Honda CRF450R

Honda CRF450R 2027: The new generation of Honda's 450 motocross

For 2027, Honda and its HRC racing department have redesigned the CRF450R almost entirely: a completely revised engine, a 70% redesigned aluminum frame, a brand-new clutch, and enhanced riding electronics. It is a competition machine, reserved for the track and private terrain, designed for one single thing: going faster on a motocross track, moto after moto.

Engine: A 450 single-cylinder with fully revised dimensions

The engine remains a liquid-cooled, 449.5 cc 4-stroke single-cylinder with a Unicam single overhead camshaft. However, Honda has changed its internal dimensions: 97 mm bore by 60.83 mm stroke, compared to 96 x 62.1 mm on the 2025 generation. A more oversquare engine revs more freely, and Honda claims better cylinder filling across the entire rev range. On the track, this translates to an over-rev that holds strong at the exit of corners as well as at the end of straightaways. The compression ratio goes from 13.5:1 to 13.75:1, a racing engine figure that deserves careful maintenance and timely oil changes (capacity: 1.23 liters). PGM-FI electronic fuel injection handles the fueling. The Unicam valve train keeps the cylinder head compact. The electric starter, powered by a 2.3 Ah battery, allows you to get going again with a simple button press after a crash, where every second costs positions in the standings.

Weight: 108 kg ready to ride

The 2027 CRF450R weighs 108 kg ready to ride, compared to 113 kg for the 2025 model according to Honda's spec sheets. The manufacturer claims up to 5.6 kg saved overall, thanks in part to an engine that is 17 mm narrower and a new rear wheel. On a 450, these kilograms are felt mostly during direction changes, when switching from one rut to another, and in the arms at the end of a moto. A narrower engine also allows knees to grip the motorcycle more closely. The fuel tank is made of titanium: slimmer, it nevertheless increases from 6.3 to 7.1 liters, providing more margin for longer motos and training sessions.

Frame and chassis: A geometry re-engineered for stability and traction

The twin-spar aluminum frame with a single split downtube has been 70% redesigned and features a new swingarm. The geometry evolves toward stability: the caster angle goes from 27.19° to 27.31°, the trail from 115 to 116.7 mm, and the wheelbase from 1,482 to 1,490 mm. These few millimeters make the bike more composed in fast sections and over braking bumps. To compensate, Honda has shifted the weight distribution backward, which puts more load on the rear wheel for traction and helps the motorcycle hold its line in corners. Seat height drops slightly from 961 to 953 mm, while ground clearance remains at 333 mm. Dimensions are 2,200 x 827 x 1,263 mm. Braking relies on a 260 mm front disc and a 240 mm rear disc. The bike comes standard with Dunlop Geomax MX34F tires in 80/100-21 at the front and MX34 in 120/90-19 at the rear. The rear sidewall is taller than on the 2025 model (120/80-19), allowing it to absorb impacts better.

Suspensions: Showa, with a new tuning philosophy

Up front, a 49 mm Showa inverted fork. At the rear, a Showa monoshock mounted on a Pro-Link linkage. The hardware remains familiar, but Honda announces a new tuning philosophy focused on constant control throughout the stroke. This is the ultimate challenge of motocross suspension: staying planted in small braking bumps, then absorbing the landing of a table top or double jump without bottoming out or kicking the rider. The CRF450R is calibrated for pure motocross, with its jumps, bermed corners, and braking bumps. Its RX sister model receives enduro-oriented settings.

Clutch and transmission: The BTL anti-hopping torque limiter

The wet multi-plate clutch is smaller and lighter than on the previous generation. It integrates a rubber-damped torque limiter (BTL) with an anti-hopping function, which Honda presents as a world first. Under hard braking with a downshift engaged, the engine braking of a 450 can cause the rear wheel to hop and destabilize the bike at the corner entry. The BTL smooths out this phenomenon: the rear stays planted, the bike enters the rut more straight, and the rider spends less energy controlling it, an advantage that counts at the end of a moto. The gearbox has 5 speeds and final drive is via chain.

Traction: The 3-level HSTC torque control

Honda's HSTC torque control monitors rear wheel grip and regulates power delivery when the wheel breaks traction, without altering the throttle feel. Its three levels cover a variety of track conditions: hard-packed and dusty ground where the rear wheel spins easily, morning loam, and mud. This allows the rider to get on the throttle earlier at corner exits without turning their forward drive into wheelspin.

Engine management: 3 modes and HRC Launch Control

A 3-mode engine character selector adapts power delivery to the terrain and the day's pace. It works alongside the HRC Launch Control, also adjustable in 3 levels, which manages traction at the start by limiting rear wheel spin when the gate drops. The first few meters to the first turn often decide the outcome of a moto. A clean and repeatable start, without relying solely on clutch modulation under pressure, is one of the most concrete advantages of this electronics package.

Performance: More power, less weight

Honda announces +10% power and +4% torque compared to the previous generation. As with previous model years, no absolute figures in kW or Nm are published. Relative to a motorcycle that loses about 5 kg on paper, these gains mechanically improve the power-to-weight ratio. Above all, the more oversquare engine, the more stable chassis, and the traction and launch electronics all share the same goal: making that power usable from the first lap to the last, without exhausting the rider.