2019 Honda CRF450L review

Red riders, rejoice! After years of being unrepresented in the 450cc four-stroke enduro category, Honda finally has a street-legal 450cc CRF that’s not only designed for the dirt, but surprisingly well suited to the road.

While Honda describes this new bike as a close descendant of the lean and mean CRF450R motocross machine, the CRF450L is much more than a motocross bike with headlights. Plenty of energy has been put into ensuring the new Honda feels as at home on the road as it does off it.

Rather than spend a day getting to know the CRF450L at a typical bike launch, we were lucky enough to get hold of the new Honda for two weeks thanks to the efforts of Honda Australia and Team Moto Virginia, on the northside of Brisbane. Honda also supplied a couple of items from its genuine accessories range, including the aluminium bashplate (the standard one is plastic) and a rear luggage rack.

The CRF450L rolls off the showroom floor with street-legal IRC Trail GP tyres that help keep road noise down during ride-by noise testing but wouldn’t provide a lot of grip on a muddy trail ride. The minimal gaps between the knobs would fill quicker than Marc Marquez setting a pole-position lap time. The new Honda CRF450L also comes with a set of Bridgestone Battlecross X20 off-road tyres. That’s a good deal. Our test bike was fitted with Metzeler MC360 tyres, front and rear.

Honda’s talk of this bike being derived from the 450R motocross model brought on visions of a machine that could take the fight up to the race-ready KTM 450EXC-F and Yamaha WR450F, two top-selling 450 enduro bikes on the Aussie market. I was initially excited by that prospect, as many dedicated Honda fans would be, but that excitement soon gave way to a re-evaluation when I realised the new Honda was hitting the trails and the streets from a different angle.

While Honda makes plenty of reference to its links to the CRF450R, it also proudly describes the 450L as a dual-purpose motorcycle and that’s where it differs most to other 450cc enduro bikes. While other 450s are legal on the road, the primary focus is their performance between the trees, whereas the new Honda is designed to deliver comfort and performance both off-road and on.

Since its Aussie exile, the street-legal CRF has had an almighty makeover, now wearing the same plastics as the motocross version for a lean, clean-looking machine. Apart from good looks, sharing the plastics of the CRF450R also helps create excellent ergonomics. Shifting your weight on the street-legal CRF is a seamless affair with a smooth transition between the ultra grippy seat, radiator shrouds and side panels.

Swinging a leg over the Honda is a pleasure thanks to a relatively low seat height of 940mm. The graphics are the film-insert design to keep the bike looking sharper for longer. The subtle differences between the R and the L, when it comes to ergonomics, is the taller titanium fuel tank that holds 7.6 litres of fuel (1.3 litres more than the motocross model) and the larger radiators that also features an electric fan.

The 450L runs a lockable fuel cap, which is a real plus for commuters. Fuel injection delivers excellent mileage which can be monitored on the digital speedo. For general road use and trail riding, the 450L consumed four to five litres of fuel per 100km. That mileage was halved with the chance to wring the Honda’s neck on an enduro loop that resembled a flowing special test.

Like the motocross model, the CRF450L also scores the tough-looking stealth treatment with black D.I.D Dirt Star rims, black front and rear disc covers, black engine covers and a matching plastic bashplate. From motocross riders to trail riders and even daily road users, everyone loved the Honda’s looks.

In a nod to Honda’s excellent reputation for build quality, one rider made the point that the CRF450L would probably look just as good in 10 years’ time. Hondas are built to last and that’s exactly the feeling you get with the 450L.

The 450 enduro market is packed with options and even though a lighting system, registration and a plethora of unwanted additions make them legal to ride on the road it doesn’t necessarily make them good at it. This is where the Honda stands out from the crowd. Many enduro bikes feel under-geared for the road, light in the front end and generally uncomfortable on the tarmac.

With its six-speed gearbox, the CRF450L sits comfortably on 110km/h and the front-end feels incredibly planted. There’s no vibration through the handlebars or footpegs and even the quality mirrors are shudder-free for a clear rearward view. Despite the quality of the Honda mirrors, they’ll quickly find their way into the spare parts box for riders who plan to hit the trails.

For a quieter road-riding experience, Honda has added a “cush drive” to the 18-inch rear wheel. My expectation of a cush drive rear wheel was chunky rubber blocks between the rear sprocket and rear hub, but in Honda’s case it’s simply a rubber ring mounted to the rear sprocket where the chain rests on the teeth of the sprocket.

The same set-up has been used on the front sprocket to eliminate chain noise rather than a traditional cush drive that’s designed to reduce stress from engine torque on drivetrain components. The front sprocket cover is lined with rubber for further noise reduction.

The black plastic engine covers are another noise-reducing addition and have been lined with foam to absorb noise and to avoid scratching the metal engine covers beneath. They serve a purpose, but also add to the bike’s stealthy appearance. From a resale point of view, the metal engine covers beneath should look brand new for the next owner.

Like the drivetrain and engine, the exhaust has been muffled to the point of being inaudible. Sure, it won’t upset the neighbours, but surely every 450 enduro rider wants a decent bark from their bike.

Hopefully the muffler’s internal baffle, that has a tiny diameter of 20mm at its exit, can be removed for more bark and more bite. The Honda’s power delivery is incredibly smooth, linear and user-friendly, but it’s also a bit dull. Opening the exhaust or fitting an aftermarket muffler could give the power a real hit of character.

While the street manners of the CRF are impressive, the way it performed off the road was of far greater interest. Slipping off the bitumen once I’d reached the Glasshouse Mountains, the first taste of dirt came via a typically loose gravel road. The best enduro bikes can feel sketchy on this type of surface where it often feels like you’re riding on ball bearings. Not so with the CRF. Like it does on the road, the Honda feels planted and sure-footed on dry, loose dirt roads.

Within just a few kilometres it felt comfortable and natural to let the rear end drift through corners, while jumping hard on the brakes to dart into the bush on an intersecting trail, the Honda remained just as composed. Whether the weight is on the rear end through acceleration or thrust forward under brakes, the CRF feels balanced and stable.

As the trails tighten and the average speed drops, the weight of the CRF450L becomes evident. At 131kg fully fuelled, the new Honda is more than 10kg heavier than many of the other brands in the 450cc enduro category. Open trails is where the CRF shines, where the speeds are higher and its weight becomes an advantage instead of the hindrance it is in single-line trails.

The CRF’s weight and the way it’s distributed helps push the wheels into the dirt for maximum traction and incredible stability. There’s not an ounce of nervousness or headshake over rough terrain. However, in tight first and second gear trails the CRF can be a handful.

As you’d expect from a modern 450cc four-stroke, the Honda produces plenty of power, but it’s delivered in such a smooth, useable manner that it lacks excitement. It’s a fun, easy powerplant to live with, but not one that blows your hair back. It’s a style that’ll suit some riders perfectly, but others will be left wanting more.

The street-legal CRF may share much of the MX model’s DNA, but the power delivery has little in common with the CRF450R. When you consider the changes made to give the 450L its versatility it should come as no surprise. The L model carries a heavier crank, different valve timing, two additional piston rings, lower compression ratio and a vastly different exhaust system.

Initial testing on the CRF450L took place on weekdays when an early knock-off meant I could race home, gear up and ride straight from the garage and 40 kays down the bitumen to the extensive trails of the Glasshouse Mountains.

With a weekend to spare, it was back to the Glasshouse to meet up with mates for a full day of mixing it up on the tar, dirt roads and trails. Plans changed and it turned into a solo mission that I wouldn’t normally attempt as it’s always safer to hit the trails with company. But the Honda is so easy to ride and confidence-inspiring it encourages you to take a chance and be adventurous.

Not long into the trails I happened across a bunch of hardcore trail riders aboard a mix of European two- and four-strokes. With my appalling sense of direction, I jumped at the invitation to join Blair, Adam, Ash, Shane and Sam who looked like they knew the area backwards. They looked primed for single-track action so I wondered how I’d manage on the heavier Honda, particularly without handguards, something my new riding companions were quick to point out.

As mentioned, tight trails aren’t the happiest of homes for the 450L, so it was impressive to see the Honda handle everything the more enduro-specific European bikes tackled. Although, I did opt out of a couple of monster log crossings – more to preserve the bike’s levers and plastics than due to the Honda’s capabilities.

As the trails opened up later in the day, I slotted in behind a current 450EXC-F to watch how it handled compared to the Honda. Where the KTM floats and skips its way across the lumps and bumps of a typical trail, the Honda steps its way. The KTM looked more athletic than the Honda felt, but I could also sense more rider input was required on the Kato than what I was putting into the CRF. Yet another reminder of how easy the Honda is to ride.

While the Honda has no trouble pulling wheelies in open spaces it takes more preparation and the right gear to get the front end up and over rocks, roots and square-edged bumps. It doesn’t have that instant snap of power to loft the front like a lighter, less restricted 450 like the KTM. This meant I slammed some of those obstacles, wincing at the expected jarring effect and ensuing tank slapper.

Once again, the Honda’s handling prowess came to the fore, soaking up those sharp hits and keeping the whole show incredibly tidy. Eventually I became relaxed and lazy, letting the Honda’s fully adjustable 49mm Showa fork do all the work. I even went looking for ugly lines and jagged ledges to see what would unsettle the impeccable handling of the Honda.

Nothing seemed to phase the 450L, impressing me no end with its composure on the trails. While plenty of my lines were ugly, the award for ugliest line goes to Ash who buried his Husaberg in the gloopiest mud he could find. While the Honda stayed high and dry, it took six of us to wrestle the ‘Berg out of the muck.

With an excellent selection of trails conquered, the rest of the crew went in search of their utes and trailers to load up and head home while I simply found my way to the blacktop, stopped off at the local car wash to give the Honda a clean and parked it back in the garage in time to watch the AMA Supercross.

The 2019 CRF450L represents an interesting addition to the Honda motorcycle line-up. It's not a light and lithe specialist enduro bike, but it is a capable, well-mannered trailbike with the versatility to be ridden comfortably on the road, eliminating the hassle of loading it in and out of utes or trailers. The CRF would even handle the daily road commute if you needed it to. The CRF450L also provides a more affordable option for adventure riding.

There are more capable Adventure bikes on the market with bigger engines and softer seats that will travel much further on a tank of fuel, but the 450L is a fraction of the cost of serious Adventure bikes like Honda’s Africa Twin.

There’s no doubt Honda makes great motorcycles and the CRF450L is a shining example, but if you’re looking for a hard-edged enduro weapon with the latest engine-mapping gadgetry this isn’t necessarily the bike for you. The 450 enduro market is full of bikes that’ll scratch that itch, but if you’re looking for a bike that can tackle the trails and give you a comfortable ride home on the tarmac the Honda could be right up your lane.

The new Honda’s build quality is outstanding, the ergonomics are sensational and it has to be one of the most manageable 450 four-strokes on the market. While the CRF450L won’t blow you away with its outright acceleration it will impress you with its practicality and versatility.

With its comfortable seat height, impressive road manners, impeccable handling and easy-to-manage power delivery, the CRF450L makes trail riding easier and more accessible than ever.

ENGINE
Type: Single cylinder, liquid cooled, four-valve, Unicam, four-stroke
Capacity: 449cc
Bore x stroke: 96mm x 62.1mm
Compression ratio: 12.0:1
Fuel system: PGM fuel injection

TRANSMISSION
Type: Six-speed
Final drive: Chain

CHASSIS AND RUNNING GEAR
Frame: Dual-spar aluminium beam
Front suspension: 49mm inverted Showa spring fork, 305mm of travel
Rear suspension: Showa shock, 300mm of travel
Front brake: Nissin hydraulic, 260mm single wave disc
Rear brake: Nissin hydraulic, 240mm single wave disc

DIMENSIONS AND CAPACITIES
Claimed wet weight: 131.5kg
Seat height: 940mm
Wheelbase: 1500mm
Ground clearance: 315mm
Fuel capacity: 7.6 litres

OTHER STUFF
Price: $12,999 plus on-road costs
Warranty: 12 months, parts and labour
Honda Genuine aluminium bashplate: $187
Honda Genuine aluminium rear rack: $168.30
Bike supplied by: Team Moto Virginia/Honda Australia