect the CRF to run EXTREMELY well without a catalyst, as long as the EJK is tuned to compensate for the A/F ratio changes....most likely leanness....that would result from such backpressure changes.
    Also, based on RamZ sound data, the sound level of his bike, with only the catalyst excised, did NOT change (87dB). That surprised me. Personally, I don't advocate removal of the catalyst, but if you are good with a die grinder, and can weld or have access to a good welder, study up on the pictures, do up your muffler, and have a quiet 100% stock appearing muffler, and save many hundreds of dollars. Now that I know the flow diagram of the CRF muffler, I am going to modify the spare spark arrestor I bought to reduce backpressure, while keeping 100% within the letter of the law regarding sparkarrestor functionality.
  2. hoodedplover

    hoodedplover Adventurer

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    Anyone done any long distance travel on one of these little girls?

    I'm the process (the loooong process) of planing a RTW with the missus and am doing the whole which bike thing.

    The problem is that I want to take two identical bikes (for obvious reasons) but due to our size difference (im close to 6 foot and her nickname is "ant") i'm having a hard time finding a bike that we can both fit on. I want to take DR650s but I think its just to big a bike for the ant and these little hondas once farkled look like good little adv bikes.

    Now I'm sure 250 is enough for her but for me + luggage I don't know. I've owned 250s in the past (loooooove them around the city and 3rd world countries) but am well aware that they suck on western highways.

    I'm going to go in for a test drive in the next fortnight but thought I'd ask if anyone was doing any long term or planning any long term travel on their little Hondas?
  3. Red Rider~

    Red Rider~ Adventurer

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    I'd look at the Honda NC700X for a trip like that. Good fuel mileage, low seat height and lots of storage with panniers.
  4. bungie4

    bungie4 Frostback

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    .. and a fuel filler under the seat so you have to unpack everything to gas it up.
  5. Ed@Ford

    Ed@Ford Long timer

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    MY contribution = "Regurgitated hearsay"? I haven't seen YOUR contribution of information regarding the internals of the muffler HERE on ADVRider. I simply made the point I stumbled across something that other folks had wondered about, and provided links to it. Webster's dictionary defines hearsay as RUMOR. The links provided are hardly rumor. They are indeed fact. If you dig into the fluid dynamics of catalytic substrates, you will find that the increase in pressure drop across the substrates is not a linear relationship, but something approaching the second power. Similarly it's FACT that the CRF's catalytic substrate is about twice as long as that of the WR250R Yamaha. If your share muffler flow test showing with/without catalyst as being no change, then that data becomes fact not hearsay.
  6. gnath9

    gnath9 Been here awhile

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  7. philosobrad

    philosobrad problem_solvent

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    We had the same thought process (the missus and I) before embarking on the Colorado journey. Zero regrets with moto choice here. There's something to be said for having identical bikes.......it's the great skill equalizer.

    As a side, do yourself a favor and pull up a fiche of the CRF, the prices for replacement parts are ridiculously inexpensive. Handlebars.....18.00, for example.

    [​IMG]
  8. Ed@Ford

    Ed@Ford Long timer

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    I wonder how long those prices will stay "reasonable" B4 Honda decides to make them unreasonable. Having a spare clutch lever or cable can make the difference between a ride from heaven or the ride from hell.
  9. hoodedplover

    hoodedplover Adventurer

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    Its made in Thailand
  10. Ed@Ford

    Ed@Ford Long timer

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    "Made in Thailand" does not preclude Honda US from changing prices if they decide they want to make $$. For example, there were "add ons" for shipping, prep etc etc noted in the first release info on the CRF250L that the dealers could tack on. I paid none of this when I bought my CRF Jan of 2013. In fact I paid LESS than the Honda SRP. Now that it's been established as a good seller, many dealers are charging OVER the SRP. That's called "supply & demand" in the economic world.
  11. Lost Rider

    Lost Rider Roadie

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    It makes a lot of sense to take two of the same bikes RTW, that what we be doing at some point - on crf250l's. compromises will have to be made no matter what bike and personally I'd rather have a small, lightweight, inconspicuous, efficient, inexpensive (think carnet) bike with many common parts found easier than a bigger bike that will be more comfortable when high speeds are possible.
    A big bike, especially for a small person is a safety liability in many places where there's not quality pavement, and I think there's more places that would be interesting to travel through without highways than with. Depends on where you want to go and how fast. Sand in Africa, mud in South America or interstate highways in the US and Europe, which do you want to best tool for the job? Nobody is going to make you take highways in western countries, it usually better to stay off them if you want to really experience things anyways. Think Trans American Trail, the TAT.
    Journey not destination, right?


    While we haven't gone outside the US on the Honda, I've done many long days on highways and find the crf to be just fine, with a windscreen it would be even better. For a 250 it's surprising how well it handles while loaded on the highway actually. But again only you know which way you want the compromises to swing.
    If packed like a 250 should be and not overpacked like a big BMW with the whole Touratech catalog bolted on I don't see why the CRF wouldn't be just fine for anyone who wanted to travel RTW, at a pace to actually see things.

    Good luck with your test ride, just remember if you're riding a new CRFL the power will be not nearly as what it will be once the motor gets broken in and a few simple mods are done.
    Keep us posted if you decide to do some real traveling on the LRP (little red piggy) :D
  12. jsonder

    jsonder Tired Old Fart

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    Green Valley, AZ
    My ancient version of this bike travels pretty well.

    [​IMG]
  13. The_Precious_Juice

    The_Precious_Juice In Garrison.

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    Hello,

    I would like to use a bag like this.

    Is the rear slick, or is there a rear rack?

    How many liters does the bag hold.

    Who makes the bag?

    Any pro tips with the bag?

    Any repsonse to these questions would be helpful and appreicated.
    _

    I'd have a daypack/bugout bag also in case I had to travel on my feet for a while.
  14. The_Precious_Juice

    The_Precious_Juice In Garrison.

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    I think we will both agree that the placement would be better if it had a BMW style to the gas tank.

    However, a rider could set their gear up for a quick 50 second access to the tank. At 3.7 gallons, the range is near 275 miles, so not that often of a stop.
    Granted, I've never traveled on the NCX or filled up with it either. :D
    The owners type that it is not that big of a deal.

    The accesory prices are very expensive on the NCX, but the initila price of $7,499 with a great P. Twin engine is great. Factor in the low maintenance, and maybe the extras are worth it.

    I really wish Honda would have went with a 19" tire. I could forgive the 472lbs due to the excellent center of gravity, but 17" killed the bike.
    In fact, I wish they would have made a lighter more expensive frame with the 19" tire, and give her more off-road suspension, and put the cost at $9,499, at 445lbs. I would have been very happy.

    but they are not for 2014, so I'm down with the CRF250L.
    __
    I've been watching videos on the 250L. You guys are right about the suspension. Even though it reads 34.7" seat height, I guess the real feel is more like 33.7" NO?
    Same thing with ground clearance. Real feel of 9."
    Granted, heavier riders drop her down even more.
    Fair logic?
  15. SAPB

    SAPB Long timer

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    Watch someone get on a CRF to see how much the suspension droops.
  16. pandamanprod

    pandamanprod Adventurer

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    96
    Location:
    Los Angeles
    Hello all, I've done a bunch of mods to my bike, and have been hoarding my stock parts I'd be willing to part with cheap. I'm in the LA area, and would probably prefer to just sell parts local if anyone has any interest.

    Complete stock Muffler assembly

    Battery

    Rearview Mirrors

    Front Sprocket

    Chain & Chain Guard

    Hardware box

    Taillight assembly

    Front Turn Signals & Front reflectors.
  17. The_Precious_Juice

    The_Precious_Juice In Garrison.

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    Roanoke Valley, Virginia
    Greetings,

    I watched a video yesterday on youtube, but can't find it now.
    I owner gave a demo of the suspension after seating down.
    Interesting.

    __

    I was thinking about putting a 2 gallon rotopaX on each side of the bike.
    The 2 gallon: 17.75" Length/ 13" Width/ 3" Height.

    I could run a line through the center and the three other handle parts, and go from there. The rotopaX would rest on the passenger pegs for better support.

    Depending upon my location I could ride with them dry or quater full, or half way, or all the way full for a 450 range (this would be rare).
    Clearly, riding down the east coast of Florida I could keep them empty.

    However, after the hill country of TX and pushing west, I'd need to put maybe half a gallon in each one, for a 225 mile range.

    Each gallon weight about 6lbs. This would increase the weight 24lbs + the weight of each container. I'm 163lbs, so going up to a 346lb wet bike would not be an isse.
    What could be an issue, is keeping the rotopaX in place while cruising at around 45-60mph on the tarmac.

    I've tired looking for videos and pics on-line, but can't find any. Maybe because this is a dump idea.

    For better stability do you all think I should just go with ,two 1 gallon tanks?
    @75mpg, that is 300 miles.
    If I ever make it to to a place in the lower 48/B. C. Canada/ Yukon Canada/Alaska, I could just cross that bridge when I get there.

    Any thoughts.

    Thanks for reading.

    Edit.
    I'm not interested in a rear rack.
  18. kiwi5

    kiwi5 Been here awhile

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    Who makes this awesome bag????
  19. greygeezer

    greygeezer Adventurer

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    Vancouver, Canada.
    Looks like a Giant Loop great basin bag.
  20. BlueLghtning

    BlueLghtning Riding is my passion

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    So we are currently on a COBDR trip with 2 WRR's, 2 CRF's & a sherpa. My wife is riding one of the CRF's and is doing great on it. She's absolutely loving the bike and I've really seen her shine on it out here.

    The other CRF is being ridden by my buddies brother. He's probably the newest to the dirt of all 5 of us, but not new to bikes by a long shot. He's a pretty good mechanic too.

    His CRF isn't stock and has some of the usual mods like pipe, programmer, etc. On our 2nd day of the trip, we were going over Ophir pass and he was struggling a bit and took a spill hurting his knee. When I went back to help him, he said his clutch was slipping and he just couldn't keep his momentum up. I ended up riding his bike up over the pass for him and I could definitely feel his clutch slipping when I got on it. He had adjusted the slack before the trip and it was fine, but when we checked it on the pass after we noticed it was slipping, there was no free play in the cable, so that certainly wasn't helping. We were able to adjust it out some more, but by then we assumed the damage had been done and he was still hurting pretty good from his tumble. He decided to head off to a town to get new clutch plates while the rest of us continued on.

    We heard back from him today and when he went to put the new clutch plates in, he discovered that of the 5 clutch springs in there, one of the bosses holding a spring had broken off meaning there were only 4 springs applying pressure to the clutch plates. That doesn't seem like something that just break off on a low mileage CRF. According to him, it appeared the metal had inclusions in it pointing to a manufacturing defect and even the mechanic there at the shop agreed. Needless to say, his trip is done and he's headed home, but was just curious if anyone else had ran into this with the clutch springs?

    So far my wife's CRF has been fine, but its a very low mileage one also and we haven't been into the clutch for any reason yet.