CRF450L

As I am working at Honda, I can let youy know that there will be CRF450L in next year.
Here is press releese what will be avaialble in near future:

19YM HONDA CRF450L

Press release date:

New model updates: Using the CRF450R moto-crosser as a base, Honda’s new road-legal dual-purpose motorcycle has a tough, lightweight chassis built to find all the available grip, powered by an engine that delivers strong, usable power right from the bottom. Durable, high quality parts and long service intervals aim for a worry-free riding and ownership experience.

Contents:
1 Introduction
2 Model overview
3 Key features
4 Technical specifications

1. Introduction


A true dual-purpose motorcycle should be many things; off-road it needs to be light weight, with quality suspension and handling ability that keeps life easy as the going gets harder. Its engine has to make good power and torque from the bottom up – the sort that is supremely usable, allowing the rider to find all the rear wheel grip possible, whatever the terrain.

All the attributes that make it great fun off-road also enable it to be really useful around town; narrow and nimble, a dual-purpose machine slips through gaps, soaks up the hits from rough roads and stays well ahead of traffic thanks to smart, low-gear acceleration. It also needs to be turn-key reliable, with sensible intervals between major service work.

Competition machines can make a solid base for dual-purpose adaptation. But there is much to consider. Race-level performance brings with it an intensive maintenance schedule, which is simply too much for many ‘hobby’ trail riders, who just want to push a button and go – and keep on going, Furthermore, a barely-disguised race bike can mean crucial road-going elements - lights, indicators, ignition switch - are not as user-friendly and durable as they should be.

Honda understands this, and with a desire to produce a dual-purpose bike that draws strongly on the fundamental performance of a race machine, yet with much more ‘normal’ service intervals and high-quality road ancillaries, has taken its CRF450R moto-crosser as the base to start from, and created the new CRF450L for 2018.

It is unmistakably a race-bred CRF – and looks it – but with the additions and modifications needed to make it both road legal and supremely useable in a trail environment. As such, the CRF450L is a complete package, as happy roosting trails as it is linking them up on-road. And with Honda engineering and build quality at its core, is sure to do so for years to come.

Mr M. Uchiyama, Large Project Leader (LPL) 19YM CRF450L:

“The CRF450L is about having maximum fun out on the dirt. It looks like a CRF450R because, really, it is – just a trail-friendly, road-legal version. That’s what the ‘L’ stands for – ‘legal’. It’s been engineered to deliver excellent handling feel, with linear engine torque that helps the rider make the most of the available grip in all conditions. AND, it contains its HRC-derived CRF technology within a real-world service schedule.”


2. Model Overview

The journey from full race to road legal trail was a detailed one for the CRF450L. Road legality required the engine to gain EURO4 compliance, while from a longevity and usability viewpoint, the power output and character, needed careful attention.

It’s still a CRF450R; just one that’s quieter, both mechanically from the chassis and engine, as well as its new exhaust. Both fuelling and ignition maps are now managed by 02 lambda sensor; compression ratio has been lowered and crank mass increased for improved drivability. The gearbox is a 6-speed – for longer legs on the road – and a cush drive has been added to the 18-inch rear wheel.

The plastics are lifted directly from the CRF450R and all lighting is LED, with the front headlight in particular throwing out a penetrating beam. Increased volume for the titanium fuel tank adds range and all the items that make the CRF450L ready to purchase as a licensed, road going machine – such as speedometer and horn – are present as standard.


3. Key Features

3.1 Engine

• Based on the CRF450R, with first major service at 32,000km
• EURO4 compliant, with electric start
• Greater crank inertia improves drivability and feel for traction
• 6-speed gearbox

While the chassis was more straightforward to convert from its CRF450R moto-crosser specification to a dual-purpose performance level, the 449cc engine needed more consideration from Honda’s engineers. Requirements were several: the need for it to pass EURO4 emissions and noise regulations, and to be usable for a wide variety of riders in many differing situations both on and off-road.

While the fundamental architecture of the four-valve Unicam powerplant remains the same, many details have been changed to support the broader role: the crank’s mass has been increased, resulting in 13% more inertia which, for a trail rider, equals improved torque feel and response; valve timing has been revised to give the broader, smoother spread of power and torque; the gearbox is now 6-speed, rather than 5 for longer range use on tarmac; left and right engine covers wear outer covers to reduce noise;

Elsewhere, the ACG has been uprated, to provide the required electrical power for the LED lights and to maintain battery charge during lower-speed running. The battery itself is a high-volume unit.


Bore and stroke are unchanged from the CRf450R, at 96mm x 62.1mm, but the piston uses 3 rings instead of 1 for greater durability. Compression ratio is 12.0:1 (compared 13.5:1). The redesigned airbox feeds the PGM-FI, managed by a lambda sensor in the large-volume single exhaust (which replaces the ‘stubby’ dual-pipe design of the CRF450R). An Air Injection (AI) system and catalyser clean up the spent gases.

The four-valve Unicam cylinder head features a finger rocker arm on the inlet valves; valve lift is 10mm with 8.8mm exhaust valve lift. Inlet valve diameter is 38mm. The valve springs are oval in cross section and valve angle is 9° intake/10.5° exhaust.

The clutch spins 7 friction discs with a 2mm clutch plate efficiently dissipating heat; the springs generate a good, consistent connection. The front sprocket is a **T, the rear **T.

Peak power is 18kW, with peak torque of ****Nm. Important from the hobby trail-rider’s perspective is the engine’s reliability and gap between service intervals. And this is where the CRF450L’s build quality and design really stands out; it will go 32,000km between major strip downs, with an air filter oil and oil filter change every 1000km.



3.2 Chassis

• Drawn from the 18YM CRF450R, with minor adaptations for its dual purpose role
• Full LED lighting, increased fuel tank volume and sidestand
• Larger radiator volume, plus electric fan
• Styling closely mirrors that of CRF450R

Having received a ground-up redesign in 2016, the CRF450R’s chassis was a perfect place for the CRF450L to start out from, with changes to match the machine’s vastly broader usage range, and road legal mission.

Firstly, the tapered dual-spar aluminium beam frame was made slightly wider at the swingarm pivot points, to allow for the greater engine width resulting from the 6-speed gearbox. The headstock was modified to mount a steering lock and the aluminium swingarm injected with urethane to reduce noise. The rear subframe is the same, with mounting point adjusted to take the taillight and the right-exit single exhaust muffler.

Rake and trail are set at 28.2°/123mm with wheelbase increased 3mm from the CRF450R to 1495mm, for greater stability. Both the R and the L feature 22mm fork offset and the same 466mm swingarm pivot point height. Wet weight is 131.5kg; seat height is ***mm.

A 49mm Showa steel-sprung USD fork – adjustable for preload plus compression damping – is matched by a fully adjustable Showa rear shock, operated through Pro-Link. A 260mm wave-pattern disc delivers effective heat dissipation, power and feel from the two-piston brake caliper working it; a matching 240mm wave-pattern disc and single-piston caliper is at the rear.

Whereas the CRF450R machine uses a 19-inch rear wheel, the CRF450L’s is an 18-inch (to fit enduro-spec tyres), with the addition of a cush drive to absorb chain shock; a sealed 530 chain is protected by a plastic chain guard. The front wheel is a 21-inch and both rims are finished in black. Tyres are sized 80/100-21 front and 120/80-18 rear.

The CRF450L’s style draws fully on that of the CRF450R. Carried over are the rear mudguard, side panels and bash plate. Svelte side shrouds hide a larger radiator volume plus electric fan. All lighting (including the indicators and license-plate light) is LED; a speedometer, horn, brake-light switch and mirrors satisfy legal requirements while a sidestand adds convenience. The CRF450R employs a 6.3L titanium fuel tank; the CRF450L ups the volume 1.3L to 7.6L. The fuel cap also locks in place.


4. Technical Specifications

tbc

Good info if you want 1 ?.....I don't lol

Thank you, interesting indeed.
Also too late in my opinion... and perhaps too small too!
KTM 390 & BMW 310 are busy eating into this market segment, in which in fact there's not a lot available.
The CRF250 is too small, never mind those raving about it - sure, nice lil bike but 'lil'.
KTM & Husky dominate the 'large thumper' market with their 690/701, and just wait for the almost-ready 790... which we know already will beat BM's 850, a rather heavy lump so btw (ditto the fatso Africa Twin!).
My gutfeel is KTM (and thus Husky too) have these markets properly covered with peppy if not outright powerful machines, and they're all visibly 'sporty' too.
Now Honda will launch another undoubtedly bland machine, and they do this smack-bang inbetween 2 other sizes/groups!
Good luck convincing me and quite a few others (perhaps the majority?) to go out and buy it.

In the utterly remote but not impossible chance that Honda reads here themselves, a new XR650R with happy button, oodles of power and a subframe which can carry some luggage, and indeed a 6spd gearbox will be a real hit in the very much real world out there, especially then when it'll look a bit "not-Honda" - call it "Africa Single"?.
Look at the Husqvarna 701 Enduro, a sleek very powerful machine if nothing else .... it's why I bought one!

Mauser wrote:want 1 ?.....I don't

Me neither Maus, because it will be underpowered, especially so when compared to their pure offroad brethren!
Sure, more oil, less maintenance and much longer lifetime are too blame for this, but people will compare it to these cousins anyway.... and then conclude it's 'too tame' and will get an orange or white one!
Mind you, this is self-inflicted injury for Honda - they used their weight to force the world to 'limit' competition to "450cc is the limit!", and the direct result was they didn't win a Dakar anymore!
Great innit Honda?
KTM rules the roost, globally, so now bugger off to your corner!
That, or learn from them - an awful suggestion isn't it?
Sooner or later they'll have to, and I can't wait for this rejuvenation - they can, they only need to do!

"Peak power is 18kW, with peak torque of ****Nm. Important from the hobby trail-rider’s perspective is the engine’s reliability and gap between service intervals. And this is where the CRF450L’s build quality and design really stands out; it will go 32,000km between major strip downs, with an air filter oil and oil filter change every 1000km."

I actually read this only now - lol, 18kW, can't be true, so little?
Can't be true - I mean do not expect a firebreather, but a measly 18 only?
Then also, who's going to drop their oil every 1000km - on a roadlegal bike I mean?
My CRF230 requires that (and I give it more even), but it only has a centrifugal oil"filter" whilst this bike has a cartridge?
Quite frankly, if these specs are to be believed then Honda's lost the plot completely....
Doubt that bit though, I think this post is a belated April Fool's joke

martins315,

please post the rest?
The more I read (only now yeah) the more I'm convinced that this is a hoax, either from you (very well done me ol' fruit!) or from someone else

Pls let us know, shall appreciate!

Busy scrutinizing the text now - lol, this is a masterpiece indeed!

Some jewels:
"a real-world service schedule.” - that's alleged Honda-speak for "every 1000km renew oil & filters"
"the titanium fuel tank" - yeah, titanium doesn't cost a thing anymore these days, cheaper than plastics almost.
"Increased volume for the titanium fuel tank adds range" - uhh, what range? 7.6L is just enough to wheely to the greengrocer on the corner & back, that is, if they don't steal any petrol there.
"The fuel cap also locks in place." -ahh, thankyouthankyouthankyou, I'll be able to ride the veggies home then, no carrying.
These are all cracking me up, do not believe a word of them.

Mind, some very clever things are mentioned too:
"aluminium swingarm injected with urethane to reduce noise" - that'll be foam then, but if ever one manufacturer will actually do this then purrrrfect - because it will prohibit water ingress hence corrosion inside, therefore steel bolts etc will stand a chance to keep working over time!

martins315, pls do the 'c' of your 'tbc'

Just saw some info on the net, info from Honda: it's true, this bike only has 25 Hp, and yes it needs new oil every 600 miles.
Hence it's a turd quite like I expected, the L standing for Lame, Lethargic, Letdown and Lazy!
It's also almost as costly as a KTM 500 which is also road legal but has way better suspension, bigger tank and, hold on to yer horses mateys, SIXTY horsepower!
Let's hear it, who wants a turd?

BuRP wrote:Just saw some info on the net, info from Honda: it's true, this bike only has 25 Hp, and yes it needs new oil every 600 miles.
Hence it's a turd quite like I expected, the L standing for Lame, Lethargic, Letdown and Lazy!
It's also almost as costly as a KTM 500 which is also road legal but has way better suspension, bigger tank and, hold on to yer horses mateys, SIXTY horsepower!
Let's hear it, who wants a turd?

Well i am guessing you won’t be buying one ?

beaver350 wrote:
Well i am guessing you won’t be buying one ?

I just ordered 10 of them - I'll be giving them away to the local nunnery, all old antique anties who can go shopping in the village with them.
Lots safer than a Vespa scooter .....

My guess is that this is just the start of many corked or uncorked posts. The 450X has got plenty of go and the new L is basically the same bike strangled to meet emissions. Electric start and a 6 speed box hmmm.

BuRP wrote:

beaver350 wrote:
Well i am guessing you won’t be buying one ?

I just ordered 10 of them - I'll be giving them away to the local nunnery, all old antique anties who can go shopping in the village with them.
Lots safer than a Vespa scooter .....

The nuns might ride them once and track you down on the Vespas and give you a good old fashioned bashing for taking the piss

No Ozzibeaver, nono, coz I'll be riding my 701
Yeah Hew, lotsa hype about a 'new' H-bike which will need loadsa work wrt uncorking, farkling etc, so the aftermarket market will be abuzz.... but, those opting for an orange 501 will fly out of the crate, with better suspension, power & anything, and will do this for an initial outlay which is a smidgen higher but need not buy/add anything!
I've already put my money where my mouth is, the 701 rocks, and rocks hard! Oh Mauser, it wheelies (with std gearing mind) in 1rst, 2nd AND 3rd with only one hand on the bars, simply off it's ear - amazing!
Go ride one Hew, I think you'll like it too