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Mechanically unchanged for 23YM the off-road ready CRF250RX is stronger than ever; in 22YM it got the lightweight chassis of the CRF450RX plus extensive cylinder head development for a considerable low-rpm torque boost. Cooling efficiency was also improved, while a strengthened gearbox got revised ratios and nine-plate clutch. The Showa suspension is set to deal with a variety of terrain and conditions and knuckle guards are also standard fit.A new graphic treatment marks out the 23YM machine and features a brand new redesign of the iconic HRC logos.
In 19YM Honda’s stable of competition machines grew with a cross-country option in the form of the CRF250RX; based on the CRF250R and with off-road specific modifications drawn from the CRF450RX including larger fuel tank,18-inch rear wheel plus off-road specific engine mapping and suspension changes to ensure it was equally at home speeding up a root-strewn climb or slicing precious seconds off an Enduro special test.
For 20YM it followed development of the CRF250R and gained a major low to mid-range power and torque boost, plus the frame and swingarm of the 19YM CRF450RX. 22YM saw a major step forward for the CRF250RX, including chassis upgrades inherited from the 21YM CRF450RX improving both ability and agility plus a boost in low-rpm torque for the engine.
The CRF250RX is mechanically unchanged for 23YM apart from a crisp new graphic treatment which features the new redesigned iconic HRC logos, representing the expansion of HRC’s racing activities
It’s worth recapping why 22YM was such a big advance for the CRF250RX; 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 a 450 is even better for a 250. A full 3kg lighter than the 21YM design, the CRF250RX’s 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 received brand-new valving, improving bump absorption, traction and control.
Engine performance was not forgotten either. Riders have always loved the top-end power hit and, to link up with the healthy mid-range, extensive revision to both intake and exhaust efficiency yielded much-improved low-rpm drive. Enhanced high-rpm cam timing accuracy was also a focus alongside long-term reliability, while a 9-plate clutch and strengthened gearbox (with optimised ratios) ensures none of the extra punch is wasted.
| Engine Type | Liquid-cooled 4-stroke single DOHC |
|---|---|
| Engine Displacement | 249.4cc |
| 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 | 90/90-21 Dunlop AT81 |
| Rear Wheel/Tyre | Aluminium spoke | 110/100-18 Dunlop AT81 |
| Frame Type | Aluminium twin tube |
| Fuel Tank Capacity | 8 litres |
| Clutch | Wet, multiplate |
| Final Drive | Chain |
| Gearbox | Constant mesh |
| Cash Price | £7,295.00 |
| Customer Deposit | £1,823.75 |
| Amount of Credit | £5,471.25 |
| 48 Monthly Payments of | £174.96 |
| Total Amount Payable | £8,132.31 |
| APR Representative | 9.9% APR |
| Total Charge for Credit | £827.31 |
