2021 KAWASAKI KX450

ROOST - Stable and good-handling chassis - Ample power with lots of low- and mid-range - Adjustable chassis for a wide range of riders - New clutch offers a better feel and overall action - Very reliable when looking at long-term 2019-2020 KX450s

ENDO - Front fork is soft for faster and heavier riders - Not sure why Kawasaki did not include fork spring with other 2021 updates - No adjustable map switch on the handlebar - A few spoke nipples rounded while adjusting

PRICE - Price: $9,399.00

We can sound like a broken record but there is almost no such thing as a totally bad 450cc motocrosser sold by the major manufacturers these days. They might offer slightly different flavors but there’s a flavor for everyone. Kawasaki added a few sprinkles to the 2021 KX450 but did not change its flavor. For DBT, the KX450 has always been one of our top bikes, some totally love it and some like it a lot. The chassis is stable, does not have any quirky traits, and turns pretty well. The power is plenty for a 450 and has a great bottom- to mid-range. It’s a bike that most can adapt to quickly and have a blast on. No it’s not perfect for some right off the showroom floor but it can be with a few minor changes.

SCOTT HOFFMAN

PHOTOS BY SCOTT HOFFMAN

The KX450 has remained pretty much the same motorcycle since a total redesign in 2019. Yes they changed graphics and plastic colors but the core is the same. For 2021 they made minor changes. The main upgrade came in the form of a clutch. Some have said it was a weak link but, for the most part, DBT never had any real issues. One of our test riders has well over 50 hours on his 2020 and his clutch is solid but he also does not slip his clutch like Eli Tomac, that might be the difference—LOL. Kawi is now using a clutch that is larger in diameter and has a single Belleville cone-style spring design vs the older five individual coil spring design. From there Kawi swapped out the handlebar with an oversized 1 1/8" Renthal Fatbar with a slightly different bend. And finally, for added engine durability, they added a new dry film lubricant to the piston skirt.

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- Larger single spring clutch design - 1 1/8" Renthal Fatbar

Having the most power is not always the best. The KX450 delivers, it’s not slow but does not have that arm-wrenching power that makes you feel like a hero for a half a lap then a turd for the rest of a moto. The KX releases lots of bottom end and has a very usable mid-range. The engine revs but can go a little flat on top if you hold a gear too long and don’t shift. The hit is a little tunable via the swappable couplers. The mild coupler is just that, mild; probably only good for beginners or very slippery conditions. The stock coupler is solid for most, but for some it almost offers a little too much bottom end for riders that don’t have really good throttle control exiting corners. The aggressive coupler is really good if you have good throttle control and can regulate the delivery. This coupler can spin up the tire if you are one of those riders that are always grabbing a handful. The aggressive coupler does not make power, it just builds revs faster and makes the engine feel faster.

In a perfect world we would like to combine the two couplers, which we kind of did. We had access to a Kawasaki tuning computer and we were able to adjust the ignition and fuel mapping slightly to give us a little less bottom for a smooth corner exit and either make the stock coupler more aggressive in the mid or take a little away from the aggressive coupler. From our testing, we have also discovered that the KX450 is very receptive to aftermarket exhausts such as the FMF or Pro Circuit. Both liven up the delivery but we suggest you leave in the spark arrestor/end stuffers for the best delivery.

- Really good bottom- to mid-range - Three different map/fuel couplers to pick from

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Suspension is a make or break for a lot of DBT test riders. The KX450 is really plush up front and has a shock that does its job and does not have any really bad traits. The 49mm Showa spring fork is standard on the KX as well as several other brands, which is a really good fork.

For novice and lighter riders, the stock KX450 settings are workable and the fork is very plush with good bottoming resistance. However, for faster or heavier riders over, say, 185 lbs, the fork can be soft and run through the stroke too easy and cause the chassis to be a little unbalanced and pitch front to back. Moving the fork down in the clamp, flush with the clamp, helps a little and we added 5cc-10cc of fork oil to stiffen up the latter part of the stroke. These are all quick fixes for tuning.

The fork is plenty rideable but we know it can easily be made better and it really improves the entire feel of the bike. The simple trick Kawasaki turned us onto a few years back was to simply replace one fork leg with a .52 kg spring. Combining the stock .50 with a .52 on the opposite side makes a cheater .51 kg. This little fix really helps balance the chassis for faster and heavier riders and allows the front end to ride higher in the stroke and resists blowing through the stroke in many cases. We had wished this was one of the updates to the 2021 but you still need to do it yourself, if needed.

The combination of the chassis and the suspension is very forgiving and works with a variety of ride speeds and weights up to just over 200 pounds and makes for a really good overall package.

- Very plush fork - Fork can blow through the stroke with faster or heavier riders

Older versions of the KX450 were stable but did not offer a lot of front-wheel steering. When they updated the 2019 chassis, they retained much of the stability and forgiving chassis but were able to give some added feel and tracking with the front end. The KX might not knife cut all corners but it tracks really well in ruts and flat corners for the most part. The key is the roomy chassis that is very adjustable to a wide variety of rider heights. Taking advantage of all of the tools will garner the best results for KX owners. For example, the new handlebar feels a little lower and swept

back compared to the 2019-2020, which is great for shorter, smaller riders. We were having a few turning issues and, for some of our test riders, when we moved the bar to the forward position with the clamps pointing back, it changed the way the chassis turned. That forward/higher bar forced our taller rides forward on the seat and it totally made a difference in rutted turns. When we gave the bike back to the shorter riders they could not stand the feel and had to go back to stock. It just goes to show that minor changes can make a big difference. The KX chassis is slim but not too slim—you can grab the bike with your legs and the whole chassis never feels cramped or too small, especially for riders over 5'11". Overall layout is really good for a wide gamut of riders.

- Very forgiving and roomy chassis

This might be the last version of this generation but we hope if Kawasaki makes changes in 2022 to the KX450, they are minor. Our wish list would be short, which might include new fork settings, adjustable map switch, maybe traction control, and possibly a tuning app for the FI/ignition. This KX is really solid and works well for a vast group of riding abilities. The brakes are solid, clutch action has been improved, and the power is robust for probably 95% of riders. It’s not perfect right from the showroom floor for some, but with minor tuning, it can be easily crafted to their liking. You might have to change a fork spring and possibly add a slip-on muffler or exhaust, but that’s not a deal breaker. At this time, we had been riding our test mule for over 22 hours and it did not miss a beat except for a few rounded spoke nipples, a host of scratches, and a partially worn chain and sprockets. It might not have all of the bells and whistles as some of the other 450s in the field but it’s right there and to some it’s the best regardless.

- Always one of DBT’s top 450s - Really solid overall package