Jump to content

crf450l Full Review of the 2019 Honda CRF450L Dual Sport


Bryan Bosch

Updated 09/25/2018

Recently, American Honda invited me out to Packwood, Washington to ride the 2019 CRF450L, one of the most hotly anticipated new motorcycle model releases in recent memory. I’ve been reading posts for years from riders begging the Japanese manufacturers to bring them a modern, performance oriented dual sport motorcycle, and I too was happy when I learned that Honda had stepped up. Increased competition means better bikes and more choices for us riders! :thumbsup:

CRF450L_preride.pngDespite our stickers all around, Honda didn't let me keep this 450L .:excuseme:

Our 106 mile test loop included a section of country highway, twisting back roads, gravel forest service roads, fast & flowing double track, and epic technical single track. Weather was cool & damp and we rode elevations from approximately 1,000 to 5,300ft.

CRF450L_route.png
106 Miles of Dual Sport happiness!

Our test bikes were stock except for the installation of Dunlop D606 DOT tires, suspension clicker adjustments for the conditions being ridden, and sag adjustment as necessary. I’m a 49 year old, off-road focused dual sport rider with 35+ years of recreational riding experience. I’m not always the fastest in the group, but I rarely bring up the back either.

What Type of Rider is the CRF450L Most Suited To?

I think Honda was pretty accurate by framing the 450L as a trail-to-trail, performance dual sport. No question that it leans more towards the true dirt side of the spectrum, but with enough comfort and refinement baked in to make your ride to the trailhead and connecting trails enjoyable. It’s docile enough for a developing rider with decent throttle & clutch skills to enjoy on mild to moderate single track, but still has the ability to satisfy accomplished riders who like to push in more demanding conditions. Our test group included a few very fast riders (including Johnny Campbell) and no one said that the bike was holding them back much, if at all. I certainly didn’t feel limited when pushing anywhere. What the 450L is not is a light-duty trail machine designed more for traveling distance on graded dirt roads or highway. It very well might just do that, but it certainly isn’t one of its core competencies, nor would it be my first choice for such. 

Does the CRF450L Have More Than the Rumored 25hp?

Oh, heck ya! Honda didn’t provide actual dyno numbers, but they estimated the 450L to be in the mid 40hp range. My butt dyno says that’s in the ballpark. It has enough oomph to keep things exciting, but not so much that you can get in trouble quickly when you're tired. No question that fire-breathing power can be fun, but for a long day in the saddle, the 450L power didn’t unnecessarily wear me out.

180911_drp_honda_crf450l_3012_web.jpg
Yeah, the CRF450L will wheelie. Photo by Drew Ruiz

Throttle response is crisp and power delivery is super smooth & completely linear to its 10,000 rpm redline (5th gear). Roll-on power lower in the RPM range is initially a tad soft, something fairly common with emission controlled dual sports. However, a downshift or handful of clutch produces pretty much instant boost. To be fair, I’m a bit of a short shifter, so riding the bike in lower gear at a little higher RPM kept the motor in the sweet spot of the power curve.

The 450L has a 12% heavier crank and a heavier clutch basket than the 2019 CRF450R, making the power very tractable and resistant to stalling. The 450L put the power down incredibly well, making for excellent traction despite running a little higher tire pressure than I prefer (15psi front & back). I did manage to stall the bike a few times, but I blame that more on my left hand and gear selection than the bike.

I asked Honda if the ECU could be remapped, but they were a little hesitant to dive into that pool. And, I understand why. I pressed them just a bit and they did say that the ECU can compensate to some degree, such as for an aftermarket exhaust and that an ECU remap may be possible. You’ll have to form your own conclusions.

Is the CRF450L Showa Suspension Any Good?

The 2019 CRF450L has the same, fully-adjustable Showa 49mm coil spring fork & Pro-link shock as its 450R & 450X cousins, but specifically tuned for performance dual sport riding. It’s sprung for around an 180lb. rider (fully geared) and Honda took into consideration that some riders will be adding additional weight with the installation of a rack or soft luggage and cargo. Since we're talking about cargo, the aluminium sub-frame extends the full length of the rear fender and while Honda didn't quote us a weight limit, I rode at least a 175lb. rider back to his bike. I suspect that it will handle pretty much whatever most riders will need to carry.

Fully geared up, including a full hydration bladder and trail incidentals, I’m right at 210lbs.. Despite being 30lbs. over the ideal spring weight, I thought that the 450L suspension worked incredibly well. Riding over washboard forest service roads at a pretty good clip, I took note of how planted and composed the bike remained. On the trails it soaked up rocks and roots well, and even square edged hits didn’t transmit harshly though the handlebars or upset the chassis. I also took note of how well the bike handled sections of stutter bumps, something that does a good job of exposing suspension weaknesses.

180911_drp_honda_crf450l_3085_web.jpg
Fun fast & flowing section of Pac NW single track. Photo by Drew Ruiz

On one of the higher-speed dirt roads, climbing up to a decommissioned fire outlook (Burley Mountain) were some awesome roller humps. I didn’t slow down for one in particular and when I was just about to lift off, I noticed that I was going to land in a dip on the other side. I figured that I was going to bottom out both ends, but to my surprise, the suspension fully soaked up the hit! Suffice to say, out-of-the box, I think that the 450L Showa suspension is highly effective, forgiving, and can only get better if sprung and valved for a rider’s weight, conditions, and skill level.

Does the CRF450L Feel Heavy?

I guess that depends upon what you’re use to. It feels noticeably lighter than my KTM 690 Enduro R, but not too much heavier than a KTM 450 EXC that I used to own or a KTM 450 XC-W that I rode this summer while in Colorado. Nowhere on the trail did I feel like I was wrestling a beast or fighting against the bike.

The 450L has a slightly longer wheelbase than the 450X for added stability on the road, but it still dropped into turns willingly and steered accurately. It didn’t take long for me to build confidence in the bike’s handling, trusting the front-end to stick and to start brake sliding into corners. The 450L is a very predictable handler, confidence inspiring, and fun to ride. I don't think it took more than an hour on the bike to feel right at home.

For those looking to save every ounce of weight, the biggest savings will probably come from an aftermarket exhaust, as the stainless silencer includes a catalytic converter to comply with emissions. It already comes with a light-weight Lithium battery, so there simply isn’t unnecessary weight just hanging around. Me? I wouldn't touch the stock exhaust and I'll cover why later in my review.

How’s the Gas Mileage?

The specs have been out on the 2019 CRF450L for a while now, so many have already shared their concerns about its 2 gallon fuel capacity. Obviously, mpg is going to vary by how you ride the bike and the conditions being ridden. Honda quoted an average mpg for mixed conditions of 50, so right at 100 miles per tank. While the digital dashboard doesn’t have a traditional fuel gauge that displays what you have left, it does tell you how much fuel you’ve consumed, how far you’ve ridden, and your average mpg for both trip A and trip B settings.

Admittedly, when we got back from the ride, I was pretty tired, soaked to the undies, and ready for a hot shower. So, I forgot to check how much fuel the bike had burned! :facepalm: What I do know is that approximately 2 gallons took me through 106 miles of epic Pac NW mountain roads & trails, I didn’t ride with fuel economy in mind, and I absolutely got my fill of riding that day.

For some riders, 2 gallons won’t be enough, so they’ll have to look to the aftermarket for a solution. I recently talked to Chris Harden, the GM at IMS Products and he confirmed that they’ll have an extra capacity tank ready in about 6 weeks. He further said that it should be between 3 to 3.2 gallons in capacity, have a screw cap and dry break option, and colors of black and natural. IMS will be sending me a 450L  tank to check out, so I’ll post up some pictures when it arrives. Curious to see where they found the extra room.

How’s the Gear Box & Clutch?

The 2019 CRF450L features a 6 speed wide-ratio transmission with fairly low 1st gear for tight conditions and a 6th with enough legs for highway speeds.

1st gear is usable in very slow, technical conditions, but the bike can feel a little jumpy at times because the fuel mapping is somewhat sensitive. If you have good throttle and clutch control it’s not a big deal, it's just something that I noticed while getting to know the bike. In terms of gear spacing, I think Honda did a good job with the ratios, not noticing any unexpected or annoying gaps.

I was able to get the 450L up to 80 mph on a longer back road (closed for safety of course ;)) and there was still more speed to be had. I don’t see an issue with the bike cruising at 65-70, 75ish for shorter runs, and 80-85ish when passing. The 450L doesn't have a tachometer, so I can’t say what the bike was turning at different speeds. But for the vast majority of traveling speeds, the bike isn't rapping out or feeling like you’re squeezing. I asked Honda for the 450L transmission gear ratios, but I'm still waiting on them. I'll add them here when they come in. Honda did say that at 65 mph, the engine is turning in the 6,000 rpm range.  ****Updated 09/25/18: Actual Gear Ratios***

Overall, I really enjoyed the 450L gearbox.  It’s very smooth to operate, it’s quiet, and despite being on an unfamiliar bike, I didn’t have a mis-shift the entire day. I wish my 690 transmission was this good honestly. As a point of reference, I wear size 10 boots and getting under the shift lever was no problem.

I was initially a little disappointed to see that the 450L doesn't have a hydraulic clutch, but I found lever pull to be smooth and light as far as cables go. The clutch perch has a manual adjuster wheel that works well, even with gloves on. We didn't ride hard enduro conditions, but there were sections of technical single track that required more aggressive clutching and I didn't notice any fading or chatter.  Both control levers are on the shorty side, something I prefer and both were effective with two fingers.

How are the CRF450L Brakes?

The 450L has a 260mm cross-drilled wave rotor up front that is squeezed by a Nissan 2-piston caliper. To meet DOT requirements, the front rotor is a thicker and the hydraulic reservoir carries more fluid. At the rear is a matching 240mm rotor and single piston caliper. No ABS is present at either end.

The front brake has good initial bite without being too grabby. I found it easy to modulate, fade free, and plenty powerful. The back brake was a little grabby, but I was just using it how I ride my 690. Once I adjusted my inputs it was fine and in short order I was brake sliding into corners like normal. The brakes were also able to haul the bike down from 70-80 mph on wet back roads with no drama.

Is the Seat Comfy?   

It’s a slim profile dirt bike seat with fairly firm foam that, for its intended purpose, it's fine. Compared to the range of MX and Enduro bikes that I've ridden, it's one of the more comfortable, but it's not XR650L comfortable for example. Surprisingly, I didn’t start to get uncomfortable until the last hour, hour and a half of the day, but we also rode a decent amount of stand-up terrain. I’m sure that the aftermarket will bring 450L comfort oriented seats to the market very soon. I did like the seat cover; it has good grip, even when riding in wet conditions.

Is the CRF450L Tall?

At 5’ 10” with a 32” inseam, I’m pretty close to reaching the ground with both feet flat. Considering all the different dirt bikes, dual sports, and ADV bikes that I’ve ridden, no, I don’t think that 450L is tall. It has the same amount of suspension travel as the CRF450R and X, but it’s a little heavier, so it sits slightly lower in the stroke.

For the first couple of road miles, I thought that the seat to peg room was going to feel a bit cramped, but that thought quickly disappeared as the miles increased. One thing that I did like was how the textured radiator shrouds give you more traction at the knees and their profile created the perfect "pocket" when scooching up on the tank for sit down corners. If Honda made the textured areas of the radiator shrouds out of a little softer (grippier) material, they'd be even better.

Are the Service Intervals Reasonable?

For 2019 CRF450L, Honda specifies 600 mile oil change intervals and 1,800 mile valve checks. For the intended purpose of this bike, I don't think that's unreasonable. For oil, that's a half a dozen rides just like our test loop and 18 of the same for valves. At least for me, that's a lot of run relative to the time and maintenance costs. And, Honda is known to be conservative with their recommendations, so personally I wouldn't sweat going 10-15% over those miles occasionally. 2019 CRF450L service interval matrix

In terms of long-term reliability, there's no way I can tell you from a one day ride. The best indicators will be how later gen 450X models have held up and to a lesser extent, the 450R. Few would argue that Honda doesn't have a reputation for quality and the warranty on the 2019 CRF450L seems to back that up. It comes with a 1 year factory warranty, but the same can be extended out to 5 years total for an additional cost. You can even buy just an extra year or an extra 3, so flexibility has been built into the program. I do know that the 450L uses a 3-ring piston that will extend top-end life at a fractional performance cost pretty much no riders will notice. This just makes sense for the application.

19 Honda CRF450L_piston.jpg
Illustration: American Honda

Is the LED Headlight Effective?

We didn’t get an opportunity to night ride, so we improvised and pushed a 450L into a field on the edge the hotel, pointing the headlight into the woods.

crf450L_Headlight.png
The cutoff height increases with a rider on the bike. Pics taken with no rider. Photo by El Jefe of CDSR.

I think that the CRF450L headlight would do a good job for a night time cruise on back roads at legal-ish speeds and no question that it would get you off the trails if you got caught out after dark. But if you really want to trail ride at night, get something helmet mounted.

Anything That I Didn't Like About the 2019 CRF450L?

The clutch lever perch has an internal switch that requires the lever to be pulled fully against the grip in order to restart the bike. It wasn't a huge deal for me, but something that I noticed when I flamed out and tried to get the bike lit quickly with the magic button. I know that this was a point of feedback from some of the very fast riders in our group to Honda engineers who eagerly solicited feedback after the ride. 

I also don't like that there is no back-up kickstarter for a dual sport that is designed to get deep into the woods. I did confirm with Honda that the new engine cases do not allow for one to be installed retro.  My KTM 690 shares the same design and in the last 1.5 years of ownership it's been no issue. Honda has a pretty solid reputation for reliability, so I think that this falls under the premise that all things are possible, but not all things are likely. For those that Murphy's Law seems to follow, there are good portable jump starters that are easily carried in small packs and "smart" batteries that protect themselves from over-discharge such as the Antigravity "Re-Start"  Lithium battery.

At least for me, the horn button is too easy to hit when you're looking for the turn signal switch. The button is above and sticks out past the signal switch below it, so I ended up honking at the rider in front of me a few times accidentally. But, by the end of the day, I had adapted. The turn signal switch gets used far more than the horn, so I think there's room for improvement ergonomically.

What Really Stood Out About the CRF450L? 

Probably how smooth, refined, and quiet this bike is, despite it being so performance oriented and capable. The combination of rubber dampened sprockets, chain guide, roller & slider materials, urethane filled swingarm, and foam-backed plastic ignition, clutch, and primary sprocket covers help to make this the most refined, low vibration, and quiet street legal dirt bike that I've ridden. Add in a quiet exhaust note and the 450L is pretty stealthy. After a full day of riding, I had a ton of fun, never felt held back, but I really appreciated the lack of mental & physical wear that loud and more raw bikes have. Loud pipes don't save lives, but they do tick off others recreating in or living by the areas we ride.

crf450_quiet_tech_collage.png
Quiet, refined, & stealthy doesn't have to kill the thrill. Photos: American Honda

Honorable mention: The LED turn signals double as running lights and can be bent 90°, snapping back into operating position without damage. It's a little detail, but a smart and appreciated one. On a bike like this, conventional signals on the rear would last days if not hours.

Would I Personally Buy a 2019 CRF450L? 

Absolutely. Since I left the event, I've been thinking hard about putting a 450L in my garage. I really like this bike a lot. I've not been on a Honda since mid 2000 and they brought their guns to the performance dual sport market with the 2019 CRF450L. Glad to see Honda shaking up the segment and riders are the winners. I wonder who will fire back next? :thinking:

Questions & Comments?

I could probably write more about the 2019 CRF450L, but I think that I covered the important stuff and the things that stood out to me. But, the cool thing about ThumperTalk is the conversation. If I didn't do a good job explaining something or worse, completely glossed over something important to you, DO post your question(s) in the comments section below. If I know, I'll answer. If I don't, I'll reach out to the Honda folks  and see if I can get an answer. The 450L isn't cheap, so if I can help you make the right decision, my mission will have been accomplished.  Also, you can find a several galleries with lots of photos of the 2019 CRF450L in action, as well as close-ups and tech/service info HERE.
 

Bryan Bosch, ThumperTalk.com
180911_drp_honda_crf450l_2521_web.jpg
#crf450L #ridered #dualsport #blessed #grateful

Edited by Bryan Bosch

  • Like 24
  • Helpful 8


User Feedback

Recommended Comments



2 minutes ago, EarthCruzn said:

Glad to see Honda is listening

Yeah, they have been accused of not listening due to their virtual abandonment of the performance trail market.

  • Like 1

Share this comment


Link to comment
Share on other sites

im still amazed at that 100 miles on 2 gallons, i dont think my uncorked 450X would do that. 

Share this comment


Link to comment
Share on other sites
4 minutes ago, cjjeepercreeper said:

Yeah, they have been accused of not listening due to their virtual abandonment of the performance trail market.

My friend just retired from the army and went in to buy a TRX450 only to be very shocked and wishes he would have stored his old one rather than selling it

  • Haha 1

Share this comment


Link to comment
Share on other sites
9 minutes ago, EarthCruzn said:

Glad to see Honda is listening

Per Honda:

Quote

We were working on this dual sport since the release of the all new 2017 CRF450R. The idea of a performance dual sport started well before that.

 

  • Like 1
  • Helpful 1

Share this comment


Link to comment
Share on other sites

Great write up Bryan. I follow wranglestar too, so I saw his little mishap.😮

Would you change the tires if this were your bike? If so, what would you put on?

  • Like 1

Share this comment


Link to comment
Share on other sites

Glad to see you mention how nice it is to ride a quiet bike! 

Especially in the woods; we all need to run a quieter exhaust to keep our trails open. Save the loud exhaust for the sand and track. 

Nice review. Wish Honda had heard the call for this bike a few years earlier. 600 mile oil change interval seems conservative, but that’s the Honda way. 

Edited by Roostre
Spelling
  • Like 2
  • Helpful 1

Share this comment


Link to comment
Share on other sites

where are your videos? Oh, and i want to know that loop you did, looks like down to trout lake and back up?

Edited by JRM

Share this comment


Link to comment
Share on other sites
7 minutes ago, titaniumboy77 said:

Great write up Bryan. I follow wranglestar too, so I saw his little mishap.😮

Would you change the tires if this were your bike? If so, what would you put on?

For the conditions we rode, I really liked the D606 Dunlops they installed. I've never ridden on them and really liked the front on the road where it doesn't growl like the Pirelli MT 21 on my KTM 690. I personally would change the stock IRC tires to a more off-road oriented DOT knobby. The riders in our group mostly loved the D606 rear, but some weren't crazy about the front. I thought it was pretty good everywhere and surprisingly smooth on the road.

Share this comment


Link to comment
Share on other sites

Typically DP bikes come too lean in order to meet CARB and EPA Gestapo requirements, but there was no mention of it in this review.  

  • Confused 1

Share this comment


Link to comment
Share on other sites
6 minutes ago, Bryan Bosch said:

Per Honda:

 

Still would like to see the XR650L engine in that frame.............

"competitive 4 Stroke" is OK............. Dependable 4 Stroke................ would be awesome.

Still don't like the 1800 mile "competitive" valve maintenance........ sorry, sounds like it will need rebuilding sooner than later

 

  • Confused 1

Share this comment


Link to comment
Share on other sites
9 minutes ago, JRM said:

where are your videos? Oh, and i want to know that loop you did, looks like down to trout lake and back up?

My helmet cam battery crapped out 20 minutes into the ride, so I only managed to catch the highway and some back roads. Terrible feeling when my bluetooth headset started barking in my ear: "Camera Battery Low, Camera Battery low". I was ticked a first, but let it go, and enjoyed the ride. Technology...  

  • Like 3

Share this comment


Link to comment
Share on other sites

That's what I was thinking too, depending on terrain. Glad to hear the D606's were good on the road and trail. I might experiment more with the front if I were to buy one.

Share this comment


Link to comment
Share on other sites
11 minutes ago, Dirtbug26 said:

Typically DP bikes come too lean in order to meet CARB and EPA Gestapo requirements, but there was no mention of it in this review.  

Honda didn't get into the mapping details, so I can't say how lean the bike is or isn't.  I'd guess too that it's on the lean side, but at the same time, the bike ran great all day. I did press them a bit about about if the ECU can be remapped, but that's delicate subject for big OEs and they were hesitant to say a whole lot. I did mention this in my review.

  • Like 3

Share this comment


Link to comment
Share on other sites

Former journalist here.

Your review is exceptional, great job. Some of the people writing for the moto "publications" could learn a thing or two from you. 

  • Like 4
  • Helpful 2

Share this comment


Link to comment
Share on other sites

hows low rpm chug a lug, say 1st gear threw tech situations. the 450x requires clutch below jogging speed as its way to jumpy and the engine doesn't like below idle use at all. Do you feel the L has more XR feel to it? 

Share this comment


Link to comment
Share on other sites

 

My experience with my old CRF450X was not good when it comes to frequency of full head rebuilds. Since then Honda has been scratched from my list. Not sure I see anything here indicating that has changed.

Share this comment


Link to comment
Share on other sites
51 minutes ago, BackpackerMoto said:

Former journalist here.

Your review is exceptional, great job. Some of the people writing for the moto "publications" could learn a thing or two from you. 

Humbled! I've been writing (and riding) for most of my life, but honestly, no formal editorial training. I really enjoyed this event and process. I felt a huge sense of responsibility to the community to put the time in and to be fair, honest, and thorough. Riders just may use my experience to write a big check! Thx for the kudos, I really appreciate that! :thumbsup:

  • Like 3
  • Helpful 1

Share this comment


Link to comment
Share on other sites

Thank you very much for the great sacrifice you’ve made for the TT group.  While in the area, did you by any chance hit up Nike?

Seriously, thank you for the information.  It’s particularly helpful since I’m going to be making a purchase soon, and wasn’t going to wait until this bike came out... then a house remodel started. We’re similar physically and chronologically so that makes your review meaningful as well.

It sounds like a bike I should be considering, but I’m still looking more hardcore dirt; so that still leaves me with the eurotrash.  Regardless I do see one in my future, even if it’s down the road a bit.  It would be great to have one right now too.

Side note:  I would’ve purchased a white eurotrash bike Friday had the dealer not played the car dealer game bs with a time wasting joke of an offer that took 15 minutes for them to compute.  Idiots.

 

  • Haha 1

Share this comment


Link to comment
Share on other sites
16 minutes ago, JRM said:

hows low rpm chug a lug, say 1st gear threw tech situations. the 450x requires clutch below jogging speed as its way to jumpy and the engine doesn't like below idle use at all. Do you feel the L has more XR feel to it? 

It was a little jumpy/lurchy here/there in very slow speed, 1st gear terrain, but I wouldn't say that it didn't like to idle low. It's more that the mapping can feel a little sensitive, so you have to be smooth with your throttle inputs. It noticed it more early in the day, but like anything, the longer you ride, the easier it gets. The last XR I owned was in the late 90s, so by comparison, totally different feel. The 450L really does have its own personality IMHO.

Share this comment


Link to comment
Share on other sites
22 minutes ago, Chase Jiannalone said:

 

My experience with my old CRF450X was not good when it comes to frequency of full head rebuilds. Since then Honda has been scratched from my list. Not sure I see anything here indicating that has changed.

I'll ask Honda to send me a CRF450L for a long term durability test, you know, to take one for the team! ;) 

  • Like 3

Share this comment


Link to comment
Share on other sites

Great review! Seems to match what others are saying.  Your reply to me a few days ago makes complete sense.

  • Helpful 1

Share this comment


Link to comment
Share on other sites
1 hour ago, Bryan Bosch said:

I'll ask Honda to send me a CRF450L for a long term durability test, you know, to take one for the team! ;) 

Now that's thinkin' on top of the box!

 

  • Like 1

Share this comment


Link to comment
Share on other sites



Create an account or sign in to comment

You need to be a member in order to leave a comment

Reply with:


  • Similar Content

    • By Epolz9
      Selling my 2015 Honda CRF250L
      Trans American Trail and BDR ready.  
      She has been a great bike.  Used on the Trans American Trail and Colorado BDR.  She has 6660 miles used on the TAT and Colorado BDR. Bike comes the following upgrades which I'm willing to sell separately: 
       
      Dirt Tracks Sides and Rear Rack (Rotopax ready for any rack)
      2 Gallon Rotopax with Rotopax mount
      Moose Synthetic Skid Plate
      Barkbuster Hand Guards
      Big Ride Supply Co. Side bags (5 gal capacity each)
      Will throw in the waterproof tail bag.  
      Flatland Radiator guard
       
      Oil changed regularly and air filter kept clean.  Garaged in winters 
       
      Reason for selling: Purchased a more woods single track style bike
      This is a great solid go anywhere bike that is set up to run the TAT or BDR right now. 
      You can even fly and ride. I’ll pick you up in Detroit or Cleveland and you can ride her home 
       
      Asking $4000 with all the listed gear and stock mirrors.  
      $3800 stock 
    • By TheVolta
      After riding the bike for a bit more its time to start adding some small parts to make it more "mine". 
      First thing I did was toss on a Renthal Fatbar with the BRP mount and the option to add a Scotts stabilizer in the future.  I also changed the grips.

       
      Removed the rear chain guard.


       
      Then I went ahead and removed the smog related items, bike runs fine with no FI lights. Mostly removed them for ease of cleaning/maintenance and weight. I also changed out the line that goes to the carbon canister for the line from the RX (I originally bought the tank cap assembly but it didn't fit). There is two lines coming off the airbox that I also plugged up and are not pictured. I also removed the kickstand switch. 

      The PCV line from the valve cover goes into the clear plastic box and then into the airbox. I went ahead and joined it to some extra tubing and routed it down and to the swingarm.


      This is on the thermostat housing.

      There is a brass fitting that goes into the airboot, if you want you probably could swap it out with the one from the R or RX.

      Line that was swapped out that routes to the carbon canister. 

       
      The Honda PGM-FI tool does not work, pretty much saw that coming but I found a used one off ebay for really cheap and my friend wanted me to tune his bike. I might be able to figure out something else out but haven't had as much time due to studying for a cert for work. 

       
      Hopefully an exhaust is next on the list, maybe swap or modify the airbox but I don't want to do that until I can add more fueling. Im sure this bike is running super lean from the factory to pass emissions standards. I also have some levers that I purchased but need a different brake master to fit so that's on hold for the moment. 
       
    • By J.P.C.
      2014 New Edition KLR650
      Ridden mostly on-road commuting to work.
       
      5900 miles (will increase as I am still riding it)
      Thermo bob 2
      EM Doo hickey & torsion spring
      JNS skid plate
      SW Motech crash bars
      SW Motech center stand
      Moose luggage racks
      Pelican 1550 cases with Caribou case liners
      MadStad windscreen
      LeoVince exhaust
      Pro taper evo handlebars 
      Uni air filter
      Touratech headlight guard 
      HTP master cylinder guard
      New Bridgestone Trail Wing tires
      LED dash lights
      Aprilia mirrors
      Top gun 7.4kg rear shock spring
      Jetted for 8000 ft altitude (140 main)
       
      Extra Parts included:
      Stock Exhaust
      Stock Tires (only approx 200 miles on these before I changed them)
      Stock Windscreen
      Stock Hand guards
      Stock Skid plate
      Stock Mirrors
      16t sprocket
      Stock Rear shock spring
      Carb jets: 138, 142.5, 145
       
      Bike has been taken care of. Only damage is 2 small scratches on tank from leaning against it with belt buckle. Has been stored outside, but covered.
    • By 450L
      I was wondering if anyone thinks the R modle piston would work in the L.
      I know they have the same bore and stroke. Same valves just different cam and piston and the wrist pin is different also. 
      I have had my L for weak now and I'm missing the power from the R models.
      The R has 13:1 and the L only has 12:1
      Also thoughts on the fuel adjustment when doing this. I don't think rasing the compression ratio would affect the fuel mixture. 
    • By PaulKTM
      Low hours (111Hrs) well kept bike. Ready to ride!
      A great trail bike, with some small changes it would be a great super moto or street/trail bike also.

      Valves checked and as always in spec.
      .46 front springs, 7.6 rear (for 190lbs trail rider, this is one step stiffer over stock, OEM springs included)
      Rekluse 3.0 Core clutch
      HD tubes front and rear
      BRP bark busters and shields
      Bullet Proof billet radiator guards
      EE Skid plate
      EE Rear disk guard
      Fuel tank sock
      TM design chain guard
      Golan super mini fuel filter
      Hammerhead billet shifter
      Sicass 40/45W H4 bulb headlight
      New chain/sprockets (~30 hrs on it)
      Shori lithium battery (~ 1 year old)
      KTM hard parts billet 3X clamps, 22 offset
      New rear bearings/seals/spacers (OEM)
      New Heim bearing
      New SKF fork seals
      You can save $700 if you want me to pull out the Rekluse and put the OEM clutch back in and remove the Scott's.
      and the really cool KTM brief case!

      I will work with you on shipping the bike but it would be best to meet face to face.

      3.4 gal oversize tank included also (Not pictured)

      All offers considered!
×