Honda CRF250R
The new 2022 Honda CRF250R is stronger than ever. Judge for yourself: the chassis is from the CRF450R, the lightness of the 250 cc model, plus significantly strengthened bottom end thanks to a redesigned cylinder head. The improvements are complemented by new radiators, the updated clutch contains 9 discs, and the gearbox has become stronger, also receiving new gear ratios.
Model history
2012 - start of production and sales of Honda CRF250L in the Asian market. Model: Honda CRF250L (Asia).
2013 - appearance of motard modification Honda CRF250M. Both models are officially available in Europe and North America. Model: Honda CRF250L; Honda CRF250M (all markets). Factory designation: CRF250LD; CRF250ME.
2014 - no significant changes. Model: Honda CRF250L; Honda CRF250M (all markets). Factory designation: CRF250LE; CRF250ME.
2015 - no significant changes. Model: Honda CRF250L; Honda CRF250M (all markets). Factory designation: CRF250LF; CRF250MF.
2016 - no significant changes. Model: Honda CRF250L (all markets). Factory designation: CRF250LG.
2017 - the Honda CRF250M model leaves the European and American markets, a new modification appears - the Honda CRF250L Rally. The engine undergoes minor changes, increasing power slightly. The appearance of versions with ABS. Model: Honda CRF250L (ABS); Honda CRF250L Rally (ABS) (all markets). Factory designation: CRF250LH + CRF250LAH (ABS); CRF250RLH + CRF250RLAH (ABS).
2018 - no significant changes. Model: Honda CRF250L (ABS); Honda CRF250L Rally (ABS) (all markets). Factory designation: CRF250LJ + CRF250LAJ (ABS); CRF250RLJ + CRF250RLAJ (ABS).
2019 - no significant changes. Model: Honda CRF250L (ABS); Honda CRF250L Rally (ABS) (all markets). Factory designation: CRF250LK + CRF250LAK (ABS); CRF250RLK + CRF250RLAK (ABS).
2020 is the last year of production for foreign markets. Model: Honda CRF250L (ABS); Honda CRF250L Rally (ABS) (all markets). Factory designation: CRF250LL + CRF250LAL (ABS); CRF250RLL + CRF250RLAL (ABS).
2021 - the model is restyled, receiving the base from the new CRF300L. Starting this year, the model is available only for the Asian market. Model: Honda CRF250L (ABS); Honda CRF250L Rally (ABS) (Asia).
Honda CRF250R
For the 2022 model year, the Honda CRF250R has been updated from the ground up, based on the 2022 CRF450R chassis, as part of the “Absolute Holeshot” philosophy: a seventh-generation frame, updated geometry and Showa suspension components. The CRF250R also features a new twin-overhead engine with switchable maps, and redesigned ergonomics designed to meet the needs of not only professional athletes, but also novice riders.
A year after a major redesign for the 2022 model year, the Honda CRF250R has been modified to increase bottom-end thrust: the design of the intake and exhaust tracts has been significantly changed. The front brake caliper was also updated, and the CRF received Renthal Fatbars with adjustable steering wheel and launch control. For '20, the CRF250R gets the frame and swingarm from the flagship '19 CRF450R and more mid-range punch.
And now, for the 2022 model year, the CRF250R has been further developed, including chassis tweaks based on the '21 CRF450R, more low-end traction and stronger construction.
Honda's development of the CRF250R doesn't follow its own course, but draws heavily on the 450R, and what works well for a flagship model works even better for the 250R. In particular, a number of improvements are designed to reduce rider fatigue, because the easier it is for an athlete to ride fast, the better results he will bring to the finish line. And along the way, these improvements will make the motorcycle more convenient for beginners, allowing you to focus on technique, and not on fighting the motorcycle.
The 2022 Honda CRF250R is a full 3 kilograms lighter , and the balance of stiffness of the new frame and swingarm, combined with sharper and more compact chassis geometry and increased ground clearance, give it higher peak performance and easier handling. In addition, Showa suspension components have received new valving settings that improve bump smoothing, ground grip and handling.
Motocross traditionally favors top-end engines, and the Honda CRF250R has always been known for its top-end blast. But in addition to good traction at medium speeds, large-scale modifications to the intake and exhaust tracts also increased traction at the bottom. Significant work has also been done on fine-tuning the camshaft geometry for top-end efficiency and overall reliability, while nine clutch discs and an updated transmission with stronger components ensure maximum efficiency in using the engine's extra power.
Honda CRF250R
Characteristics:
Specifications of Honda CRF250L (CRF250M, CRF250L Rally):
| Model | Honda CRF250L |
| Motorcycle type | CRF250L – enduro, CRF250M – motard, CRF250L Rally – dual sport |
| Year of issue | 2012+ |
| Frame | steel half-duplex |
| engine's type | 1-cylinder, 4-stroke |
| Working volume | 249.6 cm³ |
| Bore/Stroke | 76.0 x 55.0 mm |
| Compression ratio | 10.7:1 |
| Cooling | liquid |
| Number of valves per cylinder | DOHC, 4 valves |
| Fuel supply system | Injector, PGM-Fi x1 36mm – CRF250L/M (2012-2016) Injector, PGM-Fi x1 38mm – CRF250L/M (2017+), CRF250L Rally |
| Ignition type | fully transistorized |
| Maximum power | 22.8 hp (17.0 kW) at 8500 rpm – CRF250L/M (2012-2016) 25.0 hp (18.2 kW) at 8500 rpm – CRF250L/M (2017+), CRF250L Rally 24.0 hp (18.0 kW) at 9000 rpm – CRF250L (2021+), CRF250L Rally (2021+) |
| Maximum torque | 22.0 Nm (2.3 kg*m) at 6500 rpm – CBR250R (2011-2013) – CRF250L / M (2012-2016) 22.6 Nm (2.4 kg*m) at 6750 rpm – CBR250R (2015-2017) – CRF250L / M (2017+), CRF250L Rally 23.0 Nm (2.5 kg*m) at 6500 rpm – CRF250L (2021+), CRF250L Rally (2021+) |
| Clutch | Multi-disc in oil bath, cable drive Assist & Slipper clutch - 2021+ |
| Transmission | 6-speed |
| type of drive | chain |
| Front tire size | 3.00-21 51P – CRF250L, CRF250L Rally 110/70-17M/C 54S – CRF250M 80/100-21M/C 51P – CRF250L (2021+), CRF250L Rally (2021+) |
| Rear tire size | 120/80-18M/C 62P – CRF250L, CRF250L Rally 130/70-17M/C 62S – CRF250M |
| Front brakes | 1 disc, 256 mm, 2-piston caliper (ABS – 2017+) – CRF250L 1 disc, 296 mm, 2-piston caliper (ABS – 2017+) – CRF250L Rally, CRF250M |
| Rear brakes | 1 disc, 220 mm, 1-piston caliper (ABS – 2017+) |
| Front suspension | 43 mm inverted telescopic fork (non-adjustable), 250 mm travel 43 mm inverted telescopic fork (non-adjustable), 260 mm travel – CRF250L (2021+), CRF250L Rally (2021+) |
| Rear suspension | Pro-link pendulum with monoshock absorber (preload adjustment), stroke - 240 mm - CRF250L / M Pro-link pendulum with monoshock absorber (preload adjustment), travel - 265 mm - CRF250L Rally Pro-link pendulum with monoshock absorber (preload adjustment), travel - 260 mm - CRF250L (2021+), CRF250L Rally (2021+) |
| Motorcycle length | 2195 mm – CRF250L 2210 mm – CRF250L Rally, CRF250L (2021+) 2200 mm – CRF250L Rally (2021+) 2127 mm – CRF250M 2230 mm – CRF250L Rally S (2021+), CRF250L S (2021+) |
| Motorcycle width | 815 mm – CRF250L, CRF250M 900 mm – CRF250L Rally 820 mm – CRF250L (2021+) 920 mm – CRF250L Rally (2021+) |
| Motorcycle height | 1195 mm – CRF250L 1425 mm – CRF250L Rally 1147 mm – CRF250M 1160 mm – CRF250L (2021+) 1200 mm – CRF250L S (2021+) 1355 mm – CRF250L Rally (2021+) 1415 mm – CRF250L Rally S (2021+) |
| Wheelbase | 1445 mm 1440 mm – CRF250L (2021+) 1435 mm – CRF250L Rally (2021+) 1455 mm – CRF250L S (2021+), CRF250L Rally S (2021+) |
| Seat height | 875 mm – CRF250L 895 mm – CRF250L Rally 855 mm – CRF250M 830 mm – CRF250L (2021+), CRF250L Rally (2021+) 880 mm – CRF250L S (2021+) 885 mm – CRF250L Rally S (2021+) |
| Minimum ground clearance (clearance) | 255 mm – CRF250L 270 mm – CRF250L Rally 225 mm – CRF250M 245 mm – CRF250L (2021+) 285 mm – CRF250L S (2021+) 220 mm – CRF250L Rally (2021+) 275 mm – CRF250L Rally S (2021+) |
| Acceleration 0-100 km/h (0-60 mph) | |
| Maximum speed | |
| Gas tank capacity | 7.8 l – CRF250L, CRF250M 10.1 L – CRF250L Rally 12.8 L – CRF250L Rally (2021+) |
| Motorcycle weight (curb) | 143 kg – CRF250L 146 kg – CRF250L (ABS) 157 kg – CRF250L Rally 145 kg – CRF250M 140 kg – CRF250L (2021+) 152 kg – CRF250L Rally (2021+) |
I spent quite a lot of time studying this bike (CRF250L/M/Rally) based on reviews and discussions. The motorcycle is intended for the Asian market and is produced there. Made for people for whom 250 cc is like our 600 or even 1000. The M and Rally versions are external stylizations of a motard and a rally car, which, naturally, cannot be used as a mischief like a motard, nor can you drive the Dakar. But showing off or just enjoying the appearance is fine. Outside of Asia, it is an entry-level enduro (dual sport) competitor to the KLX250. When you see that 2/3 of the jebels from auctions come with city tires, most of the questions about why this model is the way it is disappear. Users don't drive through shit - users get a more roadworthy bike.
Pros: cheaper than competitors, cheap original spare parts made in Thailand, perpetual motion machine from the CBR250R - there are reviews of cars that have lasted 250-300 thousand without capital (and this is a check!!), long service intervals. Injector (somewhere one DRZ400 was sad). Good for beginners - the seat is lower than competitors, a low center of gravity and a spring ring instead of one disc in the clutch - for those who use it for the first time in their life and throw it away. The ring can be replaced with a regular disc if desired. 6 gears! (The DRZ400 is even more sad) and the engine from a sports car (and don’t argue, the Thais race ShKMG on the CBR250R with this engine) allow you to ride 140 crouched down, while the engine does not go crazy and feels normal (unlike a madman in the saddle). The end result is an excellent appearance and the resulting suitability for external customization. The Thais make masterpieces out of them, sparkling with bright anodizing, chrome and decals.
Cons: conditional drawback - little power and bad ride (I don’t consider this a disadvantage, but it needs to be pointed out), non-adjustable (unlike the KLX250) suspension, so fat “riders” go through the woods. There is also a certain stigma about a motorcycle for a beginner - if you start improving it (and there is something to improve - exhaust, EJK, 305cc bigbor, adjustable suspensions), then you will spend a lot of money, but this will not make the motorcycle much better and it would be wiser to just buy a better motorcycle. I think the maximum that is reasonable to put is other stars. If you are Thai, if you are a beginner, if you are a person of small weight and dimensions, if off-road driving is limited to a decent dirt road, and in general in life you are urban, if you need indestructible resource bikes for rental in some Phuket - the CRF250L is your choice. If you want something advanced and for the forest, if you are tall or fat - bypass, completely bypass.
Something like this. I'm sure I forgot something, but oh well.
Key Features of the 2022 Honda CRF250R
Honda CRF250R chassis
- Weight reduction of 3 kilograms with modifications to the frame, swingarm, stiffness balance and geometry to improve handling and ease of use. Improvements were made with the participation of Honda Racing Corporation
- 49mm Showa fork with 5mm more travel and stiffer axle clamps
- Optimization of spring stiffness and smoothing of compression and rebound on both suspensions
- New compact saddle design and plastics increase rider freedom of movement
The Honda CRF450R leads the way with the CRF250R close on its heels. The lesser model's chassis is a year behind the flagship, and in the 2022 version it follows the platform that debuted on the production 2022 CRF450R after intensive development with HRC. Thanks to a more torquey engine and a 3kg weight reduction, geometry changes and suspension upgrades, the new CRF250R is an even more comfortable and faster motorcycle.
The main frame is 700g lighter thanks to narrower side members, and an updated subframe saves another 320g. Chassis dynamics have also been updated, with torsional rigidity unchanged and lateral stiffness reduced by 20% for faster cornering, improved grip and steering precision. The location of the stiffening ribs on the swingarm axis has been optimized, and the aluminum swingarm itself has a new balance of rigidity in accordance with the updated frame.
Both triple clamps have become more flexible for sharper, more responsive steering and response to bumps. The fully adjustable Showa 49 inverted spring fork is a variation of the forks found on factory motorcycles in the Japanese motocross championship. For softer operation, the fork received new valves, its travel was increased by 5mm to 310mm, and the rigidity of the axle clamps was increased to improve grip and make it easier to pass ruts.
The Showa rear monoshock's main piston has larger valves for faster response and smoother damping. The new light steel spring is 120 grams lighter. The characteristics of the Pro-Link linkage system have also changed.
Honda CRF250R
The Honda CRF250R's seat is shorter, lighter and 10mm lower at the rear to transfer weight even more easily across the bike. In addition, it is now easier to remove and install. Maintenance of the motorcycle has also become easier, as the number of 8mm bolts securing the body kit has been reduced from 6 to 4 on each side. The width of the new model is 70mm smaller (50mm on the left, 20mm on the exhaust side), and the plastic is thinner. The tank casing was completely removed.
The steering geometry has also changed (27.2°/115mm versus the previous 27.4°/116mm), and the wheelbase has decreased from 1486 to 1477mm. On the contrary, the ground clearance has been increased by 6mm, to 333mm, and the lower traverse is located 5.1mm higher - at a height of 927mm. The weight of the motorcycle, reduced by a full three kilograms, is 104 kg when loaded.
The heatsink plastic, designed using computational aerodynamics, ensures maximum airflow. The side elements are now one-piece (previously they consisted of two parts) and have ventilation holes at the bottom, and the radiator grille is further optimized for maximum airflow. The 6.3-liter titanium fuel tank has also been redesigned.
The lightweight Renthal Fatbar handlebar provides maximum comfort. The upper crossbar has two steering spacer positions with a difference of 26mm, and their rotating design allows you to rotate the spacer 180 degrees for additional adjustment of its position by 10mm.
The front caliper is equipped with two pistons with a diameter of 30 and 27mm and is mounted on a 260mm disc with a wavy edge under a casing. The low-elastic brake hose provides high information content and high braking force. The rear single-piston caliper is mounted on a 240mm wave-rimmed disc.
The DID aluminum rims are painted black and wrapped in 80/100-21 front and 100/90-19 rear tires.
The clean lines of the 2022 Honda CRF250R are enhanced by vibrant red coloring and graphics.
Engine Honda CRF250R
- Continued development of the intake tract and cylinder head, plus straight sections of the exhaust tract, starting with the exhaust port, allowed for an increase in power of up to 10% and torque of up to 15%.
- Increased valve timing accuracy at high speeds and improved cylinder head lubrication system
- Clutch basket with 9 discs provides increased stability and provides easier squeezing
- The gearbox ratios improve high-rpm blast, and a new camshaft provides smoother shifting.
- More efficient cooling
The Honda CRF250R's 249.4cc engine has long proven itself to be one of the best on the racetrack, and for the 2022 model year it receives significant increases in peak power and mid-range torque. The engine will enter the 2022 model year, retaining all the advantages of the previous version, with improved traction and power at the bottom.
It has earlier pickup, delivers power smoothly and linearly, and begins to build traction at significantly lower revs. In general, the increase in power was up to 10%, and torque - up to 15% throughout the entire range, which allows you to quickly go through a series of turns without switching. As a result, the already good, high-torque engine has become even more powerful and more convenient at any speed, allowing you to make the most of the nimbleness of the new chassis. And all this was the result of many improvements, both major and seemingly insignificant.
Stability of the flash and dynamics of the mixture in the cylinder were the primary objectives of the improvements. First of all, updates have occurred in the inlet funnel and pipe, the airbox has increased in volume by 78% (its volume is now 4.1 liters), and the nozzle angle is 60 degrees (instead of 30). The outlet port has become straight to facilitate the exit of the waste mixture. Purging in the intake tract has also improved, along with intake cooling. In addition, maintenance of the air filter has become easier.
The Honda CRF250R engine has received many small improvements: the intake camshaft sprocket is now press-fitted, making it lighter and allowing for more precise valve timing. The intake valves themselves received double springs, which improved their performance at high speeds. The oil passages to the camshaft beds have been improved, friction in them has been reduced, and the camshaft mounting has become stronger.
The valve timing has been optimized, and additional precision at high speeds is ensured by the movement of the rocker axis. The design of the piston and connecting rod was also changed, the geometry of the cylinder remained the same - 79x50.9 mm, but the cylinder itself was shifted by 4.5 mm to reduce friction and obtain a compression ratio of 13.9:1. The titanium valves measure 33mm on the intake and 26mm on the exhaust.
The dual muffler of the 2022 version has been replaced by a single muffler. The straight pipe section from the exhaust pipe to the muffler facilitates the passage of exhaust gases, while the optimized internal dimensions of the exhaust tract improve combustion stability and exhaust tract efficiency. In addition, the compactness of the new release ensures a reduction of 1.7 kg in weight and dimensions of the motorcycle.
The additional heat generated by a more loaded engine is removed by a radiator mounted at a more efficient angle and equipped with new fins calculated using computational aerodynamics. The heat dissipation fin area has been increased by 2% and heat emission by 6%. Additional airflow is provided by a new version of the side plastic of the radiator.
A number of other improvements improve the reliability of the 2022 CRF250R: The coolant pump drive gear is thicker for more reliable operation in hot oil environments. By increasing the oil pressure supplied to the cylinder head, its flow has increased. The five-jet oil injector ensures optimal piston cooling, and the engine's oil path has been optimized by placing the oil pump on the left side of the engine and the filter on the right. It has become easier for oil to move around the engine, simultaneously lubricating the clutch and transmission. The volume of engine oil used is 1.35 liters.
Attention was also paid to the transmission: to increase reliability, information content and softness of squeezing, the clutch basket was equipped with an additional ninth disc that distributes the load on the friction material. An additional friction spring, optimized lubrication, new clutches and final drive ratios, and a stiffer clutch center provide a 21% increase in service life. The load on the clutch lever has been reduced by 4%.
Honda CRF250R
The gearbox, in addition to becoming stronger without increasing weight, also received new gear ratios: first gear became higher, second slightly lower, third higher, and fourth and fifth lower. The new shift pattern features one shift fork for shifting from second to third instead of two, and two track shaft grooves instead of three, which reduces friction and improves shift clarity between the two most important gears. The copy shaft itself has become 17% lighter. In addition, the gear sensor allows the use of three different ignition maps: one for first-second gear, another for third-fourth gear, and the last one for fifth gear.
