Factory First From Honda
Story by Trevor Hunter, Photos by Jerbal Shots
Very few OEMs excite consumers as much as Honda does. Dating back to the earliest years of American motocross, Honda was dominant in the most influential years, and as a result, the Red Riders continue to carry this lore to this day. So, when Honda dropped an all new 250F earlier this year, and paired it with a “Works Edition” 250 to boot, there was a lot of buzz surrounding the brand. While we can’t say that the Honda was our absolute favorite 250F in years past, it did have some good characteristics and we enjoyed our time on it.
For 2025, they completely revamped the entire motorcycle with a new chassis, updated engine and suspension, and new bodywork. We were really impressed with the new 450cc motocrosser earlier this year when we rode it at Ironman Raceway, but how would this translate to the 250F? We were able to spin laps on both the standard CRF250R and the Works Edition model at Glen Helen Raceway, and while we’ll have a comparison story on the two bikes as well as an individual impression on the standard model, this one will focus on the Works Edition model alone.
Some of the changes the Works Edition receives includes coated Showa forks and some internal changes up front with an 18mm shock shaft (up from 16mm) and internal valving to match out back. The cylinder head is polished, and the Yoshimura exhaust and ECU mapping is designed around the engine. This bike also utilizes a hydraulic clutch like its 450cc brother with a different ignition cover to accommodate. Other changes include Renthal Grips, a Throttle Jockey Seat Cover, DID chain, Dunlop tires, DID rims, and race team graphics. To read more in-depth about all the changes made to the 2025 models, click HERE.
Starting with the engine, it’s hard to find a fault here. It doesn’t boast absolute peak power at any one spot in the delivery, but it produces very good power across the board. It starts with a healthy bottom end and good torque – enough that we were able to carry third gear through some corners which typically we can only do on a YZ250F. From there, it steadily builds up into the mid-range and towards the top end. If the power did lack anywhere, it’d be way up high in the RPM range as you get into the vicinity of the rev limiter, but most don’t find themselves riding that high up in the RPMs anyways. The delivery is smooth and has a linear build, and the throttle response is ample.
We played with the different maps and Map 1 was the favorite for both of our riders today. It offered the best overall power, revved quick and free, and had no real cons to speak of. Map 2, of the smooth map, just wasn’t enough excitement for our crew. While it did have good torque down low, it lacked the top end power that we want when riding a 250F. Map 3, of the aggressive map, produced really good power on top, and was very responsive to throttle openings at higher RPMs, but we felt it was too “hitchy” at times and there was an increase in engine braking that we didn’t care for on the track today. All 3 maps were quite different and can appeal to different riding styles, so we applaud Honda for that. Of course, we wish they were easier to change on the fly but we’ll have to wait for that one.
Featuring the coated forks and a 18mm shock shaft, along with different settings for the bike, the Showa suspension worked very well in stock trim. We set sag at 105mm and took to the track. The overall package felt firm with little movement in it, but not harsh. We didn’t have an issue with the bike teetering on decel and under acceleration, and the overall bike remained mostly flat at all times. The small bump compliance and comfort is there while still able to take the bigger hits and the bike stays straight and planted.
Our faster rider did go +2 clicks on the fork compression to help keep the fork up in the stroke under heavy loads (Glen Helen’s downhills and some jump landings). With this change, it helped the front ride up in the stroke more and feel “softer” under the heavy loads while still maintaining good traction and comfort on the small bumps and chop.
The handling of the bike is now very neutral as it corners well like it has for the last few years, but the stability and chassis comfort is much improved. We could follow ruts and rail corners or cut down seemingly at any time with little effort and a lot of precision. In the rough stuff, we didn’t feel too much feedback through the bike and it wasn’t as finicky in line selection or riding style like the old bike was.
Small things like the Renthal grips are welcomed over the stock Honda grips, and the Throttle Jockey seat cover is more comfortable and adds grip. The Dunlop Tires worked well and were a familiar feel for us on the moto track.
This bike overall feels like a very refined package that works in unison. From the engine to the suspension and chassis, everything works together and compliments each other on the track. A lot of special edition bikes are more bling than performance, but this Honda has a lot of performance value to it, and for the extra $2,300 markup from the standard model, we’d be hard pressed to not take a good look at it if we’re in the market for a CRF250R.
