In 2014, Honda’s 249cc MX power plant gained a redesigned cylinder head and inlet exhaust porting, with increased compression ratio of 13.5:1. At this point in development HRC’s engineers focused on the rider’s ability to easily adjust the engine to suit conditions and riding style, plus exhaust efficiency and throttle feel.
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Adding Honda’s EMSB to the mix has increased its usability further. This is a bonus for the club racer in particular; rather than set up during the week and hope for matching condition at the weekend (or take a laptop to the track), the rider just has to stop with the engine at idle and press and hold the button for just under a second to select the next map in sequence.
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A highly visible LED built into the lightweight button signals the map in use with a quick press and number of subsequent flashes. If a new map is selected the choice is also confirmed to the rider.
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Mode 1 uses the standard combination of ignition and fuelling maps to present a balanced power and torque delivery. Mode 2 is designed for use in slippery, muddy conditions and is all about throttle control, giving easy-to-manage feel that hunts out every last shred of traction. Mode 3 hits all-out hard with aggressive and responsive top-end power to drive through deep, soft sand. Mode 2 and 3 can be further tailored via the existing HRC mapping hardware and software.
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Improved throttle response throughout the rev-range with crisper top-end and sharper snap off the bottom and through the middle have been achieved through use of redesigned mufflers and internals.
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PGM-FI Dual Fuel Injection is fed by a CRF450R specification airbox married to a dedicated CRF250R air boot and features revised mapping to suit the free-breathing exhaust. It uses a lighter throttle return spring on the 46mm throttle body to reduce effort. In FIM form peak power of 28kW arrives @ 11,000rpm, with peak torque of 26.5Nm delivered @ 8,500rpm.