Ryan Nitzen | November 28, 2024
We all want our bikes to look factory. The racing graphics, titanium bolts, kit-suspension coatings, and the like enhance this. Customizing your bike is half the fun of owning one. Honda has now made it easier than ever to give your CRF250R the “works” look with its new CRF250RWE, “Works Edition.”
Photography by Jesse Ziegler and Nitzen
The WE package was added to the Honda lineup in 2021 when they introduced the previous-gen CRF450R and the CRF450RWE. Now, the Red Riders have rolled out the WE designation for the newly updated 2025 CRF250R, and for the first time, consumers have their chance to buy a 250 WE. You will, however, have to pay a little more, of course. The CRF250RWE retails for $10,599, which is a $2300 increase. The extra $2300 sounds like a lot, but when you consider what you get, it’s a pretty good deal, and you’ll feel better that you’re only paying a little more for the WE compared to some of the other “standard” 250s, like Husqvarna’s FC 250, which has an MSRP just $100 less than the Honda WE.
Compared to the standard CRF250R, the WE is equipped with a shiny Yoshimura RS-12 exhaust system (with a stainless-steel header pipe and titanium muffler), which would run you $1319 at the store. That’s nearly 57% of the WE’s $2300 price increase. The WE also gets a special Kashima coating for the Showa upper fork outer tubes and a titanium-oxide coating for the lower fork tubes. The WE’s 49mm coil-spring fork also sports super-trick finger adjusters on the top caps. The lower fork lugs and gray-colored triple clamps are also specially coated.
The upgraded Showa suspension makes take-offs and landings easier than ever.
The rear Showa shock gets the same titanium oxide treatment to its 2mm larger shock shaft (from 16mm to 18mm) and updated internal valving. It also has new damping finger adjusters for the fork. Good luck trying to duplicate all these features with your standard shock.
The WE’s engine receives special hand-polished porting and a red anodized cylinder head with CRF engravings—a nice touch. You also get a hydraulically actuated clutch system versus the standard’s cable. Honda claims clutch pull is 16% lighter than the standard. The WE also has a Twin Air Powerflow air filter kit. The airbox is also larger.
In the chassis department, the WE features D.I.D’s top-tier and Dirt Star LTX rims, which include a wider 110/90-19 inch rear rim, and a beefier D.I.D DM2 gold chain. Dunlop’s MX33 tires are used instead of the standard’s Pirelli Scorpion knobbies.
The WE’s 49mm coil-spring Showa fork features new hand-operated adjusters and special coatings from top to bottom
The WE gets a gripper seat cover made by Throttle Jockey and cushy Renthal Kevlar hand grips to improve comfort and control.
Throttle Jockey’s HRC race team graphics are the icing on the cake.
Honda says the WE actually weighs a couple of pounds more than the standard CRF250R, which is most likely because of the heavier Dunlop tires.
If you were to purchase all these bolt-on upgrades separately, we figured you’d pay around $2870 before taxes and any labor that might be associated with them. So, it doesn’t take a math major to see the savings you get with the WE if you plan to make all these upgrades to your standard CRF250R anyway.
The Yoshimura RS-12 muffler completes the full titanium exhaust system.
Getting Dirty | 2025 Honda CRF250RWE Review
Obviously, the bike looks awesome. It looks as though you just rolled Jo Shimoda’s or Chance Hymas’ right out of Honda’s factory hauler. Luckily, it performs just as good as it looks. We recently got the chance to spend the day on the WE at Fox Raceway.
At first crack, the throttle feels more connected to the rear wheel. Honda’s new motor (standard for 2025) is drastically improved from the previous generation. It has better torque and good pull from bottom to mid, a stark contrast from the previous design, which only made power at or near the redline. The WE is even better; response is even snappier and feels livelier than the standard CRF. The WE revs up faster, pulls longer, and has a better overrev feeling.
All three maps feel cleaner from top to bottom, with less gurgle or lag time. This seems obvious, as porting, ECU and exhaust are all ingredients for that exact recipe. The aggressive map (three blinking lights) was my preference for the day. This mode wakes the engine up and offers added punch from the bottom to mid, which I find crucial when riding a 250F on a fast track like Fox Raceway. The feedback from the WE is better all-around and simply feels like the stock CRF on steroids.
The WE’s larger airbox and intake system got a complete re-do.
Suspension is another area that feels drastically improved. Yes, the 2025 CRF already feels better than the ‘24 because of a stiffer frame and a new shock mount, but the WE’s upgraded suspension bumps things up a notch. The overall action of the fork and shock feel much freer and supportive when compared to the standard CRF. Not only is it plusher up top on the initial part of the stroke, but it also holds up better towards the deeper end. Finding the bottom of the stroke is difficult even when going long or coming up short as the fork ramps up in a progressive and predictable manner. This gives the rider more confidence to push the bike harder than they would, or could, on the standard Showa forks. Plus, the responsiveness of the suspension and chassis combo feel like a flickable mountain bike. You can jump across braking bumps, hop into ruts, or simply change lines with noticeable ease.
With added spunk in the engine department, it’s hard to keep the front wheel down.
The hydraulic clutch is a point of contention for some riders. With the 450 seeing it as a standard option since 2021, we wondered how long it would take to trickle down to the smaller 250. The five-spring design feels normal right away as we’ve become accustomed to the Nissin system on the 450. For those who are die-hard cable lovers, you might miss some of the engaged feeling, but the hydro system is easy to get along with.
The Dunlop MX33 tires are one of our favorites and gain the advantage in my book when compared to the Pirelli’s. The Scorpions are lighter on paper, but it’s hard to beat the consistent feeling of fresh Dunlop rubber.
Dunlop MX33 tires do a great job delivering power to the ground.
In the cockpit, the Renthal grips are lightyears better than any OEM grip, and they aid in damping any vibrations from the front end. As always, the Honda cockpit is neutral and comfortable from the get-go. It doesn’t take long to get used to flying this little red rocketship. The Throttle Jockey seat cover helps hold the rider in place without being too invasive or grippy. The ribs are also useful for staying forward and combating the WE’s extra punch.
We’re liking the looks and feel of the WE’s Throttle Jockey ribbed seat cover.
Worth It? | 2025 Honda CRF250RWE Review
Even after just one day in the saddle, I can confidently say that the Works Edition is well worth the extra money, and it saves a lot of hassle and late nights in the garage, turning wrenches and upgrading your bike. With the WE, Honda has done it all for you. The best part is that the bike’s performance is noticeably better than that of its standard CRF250R brother. From the motor to mapping to suspension, the WE is everything you’d want your standard CRF to be. Since the 2025 model is already an improvement from 2024, it makes the Works Edition feel two steps forward.CN
VIDEO | 2025 Honda CRF250R Works Edition First Ride
2025 Honda CRF250RWE Specifications
| MSRP |
$10,599 |
| Engine Type |
4-stroke, single-cylinder |
| Displacement |
249.9cc |
| Valvetrain |
DOHC, 4-valve |
| Bore x Stroke |
79.0 x 50.9mm |
| Compression Ratio |
13.9:1 |
| Cooling system |
Liquid |
| Starting System |
Electric |
| Fueling |
PGM-FI, 44mm throttle bore |
| Transmission |
5-speed, hydraulic clutch |
| Frame |
Aluminum |
| Front Suspension |
49mm Showa coil-spring fork, Ti/Kashima coating |
| Rear Suspension |
Showa single shock, Ti-oxide coating |
| Front-Wheel Travel |
12.2 in. |
| Rear-Wheel Travel |
12.1 in. |
| Front Wheel |
21 in. |
| Rear Wheel |
19 in. |
| Front Tire |
Dunlop MX33; 80/100-21 |
| Rear Tire |
Dunlop MX33; 110/90-19 |
| Final Drive |
13/50 |
| Front Brake |
Single Nissin 260mm disc |
| Rear Brake |
Single Nissin 240mm disc |
| Seat Height |
37.8 in. |
| Ground Clearance |
13.1 in. |
| Fuel Capacity |
1.7 gal. |
| Wheelbase |
58.4 in. |
| Weight (wet, claimed) |
236 lbs. |
