Honda CRF230F - A look back

March 21, 2005 version

 Introduction   Modifications   Big Bore   DIY Notes   Carb Notes   A look back 

On this page, I look back at the previous 16 months of riding and servicing my CRF230F. Another section below, looks back on March 21, 2005.

A look back on April 4, 2004

I've had the 230F about 16 months, and it's time to assess how well the bike has held up for the last year.

I've ridden the 230F about 4,000 miles. I used 87 octane unleaded gas and got about 45 MPG and up to 50 MPG on easy rides. Before I installed the big-bore kit, the engine seemed to have about the same engine compression as new. During braking, the amount of slow-down contributed by engine compression seemed unchanged from new. Engine performance improved after I installed the BBR big-bore kit in early March, 2004. The kit increases the bore 1.5mm, giving a capacity of 233cc. This 10cc increase in capacity over stock doesn't seem like much, but the piston is also high compression, and the total effect is a noticable improvement in mid-range pull. The low-end and top-end performance seem about the same, but the mid-range pull is much better. I can pull gears longer uphill than on the stock engine. I switched to 91 octane fuel and installed a larger main jet after I installed the big-bore kit. For more information, see: Big Bore.

During spring, summer, and fall, I kept the 230F in my van, ready to ride. During the winter, I kept it in an attached garage no colder than 50 degrees. The battery has not been left in a cold environment and works as good as when new. When I push the starter button, the engine always turns over very quickly and starts quickly also, usually within 1-2 seconds. I bought a new CRF250X, and I plan to ride it often, so the 230F may spend more time in the garage.

 

The 250X Service Manual chapter on Battery/Charging System notes "The battery will self-discharge when the motorcycle is not in use. For this reason, charge the battery every 2 weeks to prevent sulfation from occuring." Because the 230F battery is the same as the 250X, I figured the same advice applied. I added pigtails with a covered connector to the battery terminals on both bikes to facilitate trickle charging with my Yuasa charger. On the 230F, the pigtail tucks in between the seat and battery compartment nicely.

I used Bel Ray filter oil on the stock Honda air filter, which I've cleaned and re-oiled three times. Why so few cleanings? There's not a lot of dust in the mountains where I ride.

I changed engine oil every 500 to 600 miles using Honda GN4 10W40. The oil came out black but did not have a burnt smell. I have never detected any oil usage when I checked oil level between oil changes. There was no oil blowing out the exhaust during initial warm-up periods.

 

I took the right side crankcase cover off and cleaned out the centrifugal filter rotor when I did the big-bore engine work in early March. There was a thin layer of gunk around the perimeter, which was easy to clean out. Based on what I saw, I will clean out the gunk once a year or every 4,000 miles, whichever comes first. I think changing the engine oil often and using the high quality GN4 contributed to the minimal deposit, so my planned clean-out seems reasonable.

The stock front Pirelli tire lasted about four months, then I replaced it and the stock tube with an IRC VE-35 3.00-21 6-ply-rated tire and an MSR Gold Medal heavy-duty tube. I replaced the first IRC with another IRC this week. I estimate the first IRC lasted 3,000 miles, which is not bad.

The stock rear Pirelli tire lasted five months, then I replaced it and the stock tube with a Cheng Shin C-755  4.10 -18 tire and an MSR Gold Medal heavy-duty tube. However, the 4.10 turned out to be much smaller than the stock 100/100 Pirelli, and I didn't like how it performed. I had hoped the 4.10 would be a low-profile wide tire, but it's not. So, I mounted an IRC iX05H 100/100-18 (with the MSR tube). The iX05H is almost the same size as the stock Pirelli, and it works great. I replaced the first IRC with another in September, 2003. The rear tire will need to be replaced again before my summer riding starts in 2004. I estimate I'm getting 1,400 miles out of each IRC rear tire.

I'm still using the initial front and rear MSR heavy duty tubes that I installed, and I've had no flats so far.

 

I replaced the stock front 13T sprocket with a 12T from Sprocket Specialists in the first month of riding; the rear sprocket is still stock. The chain is stock. There is no appreciable wear on the rear sprocket, but the front sprocket has started to hook; I'm replacing it with a new one. I can barely lift the chain from the rear sprocket at the mid point of the sprocket contact area, indicating very little chain stretching. I used Tri-Flow on the chain after every full day of riding.

I just replaced the stock front brake pads with EBC 185X pads. The rear brake shoes still have plenty of material left.

The stock Honda hand grips are in great shape. The clutch and brake levers and Motonation Wacker hand guards are all in great shape. The shifter and brake pedal are doing fine also. I haven't fallen while riding the 230F, so that helps.

The front forks are still working ok. This week I changed the oil to Pro Honda Suspension Fluid SS-8 (10W) to improve damping performance.

The stock rear shock is still working ok, but I'm looking for an after market shock that has compression and rebound damping controls and that won't break the bank on cost.

The spokes needed attention; a few were slightly loose every time I checked, about once a month.

All other parts on the bike are ok and functioning normally. The 230F has held up well considering how much I've asked of it. I don't abuse my bikes, but I do ride them aggressively. It's a keeper.


A look back on March 21, 2005

Well, almost a year has passed, and it's time for another look back, this time at the year just past. Not much has changed concerning the 230F maintenance and parts conditions. I'll review major areas as I did last year.

I've put another 3,000 miles on the 230F for a total of 7,000 miles since new. Because of the higher compression with the big bore kit, I used 91 octane unleaded gas and got about 44 MPG and up to 48 MPG on easy rides. This is down just a bit from the stock engine numbers of 45/50.

I checked the engine compression: 194 psi cold; 197 psi hot. Stock is supposed to be 188 psi hot.

I kept the 230F in my van or in a warm garage (50 degrees in the winter) and used the battery charger whenever it sat idle for more than a week. The battery continues to work fine, always starting the engine very quickly.

I used Bel Ray filter oil on the stock Honda air filter, which I've cleaned and re-oiled as necessary.

I changed engine oil every 500 miles using Honda GN4 10W40. The oil came out black but did not have a burnt smell. I have never detected any oil usage when I checked oil level between oil changes. There was no oil blowing out the exhaust during initial warm-up periods. At the last service, I switched to Honda GN4 20W50 for better protection on hot days.

 

I took the right side crankcase cover off and cleaned out the centrifugal filter rotor at the last service. There was a very thin layer of gunk around the perimeter, which was easy to clean out. Based on what I saw, I will stick with cleaning out the gunk once a year or every 4,000 miles, whichever comes first.

I'm still using the IRC VE-35 3.00-21 6-ply-rated tire on the front and replaced it in mid-winter.

I'm still using the IRC iX05H 100/100-18 tire on the rear and have replaced it twice, as I recall.

The 12T Sprocket Specialists front sprocket has been replaced once; the rear sprocket is still stock. The chain is stock. There is some wear on the rear sprocket. I can barely lift the chain from the rear sprocket at the mid point of the sprocket contact area, indicating very little chain stretching. I used Tri-Flow on the chain after every full day of riding.

The front brake pads and the rear brake shoes still have plenty of material left.

The stock Honda hand grips are in great shape. The clutch and brake levers and Motonation Wacker hand guards are all in great shape. The shifter and brake pedal are doing fine also. The clutch cable still pulls about the same; I may clean it out and put in some dri-lube before the riding starts in earnest.

The front forks are still working ok. I put a set of SealSavers on, and they work just fine (after I made a small mod).

The stock rear shock is still working ok, but I'm still looking for an after-market shock that has compression and rebound damping controls and that won't break the bank on cost.

The spokes needed attention; a few were slightly loose every time I checked, about once a month.

All other parts on the bike are ok and functioning normally. The 230F has held up well.

So why do I still ride the 230F when I have a 250X to ride? I enjoy riding very tight technical trails, and the 230F still has the edge over the 250X on that kind of trail. Now that the 250X is a 270X, it may be able to nudge the 230F aside, but I'm not counting on it. I'll just have to keep riding both bikes in their best performing environments.