High-Tech Honda

HIGH-TECH HONDA

Ryan Dudek

AT A TIME WHEN THE OFF-road market is focused on fuel-injection, we assumed Honda would be one of the first to embrace the New Age. Well, it’s not going to happen for 2008, because Big Red put its technical efforts elsewhere, making significant, if not completely traditional, changes to the classleading CRF450R.

biggest upgrade is the Honda Progressive Steering Damper (HPSD). Developed in the heat of AMA supercross and motocross racing since the 2004 season, the compact, lightweight (only 6.5 ounces) damper is hidden behind the number plate, anchored to front of the steering head and attached to the lower triple-clamp. Because of the way the unit is mounted, damping increases with more handlebar deflection (like a rising-rate linkage). It is also speed sensitive, so that its effect is slight when the rider is turning the bars slowly, but very stiff in reaction to sharp bumps, which is intended to ensure natural-feeling steering characteristics. Although

the damper is an aid in straight-line stability, it is more than just about being able to pin the bike through the whoops without headshake. In fact, with the fork offset reduced from 24 to 22mm, stability-enhancing trail is actually longer. What the damper also does is keep the front wheel stable when leaned over in bumpy corners, reducing kickback and keeping the bike on line while also reducing rider fatigue because of the lower effort required to hold the bars steady. The unit offers 15 clicks of adjustment and is also rebuildable. Because

of the damper, the steering head and triple-clamps were redesigned to accommodate the new forces working upon them. A new Showa fork features Stifter springs, larger cartridge rods and new pistons for improved oil flow and less Damping front and is altered to suit the redone chassis package. Another interesting upgrade is a works-type, multi-map CDI system that uses a transmission sensor to select tion

maps-one first, another for second and yet another for third through fifth. The tailored curves improve tractability in the lower gears while allowing full-power fury from the carbureted mill in the upper ratios. Additional

engine improvements include a new tapered exhaust head pipe for better low-end and midrange power, as well as an increased rev limit of 11,270, up 50 rpm. For improved clutch action and durability, a friction-reducing coating was applied to the clutch basket, clutch center and pressure plate. As

of presstime, prices were not available, but considering the added goodies our guess for the CRF450R and the similarly updatCRF250R is a slight up from last year.