2022 Honda CRF250F Owner Review

I purchased my 2022 CRF250F new in 2022. I've owned a few other dirt bikes (MR175, XR200, XR200R, my kid's KLX140L …), in the past, a few dual-purpose bikes (CRF300L, DR650SE, KLX250S, DR350S, my wife's DR200SE) and several street bikes.

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; fun to ride

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 some; thin paint on frame; front skid plate mounting tabs not aligned on my bike, oil dipstick requires a tool to loosen (unlike the CRF300F one)

Riding Impression

I've had fun riding the CRF250F. The motor makes a decent amount of power (even without full throttle), and I never feel like I need more or even wish for more. The brakes are fine (no complaints), the tires are good, gear changes are smooth and easy. I don't think I've hit neutral unintentionally. The handling on the trail has been fine, but I don't ride real aggressively, but I don't just putt along either. 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. The on/off throttle transitions are much better now than when the bike was new; it doesn't bother me anymore. The bike usually starts easily (I had a bit of trouble one day, but it could have been the gas).

I found the front suspension harsh over some surfaces in the beginning, like when riding over rockier sections of trails or over washboard, but the forks have softened-up some over time. I would say the ride is still a little bit jittery on some surfaces like washboard, but the stiff-walled tires and higher tire pressures may be contributing to that. The rear shock isn't great (as expected), and the rear tire doesn't hook-up well over stutter bumps 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 bigger jumps, just smaller ones in the trail. I've never bottomed the suspension. All of our riding is on forested Crown land (no desert riding). I weigh about 73 kg (160 lbs) in riding gear.

Fuel range is okay. After 3.5 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, I don't think that I've ever had to put in more than 4 litres to fill the 6 L tank.

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 we 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. Lower tire pressures will improve traction in some conditions and give a plusher ride. Don't drop your pressures too low, though.

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 because of the abrupt throttle response (on/off transitions) and suspension being harsher than I expected (my old Honda XR200R was plush in comparison). The fueling has improved and the suspension is less harsh now, so I no longer feel like is might have been a mistake buying it. I'm mostly satisfied with the bike and have a lot of 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 57 kg (125 lbs) now, without gear.

I haven't put a lot of hours on my CRF250F, 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 able to ride the bike as much as I would have liked or planned that year. 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. In 2025, we spent more time riding street and dual-purpose bikes.

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 factory service manual for the bike. The manual wasn't shipped until 4 weeks after I ordered it from Helm (in the 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 (I bought two other manuals at the same time).

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. The tire is quite stiff, so, if possible, try to warm up the tire before levering it over the rim, and make sure to keep the bead of the tire in the center of the rim.

Issues

I haven't had any problems with the bike except for a few chain links that are sticking a bit. I do regular chain maintenance on all of our bikes, and I haven't had this problem before. I suspect that this is a manufacturing defect. I read of another person who had this problem with his CRF250F.

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, but I was still able to mount a skid plate without significant trouble.

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.

Another problem that I have heard of, but I haven't experienced myself, has to do 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 fuel 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 bend in the frame tubes resulting in a large gap between the front top edge of the skid plate and the frame. The top portion of the skid plate was not parallel to the frame tab faces, so the mounting bolts would not align. The supplied top mounting bolts were also too short and the spacers were too thin. 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). 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). 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 (in 2022) with shipping (USPS); 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. 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 thick 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. The Anker skid plate has provided adequate protection so far.

Comparing the CRF250F to other bikes

Other bikes in this class include the Kawasaki KLX230R/RS, Yamaha TTR230, Honda CRF230F (discontinued) and 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. The CRF300F replaces the CRF250F for 2026. 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 (including a 1.3 L reserve). The suspension is non-adjustable except for rear spring preload. Suspension travel in the front is 216 mm (8.5 in) and 230 mm (9.1 in) in the rear. Ground clearance is 286 mm (11.3 in). 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 2026 CRF300F has a 293 cc, fuel-injected, air and oil-cooled, electric-start, four-valve motor with a 6-speed transmission. Compared to the CRF250F, the CRF300F also has new plastics, a new dipstick that you can remove without a tool, a new plastic skid plate that offers better coverage (but is still light-duty), new clutch plate material that is more heat resistant, and a bottom triple clamp and rear-suspension link that are now constructed from aluminum instead of steel. It all sounds good except for the increased weight. The CRF300F has the same forks and shock as the CRF250F except that the fork settings (valving? spring rates?) have been changed. We sat on a new CRF300F in the showroom of one dealership and on a new 2026 KLX230RS at another dealership, one right after the other, and thought that the suspension, particularly the forks, were noticeably softer on the KLX230RS. The 2026 CRF300F lists for $6757 CAD, including $608 for fees, + taxes and comes with a 6-month warranty.

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 (four for the CRF250F). 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 (snail) adjusters. The KLX also use screw-type valve clearance adjusters, instead of shims like in the CRF250F. The bikes have an O2 sensor in the exhaust . The forks are a smaller diameter than the ones on the CRF250F. 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 too much. Some owners have also reported that the exhaust header gets so hot that it glows red (bike running quite lean?) even while moving (not just idling at a stop). 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 received a major update over the 2024 bikes including lower seat heights (now 905 and 875 mm), a new seat, changes to the frame, a new engine balancer, an increase in weight (now 119 kg / 262 lbs), revised styling, a keyed ignition and gas cap, new steel fuel tank with a capacity of 7.6 L, plus some other changes. The bike does not come with a skid plate. The suspension remains non-adjustable except for rear preload. The footpegs brackets are welded directly to the frame unlike the CRF250F. The fuel pump does not have an OEM replaceable filter (no separate part number), unlike the CRF250F. Overall, I think that the fit and finish of the CRF250F is a little better than the 2025 KLX230R, though the KLX230R has an inner rear fender liner that protects the rear subframe unlike the Honda where the subframe is exposed to mud and rocks being kicked up from the rear tire. It looks like the 2025 KLX230R and KLX230 dual sport share a lot of components; there are some un-utilized brackets on the KLX230R. There are more emissions related components on the KLK230R/RS than on the CRF250F. The CRF250F produces more power than the KLX230R/RS. The 2025 KLX230R and KLX230R S both list for $5599 CAD + fees + taxes with colour choices of green or grey. For 2026, the bikes are available in green and in white, and the MSRP has increased by $200 CAD and the destination charge has increased by $115 CAD.

The KLX300R is really in a class of its own here. It has better, fully adjustable suspension, liquid cooling, fuel injection, makes more power than the other bikes listed here (not sure about the CRF300F) 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. 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 and greater weight. I also like the simplicity of an air-cooled motor in a trail bike. The MSRP for the 2025 model is $6899 CAD + fees + taxes and comes with a 6-month warranty. The KLX300R returns for the 2026 model year with an MSRP of $7099 CAD and a new white colour option replacing the grey one; green remains a colour option.

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 2026 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. 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 2026 TTR230 has a 223 cc, electric-start, two-valve motor with a 6-speed transmission. The TTR230 is the lightest new bike here with a curb mass of 114 kg (251 lbs). 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 2026 the TTR230 lists for $6499 CAD, including $800 for fees, + taxes, essentially the same as the 2025 and 2024 model years which listed for $5699 + fees + taxes. 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. I've sat on a new TTR230, and it felt smaller than the CRF250F.

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", makes more power and has a bit better fit and finish, and is a little "beefier" (some frame elements, footpegs, forks). 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 (in 2025). 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 better option for you. The choice may just come down to what kind of deal you can get on one of these bikes or what appeals to you most. The new CRF300F makes more power than the CRF250F and has a 6-speed transmission, but it is a little heavier than the smaller displacement bikes. We're happy with our CRF250F and intend to keep it for some time.

All Photos

Prev     Next Back To Top

Service Info