Ryan Nitzen | October 20, 2024
GasGas MC 450F vs. Honda CRF450R vs. Husqvarna FC 450 vs. Kawasaki KX450 vs. KTM 450 SX-F vs. Yamaha YZ450F
Photography by Kit Palmer
Motocross is a true meritocracy where the best rise to the top. It’s the best who win the most races, make the most money, and sell the most bikes. Their feedback then shapes the next generation of bikes, which eventually trickle down to the consumer level. The real winner, then, is you. With every manufacturer vying for your business, only the best can survive.
Each brand gets what they think is the best racers, engineers, and testers, all to sign off on their newest model and then market it as “the best.” Well, which one is best? We gathered six of this year’s best 450cc motocrossers to find out.
For this comparison, we picked a broad range of riders with varying ages, weights and skill levels for their fair and diverse opinions across our multi-day comparison test. We also enlisted former 125cc Supercross Champion and off-road legend Ty Davis for his opinions, tapping into his many years of motorcycle experience and racing success. Cahuilla Creek MX and Fox Raceway provided the battlegrounds.
Two capable machines, the Suzuki RM-Z450 and the Beta 450 RX, did not make their way to the spotlight this time around. Due to time constraints on our shootout, neither bike was available for our comparison.
The Contenders | 2025 450cc Four-Stroke Motocross Shootout
2025 GasGas MC 450F
$10,499
Wet weight: 241 lbs.
GasGas makes up one-third of the Austrian machines in this year’s shootout. This red ride gets an updated frame for 2025, along with new suspension settings, a redesigned air intake, and larger footpegs. So what sets it apart from the KTM or the Husqvarna? For starters, the price tag. At $10,499, it’s the least expensive of the European bunch by $800. A Braketec brake and clutch system, silver wheels, Maxxis tires, and a lack of mapping adjustments reflect the lower MSRP. The KTM Group hopes that by offering three variations of a similar base machine, it will ultimately reach a larger group of consumers.
2025 Honda CRF450R
$9699
Wet weight: 247 lbs.
The Honda CRF450R is arguably the most anticipated bike of the 2025 model year. With a 70 percent redesign, the red ride gets a new stiffer frame, new airbox, and all-new bodywork. The engine is predominantly the same as the previous-generation model and still sports three mapping modes with three levels of traction control. An MSRP of $9699 makes it the least expensive of any bike in our shootout, but at 247 pounds, it ties the Kawasaki as the heaviest of the bunch. Jett Lawrence won the 450SMX crown while aboard the ’25 model CRF450R.
2025 Husqvarna FC 450
$11,399
Wet weight: 240 lbs.
The Husqvarna FC 450 is arguably the most premium bike of the bunch and sports a price tag to match. At $11,399, it’s the most expensive bike in this test by at least $100. This white stallion rides into 2025 with a new frame and graphics and stands apart from the other European machines with its shorter WP suspension, five millimeters up front and seven in the rear. This equates to a half-inch lower seat height and a quarter-inch less ground clearance when compared to the KTM. The Husqvarna gets the full electronics system, including two different maps, quickshifter, and traction control.
2025 Kawasaki KX450
$10,499
Wet weight: 247 lbs.
Kawasaki’s KX450 returns for 2025 virtually unchanged after a ground-up redesign in 2024. It did, however, get a newly shaped air filter for added performance and durability, but aside from that, it’s the same as last year. It comes standard with Kawasaki’s Ergo-Fit system, a hydraulic clutch, Brembo front brake, Showa suspension, and a full suite of electronics with traction control and a smartphone app. It ties with Honda as the heaviest bike of the bunch and tips the wallet as the most expensive of the three Japanese bikes in this test.
2025 KTM 450 SX-F
$11,299
Wet weight: 239 lbs.
The KTM 450 SX-F enters the lineup considered the “race-ready” machine in the Austrian fleet and is the same bike that won the 2024 Pro Motocross Championship in the hands of Chase Sexton. This year, it sees the same updated frame, which was introduced on the ’24.5 “Factory Edition.” Riders still find the familiar WP Xact suspension, Brembo brakes and clutch, and full electronics package on the KTM. At 239 pounds fully fueled, it’s the lightest bike in the lineup, but the $11,299 sticker price makes it the second most expensive, right behind the Husqvarna.
2025 Yamaha YZ450F
$9999
Wet Weight: 241 lbs.
The 2025 Yamaha YZ450F receives the first round of changes to the current generation, which was completely redone back in 2023. For this model year, it receives a handful of minor updates, including a new linkage ratio and suspension settings to match, recessed control buttons, new footpeg brackets, and new engine mounts. “Small and thoughtful revisions,” Yamaha says. Factor in the Power Tuner smartphone app, and the YZF is as tech-savvy as they come. Plus, it’s the lightest Japanese bike of the bunch, being more than five pounds lighter than the Honda or the Kawasaki.
VIDEO | 2025 450 Motocross Shootout
Which Bike Is Best?
Sixth Place
GasGas MC 450F
Unfortunately, there’s always a last place in comparisons. In this case, it’s the GasGas MC 450F. It has good bones but still finds itself behind in a bit of no man’s land. The GasGas doesn’t feel as premium as the Husqvarna, and it’s not as good performance-wise as the KTM. Its lower MSRP, however, is appealing. It’s $800 less than its next Austrian relative.
With three similar versions of the same bike, the GasGas ends up feeling like a toned-down version of the KTM. It has the same frame as its Austrian cousins, has a very similar engine package, and ergos feel comparable. Still, with softer suspension settings, a less aggressive ECU, and cheaper components all around, it was impossible for us to rank the GasGas higher than the Husqvarna and KTM.
Finishing last doesn’t mean we wouldn’t buy this bike. We liked the way the throttle felt smooth and connected to the rear wheel, similar to the other Euro engines. The motor is easy to manage, and since the GasGas is again sold without the mapping switch, its ECU is effectively locked in the less-potent “map one.” GasGas owners can buy the map switch as an accessory or get an ECU flash done to their stock unit, but those are all aftermarket solutions. Nearly all of our riders, aside from the self-proclaimed vets, preferred the more aggressive “map two” (green light) on the KTM and Husqvarna, which in turn made the GasGas feel a tick slower when comparing these bikes back to back. Still, the vet riders liked the friendly powerband and noted they could ride this engine all day without getting tuckered out.
Braketec brakes and clutch components come standard on the GasGas as opposed to the Brembo units on the other two machines from the KTM Group. They work well and offer standard levels of performance, but the Brembo’s are noticeably better, further counting against the GasGas’s score.
Like the engine, suspension settings feel softer on the GasGas than on the KTM but thankfully not lowered like those on the Husqvarna. This creates a slightly more playful feel on the red bike than that of the fully “race-ready” setup on the KTM. Again, our vets and less-experienced testers felt comfortable on this setting from WP, as it didn’t beat them up or require them to push as hard on a rough track. Thankfully with the air forks, you can bump up the pressure to get a slightly stiffer feel.
The GasGas gets the same new frame as the other two European bikes. This steel design is forgiving in choppy bumps and makes it easy to corner on hard-packed conditions. At 241 pounds, the GasGas is one of the lightest bikes in the field and feels nimble against the competition.
Overall, the silver wheels, brakes, bars and clamps are more evidence as to why the GasGas is priced slightly less than the other European bikes. On the one hand, you get a cheaper MSRP, but on the other, the differences don’t feel as drastic as they did when KTM first rebranded the GasGas name. For our test, it came down to performance and ranking the GasGas higher than the other KTM-owned brands just didn’t add up.
Fifth Place
Husqvarna FC 450
The FC 450 has the potential to take the cake, but our taller team of riders just wasn’t eating up this recipe. With the second-highest overall score, the Husky finds itself in fifth place.
Let’s start with the good. The Husqvarna FC 450’s motor is its best asset. Every one of our riders praised it for its smooth roll-on and crisp mapping. You can work the Husky motor hard without getting worn out, and the throttle feels directly connected to the rear wheel. It’s as smooth as it is fast, and the engine effortlessly ramps up to speed without ever feeling out of control. It’s a velvety Austrian latte with a few sneaky shots of espresso thrown in for good measure.
The electronics package aids in overall ease of use. Map two, the more aggressive option, was our go-to choice for both days of riding, as the tracks were ripped deep and offered some high-speed straights. The harder-hitting map gave the bike some extra grunt from the bottom while maintaining a strong mid- to top-end range. All the Austrian bikes are known for their long top-end and overrev capabilities, and the Husky doesn’t shy away from being high-strung. You can push this bike well into the red zone without the motor falling flat on its face.
Another strong suit for the Husqvarna is its ability to track smoothly through flat corners. The combination of the malleable steel frame and lowered suspension makes it an absolute scalpel when changing lines on track. Look, point, shoot. You can easily lean the bike and use every square inch of every knob on the rear tire to propel forward. When guided in a rut the bike feels glued to the ground with traction aplenty.
Other premium features like the Brembo brakes and clutch are some of our favorite components. These parts certainly add to the “top-of-the-line” feel and make the higher MSRP a little more sensible. Some riders still don’t love a hydro clutch, but the Brembo unit on the FC is the best in class.
The lowered stance on the Husqvarna lowered its score too. All our taller riders docked it for feeling too crammed and too low to the ground. The Pro Taper bar and its low-rise bend also add to this smaller stance and cramped cockpit. Regular ruts feel deeper than normal and riders with large boots felt extra aware of their boots grabbing the line’s edge. If this was a short guy shootout, the FC would stand above the rest.
The Husqvarna’s suspension didn’t do the front end any favors, either. The fork felt harsh in the riders’ hands and overly chattery on small, repeating bumps. It stayed down in the stroke longer than we’d like, and playing with rebound still didn’t give us the feel we wanted. This made it hard to truly trust the front end under load, as it felt like it could push out unexpectedly.
When putting on our consumer hat, we must factor the Husqvarna’s price tag into this debate. At a price north of 11 grand, our riders just didn’t find the extra money worth it when compared to the other bikes in the lineup. The Husqvarna is very similar to the KTM and arguably just as good in many situations. However, between the two, the extra $100 and shortened suspension gave our nod to the KTM.
Fourth Place
Kawasaki KX450
With no real changes to its program for 2025, the Kawasaki KX450 lands just off the podium in fourth place. It ranked first for two of our riders but placed last for two others, which goes to show the variety of opinions in this year’s comparison.
The Kawasaki has potential, but it took the longest time to figure out. We lowered the forks to gain high-speed stability and adjusted the rebound on the fork and the high-speed compression in the rear to get some added front-wheel traction. We also played with tire pressure to truly fine-tune the green machine. These adjustments helped in faster sections of the track, which then transitioned to a hard-braking zone and a corner. This improved rider confidence during the initial turn-in on corner entry and overall front wheel grip. Spending the time to make these changes unanimously improved the original impressions of the Kawi as testers re-rode our newfound settings.
Power is the KX’s biggest point of contention. This new engine is by no means slow, but it is less exciting and noticeably the most controlled of the six-bike bunch. Our pros turned the throttle to the stops and squeezed out every ounce of horsepower it could offer. These above-average riders wanted more, more, more that surely an aftermarket exhaust system, a modified ECU, or full-on massaging of the engine’s internals would provide. The intermediate crowd felt more pleased with the Kawi’s engine, as they could ride the bike at or close to its potential while still feeling in control for a longer moto. Our vet riders praised the KX for its smooth character and easy roll-on. The secondary map on the Kawasaki toned things down even more and was rarely used by any of our riders. If you want a bike that you can ride hard and not be afraid of, this is your pick.
A Brembo front brake and ODI Lock-On grips gain added points for Team Green. These were previously areas of improvement that we nitpicked for years, and we’re thankful they’ve been added as standard OEM components. Kawi’s Ergo-Fit system was another welcomed trait for our taller riders, who made adjustments to accommodate their height.
The Kawasaki’s MSRP is the most expensive of the Japanese bikes and is also one of the heaviest, tying the Honda at 247 pounds.
Consistent is a good word to describe the Kawasaki. It doesn’t stand out as doing one thing exceptionally well, but nothing is noticeably bad either. It’s predictable in terms of the engine and chassis, and overall it’s just easy to ride. As mentioned, two riders ranked it first and two riders ranked it last. As for an average score, the Kawasaki lands right smack dab in the middle.
Third Place
Yamaha YZ450F
The fight for the podium turned out closer than we expected, and in third place, we found the Yamaha YZ450F. Chock-full of some mid-gen updates, this might just be the most polarizing bike in the lineup.
Undoubtedly, the Yamaha is the fastest bike in this lineup. There’s no question about that. While we didn’t technically put these bikes on the dyno, the dry-sump, forward-facing cylinder design has the hardest-hitting punch of any stock 450cc machine. Hold on tight because when you twist the grip, this bike goes in a hurry. The torque from down low is instant and almost surprising with its Mike Tyson intensity. It then transitions into a hearty midrange and pulls gears much longer than any of us initially expected. Better to have and not need than need and not have, right? The exciting personality makes the YZ the most fun engine to ride and feels like the complete opposite of the Kawasaki. If you’re looking for the most exciting engine to ride, this is your ticket.
With help from their Power Tuner app, you can detune the Yamaha’s motor if you so choose. The “light-on” or “light-off” settings allow users to choose between two completely customizable maps. This is how Yamaha’s engine scored so many points across the board. Our faster riders chose the more aggressive maps, and our vets opted for the smoother ones. With tons of customization and pre-built maps at your fingertips, there’s something for everyone. Factor in the app’s other features, like a built-in hour meter and maintenance logs, and the YZ is easily the most electronically advanced bike of this year’s lineup.
The KYB suspension on the Yamaha is hands down the best in class. Every rider felt comfortable right off the bat and the new finger clickers on the fork make it easier than ever to make adjustments. Its cloud-like feel offers a plush cushion on top to absorb smaller bumps but ramps up progressively to take big hits in stride. No one felt uneasy going long on a new jump or charging into a rough set of braking bumps. The suspension on the Yamaha is confidence-inspiring and works exceptionally well in various conditions.
The Yamaha is five pounds lighter than the next Japanese bike; every rider can feel this. At 241 pounds, it rivals the Austrians and tips the scales at the same weight as the GasGas. This makes the Yamaha feel ultra-nimble and certainly aids in the overall power-to-weight ratio. While the bike feels agile in the tight stuff, this lightweight nature contributed to some headshake at higher speeds. Both our tracks featured faster sections where the bike felt nervous and twitchy. We couldn’t completely shake this issue, which meant some of our guys didn’t feel comfortable opening the bike up to its true potential.
Again, two of our faster riders ranked this as their top pick due to its potent motor and comfortable suspension. Others noted that the bike felt too fast, and they could only hang on for a few short laps. Even with a few key updates for 2025, the YZF is still just two clicks out of first place.
Second Place
KTM 450 SX-F
The KTM 450 SX-F crosses the line in second place. While it’s still not an outright winner, it still takes the title as the best Austrian bike in our test. How so? Well, we factored in the price and performance and how much bang you truly get for your buck. At 239 pounds, it’s the lightest bike in the bunch, but the $11,299 is certainly not the lightest on the wallet. It’s still cheaper than the Husqvarna, by a mere $100, and has regular-spec’d WP Xact suspension components. Pair that with the full electronics suite and the better-performing Brembo brakes, and it only made sense for it to beat out the GasGas, too.
The KTM is a bike we could ride all day in any condition. The rider cockpit is super neutral and comfortable, not feeling foreign as it did in years past. The ODI grips and new wider footpegs appealed to all our riders from the get-go. Select the map you like, dial in the levers to your liking and you’re off.
Like your crazy ex-girlfriend, the engine on the 450 SX-F has a split personality. Even so, it was well liked by everyone. The KTM’s motor is friendly and inviting initially, but the harder you push it, the more it transitions into a wild race weapon. The more aggressive map two (green light) was our preferred setting as the orange wildcat stretched its legs down the hills of Cahuilla and the fast straights of Fox Raceway. The throttle pull is ultra-light while still feeling directly connected to the Dunlop tire out back. Torque is plentiful, and the midrange power is smooth and usable. The KTM is still a high-revver, making good power well into the redline ranges. Whether you use them or not, the traction control and quickshifter are nice options. Plain and simple, this motor is the perfect blend of fast and fun for all abilities.
The air fork is still controversial, but it gets better with each passing year. Without springs up front, KTM and WP keep finding ways to have comfort while keeping the bike’s overall weight down. Small and mid-size bump absorption was most noticeable as the Xact fork handled varying terrain predictably. It feels less vague on corner entry, and our riders trusted the front wheel traction in the hard-pack conditions. Even with bigger hits or slap-down landings, the suspension ramped up nicely and minimized the harshness we once docked it for.
The new frame reminds us more of the older KTM’s than that of the ‘23 and ‘24 models. This chassis works well on harder dirt and turns with ease on flat corners. It also allows you to easily change lines and aids in a nimble-feeling machine. Pair that with the Brembo brakes and clutch and watch how many riders are ready to move from Japan to Austria.
So, what held it back? Factoring in the routine daily checks of the fork’s air pressure and consistently monitoring the spoke tension, which we’ve experienced with previous KTMs, could not be overlooked or understated. Plus, the $11,000 MSRP is a tough pill to swallow, considering the winner’s sticker price is $1600 less.
First Place
2025 Honda CRF450R
And then there was one. The Red Riders enlisted a virtually all-new CRF450R this year. As a result, the Honda narrowly won this year’s Cycle News 450 MX Shootout.
Undoubtedly, the Honda CRF450R is the most improved bike in the field. When looking at our notes of last year’s bike, riders mentioned that the engine on the CRF was strong, but the chassis and suspension were harsh, unpredictable and overall hard to ride. Not anymore. New updates to the frame, suspension, bodywork and motor made this bike much better and earned it the highest number of first-place votes.
The new frame seems to have made the most difference. With added reinforcement to the headtube and shock mounts, the bike feels planted to the ground and allows it to track straight even in the roughest sections of the track. It didn’t matter if we rode this bike first or last, on a smooth or beat-up track, the Honda did everything well. The new frame also feels more forgiving than before and goes where you point it when entering corners.
Honda is always known for its rider comfort. This year, the new bodywork got mixed reviews regarding looks but unanimous plusses regarding function. The symmetrical rear end with textured plastic helped hold our riders in place as they felt “locked in” to the rear end of the bike. The neutral seat, shrouds and cockpit are all easily adaptable for any riding style. Brakes and clutch might not stand out as the best of the bunch, but they weren’t docked any points.
The Showa suspension works freely and doesn’t require much tuning to get comfortable. The fork is consistent in its function, but it was docked for being on the softer side. This didn’t hinder performance completely, as a few clicks helped with added hold-up on bigger obstacles. Overall, the suspension made the bike’s handling less nervous, and it didn’t require a death grip to keep the bars straight. Out back, the shock kept the bike straight with no amount of throttle unsettling the rear end or forcing it to step out unwantedly.
Honda’s powerplant looks similar to the previous generation, which was undoubtedly powerful, but putting all its power to the ground was a different story. For ’25, the airbox and ECU updates were aimed at smoothing out the overall output. Now, the ’25 engine felt more user-friendly for all our test riders. Bottom-to-mid feels clean and connected, offering good roll-on power at the initial throttle. Midrange still provides good torque, with second and third gear lasting well into the upper revs. Three maps—standard, smooth and aggressive—are easily accessible and allow riders of varying skill levels to select their preferred power level. The CRF engine received praise, with no one docking it for being too much or too little.
Our only real complaint was the Honda’s weight. At 247 pounds, it definitely feels laborious when picking the bike up off the ground or getting it on the stand. Once out on track, though, the weight is well-balanced and isn’t as noticeable as the scale says. You can still maneuver it easily, switch lines on the fly, or throw it sideways.
This CRF received the most consistent rankings across all testers on both days. We felt it to be the most comfortable motorcycle to ride on a wide variety of track conditions. Some bikes feel great first thing in the morning but fall off late in the day once the track gets rough and dry. The Honda, however, maintained its composure throughout our comparison. Smooth or rough, the Honda was the bike most of our testers wanted to be on.
Wrap Up
While the Honda may have been named the best all-arounder for our rankings, the other bikes weren’t far behind. In fact, our results weren’t as unanimous as they’ve been in the past. With no overwhelmingly clear winner, our team factored in deeper issues like prices, components and a variety of rider evaluations. The Yamaha has arguably the best engine, the Husqvarna has the best “premium” parts, and the KTM Group has the best variety as a whole. All these bikes could be “the best” with a small amount of personal tuning.
But in a true meritocracy, only one rides into victory lane. In this case, it’s the Honda.CN
