The 2005 Yamaha WR450F is a sweet woods ride. Here's Ken trying to keep as perfectly perpendicular as possible for this shot.
"Both the WR and the CRF are really smooth down low," says knockout artist Ken Hutchison. "Unlike the motocross versions of these bikes, you can actually twist the throttle more than a quarter-turn without fear of looping out. But at the same time, when you get on it and whack the throttle open, there's plenty of power available. No matter what gear you're in, you can haul ass on either machine."
Not that shifting is an issue on these bikes. Yamaha and Honda have fixed their respective bikes with a couple of bullet-proof gearboxes. Both were silky smooth and I didn't hear one complaint about missed shifts or notchy transmissions throughout the duration of our test.
With both engines exhibiting strong but slightly different characteristics, we turned our attention toward the handling to see if we could find a flaw in either machine. Honda fitted the X with a fourth-generation aluminum twin-spar frame. Historically, the chassis has been a bit stiff, but we're happy to report Honda's latest incarnation is nearly tuned to perfection. However, it did feel a bit more portly compared to the WR, which is fitted with a steel perimeter frame.
When riding hard, the width difference in machines is noticeable, but the CRF's extra width in the seat and at the tank doesn't hinder performance the slightest. In fact, some of our testers prefer the overall feel of the X, but the majority opted for the slim WR.
Shorter front brake hose routing is said to help improve feel at the lever and eases brake maintenance while a new front wheel collar makes front wheel removal more simple on the 2005 WR 450F.
"Both bikes steer about the same, but the Yamaha feels slightly more nimble, perhaps due to less weight or maybe just the bike's geometry," offered B.C. "The WR also feels a little thinner between the knees, which maybe gives the illusion of better maneuverability."
Railing tight sections is about more than turn-in capabilities, though, as a good set of suspenders is an absolute necessity. Fortunately for our test riders, both machines are fitted with superb suspension. Rough sections of trail and braking bumps are reduced to warm butter.
Up front, the WR450F is fitted with a new 48mm Kayaba AOSS (Air Oil Separate System) fork that separates the air and oil, much like the Showa fork fitted on the CRF. The new front suspension package performs beautifully over a multitude of terrain types.
Out back the WR not only sports a slightly shorter shock, but the swingarm is redesigned for 2005, which eliminated 1.1 pounds of material. As a whole, the new suspension absorbs bumps, dips, ruts, and hits easily. Together, the front and rear suspension stays stone-cold planted through faster sections and provides ample feedback to the rider.
At $7,199 the 2005 Honda CRF450X comes in $600 more expensive than the latest generation of Yamaha's WR450F.
Likewise, Honda's X is fitted with some of the best off-road suspension this side of aftermarket paradise. Up front a 47mm inverted Showa twin-chamber cartridge fork with aluminum dampers takes care of suspension duties, while the Pro-Link system is damped by a fully adjustable Showa shock at the rear. The suspension on the X is as good as the competition.
Both bikes performed beautifully and we found ourselves simply wrapped up in riding instead of wondering how to adjust the suspension to make either work right. When pressed, our testers gave a slight edge to the X in the suspension department.
