Электрический стартер с 17-дюймовыми передними и задними колесами, на которых могут устанавливаться уличные автошины, мотоцикла двойного назначения Хонда CRF230L делает его специально предназначенным для уличной езды.

Не очень выдающийся дизайн однако. Торчит свеча, топорный маятник, невыразительный передний брызговик, воздушка... Однако, 6 передач, 125кг сухой вес, и прожорливость 39 км на литр - возможно все не так и плохо :)
 

Спортивно-развлекательный внедорожный мотоцикл Honda CRF230F выпускаются для рынка США с 2002 года. Простой четырехтактный «воздушник» установлен в стальную трубчатую раму, раздвоенную в нижней части. Задняя подвеска — системы Pro-Link, с маятником из алюминиевого сплава, задний тормоз — барабанный. На CRF230F установлен электростартер.

Новейший мотоцикл с высокими динамическими и техническими характеристиками. Мотор средней степени форсирования обладает огромным запасом прочности, жёсткая рама для самых разных задач использования мотоцикла, облицовки выдерживают падения и скольжения без ущерба, подвеска мягкая и комфортная подходит как для скоростного подхвата так и для быстрого маневрирования. Цифровой дисплей
Габариты кузова (ДхШхВ), мм: 2130х850х1225 
Высота посадки, мм: 930 
Колесная база, мм: 1350 
Высота дорожного просвета (клиренс), мм: 340 
Двигатель 4х-тактный, возд.охлаждения 
Объем двигателя, куб.см: 230

Технические характеристики:

Основная информация
Модель:	Honda CRF230F
Год:	2009
Тип:	Эндуро / Внедорожный
Двигатель и привод
Рабочий объем:	223 см3
Тип:	Single cylinder
Тактов:	4
Компрессия:	9.0:1
Диаметр х Ход поршня:	65.5 x 66.2 мм (2.6 x 2.6 дюймов)
Топливная система:	Carburettor. 26mm piston-valve carburator
Клапанов:	2
Диаметр х Ход поршня:	65.5 x 66.2 мм (2.6 x 2.6 дюймов)
Контроль топлива:	SOHC
Зажигание:	CDI
Охлаждение:	Воздушное
Коробка передач:	6 скорости
Привод:	Цепь
Размеры
Дорожный просвет:	297 мм
Высота по седлу:	866 мм
Ходовая
Колесная база:	1374 мм
Угол наклона вилки:	27.3°
Трейл:	112 мм
Передний амортизатор:	37mm leading-axle Showa fork
Ход спереди:	241 мм
Задний амортизатор:	Pro-Link Showa single-shock with spring-preload adjustability
Ход сзади:	229 мм
Цвета:	Red
Прочее
Вместимость бензобака:	7.19 л.
Передняя покрышка:	80/21-21
Задняя покрышка:	100/18-18
Передний тормоз:	Single disc
Диаметр переднего тормоза:	240 мм
Задний тормоз:	Expanding brake (drum brake)
Комментарии:	Model ID: CRF230F

 

 

Honda CRF230F - Introduction

 

 Информация с сайта: http://www.rickramsey.net/CRF230F.htm

April 21, 2007 version

Introduction  4/21/07  Modifications  8/21/06  Big Bore  3/24/04  DIY Notes  1/22/04  Carb Notes  12/12/07  A look back  3/21/05       See the new       '08 CRF230L

 

Honda released the 2003 CRF230F in November, 2002. I bought one, and here's my story.

If you find any errors or would like to suggest changes, please let me know. My e-ddress is on my home page.    Click on small pictures to see bigger versions.

The 230F is similar in size to the older XR200R. The 230F seating position seems slightly roomier than the 200, and this may be due to the new flatter seat and narrow tank. The 230F seat is narrower than the old 200 seat, and there's no XR dip at the front. The foot pegs are wide and heavy-duty, unlike the 200's wimpy loops. The suspension is on the firm side, and neither forks nor shock has any external damping adjustment knobs or screws. The rear shock does have a pre-load adjuster. The shock is non-rebuildable. The fork caps are removable; there is a bolt head showing on the bottom of the fork sliders, so they look serviceable.

The 230F engine is actually 223cc, so it's not that much bigger than the 200 (195cc). The 230F engine seems stronger than the 200, but that may be due to its newness and my dim memory of the 200 performance. There is NO changeable oil filter. Instead, the 230F has an internal 'centrifugal filter' that spins oil contaminants out of the oil and collects them in an internal disk. You can clean this disk out when the side cover is removed. This design has been used by Honda since the 70s, and although it doesn't sound 'trick' or even well-engineered, it seems to work well. There is an oil strainer screen that comes out when you remove the oil drain plug, but it's not an oil filter. Note to the wise: change oil at the recommended 600 mile interval or sooner.

Almost forgot; there's a keyed ignition switch that controls the magic button. Yeah, it's an electric-start wonder. There's also a regular kill button to stop the engine.

The exhaust is very quiet with the stock baffle installed (rated 82 dba). With the baffle removed, it is unacceptably noisy for trail riding. The tranny is a 6-speed, and the 230F comes with a 520 o-ring chain. The rear wheel is an 18 incher, so tire choice is better than you had with the 200's 17-inch tire. The 18 incher seems to get better traction than I remember from the 17 incher. There is a brief skid plate that only covers part of the front downtubes and none of the bottom frame rails.

The 230F is not water-cooled. It's an older design, air-cooled, single-overhead cam engine. If you take off the seat, tank, and side covers, you'll discover the 230F looks a lot like the older 200 in frame design, engine layout and design, and suspension components. The 230F has a few updates: electric start, front disk brake, slick-looking silencer, and beefier foot pegs, shifter, and brake pedal. Otherwise, this is not a new-generation 450R-type bike.

Although the 230F engine looks similar to the XR200R engine, the parts fiche reveals that they have very few parts in common. Some seals, o-rings, and small bolts are the same, but all other parts have entirely different part numbers, which probably means the parts are not the same. The 230F (and 150F) engines may derive from an ancient ancestor to the XR200R, but there is no mistaking that the engines are different. The same goes for the frame. The 230F frame is more robust than the XR200R frame.

My old 200 always was a little sensitive over the rough stuff; it would bounce around fiercely and was unstable when pushed hard. The 230F seems to track much better. I know it's heavier, but the stronger frame and better suspension add stability. The front disk brake adds confidence as well.

And now for the weight (drum roll, please)   233 lbs
  ready to ride, no gas in the tank, one throttle cable was removed (the push cable).

This is curious because the service manual says it should weigh 237.2 lbs. I used a brand new bathroom scale from WalMart, so the number can't be that far off  ;-)

Cycle News has a review of the 150F and 230F on their web site. They said, "Overall, Honda has a couple of pretty neat bikes on its hands and is hoping that they'll be in your hands soon.   ... these two bikes are a blast to ride."

Dirt Bike magazine had an article in the December 02 issue describing the CRF150F and a few comments about the 230F. The 150F and 230F use the same frame, and the engine cases look very similar in the pictures. DB said the 150F and 230F are "of Brazilian descent". The model id tag on my 230F says: "Moto Honda da Amazonia Ltda. Made in Brazil", and there are no less than four yellow tags on the wiring harness that read "Sumidenso do Brasil". The Honda CRF230F service manual (from Helm Inc) is written in impeccable English - no Brazil references.

Dirt Bike magazine had an article in the January 03 issue describing the CRF230F in more detail and includes BBR frame info as well.

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2/18/2008
By Sequoyah Munroe

A helmet, scratched and chipped to hell, can be the best indicator of a great ride - but one that's crushed? The chinguard, virtually sheared off, serves as a token reminder of the fascinating time we had chasing ghosts through the Mojave Desert. We rode from California City, CA all the way to the living ghost town of Randsburg and back on Honda's newest on/off-road family member, the 2008 CRF230L.

For its intro of this one-of-a-kind dual-sport, Honda mapped out nearly 40 miles of whooped out desert trails, hot pavement and open dirt roads. Coming in, we were basically expecting a simple street-legal version of the CRF230F, which introduced our female tester and author to the sport several years ago. In a lot of respects, that basically is what the 230L amounts to, but there's more to it than a simple set of blinkers and a license plate. The L model (MSRP: $4499) is really in a class of its own, reviving the classic appeal of a versatile one-size-fits-all motorcycle.

We began our test by scavenging for course markers, but darting in and out of the unmarked single track nearby was irresistible, and totally worth discovering even if it meant getting somewhat lost. Thanks to MotoUSA Off-Road Editor, JC Hilderbrand's innate sense of direction, we had to be chased down and led back to the yellow brick road more than once.

This being our guest tester's first experience riding in the desert she couldn't pass up bombing through the endless intertwined tracks, weaving in and out of the notoriously dry shrubbery and weeds. Ant Hill served as a rocky, moguled-out playground, and the only noteworthy elevation change within reach (though how noteworthy can it be with a name like that?). Though hardly worth extending the aluminum swingarm or mounting a studded paddle tire, the series of small inclines and descents were only a few miles out of the gate, and gave us our first feel for the all-terrain aspects of the 230L. It was then that we started to be captivated by what this little firecracker has to offer. Its surprising agility and comfort makes off-road riding as beginner-friendly as we expected, but much more exciting.

Other than a shared bore and stroke (65.5mm x 66.2mm) the F and L models are pleasantly different. Like most off-road CRF machines, the bike starts up in a flash with one push of the button. The powerful electric starter easily churns the piston against a 9.0:1 compression ratio. There is no kickstart, though, so make sure you turn the key off when stopping for any length of time.

The L model, though friendly, still produces a little brawn when needed. The double valve, 223cc air-cooled engine makes favorable power for the target audience of beginners and low-key riders. A wide ratio six-speed gearbox allows for some extra thump through the trails, and smooth acceleration on the highway. Thanks to the larger 30mm CV carburetor, the powerband is wider than its 26mm piston valve-equipped 230F cousin, though overall power is far from the kind that gets away from you.

The amicable motor allowed us to comfortably hit speeds around 50mph on the dirt roads. The speedometer goes to 80mph, but kicking it into top gear and pinning the throttle for over two miles of tarmac only grazed the 70 mph mark. So, freeway speeds are out, but this camping steed was never intended to lane-split the 405. The bike taps out with ease and we never experienced exceptional vibration or headshake, even with the compact 52.8-inch wheelbase and 26.8-degree/4-inch rake and trail (compared to 27.3 deg/4.4 inches on the F model).

Naturally, when you're putting the throttle to the test, the next thing you'll encounter is finding how well this machine can stop when needed. The 230L relies on two powerful disc brakes, unlike the F model which uses a drum rear. A 240mm disc graces the front and a 220mm is bolted on the rear. The back binder felt a little mushy at first, but the sensation didn't last once we got some time on it. The front brake has a gradual bite that complements the rear for a strong, manageable halt on pavement and dirt. The aforementioned Ant Hill is a good example of terrain beginners might consider difficult braking circumstances, and the 230L held its own going down the steepest rocky paths. Part of its gripping capabilities is attributed to the Bridgestone Trail Wing tires. At first glance these tires don't look like they're going to control very much at all, but we were mildly astonished at how well they performed on rocks, uphill/downhill, pavement and even in moderate sand.

The 230L uses a semi-double cradle steel frame and Showa suspension. The Pro-Link rear shock offers 6.3 inches of travel and preload adjustability, which is plenty for highway use or moderate off-road. However, when aggressively attacking the dry California trails, it was a little springy when bottomed out. The front forks muster up nine inches of movement, and with the exception of a few instances where our testers took to the air, held up to normal riding without anything to complain about.

"The suspension really didn't surprise us a whole lot," says our 180-lb editor. "The bike is obviously not meant for anything more than a casual clip, so if you're going to push it then you'll pay. I blew through the stroke by simply picking up the pace, much less jumping, but both ends do a very respectable job of handling over-aggressive riding and they are sufficient for dinking around. I'd say the fork is a little better than the shock, but overall the package matches the rest of the bike to a T - the whole thing just works."

No big deal, because this Honda isn't made to be hitting triples or pounding whoops. Its nimble demeanor also makes it that much more desirable. For a dual-sport this thing feels like a feather, even to our 5'8" 115-pound lady tester. Despite Honda's claimed ready-to-ride figure, the CRF hides its 267 pounds extremely well. Another surprising aspect of this bike is how ergonomically wealthy it is. The seat height is only 31.9" allowing most riders to be able to plant their feet comfortably on the ground. Being able to touch is vital for beginning riders, especially females who rely even more on the lower body for physical strength. The low center of gravity gives a ton of confidence and makes cornering on pavement or dirt a cinch. A most perfect compliment to the low seat height is its tall steel bars. This 'comfort cocktail' makes it unbelievably easy to stand up while riding, and both our riders noted how little their butts hit the seat.

"Honda provided a XR650L as our photographer bike, and I unfortunately spent most of my day on it," says the 5'11" Hilde. "I know that stock XRs aren't super-comfortable for aggressive riding, but I was blown away by how much more comfortable, and fun, it was to rise up and rip it with that little 230. I didn't want to give it back!"

The only thing that could make the cocktail a little stronger would be to beef up the footpegs which are a bit narrow and puny for our tastes. Speaking of pegs, this little dual-sporter comes with rear pegs for a passenger, yet they fold out of the way to maintain the sleek, compact feel and look of the 230L. Pillion riders will also appreciate the discreet hand strap on the back of the seat, allowing for a more secure ride.

Spending a day in the desert on the 230L's capable wheels was a blast. We'd have liked more time to see if the little commuter continues to impress, but as we unstrapped our helmets and set them aside at the end of the day we couldn't help but think it would. The 230L crushed our expectations, much in the same way as our tester's unsuspecting helmet was trampled by a passing truck - an unfortunate loss softened by the grins on our faces and the fact that her head wasn't still in it.

The best thing about this bike is its ability to birth people into riding and opening up possibilities to the whole family. When Honda produced its first dual-sport over thirty five years ago it was geared towards a market of mostly men, not to mention the materials used back then produced motorcycles that were heavy as cows, another unfavorable feature for women. Now we live in a millennium where women are as free and willing as men are, the time is ripe for bikes like the CRF230L. It's a true ambassador for the dual-sport breed bringing street lovers to dirt, dust lovers to street, and easily introducing the wife or girlfriend to the freedom of twisting a throttle. Both of our testers mention that the CRF230L is nearly perfect for any woman looking to get her own motorcycle. But it's not only a wife's bike, and for even experienced riders with the right mindset, the 230L fosters the essence of motorcycling in general - to discover and explore, not only the outside world but ourselves in the process.

С сайта: http://www.motorcycle-usa.com/Article_Page.aspx?ArticleID=5943&Page=1

CRF230L
 

ДВИГАТЕЛЬ
Число цилиндров	1
Объем	223 см3
Число тактов	4
Система питания	Карбюратор
Система распределения	SOHC
Система охлаждения	Воздушная
Диаметр цилиндра / Ход поршня	65.5 x 66.2 мм
Компрессия	9.0:1
ТРАНСМИССИЯ
Число передач	6
Тип привода	Цепь
ХОДОВАЯ ЧАСТЬ
Передние тормоза	Однодисковые
Задние тормоза	Однодисковые
Диаметр переднего тормоза	240 мм
Диаметр заднего тормоза	220 мм
Ход передней подвески	229
Ход задней подвески	160
РАЗМЕРЫ И МАССА
Размер переднего колеса	80/21-21
Размер заднего колеса	120/80-18
Высота по седлу	810 мм
Колесная база	1340 мм
Клиренс	241 мм
Trail	103 мм
ДИНАМИКА И ЭКОНОМИЧНОСТЬ
Объем бензобака	8.7 л

 

2008 Honda CRF230L Review

 

On paved roads or dirt roads, the all-new CRF230L is ready to handle all kinds of transportation needs. With its compact size, lower seat height, 223cc single cylinder engine and a six speed transmission, it’s as peppy as it is frugal. Whether it’s on the campus, on the RV or on the commute, the CRF230L will provide reliable transportation for years to come.
 

Honda Dual-Sport Timeline A concise compendium of Honda dual-purpose motorcycles 1972 1972 - Honda introduces a new era of modern four-stroke single-cylinder machines with the XL250K0. The engine is a 248cc, OHC four-valve single with a five-speed gearbox. 1974 1974 - Going one step bigger, Honda next introduces the XL350K0, a 348cc OHC four-valve single with a five-speed gearbox. The very next year, the XL350 earns the SCORE Desert Series championship as well as overall victories in the Baja 500 and Baja 1000.   1978   1978 - A new engine for the XL250 displaces 249cc. Although still a singlecylinder machine, it now features dual head pipes along with a five-speed gearbox. The quarter-liter XL gains a six-speed gearbox in 1982 as the XL250S.   1979   1979 - The XL500S is introduced, a 498cc OHC fourvalve single with dual counterbalancers, a carburetor with an accelerator pump, an automatic compression release and a five-speed gearbox. 1982 - Pro-Link rear suspension is introduced on the XL250R, which remains a 249cc, OHC, four-valve single with two exhaust pipes and a six-speed gearbox. The XL500R also gets a Pro-Link rear suspension.   1983   1983 - It’s a new era, a new engine and a new name for the biggest XL, which grows to become an air-cooled 589cc single as the XL600R, with an OHC Radial Four-Valve Combustion Chamber (RFVC) head, two carburetors and two head pipes, a five-speed gearbox and a Pro-Link rear suspension.   1984 - The XL350R   1984 - Honda introduces the XL350R, a 339cc OHC single with an RFVC head, two carburetors, two head pipes, a sixspeed gearbox and a Pro-Link rear suspension.   1984 - The XL250R   1984 - The XL250R gains an RFVC head and two carburetors while remaining an OHC, 249cc single with a six-speed gearbox.   1991   1991 - Now designated as the XR250L, this street-going XR is essentially a street-legal XR250R.   1993   1993 - The XR650L debuts with a 644cc SOHC RFVC engine with dry sump, electric starter, five speeds and XR600R-spec suspension components.   2008 CRF230L   2008 - A new name for a new machine in a new millennium: The CRF230L brings a newmember to the Honda dual-sport clan.   SPECIFICATIONS Engine and Transmission Displacement: 223cc Type: air-cooled single-cylinder four-stroke Bore x Stroke: 65.5mm x 66.2mm Compression Ratio: 9.0:1 Valve Train: SOHC; two-valve Induction: Carburetor 30mm CV Ignition: CD Transmission: Six-speed Final Drive: #520 O-ring-sealed chain;   Chassis and Dimensions Front Suspension: 37mm leading-axle Showa fork; 9 inches of travel Rear Suspension: Pro-Link Showa single shock with spring preload adjustability; 6.3 of inches travel Front Brake: Single 240mm disc Rear Brake: 220mm disc Front Tire: 2.27-21 Rear Tire: 120/80-18 Wheelbase: 52.75 inches Rake (Caster Angle): 26.83” Trail: 103mm (4.0 inches) Seat Height: 31.9 inches Ground Clearance: 9.5 inches Fuel Capacity: 2.3 gallons, including 0.7 gallon reserve Curb Weight: 267 pounds   Other Color: Red Features Engine/Drivetrain -Dependable 223cc single-cylinder air-cooled four-stroke engine offers plenty of user-friendly power and lots of torque spread over a wide rpm-range.  30mm CV carburetor for crisp throttle response.  Electric start for easy starting.  Lightweight aluminum crankcase.  Maintenance-free CD ignition.  Heavy-duty clutch offers smooth, progressive engagement.  Smooth-shifting, versatile six-speed transmission.  Heavy-duty O-ring-sealed chain for durability and reduced maintenance.   Chassis/Suspension -Box-section aluminum swingarm.  Lightweight semi-double-cradle high-tensile steel frame.  37mm leading-axle Showa front fork offers 9.0 inches of suspension travel.  Fork boots keep dirt and moisture away from fork seals.  Heavy-duty Showa rear shock offers 6.3 inches of travel.  Snail-type chain adjusters for easy maintenance.  Powerful 240mm front disc brake, and 220mm rear disc brake.  Strong, lightweight rims with straight-pull spokes.   Additional features -CRF-R-inspired bodywork and graphics.  Motocross-style seat is low and comfortable, and allows maximum rider movement.  Durable front and rear steel sprockets.  High-quality handlebar with comfortable grips.  Wide cleated, folding, self-cleaning footpegs and brake pedal for secure footing.  Quiet, USDA-qualified spark arrester/muffler.  Maintenance-free sealed battery.  Ignition switch key for added security.  Transferable one-year limited warranty; extended coverage available with a Honda Protection Plan.  Purchase of a new, previous unregistered Honda USA-certified unit by and individual retail user in the United States qualifies the owner for a one-year complimentary membership in the Honda Rider’s club of America.   Available Accessories -Rear Rack  Hand Guard kit