05 CRF450X		05 CRF450X
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2005 Honda CRF450X
- First Ride Report -

Below: Readers Questions Answered | Specifications | Feature Photos
Video: 1. Intro video 2.2meg .wmv | 2. Trail Video (1.9meg .wmv)
3A, 3B 2005 CRF450X - the video! New video (2-8-05, 13meg, mpeg)  (low band 1.5meg wmv)
We wish we could give you these videos in greater detail, but the files are already huge.
Please download these to your hard drive and play them from there.
If you're snowed in and can't ride, you need to watch this video.

 

First Ride Report (1-25-05)
It's big news, even bigger than last years release of the Honda CRF250X - the first CRF "R" based off-road mount from Honda. The difference this time around is this is a large bore machine, with the power and speed hard-core enthusiasts demand. What's more, this bike is based on what could easily be the most incredible dirt bike of all time - the CRF450R.

We slept with our moose riding gear on for about a month as we eagerly awaited Honda's national press intro where we would finally be able to ride the bike. Well it's come and we've ridden it. Now we can take our riding gear off as we await the arrival of our test bike.

Maybe you've been following things here on MN, as we asked our valued viewers what they wanted to know about this bike -  before we ever rode it. The response, and questions, have been great. This kept us focused on what matters to you - thank you! (you can see some of these questions below) Want to learn more - read on.

How is it? Well, excellent. But let's look at what this bike is before we talk about how it works. First of all the off-road X is based on the motocross R, but it is dramatically different. This is the point we, as well as Honda, want to get across most. In addition, it's important to know many of the components used on the 450X have been beefed up to better survive the rigors of off-road competition.

Additional changes from the CRF450R
Larger main bearings Increased oil capacity Smaller and lighter weight starter motor from 250X (6 ounces.)	New cylinder New head Heavier flywheel Different fork offset	Wider engine (16mm) Smaller valves Narrow clutch (to compensate for the wider engine cases)

As with the 250X, Honda took the R and changed everything that didn't meet their off-road expectations. This resulted in almost every part of the bike being changed. The 449cc liquid-cooled four-valve engine only shares the piston and rings with the R model - that's it. The engine cases are new to accommodate the electric starting, the radiators are taller as well as deeper, the 5-speed wide-ratio transmission features different gearing including a lower first gear and a taller fifth. The 71-pound powerplant does retain the two separate oil chambers, one for the clutch and transmission and one for the crank, piston and valve train. The exhaust system is completely different, with a longer and more narrow header pipe for enhanced low end torque. The muffler is somewhat compact, heavy, and very quiet. In fact, the 450X sounds virtually identical to the 250X.

That's not all the 450X shares with the 250X, as many of the features are the same. Renthal bars, a quick access air box, electric start, an 18-inch rear wheel (wider on the 450X), headlight, LED tail light (with a longer wire), and a front disc guard. The seat looks identical but has what is said to be a more comfortable shape. Some of the body work has changed, some is the same. The rear fender has been changed to incorporate the electronics in one area, and the coolant overflow tank has been moved from under the rear fender to in front of the engine behind the plastic guard. We're still trying to figure this change out. The new location is less vulnerable, but raises the question why there?

The suspension components have been developed specifically for the 450X. The shock is valved differently and is less progressive than the 450R. The fork shares parts with the 250X but has different tapers (for flex and feel) specific to this model. Though the frame used on the 450X looks familiar, it only shares the main spar with the R model. Everything other part of the frame is specific to the X. If you haven't figured it out, this is no modified R, it's a new X.

OK, here's what everyone wants to know, what's it like to ride? Though the new bike feels a little like the R model, it feels more like a stiffly sprung 250X - that is until you let out the smooth clutch and twist the throttle. Though it's quiet, this is no choked up compromise bike, as the 450X rips in stock trim. It feels faster than KTM's 05 450EXC, though only our future comparison testing will reveal the complete story. Let it be known the 450X is a wheelie machine capable of lofting the front wheel just about anywhere (it's lots of fun). The possible negative here is that the X has a bit more of a point and shoot powerband than you'd expect from Honda. This is wonderful on fire roads where the X covers ground rapidly and in a confidence inspiring manner.

The new 450X isn't without a low first gear or more low end grunt than the R, but the bike does stall too easily in nasty tight conditions. It feels as if there just isn't enough flywheel weight to keep the mil turning over in slow going situations. If we're lucky a jetting change will improve this condition. The bike isn't without low end grunt off idle - it just sometime signs off unexpectedly.

What the newest X has in spades is light and precise steering. We rode over tight trails that had recently been flooded, leaving deep ruts. The X instilled confidence as it steered around these obstacles in first rate fashion. The suspension worked well on these trails as well. We looked for deep whoops to further test the suspension but just couldn't find anything to accommodate this. The full story on the suspension will have to wait for further testing.

Our riders shared a modified XR400 as we tested along the trail. What became very obvious is the new 450X doesn't like to prod along the trail at what we'll call XR cruising speeds. It wants to stretch its legs and run. In fact, the X felt better the faster we rode it. Once you get your rhythm going the X rips on the trail. The flat seat/tank combo (only a widening of the shrouds way up front is present) doesn't impede your movement on the bike at all.

What we do know at this point is that the X is faster than any bike this quiet should be, it steers extremely well, has smooth clutch action, shift incredibly, and is comfortable and quite natural to ride. The brakes also work well. They should, as they are the same units as used on the 450R, 250R and 250X.

Our readers are hounding us to get this first story up so I'll stop writing and post it. Be sure to check out the new spec charts below with information on competing models. I assure you there is more to come here on Motorsports-Network, so tell a friend. As we post more videos please download them and play them from your hard drive rather than repeatedly watching them from our server - it kills us. I have to go, our test bike just showed up.

Bill Wolf

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What do you want to know most about the bike? (Our fingers are getting tired)
Motorsports-Network CRF450X Questions
We will have a test bike shortly after our first ride, and we'll take it to Soboba and pound it! Aafter that we'll get a long term bike to test new accessories with. We'll report on it all right here - tell a friend!

Some of the great questions we received - and now the answers here! It's 3am and we rode the bike today ..... well technically it was yesterday. It will take some time to get the many things we are working on up - so check back often. CRF450X Quick Video - See it, hear it! (2 meg mpg - we wanted to get it out fast)   MSRP: $6,999 In dealers this March Dry Weight: 250 pounds (claimed)
What is the power delivery like? * Decent low-end, and a whopping mid and top-end. This quiet bike is stinking fast! More of a point and shoot power delivery - maybe the last thing you'd expect from Honda. Does the bike feel really heavy and just too powerful for woods riding? * No! It never feels heavy, the weight is really low and not an issue - we rode in some really nasty situations and have no complaint on weight. Regarding woods riding - you'll have to read our summary. How well does the lighting work? * Just as the 250X, which is to say OK. The problem is that the light doesn't run off the battery - so when the revs drop, like when you stop along the trail, the light dims to nothing. It was brighter than the 05 KTM 450 EXC we have. That blew out in 100 feet.	How does the bike handle? * If you have ridden the 250X, the 450X is almost the same with mundo power! Steers very light and neutral. Don't have the full story on suspension yet - that will have to wait for our soon to start full test. How low is first gear, for crawling and how tall is fifth for hauling on fast roads? * First is low and crawls good - but not great. (more on this in our story) Top gear is very tall, we couldn't open it up during our first ride. This thing rips on fire roads - very fast there. What is the maintenance schedule? (the 250X scared some potential buyers) * Certainly a lot more than an XR, this thing is a competition bike. We'll share more in our story. Can you remove the electric starter? * No! Unless you know what you are doing and feel like machining covers. Honda has no provisions for this.	Does the 450X have the same maintenance schedule as the 250X?* Pretty much. What kind of top speed can you get? There was nowhere to safely do this, but we were ready with GPS. We'll do this for our full test. We estimate it to be a good number. How is the bike for different levels of riders? * The bike is actually very easy to ride - you feel comfortable on it almost immediately. The only concern is that lower level riders don't need this kind of power - and certainly could have trouble with it. What is the bikes REAL weight? (you guys aren't very trusting) * Honda's numbers, 250 pounds dry. What does the bike sound like? * When we first started our bike we thought somebody slipped us a 250X - they sound exactly alike!

Feature Photos

This main spar is the only part of the frame that is the same as the R. Every other piece is new.	New sub frame to carry the extra weight of exhaust, battery and electrics.	All new head for the X. Still uses Ti valves.	The engine looks like the R, but it's not! The only shared parts are the piston and rings! Really.	Stock muffler is quiet and quiet heavy. Spark arrestor included.
Quick access door from 250X. Uses exact same filter.	Disc brake cover included. Same ancient speedo as the old XRs. No quick reset either.	Same brakes as the R, different gearing and chain.	Shock with different valving and linkage ratios. All custom fit for off-road use.	Same headlight as 250X, nothing to write home about other than light weight.

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Larger Photo | Huge Photo Download | Feature List | Engine | Chassis | Specs

Features & Benefits

• Electric start system for easy starting in all conditions.

• California model meets California Air Resources Board (CARB) emission standards.

• Gas tank capacity is 2.27 gallons.

• Resettable, easy-to-read three-digit odometer.

• USDA-qualified muffler/spark arrester.

• Powerful new 35-watt halogen headlight features new lens type for wide range of illumination.

• Integrated LED taillight in rear fender.

• Convenient sidestand integrated into left footpeg bracket can be easily removed for competition events.

•  Easy-access air filter.

•  Wide-ratio five-speed transmission.

• Suspension and chassis tuned for competitive off-road riding needs.

• 18-inch rear wheel for greater flat-tire protection.

• T-ring sealed chain is narrower, stronger and lighter compared to conventional O-ring chains.

•  Skidplate and engine guards feature a unique three-piece design.

Engine/Drivetrain

• Powerful four-stroke 449cc liquid-cooled four-valve Unicam ® engine is designed to produce power across a wide rpm band for off-road riding.

• Electric starter drives the clutch side of the crankshaft to provide superior lubrication of starter gears, and produce a narrow engine with a short, strong crankshaft.

•  Lightweight, compact, internal auto decompressor system provides superb cold-starting and hot-starting operation.

•  Compact, lightweight engine assembly weighs only 71 pounds.

• Unicam valve train provides the light weight of a compact single-cam design and the optimum combustion chamber shape for maximum power at all engine rpm.

• Unicam valve train features a carburized single camshaft that directly actuates two 35mm titanium intake valves. The camshaft exhaust lobe actuates two 30mm steel exhaust valves via a forked, low-friction, roller rocker-arm.

• Lightweight titanium intake valves permit use of smaller valve springs, reducing overall engine height.

• Crankshaft is made of high-strength, low-carbon steel with carburized main journals for maximum durability at sustained high-rpm operation.

• Clutch cover and cylinder head cover are made of magnesium to reduce engine weight.

• Forged 12.0:1 compression slipper piston is lighter than a conventional design, revving quickly while maintaining excellent cylinder sealing and high-rpm power.

• Double-carburized connecting rod utilizes an updated big-end needle bearing and thrust washers for maximum high-rpm performance and durability.

• Nikasil ® cylinder lining is lightweight and provides cooler and quieter operation for extended engine life.

• Press-fitted aluminum spark plug pipe fits between forked exhaust rocker arms, further contributing to compact cylinder head design.

• 40mm Keihin FCR-type carburetor features four rollers on the flat slide, resulting in very light throttle effort, smooth operation, crisp throttle response and excellent rideability.

• Carburetor features a throttle position sensor (TPS) that helps maintain linear throttle response throughout the rpm range.

• Twin-sump lubrication system separates the oil supply for the crankshaft, piston and valve train from the clutch and transmission. This ensures a cool supply of oil to the clutch, eliminates clutch and transmission material contamination of the engine oil, reduces the amount of circulating oil and permits the use of a smaller oil pump.

• Vertically split crankcases feature a built-in oil pump, reducing weight compared to a conventional design.

• Exhaust system uses a lightweight stainless steel exhaust header and muffler equipped with spark arrester.

• Dual radiators feature a refined core area for improved heat dissipation compared to conventional dual-radiator design. Coolant recovery tank is located in front of the engine between the frame down-tubes for improved center of gravity. Coolant tank is protected by plastic skid plate.

• Gear-driven balancer reduces vibration and drives the water pump. Eight clutch plates provide the surface area necessary to handle the engine's massive torque, while carefully matched clutch springs provide a light feel at the lever.

• T-ring-sealed chain is approximately 1.6mm narrower, and stronger compared to conventional chains.

• Durable and versatile five-speed wide-ratio transmission.

Chassis/Suspension

• All-new fourth-generation twin-spar aluminum frame. Forged aluminum steering head and tapered downtube section are designed to optimize frame rigidity. In addition, tall swingarm pivot plates and narrow frame spars create a narrow overall frame cross-section for superb rider comfort and maneuverability.

• Semi-double-cradle frame design features a single, large-diameter tapered downtube. Two rugged box-section rails attach to the base of the downtube and support the engine. A forged aluminum steering head provides a compact and extremely durable mount for the frame spars and engine downtube.

• The aluminum frame design is matched to rider ergonomics to maximize handling and control operation.

• Swingarm features a dual-axis, double-taper design with a large cast aluminum cross-member offering high strength and light weight.

• 18-inch rear wheel features same lightweight rear hub and HRC® works-type lightweight aluminum spoke nipples as used on CRF ®450R.

• Front wheel features large-diameter front axle and wide wheel-bearing span for excellent rigidity.

• Rear axle diameter of 25mm and large-diameter bearings provide optimum rigidity to withstand torturous off-road conditions.

• Lightweight, 47mm inverted Showa ® twin-chamber cartridge fork with aluminum dampers is derived from the CRF450R and features settings unique to the CRF450X. The fork offers 12.4 inches of travel, 16-position rebound and 16-position compression damping adjustability. The inner surface of the front fork outer-tubes receives the same honing treatment as works bikes for low-friction operation.

•    Pro-Link ® single-shock rear suspension system features a fully adjustable Showa rear damper and 12.4 inches of wheel travel, separate low-speed (13 positions) and high-speed (3.5 turns) compression damping adjusters, and 17-position rebound damping.

• Rear shock damper piston diameter is 50mm for consistent performance under demanding riding conditions.

• Compact twin-piston front brake caliper, anodized aluminum brake pistons and lightweight front brake disc minimize unsprung weight for improved turning and handling.

• HRC works-type rear brake system integrates the rear master cylinder and fluid reservoir, eliminating the need for a remote master cylinder reservoir and hose assembly.

• 240mm front and rear brake discs.

Additional Features

• All plastic body components (radiator shroud, side covers, rear fender, seat base, fuel tank, front fender, and front headlight) are designed for slimmer, more aggressive styling and light weight.

• Airbox features easy access to reusable foam air filter.

• Rider ergonomics are optimized by adapting the handlebar, seat and footpeg height to place the rider's legs at the narrowest cross-section of the frame for improved comfort and handling feel.

• Seat cushion uses foam construction that follows the shape of the fuel tank, providing a smooth transition to increase rider mobility and comfort.

• "Non-slip" seat cover for increased rider control.

• Rear brake pedal and shift lever are made of lightweight aluminum and are designed to complement the riding position. Brake pedal features optimized ratio to match integrated rear-brake master cylinder design.

• Wide, cleated stainless steel footpegs are self-cleaning, resist corrosion, provide excellent grip and fold for extra ground clearance.

• Aluminum Renthal handlebar (971 bend) is rubber-mounted to reduce rider fatigue and improve comfort.

• CR handlebar holders provide three different mounting positions: standard CRF450X holder (CRF450R/CR125R/CRF250R-type) provides +/- 3mm fore or aft position to match rider preference, and optional holder (CR250R-type) provides neutral position.

• Works-type handlebar grips add to rider comfort.

• Adjustable front brake lever.

• Hot-start lever conveniently located on clutch perch.

• Quick-adjust clutch perch.

• Chain guide material offers durable wear resistance, and service life is five times greater than conventional materials.

• Front disc brake cover helps protect rotor and caliper from damage.

• Removable rear subframe allows easy maintenance.

• Washable, two-stage foam air filter for optimal engine protection and easy maintenance.

• Comfortable, durable controls and high-quality fasteners.

• Stainless steel clutch cable for long life.

• Honda Racing-inspired colors and graphics.

2005 Model Specifications
Model	2005 Honda CRF450X	2005 Honda CRF450R	05 Honda CRF250X	05 KTM 450 EXC	05 Yamaha WR450
Engine Type:	449cc liquid-cooled single-cylinder 4-stroke	449cc liquid-cooled single-cylinder 4-stroke	249cc liquid-cooled single-cylinder 4-stroke	447.92cc liquid-cooled single-cylinder 4-stroke	449cc liquid-cooled single-cylinder 4-stroke
Bore and Stroke:	96mm x 62mm	96mm x 62.1mm	78mm x 52.2mm	89mm x 72mm	95mm x 63.4mm
Compression Ratio:	12.0:1	12.0:1	12.5:1	11:1	12.3:1
Valve Train:	Unicam; four-valve	Unicam; four-valve	Unicam; four-valve	4-valve, OHC	5-valve, DOHC
Carburetion:	Keihin 40mm FCR flat-slide with throttle position sensor (TPS)	Keihin 40mm FCR flat-slide with throttle position sensor (TPS)	Keihin 37mm flat-slide (FCR) with throttle position sensor (TPS)	Keihin MX FCR 39mm	Keihin FCR 39mm flat-slide with throttle position sensor
Ignition:	CD with electronic advance and lighting coil	CD with electronic advance	Solid-state CD with electronic advance and lighting coil	Digital	Digital
Starting:	Electric & kick	Kick	Electric & kick	Electric & kick	Electric & kick
Transmission:	Wide-ratio 5-speed	Close-ratio 5-speed	Wide-ratio 5-speed	Wide-ratio 6-speed	Wide-ratio 5-speed
Final Drive:	#520 T-ring-sealed chain; 13T/51T	#520 chain; 13T/48T	#520 T-ring-sealed chain; 13T/49T	N/A	#520 chain
Suspension:	Front: 47mm inverted Showa cartridge fork with 16-position rebound and 16-position compression damping adjustability; 12.4 inches travel Rear: Pro-Link Showa single shock with adjustable spring preload, 17-position rebound damping adjustability, and compression damping adjustment separated into low-speed (13 positions) and high-speed (3.5 turns); 12.4 inches travel	Front: 47mm inverted Showa cartridge fork with 16-position rebound and 16-position compression damping adjustability; 12.4 inches travel Rear: Pro-Link Showa single shock with adjustable spring preload, 17-position rebound damping adjustability, and compression damping adjustment separated into low-speed (13 positions) and high-speed (3.5 turns); 12.4 inches travel	Front: 47mm inverted Showa cartridge fork with 16-position rebound and 16-position compression damping adjustability; 12.4 inches travel Rear: Pro-Link Showa single shock with spring preload, 17-position rebound damping adjustability, and compression damping adjustment separated into low-speed (13 positions) and high-speed (3.5 turns); 12.4 inches travel (less progressive linkage, diff. settings and springs)	Front: WP-USD 48mm, 11.81 inches of travel (completely adjustable) Rear: WP-PSD shock, 13.19 inches of travel (completely adjustable except for high speed compression)	Front: 48mm Kayaba inverted telescopic fork w/adjustable compression and rebound damping; 11.8" travel Rear: Kayaba single shock w/adjustable preload, compression and rebound damping & separate hi/lo-speed compression adjuster; 12.0" travel
Model	2005 Honda CRF450X	2005 Honda CRF450R	05 Honda CRF250X	05 KTM 450 EXC	05 Yamaha WR450
Brakes:	Front: Single 240mm disc with twin-piston caliper Rear: Single 240mm disc	Front: Single 240mm disc with twin-piston caliper Rear: Single 240mm disc	Front: Single 240mm disc with twin-piston caliper Rear: Single 240mm disc	Front: Single 260mm disc Rear: Single 220mm disc	Front: Single 250mm disc Rear: Single 245mm disc
Tires:	Front: 80/100-21 Rear: 110/100-18	Front: 80/100-21 Rear: 110/90-19	Front: 80/100-21 Rear: 110/100-18	Front: 90/90-21 Rear: 140/80-18	Front: 80/100-21 Rear: 110/100-18
Wheelbase:	58.2 inches	58.7 inches	58.6 inches	58.31 inches	58.46 inches
Rake (Caster Angle):	27.28ç	26.79ç	27.48°	N/A	N/A
Trail:	112.8mm (4.4 inches)	109.4mm (4.3 inches)	120.3 mm (4.7 inches)	112mm (4.41 inches)	N/A
Seat Height:	37.9 inches	37.6 inches	37.9 inches	36.42 inches	38.0 inches
Ground Clearance:	13.7 inches	13.4 inches	14.2 inches	14.96 inches	14.57 inches
Claimed Dry Weight:	250 pounds, CA about 1 pound more	218.5 pounds	228.0 pounds, CA about 1 pound more	250.3 pounds (wet with no gas)	244 pounds
Fuel Capacity:	2.27 gallons (good for a claimed 50+ miles at race speeds)	1.9 gallons	2.2 gallons	2.11 gallons	2.1 gallons
Color:	Red	Red	Red	Orange	Blue
MSRP (USA)	$6,999 The price has been raised to $7,199. (don't ask us!)	$6,899	$6,199 The price has been raised to $6,399. (don't ask us!)	$7,299	$6,599

Honda 2005 Off-Road Machine Pricing
Model Name	2005 Model	Color	Suggested Retail Price*
XR650R	XR650R	Red	$6,299 (raised $200)
CRF450X	CRF450X5	Red	$7,199 (raised $200)
CRF250X	CRF250X5	Red	$6,399 (raised $200)
CRF230F	CRF230F5	Red	$3,599 (raised $100)
CRF150F	CRF150F5	Red	$3,099 (raised $100)
CRF100F	CRF100F5	Red	$2,319 (raised $70)
CRF80F	CRF80F5	Red	$2,019 (raised $70)
CRF70F	CRF70F5	Red	$1,599 (raised $50)
CRF50F	CRF50F5	Red	$1,299 (raised $50)

CRF250X | 2005 RF450R | 2005 CRF250R

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