Originally, I thought overlanding a CRF450X might be unfeasible but I have had positive reports from a reputable workshop in Dubai which specialises in CRFs regarding their reliability. Their positive experience has come from both enduro racing and riding several thousand kilometers through Africa, Nairobi to Cape Town.

So having left the UAE by bike previously via Iran and then, another time, Jordan, the obvious way left is Oman, Yemen, Djibouti, Ethiopia, Sudan, Egypt etc.

A BMW (my usual road bike) or a CRF450 from Khartoum up to Wadi Halfa? I know which I'd rather be on. So, here's a new thread for prep tips to get this bike in shape and share experience.

I'm not expecting a big rush on this but if you have any advice at all, I'd very much appreciate it. The sort of things I'm thinking of are: sprocket sizes, best oils, optimal after-market tank size, protective hard parts, additional welding, luggage, seat, the usual for any bike, in fact, but specific to a CRF.

Cries of 'don't do it because...' are also welcome.

Thanks for looking, Stephan

I cant remember where i saw it, but i have seen somebody making a kit for these bikes to add more oil capacity and a cooler. You must add more oil if you are going to do this!
Also do these bikes have titanium valves like the motocross bikes? I think you're supposed to change them like every 60 hours or something crazy. Get them changed to steel valves and get a slightly thicker head gasket to lower the compression........and then change your mind and go on the BM, or something less silly.
Seriously though, you'd probably be better on a KTM 450/525 EXC as people seem to be racking up lots of miles on them and theres a bit of knowledge kicking around about what to do to get around the weak bits. PM me for info as ive thought about this myself and have a lot of info.

Good luck

The valves from some of the 4 wheelers fit and are not the titantium. From first hand experience these bikes eat a lot of parts and die. But this is with racers and ranchers riding them. If you have already been this route and want the challenge of keeping a fragile motorcycle running go for it.

The CRFs are really reliable. I know lots of locals who race them without any problems and don't adhere strictly to the Honda guidelines on replacing parts. Frequent oil changes are a must though and they use seperate oil for the motor and the clutch/transmission which would be a pain to carry. However I would have thought an XR650 would be the way to go. Most of the benefits of the CRF ( heavier but still excellent off-road) but a less highly tuned engine and more after market parts for overlanding. Of course you don't get a leccy start but if you got a good deal on a used one you could use the cash saved to put a starter kit on from XRstuff.

The CRF does eat parts as dos any other enduro bike, use the BMW it is a better choice. Considering I change the oil after every race or 2 trail rides, I doubt you would get that far without something going bang. That said, valves are easy to adjust but what about synthetic oil availability??

Not sure on the valves but after every other weekend, either a race or trail ride
they still sound fine. I adjust them once every 6 months and that is it.

If your hell bent on an enduro machine why not an XR400, 1000 mile oil service interval and easy maintenance. A pair of soft panniers for £30, a big tank for £150 and your'e off. If a leccy start is that important get one there £500 here in the UK but cheaper anywhere else.

What I want to know is what passport your under to be able to pass all those borders on a dirt bike? Diplomat? Govt.? Military?

Honda have re-designed the top end/head on the CRF 450 four times since it first came out four or five years ago. The Ti exhaust valves are gone and the seats have been redesigned for toughness. Reliability is MUCH improved over the eary bikes, whose valves did tighten up causing major damage. Several dirt bike riding buddies own or owned these bikes, all X models.

This bike has been a MAJOR embarassment for Honda, probably the first bike in
40 years that caused such problems so early. Reports from local racers say the last couple years have shown no problems with the CRF's, X's or F models in competition conditions.

Having said all that....this is, IMO, NOT a good choice for long distance bike.
Can't carry much luggage, will require frequent oil changes...and even then
the service life of this SUPER hi revving, hi horse power RACE bike (for those who really have no idea what this bike is) will not be long enough to do 1000's of miles across deserts unsupported.

Other good alternatives have been suggested. Here is my list of bikes that are OK in the dirt, reliable, can carry some gear, have some aftermarket support for a better seat or bigger tank. All things you should think about.

1. DRZ400S (S for stronger rear sub frame) Lots of accessories.
2. XR400 (kick start) Not much support for this bike now but stuff still around.
3. WR250R Yamaha (street model, strong rear subframe, bulletproof if a bit under powered. Not much aftermarket...it's just come out)

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Patrick passed Dec 2018. RIP Patrick!

Double AHEM:

My DR650 doesn't eat parts and Stephan failed to mention that his BMW is a K1200RS. No problem riding to Yemen, but after that?

You can just about forget changing gear oil. A voyage is not a race. You can also stretch the engine oil change intervals a long way.

Depending on how much luggage you carry you may need to reinforce the subframe. I think it's a single-seater, no? Forgot to look, I was too busy rding when we were in the dunes. Mega fun!

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Cheers,
Peter.

Europe to NZ 2006-10