Motorcycle specifications HondaCRF 450 L 2019 A little trail from a big cross

There was a time when the CRF range consisted of just two models, the 250 and the 450, but in recent years the range has become more emancipated. The new arrival is the 450 L. A machine that comes down from cross-country with the added potential of versatility. A genuine trail bike needs to have many qualities in common: off-road, it has to be light, have a high-performance suspension system, and be agile enough to make things easier when the going gets tough. As for the engine, it must deliver a good level of power and torque right from the low revs, and above all be perfectly exploitable to enable the rider to take advantage of all the grip available at the rear wheel, whatever the terrain.

All these qualities that make a trail so much fun off-road are also very useful in town. Thin and agile, a trail bike can weave in and out of traffic, swallowing up bumps and potholes, thanks to its liveliness and acceleration from the lowest revs.

A competition machine can be an excellent basis for a versatile trail bike. However, there are many parameters to take into account. The very high levels of performance demanded by racing often mean maintenance intervals that are incompatible with everyday use, where you simply need to press a button and go. What's more, a racing machine often lacks the accessories required for road use, such as lights, indicators or the main switch...

Perfectly aware of this situation, and with the aim of creating a trail bike whose performance is as close as possible to that of a racing machine, while offering "civilized" behavior and service intervals, Honda engineers chose the basis of the famous CRF 450 R to develop their all-new trail bike.

This machine is intended to be a CRF in its own right, but with all the modifications necessary to make it legally roadworthy and highly efficient for all-round use. As such, the CRF 450 L presents itself as a homogeneous machine, as comfortable on the trails as it is on the road.

the Honda CRF 450 L at a glance:

The transition from a "racing" environment to that of "road" use was perfectly integrated into the development of the CRF 450 L. For example, homologation requires the engine to meet Euro4 standards, while from the point of view of reliability and ease of use, power characteristics and engine behavior must be defined with great care.

However, the CRF 450 R is still here, just a little more refined in terms of engine and chassis technology, as well as the exhaust system. Fuel injection and ignition mappings are now managed by a Lambda sensor, the volumetric ratio has been reduced, and crankshaft mass has been increased to optimize handling. The gearbox now features 6 speeds (for long road trips), while a torque damper has been added to the 18-inch rear wheel.

The plastics in the bodywork are taken directly from the CRF 450 R, and all lighting is LED, with the front headlamp proving particularly effective.

The titanium fuel tank is larger - to the benefit of range - while all the components that make the CRF450L road-ready (speedometer, horn, etc.) are original equipment.

the Honda CRF 450 L in detail :

engine

While the CRF450R chassis proved easy to adapt to the CRF 450 L's trail vocation, the 449 cm3 single-cylinder engine required more consideration on the part of Honda's engine designers. The requirements were varied: the need to meet Euro4 standards in terms of gas emissions and noise, but also the need to be usable by a wide cross-section of riders in different conditions of use, both on-road and off-road.

Although the general architecture of the Unicam 4-valve single-cylinder remains largely unchanged, many details have been modified to enhance its versatility. For example, the crankshaft mass has been increased, resulting in a 13% increase in inertia for improved responsiveness and torque feel. Timing has also been revised to better distribute power and torque; the gearbox now has 6 ratios instead of 5 to better adapt to the demands of the road, while the outer casings have been fitted with additional trim to filter out mechanical noise.

With the same objective in mind, the alternator has been replaced by a component capable of supplying the electrical energy required by the LED lighting, as well as keeping the battery charged when the machine is idling. The battery itself is a high-capacity model.

Bore and stroke dimensions remain identical to those of the CRF450R (96 x 62.1 mm), with a volumetric ratio of 12:1 (vs. 13.5:1).

The piston has the classic 3 rings (vs. 2 on the "R"), the redesigned airbox feeds a PGM-FI fuel injection system now managed via a lambda sensor, while exhaust is via a single silencer replacing the split system found on the CRF 450 R. An AI air injection system and catalytic converter keep emissions under control.

The 4-valve Unicam cylinder head continues to feature latch-operated intake valves. Intake valve lift (ø 38 mm) is 7.7 mm, while exhaust lift is 6.7 mm. The return springs have an oval cross-section, while the valves have an angle of 9° at the intake and 10.5° at the exhaust.

The clutch features 7 lined discs, plus an additional 2 mm-thick disc for effective heat dissipation, while the springs ensure a consistent feel. The final drive ratio is set at 13 x 51, with a 520-pitch O-ring chain.

The CRF 450 L boasts a power output of 18.4 kW and maximum torque of 32 Nm. Reliability and service intervals are important factors for the everyday user, and particular attention has been paid to these. It's on these points that the CRF 450 L's design and build quality make the difference, with no less than 32,000 km guaranteed between major overhauls, and oil and air filter changes every 1,000 km.

cycle

Thoroughly revised in 2016, the CRF 450 R's chassis proved an ideal basis for the development of the CRF450L, with limited changes to meet the constraints of homologation and multipurpose use.

First of all, the aluminum double-beam frame has been significantly enlarged at the swingarm mounting plates to accommodate the larger engine crankcases resulting from the adoption of the 6-speed gearbox. The steering column area has also been modified to accommodate a steering lock, while at the rear the aluminum swingarm has been filled with urethane foam to limit noise. The rear loop is identical, with slightly modified mounting points to accommodate the rear light and right-side exhaust.

Caster angle and drag are set at 28.5°/122 mm, while the wheelbase is 1,500 mm, 18 mm longer than the CRF450R for greater stability.

The 2 R and L versions share the same 22 mm fork offset. Kerb weight is 130.8 kg and seat height 940 mm.

Front suspension is a Showa inverted fork with ø 49 mm compression-adjustable springs. At the rear, a fully adjustable monoshock operates via a Pro-Link variable duplication system. In terms of braking, the front benefits from a ø 260 mm "lace" disc associated with a dual-piston caliper that offers both power and feel. A ø 240 mm disc and single-piston caliper complete the set-up at the rear.

Where the CRF 450 R uses a 19" rear wheel, the CRF450L is equipped with an 18" model with torque damper, so that enduro-type casings can be used. The front wheel is a 21-inch diameter model with a black anodized rim, as is the rear. Tire sizes are 80/100-21 at the front and 120/80-18 at the rear.

The CRF 450 L's styling is totally inspired by that of the CRF450R, from which it takes its rear mudguard, side covers and sabot. The radiator openings house a larger element equipped with an electric fan.

All lighting is provided by LEDs, while the speedometer, horn, brake switches and mirrors all meet the requirements for road homologation.

Still on the subject of practicality, while the fuel tank of the CRF450R was content with 6.3 l, that of the CRF 450 L, again in titanium, gains a further 1.3 l for a total of 7.6 l.

News and media credits: Honda