Honda CRF450L Supermoto Off Road Dirt Bike

When we tested Honda’s recently introduced CRF450L dual sport we were particularly impressed by the engine power. Surprised even. Honda likes to keep things quiet, and err on the side of reliability when it comes to performance tuning of a street-legal model. Nevertheless, the CRF450L rips for a single cylinder of its displacement.

We mused about the conversion of the CRF450L into a street-legal supermoto. When Honda told us they had built a one-off SM, we couldn’t wait to test it.

Honda outfitted the bike with Warp 9 supermoto wheels, oversized front brake rotor (with new caliper carrier), footpegs and rear axle sliders. Those wheels hold Continental Attack supermoto tires in sizes 150/60-17 rear and 120/70/17 front. The wheels meet the frame through suspension units tuned byFactory Connection, while the speedometer error resulting from the much smaller front wheel is dealt with by a Heal Tech Speedo healer. The stock seat is swapped for a Seat Concepts
design.

When we first started testing the bike, the suspension balance felt way off. After experimenting with rear ride height and slowing down both the compression and rebound damping in the fork and shock, things worked the way we wanted them to.

The sticky tires and big front brake disc really transform the bike into a canyon carving weapon. Picking the bike up from one side and laying it down on the other to transition through tight, twisty roads is as close to effortless as you can imagine. The supermoto-tuned suspension soaked up mid-turn irregularities without a shrug. Sport bike riders of equal skill level don’t stand a chance when it comes to hanging on to the back of this bike … unless longer straightaways come into play.

The Seat Concepts seat cover took some getting used to. With pronounced ridges, it made it somewhat difficult to move fore-and-aft. The tires gripped well, and seemed to warm up quickly, but didn’t send strong feedback to the rider.

Top speed was down from the dual sport – the shorter rear wheel effectively reducing gearing. Highway speeds were still reasonably comfortable, but only for short periods. Adding a tooth, or two, to the front sprocket would address this.

We tested primarily on the street, but the suspension worked well off-road as well. Plush, but resisted bottoming. The extremely grippy Warp 9 footpegs meant our boots never slid, and changing foot position required conscious effort.

The oversized front brake rotor meant consistent, powerful braking on the street, with no fade experienced. Honda stuck with the stock front brake caliper.

So if you are fantasizing about converting your CRF450L to a street ripper, it can be done. Take a look at Warp 9’s for details and pricing on their supermoto products.