Honda CRF450RX 2018 — Specifications

For nearly a decade, enduro enthusiasts who wanted to ride Honda had to turn to specialists like HM or Red Moto to convert motocross machines into road-legal bikes. A surprising gap in the lineup of a manufacturer so dominant in off-road. With the 2017 Honda CRF450RX, Tokyo finally takes matters back into its own hands and marks its grand return to the category with a weapon built for the special stage. Not a simple cosmetic spin-off of the CRF 450 R, but a genuine machine designed to devour liaison kilometers and deliver serious performance between the markers.

The technical foundation, it must be said, is solid. This Honda 450 CRF in RX trim inherits the completely overhauled engine from the R — the first major redesign in eight years. The 449 cc single-cylinder produces 60 horsepower, gaining 11% in power over the previous generation while retaining a high 13.5:1 compression ratio with a 96 mm bore and 62 mm stroke. The four-valve Unicam valvetrain features DLC coating on the piston pin and rocker arms to reduce friction. Everything runs through a five-speed gearbox and a 13x50 final drive ratio, slightly taller than on the motocross version. The real difference lies in the PGM-FI injection maps, deliberately softened to deliver a more progressive power delivery. The EMSB selector on the handlebar lets you toggle between three modes: an all-around setting, a smooth mode for the end of special stages when your arms are pumped, and an aggressive mode that brings back the raw character of the R. The standard electric starter, meanwhile, will prevent many a cold sweat at the bottom of a rocky scree.

On the chassis side, the Honda CRF450RX is built around the seventh generation twin-spar aluminum frame, whose main spars adopt a trapezoidal profile. Torsional rigidity drops by nearly 7% compared to the previous version — a deliberate choice to improve feel during weight transfers. The 1,476 mm wheelbase, revised geometry with a lower center of gravity, and rearward-biased mass distribution promote traction on loose terrain. The seat height peaks at 960 mm, which rules out smaller riders from the start, and the 328 mm ground clearance allows full commitment over the roughest sections. On the scales, 118 kg wet: a contained weight that places this machine in the upper-middle range of the category against rivals like the KTM 450 EXC-F or the Husqvarna FE 450.

The Showa suspension deserves a closer look. The 49 mm inverted fork derives directly from the kit supplied to factory teams in the Japanese MX championship, with damping recalibrated to softer compression than the R. The Pro-Link rear shock, sprung at 52 N/mm versus 54 on the motocross version, follows the same logic of increased comfort without sacrificing high-speed support. Everything remains fully adjustable in preload, rebound, and compression. Braking relies on a 260 mm petal disc up front with a two-piston caliper, complemented by a rear disc. Effective and easy to modulate, nothing more. The Dunlop Geomax AT81 tires in 90/90-21 and 120/90-18 are a sensible choice for versatile use, even if demanding riders will quickly swap to more terrain-specific rubber.

Then there's the question of positioning. At 10,500 euros, this 2017 Honda CRF450RX is clearly aimed at the competitive rider or the committed practitioner looking for a top-tier enduro with no compromises. The 8.33-liter tank limits range on long liaison sections, and the 15-hour service intervals are a reminder that this is a pure racing tool. It's not a Sunday trail bike or a disguised supermoto. It's a high-level enduro, built to attack, that puts Honda back in a fight where KTM and Husqvarna had been reigning unchallenged. The wing is back in the battle, and that's good news for the entire field.