2010 Honda CRF450R First Look

Weather you’re a professional rider planning to win 2010’s most challenging motocross or supercross closed course competitions or simply a dirt bike rider with plans to go big, the 2010 Honda CRF450R is one of the numerous “tools” for the job. Honda claims they now offer an even more powerful bike with greater handling capabilities, so let’s just see how they achieved that.

The 2010 Honda CRF450R is now improved with a new ECU programming and injection settings for better throttle response and a new auto-decompressor system for easier kick-starting. Furthermore, the Japanese company mentions that the HRC fuel-injection tool and electronics can now be connected without removing the tank, easing adjustments. In what the suspension is concerned, the fork now has revised valving and needs more oil to smoothen out the ride, while the rear shock has a redesigned piston and different compression adjuster.

It is by now clear that Honda plays their safe card with this new CRF450R and they don’t even bother making it look more aggressive or at least different as they know that a year from now, the name of this precise motorcycle will be on everyone’s lips.

Still, Honda won’t be starting quite from scratch as the CRF450R is not a brick. In fact, it features slim bodywork with the least number of plastic parts. Good looks and weight savings were clearly priorities for those designing it and the fact that the 2010 CRF250R now looks just like the 450cc bike shows how satisfied the little fellows at Honda actually are with their work.

For 2010, you get the same red color and unchanged graphics, so you’ll actually have to get close to one and look at the ID plate to confirm it’s the latest model year out there. Not fun. In the end, we’ll have to say that the Honda CRF450R did hav a successful 2009 year and what we’re now looking at is nothing more that a slightly improved (the word upgraded is too much for it) version, but it should do the trick.

MSRP $8,099

2010 Yamaha YZ450F First Look

ENGINE LAYOUT
The first thing you notice about the new engine is that the exhaust pipe is missing. With the cylinder head reversed so the intake comes in the front and the exhaust out the rear, the exhaust pipe now features a “Tornado” coiled design that moved it to where the airbox used to be. The intake is located at the very front of the engine allowing for the most direct path straight into the 44mm Keihen Fuel Injection throttle body. Helping create that direct path is the rearward slanted layout of the cylinder and cylinder head.

Once you get past the visible changes on the outside of the engine the inside is just as different. The new engine features a four-titanium valve head with a pent-roof combustion chamber shape. This layout was found to work the best with the new fuel injection system. The piston itself is offset on the crank to eliminate power robbing friction that is caused by piston rubbing on the cylinder wall during combustion.

POWER AND PERFORMANCE
The YZ450F features a powerful titanium 4-valve DOHC liquid cooled single cylinder 449cc engine, using a battery-less electronic fuel injection system. Crack the throttle and instantly feel the rear wheel churning up dirt. That kind of instant throttle response is at the heart of the new engine. Power is there whenever you need it at a moments notice. All new intake and exhaust cams, along with a higher compression piston have the 2010 YZ450F battling for holeshot after holeshot.

The technologically advanced 2010 YZ450Fis equipped with a tunable electronic fuel injection system featuring a 44 mm Keihen® throttle body, and 12-hole injector which provides exceptional atomization of the fuel for maximum power, unrivaled throttle response and automatic altitude and temperature adjustment. The system also includes idle speed control for easy, reliable startup. Through the use of the GYTR Power Tuner you are able to tune the ignition and fuel injection system to better suit your individual needs with a simple standalone device that doesn’t require a laptop, battery or a PhD to operate.

BILATERAL BEAM ALUMINUM FRAME
The new YZ450F features a lightweight, Bilateral Beam Frame with over 16 different pieces made up of Extruded, Forged and Die-Cast Aluminum. Developed with the goal of being the ultimate cornering motocross bike the unique double S-bend shape of the frame plays a key role in the positioning of the new engine layout as well as the overall nimble handling feel of the bike. Hitting inside lines, carving through deep ruts and making quick direction changes are no problem for the 2010 YZ450F new chassis.

OPTIMIZED SUSPENSION
Yamaha prides itself on great out of the crate suspension and the 2010 YZ450F features the same KYB SS Forks that have garnered much of that acclaim. To work with the new chassis the forks have been lengthened 10mm and re-valved with a new dampening character.

The KYB Shock features a new Piggyback design thanks to the additional room that the new engine layout allows. The shock is now centrally mounted in both the bilateral beam frame and swingarm, which allow for the shock to better absorb the rigors motocross throws at it.

SIMPLE SERVICE ACCESS AND RIDER COMFORT
The all-new YZ450F has the benefit of years of Yamaha Factory Racing experience – one resulting highlight is simple race prep and service. Common bolts and nuts are used from most engine and plastic parts. The oil tank is integrated with the crankcase so servicing the engine is a snap.

The YZ450F also boasts ProTaper® handlebars with four-position adjustability, allowing riders of any size to find a comfortable setting. The seat design is very flat, allowing plenty of freedom for the rider to be able to slide back and forth to get in the right body position on the bike.

The new YZ450F comes in a standard color Team Yamaha Blue/White or in a second color White/Red.

MSRP $8,090 (white/red)
$7,990 (blue/white)

2010 Suzuki RM-Z 450 First Look

No one expected 2010 to be such a big year for Suzuki dirt bikes.

Suzuki Dirt Bike engineers have been busy dialing in and improving on its big RMZ450 MX bike. Modifications to the 2010 RM-Z450 engine include revised cam profiles, cylinder-head porting, and an improved camchain tensioner. Suzuki also optimized the RM-Z450’s electronic fuel injection, reversing the throttle valve movement. Changes to the chassis include a two-piece head stock that’s 9mm-taller than last year. The Showa 47mm forks have new spring rates. The extruded and cast members on the rear section of the frame are now wider, and the motorcycle’s wheelbase is 0.6-inches longer. The Showa rear suspension features revised spring and damping rates.

Suzuki Dirt Bike engineers have carefully developed the RM-Z450’s powerful 449cm3, DOHC, 4-valve engine to increase power throughout the rev range. Always known for its incredible midrange, the 2010 RM-Z450 now has arm-stretching high-rpm power. A combination of revised cam profiles and reworked cylinder-head porting give the 2010 RM-Z450 amazing idle-to-redline thrust. An improved camchain tensioner provides more consistent performance. Also a modified throttle linkage makes the low-speed throttle response more progressive.

Improved Fuel Injection: For 2010, the RM-Z450’s electronic fuel injection is improved with a reversed throttle valve movement. Such a simple alteration pays handsomely: The fine fuel-air mist from the 12-hole fuel injector is directed away from the throttle valve for a more uniform mixture producing increased power and enhanced throttle response.

Chassis Dynamics: Everywhere you look, the RM-Z450’s twin-spar aluminum alloy frame has received detailed improvements to optimize rigidity & balance. It starts with the head stock, which is now a two-piece design that’s 9mm taller than before. The sections at the rear of the frame, which are made up of extruded and cast members, are now wider for increased rigidity. More strength comes from a wider upper frame bridge beneath the saddle, while material wall thickness was strategically designed to save weight.

High-Quality Showa Suspension: The RM-Z450 employs race-bred, state-of-the-art Showa suspension front and rear. For 2010, both ends of the bike are given suitably revised spring and damping rates. The new rates work together with the chassis’ optimized rigidity balance to improve handling. Showa 47mm inverted forks provide optimum wheel travel and can be adjusted for compression as well as rebound damping. A Showa rear shock offers both high- and low-speed compression damping adjustment along with rebound damping and spring preload adjustments. Working through Suzuki’s rising-rate linkage system (now with revised link-bearing tolerances for precise handling performance) the shock provides 310mm of wheel travel while delivering maximum traction.

MSRP $7,990

2010 Kawasaki KX450F First Look

For 2010 the KX’s essential platform returns, and although it’s nearly impossible to spot the individual changes, both the engine and chassis have been modified in order to deliver more performance around the racetrack.

Powering the KX is a 449cc 4-stroke Single that benefits from all the latest and greatest engine tuning tricks including liquid-cooling, double camshafts and fuel-injection, just like before. What’s new is the piston, cylinder, camshaft and crankshaft. For these components engineers turned to the racing department and utilized the same parts that they’ve been successfully running this year.

Perhaps the biggest change in terms of engine performance is the new piston. It’s both lighter and shorter for better performance through its 11,300 rpm-range (compression ratio remains the same). It slides inside a redesigned cylinder featuring tighter tolerances between it and the crankcase. The crankshaft is also new and makes use of a fresh design said to improve the engine’s tractability between the rear tire and the ground when you twist the grip. Lastly, a new camshaft was fitted and advances engine timing by 2-degrees.

The 2010 KX450F clutch set-up also gets some attention with a reengineered basket designed to not only enhance feel but operate cooler as well. The fiber friction plates were beefed up and contain more friction material which increases feel and durability. The same 5-speed transmission transfers power to the rear tire but it now does so with a slightly lighter chain.

With the electronic revolution, no hardware upgrades can be complete without software updates to match, so engineers reprogrammed the fuel and ignition settings in the ECU. Additionally, the rider or engine tuner has the ability to alter all the engine settings via an optional Kawasaki Fuel Injection Calibration Kit.

Like before, you’ll be hard pressed to find a rider that thinks the Kawi needs more juice even in stock form. And it doesn’t matter what gear or rpm you operate the engine. Just twist the throttle and the KX rockets forward with the immediacy of a sportbike. Yet at the same time it generates power in such a linear, predictable fashion that it won’t catch you off guard or scare you, even if you’re new to the sport (again, the Kawasaki Fuel-Injection Calibration Kit allows you to tune the bike’s engine to deliver power more or less aggressively based on your skill level and track conditions check it out, it’s the best money you’ll spend on your new KX).

All said and done, the 2010 Kawasaki KX450F costs $500 more than its predecessor and should be rolling into your local Kawi dealer as you read this. Although the changes aren’t revolutionary and are pretty difficult to feel in the hands of your average motocross pilot; in the hands of our pro they made a difference. Most notable was the engine’s more friendly power delivery as well as its improved handling in the corners. So, if you’ve already got a ’09 bike in the garage is it worth making the upgrade to the ’10 model? If you’re serious about racing than it’s a no brainer.

MSRP $8,049

2010 Kawasaki KX250F First Look

Most were hoping the trickle-down effect would happen fast enough for this year’s bike to trade its carburetor for digital fuel injection, but it wasn’t to be. Try not to be too disappointed, though. Try to remind that the ’09 was a damn fine machine, and a list of improvements aimed at bettering the handling characteristics is a good thing.

Kawi’s quarter-liter gets a bridged-box piston design like the KX450F as well as the wedge-shaped crank web and larger radiators. But, unlike its big brother, the exhaust pipe is longer out of the head and shorter in the middle for boosted low-end grunt. Crankcases are thicker and the tranny is beefed up as well with bigger dogs on third and fourth gears.

Suspension and chassis changes are just like the 450 except that the KX250F uses Showa components. The steering stem has less rigidity and the suspension tuning aims at leveling the bike’s stance so that there is less pressure on the front wheel. Showa twin-chamber fork, along with revised frame geometry are designed for quicker steering. The suspension also features a super-hard titanium coating on the outer surface, and a friction-reducing Kashima Coat on the interior. The 450 uses Kayaba forks

That doesn’t necessarily equate to quicker handling in the hypothetical world, but we’ll wait and see how this thing turns at the press launch.

Sure seems like there’s a lot in common with the 450F, and the price hike is no different. If this is the bike for you, the 2010 model rings in at $6999 - an extra 500 bucks over the ’09.

2010 Suzuki RM-Z 250 First Look

After being the first brand to introduce a fuel injected 450 Suzuki again got the holeshot in hte 250 class. The 2010 RMZ 250 is the first MX2 bike from Japan that received some extra electronic to get going. Suzuki racing technology is everywhere you look: advanced Suzuki fuel injection is fitted for the first time on a four-stroke 250cm3 Suzuki motocross machine. Further engine modifications boost peak power without giving up any of the low-end or midrange that has made the RM-Z250 the choice of top riders everywhere. Chassis updates improve handling with key suspension upgrades making the new RM-Z250 the perfect weapon for motocross racers worldwide. And there’s the eye-catching slim, aggressive styling that causes the RM-Z250 to stand out at any track.

The Suzuki RM-Z250 dirt bike has come a long way since its joint conception with Kawasaki back in 2004. Now solely a Suzuki product, the RM-Z250 has become a known motocross race-winner in the hands of riders like Ryan Dungey. Suzuki was the first Japanese OEM to introduce production fuel injection on its motocross bike, the Suzuki RM-Z450, and it is also the first to do it with the 250F division. The 2010 Suzuki RM-Z250 will be equipped with battery-less EFI for the first time to fuel the liquid-cooled, DOHC 4-stroke Single.

Suzuki has always been known for producing bikes with razor handling, and the RM-Z250 adheres to that formula. Nimble and quick, holding the inside line is its forte thanks to a twin-spar aluminum chassis and Showa suspension on the new models. The Suzuki RM-Z250 has finished as high as second place in our annual 250F Motocross Shootouts, but the overall class title has remained elusive for the RM-Z250. However, it shows up as one of our riders’ favorite bikes to spin laps on which goes to show that the Suzuki RM-Z250 always has plenty to like about it. Factory race teams like Rockstar Makita Suzuki are in the title hunt with the RM-Z250 at every race series including motocross and supercross.

MSRP $6,699

2010 Yamaha YZ250F First Look

The YZ250F for 2010

The all new, bilateral beam frame is specific to the 250F and is more compact than the previous generation chassis for superior cornering. The optimized engine delivers a new level of power in the low-to-midrange, with a great torque feeling that all riders want!

Starting at $6,990 for the blue and white, and $7,090 for the white and red.

KEY FEATURES

The all-new, Bilateral Beam frame is specific to the 250 and is more compact than the previous generation chassis. This places the rider closer to the front wheel, which delivers superb rigidity balance for unmatched lightweight handling and cornering. This nimbleness lets the rider get on the gas sooner out of corners and cross the finish line with less fatigue – even on long motos.

The optimized engine delivers a new level of power in low-to-midrange, with a great torquey feel, exactly where riders want it. That is due to the new straight intake boot that enhances breathing, new carburetor that provides excellent throttle response and fuel atomization, and redesigned valve train components that reduce inertial mass and boost low end torque. Exhaust is also enhanced with a new D-shaped exhaust port and newly designed exhaust system. Ongoing refinement to the suspension and engine produces an amazingly balanced, light-handling machine with performance that’s accessible to all levels of riders.

All new styling emphasizes the bike’s light weight and nimble handling character. The sharp, horizontal lines set the bike apart, with a clean, aggressive look.

KYB® suspension has been recalibrated front and rear and is tuned to work with the new Bilateral Beam frame for unmatched handling. The clutch lever has a lighter pull feel even though the clutch has stronger engagement. The new clutch also has a wider engagement range that will give riders an advantage off the line. . . shift after shift, moto after moto.

There’s no disputing the YZ250F’s unmatched four-stroke prowess – it was the 1st four-stroke 250 motocross bike on the market, the 1st to win an international race, the 1st to win an AMA® Supercross ® and the 1st to take an AMA® U.S. Supercross Championship® title, as well as the first to win an AMA® National race.

2010 Honda CRF250R First Look

The CRF250R for 2010

(from Honda motorsports brochure)
starting at $7,199

The CRF250R likes to win. Plain and simple. In fact, this machine has grown so used to taking checkered flags that it considers the top of the podium home. It's not easy, though, because when you're this good, everyone else is always gunning for you. And that means you always have to stay that much better, which is exactly what this year's all-new-from-the-dirt-up Honda CRF250R has done.

And we didn't have to look far for inspiration, adapting many of the same cutting-edge features found on the open-class-leading and championship-winning CRF450R. Like Honda's revolutionary batteryless fuel-injection system. A lightweight, more potent Unicam engine. An innovative new single exhaust setup. An all-new twin-spar aluminum frame. And our exclusive Honda Progressive Steering Damper (HPSD). It even takes some serious new styling cues from its big brother.

And the result? The lightest, most powerful and best-handling CRF250R yet. Once again, it looks like everyone else will be racing for second.