The facts.
DescriptionThe whole story▼
Almost everything that wears out on a motorcycle announces itself. Pads get thin, chains go slack, tyres show their wear bars, and the schedule catches most of the rest. Abrasive wear inside an engine is the exception. It proceeds in fractions nobody can see, makes no noise and lights no lamp, and by the time a compression reading records it the cause lies years in the past. The one lever anyone holds over that process sits inside the airbox — which is the honest reason for putting a 14 micron medium into a CFMOTO SR-S 450 instead of an 80 micron one.
Key Features
- Fourteen micron filtration in Sprint Filter's dry, non-woven P14 material
- A rated 1,800 l/m²/sec: flow deliberately traded away for fineness
- Entirely free of oil — nothing to re-treat, nothing that can migrate onward
- Roughly twice the working area of the performance elements it stands beside
- Series airbox, original outline, no adaptor and no change to the mapping
- Cleaned instead of discarded, with two years of warranty from the purchase date
A bill that is presented late
Every other consumable on this machine is priced up front; you know what a set of pads costs before you fit them. Intake dust works the other way round. It is charged to the engine and presented much later, in a form nobody can itemise, and no service book distinguishes a motor that has breathed clean air from one that has not. Whoever buys the fine medium is buying something he will never be able to point at. That is an uncomfortable sort of purchase, and it is worth naming plainly rather than dressing up: the argument rests on where the machine is ridden, not on anything the rider will feel next week.
The choice, reduced to its two positions
Two materials fit this airbox for road use, and the figures separate them. The standard weave works at 80 microns with a rated 5,050 l/m²/sec; the P14 works at 14 microns with a rated 1,800. More retention, less flow, always in that order — no material escapes the exchange, and Sprint Filter does not pretend otherwise. Where the SR-S 450 spends its year decides which is right. Neither alters the other half of the story: no drop-in element makes a standard SR-S 450 measurably quicker, because airbox, throttle body and fuelling were signed off together and a filter does not reopen that agreement.
Care and cleaning
Compressed air does most of the work. Hold the line to the clean side and move it across the material so the load leaves by the route it arrived, rather than driven deeper in. Water is the exception: lukewarm, with a trace of mild detergent, rinsed until nothing further comes away. After that the PM270P14 needs only open air and time — no heater, no hot-air gun, no flame — and it goes back into a dry box untreated. The maintenance sheet is in the Downloads tab.
Fitment & Compatibility
The P14 element for the CFMOTO SR-S 450 of 2024 to 2026, one panel per machine. Three 450-class CFMOTO models carry this code; the 675 range is served by an entirely different number. Confirm your model year against the list on this page before ordering.
DownloadsOwner's manual · brochure▼
FitmentWhich bikes this fits▼
- CFMOTO NK (2024–2026)
- CFMOTO SR-S (2024–2026)
- CFMOTO SS (2023–2026)
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Measure your head circumference about one centimetre above your eyebrows and compare it with the size chart on this page. Between sizes? Choose the smaller one — the padding beds in with use.
Yes — it’s tested and approved to the current ECE 22.06 standard and road-legal across the EU.
Most of our touring and sport helmets are Pinlock-ready and many include the insert. Check the ‘What’s in the box’ section on this page for this model.
Yes — the cheek pads are channelled so the arms of your glasses slide in comfortably.
Take out the washable lining and hand-wash it in lukewarm water. Clean the shell and visor with a soft cloth and water only — never solvents.
Our team will personally help you choose the right gear or part — around 24h for a reply.