Share This Article
Even though the Honda hasn’t changed much for 2022, Showa as well as Honda worked on creating more hold up from the suspension. This lead us to create another baseline setting for you 2022 owners. The ECU has also been updated, but there is still some lean pop on de-cel so we are currently working/looking into one type of stock ECU reflash to see if we can get it better. However, compared to the 2021, the ECU is much cleaner upon throttle delivery and has more connection to the rear wheel. We also took it a step further this year and matched up some traction control settings to map settings for you to try at your local track. There are two combinations below that we think can help you lower your lap times and make big red easier to ride. As always if you have questions about your new Honda, we will always try to help, so email us at kris@keeferinctesting.com if you have some thoughts/questions.
Optional Suspension Setting:
The stock suspension for 2022 is a firmer feel and to us that is a step in the right direction. However it still might be too soft for you if you’re anywhere over 180 pounds. Honda has a 5.0 N/m fork spring that is adequate for most, but even with the having more low speed compression damping for 2022, once broken in it might be a tad soft for riders north of 180. Out back the 54 N/m shock spring is a little soft, but the 2022 valving is much better on high speed compression so going to a stiffer spring was not warranted for my 170 pound frame. If you’re over 190 pounds then I would recommend going to a 56 N/mm spring with the correlating clicker adjustments. This will help the Honda from riding too low in the stroke under acceleration when you’re pushing 200 pounds. However, with the 54 N/mm spring and the 2022 valving the CRF450R has more rear wheel traction and added comfort on small chop so trying the clicker adjustments set to the 54 N/mm spring is worth a shot first. Remember, if you’re near 200 pounds and not into spending more money on a re-valve at this time, simply get some heavier springs and try this setting:
Fork: (170-200 pounds)
Spring Rate: 51 N/mm
Height: Flush
Comp: 10 out
Rebound: 12 out
Shock: (170-180 pounds)
Spring Rate: 54 N/mm
L/S Comp: 11 clicks out
H/S Comp: 2 1/2 clicks out
Rebound: 9-10 clicks out
Sag: 105mm
Shock: (180-200 pounds)
Spring Rate: 56 N/mm
L/S Comp: 13 clicks out
H/S Comp: 2 3/4 clicks out
Rebound: 11 clicks out
Sag: 105mm
Torque Specs:
I still prefer going to these torque specs on the 2022 Honda CRF450R. I spent a few more days experimenting with torque settings on the 2022 and have came up with the spec chart below. What these updated torque specs do for you is slightly improve the bump compliancy and front/rear wheel traction of the 2022 CRF450R. This isn’t a cure all, but you will feel a little extra comfort in your red ride. If you don’t see a torque spec on a portion of the bike that is not below, don’t freak out, just go with the stock recommended torque spec. I experimented with a lot of different parts of the chassis with torque specs and the bolts/nuts below make the mosts difference on the red machine. It may not seem like much, but it’s the little things on this bike that can make the Honda chassis FUN for the average guy. Out of all of the machines that I have experimented with on torque settings, this bike reacts the most to it, so pay attention to your nuts/bolts on your Honda! Follow the torque spec sheet below and make sure to blue Loc-Tite the bolts/nuts on each to ensure you have no issues down the road.
Rear Axle Nut (Qty. 1):
Stock: 128 Nm
Updated Spec: 120 Nm
Fork Top Clamp Pinch Bolts (Qty. 4):
Stock: 22 Nm
Updated Spec: 19 Nm
Fork Bottom Clamp Pinch Bolts (Qty. 4):
Stock: 20 Nm
Updated Spec: 16-17 Nm
Swingarm Pivot Nut (Qty. 1):
Stock: 88 Nm
Updated Spec: 81 Nm
Front Engine Hanger Plate Bolts (Qty. 4):
Stock: 26 Nm
Updated Spec: 24 Nm
Front Engine Hanger Plate Nut (Qty. 1):
Stock: 54 Nm
Updated Spec: 51 Nm
Cylinder Head Hanger Bolt (Qty.2):
Stock 54 Nm
Updated Spec: 51 Nm
Cylinder head Hanger Plate Bolts (Qty 4):
Stock: 32 Nm
Updated Spec: 29 Nm
Shock Absorber Upper Mounting Bolt (Qty. 1):
Stock: 44 Nm
Updated Spec: 42 Nm
Traction Control/Map Switch:
This is something I did not play with much the last couple years on the Honda CRF450R. Sometimes I get caught up with the chassis of this motorcycle so much that I forget to play with the other options Honda has to offer the rider. Below are a couple combinations of map/TC settings for you to try on certain types of tracks.
Track Type/Condition: Afternoon when track still has some traction available, but also has loose dirt on top with acceleration chop in ruts.
Map 1/TC1
With the map switch set to 1 and TC on 1 this gave me more control of the machine under throttle when track was going away slightly. Most of the time these conditions happened around lunch time (if track was open at 9AM) when lines were formed and ruts were established. With the TC on 1 through choppy ruts it allowed for more rear wheel traction and a less harsh feeling from the rear of the machine. I honestly wouldn’t rule this setting out in the morning when lines weren’t established and you need to find some traction on freshly tilled/watered dirt. If you’re looking to keep the low end excitement but gain just a hair less of throttle response try the map 1/TC 1 combo.
Track Type/Condition: Late afternoon when track is beat up with blown out lines with all the good traction pushed off, or the dirt has dug down far enough to where it’s hard pack.
Map 1/TC3
With the map switch still on map 1 and TC now on 3 this gives the rider a much more heavier low end chugging feel (almost like a long rod feeling) with less excitement on 2nd-3rd gear roll on. Some of you may ask why not just put it on map 2 with TC on 1-2, but to me that combo gas me less connection from my throttle hand to rear wheel. It almost made the bike feel much heavier than I like. With map 1/TC3 the Honda CRF450R gave me a good throttle to rear wheel feel without it feeling heavy in corners. I felt like I had more tire contact patch on lean, under loose/hard dirt and that gave me confidence to roll throttle on earlier exiting corners.
