Honda Revamps Entire CRF Lineup for 2025

May 24, 2024

Honda Unveils Four All-New CRF Motocross Machines

Two weeks after Jett Lawrence’s securing of the 2024 AMA Supercross Championship, and the day before he kicks off his defense of the 2023 AMA Pro Motocross Championship at Southern California’s Fox Raceway, American Honda announced its entire line of 2025 CRF Performance and CRF Trail dirt bikes.

Honda’s legendary CRF450R and CRF250R motocrossers have received extensive updates for 2025, based in part on development input from Team Honda HRC riders Jett and Hunter Lawrence. Revisions to these models’ chasses result in optimized rigidity for a comfortable ride while maintaining precise handling, and engine updates result in strong but controllable power. These same updates are carried over to the closed-course off-road-focused CRF450RX and CRF250RX, as well as the premium-level CRF450RWE. And new for 2025, Honda is offering a 250 in the premium trim option—the CRF250RWE, based on the factory machines of Jo Shimoda and Chance Hymas.

“At Honda, the R&D processes of our production machines and our factory race bikes are closely intertwined,” said Colin Miller, Assistant Manager of Public Relations at American Honda. “Over the past year and a half, Team Honda HRC has dominated in AMA Supercross and AMA Pro Motocross, and the progress in that realm has both benefited from and contributed to the development of our production CRF Performance motocrossers. For 2025, the CRF450R, CRF450RWE, CRF250R and all-new CRF250RWE are more capable than ever, and those advances also carry over to the CRF450RX and CRF250RX closed-course off-roaders. As we celebrate Jett Lawrence’s AMA Supercross crown, and on the eve of his AMA Pro Motocross title defense, we’re happy to unveil our 2025 dirt-bike lineup with our fans and customers. With the updates made to these models, and the important contributions of our race team, Honda’s off-road success promises to continue.”

The 2025 CRF motocross models will be displayed in Honda’s vendor booth during tomorrow’s Honda Fox Raceway National Motocross round in Southern California.

CRF450R
Motocross continues to evolve with new techniques and riding styles that enable riders to push the sport to new heights. Matching that evolution, the 2025 CRF450R makes important strides in handling characteristics, power delivery and suspension performance that allow riders to perform at their best, even when the track is at its worst. Several years in the making, this new model integrates input from factory HRC riders like Jett and Hunter Lawrence and five-time MXGP world champion Tim Gajser, as well as professional test riders. Many of its features have been developed and used in competition, during Jett Lawrence’s perfect 2023 Pro Motocross season, his 2023 450 SuperMotocross championship, and his 2024 450 Supercross title. But this bike isn’t just for the pros; Honda’s engineers also considered feedback from customers and leading motocross media to deliver the most comprehensive package of performance and rideability to date.

Color: Red
MSRP: $9,699
Available: August

NEW FOR 2025

Updated main frame constructed of 70% new components to optimize rigidity and improve handling characteristics.
New subframe mounting point optimizes lateral rigidity and reduces energy transmission from the rear of the bike to the front.
The rigidity of the steering stem, triple clamps, outer fork tubes and front axle have all been revised to match the frame updates.
The fork features new springs, kit-fork-inspired Bending Control Valves, seals and oil for a consistent feel throughout the stroke, while minimizing harsh feedback.
A new shock spring, reservoir, shaft and oil seal contribute to a consistent stroke feel to match the fork updates.
The linkage has been updated to a one-piece structure that enhances rigidity, to improve tracking and stability performance. It also features a new leverage ratio that decreases pitching while improving bottoming resistance.
The front brake caliper has an updated piston and seal grooves for consistent performance throughout the moto. It also features new machined accents.
The redesigned airbox provides a straighter pathway for airflow, improving throttle control and top-end power
The revised header pipe design is longer, creating more controllable power in the low-to-mid rpm range.
New ECU maps offer smoother delivery while retaining strong torque and power throughout the rev range.
The redesigned bodywork features smooth, flat surfaces to promote freedom of movement and offer a large contact point for gripping the bike.
Rear-shock removal time has been cut in half by eliminating the need to remove the subframe in order to access the shock.

CHASSIS / SUSPENSION

The CRF450R’s new frame and suspension components are optimized for stability, comfort and precise handling. On the track, these advancements translate to a confidence-inspiring ride character, greater comfort and lower lap times for riders of all skill levels.

Frame / Subframe
The redesigned mainframe is constructed from 70% new components, leading to a more comfortable and confidence-inspiring ride. An 8% increase in torsional rigidity improves overall stability, while a 5% increase in the torsional/lateral rigidity ratio allows for precision cornering. Vertical torsional rigidity is increased by 4%, enhancing stability in rough track conditions.

Additionally, the subframe mounting point has been relocated to a more rigid position on the mainframe. This reduces energy transmission from the rear of the motorcycle to the front, offering greater stability and comfort, especially late in the moto when track conditions are at their worst.

Despite the increase in overall frame rigidity, the ride character of the CRF450R is much more compliant and composed compared to the previous generation. The frame updates are complemented by revised chassis and suspension components, allowing for greater stability and improved ride comfort.

Suspension
The suspension components have also been revised to match the changes made to the frame. The rigidity of the steering stem, triple clamps, outer fork tubes and front axle have all been revised, improving bump-impact absorption and front-end feel, resulting in a more comfortable ride.

Plus, the 49mm inverted Showa coil-spring fork benefits from new internal components, including springs, kit-fork-inspired Bending Control Valves, seals and oil. These advancements help to control the stroke for a consistent feel—from initial movement, all the way to the end of travel, minimizing any “step” or harsh feeling back to the rider.

The Pro-Link rear-suspension system has a revised linkage structure that increases rigidity by 11%, allowing for smoother rear-suspension actuation. The leverage ratio has been adjusted to maintain a balanced feel, even under braking, and improve bottoming resistance without losing comfort over small bumps.

The shock spring, reservoir, shaft and oil seal have all been updated to achieve a consistent feel throughout the stroke. These updates contribute to an overall balanced feel, as they’re designed to complement the updates to the frame and fork.

The shock is also easier to remove for service and adjustment, only requiring the removal of the side covers, muffler and ECU. The shock takes half the time to remove compared to the previous-generation CRF450R.

Wheels
Black D.I.D rims deliver durable performance and good looks. Petal-style brake rotors disperse heat, and a low-expansion front brake hose gives strong feel and consistent stopping power. The CRF450R comes with Dunlop’s excellent Geomax MX33 tires, generally considered to be the industry standard for soft to intermediate terrain. Developed with the help of top motocross pros, MX33s feature technologies that deliver superior grip, slide control, bump absorption and durability.

Brakes
Based on feedback from Team Honda HRC riders, the front brake caliper has an updated piston and seal grooves. This allows for a smooth, linear feel that’s consistent throughout the moto. The caliper also receives new machined accents.

ENGINE / DRIVETRAIN

The CRF450R engine boasts exceptional bottom-end and midrange power and torque, making for a linear delivery that is strong but manageable, even as the rider tires, while peak power is also very good. A five-hole piston oil jet and dual 12mm drum scavenge pump manage lubrication.

Cylinder Head
The design of the Unicam cylinder head, with the decompressor system’s counterweight on the left end of the camshaft, contributes to combustion stability in the extremely low rpm range and for strong-but-manageable power delivery on corner exits, for example, as well as resistance to stalling. Engineers followed the direction of Team Honda HRC by optimizing the cam profile for low-end torque. As before, the cylinder-head cover is magnesium, with a thin-wall design for weight savings.

Intake
The redesigned airbox has a more direct pathway for airflow, resulting in improved, precise throttle control and increased top-end power. A large air boot (4.1 liters on the clean side of the air filter) achieves strong torque at low rpm. Following feedback from HRC, the 44mm throttle body ensures smooth power delivery at low speed. In addition, the narrow intake-port shape and long air funnel result in strong low-end torque and crisp throttle response. The airbox is accessed with the removal of a single side-panel bolt. The 60º fuel-injector angle enables the spray to reach all the way to the back of the butterfly, thus cooling the upstream side of the intake path for maximum intake efficiency and torque feel.

Exhaust
For 2025, the header pipe has been revised with a longer and straighter design, creating more efficient and usable power in the low-to-mid rpm range. The engine’s exhaust port remains centrally located, has an oval shape and is very straight, optimizing exhaust efficiency and torque characteristics. With the engine’s central exhaust-port location, the exhaust header and muffler are positioned close to the vehicle’s centerline for a slim profile, contributing to freedom of movement for the rider. The muffler is constructed with strong A6061-T6 aluminum for impact resistance and weight savings. A dual resonator design optimizes power, while simultaneously minimizing noise.

Clutch
The clutch is hydraulically actuated and has eight plates and a large volume for good durability with minimal slippage and light lever pull.

Electronics
To mimic what the HRC factory riders were looking for, the signature Unicam engine uses new selectable ECU maps that offer a smoother delivery while retaining strong torque and power throughout the rev range.

A gear-position sensor allows the use of three specific ignition maps for first and second gears, third and fourth gears, and fifth gear. There are options for Standard, Smooth and Aggressive ignition maps, selectable via an all-new handlebar-mounted switch, enabling simple tuning depending on rider preference or course conditions.

In addition, Honda Selectable Torque Control offers three levels of intervention. HSTC monitors rpm spikes and responds by temporarily reducing torque; this is accomplished by retarding ignition timing and controlling PGM-FI, to aid rear traction. The three different modes differ in drive-management level, for differing riding conditions or rider preferences:

Mode 1: The system intervenes most lightly and waits the longest to do so—useful for reducing wheel-spin and maintaining control in tight corners.
Mode 2: A midpoint between modes 1 and 3 in terms of how quickly and assertively the system intervenes.
Mode 3: The system intervenes most quickly and assertively, which helps in conditions that are slippery or muddy.

The CRF450R’s handlebar-mounted switch allows selection between three modes, depending on conditions and rider preference. The HSTC system can also be switched off completely.

HRC Launch Control provides the best option for a strong start and also has three modes to choose from:

Level 1: 9,500 rpm, for high-traction conditions and/or advanced riders
Level 2: 8,500 rpm, for high-traction conditions and/or average riders
Level 3: 8,250 rpm, for slippery conditions and/or novice riders

The Engine Mode Select Button (EMSB) alters the engine’s characteristics and three maps are available to suit riding conditions or rider preference:

Mode 1: Standard
Mode 2: Smooth
Mode 3: Aggressive

DESIGN

The redesigned bodywork maintains the comfortable ergonomics that the CRF line is known for. The new shrouds and side plates promote freedom of movement, with a smooth, flat surface. Plus, the wider side-plate profile and flat surface provide better contact for gripping the bike. The radiator grilles optimize the number of fins and their angle, maximizing cooling performance.

The seat base has rearward-facing tongues and front-located mounting tabs, easing installation, and using acceleration forces to keep the seat securely in place. The 1.7-gallon fuel tank is made of lightweight titanium.

Only eight fasteners are used to secure all the main bodywork components—both radiator shrouds, both side panels and the seat, and all of the bolts for the main bodywork parts have 8mm heads, simplifying maintenance.

A single switch cluster addresses several functions: engine stop, ride-modes and Honda Selectable Torque Control (HSTC). The starter and HRC launch control are on the right side of the Renthal® Fatbar® handlebar. There are two locations for the handlebar clamp, and the clamp can be turned 180º; as a result, four different mounting positions are possible, through a range of 26mm.

CRF450RWE
A purpose-built race weapon, the 2025 CRF450RWE is for riders seeking the ultimate motocross machine. Inspired by the factory Honda HRC machines of Jett and Hunter Lawrence, this special version (the “WE” stands for Works Edition) features a long list of component upgrades that are championship-proven in the AMA Supercross, AMA Pro Motocross and SuperMotocross series. In addition to the top-shelf componentry, the RWE also benefits from the chassis, suspension and engine advancements of the 2025 CRF450R platform, further improving its ride quality, handling and power delivery. From the top step of the podium, straight to the showroom floor, the CRF450RWE is a testament to Honda’s continued race-driven innovation.

Color: Red
MSRP: $12,599
Available: November

PREMIUM FEATURES

Compared to the CRF450R, the Works Edition version has several special components:

Hinson clutch basket and cover
Yoshimura exhaust with stainless-steel header pipe and titanium muffler
Twin Air air filter
Throttle Jockey Team Honda HRC graphics
Throttle Jockey seat cover
Matte Red Metallic cylinder-head cover
Hand-polished cylinder ports
D.I.D DirtStar LT-X rims
Kashima-coated outer fork tubes
Titanium oxide-coated fork legs
Titanium oxide-coated 18mm shock shaft
Hand-operated fork compression adjuster
Black-anodized axle holder
D.I.D-DM2 Gold chain
Gray metallic coated triple clamps
Renthal Kevlar grips
Dedicated ignition and injection mapping

CHASSIS / SUSPENSION

The CRF450RWE’s new frame and suspension components are optimized for stability, comfort and precise handling. On the track, these advancements translate to a confidence-inspiring ride character, greater comfort and lower lap times for riders of all skill levels.

Frame / Subframe
The redesigned mainframe is constructed from 70% new components, leading to a more comfortable and confidence-inspiring ride. An 8% increase in torsional rigidity improves overall stability while a 5% increase in the torsional/lateral rigidity ratio allows for precision cornering. Vertical torsional rigidity is increased by 4%, enhancing stability in rough track conditions.

Additionally, the subframe mounting point has been relocated to a stronger position on the mainframe. This reduces energy transmission from the rear of the motorcycle to the front, offering greater stability and comfort, especially late in the moto when track conditions are at their worst.

Despite the increase in overall frame rigidity, the ride character of the 2025 CRF450RWE is much more compliant and composed compared to the previous generation. The frame updates are complemented by revised chassis and suspension components, allowing for greater stability and ride comfort.

Suspension
As before, the Pro-Link rear-suspension system uses a Showa shock absorber with adjusters on the right side and an ultra-light steel shock spring. Because of the optimized frame rigidity, the shock moves freely, minimizing harshness, while offering hold-up for big impacts and performance in ruts.

Front suspension comprises a 49mm inverted Showa coil-spring fork and a gas-liquid separation structure. For 2025, a new compression adjuster on the fork allows the rider to adjust settings without tools. The fork setting is paired with that of the shock, for proper front-rear balance. The CRF450RWE’s lower fork legs and shock shaft are coated with titanium oxide to minimize stiction and improve ride quality, while the outer fork tubes are Kashima-coated to enhance the Works Edition aesthetic. The fork cap is anodized blue, just like on the Team Honda HRC machines, and the fork lug is now anodized black. The upper and lower triple clamps are gray and are designed to offer a good rigidity balance, for optimum handling and feel through corners.

Wheels
The CRF450RWE features robust D.I.D DirtStar LT-X rims for increased handling performance and durability. Petal-style brake rotors disperse heat, and a low-expansion front brake hose gives strong feel and consistent stopping power. The CRF450RWE comes with Dunlop’s excellent Geomax MX33 tires, generally considered to be the industry standard for soft to intermediate terrain. Developed with the help of top motocross pros, MX33s feature technologies that deliver superior grip, slide control, bump absorption and durability.

ENGINE / DRIVETRAIN

The CRF450RWE engine boasts exceptional bottom-end and midrange power and torque, making for a linear delivery that is strong but manageable, even as the rider tires, while peak power is also very good. A five-hole piston oil jet and dual 12mm drum scavenge pump manage lubrication.

Cylinder Head
The design of the Unicam® cylinder head, with the decompressor system’s counterweight on the left end of the camshaft, contributes to combustion stability in the extremely low rpm range and for strong-but-manageable power delivery on corner exits, for example, as well as resistance to stalling. Engineers followed the direction of Team Honda HRC by optimizing the cam profile for low-end torque. The cylinder head of the CRF450RWE features hand-polished ports, delivering precise power characteristics. As before, the cylinder head cover is magnesium, with a thin-wall design for weight savings.

Intake
The CRF450RWE features a redesigned airbox with a more direct pathway for airflow, resulting in improved, precise throttle control and increased top-end power. A large air boot (4.1 liters on the clean side of the air filter) achieves strong torque at low rpm. Following feedback from HRC, the 44mm throttle body ensures smooth power delivery at low speed. In addition, the narrow intake port shape and long air funnel result in strong low-end torque and crisp throttle response. The airbox is accessed with the removal of a single side panel bolt. The 60º fuel-injector angle enables the spray to reach all the way to the back of the butterfly, thus cooling the upstream side of the intake path for maximum intake efficiency and torque feel.

Exhaust
True to its “Works Edition” name, the CRF450RWE is outfitted with a Yoshimura exhaust system, featuring a stainless-steel header pipe and titanium muffler. The Yoshimura exhaust system utilizes a resonator to increase power and torque. The engine’s exhaust port is centrally located, has an oval shape and is very straight, optimizing exhaust efficiency and torque characteristics. With the engine’s central exhaust-port location, the exhaust header and muffler are positioned close to the vehicle’s centerline for a slim profile, contributing to freedom of movement for the rider.

Clutch
The clutch is hydraulically actuated and has eight plates and a large volume for good durability with minimal slippage and light lever pull. The Works Edition comes standard with a Hinson clutch basket and cover, further enhancing clutch performance.

Electronics
The CRF450RWE has new dedicated ignition and injection mapping for refined power delivery. A gear-position sensor allows the use of three specific ignition maps for first and second gears, third and fourth gears, and fifth gear. There are options for Standard, Smooth and Aggressive ignition maps, selectable via an all-new handlebar-mounted switch, enabling simple tuning depending on rider preference or course conditions.

In addition, Honda Selectable Torque Control offers three levels of intervention. HSTC monitors rpm spikes and responds by temporarily reducing torque by retarding ignition timing and controlling PGM-FI to aid rear traction. The three different modes differ in drive-management level, for differing riding conditions or rider preferences:

Mode 1: The system intervenes most lightly and waits the longest to do so—useful for reducing wheel-spin and maintaining control in tight corners.
Mode 2: A midpoint between modes 1 and 3 in terms of how quickly and assertively the system intervenes.
Mode 3: The system intervenes most quickly and assertively, which helps in conditions that are slippery or muddy.

The CRF450R’s handlebar-mounted switch allows selection between three modes, depending on conditions and rider preference. The HSTC system can also be switched off completely.

HRC Launch Control provides the best option for a strong start and also has three modes to choose from:

Level 1: 9,500 rpm, for high-traction conditions and/or advanced riders
Level 2: 8,500 rpm, for high-traction conditions and/or average riders
Level 3: 8,250 rpm, for slippery conditions and/or novice riders

The Engine Mode Select Button (EMSB) alters the engine’s characteristics and three maps are available to suit riding conditions or rider preference:

Mode 1: Standard
Mode 2: Smooth
Mode 3: Aggressive

DESIGN

The seat base has rearward-facing tongues and front-located mounting tabs, easing installation, and using acceleration forces to keep the seat securely in place. A special edition Throttle Jockey gripper seat cover comes standard on the CRF450RWE. The 1.7 gallon fuel tank is made of lightweight titanium.

Only eight fasteners are used to secure all of the main bodywork components—both radiator shrouds, both side panels and the seat, and all of the bolts for the main bodywork parts have 8 mm heads, simplifying maintenance.

To complete the Works Edition package, the CRF450RWE comes with a red cylinder head cover, a D.I.D-DM2 gold chain and Throttle Jockey graphics, matching the Team Honda HRC factory machines of Jett and Hunter Lawrence.

CRF250R
After winning the 2023 AMA Pro Motocross 250 Championship and both regions of the AMA Supercross 250 Championship at the hands of Jett and Hunter Lawrence, the CRF250R is not resting on its laurels for the 2025 model year. Constant refinement is required to compete at the highest level, as riders and tracks continue to demand more from the machines. For 2025, the CRF250R takes another step forward in its evolution, with advancements to its chassis, suspension and engine. The combination of improved stability, greater comfort and refined power characteristics translates to faster laps and a confidence-inspiring ride. From young, aspiring racers, all the way to those in the professional ranks, the CRF250R performs at every level.

Color: Red
MSRP: $8,299

Available: July

NEW FOR 2025

Updated main frame constructed of 70% new components to optimize rigidity and improve handling characteristics.
New subframe mounting point optimizes lateral rigidity and reduces energy transmission from the rear of the bike to the front.
The rigidity of the steering stem, triple clamps, outer fork tubes and front axle have all been revised to match the frame updates.
The fork features new springs, kit-fork-inspired Bending Control Valves, seals and oil for a consistent feel throughout the stroke while minimizing harsh feedback.
A new shock spring, reservoir, shaft and oil seal contribute to a consistent stroke feel to match the fork updates.
The linkage has been updated to a one-piece structure that enhances rigidity, to improve tracking and stability performance. It also features a new leverage ratio that decreases pitching while improving bottoming resistance.
The front brake caliper has an updated piston and seal grooves for consistent performance throughout the moto. It also features new machined accents.
The redesigned airbox provides a straighter pathway for airflow, improving throttle control and top-end power.
Increased crank rigidity enhances midrange torque.
The revised muffler and header-pipe design is straighter and smoother, improving acceleration.
New ECU maps offer smoother delivery while retaining strong torque and power throughout the rev range.
The redesigned bodywork features smooth, flat surfaces to promote freedom of movement and offer a large contact point for gripping the bike.
A new map switch offers the same Honda Selectable Torque Control settings as the CRF450R.
Rear-shock removal time has been cut in half by eliminating the need to remove the subframe in order to access the shock.
CHASSIS / SUSPENSION
Known for its precise handling and overall rideability, the CRF250R builds upon its strengths with significant chassis and suspension improvements for 2025. These advancements allow for greater stability and comfort, especially late in the moto when track conditions are at their worst.
Frame / Subframe
The redesigned mainframe is constructed from 70% new components, leading to a more comfortable and confidence-inspiring ride. An 8% increase in torsional rigidity improves overall stability, while a 5% increase in the torsional/lateral rigidity ratio allows for precision cornering. Vertical torsional rigidity is increased by 4%, enhancing stability in rough track conditions.
Additionally, the subframe mounting point has been relocated to a more rigid position on the mainframe. This reduces energy transmission from the rear of the motorcycle to the front, offering greater stability and comfort, especially late in the moto when track conditions are at their worst.
Despite the increase in overall frame rigidity, the ride character of the CRF450R is much more compliant and composed compared to the previous generation. The frame updates are complemented by revised chassis and suspension components, allowing for greater stability and improved ride comfort.
Suspension
The suspension components have also been revised to match the changes made to the frame. The rigidity of the steering stem, triple clamps, outer fork tubes and front axle have all been revised, improving bump-impact absorption and front-end feel, resulting in a more comfortable ride.
Plus, the 49mm inverted Showa coil-spring fork benefits from new internal components, including springs, kit-fork-inspired Bending Control Valves, seals and oil. These advancements help to control the stroke for a consistent feel—from initial movement, all the way to the end of travel, minimizing any “step” or harsh feeling back to the rider.
The Pro-Link rear-suspension system has a revised linkage structure that increases rigidity by 11%, allowing for smoother rear-suspension actuation. The leverage ratio has been adjusted to maintain a balanced feel, even under braking, and improve bottoming resistance without losing comfort over small bumps.
The shock spring, reservoir, shaft and oil seal have all been updated to achieve a consistent feel throughout the stroke. These changes contribute to an overall balanced feel, as they’re designed to complement the updates to the frame and fork.
The shock is also easier to remove for service and adjustment, only requiring the removal of the side covers, muffler and ECU. The shock takes half the time to remove compared to the previous-generation CRF250R.
Wheels
The black D.I.D rims (21-inch front, 19-inch rear) deliver durable performance and good looks. Petal-style brake rotors (260mm front, 240mm rear) disperse heat.
The CRF250R comes with Pirelli Scorpion MX32 tires, which are ideal for soft and intermediate terrain, and which offer an appropriate amount of sidewall flex for a 250 motocrosser.
Brakes
Based on feedback from Team Honda HRC riders, the front brake caliper has an updated piston and seal grooves. This allows for a smooth, linear feel that’s consistent throughout the moto. The caliper also receives new machined accents.
ENGINE / DRIVETRAIN
The CRF250R’s 249cc liquid-cooled, single-cylinder, double-overhead camshaft four-valve engine design achieves excellent performance and durability. For 2025, engine performance has been enhanced via greater crank rigidity and an optimized intake and exhaust design.
Intake
The redesigned airbox has a more direct pathway for airflow, resulting in improved, precise throttle control and increased top-end power. The fuel injector’s angle is 60 degrees, enabling the spray to reach all the way to the back of the butterfly, and the throttle bore is 44mm. Together, these features cool the intake charge, maximizing air-intake efficiency and torque at low revs. The air filter features a spring-loaded clip design for easy serviceability.
Head
The cylinder head features four titanium valves (33mm intake and 26mm exhaust), with the former using dual springs (one inside the other) to ensure precise movement at higher revs. The intake camshaft sprocket is press-fit, which enhances valve-timing accuracy while minimizing weight.
The camshaft holder has a rigid design that maintains camshaft-journal roundness, contributing to timing accuracy and minimizing friction at high rpm. Durability at high engine speeds is maximized by a high flow of lubrication to the oil-supply journal and the cylinder head. The bore and stroke are 79.0mm and 50.9mm, respectively, and the compression ratio is 13.9:1. The water-pump gear is thick, to enhance strength.
Exhaust
The revised exhaust creates a smoother, straighter path for airflow, increasing performance and acceleration in the middle and top rpm ranges. The system utilizes a single, straight exhaust port for good torque and low-rpm drivability. The single exhaust header is routed close to the engine on the right side, for a narrow cross-section and good rider mobility, and the single muffler has internal baffling that is optimized for torque delivery.
Electronics
In order to fully realize the engine’s potential, the ECU mapping supplies the optimum air/fuel mixture and ignition timing at all throttle positions and engine speeds. HRC-inspired launch control facilitates holeshots.
A gear-position sensor allows the use of three specific ignition maps for first and second gears, third and fourth gears, and fifth gear. There are options for Standard, Smooth and Aggressive ignition maps, selectable via an all-new handlebar-mounted switch, enabling simple tuning depending on rider preference or course conditions.
In addition, Honda Selectable Torque Control offers three levels of intervention. HSTC monitors rpm spikes and responds by temporarily reducing torque; this is accomplished by retarding ignition timing and controlling PGM-FI, to aid rear traction. The three different modes differ in drive-management level, for differing riding conditions or rider preferences:
- Mode 1: The system intervenes most lightly and waits the longest to do so—useful for reducing wheel-spin and maintaining control in tight corners.
- Mode 2: A midpoint between modes 1 and 3 in terms of how quickly and assertively the system intervenes.
- Mode 3: The system intervenes most quickly and assertively, which helps in conditions that are slippery or muddy.
The CRF250R’s handlebar-mounted switch allows selection between three modes, depending on conditions and rider preference. The HSTC system can also be switched off completely.
HRC Launch Control provides the best option for a strong start and also has three modes to choose from:
- Level 1: 9,500 rpm, for high-traction conditions and/or advanced riders
- Level 2: 8,500 rpm, for high-traction conditions and/or average riders
- Level 3: 8,250 rpm, for slippery conditions and/or novice riders
The Engine Mode Select Button (EMSB) alters the engine’s characteristics, and three maps are available to suit riding conditions or rider preference:
- Mode 1: Standard
- Mode 2: Smooth
- Mode 3: Aggressive
Clutch
The clutch pack has nine discs, to maximize the amount of disc friction material and minimize the load on the individual discs. The clutch basket is rigid for durability, a friction spring reduces spring load, and lubrication is optimized to reduce wear. The primary ratio is 3.047, and lubrication is optimized to enhance clutch endurance.
Transmission
When designing the five-speed gearbox, engineers made efforts to enhance feel during up- and downshifts between second and third gears—a very common operation on a 250 motocrosser. Only one shift fork is operated to execute this gear-change, the countershaft has good rigidity, and the shift drum is light, thanks to a large through hole and use of only two lead grooves.
The design results in excellent gear-shifting feel for the rider, and gear ratios are optimized to best utilize the engine power in the low and middle rpm ranges.
DESIGN
Known for its industry-leading ergonomics, the 2025 CRF250R offers even greater rider comfort, with new shrouds and side plates to promote freedom of movement via a smooth, flat surface. Plus, the wider side-plate profile and flat surface provide better contact for gripping the bike. The radiator grilles optimize the number of fins and their angle, maximizing cooling performance.
Cooling the CRF250R’s engine is crucial to maintaining performance and overall durability. Computational Fluid Dynamics (CFD) were used to design air-outlet vents in the shrouds, and the radiator grilles optimize the number of fins, as well as their angle. Each radiator shroud is produced in a single piece instead of two separate parts.
The seat base has rearward-facing tongues and front-located mounting tabs, an arrangement that eases installation, and acceleration forces keep the seat securely in place. The 1.7-gallon fuel tank is made of lightweight titanium.
Only eight fasteners are used to secure all of the main bodywork components—both radiator shrouds, both side plates and the seat—and all of the bolts for the main bodywork parts have 8mm heads, simplifying maintenance.
The Renthal® Fatbar® handlebar is held by a clamp that can be turned 180º; because the clamp itself has two mounting locations, there are four possible mounting positions for the handlebar, through a range of 26mm.

CRF250RWE
An all-new model for the 2025 model year, the CRF250RWE brings the premium componentry used by Team Honda HRC to the quarter-liter category for the first time. Inspired by the factory race bikes of Jo Shimoda and Chance Hymas, this special edition offers high-level performance right out of the box, with a wide range of race-proven upgrades. Plus, with the platform-wide chassis, suspension and engine updates for the 2025 model year, the CRF250RWE represents Honda’s most advanced 250cc motocross bike to date.

Color: Red
MSRP: $10,599
Available: September

PREMIUM FEATURES

Compared to the CRF250R, the Works Edition model has several special components:

Hinson clutch basket and cover
New Yoshimura exhaust with stainless-steel header pipe and titanium muffler
Twin Air air filter
Throttle Jockey Team Honda HRC graphics
Throttle Jockey seat cover
Matte Red Metallic cylinder-head cover
Hand-polished cylinder ports
D.I.D DirtStar LT-X rims
Kashima-coated outer fork tubes
Titanium oxide-coated fork legs
Black anodized axle holder
Titanium oxide-coated 18mm shock shaft
Hand-operated fork-compression adjuster
D.I.D-DM2 Gold chain
Gray metallic-coated triple clamps
Renthal Kevlar grips
Dedicated ignition and injection mapping
Dunlop MX33 Tires (wider 110 rear tire)

CHASSIS / SUSPENSION

Known for its precise handling and overall rideability, the CRF250RWE builds upon its strengths with significant chassis and suspension improvements for the 2025 model year. These advancements allow for greater stability and comfort, especially late in the moto, when track conditions are at their worst.

Despite the increase in overall frame rigidity, the ride character of the CRF250RWE is much more compliant and composed compared to the previous generation. The frame updates are complemented by revised chassis and suspension components, allowing for greater stability and improved ride comfort.

Suspension
The Pro-Link rear-suspension system uses a Showa shock absorber with a titanium oxide-coated 18mm shock shaft, an anodized adjuster cap on the right side and an ultra-light steel shock spring. Because of the optimized frame rigidity, the shock moves freely, minimizing harshness, while offering hold-up for big impacts and performance in ruts.

Front suspension comprises a 49mm inverted Showa coil-spring fork and a gas-liquid separation structure. A new compression adjuster on the fork allows the rider to adjust settings without tools. The fork setting is paired with that of the shock, for proper front-rear balance. The CRF250RWE’s lower fork legs and shock shaft are coated with titanium oxide to minimize stiction and improve ride quality, while the outer fork tubes are Kashima-coated to enhance the Works Edition aesthetic. The fork cap is anodized blue, just like on the Team Honda HRC machines, and the fork lug is now anodized black. The upper and lower triple clamps are gray and are designed to offer a good rigidity balance, for optimum handling and feel through corners.

Wheels
The black D.I.D rims (21-inch front, 19-inch rear) deliver durable performance and good looks. Petal-style brake rotors (260mm front, 240mm rear) disperse heat.

The CRF250RWE comes with Dunlop MX33 tires, featuring technologies that deliver superior grip, slide control, bump absorption and durability. Plus, the wider 110 rear tire increases stability and traction and is well-matched with power of the WE model.

ENGINE / DRIVETRAIN

The CRF250RWE’s 249cc liquid-cooled, single-cylinder, double-overhead camshaft four-valve engine design achieves excellent performance and durability. For 2025, engine performance has been enhanced by greater crank rigidity and an optimized intake and exhaust design.

Intake
The redesigned airbox has a more direct pathway for airflow, resulting in improved, precise throttle control and increased top-end power. The fuel injector’s angle is 60 degrees, enabling the spray to reach all the way to the back of the butterfly, and the throttle bore is 44mm. Together, these features cool the intake charge, maximizing air-intake efficiency and torque at low revs. The air filter features a spring-loaded clip design for easy serviceability.

Head
The cylinder head features four titanium valves (33mm intake and 26mm exhaust), with the former using dual springs (one inside the other) to ensure precise movement at higher revs. The intake camshaft sprocket is press-fit, which enhances valve-timing accuracy while minimizing weight.

The camshaft holder has a rigid design that maintains camshaft-journal roundness, contributing to timing accuracy and minimizing friction at high rpm. Durability at high engine speeds is maximized by a high flow of lubrication to the oil-supply journal and the cylinder head. The bore and stroke are 79.0mm and 50.9mm, respectively, and the compression ratio is 13.9:1. The water-pump gear is thick to enhance strength.

Exhaust
True to its “Works Edition” name, the CRF250RWE is outfitted with a Yoshimura exhaust system, featuring a stainless-steel header pipe and titanium muffler. The Yoshimura exhaust system utilizes a resonator to increase power and torque. The system uses a single, straight exhaust port for good torque and low-rpm drivability. The single exhaust header is routed close to the engine on the right side for a narrow cross-section and good rider mobility, and the single muffler has internal baffling that is optimized for torque delivery.

Clutch: The clutch is hydraulically actuated, reducing lever-pull forces by 16% (compared to the standard version) and offering consistent engagement throughout the moto. The Works Edition comes standard with a Hinson clutch basket and cover, further enhancing clutch performance. The clutch pack has nine discs, to maximize the amount of disc friction material and minimize the load on the individual discs. The clutch basket is rigid for durability, a friction spring reduces spring load, and lubrication is optimized to reduce wear. The primary ratio is 3.047, and lubrication is optimized to enhance clutch endurance.

Transmission
When designing the five-speed gearbox, engineers made efforts to enhance feel while making up- and downshifts between second and third gears—a very common operation on a 250 motocrosser. Only one shift fork is operated to execute this gear-change, the countershaft has good rigidity, and the shift drum is light, thanks to a large through-hole and use of only two lead grooves. The design results in excellent gear-shifting feel for the rider, and gear ratios are optimized to best utilize the engine power in the low and middle rpm ranges.

Electronics
The CRF250RWE has dedicated ignition and injection mapping, for refined power delivery. In order to fully realize the engine’s potential, the ECU mapping supplies the optimum air/fuel mixture and ignition timing at all throttle positions and engine speeds. HRC-inspired launch control facilitates holeshots.

Mode 1: The system intervenes most lightly and waits the longest to do so—useful for reducing wheel-spin and maintaining control in tight corners.
Mode 2: A midpoint between modes 1 and 3 in terms of how quickly and assertively the system intervenes.
Mode 3: The system intervenes most quickly and assertively, which helps in conditions that are slippery or muddy.

The CRF250RWE’s handlebar-mounted switch allows selection between three modes, depending on conditions and rider preference. The HSTC system can also be switched off completely.

HRC Launch Control provides the best option for a strong start and also has three modes to choose from:

Level 1: 9,500 rpm, for high-traction conditions and/or advanced riders
Level 2: 8,500 rpm, for high-traction conditions and/or average riders
Level 3: 8,250 rpm, for slippery conditions and/or novice riders

The Engine Mode Select Button (EMSB) alters the engine’s characteristics and three maps are available to suit riding conditions or rider preference:

Mode 1: Standard
Mode 2: Smooth
Mode 3: Aggressive

DESIGN

The seat base has rearward-facing tongues and front-located mounting tabs, easing installation, and using acceleration forces to keep the seat securely in place. A special Throttle Jockey gripper seat cover comes standard on the CRF250RWE. The 1.7 gallon fuel tank is made of lightweight titanium.

Only eight fasteners are used to secure all of the main bodywork components—both radiator shrouds, both side plates and the seat—and all of the bolts for the main bodywork parts have 8mm heads, simplifying maintenance.

The Renthal® Fatbar® handlebar is held by a clamp that can be turned 180º; because the clamp itself has two mounting locations, there are four possible mounting positions for the handlebar, through a range of 26mm.

To complete the Works Edition package, the CRF250RWE comes with a red cylinder-head cover, a D.I.D-DM2 gold chain and Throttle Jockey graphics, matching the Team Honda HRC factory machines of Jo Shimoda and Chance Hymas.