Mod Squad | 2020 Honda CRF450R

December 21, 2019

Mod Squad | 2020 Honda CRF450R

The 2020 Honda CRF450R is an awesome machine that is blessed with excellent ergonomics, a solid engine package, and very good suspension. In our 2020 450 Shootout, the bike finished a close third overall behind the Yamaha and Kawasaki, but it was praised for many of its attributes by every test rider.

After the conclusion of the shootout, we decided to address every one of the 2020 bikes in our race shop and test settings and product on them that we feel will bring the machines up to their full potential. We decided to start with the CRF450R, and the package we ended up with has been very pleasing for every test rider who has taken it for a spin.

Our completed project actually required fewer parts and modifications that one might expect, and we are completely thrilled with our 2020 CRF450R test bike. Aesthetically, the crew at Backyard Design USA did a fantastic job of creating a clean, classy look that we complemented with a SDG USA gripper seat cover.

The first thing we longed for when we completed the 2020 450 Shootout was more comfort and control out of the Honda’s suspension. Though the roughest parts of the track, the bike would dive too deeply into its suspension stroke and exhibit a harsh feel, and the occasional rear-end swap would catch us off guard here and there if our body positioning wasn’t perfect. Though enzo racing is commonly referred to as a KYB specialist, the shop has a shining reputation working with Showa and WP components as well. We dropped our Showa components off and shared our complaints about the CRF’s handling shortcomings, and the enzo team went to work. The stock fork spring was maintained as we lie within the CRF’s target weight range, but the valving was firmed up for more hold up and control through the fork’s stroke. The standard spring perch assemblies were replaced with enzo racing spring tubes, which provide more progressive action with greater control.

Out back, the stock shock spring was maintained and the valving was stiffened up. enzo added one of its high-speed compression adjuster, which allows for greater fine-tuning of the rear-end of the bike.

The comfort and confidence we gained with the modified suspension components was incredible. We didn’t actually realize how harsh the stock fork was in braking bumps until we rode the modified fork with the spring tubes inside. The enzo fork has a much more plush feel initially that also makes the initial touch down sensation when landing from jumps a more comfortable affair. The modified fork and shock also held up better in the stroke under acceleration, allowing them to remain in the more compliant portions of travel. The bike, as a whole, gained stability and predictability and is an altogether much more trustworthy steed.

enzo racing is best known as a KYB specialist, but it does excellent work on Showa and WP components, as well.

When it comes to power, the Honda CRF450R is definitely not lacking as the red bike packs a pretty substantial punch in bone-stock condition. Throw in the three different map settings, plus the variable traction control, and the CRF is pretty easy to dial in for most riders’ tastes. There is always room for improvement, however, and that’s why we replaced the stock exhaust system with an FMF Racing Powercore 4.1 system. In addition to cutting weight, the titanium and carbon fiber system gives the CRF even more low-end bark and also allows it to breathe a bit freer up top.

The improved sound alone almost makes the hefty investment of the FMF system worth it. The bike takes on a low, growling exhaust note that is easy to become infatuated with. The throttle response is a bit quicker and snappier with the FMF system installed, and the bike has a smoother, yet beefier, powerband throughout the rpm range.

The way the FMF mufflers make the CRF450R sound can only be described as MEAN! The bike takes on a super-throaty exhaust note that makes the stock engine sound like a full-on mod machine.

One of the CRF’s biggest downfalls when it comes to personal preference for may riders is the exceptionally stiff clutch pull. One of the easiest ways to remedy this and add a ton of performance is to install a Rekuse Motorsports Torq Drive Clutch Pack. While most OEM clutch assemblies have eight fiber and seven metal plates, the Rekluse plates are much thinner and pack 12 and 11 fiber and metal plates. respectfully, into the same amount of space. The greater number of gripping surfaces allow for lighter clutch springs while still offering superior performance over stock.

It’s hard to actually grasp how big the performance gains yielded by the Rekluse Torq Drive Clutch Pack are. Low-end power and torque are improved drastically…so much so that you almost have to re-evaluate your acceleration points on the track! Riding in a taller gear becomes instantly easier to do, as the bike has so much pulling power down low. Dollar-for-dollar, this is the best performance part you can buy.

Rekluse Motorsports gained fame for its awesome auto-clutch assemblies, but the Torq Drive is one of the most effective dollar-for-dollar upgrades you can make to any dirt bike.

While we are big fans of the stock Renthal Fatbars, there is a little too much sweep on the stock bend than most of us preferred. Right around the time that we were choosing parts to put on our test bike, ODI debuted its new RC4 Flite Bar, which features a flatter, straighter bend that was designed by the GOAT himself, Ricky Carmichael. We paired the bars with a set of ODI Emig Pro V2 grips, and the ergos were dialed!

It is ironic that the cockpit of our machine is comprised of parts bearing the names of two of our sport’s biggest rivals from back in the day? Ricky Carmichael bars and Jeff Emig grips…a winning combo if you ask us!

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