MXA RACE TEST: THE REAL TEST OF THE 2023 HONDA CRF450WE

THE GEAR: Jersey: O’Neal Prodigy V.23, Pants: O’Neal Prodigy V.23, Helmet: 6D ATR-2, Goggles: EKS Brand Lucid, Boots: Sidi Crossfire 3SR.

Q: FIRST AND FOREMOST, WHAT IS THE HISTORY OF CRF450R WORKS EDITIONS?

A: Honda first started producing Honda CRF450WE (Works Edition) models in 2019 as a response to KTM’s successful Factory Edition program. It should be noted that Honda has a different method to its madness from KTM. At KTM, when the next model year’s 450SXF is scheduled to be significantly changed, the KTM Factory Editions are early-release versions of next year’s 450SXF. In years when KTM doesn’t have anything special up its sleeve for the next year’s model, the Factory Edition is limited to aftermarket goodies (very much the same as the Honda CRF450WE and Kawasaki KX450SR). Additionally, if KTM is planning on a new engine or frame, you’ll see those on the Husqvarna Rockstar Editions and GasGas Factory Edition before you’ll see them on the production bikes.

Since KTM focuses most of its sales efforts on motocross and off-road bikes, KTM can justify building early-release models months before the actual production bike is scheduled to hit the showroom floors. Honda can’t do this, or rather they don’t want to do it, so every Honda CRF450WE Works Edition is just a spiffed-up version of this year’s model, released around the same time as the production model.

Most of the positive handling attributes of the CRF450WE are linked to the engine’s powerband being more linear, with the updated Showa suspension and revised ECU maps sharing the credit. Still, the handling isn’t perfect.

Q: WHAT DIFFERENTIATES THE 2023 CRF450 WORKS EDITION FROM THE STOCK 2023 CRF450?

A: Compared to the stock 2023 Honda CRF450, the 2023 CRF450WE Works Edition has a laundry list of special components bolted on. Here is the list:

(1) Cylinder head mods. The intake and exhaust ports on the cylinder head have been hand-polished to smooth out the transition at the valve seats. Additionally, the magnesium valve cover has been powder-coated bright red.

(2) Suspension. The lower legs on the Showa forks are titanium-oxide-coated. Additionally, the outer forks tubes are Kashima-coated. The shock-shaft diameter is upped from 16mm to 18mm and titanium-oxide-coated for less stiction. The only difference between the stock forged triple clamps and the works clamps is the Works Edition’s gray anodizing. Plus, the Works Edition gains its own updated suspension valving front and rear.

(3) Exhaust. This 2023 Works Edition comes with a full Yoshimura RS-12 exhaust system; however, this year, the head and mid-pipe are stainless steel, while only the muffler is titanium.

(4) ECU. The 2023 CRF450WE Works Edition has updated mapping in the ECU that is tailored to the aftermarket exhaust system, polished ports and smaller 2023 throttle body.

(5) Clutch. The CRF450 engine comes with a Hinson clutch basket and higher-volume Hinson clutch cover.

(6) Wheels. The D.I.D DirtStar LT-X rims are stronger than stock, and they’re outfitted with Dunlop MX33 tires.

(7) Grips. The bars come with Renthal’s ultra-durable Kevlar grips.

(8) Drive. The CRF450WE comes with a D.I.D DM2 gold chain for 2023. Last year it had an RK gold chain.

(9) Air filter. We trust Twin Air filters on all our test bikes, and a Twin Air filter comes stock on the CRF450WE.

(10) Aesthetics. Throttle Jockey provides the HRC team-inspired graphics and five-pleat gripper seat cover.

(11) Price. The biggest difference between the $9599 2023 CRF450 and the $12,400 CRF450WE is the $2800 bump in price.

It has awesome ergos, with everything falling where it should.

Q: HOW DOES THE 2023 HONDA CRF450 WORKS EDITION RUN ON THE DYNO?

A: The Works Edition engine upgrades are limited to whatever changes Honda’s engineers made for the 2023 production model, plus the Yoshimura exhaust system, touched-up ports, and custom ECU mapping. These three mods help increase horsepower by a significant amount over the 2023 CRF450 engine, which had its horsepower tamped down into the 56-horsepower range to make the bike more manageable.

The CRF450 Works Edition fills the gaps that the stock engine has from mid and up in the rpm range. It also revs further and longer, ultimately creating an extra 3.2 horsepower—pushing it close to the 60-horsepower mark—while maintaining most of the 2023 production engine’s usability. It should be noted that torque output is considerably more than on any other 450 at 37.30 pound-feet.

Q: HOW DOES THE 2023 HONDA CRF450 WORKS EDITION RUN ON THE TRACK?

A: The 2023 Honda CRF450 production model was a giant step forward for Honda, almost all thanks to the modifications made to the 2023 stock CRF450 engine. Here is a list of those mods.

(1) The intake port has a narrower shape, while the air funnel is longer. This combination results in increased low-end torque and improved throttle response.

(2) For 2023, Honda’s cam got a revised lobe profile for increased torque.

(3) Honda lengthened the air boot that connects the throttle body to the airbox, but since there is a finite amount of room available between the throttle body and the front wall of the airbox, Honda’s engineers added length inside the airbox in the form of a longer trumpet; air velocity was increased.

(4) The Keihin throttle body’s venturi diameter was reduced from 46mm to 44mm. Honda’s previous 46mm throttle body flowed more air at high rpm but gave away midrange power at lower throttle settings. Plus, the 60-degree fuel-injector angle enables the spray to reach all the way to the back of the butterfly, thus cooling the upstream side of the intake path for maximum intake efficiency and torque feel.

(5) The CRF450WE is outfitted with a Yoshimura RS-12 exhaust system, featuring a stainless-steel head pipe and titanium muffler. The Yoshimura exhaust system utilizes a resonance chamber to increase power and torque. It is also much quieter and lighter than the stock exhaust.

All these 2023 engine updates, combined with the Works Edition mods, produce an ultra-smooth powerband. We liked the 2023 CRF450WE Works Edition’s power delivery, because the throttle is better connected to the rear wheel. It allows even the most maladroit CRF450 rider to get the most out of the smooth and linear powerband. The connection between the throttle, engine, rear wheel and ground is extremely manageable, which helps decrease lap times and increase consistency.

Q: IS THE WORKS EDITION SUSPENSION BETTER THAN THE STOCK SHOWA PARTS?

A: Yes. The 49mm Showa coil-spring forks on the CRF450WE have been updated. The lower fork legs are coated with titanium oxide to minimize stiction and improve ride quality, while the outer fork tubes are Kashima-coated to enhance the Works Edition aesthetic. The forks are an improvement over what came stock on the 2023 CRF450. On the production 2023 CRF450, the ramp-up in compression damping was rushed, creating harshness at the end of the stroke. On the Works Edition, compression damping is metered out more progressively. The result is a reduction in harshness at the end of the stroke and a more fluid feel. We credit the titanium-oxide coatings with lessening stiction, which makes the fork move with incredible smoothness.

As for the shock, it feels freer, which allowed Honda to spec a stiffer 56 N/mm shock spring, which MXA has run over the last couple of years instead of the spec 54 N/mm spring. The increase in shaft diameter from 16mm to 18mm helps the damping hold the rear end higher, while the coating on the shock shaft reduces stiction, which allows the suspension to move more without the stagy feel of the stock shock, resulting in a slightly softer damping effect. Hold-up is improved as a result of the stiffer spring and larger shock shaft displacing more oil. The rear suspension is not only firmer, but follows the undulations of the ground with less hop.The long Yoshimura head pipe, along with the 2mm-smaller throttle body, longer intake track and hand-polished ports, produce an ultra-smooth powerband and is very hooked up.

Q: HOW DOES THE 2023 CRF450 HANDLE ON THE TRACK?

A: Most of the positive handling attributes are linked to the engine power being more linear, with the updated Showa suspension sharing the credit. Still, the handling isn’t perfect, as we’ve learned from spending years dealing with CRF450 chassis flaws. The suspension settings, as gauged by fork height and rear sag, are sensitive to every small change. The fast-twitch character of the Honda CRF450 has been mitigated to some degree by several late-model frame mods, but no matter what we did to the fork height, race sag or clicker settings, the front end stayed super responsive—dare we say twitchy?

As a rule, we dropped the forks in the triple clamps so that the caps were flush with the top of the clamps and set the sag between 107mm and 108mm. This put less weight on the front and helped to further smooth out the corners.

If there is one piece of advice that we would give pre-2022 CRF450 owners, it is to spend less time hopping up your CRF450 engine and more time mellowing it out. The mellower 2023 CRF450WE Works Edition engine is the biggest contributor to making the CRF450R handle better.

> Invisible from the outside, the CRF450WE engine has a Hinson clutch basket, updated maps to work with the new engine components, red powdercoated valve cover and revised lobe profile on the camshaft.

Q: HOW ARE THE 2023 HONDA CRF450 WORKS EDITION GEAR RATIOS?

A: Both the stock 2022 CRF450 and Works Edition models come with 13/49 sprockets. Last year our lightweight test riders preferred 13/48 on the stock CRF450 to lessen the bike’s hit, but with the Yoshimura muffler, touched-up ports and new ECU on the 2023 Works Edition, those same featherweight testers were happy with the stock gearing. Still, test riders over 175 pounds often went to 13/50 to help carry third gear through the corners.

The CRF450WE frame is at its best at turn-in. Overall, it is improved over the production 2023 CRF450, but the suspension settings are sensitive to every small change—with a change to one end affecting the other end.

Q: WHAT IS THE BEST MAP SETTING?

A: In truth, the best map settings would be a lot fewer of them. The 2023 CRF450 and CRF450WE have three different map settings (Standard, Mellow and Aggressive) for virtually every electronic aid. Here is the rundown:

(1) Standard map (one flash). Every MXA test rider preferred to run the Standard map in most situations. It offered the broadest spread of power and was the most usable.

(2) Mellow map (two flashes). The Mellow map is just as advertised. It delivers a no-rush style of power that best suits slippery surfaces or timid riders.

(3) Aggressive map (three flashes). The Aggressive map is certainly more exciting off the crack of the throttle, has more of a hit down low and feels faster overall, but that is an illusion because the Aggressive map produced less horsepower from top to bottom than the Standard map.

(4) As for Launch Control, it also has three different settings, which are uniquely just rev-limiter settings. Launch Control #1 limits revs to 9500 rpm. Launch Control #2 limits revs to 8500 rpm. Launch Control #3 limits revs to 8250 rpm.

(5) Traction Control, which Honda calls “Selectable Torque Control,” has four different settings. Mode 1 is the least obtrusive and kicks in at a higher rpm. Mode 2 activates with even more obtrusion and much sooner than Mode 1. Mode 3, which kicks in the soonest, stops runaway revs and detunes the power. Mode 4 is when Launch Control is not engaged.

Q: WHAT DID WE HATE?

A: The hate list.

(1) Maps. Too many maps, too many buttons and too many flashing lights.

(2) Fork guards. The fork guard’s Allen-head bolts fill up with dirt. Plus, the fork guards are not strong enough to support a holeshot device.

(3) Radiator cap. It comes with a 1.1 kg/mm2, while KTM, Husky and GasGas come stock with 1.8 radiator caps. Honda, Yamaha, Kawasaki and Suzuki need to make the switch.

(4) Handling. Hondas have always been front-end sensitive. If you miss the mark on your suspension/chassis, it can be hard to tame the CRF450’s front end.

(5) Grips. The Renthal Kevlar grips are great for durability and 100 times more comfortable than the OEM Honda grips, but they’re too fat for a “race spec” motocross bike. Thicker grips often contribute to arm pump.

(6) Shifter. The shift lever is too short.

(7) Levers. Honda’s clutch and front brake levers are awkwardly shaped. The only stock levers that are worse are the skinny, mismatched levers on the Kawasaki KX450.

The Yoshimura RS-12 muffler is Ti, but the rest of the pipe is stainless steel.

Q: WHAT DID WE LIKE?

A: The like list.

(1) Brake spring. The rear brake spring on the Honda is durable. We use Honda springs to replace our KTM springs after they break.

(2) Air filter. We love Twin Air filters and liked that the upside-down Honda air filter was easy to install and remove, but we thought the filter would stay cleaner. Boy, were we wrong.

(3) Power. The softer power characteristic of the Works Edition engine tames the often-skittish nature of Honda’s aluminum, twin-spar chassis.

(4) Sound. The RS-12 muffler from Yoshimura makes the CRF450R quieter, and we like it.

The hydraulic clutch works well, but the hose and banjo bolts are grossly oversized.

(5) Clutch basket. We like the fact that the CRF450RWE comes with a Hinson clutch basket that already has the primary gear riveted on.

(6) Style. Hondas always look good, especially the Works Editions.

Q: WHAT DID WE REALLY THINK?

A: If you want a 2023 Honda CRF450 that is ready to go in stock form, you’ll be happy with the Works Edition, but the $2800 upcharge is a hard pill to swallow. You can take comfort in the fact that the coated suspension components, remapped ECU, Yoshimura exhaust and polished ports more than pay for themselves.

This is how we set up our 2023 Honda CRF450 Works Edition for racing. We offer it as a guide to help you find your own sweet spot.SHOWA COIL-SPRING FORK SETTINGSThe titaniumoxide-coated CRF450WE forks are smoother and more predictable than the stock 2022 CRF450 Showa coil-spring forks that came with a harsh spot from mid-stroke on. For hardcore racing, these are MXA’s recommended 2023 CRF450 Works Edition fork settings (stock settings are in parentheses):Spring rate: 5.0 N/mmCompression: 11 clicks (13 clicks out)Rebound: 12 clicks out (14 clicks out)Fork-leg height: Flush with the fork caps.Notes: We dropped the forks in the clamps to gain more hold-up and relax the chassis in the turns, but some test riders still ran them with 3mm or 5mm showing. The Honda is sensitive to clicker adjustments, meaning that you can’t be scared to play with them. They hold the key to keeping the CRF450R in line.

SHOWA SHOCK SETTINGSThe previous 54 N/mm shock spring was too soft for the typical 450 rider, so we were happy that the 2023 CRF450WE came with a stiffer 56 N/mm stock spring. With the stiffer spring, the rear suspension worked better with the valving. For hardcore racing, these are MXA’s recommended 2023 Honda CRF450 Works Edition shock settings:Spring rate: 54 N/mmRace sag: 107mm (105mm)Lo-compression: 8 clicks out (10 clicks turns out)Hi-compression: 2 turns out (2-1/2 turns out)Rebound: 13 clicks outNotes: Our testers liked the rear end lower for more stability in corners and straightaways. Adjusting the fork height will affect the sag. Be sure to check the sag after moving the forks around, and don’t be scared to raise the rear end.

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