450 cm³ motocrosser born in 2006 in the test

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450 cm³ motocrosser born in 2006 in the test
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450 cm³ motocrosser born in 2006 in the test

Donner and Gloria

The rumbling thunder of four-stroke hammers has finally found its way into motocross. With the KX 450 F, Kawasaki closes the very last gap in the range of shooters ?? and celebrates an amazing debut.

Should the history of motocross ever be written down, then the 2006 season will be one of the epoch-making ones
this history count. Then in one
be read in bold headline: 2006 ?? the turning point is finally complete. And underneath the appropriate explanation: Finally all manufacturers offer four-stroke machines for this sport.
Indeed, the four-stroke boom, which began in 1998 with the first Yamaha YZ 400 F and spilled over into the smallest class in the 2001 season with the Yamaha YZ 250 F, put the manufacturers under enormous pressure to innovate. Because the displacement advantage on the one hand and the excellent drivability on the other hand quickly crystallized the four-stroke engines as the engine concept of the future. While KTM was the last manufacturer to jump on the four-stroke train in the so-called MX2 class for the 2006 season (see comparison test in MOTORRAD 24/2005) with the 250 SX-F, the four-stroke front is now also in the MX1 category. Kawasaki completes the tumultuous field with the KX 450 F..
And Honda has been the top dog there with the CRF 450 R for years. It is understandable that the men in red can casually wait for the competition. An engine and radiator lowered by five millimeters as well as more resistant valve seats ?? the only weak point of the Honda so far? evaluate the winner of the 2005 MOTORRAD comparison test (6/2005) moderately for the coming season. KTM is also content with fine-tuning. The 450 SX got a new, lighter swing arm made of cast aluminum, a hydraulic clutch fitting from Brembo instead of Magura, a stiffer crankshaft and more wear-resistant valve guides. And after a sensational second place in the MOTORRAD comparison in 2005, Suzuki can lean back a little in the second model year. Revised channels and carburetor tuning as well as a newly programmed ignition map ?? that’s enough for 2006.
The Yamaha technicians rolled up their sleeves all the way up. Instead of the suspension technology now
something old-fashioned YZ 450 F the from
Honda given standard route with aluminum-
The Yamaha crew was creative in striking the bridge frame. A single loop frame made of an elaborate combination of cast and pressed aluminum parts gives the blue one its own identity. And if so, then a lot of work was done on the rest of the technology: the gearbox
got a fifth gear, the external one
The engine oil supply was cut, the exhaust was revised and a titanium shock absorber spring was used for the first time in Cross technology. In short: The YZ 450 F, model 2006, is practically a new design.
Just like the Kawasaki. Where to ?? after unsuccessful attempts during the 2004 season with a frame concept similar to the new Yamaha ?? now relies on the Honda chassis design with aluminum bridge frame. In contrast to the likewise new 250cc Kawasaki, which is equipped with Showa suspension elements, the 450cc comes with a shock absorber and fork
by Kayaba used. Attention to detail
prove the brown anodized fork bridges or the titanium footrests together
Bracket. As with the chassis, the guys at Kawasaki Heavy Industries played it safe with the engine. With two overhead camshafts, four titanium valves, a balance shaft, a 40 mm flat slide carburetor from Keihin and the bore-to-stroke ratio of the Honda, you sail in well-known waters.
Why not, after all
not only in racing ?? very profane? decisive what comes out at the back. What MOTORRAD looked at together with Motociclismo, our Spanish sister magazine. The testers: Offroad-
Permanent guest and motocross legend Didi Lacher as well as Spaniard by choice and professional crosser Mattias Nilsson. The places of the
What happened: three hard-driven, dust-dry routes in northern Spain. Matching the standard tire of the test-
Quintets: Bridgestone M 602.
The engines are finally chugging. The Honda as defending champion and well-known size sets the bar. Wrong Choice? Or is it still too early? The fact is: the CRF is going like hell. She doesn’t just own on that
Paper with 55 hp is in top form, but actually demonstrates its power always and everywhere. Especially from the middle speed range, even savvy professionals have their hands full to keep the red under control. Hard slopes make the situation even worse and make the search for traction a main job, especially for hobby crossers. Nevertheless, the Honda unit is appealing. Technically, because the Unicam valve train with only one camshaft keeps the dimensions of the engine compact, and practically anyway. The single almost rotates from idle speed to the highest speed
vibration-free, lets you feel the high-quality workmanship? and doesn’t need to fear an opponent in the acceleration duel, at least if the ground conditions are good.
Curiosity drives us on. How does the new Kawasaki feel? At first the choke button, which is hidden behind the profile of the aluminum frame, is unfortunately annoying. Sponge over it, forgot. Because after just a few bends, this engine inspires. The Kawasaki technicians have given their big baby a tad less power than the Honda in every speed range? and thus achieved an almost perfect dosage. The KX finds traction where the Honda is already going nuts. And this without having to give too much to the Honda in terms of draft or revving. There is enough liveliness for the sprint out of tight turns, the Kawa can be easily turned over on short straights. No other engine covers the range between amateur and professional crossers so universally. Gearshift, the operating forces of the clutch, smooth running ?? everything first division.
The KTM has clearly defined its character. As direct as the 450 single-cylinder? which, by the way, is only equipped with a single camshaft? does not tackle any of the competition in the lower speed range. Although a short burst of gas
is enough to fly over tricky tabletops shortly after exiting a curve or to lift the front wheel effortlessly over acceleration waves, the power is always easy to dose and can be used extremely efficiently regardless of the driver’s level, even in the medium speed range. Only at peak speeds does the 450 SX pay tribute to this design
tribute to a comparatively restrained revving.
The freshly polished Yamaha unit also promises a lot of excitement. The first kick: the five-valve engine sounds remarkably quiet. Understandable, after all, from the 2006 season the noise limit for motocross machines will be from 98 to 96 dB (A)
reduced. Technically not an easy undertaking, because four-stroke singles usually react to reduced noise levels
with deteriorated response behavior in the lower and middle speed range. With the new exhaust system, which is only used on the European market, Yamaha actually seems to be over the top
being shot out and sacrificing said responsiveness for the good deed. The revised 450 has little of the familiar pressure of its predecessor and feels slack in the lower speed range. Nevertheless, the subjective impression is more negative than that
objectively measurable result (see times
left side). Because the inevitably gentle thrust saves the rider’s stamina and costs the Yamaha a few tenths, if at all, in the hunt for fast lap times. Nevertheless, the original driving pleasure largely falls by the wayside with this set-up.
As with the Suzuki. Last year the unit had shone in the aforementioned MOTORCYCLE comparison, this season it is in a form weakness despite only marginal changes. Albeit the strong, easily controllable one
Starting out of the speed basement above all
Hobby crossers are enthusiastic, the mechanically loud, very rough engine annoys a lot. A phenomenon that too
the RM-Z of the Mastercross (MOTORRAD 1/2006) showed, but was unknown on the 2005 machines. Really a shame about the wasted potential of the Suzuki. Because on the chassis side, the yellow one is up to date. The aluminum frame is handy, the fork is on par with the competition, only the hindquarters could provide the pilot with a little more comfort.
A subject where the Yamaha chassis shows its strengths. To match the smooth engine, the Yamaha technicians have designed the suspension settings to be very soft. What together-
play with the new Kayaba fork with the so-called closed cartridge system has its advantages. No other crosser flattens small waves as residue-free as the YZ. With a horse’s foot, of course, so that the yamsel sways noticeably but controllably when the pace is forced. The aluminum frame also breaks with the previous tradition. The typical front-wheel-heavy driving behavior that Yamaha has been used to for years has finally been neutralized. The YZ works? although despite all the modifications it was even a kilo heavier than its predecessor? a lot more manageable without losing any significant straight-line stability.
In contrast to the KTM. The SX turns razor-sharp around the corners but shows a certain nervousness on bumpy straights because of this nimble geometry. In which the coordination of the spring elements no longer has such a large share as before. The fork responds acceptably, the PDS strut only lacks comfort compared to the lever systems on small acceleration waves.
When it comes to braking, the KTM Brembo stoppers set the current standards in the off-road sector. What Kawasaki-
Doesn’t upset the pilot.
Their Nissin system has even surpassed that of the Honda. And next to
With the engine, the Kawa technicians are right on target with the chassis tuning. The a little softer
than the Honda designed Kayaba-
The spring elements of the KX respond first class, offer sufficient punch reserves and support the feeling of spaciousness and a balanced chassis conveyed by the KX-
geometry.
What may sound euphoric, impresses the Honda little. She knows she has the advantage of early birth when compared to her new competition, the KX 450 F. Your engine is a bit more powerful and a bit more aggressive. Your chassis a nuance tighter, the suspension a tad better. She knows she’s still the best. But just a touch.

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