Words by: Chris Pomeroy
Photos by: Simon Cudby
To understand the full scope of changes Honda has made to the 2027 CRF450R platform, we first have to go back a few years and look at the evolution of this already successful bike. Since 2023, Honda has been steadily refining both the handling and the power output of the CRF450R. Updates such as a stiffer chassis, revised airbox, and new suspension settings all helped improve the previous model, but it still wasn’t exactly where Honda—or its legion of riders—needed it to be.
On the professional racing side, however, the CRF450R was hugely successful, with the Lawrence brothers winning multiple championships in the USA. But those race bikes were heavily modified in areas only the HRC Race Team had access to. Behind the scenes, Honda’s development team was working more closely than ever with HRC, and during certain phases of 2027 CRF450R testing, both Hunter and Jett Lawrence rode the new bike and provided feedback. The result is the lightest, fastest, and best-handling CRF450R to date—and MXP Media was invited to the iconic Spring Creek MX track in Millville to put it to the test.
I’ll premise this story by saying that I’ve had a CRF450R as my primary bike since 2023, so I’m well versed in the inner workings of past models. Over the years, Honda has done a good job improving the CRF450R through suspension updates and chassis modifications. Everything they’ve done has helped, but the overall character has remained similar, and on its best day, the past few models still required tinkering to find balance and comfort in varying conditions. In certain situations, the CRF450R felt compliant and comfortable, but when conditions changed—as they always do in motocross—the handling sometimes changed with them, and not always for the better. Riders simply want consistency, and that was sometimes the issue with previous CRF450R models.
The encouraging part was that almost everyone—including the Lawrence brothers and lead test rider Trey Canard—felt the same way. During the media presentation last week, Trey used the term “busy” to describe how the 2025/26 CRF450R handled. It was the perfect word. One of Honda’s biggest goals for 2027 was to transition the bike from “busy” to “calm.” Before diving into how the new bike performs on the track, here’s a list of the changes for 2027.
2027 CRF450R Changes
- New bodywork matching the Honda HRC Petronas MXGP works bikes
- New tricolor livery unifying Honda Racing’s brand image
- Larger-capacity titanium fuel tank
- New swingarm, chain slider, and plastic chain-guide plate
- Sustainable materials used for select parts (fender, number plate, shrouds, seat base)
- New engine with more rigid crankshaft assembly and new bearings
- Cylinder bore increased by 1mm
- Updated transistorized ignition, coil, fuel-injection, and ignition settings
- New airbox, air filter, and air funnel
- Evolved Unicam valvetrain system
- Larger intake/exhaust valves, more aggressive cam profile, titanium exhaust valves
- Steeper valve angles and shorter/steeper downdraft intake
- New lighter clutch with innovative back-torque limiter
- Redesigned, smaller, lighter transmission with taller gear ratios
- Lighter, more reliable starter system
- New exhaust system meeting AMA sound limits
- New main wiring harness
- New main frame and subframe; 70% of components are new; rigidity increased ~10% with no weight gain
- Revised suspension internals, oil, and settings for improved damping consistency
- Kashima coating added to internal suspension parts
- Stiffer fork springs (5.0N/mm ? 5.2N/mm)
- Fork switches from Bending Control Valve to Dynamic Blow System piston-valve structure
- New shock linkage with revised ratio and thrust needle bearing
- New rear-wheel hub design
- Dunlop MX34 tires front and rear (new rear size)
- Numerous detail updates to simplify maintenance
As you can see, the 2027 model receives a massive number of changes—likely the most we’ve seen on a 450 since Yamaha completely revamped the YZ450F in 2023. But do these changes make a significant difference in real-world performance? And once on the track, do they address the issues the previous model had in stock form?
Let’s start with the cockpit—the first thing every rider experiences. For 2027, Honda used direct feedback from the Lawrence brothers to make it easier to grip the bike with your knees and legs. With a narrower engine, Honda widened the seat where it transitions into the fuel tank. This provides better grip, better control, and with the larger 1.9-gallon fuel tank (up from 1.7), the bike feels slightly bigger on the track. I’ve always liked how the CRF450R feels when you first sit on it, but at times it felt a little too narrow. For 2027, Honda has solved that issue, and I immediately noticed the added stability in rough sections.
Spring Creek is famous for its long, treacherous sand whoops, and this is where the 2027 CRF450R’s stability really shines. It’s been a long time since we could confidently use “Honda,” “stable,” and “predictable handling” in the same sentence—but for 2027, we absolutely can. And it’s not just the wider seat. The stiffer suspension and new Dynamic Blow System inside the Showa forks contribute significantly. The front end has more hold-up, especially during transitions from acceleration to braking. This new model fixes the pitching issue that past models struggled with. From the moment you sit on it to the moment you start circulating the track, the 2027 CRF450R feels calmer, more composed, and more predictable. And don’t worry—Honda hasn’t sacrificed its legendary cornering. The 2027 CRF450R still corners like it’s on rails.
Next, let’s talk about the increased horsepower from the redesigned engine. The past few CRF450R models had good, smooth power, but they signed off early, forcing you to shift quickly to stay in the sweet spot. For 2027, that trait is completely gone. The new motor is smooth, powerful, and pulls longer through the power curve. With the new transmission, second and third gears are noticeably longer, so you don’t have to shift as often. Honda told us this new transmission is as close to factory gear ratios as a production bike can get. Combined with the added horsepower and increased chassis stability, you don’t have to be as picky with your line choice exiting corners—just point the front wheel and twist the throttle. Compared to past models, even the 2026 CRF450R I’ve been riding all summer, this new bike is night-and-day better in crucial areas. The airbox has also been completely redesigned with direction from HRC. The 2027 CRF450R now uses the same airbox design as the Lawrence brothers’ factory bikes, with more direct airflow into the throttle body.
Another major improvement is the reduction in engine braking. Past CRF450R models didn’t have excessive engine braking, but there was enough to give the bike a heavy feel entering corners, sometimes contributing to sudden imbalance at exactly the wrong moment. With a lighter motor and new clutch design, the engine feels “freed up,” and there is now barely any engine braking at all. Because I’d been riding the 2026 model so much leading up to this test day, I kept overshooting apexes during my first laps simply because the 2027 model glides so much easier after chopping the throttle. This is where you really feel the weight savings. The lighter, calmer feel allows riders to be more aggressive entering corners through ruts and braking bumps.
In closing, what an amazing day we had riding the 2027 CRF450R at Spring Creek MX. Not only has Honda addressed the issues of previous models, but their hospitality at this event was outstanding. It was also surreal to spin laps on such an iconic track alongside legendary riders like Trey Canard, Justin Brayton, and Alex Martin. The 2027 CRF450R will hit Canadian dealers in late September, so keep an eye out. We’d like to thank Honda Canada for the opportunity, as well as Honda USA for their incredible treatment during our time in Minnesota. For more information on the 2027 CRF450R, visit Honda Powersports Canada, and if you have any questions, please email us at editor@mxpmag.com.
