Honda Announces Release of 2005 CR125R and CR250R Motocross Racing Bikes

November 22, 2004, Japan


November 22, 2004-Honda Motor Co., Ltd. announced today that it will release new versions of the liquid-cooled, 2-stroke CR125R and CR250R motocross racing bikes, both with enhanced performance. The CR125R will go on sale on Monday, December 20, 2004 and the CR250R will make its debut on Monday, January 24, 2005.

The CR125R and CR250R models, custom built for motocross competition in Japan and around the world, make extensive use of technologies forged in the harsh crucible of racing.
The CR125R features a completely redesigned engine, with enhanced drivability and power output at all speeds, but especially in the mid to high end. Major improvements to the cooling system deliver increased stability and durability. The transmission has also been completely reworked right down to the shift fork shaft and shift forks to achieve greater operability. The lightweight suspension ensures nimble handling and a more comfortable ride.

The CR250R’s engine has been partially modified and refined for improved drivability and better power output characteristics in the low to mid speed ranges. The comprehensively redesigned the transmission delivers an improved shift feel. Improvements to the suspension include a different front fork axle offset and weight reduction, to achieve more nimble handling and enhanced stability.

Body color: CR125R Extreme Red
  CR250R Extreme Red


Annual sales target (Japan): CR125R and CR250R combined: 100 units
● Manufacturer’s suggested retail price : CR125R: ¥77,500
  CR125R: ¥577,500
(¥550,000 before consumption tax)
  CR250R: ¥682,500
(¥650,000 before consumption tax)
  • *Prices are for reference only.
  • *The CR125R and the CR250R are not intended for use on public roads or for general-purpose transportation.
  • *Neither model is eligible for registration or fitting with a vehicle number plate.

=2005 CR125R and CR250R Features=


  • Changes to the cylinder port shape and exhaust chamber specifications result in improved power output at all engine speeds.
  • The new RC valve has been changed from electrical to mechanical governor actuation for improved high-end output.
  • The number of petals on the intake reed valve has been increased from four to six and sub reeds employed for optimum valve operation characteristics. The positioning, connecting tubes, and other aspects of the air intake system have also been reworked for enhanced throttle response and linearity.
  • To handle the extra power, radiator capacity has been increased and coolant pathways completely rerouted to make the cooling system function more efficiently.


  • Changes to the chassis and suspension include the use of high-strength aluminum die cast materials for the rear wheel hub, along with an aluminum extrusion chain guide plate and other improvements to lower the unsprung weight for increased road-holding capability.



  • RC valve installation has been completely revamped for improved seal around the valve, improving low-end output characteristics and throttle response linearity while maintaining the high-end output that the RC valve is known for.
  • Cylinder port shape and port timing have been changed. The conventional two flat piston rings have also been exchanged for a single half keystone ring, for reduced reciprocating weight and lower friction. Changes to the shape of the piston head and combustion chamber provide enhanced low-end throttle response and output characteristics.
  • For the intake and exhaust system, a 6-petal valve is used in place of the previous 8-petal valve, and the surface area of the intake port optimized and sub reeds employed, to ensure optimum valve operating characteristics at all engine speeds. The crankcase features a redesigned intake port shape for improved low-end throttle response and linearity.
  • Crankcase rigidity has been increased around the crankshaft for improved throttle response at all engine speeds. The connecting rods have also been heat-treated and a special steel alloy used in the piston pins to handle the extra power, for added durability.
  • In the transmission, the surface of the shift fork shaft has been specially treated to achieve an outstanding shift feel.


  • The front fork axel offset has been changed to deliver more comfortable handling along with major improvements in cornering and control. Other improvements to the chassis and suspension include thinner swing-arm piping and a larger cross-member. High-strength aluminum die cast materials for the rear wheel hub, along with an aluminum extrusion chain guide plate and other improvements, lower the unsprung weight for increased road-holding capability.


Model Name   CR125R CR250R
Model Type   JE01 ME03
Overall Length
2.160 2.185
Overall Width
Overall Height
1.282 1.275
1.468 1.487
Ground Clearance
0.352 0.347
Seat Height
0.954 0.950
Dry Weight
87.5 96.4
Engine Type   JE01E
Water-cooled, 2-stroke, crankcase reed valve, single cylinder
Water-cooled, 2-stroke, crankcase reed valve, single cylinder
124.8 249.3
Bore x Stroke
54.0×54.5 66.4×72.0
Compression Ratio   8.6 9.0
Max. Power Output
31.3[42.6]/11,500 43.4[59.0]/8,000
Max. Torque
28.9[2.95]/10,000 51.0[5.20]/8,000
Carburetor Type   TMX05A
(main boreφ38mm)
(main boreφ38mm)
Starter   Primary kick
Ignition   CDI digital ignition with electronic advance
Fuel Tank Capacity
Clutch   Wet multiplate with coil springs
Transmission   Constant mesh, 5-speed return
Gear Ratios
2.308 1.800
1.867 1.470
1.529 1.210
1.294 1.000
1.130 0.869
3.150/4.000 3.000/3.769
Caster Angle
25°46´ 27°08´
102 111.7
Tire Size
80/100-21 51M
100/90-19 57M 110/90-19 62M
Hydraulic disc
Hydraulic disc
Telescopic (inverted)
Cushion stroke: 305mm
Telescopic (inverted)
Cushion stroke: 315mm
Swing arm (Pro-Link)
Axel travel: 320mm
Swing arm (Pro-Link)
Axel travel: 316mm
Frame Aluminum twin tube