Mods That Will Make You Love Your 2021 Honda CRF450R More

You have no idea how much I love/hate this 2021 Honda CRF450R/WE. This bike calls my name every time I walk out into the shop and like the sucker that I am, I always crawl back to it. Some of my best days at the track have come on the 2021 Honda CRF450R and also some of my worst. Even though the 2021 machine is less finicky than the 2020 version, it’s still tough to obtain a consistent level of comfort, out of the Honda’s chassis, from track to track. I am determined (for me and for you) to make it comfortable to go fast on and hit bumps at speed without feeling like I “HAVE” to find the smooth line. Here are a few things that I have been messing with a lot lately that is actually bringing me closer to the Honda CRF450R. No, it’s not as comfortable as a Yamaha or Kawasaki in the chassis department, but doing these mods below really has helped me take the Honda out of the shop and into my van for a happy moto day.

ECU:

Yes, you already know to get your stock ECU re-flashed from your Honda dealer right? Good! This will help make like a lot easier on you once out on the track. From what I am told this ECU update is basically the 2022 setting, so we all should be good to go on this updated stock ECU. However, if you want to take it a step further and go with a Vortex, I am not going to tell you no. A Vortex mapped by Chad at XPR or Jamie at Twisted Development really does help calm the chassis down, by giving it a longer/more linear type of power. Yes, it’s expensive at around 1K, but if you’re a serious rider this mod is worth the money! I have spent my own money on a few Vortex ECU’s on various machines and have always came back blown away. Plus they have great resale value! Get more rear wheel connection and more of a seamless power character from either of these tuners. You can always email me to get more of a background on either one of these gentlemen tuners. *If you are wondering if you should get your stock ECU re-flashed from one of these tuners or get the Honda OEM re-flash, I am always going to tell you to go with the OEM in-house re-flash*. 

Optional Suspension Setting: 

 The stock suspension might be too soft for you if you’re anywhere over 180 pounds. Honda has a 5.0 N/m fork spring that is adequate for most, but the valving seems too soft. Out back the 54 N/m shock spring is also way too soft, so if you’re looking for a quick band aid to make your Honda CRF450R better, without going to a re-valve, going a spring rate up on each end has helped me feel more secure on high speed tracks, as well as soft bumpy tracks. Bringing both ends up a little in the stroke (with the heavier spring rates) has given me more front/rear wheel traction as well a Honda that corners better without over-steering. Unlike the 2020 Honda CRF450R going up a spring rate on the 2021 version has given the new red bike more track toughness. If you’re not into spending more money on a re-valve at this time, simply get some heavier springs and try this setting:

 Fork: 

 Spring Rate: 5.1 N/m

 Height: Flush-2mm

 Comp: 11-12 out

 Rebound: 11 out

 Shock:

 Spring Rate: 56 N/m

 L/S Comp: 12 clicks out

 H/S Comp: 2 3/4 clicks out

 Rebound: 10 clicks out

 Sag: 105-106mm

Throttle Tube:If you’re like me and think that the Honda CRF450R throttle tube is too fat feeling, go with a stronger, better feeling throttle tube of the ZRT. Tom over at ZRT turns these throttle tubes down a little on the lath, so they have a smaller OD size and have an easier twist because of the bearing ZRT incorporates with the throttle tube. I was skeptical about this throttle before using it, but since I put it on my KTM test bike, I have been running them on almost all of my bikes here and have been extremely happy with the product. They are a little pricey at almostst 200 bucks, but they are bulletproof, give you a buttery twist, and feel less fat in your right hand! Plus for being a aluminum throttle tube, the extra vibration is very minimal. 

Handlebars/Vibration:Get a set of Pro Taper bars and get a little less vibration and more flex than the Renthal Fatbars. I currently run a Suzuki Race Team PT EVO bar (same as 996 Renthal) that will be on sale soon to the public. If you can’t wait for the Suzuki RT bend, go with a SX Race or YZ High bend (for rider height 5’8-6’1) from Pro Taper. 

Muffler:Putting an aftermarket muffler system on isn’t necessarily about more horsepower, but about changing the character of the engine in a way that the Honda needs. I went out and tested three different versions of what FMF is about to offer the consumer and the one I chose looks to be the one that will go into production. So what does the 4.1 system do? What I liked about the 4.1 system right off the bat is that it calmed down the vibration feel that I get on the Honda. For whatever reason bolting on the 4.1 helped the harmonic vibration that I get when hitting higher RPM’s from the stock muffler. This actually gave the Honda more comfort, because it felt less rigid! The 4.1 also made the engine character broader with better low end RPM response, but with a smoother roll on. Mid range is increased as well as slightly more top end/over-rev in 2nd/3rd gears. Before you email me and tell me you CAN'T get the FMF 4.1 for your new Honda, chill down... I know... It's coming!

Torque Settings:For 2021, I thought I would revisit some torque specs on the CRF450R chassis and see if it helps as much as it did with the 2020 CRF450R. I spent a few days experimenting with torque settings and have came up with the spec chart below. What these updated torque specs do is slightly improve the bump compliancy and front/rear wheel traction of the 2021 CRF450R. This isn’t a cure all, but you will feel a little extra comfort in your red ride. If you don’t see a torque spec on a portion of the bike that is not below, don’t freak out, just go with the stock recommended torque spec. I experimented with a lot of different parts of the chassis with torque specs and the bolts/nuts below make the mosts difference on the red machine.  It may not seem like much, but it’s the little things on this bike that can make the Honda chassis FUN for the average guy. Out of all of the machines that I have experimented with on torque settings, this bike reacts the most to it, so pay attention to your nuts/bolts on your Honda! 

Follow the torque spec sheet below and make sure to blue Loc-Tite the bolts/nuts on each to ensure you have no issues down the road.

Rear Axle Nut (Qty. 1): 

Stock: 128 Nm

Updated Spec: 120 Nm

Fork Top Clamp Pinch Bolts (Qty. 4):

Stock: 22 Nm

Updated Spec: 19 Nm

Fork Bottom Clamp Pinch Bolts (Qty. 4):

Stock: 20 Nm

Updated Spec: 16-17 Nm

Swingarm Pivot Nut (Qty. 1):

Stock: 88 Nm

Updated Spec: 81 Nm

Front Engine Hanger Plate Bolts (Qty. 4):

Stock: 26 Nm

Updated Spec: 24 Nm

Front Engine Hanger Plate Nut (Qty. 1):

Stock: 54 Nm

Updated Spec: 51 Nm

Cylinder Head Hanger Bolt (Qty.2):

Stock 54 Nm

Updated Spec: 51 Nm

Cylinder head Hanger Plate Bolts (Qty 4):

Stock: 32 Nm

Updated Spec: 29 Nm

Shock Absorber Upper Mounting Bolt (Qty. 1):

Stock: 44 Nm

Updated Spec: 42 Nm

Things You Can’t Do To Your 2021 That You Could With Your 2020: 

Gearing:You can’t install a 14 tooth countershaft sprocket without damaging the hydraulic clutch slave cylinder so don't do it! 

24mm Offset Clamps:Currently no one is making a 24mm offset clamp for the 2021 CRF450R at the time of this article. However, you can use a 2020 24mm offset clamp if you go with the 2020 front fender and number plate combo. The 24mm offset helps calm the chassis down under acceleration as well as help decrease rigidity feel. This was all a plus for me on the 2021 CRF450R. Installing a 24mm offset clamp with the fork height at 4mm gives the rider a more positive feel when the track gets beat up and rutty. Ride Engineering is currently working on a 23.5mm offset clamp that I will be doing a review on shortly. My two top clamps for this model would be either a X-Trig ROCS or Ride Engineering Split Clamp. 

Vibration: 

If you’re noticing a vibration up through your pegs into your handlebars on low RPM (4000-6000 RPM) try this with your 2021 CRF450R engine. I stumbled across this mod when Chad at XPR unexpectedly did this to my 2020 CRF450R without me even knowing. When I came off the track and commented I felt less vibration though my feet/handlebars as well as a better initial lean coming into corners he was kind of blown away. Since then I have tried this on another 2021 CRF450R and got similar results, so I thought it was worth mentioning to you. The first step to tilting your CRF 450R engine in the chassis is to loosen off all motor mounts and engine hangers,(without completely removing the bolts or nuts) seeing how you are going to have to quickly tighten the motor mounting nuts while holding the engine in place. This includes the swingarm pivot bolt, lower engine bolt, three upper engine bolts that mount to frame and engine, finally the left and right engine hangers on the sides of the frame and engine. Next step is to find a long flat blade screw driver or a longer tire iron works best. Place the tire iron or screw driver in between the frame and the engine in the middle of the lower engine bolt and the upper engine bolts. By pushing down on the tire iron or screw driver you will notice the motor lift up and back in the chassis. While continuing to push down on the tire iron or screw driver begin to tighten the three upper engine bolts/nuts first and then the lower engine bolt /nut. Get these nuts and bolts tight enough to hold the engine in place without the motor sliding down again. Torque these four nuts to the manufacturers specifications then move to the swing arm axle nut and finally to the engine hanger bolts and torque them to the manufacturers specifications.

Hopefully some of these inexpensive tips help you get some added happiness out of your 2021 CRF450R! Email me at kris@keeferinctesting.com and tell me how it's going!

2021 Honda CRF450R First Ride Impression

The most anticipated motocross bike of the year is finally here and I actually get to speak openly about it! Hallelujah! The 2021 CRF450R looks nothing like last year’s model and on the track it’s quite a bit different as well. Instead of going over all the change points in this article, you can do yourself a favor and just click here to see what Honda changed on the 2021 model: https://powersports.honda.com/off-road/competition/crf450r. Basically the only parts you will be able to reuse from the 2020 is the front wheel, footpegs, handlebars and grips. Everything else has been massaged or completely revamped. Here is the meat and potatoes of what you can expect to feel from the 2021 Honda CRF450R out on the track. 

Engine: The problem with last year’s CRF450R was that it had too much power in low speed areas of the track. It came on too hard and was tough to manage unless you were riding deep sand all the time. The 2021 CRF450R’s engine character comes on smoother and lasts longer than the 2020 version. I am able to use second gear without the herky/jerky feel coming through area 2 (middle) of corners. When I roll my throttle on there is less reaction to the chassis which is a welcomed attribute for 2021. I have to retrain my brain that the 2021 Honda’s second gear is much more usable than a Yamaha or Kawasaki. Pulling power in each gear is similar to a KTM 450 SX-F in where it’s very precise putting the power to the ground, but still has enough torque to get you over an obstacle immediately out of corners. It has a sneaky fast engine character, similar to a KTM 450 SX-F. 

If you were looking for a more controlled Honda engine without as much excitement down low, this is your year! The 2021 Honda CRF450R pleases less skilled riders more because of how non-violent its hit is in Map One. Boom, there it is! That’s right I said it, in map one! Map one is controlled, long and linear, but map three is more peppy with more rpm response. I used map three a lot at Glen Helen because although it did hit harder, it actually didn’t upset the chassis as much as I thought it would through corners. I was able to use third gear in a couple corners in map three, that I wasn’t able to manage in map one. Map two, although much smoother down low through tighter corners, was super connected to the rear wheel, but gave the CRF450R a heavier side to side feeling. 

On my test bike, the ECU setting on map one was a little rich/dirty feeling in a certain area of the RPM (5000-6000RPM). This upset my rear wheel connection some in certain corners, but not all riders or media outlets felt that once I asked around. However, it’s something to look for when breaking in your new CRF450R.

Chassis: To me this is the most important area Honda needed to get better in for 2021. The 2020 Honda was stiff and rigid to ride when the track got harder or rougher. Honda’s 2021 slogan is “razor sharp cornering”, but I don’t know if that was a great marketing slogan for Honda in 2021. I mean we already know the Honda corners great, do we really need a better cornering Honda? The good news is although it does corner better, it actually goes in a straight line better as well! No, the chassis isn’t as compliant as a Kawasaki, but it is a much better/softer feel around the track than in previous years I can remember. When the track gets square edgy and hard, the 2021 CRF450R now allows the rider to ride through some of those bumps rather than weave around them. Losing 4-5 pounds on a 450 is a big deal, don’t let anyone tell you different. Where do you feel the weight loss of the new Honda? In corners! There’s that slogan again… “Razor Sharp Cornering”. Leaning into a corner is much easier than the 2020 and cornering stability is also up from last year. Where the Honda can still use some help would be through longer corners with ruts. The balance of the bike can still be front end heavy so oversteer is apparent in those longer corners of any track. In order to balance that out you can drop the fork down to 2mm in the clamp and that will help bring cornering stability up more without sacrificing lean in feel. 

Suspension: Plain and simple the Showa fork and shock have better action and plushness in 2021, but to me is still on the soft side for a 170 pound fast rider. You will have to increase fork compression dampening a few clicks as well as open up the rebound dampening one click. Doing this helps keep the CRF450R from pitching on de-cel and keep the balance of the bike happy. Shock sag is set to a normal 105mm and also stiffening the low speed compression does help the Honda’s chassis happy on throttle coming out of corners. Once these clickers are set, I feel like the Honda is the happiest it has ever been. The 49mm Showa fork has good lean angle, on throttle, front end feel and less harshness in the mid stroke than 2020. Again, dropping the fork down from 5mm (stock) to 2-3mm in the clamp helps increase stability. Although not as finicky as the 2020 (track toughness), the Honda does like to be up in the stroke a little higher. I do feel like most aggressive or heavier riders could benefit from going up one spring rate on the fork/shock. 

Track Toughness: This is what you guys want to know! Is the 2021 CRF450R have more track toughness than the 2020? A resounding YES! When the track changed for the worse (on our test day), our morning settings on the 2021 CRF450R didn’t go to shit. This is great news for Honda buyers! Now does that mean its track toughness is better than others? That is something I will find out in the coming weeks as I ride this at more tracks with other machines. 

Same/Same But Different: The 2021 CRF450R’s ergonomics feel as good if not better than last year as the flatter seat profile puts you on top of the bike more rather than in it, like the 2020. The Honda’s one exhaust note is now much quieter and pleasant to the ears when Barcia’ing your way around the track. The brakes on the Honda are the best in the Japanese category as well as the new hydraulic clutch. The new Honda Nissin hydraulic system has a longer/more linear engagement than the Kawasaki and will not fade under heavy abuse. The new clutch feel as well as durability alone is worth a lot to me. I couldn’t stand the slipping that I would get with the 2020, but the 2021 has more positivity to the rear wheel with no dragging. 

So What Do I Really Think? With the Honda weighing in at 244 pounds full of fuel it feels like it’s almost as light as a KTM 450 SX-F in areas of the track. The connective feel that I get from the rear wheel (once passed that dirty feeling down low) allows me to roll the throttle on harder and be more aggressive which I couldn’t do last year. The 2020 CRF450R gave me glimpses of hope and fun around the track, with disappointment mixed in. The 2021 Honda CRF450R gives me more fun around the track without the disappointment. Yes, it’s a better Honda CRF450R in almost every way!