After the release of the Honda CRF450RX, it was only a matter of time before Big Red transitioned that idea into the lites class bike. 2019 sees that come to fruition with another new RED model gracing the showroom floors - the 2019 Honda CRF250RX.

New Renthal Fat bars - this specific bar bend is only available as an OEM Honda part number

Honda, much like Yamaha used to be before they entered the cross-competition market, were very core to their ideals. MX and Enduro was the focus in off-road competition, and even that was lacking big time. Yes, the CRF-R range from Honda was and is class leading, but their CRF-X effort had not changed since 2004 - bar some BNG’s and black rims...until the 450RX.

New for 2019, the Honda CRF250RX slides right in between the CRF250R and the nearly obsolete CRF250X. This cross-competition model range is only getting bigger and bigger across the board, and we really have the likes of KTM to thank for that. So, thanks guys.

The 250RX is built directly off the 250R and shares the same engine and chassis, with the only changes seeing the addition of an 18-inch rear wheel, bigger fuel tank, special suspension settings, O-Ring chain and a side stand. Yeah, the essentials for a good time in the bush, but with no heavier flywheel in the specs sheet, would this engine do its due diligence? We will get to that later.

CLICK HERE for a full specs and features list of the 2019 Honda CRF250RX.

Twin pipes do look cool. But you have twice the opportunity to smash one up in the bush

The Dirt

Whether you’re a Honda fan or not, the bikes look good. The twin pipes are a cool feature, albeit probably half selling point, half design/performance element. The black rims work with the red tones and the change to Renthal Fat bars with red bar pad finished off the visual package well. On the RX however, you get a sense of a little bulky-ness in the form of the larger fuel tank. The 8.5 litre tank, up from 6.5 litres on the R model is all situated high up above the seat and head-stock, while also running down the shrouds a little. It is noticeably wider through the guts visually, much like the Yamaha off-road range is. But also, much like that Yamaha off-road range, it seems to be meaningless on the track, as that wide preconception is left in the pits as soon as you enter the first trail.

Straight away, you notice how nimble the 250RX is. The weight of the bike is really balanced and manhandling it through the trees, around tricky sections and tight twisty terrain is effortless. It corners very well and just goes where you want it to without an fuss. This is no doubt aided by the new Renthal Fat bars that offer more flex than the old ⅞ bars ever did in our opinion. Plus its looks much cooler so it's a yes from me.

It also feels like it’s a little more planted than its MX bro, the CRF250R. Being nearly 4-kgs heavier probably helps that feeling too. It's not twitchy in the front end and you have confidence to really ring its neck over rough terrain. The brakes are great and have come a long way in the space of five years. You have more stopping power than you need, which is also super-progressive to help precise braking.

New fork protectors and powerful brakes are some of the CRF250RX’s strengths

The suspension is tuned for the bush and actually does a really good job at tackling off-road terrain well. I’m running about 100kgs battle ready and the hold-up of the forks is quite surprising. Usually with 250cc machines the forks sit low, but praise the lord for the second coming of spring forks as I love these dang things. Showa have worked with Honda and done a great job of putting together a package that is plush enough to skip across roots, holes and rocks, while also being able to tackle the bigger hits, while never really feeling like I had run out of travel.

We had a play with the suspension settings and this is the best we could come up with after a single day of testing.

Track - Mixture of hard-pack clay and grass, rocks, tree roots, holes and ruts.

Rider - 100 kg Expert

Fork

Height - 2 mm from top
Compression - 4 clicks harder
Rebound - 2 click slower

Shock

Sag: 100-103 mm
High Speed Compression - Stock
Compression: - 4 clicks harder
Rebound - 1 click slower

Explained - the spring rate was not spot on so we wound the spring down more to achieve less rider sag, but that left the rear end feeling a little high. So we slid the forks down through the clamps to compensate. The bike is so easy to maneuver that the change in fork height didn't seem to affect the bikes ability to turn. This is what Chris found worked for him and could be a good starting point for those riders of the same stature. Smaller riders we would suggest a rider sag of around 105-108mm and 5mm on the fork height. However, ideally you would want the correct spring rate for your weight and speed.

NOTE: Results will vary and experimenting with these easy to adjust aspects on your bike can change the whole dynamic and feel of your ride. Always remember what the stock setting is so you can revert back to that should you get too far out of wack. These can be found in your owner's manual.

The new DOHC engine from Honda. The first time they have steered away from their Unicam design

On the engine front, the star of the show here is the mid-to-top end range where this bike really lets go. It feels really playful and snappy at the throttle, lurching forward at the twist of the wrist as if it's begging to be let loose. Hanging onto that gear a second or two longer will reward you plenty, before you shift up and get on with moving forward. The more aggressive you are with the CRF250RX the better it puts out, which isn’t exactly ideal for off-road use.

It is clear it comes straight from the Motocross model and the three map options only solidifies that even more so. The engine feels slightly different in each mode but not drastically where you are mind blown. Off-road is more about the ride than getting there the quickest and the 250RX is not a bike you can be lazy on. It lacks a little low-end torque, compared to its main Japanese rival, the Yamaha YZ250FX. It lacks the low-end response that a truly great bush bike needs. This is where a heavy flywheel weight would/could be really beneficial to the engine and its designed application. With so much top-end, it could afford to have some of that channeled into the bottom end, which could transform this RX from a good off-road bike to a really great one.

Maneuverability was never an issue with the 250RX. It was easy to ride, nimble and went exactly where you told it to go. The larger tank looked obtrusive on the stand but did not translate to the track.

We would love to have the 250RX on a more long term basis and put on a heavier flywheel and really see what this new DOHC engine from Honda has to give down low. Getting the bike to market was probably Honda’s first priority, and with it now a staple of the model line up, we hope to see further development in the low down torque of the engine, because the potential is there and it could only be a flywheel mod away.

Class Competition

Yamaha YZ250FX

With more bottom end pull, the Yamaha has it over the Honda in the engine department for practical off-road use. Yes the Honda revs higher but bush riders use torque, not raw power. The Honda slightly handles better and feels more nimble and lighter on the trail. A very good trait if you are riding all day

KTM 250 XC-F

We think the honda handles a smidge better, while the low-down torque of the Yamaha is a hair more usable. A real best of both worlds machine, the KTM feels light on the track and has good bottom end pull, while maintaining good over rev if you wanted it. A really good all rounder package.

NOTE: The 2019 250 XC-F does not seem to be coming to NZ, according to the KTM New Zealand Website. The KTM 250 EXC-F would be the closest option by the looks of it.

Man - how good would a three-way shootout be?

If you have any more questions about this machine, please feel free to get in contact with me at chris@thedirt.co.nz and stick ‘2019 Honda CRF250RX’ in the subject line.

Makes sure you keep an ear out for the 2019 Honda CRF250RX Podcast review that will be up on thedirt.co.nz Podcasts soon. CLICK HERE to check out where you can get your podcasts from on either Apple or Android. Or simply search thedirt.co.nz on your favourite podcasting app.