Christian Craig's GEICO Honda CRF250R - Factory Bike Friday

The GEICO Honda’s are as fast as any bike on the track, and we asked Christian Craig’s mechanic Derek Dwyer to give us the lowdown on Craig’s race bike.

Bike: #38 GEICO Honda CRF250R

Mechanic: Derek Dwyer

Christian Craig grabbed his first career podium in the West Regional 250SX class two weeks ago at Anaheim II and backed it up with another one in Oakland. The GEICO Honda rider was smooth and fast en route to a win over Cooper Webb in his heat race at Anaheim and led much of the main event before ultimately settling for third on the night.

The GEICO Honda’s are as fast as any bike on the track, and we asked Craig’s mechanic Derek Dwyer to give us the lowdown on Craig’s bike.

Of course, Factory Connection does all it’s own suspension work in-house. And according to Dwyer, all of the testing is done out of their shop as well.

Craig is a latecomer to the team, and when he came in he started out with settings the rest of the team was using, and according to Dwyer, Craig was comfortable with it right away.

GEICO Honda CRF250R shroud
Christian Craig's GEICO Honda CRF250RPhoto by Shan Moore

“What he’s looking for usually is for it to hold up mid-corner and not be too low in the rear,” says Dwyer. “He doesn’t like a lot of feedback in the handlebars, so we have a nice plush feel at the top. But it still holds up towards the bottom.”

When it comes to the engine, that’s Kristian Kibby’s department. He’s the technical director of the team and he comes up with a base model and then the mechanics get input from each rider and the process goes from there. Parts start getting changed until each rider is satisfied, however, according to Dwyer, the rider’s pretty much have similar tastes.

“We’ll test with all the other riders, and at the end it typically comes out to be pretty much the same,” says Dwyer. “We’ve been that way for the last three or four years. It makes it really easy. You got guys, if anything like a fire drill happens, you can run in, grab any motor off the shelf and put it in your bike and go.”

GEICO Honda CRF250R right side view
Christian Craig's GEICO Honda CRF250R right side viewPhoto by Shan Moore

The main things on Craig’s bike that are specific to his bike only are all personal preference items like bar mounts, due to his height.

“The subframe is a little bit different, too,” says Dwyer. “Jimmy Decotis is a shorter guy so we have a little bit shorter subframe. Gearing is pretty much the same as everybody else, so there’s not a whole lot of differences.”

Getting into major hard part components, the triple clamps are factory items, which the team gets straight from American Honda. They’re stock offset. “It gives us a broad range between what offset we like or want to run for the chassis setup for the year, or what we’re chasing,” says Dwyer. “Also with the bar mounts we have 100 different options that we can go with on bar mounts and pins and locations. So that basically just fine-tunes it for the comfort level of the rider.”

Craig runs a 270mm front Moto Stuff rotor with a billet works caliper and stock brake line and stock master cylinder. The rear brake setup features all stock components. The only thing the team changes on the rear brake system is the carrier and brake bends.

Craig doesn’t like to run steal braided brake lines.

GEICO Honda CRF250R left side view
Christian Craig's GEICO Honda CRF250R left side viewPhoto by Shan Moore

“Our calipers are really aggressive so for Christian’s instance he likes to run one finger on it everywhere,” says Dwyer. “So he’ll be going into a corner and it has full tension all the way around. All that is is a comfortability thing for him. So if you had too aggressive a brake you get that washing. That’s why we’ve gone away from the steel braided.”

The team spends a lot of time testing with Yoshimura to come up with an exhaust system to complement the team’s needs.

“We work hand in hand with Yosh,” says Dwyer. “Development on our exhaust also goes hand in hand with the development of the engine, so if we’re on a dyno, we have an in-house dyno and then Yoshimura also has a dyno. So when we find something on all our dyno we’ll go down there and we’ll tune it with the exhaust. Sound test is key to getting into the night show or into the event, so we’ll spend three or four days there just doing our exhaust systems with the sound regulations involved.”

The clutch is a Hinson clutch, which is built to the GEICO team’s specs.

GEICO Honda CRF250R rear sprocket
Craig runs a DID chain, the ERT2, with the Pro Taper sprockets. It’s actually a billet rear sprocket with a standard Pro Taper front sprocket.Photo by Shan Moore

Gearing for Supercross is 13/51.

GEICO Honda CRF250R rear wheel
The hubs are factory units from American Honda.Photo by Shan Moore

Dwyer stuffs a lot of foam under the seat to deaden the sound of the exhaust. “A lot of people think the exhaust gives you the most noise, but in all reality it’s the airbox noise that makes the sound decimals go up,” says Dwyer. “So we try to deaden the waves on the airbox.”

Both the swingarm and linkages are stock.

The fuel tank is a standard 2016 Honda fuel tank.

Craig runs a Pro Taper Suzuki race bend handlebar with ARC levers and ARC sets him up with backing plates and different ratios for the clutch and the brake.

The footpegs are actually a factory AHM foot peg and bracket.

The radiator is stock with reinforcements.

A side view of the #38 GEICO Honda CRF250R Supercross bike.
GEICO Honda CRF250R Supercross bike, Christian Craig #38.Photo by Shan Moore