The CRF250R uses a nine-plate design to improve durability and hookup. That means less slip at peak horsepower, better torque transmission through the clutch pack and greater durability. Plus, the clutch pull is lighter, and you get improved engagement feel.
The CRF250R’s 79.0mm bore and short 50.9mm stroke let our engineers create a high-revving engine with plenty of room for large valves. The engine breathes and revs—the two keys to making power in the motocross world.
The CRF250R uses a double-overhead-cam (DOHC) engine layout with a unique finger-follower rocker design. Together with the rest of the engine’s architecture (bore and stroke, intake tract, piston, and more), you get more power and a higher redline.
The DOHC cylinder-head design lets our engineers straighten out the CRF250R’s intake and exhaust tracts. The intake is short and just about arrow straight, and the exhaust flows more efficiently too. The straighter ports also help boost low-speed and midrange torque as well as throttle response.
Using a pressed-alloy design lets us shape the muffler for better rider ergonomics and lighter weight.
Along with the single-muffler exhaust, the CRF250R naturally uses a single-pipe header. It routes close to the center of the bike, and its light overall construction helps improve weight distribution.
Making the water-pump drive gear wide gives it more tooth-engagement area for longer component life.
This simple handlebar-mounted button lets you dial in engine power delivery character with a push of your thumb. Choose between Standard, Smooth and Aggressive, depending on track conditions or rider preference.
Deep in the engine, there’s a special oil scavenge pump that we’ve designed to be especially small and out of the way. While you may never see it, it helps keep the CRF250R’s overall design compact.
To handle more broad midrange power and torque, the CRF250R gets special primary and transmission ratios. The ratios let our engineers use the same shaft centerlines as the previous design, so the transmission itself remains light and compact.
By changing from three to two lead tracks on the shift drum, we improved the shift feel between second and third gears.
Talk about smart: The CRF250R features an ECU with special engine mapping for each gear. You can’t give an inch in this class, so having your engine deliver optimal power for each gear choice is one of the features that separates CRF250R riders from the rest.
Look closely at the CRF250R’s crankshaft profile and you’ll see its “H” cross-section design. What’s up with that? Just like a structural “I” beam in an aircraft wing or a skyscraper, it boosts strength and cuts weight over a conventional crank’s shape—a big deal when you consider this part spins at over 14,000 rpm!
Like the rest of the CRF250R, the bike’s Lithium-Ion battery is both super light and high performing. In fact, it weighs less than half the weight of a conventional lead-acid battery.
The 2023 CRF250R uses a shared engine/transmission oiling design. Why? Combining the two systems shaves weight and helps make the engine more compact, especially when it comes to placing the right-side cam drive and the clutch so close together.
Every gram counts on a bike in the 250 class, which is why the 2023 CRF250R has a titanium fuel tank. Light and strong, it’s also thinner than our previous plastic unit, freeing up more space and helping to centralize fuel mass.
Light is right when it comes to a high-revving engine’s reciprocating masses. That’s why the CRF250R uses titanium intake and exhaust valves with a super-narrow 20.5-degree included valve angle. Ovalized valve springs and long-wearing Diamond-Like Carbon (DLC) treated finger rockers complete the package.
Total air management means complete attention to how efficiently air gets through the intake, through the head, and out the exhaust. Eliminate losses here, and you make more power everywhere. And the best part? It’s free horsepower—you just need a bike with smart design.