2014 Honda CRF450R

Introduction

• A revision year with small changes from the then all-new 2013 CRF450R.

Twenty-Thirteen was a big year for the Honda CRF450R, basically becoming an all new bike, the fourth generation of the full-size four-stroke MXer. Now in its twelfth year of production, 2014 is a minor revision year focusing on dialing in the all-new chassis through suspension settings and giving the motor a more aggressive power delivery. Truthfully, the CRF250R got all the attention for 2014.

Changes

• Small engine changes to spice up the power.
• The suspension basically gets a revalve.

Honda was looking to improve the CRF in two major areas, power delivery and suspension performance. To do that, the engine received some minor port shape changes inside the cylinder head, an altered Y-tube leading to the dual muffler and a major change on the FI side. The dual squirt FI system shoots two pulses of fuel instead of a single pulse, to improve throttle response by cooling the intake tract a small amount ahead of the full fuel charge being discharged. Additionally the angle of the 12-hole fuel injector nozzle has been repositioned in the 46mm throttle body. There was a small change in the clutch spring’s pressure and other than that the motor remains unchanged.

The chassis stays identical to 2013 but Honda has upped the recommended air pressure in the Air Fork from 33 psi to 35 psi and lowered the oil level. Internally, they changed the valving specifications and updated the rebound piston from a two-piece design to a single-piece part. The rear shock’s valving was changed to match the front with an aim on a better-balanced feel overall between the front and rear, as well as target the complaints raised from some about the fork feeling too soft initially.

Power

• Smooth and linear without much snap, just don't call it slow.
• The HRC tuning tool can really alter the power deliver and feel of the CRF.

Calling any 450 mellow or light on power is a weighted statement and usually in comparison to other 450s only. And when the CRF is compared to other 450s its smoother and more linear power delivery is often described this way, especially by fast magazine test riders who wish they were factory motocross racers.

Large and heavy riders also notice that other 450s pick up and go a little better at the smaller throttle openings and low RPM levels that they are asking the bike to respond at. This is a tricky area to “add power” because this isn’t really where a racing 450 needs to work. Pros ride in a higher RPM range, and for most mortals just turning the throttle farther will get them everything they need.

Still, Honda made changes that gave the CRF better pick up down low in a very Honda way, meaning the bike is still very smooth and linear in power delivery. It doesn't really have a hit and it feels like it revs out plenty far with a very telling sign-off that isn't too abrupt, signaling it's time to shift. That is if you let it rev out that far.

This is a power spread that works well for most riders short of pro level without getting unmanageable at any point. The changes do not amount to anything more impressive than could be easily done with the company’s HRC FI Tuner and someone who knows how to use it on any of the FI equipped CRFs going back to 2009. So the baseline setting starts out a little hotter and then you could even build from that if you felt the need.

The rest of the package is pure Honda with an excellent clutch feel, though it was tough to notice any reduction in lever tension feel. You can get the clutch hot if you abuse it. Shifting is comparable to the best in the class and the transmission ratios never draw any attention. The power and the gears work well together.

Suspension

• The changes to the air fork make it feel more like a spring fork. But it still isn't one.
• The air for has good characteristics for most riders, especially plushness and bottoming resistance.

The air fork was dealt a harsh reintroduction to motocross on the front of the CRF last year, mostly by critics comparing 70s technology to today’s, or those reluctant to any technology change. It is known that the air fork is also a cost-saving part compared to a traditional spring fork (less parts), but it is also lighter and way more adjustable. And the fears of catastrophic failure are pretty much unfounded, though they demand more attention, for sure.

That said, it seems Honda was also chasing some gremlins to try to make the air fork feel more like a conventional fork by adding air pressure and taking out some oil, which will give it a more linear rate overall. The air fork by nature is extremely progressive and the amazing plushness in the beginning of the stroke can throw some riders off. The fork's new setting seemed to compromise on the initial bump compliance feel but also bottomed a bit easier than we remember last year’s fork doing. This would be easy to change but we did not have enough time to test it on our one-day ride on a track that was not rough enough.

Additionally, the rear shock was well matched and well balanced and the bike’s suspension does a really great job overall. It was really not that much different from last year.

Chassis - Handling

• The chassis is one of the most predictable rides out there.
• This bike turns with confidence.
• One of the lightest feeling 450s ever.

The CRF is the lightest 450 in the class, and it handles like that, too. For a 450 it feels light in the handlebar and light through the footpegs. It has the most neutral feeling layout of any MX bike and fits the greatest number of riders. The bike is sensitive to ride height (105mm recommended) and, if anything, it likes to steer and follow the front wheel.

But you can slide it and it doesn’t care. You can throw it around in the air and it responds. The suspension has a stiff enough nature to let you feel the ground but it does not beat you up (especially if you have the fork set up properly) with some of the best bottoming resistance at both ends of the suspension. It is the kind of bike that works well everywhere and is pretty versatile going from different styles of track layouts and different types of dirt surfaces.

It comes down to a package feel where the whole bike works well together. The power complements the handling, the suspension works with the power. There are very few times the bike surprises you when you are riding it. When you push past where the bike is comfortable, it warns you plenty; unlike some others.

The controls on the CRF all have a great ergonomic feel and and for the most part work exceptionally well. Clutch lever pull is a little high but if it were any lighter riders would abuse the clutch more. The brakes have great feel and the power for the lever effort is decent, but the brakes are not the class leaders any longer. Finding a bit more power in the front brake would be good, especially with how fast these bikes have become. The seat and tank area is thin yet has good grab points, making the bike easy to move around on as well as hold onto.

Conclusion

• A well rounded package that fits a lot of riders.
• The CRF gets picked on for being middle-of-the-road when it is very high level in reality.
• It is a machine that almost any type of rider can adapt to and go fast.

Somehow the Honda gets a pretty harsh criticism, for being such a good bike. It does so few things wrong and at the same time doesn’t really stand out in any area, therefore becoming vanilla, to a point. But it is the kind of bike you have to look at as a package, and then it is a very potent and awesome machine. It would be the kind of racer that wins a championship by finishing second all the time.

For 2014 Honda made mostly forward steps, but the bike isn’t really all that changed. Another CRF plus has been excellent durability-- based on previous experience we’d heap praise on the bike. Yet lately we have been noticing some small details having us question how tough some of the parts truly are. Things like radiators, frame coatings and nut and bolt quality seem a bit off. We didn't get the time on the machine we are typically accustomed to, but from a performance perspective the CRF offers more than most will ever need.