Honda CBR 250R – Супербайк за начинаещи

Да, моделите са много мощни, много бързи и притежаването им или пък само появяването с тях, предизвикват заслужено уважение. Но не са за всеки. Тяхното управление изисква повече опит, концентрация и хладен ум. Не на последно място и повече средства – за придобиване, за поддържане,… за гориво. Накратко – не може хей така, направо от курса за книжка, директно да скочим при големите. Колкото и да ни се иска. А и по закон управляването на машини с обем над 350 куб. см става над определена възраст.
Какво да правим? Не се притеснявайте, има решение. До миналата година само Kawasaki предлагаха малката Ninja 250. Но щастливото им време свърши. През 2010 г. пазарна премиера направи и малкият спортист на Honda – CBR 250R. И вече е в България. Не само това, имахме възможност дори да го покараме.

Погледнат отдалече, моделът наподобява като дизайн последния бестселър VFR 1200. Само дето е почти 4 пъти по-евтин. Нашият екземпляр е оцветен в типичната за HRC – спортната дивизия на марката, комбинация от бяло, синьо и червено и за разлика от 125-кубиковото си братче, далеч повече прилича на истински спортен мотоциклет. Така е, защото разработването му не е доразвиване на нещо съществуващо в момента. Създаването на мотоциклета започва върху напълно чист, бял лист хартия, но е съобразено тясно с технологиите и традициите, прочули серията Fireblade по света. Просто мащабите са други. Както и поставените цели.

Да започнем от задвижващия агрегат. Новият двигател е стъпил върху едноцилиндровата схема. За да се получи максимумът от това, което е възможно при нея, инженерите не са пестили усилия. Модерните технологии са позволили изключително фина обработка на триещите се повърхности и така механичните загуби са сведени до минимум. Типичните за едноцилинрова машина вибрации са ограничени с допълнителен балансиращ вал, който е разположен максимално близо до коляновия. Така, освен компактност на конструкцията, е постигнато и по-голямо централизиране на масите. Мениджмънтът е поверен на доказаната фирмена схема с електронно управление на впръскването на горивото PGM-FI, а за оптималното изгаряне съществена роля играе газоразпределението с два разположени в главата разпределителни вала и 4-те клапана. Основната идея е фокусирана върху ефективността – по-нисък разход на гориво при добри динамични характеристики. Затова  съществена част от стойностите на мощността и въртящия момент са на разположение при по-ниски оборотни режими. Но да не прекаляваме.

Сега няколко думи за мотоциклета и поведението му на пътя.
Слави предвидливо е запалил машинката под стрехата на новия център на Honda на „Ботевградско шосе”. Времето е непредсказуемо – ту преросява, ту се усмихва малко слънце. Ние сме решили да се разходим до Копривщица – има по малко от всичко – дълги прави, хубави завои, изкачване, спускане. Качвам се и се учудвам от непривичната лекота, с която изправям CBR-а от стойката. Ами да, сещам се, че напълно зареден той не превишава 162 кг. Настройвам огледалата и включвам на първа. След второто натискане на съединителя. Явно още не сме достигнали оптималния работен режим и големият “часовник” в центъра на таблото отчита почти 2000 оборота. Долу, на цифровия дисплей, освен всичко друго, забелязвам и изминат пробег 160 км. Да, това е всичко от първото му палене преди седмица. Ще трябва да внимаваме, въпреки предварителната заводска разработка. Отпускам плавно съединителя и се включвам в наситения трафик към Богров. Последващото изреждане на предавките до 6-та е “неприлично” точно.

Ще отворя една скоба – личните ми габарити едва ли са най-подходящи за  този модел и както се вижда на снимките, съм скрил сериозна част от него, но това не ми попречи да се чувствам достатъчно комфортно. Позицията на тялото е значително по-изправена, отколкото при големия RR, стъпенките и ръкохватките са там, където трябва, единственото неудобство идва от видимостта на цифровия дисплей. След няколко експеримента установявам, че причината не е в него, а в поляризираните слънчеви очила, които съм “обякъл”. Прибирам ги в раницата и комфортът вече е пълен.

Прави ми впечатление, че при завъртане на дясната ръкохватка, крайното й положение се достига доста бързо.Особено на по-високите предавки. Че какво ли искам?! 25-те коня са напълно достатъчни да създават удоволствие, но в никакъв случай не могат да се сравняват с големите машини, където пълненето на оборотомера на втора минава 130 км/ч. Нали не това е целта при създаването на мотора? Иначе 120 км/ч с лекота се поддържат при около 7000 оборота. Дойде ли по-сериозен баир, собствената ми маса изисква по-често превключване на предавките, но за сметка на това, леката машинка се държи прекрасно в завой. Да не говорим колко лесно излиза от ляв и влиза в десен или обратно. Лекият наклон и дългата права на връщане преди Пирдоп са идеална предпоставка за вдигане на по-висока скорост, без пагубно претоварване на новия двигател. Завъртам за минута ръкохватката докрай и стрелката послушно достига 9000 оборота. Големите цифри на дисплея вече са образували числото 150. Напълно приемливо.
Малко преди София отново заваля. Този път сериозно. Въпреки малкия си размер, предпазното стъкло отвежда в страни въздушната струя. И повечето водни капки. След като пристигнахме, забелязах, че и ботушите ми са учудващо сухи. Значи общата обтекаемост е добра.

Какво още да кажа? Ами да, с 20 лева напълних резервоара до капачката. При разход около 3,5 л/100 км, с толкова гориво могат да се изминат почти 350 км – напълно достатъчни при по-дълги преходи. Поне в началото. Защото по-късно, когото младият собственик вече се е почувствал достатъчно надобрял, за да пуска коляно в завоите, разходът със сигурност ще се вдигне. Но както се казва в народния фолклор – „Кеф цена няма”.

Технически характеристики

Двигател
Едноцилиндров, четиритактов, с течно охлаждане, DOHC с четири клапата
Работен обем, куб. см – 249.4
Диаметър и ход на буталото, мм – 76×55
Степен на сгъстяване: 10.7: 1
Макс. мощност, к.с – 25 при 8500 об/мин.
Макс. Въртящ момент, Нм – 22.9  при 7000 об/мин.
Горивна система: eлектронно управление на впръскването PGM-FI, диаметър на дросела – 38 мм
Стартер: електрически

Трансмисия 
6 –степенна предавателна кутия, главно предаване – верига – “О” пръстени, многодисков съединител в маслена вана, управляван механично с жило

Рама

високоякостна стоманена, с двойни пръти

Окачване

Отпред – телескопична вилка с диаметър 37 мм и ход 130 мм, нерегулируемо
Отзад – Pro-Link с хидравличен амортсьор и ход 140 мм, 5 степени на регулиране за претоварване

Спирачки
Отпред – стоманен диск с диаметър 296 мм, с двубутални спирачни
Отзад – стоманен диск с диаметър 220 мм и еднобутален апарат.

Колела
Отпред – 17 M/CxMT2.75, гума 110/70-17M/C
Отзад – 17 M/CxMT4.00, гума 140/70-17M/C

Размери, мм
Дължина – 2030
Височина – 1127
Широчина – 709.5  
Междуосие – 1369
Височина на седалката – 784
Обем на резервоара, л – 13
Среден разход на гориво, л/100 км – 3,7  
Маса зареден, кг – 162
Цена, лв. с ДДС – 8 400

Автор: П. Петров
Снимки: Moto Club

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