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Enduro comparison test: Husqvarna TE 450, KTM 450 EXC Racing, Yamaha WR 450 F

The new center

The middle class is doing badly? Not in off-road sports. Because the generation of 450 cm³ Enduros will celebrate their long awaited debut in the coming season. And that promises a lot.

Didi laughs. He mostly laughs. Logically, by the name. But not only ex-cross-country champion Didi Lacher grins – in such conditions. Stephane, colleague from Moto Crampons, the French sister magazine of MOTORRAD, the photographers Cyrille and Jorg as well as myself are enthusiastic. The invitation from Gilles Salavador, the off-road ace and former French super moto champion, had been standing for a long time. Drive like God in France, did he promise us ?? and kept my word. Forest paths, mud passages, steep slopes, an abandoned coal mine, motocross slopes ?? everything is there, right behind the house.

There they chug along harmlessly, the three enduros that will be the focus of the future in the popular middle class of this discipline, which has been increased to 450 cc. The Husqvarna TE 450 is brand new. No, not exactly. Originally designed as a 2002 model, the known financial problems of the Italian parent company Cagiva prevented delivery this year. Now it should come true for the 2003 season. Hopefully. Because the concept is convincing. The modern dohc four-valve single with titanium valves and the completely new chassis and outfit turn on. Like the KTM 450 EXC Racing. The orange top dog of the enduro scene is refined again. Increased from 398 to 448 cm³ displacement, the engine remains compact thanks to the space-saving ohc concept, and the chassis is upgraded with the new 48 fork from White Power. Yamaha is also aggressive with the WR 450 F. With more displacement and noticeably slimmed down in all details through diligent work, the blue is the only Japanese woman in this league who wants to face Europeans in the undergrowth.

And the way there begins, as I said, right behind Gilles’ country house. We owe the three 450s to be warm for a long time. Because pushing a button is now enough even with the tightened enduro species. E-starters are in and will always be. With KTM anyway, with the Yamaha for the very first time and with the Husky even without compromise. Doubters will only find the kick starter for the TE 450 in the spare parts kit.

Okay, let’s hop in the saddle. Let’s go. Initially moderate. Didi on the KTM is still laughing. Sleight of hand. Everything fits on the Austrian chamois. The narrow tank-seat combination, the assembled handlebars without struts including the fittings from Magura or the new digital speedometer, everything looks homogeneous and valuable. Like the husky. But the leaking fuel filler cap and the difficult-to-click seat quick release fastener of the pre-series model are reminiscent of Italian casualness. Only Stephane on the Yamaha complains a little about the buttery soft seat and the largest but also the widest tank of the range with a capacity of ten liters.

It’s good that the winding paths still leave us some time for first impressions. Tea acoustics alone make a difference. Sonorous, but definitely too loud (see box on page 37), the husky stew pounds away. The KTM moves not exactly quietly, but easily below the prescribed limit. The Yamaha remains almost too good. Because the tiny outlet on the silencer makes friends among the neighbors, but noticeably constricts the WR. Especially when it comes to the response of the engine at low speeds, the Yamaha clearly forfeits its common sense.

The constant change from tight circles between the trees and more open areas demands the brakes. First class is the KTM Brembo system. One finger in front and gentle pressure with the foot are sufficient anytime, anywhere. Only the foot brake lever, which is screwed on well inside, requires a bit of getting used to. The front wheel stopper on the Yamaha is almost at the same level, while the snappy rear brake requires a lot of sensitivity. The husky lies between the two. Very easy to dose at the back, the Italian needs noticeably more hand strength at the front.

The gears must also be stirred vigorously. The executive chairs in this regard are shared by KTM and Yamaha. The WR-Box is clearly defined, but can be shifted vigorously, a tad less precise, but the gears on the EXC slide very easily. Only the Husky gearbox has to give way with a bit of a doughy surgery. What is noticeable: the translations of the Husqvarna are closely graduated. There is almost always a choice between two courses. Or is it the engine? We will see.

And quickly. Because behind Guide Gilles we turn into a steep, stony slope. Scree, coarse stones, greasy chunks of clay demand everything ?? or reduce to the essentials. And that means: traction. The word that the enduro world revolves around. And suddenly everything is different. The husky blows to attack, remembers the time when the slippery rocks of Sweden determined its evolution. In other words, the husky doesn’t stop anything. The TE plows through adversity like a tractor. Does not need a powerful throttle or technical trick. A little gas and it goes forward. Almost playful ?? also thanks to the well-done suspension setup. Comfortable for Enduro, but not too soft, the Marzocchi elements are quite competitive.

For the first time Didi gets into trouble on the KTM. Like so many enduro riders before him. Because traction is not the strength of the Austrian from birth. Steep swing arm, firm suspension and the lively engine take their toll. Commodely moved, the advance is quickly over. Being active is the order of the day. On the edges and steps the EXC wants to be moved like a trial moped. Accelerate, rebound, roll over or, even better, jump over it. Goes well, you just have to be able to do it. And the gearbox doesn’t make it any easier with the relatively large jump between first and second gear. At least the new, very sensitive fork brings some calm to the action.

Stephane with the Yamaha is fighting a long way behind us ?? with himself and with the WR. Because in the low engine speed range, the moderate bite and the rough running of the engine add up to the unfavorable constellation for the WR driver. There is no torque for plowing through, the punch for trial artistry. As a consolation, the comfortable suspension helps that the wheels literally stick to the ground.

But only on the off-road paths. Because Gilles is already doing the first few laps on his personal adventure playground, a form coal mine. We follow it into the enduro paradise with almost overhanging climbs and descents, slopes, scree slopes and motocross track.

How magically Didi is drawn to the undulating cross track with the KTM. For good reason. Because the EXC’s hindquarters, which have so far been clearly too hard on the paths, and the aggressive engine are perfect for the tightened pace. One burst of gas and the KTM literally flies over the waves. Every resident calls for an attack with the clutch and full throttle. When the pace is very tight, the KTM shakes the handlebars ?? Quite motocrosser.

Husky needs less aggressiveness. Like an electric motor, the single pushes through the speed range. Below, middle, above – all right. No performance kink, no surprises, instead pure efficiency. As in real life: Those who do without the show usually get ahead. There is only one thing to complain about: Even with the corrected setting of the air correction screw, the engine occasionally and suddenly dies in the lower speed range.

The WR does not think much of spectacular appearances either. Inevitably, however. Because when it comes to radical appearances, the Yamaha kneels quickly. Even in moderate cross tests, the too softly sprung and underdamped Kayaba parts quickly reach their limits. In addition, the constricted engine, which always allows the pilot to operate in the upper speed ranges, also takes away the homogeneity of the overall package.

Gilles beckons. After work, what a shame. Off-road fun or not, what really counts in France is baguette, fromage and vin rouge. Just live like God in France. It’s good that he knows that driving is also part of life.

The sound – Husqvarna TE 450

Loud is out. That’s good – if it applies to everyone. The Enduro regulations allow 94 dB (A) at 4000 rpm. Even when new, the Husky is significantly higher. Amazing: The Yamaha excels with exemplary noise emissions, but it gives a lot of terrain when it comes to responsiveness at lower speeds. Still: kudos.

1st place – KTM 450 EXC

The Austrians are the top dogs in enduro racing. Rightly. Because the new 450 also impresses with its tried and tested arguments: great processing quality, simple but powerful engine, great handling and now also with a fine fork. But the fun car takes its toll: the KTM wants to be driven actively. Loose crew is quickly overwhelmed by the tight rear wheel suspension, the nervous driving behavior and the critical traction.

2nd place – Husqvarna TE 450

None of the three machines embodies the term Enduro as much as the Husky. Stoically calm chassis, comfortable, but not too soft suspension, good-natured and easy-revving engine ?? TE knows what enduro riders want in demanding terrain. The only downer: the moderate liveliness of the engine, the casual workmanship, the carburetor tuning. And the uncertainty as to whether she? given the financial distress of the parent company ?? will ever go into series production.

3rd place – Yamaha WR 450 F

It didn’t have to be. But when switching from the 450cc Crosser to the enduro animal, Yamaha listened to reason too much. The extremely soft suspension is only suitable for the rider foot soldiers of the enduro riders. And the clogged muffler also takes the punch of the engine, especially at lower speeds. The WR undoubtedly has potential. Even harder springs and a retrofit silencer should be enough to make the blue fit for competition in the thicket.

Enduro sports: measured and rated

 Husqvarna TE 450KTM 450 EXC Yamaha WR 450 FMOTORWater-cooled single cylinder dohc four-stroke engine with four valves x 63.4 mm Nominal output * 35 kW (48 PS) 36 kW (49 PS) 36 kW (49 PS) Nominal speed * 8800 / min8900 / min8600 / minmax. Torque * 42 Nm (4.3 kpm) 47 Nm (4.8 kpm) 42 Nm (4.3 kpm) max. Torque at * 7600 / min6500 / min7600 / mincarburetor, diameterMikuni, 41 mmKeihin, 39 mm Keihin, 39 mmGears66 5 CHASSISSingle-loop frame made of tubular steel with screwed-on rear made of aluminum tube KayabaSpring travel f / r300 / 320 300/335 mm 300/315 mmWeight (empty) * 118 kg119 kg119 kgTank capacity7.7 liters8.5 liters10 litersPrice including ancillary costs7,834 euros7,940 euros 7,190 euros

Scoring

EnduroMax test sheet. PunktzahlHusqvarna TE 450KTM 450 EXCYamaha WR 450 FMotorStartverhalten108109Durchzug10887Drehfreudigkeit10986Spitzenleistung10999Kupplung10897Getriebe10799Laufruhe10787Summe70566154FahrwerkAbstimmung Gabel10886Abstimmung Federbein10977Handlichkeit10798Geradeauslauf101078Bremse vorn108109Bremse hinten10987Ergonomie10997Summe70605852SonstigesGewicht10888Preis10778Verarbeitung10899Summe30232425Gesamtsumme170139143131

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