Motorcycle specifications HondaCRF 450 R 2019 Everything at first, then more

The 450 CRF knows its potential and sets out to refine it. Torque and power-to-rev values receive a serious boost, while performance is improved throughout the rev range. The rider now has access to a three-mode starting aid system inherited directly from the racing department. The 2019 chassis features modified suspension settings, a new Renthal adjustable handlebar and several weight-saving developments.

2019 Honda CRF 450 R - Highlights :

the ability to be first out of the gate and first up the timesheet has been the hallmark of the CRF 450 R over the past two years. For 2019, the performance level rises even higher. Significantly higher power and torque values have been extracted from the engine thanks to in-depth work carried out to HRC guidelines on the cylinder head, intake and exhaust. All without compromising low-speed traction.

a three-mode starting aid system directly inspired by the one used by the by HRC has been installed to help the rider - whether a beginner or an expert - splash off the grid at every start. An engaged-gear sensor provides gear-specific ignition mapping, while the PGM-FI injection system has been optimized to inject twice per cycle. Oil pump capacity has been increased and some clutch components redesigned.

the aluminum double-beam frame remains largely unchanged, but its construction has been modified to save weight, as has the swingarm. A new front brake caliper also saves a few grams. In terms of suspension, new hydraulic settings and spring rates have been applied to the ø 49 mm Showa inverted fork to improve its responsiveness. at the rear, the monoshock benefits from a 'Super Finish' treatment and revised ratios for the Pro-Link variable gearing system.

finally, an adjustable Renthal Fatbar is now standard equipment.

in detail :

engine

although the general architecture of the 449 cm3, 4-valve Unicam single-cylinder engine has remained largely unchanged sincee since 2017 - apart from the removal of the kick in 2018 - a host of new details enable the 2019 CRF 450 R to claim increased power and torque figures.

and while the gains are significant (+ 1.8 kW or 2.5 hp at 9,500 rpm and + 2 Nm at 7,500 rpm), they have not been achieved at the cost of a drop in low-end performance. In the end, the power and torque curves are significantly strengthened above 3,000 rpm, while the ability to stay on the edge of the red zone between bends has also been improved.

fundamental bore and stroke dimensions remain fixed at 96 x 62.1 mm, with a volumetric ratio of 13.5 to 1. The shape of the combustion chamber squish zone has been revised, as have the piston skirt, piston rings and connecting rod. The outer casings have also been reworked to achieve a better balance between weight and strength.

a new air filter support doubles the filtration surface area, allowing much more air to pass through to the engine. PGM-FI electronic fuel injection settings have been adapted accordingly, and the system now injects twice per cycle. To further enhance engine performance, a new radiator grille optimizes air flow for greater efficiency.
Finally, a sensor installed on the gearbox enables 3 specific ignition maps to be used depending on the gear engaged (first and second, third and fourth, fifth).

the exhaust system has also evolved, with a difference in diameter between the tubes between the manifold and the exhaust pipe.between the main manifold and the mufflers: the right-hand tube has a diameter of 35 mm, while the left-hand tube has a diameter of 42 mm
(ø 31.8 mm for both tubes previously). At the same time, the overall length of the exhaust line has been increased by 187 mm on the left-hand side, while the right-hand silencer is 98 mm longer.

despite this long list of developments, it's not all about performance. Reliability has always been an important factor in the CRF 450 R's success. A new 5-nozzle oil jet replaces the previous 4-nozzle component to cool the piston, while the oil pump, which previously used a single ø 16 mm suction nozzle, now uses 2 ø 12 mm elements, synonymous with greater capacity.

as for the transmission, several clutch components have been redesigned for greater strength, while the newthe 5-speed gearbox has a final drive ratio of 13 x 49, and the crown gear has been redesigned for greater lightness.

the ignition switch, EMSB (Engine Mode Select Button) map selector, injection warning light and LED are integrated into a small comodo on the left of the handlebars.

new for 2019, the Launch Control system allows the rider to choose from three starting modes.
- Mode 3 / 8,250 rpm, especially for beginners and/or muddy conditions
- Mode 2 / 8,500 rpm, for advanced riders and dry conditions
- Mode 1 / 9,500 rpm, for expert riders and dry terrain

activating the start-assist system is as simple as activating the clutch and pressing the starter button. An LED will flash once to indicate that mode 1 is active. If the starter button is pressed a second time for 0.5 seconds or more, the LED will flash twice to indicate that mode 2 is engaged. Press again and the LED will flash 3 times to indicate that mode 3 has been selected.

the Honda EMSB (Engine Mode Select Button) system adapts the engine's character to the rider's requirements. With the motorcycle static and the engine at idle, a simple press and hold on the dedicated switch for less than a second selects the next map in the sequence.

after a quick press, as with Launch Control, 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 altered using HRC's map-setting system.

cycle part

the objective of the 7th generation double-beam aluminum frame developed for the CRF was clear: optimize cornering efficiency, front-end stability and grip, and rear-end steering, all with a high level of feedback to the rider.

and while the 2019 model's evolutions focus on engine power and control, the chassis has not been forgotten.the chassis has also been improved, with even better overall balance and enhanced agility and traction. Suspension operation has also been revised, both front and rear.

total weight has been reduced by 900g to 107.6kg dry, or 112.3kg in running order. Caster angle and drag have been set at 27.4°/116 mm, with a wheelbase of 1,482 mm.

the aluminum double-beam frame is now narrower and more slender, especially at the flats.the swingarm has also been modified to improve feel and grip, and to save weight.

the rigidity of the 2 cylinder-head mounting plates (left and right) has been optimized, while the structure of the swingarm rests has been improved.while the footrest structure has been modified, going from 6 to 4 reinforcements for a weight saving of around 20%.

fully adjustable, the Showa ø 49 mm inverted fork with springs is simply a version of the Showa factory kit supplied to official Japanese MX Championship teams. For 2019, the spring rate, hydraulic compression and rebound adjustments and oil volume have been modified. at the rear, the fully adjustable Showa monoshock receives a 'Super Finish' treatment to improve its travel performance. Last but not least, new ratios for the Pro-Link variable gearing system significantly smooth the shock absorber's operation as it approaches the compression stop.

the new Renthal Fatbar handlebars - with original foam - help to reduce steering weight while enhancing rider comfort thanks to their flexibility. The fork crown is designed to allow the 26 mm handlebar mounts to be moved forwards or backwards. When the mounts are rotated by 180°, the handlebars have an additional 10 mm of latitude, bringing the number of riding positions available to the rider to 4.

as on the 2019 CRF 250 R, the front brake caliper is of a new, lighter type, with ø 27 and 30 mm pistons compared with 2 x 27 mm in the past. This evolution, combined with the adoption of a new low-expansion hose, improves braking feel and maintains power at a constant level. The new caliper acts on a ø 260 mm petal disc, complemented at the rear by a ø 240 mm disc with single-piston caliper.

the DID aluminum wheels (1.60 x 21 at the front and 2.15 x 19 at the rear) are now black anodized. Both are fitted with Dunlop GEOMAX MX3SF and MX3S tires.

the 2019 CRF 450 R gets a 6.3-liter titanium fuel tank whose shape, along with that of the trim elements, allows the rider to easily displace himself on the machine.the narrower front end and fender shape direct air more effectively to the radiator, whose grille has been redesigned to facilitate airflow.

the trim is integrated directly into the plastic components, making it highly resistant to friction.

News and media credits: Honda