If you ride motorcycles, you of course know that red and green represent two of the most well-known motorcycle manufacturers in the world—Honda and Kawasaki. While their corporate colors may differ, one of the many things these companies have in common is the ability to produce high-quality, recreationally focused trail bikes that are equally as friendly to the rider as they are to his or her wallet. Yes, these are really fun, versatile bikes for not a lot of money.Honda’s CRF230F carried Big Red in this class for years, but it was replaced in 2019 by the CRF250F. The next year, Kawasaki unveiled its KLX230R aiming to take a piece of the trail bike pie. Pricing for the 2023 models (our testbikes are ‘22s) is quite close: The Honda CRF250F’s MSRP is $4,899, and the Kawasaki KLX230R’s MSRP is $4,749.

While the Honda CRF250F and Kawasaki KLX230R four-stroke engines have similar specifications, their air-cooled singles have displacements that aren’t a perfect match (CRF is 249cc and the KLX is 233) but are certainly close enough for comparison’s sake—and the bikes are definitely aimed at the same customer. The Honda not only has more displacement, but it also features a four-valve cylinder head compared to the Kawasaki’s two-valve design.Both models feature standard full-size off-road wheels with 21-inch fronts and 18-inch rears, providing an abundance of aftermarket tire options. Both manufacturers have also fitted their respective models with nearly identical brakes: Dual-piston calipers and 240mm rotors are found up front, and single-piston calipers squeeze 220mm discs at the rear.

EnginesFeaturing a larger engine than its predecessor along with electronic fuel injection (EFI) and electric start, the CRF250F is ready for the roaring twenties (2020s, that is). On our in-house Dynojet 250i rear-wheel dynamometer, the quarter-liter Honda made 20.1 hp at 7,500 rpm and 15.5 lb.-ft. of torque at 6,000 rpm. The rev limiter kicked in at 9,100 rpm.

The CRF’s SOHC four-valve powerplant impressed with its linear powerband and quick-revving nature. It has good, usable power throughout the entire rpm range. A large part of our time testing this model was on tight single-track and picking our way through rock gardens, where lugging the bike around in second gear wasn’t a problem. With plenty of bottom-end to blip the bike out of corners or up over rocks, the CRF250F was easy to ride in tight and technical terrain.

.embed-container { position: relative; padding-bottom: 56.25%; height: 0; overflow: hidden; max-width: 100%; } .embed-container iframe, .embed-container object, .embed-container embed { position: absolute; top: 0; left: 0; width: 100%; height: 100%; }The CRF engine’s tractability and ample flywheel combine with excellent gearing in the five-speed transmission (working through a 13/50 final drive sprocket combo), which definitely contribute to the bike’s ability to get into motion from a near-dead stop in second gear. Even on the tightest trail we could find, shifting down to first gear felt unnecessary as long as we had any rolling speed at all. From a true dead stop, first gear was short enough to make the bike difficult to stall and to give you the torque you need to easily get going on steep hills.The cable-actuated clutch is smooth and easy to engage, providing a quick surge of tractable power at a dip of the lever.

As the trail opened up, the Honda’s willingness to rev quickly paid dividends. Grab a handful of throttle and the Honda puts the power down all the way to redline. With the help of a good knobby tire, the CRF250F generates solid drive and feels sporty and willing to go fast. It doesn’t possess the same type of aggressive power delivery as a competition model, and that’s perfectly fine in this class. What this translates to is a motorcycle that provides the rider with a lot of confidence, even when pushing the limits of the machine. How so? Grabbing a handful of throttle doesn’t make you feel like you’re going to be chucked to the ground but does give a satisfying and controllable surge of forward motion.

Team Green’s KLX230R is slightly down on power compared to its red rival, as would be expected given its 17cc (6 percent) displacement disadvantage. The green machine’s fuel-injected SOHC engine produced 17.9 hp at 7,700 rpm and 14.4 lb.-ft. of torque at 6,100 rpm on our dyno. At peak, that’s 2.2 hp and 1.1 lb.-ft. of torque less than the CRF250F, which is 11 percent less horsepower and 8 percent less torque. That’s not insignificant, but it also comes down to how the power is delivered.

From the seat of the pants the KLX230 seems to have a stronger midrange pull than the CRF250F, but after reviewing the dyno curves, it’s clear the Honda produces more horsepower and torque throughout the entire rpm range. That seat-of-the-pants midrange pull feeling? It comes from the fact that the Kawasaki’s torque curve is not as linear as the Honda’s. The Kawasaki has a sudden spike in torque around 4,400 rpm that makes the midrange feel stronger than it actually is because of how rapidly output rises. Power delivery is a little flat down low and doesn’t hang on as long on top as does the Honda, but the Kawasaki KLX230R feels perky and fun (partly because of that initial spike) in the midrange. Peak horsepower occurs roughly 1,000 rpm before the 8,800 rpm rev limit.

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Although both bikes are able to tackle the same rocks and terrain, the Kawasaki doesn’t have the instant low-end snap the Honda offers. In order to wheelie the Kawi to get over obstacles, the clutch has to be abused quite a bit more. When beginner-level tester Kyle Woertink was asked about the Kawasaki’s low-end characteristics, he said: “It’s not very strong, especially when you need it.” The KLX’s engine also isn’t quite as smooth and refined, feeling more raw overall and producing more vibration in the upper rev range.

Essentially, due to the lower overall output and less refined torque curve, the Kawasaki KLX230R engine requires more management to ensure it is in the meaty part of the rev range. It isn’t overly distracting, but it adds to the mental workload—particularly for newer riders—when trying to conquer a difficult section. At medium speed and in the midrange, popping wheelies and lifting the front wheel becomes easier. We’d just prefer to get the same burst of power lower in the rpm range where it can be utilized at slow speeds in second gear.

Chassis/SuspensionThe Honda’s suspension is, in a word, plush. The CRF250F is spec’d with a nonadjustable Showa 41mm fork, and a spring-preload-adjustable shock. Travel is 8.5 inches up front and 9.1 inches at the rear, with well-chosen spring rates that hold up the bike at low to medium speeds. When coming upon tight sections that require a little manipulation of the suspension by preloading the fork and shock to weight and unweight the bike, the components offer compliance in the initial part of the stroke then become progressively stiffer with plenty of bottoming resistance—as long as the pace wasn’t too fast.

The fork and shock never bottomed when traveling at low to medium speeds. Up the pace through rough terrain and the shock blows through the stroke and bottoms out in G-outs, whoops, or on other larger obstacles. For more advanced riders, the key is to find a happy medium between moving at a respectable pace but also understanding the motorcycle’s limits. “It was better to ride with more precision and finesse,” intermediate-level motocross test rider Michael Wicker said. “Riders who charge and plow through everything fast are probably not going to be the most comfortable.”

That said, for a low-cost playbike, this is excellent suspension tuning for the intended market; overall the CRF250F offers an extremely user-friendly ride.

Not only does the Kawasaki forfeit size in the engine department to the Honda, but it’s also equipped with a fork with smaller-diameter stanchions. The Showa 37mm unit is nonadjustable, while the Showa shock is adjustable for spring preload. Travel is 9.8 inches up front and 9.9 inches at the rear.

The KLX230R may have skinnier fork legs, but the bike has more suspension travel than the CRF250F front and rear (1.3 inches and 0.8 inch, respectively). This increased travel also contributes to a 1.5-inch-taller seat height, as measured in our test procedures. Although the stance of the KLX230R feels high in the rear, the increased travel allows the fork to stay in the sweet spot of the stroke more often, while offering a more compliant, comfortable feeling. This front suspension performance is where the KLX230R outshined the CRF250F.

The Kawasaki’s suspension is not perfect though. The rear end is oversprung compared to the fork. To be fair, our test riders were on the lighter side, so heavier riders may appreciate the stiffer rear settings, especially if riding seated. We found the supple fork contributed to the 230′s agility in tight rocky sections, but at faster speeds, we had less confidence in the front’s ability to maintain traction when leaned over. This is a result of the unbalanced chassis and the KLX’s rear-high stance putting too much weight on the front end. When hitting fast sections with large bumps, whoops, or jumps, the rear end has a tendency to go full huck-a-buck with strong rebound. Reducing the preload adjustment on the KLX to its lowest setting softened the rear and allowed the shock to ride lower in the stroke, improving the balance of the bike. But, ultimately the KLX230R still maintained a slight stink-bug stance. Adjusting body position farther back on the seat alleviates this. However, on the Honda CRF250F, in the same situations, a much more neutral riding position can be maintained. There was no need for the rider to compensate with additional body positioning; the Honda’s front/rear balance was simply better.

The Honda CRF250F also corners better in most circumstances. It provides more confidence on corner entry, is more stable on the side of the tire, and stays planted all the way through the exit. The Kawasaki KLX230R requires more attention when changing direction as it was more likely not to follow your directions exactly. The chassis of the KLX230R felt shorter than the Honda front to rear, but taller in height, giving it a tippy, almost flighty feeling. It is a little reminiscent of those 130cc pitbike racers that were popular back in the day.

ErgonomicsThe KLX230R is substantially roomier than the CRF250F, making it a good choice for larger riders. On the Honda, the layout is very familiar in terms of seating position and the relationship between the bars, pegs, and seat. The red bike has inherited some true dirt bike DNA from its competition-model sibling, the CRF250R MXer. Close your eyes and swing a leg over it, apart from being just a bit more compact, this trail bike feels very similar to the motocross bike.

ConclusionAfter a lot of testing in tight single-track, open desert, and dirt roads with several different test riders of varying skill levels, it became clear that although these two motorcycles are aimed at the same category, they behave very differently on the trail.The Kawasaki KLX230R accommodates larger riders better with its roomier riding position, and its longer-travel suspension gives it an advantage, particularly with the supple and responsive fork. But, while we did like the nimble feeling of the chassis, it wasn’t as balanced or predictable as the Honda’s. Also, the engine isn’t as flexible or tractable. It does have a small displacement disadvantage, but this would be less noticeable if the horsepower and torque curves were smoother. If you never rode the Honda, you might not notice so much and the midrange feels peppy because of the lumps in the torque curve, but this and the chassis simply made the rider work harder on similar terrain, which in this class is against the playbike ethos.You will pay $150 more for the Honda CRF250F (in 2023 pricing), but its combination of smooth, linear power, immaculate engine tuning, and supple, balanced suspension make the additional cost worth it. More riders could do more with the CRF in all kinds of terrain, which is the very definition of a great play bike.

Specifications