Back at it again – and it feels bloody good! This time it’s the 2025 450cc Enduro Shootout, and let me tell you, this one was an absolute belter. I honestly can’t remember the last time we got to pit this many 450s head-to-head, but one thing’s for sure: the current crop of open-class enduro weapons has never been closer – or more capable.
While the Euros might be backing off the big-bore four-strokes lately – preferring lightweight 250s or 300cc two-strokes for their alpine goat tracks – us Aussies still love a fast 450. Whether it’s blasting fire trails, hauling through farmland or smashing deep ruts with that monster torque, there’s just something about a big thumper that speaks to riders here. And with six bikes from Japan and Europe in this test, we’ve got the best of both worlds to line up and let rip.
The sun was shining, the test loop was prime, and the crew was buzzing the second those engines fired up. These are the kind of days that make working in the bike industry worth it – real testing, real dirt and proper insights for real riders.
Here at ADB, we’ve been itching to get a proper 450 enduro comparison going again. After a few years of delays, missing models and spec reshuffles, 2025 finally brought everything back to the table – and we weren’t going to waste it. These shootouts are in our DNA. They’re a chance for us to do what we love, but more importantly, to help you make the right call when you’re staring down the barrel of a $17–$20k bike purchase.
Our squad of seasoned testers ran the bikes through everything from fast-flowing singletrack to gnarly climbs and slippery descents, and every bike here has serious merit. When you ride them back-to-back-to-back, the differences start to show – but only just. The gap between these bikes is razor-thin and it makes for some juicy rider feedback.
Most riders will never get to compare six brand-new 450s side-by-side in real-world terrain. That’s where we come in. We’ll break down how each bike feels, where it shines and who it suits best. Because days like this, riding the best bikes in the game with a ripping crew on a primo loop? Yeah, they never get old.
LOCATION
There’s nothing better than a private test loop and this one, hidden on a private property in the New South Wales Central Coast hinterland, delivered in spades. Tucked away just inland from the coast, the property offered up a tidy five-minute loop that packed in just about everything you’d ever come across on a typical Aussie trail ride.
We’re talking tight singletrack, open fire roads, a fast flowing grass track, greasy ruts, scattered mud puddles, a couple of snotty hillclimbs and enough loam, rocks and grip changes to test suspension, power delivery and handling under every kind of condition. There were even a few gullies and slick roots tossed in to keep everyone honest.
The weather gods played ball too. Rain in the lead-up soaked the topsoil just enough to make things interesting, but by the time we rolled in, the sun was out and the dirt was peak primo. That perfect mix of traction with a few sneaky greasy sections thrown in made it an ideal proving ground for 450cc off-road weapons. Every rider got a taste of the conditions they’d face on a weekend trail ride, club enduro or cross-country race, and the loop made sure every bike got a fair crack in everything from tight and techy to wide-open and wild.
We couldn’t have asked for a better spot to put this year’s 450s through their paces. It was the kind of loop that made you want just one more lap – and when you’re testing six different big bores, that’s a bloody good sign.
THE SCORECARD
In all our previous shootouts for MY25, we have had each of the manufacturers represented by a particular rider. We didn’t do that for this shootout (with the exception of Stefan Granquist and Emelie Karlsson who ride for Triumph Australia but on motocross bikes in the bush) as this is mostly about trail riding, and trail riders aren’t exactly sponsored! But we do pick riders who are unbiased and who own and ride different brands. When it comes time to score the bikes the riders allocate scores in multiple categories for each machine. The scores are split into three categories which are weighted, comprising Engine (40%), Suspension/Steering (50%) and Ergos/Brakes (10%), with each rider giving a score out of 10 for each category.
THE TESt CREW:
Jeff Briggs
– Level: Vet
– Age: 40
– Size: 180cm, 100kg
– Bike: KTM 350 EXC-F
Geoff Braico
– Level: Pro
– Age: 37
– Size: 175cm, 80kg
– Bike: Yamaha YZ450FX
Mitch Lees
– Level: Clubman
– Age: 39
– Size: 188cm, 100kg
– Bike: Sherco 300 SE Racing
Emelie Karlsson
– Level: Pro
– Age: 33
– Size: 178cm, 70kg
– Bike: Triumph TF 250-X
Stefan Granquist
– Level: Pro
– Age: 37
– Size: 190cm, 90kg
– Bike: Triumph TF 250-X
Beau Ralston
– Level: ex-Pro
– Age: 34
– Size: 190cm, 90kg
– Bike: Kawasaki KX450
HUSQVARNA FE 450
The first of the Austrian trio to hit the loop, the 2025 Husqvarna FE 450, continues to build its reputation as the most refined and user-friendly all-rounder in the 450 class. Over the years, Husky’s engineers have chipped away at the sharp edges of big-bore performance, and the result is a bike that’s become noticeably easier to ride – without losing its enduro bite. After the major 2024 overhaul that saw nearly every component redesigned, the 2025 model brings only minor but meaningful updates.
The biggest change is the switch back to Brembo brakes and a Brembo hydraulic clutch, replacing the Braktec/Magura setup from previous years. And it’s a change welcomed by all our testers – the 260mm front and 220mm rear discs now offer that familiar, firm feel and progressive power that riders trust. Also new are updates to the swingarm and chain slider, a fresh graphics kit and some subtle refinements to rear-end traction.
The engine is what really wins hearts here. The 449.9cc SOHC four-stroke delivers torque in a smooth, usable wave that makes it one of the easiest bikes in the shootout to ride. It runs a Keihin EFI system with a 42mm throttle body, and power delivery is so well managed by the Keihin EMS that third gear becomes your best mate. Whether it was tight singletrack or open straights, the FE 450 just kept pulling – predictable, linear and drama-free. Riders noted how rideable the engine was, with strong low-end grunt and a broad midrange that didn’t spike or flare up. Sure, some faster riders wanted a bit more bark off the bottom, but that’s an easy fix with an aftermarket pipe if you’re chasing aggression. In stock trim, though, this engine hits the sweet spot for most.
Suspension also saw big upgrades in 2024 and carries over for 2025. The WP XACT 48mm Closed Cartridge fork and WP XACT linkage shock are a massive improvement over earlier models. Gone are the days of fork dive and vague damping. This setup holds up under braking, tracks well through chop and responds accurately to adjustment.
That said, a couple of testers still found the fork a tad soft for high-speed hits on our test loop – but it was nothing a few clicks of rebound and compression couldn’t sort out. The 300mm of travel front and rear, paired with the improved anti-squat geometry from the new swingarm, gives the FE incredible traction on technical climbs and through off-camber sections. The shock, in particular, felt glued to the ground – calm and composed under throttle.
From a chassis standpoint, the Husky retains its signature feel thanks to the aluminium-reinforced polyamide subframe, ProTaper ’bar and smart ’peg-seat-’bar triangle that suits a wide range of rider sizes. With a seat height of 952mm, a wheelbase of 1489mm and generous 343mm of ground clearance, it’s got all the numbers to back up its trail chops, but it’s the neutral feel and comfort that stood out most to our testers. Everything feels natural, like you’ve already spent a year on it.
Other small details like the handlebar-mounted map switch, 8.0L fuel tank and electric start round out what is easily one of the most complete packages in the test.
The Husqvarna FE 450 might not be the most aggressive of the 450s, but it makes a strong case as the best all-rounder – especially for riders who value comfort, traction and confidence over brute power.
KTM 450 EXC
Like its white-clad sibling, the 2025 KTM 450 EXC rolls into this shootout with only minor refinements after its major 2024 overhaul. The bones are the same – central double-cradle 25CrMo4 steel frame, 449.9cc SOHC four-stroke engine and the latest from WP – but the orange beast continues to carve out its own identity. Historically, the KTM has been a rider favourite in shootouts like this, and while the bike still delivers in many areas, this year’s test left us with some unexpected takeaways.
Despite sharing the same Keihin EFI-fed engine platform as the Husqvarna and GASGAS, the KTM’s engine felt slightly more restricted. Across the board, testers agreed it didn’t rev as freely or feel as punchy down low – some even claimed it felt softer than the red bike. Off the bottom, the power delivery is mellow, almost like it’s starved for air. That said, it still pulls cleanly through the rev range and has a predictable, linear delivery that makes it one of the easiest 450s to manage for longer rides or less aggressive riders.
Thanks to its smooth nature and excellent six-speed gearbox with a well-chosen 14:52 final drive, it’s a great choice for those moving up from a smaller-capacity enduro. The compression ratio sits at 12.75:1, and the engine’s flexibility means you’re never fumbling for gears. And let’s be honest – this engine is just begging for an airbox mod and an aftermarket pipe. You can feel there’s more in there just waiting to be uncorked.
The suspension package is where the 450 EXC takes a noticeable step forward. The 2025 model retains the WP XACT 48mm closed-cartridge fork, which is a massive upgrade from the older open-cartridge units. Gone is the front-end dive that plagued earlier models – this fork holds up well under braking, stays planted in the rough and feels consistent across a range of speeds. It’s still on the plusher side of the spectrum, but there’s enough hold-up and feel to let you push on.
Out back, the KTM sticks with its trademark PDS (Progressive Damping System) rear shock, now revised and dialled in better than ever. No linkage means better clearance over logs and less to get hung up in the gnar, while the 310mm of rear travel delivers impressive drive and traction. The tool-less adjusters are also a win for trail-side tuning. It’s easily the best PDS setup KTM has delivered yet, and while it does have a more active feel compared to linkage bikes, most testers were pleasantly surprised by how settled it stayed under throttle.
The cockpit ergonomics are roomy and comfortable, with a 963mm seat height, Neken aluminium ’bar, and a layout that feels natural whether you’re standing or sitting. The new 2025 graphics lean into the orange identity hard – bright, sharp and undeniably KTM. The Brembo brakes are as strong and precise as ever, with a 260mm front and 220mm rear disc setup offering outstanding feel and stopping power. Air filter access remains quick and tool-free, which is always a bonus in the bush.
One quick note: the stock Maxxis tyres didn’t earn any love from the crew. If you’re picking this bike up from the dealer floor, factor in a set of decent tyres right away. They’ll transform the bike immediately.
At 107.4kg dry, the KTM is one of the lightest bikes in the class, and that helps give it a nimble, flickable feel. With 347mm of ground clearance and a generous 8.5L fuel tank, it’s more than ready for big trail days or a round of racing. The only real knock is the slightly strangled feel from the engine – but that’s also the easiest thing to fix.
The 2025 KTM 450 EXC remains a top-tier option for riders who value lightweight handling, simplicity and race-ready potential. It’s still orange, it’s still fast and it’s still one of the best.
YAMAHA WR450F
If you’re new to the 450cc world and wondering what the 2025 Yamaha WR450F is all about, we can sum it up in one word: Animal. This thing is fast – properly fast. With the supercross-honed DNA of the YZ450F flowing through its veins, Yamaha has built what might just be the quickest stock enduro 450 we’ve ever thrown a leg over. Where most manufacturers have smoothed their big-bore offerings for broad appeal, Yamaha’s made no secret that this bike is designed to win races and rip trails apart.
The 450cc DOHC engine, with its 97.0mm bore and 60.8mm stroke, delivers brutal torque from the first twist of the throttle. The 13.0:1 compression ratio and fuel injection system keep it pulling strong across the entire rev range – bottom, mid and top. It doesn’t taper off, it just keeps going. It’s the only bike in this shootout with a five-speed gearbox, and while it’s strong through all gears, there’s a notable gap between second and third that had a few testers feathering the clutch a bit more than they’d like. Still, for sheer grunt, this thing’s at the top of the food chain.
That kind of performance is both a blessing and a challenge. The Yamaha’s engine might be its greatest strength – but for some riders, especially those coming from smaller capacities or those just getting into enduro, it could also be its biggest handful. Thankfully, the Yamaha Power Tuner app makes this beast highly adjustable. With just a few taps on your phone, you can calm the engine down or ramp it up depending on the ride ahead. The app includes preset maps as well as the ability to custom-tune the bike to your liking, and a ’bar-mounted map switch gives you quick access on the fly.
Handling-wise, the WR goes its own way compared to the Euro brigade. It’s the only bike here with an aluminium bilateral beam frame, and it runs fully adjustable KYB suspension – arguably the best on the market. The 48mm KYB SSS fork offers 300mm of travel up front, and a linkage-type rear shock with 306mm of travel soaks up everything from square-edge hits to deep ruts. Yamaha has gone with a firm base setting to match the engine’s aggressive attitude, which worked brilliantly for our faster testers. But for the trail-focused riders in the group, it was a bit on the harsh side and could benefit from softening off.
What’s immediately noticeable is how much slimmer and more agile the 2025 WR feels compared to past models. Gone are the days of wide tanks and top-heavy ergonomics. The redesigned airbox, still positioned under the seat, doesn’t make the bike feel bulky anymore. With a seat height of 955mm, wheelbase of 1470mm and a generous 330mm of ground clearance, it’s stable but easy to throw around. At 117kg wet, it’s heavier than the Euros on paper, but out on the trail it hides that weight well.
The cable-actuated clutch might seem old-school compared to the hydraulic units on most other bikes here, but it still offers decent feel and proved reliable all day. Braking duties are handled by a 270mm front disc and a 240mm rear, both hydraulic, with solid stopping power. The Dunlop Geomax EN91 tyres worked well in the dry and loamy conditions of our test loop, and the 7.4L fuel tank is enough for most race loops or trail rides without needing to top up constantly.
Visually, the WR wears Yamaha’s trademark all-blue livery with pride, and while it’s subtle, it’s clean and sharp. There’s no doubt this is the best WR Yamaha has produced – and while it’s not the most forgiving bike of the bunch, for those who want to go fast and charge hard, the WR450F is absolutely built for it.
BETA RR 430 Race
Next up is the 2025 Beta RR 430 Race, the only sub-450 machine in the lineup – but don’t let the slightly smaller number fool you. All our testers were curious to see whether this lighter, more rev-happy machine could hang with the big hitters. Is Beta onto something by going with the 430.9cc DOHC engine instead of chasing outright displacement? Turns out, the answer depends on what you’re looking for.
With its lighter crankcases borrowed from Beta’s RX motocross range, the RR430 Race brings noticeably reduced engine inertia to the ride. It feels lighter under throttle, brakes more predictably and lets you tip in with ease. Compared to the full-fat 450s, the Beta sits in a nice little pocket – plenty of power to stay competitive, but without the intimidating surge some of the bigger bikes deliver. The power is linear and manageable, with enough torque to comfortably pull third gear through corners, and its 42mm Synerject throttle body keeps fuelling smooth and precise.
Back-to-back with the 450s, the Beta doesn’t hit as hard off the bottom or up top, but that’s also part of its charm. What it lacks in outright horsepower, it makes up for with low fatigue, razor-sharp turning and ease of use. This is a bike that suits a wide range of riders – from trail junkies to club-level racers – because it never tries to throw you off. A few riders noted that a freer-breathing exhaust could really wake this engine up, and we tend to agree. The compression ratio sits at 12.33:1, and with a bit more airflow and a pipe, there’s more potential in there for sure.
The RR430’s handling is another big win. The 48mm KYB AOS Closed Cartridge fork and KYB C46 RCU shock on the Race model lean slightly toward the softer side, which made it a favourite on rocky, rooty or technical terrain. The 300mm of front travel and 287mm out back soak up trail chatter beautifully, and the bike stays composed in the junk. At higher speeds or under heavier riders, the rear shock showed a hint of bottoming – but nothing unexpected. What impressed most testers was how light and nimble the Beta felt under braking and through turns. It was the easiest bike in the shootout to point, flick and ride into ruts. Even tight corners felt effortless… and that made it a standout for agility.
Component-wise, the RR 430 Race is well-appointed out of the box. Strong Nissin brakes clamp onto 260mm front and 240mm rear wave discs, providing solid stopping power, although the front lever does feel a touch dated. The updated map switch integrated into the ’bar pad is easy to use and lets you swap power modes on the fly. The double-cradle molybdenum steel frame remains narrow and confidence-inspiring, and the 950mm seat height paired with a dry weight of just 107.5kg makes this one of the most approachable bikes in the group for a wide range of riders.
Beta’s also done well with the new bodywork and graphics, giving the RR430 Race a sharp, fast look to match its character. The updated airbox and intake layout improves slimness between the legs and, yes, the seat finally has some foam. Thank you, Beta. Your backside will appreciate it on long rides. The 9.0L tank, chain final drive, and six-speed gearbox round out a well-balanced platform that’s light, versatile and ready to race or trail.
If you’re interested in entering the 450cc class but don’t want the full intensity of a fire-breathing monster, the Beta RR 430 Race hits a sweet spot. It’s nimble, easy to ride and deceptively capable – especially when the going gets tricky.
Sherco 450 SEF Factory
Now onto the 2025 Sherco 450 SEF Factory, and this one turned heads before it even turned a wheel. It’s the most heavily updated bike in the test, and Sherco’s gone all-out with improvements across the board – starting with the chassis. For 2025, the SEF gets a new airbox, redesigned alloy subframe, updated side plates, lighter radiators with new shrouds, a refined wiring harness and new CNC triple clamps. All up, Sherco claims it’s dropped around 2.5kg, and that’s before you factor in the full titanium Akrapovič exhaust system, the only bike in this test to come with a full aftermarket system standard.
And yeah – it looks fast. That factory finish, complete with the glowing blue/purple hue on the titanium header once it’s hot, gives the Sherco some serious garage appeal. But more importantly, it delivers out on the track.
This bike was probably the surprise of the day. The 449.4cc DOHC 4-valve engine is strong off the bottom, with a bark to match thanks to that Akrapovič pipe. The 95mm bore and 63.4mm stroke give the engine a responsive, free-revving nature, and it revs hard all the way to the top. What sets it apart is the broad, useable power – plenty of grunt when you need it, but always confidence-inspiring. It’s the closest thing to the WR450F in terms of raw punch, but it delivers that power in a more manageable, planted way.
The updated ECU mapping has refined throttle response for 2025, and the ’bar-mounted dual-map switch lets you toggle between Hard and Soft modes easily. Every tester preferred the Hard map – it just suits the bike. Power is smooth but potent across the range, and it never felt out of control or overly aggressive.
Handling-wise, Sherco has teamed up with KYB for what is hands-down the best suspension package they’ve ever put on a 450. Up front, you get a 48mm KYB closed-cartridge fork with 300mm of travel, and it thrives when pushed. It’s on the firmer side – especially at lower speeds – but offers great feel and forgiveness when the pace picks up. The 50mm KYB shock with a beefy 18mm shaft and 330mm of travel keeps the rear in check and gets excellent drive out of corners. The chassis itself is a high-strength chrome-moly steel semi-perimeter frame, paired with a 1490mm wheelbase, and it gives the Sherco a balanced, stable feel across varying terrain.
The braking system is all Brembo, with a 260mm Galfer front disc and 220mm rear, and stopping power is exactly what you’d expect – strong, progressive and reliable. The Brembo hydraulic clutch offers excellent feel, and the six-speed gearbox is smooth and well-matched to the engine’s powerband.
The 950mm seat height and 355mm ground clearance give it real presence on the trail, but despite those big numbers, the Sherco doesn’t feel bulky. The new ergos help here – the EXCEL Takasago rims are paired with Michelin Enduro Medium tyres, and the whole package feels well-thought-out and purpose-built. The ’bar bend is on the lower, flatter side, and while some found it a bit cramped at first, everyone came around to it once they got moving.
Other smart touches include a 9.8L fuel tank, electric start, AXP 6mm HDPE skid plate and a BS lithium battery, which all add to the bike’s ready-to-race nature. The finish quality is top-notch and out of the box it’s one of the most complete bikes on offer.
If you’re chasing bang for buck and want something that’s fast, planted and dripping with factory appeal, the Sherco 450 SEF Factory should be on your list. It’s sharp, aggressive and feels like a racebike straight off the showroom floor.
GASGAS EC 450F
The last piece of the puzzle in this year’s shootout is the 2025 GASGAS EC 450F, the third and final bike in the Austrian family. Billed as the “budget” option of the trio, the EC 450F shares the same 449.9cc SOHC engine, Keihin EFI with 42mm throttle body, and central double-cradle 25CrMo4 steel frame as its orange and white siblings, but GASGAS has trimmed the spec sheet in a few areas to bring the price down. In doing so, it lands in an interesting space – cheaper up front, but possibly more costly once you start bolting bits on to bring it up to spec.
You get Braktec brakes and clutch, aluminium rims (silver, not black), no bashplate, no handguards, and no handlebar map switch – you’re locked into one engine map. The wheels, triple clamps and a few other components are simpler than those on the KTM or Husky, and the airbox is different, which noticeably alters the bike’s power delivery. Still, while it may be the stripped-down sibling, the EC 450F brings a unique character of its own.
Out on the trail, the Gasser is incredibly easy to ride. The engine is tuned with a soft, friendly nature and feels less eager to rev than the Husky, though surprisingly, it had slightly more bottom-end punch than the KTM in some sections. It doesn’t rev as clean or sharp, but the throttle response is forgiving and very manageable. With the 12.75:1 compression ratio, 63.4mm stroke and 95mm bore, the engine retains the same strong foundation as the others, but feels more relaxed – perfect for newer or less aggressive riders.
That mellow delivery makes it a great bike to finish the day on. It’s smooth, calm and fatigue-friendly. Like the KTM, this engine would benefit significantly from an aftermarket pipe and airbox mod to let it breathe better. But even stock, it’s a package that puts comfort and control first.
Suspension is the most obvious point of difference. The ES 450F runs WP’s 48mm XPLOR open-cartridge fork paired with a WP XACT linkage shock, both offering 300mm of travel. And yes – it’s soft. Easily the plushest bike in the group, which sounds like a negative until you hit tight, choppy trail. Over roots and trail chop, the ES 450F is like therapy for your hands. It absorbs everything without a fuss, making it ideal for riders who aren’t chasing outright speed.
That softness does have limits – once the pace ramps up, the fork becomes nervous and unsettled. The shock, while predictable at slow speeds, also begins to protest under load. But it’s clear the handling package is aimed at beginner to intermediate trail riders, not race-day heroes. If you’re after plush, comfy trail manners, this bike delivers.
The overall feel of the GASGAS is clean and simple. The updated plastics and colour scheme look sleeker than previous models, though the silver rims, missing handguards and lack of a bashplate did leave testers scratching their heads. Who’s riding enduro without hand protection in 2025? Still, the Neken handlebar, 343mm of ground clearance, 956mm seat height, and 110.7kg dry weight create a roomy, upright cockpit with good balance.
There have been updates to the Braktec brake components for 2025, and they’ve definitely improved – they’re no longer the weak link they were in the past. The 260mm front disc and 220mm rear now offer decent feel and stopping power, even if they’re not quite on par with Brembo.
All up, the 2025 GASGAS EC 450F is a solid entry point into the big-bore enduro world. It’s not flashy, it’s not race-tuned, but it’s predictable, confidence-inspiring and easy to live with. For trail riders who want a capable, low-fuss 450 without breaking the bank, the red bike is a worthy option.
FINAL THOUGHTS
Well, after a big day on the bikes and plenty of feedback from our riders, there can only be one winner. And by the slimmest of margins, the 2025 ADB 450 Enduro Shootout winner is the Sherco 450 SEF Factory!
Coming in under the radar, the Sherco surprised us all with its strong, grunty engine, superb suspension package and outstanding value in stock form. The bang for buck this bike offers is absolutely fantastic. It’s pretty awesome to see how far the French brand has come over the years – I remember riding this 450 more than 10 years ago, and it felt very foreign and far off the pace. Fast forward to 2025, and we have a new champion in the 450 class. Congrats, Sherco!
Second place went to the Husqvarna FE 450, and I can’t overstate how close this one was. The Husky is an all-round impressive machine with very little to fault. The engine is strong yet easy to ride, and the new WP suspension package is confidence-inspiring across all conditions. Honestly, if the FE 450 came fitted with an Akrapovič exhaust like the Sherco, the results may have been different.
Rounding out the podium was the KTM 450 EXC. This bike has been a staple of the 450 enduro scene for many years, and the 2025 model proudly continues that legacy. That said, it was only enough for third this time around. With a few small mods to wake the engine up, there’s no doubt the KTM would be a top contender once again.
There’s no question that every one of these bikes is awesome in its own right. The 450cc off-road segment is seriously competitive – this is the pinnacle class for Aussie racing conditions, and it shows. If you want to go fast, you need to be on a 450 enduro machine, and we hope this shootout has brought you one step closer to picking the right one.
Despite the variety across the six bikes tested, it’s honestly remarkable how close they are.
