2015 Honda CRF 450

Introduction

• Honda made improvements without changing the sales price.

This is Honda’s third year with this chassis and last year's 2014 model didn’t receive any significant changes, so we were all expecting a little something extra for 2015. The new CRF450 still has the same chassis, but has received several changes in the engine and suspension departments. These changes were focused on improving performance and tunability, without raising the price.

Changes

• Engine changes result in more power and durability.
• New Engine Mode Select Button.
• More tunability.
• Improved braking.

The most noticeable change, at first look, is the head design which has the exhaust port coming out of the right side instead of the left. This obviously requires a different exhaust system, so a new header (goodbye wraparound header) and mufflers were designed to match the changes to the head. This was aimed at improving top-end power and over-rev while a heavier flywheel was added to improve the low-end torque feel. A new heat treated piston and a stronger material was used for the transmission gears to improve the overall durability of the engine along with a rerouted clutch cable. The biggest addition, just like the 250, is the Engine Mode Select Button. Located on the handlebars, this little button has three programmed maps to choose from. You can select Standard (1), Smooth (2) or Aggressive (3) by holding the button down for a second when the throttle is closed and the bike is running. Maps two and three can be altered using the HRC FI Setting Tool.

The KYB Air Fork also received some significant changes- The compression and rebound damping adjusters are now on top of the fork legs, compression on the left and rebound on the right. This was mainly done for ease of access to the adjusters. Another feature added to the fork is a high-speed damping adjuster for both compression and rebound. To match the fork, a new KYB shock has also been introduced with the rebound adjuster moved up to the compression cluster on the shock's reservoir. The high-speed compression adjuster was changed so that everything can be adjusted with a screwdriver. Along with the new suspension package came revised valving aimed towards improving control and feel.

A new 260mm front brake rotor was installed, up from 240mm, for better braking power and control. The styling was also refined with some new graphics, black rear brake protectors and black radiator louvers to complete the new model.

Power

• Improved power while still keeping a smooth, controlled delivery.
• Three mapping choices at the push of a button.
• Don’t forget about the HRC FI Setting Tool.

Motor changes for 2015 improved the feel of the CRF by giving it a little more excitement. Honda still kept that characteristic smooth, controlled delivery that they are known for, but gave it a little kick in the pants. Getting power to the ground and driving the bike forward is still their focus. You can't call any 450 slow these days, so don't confuse smooth and controlled with slow. The majority of people won't use half the power a 450 has to offer most of the time and as I'm sure you have heard before - if you want to go faster, just twist the throttle.

The '15 CRF pulls strong off bottom with plenty of torque that works seamlessly into the mid and all the way to the top with more than enough over rev. This power allows the bike to be revved out or short shifted, so even pulling higher gears is effortless. The controlled delivery gets you out of the corner and down the straight without trying to rip your arms off. This is a huge benefit to the majority of riders. If you're not happy with the standard setting than you can change this with the Engine Mode Select Button on the bars. The extra mapping choices are more noticeable on this bike than the 250 and they do as you would expect. Mode 2 which is the smooth map calms the bike down and makes it easier to ride in slick conditions while Mode 3, the aggressive map, livens the bike up across the board. Both of these maps can also be tuned with the HRC FI Setting Tool, so if you invest in one, the tuning options are endless.

The new exhaust system gives the Honda a bit more of a throaty growl than last year out of it's twin muffler. For sure it makes a commanding bark that will satisfy even those auditory riders that use sound to determine power. We're not sure many can feel the "balance" advantage Honda claims from the dual muffler but it does bring the mass closer to the center of the bike, even if there is more of it.

Another thing Honda is known for is shifting, and this bike is no different. The shifting is effortless and precise. Even with stronger material used for the gears, it’s unnoticeable and the CRF is still the smoothest and easiest shifting 450 out there. Only time will tell if the new material extends the life of the gears for those power shifters. The clutch pull is slightly improved with the new routing, but we wouldn't call it the lightest or easiest. Not much of an issue considering how well the bike shifts. On the plus side, it does keep the rider from over using it to reduce power.

Suspension

• Improved balance and control over last year.
• Standard setting works well for a wide variety of riders.
• New easy access clickers aren’t as easy to adjust.
• Some riders had a hard time finding their perfect setting.
• Air pump for forks is not included.

The new suspension setup on the CRF450 works well for a wide variety of riders and at the standard setting and shows an improvement in control and balance over last year’s model. Our front end turning riders were happy running 35psi in the fork and about 105mm of sag because this kept more weight on the front of the bike. Riders that like to steer with the rear or want the bike to sit a little flatter opted to go up a pound in the fork and drop the sag down to around 110mm. Naturally our heavier riders, both front or rear turners, liked the added pressure in the fork, which as you know by now, is the same as changing the spring rate.

Now when it came down to all the new clickers that we could play with, the majority of our testers stuck pretty close to the standard settings. Lighter riders went a little softer while heavier riders went just a tad stiffer. Overall, the fork worked well and didn't do anything weird. It had good control and great bottoming resistance. Our lighter testers complained about a little harshness in the fork, but it wasn't enough to turn them against it, just enough to not make it perfect.

This is where we chased some settings and always ended up near stock. The new high-speed adjuster on both compression and rebound has a similar effect as the low speed, but just on a bigger scale. A click in on the high-speed had a big effect on the stroke and most of us found that it just made the fork harsh. We definitely felt some overlap between the high and low speed adjustment on both compression and rebound. And even though the forks have separate functions we also experienced some crossover effects from compression to rebound and vice-versa when making adjustments. The majority ended up sticking with the standard settings on these and we only went softer for the light weights. Having all the adjusters on the top of the fork make it easier to get to, but can be a chore to get a screwdriver in to adjust them, especially if you switch to oversized bars. The biggest improvement is that the steep ramp-up of compression in the fork, which could feel springy to some riders is now minimised and with the adjusters you can alter the position in which it starts to occur.

The new shock compliments the front fork and does a good job of keeping the rear planted when under acceleration. It settles well in the corners and like the fork doesn't do anything weird. All of us stayed really close to stock settings and the only complaint we had was with the new easy to reach rebound adjuster. Yes, it makes it easy for the consumer to adjust by not having to bend over, but we noticed that it didn't have as much of an effect as when the rebound adjuster was on the bottom. However, the setting that Honda came up with is a well rounded one and covers a wide range of riders. So for the average guy, it will never become an issue, but for those that are constantly clicking to dial in their suspension, it would be nice to still have that lower adjuster along with the new one for even more tunability.

In conclusion the suspension is very complicated. But in being complicated it offers huge adjustability for those that are willing to work with it and learn what each adjustment does. The fork became much more tunable while the shock took a step backwards in its overall range. But before we threw our hands up and complained, we tuned and like we said, ended up very close to standard. And for some reason we could never get to what we would call a perfect setting for any of our riders. Very close but never spot on. All those adjusters made it seem like the answer was hidden in a slightly different combination.

Chassis - Handling

• The lightest feeling and quickest handling 450 on the market.
• No inside line is too tight, the tighter the better.
• The steering damper works, don’t forget about it.
• Oversized rotors are becoming the new standard.

Light and quick handling is the norm for this generation CRF and none of that has changed for 2015. This Honda hit our scale at 243.3 lbs. full of gas and still has a very light and playful feel. It is effortless to toss around and is right at home carving to the inside of any corner. The tighter the track, the more fun you will have. Even with its quick handling, it is still surprisingly stable. It can rail the outside as well as anything, but when an inside line opens up, you can change direction just by thinking about it. The ergos are thin and comfortable which also add to the light feel. The cockpit is open, but not too open, so it accommodates a wide range of riders. The chassis also has a good feel and great bump compliance which is most noticeable in hard pack conditions. A rubber-mounted handlebar clamp helps here.

The steering damper hidden behind the front number plate is easy to forget about, but it does a lot in keeping the bike calm when laid over in a corner. It does most of its work when the bike is leaned over about 45 degrees or more, accelerating out of the corner, especially when there’s a lot of acceleration chop. Settings were very dependant on the rider and the sensation is hard to actually feel. Don't look or think about it like an off-road type damper because it functions much different than that. If your turning is suffering, try full stiff then full soft and see how you respond to the change.

Finishing off the package is the new 260mm front brake rotor. This added some much needed power to the front brake along with better control and feel. No more having to spend money on a larger rotor, which should make a lot of riders happy. Dunlop's MX52 works great on this bike and they cooperate with the bike's great turning, even in softer terrain where an MX32 would be better.

Conclusion

• The CRF is a great overall package that works for a lot of riders.
• Honda made improvements to performance, durability and tunability without upping the price.

The 2015 CRF450 is a great overall package when judged as a single unit. This bike would be very easy to nit-pick apart piece by piece. Power could be this or that, most say more aggressive even though they really don't need more. Well the HRC tuner can really remedy that. The suspension is stuff right off of works bikes from a year or two ago but it does not come with the team of technicians works suspension usually comes with. But Honda delivered it set up for most and the Competition Tuning Manual has plenty of suggestions on making it right. It is kind of funny how this bike is really good as a unit and we only have issues when we segment the package.

Even with all the changes, the price has stayed the same as last year’s model. From ergos to performance to comfort, it suits a wide range of riders and that is what Honda was going for. However, in doing this, you don't necessarily get the best for every skill level, but what you do get, is a bike that isn't far off of what many would call an ultimate race machine.