2025 Honda CRF450RX Review

2025 Honda CRF450RX
ReviewKey FeaturesFeatures & BenefitsSpecifications

2025 Honda CRF450RX 2025 Honda CRF450RX 2025 Honda CRF450RX 2025 Honda CRF450RX


Introducing the 2025 Honda CRF450RX…

From NGPC to WORCS and GNCC, closed-course off-road racing requires a high level of versatility from both rider and machine. The CRF450RX is designed and developed to deliver just that, with motocross-inspired engine and chassis performance and off-road-focused features like dedicated ECU and suspension settings, an 18-inch rear wheel, an aluminum side stand, a large 2.1-gallon fuel tank and hand guards. For 2025, the CRF450RX benefits from the same chassis, engine and suspension updates as its motocross relative, the CRF450R. These advancements enhance handling characteristics, with greater stability and comfort—especially in rough terrain. The CRF450RX’s race-winning pedigree and legendary reliability are continuously proven in the toughest conditions by teams like SLR Honda, Phoenix Racing Honda and JCR Honda.

Here’s a secret the best off-road riders know, and everyone learns eventually. While motocross bikes are light and fast, they’re built for the track. When you’re riding off-road at a championship level, you need a specialized machine. . . .a machine like our CRF450RX. You’ll get the power, agility, and precise handling of a factory motocrosser with the ruggedness and specialized suspension you need to conquer wide open riding. For 2025 the RX gets all the changes we’ve given our CRF450R (new tank shrouds, new frame, new shock linkage, new front brake) and combines that with a wide-ratio five-speed transmission, 18-inch rear wheel, Honda Selectable Torque Control and more. All in all, it’s as unbeatable off-road as our CFR450R is on a Supercross or Motocross track. And that’s saying something.



2025 Honda CRF450RX Totalmotorcycle.com Key Features

NEW FOR 2025

  • Updated main-frame constructed of 70% new components to optimize rigidity and improve handling characteristics.
  • New subframe mounting point optimizes lateral rigidity and reduces energy transmission from the rear of the bike to the front.
  • The rigidity of the steering stem, triple clamps, outer fork tubes and front axle have all been revised to match the frame updates.
  • The fork features new springs, kit-fork-inspired Bending Control Valves, seals and oil for a consistent feel throughout the stroke while minimizing harsh feedback.
  • A new shock spring, reservoir, shaft and oil seal contribute to a consistent stroke feel to match the fork updates.
  • The updated linkage structure enhances rigidity and features a new leverage ratio for improved initial stroke comfort and bottoming resistance.
  • The front brake caliper has an updated piston and seal grooves for consistent performance throughout the ride. It also features new machined accents.
  • The redesigned airbox provides a straighter pathway for airflow, improving throttle control and top-end power
  • The revised header-pipe design is longer, creating more controllable power in the low-to-mid rpm range.
  • New ECU maps offer smoother delivery while retaining strong torque and power throughout the rev range.
  • The redesigned bodywork features smooth, flat surfaces to promote freedom of movement and offer a large contact point for gripping the bike.

Off-Road Features: The CRF450RX comes with several off-road-focused features that set it apart from its motocross-focused CRF450R sibling.

Softer suspension settings enhance performance over rocks and roots, while the dedicated ECU map optimizes power delivery for low-traction off-road conditions. The 18-inch rear wheel allows for a taller tire sidewall, improving compliance over rough terrain, and the 50-tooth rear sprocket (compared to the R’s 49) adapts the gearing for increased torque. A 2.1 gallon resin tank increases range between fuel stops.

Lightweight plastic handguards provide knuckle coverage from brush and roost and can be easily removed. The CRF450RX is also equipped with a forged-aluminum side stand for convenient on-trail parking.





2025 Honda CRF450RX Totalmotorcycle.com Features and Benefits


The CRF450RX’s new frame and suspension components are optimized for stability, comfort and precise handling. On the track, these advancements translate to a confidence-inspiring ride character, greater comfort and lower lap times for riders of all skill levels.

Frame / Subframe
The redesigned mainframe is constructed from 70% new components, leading to a more comfortable and confidence-inspiring ride. An 8% increase in torsional rigidity improves overall stability while a 5% increase in the torsional/lateral rigidity ratio allows for precision cornering. Vertical torsional rigidity is increased by 4%, enhancing stability in rough track conditions.

Additionally, the subframe mounting point has been relocated to a stronger position on the mainframe. This reduces energy transmission from the rear of the motorcycle to the front, offering greater stability and comfort, especially late in the race, when track conditions are at their worst.

Despite the increase in overall frame rigidity, the ride character of the CRF450RX is much more compliant and composed compared to the previous generation. The frame updates are complemented by revised chassis and suspension components, allowing for greater stability and ride comfort.

The suspension components have also been revised to match the changes made to the frame. The rigidity of the steering stem, triple clamps, outer fork tubes and front axle have all been revised, improving bump-impact absorption and front-end feel, resulting in a more comfortable ride.

Plus, the 49mm inverted Showa coil-spring fork benefits from new internal components, including springs, kit-fork-inspired Bending Control Valves, seals and oil. These advancements help to control the stroke for a consistent feel—from initial movement, all the way to the end of travel, minimizing harsh feeling back to the rider.

The Pro-Link rear-suspension system has a revised linkage structure that increases rigidity by 11%, allowing for smoother rear-suspension actuation. The leverage ratio has been adjusted to maintain a balanced feel, even under braking, and improve bottoming resistance without losing comfort over small bumps.

The shock spring, reservoir, shaft and oil seal have all been updated to achieve a consistent feel throughout the stroke. These updates contribute to an overall balanced feel, as they’re designed to complement the updates to the frame and fork.

The shock is also easier to remove for service and adjustment, only requiring the removal of the side covers, muffler and ECU. The shock takes half the time to remove compared to the previous-generation CRF450RX.

Black D.I.D rims deliver durable performance and good looks. Petal-style brake rotors disperse heat, and a low-expansion front brake hose gives strong feel and consistent stopping power. The CRF450RX comes with Dunlop’s AT81 tires, designed for all-around performance across a variety of off-road terrain.

Based on feedback from Team Honda HRC riders, the front brake caliper has an updated piston and seal grooves. This delivers a smooth, linear feel that’s consistent throughout the race. The caliper also receives new machined accents.


The CRF450RX engine boasts exceptional bottom-end and midrange power and torque, making for a linear delivery that is strong but manageable, even as the rider tires, while peak power is also very good. A five-hole piston oil jet and dual 12mm drum scavenge pump manage lubrication.

Cylinder Head
The design of the Unicam cylinder head, with the decompressor system’s counterweight on the left end of the camshaft, contributes to combustion stability in the extremely low rpm range and for strong-but-manageable power delivery on corner exits, for example, as well as resistance to stalling. Engineers followed the direction of Team Honda HRC by optimizing the cam profile for low-end torque. As before, the cylinder-head cover is magnesium, with a thin-wall design for weight savings.

The redesigned airbox has a more direct pathway for airflow, resulting in improved, precise throttle control and increased top-end power. A large air boot (4.1 liters on the clean side of the air filter) achieves strong torque at low rpm. Following feedback from HRC, the 44mm throttle body ensures smooth power delivery at low speed. In addition, the narrow intake-port shape and long air funnel result in strong low-end torque and crisp throttle response. The airbox 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.

For 2025, the header pipe has been revised, with a longer and straighter design, creating more efficient and usable power in the low-to-mid rpm range. The engine’s exhaust port remains centrally located, has an oval shape and is very straight, optimizing exhaust efficiency and torque characteristics. With the engine’s central 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. The muffler is constructed with strong A6061-T6 aluminum for impact resistance and weight savings. A dual resonator design optimizes power, while simultaneously minimizing noise.

The clutch is hydraulically actuated and has eight plates and a large volume for good durability, with minimal slippage and light lever pull.

To mimic what the HRC factory riders were seeking, the signature Unicam engine uses new, selectable ECU maps that offer a smoother delivery while retaining strong torque and power throughout the rev range.

A gear-position sensor allows the use of three specific ignition maps for first and second, third and fourth, and fifth gears. There are options for Standard, Smooth and Aggressive ignition maps, selectable via an all-new 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 CRF450RX’s 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


The CRF450RX receives new bodywork for 2025, featuring smooth, flat surfaces that promote rider movement. Plus, the wider side plate profile and flat surface provide better contact for gripping the bike. The radiator grilles 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 to keep the seat securely in place. The larger polyethylene fuel tank holds 2.1 gallons

Only 10 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 8mm 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. 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 26mm.


Great handling starts with a superior frame, and that’s one place where the CRF450RX 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 importantly we make the chassis more responsive. This year approximately 70 percent of the frame components are new for excellent, responsive turning performance and to work with the new suspension.

More robust suspension mounting points enhance chassis and suspension stability. When the suspension works better, the chassis works better, and you get better drive and handling everywhere.

Designed in conjunction with the frame, by using narrower main members (just like the frame uses narrower main spars), we’ve fine tuned the swingarm’s lateral rigidity to match 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, and to optimize rear traction and cornering precision.

The battery box is positioned low, for an improved center of gravity. It’s also easy to service, as well as water-tight, so there’s less to worry about when racing in wet conditions.

The CRF450RX is a perfectly matched package. New top and bottom tripleclamps for 2025 work with the new frame, revised fork, new front axle and new steering stem for a more consistent suspension feel throughout the stroke. Working in concert, they help improve and balance total rigidity, responsiveness and turning performance.

Increased front suspension stroke offers better handling and rider comfort. The axle holding fixtures are positioned at the bottom of each fork leg to help increase rigidity, and enhance steering precision and suspension performance.

We’ve optimized the shape of the rear shock to match the frame, and gave it settings to work with the chassis. The shocks valving resets faster for better response. And, of course, the RX gets its own shock settings optimized for Enduro riding.

The 49mm Showa® fork is specially tuned just for the CRF450RX, and features a conventional spring design that helps increase the CRF450RX’s front-suspension precision, handling and feel. For 2025, new springs, new seals and new valving improve the consistency of the stroke feel throughout the entire range of travel.

The CRF450RX’s single-muffler exhaust is positioned close to the center of the bike to help improve weight distribution. Changing the muffler’s construction to a pressed-alloy design let us reshape it too, for better rider ergonomics and lighter weight.

The CRF450RX includes a hydraulically actuated clutch. 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 stronger clutch. Plus, you’ll never have to worry about making a clutch-cable adjustment, even during the longest events.

Changing terrain requires changing power character. No worries: The CRF450RX features 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.

The CRF450RX’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. A new caliper this year reduces lever fade and returns better brake feel.

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 or rider preference.

The 2.1-gallon capacity will let many riders complete a three-hour Enduro with just one fuel stop.

No detail is too small for our engineers—especially if they can make it smaller and lighter. That’s why they reduced the number of attaching fasteners from six to four.

Using computer-aided Computational Fluid Dynamics, we’ve reshaped the CRF450RX’s radiator shrouds this year to increase cooling. They’re a one-piece design, but more important, better cooling equals more consistent power, longer into a race, especially when you’re really on the gas and working the engine hard.

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 CRF450RX will do the rest, launching you into the first turn with a big advantage. It turns your bike into a holeshot-seeking machine!

On an enduro racer, less weight is always better. That’s why our engineers are such fanatics when it comes to trimming grams from the CRF450RX. You’ll feel the benefits everywhere: in acceleration, in suspension action, and most of all at the end of the day.

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 even more stopping power—a real win/win to help you win.

Refinements in both the airbox and air filter streamline airflow and improve throttle control and feel, especially in tight turns. You access the airbox through the left number plate, and because the CRF450RX’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 CRF450RX 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 CRF450RX is all about.

Controls used to be your bike’s shifter, clutch, and brakes. Now you have things like launch assist, selectable power modes, and more.

The CRF450RX’s Dunlop Geomax tires are specially designed for Enduro use. The AT81 tires are spec’d at 21 inches for the front and 18 inches for the rear. You read that right: the CRF450RX rolls on an 18-inch rear wheel.

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.

You can’t see this unless you take the engine apart, but you’ll notice it on the track. You’ll experience less stalling at low rpm (think deep into a turn without downshifting) as well as better rideability.

Together with the single-muffler exhaust, the oval-shaped centralized exhaust port boosts power from 5000 rpm up, and increases exhaust efficiency.

The CRF450RX features a downdraft intake tract and FI body to help increase both power and fuel-metering precision. It’s part of the reason the CRF450RX offers such explosive power and massive torque, especially out of the starting line and in the critical first 100 feet of the race to the first turn.

Lightweight titanium intake valves cut down on reciprocating mass and permit the use of smaller valve springs, reducing overall engine height.

By steepening the angle from 30 to 60 degrees, the injector now 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 CRF450RX up front.

The CRF450RX’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.

Honda engineering at its best: The CRF450RX’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.

The CRF450RX uses our latest finger-follower rocker design. The Unicam cylinder head remains one of the most efficient in the off-road world, giving you the design and performance of a double-overhead-cam layout but the compactness of a single-overhead-cam design.

A factory skid plate is light and offers the engine and lower-frame protection that a racer demands.

Narrow bodywork makes it a lot easier to move around on your bike, and maximizes your riding freedom.

The 2025 CRF450RX gets new “stacked” CRF graphics that take their 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.

Fully integrated handguards attach right to the control-lever pivots, are color-matched to your new bike, and are even vented.

The aluminum Renthal Fatbar features a bend that’s the new standard of excellence—you’re gonna love it!

Sometimes you need to think out of the box—that’s what we did with the CRF450RX’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 CRF450RX’s seat is easier than ever.

Real enduro bikes need a sidestand, and we’ve given the CRF450RX a great one. Since there’s no muffler on the left side, we could tuck the sidestand in closer when it’s folded for increased clearance.

You may not notice it at first, but re-routing the CRF450RX’s throttle cables and hydraulic clutch line let our engineers shave almost half a pound off the bike. Light is always right!





2025 Honda CRF450RX – Totalmotorcycle.com USA Specifications/Technical Details
US MSRP Price: $9999 USD
Canada MSRP Price: $ 11571 CDN (includes Freight, PDI and Fees)
Europe/UK MSRP Price: £ See Dealer GBP (On The Road inc 20% Vat)

Type 449.8cc liquid-cooled 10º single-cylinder four-stroke
Valve Train Unicam® OHC, four-valve; 38mm intake, steel; 31mm exhaust, steel
Bore x Stroke 96.0mm x 62.1mm
Compression Ratio 13.5:1
Induction Programmed fuel-injection system (PGM-FI); 44mm throttle bore
Ignition Full transistorized
Starter Push-button electric starter
Transmission Constant-mesh 5-speed; manual
Clutch Multiplate wet, hydraulically actuated (6 springs, 8 plates)
Final Drive #520 sealed chain; 13T/50T
Front 49mm fully adjustable leading-axle inverted telescopic Showa coil-spring fork w/ 12.2 in. travel
Rear Pro-Link system; fully adjustable Showa single shock w/ 12.1 in. travel
Front 2-piston caliper (30mm, 27mm) hydraulic; single 260mm disc
Rear 1-piston caliper hydraulic; single 240mm disc
Front Dunlop Geomax AT81 90/90-21 w/ tube
Rear Dunlop Geomax AT81 120/90-18 w/ tube
Rake (Caster Angle) 27.5°
Trail 116mm (4.6 in.)
Length 85.6 in.
Width 33.0 in.
Height 50.4 in.
Ground Clearance 13.1 in.
Seat Height 37.7 in.
Wheelbase 58.2 in.
Fuel Capacity 2.1 gal.
Curb Weight* 256 lbs.
Color Red



2025 Honda CRF450RX – Totalmotorcycle.com Canada Specifications/Technical Details

Type 449.8cc liquid-cooled 10º single-cylinder four-stroke
Valve Train Unicam® OHC, four-valve; 38mm intake, steel; 31mm exhaust, steel
Bore x Stroke 96.0mm x 62.1mm
Compression Ratio 13.5:1
Induction Programmed fuel-injection system (PGM-FI); 44mm throttle bore
Ignition Full transistorized
Starter Push-button electric starter
Transmission Constant-mesh 5-speed; manual
Clutch Multiplate wet, hydraulically actuated (6 springs, 8 plates)
Final Drive #520 sealed chain; 13T/50T
Front 49mm fully adjustable leading-axle inverted telescopic Showa coil-spring fork w/ 12.2 in. travel
Rear Pro-Link system; fully adjustable Showa single shock w/ 12.1 in. travel
Front 2-piston caliper (30mm, 27mm) hydraulic; single 260mm disc
Rear 1-piston caliper hydraulic; single 240mm disc
Front Dunlop Geomax AT81 90/90-21 w/ tube
Rear Dunlop Geomax AT81 120/90-18 w/ tube
Rake (Caster Angle) 27.5°
Trail 116mm (4.6 in.)
Length 85.6 in.
Width 33.0 in.
Height 50.4 in.
Ground Clearance 13.1 in.
Seat Height 37.7 in.
Wheelbase 58.2 in.
Fuel Capacity 2.1 gal.
Curb Weight* 256 lbs.
Color Red





2025 Honda CRF450RX – Totalmotorcycle.com Europe Specifications/Technical Details

Bore × Stroke (mm)
96.0mm x 62.1mm

CDI Electronic Fuel injection

Compression Ratio
13.5 : 1

Engine Displacement (cc)

Engine Type
Liquid-cooled 4-stroke single cylinder uni-cam


Oil Capacity (Litres)
1.25 Litres

Brakes Front
Single 260mm disk

Brakes Rear
Single 240mm disk

Suspension Front
Showa 49mm USD fork

Suspension Rear
Showa monoshock using Honda Pro-Link

Tyres Front
Dunlop MX33F

Tyre Size Front
80/100-21-51M Dunlop MX33F

Tyre Size Rear
120/80-19-63M Dunlop MX33

Tyres Rear
Dunlop MX33

Wheels Front
Aluminium spoke

Wheels Rear
Aluminium spoke

Dimensions and Weights
Caster Angle

Dimensions (L×W×H) (mm)
2,183 x 827 x 1,265mm

Frame type
Aluminium twin tube

Fuel Tank Capacity (Litres)
6.3 litres

Ground Clearance (mm)

Kerb Weight (kg)

Seat Height (mm)

Trail (mm)

Weight (kg)

Wheelbase (mm)

Wet type multi-plate

Final Drive

Transmission Type
Constant mesh




Manufacturer Specifications and appearance are subject to change without prior notice on Total Motorcycle (TMW).

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