Honda CRF250R 2025 Review

Honda can hang its hat on the success a group of Australian riders that have dominated with the CRF250R motocross machine.

Jett Lawrence put his competition on notice when he claimed the 2021 Pro Motocross 250 title while Kyle Webster was dominating the ProMX MX2 class here in Australia in the same year.

Right off the back of these two championships Honda released the 2022 CRF250R with major updates, and it would prove incredibly fruitful for the red camp with Lawrence dominating both supercross and motocross in the USA and Wilson Todd winning the Australian ProMX MX2 class. Honda was on a winning formula with the CRF250R, and Australian riders were loving it.

The 2023 season was another stellar year for the CRF250R with Jett and his brother Hunter winning the AMA Supercross West and East titles respectively. Hunter then claimed the Pro Motocross 250 title, while Todd went back-to-back in Australia. You’d think it was scripted.

Now we have the 2025 CRF250R and, with a long list of changes, it is clear Honda has every intention to stay at the front. The Japanese firm sought plenty of feedback directly from the Lawrence brothers and test rider Trey Canard, and they have delivered a bike with significant upgrades centered around increased rigidity in the chassis along with smoother and stronger power from the engine.

Back to the future

The last big update for the Honda CRF250R was back in 2022 when the frame was redesigned to make it narrower and less rigid. Yeah, less rigid.

For the 2025 model the frame is 70 per cent new. What Honda found was the frame had too much lateral flex, making it feel stiff in certain situations, much in the same way that when suspension is too soft, it can feel harsh because it has exhausted its capability to absorb any more force.

With this in mind, Honda redesigned the frame, including the mounting position of the sub-frame, for increased lateral rigidity to improve the bike’s handing characteristics. The improvement in stability also comes from more rigidity in the triple clamps and outer fork tubes. There’s less flex.

While it is clear making the bike more rigid was a priority, Honda spent time refining the suspension to ensure the bike offers a smooth and compliant ride with new, lighter fork springs, new valves and oil along with a significantly beefed-up front axle. Meanwhile the shock has a new linkage, lighter spring, new reservoir, new shaft and oil to match the fork updates.

Handling and performance were a focus on the 2025 model, but the engine has received plenty of attention too, with a redesigned airbox providing a straighter pathway for airflow to improve throttle control and top-end power. While outright power is a priority for 250cc class riders, it’s pretty useless unless you can get that power on the ground and Honda accounts for this with a revised muffler and header-pipe design that is straighter and smoother, improving acceleration. On top of this are new

ECU maps offering smoother delivery while retaining strong torque and power throughout the rev range. The crank has also been beefed up to enhance midrange torque. Finally, a new map switch offers torque control, the same as the CRF450R.

Launch time

It’s a time consuming and costly ordeal to conduct a bike launch but Honda Australia spared no man nor budget to introduce the 2025 CRF250R to selected Australian media. On a strangely sunny winter’s day at Ride Park just to the west of Melbourne, the Honda Factory Team presented a fleet of 2025 CRF250Rs, each with personalised graphics and a dedicated mechanic. When a manufacturer makes such a fuss, you know it’s for something good.

With pre-ride checks and adjustments made it was time to hit the track. The bikes were brand new with no track time to break them in, so I was anticipating some harshness, but it just wasn’t there. I clicked from second to third and rolled on the throttle and let the engine speak to me.

The track was immaculately prepared with plenty of fluffy dirt to bite into. After the first three turns I was grinning with surprise about how well the bike turns. You just point it in the direction you want to go and apply throttle. It is that simple. The track was smooth with no bumps, and I am far from fast so I wasn’t asking too much from the bike yet.

The suspension certainly felt smooth, and I only got to feel its capabilities on a rougher track later in the day. The Showa fork and shock are so damn good that for my 80kg I only require some simple clicker adjustment to find a very comfortable setting.

I enjoyed exploring the engine capabilities. I could roll through a turn in third and let the engine pull me through. There is no need to rev this engine hard to get the bike moving. There’s plenty of torque and I certainly didn’t need any clutch to help either. The transmission is silky smooth which I love.

Holding gears on some of the straights and the CRF just kept revving and pulling where I though it might sign off. This bike rips. The engine produces smooth, strong power which is a delight to use. When you factor in the choice of three maps, you have an incredibly versatile bike. After I began to fatigue, I preferred map two which is less aggressive, while veteran racer and two-time Australian motocross champion Cameron Taylor told me he prefers map three. For the record, Cameron and I are both 50, so all of you young punks might have a different opinion.

The three-button control cluster on the left side of the handlebar features the kill-button, map-switch and torque-control. I did not fiddle with the torque-control too much as the track conditions were ideal.

What I loved most about riding the CRF250R is just how easy it is to get it to go where you want it. I felt in compete control because it didn’t do anything to make me nervous. The theory of going stiffer to make the bike soak up the rough stuff easier, feeling smoother and offering more control because it doesn’t kick around as much appears to have worked. Whatever way you want to put it, it works for me. I really enjoyed riding this bike.

A few riders commented on how good the front brake performs and I admit they were asking more from it than I did. For me, it worked well with good feel. That is all I need. For the faster dudes, it was clearly a stand-out so the updated caliper piston and seals can take the credit.

I love the look of the Honda. The square lines of the body work and minimal graphics give it a futuristic look. The flat surfaces certainly make it easy to move around on adding to ease of use.

How the CRF250R stacks up against the competition is yet to be seen but if the past few years are anything to go by, expect to see the CRF250R do a lot of winning. 

ENGINE
Engine type: Liquid-cooled four-stroke, DOHC, four-valve
Capacity: 249.4cc
Bore x stroke: 79 × 50.9mm
Compression ratio: 13.9:1
Fuel system: Electronic fuel injection

TRANSMISSION
Type: 5-speed
Final drive: Chain

CHASSIS AND RUNNING GEAR
Frame: Aluminium
Front suspension: 49mm Showa Telescopic fork
Rear suspension: Showa adjustable link-type
Front brake: Hydraulic single disc, 260mm
Rear brake: Hydraulic single disc, 240 mm
Front tyre: 80/100-21 Pirelli Scorpion MX32
Rear tyre: 100/90-119 Pirelli Scorpion MX32

DIMENSIONS
Claimed curb weight: 107kg
Overall length: 2177mm
Overall width: 827mm
Overall height: 1265mm
Seat height: 955mm
Wheelbase: 1483mm
Ground Clearance: 330mm
Fuel tank capacity: 6.3lt

OTHER STUFF
Price: $13,7990 plus dealer delivery
Colours: Red