"Red riders, rejoice! After years of being unrepresented in the 450cc four-stroke enduro category, Honda finally has a street-legal 450cc CRF that’s not only designed for the dirt, but surprisingly well suited to the road. While Honda describes this new bike as a close descendant of the lean and mean CRF450R motocross machine, the CRF450L is much more than a motocross bike with headlights. Plenty of energy has been put into ensuring the new Honda feels as at home on the road as it does off it." Shannon Warner, BIKESALES.COM.AU FULL REVIEW: https://www.bikesales.com.au/editorial/details/2019-honda-crf450l-review-118244/
TESTIMONIAL "I rode this bike in complete stock trim and in over 20 years, I cannot remember the last time I did that, especially anywhere near the Finke track!! No steering damper, no heavy springs, no exhaust, no weight saving, nothing, just a dead stock 450L with a set of Dunlops and away I went. And you know what, it was one of the most enjoyable rides I have had in a long time, good fun, smooth and quiet! I saw 150 on the clock and had a rest when I got tired. The dash was telling me how much fuel I was using, the numbers made me think, right lets crank it up a notch! We really tested this thing out and it was awesome, all in all, loved every minute of it." Michael Vroom, Dealer Principal at Desert Edge, Northern Territory.
TEST RIDE TODAY CALL 47593216...FINANCE AVAILABLE CALL 47593216 ROAD REGISTERED HONDA 450cc 4-stroke.
Using the CRF450R moto-crosser as a base, Honda’s new road-legal dual-purpose motorcycle has a tough, lightweight chassis built to find all the available grip, powered by an engine that delivers strong, usable power right from the bottom. Durable, high quality parts aim for a worry-free riding and ownership experience.
It is unmistakably a race-bred CRF – and looks it – but with the additions and modifications needed to be the road-legal dual-purpose Enduro we’ve been waiting for. As such, the CRF450L is a complete package, as happy roosting trails as it is linking them up on-road. It’s still a CRF450R; just one that’s quieter, from the engine to the new exhaust. Both fuelling and ignition maps are now managed by an 02 lambda sensor; compression ratio has been lowered and crank mass increased for improved drivability. The gearbox is a 6-speed – for longer legs on the road – and a cush drive has been added to the 18-inch Enduro spec rear wheel.
The plastics are lifted directly from the CRF450R and all lighting is LED, with the front headlight in particular throwing out a penetrating beam. Increased volume for the titanium fuel tank adds range and all the items that make the CRF450L ready to purchase as a licensed, road going machine – such as speedometer, horn, indicators and mirrors – are standard. When it’s a Honda, build quality and superior engineering are always a given, but this is where the CRF450L really stands out; it is designed to go 32,000km between major strip downs! From the trail-rider’s perspective, that’s all you want and need - something that is beyond reliable and expected of a new Honda Enduro machine. The CRF450L raises the bar in all areas.
While the chassis was more straightforward to convert from its CRF450R moto-crosser specification to a dual-purpose performance level, the 449cc engine needed adaptation for road compliance and to ensure it was usable for a wide variety of riders in many differing situations both on and off-road.
While the fundamental architecture of the four-valve Unicam powerplant remains the same, many details have been changed to support the broader role: the crank’s mass has been increased, resulting in 13% more inertia which, for a trail rider, equals improved torque feel and response; valve timing has been revised to give the broader, smoother spread of power and torque; the gearbox is now 6-speed, rather than 5 for longer range use on tarmac; left and right engine covers wear outer covers to reduce noise; Elsewhere, the ACG has been uprated, to provide the required electrical power for the LED lights and to maintain battery charge during lower-speed running. The battery itself is a high-volume unit (Lithium Ion) Bore and stroke are unchanged from the CRf450R, at 96mm x 62.1mm, but the piston uses 3 rings instead of 1 for greater durability. Compression ratio is 12.0:1 (compared 13.5:1).
The redesigned airbox feeds the PGM-FI, managed by a lambda sensor in the large-volume single exhaust (which replaces the ‘stubby’ dual-pipe design of the CRF450R). An Air Injection (AI) system and catalyser clean up the spent gases. The four-valve Unicam cylinder head features a finger rocker arm on the inlet valves; valve lift 7.7mm and exhaust valve lift is 6.7mm. Inlet valve diameter is 38mm. The valve springs are oval in cross section and valve angle is 9° intake/10.5° exhaust. The clutch spins 7 friction discs with a 2mm clutch plate efficiently dissipating heat; the springs generate a good, consistent connection.
In true Honda style with reliability always at the forefront of product development; the new Pioneer 500’s auto transmission is all-gear so no belts that slip, break or burn out.
Allowing for easy manageability through an ever changing Aussie landscape; the transmission can change between fully automatic and manual electric shift modes via a toggle switch. Paddle shifters are still available for driving in manual mode and can override auto mode on the fly.
To improve safety, the 2017 Pioneer 500 now has Seat Belt Interlock to make sure drivers wear their seatbelt while operating the machine. Speed is also limited when the seatbelt is not engaged. New Dual-rate suspension springs provide a plush ride and resistance to bottoming on larger obstacles and a new torsion bar design enhances occupant and drive safety.
Fuel-injected 475cc engine provides great performance and excellent fuel efficiency in a variety of conditions.
Ratio of first gear (previously called low) has been changed to 3.615:1, improving shift feel and driveability.
Gearbox has five speeds with reverse, and owners can change between fully automatic and manual electric shift via a toggle switch. The automatic mode can be overridden on the fly with steering-column-mounted paddle shifters.
CHASSIS/SUSPENSION Suspension with new dual-rate coil springs for plush, progressive performance. Compact width allows access to narrow trails.?Single-function door and side nets open together as one unit via a twist-action door-release knob. Hydraulic disc brakes front and rear.
Large, flat rear carrier offers a load capacity of 203kg and multiple hook points for tie-downs. Towing capacity of 453kg to take on tough jobs.
Full line of Honda accessories adds weather protection, storage capacity and expanded functionality. New passenger and driver torso bars for enhanced occupant safety.
Very well maintained & presented Can-am Spyder RT-S SE5 Semi automatic. This Spyder is fitted with all you need, Sat-nav, rider backrest, performance exhaust, rear carry rack, highway pegs, wool seat cover bonnet bra, drink holder & service scedule is fully up to date. This Spyder was sold new from this dealership and has had the 1 owner. Call to talk a deal & take advantage of our great In-house Finance packages. 47 593 216.
INTRODUCING THE PIONEER™ 700-2. Call for great In-House Finance offers, 47 593 216.
At the heart of this Australian spec Pioneer 700 is Honda’s proven fuel-Injected 700cc-class liquid-cooled OHV single cylinder four-stroke engine.
Fuel injection means it will always start up, even on cold days or at high altitude and an all-new intake design helps minimise dust ingestion. Automotive-style automatic transmission with hydraulic torque converter, three forward gears and reverse.
In contrast to a belt drive system, the automotive-style Honda Automatic Transmission, with a heavy-duty torque converter and three hydraulic clutches provides positive engine braking. Electric power steering and fully automatic transmission now comes with a manual mode that can be activated via a dash-mounted toggle switch; use the steering-column-mounted paddle shifters to change gears while in manual mode, or to override shift points on the fly while in automatic mode.
The 2017 Pioneer 700-4s rugged and solid construction is supported by long-travel suspension of 200mm in front and 230mm in the rear which provides a plush ride with class-leading stability.
In addition to a fully independent rear suspension, the rear shocks feature preload adjustability to handle the Pioneer’s generous load capabilities, Honda’s Pioneer is ready for the toughest work.
OTHER FEATURES Exceeding previous Side-by-Side vehicles, Honda’s two seat variant, the Pioneer™ 700-2 boasts all of the same revolutionary features as the four seat variant but instead of the fold-down in-bed seating, it features a conventional hydraulically-assisted tilt bed.
Seat Belt Interlock feature for improved safety which prompts drivers to wear their seatbelt. This feature will limit the speed of the vehicle when the seatbelt is not engaged reducing the likelihood of an injury.
Ready to tackle the toughest Australian terrain, the compact dimensions of Honda’s new Pioneer offers high level of manoeuvrability and the impressive turning radius will get the Pioneer out of any tight spot.
Available in Honda’s iconic red colour, the Pioneer has rugged and aggressive styling.