2022 Honda CRF450RWE: FACTORY-LEVEL PERFORMANCE.
Introducing the 2022 Honda CRF450RWE…
For those who demand the absolute best when it comes to motocross performance, the premium CRF450RWE (“Works Edition”) is based on the legendary CRF450R, but with a long list of elite-level upgrades based on the machines in the Team Honda HRC factory race shop. As is the case with the CRF450R, this model gets an updated ECU and suspension valving, for improved drivability and balance, respectively. The CRF450RWE is the clear benchmark with it comes to setting low lap times.
When it comes to winning, the Honda CRF450R is the machine championships are made of. And after your first ride, you’ll know why. The engine makes tremendous, instant power, thanks to Honda’s exclusive Unicam® design. The chassis is an active part of the handling equation, backed up with premium Showa suspension at both ends. But what the spec charts can’t show is the level of refinement that only Honda brings to the class, all with the goal of letting you rail through the corners, flatten out the whoops, ace the rhythm sections and do it lap after lap with incredible precision.
Looking for the best of the best? Then check out our CRF450RWE (WE for Works Edition). We’ve fine-tuned it with special touches like an exclusive Yoshimura exhaust, Twin Air filter, Throttle Jockey seat cover, Hinson clutch basket and cover, premium DID DirtStar LT-X rims, Kashima and titanium nitrate-coated forks, a red cylinder head cover, and hands-on touches like special cylinder-head porting. Both the RWE and the CRF450R get suspension and engine setting changes for 2022, sharpening the best bike on the track even a little more. Ready to win? Because we’re ready to ride.
2022 Honda CRF450RWE Totalmotorcycle.com Key Features
Compared to the CRF450R, the Works Edition version has several special components:
- Hinson clutch basket and cover
- Yoshimura full titanium exhaust
- Twin Air air filter
- Throttle Jockey Team Honda HRC graphics
- Throttle Jockey seat cover
- Red cylinder-head cover
- Hand-polished cylinder ports
- D.I.D DirtStar LT-X rims
- Titanium nitride-coated fork legs
- Titanium nitride-coated 18 mm shock shaft
- Special gold RK chain
- Black anodized triple clamps
- Renthal Kevlar grips
American Honda today announced the return of the CRF450R motocrosser for 2022, as well as its five siblings that specialize in a variety of applications. The clear point of reference when it comes to motocross, Honda’s CRF450R currently leads the 2021 AMA Supercross series, at the hands of Team Honda HRC’s Ken Roczen, while the CRF450RWE adds top-shelf performance features for the most demanding customers. The CRF450RX opens things up a bit to closed-course off-road racing, whereas the CRF450X expands horizons to everything up to and including the deserts of Baja. Meanwhile, the CRF450RL adds the possibility of linking trails and dirt roads via public roads. Finally, there’s the CRF450R-S, a great option for value-focused motocrossers. Add them up, and it’s a collective of dirt bikes that covers the needs of motorcycle enthusiasts who enjoy getting dirty in any number of ways.
“Back when we first expanded our CRF450 lineup for the 2019 model year, our goal was to offer application-specific models that would put Red Riders at the front of the pack no matter what their preferred means of dirt-bike riding,” said Brandon Wilson, Manager of Advertising, Experiential and Sports at American Honda. “Three years later, the family has expanded and improved, and the 2022 collection is better than ever. We expect these bikes to continue to run at the front of the pack, in the dirt and on dealer showrooms.”
LIGHT NARROW FRAME
Great handling starts with a superior frame, and that’s one place where the CRF450R’s chassis puts you out front. First, it’s light—over a pound and a half lighter than the previous generation’s. By making the frame’s main spars narrow, we save weight, but more important we make the chassis more responsive by fine-tuning the lateral rigidity. The result is a bike that gets into, around, and out of corners faster.
Designed in conjunction with the new frame, by using narrower main members (just like the frame uses narrower main spars), we’ve matched the swingarm’s lateral rigidity to the rest of the chassis. What you get is a balanced, fully integrated approach to frame stiffness, letting you get around corners faster and with better feel.
The 2022 CRF450R’s subframe is nearly three-quarters of a pound lighter than the last generation’s part. We’ve simplified its construction too.
SEALED BATTERY BOX
Three key features you should know about: The battery box sits low, for an improved center of gravity. Second, it’s also easy to service. And third, it’s water-tight, so there’s less to worry about when racing in wet conditions.
We’ve changed the suspension settings on the 2022 CRF450R, fine-tuning them for better damping and handling. And note the axle holding fixtures at the bottom of each fork leg—they help increase rigidity, and enhance steering precision and suspension performance.
TUNED TRIPLE CLAMPS
The CRF450R is a perfectly matched package. With the frame and swingarm featuring an optimized lateral stiffness, and the fork legs featuring a stiff, solid-feel axle fixture, we joined the two with equally refined upper and lower triple clamps. Working in concert, they help improve and balance total rigidity, responsiveness and turning performance.
The CRF450R’s frame design lets us fit a special rear shock. We optimized its shape to match the frame, and gave it special revised settings for 2022 to improve handling and ride. The shocks valving resets fast for better response. In addition, it features a special steel spring that cuts weight without cutting performance. With the RWE, you get additional special A-Kit shock tuning and valving.
SHOWA SPRING FORK
The 49mm Showa fork features a conventional spring design that helps increase the CRF450R’s front-suspension precision, handling and feel. The spring rate provides better bottoming resistance and improved handling. Plus, on the CFR450RWE, the inner rod has a special Kashima coating, and the outer tubes feature a titanium nitrate coating. The spring rate provides better bottoming resistance and improved handling.
Along with the single-muffler exhaust, the CRF450R naturally uses a single-pipe header. It routes close to the center of the bike, and its light overall construction helps improve weight distribution.
Using a pressed-alloy design lets us shape the muffler for better rider ergonomics and lighter weight. The CRF450RWE’s exhaust is another premium item. It’s a titanium construction, made specially for us by Yoshimura. Super light and super trick, the exhaust tucks away for better ergonomics too.
The CRF450R features the first hydraulically actuated clutch we’ve offered outside of our works bikes. Made by Nissin, it’s the same design as in our Grand Prix MX machines, and performs better than third-party conversions. You get a clutch-lever pull that’s ten percent lighter at its peak, even though it’s paired with a new, stronger 8-plate clutch. Plus, you’ll never have to worry about making a clutch-cable adjustment, even during the longest events.
EXCLUSIVE HINSON CLUTCH BASKET
The CRF450RWE gets a premium clutch basket made by Hinson, and a tasty Hinson clutch cover to top it all off.
EIGHT-PLATE CLUTCH ASSEMBLY
While the CRF450R’s hydraulic clutch gets all the attention, make sure you pay attention to the clutch assembly itself. Say good-bye to clutch fade—the bike uses an eight-plate design to improve durability and hookup. That means 85 percent less slip at peak horsepower, and 27 percent more total torque transmission through the clutch pack over a seven-plate clutch. Even the spring is super strong for better lockup, but thanks to the hydraulic actuation, clutch-lever pull is lighter than ever.
HRC LAUNCH CONTROL
We’re talking about a special ECU program here: push the button to select the mode, hold the throttle open, release the clutch, and the CRF450R will do the rest, launching you into the first turn with a big advantage. It turns your bike into a holeshot-seeking machine!
Honda SELECTABLE TORQUE CONTROL (HSTC)
Notice that button on the handlebar by the clutch perch? The CRF450R and CRF450RWE get our Honda Selectable Torque Control (HSTC). You can choose from one of three settings to perfectly dial your bike in depending on how much traction is available.
ENGINE MODE SELECT BUTTON
This simple handlebar-mounted button lets you dial in engine power delivery character with a push of your thumb. Choose between Standard, Smooth and Aggressive, depending on track conditions.
COMPACT FUEL PUMP
No detail is too small for our engineers—especially if they can make it smaller and lighter. That’s why we even made the CRF450R’s fuel pump super compact and super light. Why carry around any extra weight when you don’t have too?
ONE-PIECE RADIATOR SHROUDS
Using computer-aided Computational Fluid Dynamics, our engineers fine-tuned the CRF450R’s radiator shrouds to increase cooling. You can see that they’re a one-piece design, but more important, they promote better cooling for more consistent power, longer into a race, especially when you’re really on the gas and working the engine hard.
REAR BRAKE PADS
Brakes are for more than just stopping: they help you set up the bike in turns and jumps. Which is why we pay so much attention to detail like brake pads. They’re designed to last longer and give you more stopping power—a real win/win to help you win.
260mm FRONT BRAKE
The CRF450R’s large front-brake disc measures a whopping 260mm. You get great brake feel and a pattern that cuts down on weight. Front and rear brake-disc guards are part of the package too.
TITANIUM FUEL TANK
Grams and performance count, and the CRF450R uses a titanium fuel tank. Light and strong, it maintains the same capacity as our previous plastic unit, while freeing up more space and helping to centralize fuel mass.
SEALED AIRBOX AND FILTER
Along with the special air filter, the airbox shape helps deliver more torque. You can access the airbox through the left number plate. And because the CRF450R’s filter has no rubber gasket where it interfaces with the intake boot, cleaning and servicing the filter is faster and less messy than ever.
Kickstarting? Maybe if you’re riding in the vintage class, but not here. By ditching the kickstarter entirely, our engineers can make the CRF450R lighter. Electric starters and lithium-ion batteries are so light now and so good that putting them on a bike like this is a win/win combination. And winning is what a CRF450R is all about.
Check out the controls on the 2022 CRF450R. We’ve made them light and intuitive. Controls used to be your bike’s shifter, clutch, and brakes. Now you have things like launch assist, selectable power modes, and more. We believe they should be easy to use, especially when you’re concentrating on winning.
EXCLUSIVE WORKS EDITION
Simply stated, the best of the best. The CRF450RWE Works Edition includes all the standard CRF450R features, but also gets a special hand-ported cylinder head; Hinson clutch basket and cover; Twin Air filter, Throttle Jockey graphics and seat cover; upgraded DID DirtStar LT-X rims; an exclusive Yoshimura exhaust system including a titanium header; titanium nitride-coated lower fork legs; revalved suspension; an RK gold chain; special ECU settings; and black triple clamps. Available in extremely limited numbers.
449cc UNICAM ENGINE
Honda’s Unicam cylinder heads combine the best of single- and double-overhead-cam designs. The configuration contributes to a compact engine that saves weight over a comparable dual-overhead-camshaft motor and also permits a narrow included valve angle. This flattens the combustion chamber to facilitate ignition flame propagation, allowing a high compression ratio. Since less space is taken up in the cylinder head, the camshaft sits lower in the head for a more compact engine and a lower center of gravity.
AUTOMATIC DECOMPRESSION SYSTEM
You can’t see this unless you take the engine apart, but you’ll notice it on the track. Last year our engineers redesigned the auto decompression hardware, and also moved it from the right side of the cam to the left. The result is less stalling at extreme low RPM (think deep into a turn without downshifting) as well as better rideability.
CENTRAL-PORT CYLINDER HEAD
The 2022 CRF450R features a special cylinder head. Its biggest feature: an oval-shaped centralized exhaust port. Together with the single-muffler exhaust, it boosts power from 5000 rpm up, and increases exhaust efficiency. Plus, the CRF450RWE gets some exclusive porting touches and engraving. The cylinder head cover is red too, so it really stands out.
TITANIUM INTAKE VALVES
Lightweight titanium intake valves cut down on reciprocating mass and permit the use of smaller valve springs, reducing overall engine height.
FUEL INJECTION SYSTEM
By installing the CRF450R’s fuel injector at a 60-degree angle, the injector sprays fuel all the way back to the throttle butterfly. The engine gets a cooler, denser fuel charge for more power and better torque. It’s little details like this that put the CRF450R up front.
DOWNDRAFT FUEL INJECTION
The CRF450R features a downdraft intake tract and FI body to help increase both power and fuel-metering precision. It’s part of the reason the CRF450R offers such explosive power and massive torque, especially out of the starting gate and in the critical first 100 feet of the race to the first turn.
DOUBLE-SPRAY INJECTOR SETTINGS
The CRF450R’s fuel-injection system sprays twice per intake cycle. That helps increase fuel atomization without adding the weight or complexity of a second injector. The better fuel atomization means more power in the midrange and on overrev—you’ll feel it the first time you race.
DUNLOP MX3S TIRES
These are the skins of choice for serious MX racers right now, so naturally, we fit the best to the 2022 CRF450R. The Dunlops hook up in a wide variety of conditions, and help you put the CRF450R’s improved cornering performance to the ground.
CYLINDER HEAD LAYOUT
The CRF450R uses our latest finger-follower rocker design. The Unicam cylinder head remains one of the most efficient in the MX world, giving you the design and performance of a double-overhead-cam layout but the compactness of a single-overhead-cam design.
13.5:1 COMPRESSION RATIO
Honda engineering at its best: The CRF450R’s cylinder head features a highly refined combustion-chamber shape and generous squish area, allowing an impressive 13.5:1 compression ratio for superior efficiency and power.
A factory skid plate is light and offers the engine and lower-frame protection that a racer demands.
The CRF450R’s extra-slim bodywork makes it a lot easier to move around on the bike, and that maximizes your riding freedom. When we reduced the total number of fasteners needed to remove the body panels last year, maintenance off the bike got easier too.
The 2022 CRF450R takes its styling cues right off our HRC works bikes. Plus, to keep them looking good, our “in mold” graphics are more durable, especially after repeated track sessions and cleaning. And the CRF450RWE goes one step further, with an exclusive graphics package by Throttle Jockey.
The aluminum Renthal Fatbar features a bend that’s even better than the legendary Honda “CR” bar. It’s the new standard of excellence—you’re gonna love it! In addition, the CRF450RWE gets special Renthal grips.
They may not help you go faster, but the black DID DirtStar rims sure look good. With the CRF450RWE, we upgrade these to absolutely the best you can get, premium DID DirtStar LT-X rims.
Sometimes you need to think out of the box—that’s what we did with the CRF450R’s seat. Last year, we moved the attaching bolts from the rear to the front, and the tongue from the front to the rear. The result? When it’s time for service, removing and installing your CRF450R’s seat is easier than ever. Plus, on the RWE, you get an exclusive Throttle Jockey seat cover.
FLAT SEAT/TANK JUNCTION
The CRF450R features a flat seat/tank junction, including a titanium fuel tank. The superior ergonomics make it easier to move forward and back on the bike, increasing your control.
DETAILED CABLE ROUTING
You may not notice it at first, but routing the CRF450R’s throttle cables and hydraulic clutch line let our engineers shave almost half a pound off the bike. Light is always right!
2022 Honda CRF450RWE Totalmotorcycle.com Features and Benefits
ENGINE / DRIVETRAIN
The CRF450RWE engine boasts exceptional bottom-end and midrange power, making for a linear delivery that is strong but manageable, even as the rider tires, while peak power is also very good.
Cylinder Head: As with the CRF450R, the design of the Unicam® cylinder head, with the decompressor system’s counterweight on the left side of the camshaft, contributes to combustion stability in the extremely low rpm range and a strong-but-manageable power delivery in corner exits, as well as resistance to stalling. Like the Team Honda HRC factory race bikes, the cylinder-head cover is red in color, and it’s produced in magnesium, with a thin-wall design for weight savings. The CRF450RWE also has a unique cylinder head with factory hand-polished ports for refined power characteristics. The exhaust port is centrally located, has an oval shape and is quite straight, optimizing exhaust efficiency and torque characteristics, for a linear delivery that continues into the high rpm range. A five-hole piston oil jet and dual 12 mm drum scavenge pump manage lubrication.
Intake: The CRF450RWE features a downdraft intake design that delivers strong, efficient power, and a large air boot (4.1 liters on the clean side of the air filter) achieves strong torque at low rpm. The bike also comes standard with a Twin Air air filter, which is accessed with the removal of a single side-panel bolt. The 60º fuel injector angle enables the spray to reach all the way to the back of the butterfly, thus cooling the upstream side of the intake path for maximum intake efficiency and torque feel.
Exhaust: The CRF450RWE boasts a lightweight full titanium Yoshimura exhaust system (header and muffler) that weighs just 7.15 pounds, and with the engine’s centralized exhaust-port location, the exhaust header and muffler are positioned close to the vehicle’s centerline for a slim profile, contributing to freedom of movement for the rider. Two resonators (one after the front U-bend and another at the upstream end of the muffler) boost power and reduce noise.
Clutch: The clutch is hydraulically actuated and has eight plates and a large volume for good durability with minimal slippage and light lever pull. The clutch basket and cover are from Hinson to mirror the components from the Team Honda HRC race bikes.
Electronics: A gear-position sensor allows the use of three specific ignition maps for first and second, third and fourth, and fifth gears. There are also options for Standard, Smooth and Aggressive ignition maps, selectable via a redesigned handlebar-mounted switch, enabling simple tuning depending on rider preference or course conditions.
In addition, Honda Selectable Torque Control offers three levels of intervention. HSTC monitors rpm spikes and responds by temporarily reducing torque by retarding ignition timing and controlling PGM-FI to aid rear traction. The three different modes differ in drive-management level, for differing riding conditions or rider preferences:
- Mode 1: The system intervenes most lightly and waits the longest to do so—useful for reducing wheel-spin and maintaining control in tight corners.
- Mode 2: A midpoint between modes 1 and 3 in terms of how quickly and assertively the system intervenes.
- Mode 3: The system intervenes most quickly and assertively, which helps in conditions that are slippery or muddy.
The handlebar-mounted switch allows selection between three modes, depending on conditions and rider preference. The HSTC system can also be switched off completely.
HRC Launch Control provides the best option for a strong start and also has three modes to choose from:
- Level 1: 9,500 rpm, for high-traction conditions and/or advanced riders
- Level 2: 8,500 rpm, for high-traction conditions and/or average riders
- Level 3: 8,250 rpm, for slippery conditions and/or novice riders
The Engine Mode Select Button (EMSB) alters the engine’s characteristics and three maps are available to suit riding conditions or rider preference:
- Mode 1: Standard
- Mode 2: Smooth
- Mode 3: Aggressive
CHASSIS / SUSPENSION
The motorcycle’s heavier components are positioned centrally and as low as possible for precise cornering without sacrificing high-speed tracking, in addition to minimal squat under acceleration and negligible pitching during hard braking.
Frame / Swingarm / Subframe: The frame features narrower main spars and features optimized reinforcement ribbing on the backside of the pivot plate, contributing to the low frame weight of just 18.5 pounds. The swingarm is narrow, providing good clearance in ruts, with rigidity tuned to maximize rear traction and cornering precision.
Suspension: Front suspension comprises a 49 mm inverted Showa® coil-spring fork with a gas-liquid separation structure. Compared to the CRF450R, the CRF450RWE’s lower fork legs are coated in titanium nitride to minimize stiction and promote smooth action. The Pro-Link® rear-suspension system uses a Showa shock absorber with adjusters on the right side and an ultra-light steel shock spring. The link ratio is designed to minimize acceleration-triggered rear-end squat.
Wheels: The CRF450RWE has special D.I.D DirtStar LT-X rims that are even stouter than the standard D.I.D rims of the CRF450R. Petal-style brake rotors disperse heat, and a low-expansion front brake hose gives strong feel and consistent stopping power, while a special gold RK chain delivers power to the rear wheel. The CRF450R comes with Dunlop’s excellent Geomax MX33 tires, generally considered to be the industry standard for soft to intermediate terrain. Developed with the help of top motocross pros, MX33s feature technologies that deliver superior grip, slide control, bump absorption and durability.
The CRF450RWE has slim bodywork, with a smooth junction of the radiator shroud and side panel, facilitating rider movement and cornering. Each radiator shroud is produced in a single piece instead of two separate parts. Computational Fluid Dynamics (CFD) were used to design air-outlet vents in the shrouds. The radiator grills optimize the number of fins and their angle, maximizing cooling performance.
The seat base has rearward-facing tongues and front-located mounting tabs, easing installation, and using acceleration forces keep the seat securely in place. Compared to the CRF450R, the Works Edition version has a special Throttle Jockey gripper seat cover. The 1.7 gallon fuel tank is made of lightweight titanium.
Only 8 fasteners are used to secure all of the main bodywork components—both radiator shrouds, both side panels and the seat—and all of the bolts for the main bodywork parts have 8 mm heads, simplifying maintenance.
A single switch cluster addresses several functions: engine stop, ride-modes and Honda Selectable Torque Control (HSTC). The starter and HRC launch control are on the right side of the Renthal® Fatbar® handlebar, which sports special Renthal dual-compound grips on the CRF450RWE. There are two locations for the handlebar clamp, and the clamp can be turned 180º; as a result, four different mounting positions are possible, through a range of 26 mm.
Rounding out the package are Throttle Jockey graphics, straight off the Team Honda HRC factory machines of Ken Roczen and Chase Sexton.
2022 Honda CRF450RWE – Totalmotorcycle.com USA Specifications/Technical Details
US MSRP Price: from $12399 USD
Canada MSRP Price: $14399 CDN
Europe/UK MSRP Price: £ GBP (On The Road inc 20% Vat)
|Type||449.8cc liquid-cooled 10º single-cylinder four-stroke|
|Valve Train||Unicam® OHC, four-valve; 38 mm intake, titanium; 31 mm exhaust, steel|
|Bore x Stroke||96.0 mm x 62.1 mm|
|Induction||Programmed fuel-injection system (PGM-FI); 46 mm throttle bore|
|Starter||Push-button electric starter|
|Transmission||Constant-mesh 5-speed; manual|
|Clutch||Multiplate wet, hydraulically actuated (6 springs, 8 plates)|
|Final Drive||#520 RK gold chain; 13T/49T|
|Front||49 mm fully adjustable leading-axle inverted telescopic Showa coil-spring fork; Kashima coating on fork tubes, titanium-nitride coating on fork legs; 12.2 in. travel|
|Rear||Pro-Link system; fully adjustable Showa single shock; 12.4 in. wheel travel|
|Front||2-piston caliper (30 mm, 27 mm) hydraulic; single 260 mm disc|
|Rear||1-piston caliper hydraulic; single 240 mm disc|
|Front||Dunlop Geomax MX33 80/100-21 w/ tube|
|Rear||Dunlop Geomax MX33120/80-19 w/ tube|
|Rake (Caster Angle)||27°7’|
|Trail||114 mm (4.48 in.)|
|Ground Clearance||13.2 in.|
|Seat Height||38.0 in.|
|Fuel Capacity||1.7 gal.|
|Curb Weight*||244 lbs.|
*Includes all standard equipment, required fluids and full tank of fuel—ready to ride
Specifications subject to change
2022 Honda CRF450RWE – Totalmotorcycle.com Canada Specifications/Technical Details
Engine & Drivetrain
Liquid-cooled single-cylinder 4-stroke
Bore & stroke
96 mm x 62.1 mm
Unicam, 4 valves
PGM-FI electronic fuel injection with 46 mm throttle body
Close-ratio, five speed
#520 sealed chain; 13T/49T
Chassis & Suspension
Showa 49 mm telescopic inverted coil spring with rebound and compression damping adjustability. 310 mm (12.2 in ) travel. (Titanium Nitride-coated lower fork legs)
Pro-Link® Showa single shock with adjustable spring preload, rebound damping adjustability, and compression damping adjustment separated into low-speed and high-speed; 315 mm (12.4 inches) travel. (Titanium Nitride-coated shock shaft)
Dimensions & Additional Information
Front: 260 mm disc with dual-piston caliper
Rear: 240 mm disc
336 mm (13.2 in.)
965 mm (38 in.)
1,481 mm (58.3 in.)
111 kg (244 lb.) including required fluids and full tank of gas—ready to ride
2022 Honda CRF450RWE – Totalmotorcycle.com European Specifications/Technical Details
Manufacturer Specifications and appearance are subject to change without prior notice on Total Motorcycle (TMW).