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Home » motocross bikes » 2011 Open Class MX Comparison – DR 450cc Shootout – Dirt Rider Magazine

2011 Open Class MX Comparison – DR 450cc Shootout – Dirt Rider Magazine

By: editorial staff

Thursday, February 17, 2011

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<p><u><br />
<h2>Honda CRF450R</h2>
<p></u><br />
<strong>If 2009 was all-new and 2010 was about refinement, 2011 is all about radical refinement, and Honda seems to have addressed the issues riders have been complaining about while meeting regulations and spreading the CRF love to an even wider range of skill levels. Short on the spec list but big in performance changes, easier-to-ride power delivery and better suspension compliance are what really stand out. But in all of that there is a very Honda-esque vanilla that comes with being so polished. The bike has few standout characteristics and is one of the least polar in terms of how many riders loved/hated it. Its durability and loyal customer base are givens, and the CRF was definitely a top choice in the “what bike would you buy” category.</strong><br />
<h2>Engine</h2>
<p>•The Honda’s power comes on smoother than before, is very controlled and manages to contain both snap and hit if the rider asks for it. It’s way faster than it feels.</p>
<p>•Some complained the motor was too mellow and a little on the boring side, while the pros said they could use more hit.</p>
<p>•The CRF doesn’t feel the fastest and, in fact, the new quiet performance had some of our testers (less intelligent ones, for sure) thinking the power was off because the bike wasn’t loud.</p>
<p>•Gear ratios are perfect, and none of our riders wanted to change the gearing at any of the tracks. The heavier clutch pull was not an issue while riding. Shifting is class leading.</p>
<p>•The starting has come a long way since 2009, and the HRC FI tuning tool can change the 450R’s power delivery in many ways.</p>
<p>•In outright power, we’d place the CRF in third behind the KTM (on top) and the Kawasaki (midrange), just like last year. But nothing needs to be done to the motor to make it competitive.</p>
<p>•The CRF is a little more prone to stalling than some of the other bikes, but that’s a nonissue when compared to the 2009 model.<br />
<h2>Chassis</h2>
<p>•The Honda has the tightest-feeling chassis and a package that feels poured in place, meaning it all fits together perfectly and each part is playing nicely with the others. Integrated is another description that comes to mind.</p>
<p>•At 242 pounds (tank full) the CRF is the lightest in the class. For our test riders, it definitely feels that way in the air, but on the ground the bike is so stable it doesn’t feel as light as the scale claims. It’s also very roomy and just the right width.</p>
<p>•The Honda Progressive Steering Damper can be used to tune the bike’s feel from light and twitchy to heavier and more stable. It has an effect on stability, turning and suspension feel, and savvy riders will play with its adjustment to get the most out of it.</p>
<p>•Complaints focused on the 450R feeling high in the rear compared to other bikes, and because of that some riders felt there was a bit of instability. When given the time, riders were able to tune this out with the steering damper and by varying ride height.</p>
<p>•Everyone else’s brakes have reached Honda’s high level, and KTM has surpassed the CRF on the binders, just in case you were wondering.<br />
<h2>Suspension</h2>
<p>•2011′s biggest change is in a suspension setting that does not feel harsh compared to the other bikes yet still retains the class-leading bottoming resistance, especially in the fork. Every test rider loved this trait. It is easily adjustable to meet much slower riders’ needs without compromising what is the closest to a real pro-level setting.</p>
<p>•The balance is a strong point, but it’s up to the rider to make sure his setting is correct. When off (either high or low in the rear) the outcome can be instability or a harsher-than-ideal front end. Learn about ride height and the effect of high-speed compression damping adjustment; it makes a big difference. If you can’t get it to work, we bet you’re a light or compact rider, needing softer springs.<strong>Ryan Hughes</strong><br />
<em>5’10″/185 lb/Pro</em></p>
<p>This bike should win because it is the most balanced. It goes straight with a strong feel, exactly where I point it. It’s easy to turn and there is a lot of feel for me in the front end. It shifts clean, has a good noise and other than being just a little soft for me there isn’t much I don’t like.<br clear=all><strong>Drake McElroy</strong><br />
<em>5’8″/140 lb/Aerial Pro</em></p>
<p>Smooth sailing from the bottom to the top, this motor is comfortable without any compromise. But it was headshake city on the fast, rough straights, yet when I got in the corners it worked beautifully. The CRF wants to be in the air, and that’s why I’d buy it. I need a bike to pay the bills, and that doesn’t happen when they’re on the ground (for me anyway).<br clear=all><strong>Jimmy Lewis</strong><br />
<em>5’10″/185 lb/Sr. Pro</em></p>
<p>I feel like I can ride the CRF fast (at a race) or slow (practice day) and always be satisfied. I know the bike will last, and the changes for 2011 really suit my style, especially the continued excellence in bottoming resistance with a more plush beginning. For me the changes elevated it just above the YZ-F and KTM 450 SX-F, but it was very close between all three for me.
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<h2>Why The Honda CRF450R Should Win</h2>
<p>•It has a great power delivery that is as easy to ride as it is deceivingly fast.</p>
<p>•The chassis is roomy with nearly perfect ergonomics if you’re trying to make everyone happy.</p>
<p>•The durability is top-notch, and a lot of riders have gotten a high value in their CRF450R purchases. Maybe that’s why a lot of our riders would pay for the Honda before buying their favorite machine.</p>
<p>•Very high on the “Most Improved” scale.<br />
<h2>Why It Shouldn’t Win</h2>
<p>•This bike has somehow lost that “wow” factor for a few riders. We’re lost in thinking any 450 as not having a “wow” factor, but by comparison the Honda never sneaks up on you and shouts, “Wow!”</p>
<p>•Riders who are on the verge of being scared by 450cc of animal may be intimidated by the pure performance of the CRF.<br />
<h2>Mods We’d Like To Try</h2>
<p>•Handlebars are critical on this bike for larger riders to feel comfortable.</p>
<p>•Lowering linkages have seen a lot of success in the real world. Even though Honda has done some of it already, we’re sure some riders could benefit from even more.</p>
<p>•Honda’s HRC FI tuning tool is great if you want to change the power delivery in small or large dimensions.<br />
<table cellpadding="2" cellspacing="3">
<tr>
<td colspan="4">
<h2>Specs</h2>
</td>
</tr>
<tr>
<td colspan="4"><u>Fuel delivery</u></td>
</tr>
<tr>
<td colspan="4">Fuel injection, stock mapping</td>
</tr>
<tr>
<td width="305"><u>Suspension</u></td>
<td width="57" align="center">Stock</td>
<td width="93" align="center">Int./Pro</td>
<td width="70" align="center">Beg./Nov.</td>
</tr>
<tr>
<td colspan="4">Fork</td>
</tr>
<tr>
<td>Steering damper:</td>
<td align="center">10</td>
<td align="center">9-10</td>
<td align="center">4-10</td>
</tr>
<tr>
<td>Compression:</td>
<td align="center">11</td>
<td align="center">8-10</td>
<td align="center">10-11</td>
</tr>
<tr>
<td>Rebound:</td>
<td align="center">9</td>
<td align="center">Stk</td>
<td align="center">Stk</td>
</tr>
<tr>
<td colspan="4">Shock</td>
</tr>
<tr>
<td>Low-speed compression:</td>
<td align="center">12</td>
<td align="center">9-10</td>
<td align="center">9-10</td>
</tr>
<tr>
<td>High-speed compression: </td>
<td align="center">11/2</td>
<td align="center">11/8 – 11/2</td>
<td align="center">11/8 – 11/2</td>
</tr>
<tr>
<td colspan="4">(turns out)</td>
</tr>
<tr>
<td>Rebound:</td>
<td align="center">12</td>
<td align="center">Stk</td>
<td align="center">Stk</td>
</tr>
<tr>
<td> Sag (mm):</td>
<td align="center">105</td>
<td align="center">Stk</td>
<td align="center">Stk</td>
</tr>
</table>
<h2><u>Kawasaki KX450F</u></h2>
<p><strong>Another case of successful refinement is the 2011 KX-F. With such a huge miss last year in the suspension department, the green team really made some positive changes laying claim to the plushest suspension in 450 land. And what can we say about the motor? Tamed to get closer to the 94-decibel sound test, there was a little lost in power feel but a ton gained in ridability. Living on a more traditional handling package and with a lot of character to boot, here is the KX450F broken down.</strong><br />
<h2>Engine</h2>
<p>•Sure, it got smoother, but try and contain yourself from going crazy on this monster. It has vibrant pickup at any rpm and gets with the program instantly when you twist your wrist.</p>
<p>•Can be ridden a gear high or revved, the FI does a marvelous job of making the response instant and deliberate. The KX-F not only is fast, it feels it.</p>
<p>•Second in outright power, just a bit under the KTM 450; the midrange is the strong suit in the spread. The weak link is the clutch, which a lot of riders use to control the power. The more traction the better for this bike, but more traction is worse on the clutch plate life.</p>
<p>•With Kawasaki’s FI tuner anything is possible, and even the motor’s Jekyll and Hyde character can be tuned to one side or the other.</p>
<p>•You need to have throttle control on this bike. It is still loud overall, and a lot of riders felt they had to shift it more than the other bikes. It can be a burden in long motos and on slippery tracks.</p>
<p>•The easiest-kickstarting 450 MXer there is.<br />
<h2>Chassis</h2>
<p>•If there was one overwhelming compliment to the KX-F, it was predictability. It rarely scared riders, and having a high level of chassis stability helps.</p>
<p>•The KX-F has a heavier feel than most of the bikes yet it has light-feeling steering. It’s wider and easier to grip for a lot of guys, and it all adds up to a planted and stable feel.</p>
<p>•Whatever the KX-F is doing, it turns the usually negative terms “longer” and “heavier” into positive comments. Even being this, it turns great and lets guys get away with being aggressive in the air.</p>
<p>•There were some riders who suggested the KX-F needed to shed a few pounds, that it had a sacked-out seat and that the brakes were touchy.<br />
<h2>Suspension</h2>
<p>•The KX450F has the plushest suspension, and you can hit chop and bumps all over the track that have the other bikes shaking under their forks. You won’t even feel it on the Kawasaski.</p>
<p>•The bike has a “stuck to the ground” feel that is above the rest no matter the condition of the track. Providing you control the power.</p>
<p>•The DLC fork looks as good as it works. Factory!</p>
<p>•The KX-F will bottom with aggressive or heavier riders on board and will use a little more of the stroke than the other bikes, a trait that riders fond of stiff suspension did not prefer. Some also thought the plushness let the bike get off-balance too easily.<strong>Aaron Cooke</strong><br />
<em>6’3″/190 lb/Expert</em></p>
<p>Even though I own a KX450 I have never chosen the Kawasaki as the top runner in any of the past shootouts, but the 2011 bike corrected the handling and suspension problems that I experienced with the past years’ models. The power response and traction as you open the throttle are really inspiring for me. The gas tank, seat and handlebar are the most natural feeling for me. When it came time to do the race test I felt the most confident pushing it on this bike.<br clear="all"><strong>Dane Herron</strong><br />
<em>6’0″/180 lb/Intermediate</em></p>
<p>The KX-F had what I liked for a track like Racetown. It’s a little heavy feeling but that makes the bike stick in some of the choppy corners. It hits the hardest and has the power when you want it. Holeshot bike for sure, bone stock. It will get you a start. The rest, well…that’s entirely up to you!<br clear="all"><strong>Jimmy Lewis</strong><br />
<em>5’10″/185 lb/Sr. Pro</em></p>
<p>For me the KX-F feels a little heavy in side-to-side movement and slightly old school in the handling. Although the motor is great, it seems to eat clutches to keep it tamed. And it is noisy. But you cannot fault the Kawasaki’s plush suspension and easy kickstarting. If you want to feel fast when riding, this is the bike for you.<br clear="all">
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<h2>Why The Kawasaki KX450F Should Win</h2>
<p>•The very aggressive motor is packaged in a chassis that does all the forgiving it will ever need. The motor goes and the chassis picks up all the pieces.</p>
<p>•This is the most improved package from last year, and it’s hard to believe the major components in the suspension are the same.</p>
<p>•If you like really plush suspension, the KX-F is really the only choice here.</p>
<p>•If you are a fan of older-school handling, a little less aggressive front-end feel, the KX-F, just in front of the RM-Z, is talking to you.<br />
<h2>Why It Shouldn’t Win</h2>
<p>•The suspension is a little too plush and soft for our faster pro riders. Heavier riders have some similar concerns.</p>
<p>•If you use the clutch to control the power, you will need to replace it a lot. We smoked ours once during the shootout.</p>
<p>•This bike is noisy. Better than before but still tough on the ears.</p>
<p>•If you like the newer-school direction in handling and chassis setup, more aggressive front-end steering and a lighter overall feel, don’t go Green.<br />
<h2>Mods We’d Like To Try</h2>
<p>•Different handlebar bends were suggested by a lot of riders, which seems reasonable as the stock bend feels slightly low and wide.</p>
<p>•You couldn’t go wrong by putting a quieter muffler on this bike. It will still be extremely fast, maybe faster since it will be more under control.</p>
<p>•Get ready to replace the chain buffer pads as soon as possible. T.M. Designworks can fix this.<br />
<table cellpadding="2" cellspacing="3">
<tr>
<td colspan="4">
<h2>Specs</h2>
</td>
</tr>
<tr>
<td colspan="4"><u>Fuel delivery</u></td>
</tr>
<tr>
<td colspan="4">Fuel injection, soft terrain/more aggressive mapping</td>
</tr>
<tr>
<td width="305"><u>Suspension</u></td>
<td width="57" align="center">Stock</td>
<td width="93" align="center">Int./Pro</td>
<td width="70" align="center">Beg./Nov.</td>
</tr>
<tr>
<td colspan="4">Fork</td>
</tr>
<tr>
<td>Compression:</td>
<td align="center">10</td>
<td align="center">7-8</td>
<td align="center">7-8</td>
</tr>
<tr>
<td>Rebound:</td>
<td align="center">10</td>
<td align="center">7</td>
<td align="center">7</td>
</tr>
<tr>
<td colspan="4">Shock</td>
</tr>
<tr>
<td>Low-speed compression:</td>
<td align="center">10</td>
<td align="center">9</td>
<td align="center">9</td>
</tr>
<tr>
<td>High-speed compression:</td>
<td align="center"> 11/8</td>
<td align="center">Stk</td>
<td align="center">Stk</td>
</tr>
<tr>
<td colspan="4">(turns out)</td>
</tr>
<tr>
<td>Rebound:</td>
<td align="center">18</td>
<td align="center">18-20</td>
<td align="center">Stk</td>
</tr>
<tr>
<td> Sag (mm):</td>
<td align="center">100-102</td>
<td align="center">103-105</td>
<td align="center">103-108</td>
</tr>
</table>
<h2><u>KTM 350 SX-F</u></h2>
<p><strong>Does this bike fit into this comparison? That was the question from the get-go. We decided yes for a number of reasons. First, if you’re not in an age division that has no displacement restriction, on a 350 you fit in the 450 class. If you are old (age classification with no displacement regulations), you’ll likely be considering a 450 as well. So we threw KTM’s newest creation into a pack of hungry 450s to see where things sorted out. KTM makes no assertions that this 350 is anything more than a 350. That is, after all, why orange still has a 450. But for a lot of real-world riders, this size makes sense; it just took KTM to prove it to the world.</strong><br />
<h2>Engine</h2>
<p>•The 350 surprised a bunch of our guys with a lot more torque than expected, but it was clearly not 450 torque. You cannot “torque” the 350 around and still go fast.</p>
<p>•The engine was compared a lot to the feeling everyone remembered with the 250cc two-stroke. Spunky, with quick pickup and the need (and truthfully the ability) to be ridden wide open and hard; it was plenty fast to win motos. The noticeable lack of compression braking also pays to the two-stroke ways.</p>
<p>•Just like a 450, and unlike a 250F, you can both short-shift and rev this puppy, just not as much as you can with a 450. FI mapping is perfect.</p>
<p>•To go fast you need to rev this 350, shift a lot (too much for some) and then it can have some vibration. You cannot get lazy and keep up with 450s.</p>
<p>•It is E-start!<br />
<h2>Chassis</h2>
<p>•This bike feels really light compared to a 450 even if the scale won’t agree. It kills them in how nimble it is, and the whole bike responds better to what you’re doing with your body. You ride this bike, it does not ride you.</p>
<p>•The 350 was reported to be very stable by about 80 percent of our test riders. Of course, 20 percent felt it was unstable or gave them headshake. There was no rhyme, reason or pattern we could determine for this.</p>
<p>•If we would have done an arenacross or tight supercross circuit, a lot of our pro riders were sure this bike would rule.</p>
<p>•Is this a bored-out 250F or a sleeved-down 450? It is neither; all 350, all the time.<br />
<h2>Suspension</h2>
<p>•Most of our riders really got along with the 350′s suspension. To them it was balanced, felt very planted and absolutely didn’t beat riders up, except for a few of our smaller guys.</p>
<p>•Bottoming resistance was good for all but a few of our hammer heads.</p>
<p>•If you try and combat bottoming with stiffer clicker settings, the performance in the chop will suffer. Adding fork oil to the front is the best path to a cure.<br />
<h2>Why The KTM 350 SX-F Should Win</h2>
<p>•This is the right-sized bike for most humans, and KTM didn’t disappoint in its performance. </p>
<p>•If there were a fun class, this bike would win.</p>
<p>•It shows that E-start and FI can live together in harmony on a motocross track.</p>
<p>•You feel really fast on this bike since you rev it so much.<strong>Aaron Cooke</strong><br />
<em>6’3″/190 lb/Expert</em></p>
<p>I chose the KTM 350 SX-F as my least favorite clearly because I am a bit lazy and I like the power of a trophy truck in my right hand. A few bad habits definitely come with that, and the 350 SX-F would make me a better rider. I have no doubt it would force me to improve my cornering skills, and in a short amount of time I’d be able to use the benefits of the lighter bike to even out my overall moto speed.<br clear="all"><strong>Dave Donatoni</strong><br />
<em>5’7″/160 lb/Sr. Expert</em></p>
<p>This bike is easy to ride and it does not even come close to tiring me out like a 450. It is plush everywhere and didn’t bottom out like plush suspension can. The light weight makes the bike easy to set up for corners and not blow it. To top it off, electric start is the best!<br clear="all"><strong>Drake McElroy</strong><br />
<em>5’8″/140 lb/Aerial Pro</em></p>
<p>This bike was awesome. It is quick, powerful, strong and sturdy. You can maneuver it like a 250F, but it feels like it has the motor of a 450 in it, plus it was extremely fun. I had no problem passing guys (even Jimmy Lewis, multiple times) on the KTM 350 SX-F.<br clear="all">
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<h2>Why It Shouldn’t Win</h2>
<p>•Weight savings are not worth the sacrifice in power for some.</p>
<p>•Really hard to pass 450s, a lot harder than staying in front of them. There’s no room for error while racing bigger bikes.</p>
<p>•Does not have 450 torque.<br />
<h2>Mods We’d Like To Try</h2>
<p>•When we get KTM’s FI tuner we can see about spunking up the delivery.</p>
<p>•Gearing on this bike can really change the delivery and shifting points depending on rider preference.</p>
<p>•We know there are pipes that change around the power and are even quieter than stock.<br />
<table cellpadding="2" cellspacing="3">
<tr>
<td colspan="4">
<h2>Specs</h2>
</td>
</tr>
<tr>
<td colspan="4"><u>Fuel delivery</u></td>
</tr>
<tr>
<td colspan="4">Fuel injection, stock mapping</td>
</tr>
<tr>
<td><u>Suspension</u></td>
<td align="center">Stock</td>
<td align="center">Int./Pro</td>
<td align="center">Beg./Nov.</td>
</tr>
<tr>
<td colspan="4">Fork</td>
</tr>
<tr>
<td>Compression:</td>
<td align="center">12</td>
<td align="center">10-12</td>
<td align="center">10-12</td>
</tr>
<tr>
<td>Rebound:</td>
<td align="center">12</td>
<td align="center">Stk</td>
<td align="center">Stk</td>
</tr>
<tr>
<td colspan="4">Shock</td>
</tr>
<tr>
<td>Low-speed compression:</td>
<td align="center">15</td>
<td align="center">Stk</td>
<td align="center">Stk</td>
</tr>
<tr>
<td>High-speed compression:</td>
<td align="center">21/4</td>
<td align="center">21/2</td>
<td align="center">Stk</td>
</tr>
<tr>
<td colspan="4">(turns out)</td>
</tr>
<tr>
<td>Rebound:</td>
<td align="center">15</td>
<td align="center">Stk</td>
<td align="center">Stk</td>
</tr>
<tr>
<td> Sag (mm):</td>
<td align="center">100-105</td>
<td align="center">103</td>
<td align="center">103</td>
</tr>
</table>
<p><u><br />
<h2>KTM 450 SX-F</h2>
<p></u><br />
<strong>Pretty much an all-new bike, the KTM 450 is coming off an all-time high last year, even winning some other moto magazines’ motocross shootouts. In being so dialed KTM has taken a risk switching to an all-new frame and suspension system including a linkage, of all things. Even though the motor remains the same and is the last holdout to the carburetor, the new airbox design and intake tract have the Austrian mill performing better than ever. The easiest-starting 450 motocross bike isn’t slowing down.</strong><br />
<h2>Engine</h2>
<p>•The obvious power king of the class; there wasn’t a test rider who didn’t comment about the outright power and torque from the KTM 450. Smooth on the bottom then ripping into the mid and top, it even makes the pull last for what seems like forever. It is just on the border of being too much power.</p>
<p>•Since it is carbureted, the bottom-end can seem sluggish to some and now has a noticeable bog on some jump landings for some riders compared to the other bikes.</p>
<p>•Easiest-starting MX bike ever, and yes, electric starting is better than kicking, any day. Now just hook up that EFI system like you have on your 350. Listening, KTM?<br />
<h2>Chassis</h2>
<p>•Some said the KTM would make a good off-road bike. Just because it’s orange does not mean it’s an enduro bike. Some stereotypes are hard to break.</p>
<p>•Exactly two test riders noted the bike now has a linkage and were able to describe why it was better. A lot more of the test riders just felt the suspension was better because it had a linkage. A few even thought the suspension was not as good as the other bikes since it was on a KTM. Again, stereotypes are hard to break, no matter what a rider actually feels (or a lap time tells).</p>
<p>•The bike got high marks for stability, but it was also called heavy feeling. It is much lighter feeling than last year, but as a whole, the class is feeling lighter every year.</p>
<p>•The brakes (especially the front and just like on the 350) are insanely good with power and control.<br />
<h2>Suspension</h2>
<p>•In a big change from before, the KTM now has a stiffer (more pro-level) nature and holds itself up in the stroke. With this comes much better bottoming resistance. </p>
<p>•Along with the stiffer setup a lot of testers complained about the front or rear of the bike acting choppy on bumps. We think the balance was off (and not adjusted) for a lot of them to get the most out of either the fork or the shock. Those who were able to take the time to tune all seemed pretty happy.<br />
<h2>Why The KTM 450 SX-F Should Win</h2>
<p>•It is the outright power king and won’t disappoint. After all, you buy a 450 for power, don’t you?</p>
<p>•E-start rules.</p>
<p>•Top-quality parts like a hydraulic clutch, works-level brakes and longer-lasting engine internals add up to a very solid package.</p>
<p>•You aren’t ready for fuel injection yet.<br />
<h2>Why It Shouldn’t Win</h2>
<p>•Most of our riders really felt the need for fuel injection to make the throttle response better.</p>
<p>•The bike has a heavier feel than most of the others, especially in the air.</p>
<p>•Some riders still can’t/won’t get along with the orange 450. The bike was very polar with riders, and there were a lot of preconceived perceptions even though the bike is so much closer to its competition than ever before in feel.<br />
<h2>Mods We’d Like To Try</h2>
<p>•The bike needs an adjustable fuel screw to keep crisp throttle response.</p>
<p>•Some felt a pipe could wake up the throttle response and run through the revs faster.<br clear=all><strong>Aaron Cooke</strong><br />
<em>6’3″/190 lb/Expert</em></p>
<p>This is the best KTM 450 SX-F I have ridden, especially since it didn’t have the foreign feel like in the past, I was comfortable on it right away, and that usually takes a while. The midrange power was very noticeable; I just wish it would come on sooner because it pulls longer than the other bikes. The bike feels really planted to me, especially the front end, and it stayed in ruts well. At times on slower hits it felt a little harsh, but it was not bad by any means. And I love the electric start.<br />
<br clear="all"><strong>Nick Foister</strong><br />
<em>6’0″/200 lb/Vet Pro</em></p>
<p>This is a jump-right-on-it-and-ride bike. It has a good, smooth hit with easy to roll on power, so I can really lean on the bike. The fork feels soft on top and stiff on the bottom, so it was really good in choppy rough sections and in high-speed sections. It was controlled coming into corners. It was my second-favorite bike, just behind the Kawasaki.<br />
<br clear="all"><strong>Jimmy Lewis</strong><br />
<em>5’10″/185 lb/Sr. Pro</em></p>
<p>Since the KTM seems to see-saw less than in the past it is a lot more comfortable for a lot of riders, and the suspension feels right on track with the other bikes even if a lot of riders still have an anti-KTM bias. There is no issue with the amount of power; it is just that the pickup is sluggish for some, and there are issues with the carburetion, compared to the FI bikes, for others.<br />
<br clear="all">
<div><a href=

/></a>
<p class="wp-caption-text"></p>
</div>
<h2><u>Yamaha YZ450F</u></h2>
<p><strong>Last year’s revolutionary introduction is old news. This year Yamaha was so confident in its bike that it basically rereleased it with some minor color tweaks and a small modification to the clutch activation arm. Riders seem less concerned with what direction the engine is facing this year, or where the center of gravity is-they just want it to work. Will last year’s shootout-winning YZ-F have what it takes for another year?</strong><br />
<h2>Engine</h2>
<p>•The YZ450F’s rearward-slanted, rear-exhaust motor packs a punch down low, has solid midrange and then slacks off just a bit on top. If it were at the front of the class anywhere, that would be in bottom-end snap, which for a lot of riders can be too much.</p>
<p>•Tuning the engine into almost anything you want is simple. For the majority of our testing we softened up the bottom by adding fuel and gave the bike more overrev with more aggressive ignition tuning and less fuel. This was better for most riders but it never made the YZ-F motor a standout. All this is simple with the (optional) Power Tuner.</p>
<p>•The air filter location and air intake noise annoy some riders, enough to make them want to wear earplugs.</p>
<p>•Even tuned, a few riders wanted some more overrev.<br />
<h2>Chassis</strong></h2>
<p>•The YZ-F is at the head of the class when it comes to bikes that really like to follow the front wheel. It is the most reluctant to slide. This can either be a big positive or a big negative when it comes time to comment on turning, depending on rider preference and track conditions.</p>
<p>•Pros thought the bike was stable, novices thought the front was a little twitchy. All agreed the steering effort can make the bike act heavier through the bar.</p>
<p>•The front brake isn’t responsive enough for a lot of our brake snobs; none complained about power.</p>
<p>•As different as the YZ is in design, the performance isn’t that much different than convention. But it is one thing: Polar. You either like it or hate it. The hate seemed to go away with a second or third ride on the bike as some of its finer traits take some getting used to.<br />
<h2>Suspension</h2>
<p>•How much difference a year can make, especially when everyone else makes leaps and bounds in suspension performance. Much like the Suzuki, but not nearly to that degree, the Yamaha was neither praised nor condemned for anything in the suspension department.</p>
<p>•If anything, the YZ-F is on the plusher side of the chart with a little less bottoming resistance than the Honda. Some felt the bike really rides on the front and were thinking they’d like to try stiffer fork settings.</p>
<p>•The rear end tracks great but at the same time can feel squatty to some riders. Larger and taller riders seemed to feel this the most. Welcome to the pendulum bike.<br />
<h2>Why The Yamaha YZ450F Should Win</h2>
<p>•As a stock package a lot of riders feel the YZ-F is at the front of the pack and pushing toward a lighter-acting, better-handling racer.<br />
•Revolutionary design.</p>
<p>•The package is well-balanced and is simple to tune with clickers and the Power Tuner by anyone with half a mind-if you mind what you’re doing.</p>
<p>•Our nearly identical Long Haul 2010 YZ450F has over 60 hours on it and is aging nicely.<br />
<h2>Why It Shouldn’t Win</h2>
<p>•Just like Yamaha, none of our test riders had any outright improvements they wanted to make.</p>
<p>•It’s the same as last year and the others got better.</p>
<p>•There’s a mysterious top-heavy feel (in the steering really) and some outright felt the bike is just heavy overall. It appears wide when sitting on it and looking down at the tank.</p>
<p>•New technology scares people even though there hasn’t been a single issue with the 2010 and its all-new ways.</p>
<p>•The character of the bike is too aggressive for some.<br />
<h2>Mods We’d Like To Try</h2>
<p>•Lighten it up. (Not easy!)</p>
<p>•Add a Honda-style steering damper. See ride-engineering.com.</p>
<p>•Power Tuner maps (we did this).</p>
<p>•Different brakes (pads or rotors depending on preference of feel versus power).<br />
<table cellspacing="3" cellpadding="2">
<tr>
<td colspan="4">
<h2>Specs</h2>
</td>
</tr>
<tr>
<td colspan="4"><u>Fuel delivery</u></td>
</tr>
<tr>
<td colspan="4">Fuel injection, tuned mapping</td>
</tr>
<tr>
<td><u>Suspension</u></td>
<td align="center">Stock</td>
<td align="center">Int./Pro</td>
<td align="center">Beg./Nov.</td>
</tr>
<tr>
<td colspan="4">Fork</td>
</tr>
<tr>
<td>Compression:</td>
<td align="center">13</td>
<td align="center">7-8</td>
<td align="center">5-8</td>
</tr>
<tr>
<td>Rebound:</td>
<td align="center">10</td>
<td align="center">Stk</td>
<td align="center">Stk</td>
</tr>
<tr>
<td colspan="4">Shock</td>
</tr>
<tr>
<td>Low-speed compression:</td>
<td align="center">8</td>
<td align="center">6-7</td>
<td align="center">7</td>
</tr>
<tr>
<td>High-speed compression:</td>
<td align="center">11/4</td>
<td align="center">Stk</td>
<td align="center">Stk</td>
</tr>
<tr>
<td colspan="4">(turns out)</td>
</tr>
<tr>
<td>Rebound:</td>
<td align="center">14</td>
<td align="center">8</td>
<td align="center">10</td>
</tr>
<tr>
<td> Sag (mm):</td>
<td align="center">95-100</td>
<td align="center">100-105</td>
<td align="center">100-105</td>
</tr>
</table>
<p><strong>Scott Denison</strong><br />
<em>6’2″/240 lb/Amateur</em></p>
<p>For someone on a budget like me, the Yamaha is closer than the others to the setup I liked. I wouldn’t have to do much to be perfectly content with it. I feel really confident on it and am willing to push my limits and try new lines and jumps. Plus, the new technology on it isn’t anything weird or hard to work on.<br />
<br clear="all"><strong>Ryan Hughes</strong><br />
<em>5’10″/185/Pro</em></p>
<p>The bottom power was good so you could pull a gear high, then it was strong so you could easily pull the next gear. Since the top was a little flat for me, I had to short-shift. The fork was a little soft going into corners and in the middle of corners, so the back end would come around on me too easily, yet the rear end was consistent and got really good traction. I just need to make the fork stiffer.<br />
<br clear="all"><strong>Jimmy Lewis</strong><br />
<em>5’10″/185 lb/Sr. Pro</em></p>
<p>For me this bike just turns so well it makes it really easy to go fast on and still make up time in the corners instead of recovering from mistakes. And since it’s so easy to tune the motor, I can personalize it in 10 seconds. Although the handling may be too aggressive for some and the bike too compact for big guys, it is pretty close to perfect for me.<br />
<br clear="all">
<div><a href=

/></a>
<p class="wp-caption-text"></p>
</div>
<h2>Human Impression</h2>
<p>This chart shows bike feel in different power segments. The lines represent the stock power delivery with the stock ECU mapping on the FI-equipped bikes. Altering the fuel and ignition tuning could significantly change the way this map looks.<br />
<br clear="all">This chart shows suspension feel with the stock settings, but the character of each bike’s suspension is pretty well represented even after we played with clickers on some of the machines.<br />
<br clear="all"><br />
<h2>Radar</h2>
<p><em>3rd-Gear Roll-On</em><br />
This chart shows the pull of each of the bikes from a rolling start as low as each bike will pull, then the throttle is turned as fast as the bike will allow, which in this mostly fuel-injected world means as fast as you can. The biggest fear is looping out the bikes. But the KTM 450 SX-F still takes some care through its carburetor. The Honda, as much as riders feel it being slow, is clearly the winner and putting the power to the ground. The Suzuki and Kawasaki are right there, but the Suzuki is geared a little lower than the other bikes and runs out of the gear (hits the rev cut) first. Surprisingly the KTM 350 SX-F stays right in the mix while its big brother 450 has the longest pull in third and would likely kill the class if the throttle could be applied faster and harder without the bike bogging.<br />
<br clear="all"><em>MX Start</em><br />
This is a virtual motocross start, off the line to well into fifth gear. The surprising thing is the Suzuki really laid the power down to the ground, and getting traction is as important in this as outright power. The bikes with more power, the Kawasaki KX450F and KTM 450 SX-F, both spun more off the line and kept spinning, likely stressing the traction limits of the hard-terrain Dunlop MX71s we had on all the bikes. Again, the KTM 350 SX-F isn’t the slowest and sits right in the middle through the whole pull, proving these bikes are putting out as much power as current tires can handle.<br />
<br clear="all"><br />
<h2>Sound</h2>
<p>This is the SAE J1287 “20 -inch” test and the 2 Meter Max test at wide open throttle. Most of the bikes claim 94 dB in the 20-inch test and they have for sure become a lot quieter in the last few years to pass the lower rpm test. The 2 Meter Max test is a lot more realistic representation of how loud the bikes are on the track.<br />
<br clear="all"><br />
<h2>Weight*</h2>
<p>The scale and what you feel on the track are two different things. Although the gross weight of the bike is a fact, what isn’t so objective is the inertial mass each of these bikes pick up as parts start rotating and where that weight lies in the chassis, then how a rider feels it. The comments on the bikes explain their weight feel much better than this chart.</p>
<h5>*Weight, tank full as tested with Dunlop MX71 front and rear tires</h5>
<p><br clear="all"><br />
<h2>Top Speed</h2>
<p>Why do we do top speed? Not sure, but you can use this for bench racing. The KTM 450 SX-F is the fastest 450cc MX bike in this context. Your CR85R will not go this fast no matter what pipe you put on it, so don’t write in, kid.<br />
<br clear="all"><br />
<h2>Average Lap Times</h2>
<p>Feel and think what you want about these bikes all day, but here is how they get around the track. Set up in six rider motos with riders switching bikes every moto, then having three skill level groups, here is the culmination of 324 laps of information. Since all of the bikes are on the track at the exact same time, and each of the riders is fresh on one bike and tired at the end of the day on another bike it all pans out to give what we feel is a very fair performance evaluation of each bike in racing conditions. Plus, the riders get a true feel for the bike without thinking about it too much, they are trying to beat the other guys each time out!<br />
<br clear="all">
<div><a href=

/></a>
<p class="wp-caption-text"></p>
</div>
<h3>Conclusion</h3>
<p>Being forced to pick a winner is no easy task because there are so many factors. If you were to ask any one of our test riders which bike won, they wouldn’t know because there are only about four of us who actually see all the information as it makes its way into this evaluation. Yet if any one rider told you a particular bike was the winner, for that rider, that is likely the truth. Every bike was a favorite at least once. Every bike was ranked last more than once.In the end, one bike kept getting picked first more than the others. It laid down the fastest laps with our pros and Vets yet it wasn’t that impressive in front of our radar gun; blame the tires and slippery conditions. In the final analysis, more riders thought it was the best 450cc machine for racing and riding around a motocross track. Aside from picking a winner, all we can say is there are six really good machines here. But we won’t do second through sixth; that is as pointless as your buying the winning bike even though it does not seem to fit your particular style. You can easily find something you like here because there is a huge variety. As a staff and for most of our test riders, we could easily take any of the machines here and go out and have a great time-just see the comments and opinions.Victory this year, by the closest of margins, goes to the Kawasaki KX450F. It shows that revisions can be as powerful as revolutionary development, and something as simple as having the plushest suspension is a goal that can be so difficult to achieve but heavily rewarded. It put the striking blow into a package that has been so close for so many years now.</p></div>

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