Ryan Nitzen | January 4, 2022
We jump aboard the latest addition to the “special edition” wars, the Kawasaki KX450SR.
We found the KX450SR to deliver even snappier power than the standard model without losing rideability.
By Ryan Nitzen | Photography by Mark Kariya
Kawasaki is the newest competitor in the “special edition” wars with its all-new model, the KX450SR. The KX450SR is essentially the standard KX450 but with a host of bolt-on trickery, many of which you would most likely add on yourself later. But Kawasaki already did it for you with the SR.
The bike was unveiled earlier in the year and looked like a spitting image of Adam Cianciarulo’s factory ride. The SR name (special racer) pays homage to Team Green racers as far back as the ’70s. We recently met up with the folks at Kawasaki, who allowed us to spin a few laps on it at Fox Raceway in Pala, California.
Our test bike, not Cianciarulo’s.
2022 Kawasaki KX450SR Review | What’s so special?
Obviously, the KX450SR looks amazing, thanks to a set of factory-issue Monster Energy graphics. Beyond that, the KX450SR rolls on D.I.D Dirt Star wheels and is fitted with KYB suspension components, front and rear. This is perhaps the most significant difference between the standard model and the SR, since the standard KX450 rides on Showa suspension. Eli Tomac was a proponent of KYB parts and ran them on his factory race bike during his tenure at Kawasaki. As a result, we get them, too, with the SR. The sticks up front also feature a full Kashima outer coating and DLC coating on the lower tubes. From there, the X-Trig split triple clamps are mounted to Renthal FatBars. Out back, you’ll find a full Pro Circuit Ti-6 Pro titanium header and exhaust system along with a Hinson clutch cover. The engine itself comes with polished ports and optimized ECU settings to match. Finally, a black Renthal sprocket and gold D.I.D chain give the bike its final drive.
One of the main differences between the standard KX450 and the KX450SR is suspension. The SR is fitted with KYB components versus the standard’s Showas.
All of these upgrades are reflected in the SR’s price. MSRP for the SR is $12,399 versus the standard’s $9599 MSRP, which is a $2800 difference.
Is it worth it? Well, from our calculations, the exhaust, rims, triple clamps, clutch cover and drivetrain alone would set you back nearly $3000. This, however, does not include the labor to lace up the rims or the cost of the suspension coatings (and not to mention downtime). So, on paper, the answer is a definitive yes.
If you like the standard KX450, you’re going to love the KX450SR.
2022 Kawasaki KX450SR Review | But What About On The Track?
In simple terms, the SR is everything you love about the standard KX450 but more. The exhaust and overall bark of the engine are what we noticed first. From the first snap of the throttle, the motor is clearly more vibrant and responsive. Were we surprised? No, not at all. Polished ports, upgraded exhaust, and an ECU tune are standard ingredients for a throatier character. The part we liked is that the power isn’t a harsh-hitting, get-away-from-you type of power. It’s still very linear but lets the rider put all those horses to the ground. The Kawi crew has done a great job of making the bike even more responsive while still retaining that easy-to-ride character that we’ve come to enjoy from the KX450.
The suspension was another aspect of the bike that was better, as well. I usually don’t get too caught up in all the coating hype, but I must admit that, for whatever reason, the SR’s KYB componentry and I gelled rather nicely. Overall, the bike felt firmer yet plusher at the same time. It held up where I wanted it to, but it confidently settled into turns and tight ruts.
The KX450SR gets a Pro Circuit exhaust system.
The chassis also felt less pitchy and didn’t dive under hard braking. Instead, it maintained its balance and was easy to predict where the bike would go. The coated KYB parts paired with the X Trig clamps offered a free-er feeling with less overall resistance. I’m right in the target zone for this bike, being six feet tall and 180 pounds, and it felt spot on with just a few clicks of the fork.
As I said, the SR is an improved version of everything we like about the KX450. It’s rideable and predictable but has more pep in its step than the standard model.
We’re looking forward to getting more seat time on the KX450SR, but it has met all expectations for now.
This bike rolls off the showroom floor with just about everything from your parts department wish list already bolted up. The KX450SR will run you a little more at the dealership, but looking and feeling like a factory racer is priceless. CN
2022 Kawasaki KX450SR Specifications
| MSRP: |
$12,399 |
| Engine Type |
4-stroke, single |
| Valvetrain |
DOHC, 4 valves |
| Cooling system: |
Liquid |
| Displacement |
449cc |
| Bore x Stroke |
96.0 x 62.1mm |
| Compression Ratio |
12.5:1 |
| Starting System |
Electric |
| Lubrication |
Pressure lubrication w/2 pumps |
| Fueling |
DFI with 44mm Keihin throttle body |
| Transmission |
5-speed, w/ hydraulic clutch |
| Exhaust |
Pro Circuit Ti-6 Pro |
| Frame |
Aluminum perimeter |
| Subframe |
Aluminum, reinforced |
| Handlebar |
Renthal FatBar |
| Front Suspension |
48mm KYB Fork w/ DLC coatings |
| Rear Suspension |
KYB rear shock, coated, single shock, linkage, fully adjustable |
| Front-Wheel Travel |
12.4 in. |
| Rear-Wheel Travel |
12.1 in. |
| Front Wheel |
21 in. |
| Rear Wheel |
19 in. |
| Front Tire |
Dunlop 80/100 x 21 in. |
| Rear Tire |
Dunlop 120/90 x 19 in. |
| Front Brake |
Single semi-floating 270mm Braking rotor, Nissin caliper |
| Rear Brake |
Single 250mm Braking rotor, Nissin caliper |
| Wheelbase |
58.5 in. |
| Rake |
27.4 degrees |
| Triple Clamp |
X-Trig ROCS-Texh w/ PDHS |
| Seat Height |
37.6 in. |
| Ground Clearance |
13.4 in. |
| Fuel Capacity |
1.64 gal. |
| Weight (curb, claimed) |
232.7 lbs. |
