Press Release - September 12, 1986, Honda NSR250R (MC16)

Honda releases the NSR250R, a super sports bike equipped with a water-cooled, two-stroke, V-twin engine. Honda Motor Co., Ltd. will release the Honda NSR250R on October 1st.

The new model is equipped with a newly designed water-cooled, two-stroke, 90-degree V-twin engine (total displacement 249 cm3 ) and utilizes the latest technology, including a uniaxial crankshaft that reduces friction and a computer-controlled variable exhaust valve mechanism, making it the lightest 2-stroke super sports bike in the 250cc class at just 125 kg (dry weight).

The NSR250R was developed by incorporating numerous advanced technologies acquired from the Honda NSR250, a racer that won the World GP250 Manufacturers' Championship two years in a row in 1985 and 1986. The engine features a lightweight, slim, and compact design, with a 90-degree V-cylinder constriction angle that theoretically eliminates primary vibration. This allows the engine to be mounted directly to the frame, resulting in excellent maneuverability. The crankshaft is also single-axis, making the engine lightweight and compact while reducing friction. Furthermore, the engine employs a crankcase reed valve system that significantly improves intake efficiency. This allows the carburetor to be positioned parallel to the rear of the engine, tilting it forward 20 degrees to achieve a low center of gravity. The exhaust system also employs Honda's original RC valve, which computer-controlled exhaust timing according to engine speed, resulting in powerful output characteristics from low to mid-speed to high speeds.

The chassis takes advantage of the slim engine width and even incorporates the engine itself as part of the frame. Combined with Honda's unique "eye-shaped" cross-section aluminum frame, it achieves light weight, high rigidity, and a low seat height (750mm). The full fairing and large rear cowl that encase the frame create an aerodynamic form that integrates the rider and bike, resulting in excellent aerodynamic characteristics.

The suspension, in keeping with the frame's high rigidity, features low-profile tires, aluminum wheels with S-shaped spokes and wide rims, and an aluminum swingarm (rear wheel). Furthermore, it is equipped with triple hydraulic disc brakes (floating double discs in the front and single discs in the rear) on the front and rear wheels, making it a super sports bike that incorporates a variety of cutting-edge technologies.

Sales plan (domestic, annual) | 15,000 units
National standard cash price | 559,000 yen
Prices for Hokkaido and Okinawa are 9,000 yen higher. Other prices exclude some remote islands.)

Other key features

Uses an NS cylinder and flush surface piston that reduce frictional resistance and have excellent wear resistance.

A computer-controlled oil pump mechanism is used, which significantly reduces oil consumption.

It uses an aluminum single-core radiator that provides high cooling efficiency.

Main specifications

Model MC16
Total length x width x height (m) 2.035×0.705×1.105
Wheelbase (m) 1.360
Minimum ground clearance (m) 0.135
Seat height (m) 0.750
Vehicle weight (dry weight) (kg) 141(125)
Heavy vehicle capacity (persons) 2
Fuel economy (km/L) 41.0 (50km/h steady state driving test value)
Engine model MC16E water-cooled 2-stroke, case-reed valve, 90-degree V-twin
Total displacement (cm 3 ) 249
Inner diameter x stroke (mm) 54.0×54.5
Compression ratio 6.2
Maximum power (PS/rpm) 45/9,500
Maximum torque (kg-m/rpm) 3.6/8,500
Starting method Kick type
Ignition method Contactless CDI
Lubricating oil capacity (L) 2.2
Fuel tank capacity (L) 16
Transmission type Constant mesh 6-speed return
tire size before 100/80-17 52H | rear 130/70-18 63H
Brake type before Hydraulic double disc | rear Hydraulic disc
Suspension method before Telescopic type (also used with cylindrical air spring) | rear Swing arm type (Prolink)
Frame type diamond

Honda's 2 stroke greatest hits

 "Honda will never build a two-stroke motorcycle" was Soichiro Honda's stance in the late 1960s. It was then somewhat ironic that when Honda finally decided to go down the 2 stroke path that not only did they excel with the technology, they actively continued to develop 2 stroke solutions after most of their rivals had given up.

Here are a selection of ground breaking and class leading 2 strokes that prove that Honda were in fact 2 stroke company and their love and passion for these bikes continues to this day,

1979 MB50

The MB50 or MB-5 was Honda's first two-stroke road sport bike. With typical Honda build quality the engine featured a geared balancer shaft to smooth vibrations, and in full power guise produced 7hp. The engines basic lay out lived on through all the MB/MT/MBX/MTX/ NSR/ CRM models and lasted for over 20 years. 

1983 NS500

In 500cc GP racing Honda had persevered longer than anyone with their NR500 4 stroke racer. in 1982 they switched to the 3V cylinder 2 stoke racer the NS500. The concept was simple, make the bike small and light and handle better even though it was down a little on power and in 1983 they were proved right in the hands of 'Fast' Freddie Spencer who became the 1983 World Champion. In 84 Honda switched to the V4 NSR500 which had an unusual configuration with the fuel in the belly pan, and with the subsequent weight change as fuel loads got lighter made the handling a little unpredictable. Freddie asked for his NS500 back for selective rounds which he subsequently won on. The NS500 lived on as a customer bike for privateers called the RS500. Honda has documented its restoration on their HRC social media pages. Here is the NS500 warming up at the Collection Hall in 2025

1984 - 2001 CR500

The Honda CR500 is a legendary open-class two-stroke motocross bike produced from 1984 to 2001, renowned as the "king" of big-bore dirt bikes. Known for its brutal power—roughly 60+ horsepower from an engine—and intimidating torque, it dominated racing in the 1980s and 90s before being phased out by lighter 250cc two-strokes and 450cc four-strokes. The CR500 won many races, championships and world championships with riders such as Dave Thorpe winning in 1985, 1986 and 1989.

1985 NS400R

The NS400R was a v3 400cc 2 stroke race replica built to celebrate the success of the NS500 which Freddie Spencer took to victory in 1983. The road going version stuck to the 400cc Japanese licencing limit rather than the full 500cc many riders of the time would have loved, however it is seen as one of the big three GP replica's of its time along with the Suzuki RG500 and Yamaha RD500. Today the NS400 is a hugely desirable motorcycle with values every creeping up. It was available in both the Rothmans blue and white and the 1984 HRC GP colour scheme.

1986-1996 NSR250

Rumor has it when Honda designed the original NSR250 NC16 they just dusted off the blue prints to Freddie Spencer's 1985 championship winning RS250RW. Weather that's true or not is debatable, but it helped cement the reputation that the NSR was a race bike for the road. The MC16 was a striking machine and a huge sales success, finally beating Yamaha, arguably the experts in 2 stroke technology. 

The NSR featured a 90 degree V twin, angled at 20 degrees for better COG, with the carburettors sat behind the rear piston feeding directly in to the crank case, exactly like the race bike. It also featured the new power valve system called the RC Valve, a design so neat and compact it was taken up by HRC for use in the race bikes. With an all new box section aluminium frame the bike cam in at just 125kg making it the lightest in class. The NSR was developed rapidly over the next few years resulting in the MC18, MC21 and MC28 models.

The NSR250R SP MC28 is the top-of-the-line model in the NSR250R series, featuring advanced, cutting-edge technology. It incorporates a PGM memory card system in the main switch section, the world's first mass-produced commercial motorcycle with a complex electronic function, resulting in intelligent engine control. It also comes standard with a dry multi-plate clutch, lightweight, high-quality magnesium front and rear wheels, and front and rear suspension with damping force adjustment (the front suspension uses a cartridge type).Like the 400, the NSR250 values have sky rocketed with the MC28 pro arm versions being the most desirable.

1995 EX-2

The Honda EXP-2 was an experimental, 400cc two-stroke off-road prototype motorcycle developed in 1995 to prove that two-stroke engines could be clean and efficient. Honda followed the path off small and light to gain performance like it had done previously with its road racing models. Key features included fuel injection and a unique automatic de-compression system (ARC) to improve efficiency and reduce emissions, competing in desert races like the Dakar. In the Dakar the EX-2 finished 5th overall and 1st in both the under 500cc and experimental classes. 

The EXP-2 demonstrated that "two-stroke" did not have to mean "dirty," offering a unique, experimental alternative to conventional engine designs of the mid-90s. The AR (Active Radicle) design did make production with the CRM250AR road bike. 

1996 CRM250AR

The Honda CRM250AR (1996–1999) is the final, most advanced iteration of Honda’s CRM250 two-stroke dual-sport series, known for "Active Radical" (AR) technology that optimized combustion for improved low-end torque and efficiency. It features a 249cc, liquid-cooled, 2-stroke single-cylinder engine producing ~40 BHP, a 6-speed gearbox, and upside-down forks, weighing around 127–130 kg

1984-2002 NSR500

The Honda NSR500 is considered the most dominant 500cc Grand Prix motorcycle in history, securing 10 riders' championships and over 130 race wins between 1984 and 2001. It is renowned as a "raw, violent" 2-stroke V4 machine which was hard to master.
In 1992 Honda pioneered the 'Big Bang' firing order which smoothed the power pulses making it a much easier bike to ride. By 1997 Doohan insisted on reverting back to the more powerful 'Screamer' engine which was much more challenging to ride, and again he mastered the bike and became champion again.

Champions include, Freddie Spencer (1985), Wayne Gardner (1987), Eddie Lawson (1989), Mick Doohan (1994, 95, 96, 97, 98), Alex Criville (1989) and Valentino Rossi (2001).
In 1996 Honda launched a V Twin NSR500 designed for privateers that took advantage of the rules stating twins could be lighter. Here is Honda firing up the 1985 bike recently.

Worthy mentions

1986 NS125F - the fist Japanese manufacture to move production to Italy, just when 125's exploded in popularity with the influential Italian Sport Production Championship. And with that cut-throat market updates were fast and furious with the R, R2, NSR125 JC20, SP and JC22 models. 

1984 NS250R - Honda's first V Twin 250 was never an official UK import but Honda UK brought some in for the TT races, and in the hands of Mat Oxley it won the 1985 250 Production TT.

1979 MT50 - made in parallel as an off road alternative to the MB50 road bike. The MT stayed in production for a staggering 21 years from 1979 to 2000. 

1987-89 NSR50/80 - These mini sized sports bikes, often referred to as 'Gag' bikes offer GP looks at a 3/4 size. Only available as a 'grey' import to the UK these machines are extremely collectable and massive fun to ride.

As you can see from this selection that in racing both on and off road, Honda dominated. Their road bikes were extremely high quality and bristled with high technology and features. And with the Active Radical bikes they pushed 2 stroke technology cleaner, faster and more efficient that ever before. So when somebody says Honda were never a 2 stroke company, I think yes, they were late to the party, but when they showed up they absolutely smoked all comers. 

All of the machines are on display and are in working condition at the Honda Collection Hall and are frequently run and ridden at multiple events including the Goodwood Festival of Speed in the UK, multiple Moto GP races and the Honda Racing 'Thanks' day.

1984 Honda CR-1 500cc Prototype

The Honda CR-1 is one of those bikes you’ve probably never even heard of—and neither did I until about a week ago when it popped up on a facebook group. It was never mass-produced, and there’s barely any info about it floating around online. That’s because the CR-1 wasn’t a regular production bike at all—it was an experimental prototype that Honda exhibited at the "MOVE" event held at the Honda Welcome Plaza Aoyama, Japan in August 1989. And it’s actually a pretty wild concept.

The idea at the time was to try out a road bike powered by the engine from the Honda CR500R, which Honda Racing Corporation had just started working with. Even though the bike was revealed in ’89, its development actually goes all the way back to 1984. So we’re talking about that early CR500 engine—a 491cc, two-stroke, air-cooled single-cylinder putting out around 60hp at the crank. Pretty crazy for a road bike.

The bike used a twin-spar aluminum frame that  looks very similar in design to the beam frame used on the 1986 NSR250 MC16 rather than square tubed design from Honda's first alloy production frame found on the 1985 NS400R. That’s an interesting clue, because it suggests Honda had already been experimenting with this design before putting it into production with the NSR. Which makes sense—nothing ends up on the production line without a lot of testing first.

The wheels look like a two-piece bolt-together design like the early 80's Comstars, but with a more modern 3 spoke look. The bike also featured Radial tyres which in 1984 were not commercially available.

In other observations the seat stretches up onto the tank, which echoes the GPZ250 styling of the time. Up front, it’s got a pretty standard-looking fork and while you can’t really see the rear shock we can assume its Honda's Pro Link set up. Braking-wise, there’s a single front disc with a conventional caliper, and a rear disc that’s mostly hidden behind the exhaust.

And… that’s pretty much where the trail goes cold. There’s no real info beyond that. It’s probably not a coincidence that Honda only showed it at a trade show—and even then, five years after it was developed. That pretty much tells you they never planned for it to become a production model. It was more of a behind-the-scenes experiment that they eventually decided to show off.

At first glance, it doesn’t really look like anything else in Honda’s lineup from that time—or even later. But if you look closely, you might spot a few similarities with the Honda Bros / Hawk, especially around the tank, frame, and seat area.

As for what happened to the CR-1? No one really knows. It might still be sitting in storage somewhere, maybe at the Honda Collection Hall… or, like a lot of prototypes, it may have quietly disappeared for good. Regardless the CR-1 shows that although they were late to the party with the 2 stoke engine, once onboard Honda saw huge value in it and wanted to explore options and even persevered with 2 stroke development when others gave up.