CRF450R - Honda News

CRF450R - Honda News
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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