2025 CRF 250 & 450 Range
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.
The 2025 model year marks that Honda would release an updated CRF450R. However, the great surprise has Honda updating the 250 the same year as the 450 for the first time since 2006. The CRF lineup updates consist of strategic changes that have been brought upon by the feedback of the Lawrence brothers, Tim Gajser, and HRC's racing efforts from both sides of the world.
The changes to the production chassis in 2025 are near mirror examples of what we've seen HRC run in the US and Europe. The front headstay and front tube of the chassis have been stiffened to an almost identical amount that we see on the Lawrence's two machines, while the changes from the subframe area, along with the shock tower down to the footpeg region, are a combination of the US and MXGP effort's changes.
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 250 has 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.
- The 250 has 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.
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 CRF Range 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 CRF.
Wheels
The black D.I.D rims deliver durable performance and good looks. Petal-style brake rotors (260mm front, 240mm rear) disperse heat.
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 & CRF250R has liquid-cooled, single-cylinder engine design achieves excellent performance and durability. For 2025, the CRF250R 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. 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, 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.
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.
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
- Mode 1: Standard
- Mode 2: Smooth