Many numbers shown in tables and text are from the Honda 250X and 250R Owner's Manuals and Service Manuals and not from Honda web pages; exceptions are noted. Honda's web site is sometimes inaccurate on weights, compression ratios, rake, trail, and other numbers. These are all numbers that are not finalized until the first bike rolls off the assembly line.

I have updated the information to 2008 specs.

If you find any errors or would like to suggest changes, please let me know. My e-ddress is on my home page.

You should buy the Honda Service Manual and use it as the first authority on modifications. If anything you read or hear conflicts with the manual, go with the manual, unless you're absolutely sure you know otherwise.

Click on small pictures to supersize.   Click on underlined words to go to that section on this or another page.

Changes from 250X pre-release information

I ordered the Honda 2004 CRF250X Owner's Manual from Helm, Inc for about $21, including shipping on 1/7/04.

The 250X Owner's Manual showed changes from Honda's web site and other pre-release information. The compression ratio is now 12.9 : 1, the same as the '04-'07 250R. Sprocket sizes are now 14/53 instead of 13/49 as previously published. The seat height is reduced to 37.7" and ground clearance to 13.6", which are the same as the 250R. The dry weight is up to 236 pounds. Ouch!

I ordered the Honda 2004 CRF250X Service Manual from Helm, Inc on 2/4/04. The price was $48; shipping and handling extra.

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Differences between the 250X and 250R (based on Honda Service Manuals)
Additional information for selected parts and assemblies for all X and R model years is on the Comparo page.
Information on the '06 X and R heads is on the Big Bore page, topic 2006 head: '06 X 49-state vs '06 R.   ('07 R head info is included, also)
Complete specifications for the CRF250X are shown at the bottom of this page.

Black text is for 49-state models; blue text is for CA models.
When no year is shown, the information applies to all years - '04, '05, '06, '07, and '08.

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Miscellaneous Information

Previously ('04-'06), the California model 250X had a secondary air injection system, which introduces filtered air into the exhaust gases in the exhaust port. There are extra hoses and an air pump under the fuel tank. This system is on ALL USA 250X models beginning with the 2007 model year.

Photo courtesy of DRZINK on ThumperTalk

Clutch baskets: The part numbers for the 250R and 250X clutch baskets are different and some other clutch components are different. Aftermarket clutch kits may or may not interchange.

Fork shim stack: In response to questions about the fork shim stack, neither the 250R nor the 250X Service Manuals show any details or parts breakdown of the shim stack.

Electric start: A look at the electrical wiring diagram in the 250X Service Manual shows that there is no key and no on/off switch, but there is a normal kill button. And there is an electric start button. The clutch lever must be pulled in for the electric start button to function. There is no neutral-sensing switch in the transmission. The bike will start in or out of gear, but the clutch lever must be pulled in for electric starting, always. The kill button is on the left side of the handlebar where it normally resides; the electric start button is on the right side of the handlebar.

Battery charging: The 250X Service Manual chapter on Battery/Charging System notes "The battery will self-discharge when the motorcycle is not in use. For this reason, charge the battery every 2 weeks to prevent sulfation from occurring." I added a pigtail with a covered connector to the battery terminals to facilitate trickle charging with my Yuasa charger.

Handlebar position: The handlebar position on both the 250R and 250X models may be moved forward 6mm from the standard position. Page 12-32 in the 250R Service Manual and page 13-32 in the 250X Service Manual describe the adjustment. Remove the top handlebar clamps and handlebars, then remove the lower clamps. Rotate the lower clamps 180º and reinstall everything. There are optional lower clamps that move the handlebars only 3mm forward of the standard position.

Important information about trimming your handlebars at CycoActive Trail Tips.

Supplied with bike: 2004 CRF250X Set-up Instructions booklet, page 2, step 3:
"Keep the Owner's Manual, the 'Tips & Practice Guide for the Off-Highway Motorcyclist' booklet, spoke wrench, carburetor maintenance tool, and the spark plug wrench separate and hand-deliver to the customer at the time of delivery."

Optional Cooling Fan Buying this fan is a no-brainer for trail riders. The mounting tabs are already on the stock radiator frame. The Honda part description and number for the complete fan kit is: Fan set, cooling 19000-KSC-000 - '04, '05 19000-KSC-D00 - '06, '07 The D00 kit includes additional parts: condenser, fan motor relay, sub-harness The Cooling Fan Kit previously available for the '04 through '07 models is not listed for the '08 model. This does not necessarily mean that a kit cannot be fitted to the '08 model. The right radiator, which has the fan mounting tabs and thermostat tap, is unchanged from previous years. The '06/'07 kit had extra components that allowed it to be fitted on '06/'07 models even after some electronic components were changed or deleted starting with the '06 model. The '06/'07 kit should work on the '08 model, but you may have to run extra wires to the battery hot/ground (the wire harness is changed on the '08 model, wiring to the battery and a connector were probably removed.). Click for Cooling fan kit installation.

Needle Doohickey This tool is used to remove the needle from the carb while the carb is still mounted on the bike. Cost - $2.24

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Drive Chain

I compared the stock CRF250X drive chain (DID 520MXV) to a T-ring chain (DID 520VT), an X-ring chain (DID 520VM), and an O-ring chain (Tsubaki 520 QR). The DID chains were 120 links long, and the Tsubaki was 110 links long, but I normalized its weight to 120 links. All the chains were new, fresh out of the box or bag.

The VT is a new chain from DID described on the box as follows:
DID 520VT Narrow T-RING chain - DID's 520VT chain is the latest technological breakthrough in sealed chain design. This Narrow T-RING chain is designed for Enduro racing motorcycles that can not accommodate a wider X-RING chain due to clearance limitations. (Rick's note: sounds like it's made for a 250X.)

UPDATE - DID now makes the VT2 chain, which is a narrow chain like the VT, but which has an X-ring instead of a T-ring. One advantage of the VT2 - rivet AND clip style master links. The VT2 master link (clip and rivet) does NOT fit the VT chain.

	DID MXV	DID VT / VT2	DID VM	Tsubaki QR
Weight (120 links)	4 lbs	4 lbs / 4 lbs .5 oz	4 lbs 4 oz	4 lbs 4 oz
Inner plates - overall width	10.5mm	10.5mm / 10.5mm	10.6mm	10.7mm
Outer plates - overall width	16.6mm	16.6mm / 16.65mm	17.15mm	16.4mm
Staked pins - overall width	18.5mm	18.5mm / 18.6mm	20.0mm	18.7mm
Shape of ring	T	T / X	X	O
Master link type	rivet	rivet / rivet or clip	rivet or clip	clip
Sprocket spacer	no	no	recommended	recommended
Chain color	metal-gray	gold and black	gold and black	metal-gray
Note	stock-excellent	best replacement	excellent X	excellent O

The colored ends of the rivet-type master link pins are mushroomed when you use the rivet tool.

The information in this table tells me that the stock MXV and new VT T-ring chains are lighter and narrower than the VM X-ring chain that I've used for the last 10 years. The MXV chain is metal-gray; the VT chain has gold outer side plates. Other than that, I could not detect any difference between the MXV and the VT chains. Their T-rings look identical also.

The DID 520MXV (06405-KSC-003) is available from Service Honda for about $90 (Jan '06).

The new DID 520VT is available from Kevin's Cycle Racing for about $90 (Sep '05).

The DID VT2 is available from CRFsOnly.com (extra clip style master link for $8.50), MotoXoutlet.com, and RockyMountainATV.com.

Honda calls the stock 250X chain a 'T-ring' chain, although others refer to it as a 'D-ring' (I think this is incorrect; they misunderheard the name). The cross-section shape is like a stylized T with the curved part being the outside circumference; like this, more or less

See also the D-Ring Chain information below from the May '04 issue of "the wrench". Yeah, he got it wrong, too - it's a T-ring!

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Fuel Tank

How big is the 250X fuel tank and do I need to buy a bigger one?

The 2004 CRF250X Owner's Manual shows the following on page 12:  Fuel capacity 2.2 gal, 8.3 liter    Fuel reserve capacity: 0.4 gal, 1.5 liter

The question is, what is the total capacity, 2.2 or 2.6 gal?

In March '04, I measured about 2.25 gal when I filled the empty tank, but I wasn't being careful. So, I decided to measure again today (July 19, 2004). I used a beaker calibrated in liters and measured 9.750 liters poured into a completely empty tank. This includes burping the air out from around the white filler tube, probably more than the average rider will do.

Anyway, 9.75 liters is 2.575 gallons, which is 2.6 when rounded. I prefer to use 2.5 because you can't use rounded gas; it's not in the tank ;-)

Honda has published 2.2, 2.25, 2.4, and 2.6 gallons in various places, and I've been told 2.6 gallons by several knowledgeable people. I think I'll go with what I measured today; 2.5 gallons.

So do I need a bigger tank? I'm getting about 44 MPG, so a full tank of fuel should carry me about 110 miles, which is more than I usually ride in a day. For now, I'm sticking with the stock tank. Other riders who are getting poorer mileage may opt for the Clarke tank (3 gal, $180) or IMS tank (2.7 gal and 4.0 gal, $225), (from BRP).

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Closed Course Competition Modifications (Thanks to DwightC, Albuquerque, NM and American Honda Motor Co, Inc.)

Replace the standard camshaft with an '04 CRF250R camshaft.
  Camshaft    14100-KRN-670

Set the pilot screw at 2 3/4 turns out.

Remove the diffuser pipe from the exhaust muffler.

Change the Pink wire in the ECU circuit (Rick's note: the WR has a gray wire, the 250X has a pink wire; kewl)
Behind the left side cover there is a "Natural" color main coupler. On the ECU side of this Natural coupler there is a Pink wire. Underneath the Pink wire is a blank terminal plugged with a rubber cap. Swap the positions of the Pink wire and the rubber cap. Reconnect the coupler to the wiring harness. (In modified form, the pink wire is unconnected to any other wire.)

Remove the noise and emission compliant label from the rear fender.

Rick's note: in these mods, the stock muffler is retained, with the diffuser removed, but the spark arrester installed. If you do not remove the diffuser, but instead drill it in a few places, the modified 250X would be noisier than stock but quieter than a 250R. You would also have to adjust jetting. This could make the 250X quiet enough to ride on public lands.

the wrench May '04

I snagged two scanned items from the May '04 issue of "the wrench" that were posted on ThumperTalk by EricS in May, 2004. These are follow-ups to the original CCC mods that Honda published in January, 2004.

I urge readers to read and understand what Honda is telling you here, and then make thoughtful decisions according to your own needs. Note that they mistakenly call the T-Ring Chain a D-Ring Chain. See the Drive Chain topic above for more information about the T-Ring Chain.

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The pink wire mentioned in the 'Closed Course Competition Modifications' section above is not shown on the electrical diagram in the Owner's Manual or the Service Manual. TomM provided proof of it's existence with several pictures.

The 'blank terminal plugged with a rubber cap' is right next to the pink wire terminal. CRFX_Rider on TT says: "You can unplug it - use a paper clip to unhook that little pain-in-the-a$$ clip.... or just yank it out with the needle nose if you don't plan on hookin' it back up."

For more pink wire info, see:  ThumperTalk post - Settled the pink wire mod once and for all
The dyno chart is missing from the TT post, but I made a copy here:  Pink wire dyno chart

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Some Prices

I looked up the prices of a few parts on the Service Honda web site.

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Why did I get a 250X if I already had a CRF230F?

The CRF230F is an air-cooled, 6-speed tranny, entry-level trail bike. It has short-travel, non-adjustable suspension, and a corresponding low seat height. It doesn't have any lights. It's based on an engine that has been used in Brazil for years, and it is even made in Brazil.

The CRF250X is a water-cooled, 5-speed tranny, hi-zoot off-road bike. It's the CRF250R's sibling, and has about 95% parts commonality with the 250R. It has state-of-the-art suspension, an aluminum frame, and all the other goodies found on bikes like the CRF450R and CR250R (the 2-stroke cousin of the CRFs). It runs circles around the 230F in all but the most slimy, tight situations.

I have the 230F for exploring and plonking and I have the 250X so I can keep up with everyone on all the faster trail rides.

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Pictures and other info

Pictures of the pre-production 250X that was at the Denver motorcycle show on December 20, 2003.

First pictures of the CRF250R - Nov '03

Honda web site              My CRF230F

Motorsports Network - An excellent source of 250X info.

Moto Roman - some pictures from a Japanese site with some very interesting accessories for the 250X.

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