2018 450 MX Shootout Photo Gallery

 

 

Check out some photos from the Rocky Mountain ATV/MC 2018 450 MX Shootout Presented By Fly Racing. Preston Jordan was kind enough to offer up his photo skills for us on Day 1. Check It out below and follow Preston on Instagram @pjj205... 

 

                                                     Winner! Winner! Chicken Dinner! 

                                                     Winner! Winner! Chicken Dinner! 

Broc Shoemaker flies the Husqvarna through the clear skies of the high desert. 

Broc Shoemaker flies the Husqvarna through the clear skies of the high desert. 

Colton Aeck has come from a broken back to ripping a motorcycle in less than eight months.

Colton Aeck has come from a broken back to ripping a motorcycle in less than eight months.

                          Tyler Bowers looked good on the Yamaha all day long. 

                          Tyler Bowers looked good on the Yamaha all day long. 

              Joe Oehlhof liked the KTM so much he went out and purchased one himself. 

              Joe Oehlhof liked the KTM so much he went out and purchased one himself. 

            Our novice test rider Matt Sirevaag loved the Kawasaki and its chassis feel.

            Our novice test rider Matt Sirevaag loved the Kawasaki and its chassis feel.

Chris "Big" Johnson commented that the Suzuki felt heavy when taking it off the stand, but was light feeling in the air.  

Chris "Big" Johnson commented that the Suzuki felt heavy when taking it off the stand, but was light feeling in the air.  

          Broc "Nightshow" Shoemaker gets ready for some leg swag on the green machine.  

          Broc "Nightshow" Shoemaker gets ready for some leg swag on the green machine.  

                                                                 Hulk!!!!!!! Smash!!!!!!!

                                                                 Hulk!!!!!!! Smash!!!!!!!

                                               Alex "Harbor Freight" Ray looking clean. 

                                               Alex "Harbor Freight" Ray looking clean. 

     Ty "Kawasaki Grips" Davis was sore for two weeks after his two days of testing with us. 

     Ty "Kawasaki Grips" Davis was sore for two weeks after his two days of testing with us. 

                                                                       Best Dressed.

                                                                       Best Dressed.

2018 Husqvarna TE250i First impression

Story Written By Michael Allen

 

We didn't just get a stock 2018 Husqvarna TE250i, we got a fully decked out FMF/Husqvarna looking race machine.  

We didn't just get a stock 2018 Husqvarna TE250i, we got a fully decked out FMF/Husqvarna looking race machine.  

For years we have been hearing rumors about the elusive fuel injected two-stroke. Everything from reading about Honda’s patent on a fuel injected two-stroke to seeing spy photos of KTM test rider Lars Enockl riding one at an extreme enduro. We have to admit that when we heard from a reliable source it would be imported to the US we were excited and nervous at the same time. It’s not that we didn’t think it would work, but we were concerned about reliability. Why? Husqvarna/KTM was taking arguably the most simple engine design (not to mention an engine that has a powerful, easy to ride delivery) and possibly complicating the process of how it breathes. However, we knew that if Husqvarna felt it was ready to be introduced to the media, it must of passed and performed to their standards.  

You couldn't wipe the smile off of our test rider Michael Allen's face after riding the TE250i.

You couldn't wipe the smile off of our test rider Michael Allen's face after riding the TE250i.

Now we all know that Husqvarna is similar to the KTM, so it’s not a coincidence that they just so happened to introduce a fuel injected two-stroke in the same year as the orange giant. Nevertheless, Husky is importing a handful of TE250i bikes although they’re not importing any of 300cc models. When Kris called me to ask if I’d like to test the new 250i, my inner two-stroke off-road lover about jumped through the phone at the opportunity. I even started packing my gear bag before I was even off the phone and headed to the high desert. 

The 2018 Husqvarna TE250i that we got our hands on had some extra Husqvarna branded accessories added onto it. The beautiful looking TE250i had blue crash proof levers, a pipe guard (where the exhaust meets the cylinder), a rotor guard, FMF pipe and Powercore 2 silencer, brake pedal tip, swing arm guard, anodized blue Husqvarna triple clamps, Guts Racing non-slip seat cover, bib mousse tubes and even a Colton Haaker pre-printed backgrounds. While shooting some glamour shots of the bike itself I noticed the 250i looks very similar to last year’s model, but upon closer inspection the engine is obviously much different, not to mention the carburetor seems to be missing and there is an expensive piece of aluminum in its place (a 39mm Dell'Orto throttle body). The Kill switch is now a toggle on/off and there is also a map switch on the right side of the handlebar with two map settings, standard and soft. 

An FMF pipe and Powercore 2 silencer was bolted on to add some more "braaaaaaap" to our evaluation. 

An FMF pipe and Powercore 2 silencer was bolted on to add some more "braaaaaaap" to our evaluation. 

Admittedly it was a bit odd to pour straight gas into a two-stroke bike’s gas tank, but with the pre-mix oil tank being in the frame, the days of mixing your own gas are long gone. We rode the bike several hours without having to add any oil, but we did here from Husqvarna R&D stating: When the oil indicator light does goes on, you still have a couple tanks of fuel to ride with before there is zero oil circulating through the oil pump system. When starting the 250i, there is a “choke” on the 39mm  throttle body that gets pulled out and turned 90 degrees to stay on, but once the bike is slightly warmed up it can be turned 90 more degrees and will disengage. Our bike seemed to have a very low idle, so I adjusted the idle screw which is right above the choke to where it sounded about right. When I took off I noticed the clutch, like all hydraulic clutches, was buttery smooth as surprisingly so was the power delivery. Right away I noticed it didn’t seem to have the typical cold blubbery two-stroke feeling, it was smooth and crisp the whole time it was getting warmed up. 

Premix fuel is not required as the oil is stored in a separate tank (shown above) and the electronic oil pump provides the correct amount of oil according to the RPM of the engine. 

Premix fuel is not required as the oil is stored in a separate tank (shown above) and the electronic oil pump provides the correct amount of oil according to the RPM of the engine. 

Once warm I was able to start ripping the bike around a bit and see where it shined, being that we were testing in the desert it was soon made clear that the TE wasn’t designed for being screamed across valleys. That’s because the TE isn’t a desert race bike, the T to us stands for "two- stroke" and the E stands for "enduro", so I left the whooped out open areas in search of tight single track and rock gardens. For the 250i, the tighter the terrain the better engine feels, the engine runs so crisp at such low rpm, it’s nearly impossible to stall. If you’re the kind of rider that likes to use the lower rpm (lugging) meat of the power and ride a gear or two high, you’ll be in love with the 250i. The throttle feels incredibly connected to the rear wheel and with how smooth the power is, it almost has a traction control like feel (in a good way) as the rear wheel seems to stick to the trail like Velcro. In tight, sandy, uphill switchbacks, the 250i could be kept in second gear and kept the bike moving forward, instead of just spinning and digging itself into the ground. On the more open and flowy type of trails where the bike could be opened up, the power was almost too smooth and lacked some excitement that usually comes with riding carbureted two-strokes. I’m not saying that it will fall on its face, but the excitement just got shifted a little higher up in the rpm range. The majority of the exciting power is in the mid-top end range, if you’re looking for that familiar peppy two-stroke feel. However, it can take some clutch work to get into that exciting part of the power if you’re in a higher gear in some corners or tighter areas. If you’re looking for that lugable, traction-esque power then the TE250i is the machine to give you what you need. There are two maps on the TE250i, Map One is the standard map and Map Two is a smoother map. I used map one most of the day as it had the most pull with a great amount of traction. Map two was a little too mellow for my liking, as it kind of took that excitement from the mid range away a little too much for the type of terrain I was riding in. If we had some slick conditions here in California I could see where this map would be beneficial. Hey, as a rider it’s good to have options and now we have two options when hopping on the TE250i. The Husqvarna always sounds crisp, like it has a perfectly jetted carburetor which is music to any two-stroke fans ears as well as throttle hands. 

The TE250i is light and flickable just like its TC brother. 

The TE250i is light and flickable just like its TC brother. 

The WP XPLOR 48mm fork on the TE is great for tight terrain. Initially the fork was a bit soft for big drop offs or g-outs, so we added a few clicks of compression (stiffer), as well as slowed the rebound down to try and slow the action of the fork some. This helped the bike from springing back up too quickly once low in the stroke. From middle to the bottom of the stroke the fork still has somewhat of an empty feeling and can blow through on larger obstacles. Although the fork and shock are a bit soft for fast pace riding, both work well together in tight, rocky single track. The balance of the TE250i is good and I could tell what Husqvarna/WP was after when going to this soft type of a feel. They were after plushness and they achieved that in the tighter spots I tested in. When going over multiple rocks the front and rear of the bike stayed straight and tracked right over any small to medium sized obstacle. The traction I felt was superb (with the softer feel) and this feeling instilled a lot of confidence in my riding, since I was able to focus on the next obstacle instead of fighting the bike. When standing on the pegs and riding, the 250i feels light and changes direction easy with minimal input when weighting the pegs or handlebar movement. Doing leg plant pivots around tighter areas took minimal effort and when entering corners the TE250i felt light on tip in. 

The WP XPLOR 48mm fork is soft on bigger hits, but works very well on the small to medium sized imperfections on the trail. 

The WP XPLOR 48mm fork is soft on bigger hits, but works very well on the small to medium sized imperfections on the trail. 

After spending some time on the 250i with not one hiccup, it’s clear that Husqvarna has really done their homework and made a great off-road machine. It also shows that there is a real future for clean and crisp two-strokes in the off-road market place. Husqvarna set out to make the ultimate bike for tight trails and extreme terrain and I’d say they did a pretty damn good job on the TE250i. If you’re an east coast style guy (or gal) who loves riding woods, tight single track, and extreme conditions this is definitely the bike for you. If you’re a west coast more open terrain style rider it can still be a formidable weapon, but you might want to get a slightly stiffer suspension set up. I’d be willing to bet that with the success of the TE250i, Husqvarna will be tuning a fuel injected two stroke engine for the TC250 in the near future. Keefer and I will be spending a little more time on the Husqvarna TE250i before it goes back to the manufacturer, and we will be playing with different power valve springs, adjustments, and gearing to see if we can get a little more bark out of the HusqvarnaStay tuned to KeeferIncTesting.com for more updates and an in depth podcast on this sexy looking Austrian/Swedish ride. 

Alex Ray's 2018 YZ450F Homework Assignment

 

Alex Ray Rides The 2018 Yamaha YZ450F 

 

I invited privateer rider Alex Ray out to test the 2018 Yamaha YZ450F last month with me at Glen Helen Raceway. When I bring a test rider out with me, I expect a lot of notes out of him or her. I want them to be very transparent on what they feel on the track (good or bad). I thought posting his notes up for you all would make an interesting piece to read. Putting pen to paper on what you feel on the track (and making it relatable) takes some time to learn and is not always easy. I wanted him to write his opinions on what the biggest differences (that he could feel) were between the 2017 YZ450F and the 2018 (since he currently rides a Yamaha YZ450F, I thought this would be a good idea). I don't know Alex extremely well, but from what I can tell the Tennessee native is a genuinely honest, polite, nice kid that really wanted to try his hand at doing some testing. Being that I am a sucker for polite privateers, I gave him his shot with Keefer Inc. Testing. Here is A-Ray's mostly un-edited opinions from the 2018 Yamaha YZ450F/Glen Helen introduction. -KK

 

Alex, this is what you call "Flickability". It's a testing term, get to know it. 

Alex, this is what you call "Flickability". It's a testing term, get to know it. 

 

This is it ! There's no turning back now as I am blood into Keefer Inc.
Testing . I'd like to first off thank Kris and Yamaha for having me
out at Glen Helen today for the all new 2018 YZ450F. This is a
completely new bike and a lot of people, including myself have been
very anxious to hop on one of these bad boys and take it for a spin .
I've been riding the 2017 model YZ-F for some time now so I have a pretty
good feel for the "Yamadog" . Here is my take on the new bike in
comparison to the old bike. 
 

Alex Ray

Bike - 2017 YZ450F
Class - professional
Height- 5'10
Weight - 185 lbs.


 

2017 Chassis:

On the 2017  bike the first thing I noticed was how big and wide the
bike was in the shroud/seat cockpit. It took a lot of getting used to
but over time I got a feel for it . Although the bike being big, it
handled really well and was very stable. I did not ride the 2017 with
stock suspension, but I still got a little deflection on acceleration
out of the turns at times. The bike feels a little heavy, but it's
stuck to the ground with good traction. I personally lose the front
coming into turns at times on the current model.

 

A-Ray is not scared to be aggressive and at times can be hard on clutches. 

A-Ray is not scared to be aggressive and at times can be hard on clutches. 


2018 Chassis:

This new bike seems like it's totally redone from top to bottom and
for the most part it is! With the new slimness of the bike you can
really get a feel for it right away .
 Another thing Yamaha did was lower the rear end of the bike a bit and
with that they pushed the front end of the bike out 6mm. They also went back
to a 22mm offset on the triple clamps . Me personally , I think the
22mm triple champs are too much. The bike corners really well but I
think you lose a bit of stability on the high speed sections of the
track to where you get that twitchy feeling back . Also I noticed if I
charged hard into a turn, I felt like the tires weren't sticking very
well in the small chop . It didn't want to settle and the bike wanted
to dance a bit with a stiffer more rigid feel . We did make a few clicker
adjustments to make the bike handle a bit better in these parts of the
track. I want to say we went 2 clicks stiffer on compression and 2 clicks slower on the rebound of the fork. On the shock, we did an eighth of a turn in on the high speed and
one click slower on the rebound.  The slower 180 degree turns the bike
performed very well with no over steer or popping the front tire out
of the rut .

2017 Engine:

The current bike's engine is very strong with good bottom end power .
It also has its negatives because the bike signs off super early forcing
me to shift more. Riding the Yamaha had a feeling like no other bike . With the air
box in the front of the motor it feels like your riding an airplane
because of the sound of the air sucking into the engine. With that,
I think the way the engine is designed gives it that torquey bottom
end power feel . One of the down falls to the engine was it had more
engine braking than other bikes I have ridden.


2018 Engine: 

 I personally jelled really well with the new engine feel . The
standard mapping was a very usable power with a lot of bottom or as
Keefer would say "EXCITEMENT" . For how much bottom the new Yamaha has
it is super smooth and easy to ride .
Riding this bike at Glen Helen I noticed right off the bat that second
gear feels like it pulls forever, but it doesn't end there. When I shifted to third gear I was  blown away at how well the bike just kept going and going. Yamaha made a lot of changes to the engine
with a new cylinder head, piston and also changed the angle a bit.
In my opinion all of these changes are for the better in my book .
Some clutch updates were made with the springs, plates and the
pressure plate. Doing this gives it a smoother pull and more grab out of the corners .

2017 Suspension: 

Didn't ride stock suspension. 

2018 Suspension:

 I thought the fork and shock were balanced and comfortable. I did feel like it was a little soft for me, especially landing off of jumps. On small choppy stuff the suspension was plush and allowed me to have good traction. For stock suspension I felt like it was one of the best sets of stock stuff I have ridden. Although I weigh in at 185 pounds I could still get pretty aggressive riding at Glen Helen.

2017 Electric Start:
No E-start

2018 Electric Start:

I'm just going to start of by saying electric start is the bees knees!
Its an easier faster way to start your bike and not only that , we all
make mistakes with little tip overs every now and again. The new
electric start allows you to get up and going as fast as possible .
One thing that stood out to me about the electric start was that you
could start your bike in gear. I caughtmyself numerous times
reaching for the kick starter but that's ok , I can do without that.

 

A-Ray did a pretty good job on his notes, but we will continue to groom him to be a better tester.

A-Ray did a pretty good job on his notes, but we will continue to groom him to be a better tester.


2018 Pros:

- Overall strong feeling of the engine.. And it's stock! 
-Electric start is bitchen
- Less engine braking than 2017
- Clutch action/feel
- Skinnier cockpit


2018 Cons:


- Slight twitchier front end
- When I weighted my outside peg and got my butt on the edge of the
seat , I could feel the gas tank on my butt bone.
- Side number plates will pop out for more aggressive riders.
- Front fender look
 

2018 Suzuki RM-Z450 First Ride In North Carolina

Suzuki Comes To Play In 2018

Story By Dominic Cimino 

 

                                                      The new 2018 Suzuki RM-Z450 

                                                      The new 2018 Suzuki RM-Z450 

 

To say we were excited to throw a leg over the new 2018 "Zook" would be an understatement.  There was much debate as to which machine held the highest regards in the "most anticipated bike of 2018" category, but we feel that the all new RM-Z450 is in that mix. It is pretty crazy to think that this yellow big bore had remained practically unchanged since 2005, aside from a few updates here and there. But Suzuki finally put an end to the "Ole Yeller" era with a completely redesigned bike focused on not only elevating the brand, but also supplying riders and racers around the world with a bike that can "Run", "Turn", and "Stop" better than the rest. 

 

So why is the RM-Z450 one of the most anticipated bikes of 2018?  As stated, after over 10 years the bike finally has changed, and not just the graphics, but a complete overhaul. Think about it: we are on a pretty sharp three to four year time frame with almost all other Japanese manufactures that release new models to the market. Some good, some not so good, but changes nonetheless.  Not to mention, KTM and Husky have been flipping new bikes faster than an In n Out cook does patties.  This left Suzuki no other option but to reveal a new machine that would leave us foaming at the mouth to ride.  And where did we get to finally ride this beauty?  The private facility owned by none other than the Joe Gibbs Race Team, located in North Carolina. The stage was set and the bike was ready, so let's get into it. 

 

The 450 experienced changes from the ground up, and we do not plan to dive into every minute detail in this story.  If you missed the previous link on KeeferIncTesting.com that unveiled most of those changes, click here to read through it: https://www.keeferinctesting.com/motocross-testing/2017/6/28/2018-suzuki-rm-z450-first-look.  Instead, we wanted to share our thoughts after getting up close and personal.  At first glance, she is an absolute beauty!  She has sharp lines in the new “beak” body design, hints of blue that really grab your attention, and ergonomics that will make your mouth water.  Once we sat on the bike and assessed all of our controls to adjust things accordingly, we noticed something was missing... the "magic button".  No electric start on this new 450, and with the way the industry is headed, it made us ponder why it was not included on an all-new bike in 2018.  We asked the Japanese born North American Motorcycle Operations Manager what the scoop was, and he revealed a pretty blatant honest answer: they simply ran out of time. We like that honesty! Suzuki was so focused on creating a brand new bike for the market, that everything else on the motorcycle took priority over tinkering with something foreign to the motocross lineup. It will be interesting to see how long it takes before that button makes it's debut. Nevertheless, this didn't hinder our excitement to get on the track after a couple swift kicks on the old fashioned, longer than normal, start lever.  

Yes, the Suzuki can still carve a corner like no one else. 

Yes, the Suzuki can still carve a corner like no one else. 

 

Once in motion, the 2018 RM-Z450 exudes a lively motor package with crisp throttle response.  The changes to the air boot design, fuel pump, and injector location all worked very well together, as it complimented the bike's extremely usable power curve. We feel that this RM-Z power character is so linear in the RPM range that you can ride in second or third gear whenever you choose. If you want to rev the bike, it allows you to due to having great over-rev.  If you want to cruise and stay more in the bottom end torque zone, it allows you to with ease as well. This new bike doesn't make you work to find the "meat" of the power, as it is incredibly user friendly no matter what position your throttle hand is in.  We personally did not utilize the additional ignition couplers while testing, but our friend and fellow test pilot, Dustin Pipes of PulpMX.com did, and he explained the leaner, more aggressive map was much better for him and the conditions we were in.  On the flip side, we were plenty satisfied with the available power in stock trim. 

 

Even with the weight of the Suzuki RM-Z 450 on the heavy side, the yellow machine is quite flickable. 

Even with the weight of the Suzuki RM-Z 450 on the heavy side, the yellow machine is quite flickable. 

You cannot always judge a book by its cover, but in the case of the new RM-Z, you definitely can.  As stated previously, just the looks of this 450 makes your mouth water, as it's sharp lines and updated styling evoke a sense of great handling characteristics naturally.  This stays true when on the track, as this bike will point and shoot anywhere you want it to.  We found ourselves several times charging into corners assuming we would push the front end or get stood up in deep ruts, but to no avail, it is proven once again why the yellow machine is known for it's amazing cornering abilities.  You will feel like a hero entering ruts, flat corners, and just about anything else that requires changing direction. Transitioning from the back of the bike all the way to the tank is effortless, as the ergonomics are slim and playful. The new lower-bend Renthal FatBars really catered to our smaller test rider, and compliment the overall feel of the rest of the bike.  The dimensions of the rider cockpit are also comfortable, as the combination of the bar, peg, and seat (rider triangle) dimensions work well with one another. In regard to its weight, the 450 is on the larger side of the scale weighing in at close to 250 pounds (with fuel).  But, because this bike handles so well, you will really only feel the weight when lifting it on & off the stand in the pits.  The balance of the chassis is also a highlight, with almost equal weight distribution applied to the front and rear end.  We did experience a little front end twitch from time to time, but we are positive that when we spend more time testing in different conditions that we can remedy this minor issue. 

 

Showa spring forks grace the front end of the 2018 Suzuki. Look at the color of those fork legs! 

Showa spring forks grace the front end of the 2018 Suzuki. Look at the color of those fork legs! 

As for the suspension package, we are all delighted to have spring forks back.  They proved to make the front end of the bike stable and planted, as the new beefed up internals allowed us to be aggressive in all circumstances. We did get the fork to bottom every other lap on the steep transitions and jump faces found on the JGR track, but we were reluctant to increase compression because we did not want to sacrifice how the fork felt everywhere else. As for the rear shock, this thing is interesting to say the least. The RM-Z450 utilizes Showa's BFRC technology found on their GSXR-1000R: Balance Free Rear Cushion.  All controls and adjustments are found on the upper shock reservoir that focuses on unique damping adjustments to control compression and "rebound".  We put "air quotes" on rebound, because there is no longer a rebound clicker adjustment. You will have to make 1/8, 1/4, 1/2, etc. turn increments on the new rebound adjuster instead of "clicks". Again, one day was not enough to really dissect how this thing works in depth, and what you need to do to make it work better.  But we can say that minor adjustments make noticeable differences.  The range of tuning options has multiplied significantly, and with proper time, one can really have some fun getting in tune with this shock.  To round out Suzuki's new motto headed into the new year of "Run", "Turn", "Stop", we will lastly talk about the RM-Z's brake package.  Up front you will find an oversized brake rotor that increases stopping power.  After burning the brake pads in for a few laps, we can tell you that the stopping power is improved; but we can also tell you that the front brakes are still nothing to brag to your friends about. The 2018 set up is good, but not great.  The rear brake sees a newly designed master cylinder that helps eliminate mud build up and the possibility of your boot getting hung up, and we can admit we had no issues with getting great feel and stopping power out back.  But because the term "Stop" is so heavily utilized in Suzuki's new marketing campaign, we feel that the front brake could be and should be so much better. 

The Suzuki's engine package is useable and even more powerful than in 2017. 

The Suzuki's engine package is useable and even more powerful than in 2017. 

 

Ok, time to wrap things up on the new Zook.  We can go on and on about a lot of things 2018 RM-Z related, but trust us, we want to ride it more first!  Yes, we found some things that we weren't the biggest fans of, but those were small slices out of a big pie.  This bike is awesome, and the truck taking it back California needs to step on it.  The motor is great, and the ergonomics are fantastic. The styling is drool worthy, and the suspension package is very unique.  Overall, we are confident that this yellow machine has what it takes to be a front-runner in the new year.  The 450 class is always stacked, so we are very happy to know that the Suzuki engineers took that to heart, as they are incredibly prideful of their motocross heritage.  They wanted to put extreme focus on regaining a solid foundation on the competitive side of the industry, and appeal to amateurs and professionals alike to establish one hell of an RM-Army.  In the end, to say we had an absolute blast at this year's Suzuki media intro would be an understatement.  We were spoiled with generous hospitality in so many facets, and were given the chance to ride a track nestled inside a lush green forest with dirt that everyone dreams of. Not to mention, even Mother Nature was on our side!  It was beautiful, and we want to thank everyone involved with this event for really showing us a great time.  Stay tuned on KeeferIncTesting.com for more coverage and future stories on anything RM-Army related.

2018 Yamaha YZ450F First Ride Impression

 

2018 Yamaha YZ450F First Ride Impression 

The long awaited 2018 Yamaha YZ450F media introduction was at Glen Helen Raceway Wednesday and I got to burn A LOT of laps around the facility (so I could give you all some initial feedback). Yamaha introduced this 2018 beauty to us a couple months ago and the bike is completely new (but you can use your existing 2017 wheels if you want). The MSRP has increased $500.00 ($9,199.00) for 2018, but you’re getting more with the new bike than you were with the 2017 version. If you want to hear more about the 2018 YZ450F you can listen to the “Keefer Tested” podcast that is up now on pulpmx.com, iTunes, keeferinctesting.com and Stitcher. After I get back from Loretta’s look for more testing info on the 2018 YZ450F. In the meantime below is what the 2018 feels like in contrast to the 2017 machine.

 

 

Engine: The 2018 YZ450F’s engine is tilted more forward in 2018 and has a host of changes internally for increased power output (you can go to https://www.keeferinctesting.com/motocross-testing/2017/6/11/first-look-at-the-2018-yamaha-yz450f to see what those changes are. The engine character has a more of a free feeling (less engine braking) than the 2017 version. The 2017’s engine braking was heavier, but the 2018’s engine has less off that drag on de-cel. Which in return gives the bike a better ride attitude coming into corners. The bottom end is snappy and comes on strong (yet smoother than the 2017) and chugs into a very meaty mid range that pulls farther than the 2017. If you’re not careful the mid range pull can get away from you (while in third gear) accelerating out of corners, because that's how hooked up the 2018 gets! Top end is lengthened (farther pull) and has slightly more over-rev than the 2017. It is not as smooth on low end as the 2017.5 KTM 450 SX-F, but not as snappy as the 2018 CRF450R. It is somewhere in the middle. I feel like Yamaha did a great job of improving the engine to an already impressive character. When doing this they made it easier for me to ride aggressively. 

 

With the changes Yamaha made it's easier to maneuver when the track gets hammered. 

With the changes Yamaha made it's easier to maneuver when the track gets hammered. 

Suspension: The suspension feels much like the 2017 and moves in the stroke a lot. However this movement doesn't have as near the amount of pitching like the older YZ450F does. The fork still has good comfort over braking bumps, but has slightly more deflection on small acceleration chop (which is more of a chassis feel, but more on that later). I stiffened the fork up two clicks and slowed the rebound down one click and this helped calm the fork down on light bump absorption. When accelerating out of corners the fork can deflect when high in the stroke, but this setting change helped this feeling. The fork height is set flush from the factory and I didn't feel the need to move the fork from that setting at Glen Helen. The shock needs to have a sag setting between 100-102mm similar to the 2017 setting. However the rear of the 2018 does not have that stink bug feel to it like the 2017. Coming into corners the rear of the Yamaha has a better ride attitude (lower feeling on de-cel) and will not push (or overpower) the front end near as much as the older bike. The shock is a little soft like the fork (at the end of the stroke), but still has remained comfortable on acceleration chop. I did go 1/8 of a turn stiffer on high speed compression to help keep the rear end up on jump landings and steep faces. I feel like the suspension has a wider range of adjustability to maximize the comfort for a wide range of riders. I had Alex Ray testing with me and while he's a good 20 pounds heavier than me, he found a comfortable setting to go fast on. 

 

No this is NOT Travis Preston! But...... We did put his number on our test bike, so he could see what his bike would look like with a rider who could actually scrub. 

No this is NOT Travis Preston! But...... We did put his number on our test bike, so he could see what his bike would look like with a rider who could actually scrub. 

Chassis/Handling: The 2018 chassis feeling is much different than the 2017. The 2018 YZ450F corners much easier and feels lighter on “tip in” (entrance of corners). Mid corner push that last year’s bike had is not as apparent with the new frame. The front end sticks through corners and will not give the rider as much vague feeling. The Yamaha doesn't want to stand up on you mid corner and will give you confidence charging into corners like Travis Preston (you're welcome TP for the compliment). The downside to the new chassis is the stiffer feel it can bring on straight line stability. The front head tube area has a little stiffer feel on acceleration (hence the fork deflection) and gives the rider less of a tire contact patch (only on acceleration). It feels like the front end is not firmly planted when on throttle and dancesaround a little more than the 2017. Off throttle the front tire has good grip and doesn't deflect as much. This stiffer 2018 feeling is exactly the opposite of the 2017 Yamaha YZ450F. I would say with a little more suspension set up I could get rid of most of that feeling, so I will tinker. We complained about cornering with the Yamaha for years right? Well…. They listened and now we might have to adapt to a slightly less stable straight line chassis feel to get that cornering feel that we wanted.  

 

Ergonomics: The 2018 is much slimmer when riding and easier to get farther forward on. I can move farther up on the seat and not have the shroud area hinder my leg movements in corners. The fat feeling shroud area is minimized and will not freak previous Honda or Kawasaki owners out there when deciding to move to this Yamaha for 2018. The middle part of the YZ450F (frame) is narrower and you are able to feel that when whipping the bike over jumps. The word “Flickable” is used a lot in the testing world and the Yamaha has more of it in 2018. The taller bar mounts take a little time to get used to, but the handlebar is the same bend/shape, so if you're a shorter rider (5’9 or below) just roll your bars back a little to compensate for the bar mount height if it bothers you. 

 

The Yamaha is slimmer in the shroud area for 2018. . 

The Yamaha is slimmer in the shroud area for 2018. . 

Other Tidbits: When I can get an e-start without making the bike feel like a hog on the track I am all in! The 2018 Yamaha’s e-start battery only weighs 1.5 pounds and doesn't require the rider to pull in the clutch. It cranks over fairly easy and makes stopping to talk to your homies in the pits much easier in the summer time. You can download the Yamaha Power Tuner app to your phone and make your 2018 Yamaha YZ450F’s engine character tailored made for you. There are three pre-programmed maps already on the app, but you are able to fine tune your fuel and ignition parameters to your liking. Having someone hack into your machine should not be a problem because its a password set account just like your home’s wi-fi connection. It’s also cool that you are able to share/text your personal map to your buddies, so they can try what you came up with as well. I went with a stronger bottom to mid map (shown in this article) and this helped me carry third gear more through corners. I felt like I was in between gears on some tighter corners, so I wanted more grunt on low to mid range. By adding some fuel and advancing the ignition a little I was able to use third gear around 75% of the track at Glen Helen, which made the bike even easier to ride. Work smarter not harder. 

 

Try this map for increased bottom to mid range. 

Try this map for increased bottom to mid range. 

The flat blue color the rims are good looking and lighter than last year’s design. If you don’t like them than you can always go with the white/cyan colored Yamaha with BLACK rims! They are reported to be stronger than last year’s stockers, so I will be testing this in the upcoming weeks! 

So when do they arrive in dealers? I spoke with two Yamaha employees and both told me they didn't have a firm date yet, but most likely dealers will see them in 2-3 weeks time. The MSRP is $9,199.00. That is $500.00 more than the 2017. If there is one thing I strongly didn't like about the 2018 Yamaha YZ450F it is the seat. The seat foam is soft and I can feel the seat base when I am leaning through a corner hard. The corner of the seat’s foam is soft and the seat base and gas tank area (near seat) hit my butt bone and is uncomfortable during a long moto. I am going to try a firmer foam ASAP. The airbox cover is so easy to take off. There is one dzus fastener that holds it on and then it pops off. The air filter is held on by two clips that makes removal ten times easier. The airbox/intake noise is similar to last year’s, so for those that are used to it will not know any change in sound. 

 

The flat blue rims grow on you and look so much better in person.

The flat blue rims grow on you and look so much better in person.

 

Wrapping it Up: So what’s the verdict? I have only had one day on the 2018 Yamaha, but from what it feels like it’s a better YZ450F. The chassis feels stiffer, but that makes for a better cornering blue bike that we haven't seen in….Well……Ever Right?….. I am going to be playing around and tinkering in the coming weeks so stay tuned for continual updates on keeferinctesting.com and pulpmx.com

 

 

If you have any questions about this test you can email me at kris@keeferinctesting.com. Don’t freak out if I don’t get back to you right away, I have a wife that requires quality time and I must give that to her so I don't end up divorced! Cheers! -KK

2018 Honda CRF450R First Ride

Keefer Inc. Testing First Ride Impression

2018 Honda CRF450R 

 

The 2018 Honda CRF450R may look like a 2017, but it sure doesn't act like one. 

The 2018 Honda CRF450R may look like a 2017, but it sure doesn't act like one. 

 

For those of you that didn't listen to the 2018 Honda CRF450R podcast I did, here is a written First Ride Impression version. Remember if you prefer to listen to your tests instead of read them, we are here for you! You can subscribe to “Keefer Tested“ on iTunes, go to pulpmx.com or get it on the Stitcher app…. Choose wisely…. 

 

 

Honda came out with a brand spankin new CRF450R in 2017, so the updates the 2018 have are minimal, but that doesn't mean they cant be felt on the track. Honda went ahead and stiffened up the suspension by increasing the spring rates on both ends of the bike, the engine hangers have been swapped out for a softer CRF450RX style hanger, a mapping change was made to the standard map that was developed to smooth out roll on power down low and increase mid to top end pull and last but not least an electric start with a lightweight lithium ion battery (straight from the HRC race department). On paper it doesn't sound like much, so I took the 2017 and 2018 bikes out to dissect them both (for a little comparison) and this is what I came away with. 

 

A Mapping change to the number 1 map (on the mapswitch) make the 2018 CR450R easier to ride.

A Mapping change to the number 1 map (on the mapswitch) make the 2018 CR450R easier to ride.

 

Engine: 

 

The 2017 engine character is super exciting and fun to ride, but can be a handful when trying to roll through ruts and corners. The 2018 (in map 1) comes on smoother and is much more friendly to ride than the 2017. This doesn't mean it lost its luster down on low RPM, it just means that it is more controllable than ever before. The rear wheel is more connected on the 2018 than last year and I can really feel the Honda getting more traction when the dirt gets harder. Mid to top end pull feels like it has also slightly increased over last year with the new mapping. The new bike can pull second and third gear slightly longer. You will however still need to downshift to second in corners, but will be able to shift a little earlier on the 2018. Over-rev is as good on the 2018 as last year’s model, but still not quite as good as a KTM 450SX-F. With the 2017 I felt like it was easy to stall on tighter corners and didn't have that chugability (yes, that’s right chugability) that I like so much from a bike like the Yamaha YZ450F. With the 2018 CR450R mapping change I felt like the Honda is a little more “chuggy” feeling down on low RPM and doesn't have the tendency to stall as easy. Map two and three are unchanged and to me I preferred map 1 on every track I rode besides very deep sand tracks. Map two is too mellow for my throttle hand and map 3 is very fun feeling, but when I get tired I prefer calming down a little bit! Don’t be threatened by a smoother power feeling on a 450 because chances are you will be faster with that type of engine character. Honda has picked up on this and gives the rider a smoother yet broader engine character in 2018.  

 

The new Honda still has a fun power character and is flickable around the track. 

The new Honda still has a fun power character and is flickable around the track. 

Suspension:  

 

2018. Firmer? Yes. Harsher? No. The 2018 Honda has a firmer feel to it and holds up in the stroke better than the 2017. At 170 pounds this is a better feeling for me on every track I rode at. Last year’s bike was a little “pitchy” feeling and gave me some oversteer (knifing) in corners. This year I was able to keep the fork height at 5mm up in the clamp and not get that oversteer I dreaded from last year’s machine. Going from on gas to off gas on the 2018 CRF450R gives the rider less movement and keeps front end traction high through corners. The fork has a firmer feel, but doesn't get harsh through the mid stroke and keeps a good damping feel all the way to the end of its stroke. Last year’s fork setting was a little empty feeling at the end part of the stroke and I bottomed the 49mm Showa spring fork going up faces of jumps. I experimented with shock sag and always came back to a 105-106mm setting. This was a happy place to keep the 2018 CRF450R balanced on braking bumps and acceleration chop. The shock soaks up square edge well and doesn't have that wallow feel on rollers like last year’s steed. I did get some bottoming on steep jump transitions so an 1/8-1/4 turn stiffer on high speed really helps this get better. If you feel like that both ends are harsh (on braking bumps and acceleration chop) try softening the fork two clicks, slowing the rebound down one click. On the shock go softer two clicks on low speed compression and stiffen rebound down one click. 

The 49mm Showa spring fork holds up more on de-cel and the bike doesn't have that "pitchy" feel to it.

The 49mm Showa spring fork holds up more on de-cel and the bike doesn't have that "pitchy" feel to it.

 

Chassis:  The softer engine hangers really help the 2018 Honda CRF450R settle into the corners better than the 2017. I originally did this mod to my 2017 and noticed a big difference in the bike’s attitude when the track was hard and choppy. The 2018 doesn't deflect as much off of bumps and is slightly more planted around the track.The softer hangers help the flex of the chassis and give the rider more of a contact patch feel from both tires. The added weight (five extra pounds in 2018) of the electric start doesn't correlate on the track and it was tough for me to feel any real weight disadvantage while pushing it on the track. If anything I can feel a slightly heavier feel on tip in, coming into corners, but it is barely noticeable (I am picky so I can feel that stuff). The CG feeling of the Honda is still superb and feels flickable around jumpier style tracks. The 2018 CRF450R corners better than the 2017 due to the chassis and suspension changes Honda made.  

The updated hangers are a welcome change to the 2018 CRF450R, even though most of you 2017 Honda riders most likely already did this to your machine.

The updated hangers are a welcome change to the 2018 CRF450R, even though most of you 2017 Honda riders most likely already did this to your machine.

 

Verdict:  

 

It was tough for me to ride the 2017 Honda CR450R at rough tracks, but the same tracks I hit with the 2017 didn't feel as gnarly to me when I rode the 2018 model. The more forgiving chassis, stiffer suspension, and an engine character that is easier to ride makes it less of a handful to push your limits. I like that I can be smoother on this bike and it will reward me. Did I mention the electric start kicks ass?! It starts easy and makes life a lot easier for me when I have a spill or need to stop to yell at my son for doing something sketchy out on the track. I am looking forward to riding the 2018 Honda CR450R against all of the other 450’s soon in the upcoming first annual Keefer Inc. Testing 450 MX Shootout. Stay tuned! 

Legend. 

Legend. 

 

If you have any questions about this test please feel free to email me at kris@keeferinctesting.com.  

 

For spec info you all can go click over to powersports.honda.com.