2025 MXA 450 FOUR-STROKE SHOOTOUT: SUZUKI, HONDA, GASGAS, KAWASAKI, HUSQVARNA, KTM & YAMAHA

After 52 years of testing motorcycles, we’ve heard it all. We’ve been called every name in the book and have taken heat from every manufacturer at one point or another. Through it all, we’ve learned to tune out the noise and focus on what we do best—testing motorcycles. Our testing protocols are simple. We race-test bikes because that’s when the pros and cons of a motorcycle stand out the most. Trying your hardest in practice and pushing 100 percent in a race are two very different things. No matter how hard you think you’re trying during a regular practice session, it’ll never replicate the same intensity that comes out on race day. It doesn’t matter how fast or experienced you are. When the pressure is on, you grip a little harder, get on the gas a little sooner, hold it on a little longer and breathe a lot less. Some people rise to the occasion on race day, and others have trouble riding to their potential when they are forced to push. Either way, whether you’re a vet, beginner, novice, intermediate or pro, you ride differently in a race situation. 

We’re reminded of the importance of race testing every weekend, because the Suzuki RM-Z450 might feel like a good idea after riding it on a Thursday, but the reality check comes when the gate drops for your first moto on Sunday. 

It’s understandable that people are offended by our tests. Ten grand is a lot of money to spend on a bike, and nobody who spends that much wants to hear that their bike is slow, heavy, unreliable or difficult to ride. We also understand the saying, “Dance with the one who brought you.” If the bike in your garage didn’t place well in our shootout, don’t let us steal your joy. Just remember us when you’re looking for ways to make it handle better or go faster, and read our shootout before making your next purchase.

The question that arises most is, “How many riders can actually use a modern 450 to its full potential?” Unless your name is Eli Tomac, we can almost guarantee you aren’t squeezing every bit of power out of your bike. Does that mean Eli is the only rider deserving of a YZ450F? Should every novice or vet rider be demoted to living with the seventh-place Suzuki RM-Z450? No way. Just because the Suzuki is a fine option for a novice or vet rider doesn’t mean that same vet wouldn’t be better off on another brand. 

The second question that arises is, “Where’s the Beta?” Of course, we expected to have Beta’s first-ever 450RX motocross bike in MXA’s “450 Shootout” this year, but after the 2024 model was delayed, Beta decided not to bring the 2025 450RX out early so that dealers could have sufficient time to sell the 2024 model. The updated 2025 model wasn’t done in time to be included in this year’s shootout, but we’ll certainly be testing it as soon as it’s available. 

Which brings up the question, “Where is the Triumph TF450-RC?” Triumph released its 250 production four-stroke slowly, but other than press-release photographs, don’t expect the 2025 TF450-RC to go on sale for awhile. Of course, Ducati is still racing its prototype Desmo450, but we think it’ll come out sometime in 2026. 

The most important question is, “How does MXA come up with the shootout results?” We certainly don’t pick seven random riders for a two-day test. Although that sounds convenient, we’d much rather employ year-long test riders who constantly ride and race our full fleet of test bikes. Our test riders live with and learn about all our bikes, and we try our best not to let anyone get too comfortable on one machine.

Our pro test riders show up most on camera, but the speed and skill of our core testers varies much more than you might think. We take feedback from every size and every skill, and then digest it all and distill it before coming up with our results. The following ranking is an overall synopsis of where we think the seven major 450cc models fall in the pecking order. 

SEVENTH PLACE: SUZUKI RM-Z450 $9,299

WHY SHOULD THE RM-Z450 WIN THIS SHOOTOUT?

The Suzuki RM-Z450 can’t win on performance, but the Suzuki engineering team would win in a battle of consistency! This bike has stayed the same since it was introduced in 2018. Suzuki only made a fork-spring change in 2019 and updated the graphics a few times since then. The best part about the RM-Z450 is the price. “MSRP” stands for “Manufacturer’s Suggested Retail Price,” and the $9299 suggested price is easily lowered by dealers who want to get yellow bikes off their showroom floors. Suzuki offered a $1000 rebate on 2025 models before they even made it to some dealerships. 

FOR THE AVERAGE RACER, THE EXISTING RM-Z450 HAS USER-FRIENDLY POWER. IT DOES ITS BEST WORK IN THE LOW- TO MID-RANGE AND FALLS OFF AFTER 9000 RPM WITH LOTS OF ENGINE BRAKING WHEN YOU LET OFF THE GAS.

The best thing about the 2024 and 2025 Suzuki models is that they come in “RM Army” editions for consumers who buy early. The early RM-Z450 buyers get a free Pro Circuit T-6 exhaust system ($1100 value) and Throttle Syndicate graphics. The RM Army Edition boosts the engine by 2 horsepower and drops the weight by 2 pounds. Thanks to Pro Circuit’s help and Honda’s 2025 engine strategy, this bike isn’t the slowest model on horsepower for 2025. 

For the average racer, the existing RM-Z450 has user-friendly power. It does its best work in the low- to mid-range and falls off after 9000 rpm with lots of engine braking when you let off the gas. The Suzuki’s durability is one selling point. With over 40 hours on our Suzuki RM-Z450, we are still on the original brake pads, chain slider, chain guide and clutch. Changing the oil every four hours and maintaining a clean air filter has helped the RM-Z450 stand the test of time.

WHY SHOULD THE RM-Z450 LOSE THIS SHOOTOUT?

The stinkbug layout of the chassis transfers too much weight to the front wheel, which creates oversteer in the turns. The Showa spring forks are soft, but they aren’t the worst part of this bike. The Showa BFRC shock is a suspension tuner’s nightmare. It’s the only shock using road racing technology on a motocross bike. It’s very unpredictable in braking bumps. You have to hold on tight in the rough! We like the Kayaba shock that comes stock on the RM-Z250, and if you have one lying around, it’s a great fix for a Suzuki RM-Z450. Once you fix the suspension, the Suzuki isn’t a terrible bike, but make sure you’re not paying retail price for it, because you’ll need the extra money for suspension. 

SIXTH PLACE: KAWASAKI KX450 $10,499

WHY SHOULD THE KAWASAKI KX450 WIN THE SHOOTOUT?

Kawasaki came out with a new engine and chassis last year, and on the dyno, it looked fine. A peak of 58 horsepower is nothing to be ashamed of, but none of our testers could feel those 58 horses on the track because the KX had a sluggish response. This is a second-gear bike in the corners, requiring an unhealthy amount of clutch work to get it to pull third gear. 

The previous 2024 Kawasaki KX450 gave up some straight-line stability to gain a nimbler feel in the corners. We like the friendly handling characteristics and that it turns into corners better than the previous 2019–2023 bikes. But, thanks to the 1-degree-steeper head angle, it does want to oversteer and head-shake at speed. 

We love the new Brembo front brake system, and we appreciate that the Kawasaki can be mapped via smartphone, although it needs more power than the app can provide. 

CLOSED-OFF AIRBOXES HINDER THROTTLE RESPONSE AND EXCITEMENT ON THE TRACK. FOR THE SAME REASON, WE AREN’T TOO SURPRISED THE KX450 HIT A PEAK OF 58 HORSEPOWER ON THE DYNO, BUT IT FEELS LIKE A KX350 IN MOTION.

For 2025, Kawasaki made three minor updates. They changed the air filter from a flat piece of toast to a domed filter. It looks like the Twin Air PowerFlow kit we installed last year but doesn’t seal as well. This new filter can be used on your 2024 model as well. Kawasaki also removed the rubber plug from the airbox (that we made fun of last year), which lets the airbox breathe better, and they increased the parameters on the KX Rideology smartphone app just slightly to allow for a wider range of adjustments. 

WHY SHOULD THE KAWASAKI KX450 LOSE THE SHOOTOUT?

Kawasaki dropped in the standings because the competition (everyone except Suzuki) got better. There are little irritants, like bolts stripping faster on this bike than any other and problems with the right side-cover gaskets going bad on the engine cases. We have found slow oil leaks twice now on our 2025 bike. The leak won’t immediately harm your engine, but it covers your engine and boots in oil. We also had a water-pump seal go bad, but that was an easier fix. 

What was Kawasaki trying to achieve with the KX450 engine? Kawasaki sees a future where sound requirements are becoming stricter, so they muted their new model two or three years early to prepare for the upcoming sound regulations. Air is being restricted on its way in and out of the engine. Thanks to Husqvarna, we know that closed-off airboxes don’t have to negatively affect dyno numbers, but they do hinder throttle response and excitement on the track. For the same reason, we aren’t too surprised the KX450 hit a peak of 58 horsepower on the dyno, but it feels like a KX350 in motion. 

FIFTH PLACE: GASGAS MC450F $10,499

WHY SHOULD THE GASGAS MC450F WIN THE SHOOTOUT?

New for 2025, the GasGas gained the same major updates as the KTM and Husky. It has an updated frame with shock-tower cutouts, a more flexible shock linkage, updated head stays and new suspension settings. Along with those updates comes a 1-pound weight savings. Of course, the engine, frame, suspension (albeit valved softer), clutch internals and transmission come straight from KTM, while the brakes, calipers, rotors, and hoses are downgraded versions from BrakTec (including the hydraulic clutch slave cylinder). It has softer suspension settings; Maxxis MX-ST tires (instead of Dunlop MX34 tires); forged triple clamps (instead of CNC-machined clamps); 12mm-taller, non-branded Neken handlebars; no resonance chamber on the exhaust; and no map switch (it is stuck in the mellow map unless you buy the $180 accessory map switch).  

AMAZINGLY, EVEN STUCK IN MAP ONE, THE GASGAS MC450F HITS 57.9 HORSEPOWER WITH 35.6 POUND-FEET OF TORQUE.

At its core, the GasGas is a great bike for many riders. The BrakTec brakes and clutch have improved for 2025 and are now at least rideable, but they’re still far inferior to Brembos. The softer suspension is great for novices and vets, and those same riders might be fine without access to map two, QuickShift, and traction control. Amazingly, even stuck in map one, the GasGas MC450F hits 57.9 horsepower with 35.6 pound-feet of torque. It doesn’t feel as snappy or exciting as the KTM, but it’s not far off. The big negative is that GasGas skimps on the components but still manages to ask a premium price for a non-premium bike. 

WHY SHOULD THE GASGAS MC450F LOSE THE SHOOTOUT?

Truthfully, as long as it’s owned by KTM, the GasGas will never have a chance of winning a 450 shootout. KTM intentionally sabotages GasGas and doesn’t spec the red brand with anything to make it stand out. At least a few years ago, GasGas could claim that the MC450F sold for the exact same retail price as the Honda and Yamaha, but now it has jumped up to $10,499 for 2025 and is more expensive than the Honda, Yamaha, and Suzuki. We like the bike, but GasGas is no longer worthy competition at the cash register against the CRF450 ($9699), YZ450 ($9999) or RM-Z450 ($9299), even with the money-saving brakes, tires, electronics, and triple clamps. 

FOURTH PLACE: HUSQVARNA FC450 $11,399

WHY SHOULD THE HUSQVARNA FC450 WIN THE SHOOTOUT?

Because the KTM group has three different brands under one umbrella, they can focus on different audiences. The obvious end user for the Husky FC450 is vet riders. True vet riders remember the glory days of Husqvarna’s history, and they appreciate Husky’s nod to their Swedish heritage with the Swedish yellow and blue graphics.

With 10mm-shorter forks, a shorter shock and a linkage with longer arms, the Husqvarna’s seat is 1 inch closer to the ground than the KTM and GasGas seats. Lowering the center of gravity makes the white bike a dream in the corners. Vets appreciate it, but shorter riders, young riders and women love it. Two of our female test riders have bought 2024 Husqvarnas after riding our test bikes because of the smooth power and the lower seat height. The Husky is a more approachable bike. It’s not so hard to swing a leg over, and it’s glued to the ground in corners. 

PARADIXICALLY, THE YZ450 FEELS LIKE A 61-HORSEPOWER BIKE WHEN YOU DON’T WANT IT TO, WHILE THE HUSKY FC450 RIDES LIKE A 58-HORSEPOWER BIKE UNTIL YOU WANT 61 HORSES

Of course, the FC450 gained an updated frame, linkage, head stays and suspension settings for 2025, granting our request for more compliance on the track. Thankfully, the 2025 Austrian bikes no longer take 10 hours to break in. The Husqvarna has all the same components as the KTM, like Brembo brakes and the map switch, only their bike comes with lower and wider ProTaper handlebars and a closed-off airbox, which creates a mellower powerband. What makes the mellow powerband all that much more phenomenal is that the FC450 makes the most peak horsepower of all seven contenders and is the only bike to crack the 60-horsepower barrier in 2025. The 2025 Husky FC450 rolls into its power in a smooth and linear fashion that makes it easy to ride, and then builds into a powerhouse. The YZ450 feels like a 61-horsepower bike when you don’t want it to, while the Husky rides like a 58-horsepower bike until you want 61 horses. 

WHY SHOULD THE HUSQVARNA FC450 LOSE THE SHOOTOUT?

There was an epic battle among the MXA test riders over where to put the FC450 in the shootout rankings. With the same brakes, clutch, frame, tires, airbox, electronics and transmission as the KTM 450SXF, it was hard to separate it from its orange sibling. The test riders who felt that the Husqvarna FC450 was the best 450 of the year eventually conceded that the Husky wasn’t meant for everyone. It was the most expensive bike in the class and the only one that intentionally shortened its suspension travel, claiming that “11 inches of great travel is better than 12.5 inches of bad travel.” Eventually, the hardcore test riders admitted that the FC450 was tailor-made for vet riders, while faster riders preferred the extra suspension travel and hold-up of the 2025 KTM 450SXF when the track got rough. The Husky is the best bike of the year for its target audience of vets, 450 first-timers, riders who want to be able to touch the ground on the starting line, and for naysayers who think that “no rider can actually use a modern 450 to its full potential.” It proves that there is one powerful 450 that everyone can use to its fullest. 

THIRD PLACE: YAMAHA YZ450F $9,999

WHY SHOULD THE YAMAHA YZ450F WIN OUR SHOOTOUT?

The Yamaha is the only “true” 450 out of the current crop of 2025 models. When it was released in 2023, it was a revelation. It was the most exhilarating engine on the track. It felt like you got your money’s worth when you cracked the throttle. We always say, “If you want to holeshot, ride a Yamaha.” Additionally, every long-time Yamaha racer loved that the bike felt like the “anti-Yamaha.” It was slimmer, sleeker, lighter and nimbler than any of the previous Yamahas and was much improved at corner entrance. The throttle-to-rear-wheel connectivity was amazing, and the chassis did a great job of gluing all of the 59 horsepower to the ground. All of this made the Yamaha YZ450F champion of the 2023 and 2024 MXA shootouts. 

THE PROBLEM WITH REVELATIONS IN THE ENGINEERING WORLD IS THAT THEY ARE HARD TO ONE-UP.

The problem with revelations in the engineering world is that they are hard to one-up. For 2025, the YZ450 has new suspension settings, an updated linkage and revised engine mounts to improve stability. The only engine update was to the clutch where Yamaha tripled the number of bleed holes in the inner hub to boost oil flow. The Yamaha also has new footpeg brackets to fix the issue we had with standing on the mounts. 

WHY SHOULD THE YAMAHA YZ450F LOSE OUR SHOOTOUT?

It is paradoxical that the YZ450F’s greatest attribute is also its worst attribute. All of that power works against the rider, overpowers the chassis and causes it to be twitchy at speed. The 2025 updates were focused on the suspension, but it was not a massive improvement. The new suspension settings help control the pitching front to rear, but now the bike kicks out more side-to-side. The front end still exhibits lots of head shake and requires extra respect when you’re pushing the bike at a race pace. Our test riders explained that they had to be patient when riding the 2025 YZ450F. Because it’s extremely fast, you don’t have to rush everything. It rewards the rider who is patient and smart with his lines. 

Interestingly enough, our biggest praise for Yamaha is also our biggest complaint. We love the engine, but if you’re not in race shape, you’ll be out of breath quicker on this bike than on any other. Our vet and novice test riders like to ride it but don’t like to race it. Our pros, however, love to race it. 

The Yamaha is the number-one bike we get durability questions about. The Yamaha air filter is scary. What’s the best way to save your engine? Don’t let dirt fall off the air filter into the downdraft intake. We keep a shop vac on standby to get dirt out of the intake whenever we change a filter. We haven’t had engine issues with our YZ450F since the new model was introduced in 2023, but we’ve seen enough broken connecting rods to extrapolate that this is a reliability issue (and we have not received any tech updates from Yamaha about new connecting-rod part numbers). Yamaha’s owner’s manual says to change the piston every 12.5 hours (that’s $2000 in pistons on an engine with 100 hours on it). And, every MXA test rider wears earplugs when assigned to race this bike; it’s that loud.

SECOND PLACE: HONDA CRF450 $9,699

WHY SHOULD THE HONDA CRF450 WIN OUR SHOOTOUT?

If you liked last year’s Honda, you’ll be cuckoo for Cocoa Puffs over the new one. We said last year’s bike was the best Honda CRF450 we’d seen since 2008, but that wasn’t such an amazing compliment because Honda’s CRF450 line had been struggling since then. We didn’t love the chassis last year. It was twitchy and unpredictable, and would head-shake at speed. 

For 2025, Honda has earned the title of the most improved bike of the year. The previous CRF450s were always ultra-sensitive to sag position and clicker adjustments. One small change and the whole bike felt off. It’s still more sensitive than some of the other brands, but it’s much better than before. 

HONDA LEARNED THAT THEIR PREVIOUS FRAME WAS ACTUALLY SOFTER THAN THE COMPETITION’S AND BECAUSE IT WAS SOFT, IT WOULD FLEX TOO MUCH AND THEN BIND AND SNAP BACK INTO PLACE.

On the outside, the 2025 frame looks very similar, but it’s made up of 70-percent new components. The rigidity of the steering area, the subframe mount, subframe, linkage, triple clamps, fork tubes and front axle have all been optimized to make the Honda a more predictable machine. The American-based HRC Honda factory racing team had its test rider, Trey Canard, and the Lawrence brothers all helping the Japanese engineers develop the new bike. As for the engine, we’ve raved about it for the last three years, and, thankfully, Honda left it almost the same, only updating the airbox and the exhaust. 

Amazingly, Honda went with the age-old suspension trick “go stiffer to go softer,” and it worked! We complained about the rigid and harsh frame before, and through stress testing in the lab, the Japanese learned that their previous frame was actually softer than the competition’s. Because it was soft, it would flex too much, and then bind and snap back into place. This made for a harsher and more unpredictable feeling on the track. Now, with a stiffer frame, the bike is more balanced, allowing the suspension to absorb the energy transfer instead of the aluminum frame spars. 

WHY SHOULD THE HONDA CRF450 LOSE OUR SHOOTOUT?

The hydraulic clutch is nice, but the clutch is inconsistent on starts. Some riders use Kawasaki’s Nissin master cylinder on their Hondas to help. The forks are good for novices, but they are soft and dive coming into corners if you’re a faster or heavier rider. Our test riders liked going up from 5.0 springs in both forks to 5.2 in one and 5.0 in the other. Our faster and heavier riders preferred going up a spring rate on the shock as well. The seat is thin, and it wears out quickly. 

The CRF450 gained 3 pounds (going from 233 pounds to 236 pounds), but the CRF450 still feels nimble on the track. For a while now, Honda has been best in class when it comes to centralizing mass. It might be heavier, but it doesn’t feel like it. 

FIRST PLACE: KTM 450SXF $11,299

WHY SHOULD THE KTM 450SXF WIN THIS SHOOTOUT?

The KTM 450SXF uses the Rolls-Royce of components. It has the strongest brakes, braided steel hoses and the most robust clutch, with a one-piece, CNC-machined steel basket and machined-in primary gear. The transmission comes from Formula 1 supplier Pankl. The KTM’s airbox has been copied by most of the other brands. The suspension can be adjusted by hand. It offers clutch-less shifting (thanks to Quick Shift), CNC-machined triple clamps, quick-release fuel lines and our favorite ODI lock-on grips.

KTM’S POWERBAND PHILOSOPHY IS THE OPPOSITE OF YAMAHA’S. KTM’S BROAD, SMOOTH, TORQUEY AND SUPREMELY MANAGEABLE POWERBAND IS NOT A REVELATION IN BRUTE POWER, BUT AN INSPIRATION WITH USABLE POWER.

The KTM finished second in our 450 shootout for the last two years, but for 2025 they addressed our complaints about the rigid chassis. It doesn’t feel like a completely new frame on the track, as the geometry is still the same, but now it is more flexible and compliant. It’s much more comfortable in the rough stuff, and once you dial in the forks, the bike is very balanced. The stock KTM suspension is racy. With the air forks, our test riders can adjust the settings based on track conditions, and the actual valving of the stock suspension, front and rear, has adequate hold-up for a stock bike. Behind the Yamaha, the KTM has the second-most exciting engine on the track, but KTM’s powerband philosophy is the opposite of Yamaha’s. KTM’s broad, smooth, torquey and supremely manageable powerband is not a revelation in brute power but an inspiration with usable power. 

WHY SHOULD THE KTM 450SXF LOSE THIS SHOOTOUT?

For the last two years, KTM has finished a close second to Yamaha, but it always lost the top spot because of the stiff nature of the chromoly steel frame. Now, thanks to the updated 2025 frame, linkage, engine mounts, head stays and suspension settings, all of the flaws in the KTM 450SXF frame have been addressed.

Of course, this bike isn’t perfect. The spokes still come loose quicker on the Austrian brands than on any other models, and the air forks aren’t bad, but you have to check the air pressure and bleed the air screws. Frankly, most riders don’t want to deal with that at the track.

In spite of the spokes, KTM leads the way in the durability department, and to prove it, the Austrian brands are the only ones whose factory teams use stock clutches, while the Japanese brands have to go to the aftermarket to replace their complete clutches.

There are eight categories on MXA’s dyno chart that cover horsepower by brand at 6000 rpm, 7000 rpm, 8000 rpm, 9000 rpm, 10,000 rpm, 11,000 rpm plus peak horsepower and torque. The blue boxes signify the bikes that are the best in that 1000-rpm range, while the light-blue boxes show the bikes that are the worst in each rpm category.

These are the actual weights of the current crop of 2025 450 motocross bikes (lightest to heaviest). They have been weighed on the same calibrated balance-beam scale under the official AMA and FIM system of empty gas tanks but all other fluids. This year, the KTM, Husky and GasGas dropped a pound, and the Honda gained 3 pounds. 

“Suggested” is the key word in “Manufacturer’s Suggested Retail Price.” Suzuki offered rebates right away on their 2025 models, and last year, almost all the 450 models saw price drops at the dealerships to get rid of the remaining 2024 bikes. Kawasaki dealers were advertising KX450s at $5999 (plus fees), and GasGas had a promotion to give away a free electric mountain bike with its 2024 models. Honda and Yamaha are the only brands that didn’t raise their prices for 2025.

Peak horsepower is the single-most talked-about number and, paradoxically, one of the least important numbers to pay attention to; however, if you look at peak horsepower and where on the rpm curve it is reached, it does give you a clue as to where the apex of a bike’s powerband lies.

Torque denotes the rotational force produced by an engine, which ultimately powers the vehicle’s motion. Torque is commonly measured in pound-feet (lb.-ft.). There is a point of peak torque beyond which torque declines, even as the rpm continue to increase. Horsepower is calculated by torque multiplied by rpm, divided by a constant (5,252).