2022 Honda CRF250RX Review

For the 2022 model year, Honda’s enduro-ready CRF250RX ($8,499) gets a thoughtful set of improvements inline with its motocross brother, the CRF250R. Originally introduced for the 2019 model year the RX is positioned alongside the R bike, but instead of motocross racing, the RX is set up for off-road competition. It also lends itself to weekend warriors seeking a fun and capable dirt bike for trail riding yet can also tackle moto duty.

Editor’s note: The CRF250RX is a non-street-legal motorcycle for use on closed courses or in legal off-road riding areas. We tested the previous version during the 2021 Honda CRF250RX MC Commute Review.

The RX effectively replaces American Honda’s tried-and-true 250X trail bike, which was retired a few years ago. This CRF is higher spec compared to the X and doesn’t benefit from a headlight inside the front number plate—so no riding after dark. This 250RX platform boasts a host of modifications that follow along the lines of the CRF250R.

Beginning with the engine, it continues to be powered by Honda’s 249cc liquid-cooled DOHC single with a four-valve cylinder head. The big news is there’s only one exhaust pipe. For a long, long time Honda claimed that dual pipes made for a bike with improved balance. While we don’t dispute its claim, it also made for added expense when replacing two mufflers instead of one.

American Honda gets back to the basics with a more conventional single exhaust terminating on the right-hand side of the vehicle. And, oh boy, does it still bark. The RX has added oomph—especially through the midrange with almost 19 lb.-ft. peak torque. The previous version’s engine package certainly wasn’t lazy, but this thing has more pep in its step. It has noticeably more low to midrange torque. Said torque does the heavy lifting when climbing steep grades. We enjoy that you can just leave it in a gear and lug up hills. The engine is good for nearly 38 hp at the business end of the Geomax rubber.

The powertrain is complemented by a more durable O-ring chain so you don’t have to lubricate the final drive as often as its moto bike. Oddly enough, American Honda recommends that the chain be replaced every 7.5 hours of run time. Realistically, with a few squirts of quality chain lubricant and proper tension riders typically get more durability than the rated usage. When it comes time to do some maintenance, the OE-fitted kickstand certainly makes it easier.

The RX is shod with Dunlop’s versatile Geomax AT81 specification rubber. These knobs are more gummy and perform in a wider range of conditions versus the Geomax MX tires. They do wear out a tad faster however—not a bad thing but something to be aware of.

We love how easy it is to ride with a full 2.1 gallons of premium fuel. At 238 pounds, it’s 6 pounds less than its predecessor, but to be fair it also carries a tad less fuel and uses a plastic fuel tank as opposed to the R’s titanium piece.

What we enjoy about the RX is that it’s capable basically everywhere. Tight single-track, check. Bouncing around small boulder fields, check. Holding the throttle wide over faster desert terrain, check. It is a versatile machine that can be ridden over any terrain… minus peaky sand dunes. You’ve been warned.

The suspension is not as stiffly sprung as the R, yet you’d be surprised how firm the settings are for an off-road bike. We’re a tad heavier than most RX riders at 200 pounds and the suspenders soak up rough stuff yet offer enough support over medium-sized bumps and G-outs. A more forgiving 18-inch spoked rear wheel with taller tire sidewall (versus a 19-incher) also provides extra cushion. Damping adjustment allows riders to tweak action of either the fork and shock with a pleasing range and response of clicker settings. Honda recommends 105mm (4.1 inches) race sag and it was notable how much sag effects the chassis feel.

A button on the left-side handlebar allows riders to choose between combined engine and ignition maps. The standard map (one flash) is the default setting. By pressing and holding the button, two flashes signify a smoother map for use over hard/slick/dry terrain. If you desire sharper throttle response, the aggressive (three flashes) map is ideal. Peak power remains the same with either setting. Overall, we preferred the standard setting even over slightly soft terrain, where added engine response is usually desired.

Racers will appreciate the holeshot assist programming (HRC-Launch Control System). It too offers three levels of adjustment, indicated by incremental purple flashes. It functions by reducing the engine rpm ceiling during race launches. So instead of having to worry about keeping rpm at a certain threshold with a delicate throttle hand while simultaneously feeding out the clutch the electronics take care of rpm hold. It operates similarly to sportbike launch control from a decade ago.

We liked the “low” setting (three flashes) because it keeps the engine from spinning too high and helps mitigate premature clutch wear during launches. It’s a neat feature and we’re pleased Honda is paying attention to the details. Other nice improvements for 2022 include the shaped plastic hand guards which help protect your hands from getting beat up on the trail.

In terms of durability Honda takes pride in crafting these motorcycles at its Kumamoto factory in Japan. Yet, because it is a competition-spec bike, no warranty is offered. In terms of service the air filter is easier to access with a toolless clip mechanism accessed from behind the left number plate. Honda recommends riders change the engine oil (carries over a quart) and filter every 15 hours. Oddly enough it also recommends that you replace the piston and piston ring at that same increment. We put twice the run time and the engine still performs great, though it doesn’t offer the same level of compression as a brand-new unit. A top end refresh will likely solve that issue.

Dirt bikers seeking a versatile, non-street-legal off-road bike will do well with the Honda CRF250RX. It looks racy, has a pleasing level of torque to get you over challenging terrain, and is easy to ride on and off track for the average rider. If there was only one dirt bike you could have in the garage, the RX would make a solid argument.

Preprinted Backgrounds: Nlab Studio

Helmet: Alpinestars Supertech M8

Goggle: 100% Racecraft 2

Jersey: Alpinestars Racer Semi

Gloves: Alpinestars Radar

Pant: Alpinestars Racer Graphite

Boots: Alpinestars Tech 10 Supervented

Helmet: Alpinestars Supertech M8

Goggle: 100% Racecraft 2

Jersey: Thor Terrain

Jacket: Thor Terrain

Gloves: Alpinestars Radar

Pant: Thor Terrain

Boots: Alpinestars Tech 7 Drystar