Since its inception in 2004, the 2022 Honda CRF250R Dirt Motorcycle has been the gold standard among quarter-liter four-stroke racing motocross bikes. Each successive generation of Honda bikes has brought groundbreaking improvements that have set the standard very high for the industry. Following the new system’s release, Chase Sexton won the 2019 and 2020 AMA Supercross 250SX East titles, Jace Owen and Kyle Peters won the 2019-21 AMA Arenacross titles, and Jett and Hunter Lawrence won the 2021 AMA Pro Motocross 250MX overall titles.
The 2022 Honda CRF250R is an entirely new vehicle, setting a new benchmark for faster acceleration out of corners, longer racing endurance, and lower weight for more agility.
Horsepower is horsepower, I guess. Anyone who has run a race knows how much more difficult it is. It’s just as essential, if not more so, to know where your bike gets its power from and how much energy it has. In this respect, our 2022 Honda CRF250R is an absolute game-changer. Due to extensive engine upgrades, this bike now boasts much more mid-range power and torque. A solid midrange makes it easier to ride quickly through crucial track sections like whoops, navigating jumps, or accelerating out of deep mud and berms. To handle the increased torque, a new nine-plate clutch was fitted. The CRF250R’s improved single-pipe exhaust, which comes last on the list, significantly contributes to the bike’s lighter overall frame. The pipe’s unique profile also simplifies the design of the vehicle’s exterior, letting you zip about easily. When I get on the horse, I will be ready to win. It’s already a great bike, but joining our Red Rider Rewards bonus program makes it much sweeter.
2022 Honda CRF250R Dirt Motorcycle – Features and Specs
Engine / Drivetrain
The performance and reliability of the CRF250R’s 249cc liquid-cooled, single-cylinder, double-overhead camshaft, and four-valve engine have been improved. The torque at low RPM has been much improved by adjusting the air intake, adjusting the valve timing, and completely redesigning the exhaust port to be more perpendicular to the engine. These adjustments result in a 20 percent increase in power at 6,500 rpm while keeping the vehicle’s impressive top-end performance.
By altering its shape, the air box now has a 78% larger capacity, particularly on the air filter’s clean side. There is a 44 mm hole in the throttle plate, and the fuel injector’s lean angle has been increased from 30 degrees to 60 degrees so that the spray may reach the butterfly’s tail. Together, these enhancements help temper the intake charge, which improves air-intake efficiency and performance at low rpm. The threaded structure of the air filter has been replaced with a spring-loaded clasp, making regular maintenance of the air box a breeze.
Variations on the four-valve cylinder head have been implemented. The titanium intake valves are 33 mm and the exhaust valves are 26 mm. However, the intake valves now include two springs to provide precise motion even at greater rpm (one within the other). Since pressing in the intake camshaft sprocket, valve timing accuracy and overall mass have improved.
Timing accuracy and reduced friction at high rpm are both benefits of the camshaft holder’s more rigid structure. To improve valve action at higher rpm, the rocker-arm shaft has been moved. The oil-supply journal for the camshaft was also redesigned to enhance flow by 80%, contributing to the engine’s increased durability at higher rpm. A change has also increased the oil volume to the cylinder head to the ratio of the drive gear of the oil pump.
The bore and stroke remain the same, 79.0 mm and 50.9 mm, until 2021. It has a compression ratio of 13.9. To make the most of the many improvements to the cylinder heads, the piston and connecting rod geometries have been modified to improve durability at high rpm. The gear that drives the water pump has also been thicker to withstand increased pressure.
Now, the exhaust system only has one straight exhaust port, which improves torque and low-rpm performance. The internal baffles of this single muffler are designed with torque distribution in mind and help to keep the overall weight of the system down. To improve rider mobility, the left header and muffler were eliminated, reducing the bike’s overall cross-sectional length. The single exhaust header is angled 74mm closer to the engine.
The engine control unit (ECU) has updated software that ensures the best possible air/fuel mixture and ignition timing over the whole rev range. Consistent hole shots may be achieved with the help of HRC-influenced launch control.
To reliably send all of the power to the rear wheel, a redesign of the clutch assembly was required. The clutch pack now consists of nine discs instead of eight, allowing for an increase in friction material and a reduction in wear on each disc. The clutch basket has been reinforced to boost durability, lubrication has been enhanced to reduce wear, and an additional friction spring has been added to reduce spring stress. Clutch longevity has improved by 21% thanks to a lower primary ratio (3.047 vs. 3.473) and better lubrication. The clutch engagement feels smoother and the lever pull is reduced by 4%.
Its five-speed gearbox has been modified to minimize friction and improve feel while changing between second and third gear, a joint movement on a 250 motocross bike. With the reduction in lead grooves from three to two and the use of only a single shift fork, the shift drum has shed 17 percent of its weight (as opposed to two as previously). The rigidity of the countershaft has also been improved.
This improvement makes it easier for the rider to understand when to change gears. The gear ratios have been tweaked to make the most of the improved engine power in the low and medium rpm ranges, earning first and third gears proper at a wider variety of speeds.
Chassis / Suspension
Honda’s engineers had difficulty improving the CRF250R’s handling from the previous generation since the bike’s frame was well-known for offering reliable tracking, precise turning, excellent straight-line stability, and overall readability. The goals were to ensure that these features would not be compromised by the engine’s increased power and to reduce the overall weight of the machine to maximize its maneuverability.
The new 58.1-inch dimensions are as follows: wheelbase shortened by 10 mm, rake loosened by.02 degrees, trail unaltered at 115 mm, seat height unaltered at 37.8 inches, ground clearance raised by 3 mm (now 13.1 inches).
Frame / Subframe
The CRF450R significantly inspired the aluminum frame’s 1.5-pound weight reduction for 2022. Recent changes include narrower cross-sectioned, more rounded main spars and a redesigned rib configuration on the backs of the pivot plates. The longitudinal rigidity is maintained for straight-line stability but the lateral rigidity is dropped by 20% to enhance handling feel when cornering.
Due to its simple construction, the need for separate seat support could be eliminated from the subframe, saving.7 pounds.
Showa’s coil-spring fork can be adjusted to a leading-axle diameter of 49 mm and a stroke of 12.2 inches. The rigidity has been rebalanced with new reinforcing ribs and a revised upper and lower triple clamp, allowing for greater flex and improved handling and feel during turns. The bike has improved performance in traction and impact absorption, sharp handling traits and an agile approach to corners.
To accommodate the new frame, the design of the Showa shock absorber used in the Pro-Link® rear suspension system was altered, and the adjusters were moved from the left to the right side of the vehicle. The distance back is 12.3 inches. As a result of using a very lightweight steel shock spring, the shock is. Twenty-four pounds less than the equivalent component from the previous year. The swing arm’s reduced size and increased clearance in ruts result from the frame’s newfound balance in stiffness, improving the rear traction and handling.
The black D.I.D rims (21 inches in the front, 19 inches in the back) are durable and aesthetically pleasing. Brake rotors, designed like petals, are responsible for dispersing heat, and they measure 260 millimeters up front and 240 millimeters in the back.
Standard on the 2022 CRF250R is Pirelli Scorpion MX32 tires, which are great for both soft and intermediate terrain and offer the ideal amount of sidewall flex for a 250 motocrosser.
2022 Honda CRF250R Dirt Motorcycle – Price
The new 2022 Honda CRF250R Dirt Motorcycle is available for 8,099 only.
2022 Honda CRF250R Dirt Motorcycle – Technical Specifications
|Type||249.43cc liquid-cooled, single-cylinder, 4-stroke; 9-degree inclined from vertical|
|Valve Train||4-valve, DOHC, 33mm intake, titanium; 26mm exhaust, titanium|
|Bore x Stroke||79mm x 50.9mm|
|Induction||Programmed fuel-injection system (PGM-FI); 44mm of throttle bore|
|Starter||Push-button electric starter|
|Transmission||Constant-mesh Five-speed return; manual|
|Clutch||Multiplate wet; 9 plates, 5 springs|
|Final Drive||#520 chain; 13T/50T|
|Front Suspension||49mm of fully adjustable leading-axle reversed telescopic Showa coil-spring fork; 12.2 inches stroke|
|Rear Suspension||Pro-Link system; fully adjustable Showa single shock; 12.3 inches travel|
|Front||2-piston caliper (30 mm, 27 mm) hydraulic; single 260 mm disc|
|Rear||1-piston caliper hydraulic; single 240 mm disc|
|Front||Pirelli Scorpion MX32 80/100-21 w/ tube|
|Rear||Pirelli Scorpion MX32 100/90-19 w/ tube|
|Rake (Caster Angle)||27.3º|
|Trail||115 mm (4.5 in.)|
|Ground Clearance||13.1 in.|
|Seat Height||37.8 in.|
|Fuel Capacity||1.7 gal.|
|Curb Weight||229 lbs.|
Honda has again changed a market segment with their groundbreaking 250cc four-stroke motocross racing bikes. The 2022 CRF250R boasts the best chassis for handling and the most usable engine power. All riders may benefit from the machine’s quick acceleration and tight handling, and Honda is known for producing durable, reliable products.