2019 Kawasaki KX450 review

In a class that’s so competitive and where it’s impossible to choose a bad bike, what does it take to create a 450 motocrosser that has an edge over the fierce competition and one that can stand out from the crowd?

Well, if you’re Kawasaki you leave the front number plate and front mudguard the same and improve, upgrade, redesign or completely change everything else. That might seem like an exaggeration, but the 2019 Kawasaki KX450 is as different from the ’18 model as Donald Trump is from Barack Obama.

The new green machine has even had a name change with Kawasaki dropping the “F” and listing it simply as a KX450. Simplicity, however, ends there with the new Kawie featuring loads of technological advancements.

With Kawasaki releasing the KX450 to the American press recently there’s been plenty of news and reviews circulating about the bike’s impressive performance, creating even more buzz for the Australian press which finally got to sample the new 450 at The Island Action Sports Complex.

Never heard of the The Island? It’s a purpose-built motocross complex north of Newcastle (NSW) that’s scheduled to open to the public later this year. So, an all-new bike on a brand new track had me and the rest of the Aussie motorcycle media eagerly anticipating our day with Team Green.

The only dampener turned out to be dampness with rain soaking the track before and during the official Australian press introduction. While track conditions were less than ideal, it was still a great opportunity to get a taste of what Kawasaki’s biggest, baddest motocross machine has to offer.

Attention seeker
While the number of changes would rival Eli Tomac’s tally of race wins there are some big ticket items that are creating plenty of hype around the new bike. For starters (pardon the pun) the ’19 KX features electric start, which in Kawasaki’s humble opinion is better than all the other brands.

According to the Project Leader of the latest KX450, Ryosuke Atsumi, Kawie’s electric start spins the engine over faster than the likes of KTM. He was kind enough to explain the difference via some very impressive engine starting noises. His English was average, but his bike noises were on the money!

Throughout the press event, a thumb press of the button, located on the right side of the handlebars, fired the 450 to life quickly and efficiently. It didn’t matter if the bike was hot, cold, in gear or in neutral.

On the opposite side of the ‘bars is Kawasaki’s launch control button, designed to retard ignition timing during race starts to gain more traction on slippery surfaces. Kawasaki’s system isn’t a new feature, but it was the first time I’ve used it and it works well. With launch control activated via just another touch of a button, I was able to wind the throttle to the stopper and get excellent drive on wet, slippery grass.

Having the opportunity to hold a 450 flat was pretty cool, something I wouldn’t normally be capable of doing, not without looping out or landing myself in the back of an ambo.

Another of Kawasaki’s innovations that proved extremely effective on the slippery, muddy circuit was the interchangeable DFI couplers. Within a matter of moments, I was able to unplug the standard green coupler and swap it with the black coupler – essentially changing the ECU map for a smoother power delivery.

The bike was rideable with the standard coupler but felt much more manageable and the power less aggressive with the black coupler. Alternatively, you can plug in the white coupler for more aggressive power to suit track conditions, your riding style or your level of bravery.

The white, green and black couplers all come with the bike and, in my opinion, will offer enough engine tunability to satisfy most riders. Those who want to really get their moto geek on can buy a Kawasaki FI Calibration Controller with seven pre-programmed ignition settings, plus you can further adjust the ECU maps for specific throttle position and rpm.

Feel the power
While big efforts are made by all manufacturers to make the immense power of 450 motocross bikes useable and tractable, I could instantly feel the impressive power of the KX450. Throttle response is so sharp the Kawie reminded me of a racing thoroughbred horse being led to the start barriers.

It feels like a bike that’s itching to be let loose. Power output has been increased for 2019 with numerous upgrades, including finger-follower valve actuation that’s made way for larger inlet and exhaust valves and more aggressive cams.

The air intake has been revised for a straighter delivery to fill the engine more efficiently, contributing to power gains, along with changes to fuel injectors that results in a 20 per cent increase in fuel flow. Reduced friction loss via a change from big-end needle bearings to plain bearings further adds to power gains. More power is impressive but more important is how that power is put to the ground.

A flatter torque curve and more bottom-end power, via a 105mm longer header pipe, help get the power down while significant frame, swingarm and suspension changes have also been aimed at better grip and more drive. The beefed-up bottom end power was evident on slower corners where the engine would pull third gear without the need to hang off the clutch. Even the heavier riders could carry tall gears through slow corners.

Traction up front has also been addressed by taking feedback from Kawasaki race teams, increasing the front axle diameter from 20mm to 22mm. One of Kawasaki’s aims throughout the chassis and suspension design was to increase the bike’s forward drive under acceleration as opposed to the bike squatting when you get on the gas.

In such horrid conditions I started out on the KX expecting to crash, not the way I normally approach a race track. It was so wet and slippery I figured it was just a matter of time. Surprisingly I didn’t find myself fighting the front end on the way into turns and I was shocked by the level of drive the bike produced on the longer straights.

I expected the rear wheel to spin and potentially swap all the way from one turn to the next but instead I could feel the rear tyre dig in and drive straight. Perhaps traction in these conditions was aided by the ECU setting that senses rear wheel speed increasing too quickly and then retards the ignition for more grip.

Spring loaded
Making big news in the Kawie camp for 2019 is the move back to a Showa coil spring fork from the previous air fork. Rather than just revert to the spring fork of earlier model KX450Fs, the new KX front end is bigger and better.

The new 49mm Showa fork features inner tubes the same size as those used on factory bikes and A-kit components that would normally require a significant financial investment. The outer surface of the inner tubes is titanium coated to prevent scratches and damage, which also helps to reduce stiction and improve the fork action for a smoother ride feel.

Furthermore, Kashima Coat is used on the outer tubes to reduce friction, prevent wear and make for an even smoother feel, particularly in the initial part of the stroke. I’d like to say how the new fork translated to the track but with average speeds well down, due to the soaking wet conditions, it’s hard to give a full evaluation on the front or rear suspension. What I can say is the KX450 remained surprisingly controllable on a water-logged track that would normally see me well out of control.

Total control
Notable updates to the Kawie’s controls include the hydraulic clutch that copped its fair share of abuse in the muddy slop and showed no sign of fading or weakness. While the clutch action is by no means heavy, I did expect it to feel lighter.

A new front brake master cylinder contributes to excellent stopping power to the point where I needed to ease up on the lever pressure to avoid locking up. That has to be an energy saver and good news for riders who suffer forearm and hand fatigue. It’s a similar story at the rear end with the back brake scoring a 250mm rotor and more stopping power. One of the few adjustments I made to the KX was to lower the back brake pedal. It’s so damn strong I was locking the rear wheel going into turns.

Most motocross riders prefer wider footpegs and the green machine scores exactly that for 2019 with the new design being 5mm wider, front-to-back. They’ve also been shifted 3mm back on the frame and can be adjusted for height by 5mm to suit a rider’s size or preference.

Plenty of emphasis has been put on slimming down the green machine and this has been very much achieved with a new frame design and completely new plastics for a seamless transition for riders to move back and forth on the bike. The radiator shrouds are slimmer, the seat is flatter across the top and the top of the tank is lower. All the tweaks to the ergonomics package combine to create the sleekest feeling Kawasaki I’ve ever ridden.

Summing up
In difficult conditions you’d expect there’d be plenty to whinge about and it’d be easy to blame the bike for making it hard to get around such a soupy track, but I can’t pick any faults on the 2019 KX450.

Nor did I hear any of the other riders of varying sizes and speeds have anything but praise for the new green machine. Riding in the type of mud that gives me nightmares was hard work but the KX450 made the job so much easier. When it stopped raining and the sun briefly appeared the KX added some genuine fun to the day.

So far, this feels like a great bike, however I’d love the chance to ride it in the dry to get an even better feel of its performance and a greater appreciation of all the changes. My advice is this: if you have the chance to ride the new Kawasaki KX450, jump at it! Even if that means buying one. I doubt you’ll be disappointed.

SPECS: 2019 KAWASAKI KX450
ENGINE
Type: Four-stroke, liquid cooled, single cylinder, DOHC, 4 valves
Capacity: 449cc
Bore x stroke: 96 x 62.1mm
Compression ratio: 12.5:1
Fuel system: 44mm digital fuel injection

TRANSMISSION
Type: Five-speed
Final drive: Chain

CHASSIS AND RUNNING GEAR
Frame: Aluminium perimeter frame
Front suspension: 49mm inverted Showa coil spring fork, 305mm of travel
Rear suspension: Showa shock, Uni-Trak swingarm, 307mm of travel
Front brake: 270mm semi-floating single disc, hydraulic
Rear brake: 250mm single disc, hydraulic

DIMENSIONS AND CAPACITIES
Claimed wet weight: 110kg
Seat height: 955mm
Wheelbase: 1485mm
Overall length: 2185mm
Ground clearance: 340mm
Fuel capacity: 6.2 litres

OTHER STUFF
Price: $11,899
Availability: Before the end of July 2018
Bike supplied by: Kawasaki Motors Australia