Crf450R honda 2017


Honda CRF450RX 2017 - эндуро мотоцикл с кроссовым ДНК

Японская Honda представила обновление в линейке эндуро мотоциклов - мотоцикл Honda CRF450RX 2017.

В его основе - двигатель и шасси, позаимствованные от CRF450R 2017 модельного года, первого полностью нового 450-кубового кроссового мотоцикла Honda за последние восемь лет.

Honda CRF450R стал знаменательной вехой с момента начала выпуска в 2002 году. Этот байк по заверениям производителя обладает великолепным балансом двигателя, развивающего поражающую воображение мощность, и шасси, предлагающего кроссмену возможность использовать эту мощность в полном объеме. Этот мотоцикл всегда предлагал полный контроль, стабильность и надежность... Все это послужило отличной заготовкой и для мотоцикла эндуро, поэтому CRF450RX, имеющий ДНК от кроссового мотоцикла, позволяющее справиться с любыми спецучастками, открывает впечатляющие возможности при езде по узким тропам, горам и полному бездорожью. CRF450RX - это нечто особенное, не только для Honda, но и для мира эндуро в целом. Он выглядит и ощущается иначе, чем другие представители этого класса. И, как и новый CRF450R, он непревзойдённо быстр.

М.Ючияма (M.Uchiyama), директор проекта CRF450RX 2017 модельного года: “CRF450RX это профессиональный инструмент для эндуро, полностью готовый к гонкам, каких еще не делала Honda. Он имеет все преимущества, присущие новому CRF450R. Мы не прогадали, выпустив ‘RX’ – эндуро-версию этого мотоцикла, которая предлагает что-то совершенно новое всем искушенным райдерам. CRF450RX готов побеждать прямо «из коробки» на соревнованиях самого высокого уровня”.

Кроссовый CRF450R создавался с нуля при непосредственном участии членов команд, выступающих в гонках по мотокроссу, проводимых в США и Европе. У него на 11% лучшее соотношение мощности к массе. CRF450RX идентичен CRF450R практически во всем, но имеет ряд серьезных изменений, которых требует специфика эндуро.

Подвеска CRF450RX менее жесткая, чем у кроссовой модели. Уменьшено усилие демпфирования отбоя и применены менее жесткие пружины в амортизаторах. На мотоцикл установлено заднее колесо с традиционной для эндуро размерностью - 18 дюймов, а также боковая подставка и топливный бак объемом 8,5 литров, более практичный для эндуро, позволяющий увеличить дальность пробега на одной заправке. Система впрыска топлива PGM-FI на CRF450RX тоже настроена иначе. С новыми настройками системы двигатель наращивает мощность и крутящий момент плавнее, чем это делает силовой агрегат CRF450R. Благодаря этому, чувство сцепления ведущего колеса с трассой в сложных ситуациях увеличивается. Как и на CRF450R, на эндуро установлен селектор режимов работы двигателя EMSB (Engine Mode Select Button), дающий гонщику возможность выбрать один из трёх режимов работы двигателя: Mode 1 (для обычной езды со сглаженными характеристиками), Mode 2 (обеспечивающий упрощенную работу с акселератором) и Mode 3 (в этом режиме двигатель реагирует на все управляющие действия наиболее агрессивно). В базовую комплектацию мотоцикла включен электростартер.

CRF450RX имеет тот же 449-кубовый двигатель, что и новый CRF450R. Он на 11% мощнее предшествующей модели. Степень сжатия равна 13,5 диаметр цилиндра 96 мм, ход поршня 62,1 мм.

Четырехклапанная головка цилиндра Unicam с коромыслами на впускных клапанах обеспечивает им подъем, равный 10 мм. Высота подъема выпускных клапанов - 8,8 мм. Диаметр впускных клапанов - 38 мм. Каждому клапану соответствует свое выпускное окно, что обеспечило плавный выход отработавших газов. Наклоненный вниз впускной коллектор обеспечивает поток рабочей смеси по прямой, непосредственно на впускные клапаны.

В системе смазки применен откачивающий насос, подающий масло к коробке передач и сцеплению. Он снижает потери на трение, повышает эффективность системы смазки и уменьшает насосные потери. Масляный поддон единый для двигателя, сцепления и коробки передач. Заправочный объем системы смазки составляет 1250 см3. Компактное сцепление мотоцикла содержит в себе 7 ведущих фрикционных дисков и 6 ведомых. Конструкция сцепления обеспечивает хороший теплоотвод, а встроенный демпфер крутильных колебаний дает отличное ощущение обратной связи. Передаточные числа всех пяти передач в коробке передач те же, что и у CRF450R, но передаточное отношение главной передачи увеличено: на ведущей звезде 13 зубьев, на ведомой – 50 (на кроссовой модели 13 и 49 соответственно).

Кнопки управления и индикаторы рационально собраны на левой рукоятке: кнопка переключения режима двигателя, LED индикатор выбранного режима, а также кнопка электростартера / остановки двигателя (в стандартном оснащении), с которой перезапустить заглохший двигатель значительно проще, особенно на неровной каменистой поверхности.

Выбор режима обеспечивает мгновенное изменение настроек двигателя в соответствии с потребностями пилота. Для переключения режима необходимо нажать и удерживать кнопку, когда мотоцикл стоит на месте с работающим на холостом ходу двигателе.

На CRF450RX применена диагональная рама CRF седьмого поколения, изготовленная из алюминиевого сплава. Передняя часть обеспечивает полную стабильность и контроль над траекторией, вкупе с отличной обратной связью и предсказуемостью поведения заднего колеса.

Основные диагональные элементы рамы имеют коническое сечение. Их жесткость в поперечном направлении осталась такой же, как и на раме предыдущего поколения, а торсионная жесткость была снижена на 6,8% для улучшения поворачиваемости и обратной связи. Вес рамы равен 9,14 кг. Масса заднего подрамника составляет чуть больше 1кг.

В геометрию рамы, а также в динамические параметры было внесено несколько небольших изменений (относительно предыдущего поколения CRF450R), предлагающих ощутимое преимущество как кроссменам, так и гонщикам эндуро. Центр масс стал ниже на 2,7 мм. Колесная база равна 1482 мм. Расстояние между осью переднего колеса и осью маятника задней подвески составляет 913 мм, а расстояние от оси маятника задней подвески до оси заднего колеса – всего 569 мм. Такая геометрия позволяет сместить больше массы на заднее колесо, что улучшает его сцепление с поверхностью.

Высота по седлу составляет 959 мм. Угол наклона вилки равен 27,4°, вынос переднего колеса - 116 мм. Снаряженная масса равна 118 кг.

CRF450RX это узкий, компактный мотоцикл, которым легко управлять благодаря низкому положению центра масс. Нагрузка на заднее колесо обеспечивает отличный драйв в сочетании с контролем над сцеплением и управляемостью даже при экстремальном вождении.

Мотоцикл оборудован полностью регулируемой телескопической вилкой (49мм) перевернутого типа Showa USD с витыми пружинами. Эта вилка является модификацией заводской гоночной вилки, которую Showa поставляет гонщикам команд MX Race, принимающим участие в чемпионате по мотокроссу. Внутренний диаметр цилиндра вилки равен 25 мм, диаметр штока – 14 мм, а диаметр поршня составляет 39 мм. Данная подвеска предоставляет все возможности, которые вы ожидаете от гоночных компонентов. Она эластичная, плавная в работе и полностью контролируемая. В отличие от исходной вилки, устанавливаемой на CRF450R, модификация для CRF450RX заправлена меньшим количеством масла и усилие демпфирования сжатия у нее меньше. Это сделано для того, чтобы смягчить реакции вилки для полного соответствия области применения мотоцикла. Полностью регулируемый амортизатор Showa в задней подвеске установлен строго по оси мотоцикла и смещен вниз для оптимальной централизации масс и повышения стабильности на высокой скорости.

Волнообразный передний тормозной диск (260мм) эффективно рассеивает тепло. 2-поршневой передний тормозной суппорт обладает достаточной мощностью и отличной обратной связью. Сзади установлен волнообразный тормозной диск (240мм) и однопоршневой тормозной суппорт. Спереди установлено колесо размерностью 21 x 1.6, сзади - 18 x 2.15. В базовой комплектации мотоцикл оснащается специальными шинами Dunlop Geomax AT81 (90/90-21 спереди и 120/90-18 сзади).

Новое пластиковое «оперение» со сглаженными формами позволяет райдеру свободно перемещаться. Передняя часть мотоцикла стала более узкой – ширина в зоне радиаторов системы охлаждения составляет всего 410мм. Переднее крыло спроектировано так, чтобы эффективно перенаправлять набегающий поток воздуха к радиаторам. Кованая боковая подставка из алюминиевого сплава в сложенном состоянии высоко поднята над землей и не мешает езде. Она закреплена на кронштейне из нержавеющей стали в районе левой подножки. На пластиковые наружные панели наклеена прочная пленка со стильным рисунком, защищающая его от царапин.

Первые поставки и начало продаж CRF450RX в России намечены на Январь 2017 года. Розничные цены для российских покупателей на новый аппарат CRF450RX пока не известны, их обещают озвучить в начале сезона.

Больше комментариев

www.motonews.ru

New 2017 - 2018 Honda CRF450R / CRF250R Patents Filed! | CRF Dirt Bike / Motorcycle News

– New 2017+ Honda Motorcycle Technology Patents Filed! –

While doing my weekly browsing through new motorcycle patents, trying to keep my eye out for any new 2017 / 2018 technology that may make its way onto motorcycles in the future I stumbled across something interesting… It’s nothing crazy like Honda slapping a turbo on the side of a CRF450R / CRF250R or bumping the horsepower up to 80 HP or an insane street-legal CRF 450R / 250R motard etc but it’s still something interesting nonetheless.

Please Click “Like” and or “Share” if you enjoyed checking out this post. Thanks guys!

It’s pretty cool to see the behind-the-scenes details like this on something that most of us would consider so simple. Who would think a dirt bike fender would have this much thought process put into it?

The technology they cram into these motorcycles year after year is why these new CRF motocross / supercross race bikes demand such a premium with the price tags on them these days. The CRF450R & CRF250R are the only bikes these days that get new upgrades and tweaks year after year to make them lighter and faster etc. Honda’s CBR sport bikes used to get the same love but once that market diminished and took a beating when the economy tanked, the CRF-R carried on with the hefty R&D price tags and are still going strong to this day.

It could be too late in the year for us to see these changes on the 2017 CRF250R & 2017 CRF450R but it may be something we see in the near future on the 2018 CRF model lineup. Heck, it could be changes that we’ll never see on a “production” model as Honda is always testing for their race teams etc. As with anything else, if it makes it to the flagship CRF450R & CRF250R it’ll more than likely work its way down to the CRF150R and their cousins the CRF450X & CRF250X. Hopefully by then, we’ll also see Honda throw fuel-injection on the 2017 – 2018 CRF450X & CRF250X as I know many that are longing for that day.

Are you the technical type of person that likes to read the nitty-gritty when it comes to what all goes into designing motorcycles and or changes / upgrades etc? Here’s the detailed text from the patent documents filed below (below the images).

1. Field of the Invention

The present invention relates to a front fender of a saddle-type vehicle that is shaped to guide a relative wind to an engine and radiators.

2. Description of Related Art

In the case of a vehicle including a raised front fender and an engine and radiators that are disposed on the rear side of the raised front fender, differently from a lowered front fender, a relative wind flowing on the upper surface of the front fender readily flows upward along a headlight and a front cover (front number plate and so forth) directly and it is important to guide the relative wind to the engine side and the side of the radiators disposed in front of the engine for cooling.

As a related art, a structure is disclosed in which a wind guide path to make the upper surface side and lower surface side of a front fender to communicate with each other is made in order to cause a relative wind flowing on the upper surface of the front fender to efficiently impinge on an engine (for example refer to Japanese Patent Laid-Open No. 2006-15930).

In the structure of Japanese Patent Laid-Open No. 2006-15930, a wind guide orifice of the wind guide path is opened to the lower surface side of the front fender and, thus, the wind guide orifice is readily clogged by mud and so forth thrown up from the front wheel. Accordingly, countermeasures to prevent the clogging by mud and so forth are necessary, which easily causes increases in the weight and the number of parts.

An object of the present invention is to provide a front fender that can guide a relative wind to an engine while suppressing increases in the weight and the number of parts.

SUMMARY OF THE INVENTION

To solve the above-described problem, the present invention provides the following configuration in a saddle-type vehicle including a vehicle body frame including a head pipe and a main frame extending from the head pipe toward a lower rear side, an engine disposed below the main frame, a steering shaft pivotally supported by the head pipe steerably, a bottom bridge attached to a lower end part of the steering shaft, left and right fork tubes that are attached to left and right end parts of the bottom bridge and support a front wheel movably in an upward-downward direction at lower end parts of the fork tubes, and a front fender fixed to the bottom bridge or the fork tubes. The front fender includes a front fender main body part having a substantially reverse U-shaped section opened downward and step parts extending from left and right end parts of the front fender main body part toward both lateral sides, at least at a part of the front fender on a front side relative to the left and right fork tubes. Furthermore, the step parts are formed to extend from a front part of the front fender toward an upper rear side along an upper edge contour line in side view of the front fender and then extend toward a lower rear side at a part near the front side of the fork tubes.

In the above configuration, a height difference between the front fender main body part and the step parts may gradually become larger in a direction from the front side of the front fender toward a rear side of the front fender.

Furthermore, in the above configuration, an angle of rear end parts of the step parts may be set to a substantially right angle or a smaller angle with respect to the fork tubes.

Moreover, in the above configuration, left and right vertical wall parts forming the front fender main body part located inside the step parts in a vehicle width direction may be formed to be located closer to an outside in the vehicle width direction when a position is closer to the rear side than to the front side.

In addition, in the above configuration, step-part vertical wall parts extending downward may be provided at outside edge parts of the step parts in the vehicle width direction.

Furthermore, in the above configuration, the vehicle body frame may include a down-frame extending from the head pipe toward a lower rear side. In addition, radiators may be each provided at a position that is offset to at least one of left and right of the down-frame and is lower than the bottom bridge, and extensions of rear end parts of the step parts may pass through radiator cores of the radiators in side view.

Moreover, in the above configuration, an upper surface of the front fender may be formed to bend in such a manner that a central part in the vehicle width direction protrudes upward.

The front fender of the present invention includes the front fender main body part having the substantially reverse U-shaped section opened downward and the step parts extending from the left and right end parts of the front fender main body part toward both lateral sides, at least at the part of the front fender on the front side relative to the pair of left and right fork tubes. Furthermore, the step parts are formed to extend from the front part of the front fender toward the upper rear side along the upper edge contour line in side view of the front fender and then extend toward the lower rear side at the part near the front side of the fork tubes. Therefore, a relative wind that impinges on left and right parts of the front fender can be made to flow with orientations along the step parts toward the lower rear side. Thus, the relative wind can be made to impinge on the engine disposed on the rear side relative to the step parts and cooling of the engine can be promoted. Because it suffices for the front fender to have the above-described simple shape, increases in the weight and the number of parts of the front fender are not caused.

Furthermore, the height difference between the front fender main body part and the step parts gradually becomes larger in the direction from the front side of the front fender toward the rear side. This facilitates the flowing of the relative wind along the step parts.

Moreover, the angle of the rear end parts of the step parts is set to a substantially right angle or a smaller angle (i.e., less than or equal to 90°) with respect to the fork tubes. Therefore, the relative wind is made to flow from the rear end parts of the step parts toward the vehicle body rear side at the substantially right angle or the smaller angle to the fork tubes. This can facilitate guiding of the relative wind to the engine side.

In addition, the left and right vertical wall parts forming the front fender main body part located inside the step parts in the vehicle width direction are formed to be located closer to the outside in the vehicle width direction when the position is closer to the rear side. This allows the relative wind guided along the step parts to be oriented to flow more outward as the relative wind moves toward the rear side by the vertical wall parts. Thus, the amount of relative wind that impinges on a headlight and the fork tubes and flows upward can be reduced and consequently the amount of wind flowing to the engine side on the lower rear side can be increased.

Furthermore, the step-part vertical wall parts extending downward are provided at the outside edge parts of the step parts in the vehicle width direction. Therefore, the rigidity of the step parts and hence the rigidity of the front fender can be enhanced by the step-part vertical wall parts. In addition, the mud guard performance can be improved.

Moreover, the vehicle body frame includes the down-frame extending from the head pipe toward the lower rear side. In addition, the radiators are each provided at a position that is offset to at least one of the left and right of the down-frame and is lower than the bottom bridge, and the extensions of the rear end parts of the step parts pass through the radiator cores of the radiators in side view. Therefore, the relative wind can be effectively guided to the radiator cores and the performance of cooling the radiators can be improved.

In addition, the upper surface of the front fender is formed to bend such that the central part in the vehicle width direction protrudes upward. Therefore, the relative wind that impinges on the central part of the front fender in the vehicle width direction can be distributed to the left and right sides by the protruding upper surface and then be guided to be oriented toward the lower rear side by the left and right step parts. This can further improve the performance of cooling the engine.

BRIEF DESCRIPTION OF THE DRAWINGS

 

These and further features of the invention will be apparent with reference to the following description and drawings, wherein:

  • FIG. 1 is a side view of a front part of a motorcycle including a front fender of one embodiment of the present invention;
  • FIG. 2 is a plan view showing the front part of the motorcycle;
  • FIG. 3 is a front view showing the motorcycle;
  • FIG. 4 is a sectional view along line IV-IV in FIG. 1;
  • FIG. 5 is an enlarged view around a section of the front fender in FIG. 4;
  • FIG. 6 is a sectional view along line VI-VI in FIG. 1;
  • FIG. 7 is an enlarged view around a section of the front fender in FIG. 6;
  • FIG. 8 is a side view showing wind guide operation of the front fender;
  • FIG. 9 is a plan view showing the wind guide operation of the front fender; and,
  • FIG. 10 is a perspective view showing the wind guide operation of the front fender.
DETAILED DESCRIPTION OF THE INVENTION

A preferred embodiment of the present invention will be described below with reference to the drawings. In the description, directions such as front, rear, left, right, upward, and downward directions are the same as those with respect to the vehicle body unless particularly stated otherwise. Furthermore, symbol FR shown in the respective drawings indicates the vehicle body front side. In addition, symbol UP indicates the vehicle body upper side and symbol LH indicates the vehicle body left side.

FIG. 1 is a side view of a front part of a motorcycle 10 including a front fender 41 of the one embodiment of the present invention.

The motorcycle 10 is a saddle-type vehicle in which a front wheel 13 is rotatably supported by a front end part of a vehicle body frame 11 with the intermediary of a front fork 12 and an engine 16 is supported by a lower part of the vehicle body frame 11.

The vehicle body frame 11 includes a head pipe 21 forming the front end part, left and right main frames22 extending from the head pipe 21 toward the lower rear side obliquely, and a down-frame 23 extending from the head pipe 21 toward the lower rear side obliquely under the main frames 22.

The front fork 12 is steerably supported on the head pipe 21. A fuel tank 25 is fixed to upper parts of the left and right main frames 22. A seat 26 supported by a rear part of the vehicle body frame 11 is disposed on the rear side of the fuel tank 25. The engine 16 is supported on the left and right main frames 22 and the down-frame 23. On the down-frame 23, left and right radiators 27 and 28 disposed on left and right sides of the down-frame 23 (only the left radiator 27 is shown in FIG. 1) are supported.

The front fork 12 includes left and right fork tubes 31, a top bridge 32, a bottom bridge 33, and a steering stem 34.

The fork tubes 31 have a telescopic structure and are composed of a spring that supports the weight and a damper that damps vibrations. Fork guards 36 are attached to lower parts of the fork tubes 31. The top bridge 32 and the bottom bridge 33 couple the left and right fork tubes 31. The top bridge 32 is attached to upper end parts of the left and right fork tubes 31 and the bottom bridge 33 is attached to positions separate downward from the top bridge 32 on the left and right fork tubes 31. A handlebar 37 is attached to an upper part of the top bridge 32.

The steering stem 34 is a steering shaft made to span the centers of the top bridge 32 and the bottom bridge 33 in a vehicle width direction in such a manner as to vertically extend, and is rotatably supported by the head pipe 21.

A number plate 38 on which a number is indicated is attached to the bottom bridge 33 and the handlebar37.

The front fender 41 covering the front wheel 13 from above is fixed to a lower part of the bottom bridge33. The front fender 41 is improved in its shape and is formed to facilitate guiding of a relative wind to the engine 16 and the radiators 27 and 28. Symbol 42 in the diagram denotes left and right shrouds that cover part of the main frames 22 and the radiators 27 and 28 from the lateral sides. Each shroud 42 is composed of two parts: an outer shroud 43 and an inner shroud 44, part of which is disposed inside the outer shroud 43.

The engine 16 has a cylinder unit 16A made to stand upright from a crankcase.

FIG. 2 is a plan view showing the front part of the motorcycle 10.

The front fender 41 passes between the left and right fork tubes 31 of the front fork 12 and extends along a front-rear direction. On the left and right of the rear side of the front fender 41, the left and right shrouds42 that are wide open in a left-right direction on the front side and gradually narrow in the rear direction are disposed. Part of a relative wind whose predetermined flow is formed by the front fender 41 is guided to the inside of the left and right shrouds 42 and is made to impinge on the left and right radiators 27 and28 (see FIG. 4).

In the drawing, symbols 51 and 52 denote grips provided on both end parts of the handlebar 37. Symbol53 denotes a clutch lever provided on the left side of the handlebar 37. Symbol 54 denotes a front brake lever provided on the right side of the handlebar 37. Symbol 56 denotes a cap that seals an oil filler port of the fuel tank 25. Symbol 57 denotes an exhaust pipe extending from a front part of the engine 16. Symbol58 denotes a heat barrier cover that covers the exhaust pipe 57 from a lateral side. Symbols 61 denote steps for the driver. Symbol 62 denotes a gear change pedal and symbol 63 denotes a rear brake pedal.

FIG. 3 is a front view showing the motorcycle 10.

An upper part of the front fender 41 (part located on the front side relative to the left and right fork tubes31) overlaps with the bottom bridge 33, upper parts of the radiators 27 and 28, a lower end part of the number plate 38, and the left and right fork tubes 31 in front view.

Left and right louver parts 44a and 44b made in the left and right inner shrouds 44 are disposed on the front side of the left and right radiators 27 and 28. A relative wind passes through the louver parts 44a and44b from the vehicle front side and flows to the radiators 27 and 28.

A lower end part of the right radiator 28 is disposed on the upper side relative to a lower end part of the left radiator 27 in order to avoid interference with the exhaust pipe 57, which protrudes toward the right side. Thus, the right radiator 28 is formed with a shorter size in a height direction than the left radiator 27. In association with this, also in the left and right louver parts 44a and 44b of the inner shrouds 44, the height size of the right louver part 44b is smaller than the left louver part 44a.

FIG. 4 is a sectional view along line IV-IV in FIG. 1 and is a diagram obtained by cutting along an upward-downward direction by a plane passing through the highest part of the front fender 41. FIG. 5 is an enlarged view around the section of the front fender 41 in FIG. 4.

As shown in FIGS. 4 and 5, the front fender 41 includes a main body part 41a having a substantially reverse U-shaped section opened downward, left and right step parts 41b extending laterally from left and right end parts of the main body part 41a monolithically, and lower vertical wall parts 41h extending substantially downward from side edges of the step parts 41b monolithically. The front fender 41 is fixed to the lower part of the bottom bridge 33 by plural bolts 65.

The main body part 41a is composed of a mountain-shaped part 41d that has a ridge line 41c as a top part at the center in the vehicle width direction and bends into a mountain shape to protrude upward, and upper vertical wall parts 41e extending monolithically from both edges of the mountain-shaped part 41d toward the lower lateral sides obliquely.

The mountain-shaped part 41d is formed of left-right inclined parts 41f extending from the ridge line 41c toward the lower lateral sides obliquely.

The step part 41b and the upper vertical wall part 41e form a groove whose section has a substantially L-shape and form a wind guide path that guides a relative wind into a predetermined direction (direction toward the radiators 27 and 28 and the engine 16). Furthermore, the left-right inclined parts 41f play a role in distributing the relative wind to the sides of the left and right step parts 41b. The lower vertical wall parts41h serve as reinforcing parts that enhance the rigidity of the step parts 41b and hence the front fender 41and enhance the mud guard performance to prevent mud and so forth splashed up by the front wheel 13(see FIG. 1) from flying to the rider side.

In the front fender 41, left and right fork clearance parts 41j that are located between the left and right fork tubes 31 and are close to these fork tubes 31 are formed.

Substantially inside halves of the left and right radiators 27 and 28 in the vehicle width direction are disposed on the rear side of the left and right fork tubes 31 and substantially outside halves in the vehicle width direction are oriented toward substantially the front side without being blocked by the fork tubes 31.

The radiator 27 is composed of an upper tank 27a provided at an upper end part, a lower tank 27b provided at a lower end part, and a radiator core 27c disposed between the upper tank 27a and the lower tank 27b, and has, in the upper tank 27a, a water filler port 27d and a radiator cap 67 that seals the water filler port 27d.

Similarly, the radiator 28 is composed of an upper tank 28a provided at an upper end part, a lower tank28b provided at a lower end part, and a radiator core 28c disposed between the upper tank 28a and the lower tank 28b, and has, in the upper tank 28a, a water filler port 28d and a radiator cap 68 that seals the water filler port 28d.

The upper tank 27a, the lower tank 27b, the upper tank 28a, and the lower tank 28b are parts in which coolant is temporarily stored. The radiator cores 27c and 28c are heat dissipating parts that connect the upper tank 27a and the lower tank 27b and connect the upper tank 28a and the lower tank 28b, respectively, by plural conduits through which the coolant passes and are provided with fins between the respective conduits.

The main body parts of the radiators 27 and 28, i.e. the parts excluding the water filler ports 27d and 28d and the radiator caps 67 and 68, are disposed on the lower side relative to the bottom bridge 33.

By the main body part 41a and the step parts 41b of the above-described front fender 41, a predetermined flow can be formed in a relative wind flowing close to the surface of the front fender 41 and the relative wind can be made to flow toward the radiators 27 and 28 and the engine 16 (see FIG. 1).

Referring back to FIG. 1, the step part 41b of the front fender 41 is formed to extend toward the upper rear side obliquely along an upper edge contour line 41k that is an upper edge line of the front fender 41in side view and extend toward the lower rear side obliquely at a position close to the front side of the fork tubes 31.

Specifically, at a rear end part of the step part 41b, a rear inclined part 41m is formed to extend in a straight line manner toward the lower rear side obliquely in side view. An extension 71 of the rear inclined part 41m is inclined to a front surface 31a of the fork tube 31 by an angle θ. The angle θ is about 90° and the extension 71 passes through the radiators 27 and 28 (see FIG. 4 regarding the radiator 28) and the cylinder unit 16A of the engine 16 in side view. It is preferable that the angle θ is equal to or smaller than 90° and at least the angle θ equal to or smaller than 100° is favorable.

By providing the step parts 41b in this manner, a relative wind that impinges on left and right side parts of the front fender 41 can be made to flow with oblique orientations along the step parts 41b toward the lower rear side. Furthermore, the height difference between the upper edge contour line 41k and the step parts 41b gradually becomes larger in the direction from a front part of the front fender 41 toward the rear side. Because the height difference gradually changes in this manner, the flowing of the relative wind along the step parts 41b can be facilitated.

Furthermore, in FIG. 2, in the front fender 41, the upper vertical wall parts 41e (or valley lines 41n each passing through the boundary between the upper vertical wall part 41e and the step part 41b) are formed to be located closer to the outside in the vehicle width direction when the position is closer to the rear side. This allows the relative wind flowing along the upper vertical wall part 41e and the step part 41b to be oriented to flow more outward as the relative wind moves toward the rear side.

FIG. 6 is a sectional view along line VI-VI in FIG. 1 and is a diagram showing a section along the inclination of the fork tubes 31. FIG. 7 is an enlarged view around the section of the front fender 41 in FIG. 6.

As shown in FIGS. 6 and 7, in the front fender 41, a flat part 41p that couples inside parts, in the vehicle width direction, of the left-right inclined parts 41f on both sides is formed in the main body part 41a.

The step parts 41b are inclined to a horizontal line 73 by an angle α so that the outside thereof in the vehicle width direction may be lower than the inside in the vehicle width direction. The angle α is e.g. 0 to 20° and preferably 0 to 15°.

The left and right step parts 41b extend toward the left and right fork tubes 31, respectively.

Wind guide operation by the above-described front fender 41 will be described with FIGS. 8 to 10.

FIG. 8 is a side view showing the wind guide operation of the front fender 41. FIG. 9 is a plan view showing the wind guide operation of the front fender 41. FIG. 10 is a perspective view showing the wind guide operation of the front fender 41.

As shown in FIG. 8, on the left side of the front fender 41, a relative wind moving from the vehicle front side toward the motorcycle 10 travels as shown by an arrow A and impinges on the front side of the step part 41b of the front fender 41 to begin to travel along the step part 41b as shown by an arrow B. Thereafter, the relative wind travels along the step part 41b toward the upper rear side obliquely as shown by an arrow C and then travels toward the lower rear side obliquely along the rear inclined part 41m of the rear end part of the step part 41b as shown by an arrow D. Thereafter, as shown by an arrow E, the relative wind travels along the extension 71 of the rear inclined part 41m toward the lower rear side obliquely in a substantially straight line manner while moving around the fork tube 31 of the front fork 12. Then, the relative wind passes through the radiator core 27c of the radiator 27 and impinges on the cylinder unit 16A of the engine 16 as shown by an arrow F. As a result, the radiator 27 and the engine 16are cooled. Also on the right side of the front fender 41, similarly the relative wind passes through the radiator 28 (see FIG. 4) and impinges on the cylinder unit 16A of the engine 16, so that the radiator 28and the engine 16 are cooled.

As shown in FIG. 9, a relative wind moving from the vehicle front side toward the motorcycle 10 travels as shown by arrows H and reaches the left and right step parts 41b of the front fender 41 as shown by arrows J to travel along the step parts 41b and the upper vertical wall parts 41e as shown by arrows K. Then, as shown by arrows L, the relative wind moves around the left and right fork tubes 31 from over the step parts 41b and reaches the radiators 27 and 28 (see FIG. 4) in the left and right shrouds 42. After passing through the radiators 27 and 28, the relative wind flows to the side of the engine 16 (see FIG. 8). The radiators 27 and 28 and the engine 16 are thereby cooled.

As shown in FIGS. 9 and 10, a relative wind moving from the vehicle front side toward the motorcycle 10as shown by an arrow P impinges on the left-right inclined parts 41f (in FIG. 10, only the left left-right inclined part 41f is shown) of the main body part 41a of the front fender 41 and is distributed to the left and right sides to reach the step parts 41b from the left-right inclined parts 41f as shown by arrows Q and R. Then, as shown by arrows K and L, the relative wind travels rearward along the step parts 41b and moves around the fork tubes 31 from rear parts of the step parts 41b to reach the radiators 27 and 28 and the engine 16.

As above, the upper vertical wall parts 41e and the step parts 41b of the front fender 41 cooperate with each other. In addition, with a simple shape, the relative wind can be made to head for the radiators 27and 28 (see FIG. 4 regarding the radiator 28) and the engine 16.

As shown in the above-described FIGS. 1, 4, and 5, in the motorcycle 10 as the saddle-type vehicle including the vehicle body frame 11 including the head pipe 21 and the main frames 22 extending from the head pipe 21 toward the lower rear side, the engine 16 disposed below the main frames 22, the steering stem 34 as the steering shaft pivotally supported by the head pipe 21 steerably, the bottom bridge 33 attached to a lower end part of this steering stem 34, the pair of left and right fork tubes 31 that are attached to left and right end parts of this bottom bridge 33 and support the front wheel 13 movably in the upward-downward direction at lower end parts thereof, and the front fender 41 fixed to the bottom bridge 33 or the fork tubes 31, the front fender 41 includes the main body part 41a as a front fender main body part having a substantially reverse U-shaped section opened downward and the step parts 41b extending from the left and right end parts of this main body part 41a toward both lateral sides, at least at the part of the front fender 41 on the front side relative to the pair of left and right fork tubes 31. The step parts 41b are formed to extend from the front part of the front fender 41 toward the upper rear side along the upper edge contour line 41k in side view of the front fender 41 and then extend toward the lower rear side at a part near the front side of the fork tubes 31.

According to this configuration, a relative wind that impinges on left and right parts of the front fender 41can be made to flow with orientations along the step parts 41b toward the lower rear side. Thus, the relative wind can be made to impinge on the engine 16 disposed on the rear side relative to the step parts41b and cooling of the engine 16 can be promoted. Because it suffices for the front fender 41 to have the above-described simple shape, increases in the weight and the number of parts of the front fender 41 are not caused. Therefore, weight reduction and cost reduction can be achieved.

Furthermore, the height difference between the main body part 41a and the step parts 41b gradually becomes larger in the direction from the front side of the front fender 41 toward the rear side. Therefore, the flowing of the relative wind along the step parts 41b can be facilitated.

Moreover, the angle θ of the rear end parts (rear inclined parts 41m) of the step parts 41b is set to a substantially right angle or a smaller angle with respect to the fork tubes 31. Therefore, the relative wind is made to flow from the rear end parts of the step parts 41b toward the vehicle body rear side at the substantially right angle or the smaller angle to the fork tubes 31. This can facilitate guiding of the relative wind to the side of the engine 16.

In addition, as shown in FIG. 2, the upper vertical wall parts 41e as left and right vertical wall parts forming the main body part 41a located inside the step parts 41b in the vehicle width direction are formed to be located closer to the outside in the vehicle width direction when the position is closer to the rear side. This allows the relative wind guided along the step parts 41b to be oriented to flow more outward as the relative wind moves toward the rear side by the upper vertical wall parts 41e. Thus, the amount of relative wind that impinges on a headlight and the fork tubes 31 and flows upward can be reduced and consequently the amount of wind flowing to the side of the engine 16 on the lower rear side can be increased.

Furthermore, as shown in FIG. 5, the lower vertical wall parts 41h as step-part vertical wall parts extending downward are provided at outside edge parts of the step parts 41b in the vehicle width direction. Therefore, the rigidity of the step parts 41b and hence the rigidity of the front fender 41 can be enhanced by the lower vertical wall parts 41h. In addition, the mud guard performance can be improved.

Moreover, as shown in FIGS. 4, 8, and 10, the vehicle body frame 11 includes the down-frame 23extending from the head pipe 21 toward the lower rear side. In addition, the radiators 27 and 28 are each provided at a position that is offset to at least one of the left and right of the down-frame 23 and is lower than the bottom bridge 33, and the extensions 71 of the rear inclined parts 41m as the rear end parts of the step parts 41b pass through the radiator cores 27c and 28c of the radiators 27 and 28 in side view. Therefore, the relative wind can be effectively guided to the radiator cores 27c and 28c and the performance of cooling the radiators 27 and 28 can be improved.

In addition, as shown in FIG. 5, the upper surface of the front fender 41 is formed to bend in such a manner that the central part in the vehicle width direction protrudes upward. Therefore, the relative wind that impinges on the central part of the front fender 41 in the vehicle width direction can be distributed to the left and right sides by the protruding upper surface (left and right left-right inclined parts 41f) and then be guided to be oriented toward the lower rear side by the left and right step parts 41b. This can further improve the performance of cooling the engine 16.

The above-described embodiment shows one aspect of the present invention definitely and modifications and applications can be arbitrarily made without departing from the gist of the present invention.

For example, in the above embodiment, as shown in FIGS. 4 and 5, the front fender 41 is fixed to the lower part of the bottom bridge 33. However, the configuration is not limited thereto and the front fender may be fixed to at least one of the bottom bridge 33 and the left and right fork tubes 31. Furthermore, although a water-cooled engine is employed, an air-cooled engine may be employed.

The present invention is not limited to the case of application to the motorcycle 10 and can be applied also to saddle-type vehicles also including vehicles other than the motorcycle 10. The saddle-type vehicles include overall vehicles a rider rides astride the vehicle body and are vehicles including not only motorcycles (including motorized bicycles) but also three-wheeled vehicles and four-wheeled vehicles categorized as ATV (rough terrain vehicles).

www.hondaprokevin.com

2017 Honda CRF450R | Spy Photos

The All Japan MX National Championship Series makes its annual stop in Kobe, Japan, this weekend, and 10-time Champion Akira Narita will be racing a works bike that is said to be a prototype 2017 model. In addition to being all-new from the ground up, the bike is equipped with an electric starter, as evidenced by the below video from Masanori Inagaki.

Our man on the scene, Toru Matsunaga, also sent us some detail shots of the bike, which HRC personnel tried to keep hidden beneath a bike cover at Kobe. What do you think of the all-new Honda? Comment below!

The engine is all-new and is said to have a twin-cam design. This marks the first time in Honda motocross bike history that the manufacturer’s Unicam design has been abandoned. Note the extra long header pipe, which is required for good low-end power since the exhaust port is on the right side of the cylinder.

Narita’s engine is equipped with an electric starter and a cable-actuated clutch. Narita prefers the feel of a traditional clutch over a hydraulic system.

Look closely, and you’ll spot four buttons on the handlebars: an electric starter button, a kill switch, a dual ignition switch, and a fourth button that likely has to do with either data acquisition or a launch control feature.

A closer look at the new engine cases and clutch cover. The bike is equipped with a back-up kickstarter.

Here’s a better look at the new bodywork on Narita’s bike, including a full-coverage radiator shroud. Look closely, and you’ll notice that the chap still runs a set of mechanical spring works Showa forks.

Narita is third in the championship standings, but with a victory at the last round and this new machine, momentum and confidence are on his side this weekend in Kobe.

 

motocross.transworld.net

Honda CRF450RX 2017 (видео) - 21 Августа 2016

Подвеска CRF450RX менее жесткая, чем у кроссовой модели. Уменьшено усилие демпфирования отбоя и применены менее жесткие пружины в амортизаторах. На мотоцикл установлено заднее колесо с традиционной для эндуро размерностью - 18 дюймов, а также боковая подставка и топливный бак объемом 8,5 литров, более практичный для эндуро, позволяющий увеличить дальность пробега на одной заправке.

Система впрыска топлива PGM-FI на CRF450RX тоже настроена иначе. С новыми настройками системы двигатель наращивает мощность и крутящий момент плавнее, чем это делает силовой агрегат CRF450R. Благодаря этому, чувство сцепления ведущего колеса с трассой в сложных ситуациях увеличивается. Как и на CRF450R, на эндуро установлен селектор режимов работы двигателя EMSB (Engine Mode Select Button), дающий гонщику возможность выбрать один из трёх режимов работы двигателя: Mode 1 (для обычной езды со сглаженными характеристиками), Mode 2 (обеспечивающий упрощенную работу с акселератором) и Mode 3 (в этом режиме двигатель реагирует на все управляющие действия наиболее агрессивно). В базовую комплектацию мотоцикла включен электростартер.

CRF450RX имеет тот же 449-кубовый двигатель, что и новый CRF450R. Он на 11% мощнее предшествующей модели. Степень сжатия равна 13,5 диаметр цилиндра 96 мм, ход поршня 62,1 мм.

Четырехклапанная головка цилиндра Unicam с коромыслами на впускных клапанах обеспечивает им подъем, равный 10 мм. Высота подъема выпускных клапанов - 8,8 мм. Диаметр впускных клапанов - 38 мм. Каждому клапану соответствует свое выпускное окно, что обеспечило плавный выход отработавших газов. Наклоненный вниз впускной коллектор обеспечивает поток рабочей смеси по прямой, непосредственно на впускные клапаны.

В системе смазки применен откачивающий насос, подающий масло к коробке передач и сцеплению. Он снижает потери на трение, повышает эффективность системы смазки и уменьшает насосные потери. Масляный поддон единый для двигателя, сцепления и коробки передач. Заправочный объем системы смазки составляет 1250 см3. Компактное сцепление мотоцикла содержит в себе 7 ведущих фрикционных дисков и 6 ведомых. Конструкция сцепления обеспечивает хороший теплоотвод, а встроенный демпфер крутильных колебаний дает отличное ощущение обратной связи. Передаточные числа всех пяти передач в коробке передач те же, что и у CRF450R, но передаточное отношение главной передачи увеличено: на ведущей звезде 13 зубьев, на ведомой – 50 (на кроссовой модели 13 и 49 соответственно).

Кнопки управления и индикаторы рационально собраны на левой рукоятке: кнопка переключения режима двигателя, LED индикатор выбранного режима, а также кнопка электростартера / остановки двигателя (в стандартном оснащении), с которой перезапустить заглохший двигатель значительно проще, особенно на неровной каменистой поверхности.

Выбор режима обеспечивает мгновенное изменение настроек двигателя в соответствии с потребностями пилота. Для переключения режима необходимо нажать и удерживать кнопку, когда мотоцикл стоит на месте с работающим на холостом ходу двигателе.

На CRF450RX применена диагональная рама CRF седьмого поколения, изготовленная из алюминиевого сплава. Передняя часть обеспечивает полную стабильность и контроль над траекторией, вкупе с отличной обратной связью и предсказуемостью поведения заднего колеса.

Основные диагональные элементы рамы имеют коническое сечение. Их жесткость в поперечном направлении осталась такой же, как и на раме предыдущего поколения, а торсионная жесткость была снижена на 6,8% для улучшения поворачиваемости и обратной связи. Вес рамы равен 9,14 кг. Масса заднего подрамника составляет чуть больше 1кг.

В геометрию рамы, а также в динамические параметры было внесено несколько небольших изменений (относительно предыдущего поколения CRF450R), предлагающих ощутимое преимущество как кроссменам, так и гонщикам эндуро. Центр масс стал ниже на 2,7 мм. Колесная база равна 1482 мм. Расстояние между осью переднего колеса и осью маятника задней подвески составляет 913 мм, а расстояние от оси маятника задней подвески до оси заднего колеса – всего 569 мм. Такая геометрия позволяет сместить больше массы на заднее колесо, что улучшает его сцепление с поверхностью.

Высота по седлу составляет 959 мм. Угол наклона вилки равен 27,4°, вынос переднего колеса - 116 мм. Снаряженная масса равна 118 кг.

motocross-gum.at.ua

2017 Honda CRF450R Review - Changes, Specs, Comparison, Videos & Pictures

– Motorcycle Buyer’s Guide | 2017 CRF450R Race Bike: The Ultimate Motocross / Supercross Machine –

If you follow my blog, you would have already noticed that I posted up last week covering the big 2017 Motorcycle Announcement from Honda and then weeks before that I posted up a Sneak Peek that something big was coming. Just in case you missed it, you may be asking yourself “What was the big 2017 motorcycle news?” and if you are – It’s about the All-New 2017 CRF450R and newly added to the CRF model lineup CRF450RX. I’ll cover the CRF450RX in another blog post in detail going over its details but today we’re going to take a dive into what makes the All-New 2017 Honda CRF450R tick and go through all of the changes that Honda decided to throw at this dirt bike for 2017…

  • 2017 CRF450R Price / MSRP: $8,849

    • 2017 CRF450R vs 2016 CRF450R = $150 Price Increase

Original CRF450R / CRF450RX Announcement – Click Here

Want the short version of the All-New 2017 CRF450R Review and all of its Changes & Features? Scroll down to the bottom for a quick overview plus a gallery of all the detailed 17′ CRF450R pictures showcasing the engine, frame and suspension changes (2016 vs 2017 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 for 2017, 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) 17YM 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 2017 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.”

2017 CRF450R Videos

2017 CRF450R Walk-Around Video | 4K

2017 CRF450R Overview

The 2017 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 CRF450R is stronger, sharper and more focused.

And as MX1-class machines are all about competition, both 2016 and 2017 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 17′ 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.

2017 CRF450R Photo Gallery / Pictures (bottom of page)

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.

2017 CRF450R Features

Engine

  • 2017 CRF450R Horsepower: 59.9
  • 2017 CRF450R Torque: TBA

The 2017 CRF450R’s 449cc engine now makes a full 11% more top end power than the outgoing model. Overlaid, the power and torque curves of the 2016 and 2017 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).

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, an electric starter is now available as an optional accessory for the CRF450R.

Check our more detailed 2017 CRF450R engine specs and the changes in the photo gallery below at the bottom of the page.

Frame / Chassis

The completely redesigned chassis 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 243.8 lbs for the 2017 CRF450R.

The 2017 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 new 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 new CRF450R now uses a 1.6 gallon titanium fuel tank, which weighs 513g / 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 2017 features and specs you need to know below…

2017 CRF450R Features | Quick Overview

CRF450R Performance

Downdraft Fuel InjectionPart of an entire engine overhaul for 2017, the new downdraft intake tract and FI body help and 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 new MX3S tires give excellent feedback and are a perfect complement to the CRF450R’s new frame and suspension.

New Cylinder Head LayoutThis year the new 2017 CRF450R uses a new “in-finger” 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 RatioA new combustion-chamber design with a revising squish area helps boost the CRF450R’s compression to new heights this year, 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 new CRF450R has you covered. New “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.

CRF450R Handling

New Showa® Spring ForkAn all-new 49mm Showa® fork features a conventional spring design that helps increase the CRF450R’s front-suspension precision, handling and feel.

Next-Generation Aluminum FrameNew for 2017, our Next-Gen twin spar aluminum frame positions the new 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 even more compact for 2017 and positioned closer and lower in the frame’s center 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.

CRF450R Engineering

Electric-Start OptionLooking for an awesome new option? Check out the electric-start kit available for the first time on the new CRF450R!

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 2017 CRF450R makes a big switch to a titanium fuel tank this year. 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 new 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 new oil scavenge pump. You may never see it, but it helps keep the CRF450R’s overall design.

CRF450R Comfort

Flatter Seat/Tank JunctionThe new 2017 CRF450R features a new, flatter seat/tank junction, including a new titanium fuel tank. The improved ergonomics make it easier to move forward and back on the bike, increasing your control.

2017 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 243 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 $8,849 (does not include $320 destination fee)
Colors Red
Model ID CRF450RH

2017 CRF450R Photo Gallery / Pictures

 

www.hondaprokevin.com

2017 Honda Models Released - Racer X Online

TORRANCE, Calif. – On the 15th anniversary of Honda’s original 450cc class four-stroke motocross model, Honda announces a revolutionary CRF450R that promises to be the most powerful, best-handling Honda motocross machine ever. Honda’s no-compromises approach to designing and developing the new bike was intended to put it at the front of the pack in all areas of performance, resulting in what Honda is calling the “Absolute Holeshot.”

Since its 2002 introduction, the CRF450R has earned an enviable racing pedigree, and the 2017 edition is the best yet, with superior technology and style. Riders know that the most important part of any motocross race is the start, and the new CRF450R Unicam® engine has been developed to achieve overwhelming performance in the first 100 feet of battle, offering increased power output but also allowing unparalleled traction. And while arriving to turn one first is significant, winning requires staying in front for the entire moto, which is why Honda engineers designed an all-new chassis with reduced weight and centralized mass. The result is a machine that is at once fast, reliable and forgiving, and that allows riders to more easily extract maximum performance, consistently turning low lap times while simultaneously taxing their bodies less.

In addition, Honda is offering a brand-new model, the CRF450RX, which is based on the 2017 CRF450R but with a number of differences that make it appropriate for closed-course off-road racing like the GNCC series. Like its motocross-focused sibling, the CRF450RX is designed for maximum agility and performance, offering owners superior power along with effortless handling—the ideal woods-racing combination.

Honda also took the opportunity to announce the remainder of its 2017 model-year CRF competition dirt bike model line, including the CRF250R and CRF150R motocross bikes and CRF450X and CRF250X off-road motorcycles.

“We’re very proud to introduce the milestone 2017 edition of Honda’s legendary CRF450R, as well as the brand-new CRF450RX,” said Lee Edmunds, Manager of Motorcycle Marketing Communications at American Honda. “Both of these models are high-performance machines that represent the epitome of dirt bike engineering. Over the years, each of the milestone CRF450R models has been eagerly anticipated, and the 2017 version is the best yet. We can’t wait to see these models being piloted at the front of the pack by our factory Team Honda HRC and Johnny Campbell Racing squads, our satellite teams, our amateur racers and our customers.”

CRF450R

Everything about the new-from-the-ground-up 2017 CRF450R is designed for the absolute holeshot. A new Unicam engine offers increased power and torque across the rev range, thanks in part to an ultra-direct downdraft air intake, steeper valve angle and twin exhaust system with smoother routing. The chassis boasts new geometry and packaging that results in a more concentrated, lower center of mass, helping to get the power to the ground, maximize stability and improve cornering performance. The lighter aluminum frame has a narrower cross-section and a lighter, extruded aluminum rear subframe. The motorcycle is equipped with a coil-spring 49mm Showa fork, while the rear suspension comprises a lighter swingarm assembly and a shock with a lower mounting position. Dunlop Geomax MX3S tires come standard, and the CRF450R is the first mass-produced motocross bike ever to come with a titanium fuel tank. Electric start is available as an option.

Colors: RedPrice: TBAAvailability: October 2016More info

CRF450RX

As a brand-new model, Honda’s CRF450RX boasts most of the features of its motocross-directed sibling, but in a package that’s designed for closed-course off-road riding and racing. Among the features that distinguish it from the CRF450R are a smoother ignition map and standard electric start (with kick-start backup), while chassis differences include off-road-focused suspension settings, a revised cylinder-head hanger and changed wheel hubs and axles. The CRF450RX also comes with off-road-appropriate components like a larger plastic fuel tank, forged-aluminum side stand, 18 inch rear rim and Dunlop Geomax AT81 tires, making it the ultimate weapon for events like those in the GNCC series.

Colors: RedPrice: TBAAvailability: December 2016More info

CRF250R

The bike that Malcolm Stewart took to the 2016 AMA Supercross 250SX East Region title returns for 2017 with a 49mm track-tuned Showa SFF-Air TAC fork and Showa shock, both of which offer a wide spectrum of adjustment and are designed to work at the highest level. With a race-proven chassis and Honda’s exclusive twin-muffler design, which efficiently centers the mass, the CRF250R is renowned for its deft handling. The high-compression 249cc Unicam engine provides an impressive spread of horsepower throughout the entire rpm range, and the bike comes with an engine-mode-select button that allows for three different power maps: Standard, Smooth and Aggressive. Custom maps can also be created with the available HRC tuning tool.

Colors: RedPrice: $7,599Availability: August 2016More info

CRF150R/CRF150RB

The only four-stroke machine in the competition mini motocross category, the CRF150R is what a young racer needs to achieve the next level. Currently campaigned in the amateur nationals by Amsoil Honda’s Carson Mumford, the CRF150R features a powerful-but-compact Unicam engine (based on those of the CRF250R and CRF450R) and race-tuned, fully adjustable Showa suspension, packaged in a track-designed chassis, all resulting in the highest level of performance. This model is available in a standard version and the CRF150RB, which accommodates bigger riders with its larger wheels, higher seat and longer swingarm.

Colors: RedPriceCRF150R: $4,990CRF150RB: $5,140Availability: August 2016More info

CRF450X

The off-road-focused X-model maintains Honda’s proven strength and durability. Since its release, the CRF450X has ruled the off-road scene with a long list of competition successes, including Team Ox Motorsports topping the 2015 Baja 1000 and Team JCR’s Ricky Brabec currently leading the 2016 NHHA series. The compact and reliable 449cc liquid-cooled four-stroke Unicam engine provides a smooth power delivery and plenty of low-end torque. Plush, works-style Showa suspension, a trail-tuned chassis and superior ergonomics enable impressive handling and feel in a variety of off-road terrain. The model also features the Honda Progressive Steering Damper, which aids cornering and helps to reduce arm fatigue, while the electric start helps ensure trouble-free starting in almost any condition.

Colors: RedPrice: $8,440Availability: October 2016More info

CRF250X

Like the CRF450X, Honda’s CRF250X has close ties to the competition R models and carries the same reputation for durability and performance. The lightweight and compact 249cc liquid-cooled, four-stroke Unicam engine, wide-ratio five-speed transmission and push-button electric start are set up specifically for off-road riding. Plush, predictable handling from the trail-tuned Showa suspension allows the bike to tackle even the roughest off-road terrain with ease. A hit with the off-road crowd, the CRF250X also features a headlight, taillight, trip meter and 18 inch rear wheel to further enhance the off-road experience.

Colors: RedPrice: $7,410Availability: October 2016More info

racerxonline.com

2017 Honda CRF450R First Look

2017 Honda CRF450R Fast Facts

Every few years Honda re-imagines its premier supercross and motocross race bike, and 15 years after the debut of the CRF450R four-stroke race bike, we are now getting an all-new 2017 Honda CRF450R. It’s new from the tires up, so let’s take a look at what the 2017 Honda CRF450R is all about, and there’s a surprise at the end!

1. The 2017 Honda CRF450R motor is all-new. It’s still a Unicam design, but everything else has been changed with the stated goal to increase power and score holeshots.

2. The top end gets some major updates. Valve actuation on the CRF450R has changed. By using a finger rocker arm between the cam and the intake valve, Honda engineers have found a way to increase intake valve lift by a half-millimeter. A new rocker arm to the exhaust valve raises the valves’ lift by 0.85mm. Other valve upgrades include DLC on the rocker arms and oval-coil valve springs.

3. The valves are narrower and larger. Both the intake and exhaust valves are a full degree closer to vertical for improved combustion. The intake valve is 2mm larger, and the valve seats are two-way machines. Honda claims an intake efficiency increase of 19 percent and 10 percent for the exhaust efficiency.

4. There’s a new piston for the 2017 Honda CRF450R. Combustion chamber changes have upped the compression ratio to 13.5:1. The CRF450R gets a new squish band and the piston pin has the DLC treatment. Underneath the piston is a new four-piston oil jet to reduce the temperature increase created by the higher compression ratio.

5. Air has a straighter shot at the CRF450R’s intake chamber. By moving the shock down, the air intake from the air filter is now a straight line to the fuel injector, which also now has a more direct charge into the top end of the motor. The result of all these changes, according to Honda, is a motor that has more torque across the rev range, higher peak horsepower, and a higher rev limit.

6. The twin exhausts stay, but are shorter. Honda has reduced the length of the two mufflers by a hair over three inches in an effort to improve mass centralization.

7. The 2017 Honda CRF450R bottom end is all-new. The clutch has one fewer clutch-plate/friction-disc combo, which has narrowed the design. To compensate for the loss of a plate and disc, the clutch-plate thickness has been increased 0.4mm.

8. There are new transmission ratios. From the primary ratio to the final ratio, and the five cog grouping in-between, they’ve all been changed to match the new power characteristics.

9. There’s an all-new frame on the 2017 Honda CRF450R. This is the sixth generation of the twin-spar aluminum frame, and it’s lighter and has reduced torsional stiffness with the goal of improved cornering. Lateral stiffness is unchanged.

10. To cut weight, the subframe has been redesigned. Instead of forged gussets at the back of the subframe, the CRF450R gets extruded gussets. The weight savings is just a bit over seven ounces.

11. The shock has been repositioned. The mounts, top and bottom, are lower, plus the shock is now more centered on the swingarm. This allows for downdraft intake for the motor, and is also designed to increase traction.

12. The air forks are gone. Coil springs and oil now get it done on these fully adjustable Showa forks, which are now the same as the Race Kit version. This is a welcome change for riders who had problems setting up and maintaining the air forks. The cost is increased weight.

13. In addition to the other weight saving efforts, the fuel tank is titanium. Replacing the plastic tank with a titanium unit saves two ounces high and forward on the 2017 Honda CRF450R.

14. The rims get Dunlop Geomax MX-3S tires. This is good rubber.

15. Honda claims the 2017 Honda CRF450R is quicker out of the hole than ever before. All the motor and chassis changes are good for a 5.5 percent increase in acceleration in the first 10 meters, and a 5.2 percent increase over 30 meters. That works out to a 3.4-meter advantage after 30 meters—a significant improvement.

16. Electric starting is optional. Expected to cost about $650 for the kit, which doesn’t include a battery or installation, the 2017 Honda CRF450R can have electric starting if you want it. The switches on the handlebars have been changed to accommodate this, with the kill button and power mode selector now on the left handlebar.

17. The 2017 Honda CRF450R has a GNCC-ready off-road brother—the 2017 Honda CRF450RX. There aren’t many differences between the two bikes, but they are significant. The 2017 Honda CRF450RX has an 18-inch rear wheel, a 2.2-gallon plastic fuel tank, an additional tooth on the rear sprocket, Dunlop Geomax AT81 tires, softer damping and lighter springing for the forks and shock, more tractable ignition mapping, an aluminum kickstand, and electric starting (with kick backup) is standard. Both bikes get graphics molded into the newly shaped bodywork for increased durability.

18. You’ll have to wait to get either bike. The 2017 Honda CRF450R will hit the showroom floors in October, while the CRF450RX won’t be available until December 2016. Prices have not been set.

2017 Honda CRF450R Gallery

Note: All photos are of the 2017 Honda CRF450R, except as noted

2017 Honda CRF450R Specs

ENGINEMotor: SOHC 4-valve singleBore x stroke: 96.0 x 62.1mmCompression ratio: 13.5:1Induction: PGM-FI w/ 46mm throttle bodyIgnition: TransistorizedStarting: Kick (electric optional)Transmission: Constant-mesh five-speedFinal drive: 520 chainCHASSISFront suspension: Fully adjustable inverted 49mm Showa coil-spring/oil fork; 12.0 inches of travelRear suspension: Linkage-assisted fully adjustable Showa shock; 12.4 inches of travelFront brake: 260mm discRear brake: 240mm discFront tire: 80/100-21 Dunlop Geomax MX-3SRear tire: 120/80-19 Dunlop Geomax MX-3SDIMENSIONS and CAPACITIESWheelbase: 58.3 inchesRake: 27° 22’Trail: 4.6 inchesSeat height: 37.8 inchesGround clearance: 12.9 inchesFuel capacity: 1.6 gallonsCurb weight: 243 poundsColor: Red2017 Honda CRF450R Price: $TBAAvailability: October 2016

Save

Save

Save

Save

Save

ultimatemotorcycling.com


Смотрите также