To say I was excited to ride the DS450X
XC Package was an understatement. After riding its closest
competitors, the KTM 450XC and 525XC, I had a good basis
for a comparison of the top three XC production quads.
The DS450X XC looks like a GNCC race quad. The amount
of XC add-on components already on the quad would cost
thousands of dollars if purchased separately, and these
parts along with the blacked-out color scheme make it
look like a full race ready XC machine. The DS XC feels
faster than the KTM450XC, probably due in part to the
Can-Am’s better weight distribution and lighter
overall weight.
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The
Can-Am DS450X XC in action on the trails
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The DS has great power for off-road racing, honestly
more than most racers could effectively use for a
2 hour event. The response is good for an EFI quad,
and it lugs down low better than the KFX450. Starting
the DS is still a hit or miss affair, and this is
one area that hasn’t been perfected on an EFI
equipped quad. As long as Yamaha, Honda and KTM keep
the FCR carbs on their production machines, it seems
that everyone else will be chasing them to the first
turn in a dead-engine start.
The front end of the DS450 XC has the same shim-style
caster adjustment as the MX model, and the rear axle
adjustment lets you run a 46” width for the
tight woods out to a full 50” if the terrain
allows it.
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Both
X Models have shim-style caster adjustment
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Both
X Model also has several spacers for adjusting
the axle width from 46" - 50" |
Even with the narrower width and taller tires than
the MX version, the DS450 XC holds its own on the
MX track with great power and predictable cornering
characteristics. The ITP GNCC tires are a proven design
that has put many riders in front, and the ITP beadlock
wheels front and rear are a necessity for durability
and also make the fitting of Tireballs much easier.
The DS450 XC would benefit from a steering damper,
especially with the nimble front end and 21”
GNCC tires.
The KTM front end would tend to wander and lost my
confidence after a few blown corners in the tight
woods. The Can-Am feels more stable going into turns
and this makes it easier to keep the corner speed
up. I would have to say the superior front spindle
and balljoint geometry on the DS450 makes the difference.
The DS XC fits me well, with the +1” stem, nerfs,
and wheelbase suiting my 6’ height perfectly.
The low ride height has the race quad feel, and with
10.5” of travel the rear end has the ability
to soak up some major hits. In true XC race quad form,
aluminum skid-plates cover the bottom of the machine,
and full wrap aluminum hand-guards finish off the
details.
Can-Am has shown what they are capable of doing in
the 450 class, and the pattern is all too similar
to that which brought them up to their current utility
quad dominance with their Outlander and Renegade models.
Now, with two purpose-built race quads and a year
of real-time testing, they are poised to challenge
the best that the competition has to offer. Judging
by the major leaps the DS450 has made in all aspects
of racing, it could be time for Can-Am to make the
final jump to the top of the 450 sport quad podium.
