2013 Honda CRF250L First Ride

Engine: Liquid-cooled 249.6cc Four-Stroke Single
 Bore and Stroke: 76.0 x 55.0mm
Compression Ratio: 10.7:1
Fuel Delivery: PGM-FI, 36mm Throttle Body
Clutch: Wet multi-plate or Hydraulic Dual Clutch
Transmission: Six-speed
Final Drive: Chain
Frame: Steel
Front Suspension: 43mm Telescopic Fork, 9.8 in. Travel
Rear Suspension: Pro-Link, 9.4 in. Travel
Front Brakes: 256mm Single Disc with Twin Piston Caliper
Rear Brake: 220mm Disc with Single-Piston Caliper Curb Weight: 320 lbs
Wheelbase: 56.9 in.
Rake: 27.5 deg. Trail: 4.4 in.
Seat Height: 34.7 in.
Fuel Capacity: 2.0 gal.
MSRP: $4,499
Colors: Red
Warranty: One Year

Honda has been on a value-for-dollar kick as of late, introducing several models such as the NC700X and CBR250R that give plenty of bang per buck. For 2013 Big Red continues the trend with the Honda CRF250L. With the success of the two aforementioned models, Honda doesn’t expect any less from the 250L. Priced much lower than the competition, its $4499 price tag is $600 less than the Kawasaki KLX250S and over $2000 less than the Yamaha WR250R. That’s pretty significant in a category where price is a big box to check when shopping. The question is - does slashing price mean slashing performance?
The 2013 CRF250L is an all-new machine from front to back, except for one part – the engine. The very same powerplant that propels Honda’s small-bore sportbike, the CBR250R, also resides inside the CRF's steel double cradle frame. Internally some changes were made to beef up the CRF’s motor for the rigors of off-road use and abuse. Transmission gears were widened (physically not ratio) and a judder spring was added to the clutch to absorb the shock put on the drivetrain during dirt duty. The CBR’s 38mm throttle body was swapped out for a 36mm unit that breathes through a larger airbox. Additionally the ECU settings and exhaust pipe diameter and length were tuned to give the CRF more mid-range grunt, putting the power where it’s more appropriate for a dual-sport machine. Fuel economy is estimated at an almost-unbelievable 73 mpg. That may be possible when commuting, but I’m sure the numbers will be a little less rosy when being properly flogged.
2013 Honda CRF250L
2013 Honda CRF250L
Sharing a powerplant with the Honda CBR250R and non-adjustable suspension allowed Honda to keep the price of the 2013 CRF250L low at just $4499.
The CRF250L’s frame is suspended by a 43mm upside down fork that offers 9.8 inches of travel in the front, and a Pro-Link rear end strokes through 9.4 inches. If you’re looking for adjustability, rear shock preload is all you get. The Honda press crew swore that we would be more than pleased with the suspension action despite the lack of damping clickers.
Honda knows just as well as anyone that looks do influence buying decisions, so the designers gave the 250L plastic fitting its CRF moniker. Every bit of styling is far above the price point, and the fit and finish is what you would expect from Honda. From the angular headlight to the multifunction speedo unit and faux numberplates, the 2013 Honda CRF250L is a looker.
Hopping on the CRF250F finds an easy reach to terra-firma thanks to a 34.7-inch seat height. Even shorter riders shouldn’t have too difficult of a time getting one or both feet flat on the dirt or pavement once the suspension settles into its true ride height. If you weigh more than 175 pounds be prepared to add a few turns on the preload. The suspension feels super squishy when sitting on the lot, and more than a couple of the journalists in our riding group initially questioned the off-road capabilty of the CRF. The rider's area is compact and riders over 6 feet may want to source a taller seat. Another quick assessment before hitting the road was that the bars feel narrow, but I decided to hold off judgment until we hit the road.
Twisting the throttle pushes the CRF forward with little fanfare. The engine character can be best described as user-friendly, especially for less experienced or less spirited riders. Whack the throttle to the stop and the revs will build steadily to the redline, but to be honest I expected a little more punch in the mid-range. It’s a sewing machine, but give me an hour on anything (even a sewing machine) and I’ll find a way to go fast. Keeping revs up and shifting often got the CRF moving pretty
2013 Honda CRF250L
2013 Honda CRF250L
The 2013 Honda CRF250L handles on the street far beyond expectations with light handling and excellent grip.
damn good and put a smile on my face. If I’ve said it once I’ve said it a hundred times – riding a slow bike fast is always more fun than riding a fast bike slow.
Shifting is solid and precise, but the spacing between second and third gears could be tighter as you find yourself having to shifting often between the two. Clutch effort is light and the feel is positive. The 256mm front disc and twin-piston caliper slow the bike with decent power, but experienced riders will want more bite and power. The rear brake is forgiving and easy to modulate on the street and dirt.
On the road the CRF is beyond fun. Find yourself a tight twisty road and you will be giving bigger, faster bikes fits. The pavement handling is nothing short of stellar. The suspension is sorted and controlled no matter if the blacktop is billiard table smooth or in need of serious repair. Turn in is light and the CRF is composed when leaned over to truly silly angles. Hang off of it, push it down into the corners – whatever style you choose the Honda handles better than it should. The grip and level of feedback from the tires is sure-footed and impressive and will always be up for all sorts of tomfoolery if the rider is so inclined.
In the dirt, the CRF is almost as much fun as on the street. The suspension does a much better job than expected, eating up rocks and chop with a controlled smoothness. Big hits such as whoops or jumps start to tax the non-adjustable forks quicker than the rear, and the rebound damping suffers when the fork returns form being pushed to the bottom of its stroke. I would also prefer wider bars in the dirt for a little more leverage when things get dicey. For 95% of the riders that will be considering this bike, they will have no
2013 Honda CRF250L
In the dirt the 2013 Honda CRF250L is just as capable as it is on the street. The smooth power delivery is a positive characteristic for beginner and novice riders.
complaints in the dirt. I rode the CRF well beyond its intended usage and not once did it get out of shape to the point I was concerned for my safety. It will take the abuse and ask for more, but it does let you know you are beating on it. Spoon on more aggressive dual sport tires and this little bike will take you places. The electric-smooth power is a new rider’s best friend in the dirt, and as they progress with their skills the CRF will still not disappoint. Momentum and revs get the little Honda hustling on fireroads and single track.
After a day of beating the 2013 CRF250L on the street and dirt, it became apparent that Honda has yet again scored big with a small package and small pricetag. It’s impressive the amount of bike you get for $4499, and I can see the CRF250L putting a serious dent in its competitors' sales numbers. We can’t wait to put it up head-to-head with those

2012 Honda CRF450R Project Bike

Replacing wear and tear components is a part of the fun of owning and riding a dirt bike. The stock tires and chain drive and sprockets are a few parts that require routine replacement, so we sourced a set of Pirelli’s latest motocross tires and a chain and sprockets from Renthal for our 2012 Honda CRF450R motocrosser.

Although Pirelli has been slow to gain traction within the American motocross scene, worldwide it’s seen much success with its updated-for-2012 Scorpion tire. With about 15 hours on the meter we replaced the worn-out knobbies with a Pirelli MXMH 554 Front Tire (Mid-Hard 80/100-21) and a wider Pirelli MXMS Rear Tire (Mid-Soft 32, 120/90-19).

One of the big features of Pirelli’s off-road tires is the wide range of constructions to choose from based on terrain or handling preference. The 554 model is the “intermediate” tire option and it features a flatter, less angular profile when compared to other brand-name MX tires. The tread pattern is designed to maximize the contact patch when straight up and down and at lean. The 32 is designed for use in softer, looser terrain and uses a unique tread pattern designed for riding in gravel and light sand or mud.

We spent most of time riding at Southern California’s Zaca Station (deep loam in the morning, hard pack/sand in the afternoon) and Perris Raceway (soft-to-intermediate conditions all-day) and the tires proved to work well there. The carcass has a good rigidity balance and didn’t feel overly stiff or soft and grip levels were as good as anything else we’ve tested. Durability-wise we got a fair amount of riding time on the front tire, but the knobs on the rear started to chunk after about five hours of riding. Overall the tires performed well, but we wish we could have gotten a little more time out of the rear Mid-Soft.

Although the stock chain and sprockets were in decent shape after 15 hours, we experienced a propensity to stall the bike in slower second-gear corners. To fix the problem we lowered the gear ratio by fitting a one tooth larger Renthal 520 Ultralight Off-Road Rear Sprocket (49). This would allow the engine to carry added rpm at a given speed as well as improving acceleration slightly. While we were at it, we fitted a Renthal 520 Ultralight Front Countershaft Sprocket (stock size – 13) and a fresh gold Renthal 520 R1 Works Chain.

Not only did the change in gearing eliminate the low-speed engine stalling issue, it also improved acceleration and made the engine feel more ‘snappy’. For only $52 it was a noticeable improvement and a worthy upgrade for those looking for added performance. We were also impressed by how resistant the R1 chain was to stretching. Over the course of the summer we amassed upwards of 25 hours on the Renthal set-up and, at our novice pace, the components are wearing evenly and still have hours of life left in them.

2013 Honda CRF450R Comparison

Engine: 449cc liquid-cooled Single, SOHC, 4-valves Bore x Stroke: 96.0 x 62.1mm
Compression Ratio: 12.5:1
Fuel Delivery: Fuel-injection
Clutch: Wet multi-plate, cable actuation
Transmission: Five-speed
Final Drive Gearing: 13/48
Front Suspension: Kayaba Pnematic Spring 48mm Fork, 16-position compression and 18-position rebound damping adjustment; 12.2 in. travel
Rear Suspension: Pro-Link equipped Kayaba, 20-position low-speed and step-less high-speed compression damping, 18-position rebound damping and adjustable spring preload; 12.5 in. travel
Front Brake: 240mm disc, double-piston caliper
Rear Brake: 240mm disc, single-piston caliper
Handlebar: Renthal
Tires: Dunlop Geomax MX51 80/100-21, 120/90-19
Curb Weight: 244 lbs.
Wheelbase: 58.7 in.
Length: 86.0 in.
Width: 32.7 in.
Ground Clearance: 13.0 in.
Seat Height: 37.5 in.
Fuel Capacity: 1.66 gal.
MSRP: $8,440

For 2013 Honda steps up to the plate with a heavily reworked CRF450R, so much so that we would call it an all-new machine. It looks sharper, has a new frame and suspension, and the engine has been tweaked for better performance. All this and the sticker price remains the same as the 2012 model at $8440. Could the combination of new features and a low price be the formula to bring the CRF back to the top spot in our 2013 shootout?
Throw a leg over the CRF450R and it is immediately apparent that it is the smallest and lightest bike in the bunch. The new bodywork feels slimmer up front than before and the layout is compact just as it has been for a few years now. Although it gained three pounds, the now 244-pound Honda is still the lightest. It feels new yet familiar, and tied with the Kawasaki for best ergonomics.
The 2013 Honda CRF450R placed high in the suspension and handling votes thanks to its pneumatic spring forks.
“I felt the most comfortable right off the bat on the Honda,” says our Pro-level tester, Nick Thiel. “From the bar bend, to the feel of the bike, it was extremely comfortable.”
But taller riders beware, our 6’4” Vet racer Bret Milan had some issues with the compact layout, noting:“I caught my knees on the radiator shrouds when cornering occasionally.”
Out on the track the Honda also feels familiar and is easy to get up to speed quickly. The front end is planted and stable, and will go just about anywhere you ask it to. Granted it can’t dive to the inside as well as the Suzuki, but the stability is far superior.
“The Honda is really good, maybe that’s why Chad Reed is almost as fast as ‘Poto,” comments Sirius Radio Star Jason Ellis. “It turns better and stays in the ruts better. You know it’s not the rider when it stays the ruts, it’s the bike for sure.”
Milan adds, “The Honda’s handling was drastically improved over the previous chassis. When I first tested the ’09 CRF 450R, I was terrified of the bike. Every year since it has gotten incrementally better, and I feel that the 2013 Honda possesses a very well balanced handling package with good stability and cornering.”
As for the suspension, our crew rated it second best just behind the Kawasaki thanks to the new Kayaba pneumatic forks. Adjusting the spring rate is quick and easy, making it possible to change between our largest and smallest rider in minutes. Out back the rear spring seems to accommodate all but the heaviest of our team. The action on both the front and rear was complaint in the chop and yet stiff enough to handle the whoops and big jumps. The only criticism was that as the motos wore on the feel of the fork would change slightly.
“The air forks for me were a new adventure,” says our AMA racer Chris See. “They felt great the first few laps, and then later on it seemed to build pressure the front got harsh and a little less predictable.”
Honda’s engineers outfitted the CRF’s mill with a new piston and a reshaped cylinder head for more snap off the bottom, and it’s is easy to feel the extra grunt out of the hole. Once the revs climbed however, the powerplant runs out of steam and is lacking the top-end rush of the rest of the bikes in this class.
2013 Honda CRF450R Dyno Chart
The bottom-end grunt of the 2013 Honda CRF450F was a hit with our testers, but they wished for more juice on top.
“I really liked how the CRF450R hit on the bottom to mid-range,” explains See. “But my problem with this machine was that the power did not carry well into the top-end. It just kind of stopped building all together.”
When put on the start line the CRF450R blasted to the 150-foot first turn in 4.24 seconds at 41.1 MPH – third-place result. Rolling on the power in third gear, the Honda took 2.776 seconds and 114.4 feet to accelerate from 15 to 40 MPH, also a third place result. On the MotoUSA Dynojet 250i the Big Red racer pumped out the lowest horsepower ratings in the test with just 47.47; that is more than four less than the king of the power charts, the KTM 450 SX-F. Its 30.87 lb-ft torque rating is mid-pack.
In the Super Lap testing, The CRF is locked in a three-way tie with the Suzuki and KTM 450 SX-F with a 2:29.9 average lap time. For both Nick and Chris, their flying laps sat right in the middle of the scale, but for Vicki her slowest lap was on the Honda.
The clutch received some attention from Honda as well with a six-spring pressure plate replacing last year’s four-spring set up for more consistent engagement and feel during long motos. While none of our testing crew experienced fade, several complained about the increased lever effort.
“The clutch on the Honda was really hard to pull in,” complains our only female tester Vicki Golden. “The shifting was really smooth on the bike, though.”
Thiel also chimes in, "I placed the Honda lower in this category only because of the harder clutch pull than the other motorcycles. This is due primarily to the six-spring clutch this year. But to be honest I will take a harder pull over clutch fade
The Honds CRF450R is back on the podium for 2013 due in part to excellent handling and a compact chassis.
any day.”
Honda motocross bikes have always been known for excellent brakes and this year is no different when it comes to the front binders. Squeezing the right lever slows the CRF quickly with a high level of feel and feedback. Unfortunately, the rear unit felt soft and experienced some fade, which knocked it down to third in the rankings. When you consider the stellar performance of the two KTM’s brakes, third isn’t a huge let down for the Honda.
“For me the front and the rear brakes worked pretty damn good,” says our Associate Editor Frankie Garcia. “But I’m not as hard on the rear brake as the faster three in our crew. They did everything I expected out of them without incident.”
Honda has upped the ante with the 2013 CRF450R and has made some new fans. The compact chassis and confidence inspiring turning abilities propelled it to a front running position throughout our test.
In the end a lack of top-end power kept the CRF from retaking the crown, with a second place finish in the 2013 450 Motocross Shootout.

2013 Honda CRF110F First Ride

Engine: 110cc air-cooled single-cylinder four-stroke
Bore x Stroke: 50 x 55.6mm
Compression Ratio: 9.0:1
Fuel Delivery: 13mm piston-valve carburetor
Clutch: Automatic
Transmission: 4-speed
Front Suspension: 31.0mm telescopic fork; 3.9 in. travel
Rear Suspension: Single-shock; 3.4 in. travel
Brakes: Mechanical drum
Wheels: 70/100 x 14.0 in. front, 80/100 x 12.0 in. rear
Curb Weight: 163 lbs.
Wheelbase: 41.9 in.
Rake: 24.4 deg. Trail: 2.0 in.
Seat Height: 26.3 in.
Fuel Capacity: 1.1 gallon
MSRP: $1,999
Colors: Red
Warranty: 6 months

Honda is on a mission to bring new riders into the sport of motorcycling in every demographic. The recent release of the NC700X, three new 500cc street bikes and the CRF250L are all value-based machines that appeal to new or less-experienced riders. Honda knows that fostering brand loyalty can begin at an early age, and with the all-new 2013 Honda CRF110F, the manufacturer looks to grab some young new dirt fans.
The 110F replaces the CRF70F in the Honda line-up and is positioned between the CRF50F and the CRF80F. While the displacement has grown, the size has only increased marginally in some measurements, and the price has only grown by $39. For that small increase in MSRP the list of additional features is impressive. First and foremost is the electric start with a kickstart backup. While the 70F had three speeds, the 110F now has a four-speed transmission with an auto clutch. Lastly the small CRF has the strong racing lines of the CRF Motocross line.
When the invite for the introduction arrived at our offices, it was requested we bring a test rider of the appropriate age, size and skill level. It just so happened my nine-year-old nephew Ryan fit the bill. He has limited experience on motorcycles, but he’s learning quick and gets more confident each time he twists the right grip. A quick call to my brother and Ryan got a note to get out of school for his first test-riding gig.
Just a press of a button and the 2013 Honda CRF110F fires up without hesitation.
The 2013 CRF110F has a four-speed transmission.
The 2013 Honda CRF110F fires to life quickly with the electric starter and the same goes for the kickstart lever.
Honda chose to introduce the media to the CRF110F at its Rider Education Center in Colton, California. The dirt training course is perfectly suited for small sized off-road bikes and young riders. The two-acre dirt course has a flat training area and numerous off-road single-track style trails that snake through 2500 different plant species and five different ecosystems. This would give Ryan a chance to try out the CRF110F on flat ground, small hills, single-track and even whoops.
Right from the get-go our junior tester liked the look of the new 110F, saying it was “really red” and looked like the big bikes. Jumping on the bike his 4’6” frame fit the chassis well, and the reach from the 26.3-inch high seat was easy with both feet able to touch the ground securely. Starting the Honda was a breeze with a push of the starter button. Later in the day he also tried the kickstart lever with equal success.
The throttle is equipped with a limiter screw to help with keeping new and young rider’s need for speed in check. For our test, the screw was backed out to allow full power from the CRF. With a pull up on the shift lever into first, the 110F patiently idled until Ryan was led around the Honda facility for a few sighting laps. After that it was tough to tear our little test rider off the seat as he rode until the course was shut down for lunch.
During his time on the CRF110F we could get Ryan to stop just long enough to get a few words on how the little red machine worked. Right off the bat he said it was fast, but he also said it was easy to control with the throttle. It never wanted to get away from him, but would scoot when he wanted it to.
The 2013 Honda CRF110F is positioned between the CRF50F and CRF80F.
The 2013 Honda CRF110F has a throttle limiter screw to allow parents to regulate a young riders speed.
The 2013 Honda CRF110F is more than capable for the fooling around on the track or hitting the single track
Ryan felt the 3.9 inches of front and 3.4 inches of rear suspension was plenty for most of the terrain at the Rider Education Center, but he said the stutter bump section bounced him off the pegs a few times. He added that it was fun in the whoops.
When quizzed on the subject of the brakes, Ryan insisted the front drum brake was “really strong” and he only needed two fingers on the lever. The rear drum was less impressive to him, but he still ranked it as good. The reach to the rear lever was easy from the larger footpegs.
Turning was a breeze for him whether he was sitting forward on the seat per my patented Uncle Riding Tips or when on the back of the seat after rolling through the whoops. Ryan commented it wasn’t too twitchy but it could turn quick if he wanted it to.
No test ride is complete without a crash or two and Ryan didn’t disappoint, going down hard a few times. Two out of three times he tucked the front in a soft corner. When asked why he said that the front brake was really strong and he had to be careful in the loose dirt. The CRF survived its trips to terra firma with just a bent shift lever. It would be easy to bend back, but I would recommend having both a spare shift and brake lever on hand just in case if your little one eats it often.
At the end of the day Ryan couldn’t get enough of the 2013 Honda CRF110F, the ultimate thumbs up for a bike review. Each request to wrap up the test was met with an appeal for just two more laps. Ryan said he thinks the CRF110F is an “awesome bike.” And I would have to agree. The combination of electric start, an easy to use four-speed gearbox and big bike styling makes the $1999 CRF110F a deal at only $39 more than its predecessor.

2013 Honda CRF250R Comparison

Engine: Liquid-cooled four-stroke Single; 4-valve
Bore: 249cc
Bore x Stroke: 76.8 x 53.8mm
Compression Ratio: 13.2:1
Fuel Delivery: Programmed Fuel Injection (PGM-FI), 46mm throttle body
Clutch: Wet multiplate; cable actuation
Transmission: Five-speed
Final Drive: Chain; 13F/49R
Fork: Showa 48mm fork; 12.2 in. travel
Shock: Showa gas charged shock, 12.3 in. travel
Front Brake: 240mm disc, dual-piston caliper
Rear Brake: Single 240mm disc
Handlebar: Renthal 971
Front Tire: 80/100-21 Dunlop Geomax MX51FA
Rear Tire: 100/90-19 Dunlop Geomax MX51
Curb Weight: 227 lbs.
Seat Height: 37.4 in
Wheelbase: 58.6 in
Ground Clearance: 12.7 in
Fuel Capacity: 1.5 gal
Colors: Red
MSRP: $7420

 

This year’s AMA Supercross and Motocross racing seasons were good ones for Honda and the CRF250R. Justin Barcia and Eli Tomac both put the red Lites racer on the podium more often than not, and both earned championships on it. The one place it didn’t win was at our 2012 250 Motocross Shootout, where it came up short for the win by just two points. It just goes to show how closely matched these machines are.
Even with some new trophies in its case, Honda knows the only way to collect more is to not rest on its laurels. Sometimes small changes can pay big dividends, and for 2013 Honda didn’t totally revamp the CRF250R. Rather, Big Red tweaked the fuel injection settings and refined the suspension. That’s not a lot when other brands are touting such major changes for this year, but with all the work that went into the CRF last year, it was all Honda felt was needed.
The CRF250R in the past few years has had an easy to manage power output, but it never really set our hair on fire. For 2013 Honda updated the FI setting for more bottom- and mid-range punch as well as a crisper throttle response. Grabbing a handful out of Perris MX’s tighter corners
2013 Honda CRF250R horsepower and torque
The Honda CRF250R's engine is easy to control, but we wish it had a little more power on tap.
reveals that there is indeed a bit more on tap, but up top we are still wanting for more. It’s like the CRF starts strong but then just stops making power. It does make for a very controllable throttle when going fast, but when compared to the KTM, Kawasaki and Suzuki, there needs to be more. The engine is almost forgettable in this field; it’s not bad at all, but it’s also not great. It’s just middle of the road.
“During my first ride on the bike I didn’t like it,” says TLD’s Nate Verdugo. “The motor felt super soft and underpowered, but the more I rode the bike the better it felt. I realized I was clearing everything and over all felt really smooth on the bike.”
Nick Thiel adds, “I was actually a little disappointed with the Honda motor. It seemed to be a little flat on top with not too much bottom, although, the power delivery was super smooth and was easy to ride.”
On our Dynojet 250i the CRF’s engine output numbers confirm our on track assessments. A peak rear-wheel horsepower rating of 35.0 hits at 11,100 rpm and soon after the power drops off, while the monster motors of some of the other bikes in the test continue to build power. In the torque category, however, the Honda puts out a best in class 18.39 lb-ft, matching our seat of the pants feel that the CRF does have some good bark out of the corners. When the gate was dropped for the Holeshot Test the red racer smoked the field with a 4.127 second pass to 125 feet at 44.4 mph. It goes to show that easy to manage power can get the job done better when the conditions are less than perfect. In the Third-Gear Roll-On the results were less impressive with a second-slowest pass from 15 to 40 mph in 2.494 seconds over a distance of 97.4 feet.
While the CRF250R is still lacking a tad in the engine department, it absolutely shines in the chassis ratings. For 2013 Honda worked over the 48mm Showa front fork with a 2mm larger sub-piston for better front feel. The valving
The 2013 Honda CRF250R has the best suspension in the shootout and can handle big jumps as well as small chop.
was also revised for the fork and rear shock, and wow did it make a difference. Most of our testing crew chose the Honda as the bike with the best suspension. Whether in the whoops, on chewed up flat corners or on the biggest hits at Perris, the 2013 CRF250R eats up anything you can throw at it with its composed and controlled suspension action.
“The suspension on the Honda seems to work really well,” sums up Matt Armstrong. “It soaked up all the small chop and was very plush on hard landings. I think the suspension is one of the strong points on the Honda.”
Thanks to its excellent suspension, the CRF’s handling was also tops. Jump on the 229-pound Honda and within a couple of corners you feel completely at home. It’s the easiest to get on and go fast immediately. While other machines have quirks or traits we don’t like, there isn’t one area we can criticize on the red bike. It drops into corners without much effort and sticks like Velcro once it’s in. It may not be as sharp as the Suzuki, but there is zero twitchiness no matter the speed.
“The Honda has always been known for being able to corner and it of course carried over to this year’s model,” remarks Vicki Golden. “The rough ruts and the choppy flat corners were easy to get through, and I felt that I could let the bike do most of the work.”
Turning the 2013 Honda CRF250R is the easiest in the class with a light feel and superb stability.
Squeezing the binders on the CRF250R rewards the rider with a feel that is above average; the front brake gives exceptional feel when pushed deep into a braking zone. However, the power isn’t as strong as the KTM and has some squish from the front lever and rear pedal. We’d like to see a little firmer action from both ends for a more positive initial bite.
“The Honda had a great front brake and it gave great feedback under hard braking,” comments Chris See. “But I feel that the rear brake could be a lot stronger and it seemed to fade as the moto went on.”
The brakes may not be the best of the bunch, but the drivetrain is. This category was the most fractured in terms of views from our test riders, but when the votes were tallied the Honda comes out on top in a tie with the Suzuki RM-Z. The shift lever effort is easy and the shifts are always solid. Missed shifts are never an issue, but clutch fade can be after a flogging.
Thanks to its excellent chassis the 2013 CRF250R ties for first.
“The Honda was solid but had a bit of fade after a few laps,” admits Thiel. “ It’s not really surprising, this is usually one of my only complaints for the CRF every year.”
When it comes time to get some work done behind the bars, the layout on the CRF is one of the best. The reach to the bars is spot-on for any sized rider and the footpeg to seat distance is compact but not cramped. The only real complaint we have is that the seat could be a little more flat for quicker movement front to back.
“The Honda was really close on feeling the best,” See testifies. “But if I had to pick out one thing to criticize, it would have to be that I wish the seat was a little more flat so I didn’t really feel like I was sitting in so deep in the bike.”
Despite lacking some in the engine department the Honda was able to turn the third-fastest lap in our Super Lap testing with a 1:22.3 average lap thanks to its excellent handling.
After the scoresheet is tallied, the $7420 2013 Honda CRF250F is locked in a tie with the Kawasaki KX250F as the best 250cc motocrosser this year. Its exceptional handling and suspension and easy to ride demeanor won over our team and contrary to popular belief shows that motor isn’t everything in the Lites class. 

2013 Honda CRF250L Comparison

Engine: Liquid-cooled 249cc Four-Stroke Single
Bore and Stroke: 76.0 x 55.0mm
Compression Ratio: 10.7:1
Fuel Delivery: PGM-FI, 36mm Throttle Body
Clutch: Wet multi-plate or Hydraulic Dual Clutch
Transmission: Six-speed
Final Drive: Chain
Frame: Steel
Front Suspension: 43mm Telescopic Fork, 9.8 in. Travel
Rear Suspension: Pro-Link, 9.4 in. Travel
Front Brakes: 256mm Single Disc with Twin Piston Caliper
Rear Brake: 220mm Disc with Single-Piston Caliper
Curb Weight: 320 lbs
Wheelbase: 56.9 in.
Rake: 27.5 deg. Trail: 4.4 in.
Seat Height: 34.7 in.
Fuel Capacity: 2.0 gal.
MSRP: $4,499 (starting)
Colors: Red
Warranty: One Year

Honda wants to attract new riders and it’s doing it with its revamped dual-sport, the CRF250L. This bike borrows the smooth-running 250cc thumper from the CBR250R sportbike and puts it inside a more adult sized frame with a smaller rider-friendly seat. Carrying a price of $4809 (with destination charge), the Honda is the most affordable bike in this category.
At a standstill it’s hard to argue against the Honda’s appearance. It has a clean shape and shares the sharp lines of the CRF450Rs that Supercross racers Trey Canard and Justin Barcia fly around on inside stadiums across America. We especially like the look of the exposed engine and how the engine’s plumbing and wiring is hidden from sight.
“The Honda is one good looking bike,” says Digital Media Producer Ray Gauger. “It definitely looks more expensive than what its price leads you to believe. They didn’t skimp on the quality either. It’s a solid bike.”
Swing a leg over the red bike and each one of us had both feet firmly planted on the ground. The CRF offers the lowest seat height of the group (34.7 in.), almost an inch lower than the Kawi and nearly two less than the WR. This will be a big, big plus for the vertically challenged. Though on the flip side it’s not as well suited to riders taller than six-foot, especially when the rider has to stand on the footpegs off-road (more on that later). The position and bend of the handlebar is relaxed and not too high or low and a good base to work from. A trip to the scale reveals that the CRF is indeed the heaviest, weighing in at 320 pounds. However, you’d be hard pressed to feel the extra weight at a standstill, or in motion.
Press the starter button and the Honda’s engine fires right away, whether your iPhone’s weather app says its 45 degrees or 95 degrees outside. The fuel-injected engine runs crisply even when cold and can be ridden away immediately. The clutch’s light action and smooth, hiccup-free motor performance make getting off and moving a no nonsense affair. Instrumentation is easy to read and we love that it offers the convenience of a fuel gauge to keep better tabs on the two-gallon fuel tank—a feature that is missing on both the Kawasaki and Yamaha.
On the road the CRF gets the job done without fuss. The seat is the coziest of the lot and although it offers sufficient get-up-and-go it still takes the most time to arrive at 60 mph (8.6 seconds). The overall character of the engine is mellow and more sanitized-feeling than the other 250s. Noise conscience riders will appreciate the muted neighbor-friendly exhaust note (72 dB at idle and 86 dB at half throttle) but for those who are looking for more playfulness the Honda comes up a bit short.
Results from dyno testing show the Honda’s engine produces just a hair more peak torque than the green machine (13.59 lb-ft), but it’s still down slightly against the WR. Numbers are a great reference but looking at the dyno graph paints a clear picture. Maximum force arrives at a relatively low rpm and stays online longer. This makes the Honda’s engine peppier right where you need it on the street. In terms of horsepower the Honda is right there with the KLX but still over 25% behind the Yamaha (measured peak to peak).
While plenty powerful the Hondas front brake lacks a degree of feel which makes it trickery to modulate on slippery surfaces.Engine power is exceptionally smooth and there is a good amount of mid-range power which is perfect for street duty.Although it offers the lowest seat height the close proximity of the footpegs and seat make it more difficult for taller riders to stand on the footpegs.
(Left) While plenty powerful the Honda’s front brake lacks a degree of feel which makes it trickery to modulate on slippery surfaces. (Center) Engine power is exceptionally smooth and there is a good amount of mid-range power which is perfect for street duty. (Right) Although it offers the lowest seat height the close proximity of the footpegs and seat make it more difficult for taller riders to stand on the footpegs.
Since it belts out the fewest number of ponies and carries the heaviest load, its slowest quarter mile (16.94 seconds @ 75.13 mph) isn’t a surprise. But its more moderate engine performance does pay dividends at the pump with it yielding the highest fuel mpg figure (64). That nets a 128-mile range based on the capacity of the gas tank.
“The Honda has one of the smoothest engines of any bike I’ve ridden,” reveals Joseph Agustin, MotoUSA’s latest addition to the digital media team, who has some street experience but very little when the pavement ends. “It made it easier to control especially when I was out of my comfort zone on some of the trails.”
While the Honda’s mild manners paid off in Agustin’s hands, for a more experienced dirt rider like Gauger, the muted powerband made it more challenging to ride at a quick clip.
The CRF250L offers superior instrumentation and its the only 250 to offer the convenience of a fuel gauge.
The Hondas seat proved to be the most comfortable and street oriented.
The CRF250L uses the same single-cylinder water-cooled 249cc engine from the CBR250R sportbike.
We applaud Honda for producing an affordable dual-sport that can take riders off the grid and explore Mother Nature.
(Top) The CRF250L offers superior instrumentation and it’s the only 250 to offer the convenience of a fuel gauge. (Center) The Honda’s seat proved to be the most comfortable and street oriented. (Bottom) We applaud Honda for producing an affordable dual-sport that can take riders off the grid and explore Mother Nature.
“Smooth power is what the Honda’s all about no question and it’ll be a big hit with new riders. On the road it performs just fine for pretty much anyone. Problem is it just doesn’t have any ‘snap’ which makes it trickier to ride in some areas say if you’re trying to hop the front wheel over rocks. The big space between second and third gear doesn’t help things either, so you have to decide whether to keep the engine screaming in second gear or lugging in third when climbing steeper hills or riding on softer dirt.”
Another strike against the CRF’s dirt resume is the way the bike’s suspension effects handling. Since the shock has so much sag (it’s clearly visible how rearward biased the attitude of the bike is when the rider is seated) the chassis has a harder time holding a line in a corner and the front tire doesn’t have enough weight on it to get grip. Scooting your body toward the fuel tank and keeping your torso over the front end certainly helps but isn’t a cure all. Of course, we’re nit-picking, but it’s definitely an issue if you do any degree of spirited riding off-road. Adding preload to the shock could have alleviated the condition but the supplied toolkit doesn’t offer any provisions for making the adjustment on the trail. The CRF’s ergos, specifically how low the seat is in relation to the footpegs, also hindered performance for us taller folks as it makes it harder to stand up—something that is necessary when negotiating rough terrain or trying to raise the front wheel over obstacles.
We also weren’t as satisfied with the performance of the front brake. It provides reduced lever feel, which made it trickery to modulate on rocks or slippery surfaces. Still it proved effective in terms of outright stopping power on pavement with the red bike halting from 60 mph in a distance of 121 feet—just a foot behind the Kawasaki and three behind the WR. The rear brake, however, performed flawlessly and was as good as anything in its class.
After burning through a couple tanks of gas it’s clear the Honda is oriented to beginners. While its engine delivers a smooth, hit-free spread of power, the motor is missing that hearty, grin inducing character that’s at the core of riding a motorcycle. Despite its mundane acceleration, on the road the CRF does what it’s supposed to: It scoots around town with minimal effort and delivers a simple, worry-free ride. Off-road, however, the overly soft rear suspension paired with the engine’s wide gear ratios make it more challenging to ride.
While we applaud Honda’s effort at capturing fresh faces, the CRF250L lacks the muscle to challenge the class leaders. Its road-oriented seating position and handling make it a great choice for smaller folks, but not the ideal platform for those that seek visceral thrill and performance. It’s these reasons why the Honda finishes in third-place in spite of being the best value.

2013 Honda CRF50F First Ride

Engine: 49cc air-cooled single-cylinder four-stroke
Bore x Stroke: 50 x 41.4mm
Compression Ratio: 10.0:1
Clutch: Automatic
Transmission: 3-speed
Front Suspension: Inverted telescopic fork; 3.5-inch travel
Rear Suspension: Single-shock; 2.8 in. travel
Brakes: drum
Curb Weight: 110 lbs.
Wheelbase: 36.0 in.
Rake: 25.0 deg. Trail: 1.3 in.
Seat Height: 21.6 in.
Fuel Capacity: 0.7 gallon
MSRP: $1,399
Colors: Red
Warranty: 6 months


Here at MotoUSA we're not only about the full-sized bikes but also motorcycles designed to give our future a head start on learning how to ride. Honda is a leader in pushing the market to bring new riders into the sport of motorcycling. This is proven by Honda’s line-up of small value-for-money bikes such as the 2013 Honda CRF250L, 2013 CRF110L and even bigger bikes like the NC700X. One of those bikes that snags beginning riders at a young age is the Honda CRF50.

As the smallest of the CRF family, the bike has only seen small changes since its debut over a decade ago. Previously known as the XR50, the CRF’s most visible updates have been slight bodywork styling changes here and there since it has become available.

Honda has combined key features into the 49cc air cooled ripper ensuring children have a fun and safe time learning to ride. The engine offers smooth, easy-to-use power and includes a three-speed transmission with an automatic clutch. An adjustable throttle stop allows parents to tailor the power to the child's skill level. The powerplant is also designed to be virtually bulletproof in order to take the beatings of our rev-happy youth. The engine is extremely low maintenance and not high-strung in order to last a long time.

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We found that the three-speed semi-automatic transmission offers up two rider- and parent-friendly features that aid a child’s path to motorcycle riding. First, as a youngster learning to ride, he or she most likely will not know how to shift. With the CRF50F a parent can throw the mini in first gear and set the adjustable throttle limiter to allow only a small amount of power to be used. The second advantage of the gear shifter comes as children get more advanced and are ready to step up to a bigger machine. Although it does not have a clutch, the CRF can teach a beginning rider the early stages of gear shifting, preparing them for what lies ahead.

“I like that the bike is fast,” says our eight-year-old test rider Kayden. “My first bike was a Honda 50 and I really liked it and I still really like it. Red is one of my favorite colors too so that makes me like it more.”

In the suspension department, little red offers a non-adjustable inverted front fork and single rear shock providing a smooth ride ready for whatever a child may throw at it. Our test rider tore up the mini bike track of Lake Elsinore Motorsports Park for hours with no complaints about the suspension being too hard or soft.

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One thing we did find trying was the starting procedure. Our test rider was unable to get the CRF fired up with the bike’s kick-starter as she didn’t have the coordination to kick the bike over, give a bit of throttle, and hold the bike up all at the same time. Since it’s a kids bike and this problem isn’t uncommon for an 8-year-old, we believe an electric start button would be beneficial, a feature like the one Yamaha has incorporated into its TT-R50.

Kayden believed the 2013 CRF50F was fast enough to make her riding experience a great one with the only complaint being that the seat was a tad stiff for her likings.

“I rode a lot and now I’m sore because the seat is too hard. I wish it was softer,” explained our tester.

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When asked about the brakes, Kayden revealed that she only used the back brake because of a personal fear of grabbing a handful of front brake and crashing. but according to her the rear brake provided plenty of stopping power for her.

“It’s a good bike to learn how to ride on,” says Kayden. “If one of my friends at school wanted to learn how to ride, I would tell them to tell their mom and dad to get them a Honda 50 because that’s what I learned how to ride on.”

When it was all said and done, MotoUSA and our test rider agreed that Honda's CRF50F, with its automatic clutch and throttle adjustment, is an outstanding package for your child to begin their path of motorcycle riding. As we mentioned, Kayden’s first bike was a CRF50, she now rides a Honda CRF70F proving positive riding experiences with the brand at a young age can foster brand loyalty when it comes time to purchase a larger ride. The 2013 CRF50 is available now at your local Honda dealership with a lowest-in-class MSRP of $1399.