Honda‘s Indonesian subsidiary Astra Honda announced the new CBR250RR, the production version of the Light Weight Sports Concept showcased last year at the Tokyo Motor Show. The double-R is a significant step up from the CBR250R, offering aggressive styling, an all-new Twin-cylinder engine, throttle-by-wire, selectable engine modes and other features usually expected from larger-displacement sportbikes.

At the moment, the CBR250RR has only been confirmed for Indonesia and Japan; Honda will likely introduce a larger-displacement version for western markets to compete against models like Yamaha‘s YZF-R3 and KTM‘s 390 Duke.

The CBR250RR is powered by a newly developed water-cooled four-stroke parallel-Twin. No performance figures are available yet, but Honda says it is aiming for class-leading performance. A throttle-by-wire system allows for three selectable power modes to suit different needs.

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The chassis is comprised of a steel truss frame with an asymmetric aluminum swingarm design with the right side shaped so the exhaust can be positioned closer to the center line, allowing for a slimmer shape and more lean angle. The swingarm is hooked up to a Pro-link monoshock with five-step preload adjustability. Up front, the CBR250RR uses an upside-down fork.

A twin-piston Nissin caliper is paired with the single 310mm front disc while a single-piston caliper is fitted to the 240mm rear rotor. ABS is optional, at least for the Indonesian market.

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The CBR250RR’s face is a menacing grimace that is a dramatic departure from the CBR250R’s relatively friendly visage. The dual LED headlights appears to match the design patent that we first uncovered in April. The sharp lines continue through the sculpted 3.8-gallon fuel tank design and back towards the sharp tail.

The 2017 Honda CBR250RR is offered in three colors: Anchor Graymetallic, Honda Racing Red and Mat Gunpowder Black Metallic.

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2017 Honda CBR250RR Specifications
Engine Type 4-stroke, 8-valve, parallel-Twin cylinder
Displacement 249.7 cc
Cooling System Liquid cooled with auto electric fan
Fuel Supply System PGM-FI
Throttle System Throttle-by-wire system with accelerator position sensor
Bore x Stroke 62.0 x 41.4 mm
Compression Ratio 11.5 : 1
Transmission Manual Manual, 6-speed
Starting System Electric starter
Clutch System Multiplate wet clutch with coil spring
Oil Capacity 0.5 gallons
Frame Type Truss Frame
Front Brake Hydraulic disc, dual piston (STD Type & ABS Type)
Rear Brake Hydraulic disc, single piston (STD Type & ABS Type)
Front Suspension Inverted telescopic front suspension
Rear Suspension Aluminum swing arm (5-way adjustable mono suspension with Pro-Link system)
Front Tire Size 110/70 – 17 54S (tubeless)
Rear Tire Size 140/70 – 17 66S (tubeless)
Length 81.1 inches
Width 28.5 inches
Height 43.2 inches
Wheel Base 54.7 inches
Ground Clearance 5.7 inches
Seat Height 31.1 inches
Fuel Tank Capacity 3.8 gallons

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  • Alexander Pityuk

    Has Honda actually pulled off the creation of something truly astonishing? Why couldn’t you do that to VFR1200 ffs… I would buy one 100%. Can’t say it’s kind of Ducati-beautiful, but it’s definitely cool.
    P.S. One of the best-looking stock pipes btw.

  • Shlomi

    I still remember that 250 cc race replica Yamaha I rode in Thailand in the 90s. Red line was at 17000! I hope this is a beginning of small displacement race replica era.

    • p51mustang23

      Unfortunatly those 250 CC race replica’s are expensive to make, and wouldn’t really sell unless the price was much less than 600’s. I’d love to see true race replica 250’s / 400’s but I don’t think the manufacturers will do it.

      • Shlomi

        I remember they sold 400 race replica in Japan….anyway, I remember I was looking for Aprilia 250 2 stroke race replica not too long ago. Since two stroke is banned word in California I would take 450 cc motocross engine in race replica chassis

  • Mahatma

    Brink back the ILF 250cc with an 18000 rpm redline!

  • Old MOron

    Does a 250 really need different ride modes? I’m not an engineer. If this thing were to spin to 17 or 18K rpm, would that make different ride modes useful?

    • Y.A.

      Yea, this is overkill. My 650 only has 2 modes… on and off. More than enough

      • p51mustang23

        even 600 supersports don’t really need rider modes, you just stay low in the RPM’s and it’s like B mode. Rider modes only make sense on 1000’s. Unless by rider mode they just mean ABS on/off, which makes sense.

        Overall I like the bike. If they can bore the motor out to 300+ cc’s for the US market it will sell very well. Even as a 250 it is roughly equal to the 300’s in power/weight ratio. If it can make 43 or so HP it would be the class leading bike in the US. Still waiting on lightweight 450cc triple to hit the market. Probably a pipe dream.

        I do understand that foreign markets have FAR more influence on the 250/300 class than the US market. That’s also the reason that these are made in indonesia, which is a massive market for little bikes (tax laws there make bikes over 250cc absurdly expensive, doubly so if imported).

  • Greybeard1

    Bugger.
    I was hoping for a 4.

  • Queens Lawyer

    would be awesome if they got it around 200lbs or less dry.

    • spiff

      I don’t know about that. Maybe with helium in the tires. That is what MX bikes strive for.

  • D. Paul League

    I believe this is the class leading 250 bike. Oh wait a minute, the 250s are only sold in third world countries. The 300+ class replaced the 250s in the majority of the world.

    • denchung

      You do realize that those “third world countries” will buy more 250s than the rest of the world will buy 300s, right? And since when was Japan a third world country?

      • D. Paul League

        Japan’s not a third world country, but Honda is treating them like one. If they can’t match the competition so be it. In North American the RS, Ninja 300, etc. are already being treated as beginner bikes, so how do you think the 250 will be received?

        • denchung

          It’s not Honda’s choice. Japan has a mandatory vehicle inspection every two years for vehicles with engines larger than 250cc so by keeping the CBR250RR at that size, it remains exempt. If Honda made it larger, sales would be lower because customers don’t want that hassle. The competition is doing the same thing. That’s why Yamaha’s R3 is an R25 there and the Ninja 300 is still a 250 in Japan.