First Ride Review - 2016 Honda CRF450R
Suspension subtle improvements make 2016 a better CRF450R motocrosser.
Honda produced some of the most well-built motorcycle money can buy history. Quality, durability and performance has been good with the big red bike. With the 2016 Honda CRF450R, it seems that reputation will continue.
Last year, some people may remember, we have received countless variations in CRF450R engine and suspension systems, designed to improve the big motocrosser handling and power. In most cases, these improvements are experiencing a high rating, but, as always, but there is still some room for improvement.
With Honda engine just engineers hope they focus on changing the suspension in 2016, as well as the required "bold new graphics." Presumably, these relatively simple changes will make Honda CRF450R get an earlier start in 2017, It is rumored to be ground up completely new from the ground.
Back to 2016 CRF450R: With the objective to further improve the ride quality, Honda added to fork length 5mm, and with a new link and spring, plus fine-tune the rear shock setting the upgrade. In addition to these improvements, and a 4mm small chain roller, 2016 CRF450R is essentially the same bike as the 2015 model.
On Tracks
It is said that this is a fun track motocross bike on. Although we have CRF450R for 2016 will be how to perform a good idea, we do not know how much treatment will change.
What we found is this: As long fork and revised rear bicycle significantly improve straight line stability and comfort. 2016 CRF450R's attitude is better; bike no longer a "bug" feeling, which has been plagued for years. However, despite increased comfort, cornering slightly hampered. With sagging provided in recommendation 105 mm, nor into the rut bike or in a corner. To solve this problem, we go to sag 103 mm and reinforcement of the steering damper click three times to keep the front-end stability. This fixed the problem, so that the front end of the bite angle and hold the line, without departing from the straight handle away.
We also adjust the fork and shock compression answer. In hard-hit, the two sides hit the bottom, that is too soft. By clicking the two forks and shocks, we significantly reduced, we are experiencing bottoming. 2016 Mao suspension allows for more adjustability, and in spite of what people may think, a few clicks are very different.
2016 CRF450R power is good, but it has an electric feeling; it does not hit as hard as some of the other 450S. What motor is also doing well, although the turn. In the above, CRF continued to produce usable power, speed not signed in. Map selection switch, which has a slower / retarded map, aggressive map, and a map of the standard works very well speed. Map with bike gear and the clutch to change, so be tested in practice easily. We suspect that faster drivers will prefer the harder hitting aggressive map, because it helps Honda to quickly and effectively generate more power. In smooth track, however, or when fatigue began to set, the slower and standard maps may be a good choice.
The verdict
Although the 2016 Honda CRF450R received only a few minor changes, we are very impressed and improve performance. The suspension changes improved comfort, while maintaining the same reliable engine, strong as last year. With some adjustments and aftermarket exhaust systems, to improve power and low-end hit, the new Honda is a worthy weapon, almost all of the riders.
UPS:
- Balanced And predictable chassis
- New ignition maps are easy to use and effective
- Strong and progressive brake
- The engine speed and pull strong
- The Bike has a light sensor
- Comfortable Ergonomic design for the average rider
Downs:
- Power Not hit as hard as other 450S
- Fight over the company stock
- Suspension Too soft faster or heavier riders
- Clutch Can fade in the long hot MOTOS
Specifications 2016 Honda CRF450R
| ENGINE | 449cc liquid-cooled single-cylinder four-stroke |
| BORE x STROKE | 96mm x 62.1mm |
| COMPRESSION RATIO | 12.5:1 |
| VALVE TRAIN | SOHC four-valve; 36mm intake, titanium; 31mm exhaust, steel |
| INDUCTION | Programmed Fuel Injection (PGM-FI), 46mm throttle body |
| IGNITION | Full transistor with electronic advance |
| DRIVETRAIN | |
| TRANSMISSION | Close-ratio five-speed |
| FINAL DRIVE | #520 Chain; 13T/48T |
| CHASSIS / SUSPENSION / BRAKES | |
| FRONT SUSPENSION | 48mm inverted KYB PSF (Pneumatic Spring Fork) with air-adjustable spring rate, and rebound and compression-damping adjustability: 12.2 in. travel |
| REAR SUSPENSION | KYB single shock with adjustable spring preload, rebound damping adjustability, and compression damping adjustment: 12.4 in. travel |
| FRONT BRAKE | Single 260mm disc with twin-piston caliper |
| REAR BRAKE | Single 240mm disc |
| FRONT TIRE | Dunlop MX52F 80/100-21 |
| REAR TIRE | Dunlop MX52 120/80-19 |
| DIMENSIONS | |
| WHEELBASE | 58.7 in. |
| RAKE | 27°04′ |
| TRAIL | 4.57 in. |
| CLAIMED SEAT HEIGHT | 37.5 in. |
| GROUND CLEARANCE | 13.0 in. |
| FUEL CAPACITY | 1.7 gal. |
| CLAIMED CURB WEIGHT/td> | 243 lb. |
