Kit Palmer | October 12, 2016
The 2017 Honda CRF250R could be the most unchanged—from year-to-year—motocross bike of the past decade. It didn’t even get “bold new graphics” (at least none that we could tell) or anything, just that one little number “7” stamped on the bike’s vehicle identification plate that’s attached to the frame is different.
Just because it’s not changed doesn’t mean the 2017 Honda CRF250R isn’t any good—it very much still is!
That 7 replaces the 6 in 2016. Honda had more important things to deal with last year, like rebuilding its all-new CRF450R, so the “little” CRF got no attention at all. Sounds sad, but it’s not really. The ’16 CRF250R was already a fine motocross bike and even won a 250SX championship this year under the guidance of Malcolm Stewart. The 2016 CRF250R, however, did receive some attention; attention it needed both in the engine and suspension departments, but mainly engine.
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Photography by Kit Palmer
Looking Back
The ’15 CRF250R was a little down on power compared to most of the other bikes in its class back then, so Honda gave it a lighter piston and connecting rod, revised the intake and exhaust port shapes, and switched to titanium exhaust valves in 2016. The exhaust system was tweaked, as well. It got a resonator in the head pipe and updated mufflers with larger-diameter cores.
They also made the engine’s intake system breath a little better and bumped up compression from 13.5:1 to 13.8:1. More power means more heat, so the radiator got more capacity, too.
These changes don’t seem like a whole lot, but they really did liven up the ’16 CRF250R’s engine quite a bit. The ’15 engine made decent, but not overwhelming, power. Its best characteristic was offering good and usable bottom-to-mid power; it, however, lacked pizazz up top, and that’s where most people ride 250Fs. The mods Honda made to the ‘16 CRF250R engine changed a lot of that for the better. It gained top-end power and over-rev without losing anything below. It still wasn’t the fastest bike on the block by any means and it still needed more over-rev, but at least it was heading in the right direction and was competitive again (and very easy to control, which is very much worth mentioning).
In 2016, the CRF250R got significant changes to the motor.
We still like the Honda’s engine mode select, which it got in 2015—you have the usual three mode settings, but you’ll probably keep it the most aggressive mode like we did.
The 2017 CRF250R retains the same suspension as the ’16, which was updated that year. The 2016 CRF retained the Showa SFF Triple Air Chamber fork, which we thought was one of the better air forks at the time. The ’16 fork, however, is a little longer in length—5mm to be exact. This was done to raise the front end a bit, increase trail and to put a tick more weight in the back. The Honda was a solid handler in ’15 but felt a little busy up front; the longer fork was used to help calm down any front-end twitching, aka headshake, and it did help. Less movement up front definitely enhanced the bike’s already lightweight feel and excellent maneuverability.
The ’16 fork also got a Schrader valve for the outer air chamber which the previous fork did not have, though Honda pretty much recommends leaving it alone (that’s why they didn’t put one there in the first place, but you wanted it and now you’ve got it.)
To this day, the CRF250R still has one of the most user-friendly motors in the 250F class.
The 2016 CRF250R retained its outstanding ergonomics from 2015; the bike is still very comfortable in the saddle and just feels right. Controls are light and accurate to the touch, and the Honda has great brakes. In 2015, the CRF250R got an over-size 260mm front disc.
As before, there are a lot of things to like about the ‘16/’17 CRF250R, but the dual muffler system isn’t one of them: in our opinion, it just adds weight, it really isn’t any quieter, it increases liability and maintenance, and you have two pipe-side number-plates that you have to deal with when installing graphics. Major pain. (It does, however, look kind of cool, so maybe it’s worth it to you.)
Handling and cornering are still some of the Honda’s best assets.
Deja Vu
Everything we said about the 2016 CRF250R you can apply to the 2017 CRF250R, and that’s because, again, they are the same bikes. Exactly the same. Luckily, in this case, there is nothing too wrong with that. It’s a good, solid motorcycle that you know can be made to do whatever you want, like win a 250SX East Supercross title, though you’d probably need factory backing to get the job done, like Stewart did. Still, given the right circumstances, the right dealer and the right price, the 2017 CRF250R is well worth looking into. And if you like what you see, don’t worry if it’s the ’17 Honda is same as the ’16, we say, snatch it up! CN
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SPECIFICATIONS: 2017 Honda CRF250R
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Engine Type:
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Liquid-cooled, 4-valve, Unicam, 4-stroke, single
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Bore x Stroke:
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76.8mm x 53.8mm
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Induction:
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Dual-Timing Programmed Fuel Injection (PGM-FI), 46mm throttle body
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Ignition:
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Full transistor with electronic advance
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Compression Ratio
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13.5:1
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Transmission:
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Close-ratio 5-speed
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Final Drive:
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#520 chain
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Front Suspension:
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49mm Showa SFF-Air TAC fork with 16-position and 16- position compression damping adj
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Rear Suspension:
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Pro-Link Showa single shock with adjustable preload, 17- position rebound damping adjustability, and compression damping adjustment separated into low-speed (13- position) and high-speed (3.5 turns)
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Front Wheel Travel
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12.2 in.
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Rear Wheel Travel
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12.3 in.
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Front Brake:
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Single 260mm disc with twin-piston caliper
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Rear Brake:
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Single 240mm disc
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Front Tire:
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Dunlop MX52F 80/100-21
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Rear Tire:
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Dunlop MX52 100/90-19
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Rake/Trail:
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27 23’/4.6 in.
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Wheelbase:
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58.6 in.
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Seat Height:
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37.4 in.
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Curb Weight:
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231 lbs. (ready to ride)
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Fuel Capacity:
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1.7 gal.
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Ground Clearance:
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12.7 in.
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MSRP:
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$7,599
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GEAR ID’d
GEARSET: Fox 360 Creo
HELMET: Fox V3 Creo
GOOGLES: Fox Air Defence
GLOVES: Fox Pawtector
BOOTS: Fox Instinct
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