7 Wonders of Motocross World
7 WONDERS OF Motocross World
CW COMPARISON
RYAN DUDEK
IT’S GETTING KIND OF CROWDED IN THE 450 MOTOCROSS CLASS. FOR WHAT SEEMS like forever, only the four Japanese companies were actively involved, but KTM has gradually worked its way into the mix and now builds not just one but two models designed to compete in that class. And Husqvarna, once a dominant force in motocross but mostly absent from the sport since the late 1970s, has jumped back into the arena, as well.
Can any of these late returnees run bar-to-bar with the Japanese bikes, which have been developed and refined year after year for decades?
Great questi on. To find the answer, we gathered those seven 2012 450-class motocrossers, ran them on the CW dyno, rounded up a variety of testers ranging from pros to amateurs and from younger dudes to vets, including former World and AMA motocross champ Danny LaPorte, mounted fresh Dunlop Geomax MX51 rubber on all seven machines and arranged for a technician from each brand to attend. We then headed to a couple of tough Southern California tracks—Glen Helen and Raceway 395—for some long days of Let the
HONDA CRF450R HUSQVARNA TC449 KAWASAKI KX450F KTM 450 SX-F KTM 350 SX-F SUZUKI RM-Z450 YAMAHA YZ450F
Husqvarna TC449
KTM 350 SX-F Price.................................$8499 Dry weight........................235 lb. Fuel capacity....................1.9 gal. Seat height.......................37.3 in. Footpeg height.................16.4 in. Ground clearance.............12.5 in.
Husqvarna TC449
Wheelbase.......................59.0 in.
Price.................... Dry weight........... Fuel capacity....... Seat height.......... Footpeg height.... Ground clearance Wheelbase..........
$7999 250 lb. 2.1 gal. 37.5 in. 16.6 in. 13.0 in. 59.2 in.
With support from its parent company, BMW, Husqvarna is making a serious go at the U.S. market. At this point, though, the company’s TC449 can’t quite match up against motocrossers that have been at it non-stop for many years, but it’s a start.
On the plus side, the TC449 is significantly improved over last year’s model.
The seat is lower, the suspension was upgraded and the power has been increased.
But it’s still apparent that this motocrosser was derived from Husqvarna’s dualpurpose TE449, which means that on the track, it feels very much like an enduro bike. Its soft suspension blows through the stroke on jump landings and even some take-offs, plus it’s heavy and usually feels like it. Straight-line stability is actually pretty good; the TC is controllable over rollers and stays in line through the chop.
But forget about turning; the 449 doesn’t like to do that. It handles flat corners better than berms and ruts, and the more sweep the better. When ridden easily, the 449 goes around a track pretty quickly, but no tester felt perfectly comfortable on this bike when trying to push hard.
This is why the TC449 is more of a
«Ups A Better than last year’s A Largest fuel tank A Nostalgia Downs ▼ Too heavy! ▼ Gas cap smacks rider’s bottom ▼ Doesn’t like to turn
bike for a rider who just wants to play at motocross rather than race. It’s also better suited for natural-terrain tracks than it is for the man-made type.
KTM 350 SX-F
/ifl* The 350 SX-F is intended to Vlil compete against the more-powerful 450cc racebikes, which it has done successfully in certain types of racing. Nonetheless, in a 450cc-specific comparison test, the 350 cannot pull its weight, A literally and figura-
'«silps tively. Because it has a
lOOcc-smaller engine, one would expect it to be the lightest bike in this test, but it’s not; it’s only four pounds lighter than its 450 SX-F big brother (also electric start).
But racing isn’t all about numbers. The advantage of the 350 is in its smaller rotational mass, which helps it feel like the lightest bike on the track. It loves to comer and can change direction more easily than any of the 450s.
That reduced rotating mass also plays into handling, making the 350 easier to
ips
A Forever fun A Flickable like a 250
A Ride longer, harder
(owns ▼ Power doesn’t compete ▼ Rev to ride ▼ Heavier than Honda’s 450
keep going straight when the track gets rough. KTM has also done an excellent job this year with the bike’s suspension settings.
On the Cycle World dyno, the 350 posted some potent horsepower numbers, but they didn’t always translate to favorable performance on the track. The smaller engine tended to bog coming out of sand corners or get whipped when racing up Glen Helen’s massive hill. Our age-40-plus testers were the most critical of this bike because to be competitive, it has to be ridden more aggressively than a 450. Despite that, the 350 was voted the most fun to ride!
KTM 450 SX-F
£¿1/1 There’s a lot to like about the liT 450 SX-F. This bike defines “rideable.” Just about every tester praised the KTM’s comfort, and the electric start and hydraulic clutch help your body work less so you can ride more.
And you’ll want to, because everything about the SX-F is smooth. Though it’s the only carbureted bike here, the motor comes alive with a low-end grunt most of the fuel-injected bikes can’t match, and it continues to pull strong all the way to the top end while maintaining excellent traction.
Complementing the engine is a planted, stable—but not perfect—chassis. Its suspension action is smooth but not as compliant and forgiving as those on the Japanese bikes, and the SX-F’s weight seems lower and more rearward, which doesn’t allow it to turn as easily as the others. Plus, rear-
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KTM 450 SX-F
Price.................................$8799 Dry weight........................239 lb. Fuel capacity....................1.9 gal. Seat height.......................37.3 in. Footpeg height.................16.0 in. Ground clearance.............12.5 in. Wheelbase.......................59.0 in.
wheel tracking is fussy over braking bumps entering corners, often causing an awkward readjustment midturn as the bike tries to stand up. At least the KTM resumes its smooth demeanor on exit.
Where the 450 SX-F really falls a bit short is when the rider dials up his aggression. If the bike is pushed hard, the suspension then is too soft to allow a fast enough pace to keep up with most of the other 450s.
Honda CRF450R
/i¿-I* Potentially, the changes Honda jTlil made to the CRF’s chassis for 2012 could have made this bike a winner here. Thanks to its plush suspension and unmatched stability, the CRF450R is the top-handling bike in the class; and while it has gained a few pounds over the past couple years, it still is the lightest in this test by 4 pounds (compared to the KTM 350), and it’s 8 pounds lighter than the next-lightest 450. That weight advantage, combined with precise steering, allows for great control; whether aiming for an inside rut or bouncing off the side of the track, the Honda goes anywhere it’s pointed. And let’s not forget about airtime: The CRF is comfortable in the sky, too.
Unfortunately, Honda missed the opportunity for a win by leaving the engine
54/CYCLE WORLD
Honda CRF450R Price.......................... ......$8440 Dry weight................. ......231 lb. Fuel capacity............. ......1.5 gal. Seat height................ ......37.0 in. Footpeg height.......... ......16.4 in. Ground clearance...... ......13.0 in. Wheelbase................ ......59.4 in.
untouched from last year; the CRF’s power character is just plain boring. The bottom-end is bland, and the engine gives A the impression that
it’s a slow re wer. This is good when searching for traction, but there is no excitement when mad-power is desired. Its vague clutch engagement with gorilla lever pull Ypbowns certainly doesn’t help.
A plus side to the soft bottom-end is that it can be forgiving when a rider is tired; but our goal with this test is not to find the best MX bike for a fatigued rider. Thankfully, in midrange and topend power, the engine doesn’t disappoint, and it pulls hard up hills and on longer straights.
ips
Improved handling Easy to ride hard Lightweight and feels it
»owns
▼ Dull engine character ▼ Worst clutch pull ▼ Wooden front brake
Yamaha YZ450F
Yamaha’s backward-cylinder «3 iti YZ450F has been getting a bum rap from the rumor mill, with people calling it ill-handling and unrideable. Ludicrous! The YZ-F was named the favorite by two of our testers and got voted secondand third-best by our prolevel guys.
Is it perfect? No, and none of these bikes is. The YZ-F’s suspension is a little soft over big rollers and hard hits, but it’s great for soaking up small chop and nasty holes. The bike corners well, but the front end can be a little light for some riders, causing knifing on corner entry. In addition, the Yamaha likes to be more upright before hammering the throttle open on corner exits.
Still, the YZ-F’s unique top-end design keeps the chassis feeling nimble while its monster motor delivers raw horsepower; this 450 pumps out some serious get-upand-go. Though it has the most impressive bottom-end torque in the test, it is not as smooth down low as the KTM 450
A Fly-away fast A Pick your color A Inexpensive GYTR Power Tuner
/¿owns
▼ Minimal change for ’12 ▼ Wrongly rumored to be bad ▼ Suspension a little soft
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Yamaha YZ450F
Price.................................$8350 Dry weight........................239 lb. Fuel capacity....................1.6 gal. Seat height.......................37.5 in. Footpeg height.................16.7 in. Ground clearance.............13.1 in. Wheelbase.......................58.6 in.
or as linear as the Suzuki, and the power falls off sooner than it does on the others. It has the least engine braking, too, a positive trait that helps for coasting off jumps, and there is less drag from the rear wheel coming into corners. Overall, the best evidence about the YZ-F’s competence is that our testers kept wanting to ride it.
Kawasaki KX450F
^/Thanks to an extensive redeZIJll sign for 2012, the KX450F has a lot to offer. Its motor is snappy and impressive throughout the entire rpm range, always delivering strong power right off the bottom and all the way to the top. The Launch Control Mode (LCM)—a technology lifted from Kawasaki’s factory bikes—-is a real benefit that helps a rider get good, consistent starts. Our only complaint about the engine is that it’s too hard-hitting at times. The KX-F comes with two additional power couplers; but if you plug in the soft map, don’t be surprised when you’re not thrilled by the performance.
A new frame improves rider comfort while also bettering the bike’s ability to get into a corner. The Kawasaki turns nicely, much like the razor-sharp Suzuki, but the front wheel doesn’t track as accurately, resulting in a slight push through the corner. The suspension is compliant in ail areas but can be a little busy on small chop.
Kawasaki boasts about the new KX-F having “adjustability,” and our larger testers made good use of that feature. The handlebars can be moved via their mounts, and the footpegs can be lowered slightly, as well.
Because it is built like a true racebike, the Kawasaki can come across as a little hard-edged. That’s great for riders who are able to push the bike hard; the more
Kawasaki KX450F
Price.................................$8399 Dry weight........................239 lb. Fuel capacity....................1.6 gal. Seat height.......................37.2 in. Footpeg height.................16.5 in. Ground clearance.............13.0 in. Wheelbase.......................58.5 in.
aggressively it’s ridden, the better it works. The downfall for mere mortals is that when you’re tired or just cruising, the KX is harder to ride.
Suzuki RM-Z450
Suzuki’s big change on the RMZ450 for 2012 is.. .drumroll, please.. .the color of the seat.
That’s not very impressive, is it? But what is impressive is just about everything the RM-Z does, starting with its fantastic power delivery. The engine pumps out the most horsepower and torque of this group, but it’s always smooth and easily usable with crisp, predictable throttle response. Our only knock on the powertrain is shifting. Lever engagement is notchy, and you consciously have to use a little brainpower to ensure a clean shift.
But the rider otherwise is kept very comfortable, especially by the chassis. The Suzuki corners like it’s on rails, with the front wheel always maintaining excellent grip without trying to push or knife. Neither does the bike want to dive too low or stand up when
blasting through corners; it simply does what the rider asks. Quick directional changes arc super easy, too. Due to that exceptional responsiveness, the RM-Z is not the most stable in a straight line. But the bike never gets out of hand, instead allowing the rider to develop more and more confidence lap after lap. Suspension behavior is also outstanding, even if the fork did prove a bit soft for our heavier testers.
So, considering that among this group, the RM-Z450 has the most power, the best engine characteristics, the best turning ability and suspension that does the job for fast guys and slowpokes alike, Suzuki has a winner on its hands for 2012.
Truth is, the top five finishers in this comparison arc all truly competitive and closely matched; only a little nitpicking, personal preferences and riding styles separate them. It’s just that the bikes that finished second through fifth were up against one badass Suzuki. □
Suzuki RM-Z450 Price.......................... ......$8399 Dry weight................. ......241 lb. Fuel capacity............. ......1.6 gal. Seat height................ ......36.8 in. Footpeg height.......... ......16.2 in. Ground clearance...... ......12.2 in. Wheelbase................ ......59.3 in.
Allps
A Stellar engine pull
A Rails corners A Interchangeable power couplers
owns
▼ Notchy shifting
▼ A little twitchy
▼ Dungey gone
