Six 450 cc motocrossers born in 2008 in the test

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Six 450 cc motocrossers born in 2008 in the test
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Six 450 cc motocrossers born in 2008 in the test

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Whether in the World Cup or on a national level? There are no low-flying aircraft in the 450 class. MOTORRAD took off with six 2008 450 series crossers.

Wouldn‘t a displacement of 350 cc make more sense? The alternative that is currently being discussed in the American off-road scene aptly characterizes the 450cc motocross class: It’s less about how much and more about how. How effectively can powers of around 50 HP be converted into propulsion in the field? How does a suspension have to be coordinated in order to combine sensitive response and bottom-through reserves despite the noticeable influences of the big four-stroke singles? In addition to the Big Four from Japan, the answers are of course given KTM and off-road veteran Husqvarna.

Oliana, near Lerida, Spain. The area of ​​SIP Outdoor Activities (www.sip.bassella.com) offers, in addition to freely drivable enduro terrain, an excellently groomed motocross track and several other slopes in the area. Really existing off-road dreams. MOTORRAD lived out together with its Spanish sister magazine Motociclismo. The testers: Motocross legend Didi Lacher, Swedish ex-professional Mattias Nilsson and Javier Garcia Vico, vice world champion in the MX3 class in the 2003 season.

As the winner of the 2007 Mastercross (MOTORRAD 2/2007), Honda is leading the way. But no longer in terms of top performance. On the test bench, the 2008 CRF with 51 hp is two horsepower less than the 53 hp 2007 version. Not really worth mentioning. But instead of sheer strength, a voluntary self-restraint should convince Otto Normalcrosser of the red. Three different ignition curves? one for the first, one for the second and one for the third to fifth gear ?? should make the 450s more manageable. And do it too

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Six 450 cc motocrossers born in 2008 in the test

450 cc motocross comparison test
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Four-stroke singles


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Holiday paradise without a sandy beach – at least for crossers.

The ohc engine kicks in more evenly from tight turns and is noticeably easier to control than its predecessor. Although there is still a wolf in freshly shorn sheep’s clothing. In the top three gears and in the first two gears from mid-rev, the Honda remains the same and pushes ahead tremendously. Professionals may also be enthusiastic about this new combination, but the army of amateurs will hardly be less demanding of the current 450cc engine than its predecessors.
For the time being, stress remains a foreign word for the KTM driver. The startup process alone takes care of that. Press the button, done. It is incomprehensible that the rest of the motocross world does without it. Weight can’t be the reason. After all, at 107 kilograms, the SX-F is on par with the kickstart competition. In general, the Austrians succeeded in redefining user-friendliness in this class with the double-cam engine introduced in 2007. Extremely high traction, yet very quick out of turns and even more easy to turn on straights, the short-stroke manages the really big balancing act. Chapeau.
The Kawasaki unit is reminiscent of the characteristics of the Honda engine. Whereby the Kawa single starts like a berserk from idle speed. Great for grippy ground conditions, especially since the KXF propellant turns out wonderfully free and agile. But the Kawa driver fights against the unrestrained thrust of the bolide on hard ground.


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What if: The KTM drive concept is excellent. Unfortunately, there are no adequate spring elements.

In contrast to the Yamaha. The first kick? the five-valve engine sounds remarkably quiet. Understandable, after all, as of the 2008 season, the upper noise limit for motocross machines will be reduced from 96 to 94 dB (A). Yamaha traditionally takes the sports law very carefully and is now punished for this reason. Because four-stroke singles usually react to reduced noise levels with poorer responsiveness. While the competition remains just below the new noise limit, Yamaha sacrifices the said responsiveness for the good deed and with a meager 46 hp also a surprisingly high level of top performance. Subjectively, the longest-stroke engine in its class feels anemic. But the impression is wrong. The inevitably gentle thrust not only makes the existing performance easy to use, but above all protects the driver’s stamina. And because in sport things are only added up after the race distance, this particular engine characteristic should become a hot tip, especially among amateur racers.

Premiere at Suzuki


Suzuki

Suzuki is the first manufacturer to replace the carburetor with battery-free injection. And it works right away.

The Suzuki engine attracted by far the greatest interest in the run-up. After all, the yellow ones are the first to equip their 2008 model with petrol injection in the cross-trade. The battery-free Keihin injection works completely inconspicuously from the start. Problem-free starting behavior as well as the independent adaptation of the system to different altitude or temperature conditions speak for the new technology. The Suzuki single-cylinder has further expanded its usual strength in the lower speed range with additional crankshaft flywheels. Powerful and especially easy to control, what was by far the cheapest machine in the test starts, pushes vehemently into the medium speed range and thus caused a surprise. Both Didi Lacher and Mattias Nilsson set their personal bests on this track with the Suzi. However, the lack of revving and, last but not least, unpleasant vibrations at higher speeds encourage early shifting in the new five-speed transmission.


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Hard work: Husqvarna is flying its flag again in motocross with a completely new chassis and slimmer peripherals.

The Suzuki engine attracted by far the greatest interest in the run-up. After all, the yellow ones are the first to equip their 2008 model with petrol injection in the cross-trade. The Keihin injection, which does not require a battery, works completely inconspicuously from the start. Problem-free starting behavior as well as the independent adaptation of the system to different altitude or temperature conditions speak for the new technology. The Suzuki single-cylinder has further expanded its usual strength in the lower speed range with additional crankshaft flywheels. Powerful and especially easy to control, what was by far the most inexpensive machine in the test starts, pushes vehemently further into the medium speed range and thus caused a surprise. Both Didi Lacher and Mattias Nilsson set their personal bests on this track with the Suzi. However, the lack of revving and, last but not least, unpleasant vibrations at higher speeds encourage early shifting in the new five-speed transmission.

Product quality


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They all want only one thing: the MOTORRAD top grade.

As much as the KTM excels when it comes to engines, the Austrian remains divided on the chassis. On the one hand, the ergonomics with a slim tank-seat combination sets standards as well as the playfully easy handling or the excellent front wheel brake, on the other hand, the spring elements still respond insensitively. Above all, angular acceleration or braking waves grapple the pilot’s back and wrists. It is a shame that KTM uses the stubborn spring elements of the ?? ironically belonging to the KTM group ?? Dutch supplier WP Suspension wrecks.
The Suzuki appears more homogeneous on the chassis side. As usual, their geometry is easy to handle and steerable, even if the RM-Z makes a more sedate impression overall. A notch that she definitely wears out on straights with satisfactory directional stability. If the fork works properly and there are only weak responses on smaller waves, the spring rate is too hard at the rear. In series production, the tail still hangs too low even with correctly adjusted sag, so it works too far in the progressive and consequently uncomfortable range. A softer, more pretensioned spring would definitely bring more comfort.

In addition, the tide seems to have turned in terms of product quality. Years ago Showa was still number one in the suspension components industry, but now competitor Kayaba is ahead. At least that is what the chassis of the Kawasaki and Yamaha, equipped with Kayaba elements, suggest. The response behavior and the damping curve are top-notch front and rear. The respective coordination fits the engine concepts of the two manufacturers. Rather tight in the case of the Kawa, which underlines its aggressive engine. The design in the Yamaha is much softer, with its smooth motor noticeably less stressful to the chassis with drive influences.

Aim high


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With so much precision it is difficult to tease out the differences that make up the winner.

The general orientation also remains very different. The KXF impresses tall drivers with its generous amount of space, who can put additional strain on the front, which is slightly understeer when cornering, with appropriate physical effort. The Yamaha looks more compact due to the low handlebars, circles ?? on top of that felt as the lightest of the test group? thus easy-going through the closest residents.
Which is also a strength of the Honda. The precision with which the CRF turns corners is amazing. The Honda hardly has to pay the usual price for nervousness on the straights. A fact that is more due to an ingenious chassis balance than the steering damper used for the first time in a series crosser. Because at first irritated even in its weakest setting ?? probably as a result of the tightly running ball joints? a noticeable resistance when turning in tight corners. On the other hand, on broken straights, on which the damper should show its advantages, the calming effect remains rather marginal. Suspension issue: could be more comfortable. Honda traditionally tunes the damping of the Showa combo in the CRF tightly. Especially since the response behavior of the fork? as mentioned ?? the Kayaba competition is now clearly behind.

And the winner is? Basically the triumvirate of Honda, Kawasaki and Yamaha. Each in their own way ?? with the CRF as Primus inter pares.

Important changes

Honda CRF 450 R.
Three different ignition curves for first, second and third to fifth gear
Triple clamps with 22 millimeter offset (previously 24 mm)
New front brake caliper
Steering damper

Husqvarna TC 450
New frame and swing arm (shorter wheelbase, steeper steering head, footrests positioned 15 mm further forward)
Tank-seat area flatter and narrower (10 mm lower seat height, 40 mm narrower tank)

Kawasaki KX 450 F
Larger centrifugal mass of the crankshaft

KTM 450 SX-F
Larger centrifugal mass of the crankshaft

Suzuki RM-Z 450
Petrol injection
Larger centrifugal mass of the crankshaft
Five-speed transmission (previously: 4-speed)
More flexible framework
Separation of engine and transmission oil
Aluminum tank (previously: plastic)

Yamaha YZ 450 F.
Model update only in details (modified camshafts, reduced play in engine and drive)

Eco-Crosser?

Adaptation of the mixture formation to the ambient conditions, no fuel escaping through the overflow hoses ?? theoretically, the RM-Z 450 should be more economical due to the injection. Especially since Suzuki is also optimistic and has reduced the tank volume from 7.5 to 6.2 liters. MOTORRAD reeled and measured a 45-minute distance with the RM-Z and the Kawasaki KX 450 F with identical lap times and driver changes. The result: the RM-Z consumed 3.6 liters, the KX 450 F 3.4 liters. So there can be no talk of a consumption advantage. Nevertheless: The injection definitely makes life easier for a crosser

Test result

1
Honda CRF 450 R She Wins. Once again. And once again just barely. Nevertheless, one thing ultimately convinces: the unmatched homogeneous overall package.

2
Yamaha YZ 450 F With comfortable suspension and tame use of power, the Yamaha does not reap cheers? but that’s exactly why it’s on the podium.

3
Kawasaki KX 450 F The engine is already pushing tremendously in the lower rev range, and the suspension works superbly. If you can grab, the Kawa is the right choice.

4th
Suzuki RM-Z 450 How, two best times and then fourth place? At first, the easy-to-drive engine impresses, but it lacks the ease of turning and a softer shock absorber spring.

5
KTM 450 SX-F Extremely handy chassis, lively and high-traction engine. The KTM could be the test winner? but not with these spring elements.

6th
Husqvarna TC 450 The new Elan is here, as is a new chassis. And yet something is missing: above all, more smooth running and a sensible chassis set-up.

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