Cycle News - Archive Issues - 2000's

BEST ERGONOMICS: BEST FIT & FINISH: [J(J@UD@]&J [X)@[]D@CiJ Even though ergonomics can be a mostly personal issue, most of our test riders agreed that the Honda's ergos were the most neutral and generally the most comfortable. The most common comment about the Honda's ergos was that everything was right where it should be. One rider went so far as to call the Honda's ergos "awesome, just perfect," though a few complained about its low-seat/high-handlebar feeling. Most simply said the CRF felt really good. like a normal Honda (two-stroke) - easy to move around on. One rider described the CRF as "narrow, but not so narrow that you can't grip it with your knees." The Vor raised a few eyebrows with its comfortable ergonomics. which eamed high praise from most of our testers. "The Vor just felt really good," said one tester. "Kind of reminds me of the Honda." Part of that Honda feel probably comes from the low· seat/high-bar combination. Everyone pretty much agreed that the Yamaha felt good, too, though a comment or two was heard about the YZPs somewhat tall seat height and slightly cramped cockpit, and one rider complained of snagging his knee-brace on the radiator shrouds. This shootout had us jumping from bike to bike for several days, and generally, all of the motorcycles were easy to adapt to, even the Vertemati with its ultra-long seat. Since the Vert's fuel tank is mounted under the seat, the rider compartment extends all the way up to the steering head and is fairly flat. This makes scooting up and back on the Vertemati very easy, but takes some getting used to since there's no tank to reference off of. One rider said of the Vertemati's seat: "It's nice being able to move around like that, but there's nothing to grab with your legs, and it's kind of hard to tell where you are on the seat." Most of our testers liked the Cannondale's ergonomics, but some felt that the seat was a little tall and that the footpegs were a Iittie low, putting short-legged riders in a bit of a predicament. As far as the Husaberg and KTM go, our testers had no major complaints, but they did make frequent and enthusiastic mention of the 'Berg's wide fuel tank and just plain big feeling, and the KTM's hard seat and high-in-the-back stance. Ergonomics Podium 1. Honda 2. Vor 3. Yamaha Honda has always been the leader in this category, and the tradition continues with the CRF450R. The bike just radiates quality, but some of the other manufacturer reps were quick to point out a somewhat sloppy-fitting folding toe piece on the shift-lever on our Honda test bike, which, of course, is just a roundabout way of complimenting the CRF, since it shows just how difficult it is to find anything even close to "cobby" on the red bike. Our test riders also complimented the KTM for its fit and finish, as they did the Yamaha. But the Yamaha loses that "new" look after just a few rides. The blue plastic loses its shine and the decals tear easily. Most people liked the Husaberg's unique "see-through" look (it's got a trick rear fender), but the open area in front of the side panels allows water to be sprayed into the airbox during washing, resulting in an even more hard-to-start bike the next morning. The Vor, Cannondale and Vertemati all held up well and cleaned up nicely after three days of rigorous testing. Pretty much the only mechanical failure we experienced during our testing period was a disappearing Dzus fastener from the Vertemati's seat. Fit & Finish Podium 1. Honda 2. KTM 3. Yamaha Boasting the most displacement in this comparison, the big Husaberg was a handful in comers, but it had no trouble with Honey Lake's humongous uphill. III FEEL THAT THE KTM IS A GREAT OVERALL PACKAGE· IT'S FUN AND COMPETITIVE FOR MX.JJ MOST HIGH-TECH: @CiJ[]D[]D@[]D@)CiJO@ (Abovel This shootout made it even more clear that Honda has raised the bar In the four-stroke motocross category. Here, Matt Bussel roosts on the incredible CRF. (Right) The tech- support "monkeys": From left, Cannondale's Steve Meslanic and Bill Rudell, Vertematl's Derek Lucchesi, Yamaha's Doug Dubach and Terry Beal and Honda's Eric Crippa. Thanks, guys. We decided to include this admittedly strange and nebulous category as a nod to the notable diversity present in the class. Two-strokes - further along in their technology curves than the four-bangers - long ago abandoned their use of myriad configurations (anyone remember fork-mounted radiators?), and have settled in on a fairly unanimous idea of what works. Thumpers, on the other hand, are still testaments to experimentation, as many of these bikes make clear. In addition, four-strokes tend to offer more "unobtainable" components than their two-stroke counterparts. Though it has been around long enough that we're now somewhat used to it, the Cannondale still pushes the limit on innovation compared to any other production dirt bike. Features like a reversed cylinder head (With exhaust on the rear); removable cassette transmission; twin-spar aluminum frame; electric start; electronic fuel injection; and Ohlins suspension components set this bike apart from anything else. Buy a Cannondale, and you can rest assured that you won't get lost in the shuffle at your local track. Same goes for the two Italian bikes in this comparison - especially the Vertemati, which boasts works-like WP suspension components a titanium silencer; a forward-swinging kickstart lever; and an under-the-seat fuel tank. And for those who like going off-road now and again, it's got six speeds and a iighting coil. The black Vor caused whiplash wherever it went, and it also hung tough when the gawkers looked closer. A unique Paioli fork and shock are standard, the fuel tank extends down by the airbox, and the aluminum swingarm is a piece of art. Trick, to be sure. Actually, none of the bikes in this category come up short on trickery: The Yamaha has titanium valves, the Honda has a ti exhaust header, the Husaberg has no cylinder (really!), and the KTM has a link-less rear suspension system. High·Tech Podium 1. Cannondale 2. Vertemati 3. Vor cue I e n e vv 50 DECEMBER 12. 2001 9

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