| October 3, 2021
We ride the all-new 2022 Honda CRF250R
There isn’t much Honda didn’t change on its all-new 2022 Honda CRF250R.
By Ryan Nitzen | Photography by Drew Ruiz
The newest generation Honda CRF250R received a laundry list of changes, more than any other bike in its class for ’22. Highlights include an eight-pound reduction in weight, a new single-muffler exhaust system, refined transmission, a nine-plate clutch system, and several engine mods aimed at giving the Honda more power. Honda claims these changes resulted in a 20% increase in power at the 6500-rpm mark.
It also got a new frame and swingarm (the same ones you see on the CRF450R), and, somewhat surprising, it comes fitted with Pirelli Scorpion MX32 tires. Interestingly, the 250 did not get a hydraulic clutch like the 450 did last year.
ECU has been re-mapped to match these changes, and it again sees the familiar handlebar-mounted switch with three maps (standard, smooth and aggressive) as well as a launch control.
Visually, you’ll be hard-pressed to tell the difference between the CRF250R and the CRF450R now—plastic is similar, as is the chassis, including the swingarm.
2022 Honda CRF250R Review | Ride Time
Sitting on the new Honda for the first time reveals a slimmer profile. The twin-spar frame is super skinny and coupled with a flatter and wider seat design, it reminds us of the neutral and narrow cockpits of the 250cc KTM, Husqvarna and GasGas models.
The Honda’s new single-sided exhaust is another plus, as it finally eliminates the bulky “hips” that date all the way back to the 2014 model.
A quick adjustment to the levers and Renthal FatBars and we were ready to hit the track.
We first rode the ’22 CRF250R in Oregon at the picturesque Mountain View MX Park. It’s a tight and jumpy layout that uses natural elevation and, on this day, was covered with dark soil with a hard base. The Mountain View crew recently added 600 truckloads of Pacific Northwest mulch to the track, giving it that chocolate-cake look. We were definitely not in Southern California anymore.
The new CRF250R is eight pounds lighter than the previous model!
The deep and mulchy course played in our favor, as we put the updated Honda engine to work. The previous generation motor was good but seriously lacked bottom end, forcing the rider to feather the Honda’s clutch and play with only a small window of power near the rev limiter. As a result, the motor demanded a lot of effort by the rider to keep it in that productive but narrow high-revving power zone. Honda addressed this issue, and it shows.
Second and third gears now are noticeably livelier, there’s more power down low and it builds better as RPMs increase. Also, by re-working the gear ratios to match the new power output, the bike feels more rideable while consuming less energy from the rider.
The Oregon track featured a handful of jumps with short run-ups, which proved to be no issue for the new Honda. The bike sports solid pull off the bottom and didn’t scream for a shift like it used to. Rather, it carries momentum nicely through midrange and continues to build speed as the revs rise. Simple things like eliminating unnecessary shifting points make it that much easier and less tiring to ride. Shifting fewer times per lap is always a good thing.
After juggling through all three maps, I settled back on map one. I found comfort in how it delivered power smoothly off the bottom while still maintaining that much-needed mid-to-top pull. Map two was too mellow for my liking, while map three was nearly too much for some of the tighter sections on the track.
The narrow rider cockpit creates a nimble feeling on the track and those eight pounds of weight reduction also play a big part in this. And, without the dual exhaust system, it’s easier to move around on the bike so you don’t feel as “boxed in ” as before. The bike is well-balanced, agile, and cuts through lines with ease. The same can be said in the air. The Honda is very maneuverable when not connected to the ground, so it’s easy to position the bike where you want for an upcoming turn right after a jump.
Suspension is a big improvement, as well. It feels plush while still offering excellent bottoming resistance. The Honda feels planted in the ruts and just plain easy to ride.
Most of the changes to the ’22 CRF250R are to the engine. The clutch is still cable operated but one plate has been added, and the basket is beefed up.
I wanted a little stability in the deep loam, however, so I dropped the forks in the triple clamps a bit which helped, but I went back to the stock positioning later in the day when the lines burned in and track dried out. I also played with the high-speed compression damping settings to reduce squatting under power but eventually went back to the base (stock) settings.
The look and feel of the blood-red Honda is hard to not drool over. However, first-ride tests can be deceiving. The combo of a new bike on a new track is an easy way to fall in love quickly. That’s why we asked Honda for some more seat time on more familiar tracks back home in So Cal.
We first took it to State Fair MX, a tight and jumpy layout that is like the Mountain View MX track, only with deeper ruts and a harder base. Once again, we adapted quickly to the bike while noting again how well it handled through the ruts and how agile it felt. It’s noticeably lighter, and the narrow chassis allows you to easily throw the bike around while using all edges of the track. Much of this has to do with Honda going back to the single-muffler exhaust system. Moving forward and back in the cockpit requires less effort, and the slim radiator shrouds let you scoot forward for sharp turns easily enough.
Going back to the single muffler design reduces weight and helps make the bike feel slimmer.
The overall rider cockpit is neutral (how we like it) and offers comfort right away for our testers. Footpegs, seat height/shape, and handlebars create a nice racey rider triangle that feels natural right out of the gate.
We were just as impressed with the Honda’s motor at State Fair as we were in Oregon. At State Fair, we often sought out the inside lines, taking advantage of the Honda’s new and improved low-end torque to pull us through the turns quickly and up jump faces with sufficient oomph to clear everything with ease. Maps one and three were our go-to maps on this warm and sunny day in California. Map two worked well when things got dry and slick.
We might have been disappointed to learn that the CRF250R didn’t get a hydraulic clutch like its big brother (which was a weight-savings decision), we were still pleased how well the Honda’s cable and internally updated clutch worked. Pull is light enough and still offers good feel. So far, no fading issues to report.
As mentioned, the CRF250R comes fitted with Pirelli, instead of past traditional Dunlop, rubber. The Pirellis are said to be lighter while offering similar performance. On the tracks we’ve ridden so far, the Pirelli’s do indeed work well and haven’t shown any unusual premature wear.
2022 Honda CRF250R Review | So Far So Good
Our first few impressions of the new CRF250R have all been good and we can safely say that it is, indeed, an improved motorcycle in just about every category—engine, chassis, suspension, ergos and even in the visual department.
It’s great to be excited about the CRF250R again. CN
2022 Honda CRF250R Specifications
| MSRP |
$8,099 |
| ENGINE TYPE |
4-Stroke, Single |
| DISPLACEMENT |
249.4cc |
| VALVETRAIN |
DOHC, 4-Valve |
| BORE & STROKE |
79 x 50.9mm |
| COMPRESSION RATIO |
13.9:1 |
| COOLING SYSTEM: |
Liquid |
| STARTER |
Electric |
| INDUCTION SYSTEM |
PGM-FI; 44mm throttle bore |
| IGNITION |
DC-CDI |
| TRANSMISSION |
5-Speed |
| CLUTCH |
9 Plate, Wet |
| RIDER AID: |
HRC Launch Control |
| FRAME |
Twin-Spar, Aluminum |
| RAKE / TRAIL: |
27°19’ / 4.6 in. |
| FRONT SUSPENSION |
Showa, 49mm inverted telescopic fork, coil spring, fully adjustable |
| REAR SUSPENSION |
Showa, Single shock, Pro-Link, fully adjustable |
| FRONT-WHEEL TRAVEL |
12.2 in. |
| REAR-WHEEL TRAVEL |
12.3 in. |
| FRONT BRAKE |
260mm disc, 2-piston |
| REAR BRAKE |
240mm disc, 1-piston |
| FRONT TIRE |
80/100-21, Pirelli Scorpion MX32 |
| REAR TIRE |
100/90-19, Pirelli Scorpion MX32 |
| WHEELBASE |
58.1 in. |
| SEAT HEIGHT |
37.8 in. |
| GROUND CLEARANCE |
13.1 in. |
| FUEL CAPACITY |
1.7 gal. |
| CURB WEIGHT |
229 lbs. |
