2009 DS 450 XC and MX X Packages

 

 

If you’re a sport performance person more concerned with race-worthy quads you probably noticed we left out the mighty DS450 in our Can-Am 2009 line-up feature. Many might have asked themselves, “What in the world!!! Did they discontinue that bad-to-the-bone DS450 they just came out with?” Not Hardly!

We’re proud to introduce you to two of the newest and most impressive ATVs available from your dealer’s showroom floor. Can-Am just dropped the bomb on the ATV race scene in their second installment of the DS450. The new made for cross country and motocross machines, the MX and XC models, prove that Can-Am is all about the race track for 2009. And we’re not just copying and pasting some BRP text here. We were fortunate enough to have checked these two impressive machines out thoroughly. We put a long day’s worth of riding on these machines at Can-Am’s 2009 media introduction at Cross Creek MX Park in Bastrop, TX (near Austin).

It wasn’t easy keeping a lid on Can-Am’s new DS450 machines for nearly two months. Now that it’s finally August 1st and we’re allowed to let the tiger out of the bag, let’s get down to it….

Base Model
Before we get to the all-new made-for-moto and cross country specific machines, that we’re dieing to tell you about, let’s get the base unit out of the way.

You can call it a DS450, but don’t refer to it as an “XC” or “MX”, because as far as we’re concerned the base model is nothing like Can-Am’s new made-for-racing ATVs.

The base unit is very much like last year’s impressive one-of-a-kind model. Again this year, you’ll get a super light-weight well behaved, narrow bodied extremely impressive handling sport quad which once again features Electronic Fuel Injection, Can-Am’s mind-boggling ALTEC aluminum frame, KYB piggyback shocks, Wilwood brakes, ITP tires, and a ton of light-weight aluminum computer designed products. All models come with Can-Am’s favorite powerplant, the Rotax® 449cc engine.

Last year’s DS came in yellow. This year you can opt for yellow or a snazzy red and white version.

Don’t get us wrong the standard DS is a fine machine, in fact this is the same machine that Can-Am basically reinvented the sport performance ATV with just last year, but we’re just too pumped on telling you about the new XC and MX seat-of-the-pants race quads to spend any more time on the base unit.

X Package on Steroids
Both new X Package quads are derived from the base model but as we said the base model has nothing on the “DS 450X mx” and the “DS 450 X xc” units. It’s like comparing a rec rider’s quad to Chris Bithell and John Natalie’s potent national-caliber race quads.

What sets Can-Am’s new made-for-racing machines apart are their ability to perform at race-speeds. Last year’s 2008 “X Package” was basically a dressed up base model that looked cool in black. The only true performance enhancement were its upgraded KYB shocks with high and low speed compression adjustability. Other than that, everything else included on the 2008 X Package was either some sort of aluminum protection product or a cosmetic improvement over the ’08 base model.

That’s not the case with Can-Am’s new 2009 X Package however. This year’s X still looks bad-to-the-bone in black, but it’s certainly much more about a faster, better handling machine than it is about looks.

Hello Moto!
We’ll start off with the DS 450 X mx. Our favorite thing about the DS 450 is its handling and cornering ability, so that’s where we’ll start off. The new MX Can-Am features +2 inch A-arms that bring the front end to 50 inches. The front end is completely caster and camber adjustable with shim-style adjustments. Each shim represents one-degree of adjustment with the camber adjustable from 11 degrees to 15 degrees; caster is adjustable from 3 degrees to 10 degrees. This really lets us dial in our ultimate front end set up! Now you have to admit, that’s pretty slick! As for the rear adjustment, the DS MX comes with an adjustable Chromoly 4140 hollow rear axle. This axle allows a finished width from 46 inches to 50. Very cool!

All this equates to an extremely well-handling race machine. Cornering is outstanding thanks to its wider stance and low center of gravity. If you thought the old DS 450 handled well, wait until you ride this new MX version, especially after dialing it in to your exact size and riding style. All we can say is look out competition. The Can-Am has the handling department dialed in!

While we’re on the handling subject, the MX model comes stock with a new +1 inch rubber-mounted anti-vibration steering stem. Again, no aftermarket needed folks. It’s mounted to a set of aluminum 6061-T6 tapered handlebars with a square racing pad, just like the top pros run.

Both front and rear shocks are KYB HPG with a paint-like material called Kashima coating, which reduces internal friction and heat for consistent performance. All three shocks are fully adjustable with high and low speed rebound and compression damping, as well as preload adjustment. Two separate rate springs with crossovers in the front allow for maximum performance in all conditions. Front and rear travel is 10.7 inches. The KYB’s have piggybacks up front and remote reservoirs in the rear. Suspension duties were simply outstanding, perhaps the best in the business! We’re talking pro class worthy stuff here.

We had some issues with the slightly hard to pull clutch, which also makes some annoying noises, (according to Can-Am’s factory pro, Cody Miller, using Rotella 15W-40 oil reduces the noise). Other than this problem from the extra wide angled footpegs – to the firm-yet-still-soft seat foam – to the high profile bars, grips, levers, throttle and more — the ergonomics felt spot on for a near 6 foot 175 pound rider. Nothing was out of place, and nothing felt awkward even after several hard motos. Also worth noting is the new-for-’09-front-end styling, which we feel looks a lot better than the ugly-duckling front end of last year.

As impressed as we were about how stable, comfortable and predictable this quad is, we were as equally bummed at the way it makes its power. It’s the same electronic fuel injected 449cc single-cylinder, liquid cooled, dry sump, dual overhead cam, four valve high flow head Rotax engine as Can-Am used in last year’s model. Compression remains at 11:8:1, as does the 97×60.8mm bore and stroke. With literally no low end and little mid range, constant clutching is necessary in order to get at the powerband. Top end power is another story. Even with the corked up stock exhaust system, this baby flat out flies! Again what the motor lacks the suspension and handling more than make up. John Natalie and his Rage ATV tuned Rotax engine seem to rip pretty well. “Ironman” Natalie has given the DS450 a few holeshots this year, so with a little tinkering — waking up the low end and mid range power is probably attainable.

ITP QuadCross MX Pro tires (18 inch rear and 20 inch front) are mounted on 8 inch ITP T-9 black beadlocks with inner reinforcement rings in the rear, and 10 inch black T-9 GP front wheels. This combo not only looks super cool, it’s pro-level all the way. You’ll find the stocker excels especially well on hard-packed tracks, but still offers enough traction if the terrain is a bit soft. Of coarse lightweight aluminum nerf bars with aluminum heel guards are included. You can even adjust the widths of the bars and easily take off the heel guards if needed.

Lastly, as this a true race machine a tether cord is included. For some reason a steering stabilizer is not included in the race-from-the-showroom-floor package however. To us this is kind of like driving to Disney World but not buying a ticket to check the park out. To Can-Am’s credit, no other manufacturer offers a stabilizer as stock equipment either. This and an aftermarket exhaust system are the two absolute must haves for this machine.

So let’s see, pro-level equipment packaged together on a state of the art aluminum chassis with very few aftermarket products needed — all for under $9k retail. Not too shabby when you add it all up.

Attention Cross Country Racers!
Since it’s basically the same quad, the XC version of Can-Am’s best ATV to date is just as amazing as its moto cousin. Its front end is similar but measures in at a perfect cross country savvy 46 inches. Front travel is 9.6 inches while rear travel is 10.5.

 

Instead of QuadCross tires, 20 inch ITP GNCC tires are mounted on 10-inch black aluminum ITP T-9 beadlock wheels in the back. Up front, 21-inch ITP Holeshot GNCC tires are mounted on 9-inch black, aluminum ITP T-9 wheels with beadlock rings. The taller lugs of the Holeshot GNCC tires provide superior traction in demanding race conditions. Ground clearance is improved an inch over the MX version at 5.2 inches. The shock department is handled with the same KYB fully adjustable units and the same adjustable Chromoly 4140 hollow rear axle is used.

You can tell Can-Am means business with the components they’ve chosen for the XC package. You’ll get tapered aluminum bars, quality aluminum frame and swingarm skid plates, aluminum nerfs with nets, heel guards, an aluminum bumper and grab bar, a tether cord, and much more including pro-level aluminum hand guards that mount to the handlebar ends. No skimping here whatsoever!

As with its moto cousin we were unfortunately unimpressed with the power delivery. Cross country races are long and grueling. Clutching your way through gets old fast. The DS XC badly needs a snappier powerband. We simply want to lug the quad through the woods with smooth effortless power, but it’s just not there, especially in stock form. While we’re picking on Can-Am we should probably mention our only other pet peeve. Low speed maneuverability is best in class by far, which is especially nice in tight cross country terrain, but the DS carves and turns so well it almost becomes “twitchy” at high speed. The MX does this as well, it’s just not as noticeable with the wider front end. A stabilizer will surely correct a lot of this, and this is a big reason we feel a stabilizer is an absolute must have on this quad.

Yeah, we feel that there are a few issues that need to be addressed for Pro and Pro-Am level cross country racing, but once dialed in you’ll be hard pressed to find anything out there, OEM or aftermarket that man-handles terrain like the DS 450 XC. It performs especially well on rough-winding-lower-speed-technical terrain. This is where the fun-factor really seems to exceed the price tag.

 

Break it down
Okay let’s break it down. The new Can-Am MX and XC quads don’t offer the effortless snappy powerband that we like to have in a race quad, but they are the best handling stock ATVs we’ve ever ridden! They’re predictable, stable, and precisely corner and handle on par with the equipment you’d find in today’s pro class! With new styling improvements and new colors they also look cooler than last year’s models. If you’re planning on chasing points at one of the top tier classes at the motocross or cross country nationals, yes you will need to buy a few aftermarket items such as an exhaust system, a steering stabilizer, perhaps an aftermarket clutch system and you may want to coax a little more grunt out of the engine, but add up what it will cost in both time and money to build up a less expensive 450. In the end we think you’ll find at under $9k retail for the Can-Am MX or XC you’ll save money and spend more of your time on the track and less bolting on cumbersome aftermarket products in your garage.

With Can-Am’s impressive new DS 450 X Packages, we predict we’ll see far more Can-Ams at race tracks in 2009.

For more information and specs click to can-am.brp.com

Tags:

Comments

comments