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Adam Waheed
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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.
Friday, January 01, 2010
A fallen champion thrown from the limelight; the brawn of well-sorted EFI, a defiant off-roader crossbreed; one big no-show, and a bike so radical it had the entire industry frothing. This is the 2010 MotoUSA 450 Motocross Shootout.
The 450 Motocross class represents the pinnacle of dirt bike development, providing a platform for the world’s premier outdoor motocross and Supercross series. Wrapped in each manufacturer’s recognizable livery, these thoroughbreds offer powerful-yet-compact engines capable of pumping out over 100 horsepower-per-liter. Carrying no more than 251 pounds, open-class motocross bikes capitalize on power-to-weight ratios that powersport industries, two wheels or four, struggle to match. Not to be outshined, the rest of the technology is equally brilliant with high-tech chassis featuring adjustable suspension and 12-plus inches of travel, hydraulic disc brakes and integrative motocross-specific controls.
In our 2009 450 Motocross Comparison, Kawasaki bridled the power of fuel injection and reigned supreme with its KX450F. Although it looks virtually identical in 2010, wearing green plastics and black wheels, the KX-F has been tweaked in an effort to defend its crown. (Learn more about the individual changes in the 2010 Kawasaki KX450F First Ride.) Like the Kawasaki, the Honda
If any bike has the reigning champ in its crosshairs this year it’s the radically-overhauled Yamaha YZ450F. This is the only bike that comes to the table completely new. With rumors and hype swirling around the unproven machine, Yamaha gave MotoUSA a shot aboard it at the historic Budds Creek Motocross Park. During the course of our 2010 Yamaha YZ450F First Ride, it became obvious that the rest of the 450 class had its work cut out.
Making its first appearance in a MotoUSA 450 Motocross Shootout is Austrian manufacturer KTM and its 2010 450 SX-F. Having never compared the SX-F against anything else, we’re anxious to find out if the Orange machine can truly go head-to-head with the best from Japan. Sparked by push button electric start and blending some of its leading off-road formula, KTM takes a different approach. The Austrians stood up against EFI and continues to employ a carburetor - proving that being different can be surprisingly good.
Notably absent from this test is Suzuki and its updated 2010 RM-Z450. The reason? Reeling from the pulverized economy, Suzuki eliminated its entire powersport press department just weeks ago including the street, off-road, and ATV segments. With the department in limbo, it was impossible to procure a test bike. Word on the street is that Suzuki is still planning on importing the bike into the U.S., in order to meet racing homologation requirements, but it’s unknown when the bikes will actually be in dealerships.
Although, it isn’t legal in AMA Supercross or motocross competition, we still wished to understand how Italian motorcycle manufacturer Aprilia and its unique V-Twin powered MXV 4.5 motocross bike stacks up against its Japanese and European rivals. Unfortunately, Aprilia wasn’t able to supply us with a bike to examine. Likewise, another European class entry, the Husqvarna TC 450 also eluded us this time around.
So with four brand-new MX machines in tow we headed back out to Southern California’s high desert, the location of one of our preferred motocross racetracks - Racetown 395. This desert track offers the widest variety of corners, straightaways, and obstacles - including deep ruts, sharp-edged whoops, loamy berms and small-, medium- and mega-sized jumps. Testing duties were handled by an equally diverse assortment of riders with resumes ranging from ex-Supercross pros to novices—allowing our testers to hone in on the strengths and weakness of each bike. Every aspect of the motorcycle was rated based on rider opinion via a Formula One points scale. We also broke out our data acquisition equipment and conducted a simulation holeshot and third gear roll-on test. We recorded the both the time and speed it took the bikes to cover a distance of 165 feet. Lastly, we factored objective data, including horsepower, weight, price, etc. to determine which of these four dirt bikes belong in your garage.
Although, Yamaha invented the 4-stroke motocrosser, it was Honda’s original CRF450R that transformed the game. Since its release as a 2002 model, the CRF450R has been at or near the top of every one of our motocross shootouts. Year after year it’s been the motorcycle that the competition has struggled to catch up to in terms of performance around the racetrack and units sold on the showroom floor.
So, when Honda announced last year that they had completely revamped the then class-leading CRF450R for 2009, we were eager to experience what Big Red had in store with its new generation CRF. Unfortunately, things didn’t go quite to plan for Honda, as its redesigned MX’er struggled in both our annual shootout, as well as the AMA Supercross/Motocross series at the hands of Honda Red Bull riders Ivan Tedesco and Andrew Short. While there were certain attributes we loved, including its razor sharp handling, svelte size and potent-yet-friendly power delivery, there were also aspects of the bike that could be better.
Honda attempted to address these issues for 2010. (Learn all about each individual update in the 2010 Honda CRF450R First Ride). But after logging an equal amount of seat time between each of the four bikes, it’s clear that the Honda still comes up bit short, though it did improve on some areas.
Honda fine-tuned the fuel injection and ignition mapping so that it's easier to start. The bike still retains a rider-friendly power delivery and passes sound at 97 dB.
When it comes to its powertrain, everyone appreciated the friendlier starting and power delivery characteristics of the CRF engine. The updated fuel-injection and ignition map settings greatly reduce engine starting gremlins, but it still isn’t as easy to start as the Kawasaki.
“The motor is definitely a strong point of this bike,” reports Armstrong. “Not only is it fast, but it’s a lot smoother than last year. It has better roll-on performance which made it easier to ride. Plus it’s easy to start even when hot or in gear.”
Out on track, the theme of the Honda’s power delivery is control. Similar to the KTM, power feels the most subdued offering a soft bottom-end that gently transforms into a plump mid-range. While it doesn’t feel as explosive as the Kawasaki or Yamaha at lower revs, pin the throttle and the Honda motor gets with the program. Glancing at the dyno graph proves that it’s right there with the competition in terms of power production. In fact, in engine torque, they Honda tops all but the mighty Kawi until around 8000 revs (representing the transition between mid-range and top-end power delivery), then the KTM takes off leaving the Honda engine to flatten out slightly.
“The Honda has a very mellow low-end pull followed by a strong midrange,” explains Milan. “You really need to make the most of the mid-range pull, though, as the bike doesn't pull very hard on top compared to the others. It will rev out just as far, but it just doesn't feel like it pulls as hard.”
The Honda’s gearbox and 13/48T final drive gearing complements the engine perfectly. No noticeable gaps in gearing could be felt around the track and the transmission always slid into each cog with zero fuss. We were also impressed with how responsive its clutch felt while slipping it out of the corner, not to mention its light lever pull.
Although the Honda doesn’t have the highest peak power numbers, it was still able to achieve the quickest time in our simulated holeshot test. The CRF propelled its rider into Turn 1 in the shortest amount of time while carrying the second highest trap 48.58 mph speed.
Part of the reason the CRF is so competitive with the other machines despite being slightly down on power is that it only weights 237 lbs. with a full 1.5 gallons of fuel. That’s 14 lbs, less than the bulky KX450F, 13 lbs less than the YZ450F (which is heavier than last year), and 12 lbs less than the KTM giving it the distinction of the lightest machine in this comparison.
The weight difference is noticeable as soon as you lift it off the stand. Honda’s reduced outright mass works in unison with those exceptionally quick steering manners, making the bike feel significantly lighter than any other 450 machine both on the ground and in the air.
When entering a corner, there’s no question that the Honda is the sharpest handling motorcycle of this quartet. The Honda’s front end feels telepathic. It turns your thought into an instantaneous action. Just imagine where you want the bike to go and instantly it’s there. It steers so quickly and with such little effort that it’s hard to believe that you’re at the controls of a 450 Motocross bike. Regrettably, this pin-point accuracy comes at the cost of stability.
”The Honda’s the hardest bike to figure out,” states test rider and ex-Supercross pro, Matt Armstrong. “In terms of handling, it has a lot of the same characteristics as last year. Sure, it steers really quickly, but the back end is always hopping around. This makes the rear end feel unstable, especially entering turns with braking bumps. I would definitely need a softer spring to help the rear end settle better.”
The Honda’s engine is not only powerful but very easy to manage making corner exits less jerky than on some bikes.
Armstrong wasn’t alone in his handling complaint, as each rider had something to criticize in terms of the CRF450R’s handling. Regardless of size or skill, all the riders noted the rear end’s propensity to hop around and resist settling from corner entry through exit around Racetown’s ultra-rough surface.
“When I took off on the bike initially, the rear end would kick side-to-side through rough sections of the track,” explains guest test rider Bret Milan. “After slowing the shock down (added rebound) I was more comfortable on the bike, but even then, occasionally, I would overload the suspension and the results were less than predictable.”
Another problem encountered for all testers was how unstable the Honda’s front end felt through high-speed sections of the racetrack.
“It turns better than any another of the other bikes,” comments FMX stunt rider Drake McElroy. “But the front end is twitchy. It feels like it would be the bike best suited to Supercross-type tracks. You have to ride it super aggressive and be on top of it all the time. But, when you ride it like that, and tell it who’s boss, it actually works okay.”
Part of the CRF450R’s handling woes can be contributed to its ultra aggressive steering head angle. This places a lot of the weight on the front end. Engineers addressed this by fitting an adjustable Honda Progressive Steering Damper (HPSD). The damper is located behind the number plate and connects the bottom triple clamp and the steering column. It can be easily adjusted by turning the knob for more or less damping effect. In the stock setting, the damper didn’t offer enough damping to quell headshake. Turn it all the way in, and headshake is reduced—making the bike easier to control through fast sections at the cost of minutely increased steering effort. Overall it’s a fabulous feature, but it still isn’t enough to eliminate its high-speed stability problem.
In terms of suspension, this CRF features Kayaba components front and rear. All the riders appreciated the suspension’s action and outright compliance. But they noted that the suspenders don’t serve up the same level of performance as the bits on the other three bikes. Our lighter testers complained that the shock absorber spring rate was too stiff, while heavier riders faulted the overly soft fork. This creates a front-to-rear balance deficiency making the Honda tricky to control at higher speeds.
The narrow cockpit further contributes to its overall nimbleness, with the CRF possessing the most slender seat dimensions. Some riders felt it was on the verge of being too narrow - a trait that makes it difficult to grip the bike with the legs. Despite its petite size, the Honda’s footpeg/seat/handlebar measurement is balanced and comfortable. Without a doubt, the ergonomics cater to smaller riders, yet the CRF does offer the ability to flip the handlebar mounts thereby opening up the cockpit if needed. Despite using the smallest set of footpegs, it didn’t seem to make much of a difference as none of our testers noted any problem with traction, proving that bigger isn’t always better.
The front and rear suspensions balance and lack of high-speed stability held it back in this year’s shootout.
In the braking department, the CRF received high marks offering the second-best combined braking performance aside from the KTM. Most notable is the enhanced level of feel at the end of each lever. This is in contrast to the relatively “wooden” feel of other Japanese machines.
If you’re looking for the lightest, most agile 450 on the market, than make no mistake about it, the 2010 Honda CRF450R has you covered. It excels on smooth and tight tracks where the 48mm Kayaba fork and Pro-Link shock doesn’t get fully taxed. The CRF’s engine has plenty of steam, plus it’s versatile and easy to use. Although the 450R feels smallest in this group, the ergonomic package is intuitive and can fit a wider range of riders by the simple addition of a taller handlebar.
So, when Honda announced last year that they had completely revamped the then class-leading CRF450R for 2009, we were eager to experience what Big Red had in store with its new generation CRF. Unfortunately, things didn’t go quite to plan for Honda, as its redesigned MX’er struggled in both our annual shootout, as well as the AMA Supercross/Motocross series at the hands of Honda Red Bull riders Ivan Tedesco and Andrew Short. While there were certain attributes we loved, including its razor sharp handling, svelte size and potent-yet-friendly power delivery, there were also aspects of the bike that could be better.
Honda attempted to address these issues for 2010. (Learn all about each individual update in the 2010 Honda CRF450R First Ride). But after logging an equal amount of seat time between each of the four bikes, it’s clear that the Honda still comes up bit short, though it did improve on some areas.
Honda fine-tuned the fuel injection and ignition mapping so that it's easier to start. The bike still retains a rider-friendly power delivery and passes sound at 97 dB.
“The motor is definitely a strong point of this bike,” reports Armstrong. “Not only is it fast, but it’s a lot smoother than last year. It has better roll-on performance which made it easier to ride. Plus it’s easy to start even when hot or in gear.”
Out on track, the theme of the Honda’s power delivery is control. Similar to the KTM, power feels the most subdued offering a soft bottom-end that gently transforms into a plump mid-range. While it doesn’t feel as explosive as the Kawasaki or Yamaha at lower revs, pin the throttle and the Honda motor gets with the program. Glancing at the dyno graph proves that it’s right there with the competition in terms of power production. In fact, in engine torque, they Honda tops all but the mighty Kawi until around 8000 revs (representing the transition between mid-range and top-end power delivery), then the KTM takes off leaving the Honda engine to flatten out slightly.
“The Honda has a very mellow low-end pull followed by a strong midrange,” explains Milan. “You really need to make the most of the mid-range pull, though, as the bike doesn't pull very hard on top compared to the others. It will rev out just as far, but it just doesn't feel like it pulls as hard.”
The Honda’s gearbox and 13/48T final drive gearing complements the engine perfectly. No noticeable gaps in gearing could be felt around the track and the transmission always slid into each cog with zero fuss. We were also impressed with how responsive its clutch felt while slipping it out of the corner, not to mention its light lever pull.
Although the Honda doesn’t have the highest peak power numbers, it was still able to achieve the quickest time in our simulated holeshot test. The CRF propelled its rider into Turn 1 in the shortest amount of time while carrying the second highest trap 48.58 mph speed.
Part of the reason the CRF is so competitive with the other machines despite being slightly down on power is that it only weights 237 lbs. with a full 1.5 gallons of fuel. That’s 14 lbs, less than the bulky KX450F, 13 lbs less than the YZ450F (which is heavier than last year), and 12 lbs less than the KTM giving it the distinction of the lightest machine in this comparison.
The weight difference is noticeable as soon as you lift it off the stand. Honda’s reduced outright mass works in unison with those exceptionally quick steering manners, making the bike feel significantly lighter than any other 450 machine both on the ground and in the air.
When entering a corner, there’s no question that the Honda is the sharpest handling motorcycle of this quartet. The Honda’s front end feels telepathic. It turns your thought into an instantaneous action. Just imagine where you want the bike to go and instantly it’s there. It steers so quickly and with such little effort that it’s hard to believe that you’re at the controls of a 450 Motocross bike. Regrettably, this pin-point accuracy comes at the cost of stability.
”The Honda’s the hardest bike to figure out,” states test rider and ex-Supercross pro, Matt Armstrong. “In terms of handling, it has a lot of the same characteristics as last year. Sure, it steers really quickly, but the back end is always hopping around. This makes the rear end feel unstable, especially entering turns with braking bumps. I would definitely need a softer spring to help the rear end settle better.”
The Honda’s engine is not only powerful but very easy to manage making corner exits less jerky than on some bikes.
“When I took off on the bike initially, the rear end would kick side-to-side through rough sections of the track,” explains guest test rider Bret Milan. “After slowing the shock down (added rebound) I was more comfortable on the bike, but even then, occasionally, I would overload the suspension and the results were less than predictable.”
Another problem encountered for all testers was how unstable the Honda’s front end felt through high-speed sections of the racetrack.
“It turns better than any another of the other bikes,” comments FMX stunt rider Drake McElroy. “But the front end is twitchy. It feels like it would be the bike best suited to Supercross-type tracks. You have to ride it super aggressive and be on top of it all the time. But, when you ride it like that, and tell it who’s boss, it actually works okay.”
Part of the CRF450R’s handling woes can be contributed to its ultra aggressive steering head angle. This places a lot of the weight on the front end. Engineers addressed this by fitting an adjustable Honda Progressive Steering Damper (HPSD). The damper is located behind the number plate and connects the bottom triple clamp and the steering column. It can be easily adjusted by turning the knob for more or less damping effect. In the stock setting, the damper didn’t offer enough damping to quell headshake. Turn it all the way in, and headshake is reduced—making the bike easier to control through fast sections at the cost of minutely increased steering effort. Overall it’s a fabulous feature, but it still isn’t enough to eliminate its high-speed stability problem.
In terms of suspension, this CRF features Kayaba components front and rear. All the riders appreciated the suspension’s action and outright compliance. But they noted that the suspenders don’t serve up the same level of performance as the bits on the other three bikes. Our lighter testers complained that the shock absorber spring rate was too stiff, while heavier riders faulted the overly soft fork. This creates a front-to-rear balance deficiency making the Honda tricky to control at higher speeds.
The narrow cockpit further contributes to its overall nimbleness, with the CRF possessing the most slender seat dimensions. Some riders felt it was on the verge of being too narrow - a trait that makes it difficult to grip the bike with the legs. Despite its petite size, the Honda’s footpeg/seat/handlebar measurement is balanced and comfortable. Without a doubt, the ergonomics cater to smaller riders, yet the CRF does offer the ability to flip the handlebar mounts thereby opening up the cockpit if needed. Despite using the smallest set of footpegs, it didn’t seem to make much of a difference as none of our testers noted any problem with traction, proving that bigger isn’t always better.
The front and rear suspensions balance and lack of high-speed stability held it back in this year’s shootout.
If you’re looking for the lightest, most agile 450 on the market, than make no mistake about it, the 2010 Honda CRF450R has you covered. It excels on smooth and tight tracks where the 48mm Kayaba fork and Pro-Link shock doesn’t get fully taxed. The CRF’s engine has plenty of steam, plus it’s versatile and easy to use. Although the 450R feels smallest in this group, the ergonomic package is intuitive and can fit a wider range of riders by the simple addition of a taller handlebar.
Last year the Kawasaki KX450F wowed us with the audacious, yet manageable power of its fuel-injected engine, paired with a chassis adept at harnessing that power and putting it to the ground. While the bike isn’t exactly targeted for beginners, in the hands of a skilled pilot the big Kawi proved devastatingly fast and surprisingly rider-friendly.
After smoking the competition in last year’s 450 Motocross comparison we knew it was going to be tough to dethrone the returning champ. This year Kawasaki engineers made a few upgrades aimed at increasing durability, smoothing out the engine’s manners and improving mid-corner handling. We welcomed the changes during the 2010 Kawasaki KX450F First Ride and immediately recognized that Kawasaki again had something special in store for this year’s 450 shootout.
Like with the 2009 model, the crown jewel of the new KX is the engine. From the moment you twist the throttle there’s nothing to hide its immediate and forceful power delivery. With the throttle pinned the engine propels the rider forward in a way that the other bikes just can’t replicate. The dyno chart confirms our assessment from behind the helm. From just off idle until 7800 revs, the KX smokes everything. After that point the KTM bests it by a scant 0.4 ft-lb of engine torque. But keep the revs up and the Kawi engine again out paces the pack en route to a peak horsepower of 48.9 @ 8800 rpm. This allows it to retain the crown for outright horsepower. Not only is it the most powerful engine of the group it also has the loudest measured exhaust note (96 decibels), but our testers just couldn’t stop talking about the impressive powerplant.
Although it doesn’t steer as quickly as the CRF, the KX450F will surprise you with its low-speed agility.
“The motor on that thing is unbelievable,” adds Armstrong. “Not only is it smooth, it also revs to the moon. But the best thing about its motor is you can be lazy and ride the bike in a taller gear, or you can ride it like a 250F and rev it really high. Either way it has plenty of power to pull in any gear.”
“The Kawasaki has the hard hitting motor monster of the group,” agreed Milan. “On tracks with ample traction, nothing can run with the Kawasaki. The power comes on strong right off the bottom through the arm stretching midrange and continues to pull strong even on top.”
Not only does the Kawasaki deliver the most amount of power, next to the electric-start KTM, it’s the easiest bike to start, requiring one or two kicks to fire. Although the Kawasaki’s five-speed transmission doesn’t feel like it meshes between gears a precisely as the rest of the bikes, it did perform without fault. We did notice a gap between second and third gears, but with such broad and robust power, it’s easy to work around. Kawasaki has the ability to run second gear longer, through a wider variety of terrain than the other bikes.
“I could hold it in a gear longer than some of the other bikes down some of the longer straight-aways,” confirms Armstrong. “It’s just a bit more versatile no matter where you ride.”
In our third gear roll-on test, the Kawasaki aced the competition with a time of 8.21 seconds despite carrying the lowest 45.91 mph trap speed. This proves how potent its bottom-to-mid engine performance is. Conversely, in the holeshot test the Kawasaki took the longest time to get to Turn 1 (4.19 seconds), with the slowest 46.94 mph trap speed. This could be contributed to how aggressively it transmits power to the Bridgestone rear tire. Overpowering the available traction and causing wheelspin is an issue with the aggressive Kawi, so deft throttle and clutch operation is more critical on the starting gate. This is especially true considering that the clutch, while offering light lever pull, doesn’t supply as much feel as needed to maximize drive during aggressive race-style launches.
From the moment you lay eyes on the KX, there’s no hiding how big of a motorcycle it is. From the outright size of its engine to the broad perimeter of its aluminum frame and swingarm, everything on the KX appears oversized. So it isn’t much of a surprise that it is the heaviest motorcycle in this test, weighing in at 251 lbs. Subtract the weight of its 1.9-gallon fuel load, (second largest fuel capacity in class) and suddenly the Yamaha takes the honor of being the heaviest motorcycle, due to its smaller 1.6-gallon fuel capacity.
Despite its size, around the track the Kawasaki has surprising maneuverability. Clearly it isn’t as agile as the CRF, but it does change direction without much effort. While it steers heavier than some of the other bikes, it never turns more or less than what the rider asks of it. Once pitched into the corner the suspension offers terrific balance. Nonetheless, lighter riders noted that it was hard to get comfortable on the KX due to its stiffer suspension spring rates.
Despite being the heaviest motorcycle in this test (with weight of fuel), the KX450F can still be tossed around in the air.
“Out of all the bikes, the Kawi had the stiffest suspension so it was hard to get comfortable,” explains McElroy. “It never really worked right for me to ride it hard enough to get a good read. The one thing I could tell though is that it feels like it’s meant to be hauling ass. I just wish I could ride it with softer springs."
Chipping in, Armstrong says, “Being that I only weight 155 lbs, the suspension on the bike was a little stiff, but we made some adjustments on both the compression and rebound which helped the bike sit down in the stroke more and feel more planted.”
The stiffer suspension spring rates clearly favor heavier, faster riders and permit the Kawasaki to ride much higher in the suspension stroke - a trait that many riders prefer. It will be most appreciated by aggressive racers who compete at very high-speed tracks.
“The stiffer spring rates on the Kawasaki were very confidence inspiring,” comments Milan, who is our tallest and heaviest test rider at 6-foot, 4-inches and 215 lbs. “Over-jumping or coming up short didn't cause me as much panic, as the Kawasaki's suspension handled it with ease.”
Through corner exit, some of the riders noted that it was more difficult to escape due to rear tire traction issues. Again this could be contributed to the engine’s blunt power delivery which simply overwhelms the capabilities of the Bridgestone M403 intermediate terrain tire.
At speed the Kawi’s chassis offers an exceptional level of stability. Whether blasting through the whoops or hauling around Racetown’s fast pot-holed sweepers, there are few obstacles that can upset the Kawasaki’s dependable chassis.
A well-sorted ergonomics package further aids the rider while maneuvering the KX. The seat isn’t nearly as slim as the ultra-narrow Honda but its extra girth will be appreciated by larger riders as it makes it easier for them to grip the bike with their legs thereby enhancing control. Like the Honda, the KX’s location of each control surface is well executed, albeit with an emphasis on taller pilots. The Renthal handlebar sits within a pair of reversible bar mounts. Below, oversized footpegs offer a large, secure platform, though still aren’t as wide as the massive Yamaha pegs.
“The Kawasaki is the biggest and most open-feeling bike in the shootout,” says an appreciative Milan. “It really works great for a taller rider. The only downside to the Kawasaki's ergo package was the fact that it has the heaviest feel.”
My favorite thing about this bike is the ergonomics and how comfortable the bike feels,” agrees Armstrong, which is somewhat of a surprise considering his 5-foot, 7-inch stature. “From the second you sit on it, it just feels right. Everything from the seat, to the footpegs to the handlebar feels balanced.”
If you’re a skilled rider and know how to rip around the moto track at max speed, there’s no better bike than the 2010 Kawasaki KX450F.
The KX’s braking capabilities have more than enough power to slow you down from warp speed, but they lack a bit of feel as compared to the ultra-sensitive KTM’s and the Honda. Finding a different brake pad might be all it takes for a solution.
If you’re a larger, heavier rider, or really know how to put a motocross bike through its paces then the 2010 Kawasaki KX450F is the best 450 machine. The firm suspension offers excellent balance and is perfectly suited for high-speed tracks. While the Kawi certainly isn’t the easiest bike to ride in this quartet, in the hands of a skilled rider it absolutely shreds.
In recent history there hasn’t been an off-road motorcycle with more hype surrounding it than Yamaha’s 2010 YZ450F. The Tuning Fork’s PR crew had our heads spinning with the promise of a reversed engine with the intake and fuel-injection neatly tucked in up front and the tornado-style exhaust exiting from the back. Furthermore, Yamaha pledged that the new aluminum chassis would be proficient at not only putting power to the dirt, but, through clever engineering and mass centralization, make the machine feel much lighter and more agile while in motion.
Fortunately, this propaganda lived up to expectation as we were seeing stars after our 2010 Yamaha YZ450F First Ride. Perhaps the most memorable feature after two days of riding at Budds Creek was just how easy it is to ride, which can be contributed to the harmonious relationship between engine, chassis and rider.
“The Yamaha was probably my favorite,” states McElroy. “Overall feel was killer. It tracked really well. It soaked up everything in its path easily and it stayed planted on the ground. The motor had decent grunt down low and would pull no matter what gear you’re in.”
“The ergos… everything was spot on,” he continues. “It kind of felt like the KTM in the sense that it’s a really easy bike to just hop on and ride. It certainly doesn’t feel like a typical Japanese bike, but it’s just a really smooth bike as a whole. There really wasn’t anything I didn’t like about it.”
McElroy wasn’t the only rider enamored with Yamaha’s newest offering. The YZ-F ranked high for our Vet Expert rider, Tod Sciacqua. As a test rider for multiple magazines over the past decades, Big Air has seen a lot of bikes, but he still had this to say:
“The best, most innovative motorcycle I’ve ever ridden. It has the most balanced suspension and the most powerful motor. The fuel-injection is right there. It’s just instant power.”
“The centralized weight, you can really feel it,” he adds, “especially going into braking bumps. Normally a bike packs down and tries to buck you; this one just glides across the roughest part of the track. It’s easy to steer into the rut, out of the rut. It’s the most confidence inspiring motorcycle I’ve ever ridden. I just wish I had one.”
One of the reasons the Yamaha “glides across the track” is its superbly balanced Kayaba Speed Sensitive suspension. We’ve loved the Yamaha’s class-leading comfort and plushness for years and the YZ is the only 450 to feature this particular premium KYB componentry. Like the 2009 machine, it continues to impress, especially on the bumpiest, nastiest terrain you can find.
“My favorite thing about this bike is the suspension,” Armstrong notes. “It is really plush throughout the stroke and absorbs every bump effortlessly, plus it’s balanced. This really helped the bike feel planted in the corner.”
Although lighter rider’s loved the YZ’s suspension, the springs were too soft for the big boy in the group.
“The suspension was just too soft,” says Milan. “The spring rates were not nearly heavy enough for me, and when the track got rough, the bike pitched front to back, which is typical of a bike with soft springs.”
The Yamaha’s retooled frame, swingarm, and engine function together with the suspension to deliver a bike that handles differently from the competition, and for that matter, any other off-road motorcycle currently produced. Despite being the heaviest bike on the scale (tank empty), when in motion, the Yamaha will surprise you with its agility. In fact, after riding the other bikes, it takes a few laps to acclimate yourself to its unique handling traits. Steering is very neutral with the YZ never turning more or less than what the rider inputs through the Pro Taper handlebar. It isn’t as sharp as the Honda and certainly requires a bit more handlebar input than the other bikes but it is always balanced and controlled.
It would seem that a bike which turns so well in slow corners might be a handful through faster sections, but that simply isn’t the case. At speed the Yamaha tracks straight through obstacles and resists headshake. However, as Milan mentioned before, heavier riders can overwhelm the stock capabilities of the suspension making it less stable than the Kawasaki or KTM, but on the whole, the Yamaha soaks up everything.
The YZ’s braking capabilities were also well received by our testers. While brake feel isn’t as good as the KTM or Honda, it does offer more than enough power to scrub off excess speed. It all comes back to the excellent overall chassis where perfect balance allows for the rider to get aggressive at the levers.
The YZ450F has the most compact cockpit of all the bikes. Armstrong said he would have preferred a taller handlebar.
In terms of engine performance all of the testers appreciated how effectively the YZ transfers power to the rear tire, especially in limited traction environments. Right off the bottom, the engine actually feels stronger than all but the Kawasaki, however, the dyno proves otherwise as the Yamaha is behind all but the KTM until around 5500 rpm. From there it catches the Honda and runs neck and neck with it until the rev limiter shuts it down. Kawasakis have been known to “sound fast” in the past few years with their obnoxious exhaust note, and the Yamaha is guilty of this in its own way. The elevated sense of acceleration could be attributed to the intense induction roar emitted from deep inside the forward-positioned airbox.
In the holeshot test, the YZ accelerated into Turn 1 just behind the lightweight Honda, which proves how effective it is at the business end of the Dunlop rear tire. Furthermore, its shorter gearing help maximize engine power and allow it to accelerate more quickly despite being slightly down on overall power output. Just look at the results of the third gear roll-on test in which the short-legged Yamaha was the only bike to near the rev limiter in our allotted distance. During the test you could hear that the Yamaha was almost at the rev limiter while others still had room to go.
“One of the best motors for tracks with limited traction,” comments Milan. “Strong pull from low-to-top with no flat spots at all. Easy to ride and plenty fast but zero hit or pop whatsoever. And I have to admit, I missed that hit in certain sections where I wanted to steer the bike with the rear tire.”
“The motor pulled really hard out of the gate with really good mid and top end power,” says Armstrong, also noting its smooth delivery. ”The one thing that I noticed was it didn’t want to start when the motor was hot.”
As Armstrong points out, this is potentially the only annoying trait of the YZ’s engine. When the engine is cold, it starts first or second kick - every time. But when the engine gets hot it requires finesse and a specific top-dead center procedure, much like the older 4-strokes, to get the engine to fire.
Although its five-speed transmission has no awkward gaps of any kind between each gear, and has virtually no play in the shift lever, at times it’s hard to catch an upshift during maximum acceleration. It’s also next to impossible to find neutral at a stop.
Yamaha’s ergonomics aim at shorter riders, even more so than the CRF’s. The bike feels similar to the Kawasaki in terms of width and the seat is flat allowing the rider to maneuver his body forward or backward unencumbered. However, the spacial relationship between the rider triangle makes for an extremely tight cockpit. It’s almost sportbike-like in how compacted the rider control surfaces feel.
“The rider compartment was a little cramped even for me,” says Armstrong who stands 5-foot, 7-inches. “I like to ride forward on the bike and sit high on the tank. I feel the bike would be a little roomier with some taller bars.”
“I felt like the bike was just too small for me,” says Milan flatly. “But the cool thing about the Yamaha is that you can adjust the handlebars forward or back. I moved it to the farthest forward position and that helped substantially.”
Indeed the ability to adjust the position of the handlebars in four ways really allows the rider to tailor the YZ to his or her particular riding style. We also really dig the humungous works-style footpegs that not only look cool, but disperse energy better when landing jumps or pounding through whoops.
Just like before, the 2010 Yamaha YZ450F continues to impress us with just how easy it is to ride. Whether the track is rough or smooth, its suspension gobbles up everything. Plus it has an engine that’s equally effective at putting that power down to the ground. If you’re looking for the easiest 450 motocross bike to ride the new Yamaha is it.
Despite being an omnipresent force in the realm of off-road motorcycles, KTM and its 450 SX-F motocross bike have struggled to find the same success on the motocross and Supercross tracks compared to its Japanese counterparts. Having never swung a leg over a KTM 450 SX-F during our 450 Motocross comparisons, we didn’t know exactly what to expect from the Orange machine.
The first difference obvious difference with the SX-F is that it still uses a carburetor. It’s the only 450 in this comparison still making use of the old, but reliable, mechanical fuel/air mixer. The second key difference is that is the only machine not employing a conventional link-type rear suspension, instead having the shock mounted directly to the swingarm. Look beneath the surface, however, and one learns that there are many more subtle differences that make KTM’s motorcycles stand out from the rest.
Race-specific goodies including wave-style braking discs, blacked-out wheels, triple clamps, and frame are abundant. Additional proprietary hardware comes in the form of a quarter-turn fuel cap, sealed steering head and axle nuts, plus a maintenance friendly tool-less airbox. We also appreciated how easily it is to adjust the rear shock preload with the simple aluminum collar and the easy tool-less compression damping adjusters atop of each fork leg.
The SX-F is the only 450 in this test to still use a carburetor. It worked great with spot-on throttle response at Racetown 395.
Hop aboard the KTM and feel how its cockpit is roomy and unencumbered. It offers the same type of free-roaming space as the Kawasaki, and possibly a tad bit more. Similar to the KX-F and CRF, the KTM uses a Renthal handlebar, though the Austrians opt for the crossbar-less Fatbar model. Reversible bar mounts give the rider the opportunity to move the bars forward slightly and short and tall riders alike noted its comfortable layout. None of our testers expressed any concerns with maneuvering their bodies at speed.
Glance down at the handlebar and you’ll see a tiny black electric start button. KTM has done away with a conventional kick start lever, instead opting for the simplicity of e-start - and we love it! Obviously, the KTM is the easiest to light whether the engine is hot or cold, and even after a tip-over or stall. We wish the rest of the 450 motocross bikes could offer the same.
Pin the throttle and the KTM’s engine doles out a ridiculously flat spread of power, and we mean that in the best way. Despite not employing electronic fuel-injection and instead relying on a Keihin FCR 41 carburetor, jetting and throttle response were spot-on in the high desert elevation at Racetown.
Initially, bottom-to-mid power feels the mellowest even compared to the Honda and Yamaha, but as the revs increase the KTM comes alive pumping out the most power for about 1000 revs before the Kawasaki takes over. Keep your wrist locked and where the EFI bikes are stalling out, the KTM just keeps pulling all the way to the rev limiter with class-leading top end.
Look at the results from the holeshot test. Despite finishing behind all but the Kawasaki, the KTM recorded the highest trap speed (nearly 52 mph), signaling how potent the upper reaches of its powerband are. In the third gear roll-on test, despite recording the slowest time, it posted the second-highest trap speed (49.51 mph). It’s this kind of engine versatility that won the hearts of our testers in the motor department.
“The KTM possessed my favorite power delivery by a long shot,” says Milan. “The bike feels like a tractor. It just pulls right from the bottom and smoothly builds to an incredibly powerful mid-range followed by a Top Fuel dragster top end! I could enter corners a gear high or a gear low and still come out strong on the other end. The incredibly powerful, yet friendly nature of this motor was confidence inspiring plus it felt hooked up everywhere.”
“The KTM was the surprise of the day,” adds Sciacqua. “It’s got the easiest power delivery by far and is totally controllable exiting turns. It really did surprise me. The power delivery to the ground is amazing. As your exiting the turn it just hooks up better than any other bike.”
Equally impressive is just how quiet the KTM is even under full throttle, due in part to its innovative Header Pipe Resonator System. The system is comprised of a small metal canister that attaches to the titanium header pipe and reduces exhaust noise without compromising overall engine performance.
For ‘10 KTM engineers added an extra transmission cog and the new five-speed was well-received by our testers. Out on track the KTM never feels like it’s between gears. Overall gear ratios felt similar to the Honda and action through the shift lever was positive. The KTM also has the distinction of being the only bike to offer a hydraulic clutch as opposed to the cable actuated components on the Japanese bikes. This substantially increases the level of feel during race starts or any other situations which warrants fanning the clutch. Another benefit is its resistance to fade during prolonged use.
Despite employing e-start, and all the things that go with it including a battery and an electric starter motor, not to mention carrying the biggest fuel load (2.2 gallons), the KTM weighs less than both the Kawasaki and Yamaha at 249 lbs with a full tank of gas.
As mentioned before, even though the KTM certainly has some size to it, its lively handling manners are one of its strongest attributes. Riders had no issues placing the bike where it needed to be - even super tight inside ruts weren’t a problem for the Orange machine. Furthermore its dexterity doesn’t come at the price of stability. Straight up, you won’t find a more solid mount, even compared to the ultra-stable Kawasaki.
“The KTM felt practically glued to the ground,” says Milan. “I’m sure the engine’s power delivery aided in the predictable feel…The bike tracked straight and would hug the inside line on the tightest of corners,” he continues. “But where the KTM really shined was in the whoops. The only complaint I had regarding the suspension was in the bottoming control. The KTM had the most ‘metal on metal’ feel when bottoming out.”
While Milan’s extra weight taxed the capabilities of the suspension, featherweight McElroy had this to say about the KTM’s WP combination:
“The KTM has the best fork out of any bike I’ve ever ridden. The front end is always stuck to the ground and soaks up all the bumps. The rear end tracks well but it doesn’t have the most plush feel. The shock stroke was a little harsh, but it was one of the better bikes through whoops.”
“The suspension was a little stiff for me,” says Armstrong. “I noticed it mostly in the small chop, braking bumps and acceleration bumps.”
The KTM continued to impress with its braking prowess. Who knew dirt bike brakes could be this good? The Austrians’ use of the Brembo braking system is head and shoulders above the competition. The level of feel at both levers borderlines on insanity - in a good way - allowing you to trail the brakes into corners with the most confidence of any bike.
The 450 SX-F is a serious strike against the best from Japan. The engine is smooth, quiet and powerful, plus starting it is as easy as pushing a button. Its chassis is nimble in the tight stuff and unflappable through fast, rough terrain plus the ergos are a match to almost all riders.
2010 Honda CRF450R – 4th – 117 points
For ’10 Honda tried to infuse more balance into its CRF450R, but in the end it didn’t quite achieve the complete result. While there are certain attributes that we love about this motorcycle, including its quick steering, powerful-yet-friendly engine characteristics, awesome brakes and intuitive rider compartment, the chassis shortcomings and high-speed stability issues are too much to overlook. With some more chassis and suspension tweaks, the Honda could be the best bike. It’s got the engine, it’s got the turning, now it just needs some more balance and stability to be next year’s winner.
2010 Kawasaki KX450F – 3rd – 128 points
You’re probably thinking “how can a bike that won last year finish third a year later?” Honestly, the KX450F is an excellent motorcycle—for the right person and the right track. Although it is substantially easier to ride than in years past, it still requires more from its rider than any of the other bikes. With the right rider at the controls at an ultra high-speed track, there is nothing that will touch the KX, plain and simple. If the Kawasaki can shed some weight and become just a little less hard-edged it’ll be right back on top.
2010 Yamaha YZ450F – 2nd – 136 points
We had high expectations for Yamaha’s retooled YZ450F coming into this shootout. Just like during our First Ride, the YZ450F blew us away with its high-end and well-sorted suspension, chassis and engine that allow the rider to ride to their full potential. The problem is that the Yamaha just missed out in the objective performance ratings. While its engine is good, it’s not the best. While it feels light in motion, at a standstill it’s a tank. If Yamaha could infuse a bit more straight up performance this bike would win.
2010 KTM 450 SX-F – 1st – 148 points
Never in a million years did we think that KTM’s 450 SX-F could outpace the best from Japan, especially with the heavy-hitting class of 2010. However from the minute we pushed the e-start button until we lifted it back on the stand, the KTM shocked us with its deceptively fast and quiet engine, solid handling, killer brakes and clutch response, not to mention spot-on rider controls. If you want the best motocross bike of 2010 the KTM 450 SX-F is it.
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