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engine-decompression system more compact on the '07. The exhaust pipe is new, but the redesign had nothing to do with power output. Instead, Honda repositioned the rear of the pipe and silencer 22mm forward, via modifying the subframe, to improve mass centralization, thus mak- ing turn initiation less of an effort. Last year, Honda's engineers reposi- tioned the engine in the fourth-genera- tion twin-spar aluminum frame to make the CR turn and handle better, and they were obviously pleased with the results, since they made only a few minor alterations to the chassis and sus- pension this year. Besides relocating the exhaust pipe, they revalved the 47mm Showa twin-chamber cartridge fork, which include changes to the secondary com- pression stack for less compression damping midstroke. The result? More linear and controlled response from midstroke to full compression. The fork's primary compression valving settings have also changed, and a different shim stack changes the main compression settings, as well. A new front tire was designed exclusively for the '07 CRF450R. The D742FA (80/100-21) Dunlop, with a new knobby pattern and profile, supposedly has better grip on just about every kind of terrain, from hard-pack to mud to sand. Honda says they were looking for better midcorner grip. These subtle changes to the CR's chassis are just that on the track - subtle; you might notice them, you might not. But it doesn't really matter, since the Honda was already the best Open-class thumper when it came to rough straights, big whoops, steep jumps, rutted turns and square- edged braking bumps. There wasn't, and still isn't, anything out there that the Honda can't handle, and handle well. As always, the Honda feels light and very maneuverable both on the track and in the air. One thing that we did notice right away was the front-brake. The new CRF is fitted with a new linkage-type front-brake lever, which 2007 Honda CRF450R JULY 26, 2006 • C Y C L E N E W S 40 yields more mechanical leverage via a straight-line actuating system. Honda claims that stopping power is increased 15 percent, pointing out that they were able to accom- plish this without increasing rotor diameter or caliper size. The CR has always been known for good brakes, but this new design certain- ly raises the bar another notch. The front brake is more powerful and has plenty of feedback, and it truly is a one-finger brake sys- tem. As far as smaller details, a new one-piece cover protects the throttle cable, and the chain guide is claimed to be lighter. Finding fault with the '07 CR is pretty much impossible. One of our test riders said that he wouldn't change a thing - he'd just race it as is and simply maintain it. But he did say that a step-seat would be nice. (Test riders!) Yes, once again Honda performed David Copperfield-type magic on the '07 CRF450R and made it even better. The difference between the '06 and the '07 CRF450Rs might not be like night and day, but these days, when all of the bikes are getting to be so evenly matched, even the slightest improve- ment is a big deal. Big enough to keep the Honda on top of the Open-class throne? Only time will tell. CN 2007 HONDA CRF450R MSRP: ................................................................................................$6,999 ENGINE TYPE: ........................................Liquid-cooled, four-stroke, single BORE x STROKE: ..................................................................96 x 62.1mm COMPRESSION RATIO: ..................................................................12.0:1 VALVE-TRAIN: ..............................................................Unicam; four-valve CARBURETION: ......................................................Keihin 41mm flat-slide IGNITION: ..........................................................CD w/electronic advance TRANSMISSION: ....................................................Close-ratio five-speed FINAL DRIVE: ............................................................#520 chain; 13T/48T FRAME: ........Fourth-generation, aluminum, twin-spar, semi-double cradle HANDLEBARS: ..............................................Aluminum 971 bend Renthal SUSPENSION FRONT: ....................47mm inverted Showa cartridge fork w/ 16-position rebound and 16-position compression damping adj. REAR: ................................Pro-Link Showa single shock w/ spring preload, 17-position rebound damping adj., and compression damping adj. separated into low-speed (13-position) and high-speed (3.5 turns) WHEEL TRAVEL FRONT: ............................................................................................12.4 in. REAR: ................................................................................................12.5 in. BRAKES FRONT: ........................................Single 240mm disc w/ twin-piston caliper REAR: ..............................................................................Single 240mm disc TIRES FRONT: ........................................................Dunlop D742FA 80/100-21 in. REAR: ..................................................................Dunlop 756 110/90-19 in. WHEELBASE: ..................................................................................58.7 in. RAKE: ......................................................................................26.79 degrees TRAIL: ..................................................................................................4.3 in. SEAT HEIGHT: ................................................................................37.6 in. GROUND CLEARANCE: ................................................................13.4 in. CLAIMED DRY WEIGHT: ............................................................217.6 lb. FUEL CAPACITY: ............................................................................1.9 gal. S P E C I F I C AT I O N S The new Honda gets its own Dunlop D742 front tire. To improve bottom-end performance, the exhaust valves have been reduced in size. It's all about power in the 450-class, and the Honda has tons.