Ryan Nitzen | August 4, 2022
Yes, it looks cool, but is it any better?
Photography Jesse Ziegler
You always remember your favorite-looking bike. Maybe it’s the old Spitfire Kawasaki, Jeremy McGrath’s ’95 Honda, any gold-wheeled RM Suzuki, or even Chad Reed’s sneaky stock-looking ’04 Yamaha. For me, though, Ricky Carmichael’s Woody Woodpecker Honda CR250R sitting in the Anaheim 1 pits was one of the coolest things I’d ever seen as a kid. The next day, I began pooling up enough birthday money to order a set of Throttle Jockey graphics for my clapped-out CR80 just so it would somewhat resemble what I saw Saturday night. There’s just something about those bikes that will forever live in our heads. I’m a sucker for anything retro, so when Honda invited us to ride the 2023 CRF450R in 50th Anniversary trim, I was there! No need to ask twice.
The 2023 Honda CRF450R 50th Anniversary edition looks classic but it is all modern.
While you reminisce about all your favorite bikes, let’s get things cleared up here. Yes, this is a new bike, but no, it’s not all new. The ’23 version is still a member of the current-generation Honda CRF450R that debuted in 2021, and the bike we rode here is the 50th Anniversary Edition. Technically, this is now one of four CRF450R models that Honda offers—there is the WE (Works Edition), 50th Anniversary, R and R-S. Each comes with a unique set of specs and a designated price tag. For ’23, Honda made some critical revisions furthering the continuous improvement of this current generation CRF450R.
The Anniversary Edition and the R are essentially the same motorcycle as far as performance is concerned, but on the outside, the Anniversary Edition is a stunner.
VIDEO | 2023 Honda CRF450R First Ride
This thing takes us back to 1986 when Rick Johnson and David Bailey battled for two-stroke supremacy. Gold bars, gold wheels, specially coated triple clamps, blue seat, and blue graphics highlight the perks of the Anniversary bike. And, no, this isn’t the 50th anniversary of the CRF450R. Instead, it celebrates Honda’s heritage of 50 years of motocross bikes, starting way back in 1973 with the classic CR250M Elsinore. They said this specific look was chosen to celebrate the iconic CRs that dominated the racing scene in the 1980s.
Honda owners will notice a slightly more predictable turner with the ’23 CRF450R.
The newest moto model from Honda also sees several updates to refine the current generation. The frame is the most changed part of the bike, as extra reinforcements have been added to the front engine cradle and the shock mount. Engine hangers were also changed from aluminum to steel for some added flex. The shock spring rate has been increased, and the fork settings have been tuned to match. Honda techs say their goal was to free up the function of the bike while still letting the suspension, engine, and frame flex individually. Several engine internals are a bit smaller, too, with a narrower intake port, reduced throttle body, and a smaller exhaust. Overall, the bike’s been touched up to be a smoother and more refined package.
At first start, the new CRF seems slightly easier on the ears with the smaller exhaust, but perhaps it’s just that our ’22 CRF450R test bike needs new packing.
The blue seat cover with the old-school lettering gives the 50th Anniversary edition that David Bailey look.
So far, we’ve ridden the new Honda at, first, Cahuilla MX and then at Glen Helen Raceway, two popular (and fast) California venues, and I could quickly tell that Honda did indeed hit its target. The ’23 is clearly better balanced versus the ’22 model. The updated suspension isn’t as pitchy or divey and tends to stay up in the “good” part of the stroke much better. This is helpful for jumping and carrying speed down fast downhills because the bike isn’t over-using the suspension so much.
The suspension updates help make the Honda corner easier, as well. The bike stays planted in the ruts from beginning to end. It doesn’t try to stand up or low side on you halfway through. As they say, nothing turns like a Honda. Well, nothing’s changed, except for the better.
We’re liking the gold-colored Renthal Fatbars.
Overall, the suspension setup is noticeably stiffer all around. A little too stiff for my taste. I softened both ends a few clicks throughout both days of riding and soon found my sweet spot. I took two clicks out on fork compression, added two millimeters of sag, and opened the shock’s high-speed damping one-sixth of a turn. I found better comfort for these fast tracks, especially as they roughed up late in the day. Despite softening the bike up, I didn’t feel like the base package was overly stiff and it’s a good starting point. I believe it’s easier to make a stiff bike softer than it is to make a soft bike stiffer, at least from a track-day clicker standpoint.
Another big talking point is the engine. With the ’21 and ’22 CRF450Rs, I always opted for the smoother map-two option because I liked the toned down and more rideable power character. This year, however, the smaller throttle body and intake port have done that job for me. I jumped to map two right away like I usually do, but a few laps in, I felt it was too smooth! Uncharacteristically, I switched to the standard map one and was pleasantly surprised with the well-rounded feeling it gave the motor. A meaty pop from down low, a long carry through the middle, and a strong top-end range made map one my favorite of the three. Map two is still a solid all-around platform, especially for wet or slick conditions, and riders who enjoy a smoother, more rideable map will continue to favor this setting. Neither of our riders was too keen on map three due to its hard-hitting nature. It may be suitable for more aggressive riders but not for us. Three traction-control modes are still available, so you again have a lot of mixing and matching at your fingertips.
In the name of “feel,” the ’23 CRF450Rs now use steel upper engine mounts instead of aluminum.
For those of you who are thinking: “I can just make my ’22 a ’23,” it may not be that simple. Eyeballing the ’22 and ’23 frames side by side is a huge eye-opener. The updates are significant for a mid-generation change. But if you want that cool retro look, you’re in luck. If you are so inclined, you can buy the old-school-looking wheels, bars, seat cover and graphics and turn your pre-current-gen Honda into a retro-looking racer.
The “R” and “RWE” come with black rims, while the 50th Edition comes with gold rims.
I enjoy this time in the motorcycle generation life cycle. New models get introduced, and in the following three to four years, the manufacturers continue to work out the bugs and fine-tune them to make them better and better. To me, that’s what’s going on here with the 2023 CRF450R. This latest-gen Honda (2021-plus) is still better than the previous generation and sees another year of improvement for 2023.
So far, we’re stoked with the latest-generation CRF450R. Minimal changes made a noticeable difference.
It is worth noting that the changes to the 50th Anniversary CRF450R are also found in the other models, including the standard CRF450R and the CRF450RWE, but not the CRF450R-S (which is the more affordable 2021 model that Honda still keeps in its current line. Compared to the standard CRF450R, you will, however, pay $300 more for that awesome retro bling. Well worth it, in our opinion. CN
2023 Honda CRF450R 50th Anniversary Edition Specifications
| MSRP: |
$9899 |
| Engine Type |
4-stroke, single |
| Displacement |
450cc |
| Bore x Stroke |
96mm x 62.1mm |
| Compression Ratio |
13.5:1 |
| Valvetrain |
Unicam SOHC; 4 valves per cylinder |
| Cooling System |
Liquid |
| Starting System |
Electric |
| Fueling |
Programmed Fuel Injection (PGM-FI), 44mm downdraft throttle body |
| Transmission |
5-speed, w/ hydraulic clutch |
| Frame |
Aluminum perimeter |
| Handlebar |
Renthal FatBar, Gold |
| Front Suspension |
49mm inverted Showa |
| Rear Suspension |
Pro-Link Showa single shock |
| Front-Wheel Travel |
12.2 in. |
| Rear-Wheel Travel |
12.4 in. |
| Front Wheel |
21 in. |
| Rear Wheel |
19 in. |
| Front Tire |
Dunlop MX33 80/100-21 |
| Rear Tire |
Dunlop MX33 120/80-19 |
| Front Brake |
Single semi-floating 270mm Braking rotor, Nissin caliper |
| Rear Brake |
Single 240mm disc |
| Wheelbase |
58.3 in. |
| Rake |
27.1 degrees |
| Seat Height |
38 in. |
| Ground Clearance |
13.2 in. |
| Fuel Capacity |
1.7 gal. |
| Weight (fueled, claimed) |
245 lbs. |
