The new CRF250R links up its strong bottom-end torque and potent top-end power with a much bigger hit of both through the mid-range; the new CRF450R frame and swingarm now provide the basis for the chassis, with revised damping for the Showa suspension.
The MX2 class is relentless, close-quarter battle. And Honda’s CRF250R has proved itself a worthy weapon for the fight. Competition has led its evolution over time, through increments and steps, into a platform that the amateur MX enthusiast – as well as pro-racer – can extract the utmost out of, every metre of every lap.
For 18YM the CRF250R underwent a ground-up redesign that inherited the ‘Absolute Holeshot’ philosophy of the 17YM CRF450R, sharing its seventh-generation frame, revised geometry and Showa suspension. It was also armed with a brand-new DOHC engine and switchable engine mapping; rider-focused ergonomics ensured it remained an MX machine that the hobby rider could exploit to their individual level of ability.
Just one year on from this full model change the 19YM CRF250R received a boost to low-rpm torque, through extensive intake and exhaust development, plus HRC launch control, revised front brake caliper and adjustable-position Renthal Fatbars. In 20YM it moved forward once again, with the frame and swingarm of the 19YM CRF450R and more mid-range for the engine.
Now, for 22YM, the CRF250R receives major upgrades to make it ‘The Strongest Ever’ including chassis upgrades inherited from the 21YM CRF450R improving both ability and agility, plus stronger low-rpm torque to make best use of the new chassis, and improved toughness and durability.
To make going fast easier, the cumulative learnings of recent CRF450R developments have focused around reducing rider fatigue – which helps riders not only of world-class calibre but also MX enthusiasts of all ability levels to post constantly optimal lap times.
And what’s good for the 450 is even better for the 250. A full 3kg lighter, the CRF250R’s new frame and swingarm’s rigidity balance – combined with tighter chassis geometry and heightened ground clearance – target peak cornering performance and ease of handling. In support, the Showa suspension gets brand-new valving, improving bump absorption, traction and control.
Riders have always loved the CRF250R’s top-end power hit. To link up with the healthy mid-range, extensive revision to both intake and exhaust efficiency yields much-improved low-rpm drive; a great deal of work has also gone into enhancing high-rpm cam timing accuracy and long-term reliability. A 9-plate clutch and optimised ratios for the strengthened gearbox ensure none of the engine’s extra punch is wasted.
|Engine Type||Liquid-cooled 4-stroke single DOHC|
|Bore x Stroke (mm)||79 x 50.9|
|Front Brake||260mm hydraulic wave disc|
|Rear Brake||240mm hydraulic wave disc|
|Front Suspension||49mm Showa (Hitachi Astemo, Ltd) coil-spring USD fork|
|Rear Suspension||Showa (Hitachi Astemo, Ltd.) Mono shock with Honda Pro-Link|
|Front Wheel/Tyre||Aluminium spoke | 80/100-21 PIRELLI MX32 MIDSOFT|
|Rear Wheel/Tyre||Aluminium spoke | 100/90-19 PIRELLI MX32 MIDSOFT|
|Frame Type||Aluminium twin tube|
|Fuel Tank Capacity||6.3 litres|