To satisfy motocross enthusiasts who seek the very best in performance, Honda has included an extensive list of elite-level upgrades to the CRF450RWE (“Works Edition”), based on the factory racing bikes. Several improvements have been made to improve power, handling, and consistency. In keeping with its standing as the undisputed leader in lap times, several new features have been added to refine the bike’s handling, suspension further, and looks. Now standard on the CRF450RWE for 2021 is a Hinson clutch basket and cover, along with a Twin Air air filter (as opposed to an aftermarket option).
2021 CRF450RWE Honda Dirt Bike – Features and Price
Engine / Drivetrain
Even when the rider tires, the CRF450RWE engine’s bottom-end and intermediate power have received significant upgrades to make it more controllable. Peak horsepower has increased by eight horsepower over 5,000 rpm, as well.
With a complete titanium exhaust system (header and muffler) from Yoshimura, the CRF450RWE weighs less and delivers more torque at lower RPMs than its predecessor, the CRF450R. An additional 1.6 pounds have been shaved off the exhaust system’s 7.15-pound weight.
The exhaust header is routed 74 mm closer to the engine on the right side. At the same time, the single, right-side muffler has also been redesigned to relocate its outer surface 13 mm inboard due to the engine’s new centralized exhaust-port placement. The outcome is a vehicle with a reduced total weight (including exterior pieces), which improves the rider’s mobility.
The heat shield has been omitted in favor of two resonators (one after the front U-bend and one at the upstream end of the muffler) that increase power and minimize noise.
Engineering teams added an eighth clutch plate and firmer springs to boost the clutch’s longevity. To further optimist power delivery, a friction spring was used to decrease resonance. In addition, a chassis dynamometer found that the clutch slip was reduced by 85% while the engine was operating at its maximum power. These components are from Hinson, which mirrors Honda’s HRC racing motorcycles.
Hydraulic clutches are currently used to make clutch activation easier and promote reliable performance—the reduced force required to lift the handlebar lever results. However, even with firmer springs, measurements done at various points along the lever stroke reveal reductions of up to 10% compared to prior models.
For better handling, several significant chassis improvements were made. Geometry has changed as a result of these changes: One millimeter shorter in wheelbase, 3o steeper rake, 2mm less trail, 14.5° swing arm angle, 5 mm higher seat height, 8mm more ground clearance, and 11.8mm longer distance from the front axle to the swingarm pivot 1.8 millimeters longer in wheelbase (at 36.0 inches). Much as previously, the heavier parts of the vehicle are placed in the center and as low as possible.
In addition to less squat during acceleration and minor pitching under severe braking, the result is enhanced turning without losing high-speed tracking.
Frame / Swing arm / Sub frame
The CRF450RWE’s all-new frame has thinner main spars, a revised down tube, and reorganized reinforcing ribbing on the underside of the pivot plate, all of which contribute to an overall weight reduction 1.54 pounds, with the new frame weighing only 18.5 pounds. While maintaining vertical stiffness, the lateral rigidity is lowered by 20%, giving in a more supple ride that enhances cornering performance.
The subframe has a streamlined design that allowed for the deletion of separate seat support, resulting in an overall weight reduction of over.7 pounds. A rebalanced stiffness calibrated to match the frame and enhance rear traction and handling is also included in the swingarm, which is now narrower for better rut clearance.
A 49 mm Showa® coil-spring fork with a 25-millimeter piston and the same fundamental design as the 2020 CRF450RWE remains at the front suspension’s core. Still, the suspension stroke has been expanded by 5 millimeters for improved rough-terrain absorption while simultaneously lowering pitching. Lower fork legs on the CRF450RWE have titanium nitride coating to reduce constriction and improve smooth operation.
To improve stiffness, the axle holders have undergone a redesign. With new reinforcing ribs, the stiffness of the upper and lower triple clamps has been re-balanced for better flex characteristics, improving handling and feel around a turn.
Shock-absorbed design and adjusters have been tweaked to fit the new frame in the Pro-Link® rear-suspension system, which employs a Showa shock absorbed. The weight was further reduced by upgrading to a steel shock spring that is ultra-lightweight. Acceleration-triggered rear-ends squat has been decreased thanks to changes to the link ratio and rear travel.
They are even more challenging than the regular CRF450R DirtStar LT-X rims on the CRF450RWE. Brake rotors in the shape of petals diffuse heat, and a low-expansion front brake hose provides a robust feel and reliable stopping power, while a gold RK chain sends power to the rear wheel.
The Geomax MX33 tires on the 2021 CRF450R are widely regarded as the industry standard for use on soft to intermediate terrain. For the MX33s, renowned motocross professionals helped develop technology that improved grip, slide control as well as bump absorption and wear resistance.
Adapting a minor bodywork for the CRF450RWE was made possible by technological modifications. It was only feasible to move the right-side panel 20 millimeters inboard since there was no left side muffler. The improved muffler form allowed us to move the right-side panel 50 millimeters inboard. As a consequence of the adjustments, the bike’s rear has a 70 mm decrease in width, which significantly improves rider mobility and turning. The intersection of the radiator shroud and the side panel is smoother, making it easier for the rider to maneuver.
There are new radiator shrouds, which are made of a single component instead of two distinct sections. New air-outlet vents in the covers were designed with the help of computational fluid dynamics (CFD). To enhance the cooling efficiency by 5%, the radiator grills have been redesigned to optimist the fins and their angle without increasing vehicle width at the shrouds.
Instead of sliding forward onto the subframe and latching at the rear, the redesigned seat base has tongues that face backward and mounting tabs situated at the front of the subframe. In addition to making installation more accessible, the acceleration forces also help maintain a solid fit. The Throttle Jockey gripper seat cover is exclusive to the Works Edition version of the CRF450R. The 1.7-gallon gasoline tank is still composed of titanium, but the plastic tank top has been replaced with a new design.
To enhance the vehicle’s handling, engineers sought and used every chance to reduce weight. For example, instead of using 12 screws to attach the radiator shrouds, side panels, and the seat, just eight fasteners are needed now. Additional features include bolts with 8 mm heads, making it easier to maintain the bike’s bodywork.
Combining two separate left-side handlebar switch assemblies into a single cluster that handles engine stop, riding modes, and Honda Selectable Torque Control saved an additional 98 grams of weight (HSTC). Handlebars on the CRF450RWE include Renthal dual-compound grips and the HRC starter and HRC launch control on the right side. Four distinct mounting positions across a 26-mm range are available with the handlebar clamp, which can be rotated 180 degrees and located in either of two places. The bike’s overall weight was reduced by 100 grams by routing the throttle and clutch control wires behind the handlebar instead of its front side. Throttle Jockey graphics, as seen on Ken Roczen and Chase Sexton’s Team Honda HRC factory motorcycles, complete the set.
2021 CRF450RWE Honda Dirt Bike – Price
The new 2021 CRF450RWE Honda Dirt Bike is available at the price of $10,399 only.
2021 CRF450RWE Honda Dirt Bike – Technical Specifications
|449.7cc, liquid-cooled, 10-degree, four-stroke, single-cylinder
|Unicam® OHC, four-valve; 38mm of intake, titanium; 31mm exhaust, steel
|Bore x Stroke
|96 mm x 62.1 mm
|Programmed fuel-injection system (PGM-FI); 46 mm throttle bore
|Push-button electric starter
|Constant-mesh 5-speed; manual
|Multiplate wet, hydraulically actuated (6 springs)
|#520 RK gold chain, 13T/49T
|49mm of brand new fully adjustable leading-axle inverted telescopic Showa coil-spring fork; Kashima coating on fork tubes, titanium-nitride coating on fork legs; 12.2 inches travel
|Pro-Link system; fully adjustable Showa single shock; 12.4 inches wheel travel
|2-piston caliper (30 mm, 27 mm) hydraulic; single 260mm disc
|1-piston caliper hydraulic; single 240mm disc
|Dunlop Geomax MX33 80/100-21 with tube
|Dunlop Geomax MX33120/80-19 with tube
|Rake (Caster Angle)