Weekend Race Set Up: 2022 Dubya USA World Vet Glen Helen Spec

Kris Keefer

Track: Glen Helen Raceway/Dubya USA World Vet Nats

Terrain: Sandy top soil AM with hard pack in PM 

Start: Dirt

Avg Lap Time: 2:36

Total Number Of Motos: 4motos (Two20 minute pluse 1 lapmotos and two 5 laps motos)

Weight At Time Of Race: 170 pounds w/o gear

2022 Yamaha YZ450F: 

Engine Hours 32.6

Mods/Parts: 

Tires: Dunlop MX3S/MX33 13.5/12.5 PSI 

Bars: Pro Taper SX Race Evo

Grips: Renthal Half Waffle Soft

Levers: ARC RC-8 Perch/Lever

Throttle: ZRT 

Rider Triangle: -7mm down and -5mm back peg position/stock bar height/rear hole

Gearing: 13/49 Sunstar Sprockets/DID ERT3 Chain

Engine Mods: Vortex ECU Mapped By XPR/Akrapovic Evolution Full System

Engine Oil: Blud Racing 10/40 Pro Series

Fuel: VP T4

Holeshot Device: WC

Graphics/Seat: DeCal Works Keefer/Stock YZ Graphic/GUTS Racing Ribbed

Suspension: Enzo Racing Test Fork/Shock Spec #KK148

Air Filter: Twin Air Power Flow Kit 

Plastic: Cycra Power Flow Kit

Results: 1st 40 Pro (1-1), World Cup 40 Class (1-1)

Notes: 

            •           GH World Vet ECU setting allowed third gear corners without on/off area 2 feel. Power was controlled and easy to manage late in motos yet pulled hard enough in third gear to climb hills fast.

            •           YZ450F feels slightly heavy on entry (lean in) on shallow ruts.

            •           Fork has better comfort when ridden at race pace. Not too much comfort on initial stroke (light bump) as I feel initial part of stroke is too soft. This allows fork to ride in too low off throttle.

            •           Shock sag at 105mm made for acceptable balance, but sped up rebound +2 clicks to compensate for choppy conditions so rear can follow ground more.

            •           WC start device was better off the gate when set at 130mm for dirt start.

            •           Updated rider triangle (-7mm/-5 back pegs) allows for less leg fatigue. Legs were fresher at end of motos. 

            •           GUTS standard seat foam is firmer than stock OEM foam and last longer. (12.1 hours on foam and density still holding up).

 Suspension Setting: 

Fork:(Spec #KK148F)

C: 11

R: 12

Height: 2mm

 Shock: (Spec #KK146S)

LSC: 12

HSC: 1.25

R: 11

Sag: 105mm

The reasons for picking the Yamaha to race at Glen Helen is for stability and comfort. Bump absorption, straight line stability and front end feel is paramount at Glen Helen and theYZ450F provides the most of those consistencies on a fast/hard pack track.

The Weekend Race Set Up 3/6-7/2021 (Mesquite)

I always thought it would be cool to share the notes that I create after a race with the reader. 98% of the time I will input notes about each test bike/part I decide to race on any given weekend. The part as well as the bikes change from time to time, but I always like to have a log of what I ran as well as the conditions of each race. Below is a brief breakdown on the bikes, parts as well as notes on how each performed or felt. Last weekend we brought three bikes to race (KTM 250 SX-F, Honda CRF450R, Yamaha YZ450F), but we are going to give the Honda CRF450R it’s own baseline settings article later this week so stay tuned for that. Below are two breakdowns of what was on each machine and how each machine fared in race conditions. Each time my son and I race, you can check back here to keeferinctesting.com every Tuesday (when we race the previous weekend) for “The Weekend Race Set Up”. 

Track: Mesquite 

Kris Keefer

Terrain: Soft/Grabby dirt with long choppy ruts/steep downhill

Start: Grate with concrete after gate

Avg Lap Time: 1:30

Total Number Of Motos: 6 motos (Two 20 minute plus 1 lap motos, 4X7 lap motos)

Weight At Time Of Race: 171 pounds w/o gear

2021 Yamaha YZ450F:

Engine Hours 36.2

Mods/Parts: 

Tires: Dunlop MX3S/MX33 13.5/12.5 PSI 

Bars: Pro Taper SX Race Evo

Grips: Renthal Half Waffle Soft

Levers: ARC RC-8 Perch/Lever

Throttle: ZRT 

Rider Triangle: -5mm down and back peg position/stock bar height/rear hole

Gearing: 13/49 Renthal Sprockets/DID ERT3 Chain

Engine Mods: Vortex ECU Mapped By XPR/FMF 4.1 Full System

Engine Oil: Blud Racing 10/40 Pro Series

Fuel: VP T4

Holeshot Device: WC

Graphics/Seat: D’Cor Star Racing Yamaha Spec

Suspension: Enzo Racing Test Fork/Shock Spec #KK108

Air Filter: Twin Air Power Flow Kit 

Results: 1st 30A (1-1), 4th Open Pro, (5-4) 3rd 25A (4-1)

Notes: 

• GH World Vet ECU setting allowed third gear corners without on/off area 2 feel. Power was controlled and easy to manage late in motos.

• YZ450F felt slightly heavy compared to Honda CRF450R on area 1-2 of corners at Mesquite but was more stable on area 3 of corners.

• Fork was soft on end stroke on de-cel (grabby dirt). Went in +2 clicks on Comp.

• Shock sag at 105mm made for acceptable balance, but slowed rebound down -1 click to compensate for soft bump leading into ruts.

• Shock still had firm feel on accel bump and possible I need less HS Dampening

• WC start device needs to be at 120mm for grate start

• Rider Triangle allows for less leg fatigue and rear felt fatigue than stock triangle setting.

• Seat Foam breaking down after 8 hours. Need new foam/standard height.

Suspension Setting: 

Fork: (Spec #KK108F)

C: 10

R: 9

Height: 2mm

Shock: (Spec #KK108S)

LSC: 12

HSC: 1.25

R: 8

Sag: 105mm

Track: Mesquite 

Aden Keefer

Terrain: Soft/Grabby dirt with long choppy ruts/steep downhill

Start: Grate with concrete after gate

Avg Lap Time: 1:30

Total Number Of Motos: 7 motos (One 20 minute moto, 6X7 lap motos)

Weight At Time Of Race: 130 pounds w/o gear

2021 KTM 250 SX-F:

Engine Hours 48.8

Mods/Parts: 

Tires: Dunlop MX3S/MX33 13.5/12.5 PSI 

Bars: Pro Taper Fuzion Suzuki Race Team

Grips: Pro Taper 1/3 Waffle Race Cut

Levers: Stock

Throttle: ZRT Grey Cam 

Rider Triangle: Stock

Gearing: 14/51 Sunstar Sprockets/DID ERT3 Chain

Engine Mods: Vortex ECU Mapped By XPR/FMF 4.1 Full System

Engine Oil: Blud Racing 10/40 Pro Series

Fuel: VP MR Pro 6

Holeshot Device: WC

Graphics/Seat: Throttle Syndicate/GUTS seat cover/firm foam

Suspension: REP Racing Test Fork/Shock Spec #AK2

Air Filter: Twin Air Power Flow Kit 

Results: 3rd Open All Star (5-3), 2nd Schoolboy 2 (3-2), 2nd Open Am (2), 1st (2-1)

Notes: 

• REP AER setting was set at 8.9 bar in AM to compensate for heat/race day length

• Fork comfort on bigger braking bump was better than stock setting

• Fork comfort on small/light bump/accel was still firm through handlebars

• Shock felt low on accel. Turned HSC in 1/4 turn. Helped balance

• ECU setting was clean in AM, but PM 82 degree conditions had dirty feel on roll on mid RPM. Could be boiling fuel MR Pro 6. Must pick up/switch to MR Pro 6 HT for spring time.

• Need to drop hole shot device to 120mm (from 100mm) for Aden’s lightweight ass on metal grate.

• Broke brake pedal tip off (crash)

• Bent clutch lever (crash)

Fork: (Spec #AK2F)

C: 14

R: 12

Height: 5mm

Air: 9.89-9.90 Bar 

Shock: (Spec #AK2S)

LSC: 15

HSC: 1.5

R:11

Sag: 105mm

2021 Yamaha YZ450F Baseline Settings/Mods

The 2020 and 2021 Yamaha YZ450F’s are identical minus some different graphics, so this gave me a chance to experiment more with standard settings as well as other aftermarket mods for this machine. For a bike that may get some flak thrown its way in the professional motocross racing world, this Yamaha YZ450F machine has treated me exceptionally well this year in my racing endeavors. I have won a Loretta Lynn’s title as well as a Vet World Championship on the exact same machine and haven’t had a huge maintenance list to go through.

Is the Yamaha YZ450F the lightest bike? No. Does it corner the best? No. Does it have the best cockpit? No. To me, when I answer those questions with a “no”, it doesn’t necessarily mean it’s bad. I don’t want a twitchy machine that has tons of cornering strength anyway. When you have a bike that can corner excellent, chances are high that you will have some stability issues. The Yamaha is a great middle of the road machine that does everything good. Below are some key settings, as well as mods, that I have rolled over into my 2021 YZ450F. These can help you drop your lap times, give you more comfort on the track and make a good bike, GREAT! 

Suspension: If you’re sticking with stock valving the 2021 Yamaha YZ450F’s suspension settings are still slightly soft (once suspension is broke in) at times on bigger bumps at speed. Going slower on the action as well as stiffening the compression really helps the whole bike remain planted around the track. The comfort that the KYB SSS fork/suspension has is unmatched and the track toughness it provides makes your life so much less stressful on set up. This setting below will work for most riders ranging from 165-195 pounds with no gear. 

Fork: 

Height: 5mm

Compression: 6-7 clicks out

Rebound: 7-8 clicks out

Shock: 

Sag: 104mm

Low Speed Compression: 8 clicks out

High Speed Compression: 3/4 turns out

Rebound: 7-8 clicks out 

Engine/Power Tuner App: I have tried several maps on the YZ450F, but have always came back to the two below. The stock engine has a lot of bark (rpm response) from 0-10% throttle opening and for the tracks that we have out here (on the west coast) it’s too much at times. For you east coast riders try the “TP5” map as that should be enough bottom to mid range delivery to get you out of that soft soil, yet keep it manageable/linear to hold onto for a 20 minute moto (YES, I AM JEALOUS OF YOUR DIRT!). For all the rest of you, try the TP 3.0 map as that is the map that I use 80% of the time. The linear/easy to roll on throttle delivery along with the longer pulling power that this map has makes it a tractor around the track. This makes connection to the rear wheel much more apparent with this TP version. Yes, these maps will also work on your 2019 YZ450F, so give them a try.…  

Seat: If there is one problem area of the Yamaha it is the seat. The seat still breaks down quickly and can feel clapped out. This makes you feel like you're riding in the Yamaha and not on top. I would say go get a taller GYTR seat, but for some reason, they don’t have any at this time! Come on GYTR, get it together! Since the tall GYTR seat is scarce at the moment, I am sticking with a standard height/density GUTS foam which is actually a little firmer than the OEM foam. If you still can’t find the GYTR tall seat then go to gutsracing.com and get yourself a standard foam.

MX3S or Pirelli MX32 Mid-Soft Front Tire: Yamaha will not want to hear this, but I feel the Yamaha corners better with a Dunlop MX3S/Pirelli MX32 Mid-Soft front tire rather than the stock MX33. If you’re having trouble with initial lean into corners, get yourself a Dunlop MX3S or Pirelli MX32 Mid-Soft front and thank me later. 

Gearing: I tried a 13/50 gearing set up for all you novice riders, but it didn't work as good as the stock 13/49 set up. The stock gearing is just fine for 90% of tracks because the Yamaha’s engine has so much torque that it can pull third gear. Yes, even for you novice riders! Third gear is that “lugable” that you will not stall through corners, just make sure to cover the clutch lever. 

Triple Clamps/Offset: The Yamaha YZ450F doesn't need aftermarket triple clamps nor does it need an offset change. The rigidity balance that the stock clamp has is a blend of comfort and performance that is hard to find with aftermarket clamps. Still having a hard time in corners? Don’t purchase clamps, simply go to a 102mm shock sag setting or go to a fork height of 7mm. I suggest trying one or the other, not both at the same time. This keeps balance as well as keep the superb bump absorption of the chassis/clamps. Some other machines accept aftermarket clamps better than others, but this Yamaha has the most comfort/performance with the stock clamp. Don’t go backwards on your set up by purchasing parts you don’t need!

Muffler: I go back and forth between the Pro Circuit and FMF muffler systems if I am not running the stock muffler. Both systems are smoother off the bottom end and pull more in the mid range than the stocker. I like this because it can actually calm the chassis down a little on acceleration bumps. There is nothing wrong with the stock system, but if you MUST get an aftermarket system go with one of these two brands. 

Enzo Re-Valved Suspension: If there is anyone that knows KYB suspension it’s Ross from Enzo Racing. Ross has been doing my Yamaha bump sticks for years and even though I can be a pain in the ass, the guys at Enzo always seem to find a setting that makes me happy. What exactly did I want to improve upon from the stock stuff? I loved that the stock suspension had tons of comfort in the small bump category, but I needed a little more hold up from the stock suspension when pushing it harder over bigger braking bumps. The fork has a tendency to dive a little when off throttle and that can upset the shock leading into area one of the corner. The Enzo guys improved upon the fork by adding more hold up with the valving, but not going so stiff that the Yamaha gave me deflection on braking bumps. Enzo also incorporated their spring tubes. When I tested back to back with the Enzo spring tubes as well as the stock spring tubes the Enzo setting gave me a little firmer feel through the mid stroke and allowed the bike to be more balanced off throttle (less diving). My fork is still relatively soft in terms of a setting, but it makes for more front end feel through corners and that is key for me because I am a front end steering rider. The shock was also firmed up so that the rear of the YZ450F didn’t squat too much under acceleration. An Enzo high speed adjuster was installed on the shock and that can be felt under heavy loads such as g-outs and jump faces. The Enzo adjuster is slightly different internally (the Enzo guys can explain it better to you then I can) than the stock adjuster, but on the track the rear of the bike tracked straighter under acceleration as well as kept a firmer feel to the end stroke. I kept the stock spring rate in tact on both ends of the bike, but only beefed up the valving in order to achieve a well balanced YZ450 on or off throttle.  

Vortex ECU: I haven’t been that vocal about this mod because it’s so hard to justify spending $800 bucks on an ignition when the Yamaha ECU/Power Tuner app is so good. However after working on a ton of settings on the standard ECU, I decided to try the Vortex to see if I could make the power broader with it versus the stock piece. I have worked on settings with Chad from XPR  and I can say that we have spent many days with at the track trying to make the Yamaha not spool up so quick (light crank feel). You might be asking yourself, “what the hell is spool up”? The Yamaha has a quick revving light crank feel and sometimes that feeling can cause lack of rear end traction when exiting corners. Now this is great when traction is high and the dirt is deep, but once the track gets rough, this Yamaha can be too much to handle compared to a KTM or Husqvarna. Adjusting the ECU via Power Tuner App helps a little, but for safety reasons Yamaha only allows certain parameters, but the Vortex ECU has a wider range of adjustment. Adding the Vortex ECU helps lessen engine braking and also gives the Yamaha a longer power character. Now usually when you get less engine braking in any particular engine character you might feel a more free feeling engine, but with the mapping that Chad created, it makes the power more controllable with less pitching off throttle. The maps that we came up with help rear wheel traction out of corners, allows the rider to ride in third gear even easier, yet allows me to use second gear longer out of corners. Once I got a map (with the Vortex) that wasn’t too powerful, I have noticed an improvement in chassis feel when the track gets rough. The YZ450F can be pushed harder through bumpy conditions now that the delivery of the Yamaha is much broader with less engine braking. I used XPR’s mapping in the Vortex ECU at Loretta Lynn’s and World Vets as I felt more connection to the rear wheel with Chad’s map at the end of the day. I would recommend anyone looking to get more connection as well as more power to get with Chad and ask for the Keefer National & World champion map.

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