2026 450 Motocross Shootout | Vital MX 14

Weights (Tank Full) In Descending Order

Video Edition

For those that like it short and sweet, check out this video for the results and quick overview. If you want the nitty-gritty from all of our test riders, keep scrolling for all their notes below. Along with laptimes, evaluation sheets, and more!

2026 450 Shootout Results

Now to find out how these results came about, start reading each rider's individual thoughts.

Test Rider notes

Michael Lindsay

Eighth Place: Triumph TF 450-X

It always pains me to place any machine last, especially one from a new brand. I genuinely want every manufacturer to succeed so that we, as riders, continue to have more options and innovation in the market. Unfortunately, the Triumph TF 450-X just didn’t hit the mark for me. On paper, it’s a bit shocking, it’s the lightest bike in the class, produced the highest peak horsepower figure on the dyno, and features my preferred suspension components from KYB, premium Brembo brakes, and a chassis I’ve really enjoyed on their 250. But with the setup choices Triumph went with here, it just doesn’t come together. And yes, I tried a lot of clicker adjustments to get it there.

Let’s rip the band-aid off, the forks are the main issue. I’m not sure what’s going on inside them, but they’re simply not working. They have a harsh, inconsistent character that shifts depending on where you are in the stroke and what adjustments you make. Steven and I spent two full days experimenting with the fork on the RC edition, throwing every idea we could at it, and sadly, no matter what we did, it never reached the comfort level of any other bike in this test, even those in completely stock trim. The chassis itself offers decent front-end traction, but that poor fork feel kills confidence and makes it hard to find the limit of that traction.

The second major drawback is engine performance. The initial throttle response and low-end pull feel weak and disconnected, though it does transition into a fairly strong midrange. The power delivery is inconsistent, the bike produces a big peak horsepower number, and you can somewhat feel it on track, but it’s followed by an over-rev character that feels harsh, abrupt, and choked up against the limiter. It’s the most puzzling engine in the test...fast on paper, but confusing in practice.

There are some positives worth noting. The ergonomics are solid for a race-oriented bike, the component quality is high, and I like the overall chassis feel once you separate it from the suspension issues. The Triumph feels stable and offers good front-end traction with decent comfort in the frame itself, it’s just let down by the suspension setup. The map switch, while a bit large, is simple and intuitive, and Triumph’s quick shifter is easily the best in class. However, the transmission itself feels a little notchy.

At the end of the day, the Triumph has all the right ingredients to be great; lightweight, strong power potential, high-end components, and a solid chassis foundation. It just needs some serious refinement in suspension tuning and engine mapping to bring everything together. With some development time and updates, this bike could easily climb the rankings in the future, but for 2026, it rounds out the field.

Seventh Place - Husqvarna FC 450

This result probably won’t surprise anyone who’s heard my opinion on the lowered WP suspension fitted to the U.S.-spec Husqvarna FC 450...it’s just not my cup of tea, and that hasn’t changed. That said, I’ll admit, there are moments where it really works.

Let’s start with the positives. Being part of the Austrian family means the Husky shares a strong, linear engine that delivers great pulling power throughout the range. It’s mapped cleaner than the GasGas (which I’ll touch on later), but with its unique airbox and mapping setup, it feels calmer and less exciting than the KTM 450 SX-F...which isn’t the most exciting power itself. The result is a power character that will please most riders, even if it doesn’t stir much emotion. Personally, I preferred running the vented airbox lid with the aggressive map to coax a bit more rpm response out of the motor. In the standard map and closed configuration, the power delivery feels a touch lazy and makes the bike seem heavier than it is.

Speaking of which, that “heavier than it is” sensation is my main complaint with the lowered suspension setup. The bike rides deep in the stroke, which makes it feel low and slightly sluggish. Now, I’ll give credit where it’s due, this setup does deliver exceptional traction at times. On a track like Cahuilla Creek, where there are few ruts and you’re constantly banking off flat corners, the Husky shines. In those moments, I’m genuinely impressed with how well it carves when other bikes struggle to turn. But that awe turns to frustration the moment I hit a downhill section littered with braking bumps, the forks feel low in the stroke, and the comfort disappears.

It might sound harsh, but the suspension is harsh, at least for me (same, same, but different...). Yes, the FC 450 has comfort and traction in specific situations, but it’s not as well-rounded as any other bike in this shootout. The fix I usually resort to is running the forks farther out in the clamps and decreasing sag to make the bike feel taller and more balanced in deep ruts or heavy braking zones, like we faced at Fox Raceway. It helps, but it’s more of a band-aid than a cure.

Ergonomically, the Husqvarna is also one of my least favorite bikes in the test. While it shares the same general layout as the other Austrian models, the combination of lowered suspension and compact cockpit makes it feel cramped. The bar-to-seat-to-peg relationship just doesn’t work for me, and I constantly feel like I’m sitting “in” the bike rather than on top of it. If I owned one, my first move would be opening up the cockpit, taller bars or different mounts, just to make it feel roomier and less hunkered down.

All that said, the FC 450 does have its audience. Its lower stance and ultra-planted nature can be a huge advantage for riders who want a more controlled, grounded feel. For shorter riders or those who prefer a bike that sits lower and stays glued to the track, the Husky can absolutely be a weapon. It just doesn’t suit my style or what I’m looking for in a 450. At the end of the day, the Husqvarna FC 450 is an incredibly capable bike within its niche setup, but it lacks the versatility and balanced feel that I value in a race machine. It’s a specialist, just not my weapon of choice.

Sixth Place - Ducati Desmo450 MX

This was the most interesting bike in the test, by far. Why? Because it’s unlike anything else. The Ducati Desmo 450 MX has traits that are genuinely unique, for better and for worse. It also had the largest swing in setup on our final test day, which helped it climb up the rankings after a tough start. Out of the box, the settings were a bit off, but once we began dialing things in, the Ducati started showing its potential.

Let’s start with what’s good. First off, the bike looks incredible — throw a set of graphics on it, and it’s a showstopper. The mid-to-top performance from the Desmo system is as advertised: impressive and addictive. The rider triangle feels like it was lifted straight off a Honda, which is a compliment, and the fit and finish are top-notch. Ducati clearly knows how to make a bike look and feel premium. Now for the not-so-good: the low-end power, mapping, and, unfortunately, suspension.

The Desmo powerplant is the centerpiece of this machine and its most defining feature. At low rpm, it’s noticeably weak, and the mapping feels overly rich, making the throttle response disconnected and “gurgly” at times. This gives the Ducati a bit of a lurching feel through corners. But once you get into the midrange, it comes alive. The engine suddenly wakes up and starts pulling hard, among the best in class up top. The Desmo absolutely loves to rev, and it’s surprisingly pleasant to keep it singing in that range. At low rpm, the motor feels heavy; at high rpm, it feels light and free...the exact opposite of most 450s. Typically, a 450 at high revs feels bound up and on the verge of striking back, but not this one. The Ducati feels composed and rideable even when revved out, which is impressive.

Ergonomically, I’m convinced Ducati borrowed heavily from Honda, and honestly, that’s one of the smartest moves they could’ve made. The footpeg-to-seat-to-handlebar ratio feels identical, making it immediately comfortable and familiar. The shrouds are a bit larger and pushed outward, and the seat profile is slightly different, but overall, the rider connection points are solid. However, the rear portion of the seat isn’t the most comfortable, and due to the bike’s balance, it feels like it’s constantly pressing into you from behind, something I’ll touch on more below. Controls are high-end, with Brembo brakes and a hydraulic clutch that both work flawlessly. The frame grip inserts are an interesting touch, though if you blindfolded me, I’m not sure I’d know they were even there.

Up to this point, things sound decent, right? Well, here’s where the Ducati takes a turn. The geometry and suspension settings left me scratching my head. I don’t think I’ve ridden a more imbalanced bike out of the box in quite some time. The front tire feels too close to the rider, the rear end kicks up under braking, and yet it also blows through on big hits. Speaking of blowing through, that’s the perfect way to describe the fork, which feels overly linear. It doesn’t seem to know what speed sensitivity is, the faster and harder you hit things, the deeper it drives through the stroke. The overall result is a see-saw effect, pitching front to rear constantly and never feeling settled. That lack of balance also makes it difficult to stay in ruts, and because the bike is always shifting its weight bias, it ends up feeling heavy, due to the pitching constantly making the rider (me) pull and fight it.

So, we took a big swing on setup for the final day. We dropped the forks deep into the clamps (with the clamp bores visible), ran low sag, cranked almost all the compression clickers in, and opened rebound front and rear to nearly full fast. This completely changed the bike’s demeanor. It felt longer, more stable, and better balanced, gaining much-needed ride height that helped it stop feeling like a low-slung teeter-totter. Comfort began to improve, and I started seeing flashes of real potential. My hunch is that the chassis itself is a bit stiff, but until the suspension gets properly sorted, it’s hard to say how much of that harshness is the frame versus the setup. Once the Desmo found some balance, the bike became much more enjoyable to ride hard, letting its unique engine character shine. There’s a lot of potential here, but it takes some digging to find it. Even after our changes, two main issues remained. First, the rear end still extends and rides high once load comes off, giving the sensation that the seat is always pushing up toward your backside...exactly why that rear seat section feels awkward. Second, while the bike felt lighter in motion after balancing it out, it still carried a top-heavy feeling when leaning into corners, likely due to the tall Desmo engine design.

In the end, the Ducati fascinates me, for both good and bad reasons. It’s the kind of bike that makes you want to keep wrenching, testing, and tweaking even after the shootout is over. The potential and unique character of this machine pulled it up from the bottom of my rankings, but its flaws and setup quirks kept it from climbing any higher.

Fifth Place - GasGas MC 450F

The GasGas MC 450F has always been an intriguing machine for me, to the point where I actually rated it above the other two Austrian bikes a few years back. What makes it interesting is how the “cheaper” components used to keep costs down can actually create a more supple, forgiving feel. The forged (rather than machined) triple clamps, lower-spec rims, and “world” or Euro suspension settings all come together to make a bike that feels like a KTM, just a bit softer and more compliant. That character still rings true for 2026, and in certain situations, it’s easy to appreciate. However, as a whole, the package doesn’t always hit the mark, and some of those cost-saving differences hold it back.

Starting with the engine, it retains the smooth, linear power delivery and solid pulling strength the Austrian platforms are known for, but the lack of airbox lid options, world-spec mapping, and absence of a map switch make it feel less refined. Compared to its siblings, the GasGas doesn’t feel as crisp or connected off the bottom. The power comes on a little suddenly into the midrange, which can be exciting at times but not always the most effective on track. The engine feels slightly choked off down low, and that character reappears up top, where it runs out of breath and hits a harsher over-rev. It’s still a capable motor, just not as clean or balanced in this configuration.

I’m not trying to take a dig at Maxxis tires, but they simply don’t seem to complement this setup as well as the Dunlops do on the KTM. Rear traction at lean is a little inconsistent, and the front tends to push more on corner entry. It’s hard to say whether the suspension settings were tested with these tires in mind, but the mismatch shows at times. On the plus side, the GasGas still offers solid front-end traction and a similar feel to the KTM and Husqvarna once you’re comfortable. As for ergonomics, they’re a bit polarizing. The bars are taller, wider, and have a straighter bend compared to what you’d typically find on a KTM or Husky. Most riders don’t love that, but personally, I don’t mind the extra height...it opens up the cockpit for me, even though I’m not tall and have short legs. The straightness of the bend, however, isn’t my favorite and makes the cockpit feel a little awkward.

Overall, the GasGas is a solid, fun bike, but it feels slightly incomplete, like it’s 90% of the way there but missing the finishing touches that make the KTM and Husky feel more refined. It’s the same story with the Braktec brakes, they work fine most of the time, but lack the power and feel of the Brembo setup on the other two. The GasGas has the right DNA, and plenty of comfort, but it could use a bit more polish across the board to really shine in this class.

Fourth Place - Kawasaki KX450

Every year I hop on the Kawasaki KX450 and think to myself, “Maybe this is the year it could win the shootout.” Then reality sets in and I realize I just love KX450s a little too much. In all seriousness, if the shootout were judged purely on chassis performance, this would be my winner. Stability, comfort, traction...the KX450 nails all three with just the right blend to make me smile. What it lacks in engine and suspension performance is partly offset by the fact that it has the most consistent track-to-track feel of any bike in the test. Even when the suspension feels a little off, the chassis makes up for it in spades. I love how it balances stability with precise turning. It front-steers beautifully, digs in on entry, and rear-steers with excellent traction and drive over chop. Mid-corner stability is also superb. If it could shed a few pounds and gain a little more low-end response, I’d have very few complaints.

The fork is more progressive than the previous generation, but it still struggles in the same key areas. The initial comfort is great, but it lacks hold-up under heavy loads, hard braking, slap-down landings, or high-speed hits all expose how linear the damping curve is. The fork doesn’t ramp up when force is applied, which makes it dive and ride low under braking. Thankfully, the chassis is so good that it masks a lot of that instability. The shock, on the other hand, is much more progressive and closer to the mark, but it ends up overpowering the fork, making the imbalance more noticeable. If both ends were a touch soft, the balance would feel better overall, but as it stands, the shock is tuned higher in the performance window. You can try to fix it by going stiffer on fork compression, but after a few clicks, you lose comfort without gaining much high-load support. To compensate, I typically go slightly softer on the shock, run a bit more sag, and push the forks out a couple millimeters to even out the chassis attitude. Those small tweaks help bring back some front-end balance and reduce the low feel under braking.

Then there’s the engine, and this is where the KX falls behind. It’s not slow, but it’s lethargic. I’ve jokingly called it the “KX350,” and while that’s an exaggeration, it captures the point. The power delivery could be stronger across the board, but especially in its liveliness and rpm build. With more excitement and snap, the KX would feel more playful entering and exiting corners, making it easier to hop over bumps or pop obstacles when needed. As it stands, it’s too tractor-like, it pushes into obstacles instead of gliding over them. Kawasaki engines used to have a lively, responsive nature, but this current generation has lost some of that personality.

Ergonomically, the KX remains one of my favorites. The rider triangle is well balanced, only slightly behind the Honda and the newcomer Ducati in comfort. The lower footpeg and adjustable bar mount options make it easy to tailor the fit to different riders. If Kawasaki could pair this excellent layout and chassis with better forks and a more energetic power character, Team Green could finally land its first shootout win from me.

So why can’t the KX450 crack the podium? Three main reasons. First, the soft forks simply don’t have the hold-up or bottoming resistance needed to push hard in rough conditions. Second, the engine’s heavy and dull character keeps it from feeling agile or responsive, even when tuned. Yes, you can make it faster; with an XPR Vortex ECU, a PC pipe, and an opened-up airbox, I gained roughly six to seven horsepower, and it was definitely more fun to ride. But even then, the character stayed too linear and muted. And third, the new Brembo front brake just doesn’t perform like the other Brembos in class, the power and control aren’t there. I’d take the old setup back in a heartbeat, lever shape aside.

The ergos on the Kawasaki are one of my favorites, with the rider triangle only being bested by the Honda and the newcomer of the Ducati. Everything just seems to be well balanced in this department, with the lower footpeg option and bar mount options helping open up for the crowd that needs it. Just give me some better forks and just a bit livelier overall engine character and Team Green will finally see a Shootout win from me...

Third Place - Honda CRF450R

The Honda CRF450R has long been a bike I’ve struggled to fully gel with during shootouts. I’ve always had a soft spot for Honda’s 250s, even when they’ve been down on power, because of how easy they are to set up and how naturally playful they feel. The 450, on the other hand, has been a different story. While it shares some of that playful character, “easy to set up” isn’t a phrase I’d use for most generations past 2008 (though I’ll admit, I really liked the 2017–2018 model before the chassis change in 2019). Over the years, the CRF450R has swung between extremes; sometimes too stiff, sometimes too soft, sometimes too nose-heavy, and sometimes just plain unpredictable. One day I’d love it, the next I’d want to load it up and go home early. That’s been the emotional rollercoaster of riding Honda’s 450s…until now.

The current generation is far more consistent and predictable, and for the first time in a long while, I can dial the bike in and ride it comfortably day after day. The CRF450R delivers excellent traction front and rear, with one of the best connections in class through every stage of the corner; entry, mid, and exit. It’s planted yet lively, and easy to move around on. Much of that comes from what are widely regarded as the best ergonomics in the class. The rider triangle feels natural, balanced, and light, letting you move easily on the bike without fighting it.

If I have one complaint about the handling, it’s that the overall balance still feels a little too front-heavy...especially in rough, high-speed sections where I’d like a bit more rearward bias. It’s not extreme, but it keeps me from fully trusting the front end at times. The chassis comfort could also improve slightly. It’s not uncomfortable, but compared to some of its rivals, I feel more feedback through my body...more bumps, more hits. Honda’s done a solid job getting the suspension comfortable, but the chassis doesn’t quite match that same level of plushness yet.

It’s funny how Honda’s engine character has come full circle. For years, the CRF450R was aggressive, hard-hitting, exciting, and at times, a bit too much for most riders. Then a few years ago, Honda reworked the airbox, exhaust, and mapping, following feedback from factory riders (primarily the Lawrences). The result was a smoother, more manageable engine that most riders could actually use. Ironically, now that nearly every other brand has mellowed out too, the CRF450R once again feels punchy and lively by comparison.

That’s what I love most about it. The throttle response is crisp, the bottom-to-mid transition is meaty, and there’s a satisfying burst of torque without it ever feeling excessive. It’s rideable, fun, and connected, the kind of engine that helps you play with the track rather than fight it. It pops over bumps easily, hops in and out of ruts, and feels lighter than it actually is because you can use the power to move the bike around. That said, it’s not perfect. Vibration at high rpm is noticeable, and the top-end pull could stretch a bit farther before it signs off. I also wouldn’t mind a little less engine braking, as it can upset balance slightly when you roll off the throttle. Still, overall, it’s one of the most enjoyable powerplants in the class; balanced, engaging, and fast without being fatiguing.

So with all those positives, why does it land third on my list? Mainly because of balance and suspension feel. The suspension is very good, comfortable and forgiving, and helps offset some of the chassis’ inherent stiffness. But much like the Kawasaki, the rear end overpowers the front, and the fork could use a touch more speed sensitivity. It’s great on small bumps and low-speed chatter, but under heavy braking or big impacts, it dives too quickly into the stroke. Stiffening it helps with hold-up, but then you lose that great initial comfort.

The Honda is incredibly close to being a near-perfect package, but the fork just needs a more progressive curve to handle both ends of the spectrum, comfort and bottoming resistance. As it stands, it’s better than the Kawasaki in this regard, but still not quite where I want it to be. After a few too many hard bottoms that felt a little “metal-on-metal,” I’m left thinking: this bike is so close, but not quite there yet. The 2026 CRF450R is easily the best-handling and most refined Honda 450 in recent memory. Playful, fast, and confidence-inspiring, it just needs a final round of fine-tuning to truly sit on top.

Second Place - Yamaha YZ450F

“Hmmm…” That’s how I have to start this section. There are aspects of the 2026 Yamaha YZ450F that I genuinely prefer over the outgoing model; most notably the chassis, which feels calmer and offers a bit more comfort overall. The shock performance has improved as well, and the quieter sound is a welcome change in my book. However, the engine updates and how they affect gearing and power delivery are a slight step backward for me compared to last year’s bike. The fork setting also took a step in the wrong direction, impacting both comfort and front-end traction. Is it the end of the world? No, the YZ still earned a solid second place in my rankings, and there’s a lot to like here. But as a complete package, it misses just slightly, especially when it comes to track toughness and day-to-day setup consistency. I wanted to get that out of the way to explain why the new YZ450F dropped one spot from last year and how a technically unchanged bike managed to beat it.

The engine tone and reduced sound level are immediately noticeable. Gone are the deep, aggressive notes from the airbox and exhaust, replaced by a calmer, more refined YZ sound. That may not please everyone, but personally, I like it...my ears have had enough abuse over the years (I blame dirt bikes, drag cars, heavy equipment, and too many dyno hours without headphones). The new tone pairs with a calmer power character that’s still among the strongest in class.

The YZ’s overall power output remains impressive, but the way that power is delivered feels a little less versatile. In stock trim, the YZ runs two teeth taller in the rear to maintain similar low-end pull to prior models, and while it’s somewhat effective, it also shortens second gear. I now find myself searching for third sooner than before...where the older bike’s second gear was longer and more usable, best in class, in fact. Some might suggest just running third through corners, but the softened response makes carrying that gear tough without clutch work. I prefer rolling on the throttle smoothly, not fanning the clutch to keep the rpm alive. I’m no Eli Tomac, and never will be, sadly. Compared to the rest of the field, the power is still excellent, and some riders will probably appreciate this new engine’s smoother, more connected nature. But I personally miss the quick-revving, playful feel of last year’s motor, which also offered less engine braking and felt easier to manage at the limit.

Now, let’s talk about the chassis, which is the biggest highlight for me. I’ve always leaned toward the older 2022 frame, which, while heavier and less agile, felt calmer, more stable, and more planted from mid-corner to exit, all traits that suit my riding style. The 2026 frame lands in a nice middle ground. It retains the precision and sharper cornering of the 2023–2025 generation but adds back a touch of that stability and planted character. It’s a great balance that gives the YZ a more predictable and connected feel.

Unfortunately, the fork setting hides some of those gains. The new fork tends to overpower the shock, creating a slightly choppered balance. It has an initial stiffness, a bit of that “crust” feel early in the stroke, that takes away from the plush, confident KYB feel Yamaha is known for. It also costs some front-end traction. I found improvement by pulling the forks up a few millimeters in the clamps, opening fork compression, and slowing down rebound slightly, which helped the fork settle deeper in the stroke. At most tracks, this gave me better balance, though it did cost a touch of stability under heavy braking or deep load. The forks just need a bit of rework to bring this bike back into shootout-winning form. Out back, I was impressed with the updated KYB shock, featuring the new larger compression adjuster and internal refinements. It’s plush, comfortable, and offers solid hold-up through the stroke, I just wish the front and rear worked together a little more harmoniously.

Everything else remains class-leading: the Yamaha Power Tuner App is still the best in the business, offering simple and precise mapping adjustments. The new hydraulic clutch works well, though I’ll admit I still prefer the old cable setup. The front brake could be stronger, and I continue to wish for a slightly flatter, more supportive seat shape, but those are small nitpicks.

At the end of the day, the 2026 YZ450F remains an excellent motorcycle; fast, comfortable, and extremely well-engineered. It just took a small step back in the areas that once made it unbeatable. With some front-end refinement and a touch more liveliness from the engine, Yamaha could easily reclaim the top spot.

First Place - KTM 450 SX-F

I’ll admit, this decision surprised even me. I don’t think I’ve ever chosen an Austrian bike to win a 450 shootout...and if I have, it’s been a long time. In past years, the KTM 450 SX-F has always been very good, but certain characteristics just never quite clicked with what I wanted from a bike. This year, though, it’s different. The 2026 model is so well-rounded and refined that it felt dialed in across all four days of testing and at every track we visited.

It probably sounds like I’m repeating myself, but I say this every year because it keeps being true: WP’s air fork continues to get better. My preferred setup was consistent across all tracks, increasing air pressure by 0.2 bar from stock and opening the compression a couple of clicks. That gave me excellent initial comfort and feel (especially impressive for an air fork), a smooth, progressive mid-stroke, and excellent bottoming resistance. The fork feels balanced and predictable, but my tweak just made it slightly more progressive and refined. Out back, I took Steven Tokarski’s recommendation and went a half-turn stiffer on high-speed compression and slightly slower on rebound. That small change gave the shock a more planted, composed feel with great hold-up; particularly noticeable at Perris Raceway, where you hit abrupt jump faces and obstacles right out of corners. The shock feels plush and comfortable yet progressive in all the right ways. Together, the suspension has a controlled, connected feel that made the KTM confidence-inspiring everywhere we rode.

Another standout trait for me is traction. You might’ve heard Eli Tomac recently talk about feeling extra “G” under the front of the KTM — and I get what he means. The front just feels planted, giving you a ton of confidence. Some riders struggle to read front-end feedback with air forks, but I’ve always been an “air fork guy,” so the feedback makes sense to me. There’s a ton of hidden traction available once you learn how to interpret it. The chassis strikes a nice middle ground. It doesn’t have the same level of comfort or feel as the Kawasaki or Yamaha, but it’s on par, or slightly better than the Honda, and far ahead of the Ducati in terms of refinement. Turning and stability are both solid, leaning just slightly toward the “turns great but could be a bit more stable” side of the equation. For me, that’s a balance I can easily live with.

Ergonomics and engine are where I have a few mixed opinions. The ergos are my biggest gripe, it’s a bit cramped from bar to seat to peg. I’d like taller controls so I don’t feel so hunched forward. The grip feel and body position are good, just not as natural as the Honda, Ducati, or Kawasaki for me. Still, it’s better than most of the other bikes in class...again, a nice middle ground.

The engine, though, is fantastic. It’s been linear, broad, and strong for several years now, and 2026 continues that trend. It’s just not exactly my personal preference. I’d like a touch more low-end pickup and sharper throttle response, something to make it feel a bit livelier and lighter. That said, I never once found myself wishing for more outright power. It works incredibly well across every track we rode. Personally, I preferred running the vented airbox lid paired with the standard map. The aggressive map made the RPM build feel a bit unnatural for me,  faster on top but not as crisp on initial throttle, which is where I wanted improvement most.

At the end of the day, certain aspects of the Yamaha, Honda, and Kawasaki might be individually better, but the KTM simply delivered every single day. Each of those other bikes had one track or one condition where they fell short, while the KTM stayed consistent across the board. That consistency, refinement, and balance are what ultimately earned it my top spot.

The 2026 KTM 450 SX-F isn’t perfect, but it’s the most complete package in the class right now, and for me, that’s what makes it the winner.

Michael Lindsay's Evaluation Sheet

Engine

Suspension

Handling and Riding Comfort

Combined Total Points

ML's final opinion matches his evaluation sheet score fairly closely, with only one deviation as the Honda and Yamaha swap places on the podium.

Three Lap Timed Session - Cahuilla Creek

Lap times are presented in order of bikes ridden during three lap timed challenge. Three laps were timed on a bike, then rider moved to the next bike. For Michael, GasGas represented the first bike ridden in this challenge, the Triumph was the final bike ridden.

Steven Tokarski

Age: 33
Height: 5’ 10”
Weight: 175 lb
Class: Pro

Results

1. Honda
2. KTM
3. Yamaha
4. Kawasaki
5. Husqvarna
6. GasGas
7. Ducati
8. Triumph

Eighth Place - Triumph TF 450-X

Someone’s got to land last in these shootouts, and unfortunately for me in 2026, that spot goes to the Triumph. I was really excited when this bike dropped in 2025; the hype around it, the KYB suspension, and the people behind the project had my expectations high. But it ultimately falls short of what I hoped for, mainly in the areas of suspension and engine performance.

On the motor side, it has a decent midrange pull, but the low-end power is weak and hard to manage. The top end also tapers off early and feels flat, with the over-rev being rough and inconsistent. It’s not a bad engine, but it lacks the punch and control you want out of a 450 in this class.

The chassis is actually one of this bike’s best traits. It has a stable, predictable feel through rough sections and feels balanced on the ground. The problem is that the engine character and suspension setup don’t really let that chassis shine. I expected a lot more comfort from the KYB components, but after a full season of testing and tuning on the 2025, I still couldn’t find a setting that offered real comfort or performance. Stiffer or softer, no matter which direction I went, the suspension kept that harsh, disconnected feel through the stroke.

With improved suspension and a stronger engine character, this bike has potential to climb in the rankings. But as it sits for 2026, the Triumph rounds out the field for me.

Seventh Place - Ducati Desmo450 MX

The most anticipated 450 of 2026 has to be the all-new Ducati Desmo450 MX. The iconic street brand enters one of the most competitive segments in motocross, and for me, it lands in seventh place. I was genuinely excited to throw a leg over this bike, and even though it didn’t rank near the top, it was still a blast to add another new machine to the ever-growing list of 450s we’ve tested.

Right away, there are things to like about this Ducati. First off, it looks incredible, one of those bikes that just makes you want to go ride. The ergonomics are excellent, with a rider triangle very similar to Honda’s, feeling natural and balanced from the first lap. Engine-wise, the Desmo system delivers some of the best over-rev in the class. It spins endlessly, with a long, smooth top-end pull that feels distinct compared to any other 450. Second gear is easily the longest and most usable in the class, letting you carry speed and minimize shifting. The mid-to-top power is strong and progressive, offering a satisfying pull once it’s in the meat of the curve.

That said, the low-end power leaves a bit to be desired. Throttle response has a slight hesitation when cracking it open, and it runs a bit dirty at lower RPMs. The torque delivery feels soft, and recovery out of corners could be better. With refined mapping and a little more grunt off the bottom, this engine could go from good to great.

Where the Ducati really lost ground for me was in suspension, along with chassis stability and comfort. Both ends of the suspension are soft, and the chassis doesn’t yet have the refined feel of its more seasoned competitors. At higher speeds or in big-bump, high-load areas, the bike gets nervous and unpredictable, which limits how hard you can push. I found myself backing off in rough sections just to keep it composed, and that hesitation translated to slower lap times, the slowest of any 450 I tested this year.

Even after experimenting with settings, the suspension remained undersprung and under-damped. The mid-to-end stroke feels empty, blowing through travel easily and bottoming front and rear. With stiffer valving, more controlled damping, and refined mapping, this bike could quickly move up the rankings. But as it stands for 2026, the Ducati Desmo450 MX finishes seventh in my book, a promising debut that still needs some fine-tuning to match the performance of its standout styling.

Sixth Place - GasGas MC450

The third member of the Austrian trio barely missed out on edging past its sibling, the Husqvarna, but due to a slightly more closed-off airbox that mutes engine performance a bit, it takes sixth place for me. That said, I was genuinely impressed with this bike’s overall comfort and consistency across all the tracks we tested. My lap times were competitive with the other machines, and I felt confident and at ease riding it.

Suspension performance on small to medium bumps was one of this bike’s strong suits, it absorbed chop well and stayed planted, making it easy to keep momentum through rough sections. The chassis also offers great light-load comfort and stability, giving the bike an easygoing feel when cruising or putting in longer motos. Engine mapping is smooth, refined, and very clean running, but it’s slightly down on power compared to the other Austrian models. As a result, it takes a bit more effort to clear jumps out of corners or maintain a tight line in deep ruts. Still, it’s a simple, forgiving bike to ride with a mellow engine character that makes it easy to spin consistent laps without fatigue.

The reasons it placed sixth instead of higher come down to a few key areas. The engine feels choked up compared to the rest of the field, as it doesn’t pull as freely through the rev range, especially down low. The lack of a map switch and vented airbox panels also eliminates options to try to get the right power feel, which the KTM and Husqvarna do have. Also, the suspension also shows its limits in big, high-speed bumps, where the softer settings can bottom easily and feel less controlled through the mid-to-end stroke.

Additionally, the GasGas feels a touch tall and slightly less planted, likely due in part to its Maxxis tires, which don’t quite match the cornering confidence provided by the Dunlops on the KTM and Husqvarna. Finally, while this bike originally entered the market as the “value-focused” option, its price has crept closer to its Austrian counterparts without gaining the same higher-end features.

In the end, the GasGas MC 450F is a comfortable, good-looking machine with plenty of potential, but a few shortcomings in power, suspension balance, and overall refinement keep it from finishing any higher in my 2026 rankings.

Fifth Place - Husqvarna FC 450

The Husqvarna FC 450 comes in fifth place for me, just edging out the GasGas thanks to a slightly stronger and freer-feeling engine. At Cahuilla Creek, this bike felt excellent in the flat corners, the lowered suspension (10mm lower than the KTM and GasGas) helps it settle nicely into ruts and corners. In fact, I logged some of my best lap times of the day on this bike.

Engine performance is smooth, linear, and carries a long pull through the gears. It’s a very manageable engine, though it doesn’t quite have the same torque or aggressive pull as the top finishers in this shootout. Still, in deep ruts at Perris and Fox Raceway, the Husky handled effortlessly, tracking through corners with precision and offering great traction. The overall feel is planted and confidence-inspiring, it’s easy to hold your line or adjust mid-corner without the bike fighting back.

Where the Husqvarna loses ground for me is in suspension comfort under high load. The softer setup makes it easy to bottom both the fork and shock in big bumps or high-speed sections. That 10mm reduction in travel may not sound like much on paper, but on the track, it’s noticeable, especially when pushing hard through rough terrain. The end-stroke comfort could use improvement, as both ends tend to feel harsh and somewhat empty deeper in the stroke. The chassis feel is also a bit busy in fast, rough sections. It lacks some of the calm, composed character of the KTM and makes me ride a little more conservatively when the track gets rough. Despite that, the FC 450 remains a fun and easy bike to ride, one that’s well-balanced and confidence-inspiring when conditions are smooth. With a few suspension refinements and a bit more bottom-end snap, this could easily be a bike I’d ride all the time. 

Fourth Place - Kawasaki KX450

The Kawasaki KX450 has always been one of my personal favorites, and over the years it’s earned consistent podiums in media shootouts across the board. It’s a well-rounded, confidence-inspiring bike that does nearly everything right, but for 2026, a slightly weaker engine character holds it back from fighting for the overall win.

For me, this is one of the most comfortable bikes in the class. The combination of a stable chassis and a balanced suspension setup gives it an incredibly calm, predictable feel through rough terrain. I could charge through big bumps with confidence, and the bike’s composure allowed me to stay aggressive even late in the moto. The KX also remains one of the best cornering 450s available; it handles ruts and flat turns with precision and stability, never feeling twitchy or unpredictable. The seat shape and rider triangle are among the best in class, providing all-day comfort. The suspension, though a little on the soft side for my liking, offers progressive damping with great initial comfort. The fork is slightly softer than the shock, but a few small adjustments, stiffening the front clickers and lowering fork height from 5mm to 2.5mm, improved front-end feel and overall balance. Once dialed in, the KX feels composed, planted, and extremely easy to trust.

Where this bike loses ground and falls off the podium positions is all in engine performance. The low-rpm response and torque aren’t as strong as the podium finishers, and that makes the KX feel a bit heavier at corner entry and when driving out of ruts. The power delivery is smooth and easy to manage, but it requires more precise throttle control to stay in the meat of the powerband, and recovery isn’t as crisp as some of the more responsive engines in the class. Vibration at higher rpm is also noticeable compared to the smoother-running bikes like the Yamaha YZ450F, and the KX’s overall weight adds to that planted-but-heavy sensation on track. A small surprise this year was the Brembo front brake system, which didn’t perform as well as expected, as it lacks the control and bite you get from systems on the KTM or Husqvarna.

Despite those shortcomings, the KX450 remains a bike I really enjoy riding. With a bit more low-end power, improved response, and slight refinement in braking feel, it could easily climb back into contention for the top spot. As it sits for 2026, though, the Kawasaki KX450 earns fourth place in my rankings; one of the most stable, comfortable, and confidence-inspiring bikes in the class, just held back by an engine that doesn’t quite match the rest of its package.

Third Place - Yamaha YZ450F

The Yamaha YZ450F finishes third overall in my 2026 shootout. Even though I was part of the development process for this machine and came in believing it would be tough to beat, I was slightly surprised to see both the Honda and KTM edge it out. The main reasons come down to cornering performance and front fork comfort.

The updated engine has lost a touch of the low-end power, torque, and snap that I really enjoyed on the 2025 model. However, even with new sound regulations in place, it remains one of the strongest-pulling engines in the class. The mid-to-top power is exciting yet manageable, and it revs out effortlessly with that signature YZ smoothness. The YZ450F also has the least vibration of any bike in this test, making it one of the most fun and comfortable bikes to hold wide open. Yamaha’s Power Tuner App remains the best tuning system in the class. The interface is intuitive, the adjustments are endless, and the new slide-bar layout makes it even easier for riders who don’t have mapping experience to tailor the bike’s feel exactly how they want it.

Suspension performance remains a Yamaha strength. The new rear shock works exceptionally well, offering a planted, balanced feel under acceleration, though it doesn’t quite match the front fork’s consistency as well as the top two finishers. I had to spend more time fine-tuning this setup than usual to find my comfort zone, as the stock clicker settings made the bike harder to turn and less confident mid-corner. Once dialed in, though, the YZ offered excellent light-load comfort and stability, soaking up small bumps with ease. Rear traction is another strong point, the connection from throttle to rear wheel is predictable and confidence-inspiring.

Where the YZ lost ground for me was in front fork mid-stroke performance. The fork had a slight dead spot that turned harsh deeper in the stroke, especially in braking bumps and ruts, and it didn’t quite match the rear shock as well as I’d like. The switch from a 49-tooth to a 51-tooth rear sprocket improved low-end response, but it also shortened second gear noticeably, creating a big gap between second and third. I found myself shifting more often than on the KTM or CRF, especially through tighter sections. Additionally, the seat design continues to be a weak point for me, too rounded, too narrow, and easy to feel the seat base when sitting through bumps. While the updated texture helps a bit, the overall shape still needs refinement for comfort. I also struggled with front-end traction, particularly in flat turns and deep ruts, where it didn’t carve as easily as the Honda or KTM.

After extensive testing, I made several adjustments that greatly improved comfort: raising the fork height from 2mm to 5mm, softening compression four clicks, slowing rebound two clicks, and for the shock, going ¼ turn softer on high-speed compression, two slower on rebound, and two stiffer on low-speed compression. These changes brought much better balance between the fork and shock and helped the bike feel more connected and forgiving overall. In the end, the YZ450F remains one of the best all-around packages on the market...fast, stable, and refined. But after comparing lap times and considering the adjustments it took to find my sweet spot, I had to place it third overall for 2026. It’s still one of the most enjoyable bikes to ride, just a few small refinements away from reclaiming the top step.

Second Place - KTM 450 SX-F

The KTM 450 SX-F finishes second overall for me in the 2026 shootout, narrowly edging out the Yamaha. It was a close call between the two, but at the end of the day, the KTM required fewer adjustments and gave me a more comfortable, confident feeling throughout testing, and that consistency is what earned it the higher spot.

The engine is one of the biggest standouts on this bike. It’s incredibly usable and linear, yet still manages to feel lively and exciting. The long, controlled powerband offers excellent throttle response and rpm manageability, which gave me confidence every time I climbed on. It also delivers, in my opinion, the best traction feel in the class, especially in flat corners where the bike stays planted and predictable. Deep, long ruts are just as easy to manage thanks to the engine’s smooth connection and the chassis’s balanced attitude. The KTM’s ride balance is another strength, as the bike sits level and composed, with minimal pitching under braking or acceleration. This calm character not only helps in the bumps but also translates into excellent cornering stability. I’m a big fan of the rear shock, which offers good hold-up, progressive damping, and comfort all the way through the stroke. The air fork has also made huge strides in recent years; while I still feel a slight lack of comfort early in the stroke, small adjustments can make a big difference. Raising sag slightly to 102mm and adding a touch of fork compression improved front-end feel and helped the bike track even better through rough corners.

The seat shape and comfort are among my favorites, as I can sit through braking bumps without feeling the base or any harsh spots. A few areas could still be refined: the bike feels a little wide compared to others in the class, and the rider triangle feels slightly cramped in the seat-to-peg distance. And while the air fork continues to improve, I’d like just a bit more support in the initial part of the stroke to smooth out the crusty, choppy areas and improve front-end grip through the first phase of corners.

Overall, the KTM 450 SX-F is a complete, balanced package. It’s easy to ride fast, comfortable in nearly every condition, and only requires minimal setup to feel dialed. With a few small ergonomic tweaks and continued fork refinement, it could easily be the best bike in the class. As it stands for 2026, it’s a machine I’d happily own and ride anywhere...consistent, controlled, and just a few points shy of the win.

First Place - Honda CRF450R

This was the winner for me in 2026. Not only was I fastest on this machine when doing lap times, I also felt the best on this bike throughout the three tracks and was the quickest to feel comfortable on. For me, the CRF has the best cornering performance with the least amount of rider input to make a turn. I could put this bike anywhere in a flat corner, and it handled long deep ruts with ease. A great combination of lightweight feeling at lean but still has good high-speed stability.

The Honda CRF450R takes the top spot for me in 2026. Not only was I the fastest on this bike during timed laps, but I also felt the most comfortable across all three test tracks and adapted to it quicker than any other machine. Everything about the CRF made riding feel effortless, it was simply the easiest bike to go fast on. The cornering performance, for me, is unmatched. The CRF requires the least amount of rider input to initiate a turn, and it holds its line with precision and balance. I could place the bike anywhere I wanted in a flat corner, and it carved through long, deep ruts with confidence. It strikes an ideal balance between a light, agile feel at lean and excellent high-speed stability, something not many bikes manage this well.

The engine is one of my favorites in the class, if not the favorite. It delivers strong low-end torque, crisp throttle response, and excellent connection from throttle to rear wheel. The mid-to-top power is equally impressive, pulling hard yet remaining controllable, which makes the CRF’s power character both exciting and confidence-inspiring. The engine feels alive without being unpredictable, which is exactly what you want in a 450. Suspension performance is solid overall, offering good balance and a progressive feel through the stroke. While the end-stroke comfort could use a little improvement, it’s easy to set up and works well in most conditions. A small difference between fork and shock balance can be felt, the fork is just a bit soft compared to the rear, but that’s an easy fix. Dropping the fork height slightly and adding a few clicks stiffer on compression helps even things out nicely.

There are still a few areas I’d like to see refined. High-rpm vibration can be felt slightly through the hands and feet, and the seat shape isn’t as comfortable as some of the other bikes in the class. Still, these are minor complaints compared to the CRF’s overall performance. If I had to put my own money down on one bike for 2026, this would be it. The combination of sharp handling, strong yet manageable power, and all-around rideability makes the Honda CRF450R my pick for the win this year.

Steven Tokarski's Evaluation Sheet

Engine

Suspension

Handling and Riding Comfort

Combined Total Points

Stevie's evaluation sheet versus his final opinion are extremely close, with only two bikes swapping position. That being the Kawasaki improving by one spot and the Yamaha dropping by one spot.

Three Lap Timed Session - Cahuilla Creek

Lap times are presented in order of bikes ridden during three lap timed challenge. Three laps were timed on a bike, then rider moved to the next bike. For Steven, Husqvarna represented the first bike ridden in this challenge, the KTM was the final bike ridden.

Luc Santos

Eighth Place - Triumph TF-450X

The bike offers a very connected feel from the rider’s hands to the rear wheel, which is a strong positive. Beyond that, the setup needs refinement. The shock feels dead, the fork action is inconsistent, and the motor is noticeably slow compared to the class. A more raked-out front end would be worth testing to improve stability and overall balance.

Seventh Place - Ducati Desmo450 MX

The engine is genuinely fun and has competitive character. However, the chassis performance is lacking, and achieving a rideable suspension setup requires extreme adjustments. Like the Triumph, it would likely benefit from a more raked-out front end to settle the bike. As it sits, the chassis limits the potential of an otherwise enjoyable motor package.

Sixth Place - Husqvarna FC 450

The stock suspension operates too deep in the stroke, creating a harsh feel in rough sections. The lower end performance is lacking, and while the ramp-up is adequate, the overall setup feels soft, pushing the rider into the stiffer, less comfortable part of the suspension. With firmer settings, this bike could unlock significantly improved comfort and predictability.

Fifth Place - GasGas MC 450F

GasGas MC 450F The European-focused suspension settings make this bike feel unique. With increased fork pressure (around 10.6 bar), the bike becomes fun and responsive. It rides higher in the stroke through corners, which can be advantageous in loam but presents challenges on hard-pack. The major downside is the BrakeTech components, which feel subpar compared to other OEM braking packages.

Fourth Place - Honda CRF450R

The motor is extremely free-revving and fun, making the bike playful and energetic. The stock suspension is far too soft, hurting overall trust at speed. Interestingly, it performed well at Perris and even better at Fox Raceway, maybe one reason Jett looks unbeatable there. The chassis allows you to hop and move around easily, conserving energy while still carrying an impressive pace.

Third Place - Kawasaki KX450

This is the most comfortable bike overall. The chassis offers excellent compliance, and the engine delivers a very connected, usable power character. Traction on hard-pack is exceptional. It is arguably the most “vet-friendly” platform—versatile, forgiving, and capable of suiting a very wide range of riders with minimal setup work.

Second Place - Yamaha YZ450F

The new Nissin hydraulic clutch feels flimsy compared to competitors. Ergonomically, the bike is excellent—the slim bodywork feels natural and allows easy movement. Raising the forks and softening the front transforms the handling relative to the stock setup. The new sound-restricted exhaust does make the bike feel slightly choked, but overall it remains very enjoyable and would be a strong choice to own and build.

First Place - KTM 450 SX-F

The KTM features an exciting, lively power delivery with strong initial hit, though it could benefit from slightly more over-rev. Across four days of testing, this was the most consistently “good” motorcycle—never exceptional in any single category, but always predictable and comfortable. It’s easy to trust and enjoyable to ride, providing steady performance in all conditions.

Luc Santos' Evaluation Sheet

Engine

Suspension

Handling and Riding Comfort

Combined Total Points

Three Lap Timed Session - Cahuilla Creek

Lap times are presented in order of bikes ridden during three lap timed challenge. Three laps were timed on a bike, then rider moved to the next bike. For Luc, KTM represented the first bike ridden in this challenge, the Honda was the final bike ridden.

Derek Caskey

Age: 53
Height: 6’ 1”
Weight: 190 lb
Class: 50+ Intermediate

Results

1. KTM
2. Honda
3. Yamaha
4. Kawasaki
5. GasGas
6. Husqvarna
7. Ducati
8. Triumph

Eighth Place - Triumph TF-450X

The Triumph was another bike I was really looking forward to riding, and on looks alone, it definitely delivers. It’s a beautiful machine with all the modern features you’d hope for. But once I got it on the track, it had that same wide, bulky feel as the Ducati, especially in tight or technical sections where I wanted the bike to feel slimmer and easier to move around.

The chassis itself is solid, but the suspension setup just wasn’t for me. Out of all the bikes we tested, this was the one I struggled with the most in terms of finding comfort. No matter what adjustments we made, it never really clicked.

The power delivery didn’t help either. The bottom end felt soft, which made the bike feel lazy coming out of corners. It picked up a bit in the midrange, but the top end fell flat and left the bike feeling underpowered compared to everything else in the lineup.

There’s definitely potential here; the bike has the looks, the features, and a good foundation...but it needs more refinement in both suspension and power delivery to really hang with the competition.

Seventh Place - Ducati Desmo450 MX

The Ducati was one of the bikes I was most excited to throw a leg over this year, and I’ll be honest — visually, it absolutely delivers. The thing looks amazing and comes loaded with features that make you want to ride it before you even fire it up.

But right off the showroom floor, the suspension settings were nowhere near where they needed to be. It wasn’t until the very last day of testing, after some pretty drastic changes, that the bike finally started to feel like something I could trust and push on the track. Once we got it closer, it definitely improved, but it took more work than I expected.

The brakes were solid, but the overall feel of the bike was on the heavier side, and the wide radiator shrouds added to that bulky sensation when moving around in corners. The power starts off a little slow down low but builds nicely as it climbs through the mid and really comes alive with great over-rev.

For Ducati’s first real shot at a dirt bike, it’s a respectable starting point. You can see the potential, but there’s still plenty of room to grow, especially when it comes to balance and setup right out of the box.

Sixth Place - Husqvarna FC 450

The Husqvarna comes packed with features, and you feel it right away. The brakes are excellent, the controls are smooth, and all the little premium touches make it feel like a top-tier machine the moment you swing a leg over it. The power delivery is super linear too, very predictable, very manageable, and easy to ride no matter what part of the track you’re on.

But my biggest struggle with this bike is the lowered suspension. It constantly feels like you’re sitting too deep in the stroke. In the first part of a corner it actually works great, the front bites and the bike settles nicely, but everywhere else it can feel a little unsettling. At 6'1", I just felt too low on the bike, like I was riding in it instead of on it, and that affected my comfort more than I expected.

The Husky definitely has the tech, the performance, and the polish, but the lowered setup is something taller riders will really want to think about before committing.

Fifth Place - GasGas MC 450F

The GasGas is one of those bikes that just quietly gets the job done. It doesn’t try to wow you with a ton of fancy features — it just works. The motor is solid and delivers consistent, predictable power, which makes it a great option if you prefer a simple, dependable feel over something overly aggressive.

I liked having the adjustability of the air forks, but overall the setup didn’t feel quite as refined as the KTM. The chassis, though, is comfortable and easy to get along with, and the brakes are strong and trustworthy, which definitely helps when you’re pushing into corners.

What you don’t get are the handlebar mapping controls or the little premium touches you find on the KTM and Husky models. It’s definitely the more stripped-down option of the group.

All in all, the GasGas is a no-frills, reliable bike that focuses on what matters most: starting every time, running well, and giving you a predictable ride...nothing flashy, nothing complicated.

Fourth Place - Kawasaki KX450

The Kawasaki is one of those bikes that just feels solid everywhere without really doing anything extreme — and honestly, there’s something to be said for that. The motor has broad, super usable power. It’s not the fastest 450 out there, but it’s definitely not slow either. It’s the kind of powerband that works for a wide range of riders and lets you ride the way you want without fighting the bike.

The suspension and chassis work together nicely and give the bike a well-balanced feel. For me, the forks were a little too soft, and I’d definitely want stiffer springs if I were racing or pushing harder. But overall, the bike doesn’t require much effort to get comfortable on.

The ergonomics are really good too, the rider triangle feels natural, and there’s plenty of adjustability to fine-tune your position. On the track, the Kawi corners well and tracks straight down rough straights, although it does have a slightly heavier feel compared to my top picks. Not bad, just noticeable.

In the end, it’s a bike that doesn’t really ask much from you. It’s comfortable, predictable, and easy to trust. If you want something that works everywhere without needing a bunch of tweaks, the Kawasaki fits that role really well.

Third Place - Yamaha YZ450F

The Yamaha really surprised me with how strong and responsive the motor still felt. It pulls well still but runs noticeably quieter than past models, which I definitely appreciated, and the new exhaust and airbox changes made a bigger difference than I expected. Yamaha bumped the rear sprocket from a 49 to a 51, which you can feel it as it keeps the bike jumping out of corners with a snappy hit. However, it does make each gear feel a bit shorter everywhere else on the track.

What stood out the most was how light and nimble the bike felt. It’s easy to move around, easy to put where you want it, and gave me a ton of confidence in the tight, technical sections. It corners really well, too, one of those bikes where you don’t have to overthink your lines or body position to make it work.

We hardly touched the suspension to get it feeling right, which says a lot about how solid it is out of the box. Overall, Yamaha has put together a refined, powerful, and super rider-friendly bike that’s basically ready to rip the moment you fire it up.

Second Place - Honda CRF450R

The Honda is one of those bikes that just clicks with me the second I hop on it. It’s incredible right out of the showroom, and honestly, it’s still my personal favorite. The engine is exactly what I want in a 450; smooth where it should be, strong when you need it, and it keeps pulling all the way through the top and into the over-rev. No surprises, no weird steps in the power curve...just confidence everywhere on the track.

The chassis and suspension work really well, but I find myself making more adjustments on the Honda than some of the other bikes to get everything right. The forks are on the softer side, so for aggressive riders (or if you’re heavier), stiffer springs and a little valving work go a long way. Once it’s dialed, though, the bike really comes alive.

Where the Honda absolutely wins me over is the ergonomics. The rider triangle fits me perfectly, like it was built around the way I ride. It’s the most comfortable bike in the class for me, no question. It corners incredibly well, feels light everywhere, and reacts exactly how I expect when I throw it into a rut or change lines last second.

For my style and my build, the Honda just feels right. It’s nimble, easy to move around, and turns so naturally that it’s hard not to love riding it.

First Place - KTM 450 SX-F

The KTM is one of those bikes that just feels dialed the moment you roll it off the showroom floor. For me, it edged out the Honda mainly because of the fork, the adjustability and overall feel are simply better. The suspension gives you that perfect mix of hold-up on jump faces while still soaking up the small chatter in braking and acceleration bumps. It’s the kind of setup that makes you trust the bike right away, no matter what the track throws at you.

The motor is another strong point. It pulls hard from the bottom and keeps pulling cleanly all the way to the top, which makes it super easy to ride in all kinds of conditions. What really impressed me was how well the KTM handled different tracks with hardly any changes. Some bikes make you chase settings all day, this one doesn’t.

And the features? KTM loads this thing up. Traction control, quick shift, strong brakes, a hydraulic clutch, and a rider triangle that just feels right as soon as you sit on it. The ergonomics make it easy to move around and stay comfortable, even on long motos.

At the end of the day, the KTM gives you pretty much everything you could ask for in a modern 450. It has the performance, the adjustability, and all the little extras that make it feel like a top-tier machine right out of the gate.

Derek Caskey's Evaluation Sheet

Engine

Suspension

Handling and Riding Comfort

Combined Total Points

Caskey's evaluation sheet scores are the most spot on with his final opinion, with all results being the same.

Three Lap Timed Session - Cahuilla Creek - Rented Track with No Prep

Lap times are presented in order of bikes ridden during three lap timed challenge. Three laps were timed on a bike, then rider moved to the next bike. For Derek, Honda represented the first bike ridden in this challenge, the Yamaha was the final bike ridden.

Joe Carlino

Age: 41
Height: 5’ 9”
Weight: 180 lb
Class: 40+ Novice

Results

1. Yamaha
2. Kawasaki
3. Honda
4. KTM
5. Ducati
6. GasGas
7. Husqvarna
8. Triumph

Eighth Place - Triumph TF-450X

The Triumph’s strength is instantly obvious: the thing carves turns incredibly well. If you point it at a rut or a flat turn, it just hooks up and went where I wanted. The engine feels strong and the mapping is really clean, it’s one of those bikes that gives you a predictable throttle response right away. On smoother tracks, it’s actually a pretty fun bike to ride fast. But once the track gets rough, that fun drops off quick. No matter what changes we made...opening up compression, speeding up rebound...the bike always felt rigid and harsh. It never gave me that “I trust this” feeling in choppy or beat-up sections.

The frustrating part is how fast the bike can be in the right conditions. I put down my second-fastest lap at Cahuilla on it, but even then, it’s not something I’d want to ride every day. It just takes too much out of you when the track gets rough.

Cons:
It never settles in rough terrain, even with setup changes. It’s fast when everything’s smooth, but not something I’d pick for daily riding.

Seventh Place - Husqvarna FC 450

The FC450 was a bike I could ride all day without feeling like it’s trying to overpower me. The power is smooth and easy to control, and the bike holds traction incredibly well, especially in slick corners where other 450s want to step out. The lower seat height is actually really nice, it makes the bike feel more approachable and gives smaller riders a ton of confidence.

The suspension had a balanced feel and the bike is generally predictable everywhere you take it. But the flip side is that it’s almost too calm. It rides low in the stroke, and sometimes it feels like the suspension doesn’t move enough, which makes the bike feel a little muted. It’s fun, but it’s not the bike I’d personally choose if I were buying something to ride every weekend.

Cons:
It sits low and loses some of the excitement you get from the more lively bikes. It’s easy to ride, but not the one I found myself wanting to keep riding.

Sixth Place - GasGas MC 450F

The GasGas was a bike I hopped on and felt comfortable with right away. The power’s mellow and super easy to manage, and once I sped up the fork rebound and stiffened the rear, the whole bike felt much more balanced. The cockpit is comfortable, the seat is great, and it has a very “let’s just go ride” kind of personality.

But once the track gets hardpack or chopped up, the front end just doesn’t give me the confidence I want. It never fully plants or bites the way some other bikes do. The mapping also isn’t very crisp, there’s a slight delay when you first crack the throttle that throws off timing in corners. And the vibration…yeah, it’s the most noticeable in the class. I could feel it everywhere, and after a while it really became part of the ride experience.

Cons:
Front-end comfort just isn’t there on hardpack, the mapping is soft on initial response, and the vibration level is high enough that it could be a deal-breaker depending on the rider.

Fifth Place - Ducati Desmo450

The Ducati really surprised me in a good way. The ergonomics felt normal right away: nothing funky, nothing that made me work to get comfortable. And the frame grip? Honestly one of my favorite parts. It’s super easy to lock your boots into the bike, which makes a huge difference in long ruts or when you’re hard on the brakes.

The motor has a strong pull from bottom to top, and as the day went on, I started finding the sweet spot with the setup. Once we made a few suspension and balance changes, the bike almost felt like a different machine, way more settled, way more predictable, and way closer to fighting with the top bikes. You can tell this thing has a lot of potential as Ducati keeps refining it.

Cons:
Right out of the box, the suspension balance was off and definitely needed tuning. The initial throttle connection was inconsistent enough to make me second-guess my corner entries, and the bike can feel a bit heavy when you’re trying to tip in or change directions quickly.

Fourth Place - KTM 450 SX-F

The KTM 450 SX-F is one of the smoothest and easiest fast bikes to ride. The engine is super linear, and the roll-on power made it easy for me to carry speed without having to muscle the bike around. It’s the perfect bike for riders who like using momentum instead of brute force.

The suspension feels balanced right from the start, and the flat seat and ergonomic layout let me move wherever I needed without fighting the bike. It turns well and stays stable in a straight line, a great mix for most tracks. On smoother or medium-rough tracks, the KTM feels like it could be in the top three all day long.

Cons:
Once the track gets rough, though, the comfort fades. The feedback through the bars and pegs gets harsher, and the bike doesn’t stay as composed late in the moto as the Yamaha or Kawasaki. With just a bit more compliance in choppy sections, this bike would be right up there fighting for podium spots.

Third Place - Honda CRF450R

The Honda has this really precise, performance-first feel to it. The suspension is plush but controlled, and the front end has that classic Honda accuracy that made carving ruts almost effortless. It gave me great feedback and let me push with confidence. Where the CRF really stood out is the throttle response, twist it and it reacted instantly. It made the bike feel direct and lively, especially for riders who like that “connected” feel between their hand and the rear wheel. And even in dry, slick spots, the rear-end traction was better than I expected.

For me, the Honda sits just behind the very top bikes. It’s incredibly capable, but it demands a little more from the rider. If Honda can smooth out just a bit of the sharpness, I could easily see this being the #1 pick.

Cons:
The engine intensity can wear on you, even on the mellow map. It always wants to go. And the front brake is very touchy, grab too much and it disrupts the chassis. It’s a bike that rewards precision…but also requires it.

Second Place - Kawasaki KX450

The KX450 is just a comfortable, easy bike to get along with. From the moment I sat on it, everything feels natural and familiar. The cockpit works for a ton of rider sizes, and the suspension absorbs bumps instead of sending them straight into your hands and legs, something I appreciate more the longer the day goes.

And that Brembo front brake…it’s a huge upgrade. It has that nice Euro modulation but still feels very “Kawasaki” in how predictable it is. When the bike is set up right, you can turn literally anywhere...blown-out ruts, tight insides, flat turns, whatever.

This is the bike I’d choose if I needed something I could ride a ton without getting worn out. It’s more about comfort and consistency than brute race intensity, which honestly suits a lot of riders way more than they might think.

Cons:
It's soft in stock trim, so faster or heavier riders may want firmer settings. Also, if you’re an outright charger, the KX can lose that razor-edge race feel. It takes a little tweaking to find the sweet spot, but once you’re there, it’s great.

First Place - Yamaha YZ450F

The Yamaha YZ450F is just that bike that instantly feels right. The power is smooth, connected, and super usable...it never surprised me or spiked when I was trying to settle into a flow. Whether I was rolling the throttle on in a deep rut or opening it up down a straight, the power always felt controlled and predictable.

Across all three tracks, the bike stayed comfortable no matter what the conditions were. Rough, smooth, hardpack, soft…the YZ just handles it without beating you up. It’s the only bike in the class that made me feel like I could keep riding even when I knew my fitness was saying otherwise. If someone told me I had to pick one 450 to ride every day, this is the one I’d load into the truck. It’s quiet, refined, and built for real motos, not just one hot lap.

Cons:
The only real nitpick is the balance front-to-rear. It can get a little low in the rear, and the front-end feel changes a lot depending on where you set your sag or shock height. Get it wrong and the front goes vague. Nail it and the bike becomes razor sharp.

Joe Carlino's Evaluation Sheet

Engine

Suspension

Handling and Riding Comfort

Combined Total Points

Carlino's opinion versus evaluation sheet has few changes, with only the KTM retaining its' same finish with fourth. A a few of his bikes take one position switches, while the Husqvarna and Honda would see a two position change each.

Three Lap Timed Session - Cahuilla Creek

Lap times are presented in order of bikes ridden during three lap timed challenge. Three laps were timed on a bike, then rider moved to the next bike. For Joe, Kawasaki represented the first bike ridden in this challenge, the Honda was the final bike ridden.

Conclusion

Another year, another Shootout in the books. As we state every time we conduct one of these, the winning bike isn't the end all-be-all, and there's more to this feature than just picking a winner. We go through these days, try to give you as much info as possible, so you can make a informed decision if you're buying one of these bikes in the coming months.

Now, looking at the results themselves, there’s a clear consensus when you study the scores. The Triumph sits solidly at the bottom of this year’s rankings, but it does so with some highlights: the lowest weight in class, impressive dyno numbers, and a few surprisingly competitive lap times. It’s a bike that needs refinement, especially in the comfort department, but there’s potential. The Ducati, meanwhile, joins a tight three-way battle with the GasGas and Husqvarna. While the red and white Austrians are more polished overall, Ducati’s first-year effort brings some unique traits...some good, some not so much...and it’ll be fascinating to see how it evolves over the next couple of seasons.

Speaking of the red and white Austrian bikes, both are solid performers, but once you start digging deeper, they show a mix of strengths and weaknesses. Each shares some of the same great traits as the winner, but at times they feel a bit unfinished compared to the orange benchmark of the group. The Kawasaki stands as the lone ranger in the middle of the pack, positioned between the podium bikes and those in seventh through fifth. Seriously, look at the results; it’s just floating right there in the middle. The chassis was universally loved, and for most riders, it’ll be a fantastic choice. But when it comes to the suspension and especially the engine, we can’t help but say: “Be better, Kawi. Be better.”

Finally, the podium, and this is where it got really close. One tester’s opinion could have flipped the order completely. The top three are that tight. The Yamaha, which held the crown last year, was knocked off the top spot by a bike that’s technically unchanged. How? Simple, while the latest-generation YZ450F introduced some great updates, the overall package just missed a bit of the magic from last year. The KTM continues to feel incredibly refined, smooth, and composed, and that’s what ultimately gave it the edge. Right behind it, the Honda sits only a single point back, nearly matching it in balance and performance. All three of these bikes showcase just how good a modern motocross bike can be right off the showroom floor, and finding a winner between them came down to pure nitpicking.

If you have any questions or thoughts on the latest Shootout, throw them in the comment section below or hit our QNA thread here: Vital MX Forum QNA