Q: FIRST AND FOREMOST, IS THE 2023 HONDA CRF250RX BETTER THAN THE 2022 MODEL?
A: We didn’t test last year’s CRF250RX, but we can tell you this bike isn’t any better, because it’s exactly the same. This bike was all new in 2022, and it didn’t receive any updates for the 2023 season.
Q: HOW DOES THE 2023 HONDA CRF250RX OFF-ROAD BIKE DIFFER FROM THE 2023 HONDA CRF250 MOTOCROSS BIKE?
A: The CRF250RX is a wolf in sheep’s clothing. It looks like an off-roader to the untrained eye, but underneath the big tank, kickstand and handguards is a motocross bike waiting to pounce. The “RX” label indicates that this model is slotted into the cross-country category for Honda’s off-road bikes, a genre that has become popular for six out of the seven major brands (everyone except Suzuki). Honda’s tagline for this bike is, “Trail-ready motocross performance.” Here’s a list of changes that help this motocross bike tackle the trails.
(1) Suspension. The CRF250RX comes with softer spring rates and valving, tailoring the suspension for off-road conditions.
(2) 18-inch rear wheel. The 18-inch rear wheel offers more cushion for the harsh, choppy sections, and it helps for grabbing traction in rocky or slick sections.
(3) ECU. The CRF250RX has three maps specifically tailored for off-road riding.
(4) Big tank. The oversized tank is made from plastic, and it is taller and wider, holding 2.11 gallons. In comparison, the motocross tank is made from titanium and holds 1.66 gallons.
(5) Tires. This bike comes with Dunlop’s AT81 off-road tires instead of the Pirelli Scorpion MX32 tires that are lighter weight and come stock on the motocross bike.
(6) O-ring chain. The CRF250RX comes with a hybrid O-ring chain. It’s not a full-on, heavy-duty O-ring, but it is heavier than a normal 520MX chain. The official part number is DID520MXV5-114ZB.
(7) Extras. The CRF250RX comes with hand guards and a kickstand. Plus, the shrouds for the RX models are different because the mounting points on the oversized tank require an extra bolt on each side.
(8) Price. The RX has an MSRP (manufacturer’s suggested retail price) of $8599, which is a $400 upcharge (for all of the parts mentioned above) when compared to the CRF250 motocross bike.
Q: WHY IS MXA TESTING A CROSS-COUNTRY BIKE?
A: We asked Honda for their CRF250RX for two reasons. First, a lot of our test riders like to race the local NGPC, SRA and WORCS off-road Grand Prix-style races around Southern California. Second, we wanted to ride a Honda CRF250 with softer forks. The motocross version of the CRF250 comes with Supercross-stiff forks, which all our test riders complained about. It has been four years since we tested the 2019 CRF250RX model, and the bike has changed drastically. The CRF250RX gained an all-new frame (the same one the CRF450 got in 2021) as well as an all-new engine.
Q: HOW DOES THE 2023 HONDA CRF250RX RUN ON THE TRACK?
A: Although it’s a cross-country steed, we had to test it on the track before bark-busting it through the woods. Internally, the CRF250RX has the same engine as the CRF250, and since we haven’t tested the CRF250RX since 2019, we have to point out that this is the first time we’ve tested this model since it received the all-new engine in 2022.
The CRF250 went from a high-rpm screamer with a lackluster bottom end to a stout, low-to-mid-rpm, torque-producing powerplant. We love it! For a few years, Honda’s 250Fs went chasing after KTM’s high-horsepower, 14,000-rpm engines, but now they’ve switched gears to follow the Yamaha YZ250F’s lead. The YZ250F doesn’t make the most horsepower on the dyno, but many riders feel like it’s the best bike on the track because it hits hard down low. Now, the CRF250 has similar power characteristics, and it translates to the RX model as well.
Q: HOW DOES THE 2023 HONDA CRF250RX HANDLE?
A: Like a dream. As mentioned, the Showa-suspended CRF250RX is softer than the motocross version, which was appreciated by all our testers. The motocross model comes with 4.8 N/mm fork springs, while the RX uses 4.6 N/mm springs. The CRF250 has a 5.0 N/mm shock spring, and the RX is again 2 points lower at 4.8 N/mm. The softer spring rates make the suspension better for lighter riders, and the softer valving tailors it to the off-road environment.
Our test riders all complained about the motocross bike being too stiff and rigid, so when they got on the RX model, they were in love. Not only is this bike good for tighter trails, rocks and logs, but it’s more rider-friendly on the track as well. After all, this is a cross-country machine, which is really built for the rider who splits his time between motocross and off-road riding.
The CRF250RX is nimble and easy to corner with. The previous iteration of this bike, the CRF250RX, was ultra-plush and comfortable, but it lacked adequate bottom-end grunt to get out of corners. Unless you weighed 130 pounds, the bike needed to be clutched and revved high into the rpm to get any sort of response on corner exits. We bring this up because it affects handling. A chassis can have the perfect geometry and great suspension, but if it doesn’t have power, you’ll find yourself in a catch-22. Revving the bike out excessively hinders the handling because it binds up the chassis. Fortunately, the 2023 CRF250RX (and 2022 model for that matter) is blessed with bottom-end grunt, thanks to the extensive R&D efforts that went into this new engine. The bike has enough power to get out of corners easily in tight off-road sections, enhancing its handling capabilities and making the RX a nimble machine.
Q: WHAT IS IT LIKE TO RIDE WITH AN OVERSIZED FUEL TANK?
A: It takes time to get used to riding with a big tank. Our one quibble with the handling of the CRF250RX stems from the oversized fuel tank. Because of Honda’s perimeter frame geometry, there’s only one direction to go when you add fuel to this bike—up. The 1.66-gallon tank on the motocross model fits great, but as soon as you start adding fuel, you have to make the tank wider and taller. This hinders performance because it bows the rider’s legs outward, making it harder to move forward on the bike and retain proper technique. It also increases weight far away from the bike’s center of gravity. Of course, the weight added only affects the bike when the tank is full, and it gets better as the race goes on, but that’s beside the point. On the opening laps of a race, with a full tank, the CRF250RX isn’t as nimble, and it’s harder to turn.
Of course, this is all part of the game when you’re an off-roader who wants to ride longer with fewer pit stops, but we complain because other brands have shown us better ways to do it. Yamaha extends their oversized fuel tank farther down and back, positioning more fuel under the seat, meaning the weight is closer to the center of gravity, and it doesn’t make the shrouds any wider. The steel frame on the Austrian brands also works well for oversized tanks. They don’t have a perimeter frame (with a cradle holding the tank in place), but instead a single backbone that the tank drapes over. With these bikes, the fuel tank dips down farther behind the radiators, next to the engine. It keeps the fuel closer to the center of gravity and doesn’t widen the shrouds.
Q: WHAT DID WE HATE?
A: The hate list.
(1) Ergos. We usually compliment Honda for class-leading ergonomics. Unfortunately, the oversized fuel tank rains on that parade because it’s tall, wide, and bulky, making it harder to sit up on the seat in the corners.
(2) Transmission. To make this bike more of a cross-country machine, we wish Honda would have added a sixth gear.
(3) Radiator cap. The 1.1 kg/mm2 radiator cap should be swapped out with a 1.8 kg/mm2 for added durability.
(4) Grips. The stock Honda grips will last forever, and they’ll make your hands tougher for it. They’re too tough for our liking. We prefer ODI grips.
(5) Airbox. We like that Honda is flowing lots of air into the intake, but the upside-down air filter gets dirty quickly, something that desert-bound off-road riders don’t like to hear.
Q: WHAT DID WE LIKE?
A: The like list.
(1) Handling. The CRF250RX is an easy bike to ride. It’s nimble and comfortable.
(2) Suspension. Our testers wish they could have this same plush feel on their CRF250 forks.
(3) Bar mounts. The Renthal Fatbar handlebar is held by a clamp that can be turned 180 degrees, and because the clamp itself has two mounting locations, there are four possible mounting positions for the handlebar, offering a range of 26mm for moving the bars closer or pushing them farther away from the rider to customize the co*ckpit.
(4) Simplified. Only 10 fasteners are used to secure all 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.
(5) Clutch. On previous models, Honda spec’d softer clutch springs on the RX model. We’re glad they stopped doing that.
(6) Big tank. We’re glad it at least has a big tank (the Kawasaki KX250X is labeled a cross-country bike, and it doesn’t even get extra fuel).
(7) Maps. There were three different maps to choose from. Although every test rider preferred the aggressive map (three flashing blue lights), it was still nice to have stock and mellow options.
(8) Chain. The hybrid O-ring D.I.D 520MX chain is lighter and rolls easier than most O-ring chains, but it still offers great durability, which is confidence-inspiring.
(9) Hand guards. The stock hand guards mount to the front brake and clutch levers perfectly so that they don’t take up clamping space on the handlebars—another plus.
(10) Front brake guard. We don’t like the front brake rotor guard on the motocross bike because it’s unnecessary and promotes heat, but it is necessary for off-roading.
(11) Skid plate. It’s nice that both the CRF250 and RX models come with lightweight, flexible skid plates.
Q: WHAT DO WE REALLY THINK?
A: Overall, the MXA crew appreciates the 2023 Honda CRF250RX. Because we are so critical of the CRF250 motocross model, most of our testers have to preface their opinion about the RX model with the word “actually.” Example: “The CRF250RX is actually a really good bike; everybody I know loves it.” It’s no secret that Honda hasn’t been in contention for winning our “250F Shootout” for some time. In 2021, we loved the handling of the CRF250 and hated the weak-sister engine. Then, the 2022 model granted most of our engine wishes but went backward on suspension character and chassis comfort with an overly rigid machine that needed to be re-sprung and valved before you could ride it.
We wanted to test the CRF250RX to see if it would right the wrongs of the CRF250, and it did! This bike is plush, and the suspension settings are great for the majority of cross-country riders who want to buy a bike and go racing straightaway. Plus, it’s not so soft that you can’t ride motocross with it. Our testers loved this suspension on the track, too.
MXA’S 2023 HONDA CRF250RX SETUP SPECS
This is how we set up our 2023 Honda CRF250RX for racing. We offer it as a guide to help you find your own sweet spot.
SHOWA SPRING FORK SETTINGS
The stock forks on the motocross model aren’t so friendly. The RX forks have softer spring rates and valving, making them plush and comfortable on the track and trail. For hardcore racing, these are MXA’s recommended 2023 CRF250RX fork settings (stock settings are in parentheses):
Spring rate: 4.6 N/mm
Compression: 8 clicks out (12 clicks out)
Rebound: 10 clicks out (13 clicks out)
Fork-leg height: 5mm
Notes: The Showa forks are sensitive to just one click, but they aren’t as finicky as the CRF250 forks.
SHOWA SHOCK SETTINGS
The rear suspension system received a revised rising-rate ratio in 2022 to work with a Showa shock absorber whose shape was changed to fit the new CRF250 frame (with the adjusters moved from the left side to the right side of the bike). The ultralight steel shock spring for 2022–2023 is a 1/4-pound lighter than in 2021. Like the forks, the shock is also sprung softer on the RX than on the CRF250 model. For hardcore racing, these are MXA’s recommended 2023 CRF250RX shock settings (stock settings are in parentheses):
Spring rate: 48 N/mm
Race sag: 105mm
Hi-compression: 2-1/4 turns out (2-1/6 turns out)
Lo-compression: 4 clicks out (6 clicks out)
Rebound: 8 clicks out (11 clicks out)
Notes: If you are on the heavier side, you will need to bump up the spring rate. This suspension is great for the average 250F rider in the 140- to 165-pound range.
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