Where did this new Suzuki come from? The race-ready ATV is powerful, wide and strong, but what makes the unit as race-ready as Suzuki claims? Let's have a look at what we know and what we have found out.

Anyone who has ever raced or seen a race knows the punishment an ATV has to be ready for. High engine temperatures due to running the engine at top RPMs, jumps, whoops, and every rock and rut on the trail seem to jump out in front of the machine. That's why we wanted to really see what Suzuki has done to produce an out-of-the-crate race-ready ATV.

Racing is a sport in which machine engineering and rider confidence must combine to produce winning speed. Suzuki knew that they needed to enlist their most experienced ally in the racing circuit, ATVA Pro Champion Doug Gust. Doug knows racing and he knows what holds up to the constant abuse of the race track. Put that knowledge together with top factory engineers and its possible to produce a great competition machine.

Ok, let's get our fingers greasy.

Suzuki based the LT-R's new engine on the engine from the RM-Z450 MX race bike. This is an already race-proven Pro bike so the base engine already has potential. The power-plants is: 449.8cc, four-stroke, water-cooled engine with an oversquare 95.5mm bore and 62.8mm stroke, double overhead cams, four lightweight titanium valves in a compact chamber and a 11.7:1 compression ratio.

Inside the cylinder we find a new forged aluminum-alloy piston which carries three rings, two steel compression rings and an oil control ring. The oil control ring is electro-plated with chrome-nitride using a PVD (physical vapor deposit) system in which the chrome-nitride is vaporized and applied in a vacuum chamber (now that sounds complicated so it must work).

The chrome-nitride coating has a more uniform thickness and a smoother finish than conventional chrome plating, reducing friction and oil consumption while improving durability. The sides of the piston are cut away to reduce weight and friction; oil-retaining grooves are machined in the skirts to minimize friction and improve durability.

Suzuki has implemented some weight savings. One example is the aluminum cylinder bore which is plated with Suzuki's own race-proven nickel-phosphorus-silicon-carbide coating, known as SCEM (SUZUKI Composite Electrochemical Material). Compared to conventional cast-iron cylinder liners, SCEM plating is lighter, transfers heat better and allows tighter piston-to-cylinder clearance, reducing blow-by and increasing power output while reducing wear.

The LT-R450's titanium valves are lighter than conventional steel valves, reducing reciprocating weight and improving high-rpm valve control while allowing the use of lighter-weight springs, which in turn improves efficiency by reducing mechanical losses. The 36mm intake valves and 29mm exhaust valves have larger, 5.5mm stems and are treated with an anti-wear oxide coating. The valve spring retainers are made of hard-anodized aluminum alloy.

Camshafts are machined from forged-steel billets and are hollow to reduce inertial mass and improve valve control. Each cam lobe features a friction-reducing sulphonitride surface treatment. The cams are chain driven, with an automatic cam chain tensioner. A straight intake port design improves cylinder charging, and engine efficiency. A new, compact counterbalancer system features shaft-mounted weights positioned on the right and left side of the crankshaft flywheels. The counterbalancer shaft is mounted in front of the crankshaft and is gear driven.

Probably the largest difference between the dirt-bike engine and the ATV version is the more-compact design of the lower engine and transmission case of the LT-R power-plant. One reason this was implemented was lower center mass and weight savings. Also a new lubrication system was used. This system uses two feed pumps-one feeding the transmission and the other feeding the crankshaft and other engine parts-with a separate scavenge pump. The use of two feed pumps allows the crankcases to be more compact, while the separate transmission feed improves durability and enhances shifting and clutch feel.

The new close-ratio five-speed transmission is as compact as a conventional four-speed transmission, thanks to integrated gear engagement dogs. Careful selection of gear ratios enhances acceleration. The clutch backing plate uses coil spring dampers, for a better clutching action.

There are a few less-conspicuous weight saving measures as with the cam cover, clutch outer cover and magneto cover which are made of lightweight magnesium alloy, making them lighter than conventional aluminum covers. Separate water pump and clutch covers simplify maintenance. A large radiator and a shrouded cooling fan improve cooling efficiency.

One feature that really caught our eye was the centralized routing of the stainless steel exhaust system and oval muffler to help center the vehicle mass, but it doesn't stop there. There is also a compact electric starter motor which can be removed and replaced with an optional kick-starter for less weight.

Another feature that you will not find on the RM-Z450 is digital fuel injection which enhances combustion efficiency, throttle response, easy starting, improved fuel efficiency, seamless power delivery and a broad spread of torque in a wide range of conditions. The 42mm throttle body carries a multi-hole injector for improved fuel atomization.

The fuel injection system is controlled by the engine management ECM, which includes a 16-bit CPU and 64-kilobyte ROM. Injector-on time is determined using 3D maps, one light-load map based on intake air pressure and engine rpm, and throttle opening in degrees. The system also automatically compensates for atmospheric pressure, ambient temperature and engine coolant temperature. The ECM also controls ignition timing, based on engine rpm and throttle opening. The LT-R450's new fuel injection system (including throttle body assembly, fuel pump and sensors) actually weighs less than the carburetor used on a conventional 450cc ATV.

Race Chassis

Team leaders on the LT-R450 project looked to a good number of top names in the racing accessories market, sport ATV dealers, top ATV Riders and key ATV magazine staff. They wanted to determine what designs worked best and what was available, using the best of the best for the optimum race ATV. Just check out the specifications - the information assures the rider that this machine was built for the racetrack with a low center of gravity, concentrated mass, a long wheelbase and wide tracks for racetrack handling.

Suzuki worked very close with Doug Roll on the frame, foot-pegs and suspension components, custom shocks were designed by another top name in aftermarket suspension products, resulting in a quality shock made to a very high standard.

The LT-R starts with a 1,285mm (50.6-inch) wheelbase and 1,047mm (41.2-inch) front and 986mm (38.8-inch) rear tracks. It has the longest wheelbase and widest tracks in its class, along with the lowest seat height (780mm or 30.7-inches), the lowest center of gravity and the longest wheel travel.

Each component of the compact racing frame is designed to deliver the required rigidity and durability at a minimum weight. The upper frame tubes are 25.4 mm (1.0 inch) in diameter, the lower frame tubes 28.6 mm (1.13 inches) in diameter. The swingarm pivot is carried by rectangular frame sections measuring 25.4mm x 18mm (1.0 x 0.71 inches).

The independent double wishbone suspension gives the LT-R450 a surprising amount of front wheel travel, 254mm (10.0 inches), while contributing to a low center of gravity. The upper arms are made of 25.4mm round steel tubing, while the lower arms are made of 28.6mm round steel tubing.

The KYB front shock absorbers feature piggyback reservoirs with 14mm shafts and 40mm pistons, for consistent, fade-resistant damping and more durability. Spring preload, compression damping and rebound damping are fully adjustable.

Steel Racing Swingarm

The LT-R450's racing swingarm is made of high-tensile steel and is designed to deliver the ideal rigidity balance for racing. The swingarm pivot shaft is more durable thanks to increased wall thickness and a new thrust bearing system and needle roller pivot bearings help the swingarm move smoothly over rough, uneven terrain. Eccentric axle mounts allow drive chain tension to be conveniently adjusted after a gear change. Rear wheel travel is a class-leading 277 mm (10.9 inches).

The piggyback-reservoir KYB rear shock absorber has an 18mm shaft and a 50mm piston, delivering consistent, fade-resistant damping and class leading durability. Spring preload and rebound damping are fully adjustable, and both high-speed and low-speed compression damping can be independently adjusted.

The heavy duty tapered rear axle is tuned to balance strength, flex and light weight.

Wheels and Hydraulic Brakes

The LT-R450's aluminum front wheels measure 10 x 5.50 inches while its aluminum rear wheels measure 8 x 8.00 inches. Wide Dunlop radial tires designed especially for the LT-R450 measure 20x7R10 in the front and 18x10R8 in the rear. Front wheel hubs are aluminum, while rear wheel hubs are forged steel. The front hubs each carry 160mm (6.3-inch) brake discs with compact, 25.4mm dual-piston Nissin hydraulic calipers. Small diameter front brakes lines are made of reinforced, low -expansion rubber for better lever feel. The axle-mounted rear brake disc measures 190mm (7,5 inches) and works with a 34mm single-piston Nissin hydraulic caliper as well as with a manually operated parking brake.

Flat-Out Race Look

There's more to the LT-R 450's bodywork than exciting good looks. The narrow fuel tank and comfortable T-shaped seat---which runs up the fuel tank at the front and blends into the rear fenders on each side—make it easier for the rider to quickly move forward or from side-to-side while cornering. The fuel tank itself holds 10 liters (2.9 gallons). The overall riding position is carefully engineered based on Doug Gust's racebike, with an ideal relationship between the handlebars, seat and footpegs.

The serrated steel footpegs are a class-leading 46mm wide, increasing grip even in wet conditions. The rear fender brace is made of aluminum and the rear brake pedal is forged aluminum, reducing weight.

The skid plates are made of high-impact plastic, that maybe the first item that could be up-graded, many racers look to aluminum skids. Aluminum-alloy front bumper and rear grab bar are standard.

The multi-reflector, 40w halogen headlight assembly is attached with one bolt and can be conveniently removed for closed-course racing. The upper section of the front bodywork remains in place when the headlight assembly is removed, and is designed to carry a racing number.

The LED taillight is compact, effective and looks great. Instrumentation is limited to low fuel, neutral and fuel injection / coolant temperature indicator lights which are conveniently mounted on the handlebar cover. As with the LT-Z400, the ignition switch is located on the left front fender.

The LT-R will be released soon and is priced at $7,299.

-rs