Cycle News - Archive Issues - 1990's

~ NEW BIKES 1993 Honda CR MXers ~ (Left) Although the 1993 Honda CR125R doesn't look much different than its predecessor; it does feature many significant internal revisions to the motor and chassis. (Below) The CR500R, on the other hand, features only minor changes including wider fourth- and fifth-gear ratios. Both bikes will be available in early September. First look '93CRs . By Kit Palmer onda unveiled its 1993 lineup of four new CR motocrossers at the . company's U.S. headquarters in Torrance, California, on July 10. Headlining the new fleet is the CRI25R, which shares many of its revisiorls with the CR250R. The CR500R received few updates, while the smallest displacement CR of the group, the CR80R is, once again, unchanged, except for new graphics which are featured on all the '93 CRs, as is a darker, yet still bright red color scheme. Noiro Hoshi, chief Honda race and development engineer, said (through an interpreter), "Our main objective with the CRl25R was to make it easier to ride, and improve its straight-line and overall handling characteristics. We feel the CRl25 last year was the best in its class and we feel the changes we have made for '93 make this motorcycle even better. We want to make the CRl25 fit a wider range of riders." Hoshi claims the new CRl25 has a wider and more useable power spread, improved rideability and quicker throttle response. Hoshi said this has been accomblished by "widening the (cylinder's) intake tract, lowering the compression ratio, modifiying the reed-valve assembly, increasing the exhaust port volume, modifiying the HPP (Honda Power-Port) exhaust valves and redesigning the airbox assembly." The HPP valves have a new valveguide shape, and the spring preload has less tension, resulting in the valves opening earlier, at 8250 rpm rather t~an 8700 rpm. A "separator" has been installed in the intake reed-valve assembly to reduce turbulence and "calm down" the flow of the fuel/air mixture into the cylinder. "The result is better response off the bottom," Hoshi said. ' "The reason we went to a lower compression ratio was to reduce detonation potential and increase the durability of the piston," Hoshi said. H - 22 Although the airbox is basically the same as last year's, plastic "separator walls" have been installed to speed up airflow into the carb, thus improving bottom-end and midrange performance, according to Hoshi. Also, the transmission mainshaft has been beefed up. A lot of attention was focused on theCRl25's chassis. "We have an allnew frame with revised geometry and redesigned tubing," Hoshi said. "We made the rake one-half degree steeper, the trail 6mm less and in order to improve straight-line stability, we increased the steering offset from 22mm to 24mm. The wheelbase is now 57.0 inches, which is .2 inche~ longer than last year's. Basically what we did is raise the headpipe 5mm, which, in effect, lowers the engine, which results in more stability in a straight line." The steering stem is also. larger in diameter. The valving' of the inverted, Showamade cartridge forK: has been revised to produce a more progressive action. "By being more progressive, we've eliminated that dead, or harsh, feeling at midstroke. Now, it's much smoother." Plus, the "triple taper" design of the upper fork tube is a thing of the past. "We abandoned the triple taper for a single, extended taper design to help streamline production," Hoshi said. A Kayaba shock is used on the back and features a new piston,.valving and a 2mm larger shaft. Plus, the linkages are all new to achieve a flatter curve ratio. (Above) The CR125 and 250 share a new airbox. (Right) Smoother power delivery is claimed of the 125's engine. (Bottom) Bigger shock shafts are found on both the CR125 and 250. (Bottom nght) All CRs have wider footpegs.

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