How many corners are there on your favourite motocross or Supercross track? Each one of those leads directly from the starting gate to the winner’s circle—at least when you’re riding a Honda CRF450R. With optimised frame rigidity and improved suspension, the stability and bump absorption makes the bike more stable while delivering faster turns. The engine’s power delivery starts off deep down for corner drive, and just keeps building until it’s at maximum roost. Forget about clutch fade, adjustment, or hand fatigue with the hydraulic system. Lighter than ever, the CRF450R explode out of corners when it’s time to increase your lead.
Performance
Honda’s Unicam cylinder heads combine the best of single- and double-overhead-cam designs. With redesigned auto decompression hardware and the cam positioned on the left side, the result is less stalling at very low RPM (think deep into a turn without downshifting) as well as better rideability. The CRF450R cylinder head’s biggest feature is its oval-shaped centralized exhaust port. Together with the single-muffler exhaust, it boosts power from 5000rpm up and increases exhaust efficiency. Lightweight titanium intake valves cut down on reciprocating mass and combined with smaller valve springs, reduce overall engine height.
Notice that button on the handlebar by the clutch perch? The CRF450R gets our Honda Selectable Torque Control (HSTC). You can choose from one of three settings to perfectly dial your bike in depending on how much traction is available.
The CRF450R features a downdraft intake tract and FI body to help increase both power and fuel-metering precision. It’s part of the reason the CRF450R offers such explosive power and massive torque, especially out of the starting gate and in the critical first 30metres of the race to the first turn. We’ve changed the angle where the fuel-injector fits into the CRF450R’s intake tract. By steepening the angle from 30 to 60 degrees, the injector now sprays fuel all the way back to the throttle butterfly. The engine gets a cooler, denser fuel charge for more power and better torque. It’s little details like this that put the CRF450R up front.
Out with the old cable-actuated clutch and in with the first hydraulically actuated clutch we’ve offered outside of our works bikes. Made by Nissin, it’s the same design as in our Grand Prix MX machines and performs better than third-party conversions. You get a clutch-lever pull that’s lighter at its peak, even though it’s paired with a new, stronger 8-plate clutch. Plus, you’ll never have to worry about making a clutch-cable adjustment, even during the longest events. We’ve also made improvements to the clutch assembly itself. Say good-bye to clutch fade—we’ve upped the number of clutch plates from seven to eight, to improve durability and hook up. That means 85 percent less slip at peak horsepower and 27 percent more total torque transmission through the clutch pack.
Features
We’ve increased the front suspension’s stroke by 5mm, for better handling and rider comfort. Also, we redesigned the axle holding fixtures at the bottom of each fork leg—that increases rigidity, and enhances steering precision and suspension performance.
The 49mm Showa fork features a conventional spring design that helps increase the CRF450R’s front-suspension precision, handling and feel. The spring rate provides better bottoming resistance and improved handling.
Great handling starts with a superior frame and we’ve made some big changes to our CRF450R’s chassis. First, it’s lighter—about 1 kilogram lighter. By making the frame’s main spars narrower, we saved weight, but more importantly, we made the chassis more responsive by reducing lateral rigidity 20 percent. The result is a bike that gets into, around, and out of corners faster. Body work is slimmer, with less and we reduced the total number of pieces and fasteners needed to remove the body panels so maintenance just got easier too. We totally redesigned the rear subframe to make it nearly half a kilo lighter and along the way simplified its construction too.
The narrow swingarm, designed in conjunction with the frame, uses narrow main members (just like the frame uses narrow main spars), to match the swingarm’s lateral rigidity to the rest of the chassis. The titanium fuel tank is also light and strong, while freeing up more space and helping to centralize fuel mass.
Enquiry For: Honda CRF450 RR
$1,000 deposit for: Honda CRF450 RR
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Additional costs may be applicable. Repayments are based on 11.95% over 60 months with 10% deposit.
Comparison rate 12.54% and is based on a secured consumer fixed rate loan of $30,000 over a term of 60 months.
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