With Honda going from air to spring
forks, adding an additional exhaust
port/spigot/flange and head pipe,
adding an electric starter, and using
the double-overhead-cam layout, the
CRF250 comes in at 228 pounds.
a higher-revving engine was a bigger bore and shorter
stroke. The bore went from 76.8mm to 79mm and the
stroke from 53. 8 to 50.9mm. The cylinder offset has also
been changed from 4mm to 4.5mm, and a bridge-box piston is now used.
( 5) Crankshaft. The new H-shaped cross-section crankshaft is 350 grams lighter (about 3/4 of a pound). The compression ratio has also been changed from 13:5:1 to 13:9:1.
( 6) Lubrication system. Instead of having two separate oil systems, there is now only one. This simplified
lubrication system works smoothly with 300cc less oil.
The oil jet piston is new and now has a four-piston oil jet
instead of two.
( 7) Clutch. The clutch basket has a modified shape, and
the friction plates are made with two materials instead of
( 8) Gear ratios. The gear ratios are vastly different
from the 2017 model’s but are similar to the 2018 CRF450’s
(by coincidence). Final-drive gearing is 13/48.
( 9) Electric start. This is the first year of electric start
on the CRF250. It has the same Eliiy HY85S LiFePO4 (
lith-ium-iron phosphate) battery as the CRF450.
( 10) Intake system. The downdraft layout of the
intake system is identical to that of the 2017-’ 18 CRF450.
( 11) Exhaust. There are now two exhausts ports,
which means twice the spigots, twice the flanges, twice
the head pipes and twice the mufflers.
(1) Geometry. The geometry is essentially identical
to the 2017–’ 18 CRF450’s. Compared to the 2015–2017
CRF250, the 2018 CRF250 has a shorter wheelbase (3mm
less), shorter swingarm (15mm less), slacker rake (0.1
degrees) and reduced trail (2mm).
( 2) Frame. The frame is very similar to the 2017–’ 18
CRF450’s Delta Box design. Only the engine cradles are
obviously different. The frame has tapered main spars and
is 340 grams lighter.
( 3) Subframe. To save weight, the rear of the subframe
is manufactured using an extruding process instead of
( 4) Tank. The gas tank is now made from titanium
instead of plastic, lowering the weight by 513 grams.
( 5) Forks. Honda switched from the Showa SFF-Air
TAC fork to Showa’s 49mm A-kit style coil-spring design.
( 6) Shock. The shock has been lowered 39mm to make
room for the downdraft intake system that runs above it.
( 7) Swingarm. The swingarm is 15mm shorter and 220
( 8) Styling. The bodywork is all new for 2018 (
resembling the 2018 CRF450 plastic).
( 9) Tires. Last year’s old-school Dunlop MX52s have
been replaced with Dunlop MX3S tires (front and rear).
Q: HOW DOES THE 2018 CRF250 ENGINE
PERFORM ON THE DYNO?
A: The 2018 CRF250 produces 40. 70 peak horsepower, which is 1.81 ponies more than the 2017 model. Not a
bad increase at peak, but don’t get too excited. The 2018
CRF250 loses 4. 39 horsepower at 8000 rpm and 0.77 pound-feet of torque. Make no mistake about it, this is a high-revving, top-end-only bike. Do you know what other bikes fit
that description? The KTM 250SXF and Husqvarna FC250;
however, the FC250 makes 3. 53 horsepower more at peak,
3. 71 more at 12,000 rpm and 4.01 more at 8000 rpm. The
FC250 even produces the most torque in its class at 20. 73
compared to the CRF250’s 19.09.
Q: HOW DOES THE HONDA CRF250 ENGINE
PERFORM ON THE TRACK?
A: Let’s talk about the 2017 CRF250 for a minute. That
bike didn’t set the world on fire. It had good bottom-to-