Honda unveils 2022 CRF450R
After a major leap forward last year, Honda is now further refining the CRF450R for 2022. New ECU settings deliver a smoother ride, and a revised Showa suspension setup improves the damping balance between the front and rear. The frame underwent no changes and therefore remains exactly the same frame as that of the CRF450RW with which Tim Gaiser became MXGP world champion in both 2019 and 2020!
The Honda CRF450R has been known as the benchmark for motocross since its introduction in 2002. The total package has always been aimed at offering the rider - recreational amateur rider or GP rider - total control focused on balance and agility. On top of that, of course, the build quality, durability and longevity that Honda is known for.
And it is a racing engine that is constantly evolving.
Sequel to '-absolute holeshot'
In MY17, Europe's favorite open class MX machine underwent a complete metamorphosis via the 'ABSOLUTE HOLESHOT' development concept. The design has been redeveloped from the ground up with a new chassis and a significant power boost in the high revs thanks to a brand new engine block. In MY18, a handy addition followed with the standard electric starter. In MY19, a new cylinder head developed by HRC provided a significant increase in power and torque and HRC launch control was added. In 2020, the CRF450R was again equipped with Honda Selectable Torque Control (HSTC).
Other wheels and fundamental adjustments to the engine architecture followed in 2021. But the CRF450R also transformed in other areas to a completely different engine, with many influences based on the CRF450RW that won the MXGP world title in 2019. Although the 2020 MXGP Championship turned out to be a challenging battle for several reasons, Gajser and the HRC were able to lift the title for a second consecutive time at the 18th round of the World Championship in Trentino, Italy in November 2020. Propelled Honda continues to refine the engine and suspension of the MY22 CRF450R with continued evidence of its racing prowess. And at its core it remains an HRC racing machine that a regular rider can also buy!
Exceptional suspension performance
The development theme 'RAZOR-SHARP CORNERING' formed the guiding principle for the redesigned CRF450R MY21. The focus was on more powerful low- and mid-range torque, extremely precise steering qualities and exceptionally good rider ergonomics. The rigidity balance of the new (2 kg lighter) frame and swingarm together with a tighter geometry and increased ground clearance took the cornering qualities to unprecedented heights.
The knowledge derived from the HRC delivered powerful torque in the low and midrange. The redesigned decompression system ensured more consistent driving behavior from the start. Riders could fully benefit from the improved ergonomic qualities thanks to the new hydraulic clutch and the extensive electronics package. That made it easier to be consistently fast in a race. Helpful not only for MXGP riders, but for MX enthusiasts of all levels looking for the best lap times.
Building on that solid foundation of model year '21, the CRF450R MY22 will receive an ECU update on top. Most attention was paid to the new suspension for the
Showa suspension front and rear, resulting in improved damping performance.
Main chassis features
- Firmer suspension damping for a more balanced suspension performance on MY22
- Input from the HRC runs through the frame, swingarm, stiffness balance and geometry for excellent cornering qualities and user-friendliness.
round after round. - Compact, narrow plastic parts for a free driving position.
In MY22, the CRF450R chassis remains unchanged apart from some internal adjustments to the Showa front and rear suspension. The damping compression ride height of the suspension travel was adjusted at both the front and rear. The MY22 evolution leads to a noticeably better suspension position thanks to a better balance between the front and rear of the machine. The Showa 49mm USD AF2 coil spring fork was based on the factory unit that the MX racing teams used for the Japanese Championship.
The MY21 update extended the fork 5mm to 310mm overall. The axle clamps also became stiffer. For MY22, the low-speed shim stack has been perfected again, making both the compression and rebound damping firmer. The oil volume drops by 8 cc to 380 cc. Now there are 13 adjustment positions (compared to 15) for rebound damping, and 15 for compression damping, just like before.
The completely new valving of the shim stack for low, medium and high speed of the Showa MKE AF2 rear shock provides an overall firmer compression damping setting. The rebound damping can be adjusted in 11 positions (compared to 8 with the previous setting) and 6 settings are possible for the compression damping at high and low speed (compared to 12). The oil volume increases by 1 cc to 422 cc.
Less weight, more ergonomics
The MY21 evolution provided much better ergonomics and better components. The narrower main axle of the frame reduced weight by 700 g. The redesigned subframe saved a further 320g in weight. The chassis dynamics also changed: torsional stiffness was maintained, but lateral stiffness was reduced by 20% for improved cornering speed, traction and steering behavior. The redesigned lower and upper triple clamps provided more flexibility, allowing for quicker turn-in and an overall improved feel. The rigidity balance of the aluminum Pro-link swingarm was adjusted to match that of the frame.
Thanks to a shorter and lighter saddle that is also 10 mm lower, the rider's freedom of movement has improved. It also became easier to disassemble the saddle via just four 8mm bolts, improving user-friendliness. The radiator tunnels consist of one completely plastic part, designed via Computational Flow Dynamics (CFD), and also include an air hole at the bottom. The design ensures maximum air flow. The radiator grille also optimizes air flow. The titanium fuel tank has a capacity of 6,3 liters.
The standard, lightweight Renthal Fatbar handlebar optimizes driving comfort. The upper triple clamp has two handlebar mounting positions to move the handlebars 26mm further back or forward. When the holder is rotated 180°, the handlebar can be moved an additional 10 mm compared to the basic setup, resulting in four unique riding positions.
The twin-piston front brake caliper consists of 30mm and 27mm pistons and works on the 260mm wave brake disc. Together with a brake line with a low expansion ratio, this ensures strong feeling and consistent braking power. The single rear brake caliper works on a wave brake disc with a diameter of 240 mm. The DID aluminum rims with spoke pattern are finished in black. The size at the front is 21 x 1,6 inches, at the back 19 x 2,15 inches. The rear wheel was made stronger and lighter in MY21. The CRF450R has Dunlop's MX33F/MX33 soft all-terrain tires as standard.
Head angle and trail are maintained at 27,1°/114 mm. The wheelbase is 1.481 mm and the ground clearance is 336 mm. Dry weight is 105,8 kg. The striking red graphics complete the aggressive lines of the CR450R MY22.
Civilized powerhouse
- Revised ECU mapping for MY22 creates smoother power delivery
- Hydraulic clutch delivers consistency and lightens lever feel
- Decompression system provides improved resistance to stalling
The 449,7 cc four-valve Unicam engine receives no changes, except for an update to the ECU mapping. The update provides better linear throttle control and gives the MY21 improvements an extra boost. The changes for MY21 were very significant. Peak power above 5.000 rpm rose by 0,6 kW and torque also felt stronger at low revs.
The injection angle also went from 30° to 60° so that the fuel spray reached the butterfly valve, thus improving intake efficiency, cooling and throttle feel. The new decompression system features a counterweight that moves from the right to the left of the camshaft, resulting in more stable operation at low rpm and improved resistance to stalling.
Honda made the most important change to the double exhaust port. As on the CBR1000RR-R Fireblade, the ports have been given an oval instead of a round shape for increased efficiency. The exhaust header also moved 74mm closer to the center and the single muffler was fitted with a dual resonator to reduce noise and increase power. The eight-plate hydraulic clutch is taken directly from Gajser's engine. This provides excellent control and lever feel. It also ensures consistent lever clearance under the toughest riding conditions. Clutch slip reduced by 85% at peak power.
Bore x stroke is 96 x 62,1 mm with a compression ratio of 13.5:1. A gear position sensor provides a choice of three specific ignition mappings for 1st and 2nd, 3rd, 4th and 5th gear. Indestructible reliability has always been a key factor in the success of the CRF450R. A five-hole piston jet and a dual 12mm flush pump provide the all-important lubrication.
Sophisticated electronics
- Honda Selectable Torque Control (HSTC) with three riding modes (plus OFF)
- HRC Launch Control provides three launch options
- Engine Mode Select Button (EMSB) with three mappings to engine character
to adjust - HRC Setting option for Aggressive or Smooth mode
The CRF450R's HSTC reduces wheelspin (and therefore lost power) to a minimum and maximizes traction. When the rate of change in rpm exceeds a certain limit, the system adjusts the ignition timing and controls the PGM-FI gasoline injection system. So it doesn't use a wheel speed sensor, thus retaining the all-important throttle feel when managing power. The three driving modes differ in the extent to which they influence driving behavior
according to different driving conditions:
– Mode 1 intervenes the least and only at the last moment – useful to reduce wheelspin and maintain control in tight corners.
– Mode 3 makes the system intervene more quickly and dramatically, making it most useful in slippery and muddy conditions.
– Mode 2 is somewhere between 1 and 3 in terms of timing and level of intervention.
On the left side of the handlebar are the Launch Control indicator, the EFI warning, the buttons for the HSTC and EMSB modes and the LED indicator. Pressing the HSTC button for 0,5 seconds switches the system to the following mode with a green LED confirming the selected mode: 1 x flash for Mode 1, 2 x for Mode 2 and 3 x for Mode 3
The HSTC system can also be turned off completely. When the motor is activated the system uses the last selected setting. HRC Launch Control gives every rider the best opportunity for a strong start. You can do three
select modes:
Level 3 – 8.250 rpm, muddy riding conditions/beginner
Level 2 – 8.500 rpm, dry driving conditions/standard
Level 1 – 9.500 rpm, dry driving conditions/advanced
The HRC Launch Control is easy to activate: pull in the clutch and press the start button on the right side. A purple LED will flash once for Level 1. Press the start button again for 1 seconds and the LED will flash 0,5 times for Level 2. Repeat that process and the LED will flash 2 times to indicate Level 3 is active . The Engine Mode Select Button (EMSB) changes the engine character. With a choice of three mappings, the character adapts depending on the circumstances or the preference of the person
driver.
Mode 1 – Standard.
Mode 2 – Smooth.
Mode 3 – Aggressive.
A blue LED shows which mode is active. Via the Smooth setting, the ECU delivers an engine mapping with a simple, smooth character and a soft throttle response for less experienced riders. The Aggressive mode results in an extremely sensitive throttle and engine response, ideal for racing.
Technical Specifications 2022 Honda CRF450R
MOTOR
Engine type Liquid-cooled four-stroke unicam single cylinder
Capacity 449,7 cc
Bore x Stroke 96,0 x 62,1 mm
Compression ratio 13,5:1
GASOLINE SYSTEM
Injection PGM-FI petrol injection
Tank capacity 6,3 liters
ELECTRONICS
Ignition Digital CDI
Starter Self-starter
DRIVE
Clutch Wet multi-plate clutch
Transmission 5 gears, manual, constant engagement
Drive Chain
FRAME
Type Aluminum twin tube
FRAME
Dimensions (L x W x H) 2.182 x 827 x 1.267 mm
Wheelbase 1.481 mm
Head angle 27,1⁰
Trail 114 mm
Saddle height 965 mm
Ground clearance 336 mm
Curb weight 110,6 kg
Dry weight 105,8 kg
SUSPENSION
Type for Showa 49mm USD front fork
Rear type Showa monoshock with Honda Pro-link
WHEELS
For 80/100-21-51M Dunlop MX33F
Rear 120/80-19-63M Dunlop MX33
Rims for Aluminum spoke rims
Rims rear Aluminum spoke rims
BRAKES
Type for Single disc brake, 260 mm diameter
Rear type Single disc brake, 240 mm diameter
Photos: Honda
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