VOL. 52 ISSUE 40 OCTOBER 6, 5015 P61
it delivers it; it does so via one of the
easiest-to-manage powerbands in
its class. Still, there is no substitute
for pure horsepower in this horse-
power-hungry class. As a result,
Honda massaged the CRF's motor
to give it more power from bottom to
top while trying to maintain its overall
well-liked and user-friendly delivery.
Honda made several changes
to the motor for 2016. It now has
lighter (and stronger) titanium ex-
haust valves, a new camshaft and
lighter valve springs. The piston
is also lighter but has also been
redesigned to produce a bump in
compression. The compression ra-
tio has gone up from 13.5 to 13.8:1.
More compression usually adds
up to more power. There is also a
lighter piston connecting rod. The
common denominator here, as you
probably have already figured out,
is weight, as in less weight of many
of its most important moving parts.
Less weight means quicker revs,
more power, and a more efficient
delivery of power.
Honda also re-ported the cylin-
der head to improve airflow. And,
speaking of airflow, they've also
revised the intake air boot.
Capping things off in the engine
department, they redesigned the
exhaust resonator to boost bottom-
end performance, and they also re-
mapped the fuel-injection settings.
The dual mufflers also breathe
better and the left radiator is slightly
larger for better cooling of the now
more powerful motor.
You'll notice the result of all of
these performance-enhancing
engine changes right away on the
The CRF's Showa
SFF-TAC air
fork has more
adjustability. It
soaks up the hard
landings without
wincing.
