Test Honda 450 CR-F 2017
Published on 09/12/2016Test Honda CR-F 450 2017: The power of dreams
A new era is dawning for all Honda enthusiasts. A completely new engine and chassis, only the wheels and brakes from the previous model remain.
By Yente Dourte
Sardinia was 'the place to be' last week for the new Honda test. Many international journalists gathered there to be the first to test the new CRF450 on the beautiful Baccalamanza circuit. The island pleasantly surprised me. We were presented with a beautiful course with an ideal surface and, as icing on the cake, a technical enduro tour. Together with the Honda crew, the journalists had the time of their lives. Once I landed in Belgium, it felt like a reality check when I had to brave the wet roads and cold temperatures again.
I have been looking forward to this test for a long time and my expectations kept getting higher. After the press conference my expectations increased even more and I thought it was virtually impossible that the new Honda would be able to meet them all. There is so much to say about the new engine that I can't list it all. That's why I'm giving you a little summary of everything I picked up from the press conference and from the tests.
Development concept
If you look at Honda's history, you will immediately see that they have continued to grow and innovate over time. This mainly has to do with their commitment to sports. After my first test drive, Mikio Uchiyama, general project leader, and Akihiko Matsukawa, engine project leader, came up to me to ask what I thought of the new engine. This immediately made it clear that Honda does not want to give up, they have made good progress, but their goal is even further.
One of the most important things Honda focuses on is achieving the 'holeshot'. A study showed that 80% of the riders who were able to take the holeshot in the MX1 class in 2014 also won the race. So it's no surprise that they chose “Absolute holeshot” as the slogan for the new CRF450.
How were they able to achieve this? The following 3 points briefly explain this:
- Increased torque: ensures that the engine becomes more powerful at the bottom.
- Increased pressure on the rear wheel: ensures that the rear wheel has more traction.
- Lowered center of gravity: this causes the front wheel to rise less quickly when starting.
I started the new engine a few times and the difference with the previous model is clearly noticeable. To my surprise, the engine continues to respond very smoothly. I thought the power of the engine was one of the most important points that Honda definitely needed to work on. Here Honda scored below average in many tests compared to other brands. I think they have taken this seriously and have erased all my doubts about the power of the Honda. They were able to achieve this by making the suspension or 'swingarm' 24mm shorter, bringing the rear wheel closer to the central weight point, resulting in more traction. Honda has also worked on the gears, the second gear now runs longer. This affects the start, but I feel little difference while driving.
Fun fact: Honda has managed to make the bike even narrower, making it easier for the rider to change positions while riding. This is an advantage when starting, it ensures that you can slide back over the saddle faster and easier, which provides more traction on the rear wheel.
New engine
There are numerous new features in the completely new engine of the CRF450R. Through close collaboration with HRC, Honda has been able to achieve a gain of no less than 11% in top power.
They were able to achieve this by adding some remarkable features to the engine that you should definitely remember:
- 4 holes in the piston oil nozzle: This new oil nozzle replaces the old one that only had two holes. The larger the oil nozzle, the faster the temperature drops, allowing higher compression to be created.
- 1 oil system: Honda now has one oil system, like all other brands. This means that the motor and the clutch are connected to each other. This will reduce maintenance costs somewhat and make maintenance easier.
- Straight port: The airway between the filter box and the valves is straight, which increases the power of the engine. The air is guided to and from the valves more efficiently.
- Shorter silencers: The standard exhausts have become 78mm shorter compared to last year. The split of the two exhausts is now located in front of the suspension, allowing for better weight centralization.
In my opinion, the electric starter is a great idea, but I am still not completely convinced. In my opinion, the system is not yet 100% ready because I noticed during the test that the starters were not functioning properly. But maybe I'm too critical, I think this is a step in the right direction. This is a new feature on the CRF450 and is sold as an option with a new model.
What is not an option and what we have known since last year are Honda's three maps: standard, soft and hard. During the test I tried all three and, just like last year, my preference remains for the soft map. Especially with the 450, I think this is an economical folder. It saves the energy and the loss in sheer speed is not noticeable, if there was any loss at all. The hard map became more enjoyable as the day progressed and I got more and more used to the bike. What I did notice, I changed my driving style depending on the map I was driving in.
Fun fact: The mapping button and the off button are integrated.
I think something very remarkable is the distribution of the weight in the new engine. This is a huge difference compared to the previous model. The weekend after the test I started training again with the 2016 model and the difference was immediately noticeable. The chassis has been completely revised and improved. This was one of the things I definitely expected with the new engine since Honda is extremely strong in the field of frame geometry.
The pleasant agility is mainly due to the shorter wheelbase of the new model, which means the engine steers and handles much better in corners. The center of gravity has also been lowered by 2,7mm, which means there is generally better handling compared to the 2016 model. You will feel this very well when jumping. The engine reacts just like a spring, 'scrubbing', 'whipping' and controlling in the air are made enormously easier.
To remove all doubts, I experimentally drove the 2 model on a similar surface 2016 days after the test. During my first training session it took a lot of getting used to. I was less able to turn in and play less well with the bike. This immediately made it clear to me that I was already used to the playful driving style that I could use on the new 2017 Honda. It's almost unbelievable how the CRF450 responds. Not to mention the pleasant novelties that Honda has provided for us on the new motorcycle, including an A-Kit Showa suspension of 49mm. Something I am extremely satisfied with. As a Honda pilot I rarely have problems with the suspension, but last year I had a lot of trouble with the air suspension. This was usually because air had to be added after each session. This ensures that the Sunday drivers among us can also adjust the suspension more easily. Afterwards I noticed that during the session with the 2016 Honda I had the feeling that my steering wheel started to turn faster on the straights. This is probably due to the air springs that I cannot adjust properly and the frame geometry that is completely different than that of the 2017.
Honda has also made gains on weight. They have been able to achieve this with a titanium petrol tank that saves 500 to 1000 grams. Just like last year, the capacity of the tank remains 6,3 liters.
Fun fact: The stickers on the standard plastic are now integrated into the plastic. This creates a very beautiful design and you can no longer spray it off with the high-pressure cleaner.
The crosser among the enduros
I can of course discuss all the specifications of the enduro CRF450RX, but since these are the same on the CRF450R, I will limit myself to a brief explanation of what I thought of the new CRF450RX.
What do you need to know about the new enduro CRF450RX?
It is important to know that the CRF450RX is based on the CRF450R. This gives you the feeling that you are still riding a dirt bike. The enduro has the same flexibility and stability as the dirt bike. For some this is a plus, for others not. I only miss a heavier flywheel in enduro. This ensures that you are less likely to stop in short bends and makes it more pleasant to explore more technical sections. Conclusion, the enduro has an ideal balance and frame geometry to handle all technical sections, but the engine does not fully allow it.
One difference between the CRF450R and the CRF450RX is the larger and wider tank on the CRF450RX. In the beginning this takes some getting used to, but after a few bends it no longer bothers you. The prick, on the other hand, did bother me while driving. I have a youthful style and take my feet off the footrests here and there. This is probably also why the prick bothered me. I often bumped into it when I was in the air.
All the new features that can be found on the dirt bike can also be found on the enduro. More importantly, the enduro motorcycle comes with an electric starter, which is not the case with the dirt bike. There are still some question marks surrounding the homologation of the enduro. Honda itself has not applied for homologation, so it is almost certain that you cannot obtain the license plate directly from Honda. The Honda BeNeLux distributor is currently in discussions with Red Moto to investigate how much it will cost to get a license plate on the CRF450RX through them.
“As light as a feather but as powerful as a horse”
As a Honda enthusiast, I can only applaud the arrival of the new CRF450. This is a new leap forward that Honda is making from which they will certainly reap the benefits in sales. Honda has one of the better motorcycles on the market next year with the new CRF450 and I am very curious about the results they will achieve with it. I'm already looking forward to 2018 when I get my hands on the new CRF250.
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