Kevin Windham doesn’t mind the geometry of the 2011 Honda CRF450. K-Dub utilizes the stock triple clamp offset and shock
linkage. Where he differs is in the position of the footpegs, which are located higher and farther back than stock.
have the tunable Air4orce intake system. The team expects to use this system once more testing has been done. The ECU mapping has been tweaked to pump up the performance of the revitalized engine. Windham relies on a Vortex X10 programmable ECU that is custom mapped by Kristian Kibby. Surprisingly, Windham’s bike does not have different maps for each gear. Although the team did test the concept of using different mapping for each gear, they didn’t feel that it was necessary. It should be noted that even though Kevin’s CRF450 has a five-speed gearbox, Windham typically uses only two gears in Supercross. As for the EFI throttle body, it has been modified by Injectioneering for radically improved throttle response. Windham prefers the older-model 50mm throttle body over the 2011’s 46mm Keihin venturi. Why? The smaller throttle body was designed to improve bottom-end power, but Windham doesn’t use low revs very often during a race. As Kibby stated, “It’s an overall package thing. You might have a bottom-end pipe and a throttle body that helps the top end. This overall package is happiest with a 50mm throttle body.” Forks: For two years now Kevin has opted to run production 48mm Showa forks from a CRF250 instead of Honda’s works units. Most riders would spring for the high-status 50mm works forks, but they would do it for the wrong reasons. While Showa works forks are expen- sive, high tech and built to sustain high impacts, they aren’t practical for 99. 9 percent of riders—and Kevin Windham includes himself in the majority. K-Dub prefers the flex characteristics of the stock CRF250 Showa forks, because they are more forgiving. It should be noted that he 2011 Honda CRF450 comes stock with Kayaba forks. Factory Connection works their magic on the suspension internals—obviously the valving is on the stiff side for the sake of Supercross rhythm sections and whoops. External coatings, such as titanium nitrate, have been used on the fork tubes and in other key areas to prevent stiction. It should be mentioned that Windham prefers the standard offset triple clamps with the standard races, and that Factory Connection revalved the steering damper. Shock: Windham’s riding style is as smooth as silk, but that doesn’t mean that he’s not hard on his shock. Last year, while testing Trey Canard’s Geico/Honda CRF250, the MXA wrecking crew learned that Kevin had bent several shock shafts during preseason testing, so we weren’t surprised to discover that Windham relies on a works Showa shock with a super-sized shock shaft. Nothing short of an elephant seat-bouncing a triple would make this shock shaft bend. A titanium shock spring is used to save weight. The shock’s internals have been revalved by Factory Connection, and a secondary shock reservoir has been used for added nitrogen volume. The extra reservoir is routed inside the airbox for safe stowing. Unlike the works Showa shock, the Factory Connection secondary shock reservoir is available to the public. Miscellaneous: Since Kevin is a tall guy, he runs the standard-height subframe. And while the complete linkage is stock, including the pullrod, Kevin’s footpegs have been moved 5mm up and back on the frame. Kevin prefers this placement because it puts more weight on the rear wheel. For the Geico/Honda team, it’s a no- brainer. It’s much easier to move Kevin back on the bike