TUNED 2021 KX450 SETUP TIPS
2019-2021 K AWASAKI SE TUP TIPS, 2021 20-HR REVIE W BY: SCOT T HOFFMAN
The KX450 has been one of the top 450s in its class for several years now and, even with only minor updates for 2021, it’s still on top with many media outlets. The KX is an everyman’s 450, meaning it can easily be adapted and setup for a very wide variety of riders and rider weights. DBT likes this bike but stresses how simple setup and fairly affordable upgrades will garner the best results for KX owners.
with revalves that work better for heavier riders but the stock shock is tunable for a really wide variety of riders. It’s not perfect but it gets the job done. Spring rate: 54 N/mm (stock) Hi-compression: 1 1/8 to 1 1/4 turns out Rebound: 11-13 clicks out
Riding the Bike Stock: Most can ride the bike stock but DBT found that for faster riders and heavier riders the chassis is (or can be) a little unbalanced. The front fork is a little soft and can blow through the stroke in whoops, braking bumps, and hard hits. The fork is plush and when you start to go too far in on the compression adjuster, it starts to compromise the fork’s plush feel. When the clickers start to get to the 7-8 turns out or less mark, you can feel the fork not working on both fronts. If this is an issue, first try increasing the oil volume by adding 5cc-10cc of fork oil to each leg. This is not a cure but it helps.
Race sag: 104mm-106mm Handlebar Position: Don’t be afraid to test different bar positions, especially on the 2021. The ’21 bar is now 1 1/8 over the older 7/8 and offers a slightly different bend and height. On the ’21, taller riders found moving the bar to the forward position with the mount in the back position allowed them to corner better and forced them forward on the bike. Conversely, shorter riders under 5'10" did not like the change. Ignition/Fuel Mapping:
Fork Fix: You can send your suspension to a tuner for the full setup but we suggest you first try this trick before spending nearly a grand on full suspension mods. The best fix that we have tested is to simply change the fork spring rate on just one fork leg from a standard 5.0 N/mm to 5.2 N/mm. In a sense, you are making a 5.1 N/mm rate. This mod alone allows most riders to back out the clickers, maintain a plush ride in the chop, and the fork resists blowing through the stroke better, and there is less pitch overall front to back. You have to either buy a full set of aftermarket springs or you can pick up one side from a dealership (Kawi P/N 44026-0228). If you are over 215 pounds, you can go up the full rate on both sides.
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The rear shock works pretty well. We have ridden a few bikes
Lo-compression: 15-18 clicks out
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Shock:
Stock Fork Settings:
With Stiffer Springs
C: 8-11 clicks out
C: 12-14 clicks out
R: 9-11 clicks out
R: 10-12 clicks out
Fork height: 0mm/Flush
Fork height: 2mm exposed
This is not an easy fix unless you have access to Kawasaki’s tuner or a performance shop that can make changes. The stock coupler is the best overall for most riders but we still felt it is too abrupt right off idle when exiting corners and a little slow building revs in the mid. With adding or subtracting fuel or advancing or retarding the ignition, we can move the power delivery around or control how fast it builds. With the stock coupler we like to smooth it right off idle at 0-1/2 throttle and then advance the ignition and remove a little fuel into the mid-range to liven up the power curve. On the aggressive green coupler, some really like the feel. However, several test riders felt they could make it better by slowing down the speed the revs pick up in the mid. If you like the stock and aggressive couplers, another option is to reprogram just the black or mellow coupler, this way you can easily test it against the other two maps.
