Is this the best Honda yet? With over 50 years of motocross bike building and racing history, you would expect Honda knows a thing or two about making competitive MX bikes. This new era of the CRF lineup is very exciting for many reasons. The new 2025 CRF high-performance R and RX models are several years in the making, and the 250- and 450-class options are debuting simultaneously, which doesn’t usually happen. But, hey, I’m not complaining. That just means we don’t have to wait a year to see what the 250 is like and I get to test the 2025 Honda CRF450R now.
The new 2025 Honda CRF450R integrates high-level data and input from Team Honda HRC’s Jett and Hunter Lawrence in America, plus Team HRC’s four-time MXGP World Champion Tim Gajser. Many of the new CRF450R’s updates and features were developed and tested in competition at the highest level. Honda engineers wanted to analyze what the race teams were doing with their bikes to leverage some of that experience and make the production bike even better.
Now, before you think this new CRF450R is only for the pro-level rider, Honda also considered feedback from everyday consumers. During the development and engineering process of the 2025 CRF450R, Honda combined the data from the highest-level pros and weekend warriors to put together this package we tested on the National track at Ironman Raceway in Crawfordsville, Indiana.
The most impressive changes to this new model are to the chassis. Over 70 percent of the frame and subframe has been revised to add or optimize rigidity. Additional chassis components, including the triple clamps, steering tube, fork tubes, shock linkage, and front axle, have also been optimized to match the frame changes. Essentially, everything has been revised to add rigidity.
The added rigidity to the frame eliminates or lessens unwanted flexing, allowing the Showa suspension to function consistently. The new subframe mounting position has been moved back toward the upper shock mount. This brings the shock mount closer to the center of gravity, and almost vertically aligned with the swingarm pivot point. Essentially, this new position helps reduce energy transmission between the front and rear of the bike.
Honda told me the 2025 CRF450R fork tubes match the rigidity of Jett Lawrence’s factory bike. Stiffer fork tubes eliminate the internal binding of suspension parts as the fork moves through the stroke.
On the Ironman Raceway circuit, the chassis updates are prominent. The chassis feels calmer and more planted to the ground. It is a big improvement over the previous generation. The earlier model’s front end deflected when I rode it, dancing around and compromising front end grip, making it less enjoyable to ride. With the new 2025 Honda CRF450R, the chassis has been optimized for a smoother, more stable motocross bike.
The dirt at Ironman Raceway is soft and holds a lot of moisture. Due to heavy rainstorms leading up to the day of my ride, the track was slick and muddy in the morning. Fortunately, it dried out a little in the afternoon. The track got deeply rutted, and some sections were heavily muddy the entire day. Conditions notwithstanding, the Ironman track layout is a lot of fun.
The jumps at Ironman are absolutely huge, and you enter the jumps at high speeds. On the g-out sections in the rollers and the rhythm section, the front end was tucking because the showroom suspension settings are a little soft. I brought the 2025 Honda CRF450R back into the pits, where the techs recommended one click in on the fork compression damping. Although that’s not a drastic change, I immediately detected a difference and was happy with that. The front end dipped down less when I hit the jumps and didn’t tuck when hard on the brakes in corners.
The 2025 CRF450R still feels and looks like a Honda. Despite the updates to the chassis, the new CRF450R still turns as easily as you would expect a Honda to turn. It remains nimble in the front while gaining added stability and smooth handling.
At high speeds down the straights, the Honda CRF450R is calm and tracks straight. Naturally, because of the wet dirt, the bike was swapping under me as it was looking for traction. Regardless, the chassis stayed smooth, and the front end feels good. Overall, the chassis did not feel deflective or twitchy like the previous model.
The 450cc SOHC motor is internally unchanged, though exterior components such as the airbox and exhaust system have been updated. The air box is designed to reduce resistance and allow more airflow—a side panel has a large ventilation hole to enhance the CRF450R’s aerodynamics.
The exhaust header pipe is extended to help create more usable power in the low-to-mid rpm range. Additionally, the ECU settings were reprogrammed to reflect the changes in the airbox and exhaust systems. Collectively, these changes help the motor deliver smooth, torquey power.
I started the test day on the 2025 Honda CRF450R at Ironman Raceway with the motor using Mode 1—the standard engine map setting. Mode 1 is rider-friendly with a smooth roll-on feel. Due to the slick conditions, I switched to Mode 2, the mellow engine mapping—Honda describes it as Smooth. Mode 2 was my sweet spot, helping me with throttle control. The mellow selection is a bit smoother with a more linear throttle response than Mode 1. Given the shape the track was in, I didn’t use Mode 3 (aka Aggressive) much. When I did, the CRF450R definitely revved quicker. For the conditions I was dealing with, I settled on Mode 2 and had a ton of fun. When I get more time on the bike, I’ll delve into the three levels of traction control.
The front brake caliper is updated with a new piston and seals to help the braking power last longer and work more consistently throughout a moto or long ride. Also, Honda claims the front brake lever play is decreased by 57 percent. The brakes felt great all day long, with strong stopping power. However, some sections of the track remained wet and sloppy all day, so I wasn’t too hard on the brakes during most of the test day—letting off the gas in these muddy sections is like hard braking.
I am impressed with how the new 2025 Honda CRF450R has developed., with the Honda engineers working closely with American and MXGP riders to see what enhancements they required for Championship results. Fortunately, Honda didn’t neglect to consider what the average 450 rider needs. The result is a comprehensive package of performance and rideability. One takeaway I would like you to get from this review is that the new CRF450R is a confidence-inspiring motorcycle offering smooth, usable power, a calm chassis, and, of course, that friendly Honda feel.
Photography by Align Media
RIDING STYLE
2025 Honda CRF450R Specs
ENGINE
- Type: 4-stroke single canted 10 degrees forward
- Displacement: 450cc
- Bore x stroke: 96.0 x 62.1mm
- Compression ratio: 13.5:1
- Valvetrain: SOHC; 4 valves (titanium intake; steel exhaust)
- Fueling: EFI w/ 44mm throttle body
- Starting: Electric
- Transmission: 5-speed
- Clutch: Hydraulically actuated wet-multiplate
- Final drive: 520 chain
CHASSIS
- Frame: Twin-spar aluminum
- Handlebar: Renthal tapered aluminum
- Front suspension; travel: Fully adjustable Showa inverted 49mm fork; 12.2 inches
- Rear suspension: Linkage-assisted fully adjustable Showa piggyback shock; 12.4 inches
- Rims: D.I.D DirtStar
- Tires: Dunlop Geomax MX33
- Front tire: 80/100 x 21
- Rear tire: 120/80 x 19
- Front brake: 260mm disc w/ 2-piston caliper
- Rear brake: 240mm disc w/ single-piston caliper
DIMENSIONS and CAPACITIES
- Wheelbase: 58.3 inches
- Rake: 27.1 degrees
- Trail: 4.5 inches
- Seat height: 38.0 inches
- Ground clearance: 13.2 inches
- Fuel capacity: 1.7 gallons
- Wet weight: 245 pounds
- Color: Red
2025 Honda CRF450R Price: $9699 MSRP
