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The CRF450L, Adventure Superlite value for the rider. For Adventure riders and Dual Sport riders, the experience is what counts. Being capable of circumnavigation as oppose to circumventing the trail is a premium choice. We’ve all wanted that 6th gear, that FI and to be the heavyweight on the lightweight do it all bike. Honda has upped the game, by advertising a Motocross bike that’s a dualsport bike that you won’t need a truck or a trailer to ride. And that bike is the 2019 CRF450L. Battle born from the CRF series R and X, with as many attributes as possible form the world famous, Baja winning pedigree. As the first CRF to be dubbed street legal, with a smooth linear 6 speed transmission and a smooth delivering fuel injection on top of the CRF450R suspension spliced with a vibration dampening drive train and urethane filled vibration dampening swing arm and foam lined side cases, it’s as smooth on road as it is at home soaking up rocks and bumps off road. At first glance, it resembles a CRF450R with lights. When you grab the bars to mount up, it’s surprisingly feels like a CRF450R. And while riding to the trails, you can feel the time and science Honda put into the vibration dampening development. Once on the trail, just about all dualsport disappears and the CRF pedigree comes to life. Here in SoCal and Baja we get just about every type of imaginable terrain. And a ton of sand. Matter of fact, if we get hard pack or rock steps, most likely we traveled through deep sand to get there. And the 450L is as nimble in sand as the R or the X versions. With a highly detuned motor and extra rings on the piston for longevity, it’s a compromise that will keep you riding to and from the trail, while keeping that upcoming rebuild at bay. Touted to go 20,000 miles before the first rebuild will be encouraging to keep that throttle twisted and life behind bars a joy. With 4,500 miles in the first four months with only one valve adjustment, I’m very pleased to know that this CRF is like the other CRF’s that paved the way before. At 13,000 plus in the first year with no issues. 90% on dirt. I pretty much went through the OEM stock chain just shortly after wearing out the OEM rear tire. For replacement, I went with a DID X-Ring chain and the stock Cush drive sprockets. The stock steel Cush sprockets were surprising a value priced alternative to aluminum aftermarket. I went for longevity now less rotating mass. Stock tires. The IRC tires were very welcoming to the local twisties found here in the SoCal canyons that weave their way towards our local fire trails that bridge the gap to the open desert via the surrounding mountains of San Diego. We are truly blessed to have the best overall variety of terrain found anywhere.