09 crf 450 gearing ?

stock is 13 / 48 at.2708. smooth & electric , 14/52 at .2692 more torque but more shifting , i need between that ? is it possible to find the difference!

We run 13 50 on our 06 250 and it great out of

The corners yet still plenty of top end!

the reason honda geared the bike up in 04 from 13-49 to 13-48 was to try to calm down the power delivery when they also lightened the flywheel and bumped the compression ratio. For me, when I bumped the compression ratio, it took me a while to learn to be easier off the corner to not light the rear tire up.

when i bought the bike it had 14/52 it was great on a tight track. but on a larger mx track it used a lot of shifting. i tried 13/48 stock it was so silky smooth it would not tire me out plus felt i could feel longer powerband & less shifting. how is it with 13/49 . do you feel more shifting is needed ? 13/48-.2708  , 14/52-.2692 , 13/49-2653 . if the math is right 13 /49 will have even more torque. this is on a 09 fuel injection model , they dont have the long top end over rev like my 06 & 04 did! i,m trying to elongate the power band & gain more power in the same time!

What is stock on 09 450? our 11 250 stock is 13 49my son prefers this , we tried 13 50 on the 11 but he did say he had to shift a little sooner but it pulled out the corner leading to jump better , the 06 is 13 51 and we put the 50 on there and he could run it out further , we ride outdoor mx so it's a pretty good compromise I think!

stock is 13 / 48 at.2708. smooth & electric , 14/52 at .2692 more torque but more shifting , i need between that ? is it possible to find the difference!


13/48 = 3.692 (Stock ratio)


13/49 = 3.769


14/52 = 3.714


I've ran all 3 set-up's on my 09 and I like them all. None are really bad, depending on your specific riding style on/off the track. I personally prefer the 14/52 ratio for mx, it splits the difference between the stock and 13/49 gearing. Pulls like a freight train, and more speed than you could possibly want unless you're Ryan Villopoto. 


Hope this helps.

Yea man thanx , going one up front is like adding three to the rear right ,just seems like a drastic change instead of small incriments , we have one guy that races with us that runs a 14 up front I just have never tied it

just finished put on 14/52  i,ll try it out . it's easier to change latter by leaving the longer chain on this set up. if i fell it is to busy , or it tires me out ,i can always cut a link 

& use 13/48. thanks all.

Report back , cool!

Yea man thanx , going one up front is like adding three to the rear right ,just seems like a drastic change instead of small incriments , we have one guy that races with us that runs a 14 up front I just have never tied it


It's really not that much of a change at all with the 14/52 setup due to the bigger "52" on the rear.. the ratio is actually between the stock 13/48 and 13/49. It provides a little bit more pull without losing the speed you get with the stock 13/48.

14/51 is the ticket!

Hmmm , always looking for that edge!

14/51 is .2741 smoother than stock! it does like falcon 1 stated it really depends on rider , style & conditions. im in nj ,. i like sandy loam . great traction ,but it can steal power. hard to believe but true. 13/48 is great but i like to short shift to save valves & saves my strength. but some times i dont get the lift i need to clear some triple jumps . it can hurt when your 52. 14/52 is like a half a tooth step in gearing.maby i'm getting lazy cause stock was actually a pleasure to use! i'll find out this weekend weather permitting  .

you can hear the slight bog with 13/48.

Edited by 48 on 06 crf450

With my 08, after the 13.5:1 jewelry piston I went with 14/49. It pulls really hard but can make it for a 3 hour hare scramble. The goal wasn't more power but to actually pull 2nd a bit longer before getting to third as well as make 1st even remotely useful. 1st on stock gearing is good for riding from the pits to the line, way to much torque for virtually anything. If I were racing mx, I would say I would still stick with 14/49 on my hometrack, start in second get to third and leave it alone. The transmission may be different on yours but on mine 2nd and third are awful close with larger gaps going to fourth and fifth.

I've used 13/49 on (4) CRF450's with stock motors & seems like a happy medium for me.

well i tried 14/52 today. it pulls ,great, i did feel more shifting . also being the first day on this gearing , it's something i'll need to get use too! it does put the engine in the meat of the power band instantly , but brings shifts on quicker. only lap times will tell which is truly faster! also with bigger sprocket the location of the rear wheel was about 3/8 inch shorter in wheelbase. which intern changes the balance & sag settings. the gearing  ratio is only 1/2 tooth but the chain length must be 5 links longer to keep sag the same. now i see why the teams are always testing. 

great little chart thanks!

Create an account or sign in to comment

You need to be a member in order to leave a comment

Create an account

Sign up for a new account in our community. It's easy!

Register a new account

Sign in

Already have an account? Sign in here.

Sign In Now

  • Similar Content

    • By aminem
      my kill switch is not working and i had bought a new one , My problem is that , i cant disconnect the OEM kill switch . is it a trick to disconnect it !? 
      plz Help
    • By Kevin from Wiseco
      Jeremy Martin Leads the Charge for Wiseco Riders at Daytona Supercross
      Christian Craig Turns in Career Best in 450 Competition
      MENTOR, Ohio (March 13, 2018) – Jeremy Martin showed the way for Wiseco-sponsored riders in Saturday night’s Monster Energy Daytona Supercross presented by Honda. In a season marred by bad luck and misfortune, Martin put together a near flawless ride to earn his first Eastern Regional 250SX Class podium finish of the season.
      Martin qualified eighth for the division’s annual visit to the World Center of Racing, finished fourth in his heat race, and came home second in the 250SX main event, missing his first win of the year by less than a second.

      “It’s Daytona, a real man’s track.” said Martin who sits fourth in points. “It was the toughest race of the year as far as fitness. I had to slow down a little bit, halfway through the main. I was getting close to (race winner) Jordon (Smith) and I was starting to think about where I could make a move on him, then I made some mistakes and he got away from me. Couldn’t quite get close again, but it’s good. We’re on the podium and in contention for wins again. That’s something I haven’t been able to say in supercross in a while. We want to get wins and now we know it’s coming.”
      Martin’s podium was a bright spot, but the rest of the event was rough for the GEICO Honda/Factory Connection squad. RJ Hampshire crashed hard in his heat race and had to be transported to a local hospital. He injured his back and ribs, but shoulder pain left him with the most concern.
      “I felt good on the bike all day,” said Hampshire via his Instagram account. “Had some pretty good speed and my foot just slid off hitting my shifter in those rollers during that heat race. After seeing the pictures from the crash I’m very thankful I didn’t take a shot to my head. I have some fractures in my T3/T4 in my back and ribs. Also have some damage to my lungs which is why I’ll be spending a couple nights in the hospital. I’ll be getting some more checkups this week on the shoulder also.”
      Cameron McAdoo, the third member of the team, was unable to compete at Daytona after being sidelined with a hand injury two races ago in Atlanta.
      Across the paddock, in the premier 450SX Class, Christian Craig got the call to fill in for Team Honda HRC. With the team’s regular riders Ken Roczen and Cole Seely out with injuries, it was up to Craig to carry the load for the factory team, and the upstart rider didn’t disappoint.
      The San Diego native was solid in both qualifying sessions, won his heat race and snagged the holeshot in the division’s main event. After relinquishing the lead to eventual winner Justin Brayton, Craig continued to show he was up for the challenge. The 26-year-old rider raced for second and third for most of the 20-minute-plus-one-lap feature before losing one more spot in the late goings to bring his No. 32 Honda CRF450R home fourth in the final rundown.

      “I had a great week testing with the team,” commented Craig. “They came down to Florida right after Atlanta and I feel like we really improved. Just getting more time on the bike and getting more comfortable was huge. I started off race day feeling really good. My qualifying position didn’t really show it, but overall I was happy with my riding. It’s all about having fun out there, and man, that’s what I did tonight. I was up front in the heat race, fell to third, but then the two guys in front took each other out so I ended up winning. You can call it luck or whatever, but I just put myself in a good position to capitalize on people’s mistakes."
      “I had a good gate pick and some confidence going into the main. I grabbed the holeshot and led for almost the first lap, but [Justin] Brayton got by me pretty quick. I stayed second for quite a while. I just rode my hardest and did my best. Unfortunately, a couple guys got by me so I ended up fourth. The track was so tough. This is only my second time racing Daytona and last year didn’t go well, so I really wanted to get some revenge this year. It’s better than the week before, but man, I was so close to a podium. I just need to keep putting myself in good positions and work on getting better each weekend.”
      Monster Energy AMA Supercross rolls on this weekend when the series visits the “Gateway to the West” for its annual race at the Dome at America’s Center in St. Louis. The 11th of 17 races on the 2018 supercross calendar will be televised live on FS1 Saturday, March 17, beginning at 8 p.m. Eastern Daylight Time, 5 p.m. Pacific.

    • By desert520sx
      I have a 03 450 that I just got and it runs great! I love my bike and am big on preventative maintenance. I have searched the threads on TT and have not found any descriptive threads on how to check valve clearance or adjust them. Just by looking at them, I can see that the intakes need to be shimmed and the exhaust valves can be adjusted quite easily unless one needs to be adjusted differently than the other.
      I tried to do it last night, and lined up the marks on each side to get the piston to TDC to check adjustments and could not get any readings on tolerances on either the intake nor the exhaust. I moved the crank a little bit forward and got a .011 reading on the exhaust valves. I read in a thread that the spec was .011" for the left one and .014" in the right for the auto decompressor. The spec I am using for the intakes is .006" Are these specs correct? :excuseme:The only issue is that the adjustment for the exhaust valves is one and the same. Different from my KTM where you can adjust each valve individually.
      No matter where the cam was on the intake valves, I could not get any readings. Does anyone have a thread, website, downloadable manual, or article on checking and adjusting valves in these beasts?
    • By Eric Schrader
      I am selling my 2007 Honda CRF 450-R which is set up for desert racing (Track/desert). It has an 18" rear tire with a heavy duty setup (see description for details). The bike screams and has a Tokyo mods carb mod with the 10x ignition mapping (currently set to a handlebar switch for smooth power and max power). Gas tank is a 3.2 gallon IMS dry break tank. V4 steering stabilizer included. Precision Concepts suspention, Bike is set up for 6'4" 175lb rider. Zero oil leaks and well maintained using a preventative maintenance method with the best new parts each time. Receipts for all items can be provided. About 20 hours on the rebuilt head. Carb just rebuilt. Starts cold in just 2-3 kicks. 100% reliable bike as long as you turn the gas on.  Current CA Red sticker and original title.
      Expand above to see details
    • By bigg_stevee
      I recently replaced water pump and seal after I noticed that my '02 CRF450R was spilling coolant on easy trail rides. After the water pump swap (which was successful), I noticed the same problem. It's interesting - the bike only spits coolant (I mean a LOT of coolant) after passing anything above 1/2 throttle. The bike makes this weird 'gurgling' noise, like trying to suck through a straw when your glass is almost empty. This is weird because I properly bled/ burped the radiators with coolant, and filled them to normal operating levels. The coolant spills through overflow hose. 
      anyways - I swapped the radiator because I thought maybe the bike was running hot. I purchased oversized radiators, bought a 1.6 radiator cap (with a temp gauge) and bought engine ice. The bike runs very very cool - the temp gauge allows me to see this. Still, the bike shoots coolant out of the overflow after going above half throttle, making the same weird gurgling noise when it does. Bike has all of its power, top end was replaced not too long ago. 
      I'm lost and don't know what is wrong with the cooling system in my bike. How do I make the bike stop shooting out coolant, and stop making the weird gurgle noise??? Any advice would help me!!! Thank you!