Which Bike Is Best For You? 2021 Yamaha YZ450F Vs. Kawasaki KX450

The average shootout format seems to be an outdated model to me.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 Yamaha Vs. Kawasaki: 

If there are two bikes in the 450 class that having similar characters it would be these two machines. These two bikes will most likely be the leaders in most of the shootouts you will read or watch in 2021. The YZ450F and KX450 both have great suspension, solid engine characters and each have a chassis that is stable and forgiving. However that doesn’t mean that they are one and the same. 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 Kawasaki KX450?

Weight Feeling (Chassis): The 21 KX450 is very free feeling yet connected, which makes this bike have a very light/nimble feeling through corners. I am able to lay it down with ease and cut down under a blown out rut easier than a Yamaha YZ450F. I do get a little twitch on de-cel (which can be fixed with a heavier fork spring change), but it isn’t a horrible or un-easy feeling. Straight line stability is still the same straight and arrow Kawasaki feel that you expect, but with added traction because of the new 2021 clutch. The frame absorption is the best attribute to this machine and other manufacturers should take notice of how well this KX450 feels when the track goes to crap. If the suspension was a little stiffer, I think the chassis would shine even more. The whole bike feels friendlier than a Yamaha YZ450F in fast/choppy situations once you put a heavier fork spring inside the Showa fork. If you are the type of rider that rides faster tracks with square edges or lots of chatter there is no better frame than the KX450.  

Engine Feel: The 2021 KX450 comes on slightly smoother than the Yamaha, yet still has that lighter/free-revving feel and has minimal engine braking (less than a Yamaha). I went with the stock ECU settings and the white coupler and it seemed to like that the most when the track was deep or hard pack. The white coupler gave it slightly more throttle response, but didn’t make it jumpy feeling like the YZ450F. The 2021 KX450’s mid range has a nice amount of meat and the smoother pulling power of the top end/over-rev is manageable on longer straights. I didn’t lose mid to top end pulling power with the black coupler (compared to the the white one), but I could ride the KX450 more aggressively through corners. I however feel like the black coupler is simply too smooth on deeper tilled tracks. The KX’s engine is super connected to the rear wheel and never steps out coming out of corners, but the Yamaha’s excitement does get you on top of soft dirt a little quicker than the KX. The KX has a KTM 450’esq feel in certain areas of the track when it’s hard pack. The Yamaha lights up the rear wheel much quicker than the KX in these situations (even when you change the YZ’s mapping), so having a smoother roll on when the track is harder helps the green machine. The KX is an impressive easy to manage power plant!

Suspension: 

The 2021 Kawasaki Showa fork has tons of comfort, but is also too soft/divy for my liking on de-cel. The track I tested at required you to be hard on the throttle then brake heavily coming into the corner and the fork was too low in the stroke, which caused some oversteer. Going stiffer on the compression only hurt de-cel bump comfort, so I settled on going slower on the rebound, which helped some. I then went to a heavier spring rate (0.51) and the balance of the bike greatly improved off throttle. I would think some of that comfort would diminish, but I ended getting more comfort on de-cel bumps because the fork stayed higher up in the stroke. The shock is soft on high speed compression so going in on your high speed compression helps make the shock feel less empty on its end stroke. Below is a setting that I think can make a wide range of riders happier with their stock Showa suspension.  

What Is It Like To Ride A 2021 Yamaha YZ450F?

Engine Feel: So what exactly are you getting with the 2021 Yamaha YZ450F engine? You’re getting a connected rear wheel feel out of corners and more RPM response than a KX450. I don’t feel like you’re necessarily getting more bottom end pulling power than a KX, but the initial crack of the throttle is better (almost too much) right when you get ready to stab that throttle (anywhere in the RPM range). Where I feel like the Yamaha is best is through mid range-top end pulling power. The difference in “meat” through the mid-range once out of corners is impressive. We talk about third gear a lot in these tests and how important that gear is to the rider. If third gear is not useable in corners, it’s tough to ride smooth and forces the rider to be more active on the bike, which could result in getting more tired more quickly. The Yamaha has more mid-range pulling power, which allows you to use third gear through corners easier than the KX450. Usually you will have to fan the clutch a little on the KX to get the engine to recover and get back into the upper RPM range, but with the YZ450F you can just roll on the throttle and it will start pulling you down the track immediately. Top end pulls farther in second and third gears and will not sign off as much as the KX450 does. Even though a 450 shouldn’t be revved out, let’s be real, sometimes we are lazy and DO NOT have perfect riding technique, so it’s nice to leave it in second gear and use that gear all the way to the next corner. It happens right? This Yamaha engine character helps you do that better without sounding like Justin Barcia at Southwick.

Weight Feeling (Chassis): The YZ450F feels stiffer in the frame around the track than the KX. However don’t get scared off by the word “stiff”. It’s not rigid by any means, but just has a stiffer feel and doesn’t have that  wallowy sensation. Let’s go over this a little…The KX chassis is softer near the front of the machine and on the down spars of the frame. Now I am not going to sit here and tell you that the Yamaha is a cornering dream and that it corners better than the KX, because quite frankly it’s easier to get into area 1 of the corner on the KX450. Area 2 of the corner the KX feels lighter and is easier to lean, but in area 3 (exit) of the corners the Yamaha seems to hook up better. I will say that cornering stability is better on the Yamaha when the rut is rough and hacked out, but if you’re riding some sticky, long ruts the KX is easier to maneuver. Straight line stability is good on the Yamaha but the KX is great. The KX frame absorption or the transfer of energy when hitting bumps just has a softer feel to it on the green machine. The Yamaha doesn’t feel as long, but has slightly more energy (when hitting bumps) through the bars than the KX. I do feel when the track gets rough the Yamaha is easier to push your limits, but to me most of that is suspension.

Suspension: The stiffer setting that Yamaha has compared to the KX amazingly still has more comfort.  I mean I guess it shouldn’t be a shock, but I am wired to think if I go stiffer, my comfort sensation on the track might go down. The comfort that you’ve grown accustomed to with the KYB SSS/Yamaha suspension is still there! Even though both ends have more hold up and less pitching than the KX450, I still ended up going stiffer on my settings. I felt like under throttle out of corners the rear of the bike (shock) was too low and I was getting a harsh mid stroke feel. Going in one click stiffer on the low speed compression as well as in (stiffer) on the high speed compression a quarter turn will help with hold up. I also wanted to calm the rear of the bike down on braking bumps so I made a huge change to the rebound just to see how the YZ450F took it and to my surprise it really liked a slower shock setting, so don’t be scared to go as much as three clicks in (slower) on the rebound. Again, for 2020, Yamaha’s goal was to increase performance as well as comfort and they somehow weaved both seamlessly together for a no fuss suspension spec that I think will please a wide range of riders.  

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): Yamaha YZ450F

Vet Rider (More than 200 pounds): Yamaha YZ450F

Aggressive Light Rider (under 170 pounds): Kawasaki KX450

Lugging/Lazy/Smooth Type Of Rider(Gear High): Yamaha YZ450F

Ergonomics For The 6’0 And Under Rider: Kawasaki KX450

Ergonomics For The 6’0 And Over Rider: Kawasaki KX450

Front End Steering Rider: Yamaha YZ450F

Rear End Steering Rider: Kawasaki KX450F

West Coast MX Rider: Kawasaki KX450

East Coast MX Rider: Yamaha YZ450

Off-Road/GP Rider: Kawasaki KX450

Who Wins The Durability Test? I have ridden both of these machines a lot and will say that the Yamaha YZ450F has given me almost no problems. The Kawasaki’s subframe has cracked on me near the muffler mount as well, as well as some of the bolts strip out on me. The Kawasaki isn’t “unreliable”, I just do less maintenance  to the Yamaha. If you’re meticulous and are mechanic minded, the KX450 is fine, but if you’re a wash it/filter/oil/ride it type of guy like I am most of the time, the blue bike doesn’t give you any lip. To me it is very difficult to beat the durability of a blue bike. I have literally just changed the oil/filter, air filter, a clutch or two and have ridden the shit out of the bike (100 hours). Not even a valve check.  

Who Wins The MSRP/Contingency Battle? If you are racing with your new machine and looking to make the most out of your investment then to me Team Green sets the standard. Team Green has a ton of on track support at local and regional events, but if I was a local racer and looked at each manufacturer contingency programs, I know I could make more money back with the Team Green rewards program. If racing isn’t your thing, then disregard this option. 

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: YZ

Mid Range Power: YZ

Top End Power: YZ

Over-Rev: YZ

Roll On Acceleration (Control): KX

Throttle Response: YZ

FI Setting: YZ

HANDLING:

Straight Line Stability: KX

Turning Cornering: KX

Steer Effort (Low Speed): KX

Steer Effort (High Speed): KX

Maneuverability: KX

Weight Feeling: KX

C.G. Feeling: KX

Weight Bias: KX

FORK:

Comfort: YZ

Performance: YZ

Bottoming Resistance: YZ

SHOCK:

Comfort: YZ

Performance: YZ

Bottoming Resistance: YZ

BRAKES:

Front Brake Power: KX

Front Brake Feel: YZ

Rear Brake Power: KX/YZ Tie

Rear Brake Feel: KX/YZ Tie

RIDING COMFORT:

Machine Size: KX has a roomier rider triangle and is narrow feeling

Handlebar Feel: KX/YZ Tie Both have good bar bend

Grips: YZ

Seat Position/Height: KX

Seat Shape: KX

Seat Stiffness: KX

Leg Room: KX

Vibration: YZ/KX Both have minimal vibration 

Engine Noise: KX is much quieter than YZ

2020 450 MX Bracket Shootout "The Podium"

As long as I can remember, shootouts have been a staple in our industry. I remember being an 11 year old kid reading about the 1987 80cc Shootout in Dirt Rider Magazine and then proceeding to ask my dad for a Honda CR80 because it was the winner. Little did I know that just because a machine wins a shootout doesn't necessarily mean it’s the best bike for you. There is a lot to consider when purchasing a bike, but it’s fun to see which bikes have certain standouts or feels best when riding them all back to back. Fast forward to 2020 and the format to these shootouts haven't changed much, so I thought it would be time to try something different. I decided to do a bracket style shootout (similar to a college basketball format), with two bikes/three riders per bracket, with the winner moving on and the loser going home. This style of shootout removes a lot of biases as well as gives test riders more time to dissect each bike with only two bikes for each test. Let’s face it, not every guy in this shootout is fit, so having less bikes to test at one time is probably best. I personally ranked each bike on how I felt each machine performed (my opinion, not fact) out on the track and used that ranking to create the bracket for the other testers in this shootout. The bracket battles went as such:

Yamaha Vs. Suzuki = Yamaha Wins

Kawasaki Vs. Honda = Kawasaki Wins

Husqvarna Vs. KTM = KTM Wins

Final Bracket:

KTM Vs. Kawasaki Vs. Yamaha 

The 450 MX Bracket Shootout is done and dusted and we now have our podium for 2020. Below are the top three bikes from the shootout as well as some brief highlights, opinions, quotes, and why the other two machines didn't win. If you would like to dive more into the opinions of the riders as well as get more insight on each bike, head over to the “Podcast” section on keeferinctesting.com and simply click on “Keefer Tested” to listen to each bracket breakdown. They are not only informative, but a fun listen. Stay tuned for the 4th, 5th, 6th place rankings coming next week! As always we are here for you if you need us by emailing your questions to kris@keeferinctesting.com. 

Winner: Yamaha YZ450F

Why It Won: The Yamaha YZ450F has the most track toughness (well rounded) and is the easiest to set up to make a wide variety of riders happy. With the changes Yamaha made to the chassis/engine for 2020 it made big blue corner with more front end positivity and gave each rider more throttle to rear wheel connection. The engine is strong yet very usable and can pull you around the track in a higher gear without a lot of clutch abuse. The Yamaha Power Tuner App is easy to use to alter the power character if need be and the suspension is simply the best in class with the most comfort/performance. Each rider commented on how they didn't have to search for smoother lines in the afternoon when the track got bumpy as the Yamaha provided a safe feel on rough terrain. They could simply hit the rough line with confidence knowing that the YZ450F would do most of the work.  

Why It Could Have Lost: Yamaha still has some work to do when it comes to ergonomics. Although the bar mount height is much better for 2020, the position it’s in (forward hole) wasn’t well perceived by most riders. Most riders went to the back hole/forward mount position for a better feel in corners. The seat has a pocket that makes you feel like you’re sitting in the bike rather than on top of it and can feel cramped for taller riders (6’0 and up). 

Rider Quotes: 

“The Yamaha has the most comfort for my bigger size. I look for comfort because I don’t get to ride all the time, but when I do ride I want, I want to be able to be in control” -Kelly Gelhaus 5’10 220 pound Senior Intermediate 

“This is the best stock engine I have ever ridden” -Colton Aeck 6’0 175 pound Pro

Second Place: Kawasaki KX450 

Why It Got Second: The Kawasaki KX450 is the only other bike in the class that can rival Yamaha’s comfort on rough tracks. If you’re looking for a stable machine with the most chassis comfort available, then the KX450 is your bike. The bump absorption of this Kawasaki frame is unmatched, but the soft fork really holds it back. Riders from 165 pounds and up all commented on how the fork would dive too much on de-cel and that hurt the Kawasaki’s corner entry at times. The KX450’s engine character has an exciting rpm response, but transitions to a smoother roll on power delivery once exiting corners. This is good and bad depending on each tester. Some testers wanted more low end, but others praised how it easy it was to control coming out of corners. Kawasaki’s mid to top end pull is strong, but not quite as meaty as the Yamaha, especially when going up longer hills or with tracks with deeper soil. Most riders commented on how easy they could hit flat corners because of the amount of traction they had with the Kawasaki. The Kawasaki feels lighter than the Yamaha, but the Yamaha had more cornering stability on rougher/longer ruts. 

Why It Could Have Won: The Kawasaki could have won if they went up on the fork spring rate, which would have added to the already great straight line stability, but would have also added to an even better cornering character (initial lean in). The 250mm rear disc is touchy and sometimes can lock up too soon coming into corners. The amount of stability the KX450 comes with along with its newfound neutral cornering makes for a machine that is liked by almost all testers. 

Rider Quotes:

“I can’t believe how good this bike really is. The Kawasaki is able to come down these steep Glen Helen hills with ease. I felt confident right away on this bike” -Kenny Day 5’7 160 pound Vet Pro 

"The KX450 may not have the motor like the Yamaha, but the medium lean, on throttle traction I get with this frame makes me want to choose it over the Yamaha”. -Joe Oehlhof 5’10 195 pound Vet Pro

Third Place: KTM 450 SX-F

Why It Got Third: There are plenty of things about the KTM 450 SX-F that make it a great bike. An engine character that is buttery smooth down low, yet has the longest mid-top end pulling power in the class. A power that is so deceiving that it might make you think you’re not going to clear an obstacle, but you end up over shooting it because of the amount of traction it comes with. A lightweight feeling that can’t be beat when deciding to make sudden line changes. If you want to cut down from a blown out rut or berm, the KTM does it the easiest. Brembo brakes that allow you to dive into corners harder with more control and that allows for quicker lap times. With all this being said the KTM gets rated down to third because the AER fork simply doesn't have the front end traction or comfort the bikes in front of it has. This made each tester leery of really pushing the orange machine on rougher tracks. The AER fork also doesn't have the consistency of a spring fork so you will have to continue to chase settings throughout the day. 

Why It Could Have Won: The KTM 450 SX-F accepts a wide range of rider, but if you’re a novice rider that is scared of huge power, the KTM will not rip your arms out and get you fatigued like other 450’s can. If you’re a more aggressive rider the lightweight chassis feel along with the connectivity to the rear wheel allows for the faster rider to push their cornering to a new level. Most riders in this shootout said that rolling on the throttle earlier through corners was a common occurrence when they were on the KTM. If KTM could get more consistency and/or more comfort out of the AER fork, the other manufactures would be in a world of hurt. Or how about if they just went to a spring fork? Now we are talking!  

Rider Quotes:

“The KTM easily could of won this shootout for me, but the AER fork feel harsh on slap down” -Kelly Gelhaus 220 pound Vet Intermediate 

“I am usually a 250F type of rider, but the way the KTM 450 SX-F delivers its power makes me want to ride a 450! It’s so easy to ride! -Tod Sciacqua -155 pound 5’8 Vet Expert 

Any one of these bikes can be great for anyone reading this article. By listening and reading the information we have up at Keeferinctesting.com you can make an educated decision on which bike fits your riding style/needs. Also, maybe more important, is which one fits your pocketbook? If you’re looking to get the best deal on any one of these bikes please email me at kris@keeferinctesting.com and we can get you in contact with David over at Power Motorsports.

2019 85cc MX Shootout

Nothing brings me more joy than watching my son share the same passion that I do for dirt bikes. However making the decision (as a parent) to purchase the correct machine can be somewhat confusing, difficult, and expensive. That is where Keefer Inc. Testing comes in! We decided to do a 2019 85cc shootout for you moto loving parents out there, but also give you some insight on which bike might be best for you and your little one. This was a big undertaking for myself as it’s tough to get kids to open up on how each bike feels, but we can officially say that the 2019 85 MX Shootout has officially taken the checkered flag after three days of testing, over 50 pages of testing notes, eight test riders, and after countless engine hours have racked up on thee little bikes. The tracks we chose to test at were good for a wide range of abilities and wasn't so gnarly that your typical 85cc novice couldn't have some fun. We feel the tracks we tested on were the best tracks (combined with the prep that was performed) that brought out each machines strengths and weaknesses. In doing this we know the information gathered was the most accurate we could offer from our 11-14 year old testers. Below are the final rankings and a brief evaluation summary that were tallied up by using an olympic style scoring. If you want to hear more about each bike, get a much broader breakdown of each machine, and hear from one of the testers, click on the podcast tab to listen to the Rocky Mountain ATV/MC Keefer Tested Podcast Presented By Fly Racing And Race Tech this week!

Check back soon for a “Best Settings” article for each machine and a full photo gallery. We also will be doing some “Living With” articles with a few of these throughout the 2019 year, in order to give you parents some feedback on what is breaking and what you can do to make these bikes even better. Just don’t go all mini parent on your kids! Let them enjoy riding their dirt bikes and having fun with their family and friends. #KeepKidsOnDirtBikes

The 2019 Suzuki RM85 wasn’t available when we had photo day, so look for more action shots of the RM85 when we post up the “Best Settings” article.

First Place: Tie KTM 85SX/Husqvarna TC85

MSRP: KTM 85SX $5,899.00

MSRP: Husqvarna TC85 $5,999.00

Unlike its bigger brothers, the KTM and Husqvarna are identical on paper and most of our test riders couldn't feel the difference between the two on the track, hence why we chose to have a tie for first place. Both engine packages are powerful enough to make even our pro test riders smile. Every test rider underestimated the power of the small but mighty engine, however it wasn't so gnarly that it scared our novice kids. Make no doubt about it though, these are racing that want to go fast. The KTM and Husqvarna have a smoother delivery down low (similar to their bigger four-stroke counterparts), but once both hit the midrange, they explode with a pulling power that gets you down the track in a hurry. Simply put the engines in both of these machines out perform all of the others in class and put smiles on every one of our young testers faces. Heck, I even rode them and it put a smile on my face! I wish I had these engines when I was on minis! The beauty of these motors is if you wanted to tame the power or move it around, you could very easily do so with the power valve adjuster. You can turn the power-valve adjuster on the right side of the engine 1/4 of a turn clockwise, have your little one ride the bike, come back to the pits and turn it 1/4 of a turn counterclockwise (from stock), and have them tell you which one he or she prefers. Doing this makes a big difference in the power delivery, so it’s worth the time and effort to give it a try to make the rider feel comfortable. Plus it’s a good evaluation to test their “test rider skills”. The top end and over-rev is what really sets these engines apart from the Yamaha. The Yamaha is better down low, but once opened up, the KTM and Husqvarna simply out pull it down the straights. You can just hear how much further the KTM and Husqvarna rev out when watching/hearing the kids ride each machine.

The hydraulic clutch was well perceived by each tester and the overall abuse that the KTM and Husqvarna clutches can take is better than the other colored machines. Usually air forks are a nightmare on big bikes, but in the world of small bikes, I don't think it’s as critical. Not one test rider complained about the 43mm WP AER fork and in fact it was easy to dial in for our wide range of testers. We normally stuck with the recommended 5 bar of fork pressure, but dialed it down to 4-4.5 bars for the lighter kids with great success. The KTM and Husqvarna do sit a little taller than the other bikes in the shootout so that is something parents will have to know going in before purchasing. Some of our smaller testers could quite touch the ground when seated, so be forewarned that you may have to lower the seat height for smaller riders. The handlebar bend is tall, wide, has some rise to it, but gives room for riders to grow into. The bar pad that KTM/Husqvarna use are horrible and should be replaced immediately with a foam style pad. The downside to these two machines? Price! They are over a grand more than any other bike in this shootout, so be sure you’re ready to pay for that “Race Ready” motto.

Positives:

Incredible mid-top end engine delivery

Balanced Suspension 

Hydraulic Clutch 

Negatives: 

Lack of bottom end power (compared to Yamaha)

Hard feeling bar pad

Could be tall for smaller riders

Who Are These Bikes For? Riders that want to go racing and ride very aggressively.  

Third Place: Yamaha YZ85

MSRP: $4,599.00

Yamaha came in with a new YZ85 for 2019 and it was well perceived by most testers in our shootout. The engine on the 2019 Yamaha YZ 85 is very strong coming out of corners, but doesn't pull quite as far as the KTM and Husqvarna on top end/over-rev. The Yamaha has more of an exciting hit down low than the orange and white bikes, but just doesn’t have the recovery through the mid range like the front runners do. When some testers made a mistake coming out of corners they had to cover the clutch way more than they did with the KTM and Husqvarna. If the clutch was abused (like some novice kids can do) the YZ85 started to slip and drag during the course of the day. You could hear it starting to slip, so we were forced to change out the clutch plates after our second day of testing. The tighter the track we tested at the more the testers liked the power and RPM response of the Yamaha. It is a very exciting power delivery. The good news is that the jetting is clean and crisp with the Yamaha and comes ready to go right from the crate.

The 2019 Yamaha YZ 85’s suspension has a plush feel to it and to most testers had more comfort (in fork) on braking bumps than the Husqvarna and KTM. However our heavier testers couldn't quite get it to hold up enough for their aggressive style and had to really pay attention to downsiding jumps perfectly. Straight line stability was also praised as testers thought they could hit bumps faster at speed and the Yamaha remained stuck to the ground/planted. Compared to the KTM and Husqvarna though the Yamaha corners a little slower. Entering corners some testers thought it felt tough to lean the YZ85, which forced them to use outside lines more instead of getting into a tight rut. The handlebar bend was well liked by every test rider and the way the Yamaha fit all of our testers was amazing. Simply moving the bar mounts forward or back help create a smaller or larger rider triangle for each test rider. The ground clearance seemed to be just right for the wide range of riders as each felt comfortable right away. If you’re looking for a competitive bike that isn’t a KTM or Husqvarna, look no further than the YZ85. The blue bike should be your top pick simply because it’s a great bike that costs less than the top two machines. With a pipe and silencer the YZ85 could be as fast as the orange and white on top end.

Positives: 

Great bottom end power delivery

Ergonomically fits a wide range of riders

Stable at speed 

Negatives: 

Clutch life

Slightly slower cornering compared to Husqvarna and KTM

Black frame paint chips way too quick 

Who Is This Bike For? Riders who like a lot of RPM response and like to be aggressive on fast tracks. 



Fourth Place: Kawasaki KX85

MSRP: $4,349.00

Fourth place goes to the Kawasaki KX85. The green machine honestly doesn’t do anything bad, but from what we heard from each test rider, doesn’t have any real stand out “this is the best” qualities (compared to the other machines) either. The engine delivery is calculated and easy to ride, which did make our younger/novice test riders more confident in charging around the track. There is no real explosive hit out of corners, but instead the rider has tons of traction at the rear wheel that is exceptional under slippery conditions. The Kawasaki gets pulled through the mid range and top end at faster/deeper tracks and our more experienced riders were just looking for more power throughout the power curve. The jetting comes a little rich so raising the clip up one or two really helped the rich/lethargic feeling on low end. The suspension is plush yet very soft for any test rider over 100 pounds, so if you are on the bigger side, a set of heavier springs and a re-valve might be in order. The lighter/smaller kids that tested the KX85 loved the bump absorption and raved about how stable the bike was for them on rough tracks. The KX85 corners well and to most testers had the best overall cornering stability that allowed kids to push past their limits through fast sweeping corners. The Kawasaki feels longer and lower to the ground, which makes it planted once under a lean angle. The KX85 is tailor made for smaller riders as the bars are swept back/low and the rider triangle is very small. Kawasaki needs to update their bar spec and quality of handlebar as it is dated compared to the others (besides Suzuki) in the shootout. We do know with a little work the KX85 is a weapon of choice for a lot of young amateur racers, but in stock form needs some updates to make it better than the top three. 

Positives: 

Stable at speed

Plush suspension for smaller riders

Rider triangle great for kids coming off of 65’s

Negatives:

Vanilla power delivery

Small cockpit for bigger kids

Soft suspension for aggressive riders over 100 pounds

Who Is This Bike For? Riders that race motocross and grand prix’s that prefer stability.

Fifth Place: Suzuki RM85

MSRP: $4,199.00

The Suzuki ranked fifth, but although the looks of the RM85 look dated, the engine is actually quite good. I would say this is the most underrated/peppy engine in the shootout. The test riders felt the RM85 had better bottom end/RPM response than that of the KX85, but couldn't quite match the top end pulling power that the other bikes ahead of it had. Top end was short and the jetting was also a little rich for sea level riding conditions. We raised the clip up one (leaner) and this helped RPM response a little through the mid and top end range. Once jetting was leaned out most testers thought the Suzuki RM85 had a lightweight feel coming in and out of corners because of the snappy throttle response down low. Lightweight testers didn't mind the mellow mid-top end pulling power feeling, but riders that were over 100 pounds and more aggressive, simply needed more engine. The suspension is soft stock and compliments lighter riders well, but if you're an aggressive or heavier 85cc rider, you will want to get some heavier springs ASAP. The ride attitude of the RM85 on the track was tougher to figure out (with aggressive riders) because most of them complained about the front end feeling low on de-cel. With some of that front end dive though came increased front end traction through corners. Just like most Suzuki’s, the RM85 turns as well as the front runners in the class and likes tight inside lines the most. If the corners are sweeping and long the Suzuki can get a little unstable/twitchy for lighter riders. Straight line stability was well perceived with larger testers and was a little harder to handle with lighter riders. A couple testers complained about vibration coming through the handlebars and the grips hurting their hands. Suzuki desperately needs to update this area of the RM85 as we think these are the same bars that were on Buddy Antunez’s Suzuki when he was an RM80 rider back in the day. Although on paper the Suzuki is heavier it feels light on the track! Even thought the Suzuki RM85 is fifth we think this is a great bike for any local or novice/intermediate racer. My son Aden says this was one of the most fun bikes he has ridden at Milestone to date! Trust me, that says something as he is pickier than his old man.  

Positives: 

Good bottom end snap

Gives riders confidence in tight corners

Lightweight feel 

Negatives: 

Mid-Top end power

Soft suspension 

Dated handlebars and grips (cockpit)

Who Is This Bike For? A lighter novice rider that needs to gain confidence through ruts/corners.  

Best Overall Categories: 

Best Bottom End: Yamaha

Best Mid Range: KTM/Husqvarna

Best Top End: KTM/Husqvarna

Best Over Rev: Husqvarna 

Best Fork: Yamaha

Best Shock: Yamaha

Best Cornering: KTM/Husqvarna 

Best Straight-Line Stability: Kawasaki

Best Lightweight Feel: Suzuki 

Best Brakes: KTM/Husqvarna

Best Ergonomics: Yamaha

Best Shifting: KTM/Husqvarna

2019 450 MX Shootout

The 2019 450 MX Shootout has officially taken the checkered flag. After three days of testing, over 100 pages of testing notes, 16 test riders, countless engine hours racked up, and over seven hours of testing information sent to your ears (via podcast) we finally have a winner. The results changed dramatically from last year’s shootout and for 2019 the top five were all miserably close for each test rider. The tracks we chose to test at were also chosen by four out of the six manufacturers to evaluate their production machines before we got our hands on them. These tracks provided deep, loamy soil conditions in the morning that turned hard pack and slick towards the end of the afternoon. We feel these were the best tracks (combined with the prep that was performed) brought out each machines strengths and weaknesses. In doing this we feel the information gathered was the most accurate we could offer (from the west coast) from an evaluation standpoint. Below are the final rankings and a brief evaluation summary that were tallied up by using an olympic style scoring. If you want to hear more about each bike and get a much broader 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 YZ450F

The Yamaha YZ450F won because it provided the riders with the most comfortable suspension, an easy to ride engine character, and a new found planted cornering ability. The small changes that Yamaha made did make a big difference out on the track. It’s also one of only a couple bikes that can use third gear through corners an get you out in a hurry. “Recovery Time” on this engine is impeccable and forgives riders when they make mistakes when shifting too early. Testers agreed that the YZ450F is much more confidence inspiring than that of the 2018 version through corners (cornering stability). It split wins/days with the Kawasaki, but the Yamaha had nine “individual test rider opinion wins” throughout the shootout that tipped the scales in its favor. Small changes on paper equals big changes out on the track for 2019. Congratulations Yamaha!

Second Place: Kawasaki KX450

The most improved machine in the 2019 450 MX Shootout belongs to Team Green. The KX450 won the first day of the shootout and was a favorite of most testers throughout the week. The chassis is well behaved and can be pushed hard by the rider without it doing anything out of the ordinary. The lightweight feeling of the KX450 is noticed immediately around the track and the free-feeling engine character makes it a very fun/playful bike to ride. With four “individual test rider opinion wins” it was the only other bike in the shootout to keep the Yamaha honest. Kudos to Kawasaki for making a great first year/generation KX450. That is not easy to do!

Third Place: Husqvarna FC450

The Husqvarna FC450 is one of the most connected throttle to rear wheel bikes in this year’s shootout. There is so much traction that it is deceiving to some testers to figure out how much throttle to give, to clear obstacles immediately out of corners. It doesn’t feel or sound like the Husqvarna is really hauling ass down the track, but you end up over jumping certain jumps at times because the FC450 is hooking up so well. All of the riders preferred the black throttle cam on the Husqvarna/KTM for more a snappier/quicker RPM response. The WP suspension isn’t holding this bike back as much as it did in year’s past and leaning it over in corners is made easy with its lightweight feel. The Husqvarna fell down the ranking because riders did want a little more throttle response in deeper conditions (even with the black throttle cam installed). The FC450 was one of only three machines to score more than one “individual test rider win”.

Fourth Place: KTM 450SX-F

The KTM 450SX-F has more bottom end and RPM response than the Husqvarna, but lacked some compliance/comfort when the track got choppy and rough. The KTM still feels lightweight through corners and gives riders, that lack cornering technique, more confidence through ruts. The Neken handlebar is a little more rigid than that of the Pro Taper bar that is on the Husqvarna and that doesn’t help on slap down landings. The engine character is smooth and linear thus helping/forcing riders carry more speed through corners. The WP/AER front fork lacks some small bump absorption, but once you break through that initial part of the travel, it is quite nice. The KTM 450 SX-F is one of my favorite bikes to ride with some minimal modifications done to it. The is how close all of these bikes really are! A little massaging here and there can make a fourth place bike a first place machine.

Fifth place: Honda CRF450R

Ride Red. No Wing No Prayer. The Honda CRF450R has the fastest feeling engine character in the shootout. If you’re looking to get from point A to point B in a hurry, the Honda’s engine will oblige. As fast as the CRF450R is, it still feels connected to the rear wheel without much loss of traction, but the rigidity balance is what hurt it the most. When the track gets hard packed and rougher, the Honda suffers from lack of stability. The front end gets a little twitchy and can be difficult to ride fast when track conditions get worse. The suspension has a lot of comfort, but that comfort needs to come from the frame more, in order to be a shootout winner. Riders did like the on-the-fly handlebar mounted map switch and its three modes. Each mode has a completely unique feel to it unlike other machines where switching maps didn’t make a “huge” difference.

Sixth place: Suzuki RM-Z450

The Suzuki RM-Z450 is the best looking bike out of the bunch. However, looks alone couldn’t get the Suzuki up the charts in 2019, but the zook has improved slightly since last year. The BFRC shock still unloads (kicks) off throttle, which causes the rider to have a lot of pitching coming into corners. Most riders didn’t mind the engine’s delivery, but just wanted more from the powerplant (especially on deep tilled tracks). The white coupler was almost unanimously used by all riders which helps “wake up” the bottom to mid range, but the Suzuki still signs off too quickly up top. The cornering of the RM-Z450 is still great, but other machines are as good, if not better than the Suzuki for 2019. This bike would be great for a rider who wants to spend less money and still have a good bike to go race/ride on the weekends. Small modifications can really help the Suzuki become a better machine. In fact, we will be doing a project 2019 RM-Z450 this year, so stay tuned!


If you have any questions about the shootout please feel free to email me at kris @keeferinctesting.com. As usual we have an open door policy over here and love to bullshit about dirt bikes. If you see me at the track, come over and say hey!

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

2018 250 MX Shootout

Just like we did for the 450 MX Shootout we are bringing you a written version of our findings from the Rocky Mountain ATV/MC 2018 250 MX Shootout presented by Fly Racing . We spent a long three days of testing all the machines and broke them down as best we could. We had over 15 different rider opinions that included a couple ladies as well (which we think is very important in this size classification). If you want to go back and listen to all three shows you can look for them on pulpmx.com or right here at  keeferinctesting.com and click on the podcast tab. For you old school non-podcast humans out there I wanted to go over each bike’s ranking and what some positives and negatives were about each of those machines. We went to three vastly different types of tracks so we could really dive into each machine weaknesses and strengths. I do want to get across that each one of these bikes are a very capable machine that could be great for any type rider. Just a few little modifications could add up to a completely different type of machine that could work great for you. For example the Honda CRF250R was either on top of a rider’s pick or at the bottom of another. This is the testament to how close these bikes are and how each bike can be a great choice for any rider. 

In our coverage of the 2018 250 MX Shootout we used an Olympic type of scoring system to get the overall results. Each day test riders would write down notes and rank each machine at the end of the test. There is a winner for each day, but after the final day, the scores were tallied (the lowest scores being the best) and an overall winner was crowned. The KTM 250SX-F won the first two days at Milestone in Riverside, California and Sunrise Cycle Park in Adelanto, California. The third day we went to Carson Mumford’s private sand track in the high desert of California and the Husqvarna FC250 took top honors there. However, once all the days scores  were tallied, the KTM 250 SX-F was the winner in the inaugural Keefer Inc.Testing/Pulp MX 250 MX Shootout! Congratulations to everyone at KTM for building such a well rounded machine and great job by their R&D team. 

After going over 15 riders notes, below is a compiled brief description of each machine and three positives and three negatives. I also wanted to incorporate one modification that I would want to make (or recommend) to do to each machine upon purchase (or shortly thereafter). Again, this is just an overview of some key points we dove into on each day’s podcast. So……If you haven't experienced a shootout in a podcast format, do yourself a favor and listen to all the info that is available for you to hear. Sometimes it’s tough to really decipher a rider’s opinion through text/written form without hearing the test riders tone while they speak about it. That can’t be translated fully here on your computer screen or your phone and can only be translated through actually hearing their words and what they have to say. This is why I think this form of testing information is important to get out to you in a more organic, tailgate-talk type of way. If you’re in the market for a new 250 MX machine here are the rankings, some stand out qualities and some things that each bike needs help with.         

Sixth Place: Suzuki RM-Z250

Randy Richardson rips for a 50-something year old. The RM-Z still can corner well and has great throttle response down low. 

Suzuki didn't change the RM-Z250 one bit as they focused their R&D efforts on the RM-Z450. The Suzuki for lack of a better word is slower than the other 250s in its class. The bottom end delivery is good on the zook, but once past those low rpm’s the yellow machine loses its luster. If you short shift the Suzuki, it can reward you, but it’s sheer lack of pulling power and top end makes it the bottom of the pecking order for most riders. The KYB PSF2 fork is not the most friendly on a rough track as it is difficult to set up and get a comfortable setting. Most riders said they wanted more hold up and then when they got that the fork was too harsh. Welcome to the air fork world folks! Suzuki was praised for its cornering ability and its easy to lay over style. However, some testers said that the Honda and Kawasaki may have passed the Suzuki in the king of cornering category. The lean coupler is still the best setting for overall horsepower and it it is also noted the the Suzuki feels dated when riding it. With some engine work and a re-valve the Suzuki can be a dangerous weapon in the right hands.

Positives: 

• Shock has good comfort on acceleration bumps 
• Snappy throttle response/bottom end delivery 
• Slim Ergos 

Negatives: 

• Soft overall power feel (mid-top) 
• Fork is difficult to set up and harsh on small bump
• MX52 tires leave rider searching for traction on hard pack (vague feel)

Recommended Modification: A high compression piston and and an aftermarket muffler system does this bike wonders. It wakes the bottom to mid up even more and lets it pull harder into the top end. 

Tie/Fourth Place: Kawasaki KX250F

                                       The KX250F is an impressive machine for 2018. 

The Kawasaki KX250F received some changes to their engine for 2018 and you could feel those changes in the way of performance on the track. The KX250F did really good on the final day of the shootout at Mumford’s getting a second place and winning two test riders over on this day. Just like the KX450F the 250F frame has one of the best bump absorption characters in the group. When the track gets rough and hacked out, the frame of the Kawasaki flexes and gives the rider superb feel. The bad news is that the Showa SFF fork masks that great feeling with its harsh feel for most riders. Heavier riders didn't notice it as much, but Kawasaki needs to get back on the double coil spring fork program to improve this machine. The engine has a snappy throttle response with a free feeling on de-cel without much engine braking. Once rolling on the throttle the power is not as strong as the KTM or Husqvarna, but still creates a lightweight feeling on the track. The KX250F feels light through corners, but the Kawasaki still feels long. Most riders thought the green machine is a more neutral turning bike and not the rear wheel biased machine it was a couple years ago. If it wasn't for the harsh feeling fork and a little more top end/over-rev this bike could be in the top three very easily. In fact if my opinion/ranking was involved in this shootout I would have put it third! 

Positives: 

• Frame bump absorption
• Snappy throttle response
• Feels light through corners

Negatives:

• Fork is tough to dial in and harsh through mid-stroke
• No electric start 
• Lack of top end/over-rev  

Recommended Modification: If you can get a Kawasaki FI tool to re-map your KX250F, it really does make it a drastically better machine. We put one of the Kawasaki technicians maps inside of our test bikes and it makes the KX250F pull longer from mid-top (something this bikes needed). Pro Circuit also has a great setting for the Showa SFF fork that helps mid stroke comfort.  

Tie/Fourth Place: Honda CRF250R  

Chris "I rev my bike more when my chic shows up" Johnson loved the cornering of the Honda. 

The Honda was the most anticipated 250 for 2018 with an all new machine with a dual overhead cam, dual headpipes, electric start, updated frame and spring forks! What was interesting when going back to listen to the shootout was that it either won or was ranked further down in the riders rankings. The engine is lacking some torque than the Yamaha, KTM, Kawasaki and Husqvarna has. Once you get passed the empty bottom end feeling however the Honda absolutely rips. It pulls hard through the mid-top end and revs out farther (on paper) than any other machine in its class. Aggressive riders loved this type of engine character while other heavier/lazier riders wanted more torque. Even though the Honda is one of the heavier bikes in the shootout on the scales, it still feels agile when cornering or whipping the machine. The suspension rivals the Yamaha’s for class leading comfort and most every rider praised how well the suspension worked on the track. The Honda likes to run a sag measurement of 108mm as this helps straight line stability when the track gets choppy. When we ran the rear end higher the CRF250R got a little oversteer through mid-corner, so make sure to really pay attention to sag settings. 

Positives:  

• Top end pulling power with tons of over-rev 
• Balanced suspension 
• Ergonomics. Every rider loved the way the Honda felt when riding.  

Negatives: 

• Empty/soft feeling bottom end pull 
• Must be ridden aggressively 
• Slight twitchy feeling if sag is not paid attention to closely  

Recommended Modification: Just like the Suzuki the Honda could benefit from slightly more compression and a muffler. I have already ridden a slightly modified version of the Honda and it actually has some torque now! Honda will be making a cam for the new 250R that will also be developed in house so you know it will be good.  

Third Place: Yamaha YZ250F  

New blue rims and some graphic changes are all the Yamaha YZ250F got for 2018, but it's still a very good machine with loads of torque..

The Yamaha YZ250F didn't change for 2018 as Yamaha made all the changes to the 450F. The YZ250F has incredible amounts of excitement down low and more torque than any other bike in class. Pulling power through the mid-range is also as good as the KTM and Husqvarna, but starts to lose ground once into the top end and over-rev. The orange and white bikes pull stronger in those departments, but if you short shift the Yamaha it will pull a taller gear without any trouble. Most vet riders and testers who normally ride 450’s loved this engine character. Faster pros wanted more from the Yamaha’s top end. The YZ250F will corner well if your technique is good. If you have bad technique in corners then the Honda or Suzuki will be your best choice. The fork and shock on the Yamaha won the suspension category almost everyday and most every test rider said that they loved the suspension, especially when the track turned for the worse. This is when you can appreciate the suspension and chassis of the blue machine. It lacks an electric start (2019 YZ250F should have one) and some riders felt it was wide in the shroud area, but the pure excitement of this engine makes it a tough bike not to purchase.   

Positives: 

• Exciting bottom end and torque feel 
• Best suspension in class 
• Durability         

Negatives: 

• Lacks over-rev compared to the top two 
• Flat corners has slightly less of a planted feel
• Wide shroud area fro some riders 

Recommended Modification: A Vortex ignition. This is going to sound expensive (and it is at around 600 bucks), but this was the single best modification that I have made to the YZ250F. It lets the YZ250F pull longer on top end and rev out further while keeping the fun exciting low end feeling.  

Second Place: Husqvarna FC250  

Dylan Anderson commented that the Husqvarna FC250's engine kept pulling through the mid to top end, which let him clear larger size obstacles out of corners.

The Husqvarna FC250 came oh so close to wining this whole thing! It is such an easy bike to ride and gives you confidence in its ability to give you maximum traction at any track. The FC250 surprisingly hits harder than the KTM and has more rpm response, which makes it feel slightly lighter than the orange version. Testers loved the engine and its buttery smooth, yet exciting pulling power out of corners. It’s almost deceiving because the Yamaha has more “crack” at initial throttle so you might think you are popping out of corners quicker. However, the Husqvarna doesn't  wheelie out of corners and sticks to the ground while pushing you forward in a quicker manner than any other bike in the shootout. The Husky’s suspension is what held it back from winning this year. Although both the Husky and KTM have the best air fork in today's motocross realm, it still doesn't give the predictability over a long day of riding as much as the spring forks in the shootout. The spring fork also gives the rider slightly more front end traction (mid corner) and that seemed to be very important to some riders in this year’s shootout. The Husqvarna is light, but on the track the FC250 corners excellent and the lack of weight) is really felt when you need to cut down early from a corner or scrub a jump. This is where the Husky shines and is superior from others. The KTM and Husqvarna have the best brakes in the shootout, but be forewarned if you never experienced a Brembo set up. It can be too grabby at times so make sure to get used to the feel at first. The “Traction Control” option is cool and actually works, so don't be scared to push that button on hard pack days. The action of the Magura clutch is not as good as the KTM’s Brembo hydraulic unit, but still is very good. 

Positives: 

• Easy to ride, smooth yet exciting engine character 
• Lightweight chassis feel
• Rear wheel traction (connected to throttle hand)  

Negatives: 

• Harsh feeling mid stroke at rough tracks 
• Fluctuation of fork feeling throughout day at track
• Bike looks hammered too quickly 

Recommended Modification: This bike doesn't need much, but I would get the suspension re-valved to get more comfort out of it when the track is hacked out. WP Factory Services does a great job at setting your bike up and making the Husqvarna a more balanced, comfortable machine. 

First Place: KTM 250 SX-F

The winner! The KTM 250 SX-F takes the cake when it comes to engine, chassis and ease of riding.

What separated the KTM and Husqvarna this year was the rear end compliancy on rougher type tracks. Most testers didn't know that the swingarms between the two were different, but the KTM swingarm has a slightly different shape (on the inside of swingarm) and a softer (more flex) feel. The KTM didn't feel like it had quite the bottom end snap the Husky had, but most testers said it had a little more top end pull. Rear wheel traction is always at an optimal level and accelerating out of a corner the orange machine stays straight and hooked up. The fork between the Husky and KTM feel almost identical and 10.6-10.7 bars was a good base setting for most riders. 103-105mm of sag gave the KTM a balanced feel and let the rider start his corner early, which helped lean the orange brigade over nicely through flat corners. The lightweight feel of the KTM has to be mentioned because it doesn't those “out of shape” riders as tired as other bikes in class.  

Positives: 

• Strong mid-top end pulling power that creates an exciting feel
• Rear wheel traction
• Lightweight feeling  

Negatives: 

• Fork has harsh feeling mid-stroke 
• Handlebar feels slightly more rigid than Pro Taper bar on Husky 
• Shock had soft feeling on end stroke (high speed compression) 

Recommended Modification: This is going to be cheap and easy. Go to a Pro Taper handlebar or a Rental FatBar. The Neken handlebar that is on the KTM is rigid and hurts the wrists on slap down landings. I also like going to standard non lock on grips as they are not as rigid as well. You can also do the same thing to the suspension re-valve as I recommended with the Husky.

2018 450cc Motocross Shootout

Unless you have been living under a rock you know that the Rocky Mountain ATV/MC 2018 450 MX Shootout podcast presented by Fly Racing has wrapped up a while ago and we crowned a winner. If you want to go back and listen to all four shows you can stay right here and click on the podcast tab and find each day’s podcast at your fingertips. However, for you non podcast humans out there I wanted to go over briefly each bike’s ranking and what some positives and negatives were about each of those machines. We had nearly 20 testers over the course of three days at three separate tracks to really dig into what each machine has to offer. What I do want to stress is that each one of these bikes are a very capable machine. One rider’s top picks can be someone else’s bottom pick. This is the testament of how close these bikes are and how each can be a great choice for any rider. 

In our coverage of the 2018 450 Shootout we used a Motocross Of Nations type of score to get the overall results. Each day test riders will write down notes and rank each machine at the end of the test. After the final day the scores were tallied, the lowest scores being the best and an overall winner was crowned. The Honda CRF450R won the first day at Sunrise Cycle Park in Adelanto, California and KTM 450 SX-F won the second day at the famous Glen Helen Raceway in San Bernardino. The third and final day was held at Competitive Edge MX Park in Hesperia, California and the Honda would come out on top once again to take the win in the inaugural Keefer Inc.Testing/Pulp MX Shootout! 

After going over almost 20 riders notes, below is a compiled brief description of each machine and three positives and three negatives that stood out over the course of the shootout. We also put together what type of rider each bike could be good for. Again this is just an overview of some key things we dove into on each day’s podcast. So…… If you haven't experienced a shootout in a podcast format do yourself a favor and listen to all the info that is available for you to hear. Sometimes its tough to really decipher a rider’s opinion through text without hearing their tone while they speak about it. That can’t be translated fully here on your computer screen or phone and can only be translated through hearing what they have to say. This is why I think this form of testing information is important to get out to you in a more organic, tailgate talk type of way. If you’re in the market for a new 450 MX machine here are the rankings, some stand out qualities and some things that each bike need help with.         

Sixth Place: Suzuki RM-Z450

Suzuki was one of the most anticipated bikes to ride in the 2018 shootout. When asking each tester what bike he was excited the most to ride, almost all said the Suzuki. However, after getting off the RM-Z450 most would be scratching their head wondering which direction to go to improve the machine. On the track the Suzuki still corners very well even though it feels like a tank when taking it off the stand. The frame feel of the RM-Z450 is improved from the 2017 version and is more compliant on fast rough straights. The new Showa spring fork was well perceived and while a little soft for most testers is still tons better than the TAC Showa fork that graced the Suzuki last year. The BFRC shock was noticeably comfortable on acceleration bumps and had tons of traction coming out of choppy ruts once we dropped the sag to 108mm. What hurt the Suzuki was the lack of excitement in the engine delivery and the hinged feeling between the front end and rear end of the Suzuki on long sweeping corners. When the track is tilled deep you are able to feel the weight more because the lack of bottom end response. When the track was firmed up and hard packed the Suzuki’s engine delivery was easier to handle and was in the top three of novice testers. 

Positives: 

• Shock has good comfort on acceleration bumps 
• Easy to ride engine character for novice riders (Roll On Throttle Delivery)
• Slim Ergos 

Negatives: 

• Soft overall power feel 
• Fork soft and makes bike feel unbalanced
• No electric start 

Fifth Place: Kawasaki KX450F 

The Kawasaki is unchanged for 2018, but that doesn't mean it’s not a great bike. The KX450F’s frame has one of the best bump absorption characters in the group. When the track gets rough and hacked out, the frame of the Kawasaki flexes and gives the rider superb feel. The bad news is that the Showa TAC air fork masks that great feeling with its harsh feel for most riders. Heavier riders didn't notice it as much, but Kawasaki needs to get back on the spring fork program to improve this machine. The engine has a snappy throttle response with a free feeling on de-cel without much engine braking. Once rolling on the throttle, the power is not as strong as the Honda or Yamaha, but still creates a lightweight feeling on the track. The Kawasaki still feels long, but not heavy by any means. Most riders thought the green machine is a more neutral turning bike and not the rear wheel biased machine it was a couple years ago. If it wasn't for the harsh feeling fork this bike could be in the top three very easily. We are going to try a spring fork on our 2018 test bike to see what this bike can really do!  

Positives: 

• Frame bump absorption
• Snappy throttle response
• Shock has tons of comfort on braking bumps/acceleration bumps

Negatives:

• Fork is tough to dial in and harsh through mid-stroke
• No electric start 
• Long feeling for less skilled riders through corners 

Tie/Third Place: Yamaha YZ450F 

Yes, thats right we had a tie for third place after all the scores were tallied up. The Yamaha YZ450F is all new and hopes were high for the bLU cRU. The Yamaha won the engine category of our shootout on almost everyday as the powerful, yet smooth bottom end delivery, along with a wide mid to top end pull was the favorite with most testers. The Yamaha engine pulls second and third gear very far and makes it easy for any type of rider to take advantage of its spread on the track. The KYB suspension was also the best of the bunch with its very comfortable feeling when the track gets rough. Riders from 165 pounds to over 200 pounds agreed that this suspension was superb on the big bumps of Glen Helen. One of the things that held it back from winning was cornering character. Most riders agreed that on tip in the Yamaha was better, but on corner exits it wanted to stand up too early. Some riders complained of a slight twitchy feeling “on throttle” with the front end. Once “off throttle” the YZ450F felt planted and didn't have the wiggle it once did. A couple riders complained that they still felt the Yamaha was wide feeling, but we think that it is more of a visual thing than a feeling on the track. I rated the Yamaha first at Competitive Edge because of my ability to push on a track that gets rough. Shocking that I rated a Yamaha first, but with a couple adjustments the YZ450F becomes a very good weapon for my style of riding. 

Positives:  

• Incredible, yet easy to ride engine
• Best suspension in class
• Tuneability with new Yamaha Power Tuner app  

Negatives: 

• Wants to stand up on corner exits 
• Dip (low feeling) in middle of seat leaves a funky pocket for rider triangle
• Slight twitchy feeling on throttle 

Tie/Third Place: Husqvarna FC450 

The Husqvarna FC450 is basically a KTM 450 SX-F, but with a smaller composite airbox, different muffler, Pro Taper handlebars and slightly different (less rigid) swingarm. The delivery of the Husqvarna is smooth and there really is no exciting hit to it anywhere in its power delivery. The good news about this character is that the traction gets put to the ground and the FC450 and has tons of forward bite (AKA traction). It also has a top end pull that is best in class with an over-rev that is as god as its orange step brother. The WP AER fork feels the same as the KTM with a comfortable feel overall feel and this air fork actually moves at the top of its stroke unlike the Showa TAC air fork. The rear end of the bike felt different than the KTM as it is more compliant on fast choppy straights, but it feels like the Husqvarna has sightly less of a planted feel on flat corners. Testers loved the handlebar map switch and most liked the aggressive map (map two) on the tracks we tested at. The smooth power delivery is what hurt the FC450 the most in this shootout, but at the same time was one of the favorites, of some, at harder pack tracks. Again, its all preference and this is how close these ranking were. 

Positives: 

• Mid to top end engine pulling power 
• Compliant, light feeling chassis on hard pack tracks
• Best air fork in game        

Negatives: 

• Soft bottom end power 
• Flat corners has slightly less of a planted feel
• Slightly more vibration on high rpm’s than other machines 

Second Place: KTM 450 SX-F

The orange brigade came damn close to wining this sucker! It is such an easy bike to ride and gives you confidence in its ability to give you maximum traction at any track. The KTM hits harder than the Husqvarna and has more rpm response, which makes it feel slightly lighter than the white version. Testers loved the engine and its buttery smooth, yet exciting pulling power out of corners. It’s almost deceiving because the Honda has more “crack” at initial throttle so you might think you are popping out of corners quicker. However, the KTM never wheelies and sticks to the ground and pushes you forward in a quicker manner than any other bike in the shootout. The KTM’s suspension is what held it back from winning. Although it is the best air fork in today's motocross realm, it still doesn't give the predictability over the course of the day as much as the spring fork. The spring fork also gives the rider slightly more front end traction and that seemed to be very important to most riders in this year’s shootout. The KTM is light, we all know this, but on the track the KTM corners excellent and the weight (or lack of) is really felt when you need to cut down early from a corner. This is where the KTM is superior from others. The KTM and Husqvarna have the best brakes in the shootout and the traction control button is no only a great feature, but it actually works… So try it! 

Positives: 

• Easy to ride, smooth yet exciting engine character 
• Lightweight chassis feel
• Rear wheel traction (connected to throttle hand)  

Negatives: 

• Harsh feeling on slap down landings through handlebars 
• Fluctuation of fork feeling throughout day at track
• Spokes loosen up quickly so check them often 

First Place: Honda CRF450R

The 2018 barely had any changes you say? Well I am not going to argue that, but I will argue that the changes Honda made were key to each riders feeling on the track. The heavier spring rates front and back, the softer engine mounts and mapping change made a better balanced, easier to ride CRF450R. In our shootout, I express my shock as I didn't think it could win, but every test rider I spoke with loved the exciting engine character that the Honda brings and how easy it was to get in and out of a corner. One tester noted that the fork settled into the perfect stroke height when coming into corners, so that he had just the right amount of front end traction. A hard hitting bottom end, torque feel and a mid to top end that had enough pulling power for less skilled riders to get over larger obstacles. Three maps are available on the handlebar and this allowed the rider to dial in how he wanted the engine to deliver the power. Even though the Honda hovers around 12 pounds on the plus side to the KTM, it feels just as light as the orange bike when cornering. It sticks to the ground and provides enough rear wheel traction to get on the gas early. The suspension is balanced, but most riders wanted to go slightly stiffer on both ends. The only real complaint we got was that the end stroke on the Honda was somewhat empty and soft. The chassis is on the stiff side compared to the other Japanese aluminum frames in the shootout, but only a couple riders felt that on the track. The red machine has a narrow feel along with a cockpit that can cater to larger sized riders now. The 2018 Honda CRF450R proved to be the most well rounded bike for a wide variety of riders. The only real negatives were clutch pull/life and a bar bend that is too tall for some riders.  

Positives: 

• Strong pulling power that creates an exciting feel
• Balanced suspension 
• Ease of cornering 

Negatives: 

• Slight stiffer chassis feel on hard pack, rough tracks.
• Clutch pull and life 
• Shock had soft feeling on end stroke (high speed compression)