After winning the 2023 AMA Pro Motocross 250 Championship and both regions of the AMA Supercross 250 Championship at the hands of Jett and Hunter Lawrence, the CRF250R is not resting on its laurels for the 2025 model year. Constant refinement is required to compete at the highest level, as riders and tracks continue to demand more from the machines. For 2025, the CRF250R takes another step forward in its evolution, with advancements to its chassis, suspension and engine. The combination of improved stability, greater comfort and refined power characteristics translates to faster laps and a confidence-inspiring ride. From young, aspiring racers, all the way to those in the professional ranks, the CRF250R performs at every level.
NEW FOR 2025
- Updated main frame constructed of 70% new components to optimize rigidity and improve handling characteristics.
- New subframe mounting point optimizes lateral rigidity and reduces energy transmission from the rear of the bike to the front.
- The rigidity of the steering stem, triple clamps, outer fork tubes and front axle have all been revised to match the frame updates.
- The fork features new springs, kit-fork-inspired Bending Control Valves, seals and oil for a consistent feel throughout the stroke while minimizing harsh feedback.
- A new shock spring, reservoir, shaft and oil seal contribute to a consistent stroke feel to match the fork updates.
- The linkage has been updated to a one-piece structure that enhances rigidity, to improve tracking and stability performance. It also features a new leverage ratio that decreases pitching while improving bottoming resistance.
- The front brake caliper has an updated piston and seal grooves for consistent performance throughout the moto. It also features new machined accents.
- The redesigned airbox provides a straighter pathway for airflow, improving throttle control and top-end power.
- Increased crank rigidity enhances midrange torque.
- The revised muffler and header-pipe design is straighter and smoother, improving acceleration.
- New ECU maps offer smoother delivery while retaining strong torque and power throughout the rev range.
- The redesigned bodywork features smooth, flat surfaces to promote freedom of movement and offer a large contact point for gripping the bike.
- A new map switch offers the same Honda Selectable Torque Control settings as the CRF450R.
- Rear-shock removal time has been cut in half by eliminating the need to remove the subframe in order to access the shock.
HISTORY
Just two years after the debut of the CRF450R—Honda’s first four-stroke motocrosser—the original CRF250R was introduced for the 2004 model year. Generation 2 followed in 2006, with a focus on achieving balance through careful vehicle packaging. That bike won the AMA Supercross 250SX East crown at the hands of Davi Millsaps, and two years later Trey Canard took that title aboard the same platform.
The 2010 iteration introduced fuel injection, which Canard employed to good effect in earning that year’s AMA Pro Motocross 250 Championship. Justin Barcia won the following year’s 250SX East crown, and in 2012 Barcia and Eli Tomac dominated AMA Supercross, winning the East and West titles, respectively. In the generation’s final year, Tomac earned the AMA Pro Motocross 250 Championship, with Wil Hahn taking the 250SX East crown.
The model’s 2014 iteration was noted for its suspension updates, and Justin Bogle rode it to that year’s East Region Championship. The 2018 model featured a new dual-overhead-cam engine, and Chase Sexton proved its effectiveness when he rode it to the 2019 and 2020 East Region titles, with Jett Lawrence taking the 2021 AMA Pro Motocross crown. The platform was also raced to AMA Arenacross Championships by Phoenix Racing Honda riders Jace Owen (2019) and Kyle Peters (2020 and ’21).
The 2022 model year saw a major overhaul of the CRF250R, with the ambitious design goal of improving engine performance and toughness, while reducing vehicle weight. This latest platform has been raced with success by Team Honda HRC, with Jett Lawrence taking it to the ’22 crowns in East Region Supercross and AMA Pro Motocross; in ’23, Jett and his brother Hunter earned the West and East Region Supercross crowns, respectively. Meanwhile, Peters has collected his third, fourth and fifth consecutive AMA Arenacross titles.
For 2025, the CRF250R takes another step forward, with a new evolution of the platform.
CHASSIS / SUSPENSION
Known for its precise handling and overall rideability, the CRF250R builds upon its strengths with significant chassis and suspension improvements for 2025. These advancements allow for greater stability and comfort, especially late in the moto when track conditions are at their worst.
Frame / Subframe
The redesigned mainframe is constructed from 70% new components, leading to a more comfortable and confidence-inspiring ride. An 8% increase in torsional rigidity improves overall stability, while a 5% increase in the torsional/lateral rigidity ratio allows for precision cornering. Vertical torsional rigidity is increased by 4%, enhancing stability in rough track conditions.
Additionally, the subframe mounting point has been relocated to a more rigid position on the mainframe. This reduces energy transmission from the rear of the motorcycle to the front, offering greater stability and comfort, especially late in the moto when track conditions are at their worst.
Despite the increase in overall frame rigidity, the ride character of the CRF450R is much more compliant and composed compared to the previous generation. The frame updates are complemented by revised chassis and suspension components, allowing for greater stability and improved ride comfort.
Suspension
The suspension components have also been revised to match the changes made to the frame. The rigidity of the steering stem, triple clamps, outer fork tubes and front axle have all been revised, improving bump-impact absorption and front-end feel, resulting in a more comfortable ride.
Plus, the 49mm inverted Showa coil-spring fork benefits from new internal components, including springs, kit-fork-inspired Bending Control Valves, seals and oil. These advancements help to control the stroke for a consistent feel—from initial movement, all the way to the end of travel, minimizing any “step” or harsh feeling back to the rider.
The Pro-Link rear-suspension system has a revised linkage structure that increases rigidity by 11%, allowing for smoother rear-suspension actuation. The leverage ratio has been adjusted to maintain a balanced feel, even under braking, and improve bottoming resistance without losing comfort over small bumps.
The shock spring, reservoir, shaft and oil seal have all been updated to achieve a consistent feel throughout the stroke. These changes contribute to an overall balanced feel, as they’re designed to complement the updates to the frame and fork.
The shock is also easier to remove for service and adjustment, only requiring the removal of the side covers, muffler and ECU. The shock takes half the time to remove compared to the previous-generation CRF250R.
Wheels
The black D.I.D rims (21-inch front, 19-inch rear) deliver durable performance and good looks. Petal-style brake rotors (260mm front, 240mm rear) disperse heat.
The CRF250R comes with Pirelli Scorpion MX32 tires, which are ideal for soft and intermediate terrain, and which offer an appropriate amount of sidewall flex for a 250 motocrosser.
Brakes
Based on feedback from Team Honda HRC riders, the front brake caliper has an updated piston and seal grooves. This allows for a smooth, linear feel that’s consistent throughout the moto. The caliper also receives new machined accents.
ENGINE / DRIVETRAIN
The CRF250R’s 249cc liquid-cooled, single-cylinder, double-overhead camshaft four-valve engine design achieves excellent performance and durability. For 2025, engine performance has been enhanced via greater crank rigidity and an optimized intake and exhaust design.
Intake
The redesigned airbox has a more direct pathway for airflow, resulting in improved, precise throttle control and increased top-end power. The fuel injector’s angle is 60 degrees, enabling the spray to reach all the way to the back of the butterfly, and the throttle bore is 44mm. Together, these features cool the intake charge, maximizing air-intake efficiency and torque at low revs. The air filter features a spring-loaded clip design for easy serviceability.
Head
The cylinder head features four titanium valves (33mm intake and 26mm exhaust), with the former using dual springs (one inside the other) to ensure precise movement at higher revs. The intake camshaft sprocket is press-fit, which enhances valve-timing accuracy while minimizing weight.
The camshaft holder has a rigid design that maintains camshaft-journal roundness, contributing to timing accuracy and minimizing friction at high rpm. Durability at high engine speeds is maximized by a high flow of lubrication to the oil-supply journal and the cylinder head. The bore and stroke are 79.0mm and 50.9mm, respectively, and the compression ratio is 13.9:1. The water-pump gear is thick, to enhance strength.
Exhaust
The revised exhaust creates a smoother, straighter path for airflow, increasing performance and acceleration in the middle and top rpm ranges. The system utilizes a single, straight exhaust port for good torque and low-rpm drivability. The single exhaust header is routed close to the engine on the right side, for a narrow cross-section and good rider mobility, and the single muffler has internal baffling that is optimized for torque delivery.
Electronics
In order to fully realize the engine’s potential, the ECU mapping supplies the optimum air/fuel mixture and ignition timing at all throttle positions and engine speeds. HRC-inspired launch control facilitates holeshots.
A gear-position sensor allows the use of three specific ignition maps for first and second gears, third and fourth gears, and fifth gear. There are options for Standard, Smooth and Aggressive ignition maps, selectable via an all-new handlebar-mounted switch, enabling simple tuning depending on rider preference or course conditions.
In addition, Honda Selectable Torque Control offers three levels of intervention. HSTC monitors rpm spikes and responds by temporarily reducing torque; this is accomplished by retarding ignition timing and controlling PGM-FI, to aid rear traction. The three different modes differ in drive-management level, for differing riding conditions or rider preferences:
- Mode 1: The system intervenes most lightly and waits the longest to do so—useful for reducing wheel-spin and maintaining control in tight corners.
- Mode 2: A midpoint between modes 1 and 3 in terms of how quickly and assertively the system intervenes.
- Mode 3: The system intervenes most quickly and assertively, which helps in conditions that are slippery or muddy.
The CRF250R’s handlebar-mounted switch allows selection between three modes, depending on conditions and rider preference. The HSTC system can also be switched off completely.
HRC Launch Control provides the best option for a strong start and also has three modes to choose from:
- Level 1: 9,500 rpm, for high-traction conditions and/or advanced riders
- Level 2: 8,500 rpm, for high-traction conditions and/or average riders
- Level 3: 8,250 rpm, for slippery conditions and/or novice riders
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
- Mode 3: Aggressive
Clutch
The clutch pack has nine discs, to maximize the amount of disc friction material and minimize the load on the individual discs. The clutch basket is rigid for durability, a friction spring reduces spring load, and lubrication is optimized to reduce wear. The primary ratio is 3.047, and lubrication is optimized to enhance clutch endurance.
Transmission
When designing the five-speed gearbox, engineers made efforts to enhance feel during up- and downshifts between second and third gears—a very common operation on a 250 motocrosser. Only one shift fork is operated to execute this gear-change, the countershaft has good rigidity, and the shift drum is light, thanks to a large through hole and use of only two lead grooves.
The design results in excellent gear-shifting feel for the rider, and gear ratios are optimized to best utilize the engine power in the low and middle rpm ranges.
DESIGN
Known for its industry-leading ergonomics, the 2025 CRF250R offers even greater rider comfort, with new shrouds and side plates to promote freedom of movement via a smooth, flat surface. Plus, the wider side-plate profile and flat surface provide better contact for gripping the bike. The radiator grilles optimize the number of fins and their angle, maximizing cooling performance.
Cooling the CRF250R’s engine is crucial to maintaining performance and overall durability. Computational Fluid Dynamics (CFD) were used to design air-outlet vents in the shrouds, and the radiator grilles optimize the number of fins, as well as their angle. Each radiator shroud is produced in a single piece instead of two separate parts.
The seat base has rearward-facing tongues and front-located mounting tabs, an arrangement that eases installation, and acceleration forces keep the seat securely in place. The 1.7-gallon fuel tank is made of lightweight titanium.
Only eight fasteners are used to secure all of the main bodywork components—both radiator shrouds, both side plates and the seat—and all of the bolts for the main bodywork parts have 8mm heads, simplifying maintenance.
The Renthal® Fatbar® handlebar is held by a clamp that can be turned 180º; because the clamp itself has two mounting locations, there are four possible mounting positions for the handlebar, through a range of 26mm.
