Ryan Nitzen | March 3, 2022
The Honda CRF250RX off-roader gets its first makeover, and we get it dirty.
By Ryan Nitzen | Photography by Kit Palmer
Now in its fourth model year, the 2022 CRF250RX enters a new generation after getting a ground-up makeover, just like its motocross CRF250R brother. The all-new ’22 motocrosser was let loose last August, now the new 250RX gets its time to shine.
VIDEO | 2022 Honda CRF250RX & CRF450RX
As it sounds, the CRF250RX, which made its debut in 2019, is simply the competition off-road version of its CRF250R motocrosser brother. It’s essentially the same motorcycle as the R but with all the usual off-road amenities thrown at it to make it more suitable for the trail. However, the CRF250RX is no cowtrailer, not at all. It’s a pure race bike. It’s GNCC- or WORCS- or NGPC-ready right out of the crate; all the crucial mods—at least the expensive ones that you need to do to convert your motocrosser into a powerful off-road racing weapon—have been taken care of for you at the factory. Specific tweaks for personal preference are still up to you.
The 2022 Honda CRF250RX shares the same updates as the ’22 CRF250R motocrosser.
2022 Honda CRF250RX Review | Noteworthy Changes
The RX features the exact updates as the 2022 CRF250R motocrosser, which means it has an all-new motor, frame and suspension. As you can see, plastics are all-new, too. Not much is carried over from the previous-generation RX.
When it comes to the now single-exhaust motor, Honda claims the RX has 20 percent more power at 6500 rpm than it did before but retains what it had on top. This means Honda has found a way to increase power and torque in the first half of the rpm scale without forfeiting power or revs in the second half. As a result, Honda claims the rider will reap the benefits of a broader powerband and a more user-friendly delivery versus the previous RX.
Honda addressed durability issues, as well. It updated the RX’s cooling system and the cable-operated clutch, which off-roaders tend to abuse much more than motocrossers. The clutch stack now has nine plates instead of eight, and the clutch basket has been strengthened. A new lubrication design improves clutch endurance by 20 percent, Honda claims. Honda also says clutch-lever pull has been reduced by four percent.
Honda didn’t ignore the RX’s five-speed transmission. Several changes were made to reduce friction and improve feel while making up- and down-shifts between second and third gears. Honda claims this was partly accomplished by going from two to one shift fork to perform these operations. Gear ratios, however, are the same as the motocrosser’s.
A few significant adjustments to the frame were made to reduce lateral rigidity by 20 percent—which Honda says improves handling and feel when ridden through the corners—and bump absorption. In addition, they shaved off weight wherever they could, including the motor. As a result, the RX shed an eye-popping six pounds!
Like the CRF250R, the RX is fitted with a fully adjustable coil-spring 49mm Showa fork up front and a fully adjustable single Showa shock in the back. There is also a new swingarm.
The new CRF250RX is six pounds lighter than the old one. You can feel it, too.
2022 Honda CRF250RX Review | MX vs. Off-Road
The race-specific RX doesn’t stray far from its MX roots, but there are a few significant differences between it and its motocross sibling. An 18-inch, rather than 19-inch, rear wheel is one of them, as is a larger 2.1-gallon resin fuel tank, versus the motocrosser’s 1.7-gallon titanium cell. (That’s a 23 percent increase in volume.)
While the RX’s motor comes straight out of the R, the ECU has been re-tuned for smoother power delivery. That is the only difference between the two engines. Even the mufflers are the same, which means the RX has no spark arrestor.
The RX’s suspension has also been tweaked for improved off-road use, focusing on soaking up rocks and roots and technical terrain. In other words, it’s tuned plusher than the R’s suspension.
The RX is now fitted with plastic handguards (thank you, Honda!), and, as before, a removable side stand. (Like the motocrosser, the RX has an engine guard and front disc-brake guard.)
One less expense for you now. Handguards are standard equipment.
Topping things off are the RX’s off-road-designed Dunlop Geomax AT81 tires versus the R’s more motocross-specific Pirellis. Like the R, the RX comes with modern-looking black D.I.D rims, same as it did last year.
And then there is the price. At $8499, the RX runs $400 more than the motocrosser, but you’d spend way more than that on just a rear-wheel conversion if you started out with the motocross CRF250R. Add in a larger fuel tank, handguards, etc., well, you can see what we’re getting at.
Dual exhaust ports, gone! Dual exhaust pipes, gone! We’re so happy!
2022 Honda CRF250RX Review | Trail Mix
Many of the things we love about the new CRF250R’s motor we also love on the trail with the CRF250RX. There is indeed more bottom-to-mid power and torque as Honda promised, yet the bike still revs and pulls hard on top, again, just as Honda said it would. They did not lie. This thing rips compared to the previous model. You could say that the 2019-’21 RX felt a little lethargic but not anymore with the ’22 RX. It feels much livelier and more aggressive than before; the bike just feels competitive now, and we like that. Remember, this is a race bike, not a trail bike.
When it comes to West Coast-style off-road racing, such as WORCS, NGPC (grand prix), and hare and hounds (you know, the fast stuff), we can now roll up to the start line on the Honda with way more confidence than we would on the older bike. Right off the showroom floor, we feel the RX can now compete head-to-head against comparable proven machinery from Austria (KTM, Husky and GasGas) and Yamaha, with its excellent YZ250FX. Sure, you could still win on the old bike; Mark Samuels’ SLR Honda Team has proven that in WORCS and NGPC (National Grand Prix Championship), but even Samuels said it took a lot of work to make the older Honda a championship-winning motorcycle. Not anymore, he says, “The new one makes our lives much easier now.”
As for tighter GNCC- or enduro-style racing, we have no doubt the RX will be, compared to the older bike, more competitive. We spent a good chunk of time aboard the new RX on some good ol’ California-tight and twisty trails, and we loved it—especially when ridden aggressively. It works much better in agro mode than it does in the sight-seeing mode. It wants to go, go, go all the time.
GP-style racing and the CRF250RX go hand in hand. Photo: Mark Kariya
The RX’s suspension is tuned well for a variety of terrain; it’s cushy, compliant, and well-balanced. But as speeds pick up, a more aggressive and heavier rider will probably want to stiffen things up a bit. The RX’s suspension seems tuned for an intermediate-level rider around the 180-pound mark. Anything faster and heavier than that, stiffer springs might be in order. But then again, you’re now getting into 450cc territory, at least when it comes to rider weight. As it stands now, though, Honda came up with a good base suspension setting for the average 250cc-type off-road rider (you know who you are).
The Honda does many things exceptionally well. Braking is top-notch, and the clutch has an excellent feel and a light pull. Although we could not put the clutch through what we would call extreme conditions, we did not experience any hint of fading or weakness all day. More time on the RX will tell, though. But for now, so far, so good.
We’re glad Honda went back to the single exhaust port/exhaust system. We feel the advantages of the dual muffler design did not outweigh the disadvantages (weight, complications, cost and durability). The new exhaust seems quieter, too.
The RX is comfy in the cockpit, too. Even the larger fuel tank (compared to the motocrosser) isn’t too obtrusive and didn’t disrupt the Honda’s neutral ergos. The handguards are a nice addition this year, and the sidestand does a great job staying out of harm’s way while not in use.
More bottom-end and torque make the CRF250RX even easier to manage on a wide range of terrain.
What didn’t we like? That’s easy—the front tire. The AT81 front tire has never been one of our favorites when it comes to bite on the trail, but we are okay with the rear tire. Both tires, however, wear well and do a good job resisting flats.
Overall, our first impression of the 2022 Honda CRF250RX is a good one. What stands out most is the RX’s zesty motor that makes this bike come alive. Combined with excellent handling and light weight, the CRF250RX, as we said earlier, just feels more competitive and even easier to ride than before, which is a massive bonus in long off-road races.
So, if you were holding out for the new-generation CRF250RX, you’ll be glad to know that the wait was worth it. CN
2022 Honda CRF250RX Specifications
| MSRP: |
$8499 |
| Engine Type |
4-stroke, water-cooled, single |
| Displacement |
249.3 |
| Bore x Stroke |
79.0 x 50.9mm |
| Compression Ratio |
13.9:1 |
| Valvetrain |
DOHC, 4 valves |
| Starting System |
Electric |
| Lubrication |
Pressure lubrication w/ 2 pumps |
| Fueling |
Programmed fuel-injection, 44mm Keihin throttle body |
| Transmission |
Constant-mesh 5-speed |
| Clutch |
Multiplate wet, 9 plates, 5 springs, cable |
| Frame |
Aluminum perimeter |
| Subframe |
Aluminum |
| Handlebar |
Renthal |
| Front Suspension |
48mm Showa coil-spring fork, fully adjustable |
| Rear Suspension |
Showa single shock, Pro-Link system, fully adjustable |
| Front-Wheel Travel |
12.2 in. |
| Rear-Wheel Travel |
12.3 in. |
| Front Wheel |
21 in. |
| Rear Wheel |
18 in. |
| Front Tire |
Dunlop AT81 90/90 x 21 in. |
| Rear Tire |
Dunlop AT81 110/100 x 18 in. |
| Front Brake |
Single 260mm disc, 2-piston caliper |
| Rear Brake |
Single 240mm, 1-piston caliper |
| Wheelbase |
58.1 in. |
| Rake |
27.15 degrees |
| Seat Height |
38 in. |
| Ground Clearance |
13.2 in. |
| Fuel Capacity |
2.1 gal. |
| Weight (fully fueled, claimed) |
238 lbs. |
2022 Honda CRF450RX Review | The Big RX
The CRF250RX’s bigger brother, the ’22 CRF450RX, didn’t get the full treatment as the 250, and for a good reason—it got it last year. The ’21 450RX arrived on the scene with the same updates as the fully revamped CRF450R while, of course, retaining all of its off-road-specific touches: a softer suspension setting, an 18-inch rear wheel, Dunlop AT81 tires, a larger 2.1-gallon plastic (versus titanium) fuel tank, handguards, a kickstand, etc. As a result, the 2022 CRF450RX returns much like it was last year.
The CRF450RX needs a lot of space to stretch its legs. Photo: Mark Kariya
However, the ’22 450RX did get some refining, and the suspension and ECU settings were the subject of those refinements. Honda said it focused on “drivability and balance.”
Still, updates or not, the ’22 CRF450RX is not for the faint of heart. It’s still a lot of motorcycle on the trail, but we already knew that from riding previous 450RXs. It would take a lot more than just fine-tuning the ECU and suspension to change that. But that’s okay. Because when the trail opens up, that’s when the best of the CRF450RX is revealed and explains why the 450RX is a proven racing weapon out West in faster and more open WORCS and AMA National Grand Prix Championships. You don’t see any 450RX’s in the top 50 at last week’s GNCC opener in South Carolina, most racers choosing the tamer and more manageable off-roaders from Austria and Europe for the tight stuff.
Yes, the 450RX loves the fast stuff, it’s just not happy at all on the single-track twisties, but not to worry, this is what the 250RX is for. However, the 450 handles technical trails better than its motocross cousin because of the RX’s higher-profile rear tire and plusher suspension that soaks up the rocks and roots better, and the motor that is a little more manageable and controllable than the harder-hitting motocrosser.
No major changes for the ’22 CRF450RX. It got ’em all last year.
At speed, the CRF450RX is so much fun. Our first day on the ’22 450RX was spent at Cahuilla MX Park, which is surrounded by some excellent single-track trails over technical and rolling terrain. We eventually ditched all that and spent the rest of our day on the facility’s more open GP-style tracks, where the 450RX feels more at home. The 450RX handles well, is very fast, has good brakes, and the hydraulically operated clutch is durable and has good feel. We just wish it had a lighter pull. Otherwise, we had little to complain about when riding the 450RX on faster terrain, which is really what this bike is really designed to be on.
Like the CRF250RX, the 450RX cost a little more than its motocross cousin. MSRP is $9899 for the ’22 CRF450RX, $300 more than the CRF450R. CN
