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His insatiable thirst for life is only surpassed by his monthly fuel bill. Whether rocketing on land, flying through the air, or jumping the seas, our Associate Editor does it all and has the scars to prove it.
Motocross. It’s arguably one of the most hardcore sports in the world. Think about it: You’re in control of a 200-plus pound machine pumping out close to 50 horsepower on fat knobby tires. With that kind of power not only do you have the ability to exceed any posted speed limit, you can do it while barreling towards a massive dirt lip. Enjoy the view from 40 feet in the sky before the cutting-edge suspension absorbs the landing back on earth – like it never even happened. Without a doubt, riding a modern day motocrosser is as close as it gets to flying on two wheels.
And for 2009, it’s perhaps easier than ever for you to achieve your childhood ambitions of dirtbike stardom. Well, maybe not, but rest assured the only limiting factor that separates you from podium glory is in fact, you the rider, because all four of today’s candy-colored 450s are excellent. Yet the question remains—which one is the best?
Our testers wasted no time in pounding out the brutal laps at Racetown 395. None of the Japanese offerings in 2009 will disappoint.
The original four Japanese suspects return for this year’s comparison and two of them – the Honda CRF450R and the Kawasaki KX450F – are all-new from the wheels up. Although the Blue guys didn’t completely revamp its rider-friendly YZ450F platform, they still brought an updated gun to this year’s fight. Last year, the Yellow squad was the first to market with the electronic fueling wonder, known as fuel-injection. But delays held-up the machine’s original release which meant they were the last ones ready come shootout time. This year, Suzuki’s got everything sorted and is returning with their now tried-and-true RM-Z450.
To find out how each of the bikes stack up against each other, we assembled the widest possible skill range of test riders, snagged one of the best photographer’s in the dirt bike scene, and moseyed on out to Adelanto, California, to put in some serious motos at one of our favorite motocross tracks in Southern California: Racetown 395. So grab a Red Bull and pull up a chair because we’re going for a flight, err… I mean ride.
Special thanks to the staff at Racetown 395 for the awesomely rough track prep. Also, big thanks to Dirt Digits for making the bikes look so good. Gratitude is also owed to GoPro cameras for enabling us to capture some great riding footage. One last thank you is in order to Mickey Cohen Motorsports who were very generous by allowing us to hog their dyno for hp and torque figures. Thank you to everyone!
If you’ve never ridden at Racetown 395, then you’re in for quite a treat. On a typical morning, the track is as smooth as glass. But for us, in the name of testing, we ordered Racetown 395 extra-rough-style, and they delivered.
And so does this year’s 2009 RM-Z450. The Suzuki feels just as good as it did last year and is still on par against its rejuvenated competition.
Our testers all noted the Suzuki's cornering ability, though some praised it higher than others. The aggressive entry was met with mixed reviews.
“The Suzuki turns really well,” stated Brazilian Supercross rider and MotoUSA tester, Scott Simon. “The front tire bites into corners and it makes it easy to get into a corner quickly.”
No doubt, it’s sharp handling attributes are by design as the Suzuki’s 25-degrees of steering rake is the most aggressive of all four bikes, including the reworked nose-low, tail-high Honda (26-degrees). Yet other testers weren’t that impressed by the Suzuki’s handling.
“It just seemed a bit heavy in the front,” said pro level rider and Racetown ace, Jared Minor. “It just didn’t feel as planted compared to the other bikes.”
“Overall I liked the way the Suzuki handled, especially in the fast stuff as it was really stable. But its downfall, for me, was that it wanted to stand up in tight inside ruts,” explained MotoUSA’s regular test rider, Matt Armstrong.
Although our testers had mixed feelings about the RM-Z’s handing, all praised the quality Showa suspension components. While both the fork and the shock aren’t the plushest in this moto quartet, action and response are amongst the best.
Showa and Suzuki have a good working relationship. Suspension was suitable for our wide range of physical size and riding ability.
Even though the stock suspension settings were stiff for Armstrong’s 30-pound lighter body, the Suzuki’s suspension offers enough range of adjustment for lighter riders, like him, to get comfortable.
“Out of the box the suspension was a little on the stiff side,” said Armstrong. “But at the same time it was progressive feeling and had excellent action—especially on big impacts. Initially the bike wanted to jump around on the small bumps, but as soon as I softened the compression on both ends it was noticeably better.”
On the ground the Suzuki masks its 250-lb mass well, but when you’re trying to hang it out in the air, you can definitely feel the extra weight.
“The biggest complaint I have on the Suzuki is how heavy it felt in the air as compared to the other bikes. It isn’t bad in the corner, it actually feels pretty compact, but, coming off jumps especially, it just felt heavy like when I was scrubbing or whipping it,” said Simon.
The smooth, usable power puts down fast lap times, but of the EFI trio, the RM-Z is the most difficult to get started.
Last year, Suzuki’s fuel-injected 449cc DOHC Single impressed us with its rider-friendly powerband and its impeccable throttle response. And once again all of our testers agreed that its power delivery is perhaps the easiest to access out of the three fuel-injected bikes.
“The motor ran great,” stated Simon. “But it didn’t quite feel as fast as the Kawasaki. Still, it actually made it a lot easier to ride though, because, you could ride it closer to its potential and it’s more fun that way anyway.”
Armstrong comment’s echo Simon’s impression: “The powerband on the RM-Z is really smooth. Plus the bottom-end power felt snappy. It just makes the bike really easy to ride.”
Looking at the dyno chart confirms Armstrong’s assessment. Although all three FI bikes are on par with each other, the Suzuki has the most grunt off idle, which can be especially helpful when you’re gathering speed to clear an obstacle out of a tight stop-and-go corner.
While we were all impressed with the Suzuki’s engine performance out on track, in the pits it isn’t the easiest to start. Two kicks minimum. And sometimes three or four kicks are required if you don’t have the piston at TDC. And despite the RM-Z being endowed with EFI, it still employs a carburetor-like fast idle/choke switch on the throttle body as well as a hot start, whereas the Honda and Kawasaki do away with both.
Problems with Suzuki’s drivetrain were few and far between. Although Minor claimed that the bike popped out of out gear once or twice, other test riders never encountered such a problem and we’re more than pleased with its versatile gearing and light and progressive-feeling clutch.
Another plus was the RM-Z’s narrow seat, Pro Taper handlebars, and extra-wide footpegs, combining for a very intuitive riding position. Controls and levers are placed at a natural distance for all of our vastly different sized riders and help promote confidence allowing the rider to extract full performance out of its sharp chassis.
Just like last year, the RM-Z remains an exceptionally versatile bike, yet nothing it really does stands out as being the best, making it feel a bit lackluster when ridden back-to-back with the other three offerings.
When you’ve got a bunch of high-power 450s throwing dirt around at popular moto tracks like Racetown, conditions can get rough quick. So one can only imagine how much gnarlier it is the day after with zero track prep. And this is the exactly the kind of situation in which you want to be aboard a Yamaha, because when conditions are at their foulest, the YZ450F is at its best.
Charging on the Yamaha is easiest in the rough stuff. As in years past, the Kayaba suspension is ridiculously smooth and forgiving.
“Without a doubt, the suspension is my favorite thing about this bike,” said Armstrong. “The fork is super plush and soaks up everything in its path.”
“Cadillac. This bike is the Caddy of the lot,” said Simon. “The fork and shock were just really plush feeling and soak up everything, high- and low-speed, doesn’t matter. Definitely the most forgiving suspension out of all the bikes.”
In addition to the Yamaha’s outstanding suspension compliance, once you set rider sag (between 102-106mm), you’re not going to need to make a whole lot of adjustments, as the baseline suspension settings out of the box suited our group well. Throughout the day our Yamaha tech had to have been bored out of his mind because none of our testers felt the need to make nearly any adjustments.
Although the ’09 YZ450F benefits from a new swingarm, rear suspension linkage, and rear hub, we couldn’t notice a difference. What we did perceive however, are the same mild-mannered handling traits we enjoyed on last year’s bike. Although the Yamaha isn’t the sharpest turning, it does turn well and never catches the rider off guard. Add in the unflappable chassis and high level of stability and it seems nothing can faze the Yamaha.
The YZ450F is fairly mellow in the corners, but it loves going in deep and using its big set of brakes to get slowed down.
Simon’s comments echo Armstrong’s observations: “I think they have some improvements to do [Yamaha]. The bike just doesn’t like to get down in and lay over when cornering in super rutted and tight sections. What I really like though is how good it is in the flat corners. It flat tracks really well.”
Even though the Yamaha isn’t the best in the really tight stuff, rushing into the corner was an area in which all of our testers really appreciated the Yamaha’s strong set of brakes.
“All the brakes on these bikes are pretty good,” said Armstrong. “But the Yamaha’s are just a hair stronger, which lets you charge into the corner a bit faster.”
The most common adjective you’d hear our testers use to describe the Yamaha’s engine was slow. And when ridden back-to-back with the three fuel-injected bikes it does, in fact, feel considerably more sluggish. But a look at its dyno chart proves that the Yamaha isn’t slow it all. In terms of peak power, only two horsepower separate it from the class-leading Kawasaki. Problem is that you don’t ride around at maximum power all the time. You ride through the rest of the rev range and this is where the Yamaha lacks compared to the other bikes.
Smooth doesn't necessarily equate to slow. As the only carbureted Japanese 450, the Yamaha isn't as snappy as the other machines.
Simon’s two-cents on the Yamaha: “It’s very smooth and easy to ride. Doesn’t have the throttle response or the torque of the EFI bikes but in the end it makes it easier to ride. By no means is the motor slow, but it’s not quite at the same level the others seem to be.”
In fact, the Yamaha’s mellow power delivery could bode extremely well for a rider looking for something gutsier than a 250F but not quite as crazy as an EFI 450. Plain and simple, the Yamaha’s power is easy for anyone to access and won’t wear a rider out. Not only that, it’s the only bike that is still carbureted, so it’s easy to start and has far more engine character than the other computer controlled bikes - making it entertaining to ride. In the end, the engine isn’t the fastest, but it is the tamest and that’s the YZ’s niche.
Yamaha may be behind in the technology war of 2009, but there's still plenty of winning qualities about the YZ450F.
Both Armstrong and Minor reported issues with the five-speed transmission. For Armstrong it was a couple of false neutrals between second and third gear, and for Minor it was the large amount of shift force required to shift gears. Both were enamored with the high-quality ProTaper aluminum handlebars, however, which come standard on the YZ450F. Another plus is that the top triple clamp offers two sets of mounting holes which allow the rider to position the handle bars at standard position, 10mm back or 10 or 20mm forward. The Blue machine also makes use of the widest size footpegs, which help disburse impact loads when landing jumps.
There is no doubt in any of our testers minds that the YZ450F is the easiest bike to just hop on and ride. Its forgiving suspension, mellow powerband, and trustworthy handling make it a solid choice.
Coming into this comparison, Honda’s all-new 450 was perhaps the most hyped MX motorcycle of the model year. And ever since we first laid eyes on it during our First Look report we couldn’t wait to turn a wheel on the new machine. That being said, when the Honda box van pulled up, it was an all out race to be the first one on the bike.
With a variety of different sized table-tops and step-up jumps, a good portion of your time at Racetown is spent in the air. And this is where you’ll appreciate how light and compact feeling the new CRF450R is.
Airtime is when the Honda really shows off its new slender waistline. The CRF450R is easily the most compact and lightest of the group.
“My favorite thing about this bike was its size,” Armstrong noted. “I'm a smaller guy (5-foot, 7-inches, 155 pounds) and the rider compartment is compact, which I prefer.”
“The thing that I’ve always hated about 450s is how big they feel,” remarked Toye. “It’s about time that someone has come out with a bike that doesn’t feel like an oversized cruiser. This is the kind of 450 I can get used to.”
While each of our vertically challenged riders loved both the size and ergos of the CRF450R, Simon, our tallest test rider wasn’t sold: “The Honda just did not fit me right. Being tall (6-foot, 3-inches), really makes it not the best choice for me. I felt really cramped on it.”
On the ground it seemed that the Honda is definitely designed for smaller riders, but in the sky, its petite size and flickability received unanimous praise.
Suspension setup is critical on the new CRF. Finding the proper balance on the new Kayabas can be difficult.
Simon agreed: “One thing that I did love about this bike is how light it felt in the air. I could just throw it around kind of like a 125.”
Okay, we all agreed. The Honda feels the best in the air, but what’s it like when it’s cranked over on its side on terra firma? Although our results were mixed, everyone agreed that the Honda is the most finicky when it comes to setup. The single most critical aspect of suspension setup on this year’s CRF is sag. Our motley crew preferred settings between 108 and 112mm. But even a slight variation really had a big effect on the Honda’s handling.
“Balance front-to-back is kind of off on the Honda,” said Simon. “The front end sits really low and the back is kind of high. I’ve heard about a lot of people complaining about the Honda’s front end feeling loose but to me the front end seemed to stick. When I’d get into the corner the bike actually worked. However, the back end did not seem to track as good as the front. Entering corners going through the braking bumps I just felt like it wanted to dance around and come around a bit.”
The Honda seems a little soft on power down low, but in reality it is still every bit as much a 450 as it used to be. Now the power is super progressive and immediate thanks to the EFI.
“Steering is really neutral,” mentions Toye. “And the front end is really accurate. You can select your lines really easy on this bike. It gives you really good feedback and you always know where you’re at on it.”
Last year’s carbureted CRF was no slouch in the power department and neither is this year’s fuel-injected model. Though peak power is virtually the same as last year, the '09 EFI-equipped 449cc Unicam engine feels much more robust especially in terms of mid-range performance.
But before one can experience it, you’re going to need to start it, and like the Suzuki, the Honda requires finesse to fire. Like the Kawasaki, the starting procedure is as simple as putting the gearbox in neutral, slide out the kick lever, and commence kicking. Unfortunately, one kick starts are few and far between, but if you kick it from the very top of the stroke it can be done.
Once up and running, the CRF’s powerband feels akin to the RM-Z. Looking at the dyno chart confirms this as the two bikes are almost identical until you’re around 7500 revs, or the upper edge of the engine's mid-range. That’s when the RM-Z begins to sign off as the CRF continues pump out power.
Almost everyone's immediate reaction to the Honda is one of excitement, and once we spent time on the track it remained posititve. Proper setup is more important than on other machines, but spend the time and it will reward you.
We’ve never had many drivetrain issues on Honda CRF’s and the new bike continues the trend. Not a peep could be heard out of testers' mouths in regards to shifting problems, clutch issues, etc. The same can be said for the CRF’s brakes. Everyone loved them, no complaints.
Overall Honda’s reworked CRF is a fantastic machine. Although its chassis is a bit finicky to set-up, when you get it right, it’s a potent weapon on track. Its engine has friendly manners and without question it’s the lightest and most compact feeling 450 MX’er.
After sampling Kawasaki’s updated KX450F earlier this September at Muddy Creek Raceway in Tennessee, we knew the Kawasaki was good. Yet, being the skeptics we are, we weren’t exactly sure how it was going to stack up against the other three M&M-colored machines. After a full day at Racetown though there isn’t a doubt in our respective minds where the Kawasaki ranks.
Tight moto tracks and big power 450s don’t always mix. But here at Racetown there are a fair number of fast sections where power is your ally. And this is one of the many areas that you’ll be glad you’re on the new KX450F.
The Kawasaki accelerates - hard. The new fuel injection system and massaged motor make this the standout engine for 2009.
“I loved the motor on this bike!” exclaimed Armstrong. “It has a very smooth and controllable powerband, not to mention it revs to the moon.”
“By far the Kawasaki is king in the motor department,” agrees Toye. “Power comes on strong right from the get-go and the engine spools up really quick. Plus the thing never signs off. It just keeps making power the whole time.”
Our man Simon, who isn’t the easiest to impress, also raved about the Kawi in the engine department: “Kawasaki has the best motor by far. The new EFI on that bike is ridiculous. It just has so much power bottom to top that it’s almost hard to ride but once you get used to it, it’s like riding a rocket ship. Really, I’m not joking, the muffler’s loud and when you’re really on it, it sounds like you’re going to the moon.”
The sheer acceleration force generated by the Kawasaki’s 449cc DOHC engine can intimidate a novice rider, yet, the well engineered fuel mapping enables the engine to produce power in such a smooth, tractable way, that you never have to worry about it surging or catching you off guard. Just make sure to sure to hang on.
The final major plus in the engine department is how easy the KX-F is to start. One kick, maximum two - even when you tip over. Next to a 2-stroke, it’s an easy bike to start.
Okay, so the Kawasaki is fast. But how does it handle in Racetown’s tight sections? One word: excellent.
“The handling on this bike is awesome,” states Armstrong. “It turns in quick and is easy to get into the tight corners. It’s also very stable and planted feeling in the fast stuff.”
Big and burly, the Kawi is so well balanced that it can feel relatively nimble for such a heavy, powerful machine.
“The bike really got down and cornered well,” concurred Simon. “Plus with all the torque the bike has, it makes exiting the corner easier as its got plenty of power to pull you out.”
Similar to the RM-Z, all of our testers were surprised by how sharp the Kawasaki steered, which up until this year’s iteration was an area in which the previous KX450F lacked. Also impressive is the smooth suspension action, with everyone raving about how well it absorbed big impacts. While everyone agrees that the Kawasaki is a trustworthy tool in the corner, some of our testers had issues with getting its Kayaba suspension sorted out.
“I couldn’t get the suspension dialed-in to where I was happy with it,” said Simon. “Entering the corners is where I was having the biggest problem. Through all the small braking bumps it was just all over the place. Every time we would make an adjustment it would be better in one area of the track but then it would make it so it wasn’t working so good in another area.”
“The suspension was harsh on the braking and acceleration bumps,” added Armstrong. “So I reset the sag to 108mm, and went out two clicks in the compression on the fork and in on the high-speed [compression] on the rear shock. This helped the bike work better through the smaller bumps of the fast sections on the track, but it still could have been better.”
While not as diminutive as the Honda, the Kawasaki’s dimensions were well received by all of our different sized riders. Its slim cockpit, standard Renthal aluminum handlebars and extra wide footpegs were appreciated by everyone. Additionally, despite being tied with the Suzuki for the heaviest motorcycle award, our testers were pleased with how centralized the Kawasaki’s weight feels.
Honda spanked the group in 2008 and looked to bully the class again in 2009, but Kawasaki turned out to be stronger and tougher than expected.
“It’s a big improvement over last year,” commented Simon. “It’s a pretty narrow bike and is definitely getting closer to a 250F size. It’s still a bit bigger than the Honda.”
“The Kawi doesn’t feel as light or as small as the Honda,” said Toye. “But it’s not that bad. It certainly doesn’t feel all that heavy in the air.”
No shifting hang ups or transmission problems were reported but we noticed that gearing felt a little lower as compared to the other bikes. Considering its shorter final drive gearing and copious power output you’re not going to find yourself working the clutch that much, but when you do need to use it, it feels light and responsive.
Although the braking components didn’t receive any attention from Kawasaki engineers this year, again, like the drivetrain, there were absolutely no complaints. Everyone loved the Kawi brakes, just like the Yamaha and Honda.
Call it Déjà vu, but just like our first encounter, the new KX450F continued to enamor us. Sure it isn’t the most comfortable MX’er nor the easiest to ride. But it is in fact the fastest and best handling motocross machine of 2009. If you want the best, the Kawasaki is it.
The entire crop of Japanese MXers is flying high this season. Watching the reactions of our testesrs, howerver, proves there is one that stands above the rest.
Suzuki has refined the FI bugs and proved the machine it came to market with late last year is a force to be reckoned with. It’s a solid pick, but unfortunately doesn’t stand out as exceptional in any one area. In a group like this, exceptional is exactly what is needed to run at the front of the pack. For this reason, Suzuki is bringing up the rear in a very close fourth.
The Yamaha, while not having the most powerful engine or sharpest chassis, is an easy, stable and forgiving bike to ride, lending itself well to those who are less experienced. For this reason, those who are not after outright lap times and want something easy and fun to ride for longer days at the track should look no further. One thing is for sure: Yamaha’s updated ’09 YZ450F was universally loved among the slower riders. For this, we give it the Easy To Ride Award, as well as third in our hotly contested shootout.
The Big Red Machine also known as Honda isn’t the kind of company to release a totally new motorcycle and not aim for the top. Thus, it was no surprise that the CRF450R impressed in many areas. It’s the lightest on the scales, which is felt while riding; its size is very compact and easy to maneuver for all level riders; plus the engine is only second to the monster Kawasaki in terms of outright power. Our only complaint? It was tough to set up and its size caters to smaller riders. For this reason, the all-new Honda comes in a close second.
If you’re looking for a fast lap, clearly the Kawasaki is the choice for you. In fact, the Kawasaki is for just about anyone. Massively changed from ’08, almost everything for the ’09 model year is new and definitely improved. Where the old bike was big and sluggish, the new machine turns on a dime and navigates though ruts like it’s on autopilot. But first and foremost, the engine sitting in between those green plastic shrouds is off the charts. Power is the highest we’ve ever seen, and due to its extremely precise fuel-injection, is easy to use no matter one’s skill set. This all adds up to an unbeatable combination. Say hello to our 2009 450 Motocross Shootout Winner: Kawasaki’s KX450F.
Be sure to check out the individual opinions of our testing crew in this For My Money.
Leave a comment below, or take this discussion on the 2009 450 Motocross Shootout to the MotoUSA Forum.
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