Honda 2004 CRF250X Off-Road Test

Honda 2004 CRF250X
Motorsports Network In Depth Test
A 250cc 4-stroke off-road bike with low-end and mid-range power ... really!
2005 CRF450X

2004 CRF250X - Electric Start Off-Road Wonder

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New Video > Desert Riding 3 meg
Video Motocross > Hear it, see it on a motocross track
(enjoy it, we apologize for the music, these late nights are getting to us)
Video Helmet Cam > Ride with us on the CRF250X
(interesting fact: Over 700 people sat through the big download (7 meg) of this video the first week it was posted and there are still over 700 downloads per week)

We, along with many of you, have been waiting for the off-road version of the CRF250 to arrive for about a year. Well it's finally here (available in dealers now) and the bike is more than we expected - or even hoped for. Rather than a warmed over or calmed motocrosser, the X model is a serious, purpose-built, off-road bike developed to exceed the capabilities of the competition. Whether it be tight and nasty East Coast woods riding or open West Coast desert riding, the 250X was developed to work in all conditions. Honda wasn't out to create simply the best West or East coast machine - they were out to develop a bike to exceed the capabilities of competing models in all riding conditions. In their

quest to create such a machine, the new X is said to have been tested in every conceivable type of riding condition. In fact, more development riding went into the X than any other Honda off-road machine.

What's important to know about the CRF250X is that it runs extremely well in completely stock (quiet) form. No pulling airbox restrictors or pulling a baffle out of the pipe to get this bike to run. Honda has worked overtime on this in the hope the majority of riders will run the bike in quiet form and thus help in the effort to keep our riding areas open.

Honda has added something new, as this electric start machine has no manual ignition switch whatsoever. That's right, just pull in the clutch and hit the go-button. We love it, as there is no switch to turn on and no switch to forget turning off when you're done riding. The electric-start CRF (about 8 pounds worth) is quiet, rather fast for a 250 4-stroke, has supple suspension, and turns about as well as its motocross brother. The suspension has been softened for off-road use, gearing has been stretched, and much much more.

Changes From The CRF250R (motocross) Model
Engine
The X engine has received a cam that ramps up slower, new and thicker engine cases (quieter and stronger) to allow for the electric starter, taller internal gearing (1st lower, 2nd the same, still a 5-speed), added flywheel weight,

different jetting, and improved oiling for the clutch. The X breathes in through a new airbox with an attached swing-out door and exhales through a new exhaust system complete with a 3-inch longer header pipe, offering up more low-end power. The muffler is equipped with an off-road approved spark arrestor.

Chassis
Though it may look the same, the X chassis has been changed up top and down below. Heck, the engine is even mounted using different bolts to accommodate the goals of the Honda development team. A side stand has been added, the bar position changed, a heavier chain guide installed, and the fork taper has been modified internally and externally to achieve the desired flex and bounce for off-road riding. The fork seals have been changed as well as lighter valving and springs installed (.45R / .42X). The swingarm, from the CR125, uses a less progressive linkage than the R model and is coupled with revised shock valving and a lighter spring (5.3R / 4.8X). Front and back suspension still has the same 12.4-inches of travel.

More
Off course Honda added an 18-inch rear wheel for a softer ride and to better ward off flats and a slightly larger 2.2 gallon fuel tank good for 59 miles of fast desert riding before hitting the .4 gallon reserve. (about 32.8 mpg) The chain is a new lighter weight and stronger sealed T-O-ring unit. A 35 watt halogen headlight has been added as well as a small and lightweight LED tail light placed in the new rear fender. A featureless XR type odometer and drive have been added with no quick reset. Renthal bars, positioned farther forward and higher than the R model, are standard equipment as is an on-the-fly clutch adjuster. Though they look similar, the seat on the X is softer and more comfortable over the long haul.

Riding the CRF250X
OK, what's it like to ride? Well, it's a blast. Most impressive is the low-end and mid-range power available from this completely stock and quiet bike. There's a healthy top-end rush as well, to get you up those big hills and such. The seating position, though far off the ground, is dead-on comfortable - good for both tall and shorter riders alike. The seat is a little more stiff feeling than past XRs and softer than the CRF250R - something we found very comforting on long rides.

The CRFX weighs in at 232-lbs., a whopping 26pounds more than the R model. This weight comes from adding the necessary off-road items including battery, electric start (8 pounds), headlight and tail light. There are also heavier and stronger engine cases. We were fortunate not to lock onto this spec before riding the X extensively. Quite frankly, we were surprised when we learned the weight difference as you just don't notice it when riding the bike. In fact, the X feels light - not like an older heavy 4-stroke. Weight has never been an issue when riding the X, and not a single test rider ever brought up weight. When we told these riders of the big weight difference they were very surprised.

In tight conditions the X proved to be excellent as well as fun to ride - it has to be good in the tight stuff or Honda wouldn't have introduced the bike to the press on tight trails in Arizona (see video). In stock form the bike pokes along through nasty terrain showing off its precise steering, though not quite as sharp as Yamaha's WR250F. If you want to climb a small hill, the bike will chug up in first gear with good tractable power - you don't have to rev it to the moon. If the hill is larger, just clutch it and you'll rocket up with surprising speed for a 250 4-stroke. We, as well as other testers, did find the X stalls a little easier than we'd like. We raised our idle speed, the same as necessary on the 2003 WR250F, and had no real problems after that.

In the desert
We finally got the X to open terrain, the Southern California desert near Ocotillo Wells. If you've ridden there you know this is in a diverse riding area with winding tight canyons, cross-country whoops, open sand washes, steep hills and rocks. The one constant here is that the soft soil robs your bike of power making this the only place we rode the CRF250X that it reminded us that it's only a 250. In these open spaces the X never felt fast, just adequate - but this isn't the complete story. What stands out most in these conditions is that the stock suspension is bordering on awesome. Action is smooth, balance is perfect, and the ride is ridiculously well controlled and plush. Throw in some mean bumps and you still can't upset the chassis. We found the rear spring a little soft for heavier riders but with a little extra spring preload it worked wonderfully. There simply hasn't been a condition or situation the Honda's suspension didn't work like magic. This is one of the best off-road suspension packages available and the chassis feels just as good.

Handling, though very good, suffers a bit in soft sandy corners where the X pushes its front end. Straight line stability is good and better than other bikes in this class. Honda undoubtedly had to choose a happy medium between turning and stability. In most conditions the X turns extremely well, just not as quickly as Yamaha's WR250. And while we're comparing with the Yamaha, the CRF250X brakes are strong and completely predictable with good feedback. Extremely fast riders will find Yamaha's brakes hit quicker and stronger than the Honda - something competition riders may like better.

The comfort level on the CRFX is excellent, good for both shorter and taller riders alike. The seat is supportive and comfortable - much better for off-road than the R models more stiff seat. The Renthal handlebars are comfortable and positioned perfectly for off-road riding, and the controls are typical Honda - excellent.

We worried the X might not have the power to get going quickly in deep sand but we were wrong. Even though the X has good low and mid-range power, the engine spins freely and revs quickly making simple work of deep sand. We were just as impressed at how well the X climbed steep hills. You can take advantage of the good torque and go slow or turn the throttle and roost up larger hills. The engines power band is completely useable, tractable and non-intimidating.

We drag raced the X against the R motocross model, as well as a new Suzuki RM250Z, on a long stretch of sandy desert. The result: the R and Z would jump to a bikes length lead and then the bikes ran practically dead even. As the R ran out of gears, the X had a bit more revving and accelerating to do.

Remember, we're still talking about a muffled up off-road bike compared to competition bikes. The R hits much harder and pulls stronger as it should. It also runs out of gears too quickly in open spaces like the desert. When you look at other features found on the X like electric starting (the R took a lot of kicking), taller gearing, a softer seat and suspension, headlight, odometer and larger fuel tank you can't help but realize the X is the superior off-road mount - just as it was designed to be. If you're hung up on the power thing, there are competition modifications available that make the X rock much like the motocross model while not loosing its off-road advantages.

In The Muck
- Motorsports Network takes both the CRF250X and CRF250R to Soboba -

It happens every year. Three to five hundred serious riders get together to ride the Soboba Trail Ride here in Southern California. Some times this incredibly tight and heavy brush covered single-track course is dry, dusty and strewn with nearly impossible silt hills. Last year riders were treated to incredible conditions - no dust, perfect traction, tall green grass and crystal clear blue skies.

We couldn't think of a better test for the new CRF250X, and we wanted to learn more about the differences between these two models on the trail. This year the ride would prove to be far more technical than last, as heavy rains fell the day and night before the event. In fact, heavy rains were falling the morning of the ride as Malcolm Smith, the Grand Marshall of the event, arrived to lead the riders out.

If the rain were to stop, the ride would be difficult at best. If the rain continued and came down as forecast, the trail would be impassable to most. We (I) whimped out and decided to ride sweep with my friends Dave and Jason who have made a tradition of pushing whipped and resting riders through the course or sending them home. This would certainly prove entertaining as well as provide us with more open trail to ride, which is better for testing than being chased by hundreds of riders.

This proved to be a good decision as we were greeted with slightly drying conditions (traction) and open trail over the first part of the course which had been shortened substantially to make it survivable. At this point both the X and R were wonderful to ride, and the suspension on the X was proving to be exceptional here as well - a totally controlled and plush ride. The R worked wonderfully as well, but in a slightly harsh way.

After we covered a few miles (a mile is a long distance in this ride), we caught up to a number of backups consisting of riders waiting to climb hills. We had to make our way to the front and get people up - the only problem was that riders were upside down or crashed on the sides of the hill. We pushed some bikes, rode some, and made the resting riders get their bike started and up the hill.

Then it happened. Back came a bit of rain and the trail became instantly shinny and slick as snaught. This is when things got really interesting as some riders could no longer ride the trail if it was on even a slight slight slope. To their credit, the ground was actually too slippery to walk on - I should know. The X got through the slop as well as any of the bikes, it was actually good not to have too much instant HP on these trails. After getting most of the riders through these sections, and sending others to the pits, the rain held off a bit and things once again dried up a some.

We were so far behind we once again had open trail ahead. This made for some fun riding as we made our way through more tight twisting single track terrain. The most fun we (I) had on the X was roosting up an uphill ridge section where you could open the bike up and sail over the lips of the ridges. A good time and lots of air, and in muddy uphill conditions on a 250cc 4-stroke at that.

Then we got into some tight canyons with off-camber trails that simply weren't going to dry anytime soon. The mud was slick and thick. Thick enough to fill the engine cavities, cover the rear wheel completely and lock up the chain. (This is why our friend Larry Woodruf told everyone to run their chains loose at the start) The X made it through, the R didn't. We can't attribute this to differences in the bikes but rather the riders. What followed, however, demonstrated a huge difference between these two bikes.

The largest benefit of the X, in getting through these sections of slick off-camber hills, was electric starting. The R rider, who had to lift his bike around in the mud was whipped from trying to kickstart the slightly hard to start R. Multiply this by three tough sections and you have a completely whipped R rider. The difference between kicking and pushing a button proved to be huge - this clearly made the difference between getting through or wearing yourself out if you got stuck. On the R model, you were less likely to get through cleanly. With a taller seat (less suspension sag) and less flywheel weight, the R was more apt to stall in various difficult trail situations.

Near the end of the course things opened up substantially as the track wound its way down and around a riverbed. I, fortunately, had just switched to the CRFR which proved perfect for this last section. The course was now wet sand, running through deep whoops and flowing high berm corners - much like some motocross tracks. I was in heaven, as the R was able to use its superior hard hitting power here - not many bikes could have stayed with it. The R was great in the deep whoops (though it felt much more stiff than the X), and it flowed through and roosted out of the banked corners like few bikes can - perfect! I left our friend Jason on the KTM 525EXC behind here, but once things straightened out again there was no loosing him.

This part of the course was so much fun I was pumped and ready to ride loop two, but it was too late in the day to head out. Bummer. If we had been able ride loop two, there was certainly no question left regarding which bike we would have argued over - the one with the button, of course.

Bill Wolf


Different styles of rain gear, different styles of bikes. The guy on the trials bike goes fast!	Mud, what mud?	Here they come - a group ride in the mud.	Start here.	This new DR650 will never be the same! Nor will any of the other normal dirt bikes.
				.
Mandatory hand guards - Acerbis Rally 2 hand guards were added for survival. Available in numerous colors for $69.95.	Acerbis - We like them and they look good. Use the included end washer to space them further from the bars.	X and R ready to ride, just before top speed testing.	Life sucks without a kickstand! HJC AC-XII Helmet, MC1 color scheme.	. We need a shop boy for cleaning bikes - it took 3 hours!

We've ridden the X hard and it hasn't missed a beat. All who have ridden it love the suspension and are surprised by how well it runs, not to mention how all riders loved the electric starting. The only riders who won't love the 250X are those used to or demanding larger doses of power provided by larger bikes. We however can't wait to meet up with these riders on tight twisty trails or slick trails were too much power can be a handicap. If you must have 400 or bigger horsepower - buy a 400. If you simply want the best smaller displacement do-anything trail bike on the planet buy the Honda - we don't see how you can go wrong.

California Model
CA green sticker legal

For California Honda is making a green sticker legal model. This one-state model gets a slightly milder cam and an added air pump. The bike only weighs about one pound more.

The California model looses a little response off the bottom, so it doesn't roll-on as well just off idle. The green sticker legal model, however, runs strong in the upper mid-range and up top. It's a bit of a sacrifice, but not too bad to be able to ride year round in the Golden state.

On the Motocross Track
MN takes X & R to the track

Track Video - stock bike
We took both the R and X model CRF's to the local motocross track - just as many of you might want to do occasionally with the X. We like circulating the track with a headlight and tail light.

The results might surprise you, as our older riders didn't really care which bike they rode. Oh, sure, the R model is a far more serious and competent motocrosser with much stiffer suspension for big landings, and with a far superior hit when you twist the throttle. The faster you circulate a track, and the higher you jump, the more you need the serious and easy to ride R model.

The X model surprised us, however, in that it was quite rideable on the track. We didn't even change a click on the suspension which was admittedly soft, but the X had excellent composure everywhere on the track. In a section of deep G-out roller bumps we could just slam through without the bike doing anything scary. The R handled these bumps the same way but in much stiffer fashion and with far more power to position the bike or pre-jump obstacles.

Both of our riders noticed the X model was particularly skittish over fast hard-pack corners - even though the two bikes share the same tires.

Engine output of the two bikes is night and day different, as the shorter geared, less restricted and more aggressively camed R has loads more power and an explosive hit. The X has a smooth and manageable wide-spread power band with a good hit in the upper mid-range. It's not going to win drag races, but it more than holds its own for a small displacement off-road bike.

Power up option
Competition only settings

We've ridden the CRF250X with Honda's competition settings, and it rocks.

These modifications include the installation of the R cam, R headpipe, altered jetting, an opened up airbox and the removal of the stuffer in the stock X muffler.

To state it plainly, this bike ripped for a 250 4-stroke. The power increase, as well as the noise level, is substantial. The comp equipped bike launches out of corners, explodes against berms and is genuinely a blast to ride. For completion, these alterations certainly pump up the X considerably.

You should know, however, that in the tight riding we did in Arizona the stock bike worked a little better in very tight technical conditions with slightly better off-idle roll-on power. Above this, the modified bike hits much harder, more like the R model, and is more inline with the power characteristics you'd want for most racing applications.

To get a list of these modifications you'll need to visit your local Honda dealer and ask for a copy of the spec sheet - Honda does not sell this as a kit.

Major changes from the CRF250R Model
• A different camshaft for a wider powerband and increased torque
• Wide-ratio 5-speed gearbox for more versatility in varying terrain
• Added flywheel weight for more tractable power delivery, and it delivers
• New exhaust system with a 3" longer header pipe and spark arrestor
• Larger fuel tank for greater range (2.2 gallons including 0.4 gallon reserve)
• Electric starter (behind the cylinder), sealed battery (centered above the airbox) - with a backup kickstarter that's easy to kick
• New frame tuned specifically for off-road work, not motocross tracks
• More compliant and supple suspension components front and rear, for a plush ride over rocks, roots and whoops
• Revised linkage ratios for the Pro-Link rear suspension system
• An 18-inch rear wheel and tire for added flat resistance
• A new lightweight slim-line headlight, plus a very small and very light-weight LED taillight
• Sidestand added

Additional CRF250X Features

- Resettable, easy-to-read three-digit odometer.
- USDA-qualified muffler/spark arrester.
- Powerful new 35-watt halogen headlight features new lens type for wide range of illumination.
- Easy-access air filter with side access door. Door stays on bike. Air filter is slightly smaller.
- New T-ring-sealed chain is narrower, stronger and lighter compared to conventional chains.
Engine/Drivetrain
- Powerful four-stroke 249cc liquid-cooled four-valve Unicam® engine is designed to produce power across a wide rpm band for easy-to-control operation.
- Electric starter drives the clutch side of the crankshaft to provide superior lubrication of starter gears, and produce a narrow engine with a short, strong crankshaft.
- Lightweight, compact, internal auto decompressor system provides better cold-starting and hot-starting operation.
- Compact, lightweight engine assembly weighs 58.2 pounds.
- Unicam valve train provides the light weight of a compact single-cam design and the optimum combustion chamber shape for maximum power at all engine rpm.
- Unicam valve train features a carburized single camshaft that directly actuates two 31mm titanium intake valves. The camshaft exhaust lobe actuates two 26mm steel exhaust valves via a forked, low-friction roller rocker-arm.
- Lightweight titanium intake valves permit use of smaller valve springs, reducing overall engine height.
- Crankshaft is made of high-strength, low-carbon steel with carburized main journals for maximum durability at sustained high-rpm operation.
- ACG cover, clutch cover and cylinder head cover are made of magnesium to reduce engine weight.
- Forged 12.5:1 compression slipper piston is lighter than a conventional design, revving quickly while maintaining excellent cylinder sealing and high-rpm power.
- Double-carburized connecting rod utilizes a big-end needle bearing for maximum high-rpm performance and durability.
- Nikasil® cylinder lining is lightweight and provides cooler and quieter operation for extended engine life.
- Press-fitted aluminum spark plug pipe fits between forked exhaust rocker arms, further contributing to compact cylinder head design.
- 37mm Keihin FCR-type carburetor features four rollers on the flat slide, resulting in very light throttle effort, smooth operation, crisp throttle response and excellent rideability.
- Carburetor features a throttle position sensor (TPS) that helps maintain linear throttle response throughout the rpm range.
- Twin-sump lubrication system separates the oil supply for the crankshaft, piston and valve train from the clutch and transmission. This ensures a cool supply of oil to the clutch, eliminates clutch and transmission material contamination of the engine oil, reduces the amount of circulating oil and permits the use of a smaller oil pump.
- Vertically split crankcases feature a built-in oil pump, reducing weight compared to a conventional design.
- Exhaust system uses a lightweight stainless steel exhaust header and muffler equipped with spark arrester.
- Dual radiators feature a refined core area for improved heat dissipation compared to conventional dual-radiator design, and coolant recovery tank.
- Gear-driven balancer reduces vibration and drives the water pump. Eight clutch plates provide the surface area necessary to handle the engine's torque, while carefully matched clutch springs provide a light feel at the lever.
Chassis/Suspension
- All-new fourth-generation twin-spar aluminum frame is derived from Honda's CR® series. Forged aluminum steering head and tapered downtube section are designed to optimize frame rigidity. In addition, tall swingarm pivot plates and narrow frame spars create a narrow overall frame cross-section for rider comfort and maneuverability.
- Semi-double-cradle frame design features a single, large-diameter tapered downtube. Two rugged box-section rails attach to the base of the downtube and support the engine. A forged aluminum steering head provides a compact and durable mount for the frame spars and engine downtube.
- The aluminum frame design is matched to rider ergonomics to maximize handling and control operation.
- Swingarm features a dual-axis, double-taper design with a large cast aluminum cross-member.
- 18-inch rear wheel features HRC® works-type lightweight aluminum spoke nipples.
- Front wheel features large-diameter front axle and wide wheel-bearing span for excellent rigidity.
- Rear axle diameter of 25mm and large-diameter bearings provide optimum rigidity to withstand torturous riding conditions.
- Lightweight, 47mm inverted Showa® twin-chamber cartridge fork with aluminum dampers is derived from the CRF™250R and features settings unique to the CRF250X. The fork offers 12.4 inches of travel, 16-position rebound and 16-position compression damping adjustability. The inner surface of the front fork outer-tubes receives the same honing treatment as works bikes for low-friction operation.
- Pro-Link® single-shock rear suspension system features a fully adjustable Showa rear damper and 12.4 inches of wheel travel, separate low-speed (13 positions) and high-speed (3.5 turns) compression damping adjusters, and 17-position-adjustable rebound damping.
- Rear shock damper piston diameter is 50mm for consistent performance under demanding riding conditions.
- Compact twin-piston front brake caliper, anodized aluminum brake pistons and lightweight front brake disc minimize unsprung weight for improved turning and handling.
- HRC works-type rear brake system integrates the rear master cylinder and fluid reservoir, eliminating the need for a remote master cylinder reservoir and hose assembly.
- Large, 240mm front and rear brake discs.
- All plastic body components (radiator shroud, sidecovers, rear fender, seat base, fuel tank, front fender, and front number plate) are new design that offers slimmer, more aggressive styling and light weight.
- Frame design allows airbox sidecovers to have larger air-intake ducts, contributing to significant airflow in the mid- and upper-rpm range.
- Rider ergonomics are optimized by adapting the handlebar, seat and footpeg height to place the rider's legs at the narrowest cross-section of the frame for improved comfort and handling feel.
- Non-slip seat cover for increased rider control.
- Rear brake pedal and shift lever are made of lightweight aluminum and are designed to complement the riding position. Brake pedal features optimized ratio to match integrated rear-brake master cylinder design.
- Wide, cleated stainless steel footpegs are self-cleaning, resist corrosion, provide excellent grip and fold for extra ground clearance.
- Aluminum Renthal handlebar (971 bend) is rubber-mounted to reduce rider fatigue and improve comfort.
- CR handlebar holders provide three different mounting positions: standard CRF250X holder (CRF450R/CR125R/ CRF250R-type) provides +/- 3mm fore or aft position to match rider preference, and optional holder (CR250R-type) provides neutral position.
- Adjustable front brake lever.
- New quick-adjust clutch perch with rubber boot.
- New clutch lever to improve feel and action.
- Chain guide material offers improved wear resistance, and service life is five times greater than conventional materials.
- Front disc brake cover helps protect rotor and caliper from damage.
- Removable and extremely light-weight rear subframe allows easy maintenance.
- Washable, two-stage foam air filter for optimal engine protection and easy maintenance.
- Stainless steel clutch cable for long life.

2004 CRF250X Specifications	2004 CRF250R Specifications	2004 Yamaha WR250F Specifications
Engine Type: 249cc liquid-cooled single-cylinder four-stroke	Engine Type: 249cc liquid-cooled single-cylinder four-stroke	Engine Type: 249cc, liquid-cooled, 5-valve, DOHC, 4-stroke w/titanium valves
Bore and Stroke: 78mm x 52.2mm	Bore and Stroke: 78mm x 52.2mm	Bore and Stroke: 77 x 53.6mm
Compression Ratio: 12.5:1	Compression Ratio: 12.5:1	Compression Ratio: 12.5:1
Valve Train: Unicam; four-valve	Valve Train: Unicam; four-valve	N/A
Carburetion: Keihin 37mm flat-slide (FCR) with throttle position sensor (TPS)	Carburetion: Keihin 37mm flat-slide (FCR) with throttle position sensor (TPS)	Carburetion: 37mm Keihin FCR flat-slide w/throttle position sensor
Ignition: Solid-state CD with electronic advance and lighting coil	Ignition: Solid-state CD with electronic advance	Ignition: Digital CDI
Starting: Electric & kick	Starting: Kick	Starting: Electric & kick
Transmission: Wide-ratio 5-speed	Transmission: Close-ratio 5-speed	Transmission: Wide-ratio, 5-speed w/multi-plate wet clutch
Final Drive: #520 T-ring-sealed chain; 14T/53T	Final Drive: #520 chain; 13T/51T	Final Drive: #520 Chain
Suspension Front: 47mm inverted Showa cartridge fork with 16-position rebound and 16-position compression damping adjustability; 12.4 inches travel (forks have been changed substantially from R model)	Suspension Front: 47mm inverted Showa cartridge fork with 16-position rebound and 16-position compression damping adjustability; 12.4 inches travel	Suspension Front: 46mm Kayaba inverted telescopic fork w/adjustable compression and rebound damping; 11.8" travel
Rear: Pro-Link Showa single shock with spring preload, 17-position rebound damping adjustability, and compression damping adjustment separated into low-speed (13 positions) and high-speed (3.5 turns); 12.4 inches travel (less progressive linkage, diff. settings and springs)	Rear: Pro-Link Showa single shock with spring preload, 17-position rebound damping adjustability, and compression damping adjustment separated into low-speed (13 positions) and high-speed (3.5 turns); 12.4 inches travel	Rear: Kayaba single shock w/adjustable preload, compression and rebound damping & separate hi/lo-speed compression adjuster; 12.4" travel
Brakes Front: Single 240mm disc with twin-piston caliper	Brakes Front: Single 240mm disc with twin-piston caliper	Brakes Front: Single 250mm Floating Disc
Rear: Single 240mm disc	Rear: Single 240mm disc	Rear: Single 245mm Disc
Tire - Front: 80/100-21	Tires - Front: 80/100-21	Tires - Front: 80/100-21 Dunlop
Rear: 100/100-18	Rear: 100/90-19	Rear: 100/100-18 Dunlop
Wheelbase: 58.6 inches	Wheelbase: 58.3 inches	Wheelbase: 58.1"
Rake (Caster Angle): 27.48°	Rake (Caster Angle): 27.49°	Rake (Caster Angle): N/A
Trail: 120.3 mm (4.7 inches)	Trail: 120.1 mm (4.7 inches)	Trail: N/A
Seat Height: 37.9 inches	Seat Height: 37.9 inches	Seat Height: 39.3 inches
Ground Clearance: 14.2 inches	Ground Clearance: 14.2 inches	Ground Clearance: 15.0 inches
Dry Weight: 232.0 pounds, CA about 1 pound more	Dry Weight: 206.0 pounds (that's 26 pounds less than X)	Dry Weight: 229.0 pounds
Fuel Capacity: 2.64 gallons - not 2.2 gal! (.4 gal. reserve included)	Fuel Capacity: 2.0 gallons	Fuel Capacity: 2.6 gallons
Fuel Mileage: Approx. 32.8 mpg	N/A	N/A
Color: Red	Color: Red	Color: Team Yamaha Blue/White
Warranty: Competition model - no warranty	Warranty: Competition model - no warranty	Warranty: 30 Day (Limited Factory Warranty)
MSRP US: $5,999	MSRP US: $5,799	MSRP US: $5,799
Copyright© 2004 by Motorsports Network. All Rights Reserved. For private non-commercial use only!

*** Ratings are for this type or class of motorcycle. Ratings are not intended to compare against all motorcycles ***

For 2004, Honda once again demonstrates its four-stroke superiority by introducing two new models for serious motocross and off-road riders. The CRF250R motocross machine follows in the footsteps of the mighty CRF450R, while the CRF250X-which also features an electric starter- brings Honda's most advanced four-stroke technology to off-road riders.

Specifications (CRF250R)
Engine Type: 249.8cc liquid-cooled single-cylinder four-stroke OHC Unicam(tm)
Bore and Stroke: 78.0 x 52.2mm
Carburetion: FCR 37mm
Starting system: Kick-start
Suspension
Front: 47mm fork with 12.4 inches travel
Rear: Single-shock with 12.4 inches travel
Tires
Front: 80/100-21
Rear: 100/90-19
Wheelbase: 58.2 inches
Seat Height: 37.3 inches
Ground Clearance: 13.7 inches
Fuel Capacity: 1.95 gallons
Overall length: 85.6 inches
Specifications subject to change without notice.


CRF engine features many changes for off-road riding, including electric start, 5-speed wide ratio tranny, new cases & more.	Not enough protection for the serious rider. The aftermarket will do well selling skid plates for the CRFX. 3" longer header pipe can just be seen.	Front fork has been highly modified to allow better off-road flex and bump absorption. Disc guard is stock, hand guards are not.	No budget suspension here, high speed comp. adjustment is included. New linkage rate, spring and valving used.	Renthal aluminum bars come stock and the bar position has been changed. Odometer is the same older XR type without a quick reset feature. Bars offer the typical fit-everybody feel.	Handlebar mounted hot-start lever. We never needed it on our ride.	A new muffler type for Honda. This muffler has a lot to do with the X running so well in quiet form. Honda hopes many owners will leave their bike in stock quiet form.	Standard 18 inch rear rim is used for off-road. This provides for a taller sidewall. A taller sidewall is less prone to flats and absorbs bumps better.

Honda: 2004 CRF250 X
Quick Specs:	Ratings:	Poor	Fair	Good	V/Good		Excellent
Displacement: 249cc liquid-cooled single-cylinder four-stroke	Acceleration					8
Drive: O-ring chain / W/R 5-speed	Brakes						9
Fuel Capacity: 2.2 Gal (.4 reserve)	Carburetion					8
Fuel Mileage: 32.8+ (estimated)	Comfort (overall)						9+
Fuel Range: 70-80 miles (estimated)	Turning						9
Susp. Front: 47mm inverted Showa cartridge fork with 16-position rebound and 16-position compression damping adjustability; 12.4 inches	Finish (quality)						9+
Susp. Back: Pro-Link Showa single shock, 17-position rebound adjustability, compression - low speed (13 positions), high-speed (3.5 turns); 12.4 inches travel	Handling (overall)						9
Tire Front: Dunlop 80/100-21	Stability (handling)						9
Tire Rear: Dunlop 100/100-18	Suspension (overall)						9.5
Weight: Dry - 232 lbs. (claimed)	Fun Factor®						9
Retail (US): $5,999	Overall Rating						9


2004 Model at Arizona press launch.	2005 Model Different graphics, a new rear hub and a $200 price increase.