FIRST RIDE: 2021 HONDA CRF450R
We are back for 2021 and starting the year off in style, getting to put a few hours in on Honda’s all-new flagship MX racer.
Gear: O’Neal Mayhem LITE HEXX
Gloves: FIVE MXF ProRider S
Boots: Leatt 5.5 Flex Lock Enduro
Helmet: Leatt 9.5 Carbon Fibre
Goggles: Oakley Airbrake
We currently have the 2020 CRF450R in-house for the next few months which made a great comparison for this first impression. Having spent most of the Christmas break putting the 2020 through the bush and round some moto tracks, the 2021 was a real eye opener to how different a new model can feel when riding them back to back. This year couldn’t have gotten off to a better start if it tried.
What’s New?
Honda’s Big Red motocrosser has been seriously overhauled for 2021, with very minimal parts making the trip to 2021. In a very quick nutshell, it sports a new frame, narrower swingarm, simplified subframe design, slimmer bodywork, single sided exhaust, 5mm longer fork stroke, a redesigned shock, different cylinder head, altered camshaft design, Nissin hydraulic clutch, and an additional friction plate and steel plate inside the clutch basket, plus heavier springs.
The Ti tank looks the part, as does the new plastics.
Basically, the only parts you will be able to bring from your 2020 model are the footpegs, handlebars, front wheel, and maybe the braking systems. Everything else has been updated, redesigned or it's brand new.
If you’re a spare set of wheels guy you will need to buy a new rear wheel to fit the 2021, which after nearly 20 years of wheels fitting just about every Honda, we’ve had a pretty good run. Overall weight reduction has come down by a whole 2kgs too, most of which is probably from going to a single exhaust.
If you want to know more, take a look at our FIRST LOOK: 2021 HONDA CRF RANGE post for more details. Otherwise, carry on to read about my highlights from my time aboard the 2021 Honda CRF450R.
Back to a single sides exhaust for 2021.
1.
The prior generation CRF450R engine was certainly fast as hell. And to be honest, it’s probably too fast for 95% of us mere mortals. The 2021 model’s new engine components have kept that powerful package, but in a much more controlled delivery. Whether it’s from the internals, or the EFi mapping, or the new exhaust system, the bike’s rideability has massively increased. Roll on power is much smoother and linear with the top end seemingly endless. Where the 2020 has a very aggressive down low power delivery, the 2021 comes on in a much more controlled manner and allows you to use the power better, smoother, safer and faster. Just a much better engine package in my opinion.
No heat shield this year to just be aware of that.
Routing of the all-new hydrauluc clutch system
2.
The 2020 model saw a busy handlebar cluster with two different switches on top of the clutch perch. For 2021, there is a new three-switch cluster that encompasses the Engine Mode Select Button (EMSB), Honda Selectable Torque Control (HSTC), and engine shutoff switch, leaving more room for handguards and lever adjustment if that’s your thing.
One cluster to rule them all means a little more spaced on the bars for handguards.
3.
Hydraulic clutch – need I say any more? No – but I will. With an increased number of plates and stiffer springs, the CRF450R’s new Nissin clutch is larger and said to be stronger. Though thankfully with the addition of the hydraulic system, the clutch pull got easier and more predictable. The hard pull is gone, and clutch fade is now a thing of the past. One of those things that really should have come a long time ago.
The upgraded clutch is a massive imprvement in feel, use and fade.
4.
A completely new chassis means a completely new feel – kind of. It still feels like a Honda, but it also has hallmarks of a KTM with its very thin profile and slim bodywork. It also feels less rigid than its predecessor and overall comfort is up too. Getting on it just feels more comfortable – I’m not sure how else to describe it really…except for maybe the seat.
Noticable slimmer without the dual pipes, the 2021 CRF has hallmarks of the very slim KTM through the legs.
5.
That comfort combined with the new suspension and settings was like night and day. The suspension felt a lot softer than last year, but upon investigation, the specs show that isn’t really the case. In comparison, the choppy terrain and high-speed bumps were soaked up so much better by the 2021, that I am going back to the drawing board on my 2020 settings. I could feel the bike and the suspension really working and following the ground. I was really impressed with the stock chassis/suspension setup.
The smooth power delivery allowed excellent control - especially when getting the front up.
6.
On top of that, the 2021 CRF450R’s ergonomics feel better than last year. The only gripe would be the flatter seat can get a little hard at times with the lack of foam for a 100kg guy like me. It’s a sit-on feeling, not a sit-in with that flat seat, and the seat/bar/footpeg triangle suited me well. Having the bars mounted in the forward triple clamp hole was bang on to, giving that extra room I like.
The seat is nice and flat, howerver that also means its a little lacking in foam. Something my butt noticed a little.
7.
Visually, the Red on Red on Red is fire. So much so that I even installed red plastics all round on my 09 CRF450 Flat tracker. I really liked to look of the twin pipes, but equally this single side system is very well done - weaving through the middle of the bike to gain length. All the handlebar cabling now goes down between the tank and frame, even the hydraulic clutch line. At first glance the routing looks a little stupid, but not something you notice out on the track.
Routing no heads down between the tank and frame instead behind the front number board.
8.
Other than the thin seat foam, the gearing of 13/49 is a little high for general everywhere use. It would suit Moto only, but if you wanted to get a little bushy, I would go up on the rear to about a 51 tooth. The only other aspect I didn’t like was no side stand and that I don’t have one in the shed.
The 2021 CRF450R - nearly as tough as this guy and his Big Red.
The 2021 CRF450RX has also been given the all-new treatment so I suspect that bike will be the ducks nuts for off-road use and something I am keen to pit against Kawasaki’s new 450XC. Honda have made a huge improvement to the 450 MX’er in the handling, rideability and on-track feel departments. The bike is noticeably easier to ride, has a smoother power delivery and soaked up the bumps better than the previous model. It is better in almost every way.
But for now, I’m somewhat sad to say I have to go back and ride the 2020 for a while. First-world problems eh! Hey, at least it’s not the old ’09 😊.