Ryan Nitzen | September 22, 2024
Kawasaki’s flagship motocrosser, the KX450, received a ground-up redesign just last year and returns for the 2025 model year with only a few minor updates, which isn’t surprising considering the ’24 KX450 was a solid motorcycle.
Photos by Ryan Nitzen
For 2025, the KX450 features updated engine mapping, and its Showa suspension has also been finely tuned via updated settings. Probably the most significant change for ’25 KX took place inside the airbox. The air filter element now has a dome instead of a flat shape, which Kawasaki says improves airflow. Besides BNGs (bold new graphics), that’s about it for changes to the 2025 Kawasaki KX450.
On the track, the ’25 KX450 feels a lot like the ’24. And I’m good with that because the ’24—and now the ’25—is a very easy motorcycle to ride for a fire-breathing full-size four-stroke motocrosser. As an Intermediate-class rider, it’s one of the few 450s I can—at times—get the full squeeze out of, even though the KX has tons of power. That’s because it has excellent power delivery. I often go straight to the “mellow” map on other bikes, but not the KX450. Instead, I can utilize most of what the “standard” map has to offer. On this day, riding the ’25 KX450 at Fox Raceway, I never felt the need to calm things down by going to the “mellow” map. I was happy riding the bike all day in the standard map while always feeling completely in control. The KX450’s power is still very user-friendly.
After a major overhaul last year, the Kawasaki KX450 arrives in 2025 with minor fine-tuning. Photos: Ryan Nitzen
Suspension is good, too, but I struggled with the KX’s fork, which comes a little too soft from the factory, at least for my 180 pounds. Even our lighter test riders felt the same way. As a result, we could detect some understeer, and because the front end didn’t hold up enough under load, it felt too low in the stroke, resulting in a harsh feeling when landing from jumps and under hard braking.
Grip from the front tire also suffered; it felt vague in the turns unless you were locked in and receiving assistance from a deep rut. Overall, the front end felt like—push, push, push, tuck. Things improved significantly after we dropped the fork flush in the clamps. This raked out the bike a bit more and gave the front wheel better contact with the ground. As a result, we improved the front tire grip and achieved higher speed stability.
Power is tuned for the everyday racer, yet it still has great potential for the Pros.
We also adjusted all the available fork settings to make the ride firmer and improve the overall feel. However, I think it would be worth trying different fork oil levels or replacing the stock springs with firmer ones.
The KX450 offers a comfortable and adaptable riding experience, making it appealing to many riders. This is thanks in part to Kawasaki’s Ergo-Fit system, which features adjustable handlebars and footpegs. Additionally, the bike is fitted with ultra-comfortable ODI grips.
My only complaint with the cockpit is the mismatched front brake and clutch levers—there’s a Brembo lever for the brake and a thinner OEM lever for the clutch. It’s not a big deal, but two of the same levers would be nice.
The new KX450 shares many similarities with last year’s model and is clearly designed to appeal to the average rider or experienced, aka vet, motocross enthusiast looking for a 450 that is easy to handle and is comfortable right off the showroom floor. The KX offers cushy suspension and user-friendly power while also allowing for potential upgrades. Kawasaki understands that serious professionals will always seek out performance enhancements, but for most riders, having a bike that is “rideable,” not to mention competitive, straight out of the crate is imperative. The KX450 continues to be that bike.
The 2025 Kawasaki KX450’s MSRP remains unchanged from last year, and I hear attractive incentives are available, making the KX even more appealing.
The Kawasaki is one of the more manageable 450cc motocrossers out there.
2025 Kawasaki KX450 Specifications
| MSRP |
$10,499 |
| Engine Type |
4-stroke, single |
| Displacement |
449cc |
| Fueling |
DFI with 44mm Keihin throttle body |
| Starting System |
Electric |
| Transmission |
5-speed; multiplate wet clutch, hydraulic actuation |
| Frame |
Aluminum |
| Front Suspension |
49mm Showa, fully adjustable |
| Rear Suspension |
Uni-Trak single shock, fully adjustable |
| Front Wheel |
21 in. |
| Rear Wheel |
19 in. |
| Seat Height |
37.8 in. |
| Fuel Capacity |
1.64 gal. |
| Weight (wet, claimed) |
248.2 lbs. |
