A closer look at the 2022 Honda CRF250R
The new 2022 Honda CRF250R is more efficient than ever. Thanks to a chassis derived from the CRF450R and thorough improvements to the cylinder head for more mid-range torque and more power at high revs. Honda also took care of the radiators, clutch, gear ball and final drive.
No racing class is more challenging and competitive than the MX2. But it is precisely these extreme conditions in which the CRF250R has been able to prove its fighting spirit and combativeness. Enthusiasts have long been fans of the ease of use and exemplary handling of the CRF250R. However, Honda gradually changed its mind so that competitive riders at the highest level can also get the best out of themselves with the CRF250R.
Background: Absolute Holeshot
In 2018, the CRF250R took a big step forward by adopting the “Absolute Holeshot” philosophy from the 2017 CRF450R. A 7th generation frame, improved geometry and suspension and a brand new double overhead camshaft engine allowed the CRF250R to prove its potential. For example, Mathys Boisramé (Assomotor Honda) won the EMX2018 title on the CRF250R in 250. Thanks to the different engine mappings and carefully thought-out ergonomics, even amateurs could get the most out of it.
In 2019, a year after the complete redesign, the CRF250R underwent several evolutions. Thanks to adjustments to the engine (improved torque in the midrange, HRC starting aid, etc.) and to the chassis (front brake caliper, adjustable Renthal steering wheel, etc.), efficiency, driving comfort and braking performance have further improved.
In 2020, the CRF250R adopts the frame and swingarm of the 2019 CRF450R and engine modifications deliver even more midrange performance. In 2022, the model will undergo another major evolution by adopting the chassis from the 2021 CRF450R and making a major leap forward in terms of performance and agility. The engine now also generates more torque in the midrange, which ideally matches the new chassis, is more robust and durable.
General design
Studies into the influence of various developments on the CRF450R were the basis for the improvements to the 2022 CRF250R. The focus was, among other things, on rider fatigue, a parameter that has a major influence on the performance of both top-level pilots and amateur motocross riders.
Thus, everything that worked well for the CRF450R could only improve on the CRF250R. Rideability and cornering performance are improved thanks to a weight saving of three kg, a new stiffness balance between frame and swingarm, sharper geometry and more ground clearance. The Showa suspension also has a new configuration that improves shock absorption, traction and control.
Many riders appreciate the powerful high-speed power of the CRF250R. To optimize the transition from the already powerful midrange, Honda carried out an extensive overhaul of the intake and exhaust ports. This leads to a net gain in the low speeds.
Honda also did a lot of work to optimize high-speed ignition timing accuracy and long-term durability. A nine-plate clutch and optimized, reinforced transmission ratios ensure that no power is lost.
The 2022 Honda CRF250R in detail
3.1 chassis
- Three kg weight loss
- HRC input on frame, swingarm, stiffness and geometry for easier driving character and better cornering performance
- Stiffer triple clamps and 5mm more suspension travel
- Optimized suspension settings front and rear
- New seat and body design for easier riding
Where the CRF450R makes progress, the CRF250R follows. Although the frame did not evolve in 2021, the 2022 CRF250R uses the same platform of the 450 model. That's the platform that allowed Tim Gajser to win two consecutive world championships.
With a weight loss of three kg, a more powerful engine, adjusted geometry and optimized suspension, the 2022 CRF250R is equipped with a package that allows you to set lap times even faster and easier.
The narrower main axle of the frame reduced weight by 700 g. The redesigned subframe saved a further 320g in weight. Chassis dynamics also changed: torsional stiffness was maintained, but lateral stiffness was reduced by 20% for improved cornering speed, traction and steering accuracy. The rigidity balance of the aluminum Pro-link swingarm was adjusted to match that of the frame.
The USD Showa ø 49mm coil spring fork is a version of the factory kit that Showa supplies to the official Japanese MXGP teams. The hydraulic adjustment valves were changed, the suspension travel was extended by 5 mm (to 310 mm) and the upper and lower triple clamps were made more flexible for sharper cornering and more maneuverability, even on uneven terrain.
The rear shock absorber has also been modified with the same aim of improving smoothness and agility in corners and over bumps. For example, the valves have been made larger and the spring is made of lighter steel, saving 120 grams in weight. The transmission ratio of the Pro-link has also been completely renewed.
The saddle is now shorter, lighter and 10mm lower at the rear for easier movement for the rider. You can now remove it more easily. The cover is secured with only four screws on each side (compared to six on previous editions), making maintenance easier. In total, the CRF250R is 70 centimeters narrower in the 2022 version (50 mm along the left side, 20 mm along the exhaust side) and the bodywork is also thinner and the fuel tank cover has been removed.
Head angle and trail are now 27,2° and 115 mm (compared to 27,4° and 116 mm) and the wheelbase has been shortened to 1477 mm (compared to 1486 mm). The ground clearance is now 333 mm, 6 mm more, and the top triple clamp is now 927 mm high. The dry weight is 104 kg, three kg less than the previous model.
The radiator tunnels, designed via Computational Flow Dynamics (CFD), consist of one fully plastic part instead of two and have an air hole at the bottom. The design ensures maximum air flow. The radiator grille also optimizes air flow. The titanium fuel tank has a capacity of 6,3 liters.
The standard, lightweight Renthal Fatbar handlebar optimizes driving comfort. The upper triple clamp has two handlebar mounting positions to move the handlebars 26mm further back or forward. When the holder is rotated 180°, the handlebar can be moved an additional 10 mm compared to the basic setup, resulting in four unique riding positions.
The twin-piston front brake caliper consists of 30mm and 27mm pistons and works on the 260mm wave brake disc. Together with a brake line with a low expansion ratio, this ensures strong feeling and consistent braking power. The single rear brake caliper works on a wave brake disc with a diameter of 240 mm.
The DID aluminum rims are anodized black. The size is 21 x 1,6 inches at the front, 19 x 2,15 inches at the rear and the tires are PIRELLI MX32 MIDSOFT, 80/100-21 at the front and 100/90-19 at the rear. The new, 100% red graphics complete the lines of the 2022 CRF250R.
3.2 Engine block
- Thorough overhaul of cylinder head and intake and exhaust ducts, leading to an increase in power and torque of 10 and 15 percent respectively.
- Optimized valve timing at high engine speeds
- Improved lubrication of the cylinder head at high engine speeds
- Nine-plate clutch for reduced clutch resistance
- Adjusted gear ratios and new shift drum for smoother shifting
- More efficient cooling radiators
The CRF249,4R's 250cc single-cylinder, twin-camshaft engine is known as one of the easiest to operate engines on the market. In 2020, the maximum power and torque in the midrange already received a significant upgrade. For 2022, engineers focused on optimizing midrange power and torque without sacrificing the achievements of the 2020 model.
The figures shown on the chassis dynamometer don't lie... The improved engine delivers its power smoothly and linearly, which is noticeable early in the rev range. The torque starts at very low speeds. Up to 10 percent more power and 15 percent more torque are available across the entire speed range. An undeniable advantage when cornering quickly.
The sum of all these major and minor improvements leads to this significant increase in performance. The end result is a more powerful engine that drives even more efficiently and makes optimal use of the agility of the chassis.
The engineers focused on combustion stability at low engine speeds and also on airflow from the intake and exhaust. An air filter housing with 78% more capacity (4,1 liters in total) feeds the reworked intake ducts. The injection angle goes from 30° to 60° and the exhaust pipes have been straightened. This optimizes the efficiency of the inlet and the temperature of the air flow. The air filter itself is now also more accessible.
The cylinder head and valve drive were also the subject of many detailed improvements. The intake camshaft drive gear is now pressed to save weight and improve timing. Double springs instead of single now operate the intake valves for better control at the highest engine speeds. The modified oil circuit to the camshaft bearings and supports reduces friction.
Optimized valve timing including a repositioned rocker arm pin and a finer design of the connecting rod and piston improve efficiency and performance at high rpm. Bore and stroke remain 79 x 50,9 mm with a cylinder travel of 4,5 mm to reduce friction. The compression ratio also does not change and remains 13,9:1. The valves are made of titanium, ø 33 mm at the inlet and ø 26 mm at the outlet.
A single manifold and single muffler replaces the dual exhaust system, delivering a weight saving of 1,7kg compared to the previous model. The manifold is also more focused, which facilitates gas discharge. Its design and dimensions improve combustion stability.
To accommodate the higher temperature generated by the performance improvements, engineers adjusted the mounting angle of the radiators. The number of slats was also adjusted using fluid analysis. As a result, heat loss increases by 6% and the heat exchange surface increases by 2%. The airflow is 5% more efficient.
Sustainability is central to other changes to the 2022 model. The water pump drive gear is thicker to better withstand the forces caused by engine oil temperature. The oil pressure itself in the cylinder head was adjusted. A new oil jet with 5 manifolds keeps the piston temperature optimal and contributes to stable ignition timing. The common gear for the oil pump and primary drive is on the left side of the engine, while the filter and oil inlet are on the right side. the oil path around the engine is therefore shorter and more direct, especially because the oil also lubricates the clutch and transmission. The total oil volume is 1,35 liters.
Special attention was paid to the transmission. To improve durability, engagement and feel in gear, the clutch has an extra plate (9 instead of 8), which better distributes the load. Furthermore, the lubrication improves, optimizes the friction-sensitive material and strengthens the central part of the flywheel. All this improves performance, reduces leverage by 4% and increases durability by 21%.
To maximize driving quality at all speeds, the five-speed gearbox has been strengthened without adding extra weight. The gears themselves have been changed with a longer 1e, slightly shorter 2e, longer 3e and shorter 4e in 5. e acceleration.
The new gearbox uses only one shift fork instead of two to switch from 2e to the 3e gear shifting with two guide grooves instead of three on the drum, which is also 17% lighter. This leads to a better feeling when shifting between these two critical gears. Finally, a gear position sensor provides a choice of three specific ignition mappings for 1e in 2. e, 3e in 4. e in 5. e acceleration.
3.3 Electronics
- Engine Mode Select Button (EMSB) with three mappings to adjust engine character
- HRC starting aid system with three options
HRC Launch Control gives every rider the best opportunity for a strong start. You can select three modes:
– Level 3 – 8.250 rpm, muddy driving conditions/beginner
– Level 2 – 8.500 rpm, dry driving conditions/standard
– Level 1 – 9.500 rpm, dry driving conditions/advanced
The HRC Launch Control is easy to activate: pull in the clutch and press the start button on the right side. An LED will flash once for Level 1. Press the start button again for 1 seconds and the LED will flash 0,5 times for Level 2. Repeat that process and the LED will flash 2 times to indicate that Level 3 is active.
The Engine Mode Select Button (EMSB) changes the engine character. With a choice of three mappings, the character adapts to circumstances or rider preference:
Mode 1 – Standard.
Mode 2 – Smooth.
Mode 3 – Aggressive.
The same LED indicates which mode is active.
The controls and indicator lights (ignition, injection warning light, EMSB mapping and LED indicators) are all located on the left side of the handlebar.
CRF250R 2022 (Type ED) – technical specifications
MOTOR |
|
engine type |
Liquid-cooled single cylinder with double overhead camshaft, four valves |
Content |
249,4 cc |
Bore x Stroke |
79 x 50,9 mm |
Compression ratio |
13,9:1 |
Oil capacity |
1,35 liter |
GASOLINE SYSTEM |
|
Injection |
PGM-FI petrol injection |
Tank capacity |
6,3 liter |
ELECTRONICS |
|
Ignition |
Digital CDI |
Starter |
self-starter |
DRIVE |
|
Link |
Wet multi-plate clutch |
Transmission |
5 gears |
Drive |
Chain |
FRAME |
|
Type |
Aluminum twin tube |
FRAME |
|
Dimensions (L x W x H) |
2.177 x 827 x 1.265 mm |
Wheelbase |
1.477 mm |
Head tube angle |
27,2⁰ |
Follow-up |
115 mm |
saddle height |
961 mm |
Ground clearance |
333 mm |
Curb weight |
104 kg |
SUSPENSION |
|
Type for |
Showa 49mm USD fork, 310mm travel |
Rear type |
Showa monoshock with Honda Pro link |
WHEELS |
|
Ordered before |
80/100-21 Pirelli MX32 Midsoft |
Behind |
10/90-19 Pirelli MX32 Midsoft |
Front rims |
21 x 1.60, Aluminum spoke rims |
Rear rims |
19 x 2,15 Aluminum spoke rims |
BRAKES |
|
Type for |
Single disc brake, 260 mm diameter, two-piston caliper |
Rear type |
Single disc brake, 240 mm diameter, single piston caliper |
Text & photos: Honda
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