Here's how the 2008 450 Off-road bikes line up in my garage:
I'd go with the Yamaha if I was going to blast across the desert or pound a GP course. I'm not sure you can build a better motor than the WR450 with its strong pull and never-ending top end. It's easy to ride at slow speed and has plenty of zip to get the blood pumping. Ergonomics are pleasing and the bike has a quality build. Also, the suspension does a great job of combining plush with bottoming resistance, especially the shock. However, its negatives include a grabby clutch engagement and a top-heavy feel. These no-nos can be a pain in the tailpipe when the going gets tight and I start cooking single-track trails like a pound of bacon. I'm still not getting these aluminum frames to flex like I want. But in the open, the WR is money, money, money. Stable, fast and well spent money.When I start in the open and get to the tight stuff, I'm almost always wishing for the orange bike. The KTM 450 XCRW is a do-it-all ride like we're beginning to expect from the XC's. My favorite aspects of the bike are the comfortable ergonomics, the strong motor and the best transmission ratios in the class. Everyone fits on a KTM, if you don't, the bike will adjust to fit you. The motor is great, everywhere you could possibly ride it thanks to the linear delivery and, maybe more-so, to the gear spacing. The 6th gear is a godsend when blasting down a powerline road and the cogs from 1-5 are spaced perfectly. Suspension action isn't as plush and is set up for more aggressive riders or those not looking to sit down a lot. Also, this bike is decent on a MX track. Where this bike doesn't shine is when you get lazy. The KTM likes to be ridden, and ridden hard, get lazy and the comfort level drops drastically as the bike will deflect and the seat will wear you out.
The Honda CRF450X is the sassy stepbrother to the CRF450R. The motor is zippy, fast and fun. And the suspension isn't the plush-tastic off-road set you'd expect from the heaviest of red 450s: It's fairly aggressive. The most notable change over last years' model is the addition of the steering damper and the new offset front end. I, personally, crank the damper in to the max and enjoy the resistance in the corners. The bike really likes to turn sharp and if you're on your game, you'll swear you're on a motocross bike. The bike isn't plush, necessarily, and resists bottoming decently. The suspension is more moto than off-road feeling. This is a race bike, really. It's great fun in the faster GP style courses or even enduro-style loops. Did I mention the motor is zippy? Pay attention when you're riding this bike, it will pull hard enough to surprise you into the rear fender. It has a torquey initial pull that wakes you up. It's the most-aggressive power delivery in the bunch. Somehow, it still gets traction, though. And that puts this powerplant at the top of the class, for sure. I'm not excited about the front brake on the Honda as it seemed to fade after a few days of testing and I really want to stretch out the distance between the handlebar and the footpeg.
The Kawasaki KLX450 proved to be the silent and soft beast in this bunch. It has a soft nature all around, from the seat to the suspension to the power delivery. The bike sounds slower than it is but isn't going to win any drag races against the other animals in this cage. The bike likes to lug and torque more than rev and really is the most fun grunting around instead of blitzing wide-open. The cockpit is neutral, feeling a bit cramped in the bar, which I associate with the wider tank and protruding shrouds. It's easy to grip with your knees and the seat is best in class by far. Our Long Haul KLX has proven versatile to say the least. -- Jesse Ziegler/ 5' 10" ,175 lb./New Vet Intermediate