FULL TEST: 2026 HONDA CRF250R

[MotoFactory]

Honda made major changes to the CRF250R last year, and Jo Shimoda picked up right where the Lawrence brothers left off—winning championships. For 2026, Honda wasn’t taking any chances, so they left almost everything exactly the same, adopting the philosophy, “If it ain’t broke, don’t fix it.” The retail price tag did get a slight increase, but the CRF250R still remains one of the least expensive machines in the 250 class.

The styling reminds us of the iconic 1980s Hondas, and we like it.

THE GOODS
Honda has been very vocal that the entire race ream has been extremely involved in the testing and development of their competition bike platforms. Former factory racer Trey Canard has been a huge part of the development process for the changes made to last year’s CRF250R model. Most of the focus revolved around the handling and, more specifically, increasing overall stability at higher speeds to improve rider confidence.

Honda changed a shocking 70 percent of the individual frame pieces, redesigning them with increased rigidity in most areas while moving the mounting location of the subframe towards the rear of the bike in hopes of isolating outside forces. The subframe also features an increase in lateral rigidity. Honda didn’t stop there; they changed rigidity specifications on the steering stem, triple clamps, outer fork tubes and front axle, all to match the other chassis updates.

Test rider Jared Hicks at the controls of the 2026 Honda CRF250R.

With so many changes to the chassis, Honda reworked the Showa suspension components as well. Up front, the fork received a new spring rate and internal valving. Out back, the old, multi-piece, shock-linkage design was replaced with a new one-piece structure with a new rising-rate ratio designed to decrease pitching and improve bottoming resistance. The shock was also updated with a new spring, reservoir, shock shaft and oil seal.

Since Honda introduced the DOHC-designed 250cc engine back in 2019, it has gone back and forth a couple of times from being a top-end screamer that lacks bottom end to a bottom-to-midrange sweet spot that lacks revs on top. In hopes of finding an increase in the performance department, Honda made big changes to the intake and airbox configurations by increasing the overall flow. The side panels feature large vent holes, and the air filter got a redesign as well.

A handlebar-mounted switch allows the rider to change mapping on the fly, use traction control and turn the bike off.

Internally, the engine components received no major changes, but like the intake, the exhaust system now features a straighter, smoother design throughout to maximize airflow. A left-hand-side handlebar-mounted switch allows on-the-fly access to three different pre-programmed maps, traction control and a kill switch. Unfortunately, Honda still does not offer smartphone connectivity like some of the other manufacturers.

Honda was so proud of their styling redesign last year that they kept everything the same for 2026, with the bodywork featuring flatter surfaces for larger rider contact points to prevent snagging of boots or clothing. Now in its second year, the ’80s throwback style is starting to grow on us.

The DOHC engine makes good, usable power down low and in the midrange, making it easy to ride for a wide variety of riders. Expert-level riders might want more up top.

OUR TAKE
The 2026 CRF250R engine characteristics makes it easy to ride down low and in the midrange, but it does trail behind other bikes like the KTM and Kawasaki in performance on the top end. However, Jo Shimoda has proven with his platform wins that it isn’t all about top-end power. The handlebar-mounted switch gives three mapping options: standard, mild and aggressive. Most of our test riders prefer the aggressive map for its increased midrange performance.

At 223 pounds without fuel, the CRF250R is one of the lightest bikes in the 250 class—the Triumph TF250-X is 1 pound lighter.

Handling-wise, the new-generation CRF250R platform excels at turning. We found during testing that adjusting the fork height down in the clamps to 3mm makes the tubes almost flush, while running the sag between 103mm–108mm noticeably improved handling and stability.

The CRF250R remains one of the lighter bikes in the 250 class at 223 pounds without fuel. This is in part due to the Pirelli Scorpion MX32 tires and the use of the smaller 100/90/19 rear tire size, while other manufacturers utilize a slightly larger 110/90/19-size Dunlop or Bridgestone. However, we do believe a larger rear-tire size would benefit the Honda. The rigidity changes made to the frame, subframe, linkage and Showa suspension components have removed much of the previous harshness complaints associated with the previous generation’s chassis while also improving stability at higher speeds.

Overall, the 2026 Honda CRF250R is enjoyable and easy to ride, with its only real limitation being that it’s slightly down in peak power compared to some bikes in its class. But, this is an issue mainly for expert-level riders. For most others, its torque and light weight make it a top choice that suits the majority of riders.

 

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