I was lucky enough to recently spend two days exploring the northern parts of the Australian Alps aboard Honda’s new weapon and somehow came away without so much as a scratch. Climbing peaks as high as the 1421 metre Mount Coree was a daunting task, but thankfully the CRF250X did all the work, I just had to keep it pointed in the right direction. An easy job as the CRF250X chassis is faultless.

Showa provides the components and the 47mm forks responded to every vagary the challenging terrain presented. I certainly found no need to alter any of the clickers. However frantic knob fiddlers will be happy to hear that they can twiddle to their hearts content with 13-step adjustable low-speed compression damping, 3.5 turns of high-speed compression damping, and 17-step rebound damping to go with the normal threaded collar set-up for preload. More than enough to tune yourself to a standstill…

My favourite trait of the nimble front end of the CRF250X is the amazing stability the machine displays in rocky terrain. The complete lack of deflection when striking rocks and trail irregularities means that fatigue levels for the rider remain quite manageable, even when in very harsh terrain. Twin-chamber Showa forks have always offered fantastic response and excellent damping control, unsurprisingly the CRF250X also exhibits these qualities. The super aggressive will plump for stiffer springs, but most mortals will never manage to bottom them out.

One thing that is definite to need no tweaking for personal preference is the fourth generation twin-spar aluminium frame. This sturdy backbone is more than up to any task, and any rider.

In the engine room, the CRF250R derived donk is tuned for more bottom end pull in road legal CRF250X guise. I really appreciated that fact as I climbed what seemed like endless ascents with extra challenges like rocky outcrops and large erosion banks thrown in for good measure. The CRF250X took it all in its stride and displayed unbelievable stability.

Faster pilots used the erosion banks to jump their way up the climbs. The CRF250X also put up with my ham-fisted plops over each ridge on the ascents.  I didn't quite have the confidence to jump these ridges on the nastier uphill sections and as a result I lost some momentum due to my fear factor, but the healthy mid-range enabled me to quickly rebuild that momentum which saved my bacon each time. At many points I was out of my depth, thankfully the CRF250X was well within its performance envelope and it made up for my shortcomings.

Steep and rocky descents can be even more challenging than ascents, here the CRF250X also excelled. The 240mm front brake offers plenty of power, but just as importantly, excellent feel is available at the lever and engagement remains consistent even under repeated heavy use. The rear brake also works well, but an old war wound (fused right ankle) means that I do not have as much control on this lever as I would prefer. As a result I had to rely on engine braking and the fine control available from the front brake to complete tricky downhill sections unscathed.

To fully comply with ADR requirements Honda have also enlarged the capacities of the brake master cylinders. An extension fitted atop the trick integrated rear master cylinder and reservoir looks after that end. While at the front a new larger master cylinder is fitted to ensure that enough fluid is available even when the brake pads are extremely worn. A braided hose carries that fluid to the anodised aluminium caliper pistons.