For the suspension, it’s hard to quote a universal price.
It can vary according to the service required. Factory
Connection was the choice here simply because we’ve
come to trust them with virtually anything.
MADNESS & METHODS
When all the work was done, it was like the Honda went
to sleep in a field of alien pea pods. It woke up with a
complete personality transplant. You know how the stock
CRF450R gets trash-talked for being a little mild and
sleepy? People say it’s one of those bikes that gives you
what you need and not necessarily what you want. That’s
not the case here. The CRF480 is a mauler. From down
around 3000 rpm to 5000 is the biggest difference; the
bike’s torque is increased dramatically. From 5000 rpm to
8000, the motor gets nasty and downright hard to hang on
to. Above 8000, we don’t really know what happens. We
needed a break by then. With most big bores you lose rpm
on top and sometimes even peak power. The Hot Cams’
cam and FMF Factory 4.1 dualies effectively counteracted
that limitation, so the Honda gained everywhere. It still
seems to taper off on top, but that isn’t because it lost
anything; it’s because it gained so much down low.
The heart of the beast is the 478cc big-bore kit with a 3mm
oversize piston. Three millimeters might not sound like much,
but it is.
Factory Connection did an amazing
job with the suspension. The rear
spring is actually softer than stock.
We’ve ridden a lot of fast motocross bikes. In most
cases, you can hide from the power increase when you
get tired. You simply keep it in the lower part of the powerband where it’s easier to ride. In this case, that’s where
the biggest power increase is, so there’s no hiding. The