CRF 250R 2023

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The 250 MX class moves fast. We move faster. So, the CRF250R has the exact same HRC-developed chassis as the winning CRF450R. As a result, it’s a lightweight weapon packing sharp steering geometry and tuned lateral frame rigidity with a swingarm to match. Precise settings for the Showa suspension – plus 310 stroke for the 49mm USD fork – and lightweight spring in the shock deliver incredible traction front and rear, smooth bump absorption and plush rut-riding ability.

You’ll want to put this amazing chassis to good use. The CRF250R’s 249.9cc DOHC engine builds extra low-down punch below its amazing mid-range and top-end hit. The cylinder head design boosts oil flow and high-rpm valve accuracy, while the piston and con-rod are optimised. A 9-plate clutch manages output efficiently and the gearbox is sweet-shifting, with ratios tailored to transmit power. To keep you ahead HRC Launch Control helps nail the start while 3-Mode EMSB (Engine Mode Select Button) adjusts power delivery.

A compact seat design and slim, minimal bodywork open up movement and the Renthal Fatbar adjusts position to suit your style. Sharp new graphics and a special HRC logo define out competition-ready intent. If you want to cut lap times make the CRF250R your weapon of choice. It’s what it’s built for.


Tipo Monocilindrico 4 tempi, raffreddato a liquido, con distribuzione bialbero DOHC a 4 valvole
Cilindrata 249,4 cc
Alesaggio x corsa 79 x 50,9 mm
Rapporto di compressione 13,9 : 1
Quantità olio 1,35 L


Tipo Iniezione elettronica PGM-FI con selezione delle mappature EMSB e launch control.
Capacità serbatoio 6,3 litri


Avviamento Elettrico


Frizione Multidisco in bagno d’olio
Tipo di cambio 5 marce sempre in presa
Trasmissione finale A catena


Tipo Doppio trave in alluminio


Dimensioni (LxLxA) 2.177 x 827 x 1.265 mm
Interasse 1.477 mm
Inclinazione cannotto 27°32'
Avancorsa 115 mm
Altezza sella 961 mm
Altezza da terra 333 mm
Peso senza benzina 104 kg


Anteriore Forcella rovesciata SHOWA con molle in acciaio, completamente regolabile. Steli da 49 mm, escursione 310 mm
Posteriore Ammortizzatore Showa completamente regolabile con sistema Honda Pro-Link


Anteriore A raggi, cerchi e mozzo in alluminio
Posteriore A raggi, cerchi e mozzo in alluminio


Anteriore 80/100-21 PIRELLI MX32 MIDSOFT
Posteriore 100/90-19 PIRELLI MX32 MIDSOFT


Anteriore Disco wave da 260 mm, pinza a due pistoncini
Posteriore Disco wave da 240 mm, pinza a singolo pistoncino
All pictures, product specifications and data are subject to change without notice


1 Introduction

2 Model overview

3 Key features

4 Technical specifications



The MX2 class is a relentless, close-quarter battle. And Honda’s CRF250R has proved itself a worthy weapon for the fight. Competition has led its evolution over time, through increments and steps, into a platform that the amateur MX enthusiast – as well as pro-racer – can extract the utmost out of, every metre of every lap.

Over the last 5 years it’s been on a massive development journey. In 18YM the CRF250R underwent a ground-up redesign that inherited the ‘Absolute Holeshot’ philosophy of the 17YM CRF450R, sharing its seventh-generation frame, revised geometry and Showa suspension. It was also armed with a brand-new DOHC engine and switchable engine mapping; rider-focused ergonomics ensured it remained an MX machine that the hobby rider could exploit to their individual level of ability.

The 19YM CRF250R received a boost to low-rpm torque, through extensive intake and exhaust development plus HRC launch control, revised front brake caliper and adjustable-position Renthal Fatbars. In 20YM it moved forward once again, with the frame and swingarm of the 19YM CRF450R and more mid-range for the engine.

For 22YM it made a significant performance leap to make it ‘The Strongest Ever’ including major chassis upgrades inherited from the 21YM CRF450R, improving both ability and agility. It also received stronger low-rpm torque to make best use of the new chassis, with improved toughness and durability.

The CRF250R 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.

  1. Model Overview

It’s worth recapping why 22YM was such a big advance for the CRF250R; 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 the 450 is even better for the 250. A full 3kg lighter than the 21YM design, the CRF250R’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 CRF250R’s 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) ensure none of the extra punch is wasted.

  1. Key Features

 3.1 Chassis

  • HRC input running through frame, swingarm, rigidity balance and geometry for enhanced cornering ability and ease of use
  • 49mm Showa front fork with optimised spring rate and compression/rebound damping front and rear
  • Compact seat design and plastics aid rider freedom; new 23YM graphics with a brand new HRC logo

Where the CRF450R leads, the CRF250R follows. So, it is equipped with the same platform that debuted on the production 21YM CRF450R, after intense development from HRC. And it’s a championship-winning base point –Tim Gajser secured two consecutive MXGP titles with it. Alongside the punchier engine, a 3kg weight saving, geometry changes and suspension upgrades cohere to create a package that’s easier to ride fast, lap after lap.

The CRF250R’s chassis dynamic was also new; while torsional rigidity was maintained lateral rigidity reduced 20% to increase corner speed, traction and steering accuracy. The swingarm pivot point features optimised rib placement while the aluminium swingarm has a rigidity balance tuned to match the frame.

Both top and bottom yokes use increased flex over the previous design, to give sharper, more agile cornering and bump reaction. Up front are fully adjustable, 49mm Showa USD coil spring forks. For smooth cornering performance the forks use 310mm stroke with axle clamps designed to improve grip and rut ride-over ability. The Showa rear shock’s main piston uses valving – with matching Pro-Link ratio – set for faster response and smoother bump absorption and rut ride-over.

Rake and trail are set at 27.32°/115mm with wheelbase of 1477mm. Ground clearance is 333mm; kerb weight is 104kg. The compact seat aids the rider’s freedom of movement around the slimline machine. It’s also simple to remove and install. Maintenance is easy, with just 4, 8mm bolts securing the minimal bodywork.

Designed with Computational Flow Dynamics (CFD) for maximum through-flow of air, the radiator shrouds are constructed from one piece of plastic and include a lower vent. The titanium fuel tank holds 6.3L.

Standard-fit, lightweight Renthal Fatbar flex for optimal comfort; the top yoke features two handlebar-holder locations for moving the handlebar rearward and forward by 26mm. When the holder is turned 180°, the handlebar can be moved an additional 10mm from the base position, resulting in four unique riding positions.

Up front, the twin-piston brake caliper employs 30 and 27mm diameter pistons and 260mm wave-pattern disc; along with low-expansion rate brake hose, it gives both a strong feel and consistent staying power. The single-piston rear caliper is matched to a 240mm wave-pattern disc.

DID aluminium rims, with directly attached spoke pattern layout are finished in black; 80/100-21 Pirelli MX32 Midsoft front and 100/90-19 Pirelli MX32 Midsoft rear soft-terrain tyres are fitted as standard equipment.

For 23YM, complementing its aggressive lines, CRF250R features a striking all-new graphic treatment which includes the new redesigned iconic HRC logos, now italic, which represents HRC’s racing expansion into 4W racing activities.

3.2 Engine

  • Last year’s intake and cylinder head development plus straight exhaust port/downtube and single muffler yielded up to 10% more power and up to 15% extra torque.
  • High-rpm valve-timing accuracy and cylinder head oil delivery improved
  • 9-plate clutch improves endurance with lighter lever feel
  • Gearbox ratios tailored for roll-on ‘snap’
  • Highly efficient radiator cooling

 The CRF250R’s 249.4cc DOHC engine has long established a top-end that’s one of the best trackside and improved torque and power from low rpm – with zero loss at peak – drove development for the 22YM tune, which carries on into 23YM.

Picking up early in the rev-range, power output is smooth and linear, while torque bulges at significantly lower rpm. Overall, there’s up to 10% more power and 15% torque across the rev range compared to the previous design, for fluid, same gear corner-to-corner over-rev. The result in your throttle hand is a big-hitting engine with an even heavier punch delivering strong, accessible drive from low down to make real use of the chassis’ agility.

Low-rpm combustion stability and gas flow in, and out, of the chamber are the main drivers of improvement. The air intake funnel and cone tube feeds to an injector set at a 60° angle and out to a straight exhaust port. A 4.1L airbox ensures high intake efficiency and air intake cooling; the air filter’s also easy to access.

The intake cam sprocket is press-fit, saving weight and increasing rigidity. Double springs for the intake valves give extra high-rpm control. The oil’s pathway to the camshaft journals – and a rigid camshaft holder and head – reduce journal friction.

Precise alignment of the rocker arm shaft position aids high-rpm performance while the piston and connecting rod design maximise efficiency. Bore and stroke is set at 79 x 50.9mm, with a 4.5mm cylinder offset to reduce friction and compression ratio of 13.9:1. The valves are titanium; 33mm inlet and 26mm exhaust.

A lightweight single muffler expels spent gases The downpipe allows a straight shot; optimised internal dimensions enhance combustion stability and exhaust efficiency. Its compact nature also allows a slim body. To cope with the extra heat generated by a harder-working engine cooling is improved, while the radiator shrouds generate extra airflow.

Extra levels of reliability are built in. The water pump gear design deals efficiently with high-temperature oil while pressure to the cylinder head ensures greater oil flow. A 5-hole piston oil jet maintains optimum piston cooling and ignition timing. The combined oil pump/drive gear is on the right-hand side of the engine, with the oil filter and oil way on the right side – the oil’s path around the engine is short and straightforward and the oil also lubricates the clutch and transmission, with a total oil capacity of 1.35L.

To improve endurance, engagement feel and a lighter lever action the clutch employs 9 plates, spreading the load applied to the friction material. Also, an additional friction spring in the damper chamber, optimised lubrication, friction materials and primary ratio – plus more rigid clutch centre – contribute to higher performance and (compared to the previous design) a 21% increase in endurance. The operational load on the clutch lever is reduced by 4%.

To deal with the load applied by the new clutch, as well as maximise drive from any rpm point, the gearbox – without adding weight – features a layout built for extra strength. The ratios too are carefully tailored: a tall 1st, short 2nd, tall 3rd and short 4th/5th.

The shift pattern uses one shift fork going up from 2nd to 3rd with two lead grooves and countershaft rigidity designed to reduce friction. The result is much better shifting feel between two critical gears. A gear position sensor allows the use of specific engine maps for different gears.

3.3 Electronics

  • HRC Launch Control offers 3 start options
  • Engine Mode Select Button (EMSB) features 3 maps to adjust output character

HRC’s Launch Control system gives any rider the best option for a strong start and has 3 modes to choose from:

Level 3 – 10,000rpm, muddy conditions/novice.

Level 2 – 11,750rpm, dry conditions/standard.

Level 1 – 13,000rpm, dry conditions/expert.

Activating HRC Launch Control is easy – to turn on, pull in the clutch and push the Start button on the right. The LED will blink once for Level 1 selection. Push the Start button again, for 0.5s or longer, and the LED will blink twice for Level 2. Repeat the process and the LED will blink 3 times, indicating that Level 3 has been chosen.

The Engine Mode Select Button (EMSB) alters the engine’s characteristics, and three maps are available to suit riding conditions or rider preference: Mode 1 (Standard), Mode 2 (Smooth) and Mode 3 (Aggressive). The LED also displays Mode selected.

The rider controls and displays – engine stop button, EFI warning, EMSB mode button and LED indicator – are all sited on the left handlebar.