For 2025 Honda have come in all guns blazing with their new production bikes and if the recent global launch in America is anything to go by the new bikes have seen some impressive improvements. Let’s take a closer look at the 2025 Honda CRF250R and work through the changes they have made, and how those changes translate out on the track.

CHANGES FOR 2025 Honda CRF250R

  • The frame is updated and is constructed of 70% new components to optimise rigidity and improve handling characteristics.
  • New subframe mounting point optimises lateral rigidity and reduces energy transmission from the rear to the front.
  • The rigidity of the steering stem, triple clamps, outer fork tubes and front axle have all been revised to match frame updates.
  • The fork features new springs, kit-fork-inspired bending control valves, seals and oil for a consistent feel throughout the stroke while minimising 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 enhancing rigidity, to improve tracking and stability performance. A new leverage ratio decreases pitching while improving bottoming resistance.
  • The front brake caliper has an updated piston and seals for consistent performance.
  • Redesigned airbox provides a straighter pathway for airflow, improving throttle control and top-end power.
  • Increased crank rigidity enhances midrange torque.
  • 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.
  • 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 halved by eliminating the need to remove the subframe to access the shock.

PRE-RIDE

Being a Honda rider myself I was intrigued to have my first sit on the new model. With so many different parts I was expecting a totally different feel but I was surprised at just how similar it feels to the 2024 model. It has a nice, flat profile to the seat that allows you to slide forwards or backwards with ease and is slim enough to feel light and agile but still wide enough to grip on to. The production Renthal Fatbar has a nice overall feel to them that will suit most riders.

TIME TO FIRE UP

Coming straight off the back of three Factory 250 bike reviews including the Polyflor HRC Honda 250 of Brodie Connelly, the Factory KTM 250 SX-F of Kayden Minear and the WBR Bulk Nutrients Yamaha YZ250F of Seth Burchell I was feeling quite certain that a standard production bike was going to feel less than spectacular.

I spent a good 15 minutes or so out on the track before coming back in to make a couple of small changes and I must say I was exceptionally surprised with my initial thoughts on the bike. My thoughts in those first laps went straight to two separate things and I couldn’t quite figure out which factor was more dominating. I had parties going on in my head with the surge of power that I was feeling from the stock motor and I also had a smile on my face with how planted and agile the new chassis felt. The two main areas of the Honda 250 that have needed a little attention in recent years.

MY TOP THREE ASPECTS OF THE NEW HONDA CRF250R

THE MOTOR-

The Honda 250 has always had a nice, smooth rideable power plant that often gets described as a motor that suits everyone, a motor that’s solid for juniors or intermediate level riders. When it comes down to absolute brute power that ‘out drags’ the competition to the first turn on a deeply ripped track, the Honda has generally come up a little short. The 2025 CRF250R motor turns all of that on its head.

It’s still useable, smooth power but there’s a lot more of it right through the range. Particularly through the bottom end into midrange and then it continues to rev to a very decent top end. The bulk of this extra power for 2025 comes from the all new airbox/intake system allowing a much more direct pathway for airflow.

There’s also a huge cutout on the left side number plate which allows the bike to breathe a lot more efficiently in comparison to the 2024 model. You can even hear a distinctly different note to the bike with a much deeper sound on the 2025 model. Overall the motor will without a doubt be one of the strongest in class for 2025.

CHASSIS-

When I first heard Honda throwing around phrases such as increased stiffness and increased rigidity I was starting to get a little nervous. However the engineers and testing crew have done their homework and come up with some absolute gold in the handling department. An 8% increase in torsional rigidity combined with a 5% increase in lateral rigidity has translated to a more stable and precise feel while riding, almost opposite to what you would expect.

The Honda gives a much less harsh feeling through the handlebars, particularly when things get a little hard packed on the track. The new chassis immediately inspires confidence when tipping into turns and particularly when changing direction rapidly. The RidePark track we were riding on the day hadn’t developed proper, decent sized bumps to really put the Showa suspension through its paces. However the slightly unsettled feeling on the older model when the weight bias changes from the back to the front has dramatically improved.

The whole feeling of the bike is more settled, stable and yet has a lighter and more agile feeling when jumping and changing direction.

FORK

The 49mm Showa Spring/Cartridge fork that has come standard on the Honda 250 in recent years is a solid, predictable unit but in standard trim has had a small spike in the travel just as it ramps up towards the bottom part of the stroke. This can be a little unsettling when braking hard into corners. For 2025 Honda have made some small changes which include some new springs, ‘kit fork’ inspired bending control valves, new seals and oil. These changes were designed to iron out the small issues from the last couple of years and you can feel them immediately on the track.

The fork seems to provide the best of both worlds by holding up really well on hard hits, yet still retains that plush feeling in the initial part of the stroke. My personal opinion is that the new fork setup, combined with the new shock setting and completely new shock linkage are doing a brilliant job of keeping the bike nicely balanced, no matter what part of the track you’re on. My gut is telling me though that the real genius in the big scheme of things is the all-new chassis.

THREE THINGS I’D CHANGE

GRIPS

Just like most bikes on the market the Honda grips feel like they’ve been made with 50% rubber, 40% plastic and 10% concrete powder. I’ve been riding a fair bit lately so my hands were reasonably tough but within 15 minutes of riding I had some blood coming through the thumb part of my glove. I’d go as far as saying that the Honda grips are almost as hard on the hands as the Yamaha grips, and nobody wants to get themselves ‘Yama-thumb’. (A term given to the annoying blisters that most people would get riding with stock Yamaha grips)

100 SIZE REAR TYRE

The Pirelli tyres that come standard on the Honda CRF250R are decent tyres. I don’t mind them at all and they seem to work quite well on all surfaces. I believe in an effort to keep the weight of the bike down as much as possible they’ve chosen to use a 100 size rear tyre which we generally see on a 125cc bike. Most 250’s will work best with a 110 size tyre on and I believe this is definitely the case with the new Honda, particularly with all that extra horsepower going to the rear wheel.

GRAPHICS

I’m basically clutching at straws here to try and find a third thing that I’d change because to be honest, these new graphics are starting to grow on me. The factory Honda team in America have been running the vertical CRF logo this year with the Lawrence boys, Jo Shimoda and Chance Hymas all sporting the new graphics. They took me a little while to wrap my head around but like I said they’re growing on me for sure.

If you have a think back over the years it is quite often that a major change to the look of any bike will look quite weird for a while. Then all of a sudden you get used to it, then you start to really like it, and then all of a sudden the old look seems prehistoric. It’s the way of the world.

HOW IT STACKS UP

Honda have done their homework and come up with some gold for 2025. Their new 250 is a pleasure to ride and will suit riders from beginner right up to Pro level. The new chassis inspires confidence on all surfaces and the extra power straight out of the crate will save Honda fans thousands of dollars in engine work trying to get their pride and joy up to speed. This thing rips.

DON’T PUSH THAT BUTTON

Bikes these days seem to be getting more and more electronics on board and along with getting more and more buttons to push the cockpit of a current motocross bike is starting to look like a DJ’s switchboard.

On the new 2025 Honda we have a junction on the left hand side of the handlebar that has three different buttons. A blue button with the letter M on it is for selecting one of three different maps.

Map 1- The standard map works well and provides smooth power right the way through the range. In previous years the standard map has been my favourite choice.

Map 2- For me the smooth map is a little docile, but may be useful in very slippery riding conditions and for lighter riders struggling to get used to the 250 power.

Map 3- Aggressive. My favourite map for 2025 by a country mile it really livens up the power from the bottom to the top and you can really feel the difference.

The green button with the letter T is for traction control. Weighing 80+ kg I found that my body weight was well and truly enough traction control for me and when I tried it I found the power to really struggle. Once again, slippery conditions and super light riders might want to give this a try.

The larger red button with an X through it is the kill switch.

2025 HONDA CRF250R

ENGINE

Type                           Single-cylinder, four-stroke, four valve

Displacement            249.4mm

Bore & Stroke           79mm x 50.9mm

Cooling                      Liquid-cooled

Compression ratio   13.9:1

Fuel metering           Fuel injection

Tank capacity            6.3L

Transmission            Five speed

Clutch                         NA

DIMENSIONS

Wheelbase                1,483mm

Seat height                955mm

Ground clearance    330mm

Claimed Weight        107kg (wet)

SUSPENSION

FRONT                      Showa 49mm inverted telescopic fork, compression and rebound adjustable, 310mm travel

REAR                         Single shock, preload, compression and rebound adjustable, 308mm travel

BRAKES

Front                           260mm disc

Rear                           240mm disc

RUNNING GEAR

Handlebar                 Renthal Fatbar

Front tyre                   80/100-21

Rear tyre                   100/90-19

PRICE & CONTACTS

RRP                            $13,998

BROWSER               motorcycles.honda.com.au

BLOWER                   1300 559 846

Warranty                     None

WORDS LEE HOGAN

PHOTOS RBMOTOLENS