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| 2018 Honda CRF450R |
CRF Dirt Bike / Motorcycle Buyer’s Guide
| 2018 CRF450R Race Bike: Badder than ever! – Man oh man time flies!
It seems like it was just a few weeks ago we were discussing the 2017 CRF450R
and all of the changes Honda decided to throw at it and now we’re back again
with the 2018 models being announced. Speaking of announcements, you can check
out my posts covering the first two announcements here: 2018 Motorcycle
Announcement #1 Click Here / 2018 Motorcycle Announcement #2 Click Here. Today
we’re going to do a review of the 2018 CRF450R and the changes Honda brought to
it for this year. If you want the quick version of all the details, scroll all
the way down near the bottom of the page. 2018 Honda CRF450R Price – $9,149
2018 CRF450R VS 2017 CRF450R = $300 price increase 2018 Honda CRF450R Release
Date – August 2017 2018 CRF450R VS 2017 CRF450R Changes? Yes!
Surprisingly, Honda did throw some changes at the CRF450R for 2018 even though
it was an all-new model update last year in 2017. Honda listened to their
customer base and for 2018 the CRF450R now comes standard with Electric Start!
Now you don’t have to dump almost $1,000 to put an electric start setup on your
450R! Honda stated they dropped the kick-start assembly to save weight now that
it comes standard with electric start – call me crazy but personally I would
have liked to seen them keep that around for a back-up kick-start just like the
CRF450X, CRF250X etc. Another new tweak for 2018 is that the CRF450R comes with
a lithium-ion battery to help shed even more weight as well as new ECU settings
to fine-tune her even more straight off the showroom floor for a more useable
power delivery than ever before. In addition, updated suspension settings to
the Showa shock and 49mm coil-spring fork improve handling and overall chassis
feel. The lithium-ion battery helps keep the added weight to a minimum as with
the new electric start setup added for 2018 the weight was going to increase
but thanks to the lighter battery the overall curb weight on the 2018 CRF450R
only goes from 243 lbs to 248 lbs. Want the short version of the 2018 CRF450R
Review and all of its recent Changes & Features? Scroll down to the
bottom for a quick overview plus a gallery of all the detailed 18′ CRF450R
pictures showcasing the engine, frame and suspension changes (2016 vs 2018
CRF450R changes). The Honda CRF450R has been a benchmark since its introduction
in 2002. It has defined the art of balance, with an engine that produces
hard-hitting, useable power and a chassis that allows riders of all experience
levels to put every drop of that power to good use. From a rider’s perspective
– whether amateur enthusiast or pro-racer – it’s always been a machine that
offers total control, together with the durability and longevity that Honda has
long been famed for. And of course, the CRF450R has constantly evolved, with
every upgrade drawing on lessons learned in the white heat of Honda’s
Supercross & Motocross racing programs throughout the world. Over the
last eight years the CRF450R has been honed into one of the most complete
race-ready rides. Now, revolution has replaced evolution. Europe’s favorite
open-class motocrosser is effectively brand new, wielding a major power boost
from its new engine, plus increased grip and drive from a redrawn chassis. It
looks different, feels different and delivers a whole new experience trackside.
In plain and simple terms, it’s faster. Much faster. Mr M.Uchiyama, Large
Project Leader (LPL) CRF450R: “This is a full model change for the CRF450R.
Nothing has been overlooked, and we have been relentless in our effort to
provide customers with a machine that’s ahead of the pack. Our focus has been
on producing a machine with exceptional engine performance, outstanding rear
wheel traction and a low center of gravity – to create a 5% improvement in
acceleration on the previous model. The phrase underpinning development was
‘Absolute Holeshot’. We have already started racing and perfecting the new
CRF450R in the Japanese MX championship, winning the first five moto’s in
succession. We are proud now to give a machine with this kind of performance to
motocross lovers worldwide.” 2018 CRF450R Videos CRF450R Walk-Around Video | 4K
* These videos are of the 2017 model which are identical except for the
electric start being added. I will have the 2018 CRF450R videos up shortly…
2018 CRF450R Overview More and more, motocross races are all about getting
the holeshot. And Honda’s CRF450R is a machine designed to get you out front by
the first turn, and then keep you there all the way to the checkered flag.
Everywhere you look, you’ll see features optimized for modern MX competition,
where fractions of a second add up to a big lead at the end. The new CRF450R
has been developed – with direct input from Honda’s AMA and MX GP teams – to be
first out of the gate, first into turn 1 and to punch a blistering lap time.
With a new engine packing an 11% increase in peak power matched to a chassis
that can truly make full use of it, the 2017-2018 CRF450R is stronger, sharper
and more focused. And as MX1-class machines are all about competition, both new
and old CRF450R machines were raced back to back by HRC in a series of
start simulations. The power and drive of the new bike saw it gain a
significant advantage. 0-10m (32.8 ft) took 1.53 seconds, 6.4% less time than
the outgoing 16′ CRF450R machine. The new power unit uses innovative
engineering on both intake and exhaust side. On the intake, straight
passageways reduce air resistance significantly for improved combustion
efficiency. On the exhaust side,
the twin pipes divide close to the engine, facilitating the increase in
compression ratio from 12.5 to 13.5, a key element in the greater power output.
A 49mm Showa USD fork – steel sprung and developed from a race-ready factory
item supplied to MX race teams in the Japanese championship – replaces the KYB
air fork. The aluminum frame’s main spars are now tapered for more front-end
stability and traction, and the new generation CRF450R has completely revised
geometry; it’s shorter in wheelbase, with a more compact swingarm and adjusted
rake and trail. It also has a lower center of gravity thanks to details like a
lightweight titanium fuel tank and lower upper shock mount. Brand new plastics
create ultra-efficient aerodynamic performance, and a smooth, ‘organic’ shape
to give the rider ultimate freedom to move. They also feature film insert
graphics, which deliver sharp visuals and a durable finish. For the first time,
electric start is now available as an option. 2018 Honda CRF450R Colors – Red
2018 Honda CRF450R Price – $9,149 2018 CRF450R VS 2017 CRF450R = $300 price
increase 2018 Honda CRF450R Release Date – August 2017 2018
CRF450R Features Engine 2018 CRF450R Horsepower: 59.9 2018 CRF450R Torque:
TBA The 2018 CRF450R’s 449cc engine now makes a full 11% more top end power
than the outgoing generation model. Overlaid, the power and torque curves of
the 2016 and 2018 graphically display the performance gain of the new design:
it’s stronger everywhere but especially through the midrange torque area and at
the top end, with a major increase in rpm, peak power and over-rev. To produce
this gain in output every aspect of the engine’s performance was painstakingly
developed together with HRC’s engineers. The cylinder head features a
completely redesigned Unicam four-valve head, with a finger rocker arm on the
inlet valves increasing valve lift by 0.5mm to 10mm (exhaust valve lift is also
increased, by 0.85mm to 8.8mm). Inlet valve diameter is up 2mm to 38mm; 2-way
valve seat machining smooths gas flow. The downdraught intake now provides a
direct, straight shot to the inlet ports and flow efficiency is improved 19% on
the way in. Equally, flow out is 10% more efficient through the twin exhausts,
which themselves have been redesigned with gradual radius bends. The twin
mufflers are 78mm shorter. The valve springs are oval in cross section,
reducing height and allowing for more compact dimensions. A narrower valve
angle of 9° intake and 10.5° exhaust (from 10°/11.5°) plus a redesigned piston
boosts combustion and gives a compression ratio of 13.5:1, up from 12.5:1. A
4-hole piston oil jet (replacing the 2-hole system) reduces piston temperature
and deals effectively with the heat generated by the higher compression. Both
the piston pin and finger rocker arms receive DLC coating (Diamond-like
Carbon), which has excellent abrasive resistance and durability, while also
reducing frictional losses. Bore and stroke remains 96mm x 62.1mm. The engine
now uses a scavenge pump to distribute the oil by force (rather than spray) for
both transmission and clutch, reducing friction, improving lubrication
efficiency and greatly reducing pumping losses. Only one source of oil is
employed rather than two; this means a reduction in volume from 1390cc / 1.45qt
(combined engine and transmission oil) used by the outgoing design, to 1250cc /
1.32qt total capacity. Light weight and compact size have been achieved with
several new approaches. Positioning the balancer weight inside the crank-case
reduces the distance between crank and balancer. The primary drive gear and
balancer drive gear are a common part, as are the primary driven gear and oil
pump drive gear. Primary gear rotation speed is 30% faster, putting less stress
on both gearbox and clutch. To make best use of the extra power and torque all
five gear ratios have been adjusted, with final drive handled by 13- and
49-tooth sprockets (as opposed to 13/48). With the new setup the clutch
now spins 7 friction disks rather than 8 with no loss of durability; this saves
space (it’s 2.6mm slimmer, at 77mm), weight and running costs and the 6 clutch
plates feature a special surface friction material. A 2mm clutch plate (thicker
by 0.4mm) dissipates heat more efficiently, while the judder springs remain to
generate a good, consistent connection to the clutch. The rider controls and
displays are now rationalised together and sited on the left handlebar: engine
stop button, EFI warning, plus EMSB mode button and LED indicator. And Honda’s
EMSB (Engine Mode Select Button) is the key that puts instant engine character
adaptability at the rider’s command. With the machine stopped, and engine at
idle, a simple press and hold of the button for just under a second selects the
next map in sequence. The LED built into the button signals the map in use with
a quick press and number of subsequent flashes (1 flash for Mode 1, etc). If a
new map is selected the choice is also confirmed to the rider. Mode 1 uses the
standard combination of ignition and fueling maps to present a balanced power
and torque delivery. Mode 2 is more mellow in nature, giving easy-to-manage
throttle feel. Mode 3 hits sharply, with aggressive and responsive power. Mode
2 and 3 can be further tailored via the existing HRC setting tool for mapping
hardware and software. For the first time ever in CRF450R history, the 2018
CRF450R now comes standard with electric start. Check our more detailed 2018
CRF450R engine specs and the changes in the photo gallery below at the bottom
of the page.Frame / Chassis The
completely redesigned chassis from last year gives the rider absolute control
of the CRF450R’s new power-up engine. The goals for this seventh generation of
CRF aluminum beam frame were clear: to improve turning performance, front-end
stability and traction, plus rear wheel drive with elevated levels of rider
feedback and predictability. The major visual change is in the dual main spars,
which are now tapered, giving greater front end stability, traction and feel.
Torsional stiffness is 6.8% less – with the same lateral stiffness – to improve
turning ability and feel. 270g / .6 lb has been shaved. Now an extruded (rather
than forged) part, the rear subframe also saves 225g / .5 lb. There are many
less obvious changes to the geometry and dynamic parameters of the frame’s
performance. center of gravity is 2.7mm lower. Wheelbase is 11mm / 0.4 in
shorter, at 58.3 in. Distance between the front wheel axle and swingarm pivot
is increased (up 13mm at 913mm), with distance from swingarm pivot to rear axle
reduced (24mm shorter at 569mm). This new geometry transfers more weight to the
rear wheel for outstanding traction – a key target for the development. Rake
and trail are set at 27.4°/116mm (from 27.1°/117mm). Total wet / curb weight
comes in at 248 lbs for the 2018 CRF450R. The new generation CRF450R is a
slimmer, more compact machine that’s even easier to manage thanks to the lower
center of gravity. The new geometry loads the rear tire harder to dig for
drive, matching the front end’s enhanced grip level and feel for traction at
the limit. The CRF450R now wears a fully adjustable 49mm Showa USD coil spring
fork, a version of the Showa ‘factory’ fork supplied to MX race teams in the
Japanese championship. It is not an evolution of the 48mm item last fitted to
the 2014 CRF450R, with which it differs in every dimension: the cylinder has a
25mm diameter as opposed to 24mm, the rod 14mm (12.5mm) with the compression
piston 39mm (37mm). As you’d expect from what is effectively race-spec
suspension, out of the crate the fork action is supple, smooth and fully in
control. The fully adjustable Showa rear shock’s top mount is 39mm lower and
the shock itself is mounted on the centerline of the machine (it was 5mm offset
before), improving mass centralization and high-speed stability. At 599mm in
length the aluminum swingarm is 18mm shorter, with thinner shaping (in cross
section) for the arms. It’s 220g / 0.49 lbs lighter. A 260mm wave-pattern disc
delivers effective heat dissipation, power and feel from the two-piston brake
caliper working it; a matching 240mm wave-pattern disc and single-piston
caliper is at the rear. Lightweight aluminum rims, with directly attached spoke
pattern layout reduce unsprung weight; the front is a 21 x 1.6in, the rear an
19 x 2.15in. Fitted as standard equipment are Dunlop’s MX3SF and MX3S soft
terrain tires. The CRF450R now uses a 1.6 gallon titanium fuel tank, which
weighs 1.1 lbs less than the plastic design it replaces. The loss of a pound
alone on the machine contributes significantly to the lower center of
gravity. The smooth external lines of the new plastics help the rider move
easily, and the frontal area is also narrower – the width of the radiator /
tank shrouds has been reduced by 30mm while a redesigned front mudguard directs
a more efficient funnel of air to the radiator. The bodywork also uses durable
film inset graphics that cover a wide area with scratch-resistant style. Don’t
want to read through the whole post? Here’s a quick overview of the 2018 CRF
450R features and specs you need to know below… 2018 CRF450R Features | Quick
Overview 2018 CRF450R Performance Downdraft Fuel InjectionPart of an entire
engine overhaul last year, we gave the CRF450R a new downdraft intake tract and
FI body to help increase both power and fuel-metering precision. It’s part of the
reason the CRF450R offers such explosive power and massive torque, especially
out of the starting gate and in the critical first 100 feet of the race to the
first turn. Dunlop MX3S TiresDeveloped using Dunlop’s latest “block-on-block”
design technology, the CRF450R’s MX3S tires give excellent feedback and are a
perfect complement to the CRF450R’s frame and suspension. New Cylinder Head
LayoutThe CRF450R uses our latest finger-follower rocker design. The Unicam
cylinder head remains the most efficient in the MX world, giving you the design
and performance of a double-overhead-cam layout but the compactness of a
single-overhead-cam design. Higher, 13.5:1 Compression RatioBy revising the
CRF450R’s squish area last year, we helped boost the bikes compression to an
impressive 13.5:1. That means improved combustion efficiency for more power.
New “In Molded” GraphicsWith the all the time you’ll be spending in victory
circle, you need to look your best. The 2018 CRF450R has you covered. Our “in
molded” graphics look great, and stay looking good longer.
Skid
PlateA factory skid plate is light and offers the engine and lower-frame
protection that a racer demands. 2018 CRF450R Handling New Showa® Spring
ForkThe 49mm Showa® fork features a conventional spring design that helps
increase the CRF450R’s front-suspension precision, handling and feel. And this
year we’ve revised the spring rate for better bottoming resistance and improved
handling. Next-Generation Aluminum FrameThe CRF450R’s Next-Gen twin spar
aluminum frame positions the rear shock’s mounting point lower, opening up the
airbox area and contributing to a lower center of gravity for more holeshots.
The frame geometry also helps improve traction, feeling and steering precision.
Updated Twin-Muffler Exhaust SystemThe CRF450R’s dual exhaust system is light,
compact, and positioned close and low in the frame to take weight off the rear
end and bring more mass to the bike’s center for improved handling. It also
allows for more air flow, and that equals added horsepower. 2018 CRF450R
Engineering Electric StartThis was such a popular option last year that
Honda has made it standard for 2018, and ditched the kickstarter entirely
to save weight. Electric starters and lithium-ion batteries are so light now
and so good that putting them on a bike like this is a win/win combination.
260mm Front BrakeThe CRF450R’s large front-brake disc measures a whopping
260mm. You get great brake feel and a wave pattern that cuts down on weight.
Front and rear brake-disc guards are part of the package too. Titanium Fuel
TankGrams and performance count, and the 2018 CRF450R uses a titanium fuel
tank. Light and strong, it’s also thinner than our previous plastic unit, while
maintaining the same capacity, freeing up more space and helping to centralize
fuel mass. Engine Mode Select ButtonThis simple handlebar-mounted button lets
you dial in engine power delivery character with a push of your thumb. Choose
between Standard, Smooth and Aggressive, depending on track conditions. New
Scavenge PumpDeep in the engine, there’s a special oil scavenge pump. While you
may never see it, it helps keep the CRF450R’s overall design compact. 2018
CRF450R Comfort Flatter Seat/Tank JunctionThe 2018 CRF450R features a flat
seat/tank junction, including a titanium fuel tank. The superior ergonomics
make it easier to move forward and back on the bike, increasing your control.
2018 CRF450R Specifications ENGINE Engine Type 449cc liquid-cooled
single-cylinder four-stroke Bore And Stroke 96mm x 62.1mm Compression Ratio 13.5:1
Valve Train Unicam® four-valve; 38mm intake, titanium; 31mm exhaust, Steel
Induction Programmed Fuel Injection (PGM-FI), 46mm downdraft throttle body
Ignition Fully transistorized with electronic advance DRIVE TRAIN Transmission
Close-ratio five-speed Final Drive #520 Chain; 13T/49T FRAME / SUSPENSION Front
Suspension 49mm inverted Showa fork with rebound and compression damping
adjustability; 12.0 inches of travel Rear Suspension Pro-Link® Showa single
shock with adjustable spring preload, rebound and compression damping
adjustability; 12.3 inches of travel Fuel Capacity 1.6 gallons Curb Weight 248
lbs (Includes all standard equipment, required fluids and full tank of
fuel—ready to ride.) BRAKES Front Brake Single 260mm disc with twin-piston
caliper Rear Brake Single 240mm disc TIRES Front Tire Dunlop MX3S 90/100-21
Rear Tire Dunlop MX3S 120/80-19 DIMENSIONS Wheelbase 58.3 inches Rake 27° 22′
(Caster Angle) Trail 116mm (4.6 inches) Seat Height 37.8 inches Ground
Clearance 12.9 inches OTHER Price / MSRP $9,149 Colors Red Model ID CRF450RJ
2018 CRF450R Photo Gallery / Pictures
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| 2018 Honda CRF450R front left |
American
Flat Track: Jared Mees Edges Out Sammy Halbert To Win Red Mile In Kentucky
Jared
Mees (9) leading Sammy Halbert (69) at the Red Mile in Kentucky. Photo by Mitch
Friedman, courtesy of AFT/AMA Pro Racing/DMG. Jared Mees Busts Bryan Smith's
Win Streak Mees steals the show with a photo finish over Sammy Halbert in front
of a packed house at the inaugural Red Mile LEXINGTON, Ky. (June 3, 2017) –
American Flat Track fans, new and old, who turned out to attend the series'
inaugural race at the Red Mile in Lexington, Ky., were treated to a good old
fashion showdown in the AFT Twins presented by Vance & Hines Main
Event. After the dust had cleared, it was Jared Mees who took the victory lap
with checkered flag in hand aboard his No. 9 Indian Motorcycle Rogers Racing
Scout FTR750 in front of the sold out crowd of 6,500 people. As the evening's
program wore on, it become apparent that, for all of Bryan Smith's Mile heroics
in recent weeks, it was actually Mees and Sammy Halbert (No. 69 Estenson
Logistics Yamaha FZ-07) who were set on a collision course at the Red Mile.
Prior to the Main Event, the two backed up convincing Heat race wins with
blowouts in their respective Semis – Halbert topping his by almost five
seconds, and Mees his by a massive 13 plus. As expected, in the Main the two
separated themselves from the pack almost as early as it started, even if they
were rarely separated from each other by more than a tenth of a second for the
next 25 miles. An action-heavy opening half saw the leaders repeatedly trade
aggressive passes. However, after Mees was satisfied with his end-game
preparation, the position swapping for the lead halted entirely. Instead, the
Indian-mounted ace tucked in close behind Halbert's Yamaha and waited until the
final lap to strike. It was the practical application of a hard lesson in Mile
strategy learned under the tutelage of Professor Smith; in his three recent
consecutive Mile victories, Smith sat back and overtook his way to victory on
the final lap each time out. And in the most recent two of those, Mees himself
had been victimized on that pivotal circulation. However, Mees' strategy very
nearly fell apart when Halbert anticipated his desired move entering Turn 3. A
perfect launch off the tricky Turn 4 provided Mees a second chance to make the
pass stick, and he slipstreamed past by 0.013 of a second at the checkered flag
to steal away the win. It was the fourth Mile victory of Mees' career, and his
first in almost a full year. After the race he said, "I basically just sat
behind Sammy. He was getting through 1 and 2 so much better than me. I was
thinking on the last lap if he got through there good enough I wasn't going to
be able to do anything with him. I tried drafting him around the outside, but I
didn't have enough on him. I just played my cards right. I'm surprised I got
him at the line, but I got there. "It feels so good to get one of these
Mile wins. Bryan has been beating up so bad on us lately, so to get one of
these Mile wins and move forward is awesome." Halbert knew full well what
Mees had been planning and thought he had actually foiled his rival's last-lap
hopes with a well-timed counter. He explained, "Jared and I had a good
battle there at the beginning, and then he just kind of was looking like he was
going to follow me around. I figured he was going to try to pass me going into
3 (on the last lap) because it seemed like neither of us could get the other
before the start-finish line. And he went for that pass, but I protected the
inside. He had to go around which is tough to do out here on this skinny
groove. "I thought I had a chance at it, but Turns 3 and 4 are tricky; you
have to baby it. And I thought I did but not good enough apparently." The
second and third members of the Indian Wrecking Crew, Smith and Brad Baker,
grappled throughout the race for third and fourth place aboard their No. 1 and
No. 6 Indian Motorcycle Racing backed by Allstate Scout FTR750s. Late in the race,
their fight forced them back into the clutches of Brandon Robinson (No. 44
Harley-Davidson Factory Flat Track Team XG750R) and Briar Bauman (No. 14
Zanotti Racing Kawasaki Ninja 650), transforming it into a four-rider scramble
for the final spot on the podium. Ultimately, the honor went to Baker, who
finally got the better of Smith on a big track following several recent near
misses. Robinson rounded out the top five with Bauman close behind in sixth.
"It was a great race; unfortunately it was for third place instead of
first place," Baker said. "I was just duking it out with my teammate.
I felt like I was probably the fastest guy over here in 1 and 2, but I couldn't
do anything to save my life in 3 and 4… That was pretty much the story the
whole race until the last couple laps I got something together where I was able
to at least stay consistent in 3 and 4 and maintain and then blitz through 1
and 2. "Those guys were right on my tail at the end – they didn't make it
easy by any means. But it feels good to be able to get up here on the
box." Smith's fourth-place finish at the Red Mile leaves Mees as the only
rider in the series with a perfect podium record intact on the season. The two
title rivals are now tied atop the points standings at 152 apiece, although Smith
holds the tiebreaker with four wins to Mees' three. Avery Awarded AFT Singles
Win Following Stollings DQ Kevin Stollings (No. 99 Ben Evans Honda CRF450R)
appeared to be an unstoppable force in AFT Singles action on Saturday night at
the Red Mile, powering to an apparent lopsided maiden victory. Stollings rarely
put a wheel wrong and looked more like a crusty old vet cruising to a 20th
career triumph than a youngster barreling toward his first. Unfortunately for
Stollings, he was later disqualified and stripped of the win due to a violation
of the series' noise regulation. In contrast to Stollings' lonely ride up
front, the contest for second on track and, as it turns out, first on the
results sheet, was intense. AFT Singles title favorites Kolby Carlile (No. 36
Parkinson Brothers Racing Honda CRF450R) and Shayna Texter (No. 52 Richie
Morris Racing Honda CRF450R) were in that mix, as were Tristan Avery (No. 16
Ron Ayers Honda CRF450R), Brandon Price (No. 92 DPC Racing/Don's Kawasaki
KX450F), and Cameron Smith (No. 44 Carroll Motor Fuels Honda CRF450R), who had
scrapped his way forward from the back row. In the end, Avery sliced forward
and edged Texter for the (eventual) win – his first of the season. Carlile,
Price, and Smith fell tightly in line just behind in third, fourth, and fifth,
respectively. Avery said, "It was a great race. Kevin got a good start and
completely checked out on us. I was sixth or seventh a good half of the race
and just worked my way up." The 0.065 seconds that separated Texter and Carlile
at the flag were enough for Texter to reclaim the points lead, 107-105, after
losing it temporarily following a disappointing result the last time out at the
Springfield TT. The Red Mile will air on NBCSN on Thursday, August 17, at 10
p.m. ET/7 p.m. PT. Catch the highlights on Facebook
(https://www.facebook.com/AmericanFlatTrack/videos/1544666245567474/) and
YouTube (). Next Up: Next week, American Flat Track will complete its run of
five Miles in six weeks with a stop at the OKC Mile presented by Indian
Motorcycle, in Oklahoma City, Okla., on Saturday, June 17. Live coverage can be
viewed on FansChoice.tv on Saturday beginning at 3:00 p.m. ET. Tickets are on
sale and can be purchased https://www.showclix.com/event/okc-mile-general-a...
Fans can also keep up-to-date with race day action by following American Flat
Track on Facebook (American Flat Track), Twitter (@AmericanFlatTrk) and
Instagram (@AmericanFlatTrack). Awards Update: AFT Singles McElroy Packaging
Lucky 7 – #99 Kevin Stollings Motul Move of the Race – #36 Kolby Carlile AFT
Twins presented by Vance & Hines Ohlins Fastest Lap – #69 Sammy Halbert
McElroy Packaging Lucky 13 – #69 Sammy Halbert How to Watch: NBCSN and
FansChoice.tv are the official homes for coverage of American Flat Track events.
All 18 rounds, from the season-opening DAYTONA TT to the American Flat Track
Finals in Southern California, will air in one-hour, tape-delayed telecasts on
Thursday nights throughout the summer and fall on NBCSN, while FansChoice.tv
provides live streaming coverage of American Flat Track events. FansChoice.tv
also provides coverage of IMSA's development and single-make series, and
NASCAR's touring and weekly series. Catch all the action at
http://www.nbcsports.com/ and http://www.nbcsports.com/ About American Flat
Track: American Flat Track is the world's premier dirt track motorcycle racing
series and one of the longest-running championships in the history of
motorsports. Sanctioned by AMA Pro Racing in Daytona Beach, Fla., the series is
highly regarded as the most competitive form of dirt track motorcycle racing on
the globe. For more information on American Flat Track, please visit
http://www.americanflattrack.com, follow us on Twitter, like us on Facebook,
live stream the events at FansChoice.tv and catch all the American Flat Track
racing action on NBCSN.
 |
| 2018 Honda CRF450R |
Pro
Moto Billet Spark Arrestor End Caps: PRODUCT REVIEW
Cycle
News Staff | June 2, 2017 The 2017 Honda CRF450R/RX ProMoto Billet
spark-arrestor end-cap assemblies come with a removable nozzle, a
spark-arrestor screen, and all required mounting hardware. They are made from
machined 6061 aluminum right here in the U.S. ProMoto Billet end caps are an
economical way to convert your stock mufflers into a U.S.F.S.-approved
spark-arrested mufflers. When the spark-arrestor screens are not required, like
riding at the MX track, they are very simple to remove. The removable portion
of the end cap (nozzle) is machined out of solid 6061 aluminum and anodized
with a protective finish. If cutting down on the noise output of your bike is
important, ProMoto Billet offers the Silent Insert. It reduces the exhaust note
by 3-5 decibels and is very easy to install into the ProMoto Billet end cap.
List Price: Spark Arrestor End Cap Assembly (set of 2) $259.95 Silent
Turn-Downs (set of two) $79.95 Promotobillet.com Standout Feature: Makes it so
you don’t have to purchase a whole new muffler (or two) if you’re in need of a
spark arrestor for you bike. This saves you money! Rider Analysis: We found
that the installing the ProMoto Billent end caps to our Honda CRF450RX to be
and easy but time consuming, but that’s no fault of ProMoto; it’s just that the
stock end caps are difficult to remove, and difficult to remove without
damaging them. Once the stock mufflers are ready for the new end caps, they
bolt right up. The ProMoto Billet end caps, even with the spark-arrestor
screens installed, mimic the power output of the stock end caps. The outlet
diameter of the ProMoto Billet end cap nozzle is fairly large and lets the exhaust
flow freely, which is great for riders not wanting a spark arrestor to hamper
stock performance. This free-flow design means the noise output is equal to
stock, even with the spark arrestors installed. On the track we were very happy
with the performance, but, off-road on tight single track the CRF450RX is still
loud, ultra throttle responsive, and a handful in technical terrain. We
installed ProMoto Billet Silent turn-downs in an effort to mellow out the
off-idle response and lower the noise output. Install is only a 2-minute job
and the Silent turn-downs work well to quiet the CRF450RX while softening the
initial power hit. With the Silent turn-downs, the CRF450RX doesn’t feel so
motocross and hyper. The Silent turn-downs also helped reduce the flame-out
tendency at lower rpms. Overall we really like the ProMoto Billet end caps.
They allow three different configurations for our CRF450RX and allow us to
legally (and a little more quietly) enjoy riding areas we wouldn’t be able to
access with stock mufflers, all for a reasonable price.CN Click here to read
this in the Cycle News Digital Edition Magazine. Click here for more New
Products on Cycle News.
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