A host of aftermarket companies joined forces to complete the final package. Aside from the CRF450 bottom end, not a single
area of the Wiseco bike was left untouched. Companies like Renthal, CV4, Cycra, Dunlop, Dubya, D.I.D., VP Racing, Galfer,
Talon, DT1, Hammerhead, Moto Tassinari, Injectioneering, Vortex, CRF Stuff, Fusion Graphix, and Works Connection played
various roles in the completion of Wiseco’s modified Honda CRF450.
By now you know how the MXA wrecking crew feels about the 2014 Honda CRF450, but in case you missed our comprehensive 450 shootout, found on page 100 of this issue, we’ll provide a brief synopsis of the CRF450. It has a meager but manageable engine that pumps out fewer ponies than the much-smaller KTM 350SXF. The six-spring clutch is much better than the monstrosity of a four-spring design found on the 2009–’ 12 CRF450, but there’s still much to be desired. Kayaba PSF air forks grace the bike, but there’s room for improvement in the suspension department. And then there’s the aggressive handling, with too much bias on the front end. For these reasons—and, sadly, several more—the 2014 Honda CRF450 finished last in our shootout. It was at the bottom of the barrel. Or, to put it in a more positive light, the CRF450 had the most unfulfilled potential of any bike in the class. There have to be winners and losers, but, believe it or not, we have a soft spot in our cold, opinionated hearts for the 2014 Honda CRF450. Why? The bike could very well be a winner—if only the glaringly obvious issues were fixed at the factory. The engine runs like
The FMF Factory 4.1 RCT exhaust system, constructed from
titanium and carbon fiber, added punch and abruptness off
idle. Most MXA test riders prefer the performance of a single
muffler, but in this case, the FMF dual intensified the engine’s
low-to-midrange power. We liked it.