Honda Cre260

HONDA CRE260

THE ENDURO BIKE HONDA DEALERS DON’T SELL

CYCLE WORLD TEST

LEAVE IT TO THE ITALIANS. TIRED OF WAITING

Honda to build a two-stroke enduro

bike, they seized the initiative and used

Honda parts to come up with a model that

may well be the best bike in its class. The

CRE260 is a very sophisticated adaptation

of the CR250 motocrosser, built-along

with its 50, 80, 125, 250 and 500cc CRE

siblings-by Italian Honda importer Honda Moto S.p.A. as a serious mount for Honda-loving enduro competitors who would rather ride something other than an XR four-stroke.

The basis of the 260, as is the case with the entire CRE line, is a standard 1994 Honda CR. The motor gets a wideratio transmission, enduro-spec porting and an electrical system to power its lights. It also gets a different cylinder and forged piston, which add 4cc to displacement, making the CRE one very lightweight Open-class enduro bike. Suspension is recalibrated from its motocross settings. The frame is graced with an extra bolt-on rear fender loop with grab handle, and a centerstand is attached to the frame via

the lower shock-linkage mount. The CR numberplates are tossed in favor of Acerbis-made white sidepanels and a front headlight/numberplate combo; the rear fender is replaced with a taillight-equipped piece. Extra goodies include a plastic muffler to keep the noise down, and a quality graphics kit that helps protect the fuel tank. Handlebar-mounted switches round out the upgrades. All of this is done so well that the CRE could sit on a Honda dealer’s showroom floor and fit right in. The craftsmanship and finish of the bike’s add-ons are top-notch.

The bike feels much like a CR250. It ought to; that’s what it is. Pull out the kickstarter and give it a boot. A couple of smartly delivered kicks will bring the CRE to life, its exhaust note muffled to a deeper, less biting tone than that of its

motocross brother. The clutch still has a light, precise feeling, making it easy to find neutral. In gear with the gas cranked on, the engine builds revs a little more slowly than the MXer, mostly due to the extra weight and magnetic pull of the lighting generator.

Right off idle, the motor is a torquer, feeling just like you’d expect a CR with a heavy flywheel to feel. The biggest difference is crisp low-rpm throttle response where the motocrosser would bog, due at least in part to the CRE’s slightly reduced compression ratio-8.7:1, down from the CR’s 9:1. As revs climb past midrange, power falls off, but as the engine gets up into the top-end, it livens back up and pulls about as hard as the stock CR does.

When testers first experienced that powerband, they hated it, especially those accustomed to using midrange punch to lift the front wheel over obstacles. The powerdelivery curve can be traced back to the bike’s intended purpose, which is to be a lethal weapon on Europe’s grassy, slippery courses, where a heavy midrange hit will put you ass-over-teakettle. Once accustomed to the powerband, most riders, especially less aggressive ones, were happy letting the motor pull through the midrange and using either the low-end grunt or high-end power to aviate the front end.

First gear is not as low as expected, a surprise considering that the rear sprocket is three teeth smaller than the standard CR’s. Still, for all but the nastiest conditions, the CRE’s first-gear ratio will be low enough. Second through fourth are spaced perfectly for any situation we found, and fifth works well as a road gear, as long as the road isn’t a really fast one.

The CRE’s suspension is a real high point. The Showa fork and shock greatly benefit from the enduro-ized revalving, giving a ride that is surprisingly plush, but with great resistance to bottoming. The CRE doesn’t wallow or feel springy like most bikes that are this compliant. We found it could be raced in desert or woods, by fast or slow riders, pleasing them all. The bike knifes through tight turns with precise steering control, yet there is no trace of headshake at higher speeds. All this adds up to one of the most complete and well-rounded off-road packages we’ve seen. The CRE’s light weight and feel are bonuses to this excellent package. Compared to the Yamaha WR250, which weighs the same, the CRE feels as if it carries its 236-pound dry weight lower in the chassis.

As might be expected, the rest of the features shared with the CR are class-winning material. These include brakes, controls and general layout. The bike gets enduro bonus

points for items like the centerstand and grab handle. The lights-a necessity, as bikes must be nominally street-legal for enduro competition in Europe-are plenty bright for night riding if the need arises. The CRE even offers a horn and a helmet lock. The bike is not sold here as a street-legal machine, but in many states it probably could be licensed.

Even with all its positive points, the CRE is not completely wonderful. We did find a couple of elements that limit the bike. The first is its small, 2.3-gallon motocross fuel tank. We can only conclude that there must be lots of gas stations out in the Italian woods; you’ll be pushing if you expect more than 50 miles out of the tank. The other is the CRE’s non-O-ring chain, which shows signs of wear much faster than a proper O-ring chain would. Fortunately, the aftermarket offers easy fixes for both these complaints.

So how do you get a CRE? Not at your local Honda dealer. The bike is being imported directly from Italy by Colorado-based CRE Imports (510 Alter St., Broomfield, CO 80020; 303/465-2848), which offers the bike at a retail price of $5995 (a hundred bucks less gets you the 250class CRE).

Even at six grand, all things considered, the CRE260 is an excellent buy for serious enduro competitors, especially since it comes with a nicely rounded parts kit that includes gaskets, rings, a jetting kit, air cleaner, brake pads and spare brake lever. It would cost quite a bit more to buy a stock CR250 at its $4899 retail price and add even half the CRE’s features. Another plus is that under all those extra features, the CRE is a Honda, and mostly uses the same parts as the CR. The few special parts are stocked by CRE Imports.

Is the bike competitive? Former National Enduro Champion Kevin Hines traded in a factory Husqvama ride to race a CRE. So far, he’s won a couple of national enduros and consistently finishes in the top five on his slightly modified machine.

Whether you’re looking for a racer or a trailbike, the CRE likely will give you all the off-road motorcycle you can handle. □

HONDA

CRE260

$5995