Adam Booth | August 17, 2016
After getting a complete overhaul last year, the latest-generation KX450F returns in ’17 with subtle but effective changes
Photography by Adam Campbell and Booth
With 97.3 percent of the refinement efforts going to the 2017 KX250F, the 2017 KX450F received only minor revisions, which isn’t surprising since it was new from the ground up in 2016 and 7.5 pounds lighter.
Yes, the KX450F went on a major diet last year, losing, as we just said, a big chunk of weight, only the KTM 450 SX-F and Husky FC450 were lighter right out of the box. But perhaps even more importantly than dropping the pounds, the KX got slimmer and trimmer and did so in all of the right places. The KX was criticized in the past for being bulky and having a just-plain-big feeling. It was often called a beast of a motorcycle. But no more. These things all went away in ’16.
To read this in Cycle News Digital Edition Magazine, click HERE.
The ’16 KX450F did take on quite a few engine changes but the end result was just a mild improvement over the ’15’s engine, but this isn’t what Kawasaki was going for; it was improving the chassis, and, thus, the overall feel and handling of the motorcycle, and their changes to the frame and suspension did just that. It put a big smile on everyone’s faces. These were the things that KX450F fans really wanted—a better handling, easier-to-turn and a more-balanced KX450F for ’16. Not a whole lot has changed for 2017.
Subtle Changes
The new is 2016 engine remains the same for 2017 but with new mapping. The ECU now has richer mapping aimed at eliminating an annoying decel pop some 2016 KX450Fs exhibited.
In the suspension department the KYB TAC air fork has new damping settings to improve performance. Overall recommended air pressure numbers are down and when using the air valves on top, they are reversed from last year. A diagram etched in the fork cap will help you figure out which is the inner and outer chamber.
The top triple clamp is new and more beefy with additional ribbing underneath, increasing rigidity. The bottom triple clamp is also larger, stiffer and 2.5mm thicker in the area where it clamps to the fork tubes. The new triple clamps are modeled after what the factory race team uses.
Out back, the pull rods in the linkage are .5mm longer, pulling on a more progressive rising-rate bell crank. The shock spring rate hasn’t changed but the metal is higher grade and the overall weight is lower. The swingarm has more clearance in the area where the shock passes through, helping to reduce the chance of rocks and mud getting stuck.
The seat base is stronger to combat cracking and the graphics are in-molded for increased durability.
Suspension and ECU settings make up most of the changes to the 2017 KX450F, making it easier to just hop on the bike and go racing.
Lean Mean Green Machine
If you have a 2016 KX450F and desperately want to drop cash on a 2017, by all means, get one, as the changes offer up slight improvements overall, but nothing that will blow your socks off. With richer EFI mapping, bottom-to-mid power is a little improved and some riders, especially those who don’t use all the power a 450 offers may not notice any engine performance change for 2017, except for the disappearance of the decel pop.
We loved the 2016 KX450F engine; thankfully it is smooth, plenty powerful and easy to manage, making the bike easy to ride. It is an engine that likes to be ridden off the bottom and thrives through the mid. Revving out the KX450F and living in the higher rpms isn’t using the engine to it’s full potential.
The KX’s power delivery appeals to a wide variety of skill levels and is quickly changed using the provided optional mapping couplers. Further mapping changes are possible via the Kawasaki tool if you still find issue with the new EFI settings.
It’s still loud but at least the annoying decel pop has gone away.
Previous to the all-new 2016 model, the KX450F was a bike that was known for an unplanted front end, requiring lots of rider input to carve and negotiate corners. The KX used to be more of a rear-wheel steering bike. The complete revamp in 2016 changed all that and now the KX450F carves and lays over in corners better than ever, at least on par with many other machines in the 450 class. The subtle changes to the triple clamps, fork settings and shock linkage has further improved the KX450s handling for 2017. The suspension is plusher, especially over the small bumps and chop. This helps front wheel traction by allowing the wheel to stay more connected to the ground.
The lower stock fork pressure settings also help the front end drop and settle through corners. The Showa TAC air fork offers up a wide range of adjustment, which is good and bad. Between three air chambers, 22 compression settings and 20 rebound settings, the opportunity to really mess up the fork action is endless. Add in the fact the three air chambers have to be checked at the beginning of each ride day and you have a recipe for disaster, so consistency is key when setting pressure. The stock pressure settings for 2017 are 152 psi in the inner chamber, 16.7 psi in the outer chamber, and 174 psi in the balance chamber.
The KX’s Showa SFF-AIR TAC SFF air fork is one of the most complicated and highly sophisticated fork out there. Performance-wise, it works well—once you find your sweet spot.
We found 105mm of sag to be an overall great setting for the shock and can’t complain about the performance. The rear end settles nicely under acceleration and stays in a straight line under braking bumps and through chop.
The 2017 KX450F is a very well-balanced bike with awesome stability in stock form. It’s easy to ride without any hidden surprises thanks to great working brakes, Bridgestone 403/404 tires that are excellent all around performers and an easy to live with engine. The in-molded graphics now mean the bike won’t look hammered after just one day at the track.
The Kawasaki still holds the title for the most adjustable motorcycle in the 450 class. The KX is the only bike with adjustable footpegs (they can be lowered 5mm from the stock position) and also has multi-way adjustable handlebars. Kawasaki also offers a slick handheld FI calibration engine tuner (sold separately but at a whopping $699.95!), so you can easily fine-tune the engine’s ECU. It can also store hundreds of mapping settings.
Like before, the ’17 KX450F features launch control, which comes in handing on concrete pads and slippery terrain. In loam, however, leave it off and hammer the throttle! If you don’t get the holeshot on the KX450F, it’s your fault.
Like last year, the KX450F feels slim and trim, and even light.
FINAL SAY
Overall, the 2017 Kawasaki KX450F is, as we expected, a great bike. It’s not radically changed over the previous model, but that was to expected after the major overhaul it got last year. The most sensitive of riders will notice the subtle changes to the ’17 KX450F, and all of those changes did improve the bike, albeit only slightly. But for most of us, the 2017 KX450F will feel just like it did last year, but there is nothing wrong with that. CN
The ’17 KX450F retains the smooth but powerful engine of 2016.
PROS
- Strong yet manageable power delivery
- Solid chassis that’s easy to control
- Wide range of adjustability
CONS
- Complex forks
- Loud exhaust
- Fast wearing chain guide and slider
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SPECIFICATIONS: 2017 Kawasaki KX450F
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MSRP:
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$8,849
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Engine Type:
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449cc liquid-cooled DOHC 4-stroke; 4 titanium valves
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Bore x Stroke:
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96.0 x 62.1mm
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Compression Ratio:
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12.8:1
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Fuel Delivery:
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DFI with 43mm Keihin throttle body
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Ignition:
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Digital DC-CDI
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Transmission:
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5-speed; multi-plate wet clutch
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Final Drive:
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Chain
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Front Suspension:
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49mm Showa SFF-AIR TAC separate function fork, DLC lower tubes
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Rear Suspension:
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Uni-Trak linkage, Showa rear shock
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Front Wheel Travel:
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12.2 in.
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Rear Wheel Travel:
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12.4 in.
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Front Brake:
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270mm Braking pedal-style disc w/two-piston caliper
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Rear Brake:
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240mm Braking pedal-style disc w/single-piston caliper
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Front Tire:
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80/100-21 Bridgestone 402
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Rear Tire:
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120/80-19 Bridgestone 404
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Seat Height:
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37.8 in.
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Wheelbase:
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58.9 in.
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Ground Clearance:
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13.6 in.
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Fuel Capacity:
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1.66 gal.
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Claimed Wet Weight:
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239.6 lbs.
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Color:
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Lime Green
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To read this in Cycle News Digital Edition Magazine, click HERE.
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