2022 Honda CRF250F Owner Review

Pros

simple air-cooled motor, good power throughout the rev range, strong bottom end power to easily tractor up hills; fuel injection; easy to service, low maintenance compared to high performance dirt bikes; easy to ride; front and rear disc brakes; good in slower sections; reliable so far

Cons

a bit heavier and more expensive (MSRP) than some of the direct competition; no suspension adjustments other than rear preload; fork feels harsh when new, but it softens up; thin paint on frame; front skid plate mounting tabs not aligned on my bike

Introduction

I purchased my 2022 CRF250F new in 2022. I’ve owned a few dual sports (DR350S, KLX250S, DR650SE, CRF300L, DR200SE (wife's)), a number of street bikes, as well as a few dirt bikes, most several years ago (MR175, XR200, XR200R, my kid's KLX140L …).

The bike was covered in a film of packing grease or wax when I picked it up. That would have been applied by Honda to prevent corrosion during transport and storage. That's fine with me. The dealer was going to power wash the bike, but I asked them not to (can cause problems if not done carefully or if too high of pressure used). I'd rather clean it myself (it took some time). Some of the welds on the frame are a bit messy. The two front skid plate mounting tabs are not quite aligned with each other.

The paint on the frame is quite thin (as is the case on our KLX140L) and will wear through within a ride or two where it makes contact with your boots if you don't have some kind of frame protection. As a preventative measure, I applied white electrical tape to the sides and front of the frame before I rode the bike. It may not look pretty, but it will add some protection. You might say "so what, it's a dirt bike", but the added protection will help prevent rust. Also, I just like to keep my bikes in good condition. The paint, or maybe it was powder coating, on my old Honda XR200R was far superior than the paint on this bike. Honda really cheapened-out here.

Riding Impression

I've had fun riding the CRF250F. The motor makes a decent amount of power (even without full throttle), the brakes are fine, the tires are good, gear changes are smooth and easy, handling on the trail is fine. The fueling is a bit abrupt at low speed / low gears when transitioning on and off the throttle; I've found that to be the case with a lot of fuel-injected bikes. I've gotten used to the fueling, and it doesn't bother me anymore for the most part. The bike usually starts easily (I had a bit of trouble one day, but it was likely the gas). I found the front suspension harsh over some surfaces in the beginning, like when riding over rockier sections of trails, but the forks have softened-up over time. The rear shock isn't great (as expected), and the rear tire doesn't hook-up well over stutter bumps (washboard) because of it. For the riding I do, the suspension is good enough. I've ridden the bike over varied terrain: rocky sections (including hills), tree roots, loose rocks/gravel, mud, axle-deep puddles, a bit of single track, through whoops and ditches and smooth, flowing sections. I don't do jumps except small ones in the trail; I've never bottomed the suspension; I'm about 73 kg (160 lbs) in gear.

I haven't put a lot of hours on the bike, for a few reasons. One is that I split my time riding different bikes. Another is that I had a few, non-motorcycling related injuries early in 2022 (after I had placed a deposit on the bike), so I wasn't been able to ride the bike as much as I would have liked or planned in 2022. Sometimes I just don't have the time or the weather is bad or the air is heavy with smoke from forest fires. You know how it goes.

I don't ride really aggressively, but I don't just putt along either. I trail ride with my kid and sometimes with my wife. My kid has gotten to be decent rider, so we were riding a bit more aggressively this past season (2024) and on some more difficult terrain.

I like the bike much more than I did at first. On my first ride, I was thinking that maybe I had made a mistake buying the bike. I don't feel that way now, and I'm mostly satisfied with the bike and have fun riding it. My kid likes it to, and asks to ride it when we're out on the trails which means that I have to ride the KLX140L sometimes (it's fun too, but it's a little cramped for me) or our DR200SE if my wife joins us. When my kid is on the CRF250F, I have a hard time keeping up while riding the KLX140L. For reference, my kid started riding in 2020, is about 165 cm and 56 kg now (without gear).

Fuel range is okay. After three hours of trail riding (actual running time), the fuel indicator light still doesn't come on. I haven't measured the amount of gas that I've used on any of my rides, but afterwards when filling up the tank again, it never seems to take much gas (likely less than 4 litres).

Maintenance

Service Info

According to the owner's manual, the initial maintenance is due at 150 km or 1 month of riding. It was pretty straight forward. The valve clearances needed to be checked (all in spec) and the oil and filter needed to be changed; there are some other items that need to be checked as part of the initial service such as the torquing the chassis bolts (upper fork clamp bolts and front rim lock needed tightening), checking the air filter (good) and chain slack (good), etc.

I purchased the Honda service manual for the bike (it wasn't shipped until 4 weeks after I ordered it from Helm (US) even though it was supposedly in stock; shipment time was about a week, and I got charged an additional $30 plus sales tax by FedEx).

Valve Clearances (per Honda Service Manual)
Intake: 0.10 (+/- 0.03) mm
Exhaust: 0.15 (+/- 0.03) mm

Measured valve clearances after approximately 10 hours of run time
Intake, right side: 0.10 mm
Intake, left side: 0.11 mm
Exhaust, right side: 0.13 mm
Exhaust, left side: 0.14 mm
All good, no adjustment was required!

Measured valve clearances after approximately 52 hours of run time
Intake, right side: 0.12 mm
Intake, left side: 0.13 mm
Exhaust, right side: 0.17 mm
Exhaust, left side: 0.17 mm
All good, no adjustment was required!

I was unfortunate enough to puncture the rear tire with a nail after only a few rides. I didn't even notice until I got home and saw the nail in the tire; it didn't completely deflate until I pulled the nail out. I could have patched the tube, but I decided to just replace it with a standard Michelin Offroad tube (heavier than the stock Pirelli tube) for more confidence. I must say, I struggled levering this tire over the rim, more so than any other tire (I've fixed about 4 flats, and replaced 8 tires in the last 5 years). The tire did feel quite stiff; usually I let the tires warm up in the sun, but it was cooler and overcast that day. I was using a Motion Pro Bead Buddy and kneeling on the tire to keep the bead in the centre of the rim. I had loosened the nut off of the rim lock almost completely and pushed it in. I think the problem was just that the tire was so cold and stiff and that the bead of the tire on the underside wasn't in the rim centre. I'll have to pay more attention next time and maybe put a spacer between the tire and the rim on the underside to better keep the bead in the centre of the rim.

I've been running my tires at 14 to 15 psi (15 psi is recommended in the owner's manual), so the chance of getting pinch flats is small. I generally don't need the increased traction offered by running lower pressures. There are a lot of rocks (all relative) on some stretches of the trails I ride, almost no sand, and sometimes a lot of mud and puddles. Most of these trails are more open two-track although there are some tighter, rougher and moderately challenging sections (intermediate). I don't ride much single track and nothing extreme.

I haven't had any problems with the bike. I have heard that some owners have had a problem with the fuel tank cap where a piece inside (the ratcheting / clicking component) breaks preventing the cap from being removed from the tank without prying it off. There are at least a couple of after-market caps available.

Accessories

I installed a Motion Pro oil filter magnet (23.8 mm) before I even rode the bike. There was a fair amount of steel filings (like grey paste) stuck to the magnet and the outside metal of the oil filter it was stuck on at the first change, but that was expected.

The bike comes with a small plastic skid plate, but it provides only minimal protection. I purchased a model-specific Emperor Racing aluminum skid plate from a local Honda dealer, but it didn't fit properly: the bend didn't conform to the frame tubes resulting in a large gap between the front top edge of the skid plate and the frame; the supplied top mounting bolts were too short to engage the threads of the top frame skid plate mounting tabs. The top portion of the skid plate was not parallel to the frame tab faces, and the supplied spacers for the top mounting points were also about half of the required thickness. The rear mounting holes were off a bit too. If it was just the holes being a bit off, that wouldn't have been a big deal; I could have just enlarged the holes a bit. I tried mounting the skid plate a few times, varying the process each time (but not modifying the skid plate).

I contacted Emperor Racing, and they had me make some measurements of the skid plate and of the bike. I also sent them some photos. I was told that no one else had reported fitment issues with their CRF250F skid plate (except one person had to enlarge the top front mounting holes a bit). Emperor Racing offered to custom-fit the skid plate if I could bring my bike to them, but that wasn't practical for me. The dealer that I bought the skid plate from wouldn't take it back even though Emperor Racing offered to refund them for the cost. The skid plate looked well made, but it did not fit my bike most likely due to a manufacturing variation in the skid plate. Although the upper skid plate mounting tabs welded to the bike frame appeared to be a bit off, I seriously doubt that the main frame of the bike itself was the problem. The skid plate has multiple bends in the front portion; I think some of those bends were a bit off (lower one(s) bent too much, and higher one(s) not quite enough). In the end, Emperor Racing offered to fully refund me for the skid plate, and I accepted.

I purchased an Anker plastic skid plate from HyperLite Moto in the US. It cost about $130 CAD with shipping (USPS) in 2022; it cost quite a bit less than the aluminum skid plates that I priced out. It took about 2 weeks to arrive (I didn't have to pay Canadian sales tax or brokerage fees). The skid plate is advertised as being 5 mm thick, but it's a bit less (4 mm on the sides, about 4.5 mm on the bottom). The OEM skid plate is 3 mm thick. The Anker skid plate should offer adequate protection for the riding I do. It's supposed to install with the stock bolts, but I had to purchase longer bolts and spacers for the top front mounting locations. I used 5 mm flat plumbing washers for the spacers. For the left side upper mounting tab, I also had to add a 1 mm thick regular washer. All the holes lined up, and the curve of the skid plate matched that of the frame unlike the Emperor Racing skid plate (on both counts). The skid plate needs to be removed to change the oil and filter. Access to the oil dipstick is limited; you either have to bend out the side of the skid plate (it returns to normal position) or remove it.

Comparing the CRF250F to other bikes

Other bikes in this class include the Honda CRF230F (discontinued), Yamaha TTR230, Kawasaki KLX230R/RS and maybe the Kawasaki KLX300R (at the upper end). I've looked at, and have sat on, all of these motorcycles, but I have not ridden any of them. I have owned a Honda XR200R, the predecessor of the CRF230F. I'll point out some of the features and specifications.

The 2022 CRF250F has a 249 cc, fuel-injected, air-cooled, electric-start, four-valve motor with a 5-speed transmission. The other bikes listed here have a 6-speed transmission and also electric start (only). The seat height is 883 mm (34.8 in) and the curb mass is 120 kg (265 lbs) with a 6.0 L fuel capacity. The suspension is non-adjustable except for rear spring preload. It has front and rear disc brakes. There is a keyed ignition and a low-fuel indicator light. The bike has "cam type" chain adjusters. To adjust valve clearances, shims have to be swapped, but this can be done without removing the camshafts. Another thing to note is there is no O2 sensor in the exhaust. The 2025 CRF250F lists for $6607 CAD, including $608 for fees, + taxes and comes with a 6-month warranty.

The CRF230F and the TTR230 are very similar to each other. 2019 was the last year for the CRF230F, so you would be looking for a used one. The TTR230 is still available new as a 2025 model. The CRF230F only has an oil screen (no oil filter), but the TTR230 has an oil strainer and oil filter. You would likely need to change the oil more frequently on the Honda. Both of these bikes are lighter than the CRF250F. I've sat on a new TTR230, and it felt smaller than the CRF250F. The CRF230F and the TTR230 both use carburetors, have a front disc brake, rear drum brake, are air-cooled and have non-adjustable suspension except for rear spring-preload. Both should be extremely reliable and simple to maintain. Both are about the most basic dirt bike you can buy.

The TTR230 has a seat height of 870 mm (34.3 in), and has a curb mass of 114 kg (251 lbs) with a fuel capacity of 8 L. . The bike has screw-type valve adjusters and cam-type chain adjusters. The frame on the TTR230 is different than the others in that it's not a full cradle type; the portion of the frame under the engine is actually an engine guard that is bolted on. Is the frame as strong as the others? I'm not sure. For 2025 the TTR230 lists for $5699 + fees + taxes, the same as the 2024 model year. One local BC dealer wants $990 in fees; another wants $1588. I think this bike is over-priced, especially with the outrageously high fees a lot of dealers are charging. Yamaha only includes a 90-day warranty, which is pretty poor. Unless you can find a deal somewhere or Yamaha offers a good rebate, I would not recommend buying a new one; I don't think the value is there compared to the competition, but I'm not saying that it's not a good bike.

The 2024 KLX230R/RS has fuel injection, front and rear disc brakes, air-cooling and non-adjustable suspension except for rear spring pre-load. The KLX has a two-valve head, whereas the CRF250F has a four-valve head. The KLX230R reportedly is down about 2 HP compared to the CRF250F. The KLX230R seat height is 925 mm (36.4 in), which is quite high for this class, curb mass is 115 kg (254 lbs) with a fuel capacity of 6.6 L. The KLX230RS has a lower seat height at 900 mm (35.4 in), which is still taller than the CRF250F and TTR230. The KLX uses threaded chain adjusters rather than cam-type adjusters. The KLX also use screw-type valve clearance adjusters, instead of shims. The bikes have an O2 sensor in the exhaust and a temperature sensor in the cylinder head. Also, the KLX has variable idle speed controller that supposedly is to help prevent stalling the motorcycle. Both versions list for $5499 CAD for 2024 + fees + taxes, and come with a 6-month warranty.

In my research on the KLX230R, I found some issues reported by some owners. The comments on the variable idle speed system have mostly been negative, but there is an after-market fix for it that doesn't cost much. Some owners have also reported that the exhaust header gets so hot that it glows red (bike running quite lean?) even while riding (not just idling at a stop). One owner of a KLX230 reported that the clutch failed very prematurely (excessive wear on a single clutch plate); after replacing the clutch plate(s) and installing stiffer, after-market clutch springs, the clutch has held up. There have also been some reports of electrical issues (some of which seem to be triggered by a bike drop).

The 2025 KLX230R and KLX230RS get a major update over the 2024 bikes including a new seat and lower seat height (now 905 and 875 mm), changes to the frame, an increase in weight (now 119 kg / 262 lbs), a new engine balancer, revised styling, a keyed ignition and gas cap, greater fuel capacity (now 7.6 L), plus some other changes. Both 2025 versions list for $5599 CAD + fees + taxes.

The KLX300R is really in a class of its own here. It has better, fully adjustable suspension, liquid cooling, fuel injection, more power than the other bikes listed here, has front and rear disc brakes, and is heavier at 128 kg (282 lbs) with a 7.9 L fuel capacity. The pre-2023 bike is quite tall with a seat height of 925 mm (36.4 in); the seat height was reduced to 900 mm (35.4 in) for the 2023 model. The MSRP for the 2025 model is $6899 CAD + fees + taxes and comes with a 6-month warranty. I seriously considered the KLX300R over the CRF250F mainly because of the better suspension, but I decided against it at the time (in 2022), mainly because of the tall seat height.

There have been rebates in Canada on some of the above-mentioned bikes (2025).

Last Words

Would I recommend the CRF250F to others? If you're wanting a recreational trail bike that's easy and fun to ride, low maintenance and likely very reliable, then yes, I would highly recommend it. I think the CRF250F is better value than a TTR230. Compared to the KLX230R/RS, the CRF250F doesn't have that variable idle speed "feature" and doesn't run so hot (lean) that the header glows red (as reported by some owners for some model years, anyway). If you're after the bike with the lowest seat height and weight, or the simplest, then the TTR230 may be the one for you. On the other hand, the KLX230R/RS reportedly offers good performance and has the lowest list price. If you're after a bike with better overall performance (suspension, power), and the taller seat height isn't a problem, then maybe the KLX300R is the best option. The choice may just come down to what kind of deal you can get on one of these bikes.

We are buying a new dirt bike for our kid who has physically outgrown our KLX140L. The choice for us came down to either another CRF250F or else a 2025 KLX230RS. We decided to buy a KLX, partly to add variety, but also because the Kawasaki dealer quoted us a considerably better price than our regional Honda dealers were willing to sell us a 2025 CRF250F for. We could have gotten a 2024 CRF250F for a bit less than a 2025 model, but it was still more than the 2025 KLX. I let my kid make the final decision, and my kid liked the KLX more. We came close to buying a second CRF250F, though. We've put a deposit down on the KLX. I'll provide a review of the KLX at a later date.

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