MX1 crossers from Honda, Kawasaki, KTM, Suzuki and Yamaha put to the test

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Test comparison: Motocross MX 1

Crossers from Honda, Kawasaki, KTM, Suzuki and Yamaha in the test

Whether gently modeled or extensively renovated – the more than 50 hp motocross power bikes demand the whole guy. But a comparison of the 2012 MX1 bikes shows that performance isn’t everything.

The developers of the MX1-Crosser have now stopped looking for pure performance. Because with top performances of well over 50 hp, drivability has long been the key to success. No wonder concepts like the gentle Honda VS.RF 450 R or even the ultimate self-restraint in the MX1 class, the KTM 350 SX-F, are popular with racers.

Test comparison: Motocross MX 1

Crossers from Honda, Kawasaki, KTM, Suzuki and Yamaha in the test

Kawasaki into the center of interest. MOTORRAD examined where the new green fits and how the gentle retouching affects the rest of the field. Identical tires (Michelin Starcross HP4 / MH3) and three completely different routes (hard, supercross-oriented, sandy) guarantee equal opportunities and cover most of the spectrum of use.

Suzuki RM-Z 450

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Suzuki RM-Z 450.

While the RM-Z 250 enjoys a first-class reputation and has been in the top group of the MX2 comparison tests for years (see MOTORRAD 23/2011), the Suzuki engineers have a hard time in the MX1 league. The 2012 model of the RM-Z 450 does not change that. Especially since the big yellow, apart from the changed decor, goes unchanged into the new season.

Which also has its positive sides. After all, like its little sister, the Suzi shines on the chassis side with razor-sharp steering precision, appealing handling and, in terms of the engine, with a powerful, but still manageable acceleration from the lower speed range. Especially on winding slopes with little traction, the 450 with these strengths can put itself in the limelight, even if it has to pay tribute to its weaknesses on faster slopes. From the middle speed range onwards, the single warns with clearly noticeable vibrations to upshift and gives the overall package – especially when jumping or bending – a feeling of heaviness with its pronounced drag torque.

Which the said handy chassis is not able to compensate. On the contrary. The tightly coordinated Showa suspension elements offer enough suspension reserves, but respond unwillingly to small waves and ultimately only offer moderate comfort. Weaknesses that a manufacturer can no longer afford in the increasingly finely honed motocross technology from year to year – and which is therefore punished with the red lantern.

Yamaha YZ 450 F.

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Yamaha YZ 450 F..

The cylinder head tilted backwards, the cylinder head upside down (exhaust towards the rear, inlet from the front) and the air filter placed behind the steering head lift the Yamaha, which has only been updated for the coming season with a quieter silencer, from the crowd. What is primarily reminiscent of the intake noise from the relatively wide airbox, reminiscent of the Husaberg enduros. But while the Yamaha rider gets used to these acoustics and ergonomics, the lively engine always demands attention.

A highly spontaneous, almost digital response behavior does not make it easy to find a clean line at the exit of a curve, even with skilful use of the clutch. Especially since the Yamaha needs a strong hand on the subsequent straight. The unit, which is obviously equipped with a low flywheel, revs up at lightning speed, allowing the rear wheel to spin quickly over bumps or on low-traction terrain.

However: through wave sections or over jumps with a short run-up, the lively Yamsel clicks – assuming an experienced pilot – like no other 450 crosser. After all, it shows itself to be trust-building on the chassis side for all driving levels. Because with the front-wheel-oriented alignment typical of the Yamaha Crosser, it steers as if on rails and stays on track even on critical surfaces. Especially since the suspension does its part to pacify the overall package. The Kayaba suspension elements are particularly good at swallowing small waves, always keeping the front and rear in balance, making the Yamaha one of the most comfortable crossers in the 450 range. Nevertheless: The unusual character spread with an aggressive engine and lamb-like chassis throws the YZ out of the race for the top positions.

Kawasaki KX 450 F

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Kawasaki KX 450 F.

Just a look at the list of innovations (page 50) reveals that the KX 450 F ultimately received the most attention of all 450 Crossers of the 2012 model year. In fact, the layout, which was previously designed for taller riders, has noticeably shrunk, and is also suitable for smaller riders thanks to the marginally narrower waist and the handlebar mounts that can now be moved in the fork bridge. Whether the ergonomic addition, optionally footrests that can be mounted five millimeters lower, would have been a matter of taste. All MOTORRAD testers preferred the higher of the two mounting positions. Even after the facelift, the Kawa still conveys the driving experience familiar from the KX models. Above all, despite the moderate static sag (100 millimeters with driver), the rear, which moves low, still characterizes the green. And also the enormous traction associated with it. Supported by the well-coordinated shock absorber, the rear wheel sticks even over hard acceleration edges as if coated with power glue and always stays on the ground, even in the worst braking waves. The downside of the coin: In tight berms or even more in smooth curves, the front pushes outwards despite the fork tubes being pushed through far (two rings visible).

But the sprint on the straight is impressive. Because with 59 PS – the highest performance ever measured by MOTORRAD of a 450 series crosser – the Kawa is brute. But not only amateur crossers are pushed to the limit of their abilities by this enormous boost. Probably the reason why the mapping of the KX can be changed by plug. However, instead of the standard setting (green) and an even more aggressively appealing mapping (white), the required Kawa driver only has the chance of developing the power with the black connector – albeit only a shade more moderate.

Significantly, the Kraftmax itself offers an electronic aid for the start – actually the domain of this orientation -: the launch control. In the first two gears, the jump starter, which can be activated at the push of a button, shifts the ignition point, thereby cutting the power of the single between 8000 rpm and the engine speed limit at just under 11000 rpm by up to four hp. And hand on heart: some KX drivers would be happy if the launch control did not enable the previously selected mapping from third gear onwards. Just to appreciate the good nursery (minimal vibrations, low-friction engine running) of the Kawa propellant. Therefore, the impression of the revamped Kawasaki remains split. Under ideal conditions and / or experienced pilots, it is one of the most potent motocross machines at all – not under other conditions.

KTM 450 SX-F

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KTM 450 SX-F.

A statement that, when looking at the performance diagram, could also apply to the unchanged KTM 450 SX-F, with the exception of a modified clutch for 2012. Because with 58 hp, the Austrian single also flexes its muscles tremendously. However, the men in orange have properly trained their thickest horse in the stable. Like a cold-blooded horse, the single is already digging forward brawny from the speed cellar, is cultivated in the middle of the speed and on top of that can be turned up as high as no other 450 unit. Sounds calm and it is. Such a potent performance range could hardly be more user-friendly. Just like the start procedure. The button is pressed and the – as the only one in the MX1 field still supplied by a carburettor – single shoots off. It remains a mystery why the competition does not follow suit when it comes to e-starters. The approximately two kilograms of additional ballast are well worth the comfort and time saved after a slip in the race. Especially since the KTM still weighs 109 kilograms less than the Kawasaki and Suzuki.

Despite all the enthusiasm: A very high drag torque of the dohc single superimposes – similar to the Suzuki RM-Z 450 – the basically agile handling of the SX-F. Whether in the air or when braking, the mechanically slow-running drive gives the bike a certain weight.

But because the 450 has precise steering behavior, first-class front brake, sensitive fork and, since the introduction of the deflection this year, also has comfortable rear suspension, it is undoubtedly part of the upper class of the 450 league.

KTM 350 SX-F

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KTM 350 SX-F.

Just a year ago, KTM caused quite a stir in the MX1 category. Combining the handiness of a 250cc bike with the performance of a 450cc Crosser – the 350 SX-F made this daring claim. It is now known: The concept immediately became a worldwide best seller. It is understandable that the 350er glides technically unchanged into the second model year.

Which is why nothing has changed in the basic characteristics of the displacement hybrid. Because – hand on heart – ultimately, it is rideability that generates fast lap times in motocross. And in this respect, the 48 hp of the 350 is definitely enough to keep up with the big bikes on the slopes. As long as the pilot doesn’t forget to pull the cable hard. Because the thrust that sets in unexpectedly early in the engine speed range disguises the fact that the injection engine starts up again from mid-engine speed and should therefore be kept at engine speed in the style of a 250. But the recipe for success lies precisely in the combination of an easily controllable start and sufficient power. The 350 forgives driving mistakes in a more accommodating way and protects the stamina. Above all, the speed reserve, which is almost 2000 revs higher than the mass of the 450, has a drastic effect. The 350 engine can only cover some supercross-oriented or somewhat slower slopes in second gear.

Everything perfect? Not quite. Because it is precisely this extremely useful and inspiring revving pleasure that the engine spoils with unpleasant vibrations at higher speeds. A phenomenon that, according to MOTORRAD’s experience, does not apply to all 350 series engines and which therefore – similar to the also vibrating 250 SX-F in the MOTORRAD MX2 comparison test (issue 23/2011) – could probably be addressed with more efficient quality control. As was the case with the water pump seal that was already leaking on the test motorcycle when it was new. And: KTM customers basically have to forego the spare parts kit common to all Japanese crossers.

And the subject of handling? In terms of weight, the KTM – including the e-starter – is in the middle of the MX1 bike range at 107 kilograms. But in the end it is probably the lower rotating mass of the crankshaft (KTM 350 SX-F: 3490 grams, Honda CRF 450 R: 4030 grams) that lets the 350s tip a shade more playfully into the neighboring areas than the majority of the MX1 colleagues. And because the 350 SX-F adds the strengths of the KTM-Crosser (precise steering behavior, first-class front brake, sensitive fork, comfortable rear suspension) to its universal engine and successful handling, the said majority has to line up behind the newcomer.

Honda CRF 450 R.

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Honda CRF 450 R..

Only carefully retouched (see list below), the Honda CRF 450 R enters the ring. And from the very first few meters, the 450 series shows that it will remain true to the maxim of the best possible drivability in 2012 as well. What feels in the saddle after gentle pressure from the lower rev range, just enough power in the middle of the rev range and restrained revving, ultimately only conceals the true power of the CRF. Because with the Honda that means a competitive 55 HP peak power and the strongest torque of all MX1 engines up to almost 6000 rpm. The fact that the unit cannot continue this thrust in the upper area is most likely due to the restrictive, remarkably quiet exhaust system. Amateurs get along brilliantly with this performance characteristic, while professionals know how to use retrofit silencers.

Especially since both of them appreciate another, less spectacular, but all the more important feature of the CRF propellant: the extremely low mechanical friction, which gives this bike an omnipresent feeling of lightness. However, this is not continued in the rather stiff clutch and the blunt front brake.

The fact that the extremely compact Honda, together with the 350 KTM, sets the bar in terms of handling is primarily due to the unique steering precision. Aiming at neighboring residents, bending over and accelerating out – this sequence, which is vital for fast lap times, does not succeed with any other Crosser as precisely and stress-free as with the Honda. Now the Kayaba technicians tightened the front, thereby balancing the CRF even better, especially in braking waves. If you add the weight that is at least two kilograms lower than that of any competitor model, the comfortable yet surprisingly large reserve suspension set-up and the first-class ergonomics and workmanship typical of Honda, the CRF 450 R confirms – albeit just – its claim to leadership in the MX1 -League.

MOTORRAD off-road rating / test result

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Didi Lacher (off-road expert) and Peter Lacher (MOTORRAD editor) creating the points evaluation.

Max points Honda Kawasaki KTM (350) KTM (450) Suzuki Yamaha engine 120 104 105 105 109 99 100
landing gear 100 91 86 92 88 85 86
miscellaneous
(Weight, processing,
Price)		 30th 25th 22nd 21st 19th 21st 21st
Overall rating 250 220 213 218 216 205 207

Test result

1. Honda CRF 450 R
Effortlessly winning a run or test? The Honda shows how it’s done. Whether smooth running, weight, suspension or steering precision – the CRF does not show any nakedness.
2. KTM 350 SX-F
The power is sufficient, the handling is good, but above all what is convincing is the by far widest usable speed range in this class. A good bike – for both professionals and amateurs.

3. KTM 450 SX-F
Full performance, served well controllable. This combination is rare – and makes the 450 KTM one of the most potent MX1 crossers. Also great: the chassis, which was modernized in 2011.

4. Kawasaki KX 450 F
In the right hands, the KX 450 F will be a winner. Less experienced pilots are overwhelmed by the oversupply of performance. Convincing traction, smoothness and suspension.

5. Yamaha YZ 450 F
Good steering precision, appealing handling and sensitive suspension speak for the unconventional Yamaha. But the hard throttle response stresses even fine motorists.

6. Suzuki RM-Z 450
The basis is right. But a tightly tuned suspension and above all the rough engine running cover the handy Suzuki with a brittle charm. The RM-Z needs fine tuning

Technical specifications

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Yamaha YZ 450 F Courage: Even if the unconventional engine (cylinder tilted backwards, cylinder head rotated 180 degrees) makes the Yamaha stand out from the crowd, its strengths clearly lie in its (conventional) chassis.

Honda Kawasaki KTM (350) engine
type design Water cooler
Single cylinder four-stroke engine		 Water cooler
Single cylinder four-stroke engine		 Water-cooled
Single cylinder four-stroke engine
Valve train ohc dohc dohc
Boron x stroke 96 x 62.1 mm 96 x 62.1 mm 88 x 57.5 mm
Displacement 449 cc 449 cc 350 cc
compression 12th 12.5 13.5
Power * 40.3 kW (55 PS)
at 8600 rpm		 43.1 kW (59 PS)
at 8800 rpm		 35.4 kW (48 hp)
at 12,100 rpm
Carburetor / injection injection injection injection
diameter 46 mm 43 mm 42 mm
Corridors 5 5 5
landing gear
frame Bridge frame
made of aluminum		 Bridge frame
made of aluminum		 Single loop frame
made of tubular steel
fork Kayaba Kayaba WP suspension
Guide tube diameter 48 mm 48 mm 48 mm
Strut Kayaba Kayaba WP suspension
Weight (without petrol) * 105 kg 110 kg 107 kg
Price without additional costs 7990 euros 8195 euros 8395 euros
Ktm (450) Suzuki Yamaha engine
type design Water-cooled
Single cylinder four-stroke engine		 Water-cooled
Single cylinder four-stroke engine		 Water-cooled
Single cylinder four-stroke engine
Valve train dohc dohc dohc
Boron x stroke 97 x 60.8 mm 96 x 62.1 mm 97 x 60.8 mm
Displacement 449 cc 449 cc 449 cc
compression 12.5 12.5 12.5
Power * 42.4 kW (58 hp)
at 8700 rpm		 40.6 kW (55 PS)
at 8500 rpm		 39.7 kW (54 PS)
at 9100 rpm
Carburetor / injection Carburetor injection injection
diameter 41 mm 43 mm 44 mm
Corridors 5 5 5
landing gear
frame Single loop frame
made of tubular steel		 Bridge frame
made of aluminum		 Bridge frame
made of aluminum
fork WP suspension Showa Kayaba
Guide tube diameter 48 mm 47 mm 48 mm
Strut WP suspension Showa Kayaba
Weight (without petrol) * 109 kg 110 kg 108 kg
Price without additional costs 8.695 euros 7980 euros 8495 euros

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