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Honda 2023 CRF450RWE Powerful Dirt Motorcycle Review Specs Price

It’s a fact that riding a dirt bike is enjoyable. You’re reading dirtrider.com to stay updated on the newest bike reviews, dyno results, and comparative tests. Honda probably wants you to think that the Honda 2023 CRF450RWE Powerful Dirt Motorcycle is a motocross racing machine, which it is. Still, the fact is that it’s also the most enjoyable R model the company makes to ride. The CRF450RWE, unveiled in 2019, represents the peak of Honda’s dirt bike engineering. Its MSRP of $12,399 makes it the most expensive motocross model they produce.

Honda 2023 CRF450RWE Powerful Dirt Motorcycle

The Honda 2023 CRF450RWE Powerful Dirt Motorcycle is distinguished from the standard CRF450R by its upgraded Showa suspension, complete Yoshimura exhaust system, Hinson Racing clutch basket and cover, Throttle Jockey pleated seat cover and graphics package, D.I.D. DirtStar LT-X wheels and DZ2 gold chain, Twin Air air filter, Renthal Kevlar dual-compound half-wad grips, and internal modifications like polished ports and unique ECU settings. Even the triple clamps and the valve cover for the cylinder head have distinctive colors to match the paintwork.

Is the $2,800 premium over an ordinary CRF450R worth it for Honda’s CRF450RWE? Continue reading to discover more about this stunning machine and some fascinating contrasts between the two.

Honda 2023 CRF450RWE Powerful Dirt Motorcycle – Features and Specs


Many of the same improvements made to the 2023 Honda CRF450R also went to the 2023 CRF450RWE, such as a revised camshaft profile, a more petite 44mm throttle body, and a shortened intake tract with a longer intake funnel. The CRF450RWE is the most sophisticated Honda 450cc motocrosser now on the market thanks to the Yoshimura RS-12 exhaust, polished ports, and unique ECU settings.

Honda 2023 CRF450RWE Powerful Dirt Motorcycle

The 2023 Honda CRF450RWE is torquey but smooth, making it easier to control than the super-aggressive, high-horsepower CRF450Rs from 2019–2020. The Yoshimura system makes the CRF450RWE run even cleaner and has a much nicer exhaust tone than the basic CRF450R.

The Honda CRF450R was the torque monster of the class in 2023, and the CRF450RWE still excels at pulling giant gears and short-shifting. Although it will rev, of course, it’s adaptability and easier-to-ride nature pay off significantly in handling and suspension. The superbly designed Hinson Racing clutch basket adds even more durability to the Nissin hydraulic clutch, which already has a positive feel.

On the CRF450RWE, the integrated engine stop, the Engine Mode Select Button (EMSB), and the Honda Selectable Torque Control (HSTC) are all back. As the differences between settings are rather noticeable, it would be wise for new owners to study the owner’s handbook to grasp the ins and outs of these functions. There are three available mapping modes, in brief: 3. Aggressive, 2. Smooth, and 1. Standard. For those who want to holeshot anything from concrete starting pads to conventional dirt designs to metal grates like AMA pros, three torque control settings activate from least interference to gradually more significant influence.

Honda hasn’t needed to worry about the 450cc motorcycles’ raw power for a few years now, and the 2023 CRF450RWE is the finest of the lot in terms of usability and general performance.


On Honda’s most recent 450cc motocrosser, the same spring rates as the ordinary CRF450R are kept, but internal settings are changed to give a distinct sensation. The CRF450RWE is equipped for racing straight out of the box. Because manufacturers cover all customer bases and provide a middle-of-the-road setting adapted to the law of averages—average height, weight, and aptitude of the purchasing public—I find it challenging to push at race speed on the majority of standard bikes.

Honda 2023 CRF450RWE Powerful Dirt Motorcycle

The CRF450RWE is an impressive package designed with one thing in mind: speed. Although some people may find the stock clicker settings a little tight, there is a broad range of adjustments, especially on the Showa 49mm coil-spring fork. One-click changes are visible, so finding your sweet spot takes patience. Fork rebound caused me to go out more often than usual since it was faster and felt more luxurious than baselines. Fork compression adjustments varied according to the track, with outdoor layouts like Glen Helen Raceway needing less compression than more jump-laden tracks.

To be honest, I like the Showa suspension kit on the 2023 Honda CRF450RWE. Adding $2,800 above the original CRF450R pricing is justified by this package alone. Actual Kashima coating from the Japanese Miyaki Company and titanium oxide-coated fork lowers have tolerances significantly superior to those of any aftermarket products available in the United States. A-Kit forks are easily recognized by most motocross enthusiasts because of their unique coatings and rainbow-like colors. But a little-known fact is that a bike’s handling is more dependent on the performance and action of the shocks than it is on the front suspenders.

Nine times out of ten, if given the option, I would choose an A-Kit shock over a fork. The CRF450RWE’s handling and suspension are greatly improved by the 18mm shock shaft with model-specific valving. Without any irregularities from the back, riders may push harder. Because of how closely spaced the baselines are on the Works Edition for a correct ballpark, it was a sensible idea to put a 56 Nm shock spring on it and the normal CRF450R for 2023.

Honda’s CRF450RWE is still a setup-sensitive bike, but it has a much larger comfort window. But there is one feature that all three of Big Red’s 450 MXers have in common: fork height sensitivity. Fork action may vary with adjustments as little as 1mm, which affects how the machine handles as a whole. I like to reduce frontal weight by lowering the fork relative to the triple clamps. It usually slows down the Honda’s quick steering and sometimes erratic behavior.

Another advice is to tighten the steering stem since it not only becomes looser during break-in but also because a tighter side-to-side sensation inspires more confidence in the front end. Honda even manufactures a highly specialized, low-profile spanner for the fastidious technician particularly for these rider-preference adjustments. The majority of Japanese MXers can use it, and it makes adjusting easier.


Honda’s CRF450RWE, the Ferrari of motocross motorcycles, is a weapon in the hands of the proper rider. One of the most elegant and accurate 450cc MXers ever made, it is light and clickable in the air and has tight, precise steering input. The CRF450RWE offers the feelings that all Red Riders have been yearning for, enhanced by the broader engine character and plusher suspension package. The 30mm/27mm front brake caliper design was factory standard just a few years ago, and brakes remain reliable but robust.

Lever and footpeg location is correctly planned and spaced, and ergonomics are class-leading pleasant. Even for individuals wearing size ten or smaller boots, the shifter’s slight shortness is not a deal-breaker. On the CRF450RWE, Renthal’s Fatbar 839-bend handlebars are back, along with Renthal Kevlar dual-compound half-waffle grips. Anything that isn’t OE Japan stiff on the hands is a welcome addition since I like the larger-diameter half-waffle shape. Throttle, The pleated seat cover from Jockey guarantees excellent grip while maintaining a factory-like appearance and fit.

Honda’s CRF450RWE chassis continues to be stiffer than other 2023 450 MXers, similar to the Suzuki RM-Z450. It’s a classic situation of giving and receiving, and some remedies have been recorded to aid with this feeling: You give up a little flexibility and general comfort in exchange for such precision and scalpel-like accuracy. In other words, this bike performs better on smoother tracks. Going fast on Big Red can be simple, as Team Honda HRC rider Chase Sexton demonstrated by establishing scorching qualifying speeds in the 2023 Monster Energy AMA Supercross championship. Once the track becomes more complex, it might be challenging to control and sustain that speed consistently.

I’m delighted Honda didn’t follow Kawasaki’s example with the KX450SR and install fixed-offset Xtrig ROCS (Revolutionary Opposing Clamp System) triple clamps, even if the CRF450RWE triple clamps have a deeper gray-metallic finish similar to that of the CRF450R 50th Anniversary edition. While many CRF riders are satisfied with the stock 22mm offset, those who want to calm further and mellow Big Red’s exhilarating nature might consider 23.5mm or 24mm aftermarket modifications.

Overall Impression

The 2023 Honda CRF450RWE is the most advanced model in its category. However, I won’t jump ship and declare it my favorite special-edition 450 MXer. Honda gave a bike that often finished in the bottom half of 450cc MX shootouts a legendary facelift.

Every Honda enthusiast’s ideal motorcycle is the 2023 Honda CRF450RWE, which combines factory-level styling, suspension, and an easier-to-manage engine character. It’s also a very entertaining bike to ride! I decided to ride our CRF450RWE test bike three days in a row at various tracks throughout a lengthy holiday weekend. It was exciting and new to learn the machine and experiment with settings. The 2023 Honda CRF450RWE should be at the top of your shortlist if you’re seeking a 450cc motorcycle that is attractive, reliable, and performance-driven.

Honda 2023 CRF450RWE Powerful Dirt Motorcycle

We appreciate the bikes coming from American Honda Motor Company, the excellent circuits at Glen Helen Raceway, Lake Elsinore MX, Fox Raceway, and Perris MX, and Ryan Dudek’s help with setup and trackside changes.

Honda 2023 CRF450RWE Powerful Dirt Motorcycle – Price

The new Honda 2023 CRF450RWE Powerful Dirt Motorcycle is available at $12,399 only.

Honda 2023 CRF450RWE Powerful Dirt Motorcycle – Technical Specifications

Engine & Drivetrain

Engine type Liquid-cooled single-cylinder
Displacement 449 cc
Bore & stroke 96 mm x 62.1 mm
Compression ratio 13.5:1
Valve train Unicam, four valves
Fuel delivery All-new PGM-FI electronic fuel injection with 44 mm of throttle bore
Transmission Five-speed
Final drive #520 chain; 13T/49T


Front Suspension 49 mm inverted Showa fork with rebound and compression damping adjustability; 273 mm (10.7 in) travel.
Rear Suspension Pro-Link® system; fully adjustable Showa single shock; 315 mm (12.4 in) travel


Front 80/100 – 21
Rear 120/80 – 19


Front 260 mm disc
Rear 240 mm disc


Ground clearance 336 mm (13.2 in)
Seat height 965 mm (38 in)
Wheelbase 1,481 mm (58.3 in)
Curb weight 111 kg (244 lb.)
Fuel capacity 6.3 litres
Color Extreme Red
Warranty No Warranty

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