HONDA CRF450R HISTORY
It wasn’t the first, and it hasn’t always been the best or the fastest, but the Honda CRF450R is the poster child of American motocross. It has been almost from the day it was released in 2002. Prior to that, the world of four-stroke MX had been Yamaha’s private playground, but it still wasn’t mainstream. It was the arrival of the Honda that made us all realize that the world was changing and that motocross would never be quite the same again.
We have had mixed feelings about the CRF throughout its history. There have been years when we loved it and years when we didn’t. We’re not alone in that regard. The Honda has gone through four major revisions in its 12-year history, changing its personality somewhat every time. But, throughout those cycles, it has always maintained the same essence and has always been popular with rank-and-file American motocrossers. Here are the highlights, lowlights, problems and fixes in the life of the Honda CRF450R.
FIRST YEAR—2002
We loved the first CRF right out of the gate. It proved that the single-overhead-cam motor design was alive and kicking. It was the lightest four-stroke motocrosser of its day, and it made smooth, sweet power. But, not everyone loved it. There were complaints about steering, mostly from Yamaha YZ426 lovers, and that launched an industry dedicated to almost imperceptible steering geometry changes. A gaggle of aftermarket triple clamps became available with differing offsets. Virtually all of them were a waste of time. A more substantial fix would come from Honda in 2003, when the bike got different linkage that raised the rear end of the bike and steepened the head angle.
There were minor mechanical issues that first year. The chainguide and slider had a short lifespan, and the seal between the air boot and the airbox was poor. That particular problem would be chronic for years. PC Racing offered a kit that was a good remedy. Another ongoing issue from year one was the clutch, which also had a short lifespan.
Today, that first-year Honda still holds its own against modern bikes. There were no life-threatening mechanical issues and no big slip-ups. Of course, by today’s standards, the performance is, predictably, weak. The fork in particular was harsh, and the power was about 7 horsepower compared to what we have now. But, the bike’s weight was 235 pounds without fuel, which is within a pound or two of the 2014 model.
A SLIGHT REVAMP
Usually, Honda’s pattern is to make big changes and then wait a year or two before making any substantial updates; however, the 2003 Honda CRF450R had some surprising new features. The shock was longer and the rear linkage was altered to make the bike turn sharper. The motor got a new cam, a revised ignition map and a new pipe. The airbox was new and had a larger filter, but this only made service more difficult, as the filter didn’t really fit through the hole on top. Oh well. The Honda also had thicker plastic radiator shrouds and better chain rollers.
On the used-bike market, there isn’t much distinction between the first year and the second year. By now, many of these bikes have modified suspension or aftermarket parts. If you find a bike with aftermarket linkage, it rates higher than one with aftermarket fork clamps.
Another milestone: in 2004, the bike finally got a 7/8-inch aluminum handlebar, just in time for most other brands to go to oversized bars.
A MAJOR REVAMP
By the time 2005 rolled around, it was time for a new bike. Honda redesigned virtually everything around the motor. The frame had different flex characteristics that would make any suspension feel more plush, and on top of that, the suspension components themselves were better. The bike also got a more modern look, with bodywork from the new CRF250R.
What really set the 2005 450R apart, though, was power. It was a sweetheart, and a very fast one at that. The powerband was longer, and it made more on top. This was the start of the Honda’s glory years. In the time between 2005 and the redesign of 2009, Honda was without peer in motocross. In 2006, the engine was tilted forward to bring the crank 5mm lower. The valve-seat material was improved, which dramatically lengthened the time between valve adjustments. It still had some of the same issues with the clutch and airbox, but all that was forgiven by the Honda faithful.
The next big event on the horizon was the coming of the HPSD in 2008—a little steering damper hidden behind the front number plate. The steering geometry was altered to make use of the damper. In fact, it would now rely on the damper to calm down the new front end. The triple-clamp offset was decreased from 24 to 22mm. The fork length was shortened, and the front spring rates were upped. In the motor, the clutch basket was finally strengthened, and the upper rev limit was increased to 11,270 rpm. For most Honda enthusiasts, the 2008 model is the holy grail.
A WHOLE NEW GAME
As the second decade of the 21st century closed in, fuel injection was on the horizon and everyone knew it. To do it properly, virtually everything about the motor would have to be redesigned. Honda took the opportunity to reinvent the CRF450R from scratch. The biggest engineering problem was weight. Fuel injection had already added almost 10 pounds to the 2008 Suzuki, and Honda didn’t want to follow that path. So, the 2009 CRF went on a major weight-reduction plan in order to weigh in at the same weight as the 2008 model.
Unfortunately, the new bike was a sales flop, but most of the problem was due to the global economic meltdown—most, but not all. The new bike was received poorly by the Honda faithful who insisted that the new chassis was nervous. It still had the HPSD system, but it also had steering characteristics that required time to learn. On the plus side, the bike felt light and agile, which was a major accomplishment in light of the EFI-driven weight increase in other 450s. Most of the complaints could be countered with stiffer fork springs.
Mechanically, the bike finally got an easier-to-access airbox, but the clutch problems were worse. They could be partially fixed with an aftermarket basket from Wiseco, Barnett or Hinson, and the feel could be greatly improved with a Magura hydraulic clutch.
THE TWIN PIPE CRF
The next version of the Honda was introduced in 2013, and it was a huge hit with amateur racers everywhere. It had twin pipes, a KYB PSF air fork and some significant engine changes. It was a popular choice in the 450 class. It was the lightest in class, for a short period of time. Detractors continue to criticize the Honda’s handling, and somewhere in the next years it fell behind in the horsepower race. But if you love it, you love it. It was a bike that could be anything you want, because virtually every aftermarket company in the industry spoke the CRF language.
We have had mixed feelings about the CRF throughout its history. There have been years when we loved it and years when we didn’t. We’re not alone in that regard. The Honda has gone through four major revisions in its 12-year history, changing its personality somewhat every time. But, throughout those cycles, it has always maintained the same essence and has always been popular with rank-and-file American motocrossers. Here are the highlights, lowlights, problems and fixes in the life of the Honda CRF450R.
FIRST YEAR—2002
We loved the first CRF right out of the gate. It proved that the single-overhead-cam motor design was alive and kicking. It was the lightest four-stroke motocrosser of its day, and it made smooth, sweet power. But, not everyone loved it. There were complaints about steering, mostly from Yamaha YZ426 lovers, and that launched an industry dedicated to almost imperceptible steering geometry changes. A gaggle of aftermarket triple clamps became available with differing offsets. Virtually all of them were a waste of time. A more substantial fix would come from Honda in 2003, when the bike got different linkage that raised the rear end of the bike and steepened the head angle.
There were minor mechanical issues that first year. The chainguide and slider had a short lifespan, and the seal between the air boot and the airbox was poor. That particular problem would be chronic for years. PC Racing offered a kit that was a good remedy. Another ongoing issue from year one was the clutch, which also had a short lifespan.
Today, that first-year Honda still holds its own against modern bikes. There were no life-threatening mechanical issues and no big slip-ups. Of course, by today’s standards, the performance is, predictably, weak. The fork in particular was harsh, and the power was about 7 horsepower compared to what we have now. But, the bike’s weight was 235 pounds without fuel, which is within a pound or two of the 2014 model.
A SLIGHT REVAMP
Usually, Honda’s pattern is to make big changes and then wait a year or two before making any substantial updates; however, the 2003 Honda CRF450R had some surprising new features. The shock was longer and the rear linkage was altered to make the bike turn sharper. The motor got a new cam, a revised ignition map and a new pipe. The airbox was new and had a larger filter, but this only made service more difficult, as the filter didn’t really fit through the hole on top. Oh well. The Honda also had thicker plastic radiator shrouds and better chain rollers.
On the used-bike market, there isn’t much distinction between the first year and the second year. By now, many of these bikes have modified suspension or aftermarket parts. If you find a bike with aftermarket linkage, it rates higher than one with aftermarket fork clamps.
Another milestone: in 2004, the bike finally got a 7/8-inch aluminum handlebar, just in time for most other brands to go to oversized bars.
A MAJOR REVAMP
By the time 2005 rolled around, it was time for a new bike. Honda redesigned virtually everything around the motor. The frame had different flex characteristics that would make any suspension feel more plush, and on top of that, the suspension components themselves were better. The bike also got a more modern look, with bodywork from the new CRF250R.
What really set the 2005 450R apart, though, was power. It was a sweetheart, and a very fast one at that. The powerband was longer, and it made more on top. This was the start of the Honda’s glory years. In the time between 2005 and the redesign of 2009, Honda was without peer in motocross. In 2006, the engine was tilted forward to bring the crank 5mm lower. The valve-seat material was improved, which dramatically lengthened the time between valve adjustments. It still had some of the same issues with the clutch and airbox, but all that was forgiven by the Honda faithful.
The next big event on the horizon was the coming of the HPSD in 2008—a little steering damper hidden behind the front number plate. The steering geometry was altered to make use of the damper. In fact, it would now rely on the damper to calm down the new front end. The triple-clamp offset was decreased from 24 to 22mm. The fork length was shortened, and the front spring rates were upped. In the motor, the clutch basket was finally strengthened, and the upper rev limit was increased to 11,270 rpm. For most Honda enthusiasts, the 2008 model is the holy grail.
A WHOLE NEW GAME
As the second decade of the 21st century closed in, fuel injection was on the horizon and everyone knew it. To do it properly, virtually everything about the motor would have to be redesigned. Honda took the opportunity to reinvent the CRF450R from scratch. The biggest engineering problem was weight. Fuel injection had already added almost 10 pounds to the 2008 Suzuki, and Honda didn’t want to follow that path. So, the 2009 CRF went on a major weight-reduction plan in order to weigh in at the same weight as the 2008 model.
Unfortunately, the new bike was a sales flop, but most of the problem was due to the global economic meltdown—most, but not all. The new bike was received poorly by the Honda faithful who insisted that the new chassis was nervous. It still had the HPSD system, but it also had steering characteristics that required time to learn. On the plus side, the bike felt light and agile, which was a major accomplishment in light of the EFI-driven weight increase in other 450s. Most of the complaints could be countered with stiffer fork springs.
Mechanically, the bike finally got an easier-to-access airbox, but the clutch problems were worse. They could be partially fixed with an aftermarket basket from Wiseco, Barnett or Hinson, and the feel could be greatly improved with a Magura hydraulic clutch.
THE TWIN PIPE CRF
The next version of the Honda was introduced in 2013, and it was a huge hit with amateur racers everywhere. It had twin pipes, a KYB PSF air fork and some significant engine changes. It was a popular choice in the 450 class. It was the lightest in class, for a short period of time. Detractors continue to criticize the Honda’s handling, and somewhere in the next years it fell behind in the horsepower race. But if you love it, you love it. It was a bike that could be anything you want, because virtually every aftermarket company in the industry spoke the CRF language.
NEXT GENERATION
For 2017, the Honda got its most extensive remake since the coming of fuel injection of 2009. A sixth generation aluminum frame came out with a titanium tank. A coil spring Showa fork returned and the Unicam motor was rethought. The shock was lowered so that air could flow into the engine from above. Most importantly of all (to some riders) electric start became a dealer-installed option.
In 2002, Honda joined Yamaha in the four-stroke MX game. The world would soon change.
By the time the 2005 Honda 450 arrived, it was game on. The Honda helped create the golden age of four-strokes.
In 2009, everything changed. The inevitable coming of fuel injection prompted a whole new engine. Honda redesigned the chassis at the same time.
The 2013 Honda 450 was redesigned and restyled. The twin-pipe layout was created to move weight forward off the rear end of the bike and centralize mass.
Comments are closed.