Honda Cfr450r Vs. Suzuki Rm-Z450
Honda CFR450R vs. Suzuki RM-Z450
Thumperville
RYAN DUDEK
IT’S NO SECRET THAT HONDA’S CRF450R IS THE benchmark in the motocross class, winning a prestigious Cycle World Ten Best Bikes award the last six years running. Therefore it was the only logical opponent to pit against Suzuki’s all-new and highly touted fuel-injected RM-Z450.
Sometimes it’s better to leave well enough alone, but sitting on its hands isn’t Honda’s style. Instead it chose to update the 450 with minor engine changes and fine-tune an already stellar chassis.
The CRF’s 449cc, liquid-cooled, four-stroke Single has a four-valve head actuated by a single cam. A redesigned head pipe is aimed at improving low-end and midrange power. Smoothing delivery is a works-type CDI ignition system with three different maps. The transmission gear-position sensor tells the CDI to automatically choose either the first-,
secondor third-through-fifth-gear map to optimize output, depending on which cog is engaged.
In an effort to improve the bike’s cornering abilities, tripleclamp offset has been changed from 24 to 22mm. Ensuring that the bike remains stable with the more radical geometry, Honda added a Progressive Steering Damper (HPSD) of its own design, hidden behind the front numberplate.
Suzuki knew that to dethrone the dominant CRF, it needed to do more than simply make waves with its new headlinegrabbing EFI system, so the engineers completely redesigned the RM-Z from the ground up. The chassis features a new frame and swingarm, upgraded suspension, fresh bodywork, footpegs, brakes and even the compound and knob pattern of the tires! The aim was sharper handling, smoother suspension compliance and more powerful braking.
In addition to the fuel-injection system (which gets power from a single-phase alternator and not a heavy battery; see “Injection Intricacies,” page 78), the 449cc, four-stroke Single with twin cams and a four-valve head received changes to the intake system, a redesigned combustion chamber and a heavier flywheel. Better roll-on power and improvements through the low-to-mid rev range were the objectives. Another significant change is the switch from a fourto fivespeed transmission.
On paper, the two bikes look like a great match-up. The differences seem minor, but in reality they both have personalities of their own.
This is especially true when talk turns to chassis. Honda’s Showa suspension is awesome. Up front, stiffer fork springs (with a 0.47kg/mm rating, something we tried successfully on last year’s bike) allow the front end to stay extended in the really rough stuff entering turns, making aggressive riding easier. Out back, the excellent shock keeps the rear tire following the contours of the ground over harsh braking and acceleration bumps, allowing the rider to set up for the turns and then power out with confidence on the exit. One huge advantage that the CRF has is that it weighs a massive 13 pounds less than the ’Zook, every bit of which is noticeable muscling the bike around and flying through the air.
Interestingly enough, the RM-Z’s similar Showa suspension didn’t receive the same accolades, even though it had easier and more-precise steering. The Suzuki would sometimes swap a bit, the rear tire tracking poorly entering corners laden with large braking bumps, making it hard to carry corner speed on entry. We had issues with the fork, as well; it felt soft and unpredictable entering corners, especially when on the brakes. Sometimes the front would shake its head and other times it would knife into the dirt and try to tuck, making the rider lose confidence due to the inconsistency. On high-speed sections-off the brakes-the Suzuki was stable and precise.
Ergonomically, the two are deadlocked. Every tester short or tall was completely comfortable on either bike.
Engine preference really boils down to the level of the rider. Pro-level riders leaned toward the Honda, while Vets and less-experienced riders liked the Suzuki. This is no surprise, as the CRF offers a big hit of power, forcing the rider to be very precise with the throttle to manage traction. Exiting slick, hard-packed turns, the Honda easily breaks the rear tire loose. On the flip side, it has tons of oomph and can yank you out of a nasty situation. It also works better in soft terrain.
For mere mortals, the RM-Z’s linear, tractable power delivery was reassuring, while the fast guys had to admit they liked it, too. Even in hard-packed turns, the rear wheel feels glued to the ground. The smooth delivery aids the rider while negotiating mid-corner ruts, keeping the bike from jumping out hard on the gas. The Suzuki’s power fell off a little sooner on top than the CRF’s, something only the fast guys complained about.
SUZUKI RM-Z450
$7199
Alps A Fuel-injection! A Tractable power teels like traction control on dirt A Awesome steering 'fh owns ▼ 13 pounds more! Where’s the anvil hidden? T Sub-par shifting ▼ Unpredictable suspension action
As good as the ’Zook’s motor is, the same can’t be said of the tranny. False neutrals were common when trying to shift at high rpm on fast sections of track, exactly where you need it to engage the next gear precisely.
We’ve kept you waiting long enough. The biggest question we get asked is how the RM-Z’s EFI compares to the CRF’s old-fashioned carb. The truth is that both work superbly. Throttle response is very similar, with the edge just going to the carb. Yes, that’s right, age and treachery over youth and enthusiasm. That’s not to say that the EFI didn’t impress us. The way the injected RM-Z manages power is really good, too, but not perfect. On some test tracks, but not all, the bike had a little stutter when getting on the gas hard from quarter-throttle, and it would also pop and backfire when chopping it closed near the rev-limiter. But for a first-generation system, it worked very well. It’s a sure sign that this is the future and it will only get better.
Each bike is impressive in its own way. Suzuki’s RM-Z450 has successfully introduced fuel-injection to motocross, which is really cool in and of itself, and the Z would be a great pick for less-experienced riders who want the most tractable 450cc engine available.
In the end, however, it couldn’t quite match the CRF450R’s complete package. The Honda has everything you need in a motocross bike from outright power to race-ready handling, and it’s still a good choice for a variety of riding levels. We’ll soon sample the rest of the Class of 2008 back-to-back and see if the Honda can roost away its seventh Best Bike award in a row. But as this test proved, it’s without a doubt the bike to beat. O
HONDA CRF450R
$7199
^Ips A Tried and true A Steering damper with an acronym! A Explosive power, if you’re into that ’ft owns ▼ Explosive power, if you’re not ▼ If this isn’t perfect, what is? ▼ Black version is $200 extra
