Menus
- Mono 4-stroke, 250 cm3, 25 horsepower at 8,500 rpm, 22.6 Nm at 6,750 rpm, 157 kilos, € 6,199
- A small TT-type trail with a cute Dakar proto look
- Discovery
- In the saddle
- In the city
- On motorways and main roads
- On departmental
- Off-road
- Part-cycle
- Brakes
- Comfort and duo
- Consumption / autonomy
- Conclusion
Mono 4-stroke, 250 cm3, 25 horsepower at 8,500 rpm, 22.6 Nm at 6,750 rpm, 157 kilos, € 6,199
A small TT-type trail with a cute Dakar proto look
Amazing how this machine attracts attention! It must be said that she wears her proto style escaped from the Dakar on her and that passers-by who block on you at a red light must wonder if you got lost from the Bolivian highlands.. Which makes, let’s face it, a hell of a hike. Trotte which this CRF250 Rally seems to be able to perform without any problem, as it reconnects, under a fairly sporty packaging, with the spirit of the little trail traveler, able to go everywhere without fuss. At a time when, the more motorcycles specialize, the less we see them on the road, let’s recognize that it is a crazy good to come across motorcycles just waiting to roll, on all types of roads and even when it is not. ‘there’s more.
We have already said it several times, the world of small trails is undergoing a revival and that is a good thing. This Rally version derived from the CRF250L Euro 4, the test of which was recently presented to you at Le Repaire. We will therefore focus on the differences.
Discovery
A thousand two hundred euros difference: this is what separates the small enduro-style trail from this Rally version. Is it worth them? At first glance, or even at the second, one would tend to say a frank and massive yes. Because not only is the general appearance more distinctive and therefore more rewarding, while the additional attributes undoubtedly allow this machine to gain in versatility, but it also happens that the finish is of a better level! In short, between the more powerful double optics, the more protective fairing, the hand guards, the larger tank, we are a winner and it is well worth one thousand two hundred euros, right? In truth: if.
Especially since, as we have just said, the finish is better: at the level of the tank, for example, with a perfectly integrated cap and does not seem to come from a low-end 125 as on the CRF250L. The same around the headlights, with a well-integrated carbon-based treatment while the interior of the optics bears the inscription "Rally". And what about the small indicators, the lugs for hanging luggage on the saddle or the passenger footrests that fit perfectly into the side covers? Huh, what can I say? Well, what we can say is simple: no machine of this displacement is built with so much care !
In the saddle
If you found that the saddle was already high on the CRF250L, at 875mm, then go your way! Because the Rally adds two good centimeters, which makes 895 and that starts by being discriminating for a lot of people. Nevertheless, those whom nature has generously provided will be delighted. In this case, the CRF 250 Rally is consistent with its Dakar proto look..
The dashboard is identical to that of the L: it is complete and readable, even if, as we said in the previous article, the last graduations of the tachometer are a little unnecessary. Nevertheless, having the time and a fuel gauge, even on a small displacement, is very appreciable. No electronics or engine modes on this bike, so we start and ride. The little mono comes to life in a discreet sound, very far from the fuss of an enduro motorcycle or even a Mash 400 Adventure. It’s good for your neighborhood and even for humanity in general.
In the city
The only city in which this great grasshopper is Dakar. Or rather say La Paz or Buenos Aires. But the good news is that in Courbevoie (92), things are going well too! The large handlebars go over that of automobiles, and only pickup trucks that try to spin shovels will keep you from going. The bike is fine, the balance natural, the turning radius excellent, the controls soft as those of Honda know. And with 27 cm of ground clearance (25 on the trail), few sidewalks will prevent you from passing !
On the engine side, we are at the limit of the flexibility threshold at 3000 rpm and 50 km / h in sixth, also to avoid piston strokes that the connecting rod does not like too much, we cruise on the boulevards in fourth or in fifth and it does. The block is rather flexible for a mono, but if you really want to feel the acceleration, you still have to run it above 6000 rpm.
On motorways and main roads
At a little over 8000 rpm in sixth, or not far from the maximum power speed, we are at around 130 km / h. Suddenly, the cruising speed "comfortable" for the mechanics is more around 110 km / h, but this 250 holds its rank. It is obvious that a machine of this displacement is not made to swallow copious portions of large axles, but it is already more comfortable there than the L version. The fairing provides additional protection. not insignificant (although a pilot of more than 1.85 m will have turbulence on the top of the helmet and it is all the more nerd as if you do not make this size, you will surely have trouble keeping this machine stopped!). The saddle is a little better than that of the L and the hand guards provide significant additional comfort..
The stability is also correct, but with such geometry, such wind resistance and especially such tires, very typical off-road (and therefore noisy on the road), it can undulate in large curves. But the trail is superior to other categories of motorcycles: when things move, they live !
On departmental
Hallelujah! To discover France (or Morocco, or Swaziland, or Patagonia, complete the list at your leisure) by the small roads, the CRF 250 Rally has everything the ideal machine. First, a breathtaking ease of driving, to the point that the 157 kilos announced seem easily 30 less. Suddenly, everything is obvious on the handlebars and you never endure this machine (provided you have the right leg length, as we said!).
Then, the engine: if it is not a lightning of war, it is voluntary between 6 and 8,500 rpm and thus allows to drive without dragging and also without forcing, on the secondary network. And the more the roads are rotten and bumpy, covered with gravel and deformed by tree roots, the more the CRF will have bananas! Because these are the joys of the little trail: the more complicated it is for others, the easier it is for her.
Admittedly, the grip of the tires is correct, but their feedback can be improved. A more neutral ride, for those who do not do extreme off-roading, will bring even more comfort and driving precision. For the rest, it’s a festival: the CRF 250 Rally plunges into bends with a simple glance, twirls like a fry in a pond and on the handlebars, we take great pleasure in surfing on the asphalt with these suspensions that swallow everything.
Off-road
We’re going to be frank with you: we haven’t done a lot. But enough to notice that the standing driving position is natural, that a lot should be done to make the suspensions come close, that the feeling of the controls is still as pleasant and that the ABS can be disconnected with a simple button (on the brake). rear only) is a good idea. In short, for any path not too extreme, it’s perfect. To do more, then the little mono may lack a bit of oomph.
Part-cycle
Aluminum swingarm, suspensions with incredible travel (the 43 mm Showa fork takes in 250 mm, or 10 more than the L and the Showa shock absorber adjustable in preload can take 265 mm, or 15 more than the L), the Rally does not pretend and equips itself with the means to achieve its ambitions !
Brakes
Identical system on both models, namely, as a reminder, a single 256 mm disc and two pistons in front and a single piston disc at the rear, with the ABS disconnectable only on this one. This is more than enough and the 11 kilos difference does not overcome the device. The precision and the dosage are good and when driving normally, the braking power is more than sufficient. On the other hand, the trim movements are really sensitive, a bit like on old-fashioned trails. It’s part of the charm !
Comfort and duo
It’s better than on the L. The saddle is a little different, there is a little more room and the extra protection is appreciable. On the other hand, the saddle is still not perfect and turns out to be a little hard in use, even if the threshold of this appalling observation is a little pushed back compared to the L version. However, hard not to find it a shame , because this machine really inspires ideas of escape and makes you want to cut the road for real. The fate of the passenger remains unenviable, between the hard saddle and the high-placed footrests.
Consumption / autonomy
2.3 liters is not much, but it is what separates the tank capacity of the two versions: 7.8 l on the L, 10.1 on the Rally. Considering that consumption remains very easily below the 4 l / 100 mark, this still gives at least 50 km of additional autonomy: count from 250 to 300 on this version, which is starting to be correct. We can’t help but think that two more liters, we would have taken them too. The fuel gauge is precise, good point !
Conclusion
It’s hard not to find it crisp, this CRF 250 Rally, much more than the L, moreover, whose hard saddle and unclear positioning between small trail and soft enduro bike spoils the pleasure a little. While the Rally, between its terrible look, its increased comfort and its additional versatility, is more endearing to the point of passing the pill of the additional cost generated, even to consider it as a nice "customer benefit". On the other hand, at 6,199 euros, it is still at the top of the basket of the segment of small trails from 250 to 400 cm3, which can, wrongly, refresh some potential customers..
Faced with a Versys-X 300, more road and displayed 5799 euros, the Rally is positioned differently enough to assume its difference. Faced with a Mash 400 Adventure sold off under 5000 euros, the difference in approval and quality of construction also plays in favor of the Honda. But in absolute terms, it’s still a sum. We will have to make the prospect understand that a 250 of this caliber is not a cheap motorcycle, but a real motorcycle that is perfectly pleasant and coherent..
Hey, since we are talking about real motorcycles: it would cost how much, Mr. Honda, a CRF 500 Rally, with a 50 hp mono that consumes 4.5 l / 100, 15 liters in the tank, a larger fairing of 15 % for protection and especially a real saddle, like that of the 500 XLR of the 80s, the kind of saddle that sticks shame to a sofa. Huh, say, how much would it cost ?
Strong points
- Pretty cute proto Dakar look
- Quality of suspensions
- Build quality & finish
- Versatility
- Voluntary motor
- Endearing motorcycle
Weak points
- High saddle for some
- Saddle still a little hard in the long run
- Tariff for the segment…
Honda CRF250 Rally technical sheet
Test conditions
- Route: 300 km test in one week, with mostly daily trips
- Motorcycle mileage: 2000 km
- Problem encountered: none
Competition: Kawasaki Versys-X 300, Royal Enfield Himalayan, Suzuki V-Strom 250
- All Honda tests
- All trail tests
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