2020 Honda CRF250R Start Up/Baseline Settings/Tips

I have been testing the 2020 Honda CRF250R at more than a few different tracks trying to get this baseline setting article out to you all. I have finally found a few settings that I think most of you could appreciate as well as benefit from. With Honda being one of only two manufacturers to change their 250’s significantly for 2020, I wanted to make sure all you new 2020 CRF250R owners or future buyers had a great starting point. Here are some settings that will help you enjoy your ride more and tinker with less: 

Suspension: 

In stock form the Showa suspension on the 2020 Honda CRF250R has decent comfort on de-cel bumps, but lacks a little hold up for riders ranging from 160-190 pounds. If you’re over 190 pounds going up a spring rate on each end is your ticket to a better handling CRF250R. After riding with this setting below at three different tracks, more than one time around, I figured out that this baseline suspension setting gave the 2020 Honda CRF250R the most “track toughness”. If you happen to feel like the fork is harsher (through the mid stroke) with this setting, simply open up the rebound (faster) back to stock setting. This will help free up the fork slightly under front end load (off-gas). The shock needs just a little more hold up under acceleration so simply going stiffer/slower on low speed compression/rebound gives the rider more comfort and added traction out of corners. I tried experimenting with high speed compression, but the Honda is finicky with high speed. Going stiffer on high speed compression (shock) put too much weight on the front end (fork) creating a harsher feeling front fork.

Fork: 

Height: 3mm (Stock is 5mm)

Compression: 7-8 clicks out (Stock is 9 clicks out)

Rebound: 10 clicks out (Stock is 11 clicks out) 

Shock:

Sag: 100-101mm

High Speed Compression: 2-5/6

Low Speed Compression: 10 clicks out (11 clicks out is stock)

Rebound: 5 clicks out (6 clicks out is stock)

Chassis:

As of right now I prefer the stock engine mounts torqued to the OEM/manual settings. Some bikes react better to aftermarket engine mounts than others and as of right now I feel the best settings (for comfort) come from the stock engine mounts. You can however torque the swingarm pivot bolt to 52 ft.lbs. for increased flex under throttle, while leaning. If you feel like the rear end is planted and doesn't deflect under load on chop please leave it at the OEM/manual torque spec. If you feel like the Honda is standing up through mid corner simply go back up to 5mm on fork height with the above suspension specs to help mid corner lean.

Gearing: 

I went back and forth between the stock 13/48 gearing and 13/49, but ultimately decided on sticking with stock. Why? I felt the 13/49 gearing made second gear less usable and didn't help me get into third gear any quicker. The 13/49 robs too much top end away from second and third gears on medium to faster flowy tracks. If you’re riding a tight track and suffer from bad corner technique going to a 13/49 could benefit you more. Decide which tracks you ride the most and what type of rider you are in order to decide which way to go with your gearing. 

Steering Head Nut:

Do yourself a favor and tighten up the steering head nut a little on the 2020 Honda CRF250R. The steering comes too loose from the factory and can cause some knifing in corners and can give you slight head shake on de-cel. Simply tightening the steering head nut a little makes the Honda’s front end feel more planted (less loose feeling) when performing corners/initial lean/turning the handlebars. This is a simple modification, but really helps the Honda’s ride attitude around the track. Sometimes it’s the simple/easy things in life that make a difference. Dirt bikes are no different.

ECU Map Switch:

I like map three the best for most tracks around these parts and for more torque out of corners. Even though Honda improved their torque for 2020, it still lacks some pulling power out of corners, compared to the Yamaha. Running the 2020 CRF250R in map three will benefit you the most in this situation. This is my preferred map, but map one is also very usable and can pull pull you farther in second/third gear. 

Clutch:  

Going to a Rekluse Torque Drive Clutch Pack will give you better clutch lever feel as well as clutch life. The engagement of the lever ratio doesn't change, but it lets you put more of that horsepower to the rear wheel, without slipping, when hard on the throttle in soft dirt. This is simply a clutch pack and not the complete system. You use the stock OEM inner, outer, basket clutch pieces with this kit.

Cooling:

I am not going to sit here and say that Honda fixed ALL of their cooling issues with the radiator change they made for 2020. The Honda CRF250R still runs hot and will puke some radiator coolant out of the overflow when riding in the higher RPM’s during a long moto (20-30 minutes). Just keep an eye on your coolant level if you’re riding in hot an or deep sandy conditions. I had to add a little coolant to the radiator on longer, hotter days here in Southern California. Don’t be lazy and you’ll be fine. I am looking into trying a couple things to help this situation in the future so check back here for more updates on this.

Inexpensive Way To Get Less Rigidity:

Renthal Fatbars come stock on all CRF’s and while we like the strength/bend of the new bar, I still feel like they are stiff on slap down landings/square edge. Going to a Pro Taper EVO handlebar will take away some rigidity as well as give you less vibration to your hands. The 4mm wall thickness of the Pro Taper EVO bar is something I have tested back to back against the Renthal Fatbar. Even if you painted both bars black and sent me on a blind test, I would come back within a lap and tell you which bar was which. It’s that noticeable. If you like the stock bar bend try the Pro Taper EVO SX Race bend as that is the closest bend to the stock 839 Honda Fatbar. 

Renthal 839 Fatbar    (L) 802 (H) 91 (R) 51 (S) 51 (mm)

Pro Taper SX Race    (L) 800 (H) 87 (R) 54 (S) 54 (mm)

If you have any questions about your Honda or anything in this article please feel free to email me and hopefully I can help you out. kris@keeferinctesting.com

2020 Honda CRF250R First Impression

Honda won the 250 East Coast Supercross Championship with Chase Sexton aboard the CRF250, but to us normal everyday riders that really doesn't translate into a CRF250R that the average blue collar consumer can go purchase. The GEICO Honda is such a different machine than the one sitting on the showroom floor that it would be foolish to base your purchasing decision on that title alone. What we do know is that the 2019 Honda CR250R was a good bike that liked to be ridden at the upper ranges of higher rpms because it lacked torque down low. For 2020 Honda wanted to address those issues and went to work on refining not only the engine, but the chassis, and suspension as well. We spent a full day out at Fox Raceway in Pala, California with the Honda crew and came away with some first impressions that we feel you should take into consideration before purchasing a red machine. If you want to see exactly what Honda changed for 2020 please click this link :https://www.keeferinctesting.com/latest-news-1/2019/5/7/4xwgxuriezuyxlgyxyb2rgo6h1iaz0 or simply go to https://powersports.honda.com.

Engine Feel: The 2020 CRF250R’s engine delivery is a much healthier version of the 2019 engine character. You’re able to feel the increased low end power right away once stepping off of the 2019 version. The 2019 version takes a lot of clutch work and massaging to get it into the meat of the power. The 2020 has more torque feeling out of corners and can be shifted into third gear sooner than the 2019. Now I will not sit here and tell you that it’s now a torque monster and can smoke a YZ250F on bottom end, but Honda did a good job at getting some extra low end power delivery. At 0-15% throttle opening there is more RPM response over the 2019 and the 2020 Honda now feels less hollow at lower RPM. If you're wondering what the hell “hollow" means, it’s basically another way of saying it felt slow (AKA hollow, empty). Mid range on the 2020 also has more pulling power to it especially in third gear, but top end pulling power feels as good as the 2019 version, which we do not mind because it was good. There is more bottom-mid range recovery time with the 2020 and that just makes for an easier to ride CRF250R. Even Phoenix Honda’s Jace Owen commented on how much better the low end felt compared to his 2019 stock machine back home. And yes, we were away from the Honda tent so it wasn’t near the Honda execs. It was a legit comment! 

Suspension: Much like the 2020 CRF450R the CRF250R’s suspension holds up higher in the stroke for 2020 and gives the rider decent comfort on the small chop, but don't expect it to be better than the SSS KYB suspension that comes on the Yamaha YZ250F. All three riders that tested this bike (155, 165, 175 pounds) went stiffer on the fork to help the Honda from diving under heavy braking. Even with the fork changes Showa made for 2020, we still wanted some more hold up. Our older vet racer that tested the CRF250R thought the fork had enough comfort and hold up, but when pushing the bike hard by faster riders the fork needed some added performance at the end of the stroke. Once going a little stiffer (compression) the front end felt calmer and allowed for a more aggressive riding style. The shock/rear of bike has a ton of comfort/traction coming out of rough/choppy corners, but on heavy g-outs or steep jump faces the end of the stroke is empty (soft) feeling. Going stiffer on high speed compression an eighth of a turn will help hold up and prevent you from bottoming too hard on sharp jump faces and landings. We ended up going with a 102mm of sag as that pleased all three riders and left them with the best balance, on and off throttle. Note: This sag reading is different than in years past so make sure you start at 102mm to help balance of bike. If you feel like the rear is too high, try dropping the fork down in the clamp 2mm (from 5mm to 3mm) as this will help the CRF250R from stink bugging on de-cel.   

Chassis: Now that the 2020 CRF250R shares the same frame as the CRF450R you think it would feel slightly rigid like the 450R does, but that is simply not the case. The 2020 CRF250R frame and chassis has good bump absorption on square edge and feels more compliant than the 450R. Straight line stability is improved from last year’s model and the CRF250R feels more connected to the ground while on throttle. The CRF250R’s cornering character remains as good as the 2019 on initial lean, but mid corner we noticed that the 2020 chassis was harder to keep leaned into the rut. It almost felt like it had a heavier feel in this area of the corner. The 2019 didn't want to stand up as much as the 2020, so cornering the 2020 takes a little more effort. I would gladly take a slower turning Honda for increased stability and that is exactly what we got for 2020 it seems. Don’t freak out and think the Honda can’t corner now, just know that it just takes a little more effort mid corner, but it’s still one of the better cornering machines. Yes, better than the YZ250F still. 

Engine Maps: Each engine map has a distinct feel on the track and can be very useful in different types or for different types riders. Here is what I felt from each map:

Map One: Pulling power is good out of corners and has a broad mid-top end feel. Good for most tracks unless you're riding deep sand.  

Map Two: Smoother roll on power with less bottom to mid rpm response. Good for younger riders or tracks that are hard pack and loose. 

Map Three: Hardest hitting bottom-mid range with less pulling power on top/over-rev. Good for aggressive riders who want more out of corners or who like to shift early. 

Transmission: The 2020 Honda CRF250R’s second gear spacing is improved and that lets the rider pull that gear longer in order to use third gear more efficiently. Last year I would sometimes bypass third gear and go straight to fourth as third didn't have enough spacing from second, so it felt super short. Fourth gear felt like third gear on last year’s bike, but Honda managed to get it much better for 2020. For 2020 third gear is much more usable and makes the Honda easier to ride.

Cooling: Even with the enlarged left side radiator for 2020 the Honda can still run hot at times. While moving and riding the CRF250R doesn't get as hot, but if you find yourself idling off the side of the track while waiting for a homie, do yourself a favor and turn off the engine. Check your coolant level after every day of riding to ensure you do not get it too far down past the coils. 

Footpegs: Honda has newly shaped footpegs that are 20% lighter, but to me that didn't shed mud more easily like they claimed they would. If you own a Honda then you know how big a pain in the butt mud can be with the footpegs. They DO NOT self clean well. This hasn't changed for 2020. Buy yourself a pair of Acerbis rubber footpeg covers. Thank me later. 

Clutch Springs: Stiffer clutch springs are used in the 2020 CRF250R’s clutch and this is a great thing. The 2019 clutch felt like it was slipping all the time under throttle, but the 2020 clutch has more grab and bite, especially when under the throttle hard out of corners. This doesn't mean that the clutch is more durable in the long run (we will have to test that theory in the coming weeks), but at least the new clutch springs help get the power to the rear wheel better in 2020. 

Is The 2020 Honda CRF250R Better Than The 2019 Version: A resounding YES! Unlike the 450R where I would tell you to save a couple grand and purchase a 2019, the 2020 CRF250R is much better than last year’s model. If you’re a Honda guy and are coming off of a 2019 CRF250R then you will be very please with what Honda did on the new bike. More power, better chassis feel, and suspension that has more hold up as well as comfort is reason enough for me to spend the extra cake on the new model. 

Brakes: The front brake is powerful! Honda seems to be back with great brakes along with a good feeling at the lever/pedal. The rear brake pedal is a little low stock so make sure to try and raise it up some when you pick yours up. If you feel like the front brake is too touchy, you can bring the lever closer into the grip which will help you modulate it better coming into corners. 

Steering Head: If you happen to feel a little twitchiness in the front end at times, I noticed that the front steering head feels loose. Simply tighten the steering up a little so that the handlebars DO NOT flop down to the stops. A good rule a thumb is that you should have to tap the bars twice for them to drop down to the stops.  

We will be riding the CRF250R more in the coming weeks so stay tuned for more information and a base suspension setting that will work for a wide range of riders. Any questions please email me at kris@keeferinctesting.com.

2019 Honda CRF250R First Impression

It’s finally here to talk about! Hallelujah! The 2019 Honda CRF250R! So what did Honda change to the 2019 Honda CRF250R? New cam profile based on feedback from the Team HRC factory MX2 race team, new intake and exhaust-port geometry, new 44mm throttle body from last year’s 46mm version, all-new piston oil jet uses five nozzle holes instead of four, for improved piston-cooling efficiency and reduced knocking, right-side exhaust pipe shortened 50mm for excellent high-rpm power, all-new AC generator reduces weight and friction, Renthal Fatbar instead of 7/8 handlebar, new engine guard allows increased airflow that is said to improve engine-cooling performance, redesigned fork protectors offer improved coverage, black rims bro, new, lighter front-brake caliper now uses pistons of different diameters (30mm and 27mm) for strong braking performance, updated front brake hose has reduced expansion for more precise braking, and finally newly shaped footpegs are 20% lighter and flush mud more easily. 

The 2018 Honda CRF250R needed more torque to be able to hang with the Yamaha YZ250F. For 2019 Honda did improve on bottom end delivery, but it’s still not up to Yamaha YZ250F standards. The 2019 CRF250R can pull out of a soft corner slightly better than the 2018, but where you will really feel the difference between last year’s machine is through the mid-range. Mid range pulling power and RPM response is much improved as the Honda now feels more playful when accelerating over square edge and popping over braking bumps. Low end response doesn't have that exciting feel like the Yamaha, but to me the low end feeling (coming out of corners) feels on par with the KX250 now. The Honda CR250R needed more “meat” in second gear and it did get some, but the recovery time, from a mistake by the rider, is still not quite as good as the blue bike. If you're looking for a 250 four-stroke that likes to be revved and pulls far then the 2019 Honda CRF250R is your ticket. Top end pulls strong and over-rev is close to the KTM 250 SX-F, which means you will be rewarded by waiting just a second or two longer when making your shifts. The harder you ride this Honda the more it will reward you. This is not a lazy rider’s machine! If you were to ride both the 2018/2019 bikes back to back you will be able to feel the overall increased engine performance within the first couple laps. Trust me, I have done this several times. 

The updated valving that Honda came up with for 2019 really helps the chassis feel out tremendously. The fork has better hold up on de-cel and can be ridden harder with a heavier rider on board. The comfort that the CRF250R fork has is almost as good as the KYB SSS fork that is on the YZ250F. In fact, to me, the Honda fork has slightly more comfort initially when slapping the front end down off of a big single or flat landing. The shock is also a step in a better direction with increased rear wheel traction, as the shock squats just the right amount when the throttle is twisted open. The balance of the Honda should be praised as it always feels flat when coming in hot to a corner and the stink bug feel that Honda is sometimes known for is not apparent on this model. 

I have ridden almost all of the 2019 250’s and I must say that Honda has the best feeling chassis out of the bunch (I have yet to ride the 2019 Suzuki). The rigid feel that the CRF450R comes with is not apparent on the 250R. It feels planted at speed and can corner extremely well. The Honda is not the lightest on paper, but feels extremely light when riding. The beauty of this chassis is that you can rear end steer this 2019 Honda and also front steer without a problem. I complain about being trapped in a box with the 450R chassis as it’s super finicky to each change I make. The 250R has a wider window for the rider and doesn't seem to feel different when going from track to track. What you may be wondering is why the chassis feels better in 2019 when there wasn't anything changed to the frame. I am glad you asked! With the newfound bottom-mid range pulling power and the suspension changes that Showa made to the 2019 makes this a more fun/playful chassis to ride (compared to the 2018 version) on all different types of terrain.    

Thank you Honda for going with the 839 Renthal Fatbar! It is a lower bend than the old 971 7/8 Renthal bar, which makes it easier to get over the front end and corner. I am able to stand up through corners much easier with the layout of the handlebar, seat, footpeg. I am 6’0 tall and Honda is one of the more roomier cockpits. Dean Wilson even commented that the Honda (when he tested it) was spacious enough for him! *TIP*!! If you’re looking to get the 839 Fatbar bend on your older Honda you will have to go to your local Honda dealer and order it through them as a Honda part number. 


The three maps that you can choose from on the handlebar are actually different feeling on the track. Sometimes when you get a machine that has a handlebar mounted map switch it’s tough to decipher between the choices you have. For fun I had a buddy change the maps on the handlebar for each session I tested, without me knowing which map I was riding with. I wanted to really see if I could tell the difference between each map setting and to my surprise I could actually feel the difference between all three maps. I ended up making the correct choice each time I went out due to the fact that they are that noticeable. I preferred the aggressive map (map three/blinking three times) because it gave me more RPM response out of corners and bottom end torque. I was able to short shift a little more with map three, which helped recovery time when fanning the clutch out of corners. Try this with your buddy at the track and see if you can feel the difference without knowing which map he put you in. Oh and don’t cheat and look down at the map switch cluster!!!  


The Honda still needs some help with 2nd, 3rd, 4th gear spacing. If I am at a jumpy track it’s tough for me to decipher on which gear I want to be in to hit something. Sometimes I come out of a corner in second, start accelerating, shift to third, and it feels like third gear runs out too quickly (for third gear). I end up shifting to fourth a lot of times to hit stuff, but the weird thing is that fourth gear on this bike is surprisingly very useable! I hardly ever get to fourth gear on a KTM or Yamaha, but with the Honda I use fourth gear a lot. So when you ride the Honda CRF250R (2018 or 2019) try shifting to fourth gear and see for yourself. If you want to do “The Jody” I will not disagree or hate because I also like a 49 tooth on the rear. *If you are wondering what “The Jody” is, it’s a one tooth up on the rear sprocket mentality*. 

Here is a baseline set up from stock clickers. If you DO NOT know what your stock clicker number is please use your owners manual. That is what it’s there for. There is some great information in there and Honda has one of the best owners manuals out there. Yes, I could give you the stock clicker number, but that would defeat the purpose of my app that will be here soon!  

Fork: Height: 5mm

         Compression: Plus Two (two clicks stiffer than stock)

         Rebound: Stock or plus one (one click slower/stiffer than stock)

Shock: Sag: 107-108mm

            High Speed Compression: 1/8 turn in from stock (that is stiffer, folks) 

            Low Speed Compression: Plus one (one stiffer than stock)

            Rebound: Stock 

Is overheating still a problem Keefer? Yes, this is still a problem somewhat. If you ride deep sand tracks or ride when it’s over 100 degrees outside then make sure to check your coolant levels after every moto. I have tried a 1.6 radiator cap in the past and it helps a little just make sure you don’t sit there in the pits too long with your motor idling. You will not run out of coolant and blow up your bike unless you're at Glamis doing a three hour wide open moto. Just make sure to be conscious of the coolant level when riding.

In 2018 Honda had a recall on their clutch baskets as some of these were breaking and causing problems. For 2019 that is not a problem and has been resolved. The clutch on the 2019 still can fade during a long moto, if you over abuse it, so be forewarned. The clutch lifespan is around 10-12 hours for me as that is when I can feel it start to slip/drag. However, just know that I am a clutch slipper kind of guy as my finger is constantly on the clutch modulating the power to the rear wheel. 

I will be riding the 2019 Honda CRF250R a lot more so stay tuned for some added modifications that will get me some more torque. Always check back to pulpmx.com and keeferinctesting.com for the latest testing information. We got you! -Kris Keefe