CRF450R 2009 Honda 2009 Honda CRF450R Contents 2009 Honda CRF®450R Development 2 450-class-leading power along with CRF250R-like handling 2 The addition of fuel injection 4 An all-new engine 6 An all-new HPSD-equipped aluminum frame 10 New, plusher suspension 10 Details, details 12 2009 CRF450R Features and Benefits 14 New for 2009 14 Engine/Drivetrain 14 Chassis/Suspension 17 Additional Features 18 2009 CRF450R Specifications 19 2009 CRF450R Image Guide 20 CRF450R 2009 Honda 2 2009 Honda CRF450R Here’s the indisputable truth: Honda’s CRF450R is a proven winner. Since its first appearance in late 2001, the CRF450R has done plenty of winning in professional Supercross and Motocross competition. Weekend warriors also consider the CRF450R a big-time winner, whether it’s racing at the local level or simply enjoying an afternoon’s track outing aboard this remarkable 450. All of which points to a machine that’s as versatile as it is victorious. Just as impressive, beginning with its debut the CRF450R has been repeatedly judged as best-in-class by the guys who test them all. Every year the CRF450R collects rave reviews, 10-best honors and front-of-the-pack titles from enthusiast publications. 450-class-leading power along with CRF250R-like handling With such an enviable level of success plus the nonstop refinement that has followed the CRF450R since its beginnings, it would be natural to assume that quantum leaps in improvement with new versions might be impossible, right? Well, it takes only one look at the 2009 CRF450R to flush that theory down the drain. Now in the all-new and lighter CRF450R, witness an unprecedented level of design synergy as a brand-new engine, developed concurrently with an entirely new rolling chassis, deliver 450-class-leading power along with CRF250R-like handling. Toss the strategic addition of EFI into the mix—in a configuration that brings benefits related not only to fuel metering but also to the size and placement of vital chassis components—and it all adds up to an unprecedented combination of power, suspension and handling that together bring a genuine revolution to the premier motocross class. Here’s a broad overview of what’s new in the CRF450R for 2009: • All-new lighter, more compact engine • Programmed Fuel Injection (PGM-FI) • All-new lighter, HPSD-equipped twin-spar aluminum frame featuring a longer swingarm and a lower Cg for improved handling and better front-wheel turning characteristics • Kayaba front and rear suspension, featuring upper and lower fork tubes and a shock body developed exclusively for the CRF450R chassis • New high-volume airbox for enhanced breathing and increased power also improves filter access • Innovative exhaust system to enhance mass centralization • All-new bodywork that improves ergonomics • All-new lighter brake rotors CRF450R 2009 Honda 4 The addition of fuel injection Naturally, the big buzz about the 2009 CRF450R tends to focus on its all-new battery-less Programmed Fuel Injection (PGM-FI) system. And garner attention it should, although EFI is only one part of the greater overall whole in a completely redesigned CRF450R. Specifically, this EFI system utilizes a 50mm throttle body design with a 12-hole injection nozzle fed by a lightweight plastic 50-psi pump to ensure optimum fuel atomization and a precisely targeted fuel charge. Bringing the full benefits of EFI to bear proved to be an arduous task. Since its introduction, the CRF450R has enjoyed a well-deserved reputation as being the easieststarting bike in its class, as well as having the best throttle response. So even though it was no small task to improve on the best carburetion system around, thanks to countless hours of testing and perfecting this system the new CRF450R meters fuel even more precisely now. Credit also the intrinsic precision provided by the minute tolerances inherent in a fuel injection design, which allowed Honda engineers to take tuning to a higher level. So the 2009 CRF450R now delivers amazing drive right off the bottom, super-strong midrange punch and a stronger rush of top-end power. Next, factor in another remarkable benefit that comes as a direct result of this more accurate and efficient fuel metering: this EFI system also achieves a significant improvement in fuel consumption. Therefore, the fuel load can be smaller and lighter yet the CRF450R can still CRF450R 2009 Honda 2009 ACG 6 2008 handle the longest motos. In addition, the fuel tank itself can now be shorter, smaller and slimmer and that means the seat could be made flatter all the way up to the gas cap to allow the rider a greater range of unimpeded movement on the bike. Reaping handling and rider ergonomic benefits from a fuel injection system? This is typical of the synergistic forward-thinking that created the new CRF450R design. The PGM-FI system monitors throttle position, intake air and coolant temperatures, air pressure and gear position to accurately map fuel charge and ignition spark, significantly improving partial-throttle response and helping assure excellent rideability. An enlarged AC overall Cg and more optimum weight distribution for better handling. This lower Cg also generator delivers the needed power to the PGM-FI system without means the engine’s rotating mass rides lower in the chassis, producing less gyroscopic effect a battery, and two crankshaft position sensors (instead of the solo for more neutral handling. sensor used previously) determine crank position more quickly to provide speedy starts, whether the engine is hot or cold. The engine This reduction in engine height was achieved in part via a shorter cylinder head that now stop switch also features an integrated LED pre-ride check indicator. positions the camshaft directly in the cylinder head; previous 450s featured a bolt-on cam This confirms the EFI system is operating normally. In addition, mount. More engine height was shaved off by shortening the connecting rod 3.5mm Honda also has available an HRC PGM-FI Setting Tool, which allows (102.1mm from 105.6mm), which allowed a correspondingly shorter cylinder. In addition, CRF450R owners to alter EFI fuel delivery as well as ignition timing the crankshaft main journal cradles were relocated to the inside of the flywheels to allow a over a wide range of settings to alter engine power characteristics. reduction in connecting-rod pin diameter from 34mm to 33mm, which further reduced weight while maintaining overall strength. Shaving a small flat into the bottom of the crank- An all-new engine shaft flywheels allowed for a bit more con-rod shrinkage by providing a pinch of added Thanks to a wealth of improvements, the new engine spins faster— clearance for the piston skirt, while also reducing weight—an insightful bit of efficiency 11,450 rpm—and harder, churning out 56.3 bhp at 8500 rpm and contributing to the shorter engine. 37.5 lb./ft. of torque at 7000 rpm. This liquid-cooled four-valve Unicam® 449cc engine now utilizes a four-lobe camshaft and individual Other changes to the CRF450R powerplant include a reshaped combustion chamber that’s rocker arms for each exhaust valve to reduce weight and contribute a touch shallower to further reduce cylinder head height but features a larger-volume to its higher rpm ceiling. The net advantage is not only more power, squish area for efficient flame propagation. The lightweight titanium intake valves now but also a broader powerband for better drive out of corners. have shorter stems, and redesigned valve springs also help reduce overall engine height and permit higher rpm. Slimmer intake valve stems shrink in diameter from 5.5mm to Thanks to its complete redesign, the CRF450R’s smaller, lighter engine 5.0mm to reduce reciprocating weight, and the cam sprocket is now press-fitted to the contributes significantly to improvements in the chassis, ultimately camshaft, reducing weight by 20 grams compared to the previous bolted-on design. The adding to new class-leading handling traits. Perhaps most signifi- use of a new, tougher material in the forged slipper piston permits a thinner crown along cantly, the 2009 CRF450R engine features a lower overall height and it with a relocated piston pin, contributing to shorter cylinder height and less reciprocating has been positioned closer to the front wheel, resulting in a lower weight. A low-friction surface treatment on the piston assures high-rev potential. CRF450R 2009 Honda 2009 8 2008 a gear-position sensor, which now also works in conjunction with the EFI system. This sensor signals a new, sophisticated electronic control module (ECM), which uses a multi-map system to alter ignition plus EFI mapping for optimum power in varying riding situations. Specific maps control the EFI and ignition settings so power application in first and second gears provide maximum acceleration with minimum wheelspin, and third through fifth gears utilize maximum-power mapping. Eight clutch plates handle the engine’s massive torque, and the new CRF450R incorporates only four clutch springs rather than the previous six springs to reduce centrifugal weight, thereby allowing the engine to rev quicker. Kashima coating is applied to the clutch basket and clutch center to improve clutch life and clutch feel. In keeping with previous practice, a twin-sump lubrication system separates the oil supply for the crankshaft, piston and valve train from the clutch and transmission. This Lightweight Ni-SiC cylinder lining provides cooler and quieter ensures a cool supply of oil to the clutch, eliminates clutch and transmission material operation for extended engine life, and for easier servicing the contamination of the engine oil and reduces the amount of circulating oil, which allows the cylinder attaches to the engines cases with through-bolts instead oil pump size to be reduced. A gear-driven balancer serves double duty, reducing vibration of studs, allowing in-frame cylinder removal. while also driving the water pump. A new mechanical water pump seal improves durability, and coolant flow is now rerouted outside the engine cases via a bolt-on flange/jacket, The CRF450R incorporates the use of a new, lighter automatic allowing reduction of crankcase and cylinder width as well as overall engine weight. Also, decompression system, so the hot restart procedure is simplified. an oil pump strainer is now built into the engine case to reduce the number of parts and This cam-integrated plunger and shaft-integrated decompression shave additional grams. weight allow for easy starting in both hot and cold conditions. Sharp eyes will note that exhaust gasses now exit from the left side of the cylinder head. This new-generation CRF450R features a redesigned five-speed This change shifts an increased length of the head pipe closer to the engine as it wraps gearbox that incorporates numerous modifications—often meas- around to the right side and culminates with a new muffler that’s positioned dramatically ured by a mere millimeter or two—to narrow transmission width farther forward and closer to the CRF450R’s center of mass. A large lightweight titanium and reduce weight without sacrificing durability. Transmission ratios section in front of the aluminum-body muffler contributes significantly to improved weight remain the same as last year, and the transmission still incorporates distribution and the handling benefits of this radical new exhaust system. CRF450R 2009 Honda 10 An all-new HPSD-equipped aluminum frame attached to the lower triple clamp, is still employed. Thanks to the steadying influence of Honda’s twin-spar aluminum frame with forged aluminum steering HPSD, more aggressive steering geometry could be engineered into the CRF450R, which is head has long proven its worth, and because the new, smaller and reflected by the 20mm of offset in the 2009 triple clamps, for improved cornering agility lighter engine allowed a full redesign of the frame, the 2009 CRF450R without giving up anything in high-speed handling. In addition, this year’s damper has now enjoys the benefits of an all-new iteration that is 14 ounces been revalved to better match the steering traits of the 2009 setup, and it also yields a lighter than the previous version and also significantly narrower. The more linear damping effect. In keeping with last year’s debut, perhaps the most impressive height of the main frame spars was reduced from 70mm to 66mm attribute of HPSD is that it works so seamlessly with the chassis as a whole to build rider and they were also narrowed, 26mm compared to 27mm. Stronger confidence; you don’t even notice it’s there. downtubes improve front-end feel, and steering response and overall handling have been improved by moving the steering head pipe back New, plusher suspension 10mm and giving the frame a slightly steeper caster angle. As a result, During the process of building the all-new frame into a complete rolling chassis, all options the front wheel is now positioned 15mm farther back than before, for attendant suspension components were considered. After much testing, the new 2009 significantly closer to the crankshaft, which further enhances CRF450R was given a new, sophisticated Honda-specific Kayaba inverted Air-Oil-Separated handling. These changes to steering geometry result in steering (AOS) fork with 48mm-diameter fork legs (up from 47mm last year) that features fully action that is lighter, yet at the same time the new engine positioning adjustable compression and rebound damping and spring settings developed specifically means there’s more weight on the front wheel for more traction, so for the CRF450R. And Honda’s proven Pro-Link® Rear Suspension also now incorporates the CRF450R turns better, especially under hard acceleration. a fully adjustable Kayaba shock made specifically for the CRF450R that features an integrated reservoir plus all-new damping and spring settings. The large 50mm-diameter In back, the swingarm is 18mm longer than last year’s for improved rear shock piston contributes to consistent performance under the most demanding riding traction and the swingarm cross-member wall thickness was conditions. As a result, both ends feel calmer while riding, demonstrating exceptional reduced from 3.75mm to 3.0mm to save weight. Overall changes to bump compliance and suspension plushness. This allows the CRF450R to follow bumps the frame, steering head and swingarm permit a reduction in triple better and accelerate harder over choppy terrain. clamp offset from 22mm to 20mm. New forged swingarm pivot plates increase rigidity for improved handling, and the lower engine Thanks to the all-new chassis and engine, the new CRF450R is now 3.0 pounds lighter frame rails are widened for added strength but also beveled to than last year’s 450R in actual weight, which makes it a class standout in 2009. Weighing provide added cornering clearance—a smart touch riders will 234.8 pounds gassed and ready to go, the CRF450R is now encroaching on the 250F-class appreciate when deep in a cornering rut. Also, the removable rear neighborhood. And better yet, the myriad chassis changes make the machine markedly subframe features an unusual, almost oval tube shape; flatter on slimmer than ever before, so it feels even lighter than it is. the sides of the tubes to further narrow the bike’s profile for superior riding ergonomics, and also shaped to eliminate brackets and Astride the bike, the rider can immediately sense a much more open riding position; it’s so cross-members and facilitate improved air-filter access. easy to move around, the CRF450R creates a distinctly more modern feeling. This agile nature becomes especially noticeable when leaning the bike over, cornering and jumping, Introduced in 2008 as a means to sharpen handling, lighten steering where it feels significantly more maneuverable. Also, thanks to the new chassis geometry traits and enhance straight-line performance, the Honda Progressive the CRF450R’s steering action feels distinctly lighter, yet there’s more weight on the front Steering Damper (HPSD), which features a compact damper wheel for more traction, so it also turns better than ever before. Bottom line: The 2008 CRF450R 2009 Honda 12 CRF450R already had the lightest weight and best handling in class, amount of foam thickness. New handgrips with a softer compound, new surface pattern and but now in 2009 it has leapfrogged far ahead of everyone else. This is, safety-wire grooves are also 3mm longer than before, which permitted the use of shorter by a good margin, the best-handling CRF450R Honda has ever made. cables and brake hose to reduce weight—unsurpassed attention to detail even in areas that might otherwise go unnoticed. The front and rear fenders are redesigned for greater rigidity Details, details and the rear fender shape helps prevent mud and debris from gathering on the muffler. Other chassis highlights include a front wheel with a new, stiffer axle collar. A large-diameter front axle and wide wheel-bearing span pro- Removable engine mounts allow easier engine removal, and the narrower engine allows vide excellent rigidity. A new rear axle features a diameter of 25mm elimination of the right-side engine guard to save weight. A new fuel tank tether cable and large-diameter bearings provide additional rigidity. Axle wall thick- eliminates the need to disconnect the fuel line when accessing the top of the engine—a ness has been reduced from 2.5mm to 2.2mm to save unsprung handy aid to routine maintenance. The plastic fuel tank has been strengthened to ensure weight (38 grams), and the rear axle collar is also a new, stronger item. proper sealing for the lightweight plastic fuel pump, which resides within the tank. Rider ergonomics are optimized by adapting the handlebar, seat and footpeg height to give the The HRC works-style rear brake system integrates the rear master rider a distinctly narrowed perch for improved comfort and handling feel, and the light- cylinder and fluid reservoir, eliminating a separate reservoir and weight aluminum brake pedal and shift lever are designed to complement the CRF450R’s hose. The link-type front brake master cylinder and a lightweight new ergonomics. As one final note, the fuel cap is shorter than before to allow the rider to brake rotor provide strong braking; the re-shaped works-style easily move farther forward on the tank. 240mm front brake rotor is also 1.3 ounces lighter than before, and the front disc guard is now smaller, lighter and vented. In back, the For many, the value of the 2009 CRF450R will be shown on the stopwatch and with the 240mm rear brake rotor features a works-style pattern and is 1.0 acquisition of trophies. However, there’s also a deeper story here, one that emerges with the ounce lighter, while a new plastic disc guard saves an additional 4 sum total of countless changes—large and small—that add up to a true next-generation grams. Both front and rear wheels feature HRC works-type light- machine, a significant milestone in motocross design. The 2009 CRF450R has vaulted so weight aluminum spoke nipples. far ahead that it redefines expectations in the premium class of motocrossers. In the attention-to-details department, thoughtful touches abound. A new gray color coats the lightweight magnesium head cover, clutch cover and left sidecover; note that the clutch cover has been dished inward for improved foot placement. On the left side resides a new low-profile oil dipstick. A newly designed high-capacity airbox is lighter in weight and improves filter access, and the redesigned sidecover that dovetails into the side panel of the airbox is narrower and improves airflow into the airbox. Redesigned radiator shrouds are narrowed to aid rider movement and the kickstarter arm is reshaped to reduce weight. A new seat base reduces overall height and width while maintaining the same CRF450R 2009 Honda 14 2009 Honda CRF450R In the all-new and lighter 2009 CRF450R, a brand-new engine with electronic fuel injection, developed concurrently with an entirely new rolling chassis, work together to deliver 450class-leading power along with CRF250R-style handling. It’s an unprecedented blend of power, suspension and handling that together bring a genuine revolution to the premier motocross class. Features & Benefits New for 2009 • All-new lighter engine. • Programmed Fuel Injection (PGM-FI). • All-new HPSD-equipped twin-spar aluminum frame featuring a longer swingarm and a lower Cg for improved handling and better turning. • Kayaba front and rear suspension, featuring upper and lower fork tubes and a shock body developed exclusively for the CRF450R chassis. • Redesigned higher-capacity airbox for enhanced breathing and increased power also improves filter access. • Innovative exhaust system improves mass centralization. • All-new bodywork improves ergonomics. Engine/Drivetrain • All-new engine spins faster—11,450 rpm—and harder, churning out 56.3 bhp at 8500 rpm and 37.5 lb./ft. of torque at 7000 rpm. • Liquid-cooled four-valve Unicam® 449cc engine produces more than 125.3 hp per liter and now utilizes a four-lobe camshaft and individual rocker arms for each exhaust valve to reduce weight and contribute to higher rpm ceiling. • Engine completely redesigned to lower the overall height and position it closer to front wheel, resulting in a lower overall Cg and better weight distribution for better handling. • Engine height reduced by shortening length of connecting rod 3.5mm (105.6 to 102.1mm) to allow shorter cylinder. • Relocated crankshaft main journal cradles (inside of flywheels) allows reduction of connecting-rod pin diameter (34 to 33mm), reducing weight while maintaining overall strength. Crankshaft cutaway eliminates piston skirt contact at BDC, also reducing weight. CRF450R 2009 Honda • Reshaped cylinder head combustion chamber is shorter yet has a larger volume squish area for better flame propagation. • Lightweight titanium intake valves and redesigned valve springs reduce overall engine height and permit higher rpm. New intake valve stem diameters reduced (5.5 to 5.0mm). • Lower camshaft mount built into the cylinder head to reduce weight and engine height. • Cam sprocket now press-fitted to camshaft, reducing weight by 20 grams compared to previous bolted design. • Cylinder attaches to engines cases with through-bolts instead of studs, allowing in-frame cylinder removal. • New forged slipper-piston material permits a thinner crown, and a relocated piston pin temperatures, air pressure and gear position to accurately map fuel charge and ignition spark, significantly improving partial-throttle response and helping assure excellent rideability. • AC generator enlarged to service PGM-FI system. Two crankshaft position sensors quickly determine crank position to provide quick starts, hot or cold. • 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 trans- location contributes to shorter cylinder height. Low-friction surface treatment assures mission material contamination of the engine oil and reduces the high-rev potential. amount of circulating oil, allowing the oil pump size to be reduced. • Lightweight Ni-SiC cylinder lining provides cooler and quieter operation for extended engine life. • Redesigned auto decompression and hot restart procedure is simplified and lighter with cam-integrated plunger and shaft-integrated decompression weight for easy starting in hot or cold conditions. • All-new Programmed Fuel Injection system (PGM-FI) utilizes a 50mm throttle body design with 12-hole injection nozzle fed by lightweight 50-psi pump to ensure optimum fuel atomization and precisely targeted fuel charge. System also achieves an improvement in fuel consumption. 16 • PGM-FI system monitors throttle position, intake air and coolant • Redesigned exhaust system incorporates a left-side cylinder head exhaust port, increasing header length and allows muffler to be positioned closer to center of mass, contributing to significantly improved weight distribution and handling. • Gear-driven balancer reduces vibration and drives the water pump. • New mechanical water pump seal improves durability. • Coolant flow rerouted outside engine cases via bolt-on flange/jacket, allowing reduction of crankcase and cylinder width, and overall weight. • Oil pump strainer now built into the engine case to reduce parts and weight. • Eight clutch plates handle the engine’s massive torque while the • Swingarm is 18mm longer for improved traction. • Frame, steering head and swingarm modifications permit a reduction in triple-clamp offset (22 to 20mm). number of clutch springs is reduced from six to four. This reduces • Swingarm cross-member wall thickness was reduced (3.75 to 3.0mm) to save weight. centrifugal weight, allowing the engine rev quicker. • Forged swingarm pivot plates increase rigidity for improved handling. • Kashima coating applied to the clutch basket and clutch center improve clutch life and clutch feel. • Numerous transmission modifications narrow transmission width and reduce weight without sacrificing durability. • Lower engine frame rails are widened and beveled to provide added cornering clearance. • Removable rear subframe was redesigned to eliminate brackets and cross-members. Shape altered to improve air filter access and narrow the bike profile. • Honda Progressive Steering Damper (HPSD) is revalved for more linear damping. HPSD features a compact damper attached to the lower triple clamp and the steering head to Chassis/Suspension allow more aggressive steering characteristics and assist straight-line handling. Damping • All-new HPSD-equipped twin-spar aluminum frame with action smoothly progresses as handlebar deflection increases, which produces very natu- forged-aluminum steering head is now 14 ounces lighter than ral steering characteristics and feel. previous design. Spar height was reduced (70 to 66mm) and • Front and rear wheels feature HRC works-type lightweight aluminum spoke nipples. width was narrowed (27 to 26mm). Stronger downtubes • Front wheel featuring new stiffer axle collar provides excellent rigidity. improve front-end feel. • Rear axle diameter of 25mm and large-diameter bearings provide additional rigidity. Axle • Steering response and overall handling were improved by moving steering head pipe back 10mm (and closer to swingarm pivot), positioning the front wheel 15mm farther back and closer to the crankshaft. wall thickness reduced (2.5 to 2.2mm) to save weight (38 grams) while axle collar is strengthened for better rigidity. • Revised, sophisticated inverted Air-Oil-Separated (AOS) fork features exclusive Honda 48mm diameter fork made by Kayaba with all-new damping and spring settings. CRF450R 2009 Honda • Pro-Link® Rear Suspension features exclusive Kayaba integrated reservoir with all-new damping and spring settings. • Large 50mm rear shock damper piston diameter for consistent performance under demanding riding conditions. • HRC works-style rear brake system integrates the rear master-cylinder and fluid reservoir, eliminating the separate reservoir and hose. • Seat base redesigned to reduce overall height and width while maintaining foam thickness. • New handgrips are 3mm longer and feature a softer compound and wire grooves. • Front and rear fenders redesigned with greater rigidity; rear fender design helps prevent mud and debris from gathering on muffler. • Link-type front brake master cylinder and a lightweight brake rotor provide strong braking. • Removable engine mounts allow easier engine removal. • Re-shaped works style 240mm front brake rotor is 1.3 ounces lighter. Front disc guard is • Narrower engine allows right-side engine guard to be eliminated, smaller, lighter and vented. • 240mm rear brake rotor features works style pattern and is 1 ounce lighter. New plastic disc guard saves 4 grams of weight. saving weight. • New fuel tank tether eliminates need to disconnect fuel line to work on top end. • Rider ergonomics are optimized by adapting the handlebar, seat Additional Features and footpeg height to place the rider’s legs at the narrowest part of • Honda First: Engine stop switch features an integrated LED pre-ride check indicator. This the frame for improved comfort and handling feel. confirms the EFI system is operating normally. • New gray-color magnesium head cover, clutch cover and left sidecover. • Clutch cover profile reshaped for improved foot placement. • New low-profile oil dipstick resides on left side. • Redesigned higher-capacity airbox improves filter access. • New sidecover shape is narrower and improves flow to airbox. • Redesigned radiator shrouds are narrowed to aid rider movement. • Kickstarter arm reshaped to reduce weight. 18 • Lightweight aluminum brake pedal and shift lever are designed to complement new ergonomics. • Fuel cap height is shorter, allowing rider to move farther forward on the tank. • Brake pedal features optimized ratio to match integrated rearbrake master-cylinder design. • Wide, cleated stainless steel footpegs provide excellent grip and are self-cleaning and corrosion resistant. 2009 Honda CRF450R Specifications • Adjustable front brake lever for improved control. Model: 2009 CRF450R Engine Type: 449cc liquid-cooled single-cylinder four-stroke Bore and Stroke: 96mm x 62.1mm Compression Ratio: 12.0:1 Valve Train: Unicam, four-valve; 36mm intake, titanium; 30mm exhaust, steel Induction: Programmed Fuel Injection (PGM-FI), 50mm throttle body. Ignition: Full Transistor with three-gear-position electronic advance Transmission: Close-ratio five-speed Final Drive: #520 chain; 13T/48T Suspension Front: 48mm inverted Kayaba Air-Oil-Separate (AOS) with 16-position rebound and 18-position compression damping adjustability; • Quick-adjust clutch perch for easy cable adjustment. 12.2 inches travel • Aluminum Renthal handlebar (971 bend) is rubber-mounted to help Rear: reduce rider fatigue and improve comfort. Pro-Link Kayaba single shock with spring preload, 20-position rebound damping adjustability, and compression damping • Handlebar holders provide two different mounting positions to adjustment separated into low-speed (18 positions) and high- match rider preference. speed (1 1/2 turns); 12.6 inches travel • New handlebar grips add to rider comfort. Brakes • Dunlop 742FA front and a new 120/80-19 D756 rear tires maximize traction. • Washable, two-stage foam air filter for optimal engine protection and easy maintenance. Front: Rear: Tires Single 240mm disc with twin-piston caliper Single 240mm disc Front: 80/100-21 Rear: 120/80-19 Wheelbase: 58.7 inches Rake (Caster Angle): 26° 52’ • Stainless steel clutch cable for long life. Trail: 114.2mm (4.5 inches) • Honda Racing-inspired colors and graphics. Seat Height: 37.6 inches • When you buy a new Honda Powersports Product, you may be Ground Clearance: 13.1 inches eligible to receive a complimentary one year membership in the Fuel Capacity: 1.5 gallons Honda Riders Club of America , which includes an exclusive Color: Red Members-only magazine, rider training benefits, access to the Curb Weight*: 234.8 pounds • Repackable silencer for maximum performance and minimal noise. • Comfortable, durable controls and high-quality fasteners. ® Members-only Clubhouse Web site and much more. Some limitations apply. For more information on the HRCA®, log on to www.hrca.honda.com. *Includes all standard equipment, required fluids and full tank of fuel—ready to ride. Consult owner’s manual for optional parts. CRF450R 2009 Honda ©2008 American Honda Motor Co. Inc. Contact: Motorcycle, ATV, PWC and MUV Press Department 1919 Torrance Boulevard, Torrance, California 90501 • Phone 310-783-3745 • Fax 310-783-2177 Printed in U.S.A.
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