Adam Booth | January 24, 2017
Imitation is the sincerest form of flattery, so KTM and Yamaha should be flattered beyond flattered that Honda has released the 2017 CRF450RX, a closed-course off-road version of the all-new 2017 CRF450R. The concept is simple and KTM has been doing it for years with its XC line and Yamaha now does it with its FX line: You take a motocross bike and tweak it a bit for the off-road world—that’s it.
The CRF450RX is not afraid to get dirty on or off the track.
For Honda it didn’t take too much to turn the CRF450R—the new one—into a CRF450RX. We recently spent a full day at Cahuilla Creek, riding a technical single-track loop and also spun a lot of laps on the motocross track, and we quickly discovered that the CRF450RX is a bike that can do it all. This isn’t an updated version of the CRF450X trail bike, a capable off-roader that hasn’t changed much in over a decade. The 2017 Honda CRF450RX is a brand-new off-road race bike with an appetite for any type of dirt you want to ride.
Californians should note that, unlike the CRF450X that is a “green sticker” motorcycle, the RX is pure red, as in “red sticker.” This means that the RX is designed strictly for closed-course riding.
To read this in Cycle News Digital Edition Magazine, click HERE
Story and Photography by Adam Booth
Transformation
The additions and changes that make the RX what it is start at the rear wheel, which is an off-road worthy 18-incher. The rubber is Dunlop in the form of the AT81, a good choice for all around off-road riding.
Keeping things simple, the RX engine is exactly like the 450R, even the transmission is the same. The CRF450RX ECU mapping, however, is tuned a little mellower for better traction in off-road situations and smoother roll on power. The RX comes standard with electric start (Honda offers an electric starter kit for the CRF450R for about $600-plus. In case you’re wondering, Ken Roczen has one fitted to his factory Honda HRC race bike).
Not a whole lot distinguishes the RX from the R: most obvious is the skid plate, larger plastic tank and 18-inch rear wheel (we installed our own handguards).
In the suspension department, the RX stays with the same spring rate up front as the 450R, but with softer valving. Out back the RX shock uses a softer spring rate with plusher valving than the R. Further adding to the compliance of the 450RX, thinner upper engine mounts allow more flex of the chassis.
Of course off-road riding means you need more gas, so the RX holds 2.2 gallons in a plastic tank (the 450R uses a titanium tank). Off-road riding also means stopping in the middle of nowhere, so a kickstand is standard equipment.
The RX is easy to ride and a solid-handling machine, which gives you the confidence to do crazy stuff like this.
Honda tells us all the goodies on the RX add about 13-15 pounds over the CRF450R and once we have one for ourselves we will weigh it. We know it is possible to drop three pounds instantly by switching the stock heavy battery with an aftermarket lithium, and if you aren’t a fan of twin mufflers going to a single-sided exhaust can save some weight.
The RX is champing at the bit to go GNCC racing.
Enjoy The Ride
After a full day of riding trail and track, we are left with a warm spot in our hearts for the 2017 CRF450RX. It works better than we expected, no matter what the terrain. The suspension soaked up the faster single-track hack and was wonderful out on the motocross track. The 18-inch rear wheel helps add to the plush feeling and the more mellow power delivery off-idle equals excellent hook up out of the corners.
Engine response is still pretty snappy, and the exhaust, which is the same as the motocrosser (no added muffling or spark arrestor), is very loud. Using map two (traction map) allowed us to leave the RX a gear high out on the trail and smoothly roll on the gas without much clutch work.
The battery shares space in the airbox with the air filter. We figure most people will quickly replace it with a lighter lithium battery.
When you want a big blip of power, it is waiting, just twist the right grip. We’re already talking about trying some quieter mufflers that will mellow out the power, and we feel that the RX will also benefit greatly with a Rekluse auto clutch a try, which we feel would make the RX more trail-friendly without compromising the motor’s high performance.
While the internal transmission ratios are the same as the CRF450R, final-drive gearing is slightly changed. It has a one-tooth larger rear sprocket to improve controllability during super-slow technical riding, and we didn’t have any complaints with first gear being too tall in tight riding. The RX likes a little more momentum and to be ridden aggressively when compared to a dedicated trail bike, like the Honda’s CRF450X brother.
The harder you push the CRF450RX the better the experience. For desert guys and riders who love speed, gearing will have to be changed, fifth gear runs out pretty quickly for those long pin-it runs over the valleys.
Electric starting is standard on the RX.
Honda claims a wet weight of 261 pounds and we believe every pounds when lifting it off the stand. It feels heavy. But out on the track and trail, the weight isn’t an issue at all; it feels light and flickable despite what the scale says. The bigger tank is only slightly wider between the thighs and isn’t annoying or distracting.
Thankfully Honda provides a skid plate that covers the frame well. We installed the Cycra Rebound handguards, protecting our fingers since we were dodging bushes and small trees, but the bike comes from the factory without handguards.
Honda didn’t forget the skid plate—an off-road necessity.
We have a lot of plans for the new Honda CRF450RX, like comparing it to its closest rivals, like the Yamaha YZ450FX and the KTM 450 XC, so check back as we continue our testing of the RX, but for now, we can easily see this bike being more popular than the CRF450R among average moto guys and vet riders who ride more than just the track, partly because the RX has electric starting, holds more gas, handles great on a variety of terrain and even has a kickstand. Hey, what more could you want? CN
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SPECIFICATIONS: 2017 Honda CRF450RX
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MSRP:
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$9,249
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ENGINE TYPE:
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Liquid-cooled, 4-stroke, single
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DISPLACEMENT:
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449.7cc
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COMPRESSION RATIO:
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13.5:1
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INDUCTION SYSTEM:
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Programmed fuel-injection system (PGM-FI), 46mm throttle
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IGNITION:
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Full transistorized ignition
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TRANSMISSION:
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Constant-mesh 5-speed
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FINAL DRIVE:
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520 chain; 13T/50T
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VALVETRAIN:
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Unicam OHC, 4-valve; 10mm intake, steel; 8.8mm exhaust
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FRONT SUSPENSION:
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49mm fully adjustable leading-axle inverted telescopic Showa coil- spring fork, 12.0-in. wheel travel
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REAR SUSPENSION:
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Pro-Link swingarm system; fully adjustable Showa single shock, 12.3-in. wheel travel
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RAKE:
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27°22’
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TRAIL:
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4.6 in.
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SEAT HEIGHT:
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37.8 in.
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GROUND CLEARANCE:
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12.9 in.
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WHEELBASE:
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58.1 in.
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FUEL CAPACITY:
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2.2 gal.
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COLOR:
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Red
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CURB WEIGHT:
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(wet, full fuel) 261 lbs.
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GEAR ID’D
Gear Set: Fox Racing Legion
Jacket: Fox Racing Legion Downpour Jacket
Helmet: Fox Racing V3 Libra Helmet
Boots: Fox Racing Instinct Off-Road Boots
