CRF250R AND CRF450R: ABSOLUTE HOLESHOT
Standard CRF production bikes versus Buildbase Honda race bikes: Just what makes them different?
There’s no doubt some of the fastest Hondas on the motocross tracks of Britain are run by the Buildbase Honda squad. Starting out with 2020 CRF250R and CRF450R production bikes, the team - headed by triple world 500 champ Dave Thorpe and his son, engine tuner Ryan - build the most competitive machines on the circuit. So much so that many rival Honda squads use their tuning skills.
As Honda’s premier UK motocross race team, they have three of Britain’s most talented riders who have vast experience of racing in world and American motocross and supercross championships.
With current British champ Tommy Searle and his team-mate Jake Nicholls on the CRF450 to former world junior champ Steven Clarke on the CRF250, it really does seem the team to beat in 2020.
But just how different are their fully-tuned race machines to the standard bikes anyone can buy? To test it out, the team riders swapped between their race bikes and standard bikes in a test session in Spain. And they were joined by experienced bike tester and former British two-stroke champion Dave Willet who also got to ride the standard 2020 bikes and the Buildbase fliers.
The most successful British motocross racer of his generation, Tommy Searle cleaned up in the youth ranks before turning Pro in 2005. He made an immediate impact and the following year finished eighth in the MX2 class of the FIM Motocross World Championship in his first full season of GPs.
In 2007 he advanced to second in the MX2 world rankings, taking his first-ever GP moto win at Uddevalla in Sweden and his first GP overall win at the penultimate round at the British GP at Donington Park.
In 2008 he narrowly missed out on the MX2 world crown by just 23 points and then agreed a deal to race in the USA – finishing sixth in the AMA outdoor championship – but an injury sustained racing the Monster Energy AMA Supercross series at the start of 2010 signalled the end of his American dream.
Returning to Europe in 2011, he ended the season third in the FIM MX2 World Championship following an epic year-long battle with Ken Roczen and Jeffrey Herlings. In 2012 he again finished second in the world and then moved up to MX1 for 2013 when he finished sixth which remains his career-best world ranking on a 450.
For most of his career Tommy has opted to sit out the British championship in favour of chasing GP and AMA glory but in 2016 he won the ACU British MX1 title, a feat he repeated in 2019.
Now in his third year racing for Buildbase Honda, Jake Nicholls has forged a hard-earned reputation as one of the country’s fastest and most-determined motocross riders but injuries have cruelling kept him from lifting a British title so far.
The Suffolk star always came up just short of a title in the schoolboys and, unfortunately, this has been replicated since he turned Pro. The closest he has come to an adult ACU British crown was in 2018 when – with an almost unassailable 39-point lead in the MX1 class – he badly broke his leg just two weeks before the final round and missed out by just five points.
Jake has enjoyed considerable success racing the FIM Motocross World Championship – he was fourth in MX2 in 2012 and the following year was denied a maiden overall GP win by one point at Matterley Basin – before signing a UK-only deal with Buildbase Honda in 2018.
Always a threat whenever he lines up behind a startgate, Steven Clarke is a hugely-experienced racer with an international pedigree who knows exactly what it takes to win major titles.
A youth champion both indoors and outside, Steven was the FIM 85cc Motocross World Champion in 2005 and has also tasted victory at the prestigious Loretta Lynn’s Amateur Motocross Championship in the USA.
The Midlands-based rider has spent much of his career racing the Monster Energy AMA Supercross Championship with a best finish of fifth earning him a place in a very exclusive group of British riders who have achieved success in American stadiums.
Steven’s also scored a string of successes racing supercross in Australia but his biggest championship victory came in 2014 when he came out on top in the European EMX250 title fight.
In 2016 he came heartbreakingly close to winning the ACU British MX2 title but missed out by just 15 points following a DNF in the opening race at the final round.
Honda CRF450R
Based heavily on the bike that took Tim Gajser to the MXGP world championship title, the new 2020 Honda CRF450R has been refined to make it even easier for riders of every level to go even faster on. With an amazingly light chassis and ample power making the CRF450R a winner, the focus has been on the most advanced electronics on any dirt bike in a bid to fine-tune the 2020 model to individual rider’s needs.
The bike is now equipped with Honda Selectable Torque Control, hand-in-hand with optimisation of the PGM-FI fuel injection system and HRC Launch Control mapping to allow total, customisable power delivery. With suspension that features revised settings, updates to the rear brake and a re-sited battery box to aid airflow, it’s a bike suitable for everyone from hobby riders to world champions.
The HSTC - Honda Selectable Torque Control - is a three-map option to limit wheelspin. This is separate from the normal three-map power option that has also been refined for 2020. And the electronic HRC Launch Control also comes standard to give you the best drive out of the start.
“The map settings affects the overall power delivery, so you can alter the bike from smooth power to aggressive to suit your skill and track conditions. Then the HSTC acts like traction control to prevent wheelspin. You can have hours of fun testing each setting, so you can dial the bike in to different track conditions,”
“When you are riding the bike in your favourite map and traction is good, the HSTC has no effect on the power delivery. But when you spin the rear wheel on slippery, wet or bumpy ground, the torque control kicks in to help you get maximum drive.”
And to get the all-important holeshot, Launch Control helps you get perfect drive from the start. “This doesn’t control power by retarding the ignition timing like other systems. Instead, it has three different rev-limiter settings and you can really feel the benefits and differences between the three. I found the stock setting to be best, though.”
The bike has revised suspension and repositioned battery for better air flow and centre of gravity, small improvements to a bike that is renown as hard to improve on.
“But by making little tweaks, the 2020 has been improved. Firstly the bike has loads of power which is useable because of the way it’s delivered. Honda has perfected getting the power to the ground for years, making sure every bit of power produced from the engine is used to its fullest,”
“Honda has always focused on movability with its mantra of mass centralisation and after one lap I felt right at home. The machine gives you confidence around the track. It doesn’t kick or get out of shape, and the balance is so good.”
It’s easy to see why so many riders have excelled when stepping on to this bike, and why so many teams have selected the CRF450R to compete in various championships.
Honda CRF250R
Looks can be deceiving. The 2020 Honda CRF250R might not look too different to its predecessors but has had a huge number of changes to make it a real winner, right out of the crate.
It has a lighter chassis and swingarm, based on the all-new 2019-model CRF450R which won universal praise for its nimble handling. It also has revised damping in its factory-style Showa spring suspension, as well as a revised front brake caliper, new rear brake pads and adjustable Renthal handlebars like its big brother.
But the beating heart of any 250 is its motor, so crucial in this most competitive of classes. The CRF250R has had a powerful, high-revving DOHC motor since it had a ground-up remake in 2018. For the 2019 model, there was improvement to the bottom end power. The focus for the 2020 machine is torque and power in the low-to-mid range, and a boost in top end power, thanks to major work to the combustion chamber.
To get that power and torque to the back wheel, second gear ratio is now closer to third to reduce the natural drop in engine rpm when making an upshift. Clutch performance has also been improved, and there are changes to intake and exhaust efficiency, with a new cam and exhaust valve timing, plus engine mapping to achieve the overall goal of improved drive. Plus, a new exhaust, bigger air filter, different coatings inside the gearbox and the addition of a gear position sensor which allows the use of three specific ignition maps for first and second, third and fourth, and fifth gear.
The result is that peak power rises by 4%, maxing out at 12,000rpm while peak torque is up by 8%, arriving at 10,000rpm. While peak power now arrives 1,000rpm earlier, the rev limit is reduced by just 100rpm to 14,300rpm. So the CRF250R now has not only a strong bottom-end torque and top-end power but a much bigger and consistent hit right through the middle. Allied to its HRC-style electronic launch control offering three different start options to help you get the holeshot, it’s a vastly improved machine.
“The original twin-cam CRF250R revved to the moon but lacked low to mid torque and power on the top end. The 2020 bike is a long way from that model thanks to HRC head technology with cam profile and head valve upgrades as well as a new exhaust, and better intake air flow,”
“I found one of the most impressive modifications is the longer second gear. You no longer have to really work the gearbox. The power, drive and delivery are insane.”
“The 49mm Showa forks and rear shock has been revised to work in harmony with the new chassis. I noticed was how well balanced it is and how the bike allows you to move with ease, and the bike stayed planted coming into the turns.”
“I’d recommend the 2020 CRF250R as there is a great response from the motor, more than enough power for most riders and the balance makes you feel great. It’s a great all-round package anyone could get on and ride fast.”
Buildbase Honda CRF450R
When you start with such a great all-round package as the standard Honda CRF450R, the foundations are set for an incredible race bike. Small tweaks improve the machines, but the focus is to meet the very specific needs of the individual riders.
From suspension set-up to power delivery, gearing and ergonomics, the Buildbase team fine-tune their bikes to the precise demands of Tommy Searle and Jake Nicholls. It’s not about finding huge power gains or making massive changes to chassis and suspension, but giving the riders what they need. And after trying both Tommy and Jake’s bikes, we found they really are set up quite differently despite the seemingly similar spec.
Both machines use lots of aftermarket parts from team sponsors, such as X-Trig triple clamps, Akrapovic exhausts, Rekluse clutch plates, Talon carbon hubs laced to Excel rims, and factory B-kit Showa forks set up by Mark Eastwood Suspension. These forks use the same damping system as the standard Showa forks.
To tailor the bike’s power delivery, the team get into some in-house engineering and alter the crankshaft, compression ratio and ECU settings. It’s not to make more power, explains tuner Ryan Thorpe, but to make the power delivery as the rider wants it while retaining reliability.
“I have to say the hardest thing to get used to was Tommy’s large seat bump, which is to stop him sliding too far back when he gets on the gas! After a few laps and I actually liked it. This is a machine which is easy to ride and I felt my speed and confidence was upped instantly. I now know why the team gets the best from their riders because it felt so easy going fast. I didn’t get tired and I could place the bike anywhere with very little effort.”
Tommy’s bike is set up with a smooth, linear power delivery so it doesn’t wear you out. It’s faster than stock, but the power mirrors the standard power curve in the bottom and mid rage but has more top end.
“I found I could hold second gear longer or shift into third. The power felt light and free- revving with a lot of free roll, too. No nasty old-school engine braking into the turns.
The suspension gives the bike great balance and Tommy has a slightly different setting to Jake, but it’s not a lot different. The biggest thing I noticed was the front forks had more of a plush feel. Tommy wants a bike that’s smooth so he can be aggressive on it without him getting beaten. And the team have certainly delivered that.”
In contrast, Jake’s bike is set up with a much more aggressive power hit that only someone of truly incredible skills could handle.
“Jake is smoother than Tommy and circulates mainly in third gear, so his bike is different to compliment the way he rides. For me, I’m not able to carry the same speed or momentum as Jake so in some corners, I changed down to second gear. Then when you get back on the gas, I found the brutal hit of his motor a bit too much. You can really feel the raw power of the motor.”
“It’s manageable and once you settle in, get your timing adjusted and ride the bike correctly, you are making serious ground.”
“Both Tommy’s and Jake’s bikes are faster than stock. But both are very different in power delivery.”
Buildbase Honda CRF250R
Precise handling, great traction, plush suspension, light weight, powerful brakes and fantastic reliability are all key elements to a successful motocross bike. But when you are trying to win at the very highest level of 250 racing against some of the most highly tuned bikes, you also need lots of useable power.
With a great base bike to work with featuring more power and torque than ever before, the Buildbase team set about keeping the standard-style power delivery but amp everything else up to the max.
The Buildbase CRF250R engine has some in-house parts which the team even have a patent on. Crank, valves, ECU, piston, head and fuel injectors are just some of the modifications to turn the all-round CRF into a race winner at the highest level. With Akrapovic exhausts, Vortex ignitions tuned for the team and a Rekluse clutch, the bike like to rev and makes power until 14,800rpm.
The aim was to build a machine to compliment the original engine rather than chase high end numbers. Rather than change the characteristics, they’ve concentrated on the Honda’s strengths. The effort focus went on delivering a good midrange which extends into the top end with a good throttle response and equally good delivery. This is exactly what Steven Clarke wants.
“I didn’t even come close to the rev limiter while riding at all. I really liked the response and drive when exiting turns. The bike just didn’t run out of the power at all, which allows you to hold good corner speed. With the stock engine, you have to be on your A game in trickier spots on track. With the race bike, it just felt easier to nail tricky section because the power made it easier.”
“I dropped the motor into second gear and revved it hard to see if the bike felt unsettled or broke traction and it didn’t. But the best way to ride the bike is to flow around and let the motor pull third gear. The response helps because you can hit the throttle and it has an instant effect. It offers a sharp hit.”
And of course, the bike retains all the Honda traits of great balance and superb Showa suspension which makes it easy to push on around the track.
But the most unusual aspect of the bike is its control setup. “When I jumped onto Steven Clarke’s race weapon, the first thing I noticed is that the lad has some funky cockpit setup going on with bars and levers. This is due to previous injuries, so Clarkey has obviously found a comfortable setup which works on track for him,”
“But overall I rate the bike highly and Steven definitely has an awesome package to achieve his aim of being British champion.”
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