Cycle News is a weekly magazine that covers all aspects of motorcycling including Supercross, Motocross and MotoGP as well as new motorcycles
Issue link: https://magazine.cyclenews.com/i/128369
CONCLUSION Unlike some of our shootouts in the past, this one had a clear-cut winner: the Honda. It was the unanimous favorite among our testers. Everyone agreed that the CRF450R is one sound package, offering the best motor and overall chassis/suspension package of the group, hands down. Throw in things like awesome brakes, great ergos and unmatched quality of craftsmanship, and you have a bike that can't be beat. Need we say more? Well, yes, actually. At $6699, the Honda is a good $200 to $300 more than the other bikes, but we'd be willing to fork out the extra coin. Determining which two bikes filled the remaining spots on the podium, however, was a Significantly more difficult task. After much bickering among our testers, it came down to a two-way showdown for second and third between the Suzuki and the KTM, with the Suzuki getting the nod - barely. While all of our testers had good arguments for both, as well as for the Yamaha, it all came down to one question: Which would you buy? The Suzuki got the edge over the KTM. Most of our test riders simply preferred the Suzuki's more neutral ergonomics and outstanding turning capabilities. They also loved the Suzuki's motor, and once we got the clickers figured out, our testers were quite satisfied with the Suzuki's suspension and handling. The KTM certainly has a lot going for it, and depending what kind of riding you do, the KTM might be the better choice over the Suzuki (and even the Honda, for that matter). The KTM's adjustable offset gives the KTM a bit more versatility for different tracks. It's also slightly easier to work on, a lot of which has to do with it having a side-access airbox and no suspension linkages to grease or worry about. The KTM also has a great allaround motor and handles almost on par with the Suzuki. But the KTM lost out to the RM-Z in the ergonomics department, most of our test riders grumbling of the KTM's high-feeling handlebar placement and the wide radiator shrouds. They did say that you can get used to it after awhile, but, with the Suzuki, you can get on it and feel right at home immediately. So, basically, when it gets down to it, it pretty much came down to a toss of the coin to separate the Suzuki from the KTM. And speaking of coins, there is just a dollar difference between the Suzuki and the KTM when it comes to MSRPs: $6498 for the KTM, and $6499 for the Suzuki. The Yamaha, a bike we expect to see get a major overhaul next year (i.e. aluminum frame, perhaps?), didn't quite make our podium, namely because that it just doesn't do anything really better than the three bikes finishing ahead of it. Don't get us wrong; it does everything well - just not better. Plus, the Yamaha is beginning to feel somewhat dated. While some of the other manufactures are going to a fiatter and lower layout, the Yamaha still feels tall and narrow, and you can feel the frame rails under the soft seat. And, even though Yamaha has upgraded its plastiC, the Yamaha still looks more worked than the other bikes after the same amount of time in the saddle. Like we said, though, the Yamaha is a great bike; it just doesn't excite us as much as it used to. But, the Yamaha is the least expensive of the five bikes at $6399. That's $300 less than the Honda. Hmmmm. The Husky didn't make our podium, either, but it sure got the most attention and attracted the most gawkers throughout our testing. After all, the Husky is super trick and just plain attention grabbing; unfortunately it's also I I to 13 pounds heavier than the others and is significantly wider. So, in comparison, the Husky kind of feels more like an SUV than a zippy sports car. Obviously, there is a lot of give-and-take with the Husky: The electric start is a nice convenience, but it adds weight: the wide layout is comfortable, but it hinders maneuverability; the motor is tractable and forgiVing, but not explosive enough for the motocross purist. Still, it has its niche. The Husky is far more potent on fast, sweeping tracks (less bumps the better) than tight, rough ones, and we believe that the Husky will make an excellent choice for grand prix-style races - the long and fast ones. The smooth power and linear powerband, comfortable cockpit and semi-large 2.4-gallon gas tank will help in the endurance department, and the electric start will probably save you a position or two in case of a crash or stall. So, the Husky certainly has its place in life and shouldn't be quickly written off just because it didn't make our podium. It's a bike well worth looking into. SUZUki ..,.1450