2025 Kawasaki KX450SR Review

The new breed of “factory edition” motorcycles always leaves you star-struck the first time you look at them. Wheels, special coatings and updated graphics really grab your attention. It’s like seeing your favorite factory racer’s “works” bike on the showroom floor. Kawasaki’s “edition” model’s roots run deep. The SR designation dates back to the early racing days of Team Green. After a one-year hiatus, the KX450SR, aka Special Racer, is back in the KX lineup.

Photography by Mark Kariya & Nitzen

The base Kawasaki KX450 had a ground-up redesign in 2024, getting a new frame, motor and exhaust system, among many other things. To celebrate the 50th anniversary of the KX last year, Kawasaki rolled out a retro-themed livery but left the SR out of the lineup. This year, the green team reintroduces the KX450SR.

So, what’s so special about the SR? You have several important upgrades over the standard model. To start, you receive higher-end D.I.D Dirtstar ST-X black rims, Xtrig Rocs-Tech triple clamps with PHDS (Progressive Handlebar Damping System) bar mounts, and a special upper and lower fork and shock Kashima hard coating designed to reduce friction and improve durability. Plus, the Showa fork features additional oil and different valving than the base model.

The 449.9cc DOHC engine also gets some attention. The intake ports are polished, and the ECU/DFI has different mapping, including a new aggressive mode that replaces the “smoother” mode on the standard KX450. The engine package also includes a complete Pro Circuit Ti-6 Pro exhaust system specially tuned for the SR and constructed with added reinforcements. Kawasaki claims the SR produces two more horsepower and two more foot-pounds of torque than the standard model.

A Hinson clutch cover enhances the factory look; the clutch internals are unchanged.

Renthal gold chain and sprockets help distribute all the SR’s power to the ground.

The SR has a Brembo front brake, a Nissin hydraulic clutch, ODI lock-on grips, Ergo-Fit footpegs, and a tool-less air filter cover just like the standard KX450.

The KX450 is the most expensive of the Japanese models at $10,599, and the extra $3000 for the KX450SR ($13,599 MSRP) makes it the highest priced of all “factory edition” models, even the Husqvarna Rockstar Edition by $800. Still, you’d pay more than $3000 if you were to purchase all these upgrades yourself for the base KX450.

Right away, the uncorked and freer-breathing Pro Circuit exhaust system sounds much meaner than the standard, and it feels meaner, too. Still, I wanted more. I engaged the aggressive map, and my wishes of a fire-breathing KX were granted. This bike barks. From the first crack of the throttle, the engine feels more engaged and connected with no lag or delay.

The stock map and the PC exhaust bring the motor character up to par with some of the faster bikes in the class, and the aggressive setting allows the KX to compete with the likes of the fire-breathing Yamaha YZ450F. It’s that fast. A far cry from the standard Kawasaki we nitpicked to death just a few months back. I let the SR stretch its legs up the steep hills and long straights of Glen Helen Raceway, and I could really feel the difference. The raw and exciting power from the SR is what we think a 450 should feel like.

The stock bike is ultra-smooth and easy to ride, almost too easy. However, vets and novices will likely favor the mellower character of the base model over the SR, but intermediate riders and experts will love the more aggressive KX450SR with its two extra horses and bumped-up torque. The bike comes alive much quicker and feels freer-revving from top to bottom. This engine character makes the KX feel lighter than the standard. Overall, the difference between the standard KX and the SR is night and day.

As the track dried out, I engaged the bike’s traction control, opting for level one with the least intervention while sticking with the aggressive ECU mode. This was my go-to setting as the track dried out. I liked its strong initial hit, smooth transition from bottom to mid, and long carry towards the red line. The bike kept pulling further than expected, but the slight use of traction control prevented the rear wheel from snapping loose under heavy throttle.

Suspension is another strong suit for the SR that again sets it apart from the standard KX. The main differences are the extra oil and different valving in the fork. This is recommended for the base model’s fork but comes standard on the SR. The changes allow the front end to hold up better on bigger hits, which I welcomed on the steep descents of Glen Helen. The bike felt less pitchy front to back and overall had more stability through the bumpy conditions.

In the back, the shock stayed planted under power and didn’t get out of control when pushed hard. With increased comfort, rider confidence goes up. The KX450SR feels sharper than the standard, giving you better confidence when making quick line changes. The agile feeling of the suspension complements the free-revving engine and further contributes to the bike’s lightweight feeling.

My only complaint was the lack of a gripper seat cover. With the extra torque and horsepower, the stock seat feels a bit slippery. Grippier material, ribs or a bump will be useful on this bike. Aside from that, the cockpit is neutral and comfortable.

The Kawasaki KX450SR might be the most expensive of the factory edition models available, but at least it’s one of the most improved over its base model counterpart. Kawi’s Special Racer is a drastic improvement to the standard KX450. While the $3000 uptick is undoubtedly a big pill to swallow, the improvements are undeniable. CN

  Pant: Thor Sportmode Brave

  Jersey: Thor Sportmode Brave

  Helmet: Thor Reflex Sport Carbon

  Boots: Thor Radial Boots

  Gloves: Thor Sportmode

  Goggles: 100%

  Knee Braces: Mobius X8

VIDEO | 2025 Kawasaki KX450SR | First Ride

 

2025 Kawasaki KX450SR Specifications

 

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