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Comparative test of 450 cc sport enduro bikes

All nine

D.he highest sales figures, the fastest lap times, the highest priority – the 450 class is the flagship league in enduro sport. MOTORRAD chased the models from nine manufacturers through meadows and forests.

Talavera de la Reina, about 100 kilometers southwest of Madrid: until a few years ago, the world’s best motocross pilots met there to kick off the world championship. And until a decade ago, a sports enduro comparison test would have taken place on this spectacular slope. After all, enduro was in free fall. Official headwinds banished the Enduro faction, at least in this country, from the forests and from military training areas, and sent the enduro riders to the last remaining refuges: motocross tracks. The situation has now eased. Luckily. Tea Enduro DM events almost returned to their old quality, attractive championships such as regional Enduro Cups and the popular German Cross Country Series provided a stable basis for this discipline.

Difficult steep ascents have long been a good form again, and uneven terrain and long races require specific coordination of the machines – and the test procedure. Instead of the motocross track, the nine motorcycles were hunted in a cross and special test combined to form an enduro round on a rock-strewn private property near Talavera. Certainly under knowledgeable hands. The testers: Didi Lacher, six-time German motocross champion, Xavier Puigdemont, current Spanish enduro champion, and Calle Bjerkert, newly crowned fifth in the dreaded Swedish hardcore enduro Novemberkasan.

Comparative test of 450 cc sport enduro bikes

All nine

KLX 450 R only made its official comeback in the middle of last year.

Although the high-selling motocross models serve as the basis for all three Japanese test riders, the Japanese have made extensive modifications to meet the special requirements for riding over hill and dale, such as sensitive suspension, easy-to-control power input, quiet exhaust systems, electric starters and better maintenance friendliness around. The enduro version CRF 450 X from the head office in Japan was used by the test winner Honda. Tea Italian off-road specialist HM offers conversions based on this model, which range up to versions with two-person registration and petrol injection. In Germany, both the CRF 450 X and the HM range are sold by Honda Waldmann (www.honda-waldmann.de).

Market leadership

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KTM with redirection? Think. Beta goes its own way.

The top dog in the enduro industry remains KTM. With 35,000 EXC models sold annually worldwide, the Austrians dominate the scene and with the 450 EXC-R – as the first manufacturer ever – for the 2008 season, a model that is technically completely decoupled from the company’s motocrossers.

It remains to be seen to what extent Husqvarna, traditionally the second force in the enduro state, with 5000 sports enduros sold, will find its way out of the crisis. Tea basis for a competitive enduro line is in place, processing quality and technical fine-tuning will hopefully improve after the takeover by BMW. While Husaberg is bobbing around with around 1500 units and has high hopes for the spectacular new design with a twisted engine that will be released for the 2009 season, newcomer Beta has already passed. Tea trial machine specialist from Florence now sells 2500 enduros per year – all of them powered by KTM engines.

Toughly represented in Germany, Gas Gas has reached a serious size internationally (3500 Enduros sold per year) and has long been armed for the future with a modern dohc engine concept including gasoline injection. For Sherco (annual production: 600 Enduros), expensive new developments mean a financial feat, which the Gauls currently prefer to undertake for the development of the new 250cc four-stroke engine instead of the 450cc engine. By the way: It is regrettable that the brand new, aluminum-framed off-roaders from TM Racing were not yet available at the time of the test and Aprilia preferred not to take part in the comparison test with the RXV 4.5. A pity.

Beta RR 4T 450

45 hp *, 117 kg *, 8,123 euros

The KTM fan base teasingly describes the Beta Enduro line, which is powered by engines from the Austrian manufacturer, as the KTM with redirection. However: In their only three-year history, the bikes from Florence have built a reputation for excellently crafted off-road machines. In the 2008 season, however, the technical gap grows. KTM is showing the Italians the new engine of the 450 EXC-R. In other words: The 2007 engine is noticeably more good-natured, but in a direct comparison lacks revving in the upper speed range. At least on tight terrain, however, this characteristic offers better controllability. Despite the redirection, the rear is relatively tightly tuned for Enduro conditions. The design of the Marzocchi fork, which works more sensitively in other machines (gas, gas or Husqvarna), matches this.

Conclusion: first-class finished enduro with a proven engine and sporty suspension.

Hand protection as standard

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Newly tuned: injection by Kokusan on the gas engine

Gas Gas EC 450 FSR

51 hp *, 119 kg *, 8,290 euros

Probably no other sports enduro has changed its character as much as the 450cc Gas. The technicians in Girona, Catalonia, have transformed the sluggish single into an amazingly agile drive. The main reason for this can be found in the revision of the injection system from supplier Kokusan, which, by the way, now remains in function even if the battery fails. The engine hangs directly on the gas, revs up rapidly and with 51 hp also shines with the second highest peak performance after the Husqvarna. On typical enduro terrain, however, the gas gas driver has a hard time keeping the vehemence of this effort under control. A loose throttle hand acknowledges the Spanish enduro with wedging the rear end.
The chassis design matches the agile engine. The 450 FSR feels right at home in the tightest of bends and only needs to be beaten by the KTM. The downside of the lively character: on bumpy straights, the gas – similar to the Husaberg – reluctantly hits the handlebars. The comfortable suspension setup is not only helpful in these situations. The response of the Marzocchi fork is excellent, and the classy Ohlins shock absorber works at a top level anyway.

Conclusion: Compared to previous years, the character of the machine has been completely changed and the chassis and engine are designed for maximum agility.

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Schmalhans: Thanks to the three-liter lower tank volume, the Husaberg has a narrow waist.

Husaberg FE 450th

46 hp *, 112 kg *, 8,295 euros

There is a reason why the Husaberg did not receive any further modifications for the year 2008, apart from the tank that was reduced from 10.5 to 7.5 liters and was therefore narrower: For the 2009 season, Husaberg will have a completely new engine and chassis design (see MOTORCYCLE 2/2008) on its wheels. As long as the exiled Swede, made by KTM, remains true to her previous image: the one slow, but good-natured enduro. The engine, which is extremely designed for drivability in the lower speed range, has the largest share of this characteristic. In fact, the single scratches, if need be, like his colleagues at the limit of five-digit speeds, but then shakes annoyingly.
This fundamental sluggishness of the drive is also carried over to the chassis. Even the lowest total weight of all 450 sport enduros at 112 kilograms does not help the handling. Only when turning into tight berms does the FE 450e easily slip around the bends, take off in a predictable and precise manner, but undo this leap of faith on straights at high speeds with strong handlebars. Part of the responsibility for this: WP Suspension’s fork, which only responds moderately to small waves.

Conclusion: The Husaberg remains true to its good-natured image. Running culture and agility are better looked for elsewhere.

Honda test winner

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Steering damper – on the Crosser below, on the Enduro because of the lamp mounted above.

Honda CRF 450 X

46 hp *, 117 kg *, 8,850 euros

A surprise, this first victory of a Honda in a sports enduro comparison test by MOTORRAD. But only at first glance. The fact that Honda is serious about the CRF 450 X was proven by Mika Ahola’s Enduro World Championship last year. Technically, the CRF 450 X differs from the motocross model CRF 450 R in that it has an electric starter, a wider gearbox, the 18-inch rear wheel, softer suspension, an alternator and the significantly quieter exhaust system.
The qualities of the basic concept – after all, the Honda Crosser won the 450cc motocross comparison test by MOTORRAD (issue 1/2008) – the technicians even expanded on the enduro version. The tamed engine enables significantly better traction without having to sacrifice its turning pleasure. The spring elements react more sensitively due to the more comfortable design, while the neutral handling and above all the excellent steering precision complete the 450 X to an extraordinarily homogeneous overall concept.

Conclusion: The CRF 450 X preserves the successful basis of the motocross model – and makes its potential even easier to use.

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Newcomer: only frame and engine with injection.

Husqvarna TE 450

52 hp *, 119 kg *, 8,399 euros

The Husqvarna technicians have massively revised their four-stroke enduro model range for the 2008 season. A new frame, a new swing arm including deflection, a leaner periphery and fuel injection pimp the new enduros.
Technically, a lot may have changed on the TE 450, but its basic character has remained. When it comes to core enduro topics such as traction, driveability or suspension tuning, the TE hardly leads the way. In the lower speeds, the engine pushes forward like a tractor and still shines with the highest peak performance of all test bikes.
The chassis – with a Marzocchi fork and Sachs shock absorber – swallows even the smallest of edges without kneeling in a forced pace. The new frame geometry contributes to significantly more precise steering behavior in tight turns. In this respect, the TE 450 can be pounded around any slope extremely effectively and without damaging your condition. Also because the slimmer tank-seat combination makes the Husqvarna even easier to handle.
As inspiring as the basis is, however, the unsightly fringes appear sobering. From mid-speed onwards, the dohc engine produces horrific vibrations, which ultimately makes the basic revving power of the unit hardly usable in practice. In addition, the Marzocchi fork was already leaking after a few hours of driving, and the uncovered exhaust scorched the inside of the left boot.

Conclusion: No doubt about it, at Husqvarna they know what sports enduro bikes are all about. However: The workmanship and running smoothness urgently need to be improved.

KTM only second

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Diet: The new, lighter swing arm brings intentional flexibility.

KTM 450 EXC-R

48 hp *, 113 kg *, 8,445 euros

Competitive enduros are still KTM’s core business. This is why the Austrians put the EXC-R on wheels for the first time in the company’s history for the 2008 season, an enduro that is completely detached from the motocross model range. The most important technical cornerstones: a new engine with a shorter stroke and separate oil circuit for the engine and gearbox as well as a new frame with reinforced sides, modified geometry and a more flexible swing arm.
The result is impressive. What is noticeable about the new engine is that it runs mechanically quieter and less vibration than the 2007 unit. The EXC-R engine exudes an inspiring lightness, responds to every throttle more freely and revs up faster. No effect without side effects: in critical ground conditions, the search for traction with the 2008 model becomes much more difficult.
On the other hand, the workmanship, the seating position and, above all, the heavily revised chassis design are convincing across the board. Due to the shortened frame, there is noticeably more weight on the front. This means that the EXC-R steers more precisely, no longer pushes the front wheel outwards on smooth terrain and remains more stable on course when accelerating. One downer is the still moderate response of the suspension elements from WP Suspension.

Conclusion: second place for the top dog – vice president or first loser? Matter of opinion. But the fact is: the concept of the new KTM is convincing.

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Expansion tank and quiet exhaust – a lot of enduro for the green Ex-Crosser.

Kawasaki KLX 450 R

43 hp *, 118 kg *, 8,795 euros

Kawasaki fans had to wait many years for a sporty enduro. The KLX 450 R ended this dry spell in the middle of last year. Even if the KLX is based on the technical basis of the Crosser KX 450 F, the technicians adapted the bike to the enduro with a variety of measures (electric starter, increased flywheel mass of the crankshaft, longer manifold, quieter silencer, larger tank, modified suspension, lighting system) -Commitment.
In fact, the legacies of the motocross model are no longer recognizable in the KLX. The enduro engine exchanges the brawny pulling power of the cross unit in the lower speeds for a buttery smooth start, tackles extremely agile from the middle range and turns into an exorbitant revving pleasure. The other side of the coin: With 43 HP (Cross model: 50 HP), the KLX holds the red lantern in terms of top performance in the test field.
The tight suspension tuning of the KX gives way to a buttery soft design in the KLX. The soft spring elements swallow every wave, no matter how small. However, the shock absorber set-up is a tad too comfortable. Even with correctly adjusted negative sag, the rear hangs clearly too low, so that not enough load can be put on the front wheel in tight corners. The result: the front tends to understeer.

Conclusion: The new Kawa gives the enduro scene a positive surprise. The overall package is convincing – except for the too soft rear wheel suspension.

Yamaha offers little

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Injection: in the Sherco range since the 2004 season.

Sherco 4.5i 4T

46 hp *, 119 kg *, 8,199 euros

The fact that the French concentrated largely on the development of their brand new 250cc enduro model with a modern dohc engine and gasoline injection (MOTORRAD 1 /2008) for the 2008 season can be clearly seen in the 450cc. The dimensions of the machine appear expansive compared to the slim competition and give a massive impression.
But this does not necessarily have to do with laborious progress in the undergrowth. On the contrary. The strength of the Sherco is clearly in the quiet, high-traction drive. The single, which was released in 2004 as one of the first sports enduro engines with gasoline injection, is particularly brilliant when it comes to low-speed circles on stony ground. However, the in-house construction defends itself against higher speeds with heavy vibrations.
The chassis set-up is also aimed at drivability in adverse terrain. The softly designed spring elements from Paioli put away even the roughest gravel or sharp-edged potholes with great sensitivity, thus protecting the stamina and ultimately the concentration of the pilot. For fast times on the special stage, however, the relatively sluggish engine and especially the somewhat clumsy handling due to the voluminous dimensions stand in the way of the French. Subjectively, the Sherco looks heavier than the 119 kilograms it weighs.

Conclusion: good-natured engine, condition-friendly chassis setup – that convinces pleasure enduro riders. But racers need a lively engine and agile handling.

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Is loud out? The silencer slows the WR down tremendously.

Yamaha WR 450 F.

47 hp *, 118 kg *, 8,795 euros

A year ago, Yamaha put the WR models on a completely new technical basis, replacing the previous steel frame with the aluminum version of the company’s motocross bikes. It is understandable that the enduros remain untouched for this season. Especially since the adaptation to the enduro profession with modified camshafts, electric starter, 18-inch rear wheel, larger tank, modified transmission, softer suspension settings and quieter silencers is a complex process. Whereby – similar to the Kawasaki KLX 450 R – it is astonishing how far the Enduro is characteristically removed from the roots of the motocross base model after this treatment.
In the lower speed range, the five-valve engine starts exceptionally tame, then turns up willingly, but bloodlessly, in order – no less annoying – to develop a strong braking torque that is completely unknown from the motocross model when the engine is released. The reason for the inertia is probably the noticeably quiet silencer, which is very restrictive for the gas flow. After all, the soft suspension reacts extremely sensitively on rough terrain and, in combination with the smooth motor, finds grip everywhere. In tight bends, the Yamsel can be precisely steered thanks to the increased front wheel load after the model change. The strong engine brake also allows the soft front to buckle when the load changes, and thus often ruin the round line.

Conclusion: What the formidable Yamaha motocross model can do, the WR should also be able to do. But the restrictive exhaust nips their potential in the bud. A pity.

* MOTORCYCLE measurements

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