HOW ARE THEY ON THE WALLET?
For 2013, the carburetor-fed Honda
TRX450R is $7799, and the EFI-fed,
race-width YFZ450R lists for $8599
whether you opt for Yamaha Blue or
white with your choice of graphics
package. The Kawasaki KFX450R with
reverse and EFI is $8299, while the
base EFI Can-Am DS 450 is $7799.
Can-Am’s DS 450 X xc is $8999, and
the DS 450X mx is $9699, some $1100
more than the YFZ-R.
WHAT’S NEW FOR 2013?
As for radical 2013 model updates,
not so much has changed. Both the
YFZ450R and the TRX450R have
seen nothing but graphic and color
option changes for the past couple of
years. The Honda is $800 cheaper, but
you get fuel injection and the wider,
MX-ready stance with the Yamaha.
WHICH HAS GOT THE MOTOR?
They both have really great
powerplants. The Honda has proven
itself a favorite with racers and engine
builders alike. Its high-revving, uni-cam,
four valve engine is capable of making
huge power. The newer, fuel-injected
Yamaha motor, on the other hand, is
really quick right out of the box. The
YFZ450R can be A-level competitive
on a MX track, with nothing more
than exhaust and a fuel programmer,
whereas the Honda needs a cam
installed to be at that same range
of power. While the Yamaha has a
little more motor, our test riders have
When jumping, the lighter and more spacious Honda is easier to maneuver for landings, but the Yamaha has more suspension travel (almost 2
inches at each end) to soak up the landings.
The TRX450R produces awesome midrange thrust with a 96mm
piston on a 62mm stroke, 12.0:1 compression, and a Unicam top end
fed by a 40mm Keihin FCR carburetor. It has F1 technology, like an
offset cylinder (to reduce engine braking) and separate oil baths for
the transmission and crank.
The YFZ450R starts easier and has better throttle response with its
42mm EFI throttle body, 95mm bore and 63.4mm stroke, 11.6:1
compression and titanium valves for its DOHC head. The oil tank now
rides on the engine.