– NEW 2022 CRF450R Changes Explained in Review / Specs / Buyer’s Guide! –
The fastest dirt bike, the baddest motorcycle for the dirt that Honda has ever built for us mere mortals is back for 2022 and with new changes to the 2022 CRF450R! Yes, the CRF that was changed-up last year has now had Honda’s engineers throw some more magic at it to make this animal even more of a handful.
What did they change on the 2022 CRF450R compared to the 2021 CRF450R? We’ll touch on that a little further down the page. Below, we’ll take a deep-dive into all of the nitty-gritty details behind the 2022 CRF450R. Everything from its engine and transmission to the electronics package which seem to be getting more love than ever thanks to all of the advances in tech the last couple of years. When you stop and think about, it truly is amazing how far a dirt bike has come. If you would have said 10-15 years ago we would have stock, OEM bikes of this caliber that you can just walk in and buy – I don’t think many people would have believed you. I guess that could be said about a lot of things when you really think about it but it’s cool to watch it all progress first-hand. The only thing that’s not cool is watching their price tags go up and up but that’s the case with every segment of the powersports world from motorcycle price to ATV price, side by side prices etc. Now, I’m going to sound like “that guy” and say everything’s going up but our paychecks haha!
Key 2022 CRF450R Info (for those in a hurry):
- 2022 CRF450R Price / MSRP: $9,599
- 2022 CRF450RWE Works Edition Price / MSRP: $12,399
- 2022 CRF450R VS 2021 CRF450R Price / MSRP Increase: $0 (price stayed the same)
- 2022 CRF450RWE VS 2021 CRF450RWE Price / MSRP Increase: Last year saw a $500 price increase but this year we only see a $19 increase for the Works Edition CRF450R.
- 2022 CRF450R Release Date: May 2021
- 2022 CRF450RWE Release Date: August 2021
- 2022 CRF450R Colors: Red
- 2022 CRF450R Horsepower: TBA
- 2022 CRF450R Torque: TBA
- 2022 CRF450R Seat Height: 38.0 inches
- 2022 CRF450R Weight: 244 lbs (curb)
- 2022 CRF450R Fuel Capacity: 1.7 gal
- 2022 CRF450R VS 2021 CRF450R Changes: Yes. For 2022, the CRF450R gets an updated ECU for enhanced drivability, particularly in the lower rev ranges, while suspension valving is revised for better holdup and improved balance.
- 2022 CRF450R Review Contents:
- Quick / Key 2022 CRF450R Info
- 2022 CRF450R Introduction
- 2022 CRF450R Chassis & Suspension
- 2022 CRF450R Engine & Drivetrain
- 2022 CRF450R Design
- 2022 CRF450R Pictures / Photo Gallery
- 2022 CRF450R Specs
Honda’s CRF450R continues to be the powersports industry’s benchmark motocrosser, with the most wins so far in the 2021 AMA Supercross series and, together with its limited-edition CRF450RWE sibling, the most U.S. sales of any MX model. For 2022, the legendary machine gets an updated ECU for enhanced drivability, particularly in the lower rev ranges, while suspension valving is revised for better holdup and improved balance. “Razor Sharp Cornering” continues as the model’s theme, with three main focus areas: power, handling and consistency. Unsurprisingly for the platform campaigned by Team Honda HRC riders Ken Roczen and Chase Sexton, as well as FIM World Champion Tim Gajser, the CRF450R continues to draw lessons from Honda Racing Corporation’s global race program.
CRF450R Chassis & Suspension
The motorcycle’s heavier components are positioned centrally and as low as possible for precise cornering without sacrificing high-speed tracking, in addition to minimal squat under acceleration and negligible pitching during hard braking.
- Frame / Swingarm / Subframe: The frame uses narrow main spars and features optimized reinforcement ribbing on the backside of the pivot plate, contributing to the low frame weight of just 18.5 pounds. Lateral rigidity is optimized for a supple feel that contributes to good cornering—while vertical rigidity is relatively stiff. The subframe features a simple design that weighs just 2.0 pounds. The swingarm is narrow, providing good clearance in ruts, with rigidity tuned to maximize rear traction and cornering.
- Suspension: Front suspension comprises a 49 mm inverted Showa® coil-spring fork and a gas-liquid separation structure. The upper and lower triple clamps are designed to offer a good rigidity balance for optimum handling and feel through corners. The Pro-Link® rear-suspension system uses a Showa shock absorber with adjusters on the right side and an ultra-light steel shock spring. The link ratio is designed to minimize acceleration-triggered rear-end squat.
- 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.
CRF450R Engine & Drivetrain
The CRF450R engine boasts exceptional bottom-end and midrange power, making for a linear delivery that is strong but manageable, even as the rider tires, while peak power is also very good.
- 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 a strong-but-manageable power delivery on corner exits, for example, as well as resistance to stalling. The cylinder head cover is magnesium, with a thin-wall design for weight savings. The engine’s exhaust port is centrally located, has an oval shape and is quite straight, optimizing exhaust efficiency and torque characteristics, for a linear delivery that continues into the high rpm range. A five-hole piston oil jet and dual 12 mm drum scavenge pump manage lubrication.
- Intake: The CRF450R features a downdraft intake design that delivers strong, efficient power, and a large air boot (4.1 liters on the clean side of the air filter) achieves in strong torque at low rpm. The air box 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: The entire exhaust system weighs just 8.5 pounds, and with the engine’s centralized 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. Two resonators (one after the front U-bend and another at the upstream end of the muffler) boost power and reduce 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: A gear-position sensor allows the use of three specific ignition maps for first and second, third and fourth, and fifth gears. 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 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:
- 2022 CRF450R HSTC modes
- 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:
- 2022 CRF450R HRC launch control modes
- 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:
- 2022 CRF450R engine modes
- Mode 1: Standard
- Mode 2: Smooth
- Mode 3: Aggressive
The CRF450R has slim bodywork, with a smooth junction of the radiator shroud and side panel, facilitating rider movement and cornering. Each radiator shroud is produced in a single piece instead of two separate parts, and Computational Fluid Dynamics (CFD) were used to design air-outlet vents in the shrouds. The radiator grills 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 8 fasteners are used to secure all of the main bodywork components—both radiator shrouds, both side panels and the seat, and all of the bolts for the main bodywork parts have 8 mm 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 26 mm.
CRF450R Pictures / Photo Gallery
|Type||449.8cc liquid-cooled 10o single-cylinder four-stroke|
|Valve Train||Unicam® OHC, four-valve; 38 mm intake, titanium; 31 mm exhaust, steel|
|Bore x Stroke||96.0 mm x 62.1 mm|
|Induction||Programmed fuel-injection system (PGM-FI); 46 mm throttle bore|
|Ignition||Full transistorized ignition|
|Starter||Push-button electric starter|
|Transmission||Constant-mesh 5-speed; manual|
|Clutch||Multiplate wet, hydraulically actuated (6 springs, 8 plates)|
|Final Drive||#520 chain; 13T/49T|
|Front||49 mm fully adjustable leading-axle inverted telescopic Showa coil-spring fork w/ 12.2 in. travel|
|Rear||Pro-Link system; fully adjustable Showa single shock w/ 12.4 in. wheel travel|
|Front||2-piston caliper (30mm, 27mm) hydraulic; single 260mm disc|
|Rear||1-piston caliper hydraulic; single 240mm disc|
|Front||Dunlop Geomax MX33 80/100-21 w/ tube|
|Rear||Dunlop Geomax MX33 120/80-19 w/ tube|
|Rake (Caster Angle)||27°7’|
|Trail||114 mm (4.48 in.)|
|Ground Clearance||13.2 in.|
|Seat Height||38.0 in|
|Fuel Capacity||1.7 gal.|
|Curb Weight*||244 lbs.|
* Includes all standard equipment, required fluids and full tank of fuel—ready to ride Specifications subject to change.