2013 Honda CRF250: With Honda spending all of
its R&D money on the 2013 CRF450, there was very
little money for the CRF250. There were stiffer fork
springs and 2mm-larger pistons in the 48mm Showa
forks. The shock’s high-speed adjuster-bolt seat diameter
was increased from 9.5mm to 11.5mm. For 2013 Honda
dropped 2012’s awful Dunlop MX51 front tire for a
Dunlop MX51FA. The 2013 CRF250 powerplant produced
37. 19 horsepower.
2014 Honda CRF250: The 2014 Honda CRF250’s main
spars were moved down, the subframe reconfigured and
the radiators lowered. The 2014 engine got increased
compression ( 13.2:1 to 13.5:1), a forged slipper piston,
Dual-Timing Programmed Fuel Injection (one long spritz
with a pause in it), wider gears (that were 13 percent
stronger), bodywork from the CRF450 and a return to
twin mufflers (that had been dropped for 2010). The 2014
CRF250 produced 37. 25 ponies.
2015 Honda CRF250: For 2015 the Honda CRF250
got a map switch button, Showa SFF TAC air forks, larg-er-diameter exhaust, a stiffer shock spring, 260mm front
rotor and Dunlop MX52 tires. In 2015 Honda was embracing the “slow and steady wins the race” mantra, which
meant that the 2015 CRF250’s horsepower was 37. 30.
2016 Honda CRF250: The 2016 CRF250 engine got
a lighter piston and connecting rod, titanium exhaust
valves, reshaped intake and exhaust ports, an exhaust
resonator to the head pipe, increased compression (from
13.5:1 to 13.8:1) and new air-boot shape. Horsepower was
upped by 1.6 horses at peak to 38. 89 horsepower. The
Showa SFF TAC air forks remained the same, but the fork
legs were 5mm longer than the 2015 legs. The frame was
unchanged, except for anti-mud footpeg scrapers and a
4mm-smaller chain roller.
2017 Honda CRF250: No changes.
Q: HOW DOES THE 2017 HONDA CRF250 RUN
ON THE DYNO?
frame came from the 2009 CRF450, save for the lower
frame cradles, lower engine mounts and upper frame cast-ing. Honda upped compression to 13.2:1 with a high-com-pression piston. Radiator capacity was increased from
1.06 quarts to 1.16 quarts. The Showa forks were upped
from 47mm to 48mm (so that Honda could use the same
triple clamps as the 48mm Kayaba-equipped CRF450).
The CRF250 clutch was Kashima-coated, while the clutch
springs were longer and softer. Gearing was changed
from 13/51 to 13/48. The twin mufflers were dropped
and fuel capacity was reduced from 1.9 gallons to 1.5 gallons (because of the EFI’s fuel pump). The 2010 CRF250
reached 36. 37 horsepower.
2011 Honda CRF250: After Honda completely redesigned the 2010 CRF250, the changes for 2011 were limited to a choked-down 94-decibel muffler, a 24mm piston
in the HPSD steering damper (up from 20mm), the fuel
filter being moved to a vertical position, and the gearing
changed for the third year in a row (from 13/51 in 2009
to 13/48 in 2010 to 13/49 for 2011). The 2011 CRF250
reached 37.02 horsepower.
2012 Honda CRF250: For 2012 the CRF250 throttle
body was downsized from 50mm to 46mm (same as the
2012 CRF450), while the intake port was downsized to
coincide with the 46mm throttle body. On the suspension
front, the shock linkage got 4mm-longer pull rods to mate
to the new bell crank, while the forks got wider front axle
collars to provide more clamping area. Honda also added
7mm-wider footpegs, a 3mm-smaller chain roller and
Dunlop MX51 treads. The 2012 CRF250 produced 37. 56
No need to check the date on the cover
of this month’s MXA. This is the 2017
Honda CRF250, even though the only
thing different between it and the 2016
model is the date on the VIN number.