honda 250r restore pg54-60:layout 1 9/21/12 12:02 pm page...

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DECEMBER 2012 / DIRT WHEELS 55

Bringing back an old favoriteBy the staff of Dirt Wheels

Photos by Pat Carrigan

� It’s been well over two decadessince the last Honda 250R rolled offthe assembly line in Japan. It hasbeen almost 10 years since the 250Rsaw a major racing win in the U.S.However, the used ATV market is fullof fairly clean 250Rs for sale. The leg-endary two-stroke is a do-it-all high-performance machine. Its lightweightand strong two-stroke power makes ita great duner or solid trail machine.Its precise cornering ability and relia-bility reputation made it a great raceron any type of track.

In the 10 to 15 years from whenHonda stopped building the 250 towhen four-strokes became common-place, the ATV aftermarket thrived,building replacement parts and rein-venting components to keep thismachine alive. Those parts and com-panies are still around. Althoughtheir focus may be on modern tech-nology, you can still find them sellingparts and maintaining 250Rs for gen-erations to come.That leads us to our current project

machine, a complete restoration of anold 250R that some of the Dirt Wheelscrew used to take to the races. Thisformer race quad has been stored forover five years and now returns as anawesome trail and dune quad.

CT RACING MOTORIn the early 1990s, CT Racing

designed and developed the ProX

cylinder. This product, along with therest of the aftermarket, kept the 250Ras a competitive race machine. TheProX cylinder has proven itself as areliable addition to the 250R. The racewins and championship totals of rac-ers using a ProX Cylinder around theworld are endless. To date, there havebeen over 6000 ProX cylinders pro-duced. Not only is the ProX cylinderCT Racing developed a goodreplacement for hard-to-find stockcylinders, it was built with some of thesame performance aspects Hondawas putting into their top-of-the-linedirt bike engines, such as boost ports,O-ring heads, triple exhaust pas-sages and increased water capacity.In 1995 the interchangeable domehead was developed to go along withthe ProX cylinder, and in 2012, a com-plete billet head was added.CT Racing offers seven versions of

the ProX cylinder: 250cc, 310cc, 330cc,350cc, 370cc, 350cc Power Valve and370cc Power Valve. The 310 is the bolt-on package if your bottom end is solidand you just want to kick the horse-power—that’s a great way to go. The250 and 310 are the only packagesthat don’t need the cases modified toaccept the larger cylinder sleeve.The 330 is the do-everything motor,

for MX, XC, trail and sand. The 350ccpackage we used is a little moreaggressive while still having an MX-

style power curve, which is also greatfor sand use. This surgery cost us$1995. The good thing about oldertwo-stroke engines like this is, if allyou needed to do is freshen up themotor, you could do it for under $500for piston rings and a cylinder bore.The 370 is a 350 on steroids. It’s basi-

cally the 350 with a 4mm stroker crankadded. The Power Valve version addsa valve that blocks off the top of theport at low rpm, and then pops openas throttle and rpm are added; thissimply widens the power curve.

CT offers packages that includesplitting the cases, rebuilding orreplacing the cranks, main bearingsand seals, along with a full bottom-end inspection. They will sell any ofthe parts separately, even top endsunported for the do-it-yourselfbuilder.For our build, being a West Coast

quad with lots of sand areas to ride,we went with the 350 motor (non-Power Valve) package. To get themotor built, all we had to do wasremove it from the frame and ship itoff for our complete motor. (They haveshipping instructions with photosshowing you how to package andship on www.ctracing.com.) The com-plete motor package includes themotor work, a CT Racing pipe andsilencer, Delta V-Force 3 reed cage,intake manifold, Keihin carburetor

SPORT QUAD REBUILD



Most two-stoke ATVs were way easier to work on than modern quads. A basic setof tools and a little common sense would help you completely tear apart a machinein hours. Top-end rebuilds are simple and a lot less expensive.

CT Racing still offers motor packages for the legendary Honda 250R in sizes rang-ing from 250cc to 370cc. At CTRacing.com, you can find exact details on how toship your old motor to them in California for any service.

No electric starter here or dead-battery fears. A solid kick will get this machine upand running easily with significant weight savings.

and a throttle cable. CT offers manyupgrades to the package, such aspainting or polishing the motor, andhas many add-on trinkets for bling,like billet water-pump covers, igni-tion covers, case savers and Hinsonquick-change clutch covers. CT alsosupplied the CFM Performance ATVairbox ($109.95) and Twin Air foam airfilter ($65) for this project.

SKELETONBack when we first built this 1989

250R racer, we sourced an Arenschassis. At that time, Arens frameswere considered the strongest outthere. They were just as sought afteras a Roll Lobo or Leagers Pro Traxframe.

The Arens product is a robotic Mig-welded, tubular, chromoly framewith a removable subframe.According to Arens, robotic Migwelding offers a stronger weld thanTig, with better control over heat andpenetration. The frame utilizes almostall of the stock components, with theexception of the rear brake pedal. Ittakes an aluminum CR250 bike brakelever. CT has 20 of the frames onorder, and they should be availablenot long after you read this. Thesedays the frame and subframe sell for$1795.

For suspension, our projectmachine utilizes a set of JB Racingfully adjustable A-arms and a steeltubular swingarm. The stock Hondaframe and swingarm are constructedentirely of square tubing, which wasokay for general trail riding and thesand dunes, but it would not hold upto racing abuse. Our racer featuredtop-of-the-line Elka shocks, whichmay not have been as good as theOhlins, Custom Axis and PEP shocksof the day that the top pros wereusing. They were half the price,though, and performed great for us.This set of eight-year-old shocks is stillholding up well today. Originallythese shocks set us back about $1700.Rebuilding an older set like this nowcan range from $250–$400.

Out back, a Dura Blue X33 axleslides into a stock-replacement bear-ing carrier ($180) provided byLonestar Racing. This is thestrongest axle Dura Blue makes, andthe hubs are included and bolt inplace providing two different-widthoptions. Price for this drive packageis $795. The axle was also equippedwith Dura Blue’s anti-fade brake-hub assembly. To actually turn theaxle, a pair of Renthal sprockets

350R



With new ITP tires, the CT motor and Arens chassis, we transformed this classic intoa perfect-working machine that would keep up with any stock machine built today.

The stock suspension on the Honda250R was better than the competition,but by 1990, the top racers were allusing aftermarket equipment to get anadvantage. The JB Racing/Elka comboinstalled on this project is still betterthan some stock front ends found today.

Back in the day the trick was to get thesuspension to work well enough to softenthe ride and not destroy the frame andswingarm. Arens and JB Racing came upwith super-strong components that couldhold up to any abuse.

were installed (fronts are $29.95 andrears are $64.95) and a brand-newATV Z-ring chain for $96.18. All fourcorners of this Honda were equippedwith ITP Holeshot tires and alu-minum wheels.

When we first built this Honda, weequipped it with a host of brand-new400EX components, like front hubs,spindles ($100), front-brake mastercylinder ($300) and calipers ($250).For top-of-the-line pads, rotors andsteel-braided lines, we went with all-Galfer equipment, front and rear.

NEW BODYWORKEvery time we see a used 250R, the

first thing we focus on is the body-work. If you can find one with thewhite or red plastics in mint condi-tion, you can bet that the rest of themachine is next to perfect. The stockbodywork got brittle and was the firstitem to show its age. Luckily, replace-ment plastic is one of those itemsreadily available back then and stilltoday. For this project we installed aset of Maier Manufacturing front andrear fenders in a deep red. They aremade with modern-day plastic, sothey look and hold up better than theold stock equipment.

Our old seat base and foam werestill in good shape, but in dire need ofa cover. Quad Tech did the stitchingfor $155 and brought a little modernstyling to the old saddle. Quad Techcan re-cover and re-foam almost anysport quad seat, with a ton of colors tochoose from. The seat and rear fend-ers are held on by an aluminumOMFquick-release seat latch. The $54.95OMF product and rear ($198.82) andfront ($217.36) Maier bodywork canall be sourced through James Lucky([800] 233-2637), another companywho is instrumental in keeping every250R alive.

Up front, Carbon Works outfittedthe nosepiece with carbon fiber, aswell as the radiator scoops.Remember, this older machine doesnot use an electric fan, so getting asmuch airflow as possible directedtoward the radiator is crucial. TheCarbon Works stuff is light, strong, fitswell and is cosmetically correct.Carbon Works offers other carbonfiber trinkets for select classic andmodern-day sport quads.

CONTROLSFinally, we had to make sure the

controls on this restoration wereupdated andworking well. To do that,we installed a set of Renthal R4 FatBars ($90) front and center. On thebars we clamped ASV Pro-series F3folding levers, which are trick andoperate better than original equip-ment. The clutch lever sells for $115,and the brake goes for $75. For thethrottle assembly, this duner receiveda twist setup from Motion Pro, whichincluded grips, for a total cost of $65.

RETRO-RIDE REVIEWTo get this ride fired up, you have to

do some old-fashion legwork. It has aforward-operating kickstarter; it onlytakes a couple of kicks to get it run-ning. The good thing about this CTengine is that you can change domeheads if you want to lower or raisethe compression for certain perfor-mance applications or increased reli-ability.

Good-running two-stroke enginesrev quick and have a crisp tone. TheCT engine is no different. With a twistof the Motion Pro throttle, the revsreach peak performance instantlyand drop just as quick when you letgo.In only a few feet we were remind-

ed of how good the old Honda 250Rworks. First of all, it’s light and you

can feel it. It floats across the sand orskates over dirt with ease. Wheelspinis wild. If you like to fishtail and throwroost all over your riding buddies,nothing does it better than a strong250R. And if you want the rear end tohook up and race down the trail or

350R



CT Racing..............www.ctracing.comTwin Air....................www.twinair.comCFM ..www.cfmperformanceatv.comJames Luckywww.jlatvproducts.com,

800-233-2637Quad Tech ..www.quadtech-atv.com,

949-859-7823Galfer..................www.galferusa.com,

805-988-2900

CONTACTSITP..............................www.itptires.comASV ..............www.asvinventions.comMotion Pro ........www.motionpro.comDura Blue ..........www.durablue.com,

949-770-5533Renthal ..................www.renthal.com,

877-736-8425Lonestar Racing ..www.lsracing.com

Quad Tech makes custom covers for allmodern and some classic sport quads.They have a gripper top and strong sidepanels that will hold up to aggressiveriding and the test of time.

On the new Renthal handlebars weinstalled a Motion Pro twist throttle anda pair of Pro-series F3 folding leversfrom ASV Inventions.

For this project we replaced an oldstock plastic airbox with a clean alu-minum unit from CM Performance.Inside a Twin Air foam filter replaced anolder single-layer foam unit.

the Elka and JB suspension provideda very plush and controllable ride.

If you can acquire a used 250R thatwas an old racer, or maybe some-thing closer to original condition, it ispretty easy to make it as good as ourproject machine. About the onlyextra effort you have to give amachine like this is, you have to mixthe oil and gas. You can have just asmuch fun on a 20-year-old machinewith only a small investment. We lovemodern technology too, but for aslong as we can, we will hang on to alittle bit of the past. �

Maier Manufacturing still makes body-work for old Hondas, Suzukis andYamahas. For this project we trimmedthe front fenders a little to give themachine a racier look.

ride an incredible wheelie, thismachine can do that too. The 350ccpowerplant is not only nearly 50 per-cent more powerful than stock, it hasa broader, more usable powerbandthan before.Recently we rode this quad in the

hardpacked desert and in the dunes.It performs great in both terrains. Onthe trails, the package is quick and ablast to ride. Its light weight helps itride over the rough stuff like it’s noteven there. We can see why Chris

Borich was so resistant to make theswitch to four-strokes in the GNCCseries. He could probably still win ona machine this good. You do a littlemore shifting on this machine thanyou would on a four-stroke, but goingthrough the gears is fun, and it keepsyou on your toes.In the dunes the CT motor had no

problem hooking up with paddles orknobbies. We could smoke any stock450 four-stroke in a straight-line dragrace. The 250 would hook up androcket forward if you were hard onthe throttle. Over the bumps it was nocontest, either. Its light weight(around 335 pounds) allowed you toskip over the whoops or float over thechoppy ruts. The Elka shocks con-tributed to the smooth ride as well.If you wanted to launch the

machine, more fun was in store. Aslight as the two-stroke feels on theground, it’s even more so in the air.Manipulating it in the air was a mat-ter of thinking about where you want-ed it to go and it would. There’s noth-ing we couldn’t do on this machine. Itwould wheelie, carve bowls andthrow a roost upon request.We once again discovered the fun

you can have on a properly runningtwo-stroke. While we have tested aSuzuki Quadzilla 500, an LT250 and aYamaha Banshee recently, theHonda 250R is still the best. The freshbig-bore motor from CT Racing madethis machine just as fast as any mod-ern four-stroke. The ITP tires providedtraction for all types of terrain, and

350R


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