Honda CRF450RL 2024 Review

There was a time when enduro bikes and trail bikes were the same thing. But over the years, the enduro bike has become more specialised to cope with the demands of competition, leaving the humble trail bike in its dust.

Make no mistake though, the trail bike still has a place in this high-tech, high-performance world, and the new Honda CRF450RL is a great example of why.

Actually, the CRF450RL isn’t really a new bike. In fact, it’s quite an old bike. It hit the market in 2018 as the CRF450L. That model was in turn descended from the CRF450X which had a long and successful run in the 2010s.

In 2020, Honda changed the L to an RL to position it closer to the competition focused CRF450R and CRF450RX. But despite sharing many components with those two models, the RL was still just a trail bike. And with a price tag that was a little bit much, the model ran its course in Australia and was dropped in 2021.

Fast forward to late 2023, and the RL is back on our shores. The bike itself hasn’t changed – it is the same platform that debuted in 2018. But what has changed is Honda’s approach.

The 2024 RL is cheaper, and Honda is hoping to sell it as a lightweight dual-sport trail bike option – a purpose it is more than capable of.

For context, Honda invited us on a two-day adventure with Daryl Beattie in the Northern NSW countryside. The former MotoGP rider has used the CRF450RL on his tours for a number of years and is well-versed in its reliability and capability as an adventure bike.

We were given three bikes to ride – a completely stock learner-friendly RL, a derestricted RL, and modified RL with aftermarket accessories (the latter two prepared by Beattie for his tours). This allowed us to understand how, with a few adjustments, the RL can fill a role as a lightweight adventure bike. 

The results were interesting, so let’s take a closer look.

The 2024 Honda CRF450RL checks in at $13,767 ride away, which works out to be roughly $1k cheaper than the original bike was when it was discontinued. 

That price tag is quite decent when you consider that most high-end enduro bikes these days rarely fall below $15k.

Of course, we need to stop using the ‘E’ word, because the CRF450RL is a trail bike, and it is designed for trail riding, not enduro racing. It is also learner-approved thanks to engine restriction that mellows out the power.

For your hard-earned, you get a pretty traditional trail bike setup. It comes with a fuel injected 450cc Unicam engine, a 6-speed transmission, Showa suspension, 21-inch front wheel, electric start, titanium fuel tank, LED headlight and taillight, and a factory equipped skid plate. And that’s about it. There is no ABS required due to its classification as a trailbike, and there are no electronics outside of a small LCD display with basic readouts.

The two Daryl Beattie modified bikes were both derestricted and added larger translucent 11-litre fuel tanks, Vortex ignitions, and handguards, while one of them also featured a full FMF system and a comfy Seat Concepts seat.

Oh, and in case you're wondering – the RL is quite different from the R ($14,498) and RX ($14,698) versions. For starters, the RL uses the old 2017-20 R engine platform (that platform had a major update in 2021) and uses a far different tune. It also swaps out a 19-inch rear for an 18-inch rear, has less suspension travel, adds a wide-ratio six-speed gearbox for trail use, and is considerably heavier. So don't let the motocross-inspired graphics fool you. This is a very different bike.

Let’s start with the stock bike. Our test route took us from Mt Tambourine in the Gold Coast hinterland, down towards the small town of Deepwater, which acted as our overnight stop. The route featured a mix of tarmac, gravel roads, fire trails and the occasional farm track.

And the CRF450RL took it all in its stride. As an entry-level trail bike, the RL is a great package. The engine lives up to its learner-friendly tag and the chassis is lightweight and forgiving for a trail bike, while handling and suspension are decent for trail riding scenarios.

Sure, at 131kg wet, the RL is heavy for a dirt bike, but if you’re not planning to break lap records, there isn’t much terrain that will stop it.

The brakes also tick the right boxes, with the rear brake in particular providing plenty of progressive feel, allowing for controlled slides of the rear wheel. Another impressive thing to note, is that we managed to get nearly 150km from the stock 7.6 litre fuel tank.

Moving onto the first of the two modified bikes, and the derestriction makes a huge difference. It improves the mid-range and top-end quite dramatically, and gives the bike more urgency and excitement. In particular, it makes overtaking and riding up steep a bit easier, where the stocker would normally run out of puff.

The bigger fuel tank also enhances the RL’s adventure capabilities, while the handguards are essential, especially when riding off-road with other riders.

To be honest, the full FMF system on the third bike we rode isn’t necessary, but it is a lot of fun. It provides a bit more throttle response and snap off the bottom, and it also reduces engine braking, which is quite jarring on the stock bike.

The best part about the third bike, however, was the seat, which, as I’ll explain in a moment, is almost non-negotiable.   

The stock RL is restricted for LAMS-approval, but for everyone who is not an absolute beginner, it will be too slow. The bike really struggles in the mid-range and top-end, particularly at highway speeds and when overtaking.

Even in a slower-paced trail setting, the bike feels aa little lifeless and has very little punch. It is still rideable, of course. And adventure and off-road newbies will be well suited to the mellow nature of the bike. But everyone else will want to have the bike derestricted as soon as possible.

I’m not going to go into the legalities and complexities of derestricting a LAMS-approved bike, but I recommend doing your research before taking that step.

Perhaps even more of an issue than the restricted power though, is the stock seat. It is horrendous. Within barely 30 minutes of riding, it feels like you are sitting on a splintered plank of wood. There is very little cushioning, and it is very narrow. I don’t need to paint any more of a picture, do I?

Of course, if you spend most of your time standing, then it won’t be too much of an issue. But if people choose to use the RL as Honda hopes they will – as a lightweight dual-sport adventure bike – then a comfy seat is a must. Which is why the Seat Concepts seat installed by Beattie was an absolute godsend.

The CRF450RL is a decent trail bike and, with a few mods, it can double as a practical lightweight adventure bike.

The derestriction and Vortex ignition are a must to get the most out of the engine, but the FMF system is a bonus if you have the cash. Next, just add handguards, a comfier seat, a bigger fuel tank, and a set of tyres (our bikes were fitted with Michelin Starcross), and you’ll be ready for a quick weekend getaway in the bush.

Beattie runs a similar setup for customers on his adventure tours and he is full of praise for the reliability, durability, and performance of the RL. For his own personal bike, he adds the FMF system and the Seat Concepts seat. Beattie and his crew travel to some pretty remote and rugged locations, and the bikes don't seem to let them down.

Choosing a trail bike like the RL over a more conventional dual-sport machine has its pros and cons. A trail bike is lighter, more agile, capable in technical terrain and easier to maintain, but it lacks in comfort, maintenance intervals, and luggage capacity. It really comes down to the type of adventure you want and how good you are on the tools.

The way I see it, there are two reasons why you would buy the CRF450RL. The first is as a beginner trail bike. While I normally wouldn’t suggest a 450cc bike for beginners, the RL in restricted form is extremely manageable and probably safer than many current 250cc enduro bikes. It would be excellent for relaxed Sunday trail rides or going for blast around the farm after a hard day’s work.

And the second reason, as I’ve already alluded to in this story, is as a lightweight dual-sport adventure bike. With a few modifications, there is absolutely no reason why you couldn’t saddle up after work on a Friday and head bush for the weekend.

At just over $13.5k (and perhaps an extra grand or two for mods), this can be an affordable, fun, and capable lightweight adventure bike.

It must be noted, however, that new lightweight dual-sport offerings, like the Royal Enfield Himalayan 450 ($8990 ride away) and CFMOTO 450MT ($8990 ride away), make the price of the RL seem a little steep. But those two bikes are significantly heavier and lack the off-road capability and ease-of-maintenance of the RL.

Once again, it depends on what type of adventure you want, but the humble trail bike still serves a purpose. And the CRF450RL is bloody decent trail bike.  

ENGINE
Type: Four-stroke, single-cylinder
Capacity: 449cc
Bore x stroke: 96mm x 62.1mm
Fuel supply: EFI, 44mm throttle body

TRANSMISSION
Type: Six-speed
Final drive: Chain
Clutch: Wet, multiplate, hydraulic

CHASSIS AND RUNNING GEAR
Frame: Twin-spar aluminium
Front suspension: 49mm Showa inverted telescopic fork, 268mm travel
Rear suspension: Showa single shock with linkage
Front brake: 260mm disc
Rear brake: 240mm disc
Tyres: Front 80/100-21, Rear 110/80-18

DIMENSIONS AND CAPACITIES
Claimed kerb weight: 131kg
Seat height: 940mm
Ground clearance: 315mm
Fuel capacity: 7.6 litres

OTHER STUFF
Pricing: $13,767 ride away