2016 HONDA CRF450R
FIRST RIDE
P64
Dunlop MX52 tires, 260mm front
disc brake rotor and 48mm KYB
PSF (Pneumatic Spring Fork) dual
chamber air fork.
FIRST RIDE
As expected, the CRF450 feels a
lot like it did last year, but the funny
thing is, despite having received
zero changes to the motor, the
Honda feels a bit more snappy off
the bottom, and when we asked
the Honda guys about it, they said
that's because the bike gets more
traction out of the turns, so it hooks
up better and gives you the feeling
there is more power on tap when
actually there really isn't. Basically,
Honda found a way to deliver the
power to the ground more effi-
ciently, which makes the bike even
easier to ride than it already was.
It's no secret that the CRF450R
is not the horsepower king of
its class. Not even close. Our
2014 CRF didn't quite crack the
50-horsepower mark on our dyno.
The Yamaha YZ450F, for example,
made 54 horsepower on the same
dyno. But what the Honda lacked
in the pony department was, for
many at least, made up in the
controllability department. All 450s
make a ton of power, even the
Honda, but the CRF's lack of pure
power—in comparison—makes it
easier to manage than some of
the other 450s. That can trans-
late into faster lap times and less
energy being spent by the rider,
which also translates into faster lap
times for longer periods of time.
So, for some, the Honda's engine
might be the way to go, but there
are plenty out there who just
want massive horsepower no
matter what and went looking
elsewhere and probably ended
up parking a Yamaha, KTM or
Kawasaki 450 in their garage.
Still, the CRF's motor is
extremely user-friendly for a
450cc motocrosser. It has a
silky smooth powerband, and it's
not a revver. This motor works
best when it's short-shifted so
you can take advantage of the
meat of the powerband, which is
right about in the middle and just
above. It's power delivery, how-
Just get on and
ride it. Anyone can
adapt to the CRF
quickly.
