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The outstanding Honda CRF250R goes into the 2023 model year technically unchanged, because the most powerful bike in the quarter-litre class only received the frame of the World Championship-winning 450 CRF sister last season and the engine, which is significantly more powerful at low speeds. At the same time, the cooling was improved, the transmission optimized and the nine-plate clutch upgraded. The look of the 23 vintage is adorned with new graphics including a modernized HRC logo. Every motocross enthusiast knows that the MX2 class is extremely close and unrelenting, elbow to elbow, with every advantage and every tenth of a second counting in the infight, as is well known, for sporting success. The CRF250R has proven to be a worthy competition machine for that. Continuous development and numerous improvements have resulted in a highly competitive and typically Honda reliable MX2 bike that allows demanding amateur and professional racers to get the best out of it, anytime, anywhere.
Honda CRF250R
The technical advances over the past few years give a deep insight into the ambitions of Honda developers. The 250 CRF2018R has already been redesigned from the ground up. With the "Absolute Holeshot" philosophy of the 2017 CRF450R, its seventh generation frame has been carried over with revised geometry and Showa suspension. In addition, a brand new DOHC engine, equipped with selectable mappings for the electronic ignition, caused enthusiasm. Sophisticated ergonomics also ensured that the CRF250R allowed every rider to best convert their skills into fast lap times.
The further developed 2019 generation of the CRF250R shone with modifications on the intake and exhaust side with an increase in torque at lower speeds; In addition, the equipment was upgraded with a launch control, a revised front brake caliper and a Fatbar handlebar from Renthal. For 2020, development progressed again: the frame and swingarm of the 2019 CRF450R were adopted and the power development in the medium speed range was increased for improved torque. For 2022, the CRF250R again received major upgrades that made it “the strongest ever,” incorporating chassis improvements from the 2021 CRF450R for further optimized agility. In addition, even stronger torque from low revs helped to better implement the chassis advantages. Mechanical reliability and general indestructibility have also been optimized.
Technically, the 2023 vintage of the CRF250R is unchanged. The graphic decorations of the MX racer, on the other hand, have been optically revised and are also adorned with a modernized HRC logo. This points to the development input that the HRC factory riders contributed from MX championships around the world. The abbreviation stands for "Honda Racing Corporation", the in-house racing department, which has been responsible for all factory racing activities since 1982 - meanwhile for two-wheelers as well as for automobiles. HRC is a racing department, test laboratory and racing witch's kitchen at the same time and in turn linked to Honda R & D development to ensure the transfer of know-how and new technologies to series products; the training of young engineers and the introduction to higher tasks are also traditionally part of the tasks.
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Model overview
Why was the 2022 vintage of the CRF a more than remarkable step in development? Because the developers and engineers focused on making fast driving easier. Because an MX2 bike that can be piloted without getting tired naturally helps both world-class and amateur riders at all levels of competition to constantly deliver optimal lap times. What worked well for the CRF450R also worked better on its 250 sister, which was 3 kilos lighter. The new aluminum frame with carefully crafted rigidity balance of the CRF250R swingarm - combined with optimized geometry and greater ground clearance - aimed at easier handling and even higher cornering speed. To help, the Showa suspension elements featured new flow valves that helped improve shock absorption and traction.
The excellence of the CRF250R has always been praised. For further advances in the 2022 vintage, intake and exhaust efficiency were optimized to specifically improve power delivery from low revs. A great deal of care had been invested in further increasing the control and precise functioning of the valve train; in this way, the long-term reliability could be strengthened at the same time. A clutch with 9 disks and optimized transmission ratios for the reinforced gear ensure that additionally generated speeds can also be used without hesitation in terms of operational safety and mechanical reliability.
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Equipment features
3.1 chassis
- HRC know-how incorporated into the frame, swingarm, stiffness/flex behavior and geometry; optimized cornering and even easier drivability.
- Showa 49mm USD forks with more travel and stiffer front axle clamps; front and rear optimized springs and revised damping.
- Seat more compact and new plastic parts for more freedom of movement; 2023 graphics with modernized HRC logo.
First the CRF450R takes a step forward, then the CRF250R follows suit. This is how MX development has been handled at Honda for a long time. The 250 chassis for the 2022 vintage was equipped with the same aluminum frame generation that was used on the 2021 CRF450R after intensive development with HRC input. The level of development corresponds to the level that helped Tim Gajser to two MXGP World Championship titles in a row. The fact that the overall package makes it noticeably easier to achieve fast lap times is due to the combination of powerful engine, three kilograms of reduced weight, geometry changes and upgrades to the suspension elements.
To further push the handling dynamics, the CRF250R's aluminum frame has had its lateral stiffness reduced by 20% while maintaining torsional rigidity to increase cornering speed, traction and steering precision. In the area of the swingarm mount, the frame has been given optimized rib reinforcements and the aluminum swingarm itself has been given a new, coordinated stiffness. Upper and lower triple tree were redesigned; these allow increased flex to pierce through curves with even more agility and to better absorb initiated impact forces. The 49mm Showa USD fork (with coil springs) is fully adjustable. To make the cornering behavior smoother, the fork received new damping valves, the stroke was increased to 310 mm and the rigidity of the axle clamp was increased. The aim was to improve both the grip potential and the ability to absorb ruts.
The Showa damper is equipped with valving that allows for faster flow. which regulates the shock absorption more precisely and makes it easier to drive over ruts on difficult surfaces. In line with this, the Pro-Link lever deflection determines the progression in compression behavior. The fork angle and trail are 27,2 degrees/115 mm and the wheelbase is 1.477 mm. The ground clearance is 333 mm, the weight ready to drive is 104 kg. The compact and seat-friendly seat gives the driver plenty of freedom of movement on the slim machine. Servicing the CRF250R is also easy, removing just four M8 bolts at a time to loosen the bodywork side panels.
The radiator covers are aerodynamically optimized with CFD computer calculations for maximum air flow; also made in one piece from plastic and have an additional lower ventilation. The titanium fuel tank has a capacity of 6,3 liters. The standard Renthal Fatbar handlebars contribute to the perfect ergonomics. The upper fork bridge has two mounts for the handlebar brackets, which allow the handlebars to be mounted offset by 26 mm to the rear or front. If the holders are turned 180 degrees, the handlebars can be moved by a further 10 mm, so that a total of four riding positions can be set.
The double-piston caliper for the 260 mm wave brake disc is equipped with pistons of different sizes (30 and 27 mm Ø). Together with pressure-resistant lines, the feel and braking performance are improved and uneven wear of the pads is prevented. The 240 mm rear brake disc (also in wave design) decelerates with a single-piston brake caliper. DID aluminum rims are finished in black, the spokes are directly hinged. Pirelli MX32 Midsoft tires are mounted on it as original equipment, in size 80/100-21 at the front and 100/90-19 at the rear. Modern designed graphics, enhanced with modernized HRC logo, underline the sleek silhouette and the breathtaking lines of the 2023 CRF250R.
3.2 Engine
- Consequence of last year's modifications (cylinder head and intake tract optimized, outlet straightened, manifold revised, single exhaust silencer): 10% more power and 15% more torque.
- High and accurate speed stability, efficient oil supply.
- 9 disc clutch.
- Shift box with perfect gear ratio.
- Optimum cooling performance.
The DOHC engine with 249,4 cm3 Displacement shines with rich top performance and plenty of torque. The 2022 bike added a hefty pound at low revs – without sacrificing the top/midrange. This level of development continues to impress in the 2023 CRF250R, as Honda continues to set the benchmark in the MX2 category. The power curve rises earlier but remains smooth and linear, while torque now also shows gains at lower revs. The test bench measurements show up to 10% more power and 15% more torque across the entire engine speed range, which has a particularly positive effect in practice when the chassis qualities that have been increased in terms of agility are exploited and, for example, accelerated from low engine speeds with maximum punch without changing gears.
Combustion at low speeds has been improved via optimized gas exchange. This was implemented via a 78% larger air box (with a volume of 4,1 liters), an optimized intake tract, a 60 degree installation angle for the injection nozzles and a straightened exhaust port. For this purpose, cooler intake air is supplied for mixture preparation. At the same time, access to the air filter for service work has been made easier. The inlet camshaft sprocket is pressed on, which saves weight and increases component rigidity. Double springs for the intake valves allow higher speeds and more precise camshaft timing. A modified oil supply to the cam journals and stiffer camshaft bearing blocks reduce friction in the valve train.
Precisely positioned rocker arm shafts also support performance at high speeds, and the design of the pistons and connecting rods is also designed for maximum efficiency. Bore and stroke measure 79 x 50,9mm, cylinder offset is 4,5mm and compression ratio is 13,9:1. The valves are made of titanium, the intake valve head measures 33 mm in diameter and the exhaust valve head is 26 mm in diameter. The exhaust has a single silencer, the manifold is routed in the most direct way possible. Optimized internal dimensions of the exhaust system improve combustion stability, the compact design integrates perfectly with the bodywork and supports the slim stature of the CRF250R. In order to cope with the increased working temperature of the stronger engine, cooling and heat dissipation have been improved. The radiator covers also help to optimize airflow.
The reliability was also optimized with the 2022 vintage. A more heavily dimensioned water pump drive gear copes better with hot engine oil. Increased oil pressure improves the flow to the cylinder head. A 5-hole oil jet sprays the piston crown from below to improve cooling. The oil paths in the thermally highly stressed engine, including the cylinder head, are kept short and straight, and the clutch and gearbox are also lubricated. The engine oil capacity is 1,35 liters. The clutch works with 9 discs to improve function and engagement feel as well as achieve lighter leverage. This helps reduce the load on the friction discs. Another compression spring also strengthens the clutch basket. The overall stiffer design, aided by improved lubrication, optimized friction materials and the primary drive, handles the power better and increases clutch life by 21%. The operating force on the clutch lever has been reduced by 4%.
The clutch withstands the highest forces, and the gearbox is also adapted to the increased stress without increasing the weight; as well as the translation levels. The first gear has a longer ratio, the second is shorter, the third is larger and the 4th and 5th gear are shorter. The shift uses a barrel with a shift fork that is simple and lightweight in construction, accesses stiffer transmission shafts, and produces less friction. The benefit of the constructive precision work is a more pleasant shift feel. A gear sensor enables the use of specific ignition maps for first and second, third and fourth, and fifth gear.
3.3 Electronics
- Three-stage HRC launch control.
- Mapping selection via the EMSB switch (Engine Mode Select Button).
Thanks to the HRC Launch Control, perfect launch maneuvers are greatly simplified. There are three preselection settings to choose from:
- Level 3 - 10.000 rpm, for muddy surfaces or MX novices.
- Level 2 - 11.750 rpm, basic setting for dry terrain.
- Level 1 - 13.000 rpm, for dry terrain and riders with professional demands.
Activating the HRC Launch Control is straightforward: to switch it on, pull the clutch and press the starter button (on the right). Then the LED indicator light for level 1 flashes once. Press the starter button again (hold for 0,5 seconds or more), then the Level 2 LED indicator light will flash twice. Press the starter button one more time and the Level 3 LED will flash three times. With the EMSB switch (Engine Mode Select Button), the engine setup or the performance characteristics can be determined as desired. There are three ignition curve mappings to choose from: Mode 1 (standard), Mode 2 (smooth power delivery) and Mode 3 (maximum gripping power delivery). The activated setup is indicated to the driver via an LED indicator light. Handlebar switch and display are grouped together on the left handlebar and include engine kill switch, EFI injector lights, EMSB switch and LED indicators.
- Technical data
| MOTOR | |
| Type | Liquid-cooled, DOHC, four-stroke, single-cylinder, four-valve |
| Capacity | 249,4 cm3 |
| Bore x stroke | 79 mm x 50,9 mm |
| compression | 13,9:1 |
| engine oil content | 1,35 liters |
| Fuel system | |
| mixture preparation | PGM-FI fuel injection |
| Tankinhalt | 6,3 liters |
| ELECTRICS | |
| Starter | E-Starter |
| DRIVE | |
| Clutch | Multiple discs in an oil bath |
| Transmission | 6 gears |
| Final drive | Chain |
| FRAME | |
| Type | Aluminum twin tubes |
| FRAME | |
| Dimensions (L / W / H) | 2.177 x 827 x 1.265 mm |
| wheelbase | 1.477 mm |
| Steering head angle | 27,32 degree |
| trailing | 115 mm |
| seat height | 961 mm |
| ground clearance | 333 mm |
| Weight with a full tank | 104 kg |
| WHEEL SUSPENSION | |
| your Front Wheel. | 49 mm Showa Upside Down forks (with coil spring) |
| behind | Showa shock absorber, swingarm with Pro-Link linkage |
| BIKES | |
| Rim in front | Aluminum spokes |
| Rim at the back | Aluminum spokes |
| Front tire size | 80/100-21 Pirelli MX32 Midsoft |
| Tire size rear | 100/90-19 Pirelli MX32 Midsoft |
| BRAKES | |
| your Front Wheel. | 260 mm wave disc brake, hydraulically operated |
| behind | 240 mm wave disc brake, hydraulically operated |
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HONDA CRF250R, model year 2023
Photo credit: Honda
