Enduro motorcycle test Honda CRF450L 2022

RU-MOTO rating

• Reliability
• Chassis
• Appearance
• Comfort

4

Verdict

Overall, the Honda XR250 is one of the best in its class. With a small engine capacity, the motorcycle is considered playful, and the rigidity of the design makes it easy to control the bike not only for experienced users, but also for beginners.

Sales of the Honda XR250 started in 1985 and ended in 2007. The accumulated experience in motorsports, reviews of experienced amateurs and expert opinions fully reveal the capabilities of the legendary motorcycle.

The foundation of the 250 series was laid 30 years ago, and the first production of motorcycles was intended for the domestic market. Over time, the Japanese company released modifications of the model, which were already positioned not only for enduro (sports discipline), but also for off-road enthusiasts. Since 1995, Honda has offered the market:

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• A lightweight version for the European and American markets of the Honda XR250 R;
• For internal use, modification of the Honda XR250 Baja;
• Honda XR250 Motard (modification 2003).

Honda XR250 Baja

In the Baja model, the manufacturer installed a double headlight, an electronic speedometer and increased the capacity of the fuel tank. The R version was positioned as a lightweight enduro and did not have any special differences from the basic configuration. The biggest changes were made to the XR250 series with the introduction of the Motard model. It was equipped with road wheels, reinforced suspension and brakes.

Honda XR 250 Motard

Price

Currently, only the Honda XR250 Baja and Honda XR250 R models, released after 1995, are offered on the used motorcycle market. A Honda XR250 Baja can be purchased without mileage in the CIS for 250,000 rubles, and a copy with the abbreviation R can be found from 100,000. The Motard model is offered from 175,000 rubles. New motorcycles of this series are not offered for sale on the domestic market.

Prices for Honda XR250 motorcycle

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Prices vary from 100 thousand to 240 thousand rubles. The average price is 180 thousand.

Chassis and handling Honda CRF250R

The main news is regarding the chassis. The sixth generation CRF250R has received exactly the same improvements as the flagship CRF450R a year ago, and apart from the engine, its mounts and exhaust, everything else is absolutely identical and interchangeable.

The chassis has become lighter, more compact and more stable. The wheelbase is 10mm shorter, the ground clearance is 3mm higher, and the seat height remains the same. The frame, swingarm and subframe are completely new. Even the traverse design has been updated - new stiffening ribs provide greater flexibility, improving handling and feedback.

The entire design has become more thoughtful and convenient in all respects. For example, the airflow of radiators has been improved for more efficient cooling. Even the base of the saddle is new, with a different locking mechanism, eliminating the possibility of it unfastening while moving. The seating position remains comfortable, Honda style, but the silhouette of the motorcycle with its tail up has changed. Surprisingly, despite the increased stability of the new chassis, it is extremely responsive to the rider's movements and handles well.

Honda CRF250R 2022

Specifications

• Engine capacity – 249 cm3. (equipped with 4-valve head with RFVC system);
• Lubrication system – “dry sump”, with the oil tank located inside the frame;
• Power – 28 l. With.;
• Torque – 26 Nm at 7000 rpm;
• Cooling – air;
• Fuel system – carburetor;
• Gearbox – 6-speed;
• Maximum speed – 120 km/h for the Baja model and 125 km/h for the R and Motard versions;
• Average fuel consumption is 4 liters. per 100 km.

Construction of HONDA CRF 250

The main innovations highlighted by the CRF series include two:

1. Due to the use aluminum alloys when creating the frame — the bike should become lighter. Accordingly, it handles better, turns easier, and behaves better in various road conditions.

   The CRF 250 series received a reinforced aluminum frame in 2011 along with new suspension settings.

2. Installed on bikes water cooling, since experiments have shown that a standard air system may sometimes not be enough.

   The radiator of the cooling system is covered on the side with a plastic fairing.

Although the 250 cc modifications were developed in parallel, the developers nevertheless ended up with two separate motorcycles . They have related features, but at the same time there are differences.

Peculiarities

Both versions get upside-down telescopic front forks.

The inverted Showa fork looks serious and does not cause any particular complaints in operation.

But, if the enduro bike has a metal thickness of the stays of 47 mm , with a working stroke of 315 mm , then the cross-country model has these parameters of 49 and 310 mm, respectively. There is a difference in the rear as well.

The general design is with a mono-shock absorber , but at the same time, the enduro has a useful stroke of 315 mm , and the cross-country bike has 310 . The settings options are the same. For both models, the user can adjust the entire range of parameters.

To change the parameters of the rear suspension, use a compressed air cylinder.

Exterior

There are also minor changes in the external design of the models.

In stock, both have the brand's signature red and white livery, but the enduro version is constantly receiving new additions and colors.

Streamlined shapes and clean lines - the bike as a whole looks impressive.

Front end

• If the older sister's main difference here is the headlight or plate with the number, in the 250 cc the developers did something different. The cross version has a standard front part - a complete lack of body kit, leaving only space for a license plate.

  Honda CRF 250 X - enduro with headlight.

  Honda CRF 250 R – cross with a nameplate.

• The enduro has a symbolic front body kit , in the lower part of which a headlight . In 2011, the developers revised the electrical system. The result was the replacement of the stationary one with LED.
• Otherwise, the front of the bikes is identical. Large, high-raised front fender, lack of mirrors and windshield .

Rear end

The back of the bike is “clean” of any lighting equipment.

Interestingly, many stock models also have a saddle painted in the brand’s colors. But at the same time, the fuel tank cover, located in a standard place, is the only part of the bike painted black.

A cross bike has a 6.5 liter capacity, while an enduro bike has 7.5 liters. According to users, a full refueling capacity holds 7.3 liters.

The stock gas tank is painted black.

Another feature of the enduro version is the presence of two exhaust pipes that work “in sync” . The developers do not comment on the need for such a step.

The photo shows the option with two mufflers.

The remaining details of the versions are the same and fully comply with class standards.

A narrow frame, a symbolic saddle, and the presence of high pegs allow you to overcome certain problems of the track while standing.

Surprisingly, the seat will be comfortable even for a tall rider, and the seating position is closer to road than off-road.

Owner reviews

Screenshot of review No. 1.

Screenshot of review No. 2.

Screenshot of review No. 3.

Key Features of the 2022 Honda CRF250RX

Honda CRF250RX chassis:

• Weight reduction of 3 kilograms with modifications to the frame, swingarm, stiffness balance and geometry to improve handling and ease of use. The 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 2022 Honda CRF250RX is built on the same chassis that debuted on the 2022 CRF450RX. Thanks to a more torquey engine and a 3kg weight reduction, geometry changes and suspension upgrades, the new CRF250RX 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 CRF250RX suspension has XC-specific internal settings with a wider range of capabilities than the CRF250R. 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.

The seat is shorter, lighter and 10mm lower at the rear to make it even easier to transfer weight around 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.

Honda CRF250RX

The steering geometry has also changed (27.9°/114mm versus the previous 27.4°/115mm), and the wheelbase has decreased from 1486 to 1477mm. On the contrary, the ground clearance has been increased by 8mm, to 335mm, and the lower traverse is located 6.1mm higher - at a height of 928mm. The weight of the motorcycle, reduced by a full three kilograms, is 108 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 width of the plastic radiator has been reduced by 17mm compared to the 2021 version, and the plastic gas tank holds 8 liters of fuel.

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. Lever and wrist guards, new for 2022 from the factory, protect against impacts from branches, and the forged aluminum side stand folds neatly away without interfering with your ride.

The DID aluminum rims are painted black and wrapped in 21 x 1.6 (90/90-21) inch front and 18 x 2.15 (110/100-18) inch rear tires.

The clean lines of the 2022 CRF250RX are highlighted by vibrant red coloring and graphics.

Honda CRF250RX Engine:

• 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.
• ECU maps designed specifically for the CRF250RX provide a smoother ride off-road
• More efficient cooling

The 2022 CRF250RX features the same engine as its cross-country sibling, with the same peak power and low-end torque gains, but the cross-country model's ECU uses specially designed ignition and fuel maps to smooth out the traction characteristics, allowing the bike to achieve more perform effectively in the widest range of off-road driving conditions.

Honda CRF250RX

The engine has an earlier pickup, delivers power smoothly and linearly, and the thrust begins to increase at significantly lower speeds. 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 combustion 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 CRF250RX 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 fuel injection system settings have been specially designed for smoother engine operation.

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.

Honda CRF250RX

A number of other improvements improve the reliability of the 2022 CRF250RX: 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%.

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.

Competitors

The main competitors of the Honda XR250 are motorcycles from Kawasaki model KLR250, Suzuki DR250, Yamaha TT-R250 Open Enduro, Yamaha TT-R250 Raid and Suzuki Djebel 250.

Kawasaki KLR250

Yamaha TT-R250

Suzuki Djebel 250

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Rebranding 2006

Taking into account the negative comments and opinions collected over several years, in 2006 the concern’s engineers reassembled the line in a new way.

Rumors that the bikes of the new “bottling” will become much more expensive have not been confirmed. The concern's marketing department froze the price. Authorized Hobda dealers around the world began to offer new models at the prices of old ones.

In 2006 in the lineup:

1. The engine was moved . 5 mm down, 5 mm forward. The result is increased maneuverability.
2. The radiator was moved . 5 mm down. The result is a lower overall center of gravity without reducing ground clearance, resulting in better handling.
3. Reduced exhaust pipe noise. According to the new rules of Japanese law, it should not exceed 96 dB.

   The mufflers are raised high to the seat and covered with plastic covers.

4. The front fork cups were replaced, as well as the front wheel hub . The result is that the motorcycle has become lighter. The consequences have become a whole range of qualities on which comfort when moving depends.
5. We used new material for the intake valve seat, carburetor needle, and water pump impeller . The result is an increase in the service life of the corresponding units, and as a result, an extension of the overall service life of the model.
6. Separate adjustments have been made to the suspension components , which generally affect driving comfort.

Flaws

The Honda CRF-450 is definitely suitable for experienced pilots, and beginners will be crazy about it. However, beginner riders will still be more suited to a more modest bike, for example, the Honda CRF-250.

Of course, after the announcement of the reassembly of the line, many users expected the inclusion of features that had proven themselves on equipment from other brands. But, as you know, Honda has never pursued new products, focusing on safety and cost . Therefore, many users, speaking about the disadvantages, describe the disadvantages of all enduro equipment.

• Honda CRF450 requires some riding experience . But any off-road, hard or light, will require advanced control skills from the pilot, and the brand is no exception.
• Fuel reserve is small . The developers are positioning the bike primarily as a sports equipment, not a road bike. Due to the forced engine and cross-country settings, the bike needs to be serviced more often than a regular one . Well, with frequent maintenance, refilling is just part of the process...

A rather serious disadvantage is the carburetor, not the injector . But converting to an injector will require rebuilding the bike, while a new needle will allow the carburetor to last longer. But among cross-country and enduro fans there is a large caste of people who only recognize the carburetor.

Advantages

The motorcycle will most likely appeal to those riders who like to combine motorsports disciplines such as motocross and classic enduro.

Just like the disadvantages, the advantages of the model are often the advantages of the brand. In addition to the additions used during rebranding, users note:

• good handling;
• reliability;

As well as a large number of both components and tuning opportunities . Moreover, in some cases, the concern contributes to the latter by releasing for sale a small number of models converted at the factory.

Honda CRF450L suspension

I would like to start the review with the most interesting component of the Honda CRF450L motorcycle - the suspension. Honda did the right thing by maintaining very performance suspension settings, satisfying the demands for driving on special roads and off public roads. Typically, dual-sport bikes like the EXC-F have stock suspension settings that are too comfortable and have springs that are too soft. Thus, fast riders had to change the springs in the fork and rebuild the rear shock properly. But not in the case of Honda. The fork is practically no different in internal components from the R version, providing all the necessary features for off-road driving, and has a fully adjustable shock absorber.

The first thing I felt was that the fork was a little on the stiff side. I felt some deflection on tree roots and rocky surfaces and overall the fork was too active, as if there was too much rebound. During the break in the test, we adjusted the compression lower and tightened the rebound slightly to make the fork behave more predictably. There were no special complaints about the shock absorber and the fork settings gave excellent controllability and predictable behavior of the suspension. The overall feel of the CRF450L's suspension gives you a very lively feel and the desire to jump from rocks to tree roots, undulating terrain, allowing you to attack tight mountain descents and enduro trails of varying difficulty.

A little drama

Now for some drama. KTM began producing registration-plate-legal enduro motorcycles in the mid-2000s. These were 520 and 450 cc EXC models. In fact, these were their four-stroke, off-road motorcycles with fairly large engines and they were quite popular. At the same time, the phrase dualsport evoked very unpleasant associations for any true off-road motorcycle riding enthusiast. This meant that a motorcycle designed for driving on public roads (editor's note - public roads) came to the world of off-roading with all the attendant disadvantages such as greater weight, greater comfort for traveling on asphalt rather than off-road. At the same time, Husqvarna had models of the TE line, which were approved for additional access, but also coped well with off-road conditions.