Motocross continues to evolve with new techniques and riding styles that enable riders to push the sport to new heights. Matching that evolution, the 2025 CRF450R makes important strides in handling characteristics, power delivery and suspension performance that allow riders to perform at their best, even when the track is at its worst. Several years in the making, this new model integrates input from factory HRC riders like Jett and Hunter Lawrence and five-time MXGP world champion Tim Gajser, as well as professional test riders. Many of its features have been developed and used in competition, during Jett Lawrence's perfect 2023 Pro Motocross season, his 2023 450 SuperMotocross championship, and his 2024 450 Supercross title. But this bike isn't just for the pros; Honda's engineers also considered feedback from customers and leading motocross media to deliver the most comprehensive package of performance and rideability to date.

NEW FOR 2025

• Updated main frame constructed of 70% new components to optimize rigidity and improve handling characteristics.
• New subframe mounting point optimizes lateral rigidity and reduces energy transmission from the rear of the bike to the front.
• The rigidity of the steering stem, triple clamps, outer fork tubes and front axle have all been revised to match the frame updates.
• The fork features new springs, kit-fork-inspired Bending Control Valves, seals and oil for a consistent feel throughout the stroke, while minimizing harsh feedback.
• A new shock spring, reservoir, shaft and oil seal contribute to a consistent stroke feel to match the fork updates.
• The linkage has been updated to a one-piece structure that enhances rigidity, to improve tracking and stability performance. It also features a new leverage ratio that decreases pitching while improving bottoming resistance.
• The front brake caliper has an updated piston and seal grooves for consistent performance throughout the moto. It also features new machined accents.
• The redesigned airbox provides a straighter pathway for airflow, improving throttle control and top-end power
• The revised header pipe design is longer, creating more controllable power in the low-to-mid rpm range.
• New ECU maps offer smoother delivery while retaining strong torque and power throughout the rev range.
• The redesigned bodywork features smooth, flat surfaces to promote freedom of movement and offer a large contact point for gripping the bike.
• Rear-shock removal time has been cut in half by eliminating the need to remove the subframe in order to access the shock.

HISTORY

Having established a reputation as a manufacturer of high-performing two-stroke motocross bikes with its CR line—originally launched in 1973 with the legendary CR250M Elsinore—Honda introduced its first four-stroke motocrosser for the 2002 model year.

An immediate hit, the CRF450R received performance updates for 2003, then a complete makeover in 2005, including a new frame, suspension and bodywork, resulting in a machine that was head-and-shoulders above its peers. For 2009, Honda brought fuel injection to the CRF450R, and the entire model was revamped, with weight savings being a primary objective.

In 2013, Honda introduced twin exhausts to the model, along with engine updates. The 2017 edition was another complete makeover, including electric start, and the 2021 model featured a slimmer profile and a return to a single exhaust. For the 2023 model year, Honda celebrated its motocross heritage by introducing a special 50th Anniversary Edition of the CRF450R.

The model has enjoyed success on the professional racing front, starting with Ricky Carmichael's perfect AMA Pro Motocross season in 2004. It has earned a number of accolades in the FIM MXGP World Championship, with the crown going to Tim Gajser in 2016, 2019, 2020 and 2022. The CRF450R has ruled recent AMA racing, with Chase Sexton earning the 2023 AMA Supercross crown, and Jett Lawrence securing the '23 AMA Pro Motocross and SuperMotocross Championships, as well as the 2024 AMA Supercross title.

CHASSIS / SUSPENSION

The CRF450R's new frame and suspension components are optimized for stability, comfort and precise handling. On the track, these advancements translate to a confidence-inspiring ride character, greater comfort and lower lap times for riders of all skill levels.

Frame / Subframe
The redesigned mainframe is constructed from 70% new components, leading to a more comfortable and confidence-inspiring ride. An 8% increase in torsional rigidity improves overall stability, while a 5% increase in the torsional/lateral rigidity ratio allows for precision cornering. Vertical torsional rigidity is increased by 4%, enhancing stability in rough track conditions.

Additionally, the subframe mounting point has been relocated to a more rigid position on the mainframe. This reduces energy transmission from the rear of the motorcycle to the front, offering greater stability and comfort, especially late in the moto when track conditions are at their worst.

Despite the increase in overall frame rigidity, the ride character of the CRF450R is much more compliant and composed compared to the previous generation. The frame updates are complemented by revised chassis and suspension components, allowing for greater stability and improved ride comfort.

Suspension
The suspension components have also been revised to match the changes made to the frame. The rigidity of the steering stem, triple clamps, outer fork tubes and front axle have all been revised, improving bump-impact absorption and front-end feel, resulting in a more comfortable ride.

Plus, the 49mm inverted Showa coil-spring fork benefits from new internal components, including springs, kit-fork-inspired Bending Control Valves, seals and oil. These advancements help to control the stroke for a consistent feel—from initial movement, all the way to the end of travel, minimizing any “step” or harsh feeling back to the rider.

The Pro-Link rear-suspension system has a revised linkage structure that increases rigidity by 11%, allowing for smoother rear-suspension actuation. The leverage ratio has been adjusted to maintain a balanced feel, even under braking, and improve bottoming resistance without losing comfort over small bumps.

The shock spring, reservoir, shaft and oil seal have all been updated to achieve a consistent feel throughout the stroke. These updates contribute to an overall balanced feel, as they're designed to complement the updates to the frame and fork.

The shock is also easier to remove for service and adjustment, only requiring the removal of the side covers, muffler and ECU. The shock takes half the time to remove compared to the previous-generation CRF450R.

Wheels
Black D.I.D rims deliver durable performance and good looks. Petal-style brake rotors disperse heat, and a low-expansion front brake hose gives strong feel and consistent stopping power. The CRF450R comes with Dunlop's excellent Geomax MX33 tires, generally considered to be the industry standard for soft to intermediate terrain. Developed with the help of top motocross pros, MX33s feature technologies that deliver superior grip, slide control, bump absorption and durability.

Brakes
Based on feedback from Team Honda HRC riders, the front brake caliper has an updated piston and seal grooves. This allows for a smooth, linear feel that's consistent throughout the moto. The caliper also receives new machined accents.

ENGINE / DRIVETRAIN

The CRF450R engine boasts exceptional bottom-end and midrange power and torque, making for a linear delivery that is strong but manageable, even as the rider tires, while peak power is also very good. A five-hole piston oil jet and dual 12mm drum scavenge pump manage lubrication.

Cylinder Head
The design of the Unicam cylinder head, with the decompressor system's counterweight on the left end of the camshaft, contributes to combustion stability in the extremely low rpm range and for strong-but-manageable power delivery on corner exits, for example, as well as resistance to stalling. Engineers followed the direction of Team Honda HRC by optimizing the cam profile for low-end torque. As before, the cylinder-head cover is magnesium, with a thin-wall design for weight savings.

Intake
The redesigned airbox has a more direct pathway for airflow, resulting in improved, precise throttle control and increased top-end power. A large air boot (4.1 liters on the clean side of the air filter) achieves strong torque at low rpm. Following feedback from HRC, the 44mm throttle body ensures smooth power delivery at low speed. In addition, the narrow intake-port shape and long air funnel result in strong low-end torque and crisp throttle response. The airbox is accessed with the removal of a single side-panel bolt. The 60º fuel-injector angle enables the spray to reach all the way to the back of the butterfly, thus cooling the upstream side of the intake path for maximum intake efficiency and torque feel.

Exhaust
For 2025, the header pipe has been revised with a longer and straighter design, creating more efficient and usable power in the low-to-mid rpm range. The engine's exhaust port remains centrally located, has an oval shape and is very straight, optimizing exhaust efficiency and torque characteristics. With the engine's central exhaust-port location, the exhaust header and muffler are positioned close to the vehicle's centerline for a slim profile, contributing to freedom of movement for the rider. The muffler is constructed with strong A6061-T6 aluminum for impact resistance and weight savings. A dual resonator design optimizes power, while simultaneously minimizing noise.

Clutch
The clutch is hydraulically actuated and has eight plates and a large volume for good durability with minimal slippage and light lever pull.

Electronics
To mimic what the HRC factory riders were looking for, the signature Unicam engine uses new selectable ECU maps that offer a smoother delivery while retaining strong torque and power throughout the rev range.

A gear-position sensor allows the use of three specific ignition maps for first and second gears, third and fourth gears, and fifth gear. There are options for Standard, Smooth and Aggressive ignition maps, selectable via an all-new handlebar-mounted switch, enabling simple tuning depending on rider preference or course conditions.

In addition, Honda Selectable Torque Control offers three levels of intervention. HSTC monitors rpm spikes and responds by temporarily reducing torque; this is accomplished by retarding ignition timing and controlling PGM-FI, to aid rear traction. The three different modes differ in drive-management level, for differing riding conditions or rider preferences:

• Mode 1: The system intervenes most lightly and waits the longest to do so—useful for reducing wheel-spin and maintaining control in tight corners.
• Mode 2: A midpoint between modes 1 and 3 in terms of how quickly and assertively the system intervenes.
• Mode 3: The system intervenes most quickly and assertively, which helps in conditions that are slippery or muddy.

The CRF450R's handlebar-mounted switch allows selection between three modes, depending on conditions and rider preference. The HSTC system can also be switched off completely.

HRC Launch Control provides the best option for a strong start and also has three modes to choose from:

• Level 1: 9,500 rpm, for high-traction conditions and/or advanced riders
• Level 2: 8,500 rpm, for high-traction conditions and/or average riders
• Level 3: 8,250 rpm, for slippery conditions and/or novice riders

The Engine Mode Select Button (EMSB) alters the engine's characteristics and three maps are available to suit riding conditions or rider preference:

• Mode 1: Standard
• Mode 2: Smooth
• Mode 3: Aggressive

DESIGN

The redesigned bodywork maintains the comfortable ergonomics that the CRF line is known for. The new shrouds and side plates promote freedom of movement, with a smooth, flat surface. Plus, the wider side-plate profile and flat surface provide better contact for gripping the bike. The radiator grilles optimize the number of fins and their angle, maximizing cooling performance.

The seat base has rearward-facing tongues and front-located mounting tabs, easing installation, and using acceleration forces to keep the seat securely in place. The 1.7-gallon fuel tank is made of lightweight titanium.

Only eight fasteners are used to secure all the main bodywork components—both radiator shrouds, both side panels and the seat, and all of the bolts for the main bodywork parts have 8mm heads, simplifying maintenance.

A single switch cluster addresses several functions: engine stop, ride-modes and Honda Selectable Torque Control (HSTC). The starter and HRC launch control are on the right side of the Renthal® Fatbar® handlebar. There are two locations for the handlebar clamp, and the clamp can be turned 180º; as a result, four different mounting positions are possible, through a range of 26mm.