Kawasaki Kx450f
Kawasaki KX450F
KRIDE
Tweaked, tuned and terrific for 2011
IN 2009, KAWASAKI'S KX450F was a close runner-up for Best Motocrosser in Cycle World’s Ten Best Bikes. At the time, the big KX impressed us with its excellent top-end power, great fuel injection and well-balanced chassis. Although minimal changes were made for 2011, the well-chosen tweaks improved this already-impressive motocross machine.
Our first taste of the 2011 KX450F took place in SoCal’s high desert at Racetown 395 in Adelanto, where we discovered that the new Kawi is a very usable bike that suits a large cross-section of riders.
A big part of this flexibility is attributed to the engine. Changes to the 449cc, dohc, four-valve Single include new ECU mapping to improve low-end response by providing a hotter and longer-duration spark. Further, piston shape was modified in response to alterations made to the highervolume, quieter, stainless-steel exhaust system.
Linear power delivery makes the KX easy to control. With the ECU set in the standard map (of seven available),
there isn’t a big hit anywhere, just steady, progressive power. For riders looking to further refine tuning, Kawasaki’s Setting Tool allows adjustments to fuel and ignition for different tracks, conditions or preferences. It can also be used as a data logger, recording up to six hours of info. (The ECU is accessed via a laptop rather than a dedicated handheld unit as sold by Yamaha for its YZ450F.)
On a couple of long, loamy sand whoop sections, the rider only had to rev the bike, and top-end power yanked it through easily. At the other end of the rpm scale, when trying to finesse the throttle exiting slick comers, the power could be laid down smoothly to keep the back end from snapping sideways.
Flaving recently spent time aboard the Honda CRF450R and Yamaha YZ450F, we were impressed with how easily the KX could be kicked to life with its batteryless fuelinjection system; even when the engine was very hot, it would restart on the first kick more often than not. Suspension settings on the 450 have been revised for both the 48mm Kayaba Air-OilSeparate fork and Kayaba shock. Handling was sharp and quick-turning without being twitchy; and although the track never became super rough, the big KX felt very stable through braking bumps and ruts that developed during the afternoon. The suspension was plush, yet it sucked up big jump landings without harsh bottoming. Braking performance was quite good, with nice power and progressive action from the front as well as from the not-too-sensitive rear unit.
Rider interface and ergonomics make the bike very comfortable. The seat is one of the softer thrones that we can think of, with new gripper material on the sides to help keep you in place. We like the bend of the Renthal handlebar and the fact that the stock bar is of high quality, making it one less item that needs to be changed after purchase. The price of the ’ 11 model is $8149 (up $100 over last year), which isn’t cheap, but what you get in return is a great all-around bike that can be easily fine-tuned to your preferences. Blake Conner
cycleworld.com/2011kx450f
