2022 Honda CRF250R review – cycle news

| October 3, 2021

We drive the all-new 2022 Honda CRF250R

By Ryan Nitzen | Photograph by Drew Ruiz

The latest generation Honda CRF250R received a long list of changes, more than any other bike in its class for ’22. Highlights include an eight-pound weight reduction, a new single-silencer exhaust system, a refined drivetrain, a nine-disc clutch system, and several engine modifications aimed at giving the Honda more power. Honda says these changes resulted in a 20% increase in power at 6500 rpm.

It also received a new frame and swingarm (the same ones you see on the CRF450R), and, somewhat surprisingly, it’s fitted with Pirelli Scorpion MX32 tires. Interestingly, the 250 didn’t have a hydraulic clutch like the 450 did last year.

The ECU has been reconfigured to match these changes, and it again sees the familiar handlebar-mounted switch with three maps (standard, smooth, and aggressive) as well as launch control.

2022 Honda CRF250R Review | Travel time

Sitting on the new Honda for the first time reveals a slimmer profile. The double spar frame is super thin and coupled with a flatter and wider seat design, it reminds us of the neutral and narrow cockpits of the KTM, Husqvarna and GasGas 250cc models.

Another plus is Honda’s new single-sided exhaust, as it finally eliminates the bulky “hips” that date back to the 2014 model.

A quick adjustment of the levers and Renthal FatBars and we were ready to hit the track.

We first rode the ’22 CRF250R in Oregon at scenic Mountain View MX Park. It’s a tight, edgy trail that uses natural elevation and that day was covered in dark ground with a hard base. The Mountain View team recently added 600 trucks of Pacific Northwest mulch to the track, giving it that chocolate cake look. We were definitely no longer in Southern California.

The deep, mulch ride worked in our favor, as we put the updated Honda engine to work. The previous generation’s engine was good but seriously lacked low end, forcing the rider to put the Honda’s clutch on and play with only a small power window near the rev limiter. As a result, the engine took a lot of effort from the pilot to keep it in that productive but narrow power zone at high rpm. Honda fixed this problem, and it shows.

The second and third gears are now noticeably sharper, there is more power at low revs, and it builds better as RPMs increase. Plus, by reworking the gear ratios to match the new power output, the bike feels more maneuverable while consuming less energy from the rider.

The Oregon track featured a handful of jumps with short accelerations, which was no problem for the new Honda. The bike is solid and didn’t scream for a shift like it used to. On the contrary, it carries its momentum well at mid-throttle and continues to gain speed as the revs increase. Simple things like eliminating unnecessary shift points make driving a lot easier and less tiring. Spending less time per lap is always a good thing.

After juggling the three cards, I settled back on the first card. I found solace in the way it delivered smooth power from the bottom while still maintaining that much-needed mid-top pull. Map two was too soft for my liking, while map three was almost too much for some of the narrower sections of the trail.

The pilot’s narrow cockpit creates a feeling of agility on the track and that eight pounds of weight reduction also plays a big part in that. And, without the dual exhaust system, it’s easier to move around on the bike, so you don’t feel as “locked in” as before. The bike is well balanced, agile and easily cuts lines. The same can be said in the air. The Honda is very manoeuvrable when not tied to the ground, so it’s easy to position the bike where you want it for an upcoming turn right after a jump.

The suspension is also a big improvement. It is soft while offering excellent resistance to hollow. The Honda feels stuck in the ruts and just plain easy to drive.

However, I wanted a bit of stability in the deep loam so I dropped the forks into the triple clamps a bit which helped, but returned to the original positioning later in the day when the lines burned down and the trail dried up. I also played around with the high speed compression damping settings to reduce tension squatting, but eventually went back to basic (stock) settings.

The look and feel of the blood red Honda is hard not to drool over. However, first-run tests can be misleading. Coming up with a new bike on a new track is an easy way to quickly fall in love. That’s why we asked Honda for a little more time on tracks more familiar to So Cal.

We first took it to State Fair MX, a tight and edgy track that looks like the Mountain View MX track, but with deeper ruts and a harder base. Again, we quickly adapted to the bike while noticing how well it did in ruts and how nimble it was. It is significantly lighter and the narrow frame allows you to easily move the bike while using all edges of the track. Much of this has to do with Honda’s return to the single-silencer exhaust system. Moving forward and backward in the cockpit requires less effort, and the slim radiator fairings allow you to move forward fairly easily for tight turns.

The overall pilot cockpit is neutral (as we like it) and provides immediate comfort to our testers. The footrests, seat height / shape and handlebars create a nice racing triangle that feels natural right out of the door.

We were just as impressed with the Honda’s engine at State Fair as it was in Oregon. At State Fair, we looked for interior lines a lot, taking advantage of the Honda’s new improved low-end torque to pull us quickly through corners and ride up jump faces with enough punch to clear everything easily. Cards one and three were our go-to cards on this hot, sunny day in California. Map two worked well when things got dry and slippery.

We might have been disappointed to learn that the CRF250R did not have a hydraulic clutch like its big brother (which was a weight saving decision), we were still delighted with how well Honda’s cable worked and internally updated clutch. The traction is quite light and still feels good. So far, no discoloration issues to report.

As mentioned, the CRF250R is fitted with Pirelli rubber, instead of the traditional Dunlop rubber. The Pirellis would be lighter while offering similar performance. On the tracks we have traveled so far, the Pirellis perform well and have not shown any unusual premature wear.

2022 Honda CRF250R Review | So far, so good

Our first impressions of the new CRF250R have all been good and we can say with confidence that it is, indeed, an improved motorcycle in just about every category: engine, chassis, suspension, ergonomics and even in the visual department.

It’s great to be excited about the CRF250R again. CN

Honda CRF250R 2022 specifications

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