Which Bike Is Best For You? 2021 KTM 450 SX-F Vs. Husqvarna FC450

The average shootout format seems to be an outdated model to me. Don’t get me wrong, I like doing shootouts, as well as viewing their rankings after all is said and done, but is it really telling you, the potential consumer, what you want to know or is it more of a scene on the side of the freeway that you just have to look at? I have done shootouts for 20 plus years and although fun and interesting to do, I just don’t know if it’s something that gives buyers the most information in these ever changing times. Just because a certain bike wins a shootout doesn’t mean it’s the best bike FOR YOU! I get countless emails about which bike is right for me and most of them say that they watch every shootout video, but they still can’t decide. So if you are one of these potential consumers that still can’t make up his or her mind, then this article can help you hone in on why a certain bike could be right for you. As a production test rider for several manufacturers over the years, I am wired to think about all different types of riders when I evaluate a certain machine. In this article I will try to break down each machine, which one does certain things on the track better than the other and hopefully give you more purchasing knowledge on which way you’re directing your hard earned money. We will be doing these types of matchups with other machines down the road, but we hope this gives you a more clear cut path on if one of these two machines are right for you. 

Why KTM Vs. Husqvarna: I picked these two because let’s face it, most of you out there think these two machines are the same, however when I ride these bikes back to back they don’t feel that similar. The Husqvarna is lower to the ground compared to the KTM (10mm lower) so handling feels different. The engine character varies because of the subframe/airbox differences and the suspension setting/bump absorption doesn’t feel the same due to, you guessed it, swingarm and valving differences. Each have specific traits about them that are better than the other and we are here to break those down for you. Even if we do break all of the nuts and bolts down to you, it’s up to you to know what type of rider you are. Are you a front end steering rider? Do you like an exciting or smooth engine character? How often do you ride? Do you just ride or do you race occasionally? These are the questions you should be asking yourself before you spend 10K on a new dirt bike. 

What Is It Like To Ride A 2021 KTM 450 SX-F?

Engine Feel: The KTM has more roll on low end power and throttle response than the FC450. The KTM does feel lighter in tighter areas of the track, but feels similar to the FC450 through the mid range. However, top end doesn’t pull quite as far as the Husqvarna nor does the KTM feel like it revs out as far as the FC (in map one or two). Engine vibration is more noticeable with the KTM, but to me the KTM’s ECU feel just has more crispness and a cleaner feel throughout the RPM range. If you’re looking for massive amounts of torque feel on the track, you’re looking at the wrong color, but if you want an easy to ride 450 that you can actually manage, this orange bike is best in class in that category. 

Chassis: If you're a current KTM owner you know that it takes more time to break in the 2021 steel frame compared to a Japanese aluminum framed motorcycle. I only around 10 hours on this chassis, but it literally took me almost 7 hours to feel completely broke in. The Husqvarna feels more forgiving sooner than the KTM frame. The KTM turns better in area 2 of the corner compared to the FC, but the Husqvarna does have a little better side to side movement than the orange bike does due to the lower feel of the white bike. Straight line stability on the KTM is not the best of the 450 bunch, but not the worst neither. You can drop the WP XACT fork down to the first line (2.5mm up) like I did to help straight line stability. 

Suspension: WP has changed their settings for both manufacturers in 2021 as the two brands each has proprietary settings. The KTM has a firmer feel that I prefer because when I start pushing the orange machine it simply has less movement for my liking. Going up to an 11 bar reading on the AER fork as well as a slightly slower rebound setting really helps calm the front end down coming into corners and lets front end steering riders enjoy their technique more around the track. The rear end is not as finicky to set up as the front so going to a 104-105mm of sag along with a slightly stiffer low speed compression setting on the shock will be something that riders 170 pounds and over will appreciate. If you’re over 200 pounds, going to a heavier shock spring will help balance under acceleration. 

What Is It Like To Ride A 2021 Husqvarna FC450?

Engine Feel: The Husqvarna FC450 has a smoother roll on power than the KTM and less low end excitement. The airbox as well as the muffler is a little different on FC and to me these two parts are the reason for a more connected/smoother corner exit feel. Mid range however the FC450 starts to show you why it’s one of the most seamless power deliveries in the 450 game. The Husqvarna has a wide mid range that allows longer second and third gear shift points, that the KTM doesn’t quite have. Top end/over-rev also pulls slightly longer than the KTM spread and vibration of the engine is not as apparent. It might build RPM’s too slowly for some 450 sized riders, but lighter riders will appreciate the engine character. The ECU setting although better for 2021, just feels different than the KTM. It still has a slightly rich feeling overall and maybe with the new “ECU Tool” that KTM/Husqvarna will be coming out with, can help some of the Husqvarna’s low end laziness. 

Chassis: Having the lowered 10mm suspension setting is noticeable the moment you hit your first corner. The Husqvarna feels lighter in area 1 of the corner, but needs more engine excitement for area 2 (when getting on throttle). Area 3 of the corner however, the rear end of the FC450 feels more planted than the KTM. I get more rear wheel traction out of corners as the overall feel of the Husqvarna does feel lower to the ground under throttle. Straight line stability is better on throttle with the Husqvarna, but to me, off throttle, the KTM holds up better, which allows me to charge into corners harder. 

Suspension: Husqvarna/WP will tell you that they set up their 2021 suspension settings for the average consumer that wants comfort out of their motocross machine. They succeeded in getting less mid stroke harshness (de-cel) out of the AER fork, but to me the setting is still too soft. I also understand that I am not the target consumer Husqvarna is trying to market this bike to, so I took this into consideration. The action of the fork is smoother feeling than last year’s fork setting, moves less in the stroke, but gives the rider a considerable amount of front end traction (for an air fork) on braking bumps. This new lower 10mm AER fork will feel low if you’re a heavier or aggressive type of rider, so going up to10.9 bar would be in your best interest. Slowing the rebound down a couple clicks on the fork will also slow the action down a little even more and keep it from diving too much on jump faces and g-outs. Also don't forget to bleed your AER fork before every ride. Yes, it has bleed holes. I noticed the Husqvarna is more temperamental to this. 

The WP rear shock still likes a sag of 105mm, but the overall feel of the shock is slightly empty feeling (soft) at the end of the stroke. If you’re slamming into steeper jump faces or g-outs you will bottom out and see rubber marks under the rear fender fairly quickly. If you’re experiencing a lot of this, stiffening your high speed compression a quarter turn and turning in your low speed compression a couple clicks will help the shock’s end stroke feel. What the 2021 rear shock does do better than the 2020 is offer more rear wheel traction on acceleration bumps. The rear wheel drives through square edge chop better and doesn't give the rider a sticky feel like the 2020 shock did. The lowered Husqvarna setting to me benefits lighter or shorter riders much better than the KTM.   

Which Bike Is Right For Which Type Of Rider? 

Even though both of these bikes are great machines we put our thinking caps on and thought of a few different types of riders. Below is a list of a few labeled riders, so if you think you can relate to one of these riders below, picking the correct color should be made easier for you. However, if you still can’t make a decision after viewing these, my door is always open at kris@keeferinctesting.com. Maybe I can help you further. 

Vet Rider (Less than 200 pounds): Husqvarna FC450

 Vet Rider (More than 200 pounds): KTM 450 SX-F

 Aggressive Light Rider (under 170 pounds): Husqvarna FC450 

Lugging/Lazy/Smooth Type Of Rider(Gear High): KTM 450 SX-F

 Ergonomics For The 6’0 And Under Rider: Husqvarna FC450

 Ergonomics For The 6’0 And Over Rider: KTM 450 SX-F

 Front End Steering Rider: KTM 450 SX-F

 Rear End Steering Rider: Husqvarna FC450

 West Coast MX Rider (Less Loamy Dirt/Square Edge): Husqvarna FC450

 East Coast MX Rider (Loamy/Soft Dirt/Bigger Bumps): KTM 450 SX-F

 Off-Road/GP Rider: Tie/Husqvarna FC450/KTM 450 SX-F

Who Wins The Durability Test? I have ridden both of these machines a lot and will say that both of these machines have been great, but to me KTM has a less chance of breaking. I have broken one sub-frame on a Husqvarna FC450, but past that, I haven’t had any problems with the FC. Both machines require you to check engine mount bolts as well as sprocket bolts so get your blue Loctite ready!  The life on the clutch of the KTM is unbelievable as I can get up to 30 hours on a clutch (and I am hard on clutches). Replacing the fuel filter every 10-15 hours or so, in both machines, will prevent any problems down the road with your fuel pump. Rear brake pedal springs absolutely suck on both machines so get yourself a Honda CRF450R rear brake pedal spring and thank me later.   

Who Wins The MSRP/Contingency Battle? The KTM contingency is better than Husqvarna’s at most races in 2021. So if making some money for parts is your think when you race, go the orange brigade route. 

 Who’s Best In Which Category? 

If you’re really dissecting on which part of the motorcycle is most important for you when riding, below is a ranking on who is better (albeit it could only be slightly better) in over 30 categories! Again, there is no winner or loser in this test, but it’s about which bike is best for you!

 ENGINE:

 Low End Power: KTM

 Mid Range Power: FC/KTM

 Top End Power: FC

 Over-Rev: FC

 Roll On Acceleration (Control): FC

 Throttle Response: KTM

 FI Setting: KTM

HANDLING:

 Straight Line Stability: FC

 Turning/Cornering: KTM

 Steer Effort (Low Speed): FC

 Steer Effort (High Speed): FC

 Maneuverability: KTM

 Weight Feeling: KTM

 C.G. Feeling: FC

 Weight Bias: KTM

FORK:

 Comfort: KTM

 Performance: KTM

 Bottoming Resistance: KTM

SHOCK:

 Comfort: KTM

 Performance: KTM

 Bottoming Resistance: KTM

BRAKES:

 Front Brake Power: KTM

 Front Brake Feel: KTM

 Rear Brake Power: KTM/FC Tie

 Rear Brake Feel: KTM/FC Tie

RIDING COMFORT:

 Machine Size: KTM has a roomier rider triangle and feels slightly narrower feeling

 Handlebar Feel: FC has Pro Taper, much better bar. 

 Grips: FC/KTM 

 Seat Position/Height: FC/KTM

 Seat Shape: FC/KTM

 Seat Stiffness: FC

 Leg Room: KTM

 Vibration: FC has less vibration feel

 Engine Noise: FC is quieter 

2020 Husqvarna FC250/350 First Impression

Husqvarna brought us their 2020 FC250 and FC350 to us this week, so in standard Keefer Inc. fashion we wanted to break down the ten most important aspects of both bikes to you. For 2020 minimal changes were made to the FC250/350 and those changes Husqvarna made were to the suspension valving, airbox/side panel (drilled holes), gearing change (FC350 got a 14/51 ratio), and of course BNG’s. We will be riding both of these machines more throughout the weeks so stay glued to pulpmx.com and keeferinctesting.com for settings info. 

Engine Feel: Does the FC 350 have the torque of a 450? Does the FC250 have the torque of a Yamaha YZ250F? No, they don’t! They are smoother than those other bikes off the bottom end and have a more linear roll on power delivery. Is this a bad thing? No, it isn’t. It just means you’re getting a more controlled engine character with a wide power curve. 350cc’s of power is usually plenty of power for most consumers, but if you’re looking for more torque and want to be lazy, the 450 will be better. The FC250 and FC350 both have a similar engine character where they are sneaky fast. Sneaky because they build rpm’s calculated and smooth then all of a sudden you find yourself over jumping a certain section of jumps. This takes a few laps to dial in, but once you do, you will be able to appreciate how much easier this type of engine character is to ride. Both engines make a lot of rear wheel traction so don’t expect a ton of hit anywhere through the powerband on these models, so the “Tony Alessi Water Truck Lane Test” may not be the best guide on how good these engines really are on the track. Both machines have tons of over-rev, so if you’re into short shifting, these bikes may not be the best for you. They both liked to be revved! The Husqvarna’s are not torque monsters like the Yamaha’s, but if you want to let each gear eat, both machines will allow you to ride that way. You would think without tons of torque feel, the FC250/350 wouldn't have a lot of recovery when in the wrong gear through corners. To my surprise both engines have superb recovery time and will get you back down on the track, in the meat of the power, in no time. 

Weight Feeling (Chassis): The 2020 Husqvarna FC250 weighs in at 218 pounds and FC350 weighs 219 pounds dry. That is only one pound! The 250/350 feels lighter in corners than they do in the air, which is very odd to me. However the good news is that you are able to cut down from blown out berms or ruts very easily on either bike. The FC250 feels more like 5 -7 pounds lighter than the FC350 on the track, do to it’s more free-feeling engine character. The FC250 has a very free feeling engine (in each gear) and the inertia of the FC250’s engine is much less, so that makes it feel more than a pound lighter on the track. Compared to a FC450, the FC350 feels slightly lighter through corners and on sudden direction changes, but to me there is more of a weight feeling gap between the 250/350.  

Straight Line Stability: As light as both machines feel on the track the FC250/350 stay pretty damn straight (on-throttle). When accelerating out of long sweepers the rear end stays more connected to the ground than previous year models and track straight. The stiffer frame helps this rear wheel contact and is very noticeable under heavy load. There is nothing unexpected that happens when pushing the limits on these machine. If you hit the same bump 20 times, both machines will react the same each of those 20 times. 

Suspension: Both sets of 2020 WP suspension on the FC250/350 are on the soft side. All three test riders (165, 170, and 185 pounds) thought the fork on each model needed more air. On the FC250 we went up to 10.7 (10.6 stock) bars and on the FC350 we went up to 10.8 bars (10.4 stock) and that helped both bikes from diving on de-cel. Both shocks are empty (soft) on the end stroke (g-outs, jump faces) so adding some high sped compression (1/8-1/4 turn) helps hold up the rear end in those areas of the track. After changing the fork and shock, both bikes will ride higher in the stroke and actually have more comfort on de-cel. All riders thought the suspension (after this change) was more balanced and all riders could push harder into bumps with more aggression. We will be getting you specific clicker settings in a future article coming in a couple weeks right here on pulpmx.com and keeferinctesting.com. 

Engine Braking (FC350): I noticed that in second gear the FC350 had quite a bit of engine braking, but in third gear the engine braking was significantly less. Usually with other bikes there isn't the much engine braking change from second to third gear, so to combat this I tried to downshift late into corners, so that off-throttle pitching sensation wasn't as apparent. I will be testing some gearing on the FC350 to see if I can help this sensation very soon. The FC250 didn't have nearly as much engine braking as the 350 and had more of a free feeling second gear de-cel (freewheel) coming into corners. 

Engine Maps: On the FC250, Map 2 was a great all around map for all three testers we used. Map 2 didn't come on stronger than map 1, but gave the Husqvarna more rpm response and mid range recovery time, while pulling harder up top. Map 1 was a little stronger off bottom end, but was too short for our testers taste. The FC350 had slightly less engine braking in map 1, but just didn't have that excitement that map 2 had through the mid range so we chose to ride in map 2 and deal with the engine braking in second gear. In map 2 we could shift to third gear sooner than in map 1, so that was also a positive for the track we tested at. The TC button simply doesn't get enough play with test riders, but the TC button does work well for conditions that are slick, hard pack, and/or slippery. Find the preferred map you like to ride in and use the “TC” button when the track turns for the worse.   

Seat: Do yourself a favor and get a GUTS seat cover and take the violent stock seat off ASAP. If you plan on doing longer motos, save your butt and get a friendlier gripper seat. 

Rider Triangle: I like the Pro Taper EVO bars the come on the Husqvarna, but when standing they are a little low in height for me. Going to a Pro Taper “SX RACE” bend keeps me from being hunched over when standing around corners. If you do like the low/flat profile of the stock bar, try cutting it down to 803mm for better corner entry as the stock length is a little too long. 

Which Bike Is More Fun To Ride: I get this question a lot so I might as well answer it. I really like riding the FC250 a little more than the FC350. Why? To me it has to do with how the bike handles. To me the FC250 is much more playful in the corners and feels lighter around the track. You have to ride both bikes aggressively and unlike a 450, you just can’t lug either bike around or be lazy, so I prefer a bike that will be lighter feeling around the track. Now don’t get me wrong… The FC350 is fun to ride, but for me I would take a 450 over a 350 because they both feel similar in weight around the track, so why not have more power at my throttle hand. The FC450 is also very linear off the bottom end and not intimating like some other 450 power plants. Now I know that not everyone is like me, so I can see why a FC350 could be less intimidating to a vet or novice type rider, which is why one of my vet testers wants one now! 

Clutch/Brakes: The Brembo brakes that come on the Husqvarna FC250/350 are one of the strongest brake systems available. If you’re coming off of a Nissin equipped machine, getting used to the Brembo system may take some time for you to get your braking points down. The Brembo’s are strong and powerful so not a lot of pressure is needed by your finger at the lever. The Magura clutch is a little more on/off feeling than that of the more linear Brembo hydraulic system on the KTM, but either will not fade on you during a long moto. The Magura clutch has a smaller window of engagement that will take some time for riders that are used to a cable clutch, but once you find that engagement point, that foreign feeling will disappear from your mind within a few times out on the track.  

A Pro’s Perspective: Colton Aeck National #526

FC250 On The Track:

Engine: The FC 250 has never been a torque monster. This engine does its best work in the mid-top end of the rev range. Riding mainly 450s for the past few years, getting on a 250f took some adjustment, but once I learned to rev it again, I really enjoyed this engine.

The FC 250 comes with 2 map settings that you can change on the fly with a switch on the handlebar. Map 1 is more aggressive from bottom-mid range, but leaves me wanting a bit more on top. Map 2 has less bottom end hit/ throttle response with a more aggressive mid-top end. I chose map 2 because I could leave the bike in a lower gear for the corners, but it would rev to the moon before needing to shift.
Overall this engine is a lot of fun!

Chassis: I'm a big fan of the steel frames on the Huskys and KTMs. The steel frame gives me more comfort and bump absorption and just an overall more connected feeling to the ground. The FC 250 is light and nimble in the air and corners like its on rails. No complaints in the chassis department.

Suspension: The FC 250 received a softer setting for suspension in 2020. As with most stock bikes the suspension was soft for me with initial settings. I ended up adding air to the fork and stiffening high speed compression on the shock. This balanced out the bike front and rear, gave me less of a "pitching" sensation under braking and allowed me to push harder through jump faces and big breaking bumps. Overall the suspension has very good comfort and with a couple adjustments I was able to get a good amount of performance as well.

FC 350 On The Track:

Engine: Wednesday was my first time ever riding a 350, I have to say it was a lot of fun! The engine is super easy to ride. As you might expect, it's a perfect mix between 250 and 450. Off the bottom it has a really strong, yet smooth pull similar to a 450 and it revs high and pulls great on top, a lot like a 250. For me it was like having the best of both worlds,it was a lot of fun!

Chassis: Similar to my comments of the 250, I really enjoy the steel frame. It provides a super comfortable ride and leaves you feeling very planted to the ground. The FC 350 corners well, yet is still stable at high speeds. It's fun and easy to ride.

Suspension: The suspension on the 350 was a lot closer for me in stock form. The fork held up higher in its stroke and gave me more confidence to charge through rough sections. I still ended up increasing air pressure in the fork and also added a couple clicks of compression front and rear. This added a bit more performance and was a setting I was really happy with. It wouldn't take much tuning to make this a setting I could race with.

250 350 Comparison:

So, the big question... Would I choose the 250 or 350?

As a professional racer, the 350 doesn't really have a place. Lining up at a national or supercross and being at a 100cc disadvantage doesn't make much sense. That being said, most of you readers aren't lining up a your local supercross.

For the average guy who just rides for fun and maybe races from time to time, I think the 350 is the perfect bike. You have the fun factor of a 250, with the low end grunt/ easy to ride power of a 450. The place I really enjoyed the 350 was in the corners. If I made a mistake in a turn, the 350 had enough power to pull me out of it and still make the next jump or obstacle. I didn't have that luxury on the 250, a mistake in a turn would be much more costly.

Again, for your average consumer I think the 350 is an awesome, super fun bike. If I wasn't racing professionally, it would be in the running of bikes I would personally buy.

2020 KX250 Versus 2019 YZ250F Comparison

By: Michael Allen

As the 250(F) class continues to be more competitive, it puts increased pressure on the manufacturers to make a solid platform for racers to start with. For their newest rendition of the KX250, Kawasaki was kind enough to invite us up to the legendary Castillo ranch for the first ride of the new bike. Being that the 250 is such a small four-stroke engine, it’s imperative that manufacturers squeeze every bit of power out of the tiny screamers and for 2020 Kawasaki went back to the drawing board. On top of changing many engine components, Kawasaki also focused on the chassis, suspension, and brakes to make the KX250 a contender for best in class. For this story we thought since you ask us “how does it compare to the YZ250F” all the time we thought it would be fun to compare the 2020 KX250 to one of the best bikes in this class: the 2019 YZ250F. I have been riding the 2019 Yamaha YZ250F for some time and have become well aquatinted with it, so Keefer asked me to conjure up this article and now here we are! Here is how I feel the two machines match up against each other. 

When it comes to torque the Yamaha platform has been hard to beat for the past few years, but that doesn’t mean it can’t be beat in other areas of power delivery. Right when I got on the new 2020 KX250 I immediately felt like the mid to top end power was better than the blue machine. The KX engine revs free-er and has les engine braking on de-cel, which makes it very playful to ride. The Yamaha is more chuggy and you can feel every time that crankshaft comes around, which gives me that planted rear end acceleration feeling. The power on the Kawasaki doesn’t fall off as quick as bLU cRU, but to me it still doesn't rev as far as the CRF250R. Where the green machine does fall short is of course bottom end grunt power. The Yamaha simply is amazing in this area and can let any rider be lazier while still maintaining speed. The Kawasaki must be ridden more aggressively from the mid range on up. Third gear is much easier to work with through corners on the Yamaha compared to the Kawasaki, which means shifting down to second happens more often on the green machine.

Another tidbit that stood out to me is the exhaust note of the Kawasaki. The Yamaha exhaust gets blown out and raspy over time, but the Kawasaki exhaust note seems to be loud immediately. I also found it odd that if the Kawasaki was not at TDC the kick starter was hard to kick over and almost felt like a 450ish until you put a lot of force into the kick start. In other words don’t half ass your kicks and it will start. 

For the past few years Kawasaki has been using the Showa Separate Function Fork for “weight savings”, but they have finally realized that like the air fork, some things are better the old fashioned way. For 2020 they went back to a dual coil spring KYB fork as well as a KYB shock, both with Kashima coating. After playing with some clickers we came up with a comfortable setting and I came away quite impressed with the comfort as well as the performance of the front and rear suspension. It’s no secret that the Yamaha has very good suspension settings, but I think there is one category where I think the Kawasaki slightly edges out the Yamaha. When it comes to performance I feel that the Kawasaki (for my speed) has slightly better hold up (once dialed in with clickers) and handles g-outs with a slightly less wallowy feeling. That being said, in order to have better performance, you must sacrifice comfort and the Yamaha has more of that. I am sure the slightly stiffer feeling chassis on the Kawasaki has something to do with the lack of comfort as well. Something we noticed was that the front and rear balance of the bike is very sensitive to changes with the shock. With minimal changes to sag, one or two low speed clicks, and/or high speed changes on the shock, the turning characteristics were noticeably affected. Just like your wife or girlfriend the KX can be somewhat emo/sensitive to suspension changes affecting the maneuverability of the bike, but when it’s set correctly the bike handles tighter corners marginally better than the Yamaha. 

For 2020 Kawasaki put a larger 250mm rear disk on the KX 250 to help improve braking power. I’m not sure what the exact problem is with the rear brake system, but Kawasaki missed the mark because the rear brake is not as good as the Yamaha’s. After my initial ride on the bike I felt that the rear brake pedal was too low and I wasn’t able to get my toe pressed down far enough to get the braking power I desired. After moving the pedal up, I took the bike out for another session and was surprised that I still didn’t have the desired braking power. Upon further inspection we noticed that the pedal has a very long stroke to get the brake to work and when it finally does it gets very grabby feeling. This was a downside because it makes it hard to drag the brake slightly or just give the rear wheel a little stopping power without locking up the rear wheel. While the Yamaha doesn’t have amazing brakes, the rear brake on the blue bike is more linear and easier to modulate. With that said the front brake on the Kawasaki is quite good and gives the rider a powerful progressive feel with a lot of control, without having to pull the lever too hard. 

The rider triangle on the KX250 feels a little off due to the slightly soft seat. The soft seat makes the 7/8” bars (I have no problem with the bars) seem high and chopper feeling. Rolling the bars back seemed to somewhat remedy the feeling, but not completely mask the issue. Something that hasn’t changed on the Kawasaki is the cheap feeling grips that for some reason seem marginally narrow and are bonded to the throttle tube. 

The bottom line is that for 2020 Kawasaki made a move in the right direction in making the KX250 a better more competitive machine. The engine has been improved from mid to top and has a free revving feeling that makes the bike more fun to ride while giving the rider a broader power range when on the track. The suspension has made a big step in the right direction with the new KYB fork giving the rider better front end bump absorption. 

The final piece to this article is the price… The KX250’s price point comes in at $7,799 (compared to $8,199 of the Yamaha) so it’s less expensive. If you have been looking to be part of the re-formed Team Green, 2020 seems to be the year that Kawasaki made jumps in the right direction.

Any questions about these machines please email me at michael@keeferinctesting.com

2019 250 MX Shootout

After two episodes, 13 riders, over five hours of rider opinions, three vastly different tracks, over 90 pages of notes, and several engine hours later, the 2019 250 MX Shootout is dusted. We set out to find the correct 250 four-stroke motocross machine for you and have came away with the final ranking. Below are the final scores (that were tallied up by using an olympic style scoring) and a brief evaluation/summary of each bikes strengths and weaknesses. If you want to hear more about each bike and get a much broader/detailed breakdown of each machine, click on the podcast tab to listen to the Rocky Mountain ATV/MC Keefer Tested Podcast Presented By Fly Racing And Race Tech right now! 

First Place: Yamaha YZ250F

This wasn't a surprise as the Yamaha boasts unreal amounts of torque for a 250F, which makes any type of rider smile from ear to ear. The YZ250F comes on strong down low, has a wide mid-range and pulls much farther up top than it did in 2018. Combine that with the best suspension in class it was tough to beat when it came to riding a very rough track. The amount of comfort that the suspension gave for a wide variety of riders was unmatched and proved that this is one of the most broad spectrum motocross machines available today. When asking testers to pick out one negative, most found it difficult to think of one, but the exhaust note under higher RPM’s was annoying. 

Postives: 

Most torque/pulling power in class

Plushest suspension 

Yamaha Power Tuner App makes it easy to tailor the power for each rider (it’s free with purchase of bike)

Negatives: 

Wide feeling, still noticeable for a few laps

Exhaust note is annoying

Bridgestone X20 tires aren't as good at mid corner as Dunlop

Second Place: 

Surprise! Surprise! At least it was to me. In my final ranking I rated the Honda fourth, but in the overall standings the Honda CRF250R was second best in the shootout. Why? Almost every test rider agreed that the Honda’s chassis was the most agile and well rounded over the course of the test. Bump absorption was superb at rough tracks, ease of cornering, and a lightweight feel all had most of the riders buzzing. The downside to the Honda is you have to ride it aggressively because it simply doesn't have the torque that the Yamaha does. The CRF250R revs out farther than the Yamaha, but its sweet spot is much narrower than the YZ250F. I guess the old theory of “engine is king” is somewhat thrown out the window in this case. The Honda's map switch and its maps are actually noticeable. Most everyone agreed that “map three” was the better map to get some added bottom end feel out of corners where it’s needed. The 2019 Honda also didn't want to overheat like it did in 2018 so maybe that’s another reason why it moved up the ranking in 2019. 

Positives: 

Chassis has a good balance of straight line stability and ease of cornering 

Mid-Top end power rivals the KTM and Husqvarna 

Suspension has comfort along with excellent hold up for larger riders 

Negatives:

Lack of bottom end torque

Clutch abusers will notice fading in longer motos

Transmission spacing is weird (2nd gear feels long, but 3rd gear feels short)

Third Place: KTM 250SX-F

The KTM250SX-F has a deceiving engine character and is smooth and linear down low, but actually has “meat” to its pulling power. It’s exhaust note is quieter than its competitors yet builds RPM’s more calculated, which leaves the rider with more rear wheel traction. If there is one thing lacking in the KTM’s armor it has to be bottom and mid range RPM response. It simply needs more excitement in this area to keep up with the blue bike. This easily can be changed with mapping, but KTM doesn't have a handy ECU tool to make that change accessible to the consumer. The handlebar mounted map switch works well and there is a distinct difference between map one and map two. The TC button is an added bonus that no one else has and it actually works on hard pack areas of the track, so don't be afraid to use it. Not to mention that you can turn it on and off while you ride or as the track deteriorates. The KTM’s AER fork isn’t the worst fork in the bunch, but the two bikes ahead of it simply are more comfortable when the track gets bumpy. The KTM is lacking some front end positivity while leaning and that was a complaint with over 50% of the testers. KTM and Husqvarna have the best brakes, a solid hydraulic clutch, and ergonomics that fit a wide range of riders. 

Positives: 

Mid to top end pulling power 

Feels light on the track

Clutch that never fades

Negatives:

Lack of bottom-mid range end RPM response (excitement) 

Fork lacks some mid-stroke comfort on de-cel bumps

Handlebar has stiff/rigid feel

Fourth Place: Husqvarna FC250

Whether you like it or not the Husqvarna FC250 does feel different than the orange bike. The Husqvarna has a slightly smoother roll on delivery, but to most test riders had a better pull on top end/over-rev. The vibration wasn't as apparent on the Husqvarna as it was on the KTM and the overall chassis forgiveness (or in the production testing world we call that “track toughness”) is better than the brigade as well, but not as good as the YZ250F (king of track toughness). Simply put, the Husqvarna got ranked behind it’s “blood relative” because of a less exciting bottom end power delivery when the track was deep. If the track was hard pack, most testers like the Husqvarna more, but with the conditions we tested at being 70% loamy and 30% hard pack the FC250 got a fourth place ranking. The AER fork didn't have the comfort of the Honda or Yamaha on small bump absorption, but with that being said could make our heavier testers happier on overall balance around the track, due to its easy to to adjust nature. 

Positives: 

Mid to top end pulling power

Feels light on track

Comes with Pro Taper handlebar 

Negatives:

Lack of bottom end RPM response 

AER fork lacks mid-stroke comfort 

Seat cover eats your ass up on longer rides 

Fifth Place: Kawasaki KX250

The Kawasaki KX250 is unchanged for 2019 as Team Green focused its efforts on the KX450. The engine on the KX250 is snappy/exciting down low and has an impressive amount of torque out of corners, but it’s short lived compared to the other bikes in its class. Running the white (lean) coupler helps the Kawasaki pull better through the mid range and gives it increased RPM response on mid-top end. The muffler note still sounds like crap, so hopefully Kawasaki will give the 250 the 450 exhaust note treatment. The Showa SFF fork was split 50/50 with testers as half could find a comfortable setting (mostly heavier riders) and the other half (smaller, lighter testers) couldn't make it plush enough on small to medium sized bumps. The back half of the KX250 had zero complaints and the frame’s bump absorption is comfortable, but all the complaints came from the front end. Cornering the KX250 felt light and nimble and tracked well through the middle to end of rutted and flat corners alike. Faster heavier riders noticed the rear of the bike being a little low and that hurt the initial lean of the Kawasaki. We are looking forward to seeing what the R&D guys have in store for us in 2020 with the KX250. 

Positives: 

Great bottom end RPM response 

Straight line stability 

Mid to exit of cornering stability 

Negatives: 

Top end pulling power

Exhaust note

Harsh fork and tough to set up for a variety of tracks (Track Toughness) 

Sixth Place: Suzuki RM-Z250

To give this bike a sixth place pains me, but again Suzuki is still a great choice for a lot of riders. Let me explain why. The engine is snappy and quick off the bottom, especially when coming out of tight 180 degree corners, the RM-Z250 also has the best “lean in” coming into corners than anyone else in the shootout, and lastly the Suzuki’s suspension is decent when the rider tips the scales above 185 pounds. So with all this being said why did it get sixth? Simply put the RM-Z250 needs another 20%-25% more power everywhere, could use a softer fork/shock spring rate, and needs a less rigid feeling head tube area. The Suzuki transfers a lot of the track to the rider and that made most of the test riders back the throttle off (especially when the track got super rough). The frame just feels like it doesn't want to flex near the head tube area when pushing the Suzuki into a corner with decent size braking bumps. The best way to describe this feeling is like when you have a knot in your back muscles and you can’t seem to massage it out, but you constantly feel a tightness in that spot of your back no matter which way you turn, lay, sit, etc. That is the RM-Z250’s frame in a nutshell. There is however tons of potential in the engine and it feels exciting coming out of corners, but the Suzuki only teases you with that excitement and then it immediately runs and hides from you. Where did it go? We don’t know, but we want more of it! If the track was tight and smother (AKA Arenacross/Supercross) the Suzuki wouldn't be sixth, we do know that. 

Positives: 

Snappy throttle response 

Cornering ability

Ergonomics comfortable for most sizes 

Negatives: 

Frame stiffness on rough tracks

Needs more pulling power/meat/torque

Over-sprung for most standard 250 sized riders   

2018 Yamaha YZ450FX VS. 2018 Honda CRF450RX

Sometimes deciding between a bike can be a difficult thing to do. We get a ton of emails on which direction you all should go when deciding on either a 2018 Honda CRF450RX or a Yamaha YZ450FX. Since I am the resident off-road test rider here at Keefer Inc. I wanted to take both of these hybrid off-road/moto machines out to a couple of my favorite test spots to see how they stack up against one another. The terrain we tested on varied from sandy hill climbs, to slick, wet rocky canyons, as well wide open desert. Yes, we know this isn't relevant for you east coast riders, but maybe you east coast guys can at least get a direction on what each bike's character is by reading this. 

Starting with the engine, it took me some time to realize that “more bottom end”, can have two different meanings on paper. For example, the Honda CRF450RX has a “more” exciting bottom end power than the Yamaha. I say this because as soon as you let the clutch out (from a stop in all three maps) there are gobs of instant power and torque available. This all sounds good, but I found that a lot of the time there is just too much power delivered to the rear wheel too quickly (needs more flywheel), which results in one of two things. Either the front end will come up out of corners, or the engine would stall which made the bike have a somewhat jerky, on/off feeling when trying to use the bottom end power. This was an issue that I had time and time again, causing me to really cover the clutch and make sure it was properly adjusted. Yes, that’s right! Adjusted! If the clutch was adjusted even slightly too loose, it had a tendency to drag when engaged, which was just enough to cause the bike to stall at times. Another downfall to the clutch was the cancel switch (inside the perch) that doesn't let the bike start without the clutch being FULLY engaged (lever damn near on the bar). If I stalled the Honda on the trail, I would try to just pull in the clutch with one or two fingers to re start it. However, I found out quickly that my other fingers that were on the bar wouldn’t let the clutch in far enough to engage the switch. When this happened I had to re-adjust my fingers on the grip in order to re start the bike. I realize that this is a total first world problem, but it was magnified by how often the bike stalled in technical terrain (note: changing maps didn’t seem to affect the stalling issues I had). Now that all the negative stalling talk is out of the way, once into the revs a bit the Honda has a very fun “racy” feel. When powering through sandy corners or climbing long, steep hills the power plant on the RX is amazing. The engine is fast revving, and has a very meaty feel when pulling through the rpm range. Unlike a lot of 450cc machines, the RX doesn’t mind being revved, and makes strong pulling power all the way to the rev limiter. This very powerful “racy” feeling is a lot of fun for an hour or so (think GP racing) but on a 2 plus hour trail ride it can get a bit draining having to ride the bike so aggressively. It doesn’t like to be cruised down the trail at a leisurely pace, it wants to be flogged, and rewards a more aggressive riding style. I think if you put a heavier flywheel weight on the CRF450RX this could be an even better off-road type machine.   

Back to my “more bottom end” statement, when it comes to the Yamaha, I would say that the FX has “more” bottom end pulling power (but less excitement). Let me explain; as previously stated, the RX has gobs of power as soon as the clutch is let out and in my opinion for true off-road conditions this isn’t ideal. On the FX, when the clutch is released there is a smoother application of power that is transferred to the rear wheel (more traction). This heaver flywheel feeling results in needing less throttle to get the bike going, smooths out the bottom end making the bike easier to ride and takes less energy from the rider. This same feeling results in much less stalling when riding technical rocky trails. When the trail opens up the FX engine feels very free revving, but unlike the RX, the FX likes to be ridden more in the midrange of the rpm. Not to say it can’t be revved out, that’s just not where the “fun” power is. When the FX engine is revved out, the on-off throttle modulation is more noticeable and caused a slight seesaw (pitching) motion from front to back. This could be partially due to the slightly soft fork spring, but we’ll touch more on that later. After spending many hours on both bikes I can say that in the engine department, I feel like Yamaha did a slightly better job at turning their motocross engine into more of an “off-road” friendly power plant. 

When it comes to off-road suspension, it’s obvious that standard motocross settings on either bike wouldn’t be suitable. Both bikes come equipped with spring forks (thank god), but that’s about the only thing they have in common. The Showa 49mm fork on the Honda is clearly aimed at performance over trail riding comfort (after all these bikes are technically closed course race bikes). This doesn’t mean that there’s isn't any trail riding compliance there, it means that the fork on the RX is a bit harsh in the initial part of the stroke. I mainly noticed this in rocky areas of the trail when smaller rocks just appear at the top of the dirt. These conditions make the Honda’s front end deflect at times when I was at trail riding pace. Now if I was to charge through the same section with some speed and aggression, there was less deflection. The RX has great bottom resistance and feels balanced front to back, a little harsh on small stuff, but balanced nonetheless. The shock on the Honda has a firm feeling, but has slightly less harshness than the fork while keeping good bottom resistance. 

The Yamaha’s KYB SSS fork is much more trail compliant (softer feeling) than the RX and moves more in the stroke. When out for a trail ride there is minimal deflection and the front end has a very stable feeling. In small chop the front wheel stays planted, but when you start to really ride aggressive the fork starts to show a slight weakness. When being pushed hard, the fork rides slightly low in the stroke and blows through on g-outs and hard landings. It also has a diving feeling when the throttle is chopped (de-cel), or when hard on the brakes entering corners. Where the Honda has a firm balanced feel, the FX has a slightly unbalanced feeling as the fork moves in the stroke more than the shock. I know the fork would benefit greatly from a stiffer spring, which would bring the bike back into balance while still giving a ride aimed towards comfort. When comparing the suspension on the two machines, it’s really going to be what the rider prefers. For me I like the FX suspension overall due to the fact that it's more comfortable to trail ride, and with a stiffer fork spring it would have better balance. The Honda suspension is good, but definitely rewards the rider who is aggressive and pushes the bike. I am usually not pushing unless I am racing and would prefer more of a comfort setting. 

Off-road riding can be so diverse in terms of terrain when compared to motocross. These bikes do different things well and in my opinion they cater to different rider/racers. The Honda feels slightly shorter and taller than the Yamaha (which is contrary to the dimension numbers) and that creates a nimble feeling when riding. In tighter terrain the RX changes direction quicker and with less effort than the FX. The RX is a front-end steering bike and with minimal input it will turn into tighter corners with ease. Where this nimble feeling isn’t as good is at higher speeds, which is when the RX has a slightly nervous feeling in the front end. When it comes to the FX, it takes a bit more input in tighter terrain to change direction and can feel heavier (which it is 262lb compared to the RX’s 257lb). On the other hand, the FX gives the rider a lot of confidence when being ridden at higher speeds. The FX is more of a rear end steering machine and takes a little more effort to lean into tighter corners. Although by the numbers, the RX has more rake and a longer wheelbase, but the FX feels as though it’s more planted and comfortable at higher speeds. In terms of amenities, both bikes are basically identical; both have e-start, an 18” rear wheel, skid plate, kickstand, larger fuel tank, and off-road mapping. The clutch cancel switch on the Honda will not let the bike start without the clutch in period. On the Yamaha the bike needs the clutch pulled in to start unless the bike is in neutral (although most riders will disable these features as soon as they get their bikes). A cool feature that Honda has on the bars of the Honda is a mapping switch cluster button. This button shares the kill switch and gives the rider three different mapping options; standard, smooth and aggressive. They do indeed slightly change the power characteristics of the bike and it’s also cool that the maps can be changed on the fly. While the mapping options are cool, I feel like Yamaha went a step further by changing 1st, 2nd, 3rd, and 5th gears to better suit a wider range of off-road riding and racing. 

When it comes down to it, these are both great bikes, but they will cater to two different types of riders. The RX is all about power, aggression and speed making it a great choice for faster riders who race more moto style, WORCS, or Big 6 GP races. While on the other hand the FX is a better do it all bike for the guy who trail rides just as much as he races. Being that its stable at speed the FX makes a great desert race bike (proved by NHHA champion Gary Sutherlin), and can also hold its own in GNCC racing where smoother bottom end power is a must. There are two things I’d like to see come stock on both these bikes. The first thing is handguards, maybe it’s the off-road goober in me, but the first thing I do when I get any bike (off-road especially) is put a set of handguards on (I’d do full wraps if I lived in the tight trees). The second is a spark arrested muffler (or mufflers in the case of the RX). I understand that both bikes were designed for “closed course off-road racing”, but let’s get real, everyone goes trail riding and it sucks to have to spend big bucks for a spark arrestor to be legal. 

So there it is, I’ve broken down both bikes and now the decision is up to you. Are you the aggressive rider who likes a nimble feeling  and races frequently? Or are you the 50/50 trail rider/racer who loves smooth bottom end power and a more stable feeling at high speeds? Feel free to reach out to me at michael@keeferinctesting.com if you have any more questions about these two bikes?  –Michael Allen