Honda CRF 250 motorcycle: technical specifications, reviews

At the beginning of the 21st century, Honda begins updating and gradually replacing motorcycles XR line. It should be replaced by a more modern, progressive CRF line. An important feature is that the update should not affect the change in motorcycle classes. In the old line there is a cross - it should be in the new one, there is an enduro - you need to collect an enduro based on the new line.

Of course, it is advisable to leave the engine size the same. Not every user will agree to change a bike with 250 cc to a progressive, but more power-hungry model with 300, 350 cc.

Thus was born the line of motorcycles Honda CRF 450 and the “ cheka ” - the younger sister of the Honda CRF 250 . And if the older model immediately had three modifications (X, R, F), then the 250 cc bike was presented in only 2 variations;

Honda CRF 250 X - enduro ;
Honda CRF 250 R - cross .

The release continues.

Appearance

The Honda CRF 250 is brighter than many of its classmates, largely due to the original red color of the frame. This is a rich, bright shade. White and light gray colors are present in small quantities. The appearance is typical for a motocross motorcycle: high saddle, huge ground clearance, straight handlebars.

If you look at the modifications of this bike, they can differ greatly in appearance, from the color to the shape of the wings. However, it is still clear that this is the same model. At least if you watch the driving video. But from the photo it is sometimes difficult to understand that this is the same bike, some of them are so different in appearance.

Modifications (CRF250L, CRF250M, CRF250L Rally)

In addition to those described on the Internet, there are references to three more modifications.

Honda CRF250L - an enduro motorcycle that has common features with the development of the plant CBR250. Deformed engine, complete absence of any settings for the suspension, at least some innovations, steel frame.
It’s better not to go into such jungle on a lightweight version, and Honda itself classifies the L-ku as a dual-purpose bike, and not as an uncompromising “dirt mixer”.
Honda CRF250M assembled on the basis of the previous one, full compliance with technical characteristics, road tires and wheels of the same diameter classify it as a motard.
Already from its appearance it is noticeable that the M is more oriented towards road use.
Honda CRF250L Rally is the next stage of development of the L model. Increased height, ground clearance, larger brake discs and stock ABS for European markets.

Apart from the same engine capacity - 248 cm3, there are no other common parts. The first two models were presented by the concern for budget users in 2012.

If we compare in numbers, budget models initially lag behind the R and X versions, which the developers position as the flagships of the line.

Users note that these budget versions have one big advantage - an almost ideal weight distribution of 46/54% , which makes riding such a bike no more difficult than a bicycle ride.

Flaws

Difficult to maintain.
It's not easy to catch neutral.
You need to get used to the sensitive reaction to the movement of the gas/brake handles.

Advantages

Dynamism and traction.
Checkpoint.
Maneuverability.
Lightweight and manageable.

Comfort

Although some rate comfort as a three on a five-point scale, there is objectively no reason for this. The riding position is no worse than many other bikes in this class. Holding the steering wheel is no less comfortable. Although the start is abrupt, this is the norm. This makes the model more interesting; in experienced hands, such a start becomes a plus.

The motorcycle is easy to maintain because parts are inexpensive and easy to obtain. In addition, tuning lovers will be pleased, because this model provides enormous opportunities for bringing the motorcycle to a certain subjective perfection, which, as we know, is different for everyone.

Model history

September 2003 (2004 model year) - start of production and sales. Model: Honda CRF250R; Honda CRF250X (Europe, North America, Australia, Japan). Factory designation: CRF250R4; CRF250X4.

2005 - no significant changes. Model: Honda CRF250R; Honda CRF250X (Europe, North America, Australia, Japan). Factory designation: CRF250R5; CRF250X5.

2006 - no significant changes. Model: Honda CRF250R; Honda CRF250X (Europe, North America, Australia, Japan). Factory designation: CRF250R6; CRF250X6.

2007 - no significant changes. Model: Honda CRF250R; Honda CRF250X (Europe, North America, Australia, Japan). Factory designation: CRF250R7; CRF250X7.

2008 - no significant changes. Model: Honda CRF250R; Honda CRF250X (Europe, North America, Australia, Japan). Factory designation: CRF250R8; CRF250X8.

2009 - restyling of the Honda CRF250R model. Model: Honda CRF250R; Honda CRF250X (Europe, North America, Australia, Japan). Factory designation: CRF250R9; CRF250X9.

October 2010 - the Honda CRF250X model receives LED optics and begins to be sold in Japan. Since this CRF250X model comes as a 2011 version, this modification was not officially produced in 2010. Model: Honda CRF250R (Europe, North America, Australia, Japan). Factory designation: CRF250RA.

2011 - no significant changes. Model: Honda CRF250R; Honda CRF250X (Europe, North America, Australia, Japan). Factory designation: CRF250RB; CRF250XB.

2012 - no significant changes. Model: Honda CRF250R; Honda CRF250X (Europe, North America, Australia, Japan). Factory designation: CRF250RC; CRF250XC.

2013 - restyling of the Honda CRF250R model. Model: Honda CRF250R; Honda CRF250X (Europe, North America, Australia, Japan). Factory designation: CRF250RD; CRF250XD.

2014 - The CRF250X was not modified this year. Model: Honda CRF250R (Europe, North America, Australia, Japan). Factory designation: CRF250RE.

2015 - no significant changes. Model: Honda CRF250R; Honda CRF250X (Europe, North America, Australia, Japan). Factory designation: CRF250RF; CRF250XF.

2016 - no significant changes. Model: Honda CRF250R; Honda CRF250X (Europe, North America, Australia, Japan). Factory designation: CRF250RG; CRF250XG.

2017 - restyling of the Honda CRF250R model. Model: Honda CRF250R; Honda CRF250X (Europe, North America, Australia, Japan). Factory designation: CRF250RH; CRF250XH.

2018 - Honda CRF250X is no longer produced. Restyling of the Honda CRF250R model. Model: Honda CRF250R (Europe, North America, Australia, Japan). Factory designation: CRF250RJ.

2019 - restyling of the Honda CRF250X, which now has a different name - Honda CRF250RX. Model: Honda CRF250R; Honda CRF250RX (Europe, North America, Australia, Japan). Factory designation: CRF250RK; CRF250RXK.

2020 - no significant changes. Model: Honda CRF250R; Honda CRF250RX (Europe, North America, Australia, Japan). Factory designation: CRF250RL; CRF250RXL.

2021 - no significant changes. Model: Honda CRF250R; Honda CRF250RX (Europe, North America, Australia, Japan). Factory designation: CRF250RM; CRF250RXM.

Dimensions and weight

In terms of dimensions, this, of course, is far from the lightest sports equipment. Even without fuel, the car weighs a lot. At the same time, the volume of the tank is insignificant. And taking into account fuel consumption, you will have to completely discard the idea of using this bike as a universal one for all occasions. Although some manage, and are happy with it.

Dimensions:

tank – 6.3 l;
ground clearance - 327 mm;
curb weight – 108 kg;
height – 1260 mm;
width – 827 mm;
length – 2174 mm;
seat height – 951 mm.

It would be a mistake to believe that a person of slight build can handle this machine. And it’s not just about weight, but also about technical characteristics. To cope with the power of this machine, strong arms and muscles are required in general, otherwise you may encounter dislocations and other injuries.

Pros of the Honda CRF250R

Controllability. The motorcycle is comfortable and easy to control.
Fork. Showa spring forks are suitable for riders of any size.
Tires. Excellent Dunlop MX3S tires front and rear.
Settings. A good package of three standard engine settings.
Clutch. Reliable and easy to operate clutch.
Front brake. A larger front caliper improves braking.

Honda crf250r 2019

Specifications

Good brakes and suspension make the bike safer compared to many older models. However, given the impressive acceleration to 100, experience is required for riding without unpleasant incidents. This car is definitely not suitable for beginners, if only because of its cubic capacity. Even if the maximum speed here is not particularly high.

Rear brakes	one disc, 240 mm
Front brakes	one disc, 240 mm
Rear suspension	progressive pendulum, 312 mm
Front suspension	inverted fork, 305 mm
Overclocking	in 5 s to 100 km/h
Speed limit	140 km/h
Torque at the limit	29.4 Nm
Power to the limit	43.5 hp
Steps in a box	five
Drive type	chain
Fuel consumption	4 l per 100 km

The sounds produced by this model are typical of a motocross motorcycle. However, due to the powerful motor, they are more intense, which is only welcomed by most connoisseurs of the class. The inverted fork at the front is fully adjustable, and its travel is enough to overcome not only small bumps, but also successfully climb steep hills.

What do the owners say?

Judging by the reviews of long-time users, the machine is durable and unpretentious. They also note that, if necessary, such a copy is easy to sell. Handling is praised, although the bike is not considered the best in the class in this regard. However, there are some problems that are often highlighted in this or that review - for example, a rather narrow seat.

Some complain about valve problems, although most take a more moderate position. They admit that after 100 engine hours (approximately) they need to be changed, but they do not notice any other problems.

IMPORTANT! Like many other modern bikes of this class, the model is unlikely to please with its resource. Many are satisfied that this figure is not as high as it could be. The main thing here is to understand that such a machine will require funds for maintenance and care, and if saving is an absolute priority, then it is better not to mess with cars and motorcycles at all and limit yourself to mountain biking.

According to the description of those who have previously driven a sportbike or road motorcycles, the first impressions are very strange. It is advised to pay special attention to the acceleration and behavior of the vehicle off-road, because it is in these parameters that the greatest difference is felt, at least at first. Well, of course, the landing is unusual.

The CRF 250 is a good bike for rough terrain. Suitable for competition (at least if it's not some kind of sophisticated modification). It’s not worth taking as a universal bike for any occasion, unless, of course, you have an endless love for a specific model and class.

Checks without expiration date

The increase in technology of currently produced motorcycles is not always directly related to the quality and quantity of pleasure received while driving. A lot and expensive are not always good and interesting. The downside of electronic assistants, security systems, and ultra-light materials is an increase in the number of possible breakdowns and, as a result, increased repair and operating costs.

The palm among unbreakable motorcycles was confidently occupied by Japanese technology. Statistics are a stubborn thing! But here too there are leaders and outsiders. The glory of perpetual mechanisms, a kind of AK-47 among motorcycles, categorically belongs to the light enduro class of 250 cm3. The laurels of the strongest and most “useful” check of all times rightfully belong to the Honda XR250. The most popular off-road modifications are the XR250R and XR250 Baja. The models are three hundred years old, they have not been produced for a long time, but lovers of extreme long-distance tourism and just fans of tinkering in waist-deep mud cannot imagine their lives without these rogues.

Among all the possible representatives of the XR250 family, which have been produced for 35 years, we will take a detailed look at only the 1995–2007 models that have become particularly popular in Russia. Due to their venerable age and some archaic primitiveness, early modifications are almost impossible to find on the open market. More modern representatives of the family moved to the CRF subgroup and at the same time got bogged down in marketing, and also significantly lost valuable consumer qualities and popularity.

Background

The first appearance of 250 cc enduros in the Honda lineup in the form in which we are accustomed to seeing them actually happened back in 1981. Archaic by modern standards, the enduro Honda XL250R, equipped with a single-barrel engine from the even more ancient Honda XL250S, existed until 1983. Then in 1984 the XLX250R (XR250R for America) appeared with a new engine in which the four-valve head was made using the RFVC (Radial Four) system Valve Chamber). Radial valves are driven by a single camshaft through rocker arms, which has the best effect on the compactness of the combustion chamber. The next round of history is the release of the Honda XLR250R enduro in 1985. In it, the engine with RFVC, largely due to changing the cylinder dimension from 75x56.5 mm to 73x59.5 mm, received more power, torque and reliability. The first public fittings of the image rally replica Baja took place back in 1987 with the advent of the Honda XLR250 Baja.

Honda
XR 250 (1995–2007)

The modern history of the legendary lightweight enduro Honda XR250 begins in 1995, when the Honda XR250 and Honda XR250 Baja models entered mass production. Over the course of time, the chekushki developed in parallel with the 400 cc XRs. The base model is the Honda XR250. This is a classic lightweight enduro for the domestic Japanese market. A steel frame made of rectangular cross-section pipes houses a single-cylinder air-cooled engine with a dry sump lubrication system (oil tank in the frame, double-chamber gear pump in the crankcase), an automatic decompressor, the same RFVC radial valve system and a six-speed gearbox. When moving from the XLR family to the XR 250, the engine parted with the kickstarter (except for the XR250R) and progressive grease fittings, changed the lubrication system from a wet sump to a dry sump, and received an electric starter and battery. The birth of the confrontation between convenience and resource!

The chassis is a kind of compromise. At the front there is a simple telescope with a pipe diameter of 41 mm, at the rear there is a monoshock absorber with progressive links. Suspension travel on the XR250 is 300mm front, 220mm rear.

Throughout production, the Honda XR250 family was gradually modernized. For the American market (model XR250R), fundamental innovations were introduced a year late. In 2000, in addition to the basic modification, the XR250 version appeared with plastic “burdocks” around the tank. Since 2003, this configuration has been the only one possible. Until 1997, the domestic Japanese XR250 and XR250 Baja did not have any catalysts or other environmental protections. Since 1998, they have appeared in standard equipment. In 2003, a serious set of upgrades fell (the so-called XR250-2). Firstly, the appearance has changed. This is noticeable in the more expressive plastic above the headlight, the plastic around the tank, the straight tail and the CRF-style front fender. Secondly, the long-awaited changes to the suspension and engine have arrived. The simple telescope is retained by the Baja and XR250R. Honda XR250 and XR250 SM got a 43-mm “upside-down” one. The firmware in the electronic engine control unit has been optimized for better control and greater performance at low speeds. In the period from 2006 to 2007, changes were introduced to the carburetor (another main jet) and appearance (the rear sides, headlight and fairing around it changed).

Honda
XR 250 R (1996–2005)

Honda XR250R is a hard enduro without the ability to go on asphalt. Sold exclusively in America and Europe, it appeared a year later than the domestic Japanese versions. The factory version of the lighting equipment includes only a headlight and a taillight. There are no direction indicators. Standard toothy tires 120/70–17 and 160/60–17 are a purely off-road attribute.

The Honda XR250R has a number of fundamental differences from the “civilian” modifications: sharper camshafts, an increased compression ratio, the absence of an electric starter (kick only), the absence of passenger footpegs, a minimalist dashboard, a 41 mm fork with travel reduced to 260 mm and a full set adjustments, fully adjustable monoshock absorber with travel reduced to 220 mm, dry weight 116 kg, fuel tank 9.7 l. There is a fairly rare batch of motorcycles equipped with flat-choke carburetors with an accelerator pump. Production of the Honda XR250R ceased in 2004; motorcycles were sold until 2005.

Honda
XR 250 Baja (1995–2004)

The most common version of the Honda XR250 in Russia is the Baja. It is also in the Russified version “Baya” or “Badzha”, although the most appropriate and pleasant-sounding version is the adapted version of “Bach”. Baja is a Spanish word. In the original version it is read exactly as “baha”. Geographically, Baja is an area in southern California where the first short rally raid was held.

Eccentric goggle-eyedness is not at all a whim of designers. In fact, the motorcycle is based on the race of the same name. In a nutshell, Baja is one of the toughest rally marathons around. Sand, poor visibility, difficult navigation... At one time, riders on Honda XR600R motorcycles, equipped with dual round headlights for better navigation at night, performed brilliantly in Baja. The Japanese even produced the Honda Dio scooter and the Honda Monkey moped in the Baja style.

Honda XR250 Baja is a motorcycle strictly for the Japanese domestic market. It came to us in large quantities along with the first wave of second-hand goods and took root very well. The Baja modification differs from the basic XR250 in optics, a seat (1.5 cm wider), engine settings, a gas tank increased to 14 liters (from 1996–1997), an electronic instrument panel with an on-board computer like the Africa Twin, and suspensions with increased travel. (300 mm each at the rear and front), increased fork offset and steering column angle. The frames of the Baja and the regular Xer are the same. The Honda XR250 Baja was discontinued in 2004.

Honda
XR 250 SM (2003–2007)

In 2003, the model range was supplemented by a factory motard – the Honda XR 250 Motard. The device is almost mythical! Unlike the XR400SM, almost no one has seen it live in Russia. Still, 249 cm3 and 28 liters. With. at the peak it’s not enough for a motard.

The SM version is no different from other XRs in terms of engine, frame and attachments. The fundamental difference is observed in the suspension, brakes and appearance. Instead of a puny telescopic fork, the motard, as expected, is immediately armed with a “shifter”. In this particular case, it is an adjustable Showa fork with a tube diameter of 43 mm and a stroke of 240 mm. A single brake disc with a diameter increased to 260 mm is attached to the left feather. The calipers are unified with off-road versions. In the rear suspension, the motard still has the same monoshock absorber and progression links as the XR250R. The tire size is more asphalt - 110/70–17 and 130/70–17. The dry weight of the motorcycle is 120 kg, the seat height is reduced to 855 mm, there are slight differences in dimensions. The appearance has been adjusted from a distinctly off-road look to a more asphalt look due to the “bugs” on the tank and road tires.

Crash tests

Honda XR250 model 1995–2007 and earlier years of production is not afraid to fall! If fatal breakdowns occur that immobilize the motorcycle forever, then only in serious accidents and at high speed. In other cases, the controls break or bend (levers on the steering wheel, the steering wheel itself, brake pads and gearbox). With frequent driving on serious off-road conditions, the plastic traps break off quite quickly. Aftermarket aluminum parts solve the problem.

The Honda XR250 Baja is a special case. The monumental design with two headlights and a yoke for those who like to lie around is a potential source of increased problems. Sooner or later, after a series of vigorous falls, the metal bracket breaks. As a result, the headlights hang helplessly on the wires. The enlarged gas tank has a similar fate. It's big and wide. It gets scratched or wrinkled every time it falls on its side.

When purchasing a Baja, look carefully at the yoke and bracket. It’s difficult to brew everything the way they do it at the factory. A large number of seams, misalignment and other collective farm problems are evidence of the difficult fate of the motorcycle. Grandmothers don’t go shopping for bread like that!

Technical features

Representatives of the Honda XR250 family are usually called the eternal motorcycle. In this case, eternity should not be understood very literally. Any motorcycle breaks down, there are no mechanisms that do not wear out. The beauty of the XR250 is its amazing durability. This equipment was created specifically for harsh working conditions, hence the set of certain qualities and a fantastic margin of safety, allowing operation to be interrupted only for extremely rare maintenance. It can be disabled only by seriously damaging the frame and number plates. Everything else is being fixed. Fortunately, there are very few parts in the motorcycle, they are reasonably priced and have high unification within the model line.

The Honda XR250 of the 1995–2007 model definitely has no weak points that should be given increased attention. The main enemy of this technology is age, untimely and unqualified maintenance. Thanks to the increased safety margin of the chassis and the low degree of engine boost, the motorcycle, even in the most advanced cases, will creak, rattle, but still ride. Of course, you should not abuse it. If you frequently travel off-road, you should regularly inspect the suspension elements. Particular attention to wheel bearings and progression rods. Their main enemy is sand and the lack of grease nipples. A complete inspection with lubrication and replacement of worn parts must be carried out at least once a season.

During normal quiet driving, the engine will only ask for a replacement of spark plugs, filters and oil. Servicing the Honda XR250 does not pose any particular problems even for beginners. All procedures are obvious and understandable. The fastener is large and strong and does not fall apart in your hands. The valves are regulated by a simple screw-nut system. The adjustment interval is once a season. It is important to once and for all become familiar with the dry sump lubrication system and the frame as an oil tank. To check the level, place the motorcycle upright, then start the engine for five minutes. Then turn off the engine and immediately check the oil level. It is important not to overdo it with the amount of oil poured! Otherwise, it will be squeezed out through the breather or, if you are very unlucky, through the seals in the engine.

An acceptable oil change interval is once every 2000–5000 km, depending on the nature of operation. The Honda XR250R requires more frequent and meticulous maintenance (especially oil changes and air filter cleaning), since it is essentially a sports equipment. The engines of all XRs do not like long-term driving at high speeds, like all single-barrel engines. There is a problem associated with the filter mesh in the oil tank frame. This mesh must be periodically checked and cleaned, otherwise in particularly advanced cases a drop in pressure in the system may occur and, as a result, oil starvation. In case of oil starvation caused by loss of pressure or insufficient oil level in the system (which is often the same thing), in addition to CPG parts, the camshaft and rockers are likely to become victims of wear.

In case of active off-road use, once a season it will not be superfluous to look into the details of the CPG. If the situation is favorable, for further trouble-free driving you may only need to replace the piston rings. If unfavorable - the piston, cylinder, valves, timing chain along with the tensioner, and then not far from the crankshaft with main bearings. The XR250 power unit uses rolling bearings, which has the most favorable effect on service life. If you monitor the oil level, even your grandchildren will not know what an engine overhaul is. Possible sources of increased oil loss are hardened valve stem seals or worn piston rings.

You can often hear criticism from Honda XR250 owners about the not very comfortable seat and especially its passenger part. By and large, the XR250, like many other similar “checks”, is a motorcycle for an egoist. Riding together will significantly spoil the dynamics and pleasure of the trip, and also, importantly, significantly reduce the service life of engine and suspension parts.

Tuning Honda chekushek is not radical in nature. The XR250 SM is being completed for stunt and track, pumping the brakes and engine. The XR250, XR250R and Baja are being modified for long-distance touring. And the main thing here is not to overdo it with the amount of luggage in the back of the motorcycle. The subframe is quite strong, but everything has its limit. Prolonged rides with overload will most likely kill the rear shock absorber.

The general unification of parts within the family is very helpful. Thus, the Baja tank is very popular among truckers, and the fork, shock absorber and wheels from a supermotard are very popular among street shooters. There is a special kit in nature that allows you to install a kickstarter on any XR250.

Conclusion

The Honda XR250 is a very profitable, even anti-crisis, motorcycle. It is inexpensive, hassle-free maintenance and major repairs, and is easy to use. A really good example of how you can experience all the joys of riding a “proper” motorcycle for little money, without resorting to newfangled electronics and other gadgets.

Low unit costs are primarily a consequence of the simplicity of the design and venerable age, which in no case excludes interesting and versatile functionality.
The Honda XR250 family hasn't had its last word yet! Teenage > April 26, 2021 13:19 Mikhail Pimus