2018 Honda CRF250R

Yours for £6,249

Pricing and information

2018 CRF250R

£6,249

Introducing the all new 2018 Honda CRF250R

When it comes to competition it doesn’t get much tighter, or more committed than the MX2 class. And the 2018 Honda CRF250R has consistently proved a worthy weapon for battle. It is a machine that has evolved over time, through increments and steps, into a base platform that the amateur MX enthusiast – as well as pro-racer – can get the most out of. Pre-order now, call Steve or Justin to reserve yours 01492 535959.

Model Overview

The 2018 Honda CRF250R leaves the 17YM CRF250R in its roost with a kW/Kg improvement of 5%. In a wheel-to-wheel test the new CRF250R is 3% faster from 0-10m and 3.6% quicker over 30m. That’s close to half a bike length, and a full bike length respectively. Its DOHC engine, with over-square bore and stroke, bigger valves and revised inlet/exhaust setup makes a hefty 9% more power up top, for far longer, with extended over-rev and higher redline. Out of the gate, and lap after lap, the 18YM CRF250R is built to pull out an advantage and cut lap times. It's new fully mass-centralised chassis, identical to the current 18YM CRF450R, can put the extra power to effective use, its geometry and lower centre of gravity driving the rear tyre into the ground harder. The new CRF250R also employs the same Showa 49mm steel-sprung front fork as the CRF450R offering familiar (and extensive) levels of adjustability. Like the CRF450R, the CRF250R’s plastics outline neat aerodynamics and a smooth, organic shape giving the rider ample freedom to move. They also feature scratch-resistant film insert graphics, which deliver sharp visuals and a durable finish. Like the 2018 CRF450R, the new CRF250R is fitted with an electric starter as standard equipment.

The 2018 Honda CRF250R Engine

The 2018 Honda CRF250R DOHC engine is a clean sheet design and has been built with the focus on top-end power for acceleration and drive, plus improved over-rev corner-to-corner. The simple facts: it makes 9% more peak power with a spread that delivers that power over a 2,000rpm higher range, and also features a 900rpm increase to the ‘redline’ figure. And the dyno graphically tells the story. From 8,500rpm the 249.4cc engine simply takes off compared to the previous model and keeps building power and torque as the revs rise. The new engine features twin exhaust ports, each of which has its own exhaust down pipe, with bends that radius gradually to smooth out gas flow. Incorporated into the CRF250R’s new engine is an electric starter motor, replacing the kickstarter. The engine stop switch and Engine Mode Select Button (EMSB) are incorporated into a small housing on the left side of the handlebar. Three maps are available to suit riding conditions and rider preference: Mode 1 (Standard), Mode 2 (Smooth) and Mode 3 (Aggressive). A small indicator light displays Mode selected. On the right of the handlebar is the starter button.

Chassis

The 18YM CRF250R employs the same frame and suspension setup as the current CRF450R, with the same basic aims; connect the rider to the terrain with superlative feedback and gain rear wheel grip and drive through a rearward shift in weight bias, tied to a lower centre of gravity. Saving 340g over the previous design the seventh-generation aluminium beam frame features tapered main spars with a carefully tuned balance between rigidity and flexibility, designed to deliver front-end stability plus a direct feel for traction. The cylinder has a 25mm diameter, the rod 14mm with the compression piston 39mm. As you’d expect from what is effectively full race-spec suspension the fork action is supple, smooth and always in control. It’s also fully adjustable. The new 18YM CRF250R also shares the CRF450R’s 6.3L titanium fuel tank, which at 1039g weighs 513g less than the plastic design it replaces. The loss of half a kilo sat high on the machine contributes to the lower C of G, and the flattened tank cap and lower profile enables the rider to move forward easily. Wearing plastics with smooth external lines to help the rider move easily the frontal area is also narrower; the front mudguard directs a more efficient funnel of air to the radiator. The bodywork also uses durable film inset graphics that cover a wide area with scratch resistant style.

Specification

Bore × Stroke (mm)79mm x 50.9mm
CarburationFuel injection
Compression Ratio13.9 : 1
Engine Displacement (cc)249.4cc
Engine Type (cm³)Liquid-cooled 4-stroke single DOHC
Max. Power Output29.4kW @ 11,500rpm
Max. Torque27.1Nm @ 9,000rpm
Oil Capacity (Litres)1250cm3
StarterElectric
Brakes Front260mm hydraulic wave disc
Brakes Rear240mm hydraulic wave disc
Suspension Front49mm Showa coil-sprung fork
Suspension RearShowa monoshock using Honda Pro-Link system
Tyres Front80/100-21 Dunlop MX3S
Tyres Rear100/90-19 Dunlop MX3S
Wheels FrontAluminium spoke
Wheels RearAluminium spoke
Caster Angle27° 50′
Frame typeAluminium twin tube
Fuel Tank Capacity (Litres)6.3 litres
Ground Clearance (mm)327mm
Kerb Weight (kg)108kg
Seat Height (mm)957mm
Trail (mm)116mm
Wheelbase (mm)1486mm
ClutchWet multiplate
Final DriveChain
Transmission TypeConstant mesh

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