Home » off road bikes » 2009 Honda CRF450X Web Test – Dirt Rider Magazine

2009 Honda CRF450X Web Test – Dirt Rider Magazine

By:

Monday, March 23, 2009

Honda has never been able to fully disguise the motocross lineage of the CRF450X. Even though the X is a fully capable and outfitted off-roader, it still elicits moto-play on the trail. Or maybe that is just Chris Denison on the trail./></a> <p class="wp-caption-text">Honda has never been able to fully disguise the motocross lineage of the CRF450X. Even though the X is a fully capable and outfitted off-roader, it still elicits moto-play on the trail. Or maybe that is just Chris Denison on the trail.</p> </div> <p>Honda CRF450X riders are passionate about being Honda riders more so than they are about the bikes themselves. That is less true with the Honda CRF450R motocrosser. That Honda inspires emotion and a fanatical following for the track. Its engine is powerful to the point of intimidation, the suspension action is crisp and the feel is light with great handling. But when Honda started with the CRF450R as a platform to create an off-road version, the end result is caffeine-free.Honda did all the right things: It produced a smog-legal, clean-running engine that is quiet as a man sleeping in church, and it is one that will run fine right off the showroom floor and without making a bunch of modifications. Honda wrapped the trail-spec engine in a modified frame with a softer off-road rigidity balance, lifted it with premium moto-spec components with trail-able settings and supplied those envied off-road accoutrements like lights and a sidestand. It even boosted fuel capacity at first, and then bolstered that with increased cooling.But where the Honda 450R is usually the lightest bike in the class, the 450X isn’t. It’s no porker, but instead of feeling lighter than it is, it feels a little heavier thanks to the fuel and larger radiators being carried high on the frame and near the steering head. In 2008 the bike slimmed up and had the suspension refined and bolstered with Honda’s cute little steering damper hidden behind the headlight. Those were welcome changes until we realized the new slimmer, lighter feel goes away at about 40 miles from the truck. After that you are pushing the bike with an empty fuel tank, and they never feel light or fast when they are powered by a human. As a result we installed a slightly larger, but good-for-50-miles 2007 tank and shrouds. Sadly, that negated some of the slim, light feeling the new bike enjoys, but stopped much of the cursing after 40 miles.Before the engine runs out of gas, it runs quite well. In stock form the response is a little jumpy right off idle, then a little soft before another boosty lunge in the mid-range. On top the bike pulls long, but without a lot of excitement. It is plenty fast, just not in a pull-off-the-arms sort of way. The off-idle lunge is fine when conditions are good, but in questionable traction it is easier to break traction and dig the rear wheel into a hole. Since we knew that about the bike, one of the mods we made was the addition of a Hinson billet steel clutch basket. The steel basket has bulletproof edges and adds rotational mass to the drive train without slowing engine response when the clutch is in.On the plus side, all of those details that Honda is so well-known for do carry over to the X. The seat is comfortable, and the control feel is first rate, though the clutch pull effort is on the high side. To go with the Hinson basket we bolted in an Adige clutch. With only three springs the lever pull is dramatically lighter. The Adige locks up harder with increased rpm, so it doesn’t need the heavy spring load of the stock clutch. Most riders were impressed enough with the pull improvement to ignore a little bit of engagement imprecision at low rpm. We didn’t even notice the difference in engagement when the clutch was in a CRF450R on the track, but in technical off-road some riders felt it.Honda’s are also know for stellar brake feel, but after a brake test using the Honda as a subject, we’ve gotten spoiled by the Braking oversize front rotor kit, so we added that to the Honda as well, and the result was all the feel we love from Honda, but with additional whoa!-all on demand.As far as suspension goes, we’d almost call it off-road that appeals to a motohead. It is active and reactive enough for nearly all trail situations, but it isn’t as sit-down plush for simple trail cruising as some bikes are. It feels like it could be great for moto when you are on the trail, but when you are actually on a track the action is overly soft and demands you hit your landings right on the down-slope.We’ve heard that the bike kickstarts easily, but the button has never let us down, so we didn’t spend a lot of effort testing that theory. And that reliable starting began a thought as we studied all the notes we had available from test riders, and even some from owners.The riders and owners were never passionate about the sheer awesomeness of the bike. They reveled in the reliability, were committed to the comfort, quivered over the quality and smitten with the fact that there is a local Honda dealer, and he will have parts for the bike when and if it needs them. Almost as if the X were a soulless trail appliance rather than an adrenaline-fueled fantasy wagon.The X is vanilla ice cream in a sea of more exciting and exotic flavors and colors. Not much really sticks in your mind after a ride on the X, but the flip side of that is that nothing odd intrudes on the trail experience either. It is reasonably stable, and more so than ever with the steering damper. It doesn’t act up in whoops but doesn’t allow a brainless banzai into them either. Turning in ruts and bermed turns is excellent, but capable but forgettable on flat, slippery ground. Like we said: no bothers, but no rapture either.But the thing to remember is that vanilla is still satisfying ice cream. And who cares if the X has the rep as the dirt bike for accountants and IRS employees? It works. Apparently, there are dirt riders sane enough to think practical when they buy and when they ride. <div><a href=For many riders the joy of riding a Honda is experiencing the excellent riding position and control feel of the bike. This Honda, like so many others, excels at interfacing with humans./></a> <p class="wp-caption-text">For many riders the joy of riding a Honda is experiencing the excellent riding position and control feel of the bike. This Honda, like so many others, excels at interfacing with humans.</p> </div> <p><strong>MSRP:</strong> $7499.00<br /><strong>Claimed Weight (tank full):</strong> 269 lb. <br /><strong>Actual Weight (tank full):</strong> 273 lb. <br /><strong>Seat Height:</strong> 37.6 inches<br /><strong>Footpeg Height:</strong> 15.7<br /><strong>Ground Clearance:</strong> 13.5<br /><strong>Street Legal (y/n):</strong> N<br /><strong>Fuel capacity:</strong> 1.9 gal. <br /><strong>Transmission:</strong> 5-speed<br /><strong>Manufacturer Website:</strong> <a href="" onclick="javascript:window.open(www.honda.comOpinions
The motor on things rips down low and through the midrange. It felt a little choked up on top, though. Maybe an exhaust upgrade would help. The whole bike felt like a motocross bike, which I like and am more accustomed to. It did seem heavier than some of the other bikes, but that was only in the really slow going. Suspension was very plush and predictable with a nice balanced feel. The clutch had a weird engagement point and was a little abrupt when trying to be smooth in the technical areas. I really didn’t like it. Update the odometer for heaven’s sake. That thing was on an 88 XR600.Steve Edwards 5’10″/190 lb./Vet Intermediate but I might have to drop down to beginner after that last canyon.I marked down bullet points for the Honda:
Pluses
- Great balance
- Smooth usable power
- Felt comfortable on this bike with no major problems
Minuses
- Motor felt a little sluggish on bottom
Chris Barrett: 6’1″/185 lb./ProOnce you get past that sluggish initial response, the motor has that broad Honda power with plenty of torque, though it is a little sluggish off the bottom. The handling is typical, and it has a heavy steering feeling. It took a lot of effort to turn in the switchback areas. The suspension could have been a little plusher on the initial. The handlebar felt a little too wide for the tight sections.
Ryan Orr: 5’10″/165 lb./ProI rated the Honda a close second to the Husaberg for me. I liked the power the engine produced, and especially the low-end torque. I liked the handling of this bike.
Sean Crowley: 5’10.5″/175 lb./B riderComparing a CRF450X to a CRF450R; the R is like a diamond with crisp edges and ultra-hard facets and the X is like a smoothed and polished river rock. Despite being smoothed and polished for day-long comfort and suspended to take the curse from wrists, ankle and spine, the feeling of the X is more moto than any of the bikes. It has a solid mid-range that builds rapidly, yet smoothly, but for me the roll-on traction hook-up isn’t as connected and solid as some of the others. The X is zippy, fun and bump-and-jump light and quick feeling. The moto feeling is just a feeling, since there are other bikes here I would ride sooner on the track. I’m disappointed that Honda couldn’t get the X feeling this agile with a decent sized tank on it, but this X is the best one ever. Seated riding position is good, but standing a little tight for a tall rider. It is my third choice in this group. Pluses are the comfortable seated riding position, crisp handling and slick looks. The negatives are a firm clutch pull, a sidestand that sticks out like a broken wing and radiators that are easily squished.
Karel KramerThe Honda felt stable, predictable, and light. CRF450X’s have always felt a little porky to me, but I think because of the Adige clutch, this bike was easier and more fun to ride. The riding position was right on, the bike never gave me a scare that I wasn’t asking for, and this was the one bike I instantly felt comfortable on.
Pete Peterson 5’10″/160 lb. /Vet Novice/ C rider
Follow Us:
Subscribe
Dirt Rider Magazine