On My Own Dime: 2022 Honda CRF450R

Rider: Chris “Checkerz” Riesenberg

Age: 35

Skill Level: Vet Int.

Weight: 300+

Bike: 2022 Honda CRF450R

Previous Bike: 2019 Honda CRF450R

 After over 8 years of absolutely zero riding, and basically 12 years since I could even be classified as a weekend warrior; Kris Keefer re-ignited the fire within all of us crazy moto guys.  An invite to the 2019 Keefer Tested 450 Shootout meant it was time to toss my leg over a bike again.  Two years later, I’m back at the track nearly every weekend tossing out air wheelies (mostly on purpose) and butt whips with my buddies and I even line up behind the gate every now and again.  Once upon a time I would show up and be the fast guy at the track, but these days I’ve been relegated to a mid-pack Vet Intermediate.  Enough about me, let’s dig into the real reason you clicked this… the 2022 Honda CRF450R.

Before we begin, I really have two benchmarks to compare the 2022 CRF450R to… my previous bike, the 2019 Honda CRF450R and my 2019 Keefer Shootout “winning” pick, the Yamaha YZ450F. My buddy owns one of these and we swap bikes often.  These are rapid reactions as I have only a couple of hours on the bike I purchased down at Storm Lake Honda right when they became available.

 BIGGEST IMPROVEMENT

I really enjoyed my 2019 Honda CRF450R, especially on stadium style and indoor tracks.  The more aggressive I was, the better the bike felt; but it was just simply rigid.  A really good suspension setting certainly helped, and I was shocked that the Works Chassis Lab intermediate mounts/hangers made a very noticeable difference… but it still was harsh.  

The 2022 Honda CRF450 has none of that rigidness and I can go noticeably longer before my arms are shot. It still delivers a very connected feeling to the terrain under you which is important to me as a rider who heavily relies on front end feel and steering.

THE SURPRISE

From reading the reviews, shootouts, and tests; I had a pretty good idea that the chassis rigidity was going to be much improved.  I basically was expecting a more comfortable version of my 2019 model.  What I found is what puts this bike in the running to potentially become the favorite bike I’ve ever owned.

Back in the 2019 Shootout, the Honda ranked 4thfor me.  I bought one because I have a great dealer relationship, and I’ve never ridden anything except Hondas since I was on CR80s back in the 90’s.  Number one for me was the Yamaha YZ450 because it had an amazingly smooth power delivery that made it easy to go fast and the suspension and chassis was connected yet comfortable.  Honda made huge strides with the chassis on the 2022, but the surprise was definitely the smooth, linear power delivery.

All last year I struggled with rutted turns on my 2019.  I would either turn out too soon or the front wheel would want to pop over the rut.  I could help this problem by running in the slower “vet” map, but then my big ass would have to work a lot harder to get the “oomf” out of corners to clear some of the bigger jumps.  I typically elected to run the standard map 1 and mostly thought my cornering issues were rider skill issues.

Alas, I hopped on the 2022 Honda CRF450R and immediately I was able to rail ruts like it was 2004 again and I was at the top of my game.  In fact, last night I drug a bar in a rut for maybe the first time in my life. It was amazing.  The 2022 Honda CRF450R goes where you want it to go, is nimble, and the power is predictable, smooth, and there is plenty of it.  I’m excited to ride it back to back with my buddy’s YZ450 to see which power delivery I prefer.  I’ll report back in a future update about that.

(NOTE:  This feedback is all standard map 1 without TC turned on.  I have enjoyed it so much I haven’t even had a chance to play around with the other settings… sorry Keefer, I’ll work on being a better tester!)

TO BE IMPROVED

Being a Honda rider my whole life, I haven’t spent a ton of time on a hydraulic clutch.   I’ve previously been pretty hard on clutches by feathering it instead of using throttle control.  The trend continued on my 2019 CRF450R because of trying to control the massive power hit in corners.  The times I’ve been on bikes with a hydraulic clutch, I was indifferent to having one or not. So far on the new Honda, I like the hydraulic clutch and I am tending to abuse it less.  Most of that I believe is due to the smooth power and the effectiveness of the clutch when you tap it.

So why is it under “to be improved?”  It isn’t the clutch action, but the lever.  From the showroom the lever came adjusted extremely far from the bar making it a reach even with my big hands.  It does have a good bit of adjustment to move the lever and I was able to move it in.  However, once adjusted in, the lever pulls to my fingers right at the engagement point. I had to compromise running it a bit further out to ensure I’m getting full engagement when pulling in the clutch. I’ve also always really loved the feel and shape of the Works Connection levers; however, they don’t make a clutch lever for the 2022 Honda CRF450R.

FINAL QUICK THOUGHTS

·       In my opinion, Honda continues to have the most comfortable rider triangle on the market.

·       The stock suspension is impressive.  I’m far from the ideal weight and normally avoid riding stock suspension at all costs.  Even hitting some fairly large jumps I’m not fully bottoming, and it has good comfort.  It definitely can use some work on the shock in the bumps for me, but that’s expected when you are over 100lbs heavier than the “ideal” weight for the setup.

·       All red is sexy.  It’s tough to beat the look of a Honda.  I take pride in creating unique looks for my bikes, but I found it super challenging to find a better look than stock.  We’ll see if I’m able to pull it off.

WHAT’S NEXT?

First off, I need to get suspension dialed in for me.  I’m way too heavy for stock suspension and it honestly makes me nervous riding with it. I’ll be swinging up to my local Race Tech Service Center, PDR Performance to get RT Springs and Gold Valves with personalized valving put in.

Beyond that, I don’t see a need for performance parts currently; so, I’ll be focused on “look good, ride good” elements.  I have plastic and graphics on order for a unique look and my Guts Racing seat cover just came in the mail.  No bike of mine is complete without bling from Works Connection, and we’ll add a handful of their protection goodies on there too.

Down the road, when it snows up here in Minnesota, I typically do a full overhaul on my bike. The goal is to put enough hours on my 2022 before then to justify doing just that over winter.  With the extra downtime I’ll likely send my forks out to SGB Racing to get some sweet looking coatings done, design a new plastic/graphics scheme, and will look into updating any weaknesses I find with the bike.

On My Own Dime (2021 Honda CRF450R)

I met Dallas Dunn through the hi dez as we sometimes met up at the same places to ride from time to time. As I got to know him more, I could tell he was a quiet, hard working guy, that just loved to ride anything two wheels. Dallas is an accomplished BMX rider as well as one of the best photographers I have come across in my time. When I started this OMOD thing, I wanted some of my core test riders as well as free lance guys to write some raw evaluations, for you the consumer. When Dallas told me he purchased a new 2021 Honda CRF450R, I thought this would be a perfect article for Keefer Inc. Testing. Dallas works his balls off, is a single dad and purchased a $12,000 motorcycle because he loves to ride. How many of us can relate to that?! I would say A LOT of us could. Without further adieu, here’s Dallas and what he thought about his purchase. -KK

Let me start out by saying I’m by no means a great test rider, I think I am getting better at feeling the motorcycle, but this isn’t what I do all the time. I’m a 34-year-old and a full time heavy equipment operator that just loves to ride dirt bikes in my spare time. Thankfully Kris has taken me under his wing and gave me the opportunity to be a part of Keefer Inc. My main roll here is lurking around in the background with a camera in my hands shooting photos, but I want to challenge myself to learn other things to help out as well, so that’s why we are here giving you my “On My Own Dime” article.

The New 2021 Honda CRF450R has been one of the last bikes to get released and hit the showroom floor. I have been riding Suzuki’s for the last couple years, but when I laid my eyes on the new Honda CRF450R, I was instantly sold. Honda is known for its quality motorcycles with great durability so this red one is the one I really wanted. Since selling my RMZ450 in July, I’ve been waiting for this beauty to hit the dealers and I almost pulled the trigger on the 2021 Kawasaki KX450F, which is also a great bike, but my heart was set on the CRF450R machine. I’m stoked I didn’t settle. September 16th Honda had their Intro at Glen Helen Raceway, but unfortunately I was not ale to make it down with Kris that day because I was on shift at work.

After hearing about the first rides on the bike and some of the negative reviews on the ECU mapping, I was a little discouraged. I thought the bikes would get delayed longer… I almost went down to the local dealer and picked up and the 2021 KX450, but I would call Kris to chat it up and he would just say, “just CHILL DOWN and wait”. Not much time went by and they showed up at a local Southern California dealer. They had a few extras that were not spoken for, so I left work early and hauled ass down to the dealer and plopped down 12K on a new Honda! Yeah, 12K. More on that later…

After about three months off the bike I was back in business the following Tuesday. I loaded up my fresh new CRF, met up with Kris and Aden down at State Fair MX to break her in for its maiden voyage. So far, the bike hasn’t had the best reviews, but I was still stoked on it. I really wanted to compare what I felt to the amazing test riders that really are just splitting hairs. 

My first time out on the track just to break it in my first impression was WOW this thing is bad ass. I had a grin from ear to ear under my helmet! Coming off a 20 RMZ 450 that had a few mods, this new Honda already feels better than what I was used to riding. I did 2x15 min mid throttle motos with cool down periods for break in and was ready to give it a real test. 

CHASSIS/SUSPENSION 

I’ve always liked the rider triangle and ergonomics on Hondas, so I already felt right at home and after coming off the RMZ, this bike was confidence inspiring for me. The bike tracked straight and felt compliant over the small bumps that we have on the west coast. State Fair MX is a smaller track, so I don’t feel I have any issues with stability. I’m 170 pounds so as of right now the stock suspension fell adequate enough for my Vet B rider ass. I feel like I can go a little stiffer on the fork, but I just left it alone for the day. My Technique is a little off from not riding for a few months, but cornering this bike was next level. Honda’s new thing is “Razor Sharp Cornering” and I noticed it did have a Suzuki feel when entering corners. I also liked that it tracked straight on the exit of the corner over acceleration bumps. When I went to a faster track the following day I dripped the forks down to 3mm and that helped increase stability without hurting the cornering character I liked so much. 

ENGINE:

Compared to the 2020 CRF this new 2021 bike has a lot more roll on power that doesn’t just explode out from underneath you. This 2021 power plant is much more manageable. At times I was wondering if I was in 2nd or 3rd gear because even 3rd gear had great low end power and I could lug the bike around if I wanted to. I rode in map 1 and I could feel the (dirty/gargle) rich feeling down low so I rode in MAP 3 most of the time during the couple days I tested/rode. This Honda is very easy to ride and roll on throttle almost felt like a KTM. I want to have the ECU re-flashed by Chad at XPR, or Jamie at Twisted to see how much better this red machine gets. I’m excited to see how the re-flash improves the throttle character. I really like the overall feel and performance of the new hydraulic clutch and the lever pull is so much better than previous years. Shifting and modulating the power in the turns with the hydraulic clutch feels much better to me than when I had my cable pull clutch on the yellow bike.

Am I Happy That I Spent 12K?:

No, but if I was going to spend 12K on a bike, this bike sure does make me forget how much it was when I ride it! That’s how much fun I am having on this machine compared to my Suzuki. This new bike has got me moteted to eat better, train more and improve myself. So I guess you can say that 12 grand is also giving me a better quality of life as well. My mental health is much better as well as getting to hang out with my friends and ride, instead of working on my bikes is a welcomed site! -Dallas Dunn

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! 

Top 5 Money Mods And Top 3 Free Mods (Honda CRF450R)

Is there anything more beautiful than a brand new Honda CRF450R? Every time I walk out into the shop and I see that red machine sitting there, it just makes me want to go ride. However looks can be deceiving, because the Honda CRF450R can be a handful to ride on a fast, rough track that requires comfort. You see, the Honda chassis is on the stiffer side compared to other brands and with that stiffness comes a motorcycle that turns great, feels light when riding, but also gives the rider a harsh feel when hitting bumps. I’ll be completely honest here and tell you if the Honda didn’t have that stiff natured chassis feel in stock form, I would probably ride a CRF450R a hell of a lot more on my own time.

So in order to be able to call myself a “test rider” I better get off my ass and test some things that improve this machine right? These are five modifications that I have discovered while testing alongside Chad at XPR Motorsports. If you don’t know Chad, go back and listen to show #168 of the Keefer Tested Podcast. I have come to the conclusion that when I’m dealing with a 450cc motocross machine, I tend to flock to a bike with a smooth roll on power that is linear and long. Below are my “Top 5 Mods” that cost money as well as my “Top 3 Mods” that cost nothing. These modifications are geared towards calming the Honda down while getting more comfort out of the chassis. Once I did these modifications, it gave the Honda a feel that allowed me to ride the machine harder in rougher conditions.. It also made me want to load up this red machine first to go ride and leave the others in my shop. If you have any questions about these modifications please feel free to email me at kris@keeferinctesting.com. 

Vortex ECU Mapped By XPR Motorsports: The stock 2020 CRF450R mapping is an improvement over previous years, but it’s still simply too much on anything less than a freshly tilled up loamy track. In order to get more connection to the rear wheel and control you will have to get a Vortex ECU. This is not cheap, but rest assured this ECU, along with some of Chad’s maps have helped this chassis calm down. I usually am a “Map One/Two” kind of guy on the stock ECU, because it gives me more of a broad feel when trying to roll my corners correctly. I have tried a couple re-flashes of the stock ECU, but none have been as good as the Vortex system. The Vortex system gives you more parameters to work with and broadens the strong engine character, so that you are able to get on the throttle sooner, have more rear wheel connection, and most importantly doesn’t bind the already stiff natured chassis feel. In fact, this Vortex ECU helps the Honda feel less rigid because there is simply less engine braking with the maps we created. I have worked many hours with Chad in creating some linear maps that work for all levels of riding.

Akrapovic Evolution Muffler System: The Akrapovic muffler system shifts the Honda’s power around like no other muffler system I have tried to date. Once out on the track is when I realized that this Akrapovic muffler system could actually help this Honda chassis calm down. The Evolution system lets the Honda’s engine roll on smoother at low RPM’s and that smoother feel helps the rear wheel connection as well as provides less pitching (off throttle) than the stock system. AKA MORE COMFORT!!! The Honda CRF450R now builds a smoother roll delivery and a pulling power that is longer through the mid range than the stock system. This type of character can allow you to use second gear in corners more because the second gear hit is not as abrupt or quick and that doesn’t upset your technique or the chassis. The Akrapovic also allows the rider to shift later out of the corner with its increased over-rev capabilities. Pulling power up top is increased slightly as your shifting points can be altered now because of the longer pull in each gear. The mid range recovery of the Akrapovic is not as good as the stock system, but honestly that is not a bad thing. The Honda has so much power to work with that a little less “hit” as well as “recovery” actually helps me with cornering and allows me to be more aggressive on the Honda. I want to be able to ride this red bike and not let it ride me after 15 minutes into a moto. The Akrapovic system relaxes the engine as well off throttle. There is less  engine braking with the Evolution system and that also helps your fork from feeling harsh on small de-cel bumps. 

Custom Clutch Arm: The stock Honda’s clutch engagement point is very narrow and although the Rekluse Torque Drive Clutch pack helps the life/pull, the engagement is still too on/off for me. Chad at XPR Motorsports makes a custom clutch arm that really helps get an increased linear feel out of your clutch engagement. Not only is my engagement point wider, but it also delivers the power to the ground smoother, which in turn gave me more throttle to rear wheel feel. What does this mean? More consistent starts and better mid-exit corner rear wheel connection.”

Rekluse Torque Drive Clutch Pack: Rekluse offers a clutch pack (fibers, steels, springs) that replaces your OEM clutch plates and adds additional discs to your existing OEM clutch basket. It’s as easy as swapping your clutch plates into your OEM components. The TorqDrive thin friction disk technology allows more disks to fit in your OEM clutch’s footprint, decreasing slip and unlocking the full power of that Honda CRF450R engine. Once I installed the Rekluse system the clutch life of the CRF450R went up as well as rear wheel control on hard pack surfaces. The combination of the XPR clutch arm as well as this Rekluse clutch pack allows the Honda hook up better and gives me added control where the Honda needed it most, accelerating out of rough/choppy corners.

Pro Taper EVO Handlebars: I didn’t get to stick a pair of Pro Taper’s on until after my initial testing, but once I did I wondered why I didn’t do it sooner. The anti vibration quality of the Pro Taper Evo is superb as well as the comfort of the bar on jump landings/braking bumps. You might be surprised on how many riders actually use Pro Taper bars that are disguised as other bars on some big name motocross teams.

Top Three Chassis Mods/Tips That Cost You Nothing: 

Swingarm Pivot Bolt Torque Spec: Re-torquing the swingarm pivot bolt to 60 ft. lbs. helps with rear wheel traction as well as helps the rear end soak up small chop. This is only a small change, but can actually make a huge improvement. 

Engine Tilt: I stumbled across this mod when Chad at XPR unexpectedly did this 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 test bike and got similar results so I thought it was worth mentioning to you. The first step to tilting your CRF 450 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.

Top Engine Mount Torque Specs: Similar to the swingarm pivot, the top engine hangers play a huge roll in how the bike feels. I have tried aftermarket engine hangers on the updated 2019-2020 chassis and never felt confident that they did a good enough job to warrant the cost. To me re-torquing the top engine hanger bolts did a better job at creating a more compliant/calm frame feel when hitting square edge or braking bumps on straight line without sacrificing cornering feel. Doing this isn't going to make your Honda feel like a Kawasaki through rough sections of the track, but it will feel less firm when the track gets ugly. There are three bolts per engine hanger and you will re-torque the top two bolts that go to the frame at 20 ft. lbs. as well as the bottom bolt that goes into the engine to 37 ft. lbs. It’s not much but it does make a difference. 

2020 Honda CRF450R Start Up/Baseline Settings/Tips/Tricks

The Honda CRF450R has only minimal changes for 2020, but that doesn't mean all the settings roll over from the 2019 version. Yes, some of the tips/tricks will remain the same from your 2019 Honda CRF450R, but we have come up with a couple new tricks since the 2019 model was released. With the new Internal valving suspension changes, the Honda has more hold up in the front on de-cel, but we went to work and came up with some baseline settings that we feel would benefit most Honda riders. I have done all of these modifications to my Honda CRF450R test steed and it quickly became one of the most fun bikes to ride at a wide variety of tracks. The Honda requires more attention than other machines in its class, but once you pay attention to her and purchase her a few gifts, she will reward you with lower lap times, increased smiles, and a bike that will make you more comfortable out on the track. Hey married dudes, sound familiar?  

Suspension: The Honda CRF450R is the toughest bike to find that “track toughness” we all want out of our motocross machines, but once you do find that magic setting, this bike is insanely fun to ride.The CRF450R’s suspension holds up higher in the stroke for 2020 and gives the rider a decent amount of comfort on the small chop, but don't expect it to be better than the KYB suspension that comes on the Yamaha. All riders that helped me test this bike (165, 170, 190 pounds) went stiffer on the fork to help the Honda from diving under heavy braking. Even with the fork changes Showa made for 2020 we still wanted some more hold up. If we rode the CRF450R around at 80%, the fork had enough comfort and hold up, but when pushing the bike hard the fork needed some added performance. Once going a little stiffer (compression) and slower (rebound) the front end felt calmer and allowed for a more aggressive riding style. The shock has a ton of comfort initially, especially coming out of rough/choppy corners, but on heavy g-outs or steep jump faces the end of the stroke is empty (soft) feeling. Going stiffer on high speed compression a quarter turn will help hold up and prevent you from going to the chiropractor later that afternoon. We ended up going with a 105mm of sag as that pleased all three riders and left them with the best balance on and off throttle. Try this setting at your local track to get the most comfort out of your Showa suspension.  

Fork: (Rider weight 165-190 pounds)

Height: 3mm

Compression: 6 clicks out

Rebound: 8 clicks out

Shock: 

Sag: 105mm

Low Speed Compression: 8 clicks out

High Speed Compression: 2-3/4 turns out

Rebound: 7 clicks out

Swingarm Pivot Bolt Torque Spec: This costs zero dollars and should be done as soon as you get your 2020 Honda CRF450R. The stock swingarm pivot bolt torque spec is 65 ft.lbs., but re-torque it to 60 ft.lbs. What does this simple adjustment do? It can help the stiffer feel underneath your butt/rear of machine when accelerating out of corners (because your shock’s high speed compression is stiffer) and also gives the Honda more rear wheel traction. The Honda chassis has a stiff natured character to begin with so loosening up the swingarm pivot bolt a little helps free it up. Trust me, it helps! 

Vortex ECU (Mapped By XPR Motorsports): I have done a few projects with Chad at XPR Motorsports and he continues to impress me with his impressive ECU settings. The Honda doesn't need more horsepower, in fact it wouldn't hurt if it had a slightly mellower delivery. So why install a Vortex ECU? The XPR mapped Vortex ECU will give you more horsepower, but will spread out that newfound horsepower with a longer and smoother delivery than the stock 2020 ECU can. The stock ECU still has that herky/jerky roll on power in map one/three through corners and that really upsets the chassis and my corner speed at times. That pisses me off! If your corner speed is off then you’re going to have a bad day at the track.

Chad has several maps that smooths out that low end feel just enough to where you can roll your corners easier and have a broader pulling power down the straight. The over-rev that this Honda gets with this XPR Vortex ECU/mapping alone is worth the price of admission because it allows me to use second gear longer. It also allows you third gear riders to use that gear more and be lazier, if that’s how you like to ride. Chad has the mapping down and can get you a cleaner, smoother, broader, more exciting power with this simple mod. Did I mention that it helps the stiff chassis feel? Well it does because you can now ride the CRF450R in the lower RPM range (thanks to more torque) and that frees up the frame on chop, square edge, and braking bumps. Yes, sometimes improvements to the engine can directly affect chassis feel. 

Gearing: This gearing will only work best if you have the above three modifications done. I stumbled across this gearing on a test day and found out that I really liked it. The 14/52 gearing allows you to run your axle farther back (which the Honda needs) and gives the engine a more connected feel to the rear wheel. Try this gearing if you have done the above three mods. If you’re running the stock ECU/engine configuration you can try going with a 13/48 gearing. Going down a tooth will help with roll on power delivery and give the Honda a smoother more manageable low end power. 

Full Muffler System: If there is a couple companies that knows how to make a better Honda power delivery it’s Yoshimura and Akrapovic! Both mufflers makes broader horsepower, keeps the strong bottom end pull intact, and gives the Honda a deeper more throaty sound. Just bolting on either one of these systems (without the ECU change) will help the Honda’s map one/three on/off feel from 0-15% throttle opening. This is where the Honda needs help and both mufflers help smooth the CRF450R in this area. You will also lose just over 1.5 pounds with these systems. However, good luck trying to get an Akrapovic muffler system as they are not easily accessible to the consumer. 

Rekluse Torque Drive Clutch Pack: How’s that lever pull doing for you on your CRF450R? Not that great right? I hated going from a light clutch lever pull (on other machines) to the hard feel of the 2020 Honda CRF450R. The CRF450R needs some longer clutch life (because I am a clutch dragger), so installing the Rekluse Torque Drive Clutch Pack has increased my life and gives me less fade in longer motos. This kit leaves your stock internals intact, but increases your clutch plate count by using the “Torque Drive” technology. This mod also gives you a better clutch pull at the lever as it’s not as stiff because the Rekluse Torque Drive Pack allows more disks in your OEM’s footprint.

Custom Clutch Arm: The Honda’s clutch engagement point is very narrow and although the Rekluse Torque Drive Clutch Pack helps the life/pull, the engagement is still too on/off for me. Chad at XPR Motorsports makes a custom clutch arm that really helps get an increased linear feel out of your clutch engagement. Not only is my engagement point wider, but it also delivers the power to the ground smoother, which in turn gave me more throttle to rear wheel feel. What does that mean? More consistent starts and better mid-exit corner rear wheel connection. This is a modification that you would never know was on the factory bikes when walking the pits at a Supercross because it’s difficult to see from the naked eye. For the right price I am sure Chad at XPR Motorsports could make you one. Thank me later! 

Handlebar Map Switch Care Instructions: If you have a Honda CRF450R you will need to pay close attention to your map switch on your handlebars when washing. If you haven't had condensation/water get into your map switch yet, consider yourself lucky. I get a ton of emails that are titled “Honda Will Not Start”. I come to find out that most of these CRF450R’s are getting water inside the map switch cluster while the consumer is washing the unit. This shorts out the connection and prevents the red machine from starting. Best thing you can do before you wash your Honda is wrap the map switch cluster with some type of plastic (I use a ziplock bag) and then duct tape the plastic around the handlebar/map switch. This will prevent water from getting into the cluster while you’re washing. You can also take apart the cluster and squirt more dielectric grease near/around the connections, but doing this will not complete prevent this mishap from happening. 

Air Filter/Cage: You can bend out the little metal tabs on your air filter screen and throw it in the trash. By using just the plastic air filter cage without the screen can give the Honda more airflow  and can give you more mid range pulling power as well as RPM response. 

Maintenance: I am very meticulous when it comes to oil changes with the Honda CRF450R. I change my engine oil every 2-3 engine hours on this model because I noticed that no matter oil I run or try in this machine that it is fairly burnt after three hours. In other machines I do not notice the oil being as dark in color after three hours as the Honda so I change oil religiously. Doing this has given me increased clutch life as well as ensures that I have no oil related engine issues.  

If you have any questions about your 2020 Honda CRF450R please feel free to email me your questions and I will ry to help as much as I can. kris@keeferinctesting.com

2019 Honda CRF Trail Line

Some of my fondest memories that I have as a child was riding with my parents in the desert on the weekends. I remember sitting in class daydreaming about heading to the desert to ride my motorcycle and wishing it was Friday evening so we could pack up and head out. Not only was it great to spend time with my family, it also programmed my young mind on what I wanted in life. Once the teenage years did hit me, I wasn't all about partying and getting into trouble. Instead, without me even knowing, riding with my parents at a young age gave me a passion that kept me out of trouble later in life. Living in the hight desert, trouble can find you without you even asking for it. Dirt bikes kept me on the straight and narrow and some of that directly has to do with Honda providing trail bikes that my family chose to purchase. Getting more families and kids off their phones and out to OHV areas to ride is important for the health of our sport. If the basic “learn to ride bikes” aren't here for these potential new consumers/families (and all we have is the advanced technology going into the bigger more advanced machines) than our sport is doomed. 

Fast forward to 2019 and Honda has put some of that modern technology into their CRF trail bike lineup. Gone are the days of kickstarting and jetting your Honda trail bike, not to mention they even look like the bigger more racier CRF motocross machines. What about the cost of the newer technology driving these trail bikes up? I understand that cost is an issue with every middle class family, but coming from that kind of family, I know that having these advancements can help roll these types of bikes over to newer/younger generations, without much needed maintenance. I learned how to ride on a second generation Honda trail bike and I could only wish I would of had fuel injection (among other modern upgrades) on mine. Chances would of been high that my son would have learned on the same bike that I did. I can see these types of newer Honda trail bikes getting passed down from even further generations because of the advancements that Honda has put into their trail line.

We recently had a chance to take delivery of the 2019 Honda CRF110F, CRF125F, and CRF250F and we gave those machines to a family (that is relatively new to the sport) so that they could enjoy a couple weekends out in the desert to ride these fun new “Ride Red” machines. Below is a breakdown of each machine, what changed for 2019, which family member “tested” which machine, weight/age/size of rider, and their ability. Also stay tuned for a special Keefer Tested Podcast that will be going over these Honda trail bikes and how a family like the Sirevaag’s used these models to enjoy some quality family time. 

CRF110F $2,399.00: Landon Sirevaag/8 years old/new rider/4’1/60 lbs.

Overview: For 2019, this model features a Keihin electronic fuel-injection system that’s tuned for linear power delivery and precise throttle response, and is 50-state off-road legal. The easier-to-use power is matched to an all-new steel twin-spar frame that’s engineered with CRF Performance Line DNA but extensively tested and developed for the right balance of precision and comfort for recreational riders. The smooth power delivery and nimble chassis function together to offer a secure ride. The new CRF110F carries over its four-speed, clutch-less transmission for takeoffs and shifting that quickly become comfortable for every rider. An additional 12mm of rear-suspension travel and a 5mm increase in seat-foam thickness (without increasing overall seat height) mean improved comfort whether sitting or standing. And of course the CRF110F delivers Honda’s legendary build quality and reliability, so the bike dependably fires up every time the starter button is pressed and doesn’t stop until the tank runs dry—and when that moment is looming, the FI system provides a low-fuel warning light. A big benefit for the young rider’s “factory mechanic” is that the fuel-injection system eliminates the possibility of carburetor jets clogging with fuel residue if the motorcycle sits for an extended period—and reduced maintenance means more family time on the trail or track. The CRF110F boasts top-level performance in a small package—just like its rider. 

2019 Updates

• Follows technology developments of CRF Performance Line with Keihin electronically controlled fuel-injection system that delivers linear and hesitation-free power, minimizing intimidation for new riders and providing a friendly power delivery for all levels. Fuel-injection system delivers smooth power at all rpm and all throttle openings. 

• Twin-spar steel frame, inspired by the CRF Performance Line frame architecture, provides the right balance of rigidity and comfort.

• New frame and 12mm increase in rear-suspension travel let this small bike handle the bigger bumps with better control and reduced bottoming.

• New seat foam is 5mm thicker, yet bike maintains same overall seat height of previous model due to seat placement in the new frame.

• New 1 gallon steel fuel tank with integrated fuel pump incorporates built-in fuel filter and low-fuel indicator on handlebar (lights up at .2 gallons remaining). New frame design shields tank in the event of a fall. 

• All-new bodywork with CRF Performance Line styling and graphics. 

• New handlebar-mounted multiple-function handlebar switch incorporates starter button, ignition “key on” indicator, fuel-injection system status, and “low fuel” indicator light (replaces reserve setting on petcock).

• New ratchet-style fuel-tank cap reduces possibility of loosening during ride. 

• Half-waffle grips have a smaller circumference for an improved fit with smaller hands. 

Engine / Drivetrain

• Air-cooled single-cylinder four-stroke 109cc engine tuned for new riders.

• Four-speed gearbox with automatic clutch.

• Adjustable throttle-limiter screw to match rider abilities.

• Convenient electric starter with kick-start backup.

Chassis / Suspension

• Low seat height of only 26.3 inches.

• Handlebar pad.

• Meets current EPA and CARB off-road emissions standards.

Rider Opinion: I just started riding and am learning how to ride on a KTM 50 SX. I still don’t know how to use a clutch, but I want to learn soon. I like that this bike is fun and not as loud as my KTM 50 because I feel like I can think more when I ride. I can start this bike on my own unlike my KTM 50 where I have to have my dad start it for me. Following my dad on trails or riding the kids track at local motocross tracks seems like more fun to me on the Honda. I can also ride the 110F around my backyard without making my neighbors too mad! The Honda is a little bigger than my KTM, but I can flat foot without a problem. -Landon Sirevaag  

CRF125F $3,099.00: Shannon Sirevaag/35 years old/Beginner/5’3/155 lbs.

Overview: CRF Performance Line technology such as fuel injection and twin-spar frame design is now bestowed on the CRF Trail Line, advancing the 2019 CRF125F and CRF125F Big Wheel into modern off-road motorcycles that maximize fun and ride enjoyment. The electronically controlled Keihin fuel-injection system delivers smooth, seamless, linear power at any rpm and throttle setting—ideal for new motorcyclists and equally advantageous for advanced riders on technical trails or when going through big elevation changes—and the model is 50-state off-road legal. The all-new twin-spar frame is made of steel and extensively tested and developed for a confidence-inspiring chassis wrapped in new body panels and graphics that match those of the model’s race-oriented CRF siblings. Both CRF125F models retain the proven 124.9cc SOHC engine and four-speed gearbox for strong power and intuitive shifting feel. In terms of hardware, the two versions differ only in wheel size, swingarm length and final-drive gearing, resulting in a difference in seat height of 1.8 inches. Instructors or parents will appreciate the peace of mind that comes with putting a rider on a secure and nimble machine, and maintenance is simplified with fuel injection—no jets to change or to clog with fuel residue if the bike sits for an extended period. Electric start, low-fuel indicator light, ignition “key on” indicator, and Honda’s earned reputation for making the best-built and most dependable motorcycles on the trail mean pride of ownership all week and fun and thrills every weekend. 

2019 Updates

• All-new electronically controlled Keihin fuel-injection system replaces carburetor. FI delivers linear and hesitation-free power for easier-to-control delivery at all points in the powerband.

• Twin-spar steel frame, with heavy-duty design inspired by the frame architecture of the CRF Performance Line, provides the right balance of rigidity and suppleness for trail-bike comfort.

• Suspension travel increased (by 10mm increase in front, 12mm rear) for improved plushness and better bottoming resistance.

• New 1 gallon steel fuel tank with integrated fuel pump and fuel filter. Low-fuel indicator on handlebar illuminates when .2 gallons remain. New frame design shields tank in the event of a fall. 

• All-new bodywork and graphics match styling of CRF Performance Line. 

• New handlebar-mounted, multiple-function switch incorporates starter button, ignition “key on” indicator, fuel-injection system status, and low-fuel indicator light. (Replaces reserve setting on petcock.)

• New ratchet-style fuel tank cap reduces possibility of loosening during ride. 

• Half-waffle grips have a smaller circumference for a better fit with smaller hands. 

• New seat foam is 5mm taller, yet seat height on the standard version is only 2mm higher, due to seat placement in the new frame. (Seat height on Big Wheel version isn't increased from 2018.)

Engine/Drivetrain

• The 124.9cc SOHC engine returns with smoother, more linear power delivery.

• Four-speed gearbox is well matched to the broad power spread.

• Electric starter makes getting going a breeze, with kick-start backup included.

Chassis/Suspension

• CRF125F and CRF125F Big Wheel have seat heights of 29.1 inches and 30.9 inches, respectively.

• CRF125F has wheel sizes of 17 and 14 inches front and rear, respectively. CRF125F Big Wheel has 19- and 16-inch wheels. 

• The 31mm fork provides plush front-suspension action.

• Pro-Link® rear-suspension design with sophisticated single shock for consistent action.

• Smooth stopping power provided by hydraulic front brake with 220mm rotor and 95mm rear drum brake.

• Front brake lever is adjustable to work with varying hand sizes.

• Styling follows that of the race-winning CRF Performance Line.

• Meets CARB and EPA off-road emissions standards.

Rider opinion: I literally only ride a few times a year, when we go camping with the family out in the desert, but the reason why I don't ride more is because my TTR125 is a kickstart and hard to fire up. I like to be independent and take care of my own stuff when we are camping. My husband is usually tying to teach or help our son, so I want to make sure I am self sufficient. I was a little nervous riding the Honda CRF125F, but once I sat on it I felt like it fit my frame better than the blue bike. I was offered the 125F Big Wheel, but now I am glad I chose the standard wheel version as it fit me perfectly. I am not that great at using the clutch, but only a couple stalls later, I got the hang of it and could take off easily. I like the way I can go super slow and the Honda doesn’t want to stall out on me. It seems to chug along the trails nicely without the CRF125F being too jumpy with my throttle hand. If I stalled it going up a hill, I could flat foot on this bike better than the Yamaha, which gave me confidence to try new things that I normally wouldn’t. The less my husband has to help out on the trail, the happier we all are as a family. I am sure you other wives out there can relate to what I am talking about right? The best part about this Honda is that I DO NOT have to kick it and it’s as simple as pushing a button. I don’t know if this is a huge deal, but I like that the seat isn't too hard for my behind on long rides. -Shannon Sirevaag     

CRF250F $4,599.00: Matt Sirevaag/35 years old/Vet Novice/5’9/205 lbs.

Overview: Increased displacement, more power and better stability enhance the confidence-inspiring nature of the all-new flagship of the CRF Recreational Line and bring performance gains that also make this a great platform for advanced riders. The CRF250F brings an all-new 250cc four-valve engine with Keihin electronic fuel injection for increased power, and it is now 50-state off-road legal. Its tubular steel frame brings improved handling—a benefit that will be appreciated by all riders. More torque and a linear power delivery mean new riders can learn at lower, less intimidating rpm, and advanced off-roaders can utilize the strong torque in technical sections. The smooth low-end power blends seamlessly into a stronger midrange and top end, and the increase in torque at all rpm results in fewer shifts so that riders can focus more on trail challenges. The mass-centralization philosophy of the CRF Performance Line is carried over to this trail model, with the muffler positioned closer to the center of mass. The result is a lighter feel, intuitive responsiveness, and confidence-inspiring handling, especially on corner entrances. The Pro-Link® rear suspension system puts the smooth power to the ground, and the Showa 41mm fork works with the new frame’s steering geometry to provide maximum front-wheel traction. Braking is handled with new petal-style rotors for improved modulation, heat transfer and mud clearing, and the CRF Performance Line-inspired aggressive, compact bodywork allows improved rider/machine interface. Hot or cold, stored in the garage or stopped on the bad line up a challenging hill, the CRF250F’s EFI and electric starter fire up the engine with the touch of a button, and there are no carburetor circuits to clog with fuel residue if the bike sits for extended periods. The new, 1.6 gallon fuel tank enables good range and is protected between the frame spars in the event of a fall, and the integrated fuel pump includes a low-fuel sensor with a handlebar-mounted indicator. Add it all up, and the all-new CRF250F is more bike, for more riders.

2019 Updates

• All-new 250cc overhead-cam engine.

• All-new Keihin electronically controlled fuel injection systems delivers more linear power and easy start-up whether bike has been sitting or is hot on the trail.

• All-new tubular steel frame for a stable, nimble chassis.

• CRF Performance Line philosophy of mass centralization applied to vehicle packaging.

• New 41mm fork, plus Pro-Link rear-suspension system with single shock.

• Front and rear hydraulic brakes with petal-style rotors for improved heat dissipation.

• Handlebar-mounted low-fuel and “key on” indicator lights.

• CRF Performance Line-inspired muffler with compact positioning.

• CRF Performance Line-inspired bodywork and graphics.

Engine/Drivetrain

• The 250cc SOHC engine returns with smoother, more linear power delivery.

• Four-speed gearbox is well matched to the broad power spread.

• Electric starter makes getting going a breeze.

Chassis/Suspension

• 34.8 inch seat height.

• Wheel sizes of 21 and 18 inches front and rear, respectively.

• The 41mm fork provides plush front-suspension action.

• Pro-Link® rear-suspension design with sophisticated single shock for consistent action.

• Smooth stopping power provided by front and rear hydraulic brakes, with 240mm and 220mm rotors, respectively.

• Front brake lever is adjustable to work with varying hand sizes.

• Styling follows that of the race-winning CRF Performance Line.

• Meets CARB and EPA off-road emissions standards.

Rider Opinion: Even though I ride and race on occasion I love spending time with my family out in the desert. However, riding my full size motocross bike isn't quite the right choice for going on mellow trail rides with my family out on the trails. What I like about the CRF250F is that it actually has a fun power character and is not so lethargic down low that I am bored out of my mind. The suspension is not so soft that my 210 pound body bottoms out the fork/shock on every little bump I hit. The ergonomics of the CRF250F is small so I could actually see my wife graduating to this model when she gets more comfortable with riding the CRF125F. The only real complaint I had is that it’s on the heavy side, so picking it up does take some muscle. -Matt Sirevaag 

What’s a Trail Bike?

When it comes to off-road motorcycles, there are many types and not much variance in appearance, a combination that can make things confusing for those new to the world of trail riding. Following are some principle characteristics possessed by most good trail bikes:

FIT: While it’s always important for a motorcycle to properly fit its rider, that’s especially true for those new to the pastime. In particular, the seat height should be low enough that the rider’s feet can comfortably touch the ground, thereby inspiring confidence and aiding control in tricky trail conditions. This is why trail bikes generally have lower seat heights than their more performance-oriented siblings. 

POWER: Whereas maximum performance is the focus for race bikes, trail machines usually prioritize a broad spread of power. This means that power will build gradually as the throttle is opened, so that the rider is less likely to be surprised by an abrupt acceleration “hit.” At the same time, the engine should offer plenty of torque, to ease crawling over rough obstacles at low speed, and to help avoid stalling.

WEIGHT: Once again, because rider friendliness is a priority with trail bikes, they should be relatively light. When maneuvering a motorcycle along a twisty singletrack (or—let’s be honest—picking it up after a tip-over), excess weight is about as welcome as a bull in a china shop.

STARTING: Back in the day, all motorcycles were brought to life via kick-start levers, which represented yet another challenging ritual for new riders to learn. Fortunately, good trail bikes now feature push-button electric starters, so the rider energy and bandwidth once expended on just getting the motorcycle running can be directed to mastering the actual process of riding. 

EMISSIONS: One of the most important lessons of trail riding is to Tread Lightly, which means participating in the riding experience in such a way that the natural environment is minimally affected. In addition to not tearing up the actual terrain, the concept extends to noise pollution, which means good trail bikes should have quiet mufflers and should be equipped with a spark arrestor in order to reduce the risk of starting a wildfire. In addition, it’s important that trail bikes run cleanly. In some riding areas and at certain times of the year, the California Air Resources Board requires off-road motorcycles be equipped with a “Green Sticker,” a DMV-issued registration that certifies the motorcycle meets certain air-emissions standards. In order to meet these standards, a trail bike typically must be fuel-injected.

RELIABILITY: Like many activities, learning to ride is a process that requires time and repetition. That being the case, every hour spent working in the garage (or—even worse—pushing a motorcycle back to the truck) is one less hour that could be spent practicing on the trails. Therefore, good trail bikes should require only basic routine maintenance in order to run reliably for years.

Green Sticker Facts:

California Air Resources Board (CARB) established regulations to limit the use of Off-Highway Vehicles (OHVs) that do not meet emission standards applicable for California OHV riding areas. After the regulations were established, CARB and DMV worked together to develop criteria for identifying non-complying OHVs. OHVs are registered by the Department of Motor Vehicles (DMV). A red or green sticker is issued depending upon certain criteria.

Green Stickers are issued for all California OHVs that are model year 2002 and older, including those that were previously issued a Red Sticker, and for compliant vehicles that are model year 2003 and newer. Green stickers are issued to OHVs for year-round use at all California OHV riding areas.

Red Stickers are issued to 2003 year-model-and-newer OHVs that are not certified to California OHV emission standards. If an OHV has a "3" or "C" in the eighth position of the vehicle identification number (VIN) then it will be issued a Red Sticker. Red Stickers are issued to OHVs that can only be used in California OHV riding areas during certain seasons.

Top Five Trail Bike Areas in Southern California:

Trail bikes are best enjoyed on trails, and although urban crawl and other factors have claimed some riding areas over the years, there are still many good trails for riding off-highway vehicles (OHVs) in the Southern California area. While some are privately owned, those that are most appropriate for new riders are generally publicly funded and managed. This list is aimed at new riders of two-wheel off-road motorcycles.  

Hungry Valley SVRA

WHERE: North of Los Angeles in the Tejon Pass, near the town of Gorman

WHAT: California’s third-largest SVRA (State Vehicular Recreation Area), Hungry Valley covers 19,000 acres and offers over 130 miles of trails.

WHY: The wide variety of well-designed trails makes Hungry Valley suitable for most ability levels.

WHEN: Best in spring and autumn, whereas summer can be somewhat dusty. With elevations between 3,000 and 6,000 feet, the area can get cold temperatures and even snowfall in winter.

HOW: Take Interstate 5 north, exit 202, Ralphs Ranch Rd. to Gold Hill Rd./Hungry Valley Rd. Day-use fee is $5.

ADMINISTRATOR: California State Parks

INFO: http://ohv.parks.ca.gov/?page_id=1192

El Mirage Dry Lake OHV Area

WHERE: Mojave Desert, on the western edge of San Bernardino County, near the town of Adelanto

WHAT: Divided into four general sections, the El Mirage OHV Area comprises 24,400 acres with 40 miles of trail.

WHY: Relatively close to most of the Los Angeles area, El Mirage OHV Area features a dedicated training area for new riders, who can also use the friendly flat lakebed to get used to operating the motorcycle controls with relatively few obstacles as distraction. The area also offers a nice infrastructure and camping areas, made possible through strong investment and the well-organized non-profit Friends of El Mirage.

WHEN: Best in spring and autumn, though winter can also be good if cold nighttime temperatures aren't a problem. Summer temperatures often reach triple digits.

HOW: From most of the Los Angeles basin, take Interstate 15 north. Exit at Highway 395 and go north. Take Crippen Ave. west, and just before the town of El Mirage, take Mountain View Rd. north. Day-use fee is $15.

ADMINISTRATOR: Bureau of Land Management with cooperation from State of California

INFO: https://www.recreation.gov/camping/gateways/15174

Ocotillo Wells SVRA

WHERE: Northeast of San Diego, between Anza Borrego State Park and the Salton Sea

WHAT: Over 85,000 acres

WHY: As long as you’re comfortable with relatively primitive conditions, you can’t beat Ocotillo for shear scale, as the actual SVRA is surrounded by many more hundreds of thousands of acres of land that is also legal for off-road riding.

WHEN: Autumn, winter and spring are all quite nice, whereas summer temperatures can soar to over 100º F.

HOW: From Los Angeles, take Interstate 10 east to Indio. Take Highway 86 south to Highway 78 west, then turn right on Holmes Camp Rd. There is no entrance fee.

ADMINISTRATOR: California State Parks

INFO: http://ohv.parks.ca.gov/?page_id=1217

Rowher Flat OHV Area

WHERE: Near Santa Clarita

WHAT: At 10,240 acres, Rowher Flat isn’t among the larger off-road areas, but its 60 miles of trails are marked and groomed.

WHY: One of the most convenient OHV areas for residents of the Los Angeles area. 

WHEN: With elevations between 2,100 and 4,844 square feet, Rowher Flat can be ridden in all seasons, though it’s best avoided after storms.

HOW: From Los Angeles, take Interstate 5 north to Interstate 14 east. Exit at Sand Canyon and go north to Sierra Highway. Take a right on Sierra Highway, and after five miles, take Rush Canyon Rd.

Day-use fee is $5.

ADMINISTRATOR: Angeles National Forest, in cooperation with Los Angeles County and California State

INFO: https://www.fs.usda.gov/detail/angeles/maps-pubs/?cid=stelprdb5318340

Cactus Flat OHV Staging Area

WHERE: Northeast of Big Bear Lake

WHAT: Cactus Flat is just one of several starting points for accessing trails in the San Bernardino National Forest OHV system, which offers a huge variety of trails.

WHY: The Big Bear area offers not only wonderful trails, but—for when your riding appetite has been filled—also a number of great campgrounds and other mountain recreational activities.

WHEN: Great for escaping the low-elevation summer heat, the Big Bear area can also be ridden in spring and autumn, but trails can be snow-covered in winter.

HOW: From the town of Big Bear, take Highway 18 north to Cactus Rd. Turn right and follow it to the riding area. A day Adventure Pass is $5.

ADMINISTRATOR: San Bernardino National Forest

INFO: https://www.fs.usda.gov/recarea/sbnf/recreation/ohv/recarea/?recid=26363&actid=32

Honda Rider Education Centers:

Honda’s commitment to powersports and the environment extends beyond selling product, a point made evident as one navigates the grounds of any of the four Honda Rider Education Centers across North America. In some cases nestled in urban jungles, these facilities aren’t just a means for teaching riders (of all brands) the proper operation of off-highway motorcycles and ATVs; they’re also places where riders and non-riders alike can learn about the environment and responsible land use.

Honda Rider Education Center Locations

1. Colton, California

2. Irving, Texas

3. Troy, Ohio

4. Alpharetta, Georgia

A staple of the program, the Colton Rider Education Center was expanded in 2004, Honda trucking in 7,000 yards of dirt and some 2,541 plants to help distinguish five separate ecosystems. Here, riders can get a feel for grassland, chaparral, woodland, riparian and desert terrains—each of these areas inspired by trails native to the nearby San Bernardino National Forest and the Mojave Desert.

As part of the half-day DirtBike course offered at the Honda Rider Education Center, riders will learn the fundamental and technical skills needed to operate an off-road bike in a safe and smart manner; that includes, but isn’t limited to, starting, stopping, shifting, cornering, standing, proper body positions, and going over certain obstacles. The best part? It can be a family activity, with private classes (two students) and family classes (up to five family members) offered on request for weekdays or weekends. Students needn’t bring their own gear, either, as safety apparel is loaned through the program.

Open to anyone 6 and older, Honda’s Rider Education Courses are another example of Honda’s commitment to powersports, as well as a recognition of its social responsibility and support of its customers. Want to navigate the grounds yourself?

For more information:

Powersports.honda.com/experience/colton-rider-education-center.aspx

 To register:

www.dirtbikeschool.com 

909-430-3000.

Honda’s Trail Bike History: 

It all started in the most unassuming of ways. In 1961, at Tama Tech, a Honda-owned amusement park in Japan, Honda’s 49cc Z100 was featured as part of an attraction meant to help park goers experience the joys of riding. So popular was the attraction that Honda would go on to build the Z100-based CZ100, and later, the Z50 Mini-Trail that was brought to America. Complete with 8-inch wheels, knobby tires, an adjustable seat, and a folding handlebar, the Z50A was immediately popular, in part because it could be stowed in a car trunk for easy transport to local riding spots. A star was born, and the Z50 Mini-Trail went on to become American Honda’s best-selling motorcycle of all time. 

While it would spend the first years of its life adorned with a smattering of street-legal components, the Z50A never shied away from the trail, and by 1979, increased off-road use in North America meant it was time for something even more dirt-focused. The 1979 Z50R delivered on that promise and would continue to do so for the next two decades, this long-running model growing with generations of new riders until it was replaced by the XR50R in 2000. 

Honda’s trail bike lineup also grew to include slightly larger models, with the 1973 XR75 setting the bar for small-displacement, single-cylinder four-stroke motorcycles. Replaced by the XR80 in 1979, this model ruled the trails, and some even commandeered it for racing, with considerable success. 

Honda’s trail lineup expanded rapidly as early as 1981, with the introduction of the XR100, and would go on to include the XR70, XR80, XR100, each of which sat proudly alongside the Z50R on showroom floors and had new riders singing, “I wanna ride, I wanna ride.” 

In 2004, a transition to the CRF nomenclature helped create unity within Honda’s off-road family, which now included the CRF50F, CRF70F, CRF80F, and CRF100F. Guaranteeing that there was something for everyone in the family, the CRF150F and CRF230F were introduced at the same time, each of these models building on the strong base formed by larger trail bikes such as the XR200/XR200R and XR250/XR250R. 

Honda’s Trail lineup turned another important corner in 2013, when the CRF110F was introduced as a replacement for the CRF70F, and once again in 2014, when the CRF125F was brought in as the replacement for Honda’s long-successful CRF80F; its CRF125F Big Wheel sibling stepping in for the iconic CRF100F, and going on to form the platform that would be the starting point for a 2019 model-year update. 

 Honda Trail Bike Timeline: 

Following is a comprehensive chronological list of Honda trail bikes through the years. Please note that this list doesn’t include street-legal (dual-sport) models, two-stroke models or machines over 250cc displacement. 

• Z50A / Z50R (’68-’99) 

• XR75 (’73-’78) 

• XR80 (’79-’03) 

• XR185 (’79-’82) 

• XR250 (’79-’04)* 

• XR200 (’80-’02)* 

• XR100 (’81-’03) 

• TR200 Fat Cat (’89-’90) 

• XR70 (’97-’03) 

• XR50R (’00-’03) 

• CRF50F (’04-’19) 

• CRF70F (’04-’12) 

• CRF80F (’04-’13) 

• CRF100F (’04-’13) 

• CRF150F (’04-’17) 

• CRF230F (’04-’17) 

• CRF110F (’13-’19) 

• CRF125F / CRF125 Big Wheel (’14-’19) 

• CRF250F (’19) 

2019 Honda CRF250RX First Impression

What? Honda has another new model? Yes, that’s right, the 2019 CRF250RX is Honda’s latest off-road addition to their growing stable. We had a chance to let our “Electric Diesel” test rider Tod Sciacqua ride it at Cahuilla Creek in Anza, California for a full day of ripping. This is just a quick first impression, but we will be re-visiting this machine for a long term test soon so don’t fret your pretty little dirt bike faces. If you want to hear more about this red machine, click on the “Podcast” tab and listen to Tod and I talk about what this bike is like to ride. 

This all-new CRF250RX is specially designed for closed-course off-road competition only, so just know that this machine will not be OHV legal until you get a spark arrestor. Some of the CRF250RX key features that Honda would like you to know are:

• Large-capacity, 2.2 gallon resin fuel tank 

• 18-inch rear wheel

• Forged aluminum sidestand

• Sealed drive chain

• Suspension with settings dedicated to closed-course off-road use 

Engine/Drivetrain

• High-performance, 249cc single-cylinder engine with dual-overhead-cam design and high rev limit.

• Finger rocker arm with Diamond Like Coating (DLC) maximizes valve lift while retaining a low engine height

• Downdraft intake layout improvies air-charging efficiency

• Dual exhaust ports enable ideal air-charging efficiency

• Cam profile, which is based on feedback on the CRF250R used by the Team HRC factory MX2 race team

• Intake- and exhaust-port geometry provides strong low-rpm engine power while also maintaining stellar top-end performance

• 44mm throttle body offers ideal low-rpm intake airflow for strong corner-exit performance

• Honda’s piston oil jet with five nozzle holes provides superior piston-cooling efficiency and reduced knocking, enabling a precise ignition-timing setting for optimum power delivery

• Lightweight AC generator keeps weight to a minimum and minimizes friction losses

• Electric-start standard for easy, fast engine startup

• Easily selectable Standard, Smooth, and Aggressive riding modes enable easy tuning depending on rider preference or course conditions

• Selectable HRC launch control provides a steady stream of torque for excellent performance on race starts

• Exclusive ECU settings for ideal engine performance and rideability in off-road situations

Chassis/Suspension

• Lightweight aluminum frame with tapered main spars provides great rider feedback

• Low center of gravity reduces front-end lift for strong acceleration

• Renthal Fatbar® handlebar reduces steering-system weight, and flexes for comfort

• Top triple clamp features two handlebar-holder locations for moving the handlebar rearward and forward by 26mm, ensuring rider comfort. When holder is turned 180 degrees, the handlebar can be moved an additional 10mm from the base position, resulting in four total unique handlebar positions

• Newly shaped footpegs are 20% lighter and shed mud more easily, giving the rider great feel and confidence in all riding conditions

• Engine guard allows excellent airflow, boosting engine-cooling performance

• 49mm Showa SPG coil-spring fork with dedicated settings for ideal handling and comfort in technical conditions experienced in off-road racing

• Fork protectors have outstanding coverage for protection in off-road conditions

• Black rims offer strong presence parked in the pits or out on the trail

• Lightweight front-brake caliper uses pistons of different diameters (30mm and 27mm) for strong braking performance

• Front-brake hose resists expansion for precise braking

• Smooth bodywork layout eases rider movement

• In-mold graphics are durable and resistant to peeling caused by washing or abrasion

• Dunlop Geomax AT81 tires provide optimum feel and traction in challenging riding conditions

So now that you have some idea about what Honda did to this sucker, what did Tod think about the 2019 CRF250RX: 

Going into the test day I was thinking this would be a corked up slow trail bike, not really expecting the awesomeness of the power potential this race bike truly really had. One of the first things I noticed was the oversized tank and the 18” rear wheel with the sweet looking racing black rims. Yes, I am sucker for black rims because it just makes the red plastic pop that much more. Throwing your leg over the Honda for the first time, you will notice the large fuel tank and by appearance you may think this tank will affect your riding while on the trail, but once you take off you forget all about it.

I want get this out of the way right now because I feel no one talks about this enough. There are three different power settings on the handlebar, which to me is always great for different riding conditions you may ride on any given day. I may be in the mood for different conditions, on any given ride I go on, so having the aggressive, smooth, or standard “mood” settings is perfect for the many different riding moods that I have. The engine delivery is snappy and responsive enough to pop me up over rocks, logs and the occasional rain ruts that we encounter here on the west coast from time to time. I only weigh in at 155 pounds so having too much power is a concern to me at times when looking to purchase a bike. With this CRF250RX I feel like I can manhandle this machine more because the power delivery is fun, yet never gets me in trouble when riding. The mid range to top end pulling power feels just like the 2019 CRF250R to me and that means it pulls far and likes to be revved. If there is anything I could complain about the engine, it would be lack of some torque down on very low RPM. The throttle response is crisp and instant, but the bottom end delivery can feel empty if I was on a tight trail that was somewhat sandy.  

The Showa suspension feels like it was tailor valved for my riding style and weight. Again I am not a heavy guy and this Showa CRF250RX suspension was plush for me out on the closed course trails of Cahuilla Creek. On the occasion I hit the moto track on the way into the pits, the suspension had enough hold up for the jumps that Cahuilla provided. Overall, I can’t sit here and type any real negative on the suspension side (as I love me some spring forks) and Showa knocked it out of the park with this fork setting. We set the sag at 106mm for my weight and I was happy right away with the balance that the HondaI had. I am sure Keefer will nitpick the crap out of this thing more at a later time, but for now lets just say the Showa suspension was great for my smaller stature. 

48mm Showa spring forks grace the new 2019 CRF250RX.

 While riding the diverse terrain I noticed how nimble and easy this CRF250RX is in the tight stuff (and through corners). Although the nature of the chassis is agile and quick handling, the straight line stability feels planted and not as twitchy as the 250R. On tighter switchbacks the CRF250RX feels light and very playful and that makes me want push harder through the tighter terrain. One thing is for certain about the evolution of dirt bikes these past few years; it’s that the brakes have improved dramatically. A lot of media testers don’t talk about how important good brakes are and the new Honda provides some great stopping ability. The front brake on past Honda’s felt somewhat spongey and soft to me, but this 2019 CRF250RX has a strong front brake that lets me charge into corners much harder than I can remember.   

The Honda loves to carve up some berms.

Did I mention I love electric start? Well, I do! You might think you don’t need an electric start on a 250, but after a full day of riding, kickstarting your bike gets tiring. Us older guys love this feature as it just makes riding a dirt bike more enjoyable to me. The biggest bummer to me on the day was that they didn't let me take the bike home. I will have to say that I am also mystified that Honda doesn't put handguards on this machine. The seven mile loop that Honda laid out for us was filled with blood sucking demon branches that will attack you any chance they can. Just ask my right forearm! The Honda CRF250RX comes with a skid plate, which is mandatory for any off road bike, so why aren’t handguards mandatory on this sucker as well? Bueller? Bueller? Bueller? 

Dear Honda, we need handguards please!

Great job to Honda on making a hybrid machine that is easy to manage and fun to ride. Look for more 2019 Honda CRF250RX updates at keeferinctesting.com soon or check out the Rocky Mountain ATV/MC Keefer Tested Podcast on this site right now! -Big Air Tod  

2019 Honda CRF250R First Impression

It’s finally here to talk about! Hallelujah! The 2019 Honda CRF250R! So what did Honda change to the 2019 Honda CRF250R? New cam profile based on feedback from the Team HRC factory MX2 race team, new intake and exhaust-port geometry, new 44mm throttle body from last year’s 46mm version, all-new piston oil jet uses five nozzle holes instead of four, for improved piston-cooling efficiency and reduced knocking, right-side exhaust pipe shortened 50mm for excellent high-rpm power, all-new AC generator reduces weight and friction, Renthal Fatbar instead of 7/8 handlebar, new engine guard allows increased airflow that is said to improve engine-cooling performance, redesigned fork protectors offer improved coverage, black rims bro, new, lighter front-brake caliper now uses pistons of different diameters (30mm and 27mm) for strong braking performance, updated front brake hose has reduced expansion for more precise braking, and finally newly shaped footpegs are 20% lighter and flush mud more easily. 

The 2018 Honda CRF250R needed more torque to be able to hang with the Yamaha YZ250F. For 2019 Honda did improve on bottom end delivery, but it’s still not up to Yamaha YZ250F standards. The 2019 CRF250R can pull out of a soft corner slightly better than the 2018, but where you will really feel the difference between last year’s machine is through the mid-range. Mid range pulling power and RPM response is much improved as the Honda now feels more playful when accelerating over square edge and popping over braking bumps. Low end response doesn't have that exciting feel like the Yamaha, but to me the low end feeling (coming out of corners) feels on par with the KX250 now. The Honda CR250R needed more “meat” in second gear and it did get some, but the recovery time, from a mistake by the rider, is still not quite as good as the blue bike. If you're looking for a 250 four-stroke that likes to be revved and pulls far then the 2019 Honda CRF250R is your ticket. Top end pulls strong and over-rev is close to the KTM 250 SX-F, which means you will be rewarded by waiting just a second or two longer when making your shifts. The harder you ride this Honda the more it will reward you. This is not a lazy rider’s machine! If you were to ride both the 2018/2019 bikes back to back you will be able to feel the overall increased engine performance within the first couple laps. Trust me, I have done this several times. 

The updated valving that Honda came up with for 2019 really helps the chassis feel out tremendously. The fork has better hold up on de-cel and can be ridden harder with a heavier rider on board. The comfort that the CRF250R fork has is almost as good as the KYB SSS fork that is on the YZ250F. In fact, to me, the Honda fork has slightly more comfort initially when slapping the front end down off of a big single or flat landing. The shock is also a step in a better direction with increased rear wheel traction, as the shock squats just the right amount when the throttle is twisted open. The balance of the Honda should be praised as it always feels flat when coming in hot to a corner and the stink bug feel that Honda is sometimes known for is not apparent on this model. 

I have ridden almost all of the 2019 250’s and I must say that Honda has the best feeling chassis out of the bunch (I have yet to ride the 2019 Suzuki). The rigid feel that the CRF450R comes with is not apparent on the 250R. It feels planted at speed and can corner extremely well. The Honda is not the lightest on paper, but feels extremely light when riding. The beauty of this chassis is that you can rear end steer this 2019 Honda and also front steer without a problem. I complain about being trapped in a box with the 450R chassis as it’s super finicky to each change I make. The 250R has a wider window for the rider and doesn't seem to feel different when going from track to track. What you may be wondering is why the chassis feels better in 2019 when there wasn't anything changed to the frame. I am glad you asked! With the newfound bottom-mid range pulling power and the suspension changes that Showa made to the 2019 makes this a more fun/playful chassis to ride (compared to the 2018 version) on all different types of terrain.    

Thank you Honda for going with the 839 Renthal Fatbar! It is a lower bend than the old 971 7/8 Renthal bar, which makes it easier to get over the front end and corner. I am able to stand up through corners much easier with the layout of the handlebar, seat, footpeg. I am 6’0 tall and Honda is one of the more roomier cockpits. Dean Wilson even commented that the Honda (when he tested it) was spacious enough for him! *TIP*!! If you’re looking to get the 839 Fatbar bend on your older Honda you will have to go to your local Honda dealer and order it through them as a Honda part number. 


The three maps that you can choose from on the handlebar are actually different feeling on the track. Sometimes when you get a machine that has a handlebar mounted map switch it’s tough to decipher between the choices you have. For fun I had a buddy change the maps on the handlebar for each session I tested, without me knowing which map I was riding with. I wanted to really see if I could tell the difference between each map setting and to my surprise I could actually feel the difference between all three maps. I ended up making the correct choice each time I went out due to the fact that they are that noticeable. I preferred the aggressive map (map three/blinking three times) because it gave me more RPM response out of corners and bottom end torque. I was able to short shift a little more with map three, which helped recovery time when fanning the clutch out of corners. Try this with your buddy at the track and see if you can feel the difference without knowing which map he put you in. Oh and don’t cheat and look down at the map switch cluster!!!  


The Honda still needs some help with 2nd, 3rd, 4th gear spacing. If I am at a jumpy track it’s tough for me to decipher on which gear I want to be in to hit something. Sometimes I come out of a corner in second, start accelerating, shift to third, and it feels like third gear runs out too quickly (for third gear). I end up shifting to fourth a lot of times to hit stuff, but the weird thing is that fourth gear on this bike is surprisingly very useable! I hardly ever get to fourth gear on a KTM or Yamaha, but with the Honda I use fourth gear a lot. So when you ride the Honda CRF250R (2018 or 2019) try shifting to fourth gear and see for yourself. If you want to do “The Jody” I will not disagree or hate because I also like a 49 tooth on the rear. *If you are wondering what “The Jody” is, it’s a one tooth up on the rear sprocket mentality*. 

Here is a baseline set up from stock clickers. If you DO NOT know what your stock clicker number is please use your owners manual. That is what it’s there for. There is some great information in there and Honda has one of the best owners manuals out there. Yes, I could give you the stock clicker number, but that would defeat the purpose of my app that will be here soon!  

Fork: Height: 5mm

         Compression: Plus Two (two clicks stiffer than stock)

         Rebound: Stock or plus one (one click slower/stiffer than stock)

Shock: Sag: 107-108mm

            High Speed Compression: 1/8 turn in from stock (that is stiffer, folks) 

            Low Speed Compression: Plus one (one stiffer than stock)

            Rebound: Stock 

Is overheating still a problem Keefer? Yes, this is still a problem somewhat. If you ride deep sand tracks or ride when it’s over 100 degrees outside then make sure to check your coolant levels after every moto. I have tried a 1.6 radiator cap in the past and it helps a little just make sure you don’t sit there in the pits too long with your motor idling. You will not run out of coolant and blow up your bike unless you're at Glamis doing a three hour wide open moto. Just make sure to be conscious of the coolant level when riding.

In 2018 Honda had a recall on their clutch baskets as some of these were breaking and causing problems. For 2019 that is not a problem and has been resolved. The clutch on the 2019 still can fade during a long moto, if you over abuse it, so be forewarned. The clutch lifespan is around 10-12 hours for me as that is when I can feel it start to slip/drag. However, just know that I am a clutch slipper kind of guy as my finger is constantly on the clutch modulating the power to the rear wheel. 

I will be riding the 2019 Honda CRF250R a lot more so stay tuned for some added modifications that will get me some more torque. Always check back to pulpmx.com and keeferinctesting.com for the latest testing information. We got you! -Kris Keefe

2019 Honda CRF450X

Almost every motorcycle made has somewhat of a cult following, even some of those bad ones. However every so often there is a bike that becomes iconic and ever since 2006 the Honda CRF450X has been the Swiss army knife to so many riders throughout the riding and racing community. It’s no secret that the 450X has seen very little updates since its 2006 release and although it’s stayed the same, I think that’s a testament to how well Honda has designed the bike in the first place. The CRF450X has never been a real standout bike in any one category, I would even say that it’s been somewhat vanilla. Don’t take this the wrong way as vanilla ice cream can be eaten plain or can be made even better with just a few toppings right? That being said the 450X has been the platform for a huge amount of success especially on the west coast. This “vanilla” bike has had the ability to transform itself from the family trail bike to a bike, that is able to win multiple championships (in the high speed SCORE Baja series), while also being able to win multiple NHHA (National Hare and Hound) races and championships. 

 Improving the CRF450X (even if it was minimal) in every category (without hindering any one category) was the only way Johnny Campbell and Honda were willing to change the old tried and true red machine. One thing the 450X has always had and Honda wanted to keep was the ability to be a green sticker vehicle, which now makes the “X” one of only two 450cc bikes (the other being Yamaha’s WR 450) that is able to be ridden off-road year around. Being all new, the 2019 CRF450X’s fuel injected, Uni-cam engine is based off of the CRF450R, but with a slightly lower compression ratio (12:1). The lower compression ratio is achieved by having a different shaped, three ring piston. Also when compared to the “R”, the “X” has 12% more crank mass, which acts as a flywheel weight, helping give the engine more tractor like pulling power. New for 2019, the transmission is now a wide ratio six-speed mated to a rubber dampened front sprocket to keep chain noise to a minimum. The endless sealed o-ring chain is nice, but I personally like a master link for trailside issues.  The engine side cases have covers also to dampen engine vibration and keep overall engine noise down. The ECU settings on the 2019 are dedicated to the bike and since it is a green sticker bike they cannot be modified. Unlike the 450L (which this bike is closely related to), the “X” model does not come with a catalytic converter inside the muffler, although the muffler is still quite big and restrictive. Also differing from the “L” the head pipe diameter has been increased from 35mm to 38mm. 

The base chassis on the 450X is the same as the 450R with a few additional mounting holes, different engine hangers and slight changes to the sub-frame.  Some off-road specific goodies on the “X” include an 18” rear wheel, larger front brake master cylinder/hose (while still utilizing the “R” caliper and large rotor), a larger 2.01 gallon fuel tank, skid plate, dedicated suspension settings, larger offset fork lugs and a dedicated top triple clamp. Honda still uses a 7/8” Renthal handlebar which isn’t necessarily a bad thing as it has more flex than an 1 1/8” bar. Finally Honda got rid of the old cable drive analog trip meter and joined this century with a nice digital readout that gives the rider different information.  The radiators on the “X” are larger than the “R” although unfortunately, unlike the “L” they don’t come with a radiator fan (although the plug is there and a fan from the “L” will bolt directly on). The headlight is literally the same halogen unit that come on the older “X” model (I assume for budget reasons) and the tail light is LED. The 2019 is E-start only and comes with a high capacity lithium ion battery. Oh and the 2019 CRF450X weighs 275 pounds when full of fluids. 

Our test day took place in the dry California desert and was set to a camping theme, which is where this bike is most likely going to be used in the real world. We split up into three groups, I headed out with Johnny Campbell as our guide and followed his dust down a seemingly endless sand whoop trail. Although not the most gradual way to warm up, it was immediately clear that just because this bike has the appearance and initial feel of a trail bike, that doesn’t meant deep down there still isn’t the heart of a Baja racer. Most trail bikes are sprung/valved extremely soft for the majority of the public, which gives a wallowy feeling especially in sand whoops. This isn’t the case with the 2019 CRF 450X; Honda was able to make the “X” comfortable at a trail pace while still making the suspension handle being ridden at a semi aggressive pace. On bigger g-outs the rear of the bike tended to go deep into the stroke and spring back, giving a slight kicking sensation. The forks only bottomed on hard, slap down landings and had an audible metal to metal clank sound. In rock gardens the front end stayed very planted and is stable, but when there is sand involved the bikes negative traits start to show. In sand washes the front end has a slight wander and gives the rider a lack of confidence. This may be partially due to the tire (Dunlop MX52), but in my opinion it was more of a suspension issue. The pushing feeling was greatly exaggerated when braking, and was hard to predict what the front wheel was going to do in almost any type of slower speed sandy section (even more so if there were rocks littered in). I noticed this in some washes we were in and thought it may have been just those washes, so when I got back to the camp I spun a few laps on a sandy turn track. It was quickly confirmed that the “X” in stock form isn’t a fan of turning in the sand, it isn’t planted and has a pushing sensation. After talking with Kris about this he explained it’s because the fork’s slightly soft settings hamper its turning ability when transferring your weight to the front on de-cel. When entering a corner sitting, the fork dives too far into the stroke and gives a knifing sensation. If I leaned back too far the fork wasn’t far enough in the stroke and it would have a pushing sensation.

What this Honda CRF450X does have that some other CRF’s don’t is straight line chassis comfort. The frame on this Honda is forgiving and doesn't put you in a small box like the CRF450R can do. It never deflects or feels harsh when riding over square edge or nasty terrain. We love the feel of this “X” chassis when going fast! Chasing Johnny Campbell down fast twisty roads with rollers is by far one of the more fun things to do on this Honda CRF450X. What I found is that on faster terrain, the “X” steers much better when standing and giving turning input through the pegs. Just a slight push on the pegs will get the bike to change direction while still feeling stable and confident. When I tried to point and shoot faster corners sitting down I had very little confidence in how the bike was going to react. If you like to stand or if you’re a rear end steering rider the CRF450X will fir you perfectly. The reason we think it corners better when standing is because when your weight is on the pegs, the load is centralized and not biased more to the front or rear so the balance front to rear doesn't get upset as much. 

To be 100% honest (which we always are over here at Keefer Inc) I was a little disappointed in the engine on the 2019 CRF450X. After riding the “L” last month we were told the “X” would be significantly opened up so the true potential of the engine could be enjoyed. Unfortunately the “X” has only a slightly free-er feeling engine. That being said I understand that with the restrictions of green sticker vehicles that Honda could only do so much. The bottom end power of the “X” is very linear and tame making the bike very easy to ride at lower speeds. When giving more throttle input the power of the “X” is deceiving as it builds power very calculated. Into the mid-range the bike starts to pull hard and almost feels like a diesel (similar to when the turbo was spools up). When that mid-range power comes on, the Honda gets the power to the ground and gets more exciting to ride. The reason I think the power may be “deceiving” is because the exhaust is so damn quiet and tame sounding that it never crosses my mind that it’s pulling so hard (with such a tame exhaust note). Past the mid, the top end is somewhat short, but that isn't a bad thing because the CRF450X likes to be short shifted and can do that with ease. In almost every situation the 450X like to be ridden a gear high and can be lugged fairly well. The gearing on the “X” is spaced out well and is one of the better gear boxes in the CRF range. I do feel like first gear could be a little lower because when at low speeds the engine was lugging a little more than I would like as I needed to cover the clutch. If the clutch wasn’t covered (in first gear) the Honda did flame out a coupe times on me in super tight/technical sections. Going up a couple teeth on the rear would most likely help remedy this issue, but wold also take away some top end pulling power (which I wouldn't mid so much). The CRF450X’s top speed was 96 MPH as I rung it out next to Johnny Campbell in a full tuck. Two times throughout the ride I found a false neutral between 2nd and 3rd gear and four to five times a found a false neutral between 4th and 5th gear. This could of happened because I was being lazy when shifting and not fully clicking my toe up. 

The ergonomics on the 2019 CRF450X are like any Honda as they always feel like home. The half waffle grips are good quality and the levers have a classic Honda comfortable feel. Something I always have and always will complain about on Honda’s is the damn clutch switch. When the bike stalls the clutch needs to be pulled in to be re-started, which is ok, but for the switch to be engaged the lever needs to be pulled in all the way to the handlebar. This means you can’t just two finger the clutch and fire the bike (because the other two fingers are blocking the lever from being fully engaged. I also feel like a radiator fan should have come stock on the “X”. I bring this up because as I was messing around at slow speeds (for 10-15 minutes) I was able to overheat the bike and it slightly spit coolant out.  The front brake has been greatly improved over the previous generation “X’s” and stopping power much better than I remember. The master cylinder is larger, holding more fluid, and the feel, power, and progressiveness at the lever is something I fell in love with. The digital readout gives MPH, trip, total mileage, check engine, low fuel light, and one other cool function. The “X”’s computer measures how much fuel has been used, which doesn’t seem too exciting, but it’s how it’s measured that’s smart. Instead of measuring how much fuel is in the titanium tank, the Honda measures how much fuel has flowed through the fuel injection system. This lets the rider know the MPG while also telling the rider how much fuel has flowed through the system. On our ride, the fuel light turned on at the 50 mile mark, but this mileage can obviously change with the terrain as well as the amount you twist your wrist. Unlike the older model, the new bike doesn’t have a quick access air filter door with quick release. Instead the air filter is accessed like a motocross bike removing the two seat bolts and seat. The stock plastic skid plate is nice and I applaud Honda for having the skid plate, as well as front and rear rotor guards since this is after all an off-road bike. Although the “X” has bike protection, once again Honda doesn’t equip their off-road bike with handguards. I didn’t understand why they don’t have handguards so I asked, and was told the engineers in Japan say “XR’s have handguards, CRF’s do not” this didn’t really answer my question, but it seems like it’s something that isn’t likely to change any time soon. 

Honda set out to improve the 2019 CRF450X in every department and I think the project was a success. Unlike the older model, this bike doesn’t need to have the carburetor messed with and all the smog stuff removed to make it run. Out of the box, the 2019 CRF450X runs well and is a very capable, fun machine to ride. Once the aftermarket offers some goodies (making the bike a “closed course” machine) it has the ability to be morphed into whatever the consumer wants it to be (just like vanilla ice cream). Just like adding your favorite toppings to ice cream, the 2019 Honda CRF450X is a great base, and with some aftermarket parts of your choice the “X” is still a Swiss Army knife that can be transformed into whatever type of bike you desire; from trail boss to Baja racer. If you have any more questions about the 2019 Honda CRF450X feel free to reach out to me at Michael@keeferinctesting.com. -Michael Allen

2019 Honda CRF450RWE First Impression

Editors Note: I wanted a test rider that rides/races Hondas a lot, but not a Honda rider who gets help or paid from Honda, but a real world, blue collar, racer type of guy to see if the Works Edition is really that much of a benefit for the money. I have known Colton Aeck for a while and he has always come across to me as a young kid with his “shit together” so to speak. As someone who looks for test riders, this is a rare thing. Almost Unicorn like! He’s articulate, he's polite, he calls it how he sees it and can translate that into actual words on a computer screen. While I was in Colorado on a family vacation, I tasked Colton with the job of comparing the “WE” to the standard edition a little, so you consumers can read if the juice is worth the squeeze.  

The 2019 Honda CRF450RWE… What is it and is it worth the extra $2,200 on the price tag?

2019 Honda CRF450RWE

For 2019 Honda released their first ever WE or “Works Edition” motorcycle. At first glance the 2019 CRF450RWE looks a lot like Ken Roczen’s factory race bike. The “WE” utilizes the 2019 CRF450R as a base, but features a handful of upgrades like the Ken Roczen replica graphic kit, a hand ported cylinder head with an engraved “CRF450R Works Edition” stamp, Yoshimura slip on exhaust and more aggressive ECU settings. Other upgrades include: Kashima and titanium nitride coated forks, “super finished” and titanium nitrate coated shock shaft, valving settings, DID LT-X rims, RK gold chain, black triple clamps and a Throttle Jockey gripper seat cover. 

So does all the extra bling and goodies translate into improved performance on the track? In short, Yes it does for me, but let me dive a little deeper, starting with the engine.

The combination of the head porting, Yoshimura slip on mufflers and the new ECU settings really liven up the engine on the CRF450RWE. RPM response is improved through the mid/top end and the engine has an overall “free” or quick revving feeling throughout the rpm range. It really does feel like a race engine and I would know because I have a race engine in my own personal 2018 Honda CRF450R. The biggest power increase is through the mid to top end and the rev cut off limit (over-rev) feels like it’s a couple hundred RPM’s higher than the standard “R”. I didn’t have to shift the “WE” quite as early as the the standard model coming out of corners. Although I will say the "R" has much better pulling power than the 2018 model. 

The chassis is virtually the same between the WE and the standard model, except for the DID LT-X rims. But don’t discount that small change, because I think it has a noticeable effect on the handling of the WE. There is more of a solid feel when landing hard off of jumps compared to the standard “R” rims and for my aggressive riding style, that suits me better, so I can really appreciate that small of a change. Some of you may not even notice this on the track. but I am picky when it comes to rims and their strength. 

To be completely honest, I didn’t expect to feel the difference in the suspension coatings and valving on the “WE”. Once you’re on the track the difference is clear, the initial part of the fork’s stroke has a plush yet firmer feel and the bike as a whole seems to settle better into corners. I feel like there is some added hold up (fork) on de-cel and the balance of the bike is better to me once off the throttle. I get slightly less pitching (or diving sensation) when chopping the throttle hard into some braking bumps. Again, the “R” is a little soft for my aggressive riding style, but still has a lot of comfort. The “WE” may have slightly less comfort in the mid-stroke, but it what it lacks in comfort it makes up for in performance when I decide to lay some hot laps down. Between the more powerful and responsive mid to top end, the suspension coatings and the stronger DID rims, the “WE” feels a little more flickable feeling on the track. I notice this mostly in the air and leaning into corners.

So the big question..Is the 2019 Honda CRF450RWE worth the extra $2,200?

Well, If you have a few extra bucks to spend and you want to have a more unique bike, that is also really cool then YES! If you plan on doing some modifications to your existing “R” you would easily spend more than $2,200 to do all these upgrades yourself right? If you have the extra money, want something unique and actually get some real world on track benefits then having a “Works Edition” is pretty damn cool. -Colton Aeck 

If you want more information and want to hear what the boss man has to say about both Honda machines you can click on the "Podcast" tab right here on keeferinctesting.com and listen to the Rocky Mountain ATV/MC Keefer Tested Podcast. 

2019 Honda CRF450R First Impression

As the 2019 bike roll-outs continue, we ventured back to Chaney Ranch to swing our leg over the 2019 Honda CRF450R and all new CRF450RWE (Works Edition).  From prior experience, the Chaney Ranch facility proved to not be the best testing grounds to form great opinions/settings on new bikes, but rather a place that would allow us to get comfortable on a bike and become more excited to take it elsewhere.  So my first impression of the 450R is just that - a way for me to communicate my initial thoughts based on one day of riding (and trust me when I say I can’t wait to ride this bike again).  

2019 Honda CRF450R 

First and foremost, let me start by stating that I was not a fan of either the 2017 or 2018 Honda 450R.  I’m a relatively small dude - 5’7”, 145lbs, so harnessing the prowess of a big bore can be daunting at times.  I personally felt that the 17’ & 18’ 450’s where very rigid, and I struggled to find settings that would make me comfortable in stock trim on rougher tracks.  Mostly, I felt these bikes were quick to react and deflect off of any small bumps/chop on track, making it hard for me to hold onto (skinny guy problems). Honda brought out an 18’ for us to ride and I was able to confirm these opinions before riding the new bikes. Without a doubt, within minutes I could feel the difference of the updates that Honda made for 2019. The CRF450R’s Next-Gen twin spar aluminum frame positions the rear shock’s mounting point lower, opening up the airbox area and contributing to a lower center of gravity. Honda also took some rigidity out of the sub-frame to help with rear wheel traction and comfort. The new swingarm design is lighter and provides appropriate rigidity communication to the rest of the bike, resulting in a much more compliant feel. The bike feels more stable, more predictable, and way more confident when riding at speed. It allows you to ride the bike more aggressively and with more confidence in rough conditions.  Keep in mind, the overall frame geometry is exactly the same as the prior years, so the 19’ definitely will not feel foreign to someone who has become familiar with the last few generations.  Further enhancements to the chassis for the new model year include revised suspension settings, which further improve the overall feel and performance of the 450R.  They are somewhere in the mix between the 17’ (which was soft) and the 18’ (which was stiffer). I made very minute adjustments to improve comfort, which included a sag setting around the 109-110mm mark, and softening the forks and low speed compression on the shock. These small adjustments transmitted into noticeable differences and I started liking the bike even more as the day progressed.  Finally, I was smiling while riding red again!

Moving into the power plant, 2019 sees a revised cylinder head with a focus on the exhaust port and a new header pipe.  The header pipe diameter has been increased as well as overall length to the muffler, all resulting in more power across the rpm range.  Honda also updated the selectable EFI map selections (standard-1/smooth-2/aggressive-3) for better use of power delivery in specific conditions, as well as selectable HRC launch control modes.  I did not really dive into the launch control modes on the 450R, but have been told that they help offer a great advantage for riders looking to rip that #absoluteholeshot. My impressions of this 2019 motor were great, as I felt the power delivery was very linear (something that I like). It was not as barky/aggressive on the low-end as previous generations have been, so I did enjoy “Map 3” the most, which woke the bike up a bit, allowing it to regain some snap and playfulness without losing the linear power curve. Over-rev seemed plenty sufficient as well, as the bike did pull well in high rpms, but the only thing that really didn’t stand out was the mid-range. I felt the “meat in the middle” was a little lack-luster, making me want to twist the throttle more to keep the bike alive. All in all, the motor and chassis combination seemed to work well with one another.

To round out some other important improvements to this year’s 450R, the bike now sees a Renthal Fatbar attached to a new top triple clamp (offers 4 different handlebar mount positions), updated front brake caliper, and last but not least… BLACK WHEELS!  Yes… this is very important, because holy hell the bike looks so damn sexy with them! And speaking of holy hell and sexy, how about the all new 450R Works Edition?! The bike is drool worthy and I swear to you, it will cause a double-take to anyone at first glance who might confuse it with a factory race bike. I spent some time on this bike as well during the intro, but it was not my focus - my partner, Colton Aeck, will provide you with the details in his own impressions right here on KeeferIncTesting.com. I will say this - the Works Edition is one bad machine, and I applaud Honda for actually making it a better package for the money when comparing it to the orange/white competition. It is not just about aesthetics with the 450RWE, its about performance as well, and I’m hoping to ride it again in the near future to form better opinions on how much better it can be or should be, versus the standard “R” model. 

I personally feel that the 2019 new bike season is shaping up to be great. Japanese manufacturers have stepped up across the board, providing machines that look, feel and perform better than they have in the last few years. Honda has proven this so far with their 450R, which is noticeably improved form the 2018. The updated chassis is the obvious stand-out here, providing a more compliant and predictable ride than the previous generations. What was also cool to experience first hand was being surrounded with professional privateers during this intro (albeit current red riders) that could attest to the changes that the new bike experienced. Everyone seemed to agree on specific traits, and what stood out when they had their turn to spin laps (and let me explain that they all agreed that they want the 2019 bikes to race on next season). As mentioned earlier, riding in the location we did for this intro was just the beginning… I am now more eager than ever to ride in different conditions to really get a true depiction of the 19’ model.  As always, please stay tuned to KeeferIncTesting.com to read/listen/learn as we continue to have some fun testing the 2019 offerings across the board. Thank you for reading! -Dominic Cimino

Dominic Cimino ripping the CRF450RWE. 

2018 Honda CRF450R First Ride

Keefer Inc. Testing First Ride Impression

2018 Honda CRF450R 

The 2018 Honda CRF450R may look like a 2017, but it sure doesn't act like one. 

For those of you that didn't listen to the 2018 Honda CRF450R podcast I did, here is a written First Ride Impression version. Remember if you prefer to listen to your tests instead of read them, we are here for you! You can subscribe to “Keefer Tested“ on iTunes, go to pulpmx.com or get it on the Stitcher app…. Choose wisely…. 

Honda came out with a brand spankin new CRF450R in 2017, so the updates the 2018 have are minimal, but that doesn't mean they cant be felt on the track. Honda went ahead and stiffened up the suspension by increasing the spring rates on both ends of the bike, the engine hangers have been swapped out for a softer CRF450RX style hanger, a mapping change was made to the standard map that was developed to smooth out roll on power down low and increase mid to top end pull and last but not least an electric start with a lightweight lithium ion battery (straight from the HRC race department). On paper it doesn't sound like much, so I took the 2017 and 2018 bikes out to dissect them both (for a little comparison) and this is what I came away with. 

A Mapping change to the number 1 map (on the mapswitch) make the 2018 CR450R easier to ride.

Engine: 

The 2017 engine character is super exciting and fun to ride, but can be a handful when trying to roll through ruts and corners. The 2018 (in map 1) comes on smoother and is much more friendly to ride than the 2017. This doesn't mean it lost its luster down on low RPM, it just means that it is more controllable than ever before. The rear wheel is more connected on the 2018 than last year and I can really feel the Honda getting more traction when the dirt gets harder. Mid to top end pull feels like it has also slightly increased over last year with the new mapping. The new bike can pull second and third gear slightly longer. You will however still need to downshift to second in corners, but will be able to shift a little earlier on the 2018. Over-rev is as good on the 2018 as last year’s model, but still not quite as good as a KTM 450SX-F. With the 2017 I felt like it was easy to stall on tighter corners and didn't have that chugability (yes, that’s right chugability) that I like so much from a bike like the Yamaha YZ450F. With the 2018 CR450R mapping change I felt like the Honda is a little more “chuggy” feeling down on low RPM and doesn't have the tendency to stall as easy. Map two and three are unchanged and to me I preferred map 1 on every track I rode besides very deep sand tracks. Map two is too mellow for my throttle hand and map 3 is very fun feeling, but when I get tired I prefer calming down a little bit! Don’t be threatened by a smoother power feeling on a 450 because chances are you will be faster with that type of engine character. Honda has picked up on this and gives the rider a smoother yet broader engine character in 2018.  

The new Honda still has a fun power character and is flickable around the track. 

Suspension:  

2018. Firmer? Yes. Harsher? No. The 2018 Honda has a firmer feel to it and holds up in the stroke better than the 2017. At 170 pounds this is a better feeling for me on every track I rode at. Last year’s bike was a little “pitchy” feeling and gave me some oversteer (knifing) in corners. This year I was able to keep the fork height at 5mm up in the clamp and not get that oversteer I dreaded from last year’s machine. Going from on gas to off gas on the 2018 CRF450R gives the rider less movement and keeps front end traction high through corners. The fork has a firmer feel, but doesn't get harsh through the mid stroke and keeps a good damping feel all the way to the end of its stroke. Last year’s fork setting was a little empty feeling at the end part of the stroke and I bottomed the 49mm Showa spring fork going up faces of jumps. I experimented with shock sag and always came back to a 105-106mm setting. This was a happy place to keep the 2018 CRF450R balanced on braking bumps and acceleration chop. The shock soaks up square edge well and doesn't have that wallow feel on rollers like last year’s steed. I did get some bottoming on steep jump transitions so an 1/8-1/4 turn stiffer on high speed really helps this get better. If you feel like that both ends are harsh (on braking bumps and acceleration chop) try softening the fork two clicks, slowing the rebound down one click. On the shock go softer two clicks on low speed compression and stiffen rebound down one click. 

The 49mm Showa spring fork holds up more on de-cel and the bike doesn't have that "pitchy" feel to it.

Chassis:  The softer engine hangers really help the 2018 Honda CRF450R settle into the corners better than the 2017. I originally did this mod to my 2017 and noticed a big difference in the bike’s attitude when the track was hard and choppy. The 2018 doesn't deflect as much off of bumps and is slightly more planted around the track.The softer hangers help the flex of the chassis and give the rider more of a contact patch feel from both tires. The added weight (five extra pounds in 2018) of the electric start doesn't correlate on the track and it was tough for me to feel any real weight disadvantage while pushing it on the track. If anything I can feel a slightly heavier feel on tip in, coming into corners, but it is barely noticeable (I am picky so I can feel that stuff). The CG feeling of the Honda is still superb and feels flickable around jumpier style tracks. The 2018 CRF450R corners better than the 2017 due to the chassis and suspension changes Honda made.  

The updated hangers are a welcome change to the 2018 CRF450R, even though most of you 2017 Honda riders most likely already did this to your machine.

Verdict:  

It was tough for me to ride the 2017 Honda CR450R at rough tracks, but the same tracks I hit with the 2017 didn't feel as gnarly to me when I rode the 2018 model. The more forgiving chassis, stiffer suspension, and an engine character that is easier to ride makes it less of a handful to push your limits. I like that I can be smoother on this bike and it will reward me. Did I mention the electric start kicks ass?! It starts easy and makes life a lot easier for me when I have a spill or need to stop to yell at my son for doing something sketchy out on the track. I am looking forward to riding the 2018 Honda CR450R against all of the other 450’s soon in the upcoming first annual Keefer Inc. Testing 450 MX Shootout. Stay tuned! 

Legend. 

If you have any questions about this test please feel free to email me at kris@keeferinctesting.com.  

For spec info you all can go click over to powersports.honda.com.