Words: Caleb Tennant

Remaining mostly unchanged following a major overhaul for this year, the 2026 Honda CRF250R and CRF450R carry forward the significant updates introduced in 2025. MotoOnline was on location at Fox Raceway to turn laps on the latest CRF range for this Tested review.

It’s no secret that Honda has been on a strong run over the past few seasons with the likes of Jett and Hunter Lawrence, and Jo Shimoda in the US, as well as Tim Gajser in MXGP, and the likes of Kyle Webster and Brodie Connolly in Australia. So, with last year’s update making such important and well-received strides forward, why not stick with what works for another year?

Image: Dylan Kelley.

The test day at Pala offered two completely different tracks – a deep, muddy professional-level circuit and a smoother, faster vet track. The pro track was rough, with long ruts and heavy conditions that felt more like a national than a practice day, while the vet track was perfect for opening up and getting a proper feel for the bikes at speed.

I started off on the CRF250R on the vet track, and straight away, it felt comfortable and easy to ride. The power suited the layout well – the bike was light and playful, making it fun to throw around, scrub jumps, and brake late into corners. Honda’s are known for cornering, and that feel was immediately noticeable. I could trust the front-end to hold exactly where I wanted it, lean the bike over with confidence, and drive out of ruts smoothly. By the third lap I was completely settled and pushing hard, which says a lot about how natural the bike feels.

Eventually, I switched over to the pro track, which was much deeper and more demanding. The soft, stock suspension that felt perfect on the vet track started to feel a bit too plush in those conditions, so I stiffened things up slightly. Once adjusted, the bike handled the rough terrain well, staying balanced and predictable through heavy ruts and acceleration bumps. For a stock set-up, the suspension was impressive, though the front could feel a touch twitchy in long, choppy corners.

The deeper conditions definitely highlighted the limits of a standard 250’s power, and there were a few moments where I found myself wanting a little more torque out of the turns. That said, the power delivery itself is really smooth and usable, with a solid spread through the mid-range.

Switching from the standard ECU map to the more aggressive option made a noticeable difference, giving it a sharper throttle response and letting the engine rev out more freely. It didn’t add a huge amount of bottom-end punch, but it helped the bike stay alive higher in the RPMs – exactly what you want if you like to ride the 250 hard.

Image: Dylan Kelley.

Even with the conditions as rough as they were, the CRF250R stayed composed. The rear-end tracked straight under acceleration and held its line through ruts and jump faces without kicking or deflecting. It gave me confidence to hold it on longer and commit through the deeper sections without second-guessing what the bike would do.

Overall, the 2026 CRF250R feels like a bike that’s dialled in straight out of the box. It’s balanced, responsive, and incredibly confidence-inspiring, which makes it a standout for riders who want something easy to jump on and go fast right away.

After spending time on the 250, I switched over to the CRF450R to get a feel for how the bigger bike performed in the same changing conditions. The first thing I noticed was how manageable the power felt for such a strong machine. The 450’s delivery was still every bit as fast as you’d expect, but the throttle connection more smooth, predictable, and easier to control than in years’ past.

I experimented with the launch control system, which worked really well for getting power to the ground off the gate. Unlike the 250, where you can hold it wide-open, the 450 demands more finesse. The system helped keep the bike in that sweet spot on the RPM range, preventing wheelspin and delivering consistent traction off the start. It gave the bike a more usable hit of power without feeling like it wanted to get away from you, which is exactly what you want when launching a big four-stroke.

Both the 250 and 450 come with selectable riding modes, and I played around with each to see where they work best. On the 250, the aggressive map is the obvious choice for experienced riders who like to push hard and keep the bike in the higher revs. It livens up the powerband and makes the bike feel sharper without becoming uncontrollable. For less experienced riders, or when conditions are really slick or muddy, the standard or traction control maps smooth out the delivery and keep the bike easier to manage.

Image: Dylan Kelley.

On the 450, I found it useful to switch between maps depending on the track surface. The aggressive map gave it a more responsive feel and made it a bit more lively out of the corners, while the standard map provided a smoother roll-on that was ideal for hard-pack or slippery conditions. The beauty of the 450’s set-up is that it already has so much usable power that you don’t really need more – instead, the maps help tailor how it comes on, which makes it easier to adapt to whatever track you’re on.

Even when using the most aggressive setting, the 450’s power never felt overwhelming to me. It was still controlled and predictable, and the bike remained composed under acceleration. It gives you the horsepower when you want it, but never in a way that feels intimidating.

As for the handling of the CRF450R, with no changes from last year’s model that I tested at Ironman’s intro, it was good to get a ride on this bike in different conditions. The suspension felt dialled straight out of the gate. On the rough pro track, it struck a great balance between support and comfort – plush enough to absorb the big hits but firm enough to stay controlled in the deep, heavy conditions.

I didn’t feel the need to make any adjustments throughout the day. With the sag set correctly from the start, the bike held up perfectly under braking, stayed planted on acceleration, and never felt harsh or unpredictable. The setup gave the bike that trademark Honda balance, where the front and rear work together to keep you connected to the ground without losing agility. It handled the deeper sections with ease, tracked straight through ruts, and offered excellent feedback under load.

Overall, I believe that Honda has their bases loaded with solid options in both classes, and that has shown all around the world. The 2026 CRF250R and CRF450R are proven options that – no matter if you’re a serious racer or casual rider – will serve you well.

Specifications

CRF250R
Engine type: 250cc liquid-cooled single-cylinder four-stroke
Bore/stroke: 79.0mm x 50.9mm
Compression ratio: 13.9:1
Transmission: Close-ratio five-speed
Starter: Electric
Traction control: Yes
Launch control: Yes
Front suspension: 49mm Showa spring fork
Rear suspension: Pro-Link Showa shock
Front brake: Nissin single 260mm disc with twin-piston caliper
Rear brake: Nissin single 240mm disc
Tires: Pirelli Scorpion MX32
Weight: 107 kg (wet)
Price: $13,298 RRP
Availability: Available now
Further information: motorcycles.honda.com.au

CRF450R
Engine type: 450cc liquid-cooled single-cylinder four-stroke
Bore/stroke: 96.0mm x 62.1mm
Compression ratio: 13.5:1
Transmission: Close-ratio five-speed
Starter: Electric
Clutch: Nissin hydraulic
Traction control: Yes
Launch control: Yes
Front suspension: 49mm Showa spring fork
Rear suspension: Pro-Link Showa shock
Front brake: Nissin single 260mm disc with twin-piston caliper
Rear brake: Nissin single 240mm disc
Tires: Dunlop Geomax MX33
Weight: 113 kg (wet)
Price: $14,198 RRP
Availability: Available now
Further information: motorcycles.honda.com.au