CRF 450 RR (2024)

Honda’s Unicam cylinder heads combine the best of single- and double-overhead-cam designs. With redesigned auto decompression hardware and the cam positioned on the left side, the result is less stalling at very low RPM (think deep into a turn without downshifting) as well as better rideability. The CRF450R cylinder head’s biggest feature is its oval-shaped centralized exhaust port. Together with the single-muffler exhaust, it boosts power from 5000rpm up and increases exhaust efficiency. Lightweight titanium intake valves cut down on reciprocating mass and combined with smaller valve springs, reduce overall engine height.

Notice that button on the handlebar by the clutch perch? The CRF450R gets 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 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 30metres of the race to the first turn. We’ve changed the angle where the fuel-injector fits into the CRF450R’s intake tract. 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 CRF450R up front.