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[QUOTE=Manuelcho;507837]Totalmente de acuerdo en lo último. Pero no se, “la relación precio potencia” por decirlo de alguna manera me parece un poco desproporcionada. La 701 vale 9300€ la 690 en su día parecido... a mí es que la crf 250 rally me encanta en concepto y pensaba que se aproximaría algo más está 460L.Iniciado por BOTARILO
Enviado desde mi iPhone utilizando Tapatalk
Última edición por BOTARILO; 07/10/2018 a las 21:12
BMW F800 GS Adventure / Husaberg fe390
Bienvenida sea, pero yo sigo sin entender lo que aporta este modelo a nuestro mercado. Ni siquiera el diseño me parece contundente. En mi opinión, creo que no supera en nada a las enduro gordas actuales como puede ser la ktm 500 exc...pero para gustos...
No supera en nada a las enduro gordas porque no es una enduro gorda, ni compite con ellas, si acaso la crf a secas.
Lo de la potencia no me creo lo de los 26 cv, esperare a que la saquen y se pruebe aqui en europa, y el mantenimiento tampoco me cuadra, ni con el concepto ni menos con los 26 cv.
la fuente: http://www.advpulse.com/adv-bikes/th...honda-crf450l/
Resumo:
Suspe pata negra,
Made in Japan, no Thailandia
40 Cv, nada de 24, malas lenguas
mantenimiento trabajoso, pero depende del ritmo y que los consejos de Honda son muy conservadores
mas pesos por las exigencias de street legal
deposito de titanio, dice que es mas barato, pequeño, y costara una pasta uno mayor
Subframe igual al de cross, mala cosa
Esta claro que va ha ser una moto controvertida pero sin nada que arriesgar, y cara, no entiendo bien este paso de Honda.
This has been, without a doubt, a huge year for Honda. They launched a new version of the Africa Twin (CRF1000L2 Adventure Sports) and made a ton of changes to the standard AT as well. We were pretty sure that was all that we would hear from Big Red this year on the adventure bike/dual-sport front but then we got more news — the announcement of a street-legal CRF450L.
1. It’s Part of the CRF Performance Line
If you haven’t seen our first look at the new machine, it is a 450cc dual-sport motorcycle that is based on the CRF450R (motocross bike) and comes from the CRF performance line of motorcycles. This performance line of bikes, or as Honda is now calling it, the “CRF Collective,” includes the racing motocross bikes, cross country racing off-road bikes, and the X and L. It has nothing to do with the CRF250L or CRF250L Rally.
2. The CRF450L Is Not Built in Thailand
Since this new machine shares the same “L” as the 250L, many people are wondering if they are related or if they were made in the same factory. The short answer is no. While the budget-minded CRF250L is made in Honda’s Thailand factory, the CRF450L is made in Japan, along with all of the other performance-based machines. While Honda’s quality standards are the same for all of their products, there is a perceived value of a bike being made in Japan since that is where all the higher-end bikes are made and it is where many of the component companies products are made (like suspension).
3. It’s Got Full Motocross Suspension Travel
When we glanced at the spec sheets for the all the new CRF’s that Honda announced together, we were obviously focused on the L, but we were curious to see how it compared to the all new CRF450X as well, since the X is the pure off-road version of the bike. We saw that the X and L had different numbers for the seat height and ground clearance with the L being 0.3 inches lower on both. Reaching out to Honda, they confirmed that all the CRF450s have the same suspension travel: 12.01 inches in front and 12.36 inches in the rear. The reason the L is lower than the X is the increased weight of the L and different internal suspension settings.
4. It Makes a Lot More Than 24 Horsepower
There was a rumor going around that this bike only made 24 hp and we can say that is completely false. It looks like a European Honda site mistakenly posted the CRF250L’s hp number for the 450L’s. We asked Honda for a publishable HP number for the 450L and they said it was in the 40s. For dirt bikes, Honda (all OEM’s actually) don’t give out HP numbers since there are so many variables in dyno’ing the bikes. Also, Honda added that there is only a 4 hp difference between the X and L and that the cams and cam timing are exactly the same.
5. It Still Has Dirt Bike Maintenance Intervals
While being based on the motocross bike is a huge plus for performance, what does it mean for maintenance? We asked Honda and they said that the CRF450L has an oil change interval of 600 miles and a valve check interval of 1,800 miles. While that seems short when viewed as a street bike, when thinking about trail bikes or dirt-bike-based dual-sports, that’s changing the oil after six 100-mile rides, which is well within reason. Plus, OEM recommendations are notoriously conservative. If you plan on cruising down dirt roads at a quarter throttle, you aren’t stressing the engine like blasting single track at race pace.
6. It’s Pretty Much a Dirt Bike With Lights and a Plate
The CRF450X and 450L are very similar machines aimed at very similar riding. But the L’s street-legality comes at a cost — additional equipment that leads to 14 pounds of extra weight. Honda added only what was necessary to make the CRF450X a street legal machine. Obviously, the exhaust system has to be more complicated and restrictive than the X’s system. Also, the rear fender is different on the L to accommodate the license plate hanger and turn signals. The front “number plate” on the L is also different than the X’s and features a tinted DOT approved headlight. We asked Honda why it wasn’t clear and they said it was just for aesthetics. Also, the wording in the spec sheet made it sound like the L had a special subframe that is different and burlier than the X’s, but Honda confirmed it is the same.
7. Using Titanium Helped Reduce the Cost
The fact that the CRF450L has a titanium gas tank has been one of the biggest conversation starters on the internet. First off, titanium gas tanks have been on Honda’s CRF-R (motocross) models for a couple years so they aren’t that rare and out of the blue. Secondly, we asked Honda why they would carry the TI tank over to the dual-sport model since most people would point to it as a major factor in the price of the bike. The answer is surprising.
According to Honda, the titanium tank on the CRF450L is actually cheaper to produce than a plastic tank. You read that correctly. We had to reread it as well because it is pretty common knowledge that titanium is an expensive metal and just based on the cost of materials would have to be more costly than plastic. But, again according to Honda, it comes down to time. A plastic tank is molded all in one piece which takes a considerable amount of time. A titanium tank is stamped into two pieces and welded together, which is a much faster process. Also, since titanium is so strong, the thickness of the tank walls can be much less, therefore requiring a small amount of titanium to produce. Titanium is also used to help pass the EVAP emission standards and increase the longevity of the tank since it is corrosion resistant.
We hope we shed some light on this machine before it hits dealer floors. As soon as they are available, we’ll be first in line to grab a test bike. Check out our first look for more details and full specs on the new CRF450L.
Author: Sean Klinger
With his sights set on doing what he loved for a living, Sean left college with a BA in Journalism and dirt bike in his truck. After five years at a dirt-only motorcycle magazine shooting, testing, writing, editing, and a little off-road racing, he has switched gears to bigger bikes and longer adventures. He’ll probably get lost a few times but he’ll always have fun doing it. Two wheels and adventure is all he needs.
De malas lenguas, nada. La información viene de Honda España.
https://www.honda.es/motorcycles/ran.../overview.html
Ahora, cada uno se cree lo que quiere creerse.
Yo también me he leído una prueba americana donde le dan a esta moto 43HP y, una dos: o para los USA tienen un modelo full y para la UE uno capado, o en Honda llevan un descontrol imponente con las informaciones de sus motos.
¿De verdad crees que es la segunda?
KTM 690 Enduro * Husky FE450 * Honda CRF1100L DCT
No me cuadra el tema del depósito.
Parece que Honda ha hecho una moto dificil de encasillar, a medio camino entre una enduro y una trail, aunque de trail poco más que el peso, afectando en gran medida al factor enduro.
Suzuki DRZ400E Ex-Dominator650 88 - DRBIG 750 - DR 600 Djebel - XT 600 88
Desde hace mucho tiempo pienso que honda no sabe ni por donde le da el aire con las motos y esto es una prueba mas de ello, o bien no tienen ni idea del mercado y sus competidores o bien nos toman por tontos con estas cosas, esta moto no supera en nada a cualquier enduro 450 o 500 e incluso 300 2t si no, mas bien todo lo contrario, no todos los que compran una enduro se dedican a tirarse por barrancos, actualmente al no tener en el mercado nada trailero, muchos usuarios optan por estas para sus excursiones y se comportan de maravilla. Y si ya la comparamos con una 690 o 701, apaga y vamonos, y la excusa del peso no me sirve, ya que enseguida direis que es que estas pesan mucho para meterte en fregaos, ya, pero es que el usuario hacia el que esta encaminada esta honda, tampoco se va a meter en fregaos, asi que pierde por todos los lados y no aporta otra cosa nada mas que una potencia ridicula y un precio excandaloso, siempre viendola bajo la premisa de estricta serie, no me sirve de nada pagar casi 11 mil leuros y luego tener que pagar una pasta por deslimitar para llegar a no se sabe bien cuantos cv, cuando por mucho menos dinero existen motos infinitamente superiores sin necesidad de hacerles nada.
Ahora unos pequeños apuntes sacados de la pagina oficial de honda España:
Intervalos de mantenimiento para el mundo real
Honda es legendaria por su maquinaria y su alta calidad de construcción. La CRF450L fue diseñada desde el principio para tener un cambio de filtro de aire/aceite cada 1.000 km y solo requiere una revisión más exhaustiva a intervalos de 32.000 kilómetros.
¿Aceite y filtros cada mil? Vamos si, que como la utilice para trailear tengo que estar cambiando cada 20 ó 30 dias.
Par frente potencia
Dejando a un lado la pista MX, el uso excesivo de la potencia máxima agota energía valiosa. Lo que realmente importa es el par ideal para senderos y, además, la CRF450L ofrece 32 Nm de resistencia y fluidez, equilibrados por una potencia de 18 kW, lo que hace todo mucho más sencillo para el conductor.
18 Kw = 24,1384, pues vale.
32 Nm , una ktm 690 da 67.9 Nm a 6.000 rpm y una drz 400 s 36 Nm a 5800/min, ahi lo dejo.
10.650€, pues nada, un chollo de moto vamos.
Suzuki DRZ400s
Somos unos "cracks" encontrando pegas a todos los modelos nuevos que salen, con la cantidad de nueva oferta trail que está apareciendo tras largos años de sequía...
A mi esta CRF me parece la heredera natural de la DRZ E, una moto a medio camino entre el enduro y el trail ligero, pero más ligera y con componentes pata negra (suspensiones, chasis, etc..).
Lo de los 26 cv de potencia ya sabéis como funciona esto hoy en día, todas las enduro las homologan capadas y luego el concesionario te la entrega "a tu gusto" no creo que la potencia sea un problema pues.
A priori me parece una gran moto que llena un hueco de mercado en el que no había oferta. El precio, pues lo bueno se paga eso si...
DRZE
Si costase 5000 euros.....
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