VOLUME ISSUE FEBRUARY , P109
with high-performance off-road rac-
ing in mind, not to putt around on.
Internal gear ratios are the same as
the motocrosser but is fitted with a
one-tooth larger rear sprocket, 50T
versus 49T, working alongside a 13T
countershaft sprocket.
You don't usually want as stiff a
suspension for off-road racing as
you do for motocross, so the RX's
Showa 49mm coil spring fork and Showa
shock, both fully adjustable, have slightly softer
spring rates than the R.
When you add on things like a kickstand,
skid plate, handguards, an O-ring chain, a larger
fuel tank, and rear sprocket, you also add
on some weight, which explains why the RX
weighs seven more pounds than its motocross
cousin. And, you add price. The RX retails for
$300 more than the motocrosser, but that's
a bargain if you were to buy all these parts
yourself and have them installed (or
save time if you were to bolt them on
yourself) to turn your MX bike into a
competitive off-road racer.
Some of the Honda CRF450RX's
main competitors are KTM's XC-F
450, Beta's 430 and 480 RR Race
models, Sherco's SEF 450, Yamaha's
YZ450FX, and Kawasaki's KX450X.
As you can see, it's a stacked class.
Hitting The Trail
Like your typical Honda CRF450R, the RX feels
slim between your legs, and you can feel the
textured design on the new side panels that
improve leg grip. The radiator shrouds feel thin
at the center point, but you can feel the RX's
larger fuel tank where it tapers outward at the
front versus the motocrosser. The tank also sits
up higher than the R. Compared to the Yamaha
YZ450FX, which carries its fuel under the seat,
(Above L-R) The off-
roader's best friend—
the kickstand. The
CRF450RX's fuel tank
holds nearly a half
gallon more than the
CRF450R motocrosser.
A redesigned airbox
translates into
smoother power.
