Honda have been very smart to fit the machine with a convenient charging plug and have been generous enough to include a trickle charger with the machine in order to keep the battery in optimum condition between rides. The charger plug is fused, has a plastic cover protecting the terminals and hides behind the left side cover ready for easy access by hand. This is good thinking and something that they could even consider carrying over to some of their road models as it would benefit the riders who can only get out and about on two wheels once in a while.

The larger 8.6 litre fuel tank, compared to the 7.2 litre tank on the R, that proves enough for well over 100km of trail riding at virtually any speed and incorporates a useful 1.4 litre reserve. A sidestand is also fitted and Honda exhibit their attention to detail once again here with the stand mounting point integrated into the rear of the left peg bracket. This means that the stand and its mount can easily be removed for racing by simply exchanging the left peg bracket for a CRF450R item.

240mm discs grace both ends of the machine and do the job with no fuss. Front brake feel could perhaps have been marginally better but on reflection that could also have been my fatigue levels affecting my own ability to finely control the available braking power.

The rear brake is outstanding with a lovely progressive action allowing for perfect control. I did manage to produce a tiny bit of fade after a ridiculously long series of descents and tricky terrain but I can’t imagine many riders ever encountering similar conditions and am sure it will never pose a problem.

Rider comfort has also come in for a cursory glance of attention with a wider seat than that found on the motocrosser which also benefits from more rounded edges for longer days in the saddle. These points combined with the multiple density seat foam makes it much less of a plank than that found on comparable machines and the cover offers good grip and durability.

Moving around on the machine is a smooth affair with no sharp edges to tug at your riding gear and the slim profile means it is easy to put your weight where it’s needed for any given situation.

The machine features rubber mounted adjustable reach Renthal (971 bend – same as R model) bars, which also host a quick adjust clutch perch which can be tweaked while on the fly. The brake lever is also span adjustable.

The pegs offer great grip and are nice and wide. They are quite short in keeping with the race theme and this helps the rider to stay close to the centreline and grip the bike between the knees better.

The rear rim is 1” smaller than the motocrosser for better protection from punctures. Michelin AC10 tyres offer plenty of grip while being ADR legal and can be reversed for longer life. They also wore amazingly well and I saw no evidence of knobs tearing or slicing which was quite amazing considering the terrain we traversed.

The digital instrumentation is no simple afterthought with a large easy to read digital speed readout complemented by extra insets which are selectable for trip meters, an hour meter and a clock. A bar style tacho graces the extreme left and upper reaches of the LCD display and serves more as novelty value than any real useful purpose. However I’m sure some riders will appreciate it and it is a nice touch. Included in the spares kit is the original USA specification odometer in miles so for those that plan on crashing a lot it could be a wise idea to fit this unit when you are not going to require the full functions of the LCD display.

As delivered the CRF450X has a baffle bolted to the end of the muffler which when removed does not make the bike too offensively loud and in order to fully unleash the potential of the beast a throttle stop also has to be removed from the 40mm flat-slide carb. This is only intended for race use however and it is unlikely that many Honda dealers will be keen to help you if you do not show them a race licence as evidence that the machine will be used for racing rather than on the road.

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