This frame was a direct replacement for the original, maintaining stock suspension geometry. The first aftermarket frame for the 250R was made by dirt track motorcycle chassis builder, C&J in 1991 for CT Racing. Without new quads available after the 1989 model year, stronger replacement frames for racing were soon needed. Stock frames on most mass-produced quads are made of mild steel and, though suitable for recreational use, will quickly develop cracks when raced. Wayne Hinson, who would later found worldwide clutch component manufacturer Hinson Racing, designed the clutch basket and later changed it to billet aluminum in 1991.Ī regular trend that started on the Fourtrax that would not carry over to the four strokes was the use of aftermarket frames. The first aftermarket clutch basket was a machined steel piece campaigned by Gary Denton in 1989. Originally made of die cast aluminum, the clutch basket was found to be weak when power was increased or subjected to race conditions. Initially, items that were subject to the most abuse from racing were the first to be remade. With only the Banshee, I would have starved” said Wayne Hinson of Hinson Racing. According to CT Racing's Allen Knowles, “More aftermarket parts have been made for the 250R than any other ATV.” “Sixty Percent of my business was based on the R, compared to the next highest Banshee, at fifteen percent. While raced in mostly stock form in its earliest years, by the time production rules were initiated only about six of the TRX250R's components had to be purchased from Honda. The color was returned to white for its final year.
#Honda atc 250r headlight upgrade
This needle bearing was a necessary upgrade for the 1988 TRX250R, as well. Most notable was the use of a needle bearing in the clutch pressure plate, for smoother action. This was also the only year to be available with red fenders.įor 1989 the TRX250R received few changes. Aesthetically, the Fourtrax's headlight was moved from the handlebars to a mount molded into the hood. This shifted the weight bias rearward, curing the Fourtrax’s “loop out” problem. Additionally a shorter aluminum swing arm was added, but the frame lengthened such that the overall wheelbase was slightly greater.
It was the chassis, however, that received the greatest attention, shedding 25 pounds over the previous year’s model. The compression ratio of the engine was raised to generate more power, bringing it nearly on par with Kawasaki’s powervalved Tecate-4. The 1988 model year brought the most dramatic changes to the TRX250R. Most of the chassis of the 1987 Fourtrax remained the same. Additionally, the cylinder was changed to include a bridged intake. The 1987 model year, now absent the three-wheelers due to the CPSC ban, saw the engine receive a five-millimeter longer connecting rod, accompanied by a piston with a wrist pin bore raised five millimeters. Although mechanically similar, Honda detuned the engine for use in the Fourtrax, through reduced compression and less aggressive porting, to ensure that the added weight of the quad would not adversely affect the reliability of the engine. Honda borrowed many parts from its 3 wheel ATC250R for the Fourtrax’s design, including the engine and rear suspension. The TRX250R was introduced for the 1986 model year to answer Suzuki’s LT250R, released the year prior. Hydraulic disc with twin-piston caliper, 186mm discĢ2x7-10 Ohtsu H-trak M/R 101 Radial (option)Ģ0x10-9 Ohtsu H-trak M/R 501 Radial (option) Single compression rebound and preload adjustable Showa shock with Pro-Link linkage / 9.1" Travelĭual hydraulic discs with twin-piston calipersĭual hydraulic discs with twin-piston calipers, 174mm discs Water-cooled, two-stroke cycle, single cylinder, reed valve, counterbalancedĬhain and Sprocket / 13:39 / 520 O-ring ChainĬhain and Sprocket / 13:38 / 520 O-ring Chainĭual A-Arm w/ 5-way preload adjustable Showa Shocks / 7.9" Travel
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