– Detailed 2019 CRF250R Dirt Bike Review / Buyer’s Guide: New Changes, R&D Info, Performance Details + More! –
The CRF250R is back for 2019 and badder than ever with a laundry list of new changes and upgrades to make it king of the 250cc motocross bikes for the up-and-coming year!
Some of you may be getting tired of all these 2019 CRF dirt bike posts the last few days but there is a reason for that, just in case you’ve been out-of-the-loop, there was a huge 2019 motorcycle announcement that just took place with all-new bike models and changes thrown at many existing models. It’s technically, my 2019 Motorcycle & ATV Announcement Update #2 post and you can check it out by Clicking Here if you’d like to read up on the big news.
This page is all about the 2019 CRF250R though so let’s get back on topic. Even though Honda threw a slew of changes and upgrades at the CRF250R last year, basically an all-new model from top to bottom, they decided it wasn’t as good as it could be. So for 2019, the CRF250R went under the scalpel and the master minds at Honda worked their magic giving the CRF250R’s bottom-end torque output a major boost; the 250cc CRF’s engine also receives 3-level HRC Launch Control plus durability upgrades. A new front brake caliper, Renthal Fatbars – adjustable 4 ways – and black DID rims round out the updates. I’ll break all of this down in more detail below for you guys that like the nitty-gritty info behind a bike.
Here’s a quick overview of some of the key information that people usually search for, that way if your’e in a hurry you can freshen up on the details quickly.
Key 2019 CRF250R Info (for those in a hurry):
- 2019 CRF250R Price / MSRP: $7,999
- 2019 CRF250R Release Date: September 2018
- 2019 CRF250R Colors: Red
- 2019 CRF250R Horsepower: TBA
- 2019 CRF250R Torque: TBA
- 2019 CRF250R Seat Height: 37.8 inches
- 2019 CRF250R Weight: 237 lbs (curb)
- 2019 CRF250R VS 2018 CRF250R Price / MSRP Increase: +$0
- 2019 CRF250R VS 2018 CRF250R Changes: Yes, quite a bit! I break down all of the details on changes to the 2019 CRF250R below.
New 2019 Honda Motorcycle Announcements:
2019 CRF250R Review Contents:
- 1. | CRF250R Introduction / Changes
- 2. | CRF250R Model Overview
- 3. | Key CRF250R Features / Development
- 3.1 | CRF250R Engine
- 3.2 | CRF250R Chassis / Suspension
- 4. | CRF250R Photo Gallery / Pictures
- 5. | CRF250R Technical Specifications
1. | CRF250R Introduction / Changes
Honda’s CRF250R has shown itself a worthy weapon for battle in many race-series around the globe. And it is a machine that has evolved over time, through increments and steps, into a base platform that the amateur MX enthusiast – as well as pro-racer – can get the most out of.
For 2018, the CRF250R made a giant leap forward, with a ground-up redesign that inherited the ‘Absolute Holeshot’ philosophy of the 2017 CRF450R. Sharing its seventh-generation frame, revised geometry and Showa suspension – plus a brand new DOHC engine – the CRF250R proved its potential in the hands of Honda’s Factory racers.
Likewise, with its switchable engine mapping and rider-focused ergonomics it remained an MX machine that the hobby rider could exploit to their individual level of ability.
Resting on laurels is not an option in motocross, staying ahead of the pack becomes harder year by year; so for 2019, one year on from a full model change, the CRF250R already receives updates to engine and chassis, further improving output, rider comfort and braking ability.
2019 CRF250R VS 2018 CRF250R Changes & Upgrades Explained:
- New cam profile based on feedback from the Team HRC factory MX2 race team provides strong off-corner acceleration
- New intake- and exhaust-port geometry improves low RPM engine power while also maintaining the CRF250R’s top-end performance
- New 44mm throttle body improves low-RPM intake airflow compared to previous 46mm version, for improved corner-exit performance
- All-new piston oil jet uses five nozzle holes instead of four, for improved piston-cooling efficiency and reduced knocking, enabling a precise ignition-timing setting for optimum power delivery
- Right-side exhaust pipe shortened 50mm for excellent high-RPM power
- All-new AC generator reduces weight and friction losses
- Renthal Fatbar® reduces weight of the steering system, and flexes for optimal comfort
- Top triple clamp features two handlebar-holder locations for moving the handlebar rearward and forward by 26mm, ensuring rider comfort. When holder is turned 180 degrees, the handlebar can be moved an additional 10mm from the base position, resulting in four total unique riding positions
- New engine guard allows increased airflow, improving engine-cooling performance
- Redesigned fork protectors offer improved coverage
- Black rims deliver a strong presence on and off the track
- New, lighter front-brake caliper now uses pistons of different diameters (30mm and 27mm) for strong braking performance
- Updated front brake hose has reduced expansion for more precise braking
- Newly shaped footpegs are 20% lighter and shed mud more easily, giving the rider great feel and confidence in all riding conditions
2. | CRF250R Overview
Focus at this stage of development for the CRF250R revolved around boosting the engine’s low-RPM torque to gain time out of slower corners; it’s been achieved with revisions from the throttle body all the way to the exhaust.
Durability has also been improved and 3-mode HRC Launch Control is an addition, that helps any rider – from beginner to expert – hit the mark straight out of the gate every time.
The frame and Showa suspension are unchanged, but a new front brake caliper improves performance, while Renthal Fatbars are now fitted at standard equipment. The DID rims also wear a new black finish. Finally! Am I right?
3. | Key Features / Development
3.1 | CRF250R Engine
- High-performance, 249cc single-cylinder engine with dual-overhead-cam design and high rev limit, offering great performance
- Finger rocker arm with Diamond Like Coating (DLC) maximizes valve lift while retaining a low engine height
- Downdraft intake layout produces strong power and enables great throttle response by reducing resistance, thereby improving air-charging efficiency
- Dual exhaust ports enable ideal air-charging efficiency
- Electric-start standard for easy, fast engine startup
- Easily selectable Standard, Smooth, and Aggressive riding modes enable easy tuning depending on rider preference or course conditions
- Selectable HRC launch control provides a steady stream of torque for excellent performance on race starts
What was important for the Honda engineers developing the 2019 CRF250R was to maintain the engine’s stunning peak power output, and at the same time bolster it at the bottom of the RPM curve, for sharper jump out of slow-speed corners.
The task has been achieved with a number of upgrades, starting with a 2mm smaller (now 44mm) diameter throttle body, to speed up low-RPM air flow. The inlet and exhaust ports have been re-shaped and the exhaust valve cam ‘closing’ profile also reduced by 2°, all to boost torque. The righthand exhaust down pipe is 50mm shorter, to maintain top-end power. A decrease in output from the ACG generator reduces drag on the engine.
Bore and stroke remains 79 x 50.9mm, with a 4.5mm cylinder offset to reduce friction and compression ratio of 13.9:1. The valves are titanium; 33mm inlet and 26mm exhaust. Lift is 10.5mm inlet and 9.5mm exhaust and the valve angle is set at 20.5°. The valve springs themselves are oval in section; the inlet valves are fed by symmetrical straight-shot downdraft intakes, which are shorter for improved high RPM snap.
The piston is a Bridged Box design. Its rigidity converts combustion pressure into high output efficiency; for 2019 a 5-hole piston oil jet replaces the previous 4-hole design, improving piston cooling and optimizing ignition timing.
A scavenge oil pump system reduces friction and ‘pumping’ losses at high RPM, by discharging oil and air in the crankcase and maintaining negative pressure. The oil also lubricates the clutch and gearbox, with a total oil capacity of 1.37 qt (1.3L). The combined oil pump / drive gear, oil filter and oil way are on the right side of the engine – the oil’s path around the engine is short and straightforward.
Valve train lubrication is routed through the cylinder head to the inside of both inlet and exhaust cam, directly feeding the sliding surface of cam and rocker arm. The 5-speed gearbox drives through a 13T front and 48T rear sprocket.
The rider controls and displays – engine stop button, EFI warning, EMSB mode button and LED indicator – are rationalized together and sited on the left handlebar:
New for 2019 on the CRF250R is HRC’s Launch Control system gives any rider the best option for a strong start and has 3 modes to choose from:
- Level 3 – 8,250 RPM, muddy conditions / beginner
- Level 2 – 8,500 RPM, dry conditions / basic
- Level 1 – 9,500 RPM, dry conditions / expert
Activating HRC Launch Control is easy – to turn on, pull in the clutch and push the Start button (on the right). The LED will blink once for Level 1 selection. Push the Start button again, for .5s or longer, and the LED will blink twice for Level 2. Repeat the process and the LED will blink 3 times, indication Level 3 has been chosen.
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) and Mode 3 (Aggressive). The LED also displays Mode selected.
3.2 | CRF250R Chassis / Suspension
- Lightweight aluminum frame with tapered main spars provides great rider feedback
- Low center of gravity reduces front-end lift for strong acceleration performance
- Lightweight and compact 1.66 gallon titanium tank keeps weight to a minimum
- Smooth bodywork layout eases rider movement
- In-mold graphics are durable and resistant to peeling caused by washing or abrasion
- Geomax MX3S tires for superior bump absorption and grip in wide variety of conditions
If the main focus of 2019 revolves around more bottom-end power from the engine, the CRF250R’s chassis has been updated to improve braking performance.
A new twin-piston front brake caliper – also common with the 2019 CRF450R – uses 30 and 27mm diameter pistons (the previous design used 2 x 27mm pistons). This allows for a lighter body and, along with low expansion rate brake hose, improves brake feel and staying power. It works on a 260mm wave-pattern disc, matched by a rear 240mm wave-pattern disc and single-piston caliper.
The Renthal Fatbar reduces the weight of the steering system and flexes for optimal comfort; the top yoke features two handlebar-holder locations for moving the handlebar rearward and forward by 26mm. When the holder is turned 180 degrees, the handlebar can be moved an additional 10mm from the base position, resulting in four total unique riding positions.
Rake and trail are set at 27.5°/116mm, with wheelbase of 58.3 in. (1486mm). Curb / wet weight on the 2019 CRF250R comes in at 237 lbs (108kg). The fully adjustable 49mm Showa USD coil spring fork is a version of the Showa ‘factory’ fork supplied to MX race teams in the Japanese championship; the cylinder has a 25mm diameter, the rod 14mm and the compression piston 39mm. The Showa rear shock is also fully adjustable
Lightweight DID aluminum rims, with directly attached spoke pattern layout are now finished in black; the front is a 21 x 1.6 in, the rear a 19 x 1.85 in. Fitted as standard equipment are Dunlop’s GEOMAX MX3S tires, 80/100-21 front and 100/90-19 rear.
The CRF250R uses a lightweight 1.6 gal (6.3L) titanium fuel tank. Its smooth external lines of the plastics help the rider move easily, and the narrow frontal area and front mudguard directs an efficient funnel of air to the radiator.
The bodywork uses durable film inset graphics that cover a wide area with scratch-resistant style; the engine sump guard has been redesigned to improve engine cooling and fork protector modified to reduce chance of stone damage.
4. | CRF250R Photo Gallery / Pictures
5. | Technical CRF250R Specifications
|Model||CRF250R (Model ID: CRF250RK)|
|Type||249cc liquid-cooled single-cylinder four-stroke|
|Valve Train||DOHC, four-valve; 33mm intake, titanium; 26mm exhaust, titanium|
|Bore x Stroke||70.9mm x 50.9mm|
|Induction||Programmed fuel-injection system (PGM-FI); 44mm throttle bore|
|Starter||Push-button electric starter|
|Transmission||Constant-mesh 5-speed return; manual|
|Clutch||Multiplate wet (5 springs)|
|Final Drive||#520 chain; 13T/48T|
|Front||49mm fully adjustable leading-axle inverted telescopic Showa coil-spring fork; 12.0 in. travel|
|Rear||Pro-Link system; fully adjustable Showa single shock; 12.4 in. travel|
|Front||2-piston caliper (30mm, 27mm) hydraulic; single 260mm disc|
|Rear||1-piston caliper hydraulic; single 240mm disc|
|Front||Dunlop Geomax MX3S 80/100-21 w/ tube|
|Rear||Dunlop Geomax MX3S 100/90-19 w/ tube|
|Rake (Caster Angle)||27°22′|
|Trail||116mm (4.6 in.)|
|Ground Clearance||12.9 in.|
|Seat Height||37.8 in.|
|Fuel Capacity||1.6 gal.|
|Curb Weight*||237 lbs.|
* Includes all standard equipment, required fluids and full tank of fuel—ready to ride Specifications subject to change.