Honda CRF250R 2017 — Specifications

Forty horsepower on a 105 kg scale — that's the program the 2017 Honda CRF250R puts forward. On paper, nothing revolutionary compared to a Yamaha YZ250F or a KTM 250 SX-F. Yet this generation marks a turning point for Honda in the MX2 war, with deep development work carried out directly by HRC using data gathered in MXGP. And you can feel it.

The 249 cc four-stroke single-cylinder, with its four-valve Unicam architecture, was thoroughly revised at the cylinder head, piston, and connecting rod level. The compression ratio climbs to 13.8:1, the exhaust valves switch to titanium, and the camshaft allows higher lift. The concrete result: 40 hp at 11,500 rpm and 27.1 Nm at 9,000 rpm, a noticeable gain over the previous model year. The Honda CRF250R is no two-stroke — it's the very antithesis: power delivery is exemplarily progressive, with no flat spots or surges. The rider can stay in the same gear through technical sections without fear of getting caught out by a dip in torque. Against the sometimes brutal snappiness of a two-stroke KTM 250 SX flirting with 85 mph at top speed, the CRF plays the usability card with roughly 75 mph at the top end. The EMSB button lets you switch between three engine maps without killing the ignition: standard mode, mud mode for greasy terrain, and sand mode for added throttle response. A real asset for amateur riders who don't have a data engineer trackside.

On the chassis side, the aluminum twin-spar frame is in its sixth generation. The 1,488 mm wheelbase and 323 mm ground clearance place the machine squarely within class standards. The seat height peaks at 950 mm, which may intimidate smaller riders but remains consistent for pure motocross use. The 48 mm Showa inverted fork offers 16 rebound and 16 compression damping positions, while the Pro-Link rear shock separates low-speed compression (13 positions) from high-speed compression (3.5 turns). Honda reduced internal friction by roughly 25% on this fork, which translates into better sensitivity during jump take-offs and landings. The aluminum swingarm, raised at the center, provides a welcome increase in rigidity on corner exits.

Braking remains conventional with a single front disc and a twin-piston caliper, complemented by a rear disc with a single-piston caliper. Nothing spectacular, but sufficient for the intended use. The Dunlop MX52 tires in 80/100-21 and 100/90-19 get the job done without particular distinction. The 6.28-liter tank demands frequent refueling during long sessions — a recurring weak point on this type of machine. The redesigned footpegs, shaped to shed mud more effectively, reflect Honda's pragmatism on the details that matter in real-world conditions.

At €8,299, the 2017 Honda CRF250R sits in the upper-middle range of the segment. The improvements brought since 2016 make it a solid and predictable machine, built for the club rider or regional competitor who values consistency over raw peak power. Against more recent models like the 2023 or 2024 CRF250R, which have since adopted dual overhead cams, the 2017 model year remains a sound choice on the used market for anyone seeking a reliable and well-bred platform. The difference from the CRF250F, the street-legal trail version, is stark: here, everything is designed for the track and nothing else.