Motorcycle specifications HondaCRF 450 R 2018 The challenge is met

Honda has pulled out all the stops to revamp its CRF 450 R for 2017. A major overhaul, the most important in 8 years, to turn it into a true fighting machine. An HRC-derived engine with 11% more power at higher revs and higher torque values across the entire operating range. An all-new 7th-generation aluminum frame with new geometry, a lower center of gravity and a ø 49 mm "factory-style" Showa spring fork. A titanium fuel tank, ergonomic plastics and an optional electric starter complete the list of new features.

the CRF 450 R is regarded as one of the best cross-country machines since its launch in 2002. It has completely redefined the balance between engine and chassis, with high but usable power combined with a chassis that allows riders of all levels to make the most of every bit of that power. From the rider's point of view, 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 renowned.

of course, the CRF 450 R has never ceased to evolve, each improvement resulting from experience gained in the field through Honda's racing programs around the world. Thus, over the past 8 years, the CRF 450 R has been perfected through the most comprehensive and demanding competitions. Today, however, a revolution rather than an evolution is announced. Europe's favorite cross-country bike is in fact completely new, announcing a serious gain in power, plus an even higher level of driveability and efficiency thanks to a new chassis.

Its reactions are different, and so is the riding experience it offers. In concrete terms, it's faster. Significantly faster.

mikio Uchiyama, CRF 450 R development manager:

"This is a complete renewal for the CRF 450 R. Nothinghas been taken back. Nothing has been taken back, and we've spared no effort to offer our customers a bike that stands out from the crowd. Our aim was to build a bike with exceptional engine performance, high rear-wheel traction and a very low center of gravity, all with significantly improved acceleration. The development theme was 'Absolute Holeshot'. We entered and refined the CRF 450 R in the Japanese MX Championship, and have already taken 5 victories. Today, we're proud to offer motocross enthusiasts a machine with this level of performance"

key features

in order to be first out of the gate, first around the corner and at the top of the timesheets, the CRF 450 R has been developed with the direct support of the Japanese motocross teams.developed with the direct support of the Honda teams competing in the American AMA and European MXGP championships. With a new engine that boasts 11% more power and a correspondingly larger chassis, the CRF 450 R is stronger, more efficient and sharper.

and since the bikes entered in MX1 represent the pinnacle of the competition, the millé2016 and 2017 CRF 450 R models were meticulously compared by HRC in a series of simulated starts. The power and handling of the new model clearly made the difference, with even faster starts.

the 2017-18 engine features an innovative intake and exhaust design. on the intake side, a more direct duct reduces resistance to air flow, significantly improving combustion efficiency. On the exhaust side, the manifold is split closer to the engine, helping to increase the volumetric ratio from 12.5 to 13.5, an important factor in obtaining extra power.

developed from the "factory-type" element supplied to the Japanesejapanese MX Championship teams, an inverted fork with ø 49 mm Showa springs replaces the current Kayaba air model. On the frame side, the side beams are now more tapered and trapezoidal in shape to enhance stability and grip at the front, while the geometry is completely new: shorter wheelbase and more compact swingarm with adjusted rake angle.

the center of gravity is alsothe center of gravity is also lower, thanks to features such as a titanium fuel tank and a lower upper shock absorber mount.

All-new plastics contribute to 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

engine

the CRF 450 R's 449 cm3 single-cylinder engine now boasts an 11% increase in power at high revs over the previous model. What's more, an overlay of the power and torque curves for the 2016 and 2017 vintages clearly shows the new model's performance gain: it's greater everywhere, particularly in the mid-torque zone and at high revs.

to produce this extra performance, all aspects of the engine have been thoroughly revised by HRC engineers. The four-valve cylinder head features a completely new configuration of the Unicam system, with the adoption of a latch that increases intake valve lift by 0.5 mm (10 mm in total), while exhaust valve lift is also increased by 0.85 mm to 8.8 mm.

intake valve diameter is increased by 2 mm to 38 mm, while special machining of the seats softens the gas passage. This is now even more direct, with 19% greater efficiency. Similarly, exhaust flow is 10% more efficient, thanks to a revised pipe angle. Both exhaust silencers are 78 mm shorter.

in cross-section, the valve springs appear oval-shaped, reducing their height and making for more compact dimensions. Valve angles are now narrower, at 9° and 10.5° respectively at intake and exhaust, compared with 10°/ 11.5° previously. This modification is combined with a redesigned piston that improves combustion and determines a volumetric ratio of 13.5 to 1, an increase of 1 point. A 4-nozzle oil jet replaces the previous two-nozzle model to reduce piston temperature and effectively manage the heat generated by higher compression.

to reduce frictional losses, the piston pin and timing pin receive a DLC surface treatment.receive a DLC (Diamond-like Carbon) surface treatment, a material with excellent durability and abrasion resistance. Bore and stroke values remain unchanged at 96 x 62.1 mm.

reduced weight and compactness have been achieved through several approaches. For example, the balancer arm has been positioned as close as possible to the crankshaft, while the primary gear also drives the balancer arm and the oil pump.

the engine uses a pump that now distributes oil to the transmission and clutch under pressure rather than by spraying.reducing friction, improving lubrication efficiency and significantly reducing pumping losses. A single oil reservoir is used instead of 2, which means that total capacity (engine plus transmission) rises from 1,390 cm3 on the previous version to 1,250 cm3 today.

primary gear rotation speed is 30% faster, creating less stress on both gearbox and clutch. To make the most of the extra power and torque, the gearbox's five ratios have been rearranged, while the final drive ratio has been set at 13/49, compared with 13/48 in 2016.

the clutch now has 7 discs instead of 8, with no impact on durability; this new arrangement saves space (narrower by 2.6 mm to 77 mm) and weight, but also reduces maintenance costs. The 6 smooth discs feature a special material. Finally, a 2 mm thick disc (+ 0.4 mm) dissipates heat more efficiently, while the anti-shock spring is retained to maintain a more effective connection with the clutch.

the various rider controls are now grouped together and positioned on the left hand side: ignition switch, EFI warning light, EMSB mode control and LED indicator.

honda EMSB (Engine Mode Select Button) is the key system for adapting engine character to rider demand. With the motorcycle static and the engine at idle, a simple press and hold on the dedicated switch for 2 seconds selects the next map in the sequence.

after a quick press, the LED on the switch indicates the current map: one flash for mode 1, 2 flashes for mode 2... If a new map is selected, the choice is also confirmed to the driver three times.

mode 1, the standard mode, selects the optimum combination to deliver an effective balance between power and torque. Mode 2 is gentler, with a more progressive throttle feel. Finally, mode 3 offers more responsive behavior, with more aggressive, instantaneous power. Modes 2 and 3 can also be modified using HRC's map-setting system.

cycle

a totally redesigned chassis gives the rider absolute control over the new engine's power delivery. The objective of this 7th generation double-beam aluminum frame was clear: to optimize cornering efficiency, front-end stability and grip, and rear-end steering, all with a high level of feedback to the rider.

the main visual change is in the beams, which are now trapezoidal in shape, resulting in greater front-end stability, grip and feel. Torsional rigidity is reduced by 6.8% - lateral rigidity remains unchanged - to improve cornering ability and feel. All in all, the new frame is 270g lighter than its predecessor. Now made from extruded aluminum, the end of the rear buckle is also 225g lighter.

numerous other less visible changes have also been made to the frame's geometry and dynamic parameters. The center of gravity is lowered by 2.7 mm, the wheelbase is 10 mm shorter (1,482 mm), the distance between the front wheel axle and the swingarm axle is increased by 13 mm to 913 mm, while the distance between the swingarm axle and the rear wheel axle is reduced by 23 mm to 569 mm. This new geometry transfers more weight to the rear wheel for improved grip, one of the main objectives of the development.

caster angle and drag are set at 27.4°/116 mm, compared with 27.1°/116 mm previously. Total weight is 110.6 kg (without starter).

the CRF 450 R is slimmer, more compact and even easier to operate, thanks to a lower center of gravity. Its new geometry puts more weight on the rear tire for better traction, in line with the superior grip and feel claimed by the front end, especially at the limit.

the CRF 450 R is now equipped with a "factory-style" inverted fork with ø 49 mm springs, a fully adjustable version from the kit supplied by Showa to teams competing in the Japanese MX championship. It's not an evolution of the 48 mm fork installed on the 2014 CRF, since the differences affect virtually every feature: the main rebound cartridge has a diameter of 25 mm versus 24, the stem is 14 mm versus 12.5, while the secondary cartridge for compression management is a 39 mm model versus 37 mm. As you'd expect from a suspension designed specifically for racing, the ride is smooth, progressive and offers first-rate control.

the upper mount of the fully adjustable Showa rear shock absorber has been lowered by 39 mm, while the shock absorber itself is mounted in the centreline of the rear axle.the shock absorber itself is mounted in line with the machine axis (previously it was offset by 5 mm), improving mass centralization and high-speed stability. At 599 mm, the swingarm is 18 mm shorter, with thinner arms. It is also 220g lighter.

at the front, a ø 260 mm petal disc combined with a 2-piston caliper ensures braking that's both powerful and easy to control. at the rear, it's complemented by a ø 240 mm disc 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 fitted with Dunlop MX3SF and MX3S rubber.

The CRF 450 R now features a 6.3-liter titanium fuel tank, 513 grams lighter than the plastic component it replaces. This half-kilo reduction in weight contributes significantly to the machine's lower center of gravity.

the flowing lines of the new plastics help the rider to move around easily, while the front end is narrower: the width of the radiators and rear scoops has been reduced by 30 mm, while the new shape of the front mudguard directs air more efficiently towards the radiators.

the cladding also features new graphics supported by a tough, scratch-resistant film that covers a large part of the surface.

News and media credits: Honda