A Sacreligious Feast | Honda CRF450L First Ride

By Paul Fenn

Contributing Editor

Of the two weeks I had the Honda CRF450L the most memorable time was the Saturday I spent seven hours in the saddle. I rode through city, along 30km/20mi of clog-free expressway, through gravel and paved country roads, along the wide, fast, bumpy, fun Oak Ridges Trail, then through the more technical Ganaraska Forest on everything from sandy single track to rocky horse trails. I took a half-hour break under a tree on the shores of Rice Lake in Bewdley, then did the whole thing in reverse, with some extra single-track detours thrown in along the way.

And I have to admit that – despite this being the most condemnation-inviting form of blasphemy from the cult of KTM – I had a blast.

Well, my head did, but my southern regions, not so much.

So let’s start with that ass-hating seat

When I initially lower myself onto it, the first thought is, “Oh, come on! Two weeks of this?” It’s bad straightaway – like straddling four in-line bricks with a light dusting of snow on them. Then, strangely, it doesn’t get much worse for a long time. But once it does, it’s a very, very bad, bad seat. So bad that, homebound, I stood on the pegs through nearly an hour of agonizing bumper-to-bumper highway traffic. I know smaller bikes like this usually have bad seats. But why?! Who decided torturing customer ass was sound corporate policy?

Before you read on, you might enjoy this pre-offroad critique of the Honda by two KTM disciples.

The stage set thus…

…I want this bike to suck. We all know Honda makes consumer machinery, not premium ready-to-race equipment, yes? Perhaps, but let’s let the truth within this popular belief be teased out: I did not so much as tweak a dial on forks or shock, and found myself hooning through every kind of trail and soil condition like an Olympic bob-sledder on Adderall.

The harder I kicked this brother of the CRF450R motocrosser, the more it responded with taunts of “Is that all you got, girl?” I’ll freely admit to being about 10% of the rider Toby “Dakar” Price is, but I do know the above trails very well, down to individual rocks, jumps and mud-hole depths. And I ride in there as fast as I dare on my KTM 950 Super Enduro, the baseline bike against which I compare all that I’m able to review.

So I booted Honda in the bollocks with all I had, and Honda never so much as asked for clarification on an order.

Popped my 450 cherry hard

Other than a half-hour many years ago on an old KTM 450EXC, this is my first time spending long enough on a 450 of any make or model to really gain its measure.

In single-track, I laughed and woo-hooed my way over the roots and rocks. It was effortless fun. In the woops I was somewhat cautious because I didn’t want a whiskey throttle finale like I had in Quebec two years ago. On rough and fast ATV tracks I was still loving life, but getting worked like a plow-horse, having to stop every 20 minutes or so to let the arm-pump fade. As a twice-weekly rock climber, my forearms are probably my strongest bits. I don’t get pumped easily on my 950, and wondered why I was so drained on the 450.

Halfway through the ride, I got a phone call from riding bud, Amir (he of the busted ankle in the above video), an engineer who knows things, and ran this curiosity by him. He explained it as a momentum and inertia thing. There’s just a lot more work involved in keeping a little-big bike on course and vertical than for a big-big bike like a 950.

Speaking of mass

Even though this bike is allegedly 30lbs heavier than its KTM competitor (which I’ve not ridden), it didn’t ride fat. The way it dove into berms was a revelation, and I’d shoot out of them in an explosion of juiced-up “can I make this/yes I can” intrigue. The 450CRFL never let me down, nor me it.

The engine’s power-band is a study in linearity – no surprise there. It’s far from crazy, but when most of the time on such a bike is spent spinning the back tire anyway, it be sufficient. On the road, the power-band’s truest form is felt, and like the Africa Twin I reviewed before it, there are momentary flat spots here and there. Guessing this may have something to do with the anti-smog, and that those irregularities could be modded away.

Fuel range with the 7.7L/2-gal well-protected titanium tank is impressive. I kept thinking I needed a fill-up, but it would only take a few buck’s worth. So, I’m guessing about 200km/124mi per tank, mixed use.

The CRF450L’s strong-ass aluminum subframe extends far under the rear fender, to allow for saddlebags and camping gear. Great idea, Honda.

Brakes are pretty good, not grabby. As with the other CRF450, both front 260mm and rear 240mm rotors have been upsized. Engine braking is that good you’ll barely touch ‘em anyway.

As for service, the Honda requires an oil change every 1,100km/683mi, and a valve inspection every 3,300km/2,050mi – one-third as often as a KTM. Very nice detail.

Many have said the CRF450L is a CRF450R wrapped in a headlight and turn signals. I wouldn’t know. But I can declare I loved everything about this beast (excepting that thing they call a saddle, an easy fix).

Roast leg of man

On city streets, the bike was a full-scale riot to zip around on. The cable clutch is a might lame, but you get used to it – however grudgingly. It’s a hot bike, though. My right boot and both shins bore the brunt, notably when the twin fans on twin rads kicked in. In the trails, this was not detectable, and that’s where it counts most, so no bad marks there.

On the highway, the bike had piles of pull, easily nudging 150kmh/93mph. It poked effortlessly in and out of lanes with no unruly handling behaviours or untoward windage at any speed.

The bike impressed most on baby heads

Getting back to the CRF450L’s trail performance, after hitting a few of what I’d consider as hazardous rocky and busted-up sections of trail while on my 950, I discovered by accident that I didn’t need to steer around small and medium-sized rocks at all. I could just blast through everything up to volleyballs before risking being chucked off intended trajectory. A steering damper would fix that, making the Honda even more of a trail crusher.

I did not feel the need to air down the grippy Dunlop D606 tires, or even check what pressures they were set at, but I’m assuming mid-30s psi. Naturally, the Dirt Star rims (very nice touch, Honda) were intact by day’s end, despite dozens of shoulder and spine-jarring hits, and a few suspender bottom-outs.

On the faster, but obstacle-ridden jeep trails, I made serious speed, 90kph/55mph or more, giving up minimal control in deepest sand and through larger rocks.

All in all, with a few mods, this bike would be a potent and reliable weapon of war.

Buy one or not?

I must be truthful, I’m no 450 dual-sport authority; this my first review within the class. Which is great, because I’m aiming to engage as much of the Honda CRF450L’s competition as I can in the coming months. And I’m guessing by the amazing reviews I’ve seen that it will be up to the challenge. Especially given that Honda’s carved out what appears to be a pretty unassailable space in the 450 dually price/value/performance matrix.

As to the buy or not question, if you’re new to riding offroad and reasonably tall, the Honda would constitute one hell of a good start. It won’t scare you, much. It’s easy to keep a handle on, the power is manageable and surprise-free. Whiskey-throttle threat is minimal. If you’re a KTM or Husky rider, accustomed to all-star balls-out performance, you still might want to scratch your sacrilegious itch, because this bike lacks the full-on intensity of race bikes, not to mention the frequency of maintenance. Plus, there’s the Honda reliability factor.

I’m seriously mulling buying one.

MSRP for the Honda CRF450L starts at C$11,899/US$9,025. Canadian specs here.

Many thanks to Honda Canada for its loan of the bike.

More of Paul Fenn’s bike reviews? Head here.