Kawasaki KX450 2024 Launch Review

The Kawasaki KX450 has been produced now for 19 years and in that time there has been a heap of technological progression. Five major generational changes have kept the KX450 competitive over the years, with the last major change in 2019.

With that said, the previous generation was and still is an extremely competitive mount for club racers or pro riders, with a solid feel not too dissimilar to the old 2022 Yamaha YZ250/450F, before that brand changed it up with its new-gen bikes.

Having the opportunity to ride the new KX450 at my home ground, CityMX in the Melbourne suburb of Laverton, was pretty much a dream come true, and even better was being able to test the bike alongside my 17-year-old son, Axel. He’s a faster racer than I, and so it was a great way to get two perspectives on the new KX. Different styles, different paces, too hard or too soft – the Kawasaki was in for a comprehensive workout.

It’s always a hard task to improve motocross models but it’s what the market demands. No one wants a bike that’s stood still for 10 years. Kawasaki made sure we were well cared for, with the Empire Kawasaki race team on hand to make any changes to the bikes if need be.

I have to say I was a touch nervous about getting on the big-bore green meanie, as I’ve been a 250F rider for a long time now. Okay, so I’m a bit softer than I used to be, but I was pleasantly surprised when I jumped on board for the first time. The KX450 was plush and the power was docile. I used the soft map with the traction on and only sometimes off, but honestly for me the bike was way more confidence-inspiring than I imagined.

I thought I would just get two or three laps in to get a feel but I ended up doing 10 and I felt like I was in safe hands the entire time. I wanted to keep going so yes, I liked the bike a lot.

But was it fast enough for the quick guys? Well yes, it was. Axel used the hard map with no traction and still found the KX to be a docile bike, but don’t let that fool you – it was just super rideable, allowing him to get all of the power to the ground with plenty of feel.

He was surprised how easy the KX was to ride and how manoeuvrable it was in the air. It is still quite a stable platform just like the old model – it lets the rider concentrate on riding, and not just surviving.

There are a few changes I would make to the model straight up. First and foremost, put a real chain on the bike because, just like all Japanese fare these days, the one the bike comes with stretches as quickly as overcooked pasta.

The suspension was great for me, better than other Showa-equipped brands out there, but Axel said when you get going it felt slightly mushy, so inevitably like all bikes a re-valve is on the cards if you want to step things up. A muffler is a must and to get real power there are some airbox mods you can do to get extra bark out of the engine. But all that's for the guns; I would enjoy the bike less if it had more explosive power.

The 2024 Kawasaki KX450 retails for $14,352 ride away (ex-Melbourne). In comparison, the Suzuki RM-Z450 retails for $14,190, the Honda CRF450R is $14,498 ride away and the just-updated Yamaha YZ450F is $15,149 ride away. So the Kawasaki is right in the ball park as far as pricing is concerned, especially when you consider the 2024 update.

Even better, anyone who buys a new 2024 KX450 before the end of March will receive $500 cash back through Kawasaki Australia's 'Qualifying KX Cash' offer, which knocks the price back to $13,852 ride away. The cash-back offer also extends to the 2024 KX250, along with the 2024 KX450X and KX250X cross country models.

And for those riders 'of a certain age', Kawasaki Australia is also offering a 2024 KX450 50th Anniversary model (pictured below), with 1990s period decals and blue seating, for $14,102 ride away (ex-Melbourne, including the Qualifying KX Cash offer).

High-quality components adorn the Kawasaki KX450 starting with the ODI lock-on grips as standard fare. The newly sculpted plastics look great but are also very smooth, with not many fasteners – great for riding and even better for maintenance. Still on the maintenance theme, the air filter can be changed without tools. No chain roller is fitted either; a more factory-style chain slider fits under the swingarm and keeps the chain going in the direction it’s meant to.

Massive changes have been made to the frame, which has a shorter shock length (same travel) in the back and a higher downtube upfront to afford a new engine layout with a shorter, better intake and a central exhaust exit. Change for change’s sake? I’m not sure but it felt bloody good to me.

Technology in the MX world is inching closer to the road bike segment and certainly the new Kawasaki KX450 is advanced in this department. Yamaha has been the brand setting the bar of late, but this year Kawasaki has closed the gap.

KRTC, Kawasaki’s version of traction control, is fitted for the first time and it’s a very good first attempt. It’s more than just a basic system that detects slip and then reacts. The parameters within the ECU can judge when you are about to run out of traction and intervene a little before you do, saving the slide from happening in the first place.

This is motocross though and sometimes you need wheelspin to turn the bike. This system allows you to do that, but you can feel it. It’s really good for inexperienced riders and will invariably save many from plenty of pain.

Just like the traction control discussed above, less skilled riders are the winners with the launch control system too. The truth is that for the club racer or vet you’re probably going to start faster with the Launch on, especially when there are varying track conditions heading into that first turn.

Pro riders, on the other hand, are probably going to go by feel or even have a Vortex ignition strapped onto the bike before they hit the track, which is more tuneable and probably the go-to ECU for the top-level guys these days.

It’s great to see Kawasaki move away from the dongle swap system it had for such a long time. In years gone by riders would have to enter the pit and swap to a different-coloured dongle to change the maps. I remember the system from way back in 2015 so it’s refreshing to see the 2024 model has changed to a handlebar-mounted map switch. The maps can be tuned by Wi-Fi for the first time too, using Kawasaki’s Rideology app.

Having owned the previous 2022-model-year Kawasaki KX250 and having ridden the 450 version on a few occasions, in my mind the new model had a lot to live up to. The old model was a very good platform that did everything well for my older vet pace. This new bike is radically changed in every aspect, but the biggest improvement is its sheer rideability.

For the fast pro rider, Axel liked the potential of the bike. He wanted more power, which he can have with a few cheap mods, and he wanted better suspension, which he would on any stock bike – trust me, I know.

But he liked the general handling a lot and the planted feeling the bike gives you. The way he described it to me was it’s a bike you can be instantly comfortable on, unlike some rival machines that can take some working out.

Kawasaki is introducing a race program for all its KX racers, leaving extra cash for tyres and entry fees. It’s good to see Team Green putting back into racing; for more details about the race program reach out to any of Kawasaki’s specialist off-road dealerships.

The big-bore 450 class has a bit of a stigma that it’s populated by animals of models that threaten to rip your arms off, and that most people would be better off on a 250 or even a 350. This Kawasaki KX450, however, has changed my mind.

My ride on the bike lasted longer than I had expected, not because of all the new tech, but just by the way it made me feel. It was easy to ride and it felt softer than I had anticipated, and that sentiment extends to its chassis, its engine, and its suspension. All that inspired confidence, which made me want to keep going and just enjoy the track.

Axel, who was ripping on the bike, loved it too. While he has more experience on 250s, he said it felt like a 250 on steroids. I know steroids are illegal but in this instance the Kawasaki KX450 was definitely a blast!

Bottom line? I’m not in the market for 450, but if I was the Kawasaki KX450 would definitely be up the pointy end of my shopping list!

ENGINE
Type: Liquid-cooled, four-stroke single-cylinder
Capacity: 449cc
Bore x stroke: 96mm x 62.1mm
Engine management: Digital DC-CDI 44mm Keihin throttle body

PERFORMANCE
Claimed maximum power: N/A
Claimed maximum torque: N/A

TRANSMISSION
Type: Six-speed
Final drive: Chain
Clutch: Wet, multi-plate; hydraulic actuation

CHASSIS AND RUNNING GEAR
Frame: Aluminium perimeter
Front suspension: 48mm Showa spring cartridge fork, adjustable for compression and rebound
Rear suspension: Showa Unitrack monoshock, adjustable for preload, rebound, and high/low-speed compression
Front brake: 270mm disc with Brembo twin-piston caliper
Rear brake: 240mm disc with Nissan single-piston caliper
Tyres: Dunlop Geomax MX34: 80/100-21, 120/80-19

DIMENSIONS AND CAPACITIES
Claimed wet weight: 112.6kg
Seat height: 960mm
Wheelbase: 1480mm
Fuel capacity: 6.2L

OTHER STUFF
Price: $ 13,814 ride away
Colours: Lime Green