Click here for an CycleVIN Motorcycle History Report on this 1992 Honda NSR250R SE MC21. Additional photos are available here for your perusal.
In the mid-to-late 1980s, the small-displacement race replica market in Japan was booming. Legions of bright-eyed young riders were lining up to fork over their hard-earned yen for competition-derived road-legal runners like Yamaha’s TZR250, Kawasaki’s KR-1, and Suzuki’s RGV250. Manufacturers on the island were battling it out on the race track and in showrooms in an ongoing arms race to produce the most trick race bike for the streets. In 1985, Honda launched the NS250R MC11, laying the foundation for its line of quarter-liter oil-burners that followed.
The NS featured a box-section aluminum frame and swingarm, disc brakes, full GP-style bodywork inspired by Honda’s RS250R factory race bike, Honda’s Astralight rims, and a liquid-cooled, 249cc, 90-degree V-Twin engine, two-stroke engine that made 45 hp (at 9,500 rpm) and utilized the ATAC (automatically-controlled torque amplification chamber) power-valve system. Constant competition led to quick improvements in the model line, leading to the MC21 generation that was unveiled in 1990. Timing of the RC Valves were now controlled by a PGM-III ECU, it featured the iconic Gull-Arm swingarm, close-ratio gearbox, and smaller wheel diameters (18″ to 17″).
In 1991, Honda split the base and SP models of the NSR250R with the introduction of the SE (Super Edition) model. They had all of the SP goodies (dry clutch, adjustable suspension, special livery) except for the magnesium wheels.
The seller acquired it in 2014 from a colleague in the US. “It needed paint touch up work, tires, a few other things and it had been sitting for a few years. I had all the OEM Honda bodywork repainted in stock colors but left the tank in the original Honda paint as it was in decent shape.”
“I let the bike sit a few more years and it got harder to start, like many older NSR’s it had a bad crank seal from sitting and age. In late 2020, I completely rebuilt the engine using a professionally rebuilt / trued crank with the new Koyo bearings, new crank seals, complete new OEM Honda top end (pistons, rings, bearings, gaskets, etc.).”
“The carbs have been thoroughly cleaned with new float needle valves installed, new OEM Honda fuel line, and new OEM Honda petcock. All fluids are new front to back, brakes, coolant, Motul Synthetic 710 injector oil and 104-40 trans oil. New NGK plugs. Brand new Dunlop Sportmax GPR300s and a new chain.”
“This bike has had 4 heat cycles and small trip up and down the block to make sure it runs well and goes through the gears as it should (it does), Ready for a new owner to finish breaking in the engine and enjoy it.”
Cosmetically, the “lower cowls need a small bracket to keep them together as is typical with most OEM Honda bodywork of this era that is rather brittle. It’s a simple fix but I’m leaving it to the new owner to decide the best route to take, or it can be left as-is as well.”
There is also a “small scratch on the front fender, scratch on left side of tank, small flaw on upper cowl near right mirror, slight yellowing area near “NSR” on front cowl, and peeling of clear coat on the wheels in a few spots.”
Currently located at our facility in Santa Monica, California (please make an appointment for an inspection), this Honda is offered on a clean Montana title. The seller sums this up as follows: “this is a nice example of a stock MC21 SE in the classic NSR colors. If you have been watching NSR’s in Japan, these are getting harder to find, and prices have soared over the last three years. This example has freshly rebuilt engine and will make a nice rider.”