Theoretically…Yes. Factually…No. The all-new Honda CRF250F has all the hallmarks of the XR’s of old, but in a sleek, updated, fuel injected package. This could be the new 230 killer, which was totally unexpected.

2019 Field Days is where Honda officially revealed the all-new CRF250F, the new flagship of their trail line up and a bike that brings back memories of the good old XR range of trail bikes that were the predecessors to the CRF range. And apart from the styling, frame and 250cc air cooled EFI engine, you can see resemblances to the XR.

1998 Honda XR250 - one of the last years it was produced and certainly the last model produced.

But lets be real. There is no way that Honda based their new 250F off the XR, so throw that out the window. What they have done, which is quite a bit more obvious, is that the extremely underrated CRF230 and spec it the hell up into something that we think will be more appealing to a wider group of riders.

The 230 (whether you like to admit it or not) is one of the best bikes that has ever been produced, It’s ability to be a farm hack, trail boss and learner machine makes the 230 so versatile. It is a real surprise that only Honda and Yamaha have made this bike a staple in their line up. It will go anywhere, requires basically zero maintenance and is reliable as all hell.

So why would Honda make an updated version?

1 - because people like shiny new stuff. 2 - because it’s not cool to ride a 230. And 3 - it’s not ‘fast’ enough.

I guarantee you that Cody Cooper can ride a CRF230 round a track faster than you can on your 450. But we will probably never see that.

But OK - it is a little long in the tooth and for its size it weighs as much as a 250cc Enduro bike. But the low seat height, smooth power and reliability makes its the perfect learner and intermediate bike, so long as you are confident enough to be seen on one.

Here is where the new CRF250 comes in. It is basically a 230 on steroids. Don’t let the imagfes fool you. The 250 is actually slightly bigger than the 230 with a whole host of upgrades that should allow yourself to be seen on the new 250. Lets get into those now.

ENGINE

The 230 runs a very solid 223cc single overhead cam, 2-valve, air-cooled engine, with a compression ration of 9.0:! - and it just wont quit. Show me a blown up 230 engine and I’ll show you a pot of gold at the end of a rainbow. If it has lubrication it will go forever and that is a great trait to have.

The 250 runs a 250cc single overhead can, 4-valve, air-cooled engine, with a compression ration or 9.6:1, equip with EFI delivering the fueling through the 34mm throttle body. Now we haven’t ridden the 250 yet but being a higher compression and higher cc rating, while also keeping air cooled, you will expect it to have a lot more punch over the 230, while also keeping that super-smooth power delivery. If you think the 230 is slow, then this will light your fire a little more. A 4-valve head is supposed to provide a host of improvements over a 2-valve head, including higher rev capability, more efficient combustion, greater peak horsepower and reduced fuel consumption.

The 250 loses one gear, dropping down to a 5-speed, where the 230 is a 6-speed. I like the 6-speed as it gives you a nice top gear to cruise in. Only a ride will see if the 5-speed is up to the job. But usually 5-speed engines are more geared towards performance over cruising.

CHASSIS

One thing that does hold the 230 back from performing at speed is the suspension. Honda have paid attention to this area to upgrade both the front and rear units on the new 250 with a larger front fork (41mm) and an adjustable rear shock. The 230 has 37mm forks and a non adjustable rear shock, so already you are going to have a better performing ride and be able to tweak it to your liking. This is probably even more important that the engine change and will be interesting to see how it rides on the trail.

The brakes on both the 230 and 250 are disc on the front, with the 250 having a disc on the rear, to the 230s drum. The rear disc will give a markedly better braking experience and be much easier to adjust and set where you want it. Plus the discs on the 230 are wavy too - cool! Interestingly, the front brake lever is also adjustable to accommodate different size hands too.

The frame on the new 250 is bilateral, meaning that it runs up both sides of the tank, just like the CRF-R range - only steel is still used instead of aluminium. This is different over the 230 and should provide a well balanced bike that handles well out on the trail. Again only going for a ride will comfort that.

Other notable upgrades on the CRF250F compared to the CRF230 are the extra-wide, folding, self-cleaning footpegs and brake pedal to help with acurate controls, and of course the bigger brother ‘race-bike’ styling that all the trail line are receiving for 2020.

Here are some quick comparisons.

The seat height on the 230 is 872mm while the 250 is taller at 883mm. 11mm higher could be detrimental to the shorter rider, while conversely, the higher ride will give this bike more of a change in the hands of larger riders.

The wheelbase on the 250 is longer by 48mm, meaning the 250 should have been given better high-speed handling abilities

Although, ground clearance is reduced on the 250 by about 20mm, which for trail use is never a good thing. Interesting that the 250 is taller, but closer to the ground..?

The weight of both bikes is claimed at 114kg. This basically means you get more engine, EFI and extra add-ons without making the bike any heavier. But, you also loose out on a headlight, which I know won’t make farmers happy.

If we had to guess, the CRF250F will eventually take the place of the CRF230 and the bikes that so many have grown to love and despise, all at the same time, will be no more. The 250F looks like it will tick a lot of the boxes that the 230 didn’t. Because lets face it - you don’t need more power…you need more talent. And cutting your teeth on this bike will give you just that. We want one.