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By: Jason Giacchino
Can-Am Tricks Out the
DS450 So You Don’t Have To
Continued from
page 1...
We adjusted the levers and set the proper sag
before taking the DS450X MX to the track. Other
than those simple tweaks, we left the machine in
absolutely bone-stock trim. The 449.3cc Rotax
mill fired up with the slightest touch of the
starter and idled strong and crisp thanks to
electronic fuel injection (with a 46mm throttle
body). The clutch pull was spot on (and thanks
to full adjustability right at the perch, it’s
tough to ask for more). Easing the clutch out
revealed a steady build of power that surprised
all of our testers by climbing steadily into the
revs rather than exploding off the line. Once in
the middle reaches of the power spread, the
Can-Am begins to feed the rider the perception
that he’s really building speed. Don’t be
tempted to short-shift at this sensation even
when your brain is convinced there couldn’t
possibly be any more power in reserve. The X
MX’s true charms are found at the very top of
each gear. Revvers will be absolutely delighted
with this mill out of the box, short-shifters
will have to learn either to adapt their
technique or get used to spending time at the
back of the pack.
Ergonomically, the Can-Am DS450X MX earned
solid praise from every single test rider from
rank beginner to B-class competitors. The
chassis offers just the right blend of rigidity
and feedback to make it a lethal MX weapon.
Stability (especially in sweeping corners) is
easily on par with what have been up until now,
the class leaders. Tire selection plays no small
part in the wonderful handling characteristics
of this machine, and we found the ITP Quadcross
series to be an absolutely perfect fit for the
black loam of our eastern MX track in late fall.
As much as we would love to say that the
machine is without flaw, in truth there were a
few nags and bugaboos to report. For starters,
this quad simply adores tight tracks; and try as
we may, it was impossible for us to find a long
choppy whoops section or giant double right out
of a corner that gave the quad a fit. Stay on
the gas to keep the quad in its high revving
sweet spot, and it will comply with bells on.
However, that confidence in the tight stuff
turns into nervousness at high speed. Most MX
tracks are third to fourth gear affairs in even
their fastest sections, and that’s a good thing
for the DS450X MX rider. We managed to tap into
fifth on an extremely long straight and found
that the quad continually lost traction and
became far less compliant to steering input. We
fiddled with the suspension to lessen the
effect, but the only real solution we found was
to slow it down a notch. Once in the lower
gears, the DS suddenly returns to a completely
different machine.
We also had more than one rider complain
about the transmission displaying a tendency to
slip into false neutral between gears
(especially on hard upshifts). A majority of our
testing took place on a track that allowed the
rider to stay in third gear throughout so such
claims weren’t verified during our day of
experimentation.
Weighing in at 345 pounds, the 450X MX is far
more nimble in flight than it has any right to
be. We credit this phenomenon to incredible
chassis balance, as this machine is a joy to
send sailing above the triples. Midair
corrections respond very well to slight body
input, and the suspension (which is about as
close to full factory units as we’ve yet to
experience) is there in case you got a little
jittery on the take-off.
All in all, we absolutely adored the DS450X
MX for its intended purpose. This is a motocross
weapon tried and true, and we’re grateful that
Can-Am didn’t make compromises to please a wider
audience. Woods riders, after all, have two
viable options to choose from in the form of the
base DS or the X XC package. The component spec
is truly on par with the type of modifications
any racer would make to his or her machine at a
price that would be literally impossible were
they to attempt to do so themselves. The
suspension is in a league of its own and will
prove competitive against even the priciest
aftermarket units. About the biggest complaint
comes in the form of the quad’s power spread,
whereby many riders seemed to expect a bit more
torque out of the low end. Can-Am’s decision to
locate the meat of the power up top most likely
stems from feedback from its own factory efforts
as pros like Natalie and Lawson are very rarely
anywhere but wide open. The good news is popping
off the air box lid and switching to a lighter,
more free-flowing exhaust actually pushes the
ponies all across the spread and tuners are
already developing new ignition maps for those
seeking even more low-end from the motor.
Up until now, it appeared KTM had the concept
of the “race-ready ATV right off the showroom
floor” designation cornered but Can-Am clearly
hasn’t forgotten its early heritage as a
competition-hungry OEM. Four out of five of our
test riders (none of whom ride Can-Ams coming
into this test) voted the DS450X MX the model
they would choose if they were presented the
option to purchase any of the 2009 race quads on
the spot. Yes! It’s really that good!
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