2026 Honda CRF250R Review

The Honda CRF250R stacks the deck when it comes to torque and midrange power – especially where you really need it for critical track sections like whoops, managing jumps, or blasting out of deep loam and berms. Honda Racing team riders choose the CRF250R, and it’s a proven winner!

Review – Key Features – Features & Benefits – Specifications

2026 Honda CRF250R: THRIVE UNDER PRESSURE.

Introducing the 2026 Honda CRF250R…

With an earned reputation not only for racing success, but also exceptional handling, excellent ergonomics, strong acceleration and rock-solid durability, the CRF250R is a worthy platform for Honda HRC Progressive riders Jo Shimoda and Chance Hymas, but also for privateers and aspiring local racers. The CRF250R possesses the ingredients necessary for success on the track.

Designed to dominate
Honda’s CRF250R is a purpose-built racer straight from the front lines of pro motocross and supercross. With its torque-hungry engine, razor-sharp chassis, and championship-winning factory DNA, it’s made to thrive under pressure. Every jump, every corner, every gate drop—it’s why champions Ride Red.

Honda CRF250R Competition Dirt Bike
The Honda CRF250R stacks the deck when it comes to torque and midrange power – especially where you really need it for critical track sections like whoops, managing jumps, or blasting out of deep loam and berms. Honda Racing team riders choose the CRF250R, and it’s a proven winner!

2026 Honda CRF250R Totalmotorcycle.com Key Features

• 249cc liquid-cooled DOHC single-cylinder engine
• High-volume airbox
• Twin-spar aluminum frame
• Showa® spring fork
• Racing ergonomics
• Engine Type
  249cc liquid-cooled single-cylinder four-stroke
• Transmission
  Five-speed
• Front Suspension
  49.0mm leading-axle inverted Showa® fork; 12.2-inch travel
• Rear Suspension
  Pro-Link® Showa® single shock; 12.1-inch travel
• Seat Height
  37.6 inches
• Curb Weight
  234 pounds (w/all fluids and fuel)

DOHC engine layout
With a unique finger-follower rocker design, the DOHC engine maximizes power and raises the redline, resulting in superior performance.

Higher-capacity radiator
A six-percent larger radiator compared to the previous generation provides the cooling capacity needed to sustain the engine’s high power output.

High-volume airbox and air cleaner
Compared to the previous generation, the air-cleaner element features a larger surface area and volume, and the airbox features a more direct flow to the engine, resulting in improved power.

Gear-position engine mapping
The smart ECU delivers tailored engine mapping for each gear, giving riders the edge with optimal power in every gear choice.

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 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. That platform was raced with success by the factory team, 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.

In 2025, the CRF250R took another step forward, with optimized chassis rigidity and suspension updates for improved handling, plus better power and new bodywork.

Updated Transalp and NC750X Lead Honda’s Product Announcement

• XL750 Transalp receives comfort- and convenience-focused changes for 2025
• Improved styling and handling for the NC750X DCT
• Also: Nine CRF Performance models confirmed for 2026 model year

American Honda today announced the return of two standout motorcycles for the 2025 model year: the XL750 Transalp and the NC750X DCT, both of which receive important updates. The ADV category is famously varied, and while these two models share a common class, they represent very different approaches to adventure.

Already popular after just one year on the U.S. market, the contemporary XL750 Transalp is a true adventure machine that is maneuverable and compact, ready to tackle dirt roads and backroads alike. It’s back for 2025 with revisions aimed at improving comfort and convenience, including better aerodynamics, lighting, instrumentation and suspension.

On the other end of the ADV spectrum is the NC750X DCT, long familiar with U.S. customers as an exceptionally comfortable commuter and weekend explorer—and improved for 2025 with refreshed styling, lighting, braking and more.

“The XL750 Transalp and NC750X DCT demonstrate Honda’s ability to appeal to the varying needs of powersports enthusiasts,” said Colin Miller, Manager of Public Relations at American Honda. “While both machines are midsize adventure bikes, each is developed with a different application in mind—and each is extremely effective in its particular realm. That Honda not only offers both options, but has also improved them both for 2025, is just the latest example of our commitment to meeting the demands of any customer.”

Also included in this announcement are nine dirt-focused models returning for the 2026 model year. In the race-winning CRF Performance family are the Baja-dominating CRF450X, the closed-course off-road CRF250RX and CRF450RX, and the CRF450RL dual-sport bike, as well as the motocross-focused CRF450R, CRF450RWE, CRF250R, CRF250RWE and CRF150R.

2026 Honda CRF250R Totalmotorcycle.com Features and Benefits

STYLING / DESIGN
The standard CRF250R is known for its excellent ergonomics. The radiator shrouds and side plates promote freedom of movement thanks to a smooth, flat surface, and although the bike is notable for its slim profile, the side-plate profile is wide enough to provide good contact for gripping the bike. Cooling the CRF250R’s engine is crucial to maintaining performance and overall durability. Computational fluid dynamics were used to design the air-outlet vents in the shrouds, and the radiator grilles are optimized in terms of both the number of fins and the fin angle. Each radiator shroud is produced in a single piece. The titanium 1.7-gallon fuel tank is exceptionally light.

The seat base has a unique design, featuring rearward-facing tongues and front-located mounting tabs that utilize acceleration forces to keep the seat firmly in place. The Renthal® Fatbar® handlebar is mounted in a clamp that offers four possible mounting positions with a range of 26mm, thanks to the clamp’s two mounting locations and the ability to rotate it 180º.

Maintenance is simple, with only eight fasteners used to secure the main bodywork components, including the radiator shrouds, side plates and seat, all with 8mm bolt heads.

ENGINE / DRIVETRAIN
The 249cc liquid-cooled, single-cylinder, double-overhead camshaft, four-valve engine design achieves excellent performance and durability. The bore and stroke are 79.0mm and 50.9mm, respectively, and the compression ratio is 13.9:1.

Intake
The airbox has a direct pathway for airflow, resulting in precise throttle control and excellent 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 is held in place via a spring-loaded clip 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 water-pump gear is thick, to enhance strength.

Exhaust
The system uses 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.

Clutch
The clutch pack has nine discs, to maximize the amount of disc friction material and minimize the load on 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.

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.

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 a handlebar-mounted switch, enabling simple tuning depending on rider preference or course conditions.

• Mode 1: Standard
• Mode 2: Smooth
• Mode 3: Aggressive

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 the least, 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 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.

CHASSIS / SUSPENSION
The CRF250R is known for its precise handling, stability, comfort and overall rideability, especially late in the moto, when track conditions are at their worst.

Frame / Subframe
The mainframe design contributes to a comfortable and confidence-inspiring ride. Optimized torsional rigidity contributes to overall stability, while an ideal torsional/lateral rigidity ratio allows for precise cornering. Vertical torsional rigidity is designed to enhance stability in rough track conditions.

Perhaps counterintuitively, a relatively high overall frame rigidity helps give the model a compliant, composed ride character. The subframe mounting point is positioned at a rigid location on the mainframe, minimizing energy transmission from the rear of the motorcycle to the front, contributing to excellent stability and comfort.

Suspension
The Pro-Link rear-suspension system uses a Showa shock absorber. Because of the optimized frame rigidity, the shock moves freely, minimizing harshness while offering hold-up for big impacts and performance in ruts. The shock is easy to remove for service and adjustment, only requiring the removal of the side covers, muffler and ECU.

Front suspension comprises a 49mm inverted Showa coil-spring fork and a gas-liquid separation structure, plus kit-fork-inspired Bending Control Valves. These components help ensure consistent stroke, from initial movement to the end of travel, minimizing any harshness or a “step” feeling. A fork is adjustable for compression and rebound damping, and its setting is paired with that of the shock, for proper front-rear balance. The upper and lower triple clamps are designed to offer a good rigidity balance, for optimum handling and feel through corners.

Wheels
The black D.I.D rims (21-inch front, 19-inch rear) deliver durable performance and good looks. 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

The front-brake caliper was developed based on feedback from Honda HRC Progressive riders, and it features two pistons (sized 30mm and 27mm), allowing for a smooth, linear feel that’s consistent throughout the moto. The caliper also features machined accents. The rear brake has a single piston. The brake rotors (sized 260mm front, 240mm rear) have a petal design to disperse heat.

DOHC engine layout
With a unique finger-follower rocker design, the DOHC engine maximizes power and raises the redline, resulting in superior performance.

Single-muffler exhaust
A pressed-alloy design lets us shape the muffler for better rider ergonomics and lighter weight.

Fuel injection system
The 60-degree angled fuel injector delivers a cooler and denser fuel charge, increasing power and torque. These meticulous details put this bike ahead of the competition.

High-performance cam profiles
Drawing inspiration from our esteemed HRC factory team, we have meticulously crafted the cam profiles to enhance bottom-end torque and power without compromising the exhilarating peak performance.

Big bore/short stroke
With a 79.0mm bore and short 50.9mm stroke, our engineers designed a high-revving engine with ample space for large valves, the core elements of power in motocross.

Downdraft intake and exhaust layout
The DOHC cylinder-head design straightens intake and exhaust tracts for more efficient flow. It also boosts low-speed and midrange torque and throttle response.

Titanium intake and exhaust valves
High-revving engines benefit from lightweight components, such as titanium valves with a 20.5-degree angle and ovalized valve springs with finger rockers that are treated with Diamond-Like Carbon (DLC) for durability.

Bridged-box piston
The bridged-box piston design is the final piece of the engine performance package. It features a reinforcing structure between the skirts and wrist-pin bosses that helps enable a high redline.

High redline
Our DOHC design and big-bore/short-stroke engine lead to an impressive rev limit, peak power, and peak torque.

High-volume airbox and air cleaner
Compared to the previous generation, the air-cleaner element features a larger surface area and volume, and the airbox features a more direct flow to the engine, resulting in improved power.

Throttle body
The throttle body, with a 44mm venturi designed to increase airflow, provides improved power and responsiveness at low engine speeds.

Yoshimura exhaust
The CRF250RWE’s exhaust is another premium item. It’s a full titanium system (header, mid-pipe and muffler) and is made especially for us by Yoshimura. Super light and super trick, the exhaust sounds amazing, too.

Exclusive Works Edition
Simply stated, the best of the best. The CRF250RWE is top-of-the-line and includes a host of factory racing upgrades such as a hydraulic clutch, specially ported red cylinder head, upgraded rims, titanium exhaust system, coated and revalved suspension, Dunlop MX33 tires, and more. Only a limited number will be available.

Tripleclamps, axle, and steering stem
Compared to the previous generation, we revised the tripleclamps, frame, fork, and steering stem for improved chassis rigidity and responsiveness to give the bike a better cornering feel.

Responsive frame
A superior frame is crucial for excellent handling, and the chassis delivers. It’s lightweight and responsive, with narrow main spars, and was designed with direct input from Team Honda HRC riders.

Showa® spring fork
The 49mm Showa fork uses a conventional spring design with a 39mm piston and a 25mm rod to give the rider a supple feel while still having the holdup to resist bottoming under heavy loads like big jumps, bumps, or ruts.

Rear suspension
The bike features Pro-Link® rear suspension, offering 12.3 inches of travel and a lightweight spring for a plush and controlled ride.

260mm front brake
The front brake disc measures 260mm, providing excellent feel and weight reduction. A front brake-disc guard is also included.

Low battery mounting
Attention to detail is essential to keeping a bike’s center of gravity low. That’s why we located the battery as far down in the chassis as possible. It’s just another reason the bike handles so well.

Low rear shock mount
With its rear shock mount low on the frame, the bike benefits from a lower center of gravity (CG) and greater handling stability.

Short swingarm
The short swingarm helps make it light and also gives the bike better rear-wheel traction. It reduces unsprung mass, which is important considering how much power you have on tap.

Rear subframe
The subframe uses extruded aluminum rear members to produce a lightweight design. Since that weight comes off the bike’s top, it contributes to the low center of gravity.

Pirelli Scorpion MX32 tires
With the Pirelli Scorpion MX32 tires front and rear, you’ll experience optimal grip and feedback across various track surfaces and conditions.

Higher-capacity radiator
A six-percent larger radiator compared to the previous generation provides the cooling capacity needed to sustain the engine’s high power output.

Gear-position engine mapping
The smart ECU delivers tailored engine mapping for each gear, giving riders the edge and delivering optimal power with every shift.

Honda Selectable Torque Control (HSTC)
Easily control your bike’s traction with the left-side, handlebar-mounted green button. It activates our Honda Selectable Torque Control (HSTC) system, which offers three customizable settings to optimize your power delivery based on available conditions or rider preference.

Nine-plate clutch assembly
An advanced nine-plate clutch design reduces slip at peak horsepower, improves torque transmission, and ensures greater longevity.

Wide water-pump gear
Making the water pump drive gear wide gives it a more tooth-engagement area for longer component life.

Engine oil scavenge pump
Deep in the engine, there’s a special oil scavenge pump that we’ve designed to be especially small and out of the way. While you may never see it, it helps keep the overall design compact.

Special primary and transmission ratios
The bike has specialized primary and transmission ratios to handle more midrange power and torque without adding weight.

Two-lead shift drum
Changing from three to two lead tracks on the shift drum, compared to the previous generation, improved the shift feel between second and third gears.

“H” section crank
The crankshaft has an “H” cross-section design, similar to a structural “I” beam. This design increases strength and reduces weight compared to traditional designs, which is crucial as it rotates as high as 14,000 rpm.

Lithium-Ion battery
The bike’s Lithium-Ion battery is both super light and high-performing. It weighs less than half the weight of a conventional lead-acid battery.

Shared engine/gearbox lubrication
A shared engine/transmission oiling design reduces weight and makes the engine more compact, particularly for the right-side cam drive and clutch placement.

Titanium fuel tank
Every gram counts, so the bike has a titanium fuel tank. Light and strong, it’s also thinner than our previous plastic unit, freeing up more space and helping to centralize the fuel’s mass.

Lower seat/narrower body
We fine-tuned the seat height and bodywork width to make moving around on the bike easy and enhance overall rider comfort.

“Stacked” CRF logo
Like our factory racebikes, our CRF competition lineup features the vertically stacked CRF logos that look fast even sitting still.

Smooth styling
Blending the body panels enhances the bike’s appearance and facilitates easier movement.

Black rims
The DID DirtStar rims are lightweight and strong, while the black color looks good and is easy to clean.

“In-mold” graphics
Because it’s important to look your best while in the victory circle, our in-mold graphics are durable and visually appealing.

Detailed bodywork mounting
It may seem small, but every second counts when you’re servicing your bike between motos. Fewer mounting bolts mean enhanced serviceability at the track or in your garage.

Electric start
To keep the bike light, our engineers use an electric starter with a lithium-ion battery.

HRC launch control
The ECU’s special launch control program lets you select the mode, hold the throttle open, and release the clutch. Your bike then takes control and regulates the power to the rear wheel based on available traction, turning it into a holeshot-seeking machine!

Engine mode select button
Customize your engine’s power delivery on the fly with the convenient left-side, handlebar-mounted blue button. It allows you to effortlessly switch between Standard, Smooth, and Aggressive modes to suit varying track conditions or rider preference.

Engine & Drivetrain

Downdraft Intake and Exhaust
The combination of 79 mm bore and short 50.9 mm stroke produces a high-revving engine with plenty of room for large valves. The engine breathes and revs — the keys to making power. As well, the DOHC cylinder-head design let our engineers straighten out the intake and exhaust tracts to improve power and response. The intake is short and just about arrow straight, and the exhaust flows efficiently too. You’ll experience serious power and throttle response.

Plenty of Torque
More torque at low revs means better drive out of corners, so the shape of the piston and connecting rod, as well as valve timing, is optimized for combustion consistency and thereby exhaust efficiency at lower revs. The bridged-box design of the piston uses a reinforcing structure between the skirt and the wrist-pin bosses that helps enable a high redline. Big torque down low, huge power up top. A winning formula.

Durable Clutch
The CRF250R uses a nine-plate design to improve durability and hookup. That means less slip at peak horsepower, better torque transmission through the clutch pack, and greater durability. Clutch pull remains light and engagement is easy to modulate.

HSTC
Honda Selectable Torque Control (HSTC) works to minimize rear wheel spin (thus wasted forward drive) and maximize traction. It doesn’t use a wheel-speed sensor, and, importantly, maintains feel at the throttle while managing power — ignition timing and the PGM-FI system are adjusted when the rate of change of RPM goes over a set amount. With three settings plus off to choose from, you can have your bike dialed no matter how much traction there is.

Better Breathing
To help the CRF250R breathe more freely, engineers redesigned the entire air-intake system. A new airbox, new filter position, and new intake funnel combine to reduce restrictions to airflow. The result? Better throttle control and more consistent power delivery.

Exhaust Efficiency
In combination with its less-restrictive air-intake system, the CRF250R’s exhaust system, designed for straighter airflow, delivers smoother engine operation in the mid- to high-rpm range and more-controllable acceleration.

Single Muffler
The single muffler exhaust uses a pressed-alloy design for better rider ergonomics and lighter weight. The CRF250R naturally uses a single-pipe header. It routes close to the center of the bike, and its light overall construction helps improve weight distribution.

HRC Launch Control
HRC Launch Control: push the button to select the mode, hold the throttle open, release the clutch, and the bike will do the rest, launching you into the first turn with a big advantage.

Engine Mode Select (EMS)
This simple handlebar-mounted button lets you dial in engine power delivery character with a push of your thumb. Choose between Standard, Smooth, and Aggressive, depending on track conditions.

ECU Settings
Our engineers never stop searching for ways to make it easier to go faster. ECU settings combine with the other chassis and powertrain improvements to make the CRF250R an all-around better performer.

Chassis & Suspension

Aluminum Frame
The CRF250R’s aluminum frame has improve torsional and lateral rigidity in every direction, resulting in more-controlled and predictable handling — particularly in rough conditions.

Showa Fork
To complement the updated frame, the CRF250R also features a Showa fork with significant changes throughout, from the outer tube to the axle. These adjustments improve low-speed damping, reduce friction, and enhance rigidity—delivering better control and quicker lap times.

Easier Shock Access
When you’re riding, you’ll appreciate the revised Pro-Link rear suspension that’s less prone to flexing, and the redesigned shock with smoother action. When you’re wrenching, you’ll love the new ease of access to the rear suspension assembly. Removing the shock used to take about 21 minutes, by our watch, but can now be done in about nine minutes. No more removing the seat, muffler and rear frame.

Short Swingarm
The CRF250R’s short swingarm helps make it light, and also improves rear-wheel traction and reduces unsprung mass — important considering how much power is on tap.

Large Front Brake
The large front-brake disc measures a whopping
260 mm, giving you superior stopping power while also being easy to modulate.

Black Rims
They may not help you go faster, but the black D.I.D® rims sure look good.

Additional Features

Electric Start
Convenient and lightweight, the electric starter is a huge advantage if you need to restart the engine in the heat of battle. Like the rest of the bike, the lithium-ion battery is both super light and high performing, weighing less than half that of a conventional lead-acid battery.

Cool Running
Another way the CRF250R keeps its cool: a large radiator, with fins that are angled for efficient airflow.

2026 Honda CRF250R – Totalmotorcycle.com USA Specifications/Technical Details
US MSRP Price: $8,399 USD
Canada MSRP Price: $11,557 CDN (includes Freight, PDI and Fees)
Europe/UK MSRP Price: £ See Dealer for Pricing in GBP (On The Road inc 20% Vat)

*Includes all standard equipment, required fluids and full tank of fuel—ready to ride

Specifications subject to change

2026 Honda CRF250R – Totalmotorcycle.com Canada Specifications/Technical Details

*Includes all standard equipment, required fluids and full tank of fuel—ready to ride

Specifications subject to change

2026 Honda CRF250R – Totalmotorcycle.com Europe Specifications/Technical Details

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Manufacturer Specifications and appearance are subject to change without prior notice on Total Motorcycle (TMW).

Posted on Thursday, July 31st, 2025 by Michael Le Pard