Cycle News Staff | September 27, 2018
Get In The Ring
We gathered up the best, most high-tech and elite motorcycles of the 450 class and threw them all in the ring. Only one prevailed.
Every minute feels like an hour. Our eyes are glued to the older gentlemen at the guard shack, who is in no rush. The world is on hold. Or at least our world is on hold. He takes his time to make his way through our convoy of vans, stopping to make small talk with everyone in our group. The moment the final signature was etched on the liability waiver, he swings the track gate open and gives a look suggesting, “Are you ready yet?” Yeah, as if we’re the ones to be waiting on.
It’s 2019 450 Shootout time. Finally.
PHOTOGRAPHY BY KIT PALMER
This year’s shootout is a battlefield. An all-out war, if you will. In it, we pitted the big-bore contenders of each manufacturer head to head, letting them scrap it out amongst themselves at various racetracks scattered across Southern California. Every last detail of each bike was put under scrutiny. No excuses for any, zero.
We put emphasis on a fair fight, plain and simple. Bikes themselves are left bone-stock. From knobbies up, our test bikes are left exactly as you’d find them on the showroom floor. The only adjustments accepted are those the average buyer can make, like tire pressure and suspension settings. Our testing team is handpicked for the same reason, with skillsets ranging from novice to pro.
When the dust had settled, we were tasked with choosing a winner. Not exactly an easy choice in the current crop of 450 motocrossers, with each having the ability of reaching the checkered flag first. After hours of bickering amongst ourselves, we deemed a victor—a corner-carving, roost-spitting, and well-deserving victor. It should be noted that several of these bikes had at least one first-place vote from our many test riders. (In case you are wondering—all of them did except the Husqvarna and Suzuki.) In fact, our results reminded us a bit of the results from the 250MX Nationals this year: all over the place. But, in the end, we combined everyone’s feedback to come up with an overall ranking and, thus, a shootout winner.
THE CONTESTANTS
Honda CRF450R
Big Red’s CRF450R enters this year’s shootout as the reigning champion, and a long list of updates aimed to keep it that way. Honda’s engine department had a hand in this, updating the cylinder head, scavenge-pump and piston oil jets for improved power across the rev range and better efficiency. To handle the added engine performance, the CRF sees a tweaked mainframe, swingarm, rear shock linkage and front fork settings, helping push its handling qualities to the top of the chart.
Husqvarna FC 450
On this year’s spec sheet, the Husqvarna remains nearly identical to the KTM 450 SX-F, which rolls off the same Austrian assembly line. Like its cousin, the FC 450 receives an all-new frame, and swingarm and cylinder-head updates, but also sees new Husky-specific ignition mapping, exhaust system and lithium-ion battery. Revised WP AER 48 forks outfit the front end of the Husk, as they do on the KTM, which are known as the best air-spring forks on the market. Small changes could mean big results in 2019.
Kawasaki KX450
Arriving to the 2019 field as the only all-new contender, expectations are high for Kawasaki’s KX450. Team Green left no part of the KX untouched, taking inspiration from its factory race team. The Kawi’s powerplant gets aggressive camshaft profiles, a finger-follower valvetrain, and larger 44mm throttle bodies for increased power across the rev range. Keeping power in check is a slimmer, aluminum perimeter frame, new swingarm and Showa 46mm coil-spring forks with A-kit technology. Oh, and the KX finally has electric start.
KTM 450 SX-F
For 2019, KTM has taken inspiration for its standard model 450 SX-F from last year’s Factory Edition in order to boost overall performance. The most significant changes included an all-new frame with increased torsional rigidity for more precise handling, a beefed-up triple clamp, a lengthened subframe and revised internal suspension settings. Engine work includes an updated cylinder head, which is said to improve performance while reducing weight. KTM’s “Ready to Race” mantra holds true more than ever.
Suzuki RM-Z450
Suzuki’s RM-Z450 has always been praised for its stand-out handling and cornering capabilities, which the Hamamatsu manufacturer looks to take even further in 2019. Engineers reduced the spring rate of the Show Balance Free Cushion Rear shock for improved balance, as well as revising clicker settings front and rear. Aside from that, the Suzuki remains identical, meaning it grows even longer in the tooth. No electric starter, tame horsepower, and a dated coupler system. The writing is on the wall.
Yamaha YZ450F
The 2018 model year saw a complete overhaul for the YZ450F. Now, the boys in blue are back with several updates in hopes that they can reign supreme for the first time since ’16. Revisions to the YZ began with an updated electric starter system, which is said to reduce drag and horsepower loss. Complementing that change is new KYB suspension settings, redesigned fork lugs, axle brackets and wheel collars—all in hopes of improving chassis feel and traction while tipped into the corner.
6th Place: Suzuki RM-Z450
Things happen quickly in the 450 class. There are no breaks for manufacturers. Take any time off and your bike will be left trackside for the vultures to pick off of.
This is the current life in Hamamatsu. After introducing an all-new model in 2018, Suzuki left the development of the RM-Z450 at a standstill, besides minor revisions made to its suspension package. Even with the complete overhaul, the RM-Z took a sub-par fifth-place finish in last year’s shootout. If there was ever a time for Suzuki to take a hiatus, this isn’t it. We had an idea of where it would stack up this time around.
Let’s back up and clarify that we’d never call the RM-Z a bad motorcycle. It has a number of strong points, even being called one of the best all-around motocrossers by some testers. The Suzuki’s best-in-class cornering abilities have something to do with this. At 253 pounds fully fueled (the heaviest of the bunch), it’s not the easiest bike to get stopped and settled for the corner, but once leaned over, its midcorner steering outperforms competitors by making quick work of deep ruts, berms and everything in between. The only shortcoming here is a tendency for the front-end to tuck in flat corners.
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The RM-Z450’s ability to maintain speed through the corner pays dividends in making up for an unimpressive power output, too. Of the bunch, the Suzuki has the softest initial power delivery and slowest revving engine, challenging riders to clear the triples from the inside line. Lousy? Not a bit. In fact, the mellow nature of the RM-Z’s powerplant makes it rider-friendly over the course of the long moto, with testers saying that it’s the least exhausting and most confidence-inspiring at day’s end.
Suzuki softened the spring rate of the RM-Z’s Balance Free Cushion Rear Shock (BFRC) in hopes of improving chassis balance, but the majority of testers struggled to find liking in the new setting. Under hard deceleration or downhill sections, the Suzuki feels heavy on its nose, robbing confidence to pull hard on the brake lever and throw the bike into the corner. Likewise, Suzuki’s coil-spring fork struggles to find a happy medium between top-of-the-stroke plushness and bottom-of-the-stroke support from bottoming. The result is an increasingly harsh ride as the racetrack deteriorates.
We have a strong belief that the RM-Z could move further up the finishing order with changes aimed at bringing it up to date with its competitors. You know, like adding an electric starter. We’ll admit it; we’ve been spoiled by ES systems on the other bikes. The thing is, after spending time on the other bikes, kick-starting the Suzuki is a pain in the butt, especially in the event of a mid-race crash or stalled engine. Combine that with an outdated coupler system requiring trackside attention to swap ignition maps—well, you see our point.
Though being known as a great all-around performer, there’s no denying that the RM-Z450 has grown long in the tooth. Should Suzuki throw updates at its suspension package, pump up the power output or add an electric starter, the RM-Z might just catapult up the rankings. Until then, it’ll have to settle for sixth place in this year’s shootout.
5th Place: Husqvarna FC 450
Husqvarna’s FC 450 has always found itself toward the top of the big-bore shootout rankings. In a class as competitive as this, that’s an accomplishment in itself, proof of how capable this package has been since its inception. Times are changing, however. Competitors have stepped up for 2019, knocking the Husky back to a fifth-place finish.
The FC 450 is nimble on its feet, falling into the corner and tackling quick side-to-side transitions with little effort. This is exactly what Husqvarna was aiming for when it gave the FC a more rigid chassis for 2019, but also that’s the result of it being the lightest in class (a mere 235 pounds), an accomplishment that it shares with its Austrian counterpart. Mid-corner steering is also impressive, with test riders raving about the Husky’s ability to track through both tight, inside lines and wide-open sweepers without second thought. The FC is lively, yet confidence inspiring, all while requiring the least amount of exertion to ride at full clip.
Braking performance goes a long way in providing an effortless ride aboard the Husqvarna, too. Testers noticed that, in comparison to the competition, you have to pull the lever with less determination to get the FC 450 slowed for the corner, a testament to the power of the Brembo braking components fitted to both ends of the bike. Feel at the lever also trumps the rest, offering more understanding of how much brake pressure is being applied under hard deceleration. Important, especially so for tracks with lots of downhill section—we have our eyes on you, Glen Helen.
Going uphill, on the other hand, comes as a challenge for the Husqvarna. The FC 450 suffers from an overly soft throttle response followed by a slow-revving midrange that’s lacking in comparison to its competitors, even the KTM. The difference between the two Austrians is that, while engine internals are identical, the Husky has a unique airbox and exhaust system. In unanimous agreement, testers said that the combination robbed low- to mid-range horsepower and took away from the bike’s raw sound. This means that the Husqvarna might lose out in a drag race, but some embraced the mellow power delivery, saying it was easier to control on a deteriorated track.
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The difference between the Husqvarna and KTM continues on in the suspension department, even if the spec sheets say otherwise. Both are fitted with a set of WP AER 48mm forks up front, but required different settings for testers to feel comfortable on track—the Husky needing more tuning to find the ideal setup. A “dead feel” was a common issue with the air-spring forks on both Austrian machines, meaning it’s difficult to understand how the suspension was reacting at any given moment, most commonly on hard landings and fast, choppy sections of track.
Regardless of the Husqvarna’s few shortcomings, the FC 450 is a downright impressive motorcycle, making it a surprise to find it ranked way back in fifth place. A couple tweaks to its powerplant and suspension package might just be enough to push the Husky back to the pointy end of the class, but until then, it falls short.
4th Place: Honda CRF450R
Honda knows that to rule the motocross world, there is no time for rest. That’s why after collecting the 450cc shootout trophy last year, its engineers went back to work on improving the CRF450R, hardly a moment after the champagne showers had ended. The new CRF sees a number of engine updates, major work to its chassis, and revised internal suspension settings, all aimed at keeping Big Red atop the big-bore class. Unfortunately for Honda, the 2019 CRF gets knocked down the list—not just one spot, but instead all the way down to fourth. It’s a year of hardship for the Honda CRF450R.
The CRF450R’s suspension played a role in its unimpressive final result, with testers agreeing the package is overly sensitive to imperfections in the settings. This means that, unless testers hit their setups spot on, the CRF was finicky on track and struggled to cope with rough track conditions, specifically chattering off harsh braking bumps. Some added that a stiffer spring rate in the forks would help here. For those who did find the ideal setup, the bike felt planted once set into the corner, and the suspension assists in carrying momentum from corner entry to exit.
Unfortunately, troubles continue in the chassis department for the CRF. Big Red lacks a straight-line stability at high speed, sometimes causing headshake and shying testers away from wide-open throttle on fast, rough straightaways. That’s a sacrifice made in making the Honda more nimble in tight sections of racetrack. Despite being one of the heaviest in class at 250 pounds topped with fuel, the CRF450R carries its weight well, making it eager to attack sharp turns and carve corners as well as any. Weight only becomes a problem for the Honda in hard-braking zones, where testers agreed getting the CRF slowed and settled for the corner takes more effort than most.
The Honda’s extremely potent engine package has something to do with this. Horsepower on the CRF is readily available at the initial throttle turn, building strong power from low rpm and continuing through the midrange. Throttle response has been smoothed out since last year, which was known for being overly abrupt and an annoyance. That’s not to say it’s completely disappeared though, some testers were adamant in pointing out the 2019 CRF’s initial power delivery can be hard-hitting at low rpm. Even with some griping, the Honda is still known for having one of the strongest-pulling and best all-around engines in class.
Small details of the big-bore Honda became annoyances and concerns among testers, too, which ultimately held it back from a higher position. Most notably was the complicated flashing system used for the CRF’s selectable engine mappings, making testers wish it would come equipped with an on-the-fly and easily-identifiable system like that of the Austrian duo. And even with giving the Honda a mean look, the dual-muffler exhaust system was unfavored for what it means to the price tag of a replacement or aftermarket setup.
Faults or not, it comes as a surprise to rank the 2019 CRF450R fourth place in this year’s big-bore motorcrosser shootout. The all-around performance that led the Honda to victory a year ago seems to be missing in the final package, with Big Red now riding tense and less balanced. It’s by no means a lack of effort from Honda, but possibly a step too far in one direction.
Should Honda smooth out the edges by next year, it could mean a return to the top step for the CRF450R.
3rd Place: KTM 450 SX-F
It’s been one year since the 450 SX-F was edged out of shootout victory, finishing a close runner-up to Honda’s CRF450R. The loss came down to the fine details, but it wasn’t something KTM took lightly. Since then, the Austrians have been hard at work updating the big-bore SX-F with an all-new steel chassis, improvements to the engine’s cylinder head, and revisions to its WP AER 48 front fork settings. Sadly, KTM’s work wasn’t enough, with the 450 SX-F even relegated back to third place in this year’s shootout.
The KTM might come up short of victory, but there’s truth in saying that the SX-F is an extremely potent package, even against this year’s competition. In fact, it was voted as the best of the bunch by some testers, only being pushed back by others for the smallest of details. So, what’s keeping the SX-F off the top step? Its WP AER 48 front forks failed to gain the liking of the majority of our testers, with many wishing the KTM would come equipped with a coil-spring package like the rest of the competition.
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A favorite or not, the changes made to the WP front-end help close the gap to its coil-spring competitors. Last year’s front end was known for being harsh at the top of the stroke, hindering the SX-F’s small-bump compliance through choppy sections, while not having enough support to keep from bottoming on big hits. This year’s fork offers enough balance to make testers happy with showroom-stock settings, while retaining the same lively chassis feel as the Husky.
The SX-F holds its own in accelerating out of corners, much thanks to having a more abrupt throttle response and quicker-revving engine than its Austrian counterpart. Power is readily available from the bottom end, helping the KTM lurch off the corner with the rest of its competitors, while still making quick work of the midrange. The KTM’s powerplant doesn’t produce the most power or rev out as far as some others, but it is known as being one of the easiest to ride in every condition.
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Part of the KTM’s rideability is the result of a gentle initial throttle response and linear powerband, but is also aided by the KTM’s traction-control function. Love it or hate it, the system works—and it works well. The traction control works by keeping the front and rear wheel tracking straight, which helps the SX-F to carry forward momentum as it accelerates off the corner, especially beneficial in off-camber corners or hard-pack conditions. Adjustable engine mappings help here, too, each providing distinct power characteristics, which can be switched while riding to tailor the SX-F to varying conditions.
Other standout features of the 450 SX-F included its Magura hydraulic clutch, which offers impressive feel while maintaining a light lever pull. KTM also improved the ergonomics of the SX-F by narrowing the radiator shrouds—a big hit among our testers. The revisions proved beneficial by allowing riders to better lock themselves into the shrouds with their knees through corners and while standing up. Braking components are the same as the Husky’s, meaning the SX-F is slowed down by class-leading Brembo calipers. A nice touch to an already-impressive package.
As well-balanced as the 450 SX-F is, the KTM comes up short in this year’s shootout. Not by much, but enough. A tad more refinement and suspension upgrades—say, a coil-spring front end—and KTM might have what it takes to return to the top of the podium.
2nd Place: Kawasaki KX450
There are no guarantees in the 450cc class. It’s competitive. Scratch that, it’s cutthroat. Time and again, manufacturers have unveiled all-new models covered in the trickest parts available, only to be beaten to the finish line by the existing competition. Case in point, the 2019 Kawasaki KX450.
Team Green left no detail of the KX untouched in its redesign, starting with a redesigned aluminum perimeter frame and swingarm, then working its way up. The DOHC engine was a focus, most notably receiving improvements derived from Kawasaki’s factory-racing efforts, including a finger-follower-type valvetrain and more aggressive camshaft profiles. And finally, the big-bore Kawasaki gets an electric starter, leaving the Suzuki as the 450cc motocrosser without such technology. Suspension on the KX is also brand new, highlighted by 49mm Showa coil-spring forks with A-kit technology out front. You can see why the green team’s expectations were high.
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Even if the KX doesn’t come away as the 450cc shootout victor, Kawasaki can take pride in being called “the most improved motorcycle from last year” by several test riders. Part of what excites testers about the KX450 is the all-around performance of its redesigned engine. The KX isn’t as torquey as its predecessor, but it builds smooth, linear power all the way to its redline, without wanting to rip your arms off like in years past. Finding a bike with a powerband as broad as the KX450’s is impossible in the current crop of big-bore motocrossers. Kudos, Kawasaki.
The Showa coil-spring forks earned respect from each of our testers as well, even named “best in class” by some. Suspension action at the front end feels plush as it tracks through harsh braking bumps or tackles the big hits on track, but not enough to struggle from excessive bottoming. There’s no such thing as stiction or resistance in their action either, meaning the forks move freely and consistently throughout the stroke. This is largely thanks to the special surface treatments applied to the outer fork tubes. We appreciate you, A-kit.
Some of our faster and heavier test riders, however, felt that, as good as it is overall, the KX’s suspension is tuned a little too soft right out of the crate.
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Still, couple the KX’s top-shelf suspension package with its well-balanced chassis and the result is one of the best-handling 450s on the market. The KX is nimble and begs to rail that inside rut, but not lively enough to take away from its straightline stability at wide-open throttle. Testers also appreciated the ergonomics on the new Kawasaki, especially the widened footpegs and narrower bodywork, which helped riders lock themselves into the KX.
When said and done, it was a number of small details that lost the new Kawasaki KX450 this year’s shootout. Team Green employed its Digital Fuel Injection engine-map coupler system to the 2019 KX, which means the choice of three preset mappings. But if you want serious customizability, you’re forced into buying the KX FI Calibration kit, which is a spendy $699.95—and let’s not forget to add that Yamaha owners get this adjustability free via a smartphone app. One up for the YZ. Testers also unanimously agreed that some of the Kawasaki’s fit and finish wasn’t quite as good in comparison to the others, and a couple said that the new electric starter didn’t feel as strong, either, which made some of us question its durability. But, in all fairness, we experience no mechanical issues with the KX’s new starter assembly.
Kawasaki delivered a damn impressive motocrosser for the 2019 model year. It’s certainly a step in the right direction for Team Green, and enough to help the KX rebound from last year’s disappointing sixth-place finish back up to a runner-up spot. Not bad, Kawasaki. Not bad at all.
1st Place: Yamaha YZ450F
After missing a podium position in last year’s shootout, Yamaha had a year to take the YZ back to the drawing board, make performance-minded revisions, and come back prepared to duke it out with the rest of the 450cc class competitors. The Itawa manufacturer focused its energy on improving the YZ450F’s handling, most notably increasing the rigidity of its front end at the axle collars, brackets and lugs, as well as tinkering with suspension settings. The boys in blue also increased the YZ’s seat foam density by 16 percent and upped the size of the rear sprocket by one tooth (from 48 to 49 teeth). The changes aren’t much, but they are enough to take the YZ450F to victory in our 2019 shootout.
There’s no single quality that took the YZ to triumph, but if there’s one that stuck out, it’d be the KYB Speed Sensitive System (SSS) front fork. Despite stiffened valving settings, the forks are incredibly plush at the top of the stroke, enabling the bike to float over rough racetrack without any chatter—better than any of its competitors. The rest of the travel offers plenty of support in resisting bottoming, meaning the YZ’s suspension achieves the best of both worlds. Tipping the Yamaha into a corner presents an improved feel in comparison to its predecessor, partly thanks to its revised suspension, but mostly because of the increased rigidity of the front end. It’s confidence-inspiring. So much so, that you can run the YZ deeper into corners than the rest, and still manage to make it out on two wheels.
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Engine performance feels no different on the ’19 YZ450F, which isn’t a bad thing. The powerband is broad, coming on strong at low rpm and continuing to pull all the way to its redline. The larger rear sprocket increases the liveliness of the YZ at corner exit, helping improve acceleration and drive forward with more steam. If we were nitpicking, a higher-rev ceiling for top speed might help the Yamaha on the wide-open straightaways, but the YZ holds its own against any competitor.
Part of what placed the YZ above the bunch is its owner’s experience, which is thanks to Yamaha’s Power Tuner smartphone app. In it, owners can easily adjust the YZ450F’s engine mappings, as well as keep track of its hour meter and maintenance schedule without taking any sort of notes. Oh, and it can all be viewed while sitting on the couch, even if the bike is in the garage downstairs. Better yet, the Power Tuner app is completely free on iOS or Android devices, saving hundreds of dollars over buying add-on tuners like that of the Kawasaki.
There really isn’t much not to like about the YZ450F, except for, perhaps, its thin seat padding. At times, you can feel the sides of the airbox while sitting.
In the end, the Yamaha was chosen as the winner for being the most complete and best all-around package of this year’s 450cc shootout. Straight off the showroom floor, the YZ is powerful, well-balanced, and user-friendly. Most of all, it’s ready to line up at the starting gate straight out of the box. If it were our choice, the 2019 Yamaha YZ450F would already be parked in the garage. CN
