Cycle News Staff | March 27, 2023
Walk into your local Honda dealership, and there is a good chance you’ll see two very similar bright red dirt bikes parked right next to each other on the showroom floor. One has a headlight, and the other does not. Other than that, they look a lot alike. After further investigation, you’ll notice one is called CRF450X and the other CRF450RX. Again, very similar. But that one letter, “R,” makes a big difference.
So similar looking but so different performing.
The CRF450X and CRF450RX are Honda’s latest offerings in the 450cc four-stroke off-road market, and despite their similar designations and appearances, they are two very different animals. They are both off-road bikes, sure, but that’s about it. Want to know the difference? Then read on.
Photography by Kit Palmer
2023 Honda CRF450X
We’ll start with the CRF450X. This bike has been in Honda’s arsenal since 2005. It’s now well into its third generation after getting a significant redesign in 2019. It’s seen no real changes since then and is now regarded as the company’s high-end trail bike. It’s not considered a “race bike,” so to speak, anymore, like it was in its early days, but off-road endurance competitors still love the X for its even temper, six-speed transmission, comfort, and rock-solid handling and stability for those longer-distance, higher-speed races like the Baja 500 and 1000. It has many victories to its credit south of the border. But, of course, those winning bikes are highly modified.
The CRF450X might not be a lightweight but it’s very easy to ride and fun to play around on.
Since Honda now markets the CRF450X as a trail bike, Honda chose to make the X California-green-sticker-friendly and is the last of this breed. You won’t find any other California green sticker 450cc off-road motorcycles on the showroom floors these days. Yamaha, Kawasaki, and KTM, which includes GasGas and Husqvarna, have all abandoned that idea.
The CRF450X is closely related to another red bike in the Honda family, the CRF450RL, the street-legal, or dual-sport, version of the CRF450X. The X is essentially a stripped-down RL—sans blinkers, taillight, license plate and everything else you need to keep the street police away. And the X isn’t as choked by emissions as the RL.
2023 Honda CRF450RX
In a nutshell, the R in RX stands for “race.” Honda essentially took its CRF450R motocross bike and made it an off-road race bike. It’s as simple as that. Like the motocrosser, the RX is classified as a closed-course off-road motorcycle, meaning it’s not EPA-approved for trail riding, unlike the X.
The CRF450RX needs more open space for it to do its thing.
The RX first appeared in 2017, replacing the X as the company’s premier 450cc four-stroke off-road racer, “demoting” the X to trail-riding status. Just the bare minimums were performed to the RX to make it more off-road compatible. Like the X, the RX has an 18-inch rear wheel, a higher-capacity fuel tank (compared to their CRF450R motocrosser cousin), a kickstand, skid plate, hand guards, and a more off-road-tuned suspension and engine package.
The latest CRF450RX took on many of the same upgrades the current CRF450R motocrosser received, including a smaller throttle body, modified engine intake, and a new cam profile.
Differences & Similarities | 2023 Honda CRF450X & CRF450RX
Right off the bat, several differences between the X and the RX are worth noting. The X has a wide-ratio six-speed transmission, the RX a close-ratio five-speed gearbox. The X has a cable-actuated clutch, the RX hydraulic. The X has the CRF450R’s previous-generation frame and engine, the RX is current-generation, though both share the same Unicam, SOHC, four-valve engine platform. Both are fuel injected, the X via a 46mm throttle body, the RX 44mm.
The 2023 CRF450RX received many of the same updates as the current CRF450R motocrosser. It’s easier to ride than the previous RX but is still a lot of motorcycle for the trail.
Like the latest CRF450R motocrosser, the RX features launch control, traction control with three levels, and built-in selectable engine modes (three from which to choose), all accessed via a switch on the left handlebar. The X has no such offerings.
As mentioned, the X has a headlight, the RX does not. And the X comes with an LCD meter that keeps track of mileage, speed and fuel levels; the RX, nada. Both have Renthal handlebars, but the RX’s are tapered.
Tires are different, too. The X comes fitted with Dunlop MX52 rubber and the RX Dunlop Geomax AT81s.
Both bikes come with similar Showa suspension components. Up front, you’ll find 49mm coil-spring forks that are fully adjustable. They are essentially the same forks except for settings, and the lower lug on the X’s forks is different to accept the drive mechanism for the X’s meter.
The CRF450X is a wonderful all-around off-road bike. Useable power and a six-speed gearbox make it very versatile.
Mechanically, their shocks are the same internally, but their bodies are slightly different. Wheel travel is essentially the same on both bikes, as are ground clearance, seat height and fuel capacity. However, the X has a nearly half-inch longer wheelbase than the RX, and the X’s rake is kicked out a half-degree more than the RX.
But here’s the biggie—the X is approximately 24 pounds heavier than the RX, which is significant. It’s the price the X pays to be EPA-friendly, thus trail-legal in California. All 50 states get the California version.
Regarding cost, just $100 separates the two, with the RX going for $9899 and the X $9799.
Trail Mix | 2023 Honda CRF450X & CRF450RX Comparison
It’s funny how two so similarly-looking motorcycles can perform so differently. Both bikes do what they are intended to do very well. The X is a pussycat on the trail, and the RX wants to go fast between the green and checkered flags.
With its broad powerband, smooth power delivery, and versatile six-speed transmission, the X’s motor is extremely easy to control; it’s unintimidating yet has plenty of get-up-and-go. After all, it’s a 450. Matched with its cushy suspension and lovely ergonomics, the X is a joy to ride. At low-to-mid rpm, the X loves to bop around and play; best of all, flameouts are rare on the X. At higher rpm, the X doesn’t disappoint, either. It makes excellent and respectable power overall. You won’t miss not having power modes; you simply don’t need them with this sweetheart of a motor.
The X can still be somewhat of a handful on rocky and technical terrain but it is certainly doable thanks to its super user-friendly demeanor. It is, however, very stable at speed.
Perhaps the most impressive thing about the X is how well it runs and performs right off the showroom floor, even though it’s a California green-sticker dirt bike. There are no throttle stops to surgically remove, no mystery wires to cut, and no baffles to bash out. You just get on it, push the button and go! And it goes nicely.
The X handles exceptionally well, and its long wheelbase and kicked-out front end (compared to the RX) make it very stable at speed and over whoops. No wonder why it’s a hit in Baja and on the open deserts. If you like to ride fast and hard all the time, you’ll find the X’s suspension to be a little on the soft side, but for “normal” riding and average rider weight, Honda nailed it. Suspension setting is damn near perfect for trail riding, even at a spirited pace.
There are many things to like about the X, like its strong and predictable two-piston Nissin front brake. The clutch has a good feel, and the pull is acceptably light for a 450. The easy-to-read meter is a nice addition, and our knuckles appreciated the stock plastic hand guards, but we would rather have them attached solidly to the handlebars than the hand-lever mounts. When you adjust the levers, the hand guards rotate with them.
It’s reassuring knowing there is a solid skid plate protecting the lower frame rails and engine cases, and we are fans of headlights on trail bikes (though we wish the X’s was LED instead of halogen).
The MX52 tires, which are discontinued but still come on the X, are effective. They are a little stiffer than the AT81s that come on the RX, which makes the ’52s a little more durable and less prone to flats. Honda also went with the MX52s because they are quieter on the pavement, enabling the X to pass EPA’s ride-by sound test.
However, there are a few things we don’t like about the X, like weight. The X is downright heavy at a claimed 275 pounds, making it a handful over loose rocks and anything super technical, especially at slower speeds. Its tall 38-inch seat height doesn’t help here, either. And the X is a bear to pick up should you drop it. However, at speed, you won’t notice the weight so much; it might even help give the X some added stability, depending on the terrain. The X also turns well despite its straight-line prowess.
You want power for the hills, sand washes and open terrain? The CRF450X has you covered.
Comparing the X to the RX is almost like comparing apples to oranges. They are very different motorcycles. The RX is all about going fast. It’s way more aggressive than the X, has more outright power and hits much harder. You can manage that hit somewhat via its three engine modes, but even in the mildest mode, the RX still rips. Mild mode or not, the RX isn’t much fun on the tight twisties or threading your way through the trees and thick bushes, unlike the X. In the tight stuff, the RX feels like a lot of motorcycle and wears on you after a while, and it flames out more than the X. It’s just not happy in these conditions. Instead, the RX wants to spread its wings on more open terrain, like western-style GP tracks or motocross tracks. It’s in these settings where the RX shines.
It has the suspension to keep up, too. However, it’s a little stiff for trails, a little soft for motocross, but just about right for GP tracks and aggressive off-road play riding. If it’s not right for you, however, chances are good you will find a happy setup, since the RX and the X, for that matter, have fully adjustable suspensions.
Compared to the X, the RX feels more agile and lighter, which are significant bonuses, and you can hit the jumps with more confidence thanks to its beefier suspension.
The RX has an excellent clutch, solid brakes and a five-speed transmission that is well-mated to the bike’s power delivery.
Hitting Their Mark | 2023 Honda CRF450X & CRF450RX Comparison
We wouldn’t say one bike is better than the other, but they both fulfill their job titles exceptionally well. If you’re looking for an easy-to-ride trail bike that can tackle just about anything you put in its way, the CRF450X is an excellent choice. And you know what the X can do in Baja. It’s a honey of a bike that is easy to ride and is a ton of fun on the trail for both lesser and more experienced off-road riders, but here’s the catch: if you can deal with its 275 pounds.
The CRF450RX, on the other hand, just wants to go, go, go! Twist the throttle for the first time and you’ll understand. Without question, the RX is aimed at the more experienced off-roader whose only interest is racing and getting to the checkered flag first, which this motorcycle is undoubtedly capable of doing on the more wide-open tracks, such as WORCS and NGPC racing. And if you like to dabble in motocross, go for it. The RX won’t disappoint here, either. CN
VIDEO | 2023 Honda CRF450RX vs. CRF450X
2023 Honda CRF450RX vs CRF450X
2023 Honda CRF450X & CRF450RX Specs
|
CRF450X |
CRF450RX |
| MSRP: |
$9799 |
$9899 |
| Engine Type: |
Single-cylinder 4-Stroke |
Single-cylinder 4-Stroke |
| Displacement: |
449cc |
449cc |
| Cooling System: |
Liquid |
Liquid |
| Bore x Stroke: |
96 x 62.1mm |
96 x 62.1mm |
| Compression Ratio: |
12.0:1 |
13.5:1 |
| Valvetrain: |
Unicam SOHC; 4valves |
Unicam SOHC; 4 valves |
| Induction: |
PGM-FI, 46mm downdraft throttle body |
PGM-FI; 44mm downdraft throttle body |
| Starting System: |
Electric |
Electric |
| Clutch: |
Cable actuated |
Hydraulically actuated |
| Transmission: |
Wide Ratio 6-speed |
Close Ratio 5-speed |
| Final Drive: |
#520 chain; 13T/51T |
#520 chain; 13T/50T |
| Front Suspension: |
49mm Showa coil-spring fork with rebound- and compression-damping adjustability |
49mm Showa coil-spring fork with 13-position rebound and 15-position compression-damping adjustability |
| Rear Suspension: |
Pro-Link Showa single shock with adjustable spring-preload, rebound- and compression-damping adjustability |
Pro-Link Showa single shock with adjustable spring preload, 11-position rebound, and six-position high- and low-speed compression-damping adjustability |
| Front-Wheel Travel: |
12.0 in. |
12.2 in. |
| Rear-Wheel Travel: |
11.8 in. |
12.4 in. |
| Front Brake: |
Single 260mm disc with 2-piston caliper |
Single 260mm disc with 2-piston caliper |
| Rear Brake: |
Single 240mm disc |
Single 240mm disc |
| Front Tire: |
Dunlop MX52 80/100-21 |
Dunlop Geomax AT81 90/90-21 |
| Rear Tire: |
Dunlop MX52 110/100-18 |
Dunlop Geomax AT81 120/90-18 |
| Frame: |
Aluminum, Twin-Spar |
Aluminum, Twin-Spar |
| Rake / Trail: |
27.6° / 5.6 in. |
27.1° / 4.5 in. |
| Wheelbase: |
58.7 in. |
58.1 in. |
| Seat Height: |
37.9 in. |
38.0 in. |
| Ground Clearance: |
13.1 in. |
13.2 in. |
| Weight (curb): |
275 lbs. |
251 lbs. |
| Fuel Capacity: |
2 gal. |
2.1 gal. |
| Rider Aids: |
None |
Launch Assist, Traction Control |
| Power Modes: |
None |
Selectable power modes |
| Hand Guards: |
Yes |
Yes |
| Skid Plate: |
Yes |
Yes |
| Sidestand: |
Yes |
Yes |
