Ryan Nitzen | January 21, 2023
We get dirty on Honda’s latest high-performance off-road racers
The CRF450RX is the Red Rider’s version of an off-road race weapon.
Photography by Ryan Nitzen and Align Media
I seem to have been bitten by something. Some call it an obsession. Others call it a sickness. This “bug” I’ve come down with has been plaguing me for years. Injuries, long drives and weekends spent away from family and friends are on the short list of symptoms. Sound familiar? Maybe it runs in the family. If you’re reading this, chances are you’ve had it, too. I looked for cures and was told to get an Rx. But somehow, I ended up at Chocolate Mountain Ranch for the 2023 Honda CRFRX intro. Same kind of Rx, right? I’m beginning to think the doc and I weren’t on the same page.
Recently, I attended Honda’s model introduction for the 2023 CRF250 and 450RX models. These off-road offerings are very close relatives to the CRF-R bikes, which are motocross-specific. The RX, on the other hand, is the off-road version. Think GNCC, NGPC and grand-prix style racing. Both bikes are based directly on the Rs but come with softer suspension settings, a 2.1-gallon fuel tank, handguards, a kickstand and an 18-inch rear wheel. These key mods are done with the off-road racer in mind.
The RX is a spitting image of its R relative.
The RX launch also coincided with a special event, Johnny Campbell’s 30th anniversary with the brand. Campbell is a certified off-road legend, and he’s also among the nicest guys in the pits. He started off as a privateer racing the SCORE series on a CR250R and ended up beating some of the factory Honda riders. Over time he gained support from the Red Riders and claimed an untouchable 11 Baja 1000 wins. Campbell’s also developed bikes like the XR650R and, more recently, the RX lineup. This kind of hands-on approach from both parties gives a good insight into the evolution of the RXs.
Campbell and the Honda crew laid out a 15-minute loop for us media folk to ride through the rolling hillsides of Chocolate Mountain Ranch. With a light mix of the motocross track, singletrack, and even a little turn-track action, the course was similar to the conditions in the West Coast off-road scene.
Pushing the 250RX to its limit.
2023 Honda CRF450RX
First up, the CRF450RX. This year’s 450RX gets all the same updates as the R model. That means better-balanced suspension settings and, more importantly, a smoother engine character. This is key for an off-road specific bike. Last year’s Honda 450cc engine was ultra-fast and almost light-switchy at times. We applauded the updated ’23 R motor for its rideable personality, and the RX fits in just the same. The more linear response is especially useful in the tight singletrack when little bits of throttle goes a long way.
Three maps (and three versions of traction control) are also available on the RX. You have standard, smooth and aggressive. These options are more useful on the off-road bike than on the moto bike. For instance, the twisty singletrack was the perfect setting for the smooth map. But if you were to race this bike in a wide-open desert race or grand prix with fifth-gear straightaways, the aggressive map would be handy. Throttle response can be so quick to react these days that different personalities can be helpful in different scenarios.
The softer suspension of the 450 made the ride quality much more enjoyable, too. Honda inherently errs on the stiffer side, and the newest gen is no exception. For off-road targeted riding, the softer settings are good across the board. Pair that with the larger sidewall on the 18-inch rear wheel, and the bump absorption on those rough off-road loops becomes much easier to deal with. No doubt, you’ll be favoring the RX when you’re halfway through your hour-plus off-road race.
The 2023 CRF250RX gets no real changes for this model year.
2023 Honda CRF250RX
The 250RX, on the other hand, received virtually no changes for 2023, as the 250R model was also left untouched for ’23 (both bikes were totally redone in 2022). This ride came at a convenient time, as we’d recently wrapped up our 250cc motocross shootout. With a fresh memory of Honda’s CRF250R, we jumped aboard the 250RX for an almost direct comparison.
What’s great about the 250RX is that it eliminates nearly everything we complained about on the R. The softer suspension is a main focus. The R is noticeably stiff, ultimately dropping it in our overall motocross shootout rankings. The RX, on the other hand, still uses the likable and nimble chassis but pairs it with a more user-friendly suspension setting. Hopping over bumps or setting up for a flat turn felt noticeably easier on the RX due to its softer nature.
Taking on enduro-style obstacles is easier on the RX than it is on the R
Power on the 250RX is another plus. This motor was heavily revised in 2022 and has been well-received since its inception. The improved bottom end and midrange power allow the small-bore output to be great in the tight stuff, and we ended up spending more time on the 250 than the 450 for that reason alone. In some cases, the 450 was just too much, and the smaller of the two RXs is simply more fun to ride in the technical sections. The aggressive map added a little extra punch for the quick uphills and was well-liked on the motocross portion. We can only imagine how fun this thing would be in the woods.
Both bikes come standard with 2.1-gallon fuel tanks. Yes, they are a bit bigger and wider than the standard 1.7-gallon tanks on the R models, but if you’re already riding with a desert tank, this will feel thin. The tank is hardly noticeable when standing, and cornering feels like riding a stock Yamaha. No biggie. The gain of extra mileage makes it a win in our book. Add on the kickstand, rear wheel and handguards, and suddenly the $300 price bump seems like a killer deal (standard CRF450R MSRP is $9599, CRF450RX is $9899).
For reference, just adding an IMS 2.6-gallon tank to a new CRF450R, for example, will set you back $392.
Catching some airtime is just as fun on the RX.
2023 Honda CRF250RX & CRF450RX Review
So why would you pick one of these bikes? This is Honda’s bid in the cross-country racing segment, competing with KTM’s popular XC line, Yamaha’s FX models and Husqvarna’s FX cross-country bikes. Honda still offers the CRF450X, more on that later, but the RX splits the difference between MX and off-road. Woods racers, grand-prix racers, weekend riders, or even someone who frequents the moto track once every other month will likely lean more toward the RX than the regular R. As we mentioned earlier, getting the handguards, tank, suspension and wheel straight from the OEM is looking like a better deal than buying an R and slapping those pieces on individually.
Overall, these RX models are solid contenders with true Honda racing in their bloodlines. They’re based almost entirely on the R model but fill the void for riders who aren’t solely riding the motocross track like Chase Sexton or Jett Lawrence. A bigger tank, more compliant suspension, a kickstand and an 18-inch rear wheel might be the prescription to scratch your off-road itch.CN
Old Faithful: CRF450X
Before the CRF450RX, there was the CRF450X. The first-gen X still has a cult-like following, and you’ll see droves of them in the West Coast deserts of the Southwest. Compared to the latest-generation CRF450RX, the X maintains Honda’s old-school heritage when it comes to off-road riding. It also maintains a smaller price tag by about $100.
The 450X is the most trail-friendly version of the 450 family.
The 450X is more trail bike than race bike, like the RX. Think Honda’s entry-level and family-orientated CRF-F line but make it a 450X for Dad. The 450X comes with many of the same add-ons as the RX—larger tank, handguards, kickstand and 18-inch rear wheel, but also features a headlight and a wide-ratio six-speed transmission. Another boost for the X is its California green-sticker compliance, meaning it can be ridden on OHV land all year without restrictions. For the X to achieve this compliance, however, it’s fitted with specific parts to make it meet stringent California emission standards. These add-ons, unfortunately, add weight: 24 pounds to be exact. The 450X weighs 275 pounds, the RX 251 pounds.
These restrictions do just that, restrict. As a result, the 450X’s motor doesn’t feel anything like the 450RX’s, despite being based on the same Unicam architecture. The X is much more user-friendly than the RX. However, those who don’t care about getting to the trail’s end first won’t mind at all. The RX is the better choice if you want to race to win. But if comfort and accessibility is your thing, the X will be your best friend. The X’s suspension is much softer than the RX’s, and that’s because the X is designed for trail riding, not racing. At least right out of the crate. Baja racers, however, still have success on modified Xs.
The X’s six-speed tranny is nice, too, and the softer nature of this bike makes it feel stable at higher speeds.
If you take the X for what it is, it’s a blast. It’s an excellent trail bike and desert cruiser. But if GNCC, WORCS or GP racing is your thing, your best prescription is RX.CN
VIDEO | 2023 CRF250RX & CRF450RX
