DED的部落格

2008 450 MX Shootout

If there's one thing motocross riders don't like it's having to wait for things. Case in point: We all rev our motors in anger when the starter board goes sideways and forces another five-second delay, the audacity of a white flag to postpone the checkers an additional lap makes us twist the throttle that much harder, and every time we order parts from the local dealer we incessantly badger the poor schmucks until they arrive. MotoUSA was on the edge of an office-wide mental breakdown as we waited for the 2008 450 motocross bikes to become available. The wait was prompted by a delay in the Suzuki press fleet as the engineers made a few last-minute changes to the most highly-anticipated machine in the class, the fuel-injected RM-Z450.

While that was happening, the Honda CRF450R, Kawasaki KX450F and Yamaha YZ450F were prepped and collecting a fine coat of dust in their respective warehouses. Everyone involved was itching to get started so as soon as the word came through from team Yellow, we were off and running to Glen Helen, Cahuilla Creek and the Mickey Cohen Motorsports dyno. With more throttles than right hands, we called up our standby fast guy, Alvin Zalamea, and former Arenacross champion Jeff Willoh to get their ringer opinions.

The extent to which we allow our moto-enthusiasm to command our lives is what determines just how much of a two-wheeled nut we all are. It's pretty safe to say that everyone at MotoUSA.com is certified bat-sh*t crazy about motorcycles. That's why when it came time for our long-delayed comparison and almost half of our on-site crew was deathly sick we didn't slow down for a moment. Instead we hacked, coughed, snorted, spat and overdosed on the best kind of medicine we could think of - a two-day batch of 450 antibiotics and plenty of SoCal sun.

Technicians from each OEM were on hand for both days of testing to make sure the bikes were as good as they could be for every rider's individual needs. No mods were allowed and at the end of our bone-stock moto-ballet we have a definitive winner and an appreciation for toughing out the wait.

2008 Yamaha YZ450F

Rank: Fourth
Categories Won: Suspension (tie)
Best Feature: Pillow-top KYBs, Shorty Silencer
MSRP: $7099

Half of our testing staff from 2007 returned for this round of moto throwdown but the YZ450F finds itself in a vastly different light. There were several things that contributed to the rapid downward slide - mostly major upgrades by the competition. The 2008 YZ-F is fairly unchanged and it has subsequently fallen behind in the ultra-competitive market.

Yamaha revised the intake and exhaust port cam profiles and intake port shape in an effort to improve low- and mid-range power. None of our testers noticed it. The YZ-F is still a screamer and the power really begins to boil on as the revs climb. Torque and horsepower are both underwhelming until about 7000 rpm, but the over-rev is something to write home about. For some of our less experienced riders it's difficult to convince the ol' gray matter to rev the bolts out of a 450. That isn't necessarily the case with the Yammie. All our riders, fast and slow, commented that the bike not only likes to be ridden up high, but is easy to live within those ranges.

Modifying the motor to get better response off the bottom might be as simple as a pipe and silencer with the accompanying jetting changes. But, we hate to think about losing the awesome punched-cone muffler! It's easy on the ears and eyes for us. By using the new design, Yamaha claims to have shaved over half a pound and shortened the length by 35% or six inches. We're not convinced that it's the best thing for the motor, but it definitely appeals to us aesthetically by ditching the trademark snorkel of modern 4-strokes.

Sliding around in the cockpit is one of the finer points of the Blue life. As we've come to expect, navigating the rider controls is simple, though not necessarily the favorite layout for every rider. The Yammie definitely has the most unique feel in the saddle. Part of that is the aluminum chassis design. Where the other three OEMs use oversized tank spars, the Yamaha is much more slender in appearance and feel. Add in that the rider is perched on a massive set of 55mm footpegs and it's no wonder YZ-F pilots like to get aggressive with their body input.

The chassis complements its Kayaba suspension - one of only two areas that were able to tie for first place in our evaluations. The first word out of every tester's mouth after dismounting the 450F was "plush." There's absolutely no denying that Yamaha has figured out how to soak up the bumps and chatter of a motocross track better than any other. With such soft action from the 48mm fork and titanium spring on the rear shock it was expected that big jumps, flat landings and sharp impacts would blow through the stroke and bottom the easy-going suspenders. Nothing could be farther from the truth. Our fast guys did manage to find the bumper stops, but even when maxed out the KYB units retain a progressive and controlled feel that rarely jars the rider. Speed-sensitive damping on the fork is terrific on those square-edged holes and sharp hits, completely eliminating mid-stroke harshness.

As high as we are on the suspension, we'd like to see a little improvement on the transmission. Super-easy clutch actuation, good feel and fade resistance are all great, especially considering that the weak low end requires plenty of fanning, but there are some gaps in the gearbox that cause trouble. Upshifting from first to second and second to third revealed some false neutrals that caught us off guard on more occasions than we'd have liked. Some of that could be eliminated by changing the final gearing. With so much over-rev on tap, all of our riders were willing to sacrifice a little on top for some extra punch and gear-pulling power down low. Unless you ride wide-open terrain all the time you will want to add some teeth to the rear.

A fourth-place rank definitely didn't make all of our testers happy, but there is still plenty for the Tuning Fork company to hang its hat on. The biggest points of contention on any bike are the engine and suspension. With the 2008 configuration the motor is right on the verge of being as completely thorough as the Kayaba sticks. Once that happens it will all fall into place for the likable Yammie. Excellent brakes and increasingly attractive styling are some of the little things that will help make this bike a great overall package for a lot of riders.

Rider Rants

Alvin Zalamea:
The Yamaha felt like it had a sock in the airbox or something. I just couldn't get the thing going. It felt so slow compared to the others. Maybe a quick fix would be a pipe and muffler.

I think the other manufacturers are going somewhere with the aluminum perimeter frame, but I do give Yamaha credit for trying. This bike turns better than it did last year, but not quite as well as the others. It's a rear turning bike but it's very stable. Glen Helen-type tracks are where this thing shines, anywhere it gets rough.

JC Hilderbrand:
I think I can run over just about anything on this bike and not get out of shape. Those Kayabas are so good it's unreal. Maybe for a fast guy they'll be too soft, but the initial plushness and progressive feel as it nears the end of the stroke are awesome. Even when it does bottom the jolt isn't nearly as harsh as the other bikes.

In stock form the motor definitely isn't as robust as the others. It runs really well when the revs are up, but it needs some gearing changes to shorten the gaps in the first three gears and give the motor some help at low rpm.

Adam Waheed:
Without a doubt the Yamaha's power is the most easily accessible, especially for a novice rider. Next to the Suzuki, the YZ-F's engine felt the smoothest. The soft, easy-to-use engine doesn't tire the rider out as much as the other bikes. However, it does feel like it's the slowest revving of the group.

2008 Kawasaki KX450F

Rank: Third
Categories Won: None
Best Feature: Killer Sex Appeal/Stability
MSRP: $6999

Our Green bike was by far the hardest to place in this shootout. While first and fourth place were fairly clear-cut, the Kawasaki spent much of its time dicing with the Suzuki on our testers' notepads. In fact, the debate still continues as to where exactly the Kawasaki falls in the grand scheme of things, but at some point our testers were forced to soul search and put pen to paper.

Kawi has built a reputation in the past couple years as having a monster 450 MX motor. That's still the case with the 2008 Kwakker, but it seems as though every year the rev limit gets shorter. Our short-shifters loved the massive low-end punch, but anyone looking to squeeze another 500 rpm down the straight will be cursing under their helmets. The 12.0:1 compression ratio (lowest in the test) makes awesome output until about the 7-8K mark but falls immediately off the pace requiring an upshift.

That in itself is something of an issue. The Kawasaki is like the Honda in that it is a very good all-around package - except for the transmission. Doh! Our testing crew ranked the tranny last due to false neutrals and an unrefined feel. Luckily, the clutch pull and response is good since we had to reign in the soaring front end during plenty of corner exits. Once the KX-F gets through the gears and up to speed it doesn't deter from its path very easily, something we came to trust and appreciate on the rough outdoor tracks. While the tranny leaves room for improvement, the chassis and suspension leave little to be desired.

One of the reasons it's so hard to shake is the extra poundage tucked under its belt. Even though the Suzuki weighs two pounds more, at 237 lbs tank empty, the Kawi feels much heavier than even the RM-Z, much less the featherweight Honda and Yamaha machines. It isn't as though the KX-F won't turn, however. The front end still digs for plenty of grip under the Kayaba fork and the UNI-TRAK rear suspension searches for traction on the gas or off. We could barely get the 21-inch front meat to deflect, but the rear would hop a bit going hard into the braking bumps. One of the things we did like about the Kawi's suspenders was the amount of success we had with clicker settings. A full range of adjustability is put to good use with the KX450F.

We say it every year, and though it has nothing to do with actual performance, the Kawasaki smokes all the rest with its stunning good looks. Let's be honest, showroom appeal counts for a lot in sales and the Kawi definitely has the upper hand in dealership demeanor. Hey, if you look good then you feel good, and if you feel good then you ride well, so maybe it does mean something substantial?

Another vital piece of a bike's personality is the exhaust note. With the other machines our testers had no complaints, but the Kawasaki drew distasteful sneers and sideways glances every time it left the pits. One of our riders mentioned that he actually liked the raspy note, which makes him a freak since the rest of the crew finds the nasty sound as appealing as the neighbor's 7 a.m. Saturday leaf blower. If there is any redeeming qualities it's that the bike is easy to find on the track and at least it sounds like you're hauling ass at all times.

Kawi received runner-up marks for its competent brakes. Overall the components don't clamp down with the same authority as class-leading Honda, and one of our faster riders claimed the front was a little mushy at times. The good thing is that squeezing the lever doesn't require the same forearm strain as the Suzuki, which fell two spots below the Kawi as a result.

A simple misstep with the coarse transmission and some extra weight were all that the KX450F really suffered from on our scorecards. A little refinement in the cog system would take care of those complaints and Team Green doesn't even need to lose the pounds, but, as Suzuki demonstrates, hiding them more effectively is just as good.

Rider Rants

Adam Waheed:
The Kawasaki is the least aggressive steering of the bunch. It still turns quite well, but it does plow through corners at times. It also felt a bit top-heavy, which also makes it feel more cumbersome during both turn-in and mid-corner. The Kawasaki's cockpit is by no means bad; the others just seemed to be better suited to my preferences. However, the Kawasaki is definitely the choice for most larger, taller riders.

In contrast to the Suzuki, the KX-F mill felt like it had the most character. It's got a great useable bottom-end which transitions into a big fat, juicy mid-range, but it does sign off relatively early up top. Not a big deal though, because you can just grab another gear and you're right back in that incredible mid-range.

Alvin Zalamea:
This bike was really fast too. I love the muffler; it makes a rattling sound when I'm in the higher revs. The motor has power wherever I want, it also revs faster than in the previous years. Unfortunately, I have two very important words - "missed shifts." I had that happen to me several times with the Kawasaki and it's a huge ding on the ratings for transmission - not happy with that.

JC Hilderbrand:
Every year Kawasaki is the baddest looking bike on the track, and this season it has the motor to back it up. It's tough to beat the KX-F down low with all that power off the bottom. It makes blasting corners pretty fun and I found myself getting lazy with my shifting. The only time I had to work the left toes was on long straights since it runs out of steam pretty quick.

If there's one thing I really don't like about Kawi's 450 it's how big the bike looks and feels. We didn't need the scales to tell that it was considerably heavier than the others. Maybe a hearty appetite is what gives it all that motor muscle, but Kawi should consider putting it on a diet for next year. With the other bikes feeling lighter each year I'm tired of hoisting that big boy around the track. 

2008 Suzuki RM-Z450

Rank: Second
Categories Won: Ergos/Comfort/Controls (tie)
Best Feature: Fuel Injection/Aluminum Tank
MSRP: $7199

The Suzuki is easily the most surprising machine of our test. Not only was it the most hyped and anticipated, not to mention hardest to acquire, but a solid second-place finish is a huge step forward for the Zook in the MotoUSA shootout rankings. How did the yellow engineers manage to do this? By doing a fine job of achieving their overriding goal: "Make the model more suitable for MX users seeking fun weekend rides."

As much as we'd all like to think of ourselves as hard-core racers, truth is a fun weekend of riding is really about all any of us can hope for in our pathetic little lives. That being said, Suzuki did a smashing job of making a bike that can provide that for most people who ride. It accomplished this feat by focusing on three areas: fuel injection, five-speed transmission and a new aluminum chassis.

We'll start with the motor since everyone and their uncle wants to know about the fuel injection. Initially we were concerned that the Keihin system might feel like an on/off switch, but a progressive link allows for confident, smooth throttle negotiation at low rpm. What the bike does do off the bottom is start pulling with incredible torque and tractability. The RM-Z is super-easy to navigate through slick, dry corners thanks to the lack of surge and extreme rear-wheel hook-up. With the FI, engineers were able to utilize a longer and straighter intake port to further aid the instantaneous throttle response.

Even though Suzuki is careful to point out that it was aiming for "riding feel and rider-friendly character rather than on absolute power output figures," the RM-Z is right in the mix with all except the mighty Honda, which it trails by about three ponies. Regardless, over 45 HP is nothing if not respectable, and 30 lf-ft of torque is equally competitive. However, the difference between the Japanese motors is how that power is delivered. One look at the torque curve graph and it's clear that Suzuki understands the term "rider-friendly."

One rider went so far as to call it "as bland as your grandma's tuna casserole." That probably makes it sound a little worse than it truly is. After all, how bland can a 450 really be? You can see how riders accustomed to smash-mouth delivery are somewhat deceived by how fast this motor is. Before you write it off, just remember that you'll probably get a lot farther on a belly full of casserole than a hearty meal of Rockstar and donuts. Bland can be good.

The hot-start lever has been relocated to the right handlebar to give riders' left hand one less thing to worry about during a re-start. Some testers liked it and others didn't, but mostly it was insignificant. Our crew was more concerned about getting the motor ignited at all. The RM-Z was clearly the most difficult to start throughout our test. It's especially unwilling to start in gear, which makes re-starting a real chore. It was explained by Suzuki technicians that the first kick is designed to charge the battery-less fuel pump, and the second kick should start the motor. We had some experience with the motor firing on the premier swipe, but the vast majority of attempts required plenty of right-legged action.

Instead of the four-speed, moto-only transmission that has become the norm on Suzuki's four-fifties, the 2008 uses an additional cog to close up the ratios and add some extra leg room. All of our testers loved rowing the gearbox with hardly a single report of missed shifts. The same can't be said, however, about finding neutral, a tradeoff for all that slick gear-changing action. A buttery-smooth and ultra-light clutch also received high marks. Considering that the bike doesn't like to be in gear while starting, the troublesome neutral is the sole reason why it came up short of the Honda by one point in the transmission/clutch/gearing portion of the test.

Where it didn't come up short was in the ergonomics/rider controls/comfort department. Despite having a seat that feels like wedging a 2x4 up your ass, the Suzuki surpasses this shortcoming to tie for first with incredible ergonomics. The all-new twin-spar chassis is ridiculously thin yet provides a ton of area for grip. All of our testers mentioned ease of movement and a skinny rider layout as some of the best features on the machine. Engineers fiddled with the rigidity/flexibility blend of the alloy chassis by reducing the size of the tank rails and body brackets, but beefed up the lower engine cradle tube, and the result is a very comfortable, competent ride. The bike feels pretty stiff but doesn't hammer its rider. The Zook's handling is directly impacted and every tester was reporting razor-sharp feedback, though high-speed twitch cropped up now and then. Steering geometry hasn't changed from '07 and the 25 degrees of rake is still the sharpest head angle in the group.

One of the best ways to describe the Suzuki's suspension components is as a blend of the Honda's bottoming resistance and the Yamaha's plushness. However, though it sounds perfect, there's something lost in combining the best of both worlds. The Suzuki doesn't have the polished feel in either its fork or shock. Action moves too quickly for some and leaves others with a sense of twitchiness, something we do remember from years past. Still, having some of that Yamaha's forgiveness is something that Kawasaki and Honda cannot claim, and it was a major selling point for our testers.

Kawasaki might get the nod for best looking, but the Suzuki is easily the most provocative of the group. To make the fuel injection work efficiently an aluminum fuel tank is required. The pump is mounted inside the tank where it needs a metal surface to seal correctly. At only 1.6-gallon capacity, the 12-hole injector and redesigned combustion chamber make for an efficient burn ratio. We weren't able to discern mileage, but we did notice that the Suzuki needed refueling about as often as the other machines with their 1.8- and 1.9-gallon tanks, indicating slightly better economy.

Aside from the shiny tank, the RM-Z also gets a new look with redesigned bodywork and a new color scheme. The blue section of radiator shroud and seat cover is almost purple, which we think looks pretty wicked. The new front fender takes a little getting used to, but by the end of our first day we were hooked on the different, edgy style all around.

Put it all together and it's definitely nice to see the RM-Z break out of its mold in 2008. We can't stress enough that rider-friendly does not equate to slow. Most people will go faster with this type of power which is always there, comes on immediately and won't kill you. All the changes are not only good for winning motocross races, but the extra room in the transmission and rideability all have great implications for converting this bike off-road. As it is, the new RM-Z450 is very good at dishing out a fun weekend ride.

Rider Rants

Alvin Zalamea:
The fuel injection was the most exciting part of this test. I loved it from my first impression. It is so precise and easy to ride. The power isn't arm-wrenching, but if ridden correctly I bet lap times would be a lot faster than the others. I jumped this bike onto the flattest landings and never felt a bog. I hope this is the future of MX bikes and if so I can't wait to have one.

JC Hilderbrand:
This doesn't feel anything like the old Suzuki RM-Z450. The motor was absolutely the best for me and I was really surprised how small and nimble the bike felt. Of all the machines this one felt the most like a 250F - and that's a good thing. I know Suzuki can't admit it, but the off-road potential is even greater in my mind. This bike opens a ton of doors for the company, and they scooped all the major players with the FI which is pretty cool.

Adam Waheed:
The Suzuki was the sharpest handling bike. It turned the quickest and had the most front-end bite. It seemed to hunt down and carve through ruts the best. The chassis felt the most compact of the four bikes in terms of both length and width and its weight seemed to be very centralized.

Overall I felt the most comfortable aboard the Suzuki. Its controls are located the most naturally and despite the bike's compact feeling, I didn't feel cramped while riding. However, the shift lever felt too short and even though RC (Ricky Carmichael) likes his hot start on the throttle side, I still like mine next to the clutch lever. The larger foot pegs are a nice touch, but the Yamaha proves they could be even wider.

2008 Honda CRF450R

Rank: Winner
Categories Won: Motor, Chassis/Handling, Ergos/Comfort/Controls (tie), Suspension (tie), Brakes, Tranny/Clutch/Gearing, Overall
Best Feature: Multi-map Ignition
MSRP: $7199

Honda defines refinement. There was really only one issue that was brought up by multiple riders throughout our entire testing process. Not only was the CRF450R voted unanimously into first place, but it swept all the individual evaluation categories as well. It was tied in two of them, but for all intents and purposes, the CRF is untouchable in the crop of 2008 MXers.

If there is one thing that concerned our testers, it could hardly be considered a complaint. The Honda is virtually flawless on all fronts and our riders felt that it was even a little too powerful for its own good, but it's hard to fault the engineers for building such an incredible motor. Though it was nearly matched on the dyno, and even bested in torque testing, nothing could hang with the 450R on the track. The Unicam mill pumps out 48 peak horsepower at 8600 rpm, and 31 lb-ft of torque a thousand revs sooner. The spread of power is impressive as well with the Honda staying within 10% of its peak torque over a 3000 rpm range. Put that to the ground with the aggressive delivery characteristics and what you have is a serious red rocket.

It all comes barreling out of the close-ratio five-speed transmission and a well-matched 13/48 final gearing, and moving through the tranny is precise. The margin of victory in the transmission/clutch/gearing category was closer than most others. All the bikes shift well and if one thing allows the competition to stay close it's that the Honda doesn't have a particularly light clutch pull. It's no CR500, but it's not the easiest set of springs. Where the Honda is much improved with the 2008 transmission isn't in the gearbox itself, but rather with the three-map ignition which uses a gear-position sensor and individual maps for first, second and another for third through fifth. The on-track performance is awesome and power is always on tap.

For more detailed information on exactly how the Honda Progressive Steering Damper works, check out our First Look article. As for our testing, Honda's claims are substantiated with every one of our testers noting a different feel up front. Honda has said all along that the real beauty of the HPSD system is that it doesn't feel like a traditional damper. Our testers verified this by noting the improved handling, but not all were willing to name the damper as the direct cause. However, the general consensus is that it's a much better product than the 2007 model. Most of our testers agreed that the new geometry and added mid-corner stability have turned an excellent handling machine into some kind of demigod, though one particular rider would have a hard time using such strong terminology.

Hard on the stellar front brake with its twin-piston caliper and (finally) wave-style 240mm rotor and the bike simply pivots around the front or snakes through ruts with confidence. The Dunlop 749FA is quickly becoming one of our favorite tires and wasn't chosen to grace the CRF by pure luck; the bike and tire were an excellent match on every track we tested at, as was the 756 rear.

So, what exactly was the one nit we were able to collectively pick? The Showa suspension offers a balanced ride and excellent bottoming resistance. Action over smaller chop and even the big braking bumps at the bottom of Glen Helen's many hills is substantial as well, but our notepads had several comments about some harshness in the 47mm inverted twin-chamber fork. Both ends offer plenty of adjustability, and the rear is especially capable of fine tuning, but our continual adjustment wasn't able to eliminate the front-end spike. It isn't exceptionally offensive, just bothersome and contributes to the all-around hard, fast and aggressive sensation of riding the 450R.

Overall the Honda is basically impossible to find real fault in. Complaining about too much power is, in truth, a viable argument for the majority of riders. But even our lesser-skilled testers were able to come to terms with increased seat time, and the intermediate/pro level riders will absolutely thrive on the amount of stock performance. The mild harshness in the front end was something we also adjusted to as our speed and confidence increased, but as the biggest flaw we could find, the CRF450R was simply too damn impressive to ignore.

There are some other machines which can match the Honda in certain aspects, like Suzuki's ridiculously usable fuel-injected powerplant, or Yamaha's unmatched plush suspension. However, as good as some of the other machines are in specific categories, every bike came up lacking somewhere else except the Honda. Radical performance, race-proven effectiveness, build quality, sales success and a chink-less armor make this bike the best Japanese motocrosser of 2008.

Rider Rants

JC Hilderbrand:
That is one burly-assed bike! I love riding it, too bad I don't get to enjoy it for long since I can only last a few laps. There is so much power on tap at all times, it never feels like I need to move around in the gearbox, but when I take the time to do that it's even better. At first I had a hard time evaluating anything else, just getting beyond the motor was tough for my brain to do.

Everything about the Honda reeks of speed; hard-hitting power, stiff chassis, aggressive suspension, precise steering this is definitely a bike to go fast on, but to be honest I felt faster and smoother on some of the other bikes. If I ever get to be a fast intermediate or pro I'll definitely re-evaluate what this bike can do for me, but until then...

Adam Waheed:
At first I really didn't like the Honda's suspension as it feels really harsh, but the harder and more aggressively you work the suspension the more it shines. The fork and shock aren't as plush initially, but they work really well if you come up short on a jump. The Honda requires the rider to really push the suspension to get the most out of it, but the fork still deflects a bit and the steering damper doesn't quell headshake nearly as much as I thought it would.

Alvin Zalamea:
I felt at home on the Honda. There is nothing much to complain about this bike. It felt tight and solid, and man this bike is the best. The Honda felt stiff from first impressions and the fork feels too harsh on small chop, but it can take the hard hits. Stock settings had the bike packing on the high speed stuff and the forks were too stiff. As we fixed the rear end it helped the front work better. We got it to balance out and this bike ended up being my favorite to ride.

Honda came through with flying colors at both test locations and for all riders. Even though it's geared towards more advanced riders, that's what having a wicked 450cc motorcycle is all about - sissies need not apply. Still, it wasn't even the mega-motor that ultimately won us over, but the attention to every single aspect of a rider's needs. The CRF450R really does it all with a killer chassis, brakes, tranny, suspension and rider accommodations. This is a pure moto weapon.

Suzuki gave the Honda a good run but it did it by taking the opposite approach. Riding the RM-Z450 is easy. The motor is friendly and strong, frame surprisingly sleek and it brings something to the table that nothing else in the class can with the fuel injection. Techno-geeks look no further.

Nailing down the final two spots was heart wrenching. Neither the Kawasaki or Yamaha deserves to be in the bottom half because of some glaring fault - the others were simply too strong. Kawasaki is the most complete package after the Honda, but the level of refinement and performance is just a bit lower, and it can't make up for the pizzazz of the RM-Z. As for the Yamaha, our 2007 winner simply fell behind the times a bit. Even though there were minimal changes made, taking a year off can be tough in the cutthroat world of big-bore MX shootouts.

So did our rigorous dose of 450 moto testing cure our ailing sickness? Not at all, but it did relieve the stress of waiting for our most anticipated off-road test of the year. The 2008 season marks some serious advances in technology with Honda's HPSD, Yamaha's punch-cone muffler and Suzuki's formidable fuel injection. As if it weren't exciting enough, the implications for what 2009 will bring has us working into a frenzy already. Motocrossers hate waiting for things...

Check out the following links for some extra tidbits about our shootout.

- For My Money
See what each rider would do if they had to drop 7 Grand out of their own pockets.

- Full Score Sheet
Want to see how your favorite bike did in the grand scheme of things? Check out our primary testing categories.