For this edition of Classic Ink, we are going to take a look back at an ad for Honda’s awesome motocross lineup for 1983.
Honda had a great year in 1982 winning the 250 Supercross, 250 Motocross, and 500 National Motocross championships. Photo Credit: Honda
In 1983, Honda totally revamped their motocross lineup from top to bottom and the result was one of the most impressive collections of machines ever offered for sale. Every machine was excellent, from the all-new CR60R to the ground-pounding CR480R. At the time, this was an impressive turnaround for the red team who had failed to impress only two years earlier with the highly advanced but also highly disappointing 1981 CRs.
All the ’81 CRs were lackluster, but none proved as much of a flop as Honda’s all-new CR450R. After years of delivering incredibly trick works 500s, most riders expected Honda’s first production Open bike to be a real challenger to the Maico 490 and YZ465, but the new CR450R turned out to be anything but. Its undersized 431cc motor was hard to ride, its chassis was unpredictable, its suspension was poor, and its reliability was non-existent. After waiting for nearly a decade for a true Honda 500, the red-riding faithful were rewarded with an epic disappointment.
In 1983, the all-new CR480R was the Top Fueler of the 500 division. Photo Credit: Honda
While the CR450R was the poster child for Honda’s lack of success in 1981, it was far from the only poorly received Elsinore in the lineup. All the full-sized bikes were badly overweight, with frames that cracked, clutches that crept, and shocks that broke. With their Buck Rogers styling, Pro-Link rear suspension, and water-cooled motors, the ’81 CRs were plenty trick, but their performance on the track never measured up to the hype.
In 1982, Honda went back to the drawing board for their entire motocross lineup. All the machines dropped the Elsinore name and went on an upgrade and diet program. All four received new chassis, updated motors, and extensive styling updates. The CR80R moved to a single shock for the first time and all the full-sized machines dropped the goofy “hangnail” front numberplate of 1981. The 80, 125, and 250 were greatly improved, but no machine saw a larger improvement than the beleaguered Honda 450.
The all-new 1983 CRs bore more than a passing resemblance to the ultra-trick factory Honda RCs ridden by the race team in 1982. Photo Credit: Racer X
Rechristened the CR480R, the new Honda big bore boosted displacement to 472cc and addressed nearly all the issues that had plagued the underpowered ’81 machine. The revamped CR480R did away with the “overbored 250” feel of the old 450R and replaced it with a rompin’ stompin’ Maico clone of a 500 powerband that came on low and pulled like a freight train through the middle. It hooked up better, pulled longer, and roosted wheelies to the front. Riders lamented its lack of fifth gear, but they loved the heavy vibes coming from the new 472cc mill and ranked it as the ultimate 500 motocross class offering of 1982.
In 1983, Honda once again dialed up an all-new lineup of machines. A new CR60R joined the red brigade with all five CRs featuring a new color scheme and works bike styling. This year, Honda moved to the “Flash Red” and blue color combo that had graced their works machines in 1982 and increased comfort with up-the-tank “safety” seats for the first time. Redesigned frames featured stout construction and modern features like a fully removable rear subframe. The bodywork on all the CRs was all-new and featured works-style “drop tanks” that carried the fuel lower to centralize mass and improve handling. The CR80R got the water-cooling treatment and the mighty CR480R finally added a fifth gear to improve its versatility. Massive 43mm forks kept the front ends of the CR250R and CR480R planted to the track and redesigned Pro-Link single-shock rear suspensions smoothed out the track on all five machines.
On the track, the 1983 Honda lineup proved to be one of the most complete and competitive ever offered by one manufacturer. The all-new CR60R and revamped CR80R were great choices for young riders new to racing. Both offered excellent low-to-mid powerbands that were easy to ride and race. More experienced mini pilots might have been happier on Kawasaki’s blazing-fast KX minis, but for the average pre-teen racer, they were excellent machines.
Trick new works-style bodywork highlighted the improvements on the CR125R and CR250R for 1983. Photo Credit: Honda
In the 125 class, Honda’s CR125R finally recaptured the class crown it had lost to the RM and YZ nearly a decade before. For the first time since 1974, Honda’s red tiddler claimed the title of top 125 in the land with an excellent handling package, solid suspension, and just enough motor to keep the green and yellow competition at bay. It was not the rocket of the class, but its power was broad and easy to use. Its clutch and shifting were also excellent and the Honda offered the best-handling chassis in the class. Its 38mm forks were good enough to beat out its rivals but none of the other 125s had anything for the RM125’s Full Floater in 1983. With its user-friendly motor, lithe chassis, stellar looks, and impeccable build quality, the CR125R was finally back on top of the 125 heap in 1983.
In the 250 division, the Honda CR250R also took a major step back to prominence in 1983. The new chassis was razor-sharp in the turns and feathery in the air. The updated motor lacked the Yamaha’s power valve and hard-hitting punch but made up for it with a smooth and ultra-wide powerband that was easier to ride and put every one of its ponies directly to the ground. Riders loved the CR’s excellent clutch, smooth transmission, and broad power. It was rated the best handler overall and offered the most praised ergonomics. Just as in the 125 class, the RM captured the top spot in the rear shock category, but the redesigned Pro-link was solidly in the running. Up front, the 43mm Showa forks were tops in the class and that was enough to propel the CR250R to its first 250 class shootout victories since 1978.
In the 500 division, the redesigned CR480R had faired far better than its smaller brothers in 1982, but that did not stop Honda from pulling out all the stops in 1983. All-new from the ground up, the reimagined 480R shared virtually nothing with the ’82 machine aside from its displacement and air-cooled configuration. At a feathery 224 pounds, the CR480R was lighter than many 250s and right at the AMA limit for the class. Its new bodywork was sleek and sexy with a slim layout and the best seat in the class. The new five-speed transmission added versatility and was a perfect match to the 480’s snappy delivery. The updated motor offered slightly more flywheel effect than in 1982, but it retained its quick-revving and ultra-responsive delivery. There was tons of power down low and gobs of thrust through the middle. Top-end power was noticeably lacking, but most riders did not miss the revs. Just keep the big four-eight-oh a gear high and ride that luscious torque to the front.
An all-new CR60R and liquid-cooled CR80R filled out Honda’s motocross lineup for 1983. Photo Credit: Honda
With its excellent ergonomics, quick turning, light weight, and snappy power, the CR480R felt a lot more like an ultra-powerful 250 than a big and bruising 500. It was easy to flick through the turns and a joy to leap through the air. With its explosive power, heavy vibes, and a serious gyro effect from its massive piston, it was never going to be as agile as a 250 in every situation, but the 480R was as close to nimble as any full 500 could hope to get.
On the suspension front, none of the 500s came with great forks in 1983. All of them were too softly sprung and underdamped for the power and weight the big bikes put to the track. With no real winners, most magazines rated the Honda as best in a mediocre field. Out back, the big 480 suffered from some fade issues but it was once again rated as second behind the far superior Suzuki damper.
Nothing says the early eighties like having a wood-paneled, shag-carpeted van as your bike hauler. Photo Credit: Honda
Overall, 1983 turned out to be a great year to be riding a Honda. The complete CR lineup proved to be one of the most competitive in motocross history. From 60 to 480, all the red machines were at or near the top of their class. The full-sized CRs captured shootout victories in the magazines and works versions of the 125 and 250 took home gold with Johnny O’Mara and David Bailey at the controls. After a decade of up-and-down performances, Big Red was back firing on all cylinders in 1983.
