The Yamaha now has a Honda-style brake-hose routing, which helped the stopping power and front-brake feel. The YZ-F rated a little lower, but it really has great stoppers.
Fit, Finish And Standard EquipmentAll of these bikes come well-equipped. The Honda has that work-of-art aluminum frame, light and strong wheels, a titanium/aluminum exhaust and (as with all of these bikes) an aluminum handlebar. It also has the best seat and great Dunlop meat. Some Hondas have had relatively short valve life, though Honda claims it is mainly due to riders who engage in sustained high-rpm running and/or bounce the bike off the rev-limiter a lot. Of course, letting the bike ingest any dirt will greatly compound the issue. Working on the engine is easy, but getting at the shock and carburetor is a challenge with the perimeter-style chassis. Adjusting the valves requires shims. The oil situation is a combination: Having separate oil systems for the engine and the transmission is nice in concept, but this does complicate oil changes a bit. Despite the real or perceived maintenance issues, the red rider rated highly.
The KTM was up next with a powdercoated frame, a hydraulic clutch, quality rims, Bridgestone tires and an oversize handlebar. It also has those billet triple clamps with the adjustable handlebar position and offset. The seat and the choice of Bridgestones brought down the bike's score a little. We liked the M401/402 combo on the KTM 250 SX, but the M59/70 on the 450 wasn't as versatile. Also, the headpipes didn't seal perfectly, so we experienced some popping under deceleration. The KTM is easy to work on, with wheel spacers that are captive. The valves don't seem to be much of a problem; they adjust in one-third the time it takes for the Honda or Yamaha and with no need for shims. Oil changes are a snap, though two filters are required when it is time to change them. Cleaning all of the oil screens is additional work. Getting to the carburetor is painless, and the filter is the easiest to change and requires no tools. Naturally, there is no linkage to grease, either.
The Yamaha has no perimeter frame, so it is fairly easy to access the shock and the carburetor. The wheels are strong, and the engine has a good reputation for reliability. As with the Honda, the Yamaha requires the valve cover be removed to check the valve clearance, and shims are necessary if any change is needed. The blue plastic is better for 2005 but will still white-mark when creased. Our 450's muffler had something loose or broken inside by the end of the test. The bike still ran fine, but it made a little clicking noise. Yamaha shods the YZ-F with hard-terrain Dunlop D739 tires that work very well until the terrain gets soft or muddy.
Just One Choice?We can't deny this is a runaway win that will only convince more people we are on the Honda payroll. We'd be happy to show you the company name on our checks and refer you to the 125cc and 250cc two-stroke shootouts (Dec. '04 and elsewhere in this issue, respectively). We test the bikes, the riders fill out their sheets and we add up the numbers. We can back those up with our internecine struggle over who will get to ride the CRF450R for the year. It is the unanimous winner here for a reason. It does everything amazingly well while remaining comfortable and composed. The power will get your heart pumping, and it and the rest of the bike will keep a smile on your face. This bike really works as it should.
That doesn't mean there aren't reasons to buy the others.