Menus
- What you must remember
- Themore
- Theless
- Prices
- Make your2018 Honda CRF 450 R
- Opinion
- Replaces
- The technical aspect
- Competitors
- Gallery
- Related articles
Honda went all out to overhaul its CRF 450 R in 2017. A lot of work, the most important for 8 years, to make it a real combat machine. An engine derived from those of the HRC with an 11% increase in power at high revs and higher torque values over the entire operating range. An all-new 7th generation aluminum frame with new geometry, lower center of gravity and a Showa “factory-type” spring fork from ø 49 mm. A titanium tank, ergonomic plastics and an optional electric starter complete the list of novelties.
The CRF 450 R has been considered one of the best cross-country machines since its launch in 2002. It has totally redefined the notions of balance between engine and chassis, with high but usable power, associated with a cycle part which allows pilots of all levels to make the most of every bit of this power. From the point of view of the rider, whether amateur or competitor, the CRF 450 R has always been a machine offering both total control and the robustness and longevity for which Honda is known..
Of course, the CRF 450 R has never stopped evolving, each improvement resulting from the experience gained in the field thanks to the competition programs followed by Honda all over the world. Thus, over the past 8 years, the CRF 450 R has been perfected through the most complete and demanding competitions. Today, however, it is a revolution more than an evolution that is announced. The favorite cross country of Europeans is indeed entirely new, announcing a serious gain in power, plus a level of traction and efficiency further improved thanks to a new chassis..
Its reactions are different and the driving experience it offers is also different. Concretely, it is faster. Much faster.
Mikio Uchiyama, responsible for the development of the CRF 450 R:
“This is a complete renewal for the CRF 450 R. Nothing has been taken back and we have spared no efforts to offer our customers a motorcycle above the rest. Our goal was to build a motorcycle with Exceptional engine performance, high traction qualities at the rear wheel and a very low center of gravity, all for a significant improvement in acceleration. The development theme was ‘Absolute Holeshot’. We hired and refined the CRF 450 R in the Japanese MX Championship and we have already achieved 5 victories. Today we are proud to offer motocross enthusiasts a machine with such a level of performance “
main Features
In order to be the first at the exit of the grid, at the first turn and at the top of the timesheet, the CRF 450 R has been developed with the direct support of the Honda teams involved in the American AMA and European MXGP championships. With a new engine announcing 11% more power and a chassis dimensioned accordingly, the CRF 450 R is stronger, more efficient and sharper..
And as the motorcycles entered in MX1 represent the pinnacle of competition, the 2016 and 2017 vintages of the CRF 450 R were meticulously compared by the HRC in a series of simulated departures. The power and handling of the new model clearly made the difference, with even faster starts.
The 2017-18 engine uses an innovative intake and exhaust design. At the intake, a more direct duct reduces the resistance to the passage of air, significantly improving combustion efficiency. On the exhaust side, the manifold divides closer to the engine, helping to increase the compression ratio from 12.5 to 13.5, an important factor in obtaining more power..
Developed from the “factory type” element supplied to Japanese MX Championship teams, a Showa inverted spring fork from ø 49mm replaces the current Kayaba air model. On the frame side, the side beams are now more tapered and trapezoidal in order to gain stability and grip at the front while the geometry is completely new: shorter wheelbase and more compact swingarm with adjusted caster angle.
The center of gravity is also lower thanks to things like the titanium reservoir or the upper shock mount placed lower.
All new plastics are involved in aerodynamic performance, their “organic” shape also offering the rider excellent freedom of movement. New dynamic and durable graphics complete the package.
Finally, an electric starter will be available (standard on the French market).
Detailed specifications
Motorization
The 449 cc single cylinder of the CRF 450 R now announces an 11% increase in power at high revs compared to the previous model. In addition, the superposition of the power and torque curves of the 2016 and 2017 vintages clearly shows the performance gain of the new model: it is greater everywhere, especially in the intermediate torque zone and at high revs..
To produce this extra performance, all aspects of the engine have been extensively revised by HRC engineers. The four-valve cylinder head features an all-new Unicam system configuration, with the adoption of a latch that increases intake valve lift by 0.5mm (10mm in total) while exhaust valve lift is also increased from 0.85mm to 8.8mm.
The diameter of the intake valves increased from 2 mm to 38 mm while a specific machining of the seats softened the passage of gases. This is now even more direct with an efficiency increased by 19%. In the same way, the flow is more efficient by 10% on the exhaust side thanks to an angle of the ducts also revised. The two exhaust mufflers are 78 millimeters shorter.
In section, the valve springs appear oval, making it possible to reduce their height and obtain more compact dimensions. The valve angle is now narrower with respectively 9 ° and 10.5 ° at the intake and exhaust against 10 ° / 11.5 ° previously. This modification is in addition to a redesigned piston which improves combustion and determines a compression ratio of 13.5 to 1, increasing by 1 point. A 4-nozzle oil nozzle replaces the previous two-nozzle model to reduce piston temperature and efficiently manage the heat generated by increased compression.
In order to limit friction losses, the piston pin and the distribution latch receive a DLC (Diamond-like Carbon) surface treatment, a material that has excellent durability and abrasion resistance. Bore and stroke values remain unchanged with 96 x 62.1 mm.
Reduced weight and compactness were obtained by following several approaches. Thus, the balancing arm was placed as close as possible to the crankshaft while the primary gear also drives the balance and the oil pump..
The engine uses a pump that now delivers oil to the transmission and clutch under pressure rather than spray, reducing friction, improving lubrication efficiency and significantly limiting pumping losses. A single reserve of oil is used rather than 2, which means that the total capacity (engine plus transmission) goes from 1390 cm3 on the previous version to 1250 cm3 today.
The rotational speed of the primary gear is 30% faster, creating less strain on both the gearbox and the clutch. To make the most of the extra power and torque, the five gears of the gearbox have been upscaled while the final gear ratio is set at 13/49 compared to 13/48 in 2016..
The clutch now has 7 filled discs against 8, with no impact on durability; this new arrangement saves space (it is narrower from 2.6 mm to 77 mm) and weight, but also reduces maintenance costs. The 6 smooth discs have a special material. Finally, a 2 mm thick disc (+ 0.4 mm) dissipates heat more effectively, while the anti-jerk spring is retained to maintain a more efficient connection with the clutch.
The different pilot controls are now grouped together and placed on the left hand: ignition switch, warning light for the EFI electronic injection system, control and indicator with diodes of the EMSB system..
The Honda EMSB (Engine Mode Select Button) system is the key system that allows the character of the engine to be adapted to the rider’s request. Static motorcycle and engine at idle, a simple press and hold on the dedicated switch for 2 seconds allows you to choose the following map in the sequence.
After a quick press, reading the light diode placed on the control allows you to find out the current mapping: one flash for mode 1, 2 flashes for mode 2 … If a new mapping is selected, the choice is also confirmed to the pilot three times.
Mode 1, the standard mode, selects the optimum combination to provide an efficient balance between power and torque. Mode 2 is smoother, with a more progressive feel of the throttle grip. Finally, mode 3 offers a more nervous behavior, with a more aggressive and more instantaneous power. In addition, modes 2 and 3 can also be modified thanks to the mapping adjustment system developed by the HRC.
Cycle part
A completely redesigned chassis gives the rider absolute control over the new power offered by the engine. The objective of this 7th generation of double aluminum beam frame was clear: to optimize the efficiency in turns, the stability and the grip of the front axle, the guidance of the rear axle, all with a high level of feedback feedback towards the pilot.
The main visual change is in the beams which are now trapezoidal in shape, which translates into more stability, grip and feel at the front axle. Torsional stiffness is reduced by 6.8% – lateral stiffness remains unchanged – to improve cornering ability and feel. In the end, the new frame is 270 gr lighter than the previous model. Now made of extruded aluminum, the end of the rear loop also drops 225 gr.
There were also many other less visible changes to the geometry and dynamic parameters of the frame. The center of gravity is lowered by 2.7 mm, the wheelbase is shorter by 10 mm (1,482 mm), the distance between the front wheel axle and the swingarm axle is increased by 13 mm for increase to 913mm while the distance between the swingarm axle and the rear wheel axle is reduced from 23mm to 569mm. This new geometry transfers more weight to the rear wheel for better grip, one of the main objectives of the development..
Caster angle and drag are set at 27.4 ° / 116mm against 27.1 ° / 116mm previously. The total weight is 110.6 kg (without starter).
The CRF 450 R is a thinner, more compact machine that is even easier to operate thanks to a lower center of gravity. Its new geometry loads the rear tire more for better traction in line with the grip and the superior sensations claimed by the front axle, in particular at the limit..
The CRF 450 R is now fitted with an inverted “factory type” fork with springs of ø 49 mm, a fully adjustable version from the kit provided by Showa to teams entered in the Japanese MX championship. It is therefore not an evolution of the 48 mm fork installed on the 2014 CRF since the differences affect practically all the characteristics: the main trigger cartridge has a diameter of 25 mm against 24, the stem is 14 mm against 12.5 while the secondary cartridge for the management of the compression is a model of 39 mm against 37 mm. As one is entitled to expect from suspensions very concretely intended for competition, the behavior is flexible, progressive and offers first-rate control..
The fully adjustable Showa rear shock top mount has been lowered by 39mm while the shock itself is installed in the machine axis (it was offset 5mm previously), improving mass centralization and high speed stability. At 599mm, the swingarm is 18mm shorter, with thinner spokes. It is also 220 gr lighter..
At the front, a petal disc of ø 260 mm associated with a 2-piston caliper provides both powerful and easily controlled braking; it is completed at the rear by a disc of ø 240 mm with single piston caliper. Aluminum rims (21 x 1.6 at the front and 19 x 2.15 at the rear) limit unsprung weight; both are equipped with Dunlop MX3SF and MX3S compounds.
The CRF 450 R now has a 6.3 l titanium tank, 513 gr lighter than the plastic component it replaces. This reduction of half a kilo in the weight of the machine contributes significantly to the lowering of the center of gravity..
The fluidity of the lines of the new plastics help the rider to move easily, the front part being also narrower: the width at the level of the radiators and the scoops behind has been reduced by 30 mm while the new shape of the front fender directs air more efficiently to radiators.
The casing is also covered with a new graphic supported by a resistant and anti-scratch film which covers a large part of the surface..
What you must remember
Themore
Theless
Prices
9 399 €
Price
nine
Compare
the credits
Make
your2018 Honda CRF 450 R
Estimate, calculate and compare the cost of insuring your motorcycle.
Calculate the cost of
insurance
Test the price of the motorcycle insurance specialist
Opinion
on 5 opinion
users
Read the reviews
Replaces
CRF 450 R 2017
Model marketed in
2011
2012
2013
2014
2015
2016
2017
2018
2019
2020
2021
The technical aspect
2018 Honda CRF 450 R
- Frame
- Frame: Double beam and single split aluminum cradle
- Tank: 6.3 liters
- Seat height: 955 mm
- Length: 2,183 mm
- Width: 827 mm
- Height: 1,274 mm
- Wheelbase: 1,482 mm
- Weight in running order: 110.6 kg
- Train before
- Telehydraulic inverted fork Ø 49 mm, deb: 305 mm
- 1 disc Ø 260 mm, 2 piston caliper
- Front wheel:
80/100
– 21
- Transmission
- 5-speed gearbox
- secondary by chain
- Rear axle
- Mono-shock, deb: 314 mm
- 1 disc Ø 240 mm, 1 piston caliper
- Rear wheel:
120/80
– 19
- Motor
- Single cylinder
in line
, 4 stroke - Cooling: by water
- Injection Ø nc
- 1 ACT
- 4 valves
-
449.70 cc
(96 x 62.1 mm) -
≈ 60
ch - Compression: 13.5: 1
- Crit’air:
Detached pieces
exhaust
motor
fluid
electricity
filtration
braking
chain kit
Competitors
2018 KTM 450 SX-F
Kawasaki KX 450 F 2018
Yamaha YZ 450 F 2018
Gallery
Related articles
-
The 2016 CRF 250 R claims a substantial gain in power at high revs thanks to the adoption of a new cylinder head, a new connecting rod and a new piston…
-
Honda did a hell of a job on their cross-country machine. Faced with very sharp competition, the 250 CRF had to evolve and the result is there: it…
-
Since 2016, the CRF 250 R has claimed a substantial gain in power at high revs thanks to the adoption of a new cylinder head, a new connecting rod and a…
-
In 2018, the CRF 250 R took an important step forward by inheriting the “Absolute Holeshot” philosophy of the 2017 CRF 450 R. Thanks to a 7th generation…
-
Honda CRF 1000 L AFRICA TWIN 2018
The Africa Twin brilliantly put Honda back into land and escape fantasies. As the Crosstourer is positioned on one side of the road to follow the…
-
THE hen the likeable Ninja 250 R appeared in 2008, it hardly suffered from competition in a category not common in Europe. Then the Ninja 300 R took over…
-
For its 2021 vintage, the Honda CRF 450 R benefits from a long list of improvements. To begin with, 2kg have been gained on the frame and the rear loop….
-
The 450 CRF knows its potential and is committed to refining it. Torque and power values in the revs receive a serious boost while performance is…
-
Honda went all out to redesign its CRF 450 R. A lot of work, the most important for 8 years, to make it a real combat machine. An engine derived from…
-
The 2013 Honda CRF 250 R was a neat evolution of the previous model, the very one that won the two US Supercross Lites titles in 2012. For 2014,…