Honda CRF450R 2017 — Specifications

Eight years. It took Honda eight years to put its Honda CRF450R back on the operating table and start from scratch. Not a simple cosmetic facelift, not a mapping update to look good in the catalog. No, the 2017 model year is a complete overhaul, from crankcase to handlebar, designed with HRC engineers and validated on the starting gates of the Japanese MX championship. The developers' motto came down to two words: "Absolute Holeshot." Meaning: be the first into the turn. And when you know the pedigree of this machine born in 2002, which redefined what balance means between a fierce single-cylinder and a chassis capable of taming it, you grasp the ambition of the project.

The heart of the beast remains a 449.7 cc single, but the internals have been rethought by HRC from top to bottom. The Unicam system adopts a finger follower that increases intake valve lift, the intake ports gain 19% in efficiency, and the compression ratio climbs from 12.5:1 to 13.5:1. The result: 60 hp at 9,000 rpm and 48 Nm of torque available from 7,000 rpm, representing 11% more power in the upper rev range compared to the 2016 model year. DLC coating on the piston pin and finger follower reduces internal friction, while lubrication switches to a pressurized system rather than oil mist. The five gearbox ratios have been respaced to exploit this extra horsepower, and the EMSB system offers three maps: standard, smooth, or aggressive. Enough to adapt the engine's temperament depending on whether you're tackling hard and slippery ground or loose and deep terrain.

On the chassis side, the aluminum twin-spar frame is in its seventh generation. The spars adopt a trapezoidal profile that reinforces front-end stability without adding weight, while torsional rigidity drops by 6.8% to improve cornering precision. The wheelbase shortens to 1,492 mm, the swingarm loses 18 mm, and the center of gravity drops by 2.7 mm. This last point is reinforced by the adoption of a 6.43-liter titanium fuel tank, half a kilo lighter than the old plastic tank, mounted low in the chassis. The 49 mm Showa inverted spring fork replaces the former Kayaba air fork: it's a component derived from the kit supplied to Japanese factory teams, fully adjustable in rebound and compression. The Showa Pro-Link rear shock, now centered on the machine's axis, completes a shortened rear end that loads the tire more for improved traction. On the scales, the 2017 Honda CRF450R comes in at 110.2 kg wet. That's a contained weight for the class, even if the Yamaha YZ450F and Kawasaki KX450 are playing in the same ballpark.

Speaking of the competition, the question of price arises. The Honda CRF450R costs 9,599 euros, a price comparable to the 2019 Yamaha YZ450F and the Kawasaki KX450 on the American market where these three rivals meet around $9,299. The Honda stands out through its legendary reliability and the addition of a standard electric starter on the French market, a convenience that weekend riders will appreciate after a crash at the bottom of a rut. The seat height perched at 953 mm and ground clearance of 330 mm are reminders that this machine is aimed above all at committed motocross riders, whether experienced amateurs or regional competitors. Beginners looking for their first Honda CRF 450 will need to tame a character that remains sharp, especially in mode 3. This 2017 model year, the very one that laid the foundations for developments through to the 2019 Honda CRF450R and beyond, remains a benchmark in the recent history of Japanese motocross. Tim Gajser was certainly not mistaken when he chose the CRF platform for his victorious MXGP campaigns.