2021 Honda CRF250R [Model Overview]
The 2021 CRF250R Is Ready for the Championship
Honda Motorcycles’ CRF250R has seen a multitude of off-road competitions over the past few years. These places consist of AMA Arenacross and the other is the AMA Supercross series. Being involved in competitive events such as these is a true testament to the quality, durability, and reliance of the CRF250R model.
This Japanese motorcycle is something that is seen on podiums in Supercross races and it comes from its power, stability, and low center of gravity. The power is delivered from its liquid-cooled DOHC fuel-injected engine with smooth power delivery. Its nimbleness comes from the twin-spar aluminum chassis finished with the same detail found on factory bikes found in the 2021 Honda lineup.
The only thing the 2021 CRF250R needs for it to have a podium is the right rider – that’s where you come into the mix. Hop on, ride and take advantage of what the CRF250R offers you. It maintains the look and feels of a championship dirtbike – that’s because it is.
The 2021 Honda CRF250R starts at $7,999 USD / $9,799 CAD.
On this page:we’ve curated specs, features, news, photos/videos, etc. so you can read up on the new 2021 Honda CRF250R in one place.
- Price: $7,999 USD / $9,799 CAD
- Key Features:
- Fuel Injection
- Disc brakes front and rear
- Electric starter
- Inverted Forks
- Engine: 249cc liquid-cooled, single-cylinder, four-stroke
- Power: 39 horsepower
- Wet Weight: 238 lbs (108 kg)
- Seat Height: 957 mm (37.7 in.) at the lowest point
2021 Honda CRF250R Specifications
|Engine||249cc air-cooled single-cylinder four-stroke|
|Bore x Stroke||71.0mm x 63.0mm|
|Fuel System||Fuel-injection, 34mm throttle bore|
|Valve Train||SOHC; four-valve|
|Final Drive||#520 O-ring-sealed chain; 13T/50T|
|Suspension Front||41mm telescopic fork; 8.5 inches of travel|
|Suspension Rear||Pro-Link® Showa single shock with spring-preload adjustability; 9.0 inches of travel|
|Brakes Front||240mm disc|
|Brakes Rear||220mm disc|
|Fuel Tank Capacity||1.6 gallons|
|Ground Clearance||11.3 inches|
|Seat Height||34.8 inches|
|Curb Weight||265 pounds (Includes all standard equipment, required fluids and a full tank of fuel-ready to ride)|
|Warranty||Unlimited-mileage, limited warranty|
|Extension||Extended coverage available with a HondaCare Protection Plan®|
2021 Honda CRF250R Features
A single is the perfect choice for a bike like the CRF250F. It’s light, simple, fuel-efficient, and features plenty of power and torque in all areas, along with smooth power delivery—ideal for a wide range of rider experience.
Another benefit of fitting the CRF250F with fuel injection? Now it even meets California’s stringent CARB emissions standards for off-road motorcycles—good news for everyone.
Fuel injection means the CRF250F starts right up, even in cold weather. Compared to a carbureted bike, it also helps reduce emissions and enhance performance and fuel efficiency. And say goodbye to clogged pilot jets when you put this bike away for storage.
PETAL-DISC FRONT BRAKE
Check out that front brake rotor—the petal-disc design is right off the competitive MX circuit. It’s light, runs cooler, and also helps reduce unsprung weight.
REAR DISC BRAKE
Drum brake in the rear? Not the CRF250F. We gave it a disc rear, just like the front. You get crisp, balanced, powerful braking at both ends.
The CRF250F gets a tubular-steel twin-spar frame that’s both light and tough.
18-INCH REAR WHEEL
A 21-inch front and 18-inch rear wheel give you a wide selection of tire choices for trail riding.
21-INCH FRONT WHEEL
A 21-inch front and 18-inch rear wheel give you a wide selection of tire choices for trail riding.
PRO-LINK® REAR SUSPENSION
Thanks to our single-shock Pro-Link® rear suspension and Showa® damper, the CRF250F delivers excellent comfort, traction and handling, while also improving rider confidence. The rear suspension features 9.0 inches of travel.
The telescopic Showa® fork features large 41mm sliders. That makes it strong and helps add to the CRF250F’s excellent handling.
Turn the key, push the button, and let’s go riding! Electric starting is a big help on cold mornings, or if you need to restart out on the trail. Honda’s proven system makes riding just that much more fun.
With a long, motocross-style seat, you can move forward and back, left and right with ease, helping you navigate changing terrain in comfort.
Because it features a counterbalancer, the CRF250F’s engine is a smooth runner. You get the narrow overall width and power advantages of a single along with the smoothness of a multi-cylinder bike.
Honda’s CRF450R and CRF250R are two of the hottest motocross bikes on the circuit. And they’re some of the coolest looking. We gave the CRF250F plenty of that racing DNA when it comes to style. This is one bike you’ll be proud to ride!
2021 Honda CRF250R Photos
2021 Honda CRF250R Videos
Honda CRF250R Specs
Motorcycles Specs > Honda > Honda CRF250R
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The Honda CRF250R model is a Cross / motocross bike manufactured by Honda . In this version sold from year 2019 , the dry weight is and it is equipped with a Single cylinder, four-stroke motor. The engine produces a maximum peak output power of and a maximum torque of . With this drive-train, the Honda CRF250R is capable of reaching a maximum top speed of . On the topic of chassis characteristics, responsible for road holding, handling behavior and ride comfort, the Honda CRF250R has a Aluminium twin tube frame with front suspension being 49mm fully adjustable leading-axle inverted telescopic Showa SPG coil-spring fork. and at the rear, it is equipped with Pro-Link system; fully adjustable Showa single shock . Stock tire sizes are 80/100-21 on the front, and 120/90-19 on the rear. As for stopping power, the Honda CRF250R braking system includes Single disc. Two-piston calipers. size 260 mm (10.2 inches) at the front and Single disc size 240 mm (9.4 inches) at the back.
Honda CRF250R General Information
|Category||Cross / motocross|
|Factory Warranty (Years / miles)||-|
Honda CRF250R Dimensions, Aerodynamics and weight
|Frame type||Aluminium twin tube|
|Wheelbase||1,481 mm (58.3 inches)|
|Length||2,182 mm (85.9 inches)|
|Width||828 mm (32.6 inches)|
|Height||1,275 mm (50.2 inches)|
|Seat Height||960 mm (37.8 inches) If adjustable, lowest setting.|
|Alternate Seat Height||-|
|Ground Clearance||328 mm (12.9 inches)|
|Trail size||116 mm (4.6 inches)|
|Wheels details||Dunlop Geomax MX3S|
|Front Tyres - Rims dimensions||80/100-21|
|Rear Tyres - Rims dimensions||120/90-19|
|Front brakes||Single disc. Two-piston calipers.|
|Rear brakes||Single disc|
|Front Brakes Dimensions - Disc Dimensions||260 mm (10.2 inches)|
|Rear Brakes Dimensions - Disc Dimensions||240 mm (9.4 inches)|
|Curb Weight (including fluids)||108.0 kg (238.0 pounds)|
|Front Percentage of Weight||-|
|Rear Percentage of Weight||-|
|Weight-Power Output Ratio :||-|
|Fuel Tank Capacity||6.28 litres (1.66 gallons)|
|Reserve Fuel Capacity||-|
|Carrying Details and Capacity||-|
|Front Suspension||49mm fully adjustable leading-axle inverted telescopic Showa SPG coil-spring fork.|
|Front Suspension Travel||305 mm (12.0 inches)|
|Rear Suspension||Pro-Link system; fully adjustable Showa single shock|
|Rear Suspension Travel||315 mm (12.4 inches)|
Honda CRF250R Engine and Transmission Technical Data
|Engine type - Number of cylinders||Single cylinder, four-stroke|
|Engine details||33mm intake valve, titanium; 26mm exhaust, titanium|
|Fuel system||Injection. Dual-Timing Programmed Fuel Injection (PGM-FI), 46mm throttle body|
|Engine size - Displacement - Engine capacity||249.00 ccm (15.19 cubic inches)|
|Bore x Stroke||79.0 x 50.9 mm (3.1 x 2.0 inches)|
|Number of valves per cylinder||4|
|Camshaft Valvetrain Configuration||Double Overhead Cams/Twin Cam (DOHC)|
|Maximum power - Output - Horsepower||-|
|Engine Maximum RPM||-|
|Engine oil capacity||1.80 litres (1.90 quarts)|
|Transmission type, final drive ratio||Chain|
|Clutch type||Multi plate wet clutch|
|Driveline||#520 Chain; 13T/48T|
Honda CRF250R Performance
|Acceleration 0 to 100 km/h (0 to 62 mph)||-|
|Acceleration 0 to 400m (1/4 mile)||-|
|Recuperation 60 to 140 km/h in highest gear||-|
|Fuel Consumption - MPG - Economy - Efficiency||-|
Honda CRF250R Electrical Systems, Ignition and Equipment
|Ignition Type||Full transistor|
|Electrical Details||Lithium-iron-phosphate battery|
How tall (seat height) is a Honda CRF250R?
The Honda CRF250R seat height is 960 mm (37.8 inches) If adjustable, lowest setting.
How many gears does a Honda CRF250R have?
The Honda CRF250R have 5 gears.
2021 Honda CRF250R Specifications
2021 Honda CRF250R
Specs honda 250r
Honda ATC 250R Three-Wheeler
The Honda ATC 250R is remembered today as one of the leading lights of the three-wheeled craze that swept the motorcycle world in the 1970s and 1980s.
Ultimately these three-wheelers would be replaced with quad bikes due to safety concerns, many amateur riders were injured and some where killed when they flipped their three-wheelers, this was particularly common on sand dunes and other hilly terrain.
The Honda ATC 250R Specifications and Model History
The Honda ATC 250R was first introduced in 1981 with an air-cooled, two stroke, single-cylinder engine and one intention – to dominate three-wheeler racing.
All Honda three-wheelers had been four strokes prior to this, the 248cc two-stroke that was used in the ATC 250R was far more suitable for racing, Honda coupled it with front and rear suspension (which unusual on a three-wheeler at the time), and a chassis designed for racing.
The first generation ATC 250R was the fastest three-wheeler in its class by a significant margin, it recorded a slew of race wins and established itself as the trike to beat in top flight competition. Honda invested heavily in the model and its development, every couple of years brought significant upgrades to keep it ahead of its competitors and establish Honda as the de facto choice for aspiring racers.
The single cylinder two stroke motor had a balancer shaft to cut vibrations at higher RPMs, a 5-speed transmission, and what was essentially a live axle rear bolted to a swing arm with a fully adjustable monoshock.
The first model in 1981 had a front four-pot disc brake and a rear drum, 1982 saw the rear drum replaced with a disc. Both the 1981 and 1982 models were fitted with front and rear suspension offering travel of 6.7 inches and 4.3 inches respectively.
The next generation landed in 1983 and sold through 1984, it included improved suspension and brakes, now fitted with Honda Pro-Link suspension offering 8.7 inches front travel and 8.1 inches in the rear, with disc brakes front and rear as standard.
It would be the 1985/1986 models that are now remembered as the fastest and most extreme examples of the Honda ATC 250R. Front and rear suspension travel was now 9.8 inches and it utilised the same Pro-Link technology from the previous generation. Honda redesigned the frame for added strength and rigidity and perhaps most importantly they added a new, higher-performance liquid-cooled motor.
This new power unit was a two stroke with notably increased power from the same capacity, a 6-speed transmission was also added meaning the top speed of the final iteration of the ATC 250R was a hair-raising 70+mph.
By the mid-1980s the writing was on the wall for three-wheelers. There were thousands of lawsuits proceeding through the courts in countries around the world challenging the manufacturers on the basis that these bikes were inherently dangerous. For skilled riders this wasn’t a significant issue of course, but the problem was that most three-wheelers were being bought by weekend cowboys with no training or experience.
Production of the ATC 250R ceased at the end of 1986, though rumours abound that there was a 1987 model developed and a small number was sent to dealers. Honda instructed that these bikes have their engines removed and the frames be cut in half before disposal.
The Honda TRX250R was a sport ATV manufactured by Honda between 1986 and 1989. It combined a lightweight frame and good handling, with a liquid-cooled two-stroke engine and six-speed close-ratio transmission. Although only being manufactured for four years, the "250R", as it was known, was long a primary choice for ATV racers until the resurgence of factory involvement and usage of four-stroke engines in sport ATV's beginning in 2003 and 2004.
|1986 Model||1987-1989 "Long Rod" Model|
|Engine Type||Water-cooled, two-stroke cycle, single cylinder, reed valve, counterbalanced||Water-cooled, two-stroke cycle, single cylinder, reed valve, counterbalanced|
|Ignition||Capacitor discharge ignition||Capacitor discharge ignition|
|Displacement||246cc (15.0 cu. in.)||246cc (15.1 cu. in.)|
|Bore and Stroke||66 X 72 mm (2.60 X 2.83 in) Iron Liner||66 X 72 mm (2.60 X 2.83 in) Iron Liner|
|Engine Dry Weight||26.0 kg, 57.3 lbs||26.0 kg, 57.3 lbs|
|Lubrication||Two-stroke oil/fuel Pre-mix||Two-stroke oil/fuel Pre-mix|
|Carburetion||Keihin 34mm PJ05A||Keihin 34mm PJ07B|
|Starting||Forward Kick||Forward Kick|
|Transmission||Six Speed Sequential Shift (No reverse)||Six Speed Sequential (No reverse)|
|Clutch/Shifter||Left Hand Manual Cable/Left Foot||Left Hand Manual Cable/Left Foot|
|Final Drive||Chain and Sprocket / 13:39 / 520 O-ring Chain||Chain and Sprocket / 13:38 / 520 O-ring Chain|
|Fuel Capacity||2.6 Gal, incl. 0.5 Gal Reserve||2.6 Gal, incl. 0.5 Gal Reserve|
|Length/Width/Height||71.9" / 44.5" / 42.1"||72.4" / 45.7" / 42.6"|
|Dry Weight||357 lbs.||330 lbs.|
|Frame||Steel Square Tube||Steel Square Tube|
|Front Suspension||Dual A-Arm w/ 5-way preload adjustable Showa Shocks / 7.9" Travel||Dual A-Arm w/ 5-way preload adjustable Showa Shocks / 7.9" Travel|
|Rear Suspension||Single compression rebound and preload adjustable Showa shock with Pro-Link linkage / 9.1" Travel||Single compression rebound and preload adjustable Showa shock with Pro-Link linkage / 9.1" Travel|
|Front Brakes||Dual hydraulic discs with twin-piston calipers||Dual hydraulic discs with twin-piston calipers, 174mm discs|
|Rear Brake||Hydraulic disc with twin-piston caliper||Hydraulic disc with twin-piston caliper, 186mm disc|
|Front Tires||21x7-10 Ohtsu H-trak R/T 101||22x7-10 Ohtsu H-trak R/T 101|
22x7-10 Ohtsu H-trak M/R 101 Radial (option)
|Rear Tires||20x10-9 Ohtsu H-trak P/V 701Z||20x10-9 Ohtsu H-trak P/V 701Z|
20x10-9 Ohtsu H-trak M/R 501 Radial (option)
|Top Speed||71 mph||71 mph|
|Lighting||Handlebar-mounted 60/55 watt halogen||Nosepiece-mounted 60/55 watt halogen|
The TRX250R was introduced for the 1986 model year to answer Suzuki’s LT250R, released the year prior. Honda borrowed many parts from its 3 wheel ATC250R for the Fourtrax’s design, including the engine and rear suspension. Although mechanically similar, Honda detuned the engine for use in the Fourtrax, through reduced compression and less aggressive porting, to ensure that the added weight of the quad would not adversely affect the reliability of the engine.
The 1987 model year, now absent the three-wheelers due to the CPSC ban, saw the engine receive a five-millimeter longer connecting rod, accompanied by a piston with a wrist pin bore raised five millimeters. Additionally, the cylinder was changed to include a bridged intake. Most of the chassis of the 1987 Fourtrax remained the same.
The 1988 model year brought the most dramatic changes to the TRX250R. The compression ratio of the engine was raised to generate more power, bringing it nearly on par with Kawasaki’s powervalvedTecate-4. It was the chassis, however, that received the greatest attention, shedding 25 pounds over the previous year’s model. Additionally a shorter aluminum swing arm was added, but the frame lengthened such that the overall wheelbase was slightly greater. This shifted the weight bias rearward, curing the Fourtrax’s “loop out” problem. Aesthetically, the Fourtrax's headlight was moved from the handlebars to a mount molded into the hood. This was also the only year to be available with red fenders.
For 1989 the TRX250R received few changes. Most notable was the use of a needle bearing in the clutch pressure plate, for smoother action. This needle bearing was a necessary upgrade for the 1988 TRX250R, as well . The color was returned to white for its final year.
Rise of the aftermarket
While raced in mostly stock form in its earliest years, by the time production rules were initiated only about six of the TRX250R's components had to be purchased from Honda . According to CT Racing's Allen Knowles, “More aftermarket parts have been made for the 250R than any other ATV.”  “Sixty Percent of my business was based on the R, compared to the next highest Banshee, at fifteen percent. With only the Banshee, I would have starved” said Wayne Hinson of Hinson Racing. 
Initially, items that were subject to the most abuse from racing were the first to be remade. Originally made of die cast aluminum, the clutch basket was found to be weak when power was increased or subjected to race conditions. The first aftermarket clutch basket was a machined steel piece campaigned by Gary Denton in 1989. Wayne Hinson, who would later found worldwide clutch component manufacturer Hinson Racing, designed the clutch basket and later changed it to billet aluminum in 1991.
A regular trend that started on the Fourtrax that would not carry over to the four strokes was the use of aftermarket frames. Stock frames on most mass-produced quads are made of mild steel and, though suitable for recreational use, will quickly develop cracks when raced. Without new quads available after the 1989 model year, stronger replacement frames for racing were soon needed. The first aftermarket frame for the 250R was made by dirt track motorcycle chassis builder, C&J in 1991 for CT Racing. This frame was a direct replacement for the original, maintaining stock suspension geometry. The first altered geometry frame was introduced by JP Racing a short while later.  This design brought the front suspension mounts in one inch on each side, allowing the use of longer suspension arms in competition, which increased wheel travel and improved the ride qualities. By 2003, a myriad of aftermarket frames could be had from numerous manufacturers in both stock and altered geometry, made of steel and aluminum. Lone Star Racing produced a titanium frame, but AMA rules prevented its use in competition.
Though Honda was initially concerned with reliability and detuned the original 250cc motor, with the release of the Pro-X (pro-cross) cylinder and head in 1994, the 250R's displacement could be increased well into the 300cc range by changing the cylinder alone. Additionally, this and other aftermarket cylinders offered advanced port layout for more tuning options. With modifications to the transmission cases, later aftermarket cylinders and crankshafts permitted engine displacements to reach 500cc's. The last version of the Pro-X cylinder, as well as others, also added an exhaust operated powervalve, a feature that was left off the 250R but used almost universally by the competition, as well as in Two-Stroke motocross bikes since the mid-eighties.
Although great increases in displacement and power became possible, the TRX250R's transmission did have its limits, and gear strength became an issue. To allow for the larger engines a joint venture between Baldwin Motorsports and Timken Bearing, in the 90's, produced a set of stronger aftermarket gears. These gears permitted engines over 330cc's to be reliably raced. The TRX250R is the only quad for which such a product was made.
Honda's Reasoning Behind Use of 4-stroke engines in modern Sport ATV’s
A driving reason Honda chose to use a larger displacement four stroke engine instead of the traditional two stroke as part of their re-involvement in competition ATV's can be learned from the following excerpt taken from world.honda.com:
"To achieve the cleaner emissions and higher fuel economy targets it announced for motorcycles in 1999, Honda began as early as 1997 to take measures to discontinue the use of 2-stroke engines by the end of fiscal 2002. These simply structured 2-stroke engines had been adopted mainly in small motorcycles because of their superior output. Our goal was to replace them with more environment-friendly 4-stroke engine technology."
Named “ATV of the Century” by “4-Wheel ATV Action” 
1. Ed Scott ; Randy Stephens, editor. (1990), Clymer Honda TRX250R/Fourtrax 250R & ATC250R 1985 - 1989 Service*Repair*Maintenance, Intertec Publishing, ISBN CS1 maint: multiple names: authors list (link)
2.Lanphier, Bill (March–April 2006), "Long Live the R!", Sand Sports, 12 (2): 64–67, 114, 10961941
3.Lanphier, Bill (May–June 2006), "Two Decades of 250Rs", Sand Sports, 12 (3): 62–65, 116, 118–119, 10961941
4.Beckman, Phil (November 1987), "Hello and Goodbye", ATVSports, 8 (11): 32–33, 0196-5549
5.Beckman, Phil (July 1986), "Too Close for Comfort", 3Wheeling, 7 (7): 36–39, 0196-5549
6.Kirsten, Dean (May 1986), "Tracking the Elusive Fourtrax", 3Wheeling, 7 (5): 34–35, 105, 0196-5549
7.Beckman, Phil (February 1987), "Cross Country Championship", 3Wheeling, 8 (2): 36–38, 0196-5549
8."Honda's All New TRX250R", Dirtwheels, 25 (6): 190–192, 194, 198, 202, 206, June 2005, 1060-4804
9."Reader's Survey: Honda Fourtrax TRX250R", 4-Wheel ATV Action, 16 (11): 42, November 1999, 1098-0423
10."Legendary Shootout!", 4-Wheel ATV Action, 17 (9): 56–61, September 2000
11."Ultimate High Performance Shootout", 4-Wheel ATV Action, 17 (1): 16–22, 24, 26, January 2000
12."Specifications", Honda Service Manual; Honda Motor CO., LTD. Service Publications Office: 1–3, September 1988
13."world.honda.com", world.honda.com, 2006
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