Honda honda ด า crf 250 2023 ม อ2

(6) Clutch. The clutch pack jumped up from an eight-plate to a nine-plate system. The basket was also made more rigid for added durability. The primary gear ratio was also changed to 3.047 from 3.473.

(7) Transmission. The CRF250 transmission went from two shift forks to one, and the gear ratios were adjusted to create more rider-friendly power.

And all those facts remain unchanged on the 2023 Honda CRF250.

Q: HOW DOES THE 2023 HONDA CRF250 RUN ON THE DYNO?

A: The 2023 CRF250’s dyno numbers are sad. It offers less peak horsepower and torque than its predecessor. This sounds worse than it is. Peak power is important, but it isn’t the end all, be all of stats. Horsepower numbers help MXA dissect an engine’s powerband and visually explain how the bike ranks next to its competition, but horsepower positioned in the right areas determines how easy or how difficult a bike is to ride. It’s not about the horse in the fight, it’s about the fight in the horse.

The 2023 Honda CRF250 comes in at 41.32 peak horsepower at 11,830 rpm and 20.07 peak torque, whereas the 2021 CRF250 had 42.06 peak horsepower at 13,000 rpm with 20.15 pound-feet of torque.

Q: HOW DOES THE 2023 HONDA CRF250 RUN ON THE TRACK?

A: The CRF250 launches off the line like a YZ250F; the stock muffler even makes sounds like a stock YZ250F. It is quick to the punch and charges hard through the gears. This is completely opposite from the 2021 and prior CRF250s. At the crack of the throttle, the 2023 CRF250 is the most exciting and responsive bike on the track. It’s in complete contrast to the 2018–2021 engines, which needed excessive amounts of clutch slipping to get going.

Although the dyno numbers don’t show it, this is a much-improved CRF250 engine over 2021. Honda beefed up the low-end throttle response and low-to-mid power output, which makes the bike much easier to ride. With the previous engine, the clutch was constantly being abused to light up the rear tire to get going on corner exit.

The MXA test riders were prone to making more mistakes on the 2018–2021 CRF250 because it didn’t have the grunt needed to propel the bike forward on corner exit. With a weak bottom end, it’s harder to be smooth in corners, and you’re more likely to put your leg down in the turn. Because the new engine gets up and goes, you can put your feet back on the pegs and charge out of the rut or berm much easier.

Long story short, the 2022–2023 Honda CRF250 engine is much more user-friendly. It’s better for everyone from Beginner to Pro, and it’s a much better starting point for engine tuners to make modifications. Yes, we still have to complain about the fact that the CRF250 lost horsepower with its new engine, but don’t let the dyno numbers scare you. Every MXA test rider prefers the newer engine on the track. This is the best CRF250 engine Honda has ever made, and many of our test riders prefer this engine over the popular YZ250F.

Q: HOW IS THE 2023 HONDA SUSPENSION?

A: The MXA wrecking crew tests motorcycles in their stock form, and we pull no punches when it comes to suspension settings that are too soft; however, from the standpoint of a manufacturer and a motorcycle dealer, soft suspension is better than stiff suspension. The vast majority of dirt bike riders aren’t high-level Pros or Intermediates; they’re Novices. Novice riders need their suspension to be soft to soak up the bumps and provide a smooth and pleasant ride. Most faster riders, who prefer stiffer suspension, already plan to send their stock suspension components off to a tuner anyway. It is a mystery as to why Honda, Kawasaki or Suzuki set up their 250F fork settings for Pros who are going to re-valve the forks immediately. The MXA wrecking crew has a wide range of test riders, and even our Pro testers understand that if the suspension is good for them, it’s probably too stiff for 80 percent of the population who will pay retail price for the same bike.

Honda flew MXA’s Josh Mosiman to Oregon to ride the then all-new 2022 Honda CRF250 at a Pacific Northwest track called Mountain View. It was a beautiful facility that was tailor-made for the new CRF250. The track was privately rented, meaning it wouldn’t get rough like on a normal public practice or race day. The corners were tight, and hills were steep, which highlighted the CRF250’s newfound bottom-end torque. It also had lots of traction, tacky ruts and almost no braking bumps, which benefited the stiff forks. No self-respecting public relations man would fly the press to a new-model intro at a rough and rugged track. Even the 2023 Yamaha YZ450F intro was held on a silky-smooth track at Star Yamaha’s Georgia facility.

Nobody is fooled by this smooth-track ploy. We’ve seen it before, which is why we wait to get the bike back home to SoCal before the real testing starts. On tracks with less traction and real-life bumps, the CRF250 forks were far too stiff. When ridden back to back with other 250Fs, the forks were harsh. For this reason, MXA takes our time testing each motorcycle before writing our final consensus and printing our opinions in the magazine. When developing these suspension settings, Honda must’ve been using Pro-level test riders on tight, tacky tracks in Japan. In these circumstances, they’re good.

Q: HOW DOES THE 2023 HONDA CRF250 HANDLE ON THE TRACK?

A: Not so well. As mentioned above, the Showa spring forks are far too stiff, and the CRF250 handling issues start there. We appreciate that the new-generation Honda was made lighter, which helps with hopping over bumps and clearing jumps, but the rigid suspension and frame don’t complement the weight loss; it actually makes our test riders miss the 2018–2021 chassis. That bike was so user-friendly. It had plush suspension, and the chassis felt planted and balanced. We had no worries when putting Beginners and Novices on that bike. Now, we say a prayer whenever a newbie tries out the new CRF250. It’s not an easy bike to hold on to.

The Pirelli MX32 100/90-19 rear tire is also too skinny for a 250F, especially one with great bottom-end torque like the CRF250. The tire choice hurts the handling of this bike in stock form.

As for the rigid frame, it breaks in over time. We recommend using the Ride Engineering 23.5 offset triple clamps to help lengthen the wheelbase and improve stability. The Ride clamps fit on both the CRF450 and CRF250. Obviously, the 450 four-stroke is faster and therefore more difficult to hold onto, making the offset clamps even more beneficial. But, the clamps also help the CRF250. Plus, if you’re a light rider, you can buy the Honda HPSD steering damper and mount from Ride Engineering to help with head-shake.

Q: HOW HEAVY IS THE CRF250?

A: The 2023 Honda CRF250 weighs 219 pounds, making it the second lightest 2023 250 four-stroke in the class behind the 2023 GasGas MC250F. Last year it was tied for the third lightest bike, but since the 2023 KTM 250SXF and Husqvarna FC250 are 5 pounds heavier in 2023, the CRF250 is now the second lightest 250. Oddly enough, the CRF250 didn’t get a single structural change for the 2023 season and actually passed two bikes in the weight category!

The Honda’s big weight loss over the 2021 model can be attributed to Honda dropping its dual-exhaust system for a single exhaust pipe and the Pirelli 100/90-19 rear tire that is too skinny to be taken seriously on a 41-horsepower, 250cc four-stroke. Honda spec’ed it because it saved 2 pounds.

Q: WHAT DID WE HATE?

A: The hate list.

(1) Suspension. The Showa forks are way too stiff. Please, Honda, go back to the 2021 settings.

(2) Tires. The Pirelli MX32 is not the hot rubber on this bike.

(3) Sound. The CRF250 sounds like a YZ250F, and that’s not a good thing.

(4) Radiator cap. The 1.1 kg/mm2 radiator cap should be swapped out for a 1.8 kg/mm2.

(5) Grips. The stock Honda grips are durable but too bulky and rough on your hands.

(6) Airbox. The big vent is good for power, but the upside-down air filter gets dirty quicker than most.

(7) Balance. As with the CRF450, it’s hard to find a happy medium on the fore and aft balance of the CRF250.

Q: WHAT DID WE LIKE?

A: The like list.

(1) Engine. The peak horsepower isn’t there, but it’s impressive how much easier the CRF250 is to ride now. It gets up and goes and allows for smooth corner exit.

(2) Weight. Honda dropped weight in 2022 and kept it off for 2023. KTM and Husky gained weight in ’23, bumping the CRF250 from the fourth to the second lightest bike in the class.