This is the magic button. However, Honda’s electric start kit does not come with the wiring loom that it attaches to—which
takes all the magic away. You have to order the wiring loom and the battery separately.
You can leave the kickstarter on the bike when you install
the electric starter. We removed ours and blocked the hole.
be? AGM batteries have woven glass mats between the
battery plates. AGM batteries contain only enough liquid to
keep the mat wet with the electrolyte. They are non-spillable,
deep-cycle, low-self-discharge batteries that can be mounted
in any position, including upside down. They may be lighter
than a normal lead-acid battery, but they are not as light as
the lithium-iron phosphate batteries that KTM uses. We chose
it because we were unsure how much energy the CRF450
would need to start on a cold day—and we didn’t want to
come up short on cranking power.
LITHIUM-IRON PHOSPHATE BATTERIES: Lithium-iron phosphate batteries (also called “LiFePO4” or “LFX”
batteries) are the best choice for riders trying to save weight.
Don’t confuse a lithium-iron phosphate (LFX) battery with a
lithium-ion battery (more specifically, a lithium cobalt-oxide
battery). Lithium-ion batteries are most commonly used in
computers, cameras and phones. A lithium-iron phosphate
battery has a higher resistance to thermal runaway, longer
calendar life, quicker recharge rate, five times as many
available discharge cycles, a higher peak-power rating and
costs less than a lead-acid battery. But, the most important
fact about LiFePO4 batteries is that they are light. They can
easily save 3 pounds over a lead-acid battery. In time, we
will switch from our AGM battery to a lithium-iron phosphate
battery to save weight.
WEIGHT: The 2017 Honda CRF450 hits the scales at
233 pounds without fuel in the tank. Honda’s optional electric-start kit will add anywhere from 7–10 pounds (depending
on which battery you choose to run). In the simplest terms, an
electric-start Honda CRF450 will weigh at least 240 pounds.
CLUTCH LEVER: The Honda kit comes with a new
clutch perch that is equipped with a micro-switch that will
not allow the electric starter to turn over unless the clutch
lever is pulled in. This seems to be a lawyer-driven concept—
out of fear that errant riders will launch themselves through
garage doors by accidentally hitting the start button. But, if
you want to run an aftermarket clutch perch, this is a problem. If you must run your favorite clutch perch, you can splice
the two wires going to Honda’s micro-switch clutch perch
together to bypass its cut-off switch. It should be noted that
KTM electric starters are always on.