Racer X Canada Tested: 2007 Honda CRF150R
NOVEMBER 28, 2006


The usual suspect: Richard Grey

 

 

The weapon: 2007 Honda CRF150R 

By Danny Brault

Racer X Canada found its way onto the all-new 2007 Honda CRF150R and we must admit—this bike is really cool! It’s amazing how far this four-stroke technology is evolving. I can remember when I bought my 2001 Yamaha YZ250F, the first ever competitive four-stroke for the 125 class, and all of my friends thought I was crazy. They didn’t believe it was possible to build a four-stroke that could keep up with the current 125 two-strokes. Then they rode it and now they’re a believer.

Sorry. I should backtrack here a little. I said that it’s amazing how far four-strokes are evolving, but I/ we shouldn’t be so surprised. With the success of the bigger bore four-strokes, engineers simply take what’s working and scale it down to create mini-thumpers.
Although the 150R shares a lot of similarities with its big brothers, the CRF250R and CRF450R, Honda says the little thumper was developed new from the ground up. 
 

 

 

Features

The CRF150R features a 149.8 cc liquid-cooled, four-valve Unicam engine that revs up to 14,300 RPM (the 250R only revs to 13,300 RPM), a short-skirted piston, trick aluminum swingarm, an automatic decompression system, five-speed transmission (the CR85R is six-speed), and it uses the same ignition as the CRF250R.

There is one major difference to the 150R’s engine compared to its brothers: it uses two separate low-friction roller rocker arms instead of a single “Y” shaped arm. The reason for this is to make it easier to change valve-lash shims when adjusting valves and to centrally locate the sparkplug for a more compact cylinder head layout.

The CRF150R also features fully-adjustable Showa suspension, Nikasil cylinder, and an FCR-type carburetor. And unlike any other mini-bike, the CRF150R uses two radiators instead of one because of its higher engine displacement (and heat generation). 

As with the CR85R, the 150R is offered in the big wheel package for taller riders. While it shares the above features, the CRF150RB (big wheel) does have significant differences: the front fork spring rate is 0.34 kg on the R, and 0.36 kg on the RB; the rear shock's spring rate is 5.0 kg on the R and 5.2 kg on the RB; the fork itself is different (tube and pipe); the front and rear wheels are larger (spokes, hub, tire, tube, flap); the rear brake hose is longer on the RB; the R comes with a 50-tooth rear sprocket and the RB has a 56-tooth sprocket; the drive chain is longer on the RB and obviously, the swingarm is longer on the big wheeled model.

The CRF150R features Honda's four-valve Unicam engine. 

 

The Great Debate

Obviously, with the CRF150R being the first competitive four-stroke for the small wheeled classes, there has been a lot of hype and controversy. Just like the YZ400F’s introduction back in ’98 and the YZ250F’s birth in ’01, the Honda CRF150R is something new, something different and surprisingly, it’s not blue. After releasing the above motorcycles, many would have guessed that Yamaha would bring out the first four-stroke intended for the 85cc class, but Honda beat them to the punch. (Although, we’re sure every manufacturer has plans to release one in the near future.)

When the YZ400F and 250F hit the showroom floors, there was also plenty of talk about whether the bikes should be legal in the current 125 and 250 classes that were still full of screaming two-strokes. However, they met the AMA and FIM’s rules and little could be done to prevent the blue machines from lining up at the starting gates. Unfortunately, the CRF150R is experiencing slightly more controversy than the bigger thumpers. The problem arises from two things: inconsistencies between the AMA and FIM rulebook, and safety.

While the FIM allows 150cc four-stroke to compete against 85cc two-strokes, the AMA rulebook states that only 75cc to 125cc four-stroke may compete in the 85cc class. The AMA listened to Honda’s argument about allowing the CRF150R to be eligible for the 85cc class and they made a compromise: the AMA would allow the bike to race in Supermini (12 to 15) against 105cc two-strokes, the Schoolboy (12 to 15) class against full size 125cc two strokes, and the Women’s classes.

In Canada, the CMRC along with the big five manufacturers (Honda, Yamaha, Suzuki, Kawasaki, and KTM) has also made changes to their rulebook to allow the CRF150R a spot on the starting gate: the maximum displacement for four-strokes has been bumped up to 150cc, they are legal to compete in the 85cc 12 to 16 and Supermini classes, but the rider must be at least 12-years-old for the Supermini class.

The age requirement was mainly put in place to give younger riders a chance to develop their skills and size before moving to the 150 four-strokes. With the added power, torque, weight and confidence inspiring, easy to use four-stroke power, smaller riders may struggle to adapt from a 65cc two-stroke to the 150.

So, for our CRF150R test, we found the quickest 12-year-old in Canada to take us through the all-new red rocket: current 65cc and 85cc 7 to 11 CMRC Canadian National champ, Richard Grey.

After unloading the bike at our test track, we kicked the CRF150R over, let it warm up and started laughing. It sounded just like a 250F! Just like the bigger four-strokes, the CRF150R has a deep, throaty growl that simply sounds powerful. Honda cites the 150R as “The new power in motocross racing,” and we’re sure that will ring true very shortly when the 2007 season begins.
 

Grey on the CRF150R. 

 

Track Tested

After warming up on his two-stroke, Grey got the levers and handlebars set-up to his preference on the CRF150R (we tested the standard CRF150R, not the big wheel version) and hit the track for his first four-stroke impression. Grey’s smooth, fluent style allowed him to adapt to the Honda quickly, and it wasn’t long before he was ripping around at a race speed.

“It’s so smooth; I never used the clutch once!” stated Grey after his first session. “If someone didn’t tell me it was a 150, I would have thought it was a 250F.”

We quizzed him again after a few more rides, and Grey’s opinion didn’t change. “You don’t have to use the clutch,” he answered on the advantages of the four-stroke. “That’s the advantage to the four-stroke. In the corners, when you get into some deep stuff, you don’t have to clutch it; the bike will just pull through by itself. Coming into corners, you have to use it or else you’ll stall it.”

Even though the CRF150R weighs 15 pounds more than the CR85R, Grey didn’t seem notice the extra baggage. “I didn’t notice the weight that much. When I hit a few of the jumps out there, the bike seemed to want to go forward on me a little bit, but that’s it.”

While Grey enjoyed the new CRF150R and found it easy to adapt to, he does agree with the CMRC ruling to allow only riders over 12 to race the four-stroke. “It’s because the 150 is more like a big bike,” says Grey. “It would take more experience, I think, to get used to it. Kids should ride an 85 or wait until they’re bigger before riding it."

 

Despite weighing 15 pounds more than the CR85R, Grey didn't notice much difference on the ground or in the air. 


 

 
After watching Grey rip around on the red rocket, and hearing his comments, I had try out the new 150R. Weighing in at a ripped 145 pounds and with my towering 5’7” stature, I fit the bike okay after moving the handlebars forward. It took me a few laps to become comfortable on the CRF (well, as comfortable as one can get on a bike that's too small) but it didn’t take long before I was clearing a few of the longer tabletops and step downs and I was really impressed with the motor. Like little Richard had said, this bike doesn’t require much clutch work. I was able to pull through the rutted corners in second gear and the motor never bogged or sputtered and, just like the bigger four-strokes, it allows you to shift from gear to gear without hesitation.
 
It will be interesting to see how many riders come to line on the new CRF150R and how they will fare against the two-strokes. Even though the stock 150R only puts out only one half horsepower more than the CR85R, in a feature story on the revolutionary mini-cycle in the January issue of RXI (Little Red Rocket), Jeff Peinhardt from PR2 Racing says the bike is capable of achieving over 30 horsepower—that’s comparable to a stock 250F!

 Click here  to learn more on the 2007 Honda CRF150R and the CRF150RB (big wheel).