WAnyone who saw Jeffrey Herlings in action in Lommel would swear that “The Bullet” has been riding a Honda for years. His teammates Tom Vialle and Ruben Fernandez are also performing strongly this year. Not to mention Jett and Hunter Lawrence in the US. The seventh generation of the CRF450R therefore needs no hype, as the results speak for themselves.
Of the entire MY27 presentation series, this Honda was already one of the absolute standouts for me beforehand. After all, the bike had already made a crushing impression in competition. So I was more curious than ever!
Don't say Kiwi, but Kiwami
As is well known, most new models revolve around refinement. In the case of the 2027 Honda CRF450R, the Japanese are therefore now introducing a completely new motorcycle—25 years after the first CRF450R. Even more remarkable: this seventh generation appears two years after a major update for the 2025 model.
There is a good reason for this, incidentally. The new R&D manager at Honda for this project is himself an avid off-road rider. He therefore insisted on breaking the usual four-year cycle.
The areas for improvement on this CRF450R were clearly defined: insufficient top power, too much weight, and a chassis that sometimes became unstable when pushed to the limit.
The Japanese chose “Kiwami” as the project name, which is Japanese for “a complete overhaul”. After the usual debut in the All Japan Championship, we saw Fernandez on a 2027 prototype in the World Championship for the first time last year during the Czech MXGP in Loket.
Eight months later, an American press delegation was also allowed to try a pre-production version of the CRF450R in Japan, in a back-to-back comparison with the MY26.
The meeting place for our first impression: the famous GP circuit of Arco di Trento in Pietramurata, Italy. The fact that Honda HRC Petronas won there in April with Herlings, and Vialle finished third, is certainly not a bad omen!
10,3% more power, 4 kilos lighter
To explain how “Big Red” approached those necessary improvements, we received an extensive presentation the evening before the test. Sometimes that is just a formality and there isn't actually all that much to report. None of that with the MY27 CRF450R. Honda claims 61 hp, a 10,3% increase on their own dyno, and about 3,7 to 4% more torque.
The total weight went down by 4 kilos. In addition, Honda states that the engine offers an extra usable range up to around 2.000 rpm.
New frame, new engine, new suspension
The gears are longer and more usable. The frame has also been modified by 70%, and the swingarm has been changed. Moreover, a completely new engine is mounted in that new frame, featuring a custom-designed slipper clutch. More on that later.
Honda has moved the footpegs 5 mm further back compared to the previous model. This is one of the adjustments made thanks to input from factory riders such as the Lawrence brothers.
The suspension is also different from previous models and features several updated components. It also has a larger tank, which now holds 7,1 liters of fuel: 0,8 liters more than the 2026 model. The list of adjustments goes on endlessly, but these are the points that stand out the most to me. And above all: the changes I noticed most clearly while riding.
Thoroughly professional
In our sport, you often cannot control the conditions. The condition of the track, the track used for testing, the amount of riding time you get, or how much you are allowed to change the setup yourself—as a test driver, all of these naturally play a role.
Even before we hit the track, Honda was already making a strong impression thanks to a clear group division, a dedicated bike for the day, and a fixed mechanic. Those mechanics, as well as the Showa technicians, were also available for adjustments between sessions. The track was beautifully prepared and watered. Very pleasant test conditions, in short.
After I had set the suspension, all the levers, and the handlebars to my liking together with my mechanics, it was time to hit the track. The first few laps were a bit cautious. The Crossodromo Il Ciclamino is full of big jumps and banked corners, so I wanted to take a good look at the track. The bike itself also took some getting used to at first.
No more “Mr. Nice Guy”?
Normally, I am not that sensitive when I have to ride a different motorcycle, especially if I have a background with a particular brand. Still, I had to get used to the riding position and the handlebar angle of the new Honda. After a few laps, I had gained confidence and could open the throttle a bit more.
All the bumps were jumped after a few laps, and confidence only began to grow as the session progressed. What struck me immediately was that the Honda had significantly more power than the previous model. From around 2.500 rpm, you can feel that a power gain has been made. Flashback to Wednesday evening's presentation, in which a considerably more linear power curve than that of the previous models was proudly displayed. There is fine, powerful, linear, and usable power in this engine.
Usable capacity
Usability is truly the key word. Most modern 450cc motocross bikes are packed with horsepower that is absolutely not utilized by the average hobby rider. With this CRF450R, I feel things are different. The power delivery feels so linear that every rider can get the maximum out of this bike. The throttle feedback is also, in my opinion, very good and pleasant. In other words: you ask, we deliver.
So, what about those extra revs, the current CRF450R rider might be wondering? Well, from around 9.500 rpm the party really gets going and it keeps running like a train. A big difference, then, compared to the flattening curve of the old engine.
In that first session, I stuck to mapping 1, the Standard setting. One thing was immediately clear: the new CRF450R does not lack power.
New slipper clutch
If this were a movie, I would be standing in front of a class right now giving a lecture. On the notorious subject of “engine braking,” no less—a familiar concept to every four-stroke rider. In practice, it means the engine brakes against the block as soon as you close the throttle. End of lecture.
That is how I was used to it, and I expected the same feeling with this Honda. But due to the new, lighter clutch — equipped with a rubber damper system — it hardly brakes using the engine anymore. That felt awkward at first, especially in combination with the soft front suspension. As the session progressed, I did start to get used to it. However, it remained difficult to steer into short, tight corners.
On hard tracks, I find that engine braking actually makes cornering pleasant. The bike dives a bit more, which provides a comfortable feeling when turning. That was different with this Honda, however. I had to use the front and rear brakes more to get the bike into the corner at the right speed, and combined with the slightly too soft front suspension, that was a mismatch for the time being.
All in all, I concluded my first riding experience with the new CRF450R with a good feeling. Moreover, I had a clear picture of what needed to change to make the bike more comfortable.
Comfortable and fast
Between sessions, I consulted with the Showa suspension specialist about how we could stiffen the front suspension. Ultimately, we opted for three clicks stiffer to make the bike more agile when cornering under hard braking.
A good move, because I immediately felt that cornering was easier. Unlike the first session, the bike didn't compress as much when braking into corners, which made for more comfort. Just how beautifully balanced and forgiving the bike is in response was evident from a table I accidentally jumped too far. Fortunately, the CRF450R handled that perfectly.
Although the 49mm Showa fork with coil springs looks externally unchanged, it has been thoroughly overhauled internally. The Showa shock absorber and the linkage also underwent numerous changes. For fellow test riders who know the previous model inside and out, the improved feel at the rear is, incidentally, one of the biggest plus points.
Thanks to that great balance, I could also ride a bit more aggressively, especially heading into the corners.
Mappings on hardpack
Speaking of attacking: mapping 2 also provides a slightly more aggressive feel, with the third setting being the strongest. Note: Honda itself calls that second setting “Smooth”, but that refers to the way the power is delivered. How that feels naturally depends on the conditions as well.
So, it is true that the second engine setting performs better than the first. However, I noticed that it wasn't necessary on this track. Arco currently has a slightly sandy top layer, with the hard, rocky subsoil just underneath that which many Italian circuits are known for. In short: mapping 1 suited the circuit perfectly, mapping 2 was just a bit too aggressive.
From our lowland perspective, I do think that with mapping 2 on a semi-sand circuit you have an advantage over mapping 1. However, that calls for a follow-up test closer to home.
Winning combination
After a short break between sessions two and three, there was a lively discussion about my first impressions. We concluded that the bike feels very light on the track, which makes riding pleasant.
The Honda also does well in terms of power. However, I had to get used to the slipper clutch, which feels quite jerky when starting off and when releasing the clutch in a corner. In my opinion, there is just a little less feel in the lever than I am used to with modern hydraulic clutch systems. Definitely something for Honda to pay attention to.
Furthermore, the motorcycle is wonderfully balanced. The new frame, the improved engine, the modified components in the suspension system, fewer vibrations: this really seems like a winning formula. A standard CRF450R hasn't been this stable for a very long time.
Exploration through play
Shortly after noon, it was time for my third session. During the first few rounds, I noticed some trouble concentrating. And your humble servant—no longer eighteen for quite some time—also felt fatigue starting to take its toll. Not surprising in itself, given the 33°C in the full sun and two twenty-minute sessions in that heat.
Anyway, duty called, so I tried a few more things. How did the gearbox ratios and the power curve from the presentation translate to reality?
By nature, I am a rider who actually never revs high. For this session, I set my usual style aside for a moment. What struck me is that third gear, in particular, is *very* long. Practically speaking, you could ride the entire track in third, that is how elastic the engine is. With that spread, the CRF450R aligns with the transmission ratios of KTM and Yamaha.
Ideal for lazy switches
Ideally, you would shift back to second gear in short, tight corners to get the most out of it. Although it would also be possible in third, as there is sufficient torque available. You can also push it for a long time in third on the longer straights. There were one or two places where I opted for fourth anyway, just to get a little more power out of the engine and take certain jumps a bit more easily.
For this session, I had stiffened the front fork by another two clicks, with mixed results. Turning in was slightly easier, but we were heading towards the end of the day. As expected, the track began to take shape, with braking and acceleration bumps. As a result, I noticed that the bike felt just slightly less confidence-inspiring than in the previous session. Turning in was therefore a bit better, but as soon as the track deteriorated, it was better to have the suspension a bit softer, as the average speed dropped.
That detailed criticism of the front fork is, incidentally, one of the few points of criticism I also heard repeatedly from fellow test riders. This is telling, because in a test like this, riders of literally every level give their opinion — some better substantiated than others.
Big leap forward
All this does not detract from the fact that Honda has made significant progress with the updated suspension, which naturally feels much smoother and safer than on previous models. Combined with the slightly stiffer frame, which feels much more stable, and an engine with more, more linear, and more usable power, Honda has built a very fine motorcycle for riders of all levels.
At first, I hardly noticed the footrests being moved 5 mm backwards. Gradually, however, I realized that I was sitting less far forward on the bike in corners, and instead more in an attack position. Because you sit less far forward, the bike dives less when turning in, and with that attack stance, you create less oversteer. This adjustment also pairs well with the suspension, which feels comfortable and absorbs bumps more easily than in previous years.
Concluding in style
After lunch, a fourth session was on the schedule, but I noticed that I was running out of steam. That final session took place in the late afternoon, and a full day of testing was starting to take its toll. Against my better judgment, I still wanted to try something with the bike. Unfortunately, session four was ended prematurely by a crash caused by my own mistake.
That certainly didn't spoil the fun. After all, Honda is undeniably on the right track. A motorcycle that—apart from one small detail—scores nothing but points. On the one hand, they have succeeded in Kumamoto in creating a very accessible and user-friendly bike that is nevertheless very powerful and competitive.
In my opinion, the new slipper clutch is a valuable addition, especially in the sand. It takes some getting used to the reduced engine braking, but it does result in more roll speed in corners and a less nervous feeling when getting back on the throttle.
The frame has been made slightly stiffer than in previous years. Honda always had a very supple frame, but in my opinion, it was just a little too supple, which translated into a nervous and somewhat unreliable riding experience.
Big leap forward
Many test-driving colleagues compare the MY27 to the highly acclaimed 2008 model. That is still considered by many to be the best CRF ever, and it consequently won quite a few comparison tests.
Finally, there is the suspension, where in my opinion they have made the greatest progress. Previously, the standard suspension was quite soft and often tended to bottom out. That really doesn't happen anymore. The suspension absorbs braking bumps, acceleration bumps, and landings much better, and that is thanks to the updated components.
Conclusion: the best CRF ever?
Honda is also going on the offensive regarding pricing. The price for the MY27 CRF450R is said to be lower than that of Yamaha, Kawasaki, KTM, Ducati, and Triumph, among others. For delivery, we have provisionally been given October for the standard version. The HRC Works Edition will follow a few months later. We will keep you updated on both the final price and availability in the Netherlands and Belgium.
One thing is certain: this all-rounder is already maneuvering itself into pole position for the title of MX1 Cross Bike of the Year 2027. It remains to be seen whether confirmation will follow in a direct comparison test with the competition. Beating this MY27 CRF450R will be a massive challenge. Probably following the example of Herlings and Lawrence in the current championships?
Check the technical specifications of the MY27 Honda CRF450R here.
Tekst: Remy van Alebeek
Photos: builder
