2022 Honda CRF450RX Review

If serious off-road riding is your thing, it’s essential to have the right tool. The 2022 Honda CRF450RX might be the tool you are looking for.

The ingredients for a proper off-road motorcycle are straightforward – agile, responsive, lean yet robust for the beating it's likely to endure.

For the growing number of riders taking on the challenge and excitement of cross-country or hard enduro competition, you don't need a road-registered ADR-approved motorcycle. Several manufacturers now offer bikes to fulfil the specific needs of this segment and, until recently, Honda wasn't one of them.

The bikes we’re talking about are a hybrid between a pure motocross machine and a road-legal trailbike. Both are capable of cross-country duties but include many compromises.

Related Reading:
New Honda HQ takes shape
Honda debuts new motocross track at Red Nation Demo Day
2022 Honda CRF250R Review

You could argue that the cross-country concept was born right here in Australia, with Aussie enduro legend Geoff Ballard helping to get the ball rolling. After years of developing Honda's legendary XR model to be more performance focused, he turned his attention to Yamaha's YZ400F motocrosser.

When the YZ400F surfaced in 1998, Geoff could see the off-road racing potential of the first four-stroke motocross racer. He took the bike and tailored the suspension for rocks and roots instead of big jumps, raised the fuel capacity, and fitted a side stand along with a headlight and taillight. Yamaha used that simple template for its first WR400F enduro model.

Yamaha now has the YZ450FX in its cross-country line-up, while KTM has the XC, and Husqvarna has its TX and FX offerings. Honda's first RX cross-country model surfaced in 2016 but at that time was sold in the USA and only released in Australia for a single year in 2017.

Honda's CRF range is always vying for the top step of the super-competitive motocross market, so the brand has a very good base to start with. In 2021, Honda took another step forward with its CRF450R. After going back to the drawing board, the bike received a massive update including a new chassis, engine, electronics, suspension and styling. That model was well received, offering class-leading power yet proving itself to be nimble and friendly to ride.

The 2022 Honda CRF450RX used the 2021 CRF450R as its canvas with a list of tweaks for a cross-country focus. Front and rear Showa suspension is fitted with softer spring rates and valving making for a more compliant ride, while slightly lower gearing (50-tooth rear from 49) helps with slow-speed manoeuvring.

An increased fuel capacity from 6.5 to 8 litres offers a greater riding range and handguards and an O-ring chain are great for bush-bashing duties, as well as an alloy side stand. The smaller 18-inch rear wheel (19-inch on the R model) allows a higher tyre profile for more sidewall cushion/compliance and grip, with some help from the Dunlop Geomax AT81 tyres.

There are also dedicated ECU settings, offering an array of rider aids. The Engine Mode Select Button (EMSB) has three baseline maps to choose from. Map 1 is the standard map, while Map 2 offers smoother throttle response. Map 3 is the most aggressive.

There are also various torque control (like traction control) modes in the form of Honda Selectable Torque Control (HSTC). Mode 1 offers least intervention while Mode 3 offers the most intervention (with Mode 2 somewhere in between). The bike also includes HRC Launch Control for race starts.

I took the Honda CRF450RX to some single trail on a private property near home to see how she rides. Once on board, there is no mistaking you're riding a thoroughbred. The bike is tall and slender and the seat is firm and flat.

Once in motion, the bike is quick to show its cards with rapid throttle response and an engine that packs a serious punch. I wasn't expecting the RX to have the same walloping grunt of its pure MX sibling, but I was wrong.

The rear Dunlop knobby was quick to turn over the soft trail surface as the RX punched off the turns, and I found the tight corners approaching very quickly. The first- and second-gear sections require you to really grab the bull by the horns.

I soon started to scroll through the EMSB and HSTC options. Trying them all back to back on the same loop gave me a perfect reference to gauge how they differed and what worked best for me.

I settled on Mode 2 in each, which delivered the 'smooth' power map and 'medium intervention' level of traction/torque control. This combination made the bike more manageable without compromising performance. Long gone are the days when the only button on a dirt bike's handlebar is a kill switch. Having experienced how well the Honda electronics worked I can only commend the brand on a job well done.

The suspension was firm, but I didn't experience the harshness felt when off-roading on a pure MX bike, and I would only expect that to improve as the new bike's forks and shock bed in. Of course, both front and rear units are fully adjustable, making it simple to tailor the bike to suit your needs.

When the trails opened up the RX felt more at home. This engine loves to rev, and super-tight trails felt like they were holding it back from what it wanted. As you work your way into the higher gears, the scenery passes quickly yet the bike remains stable over humps and bumps.

The firm seat and narrow girth (even with the larger fuel tank) make moving your body weight forward and back a breeze. This is important as the RX requires plenty of rider input for the job it's designed to do.

Although I ride in the bush often it's always been my preference to opt for smaller-capacity bikes – usually 250cc four-stroke or 300cc two-stroke is my limit. Accordingly, the CRF450RX felt like it had an excess amount of power for my needs but it sure kept me smiling.

Large log crossings or steep hill climbs with no run-up aren't an issue as the power to launch is available instantly as required. When slow-speed manoeuvring in super-tight trails the RX tends to stall if you let it drop too low in its RPM range. Thankfully, the hydraulic clutch's light action can be used to blip the RX back into its happy place.

The 2022 Honda CRF450RX is priced to be competitive and, being a Honda, there is no question about its build quality or reliability.

For closed-course competition, riding on private property, or motocross track action, you would be hard pressed to find a better option. If you are in Victoria, then an aftermarket recreation registration kit could turn this into a trail bike weapon. This is a high-performance machine, it's built to race, and I would shake the hand of any rider that says it needs more power.

ENGINE
Engine type: Liquid-cooled four-stroke, DOHC, four-valve
Capacity: 449.7cc
Bore x stroke: 96.0mm × 62.1mm
Compression ratio: 13.5:1
Fuel system: Electronic fuel injection

TRANSMISSION
Type: Constant mesh, 5-speed manual
Final drive: Chain
Clutch: Wet type, multi-plate

CHASSIS AND RUNNING GEAR
Frame: Aluminium twin tube
Front suspension: 49mm Showa USD fork
Rear suspension: Showa monoshock adjustable link-type
Front brake: Single disc, 260mm
Rear brake: Single disc, 240 mm
Front tyre: 90/90-21M Dunlop Geomax AT81F
Rear tyre: 120/90-18M Dunlop Geomax AT81F

DIMENSIONS
Claimed wet weight: 113.4kg
Overall length: 2175mm
Overall width: 827mm
Overall height: 1259mm
Seat height: 965mm
Wheelbase: 1477mm
Ground Clearance: 336mm
Fuel tank capacity: 8lt

OTHER STUFF
Price: $14,298
Colours: Extreme Red
Warranty: N/A
Bike supplied by: Honda Motorcycles