Despite softening the bike up, I didn't
feel like the base package was overly
stiff and it's a good starting point. I
believe it's easier to make a stiff bike
softer than it is to make a soft bike
stiffer, at least from a track-day clicker
standpoint.
Another big talking point is the en-
gine. With the '21 and '22 CRF450Rs,
I always opted for the smoother
map-two option because I liked the
toned down and more rideable power
character. This year, however, the
smaller throttle body and intake port
have done that job for me. I jumped
to map two right away like I usu-
ally do, but a few laps in, I felt it was
too smooth! Uncharacteristically, I
QUICKSPIN I 2023 Honda CRF450R
P94
switched to the standard map one
and was pleasantly surprised with the
well-rounded feeling it gave the motor.
A meaty pop from down low, a long
carry through the middle, and a strong
top-end range made map one my
favorite of the three. Map two is still
a solid all-around platform, especially
for wet or slick conditions, and riders
who enjoy a smoother, more rideable
map will continue to favor this setting.
Neither of our riders was too keen
on map three due to its hard-hitting
nature. It may be suitable for more
aggressive riders but not for us. Three
traction-control modes are still avail-
able, so you again have a lot of mixing
and matching at your fingertips.
(Bottom left) The
"R" and "RWE"
come with black
rims, while the 50th
Edition comes with
gold rims. (Bottom
right) The blue
seat cover with the
old-school lettering
gives the 50th
Anniversary
edition that David
Bailey look.
(Right) We're liking
the gold-colored
Renthal Fatbars.
(Left) In the name
of "feel," the '23
CRF450Rs now use
steel upper engine
mounts instead of
aluminum.
