intake, a bigger bore, a higher com-
pression ratio, taller gear ratios, and a
longer exhaust assembly. Overall,
Honda says the bike delivers more
than 60 horsepower.
The bike now also meets the AMA's
incoming 109-decibel sound limit thanks
to a 3.5-inch longer header and a 3.4-
inch longer muffler. A dual-resonator de-
sign in the header helps minimize noise,
while the MegaBomb-style expansion
chamber helps maintain power.
Chassis-wise, to make it more
stable, Honda moved the footpegs
back 5mm and kicked the front end out
a bit with a new 27.3-degree head angle
and a 1.4mm longer trail at 117mm.
The rear axle is half an inch higher,
and the overall wheelbase is nearly
half an inch longer at 58.7 inches.
They've upped the fork's spring rate
to 5.2 N/mm and retuned the shock
internals for a more consistent
feeling across the stroke.
Bodywork is all new and a little
wider to improve surface area for the
rider to grip. Symmetrical side panels,
a wider seat pair and lower footpegs
open up the rider triangle. The titanium
fuel tank also increased in capacity
from 1.7 to 1.9 gallons.
Inside the airbox, Honda has
removed the secondary filter cover.
Externally, the skid-plate assembly is
also gone. The only protection you'll
get is the plastic water-pump cover.
The all-new CRF450R also gets a
$400 bump in price. It now retails for
$10,099, surpassing the $10,000
mark for the first time, but it's still less
expensive than most of its rivals.
(Far right top) The fuel
tank holds more fuel, so
no more worrying about
those 30-minute motos.
(Middle) The airbox is
redesigned, and there is
also more contact patch
on the side panels.
(Bottom) Six of the
Honda's 10 pounds of
weight loss come from
the motor.
Calm, cool and collected are three words that best describe the new CRF. It's much more stable than the 2026 model.
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RIDE REVIEW I 2027 HONDA CRF450R
