450 MX SHOOTOUT: HOW THEY REALLY RANK

Bringing manners, civility and etiquette to raw power wasn’t easy. Today’s 450cc motocrossers make record amounts of horsepower, but they do it in a graceful style that we’ve never seen before. There have been powerful motorcycles in the past, but they were such ogres that only a few brave men could or should ride them. Now, a big motocross bike is a friendly and inviting thing. Virtually anybody can take one to whatever level he wants. But, only a few millimeters below the skin, each has an inner ogre that’s easy to coax out.
This year we’ve seen a cooling of the horsepower wars. It seems that most manufacturers are satisfied with the peak power numbers of their respective 450s. Most have turned their attention to handling. There has been keen interest in frame construction and subtle changes in flex characteristics and dimensions. And more than anything else, there has been an almost frantic interest in front suspension. These six motorcycles have five different forks that differ wildly in concept, construction and execution. The fork war is so intense, we deemed it worthy of a separate story in a later issue. For the purpose of this shootout, that’s just part of a very big overall picture. We took the six bikes to six tracks and gave them all the same Dunlop MX32 tires to let the battle rage. Here are the strong points and weak points of each machine, as well as the final verdict.

HONDA CRF450R
Dual diamonds
The big red machine has made many changes to their CRF450R over the last few years that have resulted in positive gains on the track. For 2015, they made very specific changes going after certain characteristics in hopes of improving the overall performance. Honda also added an industry first, Engine Select Mode, giving riders the capability to adjust between three separate maps, two of which are completely customizable with the push of a button. If results on the professional level with factory racers are any indication of success for Honda’s new models, the future looks bright for big red.
STRONG POINTS
Kayaba’s new piggyback rear shock is a bit on the soft side, but does have a plush, predictable feel, and having all the clicker adjusters in the same place located on top of the shock is an added convenience.
Honda added their all-new Engine Mode Select button located on the handlebars. This allows riders to switch between three separate ECU maps on the fly with the push of a button. One option is preprogrammed and can never be changed, but the other two can be fully customized via an HRC accessory tuning tool.
The addition of an oversized rotor in the front made huge gains in breaking power on the 2015 model. The CRF is the lightest 450cc motocross machine, giving it a very light and flickable feeling in the air and making it easier to muscle into desired spots once planted firmly on the ground.
WEAK POINTS
The clutch pull and action is probably the one item all test riders would agree is the Honda CRF450R’s weakest link. We wouldn’t say the clutch pull is necessarily hard; it’s just heavier than all the other 450cc machines, but what really got to the test riders is the lack of feel. Not being able to feel when the clutch is going to engage and disengage makes a rider tense up, ride tight and eventually pump up. This is definitely more noticeable on tighter, jumpy-type tracks. Compared to all the other 450cc machines in the shootout, Honda’s CRF450R feels the slowest power-wise on the track.
We wish Honda would step up and put oversized bars stock on their bikes. This is mostly for the end-use consumer who has to not only spend a hundred clams on the bar bend they prefer, but then they have to drop at least another Benjamin on mounts to use those bars.
The new Kayaba forks seem to handle small consecutive bumps better than last year’s model and give the front end a more connected-to-the-ground feel, but there still seems to have a busy feel at times, especially under hard breaking. Most riders commented that during flat cornering they experienced a lack of front-end traction, causing the front end to move around. The more aggressive test riders felt the fork in stock trim was on the soft side.
BOTTOM LINE
The 2015 Honda CRF450R is slightly faster due to the changes made in the cylinder head of the Unicam engine. It has new features, giving the rider more adjustability ECU-mapping-wise on the fly, a new version of Kayaba suspension components front and rear, and the new oversized front-brake rotor adds noticeable braking power. On paper, there are improvements across the board we would love to see Honda give the CRF, like a little more pep in its step and address the clutch issues.

HUSQVARNA FC450
An Austrian twist on Swedish steel
It really makes the Husqvarna guys mad when you call the FC450 a “white KTM.” There’s a lot that goes into the building of a motorcycle marque—more than the sum of its designs, parts and assembly. The heritage, racing, marketing and dealer network of the Husqvarna motorcycle brand are all quite separate from those of KTM. Having said that, the Husky FC450 and KTM 450SX-F are almost the same. The only differences are the bodywork, the seat, the subframe, the airbox and the map switch. The Husky is seen as a premium brand that sells for a little more. So they give you a composite subframe/airbox combo and a bar-mounted switch that lets you choose between two ignition curves. The Husqvarna’s suspension, frame and engine are identical to those of the KTM.
STRONG POINTS
The fact that the Husqvarna has electric start without any real weight penalty is amazing. It’s always entertaining to watch someone get on the next bike and look for the wonder button—such obvious disappointment. Beyond that, the Husky motor is fantastic. The FC450 makes power way down low and revs all the way up without a single hiccup or glitch. The fuel injection is spot-on, and the bike almost never stalls or misbehaves. The Husky’s map switch makes a real difference. Most riders like it in full beast mode, although the milder setting is probably what most riders really need.
The rear shock is as good as anything in the contest. The Husky has a WP shock with linkage, and some riders reported that they like it better than the KTM’s rear end. This can only be attributed to the subframe, which gives the rear end a lower feel. The overall handling is without fault too. The Husky is stable in the straights and easy to turn. And of all the Husky’s strong points, its quality tops the list. The bike is made with the best parts in the motocross world—from the Brembo brakes to the hydraulic clutch and the Neken handlebar.
WEAK POINTS
The front suspension doesn’t rate as highly as the rear end. In fact, the WP 4CS fork is a universal sore point on every test rider’s list. We’ve pointed out in the past that the fork is an improvement over the previous WP bladder fork, but there’s still progress that needs to be made. The front end is good on rolling whoops and jump landings, but not so great on sharp impacts.
As much as we like that cool subframe/airbox combo, it clearly is very restrictive. The easy trick to get more power is to make a bunch of rather ugly holes in the side cover. The Husky’s bodywork is also a little fatter than the KTM’s, making the white knight feel heavier than it really is. Husky has gone a little overboard, trying to make the seat cover watertight. Although the seat foam is identical to that used on KTMs, it feels hard as a rock because the cover itself is so much thicker. There is virtually no gripper material to help the rider stay in position, and most test riders felt themselves slipping off the back.
BOTTOM LINE
The Husky and KTM might have different identities, but they pretty much have the same strengths and weaknesses on the track. The front suspension is the most limiting of those and really holds both bikes back. We would love to see Husqvarna get a completely different fork, even if it pushed the price higher. As it stands, there are subtle differences, but not much separates the Husky from its orange brother.

KAWASAKI KX450F
Last year’s champ back with a vengeance
Kawasaki’s KX450F has emerged victorious from our last couple 450cc shootouts—not because it excelled in one specific category or even that it was the hands-down winner in any categories, but because it does everything well across the spectrum. With a couple wins under their belt, we would expect Kawasaki to relax a little and bask in the glory—well, that didn’t happen. For 2015, Kawasaki changed suspension components front and rear. They didn’t just update; they switched from Kayaba to Showa, opting for the Showa Triple Air forks up front that are basically what Ryan Villopoto raced with on his factory machine in 2014. Kawasaki also added an oversized front rotor, a new bridge box piston, and changed the styling accents from blue to lime green. The green machine shaved some weight of the subframe and axles as well.
STRONG POINTS
The KX450F is hands down one of the most adjustable motorcycles on the market, with four different handlebar mounting positions and two separate peg mounting positions. Now, add in the adjustability of the Triple Air fork and the KX450F can be made to fit riders of all shapes and sizes with a little bit of elbow grease without spending addition moolah.
Adding a 270mm oversized front Braking disc was noticeable right off the bat and did nothing but good things for overall braking power.
The 2015 KX450F comes on sooner off bottom with a little more authority, pulling strong through the midrange. It might stop making power a little sooner than last year’s, but that’s okay with us. The Showa Triple Air forks are better on small consecutive bumps and won’t lose pressure if a fork seal is damaged.
WEAK POINTS
Even though Kawasaki put the KX450F on a diet for 2015, it still comes in as one of the heavier 450cc machines in the class, and it definitely stands out in the class as one of the bigger bikes.
The grips wear out if you even think about riding the bike, and the chain seems to do the same.
Kawasaki’s rubber-mounted bar mounts tend to get displaced in really minor tip-overs, and it’s time-consuming to realign the bars with tools that are definitely required.
Having small-diameter bars stock on a 2015 motorcycle just boggles our mind.
BOTTOM LINE
Kawasaki’s KX450F is an all-around good bike; it doesn’t do anything exceptional, but just like last year’s model it does everything well. All the additions to the 450 that Kawasaki made for 2015 made it better all around, except one: we are not fond of the lime green accent pieces. We would also like to see Kawasaki step up to an oversized bar; this helps the consumer from having to fork out loads of dough on replacement handlebars and bar mounts down the road.

KTM 450SX-F
Factory Edition goes mainstream
KTM’s 450SX-F Factory Edition was a late arrival that turned into the must-have bike of 2014. Some people called it the “Dungey replica,” which was a little strange after Ken Roczen won the National Championship on it, but regardless of whose bike it was supposed to be, everyone wanted one. Now, the standard 2015 KTM 450SX-F has almost all those same features, and there’s no waiting. It got the 4CS fork, the longer shock, different linkage and new EFI mapping. It even got the orange frame. It’s only missing the Akrapovic exhaust, the holeshot device on the fork and the map switch on the handlebar. Just like last year’s standard edition, it has electric start, the diaphragm-spring DDS clutch and a brute of an SOHC motor.
STRONG POINTS
Because we love repeating the obvious, the electric starter is awesome. It actually makes you ride faster when you know there’s no chance of a race-ending stall. If you get carried away and brake too hard, you can have the motor relit before you put a foot down. And as it turns out, the charging system is so good that a dead battery is never much of an issue. The most amazing part is that the KTM is no heavier than any of the others. It weighs in at the exact same figure as the Kawasaki, which has one of those primitive manual-start devices; we think it’s called a kick-starter. Another stunning feature of the KTM is its power output. It’s powerful even by the standards of this class. The upper-middle range is the KTM’s happiest zone. Interestingly enough, it makes more peak than even the Husqvarna, which has a more restrictive airbox. Most riders like the KTM’s seat better than the Husky’s. The KTM is also narrower, which some riders liked and others didn’t. More strong points: it has a hydraulic clutch with an excellent pull, incredibly strong brakes, and rear suspension that is predictable and reasonably plush.
WEAK POINTS
It seems that the KTM lost a little low-end power compared to the Husky and the Factory Edition. It also vibrates in the upper midrange, which is the zone where it makes the most power and is most fun to ride. Its biggest handicap is the front suspension, which gets the job done on rough tracks, but isn’t especially comfortable for anyone. This is a little confusing, even to us, because the 4CS fork seemed like a big improvement over the previous bladder fork. It could be that the current fork technology race has raised expectations across the board. Or, it could simply be that the KTM had a lot of ground to make up in front suspension, and this improvement wasn’t enough.
BOTTOM LINE
We still love this motorcycle. It has that button and all the power a boy could want. But, in a field where there are very few serious flaws, minor issues take on greater significance. The KTM’s front suspension continues to hold it back. Even so, in the opinion of many riders, the excellence of the rear suspension, clutch, electric starter and brakes more than compensates for any other problems.

SUZUKI RM-Z450
Looks can be deceiving
It’s easy to look at Suzuki’s 2015 RM-Z450 and make the assumption that it falls into the category of a “Bold New Graphics” release, meaning they changed the graphics and nothing else. This couldn’t be farther from the truth. Under the surface the engineers at Suzuki changed the frame completely, added Showa Triple Air forks, refined the engine internally, added a new holeshot assist system (S-HAC), updated the transmission and revamped the cooling system. We would say that’s more than just throwing some new stickers on and calling it a day.
STRONG POINTS
Cornering has always been a strong point for the yellow machine, and 2015 is no different; it turns better than any other bike in the class. This year’s model starts a lot easier than last year’s hot or cold- and the addition of the longer kick starter makes it easier to kick over. The new S-HAC system is another useful addition to the 2015 model, letting the rider choose between three separate maps—standard, less aggressive and more aggressive—making it nice to have options off the start; after all, it’s always good to have holeshot bragging rights. Power on the 2015 is improved; it’s still not a rocket ship, but makes smooth power throughout the curve, making it rate high in the fun-to-ride category. Changes made to the frame helped the overall handling of the RM-Z, giving it a plusher ride in rough stuff. Test riders commented that the 2015 RM-Z450 had a lighter feel than last year’s, especially transitioning from side to side.
WEAK POINTS
Suzuki doesn’t rate high on style points. They have virtually the same plastics on their 450 since 2009, just changing the color combinations and style of graphics. When it comes to adjustability, Suzuki has old-school thinking—there is none! Every other bike in the class has at least adjustable bar mounts and one has adjustable footpeg mounts; with the RM-Z450, it’s one way—their way. Stopping power is nothing to get excited about, and compared to all the others, Suzuki falls short in this department.
BOTTOM LINE
The 2015 RM-Z450 is improved across the board from the 2014 model. The addition of Showa’s Triple Air forks helped it feel lighter up front and improved overall handling. Showa’s new air fork is by no means a fix, though they bring on other issues that spring forks never had to deal with, like checking three separate air chambers before every time you ride and figuring out what air pressure should be in to match your riding style and weight. We love the new plusher-feeling handling of the 2015 model and think Suzuki took a step in the right direction in the power department; we just wish they would have taken it a little farther. This bike is definitely in dire need of a looks makeover to make the outside match what’s underneath, some would call it an extreme makeover.

YAMAHA YZ450F
Backwards design with forward-thinking
Yamaha has the most radical design of any 450 on the market today. They are going the complete opposite way as all the other Japanese manufacturers and loving every minute of it. Their throttle body and intake system are where every other manufacturers’ exhaust is and their exhaust is where everyone’s intake is. Mass centralization is in full swing, and we are just getting started with the differences. For 2015, Yamaha made very specific changes targeting certain issues they felt the YZ450F had in 2014, but they are sticking to the original design concept that was introduced in 2010.
STRONG POINTS
Power delivery on the 2015 model is smoother right off, eliminating the jumpy feel of last year’s bike, making it easier to initiate turns and flow through corners while still making strong power through the midrange.
The suspension is well-balanced, with both ends working together. Both forks and shock have a smooth action throughout the stroke, making it a very comfortable bike to ride. Maintenance-wise it’s great to have quick-release fasteners on the airbox cover for fast and easy access without requiring any tools . Adjustability is always a nice thing to have, and Yamaha offers four separate handlebar mounting positions that can accommodate riders of all sizes.
WEAK POINTS
The YZ450F is not a slim motorcycle by any means where the radiator shrouds and seat area come together; it’s wide and takes some getting used to. For some test riders, this is a deal-breaker. Front-end traction and feel on the Yamaha left most test riders searching for a little more right after hard braking but before getting on the gas during cornering. In this small window, the YZ front end tends to wander around searching for traction, giving it an unpredictable feel. Front-end braking power is on the soft side compared to all the other bikes, except Suzuki’s RM-Z450. Filling the gas tank without overfilling it and getting gas everywhere is almost impossible, unless you are very familiar with a Yamaha. The color of the tank itself and where it’s located doesn’t help.
BOTTOM LINE
Yamaha’s YZ450F likes to be handled a little differently from other bikes in the class. This is not new for 2015; it has been true since the inception of their current design concept of rearward-facing engines and mass centralization. That being said, Yamaha has a solid platform for 2015, and all the changes that were implemented made improvements making it overall more rider-friendly. The YZ450F handles well, and the engine makes rideable power from bottom to top.
WHAT IT ALL MEANS
When the dust cleared the final day of testing on our six different 450cc machines, the running order was clear but way closer than we expected. Honda, Husqvarna, Kawasaki, KTM, Suzuki and Yamaha all make very competitive bikes for this class, and it’s getting harder and harder each year to choose a hands-down winner. Gone are the days of one manufacturer blowing away their competition; in today’s day and age, winners are determined by inches not miles, and the difference between number one and number six is minuscule. That being said, this is how the Dirt Bike magazine staff rates the 2015 450cc bikes.
1Kawasaki’s KX450F takes home top honors again. Just like in years past, it doesn’t dominate in one certain area. It has good power throughout, starting is a breeze, the oversized Braking front brake improved the stopping power, Showa Triple Air forks are an improvement over last year’s Kayaba model on small stuff, and the adjustability is what puts it over the top. We have test riders ranging in size from 5-foot-7 to 6-foot-4, and don’t get us started on the weight variances. Bottom line is, every rider could find a setting they felt ergonomically comfortable with. The one thing test riders didn’t like was when their time was up on the green machine.
2Second place goes to the comeback bike of the year, Suzuki’s RM-Z450. Last year we had lots of gripes about the RM-Z450; they addressed every one, and even some we didn’t know we had. They came back strong for 2015 with a bike that looks the same but performs on an entirely different level. It handles better soaking up small and big hits with a plusher feel overall, the power is improved throughout, the Showa Air fork saves weight and, once dialed in, works better than last year’s spring fork. Also, the new S-HAC is a nice option for helping nail those starts. It does still have some shortcomings in the styling, brake and adjustability departments, but vastly improved for 2015.
3Third place goes to the big blue wrecking crew, Yamaha’s YZ450F. Yamaha made very specific changes looking for certain improvements. Smoothing out the power delivery down low did wonders for the bike, not just performance-wise, but also in the handling department, making it easier to turn with confidence. We love Yamaha’s adjustable handlebar mounts with four different options even the tallest test riders could get comfortable with minimal effort. The quick-release fasteners on the airbox cover are another great addition for 2015. The faster we can get our work done, the faster we can ride. Yamaha, the only Japanese manufacturer that hasn’t jumped on the air fork bandwagon (and we understand why), with their current setup, works well; if it’s not broke, don’t try to fix it! It would be nice if Yamaha could slim the YZ down a bit and figure out a fix for the lack of front-end traction in certain situations. You have to ride the YZ450F a certain way due to its unique design, and for some people it fits their riding style, for others it doesn’t.
4Fourth belongs to Honda’s CRF450R. The red machine returns for 2015, again the lightest bike in its class by 2 pounds to its nearest competitor and 7 pounds lighter than the heaviest in the class. This is most noticed when throwing the bike around in the air. The Honda makes power down low, and in the midrange it’s just not explosive like some of the other bikes, making it feel slow on the track. Clutch pull is heavier than all the other manufacturers’ bikes, and feel at the lever is almost nonexistent, making it difficult to use with any effectiveness. The suspension is soft overall, making it enjoyable to ride for slower, non-aggressive riders and prone to bottoming for faster aggressive riders. Faster riders also experienced the front end being a little busy under hard braking and flat corners. Braking is drastically improved with the addition of the oversized front-brake rotor.
5 Although they are different, they are very much the same, sharing more things alike than they have that are different, so fifth and sixth go to Husqvarna’s FC450 and KTM’s 450SXF. Husqvarna’s FC450 starts producing power sooner down low, staying strong through the mid-range and signs off slightly sooner, not revving as far as KTM’s SX-F. Most test riders preferred the FC’s power delivery and didn’t mind shifting sooner rather than revving the SX-F. The other main standout difference is the FC450’s seat; it’s hard as a rock and provides almost zero amount of traction. We feel that both bikes suffer from the same handicap; the WP 4CS forks are not very rider-friendly, producing harsh feedback in the initial part of the stroke. There is so much we like about both machines, like the magic starting button, the very strong Brembo brakes, hydraulic clutch and high-quality components. With certain issues addressed, both the Husqvarna FC450 and the KTM 450SX-F have a shot at becoming king of the 450 class. o