Suspension: The KTM is the best in small-to-medium square-edge and braking bumps. The suspension actually works like I perceive suspension to work. Then we go with Kawasaki, Honda, Suzuki and Yamaha, in order. For me, the Yamaha was all over the place and was a bit harsh on the small bumps.
Chassis: Honda wins here. It was the most nimble and lightest feeling and tracked exceptionally well. Kawasaki is in second with Suzuki, Yamaha and KTM going down in order and getting heavier feeling and lazier as you get to the KTM, which feels heaviest.
Overall: Although the KTM power, suspension and components (like brakes that felt as factory fresh as all brakes should) shined, the negative is the bike has a bigger, heavier feel to it and is a bit bulky in the tank. I'd rank the Honda first, Kawasaki second and KTM in third when I combine my overall comfort on the bikes with how they performed on the track. Yamaha and Suzuki are tied for fourth.
KTM 450 SX-F
Love. Hate.
Historically, there's been little gray area when it comes to people's opinions of KTM's motocross big boy. But that's going to change starting in 2009. Why? Because this bike is closer to the competition than ever...or is the competition closer to it? Either way, precise steering, electric-starting, power by the boatload and a suspension package that is the most rider-friendly in the class has the Orange team riding high. Upset of the decade? It wouldn't be that weird.
Engine
* Electric start. You only think it's unnecessary until you ride with it once.
* It's almost redundant to talk about KTM boost, but in straight-out acceleration nothing can touch it.
* The four-speed tranny keeps you out of the top-speed wars, but motocross tracks aren't top-speed battlegrounds. Anything under 70 mph and Orange is likely in front.
* You can tell you're on a carbureted bike with the KTM. There is cleanliness to EFI that brass can't match. Fuel screw adjustment is critical for clean fuel delivery.
* Power delivery on the KTM is near perfection. It just misses on the bottom to the Honda and in the mid to the Kawasaki, but KTM and Yamaha will outgrip any bike in hard-packed or slippery conditions.
* Most energy-saving (your energy) engine in the class because the pull is never ending and the rpm take time to build.
* Quiet performance.
Chassis
* Precision in the turns was started with newer KTM bikes. And this is year is no different.
* One of the most enjoyable bikes to rail berms and ride ruts on.
* Heavier feeling than every aluminum perimeter-framed Japanese bike. This bike has some weight down low and you can feel it.
* If weight feel equals stability (as it does, sometimes), the KTM isn't playing by the rules. It's not as stable as the Yamaha and Kawasaki, which feel lighter and more stable.
* Frame geometry, tank width and peg location feel and are different than on Japanese bikes. Whether it is better or worse depends on the rider. Bigger guys fit. Smaller guys get weird.
Suspension
* KTM's 2009 WP components are the most compliant in the history of modern European suspension. And that's not a backhanded compliment. It's great. Better than most others here.
* Both ends of the bike are supple and controlled.
* Match your weight to the correct spring rate and set your sag for best shock performance. The rear spring is critical to get the best KTM suspension performance.
* Both ends of the bike are sensitive to clicker adjustments. Make your changes in one-click increments.
* Plush feel is too soft for faster, heavier riders and can push into the stroke too far on jump faces.
* Bottoming resistance is decent for the amount of plushness the components show.