Project ARS-FX Axis Honda XC450R

By Joe tolle
Rider Chris Earlywine

It’s capable of winning championships — and we can prove it
Months ago, we took ATV Scene.com’s Project XC450R to Big Rock ATV Park in Masville, KY.

Last week, our test rider Chris Earlywine called to ask if there was still time to do a revised personal interview with him so he can better explain his impression of the machine.

This came as sort of a surprise as Chris, who loves riding for the camera, tends to shy away from interviews. Why was Chris so inspired to talk further about this 450R project? Simple, since our test ride, he has ridden our XC450R to a 28 point lead in the +30 class, heading into the summer break of the GNCC series and he has lots to say about it.

Why The R?
Prior to 2006, the R was a kick start only machine, giving it a bit of a disadvantage to the YFZs and built Z400s, with the GNCC series dead engine starts. For 06 Honda changed that by offering the R in either kick or electric start models. Another big change for the Honda was a plethora of motor updates that gave the R the hottest performing power plant in the high-performance ranks. With Honda’s new motor setup, it takes far less to make the motor competitive, where as the 05 and 04 models took some extensive modifying to wake them up. With the advantage of electric start and the motor’s ability to produce good power without being extensively modified, we expected the Honda to have the ability to get off the line quickly and with less mods going on inside the engine — the R should do a good job of holding together during the long GNCC series.

One other advantage that the R has is its frame geometry. The Honda has some rake to the front A-arms, where as, the YFZ’s arms are mounted almost parallel to the ground. Having a few degrees of rake allows the Honda’s suspension to react better to small front end impacts such as roots, rocks and small fallen trees. Another small change that paid off big for the R is Honda’s updates to the transmission. First and second gear were extremely far apart on the 04-05 models, making proper gear selection difficult for those extremely slow trial sections. For 06, the gap between first and second were closed – making low gear selection easier and the run through the gears less of a gap.

The Frame Game
As with most machines that we build for pure racing applications, we started this project by tearing the machine down to the frame. The frame was stripped and inspected for flaws before Precision Powder Works powder coated it black. Unlike the motocross bikes that we have been built in the past, we did not install a gusset kit. We felt that since this machine was not going to see a lot of motoscross track time, gusseting might be overkill. Half way through the Cross Country season, the frame is still holding up strong with no cracks or stress marks to be found.

Motor mods made easy, Rossier to the rescue
As we mentioned before, the 06 Honda received a lot of motor updates. Since Honda did so much to pump up the R in 06, we decided to keep motor mods to a minimum for better reliability. Off went the Honda’s restrictive stock exhaust and on went a complete system from Rossier Engineering. The Rossier system features a brushed stainless steel head and mid pipe and the silencer is available in either a black or brushed aluminum finish. To better match the color scheme we had chosen for our R, we decided to go with the black one. The systems fit was precise with no tweaking or bending necessary to line things up properly.

The Rossier silencer has a machined turned down end cap to help muffle sound a bit, but listening to the pipe it sounds pure motocross. We originally had some concerns about the systems ability to pass the sound test at the GNCCs, so we ordered our Rossier system with the optional SuperTrapp disk setup, which can be added to the end of the silencer in case the standard system proved to be too loud. Thus far, we have had no problems passing sound check. Other than the exhaust, we installed a PC Racing pre filter on the TRX stock air filter and that’s it.

The 2006 450R responds much better to motor mods than previous years. Rossier Engineering’s 304 stainless steel head pipe and aluminum exhaust wake up and smooth out the stock 450R’s power delivery. The machine can be lugged in the woods and Chris Earlywine says no one is pulling him in the wide open sections either. With performance, looks and durability, Rossier builds a truly high quality high performance exhaust.

Superior Suspension Components Chassis
There are literally dozens of aftermarket companies building chassis components, but only a few are good enough to be considered the best. In the world of XC racing, ARS-FX is one such brand. ARS-FX components are a joint venture between Custom AXIS original founder Mike Halloc and snowmobile fanatics turned ATV Junkies, Z Broz Racing. Their goal in working together was to combine Custom Axis Suspension with some of the most trick chassis components ever produced. Their goal in the end is to offer a truly complete top of the line suspension package. We feel they’ve more than accomplished this goal.

While all of their components are trick, perhaps the most innovative are their A-arms. Gibson may arguably be the creators of the reverse gull wing style A-arm, but ARS-FX took it to the next level by refining the shape of the arm for maximum ground clearance. ARS designed their arms with most of the turn down outside of the shock mount, allowing the most ground clearance over the greatest width possible. This really comes in handy when traversing deeply rutted terrain commonly found on the GNCC circuit. Their well thought out design has made them the standard by which other A-arms are compared in the XC world and it’s no wonder that they are one of the most imitated A-arm designs ever.

Widened, lowered and lengthened — thanks to ARS-FX, our complete project makes tough off cambers like this easy.

Working with their 5.3 series linkage, ARS-FX rear end provides more wheel travel and far better suspension than the stock R. Needless to say we were extremely impressed. ARS-FX +1 inch XC A-arms are constructed of 4130 chromoly. The lower arms feature 1 1/8 inch oversize tubing with a wall diameter of .095 inches for greater strength and rigidity. The arms come in wrinkle black powder coat only, but can be ordered raw if you would like to have a different finish applied.

As with the arms, the ARS’ + ¾ inch chromoly swingarm is a work of art. Our first impression of the component was that it looked heavy duty enough to be a chassis component on one of the Army’s land mine removal machines. This overbuilt monster features huge gussets on the top which extend from either side of the rear shock back. It is one of the gangliest looking swingarms we have ever seen, yet it is not as heavy as you would expect. We have also been informed that their next generation of swingarms, now available, weigh three pounds less yet look relatively identical.

Looking closer you will notice ARS-FX patent pending chain tensioner. According to ARS the stock Honda has trouble keeping constant tension on the chain. With a long travel linkage this becomes a bigger problem as the chain can derail or break under full compression. ARS-FX built in chain tensioner helps eliminate the chances of a chain derailment or breaking, by keeping the chain under constant tension throughout the suspension stroke.

The final piece from ARS-FX is there 5.3 Series Linkage. ARS-FX told us that the biggest advantage of this linkage is that it combines a good motion ratio with a longer shock and more ground clearance than the stock linkage. For casual trail riding, Honda’s stock shock linkage and shock do a decent job, but when you run at race pace, the rear shock has a hard time keeping up.

Thanks to Honda’s stock rear shock and linkage setup, the rear shock is controlling a lot more wheel travel for the last 30% of its stroke. When you are rarely accessing this part of your wheel travel, the rear shock can keep up, but at higher demands of racing where you use all of your wheel travel on a regular basis, the stock shock winds up heating up and fading. The ARS linkage cures this problem by maintaining a more constant and ideal motion ratio between the rear wheels and the rear shock. What’s more, the use of a longer Custom Axis rear shock allows the shock to compress slower as the suspension goes through its travel. Combine this with the shock’s larger oil capacity and you have a recipe for some consistently cool running rear suspension.

In spite of the fact that ARS-FX uses a rear shock that is 2.5 inches longer than stock, they managed to increase ground clearance from the linkage throughout the suspension travel. Another cool trick we haven’t seen on any other rear linkage, is the ARS linkage skid plate. This functional design helps keep you from getting snagged or picking up unwanted trail debris.

2006 450R Steering Issues SOLVED
Although we didn’t notice it at our initial test last year at Washougal and no one complained about it at the Maxxis 12 Hours of ATV America Sport Shootout last year, Chris Earlywine had some issues with the steering of the 2006 450R. The first time he rode the machine in stock trim, he complained about the machine having a tendency to push in the turns. According to Chris, “Due to the new design of the 06 hubs, when you turn, the inside wheel turns too far – causing the front end to push.”

Without it, the air box would get smashed.Looking for a solution, Chris contacted ARS-FX. He found out that this was also a problem that Chris Borich had to deal with. The solution was simple, switch out the 2006 front hubs and spindles for ones off the 2005. If you notice an issue with the machine pushing, this is your solution, just make sure you specify which year spindles you are running when you order your ARS-FX A-arms – as they require different tie rod lengths.
To widen the rear of our machine Chris Earlywine insisted that we use a DuraBlue X-33 axle. While he allowed us to pick and choose components at random for his machine, this is one component that he insisted on. The DuraBlue X33 features a pin drive system instead of the standard splined axle and hub setup. After a while, the splines begin to crush allowing for imperfect fit between the axle and the hubs causing wobble. With the X-33 the hubs slide onto the end of the axle and are held in place by a pin that runs through the hub and the axle where they are bolted together. There are no splines to crush so the X-33 provides a wobble free operation for life.

Furthering the strength of this axle is the fact that it does not taper down where the hub attaches. Where the axle tapers down to the smallest diameter is where it is the weakest, thus that’s where most axles bend. With its constant diameter, the X-33 has no inherently weak point. No it’s not indestructible, but it is quite strong.

Suspension
Front suspension never had it so good. Since the ARS-FX chassis components were originally built to work with Custom Axis suspension, we knew who to call for shocks. According to ARS-FX, Custom Axis already had specific build information that they developed cooperatively in order to make sure their customers have a complete top of the line suspension system that worked right out of the box with minimal adjustment.

After a brief conversation with Axis, we had a complete set of their new piggy back shocks on the way.

When we first opened the box we were a bit surprised. According to ARS-FX they have their suspension specked with triple rate springs up front with a dual rate spring setup in the rear. They say that even with their linkage, it was necessary to go with a dual rate setup out back on the Honda to make the suspension travel as smooth as possible. What was in our Custom Axis box was a set of their new piggyback titanium sprung fronts with a single rate rear. Before we contacted anyone, we decided to give the shocks a try and see how they performed.

Other than the discrepancy that we noticed between ARS and Axis setup, the new Custom Axis shocks look quite trick. The new piggy back fronts now feature both high and low speed compression and rebound adjustment, giving experienced racers the utmost in tuning ability The rear shock is a remote reservoir unit, “for clearance purposes” that features high and low speed compression and rebound adjustability.

Important Shock Suggestion
The original specs developed between ARS-FX and AXIS call for triple rate shocks up front and a dual rate shock in the rear. What AXIS sent us was their new high and low speed compression and rebound adjustable shocks with dual rate titanium springs up front and a single rate titanium spring in the rear. When we installed them they were far too rigid and especially stiff for woods racing. Finally, we sent them to ARS-FX where they ditched the titanium springs which originally cost us an extra $200 and converted them to their original specs for an additional $400. When ARS-FX got finished they performed flawlessly. Bottom line, buy your AXIS shocks from ARS-FX, you’ll save $600 and get the right setup the first time around.

Armor Worthy of a Pro
To equip our Honda with the necessary protection to battle its way through the rocks, roots and ruts, we contacted Pro Armor. Pro Armor builds virtually everything you need to make your machine more durable and it’s the choice of Pro XC racers Bill Ballance and Chris Borich.

For the front of our machine we chose their classic aluminum Racing Bumper. With our ultra expensive Axis shocks on board, we really appreciated the upper tube of the bumper that keeps the shocks remote reservoirs somewhat protected. To help us lift the machine out of the deep mud holes that it will encounter on the GNCC circuit, we installed a Pro Armor Pro Race rear grab bar. The unit has a unique v shape to it and is plenty wide offering lots of leverage for quad wrestling.

To protect our newly powder coated frame, we installed Pro Armor’s Full Chassis Armor. The skid plate is constructed of aircraft quality aluminum and features recessed areas for the skid plates hardened bolts. This is a great design as it keeps your mounting hardware from becoming damaged while traversing rocks and logs. Protecting our swingarm is ARS-FX stainless steel chassis skid plate. The ARS unit is designed specifically for their swingarm and is tucked away nicely with no large protruding sections that could become snagged on a trail obstacle.

While not every XC racer uses nerf bars, we think they are as important in the woods as they are on the MX track. Not only to they help keep other riders wheels away from your legs, they also help keep you from snagging your rear wheel on trees as you rail tight turns. What’s more, they provide more leverage when rocking the machine out of deep mud holes. We mated Pro Armor’s Sport Series aluminum nerfs to a set of Roll Design foot pegs to fill our need for foot protection. While Pro Armor’s Sport Series aren’t as feature packed as their higher end Fat Peg nerfs, they are still extremely strong and actually offer more ground clearance than their Fat Peg nerfs.

Pro Armor’s Sport Series nerf bars are extremely strong and provide more ground clearance than some of their race peg nerfs. In case Chris gets his machine hopelessly stuck in a mud hold, Pro Armor’s Pro Race grab bar provides plenty of leverage for ATV mud wrestling.

Wheels, Tires and Balls
For our wheel and tire setup we chose a set of carbon fiber Hyper Technology beadlock wheels wrapped in Kenda Klaw XC tires front and Kenda Knarly XC rear. The six ply Kenda tires have proven to be puncture resistant and we have always enjoyed how well the Knarlys hook up in a variety of riding conditions.

Tire Balls became famous among the GNCC elite for their ability to prevent your tires from going flat even if you rip or tear a hole in them. Inside your tire, the individually inflated cells pressurize the tire and give it shape whether there is air inside the tire or not. Even if you somehow manage to damage one of the tire balls and it goes flat, the other cells remain inflated keeping your tire on the rim and your machine in the race.

Beyond their reliability attributes, Tire Balls actually improve your machine’s ride quality and traction. We set up our 450R with zero air pressure in the rear tires and two pounds of pressure in the front in order to capitalize on these attributes. While they are expensive, you need every advantage you can get when you’re running for championships.

Controls
For cross country racing, you would be hard pressed to convince us to run anything other then Fasst Company Flexx Bars. These hinged bars work like small shock absorbers for your arms. Their shock absorbing characteristics can be either stiffened or softened by installing different sets of rubber bumpers that come standard with the bars.

Swapping out the rubber bumpers can be done in a matter of minutes. We chose the yellow, “softest” bumpers for our machine. For two hours of tree dodging we are all about the plush ride.

To protect our hands we installed a set of PowerMadd Star Series hand guards with their unique Star Series Hand Wrap. The Star Series hand wrap can be run with only the hand guards installed, or with the loop back for extra strength. While we cannot imagine ourselves actually removing the hand wrap setup once it is installed, it’s an inexpensive add on that gives an extra bit of function and versatility. We expect such cool designs from PowerMadd and this Star series hand guards with hand wrap setup delivers.

 A Sexier R
We wanted our machine to get attention while strolling to the starting area, so we decided on a few choice cosmetic upgrades. First, we had to give the machine enough fuel to go the distance, so we installed a large 3.9 gallon fuel tank from Clarke. Next, we shelved the machine’s stock plastic and installed a set of yellow front and rear fenders. A black hood from FullBore caps off the body work.

The FullBore plastic we used was actually designed for the 04/05 450R and took some retrofitting of the rear fenders to make fit properly. FullBore is currently in development of a new rear fender for the 06/07, bit it is still some time out. Once you uninstall your headlights for racing, the R’s stock hood looks goofy. The FullBore hood definitely takes care of that problem, but once you install it, be aware that you can no longer install your machine’s stock headlights even if you want to go on a night ride.

To wrap our new plastic, we chose UpDog’s Diamond Plate graphics kit. These graphics can be ordered in different colors; however, we decided to stick with their standard red color. The graphics are constructed of heavy duty 20 mil Tough Tech vinyl and feature a super sticky 3M brand adhesive.

The kit covers both sides of the hood and the most forward part of the rear fenders – where your boots rub and all the way up the ventilated tank cover. The kit took some trimming to make fit perfectly, but once applied a cool personable look is obtained.

 Ironing out the wrinkles
While most of our projects on ATV Scene go pretty smoothly, this one was not without incident. The first issue we ran into was starting. The machine would turn over, but never seemed to want to fire up quickly. In order to try and cure this problem, we first ditched the machine’s stock battery and replaced it with an Odyssey Jell Cell with 540 cranking amps, compared to the stockers 45 cranking amps. Unfortunately this still did not cure the problem. Something in the clutch assembly was not fully disengaging. While we never pinpointed the problem, after replacing all of the components with new OEM parts, the dragging issue was cured. Now our R fires up better than new.

The other problem we ran into came with the machine’s suspension. We initially planned on testing the machine just before the beginning of the GNCC series in Georgia, but the Custom Axis shocks were actually too stiff for the track at Echeconnee Motocross Park, so there was no way it was going to work in a woods environment. Scratch test one.

Upon Arriving at round one of the GNCC series in Ocala Florida, Chris took the shocks to the Axis’ mobile tuning truck and explained the problem. After allowing Axis to go through the shocks they were definitely better, but still overly stiff, even for Ocala’s whooped out course. Chris had a rough ride through round one.

Upon returning home, we decided to contact ARS-FX regarding our stiff suspension. ARS first indication that we had a suspension problem was the single rate spring rear shock. According to ARS, “While we are able to make the YFZ work with a single rate rear with our linkage, due to the upper shock mount location on the Honda, we have to run a dual rate spring on the R in order to make the rear suspension work properly.” Our shocks were immediately loaded onto a UPS truck and shipped to ARS-FX in Utah.

While we do not have specifics on Custom Axis setup, ARS-FX made quite a few changes to our shocks. After changing the shocks internal valving, the rear shock was switched to a dual rate spring and the fronts were converted to a triple rate setup. We will let the cat out of the bag now by telling you that once ARS-FX set up the shocks they worked extremely well but we are a bit concerned about what the consumer would have to go through to get to this point.

Once ARS-FX got done setting up our AXIS shocks our 450R gobbled rocks, roots, and small XC style jumps with a forgiving plush ride. Its no wonder Chris Earlywine can ride this thing wide open for two hours straight. We can’t imagine a better ride.

 Half Season Later
One half season later our machine enjoys a 25 point lead in the plus 30 class heading into the last half of the GNCC series. How did Chris do it? Since our Honda is still a hesitant starter, Chris has had to battle his way back from a poor start at nearly every event this year. Chris credits the machine’s combination of smooth power and handling for his ability to work his way through traffic so effectively.

Even though the motor is stock with the exception of a Rosseier Engineering exhaust, Chris feels that he gives up nothing to his competition. As opposed to delivering more power in any one part of the R’s power, Rossier’s system gives a good increase across the board. Along with the extra power on tap, the exhaust seems to have smoothed the power a bit by helping minimize the jittery feeling at the low end of the RPM range on the 06 R. Undoubtedly, the boost of usable power provided by the Rossier system is a major asset to this cross country racer. When we asked Chris if he felt under powered compared to any of his competition he replied, “I can keep up with anyone in the woods and no one is pulling me in the open so if they are paying to have their motors built, they must be wasting their money.” As you can see, Chris definitely digs the Rossier Engineering system.

The front bumper provides great protection for the front of our frame and extends up top to help protect the reservoirs on our expensive AXIS shocks. Underneath their full chassis armor works in conjunction with the bumper to provide seamless undercarriage protection. In addition the skid plate’s recessed bolt holes protect the heads of bolts while traversing rocks and logs. In the handling department they don’t get much plusher than this R. With the Axis shocks dialed in by ARS-FX the suspension system is nearly flawless. The shocks absorb anything you throw at them. From small roots and creek bed rocks to the occasional jump these shocks are dialed for the varying obstacles encountered by woods racers. Whether you are accelerating or braking, the suspension does a phenomenal job of keeping all four wheels in contact with the ground which keeps you in control of the machine at all times. The only criticism Chris had about the shocks was due to a bit of body roll. “These things are so plush in the initial travel that it allows the machine to roll a bit in the turns. While its not a big deal now, if I were to return to the pro class I would have to stiffen up the front shocks a bit in order run at a pro pace through the turns. For now, it’s not worth the trade off in ride quality.”

Working with the suspension to make the Honda handle are ARS-FX chassis components and DuraBlue X-33 Axle. Along with the linkage which plays a big role in making the rear suspension work better, the reverse bull wing style A-arms let the machine slip through deep ruts that would leave standard or gull wing style arms dragging. Keeping in line with their rugged appearance, they have proven to be extremely tough.

In any given GNCC race you will encounter everything from hard packed conditions to quad swallowing mud pits. Our combination of Kenda Klaw fronts and Kenda Knarly rear tires have proven themselves in various conditions but the addition of Tire Balls have truly taken the machine’s wheel and tire performance to the next level. Running little to no tire pressure in our machine, Tire Balls individually inflated cells allow for better shock absorption and more traction with less bounce than running tires with low pressure alone. Of course, Chris has had zero problems with a tire going flat since he is running Tire Balls.

Adding even more comfort to the machine is ARS-FX anti anti-vib steering stem topped with Fasst Co. Flexx Bars. These bars reduction in fatigue are truly like icing on the cake. Even with the machine’s superb suspension and the anti anti-vib steering stem, the Flexx bars with their softest elastomer bumpers installed, filter out any remaining jarring that might be transferred to the rider’s hands. When you’re not fatigued it’s much easier to charge for two hours.

In the end, the additional smooth power provided by Rossier Engineering, combined with what could prove to be one of the smoothest handling woods machines ever constructed have given Chris Earlywine an awesome advantage over the competition. No matter how hard you ride, this machine is happy to deliver with a hearty handling and motor package that can wear down the competition without wearing out the pilot. Combine that with the durability of the ARS-FX chassis components, the flat proof security or Tire Balls and the superb construction of Pro Armors Protection and our project 450R is one machine that’s tough to beat. You don’t have to take our word for it, – Chris Earlywine’s results this year speak for themselves.

Specs and Cost List

Modification	Manufacturer	Price	Product Rating	Cust Serv Rating	Contact
Machine	2006 Honda TRX450R	$6,899
Motor		$446.95
Exhaust	Rossier Engineering	$434	5	5	rossiereng.com
Filter	Stock With PC Racing Pre-Filter	$12.95
Drivetrain
Chain	stock
Sprockets	stock
Chassis		$3,585
Frame	Precision Powder Works, Powder Coated Gloss Black With Metal Flake	$275	5	5
A Arms	Ars FX XC Series +1in	$1,095	5	5
Swingarm	Ars FX +3/4in Includes chain tensoner and all other necessary hardware	$895	5
Linkage	Ars FX 5.3 Series With XC Linkage Skid	$370	5
Steering Stem	Ars FX +1in With Anti Vib Clamp	$350	5
Axle	DuraBlue X33 With Pin Drive Hubs	$600	5	5	durablue.com
Suspension		$3,320
Front Shocks	AXIS Pro Package. Dual Rate Titanium spring, Hi/Low compression and rebound Adj. 12in wheel travel	$1,995	3	4	customaxisshocks.com
Rear Shock	AXIS Pro Package. Single Rate Titanium Spring. Hi/Low Compression and Reboung Adj. 12in wheel travel	$1,325	3
Steering Damper	GPR
Brakes		$163.90
Brake Lines Front	Moose Racing	$116.95
Brake Lines Rear	Moose Racing	$46.95
Wheels/Tires		$1,758.30
Wheels F	Hiper Technology Beadlock 10inx7 4/1 Offset	$364 set of 2	5	5	hiper-technology.com
Wheels R	Hiper Technology Beadlock 9inx9in 4/5 Offset	$394 set of 2	5
Tires F	Kenda Klaw 22x7x10	$145.50 set of 2	4.5	5	kendausa.com
Tires R	Kenda Knarly 21x11x9	$175 set of 2	4.5
Anti Flat Mechanism	Tire Balls	$679.80 for 4 wheels	5	5	tireballs.com
Controls		$388.85
Hanclebars	Fasst Co. Flexx ATV Bend	$299	5	5	fasstco.com
Hand Guards	Powermadd Star Series with Star Series Hand Wrap	$34.95 handguards $39.95 wrap
Grips	Pro Grip	$14.95
Aluminum		$895.70
Foot Pegs	Roll Design W Kick Up	$199.95	5	5	rolldesign.com
Nervf Bars	Pro Armor Sport Series	$189.95	5	5	proarmor.com
Front Bumper	Pro Armor Racing Bumper	$125.95	5
Grab Bar	Pro Armor Pro Race	$79.95	5
Chassis Skid Plate	Pro Armor Full Chassis Armor	$119.95	5
Swingarm Skid	Ars FX, Stainless Steel,For use with their swingarm	$99.95	5
Body/Plastics		$1,594.90
Fuel Tank	Clarke 3.9 gallon	$195	5	5	clarkemfg.com
Quick Fill system	Clarke Fast Gas Sygtem	$413
Front Fenders	FullBore Includes Tank Shrouds	$299.50	4.5	5
Rear Fenders	FullBore	$299.50	4
Hood	FullBore	$99	5
Graphics	UpDog Diamond Plate	$89.95	4.5	5
Number Plates	UpDog  Custom Numberplates	$28.95	5
Seat Cover and foam	Quad Tech Hump Seat	$170
TOTAL		$19,052.60

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