Ultimate Overhaul! New Honda CRF450R 2027 Test

Normally, Honda treats its motocross flagship to a major overhaul only about every four years the last one came in 2025. This atypical update, however, demonstrates its exceptional nature not only through its early arrival, but also through the development motto "Kiwami". This is Japanese for something like the ultimate overhaul. Honda's first major four-stroke motocrosser was introduced 25 years ago with the 2002 model year, and since then there has been a major model update on average every four years. This time, the Japanese didn't want to take that much time: after just two years, everything was redone or at least almost everything. The key data speaks for itself: around 10 percent more peak power, almost 4 percent more torque, and a fully fueled weight of just 108 kilograms 4 kilograms less than its predecessor. This makes the 2027 model the lightest 450cc Honda since 2009, and the power-to-weight ratio improves by a whopping 14 percent.

The 449.5cc single-cylinder engine received the most extensive overhaul in over a decade, shedding 2.7 kilograms on its own, while also becoming 17 millimeters narrower. The bore grew by one millimeter to 97 millimeters, the stroke shrank to 60.83 millimeters, and compression rose to 13.75:1. Larger titanium valves (40 millimeters intake, 32 millimeters exhaust), a revised Unicam valve train, a straightened airbox, and a new air filter with 10 percent less flow resistance let the engine breathe more freely. The goal here was explicitly not just peak power: the usable rev range was meant to be wide, throttle response better, and the engine overall more rideable without losing performance. The new exhaust system with a thicker header also meets the current FIM and AMA noise regulations (111 dB) so racing is possible without worry.

A real highlight lies in the clutch: the rubber-damped "Back Torque Limiter" is a world first in production motocross and functions like an anti-hopping clutch via three rubber elements and three pistons. The result: less engine braking and more two-stroke feel when turning in. Development, incidentally, took three years only the third generation of the concept made it into production, after being tested by the HRC factory team in MXGP. On top of that, the clutch is 400 grams lighter and 7 millimeters smaller in diameter. The transmission was also heavily revised: the gears now overlap more, so you have to shift less per lap, since you can wind out a gear longer or shift up earlier. First gear has a longer ratio and should be more usable especially in muddy conditions. To match, the rear wheel now sports a sprocket with 51 teeth instead of 49. And the electric starter has also been lightened by half a kilogram.

The aluminum frame was 70 percent redesigned and became 10 percent stiffer without any added weight. The new aluminum swingarm is 8 millimeters longer and now has a more D-shaped cross-section instead of the rectangular one, which is meant to improve rideability in rutted tracks. With the longer swingarm, the wheelbase grew to 1,490 millimeters, and the steering head angle (27.5 degrees) and trail (116.7 millimeters) were also adjusted. For the suspension, Honda takes a new philosophy with the Showa components: the goal is no longer as little friction as possible, but rather optimal friction sensitive response at the start, then targeted additional damping deeper in the travel. This is handled by the new "Dynamic Blow System" in the 49mm upside-down fork, finished with Kashima coating. At the rear, a new shock works with a revised Pro-Link linkage. The wheels have become lighter and more stable, and a wider tire is fitted at the rear with the 120/90-19 Dunlop MX34. Braking is still handled by Nissin, with the front two-piston caliper now said to be 25 percent more resistant to fading.

Operating the electronic rider aids remains quite intuitive: on the left side of the handlebar, three maps can be selected at the push of a button 1 is standard, 2 is softer, 3 is more aggressive. There's also HSTC traction control with three levels (or fully deactivatable) and HRC Launch Control, which is activated by holding down the starter button. The maps can't be changed via a smartphone app but Honda offers three to choose from right away, while other manufacturers usually only offer two maps. For the bodywork, Honda has gone back to the classic, traditional red-blue in the HRC tricolor look certainly a matter of taste. Interesting: many plastic parts are made from recycled material. The tank now holds 7.1 liters (plus 0.8 liters), and the seat has become somewhat flatter (953 millimeters seat height).

Enough theory time to hit the track. The GP track at Arco di Trento presented itself freshly groomed and watered: perfect test conditions, even though 37 degrees in the shade caused plenty of sweat. From the very start, I felt comfortable on the new Honda. After just a few laps, the newly designed transmission stands out positively: coming out of tight corners, you can accelerate in second gear and simply leave it engaged if the distance to the next corner is too short to shift up. The Honda revs out cleanly, without unpleasant vibrations, and keeps pulling. Likewise, you can ride out of corners in higher gears, with a bit of clutch assistance if needed. Compared to its predecessor, the CRF has lost a bit of torque at the very bottom of the rev range, but overall the engine feels very rideable.

The standard map is good and fast to ride. Personally, though, I liked the softer map best once the track had become more chewed up and I myself was already a bit more exhausted it responds more softly, saving the rider's energy, but still pulls strongly. All the big jumps were possible without any problems with it. The aggressive map is more something for ambitious racers or deep sand. It accelerates most dynamically and sharply, but you should be up to it in terms of fitness and riding ability. If you are, you'll have fun and success with it.

The chassis also convinces: the suspension is set up from the factory on the firmer side in my eyes a welcome thing, since many stock suspensions are often a touch too soft. Even on jumps that were misjudged too long, the Honda didn't bottom out, or only very slightly, and the suspension also worked flawlessly on the chewed-up track. If it's too firm for someone, feel free to open up the compression a few clicks, to which the Honda reacts sensitively. The balance is right: the CRF no longer tips into tight corners quite as playfully as before, but in return it has become significantly more stable, and the well-known Honda nervousness is gone you still get into every tight line without much effort. Thrilling: whenever my line choice pushed me out wide, the Honda could be guided into the inner lines as if on rails. The bike is also well balanced in the air whips, scrubs, and directional corrections come easily.

The brakes give no cause for complaint whatsoever. The only thing I noticed after a few laps was that the clutch was somewhat stiff here I'd wish for less hand force required, even though with the soft map and traction control on level 1 you barely need to use the clutch at all. The slipper effect of the new Back Torque Limiter was hard to assess on the soft and therefore quite heavily braking ground but the reduced engine braking felt very pleasant. Also noticeable: the new CRF is really quiet. You can tell the new noise regulations are having an effect but with the new exhaust system, you're well equipped for the coming years.

The "Kiwami" concept has paid off: the Honda CRF 450 R 2027 has become lighter, stronger, and yet more rideable. The new transmission, the successful balance of stability and nimbleness, and the firm but sensitive suspension make the new CRF a bike you feel comfortable on immediately whether you're an ambitious racer or a hobby rider. The impatience of Honda's engineers has paid off. In Germany, the CRF 450 R costs 10,499 euros including delivery, in Austria 11,490 euros including VAT and NoVA. The new CRF 450 R will be available starting fall 2026.