2025 Honda CRF250R Review [National Track Test]

July 1, 2024

Well, here we are, folks. It’s summertime, and you know what that means. New bike season is upon us, and this is a big year for Honda motocross bike fans. For 2025, a new CRF450R and CRF250R come out simultaneously, and we also see a Works Edition for both models—the first Works Edition for the 250. Typically, manufacturers release the new 450 first, with the new 250 released the following year. So, it is quite unique to see the release of both bikes together. While all that is very exciting, this article is focused on my first ride aboard the new 2025 Honda CRF250R.

While I’d like to say it’s all-new because it feels all-new, the 2025 CRF250R is not entirely new from the ground up. The motor is virtually unchanged, though it gets a more rigid crank in the pin area, which Honda claims enhances acceleration and midrange torque. In other words, more mass on the crank is added for rigidity. Otherwise, the motor remains unchanged, so let’s talk about the all-new chassis first.

Honda claims 70 percent of the frame on the 2025 Honda CRF250R is updated, and the subframe is an entirely new design with different mounting points. Most notably, Honda made the twin-spar aluminum frame stiffer. Yes, you read that right—stiffer. This was due, in part, to Team Honda HRC development. HRC would add material to the frame in certain areas to add rigidity. With that in mind, Honda R&D leveraged that data from the race team and put it into the 2025 production models.

If you are familiar with the 2024 model, you know the chassis has a harsh, deflective feeling, especially on the front end, though not for the reason you might expect. The front end of last year’s CRF250R is so sensitive to even the slightest bumps or rocks that it can be deflected off course and upset the handling. The 2024’s frame is softer and flexible, causing the frame to flex and snap back, creating uncomfortable head shake and harsh feedback.

For 2025, the frame, steering tube, triple clamps, and fork tubes have been revised to increase rigidity and stiffness. Unexpectedly, the overly flexible frame caused a more rigid, harsh feeling rather than a smoother feeling. The increased rigidity on the frame and fork tubes helps the chassis remain stable through rough stuff and allows the Showa suspension to work as intended.

All those changes to the chassis make a huge difference in the handling and comfort. The best part about the changes is that the 2025 CRF250R still feels like a Honda in the cockpit. There is no drastic change and look to the bodywork and geometry. It has the very comfortable ergonomics you expect with any Honda. The front fender, front number plate, rear fender, and seat are virtually unchanged, so the bike still has a familiar feel but with some nice updates.

The overall feeling of the 2025 Honda CRF250R is very stable, with excellent turning capabilities. It is not deflective, and the rear end stays straight and planted for better control. I had a ton of fun on the new CRF250R, as the handling is confidence-inspiring.

I don’t have a ton of criticism on the suspension; it’s so good off the showroom floor, I hardly wanted to change a thing. The suspension and linkage updates match the new frame, and because everything mentioned above has been updated for more rigidity, the ride is smoother overall.

First thing in the morning, we set my sag to Showa’s recommended 102mm, which felt like a sweet spot to me. I rode most of the day with my sag at 102. However, later in the afternoon, when the track was a little beat up, I increased the CRF250R’s sag to 105 to get the rear end down slightly to see the chassis’ reaction.

With the sag at 105, there definitely is a difference in the corners, as the front end wants to stay a little more upright. Going through the roller sections, the CRF250R is subtly stabler, reflecting the minor adjustments. If I were to race a long, fast, and wide-open grand prix, 105 might be a good sag setting for those conditions. Otherwise, for motocross, 102 is just right for my style and weight at 160 pounds. Granted, the Fox Raceway track conditions during this first ride were favorable; the real test will be how the 2025 Honda CRF250R stands up to rough track conditions, such as late in a practice day at Glen Helen Raceway.

To sum up the feel and overall handling of the 2025 CRF250R, the new generation has the familiar Honda feel with added precision steering and straight-line stability. Now, back to the motor.

There are a few significant updates to external engine components, including a new airbox design, exhaust system, and ECU settings. The new airbox design creates a straighter airflow path, and there is also a wide ventilation hole on the left side of the airbox. The goal was to increase airflow, which in turn improves throttle control and top-end power. This means my fellow grassroots DIY motocrossers don’t have to drill holes in the airbox for more airflow. The only thing 2025 Honda CRF250R owners might have to pay attention to is cleaning the air filter more often.

The new 2025 exhaust updates include a revised muffler and a longer header pipe to help improve acceleration. This is especially noticeable in the mid-to-high rpm range. The power felt like it kept pulling longer between gears and still had usable over-rev.

I have to admit that in one of the rhythm sections at Fox Raceway, I missed a shift and had to over-rev the bike in 2nd gear to get over the next jump. Luckily for me, the power continued to deliver even at those high revs.

The revised external components wake up the motor, providing smooth, strong power throughout the entire rev range. Smooth and strong may sound contradictory, but if you can imagine strong torque with a smooth delivery of power that keeps pulling, then you get the 2025 Honda CRF250R.

Also new for 2025, the CRF250R’s map switch now offers the same Honda Selectable Torque Control settings as the CRF450R. Additionally, the updated ECU maps have a smoother delivery while retaining strong torque and power throughout the rev range. Overall, the power delivery is strong from mid to top, with a smooth bottom end.

I didn’t experiment with the Honda Selectable Torque Control (aka traction control) settings during the test day. The track prep at Fox Raceway was absolutely prime, so I wasn’t experiencing any wheel spin or traction loss that I might otherwise get in drier or sandier conditions.

The 2025 CRF250R is equipped with three modes. Mode 1 is smooth and mellow, delivering torquey power from the midrange on up. Mode 3 is a bit too snappy for me, though it is still controllable. After some experimentation, I stuck with Mode 2, which splits the difference.

Also, I’d like to mention the cable-actuated clutch—I love a cable clutch. For me, a cable clutch has a better feel than a hydraulic clutch. While hydraulic systems are smooth and can have an easier lever pull, a cable has a smooth and easy feel, as long as it’s properly maintained. I always ride with only my index finger on the clutch lever.

All day long aboard the 2025 CRF250R, I clutched with one finger and experienced no fatigue. It’s the connected feel I experience with a cable clutch that I like, so I have more control over the clutching than with a hydraulic clutch. It’s certainly a matter of personal preference, but I wanted to share with everyone that the cable clutch feels great.

But we’re not done with the updates just yet. I love the brakes on the 2025 Honda CRF250R. The Nissin front brake caliper is updated with a new piston and seals. Honda says this allows for a smooth, more linear feel that is consistent throughout the entire moto, and reduces lever play by 57 percent during long rides with heavy braking.

On the track, the new braking system is robust and requires less force on the lever to get into the aggressive deceleration. It did take me a few laps to get used to it. However, once I was dialed in, I really felt confident with faster corner entries. I didn’t feel any brake wear-in time was needed at all. After my first few laps, the brakes were very responsive.

Although we’re used to Dunlop tires on Japanese motocross, the Pirelli Scorpion MX32 Mid-Soft tires worked great on the immaculately prepped Fox Raceway circuit. Keep in mind that while Dunlop dominated supercross and motocross championships in the United States, Pirelli has notched up 81 FIM Motocross World Championships, including last year’s MXGP Champion Jorge Prado and MX Champion Andrea Adamo. The Pirellis certainly do fine on the right North American soil.

The 2025 Honda CRF250R is a welcome upgrade from the prior generation. Honda claims 70 percent of the chassis has been revised to add rigidity, and I can say that my smile is just about 70 percent bigger when riding the new CRF250R. With the added rigidity and updated Showa suspension, this new Honda is a confidence-inspiring machine—very comfortable and precise handling. Honda motocross bikes have always been known for superb turning abilities but lacked straight-line steadiness. With the latest CRF250R, we get the best of both—cornering and stability. Combine all that with a smooth, torquey motor and powerful brakes, and the new 2025 Honda CRF250R delivers a predictable and comfortable ride.

Photography by Drew Ruiz

RIDING STYLE

Helmet: Arai VX-Pro4 Resolute Yellow
Goggles: Oakley Airbrake
Pants + jersey: Just1 Racing J-Flex 2.0
Chest protector: Alpinestars Bionic Action
Gloves: Just1 Racing J-Flex 2.0
Compression shorts: Ethika
Knee braces: Alpinestars Bionic-10 Carbon
Boots: Alpinestars Tech-10

2025 Honda CRF250R (CRF250RWE and CRF250RX) Specs

ENGINE

Type: 4-stroke single canted 9 degrees forward
Displacement: 249cc
Bore x stroke: 79.0 x 50.9mm
Compression ratio: 13.9:1
Valvetrain: DOHC; 4 titanium valves
Fueling: EFI w/ 44mm throttle body
Starting: Electric
Transmission: 5-speed
Clutch: Wet multiplate
Final drive: 520 chain

CHASSIS

Frame: Twin-spar aluminum
Handlebar: Renthal tapered aluminum
Front suspension; travel: Fully adjustable Showa inverted 49mm fork (RWE: Kashima fork tube coating); 12.2 inches
Rear suspension: Linkage-assisted fully adjustable Showa piggyback shock; 12.1 inches
Rims: D.I.D DirtStar
Tires: Pirelli Scorpion MX32
Front tire: 80/100 x 21
Rear tire: 100/90 x 19
Front brake: 260mm disc w/ 2-piston caliper
Rear brake: 240mm disc w/ single-piston caliper

DIMENSIONS and CAPACITIES