Lighter. Much lighter. With a new HRC-honed chassis balance and suspension that deliver faster corner speeds to build quicker lap times lap, after lap. And an engine that drives you from nowhere to the red zone, with total control in your right hand.
We’ve taken the CRF450R and upped the game. That’s what winning an MXGP world championship is all about. A completely new frame saves weight and features a factory-rider rigidity balance, with revised steering geometry and suspension that shred turns. The engine features a redesigned intake, cylinder head and exhaust system that deliver stronger mid-range power and low-rpm torque, with smooth throttle response. A revised decompression system and new hydraulic clutch add relentless tenacity. Honda Selectable Torque Control (HSTC) offers 3 modes of power management for ultimate rear wheel traction, while HRC Launch Control owns the first 100 metres. And its new bodywork is slimmer, lighter and easier to move around. Seizing the holeshot and building your lead has never been easier. Neither has the win.
Quickly flick through the advanced features of this extraordinary motorcycle.
Saving 700g, the tapered aluminium twin-spar frame now features narrower main tubes and a new rigidity balance – with 20% less lateral stiffness – to amp up every single aspect of your cornering performance. Both top and bottom yokes and swingarm are tuned to match. The steering geometry is sharper, with increased ride height and ground clearance.
A larger airbox (with tool-free filter access) plus new throttle body and injector, pump mixture in, while revised ovalized exhaust ports breathe through a lightweight 2-1 exhaust and single muffler. The clutch gains an extra plate and hydraulic control, for consistent lever feel while the decompression system boosts low-rpm stall resistance.
Mode 1 has a long reaction time with the lightest intervention, useful for reducing wheelspin in tight corners. Mode 3 intervenes much quicker, and stronger for slippery, muddy conditions and Mode 2 is mid-point between the two.
Own the first 100 metres. Developed with direct input from HRC’s racers, the 3-Level Launch Control gives options to make the best start possible – whether pro-level rider or beginner, and whatever the riding conditions.
The EMSB alters the engine’s power and torque characteristics and three maps are available to suit riding conditions or rider preference: Mode 1 is the balanced, standard map, Mode 2 is smooth, and Mode 3 aggressive.
You don’t achieve success like the CRF450R has without something extra, and rock-solid reliability has always been a big factor; a five-hole piston oil jet cools and lubricates, while the large-capacity scavenge pump employs twin 12mm drums. A smaller fuel pump saves weight but maintains flow.
The seat is shorter, lighter and 10mm lower at the rear. The sidepanels and radiator shrouds are also slimmer and lighter and attach with just four bolts each side. An adjustable-position aluminium Renthal Fatbar (839) is standard for total feel and control.
The 49mm Showa steel spring front fork has an extra 5mm stroke and is fully adjustable for spring preload and rebound/compression damping. The Showa rear shock is also fully adjustable, with new, larger valving and a lightweight steel spring for faster response and bump absorption.
Championships are not won by luck. They’re won by design. Ask HRC and Tim Gajser. So, we looked at every single part of the CRF450R and made it better, thanks to their efforts. For starters, it’s 2kg lighter, which you notice, instantly. We started with the chassis. Narrower main spars shave 700g and a new, simplified subframe saves 320g. Most importantly, what you feel has been upgraded; the rib positions behind the swingarm pivot points have been changed and with torsional rigidity maintained, lateral rigidity is reduced by 20% to increase corner speed, traction and steering accuracy. The aluminium swingarm has a rigidity balance tuned to match the frame, thanks to narrower arms. The Pro-Link ratio is also revised. Rake and trail are tighter for sharper steering and there’s more ground clearance. Showa’s 49mm USD coil spring fork has an extra 5mm stroke and the axle clamps’ rigidity increased, along with the top and bottom yokes. Larger main piston valving in the Showa rear shock give faster response and improved bump absorption. And the spring uses super-lightweight steel.
There’s more power from 5,000rpm up. And for a stronger, smoother low-rpm torque feel, the airbox is larger with tool-free access to the filter. It feeds a redesigned throttle body, which optimises intake efficiency. A steeper injector angle sprays fuel all the way back to the butterfly, improving throttle feel. And the decompression system is new; its counter-weight moves from the right of the camshaft to the left, giving more stable operation at low rpm with increased stall-resistance. Twin exhaust ports use an ovalized exit and a new single downpipe and muffler saves 1.24kg. The clutch has an extra plate and is hydraulic, improving both control and feel at the lever (it’s 10% lighter) as well as delivering consistent lever clearance when things get hot. Really hot. Saving precious grams are a new magnesium cylinder head cover and smaller, lighter fuel pump.
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