Comparison test: The five newest 450cc sport enduros

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Comparison test: sports enduro bikes

The five newest 450 enduros in the test

If you want to fly with the big ones, you also have to gain a lot of altitude in enduro sports. Beta and Suzuki take off to attack the market leaders Husaberg, Husqvarna and KTM.

This number alone can impress the insiders of the enduro scene: there are no fewer than 14 manufacturers who are now vying for the off-road clientele in the enduro premier class, the 450 category (see also list on page 67). Nevertheless, the lion’s share of the market is shared by the three big companies in this country: Husaberg, Husqvarna and KTM. If you want to make a name for yourself in the scene, you have to saw this trio on the chair.

Comparison test: sports enduro bikes

The five newest 450 enduros in the test

RMX 450 Z has comeback in enduro sports. So: two troublemakers against the trio from the establishment. The sabers are sharpened, the tires (Michelin Enduro Competition III) are identical, the terrain is ideal. Meeting point in the Spanish hinterland. Dried out river beds, damp forest passages, motocross slopes – an off-road paradise.

Beta RR 4T 450

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Beta RR 4T 450

Trial specialist Beta has been sniffing the world of enduro racing since 2005 – and with the previous combination of KTM’s own chassis and motors, it has obviously enjoyed the new sphere of activity. After the pilot phase, the Italians start with the 2010 models. Clear proof: The in-house engine that has been redesigned from scratch. Two overhead camshafts, weight-optimized actuation of the four valves via rocker arms, two separate oil circuits for engine and gearbox – this puts the Single at the top end of current enduro engine technology. The engineers from Florence mucked out just one injection and instead opted for the tried and tested Keihin flat slide carburetor.

What doesn’t bother in the undergrowth. On the contrary. As smoothly as the single can move over slippery terrain at idle speed, as smoothly as it celebrates the transition to mid-speed, in order to later redefine the current speed limit in the 450 enduro animal with a maximum speed of 11400 rpm, which is downright enthusiastic. If the minimal drag torque, ie the low internal friction, the moderate vibrations, the easily shiftable transmission, the sensitive clutch and the electric starter, which is mandatory in the competitive enduro segment, are added to the splendid appearance, the verdict is clear: The beta unit catapults itself – even without injection – into the champions league of 450 sports enduro bikes.

And the rest of the Florentine woman turns on too. Handcrafted, for example, thanks to the seat bench release, which can be easily operated with a push button, or the innovative rear frame made of plastic profiles. When driving, especially due to the precise coordination of the spring elements for enduro use. Where it counts – for example on stony enduro trails – the Marzocchi fork and the Sachs shock absorber work comfortably and sensitively, only reaching their limits on bombed special stages or in motocross use. Speaking of limits: bigger pilots feel much more comfortable thanks to the Beta’s steering head, which is higher than that of the competition. However, this makes it more difficult for smaller drivers to load the front wheel in turns. Both of them are annoyed by the annoying bulge on the left radiator cover in the narrow space. Since the lady from Tuscany doesn’t allow herself to be naked any more and is in the lead group when it comes to braking, handling and top performance (53 hp), only one thing remains to be said: Enduro sport has gained a top athlete.

Technical specifications:

engine

Valve train

Displacement

Boron x stroke

Compression ratio

Power *

at speed *

Carburetor / injection

diameter

Corridors

Water-cooled single cylinder four-stroke engine
with four valves per cylinder

dohc

449 cm3

95 x 63.4 mm

12: 1

39.2 kW (53 PS)

8600 rpm

Carburetor

39 mm

6th

landing gear

fork

Guide tube diameter

Strut

Weight *

Price without additional costs

Single loop frame
made of tubular steel

Marzocchi

45 mm

Sachs

118 kg

8,490 euros

* MOTORCYCLE measurements; Weight ready to drive without petrol

Husaberg FE 450

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Husaberg FE 450

The engine is tilted upright, the tank pulled under the seat and the rear frame made of plastic – for the 2009 season, no screw was left unturned for the formerly traditional Swedish exile. If the technicians also undoubtedly achieved the goal – better handling through centralization of the masses – and only changed marginal details in the current edition (reinforced crankshaft bearings and gear wheels, larger fork offset), the preserved their character "mountain" even after the total renovation. Luckily. Because the FE 450 still embodies the basic enduro idea. The trickier the terrain, the more the pilot appreciates the driving experience reminiscent of a trial machine. With the clutch, which is remarkably easy to pull, dose the engine power, move the light front wheel in steps, skilfully load and relieve the rear wheel with body awareness – this is how the Scandinavian, made at KTM, wants to be ridden. What if it fails? It doesn’t matter, then the motor, which can be wonderfully dosed, plows the load with high traction and calmly through thick and thin. There is only one thing the Husaberg likes less: For motocross insoles, the suspension, which is basically very sensitive, is too soft and the petrol-injected engine is clearly not revving enough. What remains? An off-road motorcycle that is almost unmatched in its core competence, enduro sport, which – see above – only has to admit defeat to the newcomer Beta because of its more universal engine (finer response, greater revving).

Technical specifications:

engine

Valve train

Displacement

Boron x stroke

Compression ratio

Power *

at speed *

Carburetor / injection

diameter

Corridors

Water-cooled single cylinder four-stroke engine
with four valves per cylinder

ohc

449 cm3

95 x 63.4 mm

11.8: 1

37.4 kW (51 hp)

8100 rpm

injection

42 mm

6th

landing gear

fork

Guide tube diameter

Strut

Weight *

Price without additional costs

Single loop frame
made of tubular steel

WP suspension

48 mm

WP suspension

116 kg

9095 euros

* MOTORCYCLE measurements; Weight ready to drive without petrol

Husqvarna TE 450

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Husqvarna TE 450

A front fork from Kayaba (previously Marzocchi), a 15 millimeter shorter swing arm, larger fork offset and decor cast into the plastic parts – with these changes, the 2010 Husqvarna moves into the thicket. And with their unmistakable driving experience. Traction is what the Italian shows off. No matter how greasy the terrain – gas on, and the short-stroke, fed by an injection, pushes the load forward stoically. With the support of the soft suspension, the wheels literally stick to the ground. However, the finesse falls by the wayside. The sluggish engine doesn’t make it easy to catapult the TE over steps with clutch and throttle. Especially since the job doesn’t get any easier due to the Husky’s record weight of 122 kilograms. If the course gets faster, severe vibrations are annoying at higher speeds. What the ex-Swede needs is a strong hand in the field and a strong modernization for the coming years. Rumor has it that Husqvarna is already working on new concepts in which the engine of the BMW G 450 X will serve as the drive source.

Technical specifications:

engine

Valve train

Displacement

Boron x stroke

Compression ratio

Power *

at speed *

Carburetor / injection

diameter

Corridors

Water-cooled single cylinder four-stroke engine
with four valves per cylinder

dohc

449 cm3

97 x 60.8 mm

12.9: 1

38.8 kW (53 PS)

8300 rpm

injection

42 mm

6th

landing gear

fork

Guide tube diameter

Strut

Weight *

Price without additional costs

Single loop frame
made of tubular steel

Kayaba

48 mm

Sachs

122 kg

8.449 euros

* MOTORCYCLE measurements; Weight ready to drive without petrol

KTM 450 EXC

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KTM 450 EXC

The world is orange – the KTM advertising slogan actually hits the mark in the enduro scene, sorry Orange. A market share of over 50 percent speaks for the concept of the EXC models. The racer, which was completely redesigned for the 2008 season, does not need more than reinforced gear wheels and a ride height lowered by ten millimeters (shortened shock absorber, steering head welded higher to the frame). In contrast to the enduro-style Husaberg with the KTM, the Austrians are clearly targeting the motocross-oriented cross country racers. Tight suspension, a lively and easy-revving engine, excellent handling and the lowest weight of all 450 sport enduro bikes at 114 kilograms make the EXC the queen where it matters, namely in the special stages. The fact that the throttle hand and clutch finger require a little more fine motor skills in critical ground conditions than with the more powerful Beta, Husaberg and Husqvarna can, in view of the aforementioned advantages, not change the core statement: In the sum of its properties, the KTM in modern enduro sports still provides the Reference.

Technical specifications:

engine

Valve train

Displacement

Boron x stroke

Compression ratio

Power *

at speed *

Carburetor / injection

diameter

Corridors

Water-cooled single cylinder four-stroke engine
with four valves per cylinder

ohc

449 cm3

95 x 63.4 mm

11.9: 1

39.9 kW (54 PS)

9300 rpm

Carburetor

39 mm

6th

landing gear

fork

Guide tube diameter

Strut

Weight *

Price without additional costs

Single loop frame
made of tubular steel

WP suspension

48 mm

WP suspension

114 kg

8.645 euros

* MOTORCYCLE measurements; Weight ready to drive without petrol

Suzuki RMX 450 Z

Only a second look reveals the effort with which Suzuki turned the Crosser RM-Z 450 into a sports enduro. Electric starter, modified camshafts, wider spread gears, softer suspension settings, 18-inch rear wheel, lighting system and an airbox for tool-free air filter changes, all of this testifies to the Yellow’s commitment to the comeback in enduro racing. But – hand on heart – the enormous technical effort goes largely unnoticed by the pilot. Tea Suzuki injector accelerates too hard in the lower engine speeds, the metering pull on the clutch lever has to be too strong to master the play of forces on tricky surfaces. Even the easy handling of the Suzuki-Crosser has remained little with the 119 kg total weight of the Enduro version. Not to mention the infernal soundscape (volume at idle: 94 db (A)!) Of the standard silencer, which can only be brought to a standard-compliant level with retrofit restrictors – but this may smooth out the rough acceleration in the lower speed tidy. So a failure? Certainly not: The suspension, which is quite sporty despite all the cultivation measures, offers the largest reserves in the test field for a brisk appearance on the cross-piste, on top of that, the beefy drive in the lower and middle speed range pushes the residents immensely. And steering precision, brakes and workmanship are at the highest level anyway, apart from the old-fashioned mechanical speedometer cable.

But that doesn’t hide the fact that the Suzuki cannot intervene decisively in the pecking order of the enduro celebrities. In contrast to the beta. The Italian – as a side entering – approached the market leaders in record time and sometimes even stalked them. Which is definitely a reason to be impressed, even for scene insiders.

Technical specifications:

engine

Valve train

Displacement

Boron x stroke

Compression ratio

Power *

at speed *

Carburetor / injection

diameter

Corridors

Water-cooled single cylinder four-stroke engine
with four valves per cylinder

dohc

449 cm3

96 x 62.1 mm

11.6: 1

36.5 kW (50 PS)

8200 rpm

injection

41 mm

5

landing gear

fork

Guide tube diameter

Strut

Weight *

Price without additional costs

Bridge frame made of aluminum

Showa

47 mm

Showa

119 kg

7990 euros

* MOTORCYCLE measurements; Weight ready to drive without petrol

Performance measurements

Drawing: archive

Power on the crankshaft. Measurements on Dynojet roller test stand 250, corrected according to 95/1 / EG, maximum possible deviation ± 5%

Impressive: With a top performance of 54 hp, the KTM Enduro is on par with the currently most powerful 450 series crosser, the likewise 54 hp Yamaha YZ 450 F. Just behind, but with significantly greater speed reserves, is the new beta unit. Good to see on the torque curve: the powerful acceleration of the Suzuki and the manageable, but ultimately weak thrust of the Husky up to around 5500 rpm.

Conclusion

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The two new against the three market-leading sport enduros.

1st place: KTM 450 EXC
Lively engine, agile handling and the lowest weight. The cross-country oriented KTM shines where it counts: in the special stages.

2nd place: Beta RR 4T 450
Beta immediately succeeded in creating a masterpiece with the new in-house engine – which is complemented by an excellently tuned chassis. The Italians know what is important.

3rd place: Husaberg FE 450
When it comes to enduro in the traditional sense, the FE doesn’t show anything. Great handling, fine running smoothness and unusual, but useful technology inspires every off-roader.

4th place: Husqvarna TE 450
Traction is the husky’s argument. But the TE is noticeably getting old. Above all, weight, smoothness and handling are no longer up to date.

4th place: Suzuki RMX 450 Z
The basis is correct, but a hard-working engine, a rather stiff suspension and an exhaust that is too loud demonstrate that the Japanese still have to learn what is important.

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