Factory Ride: Tim Farr’s Honda 450R

ADMIN

• November 08 2005
• 877 views
• 23 comments

Tim Farr has what most pro riders can only dream of-a factory ride with Team Honda. Interestingly enough, while Honda was enjoying the early stages of their dominance in the early ’80s, Farr was just starting his racing career aboard his own Honda. But as luck would have it, shortly after Farr joined the racing scene all the factories discontinued their ATV racing programs, and the privateers were left to do it on their own.

Fast-forward to the present: Farr is now the first official Honda factory ATV rider in almost twenty years-competing aboard the highly-competitive TRX450R. Compared to other pro bikes on the circuit, Farr’s 450R looks borderline tame. The bike’s red, blue, and carbon trim are somewhat subdued, but there’s a strong statement behind those simple looks. At its core, this machine is a true racer. Aboard this very machine, Farr took the motocross season opener win at Glen Helen making it look easy-leading both motos from starting gate to checkered flag. At press time he’d been on the podium at four out of seven rounds, with two of those being overall wins. Here we look closer at his machine, breaking it down into three major categories: chassis, suspension, and engine.

Chassis

Farr’s 450R frame is identical to the one you can buy right off the showroom floor. Neither Farr nor his head mechanic Mark Baldwin have found a need to gusset the stock frame yet. A long-time test rider for Honda, Farr helped in the development process, giving Honda crucial feedback-a role Farr still actively participates in as a factory rider. The testing he does now is compiled and sent to Honda for use in developing future models. Honda R&D collects data on carb jetting, engine performance, suspension and handling, and, of course, chassis reliability (something Farr helped test as a rider on the winning 2003 Baja 500 team). One thing is for sure: the 450R frame-it’s stout.

Suspension

Farr has been riding PEP shocks since the early ’80s, and he continues to do so today. His 450R currently sports PEP ZPS (Zero Preload System) shocks both front and rear. Up front is a pair of compression/rebound adjustable triple-rate PEP ZPS shocks, and in the back is a single-rate compression/rebound adjustable unit. The shocks provide 11 inches of travel up front and 11 1/4 inches in the rear.

The shock setup differs greatly from track to track. Farr’s suspension tech (and PEP owner) Wayne Mooradian plays with spring rates and crossover heights, in addition to the standard external adjustments to the compression and rebound settings. For rough tracks like Macon, Farr generally runs stiff spring rates up front with less compression damping and a fairly fast rebound in an effort to help him skim over the top of whoops. He likes the suspension to react quickly to the rough stuff, and doesn’t get overly concerned about body roll since there aren’t a lot of fast or smooth corners to contend with. For really rough or sandy, whooped-out tracks, Farr of course likes a softer setup.

Farr firms up the front suspension for tracks that are super smooth, or really fast. For example, this year’s Gatorback in Florida, the first moto was so smooth it had many of the racers thinking they were at a TT event. It was very hooked up, with a lot of flat corners and plenty of traction. Farr chose to run the bike stiffer by making the shocks cross over into the main spring. “You want the suspension set so stiff that the bike won’t want to roll in the corners,” Farr adds.

In the rear, Farr sets up the bike so the suspension is able to react fast over braking bumps on sandy/rough tracks. According to him, he wants the suspension to move freely, so he sets it a bit softer. The flip side to that is if you run the rear end soft, it squats and transfers weight to the rear, so you get tons of traction. This in turn makes the front end push, which is especially bad on high-traction tracks. In that case, he would want to run e rear stiffer.

Another key sponsor in Farr’s suspension program is Walsh Racecraft. Farr runs a set of Walsh +3 A34 suspension arms and tie rods with a 19.5-inch rear swingarm (roughly an inch longer than the stocker for more stability).

Engine

Head mechanic Mark Baldwin and Farr have been friends since the Honda rider’s amateur days. To get the max power out of the stock engine, Baldwin starts out by disassembling it, and then reassembles it with his own MX National kit. Baldwin uses a high-compression Wiseco piston and his own custom cams and titanium intake valves. He also flow ports the head to extract every last ounce of power.

Other mods include the use of a Honda CRF dirt bike carb (specially modified by Baldwin to fit the stock 450R airbox), and a Vortex ignition system. The ignition has been modified by renowned engine builder Ron Woods of Tokyo Mods. Woods used to work at Honda as the head engine builder for the off-road program. He’s helped Farr by designing special ignition maps just for the 450R application, and they’ve found some really big gains. Farr now rates the engine conservatively in the low- to mid-50 horsepower range.

White Brothers, has also been instrumental in helping him get the most power possible from his 450R engine. Before the season started, White Brothers tested and tuned different exhaust systems. Farr’s 450R is currently equipped with a new White Brothers Carbon Pro exhaust. The extremely lightweight pipe is made from titanium, which is then mated to a carbon-fiber canister (with a very cool machined aluminum endcap). To get more air flowing to the engine, Farr also runs one of White Brothers’ new Power Filters.

Farr’s Honda is equipped with “special” tranny parts from Honda R&D of Japan that make it shift better. We tried guessing at the internals in question, and Farr quickly switched gears (pun intended). Baldwin himself has also found a few tricks to even further enhance the bike’s smooth shifting ability. It’s top-secret stuff, but we’ll let you know if we break the transmission code.

So there you have it-an inside look at one of the most advanced motocross machines on the track today. It’s amazing how much potential the stock machine truly has. Once you start undergoing the regular race-trim setup changes (suspension, engine, etc.), the machine really starts to come alive. Now if we could only ride it as fast as Farr does…

(specs sidebar)

Tim Farr’s 2005 Team Honda 450R

Chief mechanic: Mark Baldwin

Suspension tech: Wayne Mooradian

Engine

Tuner: Baldwin Motorsports

Displacement: 450cc

Bore x stroke: Stock

Piston: Wiseco

Compression: 13.5:1

Rod: Stock

Crank: Stock

Porting: Baldwin Motorsports

Valves: Stock exhaust/Baldwin Motorsports Ti intake valves

Cams: Baldwin Motorsports MX cam

Carburetor: CRF450 modified by Baldwin Motorsports

Exhaust system: White Brothers Carbon Pro

Ignition system: Vortex 3D CDI (modified by Tokyo Mods)

Airbox: Stock

Air filter: White Brothers Power Filter

Air filter oil: Pro Honda Oil and Chemicals air filter oil

Oil: Pro Honda Oil and Chemicals HP4M/HP4

Fuel: VP C12

Drivetrain

Clutch basket/hub: Hinson Racing

Plates: Stock

Springs: Stock

Sprockets (f/r): Stock

Gearing (f/r): 14/37

Chain: DID ATV X-Ring

Chassis

Frame: Stock

Frame mods: None

A-arms: Walsh Racecraft +3 A34

Swingarm: Walsh Racecraft 19.4″

Steering stem: Walsh Racecraft +1

Steering stabilizer: Precision Racing Products

Axle: RPM Dominator 2

Footpegs: DG

Nerf bars: DG w/pro pegs

Bumpers: DG National series

Hubs (f/r): Baldwin Motorsports/Stock

Suspension

Front shocks: PEP ZPS

Front shock travel: 11″

Rear shock: PEP ZPS

Rear shock travel: 11 1/4″

Tie-rods: Walsh Racecraft

Linkage: Walsh Savior Racecraft

Brakes

Calipers (f/r): Stock

Rotors (f/r): Stock

Pads (f/r): Stock

Lines (f/r): Stock/PEP steel braided

Brake pedal: Stock w/Baldwin Motorsport brake extension

Brake fluid: Pro Honda Oil and Chemicals

Tires & Wheels

Front tires: ITP Holeshot MXR (26×10)

Front wheels: Douglas Yellow label

Rear tires: ITP Holeshot MXR4 (18×10x8)

Rear wheels: Douglas Ultimate Beadlock

Controls & Misc.

Handlebar: Pro Taper ATV bend

Grips: Pro Taper

Clutch lever: Stock (modified by Mark Baldwin)

Brake lever: Stock (modified by Mark Baldwin)

Throttle housing: Stock

Cables: Stock

Seat: Stock

Seat cover: Quadtec

Graphics kit: Stock with sponsor logos

Radiator: Stock

Quadtec 450R carbon fiber front hood

White Brothers oil-fill caps

BMS bearing carrier

BMS Anti-fade axle nut

PEP upper chain roller bracket

PowerMadd handguards

Updog number plates

Total cost (approximate): $22,000

(end specs sidebar)

(sidebar)

Farr’s Fast 5

Tim shares his top five speed secrets

Plan on setting up your 450R for racing? Here are Tim Farr’s top five areas that need to be addressed before you take to the track.

1. Chassis package: Farr’s advice is to make sure you get the bike handling as best as it can before you strap in more power. “Today’s 450s make plenty of power,” says Farr. “First and foremost you should concentrate on getting your suspension setup dialed in properly.” Farr recommends the usual A-arm/swingarm/shock combo that you see on most race bikes. He’s recently started running Walsh Racecraft components, and judging from his results, they seem to be working quite well on his Honda.

2. Power: Only after you’ve modified the suspension and handling should you start tuning for more power. Farr recommends starting out with the basics by adding an exhaust, a jet kit, and an air filter to wake up the engine. “With those simple mods you can expect a gain of roughly five to seven horsepower.” Farr runs one of White Brothers new Carbon Pro pipes, which weighs drastically less than the average Honda pipe (it’s made out of lightweight titanium). He is quick to point out that if that pipe exceeds your budget, White Brothers makes a trick aluminum one, as well.

3. Rev box: “The second you slap on smaller diameter tires, you’re constantly hitting the rev-limiter, ” says Farr. To counter that, you’ll need a rev box with a higher limiter. “I think Vortex currently makes the nicest, cleanest, and most reliable systems out there. The rev cut off is also set at a good number-it takes it from roughly 9,750 to 11,200.”

4. Steering damper: Adding a steering damper helps take away the harsh jolts and all that handlebar feedback when hitting square-edge bumps and other rough sections of track. They also make the machine super stable at speed. “Once you ride with one, you’ll never go back,” adds Farr.

5. CRF450 Carb: If you’re at the level where you’ve decided to do some serious motor work (adding cams, doing some headwork, etc.), then one of the best mods you can do is bolt on a CRF450 dirt bike carb. According to Farr, he sees much better throttle response and more crisp acceleration. “Adding the CRF carb after you’ve modified the engine makes a big performance difference, but I wouldn’t recommend doing it with a stock engine,” says Farr.

(end Fast 5 sidebar)

(sidebar - Ride Time)

Ride Time

Ever wanted to know what it’s like to ride a Factory Honda? Now’s your chance…

Over the past few years, I’ve been fortunate enough to ride most of Tim Farr’s winning machines. I’ve ridden his old championship-winning Yamaha and Honda hybrid pro bikes, as well as his Pro Production Suzuki. After winning the Budd’s Creek GNC, Farr asked if I wanted to throw a leg over his Factory Honda 450R. He barely had a chance to finish the sentence before I was suited up and ready to (f/r): Stock

Rotors (f/r): Stock

Pads (f/r): Stock

Lines (f/r): Stock/PEP steel braided

Brake pedal: Stock w/Baldwin Motorsport brake extension

Brake fluid: Pro Honda Oil and Chemicals

Tires & Wheels

Front tires: ITP Holeshot MXR (26×10)

Front wheels: Douglas Yellow label

Rear tires: ITP Holeshot MXR4 (18×10x8)

Rear wheels: Douglas Ultimate Beadlock

Controls & Misc.

Handlebar: Pro Taper ATV bend

Grips: Pro Taper

Clutch lever: Stock (modified by Mark Baldwin)

Brake lever: Stock (modified by Mark Baldwin)

Throttle housing: Stock

Cables: Stock

Seat: Stock

Seat cover: Quadtec

Graphics kit: Stock with sponsor logos

Radiator: Stock

Quadtec 450R carbon fiber front hood

White Brothers oil-fill caps

BMS bearing carrier

BMS Anti-fade axle nut

PEP upper chain roller bracket

PowerMadd handguards

Updog number plates

Total cost (approximate): $22,000

(end specs sidebar)

(sidebar)

Farr’s Fast 5

Tim shares his top five speed secrets

Plan on setting up your 450R for racing? Here are Tim Farr’s top five areas that need to be addressed before you take to the track.

1. Chassis package: Farr’s advice is to make sure you get the bike handling as best as it can before you strap in more power. “Today’s 450s make plenty of power,” says Farr. “First and foremost you should concentrate on getting your suspension setup dialed in properly.” Farr recommends the usual A-arm/swingarm/shock combo that you see on most race bikes. He’s recently started running Walsh Racecraft components, and judging from his results, they seem to be working quite well on his Honda.

2. Power: Only after you’ve modified the suspension and handling should you start tuning for more power. Farr recommends starting out with the basics by adding an exhaust, a jet kit, and an air filter to wake up the engine. “With those simple mods you can expect a gain of roughly five to seven horsepower.” Farr runs one of White Brothers new Carbon Pro pipes, which weighs drastically less than the average Honda pipe (it’s made out of lightweight titanium). He is quick to point out that if that pipe exceeds your budget, White Brothers makes a trick aluminum one, as well.

3. Rev box: “The second you slap on smaller diameter tires, you’re constantly hitting the rev-limiter, ” says Farr. To counter that, you’ll need a rev box with a higher limiter. “I think Vortex currently makes the nicest, cleanest, and most reliable systems out there. The rev cut off is also set at a good number-it takes it from roughly 9,750 to 11,200.”

4. Steering damper: Adding a steering damper helps take away the harsh jolts and all that handlebar feedback when hitting square-edge bumps and other rough sections of track. They also make the machine super stable at speed. “Once you ride with one, you’ll never go back,” adds Farr.

5. CRF450 Carb: If you’re at the level where you’ve decided to do some serious motor work (adding cams, doing some headwork, etc.), then one of the best mods you can do is bolt on a CRF450 dirt bike carb. According to Farr, he sees much better throttle response and more crisp acceleration. “Adding the CRF carb after you’ve modified the engine makes a big performance difference, but I wouldn’t recommend doing it with a stock engine,” says Farr.

(end Fast 5 sidebar)

(sidebar - Ride Time)

Ride Time

Ever wanted to know what it’s like to ride a Factory Honda? Now’s your chance…

Over the past few years, I’ve been fortunate enough to ride most of Tim Farr’s winning machines. I’ve ridden his old championship-winning Yamaha and Honda hybrid pro bikes, as well as his Pro Production Suzuki. After winning the Budd’s Creek GNC, Farr asked if I wanted to throw a leg over his Factory Honda 450R. He barely had a chance to finish the sentence before I was suited up and ready to ride.

Farr told me that between motos they had changed a couple things to mellow out the powerband. Apparently, the track was getting a little choppy, and Farr wanted to smooth out the power delivery. They mostly did this by using a different-bend, aluminum White Brothers pipe in place of the Carbon Pro he’s been running. The aluminum pipe makes more torque and is considerably less peaky. As I kicked the bike over, Farr leaned in and warned me that it still had a lot more snap than what I was used to riding. He smiled slyly as I rode off.

Since there were still other motos going at the time, I didn’t hit the track. But right behind the MX facility at Budd’s Creek is a wide-open, dirt oval track. I figured if I was going to get a feel for the true power this bike produces, there would be no better place than out there.

I rolled onto the track and started my parade lap to get a feel for the controls. After half a lap, I decided to throw caution to the wind and just pin it! Farr was certainly spot-on with his prediction-his 450R was considerably faster than any Honda I had ever ridden. The torque comes on very strong down low, and builds from there until it starts falling off toward the top. Farr later told me that the Ti pipe they usually run moves the meat of the power into the mid-range, and it comes on really strong all the way up into the overrev. I liked how smooth the power delivery was with the aluminum pipe setup. The bike is still very powerful, but extremely easy to ride. The other thing I noticed was how smoothly Farr’s bike shifted. It isn’t as if the stock Honda shifts poorly, it’s just that Farr’s bike shifted so much smoother, it was noticeable. He and Baldwin have really done their homework. The last thing I noticed was how smooth and precise the steering felt. The bike felt very stable at speed (according to Farr, I was easily approaching the upper 70mph range going down the back straight in fifth gear).

Farr’s bike is simply amazing-it’s fast, stable, and most importantly…it’s factory.

(end sidebar)

to ride.

Farr told me that between motos they had changed a couple things to mellow out the powerband. Apparently, the track was getting a little choppy, and Farr wanted to smooth out the power delivery. They mostly did this by using a different-bend, aluminum White Brothers pipe in place of the Carbon Pro he’s been running. The aluminum pipe makes more torque and is considerably less peaky. As I kicked the bike over, Farr leaned in and warned me that it still had a lot more snap than what I was used to riding. He smiled slyly as I rode off.

Since there were still other motos going at the time, I didn’t hit the track. But right behind the MX facility at Budd’s Creek is a wide-open, dirt oval track. I figured if I was going to get a feel for the true power this bike produces, there would be no better place than out there.

I rolled onto the track and started my parade lap to get a feel for the controls. After half a lap, I decided to throw caution to the wind and just pin it! Farr was certainly spot-on with his prediction-his 450R was considerably faster than any Honda I had ever ridden. The torque comes on very strong down low, and builds from there until it starts falling off toward the top. Farr later told me that the Ti pipe they usually run moves the meat of the power into the mid-range, and it comes on really strong all the way up into the overrev. I liked how smooth the power delivery was with the aluminum pipe setup. The bike is still very powerful, but extremely easy to ride. The other thing I noticed was how smoothly Farr’s bike shifted. It isn’t as if the stock Honda shifts poorly, it’s just that Farr’s bike shifted so much smoother, it was noticeable. He and Baldwin have really done their homework. The last thing I noticed was how smooth and precise the steering felt. The bike felt very stable at speed (according to Farr, I was easily approaching the upperr 70mph range going down the back straight in fifth gear).

Farr’s bike is simply amazing-it’s fast, stable, and most importantly…it’s factory.

(end sidebar)