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.

2013 Honda CRF450R Project Bike

After struggling for a few years with its 2009-2012 generation CRF450R, Honda made great strides with its latest ‘13 version. The CRF went from a bike that few wanted to moto to one that saw the most number of hours on its clock. More than ever this CRF450 proves to be one of the most versatile dirt bikes we’ve ridden, as adept at pounding out laps at the track as it is at tackling skinny off-road trails or throwing sand roost out at the desert.

Aside from fitting a different handlebar bend based on preference, the next order of business with any dirt bike is a fresh set of tires. And while we thought Honda did well with its OE-fitted Geomax hoops, when it comes to knobs you simply can’t ride on a better brand than what Bridgestone offers with its M-series tires.

Available in three different compounds, we selected the intermediate-terrain specific M403/M404 combo in stock sizing (80/100-21 front, 120/80-19 rear). These tires have the highest amount of versatility in terms of terrain, offering excellent grip on dusty and dry hard-pack or deep, freshly watered loam. Visually the Bridgestone M403 Intermediate Front Tire has a deep and dense array of knobs giving it added bite during braking and through turns. The profile is also a little
We ditched the CRF450Rs stock plastic brake disc guard in order to let more air flow to dissipate heat during braking. We also slung on a intermediate terrain M403 tire from Bridgestone 80 100-21 . The tire offers superior traction than the stock Geomax over a wide variety of SoCal dirt.
Fox Shox digital pump is more accurate than the OE-supplied dial gauge-style pump displaying air pressure in increments of 0.5 psi.


(Top) We ditched the CRF450R’s stock plastic brake disc guard in order to let more air flow to dissipate heat during braking. We also slung on a intermediate terrain M403 tire from Bridgestone (80/100-21). The tire offers superior traction than the stock Geomax over a wide variety of SoCal dirt.
(Center 1) Fox Shox digital pump is more accurate than the OE-supplied dial gauge-style pump displaying air pressure in increments of 0.5 psi. (Bottom) We fitted a Kevin Windham racing replica graphics kit in honor of the legendary Supercross and motocross rider. The decals are thicker than stock and better resist pitting and sand blast from normal riding.
sharper than the stock rubber, netting quick turn-in without that flighty, overly anxious steering feel. Although Bridgestone recommends the tires be run anywhere from 10 to 15 psi, we ran the tires between 12.5-13 psi virtually everywhere except when riding in really rocky areas. In those circumstances we aired the tires to 14-15 psi to help avoid tube flats and/or a bent rim.

For 2013 Honda raised eyebrows by ditching its tried-and-true fork for one that uses air bladders in lieu of metal coil springs. While we appreciate the added tune-ability offered by being able to effectively “change the spring rate” by adding more or less air, the pneumatic fork is sensitive to pressure and requires constant attention, especially when riding for longer periods of time on rough tracks. Since we wanted more precise adjustment than we could get from the Honda-supplied pump, we sourced a Fox Shox Digital Shock Pump ($69.99). The device features a digital readout and measures air pressure in bar, kPa, and psi and can display it digitally in half psi increments. Depending on where we’re riding and the roughness of the terrain, we vary air pressure anywhere from 31-36 psi with the lower settings ideal for smoother and/or slower riding conditions.

Kevin Windham is one of the all-time greats of our sport. And in tribute of his lifelong racing career we adorned our CRF with a One Industries Team Geico Powersports Honda Replica Graphic. The kit comes with everything needed to convert a CRF450R into a racing replica. The graphics are pretty easy to apply but require patience. It also helps to have a heat gun or blow dryer in order to mitigate air bubbles between the plastic and the decals. The set-up also came with a new seat cover with special grip material which we installed with a staple gun after peeling the original off. The graphics have a much thicker finish than the stock ones and held up well to the constant bombardment of rocks, sand and dirt.

After racking up 42 hours on the hour meter the CRF is still running tip-top. So far, wear and tear consumables have included front and rear brake pads, fiber clutch plates, and two sets of chain/ sprockets. Aside from those parts and engine oil and filters, the Honda has proven to be a durable machine with no other components failing despite our best attempts.

For the next phase of our CRF450R project bike our good riding friend and nine-time AMA Loretta Lynn Amateur National Motocross Champ Kevin Foley is heading east to Tennessee in hopes of notching another win in the plus-50 vet class. Stay tuned for his report and good luck Kevin!

2014 Honda CRF125F First Ride

Engine: 125cc air-cooled single-cylinder four-stroke Bore x Stroke: 52.4 x 57.9mm
Compression Ratio: 9.0:1
Fuel Delivery: 20mm piston-valve carburetor
Clutch: Wet, multi-plate, cable actuation
Transmission: Four-speed
Front Suspension: 31.0mm telescopic fork; 5.5 in. travel (standard) / 5.9 in. travel (big wheel)
Rear Suspension: Hydraulic shock absorber; 4.5 in. travel (standard) / 5.9 in. travel (big wheel)
Front Brake: 220mm cross-drilled hydraulic disc
Rear Brake: Mechanical drum
Wheels: 70/100-17 front, 90/100-14 rear (standard)  70/100-19 front, 90/100-16 rear (big wheel)
Curb Weight: 192 lbs. / 194 lbs. (big wheel)
Wheelbase: 48.0 in. / 49.4 in. (big wheel)
Seat Height: 28.9 in. / 30.9 in. (big wheel)
Fuel Capacity: 1.1 gallon
MSRP: $2799 (standad) / $3199 (big wheel)
Colors: Red
Warranty: Six months

Honda’s line of junior-sized dirt bikes has nurtured young riders for decades. And Big Red is poised to carry the newbie torch for years to come with its freshly released Honda CRF125F (starting at $2799). Available in standard and Big Wheel variations, Honda’s latest trail bike replaces the CRF80F and 100F models and offers owners more bang for their buck than ever before.
A fun ride and easy operation were the main goals for Honda’s latest trail bike. To achieve these, engineers fitted a larger displacement engine. Still air-cooled for simplicity sake, the 125cc four-stroke Single employs a longer piston stroke compared to the 80 and 100 CRFs boosting torque and making it more adept at tackling inclines or hills. The engine is still fueled through a carburetor and 1.1-gallon gas tank. Additionally, the motor can run on regular 87-octane gasoline instead of the more expensive premium blend.
Electric start was added and the engine lights with a simple push of the button. A kickstart lever remains as a backup in case the battery runs out of juice. Either method performed flawlessly and we were especially pleased by how little muscle the kickstart lever demanded.
Hondas venerable air-cooled four-stroke Single gets a longer stroke engine boosting displacement to 125cc.
Suspension was cozy for our 110-pound tester. This made it easy for her to get a feel for it on the dirt.
The cockpit of the CRF125F is neutral-feeling and functions well for tall and short riders alike. We also love that the CRF now offers the push-button convenience of electric start.
(Top) Honda’s venerable air-cooled four-stroke Single gets a longer stroke engine boosting displacement to 125cc. (Center) Suspension was cozy for our 110-pound tester. This made it easy for her to get a feel for it on the dirt. (Bottom) The cockpit of the CRF125F is neutral-feeling and functions well for tall and short riders alike. We also love that the CRF now offers the push-button convenience of electric start.
“It’s smooth,” says our lady tester and novice-level rider, Mayra Tinajero, when asked to describe the CRF’s motor performance. “When you go to give it throttle, the way it takes off is so easy. It’s never jerky and I always felt in control.”
Power is transferred to the back knobby tire through a four-speed transmission and manual, cable-actuated clutch. Lever pull is light yet has a positive and responsive actuation akin to a premium, full-sized motorcycle. Paired with the engine’s low-end grunt this CRF is easy to get moving forward from a standstill. Although the gearbox no longer offers fifth gear you won’t miss it due to the 125’s broader powerband.
“It’s really easy to shift,” shares Tinajero. “So for anybody new to riding that is stressed about controlling the throttle, the brake, your feet, just know that it’s really easy with the 125. That’s something that definitely alleviates the mind when you’re starting out.”
As she points out it is an easy-shifting bike that delivers precise feel at the shift lever along with an audible and reassuring thud when the next gear is engaged. Finding neutral position (between first and second gears) at a stop was equally simple.
The standard CRF125F rolls on 17-inch front and 14-inch rear spoked wheels with a seat height at 28.9 inches (identical to the outgoing CRF80F). Taller riders will appreciate the $400 more expensive Big Wheel which makes use of a larger 19/16-inch combo boosting saddle height by two inches and ground clearance by 2.1 inches (the same seat measurement as the ’13 CRF100F). It also uses a larger 49-tooth rear sprocket compared to the standard model’s 46-tooth piece (due to the larger diameter of the wheel).
Suspension and brakes are the same on both options, with a non-adjustable fork soaking up bumps at the front and a spring preload-adjustable shock providing rear damping. Front suspension travel is rated at 5.5 inches with the back measurement coming in at 4.5 inches for the standard model. The Big Wheel CRF gets added travel with nearly six inches fore and aft.
“The suspension was awesome,” said 110-pound Tinajero who spent most of the afternoon riding the standard model. “Going over any rough spots or jumps, and around turns it was great. It was smooth riding all the time.”
Hondas all-new CRF125F makes use of a larger engine that produces more torque. This not only makes it easier to ride but more fun too.
Both CRF125F models get a 220mm cross-drilled hydraulic disc brake up front.
Big smiles are what the CRF125F is all about. Its a great learning tool for beginners and plenty fun to play around for seasoned riders too.
(Top) Honda’s all-new CRF125F makes use of a larger engine that produces more torque. This not only makes it easier to ride but more fun, too. (Center) Both CRF125F models get a 220mm cross-drilled hydraulic disc brake up front. (Bottom) Big smiles are what the CRF125F is all about. It’s a great learning tool for beginners and plenty fun to play around for seasoned riders, too.
Braking components consist of a 220mm front cross-drilled disc clamped by a twin-piston caliper actuated hydraulically with a simple and more cost-oriented lever-operated drum brake keeping rear wheel speed in check. Both brakes provided effective stopping power and were easy to operate. Another plus is how grippy the OE tires are even on silty hard-pack.
While our 5’5” tester got along with the smaller wheeled version, she still felt the larger wheeled version would be the right one for someone her size.
“I felt a little big on the small one,” she said. “It was still comfortable and really fun to ride, but I think I would outgrow it kind of fast. If I had to choose, I’d probably go with the bigger one.”
Much to my surprise the larger wheeled CRF was adequate for my six-foot tall frame, too. Obviously I was a little cramped but not enough to keep me from blasting across berms all the while grinning like a Slurpee-drunk schoolboy beneath my helmet.
And that in essence is the coolest thing about the CRF125F—it’s friendly and non-intimidating for a novice yet still delivers adequate performance for more seasoned riders.
“I would completely recommend this bike for someone that is looking to start out riding and hasn’t necessarily had a whole lot of experience,” sums up Tinajero. “It’s definitely an excellent bike to start out on.”

2014 Honda CRF250R First Ride

Engine: 249cc liquid-cooled four-stroke Single; 4-valve
Bore x Stroke: 76.8 x 53.8mm
Compression Ratio: 13.5:1
Fuel Delivery: Programmed Fuel Injection (PGM-FI), 46mm throttle body
Clutch: Wet multi-plate; cable actuation
Transmission: Five-speed
Final Drive: Chain; 13/49
Fork: Showa 48mm fork; 16-position compression and 16-position rebound damping adjustment; 12.2 in. travel
Shock: Showa gas charged shock, 13-position low-speed and step-less high-speed compression damping, 17-position rebound damping and adjustable spring preload; 12.3 in. travel
Front Brake: 240mm disc, dual-piston caliper
Rear Brake: 240mm disc, dual-piston caliper
Handlebar: Renthal 971
Front Tire: 80/100-21 Dunlop Geomax MX51FA
Rear Tire: 100/90-19 Dunlop Geomax MX51
Curb Weight: 231 lbs.
Seat Height: 37.4 in
Wheelbase: 58.6 in
Ground Clearance: 12.7 in
Fuel Capacity: 1.66 gal
Color: Red
MSRP: $7420

Honda’s 2014 CRF250R ($7420 plus $310 destination charge) follows in the tire tracks of its larger displacement CRF450R sibling with an important chassis update for more predictable handling on the track and trail. Highlights include an all-new frame, swingarm and up-spec engine configuration for added roost-throwing muscle. For a more in-depth technical analysis check out the 2014 Honda CRF250R First Look, as this article zeroes in on riding impressions and what this quarter-liter CRF is like to moto.

Hop on the CRF and it is clear that the engineers spent a lot of time getting the 250’s weight distribution just right. Even though the ’14 bike weighs four pounds more than the machine it replaces, you’d be hard pressed to notice the difference whether lifting it off the stand or leaning it over through an inside rut.

The 2010-2013 generation CRF was renowned for its sharp steering precision and Big Red’s latest 250 continues to shine in that area. However, it’s far less hyper and more relaxed-feeling than before.



(Top) The CRF250R’s engine features a new cylinder head design with more compression and unique dual-stage fuel injection programming for improved engine response. (Center) The shock is positioned lower in the chassis for added stability and works through a new linkage with a flatter link for better response in motion. (Bottom) After a three-year hiatus, the Honda CRF250R returns to a twin muffler design.

“The chassis felt very balanced and seemed to flex well,” said pro-level test rider Chris See. “You could come into inside rights and put the weight on the front tire and it would go that direction. It was very good.”

Contrary to the latest and greatest air fork technology used on the CRF450R, the 250 still employs a conventional dual coil spring fork. Although it’s relatively old technology, as some say, ‘if it ain’t broke, don’t fix it’ – an accurate synopsis of our feelings of Showa’s tried-and-true design.

Despite not being the newest piece of suspension equipment, we love this fork’s organic feel and straightforward adjustment with it providing adequate pitch control during braking and corner entry over bumps. Our only criticism is that it is a little on the soft side – a typical complaint by faster riders or those who aren't lightweights. Fortunately, the fix is as simple as swap to a heavier pair of springs.

“I think the conventional fork is the way to go,” said See. “I don’t think that either one of the other options [air fork or single function/single coil spring fork] are really proven. I had no real issues with the suspension today. I think it could be definitely a little stiffer all around and for anyone over probably 150 pounds.”

We were also pleased with the function of the shock, which is now positioned lower in the frame. This helps boost stability at speed over bumps and acceleration whoops.

The CRF250R now shares identical and interchangeable body panels and Renthal handlebar (971 bend) as the CRF450R – a big plus for racers who compete in both the 250 and 450 four-stroke classes. Not only do the new plastics look sleek, they are functional providing unencumbered body movements entering and exiting turns as well as through whoops and other obstacles. Another plus is that the capacity of the fuel tank has been increased by almost two-thirds of a quart, so you can ride longer between re-fills.

Motor-wise the CRF250R’s engine continues to have a smooth and well-rounded powerband. Although it didn’t blow us away in any one area, we appreciated the added snappiness of the engine courtesy of Honda’s dual-stage fuel injector map that pre-charges the combustion chamber with an extra squirt of fuel elevating both response and power production.

“The motor was very similar to the 2013,” sums up See. “It did feel like it had slightly more bottom end power but it was very minimal and felt very similar to last year’s bike with a lot of top-end and not very much middle [mid-range]. I feel that the bottom end is decent but it could use one tooth bigger on the rear sprocket to bring the transmission closer together.”



(Top) The most noticeable difference to the Honda CRF250R’s engine is the dual-stage fuel injection mapping which pre-charges the combustion chamber with fuel for added snappiness and engine response at all rpms. (Center) The body panels, 1.66-gallon fuel tank and Renthal 971 bend handlebar are identical to the CRF450R. (Below) The CRF250R has never been lacking in terms of cornering ability. But the new chassis adds an element of refinement and chassis stability making it easier to ride than ever before.

In spite of See’s final drive gearing complaint (13/49) the rest of the Honda’s drivetrain performed flawlessly. The clutch offers well-weighted lever pull and is offers excellent response even with a light two finger tug of it. The transmission also shifted securing in each of its five gears making for a bike that is easy to ride.

While the braking components and the specification of the Dunlop Geomax tires are unchanged both worked well. The brakes offered plenty of stopping power with a fair amount of lever feel and the knobs served up excellent grip on a moist track but were a little squeamish in the morning when the track was dry (the track’s water pump stopped working), but that’s to be expected.

Considering the championship-winning success of the 2013 CRF250R it would have been easy for Honda to leave well enough alone. Instead by incorporating successful and well-received chassis changes from the CRF450R it has produced a 250-class racer that is even more adept at putting in fast laps with ease.

2014 Honda CRF450R First Ride

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 Pneumatic 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: 243 lbs. (ready to ride)
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: $8699 plus $310 destination charge

After years of fumbling around the track and trail, Honda finally got it right with its new and significantly improved-for-2013 CRF450R. For ’14 the powersports giant makes a few calculated tweaks to the front suspension, engine intake and exhaust, as well as the clutch. But are the updates worth the $300 price increase? We put in a few motos at the track to find out.
Raise the CRF450R off the stand and it’s obvious that its still one of the lightest 450 motocross bikes in the class. Honda claims 243 pounds, ready to ride, and it certainly feels that way. Seated at the controls it has a slim yet well-portioned feel and is one of the more neutral-feeling motocross bikes made, which makes it easy to get acclimated to.
“I love how the cockpit fits me,” says pro-level test rider Chris See, who stands at 5’9”. “I feel right at home on it.”
While getting the engine lit is easier than ever before it still requires a deliberate and well-timed prod of the kickstarter to get it to fire on the first try. Usually it takes two. Engineers fitted different clutch springs that reduce clutch lever pull effort without compromising strength and resistance to fade during long rides. Although the update doesn’t make that much of a difference when launching, it does pay dividends during a moto with the rider having to exert less hand and finger effort to modulate engine power through turns.
The CRF continues to use a six-spring clutch but the tension of the springs has been reduced for easier lever pull.
The CRF450Rs mufflers have updated internals for improved flow.
The shape of the ports within the cylinder head were modified for improved flow. The update works together with the new dual-charge fuel injection map for increased throttle response.
(Top) The CRF continues to use a six-spring clutch but the tension of the springs has been reduced for easier lever pull. (Center) The CRF450R’s mufflers have updated internals for improved flow. (Below) The shape of the ports within the cylinder head were modified for improved flow. The update works together with the new dual-charge fuel injection map for increased throttle response.
“The clutch feel with the new springs is good,” confirms our tester. “It’s got very good feedback to the rider.”
Get into the throttle and the CRF feels a tad peppier than the ’13 bike. It’s not a huge difference but it does have some added snap, especially at low throttle settings. This is accomplished by new fuel injection mapping that signals the injector to squirt two shots of gas instead of one per engine revolution. The first charge cools the combustion chamber while the second blast creates driving force. It works in conjunction with the updated cylinder head porting, and reshaped pipe interior giving it a little more ‘oomph when the throttle is cracked.
“The dual injector spark gives it a little more bottom end this year, which is appreciated,” agrees Chris “With a little bit of mapping tweaks I think it could be even better.”
Overall the powerband is still one of the most tractable and rider-friendly in the 450-class. It will be appreciated by all but those who are seeking a really aggressive and hard-hitting punch, for say riding in super loamy terrain or wet sand. And for that small niche Big Red offers its PGM-FI Tuning Kit ($489.95) allowing the user to quite literally tailor the feel and power of the engine. Still it would be nice if Honda could offer a few quick and simple engine power adjustments via plastic couplers like the Green and Yellow brands.
We’re big fans of the way the new generation CRF handles as it responds to rider inputs in a more predictable and consistent manner building confidence behind the handlebar. But the weak link in the handling department is the newly introduced air fork sourced from Showa.
We appreciated the ability to adjust ride height/preload/spring rate, based on rider weight or preference, by adding or subtracting air pressure, but the fork didn’t function predictably on rough terrain. Honda acknowledged the problem and attempts to correct it by fitting a revised rebound piston and rod internals, which help maintain that nice plush, bump-absorbing feel as the fork travels deeper in its 12.2-inch stroke. The difference is considerable with the second version providing more accurate damping especially during the course of a moto, but still we’re not completely sold on the technology.
“The air fork for me is not my favorite,” Chris admits. “I feel like it isn’t a very consistent feel. As you go on in the 15-minute, 20, 25-minute riding increments it starts to get a little harsh… and a little more harsh, so you have to mess with it [modify the settings].”
The CRF450R continues to impress us with its high degree of maneuverability in the sky as well as on the ground.
The engine offers a little more snap at low rpm yet still is easy to manage as the rpms increase.
We love the centralized feel of the CRF450R. It is a very agile bike which increases confidence and makes it easier and more fun to ride.
(Top) The CRF450R continues to impress us with its high degree of maneuverability in the sky as well as on the ground. (Center) The engine offers a little more snap at low rpm yet still is easy to manage as the rpms increase. (Below) We love the centralized feel of the CRF450R. It is a very agile bike which increases confidence and makes it easier (and more fun) to ride.
If you ride on smooth tracks or for short periods of time the air fork works marvelously but for more challenging conditions it still lacks the consistent damping feel of a conventional dual coil spring set-up as used on the ’12 and prior CRF450Rs.
Although w e aren’t completely sold on the air fork, we can’t argue with the way the red bike carves into turns. Whether blasting around a long fast berm or darting across the track for a tight inside rut this CRF goes right where the rider directs with very little effort for a big four-stroke.
“The Honda corners very well. You can put the bike anywhere you want it. It is very maneuverable and that is a big plus for me.”
The red bike’s braking hard parts, unchanged for 2014, continue to provide ample stopping power and lever feel.
After a day’s ride it’s certain that the refinements made to the ‘14 CRF net a better overall package. Even with its added bottom-end ‘oomph, the engine continues to be easy to use on track and when paired with the lithe and neutral steering chassis allow fast laps to come with reduced effort behind the handlebar.

2014 Honda CRF250R Comparison

Engine: 249cc liquid-cooled four-stroke Single; 4-valve
Bore x Stroke: 76.8 x 53.8mm
Compression Ratio: 13.5:1
Fuel Delivery: Programmed Fuel Injection (PGM-FI), 46mm throttle body
Clutch: Wet multi-plate; cable actuation
Transmission: Five-speed
Final Drive: Chain; 13/49
Fork: Showa 48mm fork; 16-position compression and 16-position rebound damping adjustment; 12.2 in. travel
Shock: Showa gas charged shock, 13-position low-speed and step-less high-speed compression damping, 17-position rebound damping and adjustable spring preload; 12.3 in. travel
Front Brake: 240mm disc, dual-piston caliper
Rear Brake: 240mm disc, dual-piston caliper
Handlebar: Renthal 971
Front Tire: 80/100-21 Dunlop Geomax MX51FA
Rear Tire: 100/90-19 Dunlop Geomax MX51
Curb Weight: 231 lbs.
Seat Height: 37.4 in
Wheelbase: 58.6 in
Ground Clearance: 12.7 in
Fuel Capacity: 1.66 gal
Color: Red
MSRP: $7420

How does the 2014 Honda CRF250R stack up against the competition? Watch the 2014 Honda CRF250R Comparison Video to find out.
Last year the Honda CRF250R tied for the win in MotoUSA's 250 Motocross Shootout thanks to its easy-to-ride character and excellent handling. Honda didn’t rest on its laurels, however, and redesigned its 250cc-class offering for 2014 in the constant search for more power and improved handling. The CRF250 has always finished near the top of the list in our shootouts, could it do it again this year?
In the last few years the Honda CRF250R has been regarded as one of the easiest 250cc class racers to ride. Just about anyone can jump on, adjust the sag and levers and immediately feel at home. For 2014 Honda’s engineers gave the CRF a new frame to further enhance its easy-to-ride character with a lower center of gravity. A revised swingarm and linkage also intend to make the Honda a ripper. Our team of riders agreed with the changes made by Big Red, ranking it Number-1 in the handling department. It continues to inspire confidence with a neutral feel in the corners and excellent straight-line stability. It always works no matter the situation.
Former WMX racer Sara Price comments, “Overall handling on the Honda was really good and I ranked it first in my book. I felt quite comfortable when going fast and found myself not wanting to get off the thing.”
“The chassis on the new Honda works well,” adds our resident pro tester Chris See. “I always had lots of confidence on this bike.
While the handling was top-notch, the suspension did not rank as high for our team. The rear shock is unchanged from 2013, but the 48mm Showa forks features new settings. Even so just about every rider complained of a too-soft set-up and it ranked near the bottom, negating its top finish in the Handling Category.
“Testing the Honda in stock form - it was soft for me and that kept it out of the top spot for sure,” explains See. “But I am also really happy they stuck with the traditional fork on this machine, giving you a nice consistent feel lap after lap.”
The CRF250R has never been known as a ripper when it comes to sheer engine output, but Honda beefed things up for 2014 with a dual stage injector. However, with powerhouses like the Kawasaki, KTM and now Yamaha cranking out big power, the Honda 250 feels like it is just plain slow. The mellow output does make for a more settled chassis and excellent manners when the track is slippery, but when traction is tacky or loam is deep the CRF gets left behind on the bottom end.
“I love how far the top-end revs out, but I feel this bike needs to sacrifice how far it revs out and give it a lot more bottom so it has more forgiveness when you make mistake," explains See.
Pro rider Nick Thiel is kinder to the CRF saying, “The Honda doesn't do anything bad it just lacks the ripping power that those in front of it provide.”
While we were not blown away with the seat-of-the-pants power output, on the MotoUSA Dynojet 250i the Honda held its own with a chart-topping 18.96 lb-ft of torque that crushed all the but the Yamaha by nearly three-quarters of a lb-ft. It didn’t fare as well in the horsepower numbers with a fourth-best result, laying down 34.96 hp.
When the gate drops the CRF250R falls slightly behind with a 3.239-second run to the 125-foot mark at 44.2 mph, giving up nearly one tenth of a second to the class leading YZ250F. It’s excellent torque numbers come into play, however, in the Roll-On test, as it posted a second-place 2.266-second blast from 15 to 40 mph in 95.3 feet.
Other hard numbers in our test show the 2014 CRF250R grabbing top honors in the sound test with a much quieter result from its dual mufflers at 97 decibels at idle and 108db at half throttle. It also earned second-place points on the scales at 235 pounds with its 1.66-gallon gas tank filled.
Back on the track our riders ranked it just behind the Kawasaki KX250F in terms of comfort and cockpit layout. Its larger layout works well for a variety of rider sizes, and the slimmer mid section is a hit with most. Only one rider has any criticism for the Honda’s ergonomics.
“I’m not a huge fan of how when you go to transfer to the rear of the bike you go from skinny and narrow in the middle to wide and chunky at the front and back,” complains See. “I preferred last year’s ergos to this year.”
Honda widened the physical size of the transmission gears for better durability, and our riders all think highly of the CRF’s drivetrain ranking it as the runner-up in the category. If not for some fairly annoying clutch fade, the Honda may have taken top honors as the feel is tight and gearing spot-on.
“The Honda’s gearing is perfect and the clutch pull is really good,” remarks Thiel. “But after two laps the clutch lever is practically to the bars.”
On the brakes the CFR250R ranks mid-pack this year. While the feel and power are excellent, some of the faster riders experienced fade as the end of the moto approached. The rear brake also lacks feel when the track gets slippery and locks easily.
For the first time in a decade the Honda CRF250R finishes off the podium. If not for a lackluster power feel the plucky and always-agreeable Honda would have surely finished on the box yet again. For those looking to ride all day rather than win the 250 Pro Class, the 2014 Honda CRF250R is still a excellent choice. But in our highly competitive 250 Motocross Shootout, the CRF finishes in fourth place.