An automatic decompression system makes kick-starting a breeze, a hot start lever is also provided. Thankfully I only needed to test the kick-starter for my own peace of mind as the magic electric start button never let me down.

Instrumentation is minimalist with a basic analogue speedometer in an unremarkable rectangular layout residing next to a bank of warning lights for the indicator, high beam, low oil pressure and neutral.  Unfortunately the oil pressure nor neutral lights are wired up.  The headlight makes a reasonable glow, the beam does increase or decrease in strength directly in relation to engine rpm.  Like most bikes of this type I believe the headlight runs directly off the generator and does not draw power from the battery. Switchgear is clean, simple and poses no problems.

The bikes stood up to the punishment meted out by a dozen or so unforgiving journos unbelievably well. The plastics are excellent and showed little sign of how hard I had been desperately gripping the machine between my knees as I held on for dear life at times. Also worthy of a mention is the attention to detail that is obvious throughout the machine. The Australian conversion to ADR spec with the different lights, indicators and number plate mount etc. exudes quality. This make the CRF250X really stand out from the crowd, even in stock form with road trimmings it is an awesome looking machine. Some of the testers had some reasonable falls, but with the press of the button their machines burst back in to life.  Those bikes that had spent time on their side belched some oil smoke out of the tailpipe as they cleared their lungs, before quickly crisping up ready for another merciless flogging.

Honda supplies a comprehensive spares kit with the machine which includes a pair of Dunlop motocross tyres to replace the road legal MT21 Pirelli hoops. Don’t discard the standard Pirelli rubber though as in my experience the MT21s are some of the best road legal dirt tyres currently available.

Also supplied is the non ADR front light and surround, along with the original CRF250R front master cylinder and brake lever.

A larger 53 tooth rear sprocket rounds out the comprehensive spares kit but you will need to secure a new chain in order to take advantage of that sprocket as the bike is delivered in ADR form with a very tall 40 tooth rear sprocket.

The chain used on the CRF250X is a special slim and light T-Ring variety and a chain of the same specification must be used to ensure case clearance. This is a DID 520 MXV – 120ZB item, this can also be brought through Honda dealers under part number 40540 KSC 003. It certainly would have been a nice touch for Honda to have included the longer chain in the spares kit. But the kit is already the most comprehensive supplied with any machine so I guess we can’t grumble too much. Try and perhaps secure the longer chain in with the deal when negotiating with a dealer. Two other items you should have on your purchase list is a bash-plate and some hand-guards, neither of which are fitted as standard.

My only other point to have a whinge about is the fact that the two riders that worked their machines the hardest managed to melt their right hand rear indicator. This is due to the positioning of the indicator in question. It must be said that this only happened on two of the machines and probably would never affect most trail riders. The indicators do seem to be of very good quality and should only cost you $15 through a Honda dealer if you do ever need to replace them. I must have gone through about twenty indicators on my dirtbikes over the years so the low replacement cost may certainly prove to be welcome if you are as prone to breaking them as I am.