Yoshimura RS-9T Stainless Full System (2020 Honda CRF250R)

The 2020 Honda CRF250R is much better off the bottom end than the 2018-2019 versions, but we wanted to test the latest full stainless Yoshimura RS-9T to see if it helped the stock Honda’s engine character at all. We were specifically looking for a little more RPM response and pulling power because the Honda is still lacking some bottom to mid power when compared to the other competitors in the 250 class, more specifically the blue bike. Seeing as how my son and I have been logging a lot of hours on the machine as of late, I thought why not get a review up fairly quickly to give you the details. 

Installing the new full system took me less than 20 minutes and the instructions were very detailed. All of the parts that came inside the box fit perfectly and no swear words were thrown while installing the Yoshimura exhaust. In my opinion, Yoshimura is one of the highest quality exhaust manufacturers in the industry. I have been a part of a few R&D departments and I can tell you first hand that the quality, fit and finish of a Yoshimura exhaust is impressive. I wanted the stainless full system because it was less expensive ($909.00) and still knocks off almost a pound over the stock system!

Now to the part that everyone wants to know...Does the Yoshimura help the little red screamer? The simple answer is yes, but who likes simple answers? Not us! With the stock system, the Honda pulled nicely from mid-range to the super high rev limiter that the Honda graces us with, but when exiting corners and trying to grunt up obstacles, the engine needed some help. The best way to explain the stock feeling CRF250R is that it’s just missing some meat. By saying that I don’t mean it’s slow, but I felt like I had to shift a little more with the Honda CRF250R. I had to ride a gear lower at times in corners (than other 250F machines), and if I didn’t, it took a bit of clutch feathering and more shifting to get the bike pulling hard again.

As soon as I fired the bike up with the new exhaust it was clearly a bit louder, not obnoxious, but a nice, throaty sound that was deeper and less raspy. I tested the stock system back to back with the Yoshimura system on the same days, so it was cool to see the places on each track where the bike really felt different. The most noticeable place the bike felt better was out of tight inside ruts that exited up faces of jumps. With the stock system I had to slightly slip the clutch all the way up the lip (to be able to clear the jump). When I bolted on the Yoshimura system I could leave it in the same gear and just use the meat of the new found Yoshimura power to pull me up and over those types of jumps. Some areas of the track I had to be in second gear and then scream the bike on the exit of corners with the stock system. With the Yoshimura system I could now be a gear higher at times and use that extra meat to get me out of a loamy berm more efficiently. From mid to top end I didn’t notice any real added power gains, but I also didn’t feel like the top end suffered in order to get the added bottom end snap that I received with the Yosh. I will say that the mid rpm response is slightly crisper when in third gear as well as the recovery in third gear through deep corners. Bolting on the Yoshimura full system will not make your Honda as responsive as a Yamaha YZ250F, but it will get you a little added excitement that you could be looking for. Plus the Yoshimura mufflers look much cooler than the stock ones. 

If you have a 2020 Honda CRF250R and feel like you’d like a bit more bottom-mid range power, I’d definitely look into the RS-9T stainless system. Yoshimura offers three options, the slip on mufflers ($809.00), the full stainless system ($909.00), and the full titanium system ($1499.00). Admittedly none of these are super inexpensive options, but it’s one of the few things in today’s four-stroke world that can provide a true bolt on benefit. 

You can check out yoshimura-rd.com for more of you can contact me at kris@keeferinctesting.com if you have any questions. 

Hinson Nine Plate And Rekluse Torque Drive Clutch Comparison

I originally wanted to do a Hinson versus Rekluse clutch test for the 2019 Honda CRF450R, but after going back and forth for a few weeks (testing these parts), I decided that both of these mods are such an improvement over the stock clutch system, that there shouldn't be a “winner”. Each clutch has a specific character/feel on the track, but both are equally as impressive and much better than the stock system. Since we had to purchase our own 2019 Honda CRF450R test bike this year, I wanted to really try/test quality upgrades, that this bike absolutely “needed”, since we would be having to sell this unit at the end of the year. The 2019 CRF450R “needed” a clutch upgrade and so this evaluation process was born. I let my resident mechanic/blue collar test guy Matt Sirevaag install and ride with each clutch system initially and then I tested each to get my impression. This article is based on what we thought collectively, but if you want to hear even more background/feedback about these parts, check out the Rocky Mountain ATV/MC Keefer Tested Podcast that will be up very shortly. -KK

 For years Hinson has been one of the go to clutch manufacturers for factory motocross and off-road race teams. In the last few years Rekluse has been making a name for itself as they are now on a ton of race teams in any given paddock as well. So when it was time to install a clutch in our 2019 Honda CRF450R test bike, it only seemed right to ring up Hinson and Rekluse to see what they had to offer for a bike that needed help in this department. Hinson sent us their complete nine plate clutch kit (part # HC989-1901 ) that adds two extra friction plates (to a total of nine), while the stock Honda CRF450R uses seven friction plates. The Hinson complete clutch kit comes with a new clutch basket, inner hub, pressure plate, fibers, steels, clutch springs and let’s not forget the icing on the cake, a billet proof clutch cover. This is a complete kit that replaces all of your stock clutch components. 

Rekluse sent us their Core Manual Torq-Drive clutch kit (part # RMS-7101002). This kit goes a couple steps further using twelve friction plates. Yes, you read that right twelve plates! The Rekluse Torque Drive Kit comes with inner clutch hub, Torq-Drive friction plates, thin steels plates, pressure plate, core clutch springs, spring screws with screw sleeves, basket sleeves, new tab washer, and a beautiful Rekluse clutch cover.

When it comes to the 2019 CRF450R there are a couple items that can be addressed to improve the clutch. It has been well known that Honda has not exactly led the 450cc class in clutch life and/or in the clutch lever pull department. These have been weak points on the Honda CRF450R for quite sometime and usually the bike gets ranked down in shootouts because of it. Honda has made progress from their old four spring clutch as the new CRF450’s have gone back to a six spring clutch. The stock 2019 CRF450R clutch has a very narrow window of engagement and is tough to really get a linear engagement/progressive actuation when attacking the track. This makes it very hard to modulate the power in corners as the clutch makes the power similar to a light switch that has an on or off type of feel. I am sure most of you Honda guys can relate as our email inbox has seen a flood of Honda clutch questions. The clutch pull takes He-Man type strength and can expedite arm pump in a moto, which sucks huge for us blue collar riders! With a narrow window of clutch engagement and a very hard clutch pull it really makes it difficult to manage the power (of the Honda), especially late in the moto as fatigue starts to set in. The stock Honda clutch also tends to fade as the moto’s get longer and if you're a clutch dragger like Keefer is, things can get ugly (or hot) in a hurry. This leads us to clutch life; I am not even close to what you call a clutch abuser (like Keefer), but I have always taken pride in the life I can get out of a stock clutch on other machines. With this Honda CRF450R I even showed signs of wear and slightly burnt clutch plates at less than twenty hours. This was a problem that needed to be addressed. 

Besides riding these dirt bikes, I love working in the garage and wrenching on them. When the Hinson package arrived I told the wife I would be eating dinner in the shop and I began to tear into the 2019 CRF450R’s clutch. Just be forewarned that this Hinson system is a more in-depth install then just changing out clutch fibers and steels. There are some special tools needed to help with install of the clutch basket. Besides your basic hand tools you will need a clutch hub holding tool to remove and Install the new clutch hub. Also needed is a drill or grinder to remove the primary drive gear from the stock hub, so that you can re-install it onto the new Hinson billet hub. Hinson provides great instructions with pictures, which are very helpful for you novice mechanics out there (cough, cough, Keefer). Lastly don’t forget to use your OEM Owners Manual to provide you with the correct torque specs. Hinson also states adding 300cc more oil than stock, so 1300cc without changing an oil filter and 1350cc with oil filter replacement is your new levels with the Hinson Kit.

The first test of the Hinson clutch system was during the Dubya USA Vet Nationals at Glen Helen. Right off the bat I noticed that the clutch pull was slightly easier, which made me happy right away. The second positive aspect of the Hinson clutch that I noticed was that the engagement of the clutch was not nearly as narrow (or on/off) as the stock clutch. I feel this was the best part about the Hinson set up because it really helped open up my corners. I now had a clutch that I could easily modulate the power of the Honda’s engine character without shutting off the throttle. Most times with the stocker I would have an issue with the front tire jumping out of ruts or wheeling right out of a corner because I had trouble with the on/off engagement feel. However now I found myself rolling through corners with more speed and confidence knowing that I was hooking up better. The Hinson gives the sensation of added rear wheel traction and a more connected feel to the track. I didn’t notice any clutch slippage or jutter while abusing the clutch during motos and Keefer even mentioned that he could ride/slip the clutch (during his 30 minute motos) without the clutch fading.

The Rekluse Torque Drive clutch install is easier and at the same time harder to install than the Hinson. Why? Let us explain… It’s easier in a sense because you are using your stock outer clutch basket, which means there is no need for any grinders. It’s slightly more difficult because there are a lot more moving parts like the basket sleeves, which will test your patience, while installing the fibers and steels. Having said that the other important part to pay attention to is the Rekluse Torque Drive starts and ends with a steel plate, not a fiber. Another difference from most clutch kits is that Rekluse provides (in the kit) three different clutch springs to help tailor the clutch feel/delivery to the rider. Silver giving you the easiest clutch pull, gold, and then red being most aggressive with the hardest clutch pull/bottom end hit/delivery. You can run three silver and three gold or three gold and three red to really help get the clutch feel/power delivery that you prefer. I decided to go with three silver and three gold springs in hopes to help clutch pull feeling at the lever. Just note that the stiffer the clutch spring the harder it is on your transmission under heavy load (acceleration).

As I rode to an undisclosed location (Keefer’s Test Track) with the Rekluse Torque Drive I immediately noticed a much better lever feel than stock and a slightly lighter pull than the Hinson. As I made my way around Keefer’s new test track or I should say turn track, I noticed that the Rekluse has a wider window of engagement than the stock clutch, yet very close to what the Hinson had to offer as well. This makes it a lot easier to modulate the power of the Honda just like I mentioned above. You can really slip the clutch and feed the power better to the rear wheel. This gave me a new found confidence as I was able to cover the clutch and keep the Hondas front tire from lifting out of corners (similar to the Hinson). If anyone knows Kris, you know that you’re always on the clock when you’re riding, which meant thirty minute moto’s to test the Rekluse’s durability. As it neared the end of each moto (which we did over the course of several weeks) the feel at the lever stayed consistent and never seemed to fade on either Kris or I very much at all. Messing with the lever play while riding was minimal and Keefer even mentioned that he barely had to adjust the free play during his sand motos. As with the Hinson, the Rekluse clutch definitely got the power to the ground and gave both of us a little more snap (bottom end response) out of corners. The Rekluse got the power to the rear wheel better than the stock unit and nearly as good as the Hinson. The only difference we both felt was that the Rekluse had a little more bite (or pop/excitement) out of corners than the Hinson. The Hinson had slightly less bottom end hit than the Rekluse, but had slightly better rear wheel traction. The Rekluse made the Honda feel more exciting and playful out of corners without sacrificing traction. Both clutch kits provided much better power delivery/traction than the stock system and have lasted much longer as well. Another positive attribute of the Rekluse Torque Drive is that it actually improved the recovery time of the engine when I found myself in the wrong gear (mostly third gear in tight corners). With just a flick of the clutch the Honda’s engine was right back in the RPM it was supposed to be in.

This was a very educational test for me as I have never tested or used an aftermarket clutch in any of my bikes. Keefer thought it would be a great way for both of us to feel the differences between two companies that know a thing or two about clutches. The Hinson and/or Rekluse Torque Drive clutch systems are just what the Honda needs. They both improved performance as well as reliability, which to me is the most important piece to this test. I am a blue collar type of guy that works to put food on the table for my family, not pay for unwanted parts/bling for my dirt bike.

Hinson’s nine plate clutch kit retails for $1,184.99 and is not exactly what you call inexpensive, but to us, this Hinson Nine Plate set up could pay for itself if you’re hard on clutches like Keefer is. The Rekluse Core Manual Torq Drive retails for $899.00, but since you re-use your stock outer clutch basket, we can see why this costs less (than the Hinson). If I was to go purchase a clutch for my personal Honda, which this one kind of became, I would choose either one of these because they both fixed my two major gripes with the stock 2019 CRF450R clutch. Either one is a great choice, it’s just a matter of how much money is in the ol’ bank account. -Matt Sirevaag

If you have any questions or concerns about either of these products feel free to email kris@keeferinctesting.com and he can hopefully guide you into the right purchasing direction.

Yoshimura RS-9T Full Titanium Sytem For 2019 Honda CRF250R

It’s no secret that the Honda CRF250R is still lacking some bottom to mid range power when compared to the other competitors in the 250 class in 2019. Seeing as how I’ve been logging some hours on this machine as of late, I decided to test the full Yoshimura RS-9T titanium system to see if we can get some added low end power. Installing the new full system took me less than 20 minutes and the instructions were very detailed. All of the parts that came inside the box fit perfectly and no curse words were thrown out in the garage while installing the Yoshimura exhaust.

Now to the part that everyone wants to know. Does the Yoshimura help the 2019 CRF250R? The simple answer is yes, but who likes simple answers? Not me! With the stock system, the Honda pulls nicely from mid top end, but when exiting corners and trying to grunt up obstacles, the engine needed some assistance. The best way I can explain the stock feeling 2019 CRF250R is that it needs help on “recovery" when the rider makes a mistake. “Recovery” basically means how long it takes the engine to recover by getting in the meat of the power again. When you're tired or lazy and miss a shift, this is where the Honda CRF250R gets smoked by the Yamaha YZ250F. I had to ride a gear lower at times in corners (with the stock CRF250R compared to other 2019 250F machines) and if I didn’t, it took a bit of clutch feathering and more coaxing to get the bike pulling hard again. If the track is flowy and fast the stock Honda works great, but when the track is tighter, this engine suffers.

As soon as I fired the bike up with the new exhaust it was clearly a bit louder, not obnoxious, but a nice throaty sound that was deeper. I tested the stock system back to back with the Yoshimura system on consecutive days, so it was interesting to see the places (at each track) where the bike really felt different. 

The most noticeable place the bike felt better was out of tight inside ruts that exited up jump faces. With the stock system I had to slightly slip the clutch all the way up the lip (to be able to clear the jump). When I bolted on the Yoshimura system I could leave it in second gear and just use the meat of the newfound bottom end power to pull me up and over those types of jumps. When I had to be in second gear and scream the bike (with the stock system), I could now be in third gear and use the smoother/stronger part of the power to exit the turn with the Yoshimura muffler system. RPM response was improved as well and this made the Honda feel even lighter when popping out of corners. Connectivity to the rear wheel was improved and even with that extra RPM response I gained with the Yosh system, I received more rear wheel traction. From mid to top end I only noticed a sightly better pulling power down each straight with slightly more over-rev. This part of the muffler wasn't mind blowing, but took me a couple tracks to figure out that there was a little extra “meat” through the mid range (compared to stock). Overall the little Honda just has a little more RPM response, better pulling power through second and third gears, and a small gain when revving the bike out in each gear.   

 This doesn't mean that your new Honda CRF250R (with the Yoshimura exhaust) is going to be a YZ250F killer, but it closes the gap a little. If you have a 2019 Honda CRF250R and feel like you’d like a bit more bottom-mid range power I’d definitely look into the RS-9T system. There are three types of Yoshimura mufflers that you can choose from; a slip on muffler system ($763.15), the full stainless system ($947.36), and the full titanium system ($1463.15). Admittedly none of these are super inexpensive options, but it’s one of the few things in today’s four-stroke world that provides a true bolt on benefit. Besides, if you were looking to save a few bucks, I don't think you would be rocking a new 2019 Honda CRF250R right now anyway. 

Yoshimura RS-9T Titanium Signature Muffler System For The 2019 Honda CRF450R

If there is one 2019 450 motocross machine that I think has the fastest overall engine character, it would have to be the Honda CRF450R. This engine is basically a race engine out of the crate. If you want to get to point A to point B in a quick manner, this Honda is the engine for you. So why on earth would you need more power? To me you wouldn’t need MORE, but maybe you can massage that power and move it around so that the engine delivery is slightly more controllable. This is where the KTM and Yamaha engines are better than the red machine. Both have more controlled power when the track gets rough or slippery. Controlled power is crucial in today’s 450cc world and a good muffler system can give you exactly this, if it’s a good system. Key word here people is “IF” it’s a good system. It is not as simple as reading dyno charts and slapping it on your bike. It requires real world track testing to feel the power character as well. We wanted to install/test a muffler system on our 2019 Honda CRF450R (that we purchased ourselves) to see if we could improve on a power plant that was already pretty damn impressive. We chose the Yoshimura RS-9 full titanium muffler system to try back to back with the stock system to see if it was in fact, what we were looking for.

 When we originally tested the 2017-2018 CRF450R Yoshimura RS-9 system, we thought it was a pretty damn good system that was better than stock. However, the 2019 CRF450R stock exhaust changed for the better, so Yoshimura went to work on a new headpipe design to try and achieve even more power (than the stock 2019 exhaust system). Yoshimura also wanted to tuck in the new headpipe design, so it was less susceptible to crashes.

 Once installed and on the track the Honda’s exhaust note turned from the high pitch semi raspy stock sound to a deep throaty, more traditional 450 factory race bike sound. The crack of the throttle (or RPM response) is slightly smoother and less crisp than that of the stock system, but bottom end pulling power is increased over stock. Rolling out of corners, in second or third gear lets the rear wheel find increased traction over stock and was more controllable while accelerating out of hard pack corners. The slightly smoother RPM response takes away the Honda’s exciting feel slightly, but helps you gain a little more control coming out of corners. This is what I was looking for in a Honda CRF450R muffler! The mid range pull is healthier, with more meat, than stock and while the stock system had a tough time pulling third gear in tight/slower corners (without a gearing change), the Yoshimura system will give you an easier time rolling third gear in those tighter corners. With just the flick of the clutch lever (in third gear) the Honda will be in the meat of the power once again and have you down the straight in a hurry. We noticed top end and over-rev was better than stock, as the Yoshimura system helps the Honda carry second and third gears longer. It pulls amazingly well on deeply tilled dirt in second and third gear and there wasn’t a time where I thought to myself  “I need more top end pulling power”. You could tell Yoshimura was focused on controlling, yet increasing, the bottom to mid-range pulling power when they designed this 2019 CRF450R muffler system and they succeeded in doing so. It’s also impressive that they didn’t lose any top end and over-rev in the process, in fact they got some extra!

Craftsmanship is second to none with the Yoshimura RS-9 titanium mufflers.

After weighing both the stock and Yoshimura RS-9T systems you will be saving almost two full pounds, which is great since the Honda is on the heavier side (on paper) for a 450cc motocross motorcycle. This is a significant weight loss but for $1,499.00 it is a very pricey bolt on modification. If you are looking to save a little money, Yoshimura offers the stainless steel/carbon version for $980.00, but you will not be saving much weight (only half a pound). 

Again you can’t say enough about the craftsmanship that goes into a Yoshimura system. The welds are flawless and the mufflers tuck up inside the side number plates for a stealthy, compact look. If you’re looking for a little added pulling power, with more control/connection on the track, and not to mention sexiness out your new 2019 Honda CRF450R, the Yoshimura RS-9T system will help you do all of those things very well. You will have to decide if you want to dip into your checking account to pay for these added features, but if you're in the market for a 2019 Honda CRF450R muffler, there is not a better system out there for this model. The Yoshimura system has held up great over my years of testing them and you can even send your system back for Yoshimura to re-furbish if you choose (for a fee of course). You can head over to Yoshimura-rd.com to get yours or call them at 800-634-9166.

Ride Engineering's 2019 Honda CRF450RWE Triple Clamp

Matt Sirevaag is your average dirt bike fanatic. He works overtime just so he can purchase extra “goodies” for his 2019 Honda CRF450R. He is only “allowed” (you married guys out there know what I am saying) to buy stuff for his bike if he makes extra cash. Matt works side jobs and puts in OT just so he can get his bike just the way he likes it. To me this is a real world test because of the test rider that has written it. -KK

I am just the average nine to fiver and weekend warrior. I get up at 4AM, go to work, and think about dirt bikes (probably like most other riders out there). I walk through the race pits, drool over the factory machines, and wish I could just have one piece of eye candy that graces the factory riders machines. This is where Ride Engineering decided to give their CRF450R clamp that factory Honda like touch. They took their CRF450R clamp, moved the logos, and anodized them cherry red just like Ken Roczen’s factory machine. The Ride Engineering factory 450RWE triple clamp retains the stock 22mm offset that comes on 17-19 CRF450’s and can be used in conjunction with the stock bar mounts or Ride Engineering’s one piece bar mount.

Ride Engineering worked to try and make this Honda triple clamp retain the stock clamp characteristics (flex/rigidity balance). They also used 2024 aluminum, which is the same alloy aluminum that a lot of the factory teams use for their clamps. Just to add to the factory flare we put the new clamp on the scale and it weighed in at 7.9oz. lighter than the OEM clamp! The 450WE clamp fits both the previous 48mm and the new 49mm Showa forks. It also fits 2013-2019 Honda CRF450R, 2017-2019 CRF450RX, 2014-2019 CRF250R and let’s not forget the 2019 CRF450RWE. This is not Ride Engineering’s first rodeo as they have been building triple clamps with different offsets to help change the character of motocross machines for years. 

Installation was a breeze as any novice mechanic can handle this job with a little time in the garage. I would suggest using the owner’s manual as torque specs are always crucial when it comes to suspension components. The torque spec on Keefer’s 2019 CRF450R test bike is: (upper pinch bolt 16 lb-ft, lower pinch bolts 15 lb-ft, and steering stem nut 80 lb-ft). As I hit Sunrise MX on my usual Saturday track day, I was not only excited to ride after a long work week, but I was hoping one of my favorite aspects of the new Honda (front end feel) was not gone. To my delight it was really hard to pick apart any huge differences between the two clamps on the track. As I put down my 30+2 lap moto (Thank you Kris Keefer! Yes, that is sarcasm) the Honda retained that front end feel that I loved with the stock clamp, but I did notice two small differences after I put more time on them. The Ride Engineering clamp does make the front end “turn in” slightly easier and also gives me a little firmer front end feel on hard pack square edge. This wasn't a drastic difference, but it is something I noticed after a few hours on the clamps. I am a heavier guy at over 200 pounds so a little firmer feel wasn't a deal breaker for me. I am the type of rider that is very sensitive to vibration or any unwanted feed back through the bars so I was pleased that I didn't get any increased vibration. Ride-Engineering utilizes the stock rubber’s for their bar mounts and this helps retain that OEM comfort while adding cushion over some other solid mounted bar mounts I tried last time. If you’re a vet rider and are looking for more comfort, make sure your bar mounts are rubber mounted! The Honda’s cornering manners were kept in tact, but with just a little more positive lean in, I did notice that the bar position was slightly more comfortable which I discovered most on deeply tilled up tracks/soil. The Ride Engineering clamp only has one location to mount the bars, but I did notice that the bar position was slightly more comfortable. The mounting position on the Ride Engineering clamps locates the bars three millimeters forward over the OEM mounting location. If you don’t like this bar location you can always turn around the stock bar mounts to pull the bars back.


As you can tell the Ride Engineering CRF450RWE triple clamp is more of a factory look than a clamp that gives more performance. Having said that Ride Engineering does offer different offset triple clamps for the Honda CRF450R that come in 20mm, 21mm, and stock 22mm offsets. They also come in a black or red colorway. These other offset sizes are not the “450RWE” clamps and will have a Ride Engineering logo on the side. On a side note; try to keep the Ride Engineering colored triple clamps covered up from the bright sun. Too much sun (like sitting in the pits for an extended period of time) will fade the color a little. I simply put a towel over my bars to help shade the triple clamps as much as I can. The CRF450RWE clamp includes the top clamp, bottom clamp, pressed in stem, and lower bearing and it retails for $549.90. You can check out all of Ride’s accessories over at Ride-Engineering.com and take a look at what they have to offer for your trusty steed.

Matthew Sirevaag 205lb Novice

Full Time Electrician/Husband/Father/Dirt Bike Fanatic

2017-2018 Honda CRF450R And CRF450RX Engine Mounts

For 2018 Honda went slightly softer on the top engine mounts of the CR450R. This was to give the bike a little more compliancy (straight line stability) on square edge and choppy terrain. However, if you have listened to my podcasts you will know that the 2018 Honda CRF450R can still feel a little rigid when the track gets hard packed and choppy. When the track is soft the Honda performs at its best, but since we are on the west coast and our dirt isn't as soft as east coast dirt, I wanted to get some more bump absorption out of the Honda chassis. The 2018 Honda CRF450R is a reactive, easy to maneuver machine and that is just a couple of its strong points, but after saying that it also can be a couple of it’s weakest points as well (when it comes to faster type tracks). You get what I am throwing down to you? If you don't, let me explain: If you're a vet, heavier guy or novice type rider that has a hard time cornering, the 2018 Honda CRF450R is a dream. If you're a faster, lighter type of rider, the Honda can be a hand full to ride when you start to push the boundaries a little. Yes, it won the 2018 Keefer Inc. Testing  450 MX Shootout because it has a great engine, is easy to corner and has a set of fairly good stock suspension. What it does lack is some straight line stability and consistency when you start to really push it on rough tracks. You may not know who Kris Palm is, hell I don’t know much about him either, but when someone presents a part for me to test, I am usually not one to shy away from trying things that I think may help a certain bike. When Mr. Palm asked me if I wanted the option to try a bunch of his engine hangers for the Honda CRF450R, I was more than willing to try. Knowledge is power right? 

Now….. I am not going to type about every single combination I tried because I will be here all day typing and not riding/testing. The ones that I felt didn't work as good as stock aren't worth mentioning, but rest assured I went through several variations of these engine mounts to find the best setting that I think will be best for you Honda CRF450 owners. I don’t know which engine mounts Kris Palm will offer, but what I had to work with was the top aluminum engine mounts in soft, medium and stiff as well as front engine mounts (made out of titanium) that come in a 4.0 thick/4.0 hole, 4.5 thick/4.0 hole and 4.5 thick/7.0 hole. I also tried the engine mounts on the 2018 CRF450RX for you off-road guys and incorporated which combo worked best with that machine. Just like in professional racing, changing the engine mounts and the affect it has on the bike is a rider preference thing. It may not be needed for every type of rider, so if you feel like you like the way your Honda rides than don’t worry about this test. However, one smart test rider told me back in the day “you are only as good as what you try”. Some riders like a feel of a certain engine mount and stick with that year round, where others will change their mounts for track conditions. Below are a couple of engine mounts combos that I think may be worth taking a look into.  

Medium Top Mount With Stock Front Mount

Tracks Tested: Glen Helen, Sunrise, Deep Sand Dez Track And Milestone

Best For: CRF450R and CRF450RX All Conditions

For better bump absorption and a slightly more forgiving feel on square edge, this was the best set up by far. This setting had more positives at each track I tested at and had a minimal negative affect on chassis balance. The medium top mount increased my rear wheel traction and gave me more front end feel on flat, hard packed corners. The Honda CRF450R kept its great cornering ability in tacky and soft dirt, but increased its cornering capability on hard pack with this medium top mount installed. Straight line stability was also a noticeable positive change as the Honda’s chassis felt less reactive (or more planted) on throttle which let me roll the throttle on sooner coming out of corners. Off throttle the CRF450R didn't have as much of a wiggle as it did with the stock mounts installed. The only negative for me was a slightly slower feeling on lean in (into corners). Again, the Honda with the medium top engine mounts installed wasn't as reactive, so it took slightly more work from the rider to get into ruts. To me that is ok as I can sacrifice a little “tip in” character for some added stability and rear wheel traction. Unlike what some other magazines will tell you, having a slower reacting machine doesn't mean it will corner bad. To me you will be able to get into the corner better now because the Honda has a more of a planted feel once you chop the throttle to set up for corner.  

Medium Top Mount With 4.5 Thick/4.0 Hole Front Mount

Tracks Tested: Glen Helen, Sunrise, Deep Sand Dez Track And Milestone

Best For: CRF450R In Soft/Sandy Conditions  

The stock front engine mount has a thickness of 4mm and is made of aluminum, but the bottom engine mounts Kris Palm offers are titanium. This means no matter if the dimensions are the same the flex character will obviously be different (because of the material difference). when going back and forth to different tracks I found out that the medium top mount and the 4.5 thick/4.0 front mount hole combination works best in sand and soft dirt. I felt the medium top engine mounts were better on compliancy, but it did suffer a little side to side flickability. With the titanium 4.5 thick/4.0 hole front mount and medium top mount it brought back that lightweight feel in corners and helped tip in. I didn't like this combination as much in hard pack situations because it brought back some of the harshness on small chatter bumps and square edge. If your track is soft with bumps that break away, this is a great combination that gives the rider some added soft dirt bump compliancy on straight line and gives the Honda more quickness (lightweight feel) in cornering situations. 

Stiff Top Mount With 4.0 Thickness/4.0 Hole Front Mount

Tracks Tested: Glen Helen, Sunrise, Deep Sand Dez Track, Milestone

Best For: CRF450R In Tight, Rutty, Jumpy Conditions

I went back and forth with this setting a couple times (on the same day) just to be sure I was feeling what I thought I was feeling on the track. Usually when I see “stiff” I shy away from it pretty easily when it comes to the Honda CRF450R, but this set up worked great for tighter tracks with medium to large sized jumps. With the stiff top engine mount, 4.0/4.0 front mount the Honda had a solid (less wallow) feeling to it when landing and kept great front end traction through long, deeper style ruts. This is not something that is particularly great on rough tracks, but if the track serves up some acceleration chop, long ruts, jumps with shallow landings and has good traction this combination was worth mentioning. It made the Honda slightly more flickable in the air and sudden direction changes (cutting down early from a berm or blown out rut) were better than stock engine mount setting. When I tried the medium top mount and 4.0/4.0 front mount the CRF450R flexed too much and become wallowy in the rear. Now I am just speculating here (because we don't have much arenacoss type tracks in California), but I feel like this could be a great setting for you east coast winter riding guys that have those indoor facilities to moto inside.  

Now here comes the tricky part. Kris Palm doesn't have a website set up yet because he really hasn't started pushing these engine mounts that hard. So if you're interested in getting a hold of him, maybe to get a set, you will have to reach out to him via a Direct Message on Instagram @kris_palm. If you don't know what a DM is, try Facebook. If you don't have any of that email me and I will try to get you in contact with him. I told you it was tricky! It’s almost like the movie Fight Club, where the first rule of Fight Club is you don't talk about Fight Club. The top engine mounts will run you $169.95 and the front engine mounts are $89.95. How can you pay? Get a hold of Mr. Palm and he can fill you in. Like I said, it's like an underground club that you must know the password to get into.  

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

Works Connection Pro Pegs

Pro Pegs

Titanium Footpegs Review

         This version was an open cleat design that a lot of GNCC riders use for muddy conditions. 

Some people don't even take the time to think about aftermarket footpegs and just keep the stock footpegs on for the duration of ownership. The stock pegs are usually pretty good and do just fine, but for those of you who haven’t had sharp or wide footpegs you really don't know what you're missing. Pro Pegs titanium footpegs are manufactured with high-grade Ti-6AL-4V titanium. These Pro Pegs are lightweight, very strong and corrosion-resistant. Each piece of the footpeg is TIG-welded together and really is a work of art. The Pro-Pegs have a factory look with impressive strength characteristics. The Pro Pegs are 60mm wide (2.4 inches), weighed in at 345 grams a set, use the stock springs and are all hand made. They will set you back $269.95 and are fairly easy to put on. The only snag I ran into was that the stock springs are tough to line up with the Pro Pegs holes and takes some finesse/patience for the pin to line up accordingly. The Pro Pegs come with two fresh cotter pins, so make sure you use the ones that come with the pegs.  

 Once on I was very impressed that the Pro Pegs lined up flat, just like the stock pegs. With some other aftermarket pegs the stop was too long and cause the footage to be tilted upward somewhat. With the Pro Pegs the footpegs lay flat and move up and down freely with no restricted movements. The Pro Pegs that you see here are the Mud/Enduro style that don’t have the middle cleat, which I prefer. I like the open design to keep mud out of the footpeg as much as possible for maximum grip. They make a full cleat (which has a middle cross brace), but I chose this style to try on the 2017 Honda CRF450R. I have seen many top tier factory motocross teams run this design and wanted to see if it affected my grip on the bike. I have tried the full cleat Pro Pegs on past test bikes and didn't notice any extra grip with the middle cross brace added. I think the open design is more trick looking and gives the bike a factory look! 

 When installing remember to always bend the fresh cotter pin around to ensure it doesn't slide outward. 

The Pro Pegs teeth (all 18 of them) are sharp and much deeper than that of a stock peg. The amount of teeth on a footpeg is not as important to me as the sharpness of each tooth. Each tooth is much sharper on the Pro Peg (than stock) and although there are less of them, than a stock Honda peg, the grip that I get is much higher. I can feel the soles of my boots digging in instead of just riding on top of a dull footpeg. I feel more locked in with the bike and I am able to ride on the balls of my feet easier with these sharper/wider Pro Pegs. Yes, the Pro Pegs will eat the soles of your boots faster than the stock pegs, so make sure to keep an eye on the soles of your boots closely. I didn't notice any weight difference (on the track) or any odd vibrations through my boots with the Pro Pegs. 

The Pro Pegs are distributed by Works Connection and MotoStuff and are available now. If you are looking to get some added grip, want to really stick to your pegs and work on your technique these are a great choice. The Pro Pegs have outstanding quality and have been on my Honda for almost a year and still look great! 

Available at motostuff.com and worksconnection.com