The 2017 intake tract no longer passes around the shock it is now a downdraft system running above a now lower-mounted shock. Final gearing is 13/49, one tooth larger on the rear than in 2016.ДЄn advantage to a completely new bike is that starting from virtually scratch lets designers toss what they donвЂ™t want out the window. The transmission ratios have changed for 2017 to go along with the primary-gear change. The drive-plate thickness has increased from 0.4mm to 2.0mm. The clutch is more compact and uses one less friction and one less drive plate. This helps reduce weight and simplify maintenance. A new dual-stage scavenge pump system reduces the oil volume from 1490cc to 1250cc. Gone are the days of separate oil compartments for engine and transmission on the Honda CRF450R, it is now one chamber for both. In the never-ending quest for more durability, a four-hole-piston oil jet replaces last yearвЂ™s two-hole oil jet. To read this in Cycle News Digital Edition, click HERE With a revised squish band and new combustion chamber the compression ratio jumped from 12.5 to 13.5:1. Honda claims the head changes increase intake efficiency by 19% and exhaust flow by 10%. Narrower valve angles help to improve combustion, while the intake valve size increased 2mm to 38mm. All valves now use an oval-coil cross-section valve reducing the overall engine height. An all-new Unicam design is more compact and uses a finger rocker arm on the intake valves. At the center of this truly all-new CRF450R is the engine, which is now more compact and lighter while retaining the basic previous design. Our first outing on the 2017 Honda CRF450R revealed an easier-to-ride and more powerful motorcycle.ДЄll-new is an overused and worn out term, but there really is no better way to describe the 2017 Honda CRF450R-it is 99% new, enough to easily and freely call it that tired and often times inaccurately used term. Two-stroke motocross bikes? In 2016 that is the oddity. Many thought the four-stroke was a fad, a niche market that only some would embrace. The early 2000вЂ™s saw the beginning of major change in the world of motocross and that change has continued to shape motocross as we know it. At the time, four-strokes were the redheaded stepchild, not the norm. ItвЂ™s hard to believe itвЂ™s been 15 years since the first Honda CRF450R hit showroom floors, nestled among numerous two-strokes MX bikes. I believe my opinion with be more and more positive with more seat time, but as ML said, nothing magical about it, but it is a very, very good 450.We get our first taste of the all-new Honda CRF450R Gearing is good for a fast track, but down here (3 Palms) it's a bit jumpy, so,I think I'll try a 50 tooth. Not great modulation, but didn't seem to fade much. One thing is for sure- it, does hook up! Strange feeling, but it does feel more tractable than other 450's. not bad, just much lighter than I'm use to. The CRF's front end is night and day different than the Zuk. I struggled bit in the corners, but then again I'm so set in my ways w/ the RM.surely it's just seat time. Front brake is strong, but really doesn't have good modulation.very grabby. Feels like a 250f in the air, and off jump faces. I'm sure it'll be tweaked once I get use to it. Still trying to find the best balance with these settings & sag. For the forks, I'm 9 out,on comp, and 11 out on rebound. I'm 105 sag, standard comp/rebound on the shock, backed off the high speed a 1/4 turn. In fact, the difference in one click in fork compression made all the difference in the world. The suspension is incredibly sensitive to clicker changes. Can really tell a difference in these maps. Good motor, but a bit iratic in the corners.I found that the aggressive map seemed to tame this in the corners.smooths out the bottom, but adds lots of over revrev. The motor revs freely, and the bike has a very light feel compared to the ol' RMZ.

2017 honda crf450r reviews