2024 Honda CRF450RL review (& CRF450L)︱Cross Training Adventure
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- Опубликовано: 10 июл 2024
- crosstrainingenduro.com Our 2024 Honda CRF450RL review! Is this the 'unicorn' motorbike that straddles the enduro and dual sport categories? We think so. At least in most respects. Interested in the Suzuki DRZ400 but you want more power, lighter weight, better suspension without paying too much more? The CRF450RL fits the bill. Watch other Honda CRF450RL reviews and see if they agree. Welcome to Cross Training Adventure, we are into all things dual sport and adventure on the east coast of Australia. Are you thinking of a road-legal enduro motorbike but you want it to be cheaper, lower seat height, softer suspension, more reliable and have better road manners? Keen on adventure riding in Australia? Check out our vids. In 2020 the name was changed to the CRF450RL. We suspect this was to indicate it shares a lot of characteristics with the motocross R model. If so, it was a good idea. If you like dual sport riding in Australia then you might like our adventure riding vids. In 2018 the road-legal version started with the CRF450L. A sixth gear was added. A stronger subframe. Lets start with road riding the 2024 Honda CRF450RL. It feels much more refined that your usual enduro motorbike. It's quiet. And it's more than just the exhaust. Honda have used specially lined plastic engine covers to reduce noise. And the swingarm is filled with polyurethane to dampen noise and vibration. And nose-diving under brakes. Compared to enduro motorbikes, the extra weight of the CRF450RL works well for road riding with a wet weight of 132 kg or 291lb. The LED headlight is actually quite bright and has a very precise beam, something we have never seen on motorbikes in this 2024 Honda CRF450RL class. What didn't work well for road riding? The seat. It's your standard plank of wood. Unlike the rest of Honda's 'L' models, this 450 has a lot in common with the motocross and cross-country racing 450s. The main changes for the RL? A set of handguards as standard and upgraded ECU and fuel-injection settings. The good news for Aussies? It has returned and at a much better price - currently AUD13700 'ride away'. The Honda CRF450X began in 2005 as a cheap reliable off-road motorbike. Check out our reviews of various adventure bikes and dual sport bikes. It was a detuned version of the CRF450R with an electric start, wide ratio gearbox, softer suspension and an 18 inch rear wheel. Within 30 minutes the 'monkey butt' will creep in. Like most fuel-injected off-road motorbikes, the throttle can be quite snatchy at lower revs. Some riders don't mind this. We do. Investing in a G2 Throttle Tamer is a great idea. I fitted this to an FE570 years ago and it transformed the throttle response. Off-road riding with the 2024 Honda CRF450RL? We initially found it a bit firm but we reduced the compression settings and it worked great. A lot quieter, especially the exhaust noise. Up to a certain point the engine feels very similar to its enduro cousins. Fast to rev. Plenty of grunt into the midrange. It's only when you get to the higher revs you really notice the engine has been detuned for more reliability and dual-sport characteristics. Even though it's clearly not an enduro motorbike we were keen to try the CRF450L on tighter single track. It was still surprisingly capable in wet muddy conditions, but you won't be throwing it around like its four-stroke enduro cousins. First gear did feel a bit too tall, but then the gear ratios are wide enough to gear it down for dirt riding and still avoid excessive revs for road riding. Fuel-injected enduro motorbikes often have a snappy throttle response. Some riders like it. We hate it. The CRF450RL has a strong on-off jerkiness with the throttle at low revs.A lot of CRF450L owners said the Vortex ECU transformed their Hondas. The owner of our CRF450RL is going to fit a Vortex so we'll report on this eventually in the pinned first comment. We also noticed the heavy clutch pull on slower tracks. Some owners have fitted the XPR clutch actuator arm to make the clutch much softer. Others use the do-it-yourself and do this modification. Adventure riding! Would the CRF450RL be a good lightweight adventure motorbike with suitable mods? There is a lot of potential for sure. The gearbox ratios, lack of vibration, and suspension are ideally suited. The power characteristics are great too, with the possible exception of snappy throttle response. It's quiet and behaves well on the road. The oil capacity is quite small too with 1.1 litre oil changes. Any favourite modifications? Let us know and we'll put them in the pinned first comment. So subscribe. Or don't subscribe to our Cross Training Adventure riding channel. The main thing is get out and ride while you can with dual sport riding or Adventure riding in Australia, Canada, Vietnam, Romania and beyond! So check out Cross Training Adventure.
#crosstrainingadventure #adventureriding #adventurebikes #dualsportriding
#dualsportbikes 
Спорт
FREE MOD FOR SNAPPY THROTTLE RESPONSE ruclips.net/video/6rxksYj-gQw/видео.html Try this at your own risk. If you mess it up, just buy the G2 Throttle Tamer. Gently file away some of the plastic square edge where the throttle cable first makes contact in the slot of your plastic throttle tube. The rounded shape means your throttle takes longer to kick in just for that first 1/8 of a turn. Just make sure it's completely smooth and no spare bits left behind that might cause the throttle to lock.
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RIDER WEIGHT LIMIT A viewer pointed out the specified weight limit on the 450RL is 99kg or 220lb. Most owners see this as way too conservative. Is this just regarding the suspension settings? Or is Honda saying the rear sub-frame may break after that? I suspect it's just being overly conservative - like the specified 100km or 600 mile oil changes!
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BETA OPTION IN USA? Want something a bit more enduro oriented and lighter? The price difference for Beta in the USA is quite small (unlike Australia). Only USD700 for the RR390 or USD1000 for the RR480.
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CHEAP MOD FOR SNAPPY THROTTLE RESPONSE Emailed to me by a viewer. You strictly try this at your own risk!
"The cheapest fix for the stock North American ECU 450L throttle is a 560 Ohm resistor soldered on the coolant temperature sensor (the pink wire). This makes the ECU think the bike is cold and it turns off the 100% decel fuel cut (to warm the bike up) making it feel like a carbed bike. The Vortex I ran for a few years also makes it feel like this but really hurts fuel efficiency and has cold starting issues.
The issue with the resistor mod is that it makes the bike think it's too cold and the fan won't turn on. To fix that you can buy a thermostatic switch that fits in the coolant line for $20. It closes when hot grounding the relay starting the fan. Mine is issue free going on the second season. It goes to the brown/white wire on the ECU connector and the other wire goes to ground.
I run a bypass switch around the resistor to my dash. I use the bypass putting it back to stock for long highway sections. Also should the thermostatic switch ever fail I can turn the bypass switch on and the ECU will control the fan again. I can send pics if your friends would like to try this.
There's no performance gain from this mod, it strictly fixes the throttle issue making it ride-able in 1st and 2nd and keeps the stock reliability.
This thermostatic switch: www.amazon.ca/NICECNC-Temperature-Compatible-Husqvarna-125-501CC/dp/B08ZDDLCKC
This bypass switch: www.amazon.ca/gp/product/B076JCM479/ref=ppx_yo_dt_b_search_asin_title?ie=UTF8&psc=1
This mod, a throttle tamer, the Steahly flywheel weight along with shortening the wheelbase by running a 114 link chain finally made me happy with the trail performance of this bike."
Our mechanic's response? That’s a very interesting mod. Someone got very creative. It makes me nervous right away though just because I don’t know what’s all affected by keeping the bike in “warmup” mode. My big concern is elevation adaptation & similar functions.
The TPIs need to spend 5 seconds idling periodically to recalibrate to ambient conditions. During this procedure the ECU needs to see certain sensor inputs, such as idle speed between 1400-1500 RPM and coolant temp (not positive on the value, but I would think at least 80C.)
I can’t say for sure the Hondas do this but most FI systems have some protocols like this. I would only do this mod if I had no other option. From what I’ve heard from customers it sounds like the Vortex is a very effective fix. I would sooner spend the $1000 than doing a workaround.
Taco Moto SX1 ECU by GET is the same one HRC and the Lawrence brothers are dominating with and it fixed my 450RL flame outs and twitchy throttle.
Thanks for the video.
🏍️💨
There have been a lot of people reporting issues with Taco Moto sx1, I'd buy a non Taco get, hard to find in Australia at the moment though
@@jarrod1687 what are the stated issues? Thanks for the info.
Starting issues, it was rushed to the market and Taco moto tried blaming Honda's injectors and throttle body, once they get you to replace these items and it still doesn't start Taco will ghost you when you persist, happened to a lot of people.
@@jarrod1687 well that’s not good.
I’ve had no problems but that’s just my experience.
Really hate to hear nothing was done to help as that’s obviously what needs to take place after a lot of money is spent on something that’s suppose to improve your bike.
A real bummer to hear.
Thanks for the response and info.
🏍️💨
Great review! I own a 450RL with 22,000 miles on it. Honda reliability is a real thing.
Couldn't agree more!
A CRF450RL Rally would be my dream bike! Wish Honda would give it the same treatment as the 300L. Until then, a heavily modded 450RL will have to do. I've ridden one and immediately saw the potential for a lightweight adventure bike.
The vortex is one of many ECUs available, and is probably the oldest and simplest of the bunch. Lots of options to fix the fuel mapping, smooth out the throttle response, and get rid of the constant stalling.
Comfier seat and larger fuel tanks are also available online. You can totally build this into an adventure bike, it’ll just cost quite a bit of time and money, which is why I wish a lot of these were built in by Honda with a rally version. Although I suspect there’s only so much they can do with the ECU to meet emissions.
Great review!
Agree mate. Come on Honda !
I'm into my third year on a '22 RL. It took me a while, but I'm finally coming to terms with it and learning to appreciate it for what it is and not hating it so much for what it isn't. It's not a great single track weapon and tends to be quite a handful in the gnar. My background has been decades trail riding on 2 strokes, with the exception being my 1986 XL250 which was a remarkably good trail bike. When I first got the RL I thought I'd have preferred the '86 XL250, but with some mods I'm finding the RL to be a really great bike. I swapped the ECU, put on a less restrictive exhaust, throttle tamer, changed the seat and installed the 20 liter Nomad tank. Can't say enough good things about the Nomad tank, I highly recommend it.
The G2 Throttle Tamer did wonders for curing the herky jerky lurchy throttle response at low revs, which was my main complaint with the RL. It's still no comparison to a 2 stroke in the woods, but the RL is fabulous for exploring back country dirt roads. I can honestly say it's the most fun I've ever had on fire roads and gravel. The fact that it's very capable on the highway and you can take off down pretty much any dirt road you see, makes for a heck of a lot of fun just getting out into the hills and seeing what you can find as you let the bike take you places you'd have never found any other way.
Glad to hear you are getting used to it. Maybe in an ideal world Honda would have made this lighter and more enduro oriented. Then also a Rally version (like the 300) with the big tank and windscreen etc?
@@crosstrainingadventure Yes. Lots of things I think Honda should have done from the factory that would make a far better dual sport and wouldn't have cost them much to do, like a more comfortable seat, slow pull throttle, longer clutch arm, more flywheel weight and larger fuel tank. It would be peanuts for the factory over a production run, but it runs into real serious money for the individual customer. BTW, I have the 16l (4 gallon) Nomad tank, not the 20l. I should stick to gallons and leave metric conversion to those who can.
As far as being lighter and more enduro friendly, Beta pulls that off nicely, I do not expect Honda to even try.
The rl also has a 3 ring piston, opposed to the 2 ring on most high performance enduros.
I see oil degradation as a spectrum, if you are: racing/dusty/hard on clutch shorter intervals; if youre cruising/road riding longer intervals. Service generally should be more engine hour based.
Thanks for the info!
Full subframe makes it a great dual sport option as you can carry better luggage.
I have been riding the 450 for about 4 years now. Great bike. I ride mostly decommissioned FSR's and occasionally single track when I'm mad at myself. It's not a trail bike, but you can do it if you have to. It's a dream off road. I have never felt it lacking for power - no issues on steep hills, bliping over logs and up rock faces or passing on the highway. First gear might be a tad tall for gnarl but if you can feather a clutch you won't notice. For people that want to travel a bit, the sub frame is very strong and runs the full length of the fender. I constantly hear people mention the oil change interval . BIG DEAL! Compared to changing the oil on a DRZ ... on almost any bike ... it's so easy! It'll take you way longer to get your tools out than it will to change the oil.
Your exactly right nicely said-
once it is well broken in it now runs and rides like a dream.
You really do gotta be a dirt bike kid and not mind whatsoever changing oil though because I did mine 4 times in the first 1000 miles just because i can-
but not for nothing it’s always pretty black and smells a bit of 93 octane.
It’s not like I am draining pristine oil that looks like it’s never even been used but I certainly am wasting a few bucks doing them quite early because it’s proven you can stretch them if you have to but I don’t recommend doing that every time just because you can.
Definitely worth doing an oil analysis if you want to get a realistic idea of when you should be changing your oil. One viewer said the RL has an extra piston ring compared to the R and RX models which should keep the oil cleaner...
Great review as always ! Thanks
Thanks for watching!
Great stuff.
Thank you for a fair review. As always honest.
Thanks, we try to present what should be the positives and negatives for most riders.
Excellent information here!!!!!
Glad it was helpful!
It never ceases to amaze me as to how Honda continues to thumb their nose at the adventure riders. They build jet airplanes, robots, automobiles, etc. but for some reason tell the adventure market to muck off! I'm guessing they're still laughing over the jacked up Trans Alp fiasco! Thanks for the good info on the CRFRL, I don't have to wonder if it's a replacement for my 650L any more!
What went wrong with the Trans Alp? A real shame Honda Australia stopped importing the XR650L years ago, the DR650 sales even bigger after that. Great bikes.
@@crosstrainingadventurenot sure, transalp fiasco could be:
Lack of cruise control
Tubed tires
Hidden air filter (must remove tank)
Oil sump waiting for a rock to end your ride.
Anemic stock suspension.
There may be more…
@@mfranquemont1884 it seems like you type more than you ride
Come on Honda, you are soooo close to making a terrific light ADV bike. Just add a bigger tank, more comfortable seat, little windscreen and - drum roll - larger engine oil capacity. The Chinese companies are starting to steal the market...
100% agree
Yep. The 300 Rally was a good move. Where's the 450 Rally?
600miles is based on the CRF450X manual and offroad/race miles (the L/RL manual is basically a reprint of thr 450X manual) Regular dualsporters have been pushing it 1000 and even 1500miles. You can add a screen and bigger tank if you want. There isn't a 450-500cc dualsport out there that is as reliable and low maintenance as the Honda 450L/RL bikes.
Yes. Was thinking that today.
@@PARKCITYDUALSPORTno but for the price I can buy 2 cfmoto 450’s and I don’t have to upgrade them they already have the rally package. Hell if Honda does offer a 450rally it’ll probably be 15k 🤯
I'm on season 2 with my RL. Upgraded from a DRZ400 and have done all of the "expected" mods. Seat, throttle tamer, AIM ECU, etc etc. It did have the snatchy throttle and would flameout when I first bought it, but I went in knowing and had already ordered the parts to resolve those issues. Since then, I'd say for the money, it's probably the best DS bike I've ridden. Yes, some of KTMs and Betas are a couple of percentage points better in certain areas, but they're also 3 to 5k US more expensive. And that's taking the mods into account.
Put an adventure-spec mini fairing on it last year as a pseudo-tower for my Zumo XT, and it's just about the perfect lightweight ADV bike.
It's an excellent bike right off the showroom floor. But if you do the research, and mod it to fix the known issues, it becomes something exceptional. My opinion of course.
Great to hear! Did the Throttle Tamer help a lot?
@@crosstrainingadventure It did help some. Though the ECU was a much larger improvement.
I used to have a kitted 450L (vortex, 3.5L fuel tank, new bars, pegs, yoshi pipe, seat concept seat). It was pretty much a 450x by the time I sold it. I miss it alot out in the west coast desert. I have an 23' 890 R and its a beast but I still think about that 450L every time I go out and ride. It made me a better rider with the confidence it gives you!
Maybe a 690 would have suited better, kind of a in-between bike
@@jarrod1687 Everyone keeps bringing up the 690-701 platform. My take on it is I'd rather have one end or the other of the dual sport spectrum then compromising in the middle. For my riding style and where I ride I'd rather have a kick ass dirt bike with a plate on it AND a great touring motorcycle that can do the miles of pavement then something that is ok at both. Not saying it bad, just saying its not for me.
Yeah I get it, having two bikes gives you the best of both worlds , something I'm going to do soon
I watched a guy on a ride in Colorado start his bike 3 to 5 times every time he stopped it--even with the vortex ecu. My 650L has been (end eill continue to be) as good a bike as I need
I get the feeling that my XR400R will do everything this bike can do and is 15kg lighter.
@@mattplant7342old school XR 400/ 600 and 650 with e start would sell today if they brought them back.
@@mattplant7342 The only disadvantage is the kick start. If you're okay kicking, then the XR400 is probably just as capable as a CRF450RL in most cases with the right mods.
I had a CRF450L from mid 2020 until very recently. For me personally, the vortex ecu and an aftermarket exhaust completely fixed all 'lean' fueling issues, smoothened the throttle response, and is an absolutely necessary mod. The stock exhaust is crazy heavy as well so some weight can be saved there. It's an excellent dualsport and with the right tyres still held it's own off road despite the extra weight. I've been getting more into enduro riding and haven't been dualsporting as much, so decided it was time to move it on for a lighter and more purpose fit bike, but that doesn't detract from how capable this bike can be. Keen to hear your thoughts once the bike has a vortex, and whether you share the same sentiment I do on how impressive the change from stock really is.
Great overview, ive got 21000 kms on mine, valves haven't moved, no mechanical issues besides leaking neutral switch. Perfect dual sport or lightweight adventure bike. Lately I've been doing a bit of enduro style single track, needs a ecu and rear spring for a 93kg rider, you can feel the weight, still works alright. I'm planning to convert it to a supermoto and buy a husqvarna te300. Changed my oil every 2000kms unless it's copped a flogging off road then I'll do it every 1000km, tou can buy an oversized clutch cover to add oil capacity if youre worried. Over all a top bike. Btw you can buy a cam for it to make big power (based off the 450rx profile) if you're chasing the thrill of a 60hp motocross bike.
Great to hear, Jarrod! Any to the oversized clutch cover? I googled all over the place trying to find one when I was doing this review but with no luck.
I think there is a few but I know the rekluse make one that allows 150-300ml more oil from memory
You can also add an oil cooler which will increase capacity by a good amount
I did google the Rekluse cover but couldn't find any mention of larger oil capacity. I did see the Twin Air oil cooler for about US400. It didn't specify how much extra oil it allows but I think it's only about 100ml usually?
the GET - Taco Moto ECU completely solved throttle issues for my 2024…
Yep.
Have 21 450RL
First 7,000 miles stock ECU and finally got Taco Moto SX ECU by GET and it certainly helped.
Enjoy
🏍️💨
Best DS platform to build from IMO. Mods: Other than the required tank, seat and fuelling solution? The Steahly flywheel weight really helps in the rough stuff. A cheap tach is also required to set the idle properly. If your idle is set too low it's easy to stall this bike in stock form. They really should have put the 300L dash on this bike with tach and gear indicator.
Have you tried the Steahly, Mike? I might mention it to the Canadians as they are keen to refined the bikes in their fleet.
@@crosstrainingadventure Yes, just gives that little bit extra to make an MX motor more trail friendly hitting obstacles in 1st & 2nd.
Based on the aussie and US CRF450L/RL facebook groups, the oil changes can be stretched out 2000 to 3000km quite easily, especially if the bikes being used as a light weight adv bike.
I agree. It's crazy that Honda specify such short intervals. I think a lot of potential buyers have been turned off as they think the 1000km oil changes are needed even for everday dual sport riding.
I’ve got a 450L. I like it a lot.
Video sums the bike up well, I’m keen to try some of the mods though.
Where do you get the throttle tamer and clutch arm in Australia?
Cheers
None I'm aware of, Matt. Unless something has changed. Years back we just ordered direct from the USA, can't remember the postal charge.
A mate completed the Canning Stock route [ very tough ride ] on one last year, and it did extremely well. Nomad 20L tank, Seat Concepts, Cush drive and a Vortex, on top of the usual protection and bling, it all starts to add up to some serious dollars though. Jamming the engine into the 300 chassis seems the obvious way forward, but as to how Honda thinks, who knows.....😑
That's unreal, one of the most remote places in Australia
I've had one w/ all of the mods. It's a very solid dual-sport bike, but once you get into technical situations, its power and weight become limiting. A husky or ktm 350 excels in these situations, and I'd definitely rather have a Honda.
I really think we all want a CRF350L. The 450 has more power than is useful, and the weight becomes noticeable.
It would be good to see Honda make something like the Beta RR390 which is road legal in the USA. The Beta is well priced too, not much more than the Honda apparently (but a lot more expensive here in Australia).
I looked at them and decided that although the price is less than the Betas the added expense of the ECU and exhaust would actually make the Honda more expensive. A similar seat height, less oil, and 20 lbs heavier didn't help. I settled on the Beta 350RR-S. I did add the 3.5 gal tank and a Seat Concepts comfort seat. I think the key with any of this type of bike is to balance the wheels. It is a vastly different bike on the road with the wheels balanced.
In the USA, Mike? I think there's a much smaller price difference there so the Beta would be a good alternative. Especially the 390 with its long stroke engine. What is the oil capacity? I thought the Beta was something like 1.5 litre but in two compartments?
@@crosstrainingadventure 750ml for the crank case, and another 750 ml for the transmission from the owners manual.
I just think of it like a drz with a 6th gear and fuel injection.
It's never just died on me, and I also can't imagine using it as an adventure bike with that tiny seat.
Over all it's just a fun bike. Take it off road, take it on road, there's a decent amount of power to have a good time.
Except a drz can go 5000km between oil changes which is a huge difference.
@@joshdoddadbod Yeah, and the drz's quite a bit cheaper too.
tbh though, an oil change only takes a good 10 minutes and 5000km is a hell of a long way to go off road. I guess its just personal preference but my butt couldn't take putting up big miles on either.
@@Ammothief41 yea it's a personal preference thing for sure.
A lightly modded CRF300L bascially gives it the same power an torque as a DRZ400. So that would be the modern DRZ if thats what you want.
@@nappa4317 it definitely does not. You need to heavily modify the motor of a crf300l to get close to a stock drz400.
I came so close to buying one of these but went for the DR. Even though I love the Suzy, some times I have regrets about my decision.
Yes, the DR suspension needs work. I think the DR is a great all-rounder. I'm thinking about getting a beta xtrainer for trails with the DR doing the real dual sport/easier two track.
The ECU completely changes the bike. The GET ECU is incredible. The vortex is alright as well.
Many also add a flywheel weight and it completely revolutionizes the bike off-road
I bought a new to me 22 model about a month ago. I am really liking it. I did have to ditch that stock seat.
30 mins tops for us and we were standing on the footpegs lol.
awesome bike - but would like to run this alongside the new WR for a gnarly lightweight adventure bike...beside my adv tourer - my Tuareg....love that one!
Lucky we can register the WR450F in Australia and NZ. No luck for north America. But they have the Beta range and the RR390 and RS500 aren't a bad option... very similar price to the CRF450RL over there.
Pity the wr oil capacity is so low. I believe it is only 800mls or so. I have a 2014 road registered Yamaha setup as a dual sport, and can take everywhere from single track to highways, and it’s ok at most of it
@@BlueThunder69NZ yeah, oil capacity is usally low in the high performance bikes, but my last reading (mcnews) was that the WR has 1.2 litres...so happy days on that one!...and your experience is why I am considering the WR...light and plenty of punch👍
I would like to see how the Vortex goes, seems a shame that you have to fit it at all.
This video adds to my points on the Kove Clown Bike video last week. Which would you choose to spend your money on?
Thank's for the review. I was wondering what cell phone mount you're using, and if you've had any issues with the rattling breaking the camera?
It's Garmin but can't remember the name. Early days but no issues. I just use an older backup phone in case it gets wrecked.
Same thing happened in South Africa, except here it hasn't returned yet.
there it is again the 570 mentioned
Great bike! I was hoping KTM would sell the rights to a mob like SWM or AJP and we'd see it live on. 😢
Had one for 5 years. 25,000km. Did a 5 week ride up to cape york. I loved it, spent thousands of dollars on it with all the mods. Things I didn't like? Japanese over engineering. Where a zip tie would suffice, an anodised piece of steel with 3 bolts is used. Routing of pipes and wires is a precise art. Pulling the bike apart and putting it back together takes twice as long and is a pain in the ass compared to a euro counterpart. There's so much of this extra shit everywhere that there are nooks and crannies the bike always looked dirty. The hard hitting engine was fun at first but at the end of a 400km day blasting through snotty trails near coffs harbour was aweful with a top heavy bike. The final thing was the lousy fuel economy. 20% worse than ktm/huskies. Sold it and bought an fe450 which has all these problems sorted. Would still take the 450l over a 690 though..
I had been looking at the crf450rl at my local dealer, for my intended purpose for adventure riding/dual sport it doesn't really hit the mark! Only holds 1.1lt of oil no different to any other enduro as it needs a bucket load of cash$ thrown at it to make it adventure ready and from the owners I have spoken to say it needs an aftermarket ecu same as the previous 450L dealers will disagree but it's true!
I had seen the crf300 rally next to it and it is much more suitable for that application, holds 1.8lts of oil and long service intervals, all set up ready to go just upgrade the suspension same as you would do on any other bike to compensate for loads and crap stock valving and your ready to go!
Yes it's a real shame they didn't kick up the oil capacity closer to 2L. It's actually 1.3L total but only 1.1L for changes apparently. I haven't ridden the older version but apparently it stalled a lot? The 2024 seems okay in that respect. It's just snappy at low revs. But a G2 Throttle Tamer works wonders apparently.
There's a very good chance I would have liked this Honda better than the DRZ that I put 18,000 mi on. However, I don't see it making me happier than the KTM exe350 that I replaced the DRZ with.
I had the 450l. Threw heaps of money at it to make a light weight adventure bike. Added a vortex and eventually sold it due to flame out issues and jerky throttle, making it impossible to ride in difficult terrain. Very disappointed, as I did love that bike, but I still have my dr650...
Bummer. Which year model, Adam? They did revise the ECU. Ours didn't flame out but still had the jerky throttle at low revs. The guys are fitting G2 Throttle Tamers soon which does the trick apparently.
I had one for a short while, too much needed to make it an adv bike. You can only go so far on fuel capacity (frame), you need to replace the seat, the ECU, the Exhaust, by the time you are finished you have spent alot!
On a 690 now, more power and im not changing the oil all the time!
Is the more weight of the 690 obvious as compared to the 450rl in tighter dirt roads?
In Australia it's probably not a bad option at the moment if you like the 690/701. Big discounts so they are only about $2000 more. Normally it's closer to $6000 more. I'm interested in the weight too... should be about 20kg more. Is it noticeable in the tighter tracks?
I feel like Beta was here first and has some good thoughts, but we don’t have a big distribution here in the US and I don’t think I’ve ever seen one in the wild. Definitely would choose the Honda over the beta for that reason. Realistically, the price had me pick a DRZ though 😂
Yep, hard to go past the DRZ when you are on a budget! And just do some budget suspension mods if needed. 😊 Any mods so far?
Shhh 🤫 you’re gonna make the used prices skyrocket 😂
😗😁
Just bought a 2024. Seems they got the flame outs tamed. But there are times on a standing start there is no gas and when it finally gets gas better hold on. Im hoping that this might be dimished when well broken in. I've been on the fence about ecu but have decided to keep it stock just to see if it gets any better. Ive also started beating that seat into submission with a 2×4 lol not kiddin.
About the ECU, see the cheap mod in the pinned first comment. A viewer said it made a big difference without spending hundreds on a new ECU. But if something goes wrong it would void your warranty though?
I had a new one in 2023. This bike is a pain in the arse
Because...?
@crosstrainingadventure the throttle twitch is a huge problem not to mention the flame out is still showing it's face from time to time. The throttle tamer helps, but this expensive bike needs even more money dumped into it to make it run right.
Bummer. We didn't experience the flame out on these 2024 models and haven't ridden earlier models to make a comparison. I think we are pretty lucky in Australia as the RL is priced a few thousand dollars below all the 450 road-legal enduro models we have. But it seems to not be much cheaper in north America?
I think it's worth to mention that the weight limit on 450RL is 220lbs. And I think the 450X always had 6 speed.
99kg or 220lb.🤔 I googled around. Most owners see this as way too conservative. Is this just regarding the suspension settings? Or is Honda saying the rear sub-frame may break after that? I suspect it's just being overly conservative... like the oil change intervals.
@@crosstrainingadventure I can’t say why they did that. But if you break the frame or suspension and ask warranty you will get a referral to the manual
Needs more oil capacity.
Otherwise it’s a great base for a lightweight adv I recon
Yeah I agree
I have a 2002 XR400R which is a brilliant bike and a Sherco SER 250 6 Days which is also fantastic but I'm looking for a bike that is a good blend of both and I think this may be the one.
I also like the Beta 390 rr but I think it leans a little to far towards the enduro side of things and I'm getting a bit older so the Honda might be the go.
Plenty of riders use the RR390 for dual sport/enduro riding. The long stroke engine is nearly perfect for the job. Just a shame it doesn't have a bigger oil capacity. But the Honda is the same in that respect. If there isn't much price difference I'd suggest erring toward the Beta perhaps? The main reason the Honda would be a bit better on the road is the rubber cushioning on the sprockets and the heavier weight would make it feel a bit more planted at speed. But only test rides would confirm which you'd prefer.
I keep coming back to the Beta 390 ride-away as a better alternative to the stock CRF 450.
Only a $700 difference in the USA. Must be tempting. The Honda is much cheaper than the enduro models here... up AUD5000 cheaper.
@@crosstrainingadventure Hi, just got AUST ride-away quotes for both (CRF 450 $13,990, Beta 390 $15,390 - Sydney) aka only AUD $1405 difference ATM (if you take the Beta 2024 clearance sale discount offered on their website) ... tempting?
I've considered getting one and leaving it more towards the enduro end. This would be in addition to a crf300l with 19/17 wheels and mini fairing for more road miles. Unfortunately as much as I love my Husky 2 stroke it just doesn't get ridden enough. (Not plated)
That could be a tricky one. The RL was good on open tracks but you start to feel the weight as things get slower and gnarlier. Are you in the US? I wonder if a Beta RR390 or RS500 might work out better? Only US700 to 1000 more....
@@crosstrainingadventure I am in the US. The 390 is actually my favorite 4 stroke I've ever ridden after demoing all things Beta in 2021. I've kinda held back due to seemingly little quirks. I have no doubt the 390 would take care of me in tighter stuff. Was just considering the 450rl for potentially higher reliability over time. Also far easier to find a decent deal on a Honda around here used vs a 390.
i wish they would make a 250 version of this
They were very close with the old CRF250X but I don't think they offered a road legal version in most countries. 😢
@@crosstrainingadventure yeah Ive been eyeing off the used crf250x offerings but for now might stick with my trusty old XR250r for trail riding. If they came out with a 250 version of this bike though I’d be all over it 👍
The mighty XRs! Loved my old 400. And messing around on the little XR200 in Canada... ruclips.net/video/h-MjNHrkeL0/видео.html
Any comment on vibrations compared to a drz or a ktm 500? My buddy’s husky 501 vibrates so much it almost ruins the fun for me. I’m used to the smooth character of my xr650r and dr650
I own both the XR650R and CRF450Rl, the CRF450RL is noticeably smoother for me. It's become one of my favorite bikes.
I don't really notice engine vibes so can't really comment, Christiaan. But I asked the opinions of a pile of riders and no one mentioned vibrations.
It's smooth for a 450 thumper, rubber mounted bars, rubber filled swing arm, rubber on sprockets, foam lined engine covers ect, if you stay under 115kmh it's a pretty nice to ride dirtbike
Does anyone have experience with 2019 and newer 450x vs 450l/rl for dual sport use? Preferably someone who has owned and modded both.
I’m located in Colorado where plating a 450X is would be EZ.
Other than the subframe, what differences (that matter) did you notice? Fwiw I’ve heard ECU on 450X is better, but many still drop in aftermarket ECU, while others say stock 450x ECU is better than a modded 450r/rl (new ECU and graves slip on).
I’m sure there is a 10-20 lb weight difference too, which is nothing to ignore, but not a deal breaker.
Please shed some light. Thank you.
What would be the pluses of a CRF540RL vs a WR450F?
If you see that chart in the video of the enduro/dual sport/adventure spectrum I'd say the WR would be in the same spot as the KTM 500EXCF. Great off-road. Not so great on road.
It doesn't seem we're getting this model in NZ 😢
Bummer.
didntn thre raod leaj=gakel berson start with the cre 450 from hm
Sounds like you're selling the DR650 and getting a CRF450RL Barry...😂
It's on the list... In my 60s I'm gradually aiming for lighter bikes so at some point I'll sell the DR650. The CRF is pretty cheap in Australia but I hate the small oil capacity and needing to spend money to get ride of that jerky throttle response!
@crosstrainingadventure there are so many low km/hour crf450L's on the aussie Facebook market place at any given moment. Most of them have all the new exhausts and ecus in there as well. Usually between the $7k to $10k range with less than 2000km on the clock. Seems a lot of older riders getting back into riding, remembering the fun they had on the old honda XR's buy this bike and its not at all what they expected. Barely ride it and then bam! Up for sale with peanut km's on the clock.
Fast way to lose a bunch of money! I suspect they would have been happier with the earlier CRF450X which really was more like an XR400 but with more power and better suspension. The carb meant there was none of that snappy jerky throttle. Unfortunately the RL would be lower on my list as I really hate oil changes lol. Bikes like the 500EXCF have about an extra 300ml of oil capacity. And it can be taken to 2L if you add an oil cooler and wider clutch cover. It starts getting very expensive though.
I've one. Once you put 3000€ on it's ok
I would love for them to put the 450RL engine in the CRF300 rally body/frame. Increase oil capacity and get those service intervals to 1500 miles (~2400 km). That would put it at 320 lbs (145kg). Then you have about as good as you could get for a light adv, or a road worthy dual sport.
A real shame they didn't go for something like a 2L oil capacity.
@@crosstrainingadventure Who knows. After working with engineers its equally likey they is a good reason, or they were lazy and didn't want to make a different case.
I think a better move would be to put the 300 engine in the 450 frame. You can't make a 300 lighter, but you could make a 450 more reliable long-term with the milder engine.
@@algee8228 Just wanting to make a lighter crf300l? I don't see the point of that. You can just buy the 450 or base model of the 300.
I want the rally ergonomics, windscreen, tank and etc but with the 450 power.
@@nappa4317 for light adv or road-worthy dualsport yeah a 450 in the Rally frame would be great. I guess I'm looking at it more from the perspective of an offroad-focused dualsport, where weight is king and power comes next.
Comparisons to WR450? Both have enduro maintenance schedules, and limited oil capacities. That’s gotta be the biggest disappointment for adoption. Who wants to have to pack oil and filters on a small adventure.
Lucky we can register the WR450F in Australia and NZ. No luck for north America. I reckon a dual sport version of the WR450F would sell like crazy. 2L oil capacity. Bigger tank. Windscreen. Wider seat. Maybe a cush drive hub.
@@crosstrainingadventure we can Plate WR-F in the USA. I turned a WR250F into a street legal ultra light ADV bike. The 450 would be just as easy. Just add turn signals and horn. Here the rules are state by state. But most states make it easy to register a dirt bike by just adding turn signals and usual road stuff as well as headlight if needed.
👍
I'd love a 450 but I cannot stand the maintenance intervals!
Don't follow the maintenance intervals, it's not necessary
@@jarrod1687 isn't the valve adjustment like 1600 miles?
Mine haven't moved or been adjusted in 21000kms, I don't even check them anymore
Going by all the comments from other owners Honda's intervals are way too conservative.
if only they were imported in greece
Meh they made it a niche bike. If they had designed it ground up to be a lightweight dual sport with long maintenance intervals there would be one in my garage right now. Oh well, someone else will do it and make big $$$.
Yep, it's weird how there are so many 450 to 500 enduro models out there but no one is creating a lightweight adv version.
just pat the tank and she'll get you home. HONDA
😁👍
Ok can we please stop referring to the DRZ as some kind of benchmark! Please they're farm bikes I honestly don't get the attraction ever!!
This Honda looks like a sensible light ADV bike
I hope this competition keeps happening
The attraction is that the DRZ400E designed back in 2000 is similar in weight CRF 450RL given that it holds 3 extra liters of fuel (138Kg wet), Similar in HP at 45HP and as reliable as the Honda. They can be set up with stiffer suspension to handle just as good as any enduro. If services as per the manual can get 100, 000 Km out of the motor. The only downside is the 5 gears and potentially fuel injection letting the DRZ down. If Suzuki ever upgraded the DRZ, it would be one of the biggest sellers for dual sport bikes. Those that have owned one knows how good they are.
Have you ridden a DRZ 400 E set up for adventure riding with heavier springs, a sprocket change a comfort seat and bigger tank?
I think it depends on your criteria. It's definitely a benchmark when it comes to the cheapest 400 to 500 dual sport with proven reliability. But if the benchmark is light weight, horsepower and great suspension then it drops way down the list lol. If you are aiming for something in the middle, then this Honda could be the ticket. Or a DRZ and used the saved money for mods. Or maybe even a Beta RR390 for another USD700.... we are spoiled for choice.
@@MidCoastAdventures yes I have unfortunately! The least exciting bike off road available today...
@@crosstrainingadventure I guess that's where it shines! Kinda like a pair of Crocs they last forever & exceptional value...just never look down especially in public!
The absolute biggest part of motorcycling for me is excitement whether riding enduro, fast trails or adventure & those yellow turds can't increase my heart rate! Oh wait correction except when riding down a steep rocky descent when you wished you were back on your Berg or KTM because you're about to die as this thing hasn't yet had the absolutely required braided brake line upgrade! & that isn't the kind of excitement I'm chasing.
I am surprised to see this review. I rode the 450l version out in Utah with Everide and it was honestly one of the worst bikes I've ever ridden especially in technical terrain. The engine braking was downright dangerous along with the constant flame outs AND it had an upgraded ECU! I would take a DRZ any day over this bike. Maybe the RL is better?
Coming from someone who only makes Kove and GPX content, I expect you to be biased. How much has Gary paid you for those videos? Unlike you, this channel is unbiased and trustworthy. I will take the Honda every time. Barry clearly explains each model, issues, and resolutions to provide a trustworthy review. Something rarely seen on line, you could learn a lot from this channel and possibility give your channel a boost.
@@jonwoodworker still trolling I see? It’s amazing you actually take the time to write these. I own a KTM as well. Have a wonderful day of trolling RUclips friend!
@@LCARSADV Trolling would be seeking your videos and making comments. Gave up on folling your channel when every video was GPX, like 2 yrs ago. Cross Training Adventure is on my notification list and I watch them all. That's how I saw your "trolling" comments and had to call you out. You still haven't answered how much Gary has paid you.
@@jonwoodworker that’s amazing!
This is a channel about adventure and dual sport bikes. That's the context. It's not about technical terrain. If I did a review on the enduro channel it would assess the Honda from that angle.
There is no "r" in the word Honda.