This new model year marks an all-new generation of the KX450 motocross bike, as the 2024 Kawasaki KX450 has been redesigned from top to bottom. The new KX450 also boasts the latest technology—selectable engine maps, traction control, launch control, a smartphone app-based engine tuning—plus an updated frame, new top-end for the motor, updated Showa suspension, and more. Check out our 2024 Kawasaki KX450 first look story for more details.
Talking to Kawasaki insiders, it sounds like Kawasaki aimed to connect with the mass 450 market instead of only thinking of the aggressive racer. According to the dyno results I got from Kawasaki, the 2024 KX450 produces more power than last year, but delivers it much more controllably. That is a recipe for boosting rider confidence, so let’s get into how the bike feels on the demanding Glen Helen Raceway track.
The engine department has undoubtedly delivered on its claims. While this KX450 is a capable racing machine, its smoother, more linear torque character distinguishes it from previous generations. It has plenty of power, with smooth low-rpm torque. The DOHC motor is linear from the bottom to the mid-range, and keeps pulling strongly through the over-rev. This power delivery characteristic made riding the 2024 Kawasaki KX450 fun for me, and I think many riders will agree. The smooth torque helps reduce rider fatigue and allows for more focus on the enjoyment of riding.
The 2024 Kawasaki KX450 comes standard with a map selection switch that provides access to two engine modes—Normal and Mild—to suit conditions or rider preference. Also available on the left-handlebar switchgear are two levels of traction control—High and Low—and launch control for holeshot attempts.
I’m pleased to report that the awkward coupler system for tuning the KX450’s power output is finally gone and replaced with a smartphone app with an unwieldy name—Rideology The App KX. The engine tuning app includes maintenance logging. Bye-bye, $775 KX FI Calibration Kit—you’ve been replaced with a free app.
My favorite setting during the test day was the Normal full-power map with Low traction control. The dirt was damp and loamy, and the traction control helped decrease wheel spin on Glen Helen’s famed uphill section and loose corner exits.
The chassis is all-new to accommodate the engine’s symmetrically aligned downdraft intake and center port exhaust position. The chassis is balanced and tracks really well through corners and fast straights. While maintaining a stable ride, the chassis also promotes a nimble, light feeling between the legs. Despite being a 450cc four-stroke machine, I can maneuver the KX450 effortlessly with my knees like I can with a 250cc four-stroke.
With a new motor and chassis package, the Showa suspension required new settings. Kawasaki has equipped the 2024 KX450 with 49mm coil-spring front forks with the same size large-diameter inner tubes found on the Monster Energy Kawasaki supercross and motocross race team bikes ridden by Jason Anderson and Adam Cianciarulo. Additionally, new O-ring material reduces friction, which increases the overall responsiveness. The Showa rear shock unit is 32mm shorter to accommodate the new downdraft intake system, though it maintains the same stroke.
The 2024 Kawasaki KX450 is shod with Dunlop’s new Geomax MX34 tires. They responded beautifully to the perfect conditions at Glen Helen, as you’d expect. When we do further testing in less hospitable conditions, we will better understand how the MX34s work on the new KX450.
The front end soaks up the breaking bumps with virtually no head shake. I did, however, notice that the front end wanted to oversteer a bit, and was a little sensitive to edges in the dirt that could throw it off track. This is not a deal breaker; minor adjustments to the suspension setup could fix that. Perhaps we could lower the forks by a couple millimeters or add some compression. We will have to explore that later in our long-term review. The shock’s performance is perfect for me right off the showroom floor.
Kawasaki expects riders to go faster and has upgraded the braking system with a new Brembo front caliper and 270mm Braking disc, and a Nissin rear caliper and Sunstar 240mm disc. During research, development, and testing, Kawasaki engineers tried many variations. The best combo they came up with is the four-brand mix of brake components, rather than a matching set. I have no complaints in the brakes department. The front Brembo/Braking combination is precise and has plenty of stopping power without being harsh.
Ergonomically speaking, the positioning of the exhaust port is a plus, as the header is now more tucked in towards the chassis and doesn’t stick out as far. Visually, you can see the added surface area in the bodywork of the new KX450. Kawasaki has also eliminated any hook points where your gear might get caught up. This allows more grip and smooth transitions when shifting your body position. Additionally, the footpegs and handlebars are adjustable for rider preference. The cockpit is comfortable for my average body type—no complaints there. The seat has a relatively flat design, making it easy to shift your weight.
While there have been huge changes to the 2024 KX450, details still matter. There are quite a few new features on this new KX450 that I really appreciate.
The new airbox design is brilliant—tools are no longer needed to change the KX450’s air filter. The side panel snaps off and on with your hand, giving you direct access to the interior of the airbox. The air filter slides out like an old-school computer floppy disk—remember those? Easy access to an essential maintenance item makes the owner’s life just that much easier.
The medium compound ODI lock-on grips make a massive difference in rider comfort and overall enjoyment. The ODI grips were already my preference; compared to Kawasaki’s previous stock grips, well, there is no comparison. We all know stock grips don’t survive long on new bikes, anyway—it’s usually the first thing we change when we get it home. Luckily, the 2024 KX450 comes ready to ride with quality grips, saving some time and about $30.
With all the new bodywork, this is a sexy motorcycle. As part of the sleek body design, Kawasaki did a great job of eliminating any hook points and smoothening the shrouds for slicker transitions. Not just attractive, the new bodywork also makes for excellent ergonomics and comfort.
There is so much more to talk about on this new 2024 Kawasaki KX450, but we only had one rain-abbreviated day on it at one legendary track. We will dive deep into the new tuning app to explore different mappings and dial in the suspension for various conditions as 2024 unfolds.
Static photos by Will Embree and Chris Tedesco
Action photos by Chris Tedesco and Don Williams
RIDING STYLE
Helmet: Arai VX-Pro4 Resolute Yellow
Goggles: 100% Armega
Pants + jersey: Alpinestars Limited Edition Supertech Laser 23
Chest protector: Alpinestars Bionic Action
Gloves: Alpinestars Techstar
Compression shorts: Ethika
Knee braces: Alpinestars Bionic-10 Carbon
Boots: Alpinestars Tech-10
2024 Kawasaki KX450 Specs
ENGINE
Type: Single-cylinder four-stroke
Displacement: 449cc
Bore x stroke: 96.0 x 62.1mm
Starting: Electric
Fueling: EFI w/ 44mm Keihin throttle body w/ dual injectors
Transmission: 5-speed
Clutch: Hydraulically actuated wet multidisc w/ coned-disc spring
Final drive: Chain
CHASSIS
Frame: Aluminum perimeter
Handlebar: Renthal Fatbar
Front suspension; travel: Compression- and rebound-damping adjustable Showa 49mm inverted fork; 12.0 inches
Rear suspension; travel: Linkage-assisted fully adjustable Showa piggyback reservoir shock; 12.1 inches
Tires: Dunlop Geomax MX34
Front tire: 80/100 x 21
Rear tire: 120/90 x 19
Front brake: 270mm Braking disc w/ Brembo caliper
Rear brake: 240mm Sunstar disc w/ Nissin caliper
DIMENSIONS and CAPACITIES
Wheelbase: 58.3 inches
Rake: 26.6 degrees
Trail: 4.5 inches
Seat height: 37.8 inches
Ground clearance: 13.6 inches
Fuel Capacity: 1.64 gallons
Wet weight: 248 pounds
Color: Lime Green
2024 Kawasaki KX450 Price: $10,499 MSRP
