大家好，今天来为大家解答本田VT250F这个问题的一些问题点，包括本田VT250F也一样很多人还不知道，因此呢，今天就来为大家分析分析，现在让我们一起来看看吧！如果解决了您的问题，还望您关注下本站哦，谢谢~
追风老少年和CBR的故事——献给60后、70后车迷（下）
我有一个梦，梦中有一辆大大的公路赛。我骑着这辆车走过田野和城市，自由自在……这是笔者少年时的梦，也是许多同龄人的梦。仿佛只是转瞬间，追风的少年已褪去青涩背负起了生活的重担，那追风的梦也在记忆中渐行渐远。但是，车迷最初的梦想就像情窦初开时的初恋，注定要铭记终生。而时隔多年与梦想之车的相遇，则像与已是青丝变白发的初恋对象的邂逅，百感交集……
前文阅读：追风老少年和CBR的故事——献给60后、70后车迷（上）
穿越时空的相见
2019年7月7日上午，笔者与本地老车迷李家祥驱车赶往城东40千米外的老耿家。我们此行的目的是看车，看那辆MC19。在出发的前一晚，笔者联系上了王青，邀他一同前往。遗憾的是，现在正是王青所在的皖北西瓜产区的繁忙季，种了好几亩西瓜的他实在是分身乏术，在通话中让笔者多拍些照片给他看……
一眼就看到了停在店堂里的MC19。在一大片造型炫酷的合资、国产新车中，这款已有30多年的老车仍是那么醒目。也顾不上和老耿多聊，直奔主题，推车出门，细细打量。这辆车产于1988年，是现在已经不存在的春兰车厂的“研发车”。当年，江苏泰州春兰厂瞄上了本田，买了本田原装的CB125T、CM125、Shadow 400、VTZ250、CBR250R等车进行研究，并成功仿制出了风靡国内摩市的“春兰虎”、“春兰豹”。在春兰厂倒闭之后，那些“研发车”堆积在库房中许多年，直到被老耿发现……
面对初恋情人，笔者的心里真是百感交集。CBR250系列，上世纪80年代末至90年代初，四冲程小排量跑车中的佼佼者，无数追风少年的“心头好”。从1986年4月的首款CBR250Four（MC14）到1994年6月的最后一款CBR250RR（MC22），这个车系让大量年轻人成为铁杆车迷，更为本田圈粉无数。
MC19是CBR250车系第二款后缀“R”（第一款是1987年推出的MC17）的车款，从1988 年5月面市到1989年更新配色，这款车不到两年就卖出了近5万辆（是CBR车系销量最高的一款），并在进入90年代之后大量流入中国二手车市场。笔者正是从那时起开始迷恋上此车的。当然，还有老耿，还有王青，还有无数热血少年……
这是一次跨世纪的重逢，面对几乎保持原貌的少年时的“心头好”，还有3年多就50岁的笔者一时竟激动得说不出话来。气派的双大灯，薄薄的高低座，低沉的车把，醒目的贴花，干净利落的车身……这一切，曾无数次出现在梦中。如果，当年笔者也能拥有一辆这么新、这么完整的MC19，一定是那条矿区小街上最幸福的少年……
够单纯，才幸福
这辆MC19在来时仍保持未发动状态，小排量、多气门四缸发动机的仿制难度让当时的春兰厂放弃了对此车的“研发”计划，该车很幸运地逃过了被拆解的噩运得以完整保存。老耿说，此车在这些年中移过库，还雨打风吹露天存放过，外表的伤痕就是这个过程中留下的。另外，这车的仪表曾被去春兰厂淘宝的某浙江同行拆走了，他在追根溯源后奇迹般地找回。
因业务繁忙（除了摩托车生意还要经营大型冷库），老耿在最近才为这辆MC19配上电瓶并加上了此车诞生以来的第一箱汽油。“一触即发！”老耿说：“我连化油器都没洗，接上电就发动着了……”这辆放了31年的车，证明了本田到底有多牛。在我们手里，此车仍是一触即发。缸径和行程分别为48.5 mm 和33.8 mm的249mL水冷四冲程直列四汽缸发动机保持着绵密而均匀的呼吸节奏，精密的配气驱动机构让转速上升迅速且杂音极小，这台16气门的小排量四缸发动机有着诱人的歌喉，油门反复之间令人如醉如痴……
平心而论，对骑惯了低扭车和大排量车的车手来说，乍一摸CBR250R会很不适应，因为你从起步开始就要让发动机保持高转速，否则就会感受“冲顿”甚至熄火的尴尬。小排量四缸发动机特有的低扭薄弱劣势使其特别依赖转速，降低了整车的实用性和耐久性，这也是此类车型最终退出摩坛的主要原因。所以，尽管最后一代CBR250（MC22）采用了全新的 LCG铝合金双翼梁式车架、左右不对称式设计后摇臂，双盘前制动系统等高端配置还不断更新喷涂方案，仍难以遏制不断下滑的销量并在1994年后停产。此车系销量最大的当红车款只有两款——MC14和这款MC19。
当然，对笔者来说，CBR250是否好骑实在是不重要了，重要的是还能与它相遇。这款MC19承载着笔者少年时的梦想，一个追风少年的梦想。以前有多想它，现在见到它就有多激动。这种掺着心酸的满足感，实在是难以言表……
现在的年轻人，不太容易再专一而持久地钟情于某一款车了，原因嘛，很简单——车款更新换代快，可挑选的车型太多，经济条件越来越好。仅从物质层面来看，现在的年轻车迷比笔者那个年代的车迷幸福太多，但烦恼好像也多了。选择困难症只是一方面，主要还是所处的圈子太过嘈杂、欲望太多元化了……
所以，笔者并不羡慕现在的年轻车迷，只怀念从前那个贫穷又单纯的追风少年。
#摩托车减震油封# #油封型号#不断更新中
25x35x9适用车型：
嘉陵70
建设50 大阳90
JS60 NF55,DY90
26x37x10.5
大阳 100
嘉陵90-3 捷达90
27x37x9.5适用车型：
CG125
幸福 125B
大阳 90A
捷达 100B 黄河 100
长虹
90K90A
27x39x10.5适用车型：
AX100
K90 XF125A DX100 QJ100 TR125
A100
JD100A
A-100
30x40x7.5适用车型：
天津本田90
30x40.5x10.5适用车型：
铃木王125 华日100 雅西100
钱江125
劲豹150
建设150
30x42x10.5适用车型：
南方125
南雅125 洪都125 天本90 进口 K100
31x43x10.5适用车型：
CL125
WY125
QM100
CB125T
FXD125
JH125 RS125
GL145
32x43x10.5适用车型：
重庆望江250-B 望江太子125
32x44x10.5适用车型：
GN125 CBX125 TZR125 FXD 太子125
33x45x8.5适用车型：
XV125/XV250/YZ80/RD250/KX65/
33x45x11适用车型：
望江250 SR150
QM125 ZY125
33x46x11适用车型：
南方 125-4 珠峰王 50
鹿城 150 CTO125 CN125 GN250
SY125 CA250
35x47x10适用车型：
NSR125
35x48x11
CBR250
单灯 VT250 DT125/RD350/ XS400/ GS500/ GT550/
GR650/GS750/GPZ500
GSX750/GT750/KX80/CR80/MTX125/XL250/XR250/XL350
CBX400F/VF400/CB450/CB500F/XL500S/CB650/CB900/CBX1000
36x48x11适用车型：
建设 750 FZR250/ XT350/ YZ125 /YZ85/ TT500/ XJ650/ XJ750/
XV535/XJ600/DR500/XS750/
KX85/Z400J/Z550GT/Z650/Z750/XS750/
KX85/Z400J/Z550GT/Z650/ Z750/ DR400/ GSX400FWS/ SP400/
KX80-85
36x49x11适用车型：
FZR400
37x49x8.5适用车型：
ZZR250 VFR400
37x49x9适用车型：
VFR24TRI/XV1000/XJR1100/XS1100/GPZ600R 85-86/ZL600/
GPZ1100.83-84/GS500E 94/GSX550.84/GS1000
37x49x11适用车型：
VTR400 马格纳
37x50x10.5适用车型：
豪爵GZ125HS轻骑 QS150-B
37x50x11适用车型：
CBR250RR
双灯 VTZ250 AX-1/ CBR250/ CR80 -85/
XR250/XL350/XL400/CX500//FT500/XL500/FT500 /XL500/CB650SC/VS750GL/
VF750/VFR750F86-87/CB900/EN500.94-95/
GPZ50S 94-03/GSX750.83-86 L/XN85/
38x50x11适用车型：
GSX250 FZR400/FZR250RR/FZR600-93/XJ600-98/XV750/XV1100/
XT550/
LS650/FZR600-93/XV750/XV1100/GPX600R-89/GPX750R/
Z1000-84/KX80-92-97
38x50x10.5适用车型：
雪雕 250
39x51x11适用车型：
NV400
39x52x11适用车型：
FZR250
TZR250 XL650/CBX600/XL600R/CBX750-84-86/VF750F/
CB900.82-83
／CBX1000.81-82/CB1100F R82-83/X 11.01-03/RG125.92-93/
VS600GL-5/VS800GL
39x51x8.5适用车型：
铁马 400/VT600/
41x53x11适用车型：
CBR400
NSR250 CB400
41x54x11适用车型：
23期：29期CBR:CB400:XJR400(藏獒3代）嘉纳仕TGR250/XTR250
（金色或镀锌杆芯／CB-1
CB400/ CBR400/ ZXR250/
BMW-F650-K75-R80R-R100R/
CB600F98-06/CBR600F.91-98/CBF600F.04-06/FX650.99/NTV650/
NX650.88-03/SLR650.97 /XL650V00-05/CB750FZ/VF750C.95-
VFR750F.88-97/
VT750.01-03/XLV750R/VFR800F1/CBR1000F
VF1000F R/VTR1000.97-03/ST1100/GL1200/GL1500/XT600Z
XT600Z/VN1500/RGV250/GSX600F/RF600R/SV650/
GSX750F.90-06/GSX R 750.90-93/VL800.01.06/GSX1100F VS1400/
VL1500/
41x53x8.5适用车型：
73A/74A/75A XR250R86-03/VT750.97-00/DT125R/
YZ125.89-90/FZR600R.94-96/FZS600.99-03/XJ600 S E K 99-03/
YZF600R96-03 XVS650/SZR660R96-97/YZF750.94-95/TDM850-95/
TRX850.96-/XJ900.95/FZR1000.88/ YZF R1.01-03/ FJ1100-90/
XVS1100-04
FJ1200/FZR600R.94-95/FZS600/XJ600/XT600EK/
YZF600R.96-03/XVS650/YZF750/TRX850.96/
XJ900S95-FZR1000.88/FZR100.91-93/YZF R101/XVS.99-04/
FJ1200.90-91/KX125/KX250/EN500.96/KLE500.95-03/
X500.89-90/ZX-6R.95-97/ZX-6R(636)03-04/KLR650.9503/
ZR750/ZXR750.93/GSXR750.87/DR800S-94/GPZ900R.84-89/
ZX-9R.94-97/ ZI0O0GTR/ ZX-10/ GPZ1100.95/ ZX1300.79-86/
VL1500/
41x53x8适用车型：
KDX200
41x53x8.5适用车型：
73A/74A/75A XR250R86-03/VT750.97-00/DT125R/
YZ125.89-90/FZR600R.94-96 /FZS600.99-03/XJ600 SEK 99-03/
YZF600R96-03 XVS650/SZR660R96-97/YZF750.94-95/TDM850-95/
TRX850.96-/XJ900.95/FZR1000.88/ YZF R1.01-03/ FJ1100-90/
XVS1100-04
FJ1200/FZR600R.94-95/FZS600/XJ600/XT600 EK/
YZF600R.96-03/XVS650/YZF750/TRX850.96/
XJ900S95-FZR1000.88/FZR100.91-93/YZF R101/XVS.99-04/
FJ1200.90-91/KX125/KX250/EN500.96/KLE500.95-03/
X500.89-90/ZX-6R.95-97/ZX-6R(636)03-04/KLR650.9503/
ZR750/ZXR750.93/GSXR750.87/DR800S-94/GPZ900R.84-89/
ZX-9R.94-97/ Z1000GTR/ ZX-10/ GPZ1100.95/ ZX1300.79-86/
RM125.89-90
AN250.98-05/RM250/RMX250-91/AN400.98-02/GSF600.95-98/
DR750.88-89/VX800/VZ800.97-07/TL1000.97-01/GSX1100R/
GSX R 1100W90-95/GSX1300R.99-06/GV1400/KDX200
KX125/250.90/KX500.90/
43x54x11适用车型：
嘉纳仕 XTR/ADV
（黑色杆芯）／CR125.87-89/92-94/
CR250.85-88/92-94/ XR400.96-03/
CR500.85-88/92-94 /CBR600/
XR600R.85-99/XRV650/XLV750R/XRV750.90-93/
CB900.00-02-03/CB1000/VTR1000/VTR1000SPL00-03/
VTR1000SP2/XL1000V.99-02/CBR1100XX.99-06/ST1000.ABS
CBR1100XX.99-06/ST1000.ABS/XVZ1300S.99/XV1600.99-01/
XV1700.00/DR350/GSX R 750.94-03RF900R/V-STROM1000.02-06
CR125.84-89.92.93/ CR250.92-94.83-88. CR500.83-88.92-94./
DR350.90-99
43x55x11适用车型：
KDX250
45x57x10
CR125.90-91/CR250.89-91/CR500.89-91/CBR900RR.92-99/
F6C.97-03/STX1300.02/VTX1300/GL1800.01-06/
RM250.91-95/RMX250.92-/
45x57x11适用车型：
本田黑鸟 CB13 CBR900
47x58x11适用车型：
鑫源X2[/cp]
燃情霸气！Honda VT250C V-Twin Magna绝美图鉴
Honda VT250C V-Twin Magna: The Classic Cruiser That Captivated ChinaIn the realm of 250cc cruisers, Honda has made its mark in China with the Rebel (now the Rebel 300) and the now-d
iscontinued VT250C V-Twin Magna. Popular in China from the early 1990s until around 2015, the VT250C Magna, also known as the V25, garnered attention from riders with its long wheelba
se, low seat height, wide handlebars, and shiny chrome components. This article takes a closer look at the VT250C V-Twin Magna, tracing its evolution from the VT250F to its final upda
te in 2006. The predecessor of the VT250C V-Twin Magna was the second-generation VT250F (factory code MC15), which was introduced in 1986. It featured a redesigned water-cooled, fou
r-stroke V-type 90-degree twin-cylinder DOHC engine (factory code MC15E), with a bore and stroke of 60 mm x 44.1 mm and a displacement of 249cc. Boasting a square-shaped double-beam f
rame, drum brakes, and 17-inch front and 16-inch rear wheels, the VT250F set the stage for Honda's entry into the modern street bike market. The 1987 VTZ250, built on the same platfor
m, introduced a more contemporary look with a front disc brake and a wide-faced frame, along with 17-inch wheels both front and rear. In 1993, at the 30th Tokyo Motor Show, Honda un
veiled the V-Twin Magna as a concept bike. By June 1994, the company officially released the VT250C V-Twin Magna (factory code MC29). It retained the water-cooled, four-stroke V-type
90-degree twin-cylinder DOHC MC15E engine from the VT250F but with a reduced power output of 27 horsepower. According to Honda, the VT250C V-Twin Magna was designed to deliver smooth
and controllable power in low to mid-range speeds, while still providing a relaxed driving experience even at high speeds. The design of the VT250C V-Twin Magna exuded the tradition
al look of a cruiser, with smooth curves and a teardrop-shaped fuel tank. The wide handlebars offered a comfortable and spacious riding position, while the low 690mm seat height and s
addle-shaped seat added to the bike's appeal. The instrument panel, positioned on top of the fuel tank, was a feature usually found on flagship cruisers. With a wheelbase of 1620mm, t
he VT250C V-Twin Magna had a visual presence comparable to larger motorcycles (the 1988 CA250T Rebel had a wheelbase of 1460mm, and the current CM500 Rebel has a wheelbase of only 149
0mm). One of the standout features of the VT250C V-Twin Magna was its chrome-plated engine side covers, dual exhaust pipes, headlight cover, and instrument panel cover, which added
a touch of glamour to the bike. The sealed rear wheel frame, resembling a solid block of aluminum, further enhanced the bike's metallic appearance. Other notable features included the
sturdy front forks, 17-inch front and 15-inch rear wheels equipped with robust tires, and various styling upgrades throughout the years. From its initial release in 1994 to its fin
al update in November 2006, the VT250C V-Twin Magna remained largely unchanged throughout its entire product lifecycle. However, there were several updates and special editions along
the way. In May 1995, a new blue color option was introduced. In May 1996, the S version was released, featuring a front wheel frame design with minimal gaps, embossed markings on the
sides of the fuel tank (instead of decals), and other distinct features. In June 1997, a special edition with a pearl green color was introduced. In March 1999, the VT250C V-Twin Mag
na received further improvements, including a secondary air injection system to reduce emissions, a redesigned exhaust system to meet new local noise regulations, a new seat shape, an
d redesigned footpegs that moved the rider's feet 40mm forward for a more relaxed riding position. The cylinder assembly and frame were also painted black, replacing the previous silv
er-gray color. In December 2000 and January 2003, the VT250C V-Twin Magna received updates with new body colors, Honda logos added to the side covers, and a change to a silver-gray
frame. In November 2004, a modified version of the VT250C V-Twin Magna was released, featuring new graphics on the body, "Spirit of the Phoenix" decals on the sides of the fuel tank,
and enhanced anti-theft designs for the ignition and steering lock. The final update came in November 2006, after which the VT250C V-Twin Magna gradually faded away from the market.
The Honda VT250C V-Twin Magna had a remarkable run in China, capturing the hearts of riders with its classic cruiser styling and reliable performance. Despite its small displacement,
the VT250C V-Twin Magna offered a taste of the cruiser experience, making it a popular choice among riders looking for a stylish and practical option in the 250cc class. With its dis
tinctive design and solid build quality, the VT250C V-Twin Magna left a lasting impression on the Chinese motorcycle market. In conclusion, the Honda VT250C V-Twin Magna made a sign
ificant impact in the 250cc cruiser segment in China. Its classic design, reliable performance, and attention to detail attracted a loyal following of riders. Although it has been dis
continued for several years, the legacy of the VT250C V-Twin Magna lives on, reminding us of Honda's commitment to producing exceptional motorcycles. What are your thoughts on the VT2
50C V-Twin Magna Do you think Honda should consider reviving this iconic model or creating a successor to cater to the evolving demands of Chinese riders Share your opinions and insig
hts in the comments below.
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