Introducing the CBR250RR that was on display at Honda's headquarters.
The 250cc parallel four-cylinder engine, which pursues ultra-high rpm and high output, has its red zone set at 19,000 rpm. The high-pitched, racy exhaust note attracted many riders.
It has evolved so much in just 4 years since the CBR250 Four in 1986.
Mounted on an aluminum twin-tube frame with a high-performance parallel four-cylinder engine, it was extremely popular among a wide range of users, from beginners to seasoned veterans.
In addition, the red zone was increased to 18,000 rpm by reducing the weight of piston pins, crankshaft, and other parts.
HONDA 1990 CBR250RR/MC22. Evolved version of the CBR250 Four, the only model in the 250cc class to use a cam gear train. The same LCG twin-tube frame as the CBR400RRR released at the same time was used to pursue a low center of gravity.
Realistically, the red zone starts at 19,000 rpm and the scale is engraved to 21,000 rpm. The replica models of the time had a separate speedometer for easy removal.
The cam gear train provides accurate valve open/close timing and reduced frictional resistance. The cam gear is placed between the third and fourth cylinders from the left and driven by the primary gear for compactness.
HONDA 1986 CBR250 Four/MC14. After making a name for itself with the VT250F in 1982, Honda, which had allowed the FZ250 Fazer to lead the way, countered with a parallel four-cylinder.
HONDA 1987 CBR250R/MC17. In just one year, the model was changed to a full cowl. The suspension also evolved with aluminum swing arms and triple rear disc brakes.
HONDA 1988 CBR250R/MC19. The engine features a large-capacity air cleaner and a large-diameter carburetor for improved intake efficiency. The frame adopted an aluminum twin tube with a deformed pentagonal cross-section.
Chassis has also evolved significantly with the adoption of LCG frame and gull arms
The MC22 model has undergone a complete review of its engine, suspension, and frame, with high-dimensional human fitting as the key concept. The frame itself has a low center of gravity, and the most distinctive feature is the aluminum LCG (Low Center of Gravity) twin-tube frame that thoroughly pursues mass centralization.
The rear features a new swingarm gull arm with a new shape that allows an efficient tailpipe layout while ensuring high rigidity. The front suspension has been further enhanced with a floating double-disc brake.
The center of gravity was lowered with an oddly shaped frame going down from the head pipe. From this time onward, the demand for maneuverability as well as engine power was increasing.
The Gull Arm was introduced at about the same time as the MC21 NSR250R in 1990. The right side is bent in a figure to make room for the exhaust system.
It was equipped with wide radial tires for its time and lightweight six-spoke aluminum wheels.
It has the same two round tail lamps as the NSR250R. It has a 5.5L storage space with a one-touch key-operated opening and closing of the rear seat.
Dual halogen headlights (60/35W x 2) with wider light distribution for low beams. Direct introduction of outside air from the front of the cowl for efficient fresh air introduction for engine combustion.
1990 CBR250RR Major Specifications
Overall Length x Overall Width x Overall Height: 1975 x 675 x 1080mm
Wheelbase: 1345mm
Seat Height: 725mm
Weight: 157 kg
Engine:Liquid-cooled 4-stroke, in-line 4-cylinder, DOHC 4-valve, 249cc
Maximum output: 45 PS at 15,000 rpm
Max. torque: 2.5 kg-m at 12,000 rpm
Fuel tank capacity: 13 liters
Transmission:6-speed return
Brakes: F=W disc, R=Disc
Tires: F=110/70R17, R=140/60R17
Price at the time: (approx.) 4385 USD
