Comfort

2021 Kawasaki KX450 Race Tech Suspension Review

The 2021 Kawasaki KX450 is one of the most stable machines in its class and the Showa suspension has a lot to do with that, but it’s slightly under sprung for most heavier or aggressive riders. Even when you go up in spring rate it only acts like a band aid in the long run. I have lived with and have been decently happy with just a spring rate change, but I needed to see if a valving change along with a spring rate change would help the KX450’s character even more on the track. I dropped off my Showa bump sticks to the guys at Race Tech and this is what I came away with after riding with the re-valved Showa set up on the green machine. 

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Fork:

With the stock fork, I had too much diving on de-cel and when I went to a stiffer spring it helped with this problem, but I lost some of that nice comfort that the stock spring gave me. Race Tech installed their Gold Valve compression/rebound system with a 5.4 kg spring rate and it changed the way the bike felt in every off throttle situation. I now had better hold up on de-cel with increased bump absorption that didn’t feel harsh in my hands, like the stock valving with the optional 51 N/m spring rate. The KX450 now had a better lean in feel on area 1 (entrance) of corners that gave me more front end traction. I ran the fork height at 3mm at most tracks which gave me the balance of predictable straight line stability and easier cornering than the stock setting (with heavier fork spring). On rougher tracks like Glen Helen, I did have to back out the compression a couple clicks in order to get a little softer mid stroke feel with the Race Tech setting. Unlike the stock valving, the Race Tech Showa valved fork has a larger window of adjustment that could make me happier with minute clicker adjustments. I have always had a problem with the KX450 feeling long, which would hurt my cornering, but with the valving/spring rate change that Race Tech made, actually helped make the KX chassis feel better through corners. I need a balance of stability and ease of cornering with any machine I ride and although I prefer a slower turning chassis, the KX has always felt too lethargic/long in corners. This fork change has helped me corner the green machine better.  

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Shock: 

I honestly never really had that much of an issue with the rear of the Kawasaki as the Showa shock had a blend of comfort and performance that gives the KX great rear wheel traction. Sometimes I get nervous about sending a a good standard shock setting off to a aftermarket suspension company, so to say I wasn’t a little skeptical that Race Tech could improve upon the stock shock would be a lie. I will say that going to their suggested 5.8 kg spring rate had me a little worried, but after a few laps I could see what Race Tech was after. Going to a slightly stiffer spring rate in the rear along with their Gold Valve system kept the KX450’s rear wheel traction, but now offered a flatter on/off throttle ride. I ran the sag at 103mm and the rear end felt low enough in braking bumps where it didn’t give me that “rear end kick”, that the stock shock sometimes had on bigger braking bumps. I did end up going a little stiffer on high speed and that helped keep the rear end up a little on steep jump faces. With the Race Tech re-valved shock I used the stock linkage ratio (unlike with the stock suspension where I ran a PC link) with better results under acceleration. The RT re-valve gave me more control on the initial part of the shock’s stroke, yet didn’t get too low under acceleration out of choppy ruts. It still might be a tad soft on g outs or flat landings so I may get Race Tech to create a second shock setting for me with a little more low speed compression.

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Overall:

Race Tech knows how I like my bikes set up. This is the most important aspect when thinking about having an aftermarket company re-valve your suspension. Give them enough information on how you ride the bike as well as how aggressive you are and if you are a rear/front end steering rider. The more info about yourself you can give them the better the chance your first setting will be close enough to wear you can fine tune it once you get it back with just clickers. Race Tech did a great job on improving upon the stock suspension and proved to me that I was being nervous for no reason. Suspension settings are a personal preference as well as a feeling that can be hard to translate to others if you’re not used to correlating what you feel on the track to the suspension tuner. Listen to the Rocky Mountain ATV/MC Keefer Tested Podcast episode 229. Listening to that particular episode can give you enough info to arm yourself with enough knowledge to give Race Tech or any other suspension company the correct info about yourself and what you want when out on the track.

2021 KX450 Race Tech Suspension Settings:

Fork: 

 Spring Rate: 5.4 kg

 Compression: 14 clicks out

 Rebound: 10 clicks out

 Fork Height: 3mm

 Shock:

 Spring Rate: 5.8 kg

 Low Speed Compression: 11 clicks out

 High Speed Compression: 1 1/4 turns out

 Rebound: 9 out

If you have any questions about the KX450 or suspension my door is open to all my readers/listeners. We built this media testing outlet for you the consumer! Email me at kris@keeferinctesting.com if you need me.

2021 Honda CRF450R Optional Torque Specs

I have spoke about how important the torque specs are on the 2020 Honda CRF450R before, but in a recent test session with the 2021 CRF450R, this statement never became more true. As always I am looking for more comfort out the 2021 Honda CRF450R chassis even though it is slightly more forgiving than the 2020 version. Out of all the bikes that I ride, I feel like the Honda fits me the best ergonomically, but it’s always a struggle for me to find comfort when I hit rough tracks. If I go to a soft bumpy track, I really enjoy riding the 2021 CRF450R, but when I get to a rough/choppy dry type of track, the Honda just beats me up too much. 

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So for 2021, I thought I would revisit some torque specs on the CRF450R chassis and see if it helps as much as it did with the 2020 CRF450R. I spent a few days experimenting with torque settings and have came up with the spec chart below. What these updated torque specs do is slightly improve the bump compliancy and front/rear wheel traction of the 2021 CRF450R. This isn’t a cure all, but you will feel a little extra comfort in your red ride. If you don’t see a torque spec on a portion of the bike that is not below, don’t freak out, just go with the stock recommended torque spec. I experimented with a lot of different parts of the chassis with torque specs and the bolts/nuts below make the mosts difference on the red machine. It may not seem like much, but it’s the little things on this bike that can make the Honda chassis FUN for the average guy. Out of all of the machines that I have experimented with on torque settings, this bike reacts the most to it, so pay attention to your nuts/bolts on your Honda!

Follow the torque spec sheet below and make sure to blue Loc-Tite the bolts/nuts on each to ensure you have no issues down the road.

Rear Axle Nut (Qty. 1): 

Stock: 128 Nm

Updated Spec: 120 Nm

Fork Top Clamp Pinch Bolts (Qty. 4):

Stock: 22 Nm

Updated Spec: 19 Nm

Fork Bottom Clamp Pinch Bolts (Qty. 4):

Stock: 20 Nm

Updated Spec: 16-17 Nm

Swingarm Pivot Nut (Qty. 1):

Stock: 88 Nm

Updated Spec: 81 Nm

Front Engine Hanger Plate Bolts (Qty. 4):

Stock: 26 Nm

Updated Spec: 24 Nm

Front Engine Hanger Plate Nut (Qty. 1):

Stock: 54 Nm

Updated Spec: 51 Nm

Cylinder Head Hanger Bolt (Qty.2):

Stock 54 Nm

Updated Spec: 51 Nm

Cylinder head Hanger Plate Bolts (Qty 4):

Stock: 32 Nm

Updated Spec: 29 Nm

Shock Absorber Upper Mounting Bolt (Qty. 1): 

Stock: 44 Nm

Updated Spec: 42 Nm










Race Tech Suspension Review (2018 Honda CRF450R)

 

I am going to hit you all with some truth right out of the gate here. I wasn't a fan of Race Tech suspension back when I last tried it in 2006-2007’ish. I couldn't find a setting that I liked because it was either too mushy feeling or had a harsh feeling near the end of the stroke. Fast forward ten years or so and I came into contact with Chris and Rob at Race Tech. They asked if I was available to help test some stuff and if I wanted to try a setting for my 2018 Honda CRF450R test bike? Honestly I was hesitant, but being a test rider I must practice what I preach and have an open mind to everything I try, so I accepted their offer and set my suspension off to Corona, California where their headquarters is located. It took them five business days to complete and my suspension was back on my bike and ready to rip. 

 

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Race Tech installed Gold Valves in the fork and shock of the CRF450R. I didn't know Race Tech offered as many different types of Gold Valves as they do, so here is a break down of different types of Gold Valves. These types are available for motocross and off-road applications from the Race Tech website:

Fork Gold Valves (Direct From Race Tech)

 

    •    TYPE 1 - High flow valving piston enables outstanding bottoming resistance while retaining a plush controlled ride. Extremely versatile.

        

    •    For Motocross, Offroad, Trial, Hillclimb, Supermoto, Street, Road Race, Drag Racing and many other applications. 

        

    •    TYPE 2 - Smaller ports increase bottoming resistance for more extreme types of riding. NOTE: These Kits will be harsher than Type 1. 

        

    •    For Aggressive Motocross, Supercross and Supermoto.

        

    •    G2-R - This valve offers the ability to change port size by changing restrictor shim diameter. It also has the ability to preload the valving stack for dive control. G2-R Damping Curves can be produced to mimic both Type 1 and Type 2 Kits. It can produce curves not available to T1 & 2 as well. The G2-R can be setup for any type of riding. It is the most versatile valve design in the world!

        

    •    For Motocross, Offroad, Trial, Hillclimb, Supermoto, Street, Road Race, Drag Racing and many other applications. 

        

    •    Rebound Gold Valves - Many rebound valving systems are grossly inadequate. No matter what modifications are attempted, the forks will never perform with precision and control. These Kits offer the advantage of both adjustable Mid-Valve and Rebound. Available for most Dual Chamber Showa, KYB and WP Forks. 

        

    •    For Motocross, Offroad, Trial, Hillclimb, Supermoto, Street and Road Race. 

 

        

    Shock Gold Valves:

 

Shock Gold Valves control both Compression and Rebound.

    •    TYPE 1 - High flow valving piston enables bottoming resistance and "feel" while retaining a plush controlled ride.

        

    •    For Motocross, Offroad, Trial, Hillclimb, Supermoto, Street, Road Race, Drag Racing, and many other applications.

    •    TYPE 2 - Smaller compression ports increase bottoming resistance for more extreme types of riding. NOTE: These Kits will be harsher than Type 1.

        

    •    For Aggressive Motocross, Supercross, and Supermoto.

 

On The Track: 

Let’s get to the reason why you are reading this. Does it work better? Before getting on the Race Tech valved suspension I recently tested and spent time on the stock suspension, Enzo, Factory Connection and Pro Circuit re-valved sets. Although the 2018 stock suspension has a better balance than the 2017 CRF450R stuff I was still looking for some increased mid-stroke comfort in the fork and more damping out of the end stroke on the shock. The companies above provided me with most of what I was looking for, but I felt when the track got hacked out with square edge and chop, the sets I have tried felt on the firm side and was difficult to ride for a longer duration of time. With the firmer Honda chassis I wanted to get more comfort out of my suspension. The Showa A-kit fork you see on this test bike is basically the same fork that is on your stock 2017-2018 Honda CRF450R with only a few special coatings. 

 

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Race Tech Fork: Initially when I went out on the 2:00PM bumpy Glen Helen track I immediately thought the fork was moving too much in the stroke, but when I started to get my speed up and started to push, I quickly realized that wasn't the case. The fork moved in the stroke, but never bottomed in an un-ordinary fashion on the track. What it did do was give me more front end traction than stock as well as any other setting I have tried to date yet. The front tire followed the blown out Glen Helen terrafirma better than I usually feel coming from a Honda. Usually I get some type of deflection and or pitching from the CRF450R fork late in the day, but to my surprise the fork had an ample amount of damping and increased mid-stroke comfort. I did slow the rebound down one click and stiffen up the compression two clicks for the downhills at Glen Helen. Doing this just helped keep my front end up a little more on steep grade de-cel. I ran the fork height flush at Glen Helen and 2-3mm up in the clamp everywhere else I tested. If you have big downhills running the fork flush will help stability and help combat pitching sensation. When going to some softer dirt with larger braking bumps the Race Tech fork feeling/sensation didn't alter that much. The front end remained planted and didn't dive under heavy braking. This helped me corner quicker and let me dive into corners harder. I could get aggressive with my technique and not have to worry about unsettling the chassis while entering corners. Tracks with steeper jump faces I noticed I would like a little more hold up, so I am going to try and add a small amount of oil to see if this helps hold the front end up a little. However, I am only going to try 5cc's. What? Only 5? Yes, I can feel 5cc’s. Usually magazines go in 10cc increments, but to me that is too much. Pala Raceway in California has some bigger jump faces and is usually not the norm for a motocross track, so this is something that is an extreme case. All of the other tracks I went to the fork held up just fine. Note: Stock fork spring rate was used for my 170 pound carcass of a body. 

 

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Race Tech Shock: On previous settings I ran a 1mm Ride Engineering link, but for a starting point with this test I went back to a stock link. Now as you can see I am on a Showa A-kit shock, but the only big difference between the stock shock and the kit shock is that the shock shaft on these kit shocks are 18mm in size, the stock shock shaft is 16mm. To me I prefer a stock shock as the 18mm shaft makes the rear end feel to harsh/rigid compared to the standard 16mm shaft. This was one of the things I wanted to try and fix when talking to Chris and Rob at Race Tech. I needed more comfort out of acceleration chop and while I did get increased comfort on acceleration (out of corners) with the Race Tech set up, the action of the rear end had a slower feel. Usually a slower feel is good where off throttle de-cel bumps form, but not so good when on throttle square edge bumps come into play. The Race Tech shock/rear wheel, much like the fork, followed the ground much better than with other previous settings. In order to get that feeling, I would of had to resort to the Ride Engineering link, but now I got that rear wheel traction with the Race tech re-valve and the standard link. When accelerating out of corners the rear end felt plusher and it cut the harshness in half when hitting holes and square edge. Let me paint you this picture for a moment; instead of feeling a harsh point or spike through the rear end of the bike four out of the five bumps with the stock setting, I now only feel maybe two. The rear wheel sticks to the ground and absorbs more of the junk down in the rut instead of getting a spike and wheel spin. If you are looking to never feel any of the bumps out on a track, you are going to be looking for that feeling the rest of your life. Why? Because that is not ever going to happen! If there are bumps on a track you are going to feel most of them regardless, however it’s in what degree you feel those bumps that makes a good set of suspension or a bad set. On de-cel/braking bumps the Race Tech shock had that dead feel that I was looking for and never reacted too quickly when staying on the gas longer into corners. If there was one negative to the shock it was that I wanted a little more high speed damping on steeper jump faces. I tried going in on high speed compression and it just hurt my acceleration comfort. It wasn't worth the trade off for me. I decided on a sag setting of 108mm and that kept the bike balanced and working the best on all tracks and conditions. 

 

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Verdict: I don’t know if I was wrong about the Race Tech stuff in the past or maybe it’s just their settings/Gold Valves have evolved over time and improved? Whatever the reason is, I am pleasantly surprised with the first setting I received from them. I am going to send the shock back to see if I can get more high speed compression damping, but to me I could go race this setting on any track around these parts. This is the best Honda CRF450R setting I have tried to date and am looking forward to spending more time with this machine with this Race Tech suspension. Stay tuned as I will get back to you all with an update on the second shock setting. 

 

Price List: 

Racetech.com 

Fork Re-Valve $100.00

2 qt. Fork Fluid $ 39.98 

Fork Gold Valve $175.00

Fork Rebound Gold Valve $169.95

Shock Re-Valve $100.00

Shock Fluid $24.99

Shock Gold Valve $169.99

Rear 5.6 Shock Spring $119.99 

If you have any questions about this test or any other tidbits you must know please feel free to email me at kris@keeferinctesting.com