Motocross comparison test MX1 450 cc

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Honda CRF 450 R, Kawasaki KX 450 F, KTM 350 SX-F, KTM 450 SX-F, Suzuki RM-Z 450, Yamaha YZ 450 F in the test

MOTORRAD and Didi Lacher motocrossers test

Giving everything is part of racing. The Yamaha YZ 450 F is one of the most extreme concepts in off-road technology. For the coming season, the YZ was again heavily revised. Has the attack on the technically last groove been worth it or the established competition can still hold up against it?

The developers of the MX1-Crosser have long since stopped looking for pure performance, drivability is the topic. Because the 450 series bikes for 2014 were content with restrained model updates, the heavily modified one is coming Yamaha in focus. MOTORRAD tested with six-time German champion Didi Lacher where the new one fits and how the retouching affects the rest.

Honda CRF 450 R, Kawasaki KX 450 F, KTM 350 SX-F, KTM 450 SX-F, Suzuki RM-Z 450, Yamaha YZ 450 F in the test

MOTORRAD and Didi Lacher motocrossers test

power

TRILLION

The performance measurements of MOTORRAD for the motocross comparison test MX1.

It is understandable that the diagrams differ only slightly from such clearly aligned engines. After all, the power curve bundle spreads in the upper third of the speed.

With 60 HP, the engine of the Yamaha YZ 450 F delivers the highest peak performance of all 450 crossers ever measured by MOTORRAD.

Also amazing: the high speed limit (11,400 rpm) of the ohc engine of the KTM 450 SX-F.

Enduro

Motocross comparison test MX1 (450 cm³)

Motocrossers from Honda, Kawasaki, KTM, Suzuki and Yamaha

read more

Enduro

KTM 250 SX-F, Husqvarna TC 250 R, Kawasaki KX 250 F, Suzuki RM-Z 250, Yamaha YZ 250 F

Motocross comparison test MX2 (250 cm³)

read more

Suzuki RM-Z 450

Jahn

In descent? After the great performance of the previous model, the Suzuki RM-Z 450 falls back into its old behavior pattern. The reason remains a mystery.

How much the field in motocross technology has come closer together is something that Suzuki in particular had to learn bitterly in the last MOTORRAD MX1 comparison tests. While it was often only nuances that separated the yellow from the rest of the troop, the RM-Z was sufficient for the 2013 model year with a careful facelift to catch up with the leading group. In this respect, the Suzuki RM-Z 450 should have played a leading role again in the 2014 season in the group of competitors that have only marginally changed except for the Yamaha YZ 450 F. But the good smoothness with which the RM-Z shone a year ago is in vain in the new model. The few modifications (quieter silencer, revised mapping) can hardly be the cause.
So the only assumption remains that the reason for the change in nature is to be found in the series spread – which is unusual for Japanese machines, however.

Strong, but easily manageable start

Be that as it may, in the end the Suzuki RM-Z 450 falls back on the behavior it has been used to for years. From the middle speed range onwards, the single warns with clearly noticeable vibrations to upshift and gives the overall package a feeling of heaviness with its pronounced drag torque.

No shadow without light. After all, the engine offers a powerful, yet easily manageable start from the lower engine speed and can therefore set the RM-Z in the limelight, especially on slopes with little traction. However, the RM-Z is also double-edged on the chassis side. The razor-sharp steering precision and the appealing handling counteract the Showa spring elements, which are too tightly tuned for Otto normal crossers, which offer enormous bottom-through reserves, but let the sprint from tight corners or violent deceleration on braking waves degenerate into a bumpy game. An inconsistent picture, with which the Suzuki is passed all the way back in the tightness of the points evaluation.

Data

Jahn

The poor positioning in the comparison test cannot be due to the few modifications (quieter silencer, revised mapping). So the only assumption remains that the reason for the change in nature is to be found in the series spread – which is unusual for Japanese machines, however.

engine

type design

 Water-cooled single cylinder-
Four-stroke engine with four
Valves
Valve train dohc
Displacement 449 cc
Boron x stroke 96 x 62.1 mm
compression 12.5
Power * 42.1 kW (57 hp) at 8600 rpm
Mixture preparation  injection
diameter 43 mm
Corridors 5
* MOTORCYCLE measurements

landing gear

frame
 Bridge frame
aluminum
Fork / strut Showa
Guide tube diameter 48 mm
Suspension travel v / h 310/310 mm
Weight (without petrol) * 109 kg
Price without additional costs  8,170 euros
* MOTORCYCLE measurements

Yamaha YZ 450 F.

Cylinder tilted backwards, cylinder head rotated 180 degrees and airbox placed behind the steering head – with
Yamaha engineers have been trying to shake up conventional motocross technology with this unconventional concept since the 2010 model year. So far with moderate success. A wide front section because of the air filter box and an exceptionally biting response behavior of the engine ruined the acceptance of the Yamaha YZ 450 F. Which is why the developers of the avant-garde bike for the 2014 season followed up.

The aluminum frame is taken over from the completely redesigned MX2 sister, the air filter housing is slimmer, the tank has been pulled far under the seat. The general overhaul is completed by larger valves on the engine side, stiffer clutch springs, a change from dry to wet sump lubrication and – above all – a new mapping that is supposed to cultivate the power output.

Enduro

Yamaha YZ 450 F in the driving report

New frame, new bodywork, revised engine

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Enduro

Yamaha YZ 250 F in the driving report

With technical features of the in-house 450

read more

Already blows when you step out of the speed cellar to attack

What the test bench raises first doubts. Because with 60 HP, the Yamaha YZ 450 F pushes as much top performance onto the role as no 450 crosser measured by MOTORRAD before it. What in itself would not be reprehensible in racing would blow the single to an attack not only on higher tours, but also when starting out of the rev range. Less aggressive than the 2013 unit, but still fierce enough. While the pronounced sprint qualities may still please experienced pilots, the single hobby crosser exhausts himself physically in record time. Especially since on hard or slippery floors both groups have a lot of trouble to bring the brilliant power to the floor. Under these conditions at the latest, some crossers will want the Power Tuner (318 euros) available as an accessory.

In fact, the cockiness of the single cylinder can be cooled down relatively easily using preprogrammed mappings. After the digital calming down (mapping designation: "Soft response behavior in the lower speed range"), the Yamaha YZ 450 F accelerates considerably more slowly and gains significantly in user friendliness, especially under difficult ground conditions. But the hot tip is of little use. Because the series condition is always assessed in comparison tests. Such are the rules.

It’s a shame, because the Yamaha YZ 450 F has remained true to its chassis even after the concept change. The Yamaha crossers bite into the ground to inspire confidence, and the fork and shock absorber work sensitively and comfortably. Only the front, which is still wide compared to the competition even after the slimming diet, and the bulging rear give the YZ a massive impression, despite the weight of 107 kilograms customary in its class. Which runs counter to the original intention of the exotic concept, the more agile handling pursued with the centralization of the masses. Which is why the YZ continues to find it difficult to keep up with the established competition – and together with the Honda has to be satisfied with fourth place.

Honda CRF 450 R.

Jahn

Not much is missing – a less restrictive exhaust, a harder shock absorber, and the Honda CRF 450 R would be the star.

Fourth place, together with the Yamaha YZ 450 F? That amazes. Because agile handling and easily controllable power remain the dominant themes in the 2014 model of the Honda CRF 450 R. No wonder, after all, for 2014 the CRF is content with softer clutch springs and a modified set-up of the front fork. Which also has its positive sides.

Big cinema in terms of handling

Because the CRF continues to stage great cinema in terms of handling. It catches the tight line with a dreamlike safety, folds down effortlessly and thus remains the nimble, precise steering star. The PSF (Pneumatic Spring Fork) fork introduced last year with an air chamber is also doing well. For the shock absorber, hobby pilots should also increase the spring preload (sag with driver: 95 millimeters) in order to raise the rear that tends to sag. Faster pilots will probably have to increase the suspension reserves with a harder spring.

And the engine? The intention of the Honda product planners to use the double silencer to reduce the noise level in off-road sports is commendable. Using the measurement method set out in the sports regulations (noise level at full throttle at a two-meter distance), MOTORRAD measured 109 dB (A) on the Honda, while the competition consistently exhausted the permitted limit of 112 dB (A).

But as noble as the motif, the calming treatment constricts the fuel. The red pulls out of the neighboring areas, pushes tame through the middle of the engine speed and is the first in the 450 class to seal off. Shifting gears early is the only chance to keep the Honda CRF 450 R on the move. Despite everything, this characteristic may even be efficient and gentle on condition, but it generates little driving pleasure. Even hobby crossers will not be able to avoid a freer aftermarket silencer. Only then will the CRF realize its enormous potential. But what was the name of the Yamaha YZ 450 F? It is rated in series condition. Such are the rules. And after that, the Honda CRF 450 R has to be content with fourth place.

Data

Jahn

Agile handling and easily controllable power remain the dominant themes in the 2014 model of the Honda CRF 450 R..

engine

type design

 Water-cooled single cylinder-
Four-stroke engine with four
Valves
Valve train
 ohc
Displacement
 449 cc
Boron x stroke
 96 x 62.1 mm
compression
 12.5
Power *
 40.8 kW (55 PS) at 8900 rpm
Mixture preparation 
injection
diameter
 46 mm
Corridors
 5
* MOTORCYCLE measurements

landing gear

frame

 Bridge frame
aluminum
Fork / strut
 Kayaba
Guide tube diameter
48 mm
Suspension travel v / h
 310/315 mm
Weight (without petrol) *
 107 kg
Price without additional costs 
8,265 euros
* MOTORCYCLE measurements

KTM 450 SX-F

Jahn

Agile handling and easily controllable power remain the dominant themes in the 2014 model of the Honda CRF 450 R..

With the ohc single originally designed for enduro use, KTM is entering the race for the MX1 crown. The engine, which has been modified for this season solely with a harder clutch disc spring, does not want to know anything about endurance flexibility. The propellant gets down to business as if it had never been designed for any other purpose than balancing Ryan Dungey and Co. over any table, no matter how long. The fact that the longest-stroke of all 450 engines also offers the greatest speed reserves and revs up to 11,400 rpm ultimately wipes away even the last memories of its origin. This single is a professional engine – and can be with a clear conscience. For amateurs or former 250cc pilots, KTM finally has the 350cc model as an alternative in the same class. After all, the chassis shows itself to easily cope with the excessive pressure.

Brilliant in terms of handling and steering precision

In terms of handling and steering precision, the new KTM 450 SX-F shines just as much as with its successful ergonomics and the brakes that can be adjusted even better after this year’s revision. While the fork, which is a little tighter than last year, even ensures a more balanced balance and impresses with its fine responsiveness, the tuning of the shock absorber is surprising. With little dampening in the rebound stage and also with a narrow adjustment range, the monoshock from WP Suspension does not at all fit in with the professional orientation of the KTM 450 SX-F. Even when the damping is completely turned off, the rear kicks on hard stretches with braking waves or jumps.

Subsequent modification by a specialist is essential for sand slopes. Rather a blemish that can be corrected with a manageable amount of effort. But we remember the rules once again: the series condition is counted. But the KTM 450 SX-F also takes second place – together with the…

Data

Jahn

The engine, which has been modified for this season solely with a harder clutch disc spring, does not want to know anything about endurance flexibility.

engine

type design

 Water-cooled single cylinder-
Four-stroke engine with four
Valves
Valve train
 ohc
Displacement
 449 cc
Boron x stroke
 95 x 63.4 mm
compression
 12.6
Power *
 42.5 kW (58 hp) at 9400 rpm
Mixture preparation 
injection
diameter
 44 mm
Corridors
 4th
* MOTORCYCLE measurements

landing gear

frame

 Single loop frame
Steel pipe
Fork / strut
 WP suspension
Guide tube diameter
48 mm
Suspension travel v / h
 300/330 mm
Weight (without petrol) *
 108 kg
Price without additional costs 
8,895 euros
* MOTORCYCLE measurements

KTM 350 SX-F

Jahn

The best of both worlds? Definitely yes. The 350 concept of the KTM 350 SX-F inspires hobby crossers as well as professionals. No one drives more effortlessly.

The Austrians keep the full-bodied promise to combine the handling of a 250 with the power of a 450 with the KTM 350 SX-F. With a measured 55 hp, the engine, unchanged compared to last year, is on par with the 450 series drives – and completely dislodges the competition in terms of revving (maximum speed: 13,300 rpm!) And usable speed range.

Pushes unexpectedly powerfully from low speeds

Because instead of demanding high-speed rev orgies due to its displacement disadvantage, the 350 pushes unexpectedly powerfully even from low revs, can be upshifted quickly and is as user-friendly and condition-friendly as an enduro engine.

Amateurs will love the 350 concept for it – but never exhaust the real potential of this engine. Because if you want to be fast, you need them, those speed orgies. Letting go instead of shifting up, adopting the aggressive 250cc driving style, this pulls the good mask off the face of the short-stroke. And is rewarded for it.

The lap times drop in seconds, making the poorly reactive 350 as fast or even faster in the long run than most 450s. A universality with which the engine, which runs quite rough, clearly stands out from the 450 field.

Because this propellant is in the almost identical chassis of the 450 SX-F, the MX1-Hybrid-Crosser also copies its characteristics: successful handling, great ergonomics and an appealing fork – but also the underdamped, only limited adjustable shock absorber. And messes up a possible sensation: the overall victory in the MX1 group test.

Data

engine

type design

 Water-cooled single cylinder-
Four-stroke engine with four
Valves
Valve train
 dohc
Displacement
 350 cc
Boron x stroke
 88 x 57.5
compression
 13.6
Power *
 40.5 kW (55 hp) at 11,800 rpm
Mixture preparation 
injection
diameter
 44 mm
Corridors
 5
* MOTORCYCLE measurements

landing gear

frame

 Single loop frame
Steel pipe
Fork / strut
 WP suspension
Guide tube diameter
48 mm
Suspension travel v / h
 300/330 mm
Weight (without petrol) *
 106 kg
Price without additional costs 
8.595 euros
* MOTORCYCLE measurements

Kawasaki KX 450 F

Jahn

Only the white rear fender distinguishes the new from the previous model. OK then. The homogeneous package of the Kawasaki KX 450 F is still convincing.

For the 2014 season, the Kawasaki technicians took it easy. Only the white rear fender distinguishes the current Kawasaki KX 450 F from the previous year’s crosser. Quite a good thing, actually. Ultimately, the Kawa won the 2013 group test by MOTORRAD thanks to the successful combination of an efficient engine with a good-natured chassis. In fact, the low-friction running of the engine in particular conveys a lightness that is unique in the 450 range. Almost perfectly controllable, lively and yet never too aggressive, it pushes out of the corners, making it child’s play for the pilot to bring the performance stress-free on bumpy terrain. Especially since the Kawa trainer is not only given the experience of impressive traction through the engine setup.

Rear wheel sticks as if it was sucked into place

Supported by the excellently tuned shock absorber, the rear wheel sticks as if it were sucked into place even over hard acceleration edges and always stays on the ground, even in the worst braking waves. The downside of the coin: In smooth curves, the front pushes outwards despite the fork tubes being pushed through far (two rings visible).

Apropos fork: The front of the Kawasaki KX 450 F benefits from the PSF fork more than the Honda CRF 450 R, which is also equipped with this air fork. The Showa part is really responsive, can be easily adjusted and lends out for every level of driving the KX is a bit more light thanks to the weight advantage of 750 grams compared to a conventional fork.

And because the Kawasaki ultimately acknowledges its peculiarities (deep rear, expansive dimensions), covers the whole range of driving with its chassis and garnishes the ensemble above all with an excellent engine, the KX 450 F looks from the podium to the big for another year Bikes of the stud industry.

Data

Jahn

Only the white rear fender distinguishes the current model from the previous year’s Crosser.

engine

type design

 Water-cooled single cylinder-
Four-stroke engine with four
Valves
Valve train
 dohc
Displacement
 449 cc
Boron x stroke
 96 x 62.1 mm
compression
 12.5
Power *
 39.6 kW (54 PS) at 8900 rpm
Mixture preparation 
injection
diameter
 43 mm
Corridors
 5
* MOTORCYCLE measurements

landing gear

frame

 Bridge frame
aluminum
Fork / strut
 Kayaba
Guide tube diameter
48 mm
Suspension travel v / h
 314/315 mm
Weight (without petrol) *
 108 kg
Price without additional costs 
8,295 euros
* MOTORCYCLE measurements

Off-road rating and test result

Jahn

The winner was the Kawasaki KX 450 F.

  Maximum
score  		Honda
CRF 450 R  		Kawasaki 
KX 450 F		 KTM
350 SX-F  		KTM
450 SX-F  		Suzuki
RM-Z 450  		Yamaha
YZ 450 F 
engine
Start behavior 10 8th 8th 10 10 8th 8th
Draft 20th 17th 18th 16 20th 20th 19th
Maneuverability 20th 16 17th 20th 18th 17th 17th
Top performance 20th 18th 17th 17th 19th 18th 20th
Controllability 20th 19th 20th 20th 18th 19th 17th
coupling 10 8th 9 10 9 9 9
transmission 10 9 9 9 9 9 9
Smoothness 10 10 10 6th 8th 6th 8th
total 120 105 108 108 111 106 107
landing gear
Handiness 20th 19th 16 19th 18th 19th 18th
stability 10 8th 9 8th 8th 8th 8th
poll
fork		 20th 19th 19th 19th 19th 17th 18th
poll
Strut		 20th 16 19th 15th 15th 17th 18th
Front brake 10 9 9 10 10 9 9
rear brake 10 9 9 9 9 9 9
ergonomics 10 9 8th 9 9 9 8th
total 100 89 89 89 88 88 88
miscellaneous
Weight 10 8th 7th 8th 7th 6th 8th
Processing /
Furnishing		 10 9 9 7th 7th 8th 8th
price 10 6th 6th 6th 5 7th 6th
total 30th 23 22nd 21st 19th 21st 22nd
Overall rating 250 217 219 218 218 215 217
placement   4th. 1. 2. 2. 6th. 4th.

One thing is certain: the search for top performance has long been deleted from the specifications by the product planners of the MX1 motocross machines. What counts is the most efficient driveability possible – for amateurs as well
Experts. However, hardly any concept or coordination can achieve the huge balancing act required for this. The huge thrust of some bikes (KTM 450 SX-F, Yamaha YZ 450 F), which professionals use in the start phase or in tough duels, will overload amateurs. Conversely, concepts geared towards hobby crossers (Honda, KTM 350 SX-F) set early limits for experts. Because an overall overall rating can hardly take these conceptual differences into account, MOTORRAD splits the rating up again. Which for whom? Here it is.

Enduro

Motocross comparison test MX1 (450 cm³)

Motocrossers from Honda, Kawasaki, KTM, Suzuki and Yamaha

read more

Enduro

KTM 250 SX-F, Husqvarna TC 250 R, Kawasaki KX 250 F, Suzuki RM-Z 250, Yamaha YZ 250 F

Motocross comparison test MX2 (250 cm³)

read more

MOTORCYCLE test results

Jahn

First place went to the Kawasaki KX 450 F. Second place was shared by the KTM 350 and 450 SX-F. The Honda CRF 450 R and the Yamaha YZ 450 F landed in fourth place. Last year in second place, this year in last place: the Suzuki RM-Z 450.

1st place: Kawasaki KX 450 F
The queen continues to wear green. Even without a facelift, the Kawa impresses with its strengths: good traction, successful suspension set-up and, above all, an excellently controllable and powerful engine.

2nd place: KTM 350 SX-F
With the unconventional displacement, KTM is making a promise: The 350 has the handling of a 250 and the performance of a 450. The perfect compromise.

2nd place: KTM 450 SX-F
If you don’t want a 350, you can still drive on Orange. Anyone who is able to control the beefy 450 SX-F in terms of driving will be happy with the easy-turning single and the homogeneous chassis.

4th place: Honda CRF 450 R
First-class steering precision, excellent handling, perfect ergonomics – the Honda impresses with its traditional values. It’s a shame that your common sense (restrictive exhaust) screwed up your success.

4th place: Yamaha YZ 450 F
The positive first: The heavily revised YZ is significantly better than last year. But the wide front and the aggressive engine characteristics in the standard trim slow down the Yamaha.

6th place: Suzuki RM-Z 450
The RM-Z poses a riddle. From second place last year, the technically unchanged yellow slipped to the bottom of the field. Above all, the rough running culture of the 450 engine spoils the fun.

Enduro

Speedbrain 450 Rally in the test

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Enduro

New Husqvarna sport enduros in the driving report

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