All the parts that have been removed and replaced for the ADR conversion for registration also come with the bike and that includes the non ADR headlight and shroud, kill switch, starter switch, odometer, Dunlop D756 tyres, original throttle stop pin and front brake master cylinder and lever. So effectively you have some race only plastics and a spare set of tyres thrown in to boot!

Unfortunately there is no off the shelf supermoto kit expected from Honda at any near stage so those wanting to go down that route will have to source third party aftermarket components if converting the machine for supermoto competition. Do remember when choosing rims to try and obtain a rear rim that is cush drive dampened as this greatly reduces the loads placed on the gearbox with sticky road rubber and aggressive use. This advice should be heeded for all motocross based bikes being converted to supermoto specification as it is just as relevant to all of them.

Honda’s eagerly awaited CRF450X is expected to land in dealer showrooms soon and like the WR Yamaha and EXC KTM models the Honda is a racebike first and foremost. If you plan to do many kilometres on the street then one would be wise to plump for a softer option. For the hard core fraternity Honda’s CRF450X is an extremely well sorted and user friendly mount with enough performance in reserve to satisfy the most demanding of riders. It gives every indication of being a very well sorted and refined beast with high quality components throughout including the durability of the plastics and stickers. The fasteners also appear to be quality items.

Honda has thoroughly tested the machines across many countries and virtually every possible form of terrain to come up with what is effectively a whole new model. They have not just whacked on some lights and a quieter exhaust. The whole machine has essentially changed from the ground up to suit its new role as an enduro mount and it has the performance to take on anything while also being more user friendly and vibe free than anything comparable on the market. This certainly adds a lot to the riding experience for me and will surely be welcomed by any trail rider as this really does affect how quickly the rider fatigues and remains comfortable.

The CRF450X is an extremely polished package with the piston replacement schedule perhaps the only drawback with the model. But that’s the price you pay for premium performance and here in Australia we are lucky to get the machine ADR approved with a number plate on the back which makes riding the machine legal virtually anywhere vehicles are allowed to tread. Australia is the only country to have this model road registered and for that we do really deserve the well worn ‘Lucky Country’ tag.

SPECS - Honda CRF450X

• Engine: 449cc, Liquid-cooled four-stroke Unicam four-valve single

• Bore x Stroke: 96 x 62mm

• Compression: 12.0:1

• Induction: Keihin 40mm flat-slide

• Starter: Electric & Kick

• Transmission: Five speed (wide ratio)

• Final Drive: Chain (520 T-Ring)

• Wheelbase: 1,480mm

• Dimensions (L x W x H): 2,175 X 860 X 1210mm

• Trail / Rake: 110.3mm / 27.25°

• Ground Clearance: 348mm

• Seat Height: 962mm

• Dry Weight: 113kg

• Fuel Capacity: 8.6 litres

• Tyres: Front _ 80/100-21; Rear _ 110/100-18

• Suspension: Front _ Inverted fully adjustable 47mm Showa cartridge forks with 314mm of travel (16 rebound settings, 16 compression); Rear _ Fully adjustable Pro Link Showa single shock with 312mm of travel (17 rebound settings, 13 low speed compression settings and 3.5 turns of high speed compression adjustment)

• Brakes: Front _ 240mm single disc, twin-piston caliper; Rear _ 240mm single disc

• Price: $11990 + on road costs

• Warranty: Three months (parts only)

• Available: Soon

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