2025 Honda CRF450RX First Ride Review

It’s 8 on a sunny, though chilly, Thursday morning. Anaheim 1 Supercross at Angel Stadium is directly on the horizon, yet we have all congregated about 90 miles away at the MotoVentures training facility in Anza, California, for the 2025 Honda CRF-RX introduction. A 2025 Honda CRF250RX and CRF450RX await testing, as do a couple of Montesa trials bikes: the Cota 4RT 260R and Cota 4RT 301RR Race Replica. With a full Dirt Rider team assembled to take advantage of all the two-wheel toys, one has to question: Does it get any better than this?

Apparently not, as even the factory-supported off-road efforts of Johnny Campbell Racing (JCR) Honda and Slam Life Racing (SLR) Honda have joined us on this eventful day. Racing in various West Coast off-road disciplines, the RX platforms are utilized as base models for a majority of these Honda racers.

SLR Honda’s Mikayla Nielsen earned her second Pro Women title in AMA National Grand Prix Championship (NGPC) racing aboard a CRF250RX last year. Even the fast JCR Honda desert ace Preston Campbell recently converted from racing a heavily modified Honda CRF450X to the CRF450RX platform for AMA National Hare & Hound Championship (NHHA) and AMA West Hare Scramble (WHS) competition.

Being tasked with CRF450RX riding on this introduction day, we appreciated Preston Campbell’s insight and bike knowledge when going through 2025 updates. Similar to the 2025 Honda CRF450R and CRF450RWE redesigns, the all-new CRF450RX received a long list of changes and updates for the 2025 model year. Read on to learn more about the brand-new 2025 Honda CRF450RX and where it fits within Honda’s 450cc lineup of competition motorcycles.

The Honda 450cc Unicam engine package is extremely versatile, by design. Powering the CRF450RX, as well as the CRF450R and CRF450RWE models, it’s a favorite among Dirt Rider staff. Crisp, strong, and supremely moldable (being an aftermarket darling), it can take on many character traits. Want to lug the bike a gear high? Simply turn up the idle a few clicks and use that precise Nissin hydraulic clutch for all it’s worth. Want to be lazy and rev down a long straightaway? It will oblige too, just be ready for the ride of your life.

Related: 2025 Honda CRF450X First Look

With a 13/50 gearing combination (the CRF450R and CRF450RWE come equipped with 13/49), the CRF450RX’s gear spacing is even tighter than its closest relatives. Dedicated ECU settings make the machine a touch smoother off idle, but the inherent performance is impressive for an off-road competition racebike. Extremely responsive mapping and a gearing change mean the CRF450RX most closely resembles the CRF450RWE in personality, which is an admirable quality. Those looking to tame that performance can do so with a few simple tricks. Preston Campbell shared that he prefers a 14-tooth countershaft sprocket on his racebike, as it allows for higher top speeds but also makes the engine package more rideable.

Honda electronic aids also carry over from the CRF450R and CRF450RWE models, and are worth testing! Three built-in engine maps, changed via the Engine Mode Select Button (EMSB), three levels of Honda Selectable Torque Control (HSTC), and three HRC Launch Control options for starts allow CRF450RX owners to customize their riding experience. Engaging the mellow map 2 is the easiest way to tone down some of the inherent aggressiveness of the Honda, though I prefer using the traction control option of HSTC. With the standard engine map 1 and HSTC in mode 2 utilized, I had an incredible day bobbing and weaving around the second- and third-gear-focused off-road loop found at the MotoVentures facility.

A sealed O-ring chain connects this awesome and manageable power to the rear wheel. It will outlast the standard unsealed units found on both the CRF450R and CRF450RWE. All three models share the same precise shifting and transmission, but the 50-tooth rear sprocket of the CRF450RX is a noticeable improvement in slower and tighter first-gear situations. The CRF450 trio appreciate smooth operators who are willing to use the torque curve appropriately, and the gearing change found on the CRF450RX makes it even more adept in low-speed conditions. At the opposite end of the spectrum, those looking for more spread and less bark can always test the Preston Campbell 14-tooth countershaft sprocket mod.

Just like the CRF450R and CRF450RWE, the 2025 Honda CRF450RX gets its own unique suspension settings. All three bikes share frame, triple clamps, steering stem, outer fork tube, fork lug, and front axle revisions, so suspension fine-tuning was required in accordance with the 2025 updates.

A Showa 49mm closed-cartridge coil-spring fork and Showa shock with 16mm shaft are found on the CRF450RX, as they are on the CRF450R. The CRF450RX comes equipped with softer spring rates, down one rate in both the fork and shock: 4.8 Nm fork springs and a 50 Nm shock spring are well suited for off-road conditions and average riders between the 165- and 185-pound mark. Recommended sag was 105mm and fork height was set at 5mm, great starting points for a slower and more technical introduction day off-road loop.

Related: Dunlop Geomax AT82 Tire Review

After riding just a few sections, it was apparent that Honda kept that accurate and agile feel the 2025 Honda CRFs are known for. Increased physical weight due to a larger fuel tank and kickstand had me nervous that the lighter spring rates would be too soft for my 180-pound frame, but the base settings were excellent given the conditions. With more fork oil than its brothers (327cc in the CRF450RX compared to 310cc for the CRF450R and 325cc for the CRF450RWE) and quicker rebound settings, the CRF450RX has a light and playful nature many 450cc off-road bikes simply lack. In fact, in a way it feels lighter than its Honda 450cc siblings. With soft and plush suspension settings, combined with a chassis that is still so precise, along with a tighter gearbox spread, the CRF450RX hops over any obstacle riders can throw at it.

Back to my suspension notes. The front end of the CRF450RX recovers well in rock gardens, but still has enough damping to control faster and unexpected hits. In the rear, consistent was the first detail I jotted down. Never straying from stock baselines, this was a refreshing change. I typically spend more time chasing clicker settings, but felt compelled to leave well enough alone on this particular day.

One area where the CRF450RX can improve is in shock removal. The procedure for doing so is much less complicated than in preceding years, but the CRF-RX models require one additional step over the CRF-R and CRF-RWE counterparts. Being equipped with kickstands, one has to remove the footpeg and left footpeg bracket before sliding out the required linkage bolt. One extra step, but also a time-consuming inconvenience. If racing your CRF450RX is on the horizon with no kickstand needed, JCR and SLR style, then installing a CRF-R/CRF-RWE footpeg bracket (part No. 50611-MEN-B10) expedites shock changes and simplifies the process.

Scroll down for stock suspension settings of the 2025 Honda CRF450RX. Also, keep in mind CRF450R, CRF450RWE, and CRF450RX models all have unique stock suspension baselines. Be sure to consult your Competition Handbook for more detailed information.

2025 Honda CRF450RX Stock Suspension Settings:

Fork

Compression: 9 clicks

Rebound: 14 clicks

Fork Height: 5mm

Fork Spring Rate: 4.8 Nm

Fork Oil Level: 327cc

Shock

Low-Speed Compression: 9 clicks

High-Speed Compression: 2.17 turns

Rebound: 13–16 clicks

Sag: 105mm

Shock Spring Rate: 50 Nm

Honda’s all-new flagship closed-course off-road competition racer gets a few RX-only items. Starting at the top, red hand guards do their part to keep the digits protected. With good styling and performance, I have even chosen to run these OEM units on regular CRF450R testbikes. The fit is clean with no handlebar-mounted brackets to deal with, and they do their job!

Next on the list is the increased capacity of the 2.1-gallon fuel tank. More range off-road is always a good thing, and Honda didn’t just mail it in and leave the smaller (1.7-gallon capacity) CRF450R/CRF450RWE unit. Radiator shrouds are affixed with one extra bolt on each side, so be sure to note this RX-only fitment if ordering aftermarket plastics. An aluminum kickstand is attached to the footpeg bracket, so new owners have OEM Honda options if they either want to remove their kickstand and utilize a CRF-R/CRF-RWE bracket, or add a Honda-designed kickstand to their CRF-R/CRF-RWE.

Related: 2025 Dirt Rider 450 Motocross Bike Comparison Test

Out back, an 18-inch rear wheel is much more off-road compliant. Finally, Dunlop Geomax AT81 tires make contact with the ground. The 90/90-21 front and 120/90-18 rear dimensions give the CRF450RX more comfort, especially in the rear compared to 19-inch motocross model designs. SLR Honda noted that the Dunlop Geomax AT82 is now their front tire of choice, while JCR Honda utilizes Pirelli sneakers. Tires are personal preference, and a majority of riders have their favorites.

Besides these RX-only modifications, Honda relies on a majority of the same quality parts found on the CRF450R. A Renthal Fatbar 839-bend handlebar in an identical OE position and Honda glue-on grips keep ergonomics similar to that of the CRF450R. Footpegs are interchangeable among the CRF-R, CRF-RX, and CRF-RWE models. Seat is the same CRF-R shape, with the same cover, so the only change between the knees is the wider and taller fuel tank profile.

Nissin brakes are solid, strong, and predictable, though I run my lever positions in quite a bit from the fully extended typical dealership orientation. The 260mm front rotor is protected by a black plastic guard, as are the frame rails and engine cases by an OE skid plate. Honda does not include a rear disc guard, but necessary mounts are already on the brake hanger assembly if new owners want to add one at a later date.

How does the CRF450RX perform in action? Absolutely stellar. On the second- and third-gear MotoVentures facility test loop, it felt like the CRF450RX was on rails. A heavily weighted front end allows riders to stand and steer confidently, as the CRF450RX shares a very similar weight bias to the CRF450R and CRF450RWE platforms. Faster fourth- and fifth-gear open desert sections will likely require the addition of a steering stabilizer, but that’s a common tactic high-speed racers choose to utilize on nearly every machine.

The 22mm-offset triple clamps come standard on all three Honda 450cc competition machines, and Preston Campbell relies on the stock lower clamp with a BRP upper for even the fastest of NHHA loops. As a longtime fan of Honda’s comfortable ergonomics, as well as the all-new 2025 chassis revisions, I felt right at home spinning lap after lap around the 10-minute MotoVentures training loop. Adding nearly two hours to the meter as the ride day concluded, I thoroughly enjoyed my time with Big Red’s 450cc cross-country racer.

The MSRP for the 2025 Honda CRF450RX is $9,999, identical to that of the 2024 model. However, the all-new 2025 boasts significant improvements in both chassis and suspension categories. With a price increase of $300 over a standard CRF450R, the CRF450RX is a no-brainer for buyers who want a slightly easier-to-ride engine character, longer range, kickstand, and more comfortable 18-inch rear wheel.

Built by Honda with off-road racing in mind, the CRF450RX retains an aggressive DNA better suited for trail racing than simply trail riding. It’s a good thing Honda also has the CRF450X for those looking to do more trail riding, as well as a variety of off-road models in varying sizes for riders of every ability.

Thank-you to American Honda Motor Company for allowing us to test the 2025 Honda CRF450RX at the amazing MotoVentures facility; Alpinestars, Bell, FMF, and USWE for the protective wear; Ryan Dudek, Uziel “Ozzy” Hernandez, Steven Tokarski, and Preston Campbell for the tuning and tech tips.

Helmet: Bell Moto-10 Spherical

Goggle: FMF PowerBomb

Neck Brace: Alpinestars BNS Tech 2

Hydration Pack: USWE Outlander 3

Jersey: Alpinestars Techstar Dreem

Gloves: Alpinestars Techstar

Pants: Alpinestars Techstar Dreem

Boots: Alpinestars Tech 7

Bike Stand: Works Connection Factory 4

Number Plate Backgrounds: DeCal Works preprinted