2026 HONDA CRF450R: FULL TEST

[MotoFactory]

You couldn’t ask for a better roll-out. Last year, the Honda CRF450R underwent a significant redesign. It got a new frame, new suspension and a new personality. Then, Jett and Hunter Lawrence proceeded to utterly dominate the 2025 AMA National Motocross Championship. They continued the same behavior at the Motocross of Nations and made the Honda 450 the winningest bike in Pro Motocross.

Is the CRF450R that good? No, of course not. Don’t be ridiculous. No bike is that good, not even the works HRC Hondas that Jett and Hunter ride. The Australian brothers are certified genetic freaks, and Pro Motocross racing is never a good indicator of what motorcycles work best in the real world. With that out of the way, we will say that last year’s CRF450R was the best motocross bike that Honda had produced in over 15 years, and this year’s version is more of the same.

THE RIGHT FORMULA

Even though Jett and Hunter are the poster children for the current generation of Hondas, more of the credit probably goes to Tim Gajser’s MXGP effort in Europe where they are free to race-test new frames and components. In the U.S., Trey Canard is the official Honda development rider, and he was the man who pointed the production bike on its current path. The 2025 model didn’t have any dramatic changes in geometry, but Honda ash-canned around 70 percent of the individual pieces that are used in the construction of the frame. The new parts had different thicknesses and flex characteristics. Overall, the new frame was made more rigid in almost all planes of movement. Honda engineers also moved the mounting location of the subframe to the rear, which is said to better isolate outside forces at the rear of the bike. The steering stem, triple clamp, outer fork tubes and front axle were all more rigid as well. Then, the suspension was completely rethought. The Showa fork got new springs, valving and internal designs. The rear linkage became more rigid, with the dog bones replaced by a one-piece structure. The Showa shock got a new reservoir, spring and valving changes, while the rear spring rate was changed to 52 N/mm from 56 N/mm. The fork springs remained 5.2 N/mm.

As for the motor, Honda gave it a stiffer crankshaft, but the overall architecture was unchanged. It still used Honda’s Unicam design with a cam that is offset to more directly drive the intake valves. That distinction is somewhat less relevant today, because finger followers are used between the cam and the intake valves, whereas the original Unicam design called for direct actuation of the buckets on the intake side. Honda’s valve train still presents less reciprocating mass than other SOHC designs. The most significant performance-related change last year was an airbox that offered more flow. The side panels got large vents, and the filter itself was redesigned. At the other end, the exhaust system became straighter and longer.

Mapping changes have become the bold new graphics of the 21st century. But, even that was left untouched for 2026. The Honda still has a fairly extensive electronics portfolio. The handlebar switch offers three different maps as well as three levels of traction control. When you start the bike, count the number of LED flashes on the switch. One flash is the standard map, two is mild and three is aggressive. Press the blue button until you get what you want. Next on the list of electronic offerings is multi-level launch assist. To access this, you hold down the starter button when the engine is already running. All of those electronic options add up to a long list of buttons and modes to deal with. Honda is doubtlessly working on its own smartphone app, but there’s a certain appeal to having it all available on the bike without the need for Wi-Fi or Bluetooth connections.

SPINNING LAPS

When we say this is the best Honda motocross bike in years, that’s meant as praise, but it’s also an indictment of recent offerings. It’s been 16 years since the CRF450R won a shootout— anyone’s shootout. Part of the issue was bad timing. The biggest redesign in that period came in 2021 when Honda’s development schedule was interrupted by the COVID pandemic. The success of 2025 should have come earlier. In essence, Honda kept the traits that riders loved and ditched the ones that held it back.

Number one on the list of the bike’s traditional strong points is sharp, responsive handling. The Honda is super easy to turn. In rutted turns, it’s almost an unfair advantage; it doesn’t knife under or try to climb out of the rut. The CRF feels light and very, very agile despite weight that’s nothing special. It’s 237 pounds without fuel on our scale, which is right in the middle of the class. Regardless of that, riders have long said the Honda feels light and turns well, but now it’s coupled with more stability before and after the turn. You can choose your line more easily coming into each corner, and when you open the throttle, the bike straightens out and goes exactly where it’s pointed. At speed, the Honda still isn’t the most stable bike in the world, but it’s predictable and never does anything wicked. In the past, riders were tasked with endless fork-height adjustment. You would slide the fork tube up in the clamps to lower the front end for tight tracks, then go the other way for fast tracks. Now, you leave it where it is and go ride— anywhere.

Part of the credit for that has to go to suspension improvements. This generation of Showa components is spot-on for mid-level riders. It’s plush on small chop and can at least handle those horrendous big hits. If you are, say, an intermediate or vet expert who weighs around 175 pounds, you don’t have to do a thing. Set aside your suspension-tuning budget for a weekend in Vegas. More advanced riders might need to stiffen things up, but don’t go crazy. The stock stuff is good.

THUNDER DOWN UNDER

The Honda CRF450R has more low-end power than any current production motocross bike. In fact, it might be the all-time champion in that department. From zero to about 7000 rpm, the Honda crushes it. That means you can cruise around the track at what sounds like half throttle and still be making more power than any 250 ever made. On top, the Honda tapers off early. It revs to over 11,000 rpm, but when you get past its peak at 9000 rpm, it’s not really going anywhere. To get the most out of the CRF, you have to shift early. That’s only a problem if you think you’re in one of those situations where you’re trying to stretch a gear rather than take the time to shift. If you were to be honest with yourself, those circumstances usually are the result of bad planning. Don’t look to the map switch for help, either. The aggressive map doesn’t add anything on top, it just makes for a more abrupt hit down low. Overall, the CRF450R helps you ride the way you’re supposed to ride.

Honda has every right to enjoy its current situation. The race team is killing it, and the latest version of the 450 is such a great motorcycle that being unchanged is a blessing. We can’t say that the Lawrence phenomenon is because the production Honda is so good, but it sure didn’t hurt.

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