2018 Honda CRF 450 L

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Honda CRF 450 L (2018)

New, small sports enduro in the driving report

Honda has now developed a road-legal sports enduro based on the CRF 450 R motocrosser. The new Honda CRF 450 L will be available at dealerships from October 2018. We could already drive it.

With the CRF 450 Honda is represented in the motocross race and was thus also at the start of the Dakar. From October 2018 the CRF 450 can also be used on normal roads. Because then Honda brings with them VS.RF 450 L is an approved new enduro at the start.

Crosser serves as the basis

A few adjustments were required to get the competition model on the road. The Euro4 emissions standard had to be met, the reliability in everyday operation ensured and the power delivery adapted. The L in the model name stands for "legal".

Honda

The L version was derived from the Crosser CRF450R.

Compared to the CRF 450 R, the chassis, engine and exhaust system have been changed. The wheelbase has been extended by 18 mm. Two lambda sensors control the maps for the fuel supply via the injection nozzles as well as the ignition maps. To improve drivability, the compression ratio was lowered, the timing adjusted and the crankshaft flywheel increased. The transmission was given a sixth gear and was longer for road use, and the suspension was modified for the new 18-inch rear wheel. A more powerful alternator provides electricity for all consumers. Larger coolers and an electric fan ensure the temperature balance.

Some plastic parts of the Honda CRF 450 L were taken directly from the CRF 450 R. Headlights, taillights and turn signals have been added. Honda uses LED lighting technology. The speedometer and horn now also adorn the cockpit equipment. The volume of the tank, which is still made of titanium, has been increased to 7.6 liters to ensure a greater range.

Single cylinder still makes 25 hp

In road trim, the 449 cm³ single cylinder delivers 25 hp and 32 Nm. Air filter oil and oil filter should be changed every 1,000 km, a comprehensive engine overhaul is only on the program after 32,000 km. With a full tank, the Honda CRF 450 L weighs 130.8 kg and the seat height is 940 mm.

Honda

In road trim, the CRF weighs just under 131 kg.

The 21-inch front wheel is guided by a 49 mm Showa steel spring USD fork with adjustable spring preload and compression damping. The hindquarters are held in check by a fully adjustable Showa strut. The two aluminum rims are anodized in black. Tires of the dimensions 80 / 100-21 (forehead) and 120 / 80-18 (rear) are mounted. The front wheel is decelerated by means of a 260 mm wave brake disc in combination with a double-piston brake caliper. The rear wheel is equipped with a 240 mm wave brake disc and a single-piston brake caliper.

The Honda CRF 450 L will be available from October 2018. The basic price is an impressive 10,690 euros.

Honda CRF 450L in the driving report

Honda

Even more flywheel would do the single cylinder good.

The ergonomics on the CRF 450L are typical of the genre. There is a lot of freedom of movement with little comfort on the beautifully narrow tank-seat combination. Comfortably cranked, the handlebars are not excessively wide and are easy to use when standing, and the notches offer a good grip.

We drive a fluid, open, but not fast lap on mixed, sometimes muddy terrain. In the foreground, the chassis plays itself first: The steel suspension fork modified for the Enduro works extremely sensitively, it absorbs stones, roots and waves in the way you want them to. The shock absorber is also flawless, which is a little tighter compared to the front. No problem, the chassis is fully adjustable. The first tire used by IRC is a mixed tire that can also be used on the road. Dry, at a moderate pace, that works, it gets more demanding, more serious tires would have to be on it.

The 25 HP motor climbs in pleasantly powerfully from below and also runs with very little vibration. In the middle it picks up cautiously, and at the top it offers high speed reserves, but doesn’t pack anything on it. In first-gear terrain, the ex-crosser would do well with even more centrifugal mass, and the throttle response from slow corners could be finer. The brake: powerful, perfectly adjustable.

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