Let’s rewind to 1998, a time when two-stroke engines dominated professional motocross circuits, four-strokes were seen as novel and unconventional, and Open class races were still commonplace at local tracks. Among the new arrivals was the Yamaha YZ400F, sparking intense debate over its classification.
While it was cleared for the 250 class in AMA Pro racing, many local tracks deemed it suitable for Open class competition. In our April 1998 edition, we set out to compare it against the last breed of true Open bikes: the Honda CR500R, Kawasaki KX500, and KTM 380MXC. Here’s our take:
Despite how most riders disregard manufacturers’ intended purposes for these bikes, we couldn’t overlook it. As established in our shootout between the KX250 and YZ400F, the latter held an unfair advantage in the 250 class.
Thus, in most scenarios, the YZ400F would have to contend in the Open class. So, the question arose: could the YZ400F outperform the 380 KTM and the 500s?
To find out, we enlisted the expertise of Pit Pro’s Russ Wageman (former speedway and MX pro), Shane Trittler, Ron Lawson, and Lumpster to put the four Open motocross bikes through their paces at Lemon Grove Cycle Park—a challenging track with SX obstacles.
Conditions were optimal, and each bike was tailored to suit each rider’s preferences. After each rider had sampled all four bikes, they were ranked, and the votes were tallied. Here’s how it unfolded:
Shane Trittler on the 1998 Kawasaki KX500.
Joint Third place: Kawasaki KX500 & Honda CR500R. The KX500 excelled in power and comfort, making it a formidable contender on outdoor tracks.
Smooth and exceptionally fast, it handled turns with grace, thanks to its responsive front end and rider-friendly features like a soft, wide seat and low bars.
Despite occasional blubbering and pinging, attributed to a rich pilot jet, the KX’s power delivery remained consistent, instilling confidence even in challenging terrains.
However, its substantial crank induced a gyro effect, making it slightly less agile in corners and prone to following ruts. Its super-soft suspension led to some wallowing. In the rankings, the KX tied with the Honda for third place.
The 1998 Honda CR500R. Sporting LBZ gear!
Lacking a powervalve, the Honda CR500 boasted a raw, primal power ideal for motocross. Its midrange punch was robust but tapered off quicker compared to the KX. However, the CR’s aggressive power delivery and vibrations at higher revs took a toll on riders, with complaints of forearm fatigue and blisters.
Negotiating turns required finesse, yet its stiffer suspension and superior handling mitigated some challenges. The CR’s thinner, flatter seat facilitated maneuverability, making it a joy to jump.
Despite having the best brakes in the lineup, its demanding clutch pull posed a challenge, particularly alongside its explosive power. Consequently, testers favored the 380 and 400 for motocross over the 500s.
Pete Murray and the KTM.
Second place: KTM 380MXC. Power-wise, the KTM 380 paralleled the CR500 but with a more manageable output, allowing riders to sustain longer sessions on the track.
Testers appreciated its fairly stiff suspension settings and nimble feel, attributed to its lighter crank. However, concerns were raised about the front end tendency to tuck in turns and complaints of a stiff shock and lack of straight-line traction.
Evidently tailored towards larger, older riders, the MXC fell short for some testers due to occasional stalling, overly sensitive brakes, and a slightly light flywheel. Except for Trittler, who ranked it fourth, all testers rated the 380 second.
Spud Walters and the YZ400F.
The Winner: Yamaha YZ400F. Despite outweighing the two-strokes, the YZ400F felt remarkably light on the track, offering unparalleled fun and agility.
Surprisingly, the heaviest contender emerged as the most enjoyable on the motocross circuit and proved to be the fastest through turns.
Combining the handling of a 250 with smoother power delivery, the YZ outshone its rivals. While it lacked peak power, its seamless output garnered no complaints.
With the widest power spread and minimal clutch dependency, the Yamaha excelled in hooking up and maintaining cornering speed. Its slender midsection made it a joy to jump and corner, devoid of any unexpected behavior.
Notably, even Wageman, after a year-long hiatus from riding, instantly gravitated towards the YZF, attesting to its undeniable appeal. Pegging his fun meter, Wageman promptly ordered one post-test, cementing another convert to the four-stroke crusade.
Prices
- 1998 Honda CR500R: $5549
- 1998 Kawasaki KX500: $4999
- 1998 KTM 380MXC: $5998
- 1998 Yamaha YZ400F: $5799
Weight (without fuel)
- 1998 Honda CR500R: 233 lb.
- 1998 Kawasaki KX500: 233 lb.
- 1998 KTM 380MXC: 236lb.
- 1998 Yamaha YZ400F: 250 lb.
We also evaluated the bikes’ performance in two off-road settings: trails and dunes. Here are the outcomes:
DUNES
First place: Yamaha YZ400F
- Second place: KTM 380MXC
- Third place: Honda CR500R
- Fourth place: Kawasaki KX500
The YZ400F’s smooth and predictable nature made it the easiest to jump, ideal for dune riding.
TRAILS
First place: KTM 380MXC
- Second place: Yamaha YZ400F
- Third place: Kawasaki KX500
- Fourth place: Honda CR500R
The KTM’s superior fuel range, wider ratio gearbox, and ample flywheel made it a trail riding favorite, while the Kawasaki reigned supreme in desert terrain.
